Frequently Asked Questions

General

Why do I-5 and the Interstate Bridge need to be improved?
There are significant congestion, safety, and mobility problems in the five-mile project area between State Route 500 in Vancouver and Columbia Boulevard in Portland. The bridge does not meet current or future demands for Interstate service. If no changes are made, congestion will grow from today’s six hour daily traffic jam to 15 hours per day by 2030. This section of I-5 has an accident rate more than double that of similar urban highways. Narrow lanes, short on-ramps, and a lack of safety shoulders on the bridge contribute to accidents. Bridge lifts stall all traffic using I-5 and add to unsafe driving conditions. Trucks hauling freight and public transit buses get stuck in congestion, too. The problem definition details the specific congestion, safety and mobility problems addressed by the Columbia River Crossing project.

What options are being considered?
The project is studying bridge, transit and highway improvements in a process to identify the best combination of options. These five packages or “alternatives” are:

No build
Replacement Bridge with bus rapid transit
Replacement Bridge with light rail
Supplemental Bridge with bus rapid transit
Supplemental Bridge with light rail

Who is leading the project?
The Columbia River Crossing is a joint project of the Oregon Department of Transportation and the Washington State Department of Transportation. Local project partners are Southwest Washington Regional Transportation Council, Metro Regional Government, C-TRAN, TriMet, City of Vancouver, and City of Portland.

How and when can I comment on the project?
The project welcomes your comments and questions at any time. Your thoughts and opinions are very important to us. Your comments will be shared with the Task Force and project team. We will answer your questions and requests for information as quickly as possible. Subscribe to the project’s e-mail update to learn about upcoming events and milestones, or check the project calendar for information on upcoming events.

What happens next?
A thorough analysis of each alternative occurred and is summarized and documented in the Draft Environmental Impact Statement (Draft EIS), as required by federal law. The Draft EIS was published on May 2, 2008, and started a formal comment period that ends July 1, 2008. This time will be used to gain public input for local decision-makers and to shape a solution which meets the community’s needs. The project’s Task Force will provide its recommendation on a Locally Preferred Alternative (LPA) near the end of the public comment period. Project sponsors are expected to take formal action to adopt the LPA in summer 2008.

Why is the CRC project studying a "no build" alternative?
A No Build alternative is required by the National Environmental Policy Act (NEPA) and serves as a baseline for comparison with other alternatives. Under this scenario, the existing Interstate Bridge and public transit systems would remain. Only improvements likely to receive funding and be constructed in the Metro and southwest Washington regional transportation plans would be considered.

What is being done to address transit in Clark County?
The Southwest Washington Regional Transportation Council is studying the potential for various high capacity transit (HCT) corridors and modes within Clark County. The HCT System Study is an opportunity to identify the types and travel paths of HCT – which includes bus rapid transit, monorail, light rail transit, streetcars, heavy rail rapid transit, commuter rail, and more – that will best serve the county. The study’s outcomes will provide county decision-makers with the knowledge they will need to provide additional transportation options.

Costs/Funding

How much will the project cost?
The preliminary cost range estimate is $3.1 to $4.2 billion (year of expenditure dollars) to fund all three aspects of the project: bridge, transit and highway improvements. Year of expenditure dollars are for 2010 – 2017, when the dollars are projected to be spent. There are still many design decisions to be made that will inform the cost estimate and provide more certainty as the project development process continues. A revised cost estimate will be available mid-2008 following the adoption of the locally preferred alternative.

How are accurate costs for project alternatives determined?
In 2002, WSDOT introduced a rigorous process of determining cost and schedule estimates, the Cost Estimate Validation Process (CEVP), to help deliver major projects. A key difference between conventional estimating and CEVP is the expression of project cost and schedule as a range rather than as a single number. Providing cost information as a range accounts for risk factors that might otherwise cause costs to balloon over time. The cost information is given for the year of expenditure and includes everything, even “unknown” issues that may arise. CEVP has been successful enough in determining accurate costs that states across the country are using it as a model. WSDOT now mandates all projects over $25 million use the process.

Where will the money come from to pay for the project?
The Columbia River Crossing project will seek federal, state and local funding. In addition, tolling is being studied as a method to help finance the project. Tolls paid for the construction of the existing I-5 bridges in 1917 and 1958.

Will tolling the I-5 Bridge create more traffic?
There will be no toll booths on I-5. New electronic tolling technologies exist that allow drivers to pay a toll without slowing down or stopping. The project will study all the latest technology for automated tolling before selecting one that best meets the needs of the region.

Bridges

Why not keep the existing bridges?
There are several compelling reasons for not retaining the existing bridges. The existing bridges do not meet the current and growing travel demand for interstate service. The bridges also do not meet design standards for lane congestion. Seismic studies show that soils around the bridge piers would probably give way during a major earthquake. Substantial reinforcement or even a complete supplemental system would need to be added to protect the bridge foundation and lift spans.

Retaining the bridges alone would not solve the safety, congestion, and mobility problems on I-5.

The bridge is designated as a historic resource. What does this mean for the project?
The State Historic Preservation Offices from both Oregon and Washington have expressed their desire to thoroughly examine all options that re-use the bridges. These considerations are detailed in a memorandum that was provided to the Task Force.

How many lanes would a new bridge have?
A replacement bridge option would provide three through-travel lanes and two or three auxiliary lanes for entering and exiting the highway. A supplemental bridge would carry four lanes of southbound I-5 traffic and high capacity transit. The existing Interstate Bridge would be re-striped into four lanes with wider shoulders for northbound traffic.

How often do bridge lifts occur?

Currently, the Coast Guard restricts bridge lifts from 6:30 to 9:00 a.m. during the morning peak period and 2:30 to 6:00 p.m. during the afternoon peak period. A change to frequent bridge lifts would result in increased arterial congestion in downtown Vancouver and on Hayden Island in the vicinity of Marine Drive in Portland. The span is opened 20 to 30 times a month, with the greatest number of lifts occurring during the winter when water levels are at their highest. Each lift takes approximately 10 minutes.

Why not build a third bridge across the Columbia River?
Most trips in the I-5 corridor have origins or destinations within the project area itself. Between 68 and 75 percent of all cross-river trips enter and/or exit the highway near the I-5 bridge. Even if a new bridge is constructed further upstream or downstream, most trips would not be diverted to that new bridge and all the existing safety problems would remain. The CRC project is focused on addressing the congestion and safety problems in the I-5 corridor. The SW Washington Regional Transportation Council will be studying the region’s future need for a potential third crossing outside the I-5 corridor.

Why not build a tunnel under the river?
Building a tunnel was one of the several river crossing options considered by the project. It is possible to build a tunnel, but it would be difficult to match a tunnel with the existing grades of the roadways on either side of the river. This would cause the tunnel to bypass at least three interchanges in the project area – Vancouver City Center, SR 14 and Hayden Island. A tunnel would also require the creation of an intricate system of arterials east and west of the tunnel for vehicles to access the portals in and out of the structure. This arterial system would require more acquisition of right of way than the proposed replacement alternatives.

Why not build a two level bridge?
It would very difficult to construct a two level bridge that was high enough to clear river traffic needs, but low enough to stay out of the airspace for Pearson Field and Portland International Airport.

Roadways

Isn’t the problem on I-5 caused by conditions around Delta Park?
Congestion around Delta Park is being addressed by the Oregon Department of Transportation. Construction began in April 2008 to widen I-5 to three lanes in this area. More information can be found on ODOT's Web site.

How will the project help truck traffic?
New interchanges and on/off ramps will be safer and easier to navigate for all vehicles. As trucks move more efficiently, so will the other vehicles that are on the roads with them.

Transportation

What will be done to make it safer to walk or bike across the bridge?

All of the alternatives for a Replacement or Supplemental bridge in the Draft EIS accommodate a safer, multi-use path across the river for pedestrians and bicyclists. Connections to downtown Vancouver, Hayden Island and North Portland also will be improved. The Pedestrian and Bicycle Advisory Committee advises the project on improving pedestrian and bicycle access issues.

Will there be light rail service in Vancouver?
Maybe. Two forms of transit are currently being evaluated – bus rapid transit and light rail. Project staff members are talking with Vancouver residents about what types of transit will best serve their needs.

Will this project improve bus service?
Improving transit is one of the goals of the Columbia River Crossing project. All of the alternatives under consideration include a high capacity transit system to connect the Portland-Vancouver metropolitan area. A high capacity transit system, either bus rapid transit or light rail or bus rapid transit, would be complimented by paired with express bus service to provide direct access for Clark County residents to downtown Portland during peak commute hours. Representatives from TriMet and C-TRAN are working closely with project staff on the development of these alternatives.

Can increased transit take the place of a new bridge?
Even with increased transit ridership, travel demand on I-5 is expected to grow. There are safety issues with the existing bridges, interchanges and on and off ramps that can’t be addressed by increased transit service. Safety improvements will benefit all types of vehicles and lead to better traffic flow.

Environment

How can we be sure that important tribal artifacts will not be discovered when soil around the river is excavated?
Even though construction is still several years away, we’re already working to make sure we are prepared in case historical artifacts are discovered. We’re taking the steps necessary to fully investigate the project area and reach agreements with tribal governments on how to handle artifacts or human remains if discovered. Today’s projects use extensive surveys by archaeologists and soil experts leading up to excavation. Before any major excavation is started, project staff drills beneath the surface in small increments to test the soil content. All drilling work is monitored by archaeologists and geomorphologists.

How are tribes involved in the project?
Several Tribal Governments have an interest in the project due to the rich history and prehistoric settlements and activity in and around Fort Vancouver. Ultimately, the project will benefit from the expertise and knowledge the tribes bring regarding natural and cultural resources in the project area. The Columbia River Crossing project is consulting with eight Tribal Governments: Yakima Nation, Confederated Tribes of Grand Ronde, Confederated Tribes of Warm Springs, Nez Perce Indian Tribe, Confederated Tribes of Umatilla, Cowlitz Indian Tribe, Confederated Tribes of Siletz, Spokane Indian Tribe.

Construction

Will homes and businesses be affected by construction?
Because the exact alignment is not yet defined, potential construction effects on existing homes and businesses are not known. The Draft Environmental Impact Statement identifies the potential impacts to homes and businesses in the project area as well as effects to community, natural and cultural resources. The project is working to stay within the existing right of way, but some temporary and permanent land acquisitions and easements will be unavoidable.

How long will construction take?
Construction is dependent on the alternative selected. The general construction estimate is between five and seven years. The earliest construction could start is 2010.