From the Javits Center website
Brookfield: SOM, Field Operations, Thomas Phifer, SHoP Architects and Diller Scofidio & Renfro
Durst / Vornado / Conde Nast: FXFowle and Rafael Pelli
Extell: Steven Holl
Related / Goldman Sachs / NewsCorp: Kohn Pedersen Fox, Arquitectonica and Robert AM Stern
Tishman Speyer / Morgan Stanley: Helmut Jahn
Oh yeah, forgot about that platform deal. I like it. It's only for the stadium, though. Should be to the end of the Javits.
From the Javits Center website
Swap for No. 7 Line
Plan would save MTA most of the $2B for extension
BY GRAHAM RAYMAN AND JOSHUA ROBIN
February 27, 2004
The city wants the MTA to hand over part of its Hudson River rail yards for development in exchange for City Hall footing the bulk of the $2-billion bill for extending the No. 7 train to the West Side.
Such a deal for the rail yards, whose development value is estimated at $1.7 billion, would not involve any money changing hands directly, officials say.
Instead, city documents detail the Bloomberg administration's view that building atop the rail yards, combined with the shift of development rights from the site to parcels along 10th Avenue, will help pay for the subway extension at a hugely reduced cost to the Metropolitan Transportation Authority.
"There is no specific payment for use of the rail yards assumed in the plan for the West Side," said Doug Turetsky, a spokesman for the city's Independent Budget Office. "They're framing it as the extension of the No. 7 is the payment, so to speak, for their right to build over the rail yards."
The subway extension is a cornerstone of the mayor's plan to redevelop the area near the Javits Convention Center, where he wants to place a football stadium for the New York Jets, an extension of the convention center and several new apartment and office buildings.
The parties are negotiating terms of the proposed handover of the East rail yard.
MTA chairman Peter Kalikow has appeared willing, but not eager, to extend the No. 7 train and has said the agency would sell its property only for fair market value.
Yesterday, he appeared to alter his stance when told that proceeds of the sale would be used for the subway extension.
"We think that, in the end, there'll be a process that they'll be satisfied with and we'll be satisfied with," Kalikow said.
MTA spokesman Tom Kelly said later that Kalikow's initial policy had not changed.
The plan, and private negotiations surrounding it, has prompted some elected officials to complain that the MTA might be giving up an opportunity to fund projects more popular than the No. 7 extension.
If the agency sold to another entity or developed the site itself, the thinking goes, it could use the proceeds to defray the cost of the popular Second Avenue subway or pay off mounting deficits expected next year.
"The question is 'Is the 7 extension the highest priority for the MTA?'" said city Councilwoman Christine Quinn, who represents the area.
"The city has said the MTA gets the 7 without having to pay for it, but if they are taking $2 billion of development rights away from the MTA, then it's costing the MTA almost $2 billion," added Assemb. Richard Gottfried (D-Manhattan), who has represented the area since 1970.
The city's plan comes as Bloomberg is asking the MTA to help pay for another costly transportation need: seven private bus lines mostly serving riders living outside Manhattan. Bloomberg has unsuccessfully pressed the agency for months to take control of the lines, which would save the city millions in yearly subsidies. The parties are negotiating the transfer.
City and MTA officials stress that no final agreement has been made on the West Side development rights.
"Any agreement that we reach with the state will be announced as part of the financing agreement for the entire convention corridor," said Jennifer Falk, a mayoral spokeswoman.
Officials also said the MTA, not just the city, would benefit from the West Side development. Said one high-ranking state official: "The economic activity will create taxes that will ultimately go to the MTA."
Plus, the official added: "They're getting a subway line for free."
The big deal
In a proposal currently under negotiation ...
... the MTA would convey to the city the East Rail Yard, which the city values at $1.7 billion.
The city sells development rights to developers for the rail yard itself, and sells remaining development rights for the site to developers of parcels along 10th Avenue.
The money goes into a district improvement fund that pays off the cost of the No. 7 subway extension and other infrastructure.
Copyright © 2004, Newsday, Inc.
HUSTLER CLUB FOR FAR W. SIDE
By LOIS WEISS
February 27, 2004 -- Larry Flynt is close to opening an upscale Hustler Club on Manhattan's West Side, which could become the next hangout for athletes and celebrities.
As The Post first reported, the club was being built on the site of the former Stingray Club on 51st St. next to the West Side Highway. The new building backs onto an old carriage horse stable that was purchased as part of the original deal.
The porn king's plans had been shrouded in secrecy while the club was under construction, but this week neon signs went up touting Larry Flynt's Hustler Club.
The Big Apple venture is the latest for Flynt, who opened a similar club in Beverly Hills in December and has venues in San Francisco, Paris and New Orleans.
The city venture is sponsored by a Connecticut businessman. Flynt did not return calls for comment placed through his attorney.
New York Daily News - http://www.nydailynews.com
Smut peddlers go West
Stripclubs popping up along the waterfront
By JOSE MARTINEZ
DAILY NEWS STAFF WRITER
Saturday, March 6th, 2004
Manhattan's western fringe is turning into Skin City.
Long the turf of car dealers and cheap parking lots, the city's far West Side is firming up as a battleground for two notorious names in porn - Penthouse and Hustler.
In a rivalry no longer confined to newsstands, the struggling skin magazines have tagged their names on two "gentlemen's clubs" within 6 blocks of each other.
"There will be girls, girls, girls," crowed Larry Flynt, head of the Hustler porn empire.
The trend is alarming local politicians who instead have fantasies of high-rise developments and an Olympic stadium for the area.
"These types of [clubs] are the last thing you want near a new, world-class park," said City Councilwoman Christine Quinn (D-Manhattan), referring to the Hudson River Park.
Flynt's Hustler Club on W. 51st St. and the West Side Highway is opening March 17. The Penthouse Executive Club on W. 45th St. opened last summer. Farther south, Scores West, the W. 28th St. outpost of the East Side strip club, is primed for a March 16 launch.
"I happen to enjoy spice," said Cal, a Manhattan financial executive making his 10th visit to the Penthouse locale. "And let's face it, guys like being surrounded by beautiful women."
The topless clubs' arrival is part of a transformation of the area west of 10th Ave. - one of the last spots in the city where adult businesses can operate with few limits.
Zoning changes passed in 1995 restrict new adult establishments to manufacturing districts, provided they don't come within 500 feet of schools, houses of worship and residential areas.
"Sex sells ó it always has and always will," said Angelina Spencer, executive director of the Association for Club Executives National, a trade group. "Is there room for more in New York? Oh my goodness, yes."
The new clubs are joining an already busy scene on the wild West Side that includes nightclubs and two other so-called gentlemen's clubs, Privilege on W. 23rd St. and Legz Diamond on W. 47th St.
"The customers will have a lot of choice," said Mike, a Manhattan lawyer sipping a $14 glass of Johnny Walker Black at the Penthouse spot. "The good thing is they're in a part of town where they're not in the face of families and tourists."
But some worry that revved-up patrons will turn the one-time wasteland into a red-light district not far from the now cleaned-up W. 42nd St.
"If a bunch of guys are in a strip club getting turned on, it's not like they're turned off the moment they walk out the door," said state Sen. Tom Duane (D-Manhattan).
The new spots are hardly the seedy joints from New York's past.
For one, patrons need credit cards or wads of big bills - not sweaty singles - to watch women strip down to G-strings and 6-inch heels. And the clubs are targeting high-rollers with pricey steaks, wine cellars and dress codes. A Budweiser costs $9.
"We're looking for the upscale clientele," said Mark Yackow, chief operating officer of the Penthouse place. "The businessmen, the Wall Street professionals, the brokers."
The 10,000-square-foot Penthouse Executive Club - which shares its first name and logo in a licensing deal with the bankrupt magazine ó has imported leather and marble interiors. It houses Robert's Steakhouse, where clients dine on prime cuts while showgirls shed their gowns on a stage one floor below.
Scores has spent $10 million to outfit an 8,700-square-foot club with Spanish marble and South American leather. The Hustler Club is opening a 5,700-square-foot club with Flynt's name in neon and carvings of nude women overlooking the West Side Highway.
But Flynt, the paraplegic pornographer who also deals in adult films and erotic stores, isn't too worried if New Yorkers get all hot and bothered by the sights.
"They should close their eyes when they drive past," Flynt said of his many critics. "They'll get over it."
Where the girls are
1. Hustler Club 51st St. and West Side Highway.
2. Scores West 28th St. between 10th and 11th Aves.
3. Penthouse Executive Club 45th St. and 11th Ave.
4. Privilege 23rd St. and 11th Ave.
5. Legz Diamond 47th St. and 12th Ave.
Some fear parking rules will worsen areaís congestion
BY GRAHAM RAYMAN
March 8, 2004
The city's West Side plan proposes construction of thousands of new commercial and residential parking spaces - a move that critics say would reverse decades of zoning policy.
The city does not require developers to include parking in the high-density areas south of 96th Street, as a way of discouraging the construction of such facilities and encouraging use of public transportation. The city's own zoning handbook says such construction adds to traffic congestion.
Under the West Side plan, however, city planning officials have included a parking requirement that calls for 9,300 to 14,000 commercial spaces and 3,000 to 6,000 residential spaces in the district over 20 to 30 years. At the same time, the plan also requires the extension of the No. 7 subway line into the district at a cost of $2 billion.
In a draft letter to City Planning Director Amanda Burden obtained by Newsday, Community Board 4 officials object to the parking requirements, particularly in commercial buildings.
"Required parking contradicts transit-oriented development," the letter reads.
They point to the city zoning handbook, which says that for the area south of 96 Street: "Experience has shown that if such parking were available, it would increase traffic congestion by attracting cars into the heart of the city."
Traffic concerns have emerged as a major issue in the debate over the stadium, and the overall re-zoning plan.
"We are not aware of a study that supports a change in this long-standing policy," community board officials wrote in the letter.
Planning department spokeswoman Rachaele Raynoff said the actual net increase in spaces will be about 8,000 spaces from the existing figure.
"We're talking about 12,600 new apartments and 28 million square feet of office space," Raynoff said. "A net increase of 8,000 spaces is smart planning. Even though most people will rely on public transit, it is prudent to plan for the small percentage who will use cars."
In the short term, the city plans to green light up to 500 spaces in the rail yard, and another 950 spaces in a garage between 34th and 36th streets underneath a new road to be created under 10th and 11th avenue. Those spaces would be built long before new development emerges, prompting critics to contend that the spaces are solely for the stadium.
"It certainly contradicts the argument that people are going to go to the stadium on mass transit," said Daniel Gutman, a member of the community board.
Raynoff, however, said the underground garage will be built below a new public park.
"We're doing that up front for good sense of place, and to accommodate higher density buildings, some of which won't be able to have parking underneath," she said.
Copyright © 2004, Newsday, Inc.
March 19, 2004
East Side, West Side: 7 Line's Fate Pits City Against State
By CHARLES V. BAGLI
The city's plan is a new stadium for the Jets and possibly for the 2012 Olympics.
For two years, officials of the Bloomberg administration have said extending the No. 7 subway line west to the Hudson River is central to their vision of a redeveloped West Side, including a new stadium for the Jets atop a rail bed, an expanded convention center and blocks of new office towers.
The city has even taken the unusual step of offering to pay the $1.8 billion cost of the extension, which would be the biggest subway construction project in decades.
In the last few weeks, however, New York State officials have begun to undercut the city's argument that the project is necessary. In a series of public appearances and conversations, state officials, along with the Jets, contend that the subway extension is not a critical component of the development of either the expanded Jacob K. Javits Convention Center or a 75,000-seat stadium for the Jets football team and possibly for the Olympics.
The state's position will not necessarily undermine the project, as the money is coming from city coffers. But the diverging positions illustrate the lingering tensions between two ostensible allies, Mayor Michael R. Bloomberg and Gov. George E. Pataki, as they scramble for scarce funds for competing projects in the city. Each administration has a transportation agenda for Manhattan, but the state wants to tunnel under the East Side and the city wants to tunnel under the West Side. The gamesmanship taking place may determine which project gets primacy.
The Bloomberg administration wants to extend the No. 7 line from Times Square underneath 41st Street west to 11th Avenue and then south to 34th Street, where it would build a grand station. It is desperate to begin construction of the subway extension and the stadium before the International Olympic Committee meets in July 2005 to select the site for the 2012 Summer Games. If the city wins its bid, the Jets stadium would double as the Olympic stadium, site of opening and closing ceremonies, as well as track and field events.
Deputy Mayor Daniel L. Doctoroff, who fashioned the city's Olympic bid before entering city government, has long said that the city - not the state agency that builds, finances and operates the subway trains and commuter lines - would pay for the project from increased tax revenues on the West Side, where property values are expected to increase sharply. He wanted to avoid a bruising battle with proponents of projects like the $16.8 billion Second Avenue subway.
"The state and the M.T.A. are not financing the 7 line," Mr. Doctoroff said, playing down any suggestion that the city was at odds with the state. "As we said all along, we didn't want to engage in a debate over competing transportation priorities. The West Side is unique in that the investment in infrastructure, most notably the extension of the No. 7 line, can be paid out of new tax revenues generated in the area. Those revenues wouldn't exist but for the investment in the infrastructure."
State officials prefer to spend scarce construction money on the $6.3 billion East Side Access project, which would allow Long Island Rail Road commuters to board their trains at Grand Central Terminal, a huge boon to Long Island residents who work on the East Side of Manhattan. They also want to pursue the long-delayed Second Avenue subway.
Charles A. Gargano, the state's economic development chief, said the subway was tied to the city's rezoning of the Far West Side of Manhattan and the development of office towers and apartment houses over the next 30 years.
"The 7 line doesn't have to be part of this project," said Mr. Gargano, chairman of the Empire State Development Corporation. "It would be good, but it doesn't have to be part of expanding the Javits north or south, which includes the stadium."
The Jets, who want to begin construction of the $1.4 billion stadium early next year, seem to have taken a similar view.
"You don't need the subway, necessarily," L. Jay Cross, the Jets' president, said at a forum on Feb. 9. "We can take advantage of the natural geography and get a foothold and get something going over there that helps propel other activities that hopefully follow." He said he was not opposed to the subway extension, but believed it would be most useful to spectators at Olympic events in the stadium. Jets fans, he said, would be more likely to travel to games via the Long Island Rail Road or New Jersey Transit.
The Jets may be nervous about tying their fortunes to the fate of Mr. Doctoroff's West Side redevelopment and his financing plan for the subway. But the recent political shadowboxing seems to reflect long-running feuds between state and city officials over the financing for various projects, as well as a couple of new disputes related to the West Side.
Peter S. Kalikow, chairman of the Metropolitan Transportation Authority, the agency that oversees the subways, has long said that Mr. Doctoroff's No. 7 line extension was a nice project, but vowed that its financing would not come out of his agency's capital budget. More recently, the agency refused a city suggestion to move $600 million earmarked for the now-defunct La Guardia air-train project to the 7 line extension.
Like administration Republicans, at least one powerful Albany Democrat - Sheldon Silver, the speaker of the State Assembly - would prefer to focus on the Second Avenue subway, putting the 7 line at the bottom of his list of transportation priorities.
"I'm not convinced we need a stadium on the West Side and as such I don't think the 7 is the kind of thing that is important to development," said Mr. Silver, who represents part of the East Side. "At best, it deals with a minor portion of Manhattan. Second Avenue deals with a significant chunk of Manhattan and, ultimately, gives you the ability to go to Brooklyn and the Bronx. East Side access is contingent on a real Second Avenue subway."
But there may be a more immediate issue underlying the state's decision to go public with its criticism.
Mr. Kalikow and the M.T.A. are in tough negotiations with Mr. Doctoroff over the West Side rail yards. As the deputy mayor was unveiling his financing plan for the West Side last month, Mr. Kalikow demanded that the M.T.A. be compensated for allowing the Jets to build a stadium over its rail yard. He wanted the ability to sell development rights from the rail yards to developers putting up residential buildings and office towers nearby. But those were the same development rights Mr. Doctoroff was proposing to sell as part of his plan to pay for the 7 line.
The two sides have yet to come to terms.
Robert D. Yaro, president of the Regional Plan Association, said he finds the whole debate disturbing. Development would follow the subway line to the West Side and be a boon to both the Javits convention center and the proposed stadium, he said, because public transportation is now many blocks away. The city's current environmental review includes the subway. Without it, Mr. Yaro said, the Jets stadium is even more vulnerable to criticism that it will bring traffic jams and pollution.
The Jets estimate that 70 percent of the team's fans will arrive at the stadium on public transportation. At Madison Square Garden, which sits over the Pennsylvania Station transit hub, an estimated 40 percent of the fans use public transit for Sunday night games.
In any event, Mr. Yaro said the No. 7 line is part of the comprehensive redevelopment of the Far West Side.
"The goal of this whole thing was to create capacity for growth on the West Side," Mr. Yaro said. "I think everyone agrees that the foundation for that are access and amenities. So the 7 is absolutely crucial to creating a new business district over there. If all we end up with is a football stadium and an expanded convention center, then we've missed out on the prime objective of this endeavor."
Copyright 2004 The New York Times Company
On Transit Map, All Roads Lead to Politics
Wasn't the 7 extension supposed to loop east from Javits to connect with Penn Station?
Given that the planned stop is only two blocks from the Farley Building, a simple underground passageway will probably be created.
That's what I thought.. which would have been more useful since it would connect Penn Station, Port Authority, and Grand Central all with one subway line.Originally Posted by TLOZ Link5
Hopefully one with a moving sidewalk; a few months ago I walked for about ten minutes between Times Square and Port Authority stationsóit would have been a lot less if I didn't have to climb up and down so many stairs and inclines. The first and last time I'll use that passageway. I hope they're considering modernizing it.Originally Posted by Christian Wieland
March 25, 2004
Extending the 7 Line
To the Editor:
Re "East Side, West Side: 7 Line's Fate Pits City Against State" (news article, March 19):
Independent national surveys of major meeting and convention decision makers show that the quality and accessibility of local transportation are important determinants in selecting a city as a convention site. It is clear that the Jacob K. Javits Convention Center comes up short.
The No. 7 subway line extension will facilitate mass transit to Javits and strengthen the tie between the convention corridor and Times Square.
It will spur commercial and residential development around Javits, thus providing an additional attraction to convention attendees.
Like the expanded convention corridor, the extension of the No. 7 subway line will be a tremendous boon to our tourism and hospitality industries. The state and city can ill afford to pass up this opportunity.
CRISTYNE L. NICHOLAS
President, NYC & Company
New York, March 19, 2004
Copyright 2004 The New York Times Company
The No. 7 Line subway extension from Times Square towards Jacob Javits Center is an integral part of the NYC Department of City Planning Redevelopment plan for the Far West Side of Manhattan. RDP is an urban design and architectural consultant to Parsons Brinckerhoff and is responsible for design of subway stations, entrances, systems facilities and coordination with the City's urban design masterplan.
April 5, 2004
Mayorís West Side plan competes with Downtown
By David Stanke
Image of proposed West Side development looking south from 39th St. shows new offices, left, and an expanded Javits Center and new Olympics/Jets stadium, center.
Mayor Bloomberg is focused on revitalizing the west side in the 30ís by expanding the Javits Center and building a new football stadium as the foundation for expanded residential and commercial development. By staking so much of his legacy on this West Side mega-project, the mayor must view the commercial potential of development at the W.T.C. as competition for his West Side plans and his Olympic dreams.
A lesson from listening to impassioned speeches in the aftermath of 9/11 is that most publicly stated positions are rationalizations for hidden agendas that are not quite so rational. To understand the mayorís position on the W.T.C., we need first to evaluate his plans for the West Side, and then revisit his early comments in light of his newly exposed agenda.
The premise for successful development of the West Side is that the creation of two adjacent superblocks. A new Jets stadium along side the expanded Javits Convention Center will serve as the centerpiece for expanded commercial and residential development of the area. Extension of the 7 subway line would provide the single subway link to the area.
Stadiums do not revitalize neighborhoods. At best, they can provide life support for a comatose neighborhood, with just enough inflow of people and money to maintain basic retail. Residential neighborhoods may survive, but primarily for people who canít afford to move elsewhere. A stadium is an insurmountable barrier to movement dividing communities around it, much as freeways divided and killed sections of the Bronx. When in use, stadiums bring hoards of outsiders and strangers with no incentive to protect, maintain, or support local communities or businesses. People come, they party, and they leave. After the game, please, keep your sons and daughters in the apartment ó no offense meant to sports fans. I go to Knick games and love the crowds, but would never live next door to the Garden.
Convention centers do not support neighborhoods. Perhaps the mayor isnít aware of the reputation of conventioneers. Perhaps, he has always attended sophisticated, well-healed conventions. He should at least be aware that conventioneers like to smoke when they drink. They are also more likely to support a porn district than a residential community.
So discounting any hope for neighboring residential development, what are the commercial prospects? The key for filling office space is to draw corporations that want a convenient and desirable location for employees at a reasonable price. This proposed West side commercial center will be supported by a single subway line, making it a two-train commute for any New Yorker not living on the 7 line. It will even be a three train commute many commuters. When people arrive at work, they will butt up against acres of useless super blocks. Even access to the river will be blocked. The only draws for commercial workers will be the nondescript convention center restaurants and convenient evening concerts at the stadium.
An Olympic size leap of faith is needed to accept the reasoning behind this plan. Stadiums always cost taxpayers money. And this stadium is getting a prime asset, Manhattan waterfront property, cheap. These rights should be auctioned off competitively to the highest bidder, not delivered with a handshake in a behind the scenes deal. Donít even think about the economic morality of subsidizing rich team owners so they can pay more for obscenely compensated athletes. And even if the convention center generates entertainment and tax dollars, it will not contribute to local development. Has the mayor not noticed that the existing Javits Center generates nothing for the area? More Javits Center will generate more nothing.
How does this all relate to the W.T.C.? If nothing else, Mayor Bloomberg understands market competition. The plans for the W.T.C. are strategic and tactical competition with his West Side plan. Office space in the two areas would come into the market in the same time frame. Downtown already has very competitively priced real estate, so there is no hope for a West side price advantage. In every other way, the West side will face an uphill fight against the W.T.C. The W.T.C. is already hugely connected to subways. The street life deficiencies we now face Downtown will fade away in a few years with the completion of the Freedom Tower and surrounding retail areas. The W.T.C. will have a historic plaza and easy access to Tribeca restaurants. The West Side will have the Javits and the Jets. Where would you locate your office, if you owned a company? Where would you rather work?
So what might Mayor Bloomberg and Dan Doctoroff be up to? Doctoroff ran NYC 2012 before becoming Mayor Bloombergís deputy mayor for economic development and rebuilding. He is on a long and determined quest to draw the Olympics. He has now gotten Mayor Bloomberg not only to sign on, but to place West Side development alongside running the school system as his two seminal challenges and achievements as mayor. Getting the Olympics to N.Y.C. would give both of these wealthy men great international exposure. To do this, they need sports facilities, hotels, and convention space. To finance this, they need funds from the sale of commercial and residential development rights on the West side, state and city money, and the political clout to pass tax increment funding. They are already planning to divert money from the Battery Park City Authority with the apparent complicity of the B.P.C.A. To have any chance of success selling the complete West Side commercial package, the W.T.C. plans must change dramatically or fail spectacularly.
In this context, letís revisit the mayorís suggestions for the W.T.C. He wants to eliminate what could be spectacular, vital super-blocks and replace them with narrow crowded Downtown streets. He wants to force commuters to street level and expand sidewalks to support them. This will, of course, reduce space for commercial buildings, already crowded by the expansive memorial. The mayorís vision for the W.T.C. is far less than what the W.T.C. was pre 9/11 and much less what it could be.
The mayor may not actually want to weaken the W.T.C. to support his Olympic dreams. He may simply be a very bad city planner. But the W.T.C. and the West Side will compete for commercial tenants, reducing the value of West Side development rights. The mayor needs to sell these rights to fund the project. His W.T.C. plans will reduce the competitive commercial presence of the W.T.C. Recovering from our nationís largest domestic attack is apparently less important than a couple weeks of games in 2012.
Based on the possibility that the mayor has been blinded by his Olympic ambitions, I give the following advice. The Lower Manhattan Development Corp. and Port Authority should thank the mayor kindly for his advice and put up some roadblocks between City Hall and the W.T.C. Governor Pataki, please donít stand behind the mayor when he discusses city planning and the development of the West Side. Your credibility will be hurt by association. New Yorkers beware of the downside of men so rich they are not beholden to anyone. Their only true objective may be to further enhance their own egos.
Before this recent display of poor judgment at the W.T.C. and on the West side, I was a moderate Bloomberg supporter. But when a man works to lessen W.T.C. commercial development, while professing the contrary, to support a very unpopular and poorly conceived west side development using funds from a residential community (Battery Park City) that desperately needs the W.T.C. development; I would suggest that his drive to immortalize his name on a sports stadium has blinded him to the cityís priorities. He is squandering city assets on his personal ambitions.
David Stanke is co-president of BPC United, a group of Downtown residents, and can be reached at firstname.lastname@example.org.
Copyright 2004 Community Media LLC.