the section in northeastern Vancouver was briefly interrupted following the discovery of a seasonal campsite used by Coast Salish peoples, which necessitated an archeological dig. The Washington section cost $35 million (equivalent to $ in dollars) to construct; it opened to traffic in two stages without formal ceremonies. The northern section from Northeast 83rd Street to I-5 opened on August 22, 1975, and the southern section from SR 14 to Northeast 83rd Street opened on December 22, 1976. A new shopping center, the Vancouver Mall, was built at the I-205 and SR 500 interchange to attract cross-state traffic, and opened in 1977. Construction of the first Portland section, which extended I-205 by from Sunnyside Road to Foster Road in southeastern Portland, began in early 1975. It opened to traffic on January 26, 1976, following a month-long delay caused by a shortage of signs and gantries. The state government awarded contracts for the remaining sections in Portland in 1977, with grading and preliminary work beginning that year. The second section, between Foster Road and Powell Boulevard (US 26), opened in February 1981 at a cost of $23 million (equivalent to $ in dollars). It comprised of the freeway, and a braided interchange with ramps to Powell Boulevard and Division Street. Construction of Glenn L. Jackson Memorial Bridge over the Columbia River, which is named for Oregon highway commissioner Glenn Jackson, began with a groundbreaking ceremony on August 23, 1977. Its construction used 592 post-tensioned segmental boxes that were lifted into place, a method that was relatively new to the U.S. at the time, and cost $175 million (equivalent to $ in dollars) to build. The bridge was opened to traffic on December 15, 1982, along with a link to the eastern portion of the Banfield Freeway (I-84) and two intermediate interchanges. The bicycle and pedestrian path on the bridge, part of a longer system along I-205, was opened the following year. The completion of the Glenn L. Jackson Bridge spurred major industrial and residential development in eastern Vancouver, and transformed it into a bedroom community that was characterized as urban sprawl. The planned growth around I-205 and its potential to encroach on the Columbia River Gorge led to calls for a national scenic area, which was established in 1986 to protect the area from development. The final section of I-205, which spanned from Division Street to the northern junction with the