2014 National Convening Skills Presenations Portland Plan | Page 62

THE PORTLAND PLAN Economic Prosperity and Affordability Element 3 Trade and Freight Hub Invest in transportation systems and services to retain and expand our competitive market access as a West Coast trade gateway and distribution hub. Most U.S. exports are merchandise and most export tonnage is shipped through ports. Portland is Oregon’s largest freight distribution hub (harbor, airport, rail, pipeline and highway) and the West Coast’s fourth largest freight gateway. Portland’s freight hub industrial districts, like the port and airport, support large heavy manufacturing and distribution sectors and about 80,000 industrial jobs. These jobs are a core part of the city’s living-wage job base. Strategic freight investments are needed to hold or grow Portland’s competitive position in the rapidly growing and changing international marketplace. Looking forward to 2035, regional freight tonnage is forecast to nearly double. However, investments in freight infrastructure are challenged by our medium-sized regional market, tightening transportation budgets and increasing urban congestion. As a result, freight gateway market leakage (i.e., market share lost to other ports like Seattle) includes 72 percent of Asiabound export container cargo. Gaining even a portion of that market share would mean more local jobs and revenue. Given geograph ic and competitive challenges, Portland’s celebrated role as a leading exporter is fragile. Portland’s success could be undermined if we do not give adequate attention to strengthening our freight transportation network, which connects us to global markets. The transportation system is burdened with many obsolete, end-of-life assets (the functional condition of many roadways and bridges, for example), and maintaining in a cutting-edge built environment is a critical aspect of sustaining the region’s freight and trade dependent economy. Only 12 U.S. cities have direct air service to both Europe and Asia, and Portland is the smallest among them. The region must continue to support these direct services or risk seeing them disappear. Portland’s freight infrastructure is also increasingly valued as a sustainability asset. Multimodal freight hub infrastructure and freight mobility in a dense urban setting contribute to local energy efficiency and carbon reduction. Flexible street corridor design for truck access and active transportation can help increase urban density, lower transportation costs and use limited infrastructure capacity more efficiently. As cities urbanize, the transportation system focuses less on single-occupancy vehicles and more on freight, transit and active transportation. 56 Guiding Policies Prioritize freight movement over single-occupancy vehicle travel on P-13 truck routes. Increase the freight movement share of our limited transportation system capacity. Leverage more regional, state, port and private resources to P-14 make strategic investments in Portland’s multi-modal freight hub infrastructure (truck, rail, airport and harbor facilities). Build on Portland’s 2006 Freight Master Plan to better integrate P-15 freight mobility, including the “last mile” aspects of freight delivery, into land use, neighborhood, environmental and sustainability planning. Apply best practices that help reduce energy consumption related P-16 to freight movement, and help carriers and shippers achieve optimal efficiency. Connect MWESB contracting opportunities with trade gateway P-17 infrastructure projects. Increase the use of transit, bikes, walking, carpooling and P-18 telecommuting to reduce both wear and demand on the transportation system and to free up capacity for freight mobility. In addition, prioritize investment in a modernized, complete and comprehensive freight transportation network, including replacement of obsolete end-oflife assets in the freight network (bridges, overpasses, etc.). April 2012 | www.pdxplan.com