The other shoe has dropped, and we won’t be seeing Jeff Tumlin at any public meetings in Santa Monica. It’s too bad, because Tumlin had an ability to help people see the forest instead of the trees when it came to managing traffic. Simply put, what Tumlin was telling us, and which a lot of Santa Monicans came to understand during the LUCE process, was that if you want to reduce the amount of traffic, you need to address your policies to the amount of traffic, and that you can’t control traffic indirectly by trying to prohibit development, because in a growing region ultimately development is going to happen.
A couple of days ago I was talking to a friend, a Santa Monica resident who is active in the city and her neighborhood but not particularly involved in the politics of land-use. She had, however, been following the Tumlin controversy, and she told me that people she was talking to from the anti-Tumlin side were saying that his “theories” about reducing traffic through reducing parking and increasing density and access to alternative forms of transportation had never been proved, and that “real” traffic engineers scoffed at the theories because there was no “track record.”
I was kind of stunned. You mean, traffic engineers are bragging about their track records? Who else do they want to blame for the transportation and quality of life disasters of the past half-century? To be blunt, traffic engineers were presented with a problem of how to facilitate movement in a growing region, and they blew it.
Ever since the ’20s Southern Californians have been complaining about traffic. The solution from traffic engineers and other planners (okay, the traffic engineers weren’t working alone) was always to solve the problem by (i) increasing road capacity (meaning freeways and six and eight lane “boulevards” with vestigial sidewalks), (ii) dispersing development (sprawl), and (iii) requiring parking everywhere. On the short run, when the concrete was fresh, these policies could help some people get around in their cars (while impoverishing the urban core, but that’s another story), but on the not-so-long term the result not only was our long regional traffic nightmare, but also some of the ugliest urban vistas in creation, elephantine carbon-footprints, and a world where millions need to drive to the gym to get the exercise equivalent of a good walk.
So let’s get this straight: now that there’s no room to build more freeways or to widen the boulevards, now that we’ve reached the limits of sprawl, and now that we can’t build an 800 square-foot apartment without building 700 square feet of parking, the traffic engineers are saying that people who want to try another approach don’t have a track record?
I should say at this point that what Tumlin proposes has by now gone beyond the theoretical stage (and didn’t originate with him anyway, as he would tell you in second). Nonetheless, let’s assume, like the intelligent design folks say about Darwinism, that we’re just talking about theory, and let’s acknowledge that in the history of urban planning, like in the history of everything else, there have been some disastrous theories.
But does that mean we have to keep banging our heads with something that didn’t work?
What Jeff Tumlin proposes for Santa Monica isn’t for the benefit of developers. It’s for the benefit of us.
Thanks for reading.