precedent case studies - highway removal

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BEFOREPart 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.

DURINGAn 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.

AFTERThe 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)

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

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SETTING CONFIGURATION RESULT

DEVELOPMENT

RECLAIM

19711958 1988 1999 2002 2006Second phase of freeway is completed and stubbed out for expansion

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

John Norquist becomesmayor of the city andbegins campaign totear down the Park East

Park East FreewayRemoval is approvedby the county by a 20-2 vote

Federal officials getaround last obstacle and demolition begins in June

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

STORYIn 1958, the plan was to encircle the downtown area with elevated free-ways with the capacity to carry large amounts of people and commerce in and out of the city. Milwaukee of-ficials 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 build-ing 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 opposi-tion of a few local businessmen, the Freeway Spur was finally demolished in.in 2002.

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

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

Demolishing the freeway instead of rebuilding saved the city between 25 to 55 million dollars

At-grade boulevard easily absorbed previous highway traffic.

Connectivity to downtown and surrounding neighborhoods improved

2004First redevelopment project in response to freeway removal

GOOGLE EARTH

ALOFT

MUSEUM OF THE CITY

A SURVIVOR THROUGH THE AQUISITION AND LAND CLEARING (FLICKR: COMPUJERAMEY)

University of ColoradoDenver

URBAN DESIGN STUDIO IURBN 6610FALL 2012

THE FREEWAY COMES DOWN (FLICKR: COMPUJERAMEY)

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BEFOREA 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.

DURINGAn 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.

AFTERUpon 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.

SETTING CONFIGURATION

STATUS:PROPOSED

FRONT STREET AND MARKET TODAY

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

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19371932 1945 1972 1979 2012Planning Commision proposes the route be elevated

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

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

STORYCompleted in 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.

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.

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

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

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

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

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

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

PHILADELPHIA SEAPORT MUSEUM

GEOLOCATION

DELAWARE RIVER WATERFRONT CORP

RECONNECT

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



PENN’S LANDING POTENTIAL (MASTER PLAN FOR THE CENTRAL DELAWARE)

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

DURINGThe 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.

FUTURERenewal proposals emphasize the reconnection to the downtown waterfront.


STATUS:PROPOSED

RAN WEBBER / MINDHAND DESIGN STUDIO PROPOSAL FOR BUFFALO SKYWAY

SKYWAY DRIVE SEPARATES BUFFALO DOWNTOWN FROM THE WATERFRONT

REVITALIZATION

SCALE

1955 Winter season 2004 2005-NOWBuffalo Skyway was built.

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.

STORYBuffalo 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 continuingcost 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.

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

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

There is NO pedestrian access between downtown and waterfront.

Estimated cost to demolish the Skyway is 100$ million.

At-grade bridgewith design changeswill enhance the area economically, socially and will growinvestments.

WINTER CLOSURE

BUFFALO SKYWAY FROM CURRENT WATERFRONT (Don Nieman)



A BOULAVARD PROPOSAL TO REVITALIZE BUFFALO’S WATERFRONT

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BEFOREBefore 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.

DURINGThe 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.

AFTERThe 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.


STATUS:COMPLETE

THE NEW BOULEVARD PROVIDES ADDITIONAL BICYCLE AND WALKWAY PATHS

WEST -SIDE HIGHWAY SEPARATES THE CITY FROM THE WATERFRONT

CONNECTIVITY

19651920 1973 1982 1991 2001The highway was widened from 6 to 10 lanes between the Lincoln Tunnel and West 59th street.

Construction for the first elevated highway began.

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.

STORYWest 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.

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

all supported project Westway.

There is now a 19 ft wide landscaped median, bicycle paths and a landscaped park along the river.

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

OPPOSSITION

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.

A citizen group led by Marcy Benstock, head of the Clean Air Campaign, opposed the Westway. They attended 700 public meetings to gather support.

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

BOARDWALK ALONG THE WEST-SIDE RIVERFRONT PARK



NEW PUBLIC AMENITY CONNECTS THE CITY TO THE RIVERFRONT

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BEFOREThe 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.

DURINGWhen I-10 was built along NorthClaiborne Avenue, quality oflife withing the historic Tremeneighborhood decreasedsignificantly. Recently, HurricaneKatrina sparked a discussionabout the aging infrastructure andrebuilding efforts.

AFTERThe 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.

SETTING CONFIGURATION

STATUS:PROPOSED

THE UNDERUTILIZED HIGHWAY TODAY STANDS ABANDONED AND IN DISREPAIR

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

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DESTROYED

1946 1962 1968 1970 – 2000 2005 2010Robert 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

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.

DISREPAIR

ABANDONED

STORYFifty 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.

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

500 homes were destroyed to build I-10

“Less than 20% of drivers use I-10 (CLAIBORNE) as a route between east and west. It is not fulfilling its original purpose.”

Businesses on Claiborne declined by 73.5% from 1960 to 2000

$ 50 Million required for Maintenence of Claiborne

ABANDONED

DISREPAIR

DIVIDED

PAINTED PILLARS REMIND US OF THE ONCE FLOURISHING TREME NEIGHBORHOOD



PROPOSED PLAN TO REMOVE CLAIBORNE AND RESTORE THE TREE LINED BLVD



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AFTERAs 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

Oklahoma River

New I-40

Future boulevard

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DURINGAs 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.

BEFOREThe 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.

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

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

STORYThough 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

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-lane Expressway does not represent 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.

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

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

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

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.

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

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

ODOT chooses route and structure for new Crosstown Express-way

Construction for the realignment of I-40 begins

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

Projected completion date for new Crosstown Expressway

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

Mayor Mick Cornett introduced the ‘Core to 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.

1965 1998 2002 2008 201320122006

VIBRANT

RECONNECT

GATEWAY VISION

OKLAHOMA CITY ROGERS MARVEL ARCHITECTS

OKLAHOMA CITY

OKLAHOMA CITY

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



VISION OF THE CORE TO SHORE PLAN (OKC CITY)

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BEFOREBefore 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.

DURINGIn 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.

AFTERThe 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.

Harbour Drive

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STATUS:COMPLETE

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

HARBOR DRIVE SEPARATES PORTLAND’S DOWNTOWN FROM THE WATERFRONT

RECONNECT

SAFETY

19741942 1976-1988 1982 1991 2001Harbor Drive closed and removed

Harbor Drive built

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.

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.

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

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

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

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

9.6% fewer vehicle trips on nearby roads.

CELEBRATE

A NEW PUBLIC AMENITY CONNECTS THE DOWNTOWN TO THE RIVERFRONT



TOM MCCALL WATERFRONT PARK REPLACES THE FORMER HARBOR DRIVE



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BEFOREThe 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.

DURINGThe 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.

AFTERThe 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

BEFORE (PRE 1989), LOOKING NORTHWEST ACROSS MARKET AVENUE

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19891959 1996 1999 2003 2005

STORYThe 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 par-ticular, the Hayes Valley neighbor-hood has seen significant revitaliza-tion 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.

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

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.

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.

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

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

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

Central Freeway opens Central Freeway is damaged by Loma Prieta Earthquake

East bound upper deck is demolished, the expected grid lock never materialises.

Both seismic retrofit and removal appear on ballot. Voters approve the removal.

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

Octavia Boulevard is opened.

GROWTH

A REVITALIZED NEIGHBORHOOD, POST ELEVATED HIGHWAY



BEFORE AND AFTER, NOTICE THE RE-ESTABLISHED GRID NETWORK

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BEFOREThe Alaskan Way Viaduct was a double-decked, 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.

DURINGDuring the proposal process for removing the viaduct and the initial re-stabilizing period the city and state release an envi-ronmental impact statement, including five alternatives, each of which was rejected by Seattle voters. In 2011, the final Envi-ronment Impact Study was approved and demolition of the viaduct began.

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


STATUS:IN PROGRESS

ARTIST RENDERING OF THE COMPLETED VIADUCT REPLACEMENT PROJECT (WSDOT)

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

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MOBILITY

ECONOMIC

20092001 2013 2014 2016Governor, 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.

Nisqually earthquake damages Alaskan Way Viaduct. Viaduct replacement project 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.

STORYThe Alaskan Way Viaduct serves 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.

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

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

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

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

INTERGOVERNMENTAL COOPERATION

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

2011The dismantling and removal of a portion of the viaduct begins .

WSDOT

WSDOT

REMOVAL OF THE VIADUCT BEGAN IN 2011 (WSDOT)



A RENDERING OF THE EVENTUAL WATERFRONT 2011 (WSDOT)

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BEFOREThe 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 environ-ment; 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.

DURINGUnder the leadership of Mayor Lee Mung-bak, 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.

AFTERThe 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.


STATUS:COMPLETE

THE RESTORED CHEONGGYECHEON RIVER CORRIDOR (POST-2005)

CHEONGGYECHEON EXPRESSWAY BEFORE THE RESTORATION PROJECT (PRE-2001)

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HISTORY & CULTURE

QUALITY OF LIFE

1937-1971 2001 2003 2005 20081937-1961, the Cheonggyecheon River was covered to address flooding and sanitation issues.1967-1976, an elevated express-way was built.

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

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 Myung-bak’s four year term as mayor the Cheonggye-cheon River restoration project was completed.

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

STORYHistorically, 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.

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

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

90,000 daily visitors to the new 5.84 km park

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

Improvements to Seoul’s bus system have increased rider satisfaction to 90%

Vehicles traveling to downtown decreased by 9.1%

Early 20th Century

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



EXPRESSWAY SUPPORTS STAND AS A REMINDER OF WHAT USED TO BE

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BEFOREIn 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.

DURINGIn 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.

AFTERTraffic 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)

HISTORICAL DOWNTOWN INDUSTRIAL USAGE

Gardiner Expressway

Lake Ontario

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MAKING A BOLD MOVE FOR THE CITY’S FUTURE

19661955 1988 2001 2004 2008Construction Completed, and traffic accidents increase dramatically along Jameson area

Construction Begins on the Gardiner Expressway

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.

STORYPlans 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.

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

75% of Gardiner users live outside of Toronto

Maintenance costs exceed $12 million per year

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

The Gardiner is only a fractional transit option, accounting for 30% of commuter trips, and is not the solution to Toronto’s future.

Supports 200,000 cars per day

Waterfront Boulevard crossing at Sherbourne

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



PERKINS + WILL GARDINER EXPWY. DESIGN STUDY (PERKINSWILL.COM)

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BEFOREIn 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.

AFTERThe 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.

DURINGBy 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.


STATUS:COMPLETE

THE ROSE KENNEDY GREENWAY, ABOVE THE TUNNEL

CENTRAL ARTERY BEFORE THE ‘DIG’

OPEN SPACE

SAFE

1959 1972 1982 1991 2006 2007Big Dig is completed costing 22 billion to-tal (14.8 billion + $7 billion in interest)

Completed Central Artery cuts through china town and financial district

Big Dig conceived by the Boston Transportation Plan-ning Review

Big Dig officially begins with an estimated cost of $2.8 billion and com-pletion date of 1995

Construction begins A woman is crushed to death by falling concrete in tunnel

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.

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

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

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

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

$ 168 million annual savings in travel time and commuter costs

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

PEOPLE

precedent case studies - highway removal

Documents

freeway development

freeway system

phase of freeway

freeway building

city gridstoryin

highway plans

dollarsatgrade boulevard

land acquisition