Posts tagged with "Regional Plan Association (RPA)":
Best in CompetitionThe Brooklyn Greenway Location: Brooklyn, N.Y. Designers: Marvel Architects, Nelson Byrd Woltz Landscape Architects, WE Design Landscape Architecture, eDesign Dynamics, Horticultural Society of New York, and Larry Weaner Landscape Associates Now six miles long and growing, the waterfront Brooklyn Greenway project kicked off in 2004 with a planning phase as a joint venture between the nonprofit Brooklyn Greenway Initiative (BGI) and the RPA. The 14-mile-long series of linear parks has been broken into 23 ongoing capital projects under the New York City Department of Transportation’s purview—hence the lengthy list of T+I Award winners. Funding is still being raised to complete the entire Greenway, but the BGI has been hosting events and getting community members involved to keep the momentum going.
HonorHunter's Point South Park Location: Queens, N.Y. Park Designers: SWA/Balsley and Weiss/Manfredi Prime Consultant and Infrastructure Designer: Arup Client: New York City Economic Development Corporation With: Arup The second phase of Hunter’s Point South Park opened in June of this year and brought 5.5 new acres of parkland to the southern tip of Long Island City. What was previously undeveloped has been converted into a unique park-cum-tidal wetland meant to absorb and slow the encroachment of stormwater while rejuvenating the native ecosystem. Hunter’s Point South Park blends stormwater resiliency infrastructure with public amenities, including a curved riverwalk, a hovering viewing platform, and a beach—all atop infill sourced from New York’s tunnel waste.
MeritRoberto Clemente State Park Esplanade Location: Bronx, N.Y. Landscape Architect: NV5 with Mathews Nielsen Landscape Architects Client: New York State Office of Parks, Recreation, and Historic Preservation With: AKRF, CH2M Hill
CitationSpring Garden Connector Location: Philadelphia, Pennsylvania Landscape Architect: NV5 Client: Delaware River Waterfront Corporation With: Cloud Gehshan, The Lighting Practice
MeritThe QueensWay Location: Queens, N.Y. Architect: DLANDstudio Architecture and Landscape Architecture, and WXY Architecture + Urban Design Client: The Trust for Public Land Could a High Line ever land in Queens? That’s what The Trust for Public Land set out to discover, tapping DLAND and WXY to imagine what it would look like if a 3.5-mile-long stretch of unused rail line were converted into a linear park. The project completed the first phase of schematic design in 2017 using input from local Queens residents, but fundraising, and push-and-pull with community groups who want to reactivate the rail line as, well, rail, has put the project on hold.
MeritNexus/EWR Location: Newark, N.J. Architect: Gensler Client: Regional Plan Association With: Ahasic Aviation Advisors, Arup, Landrum & Brown
MeritThe Triboro Corridor Location: The Bronx, Brooklyn, and Queens, N.Y. Architect: One Architecture & Urbanism (ONE) and Only If Client: Regional Plan Association Commissioned as part of the Fourth Regional Plan, Only If and ONE imagined connecting the outer boroughs through a Brooklyn-Bronx-Queens rail line using existing freight tracks. Rather than a hub-and-spoke system with Manhattan, the Triboro Corridor would spur development around the new train stations and create a vibrant transit corridor throughout the entire city.
HonorFulton Center Location: New York, N.Y. Design Architect: Grimshaw Architect of Record: Page Ayres Cowley Architects Client: NYC Metropolitan Transit Authority With: Arup, HDR Daniel Frankfurt, James Carpenter Design Associates Fulton Center was first announced in 2002 as part of an effort to revive downtown Manhattan’s moribund economy by improving transit availability. Construction was on and off for years until the transit hub and shopping center’s completion in 2014, and now the building connects the 2, 3, 4, 5, A, C, J, and Z lines all under one roof (the N, R, and W trains are accessible through an underground passage to Cortlandt Street). Through the use of a large, metal-clad oculus that protrudes from the roof of the center, and the building’s glazed walls, the center, which spirals down from street level, is splashed with natural light.
MeritNumber 7 Subway Line Extension & 34th Street-Hudson Yards Station Location: New York, N.Y. Architect: Dattner Architects Engineer of Record: WSP Client: MTA Capital Construction With: HLH7 a joint venture of Hill International, HDR, and LiRo; Ostergaard Acoustical Associates; STV
MeritMississauga Transitway Location: Ontario, Canada Architect: IBI Group Client: City of Mississauga, Transportation & Works Department With: DesignABLE Environments, Dufferin Construction, Entro Communications, HH Angus, WSP
MeritDenver Union Station Location: Denver, Colorado Architect: Skidmore, Owings & Merrill (SOM) Landscape Architect: Hargreaves Associates Client: Denver Union Station Project Authority (DUSPA) With: AECOM, Clanton & Associates, Kiewit Western, Tamara Kudrycki Design, Union Station Neighborhood Company
StudentTurnpike Metabolism: Reconstituting National Infrastructure Through Landscape Student: Ernest Haines Academic Institution: MLA| 2018, Harvard Graduate School of Design Anyone’s who’s ever cruised down a highway knows that equal weight isn’t necessarily given to the surrounding landscape. But what if that weren't the case? In Turnpike Metabolism, Ernest Haines imagines how the federal government can both give deference to the natural landscapes surrounding transportation infrastructure and change the design process to allow nature to define routes and structures.
Phase One Build gateway tunnels and a bus terminal in the basement of the Jacob Javits Convention Center. Phase Two Build Gateway East with through service at Penn South. Constructing Penn South with fewer, wider platforms and two new East River tunnels would increase throughput at Penn Station by 30% and greatly expand rail service for New Jersey Transit, Long Island Rail Road, and Metro North riders. New direct rail service into Penn Station for Bergen and Monmouth counties would reduce travel times and shift bus riders to rail in these under-served counties, relieving highway congestion and pressure on the bus terminals. Phase Three Build new tail tunnels to expand service and meet future capacity needsThe report in full can be found here.
Although many in the tristate area know it as a place to just drive through, the New Jersey Meadowlands is a critical micro-region just west of New York City. A quarter-million people commute on Amtrak and local rail through the area every day, and it’s the warehouse and distribution hub for the region—Amazon just purchased a 600,000-square-foot warehouse there, near the Teterboro Airport, to expedite its shipping operations. With 800 acres of preserved wetlands, the Meadowlands also sustains fisheries and migrating birds. That ecology co-exists with critical infrastructure: power and wastewater treatment plants, as well as petroleum production, but its soil and water holds contaminants that pose great risk to human health. Together, the value of all property in the Meadowlands is assessed at $6.2 billion.
The low-lying area is also particularly vulnerable to sea level rise. Last Friday at Assembly, the Regional Plan Association’s annual conference, stakeholders convened to discuss its future. “Facing Climate Change in the Meadowlands” brought together Robert Ceberio, president and founder of consulting firm RCM Ceberio; Stephen Dilts, office leader at New Jersey’s HNTB, an infrastructure planning firm; Debbie Mans, executive director of NY/NJ Baykeeper; and Catherine Seavitt Nordenson, principal of Catherine Seavitt Studio and assistant professor of landscape architecture at CUNY. The talk was moderated by Eugenie Birch, the Lawrence C. Nussdorf Chair of Urban Research and Education at the University of Pennsylvania.
The panel raised big questions: Where do we retreat from, and where do we protect? How can fixed infrastructure be adapted? How will resiliency planning sustain natural ecosystems? And—with sea levels projected to rise three feet in the next 60 to 80 years—how soon can we start?
From 1969 through the early 2000s, the Meadowland’s growth was guided by a master plan. That plan called for the major development of the wetlands, backed by literal tons of infill (the debris from Penn Station and the London blitz lives there now, below some NJ Turnpike spur). After the plan expired in 2004, the residential population dropped to 30,000 from 70,000 while commercial space more than doubled to 6.5 million square feet of warehouses, stores, and offices.
It used to be that no one cared about the health of the wetlands, Ceberio said. The former executive director of the New Jersey Meadowlands Commission added that now, though, “resiliency and flood control is on the top of everyone’s mind,” When planning the area, “we used to look at heights of buildings in relation to the Teterboro Airport. Now we’re looking at FEMA maps.”
But the will to act is another question. “Are people in state and federal government are going to step up and do it?” he asked, sort of rhetorically, but other panelists were eager to jump in.
The lack of a major plan—and a timeline—for sustaining a critical area was a running theme, foreshadowing words of warning from conference keynote Joe Biden. The former vice president told elected officials, planners, and AEC professionals in the audience to “stop being polite” and “sound the alarm” on the “shameful” state of the region’s infrastructure. “You need to start shouting about how bad things are,” he said.
In New Jersey, at least, the stakeholders are vocal. Debbie Mans said that obstacles to resiliency planning abounded. Since the state legislature dissolved the Meadowlands Commission seven years ago, she said, there’s been a piecemeal approach to what should be a comprehensive regional strategy. She took issue with grand plans put forth by Rebuild By Design, HUD’s National Disaster Resilience Competition. The plans called for hard and soft infrastructure, including a wall in the middle of the wetland. They're soft, Mans said, is levees and berms. But with green infrastructure already intact, “bisecting and filling it intuitively doesn’t make sense.” The implementation, too, is scattershot; she questioned what the state and the region would receive for the millions being spent in the Meadowlands.
There was a consensus among panelists that more needed to be done to re-orient the crisis-by-crisis response approach towards a more proactive planning framework. Ceberio pointed out that the Gateway Program's tunnel entry point is in the Meadowlands. (The project will build a massive rail tunnel under the Hudson River to replace Hurricane Sandy–damaged tubes used by Amtrak and New Jersey Transit.) But he noted climate change puts the project in a precarious position: “If flood scenarios become reality those tunnels are gone. Gone!”
Beyond trains, around 1,900 people in the area could be displaced due to rising sea levels within the next 30 years. Despite the risks, residents want to stay. But there are hard conversations that need to happen. When people are passionate about a place like residents are about the Meadowlands, “they do things to sustain it,” Seavitt said. “In all of its tawdriness, it’s beautiful.” There's a long way to go: “If there was a reasonable, strategic, well-thought-out plan we’d get behind it,” said Mans. “But we don’t see that right now.”
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!
“In the past three regional plans, design work was crucial to imagining the future of the region and to making that future legible through innovative representations,” said Lewis, associate dean of the Princeton University School of Architecture, in a prepared statement. “From Hugh Ferriss’s atmospheric renderings to Rai Okamoto’s access diagrams, RPA’s plans have provided unique opportunities for advancing design innovation in concert with visionary transformation of the region. The challenge to the four teams is to build upon that history and envision the future structured around a more expansive notion of 'corridor,' including transportation, ecology, access, and equity.”