Final Progress Advisory Panel Report - Knight Program in ...

Long-Term Connectivity: Long-range strategies emphasize connecting
the downtown and the waterfront (specifically Canal Park) through
a route of continued seamless walkable urbanism. The growing
together of those two areas emerged as the overwhelming number
one connectivity priority during the panel’s visit. Canal Park should
be considered the primary waterfront area, with the DECC and
Bayfront Festival Park secondary.
The core issue revolves around Interstate 35, the key thoroughfare
in the heart of Duluth. The team understands and appreciates
much of the history leading to its construction. During the 1960s,
downtowns throughout America faced serious competition from
outlying shopping centers and malls. “Happy Motoring” in the
fashionable suburbs threatened to shut down Main Streets across
the nation, and Duluth was no exception. A bypass was even suggested
that could have drawn vital energy to a western commercial
corridor. The almost free funding from the Highway Trust Fund
at 90 percent federal to 10 percent local/state match provided
a further incentive to select the Eisenhower Interstate Program
as the preferred solution to maintain a vibrant downtown. Publications
such as The Freeway in the City (U.S. Federal Highway
Administration, 1968) and The Freeway in Your City (distributed
by the National Highway Safety Council, 1970) strongly supported
construction of new free-flowing arteries through the established downtown fabric.
Changing the current Lake Avenue I-35 bridge crossing (top
image) that creates an unfriendly pedestrian environment
should be a high priority. For example, in Columbus a
prominent bridge crossing is lined with retail stores (bottom
image) that contribute to a friendly walking experience. Such
a crossing will promote greater connectivity between the
downtown and Canal Park.
Given the best information of the day, Duluth made the difficult decision to build I-35. However, much has
happened to enhance the understanding of urban design and urban mobility since the Motor Age was at its
peak. Noise and air quality impacts were not foreseen. (A Chicago report even suggested that freeways would
introduce healthy light and air into the urban environment.) Destruction of historic buildings and separation
by the castle wall effect was not anticipated, and Lake Superior at the time was not clean enough to be regarded
a desirable place for recreation.
When quality of life is added to the mix with financial considerations for the freeway design analysis, the land
at the water’s edge turned out to be a very expensive way to achieve urban mobility in San Francisco, New
York, Portland, Milwaukee, and Duluth. Complete Streets and multimodal planning reflect current thinking
about mobility. The country’s youngest generation of workers includes many who do not own a car. Increasingly,
many people consider bicycling basic transportation, and many others would like to bike but find the
transportation networks too threatening.
Based on the above, the team recommends a short pause in the current activities so Duluth can complete an
in-depth look at the basic central decision of I-35. Changed financing levels, economic sustainability, and ur-
50