A move by the Legislature to increase tolling authority on a replacement Interstate 5 Bridge is certain to raise eyebrows — and dissenting voices — in this part of the state. But it is a responsible and prudent step.
The House Transportation Committee has approved HB 1958, which would authorize the sale of $2.5 billion in general obligation bonds for a new bridge. That is $900 million more than was included in the original bill, with the funds to be covered by tolling. The impetus for the legislation is concern about inflation increasing the total cost of a new span.
The bill — which is co-sponsored by Rep. Sharon Wylie, D-Vancouver — must be approved by the Rules Committee, both legislative chambers and the governor. Along the way, it reflects the difficulty in getting a bridge built and the instability of the nation’s economy.
“The idea is that we have to have enough resources for construction. We think we have enough, but we want to make sure,” said Rep. Jake Fey, D-Tacoma and chair of the House Transportation Committee. Sen. Marko Liias, D-Edmonds and chair of the Senate Transportation Committee, added: “We need to make sure this project is well-positioned to stay on schedule and get built as soon as possible.”
That is a reasonable approach. So is the inclusion of tolls on a new bridge, although specific prices have not been determined. As The Columbian has argued editorially: “What critics often ignore is the fact that tolls align with conservative principles. Rather than a tax upon the general public, they are a user fee that charges those who benefit the most from a new structure.”
The Columbian also has editorially pointed out that shortsighted legislative decisions a decade ago have been costly for taxpayers.
In 2013, the state Senate scuttled the Columbia River Crossing proposal, with opposition led by then-Sens. Don Benton and Ann Rivers of Southwest Washington. More than a decade later, we still do not have a new bridge, and inflation has led to an increase from the original $2.8 billion price tag.
Now, officials of the Interstate Bridge Replacement Program estimate that a new span will cost between $5 billion and $7.5 billion. Washington and Oregon each have committed approximately $1 billion to the program, and federal grants totaling $2.1 billion have been committed. Tolls are expected to contribute more than $1 billion.
All of that remains on shaky ground, particularly with the Trump administration’s capricious approach to spending and the economy.
President Donald Trump has rescinded multiple federal financial commitments, and his tariffs on imports are expected to increase the cost of steel and concrete necessary to construct a bridge. Meanwhile, efforts to deport migrants could tighten the labor market and further drive up expenses.
An expansion of the state’s tolling authority does not necessarily mean that tolls will be higher than expected, but it does help to prepare officials for unforeseen circumstances. It also invigorates strident debates over user fees on a new bridge.
Rep. John Ley, R-Vancouver and a vocal opponent of the project, told media outlet Washington State Standard: “We shouldn’t be talking about bonding tolls until we have a price tag.” He added that Oregon officials also should commit to covering bond payments.
Those considerations have some merit for a vast program that remains in flux. But they are outweighed by the benefits of ensuring that the project is well-positioned to remain on schedule.
