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Central Oregon Area Commission on Transportation Joint Meeting: COACT and OFAC

September 11, 2014

COACT Members: Gary Farnsworth (ODOT), Alan Unger (Deschutes County), John Hatfield (Jefferson County), Mike McCabe (Crook County), Jeff Hurd (City of Madras), Dale Kellar (City of Prineville Rail), Mike Folkestad (Jefferson County Community At Large), Kim Curley (Commute Options), Cheryl Howard (Deschutes County BPAC), Marcos Romero (US Forest Service - Deschutes and Ochoco), Charlie Every (Every Trucking), Wendie Every (Every Trucking) OFAC Members: Susie Lahsene (Port of Portland), Mike Montero, Debra Dunn (Oregon Trucking Association), Jerry Gardner (ODA), Roseann O’Laughlin (ODOT/OFAC Staff), David Harlan (Business Oregon), Martin Callery (SWACT/Port of Coos Bay), Tracy Ann Whalen (ESCO Corporation), Deena Platman (DKS Associates), Kristal Fiser (United Parcel Service - UPS) Guests: Jerri Bohard (ODOT), Erik Havig (ODOT), Chris Cummings (ODOT), Butch Hanson (ODOT), Jon Condon (ODOT), Amy Pfeiffer (ODOT), Joni Bramlett (ODOT), Pam Rychart (ODOT), Bill Zelenka (Crook County), Bob Bryant (ODOT), Tammy Baney (Deschutes County/OTC) Phone: Brad Winters (Lake County Commissioner/SCOACT), Mitch Swecker (Department of Aviation/OFAC), Becky Knudsen (ODOT Planning) Staff: Tami Geiger (Central Oregon Intergovernmental Council) Call to Order and Introductions Alan Unger called the meeting to order at 2:04pm. Introductions were made. General Public Comments There were no public comments. Roles Discussion - ODOT, OFAC, COACT Alan explained that one purpose of the joint meeting was for each organization to gain a better understanding of the roles and purpose of the other organizations. Susie Lahsene, Oregon Freight Advisory Committee (OFAC) Board Chair, introduced OFAC. She is an employee of the Port of Portland and the Port has an intrinsic interest in freight mobility. The critical component of OFAC’s charge was to consider how the system as a whole worked together. OFAC advised ODOT, the Oregon Transportation Commission (OTC) and the legislature on issues that impact freight mobility. She added that they could build the best facilities in the world, but needed the system to get there efficiently and effectively for those facilities to serve their purpose. She requested that the other OFAC members introduce their participation in OFAC:

• Martin Callery (Port of Coos Bay) seconded Susie’s emphasis on connections. The Port had to acquire a rail line to maintain their connection to the national rail system, which was essential to transport the high volume commodities that typically move through maritime facilities. He emphasized that the system had to work at a state level, with intermodal and multi-modal connections.

Meeting Minutes

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• Debra Dunn (Oregon Trucking Association) commented that from her first experience with OFAC it was clear that the committee offered a wealth of experience and knowledge. The expertise has promoted integrated freight movement and consideration of freight within all transportation system planning.

• Jerry Gardner (Oregon Department of Agriculture) brought the agriculture perspective to OFAC. Agriculture is a $5 billion industry in Oregon, 80% is sold outside the state with 40% sold to foreign markets. 30,000 containers of hay are shipped overseas from the Willamette valley and Asia is potentially bringing one billion new consumers in the years ahead. He recently brought a group of dairymen (including a representative from Eberhard’s) to Asia to discuss how to provide dairy products to their markets as efficiently as possible.

• Michael Montero (Urban development consultant) added that the transportation needs for large agriculture, trucking, and healthcare are disparate and transportation funding is anemic. OFAC realized that integrating priorities resulted in better decision making and they were committed to try to better understand limitations and impacts, and how to make or save capacity to lessen the demands on precious infrastructure.

Susie added that she looked up how much product and how many people move from Central Oregon through Port of Portland facilities annually. In the past year, about 11,000 tons of cargo have moved between the Port and Central Oregon and over 30 Central Oregon companies have used the port facilities. These companies include Kailoa Paddles, Metolius Climbing, Ruff Wear, Deschutes and 10 Barrel. 128,000 Central Oregon passengers travel through PDX annually. Alan Unger, Central Oregon Area Commission on Transportation (COACT) Board member, introduced COACT. He explained that the Area Commissions of Transportation were formed in the 1990’s by the legislature who questioned how ODOT was spending money and wanted to get local voices engaged in transportation decision-making. COACT is comprised of representatives from Deschutes, Jefferson and Crook Counties, eight cities of Central Oregon, bike/air/rail/trucking/transit and transportation options representatives as well as the US Forest Service (who have a large transportation network in the area) and community voices at-large. The ACT members have supported one another’s projects, such as US97 through Bend, and the Redmond US97 re-route. There is a lot of travel between the Central Oregon communities, with many residents living where they can afford and working in a different community. The ACT comes to the table every other month and has been more engaged with ODOT to make transportation decisions that make sense for community livability. Alan requested other COACT members introduce their participation in COACT:

• John Hatfield (Jefferson County) added that COACT has been beneficial to provide a single voice to go to the OTC or the legislature with Central Oregon’s needs.

• Dale Kellar (City of Prinevile Railroad) explained that the City of Prineville Railroad had completely fallen off the map but was revitalized with a lot of support from the COACT. Alan added that the region has a stronger voice to BNSF Railway when they come together.

• Cheryl Howard (Bike and Pedestrian Advocacy Committee (BPAC)) said that the Committee had gained a better understanding of the issues on every level, especially with bikes and trucks sharing the road. It came to their attention that trucks frequently used premier cycling routes because of engineering issues on the primary routes.

• Mike Folkestad (Jefferson County Community at Large) said that his primary interest was micro-level, looking out for the roads in Jefferson County. He said participating in COACT had helped him get to know the local players and understand the big picture.

• Marcos Romero (USFS) explained that he was fairly new to COACT but that the Forest Service had interest in both timber and transportation. The Deschutes National Forest is one of the most highly utilized recreation areas in the United States.

• Charlie Every (Every Trucking) said that his membership in COACT had helped broaden his semi-narrow vision of the importance of other parts of the transportation system, like the railroad connection and the value of bike paths. He believed the forum had opened everyone’s eyes to each other’s needs.

• Kim Curley (Commute Options) explained that Commute Options worked with all modes to promote getting places without driving a Single Occupancy Vehicle (SOV). She thought most participants would agree they have more in common than they once believed they had.

Alan added that every community in Central Oregon has an airport. Roberts Field in Redmond is the largest, with 15 nonstop commercial flights per day. The airports are essential to economic development in Central Oregon. They have hosted a variety of businesses (Epic and Cesna in Bend, Erickson Air in Madras), and would be essential support

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infrastructure in the event of an earthquake or other emergency on the west side of the Cascades. The Sisters airport is a public-private partnership that has encouraged business development, and the Prineville Airport has been essential for executive travel to and from the facebook and Apple data centers. Mitch Swecker (phone) added that “just in time” delivery provided by air will never compete in volume with port or rail, but provides an important service to rural parts of the state when they need things immediately. Alan added that the Central Oregon Cities meeting was happening simultaneously, which explained why many City representatives were absent. Jerri Bohard provided the introduction to the Oregon Department of Transportation. She commented that many of the comments so far were reciting the Oregon Transportation Plan, and the desire for collaboration and partnerships throughout the state. She added that ODOT believed in the importance of having local voices at the table to inform decision-making. She requested the other representatives from ODOT add additional information:

• Bob Bryant expressed his sincere appreciation to COACT for spending time and helping ODOT work, and to OFAC for contributing to ODOT’s effectiveness in meeting the needs of Oregonians. For a long time they have depended on the phrase “trying to do more with less” but now he was working to change it “to do more with more” by coming together and forming partnerships. Addressing multiple objectives at once, with a variety of beneficiaries makes more with more and helps meet diverse needs.

• Gary Farnsworth explained that a big part of ODOT’s business was building highway projects and engaging stakeholders to do that, but the ACTs have increased the awareness of how to partner across modes and pay attention to all modes. He appreciated the ACT forum because it does what it’s supposed to by informing ODOT and opening its eyes to regional priorities.

Commissioner Winters thanked the committees for allowing him to participate. He added that partnerships have been very important for SCOACT to complete critical projects. Susie requested the OFAC members highlight some additional statewide issues:

• Tracy Ann Whalen (ESCO Corporation) explained ESCO was headquartered in Portland, but had facilities worldwide and a $30 million transportation budget. She was involved because their business required a systems-wide approach to transportation and shipping.

• Deena Platman (DKS Associates) said the majority of her work has focused on freight planning, and while the issues haven’t changed, the solutions have evolved. Rather than just widening and adding capacity, information technology presents the opportunity to improve the movement of commercial goods through managing the travel options chosen by people. The toolbox has gotten bigger and offers creative opportunities with operational solutions.

• David Arlen (Business Oregon) said that Oregon has 23 ports (an unusually high number), because the state statute defining a port is very broad and allows for a great deal of diversity. One primary issue facing ports was deferred maintenance. Some improvement opportunities have been caught in politics (issues with serving coal, fracking businesses, etc) and have been denied funding.

• Martin Callery (Port of Coos Bay) added that there has been a shift from focusing only on the freight modes to also considering bike/ped and transit. OFAC has become much more aware of how the modes interact. The Lane ACT has a similar interaction to COACT because there is a densely populated urban area surrounded by rural areas. He said the challenges that people face in getting to medical appointments or to college have to be integrated to create a system that works for everyone.

• Kristal Fiser (United Parcel Service) explained that UPS focuses on solution organization for freight movement on trucks, ships, rail, etc. They emphasize technology and optimization software (ORION) and call themselves a tech company with trucks. They are the 9th largest airline and use commercial and commuter airports.

• Debra Dunn (Oregon Trucking Assocation) added that freight movement was focused on the corridors to get freight where it needed to go and how to build capacity (find funds) to look at improvements needed along intermodal connectors.

• Michael Montero (Consultant) explained that his area is very distinct with a 3,000 foot long viaduct and an anticipation of robust growth in the urban core. They have been working on projects that build a redundant system that can provide broad support to both counties and all modes.

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Alan added that one challenge has been that the OTC took the small pots of money that were formerly dedicated to transit or bike/ped or aviation and put them all into one Enhance pot. The Enhance competition is tough, especially for lower funded modes (transit) to meet the match requirement. Kim added that in her first experience with COACT she was surprised that many of the voting participants were also the project applicants. Alan responded that the decisions to equitably distribute funding to different projects have been based on economic development priorities and enhancing livability. Martin suggested that all projects must be looked at through the lens of the entire region, because they rely on connectors. Susie responded that it had been a point of contention for some ACTs relative to the modal committees. OFAC was directed to focus on the statewide significance of projects, and some projects would not add a lot of value because the surrounding system could not support additional performance. Alan added that from the local perspective, many projects make it to the top of the list of importance because of their ability to fund the match requirements, and other very important projects must be left-off. Bob emphasized that they must be focused on planning for growth in the community, how to provide people with choices for how to travel around their community, and how freight mobility will be impacted. Gary hoped that they were finding the trigger points and/or tipping points that were ripe for investment and would cause a chain reaction and progress. He thought that working in the environment of limited resources had forced a positive process of mutual education and learning. Roseann O’Laughlin contributed that from a statewide perspective, freight was working more and more with all of the modes and doing its best to get the most information possible. A lot of OFAC’s work was policy development and programming and so they tried to stay as up-to-date and engaged as possible. Jerri echoed Bob Bryant’s “more with more” goal, and that one challenge has been the changing definition of “equity”. Equity must be thought of more broadly, that managing passengers leaves more room for freight, and that many goals will take ten phases to complete. Alan added that COACT valued participation from members who had their “boots on the ground” like Charlie Every and requested he give his brief presentation on trucking’s needs. Local Freight Topics of State Significance

A) Truck Parking: Problem/Opportunity Charlie Every explained that everyone depends on a truck, but changes over the years have made it more difficult for trucks to operate safely, comfortably, and deliver on time. The Federal Government implemented new regulations for drivers to rest for 30 minutes after the first 8 hours of driving. The issue is there were a very limited number of safe places to pull over, and even fewer places where a driver could enjoy a cup of coffee or something to eat. Ideally, the new regulations would be accompanied by additional rest areas to park, use the restroom and a vending machine with coffee. Without these amenities, drivers must park on a wide area, or on the on/off ramp (dangerous), or a residential street (leads to resident complaints). As a culture that depends on trucks and truck drivers, there should be some return for the drivers spending so much time away from their homes and families to deliver goods. Truck parking opportunities have been eliminated or are strained at the John Day Dam and Big’s Junction (continually full), and many drivers rely on Home Depot and WalMart who currently allow them to park overnight (but this is not guaranteed into the future). Central Oregon has serious road infrastructure issues that impact freight. The State of Oregon increased the weight limit for trucks to 105,500lbs but Millican Rd., the most direct route to access the building depot at Prineville and Redmond, cannot handle the weight. Crook County cannot afford to maintain the road and so has proposed cutting the weight maximum to 80,000lbs, effectively closing it off to large trucks and costing customers an additional 50 miles in freight. Charlie’s suggestions for solutions were for OFAC to work with ODOT to develop a plan for additional rest areas or places to park. There may be some opportunity for state, city or private investment to purchase the land needed for the parking. Also, overpasses and roundabouts had been a sore thumb for drivers, but the engineering was improving. Trucks move smoothly through the new roundabout south of Bend. He would appreciate OFAC’s attention to ODOT’s tentative plans to re-do the road in front of the Madras Truck Stop. As the plans are currently designed, they would slow traffic down and create congestion. He also requested attention on the Green Light Weigh Station Pre-Clearance. He explained the system was designed to prevent under or at-weight vehicles from having to pull off the road and onto the scales. However, many times the weigh master does not turn it on, or in some cases (126 at Brightwood) the system was installed and then removed. He thanked the committees and OFAC for taking the time to advocate for trucks and drivers.

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B) BNSF/City of Prineville Railway Service

Dale Kellar presented the recent issues faced by City of Prineville Rail. In the last 6-7 months, service in the Oregon Trunk (The Dalles to Klamath Falls) had been very problematic. BNSF started overloading to carry coal because it paid more, but also had a lot of outages and washouts the past winter and had to move a lot of equipment. This resulted in a 25% shortage on locomotives and crews, and a de-prioritization of carrying freight that wasn’t the highest revenue. For example, Les Schwab service time increased from 18-21 days to 40-50 days. When the time waits are doubled and tripled, the economies of scale created by rail travel do not pay off. There is potential for gridlock between The Dalles and Klamath Falls with additional traffic, and there was a shortage of centerbreaks (A-frame cars). Susie added that Dale’s comments mirrored many of the challenges they faced with shipping lines at the Port of Portland. The larger ports demand the dollars and attention. Solving rail’s issues would represent critical projects that could be funded by ConnectOregon. Dale explained that the rail had been a recipient of ConnectOregon funds and the projects were very successful, but now they were limited by the main service arterial. Closing Remarks Tammy Baney introduced herself as a Deschutes County Commissioner and two-year representative on the Oregon Transportation Commission. She thanked the committees for taking the time to work together and prioritize projects equitably. She shared that while the ConnectOregon process was a little clunky, the OTC appreciated the local committees vetting projects and helping them know what matters to a community was incredibly important. Michael thanked her for being willing to take constructive comments to improve the Enhance and FixIt processes. Tammy responded that it was very important to them to listen to and read the comments that are submitted because they are operating in a high stakes environment where the investments need to make sense. Alan responded that Enhance and FixIt are especially hard locally because road projects are so expensive that it is difficult for small enhancement projects to rise to the top. Tammy added that by not making a decision to expand income for transportation via a new funding program, we are deciding not to invest in the future of the transportation system and will get further behind in maintaining what we have. Susie announced that a group of interested parties were updating the statewide “Cost of Congestion Study” which is an effort to look at the impact of congestion on businesses and resiliency of the system. She had copies of the scope of work and a list of some of the businesses that would participate. They anticipate completion in early November, and believe it will help make the point that additional resources and investment in the system are critical. On behalf of herself and staff, Roseann thanked Alan and Gary for hosting and going far and above in meeting coordination and planning. She welcomed anyone to attend OFAC meetings which are held four times per year (two in Salem and two others rotate). There would also be a transportation infrastructure tour tomorrow and participants were to meet at the ODOT Region 4 building. Susie thanked COACT and ODOT for hosting and putting the meeting together. Meeting adjourned at 3:57pm.

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Central Oregon Area Commission on Transportation COACT

September 11, 2014

Members: Gary Farnsworth (ODOT), John Hatfield (Jefferson County), Alan Unger (Deschutes County), Mike McCabe (Crook County), Lonny Macy (Confederated Tribes of Warm Springs), Jeff Hurd (City of Madras), Charlie Every (Every Trucking), Wendie Every (Every Trucking), Nick Arnis (City of Bend), Mike Folkestad (Jefferson County), Marcos Romero (USFS), Dale Kellar (Prineville Rail), Cheryl Howard (BPAC), Kim Curley (Commute Options) Guests: Joni Bramlett (ODOT), Ashleigh Griffin (Kittelson & Associates), Chris Doty (Deschutes County), Pam Rychart (ODOT), Tyler Deke (Bend MPO) Staff: Tami Geiger (Central Oregon Intergovernmental Council) Call to Order and Introductions John Hatfield called the meeting to order at 3:05p. Introductions were made.

Public Comments There were no public comments. COACT Business

a) July 10, 2014 Meeting Minutes The minutes were approved by general consensus.

Debrief from Joint Meeting with OFAC Gary Farnsworth said that ODOT staff would provide a summary and action items from the meeting in the coming weeks, but they wanted to quickly debrief with COACT. John Hatfield was impressed with Deena Platman who presented solutions rather than just problems. He felt that the meeting was bogged down in just presenting challenges. Gary addressed a few potential solutions:

• Madras Truck Stop circulation - ODOT currently in discussions with the City and property owner. • Biggs Junction parking - ODOT looking into a public-private partnership to address truck parking. • US97 freight movement - Bob Bryant was leading an Integrated Corridor Management grant proposal

for freight-focused evaluation and planning to address truck parking and safety, and to identify key investment points. The Cities of Redmond and Madras were launching their Transportation Systems Plan updates and would look at freight movement and access along US97. Bend was refinement planning for the parkway and would look at/study/test concepts from TRIP97. The Bend MPO met Tuesday to discuss the MPO Transportation Plan update which will emphasize Integrated Technology Systems (ITS) implementation to maximize efficiency.

• Truck driver requirements - Kim Curley suggested there may be investment from insurance companies and/or wellness programs to promote truck driver health. Charlie Every commented that he heard driver’s physical requirements were going to change. They were already required to have a physical every two years, but now they may be mandated to visit a special federally recognized physician (rather

Meeting Minutes

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than their personal doctor). The primary concerns were sleep apnea and the high percentage of overweight drivers. The new physical requirements could take 100,000 drivers off the road. Mike Folkestad commented that pilots were required to visit a FAA designated Aviation Medical Examiner.

• Green Light Pre-Clearance - Mike asked if the issue of the Green Light Weigh Station Pre-Clearance program was legislative or administrative. Charlie heard that whether the switch was turned on was up to the “weighmaster’s discretion”.

Action Item: Gary to prepare materials to provide additional perspective on the Green Light Weigh Station Pre-Clearance, new health physical requirements for CDL's and permit fees. Kim commented that 1/3 of Oregonians do not drive and it is important to consider this population when designing our communities. Alan Unger asked the group what they wanted to take away from the meeting. Charlie commented that he hoped OFAC left thinking they needed to raise income to deal with the issues. Alan hoped they could find a way to be more connected with the issues in Central Oregon and have knowledge about those that need to be solved. Wendie Every expressed that the COACT should be better prepared to present an outline of issues and needs when OFAC visits. She felt that they would be better served if they spent less time “understanding” each other and patting each other on the back, and more focused time on issues and solutions. Alan commented that this was their first visit. Gary added that the staff of both organizations would be discussing next steps in relationship building and communication. Mike McCabe commented that COACT should tell the OTC that a mileage tax does not make sense for people in rural areas who have to drive 80 miles one-way to get to town. Gary responded that it would be important to continue to invite organizations to hear their feedback. He added that there was a problem with declining revenue with the gas tax, and they needed to find solutions. Wendie thought the important message was that solutions were not “one size fits all” for rural areas and these visits were an opportunity to educate. Gary said they would continue to look for ways to equitably fund transportation needs. 2015-2018 STIP/2015 State Legislative Session Updates Gary provided a quick update on the 2015-2018 STIP. ODOT was preparing the final draft MTIP portion and the final STIP document would be available for stakeholder comment in October. The OTC would approve the final draft in December. The Oregon Transportation Forum met this week to work on recommendations for the 2015 legislative process (what needs funding and how to pay for it). Key points were: 1. Emphasize fixing/maintaining what we have, 2. Earthquake resiliency, 3. Funding (road user fee was in the discussion). There was minimal representation from Central Oregon, Jon Skidmore (Bend Assistant City Manager) and Erik Kancler (City of Bend lobbyist) were the only Central Oregon attendees. Alan added that the Associated Oregon Cities and League of Oregon Counties would review the proposal and most of the rural areas were involved in those discussions. Kim commented that the $700 fee to join the Forum may be cost-prohibitive for smaller communities. Action Item: Gary to send summary of this week's Oregon Transportation Forum meeting to the ACT (when available). Gary segued back to the STIP update. He explained that Region 4 set-aside funding in the Operations Program for Transportation Demand Management and for transit. Region 4 is the only ODOT region that sets funds aside for transit. In this draft, they decided add an additional $800k to the $175k/year allocation.

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ODOT Public Transit Division – Region 4 Transit Solicitation Joni Bramlett explained that in the past, she would pick the projects to fund as the Capital Program Manager of the Public Transit division. Now, funding selection would involve the management team and one representative from each of the three ACTs to identify the highest priorities to keep transit moving. These funds would help Cascades East Transit (CET) because transit is underfunded, and the vehicle fleet is behind in its replacement. Transit funding is different because it is for the entire service, not discrete projects.

CET and the other rural transit systems primarily serve transit dependent populations, and the service is especially important to aging populations. CET is also hoping to increase its appeal to choice riders. Dale Kellar asked if any money was made providing transit. Joni explained that fare revenue is minimal when compared to the cost of providing service. Nick Arnis added that fares pay for about 20% of the cost of the ride in Bend. Funding comes from state and federal sources, and from non-profit partners that need transit service for their clients. Joni explained that the lack of funding has resulted in service cuts, but has also promoted some innovative solutions like CET’s volunteer driver program to support areas without service. For the upcoming funding biennium, ODOT will have about $1.5 million for transit to distribute to Region 4. The subsequent two-year cycles will be about $400,000. ODOT provides $110,000/year to Commute Options (and will continue to provide that funding) to promote options, especially to those that don’t have transit access. Gary confirmed that ODOT was working on the solicitation, but were at the point where they need the ACT representatives to weigh in on priorities. ODOT was hoping to do the next round of the STIP in a similar fashion, with at least one member from each ACT helping develop the process. Gary had proposed to Ken Mulenex that he represent COACT on the committee and he seemed very interested and open. There were no additional volunteers or nominations. Alan explained that the Commissioner representatives on COACT and the COIC Board would be very interested in the process, but they may also be representing COIC as an applicant. He asked if the ACT representative could be on the COIC Board. There was general consensus that the representative may be on the COIC Board but should not be one of the primary champions of transit. Nick asked if the funds were for operations or capital. Joni answered that the funds were primarily for capital, and may be used to purchase vehicles, bus stop improvements, shelters or capitalized maintenance. She added she would be happy to come back to COACT and talk in more detail or answer questions. Action Item: ACT to send a representative to ODOT Public Transit Division committee to determine priorities for the new transit solicitation. Ken Mulenex is the potential representative, but needs to be confirmed. Roundtable/Announcements Kim announced the Drive Less Connect Challenge would be October 6-19th (funded by ODOT and sponsors). Alan announced that they had reservations at the Pine Tavern following the meeting. It was an opportunity to have additional conversation with OFAC. There was a meeting to discuss the addition of a southwest access point to Crooked River Ranch. The County was in the process of gathering stakeholders to help with the road district design. Chris Doty stated the cost estimate was $420,000 + 20% contingency. Meeting adjourned at 5:03pm.

Green Light Weigh Station Preclearance

What's New! - Operating a heavy truck is estimated to cost $1.96 per minute and stopping at a weigh station can take five minutes.

- By 2012, the Green Light program weighed in-motion and precleared trucks 16,000,000 times in the past 13 years.

- Truckers have so far saved 1.3 million hours of travel time and $160 million in operating costs.

- Resulted in 10,672 lbs less particulate matter, 21,328 lbs less hydrocarbons, 51,200 lbs less carbon monoxide, 170,672 lbs less nitrogen oxides, and 30,576,019 lbs less carbon dioxide.

- Serving over 3,900 trucking companies with 33,000 trucks equipped with transponders. 22 stations with Green Light are preclearing an average of 4,400 trucks a day.

In 2011, Green Light technicians decommissioned the preclearance systems at the US 26 Brightwood eastbound and westbound weigh stations and moved them to the Cold Springs stations in Eastern Oregon where there's a greater need for preclearance.

Truck Transponder Service Center for refurbishing transponders at less than $17 each. New transponders cost about $30. Contact the Washington State DOT to purchase transponders.

Green Light Benefits • Save Time - Bypass weigh stations at highway speed• Save Money - Green Light is a free service. The first transponder is free and there´s no charge forbypassing weigh stations. Plus, trucks get better fuel efficiency and suffer less vehicle wear and tear, while you get to your destination faster. • Lessen safety hazards created by heavy traffic at weigh stations• Enjoy better driver retention and easier driver recruitment• Increase customer service as fewer stops mean quicker delivery• Qualify for the Trusted Carrier Partner program

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Frequently Asked Questions What is Green Light? It´s a way for truckers to save the time and money they waste stopping at Oregon weigh stations. It´s a truck weigh station "preclearance" system that´s just like systems you´ll find in many other states. But the Oregon Green Light system is better than most — it´s free! How does it work? Scales in the roadway weigh trucks in-motion at high speed as they approach the station while automatic vehicle identification devices look for signals from a palm-size transponder mounted inside truck windshields. The transponder contains only a 10-digit number that is used to identify the carrier and specific truck. A computer takes in all the information, verifies truck size and weight, checks the carrier´s registration and safety records, and sends a green light signal back to the transponder if the truck is "good to go" past the station. Will I be subject to more regulatory enforcement if I use transponders? No. With the Green Light system, ODOT simply records the same license plate information it manually records every time you pull in to a weigh station. (If a Green Light weigh station is closed, nothing is recorded.) Transponder-equipped trucks actually get less scrutiny than other trucks. One of the main reasons ODOT uses the Green Light system is to identify safe and legal carriers, and allow them to continue uninterrupted. As a result, ODOT can concentrate on other truckers that may need attention. How much time will I save "preclearing" weigh stations? On average, bypassing a weigh station can save 3-5 minutes each time, which really counts in a business where time is money — it can cost more than $1 a minute to operate a big truck. So, how many weigh stations do you stop at in a year? What do truck drivers think of it? Drivers love it because it´s hassle-free, and because it reduces traffic at weigh stations — improving safety. What do trucking companies think of it? Owners see the system as a way to save fuel, and wear and tear on equipment. Most of all, they see it as a way for their company to provide faster service shipping goods to customers. And there´s one more bottom line reason they like it — there´s no administrative fees or per-pass charges. Who´s using Green Light today? Some of the biggest names in the trucking industry have Green Light transponders in their trucks — Distribution Trucking, Federal Express, Gordon Trucking, May Trucking, United Parcel Service, and USF Reddaway, to name just a few. Why is Oregon providing free transponders? The Oregon Department of Transportation is offering transponders at no charge to companies with trucks that regularly stop at Oregon weigh stations. It´s doing this to boost usage of its Green Light preclearance system and relieve weigh station congestion. Green Light saves truckers time and money, but it also helps weigh station operators manage a growing stream of truck traffic. While you get weighed in-motion and precleared to fly by a Green Light weigh station, a greater percentage of the remaining trucks that continue to stop are more likely to need the weighmasters´ attention. What happens when I enroll? ODOT will check your records in an initial screening process. Almost all carriers can qualify for weigh station bypass privileges. Carriers with a 12-month record of exemplary operation in Oregon earn special status as a "Trusted Carrier Partner." They´re not subject to random safety inspections and they´re eligible for additional benefits.

Green Light Program Office Susan Coffey - Green Light Administration Transponder Applications Phone: 503-373-7052 Susan.Y.Coffey@odot.state.or.us David Fifer - Intelligent Transportation Systems Specialist Phone: 503-378-6054 Fax: 503-373-1833 David.A.Fifer@odot.state.or.us David McKane, Manager - Green Light and Intelligent Transportation Systems Programs, Safety, Investigations, and Federal Programs

CDL/CLP Medical Examination & Physical Qualifications

Physicians are required to be listed on the National Registry of Certified Medical Examiners.

After May 21, 2014, physicians who offer physicals to commercial motor vehicle drivers must be listed on the National Registry of certified Medical Examiners. 49 CFR, Part 390, Subpart D describes the requirements to be listed in the National Registry. For more information check out the Federal Motor Carrier Safety Administration (FMCSA) or the Oregon Driver and Motor Vehicle Services Division (DMV).

To qualify for a CDL or CLP drivers must undergo a USDOT medical examination performed in accordance with CFR 49 §391.41 and CFR 49 §391.43.

DOT medical examinations are conducted by a licensed medical examiner as defined in CFR 49 §390.5. This includes but is not limited to:

• Doctors of Medicine (MD);• Doctors of Osteopathy (DO);• Doctors of Naturopathic Medicine (ND);• Advanced Practice Nurses (APN);• Physician Assistants (PA); and• Doctors of Chiropractic (DC).

To find a medical examiner, drivers may contact your primary care provider to inquire if they will conduct a "DOT medical exam". They may also find a medical examiner in the yellow pages, or on the internet by using an Internet directory or search engine.

After May 20, 2014, they may only use examiners listed on the National Registry of Certified Medical Examiners. Consult https://nationalregistry.fmcsa.dot.gov/NRPublicUI/home.seam to find certified examiners in your area.

The examiner will provide a medical examiners certificate that drivers must carry with them whenever they operate a commercial motor vehicle (CMV). In addition, they must submit a copy to DMV before original issuance of a CDL or CLP. To retain your commercial driving privileges, drivers must then send a copy of a new medical certificate to DMV before the previous certificate expires.

Drivers need to carry a valid medical certificate, even if they don’t have a CDL or CLP, if they operate a CMV in interstate commerce or operate a CMV for hire in intrastate commerce that:

• Has a gross vehicle rating in excess of 10,000 pounds; or• Is designed or used to transport more than 8 passengers, including the driver, for

compensation.

If a driver’s medical examiner does not have the required forms, they may be obtained from:

• J.J. Keller (item WW-015-MP) by calling 1-877-564-2333 or via the Internet usingthe "Medical Examinations and Reports" link at: www.jjkeller.com; or

ATTACHMENT B

• Willamette Traffic Bureau (item 202B and 20A) by calling 1-800-727-7293 or (503) 236-1183, or via the Internet using the "Driver Qualification" link at http://www.wtbtraffic.com.

Medical examiners certificates are valid for no more than two years. Some medical conditions may require a driver to have a physical examination more frequently and others may disqualify them from driving a commercial motor vehicle (CMV). Physical qualifications are listed in CFR 49 §391.41.

If a driver does not meet the vision, hearing, seizure or diabetes physical qualification standards or have a loss or impairment of limbs (arms, hands, fingers, legs or feet) and want to operate an interstate commercial motor vehicle (CMV), they may be able to satisfy alternative physical qualifications or qualify for an exemption.

They can ask their examiner to complete the driver’s Medical Examiner's Certificate as described on our web page, Information for CDL, CLP and CMV Medical Examiners, and contact the Oregon State office of FMCSA at (503) 399-5775 for additional details. Information is also available on the FMCSA web site.

If the driver cannot meet the federal medical qualifications for CMV operation, they may qualify for a Waiver of Physical Disqualification. This waiver, available from DMV, would permit operation of a CMV used in Oregon intrastate commerce or in excepted interstate commerce only. They can ask their examiner to complete the driver’s Medical Examiner's Certificate as described on our web page, Information for CDL, CLP and CMV Medical Examiners, and call (503) 945-0891 for specific details.

Additional information that may be relevant includes:

• CDL Medical Certification Requirements FAQs • Getting a Commercial Driver License

Information for CDL, CLP and CMV Medical Examiners

Intrastate truck driver hours-of-service rules Intrastate operators hauling property are allowed an additional hour of driving time per day - 12 hours instead of the 11 allowed for interstate operators. Also, intrastate operators may not drive after the 16th hour after coming on duty, instead of the 14th hour allowed for interstate operators. (The allowed 16 hour period ends at the 16th hour after the driver starts his/her duty day. If someone logs off-duty for an hour for lunch, that hour still counts towards the 16 hour total.) Additionally, operators are allowed to drive until they have been on-duty 70 hours in any seven consecutive days or 80 hours in any eight consecutive days - instead of the 60 hours in seven days and 70 hours in eight days allowed for drivers. A driver may "restart" the 70 hour or 80 hour period if he/she takes 34 consecutive hours off duty, as long as the 34-hour period contains two periods from 1:00 a.m. to 5:00 a.m. A driver may use the "restart" only once a week.

Drivers hauling in intrastate commerce who are required to keep a log book are subject to the same rest break requirements as interstate drivers. A driver may not drive if more than eight hours have passed since the last off-duty or sleeper period of at least 30 minutes.

Drivers hauling in intrastate commerce who are required to keep a log book are subject to the same rest break requirements as interstate drivers. A driver may not drive if more than eight hours have passed since the last off-duty or sleeper period of at least 30 minutes.

The additional hours discussed above are not allowed for drivers carrying hazardous materials requiring placards and those drivers carrying passengers.

Interstate truck driver hours-of-service rules Interstate property-carrying commercial vehicle drivers are limited to a maximum of 11 hours behind the wheel in a 14-hour work day, after 10 consecutive hours off duty. They are prohibited from driving after being on duty 60 hours in a seven-day period or 70 hours in an eight-day period. They have a 34-hour "restart" provision, which allows them to refresh their weekly work periods by taking 34 consecutive hours off duty, provided the 34-hour period includes two periods between 1:00 a.m. to 5:00 a.m. The 34-hour "restart" may only be used once per week. Under sleeper berth provisions, when drivers use sleeper berths for rest they must obtain the rest in two periods. One period must be at least eight consecutive hours long in the sleeper and the second must be two consecutive hours either in the sleeper berth, off duty, or any combination of the two.

Short haul drivers Short-haul drivers are required to follow the hours of service, except - (1) those drivers who stay within a 100 air-mile radius of their work reporting location and are released from duty within 12 hours are not required to maintain a log book; (2) those drivers who don't need a Commercial Driver License, operate a property-carrying vehicle within a 150-air-mile radius of their normal reporting location, and return home each night are not required to maintain a log book, and the two days a week they can drive up to the 16th hour after coming on duty, rather than the 14th hour. In both cases, employers are required to maintain time cards for these drivers. Time cards must include time start work, time stop work, and total hours worked each day.

Short haul drivers are not required to take the 30 minute rest break.

Passenger-carrying drivers must comply with the hours-of-service limitations specified in 49 CFR 395.5.

Visit the Federal Motor Carrier Safety Administration website for more about the hours-of-service regulations.

For immediate release: November 10, 2014 Contact: Craig Campbell, (503) 510-6911

OREGON TRANSPORTATION FORUM ADOPTS RECOMMENDATION FOR LEGISLATIVE TRANSPORTATION PACKAGE

Broadly supported proposal calls for increased funding to maintain, improve transportation system statewide

A broad coalition of public and private interests that advocate before the Oregon Legislature on transportation funding and policy has unanimously recommended that legislators approve a significant transportation investment package in 2015.

The action came at the annual meeting of the Oregon Transportation Forum (OTF) on November 6. OTF is a nonprofit organization made up of approximately 40 member organizations including local and regional governments; transit agencies; ports; transportation- oriented associations such as AAA Oregon/Idaho, the Bicycle Transportation Alliance and the Oregon Trucking Associations; railroads; business organizations; and environmental and community organizations from around the state. The group re-formed in 2009 when members of the Oregon Highway Users Alliance decided to rename and reconstitute their organization with a broader mission that recognized the increasing importance of multimodal transportation investments.

OTF members and other interested parties have spent much of 2014 developing a proposal that would provide support for all modes of passenger and freight transportation: air, rail, marine, walking, transit, auto, bike, truck. Interested legislators, including the chairs of the House and Senate transportation committees, have been kept informed about the development of the proposal.

“This proposal is a starting point for discussion, not an ending point,” said Craig Campbell, president of OTF and a lobbyist who represents AAA. “While many details remain to be developed, this recommendation represents a consensus among transportation stakeholders that significant investment in our transportation system is critical to Oregon’s economy and to the livability of communities statewide. We encourage the Legislature to make increased transportation funding a high priority in 2015.”

Key elements of the proposal include:

• New revenues to repair existing roads and bridges and to build essential new links to respond togrowth and economic opportunity

• Increased state funding to help address the costs of federally mandated transit service forelderly and disabled Oregonians

• Indexing of the gas tax to offset the loss of road repair funds as cars become more fuel efficient• Continuation of the “ConnectOregon” program of investments in air, rail, marine, transit, bicycle

and pedestrian facilities, supported by lottery bonds• Creation of a fund to facilitate jurisdictional transfers of roads to better align ownership with

function

The proposal as adopted by the OTF is attached. More background can be found at www.oregontransportationforum.wordpress.com.

# # #

ATTACHMENT C

OREGON TRANSPORTATION FORUM TRANSPORTATION FUNDING AND POLICY PACKAGE

Adopted at the November 6, 2014 Annual Membership Meeting

Oregon’s roads are crumbling. Freight movement faces serious bottlenecks. Many bridges need reinforcement to withstand earthquakes. Our public transit agencies are unable to keep up with demand for service. Some rural communities do not have easy access to essential services. Many Oregonians are unable to safely walk or bicycle in their neighborhoods. Past transportation decisions have failed to adequately consider impacts on public health and the environment. Federal funding is more and more tenuous, and instead of financing new projects, a large portion of current funds must pay off earlier investments.

While transportation is not an end in itself, a safe and reliable transportation system provides a critical foundation for our prosperity and quality of life. It is our responsibility to invest in a better transportation system, immediately and over the long run, to ensure the health and economic wellbeing of our state’s residents and communities.

It is for these reasons that the following proposal is being considered.

GOALS OF THE PROPOSAL • Put Oregonians to work creating cutting-edge multimodal transportation networks to connect

people to jobs, attract new talent, and compete on a global scale.• Address costly and time-consuming bottlenecks and improve connections to ports and freight

yards to better serve agriculture, forestry, manufacturing and other key Oregon industries.• To keep goods and people moving safely and reliably, maintain the transportation system in a

state of good repair and increase its resiliency to natural disasters.• Improve public health and air quality by making our neighborhoods walkable and bikeable and

improving access to transit.• Serve all Oregonians in every part of the state without regard to age, race, disability, or income.• Reduce transportation-related pollution, preserve our natural environment, and make our

transportation system more resilient to the impacts of climate change.

PRINCIPLES

• FUND ALL MODES: There is an urgent need to provide adequate fundingfor all transportation modes that move passengers and freight to improvethe safety and reliability of the system and to support economic prosperity,community livability, and environmental quality.

ATTACHMENT C

• FIX IT FIRST: The State of Oregon’s first priority should be to maintain, rehabilitate and operate existing transportation facilities before building new ones.

• PROVIDE RELIABLE FUNDING: Stable and predictable revenues are critical to support ongoing road operations and maintenance as well as transit service enhancements.

• SHARE COSTS FAIRLY: The State of Oregon should raise revenue from system users, as appropriate, based on the benefits they derive or the costs they impose on the system.

• PRESERVE LOCAL OPTIONS: Addressing our transportation needs will require new funding at all levels of government. Accordingly, the Legislature should remove existing restrictions on local and regional revenue-raising authority and avoid enacting new limitations or pre-emptions.

PACKAGE FUNDING AND POLICY ELEMENTS OF THE PACKAGE

HIGHWAY

• Prevent loss of highway fund revenue by indexing gas taxes to increases in fuel efficiency of the automobile fleet.

Comments: This form of indexing acts as a stop-gap measure to prevent further erosion of automobile taxes due to increased fuel efficiency of the fleet until a road user charge can be fully implemented. It does not address the issue of some vehicles that do not pay the fuels tax (e.g. electric vehicles), and it does not impact truck taxes as the indexing will only prevent reduction of revenue owed by automobiles as a class under the cost responsibility requirement of the constitution. Increased revenues from indexing for fuel efficiency would be spent to stabilize revenues available for maintenance and operations.

• Highway Maintenance and Preservation (“Fix-It”) Tax Increase $ _______

Comments: This proposal is intended to address the ongoing cost of maintaining the existing highway system and preventing increased costs caused by postponing maintenance efforts. Any revenue proposal by reference will include provisions for taxation that maintain heavy/light vehicle cost responsibility.

• Highway Modernization (“Enhance”) Tax Increase $_______

Comments: This proposal will help to resolve costly and time-consuming bottlenecks and improve connections to ports and freight yards to better serve agriculture, forestry, manufacturing and other key Oregon industries as well as reduce congestion for those travelling to and from their place of employment.

• Address “orphan highways” and freight corridors by adopting a 1-cent gas tax for a pilot program to facilitate the transfer of road miles between ODOT and local governments to better align ownership and responsibility with state vs. local interests.

Comments: Jurisdiction over segments of roadway could be more efficiently and appropriately aligned so that those affected by the roadway have decision making authority over it. The State should transfer “orphan highways” – segments of state highway that function more like urban arterials to local governments. Local governments find themselves responsible for local roads and streets that have become statewide freight corridors in practice. Jurisdiction transfers can realign responsibility and authority. However, transfers are not frequent, mostly because of the inability of the receiving entity to pay for maintenance and enhancement of the transferred asset. This proposal seeks to eliminate that obstacle. It is anticipated that a program of this sort would be evaluated after ten years to determine whether it is still needed; if not, the revenue stream could be redirected to the general highway fund.

NON-HIGHWAY

• Increase funds to enhance non-highway modal infrastructure by restoring the Connect Oregon multi-modal funding level to $100 million in lottery bonds for the 2015-17 biennium. Funds would be used for grants and loans to support capital projects that involve one or more of the following modes of transportation: air; marine; freight rail; passenger rail; public transit; bicycle; and pedestrian.

Comments: This is a short-term step to be taken while we progress toward the creation of a Multi-Modal Trust Fund analogous to the Highway Trust Fund, with dedicated revenues evenly split between passenger and freight investments.

• Provide $22.6 million per biennium for operation of Amtrak Cascades service.

Comments: This proposal requests state general funds to cover the lost federal funds that were used to operate and maintain Oregon’s portion of the Amtrak Cascades service. This amount is in addition to $6.8 million from custom license plate revenue and $3.16 million from gas taxes on lawn mowers and other non-road equipment.

• Provide $75 million per biennium of state funds to cover the cost of elderly and disabled transit service.

Comments: This proposal is intended to provide stability to funding for elderly and disabled transit services and provide a nexus for transit related state planning efforts. The rationale is that the state already has significant responsibility for providing services to vulnerable populations. Most of the funding for those services comes from the General Fund.

• Provide up to $20 million per biennium for Youth Transit Passes

Comments: This proposal helps high-school-aged youth get to school, weekend and evening educational opportunities, extracurriculars and employment through better access to transit. Transit agencies can use the funds to support increased transit service that might be needed to transport youth quickly and dependably, as well as to provide free or reduced-cost transit passes for youth.

POLICY

• Develop a 10-year multi-modal transportation needs assessment to establish and quantify the need to operate, maintain and improve the system on a consistent statewide basis. This will serve as the basis for funding proposals to be considered by future Legislatures.

Comments: This proposal is intended to provide a thoughtful framework of clearly defined system needs and quantification of costs and benefits associated with such needs in such a way that allows policy makers to make informed future decisions about transportation funding.

• Recommend that state transportation planning efforts (a) include

findings regarding how each mode should best interconnect with other modes to maximize use of system resources and (b) evaluate the impact of the plans’ findings on other transportation modes.

Comments: This proposal attempts to alleviate siloing effect of modal planning so that it allows for a fuller consideration of modal connectivity in a systemic and holistic manner.

• Direct ODOT to enter into agreements with other state agencies or local governments to share the costs of facilities and equipment, to the extent that the facilities and equipment meet the needs of both entities and provide efficiencies to taxpayers. ODOT shall attempt to develop one facility and/or equipment sharing project in each of the five ODOT Regions.

Comments: This proposal provides direction to ODOT to look for those opportunities where co-locations of facilities and sharing of equipment can work well for both parties or for all parties. Co-location could reduce the overall cost of providing roadway maintenance and operations. Surplus facilities and equipment would be disposed of or repurposed.