For the past six years, the St. George neighborhood of Staten Island in New York City has been anxiously awaiting the arrival of what would be one of the city’s greatest landmark attractions: the giant, 630-foot New York Wheel with views of the New York Harbor, Statue of Liberty, and New York City skyline. While over $400 million has been sunk into the project since its conception, little has been done to get the ball rolling. Construction has barely begun, and Mayor de Blasio recently signaled that it may not ever happen. The main problem is the cost. The New York City Economic Development Corporation reported that the estimated cost of the Wheel has skyrocketed from $250 million when the project was first proposed in 2012 to a devastating $999 million under the de Blasio administration. When the Wheel’s developer, New York Wheel LLC, asked the city for $140 million in support, de Blasio rejected their pleas, refusing to bail out the floundering project. His administration told New York 1 that the city government is “clear-eyed about the risks of putting public money into an expensive, speculative project.” The New York Wheel promised to transform the humble yet densely packed neighborhood of St. George into a world-class, waterfront destination. Aside from the Wheel itself, whose 36 spacious and climate-controlled pods would provide visitors with fine food, drink, and breathtaking views of the city, the site also comprises five acres of publically accessible grass space for events, a state-of-the-art children’s playground, and a terminal building with restaurants, shops, and boutiques. The project would have potentially revitalized Staten Island, a borough that has long been neglected by New York City tourists. Yet the government’s decision to oppose the funding of the New York Wheel comes after a surge of similar projects in cities like Berlin and Beijing that eventually failed due to a lack of support and income. “Despite many recent conversations with the Wheel developer, we remain convinced that public funds are too scare and valuable to be leveraged for this venture,” an official with the Economic Development Corporation told New York 1. Since the Wheel’s developer and former contractor, Mammoet-Starneth, hoped to rely on the city for financial provision, the two parties were forced to craft a new deal that would give the development team until January 7, 2019 to hire a new contractor and complete the project. According to Staten Island Advance, a hearing on a motion to approve the agreement has been set for September 21. Until then, the fate of the Wheel remains unknown.
Posts tagged with "Bill de Blasio":
The saga of New York City’s proposed Brooklyn-Queens Connector (BQX) streetcar has taken yet another turn, as Mayor Bill de Blasio placed responsibility for funding the $2.5-billion project on the federal government. At an August 24 media roundtable, de Blasio dodged questions about how much the city would be contributing to the project and claimed that while a detailed BQX plan was incoming, federal subsidies were necessary to move things along. “When we have a more detailed plan we'll speak to it,” said de Blasio, “but the primary focus I have beyond the resources that would be created via its very existence because of increased property taxes for that area, is the need for federal support. I don't think it's doable without federal support, but we'll speak to the details.” It looks like the federal government is throttling back its investments in mass transit, as the Federal Transit Administration has been consistently decreasing the amount of money allocated to intra-city projects. Still, it might not be impossible for the city government to secure federal funds for the BQX; the Gateway rail tunnel between New York and New Jersey, long maligned by President Trump, has seen a consistent trickle of money through Congressional action. While the city still has yet to release a draft report of the BQX’s route, there has been no mention of changing the 2019 groundbreaking. The de Blasio administration was (and seemingly still is) shooting for a 2024 completion date, but even if funding is secured in time, the reconstruction of the decaying Brooklyn-Queens Expressway could alter any previously proposed route. De Blasio added that details on the BQX’s next steps would be forthcoming. “Figuring out how to do it is what we've been working on cause it is complex, we're going to have an announcement soon on the details. But, you know, bottom line is the original concept makes sense, we believe there will be some real funding created by its presence but, we're gonna need some additional support.” The nonprofit Friends of the BQX declined to comment.
Mayor Bill de Blasio’s administration has released its final selection of sites for the four borough-based jails that will replace the notorious prison on Rikers Island. At an under-the-radar mayoral press conference yesterday, the city released its 56-page draft plan (available here) which includes the final locations, number of beds, amenities, zoning restrictions, and other materials necessary for the draft environmental impact statement (EIS) to proceed. The final selection comes eight months after the city tapped Perkins Eastman to analyze and design alternative sites to the centralized Rikers complex. There had been some back-and-forth with the community in each of the four boroughs over where these 1,500-bed jails would be built (Staten Island is sitting this one out). According to the draft plan, the city will move ahead with its backup plan for the Bronx after failing to secure its preferred site adjacent to the Bronx Hall of Justice and will build a 26-story jail on an NYPD-owned tow pound at 320 Concord Avenue. The city will push ahead with plans for a 40-story jail tower in Tribeca at 80 Centre Street, currently home to the Marriage Bureau. Brooklyn’s proposed jail at 275 Atlantic Avenue, currently the site of the Brooklyn House of Detention, could also be built out up to 40 stories. The Queens location, 126-02 82nd Avenue in Kew Gardens (formerly the Queens House of Detention) would reach up to 29 stories.
As the draft report fleshes out, each new jail will be designed to integrate with the surrounding community and will include ground-level retail and community facilities, and the Bronx location may contain up to 234 residences, including affordable units. Hundreds of new accessory parking spots will be included at each location, and the Queens jail will open their lots up to the public. As for the jails themselves, the 6,000 beds will accommodate the 5,000 prisoners expected by 2027, when the phase-in of the new facilities will be fully implemented. Rikers's current population has been consistently falling and was pegged at just under 8,500 in May of 2018–the administration and jail reform advocates are hoping to keep slashing away at that number through a combination of bail reform, expedited trial wait times, increased access to legal representation, and reduced incarceration for lower level offenses. While the move to close Rikers was lauded by politicians and civil rights activists alike, the community in all four locations must still weigh in on the plan before the project can begin the Uniform Land Use Review Procedures (ULURP) process in mid-2019. The city will be holding a series of workshops to solicit feedback before advancing its plan. According to the report, public meetings on the draft report will be held as follows: Borough of Brooklyn, September 20, 2018, 6:00 PM P.S. 133 William A. Butler School 610 Baltic Street, Brooklyn, N.Y. 11217 Borough of Queens, September 26, 2018, 6:00 PM Queens Borough Hall 120-55 Queens Boulevard, Kew Gardens, N.Y. 11424 Borough of Manhattan, September 27, 2018, 6:00 PM Manhattan Municipal Building 1 Centre Street, New York, N.Y. 10007 Borough of the Bronx, October 3, 2018, 6:00 PM Bronx County Courthouse 851 Grand Concourse, Bronx, N.Y. 10451 Design details for each jail are currently sparse, and will likely be forthcoming as the final sites are locked down.
Today NYC released its draft plan to build 4 jails to #CloseRikers but there is no big press conference or event. @NYCMayor is talking about ferries. Later there is a private briefing for reporters pic.twitter.com/sTR5IAdzZe— Christopher Robbins (@ChristRobbins) August 15, 2018
Last week, the New York Times reported that New York City officials are “moving to cap the number of vehicles driving for Uber and other ride-hailing services,” amid concerns over congestion, the exploitation of drivers' wages, and the livelihood of the city’s iconic yellow cab drivers. If passed, the legislation would make New York the first major American city to limit the number of for-hire vehicles. A recent report by Schaller Consulting titled The New Automobility: Lyft, Uber and the Future of American Cities suggests that shared ride services such as UberPOOL and Lyft “while touted as reducing traffic, in fact add mileage to city streets.” They are reported to increase congestion on city streets by up to 160 percent. The Transportation Network Companies (TNCs) in total added 5.7 billion miles of driving in the nation’s nine largest metro areas. The rivalry between taxi and Uber drivers has pushed down the price of riding in the city, and there are increasing concerns over the dwindling wages of Uber drivers and the estimated 70,000 app drivers who earn less than the minimum wage. TNCs are known to recruit more drivers than needed to minimize their customers’ wait time. Taxi drivers aren't faring much better; as customers have flocked to app-based rides, drivers have felt the weight economically. Since December, six taxi drivers have committed suicide over their failing businesses. As the city debates the merit and harms being done by app-based car companies, the cap had been suggested by the City Council as a potential solution to these problems. However, the cap may not work as intended. As Streetsblog NYC theorizes, “an Uber ceiling will encourage permit-holders to rent their idle vehicles to other drives who want in.” It is believed that the cap could further dilute driver earnings. Uber and Lyft recently offer an alternative by proposing to create a $100 million fund for the medallion drivers in exchange for doing away with the cap. The Verge reported on the “hardship fund,” which was “summarily rejected” by the City Council and Mayor Bill de Blasio’s office. The TNCs are expected to continue to scramble to rally against the bill. The City Council will vote on it next week.
New York City’s affordable buildings are now going up in blocks as part of Mayor de Blasio’s Housing New York 2.0 plan released late last year. The more ambitious sequel to 2014’s original Housing New York, the new plan calls for a shift towards modular construction on affordable housing projects as a time- and cost-saving measure. Now, the first request for proposals (RFP) has been issued for a city-owned modular development. As reported by The Real Deal, NYC's Department of Housing Preservation and Development (HPD) first issued the RFP for a modular, 100 percent affordable building in East New York on May 24. The L-shaped plot is owned by the city and covers approximately 49,397 square feet at 581 Grant Street, between Pitkin and Glenmore Avenues along Elder Lane, adjacent to the Grant Avenue A station. For the city’s first mandated modular project, HPD is looking to develop a mixed-use building with 100 percent of the units allocated for affordable housing across all income levels. Ten percent of the units will be set aside for the formerly homeless. Interested parties have until September 10, 2018, to submit their proposals. Modular construction has taken off in a big way as of late and is one of the many tools that the de Blasio administration wants to use to hit 300,000 units of new or preserved units of housing by 2026 (up from 200,000 units in the 2014 plan). Boston is gearing up to open a new modular unit factory, and modular design/build start-up Katerra is continuing its impressive expansion across the West Coast. AN will follow this article up after a team for 581 Grant Street has been selected.
For New Yorkers, it’s no secret that the MTA is rapidly deteriorating. Practically defined by delays and diversions—and not to mention the impending L train shutdown—the financial and political behind-the-scenes of the subway system has come under increasing scrutiny. While numerous articles, commentaries, reports, and angry tweets have been published on the state of the MTA and its causes, Everyday Arcade has released what might be the first video game on the crumbling system, MTA Country. Styled after a classic Nintendo-style platformer (its name references the 1994 SNES game Donkey Kong Country), MTA Country is a ride through a roller coaster of subway tunnel. For players, the goal of MTA Country is to get its main character, Gregg T (Gregg Turkin, a lawyer, NYPD Legal Bureau member, and much meme-ified face of the NYPD’s “If You See Something, Say Something” subway campaign) to work. Luckily, he has help from his friends Bill (de Blasio) and Andrew (Cuomo). After watching the trio be launched from a trashcan, gamers can ride down tracks collecting coins as they leap over track fires, stopped trains, broken rails, the notorious Pizza Rat. Graffiti in the background reads “Giuliani was here,” among other commentary. Without giving away any spoilers, users skilled enough to collect all the letters that dot the tracks will be in for a special high-speed transformation à la Elon Musk and rocketed off to a new destination. Luckily for New Yorkers, MTA Country also works on your phone, making it an ideal way to pass time when your train inevitably gets stuck.
For the estimated 24,100 New Yorkers who cross between Manhattan and Brooklyn on the L train every hour, 2019 is not looking so good. After being pushed back year after year, the 15-month L train shutdown to allow for repairs to the Canarsie Tunnel for Hurricane Sandy-related damage is finally happening next April. The city is hoping that riders will use alternative subway connections, or even alternatives to the subway, and is implementing changes across the subway system as well as establishing new shuttle bus routes and usage restrictions on the Williamsburg Bridge and 14th Street. At a May 16th town hall meeting in Williamsburg, according to The Village Voice, city and MTA officials were reluctant to reveal how many more trains can cross the Williamsburg Bridge on the J/M/Z lines, one of the proposed solutions for displaced L train commuters. But the answer eventually came: 24 trains an hour—in a best-case scenario. This number is just three trains over current capacity. A large part of the issue is due to the fact that the tracks feature S-curves on both sides of the bridge, which requires trains to slow down significantly to safely make the turns without derailing. The MTA is adding and reducing trains at other points in the system in an attempt to alleviate some of the problems for L-train commuters. Even still, this leads to a net reduction of capacity by 12.5 train cars, or 25,000 riders per hour, according to The Village Voice. This also means that beyond longer treks and numerous transfers, waits on platforms to get on packed trains may become even worse. There are currently plans to restrict travel on the Williamsburg Bridge to buses, trucks, and carpools and to restrict 14th Street to buses and local deliveries during peak hours, but borough politicians say this isn’t enough, and that restrictions to bus service and high occupancy vehicles needs to go beyond peak hours during the L train shutdown and call on the city to develop a 24-hour plan. Brooklyn Borough President Eric Adams and Manhattan Borough President Gale Brewer sent a letter on Monday to Mayor Bill de Blasio calling on the city to provide 24-hour busway alternatives. As Adams and Brewer point out, they represent 24/7 communities and stated, “If we hope to persuade New Yorkers to continue to rely on public transit while the L train tunnel is closed, we must provide shuttle bus service that is seamless, efficient and reliable whenever our constituents need to ride.” The mayor has thus far opposed a 24-hour busway in favor of restrictions and shuttles for yet-to-be-defined peak hours. Many residents are divided on the issue. Regardless, as the shutdown rapidly approaches, the city must finalize a 24-hour plan to deal with the significant blow the loss of the L train will deal to commuters.
After a tumultuous series of negotiations over New York State’s 2018-19 budget that came down to the wire, Governor Andrew Cuomo signed off on a finalized $168 billion bill late last Friday. While a congestion pricing plan and the removal of density caps for NYC residential developments failed to pass, sweeping changes that could preclude a state seizure of the Penn Station area have made it through. The finalized budget provides a bevy of changes and funding initiatives that will affect New York-based architects and planners. In a move to stabilize city’s deteriorating subway system, $836 million was authorized for the MTA’s Subway Action Plan–with the requirement that the city government would have to foot half of the bill. As AN has previously reported, the money would go towards stabilizing the subway system by beefing up track work, replacing 1,300 troublesome signals, tracking leaks, and initiating a public awareness campaign to reduce littering. At the time of writing, the de Blasio administration which has repeatedly claimed that the city already pays more than its fair share, has agreed to contribute their $418 million portion. Congestion pricing, proposed by Governor Cuomo’s own transportation panel, failed to make it into the final legislation. The plan would both reduce traffic on Manhattan’s streets and could potentially raise up to $1.5 billion for subway repairs, but couldn’t muster enough support to pass. Instead, a surcharge on for-hire cars will be enacted below 96th Street in Manhattan; $2.75 for for-hire cars, $2.50 for yellow cabs, and $0.75 for every pooled trip. The terminally underfunded New York City Housing Authority (NYCHA) will also be getting a boost, as Cuomo has pledged $250 million for repairs across the agency’s housing stock. However, the boost is somewhat undercut by the federal government’s recent decision to restrict NYCHA’s access to federal funds as a result of the lead paint scandal rattling the agency. To save time and money, the budget has implemented design-build practices–where the designer and contractor operate as one streamlined team–for future NYCHA projects, the forthcoming Rikers Island transformation, and the delayed Brooklyn-Queens Expressway restoration. While one controversial plan to remove Floor Area Ratio caps in future New York City residential developments didn’t make it into the final draft, another even more contentious proposal did. According to language in the final budget, the area around Penn Station has been deemed an “unreasonable risk to the public". This formal declaration could be used in future negotiations between the state and Madison Square Garden as leverage, or even as a pretext for eventually seizing the area via eminent domain. The budget, which the New York Times described as a broadside against Mayor de Blasio, ultimately exerts greater state intervention across a swath of local issues, from education to urban planning. More information on the final 2018-19 budget can be found here.
As New York City’s subways continue to crumble and traffic congestion increases, Mayor Bill de Blasio and Governor Andrew Cuomo have been at odds over the best way to fund mass transit improvements. That may all be about to change, as Governor Cuomo’s Fix NYC Advisory Panel has released their final report and called for the creation of congestion pricing zone in Manhattan. Mayor de Blasio has historically supported a “millionaire’s tax” on the city’s richest residents, while Governor Cuomo has proposed a congestion pricing scheme for vehicles crossing Manhattan’s 60th Street in either direction. In light of Fix NYC’s findings, Mayor de Blasio has seemingly shifted his position and voiced a willingness to implement some form of congestion pricing, if the funds were locked into improving the city’s transit network. Originally formed in October of last year, the Fix NYC panel invited policymakers, real estate developers, planners, MTA employees and other stakeholders to come up with policy fixes to improve mobility across the New York City region. The panel has ultimately recommended splitting any improvements across three phases. Phase one would see a focus on realistic, short-term reforms at the ground level. These range from studying transportation improvement opportunities across the outer boroughs and suburbs, to improving traffic law enforcement, and most importantly, beginning the installation of “zone pricing” infrastructure. This infrastructure would encircle a certain area and allow drivers to be charged for entering or leaving a certain area at specific times or days of the week. Phase two leans heavily on implementing congestion pricing. A central business district would be established as everything south of 60th Street in Manhattan, and for-hire vehicles and taxis would be charged every time they crossed the district’s border. Phase three would ramp up the second phase’s congestion pricing plan, first for trucks, and then to all vehicles entering the district by 2020. While trucks would pay $25.34, for-hire cars would likely only pay $2 to $5, with the overall affect of reducing traffic congestion during the busiest times of the day. Personal vehicles would have to pay up to $11.52 to travel through Manhattan during the busiest times of the day. Drivers would be offered some relief, however. “The Panel believes the MTA must first invest in public transportation alternatives and make improvements in the subway system before implementing a zone pricing plan to reduce congestion. Before asking commuters to abandon their cars, we must first improve mass transit capacity and reliability,” reads the report. It’s estimated that the pricing scheme could raise an additional $1.5 billion a year for the city’s ailing MTA. Governor Cuomo’s response to the report’s findings was muted, and in a statement, he promised to study the proposal more in-depth. Congestion pricing plans have never taken off in New York City despite being proposed regularly since the 1970s, and it remains to be seen whether the mayor’s office or state legislature will seriously take up the issue.
Following months of public comments, New York City’s Mayoral Advisory Commission on City Art, Monuments and Markers, formed last September by mayor Bill de Blasio, has finished its review. The commission was created as response to the rising fervor around removing contested monuments around the country, as local activists pointed out that New York has its fair share of statues that celebrate problematic historical figures. The most contentious of the monuments under review was the Christopher Columbus statue that anchors the Columbus Circle roundabout on the southwestern corner of Central Park. New York’s Italian-American community slammed the possibility of removing the statue when the commission was first announced, while others decried celebrating a figure whose actions directly led to the killing of native peoples and the seizing of their land. Instead of removing the iconic statue, de Blasio has announced that plaques will go up explaining historical context, as well as the creation of a monument celebrating the achievements of indigenous peoples near Columbus Circle. Citing the “layered legacies” of each of the items under review, the commission’s report recommended a number of changes for several other highly public monuments, which the mayor has already signed off on. The statue of Theodore Roosevelt on horseback in front of the Museum of Natural History, recently doused in red paint by activists, will stay put. Instead, the museum will be offering educational programs on both Roosevelt’s history of conservation as well as his views of colonialism. Additional markers will be installed around the statue to the same effect. The J. Marion Sims statue at 5th Avenue and 103rd Street bordering Central Park was also under deliberation. Known as the “the father of modern gynecology,” Sims’ legacy has come under fire for his well-known experimentation on unanesthetized slaves. Citing the lack of contextual relevance for the statue’s current site the commission voted to relocate it to Green-Wood cemetery, where Sims is buried. While the original pedestal will remain in place in East Harlem, a plaque will be installed that discusses the issues Sims’ legacy raises. Finally, a marker for Marshal Philippe Pétain has been left in place on Lower Broadway’s “Canyon of Heroes”, which denoted a stretch from the Battery to City Hall where ticker-tape parades are typically held. The marker was installed in 2004, when the Downtown Alliance installed a series of 206 granite markers along the avenue, each representing a ticker-tape parade that had been held on Broadway. The Frenchman had been hailed as hero after returning from WWI and honored with a parade in New York, but later became a top figure in the collaborative Vichy government during WWII. In light of his eventual conviction for treason, the commission recommended installing signage that would re-contextualize the markers, as well as stripping the “Canyon of Heroes” name from Lower Broadway. The committee’s full report is the culmination of months of public hearings and thousands of public comments.
This morning, Mayor Bill de Blasio's administration released the 1.5ºC plan – a far-reaching new plan intended to align New York City with the principles established during the 2016 Paris Climate Agreement. "In the Trump era, cities have to lead the way when it comes to fighting climate change," Mayor de Blasio stated in the plan's announcement. The 1.5ºC plan – a name drawn from the Paris Agreement's goal of limiting global warming to a 1.5º Celsius increase – is focused on six areas of action: recycling, waste, buildings, energy, transportation, and carbon neutrality. The plan marks the latest development in a series of commitments made by the city to reduce emissions. Last fall, the administration released the 80 X 50 Roadmap, which outlined a commitment to reduce the city's greenhouse gas emissions by 80 percent by 2050. Earlier this summer, Mayor de Blasio signed an executive order opposing President Trump's intention to withdraw from the Paris Agreement and outlining the City's commitment to upholding it. At the beginning of September, the de Blasio administration released a plan to update the aging infrastructure of existing buildings over 25,000 square feet by 2030, with strict penalties enacted afterward for those who don't comply. As the 1.5ºC plan states, the administration will apply emissions requirements to new construction and renovations across the five boroughs, and "adopt 'stretch' versions of the energy code in 2019 and 2022." "Stretch" here refers to leniency toward the developers' approaches – the City will reportedly provide metrics on energy efficiency but not stipulate how developers should meet those targets. As with earlier plans, the city will use Property Assessed Clean Energy (PACE) financing programs adapted for commercial and residential buildings, allowing utility upgrades to be paid off through property bills rather than out-of-pocket. Enacting 100 percent renewable energy in city government operations and buildings is another key aspect of the plan. The emissions of city agencies alone account for eight percent of the city's total greenhouse gas emissions from electric appliances, and 1.5ºC aims to replace all energy infrastructure used by the city with renewable alternatives. Their timeline for this? "As soon as sufficient supply can be brought online." In the near future, the City has stated their intention to commence 50 new solar projects on public buildings sometime this fall, which would bring it a quarter of the way towards its goal. With regard to the transportation sector, the plan reiterates a proposal Mayor de Blasio made in early August to create a tax on millionaires generating up to $800 million in funds to upgrade the NYC subway system. It also includes a proposal to expand infrastructure for bicycles (including protected lanes) and electric vehicles (including charging stations). Notably, the plan also outlines a goal of establishing a carbon neutrality protocol in partnership with other cities around the world including C40 – a network of 90 international cities already committed to climate leadership – meant to establish common definitions for the reduction of global warming and greenhouse gas emissions. In a public statement about the plan, New York Transportation Commissioner Polly Trottenberg stated that with New Yorkers' heavy use of mass transit, bicycles, and walking, "New York City produces the fewest greenhouse gas emissions per capita of any U.S. city." A statistic like this should be used as a baseline rather than a benchmark. As the 1.5ºC plan evolves, hopefully the administration will release more specifics on the methodology they intend to apply to new developments to modernize energy use citywide, and clarify whether any penalties will be applied for those who don't comply. This morning's announcement has probably piqued the ears of a number of developers who may be wondering the same.
Inefficient architecture and infrastructure is among the leading contributors to greenhouse gas emissions. According to the U.S. Green Building Council, buildings account for 39% of CO2 emissions in the United States and consume 70% of the nation's electricity. In New York City, fossil fuels burned to provide heat and water to buildings are the number one source of emissions – 42% of the city's total. This week, New York City Mayor Bill de Blasio announced a new plan to drastically reduce the emissions of aging buildings across the city. Despite Trump's hasty withdrawal from the 2016 Paris Agreement, de Blasio pledged to adhere to the treaty and accelerate New York City's action to cut its fossil fuel emissions. If approved by the City Council, owners of buildings larger than 25,000 square feet must invest in more efficient infrastructure (including boilers, water heaters, insulated roofs and windows, etc.) by 2030. This applies to around 14,500 private and municipal structures across the city. Owners of buildings that have not complied will face penalties beginning in 2030, ranging from fines of $60,000 a year for a 30,000-square-foot residential buildings to $2 million for a 1 million-square-foot buildings). Penalties may also include restrictions on future permitting for noncompliant owners. The plan also aims to produce 17,000 middle-class "green jobs" by 2030, including plumbers, carpenters, electricians, engineers, architects, and energy specialists. The announcement has given climate advocates a much-appreciated boost of public support, but also raises concerns for homeowners and renter advocates. The New York State Tenants and Neighbors Coalition tweeted at Mayor de Blasio that the city's promise to "stop landlords ... from displacing tenants or raising rents based on the cost of improvements" was only really possible if rental laws were changed to begin with: What does this all mean for architects working today? This latest development might be applied to provide a new standard for new structures built between now and 2030 (and long after) to incorporate more common-sense energy efficiency features. The Mayor's office has not responded to AN's query on whether this program or its penalties will apply to buildings constructed from 2017 onward. This new legislation marks the first major step by New York City to work toward the goals outlined in the de Blasio administration's 80 X 50 Roadmap – which commits to reducing the city's greenhouse gas emissions 80% by 2050. Donna De Costanzo, Director of Northeast Energy and Sustainable Communities at the Natural Resources Defense Council (NRDC) remarked on the plan: “Reducing the amount of energy used in the buildings in our city will put money back in New Yorkers’ pockets while improving air quality and creating jobs."