The Path of Restoration

Abandoned places in New York City are becoming increasingly rare. On a recent excursion with my son, I intended to go explore an abandoned place I hadn't visited for a few years. When we got there, I discovered that it had been reactivated.

The staircase down from the street had previously been walled off, but now the wall and the fence on top of it had been altered to reopen the stairs onto the sidewalk. The path that wraps around under the railroad tracks to the train station has been cleared and repaved. The vines that had covered the carved stone on the wall have been cleared off. A new fence closes off the train tracks, replacing the ruins of the old iron fence that had been broken and partially consumed by decades of tree growth. Construction debris that had previously been dumped in this area was gone and the place looks remarkably clean. We saw a couple people stroll or jog through enjoying the path and stairs while we were there.

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Bad Markings

This shared-use path becomes precariously narrow on the bridge over the Bronx River. It is barely wide enough to comfortably ride; forget trying to pass anybody else. The thing is, there is some residual roadway space that could be repurposed to fix this problem.

The path drops from a full 14-feet-wide shared-use path
right at the bridge

Policing Graffiti

When the police remove graffiti, it is not about beautifying the neighborhood. It is not even really about crime, either. It is about control.

It is remarkable how often the NYPD publicizes its graffiti cleanups, and troubling how disappointingly ugly the results often turn out. My first reaction is to feel like that is a petty complaint. They are volunteering their time, after all, to do something for the community, right? The thing is, what they are doing is trying to maintain their control over the neighborhood.

Graffiti is a crime and removing the traces of crime makes the neighborhood feel more safe, so the story goes. Often they will throw in the fear of gangs, too. Yet when they remove the graffiti, they often do not actually remove the traces of "crime."

Consider these photos recently tweeted by the NYPD:

Crudely covering over the tags leaves the walls with a mangy appearance. It is still "unsightly," and anybody who glances at it can plainly see that somebody's tags have been covered over. There is a two-part dynamic in these unsightly displays: it symbolically demonstrates the power of the police to remove competing claims to public space, and it preserves a sense of disorder that justifies the need for strong policing. Ugliness is a tool to produce fear, and the police use it to foster a sense of dependence on them for protection.

If there is any doubt that the effect is to exercise control, rather than to create an environment that communicates respect for the law, consider this tweet:

Cleaning up the neighborhood bit by bit. #graffitiremoval pic.twitter.com/s9vEpCwoot

— NYPD 5th Precinct (@NYPD5Pct) August 15, 2020

In both sets of photos, there were illegally parked NYPD vehicles blocking the fire hydrant and the crosswalk. What these images show is that they have little concern about the actual safety or appearance of the law. Instead, they just show that they removed a challenge to their power.

The NYPD has even gone as far as removing a legal mural when they did not like the way they were being portrayed. They called that censorship "broken windows policing," too.

So it really is not surprising that the "Blue Lives Matter" teenager who traveled across state lines to confront protesters, and murdered two of them, was out removing anti-police graffiti before he went on his killing spree.

Going Back to Work

Sure, there was the ridiculous "New York Is Dead Forever" article that came out this week everybody is hating on twitter, but Richard Florida is supposed to be an urban planning expert that people take seriously. So it was odd to see him announcing the demise of Midtown Manhattan:

1. Rebuilding the Central Business District (CBD):
My view is that the central business district like you see in Manhattan—the financial district, the Mid-Town Headquarters District—is a relic of the past. It’s kind of the last echo of the industrial age.

— Richard Florida (@Richard_Florida) August 16, 2020

It's hard to see what Florida could think was "industrial age" about Midtown Manhattan. Midtown was the epitome of the age of FIRE (Finance, Insurance, and Real Estate). Its development was New York's coming of age as a post-industrial city. 

2. There is no reason that hundreds of thousands and millions of people need to get in cars and trains and busses and subways and commute a half hour, 45 minutes, an hour, 90 minutes each way to go to work

— Richard Florida (@Richard_Florida) August 16, 2020

There has long been a reason that so many people have continued to commute into Manhattan to work: it is a center of specialized work that draws on the entire metropolis to assemble teams with the necessary skill sets. Additional workers are drawn in by relatively higher wages to provide support services. As long as teamwork for specialized work relies on collaborative work spaces, and the workers have living preferences and family circumstances that disperse them across the metropolis, central locations with strong transportation access will continue to draw commuters.

Claim to the Sidewalk

Last night, the @placardabuse Twitter account posted an observation that a burning police van was parked on the sidewalk. It got me thinking. Streets are famously the contested spaces of protest and revolution, so it may be worth looking more closely at how those struggles are being fought within our public right-of-way. In the conflict over who controls our public space, there is a hierarchy within the streetscape driven by tactical considerations as well as the issue of who occupies the image of the street.

The first thing the NYPD seems to do when trying to "control" a protest is to keep the protesters out of the roadbeds. This has strategic aspects, as well as the potential for abuse.

Often this appeals to a traffic management justification. The transportation rationale implicitly prioritizes the movement of people cutting through the area in cars over anybody using the sidewalk, who becomes trapped on the overcrowded sidewalks. It sets the privileged minority who own cars in New York City above the majority who live car-free. It does also keep the roadways open for emergency vehicles to get through quickly.

Rapid responses may be critical to provide medical assistance for anybody who may be injured by a confrontation or stampeding from the crowd.  It also allows the police to mobilize their own resources, enabling them to respond with overwhelming force, both in terms of bodies and weaponry.

NYPD are keeping people on the sidewalk #GeorgeFloydProtest pic.twitter.com/uDSuCYhe9M

— Andrew Solender (@AndrewSolender) May 29, 2020

Former Mayor Giuliani once expressed this rather concisely:

I have a zero tolerance for riots. I, you know, took over a city that had two riots in four years and I had none. And they knew they couldn’t riot on me. And when I saw the people on the street in New York City, I said to myself, you’re breaking Giuliani’s rules. You don’t take my streets. You can have my sidewalks, but you don’t take my streets, because ambulances have to get through there, fire trucks have to get through there. People die when you crowd the streets of New York City with protesters. You can do plenty of protesting on the sidewalk.

As the statement by Giuliani shows, there is a hierarchy here between the "streets" and the "sidewalks." There is also a power of ownership ("my streets") at work here, and the protesters are merely allowed use of the lower status portion of the public space by those in power.

The Forbidden Forest

I assume all kids who grow up in neighborhoods on the edge of wooded areas live in a land with made-up names for places defined by childhood imagination and fears. We certainly did. There was the Pretty Forest, the Forbidden Forest, and the Beaver Pond.  Ironically, the engineered drainage stream that formed the spine of our childhood wanderings, and continued into town as a major landscape feature, had a real name.  That name was unknown to us and unneeded.  It was "The Creek," with a sense of primacy that needed no description to distinguish it from others.

The names were passed along among the kids.  We learned them from older siblings and friends, and younger kids picked up the usage from us.  I don't know the origin of the name "Pretty Forest," which was the closest and most widely used of the wooded areas.  I guess it did look kind of pretty when you looked up at the sky through the trees, or when the leaves kind of, sort of changed color a bit in the fall.  The name "Forbidden Forest," on the other hand, seems to have arisen from parental prohibitions against going too far, and was almost certainly reinforced by the fear kids had about following the creek out of the woods into the open to get to the next thick stand of trees.

Not-So-Safe Streets

During the current global pandemic, there has been a precipitous drop in driving. Traffic has all but evaporated on New York City's streets. Meanwhile, sidewalks and parks are not providing enough space for people to walk for essential trips, including some basic exercise. Repurposing the residual street space for walking is an obvious solution, and one that is increasingly pursued in cities around the world. New York has been slow to follow, with the Mayor resisting the very idea until continuing to refuse to open streets became politically untenable. Under order of the Governor to do something, he initially opened a few random streets and posted lots of police officers on every block. Shortly thereafter, he pulled it, claiming the police costs were too high.

Public and political pressure continued to mount, expecially as examples continued to come in from other cities. Photo after photo of from other cities closing streets with simple barriers without a heavy police presence made it untenable to continue insisting that New York City was so unique that we could not open our streets too. Finally, another small number of short street segments were announced for an initial opening this past weekend.

The charitable way to greet this is that ... it's only a start. They risk making destinations of these streets with slow ramp-ups, though. You can have my street! pic.twitter.com/HQ03v3p4sJ

— Nicole Alone of Silent West Midtown 🌸🐿💐🌺🌹☔️🐥 (@nicolegelinas) May 1, 2020

The first day at the Oval only had a small hiccup. The barriers were placed at Reservoir Oval itself, stopping traffic after it had turned onto the inlet streets, with no good way to turn back around. When the street openings were announced with their mileages, I wondered why DOT had not taken credit for the additional mileage from those side streets. The day before the street opened, my 8-year-old son was even thinking out loud on his own about where the barriers would need to be placed for these streets. Just a couple hours after the Safe Street opening, the NYPD recognized and corrected the situation by bringing out additional barriers to intercept the drivers before turning onto those streets. Still, it was an inexplicable mistake for professionals to make.

The Oval seems to be working well as an open street today. pic.twitter.com/PjPjd1vc54

— Urban Residue (@urbanresidue) May 2, 2020

Minimum Width

During this time of social distancing due to COVID-19, many essential workers are traveling by bike, and others use them for their limited excursions outside for exercise. A bike ride on the nearly empty streets easily enables social distancing, and generally feels safe as long as you avoid the wider streets that seem to attract reckless speeding. Where the social distancing gets difficult is on the bridges.

Can't wait for @nycdot upgrades to the Harlem River Bridges. The Washington Bridge is inhumanely narrow! pic.twitter.com/DCXo7WPUiJ

— Urban Residue (@urbanresidue) March 1, 2016

Most of the bridge walkways are far too narrow, as though they've been treated as the space left over on the structures, which people who have been left out are permitted to use. These walkways have long been poor connections for cyclists, since it is technically illegal to actually ride over them. The regulations ostensibly address the concerns about cyclists sharing inadequate space with pedestrians, where a wobbly rider might accidentally jam their handlebar into somebody's ribs.  The narrow width takes on a new dimension when social distancing becomes a safety imperative. Any essential workers who rely on the bridges to get to their jobs are forced into unavoidable contact with others.

But what if they met the minimum recommended width for a shared-use path?  As it turns out, a width of 10 feet, plus a two-foot shoulder on each side, provides just enough space for people to maintain six feet of social-distancing, as long as they both stay to the sides.  Obviously, this would be a bare minimum for social-distancing purposes.  It does not account for people walking side-by-side, which may happen if people in the same household go out for some exercise.  At any real level of activity, it seriously curtails opportunities for cyclists to overtake pedestrians.  Additionally, it doesn't account for the larger distancing that is advisable for people working out.

In practice, the minimum recommended width is often treated more like an aspirational goal, and the shoulder space is often sacrificed on bridges.  If the precautions of social distancing become a more regular concern that will be taken into account in design, it would reinforce and perhaps expand an actual minimum width for shared-use paths.