Precedent Case Studies - Highway Removal

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Park East I-43

I-94

I-794

Lake Michigan

PARK EAST FREEWAY

milwaukee, wi

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BEFORE Part of Milwaukee’s vision to remain economically competitive a plan for a freeway system circling the city was adopted.

Land was acquired and many businesses and home were demolished. Opposition soon interrupted the highway plans.

THE PARK EAST FREEWAY CUTS THROUGH THE CITY 1990 (TYSON CORNER)

DURING An incomplete and under-used stub highway that damaged several neighborhoods in tandem with a larger Urban Renewal plan for the central core of the city.

The freeway was a connection to the never-built lake front highway.

AFTER The removal of the freeway opened twenty-eight parcels for development connected by a landscaped boulevard. All of the privately-owned development parcels have seen either plans for new projects or construction.

STATUS: COMPLETE

CLEARED PARCELS AND THE NEW AT-GRADE BOULEVARD 2007 (THIRD COAST)

SETTING

CONFIGURATION

RESULT

The public utilized the National Environmental Protection Act passed in 1969 to stiffle and prevent much of the freeway development around Milwaukee.

STORY In 1958, the plan was to encircle the downtown area with elevated freeways with the capacity to carry large amounts of people and commerce in and out of the city. Milwaukee officials thought it was key for them to remain economically viable.

Through a flurry of federal money, land acquisition and demolition citizens began to protest these decisions. The public was able to prevent much of the freeway building and ended the full construction of some like the Park East.

Decades past before the people elected Mayor John Norquist who began the cities mission to demolish the uncompleted Park East Freeway Spur. Fighting through the opposition of a few local businessmen, the Freeway Spur was finally demolished in.in 2002.

Connectivity to downtown and surrounding neighborhoods improved ALOFT

Starting out as a local lathe operator, John Norquist eventually became a mayor and a major player in the highway’s removal

Land values within the freeways footprint rose 180% between 2001-2006

RECLAIM

Demolishing the

DEVELOPMENT

At-grade boulevard easily absorbed previous highway traffic.

freeway instead of rebuilding saved the city between 25 to 55

million dollars GOOGLE EARTH MUSEUM OF THE CITY

1958

1971

1988

1999

2002

2004

2006

Plans for the Park East Freeway are unveiled as a set of a larger regional network

Second phase of freeway is completed and stubbed out for expansion

John Norquist becomes mayor of the city and begins campaign to tear down the Park East

Park East Freeway Removal is approved by the county by a 20-2 vote

Federal officials get around last obstacle and demolition begins in June

First redevelopment project in response to freeway removal

An at-grade boulevard opens in place of the highway and reconnects the city grid

A SURVIVOR THROUGH THE AQUISITION AND LAND CLEARING

(FLICKR: COMPUJERAMEY)

THE FREEWAY COMES DOWN (FLICKR: COMPUJERAMEY) URBAN DESIGN STUDIO I URBN 6610 FALL 2012

University of Colorado Denver

I-76

Delaware Expwy

kill

I-676

Schuyl

DELAWARE EXPWY

philadelphia, pa

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I-9

5

I-9

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re Rive

Delawa

BEFORE A dense set of residential neighborhoods directly bordered the commercially active and historically important Delaware Riverfront and industrial and manufacturing businesses that supported the water based industry.

DELAWARE AVENUE AND MARKET ST CA.1890 (TEMPLE UNIVERSITY ARCHIVES)

DURING An elevated, 8-lane highway that severs the valuable waterfront from thriving and dense neighborhoods. Many commercial and residential projects on the water side have suffered from the physical and perceptual separation.

AFTER Upon removal, the land along the water becomes some of the most desirable in the city and region.

A master plan for development and open space guide the district toward becoming one of the great destinations on the east coast.

STATUS: PROPOSED

FRONT STREET AND MARKET TODAY

SETTING

CONFIGURATION

Replacing I-95 through PA is estimated to cost $2 billion; $200 million per year

The highway has less daily traffic between the two bridges than anywhere else in the metropolitan area

RECONNECT

GEOLOCATION

STORY Completed in

PHILADELPHIA SEAPORT MUSEUM

A $329 million museum project was cancelled in 2005 due to the highway’s separating effect. It was one of several to suffer this fate

1979, the portion of Interstate 95 between the Ben Franklin and Walt Whitman Bridges adjacent to Center City Philadelphia savagely separated the city from one of its most important historic sites, the landing place of city-founder William Penn in 1682, and hundreds of acres of potentially valuable land.

Ironically nicknamed the Delaware Expressway after the river it excises from the city, the waterway sits decrepit and under-used.

Some of the oldest and most dense neighborhoods in the city are adjacent to I-95 and severed from the waterfront

Though no legislation has targeted the highway’s disposal, a coalition of politicians, residents, planners, and designers have seen the need for removing or burying the portion of the highway between the two bridges in order to unlock the potential of the land it obscures.

DIVIDED

The highway’s ten traffic lanes plus 6 from parallel roads separate the water from the city.

The first new park on the riverfront was opened in 2011 as a result of planning efforts

DELAWARE RIVER WATERFRONT CORP

1932

1937

1945

1972

1979

2012

Metro planning organiztion, the Regional Planning Federation proposes a parkway system around Philadelphia, including the Delaware Expressway.

Planning Commision proposes the route be elevated

Federal Bureau of Public roads approves the route of the future Delaware Expressway

Construction begins on the Expressway

The final sections through Central Philadelphia are completed

Master Plan for the Central Delaware is approved by the planning commision marking the way forward

NEIGHBORS DREAM OF CONNECTIONS UNDER I-95 (MIKE LEONE)

PENN’S LANDING POTENTIAL (MASTER PLAN FOR THE CENTRAL DELAWARE) URBAN DESIGN STUDIO I URBN 6610 FALL 2012

University of Colorado Denver

BUFFALO SKYWAY

buffalo, ny

BEFORE Historically, Buffalo, New York was a major activity hub connecting several downtowns along the Lake Erie waterfront.

SKYWAY DRIVE SEPARATES BUFFALO DOWNTOWN FROM THE WATERFRONT

DURING The 1.4 miles long bridge was opened in 1955. The highway is elevated at 110 ft and is 4 lanes wide. Today, the Buffalo Skyway carries 41,500 vehicles per day.

It also severs the downtown from the waterfront.

FUTURE Renewal proposals emphasize the reconnection to the downtown waterfront.

RAN WEBBER / MINDHAND DESIGN STUDIO PROPOSAL FOR BUFFALO SKYWAY

STATUS: PROPOSED

SETTING

CONFIGURATION

RESULT

Congress of The New Urbanism & Center for Neighborhood Technology initiated a study for different alternatives for Buffalo Skyway.

STORY Buffalo Skyway, an at-grade, four lane elevated freeway, was built in 1955. It was hailed as one part of a grand plan for the “rapid transit of automobiles� around the city of Buffalo. Buffalo experienced high rate of accidents, and continuing cost of maintenance every 10 years.

Traffic volume of the highway has caused environmental impacts on the residents and users of the surrounding buildings. The residents sought alternative to the Buffalo Skyway. CNU and CNT have provided two different alternatives; first to change the freeway to boulevard and second to maintain the freeway by expanding access to waterfront.

There is NO pedestrian access between downtown and waterfront.

Estimated cost to demolish the Skyway is 100$ million.

WINTER CLOSURE SCALE

1955 Buffalo Skyway was built.

REVITALIZATION Property values Underutilized acres assesed at $17.6 million which can yield $82 million if

At-grade bridge with design changes will enhance the area economically, socially and will grow investments.

Winter season

2004

2005-NOW

Limited use in the winter due to frequent road closures.

CNU & CNT embarked a national analysis of the economic and transportation impacts of cities.

CNU & CNT published alternatives study. The project is pending and waiting for approvals.

BUFFALO SKYWAY FROM CURRENT WATERFRONT (Don Nieman)

A BOULAVARD PROPOSAL TO REVITALIZE BUFFALO’S WATERFRONT URBAN DESIGN STUDIO I URBN 6610 FALL 2012

University of Colorado Denver

WEST SIDE HIGHWAY

manhattan, ny

BEFORE Before the West Side Highway was built, roads along the Hudson River served a very active industrial port. Traffic mostly consisted of to and fro traffic from the docks and ferries.

WEST -SIDE HIGHWAY SEPARATES THE CITY FROM THE WATERFRONT

DURING The West Side Elevated Highway was built between 1929 and 1951. Later in 1973, it was shut down due to neglect and lack of maintenance. Dismantling was finished by 1989.

AFTER The project helped improve the quality of life for many residents, providing additional modes of transportation. It also increased the property value and reunited the city with the waterfront.

THE NEW BOULEVARD PROVIDES ADDITIONAL BICYCLE AND WALKWAY PATHS

STATUS: COMPLETE

SETTING

CONFIGURATION

RESULT

Edward Koach (Mayor), Hugh Carey (Governor), Ronald Reagan (President),

all supported project Westway.

STORY West Side Highway was a part of the system of freeways created by New York’s master builder Robert Mosses. To eliminate congestion on Manhattan’s west side, he proposed the building of an elevated freeway.

When the highway collapsed, an official replacement project called the Westway was created.

Environmental groups, local politicians and citizens, led by Marcy Benstock, opposed the Westway project. It all came to an ultimate standstill in 1982. However later in 1991, Volmer Associates was hired to take the West Side Highway Replacement Project to fruition. In 2001, the West Side Highway Replacement project was completed.

53% of the traffic disappeared when the highway was closed in 1973.

Of $1.7 billion federal funds that were allocated to Westway, 60% went towards mass transit improvemets.The West-side replacement project cost

$380 million.

OPPOSSITION

After the highway collapsed, it remained closed for 20 years before it was replaced.

A citizen group led by Marcy Benstock, head of the Clean Air Campaign, opposed the Westway.

They attended 700 public

meetings to gather support.

There is now a 19 ft wide landscaped median, bicycle paths

CONNECTIVITY

and a landscaped park along the river.

1920

1965

1973

1982

1991

2001

Construction for the first elevated highway began.

The highway was widened from 6 to 10 lanes between the Lincoln Tunnel and West 59th street.

A 60 ft stretch of the north bound roadway collapsed, causing it to close permanently.

The Clean Air Campaign and other groups sued Army Corps of Engineers. The Westway project then came to a halt.

Volmer Associates was hired to for the West Side Highway replacement project.

The West Side Highway Replacement Project was completed.

BOARDWALK ALONG THE WEST-SIDE RIVERFRONT PARK

NEW PUBLIC AMENITY CONNECTS THE CITY TO THE RIVERFRONT URBAN DESIGN STUDIO I URBN 6610 FALL 2012

University of Colorado Denver

rn e Cl aib o

new orleans, la CLAIBORNE EXPWY

I-10

I-610

US

90

BEFORE The building of the highway was sold to the people as progress and an economic engine when in fact, it killed businesses and ruined the black community around it.

DURING

THE HISTORIC TREME NEIGHBORHOOD FLOURISHED PRE HIGHWAY ALONG AN ALEE OF OAK TREES

When I-10 was built along North Claiborne Avenue, quality of life withing the historic Treme neighborhood decreased significantly. Recently, Hurricane Katrina sparked a discussion about the aging infrastructure and rebuilding efforts.

AFTER The elimination of the Claiborne Expressway would open up 38 blocks of prime real estate in the heart of New Orleans to new development and retail opportunities.

THE UNDERUTILIZED HIGHWAY TODAY STANDS ABANDONED AND IN DISREPAIR

STATUS: PROPOSED

SETTING

CONFIGURATION

$ 50 Million required for Maintenence of Claiborne

STORY Fifty years ago, Claiborne Avenue was the epicenter of the historic black neighborhood of New Orleans.

In addition to boasting the longest stretch of oak trees in the country, Claiborne was home to dozens of successful black owned businesses and the focal point of black Mardi Gras. However, in the 1950s things took a turn for the worse after President Eisenhower championed the creation of a national interstate highway system. The idea was to interconnect cities with highways, but city leaders desperate to lure back former residents who fled to the suburbs didn’t want the highways to end at the city limits.

Instead they demolished through neighborhoods leveling acres of homes in the historic Treme neighborhood.

500 homes were destroyed to build I-10

DISREPAIR DISREPAIR “Less than 20% of drivers use I-10 (CLAIBORNE) as a route between east and west.

It is not fulfilling its original purpose.”

ABANDONED ABANDONED DESTROYED

DIVIDED 1946

1962

1968

1970 – 2000

Robert Moses proposes a highway for New Orleans

French Quarter successfully fought the proposal through their neighborhood.

I-10 was built along North Claiborne Avenue.

Quality of life along North Claiborne Ave decreased significantly

Businesses on Claiborne declined by 73.5% from 1960 to 2000

Removal of highway would free up 50 acres of land for public use

2005

2010

Katrina sparked a discussion about the aging infrastructure and rebuilding efforts.

Restoring Claiborne Ave report published, issuing vision to revitalize neighborhood by removing I-10.

PAINTED PILLARS REMIND US OF THE ONCE FLOURISHING TREME NEIGHBORHOOD

PROPOSED PLAN TO REMOVE CLAIBORNE AND RESTORE THE TREE LINED BLVD URBAN DESIGN STUDIO I URBN 6610 FALL 2012

University of Colorado Denver

35

I-40

Ok

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Walker

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Future boulevard Shields

New

Western

oklahoma city, ok INTERSTATE 40

I-2

Reno

BEFORE The elevated 4-lane portion of Interstate 40 opened in 1965, cutting through the city allowing the areas adjacent to downtown to languish. The downtown portion of I-40 miles long and carries an average of 120,000 vehicles per day.

DURING

AERIAL VIEW OF I-40 AND ITS EFFECT ON THE DOWNTOWN AREA (OKC CENTRAL)

As I-40 neared its obsolescence, the city explored options for its reconstruction. The desire to reknit the city with its Oklahoma River waterfront and re-invest in the neighborhoods south of the highway led to the exploration of alternative alignments to achieve the urban design goals.

AFTER As the existing corridor would not allow for widening for projected capacity, ODOT decided to relocate the highway five blocks to the south in a cut to allow for better connection between the downtown and its surrounding areas. The old highway viaduct will be torn down to make way for an additional multi-lane boulevard reconnecting downtown.

STATUS: IN PROGRESS

RENDERING SHOWING CORE-TO-SHORE VISION (OKC CITY)

SETTING

CONFIGURATION

RESULT

GATEWAY

STORY Though the relocation of Interstate 40 through Oklahoma City is in many ways a success story, some issues remain. A lack of funds has sidelined the removal of the original aging viaduct structure, negating the cities hope to reconnect the city. Replacing a viaduct with a cut, however, has diminished the physical and psychological barrier

OKLAHOMA CITY

The relocation of the Crosstown is estimated at approximately $650 million, using a blend of dedicated and regular formula federal dollars as well as state funds.

While the project is progressing, there are still some issues being resolved within the community. The Core to Shore plan was adopted as a device to guide the reknitting of the city’s fabric. Many residents and stakeholders, however, believe that a six-laneExpresswaydoesnotrepresent the ideals of the plan. As such, the concept of creating a consistent and safe connection between the downtown core and new development opportunities and the river to the south has given way to another barrier.

RECONNECT

There were representatives on the committees from the numerous groups, including the Riverside Neighborhood, the Latino Community Development Agency and the Little Flower Church.

VISION

ROGERS MARVEL ARCHITECTS

VIBRANT

The new mixed-use urban center will transform downtown as a major retail and business center development

OKLAHOMA CITY

Citizen Advisory committee, mayor, and ODOT, along with a deteriorating highway key to moving project forward

Over 95% of current traffic on the Crosstown is through traffic, not transferring to or from downtown streets environment.

OKLAHOMA CITY

1965

1998

Original downtown portion of I-40 is completed and open to the public

ODOT chooses route and structure for new Crosstown Expressway

2002

2006

Mayor Mick Cornett introduced the ‘Core to Construction for the realignment of I-40 begins Shore’ plan, a document to guide planning and development of the area south of downtown and north of the Oklahoma River. The highway’s future is a major component.

2008

2012

2013

ODOT Director Gary Ridley announced no funds are available to tear down the existing Crosstown Expressway as originally planned.

New alignment opens to traffic. The city unanimously votes to not rebuild the old viaduct in its place.

Projected completion date for new Crosstown Expressway

OLD I-40 SEPARATING AND BLIGHTING LAND AROUND DOWNTOWN (FLICKR:NEUERSHAUSEN)

VISION OF THE CORE TO SHORE PLAN (OKC CITY) URBAN DESIGN STUDIO I URBN 6610 FALL 2012

University of Colorado Denver

I-405

ve Harbour Dri

portland, or HARBOR DRIVE

I-5

I-84 I-5

I-5

BEFORE Before Harbor Drive was built along the Willamette River, the city of Portland developed around heavy industrial riverfront activity. Harbor Drive freeway was approved and built in 1930.

HARBOR DRIVE SEPARATES PORTLAND’S DOWNTOWN FROM THE WATERFRONT

DURING In 1943, Harbor Drive was opened. It was a 3 mile long at grade highway that carried 25,000 vehicles per day. The highway became a barrier that separated downtown Portland from the Willamette River.

AFTER The highway was demolished in 1974 and Tom McCall Riverfront Park was built in its place. Surrounding downtown streets were made one way and signalized so that cars could travel through town without stopping.

STATUS: COMPLETE

MCCALL WATER FRONT PARK STRETCHES IN PLACE OF THE FORMER HARBOR DRIVE

SETTING

CONFIGURATION

RESULT

Mayor initiated a feasiblity study for removal; cooperation with citizen groups was key to project success.

STORY In pace with most U.S. cities, a number of additional freeways were planned for the Portland area in the 1950s.

Harbor Drive is the name of a street in Portland, Oregon, which was formerly a freeway that carried U.S. Route 99W along the western shore of the Willamette River in the downtown area. Harbor Drive was an at-grade, four-lane highway built in 1942. It was demolished in 1974, to make way for the Tom McCall Waterfront Park. In doing so, the city of Portland became the first major city in the United States to actually remove an existing freeway; the removal of Harbor Drive is widely considered a milestone in urban planning.

RECONNECT

9.6% fewer vehicle trips on nearby roads.

Crime declined by 65% in redevelopment area, while citywide crime declined by 16%

CELEBRATE

Conversion to one-way streets, accompanied by reduced speed limits ensured a safe pedestrian as well as

SAFETY 1942 Harbor Drive built

1974 Harbor Drive closed and removed

Property values tripled: outpaced city’s growth by 7%

a bike-compatible

1976-1988

1982

1991

2001

Portland Development Commission implemented the plan.

Portland Parks and Recreation updated plan to accommodate greater than anticipated demand.

Task Force created to study overuse.

Updated master plan to accommodate greater demand.

A NEW PUBLIC AMENITY CONNECTS THE DOWNTOWN TO THE RIVERFRONT

TOM MCCALL WATERFRONT PARK REPLACES THE FORMER HARBOR DRIVE URBAN DESIGN STUDIO I URBN 6610 FALL 2012

University of Colorado Denver

0 I-8

CENTRAL FREEWAY

SAN FRANCISCO BAY

I-280

HIGHWAY 101

HIGHWAY 1

san francisco, ca

AY 101 HIGHW

GATE GOLDEN BRIDGE

PACIFIC OCEAN

BEFORE The four lane, two-level elevated freeway opened in 1959. Central freeway is a 1.75 mile stretch of the stub end of highway 101, accommodating 100,000 vehicles per day and bisecting the Hayes Valley Neighborhood.

BEFORE (PRE 1989), LOOKING NORTHWEST ACROSS MARKET AVENUE

DURING The freeway suffered from earthquake damage in 1989, which was a catalyst in the plans to remove the segment. Local officials and citizens supported the removal idea, however the state dot was developing seismic retrofit solutions.

AFTER The Central Freeway was demolished in 2003 and replaced with a new, at grade boulevard.

The four new thru lanes and two local lanes opened in 2005, providing better connections and new parks and green spaces.

STATUS: COMPLETE

AFTER (2009), LOOKING NORTHWEST ACROSS MARKET AVENUE

SETTING

CONFIGURATION

RESULT

A revitalized coordor; the parcels that were freed up by freeway removal are being redevelopmed into restaurants, retail shops and nearly 1,000 new housing units.

STORY The replacement of the Central Freeway’s northern segment with a surface level boulevard has greatly enhanced the livability and public realm in the immediate area. In particular, the Hayes Valley neighborhood has seen significant revitalization now that the elevated freeway no longer bisects the community.

The Boulevard brought significant land use and urban design benefits to the adjacent area. The facility’s design relies upon the city’s grid system of streets to serve traffic flowing to and from the new facility.

GROWTH

A circulation study completed in June 2012 indicates that improvements in cirulation and traffic flow are still necessary and that any alternative to an elevated freeway will take time to work out the details.

About 3/4 of the vehicle traffic passes through, without origin or destination in the neighborhood

RECONNECT

Due to population and economic growth in the area, it is not possible to isolate the overall impact of the highway removal

The 1996 average condo value was $203,000 or 66% of City average; the 2006 average condo value was $760,000 or 91% of City average.

SAFE

Revenue from sale of freeway parcels built a 16,500 square foot neighborhood park 1959

1989

1996

Central Freeway opens

Central Freeway is damaged by Loma Prieta Earthquake

East bound upper deck is Both seismic retrofit demolished, the expected and removal appear on grid lock never materialises. ballot. Voters approve the removal.

1999

A lower-capacity facility has reduced total traffic volumes. environment.

2003

2005

The Hayes Valley segment north of Market Street is closed for good.

Octavia Boulevard is opened.

A REVITALIZED NEIGHBORHOOD, POST ELEVATED HIGHWAY

BEFORE AND AFTER, NOTICE THE RE-ESTABLISHED GRID NETWORK URBAN DESIGN STUDIO I URBN 6610 FALL 2012

University of Colorado Denver

ALASKAN WAY VIADUCT

I-90

Seattle Bridge

Alaskan Way Viaduct

seattle, wa

e Av iot Ell I-5

BEFORE The Alaskan Way Viaduct was a doubledecked, elevated section of State Route 99 in Seattle. The Viaduct ran along the Elliot Bay waterfront, with northbound traffic on its upper deck and southbound traffic on its lower deck. In 2001, the Nisqually earthquake damaged both the viaduct and the adjacent sea wall.

AN EARLY VIEW OF THE ALASKAN WAY’S EFFECT ON THE CITY CA. 1960 (VINTAGE SEATTLE)

DURING During the proposal process for removing the viaduct and the initial re-stabilizing period the city and state release an environmental impact statement, including five alternatives, each of which was rejected

by Seattle voters. In 2011, the final Environment Impact Study was approved and demolition of the viaduct began.

AFTER Seattle expects to begin tunnel boring in 2013. Following the opening of the new State Route 99 tunnel, the viaduct’s downtown waterfront section will be demolished. The end result will be a structurally sound tunnel that runs beneath downtown Seattle.

ARTIST RENDERING OF THE COMPLETED VIADUCT REPLACEMENT PROJECT (WSDOT)

STATUS: IN PROGRESS

SETTING

CONFIGURATION

RESULT

STORY The Alaskan Way Viaduct serves

WSDOT

INTERGOVERNMENTAL COOPERATION

as one of the primary north-south routes in Seattle. Following the Nisqually earthquake in 2001, the viaduct structure became unstable and remains susceptible to future earthquakes in the area.

The damage that resulted from the earthquake requires constant repairs to both the viaduct and the adjacent seawall. The Governor, King County Executive, Seattle Mayor and Port of Seattle CEO recommended replacing the viaduct with a bored tunnel beneath downtown in order to maintain capacity and free valuable waterfront land. The proposal was approved and Washington State DOT, the Federal Highway Administration, King County, and the City have partnered to remove the viaduct and construct the tunnel.

The Alaskan Way Viaduct project is projected to be completed in 2016.

Tunnel bored beneath downtown will provide a safe & seismically sound replacement for the viaduct.

WSDOT

The Alaskan Way Viaduct replacement project is an intergovernmental effort between the Washington State Department of Transportation, the Federal Highway

ECONOMIC

Replacement of the viaduct opens up more than 9 acres of waterfront for new development & tourism opportunities

MOBILITY

The total Alaskan Way Viaduct replacement project cost is estimated to be $3.1 billion

Replacing the viaduct with a tunnel ensures that roadway capacity is available as the Seattle area grows.

2001

2009

2011

2013

2014

2016

Nisqually earthquake damages Alaskan Way Viaduct. Viaduct replacement project begins.

Governor, County Executive, Seattle Mayor and Port of Seattle CEO recommend replacing the viaduct’s waterfront section with a tunnel beneath downtown, new surface street, transit investments, and city street and waterfront improvements.

The dismantling and removal of a portion of the viaduct begins .

Begin tunnel boring using WSDOT’s record-breaking directional boring machine

The boring for the tunnel will be completed and the tunnel will be open to traffic.

Complete demolition on the viaduct’s downtown waterfront section - removal of Alaskan Way Viaduct is complete.

REMOVAL OF THE VIADUCT BEGAN IN 2011 (WSDOT)

A RENDERING OF THE EVENTUAL WATERFRONT 2011 (WSDOT) URBAN DESIGN STUDIO I URBN 6610 FALL 2012

University of Colorado Denver

CHEYEONGGECHEON

Sejong-daero

seoul, s. korea

Jibong-ro

ero il-da Sam

Yulgok-ro

Cheongg

o

yecheon-r

BEFORE The Cheonggyecheon River restoration project was a product of a paradigm shift in urban development strategies in Seoul, South Korea. The city hoped to satisfy the following needs and issues through the project: 1. Deterioration of city environment; 2. Decline of regional economy; 3. Safety of the elevated expressway; 4.

Creation of environmentally friendly space; 5. Restore places of historical and cultural importance.

CHEONGGYECHEON EXPRESSWAY BEFORE THE RESTORATION PROJECT (PRE-2001)

DURING Under the leadership of Mayor Lee Mungbak, Seoul’s Cheonggyecheon elevated expressway was torn down and the Cheonggyecheon River buried beneath the expressway was brought back to the surface as a 5.84 km linear park.

AFTER The Cheonggyecheon River restoration project Seoul has resulted in a variety of beneficial outcomes, which include: revitalization of the city’s central business district, improved air and water quality along the river corridor, improved land values and high rates of satisfaction with public transit systems.

THE RESTORED CHEONGGYECHEON RIVER CORRIDOR (POST-2005)

STATUS: COMPLETE

SETTING

CONFIGURATION

RESULT

Mayor Lee Myungbak who played an instrumental role in the restoration project possible went on to become the president of South Korea

STORY Historically, urban development in Seoul had a primary focus of maximizing economic profit. he Cheonggyecheon expressway was viewed, initially, as an opportunity to bring prosperity to the city. However, this approach to urban development tended to ignore the amenities of city life, the quality of the urban environment and cultural diversity.

After many years of utilizing this approach to urban development the people of Seoul began to push for a strategy that had more of a focus on quality of life. Lee Mung-bak, the former CEO of Hyundai, understood the need and desire for a different approach to urban development and campaigned for the position of Seoul Mayor with the promise that he would revitalize the Cheonggyecheon River corridor, which had been ignored by the traditional development strategies. Lee Mung-bak was successful in his campaign and became mayor of Seoul in 2001.

Sticking to his campaign promise, Lee Mung-bak tasked the city with tearing down the Cheonggyecheon elevated expressway that ran through the center of the city and revealing the river that lay beneath it. In 2005 the restoration project was completed by the city.

30% average increase in land values for real estate in the downtown area

Vehicles traveling to downtown decreased by 9.1%

3.6°C cooler along the Cheonggyecheon river corridor than adjacent areas

HISTORY & CULTURE

90,000 daily visitors to the new 5.84 km park Improvements to Seoul’s bus system have increased rider satisfaction to 90%

QUALITY OF LIFE

Early 20th Century

1937-1971

2001

2003

2005

2008

Refugees from the Korean War built shanty houses along the Cheonggyecheon river and used the river for waste disposal.

1937-1961, the Cheonggyecheon River was covered to address flooding and sanitation issues.

1967-1976, an elevated expressway was built.

Lee Myung-bak was elected Mayor of Seoul. One of Lee Myung-bak’s key campaign promises was to remove the elevated expressway.

Deconstruction of the elevated expressway began.

At the end of Lee Myungbak’s four year term as mayor the Cheonggyecheon River restoration project was completed.

Following Lee Myungbak’s success in Seoul, he was elected President of South Korea.

THE CHEONGGYECHEON RIVER HAS BECOME THE MOST POPULAR TOURIST DESTINATION IN SEOUL

EXPRESSWAY SUPPORTS STAND AS A REMINDER OF WHAT USED TO BE URBAN DESIGN STUDIO I URBN 6610 FALL 2012

University of Colorado Denver

GARDINER EXPWY

toronto, ontario

407

401

427

403

iner

Gard

404

way

ress

Exp

Lake Ontario

BEFORE In 1947, the Planning Board proposed construction of a 4-lane “waterfront highway” at a cost of $6 million, but the plan was voted down by the City Council. Along with this and a shortage of steel, the plan was soon abandoned.

HISTORICAL DOWNTOWN INDUSTRIAL USAGE

DURING In 1953, The Metro. Exec.

Committee, chaired by Fred Gardiner, approved a new plan costing $110 m. paving over parkland, demolishing residences and a popular amusement park, and creating an elevated section to get through the downtown area.

AFTER Traffic accidents increased immediately after construction and residents began to discuss its removal. With public pressure and improved transit, the Toronto Waterfront Revitalization Corp. is exploring four options for the future of the Gardiner.

STATUS: PROPOSED

ELEVATED DOWNTOWN SECTION, 2008 (EN.WIKIPEDIA. ORG)

SETTING

CONFIGURATION

RESULT

?

Many Toronto residents view the Gardiner Expressway as an eyesore and a barrier between the city and the waterfront.

STORY Plans for the expressway, originally named the Lakeshore Expressway, were developed in the 1940s when Toronto was growing at a rate of 50,000 residents per year. This expressway was meant to support traffic from the growing western suburbs as well as serve the expanded port facilties at the St. Lawrence Seaway.

When the Gardiner was built, it passed through industrial lands, now mostly converted to residential lands. Extensive repairs became necessary in the early 1990s, and since then the Gardiner has been the subject of several proposals to demolish it or move it underground as part of downtown waterfront revitalization efforts.

Supports 200,000 cars per day 75% of Gardiner users live outside of Toronto

$1 billion GO Transit expansion completed in 2009, adding the equivalent of 10 lanes of traffic.

MAKING A BOLD MOVE FOR THE CITY’S FUTURE

Maintenance costs exceed $12 million per year The Gardiner is only a fractional transit option, accounting for 30% of commuter trips, and is not the solution to Toronto’s future.

1955

1966

1988

2001

2004

2008

Construction Begins on the Gardiner Expressway

Construction Completed, and traffic accidents increase dramatically along Jameson area

Unmaintained grassy hillside along Sunnyside area is cleaned up, 26 tons of garbage removed

Segment from Don Valley Pkwy to Leslie St. demolished

Analysis finds “Great Street” plan would generate $950 million in spending and create 8,100 jobs

Toronto City Council approves undertaking of environmental assessment to Eastern section of the Gardiner.

Waterfront Boulevard crossing at Sherbourne

PROPOSAL TO REPLACE WIITH ‘GREAT STREET’ (WATERFRONTORONTO.CA)

PERKINS + WILL GARDINER EXPWY. DESIGN STUDY (PERKINSWILL.COM) URBAN DESIGN STUDIO I URBN 6610 FALL 2012

University of Colorado Denver

THE BIG DIG

boston, ma

BEFORE In the 1950s Boston was slumping. Fewer buildings were being constructed and traffic congestion was rising.

Vibrant cultural hubs were well established in downtown Boston.

City planners begin adopting urban renewal practices.

CENTRAL ARTERY BEFORE THE ‘DIG’

DURING By the 1980s the Central Artery had the highest number of traffic accidents in the US. Average travel time through the city was at least twenty minutes. Congestion was caused by the addition of east west traffic on the north south corridor.

AFTER The trip through downtown now takes less than three minutes.

The Central Artery was moved underground, reducing east west travel and congestion. Rose Kennedy Greenway now provides public open space in place of a freeway overpass.

STATUS: COMPLETE

THE ROSE KENNEDY GREENWAY, ABOVE THE TUNNEL

SETTING

CONFIGURATION

RESULT

Total vehicle hours of travel on project highways has dropped 62 % between in 2003

Big Dig The Central Artery/Tunnel project (Big Dig) is one of the most complex, and certainly the most costly, public-infrastructure projects ever undertaken in the United States. The project was conceived to improve the traffic flow in downtown Boston and link several major roadways and transportation hubs. It was intended to replace a badly deteriorated and congested elevated roadway. The projects legacy has quickly become additional congestion on the north and south ends of the Central Artery as well as increased maintenance because of leaks. The open green space is highly underutilized. Many multi-modal transportation projects were cut-off because of the massive over spending on the big dig.

Increased private investment. 5.3 billion in five minute walk distance including 4200 housing units and 36000 new jobs.

$ 168 million annual savings in travel time and commuter costs

Improved the quality of life and reconnected neighborhoods severed by the old elevated highway

OPEN SPACE Commercial properties along the old Artery increased in value by 79% in 15 years, nearly double the citywide increase of 41%

PEOPLE

Conversion to one-way streets, accompanied by reduced speed limits ensured a safe pedestrian as well as

SAFE

a bike-compatible

1959

1972

1982

1991

2006

2007

Completed Central Artery cuts through china town and financial district

Big Dig conceived by the Boston Transportation Planning Review

Big Dig officially begins with an estimated cost of $2.8 billion and completion date of 1995

Construction begins

A woman is crushed to death by falling concrete in tunnel

Big Dig is completed costing 22 billion total (14.8 billion + $7 billion in interest)

URBAN DESIGN STUDIO I URBN 6610 FALL 2012

University of Colorado Denver