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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