and replaced a temporary crossing that had been in use since May 1964. The not-yet-complete freeway was used as the boundary between the state's 1st and 3rd congressional districts following a special redistricting vote by the state legislature in May 1965. The first section of I-405, between the Ross Island Bridge and Southwest Broadway, opened to traffic on October 26, 1965, two months later than scheduled and at a cost of $5.5 million (equivalent to $ in dollars). The delay was attributed to heavy rains that prevented painting of lane markings and to a failed shipment of raised pavement markers. Excavation of the second section, also under the direction of the Drake Company, began in September 1965. It opened in September 1966, extending I-405 from Broadway to Southwest Montgomery Street near the Vista Ridge Tunnel. The Marquam Bridge opened a month later, granting access to East Portland via new ramps from I-405 to I-5. Northern section and cancelled extensions Construction of the third phase of I-405, covering between Montgomery and Johnson streets, began in July 1966 under a $12.3 million contract (equivalent to $ in dollars)—the largest to be awarded by in the state highway commission's history. It included 22 overpasses to reduce disruption to the street grid and 55 retaining walls, which were covered by planted trees, shrubs, and ivy to beautify the freeway. An estimated of dirt were excavated for the project and reused to fill industrial sites on the Willamette River. The freeway's overpasses were opened to traffic in October 1968, but completion of the lanes and ramps was delayed due to heavy rains that disrupted grading and installation of guardrails and signs. The Montgomery–Johnson section was opened to traffic on February 25, 1969, after an additional two-month delay due to snowy weather. It coincided with the opening of the Vista Ridge Tunnels, which provided a connection to the Sunset Freeway (US 26) and replaced an earlier street. The tied arch design of the Fremont Bridge was approved by the state government, city council, and Bureau of Public Roads in May 1966. The costlier design was recommended by the Portland Art Commission after public outcry over the perceived "ugliness" of the Marquam Bridge and the initial cantilever design for the Fremont Bridge. Construction began in late 1968 and was originally estimated to cost $22.4 million (equivalent to $ in dollars) until later design changes caused its total