a research by joaquin mosquera

Infrastructural Voidsin congested cities [New York]

NOW, 50% POPULATION LIVE IN CITIESIN 50 YEARS, 2/3 OF HUMANITY WILL LIVE IN CITIES

-Low-quality living with the formation of slums and shanty towns

-Low development of general infras-tructures and their relation with living areas.

-Suburbanization

-Social unbalanced situation

-Problems in water resources

-Production and consume of energy

-Degradation of landscapes and ecosystems

-Ocupation of dangerous areas, i.e. lower lands or flood plains

-Loss of cultural property

-...

THE EFFECTS OF FAST-URBANIZATION

1950

Data Source: United Nations, http://esa.un.ort/unup/p2k0data.asp

0%

10%

20%

30%

40%

50%

60%

70%

80%

1955 1960 1965 1970 1975 1980 1985 1990 1995 2000 2005 20102015 2020 2025 2030 2035 2040 2045 2050

URBANNOW

PERCENTAGE OF WORLD POPULATION

RURAL

MEGALOPOLIS

”The Megalopolis recognized as such in 1961 by the

geographer Jean Gottman continues to proliferate

throughout the developed world to such an extent that,

with the exception of cities which were laid in place

before the turn of the century, we are no longer able to

maintain defined urban forms. The last quarter of a

century has seen the so-called field of urban design

degenerate into a theoretical subject whose discourse

bears little relation to the processal realities of modern

development.”

(Kennenth Frampton, 1983)

In 1995, North America and Europe are the most urbanised regions, although Europe has only recently passed the 50% urbanised mark. Urban growth is fastest in Latin America and Africa, although the numbers in Africa remain low. Tokyo has just overtaken New York as the world’s biggest city.

Source: bbc news

Global population over 5 million in 1955 (Post/War Period)

(in millions)

1. Tokyo, Japan 13.72. New York, USA 13.2 3. London 8.24. Shanghai 6.25. París 6.26. Buenos Aires, Argentina 5.77. Moscow 5.78. Chicago 5.59. Los Angeles 5.110. Osaka-Kobe 5.111. Calcutta 5.0

Map showing global population over 5 million in 1955 (Post/War Period)

City dwellers

Rural dwellers

1955

The world’s population is expected to be 4 bn people between 2015 and 2020. Most of the growth will happen in Asia and Africa, with Africa’s urban population growing fastest in percentage terms and Asia seeing the biggest volume in growth.

Source: bbc news

2015

1. Tokyo, Japan 35.42. Mumbai, India 21.83. Mexico 21.54. Sao Paulo 20.55. New York, USA 19.86. Delhi 18.67. Shanghai 17.28. Calcutta 16.9 9. Dhaka 16.810. Jakarta 16.810. Lagos 16.111. Karachi 15.112. Buenos Aires, Argentina 13.313. Los Angeles 1314. Beijing 12.815. Rio de Janeiro 12,716. Osaka-Kobe 11.317. Moscow 1118. Seoul 9.519. Chicago 9.420. Paris 9.8

Global population over 5 million in 2015

(in millions)

Map showing global population over 5 million in 2015

City dwellers

Rural dwellers

1

819 20 15

1618

17

9

11

23 135

7a

f

g

i

kl

m

d

b

ceh

j

106

12

4

14

Densest cities p/sqkm

1 Mumbai, India 29,6502 Kolkata, India 23,9003 Karachi, Pakistan 18,9004 Lagos, Nigeria 18,1505 Shenzhen, China 17,1506 Seoul, South Korea 16,7007 Taipei, Taiwan 15,2008 Chennai, India 14,3509 Bogata, Columbia 13,50010 Shanghai, China 13,40011 Lima, Peru 11,75012 Beijing, China 11,50013 Delhi, India 11,05014 Kinshasa, D.R. Congo 10,65015 Manila, Philippines 10,55016 Tehran, Iran 10,55017 Jakarta, Indonesia 10,50018 Tianjin, China 10,50019 Bangalore, India 10,10020 Ho Chi Minh City, Vietnam 9,450

Fast-growing cities

a. Chongqing, Chinab. Chengdu, Chinac. Bangalore , Indiad. Ahmedabad, Indiae. Chennai, Indiaf. Hanoi, Vietnamg. Kuala Lumpur, Malaysiah. Lagos, Nigeriai. Luanda, Angolaj. Kinshasa, D.R. Congok. Cape Town, South Africal. Santiago, Chilem. Campinas, Brazil

Map showing present densest cities in the world along with the fast-growingDENSITY AND CONGESTION

While the bulk of fast-growing cities are located in Asia, the list also includes some African and Latin American cities. The study of the growth of these cities gives us the knowledge to extract new parameters to be used in order to provide possible rules to future development.

While New York represents the old congestion with the apparent supera-tion of consequent problems, Mumbai (the densest city) is the perfect model for looking to the possible problems of fast-growth during the last 30 years.

DENSEST CITIES WITH PRESENT PROBLEMS OF CONGESTION

ALREADY CONSOLIDATED CITIES IN DEVELOPED COUNTRIES - PRESENT SITUATION OF CONGES-TION

2 1

NEW YORK

MUMBAI

2 FIELDS TO WORK ON

Urban Void in Mumbai Urban Void in New York

URBAN VOIDS

AMONG ALL COMMON PATTERNS CAUSED BY DENSIFICATION, WE HAVE FOUND SOME SPECIFIC SPACES THAT ARE NOT SOLVED IN DENSE CITIES, ISLANDS IN URBAN CONGESTION THAT ARCHITECTURE OR TRADITIONAL URBANISM HAVEN’T THOUGHT ABOUT.

IN-FORMAL

IN MUMBAIHOUSING?MORE THAN50%POPULATION

LIVES IN SLUMSIS THERE ANY CRITERIA?DO THEY FOLLOW ANY PATTERN?The world's most congested cities reflect dense concentra-tions of population along with the proliferation of vehicular traffic and insufficient roads to handle them.

1965 - 5,000,000

2015 - 21,800,000

MUMBAIPOPULATIONINCREASE

PRESENT DENSITY - 29650 p/km24x

1x

MUMBAI CASE

SLUMS + INFRASTRUCTURESROADS AND SLUMS

TRAINS AND SLUMS

WATER AND SLUMS

The concentration of informal housing is mostly related with all general infrastructures.

Only free and public space available

Proximity with noise and pollution

Water pipe + housing in Dharavi

Urban residenceBusiness premisesPowerUrban transportWaterSewerageAirportsRailwaysSeaportsRoadsBridgesTourism infrastructureSolid waste managementProjects in SEZHealth careEntertainmentCommunications

The tremendous growth of Indian IT, telecommunica-tion, manufacturing, and pharmaceutical industry has created an enormous pressure on the limited world class urban infrastructure available in India. The Ministry of Finance has realized that economic development of India is directly connected to the availability of basic and modern urban infrastructure in Indian cities. The government of India has now formulated policies to forge public and private partnerships for tackling the problems related to infrastructure.In 2008, The Mumbai Metropolitian Region Development Authority (MMRDA) announced an ambitious revamp plan of Rs 2,07,956 crores ($45,594,403,188) till 2031, which would bring about a transformation to the infrastructure of the entire Mumbai metropolitian region.

In growing economies, the need for investment in infrastructures is enormous. Among others, the main infrastructural problems in India are:

PRESENT INVESTMENT IN INFRASTRUCTURES

INFRASTRUCTURES DIRECTLY RELATED WITH ARCHITECTURAL DECISIONS

DHARAVI, URBAN VOID

Dharavi slum

175 haEstimated population:600,000-1,000,000

road watertrain

But this research is focused in the study of New York. Like in Mumbai, last big voids are placed in situations where infrastructures, mainly transportation, plays a fundamental role.Once the city is congested, and growth seems impossible, the market seeks new spaces for opportunity. These spaces will become, sooner or later, the object of development.

These spaces are being right now the

Hudson Rail Yards

Queens Plaza

Atlantic Rail Yards

URBAN VOIDS + INFRASTRUCTURES

INFRASTRUCTURAL VOIDS

NEW YORK CASE

Traditional urbanism has nothing to do inside these voids. They are the proof that it is no longer possible thinking in the existing city with traditional tools of urbanism or architecture, but with the integration of multiple interests. It’s no more about architecture but about what architects haven’t usually thought about.

Once detected the places for rethin-king cities, posturbanism must define strategies to work on them.

informational questions

formal questions

hierarchical questions

propositional questions

WE ARE IN A POST-URBAN CONDITION

In a critical resistance of architects, we have to take position, understanding their complexity. The research, then, will become a study of the uncertainty of urban forms, being about looking inside cities, and understanding that even the cities that seem congested are not completed.

CITIES ARE NOT COMPLETED

10 QUESTIONS TO DEFINE INFRASTRUCTURAL VOIDS (IN THE BORDER OF ARCHITECTS’ WORK) 1. WHAT’S AN INFRASTRUCTURAL VOID? 2. WHERE ARE THEY? 3. WHAT DO WE DO WITH THEM? (STANDARD ANSWER) 4. WHAT DO WE DO WITH THEM? (SOME ALTERNATIVE ANSWERS) 5. WHO DECIDES? 6. WHO PAYS? 7. WHO CARES? 8. WHAT IF THEY CONNECT? 9. WHAT IF THEY REGENERATE THE ENVIRONMENT?10. WHAT IF THEY ARE ENERGY NODES?

1. WHAT’S ANINFRASTRUCTURALVOID?

INFRASTRUCTURAL VOIDS ARE EMPTY SPACES INSIDE CITY CONGESTION THAT HAVE THE PECULIARITY OF HAVING ENOUGH SCALE AND PROXIMITY WITH DENSE CITY TO BE EXTREMELY RELEVANT AND, AT THE SAME TIME, THAT ARE COMPLETELY UNDERUSED AS PLACES OF CHAOS, DISORDER AND GENERAL INFRASTRUCTURES.

THEY ARE THE SYMBOLS OF PRESENT CONGESTION, PRECISELY BECAUSE THEY ARE SOME OF THE ONLY EXISTING REMAI-NING FREE SPACES IN HIGH-DENSE CITIES.

THIS PARADOX IS USED IN THE RESEARCH AS THE TOOL FOR WORKING, AND THEIR MOST IMPORTANT CHARACTERISTICS ARE: -THEIR INTERMEDIATE SCALE BETWEEN ARCHITECTURE AND URBANISM. -THEIR POSITION WITHIN A NETWORK THAT AFFECTS MANY FIELDS OUTSIDE ARCHITECTURE.

THINKING ABOUT THEM AS A GROUP IS THINKING ABOUT A UNIQUE AND MAYBE THE LAST POSSIBILITY FOR THE TRANSFORMATION OF THE WHOLE CITY.

2. WHERE ARE THEY?

THE TWO MOST RELEVANT THINGS ABOUT THEIR SITUATION IS THE PROXIMI-TY OR EVEN THEIR INSERTION IN CITY CENTERS AND THEIR SUPRISING SURFACE.

2 miles (3220 m)

2 miles (3220 m)

0.7 miles (1150 m)

1.3 miles (2,000 m)

0.5 miles (830 m)

1,5 miles (2,400 m)

NORTH DUMBOSURFACE - 132 ha

GOWANUSSURFACE - 190 ha

GREENPOINTSURFACE - 116 ha

QUEENSBORO AREASURFACE - 100 ha

HUDSON RAIL YARDSSURFACE - 72 ha

ATLANTIC RAILYARDSSURFACE - 6.75 ha

Map showing estimated surfaces of closest Infrastructural Voids to Manhattan

Almost twice the surface of Central Park is occupied by Infrastructural Voids

TOTAL ESTIMATED: 617 ha

CENTRAL PARK: 341 ha

In terms of population, Infrastructural Voids are empty spaces in cities with almost nobody living in there and few people living surrounding them. It is not so strange that the city pushes to occupy and den-sify them in a constant pressure.

LOW

0-4,0004,000-8,0008,000-12,00012,000-20,00020,000 and over

RESIDENTIAL DENSITY(people/km2)

12,000-20,000 p/km212,000-20,000 p/km2

12,000-20,000 p/km2

12,000-20,000 p/km20,000-4,000 p/km24,000-8,000 p/km28,000-12,000 p/km2

3. WHAT DO WE DO WITH THEM?

(THE STANDARDANSWER)

AUTHORITIES ARE SELLING THE SITES TO MEGA-DEVELOPERS WHO PROPOSE PRO-JECTS THAT SEEM TO SATISFY MULTIPLE DEMANDS, PROVIDING NEW HOUSING, COMMERCIAL, RETAIL, AND RECREATIONAL SPACE, WHILE YIELDING A PROFIT.

THE PROPOSALS ALWAYS CREATE “NEW AFFORDABLE HOUSING AND GREEN SPACES”

EVERYBODY SEEMS TO GET THE BENEFITS, FROM THE PUBLIC TO THE PRIVATE COMPANY. THE QUESTION IS MORE BASIC... IS THIS REALLY THE MODEL OF CITY THAT EVERYBODY WANTS?

2 miles (3220 m)

2 miles (3220 m)

0.7 miles (1150 m)

1.3 miles (2,000 m)

0.5 miles (830 m)

1,5 miles (2,400 m)

IF THE SITUATION KEEPS LIKE THIS...

NORTH DUMBOPEOPLE: 15,000-20,000

GOWANUSPEOPLE: 40,000-50,000

GREENPOINTPEOPLE: 27,000-30,000

ESTIMATED TOTAL SURFACE:617 ha

AVERAGE POPULATION DENSITY IN NEW YORK 26.401 p/sqmi (10.194 /km2)

AVERAGE POPULATION DENSITY IN MANHATTAN 70.950 p/sqmi (27.400 /km2)

ESTIMATED PEOPLE LIVING IN INFRASTRUCTURAL VOIDS IN LESS THAN 50 YEARS: 150,000

QUEENSBORO AREAPEOPLE: 20,000-30,000

HUDSON RAIL YARDSPEOPLE: 20,000-30,000

ATLANTIC YARDSPEOPLE: 7,000-8,000

HUDSON RAIL YARDS

ATLANTIC YARDS

Map showing the two main voids being discussed and planned nowadays

4. WHAT DO WE DOWITHTHEM?

(SOME ALTERNATIVE ANSWERS)

MANY ARCHITECTS HAVE WORKED ON QUESTIONS RELATED TO INFRASTRUCTU-RES AND URBAN VOIDS WITH UNEVEN RESULTS.

THE MOST INCISIVE PROJECTS ARE NOT BUILT.

CORBETT TRAFFIC PROPOSALS

PAUL RUDOLPH PROPOSALWEST SIDE CONVERGENCE

FERRISS DRAWINGS

WASHINGTON BRIDGE HOUSING

HIGH LINE

NEW WELFARE ISLAND

Map showing different proposals in New York that had a strong relation with preexistent infrastructures

5. WHO DECIDES?

MOST INFRASTRUCTURAL VOIDS ARE PUBLIC PROPERTY, BUT NEW YORK HAS A COMPLEX SYSTEM OF AGENCIES THAT MANAGES THESE PUBLIC SPACES.

THE MOST IMPORTANT ONE IS THE PORT AUTHORITY OF NEW YORK AND NEW JERSEY. IN 2000, ITS CUMULATIVE INVESTMENT IN FACILITIES AND INFRASTRUCTURE TOTALED $35 BILLION AND IT EMPLOYED DIRECTLY 7,200 PEOPLE.

PORT AUTHORITY OF NEW YORK AND NEW JERSEY

It was created in 1921 to protect and promote the commerce of New York Harbor and to

develop terminal and transportation facilities in the New York metropolitan area.

The Port Authority is permitted "to purchase, construct, lease and/or operate any terminal or

transportation facility" and "to make charges for the use thereof."

A twelve-person Board of Commissioners governs the Port Authority. The New York and New Jersey governors appoint six members

each.

The Port Authority owns and operates major marine facilities in Elizabeth, New Jersey, and

Brooklyn, New York, as well as industrial parks in Elizabeth and the Bronx, New York.

In 2000, the Port Authority's cumulative investment in facilities and infrastructure

totaled $35 billion. Its budget totaled $4.6 billion, and it employed 7,200.

NEW YORK CITY DEPARTMENT OF TRANSPORTATION

THE NEW YORK CITY DEPARTMENT OF TRANSPORTATIONTRIBOROUGH BRIDGE AND TUNNEL AUTHORITY

DEPARTMENT OF CITY PLANNINGNEW YORK CITY TRANSIT AUTHORITY

NEW JERSEY TRANSIT

THE NEW YORK CITY DEPARTMENT OF TRANSPORTATIONTRIBOROUGH BRIDGE AND TUNNEL AUTHORITY

DEPARTMENT OF CITY PLANNING

NEW YORK CITY TRANSIT AUTHORITY

NEW JERSEY TRANSIT

STATEN ISLAND FERRYMAJORITY OF BRIDGES

MANY OF THE REGION’S BRIDGES AND ROADWAYS

CONSTRUCTION AND MANAGEMENT OF MASS TRANSIT, MARINE AND AVIATION INDUSTRIES

DEVELOPMENT OF OFFICE AND INDUSTIAL REAL ESTATE

TRIBOROUGH BRIDGE ANDTUNNEL AUTHORITY

OTHER BRIDGES AND TUNNELS

NEW YORK CITYTRANSIT AUTHORITY

BUSES AND SUBWAYSMETRO NORTH

LONG ISLAND RAIL ROAD

NEW JERSEY TRANSIT

BUSESCOMMUTER RAIL

LIGHT RAIL

6. WHO PAYS?

THESE SITES ARE INSIDE CITIES WITH VERY SPECIFIC CONDITIONS AND PRESSURES THAT MAKE THEM BE REAL ATTRACTORS OF INVESTMENT.

THIS INVESTMENT HAS TO BE UPFRONT, SO WITH THE PRESENT DEVELOPMENT SYSTEM, ONLY DEVELOPERS OR PUBLIC AGENCIES COULD DO IT.

0.5 miles (800 m)

0.5 miles (800 m)1 mile (1600 m)

0 mile (0 m)

2 miles (3200 m)

1.3 miles (2100 m)

Map showing distances to Manhattan

There are three in waterfronts of Queens and Brooklyn, two interior areas and one inside Manhattan

$!The markets needs to find new places of develop-ment. They are the main characters in the present development of New York. Right now, the city is densifying precisely the less dense areas, any kind of void.

“ANY SITES THAT OFFER VIEWS FROM MANHATTAN SKYLINE BECOME HOTLY CONTESTED SCENARIOS FOR REAL ESTATE SPECU-LATION.”

(THE ENDLESS CITY)

DENSITY AND SPECULATIONVIEWS AND SPECULATION“Where there is nothing, everything is possible.Where there is architecture, nothing (else) is possible”

Rem Koolhaas. S,M,L,XL

Any planning will consider the posibility of seeing Manhattan.

Maintaining dreams in the Culture of Congestion

Based on The City of the Captive Globe Project, New York, 1972Rem Koolhaas, Madelon Vriesendorp

IN THE PRESENT ECONOMIC SITUATION, WE CANNOT MAINTAIN SOLUTIONS WHERE INTEGRATION IS NOT A PRIORITY.

TYPICAL UNDERSTANDING

EXCESSIVE ECONOMIC WASTE

TABULA RASA

Solutions have usually supported an idea of hiding infrastructure from the view, ending in the “tabula rasa”.

Destruction of existing infrastructures Construction of covering deck Construction of high-dense new housing

1 2 3

REPERCUTION IN THE USER

$$

$

THE DISCUSSION IS, THEN, WHICH KIND OF INFRAS-TRUCTURES ARE INTERESTING FOR BOTH USERS AND DEVELOPERS SO THAT THEY CAN PRODUCE THE DESIRED ECONOMI-CAL MOVEMENT.

A FEASIBLE FUTURE

INCREASING INTEREST OF SMALLER DEVELOPERS

INCREASING USER’S INTEREST

The proposal is creating an attractive infrastructure that increases the value in the area, densificating available surrounding spaces in an integrated solution of infrastructure and housing.

Reinforcement of infrastructures Economical consequences in the area Densification of limits and surroundings

1 2 3

“Cities within Cities”

“Infrastructures within Cities”

“Infrastructural cities within Cities”

7. WHO CARES?

THE DEVELOPMENTS WE USUALLY SEE ARE ISOLATED DECISIONS MADE BY PRIVATE INTERESTS AND PERMITTED BY PUBLIC POWERS.THEY ASSUME TYPICAL DISTRIBUTIONS OF PROGRAM AND HIGH-DENSITY MODELS

VOICES OF RESISTANCE OFTEN COME FROM NEIGHBORHOOD GROUPS OF RESI-DENTS.

THEY SOMETIMES MAKE ALTERNATIVE ARCHITECTONIC PROPOSALS WITH PARALLEL ARCHITECTS AND URBAN DESIGNERS AND CREATING WEBS OR ACTIVE EVENTS TO PROMOTE THEIR INTENTIONS.

The Atlantic Yards Project is a $4 billion project that includes 16 buildings for residential, office, retail, community facilities, parking, and possibly hotel uses. These buildings will provide approximately 5,325 to 6,430 housing and it is expected to create thousands of construction and permanent jobs.

Nevertheless, UNITY emerges as a platform against the planning and create a new proposal with the next goals:

-CONNECT Prospect Heights, Fort Greene and other neighborhoods-Develop at a HUMAN SCALE and density-Promote DIVERSITY AND VITALITY in urban design-Create and preserve AFFORDABLE HOUSING-REDUCE TRAFFIC, IMPROVE MASS TRANSIT-Create JOBS for Brooklyn residents-Create truly usable and accessible PUBLIC SPACES-Guarantee an OPEN PLANNING PROCESS, with transparency and accountability

(Information from www.unityplan.org)

“ THE ATLANTIC YARDS AND HUDSON YARDS SITES ARE BEING DEVELOPED IN THE WRONG WAY: INSTEAD OF SELLING THEM TO MEGA-DEVELOPERS LIKE FOREST CITY RATNER AND TISHMAN SPEYER (WHO ARE BOTH HAVING TROUBLE COMING UP WITH THE CASH), WE SHOULD DEVELOP THEM THE WAY NEW YORK WAS TRADITIONALLY DEVE-LOPED. THAT MEANS PLATTING THE STREETS AND BLOCKS, AND SELLING LOTS ON THOSE BLOCKS. NO EMINENT DOMAIN WOULD BE INVOLVED.

ROBERT MOSES WAS WRONG. JANE JACOBS WAS RIGHT. “ (Text from John Massengale´s blog)

ATLANTIC YARDS PROJECT

ANY NEW INFRASTRUCTURE MUST IMPROVE EVERYDAY LIFE OF THE NEIGHBORHOOD AS WELL AS MAIN-TAIN THE NECESSARY DIALOGUE WITH ECONOMIC REQUIREMENTS.

existing neighborhoodinfrastructural void

DEVELOPERS

PRESENT SITUATION OF ISOLATED VOIDS

LINKINGPREEXISTINGSTRUCTURES

CONVERTINGPREEXISTENCES

EVERYDAY USERS

8. WHAT IFTHEYCONNECT?

[CASE STUDY I]

NOW, INFRASTRUCTURAL VOIDS SEEM TO BE ISOLATED IN THE CITY. THEY ARE VAST TERRAIN VAGUES WITH A CLEAR OVEREXIS-TENCE OF UNDERUSED INFRASTRUCTURES.

STUDY OF CONNECTION WITH EXISTENT CITY PLAYS A FUNDAMENTAL ROLE FOR KNOWING THE POSSIBILITIES FOR BEING DEVELOPED.

-STREET CONNECTIONS-MASS TRANSIT-PROXIMITY TO SUBWAY STATIONS-...

THEY EXIST NOW. ANY PROJECT SHOULD NOT CREATE MUCH NEW INFRAS-TRUCTURE, BUT ADAPT TO THE EXISTENCE. THE BENEFITS ARE CLEAR...

During the last 10 years, NYC has spent more than $5

billion in these highways.

Major traffic in New York comes from people that live outside the city try to enter in Manhattan in specific hours in specific highways.In this moment, solutions to permanent traffic congestion are, apart from maintenance, building elevated highways and viaducts, incrementing lanes or even building new tunnels to connect with Manhattan. The result is its internal increment of traffic, without giving sustainable solutions for the future...

Annual congestion delay per person 23 hrsAnnual congestion cost per person $383Annual congestion cost saved by public transit $4.9 billionExcess fuel consumed per person due to congestion 11 galData from 2003 TTI Urban Mobility Report

25% of people drive alone to work everyday

ANOTHER POSSIBILITY?

TRAFFIC IN NEW YORK AND

UNSUSTAINABLE SOLUTIONS

PLAN NYC-2030: A Greener, Greater New York

Traffic congestion fee for vehicles traveling into or within Low Manhattan (model of London, Singapore or Stockholm)

TRAFFIC AND GLOBAL STRATEGIES

GOWANUS EXPRESSWAY

175,000 vehicles / day

By the 1990's, the Gowanus Expressway handled approximately 175,000 vehicles per day (AADT), prompting the New York State Department of Transportation (NYSDOT) to implement HOV lanes to ease congestion.

GOWANUS TUNNELThe Regional Plan Association (RPA) says it will cost between $1.5 billion and $2.5 billion for the tunnel, or two to three times the estimated $750 million to rebuild the elevated expressway. The state Department of Transportation says a tunnel will cost even more: between $6 billion and $9 billion.

BROOKLYN QUEENS EXPRESSWAY

160,000 vehicles / day (through the borough of Brooklyn)120,000 vehicles / day (through Queens)

PRESENT MONEY EXPENSE AGAINST CONGESTION:BQE connector ramp to the Williamsburg Bridge-$47 millionBQE-Park Avenue viaduct rebuilt-$110 millionRebuilt from Broadway north to 25th Avenue in Woodside-$267 millionGeneral works from Exit 37 to Exit 36-$124 millionReconstruction of the cantilevered section through Brooklyn Heights...

LONG ISLAND EXPRESSWAY

210,000 vehicles / day (only through the borough of Queens)

PRESENT MONEY EXPENSE AGAINST CONGESTION:Rebuilt from the Queens-Midtown Tunnel viaduct to EXIT 22-$200 millionInstallation an ITS system-$70 millionMassive reconstruction of EXIT 22Reconstruction of EXIT 27-$34 millionRebuild EXIT 30 and EXIT 31-$130 millionHOV project from the Queens-Nassau border to EXIT 64-$880 millionThree bridges over the LIE to provide additional turn lanes-$45 million...

IV

IV

ROLE OF INFRASTRUCTURAL

VOIDS

1. REDUCTION OF PRIVATE CARS

2. IMPROVE CONNECTIVITY

Thanks to their peripheral condition to

Manhattan, Infrastructural Voids are the last

point before entering to it. Understanding

them as catalytic points between public and

private transportation could reduce traffic

inside Manhattan an estimation of at least a

20%

PUBLIC

PUBLIC

PUBLIC

PRIVATE

PRIVATE

PRIVATE

NOW

FUTURE

CARS MANHATTAN

CARS MANHATTAN

ALTERNATIVE TRANSPORTATIONS

FOR A MORE SUSTAINABLE TRAFFIC (INSIDE MANHATTAN)

INFRASTRUCTURAL VOIDS AS CATALYTIC POINTS

FUTURE GLOBAL CONNECTIONS FROM INFRASTRUCTURAL VOIDS

Map of a possible public transportation and Waterfront 2020 linking Infrastructural Voids

WATER TRANSPORTATIONThe development of water comunication infrastructures not only will affect and improve Infrastructural voids but also all the Waterfront. Several stations could be placed all along the coast line, increasing the interest (and value) of these areas.

WATERFRONT 2020 AS A CON-NECTION IN A CLOSE FUTUREThe most important infrastructural voids are connected in a clear line that is coincident with the coast line. Relation with river is clear, being the boundary between neighborhoods and water. Waterfront 2020 is an ambitious plan that includes recovering and connecting some of them. It will automatically increase their value

Transport water stations in Manhattan - Water as the 6th Borough

Transport water stations in the Waterfront -Water as the 6th Borough

Estimated area of influence

Waterfront - Pedestrian + Cycling

Water paths

Public road transportation systems

Private transportation systems

Subway from Infrastructural Voids

WATERFRONT

GOWANUS CANAL CASE STUDY

WATERFRONT

LOCAL STREET CONNECTIONSSUBWAY

SMITH-9th St

SUBWAY STATION

SUBWAY

ROAD

PEDESTRIAN

SUPERPOSITION OF LAYERS

PEDESTRIAN

WATER

HIGHWAY

LOCAL STRATEGIES

WATER AS AN INTERNAL

CONNECTOR

ELEVATED SUBWAY

STREET-BRIDGE

TRAIN

RESIDUAL AND UNDERUSED SPACES

STREET TRAINROAD-HIGHWAY-BRIDGE

TRAIN

ELEVATED SUBWAY

CANAL

STREET CANALROAD-HIGHWAY-BRIDGE

CANAL

ELEVATED CANAL-WALKWAY FOR BYCICLES AND PEDESTRIAN

CONNECTION WITH HIGHWAY

DIAGONAL CONNECTOR

Aerial view of the disconnected situationVERTICAL STRUCTURE AND COMUNICATION

POINTS OF STREET CONNECTION

AVAILABLE SPACE POR CONNECTED ALTERNATIVE PROGRAMS

CONNECTOR STATION

LONGITUDINAL BRIDGE

MEGA-PARKING

NNNNNNNNONNN

Longitudinal bridge -Multitransfer horizontal connec-tor-Megastructure open to any public program

Multitransfer connectorPunctual connector station

Distributed reactivating programs

Water-taxi station

-Storages-Shops-Box offices-Administration-Weekend general services-Kayak/bycicles renting

-Box offices-Administration-Piers

-Reactivation of spaces around infrastructures-Leisure-Internal renting communications

-Direct connection between parallel and separated programs

Water connection with other boroughs

ELEMENT ASSOCIATED PROGRAMSMAIN GOALS

Megaparking tower

Dynamic pedestrian water paths

-Internal pedestrian longitudinal connector (N-S)-Internal connection between both sides of the canal (E-W)-External connector with waterfront-The canal as enjoyment and connection

-Water paths

-Daily parking of cars-Direct connection with public transportation systems

-Public services: cafeterias, restaurants-Open spaces for rest-Playgrounds-Exhibition spaces

-Multitransfer connector-Shops-Box offices

-Multistorey storage of cars with mechanical systems-Connection with highway-Connections with canal

Diagonal connectors

NEW INFRASTRUCTURAL TYPOLOGIES

9. WHAT IFTHEYREGENERATETHEENVIRONMENT?

[CASE STUDY II]

TO THE QUESTION OF HOW CAN WE USE

INFRASTRUCTURAL VOIDS, THE ANSWER IS

HOW MUCH CAN THEY MAKE FOR US TO

GET A BETTER ENVIRONMENT, THAT

FINALLY IS A MORE SUSTAINABLE CITY...

LEED for Neighborhood Development Water efficiencyImprovement of air qualityEnergy savingsNew LEED for CITY Development?

Two-thirds of New York City has a combined sewer system that collects wastewater and stormwater runoff together in the same pipe from properties and streets.

COMBINED SEWER OVERFLOWS

(CSO)

EFFECT ON WATER QUALITY AND

RECREATIONAL USES

NYC GREEN INFRASTRUCTURE

PLAN

Green infrastructure uses vegetation, soils, and other structural elements to mimic natural hydrologic cycles by slowing down, absorbing and evaporating stormwater. Types of green infrastructure projects include: blue roofs and green roofs for new and existing buildings that slow roof water from draining from roofs too quickly and overwhelming storm sewers; porous pavement for parking lots that allows water to seep through it and be absorbed into the ground rather than becoming runoff; tree pits and streetside swales for roadways that allow water to pool in underground holding areas until it can dissipate in the ground or transpire through plants; wetlands and swales for parks; rain barrels for low-density residential areas; and a compilation of these techniques for high-density residential housing and other developments.

Once approved, the Green Infrastructure

Plan will invest a total of $5.3 billion in a

mix of green infrastructure, cost-effective

grey infrastructure, system-wide

optimization, and conservation.

WATER SOURCES FROM OUTSIDE NEW

YORK

New York City delivers about 1.3 billion gallons of safe drinking water. This source of New York City’s drinking water is supplied by a network of 19 reservoirs and three controlled lakes in a 1,972 square-mile watershed that extends 125 miles north and west of New York City

1. Combined sewer areas2. Separate sewer areas3. Unsewered areas

1 23

Types of Sewer Drainage Areas in New York City

NEW YORK CITY AND WATER EFFICIENCY

FLOODING

New York City is facing the challenge of more frequent extreme weather events and flooding. Average rainfall in the City has increased nearly 10% in the last century.

BLUE-GREEN ALGAE TURNS DIRTY WATER INTO CLEAN ENERGYAlgae could be responsible for cleaning water, as to produce a large number of economic possibilities.It is also associated with the production of biomass, bio diesel...

AQUATIC MACROPHYTE SYSTEMS(WASTE WATER)Natural low-rate biological treatment systems tend to be lower in cost and less sophisticated in maintenance although they require the use of relatively large land areas.1.- Upland natural wastewater treatment systems2.- Wastewater stabilization ponds3.- Wetland treatment systems (Macrophyte treatment

ANAEROBIC WASTEWATER /RAINWATER TREATMENTThe absence of oxygen leads tocontrolled anaerobic conversions of organic pollutants to carbon dioxide andmethane, the latter of which can be utilised as energy source

WATER TREATMENT AND NEIGHBORHOOD

IV

NEW BUILDINGS

EXISTING

INDUSTIAL AREAS

WATER TREATMENT IN INFRASTRUCTURAL VOIDS

RAIN WATER

WASTE WATER

INTERNAL USE IN

INFRASTRUCTURAL

VOIDS

DISTRIBUTION TO

NEIGHBORHOOD USE

EMPTY URBAN

SPACES (PARKING,

PARKS, STREETS...)

EXISTING

RESIDENTIAL AREAS

REDISTRIBUTION FOR GENERAL GARDENING OR BUILDINGS (USE IN ALL TOILETS, GREEN ROOFS, COOLING OR INTERNAL GARDENING)

3DISTRIBUTION TO INFRASTRUCTURAL VOIDS TO BE ACCUMULATED AND TREATED

CHEAPER TO BUILDCHEAPER AND EASIER TO MAINTAIN

2SEPARATE WASTEWATER AND STORMWATER

COMMON SYSTEM OF WATER TREATMENT

1

TAKING RESIDUES CLEANING BRINGING BACK

WATER AND BUILDINGS

GREEN INFRASTRUCTURAL VOIDS AND AIR QUALITY

As a way of general working, the park is used by politicians in all degraded areas of New York that they want to recover and at the same tima get political credit. It’s the case of Brooklyn Bridge park, old waterfront areas and piers in Manhattan…

Infrastructural voids could create a huge network of more than 400 ha of green spaces, transforming New York in the new capital of green cities.

MORE THAN 400 ha OF GREEN SPACESTHE PROJECT FOR THE POLITICIAN

SOME DIRECT EFFECTS OF VEGETATION ON AIR QUALITY-Active consume of certain types of air pollution-Reduction of ozone and NO2-Cooling effect: Reduction of evaporative emissions Reduction of power generation emissions Slows photochemical reactions

100 ha

116 ha

190 ha

PERMANENT RELATION WITH

EXISTING RESIDENTIAL AREAS

NEW BUILDINGS FACING

TO A GREEN FUTURE

Map of centralized water system in Infrastructu-ral Voids

REDUCTION OF 40% OF WASTE WATER

INFRASTRUCTURAL VOIDS AS GLOBAL WATER COLLECTORS

Nodes of regeneration

Secondary water distributors-Neighborhood scale

Main water distributors

NEW REGENERATION TYPOLOGIESELEMENT ASSOCIATED ELEMENTSMAIN GOALS-CHARACTERISTICS

Sewage Treatment Plant (STP) -Treatment of the sewage from residential and commercial buildings-Uses for disposal, gardening, flushing and other non-potable purposes.

-

Effluent Treatment Plant -Cleans mild to highly polluted waste water

-Close to existent industries

Dynamic horizontal distributor -Collecting and distributing collected water to STP

-

Deposits of rain water coming from elevated highways

-Store water before being treated in STP

-Vertical communications-Local transformation centers-Vertical energy connectors

Small water deposits -Once treated, water will be stored to local use

-

Rain water distributor -Distribution of rain water over highway to be treated and stored in Infrastructural Voids

-

Water biological treatment plants

-Natural and biological treatment of wastewater and rainwater

-Parks and recreational open areas

10. WHAT IFTHEY AREENERGYNODES?

[CASE STUDY III]

INFRASTRUCTURAL VOIDS ARE PERFECTLY PLACED FOR BEING THE CENTRAL NODES IN A POSSIBLE SUSTAINABLE ENERGY NET-WORK IN THE CITY

LEED for Neighborhood Development Water efficiencyImprovement of air qualityEnergy savingsNew LEED for CITY Development?

NEW YORK ENERGY PLAN 2030The State has committed to ensure that 25% of its energy comes from renewable sources by 2013

WIND ENERGYThe city was eyeing the generally windy coast off Queens, Brooklyn and Long Island for turbines that could generate 10 percent of the city’s electricity needs within 10 years.

SOLAR ENERGYEstimates of solar potential by Columbia University, the City University of New York, and NYSERDA range from 6,000 MW to over 15,000 MW, with one study claiming solar can contribute 18% of peak load by 2022. “But solar energy is still not as cost-effective as gasfired electricity. And New York City is uniquely expensive: our taller buildings require more wires and cranes to carry equipment to rooftops, while extensive interconnection requirements and inspections delay implementation.”(source: www.nyc.gov)

1,674 miles (2,694 km) of Interstate Highways

Kilometers of highways in New York City at the same scale as the plan (above, next page)

Infrastructural Voids connect Highways. This condition is perfect to be their future organizers as attractors not only of cars but also of energy.

The goal is transforming the 2,700 kms of Highways of New York in a huge sustainable energy network for the city. Then, conduct it to Infrastructural Voids, and redirect it to the city.

5 miles10 kms

100 kms

200 kms

500 kms

1,000 kms

1,500 kms

2,600 kms

ENERGY AND HIGHWAYS

5 miles

10 kmsDirectioning energy fluence

INFRASTRUCTURAL VOIDS AS ATTRACTORS OF ENERGY

The city of New York has en average wind speed of 9.3 mph, one of the highest of the cities in USA. So, why not using it to produce clean wind energy? Or using their huge open space for solar energy?

INFRASTRUCTURAL VOIDS AND ENERGY

ALTERNATIVE SYSTEM OF ENERGY MANAGEMENT

HIGHWAY

INFRASTRUCTURAL VOIDS (IV) AS CATALYTIC ENERGY POINTS

IV

IV

CITY

HIGHWAY CITY

CITY

CITY

NOW

FUTURE

INFRASTRUCTURAL VOIDS AS CATALYTIC POINTS

IV

NEW BUILDINGS

EXISTING CITY

6kW turbine

10,000kWh / year

5.5 tonnes of carbon dioxide / year.

(Energy Saving Trust, 2011)

Privileged elevated situationNo interference with existing building

Using existing structureOccupation of public space

wind speed: 10-12 mph

wind speed: 9 mph

The highway as an energy producer

PRESENTINFRASTRUCTURES

PRODUCERS OF CLEAN ENERGY

WIND ENERGY

SOLAR ENERGY

+1 2

INFRASTRUCTURALVOIDS

TRANSFORMERS+

DISTRIBUTORS OF ENERGY

ENERGY FOR 200,000 PEOPLESOLAR PANELS FOR 400 ha

An estimation of 336 MW could be created, giving energy to more than 70,000 housing,

that is more that 200,000 people.

IV

NEW BUILDINGS

EXISTING CITY

Infrastructural Voids as energy producers

PRODUCERS OF CLEAN ENERGY 3

+

+ + +

INFRASTRUCTURALVOIDS

SOLAR ENERGY

Map giving “power” to Infrastructural Voids

ENERGY FOR 50% OF NEW YORK

ENERGY GLOBAL CONNECTIONS

Energy transformation points

Secondary energy connectors-Neighborhood scale

Estimated area of influence

Main energy connectors

NEW ENERGETIC URBAN TYPOLOGIESELEMENT ASSOCIATED ELEMENTSMAIN GOALS-CHARACTERISTICS

Micro wind turbines -Generation of wind energy: Inexpensive, reliable and simple-Direct connection with public transportation systems

-Proximity with residential areas-Interconnected with a medium voltage, power collection system and communications network.

Vertical solar energy megagenerator

-Production of solar energy in vertical facade

-Megaparking

Solar highways -Generation of solar energy-Each 12-by-12 foot would produce about 7,600 watt-hours a day from an average of four hours of sunlight. Each one-mile stretch of a four-lane highway could provide enough electricity to service about 500 homes.

-

Transformation center -Receptor and connection among networks-Transformation to medium voltage

-Public uses (see communication typologies)

Vertical connectors -Vertical distribution between Transformation Center and Infrastructural Void

-Vertical communications-Local transformation centers-Deposits of rain water

Dynamic horizontal distributor -Horizontal distribution of energy generated along the Infrastruc-tural Void-Communication with Transforma-tion Center

-

Small energy generators -Local scale energy generators -Distributed reactivating programs

Infrastructural Voidsin congested cities [New York]

a research by joaquin mosquerawww.impresionesdearquitectura.com

www.mam-arquitectos.com