Healing Urban Wounds-Overcoming the Durham Freeway case study phase

ARC​ ​503​ ​/​ ​LAR​ ​500​ ​-​ ​Healing​ ​Urban​ ​Wounds A​ ​Collaborative​ ​Studio​ ​in​ ​the​ ​College​ ​of​ ​Design NC​ ​State​ ​College​ ​of​ ​Design​ ​–​ ​Fall​ ​term​ ​2017

Assignment:​ ​Design​ ​Research​ ​on​ ​Trends​ ​in​ ​Freeway​ ​Impacts DUE:​ ​ ​Design​ ​Review​ ​Wednesday​ ​August​ ​30,​ ​2017

Working​ ​in​ ​teams,​ ​compare​ ​the​ ​the​ ​impacts​ ​of​ ​freeway​ ​construction​ ​on​ ​affected​ ​communities​ ​in Durham,​ ​NC​ ​with​ ​one​ ​of​ ​the​ ​following​ ​examples​ ​on​ ​this​ ​list.​ ​For​ ​initial​ ​research,​ ​visit​ ​the​ ​website Freeways​ ​Without​ ​Futures​.

● Atlanta,​ ​GA​ ​I-75/I-85​ ​Connector​*​ ​(see​ ​the​ ​link​ ​for​ ​initial​ ​research) ● Detroit,​ ​MI​ ​I-375 ● Miami,​ ​FL​ ​I-395​ ​Overtown​ ​Expressway ● New​ ​Haven,​ ​CT​ ​Route​ ​34/Oak​ ​Street​ ​Connector ● New​ ​Orleans,​ ​LA​ ​I-10​ ​Claiborne​ ​Overpass ● Oakland,​ ​CA​ ​I-980 ● Rochester,​ ​NY​ ​I-490​ ​Inner​ ​Loop ● San​ ​Francisco,​ ​CA​ ​I-280 ● Syracuse,​ ​NY​ ​I-81

NOTE:​ ​You​ ​are​ ​welcome​ ​to​ ​seek​ ​additional​ ​study​ ​areas​ ​if​ ​they​ ​are​ ​comparable​ ​to​ ​the​ ​Durham study​ ​site​ ​in​ ​context​ ​and​ ​scale.

Requirements Project​ ​Title Project​ ​Location​ ​and​ ​Context Project​ ​Date Project​ ​Summary​ ​(250​ ​word​ ​narrative)​ ​that​ ​addresses: ● Why​ ​was​ ​the​ ​freeway​ ​proposed? ● Did​ ​the​ ​freeway​ ​result​ ​in​ ​displacement​ ​of​ ​local​ ​residents? ● How​ ​did​ ​the​ ​freeway​ ​location​ ​respond​ ​to​ ​demographic​ ​patterns​ ​(race,​ ​income,​ ​etc.)? ● Are​ ​there​ ​plans​ ​to​ ​transform​ ​the​ ​freeway​ ​and​ ​its​ ​context?

Images Aerial​ ​photographs​ ​or​ ​other​ ​equivalent​ ​diagrams​ ​(scale​ ​determined​ ​by​ ​research​ ​team) Pre-Freeway​ ​construction/Post-Freeway​ ​construction

Diagrams Urban​ ​Form ● Pre-Freeway​ ​construction/Post-Freeway​ ​construction ○ Street​ ​connectivity ○ Block​ ​sizes--as​ ​figure/ground ○ Roadway​ ​sections ○ Open​ ​space​ ​–​ ​quantitative​ ​and​ ​qualitative 1

ARC​ ​503​ ​/​ ​LAR​ ​500​ ​-​ ​Healing​ ​Urban​ ​Wounds A​ ​Collaborative​ ​Studio​ ​in​ ​the​ ​College​ ​of​ ​Design NC​ ​State​ ​College​ ​of​ ​Design​ ​–​ ​Fall​ ​term​ ​2017

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Street​ ​frontages​ ​and​ ​edges Topography​ ​–​ ​sites​ ​v.​ ​freeway Building​ ​form--as​ ​figure/ground Pedestrian​ ​infrastructure-sidewalks,​ ​pedestrian​ ​bridges,​ ​etc.

Cultural​ ​amenities--historic​ ​ ​districts​ ​and​ ​landmarks,​ ​etc.

Land​ ​Use​ ​and​ ​Demographics ● Pre-Freeway​ ​construction/Post-Freeway​ ​construction ○ US​ ​Census​ ​Tracts​ ​intersecting​ ​the​ ​freeway ○ Population​ ​characteristics ○ Race​ ​and​ ​Ethnicity ○ Household​ ​Income ○ Percent​ ​Employment ○ Household​ ​Access​ ​to​ ​an​ ​Automobile ○ Health​ ​Indicators​ ​as​ ​available

Sources City​ ​of​ ​Durham: Durham​ ​City/County​ ​Planning​ ​https://durhamnc.gov/338/City-County-Planning Durham​ ​City/County​ ​Transportation​ ​https://durhamnc.gov/1002/Transportation Downtown​ ​Durham​ ​Inc. https://www.dropbox.com/s/a9hzdv1y8a0glar/Downtown%20Durham%20Master%20plan%202017_01 _15.pdf?dl=0 Open​ ​Durham​ ​http://www.opendurham.org/ Open​ ​Data​ ​Durham​ ​https://opendurham.nc.gov/page/home/ City​ ​of​ ​Durham​ ​Open​ ​Data:​ ​https://durhamnc.gov/1455/Interactive-Maps

Freeway​ ​case​ ​studies: Freeways​ ​Without​ ​Futures https://www.cnu.org/our-projects/highways-boulevards/freeways-without-futures I-75/85​ ​Connector​ ​Vision http://www.atlantadowntown.com/initiatives/I-75_85_Connector_Vision

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I-395 Overtown Expressway, Miami, FL Alison Goyer & Yujie Cui ARC 503/LAR 500 Healing Urban Wounds

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Case Study

MIAMI I-395 Overtown Expressway Project title: Miami I-395 Overtown Freeway Project Location and Context: Overtown Miami Project Date: 1967-1971

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Case Study

Project Summary:

The Interstate 395 is a 1.3 miles section of Dolphin Expressway (State Road 836) of Miami, it was built in two phases between 1967 and 1971. Phase one included the portion between the Midtown Interchange (I-95) and Miami Avenue while phase two completed the connection to the MacArthur Causeway (Florida A1A). I-395:. The Dolphin Expressway from the Palmetto Expressway to I-95 opened in 1969, with the I-395 section opening in 1971, the extension to the HEFT opening in 1974 and a second western extension opening in 2007.

The freeway cuts through the historic Overtown. Settled in the 1890’s before Miami was even incorporated, Overtown, originally "Colortown", is the historic heart of the city’s black community. In the first half of the twentieth century, Overtown was a port of entry for black immigrants from Cuba, Barbados, Haiti, Trinidad & Tobago, and Jamaica. By the 1950's, the neighborhood's population peaked and was considered a cultural mecca.

By 1965, half of Overtown’s population had been displaced to make way for the construction of a major interchange between I-95, I-395, and State Highway 836. "Highway equals progress" was the thinking at the time the interchange was built, and many viewed the displacement of people and businesses as an "unfortunate but unavoidable" byproduct of this progress. Many of the residents were displaced to completely different cities such as Richmond Heights, Brownsville, Allapattah , Liberty City and parts of North Dade without compensation from Miami. The local residents were not allowed input on the matter of installing the interchange at the time due to segregation.

Source: https://www.interstate-guide.com/i-395_fl.html#history

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Overtown

Source: wrln.com

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Construction, 1967

“Unfortunate but unavoidable”

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Construction, 1967

“Unfortunate but unavoidable”

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Case Study

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Case Study

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Case Study

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Case Study

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Google Maps, February 2017

Overtown was once home to 300+ businesses, but today only about 40 remain.

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Current Conditions

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Goals for the future

Florida Department of Transportation announced a project to improve I-395. They set the goals as: ● ● ● ● ●

Increase capacity to prevent future traffic congestion Improve safety by alleviating existing operational and geometric deficiencies; eliminate left hand entrance/exit ramps Improve local access to and from I-395 Reduce evacuation time from Miami Beach Structures not designed to carry additional capacity

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Goals for the future

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Goals for the future

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Zone A

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Zone 1

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Zone 1

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Zone 2

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Zone 2

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Zone 3

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Goals for the future

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Goals for the future

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Goals for the future

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Proposed Master Plan

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Goals for the future

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Goals for the future

NC-147, Durham Alison Goyer & Yujie Cui ARC 503/LAR 500 Healing Urban Wounds

DURHAM NC-147 Project title: DURHAM FREEWAY (NC-147) Project Location and Context: South of Downtown Durham Project Date: 1970

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Case Study

Project Summary:

North Carolina Highway 147 (NC 147) is a North Carolina state highway. The section north of I-40 is known as the Durham Freeway. It serves as the primary artery through the Research Triangle Park and Downtown Durham.

The Freeway was completed in 1970 around downtown Durham, and later extended to south where it meets I-40. It passes several major landmarks including the Durham Bulls Athletic Park (visible to the north of the roadway), the Durham Performing Arts Center, and the American Tobacco Historic District. Past Downtown Durham, the freeway passes through Duke University, forming the boundary between East Campus and Central Campus.

The construction of the Durham Freeway (Highway 147) made driving to Raleigh easier, but it destroyed the historically African-American Hayti neighborhood. Many streets were eliminated for the highway.

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Before and after construction

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Durham Ghost Streets

Source: http://museumofdurhamhistory.org/beneathourfeet/map

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Demographics

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Demographics

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Demographics

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Demographics

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Street Connectivity 1940

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Street Connectivity 1940

4 direction Intersection 2-3 direction Intersection

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Street Connectivity 2016

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Street Connectivity

4 direction Intersection 2-3 direction Intersection

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Block Size 1940

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Block Size 2016

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Building Form 1940

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Building Form/Building Height

1-3 storeys 4-6 storeys More than 6 storeys

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Block Size 1940

Frontages and Edges

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Frontage/Edges

Frontages and Edges

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Sidewalk Infrastructure/Quality

Pleasant/safe Sidewalks With Infrastructure

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Topography

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Topography

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Topography

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Road Sections

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Road Sections

I-75/85 Connector, Atlanta, GA Corey Dodd | Seth Barnett ARC 503/LAR 500 Healing Urban Wounds

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1952

Before Vs. After I-75/I-85 Connector

2017

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Before Vs. After I-75/I-85 Connector

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SWA I-75/I-85 Connector Masterplan

Proposed

Current

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SWA I-75/I-85 Connector Masterplan

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SWA I-75/I-85 Connector Masterplan

Concepts

Greening

Art

Light

NC-147, Durham Corey Dodd | Seth Barnett ARC 503/LAR 500 Healing Urban Wounds

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Durham, NC - 1891

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Before Vs. After NC-147

2013

1940

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Durham, NC - 1940

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Durham, NC - 2016

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Durham, NC - 2017

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Block Size

Pre-Freeway Construction

Post-Freeway Construction

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Building Form

Pre-Freeway Construction

Post-Freeway Construction

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Topography - Sites vs. Freeway

Overpass Underpass

9

Two-Way Street

8

One-Way Street

7

6

5 4 3 2 1

1. Alston Avenue 2. Grant Street 3. Fayetteville Street 4. Roxboro Street 5. S Magnum Street 6. Blackwell Street 7. Duke Street 8. Vickers Street 9. Chapel Hill Street

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Roadway Sections

Alston Ave

Grant St

Fayetteville St

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Roadway Sections

Roxboro St

S Magnum St

Blackwell St

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Roadway Sections

Duke St

Vickers St

Chapel Hill St

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Cultural Amenities

Durham Armory

8 7 American Tobacco Lucky Strike

6

5 4

Durham Bulls Athletic Park

3

St. Josephs AME Church Hayti Heritage Center

KEY ¼ mile boundary

Right of way

Overpasses

Underpasses

Cultural Amenities

1

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Cultural Amenities American Tobacco 1874

St. Joseph's AME Church Hayti Heritage Center 1891/1975

Durham Armory 1910

Durham Bulls Athletic Park 1995

Located at Foster and Morgan Street the Armory is now used for community or private event rentals

City of Durham funded park to retain Bulls in Durham

9 8 7

6

5 3

1 Once the Lucky Strike cigarette factory and headquarters of American Tobacco Company -- largest historic preservation project in NC

Founded by missionary and former slave, Edian Markham -- the church received a $2 million dollar grant in 1996 to convert the sanctuary into a performance hall

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Cultural Amenities

8 7

6

5 4 3

1

1968 - Homes on the left removed by the city with funds dedicated to urban renewal.

Matthews St closed and became part of American Tobacco’s parking lot.

Source: http://www.opendurham.org/buildings/durham-bulls-athleticpark

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Street Connectivity (Pre-Freeway/Post-Freeway construction)

8 7

6

5 4 3

KEY Ghost streets

1

Zoom: Street Connectivity before and after construction of Freeway 147, American Tobacco and Durham Bulls Athletic Park

Source: http://www.opendurham.org/buildings/durham-bulls-athletic-park

NC-147, Durham LAND USE AND DEMOGRAPHICS

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US Census Tracts Intersecting the Freeway (Post-Freeway construction)

Freeway 147 Intersects the following tracts in order from northbound to southbound: 17.07 17.06 15.02 5 7 23 14 20.29 18.09 9801

Source: U.S. Department of Commerce Economics & Statistics Administration U.S. Census Bureau - 2010 Census Tract Reference Map: Durham County

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Race and Ethnicity (Post-Freeway construction) Between 2010 and 2016 the population of Durham county increased by 26, 838.

While those who identified as NonHispanic increased by .1% over the 6 year timespan those who identified as Hispanic decreased by .1%.

Source: Durham City/County Planning - https://durhamnc.gov/386/Demographics

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Race and Ethnicity (Post-Freeway construction) As an ethnic group, the majority of Hispanics in Durham county identified as having European racial origins (8.3%), followed by “some other race “(4.3%) and then Multi-Race (0.5%).

Among the racial categories that hispanics in Durham county least identified as include Black or African American (0.2%), Native American (0.1%), and Asian (0.0%).

Of the 86.6% of the Durham county population identified as Non-Hispanic 42.1% identified themselves as White (European origins), 37.2% Black or African American, 4.4% Asian, 2.3% Multi-Race, 0.3% Native American and 0.2% as some other race.

Source: Durham City/County Planning - https://durhamnc.gov/386/Demographics

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Race and Ethnicity (Post-Freeway construction) Numeric quantity of those identified within each racial group in relation to their percentage of the total population.

Source: Durham City/County Planning - https://durhamnc.gov/386/Demographics

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Household Income (Post-Freeway construction) Durham County 2010 - 2015: $47,401 - $53,495 Increase: $6,094

City of Durham 2010 - 2015: $45,525 - $52,106 Increase: $6,581

North Carolina 2010 - 2015: $43,326 - $47,830 Increase: $4,504

Source: Durham City/County Planning - https://durhamnc.gov/386/Demographics

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Percent Employment (Post-Freeway Construction) From 2001 to 2014 the total employment numbers for Durham county increased from 202,462 to 249,277 -- an increase of 46,765.

The average annual increase in employment totals was 3,340.

Source: Durham City/County Planning - https://durhamnc.gov/386/Demographics

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Percent Employment From 2002 to 2014 Durham county (local) consistently displayed higher levels of employment growth than Durham Chapel Hill MSA (regional) and North Carolina (state) with the exception of a few years.

In 2002 Durham county experienced its lowest level of employment growth at -1.12%.

In 2007 Durham county experienced its highest percentage of employment growth at 5.18% growth.

Source: Durham City/County Planning - https://durhamnc.gov/386/Demographics

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Percent Employment Between 2010 - 2016 Durham county’s unemployment rate decreased by 3.9%

Durham-Chapel Hill MSA’s unemployment rate decreased by 3.9% North Carolina’s unemployment rate decreased by 5.8% However, Durham county consistently displayed unemployment rates lower than those of the state level (North Carolina) and equal or lower than those of the regional level (Durham-Chapel Hill MSA).

Source: Durham City/County Planning - https://durhamnc.gov/386/Demographics

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Why is this important?

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Census tracts: identify areas that have suffered due to freeway construction. Serve as design focuses for the regeneration community.

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Ethnic/racial trends: will later guide design to ensure inclusivity of regional identity and cultural preferences.

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Income/Percent Employment: (+) signifies of consistent economic growth and increased standard of living.

NY I-490 InnerLoop, Rochester, NY Hossein Saedi - Thanh Nguyen ARC 503/LAR 500 Healing Urban Wounds

In the early 1950s, planners in Rochester, NY came up with the decision to solve the Rochester`s traffic issue, resulted from both city population and popularity of automobile, and save the business district from self-strangulation. To solve those issues, city of Rochester decided to construct a three mile ring of sunken highway surrounding the central business district. By that time, auto-centrism was a goal to achieve and not a mistake to correct and planners must have viewed Inner Loop as a step toward car-dependent cities.

The freeway resulted in displacement of the local residents both inside the loop and within the borders of the city. Rochester’s population declined almost 34% from 318,611 in 1960 (during the Inner Loop’s construction) to 210,401 in 2010 while the population of the surrounding county grew by nearly 27% during the same time period.

In contrast with the conventional way of locating a freeway, Inner loop location was not selected based on race, demographics, or the community median income. Conversely, aforementioned criteria responded to the loop`s location. Meaning, the inner loop was built to protect the central business; thus, it embraced and passed through all neighborhoods regardless of their characteristics. After it was being built, those criteria came into play to relocate people based on their income, race, access to work, and more.

Low traffic volume affirm the fact that the need for the loop is no longer salient. Thus, the City has begun filling in the least-traveled portion to create a more walkable, surface-level boulevard with three lanes, rather than 6 and 4, with wide sidewalks, bike lanes, and on-street parking. Web Cam

NC-147, Durham Hossein Saedi - Thanh Nguyen ARC 503/LAR 500 Healing Urban Wounds

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S Duke St W Chapel Hill St

Vickers Ave

S Mangum St Blackwell St

S Roxboro St Fayeyyeville Rd

Grant St

S Alston Ave

Fayeyyeville Rd Fayeyyeville Rd

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- Map

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Oak City Connector, New Haven, CT Kenneth Jackson and Sarah Dunsford ARC 503/LAR 500 Healing Urban Wounds

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Oak City Connector, New Haven, CT

Source: Wikipedia

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Oak City Connector, New Haven, CT

Source: Google Maps

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Oak City Connector, New Haven, CT

Sources: library.yale.edu

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Oak City Connector, New Haven, CT

Source: UCSC.edu

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Oak City Connector, New Haven, CT

Source: library.yale.edu

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Oak City Connector, New Haven, CT

Source: downtowncrossingnewhaven.com

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Oak City Connector, New Haven, CT

Source: downtowncrossingnewhaven.com

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Oak City Connector, New Haven, CT

Source: Yale Architecture

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Oak City Connector, New Haven, CT

Source: Yale Architecture

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Oak City Connector, New Haven, CT

Source: teamdtc.com

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Oak City Connector, New Haven, CT

Source: Google Earth

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Oak City Connector, New Haven, CT

Source: library.yale.edu

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Oak City Connector, New Haven, CT

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Oak City Connector, New Haven, CT

NC-147, Durham Kenneth Jackson and Sarah Dunsford ARC 503/LAR 500 Healing Urban Wounds

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Historic Durham

Source: Museum of Durham History

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Durham NC-147 Construction

Source: Duke Library Archives

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Bridging Durham

(bridge)

something that is intended to reconcile or form a connection between two things

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Durham Bridges

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Durham Topography

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Durham Slope

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Durham 1940

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Durham 2017

Source: Bing Maps

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Durham 1961

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Durham 1960’s Development Plan

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Durham NC-147 2017

Source: Wikipedia

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Durham 1961 Overlay

Source: Wikipedia

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Durham 1961 Overlay

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Durham Affected Blocks

Source: Wikipedia

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Durham Block Sizes

Source: Wikipedia

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Durham 147

Street Connectivity Red Orange Blue Green

Attraction City Engagement Neighborhood Business/Retail/Restaurant

Source: Wikipedia

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Durham 147

Street Frontages Red Orange Blue Green

Attraction City Engagement Neighborhood Business/Retail/Restaurant

Source: Wikipedia

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Durham 147

Building form

Source: Wikipedia

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Open Space and Trails

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Bikeability

Source: Strava

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Recreational Movement

Source: Strava

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Walkability

Source: Walkscore

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Transit in 1 Hour

Source: Walkscore

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Durham 147

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Population Density 2016 vs. 1960

Source: SocialExplorer

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Population Density White and African American 1960

Source: SocialExplorer

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Desegregation Laws

“There is a singular group in Durham where a black man may get up in the morning from a mattress made by black men, in a house which a black man built out of lumber which black men cut and planed; he may put on a suit which he bought at a colored haberdashery and socks knit at a colored mill; he may cook victuals from a colored grocery on a stove which black men fashioned; he may earn his living working for colored men, be sick in a colored hospital and buried from a colored church; and the Negro insurance society will pay his widow enough to keep his children in a colored school. This is surely progress.” - W.E.B DuBois “if blacks across the south would emulate blacks in Durham, they would be on their way to prosperity Source: Southern Spaces

and economic security.” - Booker T. Washington

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Population Density White and African American 2015

Source: SocialExplorer

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Household Income Over and Under 15k 1960

Source: SocialExplorer

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Household Income Over and Under 15k 2015

Source: SocialExplorer

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Employment 1960 vs. 2015

Source: SocialExplorer

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Access to Cars 1960 vs. 2015

Source: SocialExplorer

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Walking to work: 1960 vs. 2015

Source: SocialExplorer

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Takeaways

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The relationship of topography can play an integral role in how to (bridge) old landscapes and urban forms.

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The economic impacts of the highway were substantial. How do we recreate the prosperous areas of lucrative businesses with desegregation laws?

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What new ideas can we implement that contribute to the overall quality of life for East Durham/Hayti areas?

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How can open space and recreation play a large role in redevelopment?

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How will light rail affect the development of the future? If Durham was originally built around a railroad, could Light Rail be the answer of future development?

Case Study: Oakland, CA Anastasiia Leonova, Lindsey Naylor ARC 503/LAR 500: Healing Urban Wounds

Oakland, CA I-980

History and Narrative The history of I-980 is a history of the community of West Oakland, which suffered most from the two-mile freeway construction.

Before World War II, the neighborhood was home to a diverse blue-collar workflow of laborers. During the war, industrial expansion of the Bay Area and West Oakland attracted white and African-American workers from the Deep South. Because wartime housing was generally restricted to white workers, the new black families were concentrated in West Oakland.

Although over-crowded, West Oakland was a vibrant and active community with a noted music scene and a nexus of black-owned businesses on Seventh Street. before

After the war, a proposal to build a freeway through West Oakland was made. Following the trend all over the U.S., the new freeway would privilege the transportation needs of the suburbs above the quality of life of the predominantly African-American urban core.

I-980 was completed in 1985, and just four years later an earthquake caused a tragic collapse of Cypress Freeway. I-980 was used as a central freeway. After I-880 reopened, I-980 became underused. Today it is a physical divide between the two sides of West Oakland.

The current vision for I-980 is to make it a multi-way boulevard that economically, socially and physically revitalizes West Oakland.

after

I-980 Timeline

1960

Oakland

Durham

Existing Conditions OAKLAND land use

DURHAM community assets

zoning

public/ commercial

community assets

commercial

parking public buildings

community services

residential

sport facilities government churches community service grocery educational commercial

Existing Conditions OAKLAND green space

DURHAM parking lots

tree cover and parking lots

Oakland Vision

Oakland Vision

Transform an underutilized freeway into productive, livable infrastructure.

Reconnect West Oakland to Downtown by reestablishing 12 city streets.

Unlock approximately 17 net acres of new publicly owned land for future improvement.

Durham Street Connectivity / Block Sizes

1960

2017

Durham Pedestrian Infrastructure Chapel Hill St

Vickers Ave

S Duke St

S Alston Ave

1937 Durham Street Grid and Segregation

Impact of Urban Renewal

Topography

Topography

Topography

Character and Form Durham County Courthouse

St. Joseph’s AME Church

Panorama over Union Station, looking east, undated

NC Mutual Life (now Mechanics & Farmers Bank)

Panorama of Parrish Street, ca. 1926

Durham County Courthouse

Character and Form

St. Joseph’s AME Church

St. Joseph’s AME Aerial, 1940

St. Joseph’s AME Aerial, Google Earth 2017

Character and Form Mount Vernon Baptist Church Whitted School and Park Jones Hotel Berry Company Lincoln Hospital

Durham County Courthouse

Hayti Aerial, 1940

Hayti and Downtown Aerial, Google Earth 2017

Population Density

OAKLAND

DURHAM

Population by Race

OAKLAND

DURHAM

Housing by Owner vs. Renter

OAKLAND

DURHAM

Means of Transportation to Work

I-280, San Francisco Yarui Wang + Lillian Wu ARC 503/LAR 500 Healing Urban Wounds

I-280 History

I-280 History 1987: freeway construction underway

1938: industrial rail yards

2007: Mission Bay redevelopment underway

2017: Mission Bay redevelopment continues

I-280 Present Day

I-280 Future Plans

Source: SPUR

NC-147, Durham

Street Connectivity + Roadway Sections

Block Form

1955

2017

Buildings

1955

2017

Open Spaces

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The area shaded in yellow represents the Downtown Design District, which aims to focus on -○ ○ ○

Form of public vs. private realms instead of use and intensity Intense development Pedestrian activity

Street Frontages + Edges

Street Frontages + Edges

Land Use + Demographics: Population Characteristics

Race + Ethnicity

Household Income

Employment + Education

Automobile Access

I-375 Improvement, Detroit, MI Sarah Casaday and Kurtis Durrant ARC 5 0 3/ LAR 5 0 0 Healing Urban Wounds

A CHANGED COMMUNITY Then + Now

1949

2017

BLACK BOTTOM image credit: detroithistorical.org

The Black Bottom district was once a lively and vital part of Detroit. In the 1920’s it Paradise Valley, which was the business district of Black Bottom, was full of doctors, lawyers, barbers, shops, and entertainment.

As time went on however this district became a hollow shell of what it once was. Hit hard by the Great Depression many of the businesses closed down. As the auto industry moved its factories to the edges of town things continued to break apart. Block sizes increased as the automobile became a prevalent part of everyday life. In the mid 60’s, to more easily move the automobile from the downtown district, I-375 was constructed and finished the demolition of what was once a thriving part of the city.

image credit: Martha Thierry, DFP via freep.com

image credit: blavity.com

image credit: rockhall.com

image credit: youtube.com

image credit: en.wikipedia.com

image credit: songbook1.wordpress.com image credit: en.wikipedia.com

image credit: allmusic.com

A CHANGED COMMUNITY Then + Now

1949

1961

1981

1952

1967

1997 Image credits:usa.streetblog.org

image credit: detroit.curbed.com

image credit: thedetroiter.com

image credit: wikipedia.org

WHAT IS BLACK BOTTOM TODAY?

DEMOGRAPHICS Population Then + Now

1950

Total: 7202 White: 43% Black: 56% Other: 1%

2015

Total: 7867 White: 28% Black: 67% Other: 5%

DEMOGRAPHICS Income Then + Now

1950

2015

Average household income $36987

DEMOGRAPHICS Employment Then + Now

1950

37% civilian labor force employed

2015

45% civilian labor force employed

WHAT’S NEXT FOR I375?

NC-147, Durham Sarah Casaday and Kurtis Durrant ARC 5 0 3/ LAR 5 0 0 Healing Urban Wounds

SEVERED TIES Then + Now

1940

2017

HAYTI

Image credit:opendurham.org

HISTORY ●

The heart of Durham’s African American community during the first half of the 20th century

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Located south of downtown Durham

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Mixture of businesses and residential

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Called “The Black Capital of the South” and was home to “Black Wall Street” ○

Over 200 African American owned businesses called Durham home in the first half of the 20th century

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Durham freeway construction caused the relocation of many of Hayti’s residents and businesses

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Neighborhood declined after freeway construction severed its from downtown Durham

Image credit:opendurham.org

Image credit: learnnc.org

Durham: 1937

HAYTI THEN

Image credit:opendurham.org

Image credit:learnnc.org

HAYTI TODAY

Image credit:Google Earth

Hayti: 1959

Hayti: 2017

DURHAM FREEWAY Image credit:opendurham.org

Image credit:opendurham.org

Image credit:opendurham.org

Image credit:opendurham.org

BLOCK SIZES Then + Now

1961

2017

DENSITY Then + Now

1961

2017

OPEN SPACE + AMENITIES Now

Cultural amenities

parks / green space

schools / hospitals

STREET CONNECTIVITY Then + Now

1961

2017

STREET EDGES Now

office/industrial residential retail

PEDESTRIAN PARK ACCESS Based on ¼ mile radius

CCB Plaza

Durham Central Park

Durham Bulls Athletic Park

PEDESTRIAN PARK ACCESS Based on ¼ mile radius

Hillside park

Orchard park

Grant Park

PEDESTRIAN CULTURAL ACCESS Based on ¼ mile radius

Downtown Durham

Museum of Durham History

Hayti Heritage Center

PEDESTRIAN CULTURAL ACCESS Based on ¼ mile radius

Durham Performing Arts Center

Carolina Theater

American Tobacco Campus

DEMOGRAPHICS Population Then + Now

1950

Total: 21460 White: 54% Black: 46% Other: 0%

2015

Total: 18788 White: 34% Black: 54% Other: 12%

DEMOGRAPHICS Income Then + Now

1950

2015

Average Household Income $26139

DEMOGRAPHICS Employment Then + Now

1950

64% civilian labor force employed

2015

50% civilian labor force employed

WHAT’S NEXT FOR HAYTI AND THE FREEWAY? Image credit: Justin Cook

LA I-10 Claiborne Overpass New Orleans, Louisiana Tyler Kuss, Max Hodge ARC 503/LAR 500 Healing Urban Wounds

Image(s) Source: Louisiana Photograph Collection Louisiana Division New Orleans Public Library

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During the 1960s, many cities across the country were experiencing urban renewal development trends that included urban freeway construction in existing city infrastructure and neighborhoods.

New Orleans was one of these cities in which urban freeway construction took place. Specifically, the Claiborne Overpass was an elevated freeway part of the interstate highway system (I-10) that was built over a thriving commercial strip along Claiborne Avenue as well as other historic neighborhoods, including Tulane/Gravier, TremĂŠ, Lafitte, and the 7th Ward.

Prior to its construction, 90% of necessary funds for interstate projects such as this one were covered by the Federal Government in the 1950s. Before there were plans of an elevated freeway, the Claiborne Avenue corridor was at first known to be a boulevard, having a green strip in between the two streets containing rows of oak trees.

Caption for Photos/Charts (Roboto Bold 10pt)

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Officials and supporters of the construction of the freeway argued that the proposed elevated corridor would provide better, faster, and easier access to the city’s Central Business District (CBD) from the interstate highway system. The construction of the freeway, however, has negatively impacted not only the historic character of the neighborhoods, but the residents that lived there as opponents, residents, and preservationists have feared it would.

As a result of the development of the overpass, 500 homes in the area were destroyed leaving families and local residents displaced and numerous businesses closed in what was already a thriving neighborhood prior to construction. Like many urban freeway projects across the country during that time, the Claiborne Overpass was located to be developed in one of the oldest African-American neighborhoods in the country.

Caption for Photos/Charts (Roboto Bold 10pt)

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After Hurricane Katrina hit the city in 2005, there has been increasing efforts to rethink about the freeway and it’s removal. As part of the recovery and rebuilding efforts after Hurricane Katrina, a comprehensive plan, known as the Unified New Orleans Plan (UNOP), was developed. The plan called for 2 miles of the elevated I-10 corridor to be fully removed and reclaiming 35 to 40 city blocks, re-establishing neighborhood connectivity, livability, and vibrancy as well as many other positive impacts.

With the addition to matching funds initiated by the City of New Orleans and local non-profits in 2012, the U.S. Department of Housing & Urban Development (UHUD) and the U.S. Department of Transportation was awarded a $2 million grant to engage with local stakeholders to develop a study (known as the Livable Claiborne Communities Study) which examined 3-4 alternatives for the Claiborne corridor.

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NC-147 Durham Freeway Durham, North Carolina Tyler Kuss, Max Hodge ARC 503/LAR 500 Healing Urban Wounds

Durham Freeway

1960 (Pre-Construction)

Claiborne Overpass

Durham Freeway

2015 (Post-Construction)

Claiborne Overpass

Durham Freeway

1960 (Pre-Construction)

Claiborne Overpass

Durham Freeway

2015 (Post-Construction)

Claiborne Overpass

Durham Freeway

2015 (Post-Construction)

Claiborne Overpass

Durham Freeway

2015 (Post-Construction)

Claiborne Overpass

Slope Legend: Durham Freeway

0-2%

8-10%

20-25%

2-5% 2-5%

10-15% 10-15%

25-30%

5-8%

15-20%

30-40%

Claiborne Overpass

Slope Terrain

Terrain

Slope

Legend: Legend: Per sq. mile

2015 (Post-Construction)

1960 (Pre-Construction)

Durham Freeway

Claiborne Overpass

Legend: (Total %)

2015 (Post-Construction)

1960 (Pre-Construction)

Durham Freeway

Claiborne Overpass Claiborne Overpass

Legend: Legend: (Total %)

2015 (Post-Construction)

1960 (Pre-Construction)

Durham Freeway

Claiborne Overpass Claiborne Overpass

1950 Dollars 2015 Dollars

2015 (Post-Construction)

1950 (Pre-Construction)

Durham Freeway

Claiborne Overpass

Legend:

Private Car, Truck, or Van (% Workers 16 & over)

2015 (Post-Construction)

1960 (Pre-Construction)

Durham Freeway

Claiborne Overpass Claiborne Overpass

Walked (% Workers 16 & over)

2015 (Post-Construction)

1960 (Pre-Construction)

Durham Freeway

Claiborne Overpass