Gustavo Dallarda, director of Caltrans District 11, explains some of the engineering behind freeways and makes the case that they provide an efficient means of travel compared to surface roads. He acknowledges the need to reduce vehicle travel, but says infrastructure doesn't get built overnight and that our transition away from cars and freeways has to be slow and gradual.

Our methods for measuring the economic impact of freeways are rooted in 1950s logic. A new report, "Divided by Design" from Smart Growth America, uncovers just how much they leave out. Co-author Beth Osborne says we tend to overestimate how much time and money we'll save on freeways. And we ignore the ways in which freeways can sometimes make trips longer. Divided by Design: https://smartgrowthamerica.org/program/divided-by-design/

Explainer on the value of time: https://www.youtube.com/watch?v=7_KLleAqjBs

Chuck Marohn, the founder of Strong Towns, has a bone to pick with the field of engineering: Too often, it uses freeway design standards on local streets. Marohn spoke with Andrew as he was promoting his book "Confessions of a Recovering Engineer." He argues engineers need to stop prioritizing speed over safety, and that cities need to stop trying to “solve” congestion.

As the CEO of San Diego County's transportation planning agency, SANDAG, Hasan Ikhrata has done more than anyone else to shake up the conversation around our freeways. Ikhrata has pushed his own board of directors to let go of long standing plans to widen certain freeways. And he's jump-started a debate over charging drivers by the mile to fund a more sustainable system.

San Diego is closer to removing a freeway than you might realize. Caltrans begins experimenting with temporary freeway closures that allow people to walk and bike on them. The vision for a freeway lid over Interstate 5 takes a small step forward. But the work of reconnecting communities is expensive. What is the price we're willing to pay for environmental justice?

A devastating earthquake forces San Francisco to consider the radical notion of tearing a freeway down. The results are wildly successful: The Embarcadero Freeway is replaced with a transit and pedestrian-friendly boulevard. The Central Freeway's removal revitalizes a neighborhood and improves safety. Some activists want to finish what the earthquake started.

Caltrans takes a new approach to freeways by trying to win support from nearby residents. The community wins new amenities that come along with the freeway, but is still recovering from the damage it inflicted. Another community divided by Interstate 5 poses a greater challenge: How do we heal the wounds caused by freeways?

Documentary on SR-15 freeway in City Heights: https://www.cityheightscdc.org/stories/visions-to-victoryan-award-winning-documentary

The mid-century freeway boom sparks a backlash. Communities across the country that are slated to be demolished for freeways start fighting back. In San Diego, activists organize a campaign to stop a highway from destroying their predominantly Black and Latino neighborhood. Changes in Sacramento also push Caltrans in a new direction.

San Diego Magazine article on Cabrillo Freeway widening: https://cdn.kpbs.org/93/87/314066f54748938933f0147bf169/163-widening-article.pdf

The American freeway is born in a time of intense optimism around the promise of the automobile. President Eisenhower sees the country's dilapidated road network as a barrier to economic growth and national defense. Jacob Dekema, the father of San Diego's freeway network, sees freeways as lifesavers. How did our optimism blind us to the freeway's dark side?

Magic Highway USA: https://www.youtube.com/watch?v=Vo4-rYNGEwE&

An architect has a radical idea for San Diego's oldest freeway, SR-163, which cuts through Balboa Park. An environmental justice activist dreams of someday reconnecting her community that was divided by Interstate 5. If San Diego is serious about its goal of net zero greenhouse gas emissions by 2035, how will our relationship with freeways have to change?