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Climate Projections over North America in the Coming Decades

Please join us for a free lec­ture for the grad­u­ate level and above sci­en­tific com­mu­nity on the Sci­ence of Cli­mate. Due to lim­ited seat­ing, tick­ets are required and will be avail­able online on a first come, first served basis through Eventbrite.

*Reg­is­tra­tion is required; click here to reg­is­ter!

Abstract

Earth’s cli­mate tra­jec­tory over the next few decades will be influ­enced both by human-induced cli­mate change and by inter­nally gen­er­ated vari­abil­ity in the cli­mate sys­tem. This lec­ture high­lights the sub­stan­tial con­tri­bu­tion of inter­nal vari­abil­ity to pro­jected cli­mate trends over North Amer­ica in the next 50 years.

About the Speaker

Clara Deser, Ph.D. is the head of the Cli­mate Analy­sis Sec­tion within the Cli­mate and Global Dynam­ics Divi­sion at NCAR. Her research inter­ests include diag­nos­tic analy­sis of observed cli­mate vari­abil­ity in the cou­pled atmosphere-ocean-ice sys­tem, as well as future cli­mate change. She is also a co-chair of the CESM Cli­mate Vari­abil­ity and Change Work­ing Group.

Sched­ule

Tea – 4:00p

Lec­ture – 4:30–5:30p

Q & A – 5:30p

Water: Climate’s Great Orchestrator

Please join us for a free lec­ture for the grad­u­ate level and above sci­en­tific com­mu­nity on the Sci­ence of Cli­mate. Due to lim­ited seat­ing, tick­ets are required and will be avail­able online on a first come, first served basis through Eventbrite.  Inquiries: lectures@​simonsfoundation.​org.

*Reg­is­tra­tion required; click here to reg­is­ter!

Abstract

The mighty water mol­e­cule, with its vora­cious appetite for infrared radi­a­tion, is respon­si­ble for much of what we know about cli­mate and cli­mate change, and even more of what we don’t know. Trapped for most of its life in large sur­face reser­voirs, every few thou­sand years it escapes to the atmos­phere for a short sojourn of a lit­tle over a week, dur­ing which it helps to cre­ate, quite lit­er­ally, the world as we know it.

About the Speaker

Bjorn B. Stevens, Ph.D. leads the depart­ment “The Atmos­phere in the Earth Sys­tem” as well as the Inter­na­tional Max Planck Research School on Earth Sys­tem Mod­el­ling at the Max Planck Insti­tute for Meteorology.

Prof. Stevens has pub­lished ground-breaking research papers deal­ing with the the­ory, mod­el­ling and obser­va­tion of “low” clouds, which is one of the most impor­tant prob­lems in mete­o­rol­ogy and cli­mate research.

Sched­ule

Tea – 4:00p

Lec­ture – 4:30–5:30p

Q & A – 5:30p
Loca­tion

Ger­ald D. Fis­chbach Audi­to­rium
Simons Foun­da­tion
160 Fifth Avenue, 2nd Floor
(Entrance on 21st Street)
New York, NY 10010

A survey on extreme weather for every New York City resident

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We offer a new sur­vey to City Atlas read­ers to help guide policy-making in New York City. As described by the sur­vey designers:

“Study on: Impacts of extreme weather events on dif­fer­ent social groups in New York City -  Please par­tic­i­pate in an oppor­tu­nity to inform pol­icy mak­ing in your city.

The fol­low­ing link takes you to an online ques­tion­naire that lasts between 20 to 30 min­utes, depend­ing on answers that you give through­out the questionnaire.

Thank you for con­tribut­ing to our impor­tant study ‘Impacts of extreme weather events on dif­fer­ent social groups in New York City’ devel­oped by The Cen­ter for Research on Envi­ron­men­tal Deci­sions (CRED), Earth Insti­tute, Colum­bia University.

The impor­tance of this research has never been more evi­dent given recent events with Hur­ri­cane Sandy and its impacts on New York and sur­round­ing areas. How­ever, we are not only inves­ti­gat­ing impacts of storms, but also other extreme weather events such as heat waves.

Extreme weather events impact dif­fer­ent socioe­co­nomic groups in dif­fer­ent ways. Our project seeks to under­stand specif­i­cally how dif­fer­ent income groups expe­ri­ence weather events such as heat waves and strong rainstorms.

We will hap­pily share the results of the sur­vey once it is com­pleted and fully ana­lyzed, which will roughly take until the end of the year. The study ana­lyzes indi­vid­ual expe­ri­ences and bur­den of impacts of strong rain­storms and heat waves, com­pares expe­ri­ences across the 5 bor­ough area, and sug­gests most effi­cient adap­ta­tion options in dif­fer­ent parts of NYC.

We thank you very much again for your sup­port in this impor­tant ini­tia­tive!
Dr. Diana Reckien.

Prof. David Krantz, Direc­tor, Cen­ter for Research on Envi­ron­men­tal Deci­sions, Earth Insti­tute, Colum­bia University.”

 ___

Note on the sur­vey from par­tic­i­pants at City Atlas: we found on aver­age it took about 15 – 20 min­utes to com­plete, and pro­vided an inter­est­ing oppor­tu­nity for reflec­tion on recent events, their after­math, and the future in the city.

 

 

 

A New Alignment:” the secret success story of regional rail

(Rendering: Transportation Nation)

(Ren­der­ing: Trans­porta­tion Nation)

Last week, the Met­ro­pol­i­tan Pol­icy Pro­gram at the Brook­ings Insti­tute released a report on the state of Amtrak and the Amer­i­can rail­way sys­tem. The report, enti­tled “A New Align­ment: Strength­en­ing America’s Com­mit­ment to Pas­sen­ger Rail,” reveals the impor­tance of trains to the tran­sit needs of the every­day Amer­i­can traveler.

Because of its poor pub­lic image and mas­sive deficits, Amtrak is often dis­re­garded as a his­tor­i­cal arti­fact, inef­fi­cient and inef­fec­tive for the mod­ern pas­sen­ger. With deficits exceed­ing $600 million–a cost that goes straight to the taxpayer–politicians have ques­tioned the value of America’s train sys­tem and have strug­gled to find ways of fund­ing it. To say the least, trains are not at the top of the national dis­course on pub­lic transportation.

The Brook­ings report, “A New Align­ment,” is extremely valu­able for uncov­er­ing Amtrak’s promis­ing suc­cesses from the midst of the neg­a­tives. Sur­pris­ingly, train travel has increased in pop­u­lar­ity more than any other mode of domes­tic trans­porta­tion, out­pac­ing both avi­a­tion and auto­mo­biles; in 2011, Amtrak reached an all-time record of 31 mil­lion pas­sen­gers. While most of Amtrak’s trains are exor­bi­tantly expen­sive to run and man­age, there are routes that make money, espe­cially in the area sur­round­ing New York City. The star exam­ples are the Acela and the North­east Regional routes, which gen­er­ated over $200 mil­lion of Amtrak’s income and account for 17.4% of Amtrak’s ridership.

(Chart: Brookings Report)

(Chart: Brook­ings Report)

The sta­tis­tics for New York’s regional rail­ways are impres­sive. In 2011, New York had about 10,855,647 rid­ers on its regional tran­sit sys­tem, which is an increase of 22.9% since 1997, out­pac­ing both the rate of pop­u­la­tion growth (which was 10.6%) and the rise in eco­nomic out­put. Although none are quite as exem­plary, most regions demon­strate sim­i­lar pat­terns. Routes that were less than 400 miles gen­er­ated $46.6 mil­lion while the routes that were longer than 400 miles lost $613 mil­lion. This may be because the routes under 400 miles carry 83% of Amtrak’s pas­sen­gers or because shorter routes require less maintenance.

The Brook­ings report demon­strates an impor­tant change in the way that Amer­i­cans use train travel, in our under­stand­ing of how tran­sit sys­tems should func­tion, how dif­fer­ent sys­tems should work with one another, and how they should be devel­oped in the future. The pat­terns also demon­strate the ways in which the orga­ni­za­tion of the con­tem­po­rary Amer­i­can land­scape has changed. It is no longer a series of dis­tinct met­ro­pol­i­tan cen­ters sur­rounded with rings of sub­urbs. Instead, we have a fab­ric of cities and sub­urbs with areas of increased or lesser den­sity that con­tin­ues more or less unin­ter­rupted across vast por­tions of the land­scape. Devel­op­ment extends across city and state lines, and as such, trans­porta­tion can no longer be con­ceived as inde­pen­dent met­ro­pol­i­tan systems.

Trains are an incred­i­bly sus­tain­able mode of trans­porta­tion. On a per-mile, per-passenger basis, trains pro­duce less than half the emis­sions of a car or a plane. Of course, a pas­sen­ger will choose his mode of tran­sit based on the con­ve­nience and the price, which means the next step in inno­vat­ing a national func­tional rail sys­tem that will make train travel the pre­ferred mode–at least for trips of a cer­tain length. A sys­tem upgraded to high speed rail could poten­tially con­vince con­sumers to not drive or fly on many mid-length routes, mas­sively reduc­ing emis­sions, con­ges­tion, and smog. For city-center to city-center busi­ness travel, rail has a nat­ural effi­ciency advan­tage over com­muter jets, as it doesn’t require the trip in from an out­ly­ing airport.

Taken for granted in Europe and Asia, high speed rail sys­tems are con­spic­u­ously absent from America’s tran­sit plans. Amtrak’s exist­ing trains that run on north­east­ern lines do have the capa­bil­ity of run­ning at high speeds (up to 160 mph), but aver­age only 81.8 mph due to con­ges­tion and track cur­va­ture. The capac­ity to run these trains at full speed thus requires a major invest­ment in infrastructure.

(Map: US High Speed Rail Association)

(Map: US High Speed Rail Association)

California’s high speed rail pro­posal, a con­nec­tion that would link north­ern and south­ern Cal­i­for­nia and would com­ple­ment the exist­ing regional sys­tem, has the momen­tum, polit­i­cal will, and, most impor­tantly, fund­ing, to be real­ized within the next few decades. The envi­ron­men­tal ben­e­fits are also remarkable–if the elec­tric trains are pow­ered by a renew­able source of energy, the sys­tem has the poten­tial to be car­bon neu­tral, and, con­sid­er­ing the cars it would take off the road, would over­all reduce emis­sions and raise air qual­ity in Cal­i­for­nia. Once com­pleted, California’s high speed rail will be an impor­tant case-study for the devel­op­ment of other high speed rail net­works across the United States.

The New York region could eas­ily ben­e­fit from a high speed sys­tem. If installed between New York and Wash­ing­ton DC, the trip could be reduced to 94 minutes.

If you are inter­ested in learn­ing more about the state of Amtrak, check out the com­plete Brook­ings Report and the attached inter­ac­tive graphic that helps to elu­ci­date the prob­lems and suc­cess of the Amer­i­can rail system.

Divesting from Fossil Fuels: A Conversation with Bill McKibben and NYC Students

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From the group’s face­book page:

Cli­mate change is the great moral issue since apartheid, and we need the same kind of tools to bring it to people’s atten­tion.” – Desmond Tutu

America’s col­leges and uni­ver­si­ties pre­pare the nation’s young peo­ple for their future. Yet those same insti­tu­tions invest in the fos­sil fuel com­pa­nies that are prof­it­ing enor­mously from the car­bon that’s going to wreck the cli­mate. Bill McK­ibben, founder of 350​.org, hopes that together we can break the stran­gle­hold the fos­sil fuel indus­try has over our democ­racy and our econ­omy. Thou­sands of stu­dents are build­ing a national move­ment demand­ing that uni­ver­sity endow­ments divest from the fos­sil fuel industry.

The event will fea­ture a talk about divest­ment by cli­mate change author and activist Bill McK­ibben fol­lowed by an open con­ver­sa­tion with a panel of NYC stu­dent lead­ers. Join us in a unique oppor­tu­nity to fur­ther explore why and how we should move our insti­tu­tions for­ward to divest from fos­sil fuels. Musi­cal guest Kevin Fitzger­ald Burke will per­form his inspired piece “Wan­drin’ the Gasland”.

The event will be held at the Cooper Union Great Hall at 7 East 7th Street. The event is free and open to the pub­lic. Please RSVP to the event by fill­ing out this form: http://​bit​.ly/​1​0​H​g​ZKI. The event will also be streamed online at Yes​Di​vest​.com.

 

Uptown Climate Change Conference

Screen Shot 2013-01-25 at 6.01.27 PM

A sci­en­tist, an envi­ron­men­tal­ist and a radio talk show host will mull over the ques­tion: is Hur­ri­cane Sandy the new nor­mal? They will talk about cli­mate change and how it affects NYC and the world.

Speak­ers are Dr. Alle­gra LeGrande of the NASA God­dard Insti­tute for Space Stud­ies, Ted Glick of Chesa­peake Cli­mate Action Net­work and Ken Gale of WBAI’s “Eco-Logic.”

This event is spon­sored by North Man­hat­tan Neigh­bors for Peace and Jus­tice, Sen­a­tor Adri­ano Espail­lat, City Coun­cil Mem­bers Yda­nis Rodriquez and Robert Jack­son, Com­mu­nity Board 12, WE ACT for Envi­ron­men­tal Jus­tice and others.

Image: from flyer

A global movement forms to facilitate sharing

 

On the heels of the UN cli­mate talks in Doha, fac­ing a chal­lenge beau­ti­fully sum­ma­rized in this graphic by David McCan­d­less, it is easy to feel the empha­sis on ‘doing less’ in order to emit less CO2. The idea of ‘less’ is espe­cially com­pelling in the West­ern half of the world, where fully devel­oped indus­trial economies have pro­duced the lion’s share of CO2 now scram­bling the weather.

At the same time, a move­ment of inven­tive thinkers are devel­op­ing the means to do ‘more’ in life, and do it more effi­ciently. Make more con­nec­tions, be more pro­duc­tive, get bet­ter results, and do it in a frame­work that can enrich the future for suc­ceed­ing gen­er­a­tions. The key effi­cient step is shar­ing and col­lab­o­ra­tion, and tonight at the WNYC Jerome L. Greene space, cleanec​nyc​.org is host­ing a talk on col­lab­o­ra­tive con­sump­tion, to dis­cuss just that. The panel includes speak­ers from future-oriented busi­nesses Krrb, Weeels, Bright Farms, and SolarCity. The mod­er­a­tor is Brian Mer­chant, edi­tor of the VICE spin-off Moth­er­board, and the hosts are Solar One and NYU-Poly. The panel starts at 7 PM, doors open at 6:30, tick­ets are $25 online here, with some avail­able at the door. The talk will also be livestreamed.

Other notable shar­ing ini­tia­tives include the New York arts-oriented barter net­work Our​Goods​.org, and their grow­ing barter-for-learning project Trade School, an idea now spread­ing to more than a dozen cities around the world.

Which means you get to hear the Trade School con­cept explained with a charm­ing Glaswe­gian accent, in this video:

 

 

 

Revisiting the Rising Currents solutions: creating buffer zones for the city

As a series of posts on City Atlas have shown, the storm that swamped New York on Octo­ber 29th pushed cli­mate change onto the national agenda in a way that no other weather event has.

You can’t say any one sin­gle event is reflec­tive of cli­mate change,” William Solecki, the co-chairman of the New York City Panel on Cli­mate Change (and adviser to City Atlas), “But it’s illus­tra­tive of the con­di­tions and events and sce­nar­ios that we expect with cli­mate change.” (NYT, 10/31/12)

In fact, a NY Times pro­file of Dr. Solecki, writ­ten a decade ear­lier, opened with these pre­scient details –

SITTING on Bill Solecki’s desk at Mont­clair State Uni­ver­sity was a study out­lin­ing the prob­a­ble effects of global warm­ing toward the end of the cen­tury: more fre­quent severe win­ter storms, send­ing flood­wa­ters surg­ing into such places as Jer­sey City and entrances to the Hud­son River tunnels.”

Cli­mate change adds mois­ture to the atmos­phere, which sug­gests that more fre­quent and more exten­sive coastal flood­ing is in store for the New York area, what­ever the strength of any oncom­ing storms. Other fac­tors behind our region’s changes include warmer oceans, which add energy to trop­i­cal storms, and a dimin­ished jet stream that may make the path of those storms dif­fer­ent that they were in the past.

Image: PlaNYC

Dr. Solecki, and his part­ner in chair­ing the New York City Panel on Cli­mate Change (NPCC), Dr. Cyn­thia Rosen­zweig, shared their thoughts on a panel in the New York Times on whether, and how, the city should pro­tect itself:

Now that New York has expe­ri­enced dev­as­tat­ing coastal flood­ing, how can we recover and rebuild in a way that will enable infra­struc­tural resilience to inevitable future storms, while min­i­miz­ing a loss of life and liveli­hoods? Both ‘hard’ engi­neer­ing inter­ven­tions – like sea walls and inno­v­a­tive sub­way and tun­nel clos­ings – and ‘soft’ approaches – like recon­structed wet­lands and smart designs for coastal com­mu­ni­ties – are needed.”

Image: MoMA

The idea of a ‘hard’ and ‘soft’ approach reawak­ens a forward-looking exhi­bi­tion called Ris­ing Cur­rents: Projects for a New York’s Water­front that addresses this urgent ques­tion. It was col­lab­o­ra­tively orga­nized by the Museum of Mod­ern Art and P.S.1 con­tem­po­rary art cen­ter in 2010. Five mul­ti­dis­ci­pli­nary teams of archi­tects, land­scape archi­tects, engi­neers, ecol­o­gists, and artists were chal­lenged to re-envision areas of coast­lines around the city; and this arti­cle is par­tic­u­larly focus­ing on lower Man­hat­tan, which is Zone 0, the New Urban Ground. Here is a brief rein­tro­duc­tion to this inno­v­a­tive think­ing about the future of the city.

Image: MoMa

 

1. Back­ground

New York has the longest urban water­front on Earth, with 500 miles. If sea level con­tin­ues to rise, a huge expanse of coastal land would be inun­dated. Recent stud­ies on cli­mate change con­tinue to pro­duce more alarm­ing fig­ures, as ris­ing seas cre­ate a higher base­line for future storm surges. The pro­jected sea-level rise by 2080 is 2 feet, under nor­mal con­di­tions; in a Rapid Ice Melt Sce­nario, the rise in sea level would be dou­bled, accord­ing to “Cli­mate Change Adap­ta­tion in New York City: Build­ing a Risk Man­age­ment Response,” the 2010 report pre­pared for the city by the NPCC.

Image: MoMA

Beyond sea level rise, there would also be more fre­quent and vio­lent rain­storms that fur­ther put the city in dan­ger of inun­da­tion.  Man­hat­tan used to have marshy edges, but those have been grad­u­ally erased since 1600s, when Dutch colonists built docks to facil­i­tate trade, for­ti­fi­ca­tions to pre­vent attack, and sea­walls to pro­tect the grow­ing city from its watery life­line. To make mat­ters worse, cur­rent sea­walls will not be able to with­stand the pre­dicted storm surge level.

2. Prospec­tive Plan

Com­bin­ing soft and hard solu­tions, New Urban Ground is a new par­a­digm for city infra­struc­ture in Lower Man­hat­tan. Nor­mally, the city is crowded with mass con­crete with dark sur­faces that absorbs heat and gen­er­ate urban heat-island effect. In the plan, the area is paved with a mesh of cast con­crete and plants selected for their tol­er­ance to pol­lu­tion and salt­wa­ter. These porous green streets act as a sponge for rain­wa­ter in a new organic sys­tem designed to respond resiliently to daily tidal flows and occa­sional storm surges

Image: Ris­ing Currents

i)                    Coast­line

New Urban Ground cuts into the island and cre­ated urban estu­ar­ies; includ­ing upland parks, fresh­wa­ter wet­lands and salt­wa­ter marshes, which make the shore­line a new, con­tin­u­ous ecosys­tem. The urban estu­ar­ies sup­port­ing salt­wa­ter and fresh­wa­ter wet­lands alter­nate with areas zoned for devel­op­ment, cre­at­ing a bal­ance between eco­nomic and eco­log­i­cal sus­tain­abil­ity. Streets within the storm-surge flood zone are engi­neered for 3 dif­fer­ent water-carrying capac­i­ties: absorp­tion (Level 1), dis­tri­b­u­tion (Level 2), and reten­tion (Level 3). In south­ern­most tip of Man­hat­tan, there is the Bat­tery Break­wa­ter which is a field of islands, con­structed of sediment-filled geo­t­ex­tile tubes and designed to mod­er­ate the forces of storm surges, in which located in a shal­low salt­wa­ter marsh. The East side of lower Man­hat­tan is extended with land­fill by one block to cre­ate an esker, or ridge, par­al­lel to the shore­line, as well as a park and a salt­wa­ter marsh. A lin­ear for­est below street level runs along the East River to Brook­lyn Bridge, pro­vid­ing a defense from storm surges.

Image: Ris­ing Currents

Con­sider the urban estu­ar­ies, at North Moore Street, a salt­wa­ter marsh mit­i­gates the force of incom­ing water in the event of a storm surge because it is a Level 2 street designed to carry runoff and storm surge flood­ing off the land and out into the har­bor. At Lib­erty Street, the steep bathym­e­try of the har­bor neces­si­ties cuts into the urban land­mass to cre­ate shal­low water. Shal­lows sup­port the plant and ani­mal ecosys­tems that ame­lio­rate the impact of upland runoff. A series of ele­vated walk­ways cre­ates a plat­form for recre­ation, allow­ing peo­ple to occupy the estu­ary with­out dis­rup­tion the nat­ural habi­tat. The urban edge is raised accord­ing to the heights of tide. There are also fea­tures like Water­shed parks, ferry stop, boat basin, and blue/green roofs that hold water and release it grad­u­ally into the streets. Much of the area is trans­formed into a net­work if green spaces as auto­mo­biles give way to mass tran­sit. This type of Level 2 Street absorbs rain­fall and dis­trib­utes it to local plant­i­ngs and wet­lands. There are even pile-supported walk­ways con­nect to the city streets called trans­verse, and struc­tured salt­wa­ter marsh threads though the city block, pro­vid­ing con­ti­nu­ity in the har­bor ecosys­tem and a diverse urban experience.

Image: Ris­ing Currents

ii)                  Infra­struc­ture, Roads and Transportation

West Street is recon­structed and renamed West­ern Park­way. Much of its width is given over to green space, a light-rail tran­sit loop, pedes­trian walk­ways, and bike paths. Water Street is a level 3 street which runs par­al­lel to the shore­line. It is designed to hold storm-surge vol­ume and drain back to the har­bor. The Plants in these zones are selected for their capac­ity to with­stand higher lev­els of salin­ity due to inun­da­tion from storm surges. Coen­ties Slip pro­vides a first line of defense against a storm surge.

Image: Ris­ing Currents

In Broad­way and Hanover Square, the pub­lic and pri­vate util­ity infra­struc­ture is housed in acces­si­ble water­proof vaults beneath side­walk, in which the vaults con­sist of pri­vate util­i­ties (dry sys­tem, like elec­tric­ity and telecom­mu­ni­ca­tions) and pub­lic util­i­ties (wet sys­tems such as water, gas, and sewers)

Image: Ris­ing Currents

The exhi­bi­tion demon­strates great exam­ples in con­struct­ing a flood-tolerant city with both hard and soft approaches. I believe we can make this city more sustainable.

“I’m hope­ful that not only will we rebuild this city and met­ro­pol­i­tan area but we use this as an oppor­tu­nity to build it back smarter. There has been a series of extreme weather inci­dents. That is not a polit­i­cal state­ment; that is a fac­tual state­ment. Any­one who says there’s not a change in weather pat­terns I think is deny­ing real­ity… We have a new real­ity when it comes to these weather pat­terns; we have an old infra­struc­ture, and we have old sys­tems, and that is not a good com­bi­na­tion. That’s one of the lessons that I am going to take from this, personally.”

–Gov­er­nor Cuomo, Octo­ber 30, 2012

More infor­ma­tion can be found in arti­cles at Archi­tec­tural Record, Metrop­o­lis Mag., and Art­info.

Put sustainable city development on the national agenda

After Hur­ri­cane Sandy dev­as­tated New York City and regions along the East Coast, you may have read about the link between global warm­ing and extreme weather pat­terns. How­ever, dis­cus­sions about sus­tain­able city devel­op­ment and urban pol­icy are still miss­ing from the fed­eral agenda.

Forward-looking urban plan­ning plays a cru­cial role in grow­ing a healthy and com­pet­i­tive national econ­omy. This is a fact, and Hur­ri­cane Sandy has accen­tu­ated it. Econ­o­mists from Moody’s Ana­lyt­ics esti­mated that the super-storm would inflict $20 bil­lion in loss of eco­nomic activ­i­ties. New York City, in par­tic­u­lar, will suf­fer the heav­i­est blow which accounts to $12 bil­lion, or 60% of the losses.  The total esti­mated cost was $50 bil­lion; about $30 bil­lion for prop­erty dam­age and $20 bil­lion for the loss of eco­nomic activities.

Imag­ine the impact if busi­nesses were forced to shut down for months in New York City.

To pay for the dam­age, New York City will uti­lize both fed­eral dis­as­ter relief fund and rev­enues gen­er­ated from its high-tax rates. As Mayor Bloomberg stated in a press con­fer­ence: “New York City taxes itself and spends the money to pro­tect us and to have the ser­vices that will keep us going. And I know of no other city that does that.” When the worst sce­nario hap­pens, the Mayor doesn’t plan on rely­ing on the fed­eral and state resources. His point not only empha­sizes self-reliance, but also high­lights the fear that polit­i­cal grid­locks will likely pro­long rebuild­ing efforts. Indeed, the New York Times arti­cle “Fed­eral Relief Costs Likely to Be Big, and Con­tested illus­trates such fears.

Even New York City, which is one of the rich­est cities in the world, can­not pay for all the nec­es­sary devel­op­ment on its own. Jonathan Rose, real estate devel­oper and mem­ber of the MTA Blue Rib­bon Com­mis­sion on Sus­tain­abil­ity and Cli­mate Change, wrote that “Sandy under­scored our need to invest in the plan­ning and recon­struc­tion of our sub­ways, trains, tun­nels, and bridges to make them more resilient—but to do so will take money, lots of it. And our cities and states don’t have it.”

We need to put urban pol­icy onto the national agenda. Cities and states will need money from the fed­eral gov­ern­ment in order to build crit­i­cal, resilient infra­struc­ture. This is vital invest­ment, and the nation has rea­sons to care about it. If the destruc­tion of Hur­ri­cane Sandy can drag down 0.6 per­cent of eco­nomic growth, the next storm (they are appear­ing more fre­quently and get­ting more severe) will post severe threats to freight deliv­ery, travel, retail, and sub­se­quently reduce trade, the demand of man­u­fac­tur­ing, and spend­ing from the hourly work­ers who who did not get paid dur­ing the storm. All the losses of eco­nomic activ­ity do not just affect a few cities, or states; in this exam­ple, and in today’s inter­con­nected econ­omy, the dis­rup­tion of cities have imme­di­ate national consequences.

Fur­ther­more, the fed­eral gov­ern­ment should look beyond hur­ri­cane recov­ery, or the short-term goal of using dis­as­ter relief funds to ini­ti­ate cleanup efforts. In terms of long-term objec­tives, the fed­eral gov­ern­ment should focus on estab­lish­ing effec­tive urban pol­icy that rebuilds resilient local com­mu­ni­ties, ensures the vibrant econ­omy and long-term sus­tain­abil­ity of the cities. And that will include the top­ics of cli­mate change, dis­as­ter pre­pared­ness, mass trans­porta­tion, edu­ca­tion, poverty alle­vi­a­tionafford­able hous­ing, and more.

Stigma is the biggest bar­rier. Dur­ing the 2012 MAS Sum­mit, the panel titled “Elec­tion 2012 and What’s at Stake: The Fed­eral Gov­ern­ment and the Future of New York City” pointed out that urban pol­icy was not a pri­or­ity in the pres­i­den­tial elec­tion, which showed that can­di­dates were unwill­ing to asso­ciate them­selves with issues such as poverty, or spend­ing for infra­struc­tures.  How­ever, these issues will only get worse if the fed­eral gov­ern­ment doesn’t grant enough fund­ing to address them. Indeed, Man­hat­tan Bor­ough Pres­i­dent Scott Stringer said in the MAS Sum­mit that “the fed­eral gov­ern­ment has no plan for urban cen­ters… the next NYC mayor will need to fig­ure out how to get resources from the gov­ern­ment and find ways to gen­er­ate rev­enues.” With lim­ited fund­ing, engi­neer­ing solu­tions like sea bar­ri­ers remain day­dreams. Even smaller inter­ven­tions, like inflat­able plugs to pro­tect the tun­nels, are a new cost for a very green tran­sit sys­tem that is strapped for cash.

Since cities can directly impact the gains and losses of the nation, the fed­eral gov­ern­ment should start con­sid­er­ing resilient city devel­op­ment as an invest­ment, not a cost.

And no one city can com­pletely pay for them­selves in mak­ing the trans­for­ma­tion, not even New York City.

The fis­cal chal­lenge is an issue, but the fed­eral gov­ern­ment should fos­ter a coop­er­a­tive inter-agency approach and take steps to estab­lish guide­lines for sus­tain­able and com­pet­i­tive city devel­op­ments. This is not a sug­ges­tion to enlarge the fed­eral gov­ern­ment. Gov­ern­ment at the national level can­not pos­si­bly plan for all the diverse cul­tures and val­ues that exist in all local com­mu­ni­ties. For exam­ple, no entity except the com­mu­ni­ties in New Jer­sey can decide whether Gov­er­nor Chris Christie should rebuild Jer­sey Shore the way it was before Hur­ri­cane Sandy, or com­pletely re-locate its coastal res­i­dents — although fed­eral pol­icy on flood insur­ance will loom as a fac­tor in those choices.

A national guide­line of city devel­op­ment nev­er­the­less should help dis­sem­i­nate infor­ma­tion of good urban prac­tices and coor­di­nate fund­ing allo­ca­tion processes among the fed­eral, state, and city agencies.

The truth is that U.S. sim­ply won’t be able to com­pete in the 21st Cen­tury with­out vital, cre­ative, well func­tion­ing cities, with resilient, mod­ern infra­struc­ture to face the new chal­lenges of a chang­ing cli­mate. As a result, cities and states will ben­e­fit from the com­mit­ment of the fed­eral gov­ern­ment and, in return, help strengthen the com­pet­i­tive­ness of our nation.

Photo: New York Times

Sandy volunteer info, day 8

Before the snow came in, the group Sandy Help worked to clear debris in the Rock­aways (Photo via Sheva Tauby)

The city has teamed with AirBnB so you can offer space in your home to dis­placed fel­low New York­ers by sign­ing up online.

NYC Ser­viceOccupy Sandy and other vol­un­teer groups (includ­ing Sandy Help, shown above, fea­tured early on in the NYT) con­tinue to pro­vide cru­cial sup­port to peo­ple in dis­tress, par­tic­u­larly by reach­ing home­bound elderly that remain with­out power or heat.

If you can spare the time to vol­un­teer in per­son this week or on the week­end, your help would be received with grat­i­tude. Build­ings along miles of beaches or water­front, in view of the Man­hat­tan sky­line, are in rough con­di­tion from the storm and loss of heat; because of the sec­ond storm, progress in get­ting ser­vices back has been delayed. Vol­un­teer groups have formed a bridge between the mil­lions of New York­ers and oth­ers around the coun­try who want to help with dona­tions and sup­port, and the tens of thou­sands of trapped res­i­dents along the waterfronts:

A vol­un­teer describes a trip to the Rock­aways. A more chal­leng­ing descrip­tion of Red Hook comes from the Daily News.

Bob Hardt of NY1 con­tin­ues his first per­son account.

596 Acres: “Here are today’s requests direct from peo­ple on the ground in the East­ern part of the Rock­away penin­sula, where power is still absent and the train won’t run for a long time. Note that there are spe­cific needs at some sites. GAS & oil for the gen­er­a­tors is a pri­or­ity. And 100′ exten­sion cords would allow the cre­ation of a warm­ing site in a church in Far Rock­away. We con­tinue to do our very best. We are so glad that you are doing your best too. Dress warm. Walk care­fully on the ice.” http://​596acres​.org/​e​n​/​n​e​w​s​/​r​o​c​k​a​w​a​y​-​c​u​r​r​e​n​t​-​n​e​e​ds/

Surfers con­tinue to respond.

A mega­l­ist of cur­rent infor­ma­tion, via a shared Google doc — this shows the scope of the cri­sis and also the scale of citizen-to-citizen response. (It’s big and may take a few sec­onds to load.)

Ways to help from your desktop:

Solar gen­er­a­tors: a way to leave the Rock­aways bet­ter, and more forward-thinking, than before. They are fundrais­ing here. (We can vouch for R. David Gibbs, the engi­neer on the right side of the photo — he’s a Pratt indus­trial design grad and a genius with solar and technology.)

Occupy Sandy’s Ama­zon gift reg­istry has been pop­u­lar. If you scour their online pres­ence, you can find images of their cen­tral loca­tions fill­ing and emp­ty­ing as goods pour in. And appar­ently they have made some unlikely allies, as even New York­ers that might not be recep­tive to their OWS ori­gins respect a team that gets stuff done. This is also the rare wed­ding gift reg­istry that is now ask­ing for gas cans to refill generators.

Sandy as a way to begin to change soci­ety, con­sid­ered by Tina Rosen­berg in the NYT.

 

Changing a city’s skin, changing a city’s mind

I am from Bogotá, Colom­bia. It was not till after three years of liv­ing in NYC that I found out that Bogotá is now con­sid­ered one of the best exam­ples of urban cli­mate lead­er­ship. What I wit­nessed around 10 years ago was the very encour­ag­ing vision of two may­ors in Bogotá. The first mayor was inter­ested in chang­ing the cit­i­zens’ behav­ior and men­tal­ity, and the sec­ond one was inter­ested in beau­ti­fy­ing the city.

The first one, a math­e­mati­cian, philoso­pher, and politi­cian by pro­fes­sion, cre­ated social cam­paigns to gen­er­ate “a global cit­i­zen­ship con­scious­ness,” tar­get­ing cit­i­zens liv­ing in the cap­i­tal, with ori­gins from all over the coun­try, and ide­al­iz­ing a greener city with fea­tures like bicy­cle paths. The other, an urban plan­ner, put some of these ideas into action: cit­i­zens noticed a more orga­nized, cleaner, and greener city with trees, bicy­cles, beau­ti­ful side­walks, parks, rivers, and lakes. These men, Antanas Mockus and Enrique Peñalosa,  had an incred­i­ble impact in mak­ing Bogotá a bet­ter place to live.

And maybe that is what is now is vis­i­ble in NYC, where indeed there seem to be more and more peo­ple con­cerned about the city. More cam­paigns encour­ag­ing cit­i­zens to recy­cle and to use paper bags instead of plas­tic ones. More peo­ple doing out­door events, exer­cis­ing, using pub­lic trans­porta­tion and bik­ing. Accord­ing to a sur­vey reported in the New York Times,  six years after the Bloomberg admin­is­tra­tion began adding 255 miles of bicy­cle lanes onto streets pre­vi­ously ded­i­cated to auto­mo­biles, New York­ers have grad­u­ally become accus­tomed to bicy­cle lanes. And even though bicy­cling still remains far from main­stream in New York City, what is true is that lanes are another option for greener trans­porta­tion. Accord­ing to Dr. Bar­rie Cas­sileth, in an inter­view fol­low­ing the NYT sur­vey, these bike lanes “will get rid of some of the pol­lu­tion from auto­mo­biles and reduce the amount of auto­mo­bile traf­fic” on NYC streets. Dr. Cas­sileth went on to note that bikes make for a cleaner, safer, more invit­ing, and health­ier city.

As Ricardo Mon­tezuma, one of the most renowned archi­tects from Colom­bia, affirms, “the great achievements…are the result of a new kind of gov­ern­ment cen­tered on issues rather than party pol­i­tics or ide­ol­ogy… Res­i­dents feel a new sense of own­er­ship, belong­ing, and pride in the city, that was vis­i­ble in the use of ‘ciclo-vía noc­turna’ (night ciclo-vía, a bicy­cling event on Bogotá’s bike paths), an evening in Decem­ber 2002 when more than 3 mil­lion peo­ple cel­e­brated in the streets.”

Here in NYC, Mayor Bloomberg has taken sig­nif­i­cant steps to lessen our envi­ron­men­tal impact. How­ever, he can’t revamp the city alone. The model that Bogotá has estab­lished can and should lead the world in the direc­tion of environmentally-friendly cities. Per­haps, as we try to cre­ate a greener city, we should be look­ing south to the efforts of the may­ors in Bogotá.

Check out the doc­u­men­tary CITIES ON SPEED – Bogotá Change for a closer exam­i­na­tion of the steps that Mockus and Peñalosa took to make Bogotá the envi­ron­men­tal leader city when they governed.

Pho­tos: Wiki­me­dia Com­mons (top) and TEDx (bottom)

Yo soy de Bogotá, Colom­bia. Sin embargo, no fue sino hasta después de tres años de vivir acá en NYC, que oí que Bogotá había sido con­sid­er­ada uno de los mejores ejem­p­los de ciu­dades urbana según el Cli­mate Lead­er­ship Broup.  Como muchas ciu­dadanos, lo que pude visu­alizar hace unos 10 años fue a un par de alcaldes vision­ar­ios optando por una mejor ciu­dad. El primero, se interesó por el cam­bio del com­por­tamiento y men­tal­i­dad de los ciu­dadanos, mien­tras que el segundo, se interesó por el embel­lec­imiento de la ciudad.

 

El primero, un matemático, filosofo y político de pro­fe­sión, creó cam­pañas sociales para generar una “con­cien­cia de ciu­dadano global” en los ciu­dadanos que vivían en la ciu­dad y que venían de todas partes del país. Les hablaba de una Bogotá más verde con ciclo-rutas. El otro, un urban­ista, con­siguió poner estas ideas en acciones. Los ciu­dadanos vimos una ciu­dad más orga­ni­zada, limpia y verde, con más arboles, bici­cle­tas, boni­tos andenes, par­ques, ríos y lagos. Estos dos hom­bres, Antanas Mockus y Enrique Peñalosa, tuvieron un gran impacto.

Y quizás es eso mismo, lo que hoy en día se puede percibir en NYC, donde al pare­cer  hay más y más ciu­dadanos pre­ocu­pa­dos por su ciu­dad. Más cam­pañas en pro del reci­claje, alen­tando a los ciu­dadanos el uso de bol­sas de papel en lugar de bol­sas de plás­tico. Más gente real­izando activi­dades afuera, ejercitán­dose, haciendo uso del trans­porte público y usando sus bici­cle­tas. De acuerdo a una encuesta del New York Times, seis años luego de que la admin­is­tración Bloomberg diera ini­cio a la planeación de unas 225 mil­las de ciclo-rutas, los Neoy­orki­nos han con­seguido acos­tum­brarse al uso de las mis­mas. Y aunque el ciu­dadano común aun no ter­mina por acos­tum­brarse a desplazarse en bici­cleta, lo cierto es que las ciclo-rutas han sido ejem­plo de una opción mas ecológ­ica de trans­porte. Según una entre­vista real­izada a Bar­rie Cas­sileth, “estas ciclo-rutas servirán para dis­minuir de alguna forma la polu­ción pro­ducida por los vehícu­los así como del trafico mismo”  en las calles de Nueva York. El mismo Cas­sileth afirmó que las bici­cle­tas harían de la ciu­dad una ciu­dad más limpia, segura, acoge­dora y saludable.

 

Como afirma Ricardo Mon­tezuma, uno de los arqui­tec­tos mas cono­ci­dos de Colom­bia, “los grandes logros … son el resul­tado de un a nueva forma de gob­ierno mas enfo­cado en prob­lemáti­cas sociales que en ser tradi­cional­mente par­tidista… Los ciu­dadanos tienen un nuevo sen­timiento de autonomía, perte­nen­cia, y orgullo hacia su ciu­dad, que se hizo vis­i­ble en el uso de la ciclo vía noc­turna de Diciem­bre de 2002 cuando mas de 3 mil­lones de per­sonas se reunieron en las calles“.

 

Acá en NYC, el alcalde Bloomberg, ha dado grandes pasos para mejo­rar el impacto ambi­en­tal. Sin embargo, esto es algo que el no puede hacer solo. El mod­elo que Bogotá estable­ció podría y debería ser seguido por otras ciu­dades apos­tán­dole así a un mundo mas ami­ga­ble con el medio ambi­ente. Tal vez, mien­tras trata­mos de crear una ciu­dad mas verde, deberíamos obser­var los esfuer­zos real­iza­dos en el sur por estos alcaldes de Bogotá.

Para mayor infor­ma­ción rela­cionada con los pro­gra­mas puestos en prác­tica por Mockus y Peñalosa, observa el doc­u­men­tal CITIES ON SPEED – Bogotá Change.

Fotos cortesía de: Wiki­me­dia Com­mons (top) and TEDx (bottom)

Michael Bierut

Michael Bierut is a part­ner at the design firm Pen­ta­gram. His work is rep­re­sented in the per­ma­nent col­lec­tions of the Museum of Mod­ern Art and the Met­ro­pol­i­tan Museum of Art in New York.

The pub­lic won’t ever tell you, “this is how you change our mind.”

As a designer, how can you learn from the pub­lic to meet their needs or rede­fine the prob­lem? How can we learn from the pub­lic and make some­thing that’ll con­vince them, for instance, of a long term prob­lem like cli­mate change?

Michael Bierut: The pub­lic won’t ever tell you, “this is how you change our mind.” Peo­ple will say, “oh, the gen­eral pub­lic has an inabil­ity to take in infor­ma­tion on mul­ti­ple lev­els, so the only intake they can han­dle is coarse, low nuance, low den­sity bits of things.”

On the other hand, a com­pelling expla­na­tion of some­thing can carry the day and have an effect. For instance, by weird chain of cir­cum­stance I hap­pen to be on the advi­sory board for some­thing called the Bul­letin of the Atomic Sci­en­tists. Now, most peo­ple have never heard of the Bul­letin of the Atomic Sci­en­tists, but most peo­ple have heard of this thing that they invented a long, long time ago called the “dooms­day clock.”

These were all for­mer Man­hat­tan Project physi­cists who decided, after they invented the atom bomb, that they needed to take respon­si­bil­ity about how atomic power and atomic weapons would be used, con­trolled, and, in many of their views, elim­i­nated. Once they invented this thing they were very ambiva­lent about, they real­ized it was extremely dangerous.

And she said she put it at seven min­utes because she thought it looked cool.

They were founded in the late ‘40s and they still are active today. Early on, they had a mag­a­zine that was called the Bul­letin. One of them was mar­ried to an artist named Martyl, and Martyl was asked to do a cover illus­tra­tion for it and just decided to just to show the last fif­teen min­utes of the hour face of the clock approach­ing seven min­utes to mid­night. And she said she put it at seven min­utes because she thought it looked cool.

These Ph.D. physi­cists — who are much smarter than me and a lot of other peo­ple — were eval­u­at­ing whether the world was a more dan­ger­ous place to be. And finally one of them said, “well what if we move the hands of the clock and change the posi­tion of it depend­ing on our sci­en­tific assess­ment” of whether the world was mov­ing closer or far­ther away to nuclear annihilation.

Way back in the for­ties they started this process, and now with some reg­u­lar­ity, they have these sched­uled meet­ings where they meet to assess things and decide if they’ll move the clock for­wards or backwards.

Dur­ing the Cuban Mis­sile Cri­sis it was two min­utes to mid­night — the clos­est it’s ever been. The far­thest it’s been from mid­night was in the ‘90s, dur­ing the Clin­ton admin­is­tra­tion after the col­lapse of the Soviet Union. The last meet­ing they had was in Feb­ru­ary, and they moved it one minute closer to mid­night. They moved it from six min­utes to mid­night to five.

It’s a really com­pli­cated his­tory. There are lots of com­pet­ing views about it, but the fact is that they’ve agreed this unbe­liev­ably sim­ple, almost child­ish, comic book-y metaphor is mean­ing­ful enough to sig­nal the sum of all of these indi­vid­ual sci­en­tific polit­i­cal assess­ments they’ve been mak­ing. I think it’s mirac­u­lous. It’s really incred­i­ble. Martyl man­aged to intu­itively come up with this really sim­ple metaphor that is able to con­tain mul­ti­tudes of detail, or be the lead­ing edge, the headline.

And it also ties into any Bruce Willis movie you ever saw – the tick­ing clock, the hands mov­ing closer, the thing that’s going to hap­pen at mid­night. There’s some­thing – it’s Cin­derella, it’s a dis­as­ter movie — it’s just such a great metaphor: poignant and acces­si­ble to people.

And to me, that’s graphic design. That’s really pure graphic design: tak­ing a set of com­pli­cated inter­lock­ing con­cepts and trans­lat­ing them into a sim­ple, fairly two-dimensional graphic design idea. That actu­ally trans­lates also into words.

And now, because of com­mu­ni­ca­tions tech­nol­ogy, it’s inter­est­ing to try to fig­ure out what actu­ally becomes the most likely car­rier of such sim­plic­ity. The Occupy Wall Street move­ment, for exam­ple. Every time I’ve heard the cre­ation story of that – attrib­uted to Kalle Lasn, the edi­tor of Adbusters mag­a­zine – he says that they had this idea to do this poster that shows bal­leri­nas stand­ing on top of the Wall Street bull statue down on Wall Street, under­neath it says “Occupy Wall Street,” and then it says “we have one demand.” Have you ever seen that poster?

Both the dooms­day clock and Occupy were very organic and they weren’t nec­es­sar­ily con­ceived to be the thing that they turned into.

No, I’ve never seen that Occupy Poster.

Michael Bierut: No! Exactly! Both the dooms­day clock and Occupy were very organic and they weren’t nec­es­sar­ily con­ceived to be the thing that they turned into. With that cover design for the Bul­letin of the Atomic Sci­en­tists, the sci­en­tists didn’t sit down with her and give her a Pow­er­point pre­sen­ta­tion explain­ing what the sur­vey results said and what their goals were. They didn’t say, “We need you right now to come up with a device that will be an imme­di­ately under­stood metaphor for the dan­gers of man­made threats to the world in the form of nuclear anni­hi­la­tion or oth­ers.” They just said, “Can you come up with some way to dec­o­rate the cover of this thing? It looks bor­ing and prob­a­bly we just got a lit­tle dona­tion, so we can afford to print it on shiny paper in a sec­ond color. Could we have a pic­ture for the front?”

She actu­ally had some advice, I learned, from the graphic design direc­tor at the Con­tainer Cor­po­ra­tion of Amer­ica – this guy named Egbert Jacob­son – who told her to project a vague, very metaphoric and indi­rect sense of fore­bod­ing. “Clock is tick­ing.” But it didn’t  mean any­thing specific.

Then he said, why don’t you just do this every time except keep the art the same and just change the color? And that was a proto-modernist approach – so they did that. They got rep­e­ti­tion on their side and then a lit­tle bit later had the inspi­ra­tion to take this thing that they’d been putting out there and decide that it meant something.

So how does this relate to design hap­pen­ing around polit­i­cal move­ments now?

Michael Bierut: Adbusters does all kinds of stuff all the time. They’re always buy­ing. They’re try­ing to cre­ate these big global move­ments and then they did this thing that started with this poster that few peo­ple have seen, and those few who’ve seen or heard about it don’t quite get it, but it actu­ally had those words “occupy wall street.”

And even­tu­ally it got tweeted out with a date and that tapped into a move­ment that was already some­how hap­pen­ing, and that gave the image a focus. So all of those things are guerilla move­ments in way. They’re lead­er­less, they don’t nec­es­sar­ily have believ­ably clear goals at the begin­ning, and they grow in an organic sort of way. I think part of the prob­lem is that we live in a time that’s built per­fectly to accom­mo­date guerilla move­ments and the world still has tons of Napoleons.

Napoleon thought the way a proper bat­tle gets fought is you get every­one in uni­form matched up per­fectly, then you line them all up row after row after row after row. You’re all wait­ing on the top of the hill, the sun starts to come up, and at dawn the bat­tle begins and they all march in the row against other guys march­ing in a row, and they just shoot at each other. Even­tu­ally the battle’s over and a lot of peo­ple are dead and maybe the bat­tle line has moved, you know, a mile one way or twenty feet the other way.

Apple is Napoleonic in the way they admin­is­ter their brand. It’s not like that doesn’t work; it can change hearts and minds even if the goal is to make every­one con­vinced that there’s one best kind of phone to buy. You can make it work in the com­mand and con­trol way. But even Apple has depended a lot on the abil­ity of inde­pen­dent peo­ple devel­op­ing apps for them. Their sort of cen­tral­ized con­trol model isn’t really the whole story with them.

Gueril­las just sneak up and think, “lets go around behind that tree and shoot that thing.” It’s much more oppor­tunis­tic, it’s much more incre­men­tal, it’s much more insid­i­ous, much more relent­less. I think good incre­men­tal­ism and relent­less­ness and insid­i­ous­ness – ubiq­uity, let’s say – are all traits that could serve com­mu­ni­ca­tions really well.

Cities are where it’s always worked best just because peo­ple live in close prox­im­ity to each other — plugged into net­works that were there just to make the city work. Now those net­works are all mir­rored dig­i­tally, so peo­ple can feel that they’re parts of com­mu­ni­ties even if they’re really liv­ing in dis­parate places. So there’s a whole inter­est­ing con­ver­sa­tion you can have there from the com­mu­ni­ca­tions point of view too.

What inter­ests you about City Atlas?

Michael Bierut: One of the rea­sons City Atlas is inter­est­ing to me is that I think that New York is a work­ing model of a sus­tain­able com­mu­nity, and because den­sity and effi­ciency has a lot of lessons for the future. Every city is dif­fer­ent and every com­mu­nity is dif­fer­ent — every place has its own set of con­di­tions that have formed it and par­tic­u­lar influ­en­tial peo­ple within it or just sort of every­day peo­ple that affect its future. But I think New York is really spe­cial in that regard.

I grew up in the sub­urbs of Cleve­land, Ohio in a tra­di­tional sub­ur­ban cul-de-sac devel­op­ment that was built in the ‘60s, with all its short­com­ings, with the ride across the superblocks to the near­est shop­ping mall, that was brand new when we moved there.

It sort of went through its life cycle of aging and quasi-renewal. We saw the whole thing. And at large, we saw all the prob­lems with sub­ur­ban life and sprawl and everything.

I think it’s good, the sort of the den­sity, effi­ciency of the kinds of inter­ac­tions we can have here in New York. And pub­lic trans­porta­tion – all those things, and so I moved here imme­di­ately after I grad­u­ated from college.

As much as design­ers are flat­tered to think that they are equipped to have spe­cial insights into the world, I don’t think that they’re that much more equipped than den­tists are to tell you the truth – quote me on that – but I do think that I really, I per­son­ally just have a pas­sion for New York – not an absolute monogamist sort of pas­sion – I live in Tar­ry­town, in Westch­ester. I live back in the sub­urbs now.

Do you drive?

Michael Bierut: Once every three months. I get in cars every once in a while, but I live 90 sec­onds from Metro North. When [my wife and I] moved, and this was a long time ago, we sort of deter­mined we needed to be close to Grand Cen­tral as opposed to Penn Sta­tion, just because of my admi­ra­tion for Grand Cen­tral. And then I take the bus to work every morn­ing. I walk over to the bus stop.

I don’t know many peo­ple my age who ride the bus. There’s one designer who’s lived here since the ‘70s and claims he’s never been on a bus.

On a trip in 1974 we took to New York in high school, we were given a mini hand-out of tips about New York, and one of them was ways to get around the city, and they listed walk­ing — ‘most inter­est­ing,’ sub­way – ‘fastest,’ and then there were buses – ‘see the most.’

And I still remem­ber that really clearly.

And so, speak­ing of the MTA and Metro North, the big break through in my life was when my Metro North pass started being paired with a metro card – an unlim­ited metro card. Now I will walk out of a meet­ing at the Museum of the City of New York and if there is a num­ber 2 bus going by, I’ll just think “oh, free ride!” A free ride in this giant char­iot — and it’s fantastic.


About

Michael Bierut stud­ied graphic design at the Uni­ver­sity of Cincinnati’s Col­lege of Design, Archi­tec­ture, Art, and Plan­ning. Prior to join­ing the inter­na­tional design con­sul­tancy Pen­ta­gram as a part­ner in 1990, he was vice pres­i­dent of graphic design at Vignelli Asso­ciates. His work is rep­re­sented in the per­ma­nent col­lec­tions of the Museum of Mod­ern Art and the Met­ro­pol­i­tan Museum of Art in New York and the Musée des Arts Déco­rat­ifs in Mon­treal. He has served as pres­i­dent of the Amer­i­can Insti­tute of Graphic Arts (AIGA) and as a direc­tor of the Archi­tec­tural League of New York, and is a mem­ber of the Art Direc­tors Club Hall of Fame. He is a co-editor of the Look­ing Closer series of design crit­i­cism antholo­gies and a found­ing con­trib­u­tor to the online jour­nal Desig​nOb​server​.com, and the author of Seventy-Nine Short Essays on Design (Prince­ton Archi­tec­tural Press, 2007). In 2008 he received the Design Mind award from the Cooper-Hewitt National Design Museum, and he is cur­rently a senior critic in graphic design at the Yale School of Art. Michael Bierut’s father served in the U.S. Army dur­ing the occu­pa­tion of Japan, and was sta­tioned in the city of Nagasaki.

Top photo: Mau­reen Drennan

Inset image: Design Observer

City Atlas/Creative Voices Inter­views made pos­si­ble by: Irvin Stern Foundation

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Fig Trees in Boston; The USDA Updates Growing Map For Warmer Climate

In a low-key acknowl­edg­ment of chang­ing cli­mate, the USDA has updated the grow­ing zones for gar­den­ers across America.

WASHINGTON (AP) — Global warm­ing is hit­ting not just home, but gar­den. The color-coded map of plant­ing zones often seen on the back of seed pack­ets is being updated by the gov­ern­ment, illus­trat­ing a hot­ter 21st century.

It’s the first time since 1990 that the U.S. Depart­ment of Agri­cul­ture has revised the offi­cial guide for the nation’s 80 mil­lion gar­den­ers, and much has changed. Nearly entire states, such as Ohio, Nebraska and Texas, are in warmer zones.”

Read more from The Asso­ci­ated Press