Farmington Canal Greenway Gets Rolling

According to this report in the New Haven Register, the City of New Haven has bid out Phase 3 of the Farmington Canal Greenway, which will connect from the trail's current end on Shelton Avenue up to the Hamden border. Simultaneously, Hamden has now begun construction on its last remaining section, which runs from Hamden High School to the New Haven border. This means that the linear park should be largely completed by mid-2009, providing a continuous off-road walking and bicycling trail from Downtown New Haven running about a dozen miles into Cheshire and then (with a few remaining gaps) a total of 84-miles to Northampton, Massachusetts. Now, if only the thing would show up on Google Maps.

Phase 4 of the trail, which is currently in design, will run from the current trailhead on Hillhouse avenue to Canal Dock Road on the New Haven Harbor. Yale University has done incredible work paving, lighting and maintaining the first half of the section of trail running through its campus, from Prospect to Hillhouse Avenue (also soon to be the home of two fantastic pedestrian bridges), and has provided close to a million dollars to complete the portion of Phase 4 which runs through another block or so of its campus.

Thanks to the design and site planning of Diana Balmori and Cesar Pelli, the multi-use trail helps provide a stunning setting for Yale's new Malone Engineering Center (see photo). Hopefully Mack Scogin and Merrill Elam's new Yale University Health Services building, which is under construction just a block up the street, will have a similar relationship to the adjacent path.

Trail greenways like the Farmington Canal have a massive impact on the local environment and economy. According to the National Association of Realtor's 2002 Consumer's Survey on Smart Choices for Home Buyers, trails ranked as the second most important community amenity out of a list of 18 choices. Studies have shown that trail proximity adds about 10% to the value of homes and that homes adjacent to greenways sell much more quickly. In an era when only 10% of children walk to school, these trails are also critical resources to promote recreation and public health. More Greenways are planned to connect with Downtown New Haven over the coming years: the Harborside Greenway running from Lighthouse Point (and points beyond) around New Haven Harbor to West Haven will connect with the Fair Haven and West River waterfront trails. All four of New Haven's rivers (counting Morris Creek) will then be connected to one another by a system of "green" biking and walking routes, essentially enabling any resident to get anywhere in the city without needing to travel on busy urban streets.

Unfortunately, despite their obvious benefits and relatively low cost, these trails have been taking more than two decades to complete. Part of the reason is the fact that over 60% of our state's transportation funding is spent on highways, whereas less than 1% goes to bicycle and pedestrian projects. Call all of your elected officials today and ask them to keep these projects moving along!

Pelli Celebrates Architecture, Walkability at Downtown Event

The New Haven Independent reports today on the Town Green Special Services District's 10th anniversary event. The highlight of the event was a one hour lecture by internationally-renowned architect Cesar Pelli, who discussed projects throughout New Haven and around the world. He also explained why his office, which currently employs close to 100 architects, is located in Downtown New Haven. His explanation found a chord of agreement around the packed room.

"People ask me why I don’t live in New York. I think New York is too noisy, too distracting. New Haven is ideal for an architect. After a typical day of work, at 5:30, you can walk home and have a nice dinner with your family. Then, later in the evening, around 8:00, we all come back to work. That would never happen in New York City - it would be impossible."

“In what other city in the world does half of your staff walk to work? I even walk to work, sometimes.”

In showcasing his projects, Pelli kept referring to the critical need for walkability and developing an interface and dialogue with surrounding city streets. He was particularly proud of his newly-completed, $450-million Carnival Center for the Performing Arts in Miami, which closes down a section of U.S. Highway 1 at times so as to activate a pedestrian plaza between two buildings (see photo above courtesy of Critical Miami - how's that for traffic calming?).

In response to a question, he also stated his belief that civic, public projects "should always be more important than" private-sector projects. A native of Argentina and the recipient of hundreds of architecture awards, Pelli is currently on one of the teams applying to develop the former New Haven Coliseum site and Long Wharf Theater.

Pelli's speech was the capstone on the city's successful "Wine Dine Design" series, which discussed architecture and the future of New Haven, receiving widespread local and national attention. In addition, Stewart Johnson of Hull's, Wareck Real Estate chief John Wareck and SeeClickFix founder Ben Berkowitz received awards for their civic engagement. Town Green District Executive Director Scott Healy predicted that SeeClickFix would "soon be sweeping the nation." Expect to hear more on that this summer.

Meanwhile, a post from our neighbors at BlogStamford outlines some of the other reasons for promoting walkable urban districts.

Arts & Ideas Festival tours New Haven

The Arts & Ideas Festival has wrapped up its series of public walking and bicycling tours, many of which focused on Downtown New Haven's rich panoply of history and culture. The tours were hosted by the New Haven Preservation Trust, Elm City Cycling and the Broadway Merchants Association. Check these links for media coverage of the New Haven public art and public sculpture bicycle tour, Hillhouse Avenue historic district walking tour, and "free speech" bicycle tour. Other tour sites featuring Downtown New Haven included sacred architecture, waterfront neighborhoods, city planning and art galleries. Upcoming summer bicycle rides, including the Wednesday Night Ice Cream Rides, are posted on the calendar at http://www.elmcitycycling.org/. Group walking tours can be arranged by contacting Design New Haven and other Downtown organizations.

Momentum Builds for Bike-Friendly Union Station

The New Haven Register reports today that the city has received a $10,000 grant to improve bicycle access at Union Station, and also has submitted a federal funding request for $145,000 for on-street dedicated and shared bike lanes connecting Union Station to Downtown New Haven and neighborhoods to the south and north of the city, which themselves have bike routes planned to connect with other sections of New Haven. The funding requests and grants also contain provisions for improved bike storage (with something like the photo at left, from a small Swedish train station, as the eventual goal in terms of encouraging use). More specifics on a proposed route can be found in the article:

"The bike lane, signage and striping would take place along Orange and Humphrey streets, Whitney Avenue, Temple, George, Church and Crown streets and Union, Howard and Columbus avenues with $15,900 for bike racks and covered parking at the rail station."

Improved bicycle routes and parking at Union Station would not only provide improved efficiency for commuters, but would also potentially have a major impact on the city's economic development, public health and traffic safety, as bicycle lanes also tend to calm traffic, promote walkability, raise real estate values, increase bicycling use, help citizens save millions of dollars per year in commuting costs, and promote local retail districts. They could also have an impact on suburban areas, by making the land near train stations on Metro North, Shoreline East and the New Haven-Hartford-Springfield line more valuable.

Of course, to be truly effective and enable the majority of city residents to feel comfortable commuting via bicycle, designated bike routes must also be combined with traffic calming treatments that reduce vehicle speeds and create safer intersections. As the number of cyclists in Downtown New Haven continues to grow, transit ridership increases, and the potential citywide economic benefits of improved traffic safety are more widely understood, the political will for implementing these types of strategies -- which have been in use for decades in many other cities and countries -- will hopefully increase.

WTNH-8 also ran a video news segment on this story, with great images of overflowing bike racks at the train station and footage of Elm City Cycling's recent "Bike to Work Day/BTW Breakfast." Also see separate WTNH news coverage here (video) and here (story). The $10,000 grant application was made possible based on the city's recent application to LAB for designation as a bicycle-friendly community. Click here for a thread summarizing previous DNH coverage of bicycle access on trains and at Union Station.

Citywide Petition for Safe, Livable Streets

Original post, 5/24/08: Numerous studies have shown that safe, livable, walkable streets that encourage a sense of community are absolutely essential for cities that wish to promote public health, economic development, alternative forms of transport, the environment and social equity.

A citywide "petition for safe streets" -- which, among many other specific measures, calls for strict 15-20MPH speed limits in areas with dense concentrations of pedestrians like some of those surrounding Route 34 -- is being sponsored by a number of community groups, organizations and elected officials in New Haven. The petition may be viewed here. The document will be used to lobby for major change at the local and state level. Please feel free to circulate.

Update 5/27/08: A new umbrella website for the safe streets coalition has now been launched.

Update 5/29/08: An informational post from the Downtown-Wooster Square Community Management Team listserv:

The coalition for safe streets has many goals, which might be summarized as three distinct components:

1) Immediately reducing the number of deaths and injuries on our streets by 50% by 2009 and 90% by 2015. Virtually all of these are preventable. The number of New Haven residents currently being injured on our streets is ethically unacceptable, particularly when one considers that fewer than 30% of injuries are even ever reported to the hospital, and fewer than 1% to the news media -- even though almost all of us have had friends or relatives killed or permanently disabled in traffic incidents. By supporting the petition, New Haven is signaling that it absolutely and unequivocally can not and does not accept the current situation on our streets.

2) Raising education and awareness about the issue of traffic safety among the entire community, so that citizens can take preventative measures to ensure their own safety, mobilize around the issue and work for long-term changes that will benefit their neighborhoods, their health and their overall well-being. That includes protecting their property values -- would you want to move to a place where oil trucks were speeding down the road in front of your kid's school at 50MPH? It is happening here already -- see the New Haven Register article posted at http://www.newhavensafestreets.org. Long-term changes will require engineering, education, enforcement, planning/ public evaluation and legislative change. Those of you who follow progress in Hartford realize that our legislators are already listening and making some positive changes. As Doug points out, there are many pieces of the puzzle, which no single petition or master plan could ever fully address. As such, one of the specific requests of the petition is a quarterly public report on enforcement actions and traffic incidents by neighborhood, and an annual public evaluation of the city's progress on traffic safety, so that each community can better understand what is happening around them, and respond in ways that solve the problem. We are not minimizing the great work that communities and the police have done already, but it is clear from talking with such groups across the city that much more is needed.

3) Building political capital for change at the local, regional and state levels. Even though the economic development, transport efficiency, public health, social and environmental benefits of livable, safe streets have been widely and very precisely understood for decades, many cities are only just beginning to take vigorous action to implement them. If New Haven and other dense urban centers in Connecticut do not catch up with what these other cities, states and countries are currently doing, we will be forever fighting an uphill battle to compete with them (many would say that in some ways, we are already competing with our neighboring towns - on Sunday, I traveled through over 20 towns in Connecticut, all of which had pedestrian crosswalk markers except New Haven). Those concerned with the long-term economic health of our beautiful city, or even just the short-term health of their own bank accounts, literally can not afford to continue to accept the status quo on this issue.

Update 6/19/08: NHI reports (photo above) on canvassers taking to the New Haven Green and Medical Center area, educating residents about traffic safety concerns and collecting hundreds of signatures. A majority of the New Haven Board of Aldermen and neighborhood police district community management teams (CMTs), including the Downtown-Wooster Square CMT, have now signed on and support the petition. Check the coalition website for further updates.

Update 6/20/08: Another New Haven Register article on the citywide momentum for traffic calming and traffic safety:

"There is an incredible momentum on this issue. I hope everyone gets on the bandwagon and does something positive,” said Mary Faulkner, chairwoman of the Westville management group. She said traffic calming measures not only increase pedestrian safety, they enhance economic development and actually move traffic more efficiently. “We have to have more say in how our streets are designed,” Faulkner said.

OffManhattan: Nix Hamptons for New Haven

From Manhattan's green weekend travel blog comes an earth-friendly itinerary for Downtown New Haven attractions. Aside from all of the transit-accessible, walkable downtown attractions, like the New Haven Green and retail operations, however, the article fails to point out one of the best things about a summer escape to New Haven - the excellent waterfront areas and public parks with hundreds of miles of hiking trails within a short walk or bicycle ride of the city center.

Of course, the idea of New Haven being a perfect compromise between thriving city and rural escape is nothing new: on February 12, 1842, Charles Dickens wrote:

"New Haven, known as the City of Elms, is a fine town. Many of its streets (as its alias sufficiently imports) are planted with rows of grand old elm-trees; and the same natural ornaments surround Yale College, an establishment of considerable eminence and reputation. The various departments of this institution are erected in a kind of park or common in the middle of town, where they are dimly visible among the shadowing trees. The effect is very like that of an old cathedral yard in England; and, when their branches are in full leaf, must be extremely picturesque. Even in the winter-time, these groups of well-grown trees, clustering among the busy streets and houses of a thriving city, have a very quaint appearance: seeming to bring about a kind of compromise between town and country; as if each had met the other half-way, and shaken hands upon it; which is at once novel and pleasant."

Former New Haven Coliseum Site: Details on the RFQs

Original post, 5/8/08: As reported earlier, the City of New Haven has received qualifications statements from six development teams who are interested in the site. RFQs from developers were due on April 22nd.

The city development office's primary concern at this point is to find a development team that has the capacity to successfully complete a major mixed-use project that integrates the Long Wharf Theatre, which is one of the leading regional theaters in the United States. Since the site is located near the city's two train stations and at the center of Downtown New Haven, it is considered to be extremely valuable, as evidenced by the fact that six very high-quality developers have submitted RFQs.

Images and detailed proposals were not required in the current round of RFQs. The city has appointed a committee to examine the developers' qualifications, and within the next couple of months is likely to issue a request for proposals from those team(s) determined to be qualified. At that point, there will likely be additional opportunities for public comment because the land will have to be transferred and/or approved for development by the city.

However, in keeping with the spirit of good design, the teams offered preliminary sketches and ideas as to what the site might look like and how it might be experienced. These diagrams and analyses will be very useful in guiding whichever team is ultimately selected to undertake the development. Selected images and text from the RFQ responses (numbered alphabetically) appear below.

It is important to note that these are just qualifications studies and not proposals, and that in addition to some of the materials below, each development team submitted extensive materials documenting their track records of experience with large mixed-use projects, theater integration, housing, community relationships, affordable housing and retail development know-how.

Team 1: Archstone, C.A. White, and Pelli Clarke Pelli Architects

The Archstone team writes that the Long Wharf Theatre "is critical to the success of the development. Long Wharf's presence will energize the site, giving it a unique identity that will draw tenants and visitors alike... Long Wharf will both benefit from and add to this growth, drawing visitors to area restaurants, after-hours clubs, and potentially a contemporary hotel... the Theatre would occupy the site's most prominent street fronts: the corner of Orange and George Street, becoming the face of the new development."

Regarding the presence along Route 34, Archstone writes, "We envision transforming the facade of the long, low parking garage into a lushly planted area that will provide a transition from the grit and noise of the elevated highway to the protected residential zones of the new development and the friendly, pedestrian-scaled streets of the Ninth Square. For those who remember the Coliseum high above Route 34, the new garage's planted facade and active green roof will be a revolutionary presence: a new approach to city design that emphasizes health, diversity and accessibility - a symbol of New Haven's renaissance." View the images for an excellent summary of how the site can be designed in a more sustainable way.

Team 2: AvalonBay

Although AvalonBay did not submit detailed diagrams for the site, they suggest an urban layout for apartments, theater, and retail, plus a wrapped parking garage that "would minimize potential visual impacts of the parking structure while marking the parking facilities convenient for the proposed uses." They suggest several alternative spaces for the Long Wharf Theatre, in addition to the one shown in the diagram above, suggesting that an alternate location for the Theatre may be on Lot E facing the new Gateway Community College.

Team 3: Heyman Properties

Heyman Properties proposes a major flagship hotel incorporated with the Theatre, which would allow more than half of the site to remain "available for additional residential and commercial development" and parking (which they note would potentially be created through a joint development agreement with other developers). They believe that the site's "wonderful visibility from the major road arteries serving New Haven, superior access and close proximity to the various business, health care and academic institutions" make the site ideally suited for a major hotel. They also note that, by incorporating the two developments together, "the theatre will also benefit by gaining additional revenue for the use of its facilities by the hotel when the theatre would otherwise be dark."

Team 4: Northland and Robert A.M. Stern Architects

Calling their proposal "Tenth Square," Northland begins with a reference to Downtown New Haven's extensive history: According to The Society of Colonial Wars in the State of Connecticut, the activity of colonial-era New Haven "focused on the tenth square - a group of streets plotted to the southeast between the harbor and the original Market Place [i.e., the New Haven Green]. This 'square' held the active mercantile quarter. The Long Wharf [Pier], which stretched to the harbor from the tenth square, housed an extensive shipping industry which controlled New Haven's economy in the early Federal period."

Northland's concept for the Coliseum Site is "a synergistic mix of uses, based upon new urbanism principles, designed to reduce impact on the envrionment, city services and roads while maximizing taxes and jobs. The development will be situated in a manner that respects the historic significance of the adjacent Ninth Square district yet integrates innovative methods of sustainable design.... a variety of public and open spaces, from wide, active sidewalks to commercial gathering places, will contribute to the development's distinctive character, providing a valuable amenity for the surrounding community." To Northland, the project is an "opportunity to resurrect, from a failed urban renewal attempt, the rich culture and diversity that once thrived in this former mixed use neighborhood."

As you can see from the design schemes, the RFQ also suggests a certain permeability to pedestrians, such as a major "Theater Alley", and a pedestrian connection alley from the center of the block through towards the train station. Northland describes this as "a network of streetscapes by which pedestrians can easily circulate around a site is one of the fundamental aspects of good urban design in that it promotes the health and well-being of the local community, economy and environment. This project is designed with the pedestrian in mind... the pedestrian network will be extended to adjacent street corners, providing safe and convenient circulation throughout the area for all pedestrians."

The Northland RFQ also mentions that the streets of New Haven "have become more bicycle friendly with the aim of encouraging residents and students to use bikes for their short range trips. This aids in taking cars off the local roads, making them safer for all users while also promoting healthier active lifestyles and a cleaner, greener environment." Plentiful bicycle racks are identified as a critical need.

Team 5: Related Companies and Robert Orr Architects
This RFQ does not include conceptual sketches of the site, but describes the need to "transform a site that has been desolate for decades into a lively, self-sustaining, mixed-use, mixed-income community that is woven seamlessly into the urban fabric of the Ninth Square and Downtown New Haven.... Related's design for the Coliseum site will include new streets permeating the block, adding value with increased frontage and corners" (incidentally, a point also brought up at George Knight's Wine Dine Design presentation on the future of the fire-damaged downtown block on Chapel Street). Related also suggests wrapped courtyard parking to minimize the effects that parking has on the cityscape.

Team 6: Richman Group Development and Herbert S. Newman and Partners Architects

Richman's RFQ statement presents an interesting take on their specific approach to the housing market on the site, noting that "there is a strong viable market for housing in a dynamic urban center of culture and education; an alternative to urban sprawl and resort communities. Adult Americans are turning towards cities to provide them a stimulating pedestrian-oriented life among neighbors and community. Our strategy is based upon the idea of bringing a new market of citizens into New Haven."

Richman's project narrative continues, "We are in a period of urban rediscovery and revitalization. New Haven is already a beneficiary of the renewed interest in the urban experience that is drawing people of all ages from the suburbs back to cities - to visit, work and to live.... our investigative research... indicates that there is a strong market for adults who are seeking an alternative to suburban living and retirement communities at resort locations. These studies indicate there is a critical mass of diverse, well-educated people seeking the vitality of close neighbors in an intimate, campus-like setting where they can own a townhouse or apartment."

"New Haven offers stimulating culture and education, excellent medical care, great restaurants, wonderful architecture, and two railroad stations all within a short walk of the Coliseum Site.... We are proposing a village for alumni and others at the Coliseum Site. We believe New Haven's future is in education, culture and research. We think there is a significant contribution that a group of two hundred homeowners can bring to this city in taxes, volunteerism, and purchasing power, without burdening the public school system. Our research indicates that our targeted market group is engaged and civic-minded."

The Richman Group RFQ continues with a very detailed and extensive narrative about the project's design and architectural character, which we will not try to summarize here, but that calls for sidewalk plazas, wide sidewalks for mingling before and after performances, summer outdoor performance areas that can create a destination, and an open public stairway that could integrate the Theatre's uses and "an additional place for the celebration of urban life." Their conclusion is that the project will build on the success of the Ninth Square, "a project that turns outward to emphasize the role of the street in the life of the city. It brings people closer to the train station and encourages the growing strength of the Northeast Corridor infrastructure... adding a welcoming smile at the gateway to our city."

Update 6/17/08: According to reporting in the New Haven Independent today, the field of qualified developers has been narrowed to Archstone, Northland, Richman and (possibly) Heyman. The New Haven Register also features a story on the developer selection, which is being led by a committee including city officials as well as Anthony Rescigno, Jorge Lopes, Jonathan Koppel, Maricel Valcarcel, Don McGregor, Joan Channick and Alderwoman (and Safe Streets supporter) Frances “Bitsey” Clark, D-7.

DNH Added to Livable Streets Network

"We are re-envisioning our cities, reversing decades of automobile-dominated planning and policy to create healthier, more sustainable, people-oriented neighborhoods, better prepared to meet the challenges of the new century. The Livable Streets Network is an online community for people working to create sustainable cities through sensible urban planning, design, and transportation policy. We provide free, open source, web-based, resources to citizens working to create a greener economy, address climate change, reduce oil dependence, alleviate traffic congestion, and provide better access to good jobs in healthy communities."

"We believe that people make a city great. Yet, so many of the world's great cities dedicate too much of their precious, limited public space - their streets - to motor vehicles rather than people. We are working to redesign our communities around public transportation and walkable, bikeable streets. We are transforming parking lots into public plazas, busy intersections into town squares, and congested highways into bike paths. We are taking back our cities, one street at a time."

Design New Haven is proud to support these goals, which are critical to the long-term success of areas like Downtown New Haven. Click here for the LSN site and scroll down for a list of other Livable Streets Network sites. The network is a project of the Open Planning Project.

Cycling Activity vs. National Gas Prices

Looks like the number of posts per day on the ElmCityCycling listserv, a forum for making New Haven more accommodating to bicyclists and pedestrians, is highly correlated with the national price of unleaded gasoline (click on chart to enlarge). Who would have thought?

With gasoline predicted to hit $6-10 per gallon as soon as a few months from now, the number of nonmotorized trips to work in New Haven is only likely to continue to increase. As a relatively flat and compact city, Downtown New Haven is already perfect for bicycling and walking, as evidenced by the fact that the city has one of the highest percentages of bicycle commuters in the United States (1.8%, versus 1.2% in Boston, 0.9% in Providence, 0.6% in New York City, 0.4% in Hartford, 0.1% in Bridgeport and 0.0% in Waterbury, according to the Census Bureau's 2006 ACS). During rush hour, there are already occasional bicycle "traffic jams" on the popular Orange Street bicycle lane. New Haven was also recently named one of the 20 most walkable cities in the United States.

However, improvements to the city's bicycle-friendliness are needed before the average area resident will choose to ride to work, or even use his or her bicycle for short trips (e.g., a 4-block run to the corner store). Considering that bicycles are already widely-owned (and very inexpensive), the most frequently given reasons why Connecticut residents don't bicycle more often - infrastructure and safety - are fairly easy to solve. According to numerous studies, infrastructure such as bicycle parking, bike-friendly street design, multi-use greenways like the Farmington Canal Trail and accessibility at train stations raise land values by an amount much greater than the investment put into them (in part because they tend to calm traffic). Reckless and high-speed driving and driver education can be addressed through community-wide "safe streets" efforts and traffic enforcement, and through measures such as anti-dooring ordinances like those found in Chicago.

With the average American family devoting 20% or more of their annual spending towards automobile expenses - more than on health care, education, or food, farmers switching from tractors to pack mules, gasoline prices continuing to skyrocket, and of course, global warming (if everyone who lives within 5 miles of their workplace were to cycle to work just one day a week, nearly 5 million tons of global warming pollution would be saved every year, the equivalent of taking about a million cars off the road, not to mention that the energy required to manufacture a new car is 100+ times that of a new bicycle), American cities will likely need to start taking a Copenhagen-like approach as soon as possible. New York City is already heading that direction, with the hiring of Jan Gehl, Copenhagen's world-renowned planner and urbanist. By conservative estimates, the number of bicycle trips in New York has already increased by 50-75% in the past 10 years, even without major infrastructure improvements. Transit ridership is increasing rapidly as well, on systems all across the United States including those that serve Downtown New Haven.

In Connecticut, promoting bicycling and walking will most likely require a shift in funding priorities. According to the Tri-State Transportation Campaign, more than 60% of 2007-2010 highway funding is currently used to expand and build new highways (even as existing ones crumble), whereas less than 1% of the overall transportation budget is spent on bicycle and pedestrian projects (see PDF report here). If Connecticut's 169 cities and town centers are to compete in the 21st century, that equation needs to flip.

Update 5/23/08: According to this graph, bicycle sales are up too. NY Times factoid of the day: "Every one-cent increase in gasoline prices means Americans pay $1.42 billion more a year for gas, according to Stephen P. Brown, an economist at the Federal Reserve Bank of Dallas. Nearly two-thirds of that goes to foreign producers." It is any surprise that we are $10,000,000,000,000 in debt?

Update 6/15/08: Chart updated - both gas prices and ECC listserv posts have risen more quickly than anticipated. Also, a couple of local news items today: according to a story in today's Hartford Courant, higher gas prices are now reshaping hiring practices. Not only have studies shown that commuters who walk or bike to work at least once per week more productive (because they are healthier), they are apparently becoming attractive to companies in other ways as well. Also today, an article in the New Haven Register talks about various options that commuters are turning to in order to reduce their gasoline use:

Probably the most ambitious rider at Friday’s event was Alienne Morrione of Bridgeport who bicycles 30 minutes from her home to the Metro-North train there. After the 25-minute trip to New Haven, she cycles to the Yale Medical School, where she works in the brain tumor center. Morrione, 31, a dedicated rider, has sometimes been blocked from peak-travel times on Metro-North, so she cycles almost two hours between the cities... “As a single mom, it’s the greatest way to save money,” Morrione said as she pedaled away to work.

And in the article, an interesting statistic on commuting mode share to Downtown New Haven's largest employer:

"Holly Parker, director of Sustainable Transportation Systems at Yale, said in a survey taken last November, she found that 44 percent of faculty, staff and graduate students, over 10,000 workers, drive alone to reach the Yale campus.... But this means that more than half already, even without the added incentive of rising gas costs, were walking (23 percent), taking public transportation (19 percent), sharing a ride (6 percent), bicycling (5 percent) or telecommuting (3 percent.) She is eager to compare figures from the second survey set for the fall."

Coalition: Remove Route 34 Relic, Rell!

Following last March's open civic forum with John Norquist, a coalition of businesses, community organizations and nonprofit groups has delivered a letter to Governor Jodi Rell's desk requesting the removal of the remainder of Downtown New Haven's Route 34 connector highway -- a completely unnecessary and dangerous relic of 1950s traffic planning -- in accordance with the City of New Haven's longstanding plan to redevelop the area as a mixed-use, tax-generating, pedestrian-friendly, transit-oriented development that expands the downtown. The New Haven Register also wrote an excellent masthead editorial in favor of the proposal.

Momentum for the plan is building. Even without considering the benefit the city would receive by having acres of downtown land next to Union Station available for future development (and greatly increasing the value of the development already in this area -- might a TIF be used to pay for a portion of this?), the removal of this "stub" highway would save money in the long term by reducing maintenance costs on the amount of road infrastructure in the corridor. Might the next step include a community design charrette?

The text of the letter appears below:

May 27, 2008

Governor M. Jodi Rell
Office of the Governor
State Capitol
210 Capitol Avenue
Hartford, CT 06106

RE: Removal of Route 34 in New Haven

Dear Governor Rell:

We write today as a broad coalition of community leaders, non-profit policy organizations, businesses and local elected officials to strongly urge you to support the removal of New Haven’s Route 34 connector.

Route 34, a six lane highway which runs from I-95 to the Air Rights Garage, bisects the City of New Haven, inhibiting its growth and revitalization and creating a dangerous situation for pedestrians. The highway is underused and even during rush hours does not experience significant traffic. The City of New Haven has an ambitious vision to remove the highway, recreate the street grid, and develop housing, parks, and offices in the highway’s place. We support the vision, and write to ask you to take a leadership role in helping the City and community bring the project to fruition.

There is substantial public support for the proposal. Last month the Tri-State Transportation Campaign hosted a public event in support of highway’s removal. The event, headlined by John Norquist, President and CEO of the Congress for the New Urbanism and former Mayor of Milwaukee, was attended by over 125 community members, elected officials and activists. During his tenure as Mayor, Mr. Norquist oversaw a similar project to remove the Park East Freeway, a project which has created millions of dollars in downtown investment.

The removal of Route 34 fits seamlessly into your efforts for more responsible growth and transit oriented development throughout Connecticut. The more vibrant and livable our urban centers, the more likely new and current residents will choose to reside in those areas. And by focusing growth on our cities, we are more likely to protect existing open space in rural areas.

We ask that you support the removal of Route 34, and dedicate state support towards implementing the community's plan.

Sincerely, (in alphabetical order)

Mark Abraham, Member, Elm City Cycling
Robert Alpern, Dean, Yale School of Medicine
Tokunbo Anifalaje, West River, New Haven, Resident
Nate Bixby, President, Network for a Sustainable New Haven
Lynne Bonnett, Chairwoman, New Haven Environmental Network
Frances T. Clark, Alderwoman, Ward 7, New Haven
Reverend Kevin G. Ewing, President, West River Neighborhood Services Corp.
Anstress Farwell, Executive Director, New Haven Urban Design League
Norman Garrick, Ph. D, Associate Professor and Director, Connecticut Transportation Institute, UCONN-School of Engineering
Florita Gillespie, Chairperson, Dwight Community Management Team
Scott C. Healy, Executive Director, Town Green Special Services District
David Kooris, Director, Connecticut Office, Regional Plan Association
Philip Langdon, President, Ronan-Edgehill Neighborhood Assoc.
Robert Orr, Partner, Robert Orr & Associates LLC
Christopher Ozyck, Greenway and Community Advocate
Jonathan Romanyshyn, Member, Yale Medical Area Traffic Safety Group
Kate Slevin, Executive Director, Tri-State Transportation Campaign
Don Strait, Executive Director, Connecticut Fund for the Environment
Erin Sturgis-Pascale, Alderwoman, Ward 14, New Haven
Carter Winstanley, Partner, Winstanley Enterprises, LLC

Cc: ConnDOT Commissioner Joseph F. Marie, ConnDOT Deputy Commissioner Albert Martin, State Senator Toni Harp, State Senator Martin Looney, State Representative Patricia Dillon, State Representative Toni Edmonds Walker, State Representative William R. Dyson, State Representative Juan Candelaria, State Representative Cameron Staples, State Representative Robert Megna

Walking Businesses to Downtown New Haven

In an interview published in this past week's issue of Business New Haven, the city's new EDC Chief Michele (yes, with one "l" in Michele) L. Whelley outlines her strategy for attracting new business to Downtown New Haven. It sounds like Whelley has read some of the Brookings Institution's reports and studies on the urgent need for more walkable cities:

"So more and more of our institutions are recognizing [location] decisions that are being made by top talent - faculty, doctors, researchers and also students are [driven by] lifestyle [preferences] and where they want to be.... what you sell is the urban environment, which for some companies is a huge plus. The lifestyle, the walkability, resources and facilities.... [Technology companies need] to locate near one another, not necessarily in one building but near enough that there is a sense of community and collaboration. And they have to be able to hire the talent they need, and that circles back to lifestyle."

Downtown New Haven has made major strides in terms of walkability, becoming the most vibrant, walkable place between Boston and New York (and was recently named one of the 20 most walkable cities in the United States). Promoting bicycling and walking is critical to economic development, not only because of "lifestyle" and density preferences, but also because the massive amount of money typically spent on automobile operation gets redirected locally instead of sent offshore. These forms of transportation will grow increasingly important as gas prices continue to rise.

Michele Whelley implies that if the state wishes to compete more effectively in the global economy and attract new residents and businesses, it needs to begin paying even closer attention to promoting transit-oriented development, true pedestrian-friendly streetscapes and "livable" streets, improved multi-modal transit, more frequent mass transit, geographically dense business clusters and urban infill opportunities in key urban centers like New Haven. The city will also need more urgent regional and state support for projects such as the rebuilding of the Route 34 corridor, the mixed-use development at Union Station and other long-term changes to the Downtown.

New Website: New Haven Safe Streets

"New Haven Safe Streets is a coalition of various organizations and individuals advocating for streets that are safer and therefore more livable, walkable, economically viable and environmentally sound."

Update 5/28/08: An article about the safety coalition, with quotes from sponsors including Senator Toni Harp and Alderwoman Erin Sturgis-Pascale, appears in today's New Haven Register. Also, a TV news item appeared on WSFB news today. Tri-State Transportation Campaign's blog also features a post on the petition.

Northland Explains Plans for Coliseum Site

Northland Investment Corporation chairman Lawrence R. Gottesdiener explains his approach to developing Downtown New Haven's former Coliseum Site, and the importance of walkability, in the most recent issue of Business New Haven:

"We have three business plans. One is growth surrounding information-technology markets. One is contrarian: for us that's south Florida. And one is high-barrier-to-entry markets where it is very difficult to build, and that includes Connecticut and Massachusetts. New Haven fits the 'growth' and the 'high-barrier' business plan. My belief about New Haven is that it has the ability to be the greatest second-tier city in the country. New Haven has everything Hartford doesn't have - it has pulse, energy, a vibrant restaurant and somewhat of a retail scene. It now needs to go to the next level: It needs some landmark development to say, 'Forget Greenwich, forget Stamford - this is the place to live.' Not just for the best and the brightest, but also for the empty nesters who are gravitating toward university towns. The big challenge is to knit downtown to Union Station, which is why my interest in the Coliseum site and to emphasize its location at the crossroads of New England."

"The old paradigm that density is bad is over. If you really study the New Urbanism, now the argument is that density is good - live, work and play, keep people close, let people walk. Walking and train, the pedestrian experience and the train experience is going to be the future of the Northeast corridor."

For more details on Northland's plans, also visit our most recent posting on the New Haven Coliseum site (and see additional image above).

500-unit Shartenberg Mixed-Use Development Begins Construction

Original Post, 4/21/08: Becker + Becker's "360 State" development on the former Shartenberg Site at the heart of Downtown New Haven is now beginning construction. An 8-foot high blue fence with concrete barriers has been erected around the complete perimeter of the block, and informational graphics along the length of the fence will be installed this week. Utility and site work has already begun, with a significant amount of underground work planned as part of the project. Major construction activity will be underway within the next few weeks.

Scheduled for completion in 2010, the 355-foot-tall tower will be the second-highest building in New Haven, bringing the residents of 500 new apartments to Chapel Street between Orange and State.

The site is conveniently located across the street from the State Street train station. Aside from its dense urban location, the development contains energy efficient design features. Elements like geothermal heating and cooling and solar cells, if used, would benefit from various state subsidy programs designed to promote energy efficiency. There will also be indoor bicycle parking spaces for each unit. The project also is planned to contain a massive ornament program, running the full length of the facade, designed by internationally-renowned New Haven-based public sculptor Kent Bloomer.

The 500-unit, 34-story building is designed to be set back from the street and tower above a retail and parking garage base with glass entrance towers. The project, tentatively called "360 State" for its actual street address as well as its panoramic views of the region (and the fact that it is 36 stories tall), will even feature a half-acre landscaped terrace (sitting on top of the parking) with an outdoor pool. The developer expects to get the same rents as what the 227 Church Street luxury building currently gets -- $3,500 for 3BRs, $2,300 for 2BRs, $1,700 for 1BRs and $1,250 for studios. Most of the building will consist of studios and 1BRs. 10% of units in the building will have subsidized ("affordable") rents tied to income level.

According to Business New Haven this week, a "high end" grocery store on the first floor may be leased shortly. The city hopes that the project will help encourage walkability between the Downtown New Haven core area and Wooster Square, a historic neighborhood just a couple blocks to the east of the site.

Click here for the preliminary renderings by Becker + Becker; updated renderings should be available shortly. In the meantime you can also download a CT Business article about the Downtown New Haven project.

Update 5/1/08: New Haven Independent coverage of the 360 State project appears here, along with a new rendering of the project. It appears that the building on the corner of Orange and Chapel Street has been changed from its original design, which was to have continued the retail and parking garage along the entire length of the block. If the building ends before the corner with Orange Street, it might create an opportunity for another developer or architect to create a concept for a second building on the site.

Updated: Pedestrian fatality highlights safety issues on Route 34 near Yale-New Haven Hospital

Mila Rainof, 27, was killed over the weekend of April 19-20 in a traffic incident near Yale-New Haven Hospital. Discussion continues today on the ElmCityCycling listserv and the Yale Daily News article comments about how to make the Route 34 & Frontage Road area a safer place for pedestrians.

Erica writes: "Mila was one of the warmest people I've ever met, and she was about to graduate and go into emergency medicine. ... Why do we continue to let this happen and call motor vehicle accidents "accidents"? Why don't people know and talk about all these "accidents"?

One anonymous commentor writes: "If it is found that the driver of the sports car was traveling even 1MPH above the posted speed limit, he or she should be tried for murder and sent to prison for 20 years. We need to rigorously enforce the speed limit, and one way to do that is to try speeders as felons if they kill or injure anyone while speeding."

Tom writes: "This is unacceptable. Despite the mounting number of fatalities, the NHPD continues to ignore traffic violations throughout the city. How many people have to be killed before the police decide that this is a problem? In collisions involving pedestrians, once vehicle speeds exceed 20 mph, the odds of a fatality increase exponentially. The speed limit in downtown needs to be reduced to 20 mph and the police need to enforce the traffic laws."

Anonymous writes: "Sweden has adopted a plan called Vision Zero which is taking steps to ensure that zero, imagine that - zero! - people will die in motor vehicle fatalities in 2020. ... why can't we adopt a Vision Zero for Connecticut? Traffic accidents are not a force of nature - even when no particular actor is "at fault", as here, there are ways of preventing the accidents: safer crosswalks, better traffic enforcement, speed bumps etc. etc. Take a look: the Connecticut General Assembly has taken a look at Sweden's Vision Zero and came up with this report... Let's get our state behind this. http://www.cga.ct.gov/2007/rpt/2007-R-0635.htm "

Because Route 34 is a major road, cars frequently exceed the posted speed limits. Another comment on ElmCityCycling notes that a 2006 petition with 646 signatures calling for pedestrian safety in this area has largely been ignored so far, a fact that the YDN highlights in an article today about the intersection. Could the situation be improved through traffic calming?

Coverage and discussion also continues in the New Haven Independent, Student Doctor Network forum, Hartford Courant, and elsewhere.

Update 4/30/08: An op-ed piece written by three members of ElmCityCycling about traffic safety and the Swedish "Vision Zero" program, "Why Tolerate 42,000 Traffic Deaths A Year?", appears in today's Hartford Courant. On a related note, about 30 members of the community met on Monday at the Yale Medical School, and are beginning to mobilize a response to the situation. Coverage of that meeting appears here and the first set of meeting minutes was posted on the ElmCityCycling listserv.

Update 5/19/08: A community traffic safety event will be held on May 22. Details here.

Update 6/3/08: The Yale Medical Traffic Safety Group is a member of the New Haven Safe Streets coalition.

New Haven vs. Providence?

Interesting blog post at http://runawayjim.org/2008/04/18/i-heart-new-haven/ which discusses New Haven as well as a few issues related to mass transit.

"I can’t help but compare it to Providence. Unfortunately, there’s no comparison. Downtown New Haven is an urban delight. It’s very walkable, the development is very urban, it’s clean, and it’s super vibrant.... New Haven is clean and it feels safe all over downtown. The signs are inviting, the streets are lit at night. It feels like a much larger city, yet it has about 50,000 fewer people than Providence. Being in the same class of cities, Providence should be looking to New Haven as a model of how to do things correctly."

New Haven Register: Reclaim Route 34

A thoughtful masthead editorial from today's New Haven Register, supporting the plan to reclaim Route 34 for urban development:

Reclaim Route 34 for downtown (New Haven Register editorial 4/20/08)

There is no need for the Route 34 connector that funnels interstate traffic into the heart of downtown New Haven. The sunken roadway creates a dead end for downtown, gobbles up land that could be developed and doesn’t even serve the purpose for which it was built. The connector was built in 1959 as the first section of a highway that was to have extended to Route 8 in Derby. Instead, it stops abruptly at the Air Rights Garage.

The idea of reclaiming this land, which once was full of homes and businesses, has been slowly gaining support since New Haven’s quick, initial 2005 study of its feasibility. The city has estimated that development of the highway land could add almost $3.8 million in tax revenue.

A far more detailed study done by consultants for the South Central Connecticut Regional Council of Governments was completed in October. That study, done at the city’s request, has formed the basis of preliminary discussions with the state Department of Transportation. The study estimated that the land could support 1.4 million square feet of midrise buildings for commercial, residential and retail use.

Last week, the discussion of Route 34’s future was energized by a public meeting and discussions here led by John Norquist, the former mayor of Milwaukee, who oversaw the demolition of a freeway spur in his city and its replacement with city streets.

Milwaukee is one of several U.S. cities that have replaced freeways with streets. Portland, Ore., tore down the Harbor Drive Freeway that once carried 90,000 vehicles a day. The Central Freeway in San Francisco, on which 93,000 vehicles traveled daily, was replaced by a boulevard. In comparison, about 75,000 vehicles a day use the Route 34 connector.

What happens to that traffic? According to Norquist, who is president of the Congress for the New Urbanism, it is absorbed into the restored street grid. In New Haven’s case, instead of the connector’s three exits, drivers could choose from all the city streets that now end where the highway cuts them off.

Norquist also widened the discussion. Much of the talk here has centered on a broad boulevard that would extend from roughly Church or Orange Street to the Air Rights Garage. He noted that Milwaukee replaced its highway with a two-way street with sidewalks and parking. He also suggested that all of the connector be reclaimed, right up to where Interstates 95 and 91 connect to Route 34 next to Water Street.

Albert A. Martin, the new state deputy transportation commissioner for transit-oriented development, attended the meetings here. Although the DOT has yet to be convinced of the Route 34 plan, he agreed “there is a need for change.” State support may hinge, in part, on how reclaiming Route 34’s land will support alternatives to automobile use, from the provision of bike lanes and the construction of housing within walking distance of work to how a new street plan connects to the nearby rail stations on Union Avenue and State Street.

Mr. Gorbachev, tear down this wall! (updated)

A fantastic cover story appears in today's Yale Daily News about the proposal to tear down (or at least modify) sections of the wall surrounding downtown New Haven's Grove Street Cemetery, one of the nation's most historic burying grounds -- the first incorporated cemetery in the United States, and a National Historic Landmark.

Vincent Scully: “Yale is cut right through the liver by that cemetery,” the emeritus Sterling professor of the History of Art said with characteristic zeal. “It would make a great difference if the cemetery were more welcoming.”<