Please use addr:unit=* for the suite number and E.123 International Notation for the phone number (ie, +1-800-555-1212)

Moving this to note/428030.

Well, let's look at it from the root of what the trunk and motorway definitions are, the AASHTO definitions of limited access, partially controlled access, and controlled access. OSM would consider the former two as a trunk, and the latter as motorway. AASHTO's definition would consider WA 500 from 5 to 4th Plain as partially controlled access.

That seems to be an equally oddly tagged trunk; I'd probably have gone with trunk from Swope Pky to I 435 so there's at least an equal interchange at either end of the segment. These things get backed up more than motorways more or less inherent to their design compared to motorways (if you except extremely rare once in a million cases like the Interstate Drawbridge or the Peace Arch Park border station, for which you have literally miles of warning for, rather than 800-odd feet for a traffic light like you would on a trunk.

Indeed you're correct on 224. However, in both cases, neither operate completely as motorways for about the same reason. If we were to tag it your way, it'd be switching back and forth between motorway and trunk every other junction (but you're right, it should be converted if they finally took out the K-rail for ease of maintenance like they were talking about doing). You can have trunks with on and off ramps, which is basically what both are. 99E just off 224's another example of not-quite-a-motorway. WA 500's close to it, and I see merit in tagging it as a motorway in the future once the only at-grade intersection with the expressway portion is 4th Plain, but until then, motorway sets the wrong expectation to viewers and routers, and flipflopping back and forth without any change in the nature of the road is disingenuous. What makes entering the strip from east of 54th and west of Falk different from driving in the only segment of this expressway classified correctly? Nothing, you're still having to look for a traffic light before the end of the high speed portion of the road. If 224's undivided now, then the only real difference between 500 and 224 is 500 has a K-rail in the center of it.

So what makes the northwest so special that they can just disregard common usage? I'm familiar with the road, and with WSDOT's idiosyncrasies.

I'm saying the common usage for motorway has four parts: High speed limit and all three of 1) full grade seperation, 2) multilane, 3) fully divided. Any exceptions should be extremely rare to non-existant (for example, the ranch access gates for ranchland in Utah that have no other frontage on I80 or the gated off fire lanes coming off I 5 in the Siskyous, or the lone dead-end on keystone lake's Diamond Head from US 412, not a major street every mile). Dancing back and forth between the tags breaks consistency when the nature of the road doesn't change enough to warrant a change in classification just for one block. It's a surface expressway, not that lone block of an otherwise residential road on Southwest Birchwood between 87th and Laurelwood in Beaverton.

If it's high speed and two out of three, then it's a trunk.

Is this a marina or something? name=* by itself doesn't really define the object.

However, neither WA 500 or OR 224 are both fully controlled access (ie, grade seperated) and fully divided. It's limited access (a combination of interstate style roadway with surface intersections) and fully divided, which would make it a textbook trunk candidate.

WA 500 is, by and large, a super 4. I'm not seeing any functional difference between 500 and 224. OSM's definition as it's presently being used nationally with what is a trunk might differ from what a state's definition of what it may be. It's normal for there to be some variation with the official definition of a classification and what OSM has it down as. But if we're going to call WA 500 a motorway, we might as well call fourth Plain, Mill Plain, Saint James and Saint John's motorways as well, because fuck having different classifications, let's just upward creep the whole map.

No, because it's an exceptional situation in the Interstate cases you mention. In the WA 500 instance, 3 at-grade intersections represents almost half of the junctions on the road, making it more consistent with OSM-US practice of tagging surface expressways as a trunk instead of as a motorway. WA 500, as it stands today, has more in common with, say, US 75 north of OK 11, than, say, I 205 where it crosses WA 500. In both cases, US 75 and WA 500 are a mix of at-grade intersections and grade-separated ramps.

What WSDOT considers it at what OSM considers it are two different things, the only country where the official classification and the OSM classification are congruent is the UK. Essentially, if it's not interstate standard, it's likely not a motorway. See the United States entry under osm.wiki/Highway:International_equivalence

I 5 to Fourth Plain. construction=motorway shouldn't break routing because it's not highway=construction.

This issue has been referred to talk-us and the data working group.

This is incorrect tagging; the motorway is not yet complete. Recommend highway=trunk, construction=motorway until the entire segment is upgraded, making it consistent with tagging usage in the US for trunks and motorways.

Which building? Also, is it really a hospital or is it a clinic?

This might be a job for tagging@

Not sure what the correct tag would be but I can think of a whole lot of wrong ones.

Basically, the distinction is anything that you're likely to find in the Interstate Freeway System is a motorway. If there's any substantial deviation from that (lack of median, at-grade intersections, not freeway-like speed limits and similar totally outside the character of a freeway things) on a road that otherwise functions as a freeway, then that would make it a trunk (aka, a surface expressway in ODOT/WSDOT parlance, even if there are some fully grade seperated interchanges and medians, with a high speed limit).

I'm noticing significant priority creep in rural Oregon in general; most of the state roads really don't rise past secondary in nature (especially the windier and/or more rural ones like any of the three-digit ones in the coast range, 66 and 34). It's kind of silly to suggest that WA 500 is of the same character as I 84, or that OR 411, 180 and 229 are on the same level as US 20 in function, both in theory and practice.

WA 500 is pretty similar in it's present design and function to Milwaukie Expressway OR 223 and Mount Hood Highway US 26 where it's dual carriage way, or really take a grab at almost any midwestern dual carriageway trunk. Only real difference is WA 500 is in an urban setting. People don't expect at grade junctions on a motorway. Try highway=trunk, proposed=motorway until WSDOT actually upgrades it.

Re: Newberg-Dundee Bypass and the Sunrise Corridor...unless something has changed in the last 3 years, thee would certainly be trunks. As would be the segment of OR 22 I see someone's retagged as motorway for literally one block between Ellendale Road and Greenwood Road in Rickreall.