Pricey Passageway

Sold in part as a cheaper alternative to saving the historic Fourth
Avenue underpass, a new structure will open on Aug. 20 after a lengthy
construction period—and after far more was spent on the new
underpass than anticipated.

Initial plans called for the old underpass to be restored, with a
new subway built next to it to accommodate the historic trolley. But a
2005 bid of $31 million helped doom that idea.

A single, wider underpass was then proposed, with an estimated
construction price tag of $26 million. Over time, according to figures
supplied by Jim Glock, Tucson’s director of transportation, the total
cost of the project has ballooned to almost $46 million.

This figure includes $31 million for construction, $7.5 million in
design work, $2.3 million for project management, and $5.2 million for
“incidental” costs like artwork.

Glock says the original estimate did not include $1.8 million in
spending on electrical and other work needed by the trolley and the
proposed modern streetcar, $1 million for water-line relocations, and
money for landscaping.

To pay the bill, at least $40 million in regional gas-tax funds will
be used.

“There won’t be any Rio Nuevo, local-gas-tax or general-fund money
involved,” Glock promises.

The final cost of the project isn’t the only thing that will leave a
bitter taste in some people’s months.

“It’s interesting that date was chosen to celebrate the destruction
of the original underpass,” remarks Sharon Chadwick, a member of the
Tucson-Pima County Historical Commission. “That date”—Aug.
20—is Tucson’s birthday.

Even though the first underpass was built in 1916, the commission
voted to endorse its execution, with Chadwick and a few others
dissenting.

The hard lesson to be learned from this loss, Chadwick says, is
simple: “It shows we have to continue to fight to save every individual
(historic) structure. Nothing is safe.”

Glock sees the situation differently.

“I look forward to it being done and re-establishing the connection
between Fourth Avenue and Congress Street,” he says.

As for his overall view of the end result, Glock is candid: “Given
the multiplicity of input,” he says of the public’s ongoing involvement
in the design process, “I think it turned out reasonably well. It’s
more aesthetic than warranted, given all the folks involved.”

Local historian Ken Scoville disagrees. He thinks the design is a
disappointment.

“It would have been nice to have something that celebrated the
period (when the original underpass was built),” Scoville observes. A
more fanciful structure, Scoville believes, would have brought people
downtown to see it. “Instead, we got something that looks like it could
be anyplace in the world.”

Going through the former Fourth Avenue underpass was always a
mysterious adventure. Sometimes scary, sometimes serene, it was like
descending steep steps into a dimly lit basement of an old house. That
underpass was full of architectural curiosities, as well as some
fascinating quirks. For those taking the time to look, it held a lot of
interest.

During a recent walking tour—that wound among scurrying
workers—the new underpass left a much different impression on me.
In some ways, it’s similar to a great room in a suburban house: There’s
lots of space, but little character.

There are some pleasing touches, like rusted metal railings and
scored columns. (Much of the anticipated artwork still was not in place
as of my tour last week.)

In addition to significantly wider traffic lanes and sidewalks, the
new concrete structure will contain much better lighting, along with a
pedestrian bridge, an elevator and a staircase on its southern end.

Even though it may be difficult to maintain, a water feature was
included on the south end. “A water feature has consistently been
raised in the discussions,” Glock says of this idea, “and we acquiesced
to it.”

Jim Campbell wants to build new housing adjacent to the southern end
of the underpass, and was one of the driving forces behind the
replacement structure.

“I like the design,” he says. “But I tend to like a rusted
look.”

Campbell adds that he believes the dual-underpass approach would
have been a “mishmash of two (designs).”

As for what completing the new underpass will accomplish, Campbell
says: “It will lead to more likelihood for success in the near future.
It will do wonders for that part of downtown.”

While he isn’t quite that enthusiastic, David Slutes is grateful the
project is nearing completion. Slutes, the entertainment director at
the Hotel Congress, says his business has had a great year, despite the
construction.

Finishing the underpass, Slutes adds, “shows things are getting done
on the east end of downtown.”

Completing the work also means Tucson’s historic trolley can
re-enter downtown. The last time that happened was in 1930.

Using the same tracks as the planned modern streetcar, the trolley,
for now, will circle the Rialto Theatre block south of the underpass
before heading back north toward the UA campus.

“I personally think Jim Glock (and the Department of Transportation)
did a great job,” says Dick Guthrie, president of the all-volunteer Old
Pueblo Trolley. “If you can please 51 percent of people, you’ve done
well.”

A grand re-opening ceremony for the new underpass will be held at
4 p.m., Thursday, Aug. 20. For more information, check out next
week’s Tucson Weekly.

This article appears in Aug 6-12, 2009.