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Posts from the "Highway Removal" Category

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Bronx Beep Ruben Diaz Calls on State DOT to Transform Sheridan Expressway

The effort to transform the Sheridan Expressway got a boost this morning from Bronx Borough President Ruben Diaz Jr., who in his State of the Borough address called on the Cuomo administration to take action.

Bronx Borough President Ruben Diaz Jr. says the Cuomo administration has to stop dragging its feet and transform the Sheridan Expressway. Photo: rubendiazjr/Twitter

The 2013 proposal from the Department of City Planning would turn the little-used stub highway in the South Bronx into a boulevard, opening up land for mixed-use development and removing a barrier to the growing park network along the Bronx River.

A coalition of community groups fighting to remove the Sheridan has butted heads with the state DOT over the project for years. This morning, Sustainable South Bronx spotted this paragraph in Diaz’s prepared remarks [PDF]:

We must finally act on the redevelopment of the Sheridan Expressway. We have seen the success of converting highways into boulevards with pedestrian crossings, such as those found on the West Side of Manhattan. It will not only provide for new housing development opportunities, but will improve pedestrian safety and access to parkland along the Bronx River, without compromising access to the Hunts Point Market. The State can no longer drag its feet on the future of the Sheridan.

Back in 2011, Diaz told the Hunts Point Express that he opposed tearing down the Sheridan because he feared truck traffic would overwhelm local streets, but he came around and supported the city’s plan in 2013. His remarks today are a sign that the Sheridan project is still a priority for Bronx leaders.

“The language used by the Bronx borough president shows an urgency and really instructs the state to act to advance this project,” said Veronica Vanterpool, executive director of Tri-State Transportation Campaign. “There’s not been much movement since 2013 on this project, and a lot of elected officials have spoken up in support… It’s great for the Bronx BP to speak up for this project.”

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Dallas Advocates Launch a PAC to Tear Down a Highway

Tearing down I-345 would open up 240 acres of prime urban land for development. Image: A New Dallas

Tearing down I-345 would open up 240 acres of prime urban land for development. Image: A New Dallas

The movement for a more livable, less car-clogged Dallas has legs.

A group of reformers advocating for the teardown of Dallas’s Interstate 345 has set out to reshape the political landscape — and they’re off to a blazing start. The Dallas Morning News reported this week that the group, A New Dallas, has launched a political action committee to support City Council candidates who back their vision for removing the urban highway and opening up land for development. The PAC has quickly amassed an impressive $225,000.

The May City Council election is shaping up to be the key moment. Thanks to term limits, there are open seats in six of the city’s 14 districts. If highway teardown supporters can win four of those six spots, they will have the majority they need on City Council to move ahead with the demolition, opening up 240 acres of the center city to walkable urban development.

“We’ve built a real coalition that wants to see some different ways of thinking about the city,” said Patrick Kennedy, an urban planner and co-founder of the PAC who writes the Street Smart column at D Magazine (his pieces appear on Streetsblog Texas). “Our goal was $200,000 for the first year and we blew right through that the first week.”

The PAC’s leaders also include former state senator John Carona, church organizer George Battle III, and Wick Allison, co-founder of D Magazine. They have hired Matt Tranchin, who led Obama for America’s North Texas operation in 2008, to lead the PAC, Kennedy reports.

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Bronx Advocates Press State DOT to Take Action on Sheridan Plan

After years of wrangling, advocates, businesses, and elected officials have gotten behind a city plan to convert the Sheridan Expressway into a boulevard and take trucks off local streets by building direct ramps from the Bruckner Expressway to Hunts Point. Now it’s up to the state to turn the plan into reality, and the first step is funding an environmental impact statement for the new ramps. For help, Bronx advocates are looking to similar projects across the state.

New ramps from the Bruckner expressway (indicated by a blue circle) would take trucks bound for Hunts Point off local streets in the South Bronx, but it’s up to the state to take the next step. Image: DCP

Earlier this year, the State Senate included $3 million in its budget proposal for the study, but it did not survive budget negotiations. Advocates are hoping the ramp project will be included in state DOT’s next five-year capital plan, due to be released in October at the same time as the MTA’s own capital plan. Inclusion in DOT’s document would help line up funding for the environmental study.

If Bronx advocates are successful in securing funding for the EIS, it would build upon the city’s analysis last year, which estimated the cost of ramps connecting the Bruckner with Oak Point Avenue at $72 million. The city’s study included only two ramps, for traffic going to and from the east, but advocates want the state to study four ramps, for access to both eastbound and westbound Bruckner.

For that study to happen, advocates have to convince the Cuomo administration’s DOT of the importance of the Sheridan project. In 2010, DOT rejected a complete teardown of the Sheridan. The city’s own study last year came to a compromise position that advocates have embraced. To build support for the new vision and spur action from the state, Bronx-based advocates are turning to highway teardown efforts in New York’s other major cities to build a statewide coalition.

Last month in Albany, the Southern Bronx River Watershed Alliance and Assembly Member Marcos Crespo hosted a forum with invited speakers from Albany, Buffalo, New York City, Rochester, and Syracuse, where highway teardown projects are either being implemented or studied.

“It helps us elevate what’s going on in the Bronx,” said David Shuffler, executive director of SBRWA member Youth Ministries for Peace and Justice. “It’s not just one neighborhood.”

The coalition is now looking to engage with the state DOT to develop standards and a process for how highway removal could work across New York state. Veronica Vanterpool, executive director of SBRWA member Tri-State Transportation Campaign, said the groups are looking to host a larger forum this fall in Rochester. That city is represented by both the Senate and Assembly transportation committee chairs and has a federally-funded highway teardown in progress.

“One of the things we need to do is create the political will at the state to make action,” said Bronx Council Member Maria del Carmen Arroyo. “It’s important for us to… work with community advocates in other areas of the state that are facing similar challenges.”

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Moving Cars vs. Investing in Places — The Struggle for American Cities

milwaukee_I94

Wisconsin Governor Scott Walker wants to jam an even bigger version of I-94 through the Story Hill neighborhood in Milwaukee.

In Milwaukee, Wisconsin, Governor Scott Walker and Mayor Tom Barrett are brawling in the press over a proposed highway project — a fight that exemplifies the enormous rift in America about what transportation policy should accomplish.

Walker still thinks about transportation projects the same way the interstate planners of the 1950s thought about them. In his view, the economy depends on moving cars and trucks.

So naturally, Walker insists on plowing a $1.2 billion expansion of Interstate 94 through Milwaukee. Among the options on the table is a proposal to double-deck a portion of the highway through a densely populated neighborhood. According to Walker and the state DOT, spending a ton of money to stack highway lanes on top of highway lanes is a practical solution to aid the economy in this barely growing metro area.

“I think the last thing you want to do is have employers look to go bypass the city of Milwaukee when they’re talking about jobs and commerce here,” Walker told the Milwaukee Journal Sentinel. “So you’ve got to make sure there’s a good transportation system.”

One person who disagrees vehemently is Milwaukee Mayor Tom Barrett. In this case, Barrett represents a very different school of thought about transportation and planning — he thinks investing in places, not traffic movement, will make his city better off.

Barrett told the Journal Sentinel that he’s “mystified” by Walker’s refusal to pull the double-decker option off the table. He said he would do everything in his power to stop the additional highway deck, which would have a “negative impact on property values and disrupt the lives” of residents of the Story Hill neighborhood.

Admittedly, there’s more going on here than contentious views about transportation. Walker and Barrett are political rivals who’ve faced off twice for the governor’s chair. But in many ways they embody the broader debate about American transportation policy — the tug of war between the Eisenhower-era mentality of moving traffic at all costs, and the seemingly ascendant notion that public wellbeing depends on transportation decisions that make places healthy and economically strong.

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7 Photos Show How Detroit Hollowed Out During the Highway Age

While searching for images of highway interchanges in urban areas, I came across these historic aerial photos of Detroit on a message board, showing how the city fabric has slowly eroded. It’s a remarkable record of a process that has scarred many other American cities.

1949: Here’s what the east side of the city looked like right at the middle of the century, with Gratiot Avenue forming the diagonal. Detroit was a big, bustling city.

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1952: Just a few years later though, urban renewal and other city-clearing initiatives were already leaving their mark.

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1961: Almost a decade later, you can see a large space south of Gratiot had been cleared to make way for Lafayette Park, a neighborhood of high-rise residential towers.

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Battle Lines Drawn Over Syracuse Highway Teardown

Syracuse's I-81 is crumbling. Will the city rebuild it, or tear it down?Photo: Onondaga Citizens League

Syracuse’s I-81 is crumbling. Will it be rebuilt and continue to divide downtown Syracuse, or will it be torn down? Photo: Onondaga Citizens League

To keep the aging relic blighting downtown, or tear it down?

That’s the question looming over many American cities with Eisenhower-era highways these days. And nowhere is that question more immediate than in Syracuse.

Syracuse’s Interstate 81 is one of the best candidates for a highway teardown in the country. The aging elevated freeway is widely considered a blight on the city and is nearing the end of its useful life. The state of New York is considering a plan to tear it down and replace it with an at-grade boulevard.

If Syracuse tears down I-81 — and there are a lot of compelling reasons to do that — it could set an important precedent for other American cities, helping to make intentional highway removal more common.

The removal of I-81 enjoys a great deal of grassroots and political support, but nothing worthwhile ever happens without a fight, and a new group has emerged to oppose the teardown. They call themselves Save 81.

Among Save 81′s public list of members are a number of suburban politicians and business owners who believe the highway is vital to their interests.

The issue has been heating up since last year, when state officials narrowed down the options for I-81 to two: tear it down or rebuild it. In doing so, the state acknowledged that burying the roadway is not financially feasible.

A concept rendering for the boulevard that could replace I-81. Image: Onondaga Citizen League

A concept rendering for the boulevard that could replace I-81. Image: Onondaga Citizens League

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You Can Now Bring Street Transformations to Life With Google Street View

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If you ever want to show someone that it’s possible to change streets and cities for the better, Google Street View can now help you do it.

Google recently made it possible to view archived Street View images. This means it’s easier than ever to show what streets looked like before and after a redesign. (Thanks to the Institute for Quality Communities at the University of Oklahoma for bringing our attention to this new feature.)

We were able to animate a few street transformations from around the country with the new Street View feature. Above you can see the arrival of the Indianapolis Cultural Trail on North Street. People for Bikes called the project the second-best protected bike lane in the United States.

Allen Street on New York City’s Lower East Side features one of New York City’s most unique bikeways, which runs in the center of the street and is part of a boulevard-style median, complete with small plazas like this one in what used to be the middle of intersections:

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City Council Gets on Board With Overhauling the Sheridan. Will Cuomo?

A model from the Department of City Planning shows how the Sheridan Expressway could be transformed — but it all depends on Governor Cuomo. Click to enlarge. Photo: Stephen Miller

After nearly two decades of advocacy and planning to transform the Sheridan Expressway, South Bronx residents and businesses have a plan they agree on. The next step: Governor Cuomo’s State DOT must launch an environmental review to begin implementing the plan. The State Senate included $3 million for the review in its budget proposal [PDF]. With a unanimous 10-0 vote this afternoon, the City Council transportation committee urged the state to follow through and conduct the study. The full City Council is expected to endorse the request tomorrow.

“This vote is a historic moment for our campaign,” said Angela Tovar, director of policy and research at Sustainable South Bronx. “This plan is both mutually beneficial for businesses and for community residents.”

It’s been a long campaign to reach this point: Local residents, under the umbrella of the South Bronx River Watershed Alliance, fought back a state plan to expand the Sheridan in 1997. More recently, after the state — followed a couple of years later by the city — rejected complete removal of the expressway, advocates focused on what they could accomplish as the city continued to study other options to transform the highway.

The final product of the city’s multi-agency planning effort would provide residents with safer streets and improved access to the Bronx River, while creating better routes for the 15,000 daily truck trips to and from the Hunts Point wholesale food market.

“We have consensus with the business community, which has long been seen as adversarial to this change,” said Kellie Terry, executive director of THE POINT Community Development Corporation.

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Tear Down These 10 Freeways! (And Then Tear Down Some More)

New Orleans' Claiborne Expressway is ripe for demolition, says CNU. Image: CNU

New Orleans’ Claiborne Expressway is ripe for demolition. Photo: CNU

Freeway teardowns are no longer as rare as an earthquake during the World Series.

The Congress for the New Urbanism is back with its annual Freeways Without Futures list — the 10 highways most likely to be history in a few years. This year, the organization is also recognizing five other campaigns to watch, plus a handful of other projects in various stages of study and completion, in places like Akron, Buffalo, and Dallas.

Ranking at the top is New Orleans’ I-10/Claiborne Overpass. This elevated highway nearly destroyed the Treme neighborhood, one of the country’s first free black communities, when it was constructed in the 1960s. After the structure was damaged by Hurricane Katrina in 2005, planners started to reconsider its future, resulting in the first calls for a teardown. More recently, U.S. DOT awarded the city $2 million to study the road’s future, including the option of replacing the elevated structure with an at-grade boulevard.

Leaders at Syracuse University think I-81 is an impediment to the school's growth. Image: CNU

Leaders at Syracuse University think I-81 is an impediment to the school’s growth. Photo: CNU

CNU also singles out Syracuse’s I-81. The political momentum to remove this 1960s-era eyesore, especially a 1.4-mile section that extends into downtown, has been building for years. Syracuse Mayor Stephanie Minor supports it, and even New York State DOT Commissioner Joan McDonald has expressed her personal opinion that “it would be great for the community to bring it down,” CNU reports. A teardown is one of six options currently being formally considered by the state DOT.

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Dallas Official: Without a Highway Teardown, Park Gets “Free Shade”

Getting officials on board with a highway teardown in Dallas is no easy task. Just ask Patrick Kennedy, a Dallas planner who has led the charge to remove IH-345, an elevated stump of a highway near central Dallas.

A Dallas official described this setting as a good place for athletic courts. Photo: Dallas Morning News

Last week, the Texas Department of Transportation dismissed the teardown proposal out of hand, refusing to even consider it in the range of alternatives being discussed for the aging viaduct.

Local officials, meanwhile, seem to think that won’t be an entirely bad thing for the park they’re planning nearby. Assistant City Manager Jill Jordan recently told the Dallas Morning News that IH-345 might actually provide an amenity to park-goers.

“One nice thing about an elevated freeway is that it provides free shade, which is important, and you can do things like athletic courts that would be appropriate for underneath a freeway,” she said.

Kennedy and his supporters at A New Dallas have been arguing for years that tearing down the elevated highway stub is the best thing for the city. They argue that removing the highway would cost about as much as repairing it: around $100 million. But rather than saddling the city with an expensive maintenance liability, the teardown would open up enough space to support $4 billion worth of development, returning up to $100 million in property tax revenue annually to the city.

Despite the unfortunate comments by Jordan, a growing number of local leaders have been warming to the idea, Kennedy says. He’s not giving up just because TxDOT is being dismissive.

“This is just TxDOT issuing an administrative edict,” Kennedy said. “It doesn’t mean we should not call them out for abandoning any pretext of a public process.”

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