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Some Urban Oases Are Closed to the Public

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Some Urban Oases Are Closed to the Public

Good morning. It’s Monday. Today we’ll look at little public spaces around the city that add up to a big bonus for developers — and how some of them are not being used the way the developers promised.

They are a part of the cityscape in New York that you might never notice — privately owned public spaces, sometimes referred to as POPS, in the shadow of tall, newish buildings. The zoning incentives for these street-level urban oases make it possible for the buildings that tower over them to have more floor space, making them larger or taller than the city would normally allow.

But now, about one in five privately owned public spaces is not in compliance with the agreements the city struck with the developers who built the adjacent buildings. I asked our colleague Urvashi Uberoy, who with Keith Collins wrote an extensively detailed article about POPS last month, to take another look at the problems with these spaces.

You focused on nearly 600 privately owned public spaces — smallish parks or plazas — that are adjacent to about 400 buildings. The thing is, they’re right there in plain sight, but most of us never pay attention to them.

Exactly. You walk by them every day. That’s how I found this story. I saw a plaza in my neighborhood and I looked it up and found out about this web of spaces. Everyone interacts with them.

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Or doesn’t. You looked at one building where the plaza has been closed for a long time, and the landscape architect who designed it said it breaks his heart to see it going unused, but it’s not the only one. Why do so many seem to be violating the terms of their agreements?

Building owners could potentially save on operating and maintenance costs.

Another reason is preventing homeless people from using the spaces. A lot of them are adjacent to luxury buildings. Sometimes, building owners introduce hostile architecture like spikes on ledges, which critics say discourages use and disproportionately targets people who are homeless.

Why did the city create the program for public spaces in the first place?

This was set up as a zoning incentive to bring light and air to a city that was rapidly becoming more dense. In 1961, the city thought a way of creating more open space was by encouraging developers to build these public spaces.

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Interestingly, the city initially had virtually no requirements for these spaces, so many of the earlier spaces don’t even look like plazas. Some resemble driveways. There was no process of requiring features like seating in the beginning. There is now. But there were over 200 of these spaces built between 1961 and when the design requirements were put in.

Driveways were clearly not what were intended. What else did you find that goes against what city planners had in mind?

City inspectors have observed that some spaces don’t have signage indicating they are public, so people who walk by assume those spaces are for tenants of the building and they would be intruding if they stopped and sat down — when plazas are supposed to be open to everybody.

In 2017, the city passed a law that mandates that all of these spaces have signs identifying them as open to the public, but whether all building owners have complied and put up signs is still a question. A subset of the violations issued in the city’s most recent inspection cycle relate to missing signage.

You looked at one building in particular — 325 Fifth Avenue. What did the plaza there mean in extra floor space and in dollars?

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By building the plaza, the developers of the building got nearly 50,000 extra square feet to build with, which translates to several extra floors. We got an appraiser to value the additional floor area. He said it was worth about $80 million if it was used for residential space.

What other violations did you find in your reporting?

On one end of the spectrum, we found violations for closures and privatization. On the other end, we found violations for spaces that had too many rules-of-conduct signs. You can’t have multiple rules-of-conduct signs in plazas because it makes them unwelcoming, and the city does not want that.

The rules listed on these signs are defined by the building owners and developers. The city doesn’t define a standard set of rules. When I was visiting these spaces for the story, I saw one sign that said “no skateboarding.” I saw another that said “no lying down on the ground.” Some building owners write the rules in a way that discourages people from using the spaces in ways they don’t want.

What about restaurants or cafes? Can there be a cafe in a privately owned public plaza?

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That’s one of the main subcategories of violations. In our story, we highlighted Brooklyn Diner. In 2022, a city inspector found that Brooklyn Diner, a tenant of 888 Seventh Avenue, had illegally privatized the public plaza near the building. I visited a couple of weeks ago, and the restaurant still had tables and umbrellas laid out in the plaza.

Jerold Kayden, a lawyer and professor of urban planning at Harvard who is an advocate for keeping privately owned public spaces open to the public, calls this “cafe creep.” It’s partly a remnant from the pandemic, because when the pandemic happened, the city relaxed its rules concerning these spaces, allowing restaurants to occupy some privately owned plazas to create outdoor seating.

The interesting thing is the city doesn’t issue the violation to the restaurant owners. The building owners are the ones paying the fine, not the restaurants.

Some owners have been fined, but aren’t the fines almost infinitesimally small compared with the amount the developers have made from the extra space they got?

The standard penalty is $5,000. Aggravated offenses sometimes run up to $25,000. But that’s a drop in the bucket from what developers are making off the bonus area. We had an appraiser evaluate one square foot of space in Manhattan at $500. Twenty million bonus square feet, the amount of extra floor space we calculated the city has allowed for buildings that put in these public spaces, translates to $10 billion in added value.

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We also saw that there are patterns with developers. Privately owned public spaces are a way for developers to gain more space to build with, and some of them have used the zoning provision again and again, across multiple properties.

What was the city’s reaction to your reporting?

We have not received any response from the Department of City Planning or the Real Estate Board of New York, which represents developers and building owners.

One reader suggested this proposal: When the city gives a developer permission to build a public plaza, the developer would put money into a city fund that would be in charge of maintaining these spaces. This would create a centralized maintenance system where it would be the city’s responsibility to manage these spaces.


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Prepare for a chance of showers and thunderstorms, persisting through the evening, with temperatures near 80. At night, temps will drop to around the low 70s.

ALTERNATE-SIDE PARKING

In effect until Aug. 15 (Feast of the Assumption).



METROPOLITAN diary

Dear Diary:

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I was desperate to give my last pleco away. It was the only one left from a tankful of fish I had adopted from a neighbor.

Checking Craigslist, I found a posting that said, “Need large plecos/possible trade.” I contacted the poster, and we agreed to meet at the Times Square station on the platform for the A, C and E trains. I put my fish in a bucket of water and headed out.

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New York

We Counted 22,252 Cars to See How Much Congestion Pricing Might Have Made This Morning

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We Counted 22,252 Cars to See How Much Congestion Pricing Might Have Made This Morning

Today would have been the first Monday of New York City’s congestion pricing plan. Before it was halted by Gov. Kathy Hochul, the plan was designed to rein in some of the nation’s worst traffic while raising a billion dollars for the subway every year, one toll at a time.

A year’s worth of tolls is hard to picture. But what about a day’s worth? What about an hour’s?

To understand how the plan could have worked, we went to the edges of the tolling zone during the first rush hour that the fees would have kicked in.

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Here’s what we saw:

Video by Noah Throop/The New York Times; animation by Ruru Kuo/The New York Times

You probably wouldn’t have seen every one of those cars if the program had been allowed to proceed. That’s because officials said the fees would have discouraged some drivers from crossing into the tolled zone, leading to an estimated 17 percent reduction in traffic. (It’s also Monday on a holiday week.)

The above video was just at one crossing point, on Lexington Avenue. We sent 27 people to count vehicles manually at four bridges, four tunnels and nine streets where cars entered the business district. In total, we counted 22,252 cars, trucks, motorcycles and buses between 8 a.m. and 9 a.m. on Monday.

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We wanted to see how the dense flow of traffic into the central business district would have generated money in real time.

Though we can’t know that dollar amount precisely, we can hazard a guess. Congestion pricing was commonly referred to as a $15-per-car toll, but it wasn’t so simple. There were going to be smaller fees for taxi trips, credits for the tunnels, heftier charges for trucks and buses, and a number of exemptions.

To try to account for all that fee variance, we used estimates from the firm Replica, which models traffic data, on who enters the business district, as well as records from the Metropolitan Transportation Authority and city agencies. We also made a few assumptions where data wasn’t available. We then came up with a ballpark figure for how much the city might have generated in an hour at those toll points.

The total? About $200,000 in tolls for that hour.

Note: The Trinity Place exit from the Brooklyn-Battery Tunnel, which would have been tolled, is closed at this hour.

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It’s far from a perfect guess. Our vehicle total is definitely an undercount: We counted only the major entrances — bridges, tunnels and 60th Street — which means we missed all the cars that entered the zone by exiting the Franklin D. Roosevelt Drive or the West Side Highway.

And our translation into a dollar number is rough. Among many other choices we had to make, we assumed all drivers had E-ZPass — saving them a big surcharge — and we couldn’t distinguish between transit buses and charter buses, so we gave all buses an exemption.

But it does give you a rough sense of scale: It’s a lot of cars, and a lot of money. Over the course of a typical day, hundreds of thousands of vehicles stream into the Manhattan central business district through various crossings.

Trips into tolling district, per Replica estimates

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Queens-Midtown Tunnel 50,600
Lincoln Tunnel 49,200
Williamsburg Bridge 27,900
Manhattan Bridge 24,000
Brooklyn-Battery Tunnel 23,100
Queensboro Bridge 21,700
Brooklyn Bridge 17,100
Holland Tunnel 15,400
All other entrances 118,000
Total 347,000

Note: Data counts estimated entrances on a weekday in spring 2023. Source: Replica.

The tolling infrastructure that was installed for the program cost roughly half a billion dollars.

The M.T.A. had planned to use the congestion pricing revenue estimates to secure $15 billion in financing for subway upgrades. Many of those improvement plans have now been suspended.

Methodology

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We stationed as many as five counters at some bridges and tunnels to ensure that we counted only cars that directly entered the tolling zone, not those that would have continued onto non-tolled routes.

Our count also excluded certain exempt vehicles like emergency vehicles.

We used estimates of the traffic into the district to make a best guess at how many of each kind of vehicle entered the zone. Most of our estimates came from the traffic data firm Replica, which uses a variety of data sources, including phone location, credit card and census data, to model transportation patterns. Replica estimated that around 58 percent of trips into the central business district on a weekday in spring 2023 were made by private vehicles, 35 percent by taxis or other for-hire vehicles (Uber and Lyft) and the remainder by commercial vehicles.

We also used data on trucks, buses, for-hire vehicles and motorcycles from the M.T.A., the Taxi and Limousine Commission and the Department of Transportation.

For simplicity, we assumed all vehicles would be equally likely to enter the zone from 8 a.m. to 9 a.m. as they would be in any other hour. We could not account for the other trips that a for-hire vehicle might make once within the tolled zone, only the initial crossing. And we did not include the discount to drivers who make under $50,000, because it would kick in only after 10 trips in a calendar month.

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Transcript of Trump Manhattan Trial, May 30, 2024

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Transcript of Trump Manhattan Trial, May 30, 2024

-
Jury Deliberation Re-charge
SUPREME COURT OF THE STATE OF NEW YORK
COUNTY OF NEW YORK CRIMINAL TERM
-
-
PART: 59
Χ
THE PEOPLE OF THE STATE OF NEW YORK,
-against-
DONALD J. TRUMP,
DEFENDANT.
BEFORE:
Indict. No.
71543-2023
CHARGE
4909
FALSIFYING BUSINESS
RECORDS 1ST DEGREE
JURY TRIAL
100 Centre Street
New York, New York 10013
May 30, 2024
HONORABLE JUAN M. MERCHAN
JUSTICE OF THE SUPREME COURT
APPEARANCES:
FOR THE PEOPLE:
ALVIN BRAGG, JR., ESQ.
DISTRICT ATTORNEY, NEW YORK COUNTY
One Hogan Place
New York, New York 10013
BY:
JOSHUA STEINGLASS, ESQ.
MATTHEW COLANGELO,
ESQ.
SUSAN HOFFINGER, ESQ.
CHRISTOPHER CONROY, ESQ.
BECKY MANGOLD, ESQ.
KATHERINE ELLIS, ESQ.
Assistant District Attorneys
BLANCHE LAW
BY:
TODD BLANCHE, ESQ.
EMIL BOVE, ESQ.
KENDRA WHARTON, ESQ.
NECHELES LAW, LLP
BY: SUSAN NECHELES, ESQ.
GEDALIA STERN, ESQ.
Attorneys for the Defendant
SUSAN PEARCE-BATES, RPR, CSR, RSA
Principal Court Reporter
LAURIE EISENBERG, RPR, CSR
LISA KRAMSKY
THERESA MAGNICCARI
Senior Court Reporters
Susan Pearce-Bates, RPR, CCR, RSA
Principal Court Reporter

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New York

Transcript of Trump Manhattan Trial, May 29, 2024

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Transcript of Trump Manhattan Trial, May 29, 2024

SUPREME COURT OF THE STATE OF NEW YORK
COUNTY OF NEW YORK CRIMINAL TERM
-
THE PEOPLE OF THE STATE OF NEW YORK,
PART: 59
Indict. No.
71543-2023
CHARGE
-against-
DONALD J. TRUMP,
DEFENDANT.
BEFORE:
4815
FALSIFYING BUSINESS
RECORDS 1ST DEGREE
JURY TRIAL
X
100 Centre Street
New York, New York 10013
May 29, 2024
HONORABLE JUAN M. MERCHAN
JUSTICE OF THE SUPREME COURT
APPEARANCES:
FOR THE
PEOPLE:
ALVIN BRAGG, JR.,
ESQ.
DISTRICT ATTORNEY, NEW YORK COUNTY
One Hogan Place
New York, New York 10013
BY:
JOSHUA STEINGLASS, ESQ.
MATTHEW COLANGELO,
ESQ.
SUSAN HOFFINGER, ESQ.
CHRISTOPHER CONROY, ESQ.
BECKY MANGOLD, ESQ.
KATHERINE ELLIS, ESQ.
Assistant District Attorneys
BLANCHE LAW
BY:
TODD BLANCHE, ESQ.
EMIL BOVE, ESQ.
KENDRA WHARTON, ESQ.
NECHELES LAW, LLP
BY: SUSAN NECHELES, ESQ.
Attorneys for the Defendant
SUSAN PEARCE-BATES, RPR, CSR, RSA
Principal Court Reporter
LAURIE EISENBERG, RPR, CSR
LISA KRAMSKY
THERESA MAGNICCARI
Senior Court Reporters
Susan Pearce-Bates,
RPR, CCR, RSA
Principal Court Reporter

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