Highway Expansion

AASHTO’s new report recommends that America’s urban transportation policy repeat the mistakes of the past. Photo of the Cross-Bronx Expressway: Tool Ake via Flickr The umbrella group for America’s state DOTs, the American Association of State Highway and Transportation Officials, has started a major new push for, you guessed it, more highways. The new campaign … Continued

The trade group representing private-sector transportation contractors is urging the Obama administration to change the way environmental reviews are conducted for infrastructure projects, proposing to favor "categorical exclusions" (CEs) from federal review rules over the lengthier process of measuring the environmental impact of construction work.

This just in: The State DOT will not widen exit ramps from the Major Deegan Expressway, the Mott Haven Herald reports. NYSDOT Region 11 spokesperson Adam Levine confirmed to Streetsblog that the agency will also refrain from adding "auxiliary lanes" as part of its plan to fix a segment of the Deegan along the Harlem River. Instead, the agency has opted to rehab but not expand the 50-year-old roadway.

The myth that U.S. roads "pay for themselves" thanks to user fees is a subject that's likely familiar to many Streetsblog readers -- but just how much of the nation's highway funding is provided by charging drivers?

Last week we reported on the state DOT's expensive plan to widen part of the Major Deegan Expressway in the southwest Bronx, even as the agency fails to maintain upstate bridges. The dubious Deegan project sucks up $266 million in the state DOT's new five-year capital plan, while more promising initiatives -- like the potential removal of the Sheridan Expressway -- languish without much money at all.

In the wake of the 2007 collapse of Minnesota's I-35 bridge, Washington policymakers vowed a renewed focus on repairing the nation's aging infrastructure. But weeks after the fatal collapse, Congress approved a transportation spending bill with 704 earmarked projects, at a total cost topping $570 million -- and just 11 percent of those earmarks went towards bridge repair, according to a new report released today.

Earlier this week we asked why the state Department of Transportation still thinks it's a good idea to widen highways in the middle of dense urban neighborhoods. The agency met with stiff resistance Monday when it presented plans for bigger ramps and more lanes where the Major Deegan Expressway passes through a redeveloping neighborhood in the southwest Bronx.

These are enlightened times for New York City's local streets. The city is building sidewalk extensions, protected bike lanes, and better busways. But at the state DOT -- the agency that controls the vast majority of New York's federal transportation funding -- much of the playbook still comes straight from the Robert Moses era. At a pair of public meetings yesterday, representatives from the state DOT's Region 11 office presented plans to jam more space for cars through the dense urban fabric of the southwest Bronx, just as the area appears poised to construct new housing, parks, and retail.

"Subsidy" is a word used quite often in transportation policy-making circles, whether by road acolytes who claim (falsely) that highways are not federally subsidized because of the gas tax or by transit boosters who lament Washington's unceasing focus on paying for more local asphalt.