Triboro - City Corridor | Fourth Regional Plan by One_Architecture

Fourth Regional Plan Triboro — City Corridor One Architecture Only If —

4 I. Foreword

I. Foreword

Once every generation since 1929, the Regional Plan Association has published a long-term vision for the New York-New JerseyConnecticut metropolitan area that is intended to transcend short-term interests within fragmented geographic and political jurisdictions. The Regional Plan Association’s next iteration, A Region Transformed, will be released in late 2017 to provide a set of recommendations for future infrastructure investment, spatial planning, urban and economic growth, and new policies and modes of governance. This Fourth Regional Plan will demonstrate how the region can create additional opportunity and become more equitable, affordable, and healthy, while at the same time adapting to a future of climate change and sea level rise. As part of the Fourth Regional Plan , a design initiative supported by the Rockefeller Foundation engaged four teams to contribute to the Plan through the development of four different, yet interconnected geographic “corridors,” focusing respectively on the ocean, forest, suburbs, and city. In February 2017, the team of One Architecture and Only If was selected through an open competition to develop the Triboro - City Corridor. The corridor formulation, beyond its implications for understanding movement and transportation linkages, is intended to facilitate the development of prototypical design strategies that can be shifted along a trajectory of similar conditions, simultaneously providing specificity and abstraction. This corridor becomes visible with the introduction of the Triboro Line, an initiative for dual-purposing an existing freight line that interconnects the outer boroughs of Brooklyn, Queens and the Bronx. Building on the Corridor Workbook produced by Guy Nordenson (Princeton University), Paul Lewis (Princeton University) and Catherine Seavitt (City College of New York), the team of One Architecture and Only If has investigated the catalytic potential and regional impact of this corridor and endeavored to envision its future.

II. Method

This project builds upon not only the RPA’s past work and the Corridor Workbook, but also the 2014 PennDesign studio entitled Crossboro U: Expanding Opportunity in the Outer Boroughs of New York City. Given the comprehensiveness of past studies, the team broadened its explorations beyond transit infrastructure and the transit-oriented developments that are commonly planned around stations. The resultant work thus focuses not only on the traditional nodes of such a system, but also places emphasis on the in-between spaces.

II. Method

During the process, three one-square-mile sites (Co-Op City, Jackson Heights, Brooklyn College) were initially studied in more detail. However, acknowledging the dynamics of citymaking, and the failure of these very different sites to elucidate overall concepts for the corridor, the team made a deliberate decision to avoid imagining specific outcomes on specific sites. There was instead a concerted effort to simultaneously consider the corridor both in its entirety and as a series of aggregate moments. As macro-level system drawings were constructed, a sequence of cross-sections were produced in tandem, through which a finer scale and degree of specificity could be articulated. In the end, this proposal provides a set of nonintegrated strategies or “kit of parts” that can be implemented over time. The implementation of different strategies relates to different policy and financing mechanisms, and operates through three layers: ‘low carbon corridor’, ‘processes for the next economies’, and ‘catalysts’. It is not a “masterplan”.

III. Proposal

The Triboro Corridor

III. Proposal

The Triboro Corridor, extending from Brooklyn to Queens to the Bronx, is over 24 miles in length and covers 80 square miles in area, with a population of 2.6 million people. By 2040, the RPA anticipates that the population will increase by 400,000 people. This often overlooked territory, the so-called outer boroughs, will play an important role in the future of the region, particularly given the increasing unaffordability of Manhattan and the city core.

III. Proposal

Over the past two decades, New York Cityâ&#x20AC;&#x2122;s growing prosperity has unequally benefitted the center. Seemingly, new infrastructure and mobility have followed-- or perhaps even facilitated-- this trend, with examples such as the High Line, CitiBike, and the Second Avenue Subway extension. Rotating the map produces an unexpected and non-Manhattan-centric view of the corridor, bringing into focus the outer boroughs and their importance for the City.

New Jersey

Manhattan

The Bronx

Brooklyn

Queens

The Triboro Corridor

N 0

4 mi

III. Proposal

Me tro

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The Triboro Corridor is based on a system of existing yet underutilized intercity freight train lines. Currently, the freight line consists of one to three tracks with intermittent service. The Amtrak-owned segment, mostly in the Bronx, is electrified and used by the Northeast Regional and Acela trains, which offer important passenger connections for the region. Under current conditions, the line has the capacity to sustain additional service for passenger and freight.

Bay Ridge Yard

A O

Metro-North

36th-38th Street Yard

Sunnyside Yard & Facility (Amtrak & NJ Transit)

R S

M CSX Oak Point Yard

L D

Hunts Point Cooperative Market

Maspeth Yard K E

U V

Fresh Pond Yard H F

Fresh Pond Yard J

Amtrak

LIRR

E. New York Yard

LIR

Canarsie Rockaway Yard

A B C D E F G H I J K L M N O P Q R S T U V

Right of Way Elevated Track Track at Grade

Existing Track and Right-of-Way

Sunken Track Tunnel

Wide R.O.W. Narrow R.O.W. Green Buffer Adjacent Subway Train Adjacent Highway Adjacent Road Adjacent Urban Housing Adjacent Urban Industrial Adjacent Green Open Space Adjacent Suburban Housing N

4 mi

III. Proposal

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The Triboro Corridor repurposes these existing freight and intercity train lines to connect Brooklyn, Queens, and the Bronx via the Triboro Line, linking the outer boroughs with a new passenger train service. Where the regionâ&#x20AC;&#x2122;s subway and train service now radiates from Manhattan, the Triboro Line will create a circumferential connection and new spatial relationships between diverse communities, people, and jobs. This transformation introduces system redundancy and network resiliency, as first envisioned in the 1929 First Regional Plan.

Proposed Triboro Train N

4 mi

III. Proposal

The existing structural identity of the Triboro Corridor is highly fragmented. The rail line transects almost every imaginable urban condition. The existing track is raised, sunken, decked, and numerous roads and trains bridge over it or tunnel underneath it. The variety of elevation changes offers innovative design opportunities for the public realm. Ultimately, the line presents a sort of cadavre exquis of New York Cityâ&#x20AC;&#x2122;s urban fabric.

Brooklyn Army Terminal

New Utrecht Ave

Livonia Ave

East New York

Ave I

Ave H

Brooklyn College

New Lots Ave

Wilson Ave

Metropolitan Ave

Jackson Heights

Astoria Ditmars Blvd

Hell Gate Bridge

Woodside

Hunts Point

Co-Op City

III. Proposal

Nonetheless, the corridorâ&#x20AC;&#x2122;s presence is recognizable through infrastructure like Othmar Ammannâ&#x20AC;&#x2122;s Triborough Bridge and its approaches, as well as overhead electrical structures. Rather than unifying the identity of the Triboro Line and the corridor, intensifying its variations and uniqueness builds on its local character and guides development in a much more meaningful way.

Triboro structures in the Bronx, NY

Leif Harrisson Park Towers

Hell Gate Bridge

Future Brooklyn College Station Railway infrastructure Elevated L Subway

Existing Identity N

4 mi

III. Proposal

The Triboro Line is the threshold of New York City’s “car country.” Beyond it, car dependency for job access accelerates dramatically. From small vehicles to large trucks, the extensive automotive-centric economy (body shops, car washes, car dealers) produces many environmental challenges (noise, pollution, urban heat islands). The Triboro Line will be a game-changer by reducing intercity travel times, facilitating intermodal linkages, and simplifying movement between subway, regional rail, buses, bicycles, and future forms of mobility.

Industrial areas in Queens, NY

0% - 24% 25% - 30% 31% - 38% 39% - 45% 45%+

Existing Commutes: Use of Cars N

4 mi

III. Proposal

As the city transitions away from car use, the Triboro Corridor introduces prime opportunities for a â&#x20AC;&#x153;bicycle superhighwayâ&#x20AC;? for commuters and recreational users, with bike sharing stations, bike facilities, dedicated lanes, and routes for longer trips. Bicycling lanes and sharing systems are now unequally distributed towards Manhattan. By removing spaces for cars and carving out zones for sustainable modes of transit, the outer boroughs will be better served for anticipated population and job growth.

Bicycle Superhighway

Triboro Cycling Superhighway with CitiBike Extension Existing Protected Bike Lane Existing Other Bike Route Existing NYS Bike Route 9 Existing CitiBike Coverage Area N

4 mi

III. Proposal

More than just transit, the Triboro Line will create new relationships and proximities between the workforce and workplaces, particularly for economic sectors which are not necessarily centered in Manhattan, such as education, health care, logistics, manufacturing, and food. At a base level, improved commuting times will increase access to jobs. Development of the line will drive job growth in the corridor itself and guide the necessary reinvention of jobs that are currently under threat from technological development, as many car related jobs are. It is imperative to use this opportunity for change to ascertain that New Yorkers and new arrivals continue to find well-paying jobs in the corridor.

Manufacturing and logistics in Queens, NY

Brooklyn Educational Services 25.2% Healthcare + Social Assistance 23.6% Professional, Scientific + Tech Services 2.8%

Bronx Healthcare + Social Assistance 41.8% Educational Services 6.8% Professional, Scientific + Tech Services 1.9%

Queens Healthcare + Social Assistance 24.4% Transportation + Warehousing 11.8% Professional, Scientific + Tech Services 2.7%

0 - 1,000 0 - 1,000 1,000 - 2,000 1,000 - 2,000 2,000 - 4,000 2,000 - 4,000 4,000 - 10,000 4,000 - 10,000 10,000 - 15,500 10,000 - 15,500

Job Density and Largest Employment Sectors N

4 mi

III. Proposal

Education and skills are important factors for sustaining job growth that supports local economies. Compared to other parts of the city, educational attainment in the Triboro Corridor is low. Yet at the same time, educational institutions are some of the biggest employers. Can the Triboro become a Knowledge Corridor, facilitating educational opportunity and middle-class job creation? How can we increase vocational skills and develop relationships and apprenticeships between employers, unions, schools, and government institutions? Zoning adjustments, rent incentives, and reduced or free fares help attracting employers and institutes to locate along the corridor whom can contribute to local economies.

Educational Attainment Advanced Degree Bachelorâ&#x20AC;&#x2122;s Degree Some College or Associateâ&#x20AC;&#x2122;s Degree High School Diploma/GED Less than High School

Knowledge Corridor N

4 mi

III. Proposal

The Triboro Line will not only be about the movement of people but must incorporate the movement of goods and resources. The current food distribution network in New York City, for instance, lacks efficiency and resiliency. Nearly all of the cityâ&#x20AC;&#x2122;s food moves through a single point of failure, Hunts Point, 96% of it by truck. It is expected that the movement of food into NYC will increase 61% by 2035. The Triboro Line can accommodate features to support a resilient future in food distribution in New York City, provide access to affordable fresh food within the corridor, and promote health in local communities.

Markets in Queens, NY

SYSCO Foods SYGMA Hellâ&#x20AC;&#x2122;s Kitchen / Midtown

Brooklyn Army Terminal Food Startup

South Brooklyn Marine Terminal Distribution Center

Stuyvesant Cove Park/ Lower Manhattan 149th St - 3rd Ave. Market and Culinary School

Maspeth Yard Food Processing Center

Woodside Market

Broolyn Terminal Culinary School

Brooklyn Terminal Market Cooperative

Hunts Point Cooperative Market Hunts Point Terminal Produce Market New Fulton Fish Market Krasdale Foods Inc. Baldor Specialty Foods Sultana Distribution Services

Fresh Point Yard Market and Incubator

Distribution and Processing Centers Food Markets and Hubs Triboro Freight Line Proposed Water Transport Intermodal Links

Proposed Food Network N

4 mi

III. Proposal

How can the Triboro Corridor sustainably accomodate the projected growth of 200,000 jobs and 400,000 people? Existing available zoning capacity suggests locations where this might occur. Along the Triboro Corridor, there are opportunities for infill development given the right zoning incentives. These infill sites are ideally suited for local developer capacity and should utilize innovative development models and financing instruments to provide high-quality projects with embedded equity.

Capacity for residential development in Queens, NY

Available Residential GFA (sf) 1,500 - 6,500 6,500 - 15,000 15,000 - 35,000 35,000 - 160,000

+160,000 NYCHA

Available FAR

vacant lots N

4 mi

III. Proposal

Given that the Triboro Line intersects many diverse communities and social and economic demographics, the question becomes: who will participate in and profit from the improved connectivity, the increased livability, and the new development opportunities? Can we avoid or mitigate the negative impacts of gentrification? Can we make sure that value creation remains local? Can we transform the area to become even more important as an emancipation and empowerment engine, while keeping its existing and diverse communities intact?

Primary language (other than English and Spanish)

Existing Languages

African

Pacific

Italian

Arabic

Hindi

Slavic

Japanese

Chinese

Indo Eur.

Mixed

Korean

French

Russian

Germanic

Laotian

Fr. Creole German

Scandinavian

Persian

Mon Khmer

Serbo - Croatian

Polish

Asian

Greek

Tagalaong

Portugese

Indic

Hebrew

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III. Proposal 34

The three maps not only reflect the reality of city-making in New York, but also offer strategies for addressing critical questions for reimagining the Triboro Corridor.

First, there is the importance of mobilizing existing resources within government. For instance, there are tools of public policy already in place that could be engaged more vigorously to guide the programming of city streetscapes, public space and new development. Secondly, there is an opportunity to leverage the vitality of private actors who could be incentivized by the right zoning. In turn, they must also be empowered by a set of tools that connect them to knowledge and resources, such that value capture is distributed equitably and amassed locally. Thirdly, in recognition that the transformation of a city is shaped more by concrete projects than by masterplans, this proposal is fundamentally not a masterplan, nor does it prescribe certain phasing.

III. Proposal

Using the existing right-of-way and adjacent spaces, the Triboro can become a 24 mile linear park and greenway, providing new public and collective space, improving health, managing water, and providing recreational opportunities. In addition, the corridor will also become a â&#x20AC;&#x153;bicycle superhighwayâ&#x20AC;? for commuters and recreational users, with bike sharing stations, bike facilities, dedicated and protected lanes, and routes for longer trips. Simple bike and pedestrian connections will be introduced at now dead-end streets, and bridges or viaducts at vital connections will restore a regularized street grid. In other areas, where parking may be reduced in the future, perpendicular streets will be de-mapped, giving space for temporary and permanent uses.

Bike Route Redesigned Green Street Street Section Cuts Sustainable System Programmed Open Space (Park, Plaza) Cemetery Natural Green Space

Yankee Stadium

FESTIVAL

Low Carbon Corridor

Claremont Park

III. Proposal

In the corridor, the majority of growth is to be achieved through in locally driven projects. Allowing this growth means strengthening and expanding tools for within existing zoning. Utilizing existing capacity assure that communities are empowered and positioned to control their transformation. Regulations and tools must be geared towards the creation of value that remains local and benefits the community foremost. Value creation re-invested into the neighborhood is a first step. When other flows, such as material-, energy- and waterremain local, there is concentrated impact made on reducing climate change implications, and attracting jobs primed for the next economy.

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Growing Growing Chinatown Chinatown

Capitalize Capitalize UntappedValues Valuesfor for Untapped CommunityBenefit Benefit Community

Tools Collaborative Tools forforCollaborative andIncremental Incremental and NeighborhoodDevelopment Development Neighborhood

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Processes for the Next Economies

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III. Proposal

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Large complex infrastructural nodes that happen along the Triboro Line require significant investment to connect to the surrounding urban and social fabric. At the same time, these locations can also greatly benefit from the development of a catalytic project to speed up the transformation of an economic sector. Strategic up-zoning and increased densities may unlock real estate value, attracting public-private partnerships to resolve these complex nodes and provide necessary community benefit.

III. Proposal

Measuring and communicating community and regional benefits becomes central to success. Metrics are intended to identify calculated outcomes and projected targets along the corridor and citywide. Development along the Triboro Line will enable smart growth, increase access to jobs and resources, promote greener and healthier neighborhoods, reduce climate impacts, and strengthen communities, allowing existing residents to amass local benefit.

Population

Additional Housing Units

*projected population growth by RPA from 2015-2040

*projected by RPA, calculated by One from 2015-2040

14% + 680,000

5,400,000

TRB 3,100,000

5,400,000

NYC 8,500,000

18%

+ 560,000 RPA + 520,000

TRB

101,000 units/25year affordable housing

TRB 3,100,000

TRB

225,000 units/25year housing units

NYC 1,240,000

39%

36%

45%

A mix of upzoning, conversions of publicly owned land and piecemeal local development will allow population growth in the Triboro Corridor to expand at a higher rate than the city.

Shrinking household size generates the need for smaller housing units and development along the Triboro Corridor can accommodate that. A high percentage of the units will be affordable.

Jobs

Open Space Converted

*projected job growth by RPA from 2015-2040

3,900,000

*projected by RPA, calculated by One from 2015-2040

TRB 620,000 NYC

16%

26%

+ 650,000

+ 160,000

5,400,000

TRB 3,100,000

4,560,000

NYC 5,400,000

14%

15%

Increased accessibility will allow job growth in the Triboro Corridor to outpace the rest of NYC.

2 RPA REGION 93 MILES OPEN SPACE

MILES2 with 5 MILES2 GREEN SPACE TRB 18

20% A sustained program of street conversions and the transformation of underused parking lots to pocket parks and community gardens will drastically reduce the amount of impervious surfaces.

III. Proposal

Health Benefits

2015 2040

*based on projections by RPA from 2015-2040

from 2015-2040 NYC 2015 CONSUMPTION 143,000

22% 8%

6% 4%

63% 41%

auto

Energy Performance

0% 8 %

shared AV

27% 33%

public transit

6% 10%

NYC 2040 CONSUMPTION 85,800

4% 8%

walk & bike

Gwh Gwh 40% energy consumption reduction 50% clean energy

work from home

By 2040, transportation modes will be more biking- and pedestrian-oriented. According to Strategic Plan of NYC Department of Transportation, shared-use mobility services expand travel options and to improve the efficiency of the transportation system.

Local energy strategies and the conversion of existing housing will deliver on the SDGs Affordable and Clean Energy, Goal 80*50 which cites a 80 % reduction on greenhouse gas emissions. NYISOâ&#x20AC;&#x2122;s Power Trends 2016 states that by 2050 there will be a considerable increase in the share of clean energy.

Air Quality

Housing Stability

Social Cohesion

from 2015-2030

NYC PM2.5 by PRA 20%

proposal projection 50%

REDUCTION

NYC S02 by PRA 50%

REDUCTION

proposal projection 65%

REDUCTION

The reduction in the use of the combustion engine, combined with the sustainable transformation of streets and lots to green surfaces with vegetation will substantially improve air quality. Relative to 2013 levels, OneNYC states a 20% reduction in PM2.5 across New York City neighborhoods and a 50% reduction in SO2.

Metrics

Locally driven, predominantly small scale transformation processes, will help keep value local, achieve the housing goals and create new job opportunities. Open space will be more attractive and inclusive, thus providing improved housing stability and social cohesion.

III. Proposal

The Triboro will become a 24 mile linear park and low carbon corridor for the outer boroughs, supporting green spaces, increased bicycle mobility and connectivity, recreation facilities, permanent and temporary uses, and community gardens.

Livonia Avenue

III. Proposal

JacksonBoulevard Queens Heights

III. Proposal

IV. Low carbon corridor

IV. Low Carbon Corridor

Using the existing right-of-way and adjacent spaces, the Triboro Line can become a 24 mile linear park and greenway, providing new public and collective space, improving health, managing water, and providing recreational opportunities. In addition, the corridor will also become a â&#x20AC;&#x153;bicycle superhighwayâ&#x20AC;? for commuters and recreational users, with bike sharing stations, bike facilities, dedicated and protected lanes, and routes for longer trips. Simple bike and pedestrian connections will be introduced at dead-end streets, and bridges or viaducts at vital connections will restore a regularized street grid. In other areas, where parking may be reduced in the future, perpendicular streets to the Triboro Line will be de-mapped, giving space for temporary and permanent uses.

Bike Route Redesigned Green Street Street Section Cuts Yankee Stadium

Low carbon corridor

Sustainable System Programmed Open Space (Park, Plaza) Cemetery Natural Green Space

IV. Low Carbon Corridor

A bike superhighway that races toward the future

Proposed Bike Station Bike Route Redesigned Green Street Street

Intense car dependency and personal vehicle use, limited transit options, extensive land use and dangerous streets form a vicious cycle that compromises public space and community health. The Triboro Line breaks that cycle, especially when supported by community-oriented features and other citywide amenities such as a bicycle superhighway. In its current state, the rail’s right-of-way offers space to generously expand community bike share and build vital bike infrastructure to serve and connect the outer boroughs.

Phase 1 Phase 2

Intervention Programmed Open Space or Park Cemetery Natural Green Space Section Cuts

Bike Superhighway

ROW = 80’

ROW = 120’

E 91st St

ROW = 80’

E 91st StSt 23rd

23rd St

ROW = 80’

ROW = 115’

Pitkin Ave

ROW = 60’

Pitkin Ave Erskine Place

ROW = 115’

Erskine Place

ROW = 230’

ROW = 60’

59th St

Bike Superhighway

ROW = 80’

Calamus Ave 59th St

Calamus Ave

ROW = 230’

IV. Low carbon corridor

A signature linear park for the outer boroughs

Kids at play enjoying a city spray park in Queens, NY

In the Brooklyn and Queens sections of the Triboro Corridor, much of the current right-of-way consists of underutilized green space. Even with an expanded train service and new bikeway, space for flexible park functions and programming is achievable. Additional space is created when the R.O.W. is connected to underused parcels including parking lots and dead-end streets abutting the corridor. As such, a linear park can be imagined â&#x20AC;&#x201C; establishing a clear identity for the line, enhancing valued community amenities with new programming and providing a variety of health benefits to a previously overlooked corridor and its underserved neighborhoods. The linear park supports permanent and temporary uses and facilities. Permanent structures include public pools with spray parks, sculpture gardens, and exercise equipment. Temporary structures include pop-up pavilions, movable planters, street furniture, and art installations.

Proposed Bike Station Bike Route Redesigned Green Street Street

Linear Park

Intervention Programmed Open Space or Park Cemetery Natural Green Space Section Cuts

Phase 1 Phase 2

IV. Low carbon corridor

Connections across the Triboro as community space activator

Large scale infrastructural elements often act as regional assets but can pose as physical impediments for local communities. Creating more connections across the Triboro Line not only embeds the function of the line within the community but also provides accessible links to and from the outer boroughs, which is critically important for regional job generation. Additional land created by these bridged connections relieves pressures from the urban core, easing tension for the development of public amenities for the City in land constrained Manhattan. On a more local level, bike and pedestrian bridges and green streets link discrete assets to the unified linear park.

Informal community plaza adjacent to transit in Queens, NY

Triboro Connections E 24th St

IV. Low carbon corridor

Re-thinking streetscapes for livable communities Development Roadbed 19%

33% 43%

Greenspace 5%

More passengers per car (pooling)

Development Roadbed 21%

16% 48%

Greenspace 8%

While the introduction of new modes of transit and increased bike use will coincide with further reductions in car use, future developments in mobility such as compact cars, automated vehicles, electric vehicles, combined distribution modes, and information technology welcomes sustainability. With institutional planning foresight, a radical re-thinking of streetscapes can emerge. Reducing the space reserved for personal vehicles, driving, and parking creates opportunities for hybrid uses: green and blue infrastructure can be combined with community space. Because integrated IT systems make it possible to flexibly regulate land use during the day, streets can be closed off for events, afternoon and weekends, or even when pollution levels are too high. Aligning streetscapes with productive hybrid uses supports livable communities.

More compact traffic

Car sharing

Smarter IT management

Combing persons and goods, distributive services

PS 66

Re-thinking Streetscapes

IV. Low carbon corridor

Alternating streets for smarter cities

Streets, especially those in manufacturing or commercial areas, are often unsafe and unattractive to pedestrians. As the density of the city increases, more mixed-use development is built, and as the city weans from car dependence, and starts using right-sized vehicles for urban functions, it becomes possible to create clear hierarchies for street use. Building typologies for more functional efficiency may be developed to allow mixed-use environments for alternating street patterns.

‘Logistic’ streets primarily distribute goods and services, ‘thru’ streets balance public transit, green infrastructure and shared mobility, and ‘residential’ green streets promote slower speeds with narrowed lanes and become attractive for local commerce.

Re s id en tia l

Log isti cs Th

Re s id en tia l

Alternating Streets

IV. Low carbon corridor

Replacing parking lots with pocket parks

LaGuardia Airport

Air and Noise Pollution, 2015

Parking lots

Greening Parking Lots

Experts agree that automated vehicles and smarter uses of roadways supported by information technology systems will drastically reduce the area needed for parking. While many surface parking lots are currently scattered throughout the corridor, these spaces can be planned for more productive and sustainable uses in the future. Long term planning for the Triboro Corridor can earmark these sites for various housing types and neighborhood parks with integrated water features. Parks and street trees reduce heat stress, capture particulate matter, and function as additional water storage capacity. Integrating water retention in the urban fabric reduces the costs for sewers, including expansion, repairs and treatment.

IV. Low carbon corridor

Enhancing Randall’s Island freezone

Randall’s Island is one of New York City’s treasured parks and open spaces. It serves the local community via its quality athletic fields and recreation facilities as well as regional visitors via entertainment venues for world recognized festivals, concerts, and fairs. With enhanced features, this contained island has the potential for 24-hour activity that won’t disrupt other city processes and functions and contribute to the city’s economy.

IV. Low carbon corridor

Reinvigorating recreation for Pelham Bay Park

Expansive ecosystems in the northern Bronx are critical assets for local communities, and the greater New York region. These landscapes serve recreational purposes by way of golf courses, public beaches, and hiking trails. The area also provides public services thru a direct connection to Amtrak, and it supports environmental services thru wetlands, wildlife habitat and natural water storage. Promoting and enhancing current amenities can serve visitors and residents well into the future.

IV. Low carbon corridor

Strengthening Queens Boulevard as a safe neighborhood connector

Queens Blvd is one of the cityâ&#x20AC;&#x2122;s most dangerous thoroughfares - oversized with high speed traffic and very limited crossings. While the transformation of Queens Blvd, currently underway as part of the Vision Zero program, adds bike lanes and pedestrian crossings, considering future changes in mobility however, suggest a significant reduction in the number of lanes, making way for other public amenities such as bioswales, street trees, car share drop off, bus stops and wider sidewalks. Welldesigned streetscapes greatly increase pedestrian comfort, safety, and use, and help local retail become more attractive for future development.

TRIBORO

h Street

+25

commercial +0

Q60

11ft

11ft 8ft 11ft

11ft

Queens Blvd

Street

commercial Q60

11ft

Q60

11ft

Roadbed = 160ft

9ft

17ft

11ft

17ft

11ft

11ft 11ft

9ft 9ft

11ft

A green neighborhood node under the Triboro Line stop on Queens Boulevard will benefit an area that is underserved by quality parks and productive green space. The station will be linked to a linear park at street level by the addition of a new civic plaza that is ADA accessible.

IV. Low carbon corridor

Brooklyn Army Terminal and green retrofits

The terminus of the Triboro Line in Brooklyn is the Brooklyn Army Terminal, where it will connect to the expanded ferry system. The ferry station can be embedded in a landscaped flood protection system that will protect the 95-acre site, a crucial innovation hub for New York City, and the neighborhood behind it. In the process of redeveloping the corridor, the City can make the area a focal point for sustainability, resilience, and circular economy, where new technologies are developed, tested, and manufactured on site. Existing buildings will be retrofitted such that they are energy neutral with green/blue roofs and connect to a bio-refinery that re-uses the black and grey water as a source for energy and fertilizer. The covered spaces between the building function as large greenhouses, and are used both for food production and research. Uncovered spaces between the buildings are an extension of the flood protection landscape, and provide amenities for the workers in the complex.

Brooklyn Army Terminal

78 V. Processes

V. Processes for the Next Economies

V. Processes

Within the corridor, the majority of growth is to be achieved through in locally driven projects. Allowing this growth means strengthening and expanding tools for within existing zoning. Utilizing existing capacity ensures that communities are empowered and positioned to control their transformation. Regulations and tools must be geared towards the creation of value that remains local and benefits the community foremost. Value creation re-invested into the neighborhood is a first step. When other flows, such as material-, energyand waterremain local, there is concentrated impact made on reducing climate change implications, and attracting jobs primed for the next economy.

LocalWater WaterStrategies Strategies Local

UrbanSpace Space Urban Improvements Improvements

wcwc

SunsetPark Park Sunset Rezoning Rezoning

Growing Growing Chinatown Chinatown

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Tools Collaborative Tools forforCollaborative andIncremental Incremental and NeighborhoodDevelopment Development Neighborhood

Neighborhood Development Development Neighborhood ValueCapture Capture Value

JeromeAve AveRezoning Rezoning Jerome

GrowthStrategies Strategies&&Drivers Drivers Growth

$$ CircularEconomy Economy Retrofits Circular Retrofits ValueCapture Capture Value

Chinatown,Manhattan Manhattan Chinatown,

New Manufacturing Districts New Manufacturing Districts

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CircularEconomy Economy Retrofits Circular Retrofits ValueCapture Capture Value

SouthernBlvd Blvd Southern Rezoning Rezoning

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LocalEnergy EnergyStrategies Strategies Local

Knowledge CC

Community

Individual

Jewish Jewish

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Framework (zoning, policy)

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Growing Growing Chinatown Chinatown

Community Stewardship Local Value

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Puerto Rican Puerto Rican and and Dominican Dominican

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Framework (zoning, policy)

White (Russian, Ukrainian; Polish ancestry) Black (African American) Black (Afro Caribbean)

Community Stewardship Local Value

Industrial areas Rezoning Caribbean community connections Chinese community connections Affordable Housing Development supportive communities Upzoning

Hispanic (Puerto Rican) Hispanic (other Latino immigrant groups) Central, South American Asian (Chinese) Asian (South Asian) Other Asian Jewish

White (Russian, Ukrainian; Polish ancestry) Black (African American) Black (Afro Caribbean) Industrial areas Rezoning Caribbean community connections Chinese community connections

Processes for the Next Economies

Affordable Housing Development supportive communities Upzoning

Hispanic (Puerto Rican) Hispanic (other Latino immigrant groups) Central, South American Asian (Chinese) Asian (South Asian) Other Asian Jewish

V. Processes

Building upon diversity

The Triboro intersects diverse communities and a wide range of socioeconomic strata. Each community has different patterns of mobility, development preferences, and deeply embedded social networks. For example, Asian (mostly Chinese communities) have organized a â&#x20AC;&#x153;dollar vanâ&#x20AC;? transit system to connect between the multiple Chinatowns located in Manhattan, Sunset Park, Elmhurst, and Flushing. Both Chinese and Orthodox Jews are open to increased density in certain locations, while other groups are more reluctant to concentrated density. West-Indian communities are known for their festivals, which showcases strong community ties. Development along the Triboro Line can build on this diversity and tap into new ways to reinforce social and economic networks.

People enjoying a summer day in Queens, NY

White (Russian, Ukrainian; Polish ancestry) Black (African American) Black (Afro Caribbean)

SBS MTA lines Caribbean community connections Chinese community connections

Hispanic (Puerto Rican) Hispanic (other Latino immigrant groups) Central, South American Asian (Chinese) Asian (South Asian) Other Asian Jewish N

4 mi

III.Processes V. Proposal

e in B fo roo r t kl ec yn h -c la h bo ea re pe rs r Ja Ne ck w son jo b He op ig po hts rtu ni tie s Br o Br n on x x Bi en na le

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B Ed roo uc kly at n C io o n ll Hu eg b e

The Triboro Train

B Fo roo od kly In n A cu rm ba y to r

“Silicon Alley”

What happens at an individual stop on the Triboro Line will impact not only the immediate surroundings, but also the greater network. Much like the current diversity along the 7 subway line, such as the informal networks of Chinese communities such as their organized transit, the possibility to curate programs and developments along the Line can generate additional impact. A Business Incubator at Brooklyn College can be linked to lab and production space in the Brooklyn Navy Yard. A food distribution center near Brooklyn Terminal Market can strengthen the market and generate a food hall that revitalizes the neighborhood and creates steady local jobs.

N Cl om us ad te rs ch of ea te p ch of -s fic ta e rtu re ps nt

7 Train : The “International Express”

Ko re a

Moving the next economies forward

V. Processes

Business Improvement Districts

In a city as large and diverse as New York, the growth of new commercial districts outside of predominant business areas is a common trend. These districts are often centered around one or more distinct ethnic groups and provide residents with a wide variety of services. Most notable in outer borough communities are medical and social services provided in a preferred language and culturally unique commerce and foods. With localized ethnic, commercial, and cultural services, community members from other neighborhoods are naturally gravitate to these districts for an array of goods and services. Because of this draw, these active areas exhibit pockets of employment accessible for residents across all income and educational levels. As a Business Improvement District, these areas can be strengthened to become a thriving yet stable generator of local wealth and culture.

Small businesses in Queens, NY

White (Russian, Ukrainian; Polish ancestry) Black (African American) Black (Afro Caribbean)

SBS MTA lines Caribbean community connections Chinese community connections Affordable Housing Development supportive communities

Hispanic (Puerto Rican) Hispanic (other Latino immigrant groups) Central, South American Asian (Chinese) Asian (South Asian) Other Asian Jewish N

4 mi

V. Processes

Upzoning

Densification is generally shrouded by local worries, yet neighborhood growth is necessary and inescapable. When upzoning, which allows for increased density, occurs near commercial corridors it serves greater portions of population needs. Along the Triboro corridor, this strategy can be incorporated into specific nodes within walking distance from major stops and in areas where deep public benefit is needed. Research shows that neighborhoods that are allowed to grow generally experience less housing price stress. Communities in the corridor can test new forms of transit-oriented development that would require strict guidelines for contributions to the improvement of specific stations and nearby public facilities.

New high rise development and low rise commercial areas in Queens, NY

White (Russian, Ukrainian; Polish ancestry) Black (African American) Black (Afro Caribbean)

SBS MTA lines Caribbean community connections Chinese community connections Upzoning Rezoning

Hispanic (Puerto Rican) Hispanic (other Latino immigrant groups) Central, South American Asian (Chinese) Asian (South Asian) Other Asian Jewish N

4 mi

V. Processes

Using government owned land for community benefit

Within the Triboro corridor, there are nearly 9,000 acres of government owned land. In certain instances, government agencies have more land than they can manage, thus by utilizing this asset large expenses can be saved. While this provides benefit for projects of all sizes, it is critically important for the development of large-scale projects. The value captured can be transferred to investment in necessary infrastructure improvement or mixed-use affordable housing developments. Other community benefits may range from working green space, to educational experiences, to opportunities for assembling community land trusts.

Publicly owned land

Affordable Housing

Capital Projects

Land Trust

V. Processes

Mixed Manufacturing District

The Triboro Line is surrounded by many underutilized areas currently zoned for manufacturing and industrial uses. In the coming years, these areas will transform due to technological advancements, changes in industrial standards, reduction in negative environmental impacts and the prevalence of combining vocational training and commercial outlets. Manufacturing districts in the outer boroughs will be an integral part in accommodating the projected growth in the number and quality of jobs, as well as housing.

small scale auto dealers

EDUCATION

AUTO REPAIR

individual car ownership

EDUCATION

larger auto fleet industry VEHICLE FLEET

VEHICLE FLEET

HOUSING

RESEARCH

new modes of skills training

newly trained workforce

new types of integrated industries

less individual car ownership

Existing Industries

Future Industries

Industrial areas

4 mi

V. Processes

Single family to Co-operatives (Co-Ops)

In order to accommodate additional housing, innovation development models must consider conditions of the outer boroughs which signal infill opportunity. With concentrated single-family housing stock, groups of home dwellers ban together to participate in cooperative housing. By capturing the value of the land they leave behind, households could move into a larger, collaboratively developed and energy neutral cooperative. Revenue from additional units in the new development, as well as from increased density on the land, contributes to funding vocational education, R&D and community activities. Some value is invested in local community amenities for the area. Investment in Local Education + R&D Facilities

Community Fund

Existing block will move into Co-Op

Extra Units

Other plots open

Investment in community facilities

Value capture from new development

V. Processes

Ethnic Business Improvement District: Sunset Park

Existing zoning: Available FAR RESIDENTIAL

OFFICE RETAIL

COMMUNITY BONUS

MEDICAL / COMMUNITY COMMERCIAL RETAIL

Sunset Park is Brooklynâ&#x20AC;&#x2122;s largest Chinatown. Small commercial properties along 8th Avenue can be reimagined as mixeduse developments with retail, offices, and medical on the first three floors, and residential on the remaining upper floors. This strategy allows for increased density, redevelopment of existing single-use properties, and provides public amenities for the entire community. Clustering such developments generates new destinations within the region, introduces new employment centers that aid in diversifying local economies and supports economic stability. Value remains local when those economic advancements are channeled to community improvement. Access to high quality community facilities Locally focused retail and services Active commercial street

Investment in Neighborhood Improvement and Community Infrastructure

Community Fund

Value capture from new development

Urban Benefits

V. Processes

New type of mixed-use development

Existing zoning: Available FAR New zoning and land use

RESIDENTIAL R&D / COMMUNITY EDUCATION MANUFACTURING

MANUFACTURING STORAGE

Healthy way to combine new industries with residential neighborhoods

Due to technical automation, changes in the auto industry like the trend toward fleet management, dramatic reduction in the number of body shops from advancements in AVs/EVs, and mitigation of environmental impacts from new standards, existing industrial and manufacturing districts will be radically transformed. Future jobs will be geared toward clean technologies and sustainable processes, and require new skill sets. Anticipating future transformations, land use and zoning must keep up as well. Zoning that allows manufacturing on the first floor, manufacturing and education on the second, and residential above is combined with an alternating street strategy, a safe hierarchy for use is delineated by prioritizing functions. This new mixed-used zoning approach makes it possible to develop and fund vocational education and build new commercial outlets directly linked with small scale manufacturing, in order to combine proto-typing, research and maker industries for innovation in production and product delivery. Investment in Local Education + R&D Facilities

Urban Benefits

Community Fund

Value capture from new development

Addition to manufacturing space

Investment in Neighborhood Improvement and Community Infrastructure

V. Processes

100

Community Land Trust

Community land trusts (CLTs) provide community members with tools for affordable home- and business-ownership through the operation of pooled land options. This type of development model aids in maintaining affordability and stabilizing communities. As Trustees of a Land Trust acquire land and amass it in a land bank, ownership of the land is permanently maintained by the private entity or nonprofit organization. By separating the land from buildings, steady affordability is locked into the property, allowing CLT residents to build equity in their property and avoid pressures from a market-driven economy. Local community organizations with missions to support the development of affordable housing are common CLT land owners.

Existing zoning: Available FAR RESIDENTIAL RESIDENTIAL RETAIL

RESIDENTIAL RESIDENTIAL RESIDENTIAL RETAIL

Ownership

APARTMENT

Affordable housing by local land trust Working green neighborhood Value creation in local Entrepreneurship collaborative

LAND

Carbon Neutral Retrofit financing

Urban Benefits

Community Fund

VOCATIONAL SCHOOL

Support business improvement

Investment in Neighborhood Improvement and Community Infrastructure

Value capture from new units

Buy land to allow affordable housing

Support community members with constructing additional units

V. Processes

102

Transfer of Development Rights: Hunt’s Point Existing zoning

New zoning and land use

MANUFACTURING STORAGE

Available FAR on the waterfront

RESIDENTIAL R&D / COMMUNITY MANUFACTURING

Park and Flood Protection

Transfer of Development Rights (TDR) is a common development tool that permits the density potential or “air rights” of one parcel to be transferred to another parcel. In the context of existing zoning, these transferable parcels must be adjacent. Along the Bronx River, TDR allows for lots to be used as coastal protection and a public amenity. By taking unused air rights from those buildings along the waterfront, it allows for safe, sustainable uses of existing urban space by promoting densification outside of harm’s way.

INDUSTRY

Circular Economy Retrofits

FAR BANK

Community Fund

Continuous waterfront park with flood protection New manufacturing district with green streets Affordable housing and community facilities

Invest in affordable housing

Urban Benefits

Value capture from new developemnt

TDR from waterfront to inland plots

Investment in Neighborhood Improvement and Community Infrastructure

Value capture from new developemnt

TDR from waterfront to inland plots

Support education and entrepreneurship

V. Processes

104

NORC’s and community support services

Existing zoning: Available FAR RESIDENTIAL RESIDENTIAL

A growing trend for senior citizens is a desire to “age in place,” yet much of New York City’s community fabric is not planned or designed to meet the needs of independent senior living. Naturally Occurring Retirement Communities are communities where much of the population is over 60 years of age yet lives independently. Leveraging the concentration of seniors and common needs, the majority of necessary aging and medical services are collectively brought to accessible community facilities or individual residences. Given the diverse populations of the outer boroughs, innovative and cost-effective community support services are critically important for communities with a range of specialized needs. It also allows direct relationships with large medical employment centers throughout the outer boroughs.

SINGLE SENIOR PARENT RESIDENTIAL ADU RESIDENTIAL

Ownership

Combining the local community needs with affordable housing Housing for single parents and caretaking for local seniors in ADUs

Urban Benefits

Energy production

Community Fund

Buy land to allow affordable housing

Value capture from new development

LAND

AFFORDABLE HOUSING COMMUNITY

Value capture from new development

RESIDENTIAL RESIDENTIAL

Support community members with construction of additional units

VOCATIONAL SCHOOL

Investment in Neighborhood Improvement and Community Infrastructure

III.Processes V. Proposal

106

Social strategies for managing growth while keeping value local

Many diverse actors help bring change to neighborhoods, through organizations, resources and investments. The challenge is how individual activities and insights might coalesce into collective action, working towards joint goals, benefits and understandings. Social and organizational tools must be accompanied by growth strategies to strengthen local collectives, create local institutional capacity for positive change, and capture value sustainably. Combining actions strengthen community networks and build social resiliency. For instance, digital platforms can guide communities to supportive services established by governmental entities, can lead to the discovery of opportunities for local collective ownership, and can expand access to desired knowledge and skills within the greater region.

Religious and social institutions in Queens, NY

De si

ions olut S gn

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Community Strategies

orms atf l P

Benefits

Knowledge

Community

Individual

Institutions

Knowledge

Resources

Framework (zoning and land use policy)

V. Processes

108

Community manuals

Communities benefit when using the right tools. Proposed tools can be characterized by four themes: City Making, Communication, Capacity Building and Financing. For instance, manuals should be developed that help people on how to deal with zoning, how to organize a local energy corporation, how to capture rainwater on site, how to maintain a local pocket park. Protocols should be developed that help people share revenue from development opportunities, or ascertain housing preservation in new developments. A mentoring system should be designed such that trades can be taught between generations, such that workers are equipped to both improve the neighborhood and find jobs in the new economy.

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Community

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g and paces s tainin Main g public a key in creat citizens is l ity for al nent of c ring o p w m o p e co g. Em makin nts in the alty e e resid ation of h nts. e e co-cr environm le livab

tion

Fruitful collabo ration and innovativ e transformatio ns emerge from participa tion and access to info rmation. Information m ust be communicated in an accessible an d consistent wa y.

Space

Financing

ilding ity Bu

Capa

02.

03.

al g loc ssets a ragin Leve ities and eation c cr a e p u s a l c e va v resse r e d s a t d a pre h t ay nd in a w needs a ific c e p s s the urage enco oration in ew n b colla pment of o l e v d de an dels. ation educ yment mo o empl

04.

Innovative fin ancing models can bo lste equality and ex r pand local opportu nities. For example, parti cipatory financing mec hanisms can support af ford housing and im able prove equity in othe r aspects of urban envir onments.

V. Processes

110

Apps and technological solutions

Community

Digital platforms, apps, and technology solutions offer communities more access to much needed resources. These technologies include real time connections for social and community networks, knowledge and information exchanges, methods to lead initiatives, innovative ways of accessing urban infrastructure, new patterns of mobility, platforms for customizing civic data, monitor energy consumption, as well as systems for organizing financial transactions locally.

$ Resources

Space

Collaborative Society Bring People Together

Exchange Skills and Resources

Create New Initiatives

Generation of new interaction between citizens allows the utilization of skills and shared resources for value creation.

A neighbor can help another with a broken washing machine and rent a drill. Addressing needs and sharing interests can spur ideas. The lack of quality fresh food in the neighborhood can evolve into a local cooperative.

Mobility and Transport

Data on Urban Conditions

New ways of using the urban infrastructure with Autonomous cars, smart bike systems, flexible street use and traffic management.

Responding and reporting on personaâ&#x20AC;&#x2122; conditions and urban systems

Monitoring and Controlling Energy, Water and Waste Reduction and smart use of resources allow users to monitor consumption and personalize reporting.

V. Processes

112

Community support organizations and resources

Community organizations provide a variety of local resources from financial services to social programs, offered in a culturally sensitive manner and in preferred languages. Community organizations should participate in circular economies and provide local value by collecting funds to invest in various ways. Investment can come in the form of community infrastructure, communal land, and educational programming. As an example, a single parent who is participating in an educational program supported by the community organization, may need additional income. The parent can connect with a senior who can rent the familyâ&#x20AC;&#x2122;s Accessory Dwelling Unit (ADU) and provide care for the children during weekdays as well as deliver additional cashflow.

$ Resources Local Value

Circular Economy

Invest in Community Infrastructure

Collect Funds and Circular Economy Income

Identify a Community Organization

Collaborative Society Assessing community needs and providing solutions within local networks.

Invest in Land

Education

Single parent Affordable Household Housing

Single senior Affordable Caretaker

Nursing Services

Housing Household Maintenance

Invest in Education Programs

V. Processes

114

Local community based metrics

The Triboro

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COMMUNITY SURVEY 02. Wha t wou

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RESIDENT RE SPONSE

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Local community based metrics play an important role in the growth of cities, particularly for complex urban infrastructure like the Triboro Line. Collecting data directly from the community and providing real time reporting platforms supports government services and functions, which ultimately impact community activities and urban performance. While public agencies do the best they can to provide on-demand services, residents and community members have invaluable on-the-ground knowledge. Ideally, these platforms and metrics feed back into the city making process, producing responsive environments and responsible outcomes.

RESIDENT RE SPONSE

$ Resources

Space

Community

Neighborhood Social Network

Impressions from the Urban Environment

Documenting Consumption

Report Urban Issues

Exchange Information About Future Plans

Encourage Healthy Activities

V. Processes

116

Local water strategies

Climate change will have significant impacts on the corridor, through urban heat island effects, longer periods of drought, and increased storm intensity. The latter, especially when combined with urban growth, will necessitate significant investment in sewers and sewage treatment facilities. Retaining water locally can offset much of the associated costs, which currently fall on city utility providers. By capitalizing on local water retention and reuse, benefits include mitigated heat islands, reduction in localized flooding and cost effective water use. On individual building sites, blue roofs, tanks, less hardscape, and grey water recycling are possible. In existing public spaces, reducing the amount of paving by building bioswales will greatly impact local water systems and streetscapes. These strategies become easily implemented as the use of paved surface for cars decreases.

After the water has left the household as black water and entered the treatement plant, it is converted to energy. It can then be reused as grey water.

Within the individual building, rain water is collected, filtered and passes through multiple cyles. First for drinking, then washing, and finally into toilets.

Collected rain water and reusable grey water are used for plant irrigation, small scale agriculture and green roofs, while integrated bioswales prevent the CSO from being overwhelmed during heavy rainfall.

Grey water leaves the treatement plant where it can be utilized in urban industrial processes.

The latent energy from the compost and treatment is leveraged for heat and electricity generation, ultimately saving power, money and energy.

III.Processes V. Proposal

118

Local energy strategies

To bolster community resilience, residents can control their own energy use and production. As residents invest in more energy efficient buildings, utility bills decrease. Rooftops with integrated solar panels become the norm, as do â&#x20AC;&#x2DC;aquifer thermal storage systemsâ&#x20AC;&#x2122; and other decentralized systems. Because some of these solutions work better at scale, community groups can come together to organize energy systems such as smart grids at a district level. An added advantage of local microgrids is the resilience to outages of the power system. Because smart grids make it possible to sell excess energy back to the utilities, local energy economies become sustainable and profitable.

While the larger city grid is still powered by central power plants, the capability for energy to be traded back and amongst nodes, greatly increases the resiliency of the city.

Solar energy is a primary form of energy collected in the city via solar panels. Energy may bypass the macro-grid altogether, entering directly to a household system.

The solar energy that is collected in the city can be freely traded amongst members of the microgrid themselves, creating autonomy, agency, independence and resillience.

Micro-grids often form close to vital institutional infrastructure such as hospitals and schools. During the day (off-peak times), residents benefit from less expensive energy while not needing so much energy. In an emergency, the micro-grid ensures that institutions keep their lights on.

V. Processes

120

Material streams

By mapping resource streams from a systematic perspective, it become possible to re-think the ‘waste’ of one manufacturing process as the ‘source’ for another. Circular economies may be linked physically, through financial systems, or simply by proximity. The latter is more effective and has much less environmental impact. Stimulating circular economies locally in manufacturing districts through innovation, zoning, regulations and incentives adds value and jobs to the outer boroughs.

At the local level, community training related to repairs, servicing and 3D printers allow for longer lifespans for goods and the changing of hands rather then the discarding of products.

Waste materials and scraps from the manufacturing process are sent back to the processing plant in order to become part of a new material stream, or help refurbish re-used materials.

In the sharing economy, local networks of good and services, circumnavigate the exchange of currency, and the flow of money and resources outside of the community to large corporations.

Even after the initial product has outlasted its current uses, mechanisms are able to identify latent re-use potential.

V. Processes

122

Last mile mobility

New technology, when planned for and implemented well, will make New Yorkâ&#x20AC;&#x2122;s transportation system much less binary. Selfdriving technology will make it possible to connect individual transport to mass transit, and seamlessly switch modalities without the necessity for parking. Self-driving cars and buses will merge into networks of affordable transportation for the last mile, in turn strengthening the use of mass transit for the longer distances while promoting sharing options. These technologies make car sharing much easier, while better guidance technology make buses more dependable. Dynamic congestion pricing mechanisms for all modes of transport will keep the entire system running smoothly. This sea-change in urban mobility will have significant impact on the design of station areas, inspiring safe, seamless and integrated connections between all types of transportation.

Self-driving technology will make it possible to link individual transportation to mass transit system, and switch modalities easily without the necessity for parking.

The self-driving car and bus industry will offer various affordable forms of transportation for the last mile, in turn strengthening the use of mass transit for the longer distance.

The design of station areas inspire safe, easy and integrated connections between all types of transport. No one system is over capacity because redundancy promotes efficiency.

V. Processes

124

Mixed Manufacturing District: Elmhurst

LIRR to Long Island

Manufacturing districts are critical for the preservation of steady low- to medium wage jobs in the boroughs. Automation, however, makes it necessary to link manufacturing and logistics jobs to opportunities in the innovation- or creative economies, while also integrating research, schooling and marketing. Done well, this integration can increase the job density, as well as the job quality, within the districts. Mixing functions, however, requires new environments that call for intentional and careful design consideration. The new manufacturing district slowly develops into a multifunctional complex, with ateliers and commercial functions at street level, research and educational facilities above, and housing on top, which helps pay for the transformation and maintain economic function. Transfer Station Triboro - LIRR

Logistics Center

Commercial development on Queens Blvd.

Co-Op 51Sst. Ave.

ROW 200ft

Elmhurst, Queens

3 2

Kneeland St New Park

Jacobus St

III.Processes V. Proposal

126

Local neighborhood improvement in Brooklyn

The capacity within the current zoning in many neighborhoods is such that there is adequate room for additional density. Capitalization of this untapped value is not always easy for communities to accept. The fragmented redevelopment of individual buildings has a high cost, through difficult permitting, expensive consultancy fees, suboptimal construction, and displacement of existing occupants.

Shared Manual Joint Permitting

Knowledge Network

Neighborhood Development 1

Diverse Programming Transparent Metrics

Recaptured Capacity

Community Stewardship

Adaptive Phasing

Community Planning

Capitalize Hidden Values

$ Smarter Zoning

Capturing the value communally is much easier. It has additional benefits from an urban design and programmatic perspective and can be phased such that displacement is minimized. With the use of information- and social- technologies, apps for linking individuals, community manuals and resident-sourced metrics that help share the value, local collaborative development is much more feasible. In Brooklyn this can, for example, result in smaller right-size developments that target community driven needs and desires, such as additional housing, green infrastructure and resilient local energy options.

3 2

+ Urban Benefits Urban Space Improvements

Neighborhood Improvement

3 2

VI. Catalysts

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VI. Catalysts

130

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III. Proposal VI. Catalysts

Brooklyn Army Terminal At the Brooklyn Army Terminal, a new building connects the existing Cass Gilbert industrial buildings and builds on the initiative for the Made in NYC Campus. Light manufacturing, tech startups, garment manufacturing, state-of-the-art film and television production facilities are expanded and interconnected with a pedestrian network. The growth of the Made in NYC campus will be fueled by the increased ease at which workers can commute there from more affordable neighborhoods in the city, and also transfer into the cityâ&#x20AC;&#x2122;s expanding ferry network. New Utrecht Avenue New train station links Triboro Train with D and N subway. New station is combined with community facilities and maker spaces that expand potential of existing small businesses and manufacturing enterprises in the area.

132

III. Proposal VI. Catalysts

134

Avenue I & Avenue H While some stations are more complex, others stations, in particular those with only very simple intermodal connetions, remain at grade or as simple, outdoor platforms.

Avenue I

Avenue H

III. Proposal VI. Catalysts

Brooklyn College At the Brooklyn College station, a new business school on a cityowned parcel is envisioned as a catalytic project to resolve the intermodal connections above and below ground, and between pedestrians, bicycles, select bus service, subway, and the Triboro. Currently, it takes about 43 minutes to get from Brooklyn College to the Brooklyn Army Terminal on the B11 bus. With the Triboro, travel time will be reduced to 15 minutesâ&#x20AC;&#x201D; facilitating new links between industry and education.

136

III. Proposal VI. Catalysts

Utica Avenue Vocational schools will be located in the adjacent commercial and manufacturing area, creating educational opportunities and developing apprenticeship programs between local employers, unions and other schools. New educational facilities and housing are built on existing triangular lots. Brooklyn Terminal Market In order to provide a more resilient food network in the city, the existing wholesale food distribution hub is expanded. A new food hall and culinary school are built to provide jobs and training opportunities, and improve local access to fresh food. Developments take advantage of zoning incentives (NYC FRESH).

138

III. Proposal VI. Catalysts

Avenue D New train stop provides access to local jobs and significantly decreases travel time along The Triboro - 15 min to Brooklyn Army Terminal and 10 min to East New York. Livonia Avenue The new station, a cylindrical tower, will contain vocational schools, job training, a daycare center, and a cultural and community facility. Closer to the ground, it’s “arms” reach out to provide transfers between the Triboro RX, the L, 2 and 3 subways. Throughout Brownsville, a significant amount of existing land use adjacent to the Triboro consists of vacant lots, parking, and scrap yards. This area could become a park with more recreational uses, community gardens, cultural and community facilities, and both temporary and permanent activity. East New York New transit hub helps to navigate a network of multiple intersecting subway lines.

140

III. Proposal VI. Catalysts

Wilson Avenue Local train stop links Triboro Train with L subway line providing more resilent transport for this predominantly residential neigborhood. Metropolitan Avenue The intensification of Maspeth Yard Food Processing Center creates more resilient food distribution network in the city. A new station with a connection to the M train is developed with spaces available for food incubators and startups that will create food culture in the area and address the lack of affordable and healthy food options in the area.

142

III. Proposal VI. Catalysts

Queens Boulevard A new logistical hub builds on the local value and economic potential of Jackson Heights businesses. The station serves as an interchange between the Triboro RX and LIRR branches. Northern Boulevard Health care facilities and senior housing become new economies in the neighborhood with most rapidly aging demographics. The new station is also developed as an AirTrain link to LGA.

144

III. Proposal VI. Catalysts

Astoria - Ditmars Bouldevard The Hell Gate bridge approach underside is activated by the bicycle superhighway, recreational facilities, and local markets. The new station, in the form of programmed tower, connects the platform (at 60 feet above the ground) with the low rise neighborhood. Randall’s Island Randall’s Island, a hub for recreation and year-round sports, arts, and cultural events, will finally be accssible by train. A new velodrome and event venue will complement the bicycle highway and low carbon corridor. The arched building mirrors the language of the island’s infrastructure and provides hotel rooms, athlete training facilities, and a sports college.

146

III. Proposal VI. Catalysts

148

Hunts Point As food distribution shifts from trucks and becomes more distributed throughout the city, more affordable housing is introduced to Hunts Point. The new station is bridging over the Bruckner and connecting to the 6 train, Metro North and Amtrak. Link to 3 Ave - 149 St / Grand Concourse An East - West connection through Bronx provides transport alternatives for residents. The new station is a mixed-use development with culinary school, food incubators and fresh food market, connected to the 2 and 5 trains, or the possible extension of the 2nd Ave line. Co-Op City North The new station serves as terminal and rail yard for Triboro Trains. It also serves as logistical hub and freight transfer between New York City and New York State traffic.

III. Proposal VI. Catalysts

Co-Op City South At Co-Op City South, a circular station replaces the existing car parking structure and bridges over the tracks. Dense, midrise affordable housing is proposed near the station. Here, Triboro users can transfer to regional rail service on the MetroNorth or Amtrak. The station is elevated to anticipate for storm surge and sea level rise. The station will also be a gateway to the nearby Pelham Bay, Orchard Beach, and a new park on top of the BronxPelham Landfill.

150

Parkchester New affordable housing development is connected to existing residential neighborhood through new station. Morris Park The new train platform will provide easy access to Yeshiva University and the healthcare facilities in the area, which are some of the biggest employers in the corridor.

152 VII. Sections

VII. Sections

A series of sections demonstrate strategies that may be encountered along the Triboro. While they correspond to specific places, the intent is for the sections to be prototypical conditions, providing architectural and landscape strategies that can be deployed along the extent of the corridor.

VII. Sections

154

At Sunset Park, the right of way is wide enough to accommodate a larger park, linking into the Lief Ericson Park and Owl’s Head Park. Here, the N train runs parallel to the Triboro line and the elevated Gowanus Expressway crosses over the Triboro. As mobility transforms, automobile dealerships will become light manufacturing for future industries, buoyed by proximity to the nearby Brooklyn Army Terminal. Bicycle highway

Bioswales Gowanus Expwy

Linear park Solar energy production

N, Q, R Subway

Rainwater collection New light manufacturing

64th

Sunset Park 170’ R.O.W.

At Borough Park, new typologies of housing are proposed near the connection to the F train and the Avenue I Triboro Line station. Triangular and irregular lots present opportunities for housing co-ops, mixed use buildings (manufacturing and commercial with apartments above) will combine jobs and living, and big box retail sites will be intensified with new apartments atop. Where larger industrial and retail buildings remain, their roofs become green, reducing the urban heat island effect and delaying rainwater discharge. Here, the right of way is narrow, so the bicycle superhighway threads through adjacent streets. New commercial development

New housing

Green Roof Bicycle highway

New housing

F Subway McDonald Ave.

Borough Park 70’ R.O.W.

At Brooklyn College, new buildings will utilize the right-of-way and deck over the existing track, allowing some departments of the campus to expand according to the Brooklyn College masterplan. These new buildings will combine academic functions with incubators, forging connections between research and new business startups, and allowing Brooklyn College to become a focal point of the knowledge corridor. Additionally, photovoltaic panels will contribute to a local microgrid, becoming a pilot NYSERDA site for decentralized and more resilient, localized energy networks. Bicycle highway

156

Knowledge Corridor incubator building Solar energy production

Brooklyn College Campus

Brooklyn College 125â&#x20AC;&#x2122; R.O.W.

At Brooklyn College, parts of the Triboro line are decked over to create park, linking to perpendicular demapped streets, where asphalt is converted to green. These new pocket parks on alternating streets will include bioswales (for stormwater retention), recreational amenities for nearby residents (local playgrounds, outdoor exercise equipment, and basketball and handball courts), and new CitiBike stations.

Incubator building decking over R.O.W

Brooklyn College Campus

Demapped street and local park

Brooklyn College 125â&#x20AC;&#x2122; R.O.W.

At the Brooklyn College station, a new business school on a city-owned parcel is envisioned as a catalytic project to resolve the intermodal connections above and below ground, and between pedestrians, bicycles, select bus service, subway, and the Triboro Line. Currently, it takes about 43 minutes to get from Brooklyn College to the Brooklyn Army Terminal on the B11 bus. With the Triboro Line, travel time will be Local market reduced to 15 minutes— facilitating new links between industry and education.

158

Brooklyn College New Business School

en Av

New Triboro Train and bus station

H Nostrand Ave.

Bicycle highway

2, 5 Subway connection

Brooklyn College 120’ R.O.W. 2

Foster Ave Solar energy production

F Line tracks

Permeable ground between buildings Utica

Landscape along Triboro

Enwood Ave 6

New food distribution center Green roof

McDonald Ave

Ave.

50’ R.O.W.

Utica Ave 60’ R.O.W.

VII. Sections

160

Throughout Brownsville, a significant amount of existing land use adjacent to the Triboro line consists of vacant lots, parking, and scrap yards. This area could become a park with more recreational uses, community gardens, an urban farming school, cultural and community facilities, and both temporary and permanent activity.

New housing

Bicycle highway Linear park & market

Urban farming school L Subway

Brownsville 80â&#x20AC;&#x2122; R.O.W.

New housing from existing FAR

The Evergreens Cemetery

Demapped street and local park

Ridgewood 150â&#x20AC;&#x2122; R.O.W.

VII. Sections

162

In parts of Jackson Heights, the right of way of the Triboro is wide and sunken. Here, the existing dense trees will link into the linear park. The landscape and permeable surfaces will be maintained but also augmented to do more, such as providing bioswales that will delay discharge of rainwater. Students in environmental science classes from the nearby P.S. 12 will use the park to study local ecology. Bicycle highway

St Mary Romanian Orthodox

Linear park along Triboro

P.S. 12

43rd Ave

d St

72n

Jackson Heights 230’ R.O.W.

In Astoria-Ditmars, the train track is located on the approaches to the Triborough Bridge, which extends as an arched, elevated structure nearly one half mile into Queens. The spaces under this bridge have been neglected but could become an innovative new form of public space, accommodating local markets, pocket parks, and basketball and handball courts. Like the Randall’s Island Connector, the bicycle highway will also utilize the space New housing in this area will occur under the approach. Development incrementally and within the existing as-of-right FAR.

Amtrak Maximized residential FAR Linear park and markets

Accessory unit conversion

Astoria-Ditmars 60’ R.O.W.

VII. Sections

164

At the Hell Gate Bridge, where the Triboro lands on Randall’s Island, the existing bridge tower will become an observation deck and event space with panoramic views of the island. The bicycle highway, utilizing the extra width of the bridge deck, descends along a spiral to link into a circumferential bicycle route around the island. Randalls Island Field 62

Hell Gate Bridge

Event space and viewing deck

Randalls Island Park

Bicycle highway

East River

Hell Gate Bridge 60’ R.O.W.

At Port Morris, new affordable housing will be placed on top of old factories. Roofs will become green or used for new energy production. Rather than the segregation of uses, manufacturing, housing, and other uses will become more integrated.

Solar energy production

New housing

Bicycle highway

Bioswales

Green roof and water collection

Manufacturing building

Port Morris 125’ R.O.W.

VII. Sections

166

The removal of the Sheridan Expressway, parallel to the Triboro Line, will create greater connectivity to the Bronx River waterfront. This waterfront and green area will become part of the larger linear park.

Starlight Park

Bicycle highway

Boathouse

Solar energy production

to Sheridan Expwy. Bronx River

Sheridan Expressway Park 200â&#x20AC;&#x2122; R.O.W.

Co-Op City South Station New housing

At Co-Op City South, a circular station replaces the existing car parking structure and bridges over the tracks. Dense, midrise affordable housing is proposed near the station. Here, Triboro users can transfer to regional rail service on the MetroNorth or Amtrak. The station is elevated to anticipate for storm surge and sea level rise. The Bicycle highway station will also be a gateway to the nearby Pelham Bay, Orchard Beach, and a new park on top of the Bronx-Pelham Landfill. Bronx - Pelham Landfill Park

Co-Op City South 110â&#x20AC;&#x2122; R.O.W.

168

Data Base Map Streets: NYC DCP LION 16A (2/2016) Blocks and Lots: NYC DCP Map PLUTO16v1 (2016) Building Footprints: NYC Open Data (3/28/2016) Shoreline: NYC Open Data (2/29/16)

Regional Plan Association & Princeton University School of Architecture. Corridor Workbook: Design Initiative for RPA’s Fourth Regional Plan. 2017.

Parks DoITT Planimetics (6/2/2016), DoITT Open Space (Parks) (8/27/2016) Open Spaces: DoITT Open Space (No Parks) (8/27,2016) Rail: NYCDOT (2016)

“Housing NYC: A Five Borough, Ten-Year Plan.” The City of New York Housing, Preservation and Development Department. May 2014. http://www.nyc.gov/html/ housing/assets/downloads/pdf/housing_plan.pdf

Triboro rail line: Provided by RPA Triboro corridor: Provided by RPA Pollution Fine particulate matter: New York City Community Air Survey (UHF 42), Winter 2015 Ozone: New York City Community Air Survey (UHF 42), Summer 2015 Noise: Percent of U.S. Population with the potential to be exposed to transportation noise, 2014 - National Transportation Noise Map (CONUS Road and Aviation Noise), Bureau of Transportation Statistics Transit Use of cars: Census Bureau ACS 5YR, B08101 (2015) Bike routes: NYCDOT (2016) Green streets: Vision Zero (2009-2014) Jobs Largest employment sectors: LEHD 2014, provided by RPA Land Use Parking lots: NYC DCP Map PLUTO16v1 (2016) Parking structures: NYC Open Data (3/28/2016) Industrial parcels: NYC DCP Map PLUTO16v1 (2016) Rezoning: collected from various sources

VIII. Data / Sources / Project Team / Thanks

Ownership Publicly owned parcels: COLP 16v2, NYC Open Data (2016) Demographics: Race and ethnicities CUNY Sociodemographics data (2015) NYT “Then as now – New York’s shifting ethnic mosaic” (2011) Jewish populations: Brooklyn Eruv Maps

Sources University of Pennsylvania School of Design. Crossboro U: Expanding Opportunity in the Outer Boroughs of New York City. 2014. Regional Plan Association. Overlooked Boroughs: Where New York City’s Transit Falls Short and How to Fix It (Technical Report). February 2015.

“Charting a New Course: A Vision for a Successful Region”. Regional Plan Association. May 2016. http://library.rpa.org/pdf/RPA-Charting-a-New-Course.pdf

“One NYC: A Plan for a Strong and Just City.” The City of New York Mayor’s Office. 2013. http://www.nyc.gov/html/onenyc/downloads/pdf/publications/OneNYC.pdf “Strategic Plan 2016.” New York City Department of Transportation. 2016. http:// www.nycdotplan.nyc/PDF/Strategic-plan-2016.pdf “Power Trends, 2016: The Changing Energy Landscape.” The New York Independent System Operator (NYISO). 2016. http://www.nyiso.com/public/webdocs/media_ room/publications_presentations/Power_Trends/Power_Trends/2016-power-trendsFINAL-070516.pdf “Global Vision, Urban Action: A City with Global Goals.” The New York City Mayor’s Office for International Affairs. 2015. http://www1.nyc.gov/assets/international/ downloads/pdf/ACityWithGlobalGoals_merged%20Part%20I%20and%20II_ spreads.pdf “City of Seattle 2035: Your City, Your Future (Public Review Draft).” The city of Seattle Department of Planning and Development. 2015. http://www.seattle.gov/ dpd/cs/groups/pan/@pan/documents/web_informational/p2273984.pdf

Project Team One Architecture Matthijs Bouw, Arianna Armelli, Rebecca Book, Travis Bunt, Jieru Hedy He, Jesse McCormick, Dalia Munenzon, Mat Staudt, Despo Thoma, Tim Tsang, Lindsay Woodson Only If Kutay Biberoglu, Pierre de Brun, Karolina Częczek, Adam Snow Frampton, Angelina Andriani Putri, James Schrader

Thanks This project has been made possibly through the generous support of the Regional Plan Association and the Rockefeller Foundation. Thank you to the support, feedback, criticism, and encouragement of Guy Nordenson, Paul Lewis, Catherine Seavitt, Rob Lane, Christopher Jones, Rich Barone, Lucrecia Montemayor, Moses Gates, Allison Henry, Darius Sollohub, Felipe Correa, Rosalie Genevro, Maxine Griffith, Marilyn Jordan Taylor, Richard Weller, Megan Demarkis, Katherine Mella, Nick Iuviene Stephen Smith, and Seth Pinsky.

With the creation of the Triboro Line, the dual-purposing of a system of freight lines connecting Brooklyn, Queens and the Bronx for passenger travel, the Triboro Corridor becomes an area of increased opportunity for many New Yorkers in the outer boroughs, many of them recent arrivals. New mass transit should be combined with concerted efforts to re-think the underlying networks, including the introduction of automated vehicles such that they benefit all New Yorkers. An increased focus on biking and walkability brings many people closer to jobs, amenities, friends and family. The health benefits from modal shifts away from the combustion engine will be complemented by the benefits of well-designed sustainable streetscapes, and by the conversion of asphalt to green streets, pocket parks and water retention areas, cumulatively producing a 24mi linear park along the Triboro Corridor. These interventions provide a framework for substantial future growth in housing and jobs. Such growth, essential for regional housing affordability, can ensure the value generated is captured locally, by developing specific policies and tools. Job growth will be directed such that it brings the current workers into the next economy: a clean economy guided by a social agenda where technology enables workers to add local value. Critical sites along the Triboro Line, sparked by catalytic projects, will create destinations and introduce new programs to complement and strengthen the existing uses, programs, and functions.