The Complete Streets concept has run its course, not necessarily because the vision was flawed, but because the system it embedded itself into was never built to support it.

This project in Salem, Oregon, shows how federal funding rewards cities for optimistic benefit-cost narratives, not fiscal health or return on investment analysis.

13 years after a new stadium and set of highway ramps promised to bring economic revitalization to Chester, Pennsylvania, things have only gotten worse.

In Shreveport, Louisiana, a deeply controversial project aims to build a new highway directly through the city’s core.

US-19 in Pasco County, Florida, is one of the clearest examples of how federal transportation policy creates dangerous, expensive, and economically destructive outcomes.

The regional government of Northwest Louisiana recently canceled discussions on the I-49 Connector project. But is this highway project really dead?

With MnDOT's buttonhook design, “supporting business” is the sales pitch, but corporate subsidy is the product.

We could save lives for far less than $58 million, but only if safety were the true priority.

On Ash Wednesday, 1966, a highway carved up New Orleans, taking families, flowers, and futures with it. Today, the attempts to rectify those wrongs stop short of actually treating the wound.

Removing an urban highway is a big win—but the work doesn’t stop there. Providence shows how cities can take the next steps to repair their communities.

North Carolina’s I-26 Connector illustrates everything wrong with the way state DOTs operate—especially in an area still recovering from Hurricane Helene. But it also shows how these systems can change.

West Virginia’s $1.6 billion Road to Prosperity program was supposed to cover maintenance costs and reignite economic growth. Seven years later, the money’s gone and the situation has gotten worse.

An intersection redesign in Fairbanks, Alaska, proves that road projects are not always improvements—and that DOT priorities are often out of touch with reality.

In 2011, the Rhode Island Department of Transportation decided to do something extremely unusual: It removed an urban highway. Here are three lessons to learn from their success.

"Jane Jacobs ends through Robert Moses means" is the modus operandi of many planners and advocates. It's also a total misunderstanding of both the brilliance of Jacobs and the shortcomings of Moses.

The Trump administration’s elimination of congestion pricing was shortsighted, but NYC’s congestion pricing was deeply flawed from the start. If congestion pricing is ever going to work as intended, it needs to be revamped with the right priorities.

The Federal Highway Administration has a chart full of answers to that question you might find useful.

The Northern Beltline project has been haunting Alabama for over 50 years, draining money, time and energy from other more productive and desired projects. Here’s how it came about — and why it refuses to stay dead.

Are urban areas really more financially sustainable than suburbs? Do urban areas inherently have higher infrastructure costs? Here's what Strong Towns actually says about the Suburban Experiment and infrastructure spending.

At 75, Susan Graham didn’t expect to spend her time fighting freeways — but after nearly five years leading Stop TxDOT I-45 in Houston, she’s nowhere near done.

When Mike McGinn didn’t see any other mayoral candidates challenging a proposed highway expansion project in Seattle, he stepped up to the plate and won the election. This is the story of his ensuing fight to stop his city from making a costly mistake.

Three lives lost leaving a Massachusetts library; each one preventable, each one a reflection of systemic neglect.

The federal government promised to undo past harms. Advocates are disillusioned.

Oklahoma residents discovered their homes were in the path of a massive highway expansion through local news, not official channels. Now a court has ruled the turnpike authority deliberately misled the public.