In a press release, Amazon explained why it backed out of its plan to open a new headquarters in New York City:
For Amazon, the commitment to build a new headquarters requires positive, collaborative relationships with state and local elected officials who will be supportive over the long-term. While polls show that 70% of New Yorkers support our plans and investment, a number of state and local politicians have made it clear that they oppose our presence and will not work with us to build the type of relationships that are required to go forward with the project we and many others envisioned in Long Island City.
So, even if the economics were good, the politics were bad.
The hmm for me is why not New Jersey? Given the enormous economic and political overhead of operating in New York, I’m wondering why Amazon didn’t consider New Jersey first. Or if it’s thinking about it now.
New Jersey is cheaper and (so I gather) friendlier, at least tax-wise. It also has the country’s largest port (one that used to be in New York, bristling Manhattan’s shoreline with piers and wharves, making look like a giant paramecium) and is a massive warehousing and freight forwarding hub. In fact Amazon already has a bunch of facilities there (perhaps including its own little port on Arthur Kill). I believe there are also many more places to build on the New Jersey side. (The photo above, shot on approach to Newark Airport, looks at New York across some of those build-able areas.)
And maybe that’s the plan anyway, without the fanfare.
As it happens, I’m in the midst of reading Robert Caro‘s The Power Broker: Robert Moses and the Fall of New York. (Which is massive. There’s a nice summary in The Guardian here.) This helps me appreciate the power of urban planning, and how thoughtful and steel-boned opposition to some of it can be fully useful. One example of that is Jane Jacobs’ thwarting of Moses’ plan to run a freeway through Greeenwich Village. He had earlier done the same through The Bronx, with the Cross Bronx Expressway. While that road today is an essential stretch of the northeast transport corridor, at the time it was fully destructive to urban life in that part of the city—and in many ways still is.
So I try to see both sides of an issue such as this. What’s constructive and what’s destructive in urban planning are always hard to pull apart.
For an example close to home, I often wonder if it’s good that Fort Lee is now almost nothing but high-rises? This is the town my grandfather helped build (he was the head carpenter for D.W. Griffith when Fort Lee was the first Hollywood), where my father grew up climbing the Palisades for fun, and where he later put his skills to work as cable rigger, helping build the George Washington Bridge. The Victorian house Grandpa built for his family on Hoyt Avenue, and where my family lived when I was born, stood about as close to a giant new glass box called The Modern as I am from the kitchen in the apartment I’m writing this, a few blocks away from The Bridge on the other side of the Hudson. It’s paved now, by a road called Bruce Reynolds Boulevard. Remember Bridgegate? That happened right where our family home stood, in a pleasant neighborhood of which nothing remains.
Was the disappearance of that ‘hood a bad thing? Not by now, long after the neighborhood was erased and nearly everyone who lived has died or has long since moved on. Thousands more live there now than ever did when it was a grid of nice homes on quiet, tree-lined streets.
All urban developments are omelettes made of broken eggs. If you’re an egg, you’ve got reason to complain. If you’re a cook, you’d better make a damn fine omelette.