The Oregon–Washington I-5 bridge replacement is moving toward a construction start in August 2028, with the first new lanes projected to open by 2034 and the full five-mile corridor not complete until 2045. The project, formally called the Interstate Bridge Replacement Program, will replace the aging twin spans over the Columbia River between Portland and Vancouver with a single fixed-span bridge. Its most-likely cost has climbed to $14.4 billion, roughly $5.5 billion of which is committed, and the plan has drawn sustained criticism over its price, its tolling design, and a scaled-back light rail component.
What the Replacement Will Look Like
The new crossing is planned as a single-level, fixed-span bridge built just west of the existing structure, with 116 feet of vertical clearance over the Columbia River. Each direction will carry three through lanes plus one auxiliary lane for merging, along with a shared-use path for cyclists and pedestrians.1Interstate Bridge Replacement Program. General Factsheet The deck will be built wide enough to add two-way light rail tracks later. Once the new bridge opens, the existing 1917 and 1958 spans are to be demolished.
On January 16, 2026, the U.S. Coast Guard issued a preliminary navigation clearance determination approving the 116-foot fixed-span design, removing one of the project’s biggest uncertainties.2Washington State Standard. Coast Guard Will Not Require Drawbridge to Replace I-5 Span Over Columbia River The determination is valid for three years. Choosing a fixed span over a movable bridge avoids an estimated $1.7 billion in additional cost and eliminates the traffic delays caused by bridge lifts.3Interstate Bridge Replacement Program. Governors Ferguson and Kotek Recommit to Replacing Columbia River Bridge
Why the Old Bridge Has to Go
The northbound span opened in 1917 and the southbound span in 1958. Both are lift bridges that must rise to let taller vessels pass. The driving concern is seismic risk. A panel assessment commissioned by the Washington State Department of Transportation found that the river-bottom soils at the bridge site will likely liquefy during a major earthquake, potentially to depths of 50 to 60 feet, stripping the foundations of lateral support.4WSDOT. Panel Assessment of Bridges’ Seismic Vulnerabilities The timber piles holding up the bridges are likely overloaded, the piers lack modern ductile detailing, and there is little documentation of the 1917 span’s original construction. The panel found that a seismic retrofit was technically feasible but would cost between $125 million and $265 million in 2006 dollars just to keep the old bridges standing through a major quake, without fixing any other deficiencies of the crossing.
When Construction Will Start and Finish
The program plans to use a Progressive Design-Build contract for the main bridge work, with an anticipated contract value between $3.3 billion and $3.9 billion. A Request for Qualifications was scheduled for July 2026, followed by a Request for Proposals in October 2026. The highest-scoring proposer is expected to be identified by April 2027, with the contract starting in June 2027 and physical construction beginning in August 2028.5Interstate Bridge Replacement Program. Columbia River Bridge Replacement Procurement Factsheet Project leaders have said the first phase of the new bridge could open to drivers, cyclists, and pedestrians as soon as 2034.6The Columbian. Leaders Update Timeline for I-5 Bridge Replacement Completion of the entire five-mile corridor, including all interchange rebuilds, is not projected until 2045.
One major federal approval still has to land before procurement can formally proceed: the Amended Record of Decision from the Federal Highway Administration and Federal Transit Administration. The Final Supplemental Environmental Impact Statement was published on April 17, 2026,7Interstate Bridge Replacement Program. Final Supplemental Environmental Impact Statement Published and the Record of Decision is expected to follow, though project officials have acknowledged uncertainty about how quickly federal agencies will act.8The Columbian. I-5 Bridge Replacement Program’s Supplemental Environmental Impact Statement Complete, Ready to Be Signed
What It Will Cost
The price has grown sharply. The initial 2022 estimate for the full five-mile corridor was roughly $6 billion. By March 2026, the most-likely cost had risen to $14.4 billion, with an official range of $13.5 billion to $15.2 billion.9Washington State Standard. Cost of New I-5 Bridge Linking Oregon and WA Doubles to $14.4B
The program attributes the increase to several factors. Construction costs rose 58 percent due to inflation, labor shortages, and higher-than-expected bids. The projected completion date for the full corridor shifted from 2034 to 2045, adding years of management and delivery costs. And the estimate itself became more detailed: project staff evaluated more than 400 risk factors and moved from a 60th to a 70th percentile probability threshold, as required by the Federal Highway Administration.10Interstate Bridge Replacement Program. Cost Estimate
Against the $14.4 billion figure, roughly $5.5 billion is committed. To close the gap, Governors Tina Kotek of Oregon and Bob Ferguson of Washington announced in March 2026 that they would focus money on a “core set of projects” rather than building the entire corridor at once. Rebuilt interchanges at SR 14, Mill Plain, Fourth Plain, SR 500, and Marine Drive/Hayden Island are deferred until additional funding materializes.11Washington Governor’s Office. Interstate Bridge Replacement Program Joint Statement
The $5.7 Billion Funded Phase
In May 2026, the Oregon Transportation Commission approved an amendment increasing the project’s allocation in the state transportation improvement program from $2.06 billion to $5.68 billion, formally locking in the initial construction phase. The $5.7 billion package draws from $2.1 billion in federal grants, $1.5 billion in projected toll revenue, and $1 billion each from Oregon and Washington.12KATU. Oregon Transportation Commission Votes to Increase Funding for Interstate Bridge Replacement It covers the replacement bridge itself, connections to I-5, connections at SR 14 and Hayden Island, replacement of the North Portland Harbor Bridge, removal of the existing spans, tolling infrastructure, and structural accommodations for future light rail. It does not fund actual light rail construction or the full set of interchange rebuilds.
Where the Money Comes From
Federal competitive grants are a major share. The Federal Highway Administration awarded $1.5 billion through its Bridge Investment Program in July 2024.13Davis Wright Tremaine. FHWA Grant for Oregon-Washington I-5 Bridge Project A $600 million Mega Grant from the National Infrastructure Project Assistance program followed in December 2023,14Interstate Bridge Replacement Program. IBR Program Awarded $600 Million in USDOT Mega Grant Program Funding along with $30 million from the Reconnecting Communities Pilot Program. The program is also pursuing $1 billion through the Federal Transit Administration’s Capital Investment Grant program for light rail, but that money has not been awarded.15Interstate Bridge Replacement Program. Cost Estimate Factsheet
Oregon committed $1 billion through $250 million in general obligation bonds issued every two years through the end of the decade, approved during the 2023 legislative session. That funding model drew criticism for departing from Oregon’s traditional “user pays” transportation approach and for being folded into a larger bonding bill rather than passed as standalone policy.161000 Friends of Oregon. Despite Concerns, $1 Billion General Funds Allocated Interstate Bridge Replacement Washington committed roughly $1 billion as well. In 2025, Washington’s legislature passed HB 1958, authorizing $2.5 billion in general obligation bonds backed by toll revenue, gas taxes, and vehicle fees, which Governor Ferguson signed in May 2025.17Washington State Legislature. HB 1958 Bill Summary That figure was $900 million higher than the original bill, driven by inflation concerns.18Washington State Standard. Inflation Worries Drive WA Lawmakers to Jack Up I-5 Bridge Borrowing Plan by $900M
Tolls: When They Start and How Much
Tolling is central to the financing. Tolls are expected to begin on the existing bridge once construction of the replacement is underway, with the earliest start now projected for summer 2027, about a year later than the original 2026 target.19Washington State Standard. Tolling Delay on I-5 Bridge Could Mean Higher Rates for Washington and Oregon Drivers The bridge will use electronic, all-lane variable-rate tolling with no booths, charging more during peak congestion periods and less during off-peak hours.
Four toll rate scenarios are under study. One-way rates range from $1.55 to $4.70 depending on the time of day and the scenario selected. Trucks would pay 1.5 to 4 times the passenger vehicle rate. A low-income discount program offering a 50 percent reduction for individuals at or below 200 percent of the federal poverty level is planned.10Interstate Bridge Replacement Program. Cost Estimate Final rates will be set jointly by the Oregon and Washington transportation commissions roughly eight months before tolling begins. To make up for the one-year delay, the bi-state tolling subcommittee recommended increasing the annual rate escalation to 3.24 percent in the second and third years of tolling, reverting to the planned 2.15 percent annual increase afterward.20Washington State Transportation Commission. Interstate 5 Bridge Toll Rate Scenarios Update The financial plan currently carries a $1.25 billion toll revenue placeholder, and Washington will administer the tolling program and issue the toll-backed bonds.
Light Rail Has Been Scaled Back
Extending Portland’s MAX light rail across the Columbia River to Vancouver has been part of the plan for years, but rising costs have forced a significant retreat. The funded initial phase will build the bridge wide enough for light rail tracks but will not install them or begin service. Construction of the light rail component depends on securing the $1 billion FTA Capital Investment Grant, and a decision on that application is not expected before 2030. Even with funding, light rail service would not begin before 2036.21Washington State Standard. Light Rail to Nowhere: Surging Costs Undercut I-5 Bridge Transit Plan
The scope of the line itself has narrowed. The original plan, agreed to by project partners in 2022, included two stations in Vancouver and a terminus near Library Square connected to the city’s bus rapid transit lines. The current proposal would end the line at an elevated station near the Vancouver waterfront, roughly 90 feet above ground level, without extending the half-mile further into the city.22OPB. Vancouver Washington Light Rail Public Transit I-5
Vancouver officials have pushed back. On April 13, 2026, the Vancouver City Council voted unanimously to pass Resolution M-4378 opposing the waterfront terminus and recommending that light rail extend to Evergreen Boulevard near Library Square, where it could connect with C-TRAN’s bus rapid transit network. Councilor Erik Paulsen described the proposed waterfront endpoint as “effectively hovering over the waterfront” and not a practical transit connection. The council noted that the city had secured $30 million in federal Reconnecting Communities funding specifically to build a lid over I-5 connecting to the Evergreen Boulevard station.23City of Vancouver. Resolution M-4378 The IBR program maintains that extending light rail into downtown Vancouver remains a long-term commitment, though “the timeframe of delivery has changed.”
Payments to Columbia River Businesses
Because the 116-foot clearance is lower than the 178 feet available when the current bridge lifts its span, the fixed design restricts passage for the tallest marine vessels. Oregon and Washington negotiated $140 million in mitigation payments to four Columbia River businesses, contingent on construction actually beginning:
- Thompson Metal Fab: $89.99 million. The company manufactures steel components for oil and gas rigs that are shipped along the river.
- Greenberry Industrial: $46.9 million. A fabrication firm serving hydropower, oil, and gas industries, which said the lower clearance would limit its ability to compete for large-scale contracts.
- Advanced American Construction: $2.2 million. A Portland-based marine construction firm.
- JT Marine: $2 million. A Vancouver-based marine shipyard services company.
Three of the four companies operate out of the Columbia Business Center in Vancouver, the site of former World War II–era Kaiser shipyards. The states argued that the fixed span would still accommodate 99 percent of river traffic, and the negotiated payments satisfied the Coast Guard’s concerns about navigation impacts.24OPB. Interstate Bridge Columbia River Companies
Where the Criticism Is Coming From
Cost is the most prominent concern. The price has more than doubled since 2022, and the “core” phase itself still faces a funding gap of $1.2 billion to $2.2 billion, depending on the outcome of the FTA grant application.15Interstate Bridge Replacement Program. Cost Estimate Factsheet
Political Opposition
Washington state Representative John Ley, a Republican from Vancouver, has been among the most vocal opponents. He introduced HB 2030 to require a legislative audit of the program’s finances dating back to 2019, and has contacted the U.S. Transportation Secretary to suggest pulling back the $2.1 billion in federal grants, calling the project a “boondoggle.”25Washington State Standard. I-5 Bridge Replacement Slogs Through Permitting as Costs Rise Ley has questioned the allocation of project funds for items like 19 new TriMet light rail vehicles and upgrades to a maintenance facility in Gresham, miles from the bridge, and has challenged ridership projections as unrealistic compared to current transit usage on the I-5 and I-205 corridors.26Washington House Republicans. Rep. John Ley Introduces Bill to Hold Agencies Accountable
Traffic Diverting to I-205
Because tolls will apply only to the I-5 bridge while the parallel I-205 Glen Jackson Bridge remains free, traffic modeling predicts substantial diversion. Consultant studies using the regional travel demand model found that tolling could reduce I-5 traffic from 127,000 to roughly 77,000 vehicles per day, with approximately 55 percent of the diverted traffic shifting to I-205, an influx of more than 30,000 additional vehicles per day on that route.27City Observatory. Interstate Bridge Project Tolls Will Cause Massive Traffic Diversion to I-205 Public comments on the environmental review characterized tolling only I-5 as inequitable and likely to simply relocate congestion.
Equity and Health Concerns
A health analysis published by the Washington State Department of Health in October 2024 raised concerns about equity impacts. The analysis noted that the project would displace 43 homes and 32 to 35 businesses with 600 to 742 employees, with disproportionate effects on low-income and minority communities. It also flagged a projected 33 percent increase in vehicle miles traveled by 2045, a 15 percent increase in freeway crashes, and noise levels exceeding abatement criteria at 200 locations.28Washington State Department of Health. Health Analysis of the IBR Program The tolling structure was identified as a disproportionate burden on low-income travelers, and the analysis found that job access improvements from new transit would benefit white, non-Hispanic residents more than BIPOC residents, immigrants, and refugees.
Benefit-Cost Dispute
Some critics argue the project fails federal cost-effectiveness requirements. The City Observatory, a Portland-based policy group, has contended that with costs at $15.5 billion and benefits estimated at roughly $4 billion, the project’s benefit-cost ratio falls well below the 1.0 threshold typically expected for federal grant eligibility. The group has also challenged the project’s traffic growth projections, noting that actual I-5 traffic has declined to levels comparable to the 1990s rather than growing at the 1 percent annual rate assumed in the environmental review. No formal federal agency response to these criticisms has been publicly documented. The IBR program’s own benefit-cost analysis, prepared for the 2023 Mega grant application, reported a ratio of 1.51, though that figure was based on the earlier $6 billion cost estimate and has not been publicly updated to reflect the current price tag.29Interstate Bridge Replacement Program. Benefit-Cost Analysis Narrative
What’s Still Outstanding
As of mid-2026, the program has cleared the Coast Guard’s navigation review, published the Final Supplemental Environmental Impact Statement, and secured formal state funding commitments for the $5.7 billion initial construction phase. The amended federal Record of Decision remains outstanding and is the last major approval needed before construction procurement can formally proceed. Whether light rail will be built alongside the bridge or deferred for years depends on federal transit funding that has not yet been secured and may not be decided until 2030 at the earliest.