FINANCING

Cascadia High-Speed Rail


First Phase Financing Opportunity with the new Columbia Multi-Modal River Crossing Bridge
Portland Rose Quarter to Lakeshore Vancouver WA Commuter Express
​Identify transit corridors with the greatest needs, then find the least restraining route. This NW CHSR corridor will attract private financing and allow rewarding property development.
At the heart of the 460 ± miles Cascadia High-Speed Rail, the corridor with its three major cities Portland, Seattle, and Vancouver BC, and a combined corridor population of 6 million people. Those cities have good local transit and bike options. Expand this transit mode to connect the NW CHSR Stations, hosting the ICE, I.C., and Commuter trains. Portland makes the most sense to begin the first phase of NW CHSR corridor development for three significant reasons.

1. ​The Portland Rose Quarter exists today as a transportation hub for MAX light-rail, buses, Portland Streetcar, and bikes. Use the potential of abundant and underutilized land for the Cascadia High- Speed Rail and Commuter Express Station, the Portland Rose Quarter Transportation Hub, and mixed-use high-density development.

2. There remains a strong need for a new bridge for the Columbia River Crossing (CRC.) Now that the CRC plan to replace the dual I-5 Highway Bridge is officially dead, we plan to recommend seismically upgrading the existing I-5 Highway Bridges for another 75 to 100 years of life and build a new multi-modal bridge one mile west of I-5. This new multi-modal high bridge is far enough from the airport and will not impede air traffic.  This new multi-modal bridge will support the NW CHSR Commuter Express people’s corridor, Union Pacific, and Burlington Northern Santa Fe freight rail and motor vehicles. The estimated cost to build the 11-mile ± corridor (excluding land costs) from the Portland Rose Quarter to Lakeshore Vancouver, WA, is $2.1 billion.

3. Explore alternatives for funding this project, which include new NW CHSR and Commuter Express Stations. The 11 miles of double track, tunnel, bridge, and two interchanges for motor vehicles can be structured similar to the former CRC funding plan but without tolls. Our financing plan includes private investment from freight rail multi-modal bridge users. Following:
The State of Oregon                             $400 million
The State of Washington                       $400 million
Federal New Starts Program                  $800 million
Burlington Northern Santa Fe R.R.         $150 million
Union Pacific RR                                   $150 million
TIGER Grant or RIFF Loan                     $100 million
Total                                                 $2.1 billion “2015” Dollars

Note: This new high-speed rail corridor and traffic plan will relieve congestion on the I-5 Interstate, the Columbia River Crossing Bridge (CRC), in two ways. It will also provide a new corridor for motor vehicles with direct access to North Portland and West Vancouver, including a connecting link to the Sunset transit center at the Hwy junction of 26 and 217. With this arrangement, both the Portland and Vancouver ports are now free from the upcoming numerous passenger train traffic hindering freight movement.

Secondly, this new, Multi-Modal Bridge corridor will provide for unhindered by-directional passenger train movements. Therefore, allow an 11-minute transit between Lakeshore “79th St.” in Vancouver WA to the Rose Quarter Portland OR at any time of the day, and so it is for all passenger trains in this designed NW CHSR corridor.
Use financial resources to yield the best returns and provide the best services for the common good for all transport categories, the correct endeavor in economics is to add value to the region.

This NW CHSR corridor plan certainly has its values and deserves planning board participation. The CHSR corridor designers Teams received no money for their work from anyone up to this point.
Des. by R.N.