Allan Appel Photo
Ethan Covin rides his bike 12 miles from Cheshire to work in downtown New Haven along the Farmington Canal Greenway trail. In years to come he might ride through a tunnel that could become one of New Haven’s great new public spaces, and a tribute to the city’s history and archeology.
That was one of the predictions that emerged at a public meeting Thursday night as the city revealed the preliminary design plans for the final phase of the New Haven portion of the canal line biking and hiking trail. The meeting took place at the Hall of Records on Orange Street.
Currently 1.7 miles of the trail in New Haven are complete from Lock Street to the Hamden town line. The last piece of the trail to be finished runs from Hillhouse Avenue to Long Wharf pier.
It contains a 300-foot tunnel section running underground between Temple and Whitney, before it rises and transitions to street level at Orange and Grove.
Architect Dean Sakamoto, who is helping to design this section, called it “an opportunity to gain another public space. It’s one of the few places in the city to experience the true canal bed and railroad site.”
Twelve years after the canal was completed in 1835, a rail bed was laid. The imposing masonry walls on both sides are only one aspect of what participants described as a fascinating site of urban archeology where the history of an era and a city can be traced.
Although plans are still in flux, Sakamoto said his design called for a frame the length of the tunnel. The frame would allow for hanging of signage, both archeological and historical, as well as slats to look at, but not touch, different kinds of stones from different eras, for example, as well as other aesthetic features.
He likened it to a modest version of New York’s High Line Park, which he termed a a fine example of conversion of urban structures into public space.
“We can call ours ‘Low Line,’” he said.
And there will be lighting, lots of it, by day and by night.
Due to security concerns expressed by Yale, which is paying for its section from Hillhouse Avenue, the city has concurred in the gating the tunnel at both ends.
City Plan Director Karyn Gilvarg said that the tunnel would likely be lit not only by day, but unlike other park areas might be open well past sunset too.
“Will it be a place you want to linger and look?” an audience member asked.
“Yes, we hope so, “ came her answer.
She said it remained to be worked out what organization – for example, Yale University or Town Green Special Services District staff – would be responsible for shooing people out of the tunnel when it closes at night.
The entire below-grade section would have ramps and steps leading up to, for example, to street level sidewalks, or to abutting arts institutions, such as the Creative Arts Workshop.
Gilvarg said these organizations neighboring on the below-grade section of the trail are excited about the possibilities.
Sakamoto suggested that the walkway from the below ground section of the garage to Grove Street become a new location for public art.
On-Surface Route
In addition to the tunnel, designers unveiled the “preferred option” of the trail route on the surface streets from Orange and Grove to its terminus at Long Wharf pier.
It will feature sharrows, not dedicated bike lanes but lanes marked with symbols that indicate they are to be shared by bicycles with vehicles the full route to the harbor.
Although still in flux, the route goes roughly along Grove to Olive. Then right on Olive to Water Street. There it doubles back briefly toward State, where it crosses Water and picks up the “Vision Trail,” a now overgrown path originally created to link the Special Olympics site to downtown. The route circles behind the main post office, skirting Ikea, finally crossing Long Wharf Drive at Canal Dock Road and then down to its terminus.
Audience members including Chris Ozyck and trail board members Dick Lyons and Lisa Fernandez (pictured) said they would have preferred the trail to run south along State instead of Olive, and to make a safer crossing of Water at Union. They contended that State has a broader expanse and better intersections. It would also enhance the yet undeveloped city land between the railroad and State Street.
Vince McDermott of Milone & MacBroom, the city’s contracted design team, said these ideas would be considered before more detailed documents are presented in the fall. Many of the details of the route also await changes occurring as a result of the ongoing I‑95 construction in the area.
These mild critics, however, agreed with Gilvarg that neither the funds nor the timing are right to take on the State Street alternative. They said they’re pleased to have the trail out there, and it could ultimately be modified by use. Greenway President Fernandez complimented the city’s team on its “tremendous creativity and dedication” in the solutions it found thus far.
City Plan Project Manager David Barone put the total cost of this final New Haven phase at $7.6 million, with a 20 percent local match by the city. That is being shared roughly equally by the city and Yale University.
Michael Lopez, who sleeps down in the tunnel area in the warmer months, said he would just have to find another place now once the work begins.
Barone said contractors could be selected as early as spring a year from now, with actual construction beginning in August 2011.
The plans are up on City Plan’s website, with these latest revisions to be updated next week.
I may have missed something but this:
Michael Lopez, who sleeps down in the tunnel area in the warmer months, said he would just have to find another place now once the work begins.
seems a little out of place. Further explication seems warranted.