New Yorkers will soon be traveling through flood-resistant tunnels and over earthquake-proof bridges, complete with jazzy, customized LED installations. Governor Andrew Cuomo unveiled plans this week for infrastructure upgrades geared towards maintaining the safety, efficiency, and security of the MTA's bridges and tunnel. "By investing in New York's transportation network today and equipping it to meet the challenges of tomorrow, we are cementing our state's position as a national leader in 21st-century infrastructure and cutting-edge innovation," Governor Cuomo said, in a statement. "From speeding up commutes and reducing emissions on key roadways with automatic tolling to bolstering resiliency on our bridges and tunnels and increasing security at key checkpoints, this transformational project will revolutionize transportation in New York and ensure that our state is built to lead for generations to come." The governor's initiative covers travel routes high and low: On the ground, the New York Crossings Project will bring flood-control barriers to tunnels to prevent the catastrophic water damage unleashed on underground infrastructure by Hurricane Sandy. Previously built to prevent the impact of 100-year floods, the new barriers are capable of withstanding those 500-year deluges. The plan also calls for the bearings on all bridges to be replaced with seismic isolation bearings to protect against earthquakes and other adverse natural events. Bridge columns and piers will be reinforced, while concrete armor units will be installed to on the underwater part of bridge piers to provide further protection. On those seven bridges and two tunnels, the state will install automatic toll booths to boost traffic flow and decrease congestion, saving commuters an estimated 21 hours of driving and a million gallons of fuel each year. Sensors and cameras will be installed on gantries above the road so monitors can record passing cars and bill E-Z Pass or invoice drivers of non-E-Z Pass vehicles. The cameras won't be watching license plates alone: In an effort to ramp up security, Albany plans to test emerging face-recognition software on drivers. (The Orwellian technology will also be used at the just-announced Penn-Farley Complex.) Invoking civic buildings—Grand Central Terminal, the original Penn Station—that are also nice to look at, the governor aims to create "modern transportation gateways" from the humble toll plaza. Tunnel plazas will be redesigned with LED-enabled "veils," while gantries for the new toll booths will sport "wave" designs that also provide soundproofing. An all-day light spectacle on the George Washington Bridge, the governor explains, will provide a festive, Instagram-ready tableaux for visitors (and boost the sale of blackout shades for anyone living in a 10-block radius of the bridge). The first phase of the installation will begin this January, with all project being funded through the MTA's $27 billion capital plan.
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Archtober’s Building of the Day: Turnstyle
This is the fifth in a series of guests posts that feature Archtober Building of the Day tours! Today’s Building of the Day brought us underground at Columbus Circle to tour Architecture Outfit (AO)’s Turnstyle. Our guides, Marta Sanders, AIA, and Eva Lynch from AO, led us through this unprecedented project. Turnstyle is the first fully privately funded public space in New York City. The MTA decided to turn the long-derelict and unused space in the Columbus Circle subway station into retail roughly ten years ago, but at the time, they were wholly unprepared to design an attractive space in the corridor. Architecture Outfit took over three years ago and set out to design a space that looked and felt like a public sidewalk. Evoking Jane Jacobs, Sanders and the AO team decided to break up the long space into many smaller retail spaces with low rent obligations, helping bring an interesting and fresh mix of stores into the space. From the beginning, the project was fraught with design difficulties. As the first project of its kind, AO had to work closely with the MTA to ensure everything was up to their code. This process, however, helped forge a path for future developments of this kind. Being underground, the site lacks fresh air and natural light. To combat this, AO used warm LEDs and brought in fresh air from sidewalk vents above the retail spaces. The floor, a mix of porcelain tiles, had to be sufficiently slip-resistant and durable enough to endure the “mini-earthquake” of arriving trains every few minutes. AO’s design harkens back to older subway designs. To that effect, the floor resembles Guastavino tile work one would find in Grand Central or the now-abandoned City Hall station. AO hid pipes, conduits, speakers, and other building systems found in the ceiling by installing a screen fabricated in a Red Hook metal shop. This design, too, was inspired by old subway styles. Also hidden behind mirrors in the ceiling are various HVAC units that keep the space comfortable all year long. The mirrors help amplify kiosks and activity on the ground. The kiosks in the middle of the corridor animate the entire space while breaking up the retail options. Tables and chairs throughout Turnstyle offer both commuters and those visiting the stores an opportunity to relax, sit down with food, or chat with friends. AO allowed individual retailers the liberty to design their own space, a move that added color to the site and went a long way to make it livelier. According to Sanders, MTA leadership is excited about the possibilities a project like this brings, both as a way to attract those who might try and avoid the subway and make the station more enjoyable for subway users as a whole. It’s easy to see how this space could make a morning commute a little more enjoyable for everyone. Join us tomorrow as we venture out to Queens to tour Philip Johnson’s New York State Pavilion from the 1964 World’s Fair. About the author: Jacob Fredi is the Public Programs and Exhibitions Coordinator at the Center for Architecture. When he’s not on Building of the Day tours, you can find him playing board games (Pandemic!) and brewing his own beer.
With the Citywide Ferry Service on track to launch next summer, city officials announced last week that a new ferry landing will arrive in Long Island City as part of the first phase of expansion seeking to better connect outer borough residents to Manhattan. Metal Shark and Horizon shipyards have been contracted to build the ferries in Louisiana and Alabama, and they will be operated by Hornblower Inc., a California-based water transit company that’s been operating in New York harbor for nearly 10 years. The initiative was announced early in 2015, spearheaded by New York Economic Development Corporation (NYEDC) and the city government. Next summer’s expansion will include three new routes, known as the Astoria route, the Rockaway route, and the South Brooklyn route. The Astoria route will connect to Astoria, Roosevelt Island, Long Island City, East 34th Street and Wall Street; the Rockaway route will connect to the Brooklyn Army Terminal and Wall Street; the South Brooklyn route will connect Bay Ridge, Brooklyn Army Terminal, Red Hook, Brooklyn Bridge’s Pier 1 and Pier 6, and Wall Street, with an optional connection to Governor’s Island. In the following year, ferry service will be expanded into the Bronx, with additional landings to be offered on the Lower East Side. The Citywide Ferry Service will carry an estimated 4.6 million passenger trips per year when it is fully operational in 2018. Additional upgrades for Staten Island are currently part of a third, yet-to-be-funded phase of expansion, connecting Coney Island, Stapleton, and lower Manhattan. Each of the new boats will be 85-feet-long, offer free wi-fi, heated decks, and the capacity to carry 150 passengers, with additional room for bicycles, strollers, and wheelchairs. Although Hornblower will charge $2.75 for a one-way ride—the same cost of a subway ride—integration with subway payment systems will be delayed several years, given that the MTA is in the early stages of replacing the MetroCard with new payment technologies, as reported in AM New York. Hornblower has been in New York City since 2007 as the only mode of transportation to Ellis Island and Liberty Island, but the Citywide Ferry Service will be its first commuter operation. It will compete directly with New York Water Taxi, which boasts a fleet of 12 vessels, and has operated for 15 years. “The City is creating a government-subsidized monopoly that will force us out of business, stifle competition, and have tremendous leverage against the City in any future negotiations,” New York Water Taxi executive vice president Peter Ebright told Gothamist back in March. New York Economic Development Corporation (NYEDC) president Maria Torres-Springer responded to the threats by proposing that the city would work to help displaced workers find new jobs in the expanded Citywide Ferry Service network in the event that NYWT goes out of business.
MTA seeks to develop its property any way it wants, regardless of local laws
In the final days of the state legislative session, it's common practice for participating parties to play Supermarket Sweep with the budget bill: Hundreds of special-interest items are piled into the document at the eleventh hour when legislators don't necessarily have the time to scrutinize each one. At the end of the last legislative session, the Metropolitan Transit Authority (MTA) snuck a major item into the budget that would allow the agency to develop land it controls any way it chooses, regardless of local zoning. Senate Bill 8037, sponsored by Senator Jack M. Martins, a Democrat from Eastern Long Island, would repeal the problematic language. The bill maintains that the definition of "transportation purpose" is too broad, and could have "unintended consequences" for local governments. Martins's bill passed the Assembly and the Senate, and is waiting for a signature from Governor Andrew Cuomo. The Architect's Newspaper reached out to one of the bill's co-sponsors, Senator Liz Krueger, a Democrat who represents part of Manhattan's East Side, for comment on the legislation. A representative from Senator Krueger's office stated that there's no word yet on when the governor will take action on the bill.
Being the Trimtrab
Six finalists announced for this year's Fuller Challenge
The Buckminster Fuller Institute (BFI) has unveiled six finalists for this year's Fuller Challenge. Whittled down from a semi-final list of 19, the winning team is in line for a $100,000 prize that would go toward the development and implementation of their scheme. First launched in 2007, the competition strives to pioneer holistic approaches that cover a wide breadth of problems within social, environmental, and design fields. A stringent selection process and rigorous entry criteria have led to the competition to be known as “Socially-Responsible Design’s Highest Award.” Proposals were evaluated if they were “visionary, comprehensive, anticipatory, ecologically responsible, feasible, and verifiable.” This year was also the first year that the BFI accepted student proposals. Undergoing a separate review process, student winners will be subject to a different awarding process. “In recent years, we’ve seen an increase in student entries to the Challenge,” said Fuller Challenge Program Manager Megan Ahearn. “We’re now devoting time and resources to a separate review track for student entries, and we look forward to publicly recognizing work from university-level entrants.” "It is a significant achievement to be selected as a finalist," the institute says on its website. "Each of the projects highlighted below deserves recognition and support." On that note, here are the six finalists: The Urban Death Project "The Urban Death Project (UDP) has designed a scalable, regenerative death care model based on the natural process of decomposition. In the Recomposition centers that the UDP envisions, bodies and forest waste are composted and transformed into soil. These centers are hybrid public park, funeral home, and memorial space, with the potential to be situated in repurposed urban infrastructure. The Recomposition process eliminates the need for the millions of feet of hardwood, tons of concrete, gallons of toxic embalming fluids, and land required for traditional funerary practices (burial or cremation), while giving back to the earth with nutrient compost." Cooperación Comunitaria "Cooperación Comunitaria is implementing a comprehensive model to radically improve the living conditions of marginalized populations in Mexico by working with communities to rebuild their homes—combining sound geological and engineering risk analysis with local indigenous wisdom. The project leaders engage with local people in the placement, design, and building of affordable, seismically sound, eco-friendly, culturally appropriate dwellings using local materials. In addition to their efforts in the built environment, Cooperación Comunitaria works on education and training programs, sustainable economic development through agroforestry and agro-ecological projects, as well as the revival and revitalization of local indigenous culture, including its herbal and medical traditions." Waterbank Schools by PITCHAfrica PITCHAfrica has used community dynamics to address the need for water. Their design intervention is a "social, educational, medical, environmental, and economic intervention." "The model takes a common architectural form and adds a trimtab: water catchment and filtration systems that transform the use of the structure, makes certain behaviors obsolete, and directly addresses the lack of a critical resource. Embedded in this new model is the understanding that community values are a top priority, from who builds the actual structure to its use for numerous activities." CommuniTree by Taking Root "CommuniTree is a simple but practical, well-executed approach to tackling three interlinked problems: deforestation, climate change, and poverty. The project ingeniously connects the dots around CO2 reduction and the generation of sustainable, local economies through a multi-faceted reforestation program. The sale of carbon credits and sustainable wood products serve as financial mechanisms to support widespread reforestation by small, stakeholder farmers in areas vulnerable to the effects of climate change in Nicaragua." The Rainforest Solutions Project "The Tides Canada Initiatives’ Rainforest Solutions Project has designed a groundbreaking “Ecosystem-Based Management Model” that draws from cutting-edge environmental science, deep cultural respect for First Nations’ sovereignty, and political savvy. Previously the project team had paved the way for a historic 250-year agreement between all the stakeholders of British Columbia’s enormous coastal rainforests (26 “first nations,” lumber and mining corporations, leading environmental organizations, and the BC provincial and Canadian federal governments) to conserve and sustainably manage the 15-million acre Great Bear Rainforest." Una Hakika by the Sentinel Project "The Sentinel Project has developed Una Hakika: a hybrid of communications technology, social insight, and beneficial use of social media. The project leverages both online and offline “informational architecture” to de-escalate conflict in regions where misinformation can lead to violence or genocide. Interethnic and inter-communal violence is often dramatically exacerbated by inflammatory rumors. The Una Hakika pilot project quickly and effectively uses all available communication tools--including village councils, mobile phones, radio, print, and one-on-one conversation--to defuse conflict, with projects operating on the ground in both Kenya and Myanmar."
Between the Lines
Can the E train replace the L? Jim Venturi explains how to keep Brooklyn connected
Fresh from devising a plan make re-imaging Penn Station and regional rail, Jim Venturi and his team at ReThink Studio are snapping at the MTA's heels once again. As all subway-faring New Yorkers will know by now, the L-train is due to shut down in 2019 for much needed repairs on the Canarsie tunnels that connect Manhattan to Williamsburg. The MTA is still figuring out how to compensate for the shutdown, though their plan may include increased subway, ferry, or bus services. The stakes are high for daily commuters and the neighborhood's overall growth: In May, the New York Times reported that Brooklyn Chamber of Commerce president Carlo A. Scissura said businesses were panicking. Developers too were worried. “You may see people who say: ‘It’s not worth it to rent an apartment along this corridor. I’m just going to do something else,’” Scissura said. “This is an area where a Saturday or a Friday night is like prime-time rush hour on a Monday morning commute." So what does Venturi's Rethink Studio propose? "Right now with the L train outage there are only bad choices available" Venturi told The Architect's Newspaper. "Shuttle buses and ferries are not nearly as convenient as subway service, and redirecting passengers onto existing nearby subway lines will lead to further over-crowding," according to ReThinkStudio. Consequently, his team proposes running the E train through its current end-stop at the World Trade Center and into Brooklyn. Taking the A/C line, the service would continue northbound on the G line, terminating at Court Square in Queens. Currently, the G train only uses four cars on its service, which runs every eight minutes. The plan, Venturi argues, will help the transportation network handle the L trains daily passenger load: Some 400,000 riders every weekday. Venturi also hopes that running the E alongside will add some resiliency to the network, providing room for growth for redundancy for fallback plans. For those on the G, ReThink Studio's proposal would make traveling into Manhattan a one-seat journey. Meanwhile, L train passengers will have a two-seat ride into Manhattan by transferring at Lorimer Street. In this scenario, the E would break away from the A and C lines at Hoyt-Schermerhorn Street, a feat made possible by adding a new rail switch, as illustrated by the studio. "This is a good idea regardless of the L train shutdown," Venturi said. He argues that the added "connectivity and redundancy is what the system needs." Indeed, such resiliency and redundancy in underground transit networks can be found in both Berlin and London, where many lines run the same route at numerous instances.
Attention riders: All L train service will be suspended between Brooklyn and Manhattan beginning January 2019. The MTA announced today that the Canarsie Tunnel which brings L train riders under the East River will be closed for 18 months to repair damage wrought by 2012's Hurricane Sandy. In four community meetings this spring, the agency reviewed repair scenarios and solicited New Yorkers' feedback on partial and full tunnel shutdown scenarios. The full closure option was chosen over a one-track-at-a-time three-year closure. Although residents in L-dependent neighborhoods had mixed feelings about the inevitable closure, all 11 Community Boards along the L were "overwhelmingly in favor" of a total shutdown. Repairs will target damaged signals, switches, tracks, power cables, and other infrastructure that was corroded by salt water when seven miles of the tunnel flooded. Upgrades will be made to stations closest to the river, as well. “Approximately 80 percent of riders will have the same disruptions with either option. Throughout our extensive outreach process and review, it became clear that the 18-month closure was the best construction option and offered the least amount of pain to customers for the shortest period of time,” NYCT president Veronique ‘Ronnie’ Hakim stated. “The 18-month option is also the most efficient way to allow MTA to do the required work. It gives us more control over the work site and allows us to offer contractor incentives to finish the work as fast as possible. We think it is better to have a shorter duration of pain than a longer more unstable process—and risk unplanned closures—by leaving one track open during construction.” Although the MTA is formulating a transportation plan for the Brooklyn-Manhattan commute, perhaps it's time to seriously consider some alternative options. Newtown Creek water shuttle, anyone?
On Monday Governor Cuomo unveiled designs for the renovation of 31 subway stations stations and hundreds of new subway cars. 1,025 cars will sport new features, inside and out, while 750 new cars will be "Open Car End" designs, so passengers flow will be enhanced but there will be no more fleeing the dreaded stink car. "The MTA is the circulatory system for the metropolitan area. If you want to grow the metropolitan area, if you want to sustain the metropolitan area, the answer cannot be that people get in their cars and commute to work. That just does not work," Cuomo said at a press conference. "The volume just cannot be handled by the current road transportation system. The MTA is going to have to increase their capacity to manage that higher volume." For those anxious that the MTA may draw on the vast reservoir of design talent in the city, worry not. The new stations and cars look sleek, but not radically so. The open-tube designs are intended to reduce crowding by more evenly distributing the number of passengers on the train while wider doors will speed up entry and exit time by one third. In addition to wi-fi and USB charging ports at stations and in cars, security is paramount: The governor highlighted the presence of surveillance cameras on platforms and inside trains. The investments are part of the agency's $27 billion, five-year capital plan. The MTA is using design-build contracts to speed up the project timeline: "We have had enough experience to know the best way to do this now is contract the entire project to a private sector developer who does this, who can design the project to your specifications, can build the project, is incentivized to get it done quickly, and is penalized if they are late. These endless construction projects, that just go on and on and on, and they seemingly have no end, have to stop. We need a different way to do business which is design-build," Cuomo declared. Stations will be completely closed during renovations to further expedite the process. The first of several Requests for Proposals for the renovations will be released this week.
New York City and NYCEDC announce conditional approval of world's first subterranean park
Last week New York City deputy mayor Alicia Glen and New York City Economic Development Corporation (NYCEDC) president Maria Torres-Springer announced that the city has selected the Lowline to officially occupy vacant trolley tracks under the Lower East Side as the world's first underground park. Conceived by James Ramsey of raad studio and Dan Barasch, the Lowline will use a custom solar array to channel natural light into the windowless space, which sits adjacent to the J/M/Z lines at Essex Street. (The Architect's Newspaper toured the Lowline Lab, the park's freakily lush demo and educational space, last fall.) At the Lab, an above-ground solar array refracted onto a paneled canopy provides different light intensities to grow everything from pineapples to moss. Since its opening, the lab has hosted 2,000 schoolchildren and 70,000 visitors, an early indication of its potential popularity (it is slated to operate through March of next year). Last fall, NYCEDC, in conjunction with the MTA, put out a request for expressions of interest (RFEI) to develop the Williamsburg Bridge Trolley Terminal, a 60,000-square-foot space below Delancey Street between Clinton and Norfolk streets, under a long-term lease. The RFEI stipulated that the developers must implement a community engagement plan that includes quarterly Community Engagement Committee meetings as well as five to ten design charettes; complete a schematic design to submit for approval in the next 12 months; and raise $10 million over the next 12 months. "Every designer dreams of doing civic work that contributes to society and to the profession. Over the last 8 years, we just stuck to what we thought was a great idea that could make our city and our community better. We're thrilled to move ahead on designing and building a space that people will enjoy for generations to come," Ramsey said in a press release. Principal Signe Nielsen of Mathews Nielsen Landscape Architects is landscape designer for the project, working with John Mini Distinctive Landscapes. The Lowline's creators and backers hope that the park will showcase adaptive reuse possibilities for vestigial spaces, as well as provide the densely-populated neighborhood with additional green space. “We couldn't be more thrilled for this opportunity to turn a magical dream into reality," said Barasch, the project's executive director. “The transformation of an old, forgotten trolley terminal into a dynamic cultural space designed for a 21st century city is truly a New York story. We know with input from the community and the city, we can make the Lowline a unique, inspiring space that everyone can enjoy." (Courtesy raad studio)
The non-profit group Disability Rights Advocates (DRA) has filed a federal class action lawsuit against the MTA over a Bronx subway station that remains inaccessible to wheelchairs despite a major overhaul. According to DRA, the MTA’s failure to make the station wheelchair accessible is a violation of the Americans with Disabilities Act (ADA), which protects people from discrimination based on disability. The Middletown Road station in the Bronx was closed between October 2013 and May 2014 for improvements, which included replacing staircases and other parts of the structure. The costly renovation also included new ceilings, walls, and floors, but failed to add an elevator. The station lies in the middle of a four mile stretch—which contains ten stops on the 6 line—that are not wheelchair accessible. According to the DRA, New York City has one of the worst public transportation systems in the country for handicapped people, with only 19% of subway stations accessible to wheelchairs compared to 100% of stations in Washington, D.C. and the San Francisco Bay Area. While city busses are all wheelchair accessible, they're often a much slower and less efficient way to get around. According to DNAinfo, the MTA claims it was not in violation of the ADA because adding an elevator would have been impossible due to the physical constrains of the station. The DRA asserts that it could've been done. Minor accessibility improvements to the station were implemented, including new handrails and tactile signs. The suit, which was filed on behalf of Bronx Independent Living Services (BILS) and Disabled in Action of Metropolitan New York (DIA), claims that an elevator would have been technically feasible. According to Anthony Trocchia, President of DIA, the suit is meant to call attention to the broader issue of wheelchair accessibility on the New York City subway system.
Museum of the 20th Century
Star-studded list of international architects compete for new Berlin museum
A total of 42 firms have been selected in the most recent round of a design competition for the Museum of the 20th Century. The museum will be located in the heart of the Berlin Cultural Forum. New York practices SO-IL, Snøhetta and REX are on the list, along with British firms Zaha Hadid Architects and David Chipperfield Architects. Back in November 2014, Germany’s parliament put aside 200 million euros for the Prussian Cultural Heritage Foundation and a new, much-needed building to show 20th century art at the Cultural Forum. In September 2015, a competition was launched for a design strategy that would include the site layout, architecture, and landscaping of the museum. The new building is set to display "internationally significant art collections" including the National Gallery's Marx and Pietzsch collections, parts of the Marzona collection, and works from the Kupferstichkabinett (Museum of Prints and Drawings). Now whittled down to a pool of 42, of which 13 were invited agencies, the selected firms will submit more detailed proposals mid-September of this year. A jury is due to meet the following month to decide where to go from there. Culture Minister Monika Grütters explained: "The great interest [in] the project shows that it is an attractive challenge for any renowned agency to build in this neighborhood. We expect exciting and bold designs [that] dare the restructuring of the Cultural Forum, without challenging the existing ensemble," which includes the nearby Mies van der Rohe-designed Neue Nationalgalerie. President of the Prussian Cultural Heritage Foundation Hermann Parzinger said: "It must be possible to combine outstanding architectural and urban design with the requirements of a museum in the 21st century. I want a building that sets a new mark at this location, but it brings the necessary openness." The finalists include the following offices:
- 3XN Architects, Copenhagen, Denmark with Henrik Jorgenson Landskab, Copenhagen, Denmark
- Aires Mateus e Associados, Lisbon, Portugal with PROAP Lda, Lisbon
- Beatriz Elena Alés + Zaera, Castelló, Spain
- Arga16, Berlin, Germany with Anne Wex Berlin, Germany
- Barkow Leibinger GmbH, Berlin, Germany with Professor Gabriele Kiefer, Berlin, Germany
- BAROZZI / VEIGA GmbH, Barcelona, Spain with antón & Ghiggi landschaftsarchitektur GmbH, Zurich, Switzerland
- Behnisch Architekten, Stuttgart, Germany
- Bruno Fioretti Marquez Architekten, Berlin, Germany with Capatti staubach Landscape Architects, Berlin, Germany
- David Chipperfield Architects, Berlin, Germany with Wirtz International NV, Schoten
- CHOE Hackh / CUTE ARCHITECTS, Frankfurt am Main, Germany with Park Design, Kejoo Park, Seoul, South Korea
- Christ & Gantenbein Architects, Basel, Switzerland with Fontana Landschaftsarchitektur GmbH, Basel
- Cukrowicz nachbaur ARCHITEKTEN ZT GMBH, Bregenz, Austria with Studio Volcano, Landschaftsarchitektur GmbH, Zurich
- Pedro Domingos arquitectos unip. Ida + Pedro Matos Gameiro arquitecto Ida Lisbon, Portugal with Baldios arquitectos paisagistas, Ida Lisbon, Portugal
- Dost architecture Schaffhausen, Switzerland with Boesch landscape architecture Schaffhausen, Switzerland
- Max Dudler architect, Berlin, Germany with Planorama Landscape Architecture, Berlin
- Sou Fujimoto Architects, Tokyo, Japan with Latz + Partner, Kranzberg, Germany
- Gmp International GmbH, Berlin, Germany
- Grüntuch Ernst planning GmbH, Berlin, Germany with Sinai Society of Landscape Architects mbH, Berlin, Germany
- Zaha Hadid Limited (Zaha Hadid Architects), London, United Kingdom with GREAT.MAX. Ltd., Edinburgh, United Kingdom
- HASCHER JEHLE architecture, design and consulting Hascher Jehle GmbH, Berlin, Germany with Weidinger Landschaftsarchitekten, Berlin, Germany
- Heinle, Wischer und Partner, Freie Architekten Berlin, Germany with Prof. Heinz W. Hallmann Landscape Architect Aachen, Germany
- Herzog & De Meuron, Basel, Switzerland with Vogt Landscape architects, Zurich / Berlin
- Florian Hoogen Architect BDA Mönchengladbach, Germany with hermanns landscape architecture / environmental planning Schwalmtal, Germany
- Lacaton & VASSAL ARCHITECTS, Paris, France with CYRILLE MARLIN, Pau, France
- Lundgaard & Tranberg Arkitekter A / S, Copenhagen, Denmark with SCHØNHERR A / S, Copenhagen
- Mangado Y ASOCIADOS SL, Pamplona, Spain with TOWNSHEND LANDSCAPE ARCHITECTS LIMITED, London, United Kingdom
- Josep Lluis Mateo - MAP Arquitectos, Barcelona, Spain with D'ici là paysages & territoires, Paris, France
- Office for Metropolitan Architecture (OMA); Rotterdam, Netherlands with Inside Outside, Amsterdam
- Dominique Perrault Architecture, Paris, France with Agence Louis Benech, Paris, France
- REX Architecture PC, New York, USA with Marti-Baron + Miething, Paris, France
- Sauerbruch Hutton Architects, Berlin, Germany with Gustafson Porter, London
- Schulz and Schulz Architekten GmbH, Leipzig, Petra and Paul Kahlfeldt Architekten, Berlin with POLA Landscape Architects, Berlin, Germany
- Kazuyo Sejima + Ryue Nishizawa / SANAA, Tokyo, Japan with Bureau Bas Smets, Brussels, Belgium
- Shenzhen Huahui Design Co., Ltd. Nanshan (Shenzhen), China with Beijing Chuangyi Best Landscape Design Co. Ltd. Beijing, China
- Snøhetta architects, Oslo, Norway
- SO - IL Ltd, New York, USA with Stoss Landscape Urbanism, Boston, USA
- Staab Architekten GmbH, Berlin, Germany with Levin Monsigny, Berlin
- TOPOTEK 1, Berlin, Germany and Pordenone, Italy with TOPOTEK 1 Berlin, Germany
- Emilio Tuñón Arquitectos, Madrid, Spain, Tunon & Ruckstuhl GmbH Architects SIA, Rüschlikon, Switzerland with Benavides Laperche, Madrid, Spain
- UNStudio, Amsterdam, Netherlands, Wenzel + Wenzel Freie Architekten, Berlin, Germany with Ramboll Studio Dreiseitl GmbH, Ueberlingen, Germany
- ARGE Weyell Zipse architect / architect horns Basel, Switzerland with James Melsom landscape architect BSLA, Basel, Switzerland
- Riken Yamamoto & Field Shop Co., Ltd., Yokohama, Japan, Holzer Kobler Architects Berlin GmbH, Berlin, Germany, Holzer Kobler Architects GmbH, Zurich,
- Switzerland with vetschpartner Landschaftsarchitekten AG, Zurich, Switzerland
As the specter of the L train's closure has become very real—it could last as long as three years—some alternatives have appeared from disparate sources. They include an East River Skyway cable car and a proposal to make 14th Street in Manhattan car-free. The Van Alen Institute recently hosted an L Train Shutdown Charrette to encourage the generation of further ideas. Proposals had been whittled-down to six finalists. Each proposal was judged on accessibility, potential for economic development, financial feasibility, socioeconomic equity, disaster preparedness, and inventiveness by an audience, who subsequently voted for the winner. The winning team was Dillon Pranger of Kohn Pedersen Fox who worked alongside Youngjin Yi of Happold Engineering; they suggested a water shuttle on Newtown Creek that would connect with the Long Island Railroad freight lines converted for passenger use. Much like what Jim Venturi proposed last month for NYC and NJ rail travel, the pair's idea makes use of infrastructure not currently utilized for public transit. Newton Creek was selected for its proximity to Greenpoint and Williamsburg, both popular stops for L-train commuters. Shuttles would also run from Manhattan to Dekalb Avenue and the North Williamsburg Ferry Pier. As for the other submitted proposals, landscape architects Gonzalo Cruz and Garrett Avery, engineer Xiaofei Shen, and architectural intern Rayana Hossain proposed a 2,400-foot-long floating tunnel between Brooklyn and Manhattan for cyclists and pedestrians. Submitting for engineering firm AECOM, the team titled their proposal Light at the End of the Tunnel. The tunnel, which could be submerged or float above the water, be features a translucent skin. A "fast cart people-mover commuter system" would transport people through 14th Street and North 7th Street in Brooklyn on land. Another submission, dubbed the Lemonade Line, came from John Tubles of Pei Cobb Freed Architects, Jaime Daroca of Columbia University C-Lab, Nicolas Lee of Hollwich Kushner, and Daniela Leon of Harvard GSD. The line aims to be “a multimodal transportation strategy that provides an all-access pass to seamlessly-linked buses, bikes, car-shares, and ferry lines following the L line above ground.” A mobile app would be developed for the program that could offer various routes depending on traffic.