Nash v. Port Authority

51 A.D.3d 337, 856 N.Y.S.2d 583
CourtAppellate Division of the Supreme Court of the State of New York
DecidedApril 29, 2008
StatusPublished
Cited by14 cases

This text of 51 A.D.3d 337 (Nash v. Port Authority) is published on Counsel Stack Legal Research, covering Appellate Division of the Supreme Court of the State of New York primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Nash v. Port Authority, 51 A.D.3d 337, 856 N.Y.S.2d 583 (N.Y. Ct. App. 2008).

Opinion

OPINION OF THE COURT

Lippman, P.J.

On February 26, 1993, at midday, terrorists, utterly unimpeded, even by so much as a garage attendant or a gate, drove a bright yellow Ryder rental van, loaded with fertilizer-based explosive possessing the potency of 1,500 pounds of dynamite, into the subterranean public parking garage of the World Trade Center. They parked the van on the garage access ramp proximate to vital utility and communications systems and conduits, lit a 10-minute fuse and safely left the premises. The ensuing blast created a crater six stories in depth and wrought devastation over an area about half the size of a football field. Six people were killed, hundreds were injured and essential services to World Trade Center tenants were severed. Documentary evidence discovered from defendant Fort Authority and introduced at the liability trial held in this consequent litigation brought to recover damages for personal and economic injuries allegedly attributable to defendant landlord’s breach of its pro[340]*340prietary duty to maintain its premises in reasonably safe condition established that, years before the bombing, defendant was in receipt of reports from outside consultants and its own internal study group advising it that the World Trade Center was vulnerable to terrorist attack through its public parking garage and detailing, with exact prescience, the manner by which the identified garage vulnerability could be exploited.

In 1984, then Port Authority executive director, Peter Gold-mark,1 recognizing what he described as the “iconic” nature of the World Trade Center and its consequent attractiveness as a target for terrorists, consulted Scotland Yard respecting the adequacy of security at the complex and reported back to his Port Authority colleagues that “[t]hey [Scotland Yard] are appalled to hear we had transient [public] parking directly underneath the Towers.” In the same year, Port Authority police superintendent, Henry I. DeGeneste, issued a report titled “Terrorism Assessment World Trade Center 1984” in which the complex was described as a “prime” and “high risk” target for terrorists. DeGeneste deemed it “obvious that the potential for a terrorist attack upon the World Trade Center is a real possibility and [that] the results could be catastrophic,” and specifically noted that “[t]he parking lots are accessible to the public and are highly susceptible to car bombings.” In view of this preliminary assessment of the complex’s vulnerability, Goldmark referred the matter to a specially constituted study group within the Port Authority, the Office of Special Planning (OSP),2 for a comprehensive report and recommendations, and, practically contemporaneously, retained the services of an outside engineering consultant, Charles Schnabolk. In his report, issued in July 1985, Schnabolk expressed the view that it was not merely possible, but “probable,” that there would be an attempt to bomb the World Trade Center and pointedly noted, “the WTC is highly vulnerable through the parking lot. . . With little effort terrorists could create havoc without being seriously deterred by the current security measures.” Schnabolk recommended improving surveillance at the lot and screening entering vehicles for [341]*341explosives, and stated that it was “urgent” that the implementation of these recommendations proceed “immediately.”

The Schnabolk report was followed, in November 1985, by the OSP report. After initially noting that the World Trade Center was “a most attractive terrorist target” “meeting] and surpassing] all the classical elements of the [terrorist] targeting process (e.g., symbolic value, accessibility, vulnerability, lack of recuperability and reduced risk to operatives),” the report addressed the risk posed by the complex’s subgrade parking facilities: “Parking for 2,000 vehicles in the underground areas presents an enormous opportunity, at present, for terrorists to park an explosive filled vehicle that could affect vulnerable areas” (emphasis added). The report became still more specific in describing the feared scenario:

“A time bomb-laden vehicle could be driven into the WTC and parked in the public parking area. The driver could then exit via elevator into the WTC and proceed with his business unnoticed. At a predetermined time, the bomb could be exploded in the basement. The amount of explosives used will determine the severity of damage to that area.”

Leaving little doubt as to its view of the seriousness of the risk posed by the public parking garage, the OSP recommended that all public parking in the World Trade Center be eliminated.3 In support of its recommendation, it observed:

“Public parking in the WTC constitutes a definite security risk in that explosives may be readily concealed within a vehicle and parked within the core of the complex. The car bomb is fast becoming the weapon of choice for European terrorists and the fact that parking an explosives laden vehicle provides substantial escape time for the driver is ample justification to take decisive target hardening measures in this area” (emphasis added).

Realizing that the “decisive target hardening measures” it had recommended might not be palatable to the Port Authority’s management, the OSP also proposed “compromise” measures, [342]*342among them staffing the parking lot entrances and random vehicle searches.

All of the OSP’s recommendations respecting the complex’s subgrade public parking facilities were rejected by the Port Authority in December 1985, barely a month after they had been made, as entailing, inter alia, inconvenience and unacceptable revenue loss. However, yet another report on security at the complex was commissioned, and obtained by defendant in mid-1986. This report, generated by the outside consulting firm, Science Applications International Corporation (SAIC), did not, in its assessment of the risk posed by the World Trade Center’s subgrade public parking, differ essentially from the earlier reports. It advised of the possibility of a car bomb, noted that vehicle access to the complex’s subgrades was “uncontrolled,” observed that the “uncontrolled” access ramps passed close to vital utility lines, and that well placed bombs on the access ramps “would likely damage at least half of the support services (fresh water, steam, cooling water, electrical and telephone) to the WTC users.” The report’s appendix set forth an “Attack Scenario” in which “[a] small delivery truck laden with several hundred pounds of explosive” parked on an access ramp and detonated after a short time-delay to permit the driver’s escape would cause immense damage. Explosives in the “envisioned” quantities, the report noted, could be obtained by an “adversary” with “little difficulty.” The SAIC report’s recommendations respecting the identified public parking vulnerability, i.e., eliminating the subgrade public parking, instituting vehicle searches and installing barriers on the subgrade access ramps, met the same fate as the OSP recommendations.

In the years intervening between the above-described reports and the 1993 bombing, the subject of security in the World Trade Center’s subgrade public parking garage appears to have lost currency with defendant’s management,4 even while, as the plaintiffs evidence showed, other high-profile buildings “hardened” their defenses against car bombs. The consultant’s [343]

Free access — add to your briefcase to read the full text and ask questions with AI

Related

Mu Ying Zhang v. City of New York
2025 NY Slip Op 50962(U) (New York Supreme Court, Kings County, 2025)
Dcruze v. City of New York
2024 NY Slip Op 34314(U) (New York Supreme Court, New York County, 2024)
Lisa I. v. Manikas
2024 NY Slip Op 05164 (Appellate Division of the Supreme Court of New York, 2024)
Hedges v. Planned Sec. Serv. Inc.
2021 NY Slip Op 00117 (Appellate Division of the Supreme Court of New York, 2021)
Estate of Faughey Ex Rel. Adam v. New 56-79 IG Associates, L.P.
2017 NY Slip Op 2608 (Appellate Division of the Supreme Court of New York, 2017)
Nash v. Port Authority of New York and New Jersey
102 A.D.3d 420 (Appellate Division of the Supreme Court of New York, 2013)
Steering Committee v. Port Authority of New York & New Jersey
957 N.E.2d 733 (New York Court of Appeals, 2011)
Develop Don't Destroy v. Urban Development Corp.
59 A.D.3d 312 (Appellate Division of the Supreme Court of New York, 2009)

Cite This Page — Counsel Stack

Bluebook (online)
51 A.D.3d 337, 856 N.Y.S.2d 583, Counsel Stack Legal Research, https://law.counselstack.com/opinion/nash-v-port-authority-nyappdiv-2008.