C-TRAN, Clark County’s transit agency, is facing a significant challenge that could result in the loss of millions of dollars in future grants. This situation arises from a legal dispute regarding the representation of its board membership, which may not be compliant with state regulations.
A recent court motion has escalated this issue, with C-TRAN seeking a determination from a Thurston County Superior Court judge to resolve its ongoing disagreements with Washington’s Department of Transportation (WSDOT).
On September 18, C-TRAN’s Board Chair, Molly Coston, received a message from WSDOT officials indicating their disagreement with C-TRAN’s recent evaluation of board representation.
C-TRAN’s assessment has suggested that smaller cities such as Camas, Washougal, and Ridgefield should maintain equal board representation as more populous areas like unincorporated Clark County and the city of Vancouver.
WSDOT countered that if C-TRAN fails to come into compliance with their guidelines by October 1, the agency would be ineligible to receive future grants for the 2027-2029 budget cycle and beyond.
While acknowledging that current grant funding will not be affected, the potential loss of millions in operational and capital funds raises serious concerns for transit users and taxpayers in the area.
In a legal brief, C-TRAN described the looming grant loss as a significant injustice that would harm its taxpayers and users’ rights.
A temporary restraining order was granted by Judge John C. Skinder on Tuesday, allowing C-TRAN to avoid immediate compliance with WSDOT’s October 1 deadline.
The judge recognized C-TRAN’s legitimate concerns relating to its future funding in his court documentation.
A hearing has been scheduled for October 3 to further discuss the issue.
The conflict centers on how to allocate board seats among the different cities in Clark County and has sparked debate regarding representation.
Some members of the C-TRAN board composition committee have argued that smaller cities should retain a collective representation of three board seats, on equal footing with both unincorporated regions and the city of Vancouver.
However, WSDOT has claimed that these smaller cities, which comprise about 20% of the population in Clark County, are actually overrepresented on the board.
Officials from these smaller communities argue that the current structure does not adequately reflect their needs for public transit, as they often feel sidelined by services focused on larger, urban areas.
The contention is further intensified by the fact that the C-TRAN board plays a role in pivotal voting on matters concerning the Interstate Bridge Replacement and potential future light rail services.
Concerns have been voiced by representatives from smaller cities related to the costs they may incur if light rail services extend into Vancouver, as well as fears of rising criminal activities associated with possible transit congestion from Portland.
For the current and upcoming years, C-TRAN’s financial situation reveals its dependence on state grant funds, which vary annually.
For instance, C-TRAN was allocated $7.4 million in operating funds in 2024 and is projecting approximately $12.7 million for 2025, which includes $7.7 million in operating funds and $5 million in capital grants.
The funding primarily comes from state programs intended to support vulnerable populations, including people with disabilities, seniors, children, and residents of rural areas, in addition to programs that assist with transit operating and capital costs.
In 2025, a significant portion of C-TRAN’s capital funds is earmarked for a project called “The Vine on Highway 99,” which connects the Vancouver waterfront to Washington State University’s campus in Vancouver and the Salmon Creek park-and-ride.
As this legal battle unfolds, the implications of board representation on C-TRAN’s funding and overall operational effectiveness could ripple throughout the community, marking a critical test for local transit governance.
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