Meeting Minutes. Central Oregon Area Commission on Transportation COACT January 9, 2014

Transcription

1 ATTACHMENT A Meeting Minutes Central Oregon Area Commission on Transportation COACT January 9, 2014 Members: Gary Farnsworth (ODOT Region 4), John Hatfield (Jefferson County), Alan Unger (Deschutes County), Lonny Macy (Confederated Tribes of Warm Springs), Jack Seley (City of Prineville), Dana Cork (BLM Prineville), Peggy Fisher (USFS Deschutes/Ochoco), Dale Kellar (City of Prineville Railway), Ken Mulenex (City of La Pine), Cheryl Howard (Deschutes County Bicycle and Pedestrian), Nick Arnis (City of Bend), Jeff Monson (Commute Options), Gary Judd (Regional Airports), Mark Capell (City of Bend), George Endicott (City of Redmond), Bob Bryant (ODOT), Jeff Hurd (City of Madras), Charlie Every (Trucking), Wendy Holzman (City of Sisters), Gus Burril (City of Madras) Guests: Scott Smith (City of Prineville), Chris Doty (Deschutes County), Bill Duerden (City of Redmond), Penny Keller (Crook County Roads), Thomas Headley (Century West Engineering), John Condon (ODOT), Joni Bramlett (ODOT), Jim Bryant (ODOT), Andrew Spreadborough (COIC), Tyler Deke (Bend MPO), Margaret Hobbs (Sisters Airport), Rob Berg (Madras Municipal Airport) Staff: Scott Aycock and Tami Geiger (Central Oregon Intergovernmental Council) Call to Order and Introductions Alan Unger called the meeting to order at 3:04pm. Introductions were made. General Public Comments There were no public comments. COACT Business a. COACT 2014 Officer Appointments Alan explained that the COACT Board Chair position rotated annually between the elected representatives from the three counties. The 2014 appointment would be Commissioner John Hatfield (Jefferson County) as Board Chair and Judge Mike McCabe (Crook County) as Vice Chair. John Hatfield accepted his position as Board chair. Mike McCabe was not present to accept his appointment. b. November 14, 2013 Meeting Minutes There were no additions or corrections to the meeting minutes. Minutes were approved by consensus. Statewide Transportation Enhance Program a. Debrief December 18, 2013 OTC Meeting Gary Farnsworth distributed a Memo to the Oregon Transportation Commission handout that included the approved spending decisions for the 20% withholding for STIP Enhance. He directed COACT s attention to page 4, showing the US 97 Wickiup Jct project as the only project in Central Oregon to be funded by the 20%. Bob Bryant commented that this funding was especially significant because the project cost exceeded the funds that would proportionally be distributed to Central Oregon. There was also a significant spirit of cooperation throughout Region 4 to get the project funded; in particular Commissioner Winters from Lake County was a big proponent. COACT Minutes January 9, 2014 Page 1 of 5

2 ATTACHMENT A Gary explained that the next step was the public comment and review period that closes March 31 st, and that COACT would perform a general review of the draft at their March 13 th meeting. He anticipated that the Final Plan would be adopted in December Action Item: COIC staff to out the link to the Draft STIP for Public Review. Connect OR V Update Gary directed COACT members attention to page 2 of Attachment B: Connect OR V in their packets, which includes a list of the Central Oregon applications into Connect OR V. He explained that the list was sorted by mode with A for Airport/Aviation, B for Bike/Ped, R for Rail and T for Transit. Gary added that Region 4 s share is a minimum of $4 million, and another $20 million will be distributed by the OTC for statewide needs. The total amount requested by Region 4 applicants was $9.9 million, with Central Oregon requesting $5.35 million. He suggested that COACT hold a TAC meeting on April 10 th to put together their recommendations, which would be followed by a SuperACT meeting the week of May 12 th. He suggested that the TAC could use a similar process as they do with Enhance (voting members review and rank). Bob Bryant suggested that Gary correct the handout to reflect dates in Action Item: Correct the Connect OR V handout flow chart to reflect dates in Gary Judd commented that previously there was an allotment set aside for the Aviation mode, but that they no longer did this. Alan asked if the judging/scoring criteria had changed. Gary explained that it hadn t, except that the addition of the Bike/Ped category would add an additional dimension. COACT Strategic Plan/Priority List Discussion Gary distributed a COACT Needs List handout. He summarized that at the November meeting, the COACT determined that they may want to be more strategic in determining their priorities and refining them on a regular basis (rather than solely being reactive to grant processes). The handout included the first page of each of the twelve tabs (grouped into different categories) of the existing Needs List (September 2010). He added that while the needs were grouped into categories, they were not prioritized. Gary asked the ACT how they would like to proceed with the Needs List update. COACT members agreed that having a Needs List was important. Penny Keller commented that the list created some consistency in priorities and helped with public questions about how projects are selected. Alan commented that since the ACT recognized that there is not enough money to meet all of the needs of the transportation system, the Needs List could strategically be brought to the legislature to demonstrate the level of funding that would be required to fund all of the top priority Needs. Gary suggested that each jurisdiction review the current Needs List and update their projects per their authority. He recommended that there be a COACT TAC meeting on February 13 th to review the new Needs Lists. Penny suggested that projects be added to a Completed list, rather than being deleted if they have been funded as this allows the jurisdictions to demonstrate what they have funded locally. Bill Duerden suggested that they could organize the list so that it is all on the same worksheet but can be sorted by category or jurisdiction if necessary. Some members noted having problems opening the Needs List from the website. Action Item: COIC and ODOT to develop guidelines for the jurisdictions update of their Needs List and send next week (week of January 13) with the current Needs List attached. Joni Bramlett asked if the list was only for construction and capital purchases, or if other staffing needs could be included. Bob suggested that the ACT needed to determine the purpose of the list. If it was to just be used as a clearinghouse of needs, then all needs should be included. If it is meant to help COACT prioritize needs on the state system, then projects on the local system would not be included. Jeff Monson suggested a TDM bucket that should coincide with all major construction projects (ex. Commute Options is doing outreach to encourage COACT Minutes January 9, 2014 Page 2 of 5

3 ATTACHMENT A carpool/transit/bike/ped during construction on Murphy Rd. to reduce traffic congestion caused by the construction). Wendy Holzman added that they should also have a plan for maintaining the list as a living document (not allow three years to pass without an update again). Presentations a. CET Funding Committee Recommendations Discussion and Request for Feedback Andrew Spreadborough said that he would provide an update on the work of the Cascades East Transit Funding Committee and to review their draft recommendations. He welcomed comments and feedback. He explained that the COIC Board has been working to stabilize the CET budget, but has faced instability on the local funding side that has been an ongoing challenge. He added that the transit budget is broken into two primary categories, Urban (which is Bend only) and Rural (all other communities and Community Connector shuttles). The Bend budget has been stable with a City of Bend contribution of just over $1 million/year, and while their contract expires in 2015, they are already discussing next steps. The challenge has been on the rural side of the funding. Rather than expecting a partnership and City contribution based on the level of service, Cities have been contributing based on what they could afford. In an effort to take the volatility out of the budget and prevent service cuts (which cause ridership loss and a challenging spiral when applying for grant funding), the funding committee was formed to determine a plan for a dedicated local public funding source. He directed COACT s attention to Attachment C: Draft Recommendations. Alan Unger and Jason Carr chaired the committee which was comprised of a mix of elected officials, state agencies, stakeholders, and large institutions. The Committee met 7 times and developed the attached draft recommendations. The Committee s last meeting is January 24 and the final recommendations will then be advanced to the COIC Board for action at their February 6 meeting. He reviewed the Committee s outcomes: Regional Governance: The Committee supported ongoing regional governance, due to the efficiency of operating the system with economies of scale and the fact that Central Oregonians need to between communities for work, school, medical services, and other essential destinations. Level of Service: The Committee selected Service Level B: stabilized local service, including funding for planning and capital improvements and funding to implement some low cost service improvements, particularly a modest fixed route in Redmond and flex-routes in Madras and Prineville. Local Funding Tool: A phone survey completed in September 2013 made it clear that the voters were not yet ready to approve a transit tax. Due to these results, the Committee recommended a multi-phase approach. In the short term, COIC would work to find resources to do more public and partnership building and would work more closely with each community to stabilize their level of service and contribution. The next phase, in 3-5 years, would be to pursue a dedicated funding source. Additionally, COIC will work much more closely in partnership with Cities and Counties to determine appropriate levels of service and the means for which to develop necessary local funding. Jeff commented that they should launch a three year campaign to educate the public about how valuable the service is. He suggested that Outreach/Marketing dollars for CET should go on the COACT Needs List. Wendy added that the survey demonstrated that people do think that service is important and should be robust, but they just aren t willing to pay for it. George Endicott commented that no mass transit system is selfsufficient but Central Oregon has a problem because they don t have congestion or shortage of parking (usual problems that drive the growth of a system), but that community education may help garner support. Mark Capell complimented COIC on their management of the system, but expressed concern about extending the City of Bend s $1 million/year commitment. With so many competing needs for the budget, they had been hoping that COIC would find a permanent funding solution before or at the end of the five year contract. He added that with a City Council election coming up in November, he was unsure whether transit funding would COACT Minutes January 9, 2014 Page 3 of 5

4 ATTACHMENT A pass (if the election resulted in a change to the Council makeup). Nick Arnis explained that as an MPO, they were required to develop plans to increase mode share for bicycle, pedestrian and transit per statewide planning and transportation law in order to do the planned UGB expansion. They also currently have greenhouse gas emissions targets, which are likely to become requirements in the future. Mark also commented that while Bend has the most robust system in the region, it realistically needs to be doubled in size. Andrew agreed and added that Bend is in a good position to build partnership funding (OSU Cascades, etc.). John Hatfield asked how long the service could continue without additional funding. Scott Aycock explained that the fleet was aging (50% are eligible for replacement) but that Karen Friend is very skilled at stretching dollars and finding money. He could not provide a precise timeline. Charlie Every suggested advertising on the buses and maybe taking small parcels. Joni clarified that parcel transit can only be done if it s incidental (can t impede passenger transportation since public transportation funds are for moving people). Andrew responded that he appreciated any creative solutions and thinking outside of the box. He added; however, that the need to stabilize base level of service would require commitments from Cities and Counties. Peggy Fisher explained that the US Forest Service was in the process of planning, with an Alternative Transportation Feasibility Study, the opportunities for bike/pedestrian to serve recreation areas. They planned to include transit; however, they only have limited funding. Scott added that Mt. Bachelor is very interested in building on the shuttle and bringing people to the mountain in the summer. Andrew explained that the next steps for the funding committee would be to convene on January 24 th and then bring their final recommendations to the COIC Board on February 6 th. COIC staff was also looking into convening a forum of City and County administrators to dig down into costs/ride numbers/service levels and a truly collaborative local funding approach. b. TRIP97 Update Chris Doty said that TRIP97 had arrived at the conclusion of its initial phase, which includes recommended performance measures, funding mechanisms (small bites from many sources) and governance options (how to make decisions on where and how to invest in the system). The next step is the public vetting of the concept, which includes elected bodies and initial funders. He added that the challenge is moving from a philosophical idea to real-life implementation. George complimented Bob and his staff for thinking outside of the box for ODOT. Alan added that they were stuck before TRIP97 but are now moving forward in proactively confronting land use and transportation rules. Bob said that they were at a critical juncture in the evolving concept which could provide a solution to balancing transportation rules and community growth. Gary said that they would be presenting to the Cities and Counties involved, also COIC and EDCO. He added that they were also interested in bringing it to Crook County/Prineville and Sisters because they were affected (even though not on the 97 corridor). George added that he had been briefing mayors around the state about the project and had received positive feedback. Many are anxious to see how the process worked and whether they could employ it in their jurisdiction. Wendy asked whether it had support at the state level. Bob explained that they were interested in the project as a potential solution to the problem of balancing growth with transportation. Roundtable Discussion Ken Mulenex thanked COACT on behalf of the City of La Pine for their effort to get the Wickiup Jct project funded. Jeff Monson distributed a handout, Oregon Transportation Options Plan: 4 th Quarter 2013 Update and explained he was a member of the state committee to develop Oregon s first Transportation Options Plan. He added that he would update COACT as they progressed. COACT Minutes January 9, 2014 Page 4 of 5

5 ATTACHMENT A Cheryl Howard explained that the Bike and Pedestrian Advisory Committee had updated their annual goals and removed a lot of references to bicycle/pedestrian, replacing it with multi-modal complete streets. She explained that the bike/ped language was potentially polarizing and they wanted to be collaborative and nonadversarial, truly promoting all modes. Bob asked how they were allied with other groups like the Bend Bicycle Alliance. Cheryl explained that BPAC is an advisory committee, not an advocacy organization. They strive to work with all of the organizations amicably. She added that while they are based in Deschutes County, they have reached out to be inclusive of Jefferson and Crook Counties. George explained that he is a member of the Governor s Task Force on Resilience Management. He explained that their main charge was to create a statewide Resilience Plan (finished and approved last year) that includes guidelines for the management of the Cascadia Event. He explained that the Redmond Airport has been identified as a primary recovery site for the state, assuming the PDX and the Eugene airports would probably be non-operational for some time. He urged the COACT to be thinking about their jurisdiction s preparedness as well as their own personal preparedness. Households should have emergency supplies for refugees. He added that he would periodically update the COACT as the Task Force progressed. Gary said that ODOT would be holding a webinar on March 7 th Large Trucks and Oversized Loads on Roundabouts and would try to house an event for viewing. Adjourn Meeting adjourned at 5:01pm. COACT Minutes January 9, 2014 Page 5 of 5

6 Oregon s Priorities for Reauthorization of MAP-21 Endorsed by the Oregon Transportation Commission, Association of Oregon Counties, League of Oregon Cities, Oregon Transit Association and Oregon MPO Consortium

7 Staff Contacts Travis Brouwer, ODOT, , Emily Ackland, AOC, , Craig Honeyman, LOC, ,

8 Oregon s Priorities for Reauthorization of MAP-21 Executive Summary Increase revenue flowing into the Highway Trust Fund: To avoid deep cuts in surface transportation funding and provide adequate levels of federal investment, sustainable long-term revenue will be needed in both the Highway Account and the Mass Transit Account. Diversify the Highway Trust Fund s revenues and explore replacements for the gas tax: With vehicles becoming more fuel efficient, the gas tax will no longer be a sustainable funding source for transportation. Congress will need to look beyond the fuels tax to diversify and broaden the revenue available for transportation and explore options for replacing or supplementing the gas tax, such as a per-mile road use charge. Preserve Oregon s share of highway and transit funding: Oregon s congressional delegation should ensure that Oregon maintains or increases its current share of funding under the surface transportation programs and preserve sliding scale match, which reduces Oregon s match rate. Improve transportation safety: Ongoing funding and federal leadership will be needed to continue driving down the number of fatalities and serious injuries on the surface transportation system. Focus resources on preserving and rebuilding the existing system: The federal government should adopt a fix it first policy and serve as a strong partner in helping states and local governments preserve and rebuild critical transportation assets. Invest in multimodal solutions to the challenges of freight mobility: To ensure economic vitality, Congress should dedicate funding for freight, providing for strategic investments based on the policy framework created in MAP-21. Improve public transportation: High gas prices, an aging population, high levels of congestion, and growing concern over global climate change require greater federal investment in all forms of public transportation. Restore active transportation funding: Congress should reverse the deep cuts MAP-21 made to bicycle and pedestrian programs that help reduce demand on overburdened roads, encourage healthy lifestyles, and reduce emissions. Preserve funding for federal lands transportation programs: With timber-dependent communities in Oregon struggling, Congress should continue the federal government s role in funding transportation projects that provide access to federal lands. Streamline federal processes and requirements to encourage cost-effective project delivery: Congress should focus on green outcomes and minimize red tape by streamlining project delivery processes without lowering the bar on environmental protection. Build on MAP-21 s flexible and outcome-based approach: The federal surface transportation program should focus on outcomes, with significant flexibility for states and local governments combined with accountability for achieving outcomes through appropriate performance measures.

9 Table of Contents Introduction...1 MAP-21 s benefits to Oregon...1 The Need for Federal Investment...2 Federal Funding Challenges...3 Priorities for Authorization...4 Increase revenue flowing into the Highway Trust Fund...4 Diversify the Highway Trust Fund s revenues and explore replacements for the gas tax...4 Preserve Oregon s share of highway and transit funding...5 Improve Transportation Safety...5 Focus resources on preserving and rebuilding the existing system...6 Invest in multimodal solutions to the challenges of freight mobility...6 Improve public transportation...7 Restore active transportation funding...8 Preserve funding for federal lands transportation programs...8 Build on MAP-21 s flexible and outcome-based approach...8 Streamline federal processes and requirements to encourage cost-effective project delivery...9

10 Introduction In today s global economy, a strong and efficient transportation system is critical to remaining competitive. As a traded sector state that relies heavily on exports from our farms, forests and factories to create jobs, Oregon is particularly dependent on a good transportation system to move products to national and international markets and get workers to their jobs. The American Society of Civil Engineers 2013 Report Card for America s Infrastructure gave America a D for both its roads and transit systems. America s surface transportation system, long the envy of the world and a major factor in the nation s economic dynamism, is at a crossroads. The system built in the 20th century is coming under growing strains, and the need for greater investment by all levels of government is becoming increasingly clear. The World Economic Forum s Global Competitiveness Report recently ranked the United States infrastructure 25th in the world behind Portugal and Oman. And the American Society of Civil Engineers 2013 Report Card for America s Infrastructure gave America a D for both its roads and transit systems though bridges managed to get a passing grade with a C+. The U.S. may have reached the point when its transportation system has gone from a source of economic growth to a drag on our competitiveness. Even as we face this need for increased investment, however, the available resources are flat or declining. Increased investment is only part of the answer, however; additional resources must be combined with changes in how we do things. The 20th century s transportation system, which served a growing nation so well, is shifting to one that meets the needs of the 21st century. Our approaches to addressing transportation challenges are changing as well. This is a pivotal moment for the surface transportation system, an inflection point when new vehicle technology requires a change in how we pay for transportation; when demographic changes shift investment priorities; and when the aging of the transportation system requires major investments in rebuilding the nation s infrastructure. With these issues looming, the nation must choose whether it will muster the political will to rededicate its substantial resources to maintaining and improving the transportation system in order to enhance economic competitiveness and our quality of life. MAP-21 s Benefits to Oregon The latest federal transportation act, Moving Ahead for Progress in the 21st Century (MAP-21), reauthorizes highway, transit, and safety programs through the end of fiscal year MAP-21 made significant changes to transportation policy and programs that will benefit Oregon and the nation as a whole. In addition to increasing Oregon s share of both highway and transit funding, MAP-21 created a more flexible and outcome-based approach while developing a federal freight policy framework and streamlining environmental and regulatory processes. 1

11 Flexibility: MAP-21 consolidated the numerous highway and transit programs that sprang up over the years. In doing so, it simplified transportation funding and increased flexibility for states and local governments to invest resources in their key priorities. Freight policy: MAP-21 will establish a national freight policy, including designating a national freight network and developing a national freight strategic plan though no money was dedicated to implement this policy framework. Streamlined project delivery: MAP-21 modifies the environmental review and permitting process MAP-21 created a more flexible and outcomebased approach while developing a federal freight policy framework and streamlining environmental and regulatory processes. for transportation projects. The paperwork burden on many projects should be reduced, cutting project costs and speeding up their delivery. Accountability: While increasing flexibility, MAP-21 introduced greater accountability for outcomes through a performance management system. Under this system, the U.S. Department of Transportation will establish performance measures, and states and metropolitan planning organizations will set performance targets and report on their progress. While MAP-21 made important policy and program reforms and managed to avoid cutting transportation funding, it didn t deal with the long-term fiscal challenges facing the Highway Trust Fund. Rather than generating adequate, long-term, sustainable revenue for surface transportation, MAP-21 dodged deep cuts through an infusion from the general fund. The Need for Federal Investment The federal government has played an important role in building the nation s transportation system, from facilitating building the transcontinental railroads to funding construction of the Interstate and helping develop transit systems in urban and rural regions. Today, America faces the same need for a strong federal role in transportation, particularly to rebuild the aging transportation system. Without continued federal investment, states and local governments will find it difficult to preserve their roads, transit systems and bike paths, much less improve the transportation system to meet the needs of the future. Without continued federal investment, states and local governments will find it difficult to preserve their roads, transit systems and bike paths, much less improve the transportation system to meet the needs of the future. In Oregon, the need to invest in the transportation system is significant. Rapid population growth has left the transportation system struggling to accommodate demand in many areas. Increased volumes of freight have strained existing modes and impacted competitiveness. Inadequate public transportation options and underdeveloped bicycle and pedestrian networks also call out for greater investment by all levels of government. And the need to invest in rebuilding aging infrastructure is massive, particularly because 2

12 much of which was built a half century or more ago and has now reached the end of its useful life. Without continued strong levels of investment by all levels of government, Oregon s economy and quality of life will deteriorate. In Oregon, the state together with cities and counties, are stepping up to address these challenges and build a transportation network that functions as an integrated system across different modes and jurisdictions. The Oregon legislature has made numerous investments in the state s transportation system in recent years, from the Oregon Transportation Investment Acts to ConnectOregon and the Jobs and Transportation Act. And local governments are stepping up as well, passing their own transportation funding measures to preserve and improve their infrastructure. But states and local governments can t tackle these challenges on their own they need a strong federal partner. Federal Funding Challenges Even as Oregon and the nation face a significant need for transportation investment, major financial challenges face the federal surface transportation program. The Highway Trust Fund faces an annual shortfall of about $15 billion. Flat fuel taxes: Federal taxes on gas and diesel, which provide the vast majority of the funding flowing into the Highway Trust Fund, have not been raised since As a result, federal gas tax receipts have stagnated. Increased fuel efficiency: The new federal CAFE standards require significant increases in fuel efficiency: by 2025 the average new passenger vehicle will be required to get more than 50 miles per gallon. As a result, states and the federal government will collect less gas tax revenue for every mile people drive, and the ability of the gas tax to fund transportation will be compromised. Exhaustion of the Highway Trust Fund s balances: With revenues stagnant, the Highway Trust Fund has exhausted its balances four times since 2008, requiring transfers from the general fund totaling $54 billion. While these actions have yielded much needed revenue to keep the Trust Fund whole, they are not sustainable and have moved transportation away from the user pays principle. Going forward, the Highway Trust Fund faces an annual shortfall of about $15 billion. When the Trust Fund s balances are once again exhausted at the end of 2014, Congress will have to find additional resources or cut highway and transit funding deeply by about 30 percent for the long-term. Until Congress addresses these challenges, the ability of the federal government to play a constructive role in investing in the transportation system will be severely limited. In order to build strong communities and enhance the nation s competitiveness, America needs a strong federal infrastructure program that will fix what we already have, make the system safer for all users, and invest in strategic improvements that will help grow the economy. Just as states and local governments have stepped up, the time has come for Congress to address the challenge of long-term sustainable funding for transportation. 3

13 Priorities for Authorization Increase revenue flowing into the Highway Trust Fund Most of the revenue flowing into the Highway Trust Fund comes from gas and diesel tax revenues, with a small portion derived from excise taxes on the purchase of heavy truck equipment. Both of these sources were hit hard by the economic downturn, which has cut into fuels tax revenues due to reduced driving and also significantly reduced investment in truck fleets. As a result, the Trust Fund has run short of cash multiple times, leading Congress to transfer more than $54 billion of general fund resources into the Trust Fund through four separate infusions. Both the Highway Account and the Mass Transit Account of the Highway Trust Fund are expected to run short of resources again around the time MAP-21 expires at the end of federal fiscal year At that point, about $15 billion in additional annual funding will be needed to avoid cuts in highway and transit funding. Without additional resources, surface transportation funding would have to be cut by about 30 percent. Congress should provide long-term, sustainable and adequate revenue for the surface transportation program to ensure robust investment levels. Diversify the Highway Trust Fund s revenues and explore replacements for the gas tax In the short term, increasing the fuels tax is the most effective way of raising resources for the Highway Trust Fund. However, the Trust Fund is over-reliant on fuels taxes, which provide nearly 90 percent of its revenue. Under new federal fuel efficiency standards, by 2025 the By 2025 the average new vehicle will be required to get more than 50 miles per gallon. average new vehicle will be required to get more than 50 miles per gallon. As vehicles become more fuel efficient, the amount of revenue generated by the gas tax for every mile traveled will decline, and the gas tax will no longer be a sustainable funding source for transportation. Congress should diversify the trust fund s revenue base by looking beyond the fuels tax for other sources that can provide additional resources. For example, in a recent policy paper the American Association of State Highway and Transportation Officials identified a number of types of potential revenue sources. Oregon requires large trucks to pay their fair share for the disproportionate wear and tear they cause to the state s highways, but at the federal level the largest trucks pay only about half of their fair share. Congress could consider increasing fees already levied on large trucks or creating new user fees that would rectify this imbalance and dedicate these new funds to freight projects that would benefit the trucking industry. Fees on movement of goods such as Customs duties or new freight fees could be deposited in the Highway Trust Fund and dedicated toward freight projects. States collect significant revenue from driver and vehicle fees, and the federal government could create similar fees. The next authorization bill should follow the lead of innovative states and explore transitioning to a new revenue mechanism by funding research and implementation activities for a replacement for the gas tax. Oregon is developing a per-mile road 4

14 use charge that would ensure that all users pay for the system and would prevent revenue from falling due to improvements in fuel efficiency. Numerous blue ribbon panels and policy groups have endorsed moving toward a per mile fee. Preserve Oregon s share of highway and transit funding Thanks to formulas included in MAP-21, Oregon s share of federal highway formula funding increased by 0.07 percent compared to SAFETEA-LU. This small change increased Oregon s federal highway formula funding by about $27 million per year. Similarly, Oregon s share of federal transit funding also increased. Oregon s congressional delegation should pay close attention to the distributional formulas included in the next authorization bill to ensure that Oregon maintains or increases its current share of funding under the surface transportation programs. Congress should also retain sliding scale match provisions, which reduces Oregon s requirement for non-federal matching funds to percent of total project cost for most programs because of the state s large percentage of lands owned by the federal government. Improve transportation safety In recent years America has made significant progress in reducing the number of fatalities and serious injuries caused by motor vehicle crashes. The number of fatalities declined by about a quarter in just six years, from 43,510 in 2005 to 32,367 in 2011 though the numbers rose slightly in This decline is a result of successful efforts in the 4 Es of traffic safety: engineering of vehicles and roads, enforcement of traffic laws, education of drivers, and emergency medical services to treat those who have been in a crash. Despite this progress, this is still far too great a toll in deaths and injuries on America s roads, and the federal government needs to continue playing a key leadership role in pushing for improved safety outcomes. Congress should continue improving safety of the nation s transportation system by providing strong levels of investment across all modes, including funding for the FHWA Highway Safety Improvement Program, which focuses on correcting roadway deficiencies, the National Highway Traffic Safety Administration s programs focused on driver behavior, and the Federal Motor Carrier Safety Administration s programs focused on heavy trucks. Under MAP-21, these programs are now more strategic and performance-based, and Congress should continue pushing for better outcomes. The federal government will need to show continued leadership in areas like driving under the influence of intoxicants (DUII) and in emerging issues like distracted driving. While it is appropriate for the federal government to encourage states to adopt certain laws that have been proven to improve safety, Congress should focus on using the carrots of funding incentives to encourage adoption of laws rather than the stick of penalizing states through loss of highway funding for failure to comply. In addition, Congress should focus on improving safety outcomes rather than requiring adoption of specific legal provisions in state law to encourage rather than impede innovative approaches. Oregon state law, for example, fails to comply with the precise letter of federal requirements related to repeat DUII offenders and thus the state is subject to penalties that transfer federal highway funding to safety programs even though Oregon s record with repeat DUII offenders is better than the national average. 5

15 Focus resources on preserving and rebuilding the existing system The mounting needs of Oregon s aging infrastructure have led ODOT and many local governments to implement fix it first policies that focus limited resources on preserving and rebuilding existing roads and bridges that are vital to the state s economy and quality of life. While Oregon s infrastructure is in relatively good condition due to significant investments of state and federal resources over the past decade, inadequate funding in the future will lead the state s roads and bridges to deteriorate over time, which will cause significant impacts to the state s trade-dependent economy. What s more, the state has identified a need for a $1.8 billion investment in strengthening a network of key lifeline routes for resilience in the face of a massive Cascadia Subduction Zone earthquake in order to limit loss of life and aid recovery, and additional resources will be needed to While Oregon s infrastructure is in relatively good condition due to significant investments of state and federal resources over the past decade, inadequate funding in the future will lead the state s roads and bridges to deteriorate over time. make the entire system resilient in the face of other hazards like terrorism, flooding and climate change. The next authorization legislation should take up the challenge of our nation s aging infrastructure with an increased and sustained commitment to preserving and rebuilding our critical transportation assets. Invest in multimodal solutions to the challenges of freight mobility Dealing with increasing volumes of freight calls out for federal attention because freight often crosses state lines. MAP-21 made significant progress in focusing the federal surface transportation program on efficient movement of freight with the development of a national strategic freight plan and designation of a National Freight Network. With this policy framework in place, the next authorization bill should provide funding for strategic investments in goods movement. Provide dedicated funding for freight projects across all modes: Congress should consider creating a multimodal Freight Account of the Highway Trust Fund or some other mechanism that would dedicate revenues from new or increased user fees to freight projects. For example, Congress could raise user fees paid by the trucking industry and put these revenues into a Freight Account to pay for highway freight-related projects. Other sources such as Customs duties or new freight fees could be tapped to provide public investment in rail, port, and intermodal projects. Fund the Projects of National and Regional Significance Program: Many large highway projects that address freight bottlenecks have significant national or regional benefits but are too large for a single state to finance. Congress should fund the Projects of National and Regional Significance (PNRS) program to provide large discretionary grants for projects that meet rigorous criteria, including improved freight mobility. MAP-21 reauthorized the PNRS program but did not provide funding for the program. Create a formula program to fund MAP-21 s freight network: A number of highway corridors connecting gateway areas and large urban centers, such as Interstate 5, face particularly high freight volumes and will be increasingly strained by future growth in truck traffic. MAP-21 created a National Freight Network of key highway routes but didn t dedicate resources to preserve and improve freight 6

16 mobility on this network. The next authorization bill should include formula funding for states for strategic investments to the National Freight Network, particularly the Primary Freight Network of high-volume freight routes that carry most goods. Improve public transportation High gas prices, an aging population, high levels of congestion, the high costs of building and maintaining new roads, and growing concern over global climate change all point to the need for greater investment in public transportation. The federal government should invest additional resources to preserve current services and build new capacity in both urban and rural areas to make transit convenient and a viable alternative to driving. Urban area transportation: Public transportation plays a major role in mobility in urban areas, in conjunction with smart land use, transit can reduce reliance on automobiles and reduce emissions. Congress should significantly increase transit funding flowing to urban areas so public transportation High gas prices, an aging population, high levels of congestion, the high costs of building and maintaining new roads, and growing concern over global climate change all point to the need for greater investment in public transportation. can play a more significant role in solving challenges within America s cities. Intercity public transportation: Public transportation service between major urban centers remains underdeveloped, in part because there is little federal support. Congress should help states and local governments expand public transportation between communities in order to provide additional transportation options, increase capacity on key corridors, and reduce emissions. This includes funding to operate and improve intercity passenger rail such as the Cascades Amtrak service that connects Eugene, Albany, Salem, Portland, Seattle, and Vancouver, British Columbia. Rural public transportation: People living in small towns and rural areas need public transportation for basic needs such as access to medical care, jobs, shopping and educational opportunities. The majority of rural Oregonians live in communities with minimal or no public transportation. Congress should expand the federal government s support for rural public transportation to offer additional travel options in smaller communities. Senior and disabled transit service: The aging of America will require a significant federal investment in transit service for seniors and the disabled to reap the economic and social benefits of keeping seniors independent and productive while allowing them to age in place in their communities. Transit systems around the country face rapidly growing demand for federally-mandated paratransit service for people with disabilities, and without additional federal support the cost of this service competes for scarce resources with fixed-route service. Transit operations: Transit agencies are increasingly struggling with covering the costs of operating transit service, and service is likely to decline without additional resources. Federal rules that limit use of funds for operating service should be loosened, and overall funding needs to be increased so that funding for capital is not cannibalized for operations funding. 7

17 Restore active transportation funding Oregon is leading the way in promoting active modes of transportation like biking and walking. These modes have many benefits: they help reduce demand on overburdened roads, encourage healthy lifestyles that reduce the nation s health care costs, provide low-cost transportation options for low income individuals, and lower greenhouse gas emissions. Many Oregon communities particularly the Portland metro region, Eugene/ Springfield, and Corvallis are rated among the most bicycle-friendly cities in the nation. These communities have also proven that a significant number of trips can be taken by active modes when biking and walking are made safe and convenient, in some cases saving money on costly highway expansion projects. Unfortunately, MAP-21 cut funding for the main active transportation program, the Transportation Alternatives Program (TAP), by more than a third compared to SAFETEA-LU levels of funding. While Oregon has continued to invest more than the amount provided under TAP, Congress should reverse these cuts to provide a strong level of investment in active transportation across the nation. Preserve funding for federal lands transportation programs Providing access to Oregon s vast expanses of federal lands imposes large costs on state and local governments that derive very little revenue from these lands. The federal transportation program recognizes federal lands as a national responsibility, and Oregon annually receives an allocation of money under the Federal Lands Access Program that provides a portion of the funding needed to preserve and improve roads and transit services that are on or provide access to federal lands. Congress should preserve this program, which is particularly critical for Oregon counties facing declining county timber payments. The program is also important for Oregon s tourism industry, improving access to many of Oregon s top recreation destinations for motor vehicles, bicyclists and those on foot. The new MAP-21 requirement to provide a non-federal match should be eliminated. Counties which have lost significant amounts of timber receipts, with high percentages of federal non-tax paying land, are having difficulty paying the local match for projects which provide access to federal lands. Streamline federal processes and requirements to encourage cost-effective project delivery Federal environmental laws contain rigorous protections that ensure transportation projects minimize and mitigate harm to the built and natural environment. While Many Oregon communities particularly the Portland metro region, Eugene/ Springfield, and Corvallis are rated among the most bicyclefriendly cities in the nation. these laws provide important protections, too often the processes used to implement them add significant time and cost to projects without resulting in environmental outcomes that exceed those on non-federal projects. As a result, states and local governments are often reluctant to use federal highway funding to avoid federalaid highway design standards, procedures, and environmental processes that slow project delivery and increase costs without delivering corresponding benefits. In the next reauthorization legislation, Congress should focus on achieving green outcomes without red tape. Continuing to streamline the federal-aid highway program s requirements and simplifying the environmental compliance process can minimize project costs without lowering the bar on environmental protection. 8 Congress should focus on achieving green outcomes without red tape.

18 Congress should seek to advance a number of principles: Focus on accountability for overall environmental and project outcomes, and move the Federal Highway Administration (FHWA) from a permitting role to a quality assurance role at a programmatic level. This would involve the federal government programmatically monitoring environmental and other outcomes and minimizing project-by-project authorization and regulation. This effort to shift FHWA from the role of regulator to a stronger partner in delivering projects is consistent with FHWA s Every Day Counts Initiative to save time and money while delivering better outcomes. Encourage use of programmatic agreements that allow projects to follow a set process for addressing impacts rather than having to negotiate each project separately, and allow programmatic approaches used in one state to be easily tailored for adoption in other states. Reduce federal oversight and requirements for small-scale projects that use only a minimal amount of federal funds and those that have limited community and environmental impacts. This would eliminate the need to document the lack of environmental impacts for projects that, by their very nature, would not result in significant environmental impacts. Have the various U.S. Departmenr of Transportation modal administrations adopt similar approaches to National Environmental Policy Act and other federal requirements (such as historic preservation) so transportation agencies face one predictable set of requirements regardless of the modes the project involves rather than navigating multiple and inconsistent processes for each involved agency. Encourage processes for early interagency coordination that bring involved agencies into major project development as early as practicable to build trust, streamline reviews, reduce risk, increase predictability, and optimize and balance environmental and transportation outcomes. Build on MAP-21 s flexible and outcome-based approach MAP-21 began an important shift in the federal surface transportation program toward a more flexible and outcome-based approach. The bill consolidated dozens of federal programs, providing more flexibility for states and local governments to invest resources in their top priorities, while holding them accountable for outcomes through a performance management system. The next surface transportation bill should preserve this approach and build on it whenever possible. Depending on rulemaking by the U.S. Department of Transportation, the performance management system created by MAP-21 may need to be refined to ensure that it encourages good investments, and metropolitan planning organizations (MPOs) will likely need additional financial resources to meet the increased workload associated with implementing the new federal performance-based planning requirements. Furthermore, rules that prevent states from investing their resources effectively should be revised. For example, the off-system bridge setaside requires investing in low-volume bridges, reducing the money available for local governments to invest in more pressing needs. More flexibility is needed to allow local governments to work with states to develop goal driven bridge management systems for the selection of bridge projects. Similarly, federal policies should use a flexible and outcome-based approach to design standards that allows for the highest-value investments, particularly in safety infrastructure, rather than applying a one-size-fits-all approach. 9

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20 Highway Trust Fund Finances Billions of Dollars Outlays Balance Revenue

21 SAVING THE NATION S TRANSPORTATION FUND An investment plan for the 21 st century We must act now to fix the transportation trust fund, so that we can maintain our existing infrastructure, reward local innovation and prepare for the future. Trust Fund headed for insolvency Our nation s ability to build and maintain our transportation network is nearing a crisis. Without action from Congress in 2014, our Highway Trust Fund will be in a deep deficit that could require halting the federal program for fiscal year Highway Trust Fund balance Authorized spending * numbers are based on CBO projections from August 27th, 2012 **DOT Projected requires a minimum growth $6 of billion American cushion, hence population the HTF hits the red before crossing zero. fhwa.dot.gov/policyinformation/statistics/2010/fe210.cfm Billions of dollars PAYING FOR PROGRESS What we need $30 BILLION Annual investment needed to make the transportation fund solvent and effective 62 Daily cost per commuter. About as much as a cup of coffee and a doughnut per week. How to raise it The simplest way: Add 17 cents per gallon to the federal gas tax. Other possibilities (choose one): Replace the existing per-gallon tax with a sales tax of 11%; or Introduce a fee of $4 on each barrel of oil; or Add a sales tax of 5.5% to fuel purchases; or Index the gas tax to construction costs and raise one of the above taxes/fees a lesser amount. Can we count on your support? Stabilize funding for the MAP-21 program Congress adopted in 2012 and protect all modes of transportation from draconian budget cuts; Raise additional revenue for locally-driven projects that spur economic growth and innovation.

22 OUR ECONOMY & COMMUNITIES DEPEND ON TRANSPORTATION INVESTMENT Across the country, our cities, towns and suburbs the local centers of commerce that form the backbone of America s economy are in a serious bind: They know they must have top-notch networks of roads and transit to compete on a global scale and preserve their quality of life. They know they need to get workers of all wage levels to their jobs. They also know they need to eliminate crippling bottlenecks in freight delivery. These local communities are stretching themselves to raise their own funds and to innovate, but without a strong federal partner the twin demands of maintaining their existing infrastructure and preparing for the future are beyond their means. Even as the transportation trust fund faces insolvency, existing federal programs too often put a damper on innovation rather than stoking it. This cannot stand. The federal government must become a strong partner in a 21 st century investment plan for transportation that invests in strong local economies and rewards smart, homegrown, locally-driven transportation innovations. Just as our national economy depends on strong local economies, our national transportation program should invest in and reward smart, home grown, locally driven transportation solutions. THE COSTS OF INACTION Bottlenecks. 48 hrs. 2,200 miles 30 hrs. to cross Chicago Freight takes almost as long to get across Chicago on the rails as it does to get there from Los Angeles. Hazardous conditions. bridges in the U.S. is structurally deficient, requiring significant repairs, maintenance or replacement. Unmet demand. Even as transit ridership is surging and people are returning to work, ambitious local plans to invest in transportation to grow their local economies would stall if the federal support disappears.

23 A 21 st century transportation plan Investors know you must put money in today to get returns in the future. Raising an additional $30 billion per year would allow us to invest to accomplish critical goals at only a small cost per commuter: Reverse the decline of the transportation trust fund. Fully fund the existing highway and transit programs that preserve our aging infrastructure, without taking money from other important programs or adding to the deficit; Spur the innovation our economy needs to meet population growth and rising demand by funding competitive grants to local communities that come up with smart solutions. Fixing what we need to fix. Repair 46,508 bridges Replace 16,000 aging buses and 5,000 rail cars Meet our ongoing commitments. SPURRING LOCAL INNOVATION: FEDERAL DOLLARS AT WORK Regional investments, national benefits The rail improvements in Chicago's CREATE project will provide $3.6 billion annually in national economic benefits. Improving communities & expanding opportunity. Based on the average cost of construction, the investment fund would support 70 new transit projects, providing new access to jobs and potential workers in dozens of cities, towns and suburbs. Spurring local innovation. The federal government plays a key role in promoting innovation, by providing capital for locally driven path-breaking initiatives, whose success can be shared nationwide. Fund competitive grants, such as a freight grant program and the popular TIGER grant program, for groundbreaking projects with significant economic pay-off. High rate of return in Utah For every $1.00 spent on the state's unified transportation plan, an estimated $1.94 is returned to the state in value. Access to jobs in Minnesota Building the planned transit network will allow Twin Cities employers to recruit from an additional 500,000 potential workers. Increasing accountability and local control. By providing more funding and control to the local level, Americans will more easily see the impact and be better able to hold officials accountable. Learn more and voice your support at

24 Local accountability: the best way to ensure a return on investment While this level of investment is a modest request from taxpayers, they have a right to expect a guaranteed return on it. Opinion polls and ballot results show what American voters want a system that is: In good repair; Rewards locally driven innovation; Keeps the nation in the economic forefront; and Connects all Americans to economic opportunity. They want to know the money will flow to their communities for improvements in their daily life making travel easier, more affordable and safer. And they trust the levels of government closest to them because they can hold them accountable. American workers and businesses will willingly pay a little more to achieve these goals, if the expected results and accountability for them are clearly articulated. TRANSPORT MEASURES OTHER MEASURES Transportation ballot measures pass at twice the rate of all other ballot measures. Raleigh, NC: 70% approve Mesa, AZ: 56% approve Kansas City, MO: 64% approve Salt Lake City, UT: 64% approve Seattle, WA: 58% approve St. Louis, MO: 63% approve Alameda & Contra Costa County, CA: 72% approve Alex Decarvalho PLEASE JOIN US! We are business, civic and elected leaders from across the country, united to ensure our nation invests to keep our cities, towns and suburbs strong and economically competitive. Because our future prosperity depends on it. Americans are eager to return to world leadership in the quality of our transportation networks. And we want to leave our children with a legacy of lower deficits and an infrastructure suited to our future economy and quality of life. This investment plan is a significant down-payment toward fulfilling those desires.