Monday, April 30, 2007

Reference or fantasy? The (projected) ten-year Atlantic Yards timeline

(Click to enlarge)

Forest City Ratner's Atlantic Yards is supposed to be completed in a decade, by 2016, according to the construction schedule included in the Atlantic Yards Final Environmental Impact Statement issued by the Empire State Development Corporation.

Graphic designer Abby Weissman has combined elements of the construction schedule with the Atlantic Yards site plan. Time will tell whether it's a valid reference or a fantasy.

Project landscape architect Laurie Olin said it could take 20 years. Chuck Ratner of parent company Forest City Enterprises said it could take 15 years. Such schedules would delay the provision of promised benefits like affordable housing and open space and cause "interim surface parking" to persist.

Behind schedule

When Atlantic Yards was announced 12/10/03, backers said that arena would begin development in 2004. It's more than two years late.

Beyond that, the project is likely well behind the stated timetable. Demolition of buildings in the Phase 1 arena footprint was to be completed by 7/2/07; several of those buildings almost certainly will remain enmeshed in litigation beyond that date.

The Carlton Avenue bridge between Pacific Street and Atlantic Avenue was supposed to be closed from November 2006 through July 2007; it hasn't been closed yet.

(Note: no completion date for Building 10 is listed on the construction schedule. However, a completion date of 12/30/16 for Building 10 is listed on p. 7 of the Appendix, which includes the much more detailed master plan for construction.)

A subtraction from the Ward Bakery

What's missing from the Ward Bakery? A two-story, seemingly-improvised temporary cinderblock wall that rose above the western segment of the building, in the foreground of the photo above, forming a link of sorts with the adjacent building and creating some additional interior space.

That wall existed after 200 feet of the parapet tumbled on Thursday, as shown in the bottom of the two photos below. It likely was less stable than the rest of the building and demolished on Friday, the same day the scaffolding was installed. Update: the demolition was at the request of the Department of Buildings. (Photo above taken Saturday by Jonathan Barkey)

Today we may learn more from the Department of Buildings about its investigation into the incident and when and under what circumstances it may allow demolition to proceed on the proposed Atlantic Yards site. (Photos at right by Robert Guskind of the Gowanus Lounge. See NoLandGrab for the three photos combined.)

Sunday, April 29, 2007

Clinton Hill the "bloggiest" neighborhood? Nah, it's Prospect Heights

[Note: This post has been updated.]

Outside.in, an innovative, venture capital-funded way to organize neighborhood information by collecting work by "placebloggers," has issued a press release claiming to identify America's Top 10 Bloggiest Neighborhoods.

The number one neighborhood: Clinton Hill.

Nah.

Here's Outside.in's methodology:
The results below are based on a number of variables: total number of posts, total number of local bloggers, number of comments and Technorati ranking for the bloggers.

That assumes that blogs are about one specific neighborhood and that the blog is included in Technorati. It also confuses the home of the blog with the subject of the blog.

Clinton Hill & AY

Here's what Outside.in says about its top-ranking nabe.

1. Clinton Hill, Brooklyn
The Neighborhood
The rapidly gentrifying tree-lined blocks of 19th-century townhouses are also home to the Pratt Institute of Art.

Local Blogger
Jonathan Butler, creator of Brownstoner, who quit his Wall Street job earlier this year to run his popular real estate and home renovation blog full-time.

Local Obsessions
Will the nearby mega-development Atlantic Yards destroy the neighborhood's quiet charm? Is the still-hot Brooklyn real estate market headed for a crash?


While Brownstoner is an interesting and popular blog, especially because of the robust comments section, it is hardly a blog focused exclusively on Clinton Hill. (Butler's based there.) Rather, it's a blog about Brooklyn real estate and neighborhoods faced with development.

And Atlantic Yards is hardly the "local obsession" that distinguishes Clinton Hill from other nearby neighborhoods. NoLandGrab is clearly the comprehensive source for Atlantic Yards-related information, with far more posts per day than Brownstoner's total on all topics.

Outside.in relies most heavily on NoLandGrab in its Atlantic Yards section. Its press release didn't mention NLG.

Beyond Clinton Hill

When CNET followed up, in an article headlined Report: 10 communities most likely to spur a blog post, the summary erred:
No. 1 is Brooklyn's Clinton Hill neighborhood. The proposed $4 billion Atlantic Yards project has burned up the blogosphere, said John Geraci, Outside.in's chief product officer. The plan calls for the building of a huge commercial complex, which includes a sports arena, hotel and retail shops.


First, the project would be mostly housing.

Secondly, if Atlantic Yards burns up the blogosphere, then Clinton Hill and Brownstoner are not the main entry point to the controversy.

The press release got picked up by mediabistro, the New York Press blog, Brownstoner, the Brooklyn Heights blog, Only the Blog Knows Brooklyn, the Clinton Hill blog, and many more.

Park Slope slighted?

The New York Post, in a 4/25/07 article headlined BROOKLYN HAS NATION'S BLOGGIEST NEIGHBORHOODS, added an interesting observation from Outside.in founder Steven Johnson:
Park Slope and other brownstone Brooklyn neighborhoods were almost as bloggy, Johnson said, although the official second place went to Shaw, D.C., followed by downtown L.A.

Hm--does that mean that they left out other Brooklyn neighborhoods because they wanted a national list? We can't be sure, because Outside.in hasn't published its methodology.

The home, or the subject?

Putting aside Outside.in's research methodology, I'd say that, for substantial and original content, Park Slope-based bloggers surely surpass Clinton Hill. The Park Slope-based blogs include my Atlantic Yards Report, NoLandGrab (weekday), and Gowanus Lounge--and several other bloggers who post regularly.

But Prospect Heights, because of the Atlantic Yards project, is clearly the most blogged-about neighborhood. The blogs mentioned above, plus Brownstoner, Curbed, Gothamist, Brooklyn Views, Picketing Henry Ford, and more all cover Atlantic Yards.

Why has the project received such blog-based scrutiny? I'll remind people that Brooklyn College's Paul Moses, a former New York Newsday reporter, has said of Brooklyn and the press:
Nowhere in the country do so many people get so little local coverage.

Where to go for AY

And Outside.in posts text ads when you search "Atlantic Yards" on Google, claiming to offer "News and inside info on Brooklyn's most controversial development."

You may indeed be able to find news and inside info, but there's no original content. All the content is coming from somewhere else, notably sites mentioned above.

Following up

Outside.in's Steven Johnson comments below that the list was "more fun than empirical science" and explains that the list "began by counting the location of individual posts, not bloggers."

While I appreciate the spirit of the exercise, I still think it falls short. First, the press release claimed to answer the question "what exactly are America's bloggiest neighborhoods?" I think the word "exactly" was obviously overstating things.

More importantly, if you look at posts grouped under Clinton Hill on Outside.in, a significant number of them--a majority on the home page as of April 30--are about Prospect Heights, especially Atlantic Yards, not Clinton Hill. So proper identification of "the location of individual posts" is crucial to determining the bloggiest neighborhood.

Saturday, April 28, 2007

The Atlantic Yards pause isn’t enough, groups say, seeking more oversight

City Council Member Letitia James may be the elected official most clearly opposed to Atlantic Yards, but her reaction to the incident Thursday at the Ward Bakery—calling for a suspension of demolition work—turned out to be exactly what the Empire State Development Corporation and developer Forest City Ratner agreed to late yesterday morning. That meant James was ahead of Assemblyman Hakeem Jeffries, who issued a more cautious statement Thursday, and other elected officials who were prepared to ask yesterday for such a suspension.
(Photo by Robert Guskind of the Gowanus Lounge.)

Still, the Atlantic Yards pause isn’t sufficient, said elected officials and representatives of community groups at two press conferences yesterday. They want a significant amount of oversight beyond what currently exists; an ESDC spokesman yesterday hinted that some increased oversight was coming, but wouldn't specify it.

It's an open question as to whether that oversight will come before the completion of Department of Buildings investigation into the causes of the collapse of a 200-foot parapet, which rained debris five stories down on cars and the sidewalk--and, fortunately, no people.

The New York Times today focused only on the temporary stoppage of work, as did a widely-distributed Associated Press article, while the Post cited the additional request for oversight.

CBN press conference

The first of the press conferences near the site of the damage was held by the Council of Brooklyn Neighborhoods (CBN) at noon, with representatives of community groups, James, State Senator Eric Adams and a representative of State Senator Velmanette Montgomery. I couldn’t make it, but I spoke afterward to some participants and got the prepared remarks of CBN co-chair Terry Urban.

Urban was forceful: “We are not going to allow anyone to reduce our community and our laws to rubble, like we saw happen yesterday right behind us.” On Monday, she pointed out, CBN participated in a demonstration protesting demolitions as premature, and a hundred people marched past “this very spot” on Pacific Street, where, had the parapet fallen then, many could have been injured.

Urban criticized Forest City Ratner’s Community Liaison Office as ineffective and pointed out that the developer’s web page that’s supposed to share vital information with the community had not been updated since mid-March.

Dan McCalla of the Four Borough Preservation Alliance told me afterward that an independent engineer was needed to provide a second opinion in the investigation. “They’re saying rain caused that,” he scoffed, referring to speculation by a Fire Department representative that the heavy wind and rain two weeks ago jeopardized the building. “The building's been up for 97 years.”

Oversight questions

Urban further criticized the ESDC for failing to appoint an environmental monitor and hiring, as an interim, the consultancy AKRF that produced the Environmental Impact Statement that CBN and 25 other groups are challenging in court. “But where are they? Nowhere to be found!”

“The ESDC approved this project and authorized a State override of virtually all local laws,” Urban noted. “It cannot now put the entire burden back on the City to safeguard the community.”

Eric McClure of Park Slope Neighbors, pointed out that, last summer, the ESDC gave the public 73 days to respond to the 4000-page Draft Environmental Impact Statement. However, “81 days ago, ESDC issued an RFP for an environmental monitor, and that critical position has yet to be filled,” he told me afterward.

Develop Don't Destroy Brooklyn (DDDB) also asked for more oversight.

Unauthorized demolition?

Urban also pointed out that a community member had shot video of workers hauling huge bags of debris from the Ward Bakery building, but the Department. of Buildings and Dept. of Environmental Protection didn’t want to hear about it.

“And just what was in those huge bags of debris?” Urban asked. “Either this building was built out of 100% asbestos or some unauthorized demolition was going on in violation of the law.”

(I missed the incident in which workers at the Ward Bakery site apparently called the cops, misidentifying the press conference as a demonstration, as reported on NoLandGrab.)

BrooklynSpeaks press conference

Less than an hour later, there was another press conference, sponsored by BrooklynSpeaks. Why were there two press conferences offering similar messages, albeit with different tones? BrooklynSpeaks’ Gib Veconi chalked it up to having a short time to prepare and coordinate.

It's not unlikely that some of the elected officials willing to stand with the more moderate BrooklynSpeaks, which has called for major changes but won’t challenge Atlantic Yards in court, want to steer clear of CBN, DDDB, and fellow plaintiffs in the lawsuit calling for the environmental review to be thrown out.

The distinction was lost on most of the press covering the Atlantic Yards issue yesterday; the CBN press conference drew a much larger turnout, likely because it was earlier.

LDC wanted

“We’re relieved that the State has halted work on the Atlantic Yards site in light of yesterday’s accident. But halting demolition alone does not go far enough. Work must not resume until an oversight mechanism for construction has been established,” said Michelle de la Uz, Executive Director of the Fifth Avenue Committee, in the BrooklynSpeaks statement.

BrooklynSpeaks has long called for a local development corporation or similar body to oversee the project and involve community residents. Such LDCs, Veconi told me, are common in ESDC projects around the state.

BrooklynSpeaks, as had CBN, pointed to some past incidents around the project footprint that have received too little oversight and also noted the ineffectiveness of the Community Liaison Office.

Those at the press conference included City Council Members James, Bill de Blasio, and David Yassky, Assemblyman Jeffries, and State Senator Adams, along with the Rev. Clinton Miller of Brown Memorial Baptist Church.

Looking forward

“The current plan to demolish the Ward Bakery and other structures to provide over 8 acres of surface parking for 1600 cars that will be with us for decades is deeply troubling. This kind of poor planning is the direct result of the public not being involved in the decision-making for this project,” said Jo Anne Simon, District Leader for the 52nd Assembly District, on behalf of BrooklynSpeaks. (The organization sponsored the "No Demolition for Parking" rally April 15.)

A lingering question is whether the damage to the bakery will accelerate plans to demolish it, rather than shore up efforts by preservationists to keep the building.

One voice silent so far has been Borough President Marty Markowitz, a fervent supporter of Atlantic Yards. What will Marty say?

Today, a wide variety of community members, including those from components of CBN and BrooklynSpeaks, are expected to participate in UNITY 2007, an effort to produce a plan for the MTA’s Vanderbilt Yard should Forest City Ratner’s project not proceed.

The Ward Bakery and a tangled tale of blight

After 200 feet of parapet fell Thursday from the Ward Bakery, there are understandable suspicions about the condition of the building. Had it deteriorated rapidly because of weather, as a fire chief speculated? Had any work on the building affected its integrity, as some in the neighborhood wondered?
(Photo by Tracy Collins.)

But another curious tale regards the Empire State Development Corporation's Atlantic Yards Blight Study. While the bakery was deemed blighted in part because of an open building code violation, rendering the building hazardous, that violation actually had been resolved well before the Blight Study was concluded.

On p. 182 of the study, it states, regarding the Ward Bakery:
Building Code Violations
Lot 25 has 5 open building code violations on file with DOB (see Appendix B). The most recent violation was issued in January 2005 for failure to maintain the exterior building wall. The violation indicates that the current condition is hazardous.

(Emphasis added)

The blight study is dated July 2006. However, Appendix B catalogs open violations as of November 2005. In other words, it wasn't up-to-date. It was wrong in July 2006 to call the current condition hazardous based on the evidence cited.

Looking at the violation

Let's look at the page describing the violation:
Infraction Codes:
B6A 27-127 FAILURE TO MAINTAIN EXTERIOR BUILDING WALL (HAZARDOUS)

Description of Violation:
FAILURE TO MAINTAIN: DEFECT NOTED-AT FRONT OF BUILDING (PACIFIC ST. IDE) ARE LARGE VERTICAL AND HORIZONTAL STRESS CRACKS APPROX 1/2"WIDE AT VARIOUS LOCATIONS FROM GRADE TO PARAPET. REMEDY: MAKE ALL REPAIRS.


The page shows that a hearing was held 8/15/05 and an $800 fine paid. By 1/17/06, some two months after the mysterious November 2005 cutoff date to examine violations and more than four months before the July 2006 issuance of the Blight Study, the respondent was deemed in compliance.

The respondent was 800 Pacific LLC, with an address of 535 Dean Street--in other words, Shaya Boymelgreen, the developer who in April 2005 sold the building to Forest City Ratner.

Through the looking glass

Let's recap. According to the outdated blight report, the building's condition was hazardous.

According to the Department of Buildings' resolution of that January 2005 violation, the building's condition was not hazardous.

According to some projectiles coming off the roof on Thursday, the building's condition was quite hazardous. Exactly why that occurred remains to be discovered.

The DOB issued another violation for failing to maintain an exterior wall, which hints at another question: was that previous violation truly corrected?

Hard to check?

Why was the cutoff date to examine open violations pushed back more than six months? Presumably a more up to date review might have found certain open violations resolved, but new violations added--a bit of a wash. At the least, however, the use of the term "current conditions" would've been more credible.

How hard would it have been to go back and recheck open violations in Appendix B just before the Blight Study was completed? Not very. (Had the Blight Study been in the can for a while?)

In the space of 16 minutes, I checked on all the 2005 violations cited in the Blight Study:
--a 5/4/05 violation at 475 Dean Street remains open
--a 5/4/05 violation at 754 Pacific Street was dismissed 1/23/07, after the date of the Blight Study
--a 5/4/05 violation at 754 Pacific Street was dismissed 1/22/07, after the date of the Blight Study
--a 5/4/05 violation at 754 Pacific Street was dismissed 1/22/07, after the date of the Blight Study
--six 1/31/05 violations at 768 Pacific Street remain active, but a 5/4/05 violation was dismissed 12/29/05, well before the date of the Blight Study
--an 11/3/05 complaint about after-hours work at 523 Carlton Avenue was resolved 10/12/06, after the date of the Blight Study
--a 1/12/05 violation at 2 Fifth Avenue/620 Atlantic Avenue was listed as remaining open; however, the Underberg Building was demolished in March 2006.

If after-hours work counts as a contributor to blight, then a lot of New York City should be on notice. In fact, a complaint filed in June 2006 against Forest City Ratner's own contractor might count as well.

Friday, April 27, 2007

Department of Buildings statement

A statement from the Department of Buildings:
Buildings Department engineers are on the scene today, monitoring the building owner’s contractor, Gateway Demolition, as the remaining portion of the parapet walls on 800 Pacific Street are brought to a safe level.

A preliminary investigation is underway to determine the cause of yesterday’s parapet wall collapse.

In the coming days, the Buildings Department will be meeting with the developer’s engineers to review demolition plans for the Atlantic Yards sites to ensure safe means and methods are employed.

ESDC/Forest City suspend all demolitions; more oversight coming

All demolition activity has been halted on the Atlantic Yards site for a period of time until city officials provide a go-ahead.

A statement from the Empire State Development Corporation (ESDC):
The partial collapse Thursday at the Ward Bakery building created serious disruptions. We’re thankful that no one was hurt and we recognize the need for the Atlantic Yards project to continue to progress safely, without causing disorder in the lives of residents in the surrounding neighborhoods.

To that end, the Empire State Development Corporation and developer Forest City Ratner have agreed that the developer will temporarily suspend all abatement and demolition activities until the City’s Department of Buildings concludes its preliminary investigation or the City directs us otherwise.

This incident requires a reassurance to the community of the buildings’ soundness before work can proceed at the site. We are in frequent contact with the developer and various city agencies to make sure that we have fully addressed all safety concerns before activities resume. The State remains committed to the project and to its timeline for completion.


More oversight coming

I asked ESDC spokesman Errol Cockfield whether there was more oversight coming, as requested by numerous community groups. His response indicated a yes, though the ESDC is not ready to announce specifics.

"We have an interim environmental monitor in AKRF and we are on the verge of selecting an environmental monitor," he said. Beyond that, he added, "There have been exhaustive plans under way for some time to provide increased oversight for the Atlantic Yards project."

Details, comments, questions emerge about the falling parapet at the Ward Bakery

The city's Department of Buildings has issued a violation to Forest City Ratner for failing to maintain the exterior wall of the Ward Bakery, though no shed was required. Meanwhile, more than 300 people from the adjacent homeless shelter had to evacuate, and questions remain about how and why the 200-foot stretch of the parapet fell yesterday, and what oversight agencies will do.

According to NY1:
"Parapet walls exposed on both side over many years, and we had heavy rains, so it very well could be a residual effect of the heavy rains that we had,” said FDNY Assistant Chief James Nichols.
In response to the incident, Forest City Ratner vice president Bruce Bender said:
“At the time of the purchase, (in March 2006) the building was already in a state of disrepair. We will of course work very closely with the Buildings Department and other agencies to determine the cause of the collapse and to ensure public safety."


[Update: The purchase was in March 2005.]

There's a difference between disrepair and unsafe, and the developer last year got permission to demolish buildings deemed unsafe by its own inspectors.

FCR speaks... to some

While Forest City Ratner has not posted any statement nor responded to my inquiries, its spokesman did speak to others in the press.

The Times reported, in an article headlined Parapet Falls From Building to Be Demolished for Atlantic Yards that Forest City Ratner said its workers did not cause the incident:
Loren Riegelhaupt a spokesman for Forest City Ratner... said the workers on the roof were using “hand-held chippers” to remove asbestos, but were not working on the parapet.

As for the citation, the Times reported:
Such citations are not unusual, and property owners are often able to avoid fines or other penalties by demonstrating that repair work has been completed.

It will be interesting to see if such repair work obviates a fine for an incident that could have caused significant harm had anybody been walking nearby.

What about the shed?

And why was the shed gone?
[Riegelhaupt]said the removal of the shed was necessary to allow access to sewer lines under the sidewalk that the city will require to be blocked before demolition of the building is begun.

Develop Don't Destroy Brooklyn took aim at Riegelhaupt's claim that "Our focus is on the safety of the community," suggesting that the sidewalk shed should have been replaced before asbestos abatement began.

Newsday and AM NY ran an article, headlined Building at Atlantic Yards site collapses that quoted Council Member Letitia James about the lack of oversight and a "developer running amok."

The article stated:
A sidewalk shed was removed from the sidewalk in front of the Ward Bakery in March. A new shed was being constructed yesterday, but a shed was not required for the asbestos abatement, [Department of Buildings spokeswoman Kate] Lindquist said.

Other coverage

The New York Post ran a short article, headlined ATLANTIC YARDS BLDG. COLLAPSE, that cited James's call for a halt to demolition. The New York Sun article, headlined Part of Roof Collapses At Atlantic Yards Site, didn't quote any individuals.

Metro's article, On the street: Collapse at Atlantic Yards site forces evacuation, quoted the Empire State Development Corporation's statement that it was on the job.

The Daily News ran a more substantial article, in its Brooklyn edition, headlined Homeless flee building collapse: Mishap comes weeks before Ratner wrecking ball. It cited the effort by preservationists to maintain the terra cotta-covered building and quoted opponent Patty (actually Patti) Hagan as saying, "That building was extremely sturdy. I'd call what happened an awfully odd coincidence."

A piquant detail:
Assemblyman Hakeem Jeffries, whose name is scrawled on the building in graffiti form that reads "Hakeem [heart] Ratner," stopped short of calling for a demolition freeze or an independent monitor.
"This incident further highlights the need to proceed with extreme caution," said Jeffries (D-Fort Greene), who has been criticized for his support of the project.


The Daily News noted that the ESDC wouldn't say whether it would halt upcoming demolitions, as James has requested.

Doctoroff (sort of) says city didn't "reach out" regarding Atlantic Yards

Deputy Mayor Dan Doctoroff continues his semi-apologies for the lack of community outreach regarding Atlantic Yards. On Monday, he told radio host Brian Lehrer that Atlantic Yards was an "extreme case," given the heated controversy. He continued, "So we don’t do anything, any more, really, without consulting the community. I think we’ve gotten a lot better at that over the course of the past five years."

Yesterday, answering questions during a forum on community development at the New School, Doctoroff returned to the same theme. A questioner asked Doctoroff about the proposal in PlaNYC 2030 to deck over railyards for housing.

While the questioner did not point out that the document issued Sunday points to a community planning process for railyards vastly different than that for Atlantic Yards, he did pose two important questions: “Do the economics of that require very high density? And so, what have you learned from Hudson Yards and Atlantic Yards about navigating the politics?”

Reaching out

Doctoroff didn't answer the density question with any granularity. He responded, “The first thing we’ve learned is that it’s absolutely critical to get the communities involved right up front. I will be honest—to the extent that we’ve made mistakes in the past, it’s because we haven’t reached out early enough or aggressively enough to communities. There are a certain number of opportunities, we think, where the cost of decking is naturally lower than the cost of land in the city today and therefore it will make sense. That isn’t true everywhere, but no matter what we do, it’s going to have to be done in close consultation with the local communities. That’s one of the things we’ve really learned to do very effectively over the last five years. We start out, before we even go public with even an idea, reach out to the local community.”
(Emphasis added)

Of course, there's an inherent tension between community consultation and the decision not to press the state to let at least part of the Atlantic Yards project go through ULURP, the Uniform Land Use Review Procedure. And the city agreed to support Forest City Ratner's Atlantic Yards via a February 2005 MOU months before the Metropolitan Transportation Authority issued a request for proposals for the Vanderbilt Yard.

Thursday, April 26, 2007

From AtlanticYards.com, no "construction update" yet

There's a page on AtlanticYards.com for Construction Updates, but those are just links to Forest City Ratner press releases.

The most recent:
March 22, 2007
Demolition to Begin on Ward Bread Bakery - 800 Pacific Street.


Given the events of the day, another update might be in order.

In Ward Bakery incident, was a sidewalk shed required?

[Udpate: No shed was required.]

The sidewalk shed outside the Ward Bakery has been gone for weeks, though one existed for years. When local residents protesting Forest City Ratner's demolition plan walked on Pacific Street Monday, they passed right by the bakery, which lacked such a shed. Had today's incident--200 feet of the parapet wall falling, according to the Times--occurred three days earlier, those walking by could have been very unlucky. (Photo taken Monday by Jonathan Barkey)

When Forest City Ratner applied for a demolition permit in early March, it was approved on the basis that a sidewalk shed was required. The permit (below) also said that a shed had been erected.

That shed apparently was the one that had existed for years, and apparently was removed at some point after March 3. On March 21, the developer filed for a permit to build a new shed. Apparently a shed is not required while workers do pre-demolition work, such as asbestos removal. Among the lingering questions: did the asbestos removal at the building morph into more significant work that affected the building's structural integrity? If this could be blamed on weather and deterioration, should the developer have taken more precautions?

NY1 adds: At the request of the buildings department, Forest City Ratner says it will put up sidewalk scaffolding, which was not in place when the collapse occurred.

(Below, the demolition permit; click to enlarge.)

A plethora of photos from the Ward Bakery (partial) collapse and response

Credit Tracy Collins, who's posted dozens.

ESDC statement on Ward Bakery

The Empire State Development Corporation (ESDC) has issued a statement:

“When the Empire State Development Corporation learned about the incident, the agency sent representatives to the scene to assess the situation.
Safety is our utmost concern and we’re very thankful no one was injured. Our team is conferring with the developer, the City, and various government agencies to find out exactly what happened and to help coordinate a thorough response.
We’re also awaiting the outcome of an investigation by the city’s Department of Buildings so we can take any necessary action.”

Note that a "thorough response" does not, as of yet, go as far as the request by Council Member Letitia James that work on the site should be halted immediately

Jeffries calls for investigation; James calls for stopping all work

The partial collapses of the Ward Bakery has led to evacuation of the neighboring homeless shelter and significant concern around the Pacific Street site. Investigations are ongoing, and elected officials are speaking up.

Assemblyman Hakeem Jeffries issued this statement:
Complete Investigation Demanded
“The partial collapse of the Ward Bakery has caused great concern in the community. I am thankful that no one was injured, as this accident could have had tragic consequences. The Fire Department must conduct a thorough investigation of the cause of this collapse and I expect the developer to fully participate. This incident further highlights the need to proceed with extreme caution as the developer moves forward the Atlantic Yards project.”


Council Member Letitia James issued this statement:
Work in "Atlantic Yards" Site Should Be Halted Immediately

"I am relieved no one was hurt in the partial "collapse" of part of the historic Ward's Bakery building this morning. I have been asking for an oversight structure of construction work at the site for sometime now. There is still no formal structure, other than the developer's own "Community Liaison Office," from which the public can get information.

It is tragic that 350 residents, consisting of 94 families, have been displaced because of this morning's occurrence. I find it ironic that for 80 years Wards Bakery stood without incident and that this collapse would happen at this time. It is further ironic that some of these displaced have filed lawsuits affecting the approval of the Atlantic Yards Project. It is also important to note that this is one of several incidents that have occurred in the footprint of the project.

In light of what happened at 800 Pacific Street this morning, and other incidents, I have asked Empire State Development Corporation, who is acting as the lead agency in this project, to halt all work at the "Atlantic Yards" site until this morning's occurrence can be fully investigated, and until there is a monitoring body to oversee all proposed demolition and construction at the site.

This is still a neighborhood filled with residents and businesses. The current situation is hazardous to the health and safety of my constituents, and these demolitions, accidental and intentional, are entirely premature in the process."

"Breaking" Ward Bakery news

See DDDB, Brownstoner, and Curbed, and expect updates on No Land Grab. Will there be anything from the Atlantic Yards Community Liaison Office?

Pollster, trolling for development business, claims AY "possible blueprint"

In an op-ed in today's New York Post, headlined A BLUEPRINT GROWS IN B'KLYN, pollster Craig Charney, who conducted the deceptive poll on Atlantic Yards last September for Crain's New York Business, claims:
DEMOLITION began this week to clear ground for New York's biggest urban redevelopment project in decades, Atlantic Yards. That marked not just a crucial defeat for New York's militant anti-developers - the dreaded "NIMBY" (not in my backyard) lobby - but also the emergence of a possible blueprint for future victories.

Didn't we dispose of the Times's "modern blueprint" formulation a while back?

Charney's misleading analysis starts in the very first paragraph. First, demolition actually began in February; Charney's referring to demolitions challenged in court and last week permitted to proceed.

Second, the opponents are not NIMBYs--why would they be organizing the UNITY 2007 charette this weekend?--but critics of this specific plan, which would be more dense than the nation's densest census tract and is so radioactive that the city won't cite it as a blueprint in the just-released PlaNYC 2030 document.

Charney, in the second paragraph, makes another error, saying Atlantic Yards would have 8.7 million square feet of space (actually 8 million) and cost $4.2 billion (actually $4 billion.) He says that developer Forest City Ratner "did have to scale the project down modestly to get the go-ahead," but that, of course, is untrue: the size of the project, in square footage, would be just about the same as announced.

Endorsing Bruce

Charney comes to a conclusion vastly different than New York Magazine's Chris Smith, who wrote last August: What at first seemed to me impressive on a clinical level—a developer’s savvy use of state-of-the-art political tactics—ends up being, on closer inspection, truly chilling.

Charney writes: But Atlantic Yards and its developer, Bruce Ratner, have still showed how to promote big redevelopment projects in 21st century American cities.

Poll defense

He suggests reasons behind the Crain's poll he produced, which showed general support for Atlantic Yards:
Most people don't worry much about development issues outside their own neighborhood. Only one in five New Yorkers followed news about the project closely.
Anti-development arguments also don't resonate much with New Yorkers these days. Claims that the project was out of scale and promoted gentrification raised serious doubt for only three in 10; the costs of more schools and sewers did so for just one in three. Ratner's decision to avoid the city's land-use review process by building on state land raised the most doubts, but even this worried just 40 percent.


Isn't the answer in his second sentence? Those who knew more about it were more likely to be critical. The Times, for example, has never published a rendering of the project in neighborhood scale.

Building support

Charney claims that the "key factor was Forest City Ratner's willingness to listen - and make concessions," leading to "an innovative 'community-benefits agreement.'" He cites Chris Smith calling it "terrific and creative commitments," including the affordable housing pledge. (Let's say Smith's analysis remains debatable.) Those "concessions" were in process at the beginning, not any response to the critics who emerged.

Remember the way the poll was worded:
The project will provide 2,250 low-, moderate-, and middle-income rental apartments. Is this a very important benefit, an important benefit, not an important benefit or no benefit at all?

The phrase "the project will provide" echoes the developer's syntax. Such language suggests that the project itself is the actor, even though the housing would be provided by a developer backed by significant public subsidies.

As I wrote, consider some alternative ways to frame that question:
The project would include 2,250 low-, moderate-, and middle-income rental apartments, with an average rent of $1542.

The project would include 2,250 affordable apartments, but more than half would be too expensive for people at Brooklyn's median income.

The project would include 2,250 affordable apartments, but the inclusion of those apartments means the development would be significantly out of scale with its neighbors.

The project would include 2,250 affordable apartments, but most wouldn't be built until after 2010, and could be delayed by the market.

The project would include 2,250 affordable apartments, but we haven't been told the full amount of the subsidies used to support them.

The project would include 2,250 affordable apartments, but most wouldn't be built until after 2010, unlike city rezonings which require affordable housing to be built along with the rest of project.


More than six months after the poll, we still don't know the extent of the subsidies or whether they could be better deployed elsewhere. And Charney hasn't noticed landscape architect Laurie Olin's prediction that the project could take 20 years to build, not ten, which would delay the production of affordable housing significantly. Wouldn't that change a poll?

Columbia's CBA


Charney concludes that Columbia University, in dealing with the Local Development Corporation set up to negotiate a CBA in West Harlem, "will need to show the same flexibility... that Ratner showed in Brooklyn."

The LDC, of course, is vastly different from the CBA "coalition" in Brooklyn. The New York Observer in February reported criticism from an opponent of Columbia University's development plan:
“Ratner and the city got together with one big, national not-for-profit and a set of local sycophants and put something together which doesn’t seem to have satisfied too many people, except for those who are benefiting directly from it,” Mr. [Jordi] Reyes-Montblanc, the chairman of Community Board 9, said.

Crain's editor Greg David wrote last September, explaining the genesis of the poll: Charney, a professional pollster whose firm had emphasized political work, wanted to raise his company's profile within the business community.

Consider today's op-ed another effort at marketing.

At Glazer talk on modernism, AY is poster child for too much density

Nathan Glazer, the eminent Harvard sociologist and social critic, came to New York on April 17 to speak about his new collection of essays, From a Cause to a Style: Modernist Architecture’s Encounter with the American City--and Atlantic Yards came in for some criticism..

Protest, he said at one point, “is one form of discovering when density is too much,” and that certainly points to Brooklyn. (He spoke at the Yale Club, sponsored by the Manhattan Institute.)

But he began with modernism, the 20th-century stripping of ornament and history in the interest of efficiency and currency, failing to match the “complex urbanity” of the past, that failed. In the United States and Britain, it was applied to public housing, and was denounced. The 1972 destruction of the Pruitt-Igoe housing complex in St. Louis marked the “end of modernism as a social cause.”

Architects, Glazer said, “are really more interested in form than social reform, though they often speak about it.” (Remember Atlantic Yards architect's Frank Gehry calling himself “do-gooder, liberal.”)

Modernist architects, Glazer said, have created “some sensational buildings”--and his book mentions Gehry and Zaha Hadid and Rem Koolhaas and Santiago Calatrava--“but we have no proposal from modernism for the improvement of urban life.” Indeed, he writes, that, while we can tolerate the personal visions of painters or sculptors, “We cannot be as indifferent to the individual vision of the architect.”

Those forms often don’t relate to function, Glazer writes; interestingly, Gehry’s Atlantic Yards plan has involved to include, at least on the base of some buildings, ">brick and stone to reflect the nearby neighborhood. Still, there would be a lot of glass, and Glazer warns that materials in modernist buildings—he calls them “World’s Fair buildings” meant to impress briefly—often are costly to maintain and restore.

Glazer cited the new interest in Robert Moses and Jane Jacobs as well as the current building boom. “As we look at this explosion,” he asked, “Is there any place for a larger scheme or vision?”

(In I.D. Magazine, Thomas de Monchaux writes of Atlantic Yards: Gehry's presence adds a thin veneer of the visionary to what is essentially a private urban renewal project of the kind discredited since the 1960s.)

Controlling density

Urban planning, Glazer observed, has traditionally concerned the control of density. He said that London and Paris, “our great competitors” used instruments of planning to restrict density in the center and build more on the outskirts. That, he allowed, has had tradeoffs: high-cost office space in the center and, in the case of Paris, soulless and dangerous (and, though he didn’t say it, modernist) suburbs.

“But they use planning in service of the amenity they believe should be part of urban life,” he said. “They show more respect for the past than we do. Would either of them have allowed the destruction of Penn Station?” (That 1964 demolition helped catalyze the historic preservation movement in New York City, leading to the 1965 establishment of the New York City Landmarks Preservation Commission.)

Glazer writes: One also notes that great cities like Paris and London are not built to great heights, that their business districts spread over a larger section of the city, and yet liveliness and diversity and the pleasures of the street manage to exist, even when the street line is built up to five or seven stories, rather than a dozen or more.

An “emblematic” statement, Glazer suggested, came from a meeting he described when a group of New Yorkers, some decades ago, visited Paris and were told, “Build the city on the city.” In other words, Glazer expanded, “Do not erase the city it order to build it. It can also be built on its past. "

“Do we need the unique and ever more intense crowding of the center?” he said. “Do we need to have this density?”

(Not everyone agrees. Libertarian-ish Harvard economist Edward Glaeser writes in the New York Sun: If there is one area where Mr. Glazer and I disagree it is his view that "scale is a problem." The resurgence of New York, London, and Chicago, and the great, growing cities of Asia remind us of how valuable scale can be. Scale is not for everyone, but great towers enable vast numbers of people to reap the economic and social benefits from physical proximity. New York's skyscrapers are the infrastructure that enables the city's flow of ideas. And for those buildings, modernism is an efficient, attractive style. Millions of New Yorkers happily work and live in modernist towers. New commercial buildings in the city remain mostly modernist. Why not? People are willing to pay high prices for them.)

Glazer in the book offers his take:
I think we have gone too far. We see costs to the quality of life when the new office buildings engross midblock sites, wiping out older, smaller buildings, which provide space for modest business establishments.

Atlantic Yards

In his speech, Glazer then he brought up “the conflict over Atlantic Yards,” an area that he described as having four- and five-story buildings, now slated for “this enormous concentration. One asks: Is this necessary?”

(Glazer’s description is not quite accurate. On the south and east and west of the project site are, indeed, three- and four-story buildings. Within the project site are buildings mostly of that size, though one is seven stories tall, and the development would wrap around the ten-story (at least 120-foot) Newswalk building, a former Daily News printing plant. Across broad Atlantic Avenue, there are different cues from different decades: row houses in the 1990s Atlantic Commons, mid-rise, seven story 2001 senior housing, 12- to 15-story 1970s Mitchell-Lama towers, the 31-story Atlantic Terminal 4B public housing complex, built in 1976; the 512-foot Williamsburgh Savings Bank, from 1929. Coming soon is the ten-story Atlantic Terrace building from the Fifth Avenue Committee.)

(The photo is taken from the Sixth Avenue bridge, over the railyards, approaching Atlantic Avenue and looking northeast.)

Managing conflict

“Can we develop a way of thinking that opposes the powerful logic of the market with other ways of thinking that gives a larger place to the pleasures of urban life?” Glazer asked.

These days, he lamented, the only way is to fight things out regarding each project. Atlantic Yards opponents, he suggested, have been portrayed as having only sentimentality or self-interest at heart. (There are elements of truth to those charges, but Atlantic Yards opponents and critics also have called for much more, including better urban design, a fairer planning process, a thorough analysis of the project's economics, and a rejection of the use of eminent domain for what is seen as private gain.)

Much more is involved, Glazer insisted: “It is time to think of the notion of a larger view of the city.”

In his book, Glazer criticizes the emergence of the superblock for public housing built after World War II. And, he points out, Jane Jacobs criticized the superblock for isolating housing and lacking the multiplicity of a street built up over time. Atlantic Yards would, in fact contain superblocks and, critics argue, inaccessible open space. The state claims it’s a better superblock.

AY an anomaly?

When it came time for questions, Joseph Rose, former chairman of the City Planning Commission, commented, “I actually think Atlantic Yards is an anomaly.” While Rose implicitly accepted Glazer’s take on Atlantic Yards, he suggested that there have been improvements sensitive to the city, citing the restoration of Bryant Park, the revival of the theater district, and the effort to create waterfront access on the West Side.

Glazer didn’t disagree with Rose’s examples, but maintained, “In great, historic cities, a greater degree of control, in preservation of the traditional fabric, seems not to have hurt them.”

He was asked how housing developments like Co-op City, and Starrett City, once derided as soulless, could be beautified to maintain affordable access yet improve the sense of amenity. Glazer didn’t have a specific solution, but he did have a warning: don’t let the private purchasers of such complexes fill in open space with new buildings. “I’d urge city authorities not to allow them more density.”

“What is a level of density that provides a good life?” Glazer mused. There’s no answer, though he writes in the book:
Huge buildings we admire were built in the past too. So there are other things besides scale that are problematic. One of them is that the features which used to structure scale for the eye, manage scale—systems of ornament and decoration—are no longer available to contemporary architects.

Also, he writes about the increasing height, at least in the past (see Atlantic Terminal 4B) of public housing:
Yet much in amenity that smaller-scaled structures provided was sacrificed: easier access to the street and playground; fewer families on each entry, who , knowing each other could more easily police public access, more varied play spaces.”

It depends

Former Parks Commissioner Henry Stern, of New York Civic, suggested that some apparently dense buildings, like new apartments on Columbus Circle, tax the infrastructure less because the residents may be wealthy people establishing second homes, without children using the school system.

Also, Stern pointed to the plethora of apartment buildings 15 to 20 stories on Park Avenue and suggested that such density “doesn’t seem to cause problems.” Is the demonstrated problem with density a product of social conditions more than architecture?

Glazer allowed that Stern’s first point was a good one; he hadn’t considered the point. And he didn’t quite address the Park Avenue issue.

“I’m trying to justify and defend the notion: we like it the way it is,” Glazer said. That of course is hard to defend in a time of growth, as New York City—at least according to the mayor but not analyst Tom Angotti in Gotham Gazette—plans for another million residents by 2030.

“We have not done very well at developing the argument for amenity,” he said. Indeed, his book points to a distinction: When we speak of a city’s “quality of life,” we think of the elements that make a city gracious, pleasant, livable: the residential squares of London, the boulevards of Paris, the woods and lakes of Berlin. They are often featured on travel posters, but for New York, in contrast, we have skyscrapers—grand, but hardly contributors to quality of life.

Regulation or the market?

A questioner pointed out that even subsidizing outer borough business hubs has not necessarily drawn business from the center city. Glazer, talking to a conservative/libertarian group, suggested that the solution was “less subsidy and more restriction.”

That seemed counter to one passage in the book, where he writes:
Yes, New York’s development should be unshackled, for it is far too bound by rule and regulation. But the unshackling should be combined with a vision of a better way of life.

A real estate developer talked about how New York had lost distinctive retail outlets to chain stores and wondered, “is there a free-market solution?” Glazer said that London and Paris do better at historical preservation.

Another commenter responded that they should take a larger view: New York is evolving, that “whole areas once boring are exciting now.”

Glazer said he was right, “but the pace is faster. We have to find a way of defending ‘what is’ that is not just NIMBYism. There are better values involved.”

Indeed, just last night, John Norquist, former Milwaukee mayor and president of the Congress for a New Urbanism, told an audience that the issue was "code," or the municipal restrictions such as zoning.

"You recognize the genius of some of these architects and confront them with a strong code," Norquist said, citing the example of a Gehry project in Berlin that was changed by local officials. For the Atlantic Yards project, however, the state would override city zoning.

Density and equity

After the session last week, I caught up with Glazer, who on 7/11/05 wrote a critical letter about Atlantic Yards, to ask about the argument that density is required for equity, to build subsidized units, for example under inclusionary zoning in Greenpoint-Williamsburg or in the Atlantic Yards plan.

A similar tradeoff, he said, has existed in the past, when developers of office buildings were granted more developable area if the included plazas and other publicly accessible open space.

“It seems, in other cities, they’re able to be more forceful about the matter,” he said. Increased density “seems to be the main currency. There has to be some other currency.”

In the book, he writes that New York once was able to create parks from public funds, but after the zoning overhaul in 1961, developers were given zoning bonuses to create plazas:
But for various reasons the relative power and affluence of public and private players in the city seems to have so changed by 1961 that the best the city could do was to offer ‘incentives’ to the private developer to provide some space for public use. This was the mechanism devised to moderate the incredible density that is the hallmark of New York City.

He quotes author Jerrold S. Kayden:
Although the policy has yielded an impressive quantity of public space, it has failed to produce a similarly impressive quality of public space.

Now, though Glazer didn’t mention it, the challenge has advanced to a new level: parks like Brooklyn Bridge Park depend on a measure of commercial development.

Other currency?

In his book, Glazer writes about four movements shaping the city over the past 30 years: preservation, new urbanism, environmentalism, and community advocacy, which he shorthands as resistance to change.

Glazer was all about questions, not answers, but one emerging answer regarding Atlantic Yards seems to be balanced growth, both in the city and the region. Ron Shiffman, at the press conference announcing the lawsuit challenging the Atlantic Yards environmental review, said, “We do need to rethink density,” an acknowledgement that sometimes developments are too big and sometimes too small.

Urbanist Roberta Brandes Gratz has taken aim at the suburban-style development that grew up in once-abandoned districts like East New York that have the infrastructure to support much more density.

Also, the “transit-oriented development” that has been practiced in New Jersey, where density is proposed near suburban rail stations, has come much more slowly to Long Island, which is much closer to Brooklyn. And, of course, one of the great failures of Robert Moses was his refusal to plan for a rail track—or one to come later—as the Long Island Expressway was developed.

While City Council Member Letitia James loves Brownstone Brooklyn—opposing a “vertical city” at the Atlantic Yards site—she helped develop and support the UNITY plan for the Vanderbilt Yard, with mid-range density. (UNITY 2007 this Saturday.)

And Atlantic Yards opponents who supported the alternative bid by Extell found themselves backing a plan of very high density, albeit over a smaller area, and without an arena, thus creating lesser environmental impacts (and, as the Empire State Development Corporation argues, fewer benefits).

One issue is public taste. Glazer in his book points out that, 40 years ago, there were no architecture guidebooks to American cities:
Admittedly it is easier to educate public taste to the virtues of the past—the buildings, after all, are already there, and the appreciations have already been written—than to educate it to make decisions for the future.

The issue seems to be planning. The city got it right, it seems, with the Brig site project announced this week. It knows the right way to develop railyards, as stated in PlaNYC 2030.

The reason Atlantic Yards has become such a poster child for overdevelopment is that, by the city’s own actions, it’s clear that the project did not derive from a deliberative process. Before PlaNYC 2030 was issued, the NY Metro Chapter of the American Planning Association advised that "the credibility of the process and the plans depend on broad, open public involvement and accountability."

Moreover, the planners advised, the urgency of the goals should not be "used as an excuse to circumvent open decision-making by elected officials or local legislative bodies, or appropriate application of the City's Charter-mandated public review processes such as the Uniform Land Use Review Procedure."

Wednesday, April 25, 2007

New sidewalk sheds suggest demolitions in progress

When the demonstration against demolitions was held Monday morning, Forest City Ratner had decided--whether for logistical or strategic reasons--to hold off on demolition of three buildings at the intersection of Flatbush Avenue and Pacific. However, the sidewalk sheds set up yesterday and today (below) are signs that the demolitions are proceeding. Meanwhile, a hole (bottom) at the intersection of Fifth Avenue and Pacific Street kept city workers busy today. (Photos courtesy of a reader)

Ratner's Brooklyn Tech plan was hot air; school won't move

The Brooklyn Daily Eagle this week had a scoop, shooting down the vague plans for a new "21st century" Brooklyn Tech and the rumors that Forest City Ratner wanted the eight-story building--the largest high school built in the country--at the edge of Fort Greene Park.

In the article, headlined Brooklyn Tech Won’t Move, Dept. of Ed Assures Alumni, the Eagle notes that the building, which has a 3012-seat theater and basement swimming pool, has gone through several recent upgrades to its labs, library, wireless and fiberoptic network, and athletic facilities.

Valuable real estate

The Eagle reports:
The thought of moving Tech is “unconscionable,” says alumnus Melvin Band, who confronted Schools Chancellor Joel Klein at the January 22 Educational Panel meeting about the Daily News article. “Tech will get a much smaller school made with spit in a less safe neighborhood. On the other hand, you’ll get the goose that lays the golden eggs — Tech’s cash cow,” Band said he told the chancellor.

Band says it’s all about real estate. “Do I have a bid for Tech’s 600,000 square feet of real estate, the size of 11 football fields, in a vibrant neighborhood, with all the amenities? How much am I bid for Tech’s modern theater with an old-world touch? Three thousand and twelve seats, third only to Radio City Music Hall. It would make a terrific addition to BAM, not to mention the naming rights. How does Barclays Bank Theater sound?”


Barclays, of course, has bought naming rights to Forest City Ratner's planned Atlantic Yards arena.

DOE backs off

Last week, DOE spokesperson Melody Meyers put it plainly, telling the newspaper, “No, we are not moving Brooklyn Tech. We are looking into the need for new schools as the Atlantic Yards project gets under way. Brooklyn Tech is the largest high school building in the country.”

Spinning a Ratner retreat

The Eagle quoted Forest City Ratner spokesman Joe DePlasco: “In December, when the PACB approved the [Atlantic Yards] project, we issued a statement that said, among other things, that FCRC would work with the city, the state and the UFT if they all agreed on the creation of a new Brooklyn Tech. So yes, that is something we would do, but the question on what to do should really be directed to them.”

Actually, the FCR statement issued 12/20/06 was less conditional than as portrayed by DePlasco:
Mr. Ratner today also announced some additional programs to support the Atlantic Yards project....In addition to these project specific elements, FCRC will also work with the City, State and the United Federation of Teachers on the creation of a new 21st Century Brooklyn Tech High School, at a yet to be determined location in the borough.


The project was announced by FCR; the developer was not taking a back seat, as DePlasco suggests. But DePlasco is paid to spin.

Where's UFT?

A prime mover in the phantom plan was the United Federation of Teachers, which put its political muscle into backing Atlantic Yards and perhaps was looking for a bigger payoff than simply a shot at affordable apartments for some of its members.

The Daily News reported last December 22, a speculative article on the school plan:
United Federation of Teachers President Randi Weingarten said a new building would be "a win-win situation. Brooklyn Tech, already a strong school, has the potential to become a world-class high school. ... To accomplish that, it needs a state-of-the-art facility."

Credibility?

Alumnus Band told the Eagle that Klein in February disavowed any plan to move Tech; however, Band questioned that, saying, “Bruce Ratner is not going to make false public statements that would impugn his credibility."

Band apparently has not been following Atlantic Yards issues such as the $5.6 billion lie or the elastic project timeline.

And the Daily News, which overinflated a vague plan into a headline stating Nets go High Tech: Ratner throws in new home for elite Brooklyn HS in arena deal, should print a correction--on page 2, where the original story appeared. (Note: the headline in the BTHS News is a summary, not the actual headline.)

Tuesday, April 24, 2007

Doctoroff's discomfort: Atlantic Yards is an "extreme case"

Deputy Mayor Dan Doctoroff, who in February told the New York Observer that there had been an "enormous level of community input" regarding Atlantic Yards, seems a little less comfortable these days.

Listen to his appearance yesterday on WNYC's Brian Lehrer Show, where he discussed Mayor Mike Bloomberg's sustainability initiatives. Doctoroff was generally unruffled, layering a slightly folky, almost professorial air over his investment banker's confidence, as he discussed Mayor Mike Bloomberg's sustainability plan. However, when pressed on Atlantic Yards, he quickly moved on to less controversial issues.

And, just as Atlantic Yards serves as an example counter to those practices cited in PlaNYC2030, so yesterday did Doctoroff's examples contrast with the story of Atlantic Yards.

Either developer Forest City Ratner is thankful that Atlantic Yards moved forward before the city promoted more transparent development procedures, or the city's new push will help the plaintiffs in the Atlantic Yards eminent domain case argue that the Brooklyn project was a sweetheart deal.

AY and congestion pricing

Doctoroff handled the first Atlantic Yards-related question, from a caller (at about 13:10 of the show), with aplomb.

Lisa in Brooklyn: I love the idea of a greener city, but what I really fear is that this is going to really affect Brooklyn unless this administration changes its position about the Atlantic Yards arena.

Brian Lehrer: Is this a congestion pricing call or an Atlantic Yards call?

Lisa: I think that it is a congestion pricing call. We already have a tremendous amount of gridlock in the Downtown Brooklyn area. Forest City Ratner is tearing down two city blocks to create big giant parking garages.

BL: So what about the parking garages….

Note, they would be "interim surface parking" lots, not garages.

Dan Doctoroff: It is actually a huge win for Downtown Brooklyn…. One of the great benefits of this plan is, right now, there are enormous volumes of cars and trucks that drive through, particularly Brooklyn and Queens, looking for free bridges. As a result, if you look at Flatbush Avenue, some estimates say that more than 50% of the traffic on Flatbush Avenue alone is attributable to people searching for a free bridge. If we can eliminate that by essentially making the cost to enter New York City the same from no matter where you come, then Downtown Brooklyn will be one of the greatest beneficiaries.

While I'm not sure about the source of that Flatbush Avenue statistic, even critics of Atlantic Yards think congestion pricing is needed to make the transportation plan work.

[Update: One source is the 2005 Downtown Brooklyn Transportation Blueprint, which stated As anticipated growth in the downtown core and the greater downtown area is realized, the dual role of the roadway network in serving through and local traffic will become intensified (it has been estimated that approximately 43% of the morning rush hour traffic, and 45% of the midday and evening traffic in Downtown Brooklyn is traffic bound for either the Brooklyn or Manhattan Bridges.]

Appropriate density

At about 20:20, Lehrer brought up the idea that most New Yorkers resist increasing density.

DD: I think that’s not actually true. We have rezoned—gone through a number of rezonings through the city, we do it in a collaborative process with the communities. Some communities understand that they can accept more density. They tend to be the ones that are closest to subway access.

Doctoroff's response was reasonable; however, as noted, Atlantic Yards is not a rezoning. Lehrer then brought up the poster child for overdevelopment, a project that, though he didn't say it, would constitute "extreme density" and twice as dense as the densest census tract in the country.

BL: Look at Atlantic Yards, all that opposition.

DD: Clearly there’s concerns in Atlantic Yards, but in fact there’s people on both sides of the issue.

He then distinctly speeded up, racing through the next sentence.

But I think that’s an extreme case, probably. We’ve rezoned the waterfront in Greenpoint and Williamsburg, the Hudson Yards on the West Side of Manhattan, where we, significantly, in a negotiation, by the way, with the local community, significantly increased the density, and part of it was to extend the subway over to the area which made taking that kind of density feasible. So we don’t do anything, any more, really, without consulting the community. I think we’ve gotten a lot better at that over the course of the past five years.
(Emphases added)

Was Doctoroff calling Atlantic Yards an "extreme case" of density? I don't think so; rather, he was calling it an "extreme case" because the controversy is so heated. Note his last two sentences; the implication is that, earlier in the Bloomberg administration (like, perhaps, when the city got behind Atlantic Yards in 2002?), the city wasn't consulting the community sufficiently.

Decking over railyards

The conversation segued into the city's proposal to deck over railyards and highways to build new housing. Lehrer seemed a bit incredulous that the city might want to build platforms over railroad tracks. Doctoroff again spoke confidently.

DD: We’re doing it on the Hudson Yards on the West Side right now. Next month, with the MTA, we’ll do a Request for Proposals for 12 million square feet of commercial and residential space that will include thousands of apartments, many of which will be affordable to people who otherwise wouldn’t’ be able to afford to live in Manhattan. The main point, though, is, everywhere we turn, it looks like we’re running out of land. If we’re going to accommodate a million people in this city, we have to be so much smarter about the way in which we use land, and we’ve got to do it in an environmentally-friendly way…

Note that no developers have been selected by the city and state for the Hudson Yards; rather, they all have a fair start with the RFP. By contrast, the RFP for the MTA's Vanderbilt Yard, the key component of the Atlantic Yards plan, was issued some 18 months after the city and state backed Atlantic Yards.

Too much growth?

Lehrer raised the question of whether the city could get too crowded.

BL: We have 8 million [people] now, anticipating 9 million by 2030… Is there a point where we, as a city say, 'Sorry, folks, New York is full,' and not build more housing to accommodate newcomers.

Doctoroff again handled the question well.

DD: Growth , if it’s done well, can be an incredibly, an incredibly valuable thing…I don’t know what the number is… When we do accommodate it, the additional tax revenues that we generate can be used for lots of other important priorities… Growth is good, but only if it’s smart.

Would Atlantic Yards be smart growth?

Protest against demolitions finds backhoe at opposite end of Atlantic Yards site

Just because Forest City Ratner had the go-ahead from a judge to demolish at least eight buildings in the Atlantic Yards site before a May 3 hearing on a preliminary injunction didn't mean that the developer would actually start the demolition work at 8 a.m. yesterday.

So when several dozen people--at least 80, at the peak--gathered at Flatbush Avenue near Pacific Street, in front of three row-house structures the developer owns and plans to demolish, they faced nothing more than a few television cameras with their signs, saying things like "These demolitions are premature" and "Gov. Spitzer: Albany Reform begins with Atlantic Yards."

"Fight the blight; it's not a done deal," they chanted, mindful that the project can't proceed until and unless cases filed in state and federal courts are resolved.
(Photos by Jonathan Barkey; full portfolio here.)

City Council Member Letitia James (right) arrived a bit late, and quickly stepped up to the cameras. "We are against development that doesn't respect the community. This is blight created by the developer, Forest City Ratner," she declared. "We have no idea how long these lots will remain blighted."

Of course, the developer plans to turn the lots into part of the initial arena block, with initial construction finished by 2009. Also, the lots offer an argument for further development and further isolate remaining footprint residents, some of whom are plaintiffs.Daniel Goldstein (right) of Develop Don't Destroy Brooklyn (DDDB), which organized the protest, called the demolitions "premature and an attempt to intimidate residents."

"We are extremely confident that this project is going to have to go back to the drawing board," declared Candace Carponter, DDDB's legal chair. Community planner Ron Shiffman, a member of DDDB's advisory board, called the demolitions, some of which will create interim surface parking lots, a "direct contradiction" to the sustainability plan announced Sunday by Mayor Mike Bloomberg. "If the mayor means anything, they'll step in and tell Ratner to go back to the drawing boards and develop the site in a more environmentally sound way."

Keeping watch

Nearby, several security guards hired by FCR took it all in. Up Flatbush Avenue, other officials with the developer and contractors gathered. Several cops were there to keep order, with the major danger the traffic that stalled periodically at the intersection of Flatbush and Fifth avenues, a portent of potential gridlock after Fifth Avenue is closed by May 27 between Flatbush and Atlantic avenues.

After a while, the protesters made their way around Fifth to Pacific Street, then traveled east on Pacific to Vanderbilt avenue. They passed Carlton Avenue, where a "finger" of row houses (right) is exempted from the plan.

Demolition under wraps

At the corner of Pacific and Vanderbilt, there was some demolition going on, behind a fence fortified with wood that almost--but not quite-blocked all views. Why was this gas station at 524 Vanderbilt (below, right) being demolished?

It wasn't in any of the developer's initial announcements, on February 20 or March 1.

Credit a carefully-worded letter from Forest City Ratner attorney Jeffrey Braun, which is included in the application for a temporary restraining order filed by DDDB and the 25 other groups that have challenged the environmental review of Atlantic Yards:
On Feb. 20, FCRC issued a press release announcing that it was beginning asbestos abatement work in preparation for the demolition of 179 Flatbush, a vacant one-story former auto repair shop, and it was beginning work on the construction of a temporary rail yard for the MTA. The MTA-related work includes demolition at the vacant gas station on Block 1121, Lot 47, which an FCRC affiliate owns, and demolition of the vacant one-story building at 175 Flatbush Avenue which is owned by the City of New York but was used by the MTA. We understand that petitioners have no objection to continuation of the work for the MTA.

That MTA-related work at the gas station was not specified in the press release and differs, obviously, from the below-grade MTA work that has been ongoing.

Return to the CLO

The protesters returned along Pacific Street and turned at 6th Avenue to stop outside the Atlantic Yards Community Liaison Office established by Forest City Ratner. It was time for a few more words, including a brief address from Gib Veconi of the Prospect Heights Neighborhood Development Council, who wore his BrooklynSpeaks t-shirt.

The only channel for communication regarding demolition activity, Veconi pointed out, is through Forest City Ratner. "It's not appropriate to be left up to the developer," he said. Those who wished could line up to enter the office one by one and submit questions.

Affordable housing plan at Brig site results from community-driven development

Yesterday, the city's Department of Housing Preservation and Development (HPD) announced the selection of a developer for the redevelopment of the Navy Brig site in Wallabout, north of Fort Greene, bounded by Flushing Avenue to the north, Park Avenue to the south, Clermont Avenue to the east, and Vanderbilt Avenue to the west.

About 77% (or 334) of the 434 residential will be affordable to families earning between 30 percent and 130 percent of the Area Median Income (AMI), which is equivalent to a salary range of $21,250 to $92,170 for a household of four--a slightly narrower range than in the Atlantic Yards plan, where the AMI goes up to 160 percent.

Of 179 co-op units, 75 percent will be affordable to households earning up to 130 percent of AMI. (Atlantic Yards would have 200 affordable for-sale units on site, with the income range unspecified.) Of 231 rentals, 97 will be for supportive housing affordable to individuals earning up 60 percent of AMI. That's absent from the Atlantic Yards plan. Also, 67 rental units will be affordable to households earning up to 60 percent of AMI, and 30 rentals units will be affordable to households earning up to 80 percent of AMI. The rest will be market-rate units.

The income mix is far more affordable than the Atlantic Yards plan, but the costs are significantly different; this was city land, not land needed to purchase, and there's no need to move and deck over a railyard.

That said, we don't know what a full RFP might have produced for the MTA's Vanderbilt Yard and surrounding areas.

Planning principles

HPD's press release makes the new plan sound like the UNITY plan developed for the Vanderbilt Yard (and scheduled to be updated this Saturday):
HPD hosted an International Design Workshop in December 2003 to create a vision for the redevelopment of the site. Community residents, local business and community-based organization leaders, elected officials, and staff from HPD and other City agencies participated. The three-day workshop resulted in a set of planning principles, a tentative development program, and a conceptual site plan. Following the workshop, HPD established a 14-member community task force to help the City refine the site plan and continue the dialogue with area residents, community representatives and elected officials. The task force met five times and its members approved the Request for Proposals (RFP). The task force played a critical role in the selection of the development team.

And Borough President Marty Markowitz and City Council Member Letitia James, antagonists regarding Atlantic Yards, both find themselves praising this new plan, in which all the buildings will achieve Leadership in Energy and Environmental Design (LEED) certification.

Faster affordable housing?

Construction is anticipated to begin in the late spring or early summer of 2008; could it be that this plan delivers more affordable housing faster than would Atlantic Yards?

AY affordable housing wouldn't arrive, in a best-case scenario, until 2009 or 2010, with most of the 2250 rentals (and 200 for-sale units) in the uncertain second-phase.

Monday, April 23, 2007

The silence of PlaNYC regarding Atlantic Yards (and the right way to develop railyards)

Yesterday, when discussing PlaNYC: A Greener, Greater New York, Mayor Mike Bloomberg called congestion pricing "the elephant in the room." When it comes to the housing section of the plan, however, the elephant in the room is Atlantic Yards.

Among the tactics to create hundreds of thousands of new homes are upcoming rezonings to direct growth; the use of transit extensions to spark growth; the pursuit of partnerships with City and State agencies, identification of underutilized areas across the city that are well-served by transit; and exploration of opportunities to create new land by decking over rail yards, rail lines and highways.

While numerous examples of past, present, and future projects are provided in the Housing chapter, Atlantic Yards is conspicuously unmentioned.

Given that the project remains high on the mayoral agenda, the omission is curious. Is Atlantic Yards so controversial that it's wise to avoid it?

Or has the production of the new plan pointed out the flaws in the process that led to Atlantic Yards? Indeed, the report recommends a planning process before decking over a railyard--a distinct contrast to the city's embrace of one developer's plan for the Vanderbilt Yard at the heart of the Atlantic Yards plan.

Appropriate growth

"Not all growth is equal," the chapter states. "Between 1970 and 2000, many of our greatest areas of growth have been underserved by transit; many of our most connected urban centers have either lost population or experienced only modest growth."

Arguably, that includes the failure to rezone and plan for significant growth in the area around the Atlantic Terminal transit hub.

Emerging initiatives

Cited among "private zoning applications to change the allowed uses and densities on their sites" are the former Domino Sugar Factory on the Brooklyn waterfront and the former Con Edison site on Manhattan’s east side. The rezoning of Greenpoint-Williamsburg is called "one of the biggest transformations of the city landscape since the rezoning of 1961."

The combination downzoning/upzoning in Park Slope gets a mention. Investment in transit will help the city "turn about 300 acres of rail yards, auto repair shops, and parking lots in the Midtown Manhattan area known as the Hudson Yards into a mixed-use commercial, residential, and hospitality district."

A state-city partnership, a cousin of sorts to Atlantic Yards, is Queens West, which gets some proud promotion: "Clusters of tall skyscrapers are starting to rise in Queens West; since the first apartment building opened in 1997, developers have built 1,000 units, with more than 4,000 units either planned or underway. The City is slated to transform the remaining land with 5,000 new units—60% of which will be affordable to moderate and middle income New Yorkers. The former commuter outpost and industrial center is becoming the newest neighborhood in New York, just a five-minute ferry or one-stop subway ride from Manhattan."

The plan gives examples of transit-oriented development (Jamaica, Coney Island), where new investment would be welcomed. Underused areas, such as "portions of Atlantic Avenue in Brooklyn" (location unspecified), are ripe for development.

Building decks

The report's discussion of decks deserves much exposition, given that the effort to deck over MTA's Vanderbilt Yard, the heart of the Atlantic Yards project, isn't mentioned:
We will explore opportunities to create new land by constructing decks over transportation infrastructure Throughout the city, in all five boroughs, highway and rail infrastructure is essential to life in the city. But for the most part, they are places where communities stop; where neighborhood is divided from neighborhood. This need not be so.
Exposed railyards, highways, and rail lines that cleave neighborhoods apart have periodically been built over to open up surrounding land for development—most notably along Park Avenue in Midtown. Just a few blocks west sits Caemmerer Yards in the Hudson Yards area, which will be decked over for housing, offices, a cultural center and public open space. There are numerous opportunities to reknit the city’s neighborhoods together.

As our search for land becomes more pressing in the coming decades, we must be prepared to work with communities to explore the potential of these sites.
Probably, the most frequently cited opportunity to use existing infrastructure sites more creatively is the Sunnyside Yards in Long Island City, Queens. With transit access nearby, and new commuter rail access planned as part of the East Side Access project, it has often been looked to as a potential development site. The open railyards span nearly 200 acres; developing even the first section could create hundreds of housing units with stores, schools, playing fields, and parks.
The site could also include an intermodal transportation facility at the intersection for seven subway lines, the Long Island Rail Road, and Amtrak. Residents could walk directly and safely to the shopping on Steinway Street in Astoria; residents in Long Island City could commute from an LIRR station within their neighborhood and children from the surrounding communities could play on new ballfields.
By developing the site, the City could create an entirely new neighborhood, connect long-separated communities, eliminate the noise and blight of an exposed railyard, and provide a transportation hub for anyone traveling to or from Queens and Long Island.
...Other examples of possible platform projects are the former railroad space adjoining the Staten Island Ferry that could be used to connect the St. George neighborhood to its waterfront, and the 36th Street Rail Yards on the southern edge of the Green Wood Cemetery in Brooklyn. Building on a platform over it could result in substantial new units of housing.

Exposed highways offer a similar opportunity. One such site is over the Brooklyn-
Queens Expressway (BQE) between Carroll Gardens and Cobble Hill also in Brooklyn. Just south of Atlantic Avenue, the BQE dips into a depressed section of roadway bordered on either side by Hicks Street. Continuing straight through to the entrance to the Brooklyn Battery Tunnel, this sunken highway divides Cobble Hill and Carroll Gardens from the river and the community along Columbia Street.
A platform could be constructed over the below-grade section of the BQE to create nine new blocks of housing while reconnecting two neighborhoods. Another example of a disruptive highway that could potentially be covered over includes the Gowanus Expressway.

Some of these areas may be better suited than others for future development due to
their accessibility to rail and mass transit, and the physical configuration of the sites. Given market conditions, some may not be able to support development for many years while others may make economic sense sooner.
We know that the one-size-fits-all approach of earlier eras will not work. Building communities requires a carefully tailored approach to local conditions and needs that can only be developed with local input. We will begin the process of working with communities, the agencies that operate these facilities, and other stakeholders to sort through these complicated issues.

(Emphasis added)

How to do it

On p. 2 of Appendix B, the city further lays out the process for the possible construction of new decks:
1) Identify railyards, rail lines, and highways that coincide with sustainable development and have the capacity for anticipated growth
2) Conduct feasibility assessments and identify opportunities for rezonings and required infrastructure investments

There was no pre-Atlantic Yards feasibility assessment for the Vanderbilt Yard (remember, the city had no plans for it before Forest City Ratner proposed Atlantic Yards), no effort to foster a rezoning, and no announcement of infrastructure support before the city and state had embraced the developer's project.

And, of course, there was no local input until after the project was embraced by the city and state.

[Update 9:30 a.m.: Community planner Ron Shiffman, a member of the Develop Don't Destroy Brooklyn advisory board, told me that yesterday at one of the briefings he asked if, based on the template above, the city agreed to not bypass ULURP, the Uniform Land Use Review Procedure, in future projects regarding decks. Rohit Aggarwala, head of the mayor's sustainability office, responded that he couldn't make such a statement at this time, according to Shiffman.]

In his speech, Bloomberg said, "But our most important tool – and the way to achieve our goals while still fighting over-development is to re-zone areas with good access to mass transit, which are best able to absorb additional growth. That is why 95 percent of the sites that we propose for new housing development are within a short walk to mass transit. Some of these sites are brownfields that have taken too long – much too long – to clean up."

For Atlantic Yards, the state would override city zoning--not just the height and bulk of the buildings but also the prohibition against placing an arena within 200 feet of a residential district.

Congestion pricing plan announced; backlash continues

Mayor Mike Bloomberg yesterday presented PlaNYC: A Greener, Greater New York, which includes 127 separate initiatives, among them housing an additional 1 million New Yorkers affordably; increasing access to parks, playgrounds and open spaces; reclaiming brownfields; developing critical backup systems for our aging water network to ensure reliability; providing additional reliable power sources and upgrading our existing power plants; reducing water pollution so we can open our waterways for recreation; and reducing our greenhouse gas emissions by 30%.

But the big one is a congestion pricing pilot scheduled to begin by Spring 2009, aimed to charge drivers who enter the Central Business District in Manhattan in certain hours. The money would be directed toward improving public transit and thus offer opportunities to those most burdened by the charge, though obviously the transition period could be dicey.

Successful congestion pricing programs exist in London, Singapore, and other cities. (UK Prime Minister Tony Blair offered a video tribute yesterday, as the Daily News reported.)

The concept gains support from left-ish transportation advocates (who are holding a rally at 10:30 a.m. today, noting that the mayor's plan results in "reducing car use and giving more space and priority to bus riders, pedestrians and bicycles"), wonky transportation analysts, and business groups.

It has been opposed by outer borough politicians and officials, mindful that it would hit some of their constituents--who lack good public transit access to Manhattan--the hardest. It's also been opposed by trucking companies and garage owners.

Congestion pricing is seen as necessary for the Atlantic Yards plan to have a ghost of a chance, though political backers of the plan like Borough President Marty Markowitz, as well as developer Forest City Ratner, have remained quiet about the issue.

Mayor's plan

In his speech, the mayor laid out the rationale:
So as long as we’re at the Museum of Natural History let’s talk about the elephant in the room: congestion pricing. There’s no escaping the costs of the congestion on our streets – in all five boroughs. The costs are hidden – but they’re real. Our child asthma rates are way above the national average. Congestion isn’t the only cause, but we can’t pretend it’s not a significant factor – it is.

Congestion also leads to higher costs for consumers and businesses – because deliveries cost more than they would and people who cannot use mass transit decide not to come into the city. Who wants to sit in traffic for hours? Congestion wastes fuel – which fuels global warming. And, of course it wastes time. Time we could be spending with family. Or working. Or going to a park.

As the city continues to grow, the costs of congestion – to our health, to our environment, and to our economy – are only going to get worse. The question is not whether we want to pay but how do we want to pay. With an increased asthma rate? With more greenhouse gases? Wasted time? Lost business? And higher prices? Or, do we charge a modest fee to encourage more people to take mass transit?

I’ve thought about this question a lot. And I understand the hesitation about charging a fee. I was a skeptic myself. But I looked at the facts, and that’s what I’m asking New Yorkers to do. And the fact is in cities like London and Singapore, fees succeeded in reducing congestion and improving air quality. Many people are already paying to drive into Manhattan – there are tolls on most bridges and the four tunnels. But to avoid those tolls, many people drive through neighborhood streets. That not only clogs the streets, it increases air pollution – and asthma rates.

And why should commuters from the Bronx, Queens, Staten Island, and Brooklyn – and from the northern, eastern, and western suburbs – all pay different tolls? By charging a flat fee, we can eliminate these disparities – because tolls would be deductible. This means that commuters using E-Z pass at the Queens Midtown Tunnel and the Triborough Bridge and the Henry Hudson Bridge and the Lincoln and Holland Tunnels would all pay the same amount and so would commuters taking the Brooklyn, Williamsburg, and Queensborough bridges.

They’re all going to the same place: why shouldn’t they all be treated equally?

In setting the fee, there’s no magic number, but it has to be high enough to encourage more people to switch to mass transit and low enough not to break the bank – for businesses and for those who have to drive. Based on thorough analysis and the experience of other cities, we believe that an $8 charge would achieve these goals. There are many different ways that this system could work in New York.

As a test run, we will seek state authority for a three year pilot project, and we are very optimistic that, in working with state officials, we will secure hundreds of millions of dollars in federal funding for it.

Cars traveling south of 86th Street would be charged $8 but those who travel only within the zone would pay half price. Most New Yorkers would not be affected at all – and not just because the vast majority don’t drive to work. We believe a fee should apply only weekdays – from 6 A.M. to 6 P.M. If you drive into Manhattan during the other twelve hours, or on a weekend, there would be no charge. And if you live below 86th Street, rest assured: you’re not going to pay for the great privilege of moving your car across the street in the morning.

In addition, even during the 6 A.M. to 6 P.M time period, there would be no charge for using the FDR or the West Side Highway so that people in Staten Island, Brooklyn, Queens, and The Bronx could still use the highways free of charge whether they’re heading to Yankee Stadium or the Holland Tunnel. Even those who take taxis wouldn’t be affected – because taxis will be exempt. In analyzing congestion pricing, we studied commuting patterns across the city, and we arrived at an astounding finding: of the New Yorkers who work in Manhattan, only five percent commute by car. Five percent!

Let me illustrate the congestion that is overcrowding subway routes and key commuter lines. Today, 11 of the 26 subway routes experience peak-period congestion, and three are already at capacity – the routes in red. (I’ve been in that red a few times myself.) Conditions are bad enough now. But if we don’t act – by 2030, the situation will be intolerable. You just have to look at all the red on this chart. By 2030, we expect that nearly every subway route – 23 of 26 – will be heavily congested.

But it doesn’t have to be this way if we increase the speed at which trains travel, which will help reduce crowding – while also improving their reliability if we expand rapid bus service to areas of the city – particularly in Queens – that are poorly served by the subway if we build the 2nd Avenue Subway – not just from 96th Street to 63rd St, but all the way from Harlem to the Battery. If we expand ferry service to our growing waterfront communities and if we build a rail link to connect Lower Manhattan with Brooklyn, Jamaica, JFK, and Long Island where a light rail system could help many city residents and Long Islanders get to work more easily.

I know, If. If. If. If.

For decades, these and other major transportation projects – such as super express subway service to Queens – have been on the drawing boards spoken of in dream-like terms by planners and residents alike. If we could only build this, if we could only build that. The reason they haven’t been built, of course, or why our subway hasn’t been brought up to a state of good repair, is money. In fact, we have identified 18 critical transportation projects that, collectively, face a $31 billion funding gap.

Well, we can continue to talk about filling that gap and I think we all know how that will turn out or, we can work with the State, and together, we can fill it. The consequences are clear. It’s our choice. And we are choosing action.

In the weeks ahead, we will begin by asking our partners in Albany to create a “Sustainable Mobility and Regional Transportation” – or “SMART” – Financing Authority. The SMART Authority will be authorized to raise funds and issue revenue bonds and it will award matching grants to transportation agencies – the MTA, the Port Authority, and the City’s Department of Transportation – for key mass transit projects.

SMART funds will come from three sources: first, the City is prepared to make an unprecedented commitment of more than $200 million a year to the SMART fund. Second, we’ll ask the Legislature to match our commitment, just as it did with our school capital plan. And the third source of funding will be from congestion pricing.

Reactions

In the New York Observer's blog, The Real Estate, Matthew Schuerman called it a modest proposal, noting, "At just $8 a car (compared to twice that in London), traffic will diminish by a mere 6.3 percent."

WINS reported:
Democratic Rep. Anthony Weiner, a U.S. congressman who represents parts of Brooklyn and Queens, is running to be elected mayor in 2009, opposes congestion pricing and said it amounts to a "tax on working families."

The proposal needs approval from the state legislature. Assemblyman Hakeem Jeffries, who represents Prospect Heights and environs, sent out a news release stating, "The Mayor's congestion pricing proposal is suburban-friendly, Manhattan-centric and blatantly unfair to Brooklyn residents. The proposal represents a back-door toll on the Brooklyn, Manhattan and Williamsburg bridges. While it is certainly important to discourage automobile traffic, any effort should be fair and equitable. There is absolutely no justification for charging Brooklyn taxpayers eight dollars to enter Manhattan, while out-of-state New Jersey residents are given a discount."

I followed up, pointing out that congestion pricing is seen as necessary to the Atlantic Yards plan (which Jeffries supports more than not), and he responded, "I am willing to consider a congestion pricing plan that treats everyone fairly. It appears that under the Mayor's proposal, Brooklyn taxpayers will be forced to pay $8 to use the bridges while Manhattan residents will only have to pay $4 to drive during the same hours, and New Jersey residents will get a discount because they use either the Holland or Lincoln Tunnels. The impact on congestion and pollution in the City does not change based on the point of departure of an automobile and therefore everyone should be discouraged from driving by being forced to pay the same price."

In the Daily News today, "Gridlock Sam" Schwartz, the consultant who, among other things, worked on the Atlantic Yards transportation plan for Forest City Ratner, offers a host of suggestions for Bloomberg to sell the plan, including:
* Get trucks off Brooklyn streets by rebuilding the Belt Parkway to allow commercial vehicles. Add a few more adjacent parks while we're at it. The cars-only restriction is a Robert Moses anachronism.
* Give all city residents five free trips a year that they can barter if they don't use them. One of the biggest complaints I hear is, "What do I do if I have to go into Manhattan to the doctor or want to catch a play?"
* Apply congestion pricing to transit. Reduce the bus fares in the subway-less neighborhoods to $1.
* City employees must not be exempt. And before the city gets moving on congestion pricing, it must crack down on government abuse of parking.


Eventually?

According to Metro:
John Liu, D-Queens, chair of the City Council’s Transportation Committee, called for additional express buses before implementation of congestion pricing.
“To the extent that further measures are needed to ease congestion, driver fees can be considered as with everything else being on the table,” Liu said in a statement. “The city must make mass transit a real option for commuters who now drive but in reality would be happy to hop on an express bus. The mayor should get that done before hitting city residents with an additional $2,000 annual commuting fee.”


The Post quoted a real estate official who said outer-borough opposition was such that "It's never going to happen."

Then again, the Post offered this summation:
Former Queens Borough President Claire Shulman told The Post, "I think it was a great speech, and the mayor is very courageous."

Asked if she would back congestion pricing, she responded: "Yes, on balance, I do."

Other officials said they expect a drawn-out battle in which opponents eventually fall by the wayside as traffic gets worse and worse.

"Like gay marriage, someday it will happen," predicted civic activist Henry Stern, the former city parks commissioner.

Flatbush Avenue BRT: not until 2015?

While the city plans to pilot five bus rapid transit routes, one in each borough, in the next few years, the first one in Brooklyn would be Nostrand Avenue. A second round of five routes, likely including Flatbush Avenue, would not be completed until 2015, according to p. 4 of Appendix B to the mayor's PlaNYC report, issued yesterday.

There may be room for certain routes in the second round, including Flatbush Avenue, to open before that date. Still, transportation advocates believe that BRT is part of a package, including congestion pricing (which the city hopes to begin by Spring 2009) crucial to make any Atlantic Yards transportation plan work. The arena is scheduled to open in 2009, though that schedule seems unlikely.

City plans new push for solar energy; could "solar zoning" emerge?

New York City's energy-related initiatives within PlanNYC2030 include a new push for solar energy:
--a property tax abatement for solar panel installations
--support for the city's first carbon neutral building, primarily powered by solar electricity
--creative financing to increase the use of solar energy in City buildings
--"work with the State to eliminate barriers to increasing the use of solar energy in the city."

One of those barriers is shadows caused by tall buildings, such as those planned for the Atlantic Yards project, which have already scotched the Fifth Avenue Committee's plan to implement photovoltaics in a new building just north of Atlantic Avenue.

Might the city entertain the notion of "solar zoning"? No such proposal is specified; however, the exploration of the tension between scale and solar likely will increase.

Sunday, April 22, 2007

Congestion pricing, AY, and Bloomberg's sustainability plan

Mayor Mike Bloomberg is set to announce his PLANYC 2030 sustainability initiatives today and congestion pricing, a policy he until recently had avoided, seems to be on the agenda.

And congestion pricing--which would impose charges for entering the Central Business District at certain times--would deter a significant amount of traffic detouring through Downtown Brooklyn to use the free bridges. It's been recommended by analysts critiquing the Atlantic Yards transportation plan.

[A.M. Peak (6–10 A.M.) congestion graphic from Bruce Schaller's Battling Traffic: What New Yorkers Think about Road Pricing, published by the Manhattan Institute in December. Note significant congestion in Brooklyn around and leading to the planned Atlantic Yards site.]

Bloomberg said on his radio show Friday:
And we have to do a much better job of providing mass transit in parts of the city where the city never invested in the past, and now we’re paying for that. Places way out in Queens, places Staten Island, Brooklyn, there are lots of places in the city that aren’t served by subways. The city lost the courage to keep investing in subways back in World War II…

If you were to charge — and I’ll let you know on Sunday at 12:30 — but if you were to charge, you’d take the money and invest in mass transit.


Coming around

The mayor's taken a while to come around, backing away after a backlash during his first term. Just four months ago, in December, he told John Gambling on his weekly radio address:
Congestion pricing, commuter tax, you probably don’t have a chance of winning. Yeah, it’s a good idea, whether it would work here or not, I’m not a hundred percent convinced. We do have a lot of congestion, but there’s no easy answer.

Congestion pricing has been on the Atlantic Yards agenda since at least December 2005, when Aaron Naparstek cited it as crucial to a traffic solution.

It was given a tiny nod in the Atlantic Yards environmental review, as the Empire State Development Corporation cited a very limited concept of congestion pricing, regarding Nets games rather than an areawide policy:
In addition, congestion pricing has also been incorporated in the proposed mitigation plan in the form of a surcharge that would be imposed for on-site arena parking on game days.

Where's Marty?

Will Borough President Marty Markowitz sign on? He avoided mentioning congestion pricing in his extensive comments on the Atlantic Yards transportation plan.

In the past, Markowitz, playing to supporters in "outer" Brooklyn, has opposed such pricing. In a 2/15/01 press release Markowitz called "tolling the East River Bridges... impractical and discriminatory." Several Brooklyn legislators joined him.

Charles Komanoff's mark-up of an undated (2002?) Markowitz op-ed in the Daily News, headlined Toll East River Bridges? No. Economy, Traffic, Air Would Lose. dissected Markowitz's arguments, arguing that "because politicians like you, Marty, haven't laid out the choices honestly. The choice isn't tolls vs. no tolls, it's tolls vs. devastating cutbacks. Last summer, when a Quinnipiac poll gave New Yorkers the real choice - higher taxes or transit hikes or bridge tolls - every borough chose tolls, resoundingly."

AY and pricing

Interestingly, transportation consultant "Gridlock Sam" Schwartz, who Forest City Ratner hired to design the Atlantic Yards traffic mitigation plan, is a strong proponent of congestion pricing. Apparently that systemic change could not be feasibly recommended for one project.

But it's likely that Forest City Ratner will be a strong supporter of such a change, because it's crucial--though insufficient alone--for any Atlantic Yards transportation plan to have a ghost of a chance.

In Saturday's Times, the congestion pricing plan was described as facing "daunting obstacles." The article stated:
Samuel I. Schwartz, a traffic consultant who favors congestion pricing, said that it would take at least four years before a plan could be approved and put in place. He said that completing an environmental impact study could take at least three years, and fighting the inevitable lawsuits would take another year.


So, four years from now would be the spring of 2011. Does that mean that, in the best-case scenario, the Atlantic Yards arena wouldn't open until 2011? Forest City Ratner must be calling Newark regarding an interim arena for the Nets right now.

Stay tuned to see what other Bloomberg proposals would impact Atlantic Yards and growth in Brooklyn. The Times reported Friday that Bloomberg would propose "using zoning and tax incentives to encourage the construction of 250,000 homes." So, there may be other ways to build beyond state overrides of city zoning, which is what has occurred with the state approval of Atlantic Yards.

Anatomy of a New York Times AY error

1. In an April 5 round-up article on Atlantic Yards, an underinformed Times reporter, abetted by underinformed editors, describes Develop Don't Destroy Brooklyn (DDDB) as an organization "which opposes the scale of the plan."

2. The Times does not publish a correction, which would be attached to the previous article in the archive, but instead, on April 12, publishes a letter from DDDB's Dan Goldstein explaining "Our organization does not merely oppose the scale of the plan, we oppose Forest City Ratner’s project itself on many principled grounds."

3. Another even more underinformed reporter, who has no experience covering AY but (likely) just happens to be available on a late Friday afternoon, is handed the assignment of describing, in a paragraph, the decision by Justice Joan A. Madden to reject a temporary restraining order regarding demolitions. In Saturday's paper, abetted by underinformed editors, he writes that the TRO "had been requested by Develop Don’t Destroy Brooklyn, which opposes the scale of the 22-acre project."

Not only had the TRO not been requested solely by DDDB, because it's part of a coalition of groups in the suit, but the organization does not simply oppose the project's scale. And the headline, "Atlantic Yards Can Proceed," is not correct, either, because only the demolitions can proceed; the project itself depends on the dismissal or resolution of three lawsuits.

4. Shouldn't the Times be extra careful when covering news relating to projects being built by Forest City Ratner, business partner of the parent New York Times Company?

The Public Editor, Byron Calame, wrote 6/29/05:
The Times’s most important obligation, of course, is to make sure there’s no bias in any articles it does publish about Mr. Ratner. But avoiding the perception of any tilt toward Mr. Ratner in its pages is also essential. One of the best ways to avoid a perception problem is to make certain that substantive articles about Mr. Ratner and his real estate dealings include full disclosure about his business relationship with The Times.

OK, maybe the most recent article referenced above wasn't "substantive" enough to require disclosure. (The first article was, but lacked the disclosure.) Still, given that the careless errors noted above seem to work in the developer's favor, the paper must do better to avoid "the perception of tilt." How many times must this be said?

Saturday, April 21, 2007

Judge denies TRO; demolitions, protest to begin Monday

State Supreme Court Justice Joan Madden yesterday refused to issue a temporary restraining order (TRO) that would have blocked Forest City Ratner (FCR) from continuing demolitions of properties it owns within the Atlantic Yards site before prefliminary injunction can be argued in court on May 3.

That means that demolitions of four properties, which had been scheduled to begin Wednesday but were postponed pending Madden's decision, can proceed on Monday, as will a protest organized by Develop Don't Destroy Brooklyn (DDDB), which leads the coalition of neighborhood and civic groups challenging the environmental review. The protest will be in front of 191 Flatbush Avenue, between 5th Avenue and Dean Street, at 8 a.m.
(At right, three of the four buildings at issue.)

Four other buildings are scheduled for demolition before the May 3 hearing. Madden noted that she was not making a decision on the ultimate merits of the case, but noted that a "TRO is a drastic remedy which should be sparingly used," with a higher burden of proof than a preliminary injunction.

What was needed

The community groups argued that, by creating empty lots, it would intimidate the remaining residents of the footprint, including those who are challenging the project in three court cases. The Empire State Development Corporation (ESDC), the main defendant, and FCR argued that the petitioners couldn't demonstrate sufficient harm.

Madden's decision suggests that the petitioners would've had to present more compelling evidence, such as photographs and renderings that depicted the neighborhood, before and after, from above.

She wrote:
Petitioners fail to make a sufficient showing that they will suffer immediate and irreparable injury if a TRO is not granted before the hearing... Petitioners essentially argue that the demolition of the nine buildings will 'irrevocably harm the neighborhood.' However, petitioners fail to substantiate this argument with factual support showing how removal of these nine buildings will affect the nature and character of the area. Specifically, petitioners provide no details as to the composition of the neighborhood, its geographical boundaries, or any valid analysis to support their allegations.

Madded noted that the petitioners have no property interest in the buildings and do not challenge the assertion that the work is being done according to the proper permits.

Delay harmful?

Madden's decision suggests that, had the organizers of the suit been able to prepare it a month earlier, the petitioners might have been in court to argue for a preliminary injunction before Forest City Ratner had proceeded with all but the initial demolition activity.

That might not have stopped the demolitions--a TRO, with its high threshold, likely still would have been necessary, while a decision was pending, and a high bond might have been required even if the judge were to rule on the preliminary injunction--but it would've precluded some charges by the defendants.

“If anyone has been dilatory, it is petitioners, who for months have trumpeted their intention to seek an injunction halting demolition but did not apply for a T.R.O. until eight weeks after FCRC’s public announcement of the work’s commencement," Forest City Ratner attorney Jeffrey Braun stated in court papers this week.

The developer has already demolished one property, a former auto repair facility at 179 Flatbush Avenue, west of Fifth Avenue. That demolition was announced on February 20, two months after the Public Authorities Control Board approved the project, which was 12 days after the Empire . On March 1, FCR announced its intention to demolish 12 additional buildings, beginning with asbestos abatement. The actual demolition of the buildings was to begin last week.

The lawsuit challenging the legitimacy of the state environmental review was filed on April 5. On April 11, Forest City offered the petitioners a schedule that indicated that demolition of four buildings would begin on or after April 18, and four more during the week of April 23. Hence the filing of the longshot TRO.

Costs of delay

In court papers earlier this week, Forest City Ratner and the ESDC argued that delay was not in the public interest, because it would delay the provision of public benefits in the project. Additionally, FCR said that delay would cost $4.15 million a month and interfere with an intricate schedule to get the arena built by 2009--even though the project is already behind the stated construction schedule.

Madden did not address the issue of whether the construction schedule is realistic.

DDDB calls on Spitzer


“We are confident in the merits of our challenge to the state’s approval of the project and that once our claims are heard we will prevail–sending the project back to the drawing board,” said DDDB legal team chair Candace Carponter in a news release. “It is also clear that as long as owners and renters challenging the state’s right to seize private property by eminent domain succeed in federal court, the project cannot be built. Because of the irreparable harm these demolitions will bring, we call on Governor [Eliot] Spitzer, Mayor [Mike] Bloomberg and other elected officials to use the ESDC’s funding leverage to halt the demolitions unless the project is proven to be feasible.”

Given the support that Spitzer and Bloomberg have shown for the project, such action is doubtful.

AP errors

An Associated Press story on Madden's decision, published by the New York Daily News and Newsday, inaccurately described the petitioners as "a group of property owners and tenants facing eviction," stated that there would be at least 600 subsidized condo units (actually, only 200 would be onsite and that pledge is not memorialized in any state documents), and suggested that a magistrate judge's decision in the federal eminent domain suit is unlikely to be rejected (though U.S. District Judge Nicholas Garaufis seemed willing to revisit the issues).

Why the CBA Coalition is not like the ESDC

Two weeks ago, we saw the New York Times bizarrely try to compare the Brooklyn Public Library to Bruce Ratner because both might be involved in eminent domain cases.

Yesterday, in Metro, Delia-Hunley Adossa of the Atlantic Yards Community Benefits Agreement (CBA) Coalition, bizarrely tried to equate the coalition with the Empire State Development Corporation (ESDC).

Metro reported how Hunley-Adossa complained to local politicians that they should have gone through the coalition to express concerns about demolitions of buildings for interim surface parking:
“We told them, ‘Our concern is you never came to us. You jumped and went straight to the ESDC, to the new guy,” she said after the meeting. “Had you come to us, you would have known we are addressing these issues.”

CBA vs. ESDC

Well, the CBA signers have never held an open public meeting to answer questions from the community they represent. They are significantly funded by developer Forest City Ratner, though the developer won't reveal how much has been paid. They are represented by a p.r. firm paid for by FCR.

Hunley-Adossa's group, Brooklyn Endeavor Experience, is supposed to monitor environmental impacts during the construction process. The CBA states:
Therefore, the Developer shall be in compliance with this Agreement by following the state mandated process.

So maybe the elected officials should be talking to the ESDC, the overseers of the state-mandated process, after all.

Friday, April 20, 2007

FCR's Beekman tower, AY face same problem: scarce tax-exempt financing

Forest City Ratner's annual report acknowledged "the potential for increased costs and delays" to Atlantic Yards as a result of, among other things, "our inability to obtain tax exempt financing or the availability of financing generally."

That looks to be an increasing concern. Take the example of the developer's other Frank Gehry-designed tower, on Beekman Street in Lower Manhattan.

In this week's New York Observer, in an article headlined Ratner Scrambles for Funding for Gehry-Designed Tower, Matthew Schuerman reports:
One portion—presumably the top—would be entirely market-rate rentals and could be financed with Liberty Bonds, which continue to be reserved for the project. The middle portion would consist of mixed-income rentals, 20 percent of which would be priced for low-income households. The school would occupy the lowest five floors, along with retail and possibly a medical facility.

In a request filed last year with the H.D.C., Forest City said it was planning to apply for up to $450 million in tax-free bonds that would cover up to 750 of the units in the middle portion of the building. But the developer will have to wait in line for these bonds because the city largely depends on the state for tax-exempt bonding authority. The state has received billions of dollars in requests that it cannot accommodate this year.

“By the end of June this year, the H.D.C. is completely out of volume cap,” said Emily Youssouf, the president of the H.D.C. “[The developers] are trying to figure out their financing.”


Scarce resource

The amount of bonding required for Atlantic Yards would be considerably more. Perhaps pressure from developers seeking this scarce resource will prompt the relevant government agencies, with the assistance of the federal government, to expand the availability of bonding authority. (Here's Schuerman's exposition of this complicated issue.)

For now, however, there are too many subsidized housing projects competing for limited funds.

Will DOT come clean on the closure and "demapping" of Fifth Avenue?

In my article in this week's Brooklyn Downtown Star, Closing Fifth Avenue for Atlantic Yards, But Why So Soon?, I expand on my previous coverage of the plan to close Fifth Avenue between Flatbush and Atlantic avenues to accommodate Frank Gehry's flagship Miss Brooklyn skyscraper.

I contacted the Department of Transportation (DOT) four times to ask about the timing of the closure--why so soon, by May 27?--given that the construction schedule will inevitably be delayed by litigation. I also asked whether the street could actually be demapped by then.

I got an acknowledgement of my query but no answers. (DDDB called it "Closed Streets. Closed Mouths." and linked Jonathan Cohn's photo and graphic below.)

Demapping?

And though a New York City Transit (NYCT) official cited "the closure and demapping of Fifth Avenue," the street can't be demapped until it's been acquired by the Empire State Development Corporation (ESDC).

As I write:
So, Chapter 1 of the state Final Environmental Impact Statement for Atlantic Yards explains, "ESDC would also acquire portions of the City streets to be closed and City-owned properties through exercise of eminent domain and, with the consent of the City, would override the City Map to permit development on these streets."

But the ESDC isn't ready to do that. The state authority, according to spokesman Errol Cockfield, expects to acquire that segment of Fifth Avenue "once all litigation has been settled." No date has been set, and that would be months, if not years, down the line, not this spring. Then ESDC would have to go through the Eminent Domain Procedure Law.


Questions pending

A NYCT spokesman told me simply that they had to reroute the bus because DOT was closing the street. As noted above, ESDC isn't doing anything just yet. The answers must come from DOT. Others should be asking them questions too.

Thursday, April 19, 2007

Delay demolitions? Not in public interest, say ESDC, FCR

The Empire State Development Corporation (ESDC) and developer Forest City Ratner (FCR) have responded forcefully to the lawsuit trying to invalidate the environmental review for the Atlantic Yards project.

In doing so, they argue against the temporary restraining order (TRO) sought by Atlantic Yards opponents and critics to block planned demolitions of some 15 properties owned by the developer, saying that it would not be in the public interest and that the chances of getting a preliminary injunction in court next month are low.

A decision on the TRO is expected by Friday. The preliminary papers filed this week will be followed up by more extensive legal arguments from both sides.

An affirmation filed by Philip Karmel, an attorney representing the ESDC, points out that the ESDC determined that Atlantic Yards “would achieve significant public purposes;” thus, the “petitioners’ assertion that the public will not be harmed by any delay in the Project is self-serving.”

FCR attorney Jeffrey Braun states in another document that “the public benefits include the elimination of blight, the redevelopment of a largely derelict 22-acre site, the return to Brooklyn of a major league sports franchise…, the creation of new housing (including 2250 units of affordable housing), environmental remediation…, the construction of extensive new mass transit improvements, the creation of thousands of jobs, and the generation of billions of dollars in new tax revenues.”

The impact of vacant lots

The crux of the matter, beyond the cost of delay alleged by the developer, is the impact of vacant lots cleared for development and "interim surface parking" that could last for decades.

Karmel argues that plaintiffs have not established that they would be irreparably harmed by limited demolition work, as the buildings are currently vacant: “Petitioners have not demonstrated that they would suffer any legally cognizable harm from living next to a vacant lot rather than a vacant building.”

Braun makes a similar point, noting that Forest City had gained required permits and approvals to demolish buildings it owns. The request is “based on the idea that they have some protectable interest in the current character of these properties that they neither own nor occupy” and that Forest City might rehabilitate the buildings if the court sets aside the project approvals. “These suggestions are absurd.”

Even if the case succeeds, Braun notes, the developer could still demolish the buildings at issue and build more profitable new structures.

For the petitioners, civic and neighborhood groups organized by Develop Don’t Destroy Brooklyn (DDDB), the argument is about “facts on the ground.” Attorney Jeff Baker argues, “It would be inequitable to permit FCRC to turn a substantial portion of the neighborhood at issue into vacant lots before the Court has had the opportunity to consider fully the merits of petitioners’ motion.”

Citing an affidavit from City Council Member Letitia James, Baker points out, “demolition of the buildings at issue would have a severely intimidating impact on residents who live adjacent to or near the demolished buildings,” some of whom are in court challenging the project.

Whose delay?

“It would be illogical and unfair to allow FCRC to demolish buildings before the remanded environmental review is completed, just because of a “window” of opportunity between the end of the unlawfully conducted review” and the reopening of the review after a judge’s decision, Baker argues.

The defense blames the petitioners for asking the court to hurry up after they moved slowly. “They waited four months to file this proceeding and now seek extraordinary relief prior to proper briefing,” Karmel states.

Similarly, Braun argues, “If anyone has been dilatory, it is petitioners, who for months have trumpeted their intention to seek an injunction halting demolition but did not apply for a T.R.O. until eight weeks after FCRC’s public announcement of the work’s commencement

Posting a bond

Braun suggests that the petitioners have no case, noting that a similar injunction, brought by parks advocates against the destruction of trees for the new Yankee Stadium, was denied because of the costs of delay.

He attempts to turn the tables, saying that the wealthy people are the petitioners: "Significantly, the potential economic harm to FCRC of injunctive relief is so substantial that petitioners’ papers devote considerable space to a specious effort to persuade the Court that, notwithstanding the fact that petitioners for the most part are associations of homeowners and other residents of prosperous Brooklyn neighborhoods, petitioners should be allowed to avoid financial responsibility for the economic havoc that they seek to impose upon FCRC by being excused form any requirement that they post an injunction bond in an amount sufficient to protect FCRC from its potential losses."

The petitioners had argued that the court "should not require petitioners to post more than a nominal undertaking,” given that judges have discretion to consider the financial means of the parties and the balance between financial resources and public purpose. A large bond requirement would render moot a TRO or preliminary injunction.

Responding to the charges

Braun also takes aim at some major components of the lawsuit filed two weeks ago. While the petitioners argue that the Public Authorities Control Board (PACB) failed to make written environmental findings, the defense states that such findings are not required.

As for the charge that the “community forums” were actually public hearings, and thus the public comment period should have been extended, Braun calls them “good faith efforts to facilitate public comments” but does not specifically explain why they differ from the public hearing.

He argues that the petitioners did not point out an argument that was omitted because of the short window of opportunity to comment.

The petitioners argue that a privately-owned arena can’t be a “civic project,” but Braun points out that the ESDC “has sponsored the construction of numerous sports stadiums and arenas in various locations around the state.”

As for the “purported deficiencies” in the FEIS, Braun points out that the “standard for judicial review of an FEIS is reasonableness” and that courts shouldn’t substitute their judgment for an agency.

Ward Bakery

As for the Ward Bread Bakery, which preservationists would like to see retained, the State Historic Preservation Office, notes Forest City Ratner executive Jim Stuckey, concurred “that there are no prudent and feasible alternatives to demolition” of the building.

“Historic” CBA?

Stuckey claims, as he did in February 2006, that the “historic” Community Benefits Agreement “may set a standard for future projects in the City.” That’s doubtful, as shown by the CBA being discussed in West Harlem regarding Columbia University’s expansion. (And there are further questions about the LDC established for that project.)

The "intended beneficiaries of the CBA" are "the least privileged residents of Brooklyn," according to Stuckey, which seems to omit certain beneficiaries, including the McKissack Group, cited by Stuckey as the "nation's oldest minority-owned professional design and construction firm," hired to work on the MTA's Vanderbilt Yard.

Stuckey claims that all of the CBA commitments—including job training, affordable housing, and minority contracting, “have teeth in the form of substantial legally enforceable penalties for a failure by FCRC to fulfill its obligations.

Actually, the CBA (XIII. ENFORCEMENT) sets up a 60-day right to cure and mediation, before the coalition members may seek binding arbitration or judicial remedies. If they go to court, seeking to require the developer to comply, they must pay their own fees.

Would stay on demolitions unduly delay arena? FCR is already behind pace for 2009 opening

In court papers filed earlier this week opposing a temporary restraining order to block demolitions on the Atlantic Yards site, Forest City Ratner VP Jim Stuckey says the developer would face significant losses even over a few months—and that a delay would jeopardize the planned 2009 opening of the arena.

However, as lawyers for the plaintiffs point out, the developer “appears to already have virtually abandoned the construction schedule” published in the Atlantic Yards Final Environmental Impact Statement that would lead to a 2009 arena opening

Indeed, according to the schedule (from the Final Environmental Impact Statement, Chapter 17), demolition of buildings on blocks needed for the arena was to begin 11/1/06. This page was dated 7/10/06 yet included in the FEIS released 11/27/06. Click on the graphic below to enlarge, or go to the original PDF.

The demolition was to be completed by 7/2/07. However, several buildings in the arena footprint undoubtedly will remain enmeshed in litigation well beyond that date.

Workaround?

Stuckey suggests that the developer is working around the buildings it doesn’t have:
The current work is proceeding in accordance with an intricate schedule that is intended to allow the new arena to be completed in time for the Nets to relocate there for the 2009-10 National Basketball Association season. FCRC’s construction schedule has been carefully drawn to allow the arena to be ready for the 2009-10 season by commencing work now on vacant properties that are owned by FCRC, the MTA and the City, with work on properties that are owned or occupied by other parties deferred until the pending judicial challenges to the Project have proceeded to a point where ESDC is in a position to actually use its powers of eminent domain to acquire title to and possession of those properties. Therefore, even a short delay in the ongoing work could jeopardize the arena’s availability for an entire season, and thus would expose the Nets to additional operating losses of about $35,000,000 a year.

In another filing, Forest City Ratner attorney Jeffrey Braun backs up Stuckey:
As the Stuckey affidavit points out, FCRC’s construction schedule is designed to complete the area in time for the 2009-10 basketball schedule by working on properties owned by FCRC affiliates, the MTA and the City now, while deferring work on other properties until later.

However, the construction schedule is clear. Workaround or not, demolitions are to be completed by 7/2/07.

$4.15M a month in losses

Stuckey cites the costs of carrying the property without generating income, the escalation of construction costs, and the prolongation of the Nets operating losses “arising from its use of the current inadequate arena in New Jersey.”

He states:
At this time, it costs FCRC about $2,400,000 per month to carry the real property that it has acquired for the Project and the overhead that is in place to work on the Project - a figure that does not include FCRC's legal fees and also does not include the operating losses that the Nets basketball team, which has been owned by an FCRC affiliate since early 2004, and continues to incur while it is based at its current venue in New Jersey. In addition, delay on a project such as this one probably would subject FCRC to significant escalations in its eventual construction costs. Given the active real estate market and the magnitude of the Project, FCRC calculates the escalation as equal to nearly $1,750,000 per month.

The same issue came up in February 2006, when Forest City Ratner was fighting an effort to block the emergency demolitions of five properties it owned. Then, when the developer presumably had less overhead, Stuckey in an affidavit claimed $2.5 million a month in carrying costs, plus $1.4 million a month in construction cost escalation.

The construction schedule
(click to enlarge or go to the original PDF)

Forest City Ratner's $5.6 billion lie, in court papers, is attributed to ESDC

In the lawsuit over the Atlantic Yards environmental review, both plaintiffs and defendants are doing their best to cite relevant precedent and spin the case to their favor. But Forest City Ratner executive Jim Stuckey takes it one step further, in an affidavit claiming (right) that the Final Environmental Impact Statement (FEIS) issued by the Empire State Development Corporation estimated that the project would generate $5.6 billion in new tax revenue and $4.4 billion in net tax revenue.

There's nothing of the sort in the FEIS. There's no total at all, nor is there an attempt to calculate net revenue, which subtracts costs.

Rather, another document issued by the ESDC, the General Project Plan, does calculate new tax revenue and net revenue. However, that net revenue is just $944 million. My discovery last December of that figure, which represented a reduction of nearly 50% from previous estimates, led to widespread media coverage and expressions of concern by the Citizens Union.

Where does the $5.6 billion figure come from? Not from the ESDC, but from Forest City Ratner. And the methodology used to reach that number differs in two significant ways than the methodology used by the ESDC.

From the FEIS

In Chapter 4 of the FEIS, Socioeconomic Conditions, text and charts estimate new revenues. At the very end of the chapter, less than two pages offer a cursory description of direct subsidies without any attempt to estimate the full public costs of the project.

Below are two charts that calculate new revenue from the most likely variation, the residential mixed-use variation. Even if you multiply the annual revenues by 30 years, the number reaches $2.09 billion, plus $242 million in construction-related revenues.



From the GPP

The GPP calculates $944 million in net revenue, and about $1.4 billion in total revenue. The net revenue figure is flawed, because it omits a significant amount of public costs, but it still is nothing like Stuckey's figure.Paging Prof. Zimbalist

So, where does the $5.6 billion figure come from? Forest City Ratner, which got several editorialists last year to repeat it. The Benefits page at the Atlantic Yards web site states:
At a development cost of $4 billion, Atlantic Yards will be the largest private investment in Brooklyn's history . As renowned sports economist Andrew Zimbalist has noted, Atlantic Yards will be an economic engine for Brooklyn, the City and the State, generating more than $5.6 billion in tax revenues over the next 30 years.

The $5.6 billion figure is linked to this page, reproduced below. Note that Zimbalist's summary doesn't actually say $5.6 billion. I speculate that Forest City Ratner adjusted the $6 billion number after the project was downsized slightly.What's wrong

There are two important differences in methodology. First, Zimbalist inflates his figure by calculating new income tax revenues based on new residents, rather than on new jobs. Last year, in The $6 billion lie, I quoted economist James Parrott, who said, "I don't know of any serious cost-benefit analyses of mixed-used economic development projects that count the taxes of residents."

In Chapter 4 of the FEIS, the ESDC also eschews such methodology, stating:
For either variation, projected tax receipts do not include income tax paid by the residents at the proposed project or income tax from secondary employment generated by such residents.


Secondly, as I wrote last year, Forest City prefers to use the 30-year aggregate new revenues, rather than net present value, or today's value of future payments, with an interest rate applied. Net present value is, of course, significantly lower.

All other fiscal impact analyses of Atlantic Yards, conducted by the ESDC and outside analysts, use net present value. Zimbalist, undoubtedly at the behest of his client, provided both numbers, and Forest City Ratner has chosen the larger one.

It's like saying the value of your $300,000 home loan is several multiples greater because you've paid that sum cumulatively over 30 years.

What's a "reasonable worst-case scenario"? ESDC considered terrorism, just not in EIS

Critics of the Atlantic Yards environmental review had previously been told by the Empire State Development Corporation (ESDC) that post-9/11 terrorism was beyond the scope of the law:
Emergency scenarios such as a large-scale terrorist attack similar to the World Trade Center attack, a biological or chemical attack, or a bomb are not considered a reasonable worst-case scenario and are therefore outside of the scope of the EIS. However, as indicated in Chapter 1, “Project Description,” the proposed project would implement its own site security plan, which includes measures such as the deployment of security staff and monitoring and screening procedures…. Consultation with NYPD and FDNY has been taking place and would continue should the project move forward. Disclosing detailed security plans is not appropriate for an EIS.

Now there's a response from Forest City Ratner in the ligitation challenging the environmental review and seeking a temporary restraining order to block demolitions. In it, FCR attorney Jeffrey Braun points out that no regulation requires terrorist attacks to be analyzed.

"Preeminent security consultants"

Further, he points to a series of actions that suggests that the ESDC and the developer have taken the terrorist issue quite seriously:
In this case, the submissions in opposition to the petition will show that ESDC made the eminently sensible determination that the risk of a terrorist attack was not appropriate for inclusion in the SEQRA process, which would have entailed the publication, including availability on the Internet, of information about risk assessment and security measures. The submissions also will show that FCRC retained preeminent security consultants and, working with those consultants, participated in extensive confidential reviews of the Project with the New York City Police Department’s Counter-Terrorism Task Force, to assess the risk of a terrorist attack and to address that risk in an appropriate manner. Given the nature of the threat, however, it would not be appropriate—indeed, it would be foolish—to expose the risk assessment materials to public scrutiny.

That may be so, but in other projects there has been at least some acknowledgement of security issues.

For example, a 9/25/05 technical memorandum regarding proposed design changes to the Freedom Tower, from the Lower Manhattan Development Corporation (LMDC), states: In response to security concerns, the building base, an approximately 190-foot-tall pedestal, would have a protective shell of steel and concrete.

(LMDC is not an ESDC subsidiary, run by gubernatorial appointees, but a
joint State-City corporation governed by a 16-member Board of Directors, half appointed by the Governor of New York and half by the Mayor of New York.)

What's a "reasonable worst-case scenario"

And the question remains: what's the difference between "a reasonable worst-case scenario" under the scope of state law and "a reasonable worst-case scenario" under a common-sense understanding?

Wednesday, April 18, 2007

Lifting the Markowitz fig leaf from the Atlantic Yards creation myth

According to at least two accounts, Atlantic Yards developer Bruce Ratner didn't start thinking about an arena near the corner of Atlantic and Flatbush avenues until the summer or fall of 2002. And, according to Borough President Marty Markowitz, Ratner needed prompting from him to consider the opportunity.

That's highly unlikely--and it seems to contradict some recent statements by Forest City Ratner lawyers. They have claimed, in oral argument and legal papers in the Atlantic Yards eminent domain case, that the developer did not, as charged, initiate the project.

I had written that the claim seemed true only if it were narrowly interpreted as reflecting Markowitz's idea for an arena, since surely Markowitz didn't initiate the idea for a 22-acre development. Now it's questionable that Markowitz even initiated the idea for the arena near Downtown Brooklyn.

The March 2002 registration

See, Forest City Ratner was thinking about basketball a lot earlier. The original Atlantic Yards web site, bball.net (which now resolves to AtlanticYards.com), was registered by Forest City Ratner on 3/27/02 . That was just five days after Markowitz issued a press release urging that the planned SportsPlex in Coney Island be outfitted to attract a National Basketball Association team.

So, if Forest City Ratner wasn't gearing up for an arena near Downtown Brooklyn at that point, at the least the developer had a Coney Island arena in mind. Either way, company head Bruce Ratner had his mind on basketball.

"Bruce had no interest"

That bball.net registration contradicts Markowitz's account in Rebecca Mead's 4/25/05 New Yorker profile, Mr. Brooklyn: Marty Markowitz-the man, the plan, the arena:
When he was campaigning for the borough presidency, Markowitz said that he wanted to bring an N.B.A. team to Brooklyn, and the idea was taken about as seriously as his appeals for Brooklyn’s secession. But in the fall of 2002, when it became clear that the New Jersey Nets were likely to come on the market, Markowitz picked up the phone....

Markowitz said of his Nets-related scheming, “I thought to myself, Who can I call who has a dedication to Brooklyn, and that has got the economic ability, because, let’s face it, someone who builds two-family homes is not going to be in a position to buy a team and to build an arena.” He considered Donald Trump, but feared that Trump might move the team closer to Atlantic City and his casino investments. Markowitz did, however, call Bruce Ratner, whose company, over the past two decades, has built the massive Metro Tech development—more than two million square feet of office space—not far from the proposed site of the arena. “Bruce had no interest, absolutely no interest,” Markowitz said. “It doesn’t take a rocket scientist to look at this fella and know that he’s not a jock.” (Ratner, who is sixty, looks more like the Consumer Affairs Commissioner he was during the Koch administration.) “But I was very persistent with him, and didn’t take no for an answer.”

(Emphases added)

1990s plans

Actually, as I noted last September, an even earlier idea for an arena had been entertained by Forest City Ratner, according to a master's thesis by Columbia University graduate student Shirley Morillo:
In the early 1990s, in the midst of the Downtown Brooklyn planning and building cycle, the New Jersey Nets approached Forest City Ratner with a radical proposal – that he buy the team and build them a new arena on his project site. The developer initially dismissed the idea knowing that past stadium schemes had been attempted in the past and that they had failed.

Where exactly was the "project site" mentioned? It's not specified, but I assume it was the location of what is now the Atlantic Center mall.

Doctoroff involved

Chris Smith's 8/14/06 New York magazine cover story, The Battle for the Soul of Brooklyn, offered some skepticism about the creation myth:
It took a while, but he got the chance to do something about it in 2002, when he noticed that the New Jersey Nets were for sale. Markowitz, Brooklyn’s borough president and corniest booster, began hounding Bruce Ratner, telling him that he was the perfect guy to bring big-league sports back to Brooklyn. Finally, as much to get Marty off his back as to enter the ranks of NBA ownership, Ratner launched a bid, bought the team for $300 million, and then set about figuring out what to do with his new prize.

At least that’s the story both men have told. It’s always struck me as a convenient creation myth, akin to Abner Doubleday’s inventing baseball in pastoral Coopers­town. Ratner didn’t get to be a multimillionaire by operating on whims. He’d long been aware of the gaping space stretching east beyond the intersection of Flatbush and Atlantic Avenues. He built two large projects overlooking that congested hub and the LIRR yards: Atlantic Center mall, in 1996, and Atlantic Terminal mall, in 2004.


Smith also nudged the timing back to the late summer or early fall of 2002, though not to March:
...Ratner is more astute politician than saint; he surely knew the do-gooder goals would help sell the project. He also has impeccable timing. While there was no public hint of Ratner’s interest in either the Nets or the Brooklyn rail-yards site until late July 2003, the developer had been meeting with Bloomberg nearly a year before that, according to Dan Doctoroff, the city’s economic-­development czar. Bloomberg, a political novice but a billionaire businessman, had been elected largely on the hope he’d rescue the city’s economy. Doctoroff was orchestrating the campaign for the 2012 Olympics and to build a West Side stadium for the Jets, controversies that provided invaluable media cover for Atlantic Yards, percolating in the background. “We did not require a lot of convincing as to the conceptual merits of Bruce’s plan,” Doctoroff says. “We’ve been involved in it from almost day one. I was advising Bruce on his purchase of the Nets. Clearly, he was going to use it as a centerpiece for a significant development over the yards. The mayor was always very intrigued by the design. He’s in favor of big statements. What you’ve got now is an opportunity to have an independent economy in Brooklyn.”

Markowitz on Coney

Meanwhile, Markowitz was maintaining straightfaced support for Coney Island as an arena site. As I wrote last June, on the day of his 1/23/03 State of the Borough Address, the New York Daily News reported (Marty’s Minding Our Manners, 1/23/03):
The borough president also goes to sleep dreaming of bringing a National Basketball Association team to Coney Island.

The same day, in his address, Markowitz devoted six consecutive paragraphs to Coney Island, and in the fourth of those paragraphs said:
And, some will laugh, but I'll keep on saying it. Brooklyn deserves a sports team on a national stage. Major league sports owes Brooklyn for the great theft of 1957, when the devil O'Malley stole the Dodgers out of Brooklyn in the middle of the night. That's why, until the door is finally slammed in my face, I will continue to fight for a NBA team for Brooklyn.

Revising the myth

Let's recap. First, it's clear that, as of early 2003, despite his rhetoric, Markowitz was not dreaming of bringing an NBA team only to Coney Island. He had to be thinking about a site involving the Metropolitan Transportation Authority's Vanderbilt Yard.

Second, it's clear that Ratner didn't need Markowitz to figure out that there was some valuable land near the transit hub for a development; he knew that all along.

Third, Ratner didn't need a call from Markowitz in the fall of 2002 to become interested in a sports arena; the bball.net registration had been in place some six months earlier. The developer was already in the driver's seat.

Tuesday, April 17, 2007

Demolitions postponed, at least briefly; protest may be Monday

Hold everything, at least a few days.

At a hearing today before Supreme Court Justice Joan A. Madden, lawyers for the coalition challenging the legitimacy of the Atlantic Yards environmental review argued for a temporary restraining order (TRO) to block demolitions on the Atlantic Yards site.

After consultation, developer Forest City Ratner, which had scheduled demolitions to begin tomorrow, agreed not to begin such demolitions this week, and the judge said she'd have a decision on the TRO by Friday.

(I wasn't at the hearing, but this was relayed to me by a courtroom observer associated with the plaintiffs.)

In light of that, Develop Don't Destroy Brooklyn, which had scheduled a protest rally for 8 a.m. tomorrow, has postponed the rally pending the judge's decision. If a TRO is not granted, the rally will be Monday.

From FCE, (boilerplate) doubt about AY timing; Nets losses prompt $13M loan

While Atlantic Yards supporters have criticized opponents for delaying the project by filing a lawsuit challenging the environmental review, it turns out that developer Forest City Ratner has much more than legal delays on its mind.

Also, while the rate of losses for the New Jersey Nets has slowed, the parent company must still offer a $13 million loan to fund the team this year.

According to the annual report issued at the end of March by parent Forest City Enterprises, other factors, including increased construction costs and the availability of tax-exempt financing, also play into potential delays. The language is required boilerplate, but it does stand in contrast to the sunny predictions, despite countervailing evidence, that the project will be completed in the promised ten years.

The annual report states:
Brooklyn Atlantic Yards. We are in the process of developing Brooklyn Atlantic Yards, a $4.0 billion mixed-use project in downtown Brooklyn expected to feature an 850,000 square foot sports and entertainment arena for the Nets basketball team, a franchise of the NBA. The acquisition and development of Brooklyn Atlantic Yards has been formally approved by the required state governmental authorities but final documentation of the transactions are subject to the completion of negotiations with local and state governmental authorities, including negotiation of the applicable development documentation. There is also the possibility that condemnation of the land will be needed for the development and potential removal, remediation or other activities to address environmental contamination at, on, under or emanating to or from the land. There are also various lawsuits filed challenging the approval process and use of eminent domain which may not be resolved in our favor resulting in Brooklyn Atlantic Yards not being developed with the features we anticipate. There is also the potential for increased costs and delays to the project as a result of (i) increasing construction costs, (ii) scarcity of labor and supplies, (iii) our inability to obtain tax exempt financing or the availability of financing generally, (iv) increasing rates for financing, and (v) other potential litigation seeking to enjoin or prevent the project for which there may not be insurance coverage. The development of Brooklyn Atlantic Yards is being done in connection with the proposed move of the Nets to the planned arena. While we are part of an ownership group that acquired the Nets on August 16, 2004, the Arena itself (and its plans) along with any movement of the team is subject to approval by the NBA. If we do not receive this approval, we may not be able to develop Brooklyn Atlantic Yards to the extent intended or at all. Even if we are able to continue with the development, we would likely not be able to do so as quickly as originally planned.
(Emphasis added)

$929K in marketing costs

An intriguing squib describes more than $900,000 in unspecified marketing costs for Atlantic Yards. (What does that encompass beyond brochures and booths at street fairs?)

The excerpt:
Operating and Interest Expenses — Operating expenses increased $21,816,000, or 5.37%, for the year ended January 31, 2007 compared to the prior year. This increase was primarily the result of:
[several items]
...Increase of $929,000 related to non-capitalizable marketing and promotion costs for Atlantic Yards in Brooklyn, New York.


AY milestones

The annual report cites the official Atlantic Yards approval:

Significant milestones occurring during 2006 included:
[several items]
...Announcing that New York's Public Authorities Control Board (PACB) unanimously approved our Atlantic Yards project, a mixed-use development in downtown Brooklyn whose main attraction is expected to be a new sports and entertainment arena for the Nets NBA basketball team and that Barclays PLC, a major global financial services provider, has signed a partnership agreement for the naming rights for the arena.


(Note: they’re referring to the fiscal year ending 1/31/07, not the calendar year, because the Barclays deal was announced in January.)

Nets losses continue, FCE's share decreases*

Regarding the Nets, Forest City owns about 21% of the team, and individuals associated with the company also own a significant chunk; Bruce Ratner is the "majority owner," according to the developer.

The losses have slowed, but they continue:
Our equity investment in the Nets incurred a pre-tax loss of $14,703,000 and $24,534,000 for the years ended January 31, 2007 and 2006, respectively, representing a decrease in expense of $9,831,000 compared to the prior year. For the period August 16, 2004 (inception) through January 31, 2005, our equity investment in the Nets incurred a pre-tax loss of $10,889,000, representing an increase in expense of $13,645,000 over the partial period of the previous year. For the years ended January 31, 2007, 2006 and 2005, we recognized approximately 17%, 31% and 38% of the net loss, respectively...

More details, and a loan:
Included in the losses for the years ended January 31, 2007, 2006 and 2005, are approximately $8,081,000, $16,213,000, and $7,750,000, respectively, of amortization, at our share, of certain assets related to the purchase of the team and our share of insurance premiums purchased on policies related to the standard indemnification required by the NBA. The remainder of the loss substantially relates to the operations of the team. The team is expected to operate at a loss in 2007 and will require additional capital to fund the loss. We have agreed to advance up to $13,000,000, in the form of a member loan, which is senior to both common and preferred equity of the partnership that owns an interest in the Nets, but subordinated to third party debt.

[*Update and correction: I originally wrote that Nets losses decreased; as noted in the comment below, it's not so much that the Nets losses have decreased, it's that Forest City's share of the losses has decreased.]

Warning on losses

Investors are warned that only a move to Brooklyn, and perhaps not even that, will bring profits to the Nets. Again, that's boilerplate, since obviously the developer expects big profits from a suite-intensive arena:
Losses Are Expected for the Nets
On August 16, 2004, we purchased a legal ownership interest in the Nets… The relocation of the Nets is, among other items, subject to various approvals by the NBA, and we cannot assure you we will receive these approvals on a timely basis or at all. If we are unable to or delayed in moving the Nets to Brooklyn, we may be unable to achieve our projected returns on the related development projects, which could result in a delay in the return of, termination of, or losses on our investment. The Nets are currently operating at a loss and are projected to continue to operate at a loss at least as long as they remain in New Jersey. Even if we are able to relocate the Nets to Brooklyn, there can be no assurance that the Nets will be profitable in the future.

Monday, April 16, 2007

More than 200 rally against demolition for parking; new protest coming Wednesday

Despite stormy weather, more than 200 people—a respectable number given the wind and rain—came to the Lafayette Avenue Presbyterian Church (LAPC) in Fort Greene for a “Rally Against Demolition for Parking,” organized by the BrooklynSpeaks coalition, which seeks significant changes to make Atlantic Yards “a plan that works for Brooklyn.”

The goal: to get elected officials, especially Gov. Eliot Spitzer, to take notice and intervene before Forest City Ratner’s (FCR) project proceeds further. Orange banners festooned the sanctuary, among them “Speak Up for Brooklyn,” “Don’t Blight the Site,” “Community Not Cars,” and “Parks Not Parking Lots.”

While presumably everyone attending supported the rally’s stated purpose, some go further, backing the lawsuits organized by Develop Don’t Destroy Brooklyn (DDDB), which thinks the plan should be scrapped, not fixed, and charges that eminent domain has been abused as part of a sweetheart deal. Perhaps half the attendees wore either the orange BrooklynSpeaks t-shirts given out at the door or the purple shirts of marshals. A few dozen people wore DDDB shirts. The rest avoided logos.

Of the several elected officials who spoke, Council Member Letitia James, whose opposition exceeds that stated by BrooklynSpeaks, drew the loudest applause.

Near the front of the sanctuary, large posters explained the plan for interim surface parking and showed a potential outcome: the empty lots that persisted in the Atlantic Terminal Urban Renewal Area for decades. (Atlantic Yards is supposed to take ten years, but even project landscape architect Laurie Olin speculates that it could take 20 years.)

Against blight

Hosting the meeting, Gib Veconi of the Prospect Heights Neighborhood Development Council, declared, “Instead of seven acres of open space, we’re getting seven acres of parking.”

“Is Brooklyn blighted?” Veconi asked the crowd.

“No,” the crowd roared back.

“Do we want Brooklyn to be blighted?” he continued.

“No!”

The criticism sounded not unlike the DDDB response to the Empire State Development Corporation’s (ESDC) questionable finding of blight, but BrooklynSpeaks and DDDB have different tactics.

“Stop the demolitions long enough to engage our communities,” Veconi said. A form letter, aimed at Spitzer, was distributed; it requested that Spitzer acknowledge the BrooklynSpeaks agenda, which include a revision of the open space and an avoidance of superblocks; a workable transportation plan; affordable housing made available to a broader range of incomes; and meaningful public involvement, such as a local development corporation. BrooklynSpeaks also asked for a "coordinator of infrastucture" to supervise the ongoing process.

DDDB, for its part, distributed a statement reminding people that it believes no demolitions should proceed without community input, financial transparency regarding the project, and a resolution of the cases challenging the environmental review and eminent domain that DDDB has spearheaded--and continues to raise funds for--in state and federal court.

DDDB announced a protest to be held at the corner of Flatbush Avenue and Pacific Street on Wednesday at 8 a.m., the morning FCR plans to start demolishing four buildings at that corner. The protest was announced in a handout and, in a gesture of inclusion, from the podium yesterday by Michelle de la Uz of BrooklynSpeaks, the final speaker.

While the lawsuit challenging the ESDC’s environmental review requested a temporary injunction to block demolitions, that motion won’t be heard until early May. On Tuesday, lawyers representing the plaintiffs will go to court to seek a temporary restraining order to block the demolitions scheduled for Wednesday. Among other things, they’ll have to convince State Supreme Court Judge Joan A. Madden that, as a not-for-profit organizations, the plaintiffs shouldn’t be forced to post a significant bond.

“Prove it in Brooklyn”

How did this happen? Veconi noted that Forest City Ratner spent more than $2 million last year lobbying the city and state to move the project along. (Note: the New York Times still has not reported this figure, which makes FCR the third-leading lobbyist and the leading developer by far.)

If Spitzer aims to be the reformer he claims, “prove it in Brooklyn,” Veconi asserted. (Spitzer expressed support for the project and refused to call for a delay last year, but has been generally uninformed about the project.) And if Mayor Mike Bloomberg wants to be known for his sustainability efforts, “prove it in Brooklyn.”

Council Member David Yassky (right), the only elected official to actually don a BrooklynSpeaks t-shirt, blamed “a governor and mayor who did not listen to the voices who said this project does not work.”

James on Day 1

James, who cited her upbringing in Brownstone Brooklyn (“I do not want to live in a vertical city”) was initially on message, citing “our commitment to change this project and make it right for Brooklyn.”

She called the parking plan “irresponsible and unwise and unsound planning,” but she also went further. Regardless of where people stand on the lawsuits she supports, she said, the parking lots will affect congestion and air quality and “erode our quality of life.”

She attacked the premise of Atlantic Yards. The project “represents—hopefully will not represent—corporate interests trampling on Brooklyn,” she said. “More and more elected officials will recognize we were right from Day 1.”

After the rally, James (right) said that there was one sign of progress: Deputy Mayor for Economic Development Dan Doctoroff has asked for a meeting with elected officials who represent the area around the project site.

The parking argument

The ESDC has defended the creation of large areas for parking and staging as necessary to build the project, but the speakers yesterday weren’t buying that.

Jon Orcutt, executive director of the Tri-State Transportation Campaign, pointed out that “the infrastructure tells you what to do,” so the provision of parking sends a message. “You’re creating the capacity to drive.”

He scoffed at the explanation that the parking lot was needed for workers. “There’s nowhere in town where you see a gigantic parking lot” outside a construction site,” he said. “That’s arena parking, pure and simple.”

(Bruce Bender of FCR told Metro that using mass transit "is a tad difficult when your job requires that you arrive with tools and other gear." Metro was the only daily to cover the rally. Would better weather have drawn TV cameras to the rally, originally scheduled at an outdoor site on Pacific Street?)

“It’s just an obscenity to knock down building to build surface parking at Brooklyn’s transit hub,” Orcutt said.

Then again, if those building are preserved, notably the Ward Bakery on Pacific Street between Carlton and Vanderbilt avenues, that would require a major reconfiguration of Forest City Ratner’s plan. (There was a large poster of the Ward Bakery at the front of the sanctuary, but the value of the building itself was hardly mentioned by speakers.)

Adjustments necessary

Assemblyman Hakeem Jeffries addressed the explanation that the surface parking lots aimed to avoid disruption. “If you were trying to resolve the issue of disruption,” he said, “let’s have a conversation about density,” implying that the project should be much smaller. “Let’s have a conversation about construction impacts. Don’t suggest that this parking lot is going to help.”

If the developer will provide 1400 spaces for construction workers, Jeffries said, they would be coming in from outer suburbs: “I thought this project was about getting jobs for folks in the community.”

He suggested that if Spitzer can "stop the clock"--literally--to get the state budget passed, the governor could get involved in the project. (ESDC spokesman said in a statement that "ESDC plans to play a greater role in forging consensus between the community, various government agencies and developer Forest City Ratner.” What that means in practice, of course, remains to be seen.)

De Blasio hissed

State Senator Velmanette Montgomery, an Atlantic Yards opponent who was on the bill, did not attend, but Council Member Bill de Blasio, an Atlantic Yards supporter who was not on the bill, did appear.

De Blasio expressed concern about “the pace of change” regarding all development in Brooklyn. “I don’t honestly know what the rush is,” he said. “We need to reconceptualize how we plan communities.”

He allowed that such discussion would not necessary mean consensus and said of Atlantic Yards, “I believe some of this vision can work out.” Several people in the crowd hissed. “Hiss all you want,” replied de Blasio.

(Actually, the premise of BrooklynSpeaks is also that some of the project can work out, which is why BrooklynSpeaks opposes the demapping of streets for superblocks, but somewhat contradictorily accepts the arena superblock that would be Atlantic Yards Phase 1. The state must override city zoning prohibiting arenas within 200 feet of residences; DDDB points to the "inappropriate siting of an arena in a residential neighborhood.")

De Blasio said a plan was needed to deal with traffic congestion. “Until we have all that, it’s crazy to move ahead with any demolition.”

Adams & Miller

State Senator Eric Adams offered a twist on some of the rhetoric regarding those protesting Atlantic Yards: they’re not newcomers so much as old-timers who invested in their communities when Brooklyn needed it. He asked why “those who stayed during the difficult times should not enjoy the sunny days of prosperity?”

The Rev. Clinton Miller of Brown Memorial Baptist Church, referring to the distinctive mural, “Mighty Cloud of Witnesses,” wrapping around LAPC's upper balcony, declared, “Somehow I get the feeling that this diversity I see around you will not reflect Atlantic Yards.” (The mixed but mostly-white crowd in the pews didn’t mirror the mural, either.)

Making reference to the tax deadline, Miller called Atlantic Yards “another case of taxation without representation,” noting that local representatives were bypassed in the decisionmaking. And, again sounding a little like DDDB’s blight response, he declared, “Until recently, all the blight has been at the hand of the MTA.”

Site issues

While some speakers, including Jeffries, referred to "responsible development" on the "Atlantic Yards site," there’s nothing sacrosanct about the 22-acre outline; indeed, the charge that Ratner drew the map is part of the eminent domain lawsuit organized by DDDB.

Attendees were given flyers for UNITY 2007, a workshop on April 28 “to create a community driven development plan for Brooklyn’s Vanderbilt Yards”—in other words, just the 8.5-acre MTA property, not the proposed footprint.

The effort follows up on a 2004 effort organized by James to develop an alternative to Atlantic Yards. What emerged was the UNITY Plan and a set of planning principles. The new effort aims to provide “an updated and comprehensive plan” if Atlantic Yards is not built or partly built.

Lingering messages

Welcoming attendees at the beginning of the rally, the Rev. David Dyson of LAPC advised, “Never, never, never give up. It’s not in the Bible, but it should be.” Later, the Lafayette Inspirational Ensemble offered an apt song: “Expect A Miracle.”

However, another musical message might have been even more apt. A “transit-oriented marching band” (right), including those playing saxophone, trombone, recorder, and kazoo, offered an interlude of cacophonous honking. It was entertaining, but also a warning.

Sunday, April 15, 2007

"No demolition for parking" rally--a platform for issues and ironies

A “Rally Against Demolition for Parking,” sponsored by BrooklynSpeaks, is scheduled for 2 pm today at the Lafayette Avenue Presbyterian Church, after being moved from its original location on Pacific Street between Carlton and Vanderbilt avenues.
(Photo from Found in Brooklyn.)

However, if the nor'easter roars in today as predicted, the weather will suppress turnout, just as the sweltering heat last July 16 limited the crowd for a rally at Grand Army Plaza sponsored by Develop Don't Destroy Brooklyn (DDDB). Atlantic Yards boosters will again have gotten random help from the weather gods.

To many outside the trenches, like the Village Voice, there's no reason to focus on the opposition groups--the point is that the Atlantic Yards plan involves demolishing historic buildings for parking that could linger for decades. (Below, a photo used in a BrooklynSpeaks mailer of the longstanding vacant lots in the Atlantic Terminal Urban Renewal Area north of Atlantic Avenue, later to become Forest City Ratner's malls and also some low-rise housing.)

Indeed, in the documentary film Brooklyn Matters, there seems to be little difference between representatives of the hard-line DDDB coalition, which is fighting Atlantic Yards in court and wants to kill the project, and the "milder" BrooklynSpeaks coalition, which seeks a "subsidiary with local representation" to embrace local input and modify the project.

And Forest City Ratner hasn't exactly embraced BrooklynSpeaks as a representative of the community, since the coalition would require some serious changes in the size of the project, the transportation plan, and the design of Phase 2.

On the other hand

Still, there remain some significant differences in tactics and rhetoric. BrooklynSpeaks has avoided criticizing the use of eminent domain in this case, even as a fierce court battle--spurred by a lawsuit organized by DDDB--questions whether Atlantic Yards was such a sweetheart deal that it violates emerging Constitutional law.

(Above, an unofficial rendering--adapted from renderings by landscape architect Laurie Olin--of the entire site east of Sixth Avenue as either surface parking, staging, or railyards. This would persist during the construction of the first stage, over four years, which would include five towers and the arena.)

And BrooklynSpeaks, mindful of the difficulty in talking with government entities while suing them, has avoided joining the lawsuit DDDB, the Council of Brooklyn Neighborhoods (which includes some BrooklynSpeaks members) and allies have filed to invalidate the project's environmental review.

Meanwhile, BrooklynSpeaks has been careful to limit its rally focus to the "no demolition for parking" issue, while DDDB, in a recent newsletter, recommended the rally without actually mentioning the sponsor and urged attendees to express opposition to the project as a whole.

Big tent

Still, the rally suggests something of a big tent. The venue, Lafayette Avenue Presbyterian Church, is provided thanks to the Rev. David Dyson, a member of the DDDB Advisory Board who has forcefully criticized Atlantic Yards, as in this April 2005 Brooklyn Rail interview.

Among the elected officials scheduled to speak are State Senator Velmanette Montgomery and City Council Member Letitia James, who have expressed much broader opposition to the project. (Others scheduled are Assemblyman Hakeem Jefferies, State Senator Eric Adams, and Council Member David Yassky.) One of the musicians playing will be Pheeroan akLaff, another DDDB Advisory Board member.

And BrooklynSpeaks, DDDB, and some more than 1800 petition signers have protested the planned demolition of the historic Ward Bakery (right) for parking.

Lawsuit statement

On the BrooklynSpeaks blog, some commentators have taken the organization to task for its posture. One wrote "Why aren't you people joining law suits and where have YOU all been the last 3 years? Your rally now, though cute, is too little too late!!!!!"

I offer my interpretation above, but asked BrooklynSpeaks for a statement about its posture toward the litigation. Yesterday, it was delivered:
The sponsors of the BrooklynSpeaks.net campaign seek major changes to the planned Atlantic Yards development. To accomplish this goal, we are seeking to aggressively raise awareness of the substantial flaws in the proposal and push for the creation of a platform for meaningful dialogue between the stakeholders - including both supporters and opponents - to explore how the planning for the site can be substantially improved.
We believe that the deeply flawed nature of the proposal is the direct result of the absence of any meaningful public involvement or accountability in the decision-making for the project so far. In this respect, we share many of the concerns held by the plaintiffs that have recently filed lawsuits concerning the project. However, decisions concerning litigation are made by each of the sponsoring groups on an individual basis, and therefore cannot be described collectively.


The term "planning for the site" implies that BrooklynSpeaks won't challenge the outline of the footprint; by contrast, the eminent domain case is based in part on the argument that “the site was chosen and the map was drawn by Ratner."

Parking lots and platforms

While people today will be rallying against demolition for "interim surface parking," that does have some implications--but first, the argument.

Jasper Goldman of the Municipal Art Society (MAS), one of the organizations behind BrooklynSpeaks, wrote an op-ed for Metro Thursday, citing Mayor Michael Bloomberg's commitment to sustainability and the contrast with supporting demolition of two city blocks (including historic buildings) to create more than 7 acres of surface parking lots for construction workers and, ultimately, arena patrons. (That’s about twice the size of Union Square Park.)
(Actually, it wouldn't be quite that big--one block plus parts of two others, as noted in the map above--but close enough.)

Goldman continues:
The developer calls the lots “temporary,” because they ultimately plan to build the second phase of the project on top of them. But “temporary” could become permanent. Even members of the developer’s own team believe that the second phase of the project won’t be built for 15 to 20 years — if it’s built at all.

The point: the city shouldn't be encouraging people to drive to Brooklyn's largest transit hub, and no similar large-scale project has required such a level of demolition.

ESDC on parking for patrons

Those are good questions, but the Empire State Development Corporation (ESDC) has answered them, in Chapter 24 of the Final Environmental Impact Statement, as I wrote. Those answers either demand a rebuttal or an alternate conception of the project.

The ESDC stated:
As demonstrated in the EIS parking analyses, without the proposed 1,596 interim parking spaces on blocks 1120 and 1129, there would be a deficit of off-street parking capacity in the vicinity of the arena during a weekday or Saturday Nets basketball game in 2010, resulting in a significant adverse impact to off-street parking conditions and increased demand for on-street parking spaces during these periods

So what does that mean? BrooklynSpeaks recommends residential parking permits and road pricing, among other policies, to reduce the need for so much surface parking. The state has so far avoided such policy changes.

In Brooklyn, it seems, arena backers agreed on a location without much nearby parking. By contrast, the Verizon Center in Washington, DC offers just 475 parking spaces of its own, but has 10,000 spaces within 10 blocks (a total the Washington Post says is optimistic).

Still, the area around Verizon Center--an arena cited specifically by the ESDC as being "compatible with its commercial and residential neighbors"--is nothing like the low-rise, historic Prospect Heights. (I visited recently and will write more at another date.)

Construction parking


Also, the scale of Atlantic Yards and the tight location near residential neighborhoods also apparently require the southeast block of the project to be razed, according to the ESDC:
As part of the preparation of the DEIS, the construction phasing, staging and sequencing was assessed. This included examining what construction sequencing solutions could be implemented to limit the effects of staging, construction worker parking and construction activities to the surrounding community. This consideration resulted in the selection of Block 1129, which is bordered by Dean Street, Pacific Street, Vanderbilt Avenue, and Carlton Avenue, to be used as an on-site staging/parking area for a large portion of the construction period to keep construction-related vehicles off neighborhood streets to the extent practicable. Without this designated staging/parking area, the neighborhood and surrounding streets would be more affected by the project’s construction activities (e.g., more or longer lane closures).

And, said the ESDC, parking must be provided for construction workers:
This research concluded that a substantial number of construction workers would likely travel via auto, irrespective of the abundance of transit options in the area and the costs associated with driving. To avoid overtaxing nearby on- and off-street facilities, the project sponsors would provide on-site (southern half of Block 1129) parking for construction workers at a fee that is comparable to other parking lots/garages in the area.

Is there an alternative? If there were residential parking permits and limited off-street facilities, would workers not drive? Are there other factors at work, such as the natural desire for the employer to have construction workers close at hand?

More complicated

Also, the ESDC said the project requires more space for staging than other big projects:
The staging needs for the Atlantic Yards project are substantially greater and different in nature than those for the Seven World Trade Center and the New York Times Headquarters buildings. The construction of a new state-of-the-art railroad facility for the LIRR, retaining walls, foundations for a platform and the future residential buildings, the platform itself and related supports over the Vanderbilt Yard, in particular, along with the installation of utilities and the construction of the Arena structure, require more equipment compared to projects like Seven World Trade Center or the New York Times Headquarters buildings

So, would any construction project regarding the railyard require so much equipment? Or is it the construction of an arena while building over a railyard, and moving that railyard, the cause?

In other words, is it possible to oppose the interim surface parking yet support the arena, as some elected officials apparently do? How much of a reduction in the project, and in what parts, could preclude the need for such a staging area? We don't know.

Timing issues

The project is supposed to take ten years, and the state sticks with it, even though we now know the number is doubtful:
Furthermore, since the existing buildings on Blocks 1128 and 1129 would ultimately be replaced by the proposed residential buildings and open space, demolishing them early in the project schedule to facilitate better operation of construction activities and the benefit to the surrounding environment is appropriate.

It becomes less appropriate, of course, if "ultimately" means 20 years rather than ten, a time frame suggested by project landscape architect Laurie Olin.

A road not taken

As I wrote in December, Forest City Ratner considered a hybrid (right) of both interim surface parking and temporary open space for the southeast block of the development--at least by 2010, after the lot had been used as parking for construction workers.

Apparently that plan was discarded because it was either too costly or didn't provide quite enough parking. But Forest City, under pressure, could always resurrect it.

The alternate plan--with the option for temporary open space--is shown in documents on file with the Department of City Planning, which I acquired through a Freedom of Information Law request. Besides temporary open space on the southeast block, the alternate plan (right) also included temporary open space in the eastern portion of the central block.

Rally implications

There may be flexibility regarding the ratio of parking to open space. But demolition of the Ward Bakery, according to the ESDC, is essential to the construction plan, the provision of open space, and environmental remediation.

So today's rally, expressing opposition to demolition of the bakery for parking and construction staging is, in essence, an argument for a major redesign and reduction of the project, if not an argument against the arena itself.

A major redesign and reduction of the project would delay Forest City Ratner's plans and cut into the bottom line. It's hard to envision the developer embracing such changes. And the ESDC, in writing, has rejected the criticisms of demolitions for parking.

Then again, both the city and state have some measure of fiscal leverage. Could a rally, and pressure from elected officials, get the mayoral and gubernatorial administrations to pay attention such concerns? Could the legal challenges do so? Could both?

A letter to the Times on Ratner, the library, and eminent domain

I've given up on writing letters to the New York Times about Atlantic Yards, but Ron Shiffman hasn't, and Shiffman has a letter in the Times City Section today making points similar to those I made last Sunday in Why Bruce Ratner is not like a public library.

Shiffman writes:
Re “Flexing Big Muscles for a Little Library” (April 8):

Equating the use of eminent domain for a public library with a private development and calling them both for “the public good” is equivalent to comparing a public school teacher to a Donald Trump.

The Brooklyn Public Library is a not-for-profit organization established to provide a public service while Forest City Ratner is a private corporation established to maximize profits for its investors. The fact that Forest City is adept at wrangling public subsidies for its private enterprises out of the city and state treasuries does not mean that its activities fulfill a public purpose.


Shiffman doesn't get an ID for this letter, but he has several: community planner, founder of the Pratt Institute Center for Community and Environmental Development, former City Planning Commission member, faculty member at the Pratt Institute, and member of the Develop Don't Destroy Brooklyn Advisory Board.

Saturday, April 14, 2007

Robert Moses, transportation, and the question of Atlantic Yards

So, what’s Robert Moses’s legacy regarding transportation in New York City? Worse than recently acknowledged, it seems.

Attendees at a forum last Wednesday at the Museum of the City of New York were provided with a pamphlet printed by former Theodore Kheel, president of Nurture New York’s Nature, who passionately believes that the current Moses revisionism disregards his disdain for public transportation.

The pamphlet, titled "The Road Not Taken," points out that the Robert Moses and the Modern City exhibits, as well as the accompanying book, downplays how Moses ignored investment in public transit. The pamphlet consists mainly of long quotes from Robert Caro’s scathing biography The Power Broker.

Kheel, a renowned labor mediator, on April 1 published an op-ed in the Times’s Sunday regional weekly sessions recounting how he once proposed "that tolls for the city's bridges and tunnels be doubled, and the proceeds used to subsidize mass transit." Today, he wrote similarly, funds from congestion pricing could be used to make subway ridership free.

Schwartz on Moses

Among the panelists, traffic engineer Sam Schwartz, aka “Gridlock Sam,” argued that Moses gets a little too much blame and credit.

New York actually has fewer highways coursing through it than other major American cities, Schwartz pointed out. The reason? Moses built highways in New York before other cities did, so when it came time to propose such highways through the center of Manhattan, the populace was already organized.

New York actually built much more transportation infrastructure—subways, bridges—before Moses's time, Schwartz pointed out. Schwartz suggested that Mayor John Lindsay and Gov. Nelson Rockefeller made a “big mistake” in letting Moses go, because he was “a fantastic manager—the amount of highways he built was pretty much the right amount.”

Today, Schwartz said, we “don’t need a Moses,” but we should be correcting some of his mistakes. For example, he said, every bridge in the city should have passageways for bicyclists and pedestrians. The Verrazzano Narrows Bridge should include light rail or bus rapid transit. Limited access highways like the Belt Parkway should be reconstructed to allow trucks that otherwise traverse neighborhood streets.

And, Schwartz said, we should take away tolls from bridges between the boroughs and “adopt congestion pricing where it belongs, in the central business district.”

Russianoff reacts

Gene Russianoff of the Straphangers Campaign observed that much of what he’s done in the past quarter-century has been “a reaction to the Moses era.” Moses, he said, prioritized autos over transit, working with a like-minded bureaucracy and catering to special interests, including the construction trades.

Russianoff and other activists helped block Westway, which he said some portray as “an example of getting nothing done.” By contrast, Russianoff said, he sees it as “the Davids fighting Goliath,” and transferring $1 billion in federal funds to the transit system in the end.

In recent years, he said, there have been some signs of progress, citing the magnificent new subway station in Coney Island and the restoration of the Franklin Avenue subway.

View from the MTA

Lee Sander, CEO of the Metropolitan Transportation Authority, offered some valuable context. In Moses’ time, there was strong support for urban centers, with a powerful contingent in Congress and in Albany boosting New York City. None of those obtain today. Moses had limited legal and institutional constraints, as well as enormous amounts of federal funds.

Today, there’s much less funding and more institutional fragmentation. However, Sander said the MTA is moving ahead on ambitious projects, including the Second Avenue Subway, East Side access for the Long Island Railroad, the extension of the #7 subway line, and more. Beyond that, non-MTA projects like Moynihan Station and the Santiago Calatrava PATH terminal are in motion.

His point: Moses’ accomplishments were assisted by favorable political, institutional, and financial dynamics. Today, the barriers are great, he said, offering a baseball metaphor, but “we’re on first base.”

Moses & Jacobs

Members of the audience expressed much skepticism about the MTA’s record, noting, for example, the incapacity to provide audible announcements or to identify when buses will arrive. Sander said the MTA first wanted to deal with infrastructure.

Russianoff acknowledged reasons for cynicism, citing the MTA’s cost overruns and former Sen. Al D’Amato’s infamous collection of a $500,000 fee to lobby the MTA in just one phone call.

Time ran out before audience members could ask all the questions they wanted, but the final questioner asked about the influence of Moses’ philosophical antagonist, Jane Jacobs.

The influence of Jacobs, declared moderator Robert Yaro of the Regional Plan Association, is “lying beneath all of this.” He noted that no one is proposing new highways.

Sander pointed out that the MTA is learning from New Jersey, trying to practice “smart growth” and transit-oriented development. Schwartz said that today there’s “greater sensitivity to neighborhoods.”

What about AY?

But what would Robert Moses think of the Atlantic Yards plan? Nobody got to ask that question., but it would've been interesting to hear the answer.

After all, Schwartz was hired by developer Forest City Ratner to develop the Atlantic Yards transportation plan, though his web site curiously does not mention Atlantic Yards in the list of projects.

Russianoff’s group has joined the lawsuit against the environmental impact statement, an implicit attack on Schwartz's transportation plan, and he has warned that the project’s density “would bring more havoc to drivers and transit riders.”

Yaro's RPA, for example, has offered conditional support for Atlantic Yards while warning that comprehensive changes, including congestion pricing, were necessary to make the transportation plan work.

Moses, architectural historian Francis Morrone has said, would’ve been appalled at the lack of a coordinated traffic plan. On the other hand, said participants at a symposium last month said Moses, as a product of his time, might today support subsidies for a sports facility.

That still doesn't mean that Moses, who warned of a "China Wall of traffic" should a baseball stadium be built near Atlantic and Flatbush avenues, would've supported this project. But it would have been interesting to hear Schwartz tackle the question.

Friday, April 13, 2007

Hudson Yards vs. Atlantic Yards: design guidelines, RFP come first

From today's New York Sun, an article headlined Colossal Plans for Hudson Yards: City Soon To Request Proposals:
Nearly two years after the city lost its bid to build a stadium on the West Side site, the Bloomberg administration and the Metropolitan Transportation Authority, which owns the rail yards site, will come forward with design guidelines at the end of the month, a city official said. It plans to issue a request for proposals in May.

Note the contrasts between the 26-acre Hudson Yards site and the 22-acre Atlantic Yards site:
--the design guidelines come first, rather than after the environmental review begins (note how Jerry Armer of Community Board 6 last year called the process "backwards")
--an RFP is issued before the city and state announce support of a specific developer.

Demolitions in the shadow of Atlantic Yards

The pressure on development in Prospect Heights, cited yesterday in discussing the proposed Prospect Heights Historic District, is made clear in some new maps produced by the Municipal Art Society (MAS), which track demolition permits issued in 2006.

One map (excerpt at right) charts the permits against recent rezonings. The darker the shading, the more intense the number of demolition permits. Clearly, there are strong trends toward demolition and new construction in eastern Prospect Heights and western Crown Heights, notably around the Washington Avenue corridor just east of the Atlantic Yards site.

(The cluster of demolitions in the western segment of the Atlantic Yards site likely had much to do with demolitions conducted by Forest City Ratner. The Atlantic Yards site, in blue, is not a rezoning but a state development plan.)

Demolition and displacement

While MAS points to the "flood of development" around Brooklyn in general, a focus on Prospect Heights is illuminating. That demolitions reflect new developments reported last year and it also suggests why Prospect Heights is such a hot neighborhood.

As I reported, Brooklyn College sociologist Aviva Zeltzer-Zubida suggested that gentrification proceeds where there's a strong socieconomic difference between census tracts. That's evident in the map at right, notably the circled red-orange segment, which I eyeballed as between Atlantic Avenue and Bergen Street, and Vanderbilt and Grand avenues. (Grand is just east of Washington.)

Historic districts

A similar map from the MAS uses not rezonings but historic districts as the backdrop. The historic districts, obviously, must remain intact, and there's been very little activity in the part of Prospect Heights listed on the State and National Registers--a prelude to local landmarking, which would offer more stringent protections. The rezonings have, in the case of Park Slope, protected interior streets while allowing new development along Fourth Avenue.

For Prospect Heights, the issue cuts in multiple ways. There are strong arguments for creating a historic district protected by the Landmarks Preservation Commission. And there are arguments for more development, in unprotected areas, to accommodate growth.

The flood of market-rate development suggests that the city should have reformed the 421-a subsidy program, scheduled for revision by the state legislature at the end of the year, to stop subsidizing luxury housing in hot neighborhoods. And the general push for development again raises questions about the statement in the Atlantic Yards Final Environmental Impact Statement that the Atlantic Yards site would likely remain unchanged without the new project.

The borough, and code violations

At right, the MAS map for Brooklyn with demolitions and rezonings. Click to enlarge.

Yesterday's Times brought the news the the city aims to gain new powers to revamp buildings with significant code violations and force landlords to pay the tab. Interestingly, an association of owners also supports the bill, figuring it will affect only the bad apples.

The article quoted City Council Member Letitia James, whose district includes Prospect Heights:
Referring to two large and troubled apartment complexes in her district, she said, “Elevators don’t work, rats run rampant,” and she described “mold in apartments, roofs that leak, windows that don’t work, ceilings that are collapsing.”

She said that tenants are unable to move out because they want to remain in the area and cannot find other apartments they can afford.

“It’s willful and intentional negligence,” Ms. James said. “These landlords want tenants to move. They recognize the housing market, they recognize that gentrification is spreading across Brooklyn and they want to capture the market. It’s like displacement by neglect.”

B63 bus to be rerouted as Fifth Avenue segment closes in May

According to a notice and letter posted by Brooklyn Community Board 6, New York City Transit (NYCT) and the Department of Transportation (DOT) intend to revise service on the northbound B63 bus route on May 27, in response to the demapping of Fifth Avenue between Flatbush and Atlantic avenues for the Atlantic Yards project.

Given that several cases affecting and potentially blocking the project remain in court, and will not be resolved by the end of the May, I asked NYCT and DOT why the changes are being made in May rather than later. Also, I asked whether any consideration was made to the possibility that the project could be further delayed and/or blocked. (I didn't hear back yesterday.)

Moving too fast?

After all, Forest City Ratner can always sell the property it owns or build on sites where it has demolished buildings. But if Fifth Avenue is not closed because the developer does not build the project, well, maybe NYCT and DOT would want to restore the original route

After all, as District Manager Craig Hammerman stated in a letter to community members yesterday, "Had there been an opportunity to discuss this with either agency, I'm confident that someone would have pointed out that by eliminating the only B63 bus stop on the eastside of Flatbush Avenue they would now require all northbound B63 riders to have to cross Flatbush Avenue to get to the Atlantic Center, Atlantic Terminal, future Atlantic Yards, and any other destinations on the eastside of Flatbush Avenue."

According to a report by Bob Guskind of The Gowanus Lounge, "There was jeering at the [CB 6] meeting [Wednesday] about the announcement, as New York City Transit had not consulted with anyone at the community level, other than to deliver a notice of the service revision."

Thursday, April 12, 2007

Full Community Board 6 opposes one-way proposal

After the Transportation Committee of Community Board 6 last month requested that the Department of Transportation (DOT) not proceed with plans to make Sixth and Seventh avenues in Park Slope one-way "at this time," the full board, as reported by Bob Guskind of the Gowanus Lounge, last night more definitively opposed the plan and also asked that DOT continue to work on reducing the speed of cars on one-way Eighth Avenue and Prospect Park West.

The Prospect Heights Historic District and Atlantic Yards

The "blighted" Atlantic Yards site (right) not only contains some historic buildings, parts are immediately adjacent to the proposed Prospect Heights Historic District. And the expected development, and its spinoffs, are causing preservationists to pressure the Landmarks Preservation Commission (LPC) to designate Prospects Heights as a historic district. (At the bottom of this article are images of the proposed project.)

A Prospect Heights Historic District (blue outline in map below) is already listed on the State and National Registers, but S/NR listing, as its known, does not protect the integrity of buildings the way an LPC designation would. Hence the new effort, led by the Municipal Art Society (MAS), the Prospect Heights Neighborhood Development Council, and others.

The map prepared by MAS suggests a much larger outline, in red. Note that the northern finger of the existing and proposed historic district, on the west side of Carlton Avenue between Dean and Pacific streets, would be directly opposite the Atlantic Yards project at its north and east edges.

On the south side of Dean Street, six buildings east of Sixth Avenue, would be the (S/NR-eligible) Swedish Baptist Church/Dean Street Historic District, consisting of townhouses and churches; its western border would be immediately adjacent to Atlantic Yards.

Given the value of historic buildings, and the growth in Brooklyn, it raises a question about whether the proposed site would remain substantially unchanged without the Atlantic Yards plan. The ESDC said it would, despite much skepticism from community groups.

New pressures

According to a MAS article:
Prospect Heights is an area rich with the historic architecture that helps shape Brooklyn’s special identity. The neighborhood contains blocks lined with beautiful Italianate and neo-Grec rowhouses, interspersed with churches, small commercial buildings and multi-family structures. Originally a quiet farm area crossed by the historic Flatbush Turnpike Road, Prospect Heights became a residential neighborhood in the second half of the nineteenth century after the completion of nearby Prospect Park. The area is widely recognized as an important historic neighborhood, and indeed, part of the neighborhood is listed on the National Register.

With the Atlantic Yards proposal moving ahead, it is crucial that Prospect Heights gain protection through historic district designation before development pressures resulting from the project permanently alter the its intact historic character.


The proposal should be considered by the LPC within the next year.

What the FEIS says

Chapter 7 (Cultural) of the Final Environmental Impact Statement (FEIS) for Atlantic Yards notes that LPC has determined that the NYCL-eligible historic district is a well preserved district of rowhouses and religious structures dating from the 1870s through 1890s.

The document from the Empire State Development Corporation (ESDC) also cites the Swedish Baptist Church/Dean Street Historic District (right), noting that Overall, the rowhouse clusters and the former Swedish Baptist Church that make up this block represent a relatively intact reflection of the period from ca. 1870-1910 in which Prospect Heights was developed.

How much impact?

The FEIS first acknowledges that parts of the Prospect Heights Historic District are within 80 or 90 feet from proposed Atlantic Yards towers, as are four buildings in the Swedish Baptist Church/Dean Street S/NR-eligible historic district, and the Pacific Branch of the Brooklyn Public Library on Fourth Avenue at Pacific Street.

The FEIS warns: Demolition of all structures on the site, followed by site preparation, including the use of heavy machinery, could potentially result in inadvertent damage to the historic resources described above if adequate precautions are not taken... Therefore, to avoid inadvertent demolition- and/or construction-related damage to these resources from ground-borne construction-period vibrations, falling debris, collapse, etc., these 15 buildings would be included in a CPP [Construction Protection Plan] for historic structures...

Contextual impacts?


The interesting question comes when the FEIS analyzes the contextual impact of the development, which would include an arena and 16 towrs. While four buildings on the north side of Dean Street between Carlton and Vanderbilt Avenues would range in height from approximately 180 feet to 280 feet, at the sidewalk, the streetwalls woudl be between 60 feet and 105 feet in height, so the scale "while larger than that of the buildings in the historic district, would be more suited to the narrow street." Also, the bases of the buildings on Carlton and the portions of the buildings on the north side of Dean east of Carlton "would have a traditional massing and be clad in masonry."
(At right, the "finger" on Carlton Avenue between Dean and Pacific streets)

Still, the FEIS acknowledges:
It is expected that Buildings 11-14 on Block 1129 and the proposed open space on Block 1120 would alter the built form of areas immediately north and east of the S/NR-listed and NYCLeligible Prospect Heights Historic District. The buildings would be taller and have larger footprints than those located in the historic district. However, the proposed development would not isolate the historic district from its setting or streetscape the buildings would continue to be separated from the surrounding urban context by Carlton Avenue and Dean Street. The width of Carlton Avenue especially (at approximately 80 feet), would allow for a visual separation between the historic row of buildings on the west side of Carlton Avenue and the proposed new development.


Enclaves not affected?

It all depends on how you look at context:
As described above, OPRHP [the state agency] has determined that the S/NR-listed Prospect Heights Historic District is significant since it constitutes an intact and cohesive enclave of predominantly late-19th-century buildings. LPC has determined that the NYCL-eligible historic district is a well preserved district of rowhouses and religious structures dating from the 1870s through 1890s. The proposed project would not affect these characteristics, but would change the larger setting in which the district is located. Since the S/NR-listed and NYCL-eligible district boundaries were drawn to eliminate areas surrounding the district that did not contribute to the district’s cohesive architectural character, altering these non-contributing areas would not be expected to result in significant adverse impacts to the context of the S/NR-listed and NYCL-eligible Prospect Heights Historic District.

The diciest juxtaposition may be at the northeast corner of Dean Street and Sixth Avenue:
The proposed 272-foot-tall Building 15 on Block 1128 would be adjacent to the Swedish Baptist Church/Dean Street historic district (Resource No. 23 of Figure 7-2). The approximately 25-story building would be located approximately 15 feet from the westernmost building in the historic district, a four-story brick rowhouse at 497 Dean Street dating to the late 19th century.

The proposed building would replace 5 two- to three-and-a-half-story 19th-century residential buildings (right) that have been substantially altered with new sidings, windows, and ground-floor alterations. The proposed height and the modern design of the building would contrast with the historic character of the 19th-century rowhouses and the former Swedish Baptist Church that make up the historic district. However, the north side of Dean Street is broken up in two locations, with open areas and driveways relating to a condominium building located at 700 Pacific Street, and does not present a consistent streetwall. In this context, the small historic district exists as an architecturally distinguished enclave and fragment of a once larger intact 19th-century streetscape. The proposed new building would be located at the west end of the block and, therefore, would not break up the district. Although the brick rowhouses and Swedish Baptist Church were built during the same time period as the five buildings that would be demolished on the site of Building 15, the historic relationship between the five buildings on the site of Building 15 and those located within the historic district has been altered. Changes to the buildings on the site of Building 15 have resulted in a loss of these buildings’ integrity, with the exception of their scale and general configuration.


Note my comments on the state's arbitrary finding of blight.

However, because Building 15 "would be faced in masonry," according to the FEIS, it would "be in keeping with the cladding of the church and rowhouses" next to it. Scroll to the bottom for a visual.

Overview

The FEIS concludes that, while "the new buildings would contrast with the footprints, heights, and classical designs of the rowhouses" in nearby and more distant historic districts, they "would continue to be enclaves of cohesive historic buildings that exist in larger altered contexts." The FEIS asserts that the new residential development "would complement the primarily residential uses in the historic districts and remove what has historically been a physical and visual barrier in the urban fabric"--which has, of course, been challenged by those who contend that the project would create a barrier. (See BrooklynSpeaks and the UNITY plan.)

Of course, one question is what happens when individual buildings are outside the district. That large outline between Dean and Pacific streets west of Vanderbilt Avenue is the Ward Bakery (right), scheduled to be demolished by Forest City Ratner and the scene of a planned demonstration on Sunday. It was not listed by the LPC (see Brooklyn Paper), but it is S/NR-eligible, and its loss would be a significant adverse impact, according to the FEIS, mitigated by some sort of documentation.

However, it's unclear why the loss of the Spalding Building (right), a former factory rehabilitated into housing, would not be considered a significant adverse impact. It also reflects the area's industrial heritage, and, while the original signage is gone, it's already been renovated. However, the politics of protest would be more challenging; the Spalding Building is scheduled to be demolished for Phase 1 of the project, and BrooklynSpeaks is focusing on Phase 2 and demolition for parking.

What it might look like

Shortly before the Atlantic Yards public hearing 8/23/06, after Brooklyn photographer Jonathan Barkey produced photosimulations (such as at the Dean Street playground, right), trying to show the public images of the Atlantic Yards project that were not available in the ESDC's Draft Environmental Impact Statement, issued 7/18/06.

Those graphics apparently made an impression. The FEIS, issued 11/15/06 (then updated and reissued 11/27/06), incorporated some projected views of the Atlantic Yards project unavailable in the earlier version.

A different scale

The result (right) is a more detailed sense of the future buildings, courtesy of Gehry Partners. The scale is relatively smaller, as well.

Can we trust that depiction? Gehry's images should be more accurate, given that he has access to more precise data regarding the project. Then again, there's reason to doubt the accuracy of Gehry's images--remember the Williamsburgh Savings Bank dwarfing Miss Brooklyn? (At that point Miss Brooklyn was 108 feet taller and three times bulkier.)

And we might wonder how Gehry found a photo with the exact same configuration of children. Indeed, Gehry apparently borrowed Barkey's photo and claimed credit, rather than either crediting Barkey or simply providing no attribution.

Wednesday, April 11, 2007

Brooklyn Heights and the beginning of historic preservation

The revival of New York's neighborhoods in the 1960s depended on several factors, including immigration and community organizing, but the brownstone neighborhoods of Brooklyn were especially energized by the preservation movement, a phenomenon that today seems mainstream but once was hardly that. (Remember, Penn Station was demolished, and later the effort to put an office building on top of Grand Central went to the Supreme Court.)

A new exhibit at the Brooklyn Historical Society, Landmark and Legacy: Brooklyn Heights and the Preservation Movement in America, traces the important story of the first historic district: Brooklyn Heights. (Charleston, SC, New Orleans, Washington, DC, Santa Fe, Boston, and others had previously established such districts, requiring landowners to maintain the external appearance of their buildings. Later, federal and state tax credits were established to ease the potential burden on owners.)

As co-curator Francis Morrone writes in the exhibit text:
The Heights was not America's first urban historic district. But that it was New York City's first gave it great prominence and influence. Its example energized other Brooklyn preservationists, and led to the creation of 16 additional historic districts in Brooklyn. At the time of this exhibit's opening, many people hope that soon the Landmarks Preservation Commission will approve other Brooklyn historic districts. Almost half a century after the Community Conservation and Improvement Committee began to advocate for a Heights historic district, similar organizations continue to advocate on behalf of Brooklyn neighborhoods, using most of the same means and techniques that the Heights activists borrowed from Boston or made up on the fly.

The Brooklyn Heights Historic District changed New York forever. To say that is not an exaggeration. During decades in which the press said there was an "urban crisis," when ideas like "planned shrinkage" were discussed in high places, when pundits said the American city was an anachronism, when crime and housing abandonment dominated people's perceptions of New York, the preservation movement gave New Yorkers a new sense of their city's virtues -- something in which to take pride, and with which to make us fall in love with the city all over again.


That's meaningful, because, as I've noted, the Draft Environmental Impact Statement for Atlantic Yards downplays the role of historic preservation in the Brooklyn neighborhoods surrounding the proposed site, even though a 1974 city study acknowledged “reviving brownstone residential neighborhoods” nearby a possible arena site at the corner of Atlantic and Flatbush avenues. (Morrone has joined the Develop Don't Destroy Brooklyn advisory board.)

On the fly

Among the tools wielded by the Brooklyn Heights activists was a census of buildings--now done by existing organizations like the Municipal Art Society and the official Landmarks Preservation Commission--but in the early 1960s was the work of architectural historian and writer Clay Lancaster, whose work "served as a model for future works of its kind."

Activists Otis and Nancy Pearsall prepared the map in the graphic for use in presentations to groups and committees. Today, of course, such documentation would be made available on the web or via PowerPoint.

Success, and losses

Brooklyn Heights, the exhibt notes, is seen as a preservation success story and, indeed, stunning buildings, in various 19th-century styles, abound. But some major buildings were lost:
Minard Lafever's Reformed Church on the Heights (1850-51), on Pierrepont Street and Monroe Place (where the Appellate Courthouse now stands), and Brooklyn Savings Bank (1846-47) at Fulton and Concord streets (where the original 1936 portion of Cadman Plaza was built), and Frank Freeman's Brooklyn Savings Bank (1894), on Pierrepont and Clinton streets (where One Pierrepont Plaza now stands), are among the great landmark losses in New York history.

The building of the Brooklyn-Queens Expressway (BQE) and the demolition of downtown buildings (and the El) to make Cadman Plaza also pressured Brooklyn Heights. But it could have been much worse, of course--Robert Moses wanted to put the BQE through the neighborhood, but the well-organized activists pushed, and wisely so, to have it routed around the edge of the neighborhood, creating the Brooklyn Heights Promenade.

More in Brooklyn

The exhibit notes:
In 1971, the Municipal Art Society formed the Historic Districts Council, which became an independent organization in 1986. The council was conceived as a coalition of the city's designated historic districts, of which there were 18 in 1971, to serve as a watchdog group. Soon, the council expanded to advocacy for the creation of new historic districts. Today, there are 76 such districts.

Among the new districts the HDC is actively trying to get designated are several in Brooklyn. These include:

• Crown Heights North
• DUMBO
• Midwood Park/Fiske Terrace
• Wallabout
• Williamsburg


Indeed, Crown Heights North is already in progress.

But other areas in Brooklyn desrve designation, including Prospect Heights and parts of Carroll Gardens and Park Slope that are not in the current historic districts, as well as parts of Sunset Park and Bay Ridge that are listed on the National Register of Historic Places (which has lacks the city's regulatory powers) but not by the New York City Landmarks Preservation Commission.

The exhibit text acknowledges that preservation should not be taken for granted, as many oppose preservation as as an impediment to "progress." However, there's a counterargument:
Many others, however, feel that while we all favor meaningful progress, a people cannot be truly civilized that does not enshrine its collective memory in preserved buildings and districts.

The challenge to maintain that balance continues, in many places, in many ways. The challenge involves planning, activism, development ambitions, and leadership.

Tuesday, April 10, 2007

Another look at the eminent domain hearing: signs point both ways

Could the Atlantic Yards eminent domain case survive in federal court rather than be shunted to state court, where it would stand little chance? Well, a reading of the transcript of the three-hour hearing held 3/30/07 before U.S. District Judge Nicholas Garaufis in Brooklyn suggests it might--and might not.

Remember, the 13 plaintiffs organized by Develop Don’t Destroy Brooklyn (DDDB) were fighting an uphill battle; Magistrate Judge Robert M. Levy had already recommended that the case be dismissed from federal court, because it would interfere with proceedings that should better be heard in state court, based on a precedent known as Burford v. Sun Oil. The plaintiffs were arguing that Levy was wrong, that the federal court should not sit this out, that it wasn’t crucial for only state courts in New York to handle eminent domain cases.

In some ways, it looked good for the plaintiffs, renters and property owners in the southern section of the Atlantic Yards footprint, on Pacific and Dean streets below the Metropolitan Transportation Authority’s (MTA) Vanderbilt Yard. Garaufis (right) seemed somewhat receptive to their argument that Levy was wrong on Burford. And he seemed unreceptive to arguments by the defendants—the Empire State Development Corporation (ESDC), Forest City Ratner (FCR), and representatives of Mayor Mike Bloomberg and former Governor George Pataki—that Levy erred in declaring the plaintiffs’ claims ripe for adjudication.

But Garaufis also cut to the chase, hearing significant arguments on the substance of the Goldstein v. Pataki, given the defendants’ motion to dismiss the case based on a failure to state a legitimate claim. To move to trial, the plaintiffs must offer the court some measure of evidence that Atlantic Yards is a sweetheart deal, that the public benefits are pretextual, incidental to the private benefits accruing to developer Bruce Ratner. But there certainly would be some public benefits, and the ESDC argued that the inquiry should end there.

Do the plaintiffs, asked the judge, ask for a higher standard of behavior from government agencies than in other development deals using eminent domain? The answer from plaintiffs’ attorney Matthew Brinckerhoff (right) was no, not quite. Whether the judge agrees with Brinckerhoff’s formulation should emerge in a few weeks, whereupon whichever side loses will feel very nervous, regroup , and file an appeal.

Should the plaintiffs win this round, it would put a wrench in the engine of inevitability FCR has tried to create by announcing demolitions of several buildings it owns on the project footprint. Should the plaintiffs lose, it would become that much harder to convince the public that the legal fight is not quixotic.

Press lack of interest

As an effort to stop an enormously controversial development project, the legal fight is one of high stakes, compounded by legal novelty, an attempt to challenge eminent domain based on uncertain formulations in the Supreme Court's controversial 2005 Kelo v. New London decision. Indeed, Garaufis, at one point, acknowledged the significance of the case, noting, “Ordinarily, I don’t take oral argument on civil motions at all.”

At another point, FCR attorney Jeffrey Braun described the company's interest in the case as "so extreme,” explaining why the developer wouldn’t move to be dismissed from a case that essentially targets government actors.

So there was a desperation palpable in the air, on both sides, according to Nik Kovac’s account in the Brooklyn Downtown Star. (I freelance for the Star; I encouraged him to cover the hearing.)

Still, it’s odd the hearing got so little press attention—other than Kovac’s story and a brief in the subscriber-only New York Law Journal, no newspaper covered it, not even the other Brooklyn papers. (My report here also draws slightly on notes from a few courtroom observers, all project opponents.)

If the case proceeds in federal court, it could represent not only a turning point in the Atlantic Yards project, but also a sign that courts will draw on the Kelo to scrutinize projects that seem to be sweetheart deals. Even if unsuccessful in the end, if the case goes to trial, it might expose some quite-friendly interplay between the developer and the city/state.

“Time is fleeting”

Garaufis, a no-nonsense type, declared at the outset that he aimed “to deal with the four corners of the Magistrate Judge’s recommendations to the Court, and we are not going to go into other areas, which we might go into later on, depending on what I decide to do with either accepting or not accepting the report and recommendations.”

Given that Magistrate Judge Levy did not rule at all on the merits—he did acknowledge that the complaint “raises serious and difficult questions regarding the exercise of eminent domain under emerging Supreme Court jurisprudence”—the fact that Garaufis later did get to the substance of the case suggests he was willing to overrule Levy in favor of the plaintiffs.

Garaufis said he would not send the issue of substance back to Levy for a further report, “but I would just make a decision on my own and move ahead because time is fleeting.” Everyone , he said, needs a prompt resolution on this. Surely that was an understatement.

Plaintiffs on Burford

Plaintiffs’ attorney Brinckerhoff was the first to argue, pressing the judge to keep the case in federal court. Levy, he argued, was wrong in saying the federal court should abstain, based on Burford. Levy, he noted, thought the state Eminent Domain Procedure Law (EDPL) was sufficiently specific and/or detailed.

“Why shouldn’t the state procedure be followed?” Garaufis asked.

It has been followed, responded Brinckerhoff, “although it’s a fairly one-sided proceeding.”

Why, the judge followed up, didn’t the plaintiffs avail themselves of the state court appeal under EDPL?

Because the claims are deprivations of constitutional rights, Brinckerhoff responded.

He went on to describe the complex nature of Burford, which involved regulation of oil drilling in Texas. “I know all about oil drilling,” Garaufis said, elaborating on the case and moving the argument along.

After Brinckerhoff went on to detail some related cases, the judge asked him to respond to the expected defense argument that hearing this case in federal court would “thwart the coherent imposition of a state-desired policy,” part of the rationale for abstention under Burford.

“The only policy that you can identify here is a policy that the state has decided it wants to retain in the state judiciary exclusive jurisdiction over constitutional questions—federal constitutional questions,” Brinckerhoff commented.

“They can’t do that,” Garaufis observed. Brinckerhoff agreed. In response to the judge’s follow-up question regarding the limited discussion of Burford at the 2/7/07 hearing, he said, “I think it is fair to say if you look at the briefs that nobody took it particularly seriously.”

Garaufis asked about the status of a parallel case brought by 13 rent-stabilized tenants in state court. Brinckerhoff said it would take at least six months.

He went on to insist that, if the court hears the case and finds that the transaction violated the evolving interpretation of the Fifth Amendment’s “public use” clause, “it will not have any affect on any other eminent domain proceeding”—an argument that the defense, of course, sees from the opposite angle.

Just because the state legislature “has indicated a preference” that the state courts decide such cases, Brinckerhoff argued, does not prohibit constitutional claims being made in federal court. And, of course, if the plaintiffs don’t stay in federal court, they’re in trouble; they won’t be able to get discovery (the production of documents and other information), nor recover attorney’s fees. And they won’t be able to sue “other defendants who were acting in concert with the ESDC.”

Digging into government e-mail

While Levy, in the February hearing, tossed around hypotheticals concerning the balance of public use and private benefit, Garaufis turned to more practical hypotheticals. “If you are successful with me, what kind of discovery do you think you are going to need?” the judge asked.

Brinckerhoff, by way of explanation, said that the Supreme Court in Kelo had said that, if the primary purpose of the taking is to benefit a private individual, and that public benefit is incidental, that violates the public use clause.

(That’s not exactly so; Justice Anthony Kennedy’s concurrence made that point, without guidelines, while the majority opinion more broadly cited the city’s “carefully formulated… economic development plan.”)

The issue is the intent of the decision makers, Brinckerhoff suggested. Otherwise, he said, “the defendants created a record where they say this is a wonderful project, it has all kinds of public benefits, and it doesn’t matter that he’s the one who identified which properties would be condemned. None of that matters, and so our job is to show, because we already have very powerful circumstantial evidence, which we’ll have to go over on another occasion--”

“Not today,” the judge said, to laughter. (Actually, later such evidence came up.)

Brinckerhoff suggested that discovery “would include going through the communication that led up to this decision between the governmental entities, meaning the ESDC and the city agencies and the Ratner companies.” In other words: e-mail.

How long could that take, asked the judge,

Brinckerhoff suggested it could be quick, given the electronic nature of the documents, and said a number of depositions would be necessary, opportunities to grill officials, presumably including Deputy Mayor Dan Doctoroff .

He finished by attempting to rebut the defense claim that allowing the case to proceed would open the floodgates to similar suits in federal court: “This kind of case is extremely unique.”

The judge cut him off, pointing out that “there’s no such thing as ‘extremely unique.’ It is either unique or it is not unique. I am sorry. I do this all the time.” The audience laughed.

“It is unique,” Brinckerhoff recovered. “We’ve never seen a case that’s reported until very recently where there was this kind of circumstantial evidence that gives rise to such a strong inference, that is, a specific individual was identified for the benefit of a taking from the start.”

In fact, he said a federal district judge in California had just denied a defense motion to dismiss an eminent domain case, citing the language in Kelo about pretext and saying the case would have to go to trial.

Garaufis wasn’t too impressed by a reference to a trial court under the famously liberal Ninth Circuit Court of Appeals, which is often reversed by the Supreme Court: “Well, I don’t want to sound like the Supreme Court, but anything that happens in the Ninth Circuit is not necessarily compelling to me,” he said. “Let’s stick to the Second Circuit as best we can.”

Defense on Burford

Brinckerhoff had gone on for a while, but Garaufis had less patience with ESDC lawyer Preeta Bansal (right). Federal constitutional claims by criminal defendants, she said, are adjudicated all the time in state court, and there’s no right for criminal defendants to go to federal court.

“They try sometimes,” Garaufis said.

“Yes, and usually they are booted out,” Bansal replied.

“Usually,” Garaufis countered.

When Bansal dwelled on some background principles, reading from a document without making eye contact, Garaufis blew up. “I don’t want the background,” he shouted. “I don’t want a primer on what they can do. This is not a law school class and I’m not your student, so let’s get to the issue that I asked you to argue. OK?”

“OK,” Bansal replied.

“I don’t have time for it. I’m a busy guy,” he said, adding, “I asked you to talk about Burford. You’re giving me the whole nine yards.” (Why was Garaufis so exercised? Kovac in the Downtown Star noted the judge had just sentenced a man to death the day before.)

Bansal pressed on, saying, “This is important to the procedural issues here.”

“Talk to me about Burford,” Garaufis continued. “If I ask you to argue on a certain subject, for you to go back and say the overarching [principles], you wouldn’t do that to [Supreme Court] Justice [Stephen] Breyer. Don’t do it to me.” (The background: Bansal once coached Breyer when, as an appeals court judge, he testified at his Senate confirmation hearing.)

Bansal, not unreasonably, pointed out, “Mr. Brinckerhoff gave you a long primer on the history of Burford jurisprudence.”

Bansal noted, as stated in the briefs, that the increased opportunity for public participation in eminent domain proceedings in New York is counterbalanced by expedited review and limited litigation. She suggested that a case involving the Alabama Public Service Commission was similar, since the Supreme Court said it was the province of state courts.

“An administrative review of a state-agency action largely happens in state court, and federal courts, we respectfully suggest, should be extremely loath to interfere with those ongoing state proceedings,” Bansal said.

Garaufis seemed skeptical. “Well, ordinarily, state proceedings implicate state policy, state practices, and not constitutional—federal constitutional issues,” he said. “So it depends, doesn’t it, on what it’s all about, and not whether it’s a state administrative law agency or not?”

Yes, said Bansal, who went on to point out that the state policy “would be unduly interfered with” if the federal courts heard such cases and allowed the discovery Brinckerhoff seeks.

“Which is any discovery?” Garaufis asked.

“Which is really any discovery,” Bansal confirmed, indicating no chance for plaintiffs pursuing a case like this.

Who’s on first?

Bansal got in hot water again, noting how a federal case would cause “very severe and undue” interference. “We have here a project which, whether people like it or not, was supported by the former Governor, the current Mayor, and the present Governor,” she said.

“There are three people who made the decision; isn’t that right?” Garaufis asked, holding up three fingers and indicating the Public Authorities Control Board (PACB).

Bansal didn’t get it. “And a host of other public officials,” she said.

Garaufis turned quiz show master: “The final decision was made by a body comprised of three officials, who were elected officials in some respect; right? Who were they?

Bansal paused. “They are elected officials. The mayor.”

“Right,” Garaufis said, incorrectly.

“The former governor,” Bansal continued.

“Right,” Garaufis replied. “And who else?”

“The present governor is also supporting it,” Bansal responded.

“I don’t care about the present governor,” Garaufis replied with exasperation. “He didn’t vote. I was asking you, who are the three?” Eventually they got to the answer: Governor Pataki, Senate Majority Leader Joseph Bruno, and Assembly Speaker Sheldon Silver.

Bansal, however, pointed out that the PACB vote happened after the ESDC's eminent domain determination. Other officials, she said, “supported the project” and “certainly their allegations go to others.” Indeed, Mayor Bloomberg is named as a defendant.

Bansal suggested that this case could be consolidated with the other case in state court, which is “one of the considerations in the Burford analysis.”

Garaufis allowed that it’s a policy consideration, but asked, “Why can’t the federal court be an alternative, a viable alternative for adjudicating a federal constitutional question involving a set of state procedures?”

Ripeness in the midst of demolition

Bansal turned to challenge Levy’s disagreement with the defense contention that the case wasn’t ripe, but she had a steep hill to climb. The right to sue, she suggested, materializes only when the deprivation has actually occurred or is “actually impending” or “very near.”

Garaufis asked, “Aren’t they tearing down buildings in anticipation of beginning construction?”

Yes, said Bansal, pointing out that Forest City is entitled to do what it wants with its property and bear the risks that the project might be stalled. Before the condemnations of the plaintiffs’ properties, she said, the state court case has to be resolved, and that wouldn't be until September.

“We’re not that far away from September in the sense of a court adjudicating a constitutional right,” Garaufis observed. “It takes time.”

Bansal said the ESDC has up to three years to pursue condemnation.

Garaufis didn’t buy that theoretical deadline. “But there are practical business reasons why there is an interest on the part of the city and Ratner to move this along quickly,” he said. “There’s a great deal of money at stake.”

Projects, Bansal said, can take a while. “That’s only when the state does them,” Garaufis countered. “When private industry does them, they happen… It’s in the developer’s interest to be efficient, which means it’s a way of limiting costs.”

He went on to stress that, whatever he decides, it wouldn’t necessarily serve as a precedent for other cases that have very different facts. “So I just don’t want you to go too far in saying, ‘Well, if you decide such and such in this case, it’s going to have some overarching adverse effect on how a state statute is interpreted for perpetuity.’ I think it’s unfair,” he declared, “to put that kind of burden on the court.”

Still, Bansal insisted, “To allow the plaintiffs’ claim to proceed here… would open up the floodgates.” It would delay eminent domain cases beyond what the State Legislature intended, she contended.

Michael Burger, a lawyer for the city, told Garaufis that the city would be willing to wait for the state case to be resolved. He suggested that Atlantic Yards was little different from any other public/private partnership in which the city has entered.

Forest City on Burford

FCR lawyer Braun got up and wanted to correct Garaufis on the role of the PACB, nothing that state board was not named a defendant.

“No, but we’re talking about a process,” the judge responded, pointing out that only three elected officials had statutory authority to determine whether the project should proceed.

Braun (right) pointed out that the eminent domain determination was actually made by the ESDC’s board of directors, representing a political subdivision of the state. (He didn’t mention some details: only four--a bare majority--were present, and they took 15 minutes, showing little understanding of the project.) The PACB, he noted, approved the state financial contribution of the project—which was a crucial green light.

“Are you a proper defendant here?” Garaufis asked. “Should you be here?”

“As a technical sense, probably not,” Braun acknowledged, noting Forest City did not ask to be removed from the case. “I wanted to participate.” The ESDC is the primary defendant, he said, adding that the developer’s interest “is so extreme.”

Braun offered a procedural argument: because state eminent domain cases are all heard by the Appellate Division rather than the trial court, all decisions are published and thus can serve as a body of law. Decisions in the lower courts of the state are not necessarily published, he said.

Garaufis countered, “That ought to change, and I think it’s in the process of changing, when they go to an electronic system of filing.”

Also, he pointed out, the Appellate Division doesn’t always issue a full decision. “So, it depends on how significant they think the legal question is,” he said. “Let’s go on to something else.”

Hearts and minds?

Braun took up a theme that would recur through the rest of the hearing. “If you are in the state court or federal court, it’s clear that you don’t get discovery,” he said. “The issue of the subjective motivations of decision makers is just not an appropriate subject of inquiry…. I think the court is not allowed to look into the hearts and minds of the decision makers. I don’t think it’s allowed to get into reevaluation of whether the public uses are going to benefit the public as much as the decision makers thought.”

He quoted a Supreme Court case known as Brody: “The wisdom or advisability of a public project is not reasonably subject to the adversarial adjudicative process.”

Braun pointed out that, while Brody referred to “legislative decisions” regarding condemnation, that doesn’t mean that eminent domain regarding the properties at issue in Brooklyn must go through a legislature. Other cases, not unlike that in Brooklyn, involve agencies empowered by legislatures to pursue eminent domain.

ESDC lawyer Douglas Kraus pointed out that if Garaufis agreed with Levy’s ruling for the plaintiffs and disagreed with him about Burford, then the judge should still hear the defense argument that the case failed to state a valid claim.

Compromise possible?

After a break, they eventually got to that argument. First, though, the judge asked Brinckerhoff if some “informal discovery” could obviate the need for a federal proceeding: “I’m trying to get a sense of whether there is some way of avoiding extended federal litigation here.”

“Yes, it is important that we get discovery,” Brinckerhoff replied, but said that it was equally important to have the claims heard in federal court.

“Oftentimes one goes to court with the hope that the process can be truncated and that a solution can be resolved,” Garaufis said, noting that, as in any other civil case he hears, he must raise the possibility of a settlement. “Most cases do get resolved without a final judicial decision.”

Brinckerhoff said it was an all or nothing fight: “You know, some of the plaintiffs are sitting right in center court.”

ESDC defense

The ESDC’s Kraus (right), on the counterattack, argued that the plaintiffs had no case. “What they’ve got to plead in order to make a prima facie case is that there is no legitimate public purpose, and that the project isn’t rationally related to any proper public purpose, and they have not done that here, and in fact, just the reverse is true.” He noted that nearly half the project is part of the Atlantic Terminal Urban Renewal Area (ATURA), designated as blighted by New York City in 1968.

Not only is eradication of blight a legitimate public purpose, he said, “There are numerous other purposes. There are going to be hundreds of millions of dollars of mass transit and infrastructure improvements. There’s going to be a new public sports arena constructed. There will be green spaces, public green spaces that are built. There are going to be thousands of jobs, and millions of tax revenues coming into the public coffers.”

(Of course the “public green spaces” are not parks, and would not be built until the second phase of the project, which may take 20 years, rather than the promised ten, to complete. The “public sports arena” would be “public” in the narrowest way, leased to a private entity that has already sold naming rights for $400 million. And the estimates of jobs and tax revenues have been in steady decline.)

But Kraus took on that general challenge. “The plaintiffs don’t say there won’t be jobs here,” he said, arguing that overestimates of jobs or tax revenues aren’t enough to make a claim. “You have to say that there’s no proper public purpose or that if there is one, the project has no conceivable relationship.”

Justice Kennedy’s concurrence in Kelo, Kraus said, required a clear showing of favoritism and Brinckerhoff already acknowledged that the public record would support the ESDC’s rationale. “Well, if that’s the case, and they concede that, that’s the end of the inquiry,” Kraus declared.

Then Kraus offered the hypothetical that Levy entertained during the hearing nearly two months earlier, of a 22-acre project with a school on half an acre. Atlantic Yards, he said, would have to have similarly skewed facts to make out a prima facie (self-evident) case for favoritism. And, he noted, Kennedy gave no examples regarding what constituted impermissible favoritism.

So Kraus gave his own example, a case in which Target had threatened to leave a store in St. Louis if the city didn’t condemn land it wanted, an example that to the defense hardly resembles Atlantic Yards. And, he reminded the judge, the ESDC is legislatively directed “to seek out maximum private participation.”

"Well, you may like Governor Pataki or Mayor Bloomberg," Kraus said. "You may not like them, but all of these public officials are people with unblemished reputations for integrity"--several people in the room laughed--"and there's certainly nothing in the complaint that indicates otherwise."

The motivations of city and state official, Kraus argued, ultimately don’t matter. Rather, he said, “In a public-use case, what counts is, ‘Is the project for a legitimate public use, or is it not?’” Otherwise, he warned, the courts would be inundated by plaintiffs seeking to probe the motives of government officials.

Plaintiffs respond

Brinckerhoff stepped up to counter. “We would not be here if the facts in this case were the same as” in cases cited by the defense, he said. “In those cases, before any private developer was identified, there was a lengthy process, where a legislative body with representative, elected officials made decisions specifically about what should happen in a particular development,” then put it out for bid.

Garaufis offered a not-so-hypothetical example, seemingly a reading of Ratner’s thought process: if a developer sees an underdeveloped area and offers a use needed by the community and can bring it profits, “and I take that to the agency which is sponsoring or developing plans for such blighted areas… and the agency puts out a notice… and I get selected… what’s the problem with that?”

Brinckerhoff swung back. First, he said, it would have to be an area that had been already been determined to be blighted. His clients’ properties are not in ATURA, he reminded the judge. Secondly, he said, there was no competitive bidding process for the entire 22-acre footprint, just the MTA’s 8.5 acre Vanderbilt Yard, and that was questionable.

He pointed to statements from the chief MTA spokesperson, who in 2003 told the press that Ratner had acquired the rights to the Vanderbilt Yard. (See p. 7 of this Brooklyn Paper PDF.) And, he noted, the RFP the MTA eventually issued in 2005 gave respondents only 45 days to reply. (Actually, it was 42 days.) The one developer that replied, Extell, offered $150 million, he said, while Forest City offered only $50 million and did not produce the required pro forma explaining expected expenses and profits. Moreover, he said, Deputy Mayor Dan Doctoroff wrote a letter to the MTA saying the city wouldn’t support the Extell bid.

Garaufis was skeptical. “It doesn’t always happen the way the Mayor wants,” he said, asking why that was relevant to a decision made by the ESDC.

Brinckerhoff said the mayor and deputy mayor furthered the bypass of city land use review: “The primary purpose of this development, not the only purpose, the primary purpose is to benefit a private developer, and all of these facts, the bypassing of city review, the facts related to the RFP, the fact that the procedures that were used with respect to the Ratner companies were not the same procedures that were used with the only other company that had anything to do with just the MTA railyard RFP, all of the rest of this was never put out to bid to anybody. They can’t dispute this. No other developer has ever been considered for this area and this project.”

He suggested that the Atlantic Yards case does in fact resemble that involving Target, because Ratner also went to a government official who had the unilateral power to condemn property. And then he reminded the judge that the threshold to move the case forward was lower than that for winning the case: “It’s not that we’re going to stop the project by winning a motion to dismiss.”

The defense responds

The ESDC’s Kraus offered to respond. Instead, Garaufis said he wanted to hear from Forest City Ratner’s lawyer, “since his client is the one whose motives have been implicated here as to his actions to facilitate his enrichment.”

Braun responded, “My client is a businessman. My client is in it to make money. However, there was a public process.” The ESDC, he repeated, is required to maximize private participation. And Forest City’s railyard bid, he said, was worth much more, the $100 million in cash it ultimately bid, plus another $270 million in other value. (Extell never got to the stage where it could package the value of a new railyard; indeed, a dissenting board member of the MTA said it should be getting the highest price for its land.)

“I think what happened here is proper,” Braun continued. “This is how public/private partnerships redevelop our city.” He noted that Extell is not a plaintiff and the MTA is not a defendant.

Kraus said that Brinckerhoff’s reading of precedent was wrong, that there were in fact “allegations of favoritism and tailoring a project for the benefit of a private developer” in a case involving Times Square redevelopment. And, he noted, the judge in that case ruled, “In order to state a constitutional cause of action, plaintiffs would have to charge a level of corruption beyond that pleaded or reasonably inferred from the pleading here.”

Garaufis asked Brinckerhoff if the plaintiffs alleged fraud. The answer was no.

Taking aim at Brinckerhoff's point that the plaintiffs were outside the boundaries of ATURA, Kraus reminded the judge that the Supreme Court had said that it’s not for the courts to review the choice of the boundary line once a public purpose has been decided.

Public use

“So what is it?” Garaufis asked, getting to the question. “A question of degree if proper use is only for a small portion of the condemned property, then the question is whether there’s a real public purpose or whether it is a sham public purpose?”

Kraus offered Levy’s example of the half-acre school.

“He never got to that issue,” Garaufis pointed out.

“No,” Kraus responded.

“So I don’t know what he was thinking,” Garaufis continued.

Kraus said the plaintiffs would have to have much stronger evidence, given the designation of ATURA as blighted.

Burger, representing the city, noted that the ESDC doesn’t need the city’s consent to bypass local regulations. “The mayor’s agreement,” he said, “is something… to be lauded, to seek local consent, rather than condemn as a conspiracy.”

Last word for plaintiffs

Brinckerhoff got the final chance at rebuttal, and first made reference to the news that the ESDC never got a business plan from the developer and relied on an outside audit that never estimated Forest City’s profits. “One you didn’t hear from Mr. Braun was an explanation for why it is that even today nobody has any idea for what the profits are for this project and it turns out that will be put in a supplemental pleading because it is only recently revealed that ESDC was never provided this information either,” he said.

As for the Times Square example, he said, redevelopment proceeded through public hearings and the authorization of a development corporation before an RFP was issued, leading to 26 separate proposals.

Then the Board of Estimate—the since-found-unconstitutional body that involved one vote from each borough president, plus the mayor, City Council president, and city Comptroller—approved eminent domain, Brinckerhoff said.

Garaufis offered some skepticism. “Do you think it would be appropriate for there to be discovery as to the reasons why members of the Board of Estimate read the agreement,” he asked, pointing out that the board “was not exactly an operation that provided you with a sense of rationale for what they did.”

“Aren’t you,” he asked Brinckerhoff, “asking for more of the ESDC than was everrequired in the Board of Estimate or most other legislative bodies about land use?”

Different in Brooklyn

Brinckerhoff distinguished between the Board of Estimate, which was functioning as a legislative body, and the ESDC, which is “purely a creature of the executive branch.” (Here's my article about the ESDC board.)

If the City Council had been involved, “we would be absolutely forbidden from doing anything to inquire into the motives,” Brinckerhoff said.

And he said, Kraus was wrong in pointing to the line of cases leading to the Supreme Court on eminent domain. He pointed to a case in the District of Columbia, and another in Oregon: “It is not in the briefs but, suffice it to say, in that case it makes it very clear there was a public competitive process for these developers. That obviously is not—“

“I hear you,” Garaufis said, cutting him off before he go further beyond the briefs.

And that was it. “I want to thank you, all, and I’ll reserve [my opinion],” the judge said, leaving both sides with a sense of mystery.

Monday, April 09, 2007

Old wine, new bottle? Yassky resurrects traffic plan ESDC already considered, mostly

City Council Member David Yassky (right) and Assemblyman Hakeem Jeffries got some ink in the Daily News Wednesday by proposing “a plan to reduce and counter the massive impact on traffic congestion that will be caused by the Atlantic Yards project.” Their letter went to Deputy Mayor Dan Doctoroff and Empire State Development Corporation (ESDC) Downstate Chairman Patrick Foye.

While the duo's proposal includes some worthy ideas, based on conversations with experts and advocates, it lacks a crucial disclaimer. Yassky already made most of these suggestions to the ESDC last August in response to the Draft Environmental Impact Statement (DEIS). Nearly half of the suggestions were rejected in the Final Environmental Impact Statement (FEIS). Nearly half regard policies that developer Forest City Ratner (FCR) has proposed and the ESDC had endorsed.

(Indeed, in a Courier-Life article this week, FCR spokesman Loren Riegelhaupt commented, "While we are confused as to why they are seeking to package already existing approaches to what is agreeably a very complicated issue, we are pleased that the agree with so much of what we have proposed and look forward to working with them." The Courier-Life article didn't point out that other proposals had already been rejected.)

In other words, there’s not much new. The Daily News, in an article Wednesday headlined Pols press Nets traffic fix, inaccurately called it “the first comprehensive plan to tackle an expected traffic glut near the proposed Nets arena.” Actually, a comprehensive plan would have to go farther; see the extensive comments by the Tri-State Transportation Campaign (incorporated into BrooklynSpeaks), and by pre-Streetsblog Aaron Naparstek, which recommend congestion pricing, a dicey political issue avoided by Yassky, Jeffries, Forest City, and the ESDC. Also note the comprehensive criticism by transportation analysts Brian Ketcham and Carolyn Konheim.

Towards dialogue

"We weren’t trying to give the impression these were brand new ideas," Yassky spokesman Sam Rockwell told me, in a bit of a stretch. "We wanted to do our best to present a full picture irrespective of the history of them. The whole thing is a series of suggestions, and we’re trying to get an open dialogue about this."

The letter asks the officials to "direct the appropriate State and City agencies to evaluate the feasibility and desirability of these proposals." Well, most have already been evaluated.

Still, Rockwell made the point that there's a new state administration, at least. "They have made clear that they’re not the ones that signed off on that project, and they are the ones that are going to have to sign off on the payment," he said, referring to the $100 million the state has pledged. "Obviously, that’s one of the barganing points."

Then again, the ESDC would have to reject the analysis in the Final Environmental Impact Statement, an analysis it must defend in court, and the ESDC hasn't exactly expressed an intention to review decisions made by the previous administration.

City: no subsidies toward traffic

Yassky and Jeffries (right) requested “that a substantial amount of the public funds that have been set aside for Atlantic Yards – $100 million in the most recent budget proposed by Governor Spitzer and $205 million in the most recent budget proposed by Mayor Bloomberg – be reserved for traffic and transportation improvements, unless and until it is clear what the cost of these improvements will be, and how much of the costs Forest City Ratner will be assuming.”

City spokesman John Gallagher basically said no, telling the Daily News, "We have budgeted funds to improve infrastructure in the area and will comply with the [environmental impact statement]."

And that means no city cash, at least, for traffic and transit. In response to a question about how the city’s initial $100 million would be allotted, the ESDC responded (1-23):
As described in Chapter 4, “Socioeconomics,” the City funds allocated to this project would be used for land costs and infrastructure improvements. The infrastructure improvements would include replacement and upgrades of utility lines that serve an area much larger than the project site.

Point by point

I’ll go through the Yassky/Jeffries proposal point by point. The ESDC's answers all come from the Part 2 of the Response to Comments, Chapter 24 of the FEIS.

Improving traffic flow?

The proposal states:
Traffic at the intersection of Flatbush Avenue and Atlantic Avenue should be completely reconfigured to improve traffic flow in the area. This could be achieved by:
--Constructing a below grade traffic tunnel on Fifth or Sixth Avenues running from Flatbush to north of Atlantic Avenue. This tunnel would become the primary means for north and southbound traffic to cross Atlantic Avenue.
--Creating a Park Avenue style overpass.
--Building a traffic circle at the intersection of Flatbush, Atlantic and Fourth Avenue similar to the Grand Army Plaza rotary.


Yassky’s idea for a Sixth Avenue tunnel already was dismissed in the FEIS, and Rockwell acknowledged that it would be prohibitively expensive. The ESDC responded (12-114): Construction of a roadway tunnel beneath 6th Avenue crossing Atlantic Avenue would likely be infeasible. Such a tunnel would need to be deep enough to pass beneath the LIRR tunnel along Atlantic Avenue, and would require long approach ramps that would act as a barrier to eastwest vehicular and pedestrian flow. It is also unclear how such a tunnel would benefit the intersection of Atlantic and Flatbush Avenues, as much of the traffic at this intersection is through-traffic that would not necessarily make use of a tunnel providing access to local streets in Ft. Greene.

The overpass and traffic circle ideas are new ideas, but there’s no explanation of how they would fit with the already proposed idea to divert traffic eastbound on Pacific Street, what the Brooklyn Paper dubbed the Fourth-to-Flatbush two-step. (Graphic from Brooklyn Paper)

Result: two new, one rejected.

Off-street unloading

The proposal states:
Design the arena so that all loading and unloading of trucks takes place off-street.

In the FEIS, the ESDC already responded to Yassky’s proposal for off-street loading and unloading areas for both the arena and residential truck traffic (12-90):
Off-street loading and unloading areas would be provided on Site 5 and the arena block to service the arena and commercial uses on these blocks. Residential buildings typically do not require off-street truck loading and unloading facilities.

Result: planned.

Bus rapid transit

The proposal recommends:
Implement a bus rapid transit program on Atlantic and Flatbush Avenues, to dramatically speed up bus traffic on both roads.

In response to Yassky’s comment that such a program be implemented on Atlantic Avenue, the ESDC responded (13-34):
NYCDOT and MTA have recently proposed implementation of a pilot bus rapid transit program that would include implementation of a route in Brooklyn along Nostrand, Bedford and Rogers Avenues that does not traverse the project’s study area. Though studied, there are no present plans to implement a pilot bus rapid transit program along Flatbush Avenue.

Result: rejected.

Reduced tunnel toll?

The proposal recommends:
Reduce toll at Brooklyn Battery Tunnel to divert traffic away from downtown Brooklyn and Atlantic Yards vicinity where commuters take advantage of the free bridges.

The ESDC, in response to Yassky’s comment, said in the FEIS (12-30):
The proposed project’s traffic mitigation plan includes a comprehensive package of demand management strategies focused on reducing auto trips in the vicinity of the arena. Introducing a measure that would reduce the costs associated with travel to the arena by auto could be counterproductive to this effort.

Result: rejected.

Combination ticket

The proposal recommends:
Require the arena operator to include an LIRR, MTA or ferry ticket with each ticket to an arena event.

In response to Yassky’s comment that “the cost of mass transit should be built into the price of a game ticket,” the ESDC responded (13-17):
As discussed in Chapter 19, “Mitigation,” of the EIS, a transit fare incentive program would be implemented as part of the proposed project’s traffic mitigation plan. Under this fare incentive program, a free round-trip subway fare would be provided to Nets ticket purchasers, targeted to auto-oriented trips in areas accessible by mass transit.

Result: planned, partly. Yassky didn’t specify that most arena events would not be Nets games. Indeed, Ketcham and Konheim blasted the ESDC for not requiring such tickets for concerts and other events.

Ferry service

The proposal recommends:
Require the Nets to provide free ferry service from an appropriate location in New Jersey to a new terminal at Atlantic Avenue to accommodate fans from New Jersey. Free shuttle bus service should be available from the ferry terminal to the arena.

In response to Yassky’s recommendation, the ESDC said in the FEIS (13-18)
Ferry service between the arena and New Jersey would not be effective due to the distance between the arena site and the ferry landing at the foot of Old Fulton Street (approximately two miles) and the availability of other transit modes. It should also be noted that under the proposed project’s traffic mitigation plan, free charter bus service would be provided to shuttle arena patrons between the arena and park & ride lots on Staten Island...

Result: rejected.

More #5 trains

The proposal recommends:
All New York City Transit #5 trains should go to Brooklyn during game days to increase transit ridership. Currently it only goes to Brooklyn during rush hour.

In response to Yassky’s recommendation of just that, the ESDC said in the FEIS (13-19):
Increased weekday evening operation of subway service to Brooklyn and increased weekend service are recommended under the proposed project’s traffic mitigation plan. Such increases in service would be subject to review and approval by the NYCT

Result: likely.

Increased parking cost

The proposal recommends:
Set parking cost at a premium to discourage people from driving to the arena for arena events.

Yassky made that recommendation earlier. The response (12-91):
As part of a comprehensive package of traffic demand management strategies for game days included in the proposed project’s traffic mitigation plan, a surcharge would be imposed on game days for on-site arena parking and adjacent parking facilities controlled by the project sponsors. HOV parking would not be subject to this surcharge.

Result: planned.

Bike parking

The proposal builds on Yassky's previous request, calling for more details:
A large bike parking facility should be built into the arena site. Local residents could use the facility free of charge daily and on game days the facility would accommodate cyclists attending games. The plan currently calls for 400 bike parking spaces in the arena, but no details on the plan are provided. There needs to be an assurance that this will actually be built, and the lanes should be a combination of short-term and long-term parking facilities.

In response to Yassky’s previous request for a bike parking facility, the ESDC had responded with at least some details (12-61):
The proposed Atlantic Yards bicycle station would be a secured, staffed facility providing storage for 400 bicycles. It is anticipated that this facility would be located on the arena block in ground-floor space along the Sixth Avenue corridor. At this location it would be conveniently situated next to the arena and easily accessible from the bicycle lanes on Dean and Bergen Streets. As currently contemplated, in addition to dedicated bicycle storage space, the facility would include amenities such as lockers, restrooms and a security desk, and an adjacent bicycle repair and accessory retail shop would provide services to both users of the facility and the surrounding community.

Result: planned, mostly.

In a new comment, Yassky and Jeffries also point out:
The 400 bike parking spaces planned for the arena will be unusable because no one will be able to get to them due to the lack of bicycle infrastructure in the area. For example, bike lanes on Bergen and Dean need to be protected from ‘displaced traffic due to project-related changes’ (wording from the EIS), and new public lanes must be created.

Result: new idea.

Longer traffic lights

The proposal recommends:
In project area, readjust traffic lights to give more time for pedestrians to cross the street in all directions.

Yassky had previously made a similar request, and the ESDC responded (13-45):
Traffic signals in the study are typically timed to optimize traffic flow while also providing sufficient time for pedestrians to cross streets. Allocating additional time to one phase or another to give pedestrians more crossing time would in many cases adversely affect traffic flow and progression between intersections. The proposed project’s traffic mitigation plan does, however, include the introduction of an all pedestrian phase at Flatbush and 4th Avenues...

Result: rejected, mostly.

Residential parking permits

The proposal recommends:
Implement a residential parking permit program in the neighborhoods surrounding the arena.

Yassky and others had made a similar request, and the ESDC in the FEIS had said it would be tough (12-82):
The May 2006 Downtown Brooklyn Residential Permit Parking Study, released by the Downtown Brooklyn Council in conjunction with DOT, found that residential neighborhoods around Downtown Brooklyn present unique challenges for implementing a residential parking permit program, and presents a set of options (one including multi-space meters) for implementing various forms of such a program. If the City were to pursue a residential parking permit program, it could solely do so as a pilot program. Permanent residential parking permit programs are authorized by specific State legislation. The DEIS does include detailed quantitative analyses of the proposed project’s potential impacts to both off-street and on-street parking....[N]o significant adverse impacts to parking conditions would result from implementation of the proposed project...

Result: rejected, mostly.

Shuttle buses

The proposal recommends:
Environmentally friendly shuttle buses should be used to link off site parking with the arena. Currently, all off site parking planned is within a half mile radius of the arena. The parking available in this radius will not be sufficient on game day.

Yassky had previously made such a suggestion, and the ESDC responded (12-88):
The buses that would be used to shuttle people to and from the remote parking locations would be required to be compliant with all applicable environmental codes and regulations. Alternative fuel or hybrid vehicles would be used for this service.

Result: planned.

Community Advisory Task Force

The proposal closes with a new suggestion, at least compared to Yassky’s previous letter:
A community advisory task force should be created to oversee and have input on every stage of the Atlantic Yards Project development. The group should meet regularly and should represent a sampling of residents from all of the affected areas in community boards 2, 6 and 8.

What exactly does “oversee” mean? What kind of powers would this group have? It sounds like the BrooklynSpeaks recommendation—if so, Yassky and Jeffries could have said so.

Suggestions dropped

The proposal from Yassky and Jeffries does not mention a few of the suggestions Yassky had previously made.

Yassky had recommended that the number of traffic lanes on Atlantic Avenue going to and from the arena should be increased during game days. The ESDC had agreed in the FEIS (12-8):
As discussed in Chapter 12 of the DEIS, with implementation of the proposed project, Atlantic Avenue would be reconfigured adjacent to the project site to increase the number of eastbound travel lanes from two to three between Flatbush Avenue and Ft. Greene Place, eliminating a major constraint point...

Perhaps Yassky got the word that some local residents and merchants do not like that idea at all. (See newsletter from the Atlantic Avenue Betterment Association.)

Yassky had also recommended two-way tolls for the Verrazano-Narrows Bridge. The ESDC had said no (12-29):
Implementation of new tolls on the East River Bridges, changes in the current toll system at the Verrazano-Narrows Bridge, and replacement of the Gowanus Expressway with a tunnel are beyond the scope of this project. Any implementation of new tolls would be subject to an independent environmental review.


Yassky had also recommended that crosswalks be realigned at the intersection of Flatbush and Atlantic Avenues so they run at right angles with streets rather than in diagonals. The ESDC had said no (12-131):
...To enhance pedestrian safety, the sidewalk at the northeast corner of the intersection of Atlantic and Flatbush Avenues was extended to shorten the crossing distance on the north crosswalk from seven lanes of traffic to six lanes. The possibility of further realigning the crosswalks at this intersection was examined in consultation with DOT, but was not recommended as part of the traffic mitigation plan due to potential constraints on the amount of reservoir space available for vehicle queuing.

The one-way streets debate resumes Wednesday

The full Community Board 6 on Wednesday will get a chance to affirm--or go beyond--the Transportation Committee's request that the Department of Transportation (DOT) not proceed "at this time" to convert Sixth and Seventh avenues in Park Slope to one-way traffic.

Meanwhile, Aaron Naparstek, a member of the committee and the editor of Streetsblog, has found significant evidence to counter the contention by the DOT's Michael Primeggia that one-way streets are, in fact, safer. Primeggia, Naparstek writes in a letter to the Brooklyn Paper and at greater length on Streetsblog, has cherry-picked the evidence and ignores more recent studies that say one-way streets are a danger.

Sunday, April 08, 2007

Atlantic Yards: BANANA, or collusion?

It was another Atlantic Yards moment in the midst of Robert Moses revisionism. The scene was a rather diffuse "Civic Talk" presented Wednesday night by Henry Stern's New York Civic, in cooperation with the Museum of the City of New York, held at the museum.

Three of four panelists agreed that the pendulum had swung too far, that, while we don't need a Moses, community groups just have too much power in stopping projects. "We do have problems in getting things done," declared Elizabeth Barlow Rogers, the founding president of the Central Park Conservancy. She recounted two episodes in which Central Park projects had been stymied.

Rogers got a hearty second from Herbert I. London, president of the Hudson Institute and a former Conservative Party candidate for state governor and Republican Party candidate for state comptroller and mayor of New York City. "It's virtually impossible to build anything," London exaggerated, citing a conversation with architects who told him that the Empire State Building--which famously was constructed in less than 16 months--would take a decade today.

Former Parks Commissioner Stern, whose mumbling, self-indulgent anecdotes were a drag on the evening discussion, went for a laugh, suggesting that "NIMBY (Not in My Backyard) has been superseded by BANANA (Build Absolutely Nothing Anywhere Near Anyone)."

A corrective emerges

The fourth panelist, Timothy Mennel, a former Fort Greene resident who earned his doctorate in geography writing a novel about Moses, finally offered a corrective. "I'd resist the idea that nothing is getting done," he stated.

Mennel mused that the question was "how much accommodation you make for private capital." Moses, he said, was willing to make such accommodations. Today, he suggested, "You see the city going out of its way to accommodate private capital." His example: Atlantic Yards.

"It's the state," shouted someone from the audience, looking narrowly at the fact that Atlantic Yards is officially a state project, shepherded and approved by the Empire State Development Corporation.

"In collusion," shouted back another audience member (OK, me) in correction, mindful that both the state and city had signed a memorandum of understanding regarding the project, that the city agreed not to press for ULURP (Uniform Land Use Review Procedure) over parts of the project, and the city has more than doubled its direct subsidy for the project.

"In collusion," seconded Mennel.

Collusion?

The city and state would call it a partnership rather than collusion, and my off-the-cuff comment certainly doesn't describe the entirety of the relationship. Collusion implies deceit--and some of that is alleged rather than proven in the pending eminent domain lawsuit over Atlantic Yards.

Then again, there certainly are elements of deceit, I must conclude, upon reflection.

Why did the city and state not release a second MOU until it was discovered via a Freedom of Information Law request? Why didn't the city announce and explain why its direct subsidy has more than doubled? Why has no government agency been willing to delineate the housing subsidies? Why can't we get a full analysis of the fiscal impact of the project?

The questions continue.

Why Bruce Ratner is not like a public library

Though eminent domain cases in Brooklyn are not all alike, that seems to have escaped today's New York Times, which offers a City section article headlined Flexing Big Muscles for a Little Library:
The Ulmer Park Branch Library, a squat, one-story brick building on Bath Avenue in Bensonhurst, Brooklyn, would seem to have little in common with the skyscrapers and the wavy metal arena proposed for the 22-acre site to the north where the developer Bruce Ratner seeks to build the Atlantic Yards.

But like Mr. Ratner, officials of the Brooklyn Public Library are wrangling with local landowners over property they want — in this case, the library building. And like Mr. Ratner, the library’s representatives have raised the possibility of using eminent domain, which is the government’s power to acquire private property without the owner’s consent for the public good.


OK, unlike Mr. Ratner, the library isn't a private corporation aiming to maximize its profit, but rather a nonprofit entity supported by the government and serving the public. And unlike Mr. Ratner, the library isn't already a tenant of all the land it wants. And unlike with Atlantic Yards, the primary--not the ancillary--purpose of the library project would be public.

Had the Times been covering the epic Atlantic Yards eminent domain case in federal court, maybe its reporters and editors would have a clue.

Saturday, April 07, 2007

AY supporter Herbert announces for Senate against Montgomery

Atlantic Yards supporter Tony Herbert, a Democrat-turned-Republican who led a protest against Democratic Mayoral candidate Freddy Ferrer and shortly thereafter was crushed in his attempt to unseat City Council Member Letitia James, has become a Democrat again and announced his challenge to State Senator Velmanette Montgomery in the 2008 election. (Graphic from the Daily Politics, where Errol Louis broke the story and noted the announcement came unusually early, and some spirited--and mean-spirited--commentary ensued.)

Montgomery, a 22-year veteran, last year beat back shadowy challenge from former City Council Member Tracy Boyland, who played fast and loose with campaign finance regulations. Belated filings showed that Boyland outraised Montgomery and used the same political consulting firm as Forest City Ratner.

That doesn't mean that Herbert would be the "Ratner candidate," as Boyland was described by some opponents, but it does show that pro-Atlantic Yards sentiment can be a driving force for future challenges to Montgomery. The incumbent has created some vulnerability by apparently expressing interest in running for Borough President.

Herbert's claims

In an interview in yesterday's Black Star News, Herbert stated:
The overall issue now is to use take this network that I have created and use those relationships to get corporate America engaged in our community and basically, take back exactly what we’re giving out -- support.

Why should we have to wait for government to say, “Okay, you only get this amount of discretionary money this year.” I’m not waiting for that. Why should we? Why are so many of our people happy to settle for a tiny slice when they can have the whole entire pie! Some of the elected officials today lead people to believe this is all they can get.

There’s a disparity with regards to what my opponent does. She gives a tiny bit of money to the people who don’t support her and lots of money to the people who do. Meanwhile, the people she’s giving astronomical amounts of money to, are the people that already have money. It has been documented that 85% of her discretionary moneys are distributed to the much better off portion of the district.


He wasn't asked for the documentation.

Atlantic Yards support

Herbert offered a classic defense of Atlantic Yards:
Look, with regards to the Atlantic Yards Arena, which my opponent was against and tried to shut down and was unsuccessful. She was against the development because some of the better off constituents felt the sun would be blocking the neighborhood due to the height of the buildings. I don’t give a heck about how high they build a building, because the way I look at it, the sun was gone a long time ago when all these people started losing their jobs. There are a lot of minority contracts coming through that Atlantic Yards project. Forest City Ratner can build up to the 50th floor. That’s fine. All that means to me is there are 50 floors that a minority contractor from my community can get business from and put people to work.

This is a variant of an observation the late columnist Murray Kempton made a long time ago, quoted in Robert Caro's biography of Robert Moses, The Power Broker: "A construction worker would pave over his grandmother if the job paid $3.50 an hour." (And a lot of those minority and women contractors aren't exactly from Herbert's community.)

Montgomery's objections extend well beyond the height of buildings, of course. Despite his earlier mention of "the whole entire pie," Herbert's framing of the issue recalls some dialogue from August Wilson's play Radio Golf, in which a black character defends his decision to be part of a questionable business deal:
I don't care if somebody else makes some money 'cause of a tax break. I get mine and they get theirs. I pull this off and next time I'm on the other side of the deal, sitting at the head of the table.

Previews for the Broadway production of Radio Golf begin April 20.

Friday, April 06, 2007

Lawsuit over environmental review would require ESDC, PACB, and MTA to take another look

After 26 co-petitioners—some broad-based organizations, some block associations—filed suit yesterday in State Supreme Court) to annul the Final Environmental Impact Statement (FEIS) and the approval of Forest City Ratner's Atlantic Yards project, the question is: does it have a shot?

Lawsuits that allege flaws in environmental reviews are generally tough going. Still, said Candace Carponter (right), co-chair of petitioner Council of Brooklyn Neighborhoods (CBN) and legal chair of fellow petitioner Develop Don’t Destroy Brooklyn (DDDB), “This isn’t a sole-issue challenge. We’re saying they forgot to take a hard look at 13 issues.” Among them: a failure to examine terrorist impacts and a finding of blight "in one of the hottest real estate markets in New York City."
(Photos by Jonathan Barkey)

The main defendant is the Empire State Development Corporation (ESDC), though the Public Authorities Control Board (PACB) and Metropolitan Transportation Authority (MTA) are also named. A successful lawsuit would not block the project—as the pending eminent domain case in federal court, if successful, would do—but rather send it back to the agencies for a do-over.

“Do we think it will change the project once it goes back to the ESDC?” Carponter said. “That’s what we’re hopeful for.” She observed, "It is striking to note that the ESDC did not demand or effectuate even one significant change or modification of the project Forest City Ratner proposed at the start of the environmental review process."

“This is a different PACB than it was last December,” added attorney Adam Perlmutter.

Well, maybe. The point was that new Governor Eliot Spitzer now holds one of the three PACB votes, and Spitzer in part controls the ESDC, since he can make new appointees. (There are several holdovers, however.) Spitzer has pledged a new reform government but has generally supported Atlantic Yards and did not take the opportunity, after his election, to urge the PACB to wait to vote on Atlantic Yards.

His ESDC has shown more openness in some areas than its predecessor, for example inviting public comment at meetings. Whether that will extend to a “hard look” at Atlantic Yards is another question.

Done deal?

The argument behind this lawsuit, much like that in the eminent domain case filed by a separate group of renters and property owners, is that the project was a done deal from the start. “Each elected official who has supported his project has their head in the sand,” declared City Council Member Letitia James (right), who signed an affidavit supporting the suit but is not listed as a petititioner. “No one is stepping up to the plate and taking responsibility. That’s why I staked my political career on this—because it’s wrong.”

James and others spoke at a press conference held at the tiny Brooklyn Bear’s Garden at the corner of Pacific Street and Flatbush Avenue, a once-desolate space reclaimed by community gardeners, now bordering some extremely valuable real estate. A 250-foot tower is planned adjacent to the garden, replacing the low-slung P.C. Richard/Modell’s retail complex, and the 511-foot flagship Miss Brooklyn tower would be just across Flatbush.

The garden was jammed with representatives of organizations supporting the lawsuit and members of the press; indeed, there was so little space that some of the garden planting beds, threatened, according to the lawsuit, by wind and shadows, faced a formidable Atlantic Yards-related hazard: feet.

Showdown in court

The developer has announced plans to demolish several buildings within the project footprint, and has commenced asbestos abatement on them. Actual demolition could begin in less than two weeks.

Meanwhile, the petitioners in the lawsuit have asked for a preliminary injunction—not a more immediate temporary restraining order (TRO)—to block the demolitions. Unless a TRO is issued, some demolitions may proceed before a hearing. (Keep watch to see if one is requested.)

Yesterday, Justice Joan Madden asked about the timing issues. The defendants said it would be an unfair delay to issue a preliminary injunction, because the arena is planned to be open by 2009. Jeff Baker, lawyer for the petitioners, argued that the pending case in federal court, which would block the whole project if successful, represents, in effect, a delay on the project, so an injunction in state court would not further stall the project.

Legal papers from the defendants are due April 25; the memos in response are due May 2, and an oral argument regarding the temporary injunction will be May 3.

“Petitioners face the prospect of a pyrrhic victory,” argues the memorandum in support of the preliminary injunction. “If they succeed on any of their claims, the Project will be stayed pending further review and, quite possibly, prevented from ever going forward as currently planned.” However, Forest City Ratner by then will have demolished buildings with no alternative plan if Atlantic Yards does not proceed as currently planned.

And the demolitions, the memorandum argues, citing James’s affidavit, lead to “an aura of inevitability which would discourage further public challenges to the Project.”

“Petitioners have a strong probability of succeeding on the merits of at least some, if not all of their claims,” the memorandum argues. The strongest claims, apparently, are that the PACB failed to make the written environmental findings statement required by law and that the ESDC failed to provide the 30-day minimum comment period required after a public hearing.

Posting a bond

Then comes a dicey question: how much should this community coalition be required to put up as an undertaking, a bond that, if the plaintiffs fail in their suit, be required to pay to the defendants as damages for the delay? This is a $4 billion project, and the developer obviously wants to move forward as quickly as possible; on the other hand, other court actions may block the case, and representatives of parent company Forest City Enterprises have already said the project might take 15 years, not ten years.

“[T]his court should not require petitioners to post more than a nominal undertaking,” the memorandum argues, noting that judges have discretion to consider the financial means of the parties and the balance between financial resources and public purpose. In other words, should the judge agree with the defendants’ likely request that the plaintiffs post a significant bond, the case could be moot.

Plaintiffs

The plaintiffs include DDDB, the 41-member coalition CBN, New York Public Interest Research Group (NYPIRG), Sierra Club, Central Brooklyn Independent Democrats (CBID), Fort Greene Association, Society for Clinton Hill, Boerum Hill Association, Crown Heights North Association, Park Slope Neighbors, Fort Greene Park Conservancy, and Friends and Residents of Greater Gowanus, as well as 15 other community organizations and block associations.

Several CBN members are also members of the BrooklynSpeaks coalition, which has scheduled a rally on April 15 to block the demolition of the Ward Bakery, pointing to the potential for long-lingering surface parking lots. BrooklynSpeaks, however, has not joined the lawsuit, nor has its most prominent component, the Municipal Art Society.

“I believe they don’t want to be seen as adversarial,” Carponter said. “We don’t believe it’s adversarial. We’re protecting the community.”

Well, protecting the community, as James’s statements suggested, can sound adversarial. It may be a question of tactics. BrooklynSpeaks has called for the establishment of a local development corporation to oversee the project; clearly, it would be difficult to negotiate with government agencies and to push politically for changes while enmeshed in a lawsuit.

On the other hand, the decision not to join the lawsuit means that BrooklynSpeaks has missed out on the chance, for example, to legally challenge the ESDC’s limited provision for public input on the project as well as the demolition that they're protesting.

Forest City response

In today’s Metro, Forest City Ratner responded to the suit:
"Opponents are unfortunately continuing a strategy of legal maneuvering rather than constructive dialogue," Bruce Bender, Ratner's executive vice president, said in a statement. "For nearly four years, we participated in an exhaustive public review process, involving hundreds of meetings with local leaders and officials."

Carponter, however, contended that there’s been no public review: "They held three public hearings, two of which were called ‘community forums,' and one in which half the people lined up couldn't get through the front door.”

CBA coalition response

The Atlantic Yards Community Benefits Agreement (CBA) Coalition, the eight groups that signed the CBA, offered a statement from Delia Hunley-Adossa, chair of the CBA Executive Committee.

"Another delay in the Atlantic Yards project means delaying economic opportunity for many in the Brooklyn community," she said. "Those opposing the project can afford delays, but what of the over 2,000 who are clamoring for jobs, the hundreds of minority and women-owned contractors who've showed up at events looking for contracts and the thousands seeking an affordable place to live? The Brooklyn community needs the economic boost."

Hunley-Adossa, however, has said nothing about statements by project landscape architect Laurie Olin and Forest City Enterprises executive Chuck Ratner about delays in the project--which would delay the housing and jobs promised.

Hearing or forum?

The second cause of action charges that the ESDC violated legal procedural requirements by failing to follow a minimum public comment period and failing to meaningfully consult with the Citizen Advisory Committee (CAC).

A public hearing was scheduled 8/23/06 and follow-up community forums were held on 9/12/05 and 9/18/06. Though organizations now part of the suit argued that the comment period should close 30 days after the final community forum, the ESDC argued that the forums were not public hearings, and closed the comment period 9/29/06.

However, as the suit points out, “ESDC in fact administered and treated” the community forums “exactly the same as the public hearing.” Indeed, the hearing officer at one point referred to the forum as a “public hearing” before he was corrected by ESDC staff. (Having attended all three, I can say that there was no material difference; arguably, the less-attended community forums were more appropriately run; the hearing officer rigorously enforced the three-minute time limit on testimony, unlike at the public hearing.)

"Petitioners respectfully assert that the Court should recognize that if something looks like a duck, walks like a duck, and quacks like a duck--it's a duck. Thus, if an event designated a "community forum" is identical to a public hearing, then it is a public hearing," the suit states. Had it been appropriately designated, the community would have had nearly three weeks to add comments on the environmental review.

The lawsuit also charges that the 8/23/06 public hearing was fatally flawed because many members of the public who wanted to comment were barred from the Klitgord Auditorium of New York City Technical College. “Upon information and belief,” the suit charges, representatives of developer Forest City Ratner, the construction unions, and Community Benefits Agreement signatories ACORN and Build “controlled access to the auditorium” and massed their supporters, effectively monopolizing the room.

What's a CAC?

The ESDC is required to create CACs to advise it and serve as a liaison with the community. That began around 4/16/06, when letters were sent by ESDC chairman Charles Gargano to the chairs of Community Boards 2, 6, and 8. The CAC membership consisted of representatives of each of those boards, the ESDC, New York City, and the Brooklyn Borough president.

The suit points out that the latter three supported the project and thus rendered the CAC impotent. Indeed, the community members of the CAC asked for more time to respond to the Draft Environmental Impact Statement, as well as funds for expert review, and were denied.

Civic project?

The lawsuit calls for the court to declare that “a privately leased, for-profit sports arena, such as Forest City Ratner's (FCR) arena, is not a project that the ESDC may lawfully undertake within its enabling legislation.”

“Although FCRC has actively encouraged a public impression that the Barclays Center may be available to host local high school and college events, ESDC’s own estimates of the revenue recovery from arena rentals to civic groups indicates that it will not be affordable to those institutions,” the suit states. It cites the KPMG report to ESDC that observes that the cost of rental, $100,000, would have to be lowered to accommodate such events. (Also, the arena would be made available to civic groups at low cost for at least ten events a year.)

“The Barclays Center sports arena is a private, profit-making enterprise, like Madison Square Garden, and is not the type of facility envisioned by the legislature when it sought to support civic projects that promote the public health, welfare and safety of unemployed and impoverished New Yorkers.”

A “civic project” is defined under state law as a “project or that portion of a multi-purpose project designed and intended for the purpose of providing facilities for educational, cultural, recreational, community, municipal, public service or other civic purposes.”

There’s little precedent. The lawsuit states, “We have no reported cases addressing the meaning of the term ‘civic project,'” but contends that the plain language of the statute "does not encompass a commercial sports arena leased by the state to a private business enterprise."

Blight?

The lawsuit charges that the ESDC ignored extensive, detailed public comments refuting the blight study. It charges that the ESDC manipulated and twisted crime statistics to overstate crime rates in the project site; that the ESDC failed to demonstrate a blighting effect from the rail yards on the blocks to its south; and noted that the City of New York never added the blocks below the MTA’s Vanderbilt Yard to the Atlantic Terminal Urban Renewal Area. Thus, the outline of the 22-acre project was determined by the developer, not blight.

In an affidavit, and at the press conference yesterday, veteran city planner Ron Shiffman (right), co-founder of the Pratt Institute Center for Community and Environmental Development, backed up those charges. “It seems to me the blight report is flawed from beginning to end,” said Shiffman, also an advisory board member of DDDB.

He noted that the neighborhood had begun to regenerate, citing four recent conversions of manufacturing facilities to housing and suggesting that Forest City Ratner “is responsible for the ‘developer’s blight’ that is apparent in the area.” Most blight cited in the ESDC’s blight report is related to the MTA-owned railyards but could have been reduced had the MTA maintained sidewalks.

Shiffman also took aim at the ESDC's claim that lots that are built to 60 percent or less of their allowable Floor Area Ratio (FAR) under current zoning are blighted. "Under this standard, large sections of Brooklyn would be considered blighted, as they are also not built out to their full capacity under existing zoning," he stated, citing neighborhoods like Clinton Hill, Carroll Gardens, and Park Slope.

The reason? The city's 1961 zoning resolution "envisioned that large swaths of brownstone Brooklyn would be demolished to make way for 'super blocks' and 'towers in a park' designs." However, instead, those existing properties "eventually became the signature for the revitalization of Brooklyn."

Bad planning

“The other [flaw] is the planning process itself,” Shiffman said, saying that, rather than the city and state backing the Atlantic Yards project from the start, they should have set criteria for disposition of public land, involved the public, and then issued a request for proposals for the property.

“We do need to rethink density,” said Shiffman, an acknowledgement that the area near the Atlantic Terminal transit hub could accommodate larger buildings. “But the carrying capacity” of the neighborhood, he said, is insufficient to accommodate the increased traffic; the 6430 residential units would house a population too large for day care, recreational, and education facilities.

"Even as a professional dedicated to inclusive housing policies, I cannot recommend the Project's affordable housing component," Shiffman said, citing the out-fo-scale development and the possibility that subsidies could be transferred to other developments that could come on line earlier or support more low-income households.

“Unlike Riverside South or Battery Park City in Manhattan, whose heights are slightly lower, there is no river frontage that would compensate for the lack of light, air, or open terrain caused by the oversized development and the shadows it still will cast,” Shiffman said. The project, he warned, “would be the Brooklyn equivalent of failed over-dense developments like the Pruitt-Igoe [public housing] developments in St. Louis,” since demolished.

"The huge density of the proposed development would bring more havoc to drivers and transit riders in downtown Brooklyn, adversely impacting dozens of intersections," said Gene Russianoff, senior attorney for the New York Public Interest Research Group and its Straphangers Campaign. "The environmental impact statement offers ridiculous suggestions, such as asking transit officials to put more buses on gridlocked streets, where they will just add to traffic; no suggestions for giving buses priority are made. To paraphrase my daughters, the EIS is lame."

Terrorism review?

When commenters brought up questions of security, the ESDC previously responded:
Emergency scenarios such as a large-scale terrorist attack similar to the World Trade Center attack, a biological or chemical attack, or a bomb are not considered a reasonable worst-case scenario and are therefore outside of the scope of the EIS.

The suit charges that that’s a violation of state law. The summary: “With a glass-walled arena with 225 publicly scheduled events per year, surrounded by glass skyscrapers, over a major transportation hub, directly adjacent to Brooklyn’s busies traffic intersection, Atlantic Yards has a unique design, use, location and density requiring a security/terrorism study. ESDC purposefully and inexplicably ignored one of the paramount issues facing New York City since 2001–the threat of terrorism and the need to incorporate security measures into the design of major developments.”

The ESDC’s position, the plaintiffs contend, “runs contrary to statements by public officials, recent case law and common sense.” Norman Groner, an expert on security planning and a professor at the John Jay College of Criminal Justice of the City University of New York, says in an affidavit that the project would present an attractive target for terrorists, calling the omission of the review “inexcusable.”

Groner, who served as an expert advisor to the National Institute of Standards and Technology investigation of building evacuations during the 9/11 World Trade Center attacks, states that the environmental review “should have considered alternative configurations to limit the vulnerability of the arena as well as alternative locations in Brooklyn.” Moreover, the large amount of steel and glass in the arena and towers should have triggered a “blast analysis” that included “different scenarios for blast resistant window treatments.”

Groner says that the state should have analyzed the performance of roadways in emergency evacuation, and should have taken guidance from several governmentally-produced security-related documents, most issued after the 9/11 attacks.

Supplemental EIS?

The suit also charges that the ESDC failed to properly identify and consider relevant issues in the Draft EIS and, rather than mentioning them in the Final EIS, should have issued a Supplemental Environmental Impact Statement (SEIS) to allow for public comment. This includes ESDC’s “belated recognition that Coney Island could be an alternative location for the arena;” the ESDC did finally respond to contentions about Coney, but dismissed them.

Another relevant issue, the suit contends, is that the ESDC conducted a study of the impact of wind without including it in the FEIS. Indeed, that study was made available only upon request to the press and others. The wind created by new towers would not have a significant adverse impact, the state says; however, as noted in an affidavit from Brooklyn Bear’s Garden Coordinator Jon Crow, the study acknowledges that for approximately one day a week, it would be unsuitable for gardening.

Hard look?

The suit charges that the ESDC and MTA each failed to take what the law requires, a “hard look,” at the environmental impacts. Among the charges: the agencies understated the expected project build-out time by at least five years in order to artificially minimize the adverse impacts associated with the construction; falsely stating the amount of open space created by the Project and qualifying inaccessible areas as open space; relying on flawed analyses of traffic and mass transit; failing to adequately consider the public costs associated with the project; failing to consider the impact of increased traffic on emergency vehicles; understating the impact of shadows; understating the impact of wind and construction-related air pollution; accepting excessive noise levels without exploring alternatives.

The timing issue is important. The project is officially supposed to take ten years, but Olin has suggested 20 years, supporter Kathryn Wylde has said at least 15 years, and executive Chuck Ratner has also said 15 years—and then backed off. A delay in the project would also delay some of the promised benefits, including public open space, all of which would be in Phase 2, scheduled between 2010-16, as well as affordable housing, most of which would be in Phase 2.

Thursday, April 05, 2007

Times plays catchup on AY, bobbles several balls (and forgets disclosure)

In a roundup article today headlined Clearing of Atlantic Yards’ Site Proceeds as Legal Thicket Grows Denser, the New York Times catches up on some of the Atlantic Yards news it has missed, but the article also offers some mischaracterizations and fails to ask some hard questions.

The nut graph: But even as preliminary work proceeds on one of the biggest construction projects in the city’s history, new questions are being raised by Atlantic Yards’ opponents, new facts brought to the surface and new suits filed in courts across the city. All are aimed at forcing the developer, Forest City Ratner, to substantially scale back its plans, which currently call for erecting 8 million square feet of high-rise housing, office space and a basketball arena on a 22-acre swath near Downtown Brooklyn.
(Emphasis added)

Well, neither the pending eminent domain lawsuit nor the challenge to the environmental review scheduled to be filed today by a coalition organized by Develop Don't Destroy Brooklyn aim to scale back the project; they aim to kill it or alter it drastically.

Disclosure missing

Oddly, the article does not include the standard disclosure that the parent Times Company is in a business partnership with Forest City Ratner to develop the new Times Tower in Manhattan. I do not interpret the absence as anything nefarious; however, it's an example of carelessness.

One reason for the disclosure is to remind readers to look at Times coverage of Forest City Ratner carefully; another is to remind Times writers and editors to cover the developer exactingly. So treat the absence as a symptom.

The added $105 million

The Times reports:
In the budget it unveiled in January, for example, the Bloomberg administration quietly doubled its direct subsidy to the project area, to $205 million from $100 million. The difference is bigger than the entire annual budget of the city Buildings Department.
“Are these subsidies that help put the developer over the top so that he can build the project?” asked Daniel Goldstein, a spokesman for Develop Don’t Destroy Brooklyn. which opposes the scale of the plan, “Or are they to help him make a superprofit, as we suspect?


But why wasn't the city queried? The unanswered question is why the city felt it could flout the Memorandum of Understanding which promised $100 million.

And, um, Develop Don't Destroy Brooklyn opposes the plan in its entirety--that's what the eminent domain lawsuit is about. (It's BrooklynSpeaks that opposes the scale of the plan, and more.)

The timeline

Did the ESDC not get a business plan, as Assemblyman Jim Brennan has pointed out? Yes, and no. ESDC says it got sufficient information and, anyway, the project was approved by the previous administration.

The Times quotes Brennan:
Mr. Brennan said it was not too late, though, to lessen the project’s impact on nearby neighborhoods.
“Even though the project has been approved,” he said, “we face a 10-to-15-year window for implementation, and the information is relevant for many years to come in any discussion about amendments or modifications to the plan.”


Note that Brennan suggested that the project could take 15 years rather than 10 years as announced. Landscape architect Laurie Olin suggested 20 years; the time frame is important because some promised public benefits--including all the open space and most of the affordable housing--would come in the project's murky second phase.

FCR's defense

The Times quotes the developer:
A spokesman for Forest City, Loren Riegelhaupt, said that the company was “not able to make our business plan public” for “proprietary reasons.”

Unmentioned: the Metropolitan Transportation Authority, in its Request For Proposals for the Vanderbilt Yard, required that pro forma cash-flow statements, with documentation of fiscal assumptions for a 20-year period, be included as part of the bid. The MTA has not released the documents.

Lawsuit rowback

In an article that's trying to cover too much ground in limited space, the federal eminent domain suit gets described thusly:
Another suit, a constitutional challenge in federal court by tenants and property owners aimed at halting the condemnation of buildings on the project site under eminent domain, was deemed a matter for state court by a magistrate judge in February. But last Friday, the federal judge who has control of the case heard several hours of arguments on whether to keep the case in federal court.

That's a rather constricted summary that attempts to correct the inadequate Associated Press brief the Times published, which neglected to point out that, while the magistrate judge recommended that the case be dismissed, he wasn't killing the lawsuit but sending it to state court. (The phenomenon of a correction without acknowledgement of error is known as "rowback.")

What to make of that second sentence? The upshot is that the federal judge is taking the appeal of the magistrate judge's recommendation quite seriously, because he could have just relied on the briefs. Unmentioned is the magistrate judge's acknowledgement that the complaint "raises serious and difficult questions regarding the exercise of eminent domain under emerging Supreme Court jurisprudence."

AYReport approves of ESDC action?

The article closes on an odd note that mentions me:
Not every interaction between Forest City and the government has been condemned by the Atlantic Yards’ critics. Yesterday, Norman Oder, who runs a blog devoted to Atlantic Yards issues, noted approvingly that the state development corporation had closed its local office on the ghostly third floor of Forest City’s Atlantic Center mall, for which the agency had been paying Forest City $30,000 a year.

The community offices “weren’t getting too much foot traffic,” Mr. Cockfield said. “They weren’t worth the taxpayer investment to keep them open.”


Well, the rent was $30,000 a year but the operating cost was nearly twice that--a question that deserves further exploration.

Also, I'm not sure my article can be summarized as "noted approvingly," since the point was that ESDC should never have been in the mall in the first place, given the pledge to put such offices in first-floor, heavily trafficked retail corridors.

My article suggested elements of improper behavior--by Gov. George Pataki and ESDC Chairman Charles Gargano in directing Port Authority funds to the ESDC, and by the ESDC in choosing space in Ratner's mall. While leaving the mall demonstrates more-responsible behavior, that's not the point.

Wednesday, April 04, 2007

The ESDC leaves the Atlantic Center mall, after Gargano’s slush fund expires

Cleaning up in the wreckage of a political deal involving former Gov. George Pataki and former Empire State Development Corporation (ESDC) Chairman Charles Gargano, the ESDC has closed its underutilized Brooklyn office on the lightly-trafficked third floor of the Atlantic Center mall operated by Forest City Ratner.

Also, a look at the history of the Community Network Office (CNO) program offers evidence—in plain sight but not previously emphasized—that the choice of the mall for the ESDC Brooklyn office was meant as a favor to developer Forest City Ratner. The developer has had trouble filling space at the mall, which even the New York Times described in 2004 as having “dead corridors,” especially on the third floor.

The ESDC has now closed all six of its Community Network Offices around the city, as the $4 million used to fund them since 2002—money Pataki directed from the Port Authority of New York/New Jersey to the ESDC—has expired, and the offices did very little to fulfill their stated purpose.

A 3/25/07 Bergen Record article broke the news that the Port Authority had spent nearly $100 million since 2003 on projects ranging from cultural support to real estate development, straying far from its transportation mission. The money came from a fund controlled by Pataki and administered by Gargano, who had been Pataki’s chief fundraiser and was appointed vice chairman of the Port Authority as well as head of the ESDC.

Was it favoritism?

Was the mall site chosen out of favoritism, as some critics of the relationship between Forest City Ratner and the ESDC—which has since approved the developer’s Atlantic Yards plan across Atlantic Avenue from the mall—have charged?

That motivation can’t be proven, but it’s clear that the third-floor space should never have been under consideration by the ESDC, since it did not meet the guidelines announced in a 6/14/02 press release about the CNOs.

In the press release, state officials pledged, “Each office will operate from a street-level, retail storefront in a high traffic area of the neighborhood commercial district.” The third-floor site in the Atlantic Center mall—chosen more than a year later--is neither a street-level storefront nor situated in a high traffic area of the mall.

Why was the site selected? ESDC spokesman A.J. Carter, who joined the agency with the administration of new Gov. Eliot Spitzer, said, “That was a decision made by the previous administration.”

Empty CNOs

While the CNO program was announced in June 2002, offices were opened over the next year. Two closed last year, while the other four closed last month. The initial press release promised “more efficient access to business assistance resources available from New York State government,” but virtually nobody walked in the door.

“A decision was made to close the offices, because they basically weren’t being used for what their purposes were,” ESDC’s Carter said. “The theory was to provide storefronts for walk-ins to come in and get information about our services.” However, Brooklyn was the busiest office, and last year had just 305 walk-in visitors—barely more than one a day.

When the Brooklyn office opened in 2003, an ESDC press release stated, “The Brooklyn CNO is already involved in several major projects, including the redevelopment of the Lowes [sic] King Theatre and the celebration currently being held by the West Indian American Day Carnival Association.”

However, the Loews King Theatre is now a project of the New York City Economic Development Corporation. No public statements or news articles mention the ESDC's role beyond a 3/24/99 Newsday article that appeared four years before the CNO was established. In the article, headlined “A Magic Plan for Flatbush,” the ESDC was said to be ready to provide a $3 million low-interest loan for the redevelopment in 1999, at that point involving Magic Johnson Theaters, a company led by former basketball star Earvin “Magic” Johnson.

“Bad political deal”

Not long after he left office, former ESDC Chairman Gargano has begun to get some serious press attention—the Village Voice has reported on his apparent role in nudging an agency client to hire his nephew and, more recently, on Gargano’s lavish but poorly documented expense account meals.

Faced with the Record’s scoop, Gargano justified the $100 million in Port Authority spending as supporting the economy and tourism. However, Louis J. Gambaccini, a former assistant executive director of the Port Authority, told the newspaper that “a lot of the projects that have been funded should not have been funded” and authority spokesman Stephen Sigmund called the process “a product of a bad political deal.”

The Record editorialized about the failure of Port Authority to disclose the spending and the apparent violation of the agency's mandate. The Albany Times-Union blog called it "Gargano’s Slush Fund." The news, however, has gotten little traction in New York City; the only publication to pick it up was the Staten Island Advance, which offered an editorial, headlined They spent $$ on what?

The Record’s scoop deserves more attention.

The Brooklyn political deal

The political deal likely extends to the staffing of the Brooklyn office. The initial CNO director hired in 2003 was former New York City Council Member Una Clarke, who is also the mother of new 11th District Congressional representative Yvette Clarke.

Una Clarke was term-limited out of Council and, though a Democrat, she in 2002 “spearheaded Pataki’s re-election campaign among New Yorkers of Caribbean descent,” as the Albany Times-Union blog recently reminded us.

Una Clarke resigned from her ESDC job last summer to work on her daughter’s election campaign. (In 2000, Una Clarke unsuccessfully challenged long-serving Congressman Major Owens; she was succeeded by her daughter. In 2004, Yvette Clarke unsuccessfully ran against Owens. Last year, the latter’s son Chris Owens unsuccessfuly ran for the open seat. The Owenses oppose Atlantic Yards; the Clarkes support the project.)

$60K in operating expenses

The ESDC’s Carter said that, at full staffing last year, the CNO program employed 12 people, two each in the five extant offices and two at ESDC headquarters. When the decision was made to close the program, only seven people found their positions eliminated.

In Brooklyn, the 1500-square-foot office occupied a little-used hallway in the east side of the third floor. Next to it, some retail space had languished empty for years. Forest City Ratner turned that space into the Atlantic Yards Information Center, a mostly-closed room used to house models and drawings regarding the Atlantic Yards project and to host invitation-only meetings. (Click on photo to see schematic for third floor.)

Carter said the ESDC paid the developer $30,000 a year in rent, or $2500 a month. However, the total operating cost, outside of salaries, was about $60,000 a year. While utilities and taxes contributed to that total, Carter said that ESDC staffers were still looking into the components of the overall bill. Did the ESDC have to pay a penalty to end the lease? He said he didn’t think so.

Empty space

A visit to the mall’s third floor last Sunday showed an empty office, with a notice taped to a window indicating that a meeting for Workshop in Business Opportunities (WIBO) had been moved to St. Francis College in Brooklyn Heights. (The WIBO web site still lists the ESDC space.)

The various functions of the community offices, Carter said, "could be met elsewhere.”

Other parts of the mall remain vacant: four stores and a kiosk, according to the Forest City Ratner web site, though it may not be up to date.

A much larger retail space has been occupied by the Department of Motor Vehicles, which, as the Manhattan Institute’s Julia Vitullo-Martin wrote in 2004, “took space vacated by the Sports Authority chain [and] is paying $1.6 million a year for its 44,000 square feet, or about $39 per square foot.”

Critics like State Senator Velmanette Montgomery have pointed out that the presence of government agencies in a mall where tenants should be open on evenings and weekends suggests a taxpayer bailout. As the New York Post reported in 2003, the developer had already received significant help: The city chipped in $18.55 million and gave the developer, Forest City Ratner Companies, a 23-year property-tax abatement. City taxpayers also covered the tab for $4 million in street improvements outside the mall.

Even though the mall has been redesigned, there's not much to do about the blank walls that occupy at least half its perimeter.
Urban planner Ron Shiffman (now on the Develop Don't Destroy Brooklyn advisory board) has described the mall as the "only pre-existing blighting influence" in the area around the Atlantic Yards project. Architectural historian and critic Francis Morrone (also now on the DDDB board), writing in the New York Sun (ABROAD IN NEW YORK, 2/23/04), called it "the ugliest building in Brooklyn."

Now there's another space left to let.

Tuesday, April 03, 2007

Arena, 2009? Forest City's timeline contradictions continue

Forest City Enterprises (FCE) CEO Chuck Ratner (right), who in early March indicated that the Atlantic Yards project could take 15 years and that the arena would open for the 2010–11 season, is certainly back on message.

During a conference call last Thursday, Ratner and colleagues assured investment analysts that the project would meet the announced schedule, with the arena opening in time for the 2009–10 season.

The certainty professed, however, was at odds with Ratner’s words earlier in March and the doubts Forest City executives expressed during other segments of the conference call regarding other company projects.

Indeed, Ratner seemed to talking out of two sides of his mouth, telling the analysts, “As you know, in our business, these things take a very long time, most often, frankly, longer than we anticipate.”

Also, while Atlantic Yards was described at one point as being under construction, later it was placed in a category of projects that are decidedly not yet under construction.

The conference call (link from here) featured several company officials, including Bob O’Brien, FCE’s Executive Vice President, Strategy and Investment Management, and Joanne Minieri, Executive Vice President and Chief Operating Officer of FCE’s New York-based subsidiary Forest City Ratner.

AY description

At about the 1:16 mark, Minieri (right) offered this boilerplate description of the Brooklyn project:
Atlantic Yards is a mixed-use development project in Downtown Brooklyn designed by Frank Gehry and includes approximately 6400 housing units, retail and office space, as well as an 850,000-square-foot sports and entertainment arena. Four thousand, five hundred of the housing units will be rentals; half will be affordable to low- and middle-income families.

In 2006, the Empire State Development Corporation, ESDC, completed an environmental review process and the Atlantic Yards project was unanimously granted its final public approval from the State of New York’s Public Authorities Control Board. In addition, last year, the Metropolitan Transit [sic] Authority also approved the sale of the Vanderbilt Yards to Forest City.

Currently, there are two lawsuits, one in federal and one in state court, challenging the state’s use of eminent domain. ESDC is vigorously defending these actions with our assistance. We anticipate additional lawsuits challenging the project under environmental review laws.

Less land under control

Though no executives pointed it out, the developer now owns or controls a smaller amount of land than it had claimed weeks earlier. Minieri continued:
Despite the litigation, political and community support remains strong and we are proceeding. Forest City now owns or controls approximately 85 percent of the land necessary for the development. Recently, we commenced demolition on certain buildings owned by Forest City, as well as construction of the temporary railyards located on the Long Island Rail Road’s property. The construction of the temporary yards is completed pursuant to our acquisition of the MTA land, for which we have agreed to in substantive terms.
(Emphases added)

In early March, the developer had claimed to own or control 90 percent of the land. However, a state court judge found that the developer did not control properties it had rented from the tenant of property owner Henry Weinstein, because Weinstein had not approved the assignment of the lease. (The tenant, Shaya Boymelgreen, will appeal the decision.)

Minieri continued:
The first contracts for the construction of the temporary yards, as well as the demolition, have been awarded to minority-owned firms in keeping with our Community Benefits Agreement. The Community Benefits Agreement is a voluntary and legally-binding agreement signed by eight local community groups, which provides for, among other things, jobs and job-training programs.

Construction has begun?

Minieri continued:
In addition to the commencement of construction at the beginning of this year, we announced the sale of the arena’s naming rights to Barclays, a UK-based global financial service provider, for a 20-year term. The 18,000-seat Barclays Center will be the new home of the Nets and is anticipated to open in time for the 2009-10 basketball season. Portions of the building on the arena block will be constructed with the arena, and the remainder of the development will follow the schedule outlined in the public approval process.

FCR has been using a rather broad definition of construction, since the project cannot be built until legal challenges are resolved. A 3/7/07 press release used the term “construction”:
Forest City Ratner Companies (FCRC) today announced that phase one of Atlantic Yards construction will proceed next week with the demolition of 12 buildings owned by FCRC.

However, a 2/20/07 press release was more vague, quoting CEO Bruce Ratner:
“While this is preliminary work in anticipation of the actual construction, it brings us a step closer to making Atlantic Yards a reality for all of Brooklyn…”

Indeed, later in the conference call, O’Brien suggested that the project was not actually under construction.

Timing issues

During the Q&A segment of the conference call, at about 1:28:30, the executives were asked when groundbreaking would begin on three projects—Frank Gehry’s Beekman Street tower in Manhattan, the Ridge Hill project in Yonkers, and the Gulfstream project in Florida—that have been delayed.

Chuck Ratner offered the same kind of admission he made earlier in the month:
We’re very deliberate, as I’m sure you notice, in not putting the shadow pipeline in our disclosure by project together with cost... As you know, in our business, these things take a very long time, most often, frankly, longer than we anticipate. I note that the San Francisco project that opened this year, with such overwhelming success, I think Jim [Ratner] got the first call from Federated 13 years ago. We would have never thought it would take 13 years to do San Francisco. Obviously, in both Beekman and Yonkers, we are behind where we had originally hoped to be. But they’re getting very close and I would think in both cases we hope to be under construction within the next 12 months.

Equity not there yet

The Atlantic Yards project is apparently not yet fully funded, as equity investors have not all been lined up. At about 1:47, the executives were asked “how far out into your under construction and under development pipelines the equity’s funded?”

O’Brien (right) responded with an indication that Atlantic Yards is not actually under construction, since it’s beyond even the “shadow pipeline”:
For everything that’s under construction, essentially, our equity is in… What our cash flow, our sales, our refinancing is trying to provide is liquidity to pursue the development pipeline that Chuck talked about, the shadow pipeline, as well as those things beyond that shadow pipeline, the Atlantic Yards, The Waterfront, The Yards in Washington, DC.

(Last October, the developer renamed a project originally called Southeast Federal Center as The Yards.)

O'Brien continued:
Obviously, we’re planning multi-years forward. As that pipeline grows, again 1.7 [billion dollars] under construction, most of the equity’s in for that piece, 2.5 [billion dollars] identified development projects, we have some of the equity in there, but certainly not all of it. Particularly in those larger, kind of multiple, vertical opportunity projects like Atlantic Yards, like the Waterfront, etc., we have to plan for not only equity to pursue kind of the master planning and also the overall entitlement piece of that business but also ultimately the vertical pieces that go up. We feel like we’re in good liquidity position, as I think we’ve indicated… the highest level of liquidity we’ve had in our history.

Entitlement concluded?

O'Brien continued:
That being said, as a development company, we often have an insatiable amount of capital needs here, and so we’re always trying to find that balance there. We feel very good--looking certainly well beyond ‘07 into ‘08 and ‘09, part of what Chuck [Ratner] talked about is, we’re not exact about the timing of these projects, when they’ll come on, how long it will take to get through the entitlement process, so we try to work with a significant cushion.

While Atlantic Yards has gone through approval by the Public Authorities Control Board, which meets one definition of entitlement, earlier in the month Chuck Ratner noted that “we’re still negotiating with the public authorities” regarding subsidies for affordable housing. That indicates that the entitlement process has not concluded.

Timetable clarification

At 1:53:25, an investment analyst indicated that there had been “a variety of press” about timetables and “potential profit numbers,” so he wanted the executives to offer any potential clarification. Chuck Ratner pointed to Minieri’s earlier statement, and let her restate her point.

Minieri said:
We do expect and anticipate to open in time for the ‘09-10 basketball season in Downtown Brooklyn. With respect to some of the information that has been published, the filings were based on assumptions that were utilized in connection with the EIS and have been included in the study and remain unchanged.

Ratner intervened:
I want to take Joanne off the hook at a bit. What Chris is referring to… at a recent investor conference, both Bob and myself made reference to the timing of the opening at Atlantic Yards. We were referring to the opening of the entire project, not the stadium. And the next day, I was apparently blogged. And the next day, in some of the New York publications, there was an indication that we had given some conflicting dates. We all stand behind the comments that Joanne made earlier in the call. We do expect the stadium to be open for the ‘9-10 season. It’s a large development, there’s more to develop on the arena block. Some of the buildings will open contemporaneously with the stadium, some will open later. I was referring to what was going happen on the whole project. Clearly the timetables that we have disclosed with the public [authorities] in New York are the ones that we’re standing by.

Remember, during the earlier conference call, O'Brien said:
We would expect and our goal is to have vertical construction up and operating within 30 to 36 mon