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The Interstate Bridge replacement project moved forward on Thursday, after two big stamps of approval were delivered.

First, the Executive Steering Group unanimously said 鈥測es鈥� to advancing the Modified Locally Preferred Alternative (LPA) into the next phase 颅鈥� the Supplemental Environmental Impact Statement process. Then the Bi-state Legislative Committee overseeing the project came to a consensus to accept the LPA.

The concept calls for construction of a new bridge able to withstand a major earthquake with three through-traffic lanes in each direction, an auxiliary merge lane in each direction, and space to accommodate light rail for extension of service from Portland to Vancouver, Washington. The LPA is a modification of a plan formed for the previous Columbia River Crossing project that fizzled.

The Supplemental Environmental Impact Statement is the next critical step in the process. Greg Johnson, administrator of the bridge replacement program, said the team hopes to thereafter have answers to many of the project鈥檚 looming questions regarding cost, layout, design, and bridge type.

The process is expected to continue into mid-2024, when the federal government is expected to deliver a record of decision.

Cost concerns

The program team plans to have both a cost estimate for the project and a financing strategy by early November, Johnson said.

鈥淭aking us from that 10,000-foot views of a finance plan,鈥� he added, 鈥渉opefully down to a 500-foot view of the cost and where things are trending towards.鈥�

In the Executive Steering Group meeting, Vancouver Mayor Anne McEnerny-Ogle asked Johnson for assurance that the program team will ask the federal government to cover one-third of the project鈥檚 cost 颅鈥� $2 billion.

鈥淎ll along we鈥檝e always had the assumption that it (financing) would be a third federal, a third states, and a third tolling,鈥� McEnerny-Ogle said. 鈥淚f my mathematics is correct, if the state of Washington puts in a billion and the state of Oregon puts in a billion, then the other two-sixths 鈥� the third 颅鈥� from the federal government would be requesting $2 billion from them.鈥�

鈥淚 will go you one better,鈥� Johnson responded, indicating that the team will likely seek $2.5 billion from the federal government.

Three grants 鈥� each earmarked for megaprojects and major bridge projects 鈥� are being sought at this time, Johnson added. However, limitations exist: The team is allowed to seek money to cover half of the cost of only the new bridge 鈥� estimated at around $1.5 billion 鈥� and not the entire project, which includes a 5-mile corridor. But for each grant the team plans to ask for the maximum amount allowable under the rules, he said.

Alignment possibilities

In this next phase, Johnson said the team will start to evaluate side-by-side and stacked alignment options.

Earlier this year, the U.S. Coast Guard issued a preliminary determination that at least a 178-foot clearance would be needed for a fixed bridge. The program team had proposed a fixed height of 116 feet.

The team is working with the Coast Guard, Johnson said, and discussing trade-offs for a possible movable bridge. If the new Interstate Bridge ends up as a lift bridge or bascule bridge, it would be one of the largest of its type in the world, he said.

Future work

The team remains on schedule to break ground in late 2025, Johnson said. During the environmental impact phase, a community workforce benefits committee will be formed with members of the Executive Steering Committee and representatives from union and nonunion organizations.

鈥淭his is like climbing Mount Everest,鈥� Johnson said. 鈥淲e鈥檙e at base camp. We are nowhere near the summit. We have a lot of work to do. But getting to base camp is a significant step and it prepares us to make a successful climb the rest of the way.鈥�