91视频

New design options are on the table for the Interstate Bridge Replacement Program.

The Executive Steering Group met Thursday morning to discuss the options and come to agreement on the project’s next steps.

鈥淚n the past meetings, we have had concerns about the fast pace,鈥� Vancouver (Washington) Mayor Anne McEnerny-Ogle said, 鈥渂ut we’re committed to working towards a wonderful solution.鈥�

The goal is to replace the aging bridge carrying Interstate 5 across the Columbia River with a modern, seismically resilient structure. This is the second attempt by Oregon and Washington to replace the bridge that is made up of a 104-year-old span and a 63-year-old span. The Columbia River Crossing project essentially ended in 2013 after Washington and Oregon legislators were unable to agree on a funding plan.

Now, after almost a year of discussions addressing issues such as traffic congestion, climate change and resiliency, Executive Steering Group members 鈥� Portland and Vancouver city officials, public transit agency and state transportation department representatives, and community members 鈥� are seeking solutions. The aim is for construction to start in 2025.

鈥淭his has been almost a quarter of a century conversation going on in this area,鈥� IBR Program Manager Greg Johnson said. 鈥淲e are at one of the inflection points.鈥�

One of the three proposals for a replacement bridge is the 2013 design with two five-lane bridges side by side and dedicated pathways for public transit, bicyclists and pedestrians underneath.

Another proposal is a variation of the 2013 design, with a different on-ramp configuration and a less curvy bridge alignment. This bridge would be less complex to construct than a curvy structure, and also make a North Portland Harbor bridge replacement project less complex.

The third option’s alignment would not be side by side. Northbound and southbound lanes would be stacked, and flanked on either side by transit lanes and a pathway for bicyclists and pedestrians. This bridge would have a smaller footprint over waterways and have fewer foundations in water compared to the other options.

A total of 10 possible public transit configurations were presented. They included high-capacity light rail, rapid bus service or combinations of both.

IBR Program leaders have asked the Executive Steering Group to select one of the bridge proposals by early 2022. While members on both sides of the state line agreed to consider the options presented, they expressed skepticism over the desired timeline. More time is needed to individually assess the options, ask follow-up questions and reach a consensus, they said.

鈥淚 don’t necessarily think that goal represents a fair opportunity for the communities to be able to weigh in on options as well as the transit agencies to be able to give effective feedback on what those transit options that are modeled are,鈥� said Shawn Donaghy, chief executive officer of C-Tran (the public transit agency of Clark County, Washington).

Steve Witter, TriMet‘s director of engineering and construction, expressed agreement with Donaghy.

Portland City Commissioner Jo Ann Hardesty emphasized how the bridge could impact the region’s climate goals.

鈥淚t needs to demonstrate how it won’t contribute to more 124-degree days like we have experienced this last summer,鈥� she said. 鈥淚t needs to demonstrate how it won’t contribute to elevated rates of asthma and hospitalization for Black and brown Portlanders, which normally are the recipients of the negative outcomes of freeway activity.鈥�

Metro Council President Lynn Peterson requested more details from the IBR Program team about how the proposed tolling of the bridge and an increase in public transit options would impact vehicle demand. Also, she requested future land use options be considered for both sides of the river.

The Executive Steering Group’s recommendation is expected to be presented, along with input from public surveys and community groups, to the bistate legislative committee overseeing the bridge replacement. Construction contract requirements, including participation goals for minority-owned, woman-owned and disadvantaged business enterprise firms, would potentially be issued between late 2023 and mid-2024.