Oklahoma City swaps highway for park

Tear it down. Build a park.

The aging Crosstown Expressway — an elevated 4.5-mile stretch of Interstate 40 — will be demolished in 2012. An old-fashioned boulevard and a mile-long park will be constructed in its place.

Oklahoma City is doing what many cities dream about: saying goodbye to a highway.

More than a dozen cities have proposals to remove highways from downtowns. Cleveland wants to remove a freeway that blocks its waterfront. Syracuse, N.Y., wants to rid itself of an interstate that cuts the city in half.

Posted on Sun, Feb. 25, 2007

Spinning toll roads' asphalt into gold
Pennsylvania and New Jersey are considering leasing them to firms. The states could get billions. But at what cost?
By Paul Nussbaum
Inquirer Staff Writer

What is a turnpike worth?

The answer to that billion-dollar question is critical in Pennsylvania and New Jersey, where venerable state-owned toll roads now are being viewed less as ribbons of commerce than as streams of revenue.

Political leaders in both states are considering leasing the toll roads to private operators. What the states receive is clear: lots of cash. What they lose is the subject of intense debate.

Estimates of the roads' value vary wildly - from $2 billion to $30 billion for the Pennsylvania Turnpike and from $12 billion to $38 billion or more for the New Jersey Turnpike and the Garden State Parkway. Because there are few examples to look to for guidance, the two states are essentially guinea pigs in their own experiments.

"The Crosstown envisioned by the mayor's father, Richard J. Daley, would have run roughly parallel to Cicero Avenue on the city's western edge, providing an interstate truck route that bypassed downtown. It would have linked the Kennedy and Edens Expressways on the Northwest Side with the Stevenson, Midway Airport and the Ryan. But it died because thousands of homes and businesses would have been displaced in order to build it. That's still a problem."

 

San Francisco: Removal of the Embarcadero Freeway

In 1989, a 7.1 earthquake struck the Bay Area which severely damaged many of its elevated highway structures. The Embarcadero Freeway - an ugly, double-decked highway - was replaced with a grand boulevard which emphasizes access to the waterfront and provides people with transportation options like walking, mass transit, and bicycling instead of an emphasis personal vehicle use. In this 12 minute mini-doc, you'll see some of the dramatic changes and how all users benefit when planning takes a pedestrian and people-first attitude.

The Defeat of the Mt. Hood Freeway (Portland, Ore.)

In Oregon, a battle raged for nearly twenty years over the construction of a highway project known as the Mt. Hood Freeway. If approved, the Freeway would have removed more than 1% of all housing stock in Portland. In the mid 1970s, after the proposal's defeat, the city opted to build a mass transit infrastructure. The result is a more pedestrian-friendly and livable city.

TOPP videographer, Clarence Eckerson Jr., takes us to Portland to see the results and posits that his own neighborhood in Brooklyn might have benefited from similar forethought during the planning phase of the Robert Moses-designed Brooklyn-Queens Expressway.

GUEST QUARTER: ECONOMIC DEVELOPMENT

Benefiting from a Cover Up

Cities reap rewards for decking highways with parks

By PETER HARNIK and BEN WELLE

U.S. cities are increasingly putting freeway segments underground and covering them with parkland. Whether called a lid, deck, bridge or tunnel, there are already some 20 highway parks in the country, several under construction - most notably, the Rose Kennedy Greenway park atop Boston's Big Dig - and at least a dozen more in the planning pipeline. As urban auto impacts become less welcome, these decks have moved from the novel to the expected. Despite the sometimes considerable cost - as much as $500 per square foot - they are no longer classified as porkbarrel. They've been redefined as amenity investment with high economic payback.