Days after the New York City Council passed the sweeping Climate Mobilization Act, which will impose emission restrictions on buildings over 25,000 square feet, New York's Mayor Bill de Blasio revealed a sweeping “Green New Deal” for the city. The OneNYC 2050 initiative, which would see the city go fully carbon neutral by 2050, tackles climate change through new building codes, glass tower crackdowns, renewable energy requirements, citywide composting, investing in resiliency planning, and by supporting the new congestion pricing scheme. The $14 billion package would, combined with actions taken by the prior administration, reduce carbon emissions from a 2005 baseline level by 40 percent by 2030. A number of steps will help the city government decrease emissions 23 percent from a 2005 baseline. The city’s 50,000 buildings over 25,000 square feet will be retrofitted with more efficient technology, and city-owned buildings will be switched over to all-renewable energy sources in the next five years (the city is currently in talks to build out the infrastructure that would allow them to bring in Canadian hydropower). De Blasio also touted the potential restrictions on new towers with inefficient glass curtain walls. “Now, we’re going to take it another step because part of the problem here is that buildings got built that never should have been built to begin with if we were thinking about the needs of our Earth,” said the Mayor when announcing OneNYC 2050 on Earth Day yesterday. “Some of them you can see right behind us in the background. And so, we are going to introduce legislation to ban the glass and steel skyscrapers that have contributed so much to global warming. They have no place in our city or on our Earth anymore. “If a company wants to build a big skyscraper, they can use a lot of glass if they do all the other things needed to reduce the emissions. But putting up monuments to themselves that harmed our Earth and threatened our future, that will no longer be allowed in New York City.” The mayor went on to ding Hudson Yards in particular, claiming that many of the towers were inefficiently heated or cooled due to their glass envelopes. De Blasio’s aides were quick to point out that the administration wasn’t banning glass as a facade material outright, but that they would be imposing much rigid standards on performance or allowing developers to purchase carbon offsets instead. Mark Chambers, the city's sustainability director, touted SHoP’s American Copper Building for its smart use of high-performance glass. "The reason I’m saying ban is to emphasize the point that if a company came in, a landlord came in with the exact same kind of design that they’ve come in with in too many cases in the last—just few years, it will be rejected and they would not be allowed to build, period. That’s why I say it’s a ban. You literally will not be physically allowed to build the kinds of buildings that have gone up even recently in this town. Now, you know, there’s good examples and Mark pointed out the Copper Building, the buildings that Cornell-Technion are built to much higher standards which is a good example that you can have, you know, a modern skyscraper that works. But honestly even some of the recent ones built in this city don’t meet appropriate standards and those will no longer be allowed." That drew immediate pushback from Hudson Yards’ developer Related Companies, which told Crain's that the neighborhood was designed to meet LEED standards and that its towers were among the city’s most efficient class A office buildings. Other changes the mayor proposed included amending the city’s electrical code, enacting a citywide organics recycling program (composting), and realigning the city’s development goals with the U.N.’s Sustainable Development Goals. Although the New York City Green New Deal was announced with much fanfare on de Blasio’s part, actual details of how these changes would be implemented were sparse. The plan will also have to pass a City Council vote as legislation and may change in the process.
Posts tagged with "Hudson Yards":
After 11 years and two mayoral administrations, The Shed (now just the name of the administering arts center, with the physical structure housing the organization having been renamed The Bloomberg Building) is nearly ready to open. On April 5, this Friday, the public will finally get to venture inside Manhattan’s newest, and largest, cultural institution. As Hudson Yards welcomes the Diller Scofidio + Renfro and Rockwell Group–designed multidisciplinary arts center, much has been written about the building’s central, inescapable feature. The 120-foot-tall outer shell, clad in ethylene tetrafluoroethylene (ETFE) “pillows,” can extend out from the base building when needed for larger performances, covering the public plaza and creating the 17,000-square-foot, climate-controlled McCourt space. When the shell is rolled back, the 20,000-square-foot outdoor plaza can be used for open-air performances. Art is even part of the very ground below, as artist Lawrence Weiner has embedded IN FRONT OF ITSELF in 12-foot-high letters using colored pavers throughout the plaza. As Elizabeth Diller and David Rockwell have repeatedly described, The Shed was conceived with maximum flexibility in mind. The comparisons and claims of inspiration from Cedric Price’s unrealized, constantly changing 1964 Fun Palace have been overt, whether rightly or wrongly. Either way, there’s no contesting that the space represents a blank space for artists to call their own. “I see the building as an ‘architecture of infrastructure,’ all muscle, no fat,” said Diller, “and responsive to the ever-changing needs of artists into a future we cannot predict. Success for me would mean that the building would stand up to challenges presented by artists, while challenging them back in a fruitful dialogue.” Four stories of programming live inside the eight-level base building. Floors two and four hold a combined 25,000 square feet of gallery spaces without columns and with 19-foot-tall ceilings. From April 6 through June 2, the second level gallery will display Reich Richter Pärt, a combination of choir songs from composer Steve Reich set against tapestries and wallpaper, some of them room-spanning, from artist Gerhard Richter. Swinging glass doors on the eastern walls of each gallery can open them up to the McCourt, allowing the venue to add additional seating when necessary. The sixth floor holds the Kenneth C. Griffin Theater, an 11,700-square-foot black box space with a 500-seat capacity. The theater can also be split in two to host smaller shows. On the top floor are the Lizzie and Jonathan Tisch Skylights, a wide, multipurpose section that affords one of the few views towards the rest of Hudson Yards, including a prominent view of Vessel. The open area features 9,500-square-feet of flexible event space, the 1,700-square-foot Tisch Lab for local artists, and a 3,300-square-foot rehearsal space. The two namesake skylights provide the entire floor with plenty of natural light, making up for the difference in ceiling heights found throughout the rest of the building—the eighth floor’s ceiling is noticeably lower. Hints of the building’s superstructure and its transforming shell are ever-present. The Bloomberg Building’s central set of scissoring escalators run parallel with the glass curtain wall and affords ample views of the shell, and the bent seam where the shell meets the adjoining tower. Inside the McCourt, the steel diagrid underpinning the ETFE facade reveals itself, creating a vastly different experience than viewing the building from outside. The High Line runs level with the windows on the second floor, reinforcing the connection to the park, strangely minimizing the feeling that the building is part of Hudson Yards proper. The Shed opens on April 5 with Soundtrack of America, a five-night concert series conceived and directed by Steve McQueen that celebrates the worldwide impact of African American music. The full lineup is available on The Shed’s website, here.
The first phase of Manhattan’s $25 billion Hudson Yards development opened to the public on March 15, and with the embargos lifted and first impressions filed, a wide variety of critics have put pen to paper on their Vessel thoughts. The $150 million, 150-foot-tall occupiable sculpture is the centerpiece of Hudson Yards’ first phase and sits at the heart of a Nelson Byrd Woltz–designed plaza. The Thomas Heatherwick–designed public installation, inspired in part by Indian stepwells, expands from a minimal footprint at the bottom to a 150-foot-wide diameter at the peak. After signing up for free tickets and agreeing to Vessel’s restrictive photo policy, which previously stated that guests would forfeit the rights to any photos or videos taken there, visitors can explore the 154 flights of stairs and 80 landings. Related Companies chairman Stephen Ross, who paid for the structure out of his own pocket, claims that Vessel holds a mile of staircases. For the mobility impaired, Heatherwick Studio has included a curvilinear elevator that stops at three different landings along the sculpture. The intentions behind the piece have been well stated—the desire to create a monument in Hudson Yards that engages, not overshadows, the surrounding towers, and a "living room" for the public and residents who call the new neighborhood home. So, what do people think of the 15-story Vessel? The reviews have been mixed; some saw it as a monument to excess, while others drew comparisons to shawarma, a pinecone, trash can, drinking glasses, and more. Still others juxtaposed the structure’s 360-degree views and position to a panopticon, as Vessel is eminently and intentionally viewable from most places in Hudson Yards. It should be noted that Related insists that Vessel cost $150 million; the $200 million figure cited in the below articles reportedly accounts for the plaza it sits in as well. The Architect's Newspaper AN's Executive Editor Matt Shaw couldn't help but link Vessel to its larger place and the moneyed circumstances that led to its creation, questioning whether it was spectacle for the sake of spectacle. "Vessel and its counterpart, The Shed, occupy an important niche in the rich culture of Little Dubai: they serve as the attractors to get tourists to come and play, and thus spend money at retail options. Like the spectacular Dubai Aquarium, Dubai Frame, and man-made islands such as Palm Jumeirah, Vessel acts to bring attention to the place. The High Line is already doing this, but these new spectacles will bring in tourists en masse, possibly so much that this area will be like a cleaner and even less exciting Times Square. "This centralization of power—via a marriage of government and private interests—gives power to consultants to plan whole districts, as well as ties together Little Dubai and its namesake (and the other countless cities like it). It should not come as a surprise that this is taking place in New York. In fact, it is a very New York phenomenon, as much of this type of culture was shipped from New York’s office towers (literally and metaphorically.)" The New York Times Michael Kimmelman didn’t mince words in his review for the NYT. “It is temporarily called the Vessel. Hoping for public buy-in, its patron, the lead developer of this vast neoliberal Zion, has invited suggestions for a new name. “Purportedly inspired by ancient Indian stepwells (it’s about as much like them as Skull Mountain at Six Flags Great Adventure is like Chichen Itza) the object—I hesitate to call this a sculpture—is a 150-foot-high, $200 million, latticed, waste-basket-shaped stairway to nowhere, sheathed in a gaudy, copper-cladded steel.” New York Magazine Justin Davidson had many of the same concerns as Kimmelman, as he recognized that historically stairs have been used as gathering places throughout New York City, but that ultimately Vessel felt like a staircase to nowhere. “The advance hype doesn’t prepare you for a structure quite this large, shiny, and extravagantly pointless. Its stainless-steel skin gleams russet like polished copper but won’t weather or lose its gloss. From the beginning, Ross declared his desire for an artwork big and splashy enough to focus the whole development. Not a clock or an obelisk—how about a botanical puppy, say, or a Chicago-style shiny kidney bean? Ross wanted something bolder, an artwork he wouldn’t have to warn people off of. Instead, Heatherwick’s piece functions as its own sign: PLEASE CLIMB ON THE SCULPTURE.” The New York Post Post writer Zachary Kussin wrote much more enthusiastically about his experience with Vessel. In an article entitled “Why the Hudson Yards Vessel is $200M worth of glistening glory,” Kussin recounted a grandiose trip to the top of the sculpture. “He’s right. Designed by Thomas Heatherwick and his London-based Heatherwick Studio, Vessel is an interactive artwork made entirely of staircases that make you feel as if you’re in a giant honeycomb, surrounded on all sides by copper-colored steel.” Curbed Alexandra Lange, reviewing Hudson Yards for Curbed, was simultaneously dazzled by the physical structure of Vessel, but questioned its promised social utility. She writes that once inside, rather than sparking conversation between climbers, the focus turned towards the piece itself, and an innate awareness of being on Vessel. “Whatever you call Heatherwick Studio’s Vessel—the wastebasket, the egg-crate, the Escher-brought-to-life, the basketball net, the Great Doner Kebab—it is the opposite of those examples. Not temporary, not cuddly, not delicate. It looks just like its renderings except possibly more perfect. I had mentally assigned it an outer cladding of weathering steel; with everything else so smooth and shiny, surely Vessel would have an industrial flavor? But no—Heatherwick Studio leaned into the fractal nature of its design, and the cladding, copper-colored steel, has a mirror finish like Anish Kapoor’s Bean in Chicago’s Millennium Park, welcoming our irresistible impulse to selfie.” The Baffler Kate Wagner’s take on Vessel was, predictably, the most pointed AN was able to find. In “Fuck The Vessel,” Wagner savages Heatherwick’s entire body of work as well as the structure’s premise, writing that Vessel embodied the attitude of Hudson Yards, a utopia for the rich out of the grasp of the other 99 percent. “It is a Vessel for labor without purpose. The metaphor of the stairway to nowhere precludes a tiring climb to the top where one is expected to spend a few moments with a cell-phone, because at least a valedictory selfie rewards us with the feeling that we wasted time on a giant staircase for something—perhaps something contained in the Vessel. The Vessel valorizes work, the physical work of climbing, all while cloaking it in the rhetoric of enjoyment, as if going up stairs were a particularly ludic activity. The inclusion of an elevator that only stops on certain platforms is ludicrously provocative. The presence of the elevator implies a pressure for the abled-bodied to not use it, since by doing so one bypasses ‘the experience’ of the Vessel, an experience of menial physical labor that aims to achieve the nebulous goal of attaining slightly different views of the city.” Heatherwick’s response For Thomas Heatherwick’s part, he hasn’t let the criticism bother him. On the opening day of Hudson Yards, The Real Deal was able to snag a brief interview, where the English designer shrugged off the above concerns, saying that all that mattered was whether visitors enjoyed it. Indeed, it seems that for as many think pieces and social media slams that Vessel has endured over its purpose and aesthetics, and whether it truly belongs in New York, tourists have still been clamoring to climb it. AN has reached out to Heatherwick Studio for its take on the critical hullabaloo and will update this article accordingly.
A strange thing has been happening at some public architecture talks lately, perhaps you’ve noticed. Over the course of otherwise hopeful and positive discussions covering amazing new projects from around the globe, at some point, usually toward the end of a talk, conversation turns to the current state of American building and infrastructure. And, it's safe to say, people are not happy. Sometimes, the presenter will rip off the bandaid, as Thom Mayne of Morphosis did at a recent Facades+ talk in Los Angeles, when he said, “I hate to be negative, but there’s not much going on in this country architecturally,” before adding, “[But] if you look at architecture around the world, it’s startling…It’s unbelievable, the research [taking place]—I just came back from Shenzhen [China] and I’m looking around [at the skyline] there wondering ‘is there anything left for me to do?’” Other times, a perplexed-sounding audience member will ask what it seems many in attendance had been pondering privately: “Why can’t we build like this here?” It’s a debilitating question that really only has one answer. And although, even when speaking bluntly, everyone tries their best to truth-tell without offending, but the writing is right on the projection screen—building big in America simply isn’t what it used to be, and we don’t know what to do about it. “The United States is falling behind,” architect Moshe Safdie explained to a packed room during a recent keynote talk at Palm Springs Modernism Week when asked why the inventive array of projects he had just presented are mostly located outside the United States. “Around the world, the competition [for bold infrastructure] doesn’t stop,” he said, half-jokingly, “until you land at Kennedy or LAX.” To prove his point, Safdie pointed out further that although the Hudson Yards development in New York City is the largest privately-led construction project in the country by square footage, it is easily dwarfed in terms of vision by countless projects around the globe of a similar or larger size. He’s right. Hudson Yards is a dime a dozen as far as global mega-projects are concerned. Safdie’s own Raffles City development in Chongqing, China, for example, might be roughly two-thirds the size of Hudson Yards, but it is going up in less than one-third the time and is almost entirely designed by a single architecture firm—Safdie Architects—with P&T Group International Ltd. serving as architect of record. Safdie’s own portfolio of recent work shows that while New York occasionally will build an elevated billionaire citadel, Chongqing, Singapore, and other cities have tasked his office with erecting bold new structures designed for working people and the public at large, all without sacrificing design quality. Safdie explained that one possible reason why American projects no longer lead the world in terms of size or scale might be due to a “lack of urban initiative,” the type of sustained and calculated political and managerial energy necessary for bringing to life the types of large-scale and lasting projects that have transformed other countries around the world in recent decades. It’s a sentiment echoed by Rem Koolhaas, who, when recently asked about the prevalence of NIMBYism in America, explained, “I think you can divide the world into one part that is eager to change and doesn’t have hesitations about things changing, and another part that is totally nervous about change and actually aspires to a kind of stability.” Koolhaas added, “As an architect, every one of your efforts is impacted by this. In the end, however, architecture is always controversial because it proposes to make things different than they are.” Perhaps nowhere is this truer than in the realm of high-speed rail (HSR), where American decision makers across all levels of government have persisted in remaining tethered to auto-centric planning, condemning the nation to antiquated transportation for at least another generation. A recent article in The New York Times covering the ongoing debacle with California’s tragic HSR project, for example, brings this condition into sharp relief with the following line: “California’s High-Speed Rail Authority…was established 23 years ago. During that time China has built 16,000 miles of high-speed rail.” America has built none. But America’s last-place finish doesn’t end with rail or with deteriorating airports; it includes city-building, too, as Safdie pointed out. Much of America is suffering from some form of housing crisis, whether it’s so-called Rust Belt cities struggling to retain residents or coastal cities that can’t figure out how and where to build new housing fast enough. While American cities have doubled-down on onerous building restrictions and lengthy bureaucratic reviews, politically polarized state and federal governments have worked at cross purposes, too, failing to enact bold plans and avoiding future-oriented thinking at almost all costs. The overarching legacy of redlining, racial segregation, and income inequality has placed a stranglehold over American cities, as well, contributing to intense gentrification when development does occur and debilitating displacement when it doesn’t. Over the last decade, it has become clear that America's public health, land-use, and transportation policies are all woefully out of whack, and the result is stifling the abilities of a generation of well-trained architects and engineers eager to build a better nation. Meanwhile, the world’s urbanizing areas have embraced building vertically, have expanded transit of all sorts, and have worked to enact bold planning initiatives that over a generation have remade the face of global urbanism in the name of interconnectedness, density, and place-making. In Europe, for example, France is currently enacting its “Le Grand Paris” plan, a vision that will stitch together the Paris city center with its inner and outer ring suburbs to bring together an urban region of 10 million inhabitants. The plan includes a €30 billion public transit expansion initiative that will create a network of regional transit routes connecting suburbs with one another as well as sizable new investments in social housing, parks, and other equity-minded initiatives. But it’s not just Europe. Cairo, Egypt, is building a new $45 billion capital city that, when completed, will become the largest purpose-built capital city by population in the world. In India, the country’s largest infrastructure project, the Delhi-Mumbai Industrial Corridor, aims to connect the nation’s political and economic capitals with a 900-mile long conurbation made up of 24 urban “nodes.” The plan aims to urbanize 14 percent of India’s population—180 million people—over the next 30 years and will take $100 billion in investment to realize. In South America, Argentina’s so-called Belgrano Plan will bring $16 billion in rail expansion to 10 of the country’s neglected northern provinces and will create up to 250,000 new housing units and 1,100 childhood education centers. Saudi Arabia is building new mega cities from scratch, as are China, Singapore, Nigeria, Mauritius, and countless others. None of these projects are perfect socially or environmentally-speaking, to be sure, but one thing they do not lack is vision. If it feels like the most impressive work is taking place in other countries, that’s because in many ways, it is, and international architects know perhaps better than anyone else the truth of that reality. Even more, the hesitation, hedging, and hand-wringing that accompanies talk of the current state of American infrastructure and urban vision indicate that the problem runs deeper than a mere lack of funding or risk-averse clients. Whether it’s California’s flailing HSR project, the nation’s intractable housing crises, or even, the sad, dispirited political discourse surrounding the Green New Deal—a potentially transformative plan that is barely supported by the party that conceived it—it is clear that America has a crisis of vision, a failure of political will, and perhaps most alarmingly, no real interest in solving its own problems. Look at the Salesforce Transit Center debacle in San Francisco, Elon Musk’s substandard and retrograde transit ideas in Los Angeles and Chicago, and the steady stream of failing bridges and tunnels across the country for further proof. Even Amazon’s HQ2 extravaganza, a year-long publicity stunt by the world’s richest company that wrung billions in incentives from some of the most desperate cities around the country, rightfully withered on the vine. What’s going on here? As Safdie quipped, “We were promised infrastructure!” But the truth is that it’s just not happening in America anymore.
As throngs of tourists and New York City residents descend on Manhattan’s far west side for the opening of Hudson Yards’ first phase, AN joined the first tour of the Thomas Heatherwick–designed Vessel (interested visitors can reserve free tickets). Bill Pedersen, founding partner of Kohn Pedersen Fox (KPF), Thomas Woltz of landscape architecture studio Nelson Byrd Woltz, representatives from Heatherwick Studio, and Related Companies chairman Stephen Ross, who paid to construct the Vessel out of his own pocket, were also on hand to dive into the design behind the development. With the first phase of Hudson Yards opening to the public today, plenty of ink has already been spilled over the new neighborhood’s “fortress-like” nature, the accusations that it intentionally and discordantly stands apart from the street grid and city as a whole, and that the development is a playground for the one-percent financed through $6 billion in tax breaks (though some might passionately dispute that characterization). Those points have been argued elsewhere. What is definitely true is that the 11-million-square-foot, $16-billion first phase of Hudson Yards is now mainly open, or will open shortly, and it’s likely to draw shoppers, tourists, and High Line hikers to what was formerly an open-air staging area for the Long Island Railroad. The second phase of the megaproject over the still-uncovered western railyard will hold five more residential towers and a commercial project from architectural heavy hitters like Herzog & de Meuron, Frank Gehry, Santiago Calatrava, and Robert A.M. Stern. Related expects that infrastructure work on the second phase will begin next year before the site is decked over. Vessel, Heatherwick’s $150 million not-quite-a-sculpture, not-quite-a-building sits at the center of Hudson Yards’ Public Square and Gardens. The climbable installation is made up of 154 flights of stairs connected to 80 landings, and it balloons up to 150-feet-wide at its 150-foot-tall summit. As project architect Stuart Wood explained, Vessel (explicitly not “the Vessel”—although Related will rename the structure later, anyway) was designed to be open in its programming while not “jamming up” the plaza. “The project was built entirely from staircases and landings. They're public, publicly accessible, free to use spaces. It's non-prescriptive. That was absolutely our intent from the outset. This should be a project that is open to interpretation. It's open to different natures of use.” The underside of the piece is clad in warm, reflective metal paneling that distorts the glass towers around it and brings a sense of liveliness to the “sculpture” as more visitors gather at its base. As visitors scale Vessel, climbers see themselves reflected overhead as the panels act as mirrored ceilings; that interactivity is intentional. On the topside, Heatherwick has used wood railings, darkened steel, and stone for the steps and landings in reference to the site's industrial heritage. With a form so often compared to a beehive or garbage can by outside observers, actually entering Vessel produces an unusual effect. Standing in the sculpture’s base feels akin to entering a towering atrium, with the glass handrails resembling windows. Climbing the structure’s numerous staircases, at least when devoid of the crowds that will surely descend on it after the official opening, felt slightly dangerous. The view of Hudson Yards, the Shed, shops and dining areas, and across the Hudson River, open up towards the top, and might induce the same sense of vertigo found on construction sites. For mobility impaired visitors, Heatherwick Studio has added a glass elevator that travels along a curving track along Vessel’s inside rim, though it only stops at one landing per story. The plaza in which Vessel sits is elliptical and gently spirals out to each of the buildings on the site, a decision that Nelson Byrd Woltz came to in tandem with Heatherwick Studio. As such, it serves as the epicenter of Hudson Yards’ public space, and its central location in the neighborhood’s main plaza visually cements that status. Vessel, for better or for worse, is intrinsically at home in Hudson Yards and wouldn’t fit anywhere else in the world. And even if it wasn’t, as Wood explained, Related has copyrighted the design.
In a recent review titled “The Case Against Hudson Yards Dining” on Eater, the inimitable food critic Ryan Sutton examined the food and beverage options at the mirage-like, instant Hudson Yards (henceforth Little Dubai), New York City’s newest neighborhood. The dining scene is not a pretty picture, and the food options are just part of the bigger picture, dovetailing with the urbanism to expose the ugliness of 21st-century development culture. As Sutton notes, Little Dubai “is a taxpayer-subsidized development that solidifies Manhattan’s slow transformation from one of the world’s most distinctive urban centers into a nondescript international mall for the wealthy.” His biggest gripe? Rather than representing the wonderful melange of cultures that thrive in New York, the food and beverage programming is a cynical commercialized selection that has no roots in the place it resides. “The only place for pizza—New York’s quintessentially affordable street food—will be a D.C.-based chain where a lunchtime Margherita starts at $11.50. The only Chinese-leaning restaurant will be an ‘East meets West’ spot run by a Dutch guy known for his competent Continental spots in airports, concert halls, and museums,” he laments. The condition Sutton describes could easily be in a number of cities around the world, where international flavors are imported wholesale and in no particular fashion or relationship to the place they now inhabit. This cultural importation is a new ideology: In an era where financial markets and soft power makes national borders less and less important, it makes sense that a new type of immigrant cultural exchange would begin to take hold—one that no longer even requires physical, transnational immigration. Cultural exchange can now take place on airplanes, waves of capital, and wires of data in an age of nearly frictionless globalization. That is how New York’s newest neighborhood, Little Dubai, got its character. As much as Little Dubai’s food selections should shock us, so should the art and architecture. The art follows a similar path as the food with superstar curators—ubercurator Hans Ulrich Obrist is a senior advisor—brought in to inject the place with some kind of pop-up world-class culture, much like what the UAE did at the Louvre Abu Dhabi, where the name and collection were rubber-clone-stamped from the old world of Europe to the open expanses of the 21st-century Gulf, where anything goes. Or consider Rain Room, the phenomenon that had lines around the block at MoMA in 2013. The Sharjah Art Foundation has not only acquired Rain Room for its permanent collection, but they built an entire new building to house it. This kind of cultural exchange—that of international consultants—relies on enormous amounts of capital to lubricate its mechanisms. No longer does it require, however, actual immigration or imperialism to carry culture from one place to the next, as was the case in the 19th and 20th centuries when neighborhoods like Little Italy’s, Chinatowns, Koreatowns, and Little Ethiopias naturally popped up around the world. Rather than streets of mom-and-pop shops, entire campus-like neighborhoods are instantly animated as breathing lungs of cultural import-export, with nothing to stop them. Which brings us to the architecture of Little Dubai. There are several similarities to Dubai at Hudson Yards. The most obvious is that the towers themselves look like those non-descript condos and offices that make up most of the building stock in Dubai. Moreover, the neighborhood was master planned by KPF, who also crank out towers in the Gulf and Asia more generally. The similarities run deeper, from the food to the development patterns to the urban experience. Like any good enclave, the mechanisms that have produced Little Dubai look a lot like those that produced the original Dubai and its urban environment. This is not to say that Little Dubai necessarily comes from Dubai itself. It is not that simple. In fact, New York and developing nations such as the UAE and China are in a constant feedback loop, where the West exports ideas about managerial production systems such as large architecture firms and the corresponding banal corporate aesthetics. As Michel Foucault once noted,
that while colonization, with its techniques and its political and juridical weapons, obviously transported European models to other continents, it also had a considerable boomerang effect on the mechanisms of power in the West, and on the apparatuses, institutions, and techniques of power. A whole series of colonial models was brought back to the West, and the result was that the West could practice something resembling colonization, or an internal colonialism, on itself.“Firms like KPF and Foster take on these projects overseas where they can grow and practice working as larger firms,” said Todd Reisz, assistant professor at Yale, “Once they get big and good enough, they can bring these ideas about—how to make a city from the ground up—back home.” This is how New York’s Little Dubai came to be. The original Dubai was opened up to private land ownership in 2002 in an attempt to become a stable place post-9/11 for foreigners—especially Middle Easterners, Africans, and South Asians—to park their money. Special economic zones were established that allowed business and development to operate without the strict controls of Shariah that governed the rest of the UAE. In these economic zones, international trade was encouraged by specially crafted civil legal code geared specifically toward port businesses (foreign investment.) For example, a team of international consultants from mega-firm McKinsey advised the Dubai government in 2002 to draft a set of UK-style regulations for the Dubai International Financial Centre (DIFC) free zone, a “state within a state” that would operate with a different official currency—the U.S. dollar— and a different official language—English—than the rest of the UAE. It was designed by none other than architectural behemoth Gensler. This international managerial complex was the logical conclusion of some 300 years of colonial urbanization of developing nations around the world, perfected by the UAE government. Companies like Emaar and Dubai Holdings buy and develop enormous plots of land that serve as self-sustaining neighborhoods that don’t need to have much connection to their surroundings. Because of their sheer size, and the scale of the projects they oversee, these massive companies also obscure the relationship between public and private. In New York’s Little Dubai, a similar situation exists. The New York City Department of City Planning (DCP) acts a bit like the real estate state of the UAE, doing large rezonings and tax incentives to foster these big developments. Nearly 1 billion dollars in tax abatements were given to Related Cos., Little Dubai’s developer, in addition to nearly 4.6 million in infrastructure improvements and other incentives. And often, because of the private nature, DCP has little authority to begin with. Because the development is on state-owned land, there was no oversight from community boards. The parcel became part of a larger economic development strategy that usurps local regulation, leaving the citizens of New York City more-or-less out of the conversation. Little Dubai is regulated by a network of rules and capital that transcends physical territory, just like the “Old World” Dubai in UAE (this model is also being pursued by ultimate cloud-based dark-power-mongers Google in Toronto). This has led to a sort of Free Economic Zone, where Stephen M. Ross, Related’s chairman, is a sort of urban autocrat, pushing through what he wants when he wants. For example, in Little Dubai, Thomas Heatherwick’s 154-staircase monument Vessel was simply ordered for $200 million, shipped from Italy, and fastened together in about 18 months, with little in the way of design review or public process. It is not necessarily a bad thing, but it raises important questions. At 28 acres (0.042 sq miles, or 11 hectares), Little Dubai has the characteristics of an entire neighborhood, with its own circulation paths, central public space, and complete set of programmatic functions from retail, residential, commercial, “cultural,” and leisure/hospitality spaces carefully orchestrated in both plan and section. Dubai is a place where these large private developments have happened so fast that they do not relate to one another on the street-level. The piecemeal nature leaves hotels and malls and gated communities difficult to access because nothing was planned to connect at the street. While Dubai’s infrastructure haphazardly connects these megadevelopments with curls of spaghetti-like roads and onramps, Hudson Yards has similarly managed to bend New York’s infrastructure to its will—the 7 subway line was extended to the northern entrance to Little Dubai’s main plaza. Vessel and its counterpart, The Shed, occupy an important niche in the rich culture of Little Dubai: they serve as the attractors to get tourists to come and play, and thus spend money at retail options. Like the spectacular Dubai Aquarium, Dubai Frame, and man-made islands such as Palm Jumeirah, Vessel acts to bring attention to the place. The High Line is already doing this, but these new spectacles will bring in tourists en masse, possibly so much that this area will be like a cleaner and even less exciting Times Square. This centralization of power—via a marriage of government and private interests—gives power to consultants to plan whole districts, as well as ties together Little Dubai and its namesake (and the other countless cities like it). It should not come as a surprise that this is taking place in New York. In fact, it is a very New York phenomenon, as much of this type of culture was shipped from New York’s office towers (literally and metaphorically.) The process of globalization and the complete control of technocratic consultants has crystallized in spectacular fashion before our eyes in New York’s newest neighborhood, Little Dubai. What remains to be seen is how the local context will absorb this pseudo-neighborhood. What is scary for New Yorkers is that it seems like it is going to fit right into its place at the apex of the Highline.
Four blocks of Manhattan’s Far West Side were rezoned 14 years ago for New York's ambitious 2012 Olympic bid. After a failed attempt to secure the games, the parcel of land was awarded in 2008 to real estate giant Related Companies. Through a public-private partnership in which Related would oversee the design, construction, and long-term maintenance of the site, the group began creating what's now the largest private development in the history of the United States. Set atop a cluster of rail yards between 10th and 11th avenues, the first phase of the multibillion-dollar megaproject known as Hudson Yards is set to open on March 15, when a cohort of towers and parkland previously inaccessible to the public will be unveiled. Ahead of the much-anticipated launch date, here’s a brief look at what’s already opened and what’s coming online this spring. 10 Hudson Yards Designed by Kohn Pedersen Fox Associates (KPF), this 895-foot-tall office tower was the first structure completed on-site in May of 2016 and features 1.8 million square feet of commercial space. It boasts tenants such as Coach, L’Oréal, Sidewalk Labs, VaynerMedia, and Boston Consulting Group, among others. A Spanish food hall by José Andrés will also be located in the building. 15 Hudson Yards Rising 917 feet in the sky, this residential tower will offer 285 luxury apartments and 107 affordable rentals come March. The skinny skyscraper was designed by Diller Scofidio + Renfro (DS+R) as lead architect and Rockwell Group as lead interior architect. 30 Hudson Yards This commercial tower, also designed by KPF is the tallest in Hudson Yards, stretching 1,296 feet in the air, and is set to open in March. It features the city’s highest open-air observation deck, which will be open to the public in 2020. Major media groups such as HBO, CNN, Turner Broadcasting, Time Warner, and Wells Fargo Securities, are set to move in this March. 35 Hudson Yards Also opening this spring, this mixed-use supertall tower was designed by David Childs of Skidmore, Owings + Merrill. It will house 143 condominiums, as well an Equinox Club at the base of its 92 floors. A branded hotel by the luxury fitness company will also open inside the structure. 55 Hudson Yards KPF worked alongside Kevin Roche John Dinkeloo and Associates to design this boxy, 780-foot office structure. Completed last year, it's already opened to tenants, serving as the headquarters of several law firms and financial groups. Vessel/New York’s Staircase Heatherwick Studio’s monumental work, known now as New York’s Staircase or Vessel, was commissioned to become the development’s signature work of art. As the centerpiece of Hudson Yards’ five-acre public park, designed by Nelson Byrd Woltz Landscape Architects, the spiraling, copper-clad work stands 150 feet tall and weaves 2,500 steps throughout its structure. It will open to visitors starting in March. The Shops and Restaurants a.k.a. 20 Hudson Yards This seven-story structure, designed by Elkus Manfredi Architects, will contain 25 fast-casual dining options and restaurants helmed by famous chefs like Thomas Keller and David Chang. The one-million-square-foot building will also feature over 100 luxury shops and an immersive exhibition space by Snarkitecture called Snark Park. The Shed, a.k.a the Bloomberg Building This 200,000-square-foot structure features a retractable outer shell designed to open and enclose a year-round exhibition space and performing arts venue. Also designed by DS+R in collaboration with Rockwell Group, the structure sits at the base of 15 Hudson Yards and will serve as the city’s newest cultural center. The project will open on April 5.
The first phase of Manhattan’s massive Hudson Yards project opens to the public in only a month, and AN took a behind-the-scenes look at the new neighborhood. Much of the office space in 10 Hudson Yards, the Kohn Pedersen Fox Associates (KPF)–designed glass tower at the corner of 30th Street and 10th Avenue, is occupied, but work on the neighborhood’s public-facing and retail components will continue until the March 15 opening. After that, the Shops and Restaurants at Hudson Yards, the seven-story, one-million-square-foot Elkus Manfredi Architects–designed retail hub will be open for business. Besides multi-floor retail outlets for a number of fashion stalwarts and brick-and-mortar space for formerly online-only retailers, the second floor of the Shops will hold a permanent exhibition space curated by Snarkitecture. The Snark Park will hold open its inaugural show, Lost and Found, on March 15 when visitors will weave between crumbling columns—limited edition recreations of which were given away at KITH’s SoHo store on January 31. That retail integration will follow through to all of Snarkitecture’s future installations in the space, and developer Related is planning to rotate exhibitions three times a year, with associated “retail drops.” The Shops building, which is wedged between KPF’s 10 and 30 Hudson Yards buildings, also features a cogeneration plant that can convert waste heat into thermal energy. All of the buildings are networked in a micro-grid and can send their waste heat to the plant, creating a system that uses less energy than comparably-sized towers. An outdoor dining terrace will also let visitors peer into the Thomas Heatherwick–designed New York Staircase (formerly known as the Vessel) as they eat. The entire building is designed to be porous and allow foot traffic in from the adjacent buildings, the 34th Street 7 train station via an underground corridor, and to visitors from the High Line. To the site’s west is the still-uncovered rail yard, which will eventually be decked over for Hudson Yards’ second phase. Whereas the first phase is 80 percent office and retail space, and 20 percent residential, the second phase will flip those numbers and create more housing. Related claims that the project will create 1,000 affordable units overall, though there is no target completion date for the second phase.
Brought to you with support fromDiller Scofidio + Renfro (DS+R) and Rockwell Group's first skyscraper, 15 Hudson Yards, is now complete after four years of construction. The 88-story residential tower fuses the largest cold-warped glass curtain wall in North America with a louver and limestone base. The tower is located on the southwestern flank of Hudson Yards's first phase located on 28 acres between 30th and 34th Streets, and 10th and 11th Avenues. One of the sites many towers, 15 Hudson Yards alone will enclose a whopping 980,000 square feet. The 914-foot-tall project rises from a CNC-fabricated limestone base sourced from Carrara, Italy. According to the design team, parametric guidelines and 3-D modeling facilitated a seamless design-to-fabrication process for both the approximately 1800 stone panels and their steel support systems produced in Queens and New Jersey. The rear of each panel is studded with metal angles fastened to a network of bent plates attached to the steel support system.
The Shed, also designed by DS+R and Rockwell Group, adjoins the smooth limestone surface of 15 Hudson Yards along a diagonal seam defined by polished and formed steelwork by CIG Architecture. Incorporating the dynamic performance arts space into the base of the tower presented a number of mechanical and structural challenges for the design team. The 48.7-inch-wide modules all have both a glass and ventilation louver component. The designers varied the ratio of the two pieces parametrically to best ventilate interior mechanical equipment, with the widths of the louvers ranging from 4 to 31 inches. Beginning at the 20th story, the tower dramatically curves using a cold-warped unitized glass curtain wall system. The individual glazing units, produced by German manufacturer Interpane, were cold-warped on site. To warp the glass components, the panels were held in trapezoidal frames with silicone seal joints that anticipated the final form of the panels once they were bent into place. While early renderings of the project depicted 15 Hudson Yards with anatomical undulations, cost constraints and manufacturer warranties straightened the design into its current form. “We worked very closely with curtain wall fabricators from concept through execution, and the tower’s form is a product of this close collaboration,” said facade consultant Neil Thelen. “Using a collaborative parametric approach, we were able to iterate and analyze the impact of the tower’s curved forms on critical parameters such as IGU cold-warping, aluminum extrusion die option, unique part and assembly reduction, gasket engagement, and window operation.” Above the amenity spaces located roughly halfway up the tower—which are clad with glass mega panels—the facade's curvature increases dramatically, effectively breaking into four turrets. The glass panels deflect up to 8 inches at the skyscraper's summit. Although the dimensions and material of the facade differ throughout the tower, the cladding all attaches to the structural frame with a similar technique. “There are embedded plates in the slab edges to which faceplates are bolted with adjustable screws to align bearing points for each wall unit. Each curtain wall unit has a pair of load bearing hooks at the top where the dead load is transferred to the building structure from the hooks,” said DS+R project director John Newman. “It hangs from there and interlocks with a large, gasketted tongue-and-groove extrusion at the top of the unit below.” In response to river-borne gusts, the facade is designed to withstand 100-year wind loads with a system of structural silicone profiles, mullions, and steel reinforcements for spans greater than twelve feet. Additionally, testing conducted by an independent lab determined the placement of supplemental-load bearing aluminum extrusions.
For over three years, New York City has anticipated the debut of Hudson Yard’s enigmatic “Shed”: the eight-level, 200,000-square-foot art center with a massive, telescoping outer shell. On April 5, the new center will finally open its doors, hosting a variety of exhibitions, lectures, and events related to the performing arts, visual arts, and pop culture. The innovative building was designed by Diller Scofidio + Renfro, lead architect, and Rockwell Group, collaborating architect. Its sleek, flexible, and mobile layout was inspired by the industrial past of the High Line and West Side Rail Yard, and the building’s form is intended to physically transform depending on artists’ visions. Its blueprint includes two levels of gallery space, a multipurpose theater, a rehearsal space, a creative lab, and a 9,500-square-foot sky-lit space for large-scale events. Reminiscent of a train car, the building’s semi-transparent outer shell can glide along rails onto a neighboring plaza to nearly double the building’s footprint for grandiose concerts and performances. The massive light, sound, and temperature-controlled hall can be used as a blank slate to support artists' and performers’ most creative and ambitious ideas. “We have built a home where established and emerging artists working in all disciplines can create new work in ways that we cannot even imagine,” said The Shed’s Artistic Director and CEO, Alex Poots. The venue will host an assortment of events ranging from comedy shows to concerts. The first year of programming will include lectures by filmmaker Boots Riley, a Björk concert directed by John Tiffany, and a Kung Fu musical featuring songs by Sia. The building will be named to “The Bloomberg Building” after a generous, $75 million donation from Michael Bloomberg, the former mayor who oversaw the dramatic gentrification of Manhattan’s Westside and Hudson Yards. With only three months until its launch, The Shed will go through the final phases of construction, which includes the installation of metal cladding and other architectural finishes. Correction: A previous version of this article said that The Shed's name will change, but only the building the institution is housed in will be known at The Bloomberg Building.
Icelandic pop pioneer Björk will be world premiering a new concert at The Shed, the cultural institution set to open in Manhattan's Hudson Yards in 2019. Titled Cornucopia, the show will see Björk performing with a seven-piece female Icelandic flute ensemble and other supporting musicians in The McCourt, the forthcoming venue's largest space. "this winter i will prepare my most elaborate stage concert yet, where the acoustic and digital will shake hands, encouraged by a bespoke team of collaborators,” said the singer in a statement. Björk will work with Tony-winning director John Tiffany who will direct the show, Dutch fashion designer Iris Van Herpen on costumes, and Chloe Lamford on set design, along with media artist Tobias Gremmler and frequent Björk collaborator James Merry. Specific dates have not yet been announced for Cornucopia, and tickets are not yet available. There is no word as to whether the show will include new music, or will feature tracks from her extensive back catalog. Björk's most recent album, Utopia, was released in 2017 and imagined an emotional paradise in the wake of her breakup of her longtime partner the artist Matthew Barney. Björk has not yet toured with that album in the U.S. Utopia also used a backing flute ensemble, suggesting that the new concert will work with that material. The Shed is a massive new space designed by DS+R and Rockwell Group that features a retractable ETFE-paneled facade mounted on massive wheels. It is one of the centerpieces of the Hudson Yards development built over train yards overlooking the Hudson River. Alex Poots was hired as the founding artistic director and CEO of the new artspace after stints at the Park Avenue Armory and the Manchester International Festival. The Shed is scheduled to open in the spring of 2019, with the Björk show presumably being one of the inaugural performances.
Finally, we have a visual of what the rest of the rail yards at New York City's Hudson Yards will become. CityRealty reported that new renderings have been revealed of the expansion of the 17-million-square-foot megaproject, detailing how the development will take over the entirety of the Amtrak railyard. Phase two of construction on Hudson Yards’ intertwining parkland will add winding stone paths, a lush open lawn, food kiosks, and a bright children’s playground overlooking the Hudson River next to the High Line. Manhattan-based landscape architecture firm Nelson Byrd Woltz (NBWLA)—which also designed the currently-under-construction Public Square and Gardens at Hudson Yards—will bring more, much-needed green space to the West Side enclave that’s recently gotten flack for its record-breaking price tag. The expansion also includes the final build-out of Michael Van Valkenburgh (MVVA)’s Hudson Boulevard Park that runs directly through the site from 33rd to 36th Streets. Once complete, the extension will bring it up to 39th Street. MVVA finished the first phase of the elongated greenway in 2015, which included the MTA’s 7 train extension in what’s known as Eastern Yards. Together with the boulevard and far West Side parkland, the long-awaited landscape at Hudson Yards will cover a total of 12 acres. NBWLA’s renderings show that the park will sit on the same level as the adjacent High Line, meaning the team will likely use the same engineering to construct a ventilation cover for the rail yard below and a deck to support the landscape. Officials say groundbreaking on the second phase of parkland at Hudson Yards will begin in late 2020 and is slated to open in winter 2023. Once complete, Hudson Yards Development Corporation, which is building out the plan, will transfer care of the parkland over to the city’s parks and transportation departments.