Next month, the Portland Metro government is being asked to approve $36 million in additional funds for further planning of a massive freeway project. It should say no.
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Fact: New roads always produce new driving. Say hello to “induced demand.”
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ODOT has resorted to some truly cheap and deceptive marketing tactics to promote their new freeway-widening project.
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The Oregon Department of Transportation has been authorized to issue revenue bonds to finance potentially billions of dollars of highway widening projects.
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Wisconsin’s plan to expand a key highway in Milwaukee will not reduce congestion or travel times. In fact, the evidence suggests they’ll likely get worse.
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The work of teeing up the next generation of boondoggle highway projects doesn’t stop—not even for a global pandemic.
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Hint: even if you get a road for free, you still have to pay to maintain it.
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Hint: the Right isn’t any better.
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States have been neglecting basic road repairs in favor of costly road expansion. Yet the problem is still misleadingly framed by some as primarily about not having enough money.
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Freeways will always be dragons, but we can tame them to serve our strong towns, instead of the other way around.
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Portland is thinking about widening freeways; other cities show that doesn’t work.
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The models used by highway engineers to analyze traffic congestion are woefully inaccurate and result in the creation of lanes and roads we don't need.
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The City of Shreveport's dishonest and petty actions may be the death of an inner city highway project, but the fight isn't over yet.
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America’s transportation needs are changing. America’s transportation spending priorities aren’t.
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Everybody these days seems to have a prescription for what ails the Rust Belt. Is highway spending the golden ticket to success?
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Let's not allow a simplistic reaction to direct funding of highways -- as opposed to our current indirect approach -- keep us from doing things that will help everyone, especially the poor.
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The probability of the I-49 Inner City Connector creating 30,600 new jobs that would not have simply occurred somewhere else or are just being shifted from one now blighted place to the study area is precisely zero.
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Shreveport activist, Dorothy Wiley, discusses her love for her neighborhood and her work to help save it from being destroyed by a highway.
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Highway project proponents convert very small amounts of time savings into cash equivalents to show all the benefit a project is creating. In the case of the I49 connector, it barely even passes this phony test.
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For the past seven years, a David & Goliath struggle has taken place in Shreveport—Louisiana’s third largest city—over a proposal to build a 3.6 mile long innercity connector (ICC) for Interstate 49 North.
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