Up Sucker Creek

Up Sucker Creek
Photo Courtesy of the Lake Oswego Library

Saturday, December 20, 2014

Washington County push-back

Is anybody at Metro listening? 

Obviously not.  These days, the way for the people to be heard is through the initiative petition process.  When people vote at the local level, they can be the masters of their own fate.  

How many jurisdictions have the requirement that citizens vote before transit (and urban renewal districts) can be placed in their town?  Clackamas County, Tualatin, Tigard... whatever the number is, it's growing.  And still Metro doesn't get the message, or gets it wrong.  
Anti-transit bill heads to county vote 
Tim Esau said plans to build a high-capacity transit line from Portland to Tigard and Tualatin affect all of Washington County, and county residents need to decide for themselves whether or not the project should continue.

Esau submitted an initiative petition to Washington County on Dec. 3, requiring a countywide vote on any new rail or transit project.


Under Esau’s petition, the county’s Board of Commissioners wouldn’t be able to finance new public transit projects — chiefly a new MAX line or a Eugene-style rapid bus service currently being considered as part of the Southwest Corridor Plan — without voter approval.


“I really want to make sure that we all agree to this, and not just 100 guys with a vision that can get their pockets lined and live some dream,” Esau said. “We will still be stuck with a traffic solution that doesn’t solve our needs in Washington County.”


The petition is similar to a ballot measure Esau put before Tigard voters in March, which calls for a public vote before the city can approve plans for either a MAX light-rail line or rapid bus line.

Since Esau’s ballot measure was passed earlier this year, Tualatin voters approved a similar measure, and Metro has had to rethink its plans for the line.


Best Comment:

Dave Lister
Light rail is not about transportation. It is obscenely expensive to build and cannot serve changing demographics. Light rail is about density development and extending the Portland elitist vision of how to live into the suburban communities. If you want wall to wall condominiums with no parking, by all means support light rail. For my part, I enjoy the suburban lifestyle and I enjoy getting around by car. I support Mr. Esau in his righteous struggle against Metro's vision of Soviet-Bloc style housing and total control of where we go and how we get there.

Second Best Comment:

Insider
What a biased headline. Nothing "anti-transit" about wanting public approval before many millions are committed.

Dancing in a ring

Henri Marisse

Notable and Quotable
Wall Street Journal, December 19, 2014

Milan Kundera on the dangerous temptation to ‘dance in a ring.’

From the novel “The Book of Laugh-ter and For­get­ting” (1979) by Mi­lan Kun­dera:

Danc­ing in a ring is magic; a ring dance speaks to us from the an­cient depths of our mem­o­ries. Madame Raphael, the teacher, . . . wished to dance in a ring. All her life she had looked for a cir­cle of men and women with whom she could hold hands in a ring dance, at first in the Methodist Church (her fa­ther was a re­li­gious fa­natic), then in the Com­mu­nist Party, then in the Trot­sky­ist Party, then in a Trot­sky­ist splin­ter party, then in the move­ment against abortion (a child has a right to life!), then in the move­ment to le­gal­ize abor­tion (a woman has a right to her body!), then she looked for it in Marxists, in psy­cho­an­a­lysts, in struc­tural­ists, looked for it in Lenin, in Zen Buddhism, in Mao Tse-tung, among the fol­low­ers of yoga, in the school of the nou­veau ro­man, and fi­nally she wishes at least to be in per­fect harmony with her stu­dents . . .

I too once danced in a ring. It was in 1948. In my coun­try, the Com­munists had taken power, the Social­ist and de­mo­c­ra­tic Chris­t­ian min­is­ters had taken refuge abroad, and I took other Com­mu­nist stu­dents by the hands or shoul­ders and we took two steps in place, one step for­ward, raised the left leg to one side and then the right to the other, and we did this nearly every month, be­cause we al­ways had some­thing to cel­e­brate, an an­niver­sary or some other event, old in­jus­tices were re­dressed, new in­jus­tices were per­pe­trated, fac­to­ries were na­tion­al­ized, thou­sands of peo-ple went to prison, med­ical care was free, to­bac­conists saw their shops con­fis­cated, aged work­ers va­ca­tioned for the first time in ex­pro­pri­ated villas, and on our faces we had the smile of hap­pi­ness. Then one day I said some­thing I should not have said, was ex­pelled from the party, and had to leave the ring dance. 

Friday, December 19, 2014

Is London the face of the future?

This story about London real estate is chilling.  Where might this be happening in America?  The answer is not in rent control which only limits supply and drives up prices for available housing.   

No nation can afford to subsidize housing for an increasingly large portion of the population without radical suppression of individual rights and property.  Large-scale government subsidies exacerbate problems with more money flooding a market and pushing up prices on whatever is being subsidized.  

The danger is that we will become a world of landlords and renters, lords and fiefs.  The better alternative is more dispersed land ownership, supported not by government money, but by a strong economy and good-paying jobs.  

USC CAUTION:  Millenials who think renting is preferable to owning a home should look to London for a picture of what the future might hold for them and make their calculations while they still have a choice.  


New Era estate scandal: families at the mercy of international speculators

The Guardian, November 19, 2014  By Aditya Chakrabortty

Homes across the capital have 
turned into international assets and their residents now merely live in financial instruments.

Danielle Molinari and her two-year-old Frankie face being put out on the street. So does her 70-year-old neighbour Mary White, along with her adult son (and father of two) Bill. The same goes for the rest of the 93 households on London’s New Era estate. The question is why?

But something bigger is playing out in this little redbrick square on the fringes of the City – and it makes what happens next not just lifechanging for the people who live in it, but important for the rest of us, too. Because the real reason why Danielle and her neighbours must now fight like mad just to keep a roof over their heads is because their homes, and homes across the capital, have turned into an international asset class, to be bought and sold by speculators from across the world.

US investors set to sell New Era estate in London after protests


Westbrook Partners close to transferring ownership to affordable housing provider after tenants’ campaign against rent rises.


USC COMMENT:  Tenants were saved temporarily, but having been conditioned to pay less than market rate for housing, will still be dependent upon a benevolent landlord.  Whose problem is this, and who will want to purchase the apartments now? With less than fair market 
revenues, how long can any landlord continue to own rental property.

Arch Bridge-Bolton Town Center

A Vision For The Future

The Arch Bridge-Bolton Town Center Draft Plan approved by the West Linn City Council is online HERE.  There is a lot to look at. Page 61 explains the politics of financing for Options A, B and C:

A.  Pay up-front
B.  Incremental payments
C.  Watch and hold (market-driven investing)

The best way to understand the differences is to read the dscriptions at the top and drawbacks at the bottom.

A.  Aggressive.  Use General Obligation Bonds to fund initial infrastructure, then layer on urban renewal debt to subsidize developers willing to build according to city visions.

B.  Cautious.  Pay for infrastructure with urban renewal debt and other incentives that subsidizes 
developers willing to build according to city visions.

C.  Hold and Watch.  City makes infrastructure improvements when market supports development.  Subsidies of differing incentives lure development.

Obviously the most aggressive approach requires the most public funding.  The downside to this option is that the City must communicate benefits to community ahead of a city-wide vote.  GO bonds would still not be enough to cover all costs, so TIF debt and other funding would be needed.

In the middle you have the revolving credit card form of debt - urban renewal and tax increment financing.  The problem with this is where to get money to get the ball rolling. Once it starts rolling, it becomes the perpetual motion machine - it's all downhill on the debt side.  

At the other end of the spectrum, the free market decides what will be built and when.  City funding covers infrastructure as needed.  The downside to this option is that the outcome will likely be lower density and little public funding for a parking garage.  But the biggest problem may be that the City "may not achieve vision for development of the area."  

It's a downer for local governments to have to ask taxpayers to support a City's vision, and it's a double-downer to not get to have the vision at all.  Shouldn't taxpayers be asked what they are willing to pay for?  It is very easy to get people to say yes to something in a survey, and quite another when they are told what they will have to pay for it. 

Thursday, December 18, 2014

Et tu, West Linn?

Second verse, same as the first.

Another city's "Next Great Neighborhood" perhaps?  Where planners plan, developers dream, and citizens get lost in political visions others have for their home town. But why does every dream look the same?   and why do the dreams have to come at such a cost to whole towns and neighborhoods?  The only uniqueness in any of these new uber-planned developments is their location.  Do I see the Willamette Steps here too?

The problem for citizens now and in the future will be to claim any say in how their city will grow and how to preserve their neighborhoods. This time it's the Bolton neighborhood under siege.  Alone, citizens are vulnerable and don't stand a chance against the power of Metro's influence and developers' money (with public subsidies).  It reminds me of our Sensitive Lands program - as long as it affects someone else, the majority can live with it.
What do the Neighborhoods want? 
Or is the development merely "for the Greater Good" ?
One last thought here - I doubt that the Central Planners , politicians and developers who advocate for these high-density "Plans" would like seeing their neighborhoods fractured with townhouses and affordable housing, so why would they do this to someone else's?




West Linn residents fear density will follow waterfront development plan
The Oregonian, December 15, 2014  By Michael Bamesberger

The plan imagines apartment complexes, shops, a hotel and esplanade near the base of the historic Arch Bridge. Officials seek to finally create a true center in a city where none exists. 

But a group of residents, including two newly-elected city councilors, see something afoul with the plan. Instead of revitalizing the area, they say it will bring unwanted housing density not just near the Willamette River, but into their neighborhood.

The plan also recommends more minor changes along Oregon 43, which runs through the Bolton Neighborhood, one of the city's oldest. The state highway, lined by strip malls, single family homes and a park, could accommodate new development like townhouses or two to three story mixed-used buildings with zoning changes to properties facing the roadway. The old neighborhood fire station, for example, could be redeveloped into affordable housing.

In 2013, the city jumped at the chance to apply for a $220,000 Metro grant to hire a consultant to put together a plan. The process took about a year and included outreach to the community, including small meetings in residents' living rooms and the opening of a vacant storefront so passersby could chat with planners.

But critics charge that the Metro grant comes with hidden strings attached.

By accepting the grant money, Dodds says the city is also accepting Metro's "town center" designation -- and the density targets that go with it.

"Town centers are envisioned to have density between 26 to 40 residents per acre," he said, adding that the area currently has a population density of just 8.5 residents per acre. Such a change would permanently change the character of the neighborhood, he said.

Wednesday, December 17, 2014

Maybe there won't be...

...hoards of climate refugees coming to Oregon after all!
 Natural climate fluctuations will keep the Southland from drying up and blowing away.  


Climate change won't dry up Southern California, study finds
LA Times, December 11, 2014  By Bettina Boxall

Overall rainfall amounts in the Los Angeles region will remain the same in coming decades, according to a new study that examined the effects of a warming climate on Southern California precipitation.

The third in a series of UCLA studies on the impact of climate change on Los Angeles, the report is good news for the city’s efforts to develop more local water supplies. 

Monday, December 15, 2014

Absurd

Does TriMet read the ads it puts on its buses?


Smartcenterportland.com/ownerbenefits
FREE Mercedes-Benz rental
FREE car2go membership
FREE app to find parking
FREE reserved parking
smart



Smog: Past, present and future

More people, more cars, cleaner air.  

The story about China's fouled air is from last winter, but it's highly unlikely China has made much of a dent in its air pollution problems that quickly.  It takes years to either switch from coal-fired electrical plants or to install air scrubbers in all.  Let's hope the transition comes soon.

For those who are concerned about global warming, cheap, reliable and plentiful electricity would do for the world what all the trains, bicycles and compact cities will do.  (Read old blog post and/or other web articles about Bjorn Lomborg's ideas to combat climate change.)

For those who don't know or remember, air and water pollution was much worse than today back in the 1940s through the early 1970s, in Portland and elsewhere in the US, but LA was the poster child for smog.  Below is another article I ran across about smog in LA after WWII.  Portland had similar problems.  If one was on the west side of town in the hills looking east, there were days brown haze blanketed the city making it difficult to see the foothills of the Cascade range and Mt. Hood, when not obscured, was tinted gray.  Backyard burning, unregulated tailpipe emissions, low mpg automobiles and industrial smokestacks all contributed to the foul air.  Along with LA, Portland's frequent temperature inversions kept the dirty air close to the ground and in one place.  

Where has all that smog gone?  We have more people and more cars and more industry now, but the major pollution sources are, to a large extent, taken care of.   Those who lack the perspective of time should know we are working on incremental fixes now, and that most of the hard work has been done.  The history lesson on Los Angeles smog is a good one to read.





Christmas Eve in LA, 1948.  The traffic was clear, unfortunately, the air wasn't.  Photo: USC

LA Smog: the battle against air pollution. 
Marketplace.org  July 14, 2014  By Sarah Gardner  

Back in the 1950s and 1960s people in Los Angeles breathed some of the dirtiest air in the world.


Greener cars have improved LA air quality
CS Monitor,  August 25, 2012

YouTube Video by Honda: The Never Ending Race

Photo by Reuters
These Pictures Capture Just How Horrifying China's Smog Situation Is Right Now
While smog is an ever-present reality in many of China's cities, it becomes particularly bad to the north as winter approaches. When cold weather hits, China's coal plants come to life. But warming the homes of nearly half a billion people can take its toll. Researchers estimate that people who lived in northern China in the 1990s will live about five and half years less than those in the south.

Last month, officials in Beijing (no stranger to smog) announced a plan to reduce air pollution around the country. They proposed cutting coal consumption for primary energy use to under 65 percent by 2017. Last week, city officials in the capital passed an emergency plan for periods where heavy pollution is anticipated for three or more days, enacting driving restrictions according to license plate 
numbers.

 Satellite view of China's smog. NASA

Sunday, December 14, 2014

The influence economy

How public money in private hands changes government, the economy, and most of all, the public's perception that fair play and hard work is the basis for our American way of life.  

Portions of the speech below are semi-redacted to eliminate partisan politics.  The problems of big government cross all party lines.  Big government at the federal level where there is an enormous amount of public money or competitive advantages to be handed to private interests, happens at all levels of government.  Wherever public money and government power exist, there will be those willing to exploit it: the bigger the government, the bigger the opportunity for corruption.  

Wall Street Journal. December 6, 2014

Notable and Quotable:
Ed Gillespie

Obama's influence-peddling economy

From a Dec. 6 speech by Ed Gille­spie at the Re­pub­li­can Party of Vir­ginia’s an­nual meet­ing in Chan­tilly, Va.; the for­mer Re­pub­li­can Na­tional Com­mittee chair­man was the GOP’s 2014 U.S. Sen­ate can­di­date from the state:

We can see an in­flu­ence econ­omy start­ing to take shape. CEOs are becom­ing less concerned about in­venting the right prod­ucts, tar­get­ing the right mar­kets and hir­ing the right peo­ple in hopes of mak­ing a respectable profit for in­vestors—and more con­cerned about get­ting the right lob­by­ists, re­tain­ing the right lawyers and at­tend­ing the right fundraisers in hopes of get­ting a hefty sub­sidy from tax­pay­ers.

Mak­ing the right cam­paign con­tribu­tions are be­com­ing as im­por­tant to a com­pany as its research and de­vel­op­ment bud­get, and fed­eral-com­pli­ance lawyers will soon out-num­ber patent lawyers.

Fully im­ple­mented, Oba­ma’s in­fluence econ­omy will be one where or­dinary Amer­i­cans must get per­mis­sion from a gov­ern­ment agency or de­partment be­fore they can buy, build, in­vest or hire. It’s an econ­omy rooted in man­dates and waivers, tax cred­its and tar­geted sub­si­dies, Fed­eral grants and gov­ern­ment loan guar­antees.

Can you get the De­part­ment of Justice to file a suit against your com­petitor? Can you get the NLRB to com­pel work­ers to pay dues to your union? Can you get the De­part­ment of Energy to guar­an­tee your loan? Can you get the HHS to man­date that con­sumers buy your prod­uct?

It’s an Amer­ica where Wash­ing­ton lim­its our choices, con­strains our deci­sions, con­trols our be­hav­ior and man­ages our lives. Where more and more reg­u­la­tions are vig­or­ously enforced by an ex­ec­u­tive branch that rec­og­nizes fewer and fewer lim­its on its au­thor­ity, be­cause this pres­i­dent dis­dains the checks and bal­ances of two branches of gov­ern­ment our Founders cre­ated as equal but he sees as in­con­se­quen­tial.

Saturday, December 13, 2014

Help for iOS 8

I know, I know. 
This isn't a techie blog, but this is an emergency.

Photo credit: Computerworld. 
"IOS 8 problems not so magical: Slow, Laggy, Bloaty, Crashy, Buggy, Draining and Doc."   99 IOS 8 problems, and the witch ain't one.

I am not enjoying my iPad 2 anymore.   My trusty all-purpose computer for the last 2years has hit the skids with Apple's unfortunate misfire with their latest iOS 8 update.  Apple's reputation for being user-friendly is taking a beating as users flock to online sites seeking help and work-a rounds for seriously flawed Apple software.  This update has had about 4 "fixes" so far (and counting), each with their own problems.  Yikes!  It's as if the government is running things over at Apple!

This is just like it used to be with Windows, only then a user could choose to go back to an older OS if updates soured.  I have been an Apple convert for about 3 years, and perhaps it happened with Steve Jobs' passing, but the experience has gone downhill.

If there are any iPad users out there who have updated (and if you haven't, DON'T!) and have figured out how to do cut and paste (or copy and paste), can you help me out?  

I will get back to more blogging when this bug (and there are many others!) gets worked out.  Until then I am confined to my desktop - and that is confining!

Starry Nights

When To See The Geminid Meteor Shower
Saturday and Sunday, December 13 and 14, 2014 
The most impressive meteor shower of 2014 will be appearing this weekend.

By Henery Jun Wah Lee

The '64 Christmas Flood

Remember when?

Maybe not.  Maybe you weren't even born yet, but this was a flood for the history books.  For those of us who are old enough and were around back then (you webfeet), these videos will take you back in time to the 1964 Christmas Day Flood.

These videos are great no matter how old you are or where you were in '64.  The website also has information on emergency preparedness especially for those who live in areas prone to flooding. An expert will be speaking to groups of citizens starting in January about what to do before, during and after flood events.


Willametter Falls

 Willamette River looking North - Oregon City on right

Oregon Coty Shopping Center from the rear looking 
West towards the Willamette River

Thursday, December 11, 2014

SW Corridor - What now?

18-month Plan extension: 
More questions than answers at Monday's meeting. 

The SW Corridor Steering Committee changed direction on Monday and out the whole project on a slower schedule in order to give it a more "local" focus.  Since both Tigard and Tualatin voters now require a public vote in order to spend money on a High Capacity Transit (HCT) system in their cities, the Plan has come to a screeching halt while Metro can figure out how to "sell" it to the locals. (Read about the meeting in the December 9, 2014 Portland Tribune.)

The main questions to be answered now are the same as they were before Metro started this process years ago:
  • Where will it go?
  • How will the project be funded?
  • Will it be a light rail (LRT) or Bus Rapid Transit (BRT) system?
Now they have added:
What do local citizens want?  

This should have been determined first; The public should not have had to launch initiative campaigns in order to have a say in the future of their towns.  That right should have been in their cities' charters from the beginning. Ours too.

Many people testified Monday that a HCT system would alleviate congestion problems on Hwy. 99W while many others felt that whatever congestion relief there would be would be offset by more congestion.  For every pro there was a con.  Is this project really the best way to move people around?  I'm still holding out for more bus routes and more frequent service, express busses at peak travel times, and synchronized signaling.  There are some pretty neat busses out there!

Interestingly, for all the babble of how great public transit is, USC could not find one person who used it to get to the meeting.  It would have only taken me 52 minutes to get to the meeting on a bus.  Are they all too busy to take a chunk of time out of their day to make that kind of commitment?  Mass transit is for the masses, not for the elite.

The SW Corridor Plan isn't just a HCT system.  In the next 18-months, Metro planners will finalize their current list of accompanying bike and pred projects that are the second part of the HCT package.    Bet you didn't know about that.  I didn't.

Shared Investment Strategy:

Lake Oswego pulled out of the SW Corridor Steering Committee and the functions of the group last year because the transit system did not cross over to this side of I-5.  Formerly the city had committed to several projects.  What will Lake Oswego do with these ideas?  Were these projects ones the city had planned for without the SW Corridor Plan in place?  I look at the park project and wonder if the city was or is planning on turning Waluga Park into a more regionally-focused park with new development nearby - maybe dense development along Kruse Way?.  Just a thought.
  • Improvements for healthy waterways
  • New nature park - approx. 30 acres
  • New children's play area
  • Ped and bike paths and trails
I hope to bring you an updated map of the Bundle of Plan Projects soon.

The important thing to remember about any HCT and trail/pedestrian/bike path project is that they are for development purposes rather than efficient transportation.  If there the transit portion won't produce the positive ridership and lowered congestion Metro claims, it was never the plan in the first place.  Transit has always been about what encouraging developers to build in defined transit-oriented developments.  HCT is a powerful selling tool and one lending institutions like to see. In essence, we are paying for a developer's profit to build where Metro wants us to live.  

USC NOTE:  I like to provide links to publications or websites referenced in the blog posts, but the link function is not working.  Information here is from Metro website and meeting handouts, and the Portland Tribune.

Wednesday, December 10, 2014

Misc. maps and data

Graphical Information Systems:  
A picture is worth ten thousand words.

Here are a few maps and sites I've run across recently that you will want to check out.  

National Conservation Easement Database
The NCED is a national database of conservation easement information from throughout the UNited States

Willamette Valley Ecoregion

USGS report on land cover / land use.

ODOT ArcGIS Online: Web Maps and Apps


ODOT TransGIS 

Detailed mapping tool with transportation data for people of all skill levels.  

ODOT Map Services

Wide variety of information relating to Oregon transportation system, ecosystem, etc.  

Silvis Lab 
Spatial Analysis for Conservation and Sustainability 
Wildlands a Urban Interface
Housing Density 1940 - 2030




New Oregon Transportation Options Plan

ODOT Options 

The Oregon Department of Transportation (ODOT) is developing Oregon’s first Transportation Options Plan (TO Plan). The TO Plan is one of several statewide transportation mode and topic plans that further refine and implement the Oregon Transportation Plan’s (OTP) goals, policies, strategies, and key initiatives. 

Another plan for Oregon

In addition to the periodically updated Oregon State Transportation Plan, ODOT has just published a new Oregon Transportation Options Plan.  USC's first impression of the document is that it looks and feels very much like a Metro plan - long on colorful graphs and familiar babble about obesity being caused by people driving around in cars.  The TO Plan projects that obesity will go from 27% in 2012 to 49% by 2025.  But, there's no need to give up the french fries, late night video games and a hectic life, the TO Plan will save us from that horrible statistic.

Fun Facts:
  • Purchasing fewer cars: From 2007 to 2011, the number of cars purchased by 18 to 34- year-olds fell almost 30 percent.
The years between 2007 to 2011 were the worst part of the Great Recession.  Young people experienced higher rates of unemployment, high levels of college debt, high percentages of people between 18 and 34 living with their parents.  Is it any wonder fewer young adults purchased fewer cars?
  • If current trends continue, transportation-related emissions will increase 25 percent by 2025. 
The TOP Plan makes no mention of increasingly fuel efficient light vehicles.  How does this and other fun facts affect TO Plan scenarios?  

The shift of ODOT's mission from roads, bridges, freight and rail transportation infrastructure into bicycle and pedestrian modes of travel is concerning.  We depend upon state-level transportation spending to support large projects essential for state-wide travel.  Is fretting about obesity and switching to small scale projects that are better left to local jurisdictions, an admission of defeat and a declining future for Oregon?  

Public comment on the Transportation Options Plan ends January 30, 2015.  

Tuesday, December 9, 2014

Puddle control

Especially in rainy Oregon, the EPA's new power grab over water could be devastating.  


Wall Street Journal, December 8, 2014 -- Commentary
Watch Out for That Puddle, Soon It Could Be Federally Regulated

The EPA wants to redefine ‘the waters of the United States’ to mean virtually any wet spot in the country.

By M. REED HOPPER And TODD F. GAZIANO

Ear­lier this year the En­vi­ron­men­tal Pro­tec­tion Agency and Army Corps of En­gi­neers pro­posed a rule re­defining the “wa­ters of the United States” that are sub­ject to reg­u­la­tion un­der the Clean Wa­ter Act. The two agen­cies re­cently fin­ished col­lect­ing pub­lic com­ments on their draft rule and are de­cid­ing how to pro­ceed. Their best course is to aban­don the rule or anything like it. Here’s why:

EPA Ad­min­is­tra­tor Gina Mc­Carthy wrote in Huff­in­g­ton Post in March that the draft rule would clar­ify the mean­ing of the rel­e­vant terms in the law with­out ex­pand­ing fed­eral ju­risdic­tion and promised it would “save us time, keep money in our pock­ets, cut red tape, [and] give cer­tainty to busi­ness.” None of this is true.

The Clean Wa­ter Act of 1972 prohibits dis­charges into “nav­i­ga­ble waters” with­out a fed­eral permit, defining “nav­i­ga­ble wa­ters” as “wa­ters of the United States.” Ini­tially the Army Corps and EPA in­ter­preted wa­ters of the U.S. to mean those that could be used as chan­nels of navigation for in­ter­state com­merce. This read­ing is log­i­cal and nec­es­sary be­cause the Clean Wa­ter Act is au­tho­rized by Congress’s power to reg­u­late in­ter­state com­merce—which as Chief Jus­tice John Mar­shall wrote in Gib­bons v. Og­den (1824), in­cludes the trans­port of pas­sen­gers and goods across state lines but not the com­mer­cial or non-com­mer­cial ac­tiv­ity within a sin­gle state.

Within a few years, how­ever, the two agen­cies claimed reg­u­la­tory author­ity over wet­lands and other non-nav­i­ga­ble wa­ters that had no sig­nif­icant con­nec­tion to in­ter­state commerce. The Supreme Court has twice re­jected these claims.

In SWANCC v. Army Corps of En­gi-neers (2001), the court for­bade the Army Corps from regulat­ing “iso­lated wa­ter bod­ies” that were not connected to tra­di­tional nav­i­ga­ble wa­ters. Never­the­less, the Army Corps and EPA have largely ig­nored or cir­cumvented the rul­ing with new interpreta­tions. They claimed that they could reg­u­late any­thing with a “hy­dro­log­i­cal connection” to tra­di­tional nav­i­ga­ble wa­ters—in­clud­ing nor­mally dryland fea­tures such as ar­royos in the desert as well as ditches and culverts hun­dreds of miles from tra­ditional nav­i­ga­ble wa­ters.

In Ra­panos v. United States (2006), the Pa­cific Le­gal Foun­da­tion chal­lenged the agen­cies’ jurisdictional reach again. A ma­jor­ity of the jus­tices ruled that fed­eral agencies could not regulate wet­lands merely be­cause they have a hy­drolog­i­cal con­nec­tion to down­stream navigable wa­ters.

Nev­er­the­less, the agen­cies now seek to reg­u­late iso­lated wa­ter bodies and any “other wa­ter” with a hy­dro­log­i­cal con­nec­tion to tra­ditional nav­i­ga­ble wa­ters—the very wa­ters the Supreme Court said they could not reg­u­late. The draft rule re­de­fines “wa­ters of the United States” so broadly that it cov­ers vir­tu­ally any wet—or oc­casion­ally wet—spot in the coun­try, in­clud­ing ditches, drains, sea­sonal pud­dle-like de­pres­sions, in­ter­mittent streams, ponds, im­poundments, prairie pot­holes, and large “buf­fer ar­eas” of land ad­ja­cent to every wa­ter­way.

Specif­i­cally, the draft rule would al­low for fed­eral reg­u­la­tion of any pond, stream or ditch that has signif­i­cant ef­fects on down­stream waters—and lets the agen­cies ag­gregate the ef­fects of similar fea­tures across an en­tire “ecore­gion,” cov­ering thou­sands of square miles, such as the Cen­tral Great Plains. Cer­tain ditches and ar­ti­fi­cial pools are excluded from fed­eral con­trol—but only if they are in dry, up­land ar­eas.

Fed­eral bu­reau­crats al­ready ex­ercise con­sid­er­able dis­cre­tion. For exam­ple, ac­cord­ing to a 2004 Gov­ernment Ac­count­abil­ity Of­fice au­dit, fed­eral of­fi­cials in the same Army Corps of­fice disagree on whether a par­tic­u­lar wa­ter fea­ture, oc­ca­sional wet spot, or land ad­join­ing a waterway is subject to reg­u­la­tion un­der the ex­ist­ing rules. The GAO concluded “the de­f­i­n­i­tions used to make ju­ris­dic­tional de­ter­mi­na­tions” were “vague.” This sit­u­a­tion fos­ters un­cer­tainty and un­der­mines economic ac­tiv­ity and de­vel­op­ment.

The pro­posed rule mag­ni­fies the prob­lem. It starts by in­clud­ing all trib­u­taries in the na­tion (e.g., your back­yard creek), and then au­thorizes fed­eral of­fi­cials to de­cide on a case-by-case ba­sis if any “other waters” or land should be reg­u­lated.  The pro­posed rule also as­serts that fed­eral juris­dic­tion is not lim­ited to wa­ter con­tained in “aquatic systems” but cov­ers the “as­so­ci­ated chemi­cal, phys­i­cal, and bi­o­log­i­cal fea­tures” of any aquatic sys­tem “as a whole.”

What isn’t a chem­i­cal, phys­i­cal or bi­o­log­i­cal fea­ture of an aquatic sys­tem as a whole? Does that cover an en­tire ecore­gion? Prob­a­bly, since agency bu­reau­crats gen­er­ally have dis­cre­tion to inter­pret and apply their own de­f­i­n­i­tions. Rather than clar­ify fed­eral ju­ris­dic­tion, as promised, the pro­posed rule in­troduces vastly greater un­cer­tainty.

By any fair read­ing, the pro­posed rule would fed­er­al­ize vir­tu­ally all wa­ter in the na­tion, and much of the land, in di­rect con­tra­ven­tion of Supreme Court prece­dent and express con­gres­sional policy in the Clean Wa­ter Act “to rec­og­nize, preserve, and pro­tect the pri­mary respon­si­bil­i­ties and rights of States to pre­vent, re­duce, and elim­i­nate pol­lu­tion, to plan the de­vel­op­ment and use . . . of land and wa­ter re­sources.” It is patently un­rea­sonable and should be amended or withdrawn.

If the rule is adopted in its present form, the Pa­cific Le­gal Foun­da­tion and oth­ers will again take these two agen­cies to court. But that takes time. In­stead, Congress, the states, and the American peo­ple should pre­vail on the ad­minis­tra­tion to fol­low the law.


Mr. Hop­per, an at­tor­ney with the Pa­cific Le­gal Foun­da­tion, rep­resented John Ra­panos in the Supreme Court case of Ra­panos v. U.S. Mr. Gaziano is the ex­ec­u­tive di­rec­tor of the Foundation’s D.C. Cen­ter. 

Sunday, December 7, 2014

The power of the vote


Why Metro is catering to Tigard and Tualatin... 

...and why it isn't concerned about Lake Oswego.  The citizens of Tigard and Tualatin returned to themselves the power to decide what would happen to their hometowns.  Only the public can decide if high-capacity transit is placed in their city, and where it will be and how much it will cost.  Lake Oswegans have no such protections - no vote to decide some of the most critical issues facing the city and their quality of life.  

We should not give up the power to control our future.  Representative democracy is not without its flaws.  The cure for inadequate representation is direct democracy - but only if people are willing to seize it.  We should not surrender this precious right for expediency or the passive comfort of allowing others to make decisions for us.  When do you want to vote directly on something affecting your community rather than go through a representative?  

We don't lose all our freedoms in one big event, it happens in bits and pieces - and each bit of liberty needs to be protected.  Like endangered species, when freedom is gone, it's gone.

"A man without a vote is a man without protection."    -- Lyndon Baines Johnson

"Elections belong to the people. It's their decision.  If they want to turn their backs on the fire and burn their behinds, then they will just have to sit on their blisters."    -- Abraham Lincoln


"The issue today is the same as it has been throughout all history, whether man shall be allowed to govern himself or be ruled by a small elite."   -- Thomas Jefferson


Southwest Corridor leaders to meet Monday, discuss shift in study direction 
Metro News, December 5, 2014  By Nick Christensen

A committee looking at transportation in the southwest part of the region could change the study approach Monday, in part in response to voter initiatives in Tigard and Tualatin.

Earlier this year, members of the Southwest Corridor Steering Committee told Metro to get some former numbers on what kind of transit line could be built between downtown Portland and Tualatin, by way of Tigard.

They were originally scheduled to make a decision in November on what to study in a Draft Environmental Statement, an exhaustive, federally-mandated document for a big transit project.  The statement, often shortened to EIS, has to look at the potential impacts of construction down to the presence of Native American artifacts and the effects of a project 
on endangered species.  

The fewer transit options that are studied in an environmental statement, the cheaper it will be. 

A change of course could mean going back to a more local look at transportation in all of the cities in the study area, including Sherwood, Lake Oswego, Durham, Beaverton, King City and Portland.  

"If high-capacity transit is a tool that benefits that aspiration, then it's something you want.  If it doesn't, then you're agnostic or concerned because of what the negative impacts and costs are going to be," [Tualatin Mayor] Ogden said.  "They're not based upon the it, they're based upon the aspirations of what you want your community to be like."


- See more at: http://www.oregonmetro.gov/news/southwest-corridor-leaders-meet-monday-discuss-shift-study-direction#.dp

SW Corridor Meeting on Monday

New notice posted Fridar on Metro's website:


Southwest Corridor Plan


Saturday, December 6, 2014

Your world under water

If you believe the Earth is warming, and if you believe global warming will result in disastrous seal level rises - this map will give you an idea of where to build a dystopian future.  Waterfront property will be worthless - all underwater - hilltops will be islands of compact, crowded salvation.  Residents of  Marylhurst Island will be able to ferry across Tualatin Bay to Chehalem Island, or take boats across Oswego Strait to Multnomah Bluffs to hunt, trade, meet friends, or to engage in raids on nearby populations.

Behold The Islands of Portland!  
  
No need to buy that hilltop property yet - the transformation will take thousands of years.  But if the Earth gets colder?   

See article and maps of other cities at Your City Under Water  (Continue to Spacialities.com for more maps.)