CITY LIMITS

An extended argument against car culture and the continuing proliferation of highways.

Austin-based journalist Kimble has been witnessing firsthand the consequences of living in the country’s fastest-growing metropolitan area, with its lack of affordable housing, sprawling urban footprint, and increasing traffic gridlock. Traveling through the eight miles of downtown via the north-south interstate used to take eight minutes, but by 2019, that had stretched to 32 minutes; in 2045, it is expected to take 223 minutes. The more sensible alternative would be improved public transit, but “transit functions best when it connects people across densely occupied places,” which doesn’t describe so much of urban Texas, with metro Dallas–Fort Worth “covering more area than the states of Connecticut, Delaware, and Rhode Island combined.” Kimble’s case studies center mostly on Texas cities, with forays into the experiences of highway architects and anti-highway activists elsewhere. While the book is full of solid information and sometimes appalling data, to say nothing of sound arguments for such things as reenvisioning the federal government’s role in funding, it’s overlong and could have benefited from a little less purely anecdotal, human-interest journalism. Still, Kimble capably proposes a sustained rethinking of urban infrastructure, untangling highways from cities that serve as chokepoints and recognizing more widely the long-established fact that traffic expands to fill such motorway space as is made available to it, so that no road, however new and shiny, ever does a thing to ease the jam. We’ve been going at it in exactly the opposite direction, notes the author. “Between 1993 and 2017,” she writes, “the hundred largest urbanized areas in the United States spent more than $500 billion adding new freeways or expanding existing ones”—and the resulting congestion far outstripped the rate of population growth.

A convincing case for removing highways and shaping cities meant for people, not cars.