The replacement bridge will carry three through lanes in each direction, as well as one auxiliary lane in each direction. Auxiliary lanes are ramp-to-ramp connections that provide space for vehicles entering and exiting the highway to accelerate and decelerate safely as they merge with traffic. The addition of this extra lane is expected to improve safety within the corridor and perform better than current conditions in both directions during peak traffic periods when congestion is worst. The replacement bridge also incorporates safety shoulders on both sides of the roadway in each direction. These shoulders will provide space for service vehicles space to navigate during emergencies, for operation of express bus on shoulder service, and for vehicles involved in minor accidents to move out of traffic. The current bridge carries three lanes, but does not have auxiliary lanes or safety shoulders. 

The IBR Program is using the Progressive Design-Build model for the Columbia River Bridge Replacement (CRBR) project.  This method allows competitive subcontracting across both the design and construction phases, creating opportunities as the project moves forward. These include enforceable Federal Small Business Enterprise goals for both phases, along with apprenticeship goals that align with state policies. To support small business access, the Program meets regularly with business and workforce organizations to share project updates, upcoming contracting and procurement plans and guidance on working with partner agencies such as ODOT, WSDOT, TriMet and C-TRAN. The Program has also established a Vendor Portal, now with more than 3,500 registered businesses, where firms can track procurement updates and small business resources. Businesses interested in participating can register in the portal.

The Program has $5.7 billion in committed funding. The first phase of construction is estimated to cost $5.68 billion. This phase includes a pair of replacement bridges, I-5 connections to the bridge, Hayden Island and SR 14, tolling infrastructure and removal of the existing bridges. It also advances light rail design for future construction. The $5.68 billion estimate includes adjustments for contingency such as risks to pricing of labor and materials, as well as schedule.

Committed sources of include funding from Oregon and Washington, two federal grants, and tolling. The Program is pursuing an additional federal grant to help fund future construction of the light rail extension. The Program will pursue further construction phases as resources are identified and become available.