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.
Posts tagged with "Bill de Blasio":
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.
Affordable housing has been a critical part of New York City Mayor Bill de Blasio’s agenda since taking office, promising to create or preserve 200,000 affordable units over the next decade. At a press conference last week, the mayor announced that his administration has made headway toward achieving this ambitious goal, financing over 17,300 affordable homes in the last year (whether his predecessor, Mayor Michael Bloomberg, should have received some credit for this accomplishment has spurred debate). But even with this good news, the demand for affordable housing continues to grow. To help fix this shortage, the administration might want to take a cue from Dutch developer, Heijmans ONE, which has come up with its own win-win idea for alleviating the housing crunch in the Netherlands: putting vacant land to good use with temporary, portable housing. Heijmans ONE designed a one-bedroom prefab house that can be easily assembled in just one day. The house, which rents for 700 euros or $900, kills two birds with one stone: provides an affordable dwelling and activates empty land while construction is stalled on a project. These sleek, pentagonal-shaped homes are designed to have a small carbon footprint, using sustainable wood and solar panels. Once constructed, the house can be connected to the city’s water and sewage, but also designed to operate off the grid. New York City, with its paucity of affordable housing and glut of vacant land, could benefit from this model. Mayor de Blasio and the Department of Housing Preservation & Development have already started rolling out a plan to develop over a 1,000 city-owned properties. In the meantime, why not bring some temporary, affordable housing to sites waiting for long-term development?
In an effort to supposedly streamline New York City’s landmarking process, the Landmarks Preservation Commission (LPC) will drop 96 buildings and sites from consideration for historic preservation. These sites span all five boroughs and include Union Square, Greenwood Cemetery in Brooklyn, and the Pepsi-Cola sign in Long Island City (above). Of the nearly 96 sites (94 structures and two historic districts), 80 have been calendared for more than 20 years.“The buildings considered for this action were placed on the Commission's calendar, public hearings were held, and they currently remain inactive,” explained the LPC in a statement. While being calendared is kind of like landmarks limbo, it comes with significant protections. “Calendaring means that no demolition, construction, or alteration permits can be granted for a site without first notifying the LPC and allowing them up to forty days to designate the structure or negotiate a change or withdrawal of the permit applications,” explained Andrew Berman, the executive director of the Greenwich Village Society for Historic Preservation (GVSHP), in a statement. The Society has called upon the LPC to drop its so-called "mass de-calendaring." Landmarks West!, a committee to promote historic preservation on Manhattan’s Upper West Side, has also slammed the LPC’s planned action, saying the commission is “essentially sentencing [the buildings and sites]to death by bulldozer.” The LPC contends that removing the sites will make the landmarks process smoother. "Cleaning up that backlog will ensure the LPC can much more effectively fulfill its mission of responding to the landmarking issues of today in real time," de Blasio spokesperson Wiley Norvell told DNAinfo. The Commission adds that this action would not stop it from reconsidering landmark status for any of these sites or buildings. After some pressure from DNAinfo and the Manhattan Borough President's office, the LPC has made the list of sites available to the public. The Commission will vote on its "administrative action," this upcoming Monday.
New York City is a city like no other. It’s lousy with things to see: architectural icons, world-famous parks, A-list celebrities, pigeons, food carts, and pigeons eating off of food carts. With so many sites, it's a real bummer that so many New Yorkers walk around the city staring directly into the hollow glow of their phones. This isn't going to change anytime soon, especially with the de Blasio administration announcing that, starting next year, the city's dated payphone system will become "the world’s fastest municipal Wi-Fi network." The system, called LinkNYC, includes 10,000 individual portals—called "Links"—that offer free Wi-Fi (up to 150 feet away), connections to city and emergency services, charging ports, and city information via a digital screen. These kiosks can even make national calls, just like the good 'ole days. The program is being overseen by CityBridge, a group of technology, design, and advertising firms, and will be entirely funded by advertising. So, from a distance at least, Links will likely appear as an ad for a cologne or an airline. (Links in residential neighborhoods are more slender and feature less prominent ad space.) The plan to replace New York City's aging payphone infrastructure with a more 21st century alternative dates back to the Bloomberg years. Almost two years ago, the former mayor announced the Reinvent Payphones Design Competition "to rally urban designers, planners, technologists and policy experts to create physical and virtual prototypes that imagine the future of New York City’s public pay telephones." That following spring, Sage and Coombe Architects’ NYFi portal won the Popular Choice Award. And then a year later, de Blasio issued an RFP to get the next generation payphone actually up and running. That's where we are now: CityBridge has been selected by the city and installation should start early next year. The system could ultimately include up to 10,000 Links. The de Blasio administration said the LinkNYC program will provide reliable, high-speed Wi-Fi across the five boroughs, and plugs into its underlying fight against inequality. “This administration has been committed to expanding affordable access to broadband for all New Yorkers from the outset," Mayor de Blasio said in a statement. "It's essential for everything we need to do to be a fair and just city, because we can't continue to have a digital divide that holds back so many of our citizens.” But, according to a Daily News report, not all Links will perform the same way, at least not as currently planned. "The speedier systems are flanked by advertising—and advertisers prefer wealthier eyes," explained the publication. "As a result, all of the 2,500-plus locations in Manhattan are high speed, giving the borough with 20 percent of the city’s population fully 65 percent of all the fast kiosks. Meanwhile, the Bronx will get speedy Wi-Fi at 361 kiosks—just 6 percent of the fast Wi-Fi stations in the city. The borough will have slower service at 375 non-advertising kiosks, which replace old payphones." An administration official told the Daily News that they are working to rectify the discrepancy.
What is New York City Mayor Bill de Blasio's position on design and public space? Does he care about design or think it is simply a prerogative of the city’s middle class populations? It is one the conundrums of the current administration that it wants to create 200,000 units of affordable housing but does not seem to care about the architecture of the buildings or or how they might affect their surrounding neighborhoods. There is much that is laudable in the mayor's push for new affordable housing, but will all this new construction be a step back from the progressive attitude of the Bloomberg administration concerning the physical and spatial aspects of the city? These issues—and others of great concern to the city's design community—will be the topic of discussion tonight at the AIANY's Center for Architecture on LaGuardia Place in a panel discussion called "A Changing Landscape: Public Space and the New Administration." The principal presenters are all architects and landscape designers closely involved in current city projects and proposals for the future: —Susannah Drake of dlandstudio. —Gonzalo V. Cruz of AECOM Landscape Architecture Studio. —Adam Yarinsky of Architecture Research Office. They all have their own positions and thoughts on city government, public policy, and urban design so the roundtable will be a highly entertaining event. I will be moderating the panel and keeping it lively and on point. It starts at 6:00p.m. (More info here.) See you tonight!
Mayor Bill de Blasio has signed legislation to lower New York City’s default speed limit from 30 miles per hour to 25. The measure was recently passed by the City Council and is one of the central policy pieces of Vision Zero—the mayor's plan to eliminate traffic fatalities in the city. “We’re here today to make good on a commitment to save lives in this city,” the mayor said at the top of the press conference, which was held on the Lower East Side near where 12-year-old Dashane Santana was struck and killed by a car in 2012. Dashane's grandmother, as well as other families who have lost loved ones in traffic accidents, stood behind the mayor as he put pen to paper. According to the mayor’s office, come November 7th, about 90 percent of the city’s streets will have a speed limit of 25 miles per hour or lower. To inform drivers of these changes, the NYC DOT has launched a public awareness campaign and will be installing 3,000 new speed limit signs over the next year. The five mile per hour change may seem minor, but an individual hit by a car traveling 30 miles per hour is twice as likely to die than from one traveling 25. Citing numbers from "last year" (which actually appear to be from fiscal year 2011–2012) Mayor de Blasio noted that 291 people were killed in traffic accidents in New York City. "That's almost as many people lost to traffic fatalities that were lost to murder," he said. Of those killed in traffic accidents, 115 were drivers and 176 were cyclists or pedestrians. In 2013, according to city data, 286 people died in traffic accidents in New York, but according to the New York State DMV, that number is actually higher, 294. "Part of the discrepancy may come from the fact that often people who sustain life threatening or critical injuries may not die for many months after being hit," said Alana Miller, Transportation Alternative's policy coordinator, in an email. The NYC DOT did not respond to AN's request for more information on the numbers mentioned by Mayor de Blasio. These recent figures, though, follow about 10 years of dropping traffic fatalities. "The significant decline in traffic deaths over the last decade is not an accident," said Miller. "It is the result of smart traffic safety policies that have redesigned dangerous streets, installed protected bike lanes, widened sidewalks and put in pedestrian islands, created safer speed limits around schools and slow zones where communities have identified speeding problems, and installed cameras to deter driving behavior." Now, thanks to early Vision Zero interventions, Mayor de Blasio said the rate is once again decreasing. "As of last Thursday, citywide pedestrian fatalities were down over 20 percent from the same point last year," he said. "Overall traffic-related fatalities were down nearly seven percent. Vision Zero has just begun, but look at that progress." At this point, it's hard to say if that reduction is from Vision Zero, or if the numbers are reverting to the early-2000's trends. Despite this year's reduction in traffic fatalities, the numbers are still quite grim—especially for cyclists. According to data compiled by WNYC, as of mid-October, 200 people have been killed in traffic accidents this calendar year. The rate is down slightly from last year, but WNYC noted that 17 cyclists have been killed since January 1st, which is more than twice as many were killed last year.
New York City Mayor Bill de Blasio has appointed Faith Rose, a former senior design liaison at the Department of Design and Construction (DDC), to lead the city's Public Design Commission. According to the mayor's office, in her new role, Rose "will be charged with building on the Public Design Commission’s history of prioritizing the quality and excellence of the public realm, enhancing and streamlining the Commission’s review process, and fostering accessibility, diversity and inclusion in the City’s public buildings and spaces." The commission's incoming executive director holds a masters from the Yale School of Architecture and cofounded the Brooklyn-based O'Neill Rose Architects in 2008. In July, AN covered the young firm's interior renovation of an Upper West Side townhouse, which is pictured above. "Our early interests in sculpture, fairytales and literary theory bring a richness and diversity to our work," explains O'Neill Rose on its website. "Our architecture seeks balance between the everyday and the unexpected, by exploring materials and exploiting methods of construction." "Faith is an excellent choice for the Design Commission," David Burney, the former DDC commissioner, told AN in an email. "From her work at DDC where she was the agency liaison with the Commission she has seen the process from the agency side. This perspective will enable her to ensure a smooth process for projects through the review process. Faith’s background in supporting the Design & Construction excellence program is also vital. The Design Commission may now be the only part of the new administration where design quality is in real focus, so the role of the Commission is vitally important."
When the final phase of the High Line opened in September, Mayor de Blasio was not there to celebrate—neither was his Parks Commissioner Mitchell Silver, reported the New York Times. The mayor was off to Pittsburgh that day and Silver apparently had a scheduling conflict so deputies for both men were sent instead. But if the mayor would have made it to the opening, it would have been his first time on the High Line. Ever. "I am a fan of it,” the mayor reportedly said when asked about his absence at the park. “I think it’s done a lot of good for the city, but I haven’t visited.” This is surprising for two reasons. First, the obvious: he’s the mayor of New York and the High Line is one of the city’s most celebrated and beloved destinations. It's even featured in his administration’s promotional video for the city's bid to host the 2016 Democratic National Convention at the Barclays Center. And, second, if you’ve visited the High Line recently, you know the place is packed—it seems that every single human being on planet earth is up there alongside you. Last year, nearly five million people strolled across the old rail line. So why wasn't the mayor among the millions? It partly comes down to politics. As the Times explained: “[The High Line] is also associated with the themes Mr. de Blasio railed against in his campaign for mayor, when he denounced the 'almost colonial dynamic' between a gentrifying Manhattan and the city’s other boroughs. The park has attracted a string of luxury buildings to the Far West Side and is a cherished cause of wealthy Manhattanites in Mr. Bloomberg’s circles." [h/t Curbed.]
Last week, Mayor Bill de Blasio unveiled his plan to reduce New York City’s greenhouse gas emissions by 80 percent over 2005 levels by 2050. Needless to say, that's a pretty ambitious target, but this mayor seems to like ambitious targets—his plan to build or preserve 200,000 units of affordable housing over the next decade comes to mind. But back to his latest plan, the climate plan. While this decades-long strategy will certainly evolve, it is focused around retrofitting the city’s building stock to reduce emissions. A key focus of these retrofits, at both city-owned and privately-owned buildings, will be installing solar panels. To kick-off that piece of the plan, the mayor is starting with schools. Speaking on Monday at the John F. Kennedy campus in the Bronx, where solar panels have been installed on nine schools, de Blasio announced that 24 additional schools would also be going solar. "These 24 projects we’re talking about today are part of a larger commitment," said the mayor. "They’re going to be an important part because they’re going to help lead the way in our efforts to use much more renewable energy in New York City." The mayor said that this investment would triple the amount of solar power collected on the roofs of city buildings. The city will cover $23 million of the $28 million investment, with the rest being covered by a grant from the New York State Energy Research and Development Authority. Over the next decade, the mayor wants to install solar panels on over 300 city-owned buildings, which would generate about 100 megawatts of power, according to the administration.
By 2019, two new Staten Island Ferry vessels should be crisscrossing the New York Harbor. Outside of the Whitehall Ferry Terminal this morning, United States Transportation Secretary Anthony Foxx announced that New York City had been awarded a $191 million grant to design and construct these vessels that will be more agile and storm-resilient than what's in the ferry's current fleet. These funds will also allow the city to invest in resiliency measures at the ferry's terminals and at surrounding public transit systems. This federal grant was just one component of the U.S. DOT's latest round of Sandy-related funding, which provides over $3 billion for resiliency measures for the East Coast's public transit systems. Roughly 90 percent of this money is allocated for projects in New York State and New Jersey. “The projects we are funding aren’t exactly what you would call glamorous projects,” said Secretary Foxx at the announcement, “many of them will be invisible to many riders, but they will give this region a fighting chance to withstand the kind of punishment that mother nature can mete out.” To prevent the type of catastrophic flooding seen at the South Ferry subway station during Hurricane Sandy, Foxx said street-level vents would be sealed and pump rooms would be flood-proofed. As the city and state continue to rebuild after Sandy, though, there are difficult questions about whether areas that are especially vulnerable to rising sea levels should be rebuilt at all. When asked about that issue by AN, New York City Department of Transportation Commissioner Polly Trottenberg said the city would not stop building in threatened areas. “This region is home to 15 million people and clearly we are here to stay," she said. "I think our job is to make wise decisions about where to make investments, but, certainly, I think you can see from where we are in Lower Manhattan, which is one of the financial capitals of the world, we’re going to be rebuilding, and we’re going to making it stronger than ever.” Today’s press conference comes a day after roughly 400,000 people marched through the streets of Midtown, Manhattan in the People's Climate March—the largest climate march in history. Event organizers hope the massive showing will pressure global leaders to take action on climate change at the UN Climate summit this week. Ahead of that march, Mayor Bill de Blasio announced that New York City will attempt to cut its greenhouse gas emissions by 80 percent by 2050, based on 2005 figures. To achieve this very ambitious goal, the city said it will retrofit its 4,000 public buildings and incentivizing private building owners to increase energy efficiency. Specifically, the city pledged to invest in on-site, green power generators, install 100 megawatts of solar capacity on over 300 public buildings, and to “implement leading edge performance standards for new construction that cost effectively achieve highly efficient buildings, looking to Passive House, carbon neutral, or ‘zero net energy” ‘strategies to inform the standards.” Mayor de Blasio's climate plan builds upon Mayor Bloomberg's, which set out to reduce the city's greenhouse gas emissions by 30 percent by 2030.
The federal Department of Transportation has issued its latest round of its Transportation Investment Generating Economic Recovery (TIGER) grants for cities and states around the country. The grant program was created in 2009 through President Obama’s economic stimulus package and has since provided $3.5 billion to 270 projects. While the DOT has not officially announced the recipients of these new grants, which total $600 million, multiple politicians have been touting the money heading to their districts. Here are some of the projects we know about so far. In New York, Senator Chuck Schumer and Mayor Bill de Blasio announced that the New York City Department of Transportation will receive $25 million for its Vision Zero agenda to reduce pedestrian fatalities. According to the city, the money will fund 13 projects aimed at traffic calming, safety improvements in school zones, new public spaces, and “pedestrian and bike connections to employment centers.” Specifically, the money will be used to extend the Brooklyn Greenway and make 4th Avenue in Sunset Park, Brooklyn safer to pedestrians. In Philadelphia, $2.5 million has been awarded to support the city’s effort to create a bus rapid transit system along Roosevelt Boulevard. “Planned developments on Roosevelt Boulevard include modifications to provide safe pedestrian crossings, transit access, and effective separation of express traffic from local traffic accessing neighborhood destinations,” Pennsylvania Senator Bob Casey said in a statement. In Virginia, U.S. Senator Mark Warner announced that nearly $25 million has been allocated for a bus rapid transit system in the city of Richmond. The Times Dispatch reported that for this project to happen, the federal money must be matched with about $17 million from the Department of Rail and Public Transportation and another $8 million from Henrico County and the City of Richmond. In St. Louis, $10 million will go towards a new Metrolink station in the city’s emerging Cortex innovation district. The funding will cover almost all of the $13 million project which is expected to be complete in 2017. On the other side of the state, in Kansas City, $1.2 million has been awarded for the Mid-America Regional Council’s Workforce Connex planning to study to better connect the city’s workers with public transit.