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The redevelopment of the canal east of Denver shows the diversity of the region.

The Highway Canal, which runs 71 miles south of Denver to Aurora, Colorado, was built in the late 19th century. The canal, which was originally dug by hand to irrigate local farmers, is now moving from a historic site to a green road.

From Sasaki, the Agency’s Landscape + Planning and Living Cities Studio’s High Line Canal Change Plan clearly identifies five canal zones and names them in an integrated design and road search system. The plan emphasizes the need for access and basic services for all communities along the canal to enjoy. The newly established Non-Profit Highway Canal Consortization oversees the implementation of the plan and promotes its benefits to everyone living near the canal.

“The canal is natural, connected and continuous, and not something from beginning to end,” said GNA Ford, chief landscape architect at the agency’s Landscape + Planning. “It is not a system designed for humans. The Highway Canal Consortium has a lot of work to do to make people fit. I think that’s what got into the vision and the framework plans.

The top of the canal is followed by two reservoirs at the base of the canal. Photo of Ivan Anderman.

The canal is in and out of 11 regions, and each may have slightly different channel experiences. Many canal areas are in conflict with each other for various reasons, some of which are natural barriers and others are socio-economic.

To understand the general needs of the channel, a series of physically opened houses have helped to capture themes that can be applied anywhere along the canal. Each open house allows attendees to choose from a variety of visual representations, especially other popular parks and facilities.

“Do people see this as an active place or is it a quiet place for bird watching?” He asked Sasaki’s co-founder and planner Jill Dixon, who helped guide the Highway Channel Vision plan. “What is the wish of each class? They wanted people to connect and be natural and to respect what he had previously offered. We want to build the existing special feature zones.

This in turn helps to create a sense of identity for each district, making it easier to design suggestions. With identity, there can be playful construction around both urban frames and nature, says Ford.

He called on the overcrowded canal to remain natural, connect with each region, maintain the character and integrity of each section, and manage and develop the canal for future development.

In Aurora, the dryest part of the canal weaves in and out of residential and commercial zones. Photo of Ivan Anderman.

Not all communities produce projects at once, and not all communities need the same approach. A series of milestones: mile-by-mile diagrams show properties along the canal — trails, tree cover, and utilities. The poorest and most densely populated areas in the northern part of the canal are prone to dry weather, low services and low tree cover, but residents do not want to be found on the lush shores of the south. Their questions include community meeting places and better bridges and sidewalks.

“When I was working on this project on a lot of suburbs like Boston, my idea was to make improvements to enable this and make this great city public space,” Ford says. It was very difficult to say, “And to get out of that mindset and this is a small and systematic thing and this is part of it – it does not alienate people.” Like Sky, small changes over time can cause the community to collaborate with the project. Larger and faster solutions do not leave much room for feedback and feedback.

Following months of public hearings, many communities expressed a strong desire for feedback on canal responses, increased access, and more frequent routes, especially as the canal sometimes travels along congested roads. “Most of those major intersections are where two counties meet,” said Meredith Wenskoski, president of the Denver Residents Studio. “He came to know exactly how to help people cross those canals and to practice the canal continuously.”

Due to the congested road and some gaps in the roadway, residents are choosing underpasses to cross the safe route. The canal has already completed two major corridors, and four more are planned for the Denver Metropolitan area in the next few years.

Creating a visual connection for congested areas or emerging areas and clear instructions on how to proceed is essential for connecting road sections.

“It’s easy to get lost if you don’t know the place well,” Ford said. “The lush landscapes merge with the southern suburbs of Denver. The drier areas at the northern end of the canal may have been filled with water.

Rhiannon Sinclair, Agency Landscape + Planning Landscaping Agency Landscape + Planning.

Connecting different parts of the canal with tracks, mile markers, and up-to-date graphics and maps will all help with trailers as they move with the same design ID. At some gaps, such as the canal beginning at the Plant Canyon reservoir, improved and reorganized parking, interpretation signs and shaded terraces make the canal entrance more enjoyable and comfortable. Other gaps that are not easily corrected by the new signs may require alternative routes, such as building new roads, improving trails, building bridges, and connecting existing routes.

It does not depend on irrigation, as modern-day Denver settlers do. But the city is dry; Normally, in the arid highlands, 12 to 15 inches of rain falls a year. One of the biggest projects of the Highway Canal is to turn the dam into an effective rainwater management system.

This canal is built like a natural stream that flows straight through many streams and mounds and holds water basins from the bottom to the plains. Today, approximately 20% of the catchment water flows directly into the canal, but much needs to be done to convert the rainwater into a canal.

“Many infrastructure has been set up to allow rainwater to pass through, but the same infrastructure can be used to stop and sustain it for a while,” Ford said. “When we explained how it handles rainwater and when the community starts to see it, it was a game changer. It was scary for us because we thought people would consider it a waste.”

Highway canals hold and purify water flow and reduce the risk of flooding. Landscaping Agency Landscape + Planning.

In some areas, quality water balconies and built-in streams divert sewage directly into the canal. Forbes are loaded at the end of the canal and collect debris, debris, and sediment, allowing water to seep into the canal until maintenance workers are removed. And after up to 72 hours, underground porch constructions can be placed between the various canals to assist in water absorption and quality control before they go down.

The rainwater stays in place instead of flowing into the groundwater, leaving a wet canal for an additional 100 days a year. Changes in hydrology change ecology.

“We are creating pastors,” says Wenscosky. “By doing this, we are creating an ecological link between all these systems.”

At Mamie D. Eisenhower Park in Denver, one mile of canal is one of the first rainwater management projects. The site has been selected as a case study because of its emphasis on water quality improvement. Three water quality berths are currently under construction in two of the four months in the canal, allowing the city to monitor the impact of rainwater on the economic, social and ecological boundaries of the city in the near future. Currently, the expected drainage season results in dense tree cover, as water-loving species begin to grow. A stronger tree cover will reduce the impact of the heat island and allow more water storage. But many other species are greatly affected by the change.

A survey of the agency’s Landscape + Planning, Residential Studio and Highway Canal Protection Team at the Rainwater Project near Shea Homes Solstice. Image courtesy High Line Canal Conservancy.

To better understand how the modified hydrology will affect the site, Denver Botanical Research Scientist and ecologist Christina Alba took the soil core to assess the quality of the soil. She set up a seed bank in the canal in the park to find out which plants would grow and which seeds would flow. More than 50 percent of the current vegetation is in place, such as soft bromine, reeds, canary grass, coconut grass, and orchard. With the exception of fruit grass, they are all rhizomes, which can change soil thickness and strength, and possibly retain better rainwater for a longer period of time.

“Things are very important, no matter how long they live,” he said. “Grasses and shrubs provide cover and stability.

Alaba also warns that there are no wet-loving species on the site. “If the majority of the population there is high, those species could fall,” she said. We may lose some mountain species. We are looking at what will replace them. Fortunately, most of the Denver metropolitan native ecosystems are more susceptible to hydrological changes than previously thought, and in turn may be more helpful in rainwater harvesting planning and treatment.

“One of the most exciting results I can expect is that there is a clear functional difference between the known and the indigenous species. 70% of the indigenous species in the Indigenous Basin are Mesaik; They have a good effect on wetlands, ”says Alba. Indigenous peoples may have a better chance of hydrological change than any other species.

Liltonton, Colorado is a three-mile road from the Decovennd Open Space Park. Photo of Ivan Anderman.

As the retained rainwater changes the vegetation along the canal, further planting helps to increase tree cover and create a sanctuary for wildlife. The built area of ​​the canal helps to protect this natural environment, and creates a place for residents to meet and have fun. At all levels the community is encouraged to provide additional resources to shape future improvements.

“The first public meeting was amazing because it was all about writing history,” Ford said. “It’s an idea that has a role to play in telling the community where to go.”

Haniya Rae is a freelance writer in Brooklyn, New York.

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