By Connor Roberts
The summer of 2025 brought Cascade three talented Research Associates who researched and gave testimony for three major transportation projects to be considered as part of Metro’s 2028-30 Regional Flexible Funding Allocation plan, known as the “Step 1A.1 RFFA Bond” for $88.5 million. The bond will include the Montgomery Park Streetcar Extension, the Earthquake Ready Burnside Bridge, and the 82nd Avenue Transit Project.
Cascade’s summer research projects culminated in individual testimonies to the Joint Policy Advisory Committee on Transportation (JPACT) on July 17th and a testimony before the Metro Council on July 31st, where Metro would approve the Step 1A.1 RFFA Bond for $88.5 million.
On July 31st at 10:30 am, Cascade Research Associate Connor Roberts presented testimony at the Portland Metro Council Meeting regarding the Step 1A.1 bond. [You can view Connor’s testimony on YouTube at timestamp 45:50.] Following is Robert’s reflection on the bond vote and his testimony.
A Reflection on Metro’s Bond Vote
By Connor Roberts
On July 31st at 10:30 am, the Metro council started their session to approve resolutions 25-5510 and 25-5511, known as the “Step 2” and “Step 1A.1” Regional Flexible Funds Allocation Bond. Representing Cascade. I had attended to submit public input on the bond to approve $88.5 million in funding to five transit projects, which would also require the council to pay back more than $135 million in debt service.
Metro staff member Grace Cho, Principal Transportation Planner, and Ted Leybold, Transportation Policy Director, gave the Step 1A.1 presentation. After their presentation I was the only person either in person or on Zoom to testify regarding the bond. They gave me three minutes to testify and I brought up key points on the flaws of the proposed projects.
While Metro staff suggested these projects would be able to leverage $1.7 billion in federal grants, I brought up the example of the Rose Quarter Improvement Project, which leveraged $400 million in federal funding under the previous presidential administration, but which was recently rescinded under the Trump administration. I also reminded the Councilors that there is no guarantee these projects would leverage that $1.7 billion.
In addition, I made the point that this is not a general obligation bond, but a bond that borrows against future revenue. Metro’s bond would borrow $88.5 million in future revenue but require $135 million in debt service. This means that the bond will incur nearly $50 million in interest that must be repaid before new revenue can be spent. It will be 12 years before the Metro Council can spend new Flexible Funds.
After completing my testimony, I stayed for the remaining discussion and vote. The bond resolution was opened for discussion by the Councilors. Councilor Nolan asked a question clarifying that this resolution was permissive. The passage of this resolution would allow Metro to issue bonds but not require them to issue bonds on projects it might later deem unnecessary.
The next two questions were most important. One by Councilor Rosenthal who asked whether issues would arise in securing federal funding for these projects, and if the projects should be shelved until more funding is guaranteed. Councilor Hwang also asked questions on how far along the projects stand in the design process, and how he should answer constituents’ questions on lane dedication.
Mr. Leybold answered Councilor Rosenthal’s question, saying that the bond funding allows projects to put together their financial plans to go after that federal funding, and that 82nd Avenue, Burnside Bridge, Montgomery Streetcar, and the Sunset Corridor have all completed their financial plans. The only project that needs to complete financial planning is the Tualatin Valley Highway Transit Project.
Leybold also answered Councilor Hwang’s question, responding that most of the projects are still in the design phase with the potential to go through changes in response to community input over time. However, their presentation and illustrations only depicted their plan to reduce auto lanes on 82nd Avenue from four down to two. While the designers of the project say that the road diet (auto lane reduction) is only a possibility and not yet guaranteed, Metro continues to depict the 82nd Avenue project with two fewer lanes for cars and two of the four lanes dedicated to transit only.
In conclusion, I attended the meeting and presented my testimony knowing that Metro would vote and pass the resolution bond. What I did not expect, however, was any pushback from the councilors and questions regarding the specific points in my testimony to the Transit Coordinator. This goes to show that our research, presentation, and testimony mattered. Cascade is doing the work that needs to be done.
Connor Roberts is a research associate at Cascade Policy Institute, Oregon’s free market public policy research organization.
Click here for the PDF version of Connor Robert’s July 31st Testimony to Metro Council
