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ARTERIAL PLAN

FOR HARTFORD

R 0 B E R T M 0 S E S . A d v i s o ,.

ANDREWS & CLARK

Consulting Engtneers WEST HARTFORD

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MAP OF ARTERIAL IMPROVE MENTS IN HARTFORD

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AETNA LIP!! INSURANCE CoMPANY May 16, 1949 THe ARRow-HART & HEGEMAN ELECTRIC CoMPANY GENERAL LIPB INSURANCE CoMPANY THE PHOENIX INSURANCE CoMPANY PHOENIX MuTUAL LrPB INSURANCE CoMPANY

Gentlemen: Your Committee employed Andrews & Clark to spur - and we believe it should be essentially noth­ make a general report on the arterial program pro­ ing but a spur - would be an irreparable mistake, posed for the City of Hartford including but not of such magnitude that it would become more and limited to comments on specific projects recently pro­ more obvious as increasing traffic is drawn into the I; posed for this area. This report was to be based on Capitol grounds. sufficient investigation to support recom­ No persuasive arguments have reached us for mendations for a practical solution of traffic and cutting through Bushnell Park. Only three reasons, j related incidental problems. You asked me to prepare or rather excuses none of them valid - are con­ h a covering letter to be printed as part of the report ceivable. First, there is the assumption of some right­ setting forth my diagnosis based on the information of-way engineers that parks exist primarily to afford I collected and analyzed by Andrews & Clark. Pur· cheap, convenient and easy locations for heavy traf­ I. suant to this request, I have followed the prepara­ fic. We may dismiss this argument with the assertion tion of the report of the consulting engineers, and that it proves only that the curricula of our engineer­ have discussed and reviewed their findings with ing schools need broadening. The extent to which ~ them. I concur in their conclusions and offer this this school of thought will go in using relatively small r summary in my own language. and narrow park areas for heavy vehicular mixed I As to the recommendation of the Flood Com· traffic, as distinguished from genuine restricted park· II mission to extend the existing Whitehead ways, is illustrated by a recent proposal of local en­ I 1 south of the Capitol and Bushnell Park, we believe gineers not only to cut through Bushnell Park with this is without substantial merit. Regarding the State the East-West Expressway, but to continue through D Highway Department plan to facilitate movement to Pope Park where even traffic needs are not served. the new East-West Expressway from the central area Second, we have the motives to save land acquisi· by drastic widening and grade-separation structures tion costs, to avoid slum clearance and other difficul­ I : ~,..- along Jewell Street, we feel that the mere distribu­ ties and to follow what seems superficially the line tion of traffic does not justify these expensive and of least resistance by postponing indefinitely the relatively ineffective changes. inevitable west crosstown route from the main North­ As to the City of Hartford Department of En­ South expressway along the . gineering proposal to continue the Whitehead High­ The third possible argument for the Bushnell way under Pulaski Circle in a cut and tunnel through Park route is, if possible, even less impressive than Bushnell Park to a connection with the projected the other two. This is the theoretical planning rule East-\Vest Expressway, in our opinion, for what that all arteries should be rims or spokes of a wheel value the public officials concerned and the people of feeding the hub of some all-important midtown area Hartford may attach to it, the continuation of this - a piece of academic slide-rule reasoning which has

3

httle support under actual conditions, and none directly or indirectly concemed with the coming where a small landscaped hilltop enshrines the tradi· tmprovements may in their own planning be guided tions and government of a conservative New accordingly. England state. We know that the substandard tenement land There are, to be sure, public places where deep, west of the tracks is ~oned for future business and new traffic inroads are inescapable but there have industry, but such zoning is little more than a ges· been enough major disturbances of hill and stream in cure which establishes a non-conforming use. It is Bushnell Park-no doubt justified by recurring river impossible to assemble so large an area otherwise floods- and further uprooting of topography there than by condemnation, and this is the opportunity should not be encouraged. Our advice, therefore, is to accomplish at once slum clearance, re-housing and to leave Bushnell Park alone, excepting an increase business and industrial development by a combina· rn the size of the Pulaski Circle and a slight widening tion of Federal, State, City and private initiative. of Jewell Street. We suggest one public parking garage to be ac· Doctors, we are told, bury their mistakes, plan· quired as part of the Expressway or separately and ners by the same token embalm theirs, and engineers sold or leased with proper restrictions under new inflict them on their children's children. Of these legislation. three types of error, the engineering variety is in the Finally, we must accept the condition that the long run the most costly to the community. cost of these proposed Hartford arterial improve· As to the location of the North·South Express· ments is so great and the demand upon highway way from the Conland Highway north along the funds so heavy that this expense must, at best, and Connecticut River and the East-West Expressway, under whatever method of financing its share the we believe that a new location through the slum area State may adopt, be spread over a long period. This, north of the business section would be preferable to however, constitutes no excuse for failure to fix loca· the Morgan Street route proposed by the State and tion and limits now, to begin land acquisition and City, that the Bulkeley Bridge intersection should be site clearance, especially in strategic areas, and to redesigned, that changes should be made in the complete detailed plans. grading under way at North Meadows, that there State and municipal officials have extended every should be formal service roads on both sides of the aid and courtesy in the preparation of this report. East•West Expressway to protect it, to separate local Where we have disagreed with previous plans it has from through travel and to encourage restrictive been with complete respect for their authors, and if zoning and favorable developments along its borders. it should seem that such differences have been magni· Finally we feel that the federal slum-clearance and fied and sharpened, our sole object has been to dis· public housing provisions of the federal housing tinguish principles from details. The group which should be invoked and taken advantage of to reduce called us into this picture has in no way sought to - right•of·way costs, wipe out two bad substandard influence our conclusions. None of us lays claim areas between Main Street and the Connecticut either to long and intimate acquaintance with River, facilitate the orderly moving of tenants to local conditions and sentiment or to omniscience in adjacent decent quarters, prevent further obstruc· the urban arterial work. We bring to this analysis tions, and fix up the East-West Expressway right-of· only honest minds and a somewhat intimate experi· way in this presently rundown area so that all those ence with similar problems elsewhere.

ROBERT MOSES

'THE S'TATB PLA"N FOR THE EAST·WEST EXPRESSWAY AVOIDS BUSHNELL PARK DUT INCLUDES THE JEWELL STREET CONNECTOR WHICH WOULD BE BUILT ON PARK LAND BELOW THE CAPITOL.

5

ANDREWS 8t CLARK CONSULTING ENGINEERS

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A.eTNA LIFE INSURANCE CoMPANY May 16, 1949 THE ARROW-HART & HEGEMAN ELECTRIC CoMPANY CoNNECTICUT GENERAL LIFE INSURANCE CoMPANY THE PHOBNlX INSURANCE CoMPANY PHOENIX MUTUAL LIFE INSURANCE CoMPANY

Gentlemen: There have been three studies of arterial routes Haven Branch of the railroad until it curves away at recently proposed by public agencies for the City of the valley of the North Branch of the . Hartford. The first was prepared by the Connecticut From there it continues almost due west of the City State Highway Department in 1945, the second by line into West Hartford. the Hartford Flood Commission in 1946 and the A spur, called the Jewell Street Connector, curves third by the Department of Engineering of the City south from the expressway through Bushnell Park of Hartford in 1947. A recent study by the West terminating near Trumbull Street. A grade-separa• Hartford and Hartford Engineering Departments tion bridge is shown near Trinity Street. The State proposed some modifications to the 1947 plan of the Highway Department obviously considered this a Department of Engineering of the City of Hartford. local connector which would serve as a traffic dis­ These plans, which for convenience we describe as tributor for expressway users from the west in the the State, Flood Commission and City Plans, have same manner as the Whitehead Highway now dis­ been redrafted to common scale and standards, as tributes traffic from the east. The fact that the two nearly as they could be, and are shown on the maps do not quite join indicates that the State Highway in this report. Where there have been conflicts in Department did not plan that they were to form a the designation of streets and areas, the names shown through expressway. on the latest Department of Engineering map of the THE FLOOD COMMISSION PLAN City of Hartford have been used. The Hartford Flood Commission plan of 1946 THE STATE PLAN proposes a west extension of Whitehead Highway The State Plan proposes an East-West Express­ around the south of the Capitol and Bushnell Park. way which follows Morgan Street from Bulkeley Leaving Whitehead Highway in the vicinity of Bridge to Main Street. The expressway line then Main Street, this route passes diagonally under goes through the middle of the business blocks be· Capitol Avenue and Buckingham Street to a con­ tween Chapel and Church Streets, crosses the rail­ nection with Russ Street, at which point there is -. road north of the depot and then skirts the New provided a complicated underground access at Lafay­ ette Street opposite the comer of Bushnell Park. The .._. route then follows Russ Street, crossing the River 'THE PLOOD COMMISSION PL~ FOR THE EAST-WEST and the railroad to connect with the State route m EXPRESSWAY GOES SOUTH OP BUSHNELL PARK BUT the vicinity of Laurel Street. ' INCLUDES A FEEDER PROM THE BUSINESS DISTRICT = ACROSS THE PARK AND AROUND ITS NORTH EDGE. This plan also calls for widening Woodbridge

7 and Front Streets and a grade separation at Trinity REVIEW OF THE PROPOSED PLANS and Jewell Streets, the latter requiring substantial Unusually complete traffic data was available for in Bushnell Park. our studies in Hartford. It was obvious to us as to the others who had analyzed the statistics that the THE CITY PLAN main problem was the everyday traffic between the The City Plan, the most ambitious of all, aims at business center and the surrounding residential areas. an expressway circuit around the central district with The Conland and Whitehead Highways, planned radials to the . and built in connection with the Flood Control pro­ The Conland Highway and its proposed exten· gram, have made a substantial contribution to the sion across North Meadows form the east side of solution of Hartford's problem. Few cities of com· the loop. The north and west sides are created by parable size have made as much progress in their the East-West Expressway located along a line close arterial programs. to that proposed in the State Plan. The south side The route through the north part of the business consists of an expressway extension of the existing area with a connection to the Bulkeley Bridge, Whitehead Highway, occupying an open cut and selected in both the State and City plans, is in accor· tunnel across Bushnell Park in front of the State dance with the traffic demands. We recommend the Capitol. Radials to the suburbs are the Conland building of a single East•West Expressway, to be Highway, its extension across North Meadows, an strongly connected with the established north-south expressway to West Hartford along the same gen· routes, the bridges and the expressway across the era! line as the State route and a future route to the river. We do not believe that any other addition to northwest following the central New England branch the arterial program is either necessary or feasible of the New York, New liaven and Hartford Rail· at this time. A parallel route around the south side road. The City plan also includes the widening of of the central area is not required. The City of Hart· Woodbridge and Front Streets and a grade separa· ford cannot afford two main express east·west routes. tion at Tnruty and Jewell Streets. This conclusion is reached without considering the JOINT STUDY OF HARTFORD AND damage which would be done in pushing through the WEST HARTFORD ENGINEERING DEPARTMENTS Capitol grounds and Bushnell Park. A recent joint study made by the Engineering The City and State proposals for the expressway Departments of Hartford and West Hartford pro· through the north part of the business area follow poses that the City route from Pulaski Circle through the same general route between the Bulkeley Bridge Bushnell Park be altered to follow the Park River and the railroad depot, although they vary consid· along its south branch. It would proceed from the erably in arrangement of details and basic standards. Armory through Pope Park, crossing the railroad The City route also is complicated by the grade near Flatbush Avenue, then continue west to Corbin separation planned for the future northwest express· Corner. This plan avoids the Hartford residential way along the railroad. areas and the more densely built·up sections of West We concur in the location selected by the City Hartford. and State west of the railroad depot. Basically, it is designed to serve both the large residential area of West Hartford and through traffic from the west. The route along the South Branch of the Park River, proposed in the Hartford-West Hartford engineers' study, fails to serve adequately suburban traffic. '!"HE C/'11 P~ INCLUDES TWO EAST-WEST EXPRESS· WAYS. ONE GOES THROUGH BUSHNELL PARK ALONG Essentially, all it amounts to is a bypass which would THE UNE 01' ELM STREET IN A TUNNEL WITH SEVERAL provide relief for through traffic only. The industrial RAMPS TO THE SURFACE SPURS ARE ALSO SHOWN THROUGH THE EDGES OF THE PARI{_ neighborhood west of the State Armory, pierced by

9 the bypass route, poses some extremely difficult con• consisting mainly of one-story garages, parking lotS struction and right-of-way problems. and gas stations. Extensive acquisition of substantial The Flood Commission plan has nothing in com· buildings would not be necessary. mon with the other two as far as the State Capitol West of the depot, the expressway would hug area is concerned. This proposed expressway is placed closer to the railroad than either the City or State on the wrong side of the business area and too far routes. Somewhat less right-of-way would be away from it. Right-of-way taking and construction required. to modem standards would be very expensive. ESTIMATED COSTS There are no essential differences in the State and The East-West Expressway, as we recommend, City plans for the section of the West Hartford Ex­ is estimated to cost $12,530,000 for construction (ex­ pressway between the railroad depot and West Hart· clusive of right-of-way costS) at present day prices. ford. The Flood Commission route joins this section in the vicinity of Laurel Street. Cost by sections is shown in the following tabulation: Estimated PROPOSED ADJ USTMENTS AND Length Costs 1. North Meadows to A$ylum Street ...... 0.97 miles $ 6,690,000 MODlFICATIONS 2. Asylum Street 1.0 Sisson Avenue...... 1.36 miles 4,330,000 We have shown our own recommendations on a 3. Sisson Avenue to Prospect Avenue .... 0.45 miles 1,510,000 map of comparable scale to those of the other sur­ Totals ·-- 2.78 miles $12,530,000 veys. The enlarged development plan at the end of Our proposed expressway is almost exactly the this report shows more de~ls and covers the route same length as the State's route and slightly shorter all the way through Hartford. The junction with the than the one proposed by the City. Assuming the North-South Riverside Expressway would take place same standard of urban expressway design for all a quarter of a mile north of the Bulkeley Bridge. This three, our route north of the business area would cost location was chosen for several reasons. The express· about the same to construct as the State's and less way should not be an extension of the Bulkeley Bridge than that of the City. These comparisons naturally along Morgan Street, as this street now serves as an do not include the costly City plan for a tunnel important local feeder into the business district; it through Bushnell Park or the extensive reconstruc­ should not be occupied by a viaduct or other struc· tion along Jewell Street as proposed by both the City tures, particularly at the intersection of Morgan and and the State. Main StreetS. The assessed valuation of the right-of-way re· A very much improved traffic interchange at the quired for our expressway line is at least $2,000,000 Bulkeley Bridge could be accomplished by moving less than the State route, if the same standards of the junction to the site of the existing steel pedestrian design, including the provision of service roads, were overpass over the Valley Branch of the railroad, as used for both. On the same basis, the assessed valua· shown on our plans. The expressway then would tion of the land for the City's route is somewhere pass through considerable rundown slum property between that of the State and our proposal. between the Connecticut River and Main Street, Assessed valuations of the right-of-way by sec· thus avoiding large-scale taking of business frontage. tions are shown in the following tabulation: Between Main Street and the railroad depot the I. Norlh Meadows 10 Asylum Street _ -- $2,675,000 proposed line would pass through a business area 2. Asylum Street to Sisson Avenue.. 1,250,000 3. S~n Avenue to Proo;pect Avenue___ 335,000

~ Total ------$4,260,000 'THE PLAJ.{ PROPOSED 1)1{ 'THIS Rl!POR'T FOR THE EAST· WEST EXPRI!SSWA Y INCLUDES NO SPURS OR BRIDGES No attempt has been made in this report to indi· IN BUSHNELL PARK PULASKI CIRCLE WOULD BE 1M· cate how much condemnation awards would vary PROVED AND THE NORTH BOUNDARY PARK STREETS WOULD BE WIDENED TO 60 FEET. from assessed valuations, but we have been informed

11 that the general average of values shown in the charges, the garage should produce income enough assessment rolls is about the true present value. to pay for its construction and operating costs. Sale or lease to a private firm for construction and OFF-STREET PARKING TERMINALS operation, or operation only, should be studied care­ \Vest of the railroad and opposite the station, our fully. Any such sale or lease should be made under expressway plan provides an off-street parking garage reasonable restnctions as to rates and operating con­ with a capacity of 900 vehicles. The main roadways ditions. Chapter 453 of the New York State of and ramps have been arranged to accommodate traffic 1949, shows how this can be done in New York. to and from the garage, thus reducing street conges­ tion in the area. The frontage on Spruce Street, BASIC STANDARDS Asylum Street, Church Street, and around the cor­ Highway officials in Connecticut and Hartford ners to Spring Street would be needed for the express­ are thoroughly familiar with engineering standards way and its connections even without the garage. for expressways carrying mixed traffic. It is unneces­ The ad~itional land along Spring Street, assessed for sary to elaborate on them. Our cost estimates include $85,000, should be acquired as an incidental and paid stone or brick facings for all concrete exposed to for with expressway funds. The Federal Bureau of weathering on bridges and walls. There would be Public Roads should aid in the cost of these terminal maximum five per cent grades on the central express­ parking facilities as part of the expressway. way. Parking shoulders for disabled vehicles, ade­ The garage construction would cost approxi­ quate side clearances at structures, landscaped slopes mately $2,250,000. If the land be contributed to the and banks and continuous lighting are features of garage project and partial or complete tax exemption urban expressway design which may seem expensive provided for a reasonable period, with revenue from but are essential to good municipal planning. sale of gas, oil, accessories and realistic parking Six lanes of expressway pavement would be pro·

A PARKING GARAGE FOR 900 VEHICLES WOULD CONNECT WITH THE EAST \VEST EXPRESSWAY PROPOSED IN THIS REPORT BY DIRECT RAMPS TO REDUCE STREET CONGESTION.

12 vided from the riverside expressway west to the junc­ although it will require some ironing out of minor tion with the future feeder along the North kinks. Nor do we think it necessary to go into of the Park River. Four lanes would be con· park for grade-crossing eliminations or a parkway structed west of that point. spur as recommended in the State and City plans. Remnants of right-of-way beyond pavements and Jewell and Ford Streets should be widened to 60 feet not needed for highway purposes would be developed of pavement with a sidewalk on the park side, and for netghborhood use as small parks or landscaped Wells Street should be widened to 70 feet of pave­ places. The borders of the improvement would be ment in the same manner. The traffic circle at the fitted neatly to adjacent streets, structures and other end of the Whitehead Highway should be altered natural terrain features to encourage orderly related and enlarged. A new service road should be built in improvements. the area of the gas station opposite the park. Protec­ To maintain and improve the residential char­ tive strips of land also should be acquired and land­ acter of the west part of this expressway, marginal scaped to prevent the construction of additional gas service roads at surface level are essential and these stations and other developments which block traffic. have been provided in our plan. Service roads also are We considered the possibility of altering Trinity included throughout the business and industrial areas Street through the park but the Memorial Arch was to the east, both because they are existing natural too narrow to permit widening through it and curv­ right-of-way boundaries and are required for traffic ing the pavement around it would be awkward and circulation. unsightly. The pavement through the park is too Access drives and ramps have been simplified as narrow, but considering all the circumstances we much as possible and extravagant features such as believe it should remain as is. One-way traffic move­ clover-leaf connections, complicated loops, pret~ls ment through the arch was considered but it is doubt­ and multidecked structures have been avoided. All ful if this would help in the total circulation of traffic these have their proper places in arterial design, but in the area. take up too much room in congested business areas The street widening around the north and east and often complicate rather than simplify the move­ sides of the park and the expansion of Pulaski Circle ment of arterial traffic in cities. Adequate entrance would cost about $210,000 for construction and and exit connections have been made at proper require acquisition of land assessed at $190,000. places. The interchange at the North-South Riverside FUTURE PARKWAY CONNECTION Expressway is designed to operate in conjunction TN RESIDENTIAL AREA with the Bulkeley Bridge interchange and to eliminate West of the business district an unusual oppor­ unnecessary access roads. All important movements tunity exists for a feeder between the East-West are designed to operate as direct connections. Ramps Expressway and Albany Avenue to serve the large to the surface streets north of the business district residential neighborhood in this area. It should be are provided to service this central area. built as a parkway, limited to pleasure vehicles, and generous landscaped borders should be provided. It FEEDERS FROM CENTRAL DISTRICT would follow the valley of the North Branch of the An adequate interchange is planned between the Park River through undeveloped land. While its con­ elevated expressway and Asylum Street. The ad­ struction could be deferred for some time, the right­ jacent railroad bridge over the same street is wide of-way should be acquired soon before building devel­ enough to carry the traffic from the expressway into opment, now encroaching, catches up with it. the business district for a long time into the future. TENANT RELOCATION We do not believe that the roadway on Asylum Street in front of the Capitol need be widened, Approximately 650 family units between the 13 Connecticut River and the \Vest Hartford line will would provide for 610 families in the two projects, require relocation before construction can proceed. and priority would be given to site tenants. Play­ It is essential that a program for relocating these grounds would be included in the housing area. The families be formulated and vigorously carried for­ first housing units could be built on vacant areas to ward, or actual construction will be delayed for a facilitate relocation of tenants in the way of the rest long time. No longer is it possible to acquire land, of the construction. issue eviction notices and start construction. The procedure to accomplish these slum-clear­ The relocation program should be divided into ance projects under the Federal bill is as follows: several phases. First, all movable buildings should be The first step would be the preparation of the plan relocated from the site. Many of the one and two­ of redevelopment by the City of Hartford as agreed family houses between the Hartford business district upon by the State, the City and the Hartford Hous­ and West Hartford could be moved on to vacant lots ing Authority. This should include all the necessary and subdivided parcels without vacating tenants. approvals by State and local agencies. The next step Distance is a minor consideration once a building, off would be the presentation by the City of the agreed its foundation, is on the streets. By using sets of plan to the Federal Administrator for approval, and wheels and three-point suspension, buildings now can the execution of an agreement with him under the be moved for long distances, limited only by such Federal law. This agreement could include provisions obstacles as trees, wires and poles. Larger buildings for financing acquisition, demolition and clearance, such as the apartment house at Morgan and Charles and construction of incidental site improvements like Streets and the Times Radio Station on ..t\sylum Street playgrounds, streets and utilities, by Federal loan could be moved on rails. provided for in the Federal bill. Interest on the loan It has been found desirable at times to acquire would be included as part of the project cost in com­ deteriorated buildings and rehabilitate them for fam­ puting loss. ilies living within structures which cannot be moved We propose that the State pay back to the City and must be demolished. Other methods have been the entire cost, including buildings, of the expressway devised, such as giving reduced rents in public-owned right-of-way. The Housing Authority also would buildings for a limited period after the right-of-way pay back an amount equal to the fair value of the has been acquired and before the tenant moves, pay­ property required for housing, as provided by the ing redecorating and moving expenses or making cash Federal law. The land allocated for business would payments in lieu of expenses to tenants who them­ be sold for private redevelopment at the best price selves find other quarters. possible. Generally, the prices paid for the housing Finally, the relocation of families in blighted and business plots would equal the cost of land minus areas on and along the expressway right-of-way by buildings, the lo..."S being the cost of buildings and their means of slum-clearance projects should be consid­ removal. ered carefully. It appears that new public housing The Federal bill divides the loss as follows: two­ will be permitted under the Federal Slum Clearance thirds is met by Federal grant and one-third by the and Housing Act of 1949 (Title I). The location of City. The City could count towards its one-third the expressway in the slum area on the fringe of the the cost of all incidental public improvements, such business district between Main Street and the Con­ as utility changes, streets, paving, parks and schools necticut River would be facilitated by these two slum­ to the extent that such facilities are necessary to the clearance projects which we recommend. project. Each of these slum-clearance projects recom­ The following table gives the estimated land and mended would consist of expressway right-of-way, a building costs of the two projects, the probable losses Federal public housing project and a business area. and their division Qetween the Federal Government Six-story buildings on 30 per cent land coverage and the City:

14 A FEDERAL SLUM CLEARANCE PROJECT IS INCLUDED IN THE PLAN PROPOSED IN THIS REPORT FOR THE EAST-WEST EXPRESSWAY. IT WOULD RELOCATE A TOTAL OF 610 SLUM TENANTS, INCLUDING MORE THAN HALF OF ALL PAMlLIES TO BE MOVED FOR EXPRESSWAY CONSTRUCTION

Approximace LOSSES FOR PROJECTS NOS. I fi 2 COMBINED Att!.l in Property

Tatals 462,000 $183,000 $412,000 $595,000 *City XI Share -- s 140,000 Federal 7J Share - $ 281,000 SLUM CLEARANCE PROJECT NO. 2 *To he rcdu.:cd hy value of ncc<.lcd incidental C•ty improvements. A . .Expre.-sway Right• of Way 190,000 $240,700 $224,300 $465,000 Of the 500 families in the two slum--clearance B. HoUSlng Area 97,400 90,000 135,000 225,000 areas, 230 are among the total of 650 to be relocated c. B~iness Area 86,600 69,000 74,000 143,000 as part of the entire expressway construction. These Totals 374,000 $399,700' $433,300 $833,000 230 would be moved within the slum-clearance proj-

15 ect between Main and Broad Streets. This leaves 420 It would be presumptuous for us to suggest tenants to be taken care of along the right-of-way. Of them, since this is a matter for the Governor and these, 250 live in substandard areas and we estimate Legislature to decide. The point is that postpone­ that about 50 per cent of them would have sufficiently ment of essential improvements and especially right­ high priorities to move into the Federal public hous­ of-way acquisition means higher costs and more in­ ing projects. This makes a total of 355 families pro­ convenience and hardship later on. vided for through slum clearance, which would solve over half of the entire expressway tenant relocation • * * * * problem. The remainder, or 295, could be taken care In estimating costs and determining basic design of by moving buildings, rehabilitating nearly vacant characteristics, we have used standards which we structures, assisting tenants to move elsewhere and believe acceptable for federal interregional express­ by other devices. ways. Measurements of existing conditions were STATE PROGRAM AND FEDERAL AID assembled from State, City and other official records, The 1944 Federal Aid appropriation made avail­ together with an air survey made by us. Other facts able a three-year allotment of funds which, when were gathered from various local sources. We have made a reconnaissance but no over-all precise engi­ matched with State moneys, provided a $16,000,000 urban fund for the State of Connecticut. In 1948 an neering surveys on the ground. Development of con­ additional two-year allotment was made available, tract plans following complete surveys will show the giving Connecticut a $25,000,000 urban fund for the need for minor variations from our plan and exact five-year period. Hartford, with a 1940 population of limits must be adjusted then, but we believe that our 167,000, is entitled theoretically to about 12 per cent recommendations are precise enough to determine of this or only about $3,000,000 for the five-year the routes and fix the general character of the period. It is obvious that some other source of funds improvements. must be found to finance Connecticut's arterial pro­ In addition to our own organization, we were gram. assisted in all of the features of this report by Con­ The State Highway Commissioner has indicated sulting Engineer William S. Chapin and Frederic A. that under present conditions his construction fund is Collins. Harry Taylor and William S. Lebwobl limited to matching Federal Aid allocations. Various acted as consultants on some of the slum-clearance proposals have been made for providing additional features, particularly relating to the new federal law State Highway funds. These include a one-cent in­ on this subject. crease in the gasoline tax, estimated by the State In making our surveys we received the whole­ Highway Department in 1946 to amount to an addi­ hearted cooperation of many City and State agencies. tional $3,800,000 per year. This amount, pledged to All public officials who were asked to help were service a bond issue for highway construction, should generous in furnishing both facts and background make available at least $75,000,000 for early con­ information. Members and counsel of your own struction. The need for the East-West Expressway organizations assisted whenever we asked them. We could be justified easily under such a program. enjoyed the work and found it stimulating and There are, no doubt, other methods of raising constructive. arterial funds. ANDREWS & CLARK

16 PRELIMINARY ESTIML\TE OF COSTS FOR THE EAST-WEST EXPRESSWAY

CONSTRUCTION

I. Sit(: Clearance (a) Demohtioo and House Moving $ 275,000 2. Earthwork 1,160,000 3. Pavements, Curbs, Etc. (a) Expressway, n Pee<------­ $ S2S,OOO (b) E.~pre&SWay, 48 Pee"------I SS,OOO (e) Service Roads.. ·----- 4H,OOO (d) Access Roads I 55,000 1,290,000 4. Utilities, Etc. (a) Expressway lighting..___ ------·------380,000 (b) Service Road Lighting ...... - ...... - ...... --·---- 2SS,OOO (e) Expressway Drai.nage..... ---·------..· ------..···-··--·· - ..-·- ..·-·--·-- 265,000 (d) Service Road Drainage..... -·--·---- ..- ...... ------·-·--- ...... - .... 160,000 (c) Water and Sewers ...... - ...... - ..---·-·- ..--·-·-· ... - ...... _____.. _.. __ 295,000 1,355,000 1. Bridges and Viaducts (a) Pcdeatrian Bridge_____ , ...... _ ...... 50,000 (b) Park Road over Expressway...... ,_ ...... - ...... - ....- ....-.- ...... -...... - .. 80,000 (e) Access Viaduct No. 1...... ---·--·---- ...... _...... - ...... _ ...... 50,000 (d) Access Viaduct No. 2 ...- ...... -- ...... _.. ______...... - ....- ...... - .... 220,000 (c) Expressway over Expressway_ .. ______, ____, ___,,. _____ ...... _,_.. _ 135,000 (f) Railroad _.. _ .... _.. _____...... - .... _ ...... - ....- ...... ---- 505,000 (g) Windsor Street ___, ___. _____ , ____ ...... -·--- --··-..--·-·---··- 165,000 (h) Main StreeL·----·------·-·-----·--...... __ -- • 250,000 (i) Ann StreeL _ .., __ ,_ .. _,_.. ______170,000 (J). High Street. ------·----·------240,000 (k) Railroad Viaduct -----·------· 1,215,000 (I) Asylum St.rcct Access under Expressway______110,000 (m) Asylum Street over Access...______75,000 (n) Asylum Street.. 215,000 (o) Broad Street.. _ ------­ 190,000 (p) Sigourney Street o1:er Ra.ilroa<1---- 190,000 (q) Stgoumey Street 0\'er Expre&-waY------­ 180,000 (r) Laurel Street 150,000 (a) Pon::&t Street 190,000 (t) Expre&SWay 0\'<:t West Branch of Park R;,·er------­ 65,000 (u) Service Road 0\-er West Branch of Park River 45,000 (v) St~n Avenue:-:------­ 105,000 (w) South Whitney StteeL- 105,000 4,700,000 6. Walls 3,330,000 7. Landscaptng 190,000 8. Railings and Pixtures.... _, __...... --·--·--- --·-·---..-·------..--·-- 175,000 9. Incidental Improvements. _____.. _ .... ______.. ______...... - ...... - ....---·------·· 55,000

TOTAL ... _...... - ·-·---·---·---....· --·----..·----·--- ...- ...- .. - ...- .. $12,530,000

ASSESSED V/\L UES OF RIGHT-OF-W .t\Y Land Buildings Total 1. North Meadows High ....-ay to Portland Street..______,...... ----- .. s 85,000 s 200,000 285,000 2. Portland Street to Main Street...... ------·--·---·- .. 240,700 224,300 465,000 ~- M~tn Street to Am1 Str~-et...... · -·-----..-----·------· 355,000 265,000 620,000 4. Ann Street to Hil(h St.rcct --..--·------72,300 77,700 150,000 5. High Strttt to Ratlroad....___ _ 219,000 220,000 439,000 6. Railroad -::----:-~·--::---- 50,000 50,000 100,000 7. Church Street tO Asylum Street, i.ncludi.ng Garage___ _ 262,000 lH,OOO 616,000 8. Asylum Street to Broad Street. 310,000 ~34.000 644,000 9. Broad Street to Stgoumey Stn."e<------161,800 89,200 251,000 10. Stgourney Street to Laurel Stn:eL 54,500 78,500 133,000 II Laurel Street to forest StreeL.. ______40,400 41,600 82,000 12. forest Street to S•sson Avmue -~--- 73,300 66,700 140,000 ll Stsson Avenue to South Whitney Stree<-______23,500 57,500 81,000 14. South Whitney Street to Prospect Avenue______48,500 205,500 254,000

Total& $1,996,000 $4,260,000

17

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