Despite not being the first example of infrastructural adaptive reuse, the High Line in New York has certainly kickstarted an urban trend. Cities all around the world now want their own “version of the High Line.”

Philly is working on a new “rail park.” I toured the space last summer and it’s very similar to the High Line in terms of existing infrastructure. Rome and Toronto are both working on “under” spaces, which are beneath an old viaduct and elevated expressway, respectively. And the list goes on.

But I think it’s worth remembering just how contentious the High Line was before it was built. For some people it was just an eyesore and a public safety hazard. Here’s a excerpt from a New York Times article dated 2002:

“This is a terrific win for us,” said Michael Lefkowitz, a lawyer for Edison Properties, one of 19 businesses that own land beneath the High Line.

Janel Patterson, a spokeswoman for the city’s Economic Development Corporation, said an agreement to share the $11 million cost of dismantling the High Line was being circulated among the property owners and the rail bed’s owner, CSX, of Richmond, Va. “It’s about eliminating a public safety hazard,” Ms. Patterson said, “but it’s also about enabling the city to move forward and better develop the area.”

It’s also worth mentioning that former Mayor Giuliani supposedly favored demolition of the High Line. Former Mayor Bloomberg, however, did not:

…Mr. Bloomberg said: "Today, on the West Side of Manhattan, we have an opportunity to create a great new public promenade on top of an out-of-use elevated rail viaduct called the High Line. This would provide much-needed green space for residents and visitors, and it would attract new businesses and residents, strengthening our economy. We know it can work … . I look forward to working with Friends of the High Line and other interested parties to develop a feasible reuse scenario.”

The challenge with these sorts of things – that is, new ideas – is that we live in a world of proof and precedents. We want to see that it has been successfully done before, because, otherwise, we might be wrong. So now that New York has shown what is possible, it has cleared the way for other cities.

Rethinking old infrastructure is a sound urban strategy. But we also shouldn’t forget that it’s less valuable to be right about something that every other city already believes to be true. The real value is created when you’re right about something that most other cities don’t yet believe.

Urban Land Magazine recently published an interesting article on the Hudson Yards project in New York, which is the largest private real estate development project ever undertaken in the United States. Click here for the article. Thanks to my friend Evan Schlecker for passing it along. It’s a good read.

The project is being co-developed by Related out of New York and Oxford Properties out of Toronto, and when it’s all said and done, it’ll be over 17 million square feet of commercial and residential space. It’s a $20 billion development project. 

But beyond just being massive and epic, there are a bunch of other things that make this project unique. You can read about them all in Urban Land, but I’d like to share a few snippets with you all here:

The first is about the project’s placement on top of a rail yard:

In order to make use of a site already occupied by a working rail yard—including more than 30 tracks for the Long Island Rail Road and three train tunnels, with a fourth under construction—most of the development will be built atop two steel-and-concrete platforms. That base, and the buildings on it, will be supported by hundreds of concrete-filled caissons, which will be drilled between the rail lines into the bedrock.

Because the location of the tracks and tunnels limits the placement of caissons, only 38 percent of the site can be used to support buildings.

The second is about the project’s use of technology:

Beyond that, a vast number of sensors embedded in the site’s infrastructure will collect mountains of data on everything from temperature and air quality to pedestrian and vehicle traffic. That information, which will be scrutinized in real time by managers in an effort to fine-tune Hudson Yards’ operation, will also be shared with New York University (NYU) researchers, who will turn Hudson Yards into a laboratory for studying urban life and finding ways to improve its quality.

And the last one is about how it interfaces with the High Line (click here if you don’t know what that is):

Pedersen [of Kohn Pedersen Fox Associates] found an intriguing way to address the building’s surroundings. He allowed the High Line—a public park built on a historic freight rail line elevated above the West Side—to penetrate underneath the tower through a 60-foot-long (18.3 m) public passageway, so that the building will interact with the park and its visitors. Inside the building, a dramatic atrium “becomes the terminus of the High Line as it moves from south to north,” he says.

So there are a lot of interesting and exciting things going on with this project. What’s amazing though is how “vertical” this community will be. You have rail lines below grade. Platforms on top. Retail at grade and across multiple levels. And an elevated linear park cutting through the buildings. Not every city can make this work. New York can.

Images: Hudson Yards New York

Despite not being the first example of infrastructural adaptive reuse, the High Line in New York has certainly kickstarted an urban trend. Cities all around the world now want their own “version of the High Line.”

Philly is working on a new “rail park.” I toured the space last summer and it’s very similar to the High Line in terms of existing infrastructure. Rome and Toronto are both working on “under” spaces, which are beneath an old viaduct and elevated expressway, respectively. And the list goes on.

But I think it’s worth remembering just how contentious the High Line was before it was built. For some people it was just an eyesore and a public safety hazard. Here’s a excerpt from a New York Times article dated 2002:

“This is a terrific win for us,” said Michael Lefkowitz, a lawyer for Edison Properties, one of 19 businesses that own land beneath the High Line.

Janel Patterson, a spokeswoman for the city’s Economic Development Corporation, said an agreement to share the $11 million cost of dismantling the High Line was being circulated among the property owners and the rail bed’s owner, CSX, of Richmond, Va. “It’s about eliminating a public safety hazard,” Ms. Patterson said, “but it’s also about enabling the city to move forward and better develop the area.”

It’s also worth mentioning that former Mayor Giuliani supposedly favored demolition of the High Line. Former Mayor Bloomberg, however, did not:

…Mr. Bloomberg said: "Today, on the West Side of Manhattan, we have an opportunity to create a great new public promenade on top of an out-of-use elevated rail viaduct called the High Line. This would provide much-needed green space for residents and visitors, and it would attract new businesses and residents, strengthening our economy. We know it can work … . I look forward to working with Friends of the High Line and other interested parties to develop a feasible reuse scenario.”

The challenge with these sorts of things – that is, new ideas – is that we live in a world of proof and precedents. We want to see that it has been successfully done before, because, otherwise, we might be wrong. So now that New York has shown what is possible, it has cleared the way for other cities.

Rethinking old infrastructure is a sound urban strategy. But we also shouldn’t forget that it’s less valuable to be right about something that every other city already believes to be true. The real value is created when you’re right about something that most other cities don’t yet believe.

Urban Land Magazine recently published an interesting article on the Hudson Yards project in New York, which is the largest private real estate development project ever undertaken in the United States. Click here for the article. Thanks to my friend Evan Schlecker for passing it along. It’s a good read.

The project is being co-developed by Related out of New York and Oxford Properties out of Toronto, and when it’s all said and done, it’ll be over 17 million square feet of commercial and residential space. It’s a $20 billion development project. 

But beyond just being massive and epic, there are a bunch of other things that make this project unique. You can read about them all in Urban Land, but I’d like to share a few snippets with you all here:

The first is about the project’s placement on top of a rail yard:

In order to make use of a site already occupied by a working rail yard—including more than 30 tracks for the Long Island Rail Road and three train tunnels, with a fourth under construction—most of the development will be built atop two steel-and-concrete platforms. That base, and the buildings on it, will be supported by hundreds of concrete-filled caissons, which will be drilled between the rail lines into the bedrock.

Because the location of the tracks and tunnels limits the placement of caissons, only 38 percent of the site can be used to support buildings.

The second is about the project’s use of technology:

Beyond that, a vast number of sensors embedded in the site’s infrastructure will collect mountains of data on everything from temperature and air quality to pedestrian and vehicle traffic. That information, which will be scrutinized in real time by managers in an effort to fine-tune Hudson Yards’ operation, will also be shared with New York University (NYU) researchers, who will turn Hudson Yards into a laboratory for studying urban life and finding ways to improve its quality.

And the last one is about how it interfaces with the High Line (click here if you don’t know what that is):

Pedersen [of Kohn Pedersen Fox Associates] found an intriguing way to address the building’s surroundings. He allowed the High Line—a public park built on a historic freight rail line elevated above the West Side—to penetrate underneath the tower through a 60-foot-long (18.3 m) public passageway, so that the building will interact with the park and its visitors. Inside the building, a dramatic atrium “becomes the terminus of the High Line as it moves from south to north,” he says.

So there are a lot of interesting and exciting things going on with this project. What’s amazing though is how “vertical” this community will be. You have rail lines below grade. Platforms on top. Retail at grade and across multiple levels. And an elevated linear park cutting through the buildings. Not every city can make this work. New York can.

Images: Hudson Yards New York