The contractor leading the approximately $700 million Interstate 205-Abernethy Bridge project had a history of subpar evaluations before a “near fatality” incident in which a work vehicle backed over a worker, according to Oregon Department of Transportation documents.

Construction giant Kiewit scored negative marks on four consecutive annual ODOT evaluations dating to the beginning of work in 2022-23. Its most recent score for work in 2025-26 was its worst yet: a -36. The evaluation uses a baseline of zero.

The annual evaluations, obtained by the 91��Ƶ through a public records request, also give new details on a series of safety incidents that have plagued the project. On Feb. 4, a work vehicle backed over a worker, resulting in a “near fatality,” according to the May 2026 evaluation. The victim endured a lengthy hospitalization, ODOT program manager Vidal Francis said at a June public meeting.

Additionally, an excavator bucket struck an employee on April 23. And a Kiewit employee piloting a skiff hit a pile and fell into the Willamette River, requiring rescue. No date was given for the boating incident, and details of injuries in the incidents were not available.

“Safety is fundamental to how we operate,” Kiewit spokeswoman Teresa Shada stated in an email. “We investigate and review incidents, injuries and near misses because every event presents an opportunity to learn, strengthen our operations and, where necessary, make changes to help prevent similar events in the future. We take every incident seriously and remain committed to protecting our employees, subcontractors, project partners and members of the public.”

The 2026 evaluation is not final; Kiewit has an opportunity to meet with the state construction administrator. Also, the 2025 evaluation was “was not formally submitted by (ODOT)” for “administrative reasons,” according to an ODOT records official.

“The Abernethy Bridge project is a technically complex infrastructure project that has required ODOT to direct significant scope changes throughout construction, resulting in a substantial number of change orders,” Shada stated. “While the ODOT project evaluations are one input into project performance and the scoring is currently under appeal, we continue working collaboratively with ODOT to address challenges and safely deliver this important project.”

Oregon Occupational Safety and Health Division has an open inspection regarding the Feb. 4 incident and cannot release further details at this time, OSHA spokesman Aaron Corvin stated in an email on Thursday.

The project’s contractor is Kiewit Infrastructure West, a subsidiary of Omaha, Nebraska-based Kiewit Corp. It’s one of the nation’s largest contractors.

Kiewit has faced scrutiny elsewhere. The contractor was recently dropped from the multibillion-dollar project to rebuild the Francis Scott Key Bridge in Baltimore after it was struck by a tanker and collapsed in March 2024. Kiewit’s bid came in at least $20 million higher than competitors’, the .

In Oregon, the Abernethy Bridge upgrade is the largest ODOT-led project in decades. The bridge between Oregon City and West Linn is being buttressed and widened. Massive supports are being built under the bridge, which is being widened to accommodate additional traffic. When completed, the bridge will be expected to survive a major earthquake.

“This project is complex and the contractor has faced challenges since construction began in 2022,” ODOT spokesman David House stated in an email. “The ODOT team and contractor are doing our best to manage schedule and cost risks.”

Several challenges lie ahead for the project that could increase costs and delay completion, which is now scheduled for winter 2027, House added.

Kiewit Infrastructure West was chosen in May 2022 to lead the project after competitive bidding. Construction began in June of that year.

Kiewit initially earned a -8 score on ODOT’s evaluation for 2022-23. That was followed by a -31 score for 2023-24, a -21 for 2024-25 and a -36 for 2025-26. On ODOT’s scale — developed in collaboration with the Associated General Contractors more than a decade ago — -50 is the worst score possible.

It is unusual for contractors to score below the top performance level, called Performance Level 1, for multiple consecutive years, House stated.

“The majority of ODOT contractors perform in the Performance Level 1 category for all of the different categories that they are rated on,” House stated. “There are however some contractors that do fall below the Performance Level 1 category, and we have discussions with the contractor if they are below the Performance Level 1 category.”

In the most recent evaluation, Kiewit earned the worst possible score in the category of “quality of materials and workmanship.” The score rubric states: “critical material certifications were not provided and work was suspended and/or workmanship was poor enough that remove and reinstall was required.”

In written comments, the evaluation, which was signed by ODOT project manager Ian Cannon, noted “major structural/civil workmanship issues,” including work that required concrete repairs, and stainless-steel bolt galling and overtorque in the main span. Also, the contractor did not install waterline-specific coating or use waterline contamination plugs as directed.

Kiewit also got dinged for nonpayment of subcontractors. The ODOT reviewer commented, “Contractor holding subcontractor payments – No letter or explanation provided to ODOT for 17 subcontractors being paid late.”

ODOT also noted several environmental violations, including tree and brush removal during a bird nesting window and no notice of a bird survey, totaling “serious nonconformance to permits and specifications.” The agency also noted discharge into the river.

The evaluation score leads to mandatory meetings with ODOT staff and a corrective plan.

ODOT in June deemed the project about 78 percent complete. Kiewit’s evaluation score calls for mandatory meetings with agency staff and a corrective plan.

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Kiewit Infrastructure West faces increased scrutiny of its performance on the Interstate 205-Abernethy Bridge project after two safety incidents that state officials deemed “serious,” along with escalating costs and delays.

Kiewit received a negative performance evaluation in May, said Vidal Francis, an Oregon Department of Transportation program manager.

On a scale of 50 to -50, with a baseline of zero, Kiewit scored a -36, Francis told Oregon Transportation Commission members at a meeting last week.

“The contractor’s monitored performance in this review period has not been great,” Francis said.

Two safety incidents drew particular concern from ODOT. In one, a work truck backed over a worker, resulting in hospitalization. In another, a boat driver needed rescue after striking a piling and going into the Willamette River.

The incidents were “pretty egregious” and could have been prevented, Francis said.

“We are aware of the concerns raised regarding work on the I-205 Abernethy Bridge project, including the discussion during the Oregon Transportation Commission meeting,” Kiewit spokeswoman Teresa Shada wrote in an email to the 91��Ƶ. “Safety is fundamental to how we operate, and we take any incident involving members of the public, our employees, subcontractors or project partners seriously. Kiewit will continue to work with ODOT to address and resolve changes to the work and deliver the project in accordance with our contract.”

Kiewit will have to submit a corrective plan and hold mandatory meetings with ODOT staff, Francis said.

“They need to come back to us with some of the corrective plans or even safety plans, if you will, as to how they cannot allow this to happen again,” he said.

It was unclear if the safety incidents involved Kiewit directly, or a subcontractor. But the prime contractor is ultimately responsible, Francis said.

“They have ultimate control over the entire project itself,” he said.

The project is more than a year behind schedule, with estimated completion dates ranging from September 2027 to January 2028. Kiewit’s contract ends on Oct. 21, 2026, and ODOT estimates an additional 316 to 440 contract days.

The project is approximately 78 percent complete, Francis said.

The cost of the project’s first phase is estimated at more than $700 million, according to ODOT. Total costs have risen to more than $800 million — more than triple the original estimate of $248 million. The bridge replacement effort is ODOT’s largest project in decades.

Kiewit’s performance may have long-term effects, according to Francis.

“This also could impact their ability to bid on future projects with the agency,” he said.

In other updates from the June 11 OTC meeting:

Interstate Bridge costs

Annual expenditures for the Interstate Bridge replacement project are expected to reach $216.6 million in 2027, and peak at $806 million in 2031, according to a preliminary finance plan presented to commissioners. In the 2028-29 biennium, costs are projected to hit $950 million. ODOT’s share would be half, or about $475 million.

The first phase of the project to replace the bridge and upgrade Interstate 5 in Portland and Southwest Washington is projected to cost $5.68 billion.

The project budget has limited design work, said Travis Brouwer, ODOT’s deputy director.

“We are only designing light rail to the waterfront,” he said. “The city of Vancouver, for example, has been asking us to continue the design into downtown. There is simply no money for that.”

ODOT’s budget

Transportation officials expect to present plans next year to cut $200 million from ODOT’s budget. The commission got its first look at a preliminary budget that would need to be approved by the Oregon Legislature and signed into law by the governor.

The preliminary budget gives commissioners the chance to tell the public how cuts will result in reduced services such as miles of chip seal, Commissioner Phil Chang said.

“What we can do is highlight what this proposal costs us,” he said.

Tolls

Commissioners discussed potential tolling levels on the Interstate Bridge. Chairwoman Julie Brown said she favors keeping tolls low while limiting exemptions and subsidies. Administrative costs often make exemptions and subsidies not worthwhile, she said.

“I’ve also been a firm believer, if you use it, you should pay,” she said.

Tolls were historically used to pay for projects, including the second span of the Interstate Bridge in the 1960s. But now generations of Oregon drivers have become accustomed to paying few tolls, if any.

“As Americans, as Oregonians, we’re going to have to start understanding that there’s a cost to all of this stuff,” Brown said. “These things were built for us, and we’ve enjoyed them over the years and haven’t had to pay for them, because the costs of them were years ago. Now, we’re going to have to make hard choices.”

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PROJECT: Raw Water Facilities

LOCATION: 10350 Arrowhead Creek Lane, Wilsonville

COST:��$10,028,300

START DATE: June 2020

ANTICIPATED END DATE: July 2021

OWNER/DEVELOPER: Willamette Water Supply Program

ENGINEER: Black & Veatch Corp. (Jeff McMullen)

GENERAL CONTRACTOR: Kiewit Infrastructure West Co.

TUNNELING SUBCONTRACTOR: James W. Fowler Co.

SIGNIFICANCE OF PROJECT: The Willamette Water Supply System Commission’s goal is to provide a stable and seismically resilient water supply for ratepayers in Washington County. The cities of Hillsboro and Beaverton, along with the Tualatin Valley Water District, have come together to build more than 30 miles of large-diameter pipelines, expand the existing raw water facility, and modify an intake on the Willamette River near Wilsonville, a new raw water filtration facility near Sherwood and water reservoirs on Cooper Mountain.

James W. Fowler Co., serving as the trenchless subcontractor for general contractor Kiewit, is constructing a 270-foot pipe ram of 84-inch-diameter steel pipe underneath Arrowhead Creek, the 55-foot-diameter by 54-foot-deep secant pile launch shaft and 25-foot-diameter by 45-foot-deep secant pile reception shaft, 500 feet of 66-inch welded steel pipe, approximately 1,000 feet of underground utilities, tie-in to the existing pipeline, cleaning and pressure-testing of the pipelines, and other miscellaneous items to complete the pipeline installation. The pipe ram was completed below the water table in cobble- and boulder-laden ground using specialized equipment.

Construction and then operations were expected to create more than 4,000 jobs.

“Building Blocks” spotlights noteworthy projects either under construction or approaching the start of construction. To submit a project for consideration, please visit: djcorprod.wpengine.com/building-blocks.

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The Tualatin Valley Water District on Nov. 19 will host an outreach event for vendors, subcontractors and suppliers interested in possibly working on the Willamette Water Supply System Raw Water Facilities project.

The existing raw water pump station and intake infrastructure at the Willamette River Water Treatment Plant in Wilsonville will be modified. Work is part of a larger plan to expand the treatment plant in order to supply water to much of the west side of the Portland-metro area.

The event is set for 10 a.m. at Tualatin Valley Water District offices at 1850 S.W. 170th Ave. in Beaverton.

Design consultant Black & Veatch is expected to finish project design in early 2020.

Kiewit Infrastructure West Co., the construction manager/general contractor for the project, is working with Black & Veatch to finalize a procurement plan for a guaranteed maximum price. This will include various work packages containing opportunities for qualified businesses to bid competitively. Kiewit intends to begin advertising upcoming bid opportunities in early 2020 in line with design completion.

Currently, the project team is reaching out to vendors, subcontractors and suppliers about timing and scope for the upcoming Raw Water Facilities project.

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KLAMATH FALLS, Ore. (AP) — Removing four hydroelectric dams along the lower Klamath River in Southern Oregon and Northern California is expected to cost just under $434 million and could happen by 2022, according to a new filing with the Federal Energy Regulatory Commission.

The Capital Press reports the nonprofit Klamath River Renewal Corp. submitted plans with FERC in 2018 to decommission and demolish J.C. Boyle, Copco Nos. 1 and 2 and Iron Gate dams, which block about 400 miles of upstream habitat for migratory salmon and steelhead.

Regulators are now considering whether to transfer the dams’ operating license from PacifiCorp to KRRC before the project can move forward. A general contractor, Kiewit Infrastructure West Co. of Fairfield, Calif., is already on board and working on a plan for razing the dams.

But first, KRRC must answer questions from a six-member independent board of consultants appointed by the feds to prove they have the money, insurance and contingency for such a large proposal.

Mark Bransom, KRRC executive director, said the filing “proves that we understand the magnitude of our charge and are on the right path.”

“This is a project of vast importance for the environment, the river and the people and communities in the Klamath Basin,” Bransom said. “We have the funding, the team, the expertise and the plan to do it right and pen a vibrant new chapter of Klamath River history.”

Built between 1911 and 1962, the lower Klamath River dams are currently operated by PacifiCorp and have a total generation capacity of 169 megawatts. Efforts to remove the dams date back to the 2010, when farmers, tribes, environmental groups and government agencies all signed on to the Klamath Hydroelectric Settlement Agreement.

By restoring a more free-flowing river, the parties hope to improve spawning and survival of fish species protected under the Endangered Species Act.

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The Portland-Milwaukie Light Rail Bridge is poised to start taking shape now that crews from Kiewit Infrastructure West have begun pouring the concrete segments of the bridge deck.

Two concrete form travelers are stationed at each end of the west bridge tower. A concrete pumper truck is pumping approximately 100 cubic yards of concrete mix to each traveler, which will then set it in place. Anchors for the steel cables are cast in place. A second pour will take place on April 30.

The future span across the Willamette River will be composed of 78 segments 16 feet long and 75 feet wide; each will weigh approximately 200 tons. Portland-based Ross Island Sand and Gravel is supplying all the concrete for the bridge’s construction.

As the concrete reaches a specified strength, crews will attach treated steel cables (or post-tensioning tendons). Kiewit will repeat the process over the next year as the 1,720-foot-long bridge deck takes shape. Bridge segments are expected to connect in spring 2014.

When completed, the bridge will accommodate light-rail trains, buses, bikes and pedestrians, and become the last connecting piece for the $1.49 billion Portland-Milwaukie light-rail line as it extends 7.3 miles from north Clackamas County to the South Waterfront District and downtown.

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It’s been one year since TriMet received an official Federal Transit Administration “go-ahead” for the Portland-Milwaukie Light Rail project, and now construction is happening on the city’s first new Willamette River Bridge in over 40 years.

Last wek, crews under project prime contractor prepared a rebar cage where the first of six concrete pillars will be poured to support one of the bridge’s main towers. Work to drill the first shaft down to the hard rock known as the “Troutdale Formation” was recently completed.

The rebar cage and concrete pour is part of the “next phase” of the light rail bridge’s construction: this summer, crews conducted the in-water work of building cofferdams or “tubs” that will isolate the bridge construction work from the water, so that fish habitats are not disturbed during critical times. The entire bridge is expected to be finished in 2015, in time to hook up to the 7.3-mile Portland-Milwaukie light rail line.

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Since July 1, crews have worked to set the stage for construction of the Portland-Milwaukie Light Rail Bridge. Now the curtain will rise, so to speak, for the main attraction.

Monday marks the end of the window that allows crews to work in the Willamette River. The deadline also marks the beginning of the project’s next phase, when the bridge itself will begin to take shape.

For the past few months, work has focused on preparing a staging area. Crews recently completed cofferdams – giant tubs in the water to hold workers so that they don’t disturb the rest of the river. Installation of the cofferdams involved drilling and installing piles that extended into layers of sand and gravel underwater. The steel piles support the “walls” of the cofferdams, which can be drained so work can take place inside more easily.

“When we’re working in the cofferdam we’re not interfering with marine life around the bridge, so we can work year-round,” said Ralph Salamie, project sponsor with the bridge’s design-build contractor, . It has a $118.9 million fixed-price contract for the bridge construction.

Crews also took advantage of the summer in-water work window to install pillars to support temporary work bridges that provide access to the cofferdam sites. It was critical for crews to meet the deadline, said Robert Barnard, a project director for TriMet.

“You don’t want to miss the in-water work window. You want to be done on time,” he said. “You make it, or you lose a year.”

To ensure that didn’t happen, crews planned ahead. They even prepared for the unexpected.

“The key to any operation is detailed planning,” Salamie said. “The other key is to plan for the what-ifs.”

Kiewit and TriMet planned for only one shift, Mondays through Fridays. They left weekends open for catch-up, Barnard said.

“We used most Saturdays and a few Sundays, but we were able to work a single shift and not have to work through the night,” Salamie said.

Occasionally, crews encountered some surprises, but they are to be expected, Barnard said, when drilling takes place underwater. When installing piles, crews found that they needed to hammer through surfaces harder than expected, or dig holes deeper than anticipated. Some piles planned to go only 100 feet deep ended up being up to 140 feet deep, Barnard said.

“It’s a challenge to estimate what the conditions are below the water,” Salamie said. “We have to react quickly (and) get some more material, and we’re back on schedule.”

Crews have only one more task to complete before the in-water work window closes. They are installing “scour protection,” which means dumping heavy rock on the bottom of the river around the cofferdams in order to reduce the amount of sand and sediment at the bottom of the river that will be lifted up by the current.

Because the cofferdams present an obstacle to the flow of the river, water can kick up whatever is lying on the floor. Scour protection provides a heavy protective shield to mitigate the cofferdams’ disturbance, Barnard said.

Salamie said he is looking forward to Monday.

“But it’s just the beginning,” he said. “It’s just the end of the beginning.”

With staging areas essentially in place, crews will dig deeper drill shafts to install the piles that will support the bridge. These piles go deeper than the ones supporting the cofferdams, down to the Troutdale Formation. It’s a layer of compressed cobblestone and rock that Barnard calls “God’s own concrete” because of its natural hardness and stability.

Once those piles are installed, crews will pour a concrete “pile cap” on each tower.

Then the bridge will start to appear, Barnard said.

“Now we’re going to start building a bridge,” he said.

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Kiewit Infrastructure West Co has requested sub contractors to bid on the John Day Lock and Dam – North Fish Ladder Entrance Improvements.  Sub Bid and supplier quotes must be submitted no later than noon on September 1st. For more information, please see today’s 91��Ƶ.

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