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From January 10 to March 30, visitors to New York's Center for Architecture can check out an exhibition that explores how urban communities can be empowered to create more resilient and sustainable futures. Design and the Just City raises awareness about urban inequality by exploring generations of flawed policy and systematic injustices, and the psychological effects of undesirable architecture and weak urban design. The exhibition was curated by the Just City Lab of the Harvard Graduate School of Design under the leadership of its director, Professor Toni L. Griffin. The first encounter visitors have with the exhibition is a labeled map of New York City. To the right of the map are rolls of stickers with words like "Aspiration," "Fairness," "Power," "Identity," and "Resilience." The piece asks visitors to take a single sticker that references the most significant attribute of their neighborhood and put it on the map. From a step back, the conglomeration of multi-colored stickers could be interpreted as a pointillism piece, but the experience is meant to reveal what residents actually value about their environs. The exhibition focuses on five videos that each look at one of the many challenges combatted by the Just City Lab. The first focuses on the uncomfortable spaces made by transportation infrastructure, particularly subway overpasses common to neighborhoods in Harlem, the Bronx, and Queens. The video shows the many ways in which landscape architecture, lighting design, and low-cost public structures can encourage these once-unsafe areas to become places where people meet or engage with wildlife. Another project also discusses transportation, but as a remedy instead of a malady. To combat the severe racial and class-based segregation among Brooklyn's 15 intermediate-level schools, the video proposes free family and student transportation, community workshops to encourage a stronger integration between parents and students, easier access to information and technology, and equitable admissions. The final product is a well-produced piece describing the difficulties and challenges faced by constituents and designers, and the subsequent final designs and approaches. Griffin founded the Just City Lab in 2011 and has established herself as one of the most influential explorers of the relationships between spatial and racial justice in urban environments. Throughout her two decades in the urban design field, she has taught at the Harvard Graduate School of Design, Department of City and Regional Planning at UC Berkeley, and the Spitzer School of Architecture at the City University of New York.
New York City's elevated infrastructure pilot returns to beautify Queens
The quest to brighten and enliven the numerous disused public spaces underneath New York’s elevated infrastructure continues. Last year, the Design Trust for Public Space and New York City Department of Transportation (NYCDOT) presented the first pilot space in their joint Under the Elevated/El-Space program, which activated the space under the Gowanus Expressway in Sunset Park, Brooklyn. Now the Design Trust has released the first look at its second pilot space at Dutch Kills Street in Long Island City, which will turn the space below two elevated roadways into a sustainable community gathering space. The Dutch Kills Street site, much like the Gowanus Expressway “el-space,” will reroute runoff from the spaces above through stormwater drains. A set of gabion planters (wire mesh frames with a permeable stone filling) with low-light flora and an illuminated art fence will enliven the public plaza. As the Design Trust notes, New York has millions of square feet of public space that are sitting unused, often creating dangerous conditions for pedestrians. These dark, often-impermeable spaces can cut up neighborhoods and divide communities; the El-Space program is creating a comprehensive framework that can be applied city-wide for reclaiming these areas. El-Space 2.0 will open to the public on May 16 (interested visitors can RSVP here) as part of NYCxDESIGN. The El-Space Toolkit, a framework for officials, private stakeholders, and community groups that want to realize el-space projects in their own neighborhoods, is also in the works and will launch at a later date. The program isn’t slowing down, and the Design Trust–NYCDOT is working on their third el-space beneath the Rockaway Freeway in Queens.
Design by Community
Take a sneak peek at NYCxDESIGN's 2019 events
NYCxDESIGN 2019 is right around the corner, and AN has a selection of highlights from what design-savvy visitors and NYC residents alike can expect. At a press conference held at the Parsons School of Design, officials from the New York City Economic Development Corporation (NYCEDC) laid out a selection of events from the fair, which will run from May 10 through May 22, 2019. The Diner, a collaboration between David Rockwell, Surface Magazine, and the design consultancy 2x4 will return after a successful debut at the 2017 Salone Del Mobile in Milan. The pop-up restaurant will bring a “coast-to-coast journey” to diners, offering a mélange of American food and eatery aesthetics. DESIGN PAVILION will return to Times Square for the duration of NYCxDESIGN, bringing performance spaces, interactive kiosks, seating, an information kiosk, and a collaboration with Nasdaq. Sound & Vision, a two-week long show from the American Design Club on the confluence of sound, technology, and design will use the area as staging. New outdoor furniture from the Times Square Design Lab will also be making an appearance, as will a competition for public-space furniture. ICFF will once again take over the Javits Center from May 19 through the 22. This year’s showcase of high-end interior design will focus heavily on integrated smart home and office technology via ICFF Connect. Over 900 global exhibitors are expected to present their wares at the 2019 show. WantedDesign will return to Brooklyn’s Industry City in Sunset Park with more participants than ever; graduate students from over 30 international schools are expected to present their work. At WantedDesign Manhattan, SVA’s Products of Design MFA students will present Tools for the Apocalypse, a showcase of products designed for life after a climate change-induced apocalypse. Each contribution is grouped thematically into one of four categories (fire, water, earth, and air) and addresses the evolution of essential materials in a time of dramatic ecological uncertainty. While the details have yet to be finalized for the city’s five design districts, expect a collection of architectural walking tours, happy hours, and installations across New York's various Design Districts (Downtown, Madison Avenue, TriBeCa, SoHo Design District, and NoMad). Museums across the city are also participating. At the Cooper Hewitt, Nature will gather work from designers across all disciplines to paint a picture of a more harmonious, regenerative future. At the Museum of Modern Art (MoMA), The Value of Good Design gathers design objects from every corner (from home goods to toys to transport-related items) from the late 1930s through the '50s. Through the Good Design initiative that MoMA championed during that period, design was made more democratic and accessible throughout society, and this exhibition will track that shift. At the Museum at FIT, the School of Art and Design will host the 2019 Graduating Student show, not only at the museum but with pieces across the campus. Work from over 800 BFA students will be exhibited and represent areas ranging from jewelry to packaging to interior design. The Museum of Arts and Design (MAD) will spice things up with Too Fast to Live, Too Young to Die: Punk Graphics, 1976-1986. The show will look back on the often DIY flyers, posters, and albums from the era through a contemporary lens, similar to the Met’s 2013 examination of the lasting impact of punk fashion. On the architecture side, Fernando Mastrangelo Studio (no stranger to experimenting with concrete) will be casting a full-scale tiny home from cement, glass, sand, and silica. The “home” will contain a living room, bedroom, and exterior garden, and visitors can explore the house after its completion. Following a kick-off party at the studio’s space in Brooklyn, the house will be placed on a trailer and moved around the city for a “Where’s Waldo” experience. Empire Outlets, the SHoP-designed outlet mall in St. George, Staten Island, opens in April. During NYCxDesign, architects from SHoP and representatives from Empire Outlets will lead tours of the sprawling shopping complex. The first El-Space, a repurposing of the area under the Gowanus Expressway in Sunset Park, was such a success that the Design Trust for Public Space and NYC Department of Transportation have followed up with El-Space 2.0. On May 16, a jointly-held event will reveal the project’s next iteration in Long Island City as well as the framework for planning future “El-Spaces.” The Center for Architecture is also planning to get in on the action, and from May 14 through 18, interested architecture buffs can take a sneak peek of this year’s Archtober lineup. Both the “Building of the Day” tours, which will highlight five buildings across the city’s five boroughs, and Workplace Wednesday, where architecture studios open their doors to the public, will be previewed. Of course, NYCxDESIGN, now in its seventh year, hosted nearly 400 events; too many to chronicle in one article. For now, those interested in staying abreast of the talks, workshops, gallery shows, retail options, and more can stay updated on the festival’s website.
Partially Postponed Projects
The government shutdown is hurting construction, trade, and manufacturers
Now in its third week, the partial government shutdown is proving extremely tough for not only direct federal employees but also outside contractors who work with and rely on funding from U.S. agencies. In New York alone, that means big-name organizations like the Metropolitan Transportation Authority and smaller businesses helping with capital construction efforts throughout the five boroughs. It’s estimated that over 50,000 federal contract employees in the New York metropolitan area are out of work and pay with no end in sight. While some organizations aren't running at all, others are still forcing people to work but without hope of immediate reimbursement. For example, Senator Chuck Schumer (D-NY) said on Sunday the MTA could lose up to $150 million each month in federal funds as long the shutdown remains. This would halt major track repair work still ongoing after Hurricane Sandy and further construction on the Second Avenue Subway, according to the New York Post. This would happen because the General Fund, managed by the U.S. Bureau of Fiscal Service, is currently compromised, meaning companies working on state and city projects sponsored through the Federal Transit Administration’s capital investment grants program will see a slow-down in reimbursement. New York will be forced to pay out-of-pocket for the above subway improvements and work on the Select Bus Service lines, among other things.
Because most public building and infrastructure construction projects in New York City are managed and funded by local government agencies, work will carry on. But that doesn’t mean it will all run as smoothly as expected. As weeks pass on, it will likely become increasingly difficult to import the necessary building materials selected for these construction projects. This is not only because of President Trump’s trade war but because of international shipping delays and a slow-down in safety checks through other agencies. The Federal Maritime Commission is closed and cannot smoothly regulate cargo clearance or port activity. In addition, hazardous materials being imported into the United States might be held up as all port investigators within the U.S. Consumer Product Safety Commission have been furloughed. What’s more, the Commerce Department can’t process requests from manufacturing companies who want an exemption from Trump’s metal tariffs. These are all big issues for U.S.-based manufacturers that can’t plan for the year ahead if they don’t have an accurate estimate of how much important imported materials will cost them and how long those products will take to reach them. Trump plans to make a televised, prime-time address tonight to discuss what he calls a humanitarian crisis at the U.S. Southern border. It’s unclear whether he’ll give an actual timeline for getting the government up and running again, though he’s repeatedly said he won’t cancel the shutdown until Congress gives him the full $5.6 billion needed to build his border wall. Until then, contractors in every city and state will have to make do with potential delays and money coming from their own bank accounts.
Enough with the memes. Just quit hurting innocent people and re-open the government. https://t.co/7cW20gFriH— Chuck Schumer (@SenSchumer) January 6, 2019
Building Wall and Building Wall Quickly
Weekend edition: Amazon gets grilled, Brutalism gets preserved, and more
Missed some of this week's architecture news, or our tweets and Facebook posts from the last few days? Don’t sweat it—we’ve gathered the week’s must-read stories right here. Enjoy! Stunning new photos document I.M. Pei’s early brutalist museum I.M. Pei's first museum design, The Everson Museum of Art, is a big, brutalist structure that's celebrating its 50th birthday in Syracuse, New York. Chicago aims to preserve the vernacular architecture in its largest Mexican-American community The Commission on Chicago Landmarks has approved a preliminary designation for a dense array of vernacular buildings in the heart of Pilsen. Against all odds, progressive land-use reforms are taking root in American cities With Minneapolis, San Francisco, and Los Angeles moving forward with land-use reforms, the thinking behind how American cities work could soon change. DHS says it is “building wall and building wall quickly” in bizarre statement In an odd press release, the U.S. Department of Homeland Security touts quick construction of the U.S.-Mexico border wall key sections. New York’s proposal for Amazon’s HQ2 is much worse than we thought The concessions from the city have raised eyebrows and triggered a trio of City Council hearings on the terms of the deal.
Because I'm Happy
Studio Cadena's shimmery holiday installation takes over Flatiron Plaza
Studio Cadena’s ultra-bright holiday sculpture in Flatiron Plaza made its debut during New York’s first snowfall of the season. Though it was officially unveiled last night, Happy was set up late last week and photography captured the flurry of moments when it was first discovered by the public. Happy is the winner of the fifth annual Flatiron Public Plaza Holiday Competition, a partnership between the New York Department of Transportation Art, Van Alen Institute, and the Flatiron/23rd Street Partnership Business Improvement District. Its installation signals the start of programming for BID’s “23 Days of Flatiron Cheer.” The project was created by Studio Cadena, a Brooklyn-based firm that was chosen out of seven other invited design teams. Their winning proposal features a series of translucent yellow screens draped from an open frame that are meant to add a spark of joy to everyone who passes by. It also doubles as a filter for people to see the city in a different light, according to Benjamin Cadena, Studio Cadena’s founder and principal.
David van der Leer, exiting director of Van Alen Institute, noted the impact that Happy could have on people's’ daily lives during a cold and colorless time of year. “By expressing a positive emotion in a public space, Studio Cadena’s delightful installation invites people to take a moment to consider the joy of being in the big, busy city during the holiday season.” Happy was selected by a jury of experts in design and public art including the Corcoran Group’s Nick Athanail, Michael Bierut, partner at Pentagram, Emily Colasacco, event director of NYC Summer Streets, as well as V. Mitch McEwan, partner at A(n) Office, and Aleksey Lukyanov-Cherny of SITU Studio. The installation will be on view through January 1, 2019.
Two Bridges to Nowhere
The Dubaification of New York
The residents of the Two Bridges neighborhood in the Lower East Side find themselves in a predicament. Throughout the city, developers have targeted expired urban renewal areas originally governed by land-use controls that have ensured housing affordability for decades. The Two Bridges Large Scale Residential Development is one such target. Exploiting the site’s underlying high-bulk zoning allowances, a group of developers is proposing to build four new predominantly market-rate skyscrapers, ranging in height from 62 to 80 stories—four gleaming luxury megatowers that portend a storm of gentrification and displacement. The proposal needs approval by the city administration. Many argue that the development requires a “Special Permit,” which would call for a Uniform Land Use Review Procedure (ULURP). In 2016, Carl Weisbrod, then Chair of the City Planning Commission, declared the project a “Minor Modification” requiring no ULURP. After public outcry, the Department of City Planning requested the developers to undertake an unprecedented joint Environmental Review. On October 17, 2018, the City Planning Commission held a public hearing regarding the proposal’s Draft Environmental Impact Statement (DEIS). The room was packed. About 100 people testified. The vast majority (myself included) raised serious objections to the project and the approval process. Only five were in favor: two members of a union advocating for 50 permanent building service jobs promised for the site; an advocate for the disabled, who supports all projects that add elevators to subway stops; the current Two Bridges commercial tenant, who is promised a long-term lease in the new complex; and the executive director of Settlement Housing Fund, who is selling air rights to the 80-story tower. At the public hearing, questions about the appropriateness of the project’s scale were addressed by Gregg Pasquarelli of SHoP, the firm responsible for the 80-story tower, who showed examples of recent large-scale waterfront projects and said that the city has consistently approved this kind of development. In his presentation, Pasquarelli glossed over substantive issues of urban context. The audience was baffled if not offended. When Pasquarelli claimed that the project “will create a vibrant, beautiful, equitable, and appropriate skyline for the city and its residents,” the room actually burst into laughter. Commissioner Anna Hayes Levin pointed out that the projects of “tremendous scale” that Pasquarelli used to make his case were in manufacturing areas transitioning to a new use, while this expired urban renewal area was planned for, and still is, a low- and moderate-income residential development. Pasquarelli, showing what was at best was ignorance and at worst callousness, did not really respond and brought up the example of the American Copper Buildings, a SHoP-designed 800-unit residential development in an already affluent neighborhood, with nowhere close to the same risks of gentrification and displacement impending at Two Bridges. Laughter also greeted Pasquarelli’s closing sentence: “the city is in a housing crisis, and this provides a huge amount of affordable housing for the neighborhood.” Indeed, a quarter of the new apartments (694 out of 2,775 units) will have a degree of affordability. But for whom? Surely not the current residents of Two Bridges, whose households’ median income ($30K) is below the threshold for renting in the new ‘affordable’ units ($37K). City-wide trends and the advent of Essex Crossing have already resulted in the loss of rent-regulated units as well as higher eviction rates in the area. The influx of 2,081 market-rate apartments cannot but exacerbate the situation and lead to residential and business displacement. Whose neighborhood will this be once bodegas are replaced by cafés selling five-dollar lattes? The Environmental Review was meant to identify any adverse impact from the proposed development in 19 areas of analysis as defined by the City Environmental Quality Review (CEQR) Technical Manual guidelines. The review found negative impact in five areas—Transportation, Shadows, Open Space, Construction, and Community Facilities & Services—for which the developers are proposing some mitigation. No adverse impact was found in 14 areas, among them Socioeconomic Conditions and Neighborhood Character. How is this possible? The CEQR guidelines are notoriously flawed. For instance, per the guidelines, no resident of a building with even one rent-regulated unit is vulnerable to indirect displacement. Even more troubling: the guidelines call for a “No Action” scenario to be used as a comparison when evaluating indirect displacement. The DEIS defines “No Action” as a condition “in which projects are expected to continue the trend towards market-rate development and rising residential rents in the study area. In accordance with the CEQR Technical Manual guidelines, since the vast majority of the study area has already experienced a readily observable trend toward increasing rents and new market rate development, further analysis is not necessary.” The “No Action” scenario is one of several critical factors that make possible and seemingly inevitable what we might call the ‘dubaification’ of New York City. It is not a loophole: the developers and their compliant architects are going by the book, following the law to the letter. The problem is written in the law itself: once you accept the premise that the market is already conquering the city—that increasing rents and luxury developments are already the norm—no new project, no matter how big or in which urban context, can ever be held responsible for negatively affecting the socio-economic fabric of any area. The question, in assessing this proposal as well as the spate of massive developments popping up all over the city, is not solely about scale. To be sure, height is a major concern. (I find it ironic that the tallest of the existing six housing complexes at Two Bridges is a 21-story building that everyone calls “The Tower.”) But what these megatowers portend is something more ominous: an ever more homogeneous and generic skyline; the disappearance of neighborhoods and their communities; apartments becoming phantom residencies for absentee investors; dwelling valued only as an investment, a commodity; a city of resplendent buildings towering over dead streets. There is still time to do the right thing for Two Bridges. The City Planning Commission will be voting as early as November 14 on the “Minor Modification.” They must deny it. A ULURP must be granted, to allow the public and elected officials to negotiate for more significant community benefits, including greater and deeper affordability as well as height caps to truly tackle the adverse impact of the megatowers. More important, the Two Bridges debate is an opportunity to start imagining alternative visions for our city. The City administration must close zoning loopholes and fix the CEQR guidelines. Let’s build a city in which housing is not treated as a commodity but as a fundamental right.
The fight to bring down an antiquated elevated highway in Syracuse, New York, is among the controversial issues being highlighted in the race for one of the state’s U.S. Senate seats. On Monday, Senator Kirsten Gillibrand, D-N.Y., told The Post-Standard she supports the effort to replace a portion of Interstate 81 with a street-level grid—a position she’s never spoken out on before. “Given where the stakeholders are—and given what I have heard from the community in the last several years,” she said, “ I really think the community grid is the better approach to not only revitalization, but to support all members of our community.” For years, higher-level politicians have shied away from taking a stance on the decade-long debate to fix one of Syracuse’s greatest transportation issues. The 1.4-mile highway viaduct cuts through the heart of the city’s downtown, segregating the community physically and economically. As of last year, it reached the end of its functional lifespan and is no longer safe for the thousands of cars that traverse it each day. Syracuse-based community groups, university leaders, and local politicians have spoken out about the dire need to address I-81. Some have come out in favor of any of the three proposed options—an underground tunnel, street grid, or rebuilt overpass—while some have stayed quiet. So far, Gillibrand is the most influential person to state her opinion. Senator Charles Schumer, D-N.Y., and Representative John Katko, R-Camillus, have declined to comment. “I disagree with the tunnel folks because I think you’re just going to have a bypass of downtown,” Gillibrand told The Post-Standard. “Unfortunately, when you don’t invest in a downtown long-term, your city becomes less attractive. If you create thoroughfares and routes to skip downtown, what you get is boarded up storefront and you get a hollowing out of cities.” It’s no coincidence Gillibrand is speaking out just weeks away from the Tuesday, November 6, election for her U.S. Senate seat. Her Republic challenger, Chele Farley, criticized her decision to pick a proposal. “I think it’s a little offensive for me to make a decision for Syracuse,” Farley said in a reactionary statement. “Let Syracuse decide, but then it’s my job to get the money and bring it back so the project could get funded quickly and it could happen.” Of all three options, the underground tunnel could prove the most expensive at $3.1 billion—another reason why Gillibrand doesn’t back it. A new elevated highway would be around $1.7 billion, while a boulevard, or community grid, would cost $1.3 billion. Most of the funds will be supplied through the federal government via President Trump’s recent infrastructure rule that places priority on interstate highway projects. But some worry Syracuse’s failure to unite on a decision will prevent the city from getting the money it needs on time. Gillibrand and Farley will face off in a televised debate this Thursday at 1:30 p.m. on WABC-TV. Whoever wins the Senate seat will take on the task of pushing the project forward based on the community’s final decision. The New York State Department of Transportation is now working on a new environmental impact study surveying the three options. It’s set to be published in January when a public commentary period will open.
Parks Without Borders
NYC Parks Commissioner talks policy, parks, and breaking down barriers
Over the next three months, The Architect’s Newspaper will feature a series interviews with Susannah Drake, founding principal of DLANDstudio, and leading public space advocates about the meaning, design, and development of public space. Up first, New York City Parks and Recreation Commissioner Mitchell Silver will discuss New York's Parks Without Borders initiative to make parks and open space more accessible. Borders are a hot topic in our current politically volcanic world. Some are geographic, most are political, and many have to do with resources and strategic control. Robert Frost’s poem titled Good Fences Make Good Neighbors is often misinterpreted as suggesting that defined boundaries between people or societies are positive. In practice, defined borders can lead to violence, social isolation, inefficiency, and habitat loss. The classic phrase, “living on the other side of the tracks,” was taken to the extreme in the United States after World War II as new highway systems, elevated transportation structures, slum clearance, and dehumanized public housing towers transformed cities across the United States. Today, cities including Cleveland, New York, Philadelphia, and St. Louis are working to break down physical and perceived boundaries to make a healthier living environment for all. In New York City, the efforts of three groups, one public and two nonprofit, demonstrate how smart urban planning and design can make the city healthier, safer, and more democratic by improving underutilized public lands. Mitchell Silver, commissioner of the New York City Department of Parks and Recreation, is the visionary behind the city’s Parks Without Borders program. As a native New Yorker who spent his formative years in the city before traveling the country and the world as a planner and thought leader, his vision as head of the public parks agency has been to expand the availability of park space by breaking down physical barriers, jurisdictional boundaries, and site lines into city parks. AN: What is the origin of the Parks without Borders program? MS: The origins came from two sources. Growing up in New York, I was always bothered by the big berm that separated Flatbush Avenue from Prospect Park. The road seemed like a raceway defined with so many fences and barriers. Through professional and personal experience, I encountered different forms of public space around the world and saw far fewer barriers. Public space was seamlessly connected to the city. Of course, fences are needed for sports and steep slopes but in many cases, they are unnecessary. When I became commissioner of the Parks Department, I remembered something that Frederick Law Olmsted said about parks: “The sidewalk adjacent to the park should be considered the outer park.” What I recognized was that the sidewalks around parks, such as Fort Greene Park and Prospect Park, were under the jurisdiction of the Parks Department but felt separate. The land from the park to the curb should feel like part of the park. The public realm should be seamless. The public doesn’t know or care who owns the land. The New York City Police Department needed to own the idea of crime prevention through community design. I submitted the idea to the Mayor as part of OneNYC and through a partnership between City Planning, the Department of Transportation, the Department of Environmental Protection, and our agency, and a $50 million pilot was launched. There were two components: $40 million was dedicated to eight showcase projects, determined through the extensive public process that received over 6,000 nominations. In addition, $10 million was dedicated to parks and playgrounds across the city already under development to enhance the park design. The key principles are to make a seamless public realm by rethinking the edges, entrances, and adjacent spaces of parks across the city. Open space should be open. Growing dense urban centers need vital public space for all races, genders, and ages across the board. What barriers have you met in implementing the project? Resistance encountered? As with all projects of this nature, we met with all of the community boards via borough board meetings and held public meetings in each of the five boroughs to explain the program and ask the public to nominate a park for the program. We communicated our theory that good uses tend to push out bad uses. In other words, plan for what you want to see and not what you don’t want to see. Feedback was split along demographic lines. Older people perceived fences as safeguards and that reducing the height of fences and opening up parks invited crime and homelessness to take over. But we have had early success. At McDonald Playground in Staten Island where Parks Without Borders money was dedicated to a Community Parks Initiative project, the community was initially concerned about lowering fences. The park feels so open now that people ask if we added more land. And, while the plan for Fort Greene Park in Brooklyn is greatly supported by the community, there has been resistance related to the planned removal of some large, invasive, non-native trees, and the mounds constructed in the 1970s as part of the project. What is the schedule of implementation? Over 20 parks are in the pipeline. The showcase projects will be completed by 2020. They include Prospect Park, Seward Park, Jackie Robinson Park, Corona Park, Fort Greene Park, Faber Park, Van Cortlandt Park, and Hugh Grant Circle. How does the program align with other DPR/Administration initiatives? NYC Parks is advocating for Equity, Access, Placemaking, and Healthy Living. One of the programs, Walk to a Park, is intended to reduce the time it takes to get to a park. Reducing barriers and moving entrances helps increase access to parks. DPR planners conducted a thorough planning process examining the location and attributes of parks across the city and determined where residents might be underserved. Using GIS, they mapped a five-minute walk from parks, playgrounds, and trails across New York City and then used the analysis to prioritize capital expenditures. Does the DPR Parks without Borders program impact all communities across NYC regardless of demographics? Yes, with multigenerational, ADA access. At McDonald Playground, a woman hugged me suggesting that I changed her life because she can now sit with her daughter in a quieter area of the park and watch the kids play ball. She said I extended her life. Beyond physical fences and walls, what other kinds of borders have you seen in your time as commissioner? Rules create barriers. We don’t want to engage in anti-planning which can exclude rather than include people. Including more people in more existing parks is one example. Anti-planning, or planning to prohibit a certain group is not fair. For example, some of our playgrounds have a sign that states: “Adults prohibited unless accompanied by a child.” That means a senior citizen is prohibited from using a public space or must walk to another park that doesn’t have that rule. To address this inequity, NYC Parks in 2017 evaluated all city playgrounds and installed new signs at locations that would allow adults in a park or playground, but only prohibited adults in fenced off areas where children’s play units were located, like swings, slides and climbing structures. This one change allows more adult New Yorkers and visitors to enjoy green space like sitting under a tree or using a comfort station. As a planner what is your perspective on borders that might exist because of climate or geographic lines that are mapped but not always perceived by the public? Rockaways? In places where public safety is an issue such as around water, clearly there need to be rules and physical barriers to keep people safe. Environmental conditions can also require limited access. For instance, the habitat for piping plovers needs to be protected by limiting beach access. This reduced the walk score but was an important trade-off. In natural areas, controlling beach erosion is important. Sometimes these barriers are jurisdictional, particularly in coastal areas. New York City is doing a better job than in the past. What is your perspective on urban and transportation design decisions in the direct post-war period, in the '60s and today in relation to race, demographics, and urban living? White flight of the '60s, urban renewal with its characteristic superblocks, and highways dividing neighborhoods were not the highlight of good planning. Cities were perceived as unsafe and as a result, many parks were surrounded with high walls to create defensible space. Now Parks Without Borders is changing this situation by moving from defensible space to open and inclusive space. Prospect Park is a great example. Programming by the Alliance activated the park. They designed for what we want to see rather than what we don’t want to see. There are so many users in our parks that space needs to be very inclusive. Our parks are our outdoor living rooms and reflect those that use them. While DPR does not have purview over public housing, it would be great to get your perspective on the landscape of housing projects in New York City as well as their overall relationship to the city. The “tower in the park” model is somewhat right. The park part is not right. Residents assume that the landscape is off limits because it is fenced off. Design organizations are now engaging NYCHA Tenant Associations about opening-up the green space within the NYCHA housing campus. For example, some NYCHA Houses have converted open space to community gardens, so the trend of better using NYCHA green space is moving into the right direction. Digital access to information creates places where people collect in the city. Beyond these spheres are dead zones that might be considered another form of border. Are there any efforts by DPR to expand digital access? I’d love to see WiFi in parks. We currently have charging stations at some beaches and WiFi in some parks. Lack of funding for maintenance and operations is an ongoing issue for public space. How will Parks Without Borders impact maintenance needs of parks? Maintenance practice of 21st-century parks warrants reexamination. More funding and more staff are welcome but aren’t the answer. We need to be innovative with resources. The agency is now using a zone approach with analytics to optimize the work of maintenance crews. We are also employing new design approaches and adding horticultural staff. One example is having park cleaning seven days per week. This seems like an addition, but the change is cutting down Monday absences because those crews were not unfairly burdened with the weekend trash. This created a better team ethos. Utilization of staff is as important as getting more staff. Working smarter with specialized teams with more training that can troubleshoot issues system-wide (catch basin team, green infrastructure team) is helping. Any final words? With limited resources we are forced to think about what is important and how to be innovative, which I base of the 3 S’s of management: You must have the right organizational structure to achieve your vision and mission. You must have the right systems in place to be successful. You must have strong management and operation standards across the five boroughs to function as one agency.
SCAPING up to Boston
Boston taps SCAPE for a resilient harbor vision
The city of Boston has unveiled a new vision for protecting the city’s 47 miles of shoreline and has used New York’s SCAPE Landscape Architecture to visualize the vision plan. The plan, "Resilient Boston Harbor," was presented yesterday by Mayor Martin J. Walsh before the Greater Boston Chamber of Commerce. It builds off of the Climate Ready Boston 2070 flood maps and existing district-level plans, coastal resilience neighborhood studies, and the work done under the Imagine Boston 2030 initiative. The ultimate goal is to reinforce Boston’s public spaces, buildings, and infrastructure against the encroach of rising sea levels, the strengthening of storms that climate change will bring, as well as heat waves, drought, and worsening blizzards. With Boston’s population approaching 700,000 for the first time since the 1960s, catastrophic flooding would affect more residents than ever. “We’re not just planning for the next storm we’ll face, we’re planning for the storms the next generation will face,” said Mayor Walsh. “A resilient, climate-ready Boston Harbor presents an opportunity to protect Boston, connect Boston, and enhance Boston, now and for the future. As we enter a new era in our Harbor’s history, Boston can show the world that resilience is not only the ability to survive adversity, but to emerge even stronger than before. That’s the promise of a Resilient Boston.” To meet that ambitious goal, the city has broken down its plan into separate chunks for each neighborhood. The final goal involves opening up public access to the waterfront by raising portions of the coastal landscape, installing strategic flood walls, elevating infrastructure, and flood-proofing buildings, representing a synthesis and consolodation of the prior resiliency work done in the city. In East Boston and Charlestown, Wood Island and Belle Isle will be reinforced to prevent the loss of Boston’s only remaining salt marsh, and the most important transportation corridors will be elevated. The Schrafft Center waterfront will also be redeveloped to incorporate elevated parks and boosted economically by the addition of new mixed-use buildings. In South Boston and Fort Point, Fort Point Channel is currently a major floodway that will need to be redesigned, and a string of parks, dubbed the “Emerald Necklace,” will sop up excess floodwater along Columbia Road. In North End and Downtown, the Harborwalk and Long Wharf are slated for renovations, and the city is planning to kick off a Climate Ready Downtown study to pinpoint further optimizations. Similarly, Boston will launch Climate Ready Dorchester to study improvements to the Dorchester Waterfront. A redesign of Morrissey Boulevard to buffer it against flooding, and the opening of the waterfront along Columbia Point, have already been singled out as potential strategies. The cost won’t be cheap, but Mayor Walsh rationalized the expense as preventative. “In East Boston, we could invest $160 million in resilience or we could do nothing, and expect damages of $480 million," Walsh told the Chamber. "In Charlestown, we could invest $50 million now or pay over $200 million later. In South Boston, we could invest $1 billion or we could pay $19 billion in citywide damages, when Fort Point Channel and Dorchester Bay meet and flood the heart of our city. “We either invest now, or else we pay a much bigger price later. And we’ll pay that price in more than dollars. We’ll pay it in jobs lost, small businesses that never recover, homes destroyed, and families displaced.” The city will start by investing millions at each of the above sites and ten percent of all future capital funding towards resiliency initiatives. Still, the north-of-a-billion-dollar estimates will require funding from Massachusetts, the federal government, and private, non-profit, and philanthropic organizations. Besides hitting the goals outlined in Resilient Boston Harbor, the city is also committed to going completely carbon neutral by 2030.
New York City's Institute for Public Architecture (IPA) will celebrate its 6th annual Fall Fête on October 24 at the Plaxall Art Gallery in Long Island City, Queens. The benefit will honor Margaret Newman, FAIA, principal at Arup Planning, and the Queens Museum. Janette Sadik-Khan, former commissioner of the New York City Department of Transportation, and Bevin Savage-Yamazaki, senior associate at Gensler will give introductory remarks. The IPA describes its mission by saying, "We address urgent issues of design and policy by mobilizing our network of activists, professionals, government officials, and community stakeholders." In a statement, they said that the fundraiser will help fund its residency program and expansion of the organization's activities beyond New York City.
Tickets for the event are available here.
At an awards ceremony at Manhattan’s Center for Architecture on October 8, representatives from AIA New York (AIANY) and the New York chapter of the American Society of Landscape Architects (ASLANY) gathered for the first annual Transportation + Infrastructure Design Excellence Awards (T+I Awards). The winners, winnowed down from a pool of 67 entrants, showed excellence in both built and unrealized projects related to transportation and infrastructure, with a heavy emphasis on work that integrated sustainability and engaged with the public. Outstanding greenways, esplanades, and transit improvement plans were lauded for their civic contributions. A variety of merit awards were handed out to speculative projects, and the Regional Plan Association (RPA) was honored a number of times for the studies it had commissioned as part of the Fourth Regional Plan; it was noted that many of the solutions proposed in past Regional Plans had eventually come to pass. The jury was just as varied as the entrants: Donald Fram, FAIA, a principal of Donald Fram Architecture & Planning; Doug Hocking, AIA, a principal at KPF; Marilyn Taylor, FAIA, professor of architecture and urban design at the University of Pennsylvania; David van der Leer, executive director of the Van Alen Institute; and Donna Walcavage, FASLA, a principal at Stantec. Meet the winners below: