Colorado’s governor and other dignitaries, including the chief engineer of the state highway department, acknowledged the moment by posing for a photo standing on bulldozer tracks, next to the trench that would become Interstate 25.
In recent years, activists in Houston, Los Angeles and Portland, Ore., have fought widenings, arguing that the increased exhaust would worsen air pollution and exacerbate high rates of asthma in Black and Hispanic neighborhoods.
Back then, an economist rebutted the prevailing assumption that adding lanes would fix traffic, showing instead that wider roads only increased the number of cars and made congestion worse.
“The scale of the challenge to getting a net-zero transportation system is, I think, much bigger than folks want to acknowledge,” said Costa Samaras, the director of the Wilton E. Scott Institute for Energy Innovation at Carnegie Mellon University.
The widening was also unlikely to fix traffic: Years earlier, the agency had spent $800 million to expand another stretch of Interstate 25 in south Denver and ended up with worse congestion than before construction began.
In 1958, the year that Interstate 25 opened to traffic, the State Highway Department constructed the sweeping interchange connecting Federal Boulevard to Colfax Avenue and demolished more than 240 homes and businesses in the process.
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Colorado’s governor and other dignitaries, including the chief engineer of the state highway department, acknowledged the moment by posing for a photo standing on bulldozer tracks, next to the trench that would become Interstate 25.
In recent years, activists in Houston, Los Angeles and Portland, Ore., have fought widenings, arguing that the increased exhaust would worsen air pollution and exacerbate high rates of asthma in Black and Hispanic neighborhoods.
Back then, an economist rebutted the prevailing assumption that adding lanes would fix traffic, showing instead that wider roads only increased the number of cars and made congestion worse.
“The scale of the challenge to getting a net-zero transportation system is, I think, much bigger than folks want to acknowledge,” said Costa Samaras, the director of the Wilton E. Scott Institute for Energy Innovation at Carnegie Mellon University.
The widening was also unlikely to fix traffic: Years earlier, the agency had spent $800 million to expand another stretch of Interstate 25 in south Denver and ended up with worse congestion than before construction began.
In 1958, the year that Interstate 25 opened to traffic, the State Highway Department constructed the sweeping interchange connecting Federal Boulevard to Colfax Avenue and demolished more than 240 homes and businesses in the process.
The original article contains 2,381 words, the summary contains 208 words. Saved 91%. I’m a bot and I’m open source!