Can we clarify the basis of giving the Oregon portion a Washington state route ref? I did a little digging and found conflicting evidence.

Evidence/argument for:
TIGER Lines assign the Oregon portion, between state line and the first intersection with US 30 ramps, as WA 433;
new ODOT overhead signage on EB US 30 signs the exit as "WA 433" instead of "To WA 433"

Evidence/argument against:
WSDOT GIS has WA 433 ending at state line;
ODOT GIS shows the Oregon portion as ODOT-owned and maintained, not part of signed routes, and as a connection rather than a highway route;
having a WA state route in OR is very unusual and I'm not aware of similar cases

new bus lane and protected bike lane on Washington from ~76th to ~92nd

the road markings on the slip road seems to suggest that left turns are allowed here, which isn't how it's mapped here. but i am also struggling to come up with a map representation that satisfies routing and also geometry

POI need survey and update (esri imagery shows this plot has been rebuilt and looks to be a different use)

roads in this trailer park needs to be updated (see aerial)

PSU Urban Center now has platforms on both sides

Are the HOV lanes really two separate ways with limited time access and left side counterflow running? If it is one carriageway that is reversible, it should be tagged oneway=reversible and add the time restrictions there

looks like the bike paths mapped here around Black Lake Blvd are simply painted bike lanes. They should not be mapped as separate ways, and instead as cycleway tags on the highway ways for the main road

trimet service change: route 24 no longer routes via Kerby and takes a more direct route to Fremont. This pair of stops on Kerby are closed

https://trimet.org/servicechanges/2026march.htm

Line 76 bus to/from Oregon City does not enter Meridian Hospital and instead serves (currently unmapped) stops on Boland. It is also missing a few stops around Stafford and Willamette.