Banfield Freeway, opened to traffic on March 8, 1983. Its completion was delayed by the pending transfer of prisoners from the Rocky Butte Jail to the new Multnomah County Jail in Downtown Portland. A series of high fences were temporarily built to mitigate air and noise pollution until the transfer was completed. The old jail was closed in November 1983 and was demolished the following year to make way for the remainder of the southern interchange with the Banfield Freeway. The Division–Banfield section of I-205 initially opened with four through lanes, which was expanded to six in December 1984. The full southern interchange was opened in 1985, coinciding with the widening of I-84 to accommodate expected traffic from I-205. The estimated total cost of I-205 construction in 1983 was $375 million (equivalent to $ in dollars). The parallel transitway on the I-205 corridor was graded but left unfinished. It ran to the west of the freeway from Foster Road to a tunnel near Division Street, and switched to the east side through Gateway and the median from Rocky Butte to Columbia Boulevard. While initially envisioned for use by buses, TriMet and Metro pursued a light rail line that would connect with the existing Banfield line—now the MAX Blue Line—which opened in 1986 along the I-84 corridor. Congress approved the reallocation of federal funds in 1987, and was formally submitted to the FHWA by the Oregon state government in 1989. A short section of the transitway was used for the Banfield line and the northern section was incorporated into the MAX Red Line, which opened in 2001 to serve Portland International Airport. The remainder of the transitway from Gateway to Clackamas was built out as part of the MAX Green Line, which opened in 2009. Later developments Several infill interchanges were added to I-205 as new development on the corridor contributed to increased traffic congestion on the freeway and adjacent streets. Between 1983 and 1985, traffic volumes on the freeway had increased by a third. In December 1984, a split interchange with Stark and Washington streets near Mall 205 was expanded to include ramps to Glisan Street and a frontage road. An interchange with Lester Avenue—now Johnson Creek Boulevard—was proposed in the late 1980s to relieve congestion at the nearby Sunnyside Road interchange, which by 1989 had become the busiest in Oregon. The new interchange, which was approved despite opposition from