south just across the Clackamas County line and stopped at the Columbia River in the north. After the successful battle over the Mount Hood, activists were pushing for I-205's cancellation, while some neighborhoods and businesses wanted it further east or west (depending on the proposal). After some negotiation, I-205's Multnomah County segment was finalized, reducing interchanges, eliminating a possible provision for a Mount Hood Freeway interchange, and resulting in the alignment of today's I-205. An unfinished, grade-separated transitway and a bike path were added to I-205, part of the Mount Hood Freeway ideas that actually influenced another freeway. The transitway is now being used as the route for the TriMet MAX Red Line and the MAX Green Line. Since the completion of I-205, no major freeways have been built in the Portland metropolitan area. A total of 415 parcels in the future path of the Mount Hood Freeway were acquired by the state government, costing $7.8 million in 1975. They were gradually resold for re-integration after the proposal was defeated. Some believe the Mount Hood Freeway is one of the things most recognizable as a reason for the development and promotion of alternative forms of transportation in Portland. The MAX light rail system, the Portland Transit Mall, and the city's notable bicycle-friendly policies are said by some Portlanders to have stemmed from the freeway revolt. Remnants Only a few physical signs are around of the canceled freeway, mostly in the form of incomplete connecting ramps or ramp stubs. Some previous evidence of the Mount Hood Freeway has been eliminated with new roadwork. Interchange grading: At the western end of Segment Three, the highway was graded to support an interchange with the proposed Segment Two. An unusual divided sweeping turn on US 26 past Gresham is visible where an interchange with an unbuilt segment would have been. Ramp from I-5 southbound: Just as the southbound lanes enter the lower level of the approach to the Marquam Bridge, a left exit (which would have been 300A) is blocked off, complete with an empty sign bridge (replaced in 2015). This would have been the southbound I-5 access to the Mount Hood Freeway eastbound. Places to attach similar ramps were built for other directions of travel on I-5, but they were instead used to widen the freeway in 1990 (and reconstruction of the ramp from I-5 northbound to I-84). There is a bridge support