The new $340 million Interstate-5 bridge that will cross the Columbia River will have a deck truss design, Oregon Gov. John Kitzhaber and Washington Gov. Chris Gregoire announced jointly on Monday.

The chosen design is expected to cost $100 million less than the proposed open-web box girder design proposed initially. Construction is scheduled to break ground in 2013, according to the governors. The announcement came almost three months after they halted work on the open-web box girder design, and cited a study from engineers and designers that determined the bridge type was too complex.

According to Gregoire, the main reason for moving forward with the deck truss design is because of the potential loss of federal money if the project timeline isn’t maintained.

“The only way we get federal dollars is by making the decision,” she said. “If we delay we get out of the queue and lose federal dollars. If we lose those federal dollars the taxpayers will have to make up for it and that’s not fair to them.”

The bridge is part of the larger $3.6 billion Columbia River Crossing project. Officials are seeking about $1.25 billion in federal funding – $850 million in Federal Transit Administration New Starts money and $400 million in federal highway discretionary money. In order to secure that funding, Gregoire said, a federal record of decision needs to be in place by the end of the year.

“Today is the day we come together after 10 years to make the decision,” she said. “We come before you having done that. Let’s partner, let’s work together, let’s move forward.”

Both governors noted that the bridge will be used across the country as a model for multimodal transportation bridge design; U.S. Secretary of Transportation Ray LaHood pointed that out on a recent visit to the area.

“What we’re trying to do with this project – we can all agree we need a new bridge – is to make sure this isn’t just a bridge, but incorporates the elements of a new transportation paradigm, which creates the financial incentives and opportunities for people to use other (modes of transportation) than single-vehicle occupancy,” Kitzhaber said. “To me, that is the central part of this project that I believe will be seen as a model and legacy for this region.”

Previously, opposition to the project has come from multiple sources; on Monday, it came mostly from the Association of Oregon Rail and Transit Advocates. Representatives of the group distributed fliers that included five alternatives to building a new Interstate-5 bridge, including conversion of the Burlington Northern Santa Fe railroad bridge that runs under the Interstate bridge into a bridge for transit, construction of a new high-speed rail bridge or construction of an additional two-lane bridge over the Columbia River for local traffic.

When the group began to ask question, Gregoire emphasized that officials have explored all of the options and are sticking with their decision.

Kitzhaber admitted that he preferred the aesthetics of the open-web box girder design but said the deck truss design was more sensible. In addition to being cheaper and fitting the project timeline, he said the deck truss design will minimize environmental impacts, honor commitments made to stakeholders and present the least amount of risk.

Portland Mayor Sam Adams, who had supported the open-web box girder design, said he would back the governors’ decision even if it wasn’t his first choice.

“I said I’d stand with (Kitzhaber) no matter what decision that he made as long as he did the due diligence,” Adams said. “He did the due diligence, he made his decision and it’s time to move forward.”

Project officials will next update cost estimates to reflect the new design, add architects to the project team and assemble a request for proposals for design work. The final environmental impact statement is expected in the summer, and drilled shaft testing is expected to take place in the fall.

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The latest design for the Columbia River Crossing, the planned Interstate Bridge replacement, drew two new opponents last week: the governors of Oregon and Washington.

Govs. John Kitzhaber of Oregon and Chris Gregoire of Washington released Thursday evening calling for executives at both state transportation departments to discontinue further work on the open-web box girder bridge design presently proposed.

The statement came after a 16-member panel of bridge building experts, assembled last November to assess alternative designs, released its findings.

According to , the present design is costly and impractical, and there are three alternative bridge types that would reduce both cost and risk. These include a tied-arch bridge, a cable-stay bridge and a composite-deck truss structure.

The report found that an open-web box girder bridge would cost about $440 million. A composite-deck truss structure would be about $340 million, a cable-stay bridge would be about $400 million and a tied-arch bridge would be about $430 million.

The main reason for the cost savings is that the alternatives would be straighter than the curved open-web box girder design. All three also would be shorter, and thus require fewer materials and fewer piers in the water.

“Oregon and Washington remain committed to delivering this essential project at the least possible cost and as quickly as possible while also ensuring public safety and reliability,” the joint governors’ statement said. “To that end, we will focus only on the panel’s primary recommendations.”

The governors have asked officials at both transportation departments to consult with local partners and start immediately on the expedited review of the three bridge types. The officials have been asked to create a report determining which type is most affordable, maintains the project schedule, minimizes environmental impacts, provides the least risk and honors commitments that have been made to communities and stakeholders in both states.

Using that criteria, project officials will present their findings and a recommendation sometime within the next three weeks.

Even though the alternative bridge types will help achieve one goal – cost savings – project officials are likely to encounter challenges. All three meet the 95-foot ship clearance requirement, but one concern is that the cable-stay and tied-arch types would require approval from the Federal Aviation Administration because the bridge would extend into the airspace zone of Pearson Field, a nearby airport owned by the city of Vancouver, Wash. An additional layer of approval could increase the project’s cost and timeline.

The composite-deck truss type may be the front-runner. It is by far the cheapest option and wouldn’t be subject to Federal Aviation Administration approval.

The bridge is just a small portion of the entire Columbia River Crossing project, which could cost approximately $3.6 billion. In addition to the present six-lane bridge being replaced by a new 10-lane bridge, a small portion of the interstate would be reconfigured on both the Oregon and Washington sides, and seven interchanges would be reconstructed. Portland’s existing light-rail system also is expected to be extended over the bridge and into downtown Vancouver.

“(Both governors) remain strong supporters of the Columbia River Crossing project,” the statement said. “We have heard repeatedly from the citizens of the region that they expect us to proceed.

“Our work together to move this project to completion will provide 20,000 construction-related jobs that are much needed in both states. And most importantly, it will provide a safer, less-congested corridor to help the region’s economy for the long term.”

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Updated: Thursday, January 6, 2011 at 01:30 PM PT

Longview, Wash., became a contentious battle ground on Wednesday, with coal in the middle.

Montana Gov. Brian Schweitzer met with Cowlitz County commissioners and Washington Gov. Christine Gregoire about a proposal for development of a facility at the Port of Longview where Montana coal would be exported to China. But many residents at the public meeting spoke out against the project, saying it would provide little economic benefit to their community and the state.

Millennium Bulk Logistics, a subsidiary of Australian company Ambre Energy, last year took a step toward developing a facility where 5.7 million tons of coal could be received from the Powder River Basin in Montana and Wyoming. The project would provide 120 construction jobs, 70 permanent positions at the facility and $3.2 million in annual tax revenue for the county and the state, according to Millennium.

But for Montana, the proposed facility represents more than just jobs, according to Bud Clinch, executive director of the Montana Coal Council. It represents a gateway to increased coal business with Pacific Rim countries.

Montana exports 4 million tons of coal annually from a port near Vancouver, British Columbia. But that port is at capacity, Clinch said. If an export facility were approved in Longview, Montana could more than double its coal exports. A ton of Powder River Basin coal was valued at $13.50 in 2009, so Montana could gain approximately $76.9 million more in gross revenue annually.

Increased mining activity would create 120 jobs in Montana, Clinch said, as well as new transportation-related jobs. Without the Longview facility, stakeholders would need to look at exporting coal through another port in British Columbia, at a greater cost.

“The Longview facility would be a benefit to our state,” Clinch said. “There’s a huge opportunity for greater volumes of coal to be exported to Pacific Rim countries. We’d like to see an even larger facility come about.”

Residents testifying at the public meeting, however, were less enthusiastic about the project, according to Brett VandenHeuvel, executive director of Columbia Riverkeeper. He was at the meeting, and said 20 of the 70 attendees testified. They questioned how much the coal facility would contribute to their community’s economy.

The 416-acre site where the coal facility would be built is presently leased to Chinook Ventures, which employs 50 people. If the 70-employee coal facility were approved, Millennium would purchase Chinook’s buildings and assume their lease from Alcoa Inc. That’s a net gain of only 20 jobs, VandenHeuvel said.

“There is tremendous potential for growth on port sites along the Columbia,” VandenHeuvel said. “Other Columbia River ports are doing well with grain and potash. This facility would be a big black eye for Longview, which is trying to attract better family-wage jobs and cleaner industries. The underlying message from residents was: ‘We can do better.’ ”

Washington, meanwhile, continues to rely on coal, most of which comes from the Powder River Basin, according to the U.S. Energy Information Administration. The coal is burned at Washington’s only coal-fired power plant, near a closed coal mine in the southwestern part of the state.

Cowlitz County Commission Chairman George Raiter said citizens concerned about burning coal should use less energy. The commission in November approved a shoreline development permit for the project.

“People overlook the fact that China is currently burning Indonesian coal, which has 10 times the emissions of Montana coal, according to Governor Schweitzer,” Raiter said. “In Washington we continue to drive to work in SUVs and watch big-screen televisions that depend on coal for electricity.”

Washington has implemented goals to reduce greenhouse gas emissions and switch to renewable power, and those efforts would be hampered if coal were exported through Longview, VandenHeuvel said.

“Montana is sitting on a lot of coal reserves because coal is not selling well in the U.S. right now,” VandenHeuvel said. “If Montana can open up that Asian market and sell coal that’s not acceptable here to China, those companies are going to make a huge profit and Washington will be stuck with the impacts of dirty coal.”

After five environmental groups in December appealed the shoreline development permit, the Washington State Department of Ecology joined the appeal, calling for a broader environmental analysis of the greenhouse gases associated with the project. The Washington Shoreline Hearings Board will hear the case in April. The board must rule on the terminal application before June 14.

Gregoire said she wouldn’t stand in the way of the project, but added that all of the state’s regulatory processes will be followed before any decisions are made, according to Cory Curtis, communications director for the governor.

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Washington Gov. Chris Gregoire today signed an suspending some of the state’s rule-making processes in an effort to support small businesses and local governments.

The order, which suspends non-critical rule development and adoption, is supposed to limit the resources businesses spend following certain rules during tough economic times.

“Gov. Gregoire recognizes that business and local government need to be focusing on providing frontline services. Rather than take resources away, she wants all efforts to be put toward improving business and ensuring those services are delivered effectively,” said Karina Shagren, spokeswoman for the governor.

The will allow agencies to continue with rule-making proceedings if the rule is required by federal or state law, required by a court order or essential to manage budget shortfalls, maintain fund solvency or generate revenue.

“She recognizes that rules are needed to protect the health and well being of citizens. But given the amount of time that businesses and local government spend to develop and implement these rules, she’d like to see the time spent creating jobs,” Shagren said.

The suspension on rule making will last through Dec. 31, 2011

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Washington Gov. Chris Gregoire on Tuesday signed several transportation-related bills including a supplemental transportation budget and bills for the Washington 520 bridge replacement project.

The budget includes $590 million in federal stimulus for high-speed rail from Seattle to Portland. The stimulus dollars are expected to sustain or add 3,378 jobs, according to a statement from the governor’s office.

Washington 520 is a state highway that extends almost 13 miles from Seattle to Redmond with a bridge over Lake Washington.

“We are making investments in our transportation system across the state and leveraging federal recovery dollars to get more done, to put more people to work and to get our economy on a path to recovery,” Gregoire said in the statement.

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