EV charging infrastructure deployment plans are in the works for Interstates 5 and 84 after the Oregon Department of Transportation secured grant funding from two federal programs for planning, design and installation work at the stations.

During a webinar on Wednesday, ODOT gave an overview of its plans for the public fleet EV charging stations on both highways.

The Charging and Fueling Infrastructure Grant Program is a discretionary grant program that was created by the Bipartisan Infrastructure Law. Its main purpose is to fund alternative fuel infrastructure projects along major highways and interstates throughout the state and communities, with a special focus on medium and heavy-duty infrastructure, said Brett Howell, ODOT’s transportation electrification coordinator.

In 2023, ODOT, the California Department of Transportation and the Washington State Department of Transportation applied for the program. In August 2024, the three states – California, Washington and Oregon – were selected for an award in round 1B of the Charging and Fueling Infrastructure Grant Program. The total award was roughly $102 million to support the development of medium and heavy-duty focused charging infrastructure, as well as a limited number of hydrogen refueling stations along Interstate 5 in all three states and a few additional corridors in California, Howell said.

Oregon received about $21.1 million to develop two medium and heavy-duty charging stations, and one hydrogen refueling station, all to be located along the I-5 corridor.

Howell said the funding for the Charging and Fueling Infrastructure Grant Program is subject to a 20 percent minimum match requirement. ODOT intends to issue a notice of funding opportunity application sometime next fall.

The Carbon Reduction Program provides money to reduce carbon emissions. Oregon received $4.5 million for installation of an EV charging station along I-84, likely between Portland and The Dalles, Howell said.

For the Carbon Reduction Program, there is a funding match of 10.27 percent. ODOT plans to issue a funding opportunity application for in the spring or summer.

The webinar also addressed a new provision for a program through the Oregon Department of Environmental Quality. Oregon DEQ‘s Clean Fuels Program is providing financial incentives for public fleets and their contractors through advance crediting. The financial incentives allow fleets to get an up-front loan of Clean Fuels Program credits when they put a new medium- or heavy- duty electric vehicle into service.

Courtney Herbolsheimer, of Oregon DEQ, said the program, which began in 2016, is a market-based program that reduces the overall carbon intensity of transportation fuels used in Oregon.

“Each type of fuel is assigned a carbon intensity value or level of carbon emissions,” Herbolsheimer said. “Over time, each year, DEQ gradually lowers the amount of carbon intensity average that’s allowed in fuel to meet our annual reduction goals.”

Lower carbon fuels will generate credits, while higher carbon fuels will generate deficits. An entity reports on a quarterly basis the number of kilowatt hours of electricity that are dispensed from its chargers each quarter.

With this new provision – advance crediting – DEQ is able to grant up to six years of credits to an entity up front. Those credits would be received when the vehicle is put into service, Herbolsheimer said.

The program will have one application period per year and will launch in early to mid-2026. Advance credits will apply only to vehicles when they are first put into service. Applicants must remain the owner of the vehicle until they have paid back the advance credits. Oregon DEQ will determine if an application meets the requirements. After an agreement is made, DEQ will issue advance credits.

The entity would pay back those credits over a period spanning at least one year and no later than three years after receiving the credits. Once the credits are repaid, they can go back to the regular program.

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The proposed Hood River-White Salmon Interstate Bridge replacement project has received federal approval to advance to final design and construction permitting.

The $1.12 billion Columbia River bridge project spanning Oregon and Washington received a record of decision on Tuesday from the Federal Highway Administration, closing out National Environmental Policy Act obligations.

“What it means is that we have finalized the NEPA process and the project can move forward into final design right away and construction,” Michael Shannon, bridge replacement project director, said in an interview on Wednesday.

Kiewit Corp., the project’s design-build contractor, is on track to hit the 60 percent design level next summer, with a final set of construction plans expected to be ready in spring 2027, Shannon said.

If anticipated funding falls into place, construction would follow in October 2027, Shannon said.

“That is dependent on securing the final federal funding for the project,” he said.

The project team is awaiting a decision on Bridge Investment Program funds. Project officials have requested $530 million from the program, which is administered by the Federal Highway Administration.

The total price tag includes planning and construction and encompasses about $180 million in contingency funding, Shannon said.

This bridge replacement project appears to be moving smoothly toward construction while other major infrastructure plans have been stymied by delayed or canceled funding.

As part of major legislation, President Donald Trump earlier this year rescinded $412.5 million for the Interstate 5 Rose Quarter Improvement Project. Other projects across the nation have likewise not received expected funding.

Shannon said he had no concerns about the Trump administration’s willingness to fund the Hood River–White Salmon Interstate Bridge replacement.

“We got notification that we met the screening criteria for projects under the new administration,” he said.

The project was “highly recommended,” Shannon said. “The project (team) has done everything it can to be positioned to accept award,” he added.

The Hood River-White Salmon Interstate Bridge proposal meets a key threshold, Shannon said: Requested federal funding is less than 50 percent of the project’s total cost. Oregon and Washington have each agreed to chip in $125 million.

The new bridge would replace the existing span, which opened in December 1924. The new bridge would sit slightly west of the current bridge and include two 12-foot vehicle lanes, two 8-foot shoulders and a 12-foot shared-use path for bicycles and pedestrians. Vehicles would be tolled.

The proposed bridge’s 90-foot vertical clearance has been preliminarily approved by the U.S. Coast Guard.

The replacement bridge “would meet current design standards to be seismically sound under a 1,000-year seismic event and operational under a Cascadia Subduction Zone earthquake,” the record of decision states.

Indeed, seismic concerns were a driving force behind the project. The current bridge sits on a sandy, silty layer that is vulnerable to liquefaction.

“It is more susceptible to earthquake than we had thought before,” Shannon said.

The bridge project exemplifies the public-sector work that has buoyed the construction industry while interest rates remain high, private lenders exercise caution, and some types of commercial real estate suffer from oversupply and high vacancy rates.

“Infrastructure funding has been a major source of stability for the construction industry over the past few years,” Macrina Wilkins, a researcher for the Associated General Contractors of America, wrote in an email on Wednesday. “Bridge, highway and other projects supported by the Infrastructure Investment and Jobs Act (and related federal programs) have kept contractors busy and work flowing into the pipeline, even as concerns about labor shortages and economic uncertainty persisted.”

Contractors are “eager to undertake” projects like the Hood River–White Salmon Interstate Bridge replacement “especially in the face of softer private demand,” Wilkins added.

Still, Wilkins stated, contractors should prepare for a leveling off in public infrastructure work: Highway and street spending fell 0.9 percent nationally in August, compared to a year earlier.

“Infrastructure investments are still supporting the industry, just not at the unusually elevated pace we saw earlier in the (Infrastructure Investment and Jobs Act) rollout,” Wilkins wrote.

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Multnomah County is seeking a $447 million Bridge Investment Program grant from the United States Department of Transportation (USDOT) to help pay for construction of the Burnside Bridge replacement.

The Multnomah County Board of Commissioners unanimously approved the grant proposal on Thursday. The proposal is due by Aug. 1.

If the county were to receive the grant, funds would need to be obligated by Sept. 30, 2029, and used by Sept. 30, 2034. The money would be allocated by USDOT from Fiscal Year 2028 through 2033.

A 50 percent match is required for the grant, which would consist of $421 million in bonding secured by the county’s vehicle registration fee, $20 million from the state via HB 5030 (passed during the 2023 legislative session) and $7 million from other federal sources (a $5 million RAISE planning grant and a $2 million congressional appropriation).

According to the project’s website, the budget is not to exceed $895 million.

Large bridge projects with total eligible costs greater than $100 million are candidates for Bridge Investment Program grants, a county staff report states. Approximately $2.45 billion is available in Fiscal Year 2026 and will be awarded on a competitive basis for bridge replacement, rehabilitation and preservation projects.

Megan Neill, engineering services manager for Multnomah County, said the grant would go a long way toward funding project construction. The money would be used to pay contractors.

The effort to replace the Burnside Bridge began in 2016. The environmental review phase was completed in January 2024, and the design phase began in September 2023. If the team were to secure full funding, construction could begin as early as 2028.

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The Metro Council last week added three Interstate Bridge Replacement (IBR) projects to the 2024-2027 Metropolitan Transportation Improvement Program (MTIP) to meet federal project delivery requirements. The Interstate Bridge replacement project is in the design phase; construction is expected to begin next year.

The council voted 6-1 on Thursday to approve the amendment (Mary Nolan voted no). The item will next go before the Oregon Transportation Commission on July 31. The commission’s approval is required for authorization of the funding for the three projects. If the commission were to deny the amendment, the Metro Council’s decision would be considered invalid and would not be sent to the Federal Highway Administration for final approval.

The June 2025 MTIP contains three projects related to the effort to replace the Interstate Bridge and improve related interchanges. One is a modification to the I-5 Columbia River (Interstate) Bridge project and two new projects are related to tolling and the construction of the replacement bridge. The combined amendment is $1.9 billion, said Ted Leybold, Metro transportation policy director.

The I-5 Columbia River (Interstate) Bridge project contains the nonconstruction phases for the IBR program. Funding for the planning and initial preliminary engineering phase was obligated prior to development of the 2024-2027 MTIP. Planning and design are under way; the work includes right-of-way and utility relocation activities for early construction packages, as well as continuing overall program management and development work. The total MTIP programming cost has increased from $103 million to approximately $554.6 million.

One new project for pre-completion of tolling infrastructure calls for installing signage, related structures, and electrical systems in preparation of new tolling operations on and near the Interstate Bridge. The total MTIP programming cost is approximately $24.6 million.

The other new project added to the MTIP is for the replacement of the Interstate Bridge. It will advance post-NEPA (National Environmental Policy Act) design and construction activities for the new bridge over the Columbia River between Oregon and Washington, downstream of the existing structure. The work will support the construction of two new bridges to accommodate highway, transit and active transportation modes. The total MTIP programming amount is approximately $1.5 billion.

Tolling rates will be set by the Oregon Transportation Commission and the Washington State Transportation Commission. Pre-completion tolling on the Interstate Bridge is expected to start in 2027.

Ray Mabey, assistant program manager for the IBR program and the state bridge engineer for the Oregon Department of Transportation, said tolling rates will be variable depending on time of day. IBR program staffers are studying possible tolling rates; all scenarios include a discount for low-income drivers.

According to the , the total estimated project cost is from $5 billion to $7.5 billion.

Full project completion is expected to require 10 to 15 years.

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Portland City Council voted unanimously on Wednesday to authorize issuance of revenue bonds totaling up to $80 million (plus associated costs) to finance curb, ramp and street improvement projects in the city.

The ordinance provides funding for Americans with Disabilities Act upgrades through fiscal year 2026–2027 in compliance with a federal settlement agreement. The bonds will be repaid over 15 years, with annual debt service estimated at $7.68 million to be split evenly between the city’s general fund and transportation operating fund.

As part of the settlement agreement, the city of Portland is required to provide at least 1,500 new or remediated, ADA-compliant curb ramps per year through 2030.

The bonds will finance a portion of projected curb, ramp and street improvements required by the settlement agreement through fiscal year 2026-2027. During that time frame, the balance of annual projected settlement agreement costs is expected to be funded within related Portland Bureau of Transportation capital improvement budgets and/or other transportation revenues.

The funding will be used to complete a minimum of 1,500 new or remediated, ADA-compliant curb ramps in the next two fiscal years, plus reimbursement for certain related project expenditures that occurred in fiscal year 2024-2025 in compliance with the settlement agreement.

During a City Council meeting on April 23, PBOT Director Millicent Williams said that the project is on pace, but delivery of ramps is an expensive venture. The bond funding will allow the project team to continue its work at its current pace. PBOT designed the ADA ramps in-house, Williams said.

PBOT’s intent is to return before the council in two years to seek additional funding.

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NEW ORLEANS — The textile mills that once served as the backbone of Mount Pleasant, North Carolina, were shuttered long ago, and officials believed federal money would be key to the town’s overdue revitalization. They hoped an improved stormwater drainage system and secured electrical wires — funded through a program to help communities protect against natural disasters and climate change — would safeguard investments in new businesses like a renovated historic theater to spur the largely rural economy.

Mount Pleasant was about to receive $4 million when the Federal Emergency Management Agency eliminated the program. City officials say their plans — years in the making — and those of hundreds of communities nationwide supported by the Building Resilient Infrastructure and Communities program have been upended.

“This is a generational set of infrastructure projects that would set us up for the next hundred years and it just — poof — went away,” said Erin Burris, assistant town manager for Mount Pleasant, 25 miles east of Charlotte.

FEMA’s elimination this month of the BRIC program revoked upwards of $3.6 billion in funding earmarked for communities like Mount Pleasant. Though President Donald Trump has openly questioned whether to shutter FEMA completely, local officials said they were blindsided by the move to end BRIC, which was established during the Republican’s first term.

Many affected communities are in Republican-dominated, disaster-prone regions. FEMA called the BRIC grants “wasteful” and “politicized” tools, but officials and residents say they were a vital use of government resources to proactively protect lives, infrastructure and economies. Money would have gone toward strengthening electrical poles to withstand hurricane-force winds in Louisiana, relocating residents in Pennsylvania’s floodplains and safeguarding water supply lines in Oklahoma’s Tornado Alley.

Disasters affect most Americans — 95 percent live in a county that since 2011 has had a federally declared weather disaster, said Amy Chester, director of Rebuild by Design, a nonprofit focused on disaster prevention.

BRIC program administrators told communities, “We’re going to help your community be stronger ahead of time,” she said. “Cutting one of the sole sources of funding for that need is essentially telling Americans that it’s OK that they’re suffering.”

Across multiple states, officials said the BRIC program was far from perfect — they were often frustrated with the wait for funding.

But in southeastern Louisiana, Lafourche Parish President Archie Chaisson said despite his issues with FEMA’s bureaucracy, he’s seen firsthand that money invested to fortify homes and infrastructure works.

The hurricane-ravaged state receives the highest rate of federal disaster assistance per capita, with more than $8 billion pouring in since 2011, according to Rebuild by Design. Lafourche Parish has seen more than a dozen federally declared extreme weather disasters since 2011.

Lafourche had been set to receive more than $20 million from several grants to replace wooden electrical poles with steel ones and take other steps to lower the soaring costs of home insurance.

Chaisson, a Republican whose parish saw 80 percent of voters support Trump in November, said he backs efforts to streamline federal agencies — as long as funding continues to flow for disaster prevention.

“I’m hopeful that that’s what the president’s trying to do with this,” he said. “Is there some other way to get the money so we can continue to do these projects? … No matter where you sit on the political spectrum, the programs themselves and the dollars allocated make our communities more resilient.”

Research backs him up: A 2024 study funded by the U.S. Chamber of Commerce found every $1 invested in disaster preparation saved $13 in economic impact, damage and cleanup costs.

Democratic officials in states that lost money have publicly expressed outrage. Few Republicans have joined in at a national level, even though about two-thirds of the top 15 states in total FEMA funds received, spending per person and number of federally declared disasters lean heavily Republican.

An exception has been Louisiana’s senior U.S. senator, Bill Cassidy. He took to the Senate floor this month calling for BRIC’s reinstatement, saying it’s “a lifesaver and a cost-saver.”

About $185 million intended for Louisiana evaporated, and officials had to shelve dozens of applications for hundreds of millions of dollars in new funding, according to data compiled by state and federal agencies.

“This isn’t waste,” Cassidy said. “To do anything other than use that money to fund flood mitigation projects is to thwart the will of Congress.”

More than $3.6 billion of BRIC funds will be returned to the federal Disaster Relief Fund for disaster response and recovery, and $882 million more will be returned to the U.S. Treasury or reapportioned by Congress in the following fiscal year, FEMA said. Agency officials did not comment further for this story.

Twenty-two mostly blue states and the District of Columbia have filed a lawsuit demanding the federal government release obligated funding, including FEMA grants.

The lawsuit highlights Grants Pass in conservative southern Oregon, where FEMA has refused to release BRIC funding awarded for a $50 million water treatment facility.

Flooding could knock out the water supply for 60,000 people for months, said Jason Canady, city public works director. Funding would have been used in part to build a modernized plant on higher ground.

“If you can’t provide drinking water, hospitals, groceries, restaurants are going to have trouble,” he said. “Economically, it would be devastating. It really is the cornerstone on which the community is built.”

In Stillwater, Oklahoma, Mayor Will Joyce spent two years working with FEMA on a BRIC application to overhaul and provide backup supply for a regional water system used by 100,000 people. Its 36-mile-long pipeline is at risk of damage from tornadoes and flooding. If it breaks, Stillwater has less than a day’s worth of reserve drinking water.

“We can’t just hope nothing bad happens,” Joyce said. “This project is a necessity.”

Without FEMA’s support, he said, Stillwater will have to double the cost of water for residents to fund the project.

U.S. Rep. Rob Bresnahan Jr., a northeast Pennsylvania Republican, in an open letter urged FEMA to revive BRIC, saying communities in his district would struggle to fund disaster adaptation work, including relocating families in flooded homes.

Bresnahan wrote that “programs like BRIC are not wasteful, but well within the purview of federal coordination of disaster relief efforts” and noted that Trump “promised not to leave the forgotten men and women of America behind.”

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