The Freeway Revolt: Difference between revisions
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Today, San Francisco's freeways have changed again, thanks to the Loma Prieta 1989 earthquake. The much maligned Embarcadero Freeway has been removed, as has an unsightly spur of the Central Freeway. A raging debate over the future of the Central Freeway ramps that go north across Market was finally resolved and has now been replaced by the surface Octavia Boulevard. The 101-280 interchange was a mess from 1989 to 1996. New offramps were added to I-280 to serve a new waterfront roadway and the planned Giants ballpark at China Basin in 1997, but no new freeways will be built in San Francisco. New transit money goes to BART and MUNI, while Caltrans and SF Dept. of Public Works continue to spend vast quantities of social wealth on maintaining the San Francisco road system. The rapid rise in value in both areas where freeways were removed, along the now open waterfront, as well as the rapidly gentrifying Hayes Valley/Civic Center area, show that profits can be drawn from forward looking urban planning, de-emphasizing cars and re-emphasizing neighborhood, community, and nature. But most U.S. urban planners still adhere religiously to the cult of the car, hence constant efforts to expand roads and parking at the expense of numerous more sensible alternatives, from decent mass transit to ubiquitous bikeways. | Today, San Francisco's freeways have changed again, thanks to the Loma Prieta 1989 earthquake. The much maligned Embarcadero Freeway has been removed, as has an unsightly spur of the Central Freeway. A raging debate over the future of the Central Freeway ramps that go north across Market was finally resolved and has now been replaced by the surface Octavia Boulevard. The 101-280 interchange was a mess from 1989 to 1996. New offramps were added to I-280 to serve a new waterfront roadway and the planned Giants ballpark at China Basin in 1997, but no new freeways will be built in San Francisco. New transit money goes to BART and MUNI, while Caltrans and SF Dept. of Public Works continue to spend vast quantities of social wealth on maintaining the San Francisco road system. The rapid rise in value in both areas where freeways were removed, along the now open waterfront, as well as the rapidly gentrifying Hayes Valley/Civic Center area, show that profits can be drawn from forward looking urban planning, de-emphasizing cars and re-emphasizing neighborhood, community, and nature. But most U.S. urban planners still adhere religiously to the cult of the car, hence constant efforts to expand roads and parking at the expense of numerous more sensible alternatives, from decent mass transit to ubiquitous bikeways. | ||
[[Freeways | [[Freeways Never Built, or Unbuilt after 1989 quake| More on the freeways that were planned, some built, most not]] | ||
Revision as of 00:08, 18 January 2011
Historical Essay
by Chris Carlsson
New ramps to Washington and Clay Streets from the Embarcadero Freeway, August 15, 1965.
Charles Cushman Collection: Indiana University Archives (P14851)
Freeway protestors walk along Embarcadero, old Embarcadero Freeway and Ferry Building in background, c. 1964
Photo: San Francisco History Center, SF Public Library
In the 1950s, the California Division of Highways had a plan to extend freeways across San Francisco. At that time the freeway reigned supreme in California, but San Francisco harbored the seeds of an incipient revolt which ultimately saved several neighborhoods from the wrecking ball and also put up the first serious opposition to the post-WWII consensus on automobiles, freeways, and suburbanization.
Early plan for 8-lane freeway to cut under Russian Hill on its way from the Embarcadero to the Golden Gate Bridge
The Haight-Ashbury Neighborhood Council (HANC), one of the city's oldest and most persistent neighborhood groups, dates its origins to the initial struggles against the proposed Panhandle-Golden Gate Park freeway, which was to extend the central freeway up the Oak/Fell corridor, slice 60% of the Panhandle for the roadway, and tunnel under the north edge of Golden Gate Park before turning onto today's Park Presidio towards the Golden Gate Bridge.
On November 2, 1956 the San Francisco Chronicle graciously published a map of the proposed and actual freeway routes through San Francisco even though its accompanying editorial was already chastising protestors: "The remarkable aspect of these protests and claims of injury is their tardiness. They concern projects that have for years been set forth in master plans, surveys and expensive traffic studies. They have been ignored or overlooked by citizens and public official alike—until the time was at hand for concrete pouring and when revision had become either impossible or extremely costly. The evidence indicates that the citizenry never did know or had forgotten what freeways the planners had in mind for them."
Highway 101 just south of Cesar Chavez exit, 2007
Photo: Chris Carlsson
James Lick Freeway under construction in 1953: San Francisco's first. Seals Stadium, the old ballpark is visible in center-left of photo
Photo: Ed Brady
Just three years earlier San Francisco had opened what became known as "hospital curve" both for its location behind General Hospital and its high rate of accidents. On October 1, 1953 the Bayshore Freeway opened from Army to Bryant/7th Street, nearing a later direct link with the Bay Bridge. San Franciscans could now drive three unmolested miles of "divided no-stop freeways" from Alemany to Bryant. But as the plans unfolded, public opposition grew. By the time the Embarcadero Freeway was nearly under construction in 1958, a loud opposition had formed, going on to campaign for its removal after its completion. Over 30,000 people signed petitions at meetings organized in the Sunset, Telegraph and Russian Hills, Potrero, Polk Gulch and other threatened areas. In 1959 The Supervisors voted to cancel 7 of 10 planned freeway routes through the city, much to the shock of the Department of Highways and the state government. But that was not the end of the freeway revolt.
Proposed freeway routes
Freeway builders continued to resurrect various routes, encountering persistent, well-organized resistance by San Francisco neighborhoods. In 1964 the Panhandle-Golden Gate Freeway plan reached a climax, with a May 17 rally at the Polo Grounds to save the Park, featuring a "Natural Anthem" and a dedicated tune by Malvina Reynolds, the famous left-wing folk singer, and a speech by poet Kenneth Rexroth. Months later, in a final, climactic 6-5 vote, the Board of Supervisors rejected the Park Freeway on October 13. Black supervisor Terry Francois cast the deciding vote, delivering a point-by-point six-page rebuttal to the pro-freeway arguments. (It is interesting to note that the other No-votes on that Board were future mayor George Moscone, future CAO/auto dealer and consumer of sexual services Roger Boas, future Lt. Governor Leo McCarthy, William Blake and Clarissa McMahon. In favor of the freeway were "progressive" supervisors Jack Morrison, Joseph Casey, Jack Ertola, Joseph Tinney and Peter Tamaras.) Mayor Jack Shelley was all for it, as was the Labor Council from which he hailed. The Supervisors' Transportation Committee had received a petition with 15,000 signatures, 20,000 letters and telegrams, and had received opposition from 77 community organizations.
New Bayshore Freeway soon after opening, April 7, 1955. View from Bernal Heights southeast, with Bayview Hill in background.
Charles Cushman Collection: Indiana University Archives (P08309)
View southeast from Bernal Heights towards Bayview Hill, 2009.
Photo: Chris Carlsson
Today, San Francisco's freeways have changed again, thanks to the Loma Prieta 1989 earthquake. The much maligned Embarcadero Freeway has been removed, as has an unsightly spur of the Central Freeway. A raging debate over the future of the Central Freeway ramps that go north across Market was finally resolved and has now been replaced by the surface Octavia Boulevard. The 101-280 interchange was a mess from 1989 to 1996. New offramps were added to I-280 to serve a new waterfront roadway and the planned Giants ballpark at China Basin in 1997, but no new freeways will be built in San Francisco. New transit money goes to BART and MUNI, while Caltrans and SF Dept. of Public Works continue to spend vast quantities of social wealth on maintaining the San Francisco road system. The rapid rise in value in both areas where freeways were removed, along the now open waterfront, as well as the rapidly gentrifying Hayes Valley/Civic Center area, show that profits can be drawn from forward looking urban planning, de-emphasizing cars and re-emphasizing neighborhood, community, and nature. But most U.S. urban planners still adhere religiously to the cult of the car, hence constant efforts to expand roads and parking at the expense of numerous more sensible alternatives, from decent mass transit to ubiquitous bikeways.
More on the freeways that were planned, some built, most not
