near West Linn in 1969 that severely damaged the city's reservoir, destroyed three homes, and delayed the opening by months; after several months of water rationing, the reservoir was replaced with state funding the following year. The West Linn section's opening spurred new residential development in the area and was expected to cause major increases in smog density. The section was designated as a state scenic highway to ban billboards and commercial development near Tualatin and also included the first rest area on I-205, which was built near West Linn. In late 1972, the freeway was extended northeast from Oregon City to Gladstone, connecting to an existing expressway bypass for OR 213 through Park Place that opened in July 1962. The interchange with OR 99E on the east approach of the bridge was built on fill using debris from excavation of the West Linn section. The final section in Clackamas County, connecting OR 213 at Lake Road to Sunnyside Road, opened in February 1975. Portland delays and design changes In June 1967, on its second attempt, the neighborhood of Maywood Park near Rocky Butte incorporated as a city to halt construction of I-205 by filing suit against the state. The lawsuit delayed planning; Maywood Park lost its case, and appealed through county and state courts but in 1976, the city's final appeal to the U.S. 9th Circuit was denied. The court concluded Multnomah County had jurisdiction over the area at the time of the freeway's design approval. I-205 was relocated from an elevated viaduct to a trench west of Maywood Park; freeway construction, however, required the demolition of 87 homes in the city. Another objection to the freeway's routing came from the Port of Portland, which had planned to extend the runways of Portland International Airport in a manner that would interfere with I-205's crossing of Government Island and the Columbia River. Planning of the bridge, which would use dredged fill near Government Island for its southern approach, was halted until the U.S. Army Corps of Engineers approved the runway plans in August 1969. The FHWA approved the bridge's basic design in September 1971; the design was extensively modified after the runway extension plans were abandoned in 1973. The lack of a runway expansion and its associated dredging work would necessitate a longer southern approach, which increased costs by $20 million (equivalent to $ in dollars) and delayed planning by