The opening of the final section of the High Line in New York last month, the city can finally take stock of the urban transformation that has taken a decade and a half from idea to reality - and that, in the five years since the first open section has become one of the great phenomena of urban planning 21st century, inspiring imitation proposals in cities worldwide. In this article, first published by Metropolis Magazine as " Last section of the High Line Plays Up Its robust Past " Anthony Paletta review the new final piece of the puzzle, and considers this this landmark project has meant for West Side of Manhattan.
the promise of any urban railway, but dark and cluttered its beginning, is the possible release the open border, the prospect that these buried tracks could, in time, you take over. for those of us whose only timetable is our walking pace, this is the experience of the newly opened finals the high Line. the park, after winding through the first two steps 20 through some dense blocks of Manhattan, expands into a wide promenade that ends with an epic vista of the Hudson. It is a great coda and a satisfying finish in one of the most ambitious parks models in recent memory.
Now fully realized, the meander map of High Line produces an agreeable figure. Oriented almost north-south linearly tracks the Meatpacking District Park in Hudson Yards, before he curls up as a question mark in the West to reverse the Hudson suddenly. Its long curve across the site was dictated, such as loops onramps Lincoln Tunnel in Weehawken just across the river, by engineering requirements to manage the quality changes in a confined space. The design of the third phase, the landscape firm James Corner Field Operations with architects Diller Scofidio + Renfro, emblazons this. Although the southern parts full of forking paths and landscaping willfully obscures and tantalizes the front view, the last stretch of park develops suddenly and strikingly wide. There is space for plenty of seating on all sides, with a school of these almost Seussical wooden benches positioned directly astride the central promenade. They fold seamlessly down to the "bare" concrete deck, requiring only that you sit for a while.
The space here seems vast. The High Line may be the only place in New York where having your pace set by tourists benches is not too disturbing, but fortunately this northern part offers a chance to dart around the ice especially prams.
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The great divisions of the platform after a while, but do not dissolve amid trees as is often the case in sections in the south. On the right, you will find what Sinclair Lewis called "a monster of steel members, ribs oak gravel of the flesh, and a prodigious hungry for freight" -unburied tracks you can walk without fear freight (or, as kiosks food a few blocks away, the prodigious hungry). These tracks are turning to a playground as the park weaves on and, surprisingly, in a fenced area of the park retained in its fascinating decay . original Here, the foliage is delightfully drawn, and is an overview for those of us not lucky enough to meet the High Line in its days of inactivity before, this time in rags, but mesmerizing
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the final phase offers functional reminder of the past of the structure. the Hudson Yards section of the line, after all, was necessary for the successful acquisition of the track. CSX, the last operator of the line, not actually had his way, but, like many railroads, held a series of easements for its continued operation. If a railway line is simply abandoned along the road the owners are free to reaffirm the use of their property. Railbanking, the legal process by which the lines can be used and maintained by the civilian authorities, based in many cases on the initial (often speculative) idea that a corridor is maintained for the railway theoretical future exploitation. This in turn requires a possible connection to a network in this case, Hudson Yards loop railway. Once CSX tracks had given up 30th Street to the city in 05, the issue has become largely theoretical, but the last part was not cheaper valiant champions of the park (and was then gifted to the city in 2012) .
Esoteria about railbanking side, an important reason that the new part offers a striking link with the past real railroading is that still surrounds the active MTA Hudson Yards. Looming above the site, the park offers a panorama of trains and mobilized reptiles, in one of the most utilitarian views a New York park has to offer. This, of course, will not last.
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This brings me to a second print on the website, its role as both a catalyst and platform Platform for watching the city change. The kind of area that the High Line a decade and a half ago, when 01 New Yorker part of Adam Gopnik appeared-a teased by unscrubbed part of the track, featuring the camps without -abri and breakage of the computer parts it is even more remote. Gopnik wrote, elevation of the High Line, "that [a] little height makes things even ugly below seem orderly and patterned." There are more ugly things under the High Line, except perhaps for the yards, and they are soon to go. The first laps Hudson Yards can be seen up and the exposed slopes will disappear under a huge bridge. We are a nation of the earth rushes triggered by the opening of the railways; the far west side is probably the most dramatic event of a land rush highlighted by a certain closure.
The High Line has proven the hottest table in town, and new buildings have clopinaient as hungry diners along nearly all the available parts. The south end has come off generally well, the facade is by the venerable old or the very chic; the core is increasingly stifled by stuffy and burly guests. The turnover is inevitable in a place like New York, however, and the last leg of the park offers a splendid view which examine.
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More importantly, however, because the future does not yet know of Hudson Yards, this section retains a view that, for the most part, the new building can not and will not erase. The initial phase of construction at Hudson Yards is ongoing; the first tower on the site, 10 Hudson Yards, can be seen on small outcrop overhanging Avenue tenth of the line, an impressive effort to preservation from related companies. A direct connection to the 60-foot Hudson Yards Plaza is provided another welcome connective link. However, the line runs along the edge of the site otherwise. The view towards the Hudson is guaranteed; the track goes directly along the West Side Highway, and there is only one park to the other side. The relationship plan with the west side of the site involves a few structures and especially parks (the construction requirements on permit railyard some basics it achievable only exception is a structure that could again cantilever on the south end the site, but has not yet been developed). The Midtown density feels very far away, and even gave any towers west of Eleventh Avenue, seems likely to remain.
As the track winds eastward, his sudden loss of height is something of a shock. Elevation, ontologically, is the only thing you can always count on the High Line to perceive the ramp rapidly declining at street level was initially confusing, doubling to emerge in front of the Javits Center, directly in queues Megabus all waiting familiar cheapskate traveler. Frederick Jackson Turner defined the border as one that takes the traveler "of the passenger car and puts him in the birch canoe." Here it takes you to the railway and puts you on the bus to Toronto, Buffalo, Rochester and Syracuse.
But wait, the reverse along 34th Street only briefly, there are suddenly more visible almost finished park behind fencing part of the next-Hudson Boulevard. And a new park begins. The walk is for another day.
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