Interstate 182

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"I-182" redirects here. For the submarine, see Japanese submarine I-182.

Interstate 182 marker
Interstate 182
I-182 highlighted in red
Route information
Auxiliary route of I-82
Defined by RCW 47.17.372
Maintained by WSDOT
Length15.19 mi[1][2] (24.45 km)
ExistedJune 23, 1969[3]–present
HistoryCompleted in 1986
Major junctions
West end I-82 / US 12 near Richland
 
East end US 12 in Pasco
Location
CountiesBenton, Franklin
Highway system
← SR 181→ SR 193

Interstate 182 (I-182) is an east–west auxiliary Interstate Highway in the U.S. state of Washington. It serves as a connector from I-82 to the Tri-Cities region, crossing the Columbia River on the Interstate 182 Bridge between Richland and Pasco. I-182 is concurrent with U.S. Route 12 (US 12) for its entire 15 miles (24 km) and also intersects State Route 240 (SR 240) and US 395.

Business leaders in the Tri-Cities began lobbying for a freeway in 1958 after early alignments for I-82 were routed away from the area. The new freeway would also include construction of a Richland–Pasco bridge, proposed since the 1940s at the site of an earlier cable ferry that ran until 1931. I-182 was created by the federal government in 1969 as a compromise to the routing dispute, allowing for direct access to the Tri-Cities while allowing through traffic to bypass the area.

Construction on I-182 was scheduled to begin in 1971, but was delayed by opposition by conservation groups, disputes over interchange locations, and a federal freeze on highway funding in 1980. The first section to be built, over the Yakima River west of Richland, began construction in late 1980 and opened to traffic three years later. The Columbia River bridge opened in November 1984, linking to a longer section opened a month earlier in Pasco that connected to the existing US 12 bypass. The final sections of the freeway, between I-82 and Richland, were opened to traffic in March 1986.

Route description[]

I-182 eastbound approaching the Queensgate Drive exit in western Richland

The freeway begins at a trumpet interchange with I-82 and US 12, located near Badger Mountain southwest of Richland. I-182 and US 12 travel concurrently through the Goose Gap in the Horse Heaven Hills and continue northeast into suburban Richland, cutting between housing subdivisions and big-box stores around the Queensgate Drive interchange.[4] They then crosses over the Yakima River and intersect SR 240, beginning a short concurrency along the southern outskirts of central Richland while following the Tri-City Railroad. At the following interchange with George Washington Way, SR 240 splits from the freeway and travels southeast towards Kennewick.[5][6]

From Richland, I-182 and US 12 pass a golf course and cross the Columbia River on the Interstate 182 Bridge, officially named the Lee–Volpentest Bridges, which carries six freeway lanes and a section of the Sacagawea Heritage Trail on twin 1,950-foot-long (590 m) concrete spans.[7][8] The freeway then enters Franklin County and passes through the suburban neighborhoods of western Pasco, bending southeast after an interchange with Broadmoor Boulevard. It then passes Gesa Stadium, a minor league ballpark, at North Road 68 and reaches an interchange with US 395, which continues over the Blue Bridge to downtown Kennewick.[5][6]

I-182 continues concurrently with US 12 and US 395 around the south side of the Columbia Basin College campus, utilizing an eastbound collector-distributor lane until its next interchange with 20th Avenue near the entrance to Tri-Cities Airport.[9] The freeway passes between housing subdivisions and a golf course before crossing over a railyard owned by the BNSF Railway north of Pasco's Amtrak station.[4] At a cloverleaf interchange with SR 397 northeast of Pasco, US 395 splits off to travel north towards Spokane.[6] I-182 ends southeast of the interchange, while the roadway continues southeast as US 12 towards Burbank and Walla Walla.[5]

As a component of the Interstate Highway System, the entire 15-mile (24 km) corridor of I-182 is listed as part of the National Highway System, a national network of roads identified as important to the national economy, defense, and mobility;[10] It is also part of the state government's Highway of Statewide Significance program, recognizing its connection to major communities.[11] The freeway is maintained by the Washington State Department of Transportation (WSDOT), who conduct an annual survey of traffic volume that is expressed in terms of average annual daily traffic (AADT), a measure of traffic volume for any average day of the year. Average traffic volumes on the highway in 2016 ranged from a minimum of 11,000 vehicles at the I-82 interchange to a maximum of 67,000 vehicles at its eastern interchange with SR 240.[12] The corridor is served by several bus routes operated by Ben Franklin Transit and also has two park-and-ride facilities.[4]

History[]

Predecessor highways and crossings[]

I-182 westbound in Pasco, co-signed with US 12 (the successor to US 410)

The Tri-Cities region gained its first overland connection in July 1888 with the completion of the Northern Pacific Railway's permanent bridge over the Columbia River between Kennewick and the new town of Pasco.[13] A road bridge was opened nearby in October 1922 and became part of the Inland Empire Highway (State Road 3), a state highway created in 1913 to connect Ellensburg to the Palouse and Spokane.[14][15] The Inland Empire Highway was incorporated into the national numbered highway system created in 1926, with the Tri-Cities section signed as part of US 410, an east–west route connecting Aberdeen to Lewiston, Idaho.[15][16]

Richland's sole crossing of the Columbia River was the Timmerman ferry, a cable ferry that ran from 1894 to 1931, with an alternate route over the Yakima River bridge through Kennewick.[17][18] A fixed bridge north of the city was proposed in the 1940s and 1950s following the growth of the Hanford Site as an employment center, but was never funded for study.[19] The Atomic Energy Commission built a four-lane bridge across the Yakima River to connect Richland to Kennewick in 1951, replacing an earlier bailey bridge and helping relieve Hanford traffic.[18]

I-82 routing dispute[]

I-82 was added to the Interstate Highway System by the federal government in October 1957, covering approximately 132 miles (212 km) from Ellensburg, Washington, to Pendleton, Oregon.[20] The initial federal plan, which was approved by the Washington State Highway Commission in January 1958, would follow the Yakima Valley but bypass the Tri-Cities by traveling south from Prosser or Mabton to cross the Columbia River near Boardman, Oregon.[21] After the route was shifted east to cross the Columbia River on the existing Umatilla Bridge, business leaders in the Tri-Cities began lobbying for a longer freeway to directly serve the area.[22][23] In 1961, the state government ordered a feasibility study to examine a modified route that would serve the Tri-Cities area, including using the Hanford Site to bypass the Yakima Valley, in response to the lobbying effort with support from Walla Walla leaders.[24][25] The study initially concluded that a Tri-Cities alignment would be unable to stay within the required mileage from the federal Bureau of Public Roads (BPR) for the project,[26] but a re-study was ordered in January 1962.[27]

The results of the second study were unveiled by the State Highway Commission in May 1963, including a route that would turn south at Kiona on the outskirts of the Tri-Cities area.[23] The commission instead chose a route that would turn south in Prosser, sparking another round of requests the following year from the newly-formed Benton–Franklin Counties Good Roads Association with support from local politicians, businessmen, and the Tri-City Nuclear Industrial Council.[28][29][30] A separate feasibility study begun in 1965 recommended a longer alignment through southern Richland and northern Pasco, continuing along Lake Wallula towards Pendleton,[31] which was endorsed by the commission and the regional BPR office in December 1967 but remained opposed by Oregon groups.[32][33]

Planning and opposition[]

I-182 was proposed by the federal government in late 1968 as a compromise between the Washington and Oregon highway commissions,[34] allowing the Interstate system to serve the Tri-Cities without impacting direct traffic bound for Oregon.[35][36] Its designation and general route, from I-82 in Prosser to US 12 (the successor to US 410) east of Pasco, was approved by the American Association of State Highway Officials on June 23, 1969.[3][37] The state highway commission also approved the general corridor for I-182 on July 22;[34] the state legislature codified the highway as State Route 182 in 1971.[38] Construction on the 35-mile (56 km) freeway was scheduled to begin as early as 1971 with accelerated engineering,[39][40] but was delayed by limited funding and disputed routing decisions.[41]

The new freeway would use part of the Pasco Bypass, which opened on June 11, 1965, as part of US 410.[42] Other sections were redesigned through route revisions prompted by local requests, particularly in Pasco after the governments of Richland and Benton County approved a tentative design for two interchanges in October 1970.[43] The state's proposed alignment north of the Tri-Cities Airport was abandoned in favor of a southern route around the Columbia Basin College campus connecting to the Pasco Bypass.[44][45] A proposed interchange on the east side of the proposed Columbia River bridge in western Pasco was also moved to Road 100 by the state highway commission.[46]

An environmental impact statement (EIS) under the newly-enforceable National Environmental Policy Act (NEPA) was ordered for the project in early 1971 following protests from local conservation groups, such as the Lower Columbia Basin Audubon Society and Rattlesnake Hills chapter of the Sierra Club. They raised concerns on the impact of the proposed Columbia River bridge on wildlife, particularly waterfowl around nearby Columbia Point in the Yakima River Delta.[47][48] They were joined by local landowners protesting the routing of I-182 through farmland west of Richland, but were overruled by the Richland city council's endorsement of the Goose Gap corridor in April 1971.[49][50] The conservationists and local landowners threatened to file a lawsuit against the Washington State Department of Highways for violating the NEPA,[51] but halted plans after negotiations with the state following delays in bidding for the Kiona section in early 1973 and a promise to not commit to a Richland-area route.[52][53]

Route changes and funding[]

Looking westbound on I-182 in Richland

The routing of I-182 also remained affected by the unresolved routing of I-82 between Prosser and Oregon; among the options considered were a full route through the Tri-Cities towards the Wallula Gap as well as routes in the Horse Haven Hills with alternate corridors for a north–south version of I-182 through Kennewick.[54] A cross-state compromise was reached in late 1973, allowing for I-82 to be routed through the Horse Haven Hills to the southwest of the Tri-Cities and towards the Umatilla Bridge;[35][55] a truncated version of I-182 would then run from an interchange near Badger Mountain to Pasco.[56] The first freeway interchange built to Interstate Highway standards on the truncated section of I-182 was a full cloverleaf interchange at Oregon Avenue (now SR 397). It began construction in 1971 and opened in July 1973 as part of $2 million in improvements (costing equivalent to $8.97 million in 2019 dollars)[57] to the Pasco Bypass funded by the state.[58][59]

The Federal Highway Administration (successor to the BPR) granted full approval to the corridor for I-182 in December 1976, estimating its full cost at $90 million (equivalent to $321 million in 2019 dollars);[57][60] the EIS for the project and the Prosser–Oregon section of I-82 had been approved in October, with the federal government finding no significant impacts.[61] The general design of I-182, including its interchanges and proposed location, were approved the following year following several public hearings and consultation with local governments, including an unsuccessful attempt from Richland to shift the location of an interchange.[62][63] In 1978, the Franklin County Board of Commissioners proposed shifting the Road 100 interchange east by 1,200 feet (370 m) to align with the existing road,[64] which was opposed by local landowners, who sought an angled interchange at Road 116 to serve future housing development.[65][66] Following a study and several public hearings, the county commissioners voted the following year to confirm the interchange location would follow Road 100;[67] the decision was later upheld by the Washington Supreme Court following several appeals by opponents.[68] The state government estimated that 37 homes, several warehouses, an adult movie theater, and part of a local golf course would need to be demolished or relocated to make way for the freeway.[69][70]

Construction of I-182 was originally planned to be completed by 1979,[71] but reduced revenue from the state's gas tax, meant to match the federal government's 90 percent contribution to Interstate construction funding, pushed back the start of construction by several years.[72] The Carter administration ordered a freeze on highway funding in early 1980 due to a national inflation crisis, with major cutbacks on projects that had not begun construction.[73] Washington received $55 million out of its requested $228 million allocation (equivalent to $146 million out of $606 million in 2019 dollars)[57] for 1980, causing planning delays on I-182 and other projects around the state.[74][75] In June, former governor Albert D. Rosellini, as a member of the Washington State Transportation Commission, proposed earmarking all remaining federal funds to complete I-90 between Seattle and Bellevue while deferring other projects, but the commission rejected his proposal following public outcry.[76]

The federal government released $150 million (equivalent to $399 million in 2019 dollars)[57] of Washington's 1981 allocation in October 1980, allowing for bidding to construct I-182 to begin while awaiting more funding.[77][78] The state legislature passed a law in March 1982 that would allow the Washington State Department of Transportation (successor to the highways department) to sell short-term municipal bonds in order to resume stalled projects, including I-182, until the federal government would be able to allocate more funds.[79] A five-cent national gas tax increase in 1983 allowed for $16 million (equivalent to $35.2 million in 2019 dollars)[57] in restored funds to be allocated to Washington, which was earmarked for I-82, I-182, and I-90.[80]

Construction[]

The Interstate 182 Bridge, which spans the Columbia River between Richland and Pasco, opened in November 1984

Construction on I-182 was divided into three sections: the 7.6-mile (12.2 km) western half from I-82 to Road 100 in western Pasco with four interchanges; the 5.4-mile (8.7 km) eastern half from Road 100 to US 395 near the Columbia Basin College; and 1.3 miles (2.1 km) of the existing Pasco Bypass carrying US 12 and US 395.[81] In October 1980, construction on first project in the western segment, the 824-foot (251 m) Yakima River Bridge (officially the R.C. Bremmer Bridge), began with relocating a nearby electrical line and railroad.[82][83] The longer Columbia River Bridge broke ground on July 8, 1981, following three attempts to solicit construction bids,[84] and was scheduled to be complete within three years.[85][86]

Bidding on the Richland section of I-182 between the Yakima and Columbia rivers was delayed due to a months-long land dispute with the owner of a gravel pit on the site of a proposed interchange.[87][88] The dispute was resolved with a tentative payment agreement in July 1981, allowing for construction to begin in April 1982.[89][90] The section also included the partial closure of the city-owned Sham-Na-Pum golf course at Columbia Point, which was reconfigured to allow for continued play until its planned redevelopment into a shopping mall.[91][92] The westbound span of the Yakima River Bridge opened for temporary use by two-way traffic in September 1983.[93]

Construction on the east side of the river near Pasco began in early 1982,[94] with grading work completed by the end of the year.[95][96] The first overpass on I-182, carrying US 12 (Kennedy Road) west of Richland, opened to traffic in April 1983.[97] In April 1984, a section of SR 240 was rerouted onto the new lanes of I-182 in Richland in preparation for further work on the George Washington Way interchange.[98] US 12 was redirected to a loop ramp at the Columbia Basin College interchange in June 1984, causing complaints due to the slower speeds compared to the direct ramp that was to be demolished for the interchange.[99] A 5-mile (8.0 km) section in Pasco between Road 100 and Columbia Basin College was completed in September 1984 but remained unopened for another month due to delays in installing lights.[100][101]

The Interstate 182 Bridge over the Columbia River, officially named the Lee–Volpentest Bridges, was dedicated on November 27, 1984.[102] It cost $28 million (equivalent to $59.5 million in 2019 dollars)[57] to construct and was the first major bridge in the state to use post-tensioned cast-in-place concrete.[103][104] The north span of the bridge was initially opened to two-way traffic while work was completed on the south span, which took until 1986.[103] The bridge's opening was expected to trigger new housing development in western Pasco, primarily to serve Hanford workers who saw large reductions in their commuting distance.[105][106]

Paving of the westernmost section of I-182, between I-82 and Richland, began in July 1985 under the M.A. Segale Construction Company as part of the final phase of major construction for the freeway.[107] The section was paved by the end of the year, but the freeways remained closed to traffic due to cold weather delaying final preparations for use.[108] The Richland section between US 12 and George Washington Way was opened on January 8, following an additional delay while new signs were reinstalled after they had been knocked over in a windstorm.[109][110] The I-82 interchange opened on March 27, marking the completion of I-182;[111][112] the highways were opened on an accelerated schedule to be used as a detour during a long-term closure of the Blue Bridge for re-decking.[113][114]

Later projects[]

The completion of I-182 triggered plans for new commercial and residential development at its interchanges in the 1990s and early 2000s, particularly Kennedy Road (now Queensgate Drive) in Richland,[115][116] Road 100 (renamed Broadmoor Boulevard in 1996) in western Pasco,[117] and Road 68 in Pasco.[118][119] The Queensgate Drive interchange was rebuilt at a cost of $2.3 million to add a westbound auxiliary lane on I-182 and loop ramp for southbound traffic; construction began in July 2001,[120] with the loop ramp opened to traffic in October,[121] and the auxiliary lane completed in November 2005. A second phase to add a matching ramp and auxiliary lane for eastbound traffic was left unfunded with a projected cost of $4.6 million.[122] The city of Richland later replaced the east half of the interchange with a roundabout that opened in August 2018.[123] The Broadmoor Boulevard interchange gained a westbound loop onramp in 2009, shortly after the city of Pasco completed improvements to the Road 68 loop ramps.[124][125]

Exit list[]

CountyLocationmi[1]kmExitDestinationsNotes
Benton​0.000.00 I-82 / US 12 west – Prosser, Yakima, Umatilla, PendletonWestern terminus, eastbound entrance and westbound exit, west end of US 12 overlap
Richland2.934.723Queensgate DriveSigned as westbound exits 3A and 3B
3.836.164 SR 240 west / Wellsian Way – VantageWest end of SR 240 overlap
4.957.975
 SR 240 east / SR 240 Bus. west (George Washington Way) – Kennewick		Signed as exits 5A and 5B, east end of SR 240 overlap
Columbia River5.87–
6.25		9.45–
10.06		Interstate 182 Bridge
FranklinPasco7.3111.767Broadmoor Boulevard
9.3315.029Road 68
12.2519.7112A US 395 south – Kennewick, PendletonWest end of US 395 overlap
12.6920.4212BNorth 20th Avenue – Columbia Basin College
13.7822.1813North 4th Avenue – City Center
14.3723.1314 US 395 north / SR 397 south (Oregon Avenue) – Spokane, FinleySigned as exits 14A and 14B, east end of US 395 overlap
15.1924.45 US 12 east – Walla WallaEastern terminus, east end of US 12 overlap
1.000 mi = 1.609 km; 1.000 km = 0.621 mi

References[]

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  81. ^ "Interstate bridge in Richland could start in mid-1979". Tri-City Herald. March 12, 1978. p. 39.
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  83. ^ Woehler, Bob (February 15, 1981). "Bridge job heralds I-182 in Tri-Cities". Tri-City Herald. p. 21.
  84. ^ "Road officials plan 3rd try for bridge bids". Tri-City Herald. March 4, 1981. p. 7.
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  86. ^ "Work under way on I-182's $39 million bridges". Tri-City Herald. February 13, 1982. p. A19.
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  88. ^ "I-182 link delayed month". Tri-City Herald. October 14, 1981. p. 7.
  89. ^ "Acme turns over land to state". Tri-City Herald. July 19, 1981. p. 2.
  90. ^ "Contracts to be awarded on 3 more highway projects". Tri-City Herald. April 15, 1982. p. 30.
  91. ^ O'Callahan, Patrick (August 6, 1982). "Golfer has plan to save the Sham from freeway". Tri-City Herald. p. A3.
  92. ^ Briggs, Jack (April 3, 1983). "Judge's ruling on open-meeting law kills Sham-Na-Pum lawsuit". Tri-City Herald. p. B1.
  93. ^ Ganders, Larry (September 19, 1983). "Yakima River's I-182 bridge open Tuesday". Tri-City Herald. p. A1.
  94. ^ "I-182 work could start in May". Tri-City Herald. April 1, 1982. p. 16.
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  96. ^ "Pasco interstate ready in '84". Tri-City Herald. February 12, 1983. p. D4.
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  98. ^ Ganders, Larry (April 15, 1984). "Construction changes traffic; Commuter inconvenience". Tri-City Herald. p. B1.
  99. ^ Ganders, Larry (June 16, 1984). "New freeway puts twist in Highway 12". Tri-City Herald. p. B1.
  100. ^ Angel, Jim (September 13, 1984). "Pasco's first section of I-182 to open next week". Tri-City Herald. p. B1.
  101. ^ "New freeway stretch in Pasco open today". Tri-City Herald. October 25, 1984. p. B1.
  102. ^ Woehler, Bob (November 25, 1984). "Bridge named for tireless road advocates". Tri-City Herald. p. C7.
  103. ^ Jump up to: a b Woehler, Bob (November 28, 1984). "$28 million interstate bridge dedicated". Tri-City Herald. p. A1.
  104. ^ Merriman, Edward (November 25, 1984). "Revolutionary design spans swift waters". Tri-City Herald. p. C2.
  105. ^ Merriman, Edward (February 23, 1985). "Can I-182's bridges bring Tri-Cities together?". Tri-City Herald. p. D4.
  106. ^ Hoover, Dave (February 28, 1987). "Interstates helping to reshape the Tri-Cities". Tri-City Herald. p. D13.
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  117. ^ O'Neil, Melissa (September 5, 1996). "Broadmoor Park keeps growing". Tri-City Herald. p. C1.
  118. ^ Crutchfield, Gary (February 18, 2006). "Pasco working hard to keep up with growth". Tri-City Herald. p. F4.
  119. ^ St. John, Jeff (April 8, 2004). "Wal-Mart officially coming to Pasco". Tri-City Herald. p. B1.
  120. ^ "Construction to delay traffic on Queensgate". Tri-City Herald. July 14, 2001. p. B2.
  121. ^ "Queensgate/182 interchange reopens". Tri-City Herald. October 5, 2001. p. B3.
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  123. ^ Culverwell, Wendy (August 27, 2018). "The pain of Queensgate is nearly over. Come celebrate with pastries". Tri-City Herald. Retrieved September 12, 2021.
  124. ^ Whitehouse, Don (March 11, 2006). "Drivers benefit from partnerships in transportation". Tri-City Herald. p. F4.
  125. ^ "Construction update: Pasco". Tri-City Herald. June 13, 2009. Retrieved September 12, 2021 – via NewsBank.

External links[]

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