Bickendan (2015-08-24 22:26:33+00:00): Fremont Freeway would be an incorrect designation. It'd either be an extension of the Stadium Freeway or part of the cancelled Prescott Freeway. If Kerby Ave Ramp is not a designation we want to use, then it should revert to being blank. 

Related: Exit 2 westbound I-84 and Exit 3 eastbound I-84. Exit 2 is signed as 'NE 43rd Ave'; 3 is signed as 'NE 58th Ave'. Neither ramps go past their terminal points with NE Halsey St or NE Glisan St, respectively; both ramps are signed as NE 43rd Ave and NE 58th Ave. 
Proposal: Name the offramp of Exit 2 from the north end of the bridge over the rail tracks to Halsey St as NE 43rd Ave, and name both the off- and onramps of Exit 3 from where they cross where NE Hoyt St would be south to Glisan St as NE 58th Ave to match street blades at the end of the ramps. 

Returning the discussion to WA 500 and whether it should be a trunk or motorway: Per correspondence with WSDOT, WA 500 between I-5 and WA 503/Fourth Plain Blvd is under long range plans to be fully grade separated. 
"Your recent inquiry about long term plans on SR 500 has been forwarded to me for response. 
 
As you are aware, WSDOT has been replacing the signalized intersections along this corridor for many years.  The most recent project, which was funded by the legislature out of the Transportation Partnership Account (TPA) and completed in the fall of 2012, constructed the interchange at St. John's Blvd. 
 
Replacing the signalized intersections at 42nd Ave. and 54th Ave. are identified as high priorities to improve traffic flow and safety.  At this time, however, there is no funding identified for design or construction so a timetable is not available.  WSDOT will continue to monitor the corridor, including these two intersections, and will look for  low cost operational improvements as conditions and funding deem appropriate.
 
Thank you for taking the time to contact WSDOT.
 
Brian McMullen
WSDOT SW Region Program and Services Manager"

Furthermore, using "500 would be a poor fit for motorway as, out of 9 junctions, 3 or 4 of them are at-grade" as criteria opens a large quality assurance problem with the high number of short motorways across the country, including many short interstates. These include US 30 between NW Nicolai and I-405 (one interchange, NW 23rd and Vaughn), WA 432 (4 interchanges and an at-grade railroad crossing), WA 303 (3 interchanges, with a non-free flow interchange at WA 3), CA 160 in Sacramento, CA 132 between I-580 and I-5, CA 204 in Bakersfield, CA 138 at I-5, both segments of CA 90, particularly the eastern one, CA 330 in Highland, and, for interstates: I-705 in Tacoma (with WA 7 as an extension), I-105 in Eugene (and OR 126 in Springfield), I-110 in El Paso, I-535/US 53 in Duluth/Superior, and so on. 
Secondly, not counting WA 503/Fourth Plain (the freeway's eastern terminus), there are only two at grade intersections (42nd and 54th). I argue that using a rubric of an interchange per freeway length to determine whether it should be designated as a motorway or trunk on the map vs how it functions on the ground is overly pedantic. Having driven WA 500 several times, it's clear that the route is meant to function as a freeway with the two unbuilt interchanges forcing the intervening segment as an expressway. I believe that from I-5 to 42nd Ave, and from 54th Ave to WA 503/Fourth Plain, WA 500 should be marked as a motorway, not trunk, and the segment between 42nd and 54th, until WSDOT can finance and complete the interchanges, should be trunk, as it's currently marked. Otherwise, the many short freeways, including the under construction Newberg-Dundee Bypass and Sunrise Corridor, would have to be reexamined to ensure mapping standards are upheld, despite their function in the field.