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“Though Belt Line is considered a regional route and will basically be designed to freeway standards, the majority of the traffic in this section will be generated by local area motorists. This is shown by the projected traffic volumes along Belt Line for the three various build alternatives. Traffic volumes substantially decline when the additional interchange is not provided at either Roosevelt or Royal. In fact, based on traffic volumes alone, the overall need for the freeway design south of Barger could even be in question.....
“Roosevelt was constructed as recently as 10 years ago for the purposes of handling industrial-related traffic and providing a more major through route for traffic to and from the northwestern portion of the city. To not have this important transportation link connect to Belt Line would be directly in conflict with the original goals and would create a condition in which Roosevelt would be dysfunctional to a great extent. Unlike Royal, Roosevelt is designed to carry greater volumes of traffic, including trucks, which is precisely what would be accomplished with an interchange at Roosevelt and Belt Line.”
- Brant Williams, City of Eugene Public Works Department Transportation Division, February 1, 1993 letter to ODOT Environmental Section, reprinted in Belt Line Highway West 11th Avenue to North City Limits, Revised Environmental Assessment, June 1995

Roosevelt Boulevard

Roosevelt Road has been expanded to nearly a “Super Two” configuration along part of its route. (A “Super Two” is a limited access road that only has two lanes but is relatively high-capacity – it can often funnel more traffic than a busy four-lane urban arterial.)

Roosevelt / 99 - LOS F - Mitigated A

The ODOT “Frequently Asked Questions” document (Fall 2001) notes that the “Oregon 99 – Roosevelt Boulevard intersection is the fifth highest crash site on state highways in Lane County.” Therefore, intersection improvements to ameliorate the danger there should be given a higher priority than building a new, nearby road (per the requirements of the OHP). TransPlan lists a “future” project on 99 from Roosevelt to Garfield that should be considered a “connected action” to the WEP, presumably that project would include safety fixes to this intersection.
This report (pp. 33-34) analyzes “other existing arterials” – Royal Avenue, Belt Line Highway and West 18th Avenue (which is outside the Project Area) – but ignores Roosevelt Boulevard, the original route of the WEP’s original incarnation (Roosevelt Freeway). Roosevelt Blvd west of Highway 99 is virtually a “Super Two” expressway (a major highway that is more than a local arterial but less than a four lane divided highway) and is rarely congested. It is located between the WEP and the major population centers of Bethel / Barger, and therefore, should be considered as part of the transportation solution for local traffic and for connecting Belt Line and Highway 99.

The “Alternatives Considered – WEP” (October 4, 1999) report does mention Roosevelt Blvd., but considers it a minor arterial even though it has fairly high design speeds (between Danebo and Seneca) and is not near capacity.

If the “No Build” promised by ODOT in June 2001 is selected as the Preferred Alternative, the NHS routes could be West 11th Street (especially west of Belt Line), Belt Line, Roosevelt Road, Highway 99 and the 6th / 7th Avenues couplet, which would be adequate for through traffic and delivery trucks.

from ODOT’s website ...
Intermodal Connector Needs on the National Highway System – Procedure for Estimating Needs
Oregon Highway Plan
Staff Report, Oregon Department of Transportation, Transportation Development Branch, Planning Section
Statewide Mobility Unit – December 17, 1997
Eugene. Total needs are estimated at $2,150,000.
Intermodal connector roads and streets consist of several streets between the Eugene airport and OR 99/OR 126, in the vicinity of intermodal reload facilities along or near Garfield St. and Roosevelt Boulevard, and local streets connecting the Amtrak terminal, Greyhound bus station, and Lane Transit terminal with each other and with OR 99/OR 126.
The Supplemental Draft Environmental Impact Statement for the West Eugene Parkway identifies widening and signal improvements on Garfield Street between 6th and 7th Streets and on 6th Street at the eastern end of the proposed parkway. These improvements are estimated to cost $395,000.
Additional improvements include $1,755,000 in pavement treatments over the 20-year period from 1998-2017. This includes $50,000 in pavement treatments to Roosevelt Boulevard between Cleveland and Garfield, and $45,000 in treatments to Garfield Street between Roosevelt and Cross. These street segments are not currently designated as NHS connectors; however, traffic patterns in the Roosevelt-Garfield area suggest they should be. ODOT expects to request these street segments be designated as NHS Connectors.
[note: this report provides further justification that a West 11th – Belt Line – Roosevelt – Highway 99 – 6th / 7th couplet NHS designation would be reasonable, and that City roads such as Roosevelt Blvd can be designated as part of the NHS]