York City Economic Development Corporation Research Articles

Common Sense: An Examination of Three Los Angeles Community WiFi Projects that Privileged Public Funding Over Commons-Based Infrastructure Management

Public funding for community WiFi initiatives in the United States is rare—despite that these networks are comparatively low-cost to deploy, and that a peer-to-peer model of connectivity may foster community and boost civic engagement. However, in 2015 the New York City Economic Development Corporation awarded the Red Hook Initiative several million dollars to expand its community WiFi network in Brooklyn. This development suggests a potential shift in attitude toward government support for grassroots WiFi networks. Therefore, it is critical to understand the successes and failures of projects that previously operated with government grants and subsidies. Using both a public goods framework and theory of the commons, this study examines three community WiFi networks in geographically and ethnically diverse L.A. communities subsidized by the city of Los Angeles or by California state agencies. Specifically, this research examines whether Little Tokyo Unplugged, Open Mar Vista and a cluster of network sponsored by Manchester Community Technologies relinquished the ability to function as commons by accepting, or simply pursuing, grants and resources from public agencies. Each of these initiatives faltered, despite a combined $700,000 in government funding. The analysis is based on interviews with 11 key stakeholders, as well as a comprehensive review of relevant grant reports, archived website pages and media coverage. In exchange for government subsidies, these three community WiFi projects prioritized public good goals articulated by policymakers—closing the digital divide in Los Angeles through infrastructure deployment and encouraging computer usage. In order to fulfill promises made to granting agencies, these community WiFi networks treated wireless internet access as a commodity, rather than as a tool for community empowerment. Significantly, none of the networks developed a strategy to remain sustainable after public subsidies expired, or after government agencies rejected requests for additional funding. Had these three L.A.-based community WiFi projects privileged a commons-based approach, characterized by inclusivity and a flat governance structure, they may have thrived. In a commons, communication systems are truly democratic, in the sense that community members themselves determine how the network is designed and deployed. Neither corporations nor policymakers get to influence those decisions. The study concludes that, ultimately, money and resources provided by government agencies are inadequate substitutes for volunteers who traditionally share skills and passion to sustain community WiFi networks. However, the findings recognize that it is certainly possible for grassroots initiatives to partner with government agencies, while continuing to manage infrastructure as a commons. In 2010, the Detroit Digital Justice Coalition allocated a portion of its $1.8 million grant from the federal Broadband Technology Opportunities Program to launch community wireless networks in several neighborhoods. A guiding principle of this project, which continues to expand, is to enable community members to create their own technologies and to help shape communications infrastructure. The research stresses that both policymakers and community broadband groups must agree to balance potentially competing goals.

New York City's East River Ferry

All along New York City's premier waterfront, changes in zoning and land use have been implemented to spur economic growth in the region and revitalize areas that have seen years of decline. As regional growth continues, it is logical to look at waterways to accommodate these new developments and move New Yorkers efficiently and sustainably. However, to enhance the economic viability of ferry systems and warrant public and private investment, these systems must be incorporated into the overall economic planning efforts for the region. This paper focuses on the New York City Economic Development Corporation's East River Ferry pilot as a case study to show the importance of integrating transit planning into the economic development process. The New York City Economic Development Corporation's strategic approach was informed by several key sources: the Comprehensive Citywide Ferry Study, lessons learned from evaluating prior services, and focus groups with residents from Brooklyn and Queens. This informed approach helped lead to a successful start to the pilot service. The collaborative process of engaging various stakeholders, initial grassroots marketing efforts, and continued outreach using traditional and social media are also essential to improving the quality of service and influencing the way people commute to work. The success of the East River Ferry service not only serves as a best practice for other geographic areas, but also lays the groundwork for additional subsidized pilot programs and services in New York City, so that a robust passenger ferry system can once again prosper in the region.

A Street Management Framework for Lower Manhattan in New York City

Lower Manhattan (LM) is America's fourth-largest central business district and one of the oldest and densest areas in New York City. It is also New York City's fastest-growing residential neighborhood and contains some of the highest levels of pedestrian, transit, and vehicular activity in America. Since September 11, 2001, redevelopment has dramatically transformed the area into a vibrant 24/7 live–work–visit community. The changes present an unprecedented opportunity to create a more livable and environmentally sustainable neighborhood by reducing traffic and managing parking while giving residents and employees better, greener mobility options. Consequently, the city is focused on finding new ways to manage competing demands for different uses of limited street space. Improving street management is paramount to improving the quality of public space and speeding LM's revitalization. In 2004, the Lower Manhattan Development Corporation funded the New York City Economic Development Corporation and the New York City Department of Transportation to contract Arup to undertake a multi-year comprehensive planning study to consider ways to reduce traffic congestion, manage placard parking, and create complete streets and engaging public spaces in LM. This paper discusses the necessity for and development of a proposed street management framework to help guide the city in meeting the transportation and public realm needs of LM's residents, employees, tourists, and businesses. As of October 2008, the project is ongoing; the proposed framework is still conceptual and has not yet been implemented.

"The case for clean indoor air"

In 2004, a Tsunami in South Asia killed more than 180,000 people and the world recoiled in shock and disbelief. In 2005 an earthquake in Pakistan killed close to 100,000 and the world was devastated. These are truly terrible disasters that continue to claim lives, and we are rightly horrified by their scope and scale.

Assessment of Market Demand for Cross-Harbor Rail Freight Service in the New York Metropolitan Region

An investment study sponsored by the New York City Economic Development Corporation with Intermodal Surface Transportation Efficiency Act of 1991 funds evaluated strategies for improving the movement of freight by rail to an 11-county subregion (including New York City) of the New York and northern New Jersey metropolitan area located east of the Hudson River. The major achievements of the process were the use of choice modeling techniques to understand the decision making of shippers and, in combination with other data sources, forecasting the demand for freight infrastructure investments. The methodologies described are applicable to the study of freight transportation investment strategies in many settings. The key finding of the analysis is that a rail freight tunnel would increase rail mode share relative to other alternatives and the so-called No Build case. The subregion east of the Hudson contains two-thirds of the region’s population, but it is at a significant disadvantage in the movement of freight relative to the subregion west of the Hudson. Rail accounts for only 2.8 percent of all the subregion’s shipments, compared to 15 percent within the subregion west of the Hudson. Two limited rail crossings of the Hudson River provide access to New York City and the rest of the east subregion. These conditions affect the level of truck traffic and air pollution within the subregion, the subregion’s overall economic competitiveness, and the viability of its port facilities. To address these concerns, four families of alternatives that could improve cross-harbor rail freight service were analyzed. Discussed is how the market demand for these alternatives was analyzed by linking six distinct methodologies and data sets: ( a) regional economic forecasts, ( b) commodity flow data, ( c) a modal diversion model, ( d) regional port forecasts, ( e) a regional travel demand forecasting model, and ( f) user benefit calculation models.