Skip to content

Posts from the "Highway Expansion" Category

2 Comments

Cincinnati’s Highway Revolt on the Verge of Victory

Ohio State Rep. Tom Brinkman, a Republican who believes in lower taxes, is taking a principled stance against a wasteful highway project. Photo: Wikipedia

Ohio State Rep. Tom Brinkman, a Republican who believes in lower taxes, is taking a principled stance against a wasteful highway project. Photo: Wikipedia

Could the end be near for the $1.4 billion Eastern Corridor highway project proposed for eastern Cincinnati? Language added to Ohio’s transportation budget, which is being debated right now, would specifically “prohibit [Ohio DOT] from funding the Eastern Corridor Project in Hamilton County.”

The amendment was introduced by Republican state lawmaker Tom Brinkman, who represents an eastern portion of Cincinnati. Brinkman told the Cincinnati Enquirer, ”I am representing constituents who say, ‘We don’t want to tear down our communities.’” The boondoggle highway project is opposed by residents in Newton, Mariemont, Madisonville, and other towns east of Cincinnati.

The highway does have its defenders in the legislature. At a House Finance Committee meeting Monday, Democrat Denise Driehaus, who represents Cincinnati, signaled her concerns about Brinkman’s amendment.

“It’s been going on for about a decade and so there has been significant investment at both the state and local level,” she said. “It seems to me this sets a precedent that the legislature prohibits ODOT from spending on a local project that has been vetted locally.”

Ryan Smith, a Republican from southeastern Ohio, countered: “This project has gone on for a decade but I think everyone can agree that heading down the wrong path and continuing down the wrong path may be problematic.” As to whether it would represent some kind of dangerous precedent for elected leaders to direct state transportation officials not to fund specific projects, he said, “This is the first time I can remember somebody asking not to be funded on a project.” (For what it’s worth, Governor Kasich added legislation to a previous budget that forbid state money from being spent on the Cincinnati Streetcar.)

You can watch the exchange between Driehaus and Smith here at about the 8:30 mark.

Read more…

13 Comments

Americans Are Driving Less, But Road Expansion Is Accelerating

Notice how the new lane miles and miles driven depart in the upper right hand corner of this chart, via FHWA.

Starting around 2005, driving leveled off, but transportation agencies continued to expand roads. Click to enlarge. Chart: FHWA

Americans drive fewer miles today than in 2005, but since that time the nation has built 317,000 lane-miles of new roads — or about 40,000 miles per year. Maybe that helps explain why America’s infrastructure is falling apart.

The new data on road construction comes from the Federal Highway Administration and reached our attention via Tony Dutzik at the Frontier Group, which studies trends in driving. In 2005, Americans drove just above a combined 3 trillion miles. Almost a decade later, in 2013, the last year for which data was available, they were driving about 45 billion less annually — so total driving behavior had declined slightly. Meanwhile, road construction continued as if demand was never higher.

Between 2005 and 2013, states and the federal government poured about $27 billion a year into road expansion. According to FHWA data, road expansion was spread across highways and surface streets fairly uniformly.

That’s actually a faster pace than in previous decades, Dutzik points out. For the whole of the 1990s — when gas was cheap and sprawl development was booming — the country added, on average, about 17,000 lane-miles a year, less than half the current rate.

This is further evidence that America’s “infrastructure crisis” is due in large part to spending choices that favor new construction over maintenance.

3 Comments

Wisconsin Dumps One Urban Highway Boondoggle in Favor of Another

Wisconsin Department of Transportation rendering of their proposed, but now rejected, plan for a double decker freeway in Milwaukee.

Instead of spending $1 billion to create this double-decker section of I-94 in Milwaukee, Wisconsin DOT will spend $850 million to widen the highway. Rendering: WisDOT via Milwaukee Business Journal

One of the nation’s most poorly conceived highway proposals will become slightly less ridiculous. Transportation officials in Wisconsin recently announced they will no longer consider double-decking a portion of Interstate 94 in Milwaukee. The billion-dollar project would have raised the highway to building height in the Story Hill neighborhood.

Wisconsin DOT hasn’t seen the light, however. The state is still marching ahead with a tremendously expensive I-94 expansion project. Instead of spending $1 billion to double-deck the highway, WisDOT has settled on spending $850 million to repair the road and add a lane in each direction.

For comparison, the project will still cost about three times what Governor Scott Walker cut from state support for the University of Wisconsin in his recent budget. The road expansion is designed to save commuters just four minutes in each direction — assuming the state’s traffic assumptions are correct.

But there is very good reason to believe they are not. State officials are using old traffic data to justify the enormous expense. Traffic counts on the corridor actually declined between 2009 and 2012, the latest years for which data was available, according to an analysis by the Wisconsin Public Interest Research Group.

The data Wisconsin DOT cites to justify the project only extends through 2010. The agency says that’s because a later construction project affected traffic levels on the road. But Metro Milwaukee’s population has barely increased in a decade, and statewide, driving has been flat since 1999, so it’s not at all clear why the state would be expecting such an increase.

“Rather than fixing it first and prioritizing the maintenance of our existing roads and bridges, the DOT wants to widen a highway where traffic counts have declined by 8 percent over the past 12 years,” said WISPIRG Director Peter Skopec in a press release.

14 Comments

Washington Republicans: Put Seattle’s Highway-Borer Out of Its Misery

If nothing else, the politics of Seattle’s deep-bore highway tunnel fiasco keep getting more interesting. With Bertha the tunnel-boring machine stuck underground and “rescue” efforts literally destabilizing city neighborhoods, a pair of Republicans in the Washington State Senate introduced a bill to scrap the project before any more money is wasted.

After Seattle has spent billions and more than a year and all it has to show for it is a hole in the ground. Photo: Washington Department of Transportation

Washington Democrats won’t back off their support for a risky deep-bore highway tunnel in Seattle. Photo: Washington Department of Transportation

While putting a halt to the underground highway would limit Seattle’s exposure to enormous cost overruns and open the door to more city-friendly transportation options, this effort to bury Bertha comes from outside the city. The Democratic establishment in the Seattle region isn’t rallying around the idea.

Republicans Doug Ericksen of Ferndale and Michael Baumgartner of Spokane co-sponsored legislation to cease spending on the stalled tunnel project and use the remaining money to study alternatives. The text of their bill [PDF] is probably the most sensible thing any politician has said about this project in quite some time:

The legislature finds that the state route number 99 Alaskan Way viaduct replacement project has failed. The legislature also finds that the project as it is currently designed cannot be justified financially and is not in the best interest of the public.

The knock against the bill is that it’s pure theater — a political maneuver to place the blame for Bertha squarely at the feet of Democrats.

Read more…

27 Comments

Cincinnati’s Eastern Corridor: The $1.4 Billion Road No One Seems to Want

The Eastern Corridor is an expensive state DOT highway project searching for a reason to exist.

The highway plan would relocate SR 32 through Mariemont's South 80 Park. Image: Village of Mariemont

The highway plan would reroute SR 32 through Mariemont’s South 80 Park, named for its 80-acre size. Image: Village of Mariemont

The $1.4 billion proposal from Ohio DOT is ostensibly intended to reduce commute times from Cincinnati’s far eastern bedroom communities to downtown. The project, a remnant of 1960s-era road planning, would create a commuter highway through the eastern Cincinnati region by widening and partially rerouting State Route 32, as well as widening Red Bank Road. The plan also contains commuter rail and bike infrastructure elements. Proponents, like the Cincinnati Chamber of Commerce, say it will shorten car commutes and promote job development in the eastern suburbs [PDF].

But even with those multi-modal goodies, nobody seems to like this highway — not even the towns it is designed to serve, according to the Cincinnati Enquirer. Newtown (population 2,600) opposes it. The village of Mariemont (population 3,400) opposes it. Madisonville, an eastern Cincinnati neighborhood that would be served by the road, opposes it.  “We don’t need it,” Newtown Mayor Curt Cosby told the Enquirer.

“The state keeps saying, ‘Well, we hear you and we’re taking that into account.’ But they continue to move forward and spend money. They don’t really hear us.”

Read more…

3 Comments

Why a Broke State DOT Could Be Great for Missouri

These expensive flyovers in sprawling Missouri might not have been worth the expense to taxpayers. Maybe a broke MoDOT will help bring projects back down to earth. Image: NextSTL

Maybe a broke MoDOT will bring costs back down to earth by not building projects like these expensive flyovers. Image: NextSTL

In August, Missouri voters roundly defeated a sales tax increase supported by road building interests that would have dramatically boosted funding for the state DOT. During the run-up to the election, state leaders laid it on thick in their appeal for more road money, arguing that the fallout would be disastrous for public safety if voters didn’t approve the 0.75 percent sales tax hike.

But voters didn’t bite on the business-as-usual proposal. And now, reports Richard Bose in a brilliant post at NextSTL, the state has unveiled its Plan B: a tighter budget that is packaged in language designed to scare residents into approving another funding source for the DOT.

MoDOT's approach to highway funding is no longer sustainable. The organization hopes its scaled-back plans encourage voters to pony up more money. Image; MoDOT

MoDOT’s approach to highway funding is no longer sustainable. The agency hopes its scaled-back plans scare voters into ponying up more money. Image: MoDOT

Missouri officials call it the “325 Plan,” because the state will only have $325 million to spend annually on transportation by 2017. Among the warnings: ”Supplementary roads will become a patchwork of repairs. Heavy loads on Missouri bridges will be limited, and some bridges could be closed indefinitely.” In light of the budget crunch, the state has said it will make “improvements” on only 8,000 of its 34,000 miles of roads. But the rest will still receive basic maintenance.

Bose says putting Missouri DOT on an austerity budget might be just what the doctor ordered. After all, over the last decade, the state binged on road spending, much of it backed by borrowing. And yet the state still has almost 500 bridges in poor or serious condition, and its economy is still performing worse than the nation as a whole. Perhaps giving the DOT more money to throw at highway construction isn’t going to fix anything.

Back when money was flowing freely, many of the state-supported highway expansions were little more than jobs programs, Bose says. Now it’s not clear that the state’s economy can support infrastructure at the scale that was built. Missouri DOT isn’t about to admit that’s a possibility, though:

Read more…

59 Comments

Can Seattle Stop Its Highway Tunnel Boondoggle Before It’s Too Late?

Is it too late for Bertha? Photo: WsDOT

Seattle and the state of Washington have a window of opportunity to stop throwing good money after bad. Photo: WsDOT

It’s been one year since the world’s largest tunnel boring machine, “Bertha,” got stuck 120 feet beneath Seattle. Before it broke down, the colossal machine had excavated just 1,000 feet of the two-mile tube that’s supposed to house a new, $3.1 billion underground highway to replace an aging elevated road called the Alaskan Way Viaduct.

Bertha hasn’t budged an inch in the 12 months since. Meanwhile, the bad news keeps on piling up.

Right now, the state’s contractor is busy building a second tunnel down to the machine, so that parts can be removed, repaired, and replaced. In order to keep the second tunnel dry, construction crews have been draining the water table. This work has dangerously destabilized the very elevated highway the tunnel is supposed to replace, and one of the city’s historic neighborhoods — Pioneer Square — is actually sinking as well.

As David Roberts detailed in a recent Grist story, the project could impose billions of dollars in cost overruns on the public. Nobody is certain the machine can be fixed, or if it does get fixed, whether the same problem won’t occur again, farther down its path. In December, the deep-bore tunnel ran away with the voting for Streetsblog’s “Highway Boondoggle of the Year” award.

If there’s anything positive to emerge from the current mess, it’s that local advocates like Cary Moon, who warned against building the tunnel in the first place, are commanding attention again. Moon recently took to the pages of the local alt-weekly, the Stranger, to argue that in light of the tunnel project’s spectacular, slow-motion meltdown, the city should explore other options.

We reached out to her to learn more.

This is a pretty big disaster, it sounds like.

This project identified a lot of risks at the beginning of the process, but the political commitment to it was already high enough at that point that no one really paid that much attention, except for several of us.

They treated us like we were gadflies instead of pointing out honestly and clearly what was probably going to happen. It’s frustrating because all this was known then but no one was listening.

Read more…

8 Comments

Talking Headways Podcast: Here I Am, Stuck in Seattle With You

podcast icon logoStuck in Seattle or Stuck in Sherman Oaks. There are so many places to get stuck these days and so many clowns and jokers making it worse.

First, poor Bertha, stuck 100 feet under Seattle. All the tunnel boring machine wanted to do was drill a 1.7-mile tunnel for a highway that won’t even access downtown and is projected to cause more congestion at a higher price than a parallel surface/transit option — and it got stuck just 1,000 feet in. Last December. Now the rescue plan is making downtown sink. It’s not going well. And to be honest, it was always destined to not go well. It was a crappy plan to begin with. Luckily, there is a rescue plan for the rescue plan, if anyone cares to carry it out. It starts with some accountability and ends — spoiler alert! — with pulling the damn plug.

But if the new tunnel to replace Seattle’s Alaskan Way Viaduct is likely to cause traffic tie-ups, it’s nothing compared to the perennial jam on LA’s I-405. The popular navigation app Waze has started directing drivers off the freeway and into the residential neighborhood of Sherman Oaks, infuriating the people who live there. Their solution: Try to convince Waze there are traffic jams in Sherman Oaks too. Our solution: Build a better transportation system.

And that’s it! This is our last podcast until the New Year. You can catch up on anything you missed on iTunes or Stitcher, and if you follow our RSS feed (or our Twitter feeds) you’ll be the first to know when a new episode is out.

Happy Holidays, and Happy Trails!

5 Comments

Pima County Holds Better Sidewalks Hostage to Get a Road Expansion

Pima County is insisting on widening Broadway Avenue, whether Tucson wants it or not. Photo: Jude Ignacio and Gerardine Vargas via ##http://blog.preservationleadershipforum.org/2014/02/11/sunshine-mile/#.VIi7kWTF9Ns##Preservation Leadership Forum##

Pima County insists on widening Broadway Boulevard, whether Tucson wants it or not. Photo: Jude Ignacio and Gerardine Vargas via Preservation Leadership Forum

West of downtown Tucson, Arizona, the city runs up against the interstate first and then the mountains, cutting off development. But east of downtown, the city sprawls on for miles. The Sunshine Mile, a shopping and dining corridor centered on Broadway Boulevard, stretches two miles just east of downtown, between Euclid Avenue and Country Club Road.

Pima County and its Regional Transportation Authority are pushing the city to widen Broadway for the length of the Sunshine Mile. And they’re threatening to withhold money for bringing the sidewalks into compliance with the Americans for Disabilities Act until Tucson complies.

The long and sordid story begins in the mid-1980s, when engineers predicted that traffic on Broadway would skyrocket from about 35,000 vehicles per day to 56,000 by 2005. To prepare for that veritable onslaught, planners concocted a scheme that involved widening Broadway from less than 100 feet to 150 feet.

The projections never came to pass. Traffic on Broadway has never exceeded 45,000 cars a day, according to Laura Tabili of the Broadway Coalition, which is fighting the road widening. In line with the rest of the country, traffic has actually been declining for the last 10 years. The most recent daily traffic counts on Broadway are now down below 35,000, less than in 1987, and in general the volume is only that high east of the target area.

Read more…

5 Comments

A Better Way to Spend $1 Billion Than Ramming More Roads Thru Milwaukee

This concept design for an east-west corridor rapid transit system for Milwaukee was developed by a New Jersey DOT veteran for local advocates. Image: Wisconsin PIRG

Instead of WisDOT’s plan to spend a billion dollars double-decking part of I-94, Wisconsin PIRG proposes an east-west rapid transit corridor for Milwaukee. Image: Wisconsin PIRG

The Wisconsin Department of Transportation is set on widening Interstate 94, a highway that runs east-west through Milwaukee. The agency is so committed to this idea that it is proceeding, at great expense and over the objections of Milwaukee’s mayor, with a project to double-deck a portion of the road through a relatively densely populated area. The money that WisDOT is prepared to shell out for this highway expansion could be better spent providing quality transit options along the corridor, the Wisconsin Public Interest Research says in a new report  [PDF].

The Wisconsin DOT hasn't done a very good job predicting traffic over the last few years. Image: Wisconsin PIRG

Wisconsin DOT is still adding highways to accommodate growing traffic volumes, even though statewide traffic has declined since 2004. Image: Wisconsin PIRG

The justification for the billion-dollar highway project is flimsy. The state DOT says traffic will grow 24 percent by 2030, but traffic has actually declined on the highway during the last four years data was available. The Milwaukee region grew less than 1 percent over the last 13 years, and total driving in Wisconsin hasn’t increased in the last 10 years. There is no reason to think the next 15 years will be all that different.

Since WisDOT is only considering different road expansion scenarios for this corridor, WisPIRG decided to do the work the agency has refused to do, hiring New Jersey DOT veteran Mark Stout to study what else the state can get for its money besides a few extra highway lanes.

A coalition fighting the I-94 expansion released the results of Stout’s work yesterday. Stout recommends that WisDOT rehab I-94 without breaking the bank on new traffic lanes. More important than expanding the road, he writes, is providing options to get around without clogging streets with more cars — namely, beefed up transit.

Stout developed a conceptual rapid transit plan [above] that would enable residents to travel the corridor by bus or rail. The transit plan is designed to serve important clusters of housing and jobs, and to connect with the city’s planned downtown streetcar, increasing the usefulness of both systems. Stout did not attempt to put a price tag on the transit expansion, but he said it could likely be accommodated with existing resources outlined in the region’s Transportation Improvement Plan, a docket of projects eligible for federal funding.

“Rather than squander billions of tax dollars on overbuilding highways, WISDOT should be offering a vision for transportation that will help strengthen communities, connect people to jobs, and better accommodate changing local needs,” said WisPIRG’s Bruce Speight in a press release. “They aren’t doing it, so we have to do it for them.”