The Interstate Bridge Replacement (IBR) Program, a project already under fire for its ballooning costs, is now facing fresh criticism. Public records have revealed a substantial $320 million allocation for a TriMet maintenance facility located at Ruby Junction in Gresham, approximately 20 miles from the actual bridge project site. This revelation has sparked concerns about the financial management of the program.
Financial Concerns and Priorities
Economist Joe Courtright’s public records request uncovered detailed financial breakdowns for 29 bid packages within the IBR. Among these, the $320 million allocation for the Ruby Junction facility stands out. This facility is part of a broader transit component, which includes a 1.83-mile extension of TriMet’s MAX light rail into Vancouver. The overall cost of the IBR has surged from an initial estimate of $3.2 billion nearly six years ago to potentially over $15 billion today, with a significant portion tied to transit elements.
Critics argue that the allocation to Ruby Junction and other transit components seems like a financial maneuver to support the struggling transit agency. TriMet has been downsizing its light rail and bus services, laying off employees, and planning further cuts. Despite this, the agency is demanding 19 new light rail vehicles as part of the IBR, at prices reportedly much higher than recent purchases. In January, the TriMet board authorized the purchase of 56 new vehicles for $370 million, while simultaneously discussing service cuts.
Historical Context and Oversight
The current proposal for Ruby Junction dwarfs previous allocations for similar projects. When the yellow line launched in 2002, 17 new vehicles were added alongside a $9.15 million expansion at Ruby Junction. For the Milwaukee Orange line a decade later, 20 vehicles came with an $8.1 million upgrade. Even the failed Columbia River Crossing project planned just $50.6 million for similar work, which was already considered excessive.
Forensic accountant Tiffany Couch previously highlighted the Columbia River Crossing’s Ruby Junction allocation as a significant irregularity, urging investigation by appropriate authorities. The current $320 million proposal has raised similar concerns. Public records from August 2025 describe expanding the yard and buildings for 19 new light rail vehicles, including track, electrical, and roadway work. A 2022 draft supplemental environmental impact statement noted that the expansion would displace six light industrial businesses in Gresham.
Despite these concerns, program administrators and officials from WSDOT and ODOT have repeatedly dismissed citizen concerns about the financial figures. Leadership turnover has further compounded the perception of a project lacking clear direction and accountability. Some legislative oversight committee members have voiced serious concerns but claim to be blocked from meaningful inquiry.
As the IBR project continues to evolve, taxpayers are left questioning whether their money is being spent wisely. The program’s general engineering consultant, WSP, continues to collect millions, while the project increasingly appears to be a light rail initiative in search of a bridge. Whether federal or state authorities will demand a closer look remains uncertain, but taxpayers deserve answers before costs spiral further out of control.
Original reporting: Clark County Today (Vancouver WA) — read the source article.
