A recent editorial from The Columbian has sparked a conversation on the Interstate Bridge Replacement (IBR) Program, particularly focusing on the light rail extension component.
While The Columbian calls for ‘sober reflection’, critics argue that the editorial does not delve deeply enough into the complexities and potential pitfalls of the $2 billion project, which includes a 1.83-mile extension of TriMet’s MAX Yellow Line into Vancouver.
Opponents of the IBR have highlighted the financial implications of the proposed extension.
The per-mile costs associated with light rail systems raise questions about the project’s economic viability.
TriMet’s Better Red project boasts a cost of $20 million per mile while other transit systems see significantly higher costs, such as Seattle’s Sound Transit Lynnwood extension at $353 million per mile and Tel Aviv’s system at $232 million per mile.
The disparity in operating and maintenance costs is even more jarring when comparing TriMet’s projected annual costs for the IBR at $20.2 million to C-Tran’s far more economical $1.5 million for express buses.
This 13-fold cost difference raises eyebrows and demands further investigation rather than a cursory mention.
Safety remains a pressing concern for users of the light rail system.
The recent violent incidents at MAX stops— including the murder of a 67-year-old man and the rape of a 63-year-old woman—underscore the urgent need for enhanced safety measures.
In addition, a study from the University of Washington indicated the presence of fentanyl and meth on every light rail vehicle tested, shedding light on an alarming reality rather than mere public perceptions.
Financial worries are compounded by TriMet’s $1 billion annual deficit, leading the agency to request new taxes from Clark County.
This request is particularly contentious given the county’s previous rejections of light rail proposals in 1995, 2012, and 2013, as families continue to grapple with rising property taxes and living costs.
Moreover, discrepancies in vehicle costs suggest financial mismanagement, as TriMet plans to purchase new vehicles priced between $10 million to $15 million each, whereas the similar Better Red extension saw vehicles at $4.5 million each.
The topic of tolls, only briefly addressed by The Columbian, also bears significant importance.
The IBR project anticipates $1.25 billion in borrowing, leading to proposed tolls that range between $1.55 to $4.70 per trip.
However, with Washington’s Legislature authorizing up to $2.5 billion, the potential for tolls might rise to $9.40 per trip, burdening commuters with annual costs upwards of $4,700.
Local government officials like Vancouver Mayor Anne McEnerny-Ogle argue that large projects necessitate tolls, yet examples such as Cincinnati’s Brent Spence Bridge— which features 10 toll-free lanes— challenge this narrative.
The editorial also cites climate change considerations as a justification for the IBR; however, an analysis of the project’s Draft Supplemental Environmental Impact Statement indicates that it will take 41 years to offset emissions from the construction— much of which would instead stem from cleaner vehicles rather than increased transit usage.
Strikingly, forecasts predict that daily vehicles on I-5 will reach 175,000 to 180,000 by 2045, marking a 40,000-vehicle increase.
Alarmingly, projections also suggest that only 27% of vehicles will travel at freeway speeds by that time, indicating a trend toward worsening traffic congestion.
In contrast, C-Tran’s buses have been shown to travel at double the speed of MAX and are more adaptable to changing transportation needs.
With ridership across the river remaining stagnant and daily boardings below 1,000, buses are emerging as a more cost-effective solution for transit demands.
Critics argue that the IBR’s projected ridership increase is based on data that lacks credible support.
As the people of Clark County continue to navigate these considerations, they deserve an open and transparent discussion about the future of public transit rather than superficial promises about progress.
Investing $7.5 billion in a project criticized for being ‘a bridge too low’ for the Coast Guard and that may exacerbate congestion is seen by many as a grave mistake, particularly when 70% of residents prioritize time savings and congestion reduction.
image source from：columbian
