State lawmakers question multimodal bridge design

Oregon and Washington legislators on Monday questioned Interstate Bridge replacement program leaders on their plans to include a shared path for bicyclists and pedestrians on the estimated $6 billion span across the Columbia River, and who will pay for it.

Throughout the planning process for the new Interstate 5 bridge, transportation officials have found themselves caught between advocates for drivers and freight haulers who want cheap and easy movement across the states, and those for bicyclists and pedestrians, some of whom criticize the whole project as a boon for the trucking and construction industries.

Interstate Bridge replacement (IBR) program administrator Greg Johnson has sought to placate both sides while moving the project toward construction.

“We’re not neglecting any mode, but we’re building something that if you choose not to be in a car, you can safely and pleasantly go across the bridge,” Johnson said during a Monday meeting of the bi-state legislative committee overseeing the project.

Johnson was responding to legislators who questioned how often the bridge would be used by pedestrians and bicyclists.

“I’m concerned we’re paying attention to modes of transportation that are not top of mind,” said Washington Sen. Claire Wilson, D-Auburn.

Johnson said the current bridge, which dates to 1917, has only 4-foot-wide paths for bicyclists and pedestrians in each direction, which makes for an unpleasant trip across the span.

“The current bridge does not encourage walking or biking,” he said. “One goal is to build a modern facility that will encourage biking and riding.”

Conceptual drawings for the future bridge show a single shared-use path of up to 24 feet wide to accommodate people not using motor vehicles. The design is not final and may change, program officials said.

Oregon Rep. Shelly Boshart Davis, R-Albany, asked Johnson if bicyclists and pedestrians will pay a toll, as drivers will.

“Is it equitable across the modes of transportation?” she said.

Johnson answered that it would be unprecedented to toll non-drivers, but the IBR program team will not make the final decision on tolls.

“I’m unaware of situations across the country, or across the world, where biking or walking is tolled,” he said. “We’re trying to think of ways to decongest the system. Tolling biking or walking would be at odds with that.”

Davis pressed Johnson on how much the trucking industry would pay, saying trucking now pays 32 percent more than its fair share.

“We are very much interested in making sure trucking is treated fairly in this project,” Johnson replied.

A bi-state toll subcommittee is studying how to charge tolls on the bridge.

Oregon Sen. Chris Gorsek, D-Gresham, also questioned the utility of a non-vehicle pathway, asking how many of the 509 miles of I-5 in Oregon and Washington allow bicycles and pedestrians.

During a public comment period, Portland economist Joe Cortright said the project is “over budget and behind schedule” and challenged the program’s traffic modeling.

Other updates from Monday’s meeting:

• Engineers are still considering bridge design options, including a double-deck fixed span, a single-level fixed span or a single-level movable span. The latter option is not preferred but could be necessary depending on how the U.S. Coast Guard rules on navigational issues.



• The IBR program team is planning to sequence contracts to minimize the impacts of inflation. Officials plan to release 28 separate packages to build the entire project. Program officials said breaking up the project into smaller contracts increases the bidder pool, limits risk and maximizes participation of disadvantaged business enterprises.



• There is no plan to toll the Interstate 205 bridge to pay for the I-5 bridge, Johnson said in response to a lawmaker’s question.



• The contracts for complex interchanges for State Route 14 in Washington and Hayden Island in Oregon are expected to exceed $1 billion each and take four to five years.



• Bridge engineers are investigating alternatives to overhead electrical lines to power light rail. “We are looking at some different ways to power transit across, so we don’t have to have the standard catenary lines overhead,” Johnson said.



• The program is currently exceeding its 15 percent participation goal for disadvantaged business enterprises, said Aidan Gronauer, assistant director of civil rights and equity for the IBR program.



• Three lanes of traffic in each direction will remain open during construction.



• Oregon Rep. Khanh Pham, D-Portland, said Washington officials have taken the position that they have invested heavily in bus rapid transit and are unwilling to pay for light rail. Johnson said he’s in ongoing discussions on that issue.



• Engineers are learning lessons from investigations following the deadly collapse in March of the Francis Scott Key Bridge in Baltimore. Johnson said there are many differences between that bridge and the future Interstate Bridge, and safety measures will be put in place to reduce the danger of a ship strike.

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