Advocacy coalition fights 10-lane Interstate Bridge as undertaking rolls ahead


Wanting south on I-5 at Marine Drive overpass.
(Picture: Jonathan Maus/BikePortland)

Ryan Packer is our particular correspondent for the Interstate Bridge Alternative undertaking. See their previous protection right here.

“We’re in a extremely essential second with this undertaking.”
— Brett Morgan, 1000 Pals of Oregon

As a small variety of Portland-area elected officers push a design choice for I-5 over the Columbia River that doesn’t broaden the freeway to 10 lanes, a broad group of environmental and sustainable transportation organizations have signed a letter that helps them. On the similar time, an advisory committee at Metro has unanimously supported a further $71 million to proceed planning the undertaking, teeing up a serious showdown subsequent month.

The letter (PDF), signed by sixteen orgs together with Oregon League of Conservation Voters, Local weather Options, the Road Belief, and Oregon Walks, despatched to the Interstate Bridge Alternative (IBR) undertaking crew on Monday, spells out {that a} climate-forward undertaking means “[t]he IBR should not broaden the variety of car journey lanes, together with auxiliary lanes”, and pushes for up to date fashions earlier than shifting ahead with a set variety of design choices.

“The IBR undertaking should prioritize the environment friendly motion of products and folks: by shifting extra folks throughout the bridge, by way of transit and protected and accessible lively transportation choices, whereas shifting the identical or fewer automobiles (by way of pricing) and offering freight precedence,” the letter states.

This letter follows one despatched on October 21 (PDF) signed by Portland Transportation Commissioner Jo Ann Hardesty and Metro President Lynn Peterson that will get in writing the request that these two elected officers manufactured from the IBR undertaking crew throughout their final Govt Steering Group assembly. “We have to see evaluation that appears at what is feasible if we totally spend money on transit capability and entry and combine equitable congestion pricing,” the letter states.

That Hardesty/Pederson letter notes that “some important base assumptions haven’t been adequately revisited” from the CRC undertaking a decade in the past, and notes considerations “that beneath the present work plan, parts will solely be analyzed individually as if they don’t affect one another (i.e., freeway design, tolling, and transit choices).”

“We’re in a extremely essential second with this undertaking,” 1000 Pals of Oregon Coverage Supervisor Brett Morgan, a signatory and first power behind the sign-on letter launched Monday, informed BikePortland. With the MTIP undertaking choice and funding course of continuing at Metro, he mentioned, “there are extra causes to have extra consideration on this undertaking than ever.” Morgan added that the letter represents a “frequent floor for companions to turn out to be extra engaged on the undertaking” as particulars across the undertaking have turn out to be more and more clear.

Statewide land-use nonprofit 1000 Pals of Oregon has additionally printed their very own ideas on the undertaking by way of a weblog publish titled “The Interstate Bridge Alternative Venture is an fairness and local weather catastrophe”, and they don’t seem to be alone in asking the Metro Council to place the brakes on the IBR undertaking. In the present day, No Extra Freeways launched a brand new marketing campaign asking Metro to withhold funding till the undertaking crew presents a extra climate-friendly model of the undertaking.

(Slides shared by ODOT Deputy IBR Program Administrator Raymond Possibly at November fifth Metro TPAC assembly.)

Proper now, momentum is with the undertaking. At their November fifth assembly, the Metro Transportation Coverage Options Committee (TPAC) voted unanimously to launch a further $71 million in planning and engineering funds for the IBR ($36 million from Oregon, $35 from Washington). Metro doesn’t have a voting member on that board, and Portland’s consultant, PBOT regional planner Eric Hesse, was not current. That vote is the primary approval on its technique to a full vote of the Metro Council on December 2. Through the TPAC assembly, a number of committee members framed a vote to launch funds for engineering as needed to find out solutions to key questions that stay concerning the undertaking.

“What we try to do is… preserve visitors shifting by way of to restrict greenhouse gasoline from inefficient idling resulting from being stalled in visitors.”
— Raymond Possibly, ODOT

ODOT Deputy IBR Program Administrator Raymond Possibly informed TPAC in a presentation previous to their vote that, “This [$71 million] covers the work to reply a variety of questions that our companions are asking… these funds assistance will assist us work ahead to handle the questions and solutions and tackle these considerations as we transfer ahead.” Possibly additionally acknowledged that the undertaking is seeking to reconfigure seven interchanges throughout a five-mile part of I-5 and that one of many targets is to, “Preserve visitors shifting by way of to restrict greenhouse gases from inefficient idling resulting from being stalled in visitors.” (This concept is controversial to say the least, but it surely’s a basic precept at ODOT that’s been espoused by Director Kris Strickler and Oregon Senator and Joint Transportation Committee Co-chair Lee Beyer.)

The IBR program has already spent hundreds of thousands on PR and outreach, but it surely stays to be seen how a lot that outreach course of is working in good religion. A central piece of their neighborhood engagement technique are advisory boards, just like the Group Advisory Group (CAG) and the Fairness Advisory Group. However elected leaders on the Govt Steering Group noticed the “universe” of design choices earlier than both advisory group did, and when the CAG was briefed on the design choices final week, the request from Hardesty and Peterson for a further choice primarily based on transit and congestion pricing was not introduced up.

Program Administrator Greg Johnson informed the CAG at their most up-to-date assembly that elected leaders had not eliminated any choices for his or her consideration, whilst he omitted points raised by these elected officers. “They needed you to see every little thing, all of the work that was achieved…you’ll be seeing all that work in complete”, he informed the group. Additionally on the assembly, Diana Nunez of the Oregon Environmental Council requested about knowledge round influence of tolling and demand administration. “In 2022 we’ll have much more details about tolling’s impact on the hall and what which means,” was the response from Brad Philips of the IBR design crew, but it surely’s not clear that any choices with fewer than ten lanes will probably be superior to the screening stage with out all advisory boards pushing for it.

“Whereas there are focus teams and engagement committees, the method that IBR undertaking management has outlined is complicated, and makes it onerous for stakeholders to know the place significant alternatives to have interaction are and the way their enter will probably be built-in within the bridge,” the letter from advocacy teams famous.

With so many teams coming collectively to notice the place the undertaking is falling brief, this represents a key second up to now within the historical past of the CRC 2.0. What stays to be seen subsequent is whether or not these voices for change are any match for the institutional inertia behind this mega-project.