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ODOT presents US‑97 Baker Road interchange plan; phase‑one ~$14.15M, full set ~$38M
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Summary
ODOT and consultant staff presented a preferred interchange alternative for US‑97 at Baker Road, emphasizing safety, multimodal connections and phased construction; phase‑one realignment was estimated at roughly $14.15 million and a second phase (including bridge widening and a roundabout) brings the package to about $38 million in 2029 dollars.
ODOT and its consultant outlined the US‑97 Baker Road Interchange Area Management Plan (IAMP) to the Deschutes County Board of Commissioners on Dec. 1, describing the agency’s multiyear planning process, preferred alternative, phasing and estimated costs.
Kayla Fuskas Lane, a transportation engineer with DKS Associates, said the IAMP’s purpose is to establish agreements with local governments on transportation, land‑use policy and implementation steps to protect interchange function over a 20‑year horizon. The team evaluated multiple alternatives and selected a preferred alternative that incorporates enhancements to existing ramp terminals and active‑transportation improvements; the plan leaves the higher‑cost option (moving ramps and building flyovers) for future consideration if additional funding becomes available.
The presentation estimated a west‑side first phase — realigning the southbound ramp, adding a traffic signal and targeted pedestrian/bike facilities — at about $14.15 million in 2029 dollars. A second phase, including widening the US‑97 bridge and a roundabout on the east side, was estimated to bring the total to about $38 million. Presenters cautioned that these figures are likely conservative given construction‑cost escalation since the estimates were prepared.
Commissioners asked about bridge options (adding cantilevered sidewalks versus full replacement), safety at the southbound ramp (queueing and crash history), access‑spacing rules along US‑97 and funding pathways. ODOT staff said funding typically combines federal grants, legislative earmarks and program allocations; the agency described a phasing approach intended to deliver near‑term safety benefits while keeping the larger alternative on the table if funding permits.
Why it matters: The IAMP guides future development and right‑of‑way decisions adjacent to the interchange, influences where new active‑transportation facilities may be routed and sets the framework for local jurisdictions and ODOT to coordinate on future funding and design decisions.
What’s next: The IAMP will be adopted by the Oregon Transportation Commission as a refinement to the Oregon Highway Plan; local jurisdictions will use the IAMP in land‑use review and as a basis for future project funding requests.
