Editing Interstate 82 (section)

==History==

===Predecessor highways===
[[File:Yakima River Canyon highway paved in 1924 Washington State.jpg|thumb|left|A section of the concrete-paved [[Yakima River Canyon]] Highway (now [[Washington State Route 821|SR&nbsp;821]]), seen shortly after opening in 1924|alt=A black and white photograph of a concrete highway curving along a river and railroad in a narrow canyon]]

Several sections of I-82 follow railroads and wagon roads that were built in the late 19th century to connect towns in [[Washington Territory]], generally following early Indian trails.<ref>{{cite news |last=Johnston |first=Mike |date=December 4, 2004 |title=Dolarway Road named for new method to pave roads |url=https://www.dailyrecordnews.com/news/dolarway-road-named-for-new-method-to-pave-roads/article_27b315f0-7368-5499-ad1b-abecbda7622f.html |work=The Daily Record |access-date=July 3, 2018 |archive-date=November 29, 2021 |archive-url=https://web.archive.org/web/20211129112331/https://www.dailyrecordnews.com/news/dolarway-road-named-for-new-method-to-pave-roads/article_27b315f0-7368-5499-ad1b-abecbda7622f.html |url-status=live }}</ref> In the 1880s, the [[Northern Pacific Railway]] constructed a railroad along the Yakima River between Ellensburg and [[Pasco, Washington|Pasco]] as part of its transcontinental route to [[Tacoma, Washington|Tacoma]] via [[Stampede Pass]].<ref>{{cite journal |last=Lewis |first=Sol H. |date=July 1912 |title=A History of the Railroads in Washington |journal=[[Washington Historical Quarterly]] |volume=3 |issue=3 |pages=189–190 |issn=0030-8803 |oclc=898879454 |jstor=40473537 |url=https://journals.lib.washington.edu/index.php/WHQ/article/viewFile/4897/3974 |access-date=July 3, 2018 |archive-date=July 4, 2018 |archive-url=https://web.archive.org/web/20180704063552/https://journals.lib.washington.edu/index.php/WHQ/article/viewFile/4897/3974 |url-status=live }}</ref><ref>{{cite map |year=1901 |title=Washington |pages=410–411 |work=Cram's Standard American Railway System Atlas of the World |publisher=[[George F. Cram|George F. Cram Company]] |oclc=58932862 |url=http://www.davidrumsey.com/luna/servlet/detail/RUMSEY~8~1~213320~5500961 |via=[[David Rumsey Historical Map Collection]] |access-date=July 3, 2018 |archive-date=July 4, 2018 |archive-url=https://web.archive.org/web/20180704123921/https://www.davidrumsey.com/luna/servlet/detail/RUMSEY~8~1~213320~5500961 |url-status=live }}</ref> The section through Yakima River Canyon between Ellensburg and North Yakima (now Yakima) bypassed an early [[toll road]] constructed by settler Jacob Durr that traveled farther west via Wenas Valley and Shushuskin Canyon.<ref>{{cite web |last=Ott |first=Jennifer |date=February 11, 2014 |title=Wenas Valley – Thumbnail History |url=http://www.historylink.org/File/10718 |work=HistoryLink |access-date=July 3, 2018 |archive-date=July 4, 2018 |archive-url=https://web.archive.org/web/20180704092904/http://www.historylink.org/File/10718 |url-status=live }}</ref><ref name="YHR-Canyon">{{cite news |last=Meyers |first=Donald W. |date=August 11, 2017 |title=Road cut through Yakima River Canyon improves travel |url=http://www.yakimaherald.com/news/local/it-happened-here-road-cut-through-yakima-river-canyon-improves/article_112f0a56-7e34-11e7-bdd4-d3e413b6d1db.html |work=Yakima Herald-Republic |url-status=live |archive-url=https://web.archive.org/web/20170811163108/http://www.yakimaherald.com/news/local/it-happened-here-road-cut-through-yakima-river-canyon-improves/article_112f0a56-7e34-11e7-bdd4-d3e413b6d1db.html |archive-date=August 11, 2017 |access-date=July 3, 2018 }}</ref>

In 1909, the Washington state government appropriated funds to survey routes through the Yakima Valley as part of a potential extension of the state road system.<ref>{{cite book |date=March 4, 1909 |title=Session Laws of the State of Washington, 1909 |chapter=Chapter 51: Providing for Survey of Certain State Roads |pages=94–96 |chapter-url=http://leg.wa.gov/CodeReviser/documents/sessionlaw/1909c51.pdf |archive-url=https://web.archive.org/web/20150910093107/http://leg.wa.gov/CodeReviser/documents/sessionlaw/1909c51.pdf |archive-date=2015-09-10 |url-status=live |publisher=Washington State Legislature |access-date=July 3, 2018}}</ref> In 1913, at the suggestion of [[good roads]] advocates, the [[Washington State Legislature]] established the [[Inland Empire Highway]] as one of the trunk routes of its state highway system and appropriated $301,000 (equivalent to ${{Format price|{{Inflation|US-GDP|301000|1913}}}} in {{Inflation-year|US-GDP}} dollars){{inflation-fn|US-GDP}} to construct it to modern standards.<ref>{{cite news |date=May 31, 1912 |title=Good Roads Association Outlines Great Highways |page=3 |work=[[Kennewick Courier]] |url=https://www.newspapers.com/clip/21019457/good_roads_trunk_highways/ |via=[[Newspapers.com]] |access-date=July 3, 2018 |archive-date=June 17, 2018 |archive-url=https://web.archive.org/web/20180617015258/https://www.newspapers.com/clip/21019457/good_roads_trunk_highways/ |url-status=live }}</ref><ref>{{cite news |date=March 14, 1913 |title=Public Highway Bill Passes |page=1 |work=[[Aberdeen Herald]] |url=https://www.newspapers.com/clip/21019641/1913_highway_bill/ |via=Newspapers.com |access-date=July 3, 2018 |archive-date=June 17, 2018 |archive-url=https://web.archive.org/web/20180617015515/https://www.newspapers.com/clip/21019641/1913_highway_bill/ |url-status=live }}</ref> The highway incorporated several existing and planned county roads from Ellensburg to Pasco; it then continued eastward to [[Walla Walla, Washington|Walla Walla]] and northward to [[Spokane, Washington|Spokane]] and the Canadian border near [[Kettle Falls, Washington|Kettle Falls]].<ref>{{cite map |title=Map of Washington State Highways Authorized by Legislative Acts of 1913, with 1915 changes |scale=1 inch = 18 miles |publisher=Washington State Highway Commission |url=https://content.libraries.wsu.edu/digital/collection/maps/id/755 |via=Washington State University Libraries Digital Collection |access-date=July 3, 2018 |archive-date=October 20, 2020 |archive-url=https://web.archive.org/web/20201020040617/https://content.libraries.wsu.edu/digital/collection/maps/id/755 |url-status=live }}</ref><ref>{{cite book |date=March 12, 1913 |title=Session Laws of the State of Washington, 1913 |chapter=Chapter 65: Classifying Public Highways |pages=221–224 |chapter-url=http://leg.wa.gov/CodeReviser/documents/sessionlaw/1913c65.pdf |archive-url=https://web.archive.org/web/20150909001506/http://leg.wa.gov/CodeReviser/documents/sessionlaw/1913c65.pdf |archive-date=2015-09-09 |url-status=live |publisher=Washington State Legislature |access-date=July 3, 2018}}</ref> The Durr toll road was bypassed by a new highway through the Yakima River Canyon that opened on September 12, 1924, and was fully paved in 1932.<ref name="YHR-Canyon"/>

The Inland Empire Highway was also incorporated into the [[Yellowstone Trail]], a national [[auto trail]],<ref>{{cite map |year=1925 |title=Rand McNally Official 1925 Auto Trails Map of Washington and Oregon |scale=1:1,077,120 |publisher=[[Rand McNally]] |url=http://www.davidrumsey.com/luna/servlet/detail/RUMSEY~8~1~2161~200067 |via=David Rumsey Historical Map Collection |access-date=July 3, 2018 |archive-date=June 17, 2018 |archive-url=https://web.archive.org/web/20180617115718/https://www.davidrumsey.com/luna/servlet/detail/RUMSEY~8~1~2161~200067 |url-status=live }}</ref> and the [[United States Numbered Highway System|federal numbered highway system]] created in 1926. Under the federal system, the Ellensburg–Yakima section formed part of [[U.S. Route 97 in Washington|US&nbsp;97]], a north–south route through central Washington and Oregon, and the Yakima–Walla Walla portion became part of [[U.S. Route 410|US&nbsp;410]], which connected [[Aberdeen, Washington|Aberdeen]] to [[Lewiston, Idaho]].<ref>{{cite map |author1= [[Bureau of Public Roads]] |author2= [[American Association of State Highway Officials]] |date= November 11, 1926 |title= United States System of Highways Adopted for Uniform Marking by the American Association of State Highway Officials |url= https://commons.wikimedia.org/wiki/File:United_States_System_of_Highways_Adopted_for_Uniform_Marking_by_the_American_Association_of_State_Highway_Officials.jpg |scale= 1:7,000,000 |location= Washington, DC |publisher= [[United States Geological Survey]] |oclc= 32889555 |access-date= November 7, 2013 |via= [[Wikimedia Commons]] |archive-date= April 13, 2017 |archive-url= https://web.archive.org/web/20170413153913/https://commons.wikimedia.org/wiki/File:United_States_System_of_Highways_Adopted_for_Uniform_Marking_by_the_American_Association_of_State_Highway_Officials.jpg |url-status= live }}</ref> In 1923, the Washington state government renumbered the Inland Empire Highway as State Road 3, which would carry over as [[Primary State Highway 3 (Washington)|Primary State Highway 3]] (PSH&nbsp;3) in 1937.<ref>{{cite web |last=Kershner |first=Jim |date=October 9, 2013 |title=Inland Empire Highway |url=http://historylink.org/File/10644 |work=HistoryLink |access-date=July 3, 2018 |archive-date=July 4, 2018 |archive-url=https://web.archive.org/web/20180704092845/http://historylink.org/File/10644 |url-status=live }}</ref><ref>{{cite book |date=March 17, 1937 |title=Session Laws of the State of Washington, Twenty-Fifth Session |chapter=Chapter 190: Establishment of Primary State Highways |pages=933–943 |chapter-url=http://leg.wa.gov/CodeReviser/documents/sessionlaw/1937c190.pdf |archive-url=https://web.archive.org/web/20150909150310/http://leg.wa.gov/CodeReviser/documents/sessionlaw/1937c190.pdf |archive-date=2015-09-09 |url-status=live |publisher=Washington State Legislature |access-date=July 3, 2018}}</ref> The federal highway system was expanded in the 1930s with an extension of [[U.S. Route 395|US&nbsp;395]] along [[U.S. Route 730|US&nbsp;730]] from the Tri-Cities towards [[Pendleton, Oregon]] and continuing southward.<ref>{{cite map |year=1939 |title=Highways of the State of Washington |publisher=Washington State Department of Highways |oclc=5673231 |cartography=Rand McNally |url=https://www.sos.wa.gov/legacy/maps/maps_detail.aspx?m=28 |via=Washington State Archives |access-date=July 5, 2018 |archive-date=March 7, 2016 |archive-url=https://web.archive.org/web/20160307121212/http://www.sos.wa.gov/legacy/maps/maps_detail.aspx?m=28 |url-status=live }}</ref> A branch highway between PSH&nbsp;3 and the Columbia River near [[Plymouth, Washington|Plymouth]]—across from [[Umatilla, Oregon]]—was added to the state highway system in 1943 as an extension of [[Primary State Highway 8 (Washington)|PSH&nbsp;8]]—the North Bank Highway; it was renumbered to [[Washington State Route 12 (1964)|SR&nbsp;12]] in 1964 and later [[Washington State Route 14|SR&nbsp;14]] in 1967.<ref>{{cite book |date=March 20, 1943 |title=Session Laws of the State of Washington, 1943 |chapter=Chapter 239: Public Highways |page=715 |chapter-url=http://leg.wa.gov/CodeReviser/documents/sessionlaw/1943c239.pdf |archive-url=https://web.archive.org/web/20150910050520/http://leg.wa.gov/CodeReviser/documents/sessionlaw/1943c239.pdf |archive-date=2015-09-10 |url-status=live |publisher=Washington State Legislature |access-date=July 3, 2018}}</ref><ref>{{cite web |last=Prahl |first=C. G. |date=December 1, 1965 |title=Identification of State Highways |url=https://www.wsdot.wa.gov/sites/default/files/2005/04/26/Identification-of-state-highways.pdf |publisher=Washington State Highway Commission |access-date=September 9, 2018 |archive-date=October 30, 2020 |archive-url=https://web.archive.org/web/20201030155114/https://wsdot.wa.gov/sites/default/files/2005/04/26/Identification-of-state-highways.pdf |url-status=dead }}</ref><ref>{{cite book |date=February 24, 1970 |title=Session Laws of the State of Washington, 1970 1st extraordinary session |chapter=Chapter 51: State Highways – Route Numbers |page=350 |chapter-url=http://leg.wa.gov/CodeReviser/documents/sessionlaw/1970ex1c51.pdf |archive-url=https://web.archive.org/web/20170602042053/http://leg.wa.gov/CodeReviser/documents/sessionlaw/1970ex1c51.pdf |archive-date=2017-06-02 |url-status=live |publisher=Washington State Legislature |access-date=September 9, 2018}}</ref> The Plymouth extension connected to the [[Umatilla Bridge]], a [[toll bridge]] that was built downstream from the [[McNary Dam]] in 1955.<ref name="HL-Umatilla"/> US&nbsp;410 itself was replaced by a western extension of [[U.S. Route 12 in Washington|US&nbsp;12]] that was approved in June 1967.<ref>{{cite news |date=June 22, 1967 |title=State Wins Highway Battle; 410 Redesignated U.S. 12 |page=22 |work=Tri-City Herald}}</ref>

===Planning and early disputes===

The Ellensburg–Pendleton corridor was authorized in 1956 but was not formally added to the Interstate system until October 17, 1957.<ref>{{cite news |date=October 26, 1957 |title=U.S. Aid For Highway Link Acceptable |page=4 |work=The Seattle Times |agency=Associated Press}}</ref> The {{convert|132|mi|km|adj=mid}} corridor was proposed by the [[United States Department of Defense|Department of Defense]] and Washington senator [[Warren Magnuson]] in part to connect military facilities in the [[Puget Sound region]] to the [[Hanford Site]] and the [[Umatilla Chemical Depot]].<ref name="YHR-2002">{{cite news |last=Courtney |first=Ross |date=October 27, 2002 |title=Interstate 82: Twenty years ago, a 45-mile section of I-82 linked Union Gap to Prosser and set in motion changes to the Yakima Valley's economy, landscape |page=A1 |work=Yakima Herald-Republic |url=https://www.highbeam.com/doc/1P2-9576957.html |archive-url=https://web.archive.org/web/20180908130936/https://www.highbeam.com/doc/1P2-9576957.html |url-status=dead |archive-date=September 8, 2018  |access-date=September 8, 2018}}</ref><ref>{{cite news |date=January 3, 1958 |title=$93 Million Go To NW Roads |page=1 |work=[[Corvallis Gazette-Times]] |agency=[[United Press International]] |url=https://www.newspapers.com/clip/21698714/oregon_and_washington_interstate/ |via=Newspapers.com |access-date=September 8, 2018 |archive-date=September 8, 2018 |archive-url=https://web.archive.org/web/20180908130742/https://www.newspapers.com/clip/21698714/oregon_and_washington_interstate/ |url-status=live }}</ref> Its inclusion was initially opposed by Oregon, fearing the loss of truck traffic bound for the [[Intermountain West]] through [[Portland, Oregon|Portland]].<ref>{{cite news |date=December 5, 1957 |title=Bugge Confident Highway Opponents To Be Beaten |page=30 |work=Tri-City Herald}}</ref> Under the initial plan approved by the Washington state government in January 1958, the highway would travel through the Yakima Valley and cross the Columbia River at [[Boardman, Oregon]], bypassing the Tri-Cities region entirely.<ref>{{cite news |date=January 22, 1958 |title=Ellensburg-Pendleton Road Route Approved by State |page=3 |work=The Seattle Times |agency=United Press International}}</ref> It was numbered "Interstate 82" in 1958, re-using an older designation for what would become [[Interstate 84 (Oregon–Utah)|Interstate 80N]] (now I-84).<ref>{{cite news |date=July 5, 1958 |title=Interstate 82N Changed to 80N |page=8 |work=[[Idaho State Journal]] |location=Pocatello, Idaho |url=https://www.newspapers.com/clip/21148174/interstate_82n_becomes_interstate_80n/ |via=Newspapers.com |access-date=June 21, 2018 |archive-date=June 21, 2018 |archive-url=https://web.archive.org/web/20180621093654/https://www.newspapers.com/clip/21148174/interstate_82n_becomes_interstate_80n/ |url-status=live }}</ref><ref>{{cite map |title=National System of Interstate and Defense Highways, As of June, 1958 |publisher=[[American Automobile Association]] |url=https://www.loc.gov/resource/g3701p.ct003465/?r=-0.143,0.018,1.111,0.872,0 |via=[[Library of Congress]] |access-date=June 21, 2018 |archive-date=November 28, 2021 |archive-url=https://web.archive.org/web/20211128062802/https://www.loc.gov/resource/g3701p.ct003465/?r=-0.143,0.018,1.111,0.872,0 |url-status=live }}</ref> In 1959, the Washington State Highway Commission requested that the interstate would follow US&nbsp;410 across [[Naches Pass]] to [[Tacoma, Washington|Tacoma]] and [[Aberdeen, Washington|Aberdeen]], but the proposal was quietly abandoned.<ref>{{cite news |date=March 1959 |title=Commission Requests Aberdeen-Yakima Route For Interstate System |page=7 |work=Washington Highway News |volume=8 |issue=5 |publisher=Washington State Department of Highways |oclc=29654162 |url=https://cdm16977.contentdm.oclc.org/digital/collection/p16977coll1/id/3285 |via=Washington State Department of Transportation Library Digital Collections |access-date=September 8, 2018 |archive-date=November 28, 2021 |archive-url=https://web.archive.org/web/20211128062804/https://cdm16977.contentdm.oclc.org/digital/collection/p16977coll1/id/3285 |url-status=live }}</ref><ref>{{cite news |date=February 12, 1959 |title=Hearing on Tunnel Held At Olympia |page=15 |work=[[The Chronicle (Centralia, Washington)|The Daily Chronicle]] |location=Centralia, Washington |agency=Associated Press |url=https://www.newspapers.com/clip/21057769/naches_pass_tunnel_hearing/ |via=Newspapers.com |access-date=September 8, 2018 |archive-date=September 8, 2018 |archive-url=https://web.archive.org/web/20180908130954/https://www.newspapers.com/clip/21057769/naches_pass_tunnel_hearing/ |url-status=live }}</ref>

The routing of the freeway's northwestern half was subject to disputes, namely the bypassing of the Yakima River Canyon that was favored by truckers due to its gentler [[grade (slope)|grades]].<ref name="YHR-2002"/><ref>{{cite news |date=October 21, 1965 |title=Chamber of Commerce Backs YFC Route Interstate Highway 82 |page=1 |work=Ellensburg Daily Record |url=https://news.google.com/newspapers?id=65haAAAAIBAJ&pg=7203%2C4894603 |via=Google News Archive |access-date=September 8, 2018 |archive-date=November 23, 2021 |archive-url=https://web.archive.org/web/20211123165001/https://news.google.com/newspapers?id=65haAAAAIBAJ&pg=7203%2C4894603 |url-status=live }}</ref> In 1965, state highway commissioners chose the eastern route through the [[Yakima Firing Center]], primarily because of its cost and room to support four lanes.<ref>{{cite news |date=November 16, 1965 |title=Firing Center Route Chosen for I-82 |page=1 |work=Ellensburg Daily Record |agency=Associated Press |url=https://news.google.com/newspapers?id=_JhaAAAAIBAJ&pg=5387%2C5895941 |via=Google News Archive |access-date=September 8, 2018 |archive-date=November 26, 2021 |archive-url=https://web.archive.org/web/20211126080459/https://news.google.com/newspapers?id=_JhaAAAAIBAJ&pg=5387%2C5895941 |url-status=live }}</ref> A land transfer for {{convert|2,612|acre|ha}} from the U.S. Army was approved by Congress in November 1967 to allow for freeway construction near the firing center.<ref>{{cite news |date=November 15, 1967 |title=Land Swap OK'd for Interstate 82 |page=3 |work=Tri-City Herald |agency=Associated Press}}</ref> A section of the Yakima River Freeway was also planned to pass through part of the [[Yakama Indian Reservation]] but the [[Yakama Nation]] refused to allow the [[eminent domain|condemnation]] of {{convert|10|acre|ha}} belonging to its members and filed suit against the state government in 1969.<ref name="WUB-1969">{{cite news |date=August 15, 1969 |title=I-182 section work to begin by June, 1971 |page=5 |work=[[Walla Walla Union-Bulletin]]}}</ref> The [[United States District Court for the Eastern District of Washington|U.S. District Court]] and [[United States Court of Appeals for the Ninth Circuit|U.S. 9th Circuit Court of Appeals]] both ruled in favor of the Yakamas, forcing I-82 to be rerouted across the river on non-reservation land.<ref name="YHR-2002"/><ref name="WUB-1969"/><ref>{{cite news |date=June 3, 1971 |title=New Freeway Contract Nears |page=5 |work=Walla Walla Union-Bulletin}}</ref>

I-82's chosen route between [[Union Gap, Washington|Union Gap]] and [[Granger, Washington|Granger]] would pass through {{convert|15|mi|km}} of the Yakima River's flood plain, attracting criticism from the federal [[United States Environmental Protection Agency|Environmental Protection Agency]] for its potential effects on the area.<ref name="Times-Flood1973">{{cite news |date=January 14, 1973 |title=Highway-building criticism takes root in projects like Interstate 82 |page=B4 |work=The Seattle Times}}</ref> The Yakima County government also disliked the routing, arguing that it would destroy hundreds of acres of prime agricultural land.<ref>{{cite news |date=October 28, 1971 |title=Interstate 82 Detour Demanded |page=1 |work=Tri-City Herald}}</ref> A later attempt by environmentalists to move the freeway farther away from the river, including a potential route along the [[Rattlesnake Ridge]],<ref>{{cite news |last=Wherry |first=Bob |date=February 13, 1973 |title=Rattlesnake route challenged |page=3 |work=Tri-City Herald}}</ref> was rejected by the state shorelines [[hearings board]] in 1978 due to its extra distance and potential effects on a rare butterfly bog.<ref>{{cite news |date=January 23, 1978 |title=Shorelines board snuffs challenge to I-82 rive route |page=B8 |work=The Seattle Times}}</ref><ref>{{cite news |last=Smith |first=Kent |date=March 9, 1978 |title=Valley permit for I-82 OK'd |page=3 |work=Tri-City Herald}}</ref>

===Tri-Cities routing dispute===
[[File:Interstate 82 and Interstate 182 routing options - Tri-City Herald, March 10, 1974.png|thumb|right|A map produced by the ''[[Tri-City Herald]]'' in 1974 showing routes considered for I-82 and later I-182|alt=A black-and-white map of freeway routes in the Tri-Cities region of Washington and Umatilla County, Oregon, with various options highlighted and numbered.]]

The routing of I-82's southern half was altered several times during the planning process, which lasted until the early 1970s.<ref name="ODOT-IH2004">{{cite report |last=Kramer |first=George |date=May 2004 |title=The Interstate Highway System in Oregon: A Historic Overview |pages=75–80 |url=http://library.state.or.us/repository/2015/201509281034391/index.pdf |archive-url=https://web.archive.org/web/20180618032030/http://library.state.or.us/repository/2015/201509281034391/index.pdf |archive-date=2018-06-18 |url-status=live |publisher=Oregon Department of Transportation |via=[[Oregon State Library]] |access-date=September 8, 2018}}</ref> Due to complications with the construction of a crossing at Blalock Island that was favored by the [[Port of Morrow]], Oregon leaders lobbied for the interstate to cross farther east at the existing Umatilla Bridge.<ref name="ODOT-IH2004"/><ref>{{cite news |date=May 1958 |title=Ellensburg-Pendleton Route Of Interstate System Changed To Umatilla Bridge |page=4 |work=Washington Highway News |volume=7 |issue=8 |publisher=Washington State Department of Highways |oclc=29654162 |url=https://cdm16977.contentdm.oclc.org/digital/collection/p16977coll1/id/2969/rec/3 |via=Washington State Department of Transportation Library Digital Collections |access-date=September 8, 2018 |archive-date=September 8, 2018 |archive-url=https://web.archive.org/web/20180908164350/https://cdm16977.contentdm.oclc.org/digital/collection/p16977coll1/id/2969/rec/3 |url-status=live }}</ref> The Prosser–Umatilla route remained the favored alignment for both states in the early part of the process of identifying alternatives, despite growing opposition from business leaders in the Tri-Cities and [[Walla Walla, Washington|Walla Walla]] who sought an interstate connection.<ref name="ODOT-IH2004"/><ref name="TCH-1984">{{cite news |last=Woehler |first=Bob |date=November 25, 1984 |title=I-82 saga was 25-year freeway tug-of-war |page=C4 |work=Tri-City Herald}}</ref>

In 1962, the Washington highway commissioner ordered a new routing study for the I-82 corridor after hearing requests from legislators in the Tri-Cities area.<ref>{{cite news |date=July 18, 1961 |title=Senator Urges Rerouting Of New Highway |page=10 |work=The Seattle Times |agency=United Press International}}</ref><ref>{{cite news |date=January 18, 1962 |title=Bugge Orders Study of Route |page=2 |work=The Seattle Times |agency=Associated Press}}</ref> The study produced four general corridors, including alternatives that shifted I-82 closer to the Tri-Cities, traversed the area, and continued southeastward along [[Lake Wallula]].<ref name="ODOT-IH2004"/><ref>{{cite news |date=May 22, 1963 |title=113-Mile Road To Plymouth Given Routing |page=1 |work=Ellensburg Daily Record |agency=Associated Press |url=https://news.google.com/newspapers?id=PgBPAAAAIBAJ&pg=4217%2C5615653 |via=Google News Archive |access-date=September 8, 2018 |archive-date=December 10, 2021 |archive-url=https://web.archive.org/web/20211210051115/https://news.google.com/newspapers?id=PgBPAAAAIBAJ&pg=4217%2C5615653 |url-status=live }}</ref> The states remained committed to the Umatilla crossing and formally approved the Horse Heaven routing after a two-day public hearing in October 1963.<ref>{{cite news |date=October 16, 1963 |title=Hearing On Yakima-Umatilla Highway Ends |page=3 |work=The Seattle Times |agency=Associated Press}}</ref> The Tri-Cities and Wallula routes were rejected, in part because of the limited supply of miles allotted by Congress to the Interstate program.<ref name="Times-1964Dec">{{cite news |date=December 16, 1964 |title=Route Closer To Tri-Cities Now Favored |page=29 |work=The Seattle Times |agency=United Press International}}</ref><ref>{{cite news |last=Burchard |first=Boyd |date=March 18, 1965 |title=Wanted: 22 Miles Of Superhighway |page=80 |work=The Seattle Times}}</ref> Senator Magnuson and Oregon congressman [[Al Ullman]] intervened during the federal approval of the routing and called for a re-study.<ref name="TCH-1984"/><ref>{{cite news |date=August 28, 1964 |title=Road Route 'In Realm Of Politics' |page=1 |work=Walla Walla Union-Bulletin |agency=Associated Press}}</ref> Magnuson later proposed a bill to add {{convert|19,000|mi|km}} to the Interstate system, including an allotment for the Tri-Cities,<ref>{{cite news |date=May 26, 1965 |title=Bill Would Add Federal Route Links |page=1 |work=Walla Walla Union-Bulletin}}</ref> but it failed to advance beyond Congressional committees for several years before quietly excluding I-82.<ref>{{cite news |date=November 12, 1967 |title=Highway 82 Route Shift Is Doubtful |page=5 |work=Walla Walla Union-Bulletin}}</ref><ref>{{cite news |date=November 21, 1967 |title=I-82 Extension Not in Measure |page=14 |work=Walla Walla Union-Bulletin |agency=Associated Press}}</ref> In 1968, the federal government authorized $25 million in funding (equivalent to ${{Format price|{{Inflation|US-GDP|25000000|1968}}}} in {{Inflation-year|US-GDP}} dollars){{inflation-fn|US-GDP}} for the {{convert|28|mi|km|adj=mid}} addition.<ref>{{cite news |date=December 15, 1968 |title=I-82 Clears Another Hurdle |page=1 |work=Walla Walla Union-Bulletin}}</ref>

The new study was funded jointly by the two states and contracted to an independent firm that completed it in September 1966.<ref>{{cite news |date=September 16, 1965 |title=Two States Study New Highway Route |page=18 |work=Corvallis Gazette-Times |agency=United Press International |url=https://www.newspapers.com/clip/23562972/two_states_study_new_highway_route/ |via=Newspapers.com |access-date=September 8, 2018 |archive-date=September 9, 2018 |archive-url=https://web.archive.org/web/20180909035545/https://www.newspapers.com/clip/23562972/two_states_study_new_highway_route/ |url-status=live }}</ref><ref>{{cite news |date=December 9, 1965 |title=Studies for Interstate Route Are Under Way |page=16 |work=Walla Walla Union-Bulletin}}</ref> The study recommended that I-82 be routed through [[Pasco, Washington|Pasco]] and follow Lake Wallula to a junction with I-80N near Pendleton,<ref name="ODOT-IH2004"/> fulfilling the general goals of the project despite adding {{convert|37|mi|km}} to the highway and costing another $36 million (equivalent to ${{Format price|{{Inflation|US-GDP|36000000|1966}}}} in {{Inflation-year|US-GDP}} dollars){{inflation-fn|US-GDP}} to construct.<ref>{{cite news |date=December 1966 |title=New Route For I-82? |page=17 |work=Washington Highway News |volume=13 |issue=4 |publisher=Washington State Department of Highways |oclc=29654162 |url=https://cdm16977.contentdm.oclc.org/digital/collection/p16977coll1/id/5070/ |via=Washington State Department of Transportation Library Digital Collections |access-date=September 12, 2018 |archive-date=September 13, 2018 |archive-url=https://web.archive.org/web/20180913112806/https://cdm16977.contentdm.oclc.org/digital/collection/p16977coll1/id/5070/ |url-status=live }}</ref><ref>{{cite news |date=September 24, 1966 |title=Proposal Made on Route Of Interstate 82 |page=12 |work=The Seattle Times |agency=United Press International}}</ref> Oregon legislators, particularly those representing the Umatilla area, remained opposed to the routing and accused Washington of trying to "pick-pocket" traffic bound for Oregon.<ref>{{cite news |date=December 6, 1965 |title=Rerouting 82 Labeled 'Pick-pocket Program' |page=1 |work=Walla Walla Union-Bulletin |agency=Associated Press}}</ref> The Washington State Highway Commission gave preliminary approval to the Wallula route in December 1967, with support from the regional director of the Bureau of Public Roads,<ref>{{cite news |date=December 21, 1967 |title=New Highway Proposal Favored by Director |page=8 |work=Walla Walla Union-Bulletin}}</ref> but their Oregon counterpart remained opposed.<ref>{{cite news |date=January 16, 1968 |title=Final Highway Action Now Up to Congress; Oregon Has Say Too |page=3 |work=Walla Walla Union-Bulletin |agency=Associated Press}}</ref> Oregon governor [[Tom McCall]] met with Senator Magnuson to propose a compromise route that would serve the Tri-Cities and the [[Port of Umatilla]], which would later form the basis of a new study begun in mid-1968.<ref>{{cite news |date=April 18, 1968 |title=Compromise Urged On Interstate 82 |page=17 |work=[[Capital Journal]] |location=Salem, Oregon |url=https://www.newspapers.com/clip/21698981/i82_compromise/ |via=Newspapers.com |access-date=September 8, 2018 |archive-date=September 9, 2018 |archive-url=https://web.archive.org/web/20180909035548/https://www.newspapers.com/clip/21698981/i82_compromise/ |url-status=live }}</ref><ref>{{cite news |date=July 11, 1968 |title=Compromise I-82 Route Under Study |page=31 |work=[[Oregon Statesman]] |location=Salem, Oregon |url=https://www.newspapers.com/clip/23564333/compromise_i82_route_under_study/ |via=Newspapers.com |access-date=September 8, 2018 |archive-date=September 9, 2018 |archive-url=https://web.archive.org/web/20180909035442/https://www.newspapers.com/clip/23564333/compromise_i82_route_under_study/ |url-status=live }}</ref>

In May 1969, the [[Federal Highway Administration]] (FHWA), the successor to the Bureau of Public Roads, announced a new compromise proposal, routing I-82 through Umatilla and adding a spur route [[Interstate 182|I-182]] to serve the Tri-Cities.<ref>{{cite news |date=June 8, 1969 |title=Two highway hearings set |page=2 |work=Walla Walla Union-Bulletin}}</ref> The Washington State Highway Commission approved the compromise in July 1969,<ref>{{cite news |date=July 24, 1969 |title=Yakima Freeway Route Approved |page=15 |work=Capital Journal |location=Salem, Oregon |agency=United Press International |url=https://www.newspapers.com/clip/21698931/i82_approved_by_washington/ |via=Newspapers.com |access-date=September 8, 2018 |archive-date=September 9, 2018 |archive-url=https://web.archive.org/web/20180909073938/https://www.newspapers.com/clip/21698931/i82_approved_by_washington/ |url-status=live }}</ref> but the Oregon delegation expressed its support of the Wallula routing after it was modified to terminate farther west near [[Stanfield, Oregon|Stanfield]].<ref>{{cite news |date=April 23, 1971 |title=Oregon Approval of I-82 East Shore Route Likely |page=1 |work=Walla Walla Union-Bulletin}}</ref><ref>{{cite news |date=May 4, 1971 |title=I-82 Route Causing Second Thoughts? |page=1 |work=Walla Walla Union-Bulletin |agency=Associated Press}}</ref> The FHWA approved the Wallula alignment in October 1971,<ref>{{cite news |date=October 16, 1971 |title=I-82 will enter at Wallula |page=17 |work=Capital Journal |location=Salem, Oregon |agency=Associated Press |url=https://www.newspapers.com/clip/21066333/i82_east_route_approved_by_fhwa/ |via=Newspapers.com |access-date=September 8, 2018 |archive-date=September 9, 2018 |archive-url=https://web.archive.org/web/20180909073920/https://www.newspapers.com/clip/21066333/i82_east_route_approved_by_fhwa/ |url-status=live }}</ref> but protests from environmentalists over potential harm to local wildlife areas, including the [[McNary National Wildlife Refuge]], forced the plan to be reconsidered in early 1973.<ref>{{cite news |date=February 25, 1973 |title=Controversy Over I-82's 'Route 5' To Climax at Haring Tuesday |page=2A |work=Walla Walla Union-Bulletin}}</ref>

The Oregon commission remained opposed to all options that bypassed the Umatilla Bridge, mirroring public opinion from hearings in Pendleton, while the Washington commission considered a narrowed set of options around Umatilla that were both opposed by the Tri-Cities and Walla Walla.<ref>{{cite news |last=Abeyta |first=Terry |date=August 9, 1973 |title=1-82 county bypass: 'Inevitable' |page=5 |work=Walla Walla Union-Bulletin}}</ref> Support for the Wallula routing from the Tri-Cities waned in late 1973, allowing for a revival of the I-182 compromise proposed by the FHWA.<ref>{{cite news |date=September 12, 1973 |title=Tri-City group to re-think I-82 stand |page=1 |work=Walla Walla Union-Bulletin}}</ref><ref>{{cite news |date=October 15, 1973 |title=Commission meets on I-82 proposals |page=16 |work=Walla Walla Union-Bulletin}}</ref> The Washington commission approved a compromise route along the Horse Heaven Hills connecting Kennewick to the Umatilla Bridge, along with the I-182 spur to the Tri-Cities, in October 1973 and the Oregon commission approved it that December.<ref>{{cite news |last=Hutcheson |first=Jim |date=October 17, 1973 |title=South route chosen; I-82 bypasses Walla Walla |page=1 |work=Walla Walla Union-Bulletin}}</ref><ref>{{cite news |date=December 19, 1973 |title=Oregon board decides on Interstate 82 routing |page=13 |work=[[Albany Democrat-Herald]] |agency=Associated Press |url=https://www.newspapers.com/clip/23566310/oregon_board_decides_on_interstate_82/ |via=Newspapers.com |access-date=September 8, 2018 |archive-date=September 9, 2018 |archive-url=https://web.archive.org/web/20180909073930/https://www.newspapers.com/clip/23566310/oregon_board_decides_on_interstate_82/ |url-status=live }}</ref><ref>{{cite news |date=December 19, 1973 |title=I-82 route ok'd by Oregon panel |page=1 |work=Tri-City Herald |agency=Associated Press}}</ref> The Washington state government also created a new state highway, SR&nbsp;143, that connected the Umatilla Bridge to Plymouth.<ref>{{cite book |date=April 25, 1973 |title=Session Laws of the State of Washington, 1973 1st extraordinary session |chapter=Chapter 151: State Highways – Route Designations |pages=1096–1097 |chapter-url=http://leg.wa.gov/CodeReviser/documents/sessionlaw/1973ex1c151.pdf |archive-url=https://web.archive.org/web/20150910042221/http://leg.wa.gov/CodeReviser/documents/sessionlaw/1973ex1c151.pdf |archive-date=2015-09-10 |url-status=live |publisher=Washington State Legislature |access-date=September 19, 2018}}</ref> The FHWA approved the routing decision but as late as 1978, attempts were made to propose new alignments for the freeway in Oregon.<ref name="ODOT-IH2004"/><ref>{{cite news |last=Casebolt |first=Barry |date=February 14, 1978 |title=New I-82 link hearings possible |page=5 |work=Tri-City Herald}}</ref>

===Construction and opening===

The first section of I-82 to open was the eastern bypass of Yakima, which was planned as an upgrade to PSH&nbsp;3 in the 1950s and completed in November 1963.<ref>{{cite news |date=November 13, 1963 |title=Last Word on Highways Given |page=1 |work=Ellensburg Daily Record |url=https://news.google.com/newspapers?id=rQNPAAAAIBAJ&pg=6650%2C5606189 |via=Google News Archive |access-date=September 8, 2018 |archive-date=November 21, 2021 |archive-url=https://web.archive.org/web/20211121060124/https://news.google.com/newspapers?id=rQNPAAAAIBAJ&pg=6650%2C5606189 |url-status=live }}</ref><ref>{{cite news |date=July 1957 |title=Route for State Highway 3 Bypass of Yakima Is Set |page=8 |work=Washington Highway News |volume=7 |issue=1 |publisher=Washington State Department of Highways |oclc=29654162 |url=https://cdm16977.contentdm.oclc.org/digital/collection/p16977coll1/id/2700/rec/2 |via=Washington State Department of Transportation Library Digital Collections |access-date=September 8, 2018 |archive-date=September 8, 2018 |archive-url=https://web.archive.org/web/20180908131022/https://cdm16977.contentdm.oclc.org/digital/collection/p16977coll1/id/2700/rec/2 |url-status=live }}</ref> The bypass freeway was later extended {{convert|2|mi|km}} southward to [[Union Gap, Washington|Union Gap]] in August 1965 and northward to Selah in August 1967.<ref>{{cite news |date=January 1966 |title=Construction Roundup: Interstate 82 |page=20 |work=Washington Highway News |publisher=Washington State Department of Highways |oclc=29654162 |url=https://cdm16977.contentdm.oclc.org/digital/collection/p16977coll1/id/4954/ |via=Washington State Department of Transportation Library Digital Collections |access-date=September 8, 2018 |archive-date=September 9, 2018 |archive-url=https://web.archive.org/web/20180909112748/https://cdm16977.contentdm.oclc.org/digital/collection/p16977coll1/id/4954/ |url-status=live }}</ref><ref>{{cite news |last=Garrett |first=Harold |date=November 1971 |title=History of the Yakima Canyon and Interstate Highway 82 |pages=13–15 |work=Washington Highway News |publisher=Washington State Department of Highways |oclc=29654162 |url=https://cdm16977.contentdm.oclc.org/digital/collection/p16977coll1/id/5853/ |via=Washington State Department of Transportation Library Digital Collections |access-date=September 8, 2018 |archive-date=September 9, 2018 |archive-url=https://web.archive.org/web/20180909112557/https://cdm16977.contentdm.oclc.org/digital/collection/p16977coll1/id/5853/ |url-status=live }}</ref> The {{convert|26|mi|km|0|adj=mid}} section between Ellensburg and Yakima was funded earlier than scheduled, money being diverted from stalled freeway projects in the Seattle area, and construction began in October 1968.<ref>{{cite news |last=Barr |first=Robert A. |date=March 24, 1968 |title=3rd-Lake-Bridge Funds Diverted |page=1 |work=The Seattle Times}}</ref><ref name="EDR-1970-Early">{{cite news |date=August 8, 1970 |title=I-82 to open six months early |work=Ellensburg Daily Record |url=https://news.google.com/newspapers?id=vQVPAAAAIBAJ&pg=3177%2C2122430 |via=Google News Archive |access-date=September 8, 2018 |archive-date=November 23, 2021 |archive-url=https://web.archive.org/web/20211123165001/https://news.google.com/newspapers?id=vQVPAAAAIBAJ&pg=3177%2C2122430 |url-status=live }}</ref> The $35 million freeway project (equivalent to ${{Format price|{{Inflation|US-GDP|35000000|1971}}}} in {{Inflation-year|US-GDP}} dollars){{inflation-fn|US-GDP}} required the excavation of approximately 20 million cubic yards ({{convert|20|e6cuyd|e6m3|abbr=unit|disp=out}}) of dirt and facilitated the discovery of a new [[geologic fault]] that would be monitored for seismic movement.<ref name="Times-1971EY">{{cite news |last=Foster |first=Barbara W. |date=November 21, 1971 |title=A new route to Yakima |pages=12–18 |work=The Seattle Times}}</ref><ref>{{cite news |last=Olds |first=Virginia |date=May 27, 1970 |title=I-82 crosses virgin territory southward from Ellensburg |page=1 |work=Ellensburg Daily Record |url=https://news.google.com/newspapers?id=l2NOAAAAIBAJ&pg=7147%2C3429986 |via=Google News Archive |access-date=September 8, 2018 |archive-date=November 26, 2021 |archive-url=https://web.archive.org/web/20211126080501/https://news.google.com/newspapers?id=l2NOAAAAIBAJ&pg=7147%2C3429986 |url-status=live }}</ref> WSDOT contractors built the longest concrete [[arch bridge|arch spans]] in North America on the [[Fred G. Redmon Bridge]], which crosses Selah Creek near the city of the same name.<ref name="Times-1971EY"/> The Ellensburg–Yakima freeway was opened on November 12, 1971, and US&nbsp;97 was transferred to the new highway and the Yakima Canyon route became [[Washington State Route 821|SR&nbsp;821]], a scenic highway.<ref name="Times-1971EY"/><ref>{{cite news |last=Balch |first=Jim |date=November 12, 1971 |title=I-82 is in business |page=1 |work=Yakima Herald-Republic}}</ref>

Major construction in the Yakima Valley began in 1977 with the building of a $5 million section (equivalent to ${{Format price|{{Inflation|US-GDP|5000000|1978}}}} in {{Inflation-year|US-GDP}} dollars){{inflation-fn|US-GDP}} between [[Zillah, Washington|Zillah]] and Granger, and a bypass of Prosser estimated to cost $7.2 million (equivalent to ${{Format price|{{Inflation|US-GDP|7200000|1979}}}} in {{Inflation-year|US-GDP}} dollars).{{inflation-fn|US-GDP}}<ref>{{cite news |last=Philip |first=Jim |date=March 12, 1978 |title=Work under way to get interstate to Tri-Cities |page=41 |work=Tri-City Herald}}</ref> Freeway construction was accelerated for sections bypassing the worst stretches of US&nbsp;410, including winding highways or high-traffic roads.<ref>{{cite news |last=Taylor |first=Sue |date=January 7, 1982 |title=I-82 builders aim to finish job in 1986 |page=3 |work=Tri-City Herald}}</ref> The {{convert|4|mi|km|adj=mid}} Zillah–Granger freeway opened in January 1979,<ref>{{cite news |date=January 12, 1979 |title=I-82 section opens |page=5 |work=Tri-City Herald}}</ref> and the Prosser bypass opened in late August the same year.<ref>{{cite news |date=August 22, 1979 |title=Prosser bypass opens |page=7 |work=Tri-City Herald}}</ref> I-82 was then extended {{convert|7|mi|km}} westward from Prosser to [[Grandview, Washington|Grandview]] in January 1981 at a cost of $19 million.<ref>{{cite news |date=January 6, 1981 |title=I-82 opening advanced |page=5 |work=Tri-City Herald}}</ref> A {{convert|15|mi|km|adj=mid}} connection between the existing Yakima Freeway at Union Gap and the Zillah freeway was completed on November 24, 1981, and cost $47 million<!--1983 figure--> to construct (equivalent to ${{Format price|{{Inflation|US-GDP|47000000|1983}}}} in {{Inflation-year|US-GDP}} dollars).{{inflation-fn|US-GDP}}<ref>{{cite news |date=November 18, 1981 |title=Zillah-Yakima I-82 link to open |page=3 |work=Tri-City Herald}}</ref><ref name="TCH-Timeline">{{cite news |date=February 12, 1983 |title=I-82 to be completed to Oregon link by 1988 |page=D2 |work=Tri-City Herald}}</ref> The freeway's construction created an embankment between the Yakima River and surrounding areas, which helped to worsen major floods; it also required the digging of several gravel pits nearby, which were later converted into seven trout-stocked ponds that feed a local [[osprey]] population.<ref name="YHR-2002"/><ref>{{cite news |last=Sandsberry |first=Scott |date=September 14, 2006 |title=Ospreys soaring back to prominence |work=Yakima Herald-Republic |url=https://www.highbeam.com/doc/1P2-9633879.html |archive-url=https://web.archive.org/web/20180910094702/https://www.highbeam.com/doc/1P2-9633879.html |url-status=dead |archive-date=September 10, 2018  |access-date=September 9, 2018}}</ref> The last section of the Yakima Valley Freeway to be built, running {{convert|15|mi|km}} from Granger to [[Sunnyside, Washington|Sunnyside]] and Grandview, was opened to traffic on October 29, 1982, shortly after a dedication ceremony to commemorate the Yakima Valley project.<ref>{{cite news |date=September 29, 1982 |title=I-82 to be dedicated in Valley on Oct. 29 |page=A3 |work=Tri-City Herald}}</ref>

[[File:Umatilla Bridge from visitors center.jpg|thumb|right|The original [[Umatilla Bridge]], which now carries the eastbound lanes of I-82, seen from the Oregon side|alt=A pair of long bridges crossing a river as seen from the shore]]

The routing of I-82 around the Tri-Cities and to the Umatilla Bridge was approved by the Benton County government in 1972, generally following [[Washington State Route 14|SR&nbsp;14]] and bypassing Kennewick to the southwest.<ref>{{cite news |last=Woehler |first=Bob |date=August 4, 1978 |title=$29 million price tag put on I-82 Kennewick bypass |page=1 |work=Tri-City Herald}}</ref> Construction on I-82 and I-182 began in 1980, using $340 million (equivalent to ${{Format price|{{Inflation|US-GDP|430000000|1968}}}} in {{Inflation-year|US-GDP}} dollars){{inflation-fn|US-GDP}} in newly earmarked funds from the U.S. Congress.<ref>{{cite news |last=Woehler |first=Bob |date=February 17, 1980 |title=Work starts on Tri-City end of Interstate 82 |page=B26 |work=Tri-City Herald}}</ref><ref>{{cite news |last=Woehler |first=Bob |date=February 15, 1981 |title=$340 million needed to finish Interstate 82 |page=B21 |work=Tri-City Herald}}</ref> A short, {{convert|2|mi|km|adj=mid}} section bypassing Plymouth and preparing for the new Umatilla Bridge was opened to traffic on August 31, 1981, and cost $5 million to construct (equivalent to ${{Format price|{{Inflation|US-GDP|5000000|1981}}}} in {{Inflation-year|US-GDP}} dollars).{{inflation-fn|US-GDP}}<ref>{{cite news |last=Woehler |first=Bob |date=September 1, 1981 |title=125 dedicate I-82 at Plymouth |page=3 |work=Tri-City Herald}}</ref> The remaining sections on SR&nbsp;14 between Plymouth and Kennewick were constructed and paved between 1983 and 1985.<ref>{{cite news |last=Ganders |first=Larry |date=August 10, 1983 |title=Repair work could delay completion of I-182 bridge |page=A1 |work=Tri-City Herald}}</ref><ref>{{cite news |last1=Merriman |first1=Edward |last2=Taylor |first2=Sue |date=July 26, 1985 |title=Night out ends with five dead |page=A1 |work=Tri-City Herald}}</ref> US&nbsp;395 was re-aligned onto the new freeway in 1985, replacing an earlier alignment that traveled through [[Wallula, Washington|Wallula]],<ref>{{cite news |last=Woehler |first=Bob |date=October 22, 1986 |title=Highway 395 routed through Tri-Cities |page=A1 |work=Tri-City Herald}}</ref> while SR&nbsp;14 was truncated to Plymouth and SR&nbsp;143 was eliminated.<ref>{{cite book |date=April 25, 1985 |title=Session Laws of the State of Washington, 1985 |chapter=Chapter 177: State Highway Routes Revised |page=674 |chapter-url=http://leg.wa.gov/CodeReviser/documents/sessionlaw/1985c177.pdf |archive-url=https://web.archive.org/web/20150910220938/http://leg.wa.gov/CodeReviser/documents/sessionlaw/1985c177.pdf |archive-date=2015-09-10 |url-status=live |publisher=Washington State Legislature |access-date=September 19, 2018}}</ref><ref>{{cite news |date=April 12, 1985 |title=New numbers for old roads |page=B1 |work=Tri-City Herald}}</ref> The final section of I-82 within Washington state, spanning {{convert|17|mi|km}} from [[Kiona, Washington|Kiona]] to an interchange south of Kennewick, was dedicated on February 23, 1986, and opened the following month.<ref>{{cite news |last=Woehler |first=Bob |date=February 23, 1986 |title=Final ribbon cut on I82, 182 highway links |page=B1 |work=Tri-City Herald}}</ref><ref>{{cite news |last=Woehler |first=Bob |date=April 4, 1986 |title=Interstate opening a Tri-City success story |page=B7 |work=Tri-City Herald}}</ref> During construction of I-82, a pair of fossilized tusks belonging to a [[mastodon]] and [[Columbian mammoth]] were found by workers near Kiona and Plymouth, respectively, and were excavated by local archaeologists.<ref>{{cite news |last=Hoover |first=Dave |date=January 11, 1986 |title=Tusk buried in mammoth flood |page=B1 |work=Tri-City Herald}}</ref><ref>{{cite news |last=Johnson |first=Maryfran |date=January 8, 1986 |title=WSU expert to study tusk |page=A2 |work=Tri-City Herald}}</ref> The existing {{convert|12|mi|km|adj=mid}} divided highway between Prosser and Kiona, built in 1960,<ref>{{cite news |date=June 27, 1960 |title=4-Lane Highway Nearly Finished |page=3 |work=Tri-City Herald}}</ref> was upgraded to Interstate standards in 1987 at a cost of $19.2 million (equivalent to ${{Format price|{{Inflation|US-GDP|19200000|1987}}}} in {{Inflation-year|US-GDP}} dollars).{{inflation-fn|US-GDP}}<ref>{{cite news |date=December 12, 1986 |title=Acme receives $7.79 million contract to finish I-82 work |page=B10 |work=Tri-City Herald}}</ref><ref>{{cite news |last=Metcalf |first=Gale |date=June 25, 1987 |title=Several highway projects near end |page=A15 |work=Tri-City Herald}}</ref>

Construction of the northbound Umatilla Bridge, located {{convert|100|ft|m}} upriver from the original bridge, began in 1985.<ref>{{cite news |last=Ganders |first=Larry |date=January 4, 1985 |title=Bridge contract awarded |page=B1 |work=Tri-City Herald}}</ref><ref>{{cite news |last=Larson |first=Rick |date=March 8, 1985 |title=Umatila bridge started |page=B1 |work=Tri-City Herald}}</ref> The new bridge cost $16.5 million (equivalent to ${{Format price|{{Inflation|US-GDP|16500000|1987}}}} in {{Inflation-year|US-GDP}} dollars){{inflation-fn|US-GDP}} and was completed in October 1987 after two years of construction.<ref>{{cite news |date=October 22, 1987 |title=Umatilla bridge dedication Monday |page=B2 |work=Tri-City Herald}}</ref> The final section of I-82, extending {{convert|9.9|mi|km|1}} between Umatilla and Hermiston, began construction in February 1984 and was dedicated and opened to traffic on September 20, 1988.<ref>{{cite news |last=Woehler |first=Bob |date=September 21, 1988 |title=I-82's last miles completed |page=C6 |work=Tri-City Herald}}</ref><ref>{{cite news |date=October 2, 1988 |title=Oregon dedicates final interstate link |page=B5 |work=The Seattle Times}}</ref> It was also the final segment of the Interstate Highway system in Oregon, which spanned {{convert|731|mi|km}}.<ref>{{cite news |last=Cockle |first=Dick |date=September 21, 1988 |title=Final segment completes freeway system |page=B4 |work=The Oregonian}}</ref> The southbound Umatilla Bridge underwent a major $5.2 million (equivalent to ${{Format price|{{Inflation|US-GDP|5200000|1988}}}} in {{Inflation-year|US-GDP}} dollars){{inflation-fn|US-GDP}} rehabilitation project and re-opened in July 1990.<ref>{{cite news |date=October 11, 1988 |title=Umatilla Bridge to close |page=A13 |work=Tri-City Herald}}</ref><ref>{{cite news |date=July 19, 1990 |title=Highway projects under way this summer |page=8 |work=Walla Walla Union-Bulletin}}</ref> The total cost to construct I-82 was estimated in 1988 to be $317 million (equivalent to ${{Format price|{{Inflation|US-GDP|317000000|1988}}}} in {{Inflation-year|US-GDP}} dollars),{{inflation-fn|US-GDP}} of which $288 million (equivalent to ${{Format price|{{Inflation|US-GDP|288000000|1988}}}} in {{Inflation-year|US-GDP}} dollars){{inflation-fn|US-GDP}} was spent in Washington and $29 million (equivalent to ${{Format price|{{Inflation|US-GDP|29000000|1988}}}} in {{Inflation-year|US-GDP}} dollars){{inflation-fn|US-GDP}} was spent in Oregon.<ref>{{cite news |last=Woehler |first=Bob |date=September 18, 1988 |title=I-82 milestone: Tuesday dedication to end 25-year saga |page=B1 |work=Tri-City Herald}}</ref>

===Later years===

I-80N was renumbered to [[Interstate 84 (Oregon–Utah)|I-84]] in 1980 as part of a mandate by [[American Association of State Highway and Transportation Officials]] to eliminate [[List of suffixed Interstate Highways|suffixed routes]] and reduce traveler confusion.<ref>{{cite news |date=April 1, 1980 |title=I-80N becomes I-84 May 1 |page=B4 |work=The Oregonian}}</ref> The designation of I-82 fell outside the standard numbering scheme for Interstates, which uses comparatively higher numbers for the northernmost east–west routes.<ref>{{cite web |date=May 2006 |title=Interstate 84 – Idaho |url=http://www.itd.idaho.gov/50.Years/I_50_I_84.html |publisher=[[Idaho Transportation Department]] |url-status=dead |archive-url=https://web.archive.org/web/20100901075250/http://www.itd.idaho.gov/50.Years/I_50_I_84.html |archive-date=September 1, 2010 |access-date=October 3, 2018}}</ref><ref>{{cite news |last=Fausset |first=Richard |date=November 13, 2001 |title=Highway Numerology Muddled by Potholes in Logic |page=B2 |work=[[Los Angeles Times]] |url=https://www.latimes.com/archives/la-xpm-2001-nov-13-me-3653-story.html |access-date=October 3, 2018 |archive-date=April 2, 2009 |archive-url=https://web.archive.org/web/20090402132246/http://articles.latimes.com/2001/nov/13/local/me-3653 |url-status=live }}</ref> A 1970s proposal to renumber I-82 to remain in compliance with the numbering scheme was rejected by the Washington State Department of Highways due to the cost of sign replacement and potential for public confusion.<ref>{{cite letter |last=Andrews |first=George H. |recipient=E. D. Tisdale |date=June 9, 1975 |subject=Renumbering of I-82 |url=https://na4.visualvault.com/app/AASHTO/Default/documentviewer?DhID=581b9e46-01d5-ea11-a98a-ff9beffbfef8&hidemenu=true |publisher=Washington State Department of Highways |via=AASHTO Route Numbering Archive |accessdate=September 24, 2022}}</ref>

In 1999, the [[Oregon Legislative Assembly]] passed a bill directing ODOT to study a proposal for an extension of I-82 to the [[California]] or [[Nevada]] border.<ref>{{cite web |date=September 2, 1999 |title=Chapter 1072, Oregon Laws 1999 |url=https://www.oregonlegislature.gov/bills_laws/lawsstatutes/1999orLaw1072.html |publisher=[[Oregon Legislative Assembly]] |access-date=September 9, 2018 |archive-date=September 10, 2018 |archive-url=https://web.archive.org/web/20180910131351/https://www.oregonlegislature.gov/bills_laws/lawsstatutes/1999orLaw1072.html |url-status=live }}</ref><ref>{{cite news |first=James |last=Sinks |date=July 1, 1999 |title=East side freeway notion revived |work=The Bend Bulletin |url=https://www.newspapers.com/article/the-bulletin-east-side-freeway-notion-re/172630758/ |via=Newspapers.com |accessdate=May 18, 2025}}</ref> The proposal included the potential use of [[toll road|road tolls]] to finance the new freeway, but it was later dismissed by ODOT.<ref>{{cite news |last=Sinks |first=James |date=January 12, 2000 |title=ODOT says Oregon toll roads not likely soon |page=A1 |work=The Bend Bulletin |url=https://www.newspapers.com/article/the-bulletin-odot-says-oregon-toll-roads/172641798/ |via=Newspapers.com |accessdate=May 18, 2025}}</ref> The I-82 extension study was completed two years later and outlined three general routes that would replace existing north–south highways in eastern Oregon. The westernmost route would follow [[U.S. Route 97 in Oregon|US&nbsp;97]] from [[Klamath Falls, Oregon|Klamath Falls]] through [[Bend, Oregon|Bend]] and [[Redmond, Oregon|Redmond]] to [[Biggs Junction, Oregon|Biggs Junction]], relying on I-84 to complete its connection with I-82. A variation of the route with a direct connection to I-82 near Hermiston would branch off at [[Madras, Oregon|Madras]] and travel northeastward through a mountainous region along [[Oregon Route 218|Route&nbsp;218]] and [[Oregon Route 207|Route&nbsp;207]]. The easternmost route would follow [[U.S. Route 395 in Oregon|US&nbsp;395]] between the California border and Pendleton, passing through a less-densely populated region but serving [[Burns, Oregon|Burns]] and [[John Day, Oregon|John Day]].<ref name="ODOT-2001Study">{{cite report |author=ODOT Transportation Development Division |date=April 2001 |title=Study of Eastern Oregon Freeway Alternatives, Pursuant to House Bill 3090 |url=https://www.oregon.gov/ODOT/Planning/Documents/Eastern-Oregon-Freeway-Alternatives-Study.pdf |archive-url=https://web.archive.org/web/20180905141100/https://www.oregon.gov/ODOT/Planning/Documents/Eastern-Oregon-Freeway-Alternatives-Study.pdf |archive-date=2018-09-05 |url-status=live |publisher=Oregon Department of Transportation |access-date=September 9, 2018}}</ref> The study found that a new freeway would have little effect on economic growth in eastern Oregon and congestion relief in the [[Willamette Valley]], but would provide a suitable alternative route for long-haul travel.<ref name="ODOT-2001Study"/>

Since the 1990s, the Washington state government has improved or rebuilt several interchanges on I-82, particularly in the Yakima area. In 1998, [[Washington State Route 823|SR&nbsp;823]] was extended southward from Selah to northern Yakima via a new road in the median of I-82, whose bridges over the Naches and Yakima rivers were also refurbished.<ref>{{cite news |last=Gonzales |first=Neil |date=August 16, 1998 |title=Selah's I-82 project picks up speed |page=A1 |work=Yakima Herald-Republic |url=https://www.highbeam.com/doc/1P2-18477978.html |archive-url=https://web.archive.org/web/20180817125003/https://www.highbeam.com/doc/1P2-18477978.html |url-status=dead |archive-date=August 17, 2018 |access-date=September 21, 2018}}</ref><ref>{{cite news |last=Nelson |first=Wes |date=November 26, 1998 |title=Finally&nbsp;– It's All Starting to Connect |page=A1 |work=Yakima Herald-Republic |url=https://www.highbeam.com/doc/1P2-18480450.html |archive-url=https://web.archive.org/web/20180817124959/https://www.highbeam.com/doc/1P2-18480450.html |url-status=dead |archive-date=August 17, 2018 |access-date=September 21, 2018}}</ref> The [[Valley Mall (Yakima)|Valley Mall]] interchange in Union Gap was rebuilt from 2009 to 2011 using a series of roundabouts and a loop ramp to replace the existing freeway ramps. In 2010, two overpasses carrying I-82 were demolished and replaced with new structures that would accommodate a future widening project.<ref>{{cite web |date=September 2011 |title=Valley Mall Boulevard Interchange Project Folio |url=http://www.wsdot.wa.gov/NR/rdonlyres/E3045066-2037-4F22-821A-D33124369BB9/0/Folio_I82ValleyMallBlvdIC_110531.pdf |publisher=Washington State Department of Transportation |url-status=dead |archive-url=https://web.archive.org/web/20170207055328/http://www.wsdot.wa.gov/NR/rdonlyres/E3045066-2037-4F22-821A-D33124369BB9/0/Folio_I82ValleyMallBlvdIC_110531.pdf |archive-date=February 7, 2017 |access-date=September 21, 2018}}</ref><ref>{{cite news |last=Faulk |first=Mike |date=October 30, 2011 |title=Officials celebrate completion of I-82 interchange |work=Yakima Herald-Republic |url=https://www.highbeam.com/doc/1P2-29997420.html |archive-url=https://web.archive.org/web/20180922101729/https://www.highbeam.com/doc/1P2-29997420.html |url-status=dead |archive-date=September 22, 2018 |access-date=September 21, 2018}}</ref> A separate proposal in the early 2010s included a third lane for I-82 in northern Yakima, but it was postponed in favor of the building of a new interchange and east–west road at the [[Cascade Mill]] development site.<ref>{{cite news |last=Bain |first=Kaitlin |date=January 23, 2017 |title=Boise Cascade Mill site in Yakima may get new life |url=https://www.yakimaherald.com/news/local/boise-cascade-mill-site-in-yakima-may-get-new-life/article_0646d5b2-e134-11e6-a4c0-8bc6f2d27688.html |work=Yakima Herald-Republic |access-date=September 21, 2018 |archive-date=December 8, 2021 |archive-url=https://web.archive.org/web/20211208060613/https://www.yakimaherald.com/news/local/boise-cascade-mill-site-in-yakima-may-get-new-life/article_0646d5b2-e134-11e6-a4c0-8bc6f2d27688.html |url-status=live }}</ref><ref>{{cite web |title=I-82 – US 12 to Yakima Ave – Corridor Improvements |url=https://www.wsdot.wa.gov/Projects/I82/YakimaLanes/default.htm |publisher=Washington State Department of Transportation |access-date=September 21, 2018 |archive-date=December 9, 2017 |archive-url=https://web.archive.org/web/20171209092637/http://www.wsdot.wa.gov/Projects/I82/YakimaLanes/default.htm |url-status=dead }}</ref> A proposal to add [[climbing lane]]s for trucks on the steep grades in the Manastash Ridge between Ellensburg and Yakima was made in the 2000s and remains unfunded {{as of|2017|lc=y}}.<ref>{{cite web |title=I-82 – Thrall Road to Manastash |url=http://www.wsdot.wa.gov/Projects/I82/ThrallManashtash |publisher=Washington State Department of Transportation |url-status=dead |archive-url=https://web.archive.org/web/20170726194117/http://www.wsdot.wa.gov/Projects/I82/ThrallManashtash |archive-date=July 26, 2017 |access-date=September 21, 2018}}</ref>

I-82's current interchange with [[Washington State Route 224|SR&nbsp;224]] in Kiona was rebuilt in 2016 and will be supplemented with a new interchange serving the [[Red Mountain AVA]].<ref>{{cite news |last=Culverwell |first=Wendy |date=June 13, 2016 |title=New Benton City roundabout is first funded by new gas tax |url=http://www.tri-cityherald.com/news/local/article83482177.html |work=Tri-City Herald |access-date=September 21, 2018 |archive-date=June 18, 2018 |archive-url=https://web.archive.org/web/20180618102546/http://www.tri-cityherald.com/news/local/article83482177.html |url-status=live }}</ref> Construction of the new interchange, which was intended to divert traffic bound for the winery region and new development near West Richland, was proposed by local politicians in the early 2000s but failed to earn funding from the state.<ref>{{cite news |last=Adame |first=Vicki |date=February 16, 2004 |title=Developing agendas |page=A1 |work=Tri-City Herald}}</ref><ref>{{cite news |last=Trumbo |first=John |date=February 9, 2010 |title=Benton funding bid shrinks |page=B1 |work=Tri-City Herald |url=https://www.newspapers.com/clip/111018442/benton-funding-bid-shrinks/ |via=Newspapers.com |accessdate=October 9, 2022 |archive-date=October 10, 2022 |archive-url=https://web.archive.org/web/20221010000421/https://www.newspapers.com/clip/111018442/benton-funding-bid-shrinks/ |url-status=live }}</ref> The project was postponed in September 2019 after federal officials stated that the traffic volumes would be too low to justify an interchange.<ref>{{cite news |last=Culverwell |first=Wendy |date=September 26, 2019 |title=Feds kill $30 million Red Mountain interchange – for now. There's not enough traffic |url=https://www.tri-cityherald.com/news/local/article235467297.html |work=Tri-City Herald |access-date=November 24, 2019 |archive-date=October 2, 2019 |archive-url=https://web.archive.org/web/20191002091755/https://www.tri-cityherald.com/news/local/article235467297.html |url-status=live }}</ref>