Will the Applied Sciences campus be car-free?

One of the biggest stories in the news this week is the announcement that the City of New York will give a hundred million dollars and a chunk of Roosevelt Island to a consortium of Cornell University and the Technion-Israel Institute of Technology to build an Applied Sciences campus. The establishment of a new technical institute in the heart of the city can be thought of as another victory in the resurgence of urbanism over job sprawl. But how urban will it be?

University study has traditionally been an urban practice, whether at Bologna, Paris, Harvard or Chicago. There has been another educational tradition of rural cloistering leading in the U.S. to the college town, a small town dominated by one college or several. Ithaca, the home of Cornell's main campus as well as Ithaca College, is one such college town. In the second half of the twentieth century, many small-town and suburban campuses sprawled, inviting students, faculty and staff to drive in and turning most of the space between buildings into parking lots. Even in those campuses, most of the students and significant numbers of faculty arrive on foot, by bike or by transit, leading to very high transit mode shares, but often a small minority of administrators, faculty and staff insist on driving and on having their parking dominate the campus.

This college sprawl has been one part of the general sprawling of America, along with job sprawl, housing sprawl and shopping sprawl. This trend is not sustainable, and there are signs it is losing steam. Sarah Goodyear has chronicled attempts by corporations like Facebook and Apple to make their campuses more urban, but they remain isolated along their suburban collector roads, and Sarah concludes, "Maybe they will be happy in their custom-made, self-contained bubbles. Or maybe down the road, they'll be like one-time innovative giants such as Sears -- looking longingly toward downtown."

The Applied Sciences campus is part of Mayor Bloomberg and Deputy Mayor Steel's strategy to make New York the downtown competitor, the target of those longing gazes, and it just may work. Roosevelt Island seems isolated, and Eric Jaffe thinks that it will need transportation upgrades, but I can't really see what needs upgrading.

With no improvements the entire campus will already be within a ten minute walk of the aerial tram and F subway line to Manhattan. Like the R train, which the Daily News dubbed the "Silicon Subway," the F runs through Midtown, Soho and Downtown Brooklyn, connecting a number of start-up companies. An Applied Sciences student or faculty member could be at the Housing Works Bookstore for coffee with a corporate researcher in half an hour, door to door, and a staff member from MakerBot Industries in Brooklyn could take the D to the F and be at a seminar on Roosevelt Island in 45 minutes. With the city's planned bike share, Court Square in Long Island City is only twenty minutes away.

The proposed bike/pedestrian bridge to Manhattan could be cool. The old way to get to the island was by trolley to an elevator on the middle of the Queensboro Bridge, and rebuilding that would be nice as well. But neither of those are urgent.

Stephen Smith points out that the city could probably get people to build a tech campus for free just by raising height limits and removing minimum parking requirements in transit-connected areas. On Twitter, he also opined that "Cornell's Roosevelt Island plan is basically a few bldgs hidden beneath solar panels in a quasi-Corbusian urban form." It's a very appropriate criticism. The oldest residential buildings on Roosevelt Island are at least clustered around Main Street, which feels very urban, but the newer buildings built in the past twenty years break the grid and force pedestrians to make odd detours. Why did the designers of the Cornell-Technion plan feel the need to propose something even less urban?

My main concern is for Roosevelt Island to remain as car-free as it has been, and maybe even become more so. The original plan for the island's current developments was to have all the cars parked at the Motorgate garage, and the rest of the island be nearly car-free - they don't even have garbage trucks. Sadly, over the years, everyone with a little bit of power has decided that they're too good, or maybe too disabled, to park at the Motorgate and take the bus. The space around Goldwater Hospital, which now occupies the land that will be given to the Applied Sciences campus, is filled with cars. When an old insane asylum on the north end of the island was redeveloped into condos, the developers were able to get permission to build a 148-space underground garage.

Let's hope that the Cornell and Technion designers have more vision than they showed in that lame fly-through, and that they build something urban and scholarly, with really narrow streets, like in Paris's Latin Quarter. Let's hope that they don't think they're too good to take the train to work, or at least to park at the Motorgate and take the bus. But if they do, let's hope that Bloomberg, Steel and the RIOC will make them do the right thing.

Roosevelt Island: What's up with that?

Streetsblog turned its attention to Roosevelt Island for the first time in three years, with a link to a Roosevelt Island 360 post about reactive island managers "storing" bikes that are left overnight at various bike racks around the island. It got me thinking about the place, and how there are - relatively - few cars there.

It turns out I'm not the only one; a group of Columbia urban-planning students under the direction of Floyd Lapp have been studying the island's transportation challenges for the past semester. (There is also a group of Hunter College students doing the same thing, presumably as part of the 2009 ECAC Urban Planning Championship.) The Columbia students have released their report, but I'll be damned if I can find it online. What I did find is an article in the Main Street Wire (PDF), and more interesting in some ways, a webcast of a brown bag talk that Lapp and his students gave to the NY Metropolitan Planning Council in April. You can get a 512K/s RealVideo stream of the talk, or choose a lower-res or Windows Media stream from this page. (It gets more interesting after the first five minutes.)

So far I'm about half an hour into the talk, and it's got all kinds of interesting details. For example, that the planners of Roosevelt Island wanted it to be completely car-free. Unfortunately, there had been cars on the island for many years, first arriving by ferry and then by elevator from the Queensboro Bridge, and finally over the bridge to Queens that was built in 1955. Once the bridge was built, at a cost of $6 million, it was hard to keep the cars out.

This brings up a distant memory I had: I don't know how old I was or how long ago, but someone said to me, "They oughta just build a bunch of parking garages right outside of Manhattan and ban cars from the island." I've heard it repeated a few times since. Apparently it comes from a 1961 article in Dissent by Paul and Percival Goodman. According to Columbia student Audra (whose last name went by on the screen at about ten minutes in, and I'm not going back to look for it just because they can't be bothered to put up a decent public website), the planners of Roosevelt Island were inspired by that article. They designed it with its own "peripheral parking" - the phenomenally ugly Motorgate, which can be yours if you act now (PDF).

Well, if you've ever been to Roosevelt Island you know that the Motorgate doesn't really work. For a place that was planned to be car-free, there are quite a lot of cars, and the areas where you could let a toddler run free are actually pretty small. In J.H. Crawford's terms, the last car has never left Main Street, and it is not a playground for anyone. The island's two long-term care facilities, Coler and Goldwater Hospitals, have large parking lots with many cars. In 2005, the state (i.e. Pataki)-controlled Roosevelt Island Operating Corporation allowed the developers of the Octagon apartment building to build a 148-car underground garage, over the objections of residents. There's on-street parking up and down Main Street, and just, well, cars in all kinds of places.

So what happened to crush - or at least defer - the idealistic dreams of Roosevelt Island's planners? Well, I'd be interested to some day find out more details, but some possible factors come to mind: one, that people who are in their cars don't want to get on a bus. They want to park as close to their destination as possible, whether it's home at the Octagon or work at Goldwater Hospital. People who live across the street from the Motorgate are probably happy to park there, and people who take the subway or the tram are probably happy to transfer to the Red Bus, but drivers do not want to park and then take the bus to get to their buildings.

The second is that driving is a status symbol, and people with status (but who still feel insecure about it) will fight to maintain their symbols. It probably just started with a few people at the hospitals who thought they were too good to take the tram and bus to work - or even to park at the Motorgate and take the bus. But then someone said, "How come he gets to park right next to the hospital?" and then someone else said, "How come she gets to park right next to the hospital?" and pretty soon it's an insult to deny someone a parking permit.

In any case, it's pretty clear that peripheral parking doesn't work. The park-and-ride lots that the Goodmans so admired have turned out not to be the answer in the outer boroughs and suburbs, and the Motorgate is not the answer for Roosevelt Island. The place was better before that eyesore was built, it would be better off if it had never been built, and it will be worse off if they ever build the fabled "fourth quadrant." It would be a tremendous improvement to tear the whole thing down, and turn the Octagon garage into a biology lab or something.

The very least that should be done is the Columbia students' Shoupian suggestion to boost the parking to market rate and turn the top deck into a green roof. And that makes me think: a big factor in this whole thing is that all the parking on the island has been underpriced, subsidized by the RIOC and the taxpayers of the state of New York. That changes parking from a commodity to a treasure, bestowed on the deserving healers of Coler and Goldwater and coveted by the island elite. Make them pay for it and it turns back into a lump of rock - one of the largest concentrations of concrete in the country.