New York opens traffic-clogged streets to people during pandemic, the city’s latest redesign in times of dramatic change


On some usually congested New York City streets, vehicles are gone, changed by diners tentatively returning to eating places – although solely exterior – after months of lockdown. On June 22, town entered phase two of reopening after its extreme coronavirus outbreak, permitting many companies to renew operations with restrictions.

Permitting eating places to unfold into streets is one among a number of pandemic-induced initiatives designed to allow social distancing on this densely packed metropolis. In May, New York launched its “Open Streets” program, which can hand 100 miles of car-free streets to pedestrians and cyclists.

In a metropolis usually criticized for letting cars dominate – with deadly consequences – these are pretty dramatic adjustments. Past efforts to guard New York pedestrians and cyclists have included reducing speed limits, including crosswalks and creating bike lanes – approaches that “sort” road customers into their very own areas however don’t essentially query the fundamental group of metropolis streets.

The pandemic has quieted each pedestrian and automobile site visitors, stimulating a bolder reconsideration of how streets must be used – no less than quickly. As my research on transportation and urban history reveals, town has an extended historical past of contemplating audacious designs to tame city chaos.

Moving above floor

Between the 1870s and the 1930s, town repeatedly adjusted to new varieties of transportation: first the railroad, then the car.

Bustling Broadway within the late 19th century.
Bildagentur-online/Universal Images Group via Getty Images

Trains, which reached widespread use in the U.S. in the 1850s, allowed individuals and items to maneuver additional and extra shortly than ever earlier than. But rushing by means of cities they tangled with different road customers, leading to ugly accidents between horses, carts and pedestrians.

A freight railroad that ran alongside New York City’s Eleventh Avenue from 1846 to 1941 was so infamous for killing pedestrians that the road earned the nickname “Death Avenue.”

To fight the prepare hazard, metropolis and enterprise leaders sought to offer separate areas for various kinds of road customers. Railroad magnates argued for elevating railroads above existing streets, which required no time-consuming excavation. This resolution created new issues, together with noise, falling embers and the risks of aerial prepare accidents.

In 1866, a hat service provider named Genin the Hatter had one other concept: elevate individuals, not trains. Troubled by the risks of crossing Broadway, he efficiently lobbied New York to assemble a pedestrian bridge across the wide downtown avenue. But the forged iron footbridge lasted solely a 12 months earlier than complaints about aesthetics and shadows compelled its removing.

Such piecemeal options couldn’t absolutely handle the complexities of road exercise in late 19th-century New York, which already had almost four million residents. But they did pilot some ideas that may reappear in later years – particularly when the automobile soon arrived to additional complicate city life.

Elevated prepare tracks and station at New York’s Greeley Square, now Herald Square, 1896.
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Utopian concepts

Cars joined streets already teeming with pedestrians, horses and carts, peddlers, streetcars and elevated railways, with lethal outcomes. New York City documented 354 motor vehicle-related fatalities in 1915 and greater than triple that in 1929. In 2019, against this, 220 drivers, pedestrians and cyclists died in site visitors accidents, based on city data.

Newspapers ceaselessly printed editorials about the specter of vehicles. In 1924, The Washington Post referred to as “death by motorcar” a “national menace” whereas The New York Times in contrast automotive congestion to a giant cobra strangling its victim.

City leaders responded to rising deaths by imposing speed limits, restricting parking and creating one-way streets. These adjustments, largely made within the late 1910s and 1920s, started to systematize the road chaos.

But all through this era, inventive architects, engineers and residents had been considering greater. In op-eds, books and journal articles, they proposed a wild assortment of designs questioning fundamental assumptions about how cities ought to work.

Some designs moved New York’s sidewalks to make extra room for autos. These proposals included an elevated promenade alongside the Hudson River, sidewalks hung from the second tales of buildings and sidewalks that ran through their ground floors in order that adjoining streets may very well be widened. More high-tech concepts envisioned constructing six-level streets or creating futuristic blimp and airplane networks accessed by elevator-served platforms. One proposal imagined including highways and transferring walkways to rooftops.

A 1927 proposal for stacked avenues in Manhattan.
The American City/Hathitrust

New York architects Hugh Ferriss and Harvey Wiley Corbett fused features of many of those concepts in a sequence of utopian writings and reveals through the 1920s. The cities of their goals had frequently spaced fashionable skyscrapers topped by rooftop gardens, all linked by multilevel streets and aerial pedestrian walkways.

From dream to actuality

While none of those proposals got here to fruition, they finally knowledgeable some actual initiatives in New York.

The West Side Elevated Highway, constructed between 1927 and 1937, mixed the sooner concept for a riverside pedestrian promenade with the necessity to handle congestion round Manhattan’s delivery piers. Its elevated path from Canal Street northward sped vehicles for 4 miles above the chaos of native streets, whereas its street-level Art Deco ornament offered a brand new glossy waterfront identification. It was torn down within the 1970s.

Rockefeller Center, March 26, 2020.
Gary Hershorn/Corbis via Getty Images

Rockefeller Center, although, stays standing. Built within the 1930s, this growth reordered 22 acres of midtown Manhattan, arranging skyscrapers, a efficiency venue, retailers and eating places round one central plaza. With multilevel pedestrian connections between areas, it realized parts of Corbett and Ferriss’s concepts.

The still-popular High Line unites two intervals in New York’s transportation historical past. Built in 1934 as an elevated freight railroad, it closed in 1980 and was left to decay. In the early 2000s, town revitalized the High Line as a garden-laden, aerial promenade that weaves between buildings and above streets, recalling the utopian plans from a century in the past.

These are all precedents for New York’s present effort to rework its streets. Like banishing vehicles from some streets, many previous concepts appeared exceedingly unlikely earlier than they occurred. The coronavirus pandemic has paused this bustling metropolis lengthy sufficient to once more reframe what residents have to survive in a time of nice change.

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