by the RPA Staff
Eleven months ago, architect Daniel Libeskind won the mother of all design competitions to be master planner for the WTC site. The public attention given the competition elevated the entire field of urban design, and the selection was a victory for public participation even if the process itself continues to be a morass of competing interests - commercial, aesthetic and political.
Despite all the difficulties, the rebuilding of the WTC site represents an admirable attempt by the region, state and even at times the nation to come together, put long-term interests first and make the necessary commitments to do so. It's still unclear how successful the efforts will be, but at least attempts are being made. Using these values as a benchmark, we here at RPA look back over the last year and try to assess how well the region has done in various planning areas, from transportation to environmental stewardship. As always, the essential difficulties are cooperating to put narrow short-term interests aside in favor of long-term priorities that benefit more people rather than fewer.
Several favorable milestones were reached in the area of transportation. The AirTrain from JFK took its first journey along its elevated concrete pylons to the new transfer center at Jamaica in Queens. While it does not deliver a one-seat ride to Manhattan, the transfer is easy and close to effortless between the Airtrain and both the Long Island Rail Road and the subway system. Its completion is a high point in a year that, despite numerous setbacks and failures, had its share of successes.
A second feat was the re-opening earlier this year of the PATH station at the WTC site. Rarely has the opening of a transit station brought tears to so many eyes. The improvements came gift-wrapped with the announcement that Santiago Calatrava, the Spanish architect and poet of transportation infrastructure, had been selected by the Port Authority to be the architect of the permanent station.
But overall, the region's efforts on transportation were not up to par. The 2nd Avenue subway continues to be attacked, not because of its value to riders, but because it cannot deliver the benefits soon enough - a curious grounds for opposition. And only recently did NJ Transit and the Port Authority begin the EIS scoping session for Access to the Region's Core -- a new Trans-Hudson passenger rail tunnel.
It's easy to say why the region fails so often in transportation. It's because the political and business communities have failed to agree on a stable, long- term funding source that would allow regional interests to advance in a significant way. It is within this context that the MTA's decision to raise fares this year is a sad one. Despite the fare increase, the MTA continues to take on more long-term debt to fund current operations. The region needs to do something.
More regrets on the transportation front: Mayor Michael Bloomberg backed off his initial noteworthy calls for East River tolls. Another deficiency is that even as London succeeded brilliantly in controlling traffic congestion by charging to drive into the Center City, this region continues to duck serious consideration of using market tools to both control congestion and fund mass transit needs. Across the river, Governor McGreevey rejected his own blue ribbon commission's recommendation to avoid insolvency and fund the State Transportation Trust Fund with a motor fuels tax. [see next story.]
But we grow gloomy. Moving back to the plus side and over to Long Island was executive Tom Suozzi's success in sorting out the finances of Nassau County and developing public support for a planning process integrated into pursuit of a few key long-term goals for Nassau County, such as the Nassau Hub.
In Connecticut, a plus was the continuing progress of smart growth principles in Stamford, in contrast to the less rosy picture in the rest of the state, including the refusal of the legislature to adopt any smart growth principles legislatively. But its big low point is that Gov. Rowland, now ensnared in controversy for admitting he lied about accepting gifts, continued to push to use the breakdown lanes for traffic on I-95, while rejecting congestion pricing. This is a sure recipe for more sprawl and ultimately more traffic congestion.
Neighboring New Jersey began or finished its share of projects that work for broader, long-term interests. One high note was the opening of the Secaucus Junction station. The opening of this crucial transfer point, which connects almost all of the rail lines in New Jersey, had been awaited for decades. Also on the positive side was the announcement by Governor McGreevey and the Port Authority of a $150 million extension of passenger rail to the Meadowlands. In addition, voters approved almost a half billion dollars in bond issues to preserve open space and build parks, clean up brownfield sites and upgrade dams and wastewater infrastructure statewide. As it stands now, New Jersey has preserved over 300,000 acres towards its million acre goal.
Governor McGreevey's ill-fated flirtation with the "Big Map" (intended to rein in sprawl) ended up where most planners expected it to. While the Governor's support for Smart Growth and specific policies - including transfer of development rights - was certainly welcome news, the Big Map imbroglio only underscored that there are no simple answers to controlling sprawl. The hope here is that this effort can be channeled into renewed support for a strengthened State Plan, which provides a clearer blueprint for intelligent growth.
Other McGreevey Smart Growth initiatives fared better. The governor named a task force to produce an action plan to protect the drinking water and other resources in the Highlands. And support from NJ representative Frelinghuysen was critical in seeing the Highlands Conservation Act miraculously pass a House of Representatives not considered friendly to environmental initiatives. We are hopeful that this bill will pass the Senate in early 2004.
In New York City proper, the Bloomberg administration, with the support of RPA, showed admirable leadership in finding a site for the plant needed to filter the Croton water system, whose water purity fell victim to suburban sprawl development. Their innovative proposals will also provide $200 million for the park-starved South Bronx.
Also worthy of attention is the City's ongoing effort, led by Deputy Mayor Dan Doctoroff, to promote the redevelopment of the Hudson Yards on the West Side, which would include an extension of the 7 train. The project has great potential, and great potential for controversy, most of all in the proposed sports stadium. At this point only one thing is clear: many decisions have to be made well for this project to become a net gain for the city and region. Because of its significance, RPA will examine this project in detail at its 2004 Annual Regional Assembly (next April 16th), entitled: "Make No Small Plans: The Far West Side & Its Impact on the Region."
In the area of parks and open space the year had several big successes. In January, Governors Island was finally transferred to full state and city control. In addition, Brooklyn Bridge Park was completed and Hudson River Park made significant gains.
But even more notable was the decision by the New York legislature to approve the long delayed Brownfield legislation. Moving anything forward in Albany is of note; the landmark agreement will provide greater regulatory certainty for developers and financiers while giving community groups a place at the table and funding. This could help move dozens of urban redevelopment projects forward.
The year was almost at an end when it was announced that crime in New York had continued to drop, and that the city is the safest big city in the country. The crime problem was once considered intractable, and its dramatic drop shows that the region can move forward in even the most difficult of areas. Now if we can only get David Letterman to stop making disparaging remarks about our subway system and the size of our rat population.
As the year ends, we here at RPA wish everyone Happy Holidays and look forward to a New Year where the region makes some great resolutions, and completes them.
Eleven months ago, architect Daniel Libeskind won the mother of all design competitions to be master planner for the WTC site. The public attention given the competition elevated the entire field of urban design, and the selection was a victory for public participation even if the process itself continues to be a morass of competing interests - commercial, aesthetic and political.
Despite all the difficulties, the rebuilding of the WTC site represents an admirable attempt by the region, state and even at times the nation to come together, put long-term interests first and make the necessary commitments to do so. It's still unclear how successful the efforts will be, but at least attempts are being made. Using these values as a benchmark, we here at RPA look back over the last year and try to assess how well the region has done in various planning areas, from transportation to environmental stewardship. As always, the essential difficulties are cooperating to put narrow short-term interests aside in favor of long-term priorities that benefit more people rather than fewer.
Several favorable milestones were reached in the area of transportation. The AirTrain from JFK took its first journey along its elevated concrete pylons to the new transfer center at Jamaica in Queens. While it does not deliver a one-seat ride to Manhattan, the transfer is easy and close to effortless between the Airtrain and both the Long Island Rail Road and the subway system. Its completion is a high point in a year that, despite numerous setbacks and failures, had its share of successes.
A second feat was the re-opening earlier this year of the PATH station at the WTC site. Rarely has the opening of a transit station brought tears to so many eyes. The improvements came gift-wrapped with the announcement that Santiago Calatrava, the Spanish architect and poet of transportation infrastructure, had been selected by the Port Authority to be the architect of the permanent station.
But overall, the region's efforts on transportation were not up to par. The 2nd Avenue subway continues to be attacked, not because of its value to riders, but because it cannot deliver the benefits soon enough - a curious grounds for opposition. And only recently did NJ Transit and the Port Authority begin the EIS scoping session for Access to the Region's Core -- a new Trans-Hudson passenger rail tunnel.
It's easy to say why the region fails so often in transportation. It's because the political and business communities have failed to agree on a stable, long- term funding source that would allow regional interests to advance in a significant way. It is within this context that the MTA's decision to raise fares this year is a sad one. Despite the fare increase, the MTA continues to take on more long-term debt to fund current operations. The region needs to do something.
More regrets on the transportation front: Mayor Michael Bloomberg backed off his initial noteworthy calls for East River tolls. Another deficiency is that even as London succeeded brilliantly in controlling traffic congestion by charging to drive into the Center City, this region continues to duck serious consideration of using market tools to both control congestion and fund mass transit needs. Across the river, Governor McGreevey rejected his own blue ribbon commission's recommendation to avoid insolvency and fund the State Transportation Trust Fund with a motor fuels tax. [see next story.]
But we grow gloomy. Moving back to the plus side and over to Long Island was executive Tom Suozzi's success in sorting out the finances of Nassau County and developing public support for a planning process integrated into pursuit of a few key long-term goals for Nassau County, such as the Nassau Hub.
In Connecticut, a plus was the continuing progress of smart growth principles in Stamford, in contrast to the less rosy picture in the rest of the state, including the refusal of the legislature to adopt any smart growth principles legislatively. But its big low point is that Gov. Rowland, now ensnared in controversy for admitting he lied about accepting gifts, continued to push to use the breakdown lanes for traffic on I-95, while rejecting congestion pricing. This is a sure recipe for more sprawl and ultimately more traffic congestion.
Neighboring New Jersey began or finished its share of projects that work for broader, long-term interests. One high note was the opening of the Secaucus Junction station. The opening of this crucial transfer point, which connects almost all of the rail lines in New Jersey, had been awaited for decades. Also on the positive side was the announcement by Governor McGreevey and the Port Authority of a $150 million extension of passenger rail to the Meadowlands. In addition, voters approved almost a half billion dollars in bond issues to preserve open space and build parks, clean up brownfield sites and upgrade dams and wastewater infrastructure statewide. As it stands now, New Jersey has preserved over 300,000 acres towards its million acre goal.
Governor McGreevey's ill-fated flirtation with the "Big Map" (intended to rein in sprawl) ended up where most planners expected it to. While the Governor's support for Smart Growth and specific policies - including transfer of development rights - was certainly welcome news, the Big Map imbroglio only underscored that there are no simple answers to controlling sprawl. The hope here is that this effort can be channeled into renewed support for a strengthened State Plan, which provides a clearer blueprint for intelligent growth.
Other McGreevey Smart Growth initiatives fared better. The governor named a task force to produce an action plan to protect the drinking water and other resources in the Highlands. And support from NJ representative Frelinghuysen was critical in seeing the Highlands Conservation Act miraculously pass a House of Representatives not considered friendly to environmental initiatives. We are hopeful that this bill will pass the Senate in early 2004.
In New York City proper, the Bloomberg administration, with the support of RPA, showed admirable leadership in finding a site for the plant needed to filter the Croton water system, whose water purity fell victim to suburban sprawl development. Their innovative proposals will also provide $200 million for the park-starved South Bronx.
Also worthy of attention is the City's ongoing effort, led by Deputy Mayor Dan Doctoroff, to promote the redevelopment of the Hudson Yards on the West Side, which would include an extension of the 7 train. The project has great potential, and great potential for controversy, most of all in the proposed sports stadium. At this point only one thing is clear: many decisions have to be made well for this project to become a net gain for the city and region. Because of its significance, RPA will examine this project in detail at its 2004 Annual Regional Assembly (next April 16th), entitled: "Make No Small Plans: The Far West Side & Its Impact on the Region."
In the area of parks and open space the year had several big successes. In January, Governors Island was finally transferred to full state and city control. In addition, Brooklyn Bridge Park was completed and Hudson River Park made significant gains.
But even more notable was the decision by the New York legislature to approve the long delayed Brownfield legislation. Moving anything forward in Albany is of note; the landmark agreement will provide greater regulatory certainty for developers and financiers while giving community groups a place at the table and funding. This could help move dozens of urban redevelopment projects forward.
The year was almost at an end when it was announced that crime in New York had continued to drop, and that the city is the safest big city in the country. The crime problem was once considered intractable, and its dramatic drop shows that the region can move forward in even the most difficult of areas. Now if we can only get David Letterman to stop making disparaging remarks about our subway system and the size of our rat population.
As the year ends, we here at RPA wish everyone Happy Holidays and look forward to a New Year where the region makes some great resolutions, and completes them.
@RegionalPlan