Search results for "Port Authority of New York and New Jersey"
U.S Department of Transportation withdraws from $24 billion Gateway Program
President Trump taps his son’s wedding planner to run N.Y. and N.J. federal housing programs
LinkedIn page lists a J.D. from Quinnipiac University but includes a "N/A"; Yale University is also listed but with no additional information. The New York Attorney General also began "looking into" The Eric Trump Foundation after a report from Forbes appeared to expose practices that broke state laws. Patton's directorship at HUD will include block grants and rental vouchers that go toward senior citizen programs and housing inspections; The New York Daily News reports that HUD funds 100 percent of the New York City Housing Authority (NYCHA)'s capital repair budget and 70 percent of its operational budget. The role Patton is filling has been vacant since January 20.
“Never heard of her before and it’s surprising to say the least,” says @NYCmayor of Lynne Patton, who is said named HUD regional director— J. David Goodman (@jdavidgoodman) June 16, 2017
Slip ’n’ slide
The Port Authority is in denial about its leaking Oculus
Trains, Planes, Automobiles
Port Authority Bus Terminal to get total reset and other breaking news from annual RPA conference
A new PABT is also essential to the trans-Hudson transportation question; the current station will require replacement in 15 to 20 years due to structural deterioration, said Andrew Lynn, director of the Port Authority of New York & New Jersey (PANYNJ)'s Planning and Regional Development Department. (Lynn sometimes holds meetings with local officials and stakeholders in the PABT, using the shaking walls to drive home his point.) The PANYNJ has about $3.5 billion set aside for the terminal, but despite numerous attempts to formulate a plan over the years, none have been successful. The PANYNJ is effectively "pushing the reset button" on the project, and while the group will learn from past failures, "we're really starting over," he said. (Gordon suggested expanding the current PABT upwards by building off the current structure. This would expand capacity while minimzing local impact.)
"You need to start shouting about how bad things are, how irresponsible" we've been as a nation. - Joe Biden pic.twitter.com/eIcQScJwTX— Architects Newspaper (@archpaper) April 21, 2017
However, Polly Trottenberg, commissioner of the New York City Department of Transportation (NYC DOT), countered that "global cities are not building big bus terminals"; rail is much more efficient. "One enormous bus terminal" is not the solution, she said, citing the failings of Robert Moses and how "we don't think that way now." Lastly, the panel touched on the replacement and expansion of Penn Station. Vishaan Chakrabarti, founder of Practice for Architecture Urbanism, who has put forward a plan to adapt the existing structure, explained his plan to move Madison Square Garden to the back of the old Farley Building, allowing the adaptive reuse of the current Garden's superstructure for a new train station that would make the neighborhood a "world-class address." (ReThink Studio, who was also present at the Assembly, has critiqued aspects of this plan.) Chakrabarti also sounded the alarm that office space might be built in the back of the Farley Building to fund Amtrack's construction of a new Amtrack platforms on the rails that run under the Farley Building. Those platforms, he added, would only serve Amtrack and exclude regional rail. He also warned that the current Penn Station was a safety hazard awaiting disaster: with such low ceilings, for instance, a smoke event would be disastrous in the already-overcapacity space. In sum, the panel portrayed a moment of crises but also a potential reconsideration of the current status quo. Once the current crises have been averted, panelists agreed it would make the most sense for New Jersey to emphasize trains over buses for a trans-Hudson commute, as rail is overall far more efficient (albeit also more expensive) a system for moving people. After this, an afternoon panel, "Planning for the Transportation Revolution," sought to address how ride sharing and autonomous vehicle could reshape the urban landscape. Bruce Schaller, principal at Schaller Consulting (which specializes in urban transportation policy), and Matt Wing, corporate communications lead at Uber, both highlighted how Transportation Network Companies (TNCs, such as Uber and Lyft) have filled in gaps created by public transportation. Forty percent of Uber's New York City rides are in the outer boroughs and never touch Manhattan, which serves as little surprise given only one subway line (the G) doesn't pass through Manhattan. TNCs, Wing explained, are also serving as critical links in the "last mile" problem of getting people to mass transit stations. (See AN's transportation feature on Miami for more on this.) Jessica Robinson, director of city solutions at Ford Smart Mobility, revealed that Ford aimed to have a production-ready Level 4 self-driving car by 2021. (Level 4 means no steering wheel, gas pedal, or anything else drivers must operate.) Given their cost, said Robinson, such cars will almost certainly be owned and operated by ride-sharing companies. Seeking to stay at the forefront of mobility solutions, Ford also bought Chariot, a TNC that operates 14-passenger ride-sharing vehicles and aims to reinvent mass transit. It was Robin Chase, the co-founder and former CEO of Zipcar, who gave the most impassioned presentation. "Cities are in a one-time position of power," she said, to dictate the terms of how autonomous vehicles should operate before they're legally allowed in major cities. She's currently organizing a global coalition of mayor to negotiate with large companies. Her top priorities include: ensuring all vehicles are electric, creating a level playing field for competition among ride-sharing companies, and negotiating new forms of ride sharing taxation based on distance traveled, curb rights, fuel type, and other factors. Conventional taxation based on registration fees, gasoline tax, and tolls may not be an option when autonomous vehicles hit the road. Overall, the panel argued that anything less than all-electronic fleets of competing ride share companies would be a major loss for cities. In that scenario, there are fewer and much cleaner cars on the road, and vast amounts of parking and curbside space would be made available for public use.
Andrew Lynn of PANYNJ: "We're pushing a reset button" on the new PABT. pic.twitter.com/zQiMHvj0j2— Architects Newspaper (@archpaper) April 21, 2017
For more on major transportations plans, don't miss the upcoming Plan 2050 at the Cooper Union, this May 9!
Bridge and Tunnel
Port Authority approves $32 billion capital plan with funding for new tunnels and terminals
It is very clear that Governor Andrew Cuomo is fed up with the sorry condition of New York's infrastructure, particularly its airports.A barrage of recent projects suggests he is on a mission to restore infrastructure glory to the state. Over the past year, the governor has been spotted on top of the new Tappan Zee bridge, breathing fire down the neck of the MTA to finish the Second Avenue Subway on time, showcasing plans for a spiffy LaGuardia and a gussied-up Penn Station, and breaking ground on a new hotel attached to Saarinen's TWA terminal. To drive the need for better airports into the brains of constituents, there are not one, but three cartoon planes shooting off a logo for the state's new mantra: "Building today for a better tomorrow." Today the state, the Port Authority of New York and New Jersey, and other agencies have revealed long-awaited $10 billion vision plan for a new-and-improved JFK International Airport. The many proposed changes, driven by $7 billion in private investment, have three common goals: Modernizing the terminals, improving road access to the airport, and expanding mass transit options to accommodate a projected increase in passengers. In a statement that channeled Rocky, Cuomo declared that “New York never backs down from a challenge, rather we step up to take on the ambitious projects that are often thought to be impossible. That’s exactly what transforming JFK International Airport is all about. Our vision plan calls for the creation of a unified, interconnected airport that changes the passenger experience and makes the airport much easier to access and navigate. We are New York, and we remember the bravado that built this State in the first place, and that is the attitude that will take JFK and turn it into the 21st-century airport that we deserve. I want to thank the panel, especially Chairman Dan Tishman, as well as all of our many partners who join us in this effort.” Tishman is the CEO of Tishman Construction Company and chair of the Governor’s airport master plan advisory panel. The video above features some project highlights, as well as renders for what we could see at the airport in the coming years. Right now, JFK may be ugly and dysfunctional, but it's busy: Last year the airport welcomed over 60 million passengers, and that number is expected to grow to 100 million by 2050. Plans call for the unification of terminals to provide passengers with a more coherent visitor experience; redesigned the ring roads to allow better car access; expanded parking lots and taxi access; added train service; more amenities like the Beyer Blinder Belle–designed hotel addition to the TWA Terminal; and of course, added privacy-slashing security features like facial recognition and video tracking software to ensure that no terrorists destroy the new airport and to prevent hapless travellers from endangering us all with carry-on batarangs and loaded guns. One of the biggest frustrations of traveling to JFK by car are the bottlenecks along the Kew Gardens Interchange between the Grand Central Parkway, the Van Wyck Expressway, the Jackie Robinson Parkway and Union Turnpike. Plans call for expanded lane capacity between the Grand Central and the Van Wyck, among other changes. In conjunction with today's announcement, the state unveiled a competition to design welcoming public art that will grace twenty new auto crossings over the Van Wyck. In all, New York will spend $1.5–$2 billion to improve roadway access to the airport, and is considering plans to increase mass transit capacity on the subway, LIRR, and AirTrain. Notably, the state is exploring the feasibility of a "one-seat" ride to JFK, which would mean no more getting off the A train to board the AirTrain only to find your MetroCard doesn't have enough cash so you have to wait behind 20 clueless tourists on line at the machine when your flight leaves in 30 minutes—amirite?
Partisan political discourse still pretends as if there’s a climate change “debate,” yet the government is already acting extensively to prevent crises from rising global temperatures. Across the country, local and federal agencies are working with architects and planners to protect communities and redevelop neighborhoods in the aftermath of climate-related natural disasters. But what happens to residents who are too poor to get out of the way of storms—and too poor to return—and why is anyone rushing to live in disaster zones?
Catastrophic natural disasters share a common feature with accelerated processes of economic development: at vastly different rates, both can result in large-scale displacement. An article by Brentin Mock on environmental news site Grist uses a pithy phrase for the disparate impact climate change can have on lower-income residents: it’s the “ultimate gentrifier,” he wrote, citing the exodus of more than 300,000 low-income residents from New Orleans after Hurricane Katrina.
The description may be provocative, but studies by environmental scientists at the EPA’s Climate Change Division partly support the notion. Within the 6,000-square-mile area at high risk of flooding by 2100 due to a mid-range two-foot sea-level rise, almost 750,000 residents belong to the most socially vulnerable groups. These are most likely to be disproportionately impacted by storms and least likely to have the resources to move.
But are rich people really are moving into areas where low-income residents are being displaced by storms? Sadly, in some cases, yes. A New York Times story on high-rise condo construction in Sheepshead Bay, Brooklyn, reports that, far from retreating from flooded areas, a building boom is driving up prices.
Currently, local and federal agencies only spottily provide the necessary infrastructure and policy frameworks to protect against climate-related catastrophes ranging from forest fires in Southern California, earthquakes along the Pacific Coast, tornados and flash flooding in the Midwest, and hurricanes in the Gulf of Mexico. Adequate planning, federal aid, and environmental regulations can and should prevent disparate impacts of climate-change related severe weather events on low-income residents. In practice, prioritizing where to improve infrastructure falls to local governments that have worse financial constraints and often carry an implicit economic bias toward the most financially important areas.
In Alaska, higher temperatures are increasing erosion and thawing the permafrost, causing homes to sink in the mud. More than a dozen Inuit towns have already voted to move, including Newtok, which has acquired a relocation site through an act of Congress, and the 650-person Bering Sea village of Shishmaref, which commissioned AECOM’s Anchorage office to study the feasibility of relocation sites. Yet the cost of these moves, estimated at $214 million for Shishmaref alone, is far beyond the means of the inhabitants; a UN report on climate change and displacement notes the lack of state and federal governance structures to support these moves.
Some low-lying neighborhoods in New Orleans are undergoing a similar policy of unofficial abandonment, swallowed up by nature through neglect. These places are not gentrifying—they’re simply disappearing.
The Federal Emergency Management Agency (FEMA), reorganized in 2003 under the Department of Homeland Security and reformed since 2009 by Obama administration appointee Craig Fulgate, now talks about what it calls a “whole community” approach, emphasizing participation and engagement of a wide range of stakeholders. It needs to do more.
“FEMA has changed its rhetoric,” said Deborah Gans, who has conducted planning studies for low-lying neighborhoods in New Orleans and Red Hook, Brooklyn, most of which flooded in 2012 during Hurricane Sandy. “They don’t really know how to do it yet, but at least they’re talking the talk.”
In 2008, Homeland Security established the Regional Catastrophic Preparedness Grant program to encourage collaborative emergency planning in America’s ten largest urban regions. In New York’s combined statistical area, which includes New York, New Jersey, Pennsylvania, and Connecticut, the Regional Catastrophic Planning Team coordinated a series of Participatory Urban Planning workshops that included city and state agencies, nonprofits, community groups, private sector representatives, and even local Occupy affiliates to streamline emergency preparedness, housing recovery plans, and recovery processes in five types of communities.
In the New York area, Hurricane Sandy has increased the sense of urgency. “In New York, about a third of our housing is within our six evacuation zones,” said Cynthia Barton, who participated in the workshops as manager of the Housing Recovery Program for the New York City Office of Emergency Management.
Barton leads the FEMA-supported initiative to prototype interim housing units, designed by James Garrison, which would substitute for the improvised mesh of hotels that sheltered displaced low-income residents in the aftermath of Sandy. The interim housing units, IKEA-like prefab condo boxes that stack up to three stories high in various configurations, facilitate an urban density allowing vulnerable residents to remain within their neighborhoods in the aftermath of severe storms.
“The basis for the project has always been that none of the federal temporary housing options would work in cities and that it’s very important to keep people close to home after a disaster,” Barton said. “In terms of economic stability for people and for neighborhoods, it’s important to keep people close to their jobs. It’s important for mental health reasons to keep people close to schools and close to their support networks.”
But on the federal level, long-term infrastructure improvements are not adequately funded. In New Orleans, landscape architect Susannah Drake of DLANDstudio is working on a gray and green streetscape program for 20 blocks of the St. Roch neighborhood. “The issue is that the base condition was low in terms of the infrastructure that existed,” Drake said. “We’re adding basic amenities for what would be a normal streetscape in New York, but we’re also dealing with the challenge of having very little infiltration and having a lot of water to manage…They’re not things the federal government is necessarily willing to pay for.”
Without federal insurance and public investment in infrastructure, wealthy homeowners don’t tend to move into flood zones. But storm protection, unevenly funded by federal grants, frequently has to be supported by local real-estate development tax revenues that provide lopsided advantages to upper-income residents.
“There’s a historical inequity environmentally in a lot of these neighborhoods in need, and it’s exacerbated by climate change,” said Gans, who led a Pratt Institute planning study on how to locate emergency housing in low-lying Red Hook, Brooklyn. “New York City Housing Authority projects were generally located on land that wasn’t that valuable, and guess what? It tended to be low-lying and out of the way.”
The problem centers on whether to save the threatened neighborhoods or rezone them to exclude residential use. Shoring up a city’s flood defenses can become an opportunity to improve a neighborhood’s environmental equity, but using the prevailing market-based model, focusing stormwater infrastructure in a waterfront community will only push more housing into vulnerable areas.
“As long as we keep allowing people to build market-rate waterfront property, there will be gentrification,” Gans said. “Any development that takes place on the water will be so expensive that it will necessarily gentrify the waterfront. There’s just no doubt about it.”
In Red Hook and Sunset Park, AECOM recently released a plan to place 30-50,000 units of new housing on the waterfront—25 percent of it affordable—as well as subsidize a new subway stop, and implement green and gray infrastructure for coastal protection and flood management. Arguing for the plan as a boost to Mayor de Blasio’s OneNYC ambition to build 200,000 affordable units by 2020, the proposal also runs counter to the idea of limiting exposure to areas of growing risk.
“Why would you build more housing in an area that’s underserved by transportation and that’s in a really dangerous zone, a flood area,” asked Drake, who designed the Sponge Park concept as a green infrastructure element for the Gowanus Canal. “I’m not an economist, but I’m very pragmatic and down on building in flood plains.”
Officially, there is no means testing of emergency planning or recovery aid. Eligibility for the National Flood Insurance Program and high insurance rates affect individual decision-makers. Not so for public housing, where residents’ lack of access to resources makes issues of planning that much more grave. Because of its 6,500 public housing residents, two-thirds of the Red Hook is below the poverty line. Economically, the light-manufacturing industries scattered among its low-rises generate relatively little revenue for the city to justify hundreds of millions in flood protection.
The conflict between access to revenues and local needs seems to underlie the rapidly advancing East Side and Lower Manhattan Coastal Resiliency projects, sections of Bjarke Ingels Group’s winning Rebuild by Design competition proposal for the protection of Lower Manhattan up to 59th Street. The projects essentially erect a wall adorned with parks as a bulwark against the sea. They implicitly prioritize the centrally important economic drivers of New York City.
“Ultimately there’s a cost-benefit analysis,” said Drake. “I’m not saying that lives are less valuable in other parts of the city, but when you do an economic cost-benefit analysis between Lower Manhattan and Red Hook, and you’re looking on purely financial terms, then Lower Manhattan wins because it’s an economic driver of the city.”
If it can really be done for that amount, the estimated cost for the Lower Manhattan projects is negligible in comparison to the economic benefit. The Office of Recovery and Resiliency and the Economic Development Corporation of New York have dedicated $100 million to an integrated flood protection system (IFPS) for Red Hook. City capital is supporting a $109 million Raise Shorelines Citywide project that would mitigate sea level rise in Old Howard Beach, Gowanus Canal, East River Esplanade, Mott Basin, Canarsie, Norton Basin, and the North Shore of Coney Island Creek.
“Emergency planning should really be about future planning,” Gans said. “The way you avert an emergency is by making sure you have integrative future plans that don’t put people in harm’s way and mitigate all of the bad decisions you made historically.”
In contrast to the oblivious political climate change “debate,” local governments have already learned from recent extreme weather events that they need to act to improve their planning capacity and infrastructure. Federal agencies are also acting, putting limited resources into protecting against climate change-related disasters. Highly engineered solutions are possible, but they’re unwise as a long-term strategy in the absence of a leveling off of global temperatures and will be cost-prohibitive for low-income communities. Unless the next Congress is prepared to fund a national infrastructure program, the best way to equitably protect low-income residents will be to downzone vulnerable areas and build new public housing on higher ground. Otherwise, we’ll need to accept the fact that our celebrated revitalized waterfront is mainly for the rich.
Senior editor Matt Shaw sat down with Rotterdam- and New York–based ZUS (Zones Urbaines Sensibles) partners Elma van Boxel and Kristian Koreman to see what the United States can learn from the Netherlands, a country that is almost half below sea level and leads the way in water management in landscape infrastructure design.
The Architect’s Newspaper: You have a host of urban and landscape projects that are currently in the works, some of which are very large in scale. Are any of these explicitly dealing with water?
ZUS: There are five water-related projects we are working on right now. The Almere Dune is an artificial dune landscape on the original polder (a piece of low-lying land reclaimed from the sea and protected by dikes), with 3,000 houses and a mixed-use core.
We are working on the world’s largest sea lock, at IJmuiden, which means we are doing the landscape design and architecture of three control centers. A similar project we are designing is the Hoogwatergeul Veessen, a three-mile river bypass that serves as a river flood basin, with a dynamic flood-protection bridge berm. There is also the self-initiated Delta 3000 project, which is a utopia that imagines the Netherlands as a dune metropolis. We are proposing massive dunes to counter soil inclination and rising waters.
Here in the U.S., we are working together with AECOM and ORG on the execution of our winning competition entry for Rebuild by Design: New Meadowlands. It is a very exciting combination of coastal protection, green infrastructure, and public amenities.
What are some of the issues that designers and researchers are dealing with in the Netherlands today? Is climate change an important topic for designers in the Netherlands?
Yes, of course many issues are climate related, like sea-level rise, rising temperatures, and new migration patterns. We also face a more diffuse clientele, as governments are retreating and new markets and players emerge. Therefore, designers have to be more proactive to get interesting commissions.
One of the main issues is water. As half of the country is below sea level, every project has to respond to the challenges of water coming in more intensely from all sides: Sea-level rise, river floods, rain events, and groundwater.
How do you see working in the U.S. as different from working in the Netherlands? What are the differences in attitude about water and dealing with climate change?
We face many of the same issues: Climate adaptation, bureaucracy, big companies versus small offices, less and less risk-taking. In the Netherlands, there’s a long tradition of spatial planning and the culture of design, where, for decades, they were by definition incorporated into policy making. In the last few years, a corporatism is emerging, where [experimentation] is hardly possible. The good news is that, in the U.S., we feel an emerging interest in design in all fields. However, there is still a big gap between the academic world and the real world there, including governments and bureaucracy.
What do you think other countries can learn from designers in the Netherlands, in terms of designing for water and with water?
We would say to them: Take sea-level rise really seriously, and do it together. Only if all parties—governments, designers, scientists, contractors, engineers—collaborate can the challenges be faced and countered. Build with nature, meaning that we will never win against the water unless we embrace its presence and dynamics. Introduce different levels of safety, and spread risks along hard infrastructure, adaptive landscapes, and evacuation programs.
Are attitudes to waterfront development changing in the Netherlands? How do is that possible? On-site infrastructure? Off-site?
After having the top-down Delta Works (1953) for many decades, protecting the Netherlands from 10,000-year storms, our country established a rich apparatus of water boards, such as the National WaterAuthority and local governmental agencies, to think of the next big threats. The first Delta Works turned the Netherlands into one big bathtub.
In addition to sea-level rise, extreme river floods and rain events are also severe risks to the country. Therefore, Room for the River was introduced, and the new Delta Works, which directs new policies for more local adaptations. For example, Almere Dune introduces a public–private partnership for making more resilient urban districts. This means that the dunes, privately funded, are contributing to national safety. And they are also a new way to live above sea level. The IJmuiden sea lock is made for the 200-year forecast of sea-level rise, so large-scale infrastructure is made with great responsibility toward the future.
Off-site, we witness more adaptation measures, like water squares and retention basins to deal with extreme rain events. Nowadays, many of these projects come with multiple agendas with climate adaptation also taking a social responsibility.
This article was part of our Oct. 12 issue which focused on how water is shaping today’s landscape architecture and urbanism. Communities face deluges and droughts—for some, the stakes can be survival itself, but others see opportunities for decadence. To explore these stories from around the U.S. and the world, click here.