[8] The Interstate Bridge Replacement Program, a joint effort between ODOT, WSDOT, Federal Highway Administration, Federal Transit Administration, Metro, Southwest Washington Regional Transportation Council, the cities of Portland and Vancouver, the Port of Portland, and the Port of Vancouver USA, was relaunched in 2017.

Before a permanent crossing existed between Portland and Vancouver, there was an overcrowded ferry system operated by Pacific Railway, Light & Power Co. Plans for the original bridge began as early as 1912, with local efforts leading to an initial survey and bond measures totaling $2,000,000; $1.5 million contributed from Portland, and $500,000 from Vancouver.

[18] Plans to address congestion on the first Interstate Bridge, which carried over 30,000 vehicles per day by 1948, were drawn after World War II by highway officials in Oregon.

The chief highway engineer, R. H. Baldock, proposed a second span over the Columbia River after it was determined that expanding the existing bridge was not feasible.

Several sites were proposed and surveyed, but ultimately a twinned span west of the original bridge was chosen in September 1950 by Oregon and Washington.

The proposed reinstatement of the toll led to a lawsuit that was heard by the Washington Supreme Court in September 1953 and decided in the states' favor.

[25] The damaged trunnion on the northbound bridge was replaced in September 1997, requiring a full shutdown of I-5 for six days; the project was completed ahead of the original schedule, which anticipated a 21-day closure.

[27] The free trains had ten round trips and drew an average of 1,335 passengers per day; the low ridership was attributed to the isolated location of Vancouver's station.

[41] Design of a replacement (especially a fixed-span bridge) is complicated by the existence of a railroad drawbridge crossing the Columbia a short distance downriver (on the Burlington Northern Railroad Bridge 9.6), which constrains the location of the shipping channel; and by approach paths to Portland International Airport in Portland and to Pearson Field in Vancouver, which limit the height of any new structure.

There is also a longstanding debate as to whether or not a new bridge would include a MAX Light Rail line, express buses, or bus rapid transit.

[47] Further concerns over the 12-lane "Columbia River Crossing" (CRC) proposal include its failure to examine critical environmental impacts, such as damage to Clark County's drinking water supply, endangered fish habitat in the Columbia, and air pollution in North Portland.

In a letter to CRC planners, the EPA wrote that "There was no indication (in the CRC environmental impact statement) of how these vulnerable populations might be impacted by air pollution, noise, diesel construction vehicles and increased traffic", referring to minority communities in North Portland.

The relaunched Interstate Bridge Replacement Program is a joint effort between ODOT, WSDOT, Federal Highway Administration, Federal Transit Administration, Metro, Southwest Washington Regional Transportation Council, the cities of Portland and Vancouver, the Port of Portland, and the Port of Vancouver USA.

[49] The Joint Oregon-Washington Legislative Action Committee was formed by the Washington legislature in 2017 to study a bridge replacement, but initially had no Oregon representation for a year.

[50][51] The new committee was formed to prevent $140 million in federal funding allocated for the CRC from being recalled after a deadline, which was extended to 2025.

[52] In April 2019, the Washington legislature approved $17.5 million to establish a project office to conduct pre-design and planning work, which was followed by a matching contribution from the Oregon Transportation Commission in August.

[55] The replacement bridge's design is unspecified, with discussions about the inclusion of light rail, lane configurations, and investigating a third crossing all under consideration.

[53] Former Michigan Department of Transportation deputy director Greg Johnson was appointed as the bridge program administrator in June 2020.

[59] The locally preferred alternative selected in 2022 is an eight-lane bridge with a light rail guideway on the west side and several modified interchanges.