Updated: 8/10/2020 9:14:12 AM
MEETING AGENDA
DATE: Monday, August 17, 2020 TIME: 12:00 – 1:30 p.m. LOCATION: Zoom virtual meeting: https://us02web.zoom.us/j/85936364855
Call-in (audio-only) option: +1 253 215 8782 Webinar ID: 859 3636 4855
Members of the public may also observe the virtual meeting at the Charles D. Cameron Public Services Building Auditorium, 155 N. First Avenue, Hillsboro, Oregon.
1. Visitors Comments – If you are interested in providing verbal public (5 min) comment during the virtual meeting, please write to Sarah Lundin at [email protected] by 9 a.m. Monday, August 17. Submitting comments in writing is preferred; those submitted via email by 9 a.m. Monday, August 17 will be shared with the Committee, and will be described during the meeting.
2. Introductions/Roll Call (5 min)
3. Consideration of WCCC Meeting Summary for June 15, 2020 Action (5 min) 4. MSTIP Opportunity Fund Requests Action (10 min) Purpose: Consider a recommendation for six proposals to use MSTIP Opportunity funds as local match for ODOT’s Safe Routes to School competitive grant program Presenter: Erin Wardell, Washington County
5. I-205 Tolling Program Update Information (45 min) Purpose: Provide update and seek input on purpose and need statement, performance metrics and alternatives for evaluation in NEPA Presenter: Lucinda Broussard, ODOT Heather Wills, WSP Mat Dolata, WSP More Info: I-205 tolling project webpage
Material included in packet 155 N First Avenue, Suite 250, MS 16 * Material will be distributed at the meeting Hillsboro, OR 97124-3072 # Material available electronically and/or in advance of the meeting phone: 503-846-4530 email: [email protected] Page 2 WCCC Agenda August 17, 2020
* 6. MPAC Agenda Information (5 min) Presenter: Mayor Peter Truax, City of Forest Grove
* 7. JPACT Agenda Information (5 min) Presenter: Mayor Denny Doyle, City of Beaverton
8. Other Business and Agency Updates Information (10 min) • R1 ACT funding letter to the OTC • Regional Jurisdictional Transfer Assessment Framework More info: Metro jurisdictional transfer assessment webpage
Washington County Coordinating Committee UPCOMING MEETING SCHEDULE* 12:00 PM – 1:30 PM Monday, September 14 Monday, October 12 Monday, November 16 Monday, December 14
* Meetings may be held virtually (online) due to COVID-19. Check www.co.washington.or.us/wccc one week prior to the meeting date for meeting location details.
POLICY GROUP MEETING SUMMARY June 15, 2020
Voting Members in attendance Andy Varner, City of North Plains (alternate Keith Mays, City of Sherwood for Mayor Lenahan) Ken Gibson, City of King City Denny Doyle, City of Beaverton Peter Truax, City of Forest Grove Frank Bubenik, City of Tualatin Roy Rogers, Washington County (WCCC Chair) Gery Schirado, City of Durham Steve Callaway, City of Hillsboro Jason Snider, City of Tigard Tim Knapp, City of Wilsonville Jef Dalin, City of Cornelius
Non-Voting Members in attendance Matt Freitag, ODOT
Other Attendees Anne Buzzini, Metro Jeff Pazdalski, WTA Anne Debbaut, DLCD Jessica Pelz, Washington County Brenda Martin, TriMet Julia Hajduk, City of Sherwood Chris Deffebach, Washington County Karin Wriggle, Washington County Dan Dias, City of Hillsboro Mark Ottenad, City of Wilsonville Dwight Brashear, City of Wilsonville/SMART Marc San Soucie, City of Beaverton Dyami Valentine, Washington County Michael Nemeyer, Washington County (AV) Erin Wardell, Washington County Ruth Osuna, Washington County Ethan Stuckmayer, DLCD Stephen Roberts, Washington County (WCCC Garet Prior, City of Tualatin Secretary) Gordon Howard, DLCD Steve Kelley, Washington County Greg Robertson, City of Forest Grove Tina Bailey, City of Hillsboro Jean Senechal Biggs, City of Beaverton Todd Watkins, Washington County Jeff Gudman, City of Lake Oswego
Chair Rogers called the Washington County Coordinating Committee (WCCC) meeting to order at 12:01 p.m.
1. Visitors Comments None.
2. Introductions Stephen Roberts completed a roll call of members and attendees through the virtual Zoom platform.
155 N First Avenue, Suite 250, MS 16 Hillsboro, OR 97124-3072 phone: 503-846-4530 email: [email protected] Page 2 WCCC Meeting Summary June 15, 2020
3. Consideration of WCCC Minutes for May 18, 2020
Motion made to approve the minutes as presented; motion seconded. Vote: With all present members voting in favor, the motion passed unanimously.
4. MSTIP Opportunity Fund Overview Dyami Valentine and Erin Wardell, Washington County
Erin Wardell explained the purpose of the MSTIP Opportunity Fund overview was to remind all the Mayors about the fund and how it works in preparation for anticipated fund requests for upcoming grant applications. She introduced Dyami Valentine who reviewed the amount of funding available since 2012 when the fund was established and the guiding principles for awarding the funds.
Of the upcoming grant opportunities, it was noted that the deadline for submitting a letter of intent to submit a grant application for Safe Routes to School funding was today, June 15, 2020. Staff responded that several cities, including Tigard, Beaverton/Beaverton School District, Hillsboro and the County were intending to apply and the WCCC will see requests for MSTIP Opportunity Funds before the grant deadline of August 31, 2020.
5. MSTIP Opportunity Fund Request Erin Wardell, Washington County Julia Hajduk, City of Sherwood
Julia Hajduk summarized Sherwood’s request for $175,000 as a match for a $600,000 grant from the Federal Economic Development Administration for the engineering and design of Blake Street in the Tonquin Industrial Area.
Motion made to support the fund award; motion seconded. Vote: With all present members voting in favor, the motion passed unanimously.
6. TDT & TIF Expenditure Request Erin Wardell, Washington County Tina Bailey, City of Hillsboro
Erin Wardell presented Hillsboro’s request to expend funds from their Transportation Development Tax and Transportation Impact Fee for projects on Huffman Road, Jackson School Road and Hidden Creek Road. Erin confirmed that the projects were included on the TDT project list and eligible for TDT and TIF funding. There were no questions for Hillsboro staff.
Page 3 WCCC Meeting Summary June 15, 2020
Motion made to approve the TDT and TIF expenditures; motion seconded. Vote: With all present members voting in favor, the motion passed unanimously.
7. Bridge Seismic Resiliency Detour Priorities Information Todd Watkins, Washington County
Todd Watkins shared the draft results of a study conducted by Washington County, at the request of the Oregon Department of Transportation, to identify alternatives to the following state “lifeline routes” of I-5, Hwy 99W, US 26 and Hwy 217. Todd shared the identified alternative routes and improvements needed to address seismic vulnerabilities on the identified alternate routes. The preliminary cost estimate for seismic improvements on the alternate routes was nearly $40 million. However, the preliminary cost estimate to address seismic vulnerabilities on the state lifeline routes was more than $150 million. The County’s alternate route improvements cost estimate did not include Boone Bridge on I-5 over the Tualatin River, which is in Clackamas County.
During the discussion, Todd clarified that the results of the study of local detour routes are included in the regional update of Emergency Transportation Routes, led by Metro and the Regional Disaster Planning Organization (RDPO). Matt Freitag of ODOT clarified that the local alternate routes are intended to support temporary emergency relief needs only and would not be expected to meet the capacity of the state lifeline routes.
County staff offered to follow up on a question relating to the status of the Tualatin River Bridge on Boones Ferry Road between Durham and Tualatin.
8. HB 2001 Model Code Update Ethan Stuckmayer and Gordon Howard, Oregon Department of Land Conservation and Development
Staff from the Department of Land Conservation and Development (DLCD) provided an update on the ongoing work to implement the legislature’s direction in HB 2001 to allow middle housing in areas zoned for single family residential use. Staff described the status of the requirements to allow duplex housing in cities outside the Metro area and the requirements to allow duplex, triplex, quads and cottage clusters for cities within the Metro area. DLCD’s HB 2001 Rules Advisory Committee (RAC) is developing both a model code and a minimum compliance framework to give jurisdictions options. Staff described the differences between the two options.
Staff’s presentation also included an update on the provision to request an extension in meeting HB 2001 compliance deadlines through an Infrastructure Based Time Extension Page 4 WCCC Meeting Summary June 15, 2020
Request and the process to address housing needs and develop housing production strategies as required by HB 2003.
Discussion included questions and comments about how to determine reasonable parking standards in the model code for middle housing and the challenges of preparing infrastructure plans with the uncertainty of additional middle housing development.
9. MPAC Agenda Mayor Truax
The next meeting for MPAC is cancelled.
10. JPACT Agenda Mayor Doyle
The next meeting for JPACT is cancelled.
11. Other Business and Agency Updates
Chris Deffebach indicated that several cities and counties had signed on to a letter of support for the proposed Federal INVEST in America Act and that regional staff were submitting a memo with technical comments on the proposed provisions. Because the bill was introduced and moving quickly, there was not time to get review from JPACT per the usual approach for submitting comments from the region. Staff offered to bring more information about the proposed bill and its status when available.
There being no other business, Chair Rogers adjourned the meeting at 1:24p.m.
______Stephen Roberts, Secretary Washington County Coordinating Committee PG 06/15/2020 LAND USE & TRANSPORTATION MEMORANDUM Planning and Development Services
To: Washington County Coordinating Committee From: Erin Wardell, Principal Planner Date: August 6, 2020 Re: MSTIP Opportunity Fund Request – ODOT Safe Routes to School 2021-2022 Competitive Construction Grant Program
Action Consider and take action on the six proposals described below to serve as local match for the Oregon Department of Transportation’s (ODOT) Safe Routes to School (SRTS) Competitive Construction Grant Program for the 2021-2022 funding cycle. Summary of the requests are attached. The WCCC TAC, at its August 6 meeting, reviewed and subsequently recommended approving all six requests.
Request The project sponsors below are seeking MSTIP Opportunity Funds to use as match for the ODOT SRTS Competitive Construction Grant Program. Total potential commitment of MSTIP Opportunity Funds is $939,000. However, it is unlikely all projects will be awarded funds.
Sponsor(s) Project Total MSTIP Opp. Fund SRTS Request Project Cost Request City of Hillsboro 18th/Hyde Sidewalk Infill and $520,000 $104,000 $416,000 Intersection Improvement City of Hillsboro Connell Avenue Sidewalk Infill $270,000 $54,000 $216,000
City of Tigard Locust Street Sidewalk Infill and $1,200,000 $240,000 $960,000 Enhanced Crossing City of Tigard McDonald Street/Sattler Street $500,000 $100,000 $400,000 Sidewalk Infill, Enhanced Crossings and Traffic Calming Washington Scholls Ferry Road (North) Sidewalk $1,433,000 $286,000 $1,147,000 County Infill and Pedestrian Crossings Washington Scholls Ferry Road (South) Sidewalk $775,000 $155,000 $620,000 County Infill Totals $4,698,000 $939,000 $3,759,000
Opportunity Fund Usage To date a total of over $7.5 million in Opportunity Funds have leveraged over $43 million in state, federal and private dollars. One measure of the program’s success is that for every $1 in Opportunity Fund, WCCC members are capturing nearly $6 in private, state and federal funding. The current
Department of Land Use & Transportation • Planning and Development Services 155 N First Avenue, Suite 350, MS 12, Hillsboro, OR 97124-3072 phone: 503-846-4530 • www.co.washington.or.us/lut Page 2 MSTIP Opportunity Fund Request August 6, 2020
Opportunity Fund balance is approximately $5 million. There are two pending applications that could obligate an additional $2.2 million in MSTIP Opportunity Funds.
The following table summarizes the amount of MSTIP Opportunity Funds requested and awarded annually since 2012, excluding projects where jurisdictions removed candidates during the request process or ultimately did not submit a grant application after receiving WCCC approval to leverage Opportunity Funds. MSTIP Opportunity Funds Year Amount Requested Amount Awarded Success Rate (# of Projects) (# of Projects) (Funding/# of Projects) 2012 $2,285,000 (8) $368,000 (2) 16% / 25% 2013 $1,400,000 (4) $1,000,000 (2) 71% / 50% 2014 $3,091,000 (4) $1,591,000 (3) 51% / 75% 2015 $3,010,000 (6) $750,000 (3) 25% / 50% 2016 $2,521,125 (11) $1,480,125 (6) 59% / 55% 2017 $100,000 (2) $100,000 (2) 100% / 100% 2018 $1,330,800 (3) $1,240,000 (2) 93% / 67% 2019 $3,748,139 (11) $1,144,776 (8) 31% / 72% 2020* $2,175,000 (2) TBD N/A Total $19,486,064 (51) $7,673,901 (28) 44% / 57% *A MSTIP Opportunity Fund request in 2019 for the Basalt Creek Parkway project was used for two separate identical applications in 2019 and 2020. There are currently two pending grant applications in 2020.
MSTIP Opportunity Fund Guiding Principles The purpose of the MSTIP Opportunity Fund is to leverage federal, state and other funding opportunities as they arise. The Opportunity Fund is flexible and can be applied to a variety of different projects and activities, including (but not limited to) pedestrian, bicycle, transit and travel demand management projects. The Opportunity Fund is intended to be used as local minimum cash match. The Opportunity fund is not intended to be used for over-match or gap funding. Upon successful award of grant funds, the partner agency will initiate an IGA with Washington County for authorization to utilize MSTIP Opportunity funds. The MSTIP Opportunity Fund is available on a continual basis through Fiscal Year 2022-23.
The following are the Guiding Principles endorsed by the WCCC and approved by the Board: 1. Allocate no more than $1.5 million per year to keep funds available for future opportunities. 2. Consider opportunities to enhance and/or include innovative design with the intent of constructing a “signature” project. 3. Take into account the amount of local match when considering and soliciting projects. 4. Illustrate the project benefits to the countywide transportation system. 5. Improve transportation mobility. 6. Consider geographic equity.
Attachments Project Descriptions
To: WCCC Transportation Advisory Committee
From: Tina Bailey, Assistant Public Works Director
Date: June 30, 2020
Subject: Competitive Infrastructure Grant Match Funding Request – 18th/Hyde Sidewalk and Intersection Improvement Project
The City of Hillsboro is submitting this memo as a formal request to be considered as part of the Major Streets Transportation Improvement Program (MSTIP) Opportunity Funds. Hillsboro is requesting $104,000.00 to be used as the competitive match for the ODOT SRTS Competitive Infrastructure Grant to fund sidewalk and intersection improvements. If awarded this grant, the City will request $416,000 from ODOT to cover the remaining costs for project design and construction.
The proposed project is located near two schools, Eastwood Elementary and Poynter Middle School, and is located along school suggested walk paths. This project was identified due to the lack of sidewalks requiring children to walk in the roadway, sight distance concerns with roadway curves and around parked cars, poor street lighting, and the increased traffic during school arrival and departure times. Concerns regarding these conditions have been expressed by the community. This project will: • Install sidewalks on NE 18th Avenue between E Main Street and NE Lincoln Street, • Complete sidewalk gaps on NE Lincoln Street near 18th Avenue and on NE Hyde between 16th Avenue and 18th Avenues, • Construct curb ramps for the crosswalks at the NE 17th Avenue and 18th Avenue intersection and the 18th and Lincoln intersection.
The intent of these improvements is to improve safety and encourage more families to walk or roll to school by creating a continuous pedestrian network and reducing barriers for students.
Approval of these funds will allow the City of Hillsboro to move forward on this identified community need. In addition to benefiting our youngest commuters on their trip to school, this project would also improve safety and accessibility for the larger community. These improvements would create a pedestrian connection to community members using East Main Street to walk to Downtown Hillsboro or to access transit at the 12th and Washington Max Station and TriMet Bus 47 – Main/Evergreen to PCC Rock Creek.
MEMORANDUM
To: WCCC Transportation Advisory Committee
From: Tina Bailey, Assistant Public Works Director
Date: June 30, 2020
Subject: Competitive Infrastructure Grant Match Funding Request – NW Connell Avenue Sidewalk Project
The City of Hillsboro is submitting this memo as a formal request to be considered as part of the Major Streets Transportation Improvement Program (MSTIP) Opportunity Funds. Hillsboro is requesting $54,000 to be used as the competitive match for the ODOT SRTS Competitive Infrastructure Grant to infill sidewalk on the east side of NW Connell Avenue between NW Darnielle Street and NW Val Street. If awarded this grant, the City plans to use these funds for the grant match and will request $216,000 from ODOT to cover the remaining costs for project design and construction.
The proposed project will construct sidewalks, accessible ramps, and lighting improvements along the east side of NW Connell Avenue between NW Val Street and NW Darnielle Street. This area is within the McKinney Elementary School walk boundary. NW Connell Avenue is a collector roadway with narrow shoulders and minimal street lighting. It also serves as an alternate north-south route for commuters travelling into Downtown Hillsboro. This project would create a space that physically separates students from traffic, improves visibility, and provides a pedestrian connection to the Connell crossing at NW Darnielle Street which is staffed with a crossing guard.
The City of Hillsboro’s long-term goal is to install pedestrian facilities between NW Darnielle Street and NW Cory Street. This larger project would create a key pedestrian connection between Downtown Hillsboro and the neighborhoods west of Glencoe Road. Approval of these funds will allow the City of Hillsboro to move forward with this identified school community need while also constructing a portion of that larger project.
City of Tigard
Memorandum
To: Washington County Coordinating Committee
From: Tina Skiles, Safe Routes to School Coordinator, City of Tigard
Re: MSTIP Opportunity Fund Request, ODOT SRTS Competitive Infrastructure Grant
Date: July 22, 2020
Request The City of Tigard requests MSTIP Opportunity Funds to serve as a match for two ODOT 2021-22 Safe Routes to School (SRTS) Competitive Infrastructure grant applications for enhancing pedestrian safety near Metzger and Templeton elementary schools. The anticipated total cost for both grant projects is $1,700,000. The city is requesting $340,000 from MSTIP Opportunity Funds as a 20 percent match which could leverage up to $1.36 million in ODOT SRTS funds.
Metzger Elementary School Proposal Problem Statement: SW Locust, the collector street adjacent to Metzger Elementary, has sidewalk gaps across from the school and lacks marked/enhanced crosswalks at SW Lincoln, which is the only vehicle route to the school driveways. Project Description: The project will install an enhanced pedestrian crossing (marked crosswalk, ADA-compliant curb ramps, and RRFB) at SW Locust and Lincoln and install approximately 1,500 feet of curb and sidewalk within the existing ROW on the north side of Locust west of Hall. Total Project Cost Estimate: $1,200,000 Match: 20% MSTIP Request: $240,000
Templeton Elementary School Proposal Problem Statement: SW McDonald (an arterial) and SW Sattler, two parallel streets near the combined campus of Templeton and Twality schools, are challenging for students to cross due to speed, traffic, visibility, and incomplete pedestrian infrastructure. Project Description: The project will install approximately 300 feet of sidewalk and will build enhanced pedestrian crossings with ADA-compliant curb ramps and RRFB’s at two intersections: SW McDonald and Omara/98th; and SW Sattler and 96th. Intersection geometry at McDonald and Omara/98th will be adjusted to improve visibility and reduce crossing distances. Total Project Cost: $500,000 Match: 20% MSTIP Request: $100,000
Thank you for your consideration,
Tina Skiles
Enclosures: Project Location Maps (four pages)
1 Metzger Maps (2 pages)
2 Metzger project area shown in red. Sidewalk infill on north side of Locust St. and enhanced crossing at Lincoln Street. The blue line is boundary for City of Tigard/unincorporated Washington County.
3 Templeton Maps (2 pages)
4 Templeton’s two project locations circled in red McDonald St crossing at Omara/98th
Improved pedestrian crossing at 96th and sidewalk infill on north side of Sattler
5 LAND USE & TRANSPORTATION MEMORANDUM Engineering, Traffic and Survey
To: WCCC Transportation Advisory Committee From: Shelley Oylear, Bicycle and Pedestrian Coordinator Date: July 15, 2020 Subject: MSTIP Opportunity Fund Request for Safe Routes to School Construction Grant
Washington County Department of Land Use and Transportation is requesting approval of $441,000 in Major Streets Transportation Improvement Program (MSTIP) Opportunity Funds to be used as a competitive match for Oregon Department of Transportation (ODOT) Safe Routes to School (SRTS) Competitive Construction Grant.
In the spring of 2017, House Bill 2017 passed in the Oregon State Legislature, dedicating $10 million dollars annually for Safe Routes to School infrastructure, increasing to $15 million annually in 2023. The funds are distributed on a two-year cycle, with the current 2021-2022 grant cycle allocating approximately $26 million dollars. The purpose of the funding is to build projects within one-mile radius of schools to make it safer and easier for students to walk and bike to school. Grant proposals require a 40% cash match unless the project meet the population, equity, or safety criteria for the reduced match of 20%.
Based on the Washington County School Access Improvement Study, and discussions with the Beaverton School District, the following projects are proposed for grant application and meet the criteria for the reduced 20% matching funds:
• Scholls Ferry Road (North) - Fill sidewalks gaps and add pedestrian crossings between Laurelwood Avenue and Stephen Lane; estimated cost $1.43 million; required match $286,000. • Scholls Ferry Road (South) - Fill sidewalk gaps from Hall Blvd to Whitford Lane; estimated cost $775,000; required match $155,000.
Attachment: Project maps.
Department of Land Use & Transportation • Engineering, Traffic and Survey 1400 SW Walnut Street, MS 17, Hillsboro, OR 97123 phone: 503-846-7950 • www.co.washington.or.us/lut K:\Workgroups\GISEngineering\Traffic\Maps\Vicinity\Vicinity_maps.aprx
SSWW SW NEWTON PL
BROADM S W 7 5 T H A V E
OORTER S W 7 5 T H A V E
VE VE
THA THA 8 8
SW7 SWSW MAPLEMAPLE DRDR SW7
?¡. SW BEAVERTON HILLSDALE HWY
APPLEWAY Currently funded crossing SWAP improvements and beacon S W S C H O L L S F E R R Y R D
Fill SS Sidewalk WWSTEPHHEENLLNN Gaps Raleigh Fill Scholls Park Sidewalk Raleigh Hills Gaps N Elementary School LN OD OGWO D
W
W
S W LA U R E L W O O D A V E
S W LA U R E L W O O D A V E S
S Fill Sidewalk Gaps
Add School ZoneSWSW NORTHVALE NORTHVALECrosswalk WAYWAY S W R ID G E M O N T S T Fill Sidewalk SWWESTGATEWAYY Gaps SWWESTGATEW S W M O N T C L A IR D R T SS T WW C C MM
LL
LL A
E E YY
SW NICOL RD RD NICOL NICOL SW SW FIEFIELDD ID
ID PPLL
R R
ERER
M M
SW SW
Intersection ADA S W W ILLO W M E R E D R Improvements
0 500 Feet ZN SW Scholls Ferry Rd (North)
Sidewalk Gap and School Pedestrian Crossing Project Department of Land Use & Transportation Engineering and Construction Services Map date: 8/5/2020 OUTLOOK LN
ALVORD LN K:\Workgroups\GISEngineering\Traffic\Maps\Vicinity\Vicinity_maps.aprx
DR
DR
E E Harman
E V E V A D Swim D E 02N E 10 V EBRA
A EBRA W A Center S T I . S T SWBONN Ô? 01S 1
W W
S
S RD Y McKay RR Camile Park Elementary School LLSFE
SCHO
SW SWSW MARJORIEMARJORIE LNLN Existing School Crossing
SWSW WHITFORDWHITFORD LNLN Ú?. Whitford SWEASWEA GG Middle LLEELNN School SWSW EEAGAG LLECT
SWSW CRYSTALCRYSTAL STST
Existing School
S W 103R D A V E Crossing
S W 103R D A V E
SWCRESWCRESTWOSTWOODCT
SW HOMESTEAD LN Fill Sidewalk Gaps SWHA LLBLVDLBLVD SWW CASCAS CADCAD EAEA VVEE
0 500 Feet ZN
SW Scholls Ferry Rd (South)
Sidewalk Gap Project Department of Land Use & Transportation Engineering and Construction Services Map date: 8/5/2020 I-205 Toll Project Raising Revenue and Managing Congestion
We have a growing congestion problem on I-205
As the risks of COVID-19 are reduced, traffic congestion is expected to return. More cars driving in and through the Portland metro area makes our days more challenging and costs us time and money. In fact, congestion is estimated to cost our region about $2 million per day.
Working on a solution In 2017, the Oregon Legislature passed House Bill 2017, known as “Keep Oregon Moving.” This Image: Congestion on I-205 in Clackamas County. bill committed hundreds of millions of dollars in projects to address our congestion problem other transportation choices, and address the and improve the transportation system in the potential of tolling diverting additional traffic to region and statewide. The legislation also led the local streets. Oregon Transportation Commission to pursue and implement tolling on I-5 and I-205 in the Portland Have your say! metro area to help manage traffic congestion. A 45-day public comment period occurs Aug. 3 A 2018 feasibility analysis, which included both through Sept. 16, 2020. During this time, we will technical analysis and public input, determined host activities where you can ask questions, offer that tolling could help raise revenue and manage feedback, and learn about the project, including: congestion on I-5 and I-205. • Alternatives under study Listening to the community • How modern tolling systems work Feedback from the community in 2018 was nearly • The program’s approach to equity unanimous across demographics: There is a You’re invited to participate: congestion problem, it is having a negative impact on quality of life, and it is getting worse. • View and comment openhouse.oregondot.org/i205toll Public discussions revealed three consistent themes with tolling: avoid negatively affecting • Join a webinar: Aug. 12, Aug. 18 or Aug. 20 low-income communities, improve transit and Visit OregonTolling.org to learn more.
www.OregonTolling.org Updated: 07/24/20 How can tolls help manage We examined several concepts for how tolling congestion? could be managed on I-205. We then developed five initial alternatives and scored each of By charging higher tolls when more people want them using screening criteria. Alternative 3 to travel, some drivers will adjust their travel and and Alternative 4 are recommended to move free up highway space for those who need it most. forward for further study, along with a “no toll” Even a small shift in the total number of drivers alternative. makes travel more efficient.
Drivers will not stop to pay a toll. A transponder, a small sticker placed on the windshield, is read and connected to a pre-paid account. If a vehicle doesn’t have a transponder, a camera captures the car’s license plate, and the registered owner is billed. This keeps traffic flowing.
Tolling on I-205 We are studying options with a variable rate toll Image: Congestion on I-205 in Clackamas County. on all lanes of I-205 on or near the Abernethy Bridge between Stafford Road and OR 213. Tolls While both alternatives would result in some could both raise revenue for planned seismic vehicles avoiding tolls and traffic rerouting upgrades and transportation improvements and to local streets, these effects are expected to manage congestion. be distributed along the I-205 corridor more evenly so no single area would receive a bigger impact. Also, both alternatives can be scaled to manage congestion on other regional roads and would provide a lower toll to local access users compared to other alternatives.
Leading with equity We’re collaborating with community partners to develop equitable solutions for historically and Image: Example of a transponder that drivers use in Washington state’s modern tolling system. currently underrepresented and underserved communities by: We are conducting the federally required • Convening a group of leaders in equity to environmental review process for the I-205 Toll advise the project team Project to examine different alternatives to address identified problems, needs and goals. • Drafting an equity framework to guide project decisions and engagement The exact location and configuration of tolls is under study now. • Coordinating with community engagement liaisons to reach and hear from underserved and underrepresented communities
• Convening an Equity and Mobility Advisory Committee 2 Initial Alternatives
What is... ?
Transportation demand Diversion A toll gantry The number of people who Changes in travel that result A structure over a roadway with want to travel to participate in less traffic volume on I-205, equipment to take pictures in activities, given the including rerouting to local of license plates and capture transportation options available streets and shifts to transit, location data of transponders (including considerations of carpooling or leaving at a connected to toll accounts. travel time, reliability, cost different time of day. and access.)
Key Much Worse Worse Average Better Much Better compared to other compared to other compared to other compared to other compared to other alternatives alternatives alternatives alternatives alternatives
AlternativeAlternative 11 TollToll onon AbernethyAbernethy BridgeBridge (Concept(Concept fromE from feasbility feasibility analysis) analysis)
• Simple to understand and implement • Limited ability to manage traffic demand • Concentrated diversion through Oregon City from I-205 Transportation I-205 Traffic Diversion Effects Cost and Revenue Implementation Demand and Operations
3 www.OregonTolling.org Alternative 2 Toll on Abernethy Bridge with tolling gantries off bridge
• Refinement of Alternative 1 • Designed to limit diversion of through trips on I-205 onto local streets Transportation I-205 Traffic Diversion Effects Cost and Revenue Implementation Demand and Operations
Alternative 3 Individually toll multiple bridges to be rebuilt
• Tolls on reconstructed bridges over Tualatin River and Willamette River • Split toll amount between two locations • Through trip pays more than local access trips Transportation I-205 Traffic Diversion Effects Cost and Revenue Implementation Demand and Operations
4 Alternative 4 Segement-based tolls - Stafford Road to OR 213
• Toll split across four segments: amount paid depends on number of segments travelled • Most flexible for traffic operations management • More complex pricing structure for users Transportation I-205 Traffic Diversion Effects Cost and Revenue Implementation Demand and Operations
Alternative 5 Single zone toll - Stafford Road to OR 213
• One toll rate for all trips entering toll zone • Through trips pay the same as local access trips • More complex implementation because of the multiple toll points Transportation I-205 Traffic Diversion Effects Cost and Revenue Implementation Demand and Operations
5 www.OregonTolling.org Where are we today?
Stay involved
Questions and comments can be submitted at any time to the project team at: Web: www.OregonTolling.org Email: [email protected]. Phone: 503-837-3536
Image: Community members participating in an open house during the Value Pricing Feasibility Analysis in 2018.
Si desea obtener información sobre este proyecto traducida al español, sírvase llamar al 503-731-4128.
Nếu quý vị muốn thông tin về dự án này được dịch sang tiếng Việt, xin gọi 503-731-4128.
Если вы хотите чтобы информация об этом проекте была переведена на русский язык, пожалуйста, звоните по телефону 503-731-4128.
如果您想瞭解這個項目，我們有提供繁體中文翻譯，請致電：503-731-4128。
如果您想了解这个项目，我们有提供简体中文翻译，请致电：503-731-4128。
For Americans with Disabilities Act or Civil Rights Title VI accommodations, translation/interpretation services, or more information call 503-731-4128, TTY (800) 735-2900 or Oregon Relay Service 7-1-1.
The information in this document, and the public and agency input received, may be adopted or incorporated by reference into a future environmental review process to meet the requirements of the National Environmental Policy Act.
www.OregonTolling.org Summer 2020 DRAFT Executive Summary
Date July 7, 2020 To Lucinda Broussard, Oregon Toll Program Director From I-205 Toll Project Consultant Team Subject Executive Summary: Comparison of I-205 Screening Alternatives Technical Report CC Chi Mai, ODOT R1 Major Projects Alex Bettinardi, ODOT Transportation Planning and Analysis Unit
PURPOSE This report summarizes the recommendations for alternatives to carry into the National Environmental Policy Act (NEPA) analysis for the I-205 Toll Project and highlights key findings supporting those recommendations. OVERVIEW Table 1 summarizes the overall assessment of screening alternatives based on evaluation categories. Alternatives 3 and 4 are the initial alternatives recommended for advancement to the NEPA process.
Table 1: Overall Assessment of Alternatives by Evaluation Category Evaluation Category Alt 1 & Alt 2 Alt 3 Alt 4 Alt 5 Transportation System Demand ◔ ◑ ◑ ◕ I-205 Traffic ◑ ◑ ◔ ◕
Diversion Effects ◑ ◑ ◑ ◑ Cost and Revenue ◔ ◕ ● ◑ Implementation and Operations ◑ ● ◕ ○ Recommendation Advance for Advance for Do Not Advance Do Not Advance Further Evaluation Further Evaluation
Substantially worse Worse outcomes Average or typical Better outcomes Substantially better outcomes than than other outcomes among than other outcomes than other alternatives alternatives alternatives alternatives other alternatives ○ ◔ ◑ ◕ ●
I-205 Toll Project | Page 1
WSP evaluated five alternatives for tolling I-205 between the Stafford Road and OR 213 interchanges. These alternatives constitute geographic location options where tolls will be charged (toll gantries) and different structure for assessing tolls (e.g., single point, segment- based, and zonal).
Table presents the list of screening alternatives, the rationale behind their development, and a brief assessment of each.
Table 2: I-205 Screening Alternatives Under Consideration for Further Evaluation Alt. Description Development Rationale Assessment Recommendation 1 Abernethy Bridge Toll Recommendation of the Manages demand on I-205 Not (Concept E from the Value Pricing Feasibility around the Abernethy Bridge recommended for 2018 Value Pricing Analysis, simple to but results in significant traffic further evaluation Feasibility Analysis) implement increases near the Arch Bridge and in downtown Oregon City 2* Abernethy Bridge Toll Modification of Alternative Manages demand on I-205 Not with Off-Bridge Gantries 1 to limit rerouting in around the Abernethy Bridge recommended for downtown Oregon City but results in significant traffic further evaluation increases near the Arch Bridge and in downtown Oregon City 3 Bridge Tolls - Abernethy Tolling a second bridge Manages demand on I-205 at Recommended Bridge and Tualatin reduces the cost of the Abernethy Bridge and for further River Bridge crossing the Abernethy between Stafford Road and evaluation Bridge, which reduces the 10th Street, traffic increases incentive for some trips to on nearby routes are less take alternative toll-free concentrated routes 4 Segment-Based Tolls - Tolling multiple roadway Manages demand on I-205 Recommended Between Stafford Road segments lowers the between Stafford Road and for further and OR 213 average toll cost and OR 213 without resulting in evaluation reduces the incentive for concentrated traffic increases, some trips to take offers significant flexibility to alternative toll-free routes limit rerouting and manage traffic operations 5 Single-Zone Toll – Single toll rate applied for Manages demand on I-205 Not Between Stafford Road any travel within the tolled between Stafford Road and recommended for and OR 213 area, intended to reduce OR 213, results in traffic further evaluation the incentive for regional increases on the edges of the trips to use alternative toll zone, limited ability to toll-free routes better manage demand and scale the system to the region *Note: Alternative 1 and Alternative 2 perform the same in all model-based performance measures, as the regional travel demand model does not provide significant differentiation between these alternatives.
All the alternatives considered could provide a tolling system on I-205 that would both manage congestion and raise revenue. However, there are tradeoffs among the alternatives, and no single alternative scores the best on all criteria. In general, alternatives were evaluated based on their ability to manage demand on I-205 and limit rerouting to nearby roadways (taking
I-205 Toll Project | Page 2
different roads to avoid the toll) while generating similar levels of revenue to fund congestion relief projects.
The screening analysis is focused on evaluating five potential configurations for the I-205 Toll Project. The analysis compares the alternatives against one another considering key evaluation criteria and performance measures. The technical analysis is the basis for recommending which alternatives be advanced for further study in the NEPA process. In the NEPA analysis, the technical analysis tools and models are expected to be refined to better assess local impacts and a wider range of performance measures.
Initial Screening Criteria Alternatives were assessed in five evaluation categories with 12 qualitative and quantitative performance measures. Alternatives were assessed relative to one another on these performance measures, with quantitative measures based on results from the Metro regional travel demand model. General performance of each alternative in these categories was summarized in Table 1, while Table 3 provides additional detail by performance measure.
The criteria and their associated performance measures are as follows:
Transportation System Demand – Assesses the extent to which tolling affects vehicle travel by estimating the impact of each alternative on total vehicle miles travelled (VMT) and vehicle hours of travel (VHT) in the regional transportation system. The alternatives generally shift vehicle demand away from freeways to non-freeways but result in an overall decrease in demand on the regional system. I-205 Traffic – Assesses the extent to which tolling changes the volume of vehicles using I- 205 by estimating the change in vehicular throughput between Stafford Road and OR 213. Tolling is expected to decrease daily vehicle volume and improve traffic flow on I-205. Diversion Effects – Assesses the extent to which drivers avoid the toll by either switching their travel mode or switching their route. Modal switch is assessed in terms of trips shifted from single-occupancy vehicles (SOV) to high-occupancy vehicles (HOV), transit, and active modes like biking or walking. Rerouting is assessed by changes in travel volume on various regional roadways and facilities and communities near the alternatives. While shifts in mode are generally small and consistent across all alternatives, the location of rerouting effects can vary substantially between alternatives. Cost and Revenue – Assesses the net revenue potential after accounting for operations and maintenance costs, and capital costs. Alternatives are assessed relative to one another with values, indexed to Alternative 1 as it represents the original recommendation from the Value Pricing Feasibility Analysis. All alternatives were developed with the intention of generating similar net revenues. Implementation Criteria – Assesses various issues associated with implementation of tolling including difficulty of implementation, scalability to a regional tolling system, flexibility for managing traffic operations, and eligibility under federal tolling authorization
I-205 Toll Project | Page 3
programs. Unlike the other evaluation criteria and performance measures, this assessment was qualitative in nature.
Table 1: Assessment of Alternatives by Performance Measure Evaluation Performance Measure Alt 1 & ALT Alt 3 Alt 4 Alt 5 Category Assessment 2
Transportation Reduce VMT on freeways and non- System Demand freeways ◑ ◑ ◑ ◑ Reduce VHT on freeways and non- freeways. ◔ ◑ ◑ ◕ I-205 Traffic Higher vehicle throughput on I-205 segments between Stafford Road and OR 213 ◑ ◑ ◔ ◕ Diversion Effects Person-trips shifting away from SOV travel to other modes (e.g., HOV, transit, active) ◑ ◑ ◑ ◑ Limit increased traffic due to rerouting on non-tolled regional roads ◑ ◑ ◑ ◕ Limit increased traffic due to rerouting on local and adjacent roadways ◔ ◑ ◑ ◑ Cost and Revenue Higher net toll revenue (adjusted gross toll revenue collected less ◔ operations and maintenance costs) ◕ ● ◑ Lower capital costs for physical toll infrastructure and procuring toll ◕ vendor services ◑ ◔ ◑ Implementation Difficulty of implementation and Operations ◕ ◕ ◑ ◑ Flexibility for managing traffic operations ◔ ◕ ● ◑ Scalability to a future regional tolling system ◑ ◕ ● ○ Eligibility under federal tolling authorization programs ◕ ◕ ◑ ◑
Substantially worse Worse outcomes Average or typical Better outcomes Substantially better outcomes than than other outcomes among than other outcomes than other alternatives alternatives alternatives alternatives other alternatives ○ ◔ ◑ ◕ ●
I-205 Toll Project | Page 4
Recommendations Federal tolling authority is provided under Title 23, Section 129 of the U.S. Code, and projects that are eligible under this code provide greater certainty of implementation because no further approvals are required. Alternatives 1, 2, and 3 are likely eligible under Section 129. It is possible that neither Alternative 4 nor 5 would be eligible under Section 129 and that federal tolling authority would instead be required under the Value Pricing Pilot Program (VPPP). The VPPP allows for a wider range of configurations but requires discretionary approval of the U.S. Secretary of Transportation and entails a significant amount of uncertainty regarding when approval can be expected. Advancing at least one alternative that is eligible under Section 129 federal tolling authority is recommended.
Alternative 3 and Alternative 4 are recommended for advancement. Both effectively manage traffic on I-205 while generating revenue. While these alternatives do result in rerouting from vehicles avoiding the toll, the rerouted traffic would be distributed along the I-205 corridor so that no one particular facility or community receives the full impact. Because it has more tolled segments, Alternative 4 offers added flexibility in terms of using variable toll rates to manage traffic on I-205 while limiting rerouting effects. Both alternatives can be readily scaled to other regional facilities.
Alternatives 1 and 2 are not recommended. Both would result in significant traffic increases in Downtown Oregon City, on the Oregon City Arch Bridge, and near the OR 43 interchange with I-205 as a result of traffic rerouting to avoid a toll. Furthermore, these alternatives would be less effective at managing traffic along I-205 beyond the Abernethy Bridge.
Alternative 5 is not recommended. While the single-zone toll approach of this alternative would be effective at limiting rerouting of through trips on I-205, it would not be as effective at managing traffic patterns for trips entering and exiting I-205 near the tolled zone and would potentially result in concentrated rerouting effects. Because there would be one toll rate for all trips regardless of distance travelled, the alternative would have limited flexibility to manage traffic operations and would be difficult to scale to other facilities in the region as currently structured.
Limitations The initial recommendations above are intended for ODOT consideration. To date, the technical evaluation and recommendations have not been reviewed by technical working groups or agency stakeholders.
The technical analysis is focused on comparison of the alternatives against one another using a limited set of evaluation criteria that do not fully assess the potential impacts the I-205 Toll Project. Full consideration of environmental and social impacts will be assessed in the NEPA analysis.
I-205 Toll Project | Page 5
The analysis relies heavily on outputs from the Metro regional travel demand model for 2027 scenarios. The technical analysis tools, models, and assumptions are expected to be refined to better assess local impacts and a wider range of performance measure in the NEPA analysis.
I-205 Toll Project | Page 6 MEMORANDUM
Date July 15, 2020 To Lucinda Broussard From Sine Madden, Jennifer Rabby, and Environmental Discipline Leads Subject Evaluation Performance Measures for Reporting Impacts in the NEPA Analysis – DRAFT CC
The purpose of this memo is to communicate to our Agency Partners and others the performance measures that will be used in the comprehensive analysis of impacts that will be evaluated in the NEPA analysis for the I-205 Toll Project. The tables below provide a preliminary list of the performance measures planned to be evaluated as part of the I-205 Toll Project’s NEPA analysis. The performance measures will be used to compare and disclose the impacts and benefits of the different alternatives studied in the NEPA document. Some performance measures will be reported quantitatively, while others will be qualitative.
Some of the performance measures inform the Project goals and objectives; however, there are numerous additional performance measures that will be reported on as part of the analysis. Table 1 identifies the performance measures that relate to the goals and objectives and Table 2 identifies the additional performance measures. Both tables identify which environmental discipline will analyze and report on each performance measure.
Table 1: Goals, Objectives, and Performance Measures Goal Objective Performance Measure(s) Environmental Discipline(s) Provide equitable Acknowledge and consider Identify environmental justice Environmental benefits for all users populations who use or live near the populations and historically Justice segment of I-205 between Stafford and currently Road and OR 213 and have been underrepresented and historically and currently underserved communities underserved and underrepresented located near roadways or negatively impacted by affected by vehicle rerouting transportation projects Engage people from historically and Documented engagement of Environmental currently underserved and people from historically and Justice underrepresented communities to currently underserved and participate throughout the project underrepresented design, development, communities implementation, monitoring, and evaluation processes
I-205 Toll Project | Page 1 DRAFT Memo: Performance Measures for Reporting Impacts in the NEPA Analysis July 15, 2020
Goal Objective Performance Measure(s) Environmental Discipline(s) Maximize benefits and minimize Disproportionate impacts from Environmental burdens to historically and currently negative rerouting to Justice underserved and underrepresented environmental justice communities populations and historically and currently underrepresented and underserved communities Change in vehicle operating Economics costs in the Portland metro area Change in travel costs as a Environmental percentage of household Justice income Economics Provide equitable and reliable Vehicle travel time savings Transportation access to job centers and other based on geographic area Social Resources important community places, such & Communities as grocery stores, schools, and gathering places Economics Environmental Justice Change in access to jobs: Transportation share of regional jobs Social Resources accessible within 30-minute & Communities drive Economics Environmental Justice Change in access to Social Resources community resources located & Communities near roadways affected by Environmental vehicle rerouting Justice Support equitable and reliable Change in access to health Social Resources access to health promoting activities promoting activities and health & Communities (e.g. parks, trails, recreation areas) care facilities within 30-minute Environmental and health care facilities drive Justice Parks/ Recreation/ Section 4(f)/6(f) Limit additional Design toll system to limit rerouting Change in level of rerouting Transportation traffic diversion from tolling Change in average weekday Transportation from I-205 to daily traffic on selected major roadways
I-205 Toll Project | Page 2 DRAFT Memo: Performance Measures for Reporting Impacts in the NEPA Analysis July 15, 2020
Goal Objective Performance Measure(s) Environmental Discipline(s) adjacent roads and Design toll system to minimize Change in number of sensitive Noise neighborhoods additional noise impacts from traffic noise receptors experiencing rerouting an increase in noise levels Support safe travel Enhance vehicle safety on I-205 by Change in roadway safety Transportation regardless of mode reducing congested conditions conditions (i.e., expected of transportation Ensure multi-modal travel (e.g. change in crashes) transit, walk, bike) does not become less safe on local roadways affected by tolling on I-205 Improve air quality Reduce vehicle air pollutants and Change in regional vehicle Air/Energy and and reduce greenhouse gas emissions through emissions (e.g. Mobile Source Greenhouse contributions to improved travel efficiency Air Toxics (MSATs) emissions) Gases (GHG) climate change Reduce localized air pollutants Economics effects through reduced congestion and improved travel efficiency, particularly in community areas where pollutants are concentrated Support multi-modal Support shifts to higher occupancy Change in regional person Transportation transportation vehicles (including carpooling) and trips by mode choices other modes of transportation (transit, walk, bike, telework) Collaborate with transit providers to Adequacy of transit service on Transportation enhance availability and access to roadways adjacent to I-205 (Transit/ transit service in underserved and between Stafford Road and Multimodal) underrepresented areas along the OR 213 tolled segment of the I-205 corridor Change in transit ridership on Transportation roadways adjacent to I-205 (Transit/ between Stafford Road and Multimodal) OR 213 Availability of bicycle Transportation infrastructure on roadways (Transit/ adjacent to I-205 between Multimodal) Stafford Road and OR 213 Availability of pedestrian Transportation infrastructure on roadways Economics adjacent to I-205 between Stafford Road and OR 213 Change to transit travel time Transportation on roadways adjacent to I-205 (Transit/ between Stafford Road and Multimodal) OR 213 Support regional Provide for reliable and efficient Change in vehicle throughput Transportation economic growth movement of goods and people on I-205 between Stafford through the I-205 corridor Road and OR 213
I-205 Toll Project | Page 3 DRAFT Memo: Performance Measures for Reporting Impacts in the NEPA Analysis July 15, 2020
Goal Objective Performance Measure(s) Environmental Discipline(s) Change in person and freight Transportation truck throughput on I-205 between Stafford Road and OR 213 Value of travel time savings: Transportation overall and for environmental Environmental justice communities Justice Support travel Design toll system to improve Change in vehicle miles Transportation demand efficient use of roadway traveled (VMT) in the study management infrastructure and improve travel area, for freeway and reliability non-freeway travel Change in regional person Transportation trips by mode Change in peak period vehicle Transportation trips in the study area Maximize Design a toll system that can be Potential to expand the toll Transportation integration with expanded in scale, integrated with system to other regional future toll systems tolling on other roadways, or roadways based on expert adapted to future toll system judgement applications Maximize Design a toll system that is Potential to integrate the toll Transportation interoperability with interoperable with other system with other other transportation transportation systems (e.g. transit, transportation systems systems parking, Road User Charge (RUC) (transit, parking, RUC, etc.) OReGO Program, etc.) in the region
Table 2. Other Performance Measures that Will Be Evaluated Performance Measure(s) Environmental Disciplines(s) Impacts from (current or new) traffic diversion on identified business Economics concentrations in the study area Changes in economic conditions (employment, labor income, economic activity) Economics from project construction Changes in economic conditions (employment, labor income, economic activity) Economics from collection and use of toll revenue Change in reliability, travel times, and travel costs for freight users Economics Monetary value of changes in travel time, VMT, safety, emissions, noise Economics Number of contaminated sites (low, medium, and high risk) disturbed by project Hazardous Materials constructed Number, type, and location of historic properties (including archaeological sites) Historic/Archeologic directly impacted by the project
I-205 Toll Project | Page 4 DRAFT Memo: Performance Measures for Reporting Impacts in the NEPA Analysis July 15, 2020
Number, type, and location of historic properties (including archaeological sites) Historic/Archeologic indirectly impacted by the project Land area by type (vacant, open space, right-of-way) converted (temporary and Land Use permanent) from non-transportation uses to transportation improvements Change in land use character and potential for changes to future development Land Use patterns as a result of the Project Utilities Change in access (temporary and permanent) as a result of the Project Land Use Number of sensitive noise receptors experiencing noise levels that reach the ODOT Noise Noise Abatement Approach Criteria Number of sensitive noise receptors experiencing noise levels that reach the ODOT Noise Substantial Increase (10 dBA over existing noise levels) Anticipated construction noise levels and duration of construction noise at Noise sensitive noise receptors Distance of noise impact contour from future project alignment to undeveloped Noise properties Change in quality of life and community cohesion Social Resources & Communities Area of ground disturbance for project construction Soils & Geology Physical changes to park and recreation resources Parks/Recreation/ Section 4(f)/6(f) Changes to access to park and recreation resources located near roadways Parks/Recreation/ affected by vehicle rerouting Section 4(f)/6(f) Change in average weekday daily traffic volume on selected major roadways Transportation Change in intersection volume-to-capacity (v/c) ratios, level of service (LOS), delay Transportation and queuing Changes in vehicle queuing and LOS on I-205 between Stafford Road and OR 213 Transportation Change in travel time reliability and hours of congestion on I-205 between Stafford Transportation Road and OR 213 Change in regional vehicle hours traveled (VHT) for freeway and non-freeway travel Transportation Gross toll revenue (less estimated revenue leakage in 2027) Transportation Relative effort associated with implementation Transportation Ability to react to differing traffic conditions in the Project vicinity Transportation Eligibility under current federal tolling authority Transportation Adjusted gross toll revenue collected less toll O&M costs and highway O&M costs Transportation Capital costs associated with implementing the physical toll infrastructure and Transportation procuring toll vendor services Costs associated with physical tolling infrastructure including (but not limited to): Transportation gantries, equipment cabinets, cameras, fixed signage, dynamic message signs, and telecommunications infrastructure as well as procurement of vendor services and vendor transition on a periodic basis
I-205 Toll Project | Page 5 DRAFT Memo: Performance Measures for Reporting Impacts in the NEPA Analysis July 15, 2020
Cost associated with toll collections including (but not limited to): banking fees for Transportation credit card transactions, toll equipment maintenance, back-office systems support, customer service center operations, ODOT and consultant staffing, and administrative costs Simplified multimodal level of service (MMLOS) for bicyclists on select roadways Transportation (Transit/ within the study area Multimodal) Simplified MMLOS for pedestrians on select roadways within the study area Transportation (Transit/ Multimodal) Simplified MMLOS for transit users on select roadways within the study area Transportation (Transit/ Multimodal) Utility relocations required due to Project construction Utilities Temporary disruptions to existing electrical and communication services during Utilities construction when new utility connections for the tolling equipment are established New utility lines/connections (electrical and communications) required to operate Utilities tolling equipment Acres of vegetation (habitat) disturbed Vegetation, Wildlife, and Aquatic Species Change in visual quality resulting from installation of toll gantries Visual Acres of wetlands/waters disturbed Wetlands and Water Resources
I-205 Toll Project | Page 6 PURPOSE AND NEED STATEMENT
Draft 7/15/2020 INTRODUCTION In 2016, the Governor’s Transportation Vision Panel held a series of regional forums across the state to better understand how the transportation system affects local economies. The negative effect of congestion in the Portland metro area was consistently identified as one of three key themes across Oregon. Congestion in the Portland metropolitan region affects commuters and businesses, as well as producers who move their products across the state.
In response to the input from stakeholders across the state, House Bill (HB) 2017 Section 120 directed the Oregon Transportation Commission (OTC) to seek approval from the Federal Highway Administration (FHWA) to develop a congestion relief fund and implement tolling (also referred to as value pricing or congestion pricing) on the Interstate 5 (I-5) and Interstate 205 (I-205) corridors to reduce traffic congestion in the Portland metro area.
In 2018, the OTC and the Oregon Department of Transportation (ODOT) conducted the Portland Metro Area Value Pricing Feasibility Analysis to study how and where congestion pricing could be applied. Substantial public input and a Policy Advisory Committee informed the final recommendations. For I-205, the Policy Advisory Committee recommended implementing tolls on all lanes of I-205 on or near the Abernethy Bridge as a potential funding strategy and for congestion management. In December of 2018, the OTC submitted a proposal to the Federal Highway Administration outlining the findings of the feasibility analysis and seeking approval to continue the process of implementing tolls on I-5 and I-205 (ODOT 2018a). In January 2019, FHWA provided guidance to move into the next phase of evaluation and study (FHWA 2019). PURPOSE The purpose of the I-205 Toll Project is to manage congestion on I-205 between Stafford Road and Oregon Route 213 (OR 213) and raise revenue to fund congestion relief projects through the application of variable-rate tolls.1 NEED FOR THE PROPOSED ACTION
Traffic congestion results in unreliable travel A 3.3 percent population increase in the Portland metro area from 2015 to 2017 and strong economic growth during these years resulted in a 20.1 percent increase in vehicle hours of delay
1 Variable-rate tolls are user fees that vary in amount based on certain conditions (e.g. time of day, day of the week, direction of travel). Variable-rate tolls can occur on a fixed schedule that is known to travelers.
I-205 Toll Project | Page 1 Draft Purpose and Need Statement 7/15/2020 and 13.4 percent increase in hours of congestion on the highway and regional corridor system. Daily vehicle hours of delay for I-205 increased by 25 percent in each direction from 2015 to 2017, indicating that the extent and duration of congestion in the corridor continues to increase and that travel continues to become less and less reliable (ODOT 2018b).
In 2018 more than 100,000 vehicles used the section of I-205 between Stafford Road and OR 213 each day (ODOT 2019). Northbound I-205 from I-5 to the Abernethy Bridge has been identified as one of the region’s top recurring bottlenecks during the evening commute. In 2017 this section of I-205 experienced 3.5 hours of congestion in the evening, from 2:45 p.m. to 6:15 p.m. Southbound I-205 from OR 212 to the Abernethy Bridge experienced over 3 hours of congestion in the morning from 6:00 a.m. to 9:15 a.m. (ODOT 2018b). In total, the section of I-205 between Stafford Road and OR 213 experienced approximately 6.75 hours of congestion daily.2
The population of the Portland metro region is expected to grow from 2.5 million residents in 2018 to over 3 million in 2040 (23 percent) and over 3.5 million in 2060 (43 percent), further exacerbating existing congestion problems (Census Reporter 2018; Metro 2016b).
Traffic congestion impacts freight movement Movement of people and goods is critical to support a growing economy. Freight tonnage in the Portland region is expected to double by 2040, with 75 percent of total freight tonnage moved by truck (Metro 2018). I-205 is a designated north-south interstate freight route in a roadway network that links Canada, Mexico and major ports along the Pacific Ocean. Trucks represent 6 to 9 percent of total traffic on I-205 (ODOT 2018b).
Congestion on I-205 affects the ability to deliver goods on time, which results in increased costs and uncertainty for businesses. The cost of congestion on I-205 increased by 24 percent between 2015 and 2017, increasing to nearly half a million dollars each day in 2017 (ODOT 2018b). Increasing congestion and demand for goods will result in more delay, costs, and uncertainty for all businesses that rely on I-205 for freight movement.
Traffic congestion contributes to climate change Greenhouse gas emissions from cars and trucks have been rising since 2013 and represented 39 percent of total statewide emissions in 2016 (Oregon Global Warming Commission 2018). Idling vehicles sitting in congestion conditions contribute to these emissions. In March 2020, the Governor signed an executive order to reduce greenhouse gas emissions 45 percent below 1990 levels by 2035 and 80 percent below 1990 levels by 2050.
Critical congestion relief projects need construction funding Available funding for transportation has not kept pace with the cost of maintaining our transportation system or the cost of construction of new transportation and congestion relief
2 The coronavirus pandemic (COVID-19) has dramatically altered current traffic levels. Future traffic volumes on I-205 are unknown, but as the risks of COVID-19 are reduced, traffic congestion is expected to return.
I-205 Toll Project | Page 2 Draft Purpose and Need Statement 7/15/2020 projects. ODOT revenue comes from a mix of federal and state sources, including fuels taxes, taxes on heavy vehicles, and driver and vehicle licensing and registration fees. The federal gas tax has not been adjusted since October of 1993 and the share of federal contributions to state transportation projects has greatly decreased. On the state level, escalating expenditures to maintain aging infrastructure, the need to perform seismic upgrades for state’s bridges, and rising construction costs have greatly increased financial needs.
Compounding this problem is a substantial increase in travel demand as the state experiences strong population growth, particularly in the Portland metro area. ODOT must explore every possible method for getting the most out of its existing infrastructure, funding congestion relief projects to ease congestion, and planning for increased earthquake resiliency. ODOT has identified the I-205 Improvements Stafford Road to OR 213 Project as part of the strategy to improve mobility on I-205 and seismically upgrade the Abernethy Bridge. The project is included in the 2018 Region Transportation Plan and is expected to benefit the Portland metro region and the state. The I-205 Improvements Project and the I-205 Toll Project have independent utility, as either one could be implemented independent of the other project; both have logical termini; and neither restrict consideration of alternatives for future transportation improvements. The I-205 Improvements Project has already received NEPA clearance and is in the process of obtaining permits; however, there is currently no funding source identified for construction of this project. Tolls collected on I-205 are anticipated to be used to fund congestion relief projects in the corridor, including, but not limited to, the I-205 Improvements Project.3, 4 GOALS AND OBJECTIVES Project goals and objectives are desirable outcomes of the project beyond the purpose and need statement. The following goals and objectives reflect input collected from the Value Pricing Feasibility Analysis Policy Advisory Committee, partner agencies, the Project equity team, and other Project stakeholders; these goals and objectives will be considered when comparing alternatives.
• Goal: Provide equitable benefits for all users − Acknowledge and consider populations who use or live near the segment of I-205 between Stafford Road and OR 213 and have been historically underserved and underrepresented or negatively impacted by transportation projects − Engage people from historically underserved communities to participate throughout the project design, development, implementation, monitoring, and evaluation processes
3 Net toll revenue for capital projects represents the available cash flow from tolling after covering an allowance for revenue leakage, the costs of toll collection operations and maintenance (O&M), and the costs of roadway facility O&M. Net toll revenues may be used to pay for capital improvement directly and/or they may be used to pay the principal and interest on borrowed (financed) funds. 4 HB 2017 established a Congestion Relief Fund which would receive any net proceeds from tolling. The Oregon Constitution (Article IX, Section 3a) specifies that revenues collected from the use or operation of motor vehicles is spent on roadway projects, which could include construction or reconstruction of travel lanes, as well as bicycle and pedestrian facilities or transit improvements in or along the roadway.
I-205 Toll Project | Page 3 Draft Purpose and Need Statement 7/15/2020
− Maximize benefits and minimize burdens to historically underserved and underrepresented communities − Provide equitable and reliable access to job centers and other important community places, such as grocery stores, schools, and gathering places − Support equitable and reliable access to health promoting activities (e.g. parks, trails, recreation areas) and health care facilities • Goal: Limit additional traffic diversion from I-205 to adjacent roads and neighborhoods − Design toll system to limit rerouting from tolling − Design toll system to minimize additional noise impacts from traffic rerouting • Goal: Support safe travel regardless of mode of transportation − Enhance vehicle safety on I-205 by reducing congested conditions − Ensure multi-modal travel (e.g. pedestrians, bicycles, and transit) does not become less safe on local roadways affected by tolling on I-205 • Goal: Improve air quality and reduce contributions to climate change effects − Reduce vehicle air pollutants and greenhouse gas emissions through improved travel efficiency − Reduce localized air pollutants through reduced congestion and improved travel efficiency, particularly in community areas where pollutants are concentrated • Goal: Support multi-modal transportation choices − Support shifts to higher occupancy vehicles (including carpooling) and other modes of transportation (transit, walk, bike, telework) − Collaborate with transit providers to enhance availability and access to transit service in underserved and underrepresented areas along the tolled segment of the I-205 corridor • Goal: Support regional economic growth − Provide for reliable and efficient movement of goods and people through the I-205 corridor • Goal: Support travel demand management − Design toll system to improve efficient use of roadway infrastructure and improve travel reliability • Goal: Maximize integration with future toll systems − Design a toll system that can be expanded in scale, integrated with tolling on other regional roadways, or adapted to future toll system applications • Goal: Maximize interoperability with other transportation systems − Design a toll system that is interoperable with other transportation systems (e.g. transit, parking, etc.) in the region
I-205 Toll Project | Page 4 Draft Purpose and Need Statement 7/15/2020
REFERENCES Census Reporter. 2018. Portland-Vancouver-Hillsboro, OR-WA Metro Area. https://censusreporter.org/profiles/31000US38900-portland-vancouver-hillsboro-or-wa- metro-area/. Accessed February 4, 2020.
Federal Highway Administration (FHWA). 2019. Letter to Oregon Transportation Commission and Oregon Department of Transportation from Phillip A. Ditzler, FHWA Division Administrator. January 8, 2019.
Metro. 2018. Regional Freight Strategy. https://www.oregonmetro.gov/sites/default/files/2019/09/20/Regional-Freight-Strategy- FINAL-091919.pdf. Accessed February 3, 2020.
Metro. 2016a. 2040 distributed population and household forecasts. https://www.oregonmetro.gov/sites/default/files/2017/03/08/2040-regional-population- housing-forecast-by-city-county.pdf. Accessed February 4, 2020.
Metro. 2016b. Population Forecast to 2060. https://www.oregonmetro.gov/2060-growth-forecast. Accessed February 4, 2020.
Oregon Department of Transportation (ODOT). 2019. 2018 Transportation Volume Tables. https://www.oregon.gov/ODOT/Data/Documents/TVT_complete_2018.pdf. Accessed February 3, 2020.
Oregon Department of Transportation (ODOT). 2018a. Oregon Application to FHWA: Value Pricing Feasibility Analysis and Proposed Implementation. https://www.oregon.gov/odot/tolling/ResourcesHistory/VP%20Final_FHWAApplication _Draft.pdf Accessed June 17, 2020.
Oregon Department of Transportation (ODOT). 2018b. Portland Region 2018 Traffic Performance Report. https://www.oregon.gov/ODOT/Projects/Project%20Documents/2018TrafficPerformance Report.pdf. Accessed February 3, 2020.
Oregon Department of Transportation (ODOT). 2013. State Highway Freight System. https://www.oregon.gov/ODOT/Data/Documents/Freight_System.pdf. Accessed February 3, 2020.
Oregon Department of Transportation (ODOT). 2012. Seismic Lifelines Evaluation, Vulnerability Synthesis, and Identification. https://www.oregon.gov/ODOT/Planning/Documents/Seismic-Lifelines-Evaluation- Vulnerability-Synthese-Identification.pdf. Accessed February 3, 2020.
I-205 Toll Project | Page 5 Draft Purpose and Need Statement 7/15/2020
Oregon Global Warming Commission. 2018. 2018 Biennial Report to the Legislature for the 2019 Legislative Session. https://www.keeporegoncool.org/reports/ Accessed May 14, 2020.
Oregon State Legislature. 2017. House Bill 2017. https://olis.leg.state.or.us/liz/2017R1/Downloads/MeasureDocument/HB2017/Enrolled Accessed June 16, 2020.
I-205 Toll Project | Page 6 August 3, 2020
Oregon Transportation Commission Oregon Department of Transportation 355 Capitol Street NE, MS11 Salem, OR 97301-3871
RE: Funding Gaps for State-Owned Projects in ODOT Region 1
Chair Van Brocklin and Commissioners:
On behalf of the Region 1 Area Commission on Transportation, I write today requesting the Oregon Transportation Commission (OTC) convene a table of stakeholders charged with examining the funding gap that exists for projects of statewide significance within ODOT Region 1 and proposing funding solutions in advance of the 2021 legislative session.
As you know, the 2017 state legislature prioritized three key bottlenecks of statewide significance as part of HB 2017, including Highway 217, the Rose Quarter, and I-205. Since that time, ODOT has completed a significant amount of work. However, all three projects lack sufficient funding for construction to meet the needs of our growing region. In addition, the list of other needed infrastructure improvements continues to grow, including but not limited to Highway 26 and the I-5 Boone Bridge. The growing list of major infrastructure projects on the regional freeway system highlights the need to improve freight movement and seismic resiliency in our region and state, but it cannot move forward without a reasonable funding strategy that our communities can depend upon.
ODOT is working to make tolling a reality as a funding source, as directed by HB 2017. While tolling can be an important part of the funding solution, it does not appear likely to generate enough revenue to fund all of the projects. The degree to which tolling revenue will pay for these projects is unknown, and won’t be known until 2023 or 2024 at the earliest. We cannot wait that long to look at supplementary funding solutions.
We look to the OTC to provide leadership and direction on this issue. Specifically, we ask that you convene a table of stakeholders to identify solutions that will complete the funding for the original three bottleneck projects identified in HB 2017 and for projects that are in the queue, such as the I- 5 Bridge, Highway 26, and Boone Bridge.
We must address this funding to find a way to restore seismic stability, secure freight and economic mobility, address congestion, and prioritize equity for our region. The future of our region’s safety and mobility depends on it.
Thank you for your consideration of this time-sensitive request.
Sincerely,
Roy Rogers, Chair Region 1 Area Commission on Transportation December 2019 Regional framework for highway jurisdictional transfer
Some greater Portland arterials were originally constructed by the State of Oregon to connect rural areas and markets but no longer reflect the transportation, land use and development needs of the community and may work better if transferred to cities or counties. What is a jurisdictional transfer? As a result, many of the original roads must now Jurisdictional transfer is the process of changing serve many travel needs, providing space for the ownership and often maintenance people walking and biking, transit, and short- responsibilities of a roadway, typically from the distance travel for vehicles. Designs that were state to local or county government. useful last century don’t always work for our communities today. The question of how to Why transfer highways to local jurisdictions? manage these roads especially impact the many Oregon Department of Transportation owns and people of color, people with low income or limited- maintains some roadways in greater Portland that English speakers who live and travel along some of were originally constructed to provide these arterials that used to function as highways. connections from farmland to the city. Over time, Transferring state highways that function as they grew to become highways. In 1956, the federal urban arterials to local jurisdictions will allow government began building the Interstate them to be operated and maintained consistent Highway System; between 1960 and 1980, the with local design standards that may respond highway system in Portland was built. The system better to modern transportation uses and mobility included limited access facilities such as I-5, I-205, options, land use and development patterns. and Highway 26 which provided more efficient long distance travel options.
N
ODOT Arterial Highways d N Marine Dr
in Greater Portland N N VVancouverancouver W S C t o H lu e m le b n ia s B e llvv NNE C L A R K C O R d v E Marineine D L A R K d A Dr M U LT N O M A H CO C r LT N O M A H O e
v
d n d
v
v C
e e l
N l O
B B D
L D
oombm Camas r b r
aar J N rd N WWashougalashougal
St g
ve In I nng J
n i
t te A K N e E
r NNE K r r E Killiillingswo
e A s
s rtthh irp t
t o h S rt d a
NW Yeon Ave t t WWaa NE Ma Dr
R R y rinnee D
185th t u e Y e NE Sandy Blvd
L s s eon Sandy s A ve n Luther K
a A i NW 185th Ave v Blvd
ve t ve P e PPortlandortland A r
s ellll RRd a A Corrnn u FairviewFairview E i
M N l
ve
e d E
R A n W eellll R N rrnn 122nd FoForestrest GGroverove Cornelius r Co NNE Mart WWoodood SE Baseline St 82nd TTroutdaleroutdale St o
t W Buurnsr n NE122nd Ave CCornelius Pas siddee StSt E Burns iddee St NE 82nd Ave Village
S HillsboHillsbororo E SW 181st B St B d SE Stark St N Ba R Stark St NW Burnside Rd rn es Rd y SE Hawthorne Blvd NE181st Ave Burnside SW Tualatin Valley Hwy wwy k GGreshamresham
P R SE Division St d RRdd o P Division St n t
oon iit S y S SSEE PowellPowell BlvBlvd
an a W W CanC W ellll BlvdBlvd S NNa
ooww M
M P
W
OC NOTGNIHSAW OC O
OC HAMONTLUM OOC S aacA
C c
C
N A
H
d d ve d n RdR a SE Foster RRd
O A o A t m g T d SSEE n M O i v A r S G Bl ien
m W O t SW Murray Blvd r v D r H N u e 82nd I M U LTLT N N O O M M A A H H CO r a a N bbur Blvd C O F llll ar SW B H T BBa BeaBeavertonverton l d SE82nd Ave v L d S W RRd C LL ACAC K K A A M M A A S S CO ES dn242 eevA S C O
v U y A Milwaukie d r r y RR A
r d rrr e M
Fe W Fe olllls F ch es n S n 2
o 4 W ooo SSW 2 B Happy ValleyValley E
W S SSW SE TigaTigardrd A AAveve SSuunn ys iddeeRd WWASHINGTONASHIN GTON CO C O LaLakeke OsOswegowego SE McLoughlin Blvd YYAMHILLAMHILL CO C O
W iilll la Cla m c er D S kam s Ri v r e aas Ri t t d e TTualatinualatin R D y r r rrry R
e
F F s d WWestest e R d n r
o o SheSherwoodrwood ffforf Linn
ooon a
B B t
S
W W
S S WWS S W A SHSH I NN GGTOTO N CCOO OOregonregon City C LL ACAC K K A A M M A A S S CO CO
Wilsonville NewbeNewbergrg
OC SAMAKC OOC
C
O
S
COC A 0 5 10
M
A K CL ACK A M A SC Y A M H I L C O C SA M AKC ALC Miles L AMHILL C AALC YYAMHILL M A R I O N CO C O
O LC M ARI ON C oregonmetro.gov/jurisdictionaltransferO What is the regional framework for highway jurisdictional transfer study? The study will identify which state-owned routes in greater Portland should be evaluated and considered for a jurisdictional transfer. The study will:
• identify highway corridors most promising for transfer • identify gaps and deficiencies • address some of the opportunities and barriers to transfer the prioritized highway to local ownership. The result will serve as a tool for state, regional, and local leaders to identify good candidate roadways for transfer and facilitate successful transfer of roadway ownership.
Corridor identification steps Inventory and identify potential ODOT arterial highway corridors Questions? John Mermin Define evaluation approach and range of corridors 503-797-1747 john.mermin@ Preliminary screening oregonmetro.gov
Technical Readiness evaluation evaluationReadiness evaluation
Recommendations
Workshop 2: Workshop 1: Review technical evaluation Define methodologies Input on readiness criteria
Timeline
Corridor identification and Corridor needs assessment Capability Implementation methodology development assessment plan
July October January April July October 2019 2020
Ways to stay informed • Visit oregonmetro.gov/jurisdictionaltransfer. • Join the TPAC/MTAC workshops. • Connect with local, regional and state partners.
Dec. 10, 2019 Printed on recycled-content paper.