YONKERS GREENWAY FEASIBILITY STUDY PREPARED BY: ALTA PLANNING + DESIGN In collaboration with Groundwork Hudson Valley, Prepared for the City of Yonkers Spring 2017
PROJECT PARTIES Prepared for City of Yonkers
Client Groundwork Hudson Valley
Prepared by Alta Planning + Design
TABLE OF CONTENTS i. Executive Summary I. Existing Conditions 1. Introduction.....................................................I-2 2. Past Plan Review............................................I-6 3. Neighborhoods.............................................I-18 4. Existing Conditions.....................................I-22 III. Preferred Alignment 1. Introduction...................................................II-4 2. Short Term Alignment Alternatives.......II-4 2. Optimal Alignment Alternatives...........II-12 IV. Operations and Maintenance 1. Introduction................................................. III-3 V. Trail Benefits......................................................IV-3 Appendix: Trail Alignment Alternatives 1. Introduction...................................................A-4 2. Trail Alternatives by Section.....................A-7
This project is funded in part by a grant from the NYS Office of Parks, Recreation and Historic Preservation through Title 9 of the Environmental Protection Act of 1993. The opinions, results, findings and/or interpretations of data contained therein are the responsibility of Groundwork Hudson Valley and Alta Planning + Design, Inc. and do not necessarily represent the opinion, interpretatoins or policy of the State of New York.
i. EXECUTIVE SUMMARY The Yonkers Greenway, is a unique opportunity to provide a multimodal facility between downtown Yonkers and the Bronx. The proposed Greenway generally follows the alignment of the former Getty Square Branch railroad. It will connect neighborhoods, business, and transit services, providing greater mobility and an economic boost for the residents of Yonkers and New York City.
i. Executive Summary
and enhance transportation networks. Successful intermodal transportation networks incorporate coherent pedestrian, cycling, trail, and transit systems. Trails also serve as an economic growth catalyst.
The intent of the Yonkers Greenway Feasibility Study is to examine the potential alignment, design, and constructability of a multi-use trail that, to the extent possible, utilizes the former Getty Square Branch railroad right-of-way. Wherever feasible, it would also integrate with each phase of the Saw Mill River Daylighting project and create more great spaces like Mill Street Courtyard.
The development of a trail would offer new affordable transportation opportunities as well as support revitalization efforts in communities along the former railway. The preferred alignment integrates connections to adjacent streets, transit stops, and community facilities. It also connects neighborhoods and commercial districts and bridges people from Westchester to NYC and it would add to a network of major trails like the existing Aqueduct Trail, and the Yonkers Waterfront Promenade -- a section of the in-process Westchester RiverWalk, Hudson River Greenway, and Empire State Trailway.
In an earlier era, the train was central to the landscape and development of Yonkers and was an economic engine for the neighborhoods it passed through. The proposed trail could act as a catalyst to community development, to reignite decades earlier transit oriented development. The existing legacy of residential and business development is apparent, but a generation of disinvestment is exemplified by the number of boarded up buildings and storefronts permanently covered with steel gates. The train used to bring people to shop along commercial strips like Lawrence Street. Dismantling train service radically reshaped the community resulting in a decline in the commercial livelihood.
While some redevelopment has already begun along some of the corridor, specifically near Getty Square, this trail has the potential to become a catalyst for further community investment, including new housing and trail oriented development, such as bicycle shops, breweries, art venues, ice cream parlors, or restaurants along the future trail. In addition to increasing public health benefits, the Greenway will also connect several parks and playgrounds, allowing youth to travel more safely and independently, as well as give them an additional linear park for recreation.
The coinciding legal battle between Yonkers and the railroad and the general migration of people to the suburbs caused a significant upheaval in the community as a result of the railroad’s attempt to disinvest from the city. Today the former railway is an opportunity for revitalization as people seek to return and settle into vibrant and affordable urban neighborhoods around accessible transportation networks.
The Yonkers Greenway will create a more robust trail network, increase livability, provide greater public health, help connect people to jobs and to attractions in NYC and Yonkers. This intermodal project’s greatest asset is to provide people with options.
The recommendations in this study are built in part on the premise and evidence that trails expand
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YONKERS GREENWAY FEASIBILITY STUDY
SHORT TERM ALIGNMENT
as a woonerf - a street where pedestrians and bicyclists are given priority, and motorists must drive at walking speeds. Modeled on the successful Mill Street Courtyard woonerf, this transformation into a pedestrian oriented environment will encourage further redevelopment.
The vacant parcels left over from the abandoned Getty Square Branch railroad line are ideal for a shared-use path. The alignment for the Yonkers Greenway will follow the railroad right-of-way from Van Cortlandt Park, north to McLean Avenue and Sutherland Park. This first part of the Yonkers Greenway was previously studied as part of the Lawrence Area Neighborhood Plan and is currently being implemented.
The recent restoration efforts and daylighting of sections of the Saw Mill River in Downtown Yonkers are central fixtures along the final stretch of the preferred trail alignment. These new public spaces along the Saw Mill River are destinations served by the trail which weaves along the river on New Main to Henry Herz/James Street. The redevelopment of this space and streetscape could spur new investment interest in building on Chicken Island (the under utilized lot on the corner of James Street and Nepperhan Ave.). New sidewalks, shared lane markings, cycle track, and other improved street facilities will connect trail users to pocket parks and greenspaces from Nepperhan across Getty Square through the Mill Street Courtyard and Van Der Donck ultimately to the riverfront.
A switchback trail climbs through Sutherland Park providing a unique opportunity to overlook Pelton Park and South Yonkers. The greenway will then follow the former railroad bed, just west of Park Hill Terrace. To traverse School Street to Nepperhan Avenue, the preferred alignment follows existing roadways for a majority of this length. Specifically, School Street and Morgan Street. Traffic calming and shared lane markings are proposed on School Street to provide a more comfortable condition for drivers, pedestrians, bicyclists, and residents. Morgan Street is proposed
Phase III Daylighting
Kids playing in the Lawrence Street neighborhood - the next generation of trail users
Trail potential - east of South Broadway
Mill Street Courtyard
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YONKERS GREENWAY FEASIBILITY STUDY
Proposed Transformation of Morgan Street as part of the Short Term Alignment
OPTIMAL ALIGNMENT The proposed short term alignment follows the former railroad right-of-way as closely as possible given the current built conditions and property ownership. The optimal alignment, shown in the Preferred Alternative map, considers potential redevelopment along the corridor and the ability to account for or reclaim this alignment in the future. This specifically relates to the area of School Street. The short term alternative utilizes the existing roadway to provide bicycle and pedestrian accommodations. As these adjacent properties are redeveloped, easements can be obtained and a shared-use path can be constructed.
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i-6 GROUNDWORK HUDSON VALLEY
I. EXISTING CONDITIONS At one time, the former Getty Square Branch of NYC’s Putnam rail line was a prominent commuter rail connection that enabled efficient travel between downtown Yonkers and Manhattan. The Branch remained in service until 1944, however and the corridor has experienced a myriad of changes since then. This chapter illustrates its present state by examining a variety of variables including relevant past plans, demographics, land use, environment, and transit.
1. INTRODUCTION
THE GETTY SQUARE BRANCH
Map 1: Overview of the Getty Square Branch and the connecting
The Getty Square Branch of the Putnam Railroad was inaugurated on March 11th, 1888, with 150 celebratory passengers making the symbolic first trip from the transfer point at 155th Street in Manhattan to downtown Yonkers. Taking only 14 minutes to reach Manhattan on trains departing every 15 minutes at peak periods, this new commuter rail connection provided an important link to New York City.1
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As seen in Map 1, the Getty Square Branch diverged from the Putnam Line directly after leaving the Bronx, serving stops at Caryl Avenue, Lawrence Street (Lowerre), Undercliff Street / Highland Ave (Park Hill), and Getty Square. At its peak, the line served over 3,000 riders per day and became a fixture in the neighborhoods it traversed. Migration to more suburban communities in the early 1940’s coincided with a general ridership decline. By July 1st, 1943, the Getty Square Branch had been discontinued and rail commuters from Yonkers were forced to use the nearby Hudson Line instead.2
Morris Heights
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Historic “Old Putnam” Rail Line (c. 1920)
The removal of the Getty Square Branch created a void in neighborhoods that had grown up alongside it, and was one of many factors that led to disinvestment in the area in the following decades. Today, the old alignment of the Getty Square Branch is still visible in a string of property parcels, many of which are still owned by the City of Yonkers. Some of those parcels have been redeveloped, some have been encroached upon, and still others are vacant and informally used by residents ranging from dog walkers to the homeless. Map 2 provides a detailed view of part of the former Getty Square Branch alignment.
Historic Getty Square Branch (c.1920)
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1 “Lawrence Area Neighborhood Plan, ” pg. 1-4 to 1-6. 2015. 2 The Hudson Line still runs along the Hudson River, connecting Yonkers and points north to New York City.
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A graded portion of the former alignment visible in Sutherland Park
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Data Sources: City of Yonkers, Westchester County, NYS GIS Clearinghouse
YONKERS GREENWAY FEASIBILITY STUDY
II. PROJECT INTENT
III. STUDY AREA
The intent of the Yonkers Greenway Feasibility Study is to examine the potential alignment, design, and constructability of a multi-use trail that, to the extent possible, utilizing the former Getty Square Branch right-of-way. Such a trail would travel between Van Cortlandt Park and the waterfront at the Yonkers rail station and the Science Barge. Wherever feasible, it would also integrate with each phase of the Saw Mill River Daylighting projects (described in the Past Planning Review section). The development of a trail would offer new affordable transportation opportunities as well as support revitalization efforts in communities along the former railway and in adjacent neighborhoods.
In assessing the feasibility of a trail alignment along the former Getty Square Branch right-of-way, this project will examine the study area outlined in Map 3. This map also illustrates the locations of each phase of the Saw Mill River Daylighting Project and displays the planned alignment of the first phase of the Yonkers Greenway. The feasibility of this first phase - from Van Cortlandt Park to McLean Avenue - was included in the Lawrence Area Neighborhood Plan. It is currently being implemented. For the purposes of this study, it is assumed that it will be constructed and is not included in the analysis of existing conditions. . The study area boundaries shown in the map were chosen to consider alignments that diverge from the Getty Square Branch, while at the same time remaining close enough to the former right-of-way to retain a significant connection to the corridor.
As part of this process, the study will assess the area’s existing conditions as a way of ensuring that the potential trail is tailored to the communities that it would serve. When selecting a preferred alignment, the study will integrate community outreach with technical analyses and strive to provide good connections to adjacent streets, transit stops, and community facilities. This study will also analyze a range of impacts that the trail could have on both its immediate surroundings and the City of Yonkers, including health benefits and economic development opportunities.
The Science Barge anchored at the Yonkers waterfront
A view looking west from the Getty Square area towards Phase I of the Saw Mill River Daylighting (Van Der Donck Park), with the Yonkers rail station and waterfront in the background.
Yonkers waterfront
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YONKERS GREENWAY FEASIBILITY STUDY Map 3: Study Area for the Yonkers Greenway Feasibility Study PITKIN PARK
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2. PAST PLANNING REVIEW
I. SAW MILL RIVER DAYLIGHTING From 1917 to 1922, the Saw Mill River between about Nepperhan Ave and the waterfont was buried and redeveloped in an attempt to accommodate the rising traffic and parking demand that was accompanying the shift towards automobile travel in Yonkers, Westchester County, and the nation as a whole. Map 4 shows the rough extent of this massive burying project, and the image at right was
taken during the construction of the flume that was intended to carry the Saw Mill River’s flow. In subsequent decades, neighborhood decline brought on (in part) by urban renewal projects, environmental degradation, and suburbanization became more pressing concerns than the traffic-oriented issues that the burying project had originally sought to alleviate.
Construction of the underground flume that was installed to carry the flow of the submerged Saw Mill River (c. 1920) (Source: Groundwork Hudson Valley)
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YONKERS GREENWAY FEASIBILITY STUDY
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Guided by a new focus that prioritized urban reinvestment, Groundwork Hudson Valley and the City of Yonkers partnered with local organizations and community groups to initiate a “daylighting” of the Saw Mill River in the early 2000’s. Ground was broken on Phase I of the daylighting project in 2010, which encompassed Larkin Plaza and became Van Der Donck Park. Along with other projects, the daylighting of portions of the Saw Mill River were meant to act as a catalyst for reinvestment in downtown Yonkers. A picture of its completed design is below. Since its completion on November 15th, 2011, it has quickly become a community focal point and a symbol of Yonkers’ renewed commitment to revitalizing its downtown.
I Completed Phase I of the Saw Mill River Daylighting (Van Der Donck Park)
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YONKERS GREENWAY FEASIBILITY STUDY
Concept plan of Phase II of the Saw Mill River Daylighting
Daylighting - Phase II As shown on Map 3 and in the image at right, Phase II of the Saw Mill River Daylighting has been constructed within an interior courtyard of a block in downtown Yonkers. Bounded by Warburton Avenue, North Broadway, and Main Street, Phase II was a complex daylighting project on a small section of the Saw Mill River adjacent to North Broadway and convert the space into the “Mill Street Courtyard.� As a Europeanstyle piazza, the $8.3 million Mill Street Courtyard will integrate with the surrounding streets by providing three entrances and rehabilitating the buildings located on the plaza. Complete Streets accommodate all modes of transportation. While all modes of transportation are accommodated in the plaza, the roadbed is a woonerf prioritizing pedestrians and people on bicycles. Pedestrian and bicycleoriented amenities such as bicycle parking, benches, lighting, public art, and vegetation while also creating low-impact vehicular accommodations for deliveries and emergency access.
Phase II of the Saw Mill River Daylighting under construction
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YONKERS GREENWAY FEASIBILITY STUDY
Daylighting - Phase III
The Saw Mill River Daylighting & The Yonkers Greenway
Opened to the public on June 17th, 2015, Phase III of the Saw Mill River Daylighting was actually completed before Phase II. This was in large part due to Phase III being less construction-intensive than Phase II, and the accelerated timeline that allowed a low-rise block of dilapidated buildings to be demolished to make way for Phase III.
Throughout this feasibility study, integrating each phase of the Saw Mill River Daylighting with potential Yonkers Greenway alignments will be a high priority. The daylighting of the Saw Mill River represents major investments of time, money, and energy in revitalizing downtown Yonkers, and the trail considered in this study has the potential to capitalize on and add value to these important projects.
Map 3 shows the location of this phase, an entire block bounded by New Main Street, Ann Street, Nepperhan Avenue, and Henry Herz Street. The green space and newly-accessible portion of the Saw Mill River comprise Phase III, including a pedestrian pathway, public art, and vegetation. The image at the bottom right of this page provides a view of this new park.
A view of Phase III of the Saw Mill River Daylighting
I-9 GROUNDWORK HUDSON VALLEY
YONKERS GREENWAY FEASIBILITY STUDY
II. LAWRENCE AREA NEIGHBORHOOD PLAN In 2014, Groundwork Hudson Valley initiated an area-wide brownfield plan under a grant from the Environmental Protection Agency (EPA). The purpose of the plan was to provide a framework for the potential reuse of brownfield sites in the Lawrence Street area between Van Cortlandt Park and McLean Ave and South Broadway. One of the most significant of these brownfield sites was the former Getty Square Branch right-of-way. Through a combination of public outreach, stakeholder input, and analysis of the Lawrence Street area, it was determined that an urban multi-use trail was the preferred reuse scenario, since it would provide more alternative transportation options to residents as well as connecting Van Cortlandt Park and subway stations from Bronx to Yonkers - passing by schools and other community destinations along the way. Additionally, such a trail would be a valuable recreational asset for both Yonkers and the region as a whole. Map 5 is the recommendations map that was used in the plan, which provides an overview of the recommendations that the plan called for.
I-10 GROUNDWORK HUDSON VALLEY
Potential Complete Street / Bike-Ped Facility
Trail & Connections (on-street)
Trail & Connections (off-street)
Open Space
Community Facility
Hub Area
Trail-Oriented Code Updates
Ave
Mixed Use
Open Space with Integrated Community Facility
Huxley
I-11
ay adw
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9
GROUNDWORK HUDSON VALLEY h St Elin or Pl
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9
So
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Van Cortlandt
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Spence
Neighborhood Uses
Bus Stop Enhancements
Bus Stop
Existing & Planned Van Cortlandt Park Trails
Existing Complete Street / Bike-Ped Facility
Traffic Calming
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Trails & Connectivity
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0.25 Miles
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YONKERS GREENWAY FEASIBILITY STUDY
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Map 5: Recommendations Overview Map from the Lawrence Area Neighborhood Plan
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9
an
lo w
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YONKERS GREENWAY FEASIBILITY STUDY
In addition to a multi-use trail, the plan called for: Zoning
Infrastructure & Physical Improvements • Provide access points to and from the proposed trail in recommended areas.
• Consider reducing off-street parking requirements.
• Construction of “gateway” access between the trail and NYC’s Van Cortlandt Park.
• Enable as-of-right mixed use in certain areas. • Develop a trail-oriented zoning overlay.
• Bicycle / pedestrian improvements and streetscape enhancements for South Broadway, Lawrence Street, and priority routes.
Policies & Programs • Work to enhance the affordable housing ordinance to better accommodate the income levels in the area.
• Traffic calming at the proposed rail trail’s intersection with Caryl Ave, Lawrence Street, Radford St, and McLean Ave.
• Foster a local public art program.
• Creation of trail hubs, to consist of trail-oriented amenities such as wayfinding, kiosks, benches, and improved transit stops.
• Develop youth programs for the Lawrence Street area that could foster trail use and trailsupportive partnerships.
• A “Lowerre Station” community center at the former Lowerre stop of the Getty Square Branch (Lawrence Street).
The trail outlined in the Lawrence Area Neighborhood Plan has proceeded to the construction document phase as of October 2015, and a phase II environmental review is underway. To the extent possible, the Yonkers Greenway Feasibility Study will work to ensure a smooth connection to and from Phase I, south of McLean Avenue.
• Build a dog park in the neighborhood. Transit • Install bicycle racks on all Bee Line buses; initially pursue as pilot program. • Install enhanced transit stations and develop improved bus system branding. • Study potential for late-night bus routes / schedules.
Existing right-of-way for trail through the Lawrence Street neighborhood.
I-12 GROUNDWORK HUDSON VALLEY
YONKERS GREENWAY FEASIBILITY STUDY
Lawrence Area Neighborhood Plan
March 2015
I-13 GROUNDWORK HUDSON VALLEY
YONKERS GREENWAY FEASIBILITY STUDY
III. CITY OF YONKERS PLANNING EFFORTS
2010 Downtown Neighborhood Design Guidelines
In addition to investments associated with the Saw Mill River Daylighting, the City of Yonkers has adopted two planning studies that impact the Yonkers Greenway study area: the Downtown Neighborhood Design Guidelines and the Downtown Zoning Resolution. The two plans are summarized here with an emphasis on how they relate to the study area.
The Design Guidelines reference downtown’s current built form and architectural character to create specific standards for new development and rehabilitation of existing structures. Consistent neighborhood patterns and distinguishing features are outlined for the Ravine Neighborhood, Ashburton, The Hollow, Nodine Hill, and Buena Vista. Lot guidelines and landscaping requirements are listed for all housing types, and sustainability guidelines provide a selection of native plants and trees.
Image of entrance to Mill Street Courtyard woonerf showing seating, plantings, lighting, and bike amenities as would be at a trail entrance
I-14 GROUNDWORK HUDSON VALLEY
YONKERS GREENWAY FEASIBILITY STUDY
The guidelines apply to any development that receives city funding and all city-owned or Community Development Agency-owned property purchased for less than the appraised value. The guidelines also apply to the location, size, and use of public spaces and trails.
Neighborhood parks features: • Creative play zones for a variety of age groups • Half-court rec areas for pickup games • Abundant seating areas and shade structures
Guidelines relevant to the Yonkers Greenway include:
• Recessed lawns that double as stormwater retention
Public realm features:
• Sustainability measures including “no mow” lawns, porous paving, dark sky compliant lighting, and drought tolerant plants
• New development on residential streets shall be tree-lined with a minimum 5 foot sidewalk • New development on commercial streets shall be tree-lined with a minimum 10 foot sidewalk
Trail entry and trail section features: • Clearly marked trail entries with interpretive panels and wayfinding signage
• Traditional streetscapes with matching bike racks, light posts, benches, and trash receptacles
• Native plantings at the entries
• Parks and public spaces with a native planting palette that compliments the variety of streetscape plantings
• Designated trail parking near the entrance • Seating areas and shade structures for trail users • Coordination of trail entrances near amenities like convenience stores
Phase III daylighting
I-15 GROUNDWORK HUDSON VALLEY
YONKERS GREENWAY FEASIBILITY STUDY
2011 Downtown Yonkers Rezoning A large portion of the Getty Square Study Area falls within the D-MX Mixed Use District, which covers most of the commercial and institutional developments in downtown Yonkers. High density, mixed-use developments with ground floor commercial uses are encouraged. Areas that lack safe sidewalks are listed as “Sidewalk Enhancement Areas,” where sidewalk repair and widening is required for new construction. The requirement generally supports the trail recommendations in this plan and calls for further coordination between efforts.
The City of Yonkers amended the zoning code ordinance in 2011 to add a new section on Downtown Districts and an updated zoning map. The new zoning code identifies five downtown districts: • D-MX: Mixed Use District • D-IRT: Downtown Industrial Research and Technology District • UR-LD: Low Density Urban Residential District • UR-MD: Medium Density Urban Residential District • UR-HD: High Density Urban Residential District
Downtown Zoning Districts
I-16 GROUNDWORK HUDSON VALLEY
YONKERS GREENWAY FEASIBILITY STUDY
A very small portion of the trail study area – about a half block between Dock and Wells Streets east of Bashford Drive – is included in the Downtown Industrial Research and Technology District. Residential development is excluded in this district to avoid conflicts with existing industrial uses.
• New Main Street between Getty Square/North & South Broadway and Vark Street/Park Hill Avenue • Nepperhan Street between Buena Vista Avenue to Warburton Avenue • Dock Street from Buena Vista Avenue to Warburton Avenue
Certain streets in the mixed-use district are designated as “Key Streets” to create a connected network of pedestrian-oriented streets. Storefronts are required with all new construction on Key Streets.
• Riverdale Avenue/Warburton Avenue between Prospect Street and Wells Avenue • South Broadway/North Broadway between Nepperhan Avenue and Manor House Square
The following are designated as Key Streets:
• Palisade Avenue between Main Street/Getty Square and Elm Street
• Main Street between Buena Vista Avenue and Getty Square/North & South Broadway
Map showing Key Streets
I-17 GROUNDWORK HUDSON VALLEY
3. NEIGHBORHOODS
I. STUDY AREA SECTIONS The study area encompasses several neighborhoods, each with their own distinct character. The physical and social characteristics of these neighborhoods will be important when examining possible trail alignments and connections, so this chapter provides an overview of three sections within the study area that are characterized by these different neighborhoods. Map 6 at right illustrates the study area sections and approximate neighborhood boundaries. S Broadway at Bright Place
1
South Broadway / Park Hill (Neighborhood 1) Park Hill is a tree-lined neighborhood that sits atop a hill and is more suburban in character than the areas in the valley below it. The streets feeding into the South Broadway area are representative of the neighborhood situated below Park Hill, which is a denser urban environment with busier streets and more pedestrian activity.
Tree-lined Overcliff Street
I-18 GROUNDWORK HUDSON VALLEY
YONKERS GREENWAY FEASIBILITY STUDY Map 6: Neighborhood Sections PITKIN PARK
ST
VIC TO R
ST
CEDA R
ST
CLIFF
ST ALDER ST
AND A VE
HILLCOURT PL
ALTA AVE
HILLSIDE DR
So ut h Br oa dw ay
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S
GROSHON AVE
COLUMBU
JACKSON ST
ST FEDERAL
OAK ST
AV E
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DR
D
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CORNELL AVE
RN
STE
WE
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YSID E
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E AV
ER
PELTON PARK
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SP
ILL
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E AVE
RANDOLPH ST
FRANKLIN AVE
DR
H RK PA
P PROS
ND LA ER TH ARK P
FERNBROO K ST
SIDE
LAKE
SU
S BROADWAY
SUN N
CREST PL
HILLCREST AVE
Overcliff St
PARK HILL TER P
9
LAWRENCE PL
BRYANT RD
N OSE L
Park Hill
AV N EA N CL OL MLINC ARK
POST ELLIOT
ELLIOTT AVE
CLIFF AVE
CULVER ST
VAN CORTLANDT PK AVE
ST
R
HAMILTON AVE
MORRIS PL
ER
ASHTON RD
POST ST
CULVER
OD T
LIVINGSTON AVE
HWO
STANLEY PL
BEEC
MORRIS ST
RIVERDALE AVE
PURSER PL
D
LD R
IE FAIRF
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RIS C
MOR
ST
LANARK RD
1
UNDERCLIFF
AVE
PIER ST
GLENBROOK AVE
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RO
WAY OAD
AR CED K PAR
LEY
Ludlow
K ST
ST
PARK
BRIGHT PL
S BR
CEDAR PL
STAN LUDLOW ST
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WILLOW
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ST
9
KNOWLES ST
ST
UCE
SULLIVAN OVAL PARK
N OL
HIGHLAND AVE
GE
SPR
ST HERRIOT
SCHOOL
CAROLINE AVE
CLINTON ST
HERRIOT ST
DOWNING ST
LINDEN
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T
VARK ST
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T
LY S WAVER
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School WAVERLY PL Street Area
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O'BOYLE PARK
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ST
HUDSON ST
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L CHOO NEW S
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NUT ST
ELM ST
Downtown N
MAIN S T
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RS AVE
E YONK
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N
DOCK ST VAN DER DONCK NEPPERHAN ST 9
Yonkers
BELL PL
WELLS AVE
WARBURTON AVE
ALE
RIVE R ST
XAN D
ER S T
3
NE
9A
PALISADE AVE
9
0.25 Miles Study Area Neighborhoods
Proposed Yonkers Greenway - Phase I
I-19 GROUNDWORK HUDSON VALLEY
I
Data Sources: City of Yonkers, Westchester County, NYS GIS Clearinghouse
YONKERS GREENWAY FEASIBILITY STUDY
2
School Street Area (Neighborhood 2) The area often referred to as School Street Neighborhood begins above Herriot Street, and is home to many families of Hispanic and Latino origin. Several large public housing towers are also situated right alongside low-rise automobile-related light industrial uses, making for an eclectic and vibrant retail corridor where one block often feels very different from the next. It is also directly below City Hall and some city offices, which are perched on a hill adjacent to the School Street Neighborhood .
Morgan Street from Brook Street
S Broadway between Terrace Pl & Guion St
I-20 GROUNDWORK HUDSON VALLEY
YONKERS GREENWAY FEASIBILITY STUDY
3
Downtown (Neighborhood 3) A city’s “downtown” can often be a nebulous concept, and indeed the boundaries of downtown Yonkers are not hard and fast. Centered around Getty Square and Van Der Donck Park, north and west of busy four to five lane Nepperhan Avenue is generally considered downtown Yonkers. Getty Square, Chicken Island, each phase of the Saw Mill River Daylighting, the redeveloped Hudson River waterfront, and Yonkers’ busiest corridors and densest developments are all located in this area. N Broadway near Getty Square
Main Street from Getty Square
I-21 GROUNDWORK HUDSON VALLEY
4. EXISTING CONDITIONS I. DEMOGRAPHICS
Population Density (Map 7)
Getting a good sense of the people that reside in and near the study area is an essential component of understanding how a potential trail could serve the communities it traverses. This section examines Census data to paint a picture of the types of people that live, work, and play near the former Getty Square Branch.
Population density is a valuable measure not only of how many residents would be affected by a facility, but also as a measure of the type of trail facilities and accommodations that might be desired. Density was calculated as Population per Square Mile, which in this case means how many people would live within a square mile if the analysis block was extrapolated to a full square mile.
Methodology
• Neighborhood 1 - Density is relatively low (~7,000 per sq mile to ~13,000 per sq mile), due to the fact that much of the study area in this section encompasses a hilltop area that has a suburban character. Densities are higher around South Broadway, jumping to ~20,000+ per sq mile.
When considering demographics, this analysis relied on information from the 2010 US Census at the block level. Although the data is five years old at the time of this study, this drawback is outweighed by the benefit of the data being an actual count, instead of an estimate that would be accompanied by high margins of error at the block level. Descriptions of each demographic topic are provided below, broken down by study area section, along with maps on pages 13 through 16.
• Neighborhood 2 - The majority of this section is high-density at ~30,000+ per sq mile. This is equivalent to the average population of New York City. A pocket of unexpectedly low population density in this area exists due to City Hall and other government buildings in the northwest corner. • Neighborhood 3 - Downtown contains a patchwork of population density figures because of some blocks that are predominantly commercial. Areas of high population density (~30,000+ per sq mile) are present on the waterfront thanks to new residential developments, and adjacent to Getty Square as a result of older residential structures and mixed-use blocks. Despite the lack of residential density, there is a consistently high volume of pedestrian and automobile traffic since downtown Yonkers remains a commercial, shopping, and recreation hub. I-22
GROUNDWORK HUDSON VALLEY
YONKERS GREENWAY FEASIBILITY STUDY Map 7: Population Density PITKIN PARK
W
US-9
Getty Square
M AI
AVE
ST
S
ST
COLUMBU
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I-23 GROUNDWORK HUDSON VALLEY
+ 01 ,0 30
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Population per Sq Mile:
ST
BRYANT RD
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1
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CLIFF AVE
LIVINGSTON AVE
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FEDERAL ST
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DOWNING ST
9
KNOWLES ST
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VER
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CLINTON ST
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HIGHLAND AVE
Historic Getty Square Branch Rail Alignment
BST
VIC TO R
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BRO
R ST
GAN
GUION ST
VARK ST
CERRATO PARK
HIGHLAND AVE
Study Area
T
T
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E AV
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nut St
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Chest
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AN
RD
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MAIN ST
WATER GRANT ST
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Yonkers
PierpoiPARK nte Pl ESPLANADE
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BELL PL
WELLS AVE
ROA
WARBURTON AVE
ALE XAN DER ST RIV ER ST
9
I
Data Sources: City of Yonkers, Westchester County, NYS GIS Clearinghouse, US Census
YONKERS GREENWAY FEASIBILITY STUDY
Percent Hispanic (Map 8) At 34.7% overall as of 2010, the City of Yonkers has a relatively high proportion of residents that identify as Hispanic or Latino. Within the study area, this proportion is generally even higher. • Neighborhood 1 - The hilltop parts of the Park Hill neighborhood within section 1 contains the lowest proportion of Hispanic residents in the study area, although there is much variability within the section itself (anywhere from 0% to 100%). The streets below Park Hill adjacent to South Broadway account for the upper end of this variability. • Neighborhood 2 - Reporting between 26% and 100% throughout, this section contains the most consistently high proportion of Hispanic residents in the study area. • Neighborhood 3 - With the exception of a block containing no data and within waterfront blocks containing new residential development, section 3 has a proportion of Hispanic residents that is almost as high as neighborhood 2.
I-24 GROUNDWORK HUDSON VALLEY
YONKERS GREENWAY FEASIBILITY STUDY Map 8: Percent Hispanic & Latino PITKIN PARK
IR AV E
COLUMBU
ST
CEDA R
ST
ST
ALDER ST
E HILLCREST AV AVE DR
AVE
VE LA
L NE
R CO
NA VE
ROCK LAND
GROSHON AVE
CLIFF
NDT P K AVE
PEC T PROS
DR
E AV
TER
LEA
RN STE
Percent Hispanic:
I-25 GROUNDWORK HUDSON VALLEY
76% 100 %
51% 75% -
26 % 50 %
11% 25% -
0.25 Miles
0% 10 %
NYSID E
LL
PEC T
HI
ALTA AVE
K ST
RK PA
FERNBROO
PARK HILL PL
PELTON PARK
MC
WE
ROMAINE AVE
9
ND LA ER TH ARK P
SUN
R
PROS
SU
K ST
Overcliff St
BROO
ST
BRYANT RD
GLENBROOK AVE
LN
IDE D
PARK HILL TER
LN CO K LIN PAR
POST ELLIOT
ELLIOTT AVE
CLIFF AVE
LIVINGSTON AVE
CULVER
FERN
VIC TO R ST
OAK ST
S
ST
F ST
MORRIS PL
HAMILTON AVE
S BROADWAY
STANLEY PL
RIVERDALE AVE
RD
Historic Getty Square Branch Rail Alignment
ROSE
LAKES
POST ST
FRANKLIN AVE
N
1
UNDERCLIF
H U D S O N
WILLOW
PL
AVE
MORRIS ST
CULVER ST
UCE
KNOLLWOOD RD
BRIGHT PL
9
AR CED K R
LEY
PURSER PL
HAWTHORNE AVE
IELD
FAIRF
Study Area
ASHTON RD
SPR
OL
PA CEDAR PL
STAN
BRIDGE ST
ER
PARK
N MA
LUDLOW ST
OD T
AVE
SULLIVAN OVAL PARK
RO
Park Hill
FEDERAL ST
HWO
VER
RTLA
R I V E R
ST HERRIOT
ST
CERRATO PARK
CAROLINE AVE
CLINTON ST
SCHOOL
VARK ST
KNOWLES ST
BEEC
ER A VE
OLI
AN ST THURM ST BEECH
LINDEN
LY ST WAVER
T AN S
GUION ST
G MOR
A AVE BUENA VIST
2
PIER ST
WALNU T
L T OK S BRO
R ST
POPLA
HIGHLAND AVE
Ludlow
BST
ASH ST
PL WAVERLY
DOWNING ST
T
T
9A
O'BOYLE PARK
DS
MAPLE S
PROSPECT ST
HIGHLAND AVE
WE
ELM ST
ST
9
HERRIOT ST
FIEL
N
M AI
N
VARK PARK
nut St
HILLCOURT PL
W
Getty Square
N
HA
GAR
N
A COCHR PARK
Chest
E AV
ER
P EP
RS AVE
E YONK
VAN C O
NE
NUT ST
HILLSIDE DR
US-9
9A
HUDSON ST
CASIM
MIL
9
MAIN ST
CHEST
SAINT
SAW
HILL AV
E
BELL PL
3
LOCUST
DOCK ST VAN DER DONCK NEPPERHAN ST
WATER GRANT ST
PALISADE AVE
NB ROA DW AY
WARBURTON AVE
ST
WELLS AVE
CROMWELL PL
RD
POND
ST CHOOL NEW S
Yonkers
PierpoiPARK nte Pl ESPLANADE
9A
RIV ER
ALE
XAN DER ST
9
I
Data Sources: City of Yonkers, Westchester County, NYS GIS Clearinghouse, US Census
YONKERS GREENWAY FEASIBILITY STUDY
Percent Black (Map 9) The percent of the population in Yonkers that identifies as black alone was 18,7% in 2010, roughly on par with the average for New York State as a whole. Per this analysis, the Yonkers average in this category is reflected in the study area as well. • Neighborhood 1 - Ranging predominantly from 0% to 10%, this section is below the Yonkers average for residents identifying as black alone, particularly in the Park Hill area. • Neighborhood 2 - This section contains more black residents, anywhere from 0% to 50%. The majority is 11% to 25% amidst pockets with lower proportions, although one block at the base of Morgan Street encompasses the high-rise Yonkers Housing Authority’s Ross F. Calcagno Homes and reports a higher proportion (26% to 50%). • Neighborhood 3 - Downtown is a patchwork with no clear patterns, containing blocks that represent anywhere from 0% to 75% black residents.
I-26 GROUNDWORK HUDSON VALLEY
YONKERS GREENWAY FEASIBILITY STUDY Map 9: Percent Black PITKIN PARK
AVE
S
COLUMBU
ST
CEDA R ST
ALDER ST LAND AVE ROCK
GROSHON AVE
CLIFF E HILLCREST AV
HILLCOURT PL
ALTA AVE
VE LA
AVE
I-27 GROUNDWORK HUDSON VALLEY
76% 100 %
51% 75% -
11% 25% -
0% 10 %
E DR
DR
EL RN CO
NYSID
PEC T
PROS
NA VE
0.25 Miles
26 % 50 %
ST FERNBROO K
E AV
TER
LEA
RN
SUN
ILL
PEC T
KH
R PA
PELTON PARK
MC
STE WE
ROMAINE AVE
K ST
PARK HILL PL
PROS
ND LA ER K TH SU PAR
9
Overcliff St
BR OO
R
IDE D
PARK HILL TER
LN CO K LIN PAR
POST ELLIOT
ELLIOTT AVE
CLIFF AVE
LIVINGSTON AVE
CULVER
Percent Black or African American:
ST
BRYANT RD
GLENBROOK AVE
1 N
L ROSE
F ST
S BROADWAY
HAMILTON AVE
MORRIS PL POST ST
FRANKLIN AVE
N
LAKES
STANLEY PL MORRIS ST
RIVERDALE AVE
FERN
K AVE
ST
H U D S O N
WILLOW
UNDERCLIF
AVE
Park Hill
CULVER ST
UCE
KNOLLWOOD RD
BRIGHT PL
AR CED K R
LEY
PURSER PL
HAWTHORNE AVE
D
R IELD FAIRF
Historic Getty Square Branch Rail Alignment
ASHTON RD
ER
SPR
PL
ST
PA CEDAR PL
STAN
BRIDGE ST
Study Area
OD T
AVE
SULLIVAN OVAL PARK
PARK
N MA RO
LUDLOW ST
HWO
VIC TO R ST
OAK ST
ST HERRIOT
SCHOOL
9
KNOWLES ST
BEEC
VER
OL
CAROLINE AVE
CLINTON ST
CERRATO PARK
PIER ST
ER A VE
OLI
AN ST THURM ST BEECH
T
LINDEN
LY ST WAVER
POPLA
HIGHLAND AVE
Ludlow
WALNU T ST
L
CASIM IR
MIL
SAINT
R ST
S GAN
GUION ST
R I V E R
T OK S BRO
MOR
A AVE BUENA VIST
VARK ST
FEDERAL ST
BST
T
2
DOWNING ST
T
ASH ST
PL WAVERLY
O'BOYLE PARK
DS
MAPLE S
9A
HIGHLAND AVE
WE
ELM ST
ST
PROSPECT ST
HERRIOT ST
FIEL
NE
9
VARK PARK
nut St
NDT P
N
AN
GAR
N
A COCHR PARK
Chest
E AV
RH
E PP
RS AVE
E YONK
RTLA
M AI
NUT ST
RD
VAN C O
W
Getty Square
CHEST
HILLSIDE DR
US-9
OOL ST
9A
NE
POND
SAW
LOCUST HILL AV E
3
9
HUDSON ST
WATER GRANT ST
PALISADE AVE
DW AY NB ROA
DOCK ST VAN DER DONCK NEPPERHAN ST MAIN ST
PierpoiPARK nte Pl ESPLANADE
CROMWELL PL
BELL PL
WELLS AVE
9A
CH NEW S
Yonkers
WARBURTON AVE
ALE XAN DER ST RIV ER ST
9
I
Data Sources: City of Yonkers, Westchester County, NYS GIS Clearinghouse, US Census
YONKERS GREENWAY FEASIBILITY STUDY
Percent White (Map 10) Given the high percentages of Hispanic, Latino, and black residents within the study area, the proportion identifying as white alone is relatively low compared to the 2010 average for the City of Yonkers of 55.8%. • Neighborhood 1 - This section contains the highest pockets of the highest proportion of whites (51% to 75%), primarily on the hilltop portion of Park Hill. Areas lower in elevation and closer to South Broadway show lower percentages of white residents. • Neighborhood 2 - Reporting the lowest proportion of whites in the study area, section 2 consists primarily of blocks that are 0% to 10% white, with the exception of the block encompassing City Hall and Columbus Park. • Neighborhood 3 - Continuing a trend, the downtown area is nebulous and contains anywhere from 0% to 75% white residents. The highest proportion of whites is within the waterfront blocks, at 51% to 75%.
I-28 GROUNDWORK HUDSON VALLEY
YONKERS GREENWAY FEASIBILITY STUDY Map 10: Percent White PITKIN PARK
ST
ST OAK ST
S
COLUMBU
R ST CEDA
ALDER ST E HILLCREST AV
AVE LAND ROCK
GROSHON AVE
CLIFF ST
HILLCOURT PL
HILLSIDE DR ALTA AVE
K ST
VIC TO R
DR PEC T PROS
E DR
E AV
ER
LEA
NA VE
LL
ERN
NE
R CO
NYSID
ILL
T PEC T
KH
R PA
PROS
FERNBROO
PARK HILL PL
PELTON PARK
MC
ST WE
ROMAINE AVE
9
ND LA ER TH ARK P
SU
SUN
Overcliff St
E AV
AVE
0.25 Miles
76% 100 %
51% 75% -
26 % 50 %
11% 25% -
0% 10 %
K ST
R
IDE D
PARK HILL TER
LN CO K LIN PAR
POST ELLIOT
ELLIOTT AVE
CLIFF AVE
LIVINGSTON AVE
CULVER
BROO
LN
F ST
MORRIS PL
HAMILTON AVE
S BROADWAY
STANLEY PL
RIVERDALE AVE
FERN
ROSE
Percent White:
Historic Getty Square Branch Rail Alignment
BRYANT RD
GLENBROOK AVE
AVE
RD FRANKLIN AVE
1
UNDERCLIF
H U D S O N
ST
BRIGHT PL
AR CED K R
LEY PURSER PL
HAWTHORNE AVE
IELD
FAIRF
CULVER ST
N
AN OM
LAKES
POST ST
ST
KNOLLWOOD RD
PA CEDAR PL
STAN
BRIDGE ST
Study Area
ASHTON RD
ER
AVE
SULLIVAN OVAL PARK
PARK
R
Park Hill
MORRIS ST
UCE
PL
ST
9
SPR
OL
LUDLOW ST
OD T
VER
WILLOW
HERRIOT
SCHOOL
CAROLINE AVE
CLINTON ST
CERRATO PARK
FEDERAL ST
HWO
ER A VE
OLI
AN ST THURM ST BEECH
ST
ST LINDEN
LY ST WAVER
K ST
GAN
GUION ST
A AVE BUENA VIST
VARK ST
KNOWLES ST
BEEC
WALNU T
L MIL O BRO
R ST
POPLA
2
PIER ST
BST
ASH ST
HIGHLAND AVE
Ludlow
T
T
MOR
R I V E R
E AV
PL WAVERLY
DOWNING ST
WE
DS
MAPLE S
9A
O'BOYLE PARK
FIEL
ELM ST
ST
PROSPECT ST
HIGHLAND AVE
nut St
K AVE
M AI
9
HERRIOT ST
GAR
N
A COCHR PARK
Chest
N N
VARK PARK
RS AVE
E YONK
R TLA NDT P
US-9
N
HA
RD
VAN C O
W
Getty Square
NUT ST
ER
P EP
ST
HUDSON ST
CHEST
SAINT
SAW
LOCUST
CHOOL NE W S
9A
NE
CASIM IR AV E
POND
HILL AV
E
3
9
MAIN ST
WATER GRANT ST
PALISADE AVE
CROMWELL PL
BELL PL
NB
WARBURTON AVE
T
T
XAN DER S
WELLS AVE
RI V ER S
ALE
9A
DOCK ST VAN DER DONCK NEPPERHAN ST
Yonkers
PierpoiPARK nte Pl ESPLANADE
ROA DW AY
9
I-29 GROUNDWORK HUDSON VALLEY
I
Data Sources: City of Yonkers, Westchester County, NYS GIS Clearinghouse, US Census
YONKERS GREENWAY FEASIBILITY STUDY
II. INCOME
Median Household Income (Map 11)
While one does not need a large paycheck to enjoy a trail, median household income is an important indicator of the level of financial need present in a community. In particular, this information can help guide decisions on where to invest in trail amenities, since lower-income communities are often situated in locations with reduced access to parks and public services. Thus, prioritizing new facilities in areas with lower median incomes could bring much-needed investment to underserved areas.
The average median household income between 2009 and 2013 in Yonkers was $59,195, a median that most of the study area falls well below. For families of 3 or more in 2013, the poverty line starts at $19,530. • Neighborhood 1 - The southern portion of this section (hilltop portions of Park Hill) has the highest median household income at $55,000+. Further north in this section, the median household income drops to $25,000 - $35,000. • Neighborhood 2 - The vast majority of this section encompasses tracts that report a median household income of $25,000 - $35,000.
Methodology Median income after year 2000 is only available as part of the Census Bureau’s American Community Survey (ACS), and are therefore estimates rather than the actual counts available in the full 2010 Census. Margins of error are inherent to estimates, and this study examines five-year 2009-2013 ACS data at the Census tract level to minimize margins of error. Within the study area, each tract has a margin of error of less than 10%.
• Neighborhood 3 - This section is split roughly in half, with the tract east of Getty Square reporting a median household income of $25,000 $35,000, and the tract west of Getty Square reporting between $35,000 and $55,000.
I-30 GROUNDWORK HUDSON VALLEY
YONKERS GREENWAY FEASIBILITY STUDY Map 11: Median household income (2009 - 2013 ACS) PITKIN PARK
ST
S
ST
COLUMBU
CEDA R ST
ST CLIFF
ALDER ST E LAND AVE ROCK
HILLSIDE DR ALTA AVE
K ST
HILLCOURT PL PEC T
PROS
AVE
VE LA
RN
EL RN CO
NA VE
DR
0.25 Miles $ $5 35,0 5,0 00 00 $5 5,0 00 +
$ $3 25,0 5,0 00 00 -
<
$2
5,0
Da
00
ta
Income: No
E DR
E AV
TER
LEA
STE
NYSID
ILL
PEC T
KH
R PA
PROS
FERNBROO
PARK HILL PL
PELTON PARK
MC
WE
9
ROMAINE AVE
SUN
R
ND LA ER TH ARK P
SU
ST
Overcliff St
LN CO K LIN PAR
ELLIOTT AVE
CLIFF AVE
LIVINGSTON AVE
CULVER
ROOK
LN
IDE D
PARK HILL TER
MORRIS PL
HAMILTON AVE
S BROADWAY
STANLEY PL
RIVERDALE AVE
FERN B
F ST
ROSE
LAKES
POST ELLIOT
HILLCREST AV
GROSHON AVE
AR CED K R
AVE
RD FRANKLIN AVE
ST
BRYANT RD
GLENBROOK AVE
PA CEDAR PL
LEY
PURSER PL
HAWTHORNE AVE
IELD
FAIRF
Historic Getty Square Branch Rail Alignment
N
1
UNDERCLIF
H U D S O N
WILLOW
9
POST ST
CULVER ST
UCE
KNOLLWOOD RD
BRIGHT PL
CAROLINE AVE
STAN
BRIDGE ST
Study Area
ASHTON RD
SPR
OL
MORRIS ST
ER
PARK
N MA
LUDLOW ST
OD T
AVE
SULLIVAN OVAL PARK
RO
Park Hill
FEDERAL ST
HWO
VER
PL
ST
CERRATO PARK
KNOWLES ST
BEEC
VIC TO R
OAK ST
ST HERRIOT
CLINTON ST
SCHOOL
VARK ST
PIER ST
ER A VE
OLI
AN ST THURM ST BEECH
N ST
LINDEN
LY ST WAVER
K ST
GUION ST
A AVE BUENA VIST
2
HIGHLAND AVE
Ludlow
WALNU T ST
SAINT
R ST
POPLA
PL WAVERLY
DOWNING ST
BST
ASH ST
O BRO
9A
O'BOYLE PARK
T
T
PROSPECT ST
HIGHLAND AVE
DS
MAPLE S
9
HERRIOT ST
WE
ELM ST
ST
GA MOR
R I V E R
N
HA
FIEL
N
M AI
N
VARK PARK
nut St
E AV
ER
P EP
GAR
N
A COCHR PARK
Chest
K AVE
W
Getty Square
NUT ST
RS AVE
E YONK
NDT P
NE
CHEST
RD
VAN C ORTL A
US-9
9A
HUDSON ST
CASIM IR AV E
L ST CHOOL
PierpoiPARK nte Pl ESPLANADE
MIL
9
MAIN ST
WATER GRANT ST
SAW
HILL AV E LOCUST
DOCK ST VAN DER DONCK NEPPERHAN ST
3
POND
NE W S
Yonkers
PALISADE AVE
ROA DW AY
CROMWELL PL
BELL PL
ST
WELLS AVE
NB
WARBURTON AVE
9A
RIV ER
ALE XAN DER ST
9
I-31 GROUNDWORK HUDSON VALLEY
I
Data Sources: City of Yonkers, Westchester County, NYS GIS Clearinghouse, US Census
YONKERS GREENWAY FEASIBILITY STUDY
III. PHYSICAL When considering a trail alignment, the physical characteristics of the study area are important considerations. In particular, topography and land use are considered here to paint a clear picture of the types of terrain and built environments that different trail alignments would need to negotiate.
Land Use As map 12 displays, land use throughout the study area is a dynamic mix with retail and mixed-use buildings located amidst residential, institutional, and light industrial uses. The Park Hill section of the study area is primarily residential, with a vibrant commercial district along South Broadway at the base of the hill. The School Street Area becomes slightly more industrial, with automotive and other warehousing uses existing alongside mixed-use, commercial, and residential buildings. The commercial nature of the South Broadway corridor continues into this area as well. The intersection of Nepperhan Avenue / Prospect Street and South Broadway is a focal point for institutional uses that include City Hall and its adjacent municipal complexes and St. Josephâ&#x20AC;&#x2122;s Medical Center. Between Nepperhan Avenue and the waterfront, commercial and mixed-use structures dominate, particularly around Getty Square.
I-32 GROUNDWORK HUDSON VALLEY
YONKERS GREENWAY FEASIBILITY STUDY Map 12: Land Use PITKIN PARK
WALNU T ST
ST
L
RHAN AVE NE PPE
OAK S T
VICTO R
ST ST CEDA R
ALDER ST
ROCKL AND A VE
S
GROSHON AVE
CLIFF
HILLSIDE DR
ALTA AVE
HILLCOURT PL
RD
IR
ON C CANY
PECT
PROS
DR
COLUMBU
JACKSON ST
ST FEDERAL ST FERNBRO OK
G RIN
TER
E AV LL
SP
HI
PECT
PELTON PARK
DR
CORNELL AVE
RN
STE
WE
ROMAINE AVE
SUN NYS IDE
HILLCREST AVE
RK PA
PROS
ND LA ER TH ARK P E AV
na In l W du ar str eh ia ou l / s M e ixe d Us e Pa Pr rks es / er ve s Offi ce Pr i R e va cr te ea ti Tr on U t ans ilit po ies r t / Va Un ca de nt / ve lo pe d
sti
tu
tio
en sid
Re
Re
ta
il
tia
l
0.25 Miles
In
K ST
E DR
ESID
SU
9
BRYANT RD
CREST PL
LAK
Overcliff St
PARK HILL TER
BROO
ST
LANARK RD
LN
T
FERN
VAN CORTLANDT PK AVE
GLENBROOK AVE
CLIFF S
ROSE
RANDOLPH ST
FRANKLIN AVE
Study Area
AVE
AVE
LAWRENCE PL
1
UNDER
ELLIOTT AVE
CULVER
CULVER ST
POST ELLIOT
E AV N N EA OL CL INC RK M L PA
POST ST CLIFF AVE
RIVERDALE AVE
MORRIS PL
HAMILTON AVE
LIVINGSTON AVE
STANLEY PL
RD
ER
UCE
W ST
PL
AVE
LUDLOW ST
MORRIS ST
LN
PL
LEY
IELD
PURSER PL
F FAIR
OD T
O
N MA
AR CED K R PL PACREDA
STAN
BRIDGE ST
PIER ST
ASHTON RD
ER
T
SULLIVAN OVAL PARK
RO
Park Hill
KNOWLES ST
HWO
BST
SPR
WILLO
HERRIOT
9
HIGHLAND AVE
BEEC
WE
DS
VER
PARK
BRIGHT
Y WA OAD
HIGHLAND AVE
ST
S BR
HERRIOT ST
DOWNING ST
SCHOOL
VARK ST
CAROLINE AVE
CLINTON ST
CERRATO PARK
RES
FIEL
ST
AVE
R I V E R
LINDEN
GUION ST
E HAW THORN
A AVE BUENA VIST
VARK PARK
RIS C
GAR
OLI
AN ST THURM ST BEECH
T OK S ST BRO GAN MOR
R ST
POPLA
2
MOR
ut St
T
PL WAVERLY
O'BOYLE PARK
AN COCHR K R A P
Chestn
E
RS AV
MAPLE S
9A
H U D S O N
CASIM
MIL
ST
PROSPECT ST
Historic Getty Square Branch Rail Alignment
SAINT
LOCUST N
Getty Square
RD
E YONK
ASH ST
LY ST WAVER
WATER GRANT ST
M AI
ST
ESPLANADE PARK
H OOL
W
9
Ludlow
NUT ST
ELM ST
MAIN S T NE
HUDSON ST
SAW
HILL AV
E
BELL PL
NB ROA
9 9A
CHEST
C NEW S
DOCK ST VAN DER DONCK NEPPERHAN ST
Yonkers
3
POND
IR AVE
DW AY
WARBURTON AVE
9A
RIV E
RS T
WELLS AVE
PALISADE AVE
9
I-33 GROUNDWORK HUDSON VALLEY
I
Data Sources: City of Yonkers, Westchester County, NYS GIS Clearinghouse
YONKERS GREENWAY FEASIBILITY STUDY
Topography & Slope the ridge, but the ability to utilize that pathway will hinge upon a creating a successful approach from the south. Depending upon the preferred alignment, this ridge could pose technical challenges all the way up to Herriot Street.
Yonkers is a hilly city, and the Getty Square Branch itself once traveled directly alongside the steep slopes of the Park Hill neighborhood. Indeed, the elevation was so great (100 to 150 feet) that it required an elevated bridge to successfully cross to Park Hill from McLean Avenue, and a funicular railway was operated between 1894 and 1937 to allow commuters to reach Alta Avenue from the Getty Square Branchâ&#x20AC;&#x2122;s Park Hill station.
North of Herriot Street, the former rail right-of-way was situated between two smaller hills - one roughly between Brook Street and Waverly Street, and the other adjacent to Guion Street. It then ran directly through another hill below New Main Street, and terminated at 22 South Broadway (Getty Square). Between South Broadway and the watefront, there are very few steep slopes to contend with.
Map 13 illustrates the topography of the study area via contour lines, while also highlighting areas where the slope is greater than 15% and above 25%. As the map shows, and as the historic use of a funicular suggests, the Park Hill area contains a ridge that will pose a challenge. There is an existing flat, graded section of the former Getty Square Branch right-of-way between Sutherland Park and South Broadway that would provide an ideal alignment for the trail along
Even where no steep (i.e. 15%+ grade) slopes are present, there are still variations in elevation that will need to be considered to ensure the trail balances its ideal alignment with cost and accessibility.
Historic rendering of the Park Hill funicular railway, operational between 1894 and 1937
A flat, graded portion of the former Getty Square Branch rightof-way adjacent to the Park Hill ridge
I-34 GROUNDWORK HUDSON VALLEY
YONKERS GREENWAY FEASIBILITY STUDY Map 13: Slope & Elevation
ST
WALNU T
CEDA R
ST
310
ST CLIFF
300
230
220
K AVE
280
290
270
300
300
ALDER ST 290
300
290
29
0
300
HILLCREST AV
280
290
270
27
ALTA AVE
24K0 ROC LAND AV 230E
270
HILLCOURT PL
HILLSIDE DR
280
0 270
E
Slope:
0 20
130
80
80
70
50
VAN C 250 ORTL ANDT P
160
160
S
250
100 90
40
VIC TO R
OAK ST
140
GROSHON AVE
120
60
COLUMBU
130 80
60
% 25
1 25 5% % -
0.25 Miles
>
30
230
ST
SAW 60
AVE
E AV LL
90
NE
110
R CO
RN
70
220
120
R EC T9D0 ROSP 1 220 P 180
160
E DR
0
24
E AV LL
HI
ER
STE
NYSID
RK PA
80
NA VE
WE
80
LEA
PELTON PARK
80
ROMAINE AVE
MC
280
250
100
SUN
260
E
L
CASIM IR AV
MIL
150
LOCUST
SAINT
160
HILL AV E
BELL PL US-9
10 10
BRYANT RD
270
PARK HILL PL
T PEC T PROS
FERNBROO K ST
0
300
270
R
ND LA ER TH ARK P
FERN BROO K ST
300
260
280
IDE D LA2K6E0S
SU
110
80
280
0
Overcliff St 170
HILL TER PARK140
80
9
ST
31
290
290
210 F ST UNDERCLIF
LN CO K LIN PAR
-10 -10
ST
200
150
S BROADWAY
60
ELLIOTT AVE 80
FRANKLIN AVE
AVE
SULLIVAN OVAL PARK
1
27
LN ROSE
80
POST ELLIOT
100
60
CLIFF AVE
CULVER ST
50
LIVINGSTON AVE
40
POST ST
CULVER
Historic Getty Square Branch Rail Alignment
ER
250
130
50
ASHTON RD
70
Study Area
OD T
N
AN OM
GLENBROOK AVE 0 29 310
BRIGHT PL
RIVERDALE AVE
50
RD HWO
MORRIS PL
50
PURSER PL
IELD
FAIRF BEEC
60
UCE
210
ST
MORRIS ST
HAMILTON AVE
50
LUDLOW ST
60
HAWTHORNE AVE
30
ER A VE
SPR
290
100
STANLEY PL
PIER ST
ST
PL
130 AVE
BRIDGE ST
20
ST 170
HERRIOT
SCHOOL
90
AR CED K R
PA CEDAR PL
LEY 70
FEDERAL ST
T
BST
KNOLLWOOD RD
R
Park Hill
KNOWLES ST
Ludlow
PARK
OL
HIGHLAND AVE
10 20
BEECH
WILLOW
90
CAROLINE AVE
STAN
DOWNING ST
180 S17 T0 LINDEN
T
T
CLINTON ST
10
9
140
O'BOYLE PARK
R ST
POPLA
130
HERRIOT ST
HIGHLAND AVE
140
LY S WAVER
S GAN
GUION ST
60
90
20
80 70 AVE 50 BUENA VISTA
10
PL WAVERLY
VARK ST
CERRATO PARK
WE
VER
T
2 VARK PARK
DS
OLI
MAPLE S
140
FIEL
ELM ST
ST
110
GAR
ASH ST
K ST
50
M AI
110
PROSPECT ST
nut St
AN THURM
9A
HA
RS AVE
E YONK
AN COCHR K R PA
Chest
E AV
170 160
9
NUT ST
170
RD
POND
N
N
60
N
100
20
130 140 PALIS 10 0 ADE 110 AVE 120
NB ROA DW AY
ALE XAN DER ST 2R0 IVE 10 20 RS T 20
WARBURTON AVE 40
W
Getty Square
CHEST
ER
P EP
MOR
WATER GRANT ST
70
10
90
180
O BRO
PierpoiPARK nte Pl ESPLANADE
HUDSON ST
NE
OOL ST
40
80
CH NEW S
9A
10
R I V E R
90
9
MAIN ST
H U D S O N
3
130
80
DOCK ST VAN DER DONCK NEPPERHAN ST
Yonkers
CROMWELL PL
0 12
WELLS AVE
130
110
9A
0
70
10
20
PITKIN PARK
9
I-35 GROUNDWORK HUDSON VALLEY
I
Data Sources: City of Yonkers, Westchester County, NYS GIS Clearinghouse, US Census
TZX
Kingsland Point Park
Broadw
ay
Cedar Ave
Downtown Yonkers
ven
SB
n Ave
Nepperha
e
nA
ve
e Av
sad
rha
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e Av
ppe
Ston
e
e Av
St Joseph Seminary and Colleg
Ave
nna
pp
Sho
Elementary d A vSchool n e1 dla
rd
Gorton High School Pl Gorton Cross 5 Co High School Shopping Ce
eMidla
9 78 Elementary School 9 Lincoln 1X High School 3 3 2
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k Av
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adwa
N Bro
il l
ve
Par kH
urton A
er
Ave ean cL M la Cort Van ark Av P
32
6
Mi
9
Lincoln High School
Pelton 1,1T,1C,1WTibbetts Brook Park 20 CountyCommerce Middle School Park 21 Yonkers
Pearls Hawthorne Elementary School
Radford St V al e Elementary ntine School 27 Montessori
Warburt
Yonkers High School Eugenio Maria de Hostas Microsociety School
Rum
Cedar Place School
S Broadw
Hawthorn
sey R
d
on Ave
Enrico Fermi Elementary School
ay
e Ave
8
Mta-Metro North-Ludlow
Fay Park
7 25 91
r Fleming Elm Elementary School 23 North-Glenwood Mta-Metro Park BxM3 Scholastic Acad For Acad Excellence Element Sullivan Glenwood Park Yonkers Middle/High School
2 9
Ne
ive
Pali
Trevor Park
Pa
nd
Ne
Ol
sad
Par
k Av
e
Sa
w Mill R ive r
Pali
y
n Ave
adwa
Warburto
N Bro
n Ave
Warburto
r n Rive
Museum Middle School
MANOR HOUSE SQ
32
Ludlow
Gateway De HWe a
Paideia School 24
Ave Lockwood Elementary School 5 Fo rtfi Av eld e
Yonkers
Martin Luther King Elementary School
Pitkin
Park
7
6
2
WELLS Ave
Early Childhood Elementary Center
6
r alme Saunders Tr. & Tech. High PSchool Elementary School 16 Dunwoodie Saunders Golf High School Course Kinsley Redmond Park Museum Elementary School Park
Commerce Middle School
r
9
Lenoir Graham Secondary Preserve
1
9 9 78 8 Elementary School 9 1X 30 3
Downtown Park Glen Park Yonkers e Riverside Mta-Metro North-Yonkers Av n School (SeeHigh Inset) Cochran ha
ill
9 Odell Ave
Greystone Station
High School
Ashburton Ave
e pp
Stew Leonard’s
ve
Hudso
nna
2
Elementary School 22
Ralph Waldo Emerson Middle School
St John's Riverside rdHospital Gorton High School Pl Gorton 5 Sho
1,1T,1C,1W 6
Costco H
kahoThe Greystone Center for Continuing TucEducation e Foxfire Scho
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1T,1C,1W 5
Bus StopElementary 2School 16 9Kinsley
Mta-Metro North-Glenwood
adwa
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6
2
i Ma
Hastings-on-Huds
gu t
Gateway De Ha
9 78
N Bro
Hastings6 on-Hudson
Greystone Station
St John's91 Riverside Hospital
Saw M
o a d ay w
Br
Rave n sdale
High St
Lenoir Graham Secondary School (Special Ed.) Preserve 6 Ex 1
2 5
Trevor Park
BERGEN GROUNDWORK HUDSON VALLEY COUNTY
St
yRu ms N Bro
Draper Park
Greystone 7 Center 8 for Continuing EducationThe Foxfire School
N ep p e r h a n A v e
Riverside High School
I-36
cott
St n ai M
ey Rd
Rumse
tReynolds in S Field Hastings High School Ma Farragut Middle School
Hastings-on-Hudson Station
Enterpr ise Blvd
e
St Mill
on Av
adway
e
ale Av
S Bro
Bus Stop
1 1C 1T 1W 1X 2 3 4 BxM3
BERGEN COUNTY
St. Chr
9
Park
4,BxM3
Children's
utive ec
8
6
Springh
adwa
St
Mill
Warb urt
adway
S Bro
Riverda
le Ave
Riverd
ain
78 9Washington
1X, 2,3
Dobbs
Dobbs Ferry Ferry
Fa r r a
91
City Hall
1,1C,1T, 1W,1X,2,3
Dobbs Ferry Hospital
ut
N ep p e r h a n A v e
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32
2 5 7 8 Ne
1 1C 1T 1,1C, 1T,1W, 1W 1X 2 4,9, ec3t S 4 BxM3 BxM3 t
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1T,1C,1W 1X 2 3 5 6 7 8 25 30 32 78 91
1X,2,3,5,7, 8,32,78,91
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4,5, 1X, 7,82,3 4,9
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rd A
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ra g Far
Park
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8
1,1C,1T, 1W,1X,2,3
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ain
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3 5 7 8Hastings32 on-Hudson 78 91
6, ad 25, 7 P8alis 25 30
wM
1,1C,1T, Washington 1W,9,32
1,1C, 1T,1W, 4,9,
BxM3 ect SHu t dson
1X 2
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Ne
2,5, 7,8, 91
St
4,5, 1,1C,1T,1W, 7,8 4,9 1X,3,30,32
78 91
1X,2,3,5,7, 8,32,78,91
Ashfo
Dobbs Ferry Station
Ne
n Ave Warbu rto
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8
Pa
ay
Hudso n St
Prosp
d yR Mercy 66 se College RumDobbs Ferry High School Dobbs Ferry Middle School /LIU
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7,8, 91
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25, 30
road
N BROADW AY
way
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N Bro
1 1C 32 1T 1W 1X 2 8 3 4 8 9 32
St
1,1C,1T,1W, 1X,3,30,32
Prosp
ill Riv er R
Saw M
t ar S
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32
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32 2 5 7 6,8 91lisade A 6 258 30 2,5, ay
91
adw
3 4 8 9 32
Pres
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ey
1X 2
N Bro
Main
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Dows Lane Elementary School
Ardsleyon-Hudson
Spr
Rd
6 25 30 Getty Square
Metro-North–Hu
t ut S
cott Pres
Ave Park ortla
t ar S
Fleming Park
y Rd
S 340
Post Office
1T 1W 1X 1 1C3 61T 91W 25 1X 30 232
Although it does not provide local service in this project’s study area, the Hudson Line of the Metro North Railroad operates commuter rail service between New York City and Poughkeepsie. Amtrak operates at these stations as well. In fact, given the preference for connecting this trail to each phase of the Saw Mill River Daylighting (which includes Van Der Donck Park), the downtown Yonkers rail station will very likely be located close to the trail’s terminus. This presents yet another opportunity to integrate the trail’s alignment with an existing transit hub.
rA ve Av e
Ardsley-on-Hudson Station
Getty Square and Vicinity 2 5 7 8 91
Ir
IrvingtonMain Street School
ste
ver
S 340
Y
1 1C 1T 1W 1X 3 6 9 25 1 32 1C 30
d
nA ve rha ppe Wa ln
St
We b
ms 32 Ru
1W 1X Sullivan 2 32 Park 3 4 BxM3
Getty and(Getty Vicinity Bee LineJSquare system map Square detail)
M
Irvington Station
7 91 Oli
ndt
Ave
Park
ndt
ortla
Van C
Ced
St
25
St
ay
ay
ce
9
m
8 32
St
dw
dw
Spru
dson Li ne
e rd Av
Ne
d
nA ve
Saw M
ste
T
8 30
El
St
1 1C 1T32
1W 1X 2 3 4 BxM3
ill Riv er R
rha
ppe
t
ut S
Wa ln
7 91 We b
1T 13 TZX
Maithiessen Ave YonkersPark
Cochran Park
rA O Maple liver A ve S t ve
5 78 8 32 9 91
1 1C 1T
25
St
2 9 78
2 9 78
58 30 9
Yonkers Ave
Cochran Park
St
Vine ya
Park Ave
e Ave
Palisad
New School
Elm
Washingt
1X 3 87 5 287 9 78
e
Vine ya
Park Ave
Palisade Ave
y dwa roa NB
e Ave
Ave 5 erhan epp 9N
Nep
Elm
Tappan Zee 9 Bridge
3 78
9
m
Riverdale Ave
d
El
roa
roa
Riverdale Ave
in
SB
SB
8
Glen Park
5 7 8 78 99 91
9 78
Center
NY NJ N
1X 2 d 3 99 n Ave a78 perh
Maple
St Joseph’s St Joseph’s Medical Center Medical
Glen Park
Walsh R
in
Buena Vista Ave
Ma
Ma
Buena Vista Ave
w
w
32
Square (See Inset)
Ne
ect St
ect St
8
32
Getty Square Getty(See Inset)
n St
Prosp
Prosp
t
Ne
Hudso
e
3 9 78
New School
NeppH udnsSton erha S
Walsh R
Hospital
Palisad
y dwa roa
NB
St
Library
Ashbur ton Av
St
9Yonkers General Hospital
t
TZX
1X 3 9 25 301X 5 9 78
Grant Park
St
t
Tarrytown Station
Losee Park
rd Av
e
Ave Warburton
Wells
Library
Yonk
1X 2 3 5 7 8 32 78 91
ew S
iew S
OWL
High
1X 3 e AsGrant hbur ton Av 9 Park 25 30 Yonkers General 78 High
Warburton Av
r St Alexande St Alexander
DMVDock S t Office
NLibrary epperh Dock an St
Yonkers Station
Fairvi
2
1X 2 3 5 7 8 32 1X 78 912
Wells
Library
Yonkers
N
Palisade Ave
River
on RiHudso ver n Huds
3 6 25 30
DMV Office
6 9 Station 25 32
ers Yonk ers F Ferry erry
6
Babcock Pl
6 9 25 32
Digging deeper, map 14 visualizes the volume of bus routes that travel along each street in the vicinity of the study area. This provides a clear picture of which streets experience the most bus traffic, and which stops serve multiple routes. Ridership data was not included in this analysis, since it dates back to 2008 and can no longer be considered accurate. However, the volume of routes traveling along certain streets and serving individual stops is a useful proxy for considering how much bus and transit user activity there is within different parts of the study area.
1X 3 6 Lamartin e Ave25 30 1X
Babcock Pl
1 1C 1T 1W
S 303
me
Landmark Name
Ave
Downtown Yonkers
S 303
Name
Landmark Name
2
Bee Line system map (downtown detail) LamarYonkers tine
Yonkers is well-served by Westchester County’s Bee Line bus service, particularly in the area around Getty Square. Excerpts from the Bee Line system map are provided at right, which show that quite a few routes service downtown Yonkers and its surroundings. One can travel almost anywhere within Westchester County by bus from downtown Yonkers, as it is a major hub for the Bee Line system as a whole. In addition, the Metropolitan Transportation Authority (MTA) operates an express route between downtown Yonkers and Midtown Manhattan.
COMMUNITY SMALL
6
Fairv
Van C
1 1C 1T 1W
A robust transit system can complement a successful trail, and vice-versa. When examining trail alignments, this study will prioritize connections to high-volume bus stops while keeping bus traffic in mind when considering on-street trail segments.
COMMUNITY LARGE
Tarrytown
Ne
IV. TRANSIT
P Wildey SP C e
Depot Plz
Ravine Ave
YONKERS GREENWAY FEASIBILITY STUDY
TZX
OWL
W.L. MoA Tappan Zee an km Bridge Bee
Elementary School 13
Ashburton Ave Raceway BxM4C Martin Luther King Elementary School Pitkin Glen
Yo
YONKERS GREENWAY FEASIBILITY STUDY
! IR AVE CASIM SAINT
ST
R ST
WALNU T
OAK ST
AV E N HA
T
HILLCOURT PL
CEDA R ST ALDER ST
AND A VE
S
-1 1
-8
6
-5
4
2
-3
1
ROCKL
ALTA AVE
GROSHON AVE
3 -1
-9 7
-6 5
-4
-2 1
3
10
9
E DR
HILLSIDE DR
JACKSON ST
ST FEDERAL
FERNBROO K ST NYSID
CORNELL AVE M CL EA N AV E
DR
SUN
D
GR
RIN
SP
PEC T
GROUNDWORK HUDSON VALLEY
ON CIR CANY
PROS
I-37
E AV
AVE
!
ILL
TER
RN
!
! !
! 0.25 Miles
Number of bus routes serving each!stop:
! ! ! ! !
KH
PEC T
PELTON PARK
STE
RANDOLPH ST
!
DR
R PA
PROS
ST
SIDE
LAKE
! !
WE
ROOK
LN
HILLCREST AVE
ROSE
! ROMAINE AVE
9
BRYANT RD CREST PL
ND LA ER K TH SU PAR
!
VAN CORTLANDT PK AVE
GLENBROOK AVE
Overcliff St
PARK HILL TER
FERN B
ST
R I V E R
WILLOW
ST LN CO K LIN PAR S BROADWAY
!! !
FRANKLIN AVE
! Number of bus routes traveling along each street:
!
ST UNDERCLIFF
H U D S O N
LINDEN PL
CULVER ST
POST ELLIOT
ELLIOTT AVE
ASHTON RD
!
!
ST
LAWRENCE PL
Park Hill
!
CLIFF AVE
ER
CULVER
OD T
UCE
LANARK RD
!
POST ST
!
Historic Getty Square Branch Rail Alignment
BRIGHT PL
RD
!
N MA
WAY OAD
!
MORRIS PL
MORRIS ST
HAMILTON AVE
LIVINGSTON AVE
RIS
MOR
! RIVERDALE AVE
PURSER PL
IELD FAIRF
CRES
SPR
PARK
RO
! !
LUDLOW ST
STANLEY PL
!
HWO
S BR
AVE
! PIER ST
HERRIOT
ST
AR CED K PAR
LEY
!
!
SULLIVAN OVAL PARK
N OL
! !
KNOWLES ST
Ludlow
BEEC
9
HIGHLAND AVE
ST
GE
! !
CEDAR PL
STAN
!!
!
SCHOOL
! CAROLINE AVE
LAND AVE
HIGH !
BRID
T PL WAVERLY
VARK ST
!
DOWNING ST
PO
!
HERRIOT ST
O'BOYLE PARK
T PLAR S
LY S WAVER
re
Y WA
CLINTON ST
! CERRATO !PARK
!
CLIFF S
!
qua
AD RO
!
! !
T
! ! VARK PARK
! !!
MAPLE S
SB
!
AVE
A AVE BUENA VIST
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ER
ST
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! ! ! !
!
! ! !
AN ST THURM ST BEECH
ty S
!
!
ASH ST
T OK S ST BRO GAN MOR
Get
9A
!
M AI
!
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W
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9
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AVE LOCUST HILL
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!
!! PROSPECT ST
NE
AN COCHR K R A P
NUT ST
PP
!
MAIN S T
HUDSON ST
!
!
CHEST
ELM ST
!
L ST CHOO
! !
L
BELL PL
WARBURTON AVE
9A
! ! NEW S
Y WA
9
NEPPERHAN ST
!! ESPLANADE PARK
AD RO NB
! !!
DOCK ST
VAN DER DONCK
! E V !!RS A!
E YONK
! !
NE
ER S T XAN D
R ST
RIVE
ALE
9A
!
Yonkers
PALISADE AVE
! !
9
WELLS AVE
! ! !
PITKIN PARK
VIC TO
!
SAW
Map 14: Transit Volume
I
Data ! Sources: City of Yonkers, Westchester County, NYS GIS Clearinghouse
YONKERS GREENWAY FEASIBILITY STUDY
REGIONAL CONNECTIONS AND CONTEXT
O L D CROTON AQUEDUC
The Yonkers Greenway is an important link in the greater Yonkers and Westchester County trail system. The proposed Greenway connects key destinations such as downtown Yonkers and Van Cortlandt Park. It will connect to regional SCARSDALE trails such as the Old Croton Aqueduct Trail and the South County Trailway. It also connects to local trail systems, such as the Van Cortlandt Park trail network.
GREENBURGH
UNT SOUTH CO
BRON X RIVER TRAIL
T Sprain Ridge Park
Y Y TRAILWA
HUDSON RIVER
Lake Isle Park
NEW ROCHELLE EASTCHESTER
YONKERS
MOUNT VERNON NEW JERSEY
PELHAM
Tibbetts Brook Park
Van Cortlandt Park
Pelham Bay Park
Yonkers Greenway Study Area Proposed Yonkers Greenway Existing Trails Proposed Trails Minor Trails
Riverdale Park
NEW YORK
I
0
0.5
1 Miles
Data Sources: City of Yonkers, Westchester County, NYS GIS Clearinghouse, US Census
I-38 GROUNDWORK HUDSON VALLEY
YONKERS GREENWAY FEASIBILITY STUDY
Page left intentionally blank
I-39 GROUNDWORK HUDSON VALLEY
II. PREFERRED ALIGNMENT This chapter details the preferred alignment for the Yonkers Greenway as it travels along the corridor. A short term preferred alternative is described and cost estimates for each section are included. Longterm additions or changes to the Greenway are also proposed. Each of the alternatives considered are included in the appendix.
YONKERS GREENWAY FEASIBILITY STUDY N
SAW
D owntown Neighbor hood
Yonkers
Daylighting Phase III
Daylighting Phase II
Bronx
Long Island Sound
ttan Hudson R
iver
Getty Square to Riverfront
MIL
G ett y S quare
VAN DER DONCK
Nepperhan to Getty Square
Ma
nha
ESPLANADE PARK
L
Daylighting Phase I
Yonkers
A COCHR PARK
School St to Nepperhan
Brooklyn
SULLIVAN OVAL PARK
PARK
COLUMBU
S
School St North
R I V E R
Queens
CERRATO PARK School St
S chool Street Neighbor hood
O'BOYLE PARK
AR CED K PAR
H U D S O N
South
Undercliff St Sutherland Park/ Park Hill Terrace
Ludlow
S outh Broadway/Par k H ill Neighbor hood
LN CO K LIN PAR
POST ELLIOT
ND LA ER TH ARK P
SU
McLean Ave. to Sutherland Park
PELTON PARK
Van Cortlandt Park to McLean Ave.
Yonk ers Greenway Phase I
Lawre nce Neighbo r ho o d
Yonkers Greenway Preferred Alternative Future Daylighting Phases Short Term Alignment Optimal Alignment
0.25 Miles Data Sources:
I
VAN CORTLANDT PARK
City of Yonkers, Westchester County, NYS GIS Clearinghouse
Yonkers Greenway Preferred Alternative Map
II-2 GROUNDWORK HUDSON VALLEY
YONKERS GREENWAY FEASIBILITY STUDY
VISION FOR THE YONKERS GREENWAY • The intermodality of connecting the various transport modes including active, intercity rail, regional rail, local bus, and NYC subway and bus systems. • The “Emerald Necklace” of parks that will be connected and opened up to residents in Yonkers and New York City. • The public health benefits of providing a safe active transportation corridor. • The economic benefit of bringing customers back to the businesses along an abandoned corridor.
II. Preferred Trail Alternative N
COCHRA
INTRODUCTION
L
r
C B
School St to Nepperhan
Long Island Sound
Queens
Brooklyn
D
A School St North
Bronx
Rive
D
ttan Hudson
C A
SULLIVAN OVAL
D
A
C
B
School St South
C
PARK
PARK
CERRATO PARK
Yonkers
D ayl i g h ti n g Ph a s e I I I
nha
B
Nepperhan to Getty Square
D owntown Ne i g h b or h ood
Ma
D ayl i g h ti n g Ph a s e I I
R I V E R
MIL
SAW
C
A
COLUMBUS
ESPLANADE PARK
Getty Square to Riverfront
G e tt y S q u a re
B
VAN DER DONCK
S c h ool St re e t Ne i g h b or h ood
B A
AR CED K PAR
O'BOYLE PARK
Undercliff St
B A
Sutherland Park/ Park Hill Terrace
A
Ludlow
TH SU
McLean Ave. to Sutherland Park
S out h B roa d way/ Pa r k H i l l Ne i g h b or h o o d
ND LA ER RK PA
POST ELLIOT
LN CO K LIN PAR
The proposed alignment is a short term alternative that can be implemented without the need for significant easements. This short term alignment follows the abandoned railroad rightof-way or closely parallels it. Planning level construction cost estimates have been developed for completion of the trail. In addition, an optimal alignment is described. This alternative utilizes more of the railroad right-of-way which can be created over time as redevelopment along the corridor occurs.
Yonkers
H U D S O N
This chapter describes the preferred trail alternative for the Yonkers Greenway, shown in the map to the left. The proposed alignment was selected after a careful review of several alternatives along the corridor. These alternatives are shown in the map below and are described in more detail in Appendix A.
PARK
D ayl i g h ti n g Ph a s e I
A&B
C
PELTON PARK
Van Cortlandt Park to McLean Ave.
A
L aw re n ce A re a R a i l Tr a i l
L aw re n ce Neighborhood
Getty Square Branch Trail Trail Alternatives Future Daylighting Phases Short Term Alignment Optimal Alignment Alternative Alignments
0.25 Miles Data Sources:
I
City of Yonkers, Westchester County, NYS GIS Clearinghouse
II-3 GROUNDWORK HUDSON VALLEY
VAN CORTLANDT PARK
Yonkers Greenway Trail Alternatives Map
210
240
SHORT TERM ALIGNMENT ALTERNATIVES
20 0
220
230
24 0
YONKERS GREENWAY FEASIBILITY STUDY
2
22
200
150
0 24
19 0
McLean Ave to Sutherland Park Switchback Trail The switchback trail is the preferred alternative due to its ease of construction and low relative cost. The overlook is a nice addition for the many visitors to Pelton Oval Park and will provide an important connection between these two community assets. Trail lighting would be installed following the path.
16 0
170
15 0
Planning Level Construction Cost: $400,000
15 0
200
130
14 0
200
180
120
0 15 Examples of overlooks and roof top seating that can be used along the Yonkers Greenway, specifically in the area of Sutherland Park.
90
12 0
150
Seating/ Viewing Area
10 0
100
Overlook Area 80
Ã&#x153; 0
70
10 0
10 0
120
Stairs 140 Feet
0 11
110
90
100
Possible Rooftop Cafe II-4 GROUNDWORK HUDSON VALLEY
YONKERS GREENWAY FEASIBILITY STUDY
Sutherland Park/Park Hill Terrace- Rail-Trail In this section, the trail will utilize the former railroad bed. Debris will need to be removed and selective clearing done but the railroad bed remains graded and is ready for trail installation. Below ground utilities may exist along the corridor and should be considered during detailed design of this portion. A split rail fence will need to be installed along parts of the trail that cannot be separated sufficiently from the adjacent slope. Additional tree clearing and trimming of the lower canopy should be completed to allow for visibility and comfort. Lighting is also recommended.
Current
Planning Level Construction Cost: $450,000
Potential
II-5 GROUNDWORK HUDSON VALLEY
YONKERS GREENWAY FEASIBILITY STUDY
Undercliff Street - On Street Path Since easements will be needed to follow the railroad rightof-way, the short term and preferred alternative is to follow Undercliff Street, beginning as far north as possible. The trail will need to be brought up to the street just just south of the intersection of Park Hill Terrace and Undercliff St. An 8 ft path and 2 ft buffer will maintain a 10 ft travel lane on Undercliff Street. The vertical barrier can be created by placing delineators every 20 ft. For this alternative, parking will need to be restricted from Park Hill Terrace to Broadway.
P
Planning Level Construction Cost: $20,000
8’ 2’
10’
20’ ROADWAY WIDTH
View of Undercliff Street
II-6 GROUNDWORK HUDSON VALLEY
YONKERS GREENWAY FEASIBILITY STUDY
School Street - On Street The preferred alternative is to utilize shared lane markings to Broadway, a two-way cycle track on Broadway, and shared lane markings on Bright Place and School Street. A trail along the railroad right-of-way would require additional easements that can be acquired over time. Traffic calming elements, such as speed humps, can be implemented in the future.
Planning Level Construction Cost: $30,000 / $50,000 with traffic calming
II-7 GROUNDWORK HUDSON VALLEY
YONKERS GREENWAY FEASIBILITY STUDY
School Street to Nepperhan Ave Morgan Street The preferred alternative through the School Street North section is to run along the western perimeter of the Housing Authority property and utilize Morgan Street. The parking area will be reconfigured to allow for a shared-use path along the fence. The existing fence should be relocated to the east side of the new shared use path to limit access to the Calcagno Homes. The stairs toward Morgan Street will need to be modified or a separate ramp constructed. Shared lane markings, a contra-flow bike lane, color pavement treatments, and gateway treatments are proposed along Morgan Street. To cross Nepperhan Ave, an improved crossing is recommended at New Main Street.
Planning Level Construction Cost: $120,000 View of Ross F. Calcagno Homes from parking lot showing the proposed shared-use path
II-8 GROUNDWORK HUDSON VALLEY
YONKERS GREENWAY FEASIBILITY STUDY
Nepperhan Ave to Getty Square - Henry Herz/James Street The preferred route is to begin at the path through Daylighting III. At the west side of the park, a shared-use path will replace the existing sidewalk along Henry Herz Street. This path will meet a cycle track along James Street.
Planning Level Cost: $35,000
ALIGNMENT OPTION C
Existing Taxi Stand
The Phase II Daylighting Project as seen from the parking garage on New Main Street.
NE AIN WM ST. Buildings no longer exist
ER
N HA
PP NE The photosim shows the proposed crossing treatments to Nepperhan Avenue to connect Morgan Street to the Daylighting Phase III. II-9 GROUNDWORK HUDSON VALLEY
AV
YONKERS GREENWAY FEASIBILITY STUDY
Downtown to Riverfront - Mill Street Courtyard
1
The preferred alternative begins by continuing a two-way cycle track along Palisade Avenue to Getty Square. Improvements to the Getty Square intersection will allow cyclists and pedestrians to continue to another two-way cycle track on Main Street. This facility will only continue to a new midblock crossing at the alleyway to the park. Users will exit the park to the west to an improved crosswalk at Warburton Avenue. Pedestrians are able to walk along the park and a pair of bike lanes are proposed on Dock Street and Nepperhan Street to connect bicyclists to the waterfront. Shared lane markings in front of the train station and on Dock Street to the Science Barge complete the last portion of the trail.
Planning Level Construction Cost: $65,000
WATERFRONT
DOCK ST.
AVE.
2
4
MAIN ST.
WAR BU
RTON
NEPPERHAN ST.
DAYLIGHTING II
3
1 GETTY SQUARE
4
Dock Street GETTY SQUARE
GETTY SQUARE
GETTY SQUARE
GETTY SQUARE
TRAIL
TRAIL
TRAIL
TRAIL
GETTY SQUARE
GETTY SQUARE
GETTY SQUARE
GETTY SQUARE
TRAIL
TRAIL
TRAIL
TRAIL
5’
10’
7’
30’ ROADWAY
8’
8’
SIDEWALK
SIDEWALK
8’
P
SIDEWALK
SIDEWALK
P
P
3
Nepperhan Street
P
7’
10’
5’
8’
30’ ROADWAY
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2
YONKERS GREENWAY FEASIBILITY STUDY
SHORT TERM ALTERNATIVES COST SUMMARY The table below summarizes the Planning Level Construction Cost estimates associated with the preferred alternatives. Additionally, lump sum estimates are included for wayfinding, signage, landscaping, and site furniture, such as benches, trash receptacles, etc.
SECTION/ITEM
COST
mclean ave to sutherland park
- SwitchBack Trail
sutherland park to undercliff st undercliff street school street
- Rail-Trail
$ 450,000
- on Street Path
$ 20,000
- On Street
$ 50,000
school street to nepperhan ave nepperhan ave to getty square downtown to riverfront
$ 400,000
- Morgan Street
- Henry Herz / James St
- Mill Street Courtyard
$ 120,000 $ 35,000 $ 65,000
Wayfinding and signage
$ 60,000
Landscaping and furniture
$ 150,000 Subtotal $ 1,350,000
Contingency (25%)
$ 337,500 Subtotal $ 1,687,500
Engineering and Survey (20%)
$ 421,875
Const. Inspection and Mobilization (15%)
$253,125
TOTAL $ 2,362,500
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OPTIMAL ALIGNMENT ALTERNATIVES Several of the alternatives presented should be considered for long-term implementation. A few of these alternatives require easements that can be acquired over time. Other alternatives do not follow the direct path of the Getty Square railroad; however, they do provide pedestrian and bicycle access to the trail and other destinations. These should be considered for future implementation.
McLean Ave to Sutherland park - Bridge over McLean Avenue A bridge over McLean Avenue would provide a grade separated crossing, as well as a gateway feature for both the trail and the neighborhood. Constructing the bridge abutment on the south side of McLean will be challenging due to the location of the Housing Authority apartment building. This would be a long-term alternative which would require significant funding.
Planning Level Construction Cost: $1,000,000
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Undercliff - Railroad Right-of-Way Through Parking Area This alternative is preferred over the on-street option because it reduces the elevation change users will encounter; however, easements will need to be obtained and a separated path would require loss of parking spaces. The feasibility of this alternative should be discussed with the property owners.
Planning Level Construction Cost: $25,000
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School Street South - Railroad Right-of-Way to School Street SCHOOL ST
Again, this alternative route is preferred over the on-street route since it provides a direct route, a separated path, and eliminates several changes in elevation. This route is recommended for long-term implementation since easements will be required from a majority of the property owners along the railroad right-of-way. Only one easement has been acquired thus far. Property owners along School Street as well as along this portion of Park Hill Ave should be approached. Construction may require installation of retaining walls to re-establish a flatBRIGHT ST grade wide enough for the trail. As the trail extends north and approaches School Street, the trail will encounter a steep grade that may need to be addressed with a short switch back trail segment.
Planning Level Construction Cost: $180,000
S chool Street South Railroad Right-of-Way Map Index Railroad Right of Way Obtained Easement Proposed Path Alignment Private Lot
UNDERCLIFF
I
150 FEET
School Street - Cycle Track along Broadway to City Hall
P
This alternative is not preferred due to its distance from the former railroad line, but a cycle track along Broadway would have many other benefits. These include: improved bicycle facility to City Hall, the Hospital, and the trail, traffic calming, and potential to promote redevelopment along the corridor.
P
P P
Planning Level Construction Cost: $105,000
8’
12’
12’
8’
3’
52’ ROADWAY SURFACE WIDTH II-14 GROUNDWORK HUDSON VALLEY
9’
Downtown to Riverfront - North Broadway North Broadway is another feasible route for navigating through Getty Square and downtown. This alignment should be considered if passing through Mill Street Park becomes difficult to navigate for bicyclists due to a high number of pedestrians.
Planning Level Construction Cost: $20,000
DOCK ST.
3
2 1
AVE.
4
RTON
NEPPERHAN ST.
DAYLIGHTING III
WAR BU
ONT
YONKERS GREENWAY FEASIBILITY STUDY
MAIN ST.
GETTY SQUARE
IMPLEMENTATION It is unlikely that the proposed trail can be completed at one time. A phased approach for implementation is recommended as follows: • Waterfront to Mill Street Courtyard • Mill Street Courtyard to Nepperhan Avenue • McLean Avenue to Undercliff Street through Sutherland Park • Morgan Street • Connection from Morgan Street to School Street
Opportunities to complete the project include grants, capital funding, redevelopment, yearly maintenance or paving projects. The phasing listed above is just a recommendation and opportunities to construct any portion of the trail should be considered. A trail oriented development zoning overlay can be completed at any time. In addition to federal and state funds, the City and Groundwork Hudson Valley should continue to apply for grants or private funds from foundations, developers, or local companies. The City of Yonkers could also include some amount toward trail construction in the City’s budget.
• Shared lane markings and traffic calming on School Street • Connection between Undercliff Street and School Street II-15 GROUNDWORK HUDSON VALLEY
III. OPERATIONS AND MAINTENANCE
This Chapter provides information regarding operating and maintaining the proposed Yonkers Greenway. Operation and maintenance range from bike lanes to shared-use paths, and from routine annual maintenance to winter snow removal.
III. OPERATIONS AND MAINTENANCE INTRODUCTION Low-stress bikeways, including separated bike lanes (SBLs) and shared-use paths, require regular upkeep in order to maintain their operational efficiency. This section outlines the maintenance activities that are necessary to ensure these facilities remain safe and passable for users. Operations and Maintenance (O & M) activities for separated bike lanes are described first, followed by necessary upkeep requirements for shared-use paths.
Separated Bike Lane O & M Needs Like all bikeway facilities, maintenance of separated bike lanes should be considered during the planning and design phases to ensure that once implemented, the facility can remain clear of debris and functional for bicyclists. Just as proper-functioning signage, lighting, and pavements markings are essential to the safety and operations of motor vehicles, so are bikeway elements for the safe operation of bicycle facilities.
Importance of O & M Activities Maintaining the proposed facility to a high standard is important for a variety of reasons, including:
Safety: Public agencies have a duty to protect the public welfare by maintaining facilities to a level that reduces potential safety hazards. This includes repairing damage on the bikeway that may pose a tripping hazard, replacing flexible delineators, clearing the bikeway of debris and objects, clearing snow in a timely manner, and preventing ice from forming. Attracting Use: Well-maintained facilities, with smooth surfaces, current signage, and visible striping and markings will attract and sustain use. An attractive facility increases the livability of the areas served by the bikeway. Liability: Allowing hazardous conditions to exist along a path or sidewalk exposes a local agency to potential lawsuits. Protecting the Public Investment: Regular preventative maintenance along the facility can extend its lifetime and delay the need for more expensive repairs.
Maintaining highly visible pavement markings, replacing damaged delineator posts, and ensuring pavement remains smooth are key tasks necessary to maintain the proper functioning of separated bike lanes.
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Maintaining SBLs be maintained using conventional maintenance vehicles. Creating a connected low-stress network reduces maintenance costs, allowing maintenance crews to clear the entire network without needing to travel from one unconnected facility to another. When the facility is being planned, the department which will be responsible for maintaining the new facility should be identified, and funds should be allocated to ensure its continued maintenance.
To maintain SBLs, pavement markings and striping need to remain visible, missing flexible delineators need to be replaced, and the the facilities need regular sweeping. Routine maintenance best practices for SBLs are displayed in table 4.1. Costs associated with maintenance can be reduced if existing maintenance vehicles, such as street sweepers, can be used. Two-way separated bike lanes (typically 10’ or wider) can
Table 4.1 SBL Routine Maintenance Best Practices Activity
Frequency
Description
Sweeping
weekly
Sweeping and removal of garbage and debris
Delineator Post Inspection
monthly
Inspection and replacement of damaged flexible delineator posts
Trimming
monthly
Vegetation trimming to provide clear access on a monthly basis
Signage Upkeep
bi-annually
Inspect and repair or replace wayfinding signage
Restriping
annual
Snow Removal
as needed
Unforeseen Events Remediation
as needed
Repaving
as needed
Restripe facilities as needed to maintain high visibility of striping De-ice prior to snow events, and plowing post events Inspection and repair damage post storms, floods, collisions and other unforeseen events Maintain pavement quality through spot repairs, regular overlays and longer-term repaving
Drainage Considerations for SBLs • For street-level SBLs that use a raised median separator, the provision of breaks in the median allow reuse of the existing drainage system. • For sidewalk and intermediate level facilities, drainage strategies illustrated in the graphic below are recommended depending on the type of facility.
Drainage is another factor that should be considered during the planning and design phase for a new separated bike lane facility. The following best practices are recommended to ensure proper drainage: • Street-level SBLs that include flexible posts for physical separation do not require alterations to existing drainage infrastructure.
Source: MassDOT Separated Bike Lake Planning and Design Guide
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Winter SBL Maintenance The winter maintenance of separated bike lanes is critically important to ensuring that they remain passable year-round. Winter maintenance should be a planned, regular activity along SBLs. Bicycles have different winter needs than motor vehicles—for example, less weight and tire surface area means they are more sensitive to snow and ice—and winter roadway maintenance programs should have specialized practices to respond to these needs.
• Designing SBLs so that existing snow removal equipment can be used. A conventional 10 foot wide two-way separated bike lane can be cleared by a pick-up truck with a mounted plow. More narrow facilities may require specialized vehicles. • Removing bollards during winter months. This minimizes damage that could be caused by plows hitting the posts. Snow accumulating in the buffer areas helps to maintain separation between motor vehicles and the bikeway. The base of the bollards can remain in the pavement to facilitate reinstallation of the posts. • Develop a connected network of bikeways. This ensures that snow removal equipment can clear the bikeways in a linear fashion without the need to move from one disconnected facility to another.
To prioritize safe conditions for bicyclists year-round, there are different strategies and equipment; however, a strategic bikeway snow removal and de-icing program that includes snow removal prioritization is key to the safe and comfortable accommodation of bicyclists in the winter. Best practices include:
TWO-WAY SEPARATED BIKE LANE (SBL) SNOW MANAGEMENT During winter, snow may accumulate at the edges of the bikeway, reducing it’s operating width. Minor snow accumulations (shown in purple below) will not negatively effect the functionality of the facility, since bicyclist volumes are lower during winter. With each sucessive storm the operating width is further reduced (shown by STORM 1; STORM 2; STORM 3). To maintain a functional operating width of the bikeway routine plowing after snow events needs to be prioritized.
2
1 The operating width of SBLs is reduced in winter months due to snow piling up on the edges of the bikeway. The encroachment of snow can be managed through routine plowing after snow events.
A truck-mounted snowplow, with a blade of 9’ is the ideal tool to plow two-way SBLs
4 As more snow builds up within the buffer area, it begins to spill further into bikeway, effecting its operating width. The operating width should never fall below 6 feet (which is the minimum space required for two bicyclists to pass each other slowly).
3 A snow bank of 1.5 feet or less has minimal impact on the operating width of the bikeway. Snow accumulations of this amount can be accommodated almost entirely within the buffer.
STORM 3
STORM 3 STORM 2
STORM 2
STORM 1
STORM 1
5 The SBL should be plowed immediately after the adjacent travel lane. Snow cleared from the road will spill over into the bikeway. Plowing the SBL subsequently ensures this overflow is cleared.
Areas in which snow encroaches into the bike lane should not reduce clear zone to less than 6 feet in width
6 Delineator posts should be removed during the winter months to avoid being struck and damaged during plowing operations. Their bases can remain, reducing re-installation time & expense.
Two-Way Separated Bike Lane
Buffer
(10’ Min)
(3’ Min) III- 4 GROUNDWORK HUDSON VALLEY
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Shared-Use Path O & M Needs Routine maintenance of shared-use paths is essential to guaranteeing an enjoyable trail user experience. As new sections of trail are constructed, a maintenance schedule should be established in sync.
• Shoulder mowing and sweeping operations • Periodic maintenance and repairs - including seal coating of path surfaces (approximately every 4-5 years on a rotating basis) striping, signage, benches, bike racks, and installation of safety fencing, safety signage, and devices, etc. • Snow plowing and/or grooming for cross-country skiing • Bridge maintenance • Trash removal • Tree and vegetation trimming • Crack sealing and repair
Importance of O & M Activities System Maintenance refers to the care, upkeep and smooth functioning of shared-use paths. If the facility is well maintained and cared for, it will assure both the safety and enjoyment of the residents and visitors who use it. A proper maintenance program will reduce long-term costs by extending the life of the components, and it will also win the continued support of the residents, homeowners, and businesses. Typical annual maintenance activities include: • Sweeping of the path after the spring snow pack melts
Table 4.2 summarizes the maintenance best practices and the frequency at which they should occur.
Seasonal Maintenance
Facility Repair or Replace
Table 4.2 Shared-Use Path Routine Maintenance Best Practices Frequency
Recommendations
Resurfacing
10 - 12 years
Replace asphalt or concrete.
Drainage
As needed
Regrade to prevent or eliminate low spots and drainage issues.
Structures
30 years or as needed
Addition or repair of culverts, bridges, boardwalks, retaining walls, etc., to prevent or eliminate drainage/ erosion issues.
Rerouting
As needed
Reroute trail, if necessary, to avoid environmentally sensitive or overused areas, safety issues, or construction projects.
Regular Inspection
2 times/year
Identify needed repairs of pavement, signs, markings, lighting, etc. Inspectors should identify areas where potholes or frost are forming, frost upheaval is developing, erosion is taking place, or tree roots are encroaching on the trail corridor. Issues should be repaired promptly. Cracks or potholes can be filled with asphalt or a tar-based sealant.
Sweeping
2 times/year
Sweeping should occur at least twice annually, with the first instance occurring after the winter thaw to remove salt/sand from the trail.
Remove debris and litter
Once/month
The frequency of debris removal should increase during the fall and winter months. Natural debris, trash and fallen tree leaves should be swept or blown off of the trail.
As needed
Prioritize removal by the most heavily used facilities and geographic location. If snow removal is desired, snow removal should be completed immediately following snow events. De-icing agents, such as salt, should be applied during the winter months and after major snow events.
See Description
Tree branches should be trimmed monthly. A 3 foot minimum horizontal clearance from the side of the path (5 foot preferred) and an 8 foot minimum vertical clearance (12 foot preferred) should be maintained. Best practices for trimming established by the International Arborists’ Society should be used. Trees should be inspected on an annual basis for disease or pest infestations; any trees that cannot be reasonably healed, or any trees with pests that cannot be irradiated, should be removed. Install fencing, apply herbicide, and take other measures to support a healthy and attractive habitat surrounding the trail as needed.
Habitat Enhancement
Remove snow and ice
Vegetative Enhancements
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Guiding Principles for an Effective Operations Program
Facilities Maintenance
The following guiding principles will help assure the preservation of a first class system: • Good maintenance begins with sound planning and design. • Foremost, protect life, property, and the environment. • Promote and maintain a quality transportation and recreation experience. • Develop a management plan that is reviewed and updated annually with tasks, operational policies, standards, and routine and remedial maintenance goals. • Maintain quality control and conduct regular inspections. • Include field crews, police, and fire/rescue personnel in both the design review and on-going management process. • Maintain an effective, responsive public feedback system and promote public participation. • Be a good neighbor to adjacent properties.
A sound maintenance program should include the following elements: • Off-Street Shared-Use Pathways • Natural Surface / Single Track Trails (part of a future integrated system) • Trail-Related Corridors (landscaped and open space areas associated with trails and greenways, including streams and conservation areas) • On-Street Bicycle Routes (bike lanes, bike routes, and streets used for biking) • Trailheads • Sidewalks • Wayfinding Signage, Fixtures and Furnishings (on-street and off-street) • Regulatory and Safety Signage • Tunnels, Pedestrian Bridges, Underpasses, and At-Grade Street Crossings • Trail-Related Parks and Features • Access Parking and Maintenance Roads • Rest Areas
Maintaining clear and smooth pavement condition, trimming vegetation, and inspecting and repairing signage, lighting and pavement markings are key tasks necessary to maintain the proper functioning of shared-use paths (Image Source: P. Miner)
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IV. TRAIL BENEFITS Greenways all over the country have sparked new development and redevelopment in the communties they serve. This Chapter outlines some of the potential economic benefits that the Yonkers Greenway could bring to the City of Yonkers, its residents, and its businesses.
IV. Trail Benefits
The Yonkers Greenway through the City of Yonkers will help to improve the health and fitness of residents, enhance environmental conditions, decrease traffic congestion, and contribute to a greater sense of community. Scores of studies from experts in the fields of public health, urban planning, urban ecology, real estate, transportation, and economics consistently back-up such claims and affirm the value of supporting trails as it relates to active living and alternative transportation.
INCREASED HEALTH AND PHYSICAL ACTIVITY A growing number of studies show that the design of our communities—including neighborhoods, towns, transportation systems, parks, trails and other public recreational facilities—affects people’s ability to reach the recommended daily 30 minutes of moderately intense physical activity (60 minutes for youth). According to the Centers for Disease Control and Prevention (CDC), “physical inactivity causes numerous physical and mental health problems, is responsible for an estimated 200,000 deaths per year, and contributes to the obesity epidemic.”1 The increased rate of disease associated with inactivity reduces quality of life for individuals and increases medical costs for families, companies, and local governments. The CDC determined that creating and improving places to be active could result in a 25% increase in the number of people who exercise at least three times a
CENTER FOR DISEASE CONTROL 30 minutes of moderately intense exercise is equivalent to: • 1.5 miles of walking; or • 5 miles of bicycling; or • 1 less slice of pizza.
week2. This is a significant consideration for people who are inactive. Even small increases in physical activity can bring measurable health benefits. Establishing a safe and inviting Yonkers Greenway through the City of Yonkers will positively impact the health of local residents. The Rails-to-Trails Conservancy puts it simply: “Individuals must choose to exercise, but communities can make that choice easier.”3
ECONOMIC BENEFITS The City of Yonkers has been completing projects to remove blight and reinvigorate downtown and many neighborhoods. Many of the areas surrounding the trail include deteriorating buildings and vacancies. Experience with other trail projects across the country prove that such an improvement can have drastic improvements on the property values and uses adjacent to it. As quality of life improves and more pedestrians and bicyclists are traveling along the trail, it will encourage redevelopment of both residential and commercial buildings. 2 U.S. Department of Health and Human Services, Centers for Disease Control and Prevention. (2002). Guide to Community Preventive Services. 3
Rails-to-Trails Conservancy. (2006) Health and Wellness Benefits.
1 U.S. Department of Health and Human Services, Centers for Disease Control and Prevention. (1996). Physical Activity and Health: A Report of the Surgeon General
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Investments in walking and bicycling facilities have a direct, positive impact on safety by reducing collision risk
Zoning varies widely along the proposed trail. A trail oriented development zoning overlay will encourage and support complimentary uses along the trail corridor. This type of zoning overlay was also recommended for the first portion of this trail in the Lawrence Street neighborhood. Specific zoning recommendations included allowing for accessory units to be developed directly along the trail and encouragement of mixed use buildings. In addition to residential developments, the following commercial uses tend to thrive adjacent to trails: restaurants,
breweries, ice cream shops, and cafes. To further encourage redevelopment, variances within the trail oriented development can be offered to developers. Variances can range from increased density to reduced parking requirements. Direct access to the trail, store frontage along the trail, and bicycle parking should be encouraged. Bicycling is an affordable form of transportation. According to the Pedestrian and Bicycle Information Center (PBIC), of Chapel Hill, NC, the cost of operating a bicycle for a year is approximately $120, compared to $7,800 for operating a car
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Walking and bicycling are affordable, efficient options for commuting and short trips
over the same time period4. Bicycling becomes even more attractive from an economic standpoint when the unstable price of oil is factored into the equation (e.g., in spring 2010, gasoline prices approached $4 a gallon)5. The fluctuating cost of fuel reinforces the idea that local communities should be built to accommodate people-powered transportation, such as walking and biking. Linking the City of Yonkers’ residential neighborhoods to the Yonkers Greenway and providing a more protected facility could facilitate a substantial local reduction in auto-and-oil-dependency. From a real estate standpoint, the Yonkers Greenway could have a considerable impact. According to a 2002 survey of home buyers by the National Association of 4 Pedestrian and Bicycle Information Center. (2008). Economic Benefits: Money Facts. Retrieved 8/8/2008 from www.bicyclinginfo.org/ why/benefits_economic.cfm 5 King, Neil. The Wall Street Journal: Another Peek at the Plateau. (2/27/08): In February 2008, the Wall Street Journal quoted industry experts, stating, “supply constraints could push the price of oil to $150 a barrel by 2010”.
Home Realtors and the National Association of Home Builders, trails ranked as the second most important community amenity out of a list of 18 choices6. Additionally, the study found that ‘trail availability’ outranked 16 other options including security, ball fields, golf courses, parks, and access to shopping or business centers. Findings from the American Planning Association (How Cities Use Parks for Economic Development, 2002), the Rails-to-Trails Conservancy (Economic Benefits of Trails and Greenways, 2005), and the Trust for Public Land (Economic Benefits of Parks and Open Space, 1999) further substantiate the positive connection between trails and property values across the country. Finally, from a tourism perspective, cyclists can add real value to local economies. For example, in the 6 National Association of Realtors and National Association of Home Builders. (2002). Consumer’s Survey on Smart Choices for Home Buyers.
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TRANSPORTATION COST BY MODE
Car
$0.59/mile
Transit
$0.24/mile
Bike
$0.05/mile
Walking
$0.0/mile
(Source IRS, ATA, RTC) Source: City of Charlotte Trails and greenways connect places without the use of emission-producing vehicles, while also reducing air pollution by protecting large areas of plants that create oxygen; and filter pollutants
Outer Banks, NC, bicycling is estimated to have an annual economic impact of $60 million; 1,407 jobs are supported by the 40,800 visitors for whom bicycling was an important reason for choosing to vacation in the area. The annual return on bicycle facility development in the Outer Banks is approximately nine times higher than the initial investment. Similarly, Damascus, VA, the self-proclaimed â&#x20AC;&#x2DC;Friendliest Trail Townâ&#x20AC;&#x2122;, features 34-miles of trail where approximately $2.5 million is spent annually related to recreation visits. Of this amount, non-local visitors spend about $1.2 million directly into the economies of Washington and Grayson counties7. While these examples feature beach and mountain destinations, the City of Yonkers also has key advantages, such as its parks system, the Hudson River, and proximity to NYC. This supports the need to create the Yonkers Greenway through the City and provide connections and signage from the trail to local businesses.
discharges end up in the local rivers, streams, and lakes. Trails and greenways convey unique environmental benefits. Greenways protect and link fragmented habitats and provide opportunities for protecting plant and animal species. Aside from connecting places without the use of air-polluting automobiles, trails and greenways also reduce air pollution by protecting large areas of plants that create oxygen and filter air pollutants such as ozone, sulfur dioxide, carbon monoxide and airborne particles of heavy metals. Finally, greenways improve water quality by creating a natural buffer zone that protects streams, rivers and lakes, such as the Hudson River, preventing soil erosion and filtering pollution caused by road runoff.
TRANSPORTATION BENEFITS In 2001, the National Household Travel Survey found that roughly 40% of all trips taken by car are less than 2 miles. By taking these short trips on a bicycle, rather than in a car, citizens can substantially impact local traffic and congestion. Traffic congestion reduces mobility, increases auto-operating costs, adds to air pollution, and causes stress. Bicycle users can help alleviate overall congestion because each cyclist is one less car on the road. Incidentally, cyclists take up significantly less space on the road. Additionally, many people do not have access to a vehicle or are not able to drive. According to the National Household Travel Survey (NHTS), one in 12 U.S. households do not own an automobile and approximately 12 percent of persons 15 or older do not drive9. Connecting the Yonkers Greenway to the City of Yonkers provides greater mobility for these residents.
ENVIRONMENTAL IMPROVEMENTS As demonstrated by the Southern Resource Center of the Federal Highway Administration, when people get out of their cars and onto their bicycles, they reduce measurable volumes of pollutants8. Other environmental impacts include a reduction in overall neighborhood noise levels and improvements in local water quality as fewer automobile-related 7 Virginia Department of Conservation. (2004). The Virginia Creeper Trail: An Assessment of User Demographics, Preferences, and Economics. 8 Federal Highway Administration, Southern Resource Center. (1999). Off-Mode Air Quality Analysis: A Compendium of Practice. To calculate air quality benefits of bicycling, first calculate the Daily VMT reduction. VMT Reduction = PD * Area * L * BMS, where PD = Population density, persons/mile; Area = Project length * 1 mile radius, mile; L = Round trip length, one-half of the project length times 2 daily trips, miles; BMS = Bike mode share, %. Last, calculate the Daily Emission reductions for a pollutant. Ed = EFx * VMT Reduction, where Ed = Daily Emissions, grams/day; EFx = Emission factor for pollutant x, grams/mile; VMT = vehicle mile/day.
9 U.S. Department of Transportation (DOT), Bureau of Transportation Statistics (BTS) and the Federal Highway Administration (FHWA). (2002). National Household Travel Survey.
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QUALITY OF LIFE Many factors go into determining quality of life for the citizens of a community: the local education system, prevalence of quality employment opportunities, and affordability of housing are all items that are commonly cited. Increasingly though, citizens claim that access to alternative means of transportation and access to quality recreational opportunities such as parks, trails, greenways, and bicycle routes, are important factors for them in determining their overall pleasure within their community. Communities with such amenities can attract new businesses, and industries, and in turn, new residents. Furthermore, quality of life is positively impacted by bicycling through the increased social connections that take place because of residents being active, talking to one another, and spending more time outdoors and in their communities. According to the Brookings Institute, the number of older Americans is expected to double over the next 25 years10. All but the most fortunate seniors will confront an array of medical and other constraints on their mobility, even as they continue to seek both an active community life and the ability to age in place. Trails built as part of the bicycle transportation network generally do not allow for motor vehicles; however, they do accommodate motorized wheelchairs, which is an important asset for the growing number of senior citizens who deserve access to independent mobility.
Communities with bikeway, walkway and trail amenities can attract new businesses/tenants, visitors, and new residents
10 Brookings Institute. 2003. The Mobility Needs of Older Americans: Implications for Transportation Reauthorization.
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Benefits of Greenways: Given the hard work involved in the planning, design, and development of a comprehensive trails system, it is important for all those involved in this effort to periodically remind themselves, and others, of the meaning behind this work and the tremendous value it brings to the broader community. Communities across the U.S. and throughout the world are investing in trails as a factor of overall livability. They do this because of their obligation to promote public health, safety, and welfare, and also because of the growing awareness of the many benefits of having a connected system of trails and greenways, which include social, ecologic, and economic benefits.
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Appendix. TRAIL ALIGNMENT ALTERNATIVES This Appendix provides descriptions and visualizations of trail alternatives. The proposed Yonkers Greenway traverses Yonkers between the waterfront and Van Cortland Park connecting key locations and building transportation improvements into the urban landscape.
VISION FOR THE YONKERS GREENWAY • The intermodality of connecting the various transport modes including active, inter-city rail, regional rail, local bus, and NYC subway and bus systems. • The “Emerald Necklace” of parks that will be connected and opened up to residents in Yonkers and New York City. • The public health benefits of providing a safe active transportation corridor. • The economic benefit of bringing customers back to the businesses along an abandoned corridor.
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YONKERS GREENWAY FEASIBILITY STUDY
1.INTRODUCTION The trail picks up at McLean Avenue near Sutherland and Pelton Park, connecting the southernmost portion of the Greenway in Yonkers from Van Cortlandt Park to Sutherland Park and following the general pathway of the historic Getty Square Branch railway as it traverses area neighborhoods from Park Hill through the Downtown reaching its terminus at the Hudson River waterfront.
As the map on the following page illustrates, a series of trail alignments have been identi ied and studied to develop the Greenway following the former Getty Square Branch railroad alignment as much as possible. Among other things, the proposed trail alignment alternatives considers existing conditions and ease of implementation. As described in the existing conditions, there are three neighborhoods that make up the Yonkers Greenway north of Phase I. The Yonkers Greenway Phase I is located in a fourth neighborhood- the Lawrence Street Neighborhood. Each of these neighborhoods has been broken down into further sections in order to better evaluate the alternative alignments:
Incorporating local knowledge, field observations, analysis of Geographic Information Systems data, and utilized industry standards and best management practices, site specific solutions that promote unique design alternatives have been established for the proposed Yonkers Greenway. Implementing any of the following improvements would begin to establish a safe and accessible pathway for cyclists and pedestrians, improve connectivity, and attract visitors.
Lawrence Area Neighborhood: • Van Cortlandt Park to McLean Avenue South Broadway/Park Hill Neighborhood: • McLean Avenue to Sutherland Park • Sutherland Park/Park Hill Terrace • Undercliff Street School Street Neighborhood: • School Street South • School Street North • School Street to Nepperhan Downtown Neighborhood: • Nepperhan to Getty Square • Getty Square to Riverfront
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YONKERS GREENWAY FEASIBILITY STUDY
Alternatives Getty Square to Riverfront
Nepperhan to Getty Square
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B
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Main Street
Mill Street Courtyard
North Broadway
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Sidewalk and cycle track/ Sidewalk and cycle track Sidewalk and cycle track/ shared lanes to Mill St Courtyard bike lane Shared-Use Path Across Bridge and City Hall Campus (The Mayor’s Path)
Cycle track and sidewalk
Shared-use path
School Street to Nepperhan
Broadway to Pedestrian Bridge (The Mayor’s Path)
Sections
Cycle track and sidewalk
School Street North
Cycle track on Broadway
Undercliff Street
Railroad Right-of-Way to School Street
Van Cortlandt Park to McLean Avenue
Shared-use path, contra-flow bike lane, and woonerf
Shared lanes and sidewalk
Across Saw Mill River Henry Herz and James Park at New Main Street Streets
Shared-use path
Separated path and cycle track
Shared-Use Path through Calgano House (MHACY) to School Street
Shared-Use Path on Old Railroad Corridor
Shared-use path/shared lanes
Shared-use path/rail trail
Shared lanes on S. Waverly Street to Park Hill Avenue Shared lanes and sidewalk
Undercliff Street to Broadway to Bright Place to School Street
Shared-Use Path on Old Railroad Corridor Shared-use path/rail trail
Undercliff Street to Broadway
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Cycle track/shared lanes and sidewalk
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Shared-use path rail trail
Cycle track/shared lanes and sidewalk
On-street on Undercliff Street
Railroad Right-of-Way through Parking Area
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Shared-use path on the west side of the street
Shared-use path rail trail
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Elevator Adjacent to Existing Stairs
Switchback Trail through Sutherland Park
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Sutherland Park/ Railroad Right-of-Way Park Hill Terrace Shared-use path rail trail McLean Avenue to Sutherland Park
Shared-Use Path through Calgano Houses (MHACY) to Morgan Street
Shared lanes on School Street
Cycle track and sidewalk
School Street South
New Main Street
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Bridge Bicycle and pedestrian bridge
At-grade crossing with elevator and staircase
Shared-use path
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Yonkers Greenway Phase I
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Shared-use path rail trail
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YONKERS GREENWAY FEASIBILITY STUDY N
COCHRA PARK
Nepperhan to Getty Square
Daylight ing Ph ase III
D C B
School St to Nepperhan
Queens
SULLIVAN OVAL
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School St South
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PARK
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CERRATO
H U D S O N
Long Island Sound
Brooklyn
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A School St North
Bronx
r
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Yonkers
Rive
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D owntown Neighbor hood
Ma nha ttan Hudson
D ay l i g h ti n g Pha s e I I
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ESPLANADE PARK
G et t y S q uare
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VAN DER DONCK
Getty Square to Riverfront
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D ay l i g h ti n g Pha s e I
Yonkers
S c hool St reet Neighbor hood
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AR CED K PAR
O'BOYLE PARK
Undercliff St
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Sutherland Park/ Park Hill Terrace
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Ludlow
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McLean Ave. to Sutherland Park
S ou t h B roa d way / Pa r k H ill Neighbor hood
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PELTON PARK
Van Cortlandt Park to McLean Ave.
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L awrenc e A rea R ail Trail
L aw rence Neighbor hood
Getty Square Branch Trail Preferred Alternative Future Daylighting Phases Short Term Alignment Optimal Alignment Alternative Alignments
0.25 Miles Data Sources:
I VAN CORTLANDT PARK
City of Yonkers, Westchester County, NYS GIS Clearinghouse
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2. Trail Alternatives by Section LAWRENCE AREA NEIGHBORHOOD - PHASE I
Lawrence Area Rail Trail Concept 160 feet
Van Cortlandt Park to McLean Avenue
Trail Head
The proposed Yonkers Greenway Phase I connects Van Cortlandt Park to McLean Avenue. The feasibility of this portion was determined as part of the Lawrence Area Neighborhood Plan, completed in 2015. The City of Yonkers and Groundwork Hudson Valley have been working together to develop construction documents and acquire funding. The trail will follow the railroad right-of-way, through the Yonkers Parking Authority lot, crossing Lawrence Street and Radford St and terminating at McLean Avenue.
Shared Use Conflict Zones Community Uses Woodland Trail Wildflower Trail
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B C A
B C D
Van Cortlandt Park to McLean Ave.
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Van Cortlandt Park to McLean Ave. Alternative Alignments Short Term Alignment
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North
YONKERS GREENWAY FEASIBILITY STUDY
SOUTH BROADWAY / PARK HILL NEIGHBORHOOD McLean Avenue to Sutherland Park This section includes three alternatives to connect the trail over McLean Ave from Eastern Avenue to the Railroad rightof-way on the north side of Sutherland Park. Connecting the Van Cortlandt Park to McLean Avenue section to the Sutherland Park/Park Hill Terrace section is challenging due to the elevation change, approximately 30 feet between McLean Avenue and the old bridge abutment. The three alternatives include a bridge over McLean Avenue, a staircase and elevator, and a switchback trail along Van Cortland Park Avenue.
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McLean Ave. to Sutherland Park
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McLean Ave. to Sutherland Park Alternative Alignments Short Term Alignment Alternative Alignments FT 0
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SOUTH BROADWAY / PARK HILL NEIGHBORHOOD Alternative A - Bridge When the railroad was active, the tracks traversed McLean Avenue using a bridge. If properly engineered, a bridge would accommodate all potential users connecting the path over the intersection of Eastern Avenue and McLean Avenue to the Railroad right-of-way. A bridge not only creates a conduit for the unimpeded flow of motorists, cyclists, and pedestrians but the physical structure acts as a symbol of the trailâ&#x20AC;&#x2122;s benefits and the community it serves. The bridge becomes a physical and figurative connection and gateway.
The former abutment to the bridge that once spanned McLean.
Pedestrian and cycle bridge - University of Minnesota
Highland Pedestrian Bridge - Denver, CO
First Engine crossing McLean Avenue between Lowerre and Park Hill, 1887
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YONKERS GREENWAY FEASIBILITY STUDY
SOUTH BROADWAY / PARK HILL NEIGHBORHOOD Alternative B - Elevator Adjacent to Existing Stairs Alternative B proposes an at-grade crossing of McLean Avenue that would approach an elevator and staircase. An elevator adjacent to the existing staircase would make the trail accessible to all abilities. Several types of elevators can be considered in this situation, including a hillside elevator or an outdoor elevator similar to that at Clemson University, both shown to the right. Such an elevator would also be considered nostalgic, since an incline railway once operated nearby. As seen in the image below, the existing staircase could be retrofitted with a bike channel for easy transport. Retrofitting the existing staircase may be a low cost alternative to the construction of a bridge and provides direct access to the railway trail.
The existing stairway at McLean Avenue can be retrofited using concrete or metal to create a bike rail
A possible hillside elevator that would follow the slope adjacent to McLean Ave.
An outdoor elevator located in Gironella, Spain.
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Under certain conditions a switchback trail is an effective means of transporting people across steep slopes. The switchback would begin on Van Cortlandt Park Ave ascending the slope at no more than a 5% grade to connect to the railroad right-of-way. 100
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Alternative C - Switchback Trail through Sutherland Park
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SOUTH BROADWAY / PARK HILL NEIGHBORHOOD
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YONKERS GREENWAY FEASIBILITY STUDY
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Given the slope, a trail spur could be installed from Van Cortlandt Park Avenue along the same contour as the previously existing railway. The level trail extension is an effective transition from the roadway to the rail trail. Additionally, a scenic overlook could be created that would overlook Pelton Oval Park. While this alternative is less direct and a longer route, it is a cost effective solution and is ADA compliant.
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The proposed trail would traverse Sutherland Park
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Possible Rooftop Cafe The path of the switchback trail would parallel Van Cortlandt Park to an overlook and then continue back towards the railroad right-of-way
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YONKERS GREENWAY FEASIBILITY STUDY
Examples of overlooks and roof top seating that can be used along the Yonkers Greenway, specifically in the area of Sutherland Park.
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SOUTH BROADWAY / PARK HILL NEIGHBORHOOD sutherland park/park hill terrace The railroad right-of-way remains relatively intact throughout this section. While the hillside is steep on either side, the former railroad bed is flat and ranges from approximately 25 to 50 feet wide. A dirt path currently exists, evidence of current use.
Railroad Right-of-Way As the photo-simulation presents the trail would utilize a previous railroad right-of-way. The trail parallels Undercliff Street to the east. Building along the vacant railway is a tremendous utilization of an existing resource currently unavailable generally to the public.
The construction of the trail would be fairly straightforward. Potential underground utilities should be considered during detailed design. As the current image shows the terrain is level and compacted from its previous use as railroad. The path along this section of the old railway line will provide over a quarter mile of easy trail, protected from motorists, and a retreat from the urban streetscape under the forest canopy. As redevelopment occurs along South Broadway, there is opportunity to allow taller buildings to have a direct connection to the trail from upper floors using pedestrian bridges.
Sutherland Park/ Park Hill Terrace
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Sutherland Park /Park Hill Terrace
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Alternative Alignments
SUTHERLAND
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PARK
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Current
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SOUTH BROADWAY / PARK HILL NEIGHBORHOOD Undercliff Street The following alternatives aim to transport users nearly 500 feet between the former railroad bed and Undercliff Street. This can be accomplished by obtaining easements along the railroad right-of-way through the parking lot, or utilizing a portion of the existing pavement on Undercliff Street.
Undercliff St.
Alternative A - On-street on Undercliff Street
B
This section of Undercliff Street is one-way and currently provides sufficient width to maintain current vehicular patterns, while accommodating additional pedestrian and cyclist traffic. The west side of the roadway can be converted into a 9’ wide shared-use path with delineators separating the path from vehicle traffic. The on-street alternative has low costs associated with the installation and maintenance.
A B C A
A ramp will need to be constructed at the end of the railroad right-of-way to transition to Undercliff St, which is approximately 10 to 15 feet above.
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View of Undercliff Street
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YONKERS GREENWAY FEASIBILITY STUDY
SOUTH BROADWAY / PARK HILL NEIGHBORHOOD Alternative B - Railroad Right-of-Way through Parking Area The previously existing railroad traveled through what is now a parking lot to the rear of 254 S. Broadway. To continue the trail along the previously existing railbed the existing parking area may require re-configuration to accommodate a path without increasing potential safety risks to users. As the railway corridor in this section is privately owned and operated, an easement would be required. The trail can be configured to utilize the drive aisle of the parking lot or a separated path can be created using vertical barriers.
Possible shared drive aisle through parking lot
Parking would need to be reconfigured in some areas and pedestrian and bicycle access provided at the main entrance here.
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YONKERS GREENWAY FEASIBILITY STUDY
SCHOOL STREET NEIGHBORHOOD School street south
B C A
B C
School St South
Alternative A- Railroad Right-of-Way to School Street
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A C B
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View of the railroad right-of-way from Undercliff St
C B
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School St. South Alternative Alignments
AR CED K PAR
One possible alignment would continue utilizing the railroad right-of-way. Currently one of the properties, 150 School Street, has afforded an easement for the construction of the trail. Re-establishing the railway corridor has many advantages, but also has its obstacles. A portion of the rightof-way behind the existing properties to the north of 150 School Street have been cleared and are being used for parking or storage. A preference towards this alternative will likely require a long-term strategy to include the acquisition of easements and zoning enforcement. As the trail extends north and approaches School Street, the trail will encounter a steep grade that may need to be addressed with a short switch back trail segment.
Short Term Alignment Optimal Alignment Alternative Alignment
0
FT 250
I
View of the railroad right-of-way from School Street
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YONKERS GREENWAY FEASIBILITY STUDY
SCHOOL STREET NEIGHBORHOOD
Alternative B- Undercliff Street to Broadway to Bright Place to School Street A cycle track and existing sidewalk on Broadway would link to shared lanes onto Bright Place and shared lanes on School Street. Additionally, speed humps can be installed to slow motor vehicles along the corridor. This on-street option is a good alternative for the short-term while easements are being negotiated to continue the trail along the original railway corridor. These improvements could remain after the trail is in place to provide safe connections for residents to the trail access points.
Looking north on School Street
Looking east on Bright Place
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YONKERS GREENWAY FEASIBILITY STUDY
The diagram below shows the proposed on-street bicycle facilities as part of Alternative B.
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D Shared lanes for the length of School Street.
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C CENTERLINE
5’ ROADWAY
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Shared lanes for the length of Bright Place.
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OADWAY SURFACE WIDTH 8’
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100 FEET 3’
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A two-way cycle track would be designated on the eastern side of Broadway to establish safe travel lanes for cyclists. This alternative would P not removeP any parking spaces on Broadway.
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Shared lanes for the approximately 250’ stretch of Undercliff Street.
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Section 3 Section 2
YONKERS GREENWAY FEASIBILITY STUDY
SCHOOL STREET NEIGHBORHOOD Alternative C- Undercliff Street to Broadway This alternative continues along Broadway, away from the railroad right-of-way. Shared lanes along Undercliff Street would connect to a cycle track on Broadway. The existing width would accommodate inclusion of a cycle track. Establishing a cycle track on Broadway could serve both short and long-term goals. In order for the cycle track to continue on Broadway, it will need to cross a wide and high speed approach onto New Main Street. It is proposed that this approach to New Main Street be closed and access moved to the smaller, 90 degree approach, just north on Broadway. This will still maintain access to all the businesses along New Main Street, while slowing vehicles down and providing a shorter bicycle crossing.
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MAIN NEW
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SCHOOL STREET NEIGHBORHOOD School Street North The following set of alternatives provide design solutions to enhance pedestrian and cyclist accommodations along Broadway, School Street, S. Waverly Street, and Park Hill to connect the Yonkers Greenway through the northern section of the School Street neighborhood.
Alternative A- Cycle track on Broadway Alternative A proposes a cycle track along the east side of North Broadway. The cycle track would continue along Broadway between Herriot Street and Guion Street. A three foot buffer provides ample protection for cyclists and motorists, while also maintaining existing traffic patterns and parking. The narrower travel lanes required will also have the benefit of reducing speeds.
Looking down Broadway south of Guion Street
B C A
B C D
A C B
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School St North
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School St. North Alternative Alignments
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Short Term Alignment Optimal Alignment Alternative Alignments FT 0
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COLUMBUS PARK
YONKERS GREENWAY FEASIBILITY STUDY
SCHOOL STREET NEIGHBORHOOD Alternative B - Shared lanes on School Street School Street provides a direct route from the railroad rightof-way north/south utilizing existing public infrastructure. School Street would be marked with shared lanes for cyclists and pedestrians would utilize the existing sidewalks. While the implementation of this alternative requires little adjustment, it is essential to provide good wayfinding and markings to alert both cyclists and motorists. If speeds along School Street increase over 30 mph, traffic calming measures should be considered. These include speed humps, curb extensions, chicanes, or mini traffic circles.
SHARED LANE MARKINGS P
P
P P
NO LANE STRIPING 34â&#x20AC;&#x2122; ROADWAY WIDTH Existing sidewalks and proposed shared lane markings would provide accommodations along School Street.
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SCHOOL STREET NEIGHBORHOOD Alternative C- Shared lanes on S. Waverly Street to Park Hill Avenue A shared-use spur trail from the former railroad right-of-way would connect to S. Waverly Street where pedestrians could continue on to the existing sidewalks adjacent to Columbus Park. Crossing improvements will be necessary for the intersection of S. Waverly St. and Park Hill Ave. Similarly, as the shared-use trail from the south intersects at Herriot Place and S. Waverly St., cyclists would take to the street using shared lanes north to the shared lanes running east/ west on Park Hill Ave.
SHARED LANE MARKINGS
Currently utilized as a driveway, the undeveloped rightof-way or “paper street” portion of S. Waverly Street offers a largely clear corridor for a trail. Connecting to the corridor from the railway right-of-way would require obtaining a vacant (255 S. Waverly Street) parcel or otherwise access through the undeveloped portion of 47 Alta Avenue by means of an easement. A driveway crosses the paper street and would not prohibit the construction of a trail through the right-of -way along S. Waverly Street south of Herriot Place.
SHARED LANE MARKINGS P
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NO CENTERLINE
NO LANE STRIPING
30’ ROADWAY WIDTH
40’ ROADWAY WIDTH
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SCHOOL STREET NEIGHBORHOOD
Alternative D - Shared-use Path on Old Railroad Corridor Alternative D explores the opportunity to create a shared-use path through the parcels that were once the railroad corridor. There are currently structures on many of these parcels. Therefore, to do this, easements would need to be obtained on non-conforming buildings and the buildings would need to be demolished to make room for a shared-use path through the area. Elevating the rail trail, similar to New York Cityâ&#x20AC;&#x2122;s High Line, was discussed as well. While this would be costly, this could present the opportunity to create a rail trail that looks similar to a railroad trestle, bringing the community back to its roots when the railroad used to run through the neighborhood.
NYCâ&#x20AC;&#x2122;s High Line elevated rail trail
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YONKERS GREENWAY FEASIBILITY STUDY
SCHOOL STREET NEIGHBORHOOD School Street to Nepperhan Avenue
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Alternative A- Broadway to Pedestrian Bridge (The Mayor’s Path) This alternative proposes continuing cycle track along Broadway to the park and walkways adjacent to Police Headquarters parking lot. The existing pathways could be utilized to connect pedestrians and cyclists between Broadway and the bridge over Nepperhan Ave.
P P
To implement this alternative would require improving existing walkways and enhancing the facilities, especially wayfinding, to accommodate and make accessible to all users.
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School St. to Nepperhan Alternative Alignments
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Short Term Alignment Optimal Alignment Alternative Alignments FT 0
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Looking south from pedestrian bridge
A
Looking south on Broadway across from St. Joseph’s Medical Center
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SCHOOL STREET NEIGHBORHOOD Alternative B- Shared-use Path through Calgano Houses (MHACY) to Morgan Street
KFC Parking Lot A DE
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As a long-term option, the construction of a parking garage could support the continuation of an elevated trail alignment through the area, similar to the Highline.
St. New Main
St New Main
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The plan view shown to the right demonstrates how Morgan Street can be modified to slow vehicles and better accommodate pedestrians and cyclists. This includes shared lane markings and a contra-flow bike lane. For this alternative, it is recommended that a two-way cycle track be constructed for a short period along the southern side of Nepperhan Avenue. This facility, in conjunction with intersection improvements, will provide a connection between Morgan Street and the Daylighting Phase III.
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. Morgan St
Alternative B includes a shared-use path through the Ross F. Calgano Homes, operated by the Yonkers Housing Authority. The path would parallel alongside the property boundary to the west and connect to Morgan Street. No parking spaces would be lost, rather shifted and angled to establish a pathway to allow pedestrians and cyclists a travel lane through the parking area. The existing conditions and low volume of traffic on Morgan Street make it an excellent candidate to install a contra-flow bike lane and create a â&#x20AC;&#x153;woonerfâ&#x20AC;? - a pedestrian oriented shared roadway.
Daylighting Phase III
Brook St.
Bicycle signals
Nepperhan Avenue
Brook St.
Curb bump out
Alternative B Morgan Street
View of Ross F. Calcagno Homes from parking lot showing the proposed shared-use path
Morga
n Stre et
2-way cycle track
Connecting Morgan Street to the Daylighting Phase III
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YONKERS GREENWAY FEASIBILITY STUDY
The photosim below shows the drastic transformation that Morgan Street could experience under the proposed improvements. By texturing or coloring the street, it indicates to motorists that pedestrians and cyclists have the priority along this roadway. With increased pedestrian and bicycle activity, it will encourage redevelopment of the abandoned and deteriorating buildings. Morgan Street could become a destination for people to shop during the day or meet with friends in the evening.
The photosim shows the proposed crossing treatments to Nepperhan Avenue to connect Morgan Street to the Daylighting Phase III. A-27 GROUNDWORK HUDSON VALLEY
YONKERS GREENWAY FEASIBILITY STUDY
SCHOOL STREET NEIGHBORHOOD P Alternative C- Shared-use Path through Calgano Houses (MHACY) to School Street A shared-use path would move pedestrians and cyclists through the Ross F. Calgano Homes along the eastern property boundary, operated by the Yonkers Housing Authority. The path would connect to shared-use lanes on Morgan Street. Parking on South Waverly Street would be limited to the east side to allow for the current one-way road to be converted into a two-way with shared lanes. This alternative would then cross Nepperhan to connect to the Daylighting III project and Chicken Island.
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NO CENTERLINE 26â&#x20AC;&#x2122; ROADWAY WIDTH
The image on this page shows potential crossing improvements across Nepperhan Avenue for both bicyclists and pedestrians. Shared-use path Slip ramp with pedestrian refuge island
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Right turn lane shifts to make room for two-way cycle track
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2-stage turning box
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SCHOOL STREET NEIGHBORHOOD
Alternative D - Shared-use Path on Old Railroad Corridor The alternative is an extension of Alternative D in the School Street North section. It also involves constructing a shared-use path through the parcels that were once the railroad corridor. Similarly, easements would need to be obtained on and existing buildings would need to be demolished to make room for a shared-use path through the area.
Indianapolis Cultural Trail, IN
Schuylkill River Trail, Philadelphia PA
Freedom Trail, Boston, MA
The Green Alley, Detroit, MI
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DOWNTOWN NEIGHBORHOOD Nepperhan Avenue to Getty Square Alternative A- Shared-use Path Across Bridge and City Hall Campus (M ayorâ&#x20AC;&#x2122;s Path) As the photo simulation illustrates, pedestrians and cyclists would be provided separate lanes for travelling across the bridge currently spanning Nepperhan Ave. The bridge connects the Police Headquarters with City Hall. A shared-use path would continue around the campus allowing people safe passage and increased access to public resources and key destinations. This proposed path would then utilize the existing wide sidewalk along Nepperhan Avenue to connect to alternative paths either on New Main Street or through the Saw Mill River Park at New Main Street to James Street. Note that beyond the City Hall campus, steep slopes make bicycling difficult.
View from bridge looking towards the corner of Nepperhan Ave and New Main St.
Existing pathways through City Hall Campus
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Nepperhan to Getty Square
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YONKERS GREENWAY FEASIBILITY STUDY
DOWNTOWN NEIGHBORHOOD Alternative B- New Main Street Alternative B proposes adjusting the existing lane widths on New Main Street to afford space for a two-way cycle track. Parking would still be maintained on both sides of the roadway. This allows the taxi stand to remain in the same general location. The existing travel lane would be reduced to 11 feet wide, which would also slow traffic.
2-WAY CYCLE TRACK P
T
P
7.5’
11’
7.5’ 2’
8’
36’ ROADWAY WIDTH
Looking north on New Main Street
A-32 GROUNDWORK HUDSON VALLEY
YONKERS GREENWAY FEASIBILITY STUDY
DOWNTOWN NEIGHBORHOOD Alternative C- Across Saw Mill River Park at New Main Street The phase III project to daylight a section of the Saw Mill River and create a park between New Main Street and Henry Herz Street north of Nepparhan Avenue was recently completed. It provides a great means to convey pedestrians and cyclists north and south along the corridor in an environment separated from motorists. The existing path can be enhanced as a shared-use path for pedestrians and cyclists. The path would connect users between the intersection of New Main and Nepperhan Ave to a separated path and cycle track on Henry Herz Street and James Street. This path and cycle track are detailed in Alternative D.
Phase III Daylighting Project as seen from the parking garage on New Main Street. The garage sits on the former train platform of Getty Square station.
A-33 GROUNDWORK HUDSON VALLEY
YONKERS GREENWAY FEASIBILITY STUDY
DOWNTOWN NEIGHBORHOOD Alternative D- Henry Herz and James Streets As the map and cross sections demonstrate, this proposed alternative would modify the existing conditions to allow for a separated path and cycle track along Henry Herz Street and James Street. The existing vehicular traffic pattern would remain unchanged. The path would connect to Getty Square along Palisade Avenue utilizing a two-way cycle track and the existing sidewalk.
View north of the Henry Herz Street as it jogs to James Street
P
View south of Henry Herz Street at the intersection of Ann Street
P
8’
14’
3’
9’
34’ ROADWAY SURFACE WIDTH Palisades Ave looking northeast
A-34 GROUNDWORK HUDSON VALLEY
YONKERS GREENWAY FEASIBILITY STUDY
Existing
P
P
12’
8’
6’
SIDEWALK
SIDEWALK
P
12’
Palis a
de Av e
6’
44’ ROADWAY WIDTH
Proposed P
P
3’
10’
6’
9’
11’
SIDEWALK
SIDEWALK
SIDEWALK
Existing
6’
44’ ROADWAY WIDTH 8’
12’
12’
18’
5’
42’ ROADWAY WIDTH
Henry Herz Street
SIDEWALK
Proposed
9’
5’
8’
17’
17’
6’
34’ ROADWAY WIDTH
SIDEWALK
Proposed
10’
6’
13’
13’
13’
12’ 36’ ROADWAY WIDTH
SIDEWALK
SIDEWALK
Existing
6’
Nepperhan Ave
34’ ROADWAY WIDTH
A-35 GROUNDWORK HUDSON VALLEY
11’
5’
YONKERS GREENWAY FEASIBILITY STUDY
DOWNTOWN NEIGHBORHOOD Getty Square to Riverfront The last segment of the Yonkers Greenway connects Getty Square to the waterfront through downtown Yonkers. There are several alternative routes available to make this connection, including several through the Saw Mill Daylighting II site also known as the Mill Street Courtyard.. Each alternative proposes a cycle track on New Main Street, improvements to Getty Square, and shared lane markings on Dock Street connecting to the waterfront. In Getty Square, it is proposed that a portion of the intersection be limited to cyclists, pedestrians, and emergency traffic. To do so would require proper signage and be best implemented by painting the lanes in order to make the new traffic pattern most visible.
LY ON US B
Aqueduct Trail this way
VAN DER DONCK
B C
Getty Square to Riverfront
A
Nepperhan to Getty Square
B C A
B C D
A
Alternative Alignments
C B
A
C
B
A
C B
A
B A
Short Term Alignment
A
Alternative Alignments
C A&B
A
FT 0
250
I
A-36 GROUNDWORK HUDSON VALLEY
YONKERS GREENWAY FEASIBILITY STUDY
DOWNTOWN NEIGHBORHOOD Alternative A- Main Street Alternative A proposes a cycle track west of Getty Square. The two-way cycle track would be located on the north side of Main Street, and will maintain on-street parking on both sides of the roadway. The single travel lane would be reduced in width, reducing speeds and increasing safety for all modes. West of Warburton Ave, where Main Street accommodates two-way traffic, shared lane markings and signage are proposed to allow users to travel to and from the waterfront.
Main Street looking west (west of Warburton)
GETTY SQUARE
GETTY SQUARE
GETTY SQUARE
GETTY SQUARE
GETTY SQUARE
GETTY SQUARE
GETTY SQUARE
GETTY SQUARE
TRAIL
TRAIL
TRAIL
TRAIL
TRAIL
TRAIL
TRAIL
TRAIL
P
P
9’
14’
9’
P
3’ 5’
P P
8’
40’ ROADWAY WIDTH
P
12’
12’
8’
40’ ROADWAY WIDTH
Main Street east of Warburton
Main Street west of Warburton
A-37 GROUNDWORK HUDSON VALLEY
SIDEWALK
P
SIDEWALK
P
SIDEWALK
SIDEWALK
Main Street looking west (east of Warburton)
YONKERS GREENWAY FEASIBILITY STUDY
DOWNTOWN NEIGHBORHOOD Alternative B- Mill Street Courtyard Recent daylighting efforts have produced an excellent woonerf and retreat for pedestrians and bicyclists. Alternative B proposes utilizing this space for a portion of the Greenway. A two-way cycle track will allow users to travel between the daylighting park and Getty Square. The use of floating bus stops should be used to eliminate conflicts between cyclists and frequent bus traffic. A midblock crossing at the entrance on Main Street is recommended to accommodate crossings for pedestrians. On the west side of the park, another crossing improvement is recommended. A pair of bike lanes are recommended on Dock Street and Nepperhan St to provide bicycle facilities to and from the train station and waterfront.
Main Str e et
Warb u
rton
Ave
Floating Bus Stop Design Options
Dock Street
Nepperhan Street
GETTY SQUARE
GETTY SQUARE
GETTY SQUARE
GETTY SQUARE
GETTY SQUARE
GETTY SQUARE
GETTY SQUARE
GETTY SQUARE
TRAIL
TRAIL
TRAIL
TRAIL
TRAIL
TRAIL
TRAIL
TRAIL
10’
7’
30’ ROADWAY
SIDEWALK
5’
SIDEWALK
SIDEWALK
8’
P
8’
8’
SIDEWALK
P
P
P
7’
10’
5’
8’
30’ ROADWAY
A-38 GROUNDWORK HUDSON VALLEY
YONKERS GREENWAY FEASIBILITY STUDY
DOWNTOWN NEIGHBORHOOD Alternative C- North Broadway
North Broadway
In this alternative, alignment of the trail would take North Broadway around the new Mill Street Courtyard then cross Warburton Avenue and connect to Van der Donck Park. Several types of bicycle facilities could be implemented on North Broadway, such as shared lane markings and a counterflow bike lane. A two-way cycle track is recommended to provide a protected facility.
P
P
P
P
8’
3’
7’
SIDEWALK
SIDEWALK
An improved crossing at Warburton Avenue is recommended as shown below. A pair of bike lanes is again recommended on Dock Street and Nepperhan Street.
7’
11’
Warb u
rton
Ave
36’ ROADWAY
Dock Street
Nepperhan Street
GETTY SQUARE
GETTY SQUARE
GETTY SQUARE
GETTY SQUARE
TRAIL
TRAIL
TRAIL
TRAIL
GETTY SQUARE
TRAIL
10’
7’
GETTY SQUARE
TRAIL
TRAIL
TRAIL
8’
8’
30’ ROADWAY
SIDEWALK
SIDEWALK
5’
SIDEWALK
SIDEWALK
8’
GETTY SQUARE
P
P
P
GETTY SQUARE
P
7’
10’
5’
30’ ROADWAY
A-39 GROUNDWORK HUDSON VALLEY
8’