completed in May 1991. As planning continued on the route between Portland and 185th Avenue, alternative routes through Beaverton included alignments along the Sunset Highway (U.S. 26), the BN right-of-way, and the Tualatin Valley Highway (TV Highway). A consultant recommended the BN alternative to TriMet in December 1988, and the agency's board ultimately selected that recommendation. The terminus station would have been along the BN right-of-way near 185th Avenue and Baseline Road. Meanwhile, the Portland City Council formed an advisory committee to determine whether the route through downtown should extend west from 11th Avenue on Southwest Morrison and Yamhill streets or run through the Portland Transit Mall on 5th and 6th avenues. The locally preferred alternative ultimately adopted a continuation of MAX along Morrison and Yamhill streets. The efforts of Huffman and others regarding the proposed Hillsboro extension led to a supplemental study in April 1993, which evaluated options to extend the westside light rail project, among other mode alternatives, to the Washington County Fairplex or downtown Hillsboro. Alternative routes up to downtown Hillsboro included the abandoned BN segment from 185th Avenue to 10th Avenue, Baseline and Cornell roads, and TV Highway. In July of that year, TriMet approved an extension of the initial light rail line, farther west to downtown Hillsboro using the abandoned BN route. This brought the project's new total distance to (some sources say 17.5 km). At the time, the line was scheduled to open as far as 185th Avenue in September 1997, and downtown Hillsboro by the end of 1998. Funding and construction Funding for the westside extension proved difficult to obtain under the Reagan Administration, which sought to reduce federal expenditures by delaying existing light rail projects and declining to approve future planning. As members of their respective appropriations committees, U.S. Senator Mark Hatfield and U.S. Representative Les AuCoin secured preliminary engineering and environmental review grants in 1989 by withholding funds from the head of UMTA's office. In 1990, Congress adopted legislation requiring the federal government to cover a 75 percent share of transit projects approved within the fiscal year. Voters subsequently rejected a measure to permit the use of local vehicle registration fees for public transit, which would have covered Oregon's 25 percent share, defeating it 52 percent to 48 percent. With a year-end deadline approaching the 25 percent local-share stipulation, TriMet introduced a $125 million local bond measure in July 1990. Portland