It won’t be like Supertrain, it will just look like it.

It’s only fitting that the crossroads of the world has not only myriad means to travel there, but even competing initiatives to add more. Today, Gothamist presented a round-up of the light rail proposal for 42nd Street, which manages to take on an air of kooky quixoticism, or at least a scene from Singles.

Around for years — since they ripped the ones we used to have out at the behest of General Motors, really — the plan would be a surface light rail that would run on a median from river to river. If you’ve been to Portland, or Houston (!?!), you are familiar with what a modern surface light rail is like — street-car rails or a traditional track bed, with varying degrees of barrier or separation, depending on the speed of the system. The reason they are preferable to buses is that the systems typically override traffic signals and run on dedicated real estate, improving route times considerably.

The Vision 42 people also recommend turning the entirety of 42nd Street into a pedestrian mall, which is a nice idea, but perhaps too utopian. The logistical reason is that parallel traffic would result in left-hand turns, even if they were only illegal ones, but those would be the ones mostly likely resulting in injury, and absurd criticisms. Local press in Houston have taken to calling their system the Death Train, after a number of injuries, including one in which the victim was sitting in the tracks. If someone decides to take a load off in the middle of Broadway and gets hit, they don’t call it Death Way.

But they also are promoting a notion which is gaining traction in pretty much every major western metropolis, that of a vehicle-free core zone, or with modified access rules (congestion fees and the like). It is a nice idea, but the geography of Manhattan makes this a poor place to kick start this particular idea. East-west travel has always been more difficult than the transverse, and thus recommending pedestrian malls north to south would be far preferable — say, Fifth Avenue from Central Park to Madison Avenue.

But not if the Department of Transportation has its say. Gothamist parrots their thick-headed comments pretty uncritically, so one might be inclined to think that serious consideration on the part of the DOT — which might as well be called the Upstaters SUV Enthusiast Club — had occurred. But such thinking is clearly the province of the tyro. Every recommendation the city makes, and proves is effective, requires the notoriously pro-car DOT to sit in on its hands and mouth platitudes about requiring more studies and concerns about traffic flows, with a solemn return to the status quo at the other side. They do one hell of a job creating an air of mystery and immutability when it comes to the role of cars and the impossibility of traffic. This is effectively sustained by the permanent lodging of heads in other areas.

See, it’s just engineering. Engineering is fascinating because, in principle, it is value neutral. Of course, that’s not the case in practice, but people get snookered with misrepresentations of capital costs, be it the avoiding of incremental residual effects or casting one bond issuance as a ‘tax’ and the other an ‘improvement’. What is comes down to is we basically subsidize the production, ownership and maintenance of a car culture to an extraordinary degree. The yearly payola to the auto industry, the Highway Bill, is one massive subsidy never properly termed, even as critics of funding rail deride those portions as such.

To traffic and urban planners, the insertion of light rail, a dedicated bus lane, or pedestrian mall, is not a spin of the roulette wheel, or an act of faith. Rather, it is only a matter of calculation. A great number of them, to be sure, and requiring other considerations to succeed, but the basics that are usually trotted out — congestion, reduced mobility of vehicles — are not actually inhibitions, simply parameters to be controlled for. So it would not be necessarily easy to introduce new methods or idea, but it would be no harder than any other major infrastructure project in the city. It would simply be a matter of priorities. And we know where these rest at the DOT — on an inflated rubber-wheeled platform that carries at most five people.

Peruse the Transportation Alternatives site for more information on just how bad it is. Even as studies consistently show that traffic calming does not increase commute times, that traffic light cameras reduce accidents, and as residents beg for speed humps or neckdowns, the DOT is obdurate in its march to speed traffic and enable drivers more opportunity to be reckless in the densest pedestrian environment in the country. Being a state agency, much of this agenda is driven by upstate prejudices about precedent and control, and perhaps a little inane obstinancy about our socialist agenda of a decent subway.

Certainly the pedestrian mall idea is somewhat grand, but it is too easy a target for the DOT. As there are literally dozens of examples of proven strategies to improve commuting via existing options (dedicated bus lanes, changes to stops and how passengers board) and new ones, such as surface rail, the DOT has no good excuse for not vigorously pursuing their introduction.

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Lucky number seven.

The Times provides some background on the inability of the MTA board to count. Turns out the unanimity regarding the Jets’ bid was out of concern for expanding the system, which they see as part of their mandate. The Times provides some talking heads who claim that no, the board’s primary role is fiduciary responsibility. Curiously, they find no one who states the obvious: the board exists to pander to the political interests of those who nominate the members (the wonder twins, Curious George and Mike-Mike).

So, anyhoo, the board announced their secret agenda — which would have been helpful to firms, you know, preparing bids — of selecting bids that only further their claimed agenda of improving mass transit. And it turns out this can only be accomplished by building a football stadium. The East Side is going to be pissed — now that the Avalon Bay Whole Foods is selling masses of ‘conventional’ produce, there aren’t any good sites left. How does a football stadium further mass transit? Well, in the course of a football game, there are masses of cars that move in and out over a short period of time. Okay, it’s not that simple: a stadium gets a subway built because if you give away your land and all your development rights, the city commits about 2% more to your capital campaign, and the state commits bupkes (well, a little less, since both have been defunding the MTA while packing the board with sycophants), and voila, a two-station extension to the 7 line is, um, on track (while consuming about 25% of your capital budget!). First stop is the Chinese Consulate (that’s the Morris Lapidus building the Times didn’t want to name names about a couple weeks back), proving that we can dust off all our racist fear-mongering from the turn of the century, and the second is the stadium itself, a very helpful resource for all those people who will be driving from Jersey to Jackson Heights for cheap parking and easy access on game day.

Now wait a minute! you cry. The MTA is getting good money for their lot: some $280MM, and maybe even another $440MM. Sure, sure. The MTA gets nearly $640MM (provided the entire West Side development plan is upended) in exchange for a $3 billion subway extension. So, yes, you are right: it isn’t nothing, it’s a net loss of over $2 billion. Now wait a minute! you cry again, the city is kicking in the $2 billion. Um, yeah, that’s what they said. I don’t know if you noticed, but the MTA is more or less the town bike. Everyone promises they will love you in the morning, then laugh behind your back while you go begging for fare increases. When Mike-Mike actually issues some bonds for that scratch, then we’ll believe him.

Worst case scenario? Stadium work begins, with or without the Olympics, the MTA gets itchy about its capital campaign, the Hudson Yards development stalls, and a big plan to reinvigorate what appears to be an essential development site devolves into everyone’s worst projections. If you want to know what this will look like in about 30 years, I suggest you hop on the part of the 7 line that does exist and ride out to Flushing Meadows.

But say the city comes through, and the gleaming palace on a hill (don’t forget, the platform they need to build will be just that, a good twenty feet above the surrounding neighborhood) gets built, we get the 7 line to nowhere, the development over there actually proceeds apace, and I’m all wrong. Well, hooray for capitalism and all that (I for one, cannot wait for Battery Park City: The Sequel). But the Times also points, briefly, to one of the most devastating issues with all this planning: the collapse of East Side transit. Remember, just before, when the MTA was arguing they are charged with improving and increasing transit? Well, the two things they are willing to put money against — the aforementioned 7 line, and the Grand Central-Penn Station connector — will result in anywhere from 20-60% more commuters accessing Grand Central and the Lexington Avenue line daily — a line already so overburdened that the MTA has done everything it can, short of placing employees at the head and foot of every train to call out clear distance, to add capacity. I’m not going to invite you to try navigating the connectors and platforms of what is currently the second-busiest transit hub in the United States during rush hour to get an idea of how bad it is.

Now, the MTA says it is committed to the Second Avenue line. You know, the one that’s been planned for, oh, 80 years, and under construction for a little less (30-odd). The RPA, which has done the most extensive analysis of the issue, agrees that this is a capital idea, but they are as skeptical as everyone else that it will happen, and worse, they’ve done fancy scientific things, like calculations, to indicate that it needs to be done first, or it will be a 20-year kerfuffle on 42nd Street. And to be done in time, it needs to be underway now. Wait — it needed to be underway a couple of years ago. Oh, well. Good thing the MTA is so focused on improving and increasing transit.

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Welcome to Orlando.

It’s just about done — whoops, sorry it is. Peter Kalikow, Woody Johnson, and Mike Bloomberg have bent the collective we over a canoe and announced:
I’m gonna make you squeal like a pig.” This should dispel those pesky rumors that the MTA is something other than corrupt ($200MM in overruns to a limo driver rehabbing your headquarters), incompetent (taking $50MM today over $400MM), or lackeys for scrabbling politicos who are both tone deaf (Mike-Mike) and astoundingly craven (Curious George). Pulling some numbers from the claims in the New Yorker article, if everything goes exactly as planned, in about 10 years, this billion-dollar-plus investment (excluding the 7 line extension) on the part of the city will net — wait for it — almost $5MM dollars a year in net tax revenue! Hey, Mike, give me a billion and see if I can produce those same numbers. I think I could. You know how? I’d buy NYC munis, the rating of which should tank once details of this deal are revealed (if they even are — if you are going to steal from the city all Tammany-style, it’s best to hide in the back room), and yields skyrocket. You have to figure Woody has some kind of dirt to railroad a deal like this through. Given the family fortune, it probably involves a lot of K-Y, which we are all going to need, whether it’s to love the pounding our tax rates are going to take, or the lube we’ll need to navigate the West Side as all the Jerseyites who actually are the Jets’ fan base worm their way home each Sunday in the fall.

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Errata.

Some loose ends, midweek:

SO WHAT BUILDINGS do I actually like? Well, I can’t help the dearth of quality. Others can, and back in 2003, the Architectural League decided to try and promote their efforts, creating the New York Designs lecture series to:

…provide a forum for the presentation of innovative and accomplished work in New York City. Exploring a variety of New York building and interior types, New York Designs presents a wide range of projects, from stores and restaurants to offices, galleries, and educational facilities. A new theme is developed each year, and participants are selected based on portfolio submissions.This year’s New York Designs series will spotlight small scale transformations that express big ideas.

How can a single strong design idea definitively shape a project? From material explorations to design strategies and programmatic invention, what elevates a concept beyond mere function to a project that is inventive within modest means?

If you’ve got the chops, you’ll get the props. Or something like that. Notices seem to have gotten mailed a little late, and the deadline for submissions is tax day (April 15). Details here.

AS BEFITS THEIR FUSSY EVENHANDEDNESS, The New Yorker waited until the day before the MTA vote to publish a non-committal profile on Bloomberg. Perhaps they used his washed-out public persona as a template. They do a fine job of laying out the stadium issues in solid New Yorker-style (um, overly long, and with a couple annoying shifts in narrative sequence to distract you from the fact that it is twice as long as it needs to be; again, don’t I seem perfect for a job there?). Unless you have a sub, online you’ll have to settle for Ben Greenman’s synopsis via an interview with author John Cassidy. And they have an interesting approach to disclosure. The Times does its part by dutifully noting their new building (but, hmmm, rarely mention their PILOT deal) whenever development in the Times Square, or Renzo Piano, is mentioned, but even after detailed conversations about the role of development zones and the diviseness they have sown in neighborhoods, Cassidy didn’t think it necessary to note that corporate parent Conde Nast has a home (which includes the editorial offices of the The New Yorker) that is the result of one such battle royale (of which I cannot find any decent online resources, so just trust me), which lasted almost 20 years — and stands as an example of the benefits of being prudent, given the superior quality of work that resulted, allowing me the generalization that PJ and his lackey Burgee would have produced some of their patented late 80’s corporate hackery, given the chance. And that, my friends, is some glittering virtuosity of dependent clauses, is it not?

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The memory of Olympia & York looms large.

Crain’s New York (print only) is reporting that Larry Silverstein dropped about $300,000 producing cloth-bound promotional brochures (at $150 a pop) for 7WTC, a property still unsullied by the grime of commerce. He’s got a good nine months or so to seal the deal — a deal — any deal. But he’s also got some 1.7 million square feet to deal with.

Now, as you can expect, and I’ve likely said before, I don’t give the proverbial rat’s ass about commercial real estate. Soul-crushing behemoths courtesy of David Childs and Ceasar Pelli, if we are lucky, that hasten the degradation of neighborhoods and haven’t trickled any benefits down into my pockets? No thanks. Sure, you can start with the half-assed Adam Smith lecture, but I don’t think my avocation of campaigning for the dismantling of speculative real estate is actually going to change anything, so leave me to my windmills.

What is significant about this continued failing — mind you, we’re talking about Class A space that, allowing for still-available grants, rebates, and other post-9/11 assistance, nets out to less than 50% of what some boutique buildings are getting in Midtown, and a good 30% less than what larger blocks are going for — is how accurate a bellwether it will be for downtown recovery. Remember that Kevin Rampe, who still exerts a lot of pull, is adamant that another 7 to 10 million square feet of office space be constructed (and he considers that a moral mandate, not an economic one).

There are arguments to be made about the challenges of the site: it will be surrounded by construction for the next decade, and it really isn’t a great location. It was so successful before simply because it was one of the newest buildings close to the WTC. So it can be argued that there is no way to measure the potential for long-term recovery at this stage. But there is also a whiff of desperation in the act. When ground has been broken on a good half-dozen speculative commercial buildings of medium scale and above (which hasn’t happened since the 80’s), to be this close to completion without even the hint of a deal bodes ill. Sure, once the rest of the area is rebuilt it may be more palatable to commercial tenants, but the air of failure that surrounds half-empty buildings would be its own detriment.

Given that Rampe’s thesis is worthy of sharply questioning, the continued absence of tenants should be seen as justification for reopening the discussion of what the remaining sites, previously slated for commercial properties, could now become. The memorial is undergoing serious reworking, there’s some scuttlebutt about whether or not the four selected cultural institutions will be able to raise the money to hold their spots (and to satisfy the voracious appetite of Frank O. Gehry and Associates), so it’s fair to keep an open mind about the remainder of the site. What is sacrosanct about spec office space? And, given the recent travails of Silverstein, the real question might be: What is sacrosanct about unrentable spec office space?

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I’ve got a hole in my pocket.

As distracting as the teeming masses of humanity that collide on the streets of New York each day can be, I still find myself craning up or down, seeking insight into the mysteries of life lived so transparently in towers, or the secret spaces below that knit together the services that sustain them.

I’ve often heard the comment that one shouldn’t look up, as it marks you as tourist and makes you an easy target for the slick-fingered. But I feel like an outsider most times and still have yet to meet someone who has fallen victim to a pickpocket. Given the banality of much of the street-level services, entrances to buildings given over to unfortunate awnings, various storefront metal enclosures, and rafts of merchandising, wanting to know the buildings themselves requires distance and a willingness to look provincial.

Seeing below only requires an embrace of the slight dementia one projects when staring pointedly into a grate or opening briefly revealed. Such diligence reveals sights that are quite amazing. On Bleecker Street, just west of Mercer, one can see an amazing subterranean support area for an NYU facility — or used to be able to; I walked by to verify the location, and for the life of me I can’t find it, leading me to believe that some security fears have eliminated it (any better directions here are welcome). While it was still visible, it appeared that the furthest visible point was at least four stories down. Over on 4th Avenue, several of the ancillary space of the Lexington Avenue line are visible just north of Astor Place.

These vistas are a permanent possibility on any given night. Construction provides a whole other level of insight, albeit a more fleeting one. To get an understanding of the impact of bedrock on construction in Midtown — aside from convenience to regional transit and other socio-economic interrelations, one of the reasons Midtown became so dense with towers is the presence of bedrock in exceptional quantity — go look at the site for the new Times tower on 8th Avenue and 41st Street, where literally just below surface level excavation equipment is clawing at bedrock every day in preparation for the coming tower.

The revelation of complexity that hides between the buildings requires a rare moment of street opening. So there are holes, and then there are superlatives of holes, such as can be found at the intersection of Stanton and Chrystie Streets. I consider myself something of a connoisseur of such sites, and this one is awe-inspiring. A temporary street crosses the opening, with the cut visible on both sides, showing a network of suspended cables, conduits, supply lines, and temporary bracing. Far below is what appears to be a disused platform that is part of the Chrystie Street connector of the IND. The only other possibility is that it is the southern tip of the proposed ‘East Houston’ stop of the Second Avenue line. I don’t know enough about the locations of some of the photos available of the completed portions to speculate with any accuracy. But for those who are more adventurous, not only is this a hell of a thing to see, but there is also a readily accessible ladder — a quick hop over some fencing, and you could be in. It’s a quiet enough area, and, aside from having to scale down some thirty feet rather obviously, there is plenty cover the further one gets from street level. I can’t imagine this area is completely free from oversight, but it sure looked empty on a Saturday evening.

Even if you aren’t the spelunking kind, seeing this is a fascinating explication of how we manage to keep all the pieces in place. I’ve noted that my obsession with infrastructure came at the knee of David Macaulay, and this intersection looks more like a page from Underground than I have come across in ten years. Knowing it’s not the sort of thing that provides the same kind of charge as waiting in line for Crash Mansion, I don’t recommend it unreservedly. But if it’s the kind of thing you go for, don’t miss it. And if you are more ballsy than I when it comes to flouting the propriety — well, legality — of further exploration, please send me any evidence or stories.

NB: I’ve avoided using imagery in the course of posting, mostly because I’d rather not have an image substitute for the lived experience. But words can bserve the same vicarious function, so I’ll occassionally provide a visual supplment. Click here to view some mediocre images.

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How much is that tax subsidy in the window?

There’s nothing like cash: anonymous, a little grimy, but everyone takes it, and doesn’t ask questions. Except for Mr. Clean Hands, Mike Bloomberg, who is still turning up his nose at the cold, hard green that Cablevision plunked down.

Those Cablevision folks are playing this one like Karl Rove. I foolishy predicted that they would be braying all over town if they topped the Jets. Turns out, they didn’t and they did, offering the truly staggering sum of $760 million, cash, to tell the Jets to get stuffed. Their offer is noncontingent, meaning that if they never get around to building anything, the MTA keeps the scratch.

The cash is still a gross number, and includes the cost of building the platform over the rail yards, so it’s likely that Cablevision would deliver about $450 million upfront, which, by someone’s calculation, is the value of their near-monopoly of sports and large-arena events in the city.

Given how much they have dragged their heels on renovating the Garden, this is likely one of those Enron moments, where a craven decision to dump cash now (that may be less than the costs of renovations and lost opportunity dollars for displaced events during the renovation period) in most expeditious way to protect the monopoly and its likely extraordinary margins. Plus there’s that $12 million a year in tax breaks.

If Bloomberg wasn’t blinded by Dan Doctoroff’s obsession with making New York into Tysons Corner, he might leverage this offer into a win-win for the city: wrestle down the development proposal into a binding situation that provides housing and public facilites and get the Dolans to do the renovation at MSG (sure, we can all get to hand-wringing on the monopoly status later; does anyone think a Madonna concert will get cheaper once there are two large-event spaces in the city?). None of this will compromise the potential to expand Javits, since the preferred expansion is to the north (not without its own problems) or, creatively, east or upwards. Only the Post would miss the Super Bowl, and if we need to promise a stadium today for 2012, well, fuck ’em. What’s the IOC done for anyone lately, besides take bribes?

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It’s time for the obvious ‘Show me the money’ reference.

So everyone had to put their cards on the table, and would you believe it? The Jets happened to have about 600 million more cards than everyone thought they did (that’s some Gaultier-like sleeve they were wearing).

Before the MTA starts counting chicks, there is the issue of the platform. Aside from the fact that the platform itself is a bad idea, it also needs to be constructed and funded. When the Jets made their original offer of $100 million, it was only a footnote. After Cablevision got in the act, words from the mayor indicated the that the platform construction was going to be funded by the Jets, making the $100 million a net offer. Cablevision was offering $600 million gross, which, less the estimated $250 construction cost, was only $350 million net. Bloomberg took pains to explain all this to underscore that the Cablevision offer wasn’t all that generous, merely three times as much.

As of yesterday, the Jets are the big dog, gross (maybe: Cablevision didn’t release numbers — but if they did top the Jets, you can be sure we would have heard about it by now) and net, with a $720 million net offer on the table, meaning if the Cablevision offer did not increase, the spread between the two is $480 million. That’s a nice bit of change for the MTA. However, that is not any great sacrifice on the part of the Jets, since almost all of the increase comes from other developers in exchange for increased air rights on adjacent parcels. And this is still offset by $600 million of city subsidy (which City Council is taking a whack at) and city-guaranteed bonds to finance the Jets’ contribution.

The addition of new development is a problem, since it may require a ULURP, a process the stadium has been thus far able to avoid, since it is under state control. This is crucial, since this is one of those annoying good government check-and-balance requirements that allows opposition to fairly heard. Presumably, by detaching the additional development, the Jets are proposing the stadium construction move forward while the land review is underway for the new housing (Cablevision, by restricting its development to the yards proper, would be able to avoid ULURP just as the stadium did). It’s not clear if the Jets want this offer to encompass all of the use rights for the yards. You will recall that the justification for their underwhelming bid was that they were only securing use rights for one-third of the site.

Meanwhile, Cablevision is offering a socialist paradise in the form of a gargantuan mixed-use development — housing, schools, library, performance space, a needle exchange, abortion clinic, and gay marriage chapel. It’s the sort of project only an urban studies professor could love, which makes sense, since that’s exactly where it came from. The Daily News seems to be in the business of promoting GSD staff (that’s Alan Altshuler who is the dean, not Alex Krieger), but hey, a Harvard guy is a Harvard guy, right?

Sure, the renderings are a little scary, but no more so than those from the Jets, who didn’t provide a model of what the new housing will do to an already overcrowded West Side plan (which the Times helpfully points out will be bigger than downtown Cleveland when all is said and done). Whenever you try and build a model of 5,800 apartments it can be a little daunting. Comparative studies of recent projects such as Trump Theme Park up on 72nd Street or Battery Park might be instructive. If Cablevision could promise that a substantial (30%, say) portion would be low-income, it would end up being one the most progressive large-scale developments since Stuy Town — and that turned out okay, didn’t it?

Most distressing is that adding six thousand housing units won’t even make dent in the housing shortage up and down the economic scale. Even though this superheated market has made renting finally the better deal — so yeah, take a look at your hyper-expensive shoebox and tell yourself that you are getting the long end of the stick — that fact only underscores that we are in desperate need of a long-term housing policy that is citywide. And it will produce ideas that look much like the Cablevision bid. Given the timetable and circumstances in which the bid was mandated, it could be much worse. And, after years of being nothing but a pox on the city, several of its sports teams, and cable subscribers all over Long Island, it is ironic that a deal that evokes the spirit of the Dolans would be the catalyst to provide them a moment of possible redemption.

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Morris Minor.

Cue woeful, seventies Elmer Bernstein soundtrack (sorry — caught the end of Serpico this weekend), fire up the Penn Station references and knit together the Identikit of bygone days obliterated before our very eyes. Oh, wait, someone did all that already. Thanks. Anyhow, one of the last remnants of the old school flavor of Union Square slipped quietly (well, not for the neighbors) away last week, when the plague of bright, red Bank of America branches, which are spreading like the blood from the elevator in The Shining, claimed the Paterson Silks building, lately know as Odd Job, one of the local extant examples of work by Morris Lapidus, the designer typically associated with everything negative about American excess.

Lapidus was an interesting designer — maybe he would be even better acknowledged as scenographer. Inevitably, when one discusses his work, the form in its entirety is rarely discussed. Most times it is an interior event or detail, or the subsequent impact his hotels had in affecting the shape and style of recreation across many fronts, from the idea of a glamorous destination being accessible to all, to swinger and cocktail culture across the generations.

Lapidus was not the progenitor of these disparate threads, but, like Victor Gruen, his accomplishments have be attributed to much more than his actual oeuvre (though given his longevity, it was substantial). As a result, there are myriad examples of work, some of it better, some far worse, that are living examples, and not likely to disappear anytime soon.

The value of the Paterson Silks building is actually an interesting contrast, since the external form is far more recognized and notable than the interiors. As Unbeige noted, when the folks at Odd Job undertook the renovation, they did not deem it necessary to modify their basic retail strategy on the interior. One could imagine a perverse ironic thrill that Lapidus would have surely appreciated upon encountering the dross of consumer culture that is the dollar store without any accommodation for the (relatively) impressive lineage of its environs.

But how much value? There is something to be said for the scale of the building, and the low-key way it managed to occupy the corner, a tyke in among giants at the edge of Union Square. Before it succumbed to the dollar store tide heading eastward, it also stood out as a remnant of retailing that recalled the mid-century history of Union Square. It was a good little building.

But good little buildings may not be worthy of preservation. They certainly aren’t to the folks currently managing such things. I might also hazard they aren’t even if the Landmarks Preservation Commission deemed it so. There are inherent problems with how ‘preservation’ is conceptualized and executed, and these problems leave us with a murky future path.

Though preservationists would have that a rigid and quasi-objective standard is employed, in practice, local boards are rife with taste-making, a practice that is typically eschewed by most public oversight of construction. There is a likely correlation among the rise of homeowners associations, local preservation boards, and a perverted notion of “states’ rights” or “local rights” which is typically a stringent taste hegemony masquerading as libertarianism.

Consequently, here is one theoretical rub — if the protection of significant structures is a certain question some years down the road, why do we not permit or mandate more rigorous oversight of construction now? In areas that are historic districts, this is already a condition of new construction — often resulting in disappointing pastiche or fawning historicism — so why not be proactive about the areas that will someday rank similarly?

There are a couple reasons why this questions lingers with little interest. One is the relative youth of American cities, most untouched by war or other disasters that would foreground issues of recreation or rebuilding absent the most degenerative force in our cities: developers. Another is the relative youth of the preservation movement, and its apparent fetishization of nineteenth century architecture, which for the early decades of the movement was intensified by the pressing need to move quickly to preserve legitimate candidates that were falling literally daily. The last problem is scale: the world used to be a lot smaller, and there isn’t much of it left. We are increasing the stock of buildings and means of recording them exponentially. And in many places we are running out of room.

The question of what to do — in terms of what to preserve next — is debated in design and academic circles, but generates less interest in large swathes of the armchair community — a situation that can be best described as not a living mandate, but as a museum with a limited purview, and the current members would rather those twentieth century preservations just go set up shop in another part of town — preferably where the modern architecture is.

Well, they have, to mixed success. One area in which they brush up uncomfortably against the traditional preservationist mandate is time: the Historic Register, which is the gold standard of protection, as might be inferred, does not admit members under 50. Localities can be more aggressive, pulling in the goal posts to 25 years. It isn’t obvious, but there are more than a few examples of buildings that might merit protection that fail to cross even the lower threshold. So even as buildings with relatively little merit besides perseverance are racing over the transom of local protection (thankfully the National Register entails a more rigorous process), there isn’t even a functioning dialogue as to what should be kept, and, often more importantly, when we need to start making those decisions about what is being made today.

If you follow this line of thinking — that each step need be taken with an understanding or expectation of determining absolute historic value as soon as possible — to its logical conclusion, the process of winnowing and landmarking would be analogous to deciding what to name your kids before you kiss on the first date.

Without a doubt, each day we lose a building, or a part of one, that is worthy of additional consideration, or preservation, for many reasons, often outside the criteria typically applied. But trying to establish an after-the-fact justification is closing the proverbial barn door, and prone to caprice once the control falls outside the glare of public consideration. An effective preservation strategy would encompass a methodology for mandating design quality from the outset. That sounds like a call for design review as part of the permitting process, and I think it’s viable. Given the number of underemployed designers, and the successes of Edward Feiner at the GSA, it’s not an unreasonable notion. And it would parallel the review process at the other end. I don’t believe you can effectively have one without the other.

It’s a shame about the Paterson Silks building. But the more acute failing is the quality of building that is replacing it. That is why the current logic of preservation is flawed — once the battle for saving has been ended there is no recourse to mandate quality going forward. I’m okay with progress, if it has value, and here there is none.

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Someone else gets $850MM. You get a free dinner.

The dregs of WTC recovery funds are still unallocated. The upside is that the dregs are some $850 million. The downside is the LMDC has well over that in requests. If you include such blue-sky/ill-advised proposals such as the West Street Tunnel, or an airport rail link, there is upwards of three times as much being requested as is available.

And apparently there is still a belief that good, old-fashioned commmunity organizing can make difference. Now, I’m not trying to disparage the effort, I’m just a little cynical. If you aren’t, and still have the wherewithal to make an effort, tonight the folks at 9/11 Environmental Action (be wary of that site: it’s a little over-italicized) are sponsoring a forum that seems part conscious-raising, part tactics and planning:

What: “Without a Trace???” A forum on how the remaining LMDC funds could STILL revitalize the communities of Lower Manhattan in an exciting way that addresses the affected communities’ most pressing needs–jobs, affordable housing and unmet environmental health needs!

When: TODAY: Wednesday, March 16 — 6-8:00 PM (Registration begins at 5:30, when a free buffet dinner will be served!)

Where: University Settlement — 184 Eldridge Street

The range of possibilities is quite broad, under the terms of the grant, so don’t be swayed by the downtown real estate cabal. This money could be used to fund educational programs, job-training for displaced workers, housing, and economic or cultural development. If Kevin Rampe got his way, it would, of course, subsidize spec office space. At least one downtown figure, councilmember Alan Gerson, thinks this is a poor response, and is part of the program tonight, presenting his “Renaissance Plan”.

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