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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Woodburn became one of Oregon‘s fastest-growing cities, both in population and housing production, on its own. To sustain that momentum, the city needed some help.

Last week at Woodburn City Hall, Gov. Tina Kotek took part in a ceremonial signing of six laws that involve housing, including one that allows the city a one-time urban growth boundary expansion and gives it enough land to continue that growth for years.

“What’s great about this day and why we’re celebrating is these new laws will have a positive impact on the lives of everyday Oregonians,” Kotek said. “They’re about our seniors who deserve to age in the communities they have called home for decades.

“These bills are about young families who want to live near schools and safe neighborhoods where their kids can grow up.”

House Bill 4035, which Kotek signed into law March 31, makes it easier for cities with a population greater than 25,000 to make a one-time urban growth boundary expansion of up to 150 acres. An amendment to the bill will allow Woodburn to add 120 acres in its northwest corner inside the urban growth boundary. There, approximately 600 new homes will be built, including 30 percent designated as affordable housing.

Woodburn added 2,181 housing units between 2021 and 2025. The city is Oregon’s third-fastest-growing by population.

Before HB 4035 passed, city leaders projected Woodburn would run out of developable residential land in the next few years.

Rep. Pam Marsh, D-Ashland, said legislators saw how much development has occurred in Woodburn in recent years during a tour of the city in 2025.

“It is very clear that this is a community that doesn’t see checking off housing as just checking off the box,” Marsh said. “It is a community that sees housing as an avenue for really supporting families.

“Woodburn was the inspiration for legislation that was passed in the short session, and Woodburn will continue to be a model for cities across the state.”

Other new laws encourage development of affordable housing for seniors by allowing cities to designate land for individuals 55 and older, establish an affordable housing preservation program, expand self-certification of housing, prohibit private equity firms from purchasing single-family homes unless listed for sale to the public, and authorize a state fund for mixed-income housing.

Kotek set a goal of 36,000 new housing units produced in Oregon each year shortly after being sworn into office in 2024.

Approximately 50,000 new homes have been built in Oregon since she became governor, she said.

In 2025, new home permits were up by 5 percent in Oregon while they were down 3 percent in the entire United States, she added.

“We know that too many Oregonians are faced with an impossible choice,” Kotek said. “For some, that choice pushes them out of their house.

“We know that affordability is a relentless contributor to the issue of homelessness. And housing affordability is directly related to housing supply.”

That growth has led to strains on the capacity of cities’ aging infrastructure like water, sewer, roads and stormwater. Many of those cities don’t have the money to make those improvements.

Kotek called on the federal government to help pay for those kinds of projects.

“It is a major issue,” she said. “We have very aging systems here for water and sewer. So, they need upgrades anyway, but if we’re going to put more homes on those lines, they also need more help.

“If there is one thing the Trump administration could actually help us with is more financing for upgrading our public works systems — our water and sewer systems.”

Kotek also pointed out infrastructure investments made in the 2026 legislative session. Silverton got $5 million for its planned water treatment facility. St. Paul got $2 million for its water system.

Woodburn accomplished its previous growth without using the provisions of the new laws designed to encourage housing growth. Now it has the help to continue.

Sen. Kim Thatcher, R-Keizer, applauded city leaders for making development possible at its current scale.

“They’re amazing,” said Thatcher, the sponsor of the original bill. “I’m proud to be associated with them in whatever way I happen to be. It’s a privilege to represent Woodburn. They’re go-getters.”

Editor’s note: This article first appeared in The Statesman Journal and then was distributed on the USA TODAY Network via Reuters Connect.

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Oregon and Washington state leaders on Tuesday released an updated price tag for the Interstate Bridge replacement project that fell closely in line with documents unearthed months ago by critics of the long-planned expansion.

The total cost estimate for the bridge and 5-mile corridor of Interstate 5 rose to $13.5 billion to $15.2 billion, with a “most likely cost” of $14.4 billion, according to a joint statement from state highway officials. That price tag lands within highway officials’ earlier estimated range of $12.2 billion to $17.7 billion.

Oregon Gov. Tina Kotek and Washington Gov. Bob Ferguson doubled down on their support for the project despite rising costs.

“We need a new bridge and it’s time to start building it,” Kotek expressed in the joint statement.

By focusing on “a core set of projects,” she stated, the states can deliver a “modern, earthquake-ready bridge, with no bridge lifts, less traffic congestion, extended light rail and better options for people walking and biking.”

Tuesday’s cost estimates were the first released by the two states since 2022, when program officials gauged the cost at $5 billion to $7.5 billion. Since then, construction costs have run hotter than overall inflation, mostly because of materials and labor and fluctuating tariffs.

The Interstate Bridge replacement (IBR) program team, made up of Oregon and Washington transportation departments, plans to hire a contractor in 2027 to complete design work. The bridge is regarded as at risk of collapse in a major earthquake.

“The bridge must, and will be replaced,” Ferguson stated. “Delaying a major project has never made costs go down. We’ve achieved important progress in the past year, and we will continue to move forward by focusing on the core mission of replacing the bridge.”

Highway officials and state leaders refocused Tuesday on the more modest goal of replacing the two bridge spans, connecting them to I-5 and extending light rail service to Vancouver. Those aspects would total $7.65 billion, according to the joint statement.

Light-rail service may be needed to access some federal funding, but some elected officials and residents in Vancouver have protested bringing Portland-based light rail to Southwest Washington.

Joe Cortright, an economist and director of Portland-based City Observatory who has been a persistent critic of the project, said the state transportation departments were misleading constituents by focusing on half of the project.

“The high-level bridge requires elevated freeways on both the Oregon and Washington sides of the river, with new interchanges elevated high into the air to reach the new roadway,” Cortright stated Tuesday. “ODOT and WSDOT have intentionally designed this so once you start, you must build everything. The reality is they’ll never stop with Phase I. Start construction and you’re signing up for $15 billion and 20 years of construction hell.”

The IBR program currently has $5.5 billion in available state and federal funds.

“This funding is sufficient to continue the states’ momentum and begin the construction process while working toward further improvements to the larger corridor on both sides of the bridge,” the team stated Tuesday.

Highway officials are pursuing an additional $1 billion in funding through the Federal Transit Administration‘s Capital Investment Grants program.

“Managing our risks, including schedule, is imperative,” ODOT interim Director Lisa Sumption stated. “We are committed to moving this program into construction and completing this critical infrastructure for our region and the economy.”

Contractors and union representatives have touted the project, saying it would bring huge economic benefits in wages and other spending.

“We’re pleased to see this part of this moving forward now, and it’s time to get this project built,” said Mike Salsgiver, executive director of the Associated General Contractors‘ Oregon-Columbia chapter.

He lamented that it’s taken so long to replace the aging bridge.

“It also demonstrates the cost of the delay,” he said. “If we’d done this 15 years ago, it probably would have cost less than $3 billion.”

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The city of Portland is preparing public comments to submit on the proposed Interstate Bridge‘s design by the end of September.

On Thursday, the Portland Design Commission sought consensus on what changes they would like to see in the early bridge designs.

Chairman Brian McCarter focused on how the bridge will connect with the Vancouver Waterfront at the north end. A shared use ramp from the bridge to the waterfront appears to be “quite a journey,” he said.

“I’m having a struggle with the configuration being this long,” he said. “Is this the only way to do this, or could this be enhanced by some stairs, some elevators at strategic locations?”

Brenda Martin, major projects and transit manager for the Portland Bureau of Transportation, said a connection should be made between the light rail and a shared path for bicycles and pedestrians, given their close proximity.

Commissioners also discussed whether the design details of the bridge landings should differ on the Oregon and Washington sides. Commissioner Zari Santner said the bridge doesn’t need to look the same on both sides.

McCarter agreed, as long as it’s cohesive, he said. “Variety is great as long as it’s within an overall story,” he said.

McCarter also pushed for transparency in the bridge railings, so users can see outside the bridge.

Commissioners will consider and likely vote to approve a letter to the Interstate Bridge Replacement Program at their Sept. 18 meeting.

Construction on the bridge is expected to last 15 years, with 24 construction packages up for bid. The total project was estimated in 2023 to cost $5 billion to $7.5 billion. That range is expected to grow when Interstate Bridge project officials release an updated cost estimate later this year or early in 2026.

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The U.S. Environmental Protection Agency has announced the selection of $6.85 million in Brownfields Grants to communities in Oregon. Nationwide, $267 million in grants are being awarded.

Federal grant recipients must satisfy legal and administrative requirements to receive funds from EPA, an EPA press release states. Brownfield Grants include Assessment, Revolving Loan Fund, and Cleanup Grants.

Assessment Grants will provide funding for brownfield inventories, planning, environmental assessments and community outreach. Oregon is receiving four Assessment Grants.

• The city of Beaverton will receive $500,000;
• Northwest Oregon Economic Alliance will receive $1.2 million;
• the city of Portland will receive $500,000; and
• Tillamook County will receive $500,000.

Cleanup Grants will provide money to carry out cleanup activities at brownfield sites owned by the recipient. Oregon is receiving three Cleanup Grants.

• The city of Astoria will receive $2 million;
• the North Plains Urban Renewal Agency will receive $500,000; and
• the city of Portland will receive $500,000.

Supplemental Revolving Loan Fund Grants are awarded to high-performing recipients to help communities continue their work to carry out cleanup and redevelopment projects on contaminated brownfield properties. Supplemental funding for Revolving Loan Fund Grants is available to recipients that have depleted their funds and have viable cleanup projects ready for work. Oregon has one recipient of a Supplemental RFL Grant:

• The Oregon Business Development Department will receive $650,000.

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The Associated General Contractors of America reported on Thursday that the construction industry will see a mix of ups and downs across different segments in the new year. After surveying nearly 1,300 contractors with Portland-based Sage, AGC released the .

“The survey finds the outlook for 2024 is decidedly mixed, as contractors predict transitions in demands for projects, the challenges they will face and technology they will embrace,” said Stephen A. Sandherr, AGC’s chief executive officer.

Problems with labor shortages, high interest rates and supply chain improved but were still far from normal, he added. That news is compounded with fears over high interest rates and the possibility of a recession.

Infrastructure and public projects remain prime

Ken Simonson, AGC’s top economist, said optimism around most project types was positive but still lower than it was a year ago.

Contractors expected the value of infrastructure projects to be higher in the new year, the survey showed. Water and sewer were at 32 percent, followed by transportation at 30 percent and bridge and highway projects at 30 percent, according to survey results.

Lodging, retail and private office construction will be “bearish,” Simonson remarked. The value for lodging is expected to fall by 3 percent, retail down by 15 percent and private office down by 24 percent, the survey showed.

While the value of public projects was expected to increase, the number of respondents who actually worked on projects supported by Bipartisan Infrastructure Law showed a different story. According to the survey, only 9 percent of respondents said they actually worked on projects supported by the law.

Six percent of contractors said they won infrastructure-law project bids but haven’t started work and 7 percent said they bid on projects but haven’t won awards yet, the survey showed. A total of 33 percent of respondents said they don’t expect their business to change because of the law. The remaining 30 percent said they didn’t know what changes would happen, the survey showed.

AGC asked contractors to predict whether their workforce would increase in 2024. A total of 69 percent of firms responded they would see an increase in their headcount. Of that group, nearly 50 percent said their headcount would rise by 10 percent or less. A total of 18 percent said their headcount would increase by more than 11 percent, while only 4 percent thought their firms would grow by more than 25 percent.

Rising interest rates and financing costs were the top concern for 64 percent of contractors in 2024, survey results showed. Other costs such as trucking, insurance and design services were at 63 percent and economic slowdown or recession at 62 percent.

The remaining top concerns were material costs, direct labor costs, worker quality and an insufficient supply of workers or subcontractors.

Construction continues to invest in technology

“Technology will play an important role in helping teams increase their efficiency with limited resources,” said Dustin Stephens, the vice president of marketing and real estate at Sage.

Between 61 and 89 percent of firms said their technology investment will remain the same, the survey showed. Accounting and project management software both grew at 38 percent. Firms also put more dollars toward document management and estimating software.

According to the survey, around two-thirds of construction firms said they will use mobile software technology for daily field reports. Nearly 60 percent said they will use it for employee time tracking and approval.

The largest information technology challenge for contractors was finding the time to implement new technology and training employees, according to the survey. Cybersecurity and employee resistance to technology took second and third place, respectively, in IT challenges.

Industry wants more young people in the trades pipeline

Sandherr made a call to federal and local officials to boost investment in construction training. He said it was critical for federally funded projects that were likely to start in 2024, which also boosted the industry.

“Many kids don’t know (construction) is a career path,” he added.

AGC officials said they would push for new funding for construction education and training, using momentum from talks around programs such as the Pell Grant. Sandherr explained that AGC wanted to see more people lawfully enter the country and help patch workforce shortages.

Contractors share their predictions

Lynn Hansen, CEO of South Carolina-based Crowder Constructors, said that her firm’s future was bright as it worked on public projects.

“I’m optimistic about Crowder’s markets for the coming year. Our infrastructure markets where we focus water, waste, power, highways and bridges will be fairly strong,” Hansen added.

The executive noted that labor was still a top concern going forward, but those who the company recruited made more than what they previously earned. New engineers needed the least training, so the company was figuring out ways to streamline the process.

“We have good job training for project managers and leaders, but not as good with the craft level,” Hansen noted. Crowder established a registered apprenticeship program a few years ago to pick up the slack, she explained.

While supply chain has improved, finding certain pieces of electrical equipment has remained a challenge, Hansen noted. Some of those delays have gone from months to years and created costs for both general contractors and their clients, she added.

“My new year’s wish is for some stability in the industry. Our employees would like that also,” Hansen said.

By the numbers outlook in Oregon

Oregon firms answered similarly to AGC’s national survey results but differed in some places such as hiring and the types of projects most valued in 2024. A total of 34 Oregon companies answered survey questions.

Most companies predicted the value of projects would stay the same throughout 2024 regardless of what segment. Respondents said they thought the biggest increases would happen for federal (33 percent), hospital (31 percent) and bridge/highway projects (15 percent).

Oregon companies’ predictions about which segments would falter differed somewhat from the national survey, with multifamily residential falling by 33 percent, private office by 27 percent and retail also at 27 percent.

Of responding firms, 32 percent predicted that they would increase their headcount by 1-10 percent in 2024. Around 12 percent answered their firms would grow 11-25 percent, and 3 percent said they would increase by more than 25 percent. Around 21 percent of respondents said their headcount would decrease by around 1-10 percent.

Federal funding was somewhat of a question mark in Oregon compared to the national average. While the national average respondents did not expect any changes because of the Bipartisan Infrastructure Law, around 39 percent of responding firms in Oregon reported not knowing if the law made a difference to their businesses. Around 33 percent said they didn’t expect their business to change because of the law, 9 percent have worked on new projects funded by the law and 9 percent report that they plan to bid on projects but nothing suitable has been offered yet.

Rising interest rates/financing costs was the biggest expected challenge for Oregon construction in 2024, around 79 percent, the survey showed. The next largest concerns were economic slowdown/recession at 76 percent and rising direct labor costs at 61 percent.

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North Dakota-based Brandt Hospitality Group appears to be moving forward with plans to build a pair of hotels on 6.91 acres of property in Beaverton, a bit south of the intersection of U.S. Route 26 and Northwest Cornell Road.

The Beaverton Planning Commission last month voted unanimously to approve plans for a project that calls for construction of two Marriott-branded hotels, the AC and the Element, on property that consists of three separate tax lots. Combined, the hotels would offer 224 rooms. A pair of separate restaurants, one 5,600 square feet and another 4,700 square feet, also would be built.

“This is a very, very good project,” Commissioner Gerry Uba said during the July 25 meeting. “It’s good for our city, it’s good for the area, and as fellow commissioners have said, I personally like the design. They improved the design, with all the changes, including the parapets and the color changes. It’s just beautiful.”

On Aug. 17, the Planning Commission’s approval became final because no appeals were filed. Brandt Hospitality Group may now finalize design and apply for building permits. Previously, during a meeting in June, commissioners requested a number of revisions to the design.

“Looking at your revised drawings and considering where we were nearly a month ago, I think you guys have done a nice job in responding to our concerns,” Commissioner Terry Lawler said during the July meeting. “I think it’s a really advanced design.”

The site, shaped somewhat like a pork chop, is bounded by Northwest 158th Avenue, Greenbrier Parkway and Blueridge Drive. The property is zoned for industrial and commercial uses, and sits near buildings occupied by Columbia Sportswear, Body and Face Solutions, Nike and Papa’s Pizza.

Concept plans drawn up by North Dakota-based ICON Architectural Group were presented to commissioners by Brandon McDougald, a LEED Accredited Professional with Kimley-Horn of Salt Lake City. The drawings show two four-story hotel buildings, each with a distinctive, branded entryway.

The AC Hotel will occupy the northernmost portion of the site, and offer 117 rooms. The Element will take up the southwest portion, and offer 107 rooms. The two restaurant pads would sit in the southeast corner.

Based on city requirements, there will be approximately 333 vehicle parking spaces and 16 covered bike parking spaces.

The AC Hotel will be rectangular and have light-colored stucco exterior cladding. The entryway will be a darker gray and feature a prominent bump-out feature.

The Element, meanwhile, will be L-shaped and also features prominent bump-outs. But in contrast to its neighbor, this entryway will be slightly recessed.

Several commissioners asked McDougald about existing or future plans for the restaurants.

“There is some question as to the timing of when those restaurants will be built,” he replied. “But the developer does have the LOI from two restaurants they’re talking to right now, so we don’t anticipate construction of those restaurants will trail too far behind the hotels.”

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Core Spaces, a Chicago-based developer known for building upscale student housing, has chosen Portland as the next market it intends to impact.

To that end, the firm is developing , a 15-story, 417-unit luxury residential tower currently under construction on a full block site marked by the intersection of Southwest Fourth Avenue and Harrison Street on the Portland State University campus. When completed in late 2019, the building will include ground floor retail space, potentially a rumored grocery store, while the residential units will have an array of amenities suited for young urban professionals. The general contractor on the job is John Hyland Construction of Springfield.

Check out this new video below that shows off some of the work that currently is happening on-site. And check back with us in the near future for the complete feature story about this project.

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Oregon Tradeswomen Inc. hosted its 26th annual Career Fair last Friday and Saturday, May 18 and 19, at the NECA/IBEW Local 48 Electrical Training Center in northeast Portland. More than 1,700 women high school students from 75 Oregon high schools attended the fair Friday, while the general public was invited to check out the 100-plus demonstrations and booths hosted by construction and skilled trades contractors and public safety agencies including the Portland Fire Bureau and Tualatin Valley Fire and Rescue. Check out this gallery of photos from Friday’s session, which featured young women engaged in searching out possible careers in the trades. Click here to read about the event.

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The new Multnomah County Courthouse project is steadily climbing, floor by floor, as general contractor Hoffman Construction works on the planned $315 million, 17-story replacement for the existing courthouse on Southwest Fourth Avenue.

Hoffman recently hosted a tour of the construction site as part of the workforce development event Industry for a Day, which has been held the past three years by nonprofit group All Hands Raised. Below, a short video will give you a quick look inside the project.

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