Residents and advocacy groups urge caution on tolling, call for low‑income discounts and release of investment‑grade analysis

Public commenters and local advocacy groups dominated the opening portion of the June 5 joint meeting of the Oregon and Washington transportation commissions, pressing the commissions to reconsider tolling plans, release analyses for public review, and adopt protections for low‑income and tribal travelers.

Joe Courtright, director of City Observatory, told the commissions that the investment‑grade analysis (IGA) shows a potential drop from roughly 127,000 to 77,000 daily crossings on I‑5 if only that bridge is tolled, and he said that outcome would create "massive traffic diversion to I‑205." "What the investment grade analysis shows is that if you impose tolls on I‑5 and not on I‑205 ... traffic levels ... will fall by 50,000 vehicles a day," Courtright said, and he urged the commissions to release the full IGA for public review.

Several callers and commenters—representing neighborhood groups, thirdbridgenow.org and transportation advocates such as Oregon Walks—echoed concerns about diversion and local safety. Zachary Lauritzen of Oregon Walks said tens of thousands of diverted trips would overload I‑205 and adjacent arterials that are already at or near capacity (he cited Marine Drive, Powell Boulevard and 82nd Avenue), and warned of increased collisions, noise and poorer air quality for East Portland and Clackamas County.

Other commenters raised fiscal and process concerns: callers questioned the headline $15 billion figure used in public debate, compared historical bridge costs, and argued local voters have been excluded from key decisions (several called out light‑rail controversy and lack of a local vote in Clark County). Sharon Nasett (thirdbridgenow.org) and others said alternatives were removed from consideration during NEPA and called for greater transparency.

Staff and consultants responded by describing study methods and sensitivity tests. Stantec and program staff said the level‑3 TNR used updated counts, land‑use forecasts and a stated‑preference survey, and they presented sensitivity testing for tribal discounts. The sensitivity work examined a limited eligibility set (10 tribes) and a broader set (38 tribes), with 50% and 100% discount variants; results showed tribal participation under 1% of I‑5 transactions and net‑revenue impacts in the range of roughly $0.4M to $1.5M per year (about 0.3–1.3% of net toll revenue in the representative year), depending on scope and discount level.

Commissioners asked staff to refine scenarios and called for further work by the bi‑state tolling subcommittee; some commissioners expressed support for offering a low‑income discount sooner rather than later. No policy changes were adopted at the meeting.

The meeting record shows community concern about diversion impacts and transparency; commissioners asked staff to return with refined analyses, a cohesive public‑engagement plan and options for when and how a low‑income discount could be implemented.