NOW THAT THE POWERS that be have decided to roll ahead with
the biggest I-5 replacement bridge possible—the 12-lane Columbia
River Crossing (CRC)—they face a challenge of equal size: digging
up the bridge’s $4.2 billion budget in the middle of the recession.
Public comment on proposed bridge tolls opened last week, unleashing
fervent testimony on fees that could range from $2 to $8 at peak
hours.
“Tolling is another tax and we’re sick of it!” piped up a
Powellhurst-Gilbert resident to a round of applause at a tolling
hearing last Wednesday, July 1, at the Jantzen Beach Supercenter. Three
dozen anti-toll and anti-light rail voices dominated the meeting. Some
commuters also raised concerns about the financial burden of steep
tolls on working families. The bridge needs tolls to cover its high
construction costs, but they are also essential for reducing traffic
congestion and encouraging commuters to buy a ticket on public transit
instead of driving.
All the tolls will vary during peak hours, but under the lowest toll
scenario studied, drivers will pay $2 to cross the bridge during peak
commuting hours (6 am-10 am and 3 pm-7 pm) and $1 to cross in the
middle of the night. The scenario predicted to bring in the most
money—a total of $6.6 billion over the course of an estimated 30
years—would have southbound commuters paying $8 during peak
hours. Northbound commuters would not pay any tolls under that
scenario.
An $8 toll might sound outrageous to Vancouverites, but the CRC is
looking for money wherever it can. Its current budget relies heavily on
funding from strapped state coffers, and Oregon legislators gave CRC
backers like Governor Ted Kulongoski a scare when they initially nixed
the bridge from the state budget this year [“Driving Miss Lazy,” News,
May 14]. Tolls, while controversial, are a reliable funding source.
Metro Council President David Bragdon puts more stock in the tolling
web survey the CRC will unveil in August than the overwhelmingly
anti-toll sentiment revealed at last week’s public meeting.
“The sample on this is going to be skewed no matter what,” Bragdon
told the Mercury, lamenting that a handful of the same
vociferous citizens show up at every meeting. The CRC will collect
public comment on tolls through the summer and fall.
“I hate tolls, but without tolls, we will not get this project
done,” says Vancouver Mayor Royce Pollard, who admits that any toll
above $1.50 will upset voters.
The big bridge faces another big funding challenge. Federal funds
are paying for the construction of long-awaited light rail to
Vancouver, but in 2010 Vancouver voters will have to approve a 0.1
percent sales tax increase to fund the light rail’s operations.
“Obviously it’s going to be a very close vote,” says Pollard. “But
we are essentially getting this light rail for pennies.”
If notoriously anti-tax Vancouver voters kill the sales tax
increase, it could stall or derail the whole light rail project.
If the Vancouverites don’t want to toll the bridge then they don’t “need” a bridge. There’s a generation that feels “entitled” to whatever they want at no cost to themselves. Borrowing from the Chinese only to have future generations pay it back is morally wrong. They’ve been talking about the bridge for 4 years, had they started tolling then, they would have a down payment to start this (UN)-necessary project. Tolling now would reduce alot of “unnecessary” driving reducing the need for a bridge today. They should raise a regional gas tax too, we’ll really see how necessary the bridge is then. I’ve spoken numersous times a Metro, Portland Planning Com. and Portland City Council, I explained to them that tolling had to be an intrical part of the financing. Expecting “free” money from the bankrupt federal government should be a last option. Then there’s the effect on the Climate (for another day).
The New Interstate 5 Bridge crossing over the Columbia river from Portland Oregon to Vancouver Washington, infrastructure design should include, large scale electric power generation from Damless passive Hydrokinetic hydroelectric generation for Electrolysis.
Damless Hydrokinetic hydroelectric is a relatively new technology based on capturing the kinetic energy of rivers, without the need to construct dams. “Run-of-the-river” hydro installations usually are underwater.
“A better type of bridge pilings.”
We find now we are forced to replace the old bridge. Age, construction type, capacity needs and national interests have given urgency to this project, so DUH, if we have to put a big piece of concrete in the middle of the mighty Columbia River so trucks can move goods, Have them make our electric power.
It can pay for the crossing bridge. Through this civil works project pairing The U.S. Department of Energy, and The U.S. Department of Transportation the I-5 Crossing can, create a rise of industry around the inexpensive electric and hydrogen, allow us to remove the power house at the Bonneville Lock and Dam, give us back our salmon
interesting that some of the plans include tolling for southbound traffic only. And what about the 205 crossing?
the data the CRC folks collected on tolling is here: http://www.columbiarivercrossing.org/FileL…
one of the images that i thought was pretty is posted here
http://lh4.ggpht.com/_roGVfok1lA8/Smdrwf2H…
** note that the fright working group materials is much more colorful than the environmental justice working group, which is more text heavy.
agreed there are some great ways to generate power. It is a shame that the planners wont take the time to utilize this massive project to lessen our demand on nonrenewable power.