The Oregon Department of Transportation just decided to dissolve its community advisory committee (right before a meeting where about half the committee was going to resign) because they wanted to “ensure more input from Albina’s historic Black community”.
Not mentioned was the fact that the community advisory committee was given almost no power to make any changes to the project and was basically asked to be a rubber stamp on the project. The city of Portland and the Albina Vision Trust have both stepped back from the project, removing their support.
It feels like the internal politicians inside ODOT are trying desperately to keep this project moving in their desired direction. It also feels like community activists are very close to getting the project killed completely.
As I went for a walk last night, I was breathing in wildfire smoke. These are not normal times. I keep hearing calls to vote, as if our problems are political in nature. Society is not what it once was. As someone who likes to host friends, I am finding myself struggling to maintain my social connections during the time of covid-19.
I worry about our organization, the Eliot Neighborhood Association (ENA). Our roles in my time with the ENA have been:
To organize and put out the Eliot News (a huge task).
To be a space to discuss neighborhood issues, development proposals, city projects and plans, and advocate for a better future
To put on annual events like a neighborhood cleanup
To be a resource for neighbors needing help navigating the city’s bureaucracy
Recently, our organization is feeling depleted. We have been continuing to meet over zoom, but we are not really able to have an easily accessible open door for a community space. As a result, we are not gaining members and seeing as much of the public as we normally would. Many of our members have stepped down from positions and committees, more than I have seen in my 10 years with the ENA. We need your help!
These times are trying. The national political partisanship combined with a sense that things just are not being taken care of at a local or national level is wearing on many of us. Technology companies are getting better at keeping our attention on scrolling or watching movies and we aren’t going out and making as many connections in the world as we might otherwise.
The most important connections we can make are with those around us. I have also found that during the pandemic, I am making stronger connections with my neighbors who live right next to me than I have ever had. These are the people who I’ll turn to first for help out if something goes wrong. I would encourage you to connect with those around you. The ENA has your back and is here for larger issues, but the easiest solutions come neighbor to neighbor. Spending more time at home has made me realize that I am blessed to live on a great block. You might find that you are too.
How I-5 was planned and built through Eliot in the 1950s and why we should not widen it
At a recent meeting, my Co-chair, Jimmy Wilson, asked me a pertinent question: “Where were white folks standing when Interstate-5 (I-5) was run through North Portland in the 1950’s?” I decided to dig through archives to find out, visiting the Oregon Department of Transportation (ODOT) website and then spending a significant amount of time on the Oregonian’s historical archive (found through Multnomah County Library). I also tried to find some other local news sources like the Northwest Clarion but unless I go find someone with an extensive microfilm archive and dig through it manually I don’t think I would find anything.
In Northeast Portland, the intersection of Urban Renewal policies and Freeway Construction Policies combined to remove the heart of the Black community’s housing stock (over 800 units from the Eliot area alone) between 1955 and 1970. The Eliot and Lower Albina neighborhoods were decimated to make room for I-5, but even larger pieces were removed to make Memorial Coliseum and its parking lots. Later, Emanuel Hospital’s expansion dreams and the I-405 off-ramps removed even more of the community’s buildings and dislocated its people.
I was struck by the sheer pace of highway planning and construction during the late 1950’s through the Portland region. Planning or construction of all of the highways we now know within 5 miles of Eliot happened within 5 years. The roadway engineers had a seemingly limitless budget during those days, and they had tremendous power to reshape the city as well. They knew that highways became clogged with cars a few years after they were constructed through a process we now call “induced demand.” The highway engineers knew that I-84 (“the Banfield Freeway”) would soon become congested and had plans for a “Fremont Expressway” taking an east-west route through Northeast Portland and another “Mount Hood Freeway” taking an east-west route through Southeast Portland. Those routes will never be built, and from what I can tell, many of the existing highways should not have either. Uprisings over the removal of so many housing units prevented the later highways from being built, but not before Eliot and North Portland received the scar of I-5. These routes have served to increase the geographic footprint of our region and helped make everything more quickly accessible by car. In doing so, these highways have also increased the dependence on the car for transportation throughout our region, increased the average distance of trips and increased the basic cost of living of citizens of the Portland Metropolitan Region.
The Interstate System was funded through the Federal-Aid Highway Act of 1956 which authorized $25 Billion for the construction of 41,000 miles of the Interstate Highway system over a supposedly 10-year period. In the act, a Highway Trust Fund was created that paid for 90% of highway construction costs. This meant that state highway engineers could dream up huge plans and only needed a 10% match from local governments to build highways. This amazing subsidy may have helped highway builders of the time become desensitized to the value of the buildings they were destroying in the name of “progress.”
I found that there were other options considered for the “Minnesota Freeway” that we now know as I-5 from I-405 to the Washington border. However, the main other option was the “Delaware Freeway,” a route more along N Greeley and N Delaware Avenues, one which would have removed slightly more houses and been slightly more expensive to construct. This option would still have taken the same path through the Eliot Neighborhood. The opposition to the Minnesota option was disorganized and didn’t coalesce around one specific alternative, which contributed to it being ignored. There was a bridge built at N. Ainsworth across the highway to mollify the principal of Ockley Green School, which would have had its district separated by the highway had that bridge not been built. To this day N. Ainsworth is one of the calmest places to cross I-5 in north Portland.
After this research, I thought to myself, okay, what about the section of highway that actually runs through Eliot? It turns out that this was a bit challenging to find out about because it was actually considered a part of the “East Bank Freeway” even though this stretch between I-84 and N. Russell Street was not along the river. This route may have been chosen by planners at the City of Portland signing off on plans prepared by the Oregon Department of Transportation. From the news of the day, it appears that the people living and working on the east side of the river were not substantially consulted in the process, even though hundreds of families would be displaced for the highway project. The first mention of this highway running through Eliot in The Oregonian was from January 1959, and in February and March there were some articles talking about the number of buildings to be torn down. At one point they were referred to as “Ancient Buildings.” By December, the right of way had been cleared. This is unbelievable to me: Less than 6 months from the first timely public mention of the highway going through this area to the mayor approving the demolition, and 12 months from the first mention of the highway to complete demolition. A cursory note of the design of the Broadway, Williams, Weidler, Flint and Vancouver overpasses was made, as was a note that 29 other streets would be “terminated” or turned into dead ends.
During the demolition process, salvagers would pay prices as low as $5 for the right to salvage parts out of houses that would be demolished for the East Bank Freeway Route. One hundred and eighty households with 400 people were displaced by one count; another count I read included 250 households. Is it possible that those with the power to demolish buildings might not have been particularly concerned with those they were displacing? To me, this is obviously the case. One article I read talked about the shocking record of non-litigation by homeowners on the route. Either property owners thought they were getting a fair deal by the Oregon Department of Transportation, or they had no leverage in the courts to make it worth the legal troubles.
With the power of hindsight, we do not have to repeat the mistakes of the past. ODOT is planning to widen I-5 underneath the 5-bridge intersection we now have around Broadway, Weidler, Vancouver, Williams and Flint Avenues. During the 1960s, there were a series of highway revolts across the country, resulting in the National Environmental Policy Act of 1959 governing roadway construction. As a result of this, the current proposal by ODOT to widen I-5 around the Broadway/Weidler Interchange, rebuild all of the roads that cross the highway, and provide some minor and questionably valuable “ community benefits” has been in the planning and engineering process for the past 10 years. During the time since the planning process started, the process of “approving” this project has been orchestrated in a way that no elected body has had a simple vote on whether they wanted to build this project or not. There have been several votes about what type of environmental review process to do, about whether we want to pass a huge transportation funding bill including this project, and about whether to approve buying land for the right of way of the project. However, no politicians have ever been asked to vote on whether to actually build this project.
The project is not particularly popular. Roughly 90% of the public comments about the project have been in opposition to building it, including the Eliot Neighborhood Association’s comments at every step of the way. The effects of highway construction are generally worst for those that live and spend their lives closest to the freeway. The local residents are subjected to detours, construction noise and pollution during the construction process. In addition, after project completion, the increased traffic on local streets and the highway will make quality of life for those living around the project worse. That increased traffic is all but guaranteed while widening highways. There is a nearly 1-to-1 relationship between the number of highway lane miles and traffic, whatever name you give to the lanes that you are building. If we look closer at what “local benefits” the project would have, we can see that just tweaking the street grid above the highway will have minor impacts at best. A new pedestrian crossing between Winning Way and NE Clackamas street was intended to be an asset, but highway planners have put such a curve in it that it will not shorten any journeys with its meandering path above a noisy highway. The Hancock-Dixon overpass will not substantially connect streets that are not served with the current Flint overpass we have now. Even the new “public spaces” created by the project will be small and triangular, possibly the site of camping since no accommodation for productive buildings on them is being made.
The only real change the project would make to the surrounding area would be widening the highway, a car-capacity increase that will barely change travel times through the area. It would also serve to put more cars into our local street network, which has led to renderings showing even wider streets through the area than we have now. This would increase road noise and reduce the value of land around the project area. Although trumpeted as a “traffic and safety project” it serves neither. Safety on other ODOT-managed streets is a much higher priority than in this corridor, which has not seen any deaths in a decade. Only congestion pricing has proved to improve traffic in urban environments, and we should be pursuing that sort of system instead of putting down more concrete.
Before this project started, drawings of how to reconstruct I-5 in a wider configuration with “minimal” impacts to traffic above were generated. This project has always been about a wider I-5 through the Broadway interchange, and everything else is just window dressing. It is not too late. Any benefits this project might have could be achieved at a much lower cost through other means. We can still stop this $800 million boondoggle, which is clearly a continuation of the shameful history of highway construction in Portland’s inner neighborhoods. It is not too late.
Our co-chairs Allan Rudwick and Jimmy Wilson recently sat down for a discussion about priorities for the coming year. We came away with a few things. Firstly, we are committed to being co-chairs because we want to work together. Working together means taking the shared experiences of our lives and using them to guide where we are going.
Co-chair Jimmy Wilson expressed a vision to help the homeless community. “As a city, we have been in a ‘housing emergency’ for 5 or so years and we don’t have much to show for it.” It was further discussed what it would mean for the Eliot NA to do something about it.
Co-Chair Allan Rudwick expressed concern about the desire to see vacant land in the neighborhood turned into useful places for people to thrive. This means a bunch of different pieces, working with the city and landholders to actually motivate building on vacant land. Some of that is just
reaching out to landowners, some of it is working with the city.
In addition, Co-Chair Allan Rudwick’s desire is to see something done about Diesel pollution. “We have a problem in Portland and in Eliot in particular with the number of unfiltered Diesel trucks rolling down I-5 in particular and other streets in the area. This is leading us to breathe more Diesel Particulate (aka Black Carbon) than other neighborhoods farther away from major truck routes. There are some solutions that seem obvious like requiring filters on trucks.” Cochair Jimmy Wilson mentioned that the problem of diesel particulates has been an issue for a long time and people have complained heavily in the past to no avail. This new effort may have legs but it should recognize those that came before and tried.
It is the sentiment of the co-chairs that “we are second to the community. We aren’t attending meetings just for fun, we’re doing it to try to make this a better place. Whether it is picking up trash, feeding people, or keeping a space for local residents to get help with their issues, we want the people of the neighbor to know that the Eliot NA Board is here for them. “We are trying to support the strong citizens in the neighborhood. Sometimes that is advice on how to get in touch with the city, sometimes it is financial grants but always it comes from a place of respect and understanding that everyone is trying their best.”
Further, we are out here trying to make the world better for the next generations.
Our time is now, but if we can’t clean up pollution and build a great place, what are we leaving for the young people? There is no personal glory in this job, but there is satisfaction with helping people make a difference.
In attendance: All Committee members: Brad, Monique, Zach, Phil, Allan, Jonathan
Public: PSU student Andrea was observing. Judge showed up too
Developer for page and Vancouver NW corner – 2 representatives: Alicia and Casey
Ali Sadri- Legacy Health
706pm 2306 n Vancouver Zoning: CM3d – plan to use community design standards. may submit before end of the calendar year. Proposal: 43 units. 1 loading zone. Mostly studios and 1br. 3 2br Concerns: Neighborhood feel, street appeal important. Main entrance not gloomy. We would like more larger units less studios. Also want the building to address the street better. If they get below 40 units they can get rid of the loading zone
Ali from Emanuel (7:40pm)
Emanuel IMP ends 2023, but rules aren’t changing much New building still going up. Planning on 16 OR. Quicker turnaround. Core and shell of the building are very flexible. This will allow them to build spaces in the new building and then when finished move units over from older spaces. One highlight is a modernized burn center
Evergreen topic: Land between Vancouver & Williams. Ali & Emanuel want to rezone land they hold and change the development rules on their campus (which we support) but can’t due to city or something. Setbacks are holding everything back. Allan proposed getting some meetings with the city to get things going forward. Ali said he would attend if the right meeting can get set up.
Monique asked about air quality concerns with I-5. Hospital doesn’t care about air quality, they filter everything a ton already
Parking summary: car dealership wants to build a big building. Neighborhood not excited about it. Will continue letter-writing and staying on top of things.
Safer 7th: need to reach out to Nick Falbo and see what is going on and when we can start construction
Another devleopment proposal- we want them to come in for a future meeting – N Flint and Hancock.
6-0 passed: Motion to approve minutes 6-0 passed: Motion to keep land use committee