Portland City Councilor Mitch Green, a member of the Democratic Socialists of America, is bringing his socialist ideology into local transportation policy, as emphasized during a recent meeting of the city’s Pedestrian Advisory Committee.
As one of four socialists on Portland’s 12-member city council, Green is part of a cohesive leftist bloc taking decisive action to prioritize public benefits over private interests.
His approach to transportation focuses on a variety of strategies aimed at redistributing benefits and creating a more inclusive infrastructure.
A key aspect of Green’s vision is centered around the principle of “tax the rich,” which translates into higher taxes for drivers to fund broader access and transport options throughout the city.
He aims to broaden the transportation tax base, increase levies on car and truck drivers, and ensure that urban planning aligns with housing and land use goals rather than catering to affluent city hall interests.
At the meeting, Green articulated his belief that it is an important historical moment for Portland, one that necessitates building inclusive infrastructure and institutions.
His remarks reveal a commitment to championing policies that support marginalized communities and to stand firm against pushback from powerful local interests that may oppose progressive changes.
Green openly acknowledges that his proposals, such as equitable transportation pricing models, may be controversial, but he is willing to face potential political backlash to ensure the city moves forward.
He conveys that there exists a substantial portion of Portland residents who desire a world-class transit system and pedestrian infrastructure, suggesting they would be willing to contribute more financially to achieve this goal.
His support for increased parking prices and rideshare fees illustrates his intention to prioritize public transportation funding, even in the face of public resistance.
Green asserts that the criticisms he faces often represent the views of a limited group, while the benefits of his proposed changes would serve a much larger segment of the city.
Additionally, he expressed his frustration with a system where select individuals can halt positive projects simply by lodging complaints.
“I’m willing to talk to those constituents and say, ‘No, this is a good thing to commit to,’” Green stated, illustrating his determination to defend pro-public projects.
He advocates for prioritizing measures that reduce car dependency on Portland’s roads, emphasizing that most emissions stem from automobiles.
Green posits that reducing car usage will ultimately save money in the long run and enhance public safety, stating, “Maximizing opportunities for people to get out of their cars is going to always be a priority for me.”
Proposing the banning of cars from certain streets, Green envisions the creation of superblocks that would allow for enhanced public space in urban areas targeted for redevelopment with tax increment financing (TIF).
His enthusiasm for smaller-scale, experimental initiatives reflects the influence of the tactical urbanism movement, which encourages testing inexpensive concepts before committing larger resources.
He suggests that certain areas could host car-free market days, allowing the city to experiment with temporary street closures to gauge community reactions.
One of Green’s initiatives, the Sidewalk Improvement and Paving Program (SIPP), aims for quick implementation of small projects while aiming for larger funding sources to enable extensive infrastructure advancements.
Green advocates for immediate and meaningful investments, arguing that delivering tangible benefits can foster greater public trust in government.
Throughout his discourse, Green emphasizes interconnectedness within transportation policies, linking challenges such as parking pricing, transit inefficiencies, and funding dilemmas.
His vision for dynamic pricing in parking downtown aims to connect increased fees with the expansion of regional transit services to alleviate the financial burden faced by residents living further from the city center.
He clarifies his stance on higher parking rates, emphasizing that patrons who drive into the central city should contribute to managing congestion caused by their travel.
Furthermore, he seeks to use additional revenue from parking fees to support improvements in TriMet bus services.
Green acknowledges that Portland’s current transit system is inefficient for longer journeys and demands structural changes to enhance its usability.
As part of the solution, he proposes the creation of a transit tunnel under downtown, addressing inefficiencies linked to light rail and the existing transportation infrastructure.
His eagerness to advocate for a transit tunnel reflects a broader ambition to improve transit accessibility across the city’s various regions.
To advocate for such a transformative project, Green intends to prioritize Portland’s upcoming state legislative agenda, urging a focus on efficient transit rather than expansion of freeway infrastructure.
His desire to connect housing, transportation, and social equity is present in his support for transit-oriented development paired with public social housing initiatives, inspired by models in European cities.
He envisions a new paradigm for transportation funding that de-emphasizes gas taxes and instead considers transportation as a basic utility service.
Such a proposal is in line with Green’s assertion that a “stable revenue source” must be established for consistent funding to enhance Portland’s transportation infrastructure.
He hints at upcoming legislation concerning a transportation utility fee aimed at providing a more reliable and stable flow of revenue into the Portland Bureau of Transportation (PBOT).
This shift away from reliance on fluctuating vehicle fees is a key piece in constructing a long-term framework for adequate transportation funding.
Green’s comprehensive and interconnected approach positions him as a forward-thinking councilor unafraid to challenge existing norms and push for bold solutions.
In conclusion, he stresses the urgency of not deferring necessary changes and innovation, emphasizing that the time for action is now.
“What I don’t want us to do is continue to defer and kick these good ideas down the road and pretend like they’re not urgent, because they are,” Green declared, encapsulating his vision for a progressive transportation future in Portland.
image source from：bikeportland
