Retrouvez la vidéo d’un débat sur les cantonales de 2011 auquel elle a participé. À l'exception d'une poignée de sénateurs, les membres présents des groupes LR, UDI, MoDem, LREM et MRSL ont voté pour l'amendement 148. When it built the freeway, the city condemned or purchased hundreds of homes in the neighborhood. Data are for the 2017 ACS one-year sample. Our equity analysis of the proposed half-billion dollar I-5 Rose Quarter freeway widening project shows: How should we judge the equity or fairness of our transportation system, and of proposed investments? The best evidence of whether the ODOT theory is right is an actual experiment. The finances of the project were never fully worked out, and in the meantime, the expected sources of federal funding have essentially evaporated. must go right through cities, and not around them, . Claiming that the Katy Freeway widening has resolved one of the nation’s major traffic bottlenecks is more than just serious chutzpah, it shows that the nation’s highway lobby either doesn’t know, or simply doesn’t care what “success” looks like when it comes to cities and transportation. This is City Observatory’s guide to the public policy case against the proposed I-5 Rose Quarter Freeway Widening Project. They’re badly fragmented and poorly located to provide meaningful public space. Far from be a fixed quantity, traffic is like a gas that expands to fill the space available. But in asking for Board of Estimate approval, Moses had to submit to the board the actual plans for the bridge. He has been a member of the French National Assembly since 1981, when he stood as a Socialist Party candidate, and was Minister for Commerce in the Socialist Party government of Laurent Fabius between 1984 and 1986. The well-known effect of induced demand means that regular daily congestion will continue–a fact that state and local agency experts concede. That folk myth has been thoroughly debunked by the transportation experts at Portland State: emissions from added car travel more than offset lower pollution for idling. The panel recommended further traffic studies to test whether the CRC will simply shift the bottleneck south, and called for ODOT and the City of Portland to “fully develop a solution for I-5 from I-405 to I-84” and to program that solution in conjunction with the phasing of the construction of the CRC (page 113). In theory, removing the bottleneck should cause traffic to flow more freely. Editor’s Note: This post was updated on March 27. It’s being sold as somehow reconnecting the community and benefiting cyclists and pedestrians. Anciennement chargée de la communication du Préfet de l'Eure, elle est devenue Maire de Nagel-Seez-Mesnil en 2008. Changer ), Vous commentez à l’aide de votre compte Facebook. Obviously, when a highway is too congested, you need to add capacity: make it wider! The bill trumpets an allocation of $10 million annually to a statewide safe routes to school program, for example. If you’re serious about dealing with climate change, the last thing you should do is spend billions widening freeways. Public relations messaging to the contrary notwithstanding, the Rose Quarter “Improvement” Plan, plainly prioritizes cars and disadvantages people walking, biking, taking transit, or just hanging out on the streets of this neighborhood. And all the traffic across the state border (the Columbia River) are on two Interstate highway bridges (I-5 and I-205). He concluded, that it didn’t actually matter, as long as either one party or the other had clear property rights. The freeway runs for 3 miles from Broadway to just north of Lombard Street.
But in dramatic testimony to the State Legislature on June 24, Oregon Department of Transportation (ODOT) Director Matt Garrett conceded that his staff had overstated carbon emissions savings by a factor of five, and that rather than saving more than 2 million tons of carbon over a decade, the measures would save only about 400,000 tons. Freeways and the traffic they generate are intrinsically inimical to healthy urban spaces. After ODOT widened I-5 between Lombard and Victory Blvd. ( Déconnexion / Notice that the Census Bureau’s map still refers to I-5 in this area as the “Eastbank Freeway”–an anachronistic appellation that dates back to Moses’ 1940s freeway plan for Portland. It’s utterly false. While headlines focus on the nearly-bankrupt federal Highway Trust Fund, state and local departments of transportation across the country are facing declining revenues, maintenance backlogs, and an insatiable desire for funding new projects. It’s tempting to imagine that a “cover” could magically erase the scar created by running a multi-lane freeway through an urban neighborhood. Back in 2011, when it was pushing the $3.5 billion 12-lane Columbia River Crossing, ODOT Director Matt Garrett testified to the Oregon Legislature that that the I-5 bridges were the worst crash location in the state. Crashes at the Rose Quarter are overwhelmingly minor, non-injury fender-benders. As to that non-recurring component, lowering congestion by reducing crashes–we’ll take a close look at that in part II of this analysis. (Decades later, the highway builders did construct concrete sound walls to buffer the adjacent neighborhoods from the freeway noise.) But as a practical matter, for most consumer goods, the law isn’t enforced. Technical notes: For North and Northeast Portland, we used data from Public Use Microsample Areas (PUMAs) 01301 and 01305, which include all of North Portland, most of Northeast Portland, and some portions of Southeast Portland. The Oregon Department of Transportation maintains many roads with crash rates–and serious fatalities and injuries–that are far higher than the Rose Quarter freeway, including 82nd Avenue, Powell Boulevard and Barbur Boulevard. While that keeps engineers and highway builders happy, motorists and taxpayers should start getting wise to this scam. ODOT is claiming that somehow by reducing congestion (which they, won’t do anyhow), that they’ll reduce pollution and greenhouse gases, associated with idling.
But in dramatic testimony to the State Legislature on June 24, Oregon Department of Transportation (ODOT) Director Matt Garrett conceded that his staff had overstated carbon emissions savings by a factor of five, and that rather than saving more than 2 million tons of carbon over a decade, the measures would save only about 400,000 tons. Freeways and the traffic they generate are intrinsically inimical to healthy urban spaces. After ODOT widened I-5 between Lombard and Victory Blvd. ( Déconnexion / Notice that the Census Bureau’s map still refers to I-5 in this area as the “Eastbank Freeway”–an anachronistic appellation that dates back to Moses’ 1940s freeway plan for Portland. It’s utterly false. While headlines focus on the nearly-bankrupt federal Highway Trust Fund, state and local departments of transportation across the country are facing declining revenues, maintenance backlogs, and an insatiable desire for funding new projects. It’s tempting to imagine that a “cover” could magically erase the scar created by running a multi-lane freeway through an urban neighborhood. Back in 2011, when it was pushing the $3.5 billion 12-lane Columbia River Crossing, ODOT Director Matt Garrett testified to the Oregon Legislature that that the I-5 bridges were the worst crash location in the state. Crashes at the Rose Quarter are overwhelmingly minor, non-injury fender-benders. As to that non-recurring component, lowering congestion by reducing crashes–we’ll take a close look at that in part II of this analysis. (Decades later, the highway builders did construct concrete sound walls to buffer the adjacent neighborhoods from the freeway noise.) But as a practical matter, for most consumer goods, the law isn’t enforced. Technical notes: For North and Northeast Portland, we used data from Public Use Microsample Areas (PUMAs) 01301 and 01305, which include all of North Portland, most of Northeast Portland, and some portions of Southeast Portland. The Oregon Department of Transportation maintains many roads with crash rates–and serious fatalities and injuries–that are far higher than the Rose Quarter freeway, including 82nd Avenue, Powell Boulevard and Barbur Boulevard. While that keeps engineers and highway builders happy, motorists and taxpayers should start getting wise to this scam. ODOT is claiming that somehow by reducing congestion (which they, won’t do anyhow), that they’ll reduce pollution and greenhouse gases, associated with idling.