Tfl Roads Review

Summary

Roads International Case Studies

September 2012

roads − international case studies 1

Introduction

Transport for London is currently undertaking a major strategic review of London’s road network which aims to identify long-term solutions to improve the capital’s roads and tackle some of London’s most congested junctions.

The purpose of this report is to gather examples of road strategy practice that can inform the development of London’s road strategy. The examples of road strategy practice have been chosen to illustrate how other cities have addressed challenges faced by London’s road network such as: congestion; conflict between users along links; conflicts between movement and place activities; and how they have made air quality, physical accessibility, noise and public realm improvements.

Transport for London’s review of London’s road network covers the entire Greater London area and is therefore considering a wide range of road issues in both inner London and the outer London town centres. One area of interest is where cities have been able to obtain more space – space for increased highway capacity or urban space that can be used for development, green places or alternative links for walking and cycling.

This report identifies a sample of 37 projects where cities have delivered projects with highway and urban realm benefits and sought to use innovation in their design and delivery. In the examples gathered we have provided a range of projects which exhibit some of the characteristics above, and where possible, quantified the benefits delivered. The examples are not intended to be representative of all possible options and more extensive reviews of international practice (including broader understanding of city/transport strategy context) could be undertaken if felt worthwhile. This report does not attempt to draw any conclusions from these examples in relation to London’s road network.

roads − international case studies 3

Summary

Summary of Projects

Cost (GBP Impact on 2011 road capacity Primary challenge Project Impacts/ No. Project & location Short description purchasing (+ = increase, addressed outcomes power 0 = neutral equivalent)* - = decrease)

a projects to primarily address “living issues” – i.e. improve environment/quality of life

New Planning Philosophy »» Environmentally Hammarby Sjöstad is a »» 52% of trips sustainable 160 hectare brownfield made by public new urban redevelopment with mixed transport and development on retail, residential and 27% by walking Hammersby brownfield site. business spaces located and cycling. Only Sjostad 3km to the south of the 21% are by car, Stockholm city centre of Stockholm. compared to 32% The development includes, for the whole of Population: amongst other sustainable Stockholm. 2,100,000 development features, A1 »» Around 70% of the £0.5 million Mode Share (2009): a transport network residential units 0 Walking: 23% characterised by car-sharing, have a car. Cycling: 11% bike-sharing, good public Public Transport: 24% transport access and high »» Some criticism Private motor vehicle: quality bicycle infrastructure. of the social 42% balance of the development and failure to address social segregation.

»» Environmentally Vauban is a suburb in the »» 75% of trips to Vauban sustainable south of the city of Freiburg, work by bicycle. Freiburg new urban and has been developed »» 70% of Vauban development. as a car-free, parking free, residents claim sustainable model district. not to own a car. Population: The neighbourhood consists 200,000 » Reduction in air A2 of 5,000 residents. It is » £430 million 0 Mode Share (2007): the world’s first housing pollutants and Walking: 23% development where all CO2 levels. Cycling: 27% Public Transport: 18% homes produce more energy Private motor vehicle: than they use. The Vauban 32% tram extension is being completed.

Primary challenge addressed

Reduce congestion

Improve quality of life

Improve safety/environment

Support development

* Local currencies were converted to GBP using Purchasing Power Parity (PPP) data from the OECD. These figures were then converted to 2011 prices using GDP deflators from the Office of National Statistics. roads − international case studies 5 Summary

a projects to primarily address “living issues” – i.e. improve environment/quality of life

Area development and enhancement »» Reduce noise The green canopy will cover »» The project levels from traffic. a 3.5km of the A7 Autobahn is under in three sections to the west construction. A7 autobahn »» Remove the of Hamburg. It will be 34 covering physical barriers »» Up to 2,000 new metre wide and planted with Hamburg between houses will be neighbourhoods. parks, trees and allotments. built alongside the The motorway is set below » Reduce air new canopies. » the level of surrounding £550-650 Population: pollution from A3 1,800,000 developments with the million HGV traffic. + Mode Share (2008): canopy filling the gap (estimated) Walking: 11% »» Facilitate between neighbourhoods on Cycling: 13% motorway either side. The canopy also Public Transport: 30% widening. allows the widening of the Private motor vehicle: road from six lanes to eight 46% lanes without a negative impact on surrounding neighbourhoods. »» Reduce noise for Paris’s Boulevard »» To date noise residents and Périphérique carries around levels reduced (by businesses in 250,000 vehicles per day. 5 dB(A) at Lilas). the immediate As part of a programme »» Creation of Périphérique vicinity. to undertake major 275,000 square covering »» Reduce air infrastructure projects in metres of public Paris pollution by Paris, three sections of the open space. limiting the Périphérique were identified amount of for ‘roofing’ with the areas Population: above the road landscaped A4 12,000,000 ‘exposed’ dual- £214 million carriageway. to provide green spaces and 0 Mode Share (2009): to reconnect the city with the Walking: 32% »» Contribute suburbs. Cycling: 2% to urban Public Transport: 21% regeneration Private motor vehicle: and unification 45% by landscaping newly created public spaces.

»» Facilitate future Prior to the completion of the »» 5 million journeys growth in Port Dublin Port Tunnel, access made through the trade through between Dublin Port and the Dublin Port Tunnel Dublin Port Tunnel additional national motorway network in 2011. Dublin, Ireland capacity. was via a series of city »» 88-96% reduction »» Removal of HGV centre roads within Dublin. in 5+ axle vehicles traffic from Dublin The Dublin Port Tunnel is a in Dublin city Population: city centre. twin bore tunnel of 4.5km centre (2009). A5 1,800,000 in length which is now part £650 million + Mode Share (2011): »» Release of road of the M50 motorway and Walking: 10% space to allow completes the northern part Cycling: 3% the introduction of the C-Ring around Dublin Public Transport: 9% of a range of city. Private motor vehicle: public transport 78% and amenity measures in the city centre.

6 roads − international case studies Summary

a projects to primarily address “living issues” – i.e. improve environment/quality of life

Area development and enhancement »» Facilitation of The Bjørvika tunnel is »» Surface traffic Bjørvika Tunnel new development the first immersed tunnel reduced by 70%. built in Norway. It links the Oslo, Norway »» Improved »» Project has permeability Festning tunnel in the west released through removal with the Ekeberg tunnel in approximately Population: of road ‘barrier’ to the east, redirecting the E18 one million m2 of A6 1,400,000 the city centre. motorway away from the Oslo development floor £486 million + waterfront and facilitating Mode Share: »» Reduced space. Walking/Cycling: 35% its redevelopment. The once Public Transport: 20% congestion. heavily industrial port is now Private motor vehicle: being developed into a public 45% space for living, working and recreation. »» Improved The Madrid Calle 30 upgrade »» Improved traffic permeability project was undertaken to flow in the city. through removal refurbish the motorway and » 26% reduction Calle M30 » of road ‘barrier’ in to reroute major sections of in Nitrogen Madrid, Spain the city centre. it through tunnels under the oxide emissions »» Reduced city. These works created between 2006 congestion – opportunities to reconnect and 2009. Population: the city with the Manzanares noise and air £3,369 A7 6,500,000 river, redevelop surface areas »» Creation of new pollution. million + Mode Share (2009): into green parks, footpaths, public spaces for Walking: 31% cycle paths and build new sport and leisure. Cycling: 0% affordable housing. »» Project has had Public Transport: 32% widely accepted Private motor vehicle: 37% positive outcomes but criticism remains about the cost.

roads − international case studies 7 Summary

a projects to primarily address “living issues” – i.e. improve environment/quality of life

Street re-design »» Reduce both The Paris urban street »» Between 2000 car use and air design project is a series and 2007, the pollution. of initiatives originating number of hourly »» Rearrange the from the regional transport vehicle kilometres public space plan for the city of Paris, (i.e. the average to favour more designed to encourage more total distance sustainable sustainable travel around the travelled by cars modes of city, and ultimately reduce in Paris in a given transport. motor vehicle traffic and air hour) fell by 22%, Urban street pollution. These initiatives an average of a design include development of a 3.5% decrease Paris new integrated bus network, each year. entitled Mobilien, and »» The amount of on- the concurrent creation of street parking in Population: widened, dedicated bus A8 12,000,000 Paris fell by 6.6% Unavailable lanes, changes to freight between 2003 and - Mode Share (2009): and delivery policies, and 2007. Walking: 32% removal of on-street parking, Cycling: 2% »» The number Public Transport: 21% in particular free on-street parking. of private cars Private motor vehicle: recorded in Paris 45% fell by nearly 15% in the same period. »» The number of bicycles has increased from 23,300 in 2002 to 57,800 in 2007,

»» Completion of Frankfurter Strasse is »» There is less a city bypass Hennef’s main retail street. traffic now driving in 1990 meant Before the project began, the through the that Franfurter road was a dual carriageway centre and on Strasse was no and part of the national road average the City longer needed as network. It was designed Council judge that a main general to serve traffic travelling traffic flow has traffic route. through the town, rather than improved. Frankfurter Strasse This project was to serve people living and »» However, it is redevelopment undertaken to shopping there. Following recognised that Hennef take advantage of the completion of the city traffic levels this opportunity bypass Frankfurter Strasse A9 on the centre £5.2 million to redefine was redefined to improve ring road has - Population: the street for the attractiveness of the increased. 50,000 residents and street for walking, cycling shoppers. and socialising. Public realm »» The street is now improvements were also a much busier used to manage volume and pedestrian speed of vehicle traffic. environment with more active building fronts, including cafes and seating areas.

8 roads − international case studies Summary

a projects to primarily address “living issues” – i.e. improve environment/quality of life

Street redesign »» Manage demand As a very dense island city »» ERP has achieved and reduce Singapore was the first city to target speeds of Orchard Road congestion. successfully adopt road user 45 to 65 km/h on electronic road charging. expressways and pricing (ERP) »» Reinvigorate this major shopping 20 to 30 km/h on and public realm Charges are highly demand street to improve arterials. improvements responsive, varying every its standing as »» Introduction of the half hour in peak times. The Singapore an international Orchard Road ERP system is fully automated. tourist cordon in 2005 A10 £40 million 0 Population: destination. In addition, in 2008 major reduced through 5,100,000 public realm improvements traffic on the Mode Share (2011): took place on Orchard Road, street by 20%. Walking: 22% in order to improve the »» No data available Cycling: 1% profile of the street as an on impacts of Public Transport: 44% Private motor vehicle: international shopping and the public realm 33% entertainment destination. improvements.

»» To address The Assen government »» Cycling mode growing vehicular began excluding car traffic share increased congestion and from a number of inner-city from 32% in 2005 Noordersingel, associated air streets in 1972 to create a to 41% in 2011. Nieuwehuizen and pollution in the pedestrian-only zone. More Groningerstraat city. recently, they redefined the Street redesign »» To create a entire city’s road network, A11 Assen more attractive creating a hierarchy of Unavailable - city centre and distributors, through-routes more enjoyable and local streets. The Population: majority of streets were 70,000 experience for pedestrians and designated as local streets, cyclists. and were redesigned to prioritise pedestrian and cycle movement.

Road space reduction »» Reduce car use For the last 11 years the »» Contribution to and encourage left bank of the Seine has a decrease in a modal shift, transformed into ‘Paris Plage’ private vehicle by improving for one month in the summer, traffic by 20% pedestrian and with approximately 4km of between 2001- Pompidou cyclist access to sandy ‘beach’ food stalls and 2006 in Paris. Expressway the river banks. deck chairs. »» Contributions closure Paris Plage = »» Make the banks to air pollution Paris In September 2012, a plan of the Seine in improvement £1.4million/ to permanently transform central Paris a in Paris. 6% of year both banks of the Seine was Population: hub of cultural, the overall 32% Permanent A12 approved, with a 2.5km car 12,000,000 leisure and reduction in Banks of the - free zone along the left bank sporting activity. nitrogen oxides Seine project Mode Share (2009): and a shared space on the Walking: 32% (NOx), as well = £34 million »» Raise the profile right bank with a narrower Cycling: 2% as all 9% of the of the river banks’ road for cars, and wider Public Transport: 21% reduction in world heritage routes for pedestrians and Private motor vehicle: carbon dioxide 45% status. cyclists. (CO2) emissions were attributed to a reduced number of cars and trucks in the city. roads − international case studies 9 Summary

a projects to primarily address “living issues” – i.e. improve environment/quality of life

Road space reduction »» Solve safety and Rapidly deteriorating »» Contributed to a structural issues infrastructure, high levels 15.1% increase in with existing of pollution and low bus patronage and motorway and property values in the areas 13.7% increase in infrastructure. surrounding the Cheonggye subway ridership Cheonggye »» Restore the Elevated Motorway prompted between 2003 and Expressway watercourse and the Government to remove 2008. removal habitat of the the motorway and open the »» Conflicting reports Seoul Cheonggyecheon original seasonal waterway about vehicle stream. that flows through Central journey time. Seoul and that had been A13 Population: »» Revitalise historic buried under the motorway. »» Reduced NO2 by £285 million - 23,500,000 downtown and New two lane one-way 35% and PM10 Mode Share (2006): further develop streets line either side of by 19% between Walking/Cycling: 13% the economy in the waterway park and an 2003 and 2006. Public Transport: 52% Central Seoul. »» Land values of Private motor vehicle: extensive BRT system and 35% and other bus improvements adjacent parcels were implemented to increased by an compensate for the reduction average of 30% in vehicle lanes. between 2003 and 2006.

»» Redevelop the The Embarcadero Freeway »» 100 acres of waterfront area of Redevelopment project land converted San Francisco. was undertaken following into new public »» Help reconnect the collapse of the spaces; improved the area to original freeway caused access to the city’s the rest of the by earthquake in 1989. ferry terminal downtown region. The previous elevated which was freeway was replaced with a renovated as a »» Removing the ground-level “boulevard” to mixed use facility double decker Embarcadero encourage redevelopment of of 65,000 sq.ft of freeway was Freeway the San Francisco waterfront marketplace and assessed to be redevelopment area. The new boulevard is a 175,000 sq.ft of less costly than six-lane general traffic road office space San Francisco repairing it. that runs along the waterfront »» Emergence along with the metro line F. of a new A14 Population: £49 million 7,600,000 neighbourhood, - Rincon Hill. Mode Share (2009): Walking: 11% »» Traffic reduced to Cycling: 3% 26,000 vehicles Public Transport: 34% per day (less Private motor vehicle: than half of the 52% 70,000 previously carried). Remaining traffic was displaced onto alternate routes to and from the Bay Bridge. »»

10 roads − international case studies Summary

b projects to primarily address “moving issues” – i.e. reduce congestion

Road space creation » Reduced The Sydney Harbour Tunnel, » All three tunnels Sydney Harbour » » congestion Cross City Tunnel and Lane carry between Tunnel, Cross City on the Sydney Cove Tunnel are all twin 170,000 and Tunnel & Lane Harbour Bridge. tube tunnels crossing either 178,000 vehicles Cove Tunnel Harbour = under Sydney Harbour or the daily. £492 million, Sydney, Australia »» Reduced congestion in city centre area providing »» Extra public Cross City = Sydney city connections to key areas of transport lanes £531 million, B1 Sydney and the motorway Population: centre through delivered on roads Lane Cove + 4,600,000 provision of by- network without the need where tunnels for travel through the city =£548 Mode Share (2010): pass routes. released road million Walking: 18% centre. An integral part of the capacity. Cycling: 2% three schemes was increased Public Transport: 11% public transport provision as Private motor vehicle: a result of released capacity 69% on existing roads. Paris A86 »» Reduced The A86 is a 10km motorway »» Around 20,000 Paris, France congestion and toll tunnel consisting of two vehicles using the improved traffic sections, and is the final link tunnel daily. Population: links between the of the A86 ring road around » Journey times 12,000,000 » suburbs of Paris. Greater Paris. It connects £1,862 B2 reduced by around Mode Share (2009): Rueil-Malmaison and Jouy- 80%. million + Walking: 32% en-Josas in the Hauts-de- Cycling: 2% Seine and Yvelines districts Public Transport: 21% Private motor vehicle: of Paris. 45% » Reduced The CLEM7 tunnel is a 4.8km » Around 32,000 Clem Jones Tunnel » » congestion on north-south tunnel that vehicles using the – M7 Motorway city centre roads, bypasses the city centre and tunnel daily. (CLEM7 Tunnel) particularly crosses under the Brisbane Brisbane, Australia »» Minimal change through the river. It is the city’s first toll to air quality and central business road with toll collection via noise pollution. district. electronic tags or automated B3 Population: »» Project has £1,415 million 3,000,000 vehicle number plate recogni- + tion. The tunnel is part of a received some Mode Share (2006): criticism over the Walking: 4% proposed new underground cost of tolls. Cycling: 1% motorway (M7) through Public Transport: 14% Brisbane which includes the Private motor vehicle: Airport Link tunnel opened in 81% July 2012. »» Reduced Two new toll bridge crossings »» Golden Ears Fraser River Toll congestion. of the Fraser River (Golden Bridge had 2.4 crossings »» Increased Ears Bridge and Port Mann million bridge Vancouver, Canada highway capacity Bridge) as well as public crossings over first for future growth. transport, walking and three months of cycling improvements. 2012. Golden Ears = Population: £461 million, 2,300,000 »» 20 to 30 minute journey time B4 Mode Share (2006): Port Mann = + Walking/Cycling: 8% reductions for £922 million Public Transport: 17% users. Private motor vehicle: »» The Port 74% Mann Bridge is still under construction.

roads − international case studies 11 Summary

b projects to primarily address “moving issues” – i.e. reduce congestion

Road space creation Free flow road user »» Increased The Costanera Norte is the »» Reduced charging highway capacity. first tolled urban highway in congestion in Santiago, Chile Santiago. The project consists central Santiago. of two main roads: East – »» Creation of over West Road running 35km 40 hectares across the city from east to B5 Population: of new public £811 million 7,000,000 west along the north shore spaces. + of the Mapocho River; and Mode Share (2006): Walking/Cycling: 4% Kennedy Road, an existing Public Transport: 54% 7.4km road . The tolling Private motor vehicle: system is fully automated. 42% Mexico Urban »» Reduce journey A series of toll roads »» Under Highways times. constructed as a second construction. Mexico City, Mexico »» Reduce emissions level above the alignment »» Anticipated large from road of existing highways. Some savings in travel vehicles. sections also provide new time. links away from the current B6 Population: £407 million »» Improve quality highway. + 21,200,000 of life. Mode Share (2002): Walking/Cycling: 16% Public Transport: 73% Private motor vehicle: 11% »» Increased The “Big Dig” project »» Travel times for highway capacity. consisted of replacement residents from the »» Improved of a six-lane elevated south and west of The Central Artery/ permeability highway with an 8 to 10-lane Boston reported Tunnel Project between the underground expressway to have decreased “The Big Dig” North End and directly underneath the by 42% to 74%. previous highway and Boston, USA Waterfront »» City-wide carbon neighbourhoods extending the I-90 (the monoxide levels £990 million Population: and Boston city Massachusetts Turnpike, have reduced by B7 7,600,000 centre. Boston Extension) through a 12%. - £1,627 + tunnel beneath South Boston million Mode Share (2009): and the Boston Harbour »» Project has Walking: 14% received much Cycling: 2% to Logan Airport. The area criticism over its Public Transport: 34% previously occupied by the Private motor vehicle: highway was redeveloped to cost overruns 50% provide local access and a and the length of series of linear parks. construction.

12 roads − international case studies Summary

b projects to primarily address “moving issues” – i.e. reduce congestion

Road space creation »» Congestion relief. The LBJ Express, I-635 in »» Under »» Safety. Dallas/Fort Worth was construction. designed to carry 180,000 LBJ/I-0365 »» Air quality. vehicles per day, currently managed lanes carries 270,000 vehicles and Dallas, USA forecast demand is estimated at 450,000 vehicles. The project will introduce Population: managed lanes - drivers will £2,170 B8 6,400,000 have the choice of paying million + Mode Share (2009): a toll to use the managed Walking: 2% lanes or travel for free on the Cycling: 0% general purpose lanes. Tolls Public Transport: 4% will be variable, based on a Private motor vehicle: number of factors including 94% the time of day, traffic volumes, vehicle type and vehicle occupancy.

Göta Tunnel »» Reduced The Göta tunnel is 1.6km long »» Around 65,000 congestion. and part of a new 3km road daily vehicles Gothenburg, link on Highway 45 under the using the tunnel. Sweden »» Improved permeability historic centre of Gothenburg. Population: – removal of B9 900,000 the barrier to £272 million + Mode Share (2004): development Walking: 12% particularly in Cycling: 14% the southbank Public Transport: 21% riverside area Private motor vehicle: of central 52% Gothenburg. »» An intersection The Hovenring is a circular »» The project has on the A2 cable-stayed bridge that car- only recently motorway ries pedestrians and cyclists opened so data needed changing above the road traffic at a regarding impacts Hovenring, in order to cope busy junction on the edge of is relatively suspended cycle with growing Eindhoven. The intersection limited. roundabout vehicular, cycle is strategically located in »» Usage is being Eindhoven and pedestrian between future high-graded monitored. traffic. residential areas, business ar- Population: eas and high tech campuses B10 300,000 »» Introduction £5.3 million + of segregated that make an important con- Mode Share (2004): design tribution to the development Walking: 3% of Brainport Eindhoven. Cycling: 24% requirement. Public Transport: 8% »» Opportunity to Private motor vehicle: create a new 65% city landmark, at a key entrance to the city of Eindhoven

roads − international case studies 13 Summary

b projects to primarily address “moving issues” – i.e. reduce congestion

Road space re-allocation »» Provision of The C99 Cycle Super Highway »» Aim to increase alternative is the first of 28 planned the number of option for routes for the Greater riders on the route C99 Cycle longer distance Copenhagen area and links by 15% and cycle Superhighway commuters. central Copenhagen with mode share to Copenhagen »» More co- the suburb of Albertslund. 50% by 2015. ordinated, high The project forms part of the »» Actual figures not Cykel Superstier project which B11 Population: quality cycle yet available. £1.2 million 1,900,000 route network. aims to create over 400km 0 of cycleways and implement Mode Share (2004): »» Congestion Walking/Cycling: 59% a range of infrastructure and pollution Public Transport: 13% improvements to increase Private motor vehicle: reduction. the modal share of cycling in 28% »» Improved health Copenhagen. and well-being.

»» To ease Carrera 7 is the route linking »» The corridor was congestion the downtown area to the found to improve travelling north of the city, which is travel times for Carrera 7 northbound where many of the wealthier people using reversible corridor along Carrera suburbs are located. both private and 7 during the public transport Bogota evening peak. The reversible corridor traveling out of along Carrera 7 was first the city towards Population: implemented in 1993, and the suburbs in the B12 10,100,000 allows all lanes of traffic on north. Unavailable 0 the road to flow out of the Mode Share: »» Travel times have city centre in the evening Walking: 28% increased for the Cycling: 5% peak. There were also minority travelling Public Transport: 44% diversions put in place for in the opposite Private motor vehicle: those travelling in the reverse direction. 23% direction to use alternative corridors.

»» Reduced city A network of LRT lines has »» Transformation of City centre centre congestion been constructed from the public realm in the pedestrianisation and improved air suburbs into and through city centre. and LRT system quality. Strasbourg city centre. The »» Significant Strasbourg, France »» Improved public LRT project was used as an increase in public transport use and opportunity to reprioritise the transport use. use of streets and recover reliability. »» Project widely B13 Population: public space through the Unavailable - 700,000 emphasis of pedestrian and acclaimed for improvements to Mode Share (2000): cycle access. Cars have been Walking: 28% removed completely from urban realm and Cycling: 7% many streets and restricted alternative modes. Public Transport: 15% on others with park-and- Private motor vehicle: ride sites provided on the 50% outskirts of the city.

14 roads − international case studies Summary

b projects to primarily address “moving issues” – i.e. reduce congestion

Road space re-allocation »» Reduce Strasbourg’s bicycle network »» In 2009 8% of city centre has been developed as part trips were by congestion. of a multi-modal plan for bike in the CUS »» Improve air changing car dependency in (Urban Community quality. central Strasbourg. Cycling Strasbourg) and Cycling network network improvements in- 14% within the »» Improve quality and hire scheme, clude expanding the network City of Strasbourg. of life. and provision of new cycle This is 2% higher Strasbourg stands at bus, tram and train than the rest of stations. France. Cycle hire Population: scheme costs B14 700,000 Strasbourg’s bicycle hire £1.2 million/ - scheme ‘Velhop’ enables Mode Share (2000): year Walking: 28% locals and visitors to rent Cycling: 7% bikes on a short or long term, Public Transport: 15% occasional or regular, basis. Private motor vehicle: 50% There is currently a total of 4,400 bikes available . The scheme has been in operation since September 2010.

»» Reduce car traffic The Mobilien project is a radi- »» Passenger and noise/air cal upgrade of the Parisian journeys on pollution. bus service into a Bus Rapid Mobilien services »» Provide a Transit (BRT) network. The was 178.8 million Mobilien Bus consistent Mobilien network consists in 2007, half of all Network service, seven of 150 bus routes (most of bus journeys. Paris days a week which already operate), and »» Significantly less from 6:30am 150 multimodal public trans- congestion for BRT to 0:30am, port hubs. The bus routes vehicles, while Population: are moved to dedicated bus B15 12,000,000 including public congestion for £561 million holidays. lanes to ensure faster, more private vehicles - Mode Share (2009): reliable journey times. The has increased. Walking: 32% »» Increase eventual aim is for the net- Cycling: 2% operating speeds Public Transport: 21% work to operate a number of on lines by at radial bus routes towards the Private motor vehicle: least 20%. 45% centre of Paris supported by circular routes in the suburbs maximising interchange with other forms of public transport.

roads − international case studies 15 Summary

b projects to primarily address “moving issues” – i.e. reduce congestion

Road space re-allocation »» Reduce Ciclovía and CicloRuta are »» Ciclovía attracts congestion. both policies aimed at more than 1 »» Promote promoting a cycling culture million people. Ciclovía & environmental in Bogotá. Ciclovía is a »» Bicycle use has Ciclorutas benefits and public recreation programme increased to 5% improve access whereby the city centre of trips in 2011 Bogotá street are closed to traffic on Ciclovía: across the city. (compared to 3% £0.3 million - Sundays and public holidays. in 2005). »» Promote cycling CicloRuta is the bicycle £1.3 million/ Population: as a means of »» Particulate B16 10,100,000 path network for the city of year - recreation, sports Bogotá. matter (PM10) CicloRuta: Mode Share: and transport. along a segment Walking: 28% £0.1 million Cycling: 5% »» Create of Bogotá’s Public Transport: 44% opportunities for Ciclovía19 PM10 Private motor vehicle: social interaction. was 13 times 23% higher on a regular week day than on a Sunday.

»» Reduce through Spui is one of several streets »» The innermost traffic in the city in the centre of The Hague area of the city centre while which has been made saw a reduction maintaining largely car-free. Buses and in NOx of 30% Traffic Circulation access. trams, which once occupied after the traffic Plan Spui Street »» Ameliorate air separate lanes, now share circulation was The Hague quality and noise the same space, leaving more introduced. pollution. space for pedestrians and »» However, there is café areas and speeds are Population: some controversy »» Transform the city restricted to 15km/hour. B17 1,000,000 in an area of high regarding the air £1 million - Mode Share(2004): outdoor quality. quality impact of Walking: 5% redirected traffic. Cycling:22% »» Encourage use of Public Transport: 30% public transport Private motor vehicle: and bicycles, 43% while maintaining economic activity.

»» Trial changes The MIRACLES project aimed »» Journey times to the delivery to improve the distribution reduced by MIRACLES, Multi- management of goods across the city between 12% and Use Lanes in parts of the in the face of continued 15%. city to reduce traffic growth. The project Barcelona »» Lower emissions the impact on consisted of: the introduction from fewer general traffic of variable, multi-use lanes Population: deliveries, congestion. allocated for different B18 5,000,000 reduced journey £1.4 million purposes depending on the - Mode Share (2009): times, less Walking: 44% time of day; roadside delivery circulation and Cycling: 1% management involving local less congestion. Public Transport: 20% delivery/logistic businesses; Private motor vehicle: and a web-based information 35% service providing locations and numbers of spaces available.

16 roads − international case studies Summary

b projects to primarily address “moving issues” – i.e. reduce congestion

Road Space demand management »» Reduce travel The HOV/bus system within »» In the morning times by reducing the N-VI highway stretches peak period the congestion, for just over 15km between HOV lanes carry increasing car Laz Rozas, a suburban more passengers occupancy rates, village, and a multimodal than other lanes N-VI HOV Lane and encouraging interchange in an urban on the N-VI. mode shift to district of Madrid. For most Madrid »» Mode shift to For the bus/ bus. of its length the system B19 bus has been HOV lane provides two concrete- - »» Reduce the significant up from £56.6 million Population: environmental separated high occupancy 17% of all journeys 6,500,000 impact of travel in vehicle lanes, which are in 1991 to 27% in Madrid. accessible to both buses and 2005. high-occupancy cars, and »» Improve public switch direction between transport. the morning and afternoon peaks. SpitsScoren, »» Reduced peak Encouraging drivers to avoid »» 800 daily car 'Profit from the hour traffic driving during the peak trips avoided Peak' travelling to period on the A15 motorway, on the A15 with Rotterdam, the Port of which runs through the daily peak time Netherlands Rotterdam. Port of Rotterdam, through traffic reduction of »» Reduced car financial incentives to between 5% and B20 Population: travel. individual car drivers. 7.5%. £8 million 1,300,000 0 »» Preparing »» On average 60% Mode Share (2004): motorists for of participants Walking: 5% the potential changed their Cycling: 14% travel behaviour. Public Transport: 25% introduction of Private motor vehicle: road pricing. 56% Road space re-allocation »» To reduce the Pico y Placa is a traffic »» 40% reduction in Pico y Placa number of cars congestion mitigation private vehicle use on the network to policy set up in 1998 to at peak times. Bogotá, Colombia free up space for help regulate traffic in the »» Possible public transport. city centre during rush hour contribution to periods. The system operates growth in number Population: by restricting vehicles with of registered B21 10,100,000 Unavailable certain licence plate numbers vehicles (in 2010, 0 Mode Share: from travelling on the most 190,000 vehicles Walking: 28% heavily congested streets at were registered, Cycling: 5% specific times. Public Transport: 44% compared to Private motor vehicle: 145,000 the 23% previous year.)

roads − international case studies 17 Summary

b projects to primarily address “moving issues” – i.e. reduce congestion

Road space re-allocation Incentivising »» Reduce commute The “INSTANT” project was »» Reduced bus travel off-peak - time. aimed at a specific out of journey times. 'INSTANT' »» Reduced town trip generator. The »» Reduced bus Bangalore, India peak time scheme gave credits to overcrowding. overcrowding. commuters moving their journey out of the peak period which gave them a B22 Population: £0.04 million 0 8,400,000 chance to win a monetary reward. Mode Share (2011): Walking: 26% Cycling: 7% Public Transport: 35% Private motor vehicle: 32% »» Reduce Go520 is a real time ride »» Over 1,100 Go520 real time congestion and sharing scheme where drivers participants (46% ride sharing CO2 emissions. and potential passengers of which are sign up and download an repeat users). Seattle »» Test the viability and feasibility app for their smartphone of real time . A system automatically matches people based on Population: ridesharing. B23 3,400,000 their location and time of £0.3 million 0 travel, which could vary from Mode Share (2009): Walking: 8% day-to-day. The pilot was Cycling: 3% originally timed to coincide Public Transport: 21% with the introduction of Private motor vehicle: tolling on the SR 520 state 68% highway although the tolling was slightly delayed.

18 roads − international case studies »» Calle M30, Madrid

Summary A

Projects to primarily address 'Living Issues'

new planning philosophy a1 Hammersby Sjostad, Stockholm a2 Vauban, Freiburg

area development & enhancement a3 A7 Covering, Hamburg a4 Perepherique Covering, Paris a5 Port Tunnel, Dublin a6 Bjorvika Tunnel, Oslo a7 Calle M30, Madrid

street re-design a8 Urban Street Design, Paris a9 Frankfurterstrasse, Hennef a10 Orchard Road, Singapore a11 Street Re-Design, Assen

road space reduction a12 Pompidou Expressway Closure, Paris a13 Cheonggye Expressway Removal, Seoul a14 Embarcadero Freeway Removal, San Francisco

roads − international case studies 19

Chapter A1 | Hammarby Sjöstad, Stockholm, Sweden, 1999-2018

Project: Hammarby Sjöstad Location: Stockholm, Sweden Year: 1999 – 2018 Cost: SEK 35 billion A1

Reasons for the project use of alternative energy sources, a revolutionary waste disposal The redevelopment of Hammarby system and a transport network Sjöstad has its roots in Stockholm’s characterised by car-sharing, bike- bid to host the 2004 Olympics sharing, good transit access and - the site was meant to be part high quality bicycle infrastructure. of an ecological Olympic Village. Hammarby Sjöstad is also When Stockholm did not win the recognised for having implemented bid, the plans were adapted and an integrated approach to district construction of the project began planning, incorporating sustainable in 1999, converting the site from resource use, ecological design an industrial area into a modern, and low-carbon transport. environmentally sustainable, mixed-use district with good public transport connections. Its aims were:

»» 50% lower emissions than the corresponding level for housing areas constructed since the early 1990s. »» 80% of residents’ and workers’ journeys to be made by public transport, bike or foot by 2010. »» At least 15% of households to have carsharing memberships by 2010. »» At least 5% of workplaces to have carsharing memberships by 2010.

Short project description Hammarby Sjöstad is a 160 hectare brownfield redevelopment with mixed retail, residential and business spaces located 3km to the south of the city centre of Stockholm. Its environmental features include low-emission building material, figure A1.0 map of hammarby sjöstad

roads − international case studies 21 Chapter A1 | Hammarby Sjöstad, Stockholm, Sweden, 1999-2018

city context The Project The district also has bus services Stockholm is the capital and the to central Stockholm and other The Hammarby Sjöstad district was largest city of Sweden. Located parts of the city and a free ferry on the country’s south-east coast, built on a former industrial and service connecting the northern and the city is home to just under 1 harbour brownfield site located southern part of the development. million people whilst the wider around the Hammarby Lake on metropolitan area accommodates The area has an extensive cycling the southern edge of Stockholm 2.1 million people. Stockholm and walking network and is part of was founded in early 1200, on a City. When the development is Stockholm’s bike share scheme. In strategic location between Sweden’s complete in 2018 it will contain largest lake and the Baltic Sea. It 2006 car share pool companies had 11,000 residential units and around has historically been an important 30 cars and 10% of the households trade port and industry town. 25,000 inhabitants. Hammarby were members, although since Sjöstad was designed to integrate Stockholm is one of the cleanest then the number of members has capitals in the world: in 2010 it was transport, amenities and public increased but the percentage has granted the European Green Capital spaces. Land use is split between reduced. The area has restricted Award by the EU Commission. The 56% residential, 19% public city has reduced carbon emissions parking with 0.45 garage spaces per green space and 25% other. by 25% per resident since 1990 and dwelling (to be rented separately) has established a target of reducing emissions from 4 tonnes of CO2 per The spine of the district is two and in additional 0.35 metered capita (2010) to 3 tonnes by 2015 37.5 metre wide boulevards and on-street parking per dwelling. (The average emission in Europe transit corridor, Lugnets Allé and is 8 tonnes per capita). Stockholm A network of parks, quays, plazas introduced congestion charging in Hammarby Allé, which connect and walkways runs through the 2007 after a successful test in 2006. key transport nodes and public area, providing space for outdoor focal points, and create a focus activities and connects the for activity and commerce. These development to the waterfront, transport policy context streets include a tram line, with nearby forest ”Nackareservatet” The integration of transportation car and cycle lanes on the outside, and other green spaces. As far as and land use planning was followed by parking spaces and possible, the natural landscape and recognised as a key component then pedestrian walkways. The of the project. Expansion of the vegetation has been preserved. district has been complemented existing tram line was extended by transport investments including as part of the development. increased bus service, cycle paths, pedestrian bridges, a ferry service, and an extension of the tram line. Development has been focused on a dense settlement structure, concentrated along main transit corridors. The local authority had leadership from development of the masterplan to construction, but involved multiple private companies in the process (41 developers and 29 architectural firms in total), splitting the area into 20 different detailed plans and 95 development sites. The City’s sustainability program, which includes targets for decontamination, provision of public transport, energy consumption, water conservation and recycling influenced the whole process.

figure A1.1 hammarby waterfront

22 roads − international case studies Chapter A1 | Hammarby Sjöstad, Stockholm, Sweden, 1999-2018

The ground floors in the buildings before along the two transit corridors have been designed as flexible spaces, suitable for commerce, leisure or community use. Businesses that have located to the neighbourhood include book and flower shops, cafés, restaurants and bars, a supermarket and an art gallery. The area has over 100 retail units and restaurants. Community provision in the area includes 12 pre-schools, three primary schools, two high schools, a chapel, a library, a cultural centre/theatre, an environmental centre, health care centres and several sports centres.

The residential districts adjacent to the main roads follow a grid structure figure a1.2 with a semi-open block form, which hammarby sjöstad prior to redevelopment allows for maximum light and views, as well as providing access to the courtyards. Most apartments have balconies, which overlook onto after the streets, waterfront walkways and open spaces. The architectural style is intentionally urban and follows standards for Stockholm's inner city in terms of street widths, block sizes and density, despite its suburban location. This traditional city structure has been combined with a modern style reflecting the waterside context and use of fully sustainable materials. Some of the buildings have green roofs.

Alternative energy sources like biogas and solar panels, as well as excess heat from nearby industry and waste burning (distance heating), figure A1.3 are used to provide heat and hammarby sjöstad today electricity. 50% of the electricity and heat used within the development comes from locally recycled organic and combustible waste.

roads − international case studies 23 Chapter A1 | Hammarby Sjöstad, Stockholm, Sweden, 1999-2018

The development also benefits Funding and implementation from a revolutionary waste disposal system, Envac, which uses large 1990 – Designs drafted for underground pneumatic tubes to redeveloping the site. distribute pre-sorted waste to a 1992 – Construction began centralised processing facility where on the northern shore. the waste is collected for correct – Majority of the disposal. Refuse is sorted/collected Post 2000 residential buildings constructed via separate ‘inlets’ located in (11,000 units) and connected courtyards, entrance halls or refuse to the Envac automated rooms within apartment blocks. waste collection system.

Wastewater and rainwater is 2012 – 8000 units to be completed. handled locally, with natural – Anticipated completion. filtration/sedimentation for less 2018 polluted water and purification The City of Stockholm joined forces for more polluted water (including with private companies to finance the rainwater from heavily trafficked district, with the latter contributing roads). Fertiliser and biogas is 85% of the cost of the housing produced from the wastewater. development. Some infrastructure, like the extension of the tram and the rerouting of the Southern Link ring road, was funded and built by national and local infrastructure authorities. By now the private sector has invested over 30 billion SEK.

The residents pay a monthly fee to the resident association, as well as fees to the local authority which pays for the maintenance of the area, waste collection, etc.

figure A1.3 envac inlets are colour coded to help residents identify which waste types should be deposited in them.

24 roads − international case studies Chapter A1 | Hammarby Sjöstad, Stockholm, Sweden, 1999-2018

Impacts of the project Road safety: Pedestrians have priority (as is normal in Sweden). Mode share: 52% of trips are made Segregated cycle paths, low car by public transport, of which 33% usage and speed restrictions are by tram, while 27% are made by reduce the risk of accidents. walking and cycling. Only 21% are made by car, compared to 32% for Crime/security: Streets are well lit the whole of Stockholm. For work and overlooked by shops, balconies trips the public transport share is and front doors onto the street. even higher, at 78% for Hammarby Sjöstad residents. Around 70% of Economic impact: The project is the residential units have a car. considered to be a success in terms of redevelopment of a brownfield Highway and Public Transport area, providing housing and business Journey times: 39% of residents opportunities, as well as having a live less than 5 km from their work limited impact on the environment. place and 82% less than 10 km There is no affordable housing away, giving an average commute provided as part of the project, time of 33 minutes. Tvärbanan but the area includes 46% rental light rail takes approximately 18 accommodation (a bit under the aim minutes to Stockholm centre. of 50%), as well as student housing, homes for elderly with 24 hour care Air quality and environment: and assisted residential care. Around Transport-related emissions are 5500 people work in the area. 50% lower in the development area than in comparable reference Physical accessibility: Due to its districts or the city as a whole. goal of becoming an exemplary The bypass road (Southern Link) district for the future, Hammarby has been lowered to minimise Sjöstad paid special attention to impact of noise and air pollution. satisfying the requirements of the Disability Policy Program (2004) 50% of the electricity and heat which had the aim of making used within the development Stockholm the most accessible comes from locally recycled city in the world by 2010. organic and combustible waste, with additional energy from solar Servicing access: The waste panels and solar collector. collection system is an innovative method and to date is working Public realm: Of the 160 hectare efficiently. This also saves emission development 19% is public green from waste collection vehicles space, this gives on average 15m2 which have to travel much shorter private garden per dwelling and distances. The development 25m2 public open space per dwelling. trialled a central delivery unit with subsequent internal delivery using environmentally friendly vehicles, but this was stopped after a couple of years.

roads − international case studies 25 Chapter A1 | Hammarby Sjöstad, Stockholm, Sweden, 1999-2018

Public acceptance/reaction The development has received several awards including awards for good landscape architecture.

Critics have highlighted the area’s high earning and homogenous residential group, and failure to address Stockholm's social segregation issues.

The local council runs a website where they try to encourage and support local residents to achieve the district's high environmental goals. The site is also used for to consult local residents on issues and investment priorities.

The local residents are active and have started a project to identify improvements they would like to see by 2020. These include extension of the metro, cleaner water in the lake, more recycling, electric cars, and a year round ski slope.

Some residents have complained of noise from the tram and the waste collection vehicles, as well as lack of privacy due to the use of large windows.

26 roads − international case studies Chapter A2 | Vauban, Freiburg, Germany

Project: Vauban Location: Freiburg, Germany Year: 1995-2008 Cost: €500 million A2

Reasons for the project Short project description The main objectives of the project Vauban is a suburb in the south of were to develop a housing the city of Freiburg, and has been district within the city of Freiburg developed as a car-free, parking- in collaboration with the city’s free, sustainable model district. inhabitants and to ensure that the The neighbourhood consists of social, cultural and economic needs 5,000 residents, together with of the community were integrated employment for 600 people. All into the development proposals in houses are built to a low energy an environmentally sustainable way. specification with solar collectors or photovoltaic cells on each roof. It is one of the world’s first housing development where all homes produce more energy than they use.

figure A2.0 map of vauban

roads − international case studies 27 Chapter A2 | Vauban, Freiburg, Germany

city context The Project These groups were a mixture of Freiburg is located close to the architects and potential residents The idea to create a new, eco-friendly border with France and Switzerland looking for self-build projects. in south-west Germany. The suburb of Freiburg was developed city has approximately 230,000 in the early 1990s. A former French All housing was required to meet residents (as of December 2011). army barracks site in the south of the low energy standards outlined by The city has developed a reputation city was bought by the city council, the city council. All new buildings as one of the greenest cities in the with the majority of land plots being world. The Mayor of the city, Dieter are built with at least 65 kWh per assigned to the Vauban project. Salomon, belongs to the Green square metre. The average energy Party, making Freiburg the largest A project group, consisting of the standard in Germany for newly city in Germany to have an elected local authority, city council, and the mayor from the party. As a result houses built between 1995 and local citizens association (Forum Freiburg has attracted a number 2000 is about 100 kWh per square Vauban) worked collaboratively of key industries, particularly metre, the standard of older houses solar industries and research, to develop the concepts and is about 200 kWh per square metre. as well as the German Federal masterplan for the new development Office for Radiation Protection (Bundesamt für Strahlenschutz). between 1995 and 1999. There is a combined heat and power plant burning wood chips and The original masterplan anticipated gas which provides electricity for a total of 2,000 new homes and around most of the district, and a apartments would be constructed sustainable urban drainage system between 1998 and 2006, equating that covers the whole of Vauban. to approximately 5,000 inhabitants Around 15% of housing in Vauban in the new neighbourhood. is designated as “passive housing”, using passive solar heating with The majority of individual plots heat exchangers. Many residential of land were sold to co-housing and commercial blocks have solar groups (Baugruppen) whose bids collectors or solar cells on their roofs. were assessed against criteria favouring families with children, older people and Freiburg residents.

figure A2.1 vauban neighbourhood

28 roads − international case studies Chapter A2 | Vauban, Freiburg, Germany

Vauban was designed to be a In addition to the construction transport policy context car-free, parking-free district. The of residential units, a small Freiburg's transport strategy road network is minimal, and all area of Vauban was designated focuses on five key areas: local streets are laid out either in for commercial use, consisting »» Further development of the a crescent shape or as cul-de-sacs almost entirely of small shops public transport network. »» Greater promotion of cycling. with many connecting pedestrian and local businesses, as well as »» Restraining traffic within the city. and cycle routes, thus creating two medium-sized supermarkets. »» Channelling of private vehicles. a continuity for journeys made There is a much larger commercial »» Improved management by sustainable modes that is not district adjacent to Vauban. of parking facilities. possible for cars. The district is The public transport network has served by Line 3 on the Freiburg tram Funding and implementation been gradually expanded and network, which connects Vauban to modernised over the past 40 The duration of the project was years. The current tram network Freiburg city centre, and the main approximately 13 years, from comprises four lines totalling 30 railway station. Services run up to the initial development of the km and is well connected to the every 7 minutes at peak times. proposals in 1995, following the 168 km of city bus routes as well as to the Deutsche Bahn rail stations land acquisition. The detailed The streets of Vauban are designated in the city. Approximately 70% of project planning took place the population live within 500m as “stellplatzfrei” – meaning that between 1997 and 1999, with the of a tram stop. The city council no parking is allowed, with only have also sought to keep fares first residential developments pick-up and deliveries permitted. as low as possible on the public completed in 2000. The project was transport network to encourage Vehicles are allowed to travel initially scheduled for completion in local residents to use the service. at walking pace on these roads 2006, but the final developments Currently monthly passes cost (approx. 3 mph). Residents are €47 and cover all public transport were completed in 2008. allowed to own cars, but there across the city, including rail. are only two car parks, located on The cost of purchasing the land in The city council have also developed the outskirts of the district, and over 400km of cycle paths, and 1992 was €20 million. Plots were approximately 9,000 cycle parking there is a one-off charge of 17,500 then sold off, predominantly to the spaces (including bike-and-ride Euros, plus monthly maintenance co-housing groups. Total investment facilities at rail stations) in the city. fees to use these car parks. in the district is estimated to be On most streets (with the exception approximately €500 million. of major streets) the speed limit is 30 kmh. On certain residential streets (such as many streets in Vauban) cars can travel no faster than walking speed, and children are allowed to play in the streets. Residents are able to apply directly to obtain this status for their street.

A large section of Freiburg city centre is a pedestrian-only zone, with no cars permitted. Multi-storey car parks are located only at the edge of residential districts and at key transport interchanges.

The use of car sharing and car clubs is also actively encouraged, with members offered free public transport annual passes, as well as discounted rail travel. figure A2.2 freiburg tramway line through the vauban neighbourhood

roads − international case studies 29 Chapter A2 | Vauban, Freiburg, Germany

Impacts of the project have developed strategies to reduce the expense of owning Mode share: Surveys carried out a car, either by registering the in 2000 found car ownership at car in a relative’s name, making 54% among residents, although agreements with residents living car use (16% of trips) was very on the outskirts of Vauban to use low. Another survey in 2003 found their parking spaces, or by parking that 57% of those living in Vauban on as yet undeveloped land. without cars had given them up on moving to the area. Both surveys Highway and Public Transport found cycling to be the predominant Journey times: Though the opening mode, in particular around 75% of the tram extension to Vauban has of trips to work were made by not dramatically improved public bicycle. Public transport use was transport journey times to city low in both instances, however both centre destinations (travel by bus surveys were carried out prior to from Vauban to the main railway the Vauban Line 3 tram extension station takes approximately 19 being completed and it is likely that minutes, compared to 17 minutes some of the cycling and private car by tram), a number of locations, mode shares have been reduced particularly to the north and east of in favour of using the tram. the city, are now much more easily accessible. Service frequency has Currently 70% of Vauban residents also improved (with services running claim not to own a car. However, up to every 7 minutes at peak times). a number of Vauban residents

figure A2.3 vauban residential street

30 roads − international case studies Chapter A2 | Vauban, Freiburg, Germany

Air quality: The Öko-Institut Public acceptance/reaction (Institute for Applied Ecology) The majority of residents in Vauban undertook an examination of the fully support the idea of a traffic-free ecological impacts of the Vauban neighbourhood, but have issues with project. It concluded the following: the implementation of the scheme. 87% said that they were attracted »» Energy savings per year: 28 GJ. to Vauban because of the idea, but »» Reduction of CO2-equivalents 39% expressed disapproval about per year: 2100 tonnes. how it is run. Some of the highlighted »» Reduction of sulphur- issues included the relative lack of dioxide (SO2-) equivalents enforcement of parking regulation, per year: 4 tonnes. residents who claim not to own »» Saving of mineral resources a car, but in fact do, and issues per year: 1600 tonnes. around the lack of visitor parking.

Road safety: Although vehicle The scheme, together with a similar speeds are significantly reduced one in the suburb of Riesenfeld in the district, enforcement of in the city, was reviewed by The speed limits is minimal and there Guardian newspaper in 2008. It is some evidence that speed noted that many residents living in limits are sometimes ignored. other areas of the city view residents living in these areas negatively, seeing the area as whole to be somewhat militant in its attitude. There is also criticism from residents of these neighbourhoods that they have not done enough for group ownership and particularly social housing. The Guardian article also criticised the level of social control in Vauban, and the lack of diversity among its residents.

roads − international case studies 31

Chapter A3 | A7 Autobahn Green Roof Canopy, Hamburg, Germany

Project: A7 Autobahn Green Roof Canopy Location: Hamburg, Germany Year: 2012-2024* Cost: €600-700 million (estimated) A3

Reasons for the project The main objectives for the A7 Autobahn project are to:

»» Reduce noise levels from traffic on the motorway. »» Remove the physical barriers between neighbourhoods adjacent to the motorway. »» Reduce air pollution from heavy goods traffic. »» Meet legal requirements to enable the motorway to be widened.

Short project description The A7 Autobahn green canopy will involve covering a total of 3.5km of the motorway in three sections in the Schnelsen, Stellingen and Bahrenfeld districts to the west of Hamburg. The green canopy will be 34 m wide and planted with parks, trees and space for allotments. The motorway is set below the level of surrounding developments, and the canopy will therefore ‘fill in’ the gap between neighborhoods on either side. The canopy allows the federal government to widen the road without having a negative impact on surrounding figure A3.0 a7 motorway map with neigbourhoods. The widening will be canopy sections in blue from from six lanes to eight lanes.

* section one to be completed in 2016, section two in 2020 and section three in 2024. roads − international case studies 33 Chapter A3 | A7 Autobahn Green Roof Canopy, Hamburg, Germany

city context The Project The motorway is highly congested The city of Hamburg is located in and traffic is projected to increase. As The A7 autobahn is a significant northern Germany, and has a total a result the government has agreed of 1.8 million inhabitants, making national motorway running the to widen the A7 autobahn from six to it the country’s second largest length of Germany, providing eight lanes. The widening has only city, after Berlin. The location of a major trading route with its the city, on the banks of the River been deemed to be acceptable on the European neighbours and the port Elbe, makes it one of Europe’s basis that the canopy will minimise most important port and maritime of Hamburg. To the west of Hamburg its impact on local residents and will cities. It is also a major media and city centre, the A7 autobahn runs industrial centre, and is a vital in fact dramatically improve quality of adjacent through the Hamburg transport hub for northern Germany, life in the area. The proposed “green as well as a key tourist destination. neighbourhoods of Schnelsen, canopy” will cover the motorway in Stellingen and Bahrenfeld. The A7 In 2011, Hamburg was the winner the three neighbourhoods Schnelsen, of the second European Green autobahn is situated below the Stellingen and Bahrenfeld. Capital award, which is an accolade level of the surrounding streets and given out by the European Union is crossed by road bridges. Since recognising cities in Europe with the best environmental record. being built 40 years ago, the A7 has One of the key areas that the caused significant issues for these award is based on is the provision neighbourhoods including noise of new green areas within the and air pollution and severance city – the A7 canopy was the major project cited by Hamburg as of the local communities. an example of the development of these new green areas.

transport policy context The A7 autobahn is the longest national motorway in Europe, and runs the entire length of the country from north to south, providing an important trade route between Germany to Scandinavia, Austria and Southern Europe. As such, traffic, particularly on the stretch that travels through Hamburg, suffers from significant congestion and pollution problems. An estimated 150,000 vehicles use the road each day in the Hamburg area. Traffic forecasts for the A7 anticipate that this number will increase to around 165,000 by 2025.

In order to ease current and future congestion, the road will be widened figure A3.1 to eight lanes (four lanes in each green canopy open space direction). German law requires provision of sufficient measures to address additional noise pollution for motorway expansion in the middle of residential areas. Traditional approaches to reduce noise pollution (specialised road surfaces, noise barriers, etc..) would not reduce traffic noise to the required level specified by law, hence the more radical plan of a canopy.

34 roads − international case studies Chapter A3 | A7 Autobahn Green Roof Canopy, Hamburg, Germany

The canopy will be 34 metres wide, Funding and implementation two to three metres deep, and will Construction of the project began in be approximately 3.5 kilometres in 2012. The first section of the canopy is length. Once complete it will be at the due to be completed in 2016, with the same level as the surrounding streets. remaining two sections completed The canopy will be completed in three by 2020 and 2024 respectively. sections. The Stellingen section will be completed first and will include The total cost of the project is 893 metres of wooded parkland and estimated to be between €600 garden plots for local residents. The and €700 million. The majority of second section to be completed these costs is expected to be met will be the 400 metre section in by the federal government, with Schnelsen which will have a tree-lined approximately €150 to €170 million promenade to offset the noise caused recovered by selling city-owned land by the six lanes of traffic underneath. adjacent to the A7 autobahn that is The final section in Bahrenfeld will be currently being used by gardeners the longest (approx. two kilometres) to private housing developers. and will include the construction of Gardeners will be provided with 1,700 new residential apartments. alternative plots on the canopy. Each section is estimated to take around four years to complete.

figure A3.2 autobahn below the canopy

roads − international case studies 35 Chapter A3 | A7 Autobahn Green Roof Canopy, Hamburg, Germany

after Impacts of the project Public acceptance/reaction As the project has only just started General concerns of the public the forecast impacts are: are the likely implications of the construction on traffic congestion, Air quality: In addition to the general particularly due to the length improvement in air quality resulting of the construction period. from the construction of the canopy, the city of Hamburg and federal . government are currently working on a pilot project that aims to reduce levels of nitrous oxide emissions. A titanium dioxide solution is to be added to the road surfacing material and is expected to help reduce the nitrous oxide concentration in the air.

figure A3.3 Public realm: Up to 2,000 new artist's impression of the completed project houses (of which 1,700 will be built in Bahrenfeld) will be built alongside the new canopies – buildings will not be built on the canopies themselves. before Economic impact: Garden plots that were previously located adjacent to the motorway will be moved onto the canopies themselves to make way for the housing developments that will be located close to the canopies.

figure A3.4 before the canopy is built over the autobahn

36 roads − international case studies Chapter A4 | Covering sections of the Boulevard Périphérique, Paris, France, 2005

Project: Covering sections of the Boulevard Périphérique Location: Paris, France Year: 2005-present Cost: Current projected total: €247.4 million A4

Reasons for the project a programme to undertake major infrastructure projects in Paris, The project objectives were to: three sections of the Périphérique »» Reduce noise for residents were identified for ‘roofing’. All and businesses in the three are major intersections: immediate vicinity. »» Porte des Lilas in the north-east. »» Reduce air pollution by »» Porte de Vanves in the south-west. limiting the amount of »» Between Porte des Ternes ‘exposed’ dual-carriageway. and Porte de Champerret »» Contribute to urban in the north-west. regeneration and unification by landscaping the newly The areas above the road are created public spaces above landscaped to provide green spaces the covered sections of road. and to reconnect the city with the suburbs, both physically and visually. Short project description Paris’s Boulevard Périphérique is a 35km dual-carriageway ring road encircling the city. Built in the 1970s, it is generally accepted as the boundary between the city of Paris and its suburbs. The speed limit is 80km/h (50mph) and, with the number of vehicles travelling on the Périphérique reaching approximately 250,000 per day, it is one of the busiest stretches of road in Europe.

Noise generated by the dual- carriageway regularly exceeds the regulatory limit of 68dB(A) (62 dB(A) at night). In addition, higher than average levels of air pollution in the areas adjacent to the road are attributed to the large quantity of vehicles circling the figure A4.0 city. Subsequently, and as part of map of the périphérique roads − international case studies 37 Chapter A4 | Covering sections of the Boulevard Périphérique, Paris, France, 2005

city context The Project Mont Blanc Tunnel accident (1999) Paris, situated in the Île-de-France and include centralised traffic The project to ‘roof’ three sections of region, is the capital and largest management systems, automatic city of France. The population the Boulevard Périphérique aimed incident detection technology, CCTV of the city is approximately 2.1 to cover more than a kilometre surveillance, increased ventilation in million and the entire population of road in an attempt to reduce of the Paris metropolitan area case of fire, and emergency lighting. is calculated to be in excess of noise and air pollution. The areas 11.5 million inhabitants. The city above the carriageway were to be The Lilas and Vanves roofs were built is divided into 20 administrative landscaped to provide a better districts (arrondissements) arranged between 2005 and 2008. The final quality of life for local residents, in the form of a clockwise spiral stage of the project at Porte des promote a more attractive urban starting in the middle on the Ternes and Porte de Champerret is Right Bank of the river Seine. environment and build an urban link yet to begin due to a combination between the city and surrounding Home to La Défense, the largest of lengthy public consultations and, business district in Europe, Paris suburbs. The tunnels were built in most recently, the withdrawal of produces more than a quarter accordance with safety standards of the gross domestic product previously promised state funding. of France. The city is also a introduced in the wake of the major tourist destination.

transport policy context The transportation system in Paris is very diverse, with a number of different modes providing extensive connectivity not only across the city centre, but also in the city’s outer-lying suburbs and districts.

The city has a total of 14 Metro lines, of which 12 operate as routes connecting the city centre to outer suburbs, and 2 that operate as lateral routes around the city centre. The Metro is supplemented by a number of other modes, including 5 RER (Réseau Express Régional) urban transit lines, that serve the outer parts of the Ile-de-France region (i.e. beyond the Metro termini), 6 Transilien suburban rail lines that serve areas not served by Metro or RER lines, 4 tramway figure A4.1 lines in the outskirts of the city the périphérique after redevelopment connecting to Metro and RER stations, and a large network of bus routes. In addition, 2007 saw the arrival of Velib, the city’s cycle hire scheme, which, with over 16,000 bicycles and 1,200 bicycle stations, is the second largest in the world.

Paris has a series of inner and outer ring roads (similar to the North and South Circular routes in London) that supplement a series of diametrically aligned motorways that feed into the city. Roads in the city, particularly the Boulevard Périphérique ring road, have suffered from significant congestion. cont'd)(

38 roads − international case studies Chapter A4 | Covering sections of the Boulevard Périphérique, Paris, France, 2005

Funding and implementation »» Cost: €58.4 million. transport policy context (cont'd) The project has been publicly »» Funding: funded by the City of Paris with the »» City of Paris – €29.2 million. In spite of the public transport provision available in the city, »» Île-de-France – €29.2 million. participation of the government and transport surveys carried out in the Île-de-France administration. the late 1990s highlighted an pending: porte des ternes Initially, a €173.8 million budget alarming trend of increased private (section between avenue des transport use, particularly in the was provide as follows: ternes and stade paul faber) inner and outer suburbs of the city. »» €51.8 million from the City of Paris. and porte de champerret At the same new laws came into »» €61 million from the State. force in France, stipulating that (section between rue du caporal all conurbations with populations »» €61 million from the Île- peugeot and rue de courcelles) greater than 100,000 must prepare de-France region. »» Linear length of section: a form of urban travel plan, entitled a Plan de Déplacements 440m and 985m respectively However, the overall cost is Urbains or PDU. The Paris PDU was (including existing structures) adopted at the end of 2000 for a expected to be €247.4 million: »» Prospective covered length: five year period. At this time 61% of all trips within the city of Paris »» Porte des Lilas: €99 180m and 280m respectively were made by public transport million (outturn). »» Potential surface area: and 31% by car. However trips »» Porte de Vanves: €58.4 approximately 9,700 and 14,000 made between suburban locations million (outturn). square meters respectively. were dominated by the car, which was used for 82% of them. »» Porte des Ternes and »» Projected cost: €90 million Porte de Champerret: €90 »» Proposed funding: The primary aim of the PDU was to million (projected). achieve a 5% reduction in private »» City of Paris – €45 million. vehicle use for travel inside Paris »» State – €35.7 million and the inner suburb departments The work completed to (withdrawn due to and between Paris and the other 2012 includes: shortage of resources). departments, and a 2% reduction for travel within the outer suburbs »» Île-de-France – €9.3 million. 2005 to 2007: porte and between the inner and outer suburbs. In order to achieve this des lilas (2 parts) aim, the PDU targeted an increase »» Linear length of section(s): of 2% in public transport use in the before 320m and 360m (including city as well as doubling the number of cyclists on the roads by 2006. existing structures). »» Covered length: 260m and 140m. The Mobilien project is an initiative of the Plan de Déplacements »» Surface area created: Urbains Île-de-France (PDUIF). approximately 17,500 Contract de projects État-région square meters. (CPER) are documents produced »» Cost: €99 million. in France in which the state and after »» Funding: the region agree to fund and undertake major infrastructure »» City of Paris – €47.4 million. projects. In the Île-de-France CPER »» State – €22.6 million. 2000-2006, the covering of three »» Île-de-France – €29 million. sections of the Périphérique was included in the environmental 2006 to 2008: porte de vanves chapter under “urban renewal”. The project was part of a wider »» Linear length of section: 410m figure A4.2 initiative to improve urban spaces (including existing structures). and quality of life for Parisians. the périphérique, prior to and after »» Covered length: 275m. redevelopment It is separate from the city’s »» Surface area created: transport policy which is focused on providing alternatives to the car approximately 10,000 as the primary mode of travel. square meters.

roads − international case studies 39 Chapter A4 | Covering sections of the Boulevard Périphérique, Paris, France, 2005

Impacts of the project Public acceptance/reaction Mode share: Dedicated cycle routes A survey of 1,400 residents carried have been put in place in the areas out in 2001 to gauge opinion on the above the road and walking greatly covering of the Périphérique found encouraged by enlarging areas that 61% were satisfied with the accessible to people on foot. In plans, 25% either not satisfied or did 2010, modal split of journeys to work not see this as a priority and 15% had in the city centre were: 3% cycling, not heard of it or had no opinion. 12% private vehicle, 32% public transport, 52% walking and 1% other. These figures suggest that members of the public were predominantly in Public realm: Noise levels reduced favour of the project at inception. The (by 5 dB(A) at Lilas) and 275,000 mayor of the 17th arrondissement, square metres of space opened where the final roof is pending (Porte up in total for public use so far. des Ternes/Champerret), is firmly committed to persuading Parisian Crime/security: Prior to the officials to finish the project. project, some of these areas were neglected and the low footfall contributed to a reduced sense of safety. Redeveloping the areas above the roads has enabled residents to ‘re-claim’ the spaces and facilitated safer passage.

Economic impact: Linking the city of Paris to the suburbs was intended to stimulate social and economic regeneration.

40 roads − international case studies Chapter A5 | Dublin Port Tunnel, Ireland

Name of project: Dublin Port Tunnel Location: Dublin, Ireland Year: 2001-2007* Cost: €752 million, forecast cost approximately €580 million A5

Reasons for the project The Tunnel is toll-free for Heavy Goods Vehicles (HGVs) and Prior to the completion of the coaches with over 25 seats. A toll Dublin Port Tunnel (“the Tunnel”), is charged for all other vehicles. access between Dublin Port and the The Tunnel has reduced the travel national motorway network was via time between Dublin Port and the a series of city centre roads within motorway to six minutes and (along Dublin. The Tunnel was designed to: with the introduction of the HGV »» Facilitate future growth in Management Strategy) removed trade through Dublin Port HGV traffic from Dublin city centre. without restrictions imposed by traffic congestion thereby contributing to the health of the local and national economy. »» Deliver benefits to Dublin City through the removal of HGV traffic from inappropriate city streets and contribute to the regeneration of the proposed Docklands Development Area. »» Release the necessary road space to allow the implementation of a range of public transport and amenity measures such as Quality Bus Corridors, LRT, pedestrianisation and traffic calming in residential areas.

Short project description The Dublin Port Tunnel is a twin bore tunnel of 4.5km in length which is now part of the M50 motorway and completes the northern part figure A5.0 of the C-Ring around Dublin City. dublin port tunnel

* Construction started in June 2001. The tunnel opened in December 2006 to HGVS and all traffic in January 2007. A complementary Heavy Goods Management Strategy was introduced in February 2007. roads − international case studies 41 Chapter A5 | Dublin Port Tunnel, Ireland

city context The Project Planning for the Tunnel started Dublin is the capital city of Ireland in the 1990s as part of the 1995 The Dublin Port Tunnel is a twin and is situated near the midpoint of Dublin Transportation Initiative Ireland’s east coast, at the mouth bore tunnel of 4.5km in length (DTI) although the constructed of the River Liffey and the centre with a height clearance of 4.65m. of County Dublin. It encompasses scheme differs from the original It is part of the M50 motorway a land area of approximately 115 concept (the DTI recommended km2. The Greater Dublin Area and completes the northern part a single bore tunnel). consists of two main areas: the of the C-Ring around Dublin city. existing built up area of Dublin and It is a dedicated route for Heavy its immediate environs, referred The objectives of the Dublin Goods Vehicles between the Port, to as the Metropolitan Area, and Port Tunnel were to: a Hinterland Area with extensive located in the heart of the city and areas of countryside and a range the greater road network via the »» Create a high quality link of towns of various sizes. Coolock Lane Interchange (M50). from Dublin Port to the The population of Dublin City is M50 in six minutes. around 0.5 million with 1.2m people All traffic, arriving at, or heading »» Reduce the number of Heavy living in the Greater Dublin Area. to, Dublin Port had to previously Although a slowdown in population Goods Vehicles in the city. travel through Dublin city centre. growth has recently taken place »» Aid improvement of public associated with the economic There were approximately 50 traffic transport, pedestrian and downturn, forecasts estimate that lights between Dublin Port and by 2030 the population of the cycle facilities in Dublin City. the motorway, via the Quays. The Greater Dublin Area will grow from »» Reduce traffic congestion introduction of the tunnel has seen a current 1.8 million to 2.29 million. and promote safer streets that reduced to three with a direct Located in the centre of Dublin is in residential areas. link to the motorway and national Dublin Port, a key strategic access »» Reduce noise in Dublin City. point for Ireland and the Dublin road network in six minutes. area. Dublin Port handles almost »» Improve air quality. »» Facilitate the continued 50% of Ireland’s trade, two thirds HGVs and buses travel free, but there of all containerised trade and is the development of Dublin Port. largest of the country's three base is a toll charge for non-HGVs of €3 ports. Dublin Port handles over (non-peak periods) and €10 (peak 1.76 million tourists through ferry periods: 06:00 to 10:00 southbound companies operating at the port and and 16:00 to 19:00 northbound, cruise vessels calling to the port. weekdays, excluding public holidays).

figure A5.1 dublin port tunnel entrance

42 roads − international case studies Chapter A5 | Dublin Port Tunnel, Ireland

Funding and implementation Impacts of the project transport policy context The road network in Ireland is The project was largely publicly The National Roads Authority primarily focused on Dublin. The M50 funded through the National Roads reported a total of five million motorway, a semi-ring road which Authority (NRA) under the National journeys through the Dublin runs around the south, west and Development Plan and Transport Port Tunnel in 2011, which is north of the city, connects important national primary routes to the rest 21, and by the European Union evenly split between HGVs of the country. The Greater Dublin from the Cohesion Fund at 85% and passenger vehicles. Area, Draft Transport Strategy reports Aid. The client for construction estimates of over 4.5 million journeys being made by people in the Greater was Dublin City Council. Usage: In 2007, Dublin City Council Dublin Area on a typical weekday reported an initial take up by (2006). Approximately 80% of A design and build contract was 5+ axle vehicles of the order of vehicles on roads were cars or taxis, awarded in December 2000 to 3,330 5+ axle vehicles per day and 20% were vans, lorries or buses. the Nishimatsu, Mowlem, and and that the introduction of the The Dublin Transportation Office Irishenco consortium for the HGV ban increased the number published its strategy for the period sum of €448 million (against an of 5 axle vehicles by 44% to 4,831 up to 2016 – A Platform for Change – in 2001. The Dublin Port Tunnel anticipated cost of €353 million). 5+ vehicles per day. The current was proposed by this strategy average daily figure is 5,246 vehicles as part of an integrated series of The total cost was forecast to be representing an increase on pre road improvements, intended to in the region of €580m including ban introduction figures of 57%. improve orbital movement and connections to the rest of Ireland. land acquisition, construction supervision and all other costs. The Tunnel is reported as carrying Dublin City Council introduced a Heavy Goods Vehicle (HGV) Traffic less traffic than forecast. Management Strategy in February The final, overall cost is reported 2007 to encourage maximum as €752 million. This includes the Congestion: In 2009 Dublin use of the Tunnel by port-related final cost of the construction at City Council reported that the traffic and to enhance the city €448 million and €304 million introduction of the HGV Management centre environment through a ban on 5+ axle vehicles in Dublin city for other project costs. Strategy had resulted in a significant centre during the hours of 07.00- reduction of 5+ axle vehicles within 19.00, seven days a week, from a Construction difficulties were partly the city centre area of between designated cordon area. A limited responsible for the overspend. 88-96%. This was reflected in the permit scheme for 5+ axle vehicles that need to load/unload within The method used (New Austrian fact that over 3,582 5+ axle vehicles the city centre area also exists. The Tunnelling method, NATM) led to used the tunnel per day in 2009. objectives of the HGV Strategy were: a collapse during construction. »» Maximise the use of the Tunnel Mode share: The Council also and minimise use of the city The National Roads Authority is reported that this shift “made it streets by HGVs travelling now directly responsible for the possible to reallocate valuable to/from Dublin Port. tolling and barrier system. The »» Minimise the conflicts between road space to public transport, an delivery and service requirements tunnel is managed by Transroute example of this is the bus lane along of businesses and the needs Tunnels Operations Limited on a the North Quays at Arran Quay”. of all other road users. fixed fee contract for operations »» Manage, for a limited period, the small number of ‘over height’ and maintenance with the NRA. HGVs, that cannot use the Tunnel, on the city’s streets. »» Manage diverted HGVs under partial or full Tunnel closure conditions. »» Operate an East Link rebate scheme for affected hauliers, whereby HGVs can be refunded the toll at the East Link Toll Bridge. roads − international case studies 43 Chapter A5 | Dublin Port Tunnel, Ireland

Other schemes brought forward by Dublin City Council as a result of the Tunnel and HGV scheme include the Liffey corridor traffic plan - a potential rearrangement of traffic on the Liffey Quays in Dublin (from Phoenix Park to the O2). The purpose of this project is to maximise facilities for cyclists and pedestrians whilst maintaining priority for buses. Options currently being considered include taking traffic off the north quays, limiting one side of the river to buses and cyclists and reversing traffic flows. Measures being considered include segregated cycle lanes, wider footpaths and optimising cycle, pedestrian and bus “wait times” at junctions, physical segregation of bus lanes, contra-flow bus lanes, junction priorities and turning bans.

Public acceptance/reaction

Information not obtained.

44 roads − international case studies Chapter A6 | Bjorvika (E18) Tunnel, Oslo, Norway

Name of project: Bjørvika (E18) Tunnel Location: Oslo, Norway Year: 2005-2015 Cost: NOK 6.48billion A6

Reasons for the project The Bjørvika (E18) Tunnel enabled the European Route E18 (E18 motorway) to be relocated to the Bjørvika Tunnel, facilitating the largest city development project in Oslo’s history, Fjordcity. The tunnel project was planned to: reduce surface traffic in Bjørvika (thereby also reduce local air and noise pollution): create a new street network connecting Bjørvika to the rest of Oslo (thereby providing Oslo with access to the fjord): and facilitate the development of a new city district, Bjørvika.

Short project description The Bjørvika tunnel is the first figure A6.0 route of the bjørvika tunnel immersed tunnel built in Norway. under the harbour It links the Festning tunnel in the west with the Ekeberg tunnel in the east, redirecting the E18 motorway away from the Oslo waterfront and facilitating redevelopment of the Oslo waterside. Construction of the tunnel started in 2005 and the tunnel opened in 2010. The once heavily industrial port is now being developed into a public space for living, working and recreation. The surface road section will be completed in 2015.

roads − international case studies 45 Chapter A6 | Bjorvika (E18) Tunnel, Oslo, Norway

city context The Project The Oslo fjord mainly consists of Oslo is the largest city and capital clay and in some places the bedrock The Bjørvika tunnel links the of Norway. It is the Norwegian is as deep as 50m below the top economic and governmental centre Festning tunnel in the west with of the clay layer. An immersed and an important European base the Ekeberg tunnel in the east. tunnel was therefore chosen. The for maritime industries and trades. The three tunnels together make It occupies an arc of land at the immersed tunnel was built on land up the Opera tunnel, with an northernmost end of the Oslofjord. and submerged under water to The city itself has a population unbroken length of six kilometres its final position on the seabed, of around 0.6 million with the from Framnes (Kiel ferry terminal) Greater Oslo Region population approximately 20m below sea- to Ryen, under Oslo city centre. being around 1.4 million. level. Six tunnel elements were Fjord City is a long term urban Complex work from the quay built in a dry dock in Hanoytangen development project for the side and into the existing tunnels in Western Norway, and floated waterfront part of the centre of Oslo. the 800km to Oslo over five The area comprises 30,000m², was carried out from both from Frognerstranda to the west directions, and an underground days by tugboat. Each element to Ormsund in the southeast. road intersection was built in the was 112.5m long and weighed It is a residential, commercial approximately 37,000 tonnes. and mixed use redevelopment rock at Ekeberg with exits and focusing on public space and slip roads in both directions. linking the existing city centre The immersed tunnel consists of to the new waterfront areas. The section of the Festning tunnel two tubes, each carrying three The Bjørvika development, of which adjacent to the new Bjørvika lanes of traffic, and sufficient height the Bjørvika tunnel project plays tunnel was lowered in order for inside the tunnel for signs, fans, an important part, is the largest of the road level to be aligned with surveillance systems and lighting. the nine urban areas comprising The tunnel has sufficient strength the Fjord City Plan. The Bjørvika the immersed tunnel road level. project covers an area of 7,000m² A 100m basement was excavated and built-in flexibility which enables between the fjord and the Oslo under the existing tunnel and a new it to withstand earthquakes. Central Rail Station, previously dominated by infrastructure and floor was cast with a profile that industry. The new development will met the immersed tunnel road. consist of 40% parks, walkways and squares, 20% street surface and 40% mixed use buildings. This will provide approximately 1 million m2 of additional floor space. Several large cultural institutions have or will be located to Bjørvika, including the Oslo Opera House and Oslo Public Library, with others being discussed. The Bjørvika development is likely to be completed in 2020.

46 roads − international case studies Chapter A6 | Bjorvika (E18) Tunnel, Oslo, Norway

The Bjørvika tunnel project Funding and implementation transport policy context also includes surface roads During the 1970s car traffic greatly Construction of the tunnel elements and will provide: increased in Oslo, and there was was started in 2005 in a dry dock a political desire to speed up outside Bergen, and completed in investments in motorways and »» 1,100 metres of tunnels, 675m 2008. These were then towed to Oslo tunnels in the city. The ‘Oslo Package’ of which is immersed. was created, a political agreement and anchored alongside the Bjørvika »» 8,000 metres of roads and plan for investing in road quay-side by the spring of 2008. infrastructure in Oslo and Akershus. (including tunnels). The submersion and installation The main objectives were to move »» 4,500 metres of pedestrian road traffic to the ring roads, reducing work then began, taking around two and cycle paths. the amount of traffic in the city centre weeks per element. The tunnel was »» 1,200 metres of public transport and freeing up capacity in the main opened and operational in 2010, arteries. The first project was to build lanes. and the surrounding street network the Festning tunnel, which redirected the E18 motorway and allowed the is due for completion in 2015. A new road network linking City Hall Square to become car free. Bjørvika to the rest of Oslo is under The cost of building the Bjørvika Congestion charging plays an construction and a new main important role in financing the tunnel and improving the avenue, Dronning Eufemias Gate, is infrastructure improvements. surrounding road network was The current “Oslo Package 3” to be constructed and will serve as NOK 6.48billion (€888.6 million includes the Bjørvika tunnel. a main route for public transport. at current exchange rate). The As for all major infrastructure projects With through-traffic being moved project was funded through a mix in Norway, the Bjørvika tunnel was below ground, the main focus of included in the national transport of finances including state grants, the new road network is to create plan framework, a 10-year rolling plan toll road revenue, Oslo municipality that lays out the government’s cross- an efficient public transport system funding and property sales. modal infrastructure strategy. As and walking and cycling routes. part of the development of this plan every fourth year, a large consultation exercise is undertaken where all levels of government, interest organisations and the general public (direct through a website or representation) get to have their say.

figure A6.1 tunnel element under construction in a dry dock in western norway – specialist equipment carried out the marine based operations, laying a gravel foundation on the excavated fjord bottom

roads − international case studies 47 Chapter A6 | Bjorvika (E18) Tunnel, Oslo, Norway

Impacts of the project Mode Share: The overall development will lead to an As the project is still underway, increase in local traffic, however no surveys of the effects of the 30% of trips are estimated to be development have been undertaken. walking or cycling, and there will Usage: It is calculated that be a much higher percentage of approximately 100,000 vehicles public transport usage than if the will use the tunnel daily. development took place at a less central location in Oslo. Parking in the development area will be limited.

before Highway and Public Transport Journey Times: The travel distance on the E18 motorway through Oslo is reduced by approximately 30% for traffic using the tunnel. The remaining surface traffic will be dispersed more on the new and better linked roads, so individual roads will have a reduction in traffic. For instance the current main north- south route from Bjørvika will have around 50% reduction in traffic.

A new, more direct, east-west corridor with dedicated lanes for public transport (tram, bus and cyclists) figure A6.2 will improve journey times and oslo waterfront before the opening of the bjørvika tunnel reliability for public transport users.

Congestion: Surface traffic in after Bjørvika has reduced by 70% since the E18 was moved underground.

Air quality and environment: The tunnel will provide improvements in local air quality through shortening the travel distance on E18 through Oslo, regular cleaning of the tunnel interior and leading the tunnel air out at a sufficient high over the city for it to be dispersed. Modelling show the air quality in 2015 will be better than today and within national and European Commission limits.

As part of the project 1,170,000 figure A6.3 tonnes of contaminated sediments future vision of oslo from the Bjørvika harbour have waterfront

48 roads − international case studies Chapter A6 | Bjorvika (E18) Tunnel, Oslo, Norway

been excavated and removed to traffic in Norway. The analysis Public acceptance/reaction secure storage. The sediments took fire safety into account. The tunnelling of the E18 and contained heavy metals, oil and redevelopment of the Bjørvika organic compounds. This is the Regeneration/Redevelopment: The waterfront underwent a standard most extensive harbour clean-up project will release approximately policy consultation process as project ever carried out in Norway. 1 million m² of additional floor space, part of the national transport plan which will be used for 4,000-5,000 development process and as part of Public Realm: The project has had new dwellings as well as office, the local Fjord City plan development a strong focus on public realm, cultural, trade and service uses. The process. Consultation has been and of the 7,000m² development overall development is planned to undertaken at all stages of the 40% will be walkways, parks and provide 15,000-20,000 work places. planning process. Some details of squares. This includes seven corridor the Bjørvika development are still parks connecting the development The development does not under discussion and consultation. and the fjord to the city. These will include any social housing, but provide local recreational areas, the public spaces and cultural Due to the size of the tunnel connecting walkways through institution will be open for all. and road project, the national the city centre and vistas of key Physical Accessibility: Relocating road authorities have invested features in the city. Existing rivers the motorway from the surface, considerably in providing information and waterways will be opened has removed the main barrier to the general public. An information up to form part of some of these between the city and the fjord, and centre has been built on site with corridor parks, as well as a beach created newly available waterside a permanent staff presence and an and allotment gardens. A 3.5km surface space. As mentioned, the education centre that welcomes pedestrian walkway along the water seven corridors connecting the school and community groups. edge will be connected to a longer fjord and the development with walkway system along the fjord. Overall, the Bjørvika development the city will improve pedestrian has been very well received. For New streets, which are being built access through the area. The new the transport part of the project the as an extension of the existing street structure will make the areas only issues have been concerns street network will form 20% of significantly easier to navigate. about fire safety due to the length the development space, with the Accessibility for disabled, as required of the overall tunnel combined with main east-west road planned as by Norwegian law, was an important the very high traffic volumes, the a “boulevard”-style street with premise for the development and has suggested rerouting of the tramway plantings and wide pavements. influenced the design of walkways, and the design of the main east-west corridor, Dronning Eufemias Gate. Noise pollution will be halved as public transport access and outdoor around 100,000 vehicles daily areas, as well as the new buildings. With regard to the overall will be removed from the area, Other: Construction work is being Bjørvika development there has and moved underground. followed closely by archaeologists been/are discussion about the potential relocation of cultural Road Safety: A safety analysis of as the area was Norway’s most institutions to Bjørvika, the the tunnel concluded that road important port over several design of the buildings and safety and security will be improved. hundred years and lies between criticism that the accommodation This was based on the provision of the two first settlements in Oslo. is too expensive, resulting in a a more segregated road network, The archaeologists have found homogenous residential group. a clearer road hierarchy providing a magnitude of relics which better legibility, and existing risk provide insight into the use of the levels based for surface and tunnel port and historic life in Oslo.

roads − international case studies 49

Chapter A7 | Madrid Calle 30, Spain

Project: Madrid Calle 30 Location: Madrid, Spain Year: 2004 -2007* Cost: €3.9 billion, forecast €1.7 billion A7

Reasons for the project Madrid’s inner ring road, the M30 motorway – constructed over a 30 year period and completed in the early 1990s – had become a serious barrier to movement in Madrid’s urban areas and, as the country’s busiest road, suffered from long traffic jams and congestion. It was also the cause of serious air and noise pollution and contributed to the contamination of the adjacent Manzanares River.

Short project description The Madrid Calle 30 upgrade project was undertaken with two main objectives: to refurbish the figure A7.0 motorway, which was badly in need m-30 current situation of structural work; and to reroute major sections of it through tunnels under the city. These works created opportunities to reconnect the city with the Manzanares river, improve air and river water quality, reduce noise pollution for residents in the surrounding areas, redevelop surface areas into parks, footpaths, cycle paths and build new affordable housing. The new sections of road construction total 99 km, of which 56 km are in tunnels.

* Construction started in September 2004 and was completed by the second quarter of 2007. roads − international case studies 51 Chapter A7 | Madrid Calle 30, Spain

city context The Project Funding and implementation Madrid is the capital and largest city of Spain. The population of the The motorway reconstruction took The project was promoted by Madrid city is roughly 3.3 million and the place in sections and was divided Calle 30. Initially Madrid Calle 30 was entire population of the Madrid into 15 separate projects across four a public company backed by Madrid metropolitan area is calculated to be different regions – north, south, east City Council but in December 2004 6.5 million. It is the third largest city in the European Union, after London and west, as seen in Figure A7.1. the Council agreed to turn the agency and Berlin, and its metropolitan area into public private partnership (PPP) is the third largest in the European Project objectives included: an funded with 20% private capital Union after London and Paris. increase in the capacity of the from the construction companies The city is located on the M-30; environmental and public involved in the project. The Manzanares river in the centre of realm improvement of land partnership includes maintenance, both the country and the Community surrounding the old sections of the of Madrid (which comprises the refurbishment and operational city of Madrid, its conurbation and M-30; and the regeneration and responsibilities over a 35 year period. extended suburbs and villages). clean-up of the Manzanares River. As the capital city of Spain, seat There were also improvements The new sections of road totalled of government, and residence of the Spanish monarch, Madrid is to radial connections and to 99km, 56km of which is in tunnels. also the political centre of Spain. Madrid’s surrounding secondary Construction started in September roads which have significantly 2004 and was completed by reduced intra-city travel times. the second quarter of 2007. The transport policy context motorway reconstruction took place This project falls within the Planning All new surface area freed up in sections and was divided into Policy for the period 2003 – 2011. has been used as green areas, 15 separate projects across four This large scale remodelling of rather than for development. regions – north, south, east and the city (the biggest remodelling west – tunnelled sections were of a major city in Spain) had the following goals: constructed using either bored or cut and cover techniques. »» Remove the barrier to movement that the M-30 had become. »» Reduce air pollution due to traffic congestion. »» Curb pollution and damage caused to the Manzanares river. »» Create a new development area dedicated to green parks, footpaths, cycle paths and new affordable housing.

figure A7.1 m-30 project

52 roads − international case studies Chapter A7 | Madrid Calle 30, Spain

The second stage, from 2007-2011 »» Nudo de Costa Rica: overall focused on the creation of a new length 2,078m (892m of development called “Madrid Rio” cut and cover tunnel, 175m on the west side of the city. of conventional tunnel), term of contract 15 months, The tunnels created for the estimated cost €27m. M-30 project were: »» Nudo de la A-2: overall length 4,460m (510m of cut and m-30 north tunnels cover tunnel, 140m of viaduct), overall length »» By-pass Norte: term of contract 16 months, 10,525m (4,817m of cut and estimated cost €25m. cover tunnel, 4,187m of »» Nudo de O'Donnell: overall conventional tunnel), term of length 6,800m (150m of cut contract 30 months, estimated and cover tunnel, 150m of cost €722m (west tunnel €293 viaduct), term of contract 18 million, east tunnel €429m). months, estimated cost €18m. »» Conexión by-pass Norte con »» Nudo de la A-3: overall length overall length 5,479m A-I: 4,800m (1,400m of cut and cover (4,463m of conventional tunnel), tunnel, 430m of conventional term of contract 30 months, tunnel), term of contract 24 estimated cost €474m. months, estimated cost €187m. m-30 south tunnels m-30 west tunnels »» By-pass Sur: overall length »» Excavation av. de Portugal 8,344m (7,212m of conventional Hasta Gta. San Vicente: overall tunnel, 632m of cut and cover length 2,983m (2,674m of cut and tunnel), term of contract 30 cover tunnel), term of contract 36 months, total estimated cost months, estimated cost €159m. €792m (north tunnel €340 »» Excavation M-30 between million, south tunnel €429m). paseo Marqués de Monistrol »» Conexión Embajadores con and puente de San Isidro: overall length 5,800m M-40: overall length 12,759m (12,719m (2,460m of cut and cover tunnel), of cut and cover tunnel, term of contract 18 months, 40m of traditional tunnel), total estimated cost €74m. term of contract 36 months, m-30 east tunnels estimated cost €618m. »» Excavation between the bridge »» Nudo de la Paloma: overall length of San Isidro and the bridge 5,508m (1,546m of cut and cover of the Princess: overall length tunnel, 175m of conventional 12,212m (11,852m of cut and tunnel), term of contract 24 cover tunnel, 360m of traditional months, estimated cost €56m. tunnel), term of contract 26 months, estimated cost €450m.

roads − international case studies 53 Chapter A7 | Madrid Calle 30, Spain

Impacts of the project Public realm: The project resulted in the creation of over 30 hectares Congestion: A positive outcome is of new public space. Madrid City the redistribution of metropolitan council opened an international traffic, reducing congestion in design competition to generate central Madrid. Trips on the M-30 creative solutions for these spaces, have increased by 3% since the one of them being ‘Madrid Rio’ tunnel was opened and traffic on where the underground diversion of other routes has decreased by 2%. the M-30 along the river basin led to There has been an overall reduction the greatest urban-realm rebalancing of traffic in the city, but this may in operation in Madrid’s recent history. part reflect the economic crisis. There is now a large green corridor Air Quality: There have been that stretches along the river – reductions in air pollution with previously dominated by the M-30 the city authorities reporting a and cars – linking forests, parks, and 26.3% reduction in nitrogen oxides historic gardens, which were once (NOx) emissions between 2006 fragmented by the road network. and 2009. The city also reported Economic impact: Although the that noise pollution has been project did not release new land significantly reduced for 60,000 for commercial development it people since the road was buried. has been reported that the value The lack of an environmental impact of the houses near the river has study was one major shortfall of increased about eight per cent. the project and could have resulted in reduced noise and pollution Public acceptance/reaction levels during construction. The project has been surrounded by controversy from the start.

On one side the local government emphasised the overall benefits of the project; improving traffic flow in the city and the creation of new public spaces for sport and leisure. On the other side some environmental groups and opposition groups were against the project due to the lack of an environmental impact study and high costs.

While Madrid City Council tried to promote the environmental benefits of the project, environmental activists raised the issue that,

figure A7.2 madrid rio

54 roads − international case studies Chapter A7 | Madrid Calle 30, Spain

although large sections of the M-30 before would be rerouted underground, the amount of traffic using the motorway would increase and therefore pollution problems would remain. The council responded by releasing figures of projected reduction in emissions.

In 2006 when the project was nearing completion, a survey was conducted with residents to gauge the public reaction to the works. Almost 70% of residents stated that they had been affected in some way by the construction works. Reasons given included: living in close proximity to the works; having to find alternative routes to/from work; and, congestion of the alternative routes used. Interestingly, the same percentage of people surveyed stated that the benefits of the overall project were figure A7.3 worth the short-term issues faced. m-30 before tunnelling The main reasons for this were:

»» Reduction in congestion. »» Creation of green areas. »» Fewer traffic accidents. after

Although the project has had widely accepted positive outcomes, many people are still concerned about the cost of the project to the city taxpayers – over €6 million.

figure A7.4 the new development after tunnelling

roads − international case studies 55

Chapter A8 | Paris Urban Street Design, France

Project: Paris urban street design Location: Paris, France Year: 2000-ongoing Cost: Unknown A8

Reasons for the project The main aims of the Paris urban street design project are to ultimately reduce both car use and air pollution and to rearrange the public space to favour more sustainable modes of transport.

Short project description The Paris urban street design project is a series of initiatives originating from the regional transport plan for the city of Paris, designed to encourage more sustainable travel around the city, and ultimately reduce motor vehicle traffic and air pollution. These initiatives include development of a new integrated bus network network, entitled Mobilien, and the concurrent creation of widened, dedicated bus lanes, changes to freight and delivery policies, and removal of on-street parking, in particular free on-street parking.

figure A8.0 bus lane with cycles allowed

roads − international case studies 57 Chapter A8 | Paris Urban Street Design, France

city context The Project Cyclists are allowed to use the Paris, situated in the Île-de-France majority of the bus lane network The Paris urban street design region, is the capital and largest (approximately 83%) – the policy city of France. The population project is a series of initiatives being to allow shared use where it is of the city is approximately 2.1 to help ultimately reduce the safe to do so. Motorcyclists are not million and the entire population levels of pollution not just in the of the Paris metropolitan area allowed to use the lanes, in spite centre of Paris, but throughout is calculated to be in excess of of numerous campaigns to allow 11.5 million inhabitants. The city the city as a whole. is divided into 20 administrative them to do so. The only instances districts (arrondissements) arranged The first of these initiatives was to where private vehicles are allowed in the form of a clockwise spiral create a 41km network of widened to use the bus lanes are for access starting in the middle on the to property on a particular route. Right Bank of the river Seine. bus lanes that would be separated from other traffic lanes with raised Home to La Défense, the largest Removing on-street parking spaces, business district in Europe, Paris pavements. The initial phase in particular free-of-charge spaces, produces more than a quarter of this work involved widening was another aim of this project of the gross domestic product approximately 7km of existing of France. The city is also a and much of the area needed bus lanes and protecting these major tourist destination. to widen existing bus lanes or with newly constructed pavement create new ones was reclaimed barriers. This initiative was continued from on-street parking. In addition transport policy context and further developed as part of to creating space for bus lanes, Paris’s transportation network is the new Mobilien bus network in on-street parking was removed in highly connected and multi-modal, the city (see Case Study B15). featuring buses, trams, suburban 2007 to make way for Velib cycle trains, Metro, RER (réseau express All of these widened bus lanes docking stations (the city’s cycle regional), autoroutes and cycle lanes. hire scheme), and on request from It is also the only city in France where are open to emergency vehicles policy is decided at a national level and taxis across the city. Taxis are the city’s fire department, who rather than at a regional or city level. also allowed to pick up and drop wanted to remove on-street parking This series of initiatives form part of off passengers within these lanes. on narrow streets to ensure easier the plan for the Île-de-France region, access for fire vehicles. Of the the Plan de Déplacements Urbains Île-de-France (PDUIF). All French conurbations with populations greater than 100,000 have to prepare a Plan de Déplacements Urbains (PDU), or Urban Travel Plan. These plans must contain appropriate measures for reducing traffic, developing public transport and encouraging walking and cycling as alternative means of environmentally friendly travel. The PDUIF was adopted at the end of 2000 for a five year period. It did not seek explicitly to curb car traffic, but to reorganise public space in favour of sustainable modes of transport. Certain objectives were quantified, such as reducing car traffic by 3% and increasing the use of public transport by 2%, as well as doubling the number of cyclists on the roads by 2006.

figure A8.1 bus lane, no cycles allowed

58 roads − international case studies Chapter A8 | Paris Urban Street Design, France

on-street parking that remained, nearly all spaces that previously operated free-of-charge were changed to pay and display spaces.

Another initiative was to encourage less frequent deliveries, and more night-time deliveries outside peak hours for private vehicles by making regulations for delivery and servicing vehicles simpler and easier to comprehend.

The principle behind the regulations remained the same (i.e. the bigger the vehicle, the greater the time regulation, with vehicles defined by the amount of road space they occupy). It was determined that vehicles occupying less than 16m2 were allowed to deliver goods at all times in the city, but were not allowed to use bus lanes at peak times. Those between 16m2 and 24m2 were allowed to deliver at all times, except for between 4.30pm and 7.30pm on weekdays, and those greater than 24m2 allowed to deliver only between 7.30pm and 7.30am. figure A8.2 These size limits were themselves bus lane signage increased from 12m2 to 16m2 and from 20m2 to 24m2, to encourage delivery companies to better consolidate their loads and increase the length of their delivery rounds, which would ultimately reduce the number of journeys being made.

There was also a change in restrictions on loading bays to allow overnight residential parking in delivery bays that would otherwise remain empty.

roads − international case studies 59 Chapter A8 | Paris Urban Street Design, France

Funding and implementation »» In contrast, the number of bicycles has increased from 23,300 in Funding for both the individual 2002 to 57,800 in 2007, in part schemes and for the project due to the introduction of Velib, as a whole is unknown. Details the Parisian equivalent of the of Mobilien costs are supplied Barclays Cycle Hire scheme. In on the Mobilien case study. addition, the total amount of The initial phase of the bus lane cycle paths has increased from widening scheme was started in 180.5km in 2000 to 399.3km 2000, and continued as part of in 2007. This includes the the Mobilien project which started agreement in 2001 to allow in 2000/01. The scheme is now cyclists to travel in bus lanes. part of the on-going construction of the Mobilien network. Mode share: In terms of the composition of traffic, the share The change in freight and delivery of private vehicles fell from 69% policies were also established in 2000 to 60% in 2006, with in 2000 and 2001, in part much of the change attributable following the implementation of to an increase in the mode the new widened bus lanes. share of motorcycles, buses and commercial vehicles. Changes in on-street parking began in the early 2000s, with Air quality and Environment: . large scale changes occurring in Monitoring of four key pollutants 2006/07 because of the construction in the Paris area (nitrogen dioxide, of the cycle hire network. Ozone O3, Sulphur dioxide, and PM10 fine particles) between 2000 Impacts of the project and 2007 showed that nitrogen Daily usage: and sulphur dioxide levels had »» Between 2000 and 2007, noticeably improved(by 26% and the number of hourly vehicle 64% respectively), where Ozone kilometres (i.e. the average O3 levels have been gradually total distance travelled by increasing since 2000, and PM10 cars in Paris in a given hour) fine particle levels have stayed fell by 22%, an average of a almost constant since 2000. 3.5% decrease each year. Public realm: The amount of on- »» During the same period, the street parking in Paris fell by 6.6%, number of hourly vehicle from 170,000 to 158,700, between kilometres travelled by cars on 2003 and 2007. In particular, the the Paris ring road fell by 8% (an number of free spaces fell from average of 1.2% each year). 36,000 in 2003 to 2,700 in 2007. »» The number of private cars. Much of this parking remains, recorded in Paris fell by nearly but parking charges now apply. 15% in the same period, from Restrictions on who can use parking 787,000 in 2000 to 673,600 in spaces are also much stricter, with 2007. The number of trucks fell nearly 90% of spaces open to all by a similar rate, from 136,000 cars but for a maximum of two hours. in 2000 to 117,700 in 2007.

60 roads − international case studies Chapter A8 | Paris Urban Street Design, France

Resident permit holders however, discussions as to who had ultimate can park for an unlimited time. responsible for project delivery. Roughly 4,000 on-street parking spaces were removed to make way In terms of encouraging more travel for Velib cycle docking stations. by sustainable modes, a survey of cyclists in 2007 (both Velib and Road safety: The number of private cycle users) found that 60% accidents recorded on the streets of cyclists found that the increase in of Paris fell by 21% between green areas have made life easier 2000 and 2006. The number of for cyclists, with 50% saying that accident victims on Parisian roads increase in traffic calming measures fell by nearly 25% in the same have made it easier. Around 44% time period, though the number said that pedestrian zones have of fatalities remained constant. made it easier for cyclists. There is also greater understanding of the Servicing access: An initial issue change in laws that allows cyclists to with servicing access, which arose use bus lanes during their journey. as a result of the reduction in figure A8.3 highway lanes for the construction With regards to the removal of on- delivery vehicle, shared of bus lanes, was that delivery street parking and the heightened bus lane & pavement vehicles were required to stop in restrictions on the remaining parking regular lanes adjacent to the bus spaces, significant complaints have lanes. This resulted in significant arisen as a result of drivers parking traffic jams and a safety risk for illegally, either in disabled spaces, delivery personnel who had to on pavements, or in loading bays. transport goods across bus lanes. In total, around 50% of all parked vehicles in the city in 2007 were As a result of pressure from the seen to be compliant with parking Police, the city centre zones where regulations, which has improved this issue caused significant from 40% in 2003, but remains problems were reorganised to allow low. The number of penalties delivery vehicles to park safely and citations handed out to car away from traffic. Delivery zones drivers for illegal parking has also lay partially in the bus lanes, with reduced significantly, having stood some pavement space reclaimed at over 88,000 in 2003, before to make space for these vehicles. falling to around 28,000 in 2007. Another issue was the timing of Public acceptance/reaction the initial implementation of the The main issue with delivery of widening bus lanes. The initial this project was the extension of phase was undertaken during the timescales (also highlighted in the summer, when a large number Mobilien case study) and the extent of Parisians were on holiday, of delays to project completions, who then returned to find the which were the result of protracted new bus lanes in operation.

roads − international case studies 61

Chapter A9 | Frankfurter Strasse Redevelopment, Hennef

Project: Frankfurter Strasse Redevelopment, Hennef Location: Frankfurter Strasse, Hennef, Germany Year: Completed 1990 - 1991 Cost: 5.1 million DM A9

Reasons for the project Completion of a city bypass in 1990 meant that Franfurter Strasse was no longer needed as a main general traffic route. This project was undertaken to take advantage of this opportunity to redefine the street for residents and shoppers.

Short project description Frankfurter Strasse is Hennef’s main retail street. Before the project began, the road was a dual carriageway and part of the national road network. It was designed to serve traffic travelling figure A9.0 through the town, rather than to frankfurter strasse redesign serve people living and shopping there. Following the completion of the city bypass, Frankfurter Strasse was redefined to improve the attractiveness of the street for walking, cycling and socialising. Public realm improvements were also used to manage the volume and speed of vehicle traffic.

roads − international case studies 63 Chapter A9 | Frankfurter Strasse Redevelopment, Hennef

city context The Project Cars avoid the cobbled part of Hennef is a town of over 46,000 the road and slow down as they A 1.5km long section of Frankfurter residents in the Rhein Sieg district of approach narrowed sections. A flush, North Rhine-Westphalia, Germany. Strasse was converted from a busy, cobbled median with street lighting It lies next to the river Sieg and dual carriageway predominantly was also added down the centre of is surrounded by villages and serving through-traffic, to a countryside. Bonn is 15km West the road to help pedestrians to cross pedestrian orientated shopping of Hennef, and Cologne is 30km at any point. By locating the street Northwest. Hennef railway station is street. The redesign has created light columns in the central median, on the Cologne-Siegen main line. The a safer and more pleasant high track divides the town into northern the designers avoided conflicts street by prioritising pedestrian and southern halves. Frankfurter between lights and tree canopies, Strasse cuts through both. and cyclist movements. allowing a bold, continous line of The town hall, marketplace, Lane widths for cars were reduced trees to be planted down either and majority of the town’s retail side of the carriageway. Parking activity is centred around the to 5.2m wide and pavements were 4km long Frankfurter Strasse. widened. A 1m wide strip of granite bays are marked out with paving, cobbles was added between the and are level with the footway. carriageway and the pavement to transport policy context Cyclists can choose to use either visually reduce the width of the The last stretch of the 560 highway the carriageway or are permitted which bypasses the bulk of the town road and provide pedestrians with to use the widened footway if was completed in March 1990, with an extra buffer against the traffic. travelling at walking speed. significant sections having been Overhanging trees also visually completed earlier. The bypass, narrow the road. All parking is funded by the federal transport High quality materials and a in defined, metered bays. improvement programme meant that consistent palette were used Frankfurter Strasse was no longer required as a main link in the national throughout the design. The street road network and could be redefined. has been split into several zones,

Hennef has a car ownership level breaking out into a seating area of 0.52 registered cars per person, and formal plaza at one end. Access (compared to 0.5 for Germany to residential apartment buildings as a whole) but the town is also creates a thriving atmosphere. regarded as being good for cycling and walking, and is connected to 100km of hiking trails.

figure A9.1 parking bay

64 roads − international case studies Chapter A9 | Frankfurter Strasse Redevelopment, Hennef

Funding and implementation Crime / security: The street is now a much busier pedestrian environment The project was carried out with more active building fronts, between 1990 and 1991 and including cafes and seating areas. cost 5.1 million DM in total. This improves the liveliness of Impacts of the project the street and good passive surveillance greatly improves the Mode share: The road is still perceptions of security for users. open to traffic but has been completely reoriented to Servicing access: Impact on favour walking and cycling. servicing and access for deliveries.

Highway and Public Transport Journey times: Through car Public acceptance/reaction journeys on the road are slower than via the ring road, providing a No information available. disincentive toward through-trips.

Congestion: There is less traffic now driving through the centre and on average the City Council judge that traffic flow has improved. However, it is recognised that traffic levels on the centre ring road has increased.

Public realm: Public realm improvements have taken place along the street by using higher quality materials, increasing the space available for walking and cycling, planting and renovating public realm facilities in the plaza at the end of the street.

Road safety: Many of the design features of the street aim to provide pedestrians and cyclists with more space, to slow traffic and to improve crossing safety for pedestrians.

roads − international case studies 65

Chapter A10 | Electronic Road Pricing and Orchard Road public realm redevelopment

Project: Electronic Road Pricing and Orchard Road public realm redevelopment Location: Singapore Year: 1998 on-going (Electronic Road Pricing) 2008 to 2009 (Orchard Road public realm redevelopment) A10 Cost: Electronic Road Pricing:* Orchard Road public realm redevelopment: $40 million Singapore Dollars

Reasons for the project Short project description Singapore is one of the most densely As a very dense island city Singapore populated countries in the world was the first city to successfully and its geography has resulted in adopt road user charging. The the need for proactive measures ERP is in operation as a cordon in to manage congestion. In 1975 the centre of Singapore, as well an Area Licensing Scheme was as on expressways and outer ring established to manage demand roads. Charges are highly demand and reduce congestion. In 1998 responsive, varying every half hour this was replaced with Electronic in peak times and being adjusted figure A10.0 improved pedestrian Road Pricing (ERP), which is fully every three months to maintain environment automated, more efficient and allows optimum flow conditions. The for more demand responsive pricing. system is fully automated and relies on obligatory in-vehicle units A separate ERP cordon for where a charge card is inserted the Orchard Road area was and debited on passing gantries. implemented in 2005. The primary aim was to reinvigorate this In addition, in 2008 major public major shopping street to improve realm improvements took place its standing as an international on Orchard Road in order to tourist destination through improve the profile of the street removal of traffic and delivering as an international shopping and public realm improvements. entertainment destination. The improvements included pavement widening in places, replacing concrete surfaces with granite and planting along pedestrian areas.

* $25 million Singapore Dollars overhead costs, equivalent to 20% of gross revenue in 2008. roads − international case studies 67 Chapter A10 | Electronic Road Pricing and Orchard Road public realm redevelopment

city context The project Singapore has a population of 5.1 million and is one of the most erp every half hour during peak periods. densely populated countries in the world (second after Monaco). Singapore’s key tool in tackling Prices are reviewed quarterly and Its geography as an island city- congestion over the last 35 years set in order to maintain an optimal state severely limits capacity has been Electronic Road Pricing speed range for 85% of vehicles for physical growth and has of 20-30 km/h on arterial roads resulted in the government taking (ERP) which replaced the previous proactive measures to manage Area Licensing Scheme (ALS) in and 45-65 km/h on expressways. congestion since the 1970s. 1998. ERP was implemented in the ERP prices can vary for a passenger Orchard Road is 2.2 kilometre-long Orchard area in 2005 to reduce one-way street and is the high through traffic travelling further car from zero to about SG$3 (US$2) end retail and entertainment hub into the down town areas. per cordon crossing and are in effect of Singapore. Orchard Road leads from 7 a.m. to 8 p.m. on weekdays. into the Central Business District of Singapore and was therefore The current scheme is completely In addition, ERP hours of operations susceptible to severe congestion. automatic and allows drivers to for the Orchard District include pass control gantries at normal Saturdays from 10 a.m. to 8 p.m.

transport policy context speeds. Drivers must install an ‘In-vehicle Unit’, which costs To discourage motorists from Due to the population density speeding up to avoid paying higher in Singapore and the physical S$150 in their car. A cash card, is constraints to expansion, the inserted into the IU and charges ERP charges in the next half hour focus of the country’s transport are automatically debited from slot, graduated ERP rates have been policy is to manage demand of introduced for the first five minutes private car trips and to promote this when the vehicle passes of the time slot with a higher rate. public transport. There are three under the gantries. Since 2008, main strands to this approach: motorists have been able to have If the next period has a lower ERP rate, the new rate is introduced 1 Promoting public transport the charges billed to a credit card. Singapore has a invested in a well- for the last five minutes. The initial integrated system of public transport The fee structure varies by time penalty for not having enough including bus and rapid transit, of day, location, and vehicle credit on the cash card, or for not with distance based tickets. Recent having an IU, is the ERP charge plus policy changes have allowed folding classification. The charges change bikes on peak-time trains and have an administrative fee of S$10. improved integration of cycle routes with MRT stations. There are also 13 park and ride sites around the city.

There are three major Mass Rapid Transit (MRT) stations situated in the Orchard Road vicinity: Orchard, Somerset and Dhoby Ghaut. Buses also serve the area and in 2005 a full- day bus lane scheme was launched along Orchard Road. This resulted in faster travelling speeds for buses and an associated increase in ridership, both on weekdays and weekends.

figure A10.1 website showing erp gantries

68 roads − international case studies Chapter A10 | Electronic Road Pricing and Orchard Road public realm redevelopment

orchard road public The project involved redesigning transport policy realm development the public space, using a consistent context (cont'd) In 2008-9 Orchard Road was palate of granite rather than concrete 2 Managing car ownership redesigned, primarily to improve and including themed planting and Car ownership has been closely the creation of on street oases or controlled by a quota on the number the experience for pedestrians of vehicle licenses permitted each and to create a world-class ‘green rooms’ that are used for public year since 1990. Permits, called shopping district. The project entertainment and art exhibitions. Certificates of Entitlement (COE), was led by the Singapore Tourism are acquired through an open A significant part of the project online auction. In November 2009, Board, in recognition that Orchard the cost for a COE ranged from involved widening pavements along Road was already a major about SG$16,500 (US$11,800) to a 300 metre stretch of the road. tourist attraction, with 7 million SG$18,300 (US$13,100). These This required the removal of one permits increase the cost of new tourists visiting it each year. of two right-turn lanes, reducing vehicles by three to four times. the road width to three lanes. 3 Demand management The Singapore Area Licensing Scheme (ALS) was introduced in 1975 and involved charging drivers entering the downtown area. This was the first urban road user charging scheme to be successfully implemented in the world. The scheme was replaced in 1998 by the Electronic Road Pricing.

In addition, there are new Parking Guidance System signboards along Orchard Road which have been added to direct drivers to car parks with spaces, thereby reducing the number of vehicles circulating while looking for a parking space.

figure A10.2 orchard road at night

roads − international case studies 69 Chapter A10 | Electronic Road Pricing and Orchard Road public realm redevelopment

Impacts of the project Congestion: The LTA reported that in the first 5 years of the ERP Highway and Public Transport (1998- 2003) the city grew by 5% in Journey times: According to a terms of development investment, 2010 US Department for Transport but due in large part to the ERP study the ERP has achieved target flow conditions were maintained speeds of 45 to 65 km/h on without construction of new expressways and 20 to 30 km/h roads. The LTA also found that the on arterials and net revenue of introduction of the Orchard Road SG$100 (US$75 million) in 2008. cordon in 2005 reduced through traffic on the street by 20%.

A major review of the ERP system was conducted as part of the Land Transport Master Plan in 2008 and a number of enhancements were proposed as part of this plan, including 16 new ERP gantry locations and rate changes. Traffic analysis by the LTA showed that these enhancements resulted in a 7% to 21% decrease in the traffic on Orchard District on Saturdays.

Public realm: The Orchard Road redevelopment was specifically targeted at improving the public realm to provide a destination for pedestrians.

Public acceptance/reaction

As part of an effort to generate support for demand management policies, the Land Transport Authority recently opened a Transportation Gallery, with free interactive installations to educate the public about the transport challenges and solutions.

figure A10.3 orchard road as an international shopping destination

70 roads − international case studies Chapter A11 | Noordersingel, Nieuwehuizen & Groningerstraat

Project: Noordersingel, Nieuwehuizen & Groningerstraat Location: Assen, Netherlands. Noordersingel, Nieuwehuizen are streets within the city centre, while Groningerstraat is a busy access route from the north Year: 2007-2008 A11 Cost: Noordersingel, Nieuwehuizen - unknown Groningerstraat - €100,000

Reasons for the project As a result cyclists are able to take a direct and fast route through »» To address growing vehicular the inner city and connect to congestion and associated air a larger network of safe, good pollution in the city, following the quality and direct cycle routes construction of the A28 to Assen throughout the wider region. in the early 1970s, and a dramatic Vehicular traffic has been reduced, post-war growth in population footpaths have been widened and (from 25,000 inhabitants in more trees have been planted, figure A11.0 1955 to 65,000 today). creating a more people-friendly inner city street layout, »» To create a more attractive showing one-way traffic environment whilst maintaining flows. noordersingel, city centre that was safer and car and service vehicle access to nieuwehuizen & more enjoyable experience groningerstraat businesses within the town centre. for pedestrians and cyclists. shown in red

Short project description The Assen government wished to create a vibrant city centre that was designed for people rather than cars. They began in 1972 by excluding car traffic from a number of inner-city streets to create a pedestrian-only zone. Secondly, they redefined the entire city’s road network, creating a hierarchy of distributors, through- routes and local streets. The majority of streets within the inner core of downtown Assen were designated as local streets, and were thus redesigned to prioritise pedestrian and cycle movement and restrict motor-vehicle access to local traffic.

roads − international case studies 71 Chapter A11 | Noordersingel, Nieuwehuizen & Groningerstraat

city context The Project The ensuing traffic congestion Asssen is a small city of 65,000 problems within the city centre All three streets are connected to people in the north-eastern prompted the Assen municipality Netherlands, which saw a rapid rate each other. Groningerstraat leads to reorganise the road network: to of expansion post World War II (due directly to Nieuwehuizen and then define distributors, through-routes to the development of the city’s on to Noordersingel. The latter two industry and health care sectors). and local streets. A network of are in the centre of the town. It is the capital city of Drenthe, a distributors and through-routes were province famous for recreational cycling, and cycling events are held to continue to prioritise vehicular there regularly. Most destinations noordersingel, nieuwehuizen movement to and around the city within the city can be reached Prior to redevelopment, the streets centre, while ‘local’ streets within the within 15-20 minutes by bicycle. within Assen city centre were inner city core were to be redesigned dominated by motor-vehicles, to prioritise pedestrians and cyclists transport policy context with wide traffic lanes, pedestrian and only provide local vehicle access. The Assen Municipality has a goal barriers, large areas of parking This was achieved by converting for Assen to become a ‘cycle city’ and very few trees. The city grew a number of streets, including by 2015, where most journeys in dramatically following World War Noordersingel and Nieuwehuizen to the city are made by bicycle. In particular, they are focused on II, and the construction of the single, one-way lanes for vehicles, encouraging citizens to cycle rather A28 in the early 1970s made the eliminating through-routes across than drive when travelling short city more accessible to visitors. the centre. Paid car parking and distances. Increasing the number of people using bikes in Assen is integral to the city’s commitment to being carbon neutral by 2020.

The streets that were redesigned in Assen in 2007-8 were identified for refurbishment in the Nota Fietsverkeer Assen (Assen Cycling Policy) produced in 2005.

figure A11.1 bicycle lanes in both directions in the city centre, with only one-way traffic lane

72 roads − international case studies Chapter A11 | Noordersingel, Nieuwehuizen & Groningerstraat

service access have been retained groningerstraat to allow businesses within the To maintain its function as a city centre to function; however through-route for motor-vehicles, driving in to the city centre has Groningerstraat was redesigned become much less convenient. to physically separate modes of transport. Vehicles, cyclists and Conversely, two dedicated lanes, pedestrians move exclusively within one in each direction, were provided the carriageway, cycle path and for bicycles. Traffic lights have footway respectively. The cycle path been removed allowing free and is given priority at all side street continuous movement across the junctions, and has been repaved city centre for cyclists and improving in smooth, red asphalt. Cycle paths journey times. Furthermore, cyclists have been widened to 2.5m, parking are provided with free, secure, and footways have been retained covered parking for their bicycles. and new trees have been planted, all within the existing road width. The designated pedestrian zone established in the 1970’s was extended. The physical space required for the carriageway on other streets was significantly reduced, enabling the creation of wider footpaths for pedestrian movement, outdoor dining and tree planting. Vehicular movement is controlled through signage. There are no physical barriers cluttering the streetscape and pedestrian barriers have been removed. Many of the asphalt carriageways have been resurfaced with the same paving used in the footpaths, reinforcing figure A11.2 the sense of a pedestrian- and groningerstraat, cycle-friendly environment. showing cycle path priority at side street

roads − international case studies 73 Chapter A11 | Noordersingel, Nieuwehuizen & Groningerstraat

Funding and implementation Funding for cycling projects comes from various local The budget for creating car-free government budgets, as well as cycling on Groningerstraat in 2008 from grants received from the was €100,000, although it is not Province of Drenthe and the Rijk known if this is what was actually of the Recreatieschap Drenthe spent. No figures were found for the (Recreation Board Drenthe). redevelopment of Noordersingel & Nieuwehuizen, however Assen spends €1.8 million each year on cycling infrastructure, and has additional budgets for maintenance and school training programs.

before

figure A11.3 nieuwehuizen in the 1970’s

after

figure A11.4 nieuwehuizen in 2007

74 roads − international case studies Chapter A11 | Noordersingel, Nieuwehuizen & Groningerstraat

Impacts of the project Mode share: The cycling mode share increased from 32% in 2005 to 41% in 2011. before

Journey times: The changes have been designed to improve journey times for cyclists while preventing vehicles from driving through the centre.

Daily usage: 8,700 cyclists per day cycle down Nieuwehuizen (measured on 6 July 2011). This represents 13% of the population of Assen.

Servicing access: There is limited impact on servicing and access for after deliveries, as the streets are still fully accessible to motor-vehicles. Access to the centre has been maintained, while the design has made it less conducive for through-traffic.

Safety: Giving priority to cyclists at side street junctions has been cited as potentially dangerous, as not all vehicles abide and there is a risk of visitors not knowing the rules.

Public acceptance/reaction figure A11.5 the brinkstraat/ No information available. norodersingel/ nieuwehuizen junction, in the 1960s and in 2007

roads − international case studies 75

Chapter A12 | Pompidou Expressway Closure, Paris, France

Project: Pompidou Expressway Closure: Paris Plages* & Bernes de la Seine** Location: Paris, France Year: Paris Plages: July 20th to August 20th each year from 2002 Bernes de la Seine: from September 2012 A12 Cost: Paris Plages: €1.5 million each year Bernes de la Seine: €40 million total

Reasons for the project seen through the success of Paris’s In September 2012, a plan to short-term cycle hire and car hire permanently transform both banks The project objectives were to: schemes and transformed streets of the Seine was approved. The plan »» Reduce car use and encourage in the city, with a network of bus, included a 2.5km car free zone along a modal shift, by improving taxi and cycle-only streets. the left bank and a shared space pedestrian and cyclist access on the right bank with a narrower Another key initiative is the to the river banks, creating road for cars, and wider routes for transformation of the banks of the a continuous route for pedestrians and cyclists. The first river Seine. For the last 11 years pedestrians and cyclists along improvements on the right bank the left bank of the Seine has the Seine and improving the are currently being implemented. transformed into ‘Paris Plage’ for environmental habitat of the one month in the summer- with river and its surroundings. approximately 4km of sandy »» Make the banks of the Seine in ‘beach’, free activities, workshops, central Paris a hub of cultural, food stalls and deck chairs. leisure and sporting activity by diversifying amenities so that they are more accessible to Parisians, and contribute to an economic uplift in neighbouring areas. »» Raise the profile of the river banks’ world heritage status, reconnecting the river to the city, and instilling national pride.

Short project description The Mayor of Paris, Bertrand Delanoë, was elected in 2001 on a platform promising to reduce car use in the city centre and make drastic improvements in public transport, walking and cycling figure A12.0 berges de seine diagram infrastructure in the city. He has

* (Paris Beaches): temporary/seasonal closure: 4 weeks each summer from 2002 to 2012 ** (Banks of the Seine): Permanent closure of left bank expressway (including the Paris Plage section) and narrowing of right bank starting September 2012. roads − international case studies 77 Chapter A12 | Pompidou Expressway Closure, Paris, France

city context The Project 6:00am and 11:00pm. The following Paris, situated in the Île-de-France year, in the summer of 2002, City The Mayor of Paris, Bertrand region, is the capital and largest Hall decided to completely close city of France. The population Delanoë, was elected in 2001 the Expressway along the left bank of the city is approximately 2.1 promising to reduce car use for one month, but in order to both million and the entire population in the city centre and make of the Paris metropolitan area raise the profile (so motorists were drastic improvements in public is calculated to be in excess of not caught out by the changes) and 11.5 million inhabitants. The city transport, walking and cycling attract more people to the river is divided into 20 administrative infrastructure in the city. districts (arrondissements) arranged banks, 2,000 tonnes of sand were in the form of a clockwise spiral Just a few months after he was installed on the left bank and ‘Paris starting in the middle on the Plage’ was created. The scheme was Right Bank of the river Seine. elected he controversially closed the Georges Pompidou Expressway for overwhelmingly successfully with Home to La Défense, the largest over 2 million visitors in the first year. business district in Europe, Paris one month in the summer between produces more than a quarter of the gross domestic product of France. The city is also a major tourist destination.

The city has a total of 14 Metro lines, of which 12 operate as routes connecting the city centre to outer suburbs, and two operate as lateral routes around the city centre. The Metro is supplemented by a number of other modes, including 5 RER (Réseau Express Régional) urban figure A12.1 transit lines, that serve the outer berges de seine illustration parts of the Ile-de-France region (i.e. beyond the Metro termini), 6 Transilien suburban rail lines that serve areas not served by Metro or RER lines, 4 tramway lines in the outskirts of the city connecting to Metro and RER stations, and a large network of bus routes. In addition, 2007 saw the arrival of Velib, the city’s cycle hire scheme, which, with over 16,000 bicycles and 1,200 bicycle stations, is the second largest in the world.

Paris has a series of inner and outer ring roads (similar to the North and South Circular routes in London) that supplement a series of diametrically aligned motorways that feed into the city. Roads in the city, particularly the Boulevard figure A12.2 Périphérique ring road, have suffered from significant congestion. cont'd)( paris pedestrianisation illustration

78 roads − international case studies Chapter A12 | Pompidou Expressway Closure, Paris, France

It has maintained that popularity of the materials used for its transport policy with a strong theme of social equity construction and partnering with context (cont'd) and inclusivity by providing a beach Greenpeace to deliver sustainability In spite of the public transport for all Parisians, but particularly workshops at weekends. provision available in the city, transport surveys carried out in the those not able to leave the city city in the late 1990s highlighted during the summer. A new ‘beach’ The Paris Beach has been timed to an alarming trend of increased location was added in 2010 called coincide with the summer holidays private transport use in the city, the ‘Bassin de la Villette’ located in when many Parisians leave the city particularly in the inner and outer suburbs of the city. At the same time and road traffic is lower than usual. the 19th arrondissement, a more new laws came into force in France, deprived part of eastern Paris. Local media reactions suggest that stipulating that all conurbations the remaining traffic has been easily with populations greater than The Paris Beach demonstrates absorbed into alternative routes 100,000 must prepare a form of urban travel plan, entitled a Plan a commitment to sustainability, without significant disruptions. de Déplacements Urbains or PDU. through recycling the majority The Paris PDU was adopted at the end of 2000 for a five year period. before At this time 61% of all trips within the city of Paris were made by public transport and 31% by car. However trips made between suburban locations were dominated by the car, which was used for 82% of trips.

The primary aim of the PDU was to achieve a 5% reduction in private vehicle use for travel inside Paris and the inner suburb departments, and between Paris and the other departments, and a 2% reduction for travel within the outer suburbs and between the inner and outer suburbs. In order to achieve this figure A12.3 aim, the PDU targeted an increase of 2% in public transport use in the the pompidou expressway, prior to closure city as well as doubling the number of cyclists on the roads by 2006.

after

figure A12.4 the pompidou expressway. closed to traffic and with the paris plages installed

roads − international case studies 79 Chapter A12 | Pompidou Expressway Closure, Paris, France

In September 2012, Mayor Delanoë’s The roads where the Paris Beaches proposal to permanently close a are installed are closed three portion of the left banks’ Expressway, days before opening and re-open and narrow a portion of the right three days after the beach closes. bank was approved and works Installing the beaches takes place have begun. From November overnight. The sand (approximately 2012, a stretch of more than 1km 6,000 tonnes) and other materials (0.6 miles) on the right bank near are transported to the site by river the Hôtel de Ville will see the first boat which avoids the 200 heavy narrowing of the road to make way goods vehicles estimated would be for pedestrian corridors, riverside required to transport the materials walkways, bars and cafes. Then, in by road. Similarly, materials the spring of 2013, a 2.5km car- are dismantled and removed free zone will be implemented on the day the beach is closed. the left bank, between the Musée d'Orsay and the Pont de l'Alma, The Banks of the Seine is publicly with a riverside park, pedestrian funded in a partnership between the promenades, floating botanic City of Paris, the Prefecture of Paris gardens, flower-market barges, and Ile-de-France, the Prefecture of sports courts, restaurants and an the Police (the Parisian Police), the archipelago of artificial islands. Ports of Paris and the Water Agency of Seine-Normandy, the latter of Funding and implementation which gives a financial contribution for upkeep and restoration of The expected total cost for the heritage sites along the river banks. Bernes de la Seine which has figure A12.5 been approved by the Parisian Although 70% of the Paris Beaches paris plages and French governments, is projects were funded by private €40 million. This consists of: sponsors, corporate branding is kept to a minimum and is for »» €12.4 million road works the most part contextualised. and reduced mobility access For example in 2011, Disneyland for the two banks. Paris sponsored sculptors to build »» €8.6 million for the ‘archipelago’ Sleeping Beauty’s castle from sand. (a string of new articficial islands in the Seine). The Banks of the Seine is expected »» €2 million for landscaping and to be implemented in two phases, greenery on both banks. over a six month period. The »» €2.5 million for marketing first phase, on the right bank, is »» €6.8 million for resources, due to finish in Autumn 2012, equipment and servicing and the second phase is due to areas (e.g. public toilets). be completed in Spring 2013. »» €2.7 million for cross-sectional studies, coordination and contingency for risks. »» €5 million per year for on- going maintenance and running of the site.

80 roads − international case studies Chapter A12 | Pompidou Expressway Closure, Paris, France

Impacts of the project Air quality and Environment: Between 2001 and 2006, all indicators of air Much of the impact data published pollution in Paris improved, with the to date is related to Paris as a exception of summer ozone levels. whole and reflect the impacts 6% of the overall 32% reduction in of wider modal shift measures, nitrogen oxides (NOx), as well as including the Paris Plage initiative. all 9% of the reduction in carbon Mode share: Between 2001 dioxide (CO2) emissions, were and 2006, Paris saw: attributed to the reduced number of cars and trucks in the city. »» Decrease in private vehicle traffic by 20%. Air quality is expected to improve »» Decrease in HGV/LGVs by 11%. with the reduction of road traffic for »» Decrease in tourist buses by 11%. the Banks of the Seine project. A »» 12% increase in Metro ridership quantification of the improvement »» With the completion of the first was not included in the impacts Mobilien (BRT) corridors, bus assessment consultation document. ridership is also growing rapidly. before For the Banks of the Seine project, a 16% to 26% decrease in vehicle trips is expected along the right bank on the whole. However a slight increase, of less than 10% is expected on the left bank (for the area that will not be closed to traffic).

Modal share for cycling and walking is expected to increase as well as public transport usage.

Highway and Public Transport Journey times: The project site figure A12.6 includes the square in front of City place hotel de ville - before Hall and other key employment locations (most of central Paris). after It is likely to improve access to these areas by sustainable modes whilst reducing car access.

City Hall argues that motorists would see only six minutes added to their journey (via alternative routes) under the plans.

figure A12.7 place hotel de ville - after roads − international case studies 81 Chapter A12 | Pompidou Expressway Closure, Paris, France

Public realm: The improvements problems in the surrounding area to the public realm are, and were evident during this time; will be, significant. Increased however traffic is normally lower pedestrian access to the river between July and August because will be the main improvement. of the summer holiday season.

Noise levels will be significantly Servicing access: Access to parking diminished in the area of the left and servicing/waste collection is bank which will be pedestrianised, affected but has been identified in with a 20 decibel reduction the impacts assessment and planned expected. Other areas will not be for. During the summer, the beach is significantly affected by noise levels. cleaned nightly and the sand washed and oxygenated weekly. Riverside Road safety: Total road injuries access was utilised wherever possible in Paris overall decreased by for transporting materials including 25% between 2001 and 2005. waste. For the new permanent changes, a number of measures have Road safety is expected to be been put in place including placement improved further by reducing of waste bins and measures to traffic flows and speeds for the prevent waste entering the river. Banks of the Seine project. Public acceptance/reaction Economic impact: The beach attracts 2 million visitors annually, and up to In the first year of the Paris Beach, 300,000 daily for a location that does there was vocal opposition from not usually receive this flow of people. motorists and some politicians - but once the Paris Beach was open, and Physical accessibility: The project’s traffic disruptions were proven to be impact assessment reports significant minimal, this criticism subsided. generally increased accessibility, and specific improvements for those with Extensive public consultation was mobility impairments through better undertaken for the Banks of the pedestrian access, reductions in Seine project in January 2011, with traffic speeds and pedestrianisation 71% approval ratings. However, of the left bank. The entire site the then-Prime Minister Francois is designed to be accessible for Fillon blocked the approval for the those with reduced mobility. project. When the Socialist party gained power in 2012, the new Prime Daily usage: On the first day the Minister removed the block and the Paris Plage was open, it attracted project was approved to proceed. approximately 600,000 visitors. Throughout the rest of the month, The Paris Beaches have gained it attracted a total of 2 million extensive media coverage and visitors. No significant traffic drawn worldwide attention.

82 roads − international case studies Chapter A13 | Cheonggye Elevated Motorway Removal and Waterway Restoration, Seoul, South Korea,

Project: Cheonggye Elevated Motorway Removal and Waterway Restoration Location: Seoul, South Korea Year: 2003 – 2005 Cost: US$386 Million A13

Reasons for the project Rapidly deteriorating infrastructure, high levels of pollution and low »» To solve safety and structural property values in the surrounding issues with existing motorway areas prompted the Seoul and infrastructure. Metropolitan Government to remove »» To restore the watercourse the motorway and open the stream. and habitat of the Demolition work began in 2003 and Cheonggyecheon stream. a 3.6 mile linear park was officially »» To revitalise historic downtown opened to the public in 2005. New and further develop the economy 2 lane one-way streets line either in Central Seoul. side of the park. An extensive BRT system and other bus improvements Short project description were implemented to compensate The Cheonggyecheon (Clear Valley for the reduction in vehicle lanes. Stream) is a former seasonal waterway that flows through Central Seoul. As development began to intensify around the stream it became increasingly contaminated. It became so polluted that in 1958, the government initiated a program to bury the stream under a roadway. An elevated motorway system was subsequently built from 1967 to1976. These roads combined carried approximately 168,000 vehicles per day.

figure A13.0 map showing the location of the cheonggyecheon (in red) relative to the city and the han river

roads − international case studies 83 Chapter A13 | Cheonggye Elevated Motorway Removal and Waterway Restoration, Seoul, South Korea,

city context The Project At first, this project was seen as a This project was completed in the symbol of Korean development. The Cheonggyecheon area of centre of Seoul, the capital of South By 2003, more than 168,000 Korea. The metropolitan area had Seoul, South Korea encompasses vehicles per day were travelling a population in 2010 of over 23.5 the Central Business District, through the area and air pollution, million people and an extremely Dongdaemun and Outer (north- high population density of 16,000 traffic congestion and economic 2 eastern) areas of the city. Comprised people/km . The Cheonggyecheon decline were becoming increasingly stream flows west east through of office, retail and residential, this problematic. In the early 2000s, the city and into the Han River area was formerly the economic including 3.6 miles through heavily the Cheonggye road system was in centre of the city and an industrial populated urban environments. need of repair and restoration if it hub. The Hawanghak-dong market In 2009 63% of motorised journeys was to keep functioning as a major with over 500 shops is also located were by public transport (28% by thoroughfare. It was estimated that bus and 35% by rail). Cars were in the area. The defining feature of the cost to repair the structure would used for 26% of motorised trips. this area is the Cheonggyecheon be over 100 billion South Korean Data for walking is not available. stream. As development intensified Won and would require closure of around the stream, it became the highway for over three years. increasingly polluted, acting as an open air sewer. Plans for the Policies and the vision for the city installation of underground sewers had changed significantly since and the burying of the stream the roadway was built. There was began in the 1950s. Completed a shift from growth at all cost to in 1976, the Cheonggye Elevated sustainability. This was capitalised Motorway and Cheonggye Street on by mayoral candidate Lee Myung- changed the area drastically. bak who won the election on the basis of a plan to demolish the roadways and restore the stream. before This project began in 2003 with the closure and subsequent demolition of the motorway. Construction was completed in 2005 when the 3.6 mile linear park and creek was officially opened to the public.

figure A13.1 Between September 2003, a few elevated motorway covering months after the freeway’s closure, the stream and October 2004 the volume of traffic passing through central Seoul declined by 9.1%. Over the after same period, during which fuel prices also increased, citywide traffic was reduced 5.9%.

figure A13.2 the restored stream

84 roads − international case studies Chapter A13 | Cheonggye Elevated Motorway Removal and Waterway Restoration, Seoul, South Korea,

Funding and implementation Impacts of the project transport policy context This project was a component of a This project was initiated and The following impacts have much larger city wide planning policy managed by the Seoul Metropolitan been reported by the Seoul to encourage sustainability in the transport network. This was to be Government. It was entirely Metropolitan Government: achieved by managing demand and publicly funded. Demolition and expanding the public transit network. Mode share: construction works were divided Demand management initiatives into three sections, each with their »» Contributed to a 15.1% increase implemented prior to the own bidding process and design. in bus patronage and 13.7% removal of the roadway: increase in subway ridership in »» Private vehicles with fewer The budget for the project was Seoul between 2003 and 2008. than three occupants were US$357 million (2003), and the »» The number of vehicles passing charged 2000 won to entering the CBD (1996). actual cost US$386 million. However through downtown decreased by »» ‘No driving day’ introduced to these figures were provided by the 9%. Before and after traffic counts encourage resident to leave their Seoul Metropolitan Government, for the corridor are unavailable. car at home one day per week. and external sources claim that the Incentives include half-price tolls, 10-20% discounts at public costs were actually much higher. Highway and Public Transport car parks, a 5% reduction in Journey times: There are conflicting taxes, fuel, maintenance and reports about vehicle journey car wash discounts (2003). time. Some research claims that »» Parking management including regular fee increases for public vehicle travel times are slightly parking (1997), reducing slower than pre-implementation, the supply of public parking while other research claims downtown (2004), lowering parking requirements for that they are slightly faster. commercial development, and establishing a residential parking permit program. »» Increasing fuel taxes. »» Implementing an incentive-based TDM program for employers.

Public transit improvements:

»» Built a BRT network with median bus-only lanes and stations (1996). »» Expanded BRT in 2005 and again in 2007 to a total of seven routes (42 miles). »» Currentl plans to expand the BRT network to 12 routes (73 miles). »» Fundamentally restructured City’s bus system (2004). »» Kerbside bus-only lanes expanded for regular services (2004). »» Other improvements to public figure A13.3 transit including integrated the cheonggyecheon river, shown fares, scheduling and branding here in 2008, is a popular destination and introduction of a smart for over 60,000 visitors per day, both card and ITS technology. locals and tourists alike

roads − international case studies 85 Chapter A13 | Cheonggye Elevated Motorway Removal and Waterway Restoration, Seoul, South Korea,

Air quality: Reduced NO2 by 35% Ecology: From 2003-2006, overall and PM10 by 19% (2003-2006). biodiversity increased by 639%: plant species increasing from Public realm: Urban heat island 62 to 308, fish species from 4 effect was reduced as summer to 25, bird species from 6 to 36, temperatures in the park are 3.3 aquatic invertebrate species to 5.9 degrees (C) lower than at from 5 to 53, insect species from locations a quarter-mile away. 15 to 192, mammals from 2 to 4, and amphibians from 4 to 8. Economic impact: »» Land values of adjacent Daily usage: Attracts approximately parcels increased by an 90,000 visitors per day, 30% from average of 30% (2003-2006) outside the metropolitan area. (Kang & Cervaro, 2009). »» Two historic bridges restored Public acceptance/reaction (the Gwanggyo Bridge had been Public acceptance of the project is hidden under the highway, reported as being overwhelmingly while the Supyogyo Bridge had high with a government survey been relocated to a park). claiming that 79.1 per cent of »» Economic benefits of $8.5 residents supported the plan. to $25 billion (USD) and However, there was opposition to approximately 113,000 new jobs. the project as it displaced a market and numerous street vendors. figure A13.4 (approximately 1,200 businesses). public survey (nov 2005) The market was relocated to a nearby stadium. The former mayor was also very opposed to the project due to concerns over the Air potential gentrification of the area. Water Overall the public reaction to the project appears to have Noise been very positive. A public survey was undertaken after Odour completion and improvements Daylight were acknowledged by over 75% of respondents in all categories. Wind

0% 25% 50% 75% 100%

V improved Improved Unchanged

86 roads − international case studies Chapter A14 | Embarcardero Freeway Re-development, San Francisco, USA

Project: Embarcardero Freeway Re-development Location: San Francisco, USA Year: 1991-2000 Cost: $50 million A14

Reasons for the project The re-development project also resulted in: The main reasons for the Embarcardero Freeway Re- »» Around 100 acres of land development project were to: converted into new public spaces. »» Improved access to the city’s ferry »» Redevelop the waterfront terminal which was renovated area of San Francisco as a mixed use facility of »» Help reconnect the area to 65,000 sq.ft of marketplace and the rest of the downtown 175,000 sq.ft of office space. region, which was previously »» emergence of a new separated by the Embarcardero neighbourhood, Rincon Hill, at the Freeway in its original form. southern end of the Embarcadero. Removing the double decker freeway was also assessed to be Other sections of the promenade to less costly than repairing it. the north of the Embarcadero were also re-developed at the same time.

Short project description The Embarcadero Freeway Re-development project was undertaken following the collapse of the original freeway that was caused by an earthquake in 1989. The previous 1.2 mile elevated freeway (part of State Route 480) was demolished and replaced with a ground-level “boulevard” to encourage re-development of the San Francisco waterfront area. The new boulevard is a six-lane general traffic road that runs along the waterfront along with the metro line F (Market and Wharves).

figure A14.0 the redeveloped embarcardero freeway with tram lines

roads − international case studies 87 Chapter A14 | Embarcardero Freeway Re-development, San Francisco, USA

city context The Project decided that the freeway would San Francisco is the financial and be demolished and a new ground- The Embarcadero Freeway was a cultural centre of Northern California. level boulevard built in its place. It is the 4th most populous city in double-decked, elevated highway, California (and 14th in the USA), with built in 1959, and was originally The new boulevard is a six-lane just over 800,000 inhabitants. The intended to link the two main bridges metropolitan area has 7.6 million road that runs along the waterfront. of San Francisco, the Golden Gate inhabitants. It is the second most In between the two directions of densely populated city in the USA, and Bay bridges, via the waterfront, traffic, the metro line F (Market and behind New York City. Famous for but construction never reached its architecture and landscape, Wharves) serves the area. The F all the way to Golden Gate. Until San Francisco is a popular tourist line was opened in 1995, with the 1989 the freeway was one of the destination, and was rated 35th in the Embarcadero extension completed 100 most visited cities in the world. busiest roads in San Francisco, in 2000. It is the only line to be The city is a primary finance and with 70,000 vehicles using the banking centre, lying in 12th place in operated in the city as a heritage road each day at its peak. The the top 20 global financial centres. street car service. It is run by the Embarcadero Freeway effectively San Francisco is notorious for its city’s municipal railway authority, cut off the city from the waterfront earthquake activity, given its location but is also supported by a group and resulted in long ramps running above the San Andreas and Hayward of streetcar enthusiasts that raise Fault. The 1989 earthquake was the deep into the surrounding areas. last major earthquake that resulted funds and help to restore vintage in fatalities, though smaller scale streetcars for use on the service. In 1989, the Loma Prieta earthquake tremors occur at least once a year. struck San Francisco, causing billions As a result of this, the city’s building In total, around 100 acres of land regulations have been significantly of dollars’ worth of damage to the previously occupied by the freeway upgraded, with older buildings city’s infrastructure, and irreparably retrofitted and new developments and feeder roads were made damaging the Embarcadero subject to tighter engineering available by the demolition of the Freeway. The cost of reconstructing constraints, to ensure the city is as freeway. This land was converted into “earthquake proof” as possible. the freeway was thought to be a new public plaza and waterfront too costly for the city. It was promenade. The new, open layout of the road allowed for improved access to the city’s ferry terminal, the before Ferry Building. The Ferry Building is a 2.8 acre site which, as part of the development, underwent significant renovation works between 1999 and 2003. The site operates now a mixed use facility, featuring a 65,000 sq ft marketplace with a further 175,000 sq ft of office space on upper floors, whilst continuing to operate as a ferry terminus. Other sections of the promenade to the north of the Embarcadero, in particular Fisherman’s Wharf, were also re-developed at the same time. figure A14.1 embarcardero freeway before The re-development of the freeway removal of the double-decker highway also resulted in the emergence of a new neighbourhood, Rincon

88 roads − international case studies Chapter A14 | Embarcardero Freeway Re-development, San Francisco, USA

Hill, at the southern end of the Pubic realm: More than 100 transport policy context Embarcadero, where previously acres of land along the waterfront When the original freeway was the land had been part of the that had once been dominated constructed in the 1950s, it was the view of the city council that freeway link to the Bay Bridge. by the elevated freeway gave the construction of new freeways Nearby there is a new baseball way to a new public plaza and in the city would lead to greater venue, AT&T Park, which was waterfront promenade. economic prosperity. San Francisco's opened in 2000 and currently 1948 Trafficways Plan proposed a Regeneration: The removal of complex network of eight freeways holds nearly 42,000 spectators. crossing San Francisco to complete the freeway and its ramps in the the regional highway system Funding and implementation South of Market district in part and to respond to growing traffic allowed significant residential congestion. However, the large scale The demolition of the damaged freeway construction programme development to take place. As freeway began in 1991. Construction was significantly scaled down as of 2008, approximately 7,000 of the new boulevard began in 1993 a result of the public opposition additional housing units were to the plan (often referred to as and was fully completed by 2000. under construction or planned “The Freeway Revolt”), meaning The cost of demolishing the old that the Embarcadero Freeway in the Transbay and Rincon Hill freeway, and then building a new never did reach the Golden Gate neighborhoods, many of them in Bridge as it was intended to do. ground level highway, together with former freeway rights-of-way. landscaping of the new boulevard, In 1973, the San Francisco adopted the "Transit First Policy", giving cost approximately $50 million – this Dense commercial development priority to public transport as the compares to the $69 million it was has lined the street, housing in centerpiece of transportation policy and adopting street initially estimated that reconstruction the area increased by 51% and of the former Embarcadero capacity and parking policies to jobs have increased by 23%. discourage increases in car use. Freeway would have cost. During the 1970's and 1980's the Following the demolition of the Bay Area Rapid Transit System Impacts of the project freeway and the subsequent (BART) began services. Usage: As of 2000, traffic on the reclamation of the waterfront, In 1985, $171 million proposals downtown San Francisco’s tourism were agreed by the city council Embarcadero was approximately to demolish the road in order to 26,000 vehicles per day, less than industry grew impressively. Between construct a surface boulevard half of the 70,000 daily vehicles 1995 and 2000, visitor spending and streetcar extension (as was that the old freeway carried. citywide increased 39%. Though eventually built), but by this point the city’s residents (and sections of tourism declined following 9/11, the council) believed that without Mode share: The introduction of the re-opening of the Ferry Building the freeway, the road network would the F-Market and Wharves streetcar on the waterfront also resulted be unable to cope with traffic levels, along the Embarcadero and in increased visitor spending. and the project was called off. replacement of the old bus route on Following the 1989 earthquake, the the street has seen transit ridership Physical accessibility: Physical cost of demolishing the freeway and replacing with a surface- in the corridor increase significantly, accessibility to the waterfront level boulevard was estimated to over 20,000 passengers per was greatly improved following to be cheaper than rebuilding it, day. Ferry service and ridership has the project, with the old freeway and so the decision was taken also increased in recent years. having acted as a major barrier to to proceed with demolition, the waterfront buildings and the in spite of concerns from the nearby Chinatown businesses, Congestion: Following the 1989 Ferry Terminal. The re-development who feared it would result in closure of the freeway, counts allowed also for the new streetcar them losing their livelihoods. indicated that much of the remaining line to be developed, linking The San Francisco General traffic was displaced onto alternate the Embarcadero to the rest of Plan now sets out objectives routes to and from the Bay Bridge. Downtown San Francisco. and policies for transport and development in the area.

roads − international case studies 89 Chapter A14 | Embarcardero Freeway Re-development, San Francisco, USA

Public acceptance/reaction In the 1980s there were discussions about the freeway’s future, and The initial construction of the double- in 1985 the San Francisco Board deck freeway caused significant of Supervisors voted to demolish controversy in the local area in the the freeway. However, when the 1950s – and when extensions to decision was put to voters in 1987, a the freeway were proposed in 1964, clear majority voted for the freeway 200,000 marched in protest in to be preserved. Following the Golden Gate Park. The wave of anti- 1989 earthquake, the California freeway sentiment in part caused the Department of Transport (Caltrans) proposed extensions to be shelved. began to plan the re-development of the double-deck freeway, however support grew within the city to demolish the freeway once more.

after The main opposition to the demolition came from businesses in Chinatown, who had lost significant business following the closure of the freeway and feared that it would not return if it were not restored to its original state. Nonetheless the city’s Mayor continued to negotiate with city officials, and the demolition began in 1991. However, the Mayor was defeated in his bid for re- election later in 1991, in part due to the switch in support of Chinatown residents following the demolition.

figure A14.2 after redevelopment of the highway

90 roads − international case studies