Urban Design

Chapter 8:
Urban Design and Visual Resources
A. INTRODUCTION
This chapter considers the effects of the proposed project on urban design and visual resources.
The proposed project would redevelop a waterfront site in the St. George area of northern Staten
Island that is currently occupied by large, surface parking lots with a mixed-use development
that would include new retail; a hotel; food and beverage establishments; an Observation Wheel
with new retail, commercial, exhibition and theater space; a catering facility; public and
accessory parking; and ancillary uses.
Under the 2012 City Environmental Quality Review (CEQR) Technical Manual, urban design is
defined as the totality of components that may affect a pedestrian’s experience of public space.
These components include streets, buildings, visual resources, open spaces, natural resources,
and wind. An urban design assessment under CEQR must consider whether and how a project
may change the experience of a pedestrian in a project area. The CEQR Technical Manual
guidelines recommend the preparation of a preliminary assessment of urban design and visual
resources followed by a detailed analysis, if warranted, based on the conclusions of the
preliminary assessment. The analysis provided below addresses urban design characteristics and
visual resources for existing conditions and the future without and with the proposed project.
PRINCIPAL CONCLUSIONS
The proposed project would develop new buildings and structures, as well as new publicly
accessible open space, where none currently exist. The proposed retail, commercial, hotel, and
theater uses would be more active than and would enhance the pedestrian experience of the
project sites more than the surface parking lots that would continue to exist in the No-Action
condition. The proposed project also would provide enhanced connections to the upland areas,
and would result in no changes to streets or open space resources on the project sites or in the
surrounding area, with the following exceptions: within the South Site, the reconfiguration of
Bank Street to minimize vehicular pedestrian conflicts while providing a more generous public
esplanade and maintaining New York City Department of Transportation (NYCDOT) and
emergency vehicle access, and the widening of Bank Street from a 24-foot to a 30-foot roadway
from Jersey Street to the easternmost boundary of the North Site.
While the proposed project would develop a tall structure on a portion of the North Site (the
Observation Wheel), this structure would have an open framework, and the structures to be
developed on the South Site would be low in scale. In comparison with the No-Action condition,
the proposed project would notably alter the visual character of the surrounding study area, but
this character is already changing through the various buildings currently under construction,
which include tall buildings along Richmond Terrace. The proposed project also would enhance
the visual character of the project sites as compared with the existing/No-Action conditions, and
thus would enhance the pedestrian experience of the St. George waterfront. The proposed
8-1
St. George Waterfront Redevelopment
development is intended to become a notable element of, and enhancement to, the urban design
and visual character of the Richmond Terrace corridor between Bay and Nicholas Streets.
With the exception of the Observation Wheel, the proposed development would not be
particularly visible in most views within and just outside of the study area beyond the immediate
Richmond Terrace frontage. The curving of Richmond Terrace north of Nicholas Street and the
angling of Bay Street south of its connection to Richmond Terrace preclude most views of the
proposed development—other than the Observation Wheel—from these portions of the study
area. The proposed hotel on the South Site could potentially be somewhat visible in views north
on Hyatt Street and Central Avenue. Views north along Bay Street and Bay Street Landing near
the Ferry Terminal would include a portion of the proposed structures on the South Site,
including the upper floors of the hotel. The addition of new structures in these views would not
significantly alter the visual character of these portions of the study area and also would not
screen or eliminate any views to visual resources.
The visibility of the Observation Wheel in surrounding views would be variable, based on
intervening buildings, street trees and other landscaping and vegetation, as well as the screening
effects of distance and the Wheel’s light-colored metalwork. Because of its open framework, the
Observation Wheel would have less of a visual presence than a built structure of the same size.
Overall, the Observation Wheel would be a unique but not incompatible visual element within
the setting of the study area’s visual resources.
At night, the Observation Wheel would be lighted to varying degrees, depending on the season
and the scheduling of events, and would be visible within a context of nighttime views across the
Harbor from Lower Manhattan and portions of the waterfronts of Brooklyn and New Jersey.
There would be no lighting of the structure on the land-side, and the wheel structure would be
largely dark in views from the study area upland of Richmond Terrace. It is currently envisioned
that LED lighting would be placed on the capsules, the rim, and the cable spokes (or similar hubto-rim catenaries) of the Observation Wheel. The lighting strategy would be highly directional,
to shield the upland neighborhoods from direct lighting and to avoid sky glow, and would be
designed and programmed to minimize environmental effects and to avoid navigation
interference in the Harbor and for area aviation traffic. Furthermore, all decorative lighting on
the Observation Wheel would be reduced during the spring and fall bird migration period and
greatly reduced or entirely suspended during periods of heavy fog or rain. The reflecting pond
under the Observation Wheel, and paths on the green roof and surrounding the terminal and
parking structures, would also be illuminated. There may also be fireworks displays at the site,
both individually and in conjunction with games at the Richmond County Bank Ballpark (the
Stadium).
On the South Site, it is currently envisioned that the hotel and landscaping would be accented by
uplighting; lighting would also be provided on storefronts, building façades, and imbedded
within the landscaping. The elevations of the buildings would have signage that would be
illuminated to identify the retail center, the hotel, the catering facility, and possibly individual
tenants. Connective pathways between corridors would be highlighted to assist with wayfinding,
and lighting from façades, soffits, and other building elements would be intended to give the site
an iconic character. The lighting design would be mindful of adjacent waterfront, residential
areas, and adjacent NYCDOT Ferry Operations.
In summary, the proposed project would not result in any significant adverse impacts to urban
design or visual resources.
8-2
Chapter 8: Urban Design and Visual Resources
B. PRELIMINARY ASSESSMENT
Based on the CEQR Technical Manual, a preliminary assessment of urban design and visual
resources is appropriate when there is the potential for a pedestrian to observe from the street
level a physical alteration beyond that allowed by existing zoning. Examples include projects
that permit the modification of yard, height, and setback requirements, and projects that result in
an increase in built floor area beyond what would be allowed “as‐of‐right” or in the future
without the proposed project.
The proposed project would require, among other actions, modification of the Special St. George
District to add a new North Waterfront Subdistrict that would include the North Site and South
Site within its boundaries. The proposed subdistrict would: establish visual corridors specific to
the subdistrict; establish a special permit applicable to the subdistrict that would govern
development within the subdistrict by establishing use regulations, including signs, transparency
and parking, as well as bulk provisions permitting the distribution of floor area within the
subdistrict without regard for zoning lot lines, permitting modification of yard requirements, and
permitting development located partially or entirely within a railroad or transit right-of-way or in
railroad or transit air space. Therefore, as the proposed project would result in physical
alterations beyond that allowed by existing zoning, it would meet the threshold for a preliminary
assessment of urban design and visual resources.
The CEQR Technical Manual guidelines state that if the preliminary assessment shows that
changes to the pedestrian environment are sufficiently significant to require greater explanation
and further study, then a detailed analysis is appropriate. Examples include projects that would
potentially obstruct view corridors, compete with icons in the skyline, or make substantial
alterations to the streetscape of a neighborhood by noticeably changing the scale of buildings.
Detailed analyses also are generally appropriate for areawide re-zonings that include an increase
in permitted floor area or changes in height and setback requirements, general large-scale
developments, or projects that would result in substantial changes to the built environment of a
historic district or components of a historic building that contribute to the resource’s historic
significance. Conditions that merit consideration for further analysis of visual resources include
when the project partially or totally blocks a view corridor or a natural or built visual resource
and that resource is rare in the area or considered a defining feature of the neighborhood; or
when the project changes urban design features so that the context of a natural or built visual
resource is altered (i.e., if the project alters the street grid so that the approach to the resource
changes; if the project changes the scale of surrounding buildings so that the context changes; or
if the project removes lawns or other open areas that serve as a setting for the resource).
The proposed project is expected to make noticeable alterations to view corridors and the
streetscape of the surrounding area compared with the No-Action condition. Therefore, the
proposed project would meet the threshold for a detailed assessment of urban design and visual
resources. This analysis is provided below.
C. METHODOLOGY
According to the CEQR Technical Manual, the study area for urban design is the area where the
project may influence land use patterns and the built environment, and is generally consistent
with that used for the land use analysis. For visual resources, the view corridors within the study
area from which such resources are publicly viewable should be identified. The land use study
area may serve as the initial basis for analysis; however, in many cases where significant visual
8-3
St. George Waterfront Redevelopment
resources exist, it may be appropriate to look beyond the land use study area to encompass views
outside of this area, as is often the case with waterfront sites or sites within or near historic
districts.
Consistent with the analysis of land use, zoning, and public policy, the study area for the urban
design and visual resources analysis has been defined as the area within ¼-mile of the project sites.
This study area roughly extends from Upper New York Bay to the north and east, Hamilton and
Monroe Avenues and St. Peters Place to the west, and Slosson Terrace to the south (see Figures
8-1 and 8-2). The study area for visual resources has been extended to consider longer views to
the project site from Battery Park in Manhattan, American Veterans Memorial Pier and Owl’s
Head Park in Brooklyn, and the Staten Island Ferry.
The CEQR Technical Manual recommends an analysis of pedestrian wind conditions in the
urban design and visual resources assessment, for projects that would result in the construction
of large buildings at locations that experience high-wind conditions (such as along the
waterfront, or other locations where winds from the waterfront are not attenuated by buildings or
natural features), which may result in an exacerbation of wind conditions due to
“channelization” or “downwash” effects that may affect pedestrian safety. Factors to be
considered in determining whether such a study should be conducted include locations that could
experience high-wind conditions, such as along the waterfront; size, and orientation of the
proposed buildings; the number of proposed buildings to be constructed; and the site plan and
surrounding pedestrian context of the proposed project. While the proposed project would
develop a tall structure on a portion of the North Site, the structure has an open framework, and
the structures to be developed on the South Site would be low in scale. Therefore, an analysis of
wind conditions and their effect on pedestrian level safety is not warranted under CEQR.
D. EXISTING CONDITIONS
URBAN DESIGN
PROJECT SITES
North Site
The North Site is approximately 8.1 acres in size and is located parallel to the waterfront
adjacent to the Stadium. It consists of a portion of Lot 20 on Block 2 and is generally bounded
by Bank Street to the north and northeast, the Stadium to the southeast, the retaining wall at
Richmond Terrace (including a railroad right-of-way [RROW] at the base of the retaining wall)
to the south, and the boundary that Nicholas Street would form if it continued through across
Richmond Terrace to the west. The retaining wall separates the project site from the Richmond
Terrace sidewalk/roadway, which is roughly 30 feet above the grade of the North and South
Sites.
The site is roughly rectangular with its longer side parallel to the waterfront. It is currently in use
as a paved surface municipal parking lot with some surrounding landscaping. There are tall
lampposts surrounding the lot, which provide lighting for parkers accessing the lot at night. The
North Site has no noticeable changes in topography (see Views 1 and 2 of Figure 8-3). Both the
North Site and the South Site (described below) are located in a M1-1 zoning district, which
allows a maximum floor area ratio (FAR) of 2.4 for community facilities and 1.0 for all other
uses. The current built FAR of the North Site is 0. The North Site is also currently governed by
8-4
11.19.12
N
ST P
ETER
'S PL
UPPER NEW YORK BAY
NORTH
SITE
PL
LPS
PL
NIC
HO
LA
SS
T
CAR
ROL
L
PH E
Richmond County Bank
Ballpark
L
ND
EL
EV
MO
CL
STATEN ISLAND
FERRY
TERMINAL
SOUTH
SITE
CH
L
AR
PL
R
TE
K'S
L
V
DA
TP
ON
T
ES
VIN
LM
CIR
L
WA
T
LS
U
ST
L
WA
L
TP
FORT
AV
PL
T
AT
HY
AL AV
CENTR
RY AV
GOME
R AV
MONT
OE AV
MONR
ER
LOW T
V
MAN A
ER AV
BENZIG
L
DANIE
AV
SHER
RK AV
BISMA
RICKS
HEND
T
BAY S
V
TAFT A
ST
SI FE
SOUTH ST
N
LAYTO
ML
RRY T
T
TT S
HYA
BAY ST LD
AV
AN
ES
YV
ARK
BISM
AV
LT
FT
L
HIL
BE
E
RV
OO
HW
EC
E
ST
BE
WE
AV
C
ES
CR
T
EN
YP
C
T
LS
EM
PL
M
ST
TIS
UR
RI
AN
D
HAM
AD
AC
ST
N AV
ILTO
TP
ON
M
EG
WINTE
V
NER A
SCRIB
V
SON A
COR
Y
OR
CT
VD
BL
VI
Project Site Boundaries
Study Area Boundary (1/4-Mile Perimeter)
0
400
800 FEET
SCALE
Aerial View of Project Site
and Study Area
S T. GE OR GE WAT E RF R O N T RE D E V E L O P MEN T
Figure 8-1
NE
WA
RK
BA
Y
T RIV
HUDSON RIV
ER
ER
11.20.12
EAS
MANHATTAN
34
New
J
New ersey
Yor
k
95
UPPER
NEW YORK
BAYONNE
BAY
37
36
35
STATEN
ISLAND
BROOKLYN
INSET
2
9
CAR
ROL
ARK
'S P
L
11
5
6
EM
SA
VE
30
T
20
NT
LS
PL
13
17
PL
H
17
AL AV
19
R
ON TE
INSET
V
IGER A
RRY
SI FE
CENTR
RY AV
OE AV
GOME
MONT
MONR
TER
AV
L LOW
RICKS
HEND
V
MAN A
SHER
V
TAFT A
DANIE
N AV
LAYTO
18
21
ST
TT 16
YA
TML
23
SLOSS
32
22 33
BAY ST LD
FORT
L
TP
ON
LM
BE
L
WA
3
UY
14
ST
PL
V
DA
12
4
L
'S
OO
E
VIN
25
N RP VI
YP
RK
EN
C
ES
ST
27
R
TE
AD
MA
PL
V
TA
CR
ST
AV
LT
HW
EC
BE
IS
RT
AC
VE
ER
ST
N AV
ILTO
HAM
8
CU
ND
MO
10
WE
Project Study Area
CH
RI
31
Photograph Location
and View Direction
1
SOUTH ST
SCALE
1
T
ST M
7
26
SS
2 MILES
24
HO
LA
1
29
28
NIC
0
L PL
BENZ
S T. GE OR GE WAT E R F RO N T R E D E V E L O P M EN T
Photograph Location Key
Figure 8-2
4.19.13
North Site, view north
1
North Site, view south
2
Photographs of Project Site
ST. GE OR GE WAT E RF R O N T RE D E V E L O P MEN T
Figure 8-3
Chapter 8: Urban Design and Visual Resources
the City’s waterfront zoning requirements, which are intended to ensure visual access to the
waterfront.
South Site
The South Site is approximately 7.9 acres in size and is parallel to the waterfront southwest of
the Staten Island Ferry St. George Terminal (the Ferry Terminal). It occupies the remaining
eastern portion of Block 2, Lot 20, immediately east of Wall Street, as well as portions of Block
2, Lots 1, 5, and 10, and is generally bounded by Bank Street to the north and northeast; the
Ferry Terminal and related uses to the east and southeast; the RROW and Richmond Terrace to
the south and southwest; and the Wall Street Ramp to the west and northwest. Like the North
Site, the South Site is currently in use as a paved surface public parking lot for the Ferry
Terminal and Stadium, has some surrounding landscaping and no noticeable changes in
topography (see Views 3 and 4 of Figure 8-4). There are tall lampposts surrounding the lot,
which provide lighting for parkers accessing the lot at night. The South Site is polygonal in
dimension, with an angled southern boundary. The current built FAR of the South Site is 0. Like
the North Site, the South Site is currently governed by the City’s waterfront zoning
requirements, which are intended to assure visual access to the waterfront.
Potential Waterborne Transit Landing Site
The potential waterborne transit landing site is located at the end of the Wall Street Ramp
adjacent to the Stadium. The site is currently a fixed pier with seating areas that is part of the
North Shore Waterfront Esplanade.
STUDY AREA
The majority of the study area is separated from the project sites by Richmond Terrace—a wide,
tree-lined boulevard with a raised central median—and its abutting retaining wall, which is
topped by a metal fence. The height of the wall varies from 20 to 35 feet above the grade of the
project sites. As noted above, the grade of the area east of Richmond Terrace (including the
project sites) is 20 to 35 feet lower than that of Richmond Terrace itself. East of Richmond
Terrace, there are no mapped streets, and thus no street pattern. The grade change from the area
west of Richmond Terrace, as well as the web of transportation infrastructure leading to the
Ferry Terminal (see below) and the lack of streets, serves to limit pedestrian circulation in this
area. West of Richmond Terrace, the streets do not form a regular pattern, reflecting the area’s
sloping topography and the form of the shoreline. Other than Richmond Terrace, most of the
streets in the study area are narrow, carry one-way traffic, and have moderate to extensive tree
canopies. Through much of the study area, electrical and telephone wiring and posts extend
above the streets and sidewalks. Richmond Terrace also provides marked and shared bike lanes
throughout the study area.
The narrow portion of the study area on the waterfront side of the project sites comprises
portions of the Ferry Terminal complex and the North Shore Waterfront Esplanade. The North
Shore Waterfront Esplanade includes winding pedestrian paths and landscaping, and is lighted
by decorative lampposts. Bank Street, which runs next to the esplanade, has a marked bikeway,
narrow sidewalk, and speed bumps to control vehicular passage through the area (see View 5 of
Figure 8-5). Bank Street is lighted by taller, square-headed lampposts. The esplanade’s
protected bikeway continues south to the Ferry Terminal and then, on the south side of the
terminal, extends along Bay Street/Bay Street Landing. Bank Street runs next to the waterfront
side of the Stadium, which includes a scoreboard, tall floodlights, and protective netting. There
8-5
4.19.13
South Site, view north
3
South Site, view southeast
4
Photographs of Project Site
ST. GE OR GE WAT E RF R O N T RE D E V E L O P MEN T
Figure 8-4
4.19.13
Bank Street and North Shore Waterfront Esplanade
5
North Shore Waterfront Esplanade, view north
6
Photographs of Study Area
ST. GE OR GE WAT E RF R O N T RE D E V E L O P MEN T
Figure 8-5
St. George Waterfront Redevelopment
are also loading and visitor entrances to the Stadium on Bank Street, near a paved plaza. At the
northern edge of the Stadium on the waterfront, is the Postcards 9/11 Memorial. The memorial
includes two white, marble wing sculptures, resembling postcards or—from a distance—
outstretched wings or petals of a flower (see View 6 of Figure 8-5). The memorial is lighted at
night.
The portion of the study area directly west of the North Site includes the St. George/New
Brighton Historic District, and a superblock containing the Castleton Park apartment complex.
As described in Chapter 7, “Historic and Cultural Resources,” the long, narrow blocks of the
historic district north of Nicholas Street contain single-family houses in the Queen Anne,
Shingle, and Colonial Revival styles, primarily built in the late 19th and early 20th centuries.
The houses are set back from the lot line and generally cover only a small portion of their lots.
Some of the lots include outbuildings (modern garages) at the rear lot line; most are well
screened by mature trees (see View 7 of Figure 8-6). The historic district also includes St.
Peter’s Roman Catholic Church and Rectory and a few apartment buildings under 10 stories tall.
The neo-Romanesque-style church has a 154-foot-tall tower visible from more distant locations.
The superblock south of the historic district is bounded by Nicholas Street, Hamilton Avenue,
Richmond Terrace, and St. Mark’s Place. The Castleton Park apartment complex comprises two
20-story (approximately 200-foot-tall), red-brick apartment towers with long rectangular
footprints and a raised parking deck, set in a “tower in a park”-style landscaped setting (see
View 8 of Figure 8-6). Because of the buildings’ elevated location near the waterfront and the
much lower scale of surrounding development, they can be seen from more distant locations.
Undeveloped portions of the block along Hamilton Avenue are densely vegetated. The block
includes several single-family houses with distinct mansard roofs fronting on Richmond Terrace,
and a new 8-story residential building with a square footprint at the corner of Richmond Terrace
and Nicholas Street (see View 9 of Figure 8-7).
To the west of the historic district and the Castleton Park complex is another superblock. This
superblock is bounded by St. Mark’s Place, Hamilton Avenue, and Westervelt Avenue and is
primarily occupied by Curtis High School. The Collegiate Gothic-style high school is a
designated historic resource (see Chapter 7, “Historic and Cultural Resources”). The main entry
to the high school campus is set back from the intersection of St. Mark’s Place and Hamilton
Avenue behind a landscaped plaza (see View 10 of Figure 8-7). Like many large-scale uses in
the study area, it is surrounded by mature trees and other landscaping. The middle of the block
contains the high school’s athletic fields and accessory buildings, as well as a four-story
apartment complex with four C-shaped buildings, each with a central courtyard (see View 11 of
Figure 8-8). On the north side of the block are single-family homes set back from the street
behind landscaping.
To the south of this superblock are several smaller blocks primarily containing residential and
institutional uses. The residential uses are generally two- and three-story detached and semidetached houses set far back from the street, but also include a few apartment buildings, which
are more typically built to the lot line (see Views 12 and 13 of Figures 8-8 and 8-9). There is a
large, grassy vacant lot behind the six-story apartment building on Hamilton Avenue between St.
Mark’s and Academy Places, a large, surface parking lot behind the six-story apartment building
between Academy and Stuyvesant Places, and a large, surface parking lot at the northeast corner
of St. Mark’s Place and Hyatt Street. One of the few open spaces in the study area—the
Lieutenant Lia Playground, also known as the Nicholas Lia Memorial Park—is located in this
area, on the block bounded by Belmont Place, St. Mark’s Place, Wall Street, and Hamilton
Avenue. The open space includes play equipment, benches, and game tables (see View 14 of
8-6
4.19.13
St. George/New Brighton Historic DIstrict, view on Westervelt Avenue
7
View north on St. Mark’s Place to Castleton Park complex
8
Photographs of Study Area
ST. GE OR GE WAT E RF R O N T RE D E V E L O P MEN T
Figure 8-6
4.19.13
Richmond Terrace at Nicholas Street
9
Curtis High School, view from St. Mark’s Place
10
Photographs of Study Area
ST. GE OR GE WAT E R F RO N T R E D E V E L O P M EN T
Figure 8-7
4.19.13
St. Mark’s Place, view from north of Nicholas Street
11
Belmont Place, south of Vine Street
12
Photographs of Study Area
ST. GE OR GE WAT E RF R O N T RE D E V E L O P MEN T
Figure 8-8
4.19.13
St. Mark’s Place near Wall Street
13
Nicholas Lia Memorial Park
14
Photographs of Study Area
ST. GE OR GE WAT E RF R O N T RE D E V E L O P MEN T
Figure 8-9
Chapter 8: Urban Design and Visual Resources
Figure 8-9). Institutional uses include the four-story, red-brick and stone-clad Ralph R. McKee
Career and Technical Educational High School at Wall Street between Belmont and St. Mark’s
Places, and the Brighton Heights Reformed Church at Fort and St. Mark’s Places. The existing
red-brick church building with its tall white steeple replaced the original ca. 1866 church that
was destroyed by fire in the 1990s.
East of this area and directly west of the South Site, is the borough’s civic center. Public
institutions in this area include Staten Island Borough Hall, the Richmond County Supreme
Court building, the Staten Island Family Court building, the St. George Post Office, the St.
George Library Center, the Staten Island Museum, and the 120th Precinct of the New York
Police Department, all of which are designated historic resources (see Chapter 7, “Historic and
Cultural Resources”). A new facility for the Richmond County Supreme Court, located on a
parcel bordered by Central Avenue, Hyatt Street, and Bay Street, is currently under construction
and is expected to be completed in 2013 (see View 15 of Figure 8-10). The institutional
buildings in the civic center area are generally designed and oriented to have a significant
presence on the street. Staten Island Borough Hall, in particular, is located directly west of the
Ferry Terminal and is set back from Richmond Terrace behind a wide set of stairs. The
building’s tall clock tower is a notable element in surrounding views (see View 16 of Figure
8-10). The Richmond County Supreme Court building, adjacent and on the same block, has its
primary Greek temple-like façade on Richmond Terrace, also set back from the street behind a
set of stairs. The Staten Island Museum, a Georgian Revival-style, 2½-story building, is set back
from its lot line on Stuyvesant Place and is fronted by pavement that is used for parking.
The remaining buildings in this portion of the study area and on the very long, narrow blocks
south of Hyatt Street and west of Richmond Terrace/Bay Street are mostly residential,
commercial, and institutional and low in scale. Commercial structures include two early 20th
century red-brick structures along Hyatt Street: the St. George Theater and the Staten Island
Savings Bank building. At nine stories tall, the former College of Staten Island building on
Stuyvesant Place between Hyatt and Wall Streets is one of the more prominent commercial
structures in the area (see View 17 of Figure 8-11). Some of the commercial structures south of
Hyatt Street on Bay Street have large-scale signage and billboards above their roofs, and at the
intersection of Hyatt and Bay Streets and Richmond Terrace there is a long, brick-clad bus
shelter that serves the area’s numerous transit users (see Views 18 and 19 of Figures 8-11 and 812). On the east side of Bay Street south of the Lighthouse Depot complex (described below) is
a two-story Art Deco style federal office building. This structure is a historic resource (see
Chapter 7, “Historic and Cultural Resources”).
East of the South Site is the Ferry Terminal, which serves as a transit hub for the Staten Island
Ferry, the Staten Island Railway, and New York City Transit bus lines. The Ferry Terminal
structure is a two- and three-story (approximately 40-foot-tall) red-brick building constructed in
1949 and extensively renovated beginning in 1999 with the addition of retail space and
pedestrian walkways that connect the terminal entry with Richmond Terrace and the Stadium.
The pedestrian walkway/stairway that extends north from the terminal, which was constructed as
part of its renovation, is surmounted by an open, latticed arch that is illuminated at night (see
View 20 of Figure 8-12).
Piers and slips extend out from the structure at the shoreline, and viaducts carry vehicular traffic
to and from the Ferry Terminal off Richmond Terrace (see View 21 of Figure 8-13). There is
another surface parking lot directly south of the Ferry Terminal and on a nearby pier. A 65-foottall lighthouse-shaped tower and pedestrian bridge designed by Siah Armajani provides access
8-7
4.19.13
Court building construction on Hyatt Street
15
Staten Island Borough Hall, view east on Hyatt Street
16
Photographs of Study Area
ST. GE OR GE WAT E RF R O N T RE D E V E L O P MEN T
Figure 8-10
4.19.13
Stuyvesant Place north of Hyatt Street
17
Bay Street/Richmond Terrace, south of Ferry Terminal
18
Photographs of Study Area
ST. GE OR GE WAT E R F RO N T R E D E V E L O P M EN T
Figure 8-11
4.19.13
Central Avenue north of Slosson Terrace
19
Ferry Terminal, view from Richmond Terrace
20
Photographs of Study Area
ST. GE OR GE WAT E RF R O N T RE D E V E L O P MEN T
Figure 8-12
4.19.13
Ferry Teminal access points, view from Richmond Terrace
21
Waterfront south of Light-house Depot complex
22
Photographs of Study Area
ST. GE OR GE WAT E RF R O N T RE D E V E L O P MEN T
Figure 8-13
St. George Waterfront Redevelopment
from the Ferry Terminal’s upper-level bus ramp to the waterfront area to the south. The
sculpture is inscribed with a line from Wallace Stevens: “a bridge above the bright and blue of
water.”
At the southern end of the study area south of the Ferry Terminal is the waterfront property
containing the Lighthouse Depot complex, a historic resource; a federal office building (former
post office, described above); and 130 Bay Street Landing, a 9-story, early 20th century concrete
industrial structure being converted for residential use (see View 22 of Figure 8-13). The 10acre Lighthouse Depot complex, which is vacant but planned for redevelopment possibly as a
National Lighthouse Museum, includes a French Second Empire-style granite and red-brick
office building, a pier, a laboratory structure, two storehouses, a lamp show, a foundry, and
underground vaults (see View 23 of Figure 8-14). A tall, red-brick wall with star-ended tie rods
surrounds the lighthouse campus on Richmond Terrace; on Bay Street, the historic structures are
set back behind metal fences.
The study area is generally zoned for smaller-scale development, with maximum FARs ranging
from 0.5 up to 3.4. With a few exceptions including the Castleton Park complex, buildings in the
study area appear to be generally consistent with these allowable FARs.
VISUAL RESOURCES
Visual resources are an area’s unique or important public view corridors, vistas, or natural or
built features. These can include historic structures, parks, natural features (such as rivers), or
important views.
PROJECT SITES
There are no visual resources on the North Site or the South Site. Views from the project sites
include the skyline of Lower Manhattan and development along the New Jersey and Brooklyn
waterfronts (see Views 24 and 25 of Figure 8-15). Views inland include the towers of Staten
Island Borough Hall and St. Peter’s Church. While the Castleton Park buildings are not
considered to be visual resources, they are prominent in surrounding views, including from the
project sites (see Views 26 and 27 of Figure 8-16).
STUDY AREA
Within the study area, Richmond Terrace provides the most extensive views, including to the
landmarked civic center structures on the west side of the street, and the skyline of Lower
Manhattan in the distance (see View 28 of Figure 8-17). Bank Street also provides panoramic
views of the waterfront and Manhattan, Brooklyn, and New Jersey in the distance, as well as—in
views inland—the towers of St. Peter’s Church and Staten Island Borough Hall (see View 29 of
Figure 8-17). Bank Street also provides views of the Postcards 9/11 Memorial. Due to the study
area’s irregular block patterns and changes in topography, there are few other streets that provide
long view corridors. Hamilton Avenue and Wall Street starting from St. Mark’s Place provide
views to the waterfront (see View 30 of Figure 8-18). Westervelt Avenue near St. Mark’s Place
provides views to the industrial waterfront of Bayonne, New Jersey (see View 31 of Figure
8-18). The tower of Curtis High School is a visual resource, but can be seen mainly from directly
adjacent streets; views to residences within the St. George/New Brighton Historic District are
similarly constrained. Views north on Bay Street include the tower of Staten Island Borough
Hall (see View 32 of Figure 8-19). Views east from Bay Street near Richmond Terrace include
the Ferry Terminal’s access infrastructure and Siah Armajani tower and pedestrian bridge, and
8-8
4.19.13
Light-house Depot complex, south of ferry viaduct
23
Photograph of Study Area
ST. GE OR GE WAT E RF R O N T RE D E V E L O P MEN T
Figure 8-14
4.19.13
Waterfront views from North Site
24
Waterfront views from South Site
25
Views to Visual Resources from Project Site
ST. GE OR GE WAT E RF R O N T RE D E V E L O P MEN T
Figure 8-15
4.19.13
Inland view from North Site
26
Inland view from South Site
27
Views to Visual Resources from Project Site
ST. GE OR GE WAT E RF R O N T RE D E V E L O P MEN T
Figure 8-16
4.19.13
Waterfront views from Richmond Terrace
28
Views inland from Bank Street
29
Views to Visual Resources from Study Area
ST. GE OR GE WAT E RF R O N T RE D E V E L O P MEN T
Figure 8-17
4.19.13
View to waterfront from Wall Street
and St. Mark’s Place
30
View to waterfront from Westervelt Avenue near St. Mark’s Place
31
Views to Visual Resources from Study Area
ST. GE OR GE WAT E R F RO N T R E D E V E L O P M EN T
Figure 8-18
4.19.13
View north on Bay Street near Slosson Terrace
32
View to Verrazano-Narrows Bridge from waterfront south of Ferry Terminal
33
Views to Visual Resources from Study Area
ST. GE OR GE WAT E R F RO N T R E D E V E L O P M EN T
Figure 8-19
Chapter 8: Urban Design and Visual Resources
views on Bay Street Landing include the historic Lighthouse Depot complex structures as well
as the waterfront piers and Brooklyn in the distance (see View 23 of Figure 8-14, above). From
the waterfront public access point at the Lighthouse Depot, the Verrazano-Narrows Bridge can
be seen in the distance (see View 33 of Figure 8-19).
VIEWS FROM MORE DISTANT LOCATIONS
As described above under “Methodology,” given the height of the proposed Observation Wheel,
the following public viewing locations have also been considered: harbor views, as represented
by Battery Park in Lower Manhattan (views from this location are assumed to be roughly similar
to views from public viewing locations on Liberty and Governors Islands, and from Liberty
State Park in New Jersey); the Staten Island Ferry; and American Veterans Memorial Pier and
Owl’s Head Park in Bay Ridge, Brooklyn. Views from Battery Park in Lower Manhattan are
quite distant, and individual structures are mostly indiscernible, although the Castleton Park
buildings can be identified because of their height and elevated location (see View 34 of Figure
8-20). Views of the project site and surrounding area are available from the western, elevated
portions of Owl’s Head Park; other portions of the park are too wooded, or at lower elevations,
to allow for such views (see View 35 of Figure 8-20). Near Owl’s Head Park, the American
Veterans Memorial Pier provides closer views to the project site and surrounding area; however,
as with views from Battery Park, individual structures are mostly indiscernible in these views
(see View 36 of Figure 8-21). Views from the Staten Island Ferry become more distinct as the
ferry nears the island (see View 37 of Figure 8-21). In such views, the towers of St. Peter’s
Church and Curtis High School, the Castleton Park buildings, and the new and converted
residential development south of the Lighthouse Depot complex are most distinctive.
NIGHTTIME LIGHTING
At night, the project sites are visible within a typical urban waterfront in terms of views from
Richmond Terrace, the Ferry Terminal and approaching ferries, and from the North Shore
Waterfront Esplanade and area surrounding the ballpark. As noted above, the parking lots on the
project sites are lighted by tall floodlights, the Ferry Terminal is well lighted, and the baseball
stadium has periodic night games during the baseball season.
E. THE FUTURE WITHOUT THE PROPOSED PROJECT
PROJECT SITES
In the No-Action condition, there will be no change in the use of the project sites. Both the
North Site and the South Site will remain surface public parking lots for the St. George Terminal
of the Staten Island Ferry and the Stadium. The current reconstruction of the Wall Street ramp
between Richmond Terrace and Bay Street will increase the number of parking spaces on the
South Site.
STUDY AREA
As described in more detail in Chapter 2, “Land Use, Zoning and Public Policy,” there are a
number of development projects within and adjacent to the ¼-mile study area that are expected
to be completed by 2016. These include the redevelopment of a portion of the U.S. Lighthouse
Service Depot with retail use, the completion of the new Richmond County Supreme Court, and
several residential and mixed-use (residential and commercial/community facility) projects. A
8-9
4.19.13
View from Battery Park
34
View from Owl’s Head Park
35
Views to Project Site from
Outside Study Area
ST. GE OR GE WAT E RF R O N T RE D E V E L O P MEN T
Figure 8-20
4.19.13
View from American Veterans Memorial Pier
36
View from Staten Island Ferry
37
Views to Project Site from
Outside Study Area
ST. GE OR GE WAT E RF R O N T RE D E V E L O P MEN T
Figure 8-21
St. George Waterfront Redevelopment
number of the development projects are located on waterfront property, a reflection of the shift
from manufacturing and transportation infrastructure uses on the waterfront toward more
attractive space for residents and visitors. At approximately 18 stories plus a penthouse, the
Liberty Towers development—one of the proposed residential projects—would be taller than
most of the buildings in this portion of Richmond Terrace, but would be similar in height to the
20-story Castleton Park apartment buildings upland on the same block. The new facility for the
Richmond County Supreme Court would be approximately four stories tall, and thus would not
be significantly different in height than the existing buildings in the surrounding area. The
redevelopment of a portion of the Lighthouse Depot complex, as well as the conversion of an
adjacent building for residential use, would be anticipated to improve the visual character and
context of this historic resource and thus the pedestrian experience in that portion of the study
area.
These projects maintain the study area’s existing trend toward the development of high-rise
buildings with a mixture of uses, and will continue to change the visual character of the study
area, particularly along the waterfront and Richmond Terrace.
F. THE FUTURE WITH THE PROPOSED PROJECT
URBAN DESIGN
PROJECT SITES
North Site
With the proposed approvals, the North Site would be developed with the 120,000-gross-squarefoot (gsf) Wheel Terminal Building, which would house 40,000 gsf of commercial space, 25,000
gsf of retail space (including eating and drinking establishments), an 11,000 gsf restaurant,
17,000 gsf of exhibition space, and 4,000 gsf of theater space. The Wheel Terminal Building
would be approximately 62 feet above ground level. A 350,400 gsf, four-level, parking structure
with approximately 950 public and accessory parking spaces would replace the existing parking
capacity on the North Site, and would provide additional capacity (including space for buses) to
meet the needs of the proposed development. The parking structure would be approximately 61
feet above ground level. The proposed Wheel Terminal Building and the proposed parking
structure—which are attached—would rise above the Richmond Terrace roadway. The proposed
deck over the RROW would provide direct access to the Wheel Terminal Building as well as to
the open space described below. The North Site would continue to be accessed by Bank Street
via Jersey Street; in addition, a new vehicle ramp for cars leading into the parking structure
would be provided at Nicholas Street. As discussed in Chapter 1, “Project Description,” with the
proposed project, Bank Street would be widened from a 24-foot to a 30-foot roadway. The
widened Bank Street would include a bike lane from Jersey Street to the easternmost boundary
of the North Site.
On the roof of the parking structure and Wheel Terminal Building, and at plazas on Richmond
Terrace and Bank Street, would be approximately 4.94 acres of publicly accessible active and
passive open space. This open space would include areas for passive recreation, including
landscaped green spaces, walkways with benches, and scenic vantage points. A promenade
would be provided between the Richmond Terrace Entrance Plaza and a 0.29-acre playground at
the southwest corner of the site. Pedestrian circulation between the waterfront and Richmond
Terrace would be improved by a proposed pedestrian path that would start near Nicholas Street
8-10
Chapter 8: Urban Design and Visual Resources
and would connect Richmond Terrace to the waterfront. Also, a new pedestrian path along the
eastern portion of the site would provide an enhanced connection between Richmond Terrace
and the Bank Street Entrance Plaza. In addition, approximately 2.28 acres of inaccessible open
space would be covered with sustainable features. In total, the North Site would include
approximately 7.22 acres of open space.
The 1,440-passenger Observation Wheel would be a structure accessed from the Wheel
Terminal Building. It would be approximately 625 feet tall and would have a tubular structure
supporting the passenger capsules.
Upon completion of the proposed project, most of the North Site would be occupied with the
Wheel Terminal Building and the parking structure, and the built FAR would be 0.90 compared
with the existing/No-Action condition, where the built FAR is 0. The proposed development on
the North Site would be subject to the use, bulk, height, and setback regulations of the proposed
North Waterfront Subdistrict within the Special St. George District (see Chapter 1, “Project
Description”). As described above, the new subdistrict would establish visual corridors specific
to the subdistrict; establish a special permit applicable to the subdistrict that would govern
development within the subdistrict by establishing use regulations, including signs, transparency
and parking, as well as bulk provisions permitting the distribution of floor area within the
subdistrict without regard for zoning lot lines, permitting modification of yard requirements, and
permitting development located partially or entirely within a railroad or transit right-of-way or in
railroad or transit air space.
See Figures 1-4 through 1-8 and Figures 1-13 and 1-14, which illustrate the proposed
development on the North Site.
South Site
With the proposed approvals, the South Site would be developed with the St. George Retail
Development, which would include a 340,000 gsf retail outlet center, including restaurant and
fast food space. A 130,000 gsf hotel would also be constructed on the South Site, as well as a
20,000 gsf catering facility and 40,000 gsf of bank of house and mechanical space. The hotel
could be up to 134 feet above the level of Richmond Terrace. Parking would be provided in a
three-level, approximately 1,250-car garage located below the retail. As on the North Site, the
parking facility would replace the existing parking capacity on the South Site, as well as provide
additional spaces to meet the needs of the proposed development. Vehicles would access the
proposed development on the South Site from the Wall Street Ramp. Bank Street within the
South Site would be reconfigured to run alongside the edge of the bulkhead at the existing
elevation, and a new pedestrian esplanade, the Bank Street Esplanade, would be developed. This
pedestrian esplanade would be separated from the reconfigured Bank Street by a small retaining
wall. The pedestrian esplanade is planned to incorporate a row of tree plantings, a mix of ground
plantings, and a planted area on top of the retaining wall that would help conceal the grade
change and service road beyond. The area would have a mixture of seating types with some
fixed locational seating as well as additional moveable seating to provide flexibility to users of
the space. In addition, the existing staircase from the Ferry Terminal to Bank Street would be
reconfigured with the proposed project to accommodate the reconfigured service road. The ramp
connected to the staircase’s northern elevation would be removed and replaced with an elevator
that would be placed adjacent to the stair on its southern side. The landing and steps of the
staircase would be reconfigured to provide additional width at the bottom of the stairs.
8-11
St. George Waterfront Redevelopment
Buildings on the South Site would be terraced to maintain views, enhance public access to the
waterfront, and provide architectural interest. There would be pedestrian corridors traversing the
South Site from Richmond Terrace to Bank Street and the waterfront. The main promenade
would provide a visual connection between the lower Ferry Terminal exit and the civic
courtyard across Richmond Terrace. A central pedestrian corridor would bring pedestrians
across the site traversing in the east-west direction, connecting the Ferry Terminal’s upper level
and Bus Terminal to the open corridors of the retail development and provide pedestrian routes
to the Stadium. Thus, the proposed development would provide enhanced upland connections to
downtown St. George and the St. George civic center. In addition, the site plan was designed to
provide visual connections between downtown St. George and the waterfront.
Upon completion of the proposed project, the lot coverage of the South Site would be
approximately 309,000 square feet, or approximately 87 percent, due to the parking levels below
the proposed retail and hotel uses. However, as stated in Chapter 1, “Project Description,” the
distribution of floor area may be distributed in the North Subdistrict without regard to zoning lot
lines. The proposed development on the South Site would conform to the new Special St.
George District’s new North Waterfront Subdistrict and would be subject to the use, bulk, height
and setback regulations of the proposed North Waterfront Subdistrict.
The proposed landscaping along the South Site’s main pedestrian north-south corridor would
create an open pedestrian boulevard while not obstructing the view corridor with its low planting
and seating. In addition, the Central Plaza, an approximate 6,000-square-foot plaza, would be
located adjacent to the main north-south corridor that would include trees and ground plantings,
fixed and movable seating, as well as flexible space that can be utilized for possible events for
the community. Also, the 13,000- to 14,000-square-foot Bank Street Esplanade would have
plantings and seating. The landscaping along Richmond Terrace would maintain and replace or
add, where necessary, to the existing street tree line along the edge of the sidewalk. Planted
buffers would be provided along the valet area adjacent to the opening in the deck to the
easement below in the southeast corner of the South Site; additional planting would be included
in the larger plaza areas on the edge of the South Site. Along Wall Street would be vertical
planters, or a green wall of planted vines to allow more space for pedestrian movement on the
sidewalk.
See Figures 1-9 through 1-13 and Figures 1-17, which illustrate the proposed development on
the South Site.
Potential Waterborne Transit Landing Site
The proposed project may result in the addition of a new waterborne transit landing that would
be located adjacent to the Stadium at the end of Wall Street. The potential waterborne transit
landing is currently envisioned as a 2,700-square-foot single-bow, front- and side-loading
floating barge. This potential barge would be accessed from an approximate 90-foot gangway
that would be attached to the existing fixed pier located adjacent to the Stadium at the end of
Wall Street. A shelter for dock operations would be proposed on or near the existing pier.
Summary
The proposed project would not result in changes to existing streets or open space resources on
the project sites, with the following exceptions: the reconfiguration of Bank Street within the
South Site, to minimize vehicular pedestrian conflicts while providing a more generous public
esplanade and maintaining NYCDOT and emergency vehicle access, and the widening of Bank
8-12
Chapter 8: Urban Design and Visual Resources
Street from a 24-foot roadway to a 30-foot roadway from Jersey Street to the easternmost
boundary of the North Site. The proposed project would develop new buildings and structures,
as well as new publicly accessible open space, where none currently exist. Compared with the
surface parking lots that would continue to exist in the No-Action condition, the proposed retail,
commercial, hotel, and theater and exhibition space uses would be more active and would
enhance the pedestrian experience of these spaces. The proposed project would also provide
enhanced connections to the upland areas. While the proposed project would develop a tall
structure on a portion of the North Site, this structure (the Observation Wheel) would have an
open framework, and the structures to be developed on the South Site would be low in scale.
Therefore, the proposed project would not result in any significant changes to wind conditions
on the project sites.
STUDY AREA
The proposed project would not result in any changes to buildings, natural features, open spaces,
or streets in the study area. In comparison with the No-Action condition, the proposed project
would notably alter the visual character of the surrounding area, but this character is already
changing through the various buildings currently under construction, which include tall
buildings along Richmond Terrace. The proposed project also would enhance the visual
character of the project sites as compared to existing/No-Action conditions, and thus would
enhance the pedestrian experience of the St. George waterfront. Furthermore, the proposed
development is intended to become a notable element of, and enhancement to, the urban design
and visual character of the Richmond Terrace corridor between Bay and Nicholas Street. It is
intended to provide the surrounding area with an enhanced sense of place as an attractive
gateway to Staten Island, and to provide momentum for further development on nearby sites.
While the proposed development would have a contemporary design, the surrounding area
already includes buildings of contemporary design and materials. The development that would
occur on the South Site would not be out of scale or context with buildings in the surrounding
study area. As described above, the study area has maximum FARs ranging from 0.5 up to 3.4,
and with a few exceptions including the Castleton Park complex, buildings in the study area
appear to be generally consistent with these allowable FARs. The project sites would become
part of the Special St. George District, to ensure compatibility of development in this area with
the rest of the surrounding special district.
The proposed project would introduce a different mix of uses to the project sites compared with
existing/No-Action conditions, but these uses would be compatible with the existing uses and
land use trends in the study area. The proposed project would contribute to the conversion of
Richmond Terrace into a more active boulevard for pedestrian use. The proposed project also
would improve public access to the waterfront by providing direct connections to Richmond
Terrace. As described above, currently the project sites are approximately 30 feet below the
grade of Richmond Terrace, with few access points. On the North Site, connections to the
waterfront would be provided by a pedestrian pathway that would start near Nicholas Street and
would connect Richmond Terrace to the waterfront. There would also be a pedestrian path along
the eastern portion of the North Site that would provide a connection between Richmond Terrace
and the Bank Street Entrance Plaza. On the South Site, pedestrian access to the waterfront from
Richmond Terrace would be provided through open pedestrian promenades. Thus, the proposed
development would provide enhanced upland connections to the surrounding St. George
neighborhood.
8-13
St. George Waterfront Redevelopment
VISUAL RESOURCES
PROJECT SITES
As described above, there are no visual resources on the North Site or the South Site. Views
from the project sites would continue to include the skyline of Lower Manhattan and
development along the New Jersey and Brooklyn waterfronts, as well as the Postcards 9/11
Memorial in the foreground. Views to visual resources along Richmond Terrace and inland from
the project site would be altered by the proposed development; however, any development of
these sites would limit such views as compared with their undeveloped state in the existing/NoAction condition. Furthermore, since portions of the project sites would be raised level with or
above Richmond Terrace, new viewing locations to these resources could be created,
particularly at the new open space on the North Site. Furthermore, the design of the development
on the South Site—long, narrow structures separated by walkways—is intended to maintain and
create new visual corridors through that portion of the project site. If the potential waterborne
transit service would be introduced, this would further encourage visual connections to the
water.
STUDY AREA
The proposed project would create prominent new structures that would change the appearance
of the immediate area of the Ferry Terminal and the surrounding area, particularly Richmond
Terrace. These new structures would frame the view of the waterfront from upland areas.
Within the study area, the proposed development would be most notable in views along
Richmond Terrace—given the roadway’s wide width and adjacency to the project sites. Rather
than a wide thoroughfare with a lack of development on the waterfront side, the new structures
along the waterfront side of the street would now frame these views. While the development of
the project sites would lessen their open space appearance, the physical upgrading of site
conditions and additional pedestrian activity on the project sites would enhance the appearance
of the surrounding view corridors.
The proposed project would represent a significant change to the context of the visual resources
on the inland side of Richmond Terrace. The new buildings of modern design on the South Site
would provide a contrast to the historic masonry structures on the inland side of the street, and
the scale of the proposed Observation Wheel in particular would be much greater than any of the
existing structures within this portion of the study area. However, the project would not
significantly alter the visual prominence of these visual resources, which would continue to be
located in an area characterized by structures of different scales, architectural styles, and from
different construction periods (see Chapter 7, “Historic and Cultural Resources”).
Figure 8-22 compares an existing and No-Action conditions perspective from just north of the
Ferry Terminal with a simulation of the South and North Site developments in place. The change
from this perspective and along the North Shore Waterfront Esplanade would be dramatic,
compared with the mix of open surface parking and transportation infrastructure that currently
occupies the project sites.
From Richmond Terrace looking north from its intersection with Bay Street, a visual simulation
shows that in comparison to the Existing and No-Action conditions, With-Action conditions
would notably alter the Richmond Terrace streetscape, with the South Site street-level retail and
hotel structure occupying a prominent site across from Staten Island Borough Hall and providing
8-14
5.9.13
Existing/No-Action Condition
Future/With-Action Condition
Visual Simulation
View from the Ferry Terminal
ST. GE OR GE WAT E RF R O N T RE D E V E L O P MEN T
Figure 8-22
Chapter 8: Urban Design and Visual Resources
a new frame for views along this corridor (see Figure 8-23). From this viewpoint, the proposed
development on the North Site would be almost entirely obstructed from view by the Stadium,
although the Observation Wheel would rise prominently above the horizon.
The view from Richmond Terrace north of Nicholas Street looking south toward the project site
is indicative of the relationship of the site to areas just outside the immediate Richmond Terrace
frontage. As shown in Figure 8-24, the existing and No-Action conditions perspective compared
with the With Action conditions perspective most notably shows that the Observation Wheel
structure would be very visible, but the proposed Wheel Terminal Building and parking structure
with open space above would be minimally visible, and the South Site development would not
be visible at all.
Views to the visual resources on Richmond Terrace from certain portions of Bank Street and the
North Shore Waterfront Esplanade could potentially be obscured by the proposed development;
however, any development of these sites would be anticipated to limit such views compared with
existing conditions. Furthermore, since portions of the project sites would be raised level with or
above Richmond Terrace, new viewing locations to these resources could be created,
particularly at the new open space on the North Site. In no case would views of the inland
resources from Bank Street or the North Shore Waterfront Esplanade be fully obstructed. These
new viewing locations would also serve to replace any views to the waterfront and beyond from
Richmond Terrace that could be obstructed by the proposed development. In addition, the design
of the development on the South Site—long, narrow structures separated by walkways—is
intended to maintain visual corridors through that portion of the South Site. Staten Island
Borough Hall would continue to remain a prominent symbol of the borough in views from the
Ferry Terminal, and the direct visual connection between the Ferry Terminal and Staten Island
Borough Hall would not be altered. Views from Bank Street and the North Shore Waterfront
Esplanade to the waterfront and to Lower Manhattan and New Jersey in the distance would not
be obstructed.
With the exception of the Observation Wheel, the proposed development would not be visible in
most other views within and just outside of the study area beyond the immediate Richmond
Terrace frontage. As described above, the curving of Richmond Terrace north of Nicholas Street
and the angling of Bay Street south of its connection to Richmond Terrace preclude views of the
proposed development—other than the Observation Wheel—from these portions of the study
area. The proposed hotel on the South Site could potentially be somewhat visible in views north
on Hyatt Street and Central Avenue. Views north along Bay Street and Bay Street Landing near
the Ferry Terminal would include a portion of the proposed structures on the South Site,
including the upper floors of the hotel. The addition of new structures in these views would not
significantly alter the visual character of these portions of the study area and also would not
screen or eliminate any views to visual resources.
The visibility of the Observation Wheel in surrounding views would be variable, based on
intervening buildings, street trees and other landscaping and vegetation, as well as the screening
effects of distance and the Wheel’s light-colored metalwork. Because of its open framework, the
Observation Wheel would have less of a visual presence than a built structure of the same size.
Overall, the Observation Wheel would be a unique, but not incompatible visual element within
the setting of the study area’s visual resources.
8-15
5.9.13
Existing/No-Action Condition
Future/With-Action Condition
Visual Simulation
View from Borough Hall Looking North
ST. GE OR GE WAT E RF R O N T RE D E V E L O P MEN T
Figure 8-23
5.9.13
Existing/No-Action Condition
Future/With-Action Condition
Visual Simulation
View South on Richmond Terrace
from North of Nicholas Street
ST. GE OR GE WAT E RF R O N T RE D E V E L O P MEN T
Figure 8-24
St. George Waterfront Redevelopment
VIEWS FROM OFF-ISLAND LOCATIONS
Currently, the large surface parking lots on the project sites do not contribute to views of St.
George from the Staten Island Ferry or other off-Island locations. In comparison, the proposed
project, and in particular the Observation Wheel, would provide a visual landmark for
passengers on the approaching ferry. Views from the water of some existing buildings facing
Richmond Terrace would be partly obscured by the proposed project. Views from the ferry of
Staten Island Borough Hall and the Richmond County Courthouse would not be affected by the
proposed project.
As described above, views to the project sites and study area from Battery Park in Lower
Manhattan are quite distant, and individual structures are mostly indiscernible. Given the long
distance to the project sites and the effects of atmospheric perspective, the only element of the
proposed project that would be distinguishable from surrounding structures in these views is the
Observation Wheel (see Figure 8-25). While distinguishable in such views, because of its open
framework and light-colored metalwork, the visibility of the Observation Wheel would not
constitute a significant adverse effect to visual resources. While Owl’s Head Park and the
American Veterans Memorial Pier provide closer views to the project site and surrounding area,
as with views from Battery Park, individual structures are mostly indiscernible in these views as
well, and thus the only element of the proposed project that would be notable in such views is
the Observation Wheel. As shown in Figure 8-26, the Observation Wheel would be clearly
visible on the far shoreline of Station Island but because of its open framework and light-colored
metalwork, the visibility of the Observation Wheel would not constitute a significant adverse
effect to visual resources.
NIGHTTIME LIGHTING
At night, the Observation Wheel would be lighted to varying degrees, depending on the season
and the scheduling of events, and would be visible within a context of nighttime views across the
Harbor from Lower Manhattan and portions of the waterfronts of Brooklyn and New Jersey.
There would be no lighting of the structure on the land-side, and the wheel structure would be
largely dark in views from the study area upland of Richmond Terrace. It is currently envisioned
that LED lighting would be placed on the capsules, the rim, and the cable spokes (or similar hubto-rim catenaries) of the Observation Wheel. The lighting strategy would be highly directional,
to shield the upland neighborhoods from direct lighting and to avoid sky glow, and would be
designed and programmed to minimize environmental effects and to avoid navigation
interference in the Harbor or for area aviation traffic. Furthermore, all decorative lighting on the
Observation Wheel would be reduced during the spring and fall bird migration period and
greatly reduced or entirely suspended during periods of heavy fog or rain. The reflecting pond
under the Observation Wheel, and paths on the green roof and surrounding the terminal and
parking structure, would also be illuminated. There may also be fireworks displays at the site,
both individually and in conjunction with games at the Stadium.
On the South Site, it is currently envisioned that the hotel and landscaping would be accented by
uplighting; lighting would also be provided on storefronts, building façades, and imbedded
within the landscaping. The elevations of the buildings would have signage that would be
illuminated to identify the retail center, the hotel, the catering facility, and possibly individual
tenants. Connective pathways between corridors would be highlighted to assist with wayfinding,
and lighting from facades, soffits, and other building elements would be intended to give the site
8-16
5.9.13
Existing/No-Action Condition
Future/With-Action Condition
Visual Simulation
View from Battery Park
ST. GE OR GE WAT E RF R O N T RE D E V E L O P MEN T
Figure 8-25
5.9.13
Existing/No-Action Condition
Future/With-Action Condition
Visual Simulation
View from American Veterans Memorial Pier
ST. GE OR GE WAT E RF R O N T RE D E V E L O P MEN T
Figure 8-26
Chapter 8: Urban Design and Visual Resources
an iconic character. The lighting design would be mindful of adjacent waterfront, residential
areas, and adjacent NYCDOT Ferry Operations.
CONCLUSION
In conclusion, the proposed project would not significantly affect urban design or visual
resources.

8-17