"Reimagining Brooklyn Bridge" by Kimmerle Group

There Will Be a Return to Normal

A positive vision from Kimmerle Group/Kimmerle Newman Architects Reimagining the Brooklyn Bridge Promenade May 2020

Now more than ever, we need to exercise our creativity toward new visions in design. In quarantine it becomes easy to fall into triage mode, getting through what we have to do each day. But we know creativity is a respite when we make the time and energy for it, and imagining a different world with new places to go, or new ways to enjoy the same places, helps us endure and also heal. And thoughtfulness is an important stage preceding planning and action. For these reasons, Kimmerle Group has completed and submitted “BROOK•LINK” as its entry in the “Reimagining Brooklyn Bridge” design competition, hosted and judged by the Van Alen Institute (https://www.vanalen.org/projects/reimaginingbrooklyn‐bridge/). We share BROOK•LINK with you today as a reminder that we will always create as we work hard to adapt and thrive. • BROOK•LINK is targeted at a symbiotic resolution between human‐scale and urban‐scale design. The Brooklyn Bridge’s iconic status within the city requires recognition as both a landmark attraction and a functional thoroughfare, serving all residents, commuters, and tourists visiting the city. • At the human scale, our team studied possibilities to maximize experience, mobility, and access for all pedestrians, cyclists, vendors, an emergency personnel. The function of the existing narrow bridge path, which today simultaneously serves cyclists and pedestrians, is encumbered by limitations on the safety and mobility of users. With this in mind and in anticipation of increased future demand, the project’s goal is to ultimately uncouple paths of cyclist and pedestrian travel to enable full realization of enjoyment, function, access, and safety. Touchdown points between the proposed sinews and the existing Bridge present unique and selective opportunities to cause interaction between these two routes and use groups. • At the urban scale, our team has employed data‐driven analysis quantifying the existing vehicular, pedestrian, and cyclist traffic volumes against the Bridge’s capacities, as well as other adjacent bridges. With this analysis as its basis, the team authored a four‐phase feasibility plan to be implemented over a ten‐year timeline. Over this period, BROOK•LINK transforms into a fully functioning, safe, and accessible public way that is as much a destination as it is an accessway. Simultaneously, this project contributes a contemporary urban image befitting a constantly evolving global metropolis. • The BROOK•LINK Greenway sows the existing Brooklyn Bridge’s roadway trusses with experiences for an extensive audience of recreational users, by offering new access to urban greenspace and opportunities for cultural exchange, spontaneous activities, and events. Transforming the bridge, at its upper datum into a natural topographic greenway, the 1.1‐mile BROOK•LINK Greenway accommodates the diverse palette of New York City users.

BROOKâ&#x20AC;¢LINK Reimagining the Brooklyn Bridge Team lead:

Team Members (7):

George J. Kimmerle, PhD. Kimmerle Group New York, USA T: +1-212-858-9512 E: gk@kimmerle.com

William J. Kimmerle Paul Newman Cindy Cui Taryn Petrela Ryan MacCrea Emily Harker Angelo Baute

KIMMERLE GROUP

KIMMERLE NEWMAN Architects

Furthering New York City’s evolution as the hemisphere’s forward-looking metropolis, BROOK•LINK reimagines the relationship between humans, geography, infrastructure and nature. Uniting New York City’s foremost organs of business and culture, BROOK•LINK revitalizes the historic bridge with sinews giving physical form to the connections between Manhattan and Brooklyn. “The eye and the imagination find here materials for boundless observation and endless reflection.” – A Complete History of the New York and Brooklyn Bridge, 1883

PROJECT OVERVIEW Developed for long-past lifestyles and transit patterns, the Brooklyn Bridge today constrains the safety, access, and mobility of its diverse users. Though obsolete in format, the Brooklyn Bridge occupies a pre-eminent, internationally recognized post as an urban icon. BROOK•LINK addresses the Bridge’s simultaneous roles in transit and collective imagination, by the provision of separated user paths and renewed entry points, and through an expansive urban public space.

PROJECT APPROACH

BROOK•LINK is targeted at a symbiotic resolution between human-scale and urban-scale design. The Brooklyn Bridge’s iconic status within the city requires recognition as both a landmark attraction and a functional thoroughfare, serving all residents, commuters, and tourists visiting the city. At the human scale, our team studied possibilities to maximize experience, mobility, and access for all pedestrians, cyclists, vendors, and emergency personnel. The function of the existing narrow bridge path, which today simultaneously serves cyclists and pedestrians, is encumbered by limitations on the safety and mobility of users. With this in mind and in anticipation of increased future demand, the project’s goal is to ultimately uncouple paths of cyclist and pedestrian travel to enable full realization of enjoyment, function, access, and safety. Touchdown points between the proposed sinews and the existing Bridge present unique and selective opportunities to cause interaction between these two routes and use groups. At the urban scale, our team has employed data-driven analysis quantifying the existing vehicular, pedestrian, and cyclist traffic volumes against the Bridge’s capacities, as well as other adjacent bridges. With this analysis as its basis, the team authored a four-phase feasibility plan to be implemented over a ten-year timeline. Over this period, BROOK•LINK transforms into a fullyfunctioning, safe, and accessible public way that is as much a destination as it is an accessway. Simultaneously, this project contributes a contemporary urban image befitting a constantly evolving global metropolis. The BROOK•LINK Greenway sows the existing Brooklyn Bridge’s roadway trusses with experiences for an extensive audience of recreational users, by offering new access to urban greenspace and opportunities for cultural exchange, spontaneous activities, and events. Transforming the bridge, at its upper datum into a natural topographic greenway, the 1.1-mile BROOK•LINK Greenway accommodates the diverse palette of New York City users.

HISTORY

City Hall James Madison Plaza

BROOK•LINK offers an opportunity to expand the original use of the upper deck as a pedestrian thoroughfare. This expansion to a walkable greenway allows users to meander the 151-year old landmark in ways that are not possible in the confines of a strict linear path. Similarly, the fluid cyclist paths, supported through pylons and cables that mirror the bridges iconic tectonics, wrap across and under the bridge’s span, giving vantage points above and below the new bridge greenway. The sinuous, lit paths for cyclist transport are a contemporary homage that weaves the two boroughs together. New components are envisioned as a modern, cable suspended reflection of the Brooklyn Bridge’s archetypal tectonic.

A C C E S S S A F E T Y Safety is a primary driving force for the project, with an emphasis on access and mobility. The first step of improving safety is through the expansion of the pedestrian and cyclist access points at both riverfronts. On the Manhattan side, a shoreside greenway constructed overtop existing vehicle access ramps and highways gives pedestrians a wide berth for accessing the Bridge’s greenway, including a discharge into the South Street Seaport. On the Brooklyn side, the pedestrian paths are split into three access ramps which each discharge to the waterfront Brooklyn Bridge Park.

The second step for improving safety and access on the bridge is the complete separation of cycle and pedestrian traffic. A one-way cyclist path in each direction allows cyclists to have unobstructed access for commuting across the bridge and provides pedestrians safe areas to convene and sightsee at the greenway level. The cyclist paths each have touch down areas to the greenway, for cyclists seeking to enter the bridge park at mid span. The ability to transition from modern, soaring bikeways to the reimagined promenade atop the Brooklyn Bridge is a special feature of this design. This approach eliminates unsafe conditions for cyclist and pedestrian crossovers and positively impacts the safety of all users.

South Street Seaport

Brooklyn Bridge Park

Cadman Plaza Park

INSPIRATION The contemporary congested urban development of New York City demands a symbiotic relationship with the elemental trio of sun, air, and play. BROOK•LINK offers the opportunity to transform the upper datum of the bridge into a natural greenway aimed at improving quality of life for residents and tourists alike, and fostering cultural and urban geographic experiences. This greenway will enable vendors, events, and markets to coexist, thereby improving the commercial opportunities as proven in economic hubs across the globe. The fluid geometry of the cyclist paths is inspired by the natural catenary and camber of the Brooklyn Bridge’s tectonics. Continuing the core tectonic reflection of BROOK•LINK, where the relationship between the camber and catenary is inverse, the cyclist paths mirror this rhythm by undulating over and under the span. The cyclist experience combines vantage points of the bridge and greenway itself, as well as majestic unobstructed views of both boroughs, into a oneof-a-kind event that will prove to be on the bucket-list of cyclists across the globe.

NEW GREENWAY

EXISTING CAR LANES

ENVIRONMENTAL BENEFIT SECURITY

The biophilic design of the BROOK•LINK‘s Greenway creates a nature-inspired corridor between the boroughs which will attract and protect the natural wildlife of the East River. This creates the unique opportunity for natural habitats attracting pollinators and birds to refuge away from the noise and obstructions of the urban environment. The Greenway acts to balance pollution and emissions from the vehicular use of the Bridge by cleaning and filtering the surrounding air. The construction of the Greenway occurs in phases, where the first phase is the construction of meandering path at the girder levels – the Greenway topography will require a green roof assembly above the existing girder system. The green roof assembly will include water barriers and root blockers above decking to protect the existing bridge structure. Storm water will be retained for irrigation, and excess can be conveyed off the bridge with a system of leaders. Safe access to, across, and within the Greenway is a priority for the design of BROOK•LINK. Safety is inherently improved by eliminating overcrowded and dangerous crossovers between cyclist and pedestrian traffic. In addition, both accessways at the ends of the bridge will use large scale concrete planters acting like a sieve, to secure the bridge with anti-terror tactics, but allowing free and untethered access for all pedestrians during open hours.

FEASIBILITY

SCENARIO 1: 24-7 REDIRECT

7,000

6,000 BROOKLYN BRIDGE

5,000

MA NHATTAN BRIDGE 4,000

MB HISTORICAL MAX (+15.61%) BROOKLYN BATTERY TUNNEL

3,000

BBT HISTORICAL MAX (+15.55%)

OFF PEAK PERIOD

6,000 BROOKLYN BRIDGE

5,000

MA NHATTAN BRIDGE 4,000

MB HISTORICAL MAX (+15.61%) BROOKLYN BATTERY TUNNEL

3,000

2,000

1,000

BBT HISTORICAL MAX (+15.55%)

12 -1 am 12a m 23a m 34a m 45a m 56a m 67a m 78a m 89a 9- m 10 10 am -1 1 11 am -1 2a 12 m -1 pm 12p m 23p m 34p m 45p m 56p m 67p m 78p m 89p 9- m 10 10 pm -1 1 11 pm -1 2p m

CROSSINGS VOLUME W/O BRK. BRIDGE 10AM-4PM, DAILY BY PERIOD

CROSSINGS VOLUME W/O BROOKLYN BRIDGE 24/7, DAILY BY PERIOD 25,000

25,000 OFF PEAK PERIOD

OFF PEAK PERIOD

20,000

BROOKLYN BRIDGE

15,000

MA NHATTAN BRIDGE MB HISTORICAL MAX (+15.61%) BROOKLYN BATTERY TUNNEL

10,000

BBT HISTORICAL MAX (+15.55%)

5,000

TRAFFIC VOLUME

20,000

BROOKLYN BRIDGE

15,000

MA NHATTAN BRIDGE MB HISTORICAL MAX (+15.61%) BROOKLYN BATTERY TUNNEL

10,000

BBT HISTORICAL MAX (+15.55%)

5,000

7-10am

10am-1pm

1-4pm

4-7pm

7-10am

CURRENT CONDITIONS

10am-1pm

1-4pm

4-7pm

AVERAGE DAILY BROOKLYN-MANHATTAN CROSSING TRAFFIC VOLUMES BY YEAR 160,000

DATA ON THREE MANHATTAN-BROOKLYN CROSSINGS 140,000

THREE CROSSINGS TOTAL VOLUME, DAILY BY HOUR 2016 9,000

120,000

8,000 7,000 6,000 BROOKLYN BRIDGE

5,000

BB HISTORICAL MAX (+28.55%)

VEHICLES

100,000

Brooklyn Bridge 80,000

Ma nhattan Bridge Willia msb urg Bridge Brooklyn Battery Tunnel

MA NHATTAN BRIDGE

4,000

MB HISTORICAL MAX (+15.61%) 3,000

60,000

BROOKLYN BATTERY TUNNEL BBT HISTORICAL MAX (+15.55%)

2,000

40,000

1,000 20,000

m 3a m 34a m 45a m 56a m 67a m 78a m 89a 9- m 10 10 am -1 1 11 am -1 2a 12 m -1 pm 12p m 23p m 34p m 45p m 56p m 67p m 78p m 89p 9- m 10 10 pm -1 1 11 pm -1 2p m

1950 1951 1952 1953 1954 1955 1956 1957 1958 1959 1960 1961 1962 1963 1964 1965 1966 1967 1968 1969 1970 1971 1972 1973 1974 1975 1976 1977 1978 1979 1980 1981 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016

-1

The basis for re-imagining the use and presence of this iconic structure is rooted in the analysis of the current and future demands for transit and automobile access to Lower Manhattan and the western edge of the Borough of Brooklyn.

8,000

The fifth phase of BROOK•LINK takes advantage of a special transit opportunity in how the Brooklyn Bridge is used over the course of the day and week. At non-peak periods (10AM-4PM weekdays) current traffic volumes ebb significantly to levels that can be accommodated at other East River crossings. Through automatic daily, midday closures, traffic will be diverted during non-peak periods to adjacent access points, thereby allowing the exclusive use of the bridgeway by pedestrians, cyclists and tourists. The introduction of congestion pricing will add to extend the opportunities to enhance this modified schedule and allow BROOK•LINK to transition to a full-time destination and recreational, open space asset for lower Manhattan and Downtown Brooklyn. The reduction of and off-loading of vehicle use provides the opportunity for this transition to occur, and traffic statistics verify that this is so.

OFF PEAK PERIOD

8,000

TRAFFIC VOLUME

The fourth phase is the completion of the greenway plantings and event areas across the span of the bridge.

CROSSINGS VOLUME W/O BR. BRIDGE 10AM-4PM, DAILY BY HOUR 9,000

TRAFFIC VOLUME

9,000

The second phase proceeds with the construction of the Greenway’s pedestrian access ramps at each end of the bridge, which connect directly to the pathways already constructed atop the bridge girders. This will alleviate the pinch points, dangerous crossovers, and overcrowding occurring at these access points. The third phase will be the construction of the cyclist paths. These structures are independently supported through pylons and suspension cables.

ALL TRAFFIC REDIRECTED TO MANHATTAN BRIDGE & BROOKLYN BATTERY TUNNEL, 10AM - 4PM

CROSSINGS VOLUME W/O BROOKLYN BRIDGE 24/7, DAILY BY HOUR

The phasing of the project considers constructability and cost impact but focuses on ensuring diverse user and safety needs are met - BROOK•LINK will be implemented in a five-phase plan. The first four phases are slated for completion within ten years and the fifth phase employs further opportunities to improve conditions. The first phase intends to prioritize the safety and mobility of users. The pedestrian paths at girder-level will be constructed first, as will reinforcement of the girder structure for future construction. Pedestrian traffic will be diverted onto the pathways built atop the girders, and cyclists will primarily use the existing central walkway. The construction of the pedestrian pathways enables the immediate separation of cyclist and pedestrian traffic, and expands the capacity, safety, and mobility for both use groups. The natural corridor built around this pathway can be constructed subsequently over time, allowing a combination of plantings and natural growth.

SCENARIO 2: OFF-PEAK REDIRECT

ALL TRAFFIC REDIRECTED TO MANHATTAN BRIDGE & BROOKLYN BATTERY TUNNEL, ALL HOURS

DAILIY CROSSINGS: 2016 VOLUME vs. MAX PROVEN VOLUME, BY CROSSING

THREE CROSSINGS TOTAL VOLUME, DAILY BY PERIOD 2016 25,000

Brooklyn Battery Tunnel

Willia msb urg Bridge

EXCESS 2016: 9,956

2016: 54,076 MAX: 64,032

EXCESS 2016: 10,029

2016: 105,645 MAX: 115,674

EXCESS CAPACITY 2016 2016 VOLUME

20,000 Ma nhattan Bridge

EXCESS 2016: 15,742

2016: 85,084

MAX PROVEN VOLUME

KIMMERLE GROUP

KIMMERLE NEWMAN Architects

KIMMERLE GROUP, and its affiliate KIMMERLE Urban Studio and KIMMERLE NEWMAN Achitects provide professional services innovating in the areas of architectural design, urban planning, urban design, interior design, branding, owners representation, and FFE procurement. Our diverse team carries perspectives that are both international and local in scale and focus. Our group’s foremost goal is to improve public and private spaces while maintaining an eye on the logistical processes involved in executing our vision. The KIMMERLE GROUP team is led by a ten-member leadership team along with licensed and degreed professionals with specialties including urban design, infrastructure planning, landscape design and public space/place making. The Team has worked on two NY based planning and development project proposals – one in Lower Manhattan and the second in Downtown Brooklyn, both with direct proximity to the Brooklyn Bridge site. Each project addresses the need for major expansions of use while addressing issues of open space, pedestrian, transit and ferry access. Connections between major public attractions and institutional uses are a central component of each project proposal.

Lower Manhattan Immigrant Museum Tower Proposal A proposed multi-story tower lands with a light and low impact touch at the foot of Manhattan Island. A long pedestrian bridge / pier provides public access to the ferry berths at its western tip with breathtaking views of NY harbor. From here ferry access to Ellis Island and the Statue of Liberty is addressed. The museum program of multi-use exhibit and teaching spaces along with cafes and restaurants fill the tower base. The larger, sail-like upper structure provides a means for public engagement through large scale digital graphic displays. These features create a landmark stature with an iconic presence as seen from the approaching Staten Island Ferry and points South and West.

Long Island University/Brooklyn Hospital Center and Fort Greene Park Campus Master Plan Development Open space issues for two major Brooklyn Institutions are enhanced by bridging greenways and recreation flyovers over DeKalb Avenue and adjacent streets. A total of 450 units, expanded classroom, lab and incubator space for Long Island University and a new 250,000 SF Medical office building for Brooklyn Hospital Center are the major aims of the development program. A series of elevated and at grade paths and public spaces provide connections for new residents, students and medical staff to transit at Flatbush Avenue and adjacent neighborhood services. Access to Fort Greene Park is enhanced with a new 40 story tower that allows continuous access to the park across the ground plain with connections to LIU’s Field House, adjacent athletic fields and campus quadrangles.