Courtesy Department of Transportation
City planners have worried about maintaining New York’s web of roads, sewers, bridges, and public transit since commissioners drew up a blueprint for growth in 1811. Now, though, consensus is emerging that agencies must coordinate their upkeep if the city is to survive climate change and enormous population increases. Worries that our sewers are filling up and spewing wastewater into rivers are as old as city planning itself, but a coordinated response to those worries is new. Public officials from San Diego to Stockholm are addressing their cities’ ecological future, and they are less focused on technological fixes than on coordinating the way parks, transit, and economic development agencies share the land.
“We must think more holistically to achieve true, sustainable growth,” Empire State Development Corporation downstate chairman Patrick Foye told attendees at a New York Building Congress lunch on September 20. He’s got company. Mayor Michael R. Bloomberg’s ambitious 127-point sustainability program PlaNYC 2030 asks Parks Department officials to work with transportation planners to develop standards that will make new parking lots into grassy sponges for stormwater. And the chief of the Metropolitan Transportation Authority is responding to the aftermath of the storm that shut down subways on August 8 by surveying for sites where it can tap porous pavement or new vegetative landscaping to soak up water.
While the MTA consults landscape architects to make its far-flung properties more efficient, Foye’s agency is shelving its traditional emphasis on megaprojects like the Atlantic Yards development in favor of a measured approach. “The state’s historic focus on large-scale projects has actually short-changed our region,” Foye told the September 21 meeting. In the speech, Foye proposed a rezoning around the new Moynihan Station that would sprinkle air rights along the 34th Street corridor: This, he said, would “mean less disruption to commuters and tie development to the market.” In other words, it would temper demands on subways, sewers, and roads, lessening the odds of a catastrophe. That same incremental focus will guide Mayor Bloomberg’s PlaNYC 2030 agenda, now six months old, through its implementation.
At the Hudson Yards site, which the MTA is selling to developers who want to link new buildings to the new station, PlaNYC has proposed a test site for a new system, called HLSS for “high-level storm sewer.” Such a sewer can sweep rain and snow into the river, reducing the risk that nearby older sewers will fill with combined stormwater and wastewater and shut down. “We emphasize backup systems for water supply, upgrading the energy grid,” said Deputy Mayor Dan Doctoroff in an interview with AN. “If we don’t upgrade our infrastructure, the risk to life and property and costs going forward are only going to magnify.”
These may seem like harsh words even from Doctoroff, a man who is known for his steely style. But he doesn’t come off like a Cassandra—his thinking is in line with his counterparts in London, Chicago, and other cities trying to increase housing densities and upgrade mass transit. Mayors in Sacramento and Boston are striking deals with big employers and adopting sustainability plans that will guide their public investment for the next generation. “Anybody who has eyes and ears and a brain,” he says of the city’s physical condition, “will be reminded that we are in a perilous state.”
That state demands clever collaboration across agencies. The crammed acreage that makes the city so logical for high density and mass transit also means that any effort to repair pipes and plumbing leads, logically and politically, to new patches of literal green. When the city wants to put a new water node or sewer line underground somewhere, explains assistant Parks commissioner Joshua Laird, it wants to make sure no developer builds anything on the site that would make it inaccessible for tests and repairs. So it creates new parks. “The land will have a park on it that we will manage with the caveat that if DEP needs to get back in there they will be able to,” says Laird. “There’s a new shaft site on Bowery adjacent to one of our houses. They had acquired an old Edison site, and when it is done, will be required to put a park on top.”
The MTA is also trying to keep development within its control by developing mixed-use hubs at some of its commuter rail stations, beginning with Beacon in Putnam County. Moreover, executive director Sander has convened a panel of green advisors. He promises the outlines of a masterplan for improving the MTA’s stormwater management, track upkeep, and energy efficiency by April 22, the first anniversary of Bloomberg’s PlaNYC 2030 kick-off speech. This would go beyond the MTA’s longstanding use of new energy-efficient technology to make existing tracks carry more trains and existing bus routes carry more customers. Sander hopes to cover some of the involved expenses with revenue from the mayor’s much-discussed congestion charge.
Congestion pricing has emerged as a point of solidarity among Sander, Doctoroff, and EDC chief Robert Lieber, who all have been known to approach isolated economic-development issues focusing on the priorities of their respective agencies. Lieber is using his influence to urge executives whose companies might generate jobs to urge legislators to stop bickering over congestion pricing. Lieber, whose agency coordinates all waterfront conversions around town and accordingly must clear a host of rotting piers and suspect industrial sites, told audiences at an Economist-sponsored powwow and a New York Building Congress breakfast that he plans to use his pulpit to fight for new sources of infrastructure funding from all levels of government.
That call will expose discord between the no-nonsense city government and the more theatrical lawmakers in Albany. After a Con Edison steam pipe exploded in July and forced Midtown traffic to grind to a halt, Doctoroff described the new authority as inevitable. “Con Edison has got to invest more money, but you also have to change the way you think about energy,” said Doctoroff at the time. “Demand for energy by 2030 is projected to grow about 45 percent, and our plan holds it constant. We want to take stress off the system, and that means distributed generation.” PlaNYC calls for a city-created Energy Efficiency Authority to help finance building retrofits and create scattered small power plants, but Albany must approve the authority’s creation.
Finally, leaders are trying to persuade the private sector to invest in unglamorous upkeep. The administration disclosed plans in October to connect private landlords with the Clinton Climate Initiative, which has amassed $5 billion in loans to finance building retrofits. And PlaNYC’s implementation will require owners of parking lots over 6,000 square feet to plant trees along their edges and will promise a property tax break to offset 35 percent of the cost of new green roofs.
This kind of broad-based, small-bore work will define planners’ mandates and architects’ work for the next several years, but even if it is entirely successful, its achievement will hardly make the city an oasis of efficiency. Sander exposed the city’s fragile bones at a planners’ conference in mid-October when he confidently answered a question about how congestion pricing fees would help the MTA improve service. “You’ll see a 19th-century transit system moving into the 20th century.”