Tag Archives: road widening

Thoughts about the 2005 Florida Growth Management Legislation

by Dom Nozzi

May 18, 2005

The 2005 Florida State Legislative session was billed as the most substantial growth management legislative modifications since the Growth Management Act was adopted in 1985. This legislation has been hailed by a large number of groups—from builders, to public interest groups and environmental groups—as something that “will finally allow Florida to make growth management much more effective.”

Not by legislating a sustainable, walkable, timeless vision for how communities should be designed. Not by providing quality of life tools such as required growth boundaries, reformed land development regulations, parking reforms, acknowledging that road concurrency is fueling sprawl and harming communities (recognizing, in other words, that in urban areas, congestion is our friend), property tax reform (to stop promoting sprawl and downtown ruin), or calling for road diets.

None of these actions were urged by legislators.

No, what our legislators decided to do to “improve” growth management and the future quality of life of Floridians was precisely what should NOT have been done to achieve these objectives.

The major action by the legislature? “Starting to properly funding growth management after 20 years of insufficient funding.”

Our state “leaders” voted to proclaim that the solution to protect our future quality of life is to pour billions of public dollars into building bigger roads so that we can “prevent growth from congesting our roads.”Untitled

So there you have it. Bigger roads means happier Floridians.

Oh, sure. The legislature took some baby steps with regard to water supply and schools. A tightening of the concurrency rule that requires development to “pay its own way.” But each of these were comparatively trivial actions.

By far, the big message from our legislators in 2005 was that we have “growth management” if we widen roads to “prevent further congestion.” The be all and end all of quality of life in Florida is “free-flowing traffic.” Happy cars is our sole focus to create happy communities.

At least that is what one is led to believe, when it is recognized that about 75 percent of the funding the legislators found to “fund growth management” is being directed toward roads.

Oops.

We forgot (again) that we cannot build our way out of congestion. We forgot that widening soon makes congestion worse. We forgot that wider roads is like throwing gasoline on the fire of sprawl, auto dependence and community decline. We forgot that happy cars and happy people mix like oil and water. We forgot that widening roads is the most effective way to destroy community quality of life. We forgot that the impossible task of widening our way out of congestion will further bankrupt state and local government—thereby starving other essential public programs.

We forgot that what is good (in the short term) for our SUVs is NOT good for our communities.

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Filed under Politics, Road Diet, Sprawl, Suburbia, Transportation, Urban Design

Does Transportation Drive Land Use?

By Dom Nozzi

June 15, 2000

Often, I notice people express the opinion that transportation is dependent on land use. Similarly, I’m often told that land use comes first, and transportation planning and development follows to accommodate the land use. That “land use drives transportation.”

But let’s keep in mind that transportation is profoundly a vicious cycle and significantly changes behavior and markets over time. For example, when/if we add capacity or widen major roads, we set into motion some enormous political and economic pressures, and behavior changes. Widening a road will inevitably reduce the number of bicyclists, pedestrians, and transit users (because it is now more difficult, unsafe, and unpleasant to use the bigger road). This creates more car trips (“induced travel”). And the induced travel created by the widened road, is used, post facto, to justify the widened road (a classic self-fulfilling prophesy). Because the bigger road carries more high-speed traffic, it becomes unpleasant to live along the road. So, over time, housing values decline along the road, and single-family gets converted to student rental, multi-family for students, office and retail. And because it is now more pleasant and fast to drive a car, people are better able to live in remote areas and commute to their jobs in the city.

Why? Because cross-culturally and throughout history, the average daily roundtrip commute is 1.1 hours. Some people will relocate to more remote locations to create a new equilibrium when the road is widened.

Many people dream of living in a “cabin in the woods.” Therefore, wider roads create a strong demand for sprawl housing, because the wider road reduces travel time from home to daily destinations. Is sprawl possible without car travel? Could a huge number of us live in remote locations if our transportation system did not provide cheap and easy car travel?

Most people would be unwilling to live in low-density, outlying, sprawling areas — or drive a car for every trip — unless roads are designed for high speeds and high volumes, and parking is both free and abundant. All the conditions that people dislike about the city — whether real or perceived — such as noise, crime, etc., can be more easily fled if the newly widened roads allow you to get to work each day in a reasonable period of time, even if you live in an outlying area. The ultimate result is that as we add capacity to streets, we set in motion a pattern of sprawl and strip, we wipe out farms, and we accelerate the decline of in-town areas.

Another outcome is that our in-town streets become little more than “escape routes.”

Quite often, our transportation planning advisory boards are dominated by home building interests. Clearly, this industry realizes the fundamental importance of widening roads to create sprawl residential markets for them.

As for retail land use impacts caused by transportation, when there are so many cars being carried by a bigger road, business people cannot resist putting enormous pressure on staff and officials to rezone the businessperson’s property to retail in order to takearapahoe-ave-boulder-co advantage of all those potential customers driving by each day. This is precisely why we see so many big box retailers clamoring for sites at major intersections. In fact, in the planning department I work in, we get calls all the time from people who want to rezone from residential to office or retail along our major arterial streets.

High-volume big box retailers, except in large, high-density cities, are not viable unless the public sector provides large subsidies in the form of high-speed, high-capacity, multi-lane streets (big roads enable the big box to draw cars from a regional “consumer-shed”). Not only that. These retailers also depend on the public sector to allow them to build enormous and free surface parking lots, and enormous building footprints.

As expected, we so often have strip commercial – intense land use development pressure — on major roads near interstates. Could such streets have been anything else other than strip commercial, given the street design and the access to the Interstate? Are single-family homes viable along such a street? If you owned land along such a stretch, would it be rational for you not to do everything in your power to get the local government to grant you the right to sell to those 70,000 potential daily customers, as the “big box” retailer so often wants to do?

I’ve seen land use plans and maps prepared in the past, and I know that it is not a “plan” at all. Almost entirely, when we talk about a mostly built-out city, it is simply recording what is there already. Almost none of it is a proactive vision of what the planners want. If we engaged in wholesale land use changes in the land use map/plan to enact our sustainable, livable vision, all of the planners would be in fear of losing their jobs and all of the commissioners would be thrown out of office. Elected commissioners and staff are forced, by political realities, to be reactive in our land use “plan.” Transportation, on the other hand, is something we can make changes to, because it is often feasible, politically, to make the change.

It matters not a whit whether planners designate a site for retail or single-family residential. Over time, what will happen to the property is determined by the road design and traffic. If the land use designation does not correspond to what is happening on the road, the land use will get changed, or the land will be abandoned. If our street network is designed for modest car speeds, modest car volumes, connectivity, and access (in other words, transportation choice), we will get viable transit, bicycling, walking and neighborhood retail and mixed use, not to mention higher densities, more traffic congestion (which is, in cities, a good thing), compact development, and a control on sprawl. High-speed, high capacity roads will give us the reverse, regardless of what our land use “plan/map” says.

Is it not much easier to predict what will happen to the land uses along a street based on the way the street is designed than to predict what will happen to the street based on the land uses along it? Similarly, is it not more feasible to predict whether there will be a sprawled, dispersed, low-density community if we know, in advance, what the street system and form of travel will be, compared to whether there will be future sprawled community based on what the current land uses (or land use plans) are designated for various properties? For example, West Palm Beach FL is currently experiencing a dramatic, beneficial land use change throughout their city soon after they re-designed their streets by removing travel lanes, calming traffic, and doing substantial streetscaping. Land use improvements there are clearly driven by transportation changes.

Transportation engineers love to try to deny responsibility when their studies (which are flawed because they don’t accurately account for human behavior) show that a road must be widened. The engineer usually claims that land use drives transportation, and that their high-speed, high-volume roads are merely “meeting the demand created by the land uses.” “It’s not our fault that we must spend millions to widen roads, tear out houses, and ruin the environment. We are forced to because of the land use.” But this ignores the fact that high-speed, high-volume roads create a vicious cycle and substantially modify behavior, as noted above. The important danger of this highly misleading claim from many engineers is that it leads us to incorrectly believe that we have no choice. We must widen the road because of the land uses on the ground. Too often, we are mislead into believing that land use choices we made in the past are now forcing us to widen the road.

Engineers must not be allowed to wiggle out of culpability with such an excuse. The traffic engineer who explains it is the land use that “forces” the road widening seems sensible until you look closer and find out how the market brings enormous and unrelenting pressure to change the designations when we change the roads, and how human reactions to road conditions draws or repels residences. If we are incredibly courageous and true to our principles, we might be able to delay the re-zoning for a few years on a widened road that is now hostile for residences. But that just means that because the road carries so much high speed, high volume traffic, it is no longer feasible to keep the property residential because the quality of life is so miserable (as a result, the residential building eventually is abandoned, or is downgraded from owner-occupied to rental), or it is no longer rational to keep it as a farm because you can make millions by selling it for a shopping center or subdivision.

Here is what Newman & Kenworthy (Cities and Automobile Dependence, 1989) have to say:

“In general, [transportation] modeling has assumed that land use is “handed down” by land use planners and that transport planners are merely shaping the appropriate transport system to meet the needs of the land use forecast. This is not the case. One of the major reasons why freeways around the world have failed to cope with demand is that transport infrastructure has a profound feedback effect on land use, encouraging and promoting new development wherever the best facilities are provided (or are planned).” (pg 106)

Why is Europe so walkable and compact, and the U.S. is not? Is it that they are just more educated and appreciative of the merits of walkable communities? Or is it that they mostly developed before the auto age, whereas we developed after the emergence of the auto age? And why is it that Europe is now, after entering the auto age, starting to see the sprawl we are experiencing?

The Florida growth management law requires that “level-of-service” standards be created, and that new developments only be allowed if they are built “concurrently” with the infrastructure and services they would need. But the only concurrency measure from the Florida law that matters is the road level-of-service. Every other concurrency measure – recreation, utilities, solid waste, etc. – is, for all intents and purposes, ignored in comparison.

We are fooling ourselves and doomed to a life of permanent, never-ending battles with people who want to rezone singe-family land that they own and cannot use as single-family due to a wide road (granting that there are a few who could live in a single-family home and put up with the noise and reduced property value – sometimes, this is called “affordable housing”). Forty years from now, if we do not fix our major streets to make them more livable, we will, though incremental zoning changes, have those streets lined with offices and multi-family buildings and retail. And over those 40 years, we will have a bunch of planners, citizens, and officials burned out on fighting those never-ending battles. In the long term, as Walter Kulash points out, no force, not even five “no growth” commissioners, can stop that incremental change after we have designed a street for high-speed, high-volume traffic.

Yes, we can succeed, in the short term, in keeping property zoned single-family. But that will only mean that we’ll have a bunch of vacant homes, and depressed property values.

Once the transport system is in place, the market/political pressure to take advantage of that system is overpoweringly strong, and will overwhelm any countervailing efforts. It hardly matters how courageous, visionary, or progressive a planner or elected official is. If the roads are designed to encourage sprawl, we will get sprawl. No zoning or land use designations (such as “large-lot” zoning) can stop it, and there is no community in the US that has succeeded by trying to control sprawl with designations. When we create and construct our transportation plans, we have, essentially and indirectly (and often unintentionally), established our future land use plans, not vice versa. It is as simple as that, and it is time for us to realize it.

All that said, I’m willing to concede that we should have our road and land use plans work concurrently. So yes, we should designate outlying areas for conservation and farms. But unless we concurrently get the transportation right, we are wasting our time.

In sum, keeping a road at a modest width with a modest number of travel lanes in the face of projected car traffic growth will, over the long term, result in less per capita car trips on that road, less new sprawl into outlying areas, less big box retail, more viable neighborhoods, a higher quality of life, and more residential density near walkable, livable, neighborhood-scaled town centers. Widening the road by adding travel lanes, over the long term, would give us the reverse. The excessive capacities that we typically build for our cities gives us too much sprawl, densities that are too low, and auto dependence. I believe that we should put a moratorium on adding street capacity to streets in our cities, before we wake up one day and wonder how we let ourselves become another auto-dependent south Florida, instead of a sustainable, sociable community featuring transportation choice, safety and independence for our children and seniors, and a unique community we can take pride in.

In the long run, the street shapes the land uses that will form along it much more profoundly than how the land uses would shape the street that forms through them. Let’s not let the traffic engineer fool us. Let’s not put in big roads and then valiantly try (and fail) to stop the sprawl and strip, and then flog ourselves when we are unable to stop the land use degradation. Transportation comes before – and determines — land use. A high quality of life, and sustainable future, depends on our realizing that.

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Transportation Remedies

by Dom Nozzi

June 1, 2000

In theory, being concerned about the added traffic (the additional number of car trips) a new development will create is helpful. It recognizes that increasingly, the new form of pollution in our age is not belching smokestacks and sewer pipes so much as it is the number of car trips coming from the new development. But conventionally and historically, our “remedy” has been to widen the nearby roads, add huge seas of asphalt parking, and make the street intersections enormous.download

It has been only recently that we are finally starting to realize that this “remedy” ironically makes things worse. Such a “remedy” accelerates suburban sprawl, chases away residences (which cannot tolerate proximity to car-intensive areas), makes it more difficult to walk, bicycle or use the bus, degrades our quality of life, moves us closer to being an “Anywhere USA” instead of a unique town, and forces us to make nearly all of our trips by car.  These remedies make cars instead of people happy by creating the “induced traffic” problem in which we stimulate new, additional car trips that would not have occurred had we not tried to make cars so happy with wider roads and more parking.

Instead, our concern about a new development and the car trips it will potentially generate should be focused on strategies that are effective in reducing this new form of “pollution.” We need to insist that the new project, when feasible and appropriate, is walkable, and mixes residences with offices, retail, services, schools, and parks. That is, we need to return to the timeless, traditional, pre-WWII way of building our town and neighborhoods.

It is only through this approach that we can ensure that new developments deliver a quality of life that is free from excessive car trip “pollution” — developments we can look forward to, instead of dread.

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Response to an Editorial by the Editor of the Boulder CO Newspaper

By Dom Nozzi

July 2, 2017

On July 2, 2017, Dave Krieger, the editor of Boulder, Colorado’s major newspaper — the Boulder Daily Camera — published an opinion piece called “Traffic Engineering Rules Still Apply.” The piece contained several unfair misstatements.

Mr. Krieger refers to something he calls “basic traffic engineering.” One must assume by this comment that the reference is to the conventional methods traffic engineers have used for over a century: Widening roads and intersections to “reduce congestion” or “accommodate expected growth in area car trips.”

There is one small little problem with such “basic traffic engineering.”

It has utterly failed for a century.

The trillions spent on widenings not only failed to resolve congestion. By ignoring the well-documented, inevitable impacts of induced demand (caused by what Anthony Downs calls the “triple convergence”), the widenings over the past several decades have also worsened land use patterns, increased per capita car trips, decreased per capita bike/walk/transit trips, increased household transportation costs (they are now higher than all or nearly all other household costs), increased air emissions, and caused severe financial strain not only to households but to all levels of government.51df393d218c6-image

To call Boulder council members “ideologues” is inflammatory and ironic, since those calling for widenings have a much stronger ideological bent (the ideology of a car-based, high-speed, anti-city lifestyle). Similarly, to suggest that not widening is a form of “social engineering” is hypocrisy, given the fact that the most extreme form of social engineering engaged in by a society — by far — is the social engineering of compelling millions for over a century to be car dependent.

It is mis-informed to suggest that the “complete streets” road design tactics sometimes employed in Boulder and Boulder County are ineffective in modifying behavior, as a great many studies conclude that this form of “nudging” is extremely effective in guiding many motorists to drive in more socially desirable ways.

I choose the word “nudging” deliberately, as complete streets road design tactics retain the choice to travel by car. By contrast, pro-car design tactics such as widenings are much closer to forcing most of us to travel by car.

Which is, by definition, a strong form of social engineering.

Is it okay to engage in social engineering if doing so compels a lot more people to drive by car? (ie, the normalized way to travel)

It again is an inflammatory (yet common) falsehood to claim, as this opinion piece does, that not widening forces most or all motorists to abandon their car in order to walk, ride a bike, or use transit (which the author asserts is impractical for most). Such a claim is silly, unless one can make the case that a car trip that takes seconds or minutes longer will “force” people to abandon their cars.

It needs to be pointed out that many wrongly assume, as the author does, that a growing number of people inevitably requires there to be a growth in the number of travel lanes on local roads to accommodate such growth. If this were true, cities such as NYC and LA, which are home to several million people, would have needed to build roads that are hundreds of lanes in width to avoid gridlock.

Furthermore, the author forgets that transportation is a zero-sum game. That is, when conditions are modified to further increase the ease travel by a larger number of cars, traveling by walking, bicycling, or transit is made more difficult (what Todd Litman calls the “barrier effect”), The barrier effect recruits even MORE per capita car travel.

In addition, another overlooked, yet highly important impact – particularly for the residents of Boulder – is the highly negative downstream impacts of the larger volume of cars that road widening induces. By enabling and therefore inducing higher car volumes on Arapahoe, widening imposes more noise and air pollution on Boulder, puts more wear and tear on Boulder streets, consumes more parking (which obligates Boulder to build even MORE parking), makes Boulder streets more dangerous, and dramatically reduces overall quality of life in Boulder.

Finally, it is highly misleading to assert or imply, as the author does, that all trips on Arapahoe are long-distance, relatively important and time-sensitive commuter trips from small towns (ie, trips that can only be practically made by car). We know from many studies that a large number of trips on Arapahoe are relatively low-value (ie, trips to buy a cup of coffee). Such trips are induced at times that include rush hour by over-sized, non-tolled roads such as Arapahoe, and by the lack of compact, connected street, mixed use neighborhoods. These lower value trips are less affected by slower travel times due to the relative ease of shifting when such trips occur during the day.

In sum, the author criticizes Boulder for failing to follow “basic traffic engineering rules,” yet ironically, it is he who is unaware of a great many basic engineering rules, such as the triple convergence, the barrier effect, the travel time budget, the variable nature of trip value, downstream impacts, the zero-sum game, and the social engineering that compels car travel. Worst of all, the author ignores something that has been known for several decades and is so invariable that it can be considered not only a “basic rule” but an iron law: We cannot build our way out of congestion. Widening a road to reduce congestion is like loosening your belt to solve obesity. It wrongly assumes that car traffic behaves like water flowing through a pipe. In fact, for reasons I cite above, car traffic behaves like gas. That is, when the pipe is enlarged (widening) — car traffic — like a gas, inexorably expands to fill that larger pipe.

It is a great disservice to Boulder that we have an editor-in-chief of our local newspaper that is writing poorly-informed opinions that severely undermine many important community objectives, convince many citizens that Councilmembers and their adopted long-range plan are wrong-headed (to the point of being evil and undemocratic), and make it more likely that there will be increased political will to have the community adopt ruinous tactics that have almost universally failed for over a century.

Someone on Facebook responded to my comments by asking what to do about the 50,000 commuters that drive into Boulder each morning. We don’t have a clean slate, he told me. My response:

A fundamental principle is that if you find yourself in a hole, stop digging. Stop treating Boulder like a doormat repeatedly (by continuing to widen, as Boulder has done over and over again historically), in other words.

There are several tactics that can be employed to positively address the large number of commuters. An obvious tactic is more housing — particularly more affordable housing. We can also start tolling major roads, provide more transit coupled with more park-n-ride, provide more compact and mixed use development, make major roads more like complete streets (rather than the car-only stroads they are), create more priced parking and parking cash-out (particularly at workplaces), reduce the quantity of free parking, convert minimum parking regulations into maximum parking requirements, and reduce the size of over-sized roads and intersections. NONE of those things PROHIBIT a person from continuing to in-commute by car to Boulder.

A person can continue to do that.

What each of these equity-enhancing tactics do is NUDGE travelers toward more socially, economically, and environmentally desirable travel. Some motorists will be inconvenienced in the short term, which many of us consider to be a very fair trade-off, since the inconvenience creates more equity, less air and noise emissions, lower taxes, less wear and tear, more safety, and less per capita car travel. In the long term, such tactics will improve the region, as they will induce more commuters to live closer to their destinations, enhance transit service, increase the amount of in-town housing, reduce higher speed car travel, improve conditions for smaller stores (rather than Big Box stores), and increase Boulder’s ability to shrink oversized parking lots, roads and intersections.

Note that most all of the motorists would be commuters, but it must be kept in mind that a large number of motorists on Arapahoe are NOT commuters (which means they will have more flexibility about where or when or how they travel).

Economists have calculated the approximate financial cost of travel by car, bike, walk, or transit. Those calculations show that each car trip imposes a financial COST on the community (a cost that most or all in the community must pay, regardless of whether they drive a car or not). Each bike/walk/transit trip results in a positive financial BENEFIT for the community (a benefit that most or all in the community enjoy, regardless of how they travel).

Knowing this, what should we do to be fair and to achieve community objectives? In other words, how do we make our community more financially sustainable?

Many of us believe that should one choose to travel by car, one should compensate for the cost imposed on the community. The most fair way to do this is to deploy user fees such as a gas tax, tolls, a VMT fee, etc. (rather than have everyone pay, through sales taxes, property taxes, higher grocery bills, or lower quality of life, regardless of whether they travel by car or not).

Again, user fees are nudges. They do not force people to stop driving a car. Therefore, they rightly acknowledge that many trips must be made by car. User fees simply make transportation more equitable, and nudges those with a choice to consider traveling in more socially desirable ways.

Note, too, that traffic congestion is a form of nudge. As Todd Litman would say, congestion imposes a “time tax” on the rush hour motorist, which nudges those with a choice to consider driving at non-rush hour times or live closer to their destination, or choose a different route. A time tax is obviously easier to achieve than a more effective and efficient tolling of the road, of course.

Temporarily reducing congestion by widening short-circuits that relatively affordable and achievable form of nudging.

Many cities in the past put all of their “eggs” (their trillions of public dollars) into the conventional “basic engineering” tactics that the author promotes. They did so while being in precisely the same situation that Boulder is in: What to do about congestion? What about all the in-commuters? They all greatly worsened their transportation situation and their quality of life. Examples of those cities include Phoenix, LA, Houston, Orlando, Las Vegas, Houston, Dallas, Jacksonville, Cleveland, Buffalo, Syracuse, and Rochester.

I don’t want the Boulder region to go down the path of any of those unfortunate cities by opting for “basic engineering” tactics that the author urges, because those “common sense” tactics greatly worsened the situation.

We can do better. Let’s not keep making the same ruinous, bankrupting mistakes.

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Boulder Shows It Still Doesn’t Get It on Proposed Widening of Arapahoe Road

By Dom Nozzi

June 27, 2017

A news article and an accompanying op-ed by the editor in chief were published in the Daily Camera in June 2017, and it made my blood boil.

Here we are in 2017, and despite over 100 years of repeated failure, too many citizens, elected officials, and staff continue to be convinced that it is necessary to spend a huge amount of what I thought were scarce public dollars (not so scarce when it comes to road/intersection widening and buying Pentagon weapons, though…) to worsen transportation, taxes, land use patterns, and quality of life by widening roads and intersections.

My friend Michael Ronkin informed me later that day, after I read these disheartening newspaper submissions, that even Geneva, Switzerland is not truly getting this.

It galls me that those proposing these road or intersection “improvements” in the face of growth projections consider themselves to be “far-sighted” in calling for this in advance of the growth. Part of the thinking, as Charles Marohn points out, is that road and intersection widenings in the past were not widened “enough,” the road or intersection was soon overwhelmed with “excess” car trips, and it was discovered that the need for a SECOND widening was far more expensive, overall, than if the road or intersection was widened “enough” in the first place. “Enough” so that the second widening would have been unnecessary. The solution? Deliberately overbuild the size of the road or intersection so that the unexpected surge in car trips in the future could be accommodated without the need for a very costly second widening. This is considered being “farsighted.”

However, by widening roads or intersections, at great public expense, such “far-sighted” people are locking their communities into a far worse future. They don’t have a clue about things like induced car travel demand (new car trips that would not have occurred had we not widened) and how bigger roads/intersections inevitably lead to more sprawl and car dependence. And a loss of a sense of place or a sense of small town charm.

They don’t realize there is an alternative to the century-long ruinous widenings. “Let It Be,” as the Beatles once said, and socially desirable results will emerge (rather than be undermined by widening). If we don’t try to “solve” anticipated congestion by widening, we will realize slower speeds, less car travel, more bicycling/walking/transit, more compact development, more of a sense of place and charm, lower taxes, less car crashes, less obesity, etc.

I am convinced that once a society commits itself to a car-happy world by building happy-car infrastructure (dispersed low density development, big parking lots, big roads, big setbacks, big intersections, single-use development, etc.), it traps itself in an irreversible downward spiral, because even in “enlightened” communities such as Boulder, the car-oriented road infrastructure and the dispersed land use patterns needed to make car travel free-flowing obligates citizens to angrily insist that car-happy design (which is extremely hostile to non-car travel) continue to be provided. After all, the community now forces citizens to travel by car. There is seemingly no alternative. We must dig the hole deeper. We must lock ourselves further into car dependence.

Given this downwardly spiraling trap, America and its cities will need to run out of money before it is forced to stop the unsustainable insanity of widening roads and intersections. After all, even a century of failed widenings has apparently taught us nothing at all.

A final note: Boulder and Boulder County pride themselves in being smart, progressive, and cutting edge — particularly when it comes to transportation. But these planned road and intersection “improvements” on Arapahoe Avenue illustrates that Boulder is far behind the times and continues to be moronic when it comes to transportation.

By the way, a number of folks in Boulder like to respond to my pointing out that Boulder doesn’t get it regarding widenings by saying that Boulder no longer widens roads. While that may be true, Boulder continues to widen INTERSECTIONS (by creating double-left Arapahoe Ave Boulder COturn lanes, for example) all the time. But bigger intersections are worse than wider roads in many ways. For example, oversized intersections forever lose the ability to create a small town sense of place. It will always be a placeless, car-based location where people will never want to hang out. Such intersections will forever fail to pay for themselves because they eliminate the sales tax and property tax potential of those locations.

One of our societal problems is that news reporters often perpetuate myths when they write on topics they are not informed about. Many readers assume that if the comments are published in a newspaper, they are probably true.

This is a particularly big problem on the topic of transportation, as citizens (including reporters) tend to think it is so obvious what needs to be done to improve transportation. It is common sense! They fail to realize that many effective transportation tools are counter-intuitive.

Unfortunately, I will be stepping down from the Boulder Transportation Advisory Board before I get a chance to speak out against this tragic mistake and cast a lone vote against the proposed Arapahoe Avenue “improvements.”

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Should Arizona build a new Freeway to Ease Congestion?

 

By Dom Nozzi

March 17, 2017

Regarding the proposed $2 billion to TEMPORARILY save seconds or minutes by building the “Loop 202 South Mountain Freeway” in southern Phoenix AZ…

Will that $2 billion expenditure of public tax dollars be worth it.

After about 2-5 years, the congestion will be worse (not the best way to spend $2 billion public dollars). Not MIGHT BE worse. It WILL be worse. Adding capacity/widening Carmageddon highway(which often destroys low-income areas or areas lived in by those without political power) is pretty much the worst thing that can be done.

By contrast, one of the more effective tools is a road/highway toll.

In general, since it tends not to be politically feasible to apply a toll, the best options are to realize that congestion is inevitable (a sign of a healthy place people want to be in), and to create ways to avoid the congestion: close-in housing/jobs/shopping, connected streets, grade-separated transit, etc.

The new highway is the same old tactic America has tried to solve congestion for the past century. Every one of those unimaginably expensive efforts has failed. Every one.

Oops.

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Transportation Drives Land Use Despite What Transportation Planners Tell Us

 

By Dom Nozzi

January 5, 2000

Nearly all transportation planners say they are widening the roads just to follow the land-use decisions that already have been made by the community.

Nonsense.

While almost all transportation planners make this claim, it is an old, discredited, conventional wisdom that is so conventional that even most non-transportation people believe it. Of course, it is quite handy for the transportation people because they can escape guilt when the strip commercial and sprawl happen. “Not my fault. It was those planners and elected officials who changed the land use.”

Seems sensible until you look closer and find out how the market brings unbelievable and relentless pressure to change the designations when we widen the roads and the intersections, and expand the parking.

If we are incredibly courageous and true to our principles, we might be able to delay the re-zoning caused by those enlargements for a few years. But that just means that because the road carries so much high speed, high volume traffic, it is no longer feasible to keep in street without on street parkingresidential because the quality of life is so miserable (as a result, the residential building eventually is abandoned, or is downgraded from owner-occupied to rental), or it is no longer rational to keep it as a farm because you can make millions by selling it for a shopping center.

Also, all the conditions that people dislike about the city — whether real or perceived — such as noise, crime, etc., can be more easily fled if the newly widened roads allow you to get to work each day in a reasonable period of time, even if you live in an outlying area. The ultimate result is that as we add capacity to streets, we set in motion a pattern of sprawl and strip, we wipe out farms, and we accelerate the decline of in-town areas.

And I’m convinced that the driving force is our roads, NOT our inability to hold the line on our land use and zoning maps.

Hard to believe, but before WWII, planners were god-like. Here is an apropos comment I found on the new urbanist listserve a few days ago:

“…[A] colleague suggested in passing that planners and architects abandoned urban design as such in the late 1940s and retreated to their respected spheres of influence – policy and buildings, respectively, leaving the ground to the public works engineers.  Note, the Amer. Soc. of Civil Engineers (ASCE) has a division devoted to “urban design” (urban highways, streets, water and sewer and drainage systems).  The American Institute of Architects does not.”

So yes, let’s return to the golden age of cities and planning before we ruin ourselves in our insane efforts to make cars happy…

 

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Filed under Economics, Sprawl, Suburbia, Transportation, Urban Design