But without more money to fund those plans, region might not make state's tailpipe emission reduction targets
Regional leaders were brought up to speed on Metro's tailpipe emissions reduction plan Wednesday, as staff working on the Climate Smart Communities project briefed the Metro Policy Advisory Committee.
The emissions study, in its second phase, is a look at how to address a state mandate to curb greenhouse gases from cars, pickups and SUVs in the Portland region. With improvements to fuel economy only partly closing the gap to the state mandate, planners are trying to figure out how to get people to drive less.
Climate Futures series
As Metro's planning staff looks at ways to address a state mandate to reduce tailpipe emissions in the Portland region, Metro News has been digging into some of the 144 ideas under study. Our goal is to paint a picture of what the Portland region could look like if any of those scenarios are adopted.
Please note that Metro planning staff is not responsible for this content. Comments on the content should be directed to Metro News at 503-813-7583 or [email protected].
Cities around the region already have zoning and transportation plans that could help address that gap, Metro planners said Wednesday.
"You all have done really great land use plans, downtown plans; you have areas that you're trying to produce jobs, so the basis of each of these scenarios is we're starting with that," said Metro planning director Robin McArthur. "You've told us over the past couple of years, you all need ways to invest in those plans, whether it's transportation, urban renewal, whatever, in order to … make them go from paper to reality."
McArthur's staff has generally whittled down the options for addressing tailpipe emissions into three categories: current trends, current plans and new policies.
The current trends model takes into account declining government revenues, which are preventing plans on the books from being adopted. The region's current plans might meet the state mandate if fully paid for and adopted; new policies would likely push the Portland region over the top of the state's bar for tailpipe emission reduction.
What's in those current plans?
A discussion draft – a conversation starter with examples – circulated at MPAC on Wednesday points to more road funding, better coordination of traffic lights and freeway onramps and building the region's adopted transportation plan, including widening U.S. 26 and building the Sunrise Corridor. There's little funding to implement all of that right now.
Nor is there money for more frequent transit service called for in the transportation plan.
Current plans also call for parking fees in areas served by high capacity transit and an 83 percent increase in the state gas tax.
The third option envisions a world of carbon fees, vehicle miles traveled taxes or bike fees to raise revenue for a transportation system that builds even more transit and highway improvements and finishes the region's bike and pedestrian trail network.
Lake Oswego Mayor Kent Studebaker wondered if the program would impose on local cities.
"Are the various jurisdictions going to have to deal with new and more regulations?" Studebaker asked.
Kim Ellis, Metro's Climate Smart Communities coordinator, said many of the plans are based on state regulations that are already in place.
"We don't know what additional, if any requirements will come out of this, but that will be part of the regional discussion," Ellis said.
She said other plans are based on what local governments have already proposed for their communities.
"That's not something we're regulating," she said.
Bob Grover, the citizens' representative from Washington County, wanted to know more about the cost of and benefits from various options.
"I want to do things with the most impact and the least social negativity and the least cost, and it's hard for me to determine those by just saying, 'Hey, do I want to add a carbon fee?' Well, what's that going to cost me?" Grover said.
West Linn City Councilor Jody Carson said she was concerned that current plans won't necessarily help everyone in the Portland region have easier access to commerce.
"That clearly is a land use issue, but it impacts how many times people need to get in a car to get those things they need for their family or themselves," she said.
Metro Councilor Craig Dirksen said there are large areas of the region that are going to stay that way.
"My district is mostly suburban. It's very likely most of it's going to stay that way for a very long day. We need to make our assumptions that certain areas are going to remain very car oriented, by choice. People make that lifestyle choice," Dirksen said. "Part of the assumption may be what are the costs to people who make that choice – but that choice will be made."