The fields of urban planning and interiors rarely interface with each other except by chance or coincidence. But the AIA New York Interiors and Urban Planning committees are co-sponsoring Art and Architecture in the Public Realm, a discussion next Tuesday, November 4 that will take on the zone between interior and exterior public space. The evening will feature three teams of speakers who all ‘curate’ the discourse between the public and the urban fabric as well as the role that art plays in that—through their curatorial decisions. These include: —Sandra Bloodworth, director of the MTA’s Art in Motion program who will speak with Jamie Carpenter and Vincent Chang, Grimshaw's architects of the soon-to-open Fulton Transit Center. —Susan Chin, director of Design Trust for Public Space, who will discuss her collaboration with Situ Architects on the Heartwalk project in Times Square. —Sara Reisman, director of Percent for Art at the Department of Cultural Affairs, who will talk about her department's projects around the city. I will moderate the panel and hope that, after voting, you will come join the discussion at the AIA Center for Architecture at 526 LaGuardia Place starting at 6:00p.m.
Posts tagged with "urban planning":
San Francisco's deputy mayor for transportation—who played an integral role in getting the city to tear down the Embarcadero Freeway after the 1989 Loma Prieta Earthquake—passed away on July 30th. He was 68. After the earthquake struck the city, Wright convinced former San Francisco mayor, Art Agnos, to help lead the effort to remove the highway and replace it—not with another highway, but instead with a boulevard at street level. In the 1970s, Wright worked as the planning director in Portland, Oregon. He set a major urban planning milestone in the United States: he got the city to take down a large portion of Harbor Drive, a highway along the Willamette River and build a park—the Tom McCall Waterfront Park (named after former Oregon governor, Tom McCall)—in its place. In many ways his actions were visionary, setting a precedent for large scale urban freeway removal projects. In later decades, other cities let go of portions of their elevated highways, such as Boston, Milwaukee, and Seattle. Seattle is currently in the midst of boring the Alaskan Way Viaduct replacement tunnel and planning a major redevelopment of the waterfront, designed by James Corner Field Operations. "I hate the word 'vision,' but he had a vision as to how transportation should be part of larger efforts to sustain the urban environment," Rudy Nothenberg told the San Francisco Chronicle. She was a colleague of Wright and San Francisco's former chief administration officer. "More than anyone I worked with, he was the kind of person you would want as a fermenter of ideas and possibility."
Dunlavey Street in central Houston typifies the image of a Southwestern city street. It's a sprawling, four lane affair that is approximately 50 percent usable, 80 percent pedestrian unsafe, and, in this case, 100 percent in need of an update. Transportation officials are evening out the numbers for a proposed road diet that would reduce the four-lane street to two and using the outer lane space for parking, improved sidewalks, and bike lanes. Currently, many of Houston’s wide streets—and some of its highways—operate under the principle of induced demand. This idea dictates that existing space is utilized by sheer import of its presence. In other words, people use big roads because there are big roads to use. But the outer lanes of Dunlavey are hardly drivable. They are pothole-ridden, with uneven gutters and extensive debris. Because the lanes go largely unused, pedestrians misguidedly utilize them, sometimes with fatal results. Removing the exterior two lanes would remove confusion over what is drivable area and what is not. It would clearly delineate the road’s functionality, and create a responsible message to drivers and citizens about the roadway’s capacity. In years past, expanding outward has been the modus operandi of Southwestern transportation. Cars, and not people, determined the size of roadways. But this proposal overturns that tradition. The space that comes from the unused exterior two lanes will be converted into parking, bicycle lanes, and better sidewalks. According to planners, these changes will facilitate more efficient traffic, increase pedestrian safety, and encourage alternative methods of transportation such as biking or walking. It also curbs the expansion trend’s tendency to impinge upon private property—an aspect that, commuter or not, Houston’s citizens should be pleased about. If all goes according to plan, the proposal aims to not only increase the quality of life in Houston, but to be the beginning of a larger trend. Developers hope that Houston will be the next city that roadway planners look to when considering developments. A June open house meeting will follow up on the proposal’s details, while City Council will officially consider the changes in September. The plan’s announcement comes a week after Houston was named among the ten worst cities for pedestrians.
If/Then Richard Rogers Theater 226 West 46th Street, New York Scheduled to play through October 12, 2014 THINK OF EACH PLAZA, PIER, AND PUBLIC PARK— HOW MANY SIT THERE EMPTY, LONELY, DARK— The Broadway musical If/Then starts in Madison Square Park with its unmistakable folding seats, tables, and umbrellas, a signature of Janette Sadik-Khan’s overhauling of public spaces during the Bloomberg administration. In this musical by Tom Kitt and Brian Yorkey (the team behind Next to Normal) city planner Elizabeth (Idina Menzel) returns to New York from Arizona where she’s just gotten out of a failed marriage—and urban sprawl. YOU AND I, WE CAN DRAW A BRAND-NEW GRID. EVERYTHING THAT YOU DREAMED OF AS A KID. If New York is a place of infinite possibilities, then Elizabeth has choices, here pared down to two. Should she be called Beth or Liz; should she meet up with her daring new lesbian neighbor or her old college community organizer former boyfriend (who is now also gay); should she take a job in the city’s department of planning or teach the subject? ENDING THE NIGHT AT TWENTY-THIRD AND THIRD... LIZ AND HER DATE, WHO’S HANGING ON EACH WORD... Color coding helps us keep her two-track story choices straight (as well as eyeglasses for Liz, none for Beth). The metaphor of planning a city and planning a life are clear, but the frisson for New Yorkers who care about the built environment are the specific references. ON A GODFORSAKEN STREET OUT WHERE BUSHWICK TURNS TO QUEENS IS A HOME FOR A MAN OF EXTREMELY MEAGER MEANS There are songs called "A Map of New York" and "Ain’t No Man Manhattan," and references to current issues and locations in the five boroughs. WITH THE ARTIST DOWN IN RED HOOK WHO LOST THE PLACE HE WORKS IN SO YOU COULD BUILD SOME CONDOS ON THE WATER? There’s talk about the Harlem riverfront, Long Island City, Roosevelt Island, as well as design competitions, eliminating luxury towers in favor of (affordable) housing units, and reconfiguring plazas. In her Amanda Burden incarnation, Beth wins the American Planning Association’s Burnham Prize. WE NEVER WALK A STRAIGHT LINE. WE NEVER CHECK A STREET SIGN. The set features a mirrored overhang that reflect the action, a nice touch that emphasizes the theme, but also allows us to view the staged machinations like choreography and reflect on the double-sided nature of things. The rest of the set is trusses, scaffolds, frames, stairs and catwalks. If only New York City wondered about its Sliding Doors options the way that Elizabeth does hers. What if we didn’t have that zoning change that allowed air rights? Or we had saved Penn Station? Or if Robert Moses had built the Lower Manhattan Expressway across Soho? What might the city be like today? ON THE WEST SIDE A RAILYARD IS RECLAIMED... WAITING TO BE REBUILT AND THEN RENAMED... Menzel made her reputation in the original Rent 18 years ago, which explored the gentrification of the Lower East Side in the 1980s in the age of AIDS. Nearly 20 years later, the play ends with the rebuilding of the new Penn Station. LET’S MAKE A MAP OF NEW YORK, YOU AND ME. [ALL CAPS are lyrics by Brian Yorkey.]
Big spaces, big cities, big freeways. This equation has held ground since the boom of major road developments in the 1970s. But a Dallas group lead by urban designer Patrick Kennedy is fighting that conception. He and his initiative, A New Dallas, are pushing a proposal that has been steadily gaining support since it began two years ago. Interstate 345 is an eight lane, 1.4 mile stretch of elevated highway that serves roughly 200,000 commuters weekly. Kennedy wishes to demolish the structure completely, replacing it with a major surface street, four new parks, $4 billion in new private investment, and homes for 25,000 Dallas residents. Dallas Mayor Mike Rawlings met with TxDOT's district designer, Bill Halson, on April 1 to discuss the project. He issued a written statement applauding TxDOT for looking into the issue, while also noting that the city has no control over the department. Meanwhile, Kennedy called the decade-long investigative report a stalling tactic. TxDOT, however, claims that the thousands of commuters who use I-345 every day are part of an ongoing need that has to be taken into consideration. The first question many ask is how demolishing the expressway will affect traffic. Counterintuitively, the removal of major expressways actually improves traffic conditions. Structures like I-345 operate under the principle of induced demand, which dictates that if something is there, people will use it. Major traffic jams, long commutes from work to home, and decentralized modes of commercial space (a.k.a. strip malls) do not occur because freeways are not big enough or long enough. Rather, they grow in proportion to the size of the freeway itself. Indeed, this demolition trend is catching on throughout the country, as more and more people realize how major expressways hinder growth. I-345 was born in 1974, a time when developers believed that a commute's efficiency was defined by how fast one could get into and out of the city. The consequent boom in highways throughout the nation resulted in residential developments expanding outward from a city's business district, with strip malls and small businesses popping up in the vast concrete wake. Now, however, experts say that urban sprawl can actually hinder, not contribute to, economic growth. They also note that removing the structure would not back up or halt traffic altogether. Rather, it would disseminate it through city side streets, creating a more even flow and possibly completely eliminating the type of traffic problems that are encountered, not in developed urban areas, but in the suburban sprawl enabled by major highways. Indeed, at least six other cities have removed their traffic-chugging arteries. The resulting spaces have been reinvented into parks, cultural centers, public transit, and industrial developments. Kennedy said that the nearby side streets could handle the traffic flow, and that the installation of a major surface road could encourage the use of public transit, as well as facilitate the type of foot traffic seen in Klyde Warren Park. These types of highway removal initiatives, which allow for a more harmonious blend of office, residential, and commercial space, result in more localized living that reduces the need to drive as frequently or as far. Less traffic also equals less pollution, an environmental bonus that Kennedy's initiative has not addressed, but seems wholly feasible. Kennedy's plan also makes Dallas a safer city, considering the risk factor of accidents resulting from high-speed traffic. As several other U.S. cities throughout the nation are considering similar removals, Kennedy's observation that “this is a political and economic discussion more than it is engineering” may be spot-on. So logistically, what would a demolition look like? On the financial side, $10 million dollars and ten years to research the demolition of I-345, after which an approximate 1.9 billion dollars would be funneled into its removal. Meanwhile, TxDOT’s $100 million dollar renovation of the highway is underway.
Chicago’s urban planning history is epic and, therefore, it’s no surprise that the city draws young folks fresh out of school with their MUPs, MPAs, and MPPs in droves (yours truly was one these eight years ago). However, Eavesdrop had no clue how many of them were gay until a couple weeks ago. A young buck, Daniel Ronan—fresh (meat) off the boat from Portland, Oregon—started an LGBT social group for planner and policy folks called Moxie. The inaugural meeting, which took place at Hubbard Inn, was well-attended, including not one, but two AN contributors and Dr. Curtis Winkle, the department head at UIC’s College of Urban Planning and Public Affairs. And some hot guy from our gym whom Eavesdrop didn’t know was a planner—heyyy! The next meetup takes place on Thursday, April 17 at the Vinyl Lounge Chicago. RSVP here.
As a team of designers gear up for an overhaul of Nicollet Mall, dubbed Minneapolis’ main street, civic leaders there have cheered on the project in an op-ed in the StarTribune. Mayor Betsy Hodges and Steve Cramer, president and CEO of the Minneapolis Downtown Council, write of the plan to revamp 12 blocks of pedestrian and public transit thoroughfare:
Never before has the need to leverage the mall as “the” public square providing space for a range of users been more apparent. This is our opportunity to elevate our offerings to ensure we can compete with other cities for tourism dollars, remain home to corporate headquarters, continue to grow the city, and attract new generations of families and employees while developing a space that will serve generations to come.Minneapolis lacks a visible tourist magnet, they write, like Chicago’s Michigan Avenue, Boston’s Newbury Street or Beale Street in Memphis. New York–based James Corner Field Operations won a design competition last year for a plan draw up with local firms Julie Snow Architects and Coen+Partners. As Hodges and Cramer write, Nicollet Mall was originally built in 1968, just as many Twin Cities residents were flocking to the suburbs. Now, with some of that momentum bending back to downtown, the op-ed authors and others are hoping to capture some of the economic impact of projects like New York’s High Line, which was also designed by James Corner Field Operations. What does this mean for the rest of downtown Minneapolis? Hodges and Cramer say the public-private partnership model that built the mall almost 50 years ago should be revived to ensure that the Twin Cities “take this opportunity to further enhance downtown.”
The jostle of potholes notwithstanding, motorists might find nothing unbalanced about Chicago’s public streets. But the Active Transportation Alliance points out while nearly a quarter of the city is in the public right-of-way, cars dominate practically all of it. Citing the city’s Make Way for People initiative, which turns over underused street space to pedestrians, the group released 20 proposals Wednesday, calling on City Hall to create car-free spaces from Wrigley Field to Hyde Park. Their full list is available here. It includes a protected bike lane and landscaped seating area on Dearborn and/or Clark Streets, from River North to the South Loop; a pedestrian plaza on 18th Street in Pilsen, created by a dead-end at Carpenter, Miller and/or Morgan Streets; closing Milwaukee Avenue through the square of Logan Square; and closing portions of the vibrant retail corridor on 26th Street in Little Village to vehicle traffic. “Our hope is to jump-start conversations that lead to further study and the creation of car-free spaces,” writes the Active Transportation Alliance. The civic group said the list is inspired partly by places like Navy Pier, Times Square in New York City, and existing pedestrian plazas like Kempf Plaza in Lincoln Square. A spokesman for Chicago’s Department of Transportation told the Tribune that the agency “agrees with the concept,” but wouldn’t weigh in on any of the Active Transportation Alliance’s specific suggestions just yet. The Make Way for People initiative's so-called “complete streets” have gained traction among urban planners for their inclusion of pedestrians, bicyclists, and green space within the standard two- and four-lane roads that cater almost exclusively to cars. New York has overhauled dozens of public streets and plazas in recent years. Chicago designers, including North Center-based Altamanu, have worked with the city in recent years to draft plans for pedestrian- and bike-friendly streets from Mayfair to the lakefront.
Pittsburgh’s new mayor took office this week, and with him comes a cabinet division dedicated to neighborhood development. The Steel City has largely scrubbed its image as an ailing post-industrial town in recent years, drawing in new artists and young professionals, but the revival has not touched all parts of the city equally. Some urbanists have pinned their hopes of remedying that on incoming Mayor Bill Peduto. During his victory speech on November 5, Peduto contrasted himself with his predecessor, Luke Ravenstahl, who saw “Pittsburgh’s Third Renaissance” in large developments like stadiums and convention centers. "Tonight, we end the era of renaissance. There is not going to be a Renaissance Four," he said that night. "It's about building within, rebuilding the neighborhoods." He tapped Valerie McDonald-Roberts to serve as the Chief of Urban Affairs, who will work with the city’s expanded planning department, non-profits and others to oversee the city’s housing initiatives, “with a particular focus on underserved neighborhoods,” according to her profile on the city's website. Kevin Acklin, the mayor’s chief of staff, will also oversee development and city infrastructure as Pittsburgh’s chief development officer. Peduto has also advocated improving bike infrastructure. Whether Peduto can realize his vision for a more equal Pittsburgh, with economic development beyond its resurgent downtown, remains to be seen. As the Post-Gazette reported, Peduto faces a capital budget largely depleted by his predecessor:
Councilman R. Daniel Lavelle believes working within the city's financial constraints will be the biggest obstacle to Mr. Peduto implementing his vision. "It's one thing to be visionary, [but] once you've sort of hit the ground you've got to govern," he said. "You've got to make the hard choices."
In 50 to 75 years, SimCity, the virtual city-building game just about every architect or planner has played around with at some point, imagines an average metropolis taking two routes—a sustainability-based, green utopia or a money-driven, oil-dependent corruption—and gives players the tools to construct these futures. Slated for release in the United States on November 13th, Cities of Tomorrow, the new SimCity expansion pack, allows players to engage in futuristic urban planning using imagined versions of current technology. Elevated Maglev trains transport passengers high above congested vehicle traffic; drones deliver packages and prevent neighborhood crime; high-rise “MegaTowers” become mixed-use complexes with customizable retail, residential, education, and solar energy plant levels. However, PSFK reports that unlike previous editions of the game, the Cities of Tomorrow expansion requires its virtual city planners to consider the tradeoffs of their architecture and urban construction efforts. Source and type of energy for power will determine the government and pollution level of each town and consumerism and lure of cheap labor can overcome clean, sustainable methods for maintenance of each urban environment.
Northwest Indiana’s 2040 masterplan took home top honors for comprehensive planning last week, when the American Planning Association handed out its 2013 National Planning Excellence Awards. The association also saluted 12 projects with the first-ever National Planning Achievement Awards. Tying into a major theme at this year’s conference, the APA award winners tended toward projects with an ambitious scope, such as Philadelphia’s sweeping planning and zoning rewrite and New York’s Zone Green initiative. Cincinnati’s riverfront development, The Banks, won the implementation award, winning praise for its resurrection of an area cut off from downtown by an expressway since the 1950s. Since then the city’s population has dropped 41 percent. But after a low point in 2002 when the mayor abolished the planning department, Cincinnati is in the midst of a “rebirth,” according to city planners there. “How do we modernize our city without suburbanizing it?” asked Katherine Keough-Jurs, a senior city planner with Cincinnati. She was speaking at a panel on the resurgence of urban planning in the city. “Maybe what makes our city great is what we strayed away from. Let’s look back to that.” Bridging the expressway that once severed downtown from what is now, The Banks was one key example. The city is also developing a form-based code, targeted to areas where walkable communities still thrive. The goal is to keep planners from trying to start a new neighborhood center where it would compete with an existing one. Michael Osur, Deputy Director of the Riverside County, California Department of Public Health was selected for the National Planning Excellence Award for a Planning Advocate and Ronald Shiffman was named National Planning Award for a Planning Pioneer. Goody Clancy, Interface Studio, and the Chicago Metropolitan Agency for Planning were also awarded in the Planning Firm, Emerging Planning & Design Firm, and Planning Agency, respectively. More National Planning Excellence Awards winners, from coast to coast, below. View the twelve winners of the National Planning Achievement Awards here. (All images courtesy APA.) National Planning Excellence Award for a Grassroots Initiative Cathedral City's Environmental Conservation Division (ECD) Kids & Community Program Cathedral City, California From the APA: "The Environmental Conservation Division (ECD) Kids & Community Program is an environmental education and awareness project where young people conceptualize, design, plan and create hands-on environmental projects that help reduce landfill waste and beautify the landscape of Cathedral City. The program's goals include making recycling and conservation fun, preserving the beauty of the local environment, and encouraging youth to play an active role in community efforts. It engages youth within the community and offers a way to learn about the environment while being part of the solution." The HUD Secretary's Opportunity & Empowerment Award Restoring the American City: Augusta's Laney Walker/Bethlehem Augusta, Georgia From the APA: "The Laney Walker/Bethlehem Revitalization Initiative involves two historic African American neighborhoods and is a pioneering effort to reverse decades of blight and disinvestment and regenerate nearly 1,100 acres of Augusta's urban center. This decision to catalyze regeneration of Augusta's urban core was primarily driven by politics and the need to address a historically disenfranchised population. The project addresses a number of needs and community objectives outlined in the Augusta-Richmond County Comprehensive Plan, including affordable housing, access to jobs and services, open space, blight abatement, infill development, and preservation of local heritage." Daniel Burnham Award for a Comprehensive Plan 2040 Comprehensive Regional Plan: A Vision for Northwest Indiana Lake, Porter and LaPorte Counties, Indiana From the APA: "The Northwestern Indiana Regional Planning Commission's (NIRPC) 2040 Comprehensive Regional Plan (CRP) represents the first broad planning initiative covering the counties of Lake, Porter and LaPorte. The CRP focuses on a variety of issues including transportation, land use, human and economic resources, and environmental policy objectives. The objective is to offer residents more transportation choices, and making the cities more sustainable and livable." The Pierre L'Enfant International Planning Award The Valsequillo Initiative Puebla, Mexico From the APA: "The Valsequillo Initiative is a planning effort not only to improve the quality of urban areas growing around the Valsequillo Reservoir and increase opportunities for area residents and remediate decades of environmental degradation, but it also aimed to unify urban and environmental planning for the first time. Four years ago, the 58,000-acre Valsequillo region was set to become a new mega-development, a companion city to Puebla, Mexico's fourth largest urban area. Development proposals would have reduced the value of the area's ecological resources and displaced indigenous communities, small farmers, and communal landholders." National Planning Excellence Award for Urban Design Lancaster Central Market: Assessments, Guidelines, and Recommendations for Preservation and Development Lancaster, Pennsylvania From the APA: "The Lancaster Central Market: Assessments, Guidelines, and Recommendations for Preservation and Development guidelines was created after a comprehensive study of the Lancaster Central Market that connected the importance of architectural preservation, urban development history, and cultural heritage, to present planning and development decisions. The Central Market is on the National Register of Historic Places and was named by APA as one of the Great Public Spaces in America. The study of the Central Market that resulted in the planning guidelines was a regional first, producing a historical-architectural report to guide building renovations, before decisions were made for a capital improvement project." National Planning Excellence Award for Environmental Planning NYC Department of City Planning, Zone Green New York, New York From the APA: "Zone Green is an initiative to modernize regulations for greener buildings. It is a coordinated package of zoning amendments, city legislation, and state legislation that promotes the construction and retrofitting of greener buildings. The regulatory changes adopted through Zone Green affect all categories of buildings throughout New York City, from single-family detached homes to high-density office buildings. It also gives owners and builders more choices for investments to save energy, save money, and improve environmental performance." National Planning Excellence Award for Transportation StarMetro's Route Decentralization Tallahassee, Florida From the APA: "For years, StarMetro operated a hub-and-spoke transit system that brought all passengers to one central transfer location downtown. Riders were forced to unnecessarily travel through the central business district to get to work, resulting in extended commutes and overcrowding. A survey revealed that 93 percent of passengers were traveling somewhere other than downtown. StarMetro was tasked with decentralizing all routes at the same time, within its normal operating budget." The HUD Secretary's Opportunity and Empowerment Award Owe'neh Bupingeh Preservation Plan Ohkay Owingeh, New Mexico From the APA: "Ohkay Owingeh is the first Pueblo tribe to develop a comprehensive preservation plan that guides practical housing improvements according to cultural values. The Owe'neh Bupingeh Rehabilitation Project is a multi-year, affordable housing, rehabilitation project within the historic core of the tribe's village center. Only 60 homes remain of the nearly several hundred that once existed. Most had been abandoned by 2005 due to deterioration." National Planning Excellence Award for a Best Practice Philadelphia's Integrated Planning and Zoning Process Philadelphia, Pennsylvania From the APA: "The Philadelphia City Planning Commission's (PCPC) integrated Planning and Zoning Process is an innovative approach to leveraging the synergy between citizen education, planning, and zoning reform. The PCPC coordinated three distinct planning activities — the Citizens Planning Institute (CPI), Philadelphia2035 (the city's comprehensive plan) and a new zoning code and map revision. Individually, these activities educated hundreds of citizens and professionals, and engaged thousands in envisioning the future of Philadelphia and improving the way development is regulated. Collectively, they created an environment that hadn't existed for 50 years. The city not only adopted a new comprehensive plan and zoning code, but did so in the same year and has moved forward with implementation." National Planning Excellence Award for a Communications Initiative We Love Lake Oswego Video City of Lake Oswego, Oregon From the APA: "The City of Lake Oswego created the "We Love Lake Oswego" video as part of its public outreach effort to educate and engage the community in the comprehensive planning process. The video objectives were to convey a compelling story about why to plan for the future, provide a clear, concise concept of what the comprehensive plan update is about, and offer inspiration for the community to participate in the planning process." National Planning Excellence Award for Public Outreach Newberg 6th Grade Design Star Program Newberg, Oregon From the APA: "The Design Star Program is a learning collaboration between the City of Newberg and local 6th grade students that has engaged students in city planning. The program started as part of the city's outreach efforts during National Community Planning Month and is now an annual collaboration between Newberg city staff and middle school teachers and has been integrated into the curriculum. The program teaches students about why things are organized a certain way in their city, and it allows them to think critically about both the positive and negative impacts of development, the need for jobs in the community, how to differentiate between city wants and city needs, as well as environmental impacts of commuting for jobs and recreation. It also teaches students mapping, writing, presentation, and teamwork skills." Advancing Diversity & Social Change in Honor of Paul Davidoff YWCA Central Alabama Birmingham, Alabama From the APA: "The YWCA Central Alabama undertook a multimillion-dollar urban neighborhood revitalization effort called YWoodlawn. The YWoodlawn Plan was a collaborative empowerment initiative intended to reduce poverty and hopelessness within an underserved area of Birmingham through reinvesting in the neighborhood; providing innovative housing for families experiencing homelessness; introducing affordable transition housing for families; bringing health, education, and employment-based services to the community's doorstep; and reintroducing homeownership opportunities in a stable, growing community."
Layered SPURA: Spurring Conversations Through Visual Urbanism Sheila C. Johnson Design Center Parsons The New School 66 Fifth Ave. Through February 25 The Seward Park Urban Renewal Area (SPURA) that occupies 14 square blocks on the Lower East Side has remained one of the largest underdeveloped city-owned parcels of land for more than 40 years. Very few of the originally-planned buildings came to pass, and vast parking lots created by slum-clearance on the south side of Delancey Street symbolize a hotly contested renewal plan. Gabrielle Bendiner-Viani and students of the New School’s City Studio have spent three years investigating the complex issues surrounding the site, and in an exhibition highlighting their research and artwork they propose to instigate a new grassroots conversation rather than a top-down planning vision.