Podcast: Voices from the Picket Line
2 days ago
|Photo of and by Hettwer Family|
|Photo: Reve, via the Oregonian|
Motorists arrived in American city streets as intruders, and had to fight to win a rightful place there. They and their allies fought their battles in legislatures, courtrooms, newspapers’ editorial pages, engineering offices, school classrooms, and the streets themselves. Motorists who ventured into city streets in the first quarter of the twentieth century were expected to conform to the street as it was: a place chiefly for pedestrians, horse-drawn vehicles, and streetcars. But in the 1920s, motorists threw off such constraints and fought for a new kind of city street—a place chiefly for motor vehicles. With their success came a new kind of city—a city that conforms to the needs of motorists. Though most city families still did not own a car, manufacturers were confident they could make room for motor traffic in cities. The car had already cleaned up its once bloody reputation in cities, less by killing fewer people than by enlisting others to share the responsibility for the carnage.
They were careless people, Tom and Daisy--they smashed up things and creatures and then retreated back into their money or their vast carelessness or whatever it was that kept them together, and let other people clean up the mess they had made.Though the principals are careless, they are not carless. The automobile has a central role in establishing the moral and economic status of characters and in moving the plot along.
Whether by design or accident, the Strategy privileges the development and expansion of electric vehicle and alternative fuel technology over the expansion of the use of walking, biking, and transit for ground passengers and biking for urban freight. While any long-term strategy to reduce greenhouse gas emissions will require the use of all available solutions, these oversights are significant. The benefits of bicycling, walking, and transit and the strategies needed to promote these transportation options are not as thoroughly discussed as other options in the Strategy, even though these modes are well-positioned to promote livable communities, economic vitality, and public health. While electric vehicles and alternative fuels reduce transportation-related emissions, these options offer only limited support of our other societal goals.Comment can be submitted to OregonSTS@odot.state.or.us. For background, executive summary, and additional info, see the Oregon Sustainable Transportation Initiative page.
SALEM, Ore. -- A person was killed in Salem Monday night after they were attempting to use the crosswalk.Planning and development standards are premised on Mission street being walkable.
The crash shut down a busy stretch of road in Salem for several hours and police, as of 11 p.m., were still on the scene with the truck they said is involved in the crash. Police arrived on scene just after 8 p.m. Monday.
Police said witnesses told them a pedestrian as crossing in the crosswalk when they were hit. They also told police the pedestrian had the walk signal and was crossing on Mission Street toward Hawthorne. That person died at the scene. Police have not released the person's name.
Police also said the driver of the truck was cooperating with their investigation, but did not say how fast the driver was going at the time of the crash. Police also have not released the driver's name.
"The speed limit here is 45, so even at that speed, being struck will carry a body quite a distance," said Salem Police Department Sergeant Tony Moore.
Police have not said if alcohol was a factor in the crash, but said the driver is in the hospital, which is standard procedure. The driver has not been cited be police, but their investigation is still underway.
Salem police identified the pedestrian who died Monday evening after being struck by a vehicle on Mission Street as a 22-year-old Canadian man.Update, August 19th
Police said the driver, James Sinks, 43, of Salem was driving a Dodge Dakota truck east on Mission Street SE when he struck Connor Jordan of Vancouver, B.C. who was crossing the street in a marked crosswalk at the Hawthorne Street SE intersection.
Jordan was pronounced dead at the scene.
Lt. Jim Aguilar said that Sinks did not stop at the red light, but no citations have been issued yet, citing an ongoing investigation involving the Marion County District Attorney's Office. He added that it appears neither speed nor alcohol were involved.
Sinks is a spokesman for the State Treasurer's Office, according to the agency’s website, and formerly worked for the Bend Bulletin and the Statesman Journal. [italics added]
|Connor Jordon, 22 - via The Province|
Connor Jordon was one day from home at the end of a solo motorcycle trip to Las Vegas when he was killed while walking in a crosswalk in Salem, Oregon by a driver who did not stop for a red light....
Last week, the Marion County District Attorney’s Office issued a press release stating “no criminal charges will be filed” against the man driving the Dodge pickup that struck Jordon....
“Two tickets. That’s all he got. He’s still allowed to drive. He’s still allowed to go to his job, to his family. But our son is dead,” said Gray.
The grieving father has hired an American lawyer to pursue a civil case.
“It’s not the route we want to go, but the only punishment Oregon provides for what happened to our son is monetary.”
|OBPAC in 2011|
The Oregon Bicycle and Pedestrian and the Transportation Enhancement Advisory Committees will hold a joint meeting on Wed., July 18 from 8 a.m. – 4:30 p.m. at Keizer Civic Center, Room B, 930 Chemawa Road NE in Keizer. Committee members have been reviewing initial applications for the recently combined funding program, offering approximately $20 million in funds. At this meeting, the committees will choose which of the 155 applicants will move to the next stage in the selection process. Public testimony will be accepted only on topics other than these applications for funding.The OTC will meet in
Keizer Community Center, Keizer City Hall, Iris Room B, 930 Chemawa Road, Keizer, Oregon 97303.So did somebody double-book a room?
What has not been discussed in much depth, however, is the idea that a toll could be used as a method to pay for the bridge.Not in the article, but in his public comments on the draft Environmental Impact Statement, State Senator Peter Courtney offered perspective on the finances, and this project's relation to the bigger one up north:
At a recent gathering of the Salem City Council, Chuck Bennett, who represents residents on both sides of the river, voiced his concern about paying tolls.
“I would think we need to look at the tolls very early in the process and see if there is a political will to charge residents a buck a trip,” Bennett said. “I don’t believe (there is), which makes me wonder about the financing.”
Salem City Councilor Dan Clem, who represents the city’s interests on the oversight team, said he has not made up his mind on the prospect of using tolls as a funding source and didn’t want to guess what his constituents might think at this time.
“We never got that far as discerning that tolling is an absolute,” Clem said on Thursday. “The statement that tolling is an absolute part of the funding package is not accurate.”
But what has been established in a 2008 overview of potential funding is that tolling is the quickest way to raise the money needed to pay the estimated $30 million annual payment the city would have to make on a $500 million municipal bond.
Clem said he agreed there needs to be more public discussion about financing, but said it was premature at this time simply because an alternative has not been selected.
The Draft and Environmental Impact Statement has estimated that Alternative 3 will cost $501 million dollars which is one of the more expensive alternatives. That is more than Oregon 's share of the Columbia River Crossing Bridge estimated to be $450 million! This is a costly package for any city and prohibitive at a time when so many cuts are being made to critical services such as our fire department.Meanwhile, in a draft City Natural Hazards Mitigation Plan, earthquake and flood damage scores very high.
Now, I'm not into necessarily a no-build situation, and I know it's very difficult to be in your position, because it's sort of like we try to build prisons or garbage facilities. Everyone wants one, they think we should have them, but they don't want them near them. So I am not going to redesign your designs, but this thing also -- and this is the other hat I'm going to wear -- costs $400 to $500 million by the estimates. Now, that is $50 million more than the State of Oregon's total share in the CRC, the Columbia River Crossing. Now, I can tell you the nightmare that I'm having with a certain other role in my life dealing with the Columbia River Crossing, and cost is one of them.
If Salem cannot afford to run buses on weekends, how can we support another river crossing? And if we are financially capable to support another crossing, why not use those funds to support and improve our current infrastructure, invest in alternative transportation and raise the quality of life for our residents?For more on the River Crossing see a summary critique and all breakfast blog notes tagged River Crossing.
|Salem, Oregon Daily Photo Diary|
The purpose of this meeting is to review the alternatives in the Draft Environmental Impact Statement (EIS), as well as the public and agency comments collected during the 60 day comment period. The meeting will discuss the key findings of the alternatives (No Build, 2A, 2B, 3, 4A, 4B, 4C, 4D, and 4E). The group will go through a “pair-wise comparison” using previously developed evaluation criteria to help narrow down alternatives, in their discussion for making a recommendation for a single locally preferred alternative to recommend to the Oversight Team.The raw formal public comments are in a 51pp document with dinky type here. Just scanning them, you'll see lots of scepticism about the "purpose and need," about the analysis, and about the alternatives and financing, as well as a good deal of sentiment in favor of the "no build" option.
|Neighborly! A Church with a Vegetable Garden on the Corner|
Cara reviewed the information in the EIS on the multiple alternatives for the proposed solution to the river crossing. No economic impact to downtown was considered. Only one option included bike and pedestrian options. One other public comment made note of the fact that ODOT’s data of the number of bridge crossings has been decreasing over the past 5 years. Concerns were raised about Salem becoming a by-pass town, still suffering from the traffic load, but with no benefits from it. Questions were asked about the true purpose of the crossing – was it just a remedy to get Portlanders to the casino at Grand Ronde and to the coast since the Dundee by-pass plan is falling apart? Neighbors felt that all of the options had too much impact. Comments were made that state workers, who are probably the biggest impact on our commuter traffic, will not drive a mile north to cross the river. Many were concerned about the impact of the long stretches of raised highway to both neighborhoods and aesthetics. Destruction of the main street area of Edgewater and Market streets was another concern along with the fact that the options still continue to funnel traffic right back to the bottleneck in West Salem. There appears to be no payment option except placing tolls on all of the river crossings. Chris moved that “We submit a letter stating our preference of the “No-Build” option, with a delineated list of our concerns.”...Vote was 7 in favor, 0 opposed.There's also some interesting historic preservation and redevelopment activity.
Due to the rural nature of most of the County, the majority of facilities outside the urban areas do not have bicycle and pedestrian facilities. Commuting along the rural County roadway system by bicycle is fairly rare due to large distances between population and employment centers.Folks with an interest in the Willamette Valley Scenic Bikeway, paving quality and paving schedules on rural roads, and other elements of recreational bicycling on country roads should consider getting involved and submitting comment!
However, Marion County has strived over the last several years to add paved shoulders to many of the County arterials to fill a combined role providing for safety shoulders along with creating areas for bicycle and pedestrian use. In order to extend the number of roadway miles that we place paved shoulder on, due to our limited funds, the County sometimes constructs three- or four-foot paved shoulders rather than the five- foot shoulders that are desirable for bicyclists. This approach has been very popular with cyclists and motorists alike because it is a good compromise between design ideals and cost of construction that maximizes the usefulness of our rural roads. Often, a three-foot shoulder can be relatively easily constructed while construction of a five- or six-foot shoulder would require extensive construction work to move utilities and roadside ditches.
From here the great theme of 2022 has been The Plan . Two big plans finalized in 2022 The two most significant plans were the formal adopt...