In Our View: Feds Can Span I-5 Challenge

There is nothing original or groundbreaking about the political notion of building bridges — either figuratively or literally. But when Sen. Patty Murray, D-Wash., used the metaphor this week for a speech in front of business leaders in Clark County, it got us to thinking about this region’s need for strong leadership in creating a plan for the Interstate 5 Bridge.

On a figurative level, Murray was talking about her ability to build coalitions in Washington, D.C. — for which she, indeed, deserves high marks. But on a literal level, she was talking about one of the region’s biggest issues: “We need transportation systems that are safe, efficient … including a new I-5 Bridge that is seismically sound, alleviates congestion and works for Washington and Oregon residents.”

That might come across as political-speak from somebody who is running for re-election. But Murray’s comments point out the stagnant state of the I-5 Bridge and this area’s need for direction on the issue. As the past 15 years or so have taught us in the most abject of fashions, solving the I-5 conundrum is a most difficult task. The needs and concerns of two states, two cities, two counties, and multiple transportation agencies must be weighed and balanced.

The previous effort to forge a plan — one that resulted in the Columbia River Crossing proposal after a decade of planning and public input — was scuttled by the Washington State Senate. Since then, efforts to rekindle discussion have been met with scorn or derision fueled by hard feelings over the collapse of the previous plan.

Locally, state Rep. Liz Pike, R-Camas, has admirably attempted to kick-start talks about a bridge. But Pike’s role in killing the CRC makes her a well-meaning but ill-equipped messenger for any new efforts. In Oregon, legislative leaders have demonstrated little interest in engaging with Washington lawmakers, and TriMet officials have been dismissive of the idea of returning the project to the starting line.

There is, indeed, intransigence in seemingly every corner. Many local residents cling to the fantasy of building a bridge without charging tolls, even though the idea of user fees fits perfectly with conservative ideology. Oregon officials cling to the idea that light rail must be included on any new project. And some Southwest Washington legislators cling to the notion that demagoguery is more valuable than compromise and solutions.

Given these disparate desires, it is a fundamental necessity that the federal government provide leadership on any future project. Murray and fellow Washington Democratic Sen. Maria Cantwell must work with Oregon Sens. Ron Wyden and Jeff Merkley to emphasize the importance of an I-5 replacement. Rep. Jaime Herrera Beutler, R-Camas, who previously focused her efforts upon eliminating the light-rail portion of the CRC, should make a new project a priority. Thus far, there has been little indication that local leadership is strong enough to move the project forward, and the effort is too important to be allowed to languish.

As critics of the CRC often point out, 90 percent of funding for the Interstate 205 Bridge in the 1980s was provided by the federal government. That formula is no longer applicable, but the feds should be urged to provide for more than only funding for the light-rail component — as was the plan under the Columbia River Crossing.

In short, developing a plan to cross the Columbia River is a complicated mess. It’s time for federal officials to help us build a bridge.