To avoid total inundation and more of those hot, sticky summer days, New York City is trying hard to forestall the impact of global warming. While tackling coastal resiliency, the city is turning its focus to buildings, the source of 75 percent of the city's greenhouse gas emissions. To address the issue, last month Mayor Bill de Blasio unveiled the NYC Retrofit Accelerator, a program that will provide consulting and support, for free, to building owners who would like to conserve electricity and water, and upgrade to clean energy systems. Officials hope that, in addition to slashing emissions, energy retrofits will reduce building owner's operating costs. This program builds on the success of 2012's NYC Clean Heat, a component of PlaNYC that was introduced by the Bloomberg administration. The program works towards goals outlined in 2014's One City: Built to Last, which set a goal of reducing emissions 80 percent by 2050. By 2025, officials hope the accelerator will serve over 1,000 buildings per year, and reduce greenhouse gas emissions by one million metric tons each year. This would save property owners $350 million per year in utility costs. The biggest climate offenders are buildings that burn heavy heating oil. Consequently, the program primarily serves these buildings, as well as any building that participates in a Housing Development Corporation (HDC) or a Department of Housing Preservation and Development (HPD) program. Efficiency experts at the Retrofit Accelerator will help owners select appropriate retrofits, conduct energy audits, apply for related permits, get financing, apply for tax credits, train maintenance staff, measure energy efficiency over time, and comply with local laws. Interested property owners can visit the Retrofit Accelerator's website or call 311 to determine their eligibility.
Posts tagged with "Bill de Blasio":
Call it High Line fever: since the first leg of James Corner and Diller Scofidio + Renfro's High Line debuted in 2009, High Line–like projects have popped up all over the city and across the country. Now, not ten miles from the original, the Bronx may be slated for its very own rail-to-park conversion. Bronx Borough President Ruben Diaz Jr. has asked Mayor Bill de Blasio to transform an unused slice of below grade train track in Mott Haven into a "lowline." The block-long site, bounded by Brook Avenue, East 156th Street, St. Ann's Avenue, and East 150th Street, is owned by CSX. In order to reclaim the space for parkland, the city would need to buy or seize the land from the railroad company. On a visit to the site in September, Mayor de Blasio deplored the condition of the trash strewn corridor, which doubles as a homeless encampment. Soon after the mayor's visit, city workers cleared out the belongings of the residents and removed debris from the site. Sandwiched between schools and their athletic fields, the lowline would be adjacent to mixed income housing projects Melrose Commons and Via Verde.
There are big changes planned for Brooklyn's East New York. On Monday, September 21st, the Department of City Planning will unveil the full East New York Community Plan. The plan is part of Housing New York, Mayor de Blasio's ten year plan to stabilize existing affordable housing supply and build 80,000 new units. The plan's goal is to increase public investment and catalyze private development in select East Brooklyn neighborhoods, including Ocean Hill, Cypress Hills, and the eponymous East New York. Compared to other community plans, there's one key difference: the East New York Community Plan will be the first to apply mandatory inclusionary zoning. This designation requires the construction of permanent affordable housing. One of the affordable housing provisions approved by Albany in June 2015, mandatory inclusionary zoning requires developers to set aside at least one quarter of their units for low-income individuals, though there are some exceptions to the rule. It typically takes around one year to vet Community Plan proposals. After the ULURP (Uniform Land Use Review Procedure, a mandated public comment period), plans must be approved by each of the city's 59 community boards, all five borough presidents, the City Planning Commission, and the City Council.
New York City Mayor De Blasio and Cardinal Dolan working on plan for affordable housing on church properties
New York City Mayor Bill de Blasio had some face-to-face time with Cardinal Timothy Dolan this week, and among the topics the duo discussed was affordable housing. In a city of nosebleed-inducing housing prices, Dolan said creating and maintaining affordable housing was "God's work," according to AM New York. The city and the archdiocese are working out a plan to use the church's extensive real estate holdings in the city to provide affordable housing and shelters for the homeless. "We still got some meat and potatoes to work out, but I think it's a go," Dolan was quoted in the newspaper. "And if you ask me, I don't have a choice because Jesus told me to do this. I didn't need the mayor to tell me to do this." Dolan added that he and De Blasio report to the same constituency: "namely God's people, the people of this city." "Amen, beautifully said," the mayor replied.
As part of Mayor de Blasio’s mission to eliminate traffic deaths in New York City, his administration has committed $250 million toward its “Great Streets” initiative to redesign four of the city’s most dangerous arterial roadways: 4th Avenue in Brooklyn, Atlantic Avenue in Brooklyn and Queens, Queens Boulevard, and Grand Concourse in the Bronx. On 4th Avenue in Brooklyn—which is known as “the canyon of mediocrity” for its lackluster architecture—the Department of Transportation is making permanent a temporary road diet it put in place in recent years. Street adjustments like wider medians and banning left turns at certain intersections have paid huge dividends: On a 15-block stretch of the remade roadway, pedestrian injuries decreased 61 percent. The DOT did not include bike lanes in its road diet, instead opting for 13-foot-wide parking lanes. Construction has also just begun on the DOT's "Great Streets" remake of Queens Boulevard, a harrowing roadway dubbed the “Boulevard of Death." This transformation has been widely lauded in transportation circles for its inclusion of pedestrian pathways and protected bike lanes. But now the DOT has unveiled its $60 million plan to remake two miles of Atlantic Avenue, and like many recent street-calming measures undertaken by the department (Queens Boulevard excluded) it does little—if anything—to protect the city’s cyclists. On the dangerous section of Atlantic, most of which is in East New York—a neighborhood de Blasio wants to rezone to create affordable housing—the DOT plans to replace existing medians with longer and raised medians that have space for plantings and benches. The design would also implement left turn bays, high-visibility crosswalks, ban left turns at some intersections, and create mid-block crossings. The DOT says these strategies will calm traffic and reduce speeding. “The design proposed by DOT will make Atlantic look nicer and probably yield a marginal improvement in safety,” wrote StreetsBlog, “but it does not fundamentally alter the geometry of the street.” As part of its Vision Zero rollout, the DOT had previously re-timed traffic lights on Atlantic Avenue, and stepped-up traffic enforcement. It was also one of the first streets to have its speed limit dropped from 30 miles per hour to 25. The absence of any bike infrastructure in this “Great Streets” project is especially notable given the fatal bicycle crash that recently occurred just off Atlantic Avenue in Downtown Brooklyn. After the cyclist was killed, Brooklyn Borough President Eric Adams held a press conference at the intersection calling on the city to fast-track a redesign of the dangerous intersection. Adams also brought reporters on a bike ride along Flatbush Avenue to underscore the harrowing conditions cyclists have to contend with on many city streets. Last year, pedestrian fatalities in New York City fell to their lowest level in over a century, but cyclists' deaths rose from 12 in 2013 to 20. The DOT says it will finalize this plan with the Department of Design an Construction by August 2016 and start construction the following spring. It remains to be seen what the department has planned for the Grand Concourse.
Mayor Bill de Blasio and First Lady Chirlane McCray have appointed Paul Gunther the executive director of the Gracie Mansion Conservancy. Gunther will ensure that "not only are the historic fabric and contents of the great 1799 landmark well preserved, but that it thrives in today’s modern society," according to a statement from the mayor's office. In addition to his role as a frequent contributor to AN, Mr. Gunther has served as Vice President of Institutional Advancement and Director of Development at The New York Historical Society, Director of Development and American Liaison at The American Center in Paris, and the Director of Development and Public Affairs at The Municipal Art Society, and President of the Institute for Classical Art and Architecture.
Eight years ago, in the face of rapidly rising carbon emissions, PlaNYC—New York City's sustainability and resilience blueprint—set a goal of reducing emissions 30 percent citywide by 2030 compared to a 2005 baseline. "Enormous progress has been made thus far: the growth has been stopped and emissions have substantially decreased—by 19 percent," observed Laurie Kerr, Urban Green Council's Director of Policy. "But as impressive as that is, we need to do more, faster." Enter One City: Built to Last, the city's ten-year building upgrade plan aimed at helping reach Mayor Bill de Blasio's ambitious "80 x 50" goal: 80 percent citywide reductions by 2050. Kerr and John Lee, Deputy Director for Buildings and Energy Efficiency at the NYC Mayor's Office of Sustainability, will be on hand next week at Facades+ NYC to outline the initiative with special reference to the design and construction of high performance building envelopes. The AEC industry holds the key to the 80 x 50 mission, said Kerr. "There are tricky technical, financial and logistical issues to solve. The cutting edge will need to push the craft and the supply chain to arrive at solutions that are efficient, scalable, and appealing to tenants." But the answer to the environmental challenge will necessarily entail behind-the-scenes work as well as splashy innovation, she noted. "The rank and file will need to become proficient in new techniques, such as PassivHaus, that require dramatically greater vigilance on un-sexy issues like thermal bridging and infiltration." Much of the burden for improved performance falls on the building exterior. "High performance envelopes are going to play a major role in achieving 80 x 50—we're simply not going to get there without them," said Kerr. "This will be true for new buildings, but it will be even more important for the existing building stock, which may need everything from sealing, to better windows, to re-wrapping or interior insulation on some properties." The call for upgrades on a large scale is sure to benefit the AEC industry financially, she pointed out, but its members will have to work for their money. "It will entail considerable creativity and craftsmanship to develop and deliver the cost-effective strategies for each facade type—from midcentury modern to brownstones to brick towers in the park," said Kerr. To hear more from Kerr and Lee on One City: Built to Last, register today for Facades+ NYC.
As AN recently reported, a fire that destroyed a warehouse in Williamsburg, Brooklyn has rekindled questions about a long-promised waterfront park. Back in 2005, Michael Bloomberg rezoned much of Williamsburg and Greenpoint leading to a surge in glassy towers. With those towers was supposed to come Bushwick Inlet Park, a 28-acre green space along the East River. But in the decade since, only parts of the park have been completed. That is partly because when the city rezoned the waterfront, it didn't purchase the 11-acre Citistorage property that sits in the middle of the planned park. Now, with one of the warehouses destroyed, local residents and elected officials are urging the de Blasio administration to finally acquire the lot and deliver more green space. But with the property reportedly valued between $75 million and $100 million, the de Blasio administration says it has no plans to do so. In spite of that, over the weekend protesters used "light graffiti" to urge the administration to change course. Gothamist reported that images were projected on the side of a storage facility next to the charred site that read: "The city mapped it, designed it, and promised it and we need it more than ever," "Hey de Blasio Where's Our Park?" and "This Right Here is Supposed to be a Park." There were also details displayed about an upcoming rally planned outside City Hall on Thursday. The event in Williamsburg brings us back to 2011 when Occupy Wall Street protesters projected so-called "bat signals" on the side of the Verizon Building next to the Brooklyn Bridge.
Last year, at an event inside David Adjaye’s Sugar Hill affordable housing development in Manhattan, AN asked New York City Mayor Bill de Blasio how architecture and design factored into his overall housing plan. The mayor—who doesn’t elevate public design the way Michael Bloomberg did—said he wants to see new affordable housing buildings that are both “beautiful” and “contextually appropriate.” But, he added, design is about more than aesthetics, it is a tool to be wielded to create dynamic, mixed-use properties. “I think the design question really is about, to me, the functionality—meaning, what we can achieve in a site,” said the mayor. Now, roughly eight months later, the Department of City Planning (DCP) has unveiled zoning changes to make it easier and cheaper to develop the type of affordable housing the mayor was talking about—buildings with function and architectural design. And by rewriting the rules, the de Blasio administration thinks it has a better shot at delivering the 120,000 new units of affordable housing it has promised. First, the city addresses burdensome parking requirements for affordable and senior housing developments. Within a so-called “Transit Zone”—areas in Upper Manhattan, the Bronx, Brooklyn, and Queens that have good access to mass transit—the city will eliminate parking requirements for senior housing and low-income or inclusionary housing developments. And, on a “case-by-case” basis within this zone, the city could slash parking minimums for new mixed-income buildings. Outside of the zone, the city says it will “simplify or reduce” parking requirements for affordable housing and senior housing. On the design front, the city hopes that updating “Contextual Zoning” controls from 1987 will give rise to less generic housing.“The tightness of contextual zoning controls constrain housing production and raise costs, and too often results in buildings that are flat and relate poorly to the street,” the DCP said in its report. A lot has changed in the AEC world since the 1980s and the city wants to allow designers and builders to take full advantage of all their new tricks and tools. This could mean more buildings like The Stack (above), a modular building in Inwood that was designed by Gluck+ and assembled in less than a year. The city is not touching existing floor-to-area (FAR) ratio limits with this proposal, but hopes that by loosening zoning controls and boosting height limits (between 5–15 feet in medium and high density areas), developers can take better advantage of allowed buildable space; current limits tend to force developers to produce boxy, boring buildings. "To fit full FAR," explained the DCP, "ceiling heights are reduced, building facade is flat and upper‐story layouts are awkward.” Boosting height limits would also open up more interesting massing and programmatic options with possible building setbacks and courtyards, and ground-floor retail and community spaces. As for building facades, the DCP only lays out some vague bullet points about how it will "update and clarify regulations to support traditional types of building variation” and “make transparency and design requirements consistent" for ground floor spaces. While this package of proposals has the potential—again, the potential—to create more architecturally interesting buildings, it is ultimately a means to make it easier to build and develop affordable and senior housing. The DCP expects to kick off a public review of its plan this summer.
The de Blasio Administration has unveiled new details for one of the most significant pieces of its ambitious affordable housing plan: the rezoning of Brooklyn’s East New York neighborhood. As New York YIMBY reported, the administration announced that it would “upzone” a stretch of Atlantic Avenue to create what it calls a “growth corridor” that could accommodate residential development up to 12 stories. Moderate density development for surrounding blocks is proposed to support “affordable and mixed-income housing, retail, businesses, and community facilities near transit.” On smaller-scale side streets, the administration hopes to preserve the neighborhood’s existing character by continuing to allow “low scale duplexes, single-family homes and rowhouses.”
Last year, in his first State of the City address, New York City Mayor Bill de Blasio said he would use every tool at his disposal to address economic inequality. He twice repeated a campaign refrain that New York had become a "Tale of Two Cities" where the wealthy do extraordinarily well and everyone else struggles to get by. To change that, the new mayor laid out a host of legislative priorities including an ambitious affordable housing plan that would build or preserve 200,000 units of affordable housing over the next decade. One year later, we have an update. With 17,300 affordable units already financed (1,300 more than scheduled), the mayor came back before New Yorkers to say he would do even more to try to keep their rents in check. Most notably, De Blasio plans to boost the city's overall housing supply by creating a taller, denser New York. In addition to his 200,000 unit affordable housing plan, he aims to build 160,000 market-rate units to decrease overall demand. "We are not embarking on a mission to build towering skyscrapers where they don’t belong," De Blasio, who will certainly face development backlash down the road, said today. "We have a duty to protect and preserve the culture and character of our neighborhoods, and we will do so." A key piece of creating new units, both affordable and market-rate, will be rezoning neighborhoods. The mayor said his administration plans to do just that "from East New York to Long Island City; from Flushing West to East Harlem; from downtown Staten Island to the Jerome Avenue Corridor in the Bronx." Per the mayor's mandatory inclusionary zoning requirement, all new market-rate development would have to include affordable housing as well. What percentage of units would be designated affordable has not yet been announced. Along with these rezonings, the mayor said he will continue working with local stakeholders to study ways to build a 200-acre, mixed-use development on top of a rail yard in Sunnyside, Queens. And without offering many specifics, he also called to reform the Department of Buildings to speed up development overall. As part of his push for increased development, de Blasio directly addressed concerns about gentrification. "If you ask 8.4 million New Yorkers what they think of gentrification, you’ll get 8.4 million different answers," he said. To limit the type of displacement that is currently occurring in New York City, the mayor will continue to push for stronger rent laws at the state level. Barring cooperation from Albany, De Blasio said the city will act on its own. "In any of the areas in which the city rezones, if we find evidence that tenants are being harassed, we will supply those tenants with legal representation, at no cost, to take their case to Housing Court," he said. Along with new development, the mayor wants to see big investments in transportation, including a citywide ferry service that will be operational in 2017. For the cost of a Metrocard swipe, said the mayor, residents of the Rockaways, Red Hook, and Soundview could take a ferry ride to Manhattan. The mayor also said his administration plans to complete 20 bus rapid transit routes over the next four years.
Given the current state of relations between the NYPD and Mayor Bill de Blasio (spoiler: terrible, horrible, no good, very bad), the mayor has been quick to thank the police force for its strong support of Vision Zero—the mayor's plan to entirely eliminate traffic fatalities in New York City. The effort is obviously an ambitious one, but a year after it went into effect, de Blasio is able to tout some big successes. The administration recently announced that in 2014, pedestrian fatalities dropped to their lowest level since 1910: 134 deaths, down from 180 the year before. (Two caveats: over the last decade, before Vision Zero was implemented, New York City has seen an overall downward trend in traffic fatalities; and, second, 20 cyclists were killed in 2014, up from 12 the previous year.) De Blasio’s Vision Zero plan has three main components: reduce the city's default speed limit, redesign dangerous streets, and curb dangerous driving through increased traffic enforcement. The first of those three can already be checked off the list; last year, New York City's speed limit was decreased from 30 miles per hour to 25. The second is very much in progress; the city announced that in the first year of Vision Zero, it completed more than 50 major street design projects. And the third big piece of the plan—increasing enforcement—appears to be in swing as well. Streetsblog recently went precinct by precinct, crunching NYPD traffic enforcement numbers and found that, for the most part, officers are issuing more tickets for dangerous driving. “Tickets for speeding and failure to yield last year were up 54 percent over the year before, and up 82 percent over 2012′s numbers,” reported the site. “Importantly, the focus of NYPD’s speeding enforcement is shifting somewhat from highways to surface streets, but the pace of change was still very slow in 2014.” In its first full year, the city’s growing speed camera system also issued 445,000 violations. And failure to yield tickets in 2014 were up 116 percent over the previous year. As Streetsblog noted, the NYPD’s stepped-up traffic enforcement is being felt across the city as every single precinct issued more speeding and failure to yield tickets than it did the year before.