Book published earlier this year shows when community protests have been effective, when they have not
A majority of San Francisco voters in November cast ballots in favor of closing part of Great Highway, joining a recent reexamination of the impact of freeways, highways and roadways on urban areas.
In the 1930s, futurist Norman Bel Geddes envisioned a massive network of national highways, which caught the attention of President Franklin Roosevelt. Congress eventually passed a second highway act in 1944, allocating $1.5 billion for three years. In Austin, for example, many families will lose child care if a preschool is demolished to make way for an expanding Interstate. In Houston, a woman will no longer have her brand-new home due to a widened Interstate 10.
Community organizer Danny Sauter faces downtown revival test as supervisor The incoming District 3 supervisor says he wants more housing, less red tape to revive constituent neighborhoods If truth be told, the book’s anti-freeway community groups in Austin, Houston and Dallas — called “freeway fighters” — don’t have much success. Part of the problem is that their energies are mainly aimed at Texas transportation officials, but the Texas Department of Transportation is not a government branch. The agency simply follows policy determined by others, in this case elected officials.
Proposition K City Limits Megan Kimble
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