MEETING: Washington County Coordinating Committee (WCCC) DATE: Monday, March 18, 2019 TIME: 12:00 – 1:30 p.m. LOCATION: Beaverton Library, Cathy Stanton Conference Room 12375 SW 5th St, Beaverton

A G E N D A 1. Visitors Comments (5 min)

2. Introductions (5 min)

 3. Consideration of WCCC Minutes for February 11, 2019 Action (5 min)

 4. TDT Rate Increase Action (5 min) Purpose: Consider a recommendation to the Board of County Commissioners to approve the annual TDT rate increase Presenter: Andrew Singelakis, Washington County

 5. Regional Transportation Funding Measure Information (20 min) Purpose: Update on the potential 2020 transportation funding measure Presenter: Councilor Craig Dirksen, Metro

 6. RFFA Policy Information (15 min) Purpose: Review and comment on proposed Regional Flexible Fund Allocation policy Presenter: Dan Kaempff, Metro

 7. WTA Annual Report Information (10 min) Purpose: WTA’s 2018 annual report Presenter: Jeff Pazdalski, Westside Transportation Alliance

 8. MSTIP Opportunity Fund Requests Action (10 min) Purpose: Request MSTIP Opportunity Funds for Washington County, City of Tigard & City of Beaverton Presenter: Dyami Valentine, Washington County

* 9. MPAC Agenda Information (5 min) Presenter: Mayor Peter Truax, City of Forest Grove

* 10. JPACT Agenda Information (5 min) Presenter: Mayor Denny Doyle, City of Beaverton

Department of Land Use & Transportation Office of the Director 155 N First Avenue, Suite 350, MS 16, Hillsboro, OR 97124-3072 phone: 503-846- 4530 • fax: 503-846-3588 www.co.washington.or.us/lut • [email protected]

 11. Other Business and Agency Updates Information (5 min)  TriMet FY 19-20 Service Proposal

Washington County Coordinating Committee 2019 MEETING SCHEDULE 12:00 – 1:30 PM Monday, March 18 - Beaverton Library, Cathy Stanton Conference Room Monday, April 15 - Beaverton City Hall, Council Chambers Monday, May 13 - Beaverton Library, Cathy Stanton Conference Room Monday, June 17 - Beaverton Library, Cathy Stanton Conference Room  Material included in packet * Material will be distributed at the meeting ^ Material available electronically and/or distributed in advance of the meeting

Department of Land Use & Transportation Office of the Director 155 N First Avenue, Suite 350, MS 16, Hillsboro, OR 97124-3072 phone: 503-846-4530 • fax: 503-846-3588 www.co.washington.or.us/lut • [email protected]

WASHINGTON COUNTY COORDINATING COMMITTEE POLICY GROUP SUMMARY February 11, 2019

Voting Members Roy Rogers, Washington County, Chair Denny Doyle, City of Beaverton Gery Schirado, City of Durham Gretchen Buehner, City of King City Jason Snider, City of Tigard Jef Dalin, City of Cornelius Joelle Davis, City of Tualatin Keith Mays, City of Sherwood Pete Truax, City of Forest Grove Steve Callaway, City of Hillsboro Teri Lenahan, City of North Plains Tim Knapp, City of Wilsonville

Non-Voting Members Craig Dirksen, Metro Council Emerald Bogue, Port of Portland Matt Freitag, ODOT

Attendees Andrew Singelakis, Washington County Chris Deffebach, Washington County Aquilla Hurd-Ravich, City of Tualatin Dave Unsworth, TriMet Dyami Valentine, Washington County Erin Wardell, Washington County Gregory Robertson, City of Forest Grove Jeff Gudman, City of Lake Oswego Jeff Pazdalski, Westside Transportation Alliance Jeffrey Petrillo, CPO7, Planning Commission Jessica Pelz, Washington County Jonathan Schlueter, Washington County Julia Hajduk, City of Sherwood Kate Lyman, TriMet Laura Duncan, Washington County Marc San Soucie, City of Beaverton Mike Pullen, Multnomah County Paul Morrison, City of Tualatin Riad Alharithi, Multnomah County Tina Bailey, City of Hillsboro Todd Juhasz, City of Beaverton Tom Mills, TriMet

Chair Rogers called the Washington County Coordinating Committee (WCCC) meeting to order at 12:02 p.m.

1. Visitors Comments No Comments

2. Introductions Round the table introductions, including name and agency they represent.

3. Consideration of WCCC Minutes for January 14, 2018 Mayor Doyle moved to approve the minutes for the January 14th WCCC meeting, Mayor Snider seconded. Vote: With all present members voting in favor, the motion passed unanimously

Department of Land Use & Transportation Office of the Director 155 N First Avenue, Suite 350, MS 16, Hillsboro, OR 97124-3072 phone: 503-846-4530 • fax: 503-846-3588 www.co.washington.or.us/lut • [email protected] WCCC Meeting Summary February 11, 2019 Page 2 of 3

After vote discussion: Mayor Truax requested a change to the minutes regarding item 6. The minutes have been changed to correct the following sentence: Nay votes expressed displeasure with the TAC not providing a proper recommendation to WCCC members regarding the TDT Update.

4. MSTIP Opportunity Fund Dyami Valentine provided an overview of the MSTIP Opportunity Fund allocation guiding principles and a summary of the program’s success. Since 2012, 39 projects have sought competitive grant opportunities, with 19 projects successfully awarded funds. These successful projects leveraged $5.3M in MSTIP Opportunity funds to secure nearly $35M in regional, state and federal funding. Mr. Valentine noted several upcoming competitive funding opportunities. The fund balance is currently $7.1M.

Discussion: There were clarifying questions regarding the process of approving and utilization of MSTIP Opportunity funds. It was reiterated that MSTIP Opportunity funds are only available for competitive grant opportunities and cannot be used to backfill project funding.

5. Cornelius Pass Road Safety Improvement Project Mike Pullen and Riad Alharithi presented an overview of Cornelius Pass Road, between US Highway 30 and Kaiser Road. A 2008 safety audit identified multiple deficiencies, some corridor wide and others in specific locations (8th Ave., “S” curves, Plainview Rd., and Kaiser Rd.). This audit, in addition to multiple traffic incidents, stimulated the improvement project scheduled during the summer of 2019. Cornelius Pass will be closed for the duration of the project (13 weeks: July 8th – October 7th). The presentation included primary detour routes and the strategies to redirect traffic. The projected impact to drivers will be an additional 15- 20 minutes commuting time for standard vehicles, with hazardous freight trucks being redirected to I-5 or Hwy 217. Multnomah County is coordinating with multiple agencies for public outreach using various methods of communication within the involved counties. Additional projects to be completed by neighboring jurisdictions will impact detour routes during construction, but shouldn’t influence the estimated completion date of the improvement project.

Discussion: Members asked if noticeable improvements to the “S” curve would be seen. Mr. Pullen clarified the improvements would be focused on reconstructions and safety realignments, rather than straightening the “S” curve. Members requested notification be provided to the neighborhood at least 3 months prior to construction. Additional coordination with Port of Portland is required due to overlapping updates of construction at the Hillsboro Airport and how it will affect additional corporate travel to and from PDX.

6. MAX Red Line Extension and Reliability Improvement Project Kate Lyman presented on the upcoming MAX line extension to provide 10 additional stations on the west end of the line. The extension will accomplish 2 goals: provide more service to the Hillsboro/Beaverton area and support more reliable operation of the entire system. This is a combination project including multiple improvements to the Max line, providing eligibility for federal funding. The timeline for the project begins with design during the spring of 2019 with the anticipated line opening for use in 2023/2024. The Project Advisory Board contains representatives from Washington County and the City of Hillsboro. This project has been adopted into the 2018 RTP.

WCCC Meeting Summary February 11, 2019 Page 3 of 3

Discussion: The estimated docking time for the trains will be 2-4 weeks during construction. A Bus Bridge will provide service to the public. Members requested TriMet explore solutions to congestion caused by train cycles traveling through the 185th/Baseline intersection during the design phase. While the need for this extension was not identified specifically in the Climate Smart Strategies, the extension will avoid delays on other areas of the line and support greenhouse gas goals. TriMet is reviewing capacity of parking lots, as key park & ride locations are regularly full. Funding for the project is being requested through the Small Starts grant; Port of Portland is also participating in the process to coordinate construction projects at the airport.

7. MPAC Agenda Mayor Truax shared MPAC is currently receiving nominations for the Vice Chair position. This seat is on a rotation between Multnomah County and Washington County. MPAC discussed submissions for the Planning/Development Grant. The Housing Bond vote passed with 59% approving. The Metro Council has approved the appointment of a bond oversight committee, consisting of 13 members, 3 of whom are Washington County representatives (Serena Cruz, Manuel Casteneda, and Steve Rudman).

8. JPACT Agenda Mayor Doyle provided the topics for the upcoming meeting, including RFFA Funding, MTIP policies and the ODOT Rose Quarter Project. A new JPACT resolution on the Cap and Trade legislation was just sent by email and comments on the resolution are due to Metro by February 13th by 5 p.m. JPACT will discuss items on the work program and noted TV Hwy Corridor is scheduled for discussion during the April meeting and emergency transportation routes during the May meeting. Andrew Singelakis noted the WCCC is not scheduled to present these topics at JPACT and suggested discussing them prior to the JPACT meetings. *Action: Chair Rogers would like this topic on the WCCC agenda before the May 16th JPACT meeting (looking at ODOT’s plan for emergency routes, discussing county vs. city routes)

9. Other Business and Agency Updates -Jonathan Schlueter shared the details of the JPACT Washington DC trip May 1 – May 2. Jonathan suggests attendees travel April 29th (details below) to attend business sessions on April 30th. Attendees will be visiting the office of Housing Urban Development and Veteran’s Affairs. There is no official agenda yet for the JPACT trip. Alaska Flight 764 on April 29th leaving PDX at 9:50 a.m. Alaska Flight 771 on May 2nd leaving DCA at 5:25 p.m. Book a room at the Embassy

-Mayor Truax shared the National League of Cities: Congressional City Conference will be March 9th – March 14th in Washington DC. He would like to ask Representative Peter DeFazio to speak to the Westside Economic Alliance as the chair of the Transportation and Infrastructure Committee and also address Washington County.

There being no other business, Chair Rogers adjourned the meeting at 1:32 p.m.

______Andrew Singelakis, Secretary Washington County Coordinating Committee PG 2/11/2019

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Attachment A

TRANSPORTATION DEVELOPMENT TAX RATE SCHEDULE

ITE Rates 7/1/2018 ‐ Rates 7/1/2019 ‐ Land Use Category Code Unit* 6/30/2019 6/30/2020 Residential Single Family Detached 210 /dwelling unit $8,706 $8,968 Apartment 220 /dwelling unit $5,696 $5,867 Residential Condomunium/Townhouse 230 /dwelling unit $5,207 $5,364 Manufactured Housing (in Park) 240 /dwelling unit $4,357 $4,487 Assisted Living 254 /bed $2,691 $2,772 Continuing Care Retirement 255 /unit $2,721 $2,803 Recreational Park 411 /acre $1,460 $1,504 Golf Course 430 /hole $15,475 $15,940 Golf Driving Range 432 /tee $12,244 $12,612 Multipurpose Recreational/Arcade 435 /T.S.F.G.F.A. $2,726 $2,808 Bowling Alley 437 /lane $886 $913 Multiplex Movie Theater 445 /screen $122,273 $125,948 Health/Fitness Club 492 /T.S.F.G.F.A. $8,574 $8,831 Recreation/Community Center 495 /T.S.F.G.F.A. $10,111 $10,415 Institutional/Medical Elementary School (Public) 520 /student $419 $432 Middle/Junior High School (Public) 522 /student $477 $491 High School (Public) 530 /student $655 $674 Private School (K-12) 536 /student $485 $500 Junior College 540 /student $685 $705 University/College 550 /student $1,135 $1,169 Church 560 /T.S.F.G.F.A. $3,605 $3,714 Day Care Center/Preschool 565 /student $1,343 $1,383 Library 590 /T.S.F.G.F.A. $16,916 $17,425 Hospital 610 /bed $3,429 $3,532 Nursing Home 620 /bed $1,179 $1,214 Clinic 630 /T.S.F.G.F.A. $24,466 $25,201 Commercial/Services Hotel/Motel 310 /room $2,471 $2,545 Building Materials/Lumber 812 /T.S.F.G.F.A. $8,690 $8,951 Free-Standing Discount Superstore with Groceries 813 /T.S.F.G.F.A. $16,612 $17,111 Specialty Retail Center 814 /T.S.F.G.L.A. $11,553 $11,900 Free-Standing Discount Store without Groceries 815 /T.S.F.G.F.A. $17,826 $18,361 Hardware/Paint Store 816 /T.S.F.G.F.A. $14,504 $14,940 Nursery/Garden Center 817 /T.S.F.G.F.A. $10,272 $10,580 Shopping Center 820 /T.S.F.G.L.A. $11,955 $12,314 Factory Outlet Center 823 /T.S.F.G.F.A. $9,378 $9,659 New Car Sales 841 /T.S.F.G.F.A. $13,463 $13,868 Automobile Parts Sales 843 /T.S.F.G.F.A. $12,967 $13,356 Tire Superstore 849 /T.S.F.G.F.A. $10,187 $10,493 Supermarket 850 /T.S.F.G.F.A. $24,101 $24,825 Convenience Market (24-hour) 851 /T.S.F.G.F.A. $28,399 $29,252 Convenience Market with Fuel Pump 853 /V.F.P. $27,270 $28,089 Wholesale Market 860 /T.S.F.G.F.A. $6,932 $7,140 Discount Club 861 /T.S.F.G.F.A. $18,714 $19,276 Home Improvement Superstore 862 /T.S.F.G.F.A. $6,971 $7,181 Attachment A

TRANSPORTATION DEVELOPMENT TAX RATE SCHEDULE

ITE Rates 7/1/2018 ‐ Rates 7/1/2019 ‐ Land Use Category Code Unit* 6/30/2019 6/30/2020 Electronics Superstore 863 /T.S.F.G.F.A. $9,644 $9,934 Office Supply Superstore 867 /T.S.F.G.F.A. $12,967 $13,356 Pharmacy/Drugstore without Drive-Thru Window 880 /T.S.F.G.F.A. $12,967 $13,356 Pharmacy/Drugstore with Drive-Thru Window 881 /T.S.F.G.F.A. $12,967 $13,356 Furniture Store 890 /T.S.F.G.F.A. $1,636 $1,685 Bank/Savings: Walk-in 911 /T.S.F.G.F.A. $26,845 $27,652 Bank/Savings: Drive-in 912 /T.S.F.G.F.A. $28,399 $29,252 Quality Restaurant (not a chain) 931 /T.S.F.G.F.A. $25,777 $26,551 High Turnover, Sit-Down Restaurant (chain or stand alone) 932 /T.S.F.G.F.A. $21,624 $22,273 Fast Food Restaurant (No Drive-Thru) 933 /T.S.F.G.F.A. $28,399 $29,252 Fast Food Restaurant (With Drive-Thru) 934 /T.S.F.G.F.A. $28,399 $29,252 Drive-Thru Restaurant (No Seating) 935 /T.S.F.G.F.A. $28,399 $29,252 Drinking Place/Bar 936 /T.S.F.G.F.A. $23,232 $23,931 Quick Lubrication Vehicle Shop 941 /Service Stall $19,863 $20,460 Automobile Care Center 942 /T.S.F.G.L.A. $13,495 $13,901 Gasoline/Service Station (no Market or Car Wash) 944 /V.F.P. $17,039 $17,551 Gasoline/Service Station (with Market and Car Wash) 946 /V.F.P. $17,039 $17,551 Office General Office Building 710 /T.S.F.G.F.A. $9,137 $9,412 Medical-Dental Office Building 720 /T.S.F.G.F.A. $30,959 $31,889 Government Office Building 730 /T.S.F.G.F.A. $60,623 $62,445 U.S. Post Office 732 /T.S.F.G.F.A. $77,718 $80,053 Office Park 750 /T.S.F.G.F.A. $12,083 $12,446 Port/Industrial Truck Terminal 030 /T.S.F.G.F.A. $4,645 $4,784 General Light Industrial 110 /T.S.F.G.F.A. $6,177 $6,362 General Heavy Industrial 120 /T.S.F.G.F.A. $1,329 $1,369 Manufacturing 140 /T.S.F.G.F.A. $3,398 $3,500 Warehouse 150 /T.S.F.G.F.A. $4,362 $4,493 Mini-Warehouse 151 /T.S.F.G.F.A. $2,262 $2,330 Utilities 170 /T.S.F.G.F.A. $5,870 $6,047

* Abbrevations used in the "Unit" colum: T.S.F.G.F.A. = Thousand Square Feet Gross Floor Area T.S.F.G.L.A. = Thousand Square Feet Gross Leaseable Area V.F.P. = Vehicle Fueling Position

Note: all index adjustments per 3.17.050F ATTACHMENT B

TDT Index Comparison

Cost Change Index using National Highway Construction Cost Index (NHCCI) 2.0

YEAR 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017* 2018 Index Components Materials Component National Highway CCI 2.0* 1.0138 1.1098 1.3267 1.5353 1.5442 1.6560 1.4429 1.4392 1.5099 1.6016 1.6130 1.6816 1.6984 1.6616 1.6752 1.7338 % Annual Change 9.47% 19.54% 15.72% 0.58% 7.25% ‐12.87% ‐0.26% 4.91% 6.07% 0.71% 4.25% 1.00% ‐2.17% 0.82% 3.50% Avg. 5‐Year Change 9.06% 10.51% 6.04% 2.08% ‐0.08% 1.02% ‐0.29% 3.14% 3.39% 1.97% 0.92% 1.48% Labor Component BLS Employment Cost Index 90.1 93.5 96.7 100 103.6 107.6 110.9 111.7 113.6 116.4 117.6 118.6 120.7 123.4 124.9 128.3 132.4 % Annual Change 3.77% 3.42% 3.41% 3.60% 3.86% 3.07% 0.72% 1.70% 2.46% 1.03% 0.85% 1.77% 2.24% 1.22% 2.72% 3.20% Avg. 5‐Year Change 3.61% 3.47% 2.93% 2.59% 2.36% 1.80% 1.35% 1.56% 1.67% 1.42% 1.76% 2.23% Right‐of‐Way Component Avg. Total Real Market Value $270,176 $279,865 $308,772 $315,784 $342,179 $399,958 $435,632 412,268$ 391,972$ 374,922$ 365,516$ 407,690$ 453,046$ $481,670 530,246$ $581,558 $597,302 % Annual Change 3.59% 10.33% 2.27% 8.36% 16.89% 8.92% ‐5.36% ‐4.92% ‐4.35% ‐2.51% 11.54% 11.13% 6.32% 10.08% 9.68% 2.71% Avg. 5‐Year Change 8.29% 9.35% 6.21% 4.78% 2.23% ‐1.65% ‐1.12% 2.18% 4.42% 7.31% 9.75% 7.98% 5‐year rolling average weighted index 7.27% 8.17% 5.14% 2.77% 1.117% 0.721% 0.039% 2.474% 2.028% 2.875% 2.939% 3.005% <‐‐‐‐‐‐‐‐‐‐‐‐Five‐year running average‐‐‐‐‐‐‐‐‐‐‐‐> *NHCCI calculation methodology was revised in 2017, historical NHCCI numbers reflect the revised methodology. Attachment C

TDT Code Section 3.17.050 Excerpt

3.17.050 Amount.

E. The tax rates per unit for each land use set forth in Appendix B to this Ordinance shall on July 1 of each succeeding year be adjusted automatically based on a five-year moving average of the TDT index described in Appendix D. A final product ending in $0.49 or less shall be rounded down to the nearest dollar, $0.50 or more up to the next dollar. The TDT index shall be calculated based on a combination of the following indices:

1. The National Highway Construction Cost Index reflecting the cost of materials (weighted 50%)

2. The U.S. Bureau of Labor Statistics Employment Cost Index for Private Industry Workers, by Occupational Group and Industry, Construction Group reflecting the cost of labor (weighted 30%)

3. The average annual change in total real market value of Washington County real property as estimated from data published by the Washington County Department of Assessment and Taxation reflecting the cost of right-of-way (weighted 20%)

In the event the above index factors use a different base year (i.e., calendar year or fiscal year), the most recent year with complete data shall be used. In the event any of the index factors set forth in this section and Appendix D are no longer available, the Board may by Resolution and Order adopt a replacement index factor that meets the requirements of ORS 223.304(8) for the same type of cost information.

F. Beginning April 1, 2013, and not later than April 1 of each succeeding year, the Director shall calculate the index adjustment as provided in the section for the preceding five-year period. In the event the TDT rates in Ordinance 691-A Engrossed, as adjusted by this index calculation, are greater than the TDT rates set forth in Appendix A to his Ordinance, then the lower set of TDT rates shall apply as provided in subsection H below. In the event the TDT rates in Ordinance 691-A Engrossed, as adjusted by this index calculation, are less than the TDT rates set forth in Append A to his Ordinance, then the lower set of TDT rates shall apply as provided in subsection H below. This subsection G shall apply only for the duration of the revised rate phase-in.

G. The Board of Commissioners of the County shall implement the adjustment annually by resolution and order adopted by May 1 of each year, to take effect on July 1 of that year, including a revised rate table showing adjusted rates for all land uses. In no event shall there be an increase of over ten percent (10%) per year.

H. Washington County shall promptly notify each city in writing of the increase or decrease. The adjustment to the dollar amount as described above shall apply to all building permit applications accepted for review on or after July 1, by the county or city having jurisdiction over the development.

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LAND USE & TRANSPORTATION MEMORANDUM Office of the Director

Date: March 4, 2019

To: Washington County Coordinating Committee

From: Andrew Singelakis, Director of Land Use & Transportation

Subject: Regional Transportation Funding Update

As you know, Metro is pursuing a potential transportation funding measure in 2020. Councilor Dirksen will give an update on the effort at the WCCC meeting including the process and schedule for a potential regional transportation investment measure framework and package development.

Metro Council has provided direction for outcomes desired from the investments and has established guiding principles for the project components, priorities, process, design and risk management. These are attached, along with a draft map of priority corridor for consideration.

This first discussion is intended to lay out the broader process and schedule for the proposed measure and opportunities for future input.

155 N First Avenue, Suite 350, MS 16, Hillsboro, OR 97124-3072 • phone: 503-846-3822 • fax: 503-846-3588 www.co.washington.or.us/lut • [email protected]

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REFINED Metro Council Direction on Regional Transportation Investment Measure FrameworkCouncil Direction and Packageon Structure Development The Metro Council envisions a three-part structure for the regional investment measure, with two components focusing on a system of key transportation corridors, and one component focusing on regionwide investments.  Corridor Definition o Corridors are major multimodal travel routes that connect and serve neighborhood, town and regional centers, employment lands, and industrial centers, within the metropolitan boundary  Three Components o Corridors . First-Phase Project Lists: Specific projects ready to be built that will help a corridor meet regional safety, mobility, and accessibility goals. . Second-Phase Community Directed Investments: Projects needed to address long-term corridor challenges, but not ready to be built within a 5-year timeline. These investments will have to meet specific criteria and address an identified need on the corridor. o Regionwide Investments . Regionwide programs to provide stabilized, long-term funding to support regional goals, possibly including:  Regionwide intelligent transportation and smart city investments  Regionwide Safe Routes to Schools and Safe Routes to Transit funding  Regionwide off-street trails funding  Regionwide fare reduction programs in addition to those already funded  Regionwide efforts to electrify transit vehicles Council Direction: Priorities  A growing economy and a growing population mean increased traffic congestion, making it harder for people and goods to move around our region. The regional investment measure should prioritize investments that help manage congestion.  Our imperative to reduce greenhouse gas emissions and prepare for a climate-change future is increasing. The regional investment measure should make it easier, faster, more reliable, and more affordable for everyone to get around by transit.  Regionally-raised revenue will be invested in regional corridors, including State Highways that serve as arterials, and city and county arterial streets. Regional investment can help these corridors better serve their communities and regional transportation goals. Safety and mobility improvements for all users in these corridors is a key requirement for regional investment.

1 3

Page of 2.1.19 Council Direction on Transportation Funding

 Interstate System: These corridors move people and goods through the state. The Metro Council expects the state to continue its responsibility for investment in this statewide system. If necessary, regional investment will be considered on components of the interstate system within our region in order to advance strategic regional priorities by supporting planning and design and off-system improvements that help better connect the interstate system with the regional system.  State Highways: Key projects that help limited-access state highways and expressways better integrate with the regional system may be considered for the regional investment measure.  The regional investment measure will leverage regional and local investments in affordable housing, open space, wildlife habitat, and air and water quality.  The transportation measure will invest in increasing transit access and improving safety, with priority for parts of the region that have historically been underserved. Engagement processes from the affordable housing measure and the Regional Transportation Plan have emphasized that the most important investments for improving outcomes for people of color are improving safety, increasing transit access, and stabilizing the community to minimize the risk of gentrification in places where people of color live, work, and play.  The regional investment measure will help the region continue using emerging technologies to support transit and better manage and optimize the system.

Council Direction: Process  The process of creating and implementing the regional investment measure will build a broad coalition and bring together diverse stakeholders.  The process will align with Metro Council’s Strategy to Advance Racial Equity and ensure that people of color, who have been negatively impacted by past transportation investments, are well represented in the decision-making process.  The process will be transparent with materials and decision-making readily available to the public. Council Direction: Design and Risk Management  Funds from the regional investment measure will be committed at the time of the measure’s referral and will not be used to support project cost overruns.  Projects must increase safety, mobility, and accessibility for people of all ages and abilities.  Any regional investment, regardless of facility ownership, will require that the projects meet regional design guidelines and regional needs, particularly around safety, accessibility, and transit mobility. Jurisdictional transfer from the state may be necessary in some situations.  Projects shall be designed using Performance Based Practical Design principles and will adhere to regional design guidelines. These design guidelines will also serve as the basis for all cost estimates.  The Metro Council will factor a project’s delivery risk assessment into its decision about including projects in the regional investment measure. The Metro Council

Page 2 of 3 2.1.19 Council Direction on Transportation Funding

expects projects to be delivered on time, on budget and consistent with the scope of the project as described to voters.  Given the volatility of the federal government, any potential New Starts projects, except for the SW Corridor, will assume no more than a 30% federal match for planning purposes. Council Direction: Outcomes  The Metro Council will ensure that the regional investment measure it refers to the ballot will meet the following outcomes: o Improves Safety . Significant progress toward zero deaths in all modes of transportation o Makes It Easier to Get Around . Decrease in average commute times between major employment and residential centers . Increase in freight throughput . Increase in parts of the region served by transit . Improvements in roadway and transit reliability o Helps People Get Where They Need to Go . Increase in access to living wage jobs, schools, social services, open spaces . Overall increase in accessibility in areas with a high proportion of low- income people and people of color o Supports Resiliency . Package overall should invest in key resiliency needs in the region o Protects Clean Air . Overall decrease in vehicle miles traveled . Overall decrease in greenhouse gas emissions that meets the regional Climate Smart Strategy targets to the extent achievable by the scale of the overall investment . Overall increase in transit reliability and speed . Overall reduction in diesel particulate matter in the air o Supports Economic Growth . Number of jobs created . Number of jobs created for people of color

Page 3 of 3 2.1.19 Council Direction on Transportation Funding

DRAFT - TPAC 3/1/19 2022 – 2024 Regional Flexible Funds Allocation (RFFA) policy direction

March 2019 oregonmetro.gov/rffa Metro respects civil rights Metro fully complies with Title VI of the Civil Rights Act of 1964 that requires that no person be excluded from the participation in, be denied the benefits of, or be otherwise subjected to discrimination on the basis of race, color or national origin under any program or activity for which Metro receives federal financial assistance. Metro fully complies with Title II of the Americans with Disabilities Act and Section 504 of the Rehabilitation Act that requires that no otherwise qualified individual with a disability be excluded from the participation in, be denied the benefits of, or be subjected to discrimination solely by reason of their disability under any program or activity for which Metro receives federal financial assistance. If any person believes they have been discriminated against regarding the receipt of benefits or services because of race, color, national origin, sex, age or disability, they have the right to file a complaint with Metro. For information on Metro’s civil rights program, or to obtain a discrimination complaint form, visit www.oregonmetro.gov/civilrights or call 503-797-1536. Metro provides services or accommodations upon request to persons with disabilities and people who need an interpreter at public meetings. If you need a sign language interpreter, communication aid or language assistance, call 503-797-1700 or TDD/TTY 503-797-1804 (8 a.m. to 5 p.m. weekdays) 5 business days before the meeting. All Metro meetings are wheelchair accessible. For up-to-date public transportation information, visit TriMet’s website at www.trimet.org.

Metro is the federally mandated metropolitan planning organization designated by the governor to develop an overall transportation plan and to allocate federal funds for the region. The Joint Policy Advisory Commi•ee on Transportation (JPACT) is a 17-member commi•ee that provides a forum for elected officials and representatives of agencies involved in transportation to evaluate transportation needs in the region and to make recommendations to the Metro Council. The established decision-making process assures a well-balanced regional transportation system and involves local elected officials directly in decisions that help the Metro Council develop regional transportation policies, including allocating transportation funds.

The preparation of this policy was financed in part by the U.S. Department of Transportation, Federal Highway Administration and Federal Transit Administration. The opinions, findings and conclusions expressed in this policy are not necessarily those of the U.S. Department of Transportation, Federal Highway Administration and Federal Transit Administration. TABLE OF CONTENTS

• Introduction 1 • Regional Six Desired Outcomes 2 • 2018 Regional Transportation Plan Investment Priorities 2 • Regional Transportation Finance Approach 5 • Regional Flexible Funds Allocation Objectives 5 • 2022-2024 Regional Flexible Funds Structure 6

o Step 1 – Regional Commitments 6 o Step 2 – Capital Investments 8 • Project Selection Process 15

DRAFT – 2022-24 RFFA Policy Report | March 2019 i DRAFT – 2022-24 RFFA Policy Report | March 2019 ii INTRODUCTION As the federally designated Metropolitan Planning Organization (MPO) for the greater Portland, Oregon area, Metro is responsible for administering federal transportation dollars over which the region has allocation authority. Every three years, Metro conducts a process to select specific investments in the region’s transportation system to be funded with these dollars. This process is known as the Regional Flexible Funds Allocation (RFFA). The RFFA is one of several activities required of MPOs, others being the development of the Regional Transportation Plan (RTP), the Metropolitan Transportation Improvement Program (MTIP), and the Unified Planning Work Plan (UPWP). Through the RFFA process, the Joint Policy Advisory Committee on Transportation (JPACT) and the Metro Council consider how the available funding can be used strategically to address needs identified through the RTP. The RTP establishes the vision, goals and objectives for the Portland region’s transportation system, as well as defining performance measures and an investment strategy to ensure progress is made towards creating the envisioned system. In particular, it provides the policy framework to guide how specific sources of transportation funds should be coordinated in order to invest in all parts of the planned system. (This coordination approach is defined through the MTIP Policy Report.) The policy development for the 2022-2024 RFFA cycle occurs directly after a three-year process to develop the 2018 RTP, adopted by JPACT and the Metro Council at the end of 2018. In developing the updated RTP, an extensive outreach process resulted in nearly 19,000 individual points of contact with residents, community organizations, businesses, and elected officials. Through this work with the community, several investment priorities emerged, as defined in Chapter 6.2 of the 2018 RTP. These priorities implement the 2040 Growth Concept by focusing on “moving people and goods, providing access, and helping to create and connect places.”1 Of these priorities, Metro Council determined that these were to be the main near-term capital and program investment priorities of the RTP: 2

• advancing Equity through transportation investments that reduce disparities and barriers faced by communities of color and other historically marginalized communities, with a focus on race and income • improving Safety where the most serious crashes occur, particularly focusing on the High Crash Corridor network and equity focus areas identified in the RTP • implementing the region’s Climate Smart Strategy with a focus on expanding transit, completing gaps in the regional active transportation network and leveraging emerging technology to meet Climate Smart Strategy policies • managing Congestion and travel demand through cost-effective measures Along with the adoption of the 2018 RTP, JPACT and Metro Council also adopted updated and new modal and topical strategies for Transportation Safety, Freight, Transit and Emerging Technology in

1 2018 Regional Transportation Plan – Chapter 6.2 2 Metro Ordinance 18-1421

DRAFT – 2022-24 RFFA Policy Report | March 2019 1 2018. These strategies more fully articulate the integrated multi-modal regional transportation system and investments needed to improve the existing system, complementing the Regional Travel Options Strategy (2018), Regional Active Transportation Plan (2014), Climate Smart Strategy (2014) and Regional Transportation System Management and Operations Action Plan (2010). They provide guidance for how the region can thoughtfully direct funding through the RFFA process to advance these four near-term investment priorities. The 2022-2024 RFFA policy direction builds upon previous RFFA policy established by JPACT and Metro Council. It has been updated to align with new regional policy from the 2018 RTP and the supportive modal and topical strategies, specifically focusing on the four investment priorities noted above. It continues the two-step funding approach adopted for the 2014-2015 allocation cycle, which directs funding towards region-wide investments and supports construction of capital projects in specific focus areas. Unlike previous cycles, the RFFA policy document is now a stand- alone document, separate from the 2021-2024 MTIP Policy Report.3

REGIONAL SIX DESIRED OUTCOMES In 2008, Metro Council and MPAC adopted the Six Desired Outcomes to form the framework of a performance-based approach for policy and investment decisions. Those outcomes are:

• Equity: The benefits and burdens of growth and change are distributed equitably. • Vibrant communities: People live and work in vibrant communities where their everyday needs are easily accessible. • Economic prosperity: Current and future residents benefit from the region’s sustained economic competitiveness and prosperity. • Safe and reliable transportation: People have safe and reliable transportation choices that enhance their quality of life. • Clean air and water: Current and future generations enjoy clean air, clean water and healthy ecosystems. • Climate Leadership: The region is a leader in minimizing contributions to global warming. The Six Desired Outcomes shape the way in which all regional plans and policies reflect and orient towards achieving the desired outcomes. The 2018 RTP identifies needed next steps to achieve each of the Six Desired Outcomes for the region’s transportation system.

2018 REGIONAL TRANSPORTATION PLAN INVESTMENT PRIORITIES The 2018 RTP serves as the blueprint for the regional transportation system for the next 25 years. It includes specific goals, objectives and priorities for how the region is to invest to develop the system and performance targets to measure progress towards the goals. Projects funded through the 2022-2024 RFFA are to align with the four primary RTP investment priorities, as detailed in RTP Chapter 6.2. The four priorities are:

• Equity – reduce disparities and barriers faced by communities of color and other historically marginalized communities with a focus on race and income

3 Scheduled for JPACT and Metro Council action in 2019

DRAFT – 2022-24 RFFA Policy Report | March 2019 2 • Safety – reduce fatal and severe injury crashes, particularly focusing on the High Crash Corridor network and equity focus areas identified in the RTP • Climate – expand transit, complete regional active transportation networks, and leverage emerging technology to meet Climate Smart Strategy policies • Congestion – manage congestion and travel demand through low-cost, high value solutions

These near-term investment priorities emerged from a three-year discussion and identification of the region’s most urgent transportation needs. They guided the development and refinement of the 2018 RTP projects and programs list, and reflect direction from JPACT and Metro Council to prioritize near-term investments to address these priorities. The 2018 RTP also resulted in updates to the plan’s aspirational performance targets. The performance targets are quantitative benchmarks used to assess the region’s progress in carrying out the RTP vision through its investment priorities. These performance targets are the highest order evaluation measures in the RTP performance-based policy framework – providing key criteria by which progress towards the plan goals can be assessed. These targets draw from federal and state legislation and regional policies in Chapter 3. A complete description of the performance targets is found in Chapter 2 of the 2018 RTP.

DRAFT – 2022-24 RFFA Policy Report | March 2019 3 Table 1: Regional Transportation Plan Performance Targets4

4 Source: 2018 Regional Transportation Plan (Chapter 2)

DRAFT – 2022-24 RFFA Policy Report | March 2019 4 REGIONAL TRANSPORTATION FINANCE APPROACH (MTIP POLICY 3) In May 2009, JPACT developed a regional finance approach to direct how the transportation needs of the region are to be addressed by existing or potential transportation funding sources. This regional finance approach provides a starting point for the various funding programs or sources that are addressed in the MTIP and State Transportation Improvement Program (STIP). The approach identifies funding mechanisms agencies use and a regional strategy for sources to be pursued to address unmet needs of the different elements of transportation system in the region. The approach has been utilized in the development of RFFA policies since the 2010-2013 MTIP cycle and updated as needed to reflect current planning policy and available funding opportunities. The 2022-2024 RFFA policy follows the most recent regional finance approach adopted as part of the 2021-2024 MTIP.5

Uses for regional flexible funds, as defined in the 2021-2024 MTIP policy include:6

• Active Transportation • Arterial Expansion, Improvements, and Reconstruction7 • Throughway Expansion 8 • High-capacity Transit Expansion • Transportation System Management and Operations • Regional Travel Options • Transit Oriented Development

REGIONAL FLEXIBLE FUND ALLOCATION OBJECTIVES The following objectives define how the RFFA process should be conducted and what outcomes should be achieved with the overall allocation process. 1. Select projects from throughout the region; however, consistent with federal rules, there is no sub-allocation formula or commitment to a particular distribution of funds to any sub-area of the region. 2. Honor previous funding commitments made by JPACT and the Metro Council. 3. Address air quality requirements by ensuring State Implementation Plan requirements are met and that an adequate pool of CMAQ-eligible projects is available for funding. 4. Achieve multiple transportation policy objectives. 5. Allow use of funding for project development and local match of large-scale projects (greater than $10 million) that compete well in addressing policy objectives when there is a strong potential to leverage other sources of discretionary funding.

5 See Metro Council Resolution 16-4702 6 MTIP policy pending adoption by JPACT in April 2019. RFFA policy will be adjusted to mirror final adopted MTIP policy. 7 Limited to arterial freight facilities for ITS, small capital projects, and project development. 8 Limited to project development with large discretionary funding leverage opportunities.

DRAFT – 2022-24 RFFA Policy Report | March 2019 5 6. Encourage the application of projects that efficiently and cost-effectively make use of federal funds. 7. Recognize the difference in transportation infrastructure investment needs relative to an areas stage of development (developed, developing, undeveloped) consistent with RTP Table 2.2. 8. Identify project delivery performance issues that may impact ability to complete a project on time and on budget. 9. Ensure agencies have qualifications for leading federal aid transportation projects. 10. Identify opportunities for leveraging, coordinating, and collaboration.

2022-2024 REGIONAL FLEXIBLE FUNDS STRUCTURE The 2022-2024 RFFA follows the two-step framework the region has followed starting with the 2014-2015 allocation. This framework was adopted to ensure the region is investing in the system in accordance with RTP direction. Through this framework, the region ensures its flexible funding is used to its greatest potential; by leveraging other funding sources, investing in measures to maximize system efficiency, and to focus funding on parts of the system which do not have dedicated funding streams, or which cannot be legally funded through fuel taxes or other revenue sources.

Step 1 – Regional Commitments a. Bond commitments for regional high capacity transit and project development Regional flexible funds have been used to help construct the region’s high-capacity transit system. Since 1998, TriMet has issued bonds to pay for project development and capital construction costs of high-capacity transit line construction, based on a regional commitment of flexible funds to repay the bonded debt. The current obligation to repay bond debt extends to 2034. This bond obligation covers investments in Green, Orange, and Southwest Corridor MAX lines, Division Transit Project, and the Eastside Streetcar Loop. In the 2019-2021 RFFA process, JPACT and Metro Council directed regional funding to be used to develop a selected package of improvements to address regional active transportation needs, and freeway interchanges or arterials that were identified as significant system deficiencies, particularly in the areas of safety and freight delay. Regional flexible funds were used in a manner consistent with the Regional Transportation Finance Approach that targets these funds to the connecting arterial portions of freeway interchange projects and Active Transportation projects. For projects coordinated with freeway mainline and associated interchange elements, flexible funds were invested as a part of a multi-agency approach to addressing multiple transportation issues around the mainline facilities, and focused on the multi-modal portions of these projects that are on the regional arterial network adjacent to the freeway interchange. The regional bond commitments through 2034 for transit and project development are shown in Table 3.

DRAFT – 2022-24 RFFA Policy Report | March 2019 6 Table 3: Regional bond commitment repayment schedule (millions)

Project Transit bond development Total bond commitment bond commitment commitment 2022 $21.62 $1.26 $22.88 2023 $21.62 $1.26 $22.88 2024 $21.62 $1.26 $22.88 2025 $21.62 $1.26 $22.88 2026 $21.62 $1.26 $22.88 2027 $21.62 $1.26 $22.88 2028 $17.56 $1.26 $18.82 2029 $17.56 $1.26 $18.82 2030 $17.56 $1.26 $18.82 2031 $17.56 $1.26 $18.82 2032 $17.56 $1.26 $18.82 2033 $17.56 $1.26 $18.82 2034 $17.56 $1.26 $18.82

Bond repayment commitments for the 2022-2024 RFFA cycle are:

Transit and Project Development Bond Commitment $68.64 million b. Region-wide program investments Three region-wide programs have been defined over time by their regional scope, program administration, and policy coordination, and a consistent allocation of regional flexible funds to support them. The three programs are:

• Regional Travel Options – Grants to local partners that support public outreach and encouragement, to help people reduce automobile use and travel by transit, ridesharing, bicycling or walking • Transit Oriented Development – Investments to help develop higher-density, affordable and mixed-use project near transit, to increase the use of the region’s transit system and advance the Region 2040 Growth Concept • Transportation System Management and Operations – Capital funding focused on improving the region’s transportation data, traffic signals, traveler information and other technological solutions to help move people and goods more safely, reliably, and efficiently Funding targets are set for the existing region-wide programs in this cycle based on their historical allocation levels which includes an annual increase to address increasing program costs and maintain purchasing power. The region-wide programs will be reviewed prior to the final funding decision scheduled for the fall of 2019. The review will provide the following information about each program:

• Program description – description of the program purpose and its major activities

DRAFT – 2022-24 RFFA Policy Report | March 2019 7 • Regional Funding Strategy Context – description of why the program is appropriate for regional flexible funding, per the Regional Finance Approach • Directly related RTP performance targets – description of how the program helps the region meet performance targets in the RTP • Connection to other plans or strategies – description of how program investments are linked to addressing other planning requirements (for example, the State Implementation Plan) • Program strategic plan or recent planning work completed to date – description of how the strategic plan helps set priorities for implementation • Program performance to date – description of specific accomplishments of the program • Additional opportunities – description of priorities or activities the program would pursue given additional resources Region-wide program investments for the 2022-2024 RFFA cycle are:

Regional Travel Options (RTO) $10.16 Million Transit Oriented Development (TOD) $10.80 Million Transportation System Management and Operations (TSMO) $ 5.74 Million

c. MPO, and Corridor and System Planning Regional funds have been used to support planning, analysis and management work required of a MPO. JPACT and Metro Council have directed these funds to be spent instead of collecting dues from each partner jurisdiction in the region. Regional funds have also been directed towards continued planning work to further develop regional corridors, transit and freight networks, and to better understand the economic impacts of our transportation investments.

Planning commitments for the 2022-2024 RFFA cycle are:

MPO Planning (in lieu of dues) $ 4.33 Million Corridor and System Planning $ 2.05 Million

TOTAL Step 1 $33.08 Million

Step 2 – Capital Investments The 2014-2015 RFFA policy direction established two Step 2 funding categories which best reflected the region’s needs and were guided by the Regional Finance Approach as defined in the MTIP policy. The Step 2 categories are:

• Active Transportation and Complete Streets • Regional Freight Initiatives Per regional policy established by JPACT and Metro Council, 75 percent of the funding available in Step 2 is directed to the Active Transportation and Complete Streets category, the balance is directed to the Regional Freight Initiatives category.

DRAFT – 2022-24 RFFA Policy Report | March 2019 8 JPACT and the Metro Council are continuing support for these project focus areas to create a more strategic approach to allocating funds, including:

• A topically or geographically focused impact rather than an array of disconnected projects • Achieves appreciable impacts on implementing a regional scale strategy given funding amount available • Addresses specific outcomes utilizing the Regional Transportation Plan Performance Targets • Prioritizes catalytic investments (leveraging large benefits or new funding) • Positions the region to take advantage of federal and state funding opportunities as they arise In the development of the 2014-15 RFFA, a task force was created to advise JPACT and TPAC on project focus area needs, priorities and project prioritization factors and developed direction for the specific project focus areas. This policy construct will continue in the 2022-2024 RFFA but with adjustments which respond to the 2018 RTP investment policy direction and input received as a part of this policy update process. While projects funded through the Step 2 categories are to be designed and scoped in a manner reflective of the relevant category’s focus area and intended purpose, it is recognized that well- designed projects may result in multiple outcomes. Consideration will be given in the technical evaluation for projects that demonstrate significant outcomes and benefits beyond the primary project purpose.

Example: A project funded through the Freight category that improves freight access to a certain area will likely also include active transportation elements. Preferred project design will incorporate a higher level of active transportation improvements than the minimum required project elements (protected bikeways, wider than standard sidewalks, traffic calming, crosswalks with flashing beacons, etc. Similarly, an Active Transportation project on a facility that has significant freight traffic will likely include elements to improve the reliability of freight movement and elements to address the safe interface between active transportation and freight movements. Per RTP Equity Policy 7, projects and programs funded through the RFFA should demonstrate support of family-wage job opportunities and a diverse construction workforce through inclusive hiring practices and contracting opportunities for investments in the transportation system.

ACTIVE TRANSPORTATION AND COMPLETE STREETS

Recommended approach for developing projects For this project focus area, the task force recommended an approach of selecting travel corridor/areas and identifying project elements that would address the most critical barriers to completing non-auto trips in the corridor/area or a concentrated portion of the corridor/area. Examples of barriers could be the lack of direct pedestrian or bicycle facilities to key destinations in the corridor, inability to safely cross streets to access destinations, or lack of access to transit stop improvements.

DRAFT – 2022-24 RFFA Policy Report | March 2019 9 To implement this approach with available funding, the following parameters will be utilized: • improvements will be concentrated geographically in a travel corridor/area or portion thereof, • project design will consider guidance found in Chapter 9 of the Regional Active Transportation Plan, • potentially merge portions of several planned projects and several project types (bicycle, trail, pedestrian, transit stops) into a unified corridor/area wide project, • project development will be allowed as an eligible activity for funding to address project readiness issues or as part of a strategy to phase implementation of projects.

Table 4: Active Transportation and Complete Streets Criteria

RTP investment Criteria priorities for RFFA

Purpose: Helps eliminate transportation-related disparities and barriers within RTP Equity Focus Areas for communities of color, English language learners, and lower-income communities

Improves access by completing active transportation network gaps in equity focus areas9

And/Or Equity Improves access (whether by service/travel time reliability or through physical infrastructure) to and from the following community assets: • Affordable housing • Community places • Employment areas • Title 1 schools (or equivalent)10

9 This can include first/last mile network gaps to transit, infill gaps in an equity focus area co-located on the regional active transportation network, increased connectivity, etc. 10 A school may meet all of the qualification criteria for Title 1 status, but not have that designation due to funding constraints.

DRAFT – 2022-24 RFFA Policy Report | March 2019 10 RTP investment Criteria priorities for RFFA

Purpose: Eliminate fatal and severe injury crashes among pedestrians, cyclists and transit users on a Regional High Injury corridor

Improves safety with one or more effective safety countermeasure(s) or other technical solutions that: Safety • reduce vehicle speeds • separate modes • reduce conflicts between freight and vulnerable users • implement ADA accessibility • implement recommendations from documented safety problem/plan

Purpose: Complete a regional active transportation network gap(s)

Project demonstrates how it will reduce transportation-related greenhouse gas emissions through: Climate • Reducing or eliminating VMT • Improving transit reliability and travel times/reduces transit delay on Regional Transit Network frequent bus and ETC corridors • Including green infrastructure element in project design

Purpose: Incorporate congestion management strategies to provide or improve alternatives to drive-alone trips

Project removes barriers or creating access to transit and/or active transportation through: Congestion • Improving network connectivity • Actively managing and optimizing arterial network to support biking and walking and reducing transit delay • Serving Region 2040 Centers, or high density/projected high growth areas

DRAFT – 2022-24 RFFA Policy Report | March 2019 11 REGIONAL FREIGHT INITIATIVES

Recommended approach for developing projects For this project focus area, the task force recommended an approach of allocating funds for two components: construction type projects and planning/strategy development type projects. Eligible project types and criteria that will be utilized to scope and prioritize potential projects are described below.

Construction focus Capital improvements will focus on:

• System management, such as Intelligent Transportation Systems (ITS), on arterial freight routes. This could include upgrading traffic signal equipment and timing or provide travel information to inform freight trip decisions. • Small capital projects (e.g. spot widening, installation of mountable curbs to accommodate large truck turning movements, etc.). Technical measures should be developed that assess the regional impacts of nominated projects such as improving access to regionally significant industrial land or safe movements to/on the regional freight network to ensure a regional interest is served by the project.

Planning/strategy development focus Project development for specific arterial freight routes would evaluate key barriers to the development of a green economy and freight movement and recommend operations and design improvements to address the barrier.

Table 5: Regional Freight Initiatives Criteria

RTP investment Criteria priorities for RFFA

Purpose: Create jobs, and improves access to job centers11 and Title 4 industrial employment areas, particularly for: • Communities of color • English language learners Equity • Lower-income communities

Reduces impacts to communities of color (e.g., reduced noise, land use conflict, emissions)

11 Mixed-use areas, and designated 2040 Growth Concept industrial areas

DRAFT – 2022-24 RFFA Policy Report | March 2019 12 RTP investment Criteria priorities for RFFA

Purpose: Eliminate fatal and severe injury crashes by:

• Removing and mitigating conflicts with o active transportation o railroad crossings o turn movements o other identified safety issues

Safety • Improving safety with one or more effective safety countermeasure(s) or other technical solutions that o reduce vehicle speeds o separate modes o reduce conflicts between freight and vulnerable users o implement ADA accessibility o implement recommendations from documented safety problem/plan

Purpose: Reduces greenhouse gas emissions, air toxics or particulate matter emissions

Climate • Supports economic sectors that are low-carbon and resource efficient • Includes ITS or other technological elements to improve efficiency and hot-spot emissions from idling

Purpose: Reduces freight vehicle delay at industrial centers and freight sites (intermodal hubs, terminals, distribution centers, et al)

Congestion • Improves network connectivity for all modes • Improves reliability and access to regional freight network • Reduces need for roadway expansion

Step 2 project funding targets for the 2022-2024 RFFA cycle are:

Active Transportation and Complete Streets: $30.00 Million Regional Freight Initiatives: $10.00 Million

TOTAL Step 2: $40.00 Million

DRAFT – 2022-24 RFFA Policy Report | March 2019 13 Table 6: Total Available 2022-2024 Regional Flexible Funds

Step 1 Transit & Project Development Bond Commitment $68.64 million Region-wide Program Investments, Planning $33.08 million Subtotal Step 1 $101.72 million Step 2 Active Transportation & Complete Streets $30.00 million Regional Freight Initiatives $10.00 million Subtotal Step 2 $40.00 million Total 2022-2024 RFFA $141.72 million

PROJECT SELECTION PROCESS All project funding proposals submitted through the Step 2 Call for Projects will be considered for selection using the following process:

Call for Projects – Metro will issue a call for project proposals within the two Step 2 funding categories in early April, 2019. Proposals will be due in early June. A workshop will be held early in the project call timeframe to provide direction to applicants and respond to questions.

Technical Evaluation – Proposals will receive a technical score reflecting how well the project addresses the relevant category criteria. In addition to this quantitative analysis, the technical report will also include qualitative information to reflect attributes about each project that may not be reflected in a strict numerical score. By presenting both quantitative and qualitative information, decision-makers and the public can better understand the technical merits of projects, which will help to better inform the regional decision making process.

Risk Assessment – To ensure that RFFA-funded projects can be delivered as proposed, on time, and within budget, Metro will conduct a risk assessment process on each proposal, and issue a report documenting the findings of the process. Proposals will be evaluated on how completely the project has been planned, developed and scoped, and measure the risk of project completion within the 2022-2024 timeframe. This report will be made publically available and used as a part of the regional decision- making process. The Technical Evaluation and Risk Assessment processes will occur concurrently in June- August.

Public Comment – Following issuance of the Technical Evaluation and Risk Assessment reports, Metro will conduct a 30-day public comment period in September, focusing on outreach to community and neighborhood organizations, county coordinating committees and other stakeholders. A joint public meeting of JPACT and Metro Council is planned to give decision-makers the opportunity to hear public testimony on project proposals. A

DRAFT – 2022-24 RFFA Policy Report | March 2019 14 summary of input received through the public comment period will be made available along with the Technical Evaluation and Risk Assessment reports to inform the final RFFA decision making process.

County Coordinating Committee/City of Portland Recommendations – Each county coordinating committee and the City of Portland will have the opportunity to provide recommendations to decision-makers on which projects submitted from their jurisdictions best reflect their local priorities. Recommendations are to be provided to TPAC and JPACT in advance of the JPACT meeting on November 21, 2019.

TPAC/JPACT Discussion and Action – Following the above information gathering steps, TPAC will be asked to consider and discuss all of the input received, and to provide a recommendation to JPACT on a package of projects to be funded, including both Step 1 and Step 2 investments. JPACT will consider and discuss the TPAC recommendation, and will be requested to take action to refer a package of projects to Metro Council. JPACT action is scheduled for December 19, 2019.

Council Action – Metro Council will consider and take action on the JPACT-referred package in January 2020.

DRAFT – 2022-24 RFFA Policy Report | March 2019 15 If you picnic at Blue Lake or take your kids to the Oregon Zoo, enjoy symphonies at the Schnitz or auto shows at the convention center, put out your trash or drive your car – we’ve already crossed paths.

So, hello. We’re Metro – nice to meet you.

In a metropolitan area as big as Portland, we can do a lot of things beer together. Join us to help the region prepare for a happy, healthy future.

Metro Council President Lynn Peterson

Metro Councilors Shirley Craddick, District 1 Christine Lewis, District 2 Craig Dirksen, District 3 Juan Carlos Gonzalez, District 4 Sam Chase, District 5 Bob Stacey, District 6

Auditor Brian Evans

Stay in touch with news, stories and things to do. oregonmetro.gov/news

If you have a disability and need accommodations, call 503-220-2781, or call Metro’s TDD line at 503-797-1804. If you require a sign language interpreter, call at least 48 hours in advance.

600 NE Grand Ave. Portland, OR 97232-2736 503-797-1700 503-797-1804 TDD 503-797-1795 fax

Cover photo: Jonathan Maus/BikePortland.org

Printed on recycled-content paper

March 1, 2019

Columbia Sportswear Bike Share Amberglen Call Center Summer 2018 Program In Summer 2018, Westside Transportation Alliance (WTA) partnered with Columbia Sportswear to manage a closed bike share program for employees at its Amberglen Call Center in Hillsboro, Oregon. This was the second iteration of the program after a 2017 pilot project demonstrated that an employer-sponsored bike share system is a viable last mile solution that connects employees with transit and is a transportation benefit that supports employee attraction and retention.

BIKES OF EMPLOYEES TRIPS* SATISFACTION 8 30% REGISTERED 150 88% RATE

WTA managed all programmatic aspects for Columbia Sportswear’s 2018 bike share system, including:

Supplying, transporting, and maintaining the bike fleet Setting up, activating, and monitoring the back-end technology used for registration and checkout processes Weekly check-ins to ensure the bikes were balanced and in working order Communicating planning, launch, maintenance, and wrap-up activities with Columbia Sportswear staff

The 2018 Columbia Sportswear Bike Share program ran from July to October. Employees used the system as a last mile solution to get to and from the Quatama MAX station (46% of trips) and as an active travel option for midday breaks and errands (54% of trips).

Reported Trips by Type Frequency of Use (all trip types)

28% 28% 27% 23% 22% 21% 19%

11% 11% 9%

MAX to Work to Errands Lunch Exercise / 2-3 times in Once a 2-3 times a Once a Daily / work MAX Leisure summer month month week multiple times a week

*WTA derived the trip number from a combination of checkout data and survey data, as users verified that the system did not record all checkouts. Program participants were satisfied with all aspects of the program, including the registration process, checkout system, and bike quality and maintenance. WTA learned that respondents who reported a negative experience had been hired after the bike share launched and were dissatisfied with communication, as they were not informed about the program’s availability.

Program Satisfaction 75% 63% 63% 50% 38% 25% 25% 13% 13% 13% 13% 13%

Overall Experience Registration Process Check-out Process Bike Type/Quality

Very Satisfied Satisfied Dissatisfied

Note: Dissatisfied respondent did not use the program

Among program participants, 100% thought that the program improved the work environment at Columbia Sportswear and 86% thought it improved their personal work performance. Even employees who did not participate in the program appreciated its availability, with 50% noting that it improved the work environment.

Impact of Bike Share Program on Impact of Bike Share Program on Work Environment Work Performance (participants only) 100% 86%

50% 50%

0% 14%

Better No difference Better No difference Program Participant Non-Participant

Employees who did not participate in the program noted that improved communication, incentives, more bikes, and more bike locations could encourage them to use it in the future.

How to Increase Participation

Incentives (raffles, rides, prizes, etc.) - 25%

More bike locations - 25%

Better communication - 25%

More bikes - 17%

Different type of bike - 8% Employee Feedback

I really enjoyed having the bikes during the summer. I was able to travel farther for lunch and lounge at the park without feeling rushed to go back to work! A coworker and I would take time to bike around the surrounding area for fresh air and sunlight as a break from our computers. It’s a great program, I know a lot of people really enjoyed the bikes. I would like for the program to be offered again next year. I think it was a cool program and would take advantage of it if it comes back. Bring it back next year! It would be good to start the program sooner so that we have more time in the Spring and early Summer to use the bikes. Columbia should host riding events to increase usage. I really appreciated the program, but only one bike was placed at the Quatama Station, so often there were no bikes in the morning for my commute. I started in August and wasn’t provided information on the program. I didn’t even know that it had an end date.

Recommendations

For future bike share programs, WTA suggests the following improvements:

Improve the communication strategy to ensure that new employees are informed; encourage non-active registrants take the next step and check out a bike.

Manage a weekly or monthly raffle so that employees are eligible to win prizes for using the program and checking out the bikes correctly; organize a promotional event or ride.

Add 2-3 more bikes to ensure there are enough at the Quatama MAX station; start the program in early June so that employees have more opportunities to use the bikes.

Westside Transportation Alliance

Mission: To work directly with Washington County employers and employees to enhance economic opportunity, improve health, and foster a livable community via transportation options.

12725 SW Millikan Way - Suite 300 - Beaverton, OR - 97005 (503) 906-7961 | [email protected]

Advancing Transportation Demand Management (TDM) Strategies and Promoting Travel Options in Washington County

Request Summary Through the sponsorship of Washington County, Westside Transportation Alliance (WTA) submits this request to the MSTIP Opportunity Fund for a local match to support WTA’s application for a 2019-2022 Metro Regional Transportation Options (RTO) grant.

Background WTA was founded in 1997 as a 501(c)(6) nonprofit and is Washington County's only transportation management association. WTA’s mission is to work directly with employers and employees to enhance economic opportunity, improve health, and foster a livable community via transportation options.

WTA works with member organizations and public and private entity partners to create TDM plans and reduce the drive alone rate for work commute trips in Washington County. WTA primarily does this by

• Educating members, advocating for travel options, and helping members engage their employees in non-single occupancy vehicle commute modes; • Acting as a consultant and convener; • Partnering with service providers; • Piloting and/or providing direct services; • Conducting Employee Commute Options (ECO) surveys to help members comply with Oregon Department of Environmental Quality rules and identify opportunities to engage more employees in travel options; and • Evaluation and research.

Project Overview Through these 2019-2022 grant projects, WTA will strengthen and enhance existing relationships with employers and local governments; engage new partners including lower wage job sites, smaller businesses, and communities with unmet needs; identify opportunities to engage historically marginalized communities; and promote travel options usage for commute trips throughout Washington County. Intended outcomes include reducing the number of auto commute trips and the number of people driving alone to work, thus freeing up capacity for all users of the transportation system; promoting economic development and economic opportunity; and improving air quality. Anticipated partners include WTA’s members such as Washington County, City of Beaverton, City of Hillsboro, City of Tigard, City of Forest Grove, City of Wilsonville/SMART, TriMet, Intel, Nike, Columbia Sportswear, Lam Research, Amazon, First Tech Federal Credit Union, PGE, Kaiser Permanente, Genentech, SunPower, Laika Studios, and others to be determined.

WTA will request RTO grant funding for the following:

Business Services: WTA will continue to provide TDM services to member businesses, promote travel options usage for commute trips, and work to increase the availability of travel options through involvement with local and regional planning processes and committees and by seeking opportunities to directly deliver services. Examples of projects include: ● Local promotion of regional & statewide initiatives to maximize participation ● Support for workplace events and activities including tabling and customized TDM materials ● Workshop/event series for members and partners ● Continued improvements to the ECO survey process, offering businesses customization, flexibility, and follow up not available elsewhere to help identify barriers and opportunities to promote travel options usage to employees ● Serving as aggregator of transportation information to ensure members receive timely and relevant updates and to expand the audience for partners’ information

Business Outreach: WTA will increase the number of private employers, public agencies, and government partners engaged in the promotion of travel options. This will include targeted outreach to areas with current unmet needs and to new types of businesses, including smaller and lower wage job sites. Examples of projects include: ● Enhance and develop programs & services focused on smaller employers and lower wage job sites, including new commuter benefit program ● Engage property managers as partners to provide TDM services as part of tenants’ leases ● Continue enhancements to establish business value of ECO surveying and reporting, encouraging the participation of businesses not required to conduct surveys to help identify opportunities to engage more employees in travel options usage ● Continue outreach to public agencies and governments not currently engaged to broaden partnership network ● Study opportunities for WTA to serve as TDM resource for governments and public agencies on non-commute focused projects

General Outreach & Engagement: WTA will lead community focused projects to encourage the use of travel options for commute trips. Different approaches are necessary to maximize community engagement and the number of people using travel options. Grassroots programs can complement and enhance strategies to increase business and partner organization engagement because they create travel options users who become advocates and champions at their work sites and in the community. Examples of projects include: ● Continue the development and expansion of the Commuter Kickbacks rewards program, including more and better prizes, enhanced promotion, and special challenge and incentive events ● Work with current and new members to develop a better understanding of the challenges and barriers impacting communities of color and low-income households, and develop programs to address these needs ● Identify ways to highlight members’ activities and successes to build public awareness of and momentum around transportation options usage

Project Budget (2019-2022) Other Revenue Sources: Money requested from RTO Grant: $300,000 Member Dues: ~$75,000 annually Money requested from MSTIP Fund: $75,000 Total Project Budget: $375,000

Promoting Carpool Commute Trips in Washington County

Request Summary Through the sponsorship of Washington County, Westside Transportation Alliance (WTA) is requesting local match funds from the MSTIP Opportunity Fund to leverage two grant applications: One for a 2019 Metro Regional Transportation Options (RTO) Innovation/Infrastructure grant and one for a 2019 ODOT Transportation Options Innovation grant. These grants will support a project to test the effectiveness of incentivizing carpooling for commute trips.

Background WTA was founded in 1997 as a 501(c)(6) nonprofit and is Washington County's only transportation management association. WTA’s mission is to work directly with employers and employees to enhance economic opportunity, improve health, and foster a livable community via transportation options.

WTA works with member organizations and partners with public and private entities to create transportation demand management (TDM) plans and reduce the drive alone rate for work commute trips in Washington County. WTA primarily does this by

• Educating members, advocating for transportation options, and helping members engage their employees in non-single occupancy vehicle commute modes; • Acting as a consultant and convener; • Partnering with service providers; • Piloting and/or providing direct services; • Conducting Employee Commute Options (ECO) surveys to help members comply with Oregon Department of Environmental Quality rules and identify opportunities to engage more employees in travel options; and • Evaluation and research.

Project Overview The proposed project leverages new technologies that make the tracking and delivery of carpooling rewards simple for the end user and easy to manage for employers and governments. These technologies compliment carpool matching platforms (e.g. Drive Less Connect and Waze Carpool) by incentivizing people to find carpool partners. This project will focus specifically on commute trips because they are predictable, frequent, and measurable.

The concept of using incentives is based on the behavioral economics theory of “nudging” that proposes the use of positive reinforcement and rewards to influence behavior change.1 Research suggests that commuters who drive alone are more open to carpooling than other modes, as they are able to maintain a perceived level of flexibility, comfort, control, and convenience.2 WTA’s ECO surveys

1 Applying Behavioral Insights to Transportation Demand Management, Alta Planning + Design: https://altaplanning.com/wp-content/uploads/Behavioural-Insights-to-Transportation-Demand- Management_FINAL.pdf 2 Toward an Understanding of Carpool Formation and Use: https://tspace.library.utoronto.ca/bitstream/1807/18864/1/Soltys_Kalina_A_200911_MA_thesis.pdf corroborate this research: The majority of employees who would consider an alternative to driving alone report that they would most likely try carpooling.

The project provides an opportunity to compare the impact of incentives based on the type of job/residential site, shift hours, reward amount, geography, proximity to transit, and other factors that may help assess the long-term potential of an ongoing program. Specifically, the project will test effectiveness among two groups:

1. The project will test the effectiveness of engaging historically marginalized groups by targeting incentive benefits. WTA hypothesizes that if carpooling is incentivized based on a targeted approach, low-income populations in Washington County will utilize it as a way to access jobs, reduce the costs associated with driving alone, and pursue future economic opportunities. 2. The project will test whether incentivizing carpool commute trips can be an effective strategy for employers that want to promote a variety of travel options for employees. When asked what would encourage them to try a new mode, the majority of respondents in WTA’s ECO surveys report that incentives (subsidies, prizes, raffles) would be a motivating factor. The project will test the potential return on investment of carpooling incentives.

Project Costs (2019 – 2021) Requested from Grants & Partners: $179,370 Requested from MSTIP Opportunity Fund (10.27%): $20,530 Total Project Budget: $199,900

THIS PAGE INTENTIONALLY LEFT BLANK Craig Beaver Administrator, Transportation Email: [email protected] Direct Line: 503.356.4444

February 15, 2019

Re: MSTIP Opportunity Funds

Thank you for giving our Safe Routes to School project matching funds for our 2017-2019 Regional Transportation Options (RTO) grant application. These matching funds have already helped 15 schools make significant reductions in drive-alone rates while increasing their walk/ bike rates, representing 529 less car trips per day. Over a school year, this represents a reduction of 10,856 car trips, which reduces traffic, congestion and safety concerns. The MSTIP Opportunity Fund made this happen! We need your continued help to reach more of our 41,000 students in 54 schools.

The Beaverton School District is once again applying for the 2019-2021 Regional Transportation Options (RTO) grant to continue the Safe Routes to School (SRTS) Program. This grant will be funding a SRTS Coordinator position, to expand the work done up to this point, with more focused work with the fourteen Title One Schools and strategic support to increase walking, biking and busing use and decrease vehicle trips to school to make roads safer and less congested for all students and their families throughout the district. This grant will also purchase supplies to encourage and award more participation; and, provide training for community partners and teachers.

The City of Beaverton is sponsoring our request to Washington County Coordinating Committee to contribute $60,000 to match our RTO grant request of $201,600 towards the Safe Routes to School Program total budget of $283,672. Included in the project budget is school district personnel match, which contributes $22,072 to help the program be and continue to be successful and a have wide-reaching impact after grant program is complete. The district’s identified match will be 350 hours doing the following for the project:

• mapping • graphic design • translation services

We are striving to ensure that the majority of present and future students and families have the knowledge and tools necessary to regularly choose safe, active transportation modes when planning their trips to and from school. Continued funding is necessary to sustain the work that has begun and grow the program to reach all schools.

Examples of the success we’ve seen with the 2017-19 grant to date include: • 17 schools with action plans. • 32 schools participated in 2018 Walk+Bike to School Day (6,000 additional walkers and bikers). • Beaverton Safe Routes to School website (www.beavertonsaferoutes.org). • Eco-Schools Network and school Green Teams at 17 schools working on drive-alone trip reduction. • Eight schools host monthly walk to school days, three hosting weekly events. • District administrative rule EFA-AR Wellness policy revision to include SRTS activities.

District Goal: WE empower all students to achieve post-high school success.

The Beaverton School District recognizes the diversity and worth of all individuals and groups. It is the policy of the Beaverton School District that there will be no discrimination or harassment of individuals or groups based on race, color, religion, gender, sexual orientation, gender identity, gender expression, national origin, marital status, age, veterans' status, genetic information or disability in any educational programs, activities or employment.

Building on this success, our project will continue to foster a culture where walking and rolling to school becomes the accepted, preferred option. Benefits include increased personal and community safety and health, decreased spending on transportation and less traffic and congestion in and around the school community.

The Project Goals of the 2019-22 Regional Transportation Options grant are to:

• Decrease the number of single-passenger trips to school, priority to the 14 Title One schools. • Establish a Safe Routes to School position within Beaverton School District Transportation Division. • Maintain an updated priority infrastructure proje ct list to update city or county project lists to assist agencies writing ODOT infrastructure grants. • Create plan and collect annual district wide SRTS travel data. • Increase the number of schools with current SRTS Action Plans from 18 to 24, prioritizing supplemental plan schools. • Update the district’s preferred Travel Maps for all BSD schools including high schools and options schools • Develop annual mandatory BSD specific crossing guard training event and video module. • Facilitate development of student leadership teams to mentor younger students in transportation safety. • Provide age appropriate Pedestrian, Bicycle and Transportation Safety instruction to students, staff, parents and after school providers and share with partners county-wide. • Work with Washington County and/or City of Beaverton to design a permanent Traffic Garde n.

A successful Safe Routes to School (SRTS) Program is a partnership between city and county agencies, schools, community organizations and neighborhoods that work together to create opportunities to make the choice to walk and bike to school and throughout the community an easy choice. We will continue to work closely with the county and city as we coordinate our efforts in each school and district-wide to ensure our programs have maximum impact.

We'd be happy to meet with you to discuss the budget, grant activities, recent successes, other partners, etc.

Thank you for considering our request.

Craig Beaver Administrator, Transportation Beaverton School District

2019- 2021 Beaverton Safe Routes to School Project Funding Summary Cost Funding Source $- personnel 210,600 MSTIP 60,000 $- incentives, material/ supplies 51,000 BSD Soft Match 22,072 Match Personnel 22,072 RTO 201,600 Total 283,672 TOTAL 283,672

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Beaverton School District Safe Routes to School Program 2017-2018 Annual Report

The Beaverton School District (BSD) Safe Routes to School (SRTS) program completed the 2017-18 school year with 15 schools showing an increase in active transportation use. Schools that had the greatest positive change offered a combination of activities that happened throughout the year and included students, parents, staff and the community. These successful schools saw first-hand that when more people walk and roll (bike, scoot, bus, etc) to school, the routes are safer and easier to use for everyone. This Annual Report reflects the accomplishments of BSD’s program, our challenges and plans to promote healthy, safe and active transportation use to and from school and throughout the community.

Events Crossing Guards Mapping

Regular events, like “Walk and Roll to Crossing Guards are an integral part Mapping safe routes in school walk School Days” and the “Challenge of any school travel plan. zones and looking at the reasons for Month”, generate enthusiasm for the supplemental plans (busing within Appropriately placed crossing guards program. the 1 mile walk zone), allows road can improve safety conditions and authorities to better prioritize • Thirty schools participated in increase families’ comfort with their engineering projects. Oregon’s Walk+Bike to School Days children walking or bicycling to in October and May. school. In coordination with our demogra- pher, we know how many students We surveyed all guards for numbers • Schools hosted 227 events through- could potentially walk to school if a of students crossed. On one day in out the year totaling 19, 563 active certain project was completed. May, 156 guards crossed 13,252 trips, eliminating an estimated students. We developed a BSD With this information, we have 39,126 miles of driving and 30865 specific training module to help assisted both Washington County and pounds of carbon emissions. schools train and monitor crossing City of Beaverton in their applications guards to ensure student safety. for state infrastructure funds. School Teams, Action Plans and Success

Cedar Mill and Kinnaman Elementary schools both went through the SRTS Action planning process. Both schools are served by Washington County roads and both schools pushed the county to consider school access when planning new projects. With the action plans, the school team identified both infrastructure and programmatic projects that can decrease the number of students being driven, and increase the number of students who walk or roll to school with increased safety.

SW Kinnaman Road is in need of safety improvements and Washington County looked to Kinnaman Elementary families for input. The school completed an action plan which indicated an immediate need for an improved crossing at SW 198th Ave. This lead Washington County to approve and secure funding for a signalized crossing which would improve access to Kinnaman Rd., plus improve access to Aloha High, Aloha Huber k-8 and Mountain View Middle schools.

Cornell Road is also in need of improvement. Cedar Mill Elementary’s action plan showed a need to extend the school zone to include an adjacent park and decrease the traffic speeds on Cornell Road at all times of the day. Both these projects are being recognized by Washington County as they plan this project.

Vose Elementary returned to their original location in September 2017. In spring 2018, Vose’s parent community was ready to start promoting the health and safety benefits of walking and rolling. Their first Walk+Roll to School Day was June 6 and had over 300 kids walking, rolling, running and dancing to school! With fewer parents driving their students to school that day Beaverton PD Officer Frye said, “You don’t need me here…. There’s no traffic!” Thank you to Beaverton PD, THPRD, Vose staff and families for helping students be active, healthy and safe. Sexton Mountain and West TV are champions once again as they have increased their walk/ bike rate by 14% and 10% respectively. Both schools have school teams who educate and encourage active transportation benefits throughout the year! Fifteen Schools increased their Active Transportation Rate! Thirteen schools increased their walk/ bike rate and de- creased their drive rate be- tween 2016 and 2018.

This translates into 547 more walkers and bikers and 283 less drivers in one day with an estimated savings of 566 miles and 512 pounds of carbon emissions from these 13 schools!

If we extend these results to the 184 days we’re in session, these 13 schools could save 104,144 miles and 94,167 pounds of carbon emissions! Education

All travel modes work best when everyone follows the rules. Educating students and families how to be safe when sharing the road with others; and, about the importance of using alternatives to solo car trips helps. When more people choose to walk, bike or take the bus, it increases safety and health for all our kids and the entire community.

Bethany continues to actively promote all alternatives to the solo car trip through their PTO, in newsletters, school-wide PE and lunch time classes. This past year they decreased the rate of driving by 1% and increased rate of walking and biking by 5%. Since 2016, Bethany’s driving rate has decreased 4% (21 students) and their walk/ bike rate has increased by 8% (43 students). Fir Grove’s, the PE Teacher, Leslie Villegas, hosted four community walks in the fall and one community bike ride in the spring, with over 600 families and community parents participating. Each event started with a safety lesson and then explored a local neighborhood on foot or on bike. Fir Grove also partnered with Washington County Bicycle Transportation Coalition (Wash Co BTC) who taught safe cycling skills and gave away 20 bicycles to students who had perfect attendance. Fir Grove’s walk/ bike rate increased 9% (46 students) and the drive rate decreased 5% (26 students). New Website!

Same address, new simpler look to help parents and district staff access resources to help implement strategies to increase active transportation use to school and decrease drive alone trips.

Check it out: www.beavertonsaferoutes.org

The parent surveys and discussions with enforcement agencies indicated that when event days occurred, there were no traffic problems. If everyone who could walk and bike did and those who had bus service used it, there would be less congestion with increased safe and healthy travel opportunities.

Arrival and departure times are chaotic at all schools. We developed a flyer “Good Behavior Needed” to help those who drive their students realize that they must be safe, respectful and legal when using the roads and the adhere the school’s arrival/ departure plan.

The safety of all students and efficiency for walkers, bikers and bus riders is the priority. We will be promoting this all year! Parent Surveys and Concerns

We didn’t see much of difference in why parents allow or don’t allow their students to walk or bike to school. The top three concerns are consistent throughout the district when we analyzed schools individually.

 Safety of intersections: 67%

 Speed of traffic along route: 65%

 Amount of traffic along route: 63%

Bikes for Kids!

Washington County Bicycle Transportation Coalition (Wash Co BTC) selected three schools, Fir Grove, Greenway and Vose as schools to participate in their annual Adopt-a-Bike program. Forty students who had perfect attendance were selected randomly to receive a new bicycle, helmet and lock. In small ceremonies, the selected students were treated to helmet fitting, bike fitting and a small safety class so they could have a fun summer biking safely throughout the community!

Final Thoughts

Overall, the way students travel to school didn’t change much this year. We still have about 14,000 vehicles on our roads, drop- ping off and picking up our students each day. Schools that have SRTS Teams are most likely to show positive change in mode split and in parent perceptions of walking and biking opportunities. Some schools made great strides in increasing walking and biking, but fewer made statistically significant changes in drive alone trips.

Most parents continue to report traffic speed and volume as their primary reasons for not allowing their children to walk to school, though 15-25% of morning and afternoon traffic is from parents driving students to and from school. Given this, the district must continue to educate and encourage students and families to find alternatives to driving and prioritize walking, biking, busing and carpooling when developing programs. BSD must also continue to work with the City of Beaverton and Washington County to advocate for improved conditions on the preferred routes to our schools.

We need this! It’s for the health and safety of our kids and our community! Date: February 20, 2019

To: Dyami Valentine, Senior Transportation Planner, Washington County From: Dave Roth, Senior Transportation Planner, City of Tigard Re: MSTIP Opportunity Fund Request

The City of Tigard is preparing a Regional Transportation Options (RTO) 2019-2022 Grant Program application in the Safe Routes to School (SRTS) category. The City would like to continue the SRTS Coordinator position for fiscal years 2020 through 2022 and expand the SRTS program to serve all schools in the Tigard-Tualatin School District. We are currently in discussions with Tigard Tualatin School District and City of Tualatin regarding the scope of the SRTS program for the next three years. While the City of Tigard would serve as the grantee and provide office space for the SRTS Coordinator, we anticipate the SRTS Coordinator would also be working at the school district and with other jurisdictions as needed to coordinate SRTS activities.

We plan on requesting MSTIP Opportunity Funds to provide match for the RTO grant application, if awarded. We are asking for $180,000 from RTO, $75,000 from MSTIP Opportunity Fund, and local match offer of $60,000. This sums to a total project cost of $315,000. The local match includes contributions from Tigard-Tualatin School District, City of Tigard, City of Tualatin and King City in the form of staff contributing time on various SRTS activities.

Program Total cost RTO Request MSTIP Request Local Match SRTS Program 315,000 180,000 75,000 60,000

With greater demand for SRTS programs and limited amount of funding available across the Metro region, our RTO SRTS grant request is less per grant year than was awarded for our SRTS program in previous years and we have increased our MSTIP match request by $5,000 more per grant year.

Thank you for your consideration. Dave Roth

THIS PAGE INTENTIONALLY LEFT BLANK 2019–2020 Bus Service Expansion

Thanks to new funding for transportation throughout Oregon, we’re continuing an expansion of bus service across the Portland region. Here’s what we’re proposing for fall 2019 and spring 2020. Even More Frequent Service We want to upgrade two lines to Frequent Service, meaning buses arrive every 15 minutes or better most of the day, every day: 20 76 • Line 20-Burnside/Stark • Line 76-Beaverton/Tualatin More Bus Upgrades Other changes we’d like to make include: Line 19-Woodstock/Glisan: Shi„ this route to SW Lincoln between 1st and 5th avenues to help keep buses running on time. We’d also like to remove the Union Manor loop from two a„ernoon trips in order to improve reliability. Line 30-Estacada: Add Sunday service between Clackamas Town Center and Estacada. Line 32-Oatfield Rd: Add Sunday service between Oregon City and Clackamas Community College. Line 70-12th/NE 33rd Ave: We want to shi„ the southbound route from NE 9th Ave to NE 11th Ave between Multnomah and Holladay streets to reduce travel time and simplify the route. The northbound route will remain on NE 11th. Line 74-162nd Ave: Add Saturday and Sunday service, plus more buses during weekday commute times and later service on weeknights. Line 78-Beaverton/Lake Oswego: We want this line to take over the Line 42 route between Beaverton and Tigard transit centers. In e“ect, this adds weekend service, along with earlier mornings and later evenings, on Denney Road in Beaverton and Hall Boulevard in Metzger and Tigard. Frequent service on this line’s current route between Beaverton and Tigard will be provided by Line 76. Service on Line 78 between Tigard and Lake Oswego would remain the same. 2019–2020 Bus Service Expansion

New bus stop features We want to upgrade some of our busiest bus stops with new amenities like shelters, accessibility features and digital arrival displays. Speeding up your trip We are planning to introduce new bus lanes and more transit priority signals over the next several years. These help reduce travel times by keeping buses moving—even when tra“ic is stuck. Safety improvements We want to make trips safer by improving the lighting and increasing the number of cameras at stops and stations.

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Visit trimet.org/plan or call 503-238-RIDE (7433) to share your feedback by February 18, 2019.