20 months. The bridge plans were also modified to include a bicycle and pedestrian path in the median to comply with the Oregon Bicycle Bill. In 1967, the Oregon state government began acquisition of homes, businesses, and other properties on the future route of I-205, either through buyouts or condemnation. The buildings were auctioned for relocation to clear the right-of-way. Several business owners in eastern Portland appealed to state legislators for compensation, financial assistance for moving, and a year to relocate after freeway construction displaced them. A group representing the Clackamas Industrial Area, which was to be bisected by I-205, requested a study in 1967 to find a new route that would avoid the industrial park. The study concluded that an alternative alignment would be infeasible and displace nearby homes, which led to a 1969 decision by the commission to retain the original plan. Under the initial design proposed in 1970 for I-205 through Portland, the freeway would be eight to ten lanes wide, and would carry a portion of I-80N between the Mount Hood Freeway and Banfield Expressway. The Portland and Multnomah County governments raised concerns about noise and air pollution near Lents School and the Rocky Butte Jail, the latter of which would sit from the freeway, and requested several design changes with a full environmental impact statement (EIS). The state's draft EIS, which was published in 1972, concluded I-205 would not have a major adverse impact on the local area but the Multnomah County environmental planner criticized it for not considering a "no build" option. On July 2, 1974, the Multnomah County Board of Commissioners voted 3–2 to revoke their approval for the design of I-205 within the county. Board commissioners Donald Clark and Mel Gordon had proposed the move to force negotiations to reduce the freeway to eight lanes, remove several interchanges, add a transit corridor, and replace elevated sections with trenches. Several anti-freeway groups which had filed air pollution complaints with the state, including the Sierra Club, the Oregon Environmental Council, End Needless Urban Freeways (ENUF), and Sensible Transportation Options for People (STOP), supported the proposed changes, and added calls to include provisions for a busway or light rail line on the corridor. The Federal Highway Administration—successor to the BPR—denied a request from the county to withdraw its support and funding for the original design, and instead authorized the Oregon Department of Transportation (ODOT)—successor to