A weekly compilation of the largest winning bids in the Pacific Northwest, according to the Daily Journal of Commerce Project Center.

1.

Winner (contract awarded): A-1 Landscaping & Construction

Amount: $3,353,770

Project: Smith Cove Park Development (Seattle)

Owner: City of Seattle, Parks and Recreation Department

Cost estimate: $4,178,233

Project team: JBC Landscape Architects, GGN Landscape Architecture, Apex Engineering, Adapt Engineering, IMEG, Magnusson Klemencic Associates

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2.

Winner (contract awarded): Joseph Muller Construction

Amount: $351,820

Project: Lane County Parks Restroom Upgrades (Florence)

Owner: Lane County Department of Public Works

Cost estimate: $150,000 to $300,000

Project team: Wilson Architecture, Paradigm Engineering

3.

Winner (contract awarded): Ryatt Construction of Seattle

Amount: $264,840

Project: Fire Station 18 Sewer Replacement (Seattle)

Owner: City of Seattle Purchasing Services Division

Cost estimate: $302,000

Project team: Entitlement & Engineering Solutions Inc.

4.

Winner (contract awarded): Mountain States Materials Inc. of Terrebonne

Amount: $250,000

Project: Warm Springs Cinder Rock Price Agreement (Maupin)

Owner: Oregon Department of Transportation

Cost estimate: not available

Project team: not available

5.

Winner (intent to award): Otis Elevator of Tigard

Amount: $165,985

Project: Community Center Elevator Modernization (McMinnville)

Owner: City of McMinnville Engineering Department

Cost estimate: not available

Project team: not available

Do you want to be the winner of an upcoming Top Bidders project? Then join the 91��Ƶ Project Center to find, track and bid on your next project. For a free tour, or more information on monthly and annual rates, contact Sharlene Richard at 503-802-7252 or srichard@djcOregon.com.

The post Projects totaling $4.4 million in top bidders | Aug. 29, 2025 appeared first on Daily Journal of Commerce.

Multnomah County has approved an intergovernmental agreement with the Oregon Department of Transportation (ODOT) for the Morrison Bridge Strengthening Project. Replacement/repair solutions are to be designed and constructed for several bridge components.

The work includes replacement of the bridge’s motors and brakes, county engineering services manager Emily Miletich reported during a meeting of the board of commissioners last month. The motors and brakes are over 50 years old and malfunctioning, causing disruption to public travelers and river users, the staff report states. In addition, several of the concrete beams supporting the bridge deck on the east approaches need to be rehabilitated to avoid institution of a weight limit for vehicles crossing the bridge.

The project will improve the movable spans’ reliability, which will reduce traffic backups in the area during bridge lifts.

The project team will coordinate closely with the U.S. Coast Guard to minimize impacts to river traffic, and with the city of Portland and TriMet to reduce impacts to travelers. The team will also coordinate with ODOT and conduct extensive public outreach regarding nighttime Interstate 5 and Interstate 84 lane closures that will be required to complete some of the work.

“This project is funded primarily by the Federal Highway Administration, which distributes funds to ODOT for local agency projects,” Miletich said.

ODOT, administrator of those federal dollars, is responsible for ensuring compliance with federal and state requirements. About $8 million of the project cost – slightly more than $9 million – will be covered by federal funding. The rest will be covered by the county.

“A portion of those county costs – about $1 million – has been included in the (Fiscal Year 2023) bridge fund budget,” Miletich said.

Anything outstanding will be proposed for coverage in the Fiscal Year 2024 and the Fiscal Year 2025 bridge fund budget.

The design phase, including procurement of a design consultant, is expected to take about 18 months, Miletich said. Construction would likely begin in summer 2024 and finish in about a year.

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PORTLAND, Ore. (AP) — The group No More Freeways has filed a lawsuit against the Oregon Department of Transportation‘s plan to add auxiliary lanes and shoulders to Interstate 5 by Portland’s Rose Quarter.

The federal government allowed the project to move forward without a full environmental impact statement and the group believes that’s a violation of the National Environmental Policy Act, The Columbian reported Monday.

The $800 million project is aimed at decreasing congestion and traffic accidents on a segment of I-5 between its junctions with Interstate 84 and Interstate 405, but it has faced significant opposition from No More Freeways and other Portland community groups that say the freeway expansion would increase pollution and contribute to global warming.

The groups are also concerned about the impact on a nearby middle school.

The project has garnered attention in southwest Washington state’s Clark County due to the large number of local residents who commute to Portland for work, often sitting through heavy backups on I-5 through North Portland.

The post Group sues over Interstate 5 expansion in Portland appeared first on Daily Journal of Commerce.

A Woodburn-based contractor is facing $13,000 in state fines after an equipment failure in Portland on Monday caused a miles-long traffic backup on Interstate 205 southbound lanes.

According to the Oregon Department of Transportation, a concrete mixer belonging to Woodburn-based Kerr Contractors malfunctioned. That delayed the effort to cure a batch of concrete being applied as part of a bridge joint repair. I-205 lanes subsequently remained closed to motorists beginning near Northeast Halsey Street after 5:30 a.m., when they were supposed to reopen.

“The work they were doing early that morning involved improving some ramps and some bridge joints pieces, where the sections are coupled together,” ODOT spokesman Don Hamilton said. “They were doing some concrete work on the bridge joint and they had a malfunction of the mixer and it was unable to set the material properly.”

Lanes didn’t reopen until shortly after 8:30 a.m. Several media outlets reported that the backup of motor vehicles eventually reached as far north as Washington’s S.R. 500 – several miles north of the state border.

The work being performed by Kerr is part of ODOT’s Big Fix PDX project that calls for improvements on all of the major Portland-area freeways this summer.

Fines assessed in such a situation, Hamilton said, are based upon the contract in place for the project. In this case, the state’s contract with Kerr called for $500 in fines for every 15 minutes that a single lane is closed past the planned reopening time previously agreed to by the parties. With three I-205 lanes closed for hours, the fine amount increased rapidly.

Phone calls to Kerr Contractors seeking comment were not returned promptly.

ODOT inadvertently exacerbated the traffic situation, Hamilton said, by advising commuters via social media and other outlets to use I-205 as an alternative to Interstate 5, where major maintenance is also taking place.

“For all the warnings about the work on I-5, we were encouraging people to use other routes like I-205,” he said. “We directed them to calamity, and that’s very distressing for ODOT. We’re trying to make sure that doesn’t happen again.”

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The Portland Bureau of Transportation plans to complete three construction projects to help ease passage of oversize truck loads through Portland streets.

The projects are part of a larger effort undertaken in 2015 by the city and other metro-area governments to formalize the area’s system of 34 corridors for hauling over-dimensional loads. No such study had ever been undertaken, said PBOT project manager Robert Hillier.

“We wanted to have a better understanding of how these corridors affect our region, because we had no idea,” he said.

The Portland City Council on Wednesday accepted the outlining a strategy for improving oversize truck loads through Portland. Setting the construction schedule will be Commissioner Dan Saltzman, who oversees PBOT.

The city has laws requiring amenities like light posts and trees for certain development projects. Haulers like Steve Bates of V. Van Dyke Inc. said the study was important because it draws a “line in the air” so the truck corridors are protected from future encroachment.

“If it were up to the engineers and developers, they’d put a lamppost right in the middle of the corridor,” Bates said.

Jana Jarvis, head of the Oregon Trucking Association, is involved in several efforts devising standards for hauling oversize loads, including with Oregon Department of Transportation. She said the OTA sometimes has to advise governments on which types of trees to plant because some will eventually prevent passage even to regular tractor trailers.

“We’re trying to get city planners better informed in advance, (rather) than after the fact,” she said.

The study identified preferred safe routes for over-dimensional loads through Portland and gaps in the system, and noted required clearances under overpasses and weight limits on bridges. Several projects are recommended, including three for PBOT, which will be included in the next update to the city’s Transportation System Plan.

In all, the study outlines 24 projects, including:

• Lowering Northeast Columbia Boulevard where it passes underneath the Union Pacific Railroad. The underpass is a snug 16.5 feet from the road, nearly a foot shorter than the recommended standard. Complicating the project is a jet fuel pipeline that passes under Columbia Boulevard.

• Raising the pedestrian bridge at George Middle School on Columbia Boulevard. The bridge is currently 16 feet above the road and the clearance standard is 17.4 feet. The highest permitted load recorded by ODOT between 2012 and 2015 was an 18-foot-tall transformer that traveled between Happy Valley and Oregon City.

• Retrofit or replace the North Portland Columbia Slough Bridge, which is constrained by a weight limit of 10,500 pounds, which prevents most permitted oversize loads from crossing. The heaviest load approved by ODOT between 2012 and 2015 was a transformer weighing 662,212 pounds.

ODOT requires a permit for loads with a width exceeding 8 feet 6 inches, a height exceeding 14 feet, length exceeding 40 feet or a gross vehicle weight exceeding 80,000 pounds.

About 30 percent of permits issued by the agency from 2012 to 2015 were for heavy construction equipment, including excavators, cranes and log loaders.

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