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The 22-block-long High Line tells us lots about an era when ships, trains, factories, and warehouses made the West Side of Manhattan America's premier working waterfront—and how in recent years New York City has come to appreciate the value and potential of its unused industrial infrastructure.
Before the High Line
In 1847, the City of New York authorized the street-level railroad tracks running down Manhattan's West Side as far south as Canal Street to allow freight to run between New York City and Albany.
Days of Death Avenue
As soon as traffic started running on the new line, accidents began occurring between trains, pedestrians, horses, and other traffic. So many fatalities occurred that 10th Avenue became known as "Death Avenue". Men on horses had to ride in front of trains waving flags. They were called the West Side Cowboys.
The West Side Improvement Project
After years of public debate about these hazardous conditions and how to eliminate them, the New York Central Railroad, the City of New York, and the State of New York, came to an agreement in 1929 for the West Side Improvement Project, which included the High Line. This project as a whole was 13 miles long, eliminated 105 street-level railroad crossings, and added 32 acres to Riverside Park. It cost over $150 million in 1930 dollars—more than $2 billion in today's dollars.
The High Line ran from 35th Street down to St. John's Park Terminal, which covered four riverfront blocks between Clarkson and Spring Streets. The structure was designed to go through the center of blocks, rather than over the avenue, to avoid creating the negative conditions associated with elevated subways. It connected directly to factories and warehouses, allowing trains to roll right inside the buildings. Milk, meat, produce, and raw and manufactured goods could come and go without causing any street-level traffic.
Decline of Rail Traffic and Partial Demolition
In the 1950s, the rise of interstate trucking led to a decline of rail traffic on the High Line. Parts of it were torn down in the 1960s, and trains stopped running on it in 1980, when the northern end of the structure and its easement were rerouted to accommodate construction of the Jacob Javits Convention Center. At the southern end, a five-block section of the Line was torn down in 1991, bringing the Line's southern terminus to Gansevoort Street.
The Threat of Demolition
Since the mid 1980s, a group of private property owners who purchased land under the High Line at prices that reflected its easement have lobbied for demolition of the entire structure. Much credit for the fact that the High Line survived the demolition efforts in the mid- and late 1980s goes to Peter Obletz, a Chelsea resident, activist, and railroad enthusiast, who challenged demolition efforts in court and tried to reestablish rail service on the Line.
The Founding of Friends of the High Line
In 1999 Friends of the High Line (FHL) was founded by Joshua David and Robert Hammond to advocate for the High Line's preservation and reuse as public open space.
Pro-Preservation City Council Resolution
In April 2001, FHL coordinated over 100 civic and community groups to testify before the New York City Council Committee for State & Federal Legislation. The testimony supported Resolution No. 1747 introduced by Council Members Christine Quinn and Gifford Miller, which called upon the City and State to "take all necessary steps" to preserve, rail-bank, and reuse the High Line. The resolution was adopted by the City Council with a vote of 38-0. View Resolution No. 1747.
Defeat of a Demolition Proposal
In late 2001, outgoing Mayor Giuliani signed papers committing the City to demolition of the High Line. FHL challenged the action in court, asserting that the City had not undertaken the required public review. In March 2002, FHL won its Article 78 lawsuit. Honorable Justice Diane A. Lebedeff, of the Supreme Court of the State of New York, ruled that plans to demolish the High Line were "undertaken in violation of 'lawful procedure' and [were] an 'error of law.'" Read the press release on FHL's Article 78 victory.
FHL Makes a Case
Early in 2002, Friends of the High Line presented a planning study, Reclaiming the High Line, which was produced in partnership with the Design Trust for Public Space, to the administration of Mayor Michael Bloomberg. The administration then requested economic data: In tough economic times, did it make sense for the City to support the project? FHL conducted an economic feasibility study. The study found that new tax revenues generated by the High Line would significantly offset the costs of preserving the Line and opening it to the public. Download the planning study, Reclaiming the High Line.
City Support for High Line Reuse
In December 2002, the City of New York filed legal papers with the Surface Transportation Board (STB) petitioning to start "rail-banking", the federal process that would turn the High Line into a public space. This marked a major shift in policy with regard to the High Line, now in favor of preservation and reuse. Read the press release on the City's policy change. View the New York Times coverage.
Design Competition
In January, 2003, FHL launched "Designing the High Line", an open, international ideas competition, with a goal of attracting visionary design proposals for the High Line's reuse. Because it was an ideas competition, entries did not have to be practical or realistic. Entrants were encouraged to be bold and forward-thinking-to create visions as unique and unexpected as the High Line itself. 720 teams from 36 countries entered. Over 150 of the entries were viewed by over 100,000 at an exhibition at Grand Central Terminal in July 2003. A published booklet with 29 of the top proposals is available for $5 exclusively at three New York City bookstores. View all 720 entries online.
Funding Commitment
On July 10, 2003, New York City Council Speaker Gifford Miller announced a $15.75 million funding commitment to the High Line project. These capital funds can be used to cover engineering and construction costs associated with the High Line's conversion to public open space. View the press release on the funding commitment.
Gansevoort Landmarking
On September 9, 2003, the City of New York Landmark Preservation Commission gave an historic designation to the Gansevoort Market Historic District, which adjoins the southernmost portion of the High Line. View the City press release on the Gansevoort landmarking.
Rezoning Proposal
In September 2003, the New York City Department of City Planning proposed a rezoning for the central portion of the High Line District. For more information on DCP's West Chelsea Special District proposal, visit DCP's web site. Read the New York Times coverage.
High Line Design Team Selection
In March 2004 Friends of the High Line (FHL) and the City of New York jointly began the process of selecting a design team to create a master plan for the High Line's conversion to public open space. View more information about the design team selection process.
Continuing City Support
Just two years ago the High Line's demolition seemed imminent. Now Mayor Michael Bloomberg says that the High Line's restoration is at the "core of the administration's plans" to "revitalize the Far West Side", forming "a necklace of dynamic waterfront communities, each with their own assets."
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Support the High Line
By becoming a Charter Member of Friends of the High Line, you will become part of an ever-growing group of supporters working to make the High Line vision a reality.
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Do Not Trespass
The High Line is currently owned by the City of New York. It is not open to the public. Please do not trespass. |
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