40. The Pacific Northwest High Speed Rail Southern Terminus Study (Wilbur Smith <br />Associates, 1995) found that rail-related infrastructure improvements needed along the <br />corridor include improved signals, grade crossings, track, and depots. These <br />improvements are important.to the success of high speed rail because Eugene-Springfield <br />is the southern terminus to the high speed rail corridor. <br />41. OTP Policy IF provides for a transportation system with connectivity among modes <br />within and between urban areas, with ease of transfer among modes and between local <br />and state transportation systems. <br />Policies <br />F.30 Support public investment in the Eugene Airport as a regional facility and provide land <br />use controls that limit incompatible development within the airport environs. Continue to <br />.use the Eugene Airport Master Plan as the guide for improvements of facilities and <br />services at the airport. <br />F.31 Support provision of rail-related infrastructure improvements as part of the Cascadia <br />High Speed Rail Corridor project. <br />F.32 Support improvements to the passenger rail station and inter-city bus terminals that <br />enhance usability and convenience. <br />Finance <br />Findings <br />42. Transportation costs are rising while revenues are shrinking and this trend is expected to <br />continue. The 1999 OHP estimated total 20-year highway needs of about $29 billion, but <br />projected revenues of only about $14 billion. <br />43. TransPlan estimates that operations, maintenance, and preservation (OM&P) of the <br />metropolitan transportation system will cost $1.2 billion in 1997 dollars to maintain at <br />current levels to the year 2020. Revenues for OM&P, including a regularly increasing <br />state gas tax and federal forest receipts at current non-guaranteed levels after the <br />guarantee expires, are estimated at $988 million, leaving a conservative estimated <br />shortfall of about $212 million over the 20-year period before the implementation of <br />fiscal constraint strategies. <br />44, The projects proposed in TransPlan demonstrate that nearly all of the region's travel over <br />the next 20 years will rely on existing streets, highways, and bicycle and pedestrian <br />facilities, emphasizing the importance of preservation and maintenance of these facilities. <br />45. Historically, the State Highway Trust Fund (SHTF) and federal forest receipts, significant <br />sources of transportation revenues, have funded OM&P of the regional transportation <br />Laurel Ridge Record (Z 15-5) III-F-12 Page 224 <br />