Latest Updates

FOIA, TriMet Reform, OPAL and more!


ODOT has filed paperwork stating their intent to move forward with an “Environmental Assessment” instead of an “Environmental Impact Statement” from the federal government as part of the legal process of moving forward with their proposed $450 million freeway expansion.

We find that a bit fishy, so our partners Audubon and OPAL submitted a FOIA Request to find out why they’re avoiding meaningful public scrutiny of their proposal. At half a billion dollars, this is an enormous proposal with significant consequences to local air quality, our carbon emission reduction goals, and our public health goals.

“The justification for this nearly half billion dollar project has been a moving target since the day it was announced,” said Bob Sallinger, Conservation Director for the Audubon Society of Portland. “This public records request is about forcing the Oregon Department of Transportation to operate with maximum transparency and to ensure that the project is subject to the most rigorous environmental analysis going forward. Given the exorbitant costs, and significant environmental implication our communities should accept no less.”

You can read the full letter here. Stay tuned; we will learn more about the response from the federal government in about a month.

How We Get There Matters.

This January, before stepping down as General Manager of TriMet, Mr. Neil McFarlane told The Oregonian that he “candidly” didn’t understand the objection to the Rose Quarter Freeway expansion. We responded with a two-part series published in BikePortland last week (Part One and Two) that explains, candidly, not only why this freeway expansion is bad for TriMet’s riders, staff, and constituents, but also why TriMet is in need of significant governing reform to be a more effective ally to its transit-dependent constituents.
“Too many advocacy groups, elected officials, and agencies are approaching our region’s woes from the unimaginative position of “what broken institutions do we have to work with” as opposed to instead asking “Where should our region be in the next twenty years, and what political coalition realignments and structural reforms must we make now to get there?”
OPAL is organizing an event at TriMet’s Board Meeting this Wednesday, March 28 at 9:00am in downtown Portland; click here for OPAL’s facebook event page.  Hope you’ll join us!

Active Transportation City Council Event

Portland’s got an election coming up! We’ll be querying candidates running for various local positions their thoughts on the Rose Quarter freeway, and publishing their responses soon. In the meantime, don’t miss the upcoming City Council Candidate Forum on Transportation, cohosted by many of our advocacy groups. The event will be held at 5:30pm on April 5 at the NW location Lucky Lab.


Next Event-Planning Meeting:
Thursday March 28

Want to hear about our next steps for fighting this freeway? We want your help and volunteer time for our upcoming Jane’s Walk event on the first weekend of May.We’ll be meeting at the AORTA office on the second floor of Union Station (Suite 253) on Thursday, March 22 at 6:00pm. Hope to see you there!

Union Station is located at 800 NW 6th Avenue; accessible via Green and Yellow Line MAX, and many TriMet bus lines including 4, 8, 16, 17, 35, 44, and 77.


We Need Money.

Image shows a historic photograph of Union Station from the early 1930s
You all have been enormously generous to us. We’re here to ask you to help chip in once again. Between our Jane’s Walk plans, our enormously colorful new set of buttons, and a Super Top Secret Graphic Design project, we’re hoping to raise 1500 bucks in the next month. With the $2000 we’ve spent in the past six months, we’ve collected hundreds of letters to local governments, earned media on all major media outlets, amassed a substantial mailing list and a dedicated crew of volunteers ready to show up and help stop this freeway. We’re running entirely on donated labor and conviction; can you help chip in a couple bucks to help us keep the lights on? We know we’ve been slow to mail out buttons, but we assure you; they’re forthcoming.

ODOT’s Value Pricing Open House Closes Today.

Can you chime in asking for (De)congestion Pricing Before Freeway Expansion? 

The Oregon Department of Transportation’s Online Open House on Congestion Pricing closes today. The No More Freeways Coalition has been closely following ODOT’s committee; we firmly believe that congestion pricing is an equitable, cost-efficient, climate-smart and necessary policy to alleviate congestion BEFORE we spend $450 million on an unnecessary freeway expansion that won’t solve congestion.

If you haven’t already submitted commentary, please check out ODOT’s Open House and make sure your voice is heard.

Our position, that we encourage you to share with ODOT:

  1. Congestion Pricing is Great!
  2. We should price any freeway inside the urban growth boundary and study impacts before *any* lane expansion.
  3. Revenue from pricing should be invest in transit operations (if legally viable under the Oregon Highway Trust), transit physical improvements, biking and walking, and NOT for further expansion of freeway and car capacity
  4. We should listen to advocates including OPAL Environmental Justice OregonCommunity Alliance of Tenants, and Verde sitting on the advisory committee to ensure congestion pricing is instituted appropriately and doesn’t burden low-income folks.

For More on Congestion Pricing, check out:
Monday is last day to visit ODOT’s online congestion pricing open house – Jonathan Maus,
Is Congestion Pricing Fair to the Poor? – Michael Manville. Assistant Professor, UCLA
Transportation equity: Why peak period road pricing is fair –  Joe Cortright, City Observatory
How Congestion Pricing Influences Equity – Robert Krol, Mercatus Center

The next meeting of ODOT’s Value Pricing Advisory Committee has not been officially scheduled; it’s expected by the end of the month. Stay tuned.

TriMet’s Hiring Process, and Why it’s Relevant to our Freeway Expansion

Last week, we really enjoyed this article by Jake Arbinder inDemocracy Journal detailing the failures of public transit agencies in Boston and New York; in his view, American transit agencies are suffering because of a broken “political economy.” This is a fancy, academic way of saying that the agencies and bureaucracies that make decisions about how and where to invest in trains and buses don’t have adequate mechanisms for citizens, advocacy groups, and political leaders to influence their decisions for the greater good of the region. If no one at New York’s Subway system can be held accountable for system delays, and the City Mayor and State Governor can bicker about who is responsible without taking action, how will the city ever move forward with improvements?

That’s why we’re thrilled to pass along OPAL – Environmental Justice Oregon‘s letter last week expressing skepticism of TriMet’s recent hiring process for their next General Manager. OPAL accurately points out the lax community engagement with the process, the lack of outreach to advisory committees, and the overall lackluster approach from TriMet in shaping itself to better serve the region.

We encourage you to sign OPAL’s letter, and learn more about their efforts for better community engagement in leadership decisions for TriMet.

Next Meeting: Feb 22

Image shows a historic photograph of Union Station from the early 1930s
Want to hear about our next steps for fighting this freeway? We’ll be meeting at the AORTA office on the second floor of Union Station (Suite 253) on Thursday, February 22 at 6:00pm. Hope to see you there!
Union Station is located at 800 NW 6th Avenue; accessible via Green and Yellow Line MAX, and many TriMet bus lines including 4, 8, 16, 17, 35, 44, and 77.

What a busy week!

Save the Flint Avenue Bridge Rally A Success 

Last Tuesday, our coalition handed out coffee and donuts on the N Flint Avenue Bridge. The bridge is slated for removal as part of ODOT’s $450 million, 1.8 mile freeway expansion in Northeast Portland, and we spoke to hundreds of neighbors walking and biking about our concerns for the project. Thanks to our pals BikeLoudPDX for joining us on a sunny morning!

Check out our media coverage from the event:
“Groups collect signatures to petition against Interstate 5 expansion,” KATU
“Rally opposes I-5 freeway expansion near Rose Quarter” KGW
“Cyclists rally against removal of Rose Quarter bridge” KPTV
“Neighbors rally against Flint Avenue Bridge demolition” KOIN
“No More Freeway Expansion In PDX! What?” Mark Mason Show, KEX
“XRAY in the Morning”
“Rally Against Freeway Expansion” KXL
“Community rallies against ODOT’s plans to tear down Flint Ave bridge”


Nearly 300 comments on our #NotAnImprovement Letter

After hearing from ODOT, Mayor Wheeler and the Portland City Council about their tentative support for the freeway because they believed it was an Improvement to the Neighborhood, we asked you to join us by signing our letter explaining all of the reasons this freeway expansion was #NotAnImprovement to the local neighborhood.

Y’all delivered. 

Our 31-page letter includes 293 signatures and hundreds of comments from Portlanders who walk, bike, drive, and take transit through the Rose Quarter and emphatically agree with the hundreds of community members who believe this project is a boondoggle that harms the local neighborhood. This letter (along with letters from the Eliot Neighborhood Association and LUT Committee) was submitted as testimony for the 2035 Central City Plan.

If you didn’t sign our letter but still wish to tell the Bureau of Planning and Sustainability and Portland City Hall that this plan is #NotAnImprovement to our community, the Central City Plan is still taking comments up until noon today, Monday January 22.

Packed Day at Portland City Hall  

Image shows a photo of PPS Board Member Paul Anthony testifying at Portland City Council (photo credit Reed Andrews, KATU)Over a dozen people testified at the Central City Plan Hearing last Thursday in opposition to the freeway. The “freeway fightin’ hero of the day” award belongs to Portland Public School Board Member Paul Anthony, who spoke with strong condemnation about the impact this $450 million freeway expansion would have on the ability for PPS to reopen Harriet Tubman Middle School:

“To open Tubman this August we must immediately invest $12 million in health, safety and infrastructure improvements. In my view, ODOT and the city of Portland are putting PPS and it’s board in a nearly impossible situation. The district and its board is risking the education of 1000s of Portland’s children, the hopes and dreams of my own personal community, and spending $12 million of public money all on a resource this project is putting in grave risk.”

Photo Caption: Photo shows Harriet Tubman Middle School, with I-5 in the immediate foreground. Read Paul’s full testimony at BikePortland.organd check out the article about the importance of Anthony’s testimony in Portland Mercury. Harriet Tubman is a historic institution with particular significance to Portland’s original North Portland African-American community.

Are you a future Harriet Tubman parent, or member of the PTAs of Sabin, Boise/Eliot, Irvington or King schools and concerned about the impact the freeway expansion will have on your new middle school? Get in touch

What comes next?

ODOT’s Congestion Pricing Open House
At the behest of HB 2017, the transportation bill that passed Salem last summer, ODOT is exploring the institution of congestion pricing on I-5 and I-205. Our letter submitted last November documenting the importance of congestion pricing to developing equitable, cost-effective, sustainable solutions to traffic gridlock is available here. Our coalition believes that congestion pricing should be implemented on any interstate within the Urban Growth Boundary before *any* freeway expansion is studied, and that revenue raised from congestion pricing should be directed towards investments in transit, biking, walking, and existing freeway maintenance, in accordance with the recommendations proposed by environmental justice advocates on ODOT’s Value Pricing Committee.
ODOT is hosting three open houses on Congestion Pricing:
Tuesday, 1/23/18, Clackamas Town Center Community Room, 4:30pm
Saturday, 1/27/18, Lloyd Center Mall, 10:00am
Tuesday, 1/30/18, Vancouver Community Library, 4:30pm
More information on these open houses is available on ODOT’s website; you can also submit your comments online on ODOT’s internet open house, available here.
Harriet Tubman Middle School
We’re looking to build more connection to local businesses affected by the removal of the N Flint Avenue bridge and to parents and community members concerned with the air quality around Harriet Tubman Middle School. Please reach out to us if you’d like to learn more about our campaign, or can connect us to local advocates, parents, or others who wish to learn more about the freeway expansion’s impact on Tubman Middle School

Photo from our rally last week (Credit: Jonathan Maus, us a couple bucks?
This entire enterprise, which has collected over 1,000 written comments in opposition to this freeway, captured public attention from every major newspaper in the region, has been run by volunteer community members with a bolder vision for transportation justice. A single donation of $100 last week helped fund our entire donuts-and-coffee rally last week, which led to thousands of Portlanders learning about our campaign on local media and collected over 90 signatures for our cause on a single day. We’ve spent less than $1400 over the last six months to call out our leaders about this $450,000,000 boondoggle. That’s a pretty cost-effective investment in the future of our city. Do you have some cash you can throw our way to help us keep up the fight? Plus, we have cool buttons.

Thanks for your continued support! Let’s go stop a freeway!

Tell City Hall: Rose Quarter Freeway Is #NotAnImprovement


JOIN THE NO MORE FREEWAYS CAMPAIGN the morning of TUESDAY, JANUARY 16 as we serve coffee and donuts on the Flint Avenue Bridge to protest this unnecessary, counterproductive $450 million freeway boondoggle and protect the Flint Avenue Bridge. Information on our facebook event page.

notanimprovement button
for your comments to be included in our coalition letter to Portland City Hall.

The Oregon Department of Transportation (ODOT), Portland City Council and the Portland Bureau of Transportation (PBOT) can’t make up their mind on which talking points to use in their support of their half-a-billion dollar freeway boondoggle. Since the transportation package passed in Salem last July, we’ve seen legislators and policymakers claim this project is going to help alleviate a “traffic bottleneck,” although decades of research in cities across the world show that freeway expansion only induces traffic demand and makes congestion worse. ODOT then pivoted to claiming this half-a-billion-dollar freeway expansion was a safety improvement, a claim which Willamette Week thoroughly debunked by noting how many other streets in Portland have witnessed numerous fatalities (including some, like 82nd Avenue and Powell Boulevard, that are owned by ODOT) .

The latest talking point used by Portland City Council and ODOT in supporting this project lies in their assessment that this massive freeway expansion is justifiable because of the “local improvements” to the streets of the nearby neighborhoods; Mayor Wheeler spoke on OPB last September noting that the freeway expansion would  “reconnect the community” because of the proposed partial lids over I-5 and changes to the bicycle and pedestrian facilities.

Despite these claims, the notion that the community would receive any benefit from this massive boondoggle is easily refutable with any meaningful review of the project’s plans.

The No More Freeways Coalition and our numerous transportation, environmental, public health and  neighborhood activist partners want to be loud and clear: the Rose Quarter Freeway Expansion’s proposed changes to the local streets are #NotAnImprovement to the neighborhood.

Community leaders who have reviewed the proposed plans have raised the following concerns about the impact to the local streets associated with ODOT’s proposal:

Flint Bridge

  1. Removal of the Flint Avenue Bridge. Perhaps the most significant of the changes proposed by ODOT, the massive onramps included in the freeway expansion necessitates the removal of the Flint Avenue overpass of I-5. This bridge is currently a low-stress neighborhood greenway route that connects many eastside bicyclists to downtown (see map); the city’s annual bicycle counts suggest that it’s one of the busiest bike commuting routes in the city. In addition, the Flint Avenue bridge connects the soon-to-reopen Harriet Tubman Middle School and local businesses, like Ex-Novo, the nonprofit brewery, to the Rose Quarter. As local economist Joe Cortright writes at City Observatory, “Rather that “connecting” the community better, the project actually disconnects it …this project is a step backwards, concentrating more vehicle movements as well as more bicycles on main arterial streets, and eliminating a slower-speed, local serving street.” Eliminating a low-stress, important connection to downtown jobs for Portland’s bike commuters is #NotAnImprovement for this neighborhood. 

    ODOT’s Proposed Freeway Cover is merely a set of disconnected triangles, that, combined, won’t produce any urban space that invites more housing and development. These caps will also be unsupported, meaning that they won’t allow development on top of them, and are therefore incompatible with the Albina Vision. (Schematic produced by Jim Howell)
  2. Screenshot-2017-12-04-16.21.24
    Schematic shows the overlay of the oversized overpasses, and the Flint Avenue bridge that would be removed (image credit Jim Howell)

    Freeway “Caps” Leave A Lot to be Desired. Many proponents of this freeway expansion has been sold a vision of a “freeway cap” that would cover I-5 and help “reconnect the community.” Unfortunately, any review of the proposed “caps” shows that ODOT is not planning for a comprehensive cover for the freeway but merely incomplete concrete platforms that will be floating over the expanded freeway. These bizarrely-shaped caps won’t create vibrant, livable urban spaces that will encourage more housing, livable streets; they will be floating green islands surrounded by multiple lanes of congested traffic. One only needs to look a few blocks east, to Martin Luther King Junior Blvd, for an example of how ODOT designs park space for whizzing automobiles but not for the community members walking, biking, taking transit and living in the immediate neighborhood. As Cortright writes, “When you look closely at the project’s own illustrations, its apparent that the covers are actually just slightly oversized overpasses, with nearly all of their surface area devoted to roadway.” Replacing a gaping cut of a freeway with “oversized overpasses” full of the noise and noxious fumes of freeway traffic is #NotAnImprovement. 

  3. albina-aerialviewsouth
    Aerial view of “Albina Vision,” Photo by Jonathan Maus.

    Freeway Expansion Impacts  directly hinder Ambitious “Albina Vision” Plans.
    Community advocates have been drawing up bold, ambitious plans to more sincerely attempt to rectify the historic injustices of urban renewal in North and Northeast Portland. Dubbed the “Albina Vision,” (pictured), the proposal calls for massive new housing and office space redevelopment around and on top of the existing freeway. The renderings of these ambitious and exciting plans for new housing and redevelopment in Albina, writes Cortright, “has neatly made both the Interstate 5 freeway and its extensive on- and off-ramps disappear under a welter of new high rises” which are “…details very much at odds with the project proposed by the Oregon Department of Transportation.” Paving over the neighborhood with offramps and excess freeway capacity that won’t solve traffic congestion in a manner that prevents future ambitious, restorative justice development is #NotAnImprovement.


  4. Advocates are deeply skeptical of impact of the proposed bike and pedestrian facilities. Mayor Wheeler stated on OPB that he supported the $450 million Rose Quarter project because he believed it was “mostly a bicycle and pedestrian play.” However, many prominent, engaged and respected grassroots advocates for livable streets signed our letter in opposition to the freeway because of their sincere skepticism that the project represented an “improvement” for local biking and walking conditions, especially one worth of half a billion dollars of investment. Michael Andersen at BikePortland has written a definitive articulation of what little work ODOT has actually undertaken to consider the bicycle and pedestrian implications of this plan. Despite ODOT’s rhetoric, it’s clear that very little of this project has been designed for bicyclists and pedestrians in mind; if the ODOT were to spend $450 million on improving access for bicycles, pedestrians, and transit users to the Rose Quarter, it’d certainly look a lot different than this. As Andersen reports, the proposed Hancock-Dixon crossing will be too steep (beyond ADA grade) for comfortable bike-riding, and the proposed NE Clackamas crossing of I-5 will be similarly steep and connect directly to an underdeveloped parking lot.  The current plans are #NotAnImprovement for anyone hoping to bike and walk through the neighborhood. 
    Turning Radii: Is this a neighborhood, or a series of onramps? (image by Doug Klotz)

  5. Diverging_Diamond_DetailIt sure seems like the street grid design aspects of this project were drawn up solely to move automobiles quickly through the neighborhood. As Joe Cortright wrote in a separate article in City Observatory, the “diverging diamond” series of onramps to the freeway near N Broadway and Williams create a significant hazard for people walking in the neighborhood. Longtime pedestrian advocate Doug Klotz also notes that the streets leading to the onramps are designed with an increased radius of curvature at the intersections; this is a really wonky way of saying that these streets are designed for cars to rapidly accelerate on their way around the intersections and down into the freeway. It sure seems like a dangerous proposition to design the streets for such ease of automobile speed, considering the thousands of Blazers and Winterhawks fans that pass through these intersections after games and the daily foot traffic towards local businesses. It’s safe to say that these plans are prioritizing the mobility of car traffic over the safety of pedestrians, which is #NotAnImprovement for a neck of town with aspirations of becoming a vibrant, walkable, engaging neighborhood.
  6. Tubman-Exterior-800x450PX
    Harriet Tubman Middle School

    And Oh Yeah, there’s significant implications for the air quality for the whole neighborhood, especially a soon-to-reopen Middle School with historic connection to Portland’s African American community. Freelance journalist Daniel Forbes has covered air quality issues in Portland for years; he broke many of the stories regarding the Bullseye Plant and their unhealthy air emissions in Southeast Portland back in 2016. He published a story in the Cascadia Times last week exploring the significant implications that the freeway expansion will play in adding more pollution to the air quality around Harriet Tubman, a soon-to-reopen Middle School that PPS has prioritized in their efforts to establish middle-level education for students in Northeast Portland.  According to Forbes, Portland Public Schools’ plans to build remediation walls to improve air quality for Tubman’s students will be demolished by ODOT’s freeway expansion proposal, which in fact expands Interstate 5 eastward and closer to the students at the school.

    Our coalition is in the process of building stronger relationships with PPS officials, Tubman families and neighbors to more accurately identify the scale of the public health risk associated with the freeway expansion next to the middle school. For the time being, though, it’s safe to say that expanding a freeway so more diesel trucks and polluting automobiles can sit in gridlock and contribute to unhealthy air immediately under a middle school is #NotAnImprovement for the neighborhood.

Our coalition remain convinced that the only way to address growing congestion on our busy freeways is to implement congestion pricing, and to direct revenue raised from pricing into robust investments in public transit, biking and walking. No freeway expansion should take place until congestion pricing is implemented on this corridor first. It remains the request of our organization that City of Portland remove the I-5 freeway expansion from the Transportation System Plan (TSP) update of the Comprehensive Plan, and that any freeway expansion should not take place until congestion pricing is implemented and it’s impacts studied first.  A collection of letters we’ve written to City Hall and ODOT’s Congestion Pricing Advisory Committee are available here.



Here’s how you can help:

  1. Attend our Rally to Save The Flint Avenue Bridge from 7:30 to 10am on Tuesday, January 16th. (Facebook Event Page HERE)
  2. Sign our petition and include your comments about why you’re concerned this expansion is #NotAnImprovement. We’ll deliver them to City Hall in advance of the January 18th Hearing.
  3. Share on Social Media! We’re on facebook and twitter, and using the hashtag #NotAnImprovement to discuss why this project is bad for the streets of inner North/Northeast Portland.
  4. Testify! We’ll be testifying at the Central City Plan hearing at 2:00pm at Portland City Hall. If you’re available, we’d love for you to join us; sign up on the petition and we’ll be in touch if you’d like some assistance.
  5. Donate! This entire campaign is run by scrappy community advocates; if you donate $15 we’ll send you a button.

Let’s go kill a freeway!

City Council’s Backing Down. Can you help us stand up?

Pricing Before Expansion

TL;DR: Wanna sign our new letter to Portland City Council asking them to prioritize congestion pricing over freeway expansion? Read the letter HERE  and add your name to our letter HERE.

We wrote last week about the opportunity to support a forthcoming amendment in support of congestion pricing as a cost-effective, climate-smart, sensible policy alternative to be implemented first before any half-billion dollar freeway expansion.

Unfortunately, since then, Commissioner Dan Saltzman backed down from his draft resolution language back in September. As reported yesterday,

Just three months ago Portland City Commissioner Dan Saltzman was seen as a bulwark against the I-5 Rose Quarter project. Since then he has completely backed away from his insistence that congestion pricing be implemented before any lanes are added to the freeway.

Today, No More Freeway Expansions is sending this letter to City Hall asking for a brave City Commissioner to request an amendment to Saltzman’s resolution. We’ve already received 170 signatures in support of our request for the city to consider congestion pricing ahead of freeway expansion. Our letter highlights how ODOT’s current freeway expansion proposals will inevitably be based on outdated data with congestion pricing spurring new traffic patterns, how the equity benefits of congestion pricing are lost with freeway expansion, and how ODOT needs to be held accountable to actually implementing congestion pricing. Our letter concludes:

Our coalition is convinced in the profound shortcomings of this proposed freeway expansion mega-project to bring congestion relief, traffic safety or any other benefits to aggravated regional commuters. With that said, we believe even a sympathetic supporter of the Rose Quarter Expansion proposal would have to see the benefit in the City of Portland adopting a “pricing before expansion” policy as a fiscally-responsible, equitable, and climate-smart approach to addressing congestion on this corridor and throughout the region. There’s no reason to let ODOT continue to advance a solution that requires $450 million of Oregonians’ tax dollars and compromise on our climate, air quality, public health, affordable housing and equity goals when there’s an alternative that is orders-of-magnitude cheaper and demonstrably proven to actually have success addressing congestion. Political leadership can provide the one thing that freeway expansion cannot: a greener, cost-effective transportation system with less gridlock.

We’ve also had some great coverage in Sightline Institutewith an article that highlights why it makes no sense to move forward with freeway expansion without trying congestion pricing first:

Congestion in the I-5 Rose Quarter Freeway is causing pain for drivers. Taxpayers could try one of the following options to try to reduce drivers’ pain:

1. Shell out at least $450 million for a mega freeway expansion. That’s a lot of money, and the project will likely cause other problems like increasing air pollution and climate pollution, and lots of experience (and here and here) says it won’t decrease congestion.

2. Try congestion pricing first. It is proven to reduce congestion, it could also reduce pollution, and the region (possibly subject to legal constraints) could use the revenue to give non-drivers more mobility options. Oregon Department of Transportation (ODOT) can still expand the freeway later, but by trying congestion pricing first, it could at least re-size the project to address whatever congestion remains after pricing.

3. Pay out the money to expand the freeway, but also try congestion pricing. All the risks and costs of freeway expansion, but with congestion pricing too.

It’s not too late for you to join the 170+ community members who have signed our letter.. Click the green box below and add your comment; we’ll submit it City Hall before our testimony tomorrow.

Pricing Before Expansion


ACTION ALERT: Public Feedback Needed for City Hall Congestion Pricing Resolution


Last September, Portland City Commissioner Dan Saltzman told that he intendedto introduce a resolution supporting the implementation of congestion pricing ahead of any construction on the proposed Rose Quarter Freeway Expansion. Unfortunately, his resolution, slated for a vote November 30, supports congestion pricing but is missing language about the Rose Quarter Freeway Expansion.

Congestion Pricing is a fiscally responsible, climate-smart, technically-competent, and ethically just alternative to freeway expansion within the City of Portland. The numerous benefits to the region provided by successful implementation of congestion pricing – significant mitigation of recurring traffic gridlock, reliable commute times, increased relative competitiveness of transit alternatives, reduction in carbon emissions, improvement of local air quality, decreased incentive for exurban sprawl, predictable commute times for freight interests – are heavily negated by continued, unchecked expansion of lane miles of our region’s freeways and arterials.


We’ll be testifying in support of an amendment to Commissioner Saltzman’s resolution in support of prioritizing congestion pricing before freeway expansion on Thursday, November 30th, at 2:00pm. We’d love to have you sign our letter in support: Here’s our google form; we’ll officially send in our letter on Wednesday, November 29th at 5:00pm. Please join us at City Hall next Thursday if you’re able as well!

ODOT’s Value Pricing Committee

The Oregon Department of Transportation held the first meeting of the Portland Region Value Pricing Committee yesterday. The No More Freeways Coalition submitted this letter in support of congestion pricing as a policy to implement instead of expensive and unnecessary freeway expansion. We’ll be following this committee closely. stay tuned (and check out OPB’s coverage, which gives us a shoutout).

Recent Media

Support our cause, get a button

Our Coalition has met with State Senators, State Representatives, City Councilors, County Commissioners, Dozens of Community Advocates and Nonprofit Organizations and organized rabblerousers to show up at numerous hearings and open houses over the past four months. This is a labor of love for us, and our entire campaign to bring attention to the need to stop this freeway has been run for less than $450. As we gear up for 2018, we could greatly use some additional funding to help us host events, launch aggressive advertising campaigns, and cover our costs. Donate $10 or more and get your very own emoji-filled No More Freeways Button. We’re hoping to get $1500 to keep our website afloat, continue paying for our email service, and to cover the costs for some freeway opposition events in the year ahead.

(Have you signed our letter to City Hall yet?)


Letter to ODOT’s Portland Region Value Pricing Advisory Committee

dt.common.streams.StreamServerThis morning, the Oregon Department of Transportation is convening it’s first meeting of the Portland Region Value Pricing Advisory Committee. Spurred by the Transportation Bill passed in Salem last June (HB 2017), ODOT is convening transportation advocates from across the Portland Region to discuss the viability and efficacy of establishing congestion pricing as a mechanism to address recurring gridlock across our region’s freeways. (Read more about ODOT’s committee here).

No More Freeway Expansions is eager to see ODOT begin conversations to explore congestion pricing in earnest. From commuters to shoppers, freight trucks to tourists, everyone is impacted by traffic congestion. The unreliably variable and increasing travel times imposed by our policy of heavily subsidizing unfettered access to our major arterials and freeways during peak hours significantly hinders our regional and state economic potential, contributes to atrocious public health outcomes in terms of both air quality and sedentary behavior, and distributes the biggest burdens of congestion disproportionately to low-income, vulnerable Oregonians and Washingtonians who need improved mobility options for economic opportunity and quality of life.

It is with this perspective that our coalition submitted a letter this morning to the Committee asking them to use this platform as a forum to advocate aggressively for congestion pricing policies as a fiscally responsible, climate-smart, technically-competent, and ethically just alternative to freeway expansion within Portland’s Urban Growth Boundary. The numerous benefits to the region provided by successful implementation of congestion pricing – significant mitigation of recurring traffic gridlock, reliable commute times, increased relative competitiveness of transit alternatives, reduction in carbon emissions, improvement of local air quality, decreased incentive for exurban sprawl, predictable commute times for freight interests – are heavily negated by continued, unchecked expansion of lane miles of our region’s freeways and arterials. We strongly object to potential revenues raised from congestion pricing being used to finance further freeway construction and expansion, and ask committee members to advocate for any potential revenue to be reinvested in transit, biking, and walking infrastructure and programming that provides cost-effective, healthy alternatives to freeway expansions that will actually address our region’s congestion woes.

We’ll be following the Portland Region Value Pricing Advisory Committee closely in the months ahead; addressing our underpriced freeways (if done equitably, thoughtfully, and with an intent to direct revenue to biking, walking and transit initiatives and infrastructure) represents the most cost-effective and sustainable way to manage traffic congestion while providing mobility options that serve Portlanders needs.


Our letter to the Value Pricing Committee on the importance of establishing a regional policy of instituting congestion pricing ahead of freeway expansion is available HERE.

We’ll have information available soon detailing how the community can engage with Portland City Commissioner Dan Saltzman’s proposed November 30 resolution on Congestion Pricing.