PORT OF PORTLAND

AGRICULTURAL ACT OF 2026 Section 9001 (Farm Bill) - Adds sustainable aviation fuel to the definition of an advanced biofuel. Sustainable aviation fuel (SAF) has emerged as a leading solution to support growing demand, achieve energy dominance, and create opportunities for rural economies. Since SAF is made from a variety of renewable feedstocks, it helps to establish new markets for American agriculture, bioenergy, and technology developers. SAF also creates good-paying jobs, and new economic opportunities for U.S. farmers and in rural communities. SAF can be mass-produced in the U.S. and blended with traditional jet fuel without the need to modify existing aircraft, meaning SAF can be immediately put to use. PILOT AND AIRCRAFT PRIVACY ACT (PAPA) (S 2175/HR 4146) Seek support from congressional offices in opposing PAPA legislation. Legislation prohibits the ability of an airport sponsor to use ADS-B data for purposes of assessing or otherwise imposing a fee issues with legislation and impact on airports. e on any commercial or GA aircraft owner or operator. The Port does not currently use ADS-B data to collect landing fees at HIO, TTD, or Atlantic at PDX. At Port airports landing fees are through FBOs or directly from based aircraft operators (Nike, Columba, Ochoco) Prohibits officials from initiating an investigation of any person based exclusively on ADS-B data. Requires a public-use airport to disclose the following information prior to imposing a takeoff or landing fee on any GA aircraft: Efforts taken to reduce non-airside related expenses; Efforts taken to obtain revenues from sources other than GA aircraft; Total cost estimate of the airside safety projects that the airport sponsor plans to undertake, the amount or percentage of the fees imposed on GA aircraft that will be used to pay for such project, and an estimated timeline to collect such amount; and An assessment of the impact of any fees on the health and vitality of GA and on pilots, students, charities, and businesses that support or rely on GA in the area of the airport. Compliance would take resources most likely partially paid from landing fees causing more pressure of GA airport revenues. Requires revenue derived from takeoff or landing fees to only be used for airside safety projects. There is more safety critical airport infrastructure than just airside safety projects. Takeoff/landing fees are needed to fund safety-critical airport infrastructure projects. Congress has mandated that airport sponsors assess fees for operator use of runways and taxiways, as appropriate, to ensure the airport is self-sustaining. Takeoff/landing fees are a critical source of revenue for airports, especially for smaller airports with limited revenue-generating option available: Most GA airports have minimal opportunities to generate revenue from non-aeronautical sources. FBOs are often operated by the private sector. 82nd and AIRPORT WAY FUNDING Make delegation aware of our $25 million Better Utilizing Investments to Leverage Development (BUILD) Grant Program application and welcome any additional funding through surface transportation legislation. Airport Way, averaging 58,000 vehicles a day, is among Oregons busiest roadways. The Ross Island Bridge, by comparison, serves 56,000 a day. Because Portland International Airport (PDX) sits at the end of a cul-de-sac, every person traveling to PDX must use this intersection, regardless of mode of transportation. The challenge of growing congestion at this intersection was identified in the 2010 Airport Futures Master Plan. As it stands, the signals cannot keep up with demand at peak times - of which there are at least five in a 24-hour period. The solution planned reduces competition for the signal by elevating only the eastbound three lanes of Airport Way and merging northbound left-turners with westbound traffic without a traffic signal. The total project cost is approximately $120 million. The Port BUILD grant application will be for $25 million. We will be seeking additional funding in the Surface Transportation Act and plan to cover the remainder with Port funding. PDX is nearly back to pre-pandemic travel volumes and nearly 10,000 people work there. Every person accessing the using this intersection is getting somewhere with urgency - so it is critical that we address the bottleneck as we continue to grow. SEISMICALLY RESILIENT RUNWAY Make delegation aware of importance to entire region (including SW Washington) and challenges given total cost and limitations in existing programs. The Port has invested nearly $1M in study and design. Significant federal and state financial support will be required to fund the construction - estimated between $400M and $500M, depending on schedule and closure scenarios. Although the Port has had some success in authorizing new federal dollars for the project by expanding eligibility of the Airport Improvement Program (AIP) to include investments mitigating seismic disasters, awards from this program would probably only be in the few tens of millions in any given year and the airport will have competing projects for these critical funds. Recommended is a minimum usable length of 7,500 feet to support emergency response and long‑term recovery after a major seismic event. The remaining portion of the 11,00ft runway would be rebuilt during recovery. A 4,500‑foot length runway could support emergency response shortly after a seismic event. FAA Met with FAA to better understand new process regarding rehab projects and consultation regarding NMFS.

Client expense: $99,410 · Firm income: —

Matched citations: S 2175

Appropriations for Columbia River dredging and navigation - Div. B, H.R. 6938 and related joint explanatory statement. Proposed FY27 Energy & Water appropriations language regarding Columbia River operation and maintenance funding. Issues related to dredged material management plan and cost share - various Water Resources Development Act proposals.

Client expense: — · Firm income: $60,000

Matched citations: H.R. 6938

PILOT AND AIRCRAFT PRIVACY ACT (PAPA) (S 2175/HR 4146) Seek support from congressional offices in opposing PAPA legislation. Legislation prohibits the ability of an airport sponsor to use ADS-B data for purposes of assessing or otherwise imposing a fee issues with legislation and impact on airports. e on any commercial or GA aircraft owner or operator. The Port does not currently use ADS-B data to collect landing fees at HIO, TTD, or Atlantic at PDX. At Port airports landing fees are through FBOs or directly from based aircraft operators (Nike, Columba, Ochoco) Prohibits officials from initiating an investigation of any person based exclusively on ADS-B data. Requires a public-use airport to disclose the following information prior to imposing a takeoff or landing fee on any GA aircraft: Efforts taken to reduce non-airside related expenses; Efforts taken to obtain revenues from sources other than GA aircraft; Total cost estimate of the airside safety projects that the airport sponsor plans to undertake, the amount or percentage of the fees imposed on GA aircraft that will be used to pay for such project, and an estimated timeline to collect such amount; and An assessment of the impact of any fees on the health and vitality of GA and on pilots, students, charities, and businesses that support or rely on GA in the area of the airport. Compliance would take resources most likely partially paid from landing fees causing more pressure of GA airport revenues. Requires revenue derived from takeoff or landing fees to only be used for airside safety projects. There is more safety critical airport infrastructure than just airside safety projects. Takeoff/landing fees are needed to fund safety-critical airport infrastructure projects. Congress has mandated that airport sponsors assess fees for operator use of runways and taxiways, as appropriate, to ensure the airport is self-sustaining. Takeoff/landing fees are a critical source of revenue for airports, especially for smaller airports with limited revenue-generating option available: Most GA airports have minimal opportunities to generate revenue from non-aeronautical sources. FBOs are often operated by the private sector. 82nd and AIRPORT WAY FUNDING Make delegation aware of our $25 million Better Utilizing Investments to Leverage Development (BUILD) Grant Program application and welcome any additional funding through surface transportation legislation. Airport Way, averaging 58,000 vehicles a day, is among Oregons busiest roadways. The Ross Island Bridge, by comparison, serves 56,000 a day. Because Portland International Airport (PDX) sits at the end of a cul-de-sac, every person traveling to PDX must use this intersection, regardless of mode of transportation. The challenge of growing congestion at this intersection was identified in the 2010 Airport Futures Master Plan. As it stands, the signals cannot keep up with demand at peak times - of which there are at least five in a 24-hour period. The solution planned reduces competition for the signal by elevating only the eastbound three lanes of Airport Way and merging northbound left-turners with westbound traffic without a traffic signal. The total project cost is approximately $120 million. The Port BUILD grant application will be for $25 million. We will be seeking additional funding in the Surface Transportation Act and plan to cover the remainder with Port funding. PDX is nearly back to pre-pandemic travel volumes and nearly 10,000 people work there. Every person accessing the using this intersection is getting somewhere with urgency - so it is critical that we address the bottleneck as we continue to grow. SEISMICALLY RESILIENT RUNWAY Make delegation aware of importance to entire region (including SW Washington) and challenges given total cost and limitations in existing programs. The Port has invested nearly $1M in study and design. Significant federal and state financial support will be required to fund the construction - estimated between $400M and $500M, depending on schedule and closure scenarios. Although the Port has had some success in authorizing new federal dollars for the project by expanding eligibility of the Airport Improvement Program (AIP) to include investments mitigating seismic disasters, awards from this program would probably only be in the few tens of millions in any given year and the airport will have competing projects for these critical funds. Recommended is a minimum usable length of 7,500 feet to support emergency response and long‑term recovery after a major seismic event. The remaining portion of the 11,00ft runway would be rebuilt during recovery. A 4,500‑foot length runway could support emergency response shortly after a seismic event. FAA Met with FAA to better understand new process regarding rehab projects and consultation regarding NMFS.

Client expense: $92,852 · Firm income: —

Matched citations: HR 4146

Congressional directed spending request FY26 funding for Terminal 2 Mass Timber Housing Innovation Campus (MTHIC) community project through THUD EDI part of Consolidated Appropriations Act (HR 7148) Appropriation was $3.2 million designated for T2 specifically for utility work/infrastructure at MTHIC.

Client expense: $92,852 · Firm income: —

Matched citations: HR 7148

PILOT AND AIRCRAFT PRIVACY ACT (PAPA) (S 2175/HR 4146) Seek support from congressional offices in opposing PAPA legislation. Legislation prohibits the ability of an airport sponsor to use ADS-B data for purposes of assessing or otherwise imposing a fee issues with legislation and impact on airports. e on any commercial or GA aircraft owner or operator. The Port does not currently use ADS-B data to collect landing fees at HIO, TTD, or Atlantic at PDX. At Port airports landing fees are through FBOs or directly from based aircraft operators (Nike, Columba, Ochoco) Prohibits officials from initiating an investigation of any person based exclusively on ADS-B data. Requires a public-use airport to disclose the following information prior to imposing a takeoff or landing fee on any GA aircraft: Efforts taken to reduce non-airside related expenses; Efforts taken to obtain revenues from sources other than GA aircraft; Total cost estimate of the airside safety projects that the airport sponsor plans to undertake, the amount or percentage of the fees imposed on GA aircraft that will be used to pay for such project, and an estimated timeline to collect such amount; and An assessment of the impact of any fees on the health and vitality of GA and on pilots, students, charities, and businesses that support or rely on GA in the area of the airport. Compliance would take resources most likely partially paid from landing fees causing more pressure of GA airport revenues. Requires revenue derived from takeoff or landing fees to only be used for airside safety projects. There is more safety critical airport infrastructure than just airside safety projects. Takeoff/landing fees are needed to fund safety-critical airport infrastructure projects. Congress has mandated that airport sponsors assess fees for operator use of runways and taxiways, as appropriate, to ensure the airport is self-sustaining. Takeoff/landing fees are a critical source of revenue for airports, especially for smaller airports with limited revenue-generating option available: Most GA airports have minimal opportunities to generate revenue from non-aeronautical sources. FBOs are often operated by the private sector. 82nd and AIRPORT WAY FUNDING Make delegation aware of our $25 million Better Utilizing Investments to Leverage Development (BUILD) Grant Program application and welcome any additional funding through surface transportation legislation. Airport Way, averaging 58,000 vehicles a day, is among Oregons busiest roadways. The Ross Island Bridge, by comparison, serves 56,000 a day. Because Portland International Airport (PDX) sits at the end of a cul-de-sac, every person traveling to PDX must use this intersection, regardless of mode of transportation. The challenge of growing congestion at this intersection was identified in the 2010 Airport Futures Master Plan. As it stands, the signals cannot keep up with demand at peak times - of which there are at least five in a 24-hour period. The solution planned reduces competition for the signal by elevating only the eastbound three lanes of Airport Way and merging northbound left-turners with westbound traffic without a traffic signal. The total project cost is approximately $120 million. The Port BUILD grant application will be for $25 million. We will be seeking additional funding in the Surface Transportation Act and plan to cover the remainder with Port funding. PDX is nearly back to pre-pandemic travel volumes and nearly 10,000 people work there. Every person accessing the using this intersection is getting somewhere with urgency - so it is critical that we address the bottleneck as we continue to grow. SEISMICALLY RESILIENT RUNWAY Make delegation aware of importance to entire region (including SW Washington) and challenges given total cost and limitations in existing programs. The Port has invested nearly $1M in study and design. Significant federal and state financial support will be required to fund the construction - estimated between $400M and $500M, depending on schedule and closure scenarios. Although the Port has had some success in authorizing new federal dollars for the project by expanding eligibility of the Airport Improvement Program (AIP) to include investments mitigating seismic disasters, awards from this program would probably only be in the few tens of millions in any given year and the airport will have competing projects for these critical funds. Recommended is a minimum usable length of 7,500 feet to support emergency response and long‑term recovery after a major seismic event. The remaining portion of the 11,00ft runway would be rebuilt during recovery. A 4,500‑foot length runway could support emergency response shortly after a seismic event. FAA Met with FAA to better understand new process regarding rehab projects and consultation regarding NMFS.

Client expense: $92,852 · Firm income: —

Matched citations: S 2175

Funding for resilient runway and amendments to Airport Improvement Program regarding seismic resilience - no specific legislation. Homeland Security Appropriations for TSA and CBP operations - H.R. 4213 and various proposals.

Client expense: — · Firm income: $50,000

Matched citations: H.R. 4213

Funding for development of mass timber housing demonstration - S. 2465, H.R. 4552 and congressionally directed spending in S. Rpt. 119-47. Proposals for economic development through trade and workforce incentives - no specific legislation.

Client expense: — · Firm income: $50,000

Matched citations: H.R. 4552

Issues related to dredge replacement costs and WRDA implementation - S. 4367 and legislative proposals. Appropriations for Columbia River dredging and navigation - Div. B, H.R. 6938 and related joint explanatory statement; proposed FY 2027 language. Issues related to dredged material management plan and cost share - various Water Resources Development Act proposals.

Client expense: — · Firm income: $50,000

Matched citations: H.R. 6938

Funding for development of mass timber housing demonstration - S. 2465, H.R. 4552 and congressionally directed spending in S. Rpt. 119-47. Proposals for economic development through trade and workforce incentives - no specific legislation.

Client expense: — · Firm income: $50,000

Matched citations: S. 2465

Issues related to dredge replacement costs and WRDA implementation - S. 4367 and legislative proposals. Appropriations for Columbia River dredging and navigation - Div. B, H.R. 6938 and related joint explanatory statement; proposed FY 2027 language. Issues related to dredged material management plan and cost share - various Water Resources Development Act proposals.

Client expense: — · Firm income: $50,000

Matched citations: S. 4367

PERMIT Act (HR 3898) Addresses Clean Water Act (CWA) Limits the scope of the CWA by redefining navigable waters to exclude o(1) waste treatment systems o(2) ephemeral features that flow only in direct response to precipitation o(3) prior converted cropland o(4) groundwater o(5) any other features determined to be excluded by the U.S. Army Corps of Engineers Passed House by vote of 221-205, the House gave final approval to this bill, which deals with Clean Water Act permitting reforms.

Client expense: $99,050 · Firm income: —

Matched citations: HR 3898

Congressional directed spending request FY26 funding for Terminal 2 Mass Timber Housing Innovation Campus (MTHIC) community project through THUD EDI. Continuing Appropriations and Extensions Act of 2026 (HR 5371) Reopens the government and provide funding to keep it operating until January 30, 2026. The vote was 60 to 40. Key Components of the Senate-Approved Measure Continuing Resolution: The stopgap measure would reopen the government and provide funding to keep it operating until January 30, 2026. Minibus Appropriations: The short-term continuing resolution is paired with a package of three bipartisan spending bills that provide full fiscal year funding for: 1) the Department of Agriculture and FDA; 2) the legislative branch; 3) the Department of Veterans Affairs and military construction projects. ACA Fix: Senate Majority Leader John Thune (R-SD) agreed to hold a separate vote no later than mid-December on extending expiring Affordable Care Act subsidies. However, the CR does not include a guaranteed one-year extension of the health care subsidies as Democrats demanded. Federal Employee Protections: The agreement calls for rehiring federal workers that had been subject to reductions in force (RIFs) during the shutdown and includes protections against future RIFs. Other Aviation-Related Items Essential Air Service: The measure provides funding for the Essential Air Service program through the duration of the CR. Late last month, DOT announced that it had secured funding to keep the program operating until November 18. Counter UAS: It extends the authorization for the counter-unmanned aerial systems program for the duration of the CR. Reimbursement of Screening Services. The stop-gap measure also extends the authorization for TSAs reimbursable screening services for the duration of the CR. Fiscal Year 2026 Appropriations Port Infrastructure Development Program (PIDP) - $750 million Better Utilizing Investment to Leverage Development (BUILD -formerly RAISE) - $800 million

Client expense: $99,050 · Firm income: —

Matched citations: HR 5371

Explored options to find solution to SMS FAA system Aviation Funding Solvency Act (HR 6086) with respect to the Federal Aviation Administration, an appropriation measure for a fiscal year is not enacted before the beginning of such fiscal year or a law making continuing appropriations is not in effect, covered amounts in the Aviation Insurance Revolving Fund shall be available to the Administrator for continuing programs, projects, or activities Aviation Funding Stability Act of 2025 (S 1045) (HR 5451) (HR 5455) bill provides continuing appropriations to the Federal Aviation Administration (FAA) if : an appropriations bill for the FAA has not been enacted before a fiscal year begins, or a joint resolution making continuing appropriations for the FAA is not in effect. bill provides appropriations from the Airport and Airway Trust Fund at the rate of operations that was provided for the prior fiscal year to continue programs, projects, and activities for which funds were provided in the preceding fiscal year

Client expense: $99,050 · Firm income: —

Matched citations: HR 5451

Explored options to find solution to SMS FAA system Aviation Funding Solvency Act (HR 6086) with respect to the Federal Aviation Administration, an appropriation measure for a fiscal year is not enacted before the beginning of such fiscal year or a law making continuing appropriations is not in effect, covered amounts in the Aviation Insurance Revolving Fund shall be available to the Administrator for continuing programs, projects, or activities Aviation Funding Stability Act of 2025 (S 1045) (HR 5451) (HR 5455) bill provides continuing appropriations to the Federal Aviation Administration (FAA) if : an appropriations bill for the FAA has not been enacted before a fiscal year begins, or a joint resolution making continuing appropriations for the FAA is not in effect. bill provides appropriations from the Airport and Airway Trust Fund at the rate of operations that was provided for the prior fiscal year to continue programs, projects, and activities for which funds were provided in the preceding fiscal year

Client expense: $99,050 · Firm income: —

Matched citations: HR 5455

Explored options to find solution to SMS FAA system Aviation Funding Solvency Act (HR 6086) with respect to the Federal Aviation Administration, an appropriation measure for a fiscal year is not enacted before the beginning of such fiscal year or a law making continuing appropriations is not in effect, covered amounts in the Aviation Insurance Revolving Fund shall be available to the Administrator for continuing programs, projects, or activities Aviation Funding Stability Act of 2025 (S 1045) (HR 5451) (HR 5455) bill provides continuing appropriations to the Federal Aviation Administration (FAA) if : an appropriations bill for the FAA has not been enacted before a fiscal year begins, or a joint resolution making continuing appropriations for the FAA is not in effect. bill provides appropriations from the Airport and Airway Trust Fund at the rate of operations that was provided for the prior fiscal year to continue programs, projects, and activities for which funds were provided in the preceding fiscal year

Client expense: $99,050 · Firm income: —

Matched citations: HR 6086

Explored options to find solution to SMS FAA system Aviation Funding Solvency Act (HR 6086) with respect to the Federal Aviation Administration, an appropriation measure for a fiscal year is not enacted before the beginning of such fiscal year or a law making continuing appropriations is not in effect, covered amounts in the Aviation Insurance Revolving Fund shall be available to the Administrator for continuing programs, projects, or activities Aviation Funding Stability Act of 2025 (S 1045) (HR 5451) (HR 5455) bill provides continuing appropriations to the Federal Aviation Administration (FAA) if : an appropriations bill for the FAA has not been enacted before a fiscal year begins, or a joint resolution making continuing appropriations for the FAA is not in effect. bill provides appropriations from the Airport and Airway Trust Fund at the rate of operations that was provided for the prior fiscal year to continue programs, projects, and activities for which funds were provided in the preceding fiscal year

Client expense: $99,050 · Firm income: —

Matched citations: S 1045

Funding for development of mass timber housing demonstration - S. 2465, H.R. 4552 and congressionally directed spending in S. Rpt. 119-47.

Client expense: — · Firm income: $60,000

Matched citations: H.R. 4552

Issues related to dredge replacement costs and WRDA implementation - S. 4367 and legislative proposals. Appropriations for Columbia River dredging and navigation - Div. B, H.R. 6936 and related joint explanatory statement; proposed FY 2027 language Issues related to dredged material management plan and cost share - no specific legislation.

Client expense: — · Firm income: $60,000

Matched citations: H.R. 6936

Funding for development of mass timber housing demonstration - S. 2465, H.R. 4552 and congressionally directed spending in S. Rpt. 119-47.

Client expense: — · Firm income: $60,000

Matched citations: S. 2465

Issues related to dredge replacement costs and WRDA implementation - S. 4367 and legislative proposals. Appropriations for Columbia River dredging and navigation - Div. B, H.R. 6936 and related joint explanatory statement; proposed FY 2027 language Issues related to dredged material management plan and cost share - no specific legislation.

Client expense: — · Firm income: $60,000

Matched citations: S. 4367

Funding for development of mass timber housing demonstration - S. 2465, H.R. 4552 and congressionally directed spending in S. Rpt. 119-47.

Client expense: — · Firm income: $50,000

Matched citations: H.R. 4552