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Funding Levels
Over
the last several months, transportation officials from local jurisdictions have
been meeting regularly to develop three regional transportation improvement levels
(described in the following as Levels 1, 2, and 3). Each level contains a list
of projects associated with certain funding assumptions ranging from no change
in current transportation funding to a significant revenue increase. Each level
assumes that Level 2 comprises Level 1 projects plus the additional Level 2 projects
and Level 3 comprises all projects in Levels 1 and 2 plus the additional, thereby
making it Level 3.
This
project list is a snap shot in time based on current discussions and projecting
forward 20 years. The projects are examples of the level and type of improvements
that occur with the corresponding level of funding. Project costs are estimates
and have not been adjusted for inflation.
Level
1: C-TRAN Services With Current Funding Level
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here for map and list of projects>>
No
change—status quo business as usual, no new funding mechanisms.
Includes existing C-TRAN funding, plus current 6-year transportation improvement
projects, and maintenance, safety, and preservation of existing infrastructure
and anticipated transportation improvements. Given population projections, this
option is not expected to keep up with expected growth.
Improvements—What
Would I Get?
The
Level 1 List of Projects includes those that are part of the current 6-year Transportation
Improvement Program planned and anticipated for construction by transportation
providers in Clark County over the next 20 years (Source: WSDOT, Clark County,
Cities of Battle Ground, Camas, LaCenter, Ridgefield, Vancouver, and Washougal,
and C-TRAN).
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Level
2: Mid-Range Improvements
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here for map and list of projects>>
Moderate
revenue increase—some new funding options. Moderate increase in
regional improvements to state highways, local major roadways, and C-TRAN to better
move people and freight.
Improvements—What
Would I Get?
These projects
are intended to improve the movement of people and freight throughout Clark County
and would be in addition to projects under Level 1. This includes maintenance,
safety, and preservation of existing infrastructure and anticipated transportation
improvements.
Funding
Assumptions
This option would
require a moderate increase in transportation funding, such as gas tax, license
fee, or street utility tax. The average Clark County household would pay approximately
an additional $$ (amount to be determined) per year.
In developing its
first ever 20-Year Transit Development Plan, C-TRAN asked to the community to
determine how and at what level C-TRAN should operate in the future. This involved
a study of five different funding and service alternatives. Following significant
public involvement and input, the C-TRAN Board of Directors in February 2004 unanimously
approved Alternative 2 as the preferred alternative. Alternative 2 includes a
mid-range funding increase of 0.3% of sales tax. The components of this alternative
are outlined below.
Level
2 (Mid-Range) C-TRAN Services
- Alternative
2 (Improves service frequency and geographic coverage)
- Existing service
would be revised based on need, public input, and growth projections.
- Smaller buses
would serve shorter routes, taking riders from major arteries into local neighborhoods.
- Fewer routes would
serve a larger geographic area. Service to stop at 10 pm. Weekday service increases
by 44%. Weekend service increases by 42%.
- Innovative service,
such as the Connector in Camas, would reach outside the Vancouver UGB.
- Outlying area
would be connected to main routes or transfer areas.
- Service frequency
in the productive urban core areas would increase an average of three minutes
during commute times.
- New employment
centers identified by the Clark County Comprehensive Growth Management Plan would
be served.
- Existing amenities
Park & Rides would be improved and new park and rides would be constructed
at 99th Street, I-5/219th St. and I-205/Central County.
- Some commuter
buses would provide service to the nearest MAX light rail station, with premium
fares charged for service to downtown Portland.
- Service in key
corridors would provide enhanced rider amenities.
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Level
3: Significant Improvements
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here for map and list of projects>>
Significant
revenue increase—meeting the needs of projected population growth
and a comprehensive list of funding options.
Improvements—What
Would I Get?
In addition to
the Level 3 Project List, all projects planned under Levels 1 and 2 would be implemented
for a well- functioning transportation system, including maintenance, safety,
and preservation of existing infrastructure and anticipated transportation improvements.
The table below reflects the transportation improvements that are planned and
anticipated for construction by transportation providers in Clark County over
the next 20 years if there are significant increases in transportation funding.
Funding
Assumptions
This option would
require a significant increase in transportation funding, such as gas tax, license
fee, or street utility tax. All projects and funding mechanisms in levels #1 and
#2 are implemented. The average Clark County household would pay approximately
an additional $$ (amount to be determined) per year.
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Existing
Transportation Funding Sources
This
table details funding sources,
eligible recipients, restrictions on use of funds, limits on funding increases,
who decides how funding is spent, and the original source of funding for WSDOT,
Clark County, C-TRAN, and the cities of Clark County.
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Regional
Improvements
The TPP II funding
levels include transportation improvements that are planned and anticipated for
construction by transportation providers in Clark County over the next 20 years.
In order for citizens to understand the full impact of congestion within our communities,
we need to look at the bigger picture, too, and that takes in transportation congestion
impacts within the whole Portland/Vancouver region, particularly along the I-5
corridor.
The information
in this section comes from portions of the web sites of the Portland/Vancouver
I-5 Transportation and Trade Partnership and Oregon Department of Transportation
that focus on regional transportation issues and congestion in the Portland/Vancouver
area. The short-term and long-term impacts of congestion affect the entire region’s
economic health and the vitality of the communities the I-5 corridor serves.
To find out more,
visit the following web sites:
The I-5
Corridor
As the only continuous
interstate on the West Coast, I-5 is critical to the local, regional, and national
economies. At the Columbia River, I-5 is crucial because it connects two major
ports, deep-water shipping, up-river barging, two transcontinental rail lines,
and much of the region’s industrial land.
In 1997, 14 million
tons of freight (valued at $17 billion) was shipped from the Oregon side of the
metro area to locations in Washington. Shipments southbound from Washington into
Oregon totaled 28.5 million tons (worth an estimated $7.5 billion). Both the Ports
of Portland and Vancouver are located in the I-5 Trade Corridor, as is much of
the Portland/Vancouver industrial land.
For residents of
the Portland/Vancouver area, I-5 provides one of two Columbia River crossings
for transit and automobiles. It connects the communities of Portland and Vancouver
for employment, recreation, shopping, and entertainment. An average of 125,000
trips are made across the I-5 bridge every day.
- Doing
nothing in the I-5 Corridor is unacceptable. While some transportation
improvements are planned in the corridor, they are insufficient to address the
transportation and economic needs of the corridor. Without additional improvements,
congestion in the corridor will increase to unacceptable levels. Further, the
increased congestion will have a significant impact on our economy, potentially
limiting how well business can be attracted and retained throughout our industrial
areas.
- There
must be a multi-modal solution in the I-5 Corridor—there is no silver bullet.
The needs of the corridor will require highway, transit, and rail improvements,
and better management of traffic demand. In other words, constructing new highway
capacity alone will not solve the problem; neither does constructing only new
transit capacity or new rail capacity.
- Transportation
funds are limited. Paying for improvements in the I-5 Corridor will require new
funds. The
scale of improvements needed in the corridor far exceeds presently available state
and federal funds. These sources can contribute but cannot completely pay for
the improvements. Assuming the current structure of public funding, tolling will
be required to pay for a new Columbia River crossing and other corridor improvements.
From the perspective of regional history, tolls are not new—tolls were used
to construct the original I-5 bridges.
- The region
must consider measures that promote transportation-efficient development. This
includes a better balance of housing and jobs on both sides of the river and other
measures that manage additional demand. Even with improvements in the I-5 Corridor,
there will be a significant capacity problem that must be managed.
Portland/Vancouver
I-5 Transportation & Trade Partnership
The Portland/Vancouver
I-5 Transportation and Trade Partnership brought Washington and Oregon citizens
and leaders together to respond to concerns about congestion on I-5 between Portland
and Vancouver. Between January 2001 and June 2002, the I-5 Partnership worked
to develop a long-range strategic plan to manage and improve transportation in
the I-5 corridor between I-405 in Portland and I-205 north of Vancouver.
Governors Gary Locke and John Kitzhaber appointed a bi-state Task Force of community,
business, and elected representatives in January 2001 to develop the plan. The
Task Force adopted the Final Strategic Plan on June 18, 2002. The recommendations
include:
- Three through-lanes
in each direction on I-5, including southbound through Delta Park.
- Phased light rail
loop in Clark County in the vicinity of the I-5, SR-500/4th Plain and I-205 corridors.
- Additional span
or a replacement bridge for the I-5 crossing of the Columbia River, with up to
2 additional lanes for merging and 2 light rail tracks.
- Interchange improvements
and additional merging lanes where needed between SR-500 in Vancouver and Columbia
Boulevard in Portland. These include a full interchange at Columbia Boulevard.
- Capacity improvements
for freight rail.
- Bi-state coordination
of land use and management of our transportation system to reduce demand on the
freeway and to protect the corridor investments.
- Involving communities
along the corridor to ensure that the final project outcomes are equitable.
Key Overall
Findings
- Overall, in the
absence of both freeway and transit investment in the I-5 Corridor, congestion
and delay will grow steadily, and the AM and PM periods of congestion we now know
will spread into the early morning, mid-day, and evening hours.
- Rush hour congestion
is a fact of life in an urban area and is to be expected and tolerated to some
degree. However, unpredictable delays and congestion throughout the day cannot
be tolerated without an adverse impact on the Portland/Vancouver region’s
economy and quality of life.
- Future delays
in the I-5 Corridor could impact the economy in the following ways:
- Freight and trade
will incur additional cost from congestion, especially during the midday.
- Lack of reliability
will increase transportation costs more than the increases in delay.
- Increases in cost
and uncertainty will influence business location and expansion decisions.
- Lack of accessibility
will limit our ability to attract future jobs in key industrial areas such as
the Columbia Corridor.
- Congestion on
the rail system threatens our region’s status as the Pacific Coast’s
low-cost rail port and puts rail companies and their regional customers at a disadvantage
relative to other regions. It also threatens our plans to expand intercity passenger
rail between Oregon and Washington.
- The problems in
the I-5 Corridor cannot be solved with freeway improvements alone. A high quality
bi-state transit system is needed to provide an alternative to driving that improves
transit travel times and provides reliable service throughout the day.
- The problems in
the I-5 Corridor cannot be solved with transit, land use, and demand management
actions alone. Additional capacity will need to be added to the road system to
ensure that today’s accessibility and reliability can be maintained and
improved.
Cost Estimates
The transportation
issues identified, and the solutions recommended, involve bi-state cooperation
and funding. Many of the transportation improvements needed will cost millions
of dollars, while major improvement such as construction of a third bridge over
the Columbia River and extension of light rail into Clark County carry price tags
exceeding $1 billion. The actual costs will vary depending on the final design,
environmental mitigation, inflation and other factors.
I-5 Rail
Capacity Study
As part of the
ongoing I-5 Transportation and Trade Partnership Study, the Oregon and Washington
Departments of Transportation examined the existing and future capacity of the
Portland/Vancouver rail network to determine the improvements that could improve
capacity of both freight and passenger services.
Rail is an important
component of the Portland/Vancouver transportation hub. The region’s freight
rail network includes five major rail yards, numerous lesser rail yards, and port
terminals. The system serves the state’s largest collection of industrial
customers and provides access to the ports of Portland and Vancouver. The Burlington
Northern/Santa Fe Railroad (BNSF) and Union Pacific Railroad (UP) serve the area
from yards in Vancouver and Portland. Amtrak provides intercity passenger rail
services. All of these rail service providers use the BNSF mainline that crosses
the Columbia River on a double-track, swing-span bridge.
Nearly 150 freight
trains and 10 passenger trains per day are dispatched through this rail network.
Sixty-three freight trains and 10 Amtrak trains per day cross the BNSF Columbia
River railroad bridge. Bridge crossings by freight trains are projected to reach
90 per day in 20 years, while long-range passenger service plans anticipate 26
trains per day. The flow of these trains is interrupted several times per day
by openings of the railroad bridge for marine traffic.
The study results
found that:
- Capacity of the
Portland/Vancouver rail network is saturated. Train delays in this corridor approach
levels experienced in many larger, denser corridors such as those in the Chicago
area.
- Because trains
can be significantly delayed getting into and out of Port of Portland terminals,
there is very little capacity to add the additional trains that would be needed
if the terminals expanded or if a new terminal as added.
- Additional capacity
will have to be found if additional passenger trains are to operate in the system.
- Additional passenger
service in the Portland/Vancouver corridor will require major rail capacity improvements
as well as agreements between the railroads and affected state Departments of
Transportation.
- A relocated lift
span in the center of the BNSF’s Columbia River railroad bridge would result
in greater and safer use of the center span of the Interstate bridges by barge
traffic.
- In the long term,
major improvements will be needed to accommodate growth of both passenger and
freight rail.
- If capacity does
not increase, shipping costs will increase and reliability will decrease. Rail
shippers will be forced to divert traffic, change modes, or relocate. Intercity
passenger service cannot grow.
Cost Estimate
The study identified
ten incremental improvements that appeared to have the most significant impact
on performance of the rail network with the Portland/Vancouver area. The total
estimated cost is $169.9 million, $55 million of which is attributed to the Vancouver
Rail Project. These improvements are sufficient to address capacity needs for
approximately 5 to 10 years and additional improvements will be needed to accommodate
growth beyond that timeframe. Determining the cost of these additional future
improvements, where the funding would come from, and who would pay which costs
would require further study.
Vancouver
Rail Project
WSDOT is pursuing
improvements to the Vancouver rail yard to improve safety, reduce rail congestion,
increase freight movement and, as a result, improve the on-time performance of
Amtrak’s passenger rail service.
With more than
100 trains per day passing through, the Vancouver rail yard is one of the busiest
rail yards in the Pacific Northwest. Currently, people who drive or walk through
this rail yard on West 39th Street must cross seven sets of railroad tracks. The
rail construction will increase this total to nine (construction of a double-track
rail yard bypass east of the existing BSNF tracks). In addition, several yard
tracks in the north end of the existing yard will be lengthened. At West 39th
Street, a vehicular overpass with sidewalks for pedestrians and bicyclists will
be provided, allowing closure of the existing at-grade crossing.
The project’s
Environmental Impact Statement process started in 1999 and considered a number
of environmental topics, including wetlands, air quality, noise, fish habitat,
and neighborhood qualities. The Final Environmental Impact Statement was released
on May 23, 2003. On August 1, 2003, the Federal Highway Administration issued
the Record of Decision (ROD) for this project. The issuance of the ROD completes
the environmental documentation phase and allows WSDOT to move the project forward.
The project is now in the final design stage. Once the final design has been completed
and permitting approved, construction will begin.
Cost Estimate
The total cost
for the Vancouver Rail Project is estimated at $57 million, of which $54 million
has been approved under Washington’s Nickel Fund Package.
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