Alignment of proposed Rainier Connector |
Consistent
with their goal of promoting stronger, more financially resilient communities,
StrongTowns has launched an initiative targeted toward transportation
planning. It’s a topic with which I
have long familiarity.
A decade or
more ago, my since-departed father noted to me that, for the first time in the
better part of a century since highways and freeways were first conceived,
Caltrans had no new freeway routes on their drawing boards. There were improvements to existing routes in
design, but any new routes remained in advance planning, years from design and
construction, if they ever progressed that far.
Although
he’d spent his career in freeway bridge design and construction, I don’t think my
father was unhappy with the new status, but he was perplexed by it. As a post-war hire at Caltrans, he’d been inculcated
in the vision that there would always be new freeways to build, making
Californian lives ever more convenient and freedom-filled.
His belief
in that vision had perhaps begun to weaken, but it was still a change in
perspective to realize that no new California freeways would likely open during
the remaining years of his life.
I can appreciate
his disorientation. This past summer, I
chatted with a high school classmate about our shared hometown, a car-oriented suburb of
Sacramento. We shared recollections of extensive
freeway projects that were planned to slice and dice our community during our
school years, although none of the projects ever came into being. For those who aren’t of a certain age, and my
high school days were 45 years ago, it’s hard to grasp the certainty we once
had that freeway expansion was inevitable and would continue forever.
Given what
we now know about the difficulties of funding the long-term maintenance of freeways,
it’s a good that that the freeway romance cooled when it did. But, like many ill-fated romances, it went on
too long and left behind too many hard-to-break habits.
For one,
even if we’re no longer envisioning four controlled-access lanes from Santa
Rosa to Sonoma or from Novato to West Marin, we still spend too many of our transportation
dollars on freeway widening and interchange projects, adding to the maintenance
burden for the future by providing new improvements to be maintained and by not
directing the now available dollars to current maintenance needs.
The problem
is we justify these improvements based on the new traffic that was induced by the initial freeway construction
and will soon find the new capacity similarly consumed by induced traffic,
leaving us no better off.
As an
example, I recently wrote of nearly $200 million in freeway improvements
currently underway near Petaluma, even as the transportation system within the
town continues to unravel.
As another
ill-advised habit, even when we don’t look to freeways for urban and suburban traffic
solutions, we still build wide arterials expecting them to solve traffic
problems, only to again be stymied by induced traffic while digging deeper
maintenance holes.
Recognizing the
fatal popularity of ever more and ever wider roads, and concerned about the ever
deepening maintenance burden being created, StrongTowns is kicking off a NoNewRoads program, highlighting the need
to develop reasonable and fundable plans to maintain the roads we already have
before adding more roads, lanes, or interchanges.
It won’t be
an easy battle to win, as exemplified by a local chapter of the American
Planning Association, folks who really should know better, giving an urban design award to a freeway interchange
which isn’t urban and doesn’t make much accommodation for either pedestrians or
bicyclists. A list from Eric Jaffe from
CityLab of the twelve worst freeway projects now under
consideration across the country further emphasizes the extent to which we’re
enamored with freeways.
As if on
cue, Governor Jerry Brown, in his State of California message, noted the need for extensive freeway maintenance work. His staff estimated that there is $77 billion
of work to be done in his state alone.
(For those reaching for calculators, that would be about $2,000 for
every one of the 38.8 million Californians, or about $5,000 for an average
household. It’s not an impossible burden,
but still a significant chunk and doesn’t include other infrastructure elements
such as water, sewer, and storm drainage.)
Consistent
with his laudable goal to build a rainy day fund to tide California through the
next economic challenge, Brown refused to make any of the current budget
surplus available to tackle the deferred maintenance, instead calling for new
fees. (As someone who came of age during
Brown’s first two terms as California Governor, with the signature of the man
then known as Governor Moonbeam on both of my university diplomas, it’s odd to see
Brown as the most mature adult in the room.)
At the other
end of the spectrum, a Petaluma Councilmember wrote an editorial in the local
paper (link not yet available) exulting that the funds had been assembled to
proceed with the construction of the Rainier Connector, an arterial project that
will someday be a logical connection within the city’s transportation system, especially
given its proximity to the Petaluma Transit bus yard, but seems woefully
premature given the state of the city’s streets.
Celebrating
funding for the Rainier Connector is akin to bragging about bringing home a new
car to a frontyard filled with aging cars disabled for the lack of new tires
and fuel water pumps.
I applaud
StrongTowns for their NoNewRoads efforts and will support them with enthusiasm. But I’ll also note that success, at least in
the near term, seems unlikely. Perhaps
we’re no longer looking at building new freeways through every city and town,
but the remnants of that attitude are still deeply entrenched.
Next time, I’ll
switch to pedestrian advocacy, writing about an upcoming hearing in Santa Rosa
that casts a light on how we view alternative pedestrian risks and how we
should facilitate more pedestrian activity.
As always,
your questions or comments will be appreciated.
Please comment below or email me.
And thanks for reading. - Dave Alden (davealden53@comcast.net)
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