Michael Manville, associate professor of urban planning, spoke with WGBH News in Boston about a proposal to add dedicated toll lanes on Massachusetts’ major highways. As the state considers options to alleviate traffic during rush hour, Gov. Charlie Baker has come out in support of adding “managed lanes” that let drivers choose whether to pay a fee for a quicker commute. “While drivers have a choice to commute in a faster lane for a cost, drivers who remain in the un-tolled lane will also experience lighter volume from those who peel off for the faster lane,” the governor explained. Manville said the benefits of creating such lanes are clear. “Almost anytime these managed lanes have been put in, you see traffic flowing much more smoothly, delay going down and many more vehicles being moved in these managed lanes. They are, at this point, a proven intervention,” he said.
Brian Taylor, director of the Institute of Transportation Studies at UCLA Luskin, spoke to Mashable about the prospects for relief on “America’s worst freeway” — Los Angeles’ congested 405. Mayor Eric Garcetti has called for a transportation revolution that encourages ridesharing and emission-free cars and expands the system of rail, subways and electrified buses — all by the time the 2028 Olympics come to town. The plan includes a new public transit system through the 405 corridor. However, Taylor cautioned, “if that freeway becomes free flowing, it is an invitation to use it.” Los Angeles has built an enormous commuter rail system, yet public transit use is plummeting and auto ownership is rising, he said. Though it has been met with suspicion and hostility, his solution to fixing the 405 — charging motorists to use it — is the surest way to change ingrained driving habits, said Taylor, a professor of urban planning. He concluded, “There must be consequences to driving.”
Brian Taylor, director of the Institute of Transportation Studies at UCLA Luskin, spoke with KCRW’s Greater L.A. program about several freeway expansion plans in the region. For motorists hoping the projects would bring lighter traffic, Taylor tempered expectations. As the region grows, more people and goods will need to move around and the expanded freeways will eventually clog up again, he said. The key to relieving congestion is charging for the use of the road, which is “wildly unpopular” among motorists and elected officials, he said. The urban planning professor also linked the planned High Desert Freeway project, which would connect Palmdale and Lancaster with the Victorville area, to the affordable housing debate in the L.A. Basin. With resistance to higher-density housing near L.A.’s transit corridors, “we end up building out on the fringe, and then we have to accommodate the demand for the traffic out there,” he said.
Brian Taylor, director of the Institute of Transportation Studies at UCLA Luskin, was quoted in a Los Angeles Daily News story revisiting the 60-year grassroots battle against extension of the 710 Freeway. A group of South Pasadena residents known as the Freeway Fighters launched the campaign against connecting the 10 and 210/134 freeways in 1959, when the proposed route would have cut through their hometown. Different iterations of the freeway extension plan came and went until November 2018, when Caltrans abandoned the effort. “What is unusual about this one is how long it went on,” Taylor said of the 710 fight. “This is the longest freeway revolt in California history.” Called heroes by some and obstructionists by others, many of the Freeway Fighters recently shared their stories in an oral history project by the California State Library.
In an LAist article, Urban Planning Professor Martin Wachs commented on the history behind the lack of one-way streets in Los Angeles compared to East Coast cities. Los Angeles built wide roads to accommodate the automobiles and streetcars popular in the first half of the 20th century, Wachs said. The wide streets and long blocks characteristic of Los Angeles would make one-way streets difficult, he added. Los Angeles experimented by converting Pico and Olympic to one-way streets to ease traffic for the 1984 Olympics, but complaints from residents and business owners resulted in the restoration of two-way traffic. “One-way streets tend to work best when blocks are short and streets are narrow, so cars can easily loop around to reach their destination. When there are five or six lanes of traffic, like Venice Boulevard, cars have to merge over too many lanes to make a turn and the flow of traffic gets messy,” Wachs explained.