Programming Note: Matt Goodman, D Magazine’s Online Editorial Director, will be in conversation with Megan Kimble at 6 p.m. on Wednesday, April 10, at Interabang Books. Find more information here.
The history of Texas highways—and across the nation, really—is fraught with examples of how these enormous capital projects have damaged cities. In Dallas, 1944’s Federal Highway Act and 1956’s Interstate Highway Act produced highways that made it faster to move from point A to point B, but also cut off entire Black and Brown neighborhoods and communities from the rest of the city, enveloping them in traffic noise and polluted air.
This month, Texas journalist Megan Kimble’s book, City Limits: Infrastructure, Inequality, and the Future of America’s Highways, looks at three different communities and their fight to have more say in how the Texas Department of Transportation envisions their neighborhoods. Kimble looks at the impact I-10, I-35, and I-345 had on Houston’s Fifth Ward, East Austin, and Deep Ellum in Dallas, respectively.
The book could have become a wonky slog, but Kimble deftly weaves the stories of the residents who joined the fight into the narrative. Dallas readers will see familiar names (including D’s own Matt Goodman and DART board member Patrick Kennedy), but more importantly, they’ll see how the three stretches of highway are intertwined.
It’s a smart, compelling read that raises questions we should all be asking, whether our homes are adjacent to a highway or not. What would Dallas look like if I-345 had never existed? How do we get past the siloed expectations of each entity involved: TxDOT’s mission to move cars, the regionally-minded priorities of the North Central Texas Council of Governments, and Dallas’ economic realities that dovetail with its relatively new racial equity, climate, and land use plans?
Kimble also homes in on the fact that when the federal interstate system was initially planned, there was a push for a more thoughtful approach. President Dwight D. Eisenhower had tasked Gen. John S. Bragdon with researching plans. Bragdon’s findings, if they had been followed, would’ve meant something much different for Dallas, Austin, and Houston.
“We do not believe that the Interstate System is the vehicle for solving rush-hour traffic problems, or for local bottlenecks,” Bragdon said in his report. “Rapid transit and mass transit systems are the solution.” He argued that communities should not develop around highways but should be developed through economic growth and land use plans. Bragdon pointed out what has become a familiar refrain during current discussions about TxDOT’s plans—the bigger the road, the more people travel on it, the more traffic increases.