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The Changing Shoreline of New York City surveys key points along New York City’s shoreline with a particular focus on Manhattan’s waterfront expansion. Historical maps of New York City juxtapose current coastal conditions of the city, revealing dramatic material landmass changes through time which are expressed through subtle contour differentiations mapped by a single line. The street grid of Manhattan, brought into effect by the Commissioners’ Plan of 1811, provokes a hard edged condition insensitive to the many natural ecologies and layered boundaries that Manhattan island once hosted. The plan imposes efficiency and modernity onto the diverse landscape contained in the original outline of the earliest maps of Manhattan, usually obliterating the natural conditions when confronted with a diverse shoreline.
In an attempt to destabilize the perception of coastal boundaries in Manhattan today, the stories below trace minute accounts of a Manhattan that was in the process of radical transformations. The focus on water further shifts the city imaginary to explore a territory that has been consecutively filled-in, uprooted, and neglected in the expansion of the great metropolis. This guided tour outlines existing programs along the hardened shoreline, a brief history of the site and its past shoreline qualities, as well as future proposals for many of these sites which today face variable urban pressures due to changing climate conditions and urban revitalization developments.
Spuyten Duyvil Creek, now the namesake of a shorefront park right across the Harlem River from Inwood Park, was a narrow, winding, noxious waterway with four tides per day which at the time only suggested that Manhattan was detached from mainland Bronx. In Dutch, the Spuyten Duyvil translates as the Spitting Devil so you can imagine the difficulty for the original settlers of the island to navigate their wide wooden ships to get from one side of the island to the other. The shoreline park is bounded by the Metro-North Rail which runs directly on the coast and makes its way into Grand Central from the station in 23 minutes
Today, this part of Tibbett’s Brook flows under city streets as it was channeled underground in the late 18th century. Early on in New York history the brook would provide water and transportation to settlers along the edge of the water, however, as the population grew, the brook was seen as an obstacle. It was replaced by modern infrastructures and buried underground. Today, the brook resurfaces in Van Cortlandt Park and enters Van Cortlandt Lake. The lake was formed in 1699 when the Van Cortlandt estate built a dam to provide power for their sawmill, a popular form of economic growth in the 18th century. The park and lake today are the only remnants of native New York forestry that could have been found in the pre colonial era. Projects to daylight the brook, or expose the water to the aboveground, provide interesting prospects to connect city parks together and relieve the city sewer system of CSOs (Combined Sewage Overflow) during storms. The brook currently is streamlined with the sewer system and since the waterbody is alive and moving, it supplies an influx of water that is overwhelming to the wastewater treament infrastructure. This causes raw sewage to be expelled into the Harlem River on particularly rainy days and improper drainage for the park upstream
Related to the Spuyten Duyvil Creek, Marble Hill played a role in the shaping of the northern tip of Manhattan as we know it today. The Harlem River Ship Canal, a massive vision that was bound to fulfill many ship-goers dreams, executed an awesome feat during the late 19th Century. The land mass of Marble Hill originally connected to the eastern most part of the northern tip of Manhattan, today where Columbia University Bakers Field is located and Broadway extends to the Bronx. The bulging appendage posed an obstacle for many maritime voyages as the Spuyten Duyvil Creek was already uncompromising enough. Finally with government support and a company’s work force, the Harlem River Ship Canal blasted through the crevice in 1895 that just barely joined Marble Hill with Manhattan and created a creek wide enough for ships to pass through from the Harlem River and onto the Hudson
Marble Hill’s identity as an island was only temporary as it later joined the Bronx in 1913 by landfill of the original Spuyten Duyvil Creek using material from the excavation for the foundation for the Grand Central Terminal. The final phase to complete the vision for a passageway that would make the island fully possible to circumnavigate fused the peninsula that stuck out of the Bronx to Manhattan. The result forced Johnson Iron Works, a company town that produced steel mechanical parts on the peninsula and peaked in productivity and population around 1917, to shut down and the land was fused to supply Manhattan’s further expansion. The island was now fully independent as a land mass and a web of communication and transportation infrastructure progressively installed Manhattan’s site specificity. Marble Hill, now a part of the Bronx, is still technically part of Manhattan; its street names are a reminder of the founding Dutch colony that made its way as the first European settlement in the island and it is one of the only places in Manhattan, similar to the neighborhood of Spuyten Duyvil, where urban dwellers live in freestanding houses with porches and spacious gardens. Its winding roads reflect the former path the Spuyten Duyvil Creek established so long ago and is now imprinted into the city’s concrete fabric
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