Oregonian still tone-deaf on Port of Portland

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The Oregonian continues to advocate paving over scarce urban greenspace for new port facilities rather than re-using Portland’s brownfields, such as the former site of the Atofina Chemicals plant near Linnton. Photo: Alexander B. Craghead, 2012.

The Oregonian continues to demonstrate its tone-deafness regarding the Port of Portland. Last week, the newspaper revealed its “editorial agenda” for 2014, one plank of which is titled “Portland’s industrial lands scavenger hunt.” The title is misleading. The editorial’s real thrust is to complain bitterly about the city’s policy towards economic development, relying on the cancellation of the Port of Portland’s West Hayden Island development as exhibit number one.

Maritime transportation facilities are of vital importance to the city and the region. Yet the paper seems to believe that the only way that the region’s maritime trade can grow is to pave over natural resources:

City planners hope to lean heavily on brownfield restoration to replenish the supply of industrial lands. In concept, it’s a good plan. Take land that currently is an environmental nuisance and has little value. With a mix of public and private money, clean it up and put businesses on the sites. But making those projects pencil out, particularly for industrial uses, might well prove as difficult as finding a way to balance the Port’s needs and environmentalists’ concerns on West Hayden Island.

Allow me to translate: The Oregonian thinks cleaning up brownfields is too costly and difficult, and therefore would have us pave over greenspaces like West Hayden Island instead.

Leaving aside whether or not the Port of Portland’s development of West Hayden Island would really have been the job creator that the paper claims, this is simply bad land use and transportation policy.

Worse, a bigger question remains: is the Port of Portland’s wish for more marine terminals being driven by regional needs, or by unnecessary and destructive inter-port competition? Does the Lower Columbia really need to be served by six different commercial portsEven Seattle and Tacoma, once hated rivals, are beginning to cooperate. Even if the region does need more marine terminals, the only reason to build on West Hayden Island, versus some other location, was because West Hayden Island belonged to the Port of Portland, versus some other port authority. Put another way, if Hayden Island were on the Washington side of the state line, nobody would have been talking about turning it into a port facility, given the ease on constructing westward along the river’s north shore, as the Port of Vancouver, USA is in fact doing. West Hayden Island, simply put, was needless inter-governmental competition at its worst.

Marine transportation has as vast and direct land use impact, perhaps as much as automobile transportation, perhaps more so. It’s time that the port authorities along the Lower Columbia began to cooperate, act together more efficiently, and make fewer wasteful land use decisions. Maybe the cancellation of the West Hayden Island port plans will open the door to a broader public debate on the matter. If so, then its cancellation will have proven to be not only a good thing for the environment, but also a good thing for the future of rational maritime transportation in the region. But somehow, I doubt it. It seems far more likely that we will continue to get “chicken little” op-eds out of the Big O, rather than meaningful debates.

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