The Oregon Department of Transportation is proposing to widen a mile-long stretch of Interstate 5 opposite downtown Portland from 4 lanes to 6, at a cost currently estimated at just under half a billion dollars. Instead, the Trinity River floodplain will be developed as a park. As it turns out, there aren’t anywhere near that many freeway ramps in the entire state. The proponents of the project are trotting out an impressive array of myths. Bockel (commonly referred to as "JMB" in France) was born in Strasbourg. Even though it seems like spending half a billion dollars ought to make a difference it won’t. It’s a classic example of what one Oregon legislator referred to as “malicious compliance.” While we’re delighted that the record has been corrected, it shouldn’t have been necessary in the first place, had the agency been honest, and it certainly shouldn’t have required more than a year of repeated attempts to get it to change. Even PBOT and ODOT officials acknowledge that widening I-5 won’t reduce daily traffic congestion. Why aren’t we smart enough to do the same today? Peak hour, drive-alone commuters from Clark County, Washington have average household incomes of $82,500; and 75 percent of them are white, non-Hispanic. Nearly half of all Tubman Middle School Students qualify for free and reduced price meals. Its been widened many times, always, ostensibly with the idea of eliminating congestion. But even in Texas, the tide is turning. ODOT has previously lied about the the carbon emissions of its activities to promote its objectives. You are going to finish way behind on every race, at least until we no longer have the funds to even run a race. What additional capacity can do is more quickly push a highway past this “tipping point” resulting in slower traffic and lower throughput. Here’s the background: the Oregon Department of Transportation is proposing to widen a mile-long stretch of Interstate 5 through Portland, at a cost estimated approaching $500 million. Several local neighborhood streets were transformed into busy, high speed off ramps. Inscrits : 1824 – Votants : 1816 – Blancs : 12 – Nuls 10 – Exprimés : 1794, UDI-UMP : 808 voix, 45,04 %. We can also look at the average income of non-car-owning households in North and Northeast Portland. The state even seems to have some trouble getting Washington residents to pay sales tax on automobiles: the Washington State Patrol has a special unit that surveils local areas to see if automobiles with Oregon license plates are frequently seen. There are very different answers to that question depending on whether one believes ODOT’s own Final Environmental Impact Statement for the Columbia River Crossing or whether one believes ODOT’s subsequent Investment Grade Analysis–a traffic report done by independent experts to assess the impact of tolling on traffic. As part of today’s Rose Quarter freeway widening process, ODOT is holding similar meetings to the ones it held 55 years ago. The important point here is that widening this particular stretch of freeway didn’t do anything to reduce the actual number of crashes recorded. Scrutin n° 1 - séance du 1 octobre 2019 Obscuring its assumption that the CRC will be built, and generate traffic flows into the Rose Quarter delegitimizes ODOT’s planning process, in five ways: The purpose of an Environmental Assessment or Environmental Impact Statement is to fully and fairly disclose the impacts a project will have on the environment. That flies in the face of experience of other progressive metropolitan areas, including Denver, Los Angeles and San Francisco. This is apparent when we examine the racial and ethnic composition of these two groups. “Naturally, when you see increases like that, you’re going to have people make different decisions.”. Puis en 1995, elle débute au Sénat comme assistante parlementaire aux côtés d’un tout jeune sénateur : Alain JOYANDET, sénateur maire de Vesoul (Haute-Saône) avec… Peak hour freeway users will be the primary beneficiaries of the Rose Quarter Freeway widening project. But that rationale evaporates when you understand that the traffic projections that justify the project (and allegedly minimize its environmental effects) appear to be based on the assumption that the region spends $3 billion (and likely a good deal more) to build a 12-lane Columbia River Crossing project. This new performance report makes it clear that the Oregon Department of Transportation is an agency that’s gung-ho to spend money on extremely expensive projects to widen highways, but doesn’t seem to be doing anything to prioritize its investments to the kinds of locations that are killing and injuring increasing numbers of Oregonians. One aspect of Louisville, Kentucky’s transportation system looks a lot like Portland’s. Howell noted that “Flint Street is not going to be replaced, it will be lost to the neighborhood. Après un mandat de 6 ans, elle rejoint, en 2014, l'équipe de Guy Lefrand, actuel Maire d'Evreux et Président de Grand Evreux Agglomération (GEA). Despite talking points to the contrary, three key design features of the project show that the agency has the same old indifference to its impacts on the neighborhood. Clark County auto commuters to Oregon are overwhelming white, non-Hispanic. The data produced by ODOT’s own Traffic Safety Section, which anyone can view on-line here, shows that other ODOT highways in Portland have higher crash rates. At this rate, the $1.5 billion in spending, that would work between 6 and 12 million shopping trips per year. But that’s just the visible tip of a much larger carbon emissions iceberg that this package represented. Again, false. The City of Portland tried to find money to help offset the displacement, but was barred from using urban renewal funds for the project. He was appointed general secretary of the Élysée Palace from 2002 to 2005. In Portland, and in cities around the nation, building freeways has been consistently shown to devastate urban neighborhoods, and only exacerbate traffic congestion and car dependence.