Instead of asking what kind of future transportation technology will bring us, we should ask: what kind of city do we want?
We call for a (re) conceptualization of Complete Streets that humanizes “users” by acknowledging their difference and diversity.
New York City must strengthen our existing transit system beyond the Manhattan core to catalyze the untapped potential for development in underserved neighborhoods. We should invest in new, next-generation, elevated transit—the Halo Line—to serve all New Yorkers and build a strong future.
Few tasks are as fraught as envisioning the future, but the history of urban technology promises that the changes of the digital age are likely to be both profound and complex.
It is justifiable to require high-rise buildings to share the cost of the transit service they receive. They depend on rail and subway service, and improved reliability will yield increased worker productivity, the protection of worker wages, and better workforce recruiting and retention. It’s time to charge the true beneficiaries of rail transit, for a more equitable and economically efficient system.
New York has a history of successful public-private partnerships for public goods: Central Park Conservancy, the High Line, Brooklyn Bridge Park and Business Improvement Districts to name a few. The Station Alliance believes that with support of and partnership with the private sector, we can give New York’s subway stations the innovation and investment that will make them safe, welcoming and inspiring.
The NYC subway system is a vital part of New Yorkers’ daily lives, but the public’s experience with it is too often ugly, brutish, and not short enough. While proximity to a great public realm in New York is the single most important factor for value in the city (location location location), the demeaning environment of most of our public transit infrastructure is alienating, and represents a missed opportunity to create an environment that is valued by the public and thereby well maintained.
NYCHA is a critical NYC public asset and its preservation is essential to NYC remaining a racially and economically diverse City. NYCHA’s Next Generation 10 year strategic plan has made progress over the last two years to help stabilize the Authority and its finances but additional cuts from Washington threaten that tenuous progress. Why not value capture for maintenance and preservation of NYCHA developments in Gowanus and beyond?
Gowanus Lowlands is a community-based vision for a network of parks and public spaces centered on the Gowanus Canal and connecting to the surrounding watershed. The Lowlands seeks to ensure the community has a key role in leveraging these changes and investments to shape a watershed that is accessible, active, and clean for all.
The Gowanus Field Station embodies hands-on learning: it is an outdoor classroom designed to also be a storm-water “eco-machine” that will host a green roof, sit next to a bioswale, capture rainwater for reuse, and use a vegetated rain garden to clean sink water before discharging to the canal.
The current pedestrian experience of the Gowanus is streets ending abruptly into viewless dead ends and dark corners with no sense of the canal beyond. Our solution very practically addresses connectivity and circulation over the Gowanus by literally stitching the banks of the canal together through pedestrian bridges.
The Urban Design Forum is the proud curatorial partner for the 2017 Times Square Valentine Heart Design competition, led by Times Square Arts. Designed by The Office for Creative Research, We Were Strangers Too, is a public data sculpture highlighting the role that immigrants have played in the founding, development and continued vibrancy of New York City.
Heart to Heart is a temporary public structure that symbolizes how New Yorkers depend on each other, especially at a moment where opening our hearts is more important than ever. It becomes not just a temporary sculpture but also a meaningful action that advocates for underfunded and vulnerable community organizations, affirming them as more permanent public fixtures.
Some of the greatest opportunities for new housing and development within a stone’s throw of Manhattan line the East River in Astoria and Long Island City. By creating a new light rail line in those neighborhoods, we could create an enormous opportunity for new investment.
How can we encourage manufacturing to take root in our city and thrive? Historically, factories provided stable jobs and built the urban economy. With the advent of containerization and the digital supply chain, factories left for cheaper land and labor in free trade zones with few human rights.
Given the tremendous contribution that landmarks make to New York City, we need a more effective program to allow property owners to use untapped development rights to obtain funds needed for maintenance. We propose amending the zoning text to allow non-profit landmarks to transfer their development rights anywhere within their community district, as-of-right, as long as the development rights can be used within existing building height and setback constraints.
In Williamsburg, there is a tremendous opportunity to cap the trench of the Brooklyn-Queens Expressway and build an open space amenity for the South Side Williamsburg community. This is not a tunnel and not a “Big Dig.” Instead, it is a thin deck capping the BQE that could benefit over 160,000 people in the surrounding neighborhood, which is a primarily low-income and Hispanic area.
The static nature of the zoning code can make it an ineffective tool in helping communities address changing needs and conditions in their neighborhoods. It’s time to create a more dynamic planning process that explicitly addresses community well-being, not just form.
The next mayor will need to move quickly, decisively, and transparently to face the pivotal issues left unaddressed over the last two decades. The ability to plan, prioritize, and apply capital infrastructure expenditures—subject to the participation of the public and consent by City Council—will be essential.
There are countless paved areas of our roadbed that are sitting idle, devoid of beauty and serving little purpose. By thoughtfully designing these spaces to mimic natural systems, Greenstreets require minimal care and have a low burden on our maintenance infrastructure.
When developing new parks and open spaces citywide, the City should explore the use of tax-increment financing (TIFs). TIFs set aside future increases in property taxes to subsidize development. The increase in property value is substantial--at Hudson River Park, the value of adjacent properties jumped over 100% from 2003-2007, 20% of which can be directly attributed to park development.
Municipal budget structures and political cycles favor new construction and inadequately fund park maintenance. Though a state of good repair may be less sexy than a ribbon-cutting, thriving open spaces provide long-term social benefits like community resilience and improved public health.
I propose that the city transfer development rights from Zone 1 Flood Zones to upland areas in order to finance a buyout of the city’s most vulnerable coastal areas. Governor Cuomo has proposed a buyout of some of these coastal zones, but there is no long-term mechanism to pay for it. This strategy could be used especially to transfer density from residential and industrial zones with low maximum FAR to upland sites.
Vacant buildings and storefronts are detrimental to the health and vibrancy of our city. Too often landlords do not take advantage of the incredible opportunity that their vacant spaces could provide to artists, entrepreneurs and small organizations. We need to begin harnessing the potential of underutilized space citywide.
Our overriding priority must be the public arena, the actual public space itself, the space we all own. And one department or commission should be responsible for its design, coordination and development. We need a Commissioner of the Public Realm, a Coordinator of the City Surface, a Director of Public Space!
The NYC Prevailing Wage for electricians, carpenters, plumbers, and laborers is double or triple the wage costs to employ these tradesmen in the greater metropolitan area. Quite simply, that increases the cost of producing affordable housing by up to 30%.
Typically, developers spend six months preparing responses to requests for proposals (RFPs). This has never been easy, but in recent years, the requirements have become extremely complex, arduous and expensive. Losing competitions is painful.
We have a serious shortfall in housing. Our total population is expected to rise by another million by 2030. The vacancy rate has stayed below 5% since it was first recorded in the 1960s. And half of New Yorkers pay more than 30% of their income on housing.
The landmarks system is broken. First, there is a serious lack of transparency surrounding landmark and historic district designations. Second, let’s stop pretending landmark designations are always used to protect our city’s cultural heritage.
Modular construction can transform how we build affordable and market-rate buildings with greater savings and a diminished impact on the community and the environment. At our first high-rise project at Atlantic Yards, we found that we can use a modern means of construction while embracing sustainability and delivering on world-class architecture.
Bike superhighways, or ‘bike rapid transit,’ present a welcome solution to speed long-haul bike journeys in New York City. Already emerging in other world-class cities, bike superhighways are wide, continuous protected bike lanes with prioritized, unbroken rights-of-way.
Pennsylvania Station must grow its capacity to serve 110 million passengers entering New York City annually—more than the three major metro airports combined. A new Penn Station will renew the competitiveness of the New York region in the global economy.
The New York Triboro Overground is a regional express rail for the outer boroughs. The Overground would utilize the railbed of the existing New York Connecting Railroad, which carries limited freight traffic and connects Port Morris in the Bronx through Queens with Bay Ridge in Brooklyn.
We have a tremendous opportunity to achieve economic, social, and environmental sustainability by promoting the shift from ownership to membership models. Membership models enable people to share resources they might have previously had to own.
A network of artificial islands is a productive, attractive, and cost-effective approach to create ecological infrastructure and new public space. Just as the great Aztecs produced agriculture on floating chinampas, or Bangladesh created societies around floating gardens, or just as Thailand’s floating markets attract tourists and drive the local economy, floating islands could be the future of open space in New York City.