Lawrenceareaplan 20160111

Lawrence Area Neighborhood Plan

Winter 2014

TABLE OF CONTENTS PLAN INTRODUCTION

1-2 1-2

PUBLIC INVOLVEMENT

1-3

FOCUS PROCESS RESULTS

1-3 1-3 1-3

HISTORY

1-3

RELEVANT PLANNING EFFORTS

2-2

CITY OF YONKERS NEW YORK CITY OTHER RELEVANT PLANS AND PROGRAMS OTHER COMMUNITY INITIATIVES

2-2 2-3 2-5 2-6

DEMOGRAPHICS & LAND USE

2-6

ENVIRONMENTAL ANALYSIS

2-14

SOCIAL & PHYSICAL CHARACTERISTICS SOCIAL NEED

2-6 2-12

OVERVIEW REQUIRED ACTIONS

2-14 2-14

TRANSPORTATION ANALYSIS

3-2

CURRENT NETWORK HOW THE LAWRENCE STREET AREA TRAVELS WALK SCORE HOUSING AND TRANSPORTATION AFFORDABILITY INDEX POTENTIAL TRAIL BENEFITS

MARKET ANALYSIS

LAWRENCE AREA NEIGHBORHOOD PLAN 1-1

1-2

VISION AND GOALS STUDY AREA

INTRODUCTION COMMERCIAL MARKET HOUSING MARKET OPPORTUNITIES AND CHALLENGES

ACKNOWLEDGEMENTS TO COME

3-2 3-5 3-6 3-6 3-6 3-8

4-2

4-2 4-2 4-3 4-7

DEMAND ANALYSIS

5-2

CASE STUDIES

5-11

RECOMMENDATIONS

6-2

IMPLEMENTATION MATRIX

6-28

APPENDIX

A-1

DETAILED ENVIRONMENTAL ANALYSIS

A-2

PARKING REQUIREMENTS

A-11

AFFORDABLE HOUSING ORDINANCE

A-18

LAWRENCE STREET FESTIVAL

A-27

APPROACH RESULTS APPLICATION

MIDTOWN GREENWAY SWAMP RABBIT TRAIL RAZORBACK GREENWAY / SPRINGDALE CONCLUSIONS CASE STUDY SUMMARY MATRIX

INTRODUCTION OVERVIEW RECOMMENDATIONS OVERVIEW MAP DEMAND ANALYSIS OVERLAY TRAIL + CONNECTIONS BICYCLE AND PEDESTRIAN CONNECTIVITY TRANSIT ZONING PROGRAMS

5-2 5-3 5-10

5-11 5-12 5-13 5-15 5-16 6-2 6-2 6-4 6-4 6-6 6-6 6-8 6-14 6-20 6-22 6-27

PLAN INTRODUCTION

VISION AND GOALS

the public has had the greatest influence on the recommendations here. This supports to greater vision to create a safe and vibrant community for the existing residents of the Lowerre / Lawrence Street Neighborhood.

The goal of the Lawrence Area Neighborhood Plan is to understand the opportunities and challenges to community redevelopment and growth. The plan considers: • • •

INTRODUCTION

1.1

STUDY AREA

Conversion of the rail right of way to a rail-trail as a catalyst for growth and development Vacant and underutilized parcels and market need Community needs and concerns for increased safety and more activities

The Lowerre Neighborhood, also known as the Lawrence Street area, shares its southern border with Van Cortlandt Park in the Bronx, the third largest park in New York City.

The target area is also bordered on the west by a busy Hispanic business corridor known as South Broadway, and by McLean Avenue to the north and east.

Through the meetings and conversations that Groundwork Hudson Valley has had with local partners, The Lowerre area was home to one of the nation’s first the police, residents, and businesses, it has become clear planned, transit-oriented developments, serviced by the that the reuse of these vacant properties is one of the Getty Square branch of the Putnam commuter railway community’s highest priorities. Moreover, the idea of that traversed a path from downtown Yonkers to NYC using the vacant properties for the first phase of a multifrom 1887 to 1944. use trail was especially appealing given the need to access jobs in New York City, the need to address public health, safety, and the need to revitalize the local economy and housing market.

Research has demonstrated that similarlyconceived trails foster economic activity, reduce crime, improve health, and create more cohesive and livable communities.

YONKERS Throughout the process, common themes emergered from both community residents and business owners. These include the need and desire for: • • • • •

Safer streets and neighborhoods Affordable housing Better connectivity within and outside the neighborhood by transit, walking, and bicycling Retention of the diverse community character and charm A wider variety and better access to activities and shops

Tibbetts Brook Park

The recommendations made in this plan are based on these goals. The existing conditions, transportation, and market analysis described in this report have informed certain needs and opportunities.

The feedback and ideas recieved from

STUDY AREA Hillview Reservoir

Yonkers Lowerre Neighborhood Brownfield Plan Study Area Overview Source: Westchester County and City of Yonkers

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PUBLIC INVOLVEMENT

FOCUS Given the plan’s focus on the reuse of key brownfield sites in the Lawrence Street area, the public involvement effort has focused on determining how the reuse of such sites would support existing community objectives.

The community objectives that were discovered and refined during the public involvement effort heavily informed the recommendations at the end of this plan. In addition, input from both community and stakeholders informed what the plan examined and placed emphasis on.

View of the Lawrence Street Festival

PROCESS The Lawrence Street Festival in July 2014 marked the lively kickoff of the process, which introduced the neighborhood to the plan via a bicycle lane and highvisibility crossings demonstration, existing conditions maps, and a visual preference survey. The event took place outside on Lawrence Street between Saratoga Avenue to Van Cortlandt Park Avenue, and featured a number of “just for fun” activities that engaged residents and helped cultivate interest in the on-site planrelated involvement opportunities.

LAWRENCE AREA NEIGHBORHOOD PLAN 1-3

Continued input was received and processed through a website and an online survey, as well as regular stakeholder meetings. All of this input informed the trajectory of the plan, and then culminated in a charrette that refined those ideas for use in the final plan. An overview of the process milestones are presented in the graphic below.

Mayor Mike Spano Speaking at the Charrette

RESULTS The original vision for the brownfield sites comprising the former Getty Square Branch railroad was to develop those linear, primarily city-owned parcels into a multiuse trail that would connect with Van Cortlandt Park to the south and eventually extend northwards to the line’s long-gone terminus at Getty Square in downtown Yonkers. Throughout the public involvement process, the community expressed overwhelming support for the concept of redeveloping those parcels as a multiuse trail. Ideas and preferences that were supportive of the trail concept were received throughout, and the visual preference survey that was conducted at the Lawrence Street Festival provided valuable insights into the desires of the community as they relate to the area’s built environment.

Detailed results are offered in the appendix of this plan.

HISTORY

THE GETTY SQUARE BRANCH IN YONKERS & THE LAWRENCE STREET AREA GROWTH With a population of about 80,000 in 1910, the City of Yonkers was booming. Part of the City’s success was thanks to its strong connections to New York City.

In 1910, the fact that one could hop on a trolley and connect to the subway at 242nd Street, or commute to Manhattan by way of the New York Central Railroad’s Putnam and Harlem lines, was part of what was drawing so many residents to Yonkers that downtown real estate values in 1910 had doubled since 1904. Yonkers was

doing so well that a new city hall at Washington Park on South Broadway was planned for construction at a cost of $300,000 in 1910 dollars.

The Getty Square Branch acted as the Putnam line’s connection to downtown Yonkers. It diverged from the main branch of the Putnam Division at Van Cortlandt Park. This rail branch had stops at Caryl, Lowerre, and Park Hill before terminating at Getty Square in downtown Yonkers. New York Times records indicate that ridership was above 3,000 passengers per day in the early 1930’s, and likely even higher in the earlier decades of the 20th century and late 19th century.

1905

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VIEW OF SOUTH YONKERS

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INTRODUCTION

1.3

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In the regional context, population growth in Westchester County spurred the creation of numerous rail connections to New York City’s northern suburbs in the later1800’s, and the Getty Square Branch was one of those connections. Finally Constructed in 1888, the need for a line like the Getty Square Branch in southern Yonkers had been felt since at least 1880. At the rail line’s official inauguration on March 11th, 1888, 150 celebratory passengers were invited to make the first symbolic trip from the transfer point at 155th Street in Manhattan. From that transfer point, the trip to a brand new, well-appointed station at Getty Square in downtown Yonkers took a mere 14 minutes. During the day, the trains on the Getty Square branch were slated to depart every 15 minutes. The full trip to Rector Street at the southern end of Manhattan would take about an hour.

The two stops that served the study area were the Caryl and Lowerre stations. Formerly referred to as the Lowerre neighborhood, the area has since shed that association and is now identified with the well-known street that bisects it: Lawrence Street. At the height of the Getty Square Branch’s operation, however, the neighborhood was defined and supported by this expedient rail connection to New York City.

LAWRENCE AREA NEIGHBORHOOD PLAN

DECLINE Unfortunately, by the early 1940’s ridership on the Getty Square branch had dropped to just 25% of the ridership it boasted the decade before, to barely 600 passengers per day. By this time, the New York Central Railroad Company was reportedly operating the line at a considerable loss.

As a result, the New York Central wished to discontinue the route. Any such dismantling of public infrastructure is rarely popular, and the move was met with protest from both the City of Yonkers and citizens groups. The director of Civilian Protection for Yonkers during WWII

went so far as to urge the retention of the rail line for use in case of emergency. Such concerns aside, the New York Central proceeded with the discontinuation of the line, citing that commuters in Yonkers could use the adjacent Hudson River Division that provided service to and from New York City along the Hudson River. Service along the Getty Square Branch was fully suspended by July 1st, 1943.

Getty Square Branch detail, c. 1905

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Westchester Rail Overview, c. 1905

INTRODUCTION

FORMER LOWERRE STATION

1905

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Hope for the line was briefly revived six months later, on January 3rd, 1944, when litigation involving the dispute was brought to the attention of the Supreme Court.

The Supreme Court granted the Getty Square Branch a stay under its opinion that the Interstate Commerce Commission (ICC) had erred in suspending the line so quickly. The Interstate Commerce Act permitted the dismantling of lines that were not part of a the wide-ranging steam railroad network of the time, and the Supreme Court argued that the ICC had failed to conclusively determine that the line was in fact not an integral part of the wider New York Central network. The 1940’s were part of a larger period of upheaval in the railroad industry, during which mergers, abandonment of lines, and other events often faced public scrutiny.

Aerial View of the Getty Square Branch, c. 1950

Any hope for the line’s preservation was short-lived, as almost a year later on November 13th, 1944, it was reported that the Supreme Court ultimately upheld the ICC’s decision to allow the New York Central to abandon the Getty Square Branch. As a result of this decision, the Lawrence Street area lost its direct rail link to New York City and the vacant railroad property was eventually turned over to the City of Yonkers.

PROSPECTS Since then, the vacant railroad parcels have not been subject to any single consistent use. Some of the property has been converted to public housing, and another portion was graded and cleared with the thought of providing park land for adjacent residents.

The structures of the former Caryl and Lowerre stations are gone, although stonework suggestive of their presence remains.

The purpose of this plan is to celebrate the unique history of the Lawrence Street area by focusing on how the neighborhood can harness the legacy of the Getty Square Branch in a way that benefits its residents and the City as a whole. As in the case of the original inauguration of the Getty Square Branch in 1888, this next phase of its life has the potential to restore its right-of-way as a community focal point, a valuable neighborhood asset, and a recognizable local landmark.

Images of America

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CHAPTER 2

Existing Conditions

2.1

RELEVANT PLANNING EFFORTS

In order to build upon the history of the area, it is important to know what has already been done and what is currently underway.

Aside from large projects like the daylighting of the Saw Mill River in downtown Yonkers, there have been relatively few recent planning efforts within or adjacent to the Lawrence Street area. This section considers recent studies, policy updates, and initiatives in both south Yonkers and neighboring sections of New York City.

CITY OF YONKERS SOUTH BROADWAY CORRIDOR REVITALIZATION REPORT South Broadway is the commercial focal point of the Lawrence Street area. In 2005, Prospect Partners, Inc. completed a study of the South Broadway corridor in Yonkers on behalf of the City’s Department of Planning & Development. The study considered South Broadway from downtown Yonkers to its boundary with New York City, and broke the corridor into three segments based upon demographic and commercial characteristics. Two of these segments include the stretch of South Broadway that is within the Lawrence Area Neighborhood Plan study area, namely Segment 1 (Caryl Street to Valentine Lane), and Segment 2 (Valentine Lane to Morris Street).

LAWRENCE AREA NEIGHBORHOOD PLAN 2-2

The study resulted in a range of short- and long-term recommendations, several of which affect the Lawrence Area Neighborhood Plan’s study area: • • •

“Preserve and enhance the commercial activity and vital retail character of the middle Segment 2.”

“Support Segment 2 as the commercial center and cultural heart of the Corridor.”

“Pursue policies supporting the walkability and human scale that is traditional of historic shopping corridors and exists along South Broadway.”

The study also suggested a set of zoning changes to support the above recommendations, which the City addressed with a rezoning of South Broadway in 2011.

SOUTH BROADWAY REZONING Following up on the Yonkers South Broadway Corridor Revitalization Report, the City of Yonkers’ Department of Planning & Development proposed a rezoning of South Broadway that included the same extent encompassed

by the Yonkers South Broadway Corridor Revitalization Report. The intent of the rezoning was to “to recognize, preserve and develop the special character of the South Broadway shopping area…a vibrant example of the traditional urban shopping street with wide sidewalks, street trees, a pedestrian and shopper-friendly physical environment…and a beneficial and sustainable mix of retail, commercial and residential uses.”

The final South Broadway Zoning Resolution was adopted in 2011, and included several subdistricts, within which the requirements for the “Central Subdistrict” affects the bulk of the Lawrence Area Neighborhood Plan’s study area. Those regulations are as follows: (a) Front yard setback: none required. (b) Side yard setback: none required. (c) Rear yard setback: 10 feet for commercial. (d) Side front yard setback: none required. (e) Build-to line: New structures shall be required to meet the average street buildto line of the adjacent structures. The approving agency may in its review of an enlarged or altered development require the construction to meet the front buildto line in order to maintain a consistent street frontage in the South Broadway District. (f) Floor area ratio: 4.0. (g) Height: 40 feet. (h) Lot area, minimum: none required. (i) Lot width: none required. (j) Maximum lot coverage: 90%.

These regulations, particularly the build-to line, the lack of required setbacks, the floor area ratio (FAR) of 4.0, and the high maximum lot coverage take a steps towards the goal that new developments along South Broadway will support and improve the pedestrian-oriented nature of this major commercial corridor.

Off-street parking requirements for new developments in these new districts are not addressed in the rezoning, however. The previous requirements apply and are listed in the appendices. These parking requirements would typically prevent a full build-out under the new zoning. This limitation is due to the fact that the land area required to provide that parking would run afoul of the district’s height limits if a full build-out was to be proposed.

NEW YORK CITY VAN CORTLANDT PARK MASTER PLAN 2034 Although not within Yonkers itself, the study area shares a border with this magnificent park. Covering 1,146 acres, Van Cortlandt Park is the 3rd largest park in New York City. The park historically consisted of farm land and estates, and Tibbets Brook ran through the park providing one of the major waterways for the Bronx.

The park was acquired by New York City in 1888, and was named after the Van Cortlandts, who owned a large estate and operated several mills on the property. Over time, the parks landscape was altered to provide for the largest parade ground in the City, as well as the Putnam Railroad, which provided rail service to points north of the City and divided the park in two. Thereafter, a public golf course was built in the park, and the Tibbets Brook was piped underground to allow the land to be developed. During the Robert Moses highway building period of the 1930s to 1960s, a series of highways were constructed throughout the park, segmenting the bucolic environment without regard for non-motorized circulation.

This was a dark period in the park’s history, as the disruption caused by the roadway construction and general neglect for the natural environment allowed invasive plant species to take hold and threaten the health of the entire park. Recognizing the deterioration

of the park’s condition, NYC Parks took steps to remove the invasive species in the 1980’s, started to deal more carefully with highway water runoff issues, and began to implement more prudent wetland and meadow conservation measures.

Since the 1980s, several plans for the park have been prepared addressing the park’s unique attributes, from water and woodlands to flaura and circulation issues.

The most recent planning effort, the Van Cortlandt Park Master Plan 2034, seeks to address the park’s issues in a comprehensive manner and offer strategies that can guide the park into a positive future. Through community outreach, the number one identified concern among the public was that connections needed to be enhanced “to neighborhoods surrounding the park, including Yonkers.” The park’s major assets were found to be its natural setting, golf-course, biking and walking routes, and historic properties. Major challenges were identified to be the lack of comprehensive planning for the park, the presence of highways, poor connections to surrounding communities (including the Putnam Trail leading into Yonkers), that the bike and pedestrian network is in disrepair, and the natural landscape has been neglected.

EXISTING CONDITIONS

AFFORDABLE HOUSING The City of Yonkers recently revised its affordable housing zoning incentives. That program is outlined in the appendix, and specifies affordable housing minimums in new developments. Within these regulations, “affordable” is considered 30% to 100% of the area median income (AMI).

The plan analyzed the existing trails and pedestrian and bicycle circulation through the park. As the graphic at right shows, there are currently no welcoming entrances to the park at its northern end, indicating that residents of the Lowerre Neighborhood cannot easily access the park’s interior. The report also showed that children need of more exercise, highlighting high rates of obesity in communities surrounding the park, and that the park could serve as a catalyst for healthier lifestyles if it was more accessible and bike/pedestrian friendly.

Proposed Trail Connections

Proposed Park Access

2-3

The plan makes several recommendations to improve circulation within the park, and to make better connections to surrounding communities. One key connection highlighted is the need to make a link between the Getty Square Branch Greenway, which is envisioned to follow the Putnam commuter rail line through the Lowerre Neighborhood, and the park (see graphic below). Pedestrian bridges over highways are also recommended, as are new entrances the park. One entrance is recommended at the base of the Lowerre Neighborhood at Saratoga Avenue, connecting into the Getty Square Branch Greenway and bikeway to Broadway. The Saratoga Avenue entrance to the park will connect to a proposed perimeter loop path that will provide people access to all areas of the park. The perimeter loop is identified as a priority path.

LAWRENCE AREA NEIGHBORHOOD PLAN 2-4

Community goals relating to the Lowerre Neighborhood for the northwest corner of the park include: • Improve the perimeter area of the park, where the back of buildings face the park.

• Create an entrance to the neighborhood that lead into Yonkers • Make the park more inviting and safe • Protect and improve the natural setting of the park, including plants and wildlife habitats • Create more and better recreation opportunities, adding playgrounds and improved paths • Priority projects relating to the Lowerre Neighborhood for the northwest corner of the park include: • Create a north loop perimeter path with pedestrian bridge over the Saw Mill Park Highway

Cost Estimates for Priority Projects in Northwest Corner of Park

• • • • • • • •

Create a new entrance to the park at Saratoga Avenue, which will connect the Lowerre Neighborhood.

Connect the park’s proposed perimeter loop system to the Getty Square Greenway and bike route on Broadway Restore and improve existing trail systems, and add gateway and wayfinding elements.

Pursue a more intensive forest restoration process in the Northwest Forest.

Create more and better recreation opportunities, adding playgrounds and improved paths Priority projects relating to the Lowerre Neighborhood for the northwest corner of the park include: Create a north loop perimeter path with pedestrian bridge over the Saw Mill Park Highway Create a new entrance to the park at Saratoga Avenue, which will connect the Lawrence Street area.

Connect the park’s proposed perimeter loop system to the Getty Square Greenway and bike route on Broadway

OTHER RELEVANT PLANNING PROCESSES AND PROGRAMS WATERFRONT REVITALIZATION Over the past decade, the City of Yonkers has prioritized the development of its waterfront along the Hudson River, undertaking a series of planning efforts that have streamlined and attracted investment to the area. In 2011, the Downtown area was rezoned to “allow for increased development potential for the downtown area to meet demand, which will help to strengthen Downtown Yonkers as a retail and entertainment district” (Downtown Yonkers Rezoning, FGEIS, 2011). A set of design guidelines for the downtown area were also created to ensure that rehabilitation of properties and construction of new properties was consistent with the history and character of the neighborhood. Several urban renewal plans have also been completed that have identified opportunities to revitalize areas in the vicinity of downtown. A two-block section of the buried Saw Mill River was day-lighted, and a park like setting was created along its banks. The result of these planning activities and public investment has been impressive, attracting more than $600 million in private investment in the downtown area.

daylighting served as a catalyst for change, a shared-use path along Getty Square could improve economic, social and environmental conditions in the neighborhood.

EPA AREA-WIDE BROWNFIELDS PLANNING GRANT Groundwork Hudson Valley was awarded an EPA Brownfields Area-wide Planning (BF AWP) Program grant that funded the BF AWP for the Lawrence Street area in Yonkers, NY. A brownfield is an area of land that was previously used for industrial and/or commercial use, and due to this prior use, “the expansion, redevelopment, or reuse [of the property] may be complicated by the presence or potential presence of a hazardous substance, pollutant, or contaminant.” Once the site has been remediated of contaminates, it has the potential to be adaptively reused.

EXISTING CONDITIONS

•

The BF AWP program was created in 2010 by the EPA to assist communities with local brownfield challenges.

BF AWP grants are awarded to communities that have brownfields that have a significant impact on the social, environmental and economic prosperity of the area proximate to the brownfield. The purpose of the program is to provide grant funds to conduct research so that local brownfields can be assessed, cleaned-up and reused. The program is very community oriented, and the resulting BF AWPs are reflective of the community’s vision, are protective of public health and the environment, and are economically viable.

Economic feasibility is determined by examining existing conditions and conducting market research to determine what funding mechanisms are available, and what public/private partnerships need to be forged in order to revitalize the site.

The success of recent downtown efforts bodes well for the Lawrence Street area, As the Saw Mill river

2-5

The BF AWP is a multi-stage planning process that involves three key stages, illustrated in the chart to the right.

Goals for cleanup and reuse are prioritized into short and long term, so that over time the vision for the brownfield site can be achieved (for more information, visit: www. epa.gov/brownfields/basic_info.htm)

OTHER COMMUNITY INITIATIVES STEPPIN’ UP YONKERS Steppin’ Up Yonkers was formed in 2009 to assist the underserved neighborhoods of southwestern Yonkers.

The organization serves as a community liaison that provides community members the “skills, knowledge and opportunities needed to effect neighborhood change”. The organization works with community groups to provide and share information among local stakeholders, including residents, faith institutions, CBO’s, businesses and other institutions. It also organizes food drives and donations, and serves as a unified voice for community concerns and positive change.

Organizations such as Steppin’ Up Yonkers are critical to ensuring that the vision for the Brownfield Catalyst Site though is consistent with the community’s desires.

LAWRENCE AREA NEIGHBORHOOD PLAN 2-6

GROUNDWORK HUDSON VALLEY Groundwork Hudson Valley, an extension of Groundwork USA, was established 12 years ago by the EPA Brownfields program to create positive change in distressed neighborhoods in the lower Hudson Valley.

The organization emphasizes on-the-ground resident and youth engagement, and how environmental stewardship can serve to make social improvements in communities. Groundwork became involved with the Lowerre neighborhood through community engagement work. Through this involvement, it became apparent that the Getty Square Branch brownfield area served as a barrier to social progress and environmental and economic prosperity. The organization worked with the neighborhood to identify opportunities to initiate positive change, and through the process identified the re-use of the vacant properties that comprise the Getty Square Branch corridor as one of the community’s highest priorities.

THE YONKERS FEDERATION OF HISPANIC CHAMBER OF COMMERCE The Yonkers Federation of Hispanic Chamber of Commerce is an important constituency in the Lowerre Neighborhood, given the diverse nature of the area. The YFHCC serves as an association of business leaders that creates more opportunities for the Hispanic business community, and serves as a community leadership group.

2.2

DEMOGRAPHICS & LAND USE

Following the area’s history and past planning efforts, an examination of the Lawrence Street area’s existing social and physical landscape will help inform the plan and its recommendations.

SOCIAL & PHYSICAL CHARACTERISTICS The below provides a summary of salient social and physical demographic conditions in the Lawrence Street area, with relevant charts and maps on the pages following.

POPULATION Overall, the City of Yonkers’ population decreased significantly from the 1960s to the 1980s. It then increased through 2000, only to fall slightly through 2010. This is largely indicative of the study area, as well.

Figure 1 shows the rate of population change since 1960.

While the population within the study area has remained relatively flat at about 7,000 since 2010, the age distribution is a healthy one with an even distribution, including senior citizens, adults and children. Figure 2 shows the age of the population in the study area.

The population density within the Lawrence Street area is higher than the neighborhoods to the east, and similar to the population densities in the neighborhoods to the north and west. Approximately 2/3 of the study are has a population density between 35 and 70 residents per acre, and the remainder of the study area has a population density greater than 70 residents per acre.

Map 1 offers a visualization.

EMPLOYMENT The employment density of the Lawrence Street area affects the concentration of existing commercial and retail hubs. Overall, it is similar to the surrounding residential neighborhoods, with fewer than 5 jobs per acre in the majority of the study area and 5-15 jobs per acre for the remainder of the Neighborhood. Map 2 highlights the distribution by Census block group.

LAND USE The Lawrence Street area contains a diversity of land uses. Retail/Commercial space is generally isolated to South Broadway and McLean Avenue, the two major transportation corridors within the study area. Map 4 shows the distribution of land uses throughout the study area.

There are numerous vacant properties within the study area, to the extent that it constitutes a recurring problem for the neighborhood.

EXISTING CONDITIONS

In terms of essential food shopping services, the community has one Associated grocery store, a small market known as Top Tomato, and a large Walgreens at the corner of McLean and South Broadway. There are no community gardens. Much local shopping is done at bodegas that have limited selections.

The Getty Square Branch right of way, between Van Cortlandt Park Ave and Saratoga Ave, is one of those vacant corridors and is owned by the City of Yonkers in its entirety.

Map 3 identifies parcels that are listed as vacant or undeveloped in the Lawrence Street area.

Figure 1: Rate of Decennial Population Change in the City of Yonkers

Percent of Population Change

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24.8%

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Figure 2: Age of Population in the Study Area (2010) 3000 2500 2000 1500 1000 500

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Age 5 to 19

Age 20 to 34

Age 35 to 54

Age 55 to 64

Age 65 and over

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LAWRENCE AREA NEIGHBORHOOD PLAN

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Map 1

Lawrence Street Area Population Density Source: Westchester County and City of Yonkers

< 15 Residents per Acre 15 - 35 Residents per Acre

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LAWRENCE AREA NEIGHBORHOOD PLAN

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Map 2

Lawrence Street Area Land Use Source: Westchester County and City of Yonkers

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Map 3

Lawrence Street Area Parks & Vacant Parcels Source: Westchester County and City of Yonkers Open Space and Recreation

I

Vacant and Undeveloped Land

0

0.075

0.15 Miles

Study Area

2 - 11

SOCIAL NEED EQUITY Social factors such as income, unemployment, and rates of poverty are essential indicators of nieghborhood needs. The study area is primarily contained by Yonkers Census Tract 13.03. As indicated below, the data from the 2010 Census depicts an area that is subject to social and economic stress. Economic stress is suggested by the relatively low median family income and the percentage of families and individuals classified as living in poverty.

The crime rate is another indicator of the study area’s needs. Located in the City’s Third Precinct, the Lowerre Neighborhood has been riven by gang violence over the last decade. In each category except rape, Precinct Three has by far the most incidents (see table below).

Other neighborhood data underscores the area’s social challenges. The percent of female-headed households is 22.9 % in the Lawrence Street Census Tract, compared to Yonkers overall at 10.2%; New York at 7.8%; and the U.S. as a whole at 7.3%. Additionally, the percentage of foreignborn residents is 37.8% in the Lowerre Neighborhood, compared to Yonkers overall at 30%; New York at 21.7%; and the U.S. at 12%.

Health data for Tract 13.03 is limited. The neighborhood is overwhelmingly Hispanic and black, however, and the average age of death for these groups is 61.8 years of age, and for black males the average age is 57.8. In comparison, the average age of death for whites is 77.

LAWRENCE AREA NEIGHBORHOOD PLAN 2 - 12

In addition, hospital admission data for Yonkers show that, compared to the white populations, the rate of uncontrolled diabetes among the Hispanic population is 2.5 times higher. It is even higher among blacks, at 5 times that of the white population. Asthma admissions (primarily involving children) are 200% and 350% higher for Hispanics and blacks, respectively, compared to whites.

Although the neighborhood’s vitality and diversity are strengths, the demographic statistics in the Lawrence Street area depict a community in sore need of investment.

With the highest crime rate in the City, the second highest rate of poverty, and among the highest percentage of people born outside of the United States in the region, this plan presents an equity analysis that attempts to quantify the degree to which the Lawrence Street area can be considered stressed or under-served.

EQUITY ANALYSIS For purposes of analysis, the following socioeconomic indicators define under-served populations. The scores of these indicators were summed to create the Demographic Equity Score Map. • • • • • • • •

Percentage of population that are people of color Percentage of households below 200% of poverty level (defined by the U.S. Census Bureau) Percentage of households within the census tract with no automobile available for daily use Population of people under 18 years of age Population of people over 64 years of age

A higher score indicates a more stressed population, and the results of the equity analysis as shown in Map 4 suggest that the Lawrence Street area is a special case in terms of equity when compared to its direct surroundings. This dynamic will be taken into account throughout the plan, particularly when distributing recommendations

REPORTED INCIDENTS

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Lawrence Street Area Equity Analysis Source: Westchester County and City of Yonkers

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Equity Factors

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Vehicle availability

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4-5 Study Area

2 - 13

2.3

SUMMARIZED ENVIRONMENTAL ANALYSIS

OVERVIEW

LAWRENCE AREA NEIGHBORHOOD PLAN 2 - 14

The Lawrence Street area contains numerous vacant parcels, many of which are brownfield sites, as well as the former Getty Square Branch of the Putnam Commuter Railway. This environmental analysis will determine if these existing brownfield properties are environmentally suitable to be developed as a multi-use path or greenway.

proposed greenway: wetlands, protected species, significant habitats and CEAs. Additional information would need to be obtained on hazardous materials contamination and cultural resources to determine their potential impact on the project. Additional coordination will be required with the City of Yonkers as well as with NYSDEC.

This section presents the findings of a preliminary environmental review conducted for the Lawrence Area Neighborhood Plan. The purpose of the environmental review was to identify any natural resources that could potentially be affected by the proposed project, and to evaluate those resources pursuant to the New York State Environmental Quality Review Act (SEQRA).

NEW YORK STATE ENVIRONMENTAL REVIEW In New York, projects may require an environmental assessment pursuant to 6 NYCRR Part 617 State Environmental Quality Review (SEQR). An action (i.e., a project) is subject to review under SEQR if any state or local agency has authority to issue a discretionary permit, license or other type of approval for that action. SEQR also applies if an agency funds or directly undertakes a project, or adopts a resource management plan, rule or policy that affects the environment. The procedural steps taken in SEQR are outlined in The SEQR Handbook (NYSDEC, 2010), The SEQR Cookbook (NYSDEC, 2004) as well as on the DEC website (http://www.dec.ny.gov/ permits/6189.html).

For the purpose of this environmental analysis, the project area is defined as the footprint and immediate vicinity of the portion of the proposed greenway trail from the New York City/Yonkers City line north to the north side of McLean Avenue in Yonkers. The methodology used to conduct the environmental review consisted of conducting an on-line review of available resources and a site visit at the proposed greenway trail. The field investigation was conducted on August 19, 2014. The results of the preliminary environmental review, and a summary of applicable federal, state, and local environmental regulations, are summarized here and in a detailed report in the appendix.

Railway and is a known brownfield site. A formal Phase 1 Environmental Site Assessment was not conducted as part of this environmental review. However, the field investigation included a search for obvious evidence of contamination such as die back of vegetation, signs of chemical residue, discolored soil areas or chemical storage containers. No obvious signs of contamination were observed during the field investigation. Also, no railroad ties from the former railway were noted along the proposed greenway. Additional coordination with NYSDEC on the locations of potential hazardous materials contamination within the study area will be required.

REQUIRED ACTIONS Based on the preliminary resource evaluations included in the above sections the following resources do not appear to have the potential to be impacted by the

If the action is subject to review under SEQR, the first step undertaken is to classify the action as either: Type I, Type II or Unlisted. The classification of the action will determine what procedural path the project takes through the SEQR process as well as the level of detail of documentation that is required.

•

•

•

Type II actions are a group of actions that either do not significantly impact the environment or are otherwise precluded from environmental review under SEQR. Type I Actions are likely to have a significant adverse impact on the environment and may require the preparation of a Draft Environmental Impact Statement (DEIS).

Unlisted actions are actions that do not meet or exceed a threshold contained in the Type I in NYCRR section 617.4 list or one that is on an agency’s locally adopted Type I list and is not contained in the Type II list. An Unlisted Action requires a determination of significance and may require preparation of a DEIS.

All Type I and Unlisted actions require the completion of a short or long EAF, as well as supporting documentation

EXISTING CONDITIONS

in the form of Supplemental Environmental Assessment or a DEIS. Coordination with NYSDEC to determine the classification of the action as well as the appropriate level of documentation may be required.

Based on the nature and location of the proposed project it will be subject to SEQR review.

CITY OF YONKERS ENVIRONMENTAL REVIEW Chapter 48: Environmental Quality Review, of the City of Yonkers Code provides local policy for implementation of SEQR review.

Section 48-4 in the City code lists actions affecting or not affecting the environment for the purpose of determining the classification of Proposed Trail Looking North Towards Lawrence Street an action and whether or not the proposed action is subject to Chapter 48.

Based on review of the list of Type I actions in Section 48-4.A., the proposed greenway trail does not appear to be a Type I action. Based on review of the list of Type II actions in Section 48-4.B., the proposed greenway trail also does not appear to be a Type II action. It would be recommended to meet with the City Bureau of Planning to seek guidance in determining the appropriate procedures for the environmental permitting for the proposed greenway trail.

AGENCY COORDINATION As part of the environmental review process, coordination will most likely be needed with the following agencies: Proposed Trail South of Lawrence Street

•

• • • • • •

NYSDEC – classification of project action and documentation; hazardous materials contamination; USACE – wetlands; USFWS – threatened and endangered species; USEPA – hazardous materials contamination; NYNHP – rare and protected species, significant natural/ ecological communities; and, NYSHPO – cultural resources; and, The City of Yonkers Bureau of Planning.

2 - 15

CHAPTER 3

Transportation Analysis

3.1 TRANSPORTATION ANALYSIS Given its location in southern Westchester County on the border of the Bronx, residents of the City of Yonkers and the Lawrence Street area are uniquely situated to take advantage of a number of different transportation options.

Rail-based transit is provided by the Metropolitan Transportation Authority (MTA). Within City limits, the Hudson Line of the Metro North Railroad can be accessed via the Ludlow, Yonkers, Glenwood, and Greystone stations, with the Ludlow and Yonkers stops being the most convenient to both downtown Yonkers and the Lowerre neighborhood. The Hudson Line caries passengers between Grand Central Station in New York City and Poughkeepsie, making it a viable option for regional travel up and down the Hudson Valley.

Amtrak also operates out the Yonkers station, opening up destinations across the country. Outside of the City, the MTA’s 1 and 4 subway lines are respectively situated on the southwestern and southeastern corners of Van Cortlandt Park in the Bronx. Both are located about a mile and a half from the City’s southern boundary and provide connections to destinations in New York City, Long Island, and New Jersey.

Bus transit is primarily operated by Westchester County’s Bee-Line system, with routes reaching as far north as Putnam County and as far south as the Bronx. The MTA also serves the City via the BxM3 express route, which begins in downtown Yonkers and terminates in Midtown Manhattan.

LAWRENCE AREA NEIGHBORHOOD PLAN 3-2

Several multi-use trails that are separated from automobile traffic also traverse the City, allowing nonmotorized travelers to reach Van Cortlandt Park and various points north. Of the available trails, the South County Trailway, the RiverWalk, and the Old Croton Aqueduct State Trailway are the most convenient to downtown and the Lowerre neighborhood.

A number of major roadways also pass through the City.

US Route 9 is locally known as South Broadway, while the heavily-traveled Saw Mill River Parkway and New York State Thruway run north-south directly to the east of the Lowerre neighborhood. The usual multitude of smaller arterials and local streets also service the area.

CURRENT NETWORK While the City is served by an apparent wealth of transportation infrastructure, it is necessary to consider what modes are truly viable options for residents of the

Lowerre neighborhood, while also examining the connectivity of that those options offer.

TRANSIT Various bus lines offer run through the study area. That list is comprised of the Bee-Line’s local 1, 2, 3, 4, and 32 lines, as well as the express 1 line and the MTA’s express BxM3 route. Service north to Tarrytown, Valhalla, and White Plains, Tudor Woods, Croton-on-Hudson, and south to the Van Cortlandt Park-242nd St station of the MTA’s 1 subway line is provided by the 1 express, 1 local, 2, and 3 lines. Route 32 is known as the Yonkers Loop, and runs through the study area to skirt the Hudson, Tibbetts Brook Park, and downtown Yonkers. Route 4 connects downtown to the MTA’s 4 subway line and terminates further south in the Bronx near Lehman College. Finally, the BxM3 express route is the sole MTAoperated line that is accessible within the study area and can be ridden all the way to Midtown Manhattan.

These connections are augmented by the fact that the Bee Line system utilizes the MetroCard payment system, which can be used to access NYC’s subway and bus system.

No rail transit is actually accessible within the study area, although the bus routes outlined above connect to the Ludlow and Yonkers stations of the Metro North, as well as the 1 and 4 subway lines operated by the MTA. Amtrak service is also available at the Yonkers station.

Considered as a whole, the range of destinations offered by the above bus lines and their potential to connect with several rail-based transportation opportunities demonstrates that the Lawrence Street area is very wellconnected to the regional transit network. Map 1 offers a visual overview of those regional connections, and map 3 shows a detail of bus stops and routes within the study area itself.

One major limitation, however, is the limited hours of transit operation in the Lawrence Street area. In particular, the bus system largely ceases to run between midnight and 5am, making after-hours travel difficult.

ROADWAYS The region’s road network is heavily utilized, and the Average Annual Daily Traffic (AADT) of roads in the area ranges from under 5,000 to well over 25,000. Notably, South Broadway / US 9 forms the eastern border of the study area and runs all the way south through

TRANSPORTATION ANALYSIS

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LAWRENCE AREA NEIGHBORHOOD PLAN

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Although these trails connect with different parts of the City, no formal trails currently pass through the Lawrence Street area. A portion of the old Getty Square branch rightof-way is currently being used as an informal connector between Lawrence Street and Caryl Ave in the absence of a formal trail route.

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Map 2 provides an overview of traffic volumes on key roadways in and around the study area.

TRAILS Two major trails offer non-motorized mobility through parts of the City. The Old Croton Aqueduct Trailway is an unpaved path that stretches from the Croton Aqueduct to the Harlem River-spanning High Bridge, and The South County Trailway is a paved, multiuse 14.1 mile long rail trail that travels from Elmsford, New York to Van Cortlandt Park.

Locally, this trail runs parallel to the Saw Mill River Parkway.

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Any resident with a vehicle can access these roadways, although their utility for regular travel into New York City is inhibited by cost of travel and congestion.

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Manhattan and beyond. This contributes to the corridorâ&#x20AC;&#x2122;s importance locally as a hub of business activity.

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Lawrence Street Area Bus Transit Source: Westchester County and City of Yonkers

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HOW THE LAWRENCE STREET AREA TRAVELS VEHICLE USE Although the Lowerre neighborhood is situated adjacent to several major roadways, the low rate of vehicle ownership means that few residents can take advantage of this mode. Longitudinal EmployerHousehold Dynamics (LEHD) data pertaining to auto ownership by census block tells us that 36% to greater than 60% of households within the study area do not own a motor vehicle. In addition, the number of residents in census tract 13.03 (the largest tract in the study area) that commute by automobile comes in at a low 29.4%. The minimal rate of vehicle ownership, the low rate of reported auto commuters, and the high cost of auto travel in the area means that driving cannot be considered a primary mode for the Lawrence Street area.

PUBLIC TRANSIT Residents of the Lowerre neighborhood are more likely to use public transit than those living in adjacent

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Multiple Lines (BxM3 / 1 / 2 / 3) Route 4 Route 32 Study Area

Map 3

areas, as map 5 makes clear. The data is represented at the census tract level and tract 13.03 reports a transit commuting rate of 48.6%, which is significantly higher than the percentage of commuters in that tract that commute by automobile. This is particularly noteworthy in the context of this tract reporting the highest transit usage outside of downtown Yonkers. This suggests that Lowerre residents are making use of the extensive transit connections available to the area, and that the neighborhood would be well-served by investments that enable further access to bus and rail transit.

WALKING AND BICYCLING Within census tract 13.03, 8% to 13% of households walk and bike as a primary mode of transportation. This is higher than adjacent tracts and is striking in that, similar to the transit figures, it represents one of the highest rates outside of the downtown area. The fact that the neighborhood is small enough to enable efficient bicycle and pedestrian travel within its borders could

3-5

contribute to this figure. Overall, this trend indicates that there is likely a demand for infrastructure that would make walking and bicycling trips safer, faster, and more convenient.

WALK SCORE OVERVIEW Walk Score measures a location or neighborhoods walkability by considering how easy it is to walk to accomplish every day errands, such as a grocery store, restaurants, pharmacies, parks, and schools. “Walk Score also measures pedestrian friendliness by analyzing population density and road metrics such as block length and intersection density. Data sources include Google, Education.com, Open Street Map, the U.S. Census, Localeze, and places added by the Walk Score user community”(walkscore.com). Walk Score does not account for infrastructure such as sidewalks, crosswalks, and curb ramps. The Walk Score within the study area ranges from 74 to 88. Most errands can be accomplished by foot. Comparatively, the average Walk Score for the City of Yonkers is 71.

LAWRENCE AREA NEIGHBORHOOD PLAN 3-6

For some locations within the study area, a Bike Score is also provided. The BikeScore ranges from 36 to 39.

The score is relatively low, due to the topography in the area and lack of bicycle accommodations, such as bike lanes. “Bike Score measures whether an area is good for biking. For a given location, a Bike Score is calculated by measuring bike infrastructure (lanes, trails, etc.), hills, destinations and road connectivity, and the number of bike commuters. These component scores are based on data from city governments, the USGS, OpenStreetMap, and the U.S. Census” (walkscore.com).

A Transit Score is also provided at some locations within the study area. The Transit Score is approximately 65 for the study area, with many nearby public transportation options. “To calculate a Transit Score, a “usefulness” value is assigned to nearby transit routes based on the frequency, type of route (rail, bus, etc.), and distance to the nearest stop on the route” (walkscore.com).

HOUSING AND TRANSPORTATION AFFORDABILITY INDEX OVERVIEW “The Center for Neighborhood Technology’s Housing and Transportation (H+T®) Affordability Index provides a more comprehensive way of thinking about the cost of housing and true affordability. The Index shows that transportation costs vary between and within regions depending on neighborhood characteristics.

People who live in location-efficient neighborhoods— compact, mixed use, and with convenient access to jobs, services, transit, and amenities—tend to have lower transportation costs. People who live in location inefficient places that require automobiles for most trips are more likely to have high transportation costs” (H+T® Affordability Index).

The H+T® Affordability Index utilizes the latest census data, at a block or neighborhood level, to determine and compare housing and transportation costs as a percentage of income. The data can be viewed in its individual pieces (for example, average vehicle miles traveled [VMT], vehicles per household, % of workers riding transit) or viewed as a percentage of income.

The Lawrence Street study area includes five census block groups. The H+T® Affordability Index results for each of these block groups and a comparative value to the City of Yonkers are shown in the table on the opposite page. The position of the block groups within the study area is outlined on the accompanying map, and it is important to note that Census block groups ‘F’ and ‘G’ are not fully representative as they encompass parts of Yonkers that lay outside of the study area.

MEASURE DESCRIPTIONS Housing + Transportation Cost % of Income H+T has been developed as a more complete measure of affordability beyond the standard method of assessing only Housing Costs. By taking into account both the cost of housing as well as the cost of transportation associated with the location of the home, H+T provides a more complete understanding of affordability. Dividing these costs by the representative income illustrates the Cost Burden placed on a Typical Household by H+T expenses.

While housing alone is traditionally deemed affordable when consuming no more than 30% of income, CNT has defined an affordable range for H+T as the combined costs consuming no more than 45% of income.

Vehicle Miles Traveled (VMT) per Household Vehicle Miles Traveled represents the average annual auto travel as modeled for the typical household. This includes commute travel, but also all other daily auto trips.

Annual Transportation Cost Transportation Costs represent the average total cost of household transportation. Here, transportation costs are defined as the sum of auto ownership costs, auto use costs, and public transit costs, as modeled for the typical household.

TRANSPORTATION ANALYSIS

Transit Ridership or The Transit Connectivity Index (TCI) This was developed by CNT as a measure of transit service levels. The TCI is based on the number of bus routes and train stations within walking distance for households in a given Block Group scaled by the Frequency of Service. This measure is not available to all metro areas because of data acquisition issues. defined an affordable range for H+T as the combined costs consuming no more than 45% of income.

Study Area Block Groups

3-7

POTENTIAL NETWORK BENEFITS OF A MULTI-USE TRAIL This plan will provide several case studies examining the benefits of urban rail trails at the end of this chapter, but the transportation analysis warrants a seperate discussion about the case for the preferred use for the Getty Square Branch brownfield sites (a multi-use trail) in the context of the Lawrence Street area’s existing travel habits and transportation infrastructure.

CONFORMING TO COMMUNITY NEEDS Given that 48.6% of the Lawrence Street area use s public transit and roughly half of the neighborhood does not own a motor vehicle,, as well as those residents’ relatively high levels of reported walking and bicycling, investments in infrastructure that could serve the needs of non-motorized travelers makes sense. In particular, the lack of dedicated bicycle infrastructure or trail accommodations in the area is striking when compared to the relatively close proximity of north-south trail routes to adjacent communities that are less dependent on transit, walking, and bicycling.

LAWRENCE AREA NEIGHBORHOOD PLAN 3-8

REGIONAL CONNECTIONS A multi-use trail that threads the vacant right-of-way of the former Getty Square Branch could connect the Lowerre neighborhood directly to Van Cortlandt Park. In addition to the obvious recreational opportunities the park presents, it would also allow residents to reach the MTA’s 1 and 4 subway lines on the southern border of the park. While multiple bus connections currently exist, it is important to note that the MTA operates its subway lines in relatively frequent intervals on a 24/7 basis, a timetable that bus service does not typically match.

This would allow for greater “after-hours” mobility if it is needed, particularly if a new trail in the Lowerre area were coordinated with improvements to existing trail connections in Van Cortlandt Park that would make such trips feasible.

more quickly, efficiently, and safely than if they were intermixed with regular traffic. The community’s thoughts on the trail’s potential for improving walking and biking in the Lawrence Street area is clear in their responses to the question below, which was posed at to 63 residents at the Lawrence Street Festival. In addition, the proximity of the trail to important business districts in and around the Lowerre area would allow trail users to undertake short on-street diversions to connect to those commercial districts.

The use of trails for the combined purposes of commuting, recreation, and travel to local business / entertainment districts can be seen in nearby Manhattan, where the Manhattan Waterfront Greenway serves as a commercial and recreational conduit for travelers opting to walk or bike to their destinations. Although auto ownership in the Lowerre area is low, the availability of a trail for travel both within the neighborhood and Yonkers for such purposes would likely reduce the need for residents that have access to a vehicle to drive to local destinations.

This could reduce congestion on corridors like South Broadway, while also allowing residents to save money on transportation costs. Indeed, the National Household Travel Survey (NHTS) found in 2001 that roughly 40% of all trips taken by car are less than 2 miles, and the Pedestrian and Bicycle Information Center (PBIC), of Chapel Hill, NC, estimated that the cost of operating a bicycle for a year is approximately $120, compared to $7,800 for operating a car as one’s primary mode of transportation.

EXISTING DEMAND Establishing an official multi-use trail would improve the general safety and efficiency of the existing pathway. The current informal use of the Getty Square Branch rightof-way is a clear desire path that suggests a demand for such off road travel, and helps establish the a reasonable expectation that a formalized multi-use path would be well-utilized by local residents. The results of the survey Question 7: Trail as Transportation Alternative question below also help support this expectation.

Similarly, if a trail running along the former Getty Square Branch were to span the entire right-ofway all the way north to downtown Yonkers, more opportunities for bus and rail transit would be accessible without the necessity of transferring routes, which can be a deterrent to transit ridership.

IMPROVING LOCAL MOBILITY Given the heavily-traveled roadways surrounding the Lowerre neighborhood like South Broadway, and the often unforgiving topography of quieter alternative routes, a trail separated from vehicles would allow bicyclists and pedestrians to travel

The above question was asked after a small introduction about the Putnam Rail Line and

CHAPTER 4 Market Analysis

MARKET ANALYSIS

INTRODUCTION It is important to possess an understanding of market conditions that could affect this plan and its recommendations. The following market analysis provides an overview of those conditions in the Lawrence Street area, as well as at the wider scale of the City of Yonkers.

SECTION SUMMARY Yonkers has a healthy age distribution among its residents, a relatively low unemployment rate, and a fairly active real estate market. However, population data suggests that growth in the study area is slow.

The median household income is low, with a high number of households sitting at or below national poverty guidelines. Despite this, recent efforts to revitalize the area, including the South Broadway Business Improvement District and the daylighting of the Saw Mill River, suggest potential economic growth opportunities. Many of these initatives were outlined in the relevant planning efforts section of this plan.

Business patterns within the study area suggest that the greatest number of business establishments involve retail trade, general services (except public administration) and administrative support. The majority of businesses within the study area are located on the South Broadway corridor or McLean Avenue, and most of these are small service-oriented business establishments.

performed using data from 2013, showed that only health and personal care stores are in surplus in the area.

According to the analysis, nonstore retailers (retailers selling goods and services outside the confines of a retail facility, including electronic commerce, mail order, and catalog sales), furniture and home furnishings stores, and general merchandise stores have the greatest â&#x20AC;&#x153;leakageâ&#x20AC;? (i.e., residents leaving the study area to shop for these items). There are several categories that indicate demand in the area, with food and beverage stores showing the highest demand in terms of revenue.

MARKET ANALYSIS

4.1

Potential redevelopment opportunities or policy recommendations should consider the challenges within the study area, but also the potential for growth.

In terms of redevelopment options, there seems to be local demand in most categories, with the exception of health, personal care stores, and tax preparation services.

COMMERCIAL MARKET INCOME & UNEMPLOYMENT To gain a better understanding of the market potential in the study area, it is important to know the general income levels. The median household income for the study area is $34,086 in the year 2014.

Figure 1 shows the number of households by income within the study area. There are almost 800 households with an annual income of less than $15,000, which is well below the national poverty guideline of $23,850 for a family of four.

Households by Income

Real estate conditions show some movement, with 55 homes within the study area actively on the market as of September 4th, 2014 and 17 Figure 1: Number of Households by Income within the Study Area (2014) homes sold within the last nine 900 months (December 2013 through August 2014). The study area does 800 show a significant disparity in home 700 salesâ&#x20AC;&#x2122; prices, with some selling for 600 below $100,000 and some selling 500 for over $600,000. The study area is primarily composed of renters, 400 with 84.7 percent of the occupied 300 housing units rented versus owned.

200 There is a 9.9 percent vacancy rate 100 within the study area. Much of the existing housing is old, with most 0 of it constructed before 1939.

There is little to no new residential construction in the study area.

A supply and demand analysis,

Median Household Income

4-2

Another important component in determining market potential is educational attainment. Figure 3 shows what level of education has been achieved by those over the age of 25 within the study area. More than 25 percent have not received the equivalent of a high school education – which is greater than the percentage (22.2 percent) who have achieved at least an Associate’s degree.

Figure 2 shows the unemployment rate for the City of Yonkers as it compares to New York State as a whole and the United States. Yonkers’ unemployment rate is slightly higher than the state and national averages.

Figure 3: Unemployment Rates in 2014

6.7% 6.6% 6.5% 6.4% 6.3% 6.2% 6.1% 6.0% Yonkers

BUSINESS PATTERNS WITHIN THE STUDY AREA To have a better understanding of the business climate within the study area, Figure 5 shows the number of business establishments according to the North American Industry Classification System (NAICS) categories. Retail trade is the largest category, followed by other services (except public administration), then by administrative and support services. There are no agriculture, mining, or utility companies within the study area.

LAWRENCE AREA NEIGHBORHOOD PLAN 4- 3

Figure 6 shows the number of employees by NAICS business sector. The educational resources category has the greatest number of employees, with around 200, followed by retail trade, with over 150.

Figure 2: Population 25+ by Educational Attainment within Study Area (2014) 35.0%

30.8%

30.0% 25.0% 20.0% 15.0%

0.0%

There are a high number of tax preparation services, both along the South Broadway Corridor and McLean Avenue. Other business establishments include property management companies, real estate agencies, restaurants, grocers, insurance companies, hardware stores, auto repair shops, gas stations, hair salons, adult education centers, social services facilities, plumbers, and pharmacies.

HOUSING MARKET

12.5%

10.9% 3.2%

6.5%

United States

EXISTING RETAIL The majority of the existing retail establishments within the study area are located on the South Broadway Corridor or on McLean Avenue. The South Broadway Business Improvement District (BID) is currently working on revitalizing the South Broadway Corridor and has several small business loan programs in place to foster the growth and development of new businesses in the area.

Accordingly, this plan will provide recommendations that complement the South Broadway BID’s efforts to strengthen this corridor.

18.1%

14.8%

10.0% 5.0%

New York

3.2%

HOME SALES Yonkers has 803 homes actively listed for sale as of September 4th, 2014, with 319 homes sold in the past nine months (December 2013 through August 2014), and 622 homes in the foreclosure process.

MARKET ANALYSIS

Figure 5: Number of Establishments by Category within the Study Area Retail Trade Other Services Administrative and Support and Wasteâ&#x20AC;Ś

Accommodation and Food Services Construction Professional, Scientific, and Tech Real Estate, Rental, and Leasing Wholesale Trade Health Care and Social Assistance Transportation and Warehousing Information Manufacturing Finance and Insurance Educational Resources Arts, Entertainment, and Recreation Public Administration Management of Companies and Enterprises Utilities Mining Agriculture, Forestry, Fishing, and Hunting 0

10

20

30

40

50

60

Number of Business Establishments within the Study Area

Figure 6: Number of Employees by Business Sector Retail Trade Other Services Administrative and Support and Wasteâ&#x20AC;Ś Accommodation and Food Services Construction Professional, Scientific, and Tech Real Estate, Rental, and Leasing Wholesale Trade Health Care and Social Assistance Transportation and Warehousing Information Manufacturing Finance and Insurance Educational Resources Arts, Entertainment, and Recreation Public Administration Management of Companies and Enterprises Utilities Mining Agriculture, Forestry, Fishing, and Hunting 0

50

100

150

200

250

Number of Employees within the Study Area

4-4

The study area is listed as part of the Park Hills area in Trulia analytics, within zip code 10705. As it is defined in Trulia analytics, the Park Hills area includes the study area, but it is not entirely composed of the study area.

As of September 4th, 2014, the Park Hills area (which includes the study area) has 55 homes currently for sale, with 17 sold in the past nine months (December 2013 through August 2014), and 75 active foreclosures. Prices demonstrate a disparity in property values, with one recently sold for $77,000 while another recently sold for $640,000. While these numbers are not necessarily reflective of the study area itself, they suggest that there is a high level of potential in the immediate area.

Table 1 shows the week-over-week change in the average listing price and the year-over-year change in the median sales price for the City of Yonkers and the Park Hills area (which includes the study area). The week-over-week change is the percent change from the previous week, and the year-over-year change is the percent change from the same time period of the previous year. The average price per square foot has increased since the same period of time in 2013 for both the City of Yonkers and the Park Hills area. The median sales prices have changed little for the City of Yonkers since the same period of time in 2013, but have decreased for the Park Hills area (-29.6 percent).

Table 1: Real Estate Market in Yonkers, New York Geographic Area

City of Yonkers Park Hills (includes the study area)

LAWRENCE AREA NEIGHBORHOOD PLAN 4- 5

Median Sales Price (5/2014 – 8/2014) Amount Year-OverYear % Change $404,360 $540,000

+1.0% -29.6%

Table 2: Vacant Housing in the Study Area

Total housing units Occupied housing units Vacant housing units  For rent  Rented, not occupied  For sale  Sold, not occupied  Seasonal, recreational, or occasional use  All other vacancies

3752 3379 373 155 1 13 7 6 191

Table 3: Percentage of Owned Versus Rented Housing Units within the Study Area

The sharp increase in average price per square foot and decrease in median sales price for the Park Hills area could be indicative of the significant range in sales prices, with some selling for under $100,000 and others selling for over $600,000.

Figure 7 shows the median home sale price from May 2014 through August 2014 in the four zip codes that comprise the City of Yonkers.

The 10705 zip code, southwest Yonkers, which includes the study area, has the highest median home sales, though this area encompasses more than the study area.

Average Listing Price for Week Ending 8/20/2014 Amount WeekOverWeek % Change $283,763 +1.9% $361,329 -0.7%

Owner-occupied housing units  Owned with mortgage/loan  Owned free and clear Renter-occupied housing units

15.3% 11% 4.3% 84.7%

Figure 7: Median Home Sale Prices

$600,000 $500,000 $400,000 $300,000

$200,000 $100,000 $0 10703 Northwest Yonkers

10710 Northeast Yonkers

10705 Southwest Yonkers, including Lowerre

10704 Southeast Yonkers

MARKET ANALYSIS

2357

Number of Homes

Figure 8: Age of Housing Stock within the Study Area VACANT HOUSING Table 2 shows that 2500 breakdown of vacant housing within the study area. There are 3,379 total 2000 occupied housing units and 373 vacant housing units.

1500 Of the vacant housing units, 42 percent are for rent and 4 percent are for sale.

1000 Figure 9 shows the percentage of housing units that are owned, rented, or 500 339 vacant by year within the 270 study area. There was a 58 35 16 12 0 significant decline in vacant 0 housing units from 2000 2010 or 2000 to 1990 to 1980 to 1970 to 1960 to 1959 to later 2009 1999 1989 1979 1969 1959 to 2010. The percentage Year Built of housing units that are owned and rented has changed little since 2000, and forecasts to 2019 show marginal changes.

487

1940 to 1949

1939 or earlier

OWNERS & RENTERS Table 3 provides the percentages of housing units within the study area that are owned and rented. The study area is primarily comprised of renters, with 84.7 percent of the occupied housing units rented and 15.3 percent of them owner-occupied.

The study area contains aging housing stock: Housing structures built before 1970 represent more than 96 percent of the total (and with the majority of those built prior to 1939). Figure 8 illustrates this distribution.

Figure 9: Number of Establishments by Category within the Study Area

90.0% 80.0% 70.0% 60.0% 50.0%

Owner Occupied Renter Occupied

40.0%

Vacant

30.0%

20.0%

14.8%

13.8%

13.2%

10.0% 0.0% 2000

2010

2014

4-6

OPPORTUNITIES AND CHALLENGES This section of the market analysis explores the supply of and demand for services in the study area.

SUPPLY AND DEMAND ANALYSIS A supply and demand analysis helps determine how well the retail needs of local residents are currently being met. A supply and demand analysis shows unmet demand and possible opportunities. It also measures the difference between actual and potential retail sales in selected categories.

Figure 10 shows a supply and demand analysis for retail services within the study area in the year 2013. Supply (or retail sales) estimates the dollar amount of sales by study area businesses. Demand (retail potential) estimates the expected dollar amount spent by study area residents. In all but one category – health and personal care stores – study area residents spend more than study area businesses take in.

This relationship is referred to as surplus and leakage.

Leakage means that residents are spending more for products than the local businesses are able to capture.

It means that there is unmet demand in the area and

that the community might be able to support additional retail establishments to meet those needs. It does not necessarily translate into a retail opportunity, because this does not account for nearby or online competition.

Leakage may be the result of a strong competitor in a neighboring town that dominates the market for that particular type of product. Surplus means that the establishments in the study area are capturing the local market and attracting non-resident shoppers.

This does not necessarily mean that the study area cannot support additional businesses of this type, as some neighborhoods cluster businesses of one particular type and as such, enjoy broad geographic appeal. Examples would include furniture stores, sporting goods stores, and other specialty retail.

Figure 11 shows the leakage and surplus factor based on the supply and demand analysis. Anything in the positive quadrant (to the right of the $0 vertical line) is leakage (i.e., study area household spending exceeds study area business sales), while anything in the negative quadrant (to the left of the $0 vertical line) is a surplus (i.e., study area business sales exceed study area household spending). The leakage and surplus factor is a measure of the relationship between supply and

Figure 10: Supply and Demand Analysis – Study Area Business Sales versus Total Purchases by Study Area Residents (2013) Food services and drinking places Nonstore retailers

LAWRENCE AREA NEIGHBORHOOD PLAN 4- 7

Miscellaneous store retailers General merchandise stores

Sporting goods, hobby, book, and music stores

Supply (Study Area Business Sales)

Clothing stores

Demand (Purchases by Study Area Residents)

Gasoline stations Health and personal care stores Food and beverage stores Building materials and garden equipment Electronic and appliance stores Furniture and home furnishings stores

Motor vehicle and parts dealers $0

$4,000,000

$8,000,000

$12,000,000

DEVELOPMENT OPPORTUNITIES The development / redevelopment recommendations in later sections of this plan will use this analysis as a starting point for any underlying assumptions that accompany them. Recommendations in this type will necessarily build upon the Lawrence Street area’s strengths, including its proximity to downtown Yonkers and New York City, its walkable neighborhoods, and its access to public transit. They will also keep the area’s weaknesses in mind, such as high rates of poverty and little to no growth in recent years.

Although the area is currently low income and lowgrowth, the addition of public amenities like the proposed rail trail and accompanying infrastructure improvements could make parts of the neighborhood more attractive to investment. In particular, the high commercial leakage factor indicated in this market analysis suggests there could be potential for growth in active commercial centers like the South Broadway corridor if the positive impacts of public investments recommended throughout this plan come to fruition.

MARKET ANALYSIS

demand and provides a snapshot of retail opportunity.

Possible values for the leakage and surplus factor range from +100 (total leakage) to -100 (total surplus). Only health and personal care stores have a surplus factor, and it is -26.1. The categories showing the greatest unmet demand (leakage) include nonstore retailers (retailers selling goods and services outside the confines of a retail facility, including electronic commerce, mail order, and catalog sales), furniture and home furnishings stores, and general merchandise stores, with leakage values of 93.4, 90.8, and 77.3, respectively. It is important to note that the supply and demand analysis does not account for recent additions or the loss of businesses in the area, the community vision, or residents’ goals.

This plan will recommend policy and zoning changes that proactively anticipates potential growth and attempt to harness it in a way that builds upon past planning efforts, meets the needs of residents in the Lawrence Street area, and supports the type of walkable urban context that is essential to the reuse of the Getty Square Branch brownfield sites as an urban multi-use trail.

Figure 11: Study Area Retail Leakage and Surplus Factor (2013)

Food services and drinking places Nonstore retailers Miscellaneous store retailers General merchandise stores Sporting goods, hobby, book, and music…

Clothing stores Gasoline stations

Health and personal care stores Food and beverage stores Building materials and garden equipment Electronic and appliance stores Furniture and home furnishings stores Motor vehicle and parts dealers -40.0 -20.0

0.0

20.0

40.0

60.0

80.0 100.0

4-8

CHAPTER 5 Demand Analysis & Case Studies

5.1

DEMAND ANALYSIS

Figure 2: Scale Comparison

Given the demand for goods and services within the study area indicated by the market analysis, it is important to determing where in the neighborhood significant pedestrian activity occurs. This will tease out potential concentrations of foot traffic that are important in the siting decisions of businesses, community amenities, and public infrastructure. Foot traffic is more important than auto traffic for this purpose in the case of our study area, given that over 36% of households in the majority of the study area do not possess a motor vehicle.

Census Tracts

APPROACH OVERVIEW In terms of process, Alta’s demand model estimates pedestrian activity and foot traffic using a variety of inputs that represent where people live, work, play, access public transit, and go to school. The results intend to provide a visualization of potential demand within the study area by representing these general patterns of activity in the form of a heat map.

SCALE OF ANALYSIS The Alta demand model uses census blocks as the consistent spatial reference point across all of the input data sources. Census blocks are the smallest scale at which data from the US Census is available, and this smaller scale relative to more common tract-level analyses is important in that it more closely approximates the actual block-level environment around which urban dwellers are accustomed to orienting their daily lives.

LAWRENCE AREA NEIGHBORHOOD PLAN 5-2

With this frame of reference in mind, the data within each census block is aggregated to the corners of each block, which corresponds to actual street corners where foot activity tends to congregate. This method is based on the Low-Stress Bicycling and Network Connectivity report (Mineta Transportation Institute, May 2012).

Figure 1: Demand Model Approach

Census Blocks SCORING METHOD The demand model attributes scores to the source data, which are a result of two complementing forces:

•

Distance decay – the effect of distance on spatial interactions yields lower scores for features farther away from other features

•

Spatial density – the effect of closely clustered features yields higher scores.

Scores will increase in high feature density areas and if those features are close together, while decreasing in areas with low feature density and wherever features are further apart.

DEMAND ANALYSIS & CASE STUDIES

These density and proximity factors result in scores between 1 and 5, and those scores are weighted in ways that reflect each factorâ&#x20AC;&#x2122;s influence on pedestrian activity.

The table below reflects the scores and weightings that have been determined for this particular analysis.

RESULTS INTRODUCTION The results of this analysis are displayed via concentrations of heat on individual maps that reflect demand in each category. Then, a composite map is generated that adds up all of those categories for a view of overall demand.

The following page summarize each category map, and then present the composite demand analysis map.

LIVE

20%

WORK

20%

LEARN

20%

PLAY + SHOP

20%

TRANSIT

20%

5-3

PEOPLE LIVE MapWHERE 1 represents population density within the study area with data drawn from the 2010 Decennial Census. In South Broadway to Van Cortlandt Park Ave, Map 1 represents population density within the study general, a higher number of walking trips can be anticipated to originate are higher. thenwhere along densities Van Cortlandt Park Ave to Heafy area with data drawn from the 2010 Decennial Census.

Park. general, a higher number of walking trips can be KeyInFindings • The study area is bookended by high anticipated to originate where densities are higher. population densities McLean & South  There is a significant stretch of higher population density Along Lawrence Streetbyfrom South Broadway to Broadway, as well as along Caryl Ave bordering Van Cortlandt Park Ave, then along Van Cortlandt Park Ave to Heafy Park.

Key Findings Van Cortlandt Park.

• There is a significant stretch of higher  The study area is bookended by high population densities by McLean & South Broadway, as well as along population density Along Lawrence Street from Caryl Ave bordering Van Cortlandt Park.

LAWRENCE AREA NEIGHBORHOOD PLAN 5-4

act as trip attractors, trip generators, or both. The type of employment determines this interaction, and this WHERE PEOPLEbroken WORK down into retail / service jobs as part of the “Play” analysis. category is further Key Findings Job concentration is displayed in map 2, using data from • Employment density is highest along South Keythe Findings 2011 Employment Census. Employment clusters can Broadway from Randolph St to Berkeley Ave, act as trip attractors, trip generators, or both. The type  Employment density is highest along South Broadway from Randolph St toSouth Berkeley Ave, as well where as well where Broadway intersects with of employment determines this interaction, and this South Broadway intersects with McLean Ave. McLean Ave. category is further broken down into retail / service jobs • The central, southern, and eastern portions as of the “Play”southern, analysis. and eastern portions of the study area  part The central, are generally light on employment, as the lack of the study area are generally light on of commercial zoning in those areas would suggest. employment, as the lack of commercial zoning in those areas would suggest

DEMAND ANALYSIS & CASE STUDIES

Job concentration is displayed in map 2, using data from the 2011 Employment Census. Employment clusters can

5-5

percentage of a census block that was occupied by public parkland. These park areas have the potential to be significant trip attractors. Adding to the recreational component, the presence of retail / service jobs from the 2011 WHERE PEOPLE PLAY + SHOP Employment Census were integrated into the analysis due to their tendency to serve as trip attractors that function Key Findings • Although Sutherland Park is generally determined by the percentage of a census block that was inaccessible from McLean, Pelton Park provides by public parkland. These park areas have the Keyoccupied Findings basketball courts and other recreational potential to be significant trip attractors. Adding to the facilities and serves as an important trip courts recreational component, thePark presence of retailinaccessible / service  Although Sutherland is generally from McLean, Pelton Park provides basketball attractor on in this analysis. jobs from 2011 Employment Censusand wereserves integrated andthe other recreational facilities as an important trip attractor on in this analysis.

• McLean Ave between South Broadway and Van into the analysis due to their tendency to serve as trip Cortlandt ParkPark contains heavy concentration  The section of McLean Ave between South Broadway and Van Cortlandt Ave aemerges as the most attractors that function similarly to recreational areas of parks and retail/service jobs. significant generator in this map, given the heavy concentration of both parks and retail / service jobs. like parks.

Foot-traffic generatingareas recreational interactions were similarly to recreational like parks.

LAWRENCE AREA NEIGHBORHOOD PLAN 5-6

DEMAND ANALYSIS & CASE STUDIES

WHERE PEOPLE LEARN Map 4 represents the concentration of schools.

Because there isthe only one school of within the Because study area Map 4 represents concentration schools. there is only one school within the study area (Elementary (Elementary School 13), there is only one census block School 13), there is only one census block that shows evidence of activity in this portion of the analysis. Although that shows evidence of activity in this portion of the confined to Although one area, all cornersto of one the schoolâ&#x20AC;&#x2122;s analysis. confined area, allcensus cornersblock of has the potential to generate a significant number of both andcensus destination trips. theorigin schoolâ&#x20AC;&#x2122;s block has the potential to generate a significant number of both origin and destination trips.

5-7

system ridership was last counted in 2008, so the age of the data means that total boardings / alightings were used to weight the stops proportionally in lieu of using the actual out-of-date ridership numbers. The assumption is that WHERE PEOPLEfigures ACCESSmay TRANSIT although ridership have fluctuated over the years, the Keyproportional Findings use of the lines is more likely to have Map 5 visualizes the density of transit trips by bus stop, remained the same.weighted as an important factor. Bee• McLean Ave, particularly around Wolffe and with ridership Carroll Streets, emerges as a heavy generator Line system ridership was last counted in 2008, so the Key Findings due to relatively high ridership on the 4 line. age of the data means that total boardings / alightings • South Broadway lessdue significant due to were used to Ave, weight the stopsaround proportionally in Carroll lieu  McLean particularly Wolffe and Streets, emerges as a heavyappears generator to relatively the lower proportional ridership, but remains of using actual out-of-date ridership numbers. The highthe ridership on the 4 line. an important corridor in the analysis. assumption is that although ridership figures may have  South Broadway appears less significant due to the lower proportional ridership, but remains an fluctuated over the years, the proportional use of the important corridor in the analysis. lines is more likely to have remained the same.

LAWRENCE AREA NEIGHBORHOOD PLAN 5-8

DEMAND ANALYSIS & CASE STUDIES

Potentially heavy demand-generating activities along South Broadway at Lawrence Street reinforce the apparent utility of infrastructure improvements along the latter that would allow for safer bicycle and COMPOSITE DEMAND MODEL pedestrian connections to and from the trail.

5-9

The final composite demand model represents all of the demand factors added together, resulting in an overall picture of block-level pedestrian activity that suggests a distribution of demand for pedestrian- and bicycleoriented facilities and services Key Conclusions •

•

•

Demand for pedestrian- and bicycling-oriented infrastructure appears to be heaviest at McLean & South Broadway, in the eastern portion of the study area along both Van Cortlandt Ave and McLean, on South Broadway between Randolph St and Berkeley Ave, and along Caryl Ave as it approaches South Broadway.

This pattern of demand suggests that significant potential exists adjacent to the trail along Van Cortlandt Park Ave and McLean Ave, and also where it is proposed to intersect with McLean & Eastern.

Potentially heavy demand-generating activities along South Broadway at Lawrence Street reinforce the apparent utility of infrastructure improvements that would allow for safer bicycle and pedestrian connections to and from the trail.

APPLICATION

LAWRENCE AREA NEIGHBORHOOD PLAN 5 - 10

Along with input received during the public input process, the results of this model will be used to inform the plan’s recommendations for community facilities, transportation infrastructure improvements, rail trail connections, and physical policy changes.

The information about estimated pedestrian concentrations and movement represented in this analysis are an especially important part of the effort to ensure that this plan’s recommendations are concentrated in heavily trafficked areas that will benefit the entire community. Thus, this analysis helps ensure that the costs inherent to the implementation of these recommendations are spent in a way that maximizes utility and public access to any such amenities.

CASE STUDIES

The series of vacant brownfield parcels that make up the former Getty Square Branch right-of-way is so central to this plan that is important to examine several case studies that illustrate the area’s potential.

Specifically, this plan presents three case studies that focus on the impacts that the construction of an urban multi-use trail had on each of the city’s affected neighborhoods. Impacts involving economic benefits and the development of new services and public amenities are of particular interest in these case studies.

MIDTOWN GREENWAY – MINNEAPOLIS, MN DESCRIPTION The Midtown Greenway is 5.7 mile long, exclusively off-street multi-use trail that runs east-west through the Calhoun Isles, Powderhorn, Philips, and Longfellow

neighborhoods of South Minneapolis. It utilizes a former rail right-of-way of the Milwaukee Road and is almost entirely grade separated, meaning that bicyclists and pedestrians utilizing the route generally do not have to contend with traffic or negotiate street crossings.

The Midtown Greenway connects along its route and at either end to a variety of other multi-use trails.

Particularly notable is the Martin Olav Sabo Bridge over Minnesota Route 55, a dedicated bike-ped span.

The entire length of the Midtown Greenway is plowed View of the Midtown Greenway

during the winter to ensure year-round access.

There are demographic parallels between the proposed Getty Square Branch trail and the Midtown Greenway, in that parts of the Midtown Greenway serve one of the most racially diverse sections of Minneapolis. As of the 2010 Census, tracts 7801 and 126 were majority black, while two tracts directly to the east were majority Hispanic. In addition, the Midtown Greenway was developed within an urban setting similar to that of Yonkers. The trail is also in close proximity to Minneapolis’s Lake Street commercial strip, which is a major retail and business corridor not unlike South Broadway in Yonkers.

PROCESS By the late 1980’s, the inactive Milwaukee Road rightof-way was blighted and was often used as a dumping ground. Neighborhoods adjacent to the route began advocating for a cleanup, and by 1995

DEMAND ANALYSIS & CASE STUDIES

5.2

the Midtown Greenway Coalition emerged and achieved nonprofit status.

The organization started working towards the idea of constructing a multi-use path along the corridor, and saw results by 2000 when the first phase was completed from Chowen Avenue to 5th Avenue South. The second phase from 5th Avenue South to Hiawatha Avenue / Route 55 was completed by 2004, and the final phase extending from Hiawatha Avenue / Route 55 to the Mississippi River was constructed in 2006. By 2007, the Martin Olav Sabo Bridge was erected as an additional phase to bypass the dangerous seven lane crossing at Hiawatha Avenue / Route 55. Funding was collected from a variety of sources, including the Hennepin County Regional Railroad Authority, Federal grants, Hennepin County, the City of Minneapolis, and congressional earmarks.

The Midtown Greenway Coalition worked with existing agencies to coordinate greenway-related outreach efforts in the most racially diverse areas, which they have found to be helpful in both creating a sense of shared ownership and encouraging regular use of the Midtown Greenway among those groups. They also cited the provision of adequate lighting along the trail as a key to providing residents of those neighborhoods with the sense of security required to use the trail comfortably.

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mile trek from the City of Travelers Rest, South Carolina to Greenville Technical College in Greenville, South Carolina. As another rails-to-trails project, this path was built within the right of way of the abandoned Swamp Rabbit Railroad, named for the species of rabbit that is indigenous to the area. Sections of the trail closer to Travelers Rest tend to run through low-density residential and auto-oriented commercial landscapes, transitioning to a higher-density urban context as it approaches downtown Greenville. As the trail passes Greenville heading southeast, the setting is often parklike with stretches that pass through lower-density residential areas and university neighborhoods. The trail is entirely at grade, which means there numerous street crossings. Most are well-marked, however, with generous use of high-visibility trail crossing markings and textured pavement treatments to promote safety.

Housing Developments along the Midtown Greenway

IMPACTS As of January 2012, bicycle and pedestrian counts released by the Minneapolis Public Works Department (DPW) indicated that the bike-ped traffic on the Midtown Greenway came in at over 3,500 per day. The same source shows that bicycle traffic on the Midtown Greenway had increased by 261% between 2003 and 2011.

LAWRENCE AREA NEIGHBORHOOD PLAN 5 - 12

The trail incorporates transit connections as well. At the point of the Martin Olav Sabo Bridge crossing at Hiawatha Avenue / Route 55, there is a direct connection to the Lake Street / Midtown stop of the Hiawatha Light Rail line that can be reached from the Midtown Greenway via a cycle track on E 28th Street and the Hiawatha Bike Trail.

In 2007, the Midtown Greenway Land Use Development Plan was approved by the Minneapolis City Council as a response to the development pressure along the Midtown Greenway that has sprung from the corridor’s success. According to the Midtown Greenway Coalition, hundreds of millions of dollars’ have been invested along the corridor, resulting in dozens of apartment buildings and over 3,000 new housing units.

GREENVILLE HEALTH SYSTEM SWAMP RABBIT TRAIL – GREENVILLE, SC DESCRIPTION The Greenville Health System Swamp Rabbit Trail (GHS SRT) is a paved multi-use path that traverses the 18.7

Like the Midtown Greenway in Minneapolis, the GHS SRT contains sections that run through neighborhoods similar to the Lawrence Street area in their demographic composition. In particular, Census tract 7 just west of downtown Greenville was 79% black as of the 2010 Census, with the 2012 American Community Survey (ACS) estimating a poverty rate of 49%. The 2012 ACS estimated a similar poverty rate of 47% for neighboring Census tract 2201, which came in at 16% black and 28% Hispanic at the time of the 2010 Census. The Swamp Rabbit Trail runs directly through each of those tracts, which are part of Greenville’s West Side neighborhood.

PROCESS Prior to becoming a trail, and at the urging of a group of concerned citizens, the Greenville County Economic Development Corporation (GCEDC) purchased the Swamp Rabbit rail corridor from RailTex, Inc. for $1.3 million in 1999. The intent was to preserve the corridor for the general benefit of the public and Greenville County, although no specific use had yet emerged. The idea of

The trail opened on May 7-9, 2009, and was fully connected through the City of Greenville by 2010. It has been in operation since. Its function within the Greenville area is now considered as a way to reduce risky behaviors linked to inactivity and obesity, offer additional transportation options, promote economic development, and reduce greenhouse gas emissions.

IMPACTS After its second year of operation, the Swamp Rabbit Trail experienced an estimated 400,000 annual users.

Like the Midtown Greenway, the success of the Swamp Rabbit Trail has resulted in a high level of development activity. Some examples of commercial development that have located in the low-income areas adjacent to the trail are Swamp Rabbit Crossfit, Trailside Creamery, Swamp Rabbit Grocery, Swamp Rabbit Inn, and TTR Bikes. In particular, TTR Bikes provide several communityoriented programs, one of them being free bike maintenance for people staying at the nearby Miracle Hill Shelter. The Kroc Center is another significant trailadjacent organization, which functions as a privately funded version of the YMCA. It focuses on community

$50,000 to $400,000, depending on the business in question.

More broadly, the trail has developed into perhaps the most prominent recreational facility in Greenville County, and has contributed to the vitality of downtown Greenville and the surrounding areas. Contributing to its status in this regard is the trail’s branding, wayfinding, and integration with the community and local businesses.

For example, GHS publishes a branded, graphicallyoriented map that directs trail users to attractions and commercial destinations near the trail.

RAZORBACK REGIONAL GREENWAY / SPRINGDALE DOWNTOWN REVITALIZATION PLAN – SPRINGDALE, AR

DEMAND ANALYSIS & CASE STUDIES

transforming the corridor into a trail was fully ingrained by 2007, when the Greenville Health System (GHS) committed to providing $100,000 per year to the Greenville County Recreational District (GCRD) to assist with trail development and marketing efforts.

DESCRIPTION The Razorback Regional Greenway is a paved, multiuse path that runs from the Bella Vista Trail in north Bentonville, Arkansas to south Fayetteville, Arkansas.

About 30 miles of the planned 36 miles have been built, with plans to complete the remaining 6 miles by the end

Razorback Regional Greenway near Springdale, AR

of 2014. It passes through a total of 6 downtown areas in northwestern Arkansas, consisting of Fayetteville, Johnson, Springdale, Lowell, Rogers and Bentonville.

Swamp Rabbit Trail Map with Businesses Indicated

programs and outreach to low-income youth, and their facilities are directly accessible via the Swamp Rabbit Trail.

In addition to such localized benefits, the Swamp Rabbit Trail has been a boon to businesses. An interview with twenty local businesses near the trail indicated that sales had increased anywhere from a 30% to 90%, with estimated annual revenue from trail users ranging from

Springdale has embraced the greenway’s path along Spring Creek and through its downtown as a potent development opportunity. In the Downtown Springdale Revitalization Master Plan, Springdale focuses its attention on a relatively short segment where the Spring Creek has been capped in 1969 as part of an urban renewal and flood control project. The intent of the plan is to daylight the creek in this area as an accompaniment to the greenway that centers on Shiloh Square, an underutilized indoor community gathering

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space. Both improvements are viewed as a means to make the downtown more attractive as a destination for potential commercial tenants, visitors, and residents.

While the overall extent of the Razorback Regional Greenway is objectively different from the proposed Yonkers alignment, the Springdale section is comparable in its attempts to channel the positive effects of trail construction into a community benefit that extends beyond recreation and transportation. It approaches the Lawrence Street area demographically as well, with the Census tract containing downtown Springdale reported as 40% Hispanic in the 2010 Decennial Census and a poverty rate of 25% in the 2012 American Community Survey. The fact that the Springdale section of the greenway will be accompanied by a creek daylighting allows parallels to be drawn to daylighting of the Saw Mill in downtown Yonkers.

Walton Family Foundation made available up to $15 million in funding subject to a 1:1 match from cities that chose to participate. Planning and design of the greenway began in 2010, with construction following soon after.

In Springdale, the City followed a planning process that worked to incorporate the greenway and daylighting to enhance key downtown destinations in the context of three overall design concepts: • • •

Expanded Square Linear Park Town Square

The Town Square alternative emerged as the preferred design at a major charrette, which orients new development around a “main street” strip that leads into

Plan View of Downtown Springdale’s Preferred Development Alternative

LAWRENCE AREA NEIGHBORHOOD PLAN 5 - 14

PROCESS The Razorback Regional Greenway was gained the support of the Northwest Arkansas Regional Planning Commission (NWARPC) by 2000. At this time, the idea of regional trails emerged as a key goal for northwest Arkansas. NWARPC then formed a task force to facilitate the planning and development of a regional greenway, which worked to coordinate its implementation across the numerous municipalities that it negotiates. Long active in trail construction in northwest Arkansas, the

a central open space. Each alternative recommended opening up Shiloh Square as an outdoor destination.

Phase 1 of the downtown improvements are currently under construction, and Phase II is under contract.

IMPACTS From recreation options to enhanced mobility, the Razorback Regional Greenway has facilitated a multitude of positive effects on the communities it passes through. Although Springdale’s improvements

• • • • •

Over 50,000 square feet of new retail, restaurant, and commercial space. $7 million in private investment downtown.

Economic activity supportive of 200 jobs.

Transactions generating up to $30 million in aggregate annual revenues Greenway usage resulting in up to 80,000 annual visitors that could yield an additional $10 million in demand for accommodations, food, and retail.

• • •

Connectivity to and from the trail is essential.

Safe crossings and rights-of-way for cyclists and pedestrians cannot be ignored.

A concerted effort to create a branded identity can help make the trail a destination.

In addition to these lessons, a summary matrix on the next page has been provided to consolidate the details of each case study.

DEMAND ANALYSIS & CASE STUDIES

have yet to be fully completed, the City commissioned a detailed economic impact study that outlined the expected outcomes from the investment, The Economic Return on the Proposed Investment in The Revitalization of Downtown Springdale. This report estimates that, given expenditures on the greenway, creek daylighting, and other associated improvements, Springdale could receive:

In support of this estimation of upcoming economic activity, there has already been a surge in interest in property in downtown Springdale, and the experience of other cities with similar trail-oriented downtown initiatives suggests a bright outlook.

The implications of the Springdale effort for the Lawrence Street neighborhood is the clear demonstration that a successful area-specific redevelopment plan can be supported and implemented in the context of a larger trail system – in this case, the proposed rail trail utilizing the former Getty Square Branch right of way that will pass through a variety of neighborhoods and generators.

CONCLUSIONS Case studies from Minneapolis, Greenville, and Springdale show that multi-use trails can generate positive economic and community outcomes in a variety of urban contexts. Each case study is unique and is not comparable to Yonkers from every angle, but taken together they address many of the concerns that are relevant to the Lawrence Street area. In particular, these case studies teach us the following: • • • •

Significant development and investment can follow a successful multi-use trail.

Adjacent land uses must be considered and planned for.

Trail-supportive programs are important to ensure smooth operation and continued social investment.

Community outreach should be a component of fostering ownership of the amenity.

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CASE STUDY SUMMARY MATRIX

LAWRENCE AREA NEIGHBORHOOD PLAN 5 - 16

CHAPTER 6 Recommendations

6.1

RECOMMENDATIONS

INTRODUCTION Incorporating orginal analysis that builds upon past plans, research, and case studies, the existing conditions have informed the recommendations that will be presented in this chapter of the Lawrence Area Neighborhood Plan.

Input received from the community at key junctions of the planning process has also played an important role in the formulation of these recommendations.

After public input, the pedestrian demand analysis has been of particular assistance in determining the distribution of these recommendations.

LAWRENCE AREA NEIGHBORHOOD PLAN 6-2

The Lawrence Area Neighborhood Plan seeks to provide a framework for the neighborhood’s future development in parallel with the anticipated reuse its of key brownfield sites, and the planned construction of a multi-use trail along the former Getty Square Branch right of way is a vital component of that framework.

As such, the recommendations in this section will, in most cases, propose changes, next steps, and initiatives that are supplementary to the pedestrian- and cyclistoriented nature of an urban multi-use trail. In addition, the Lawrence Street area community itself, the majority of which does not have access to a motor vehicle, has identified safer, more enjoyable, and more efficient nonmotorized travel as a goal. The increased street-level vibrancy and enhanced personal security made possible by more ubiquitous pedestrian and cyclist activity has made this focus even more appealing to residents, and organizations like the South Broadway BID have expressed interest in the positive economic implications of higher concentrations of foot traffic.

Pursuant to the overall goal of decreased autodependency and greater non-motorized mobility, several physical, programmatic, and policy-based recommendations emerge as important next steps for the neighborhood. Each type of recommendation listed below will build upon this.

OVERVIEW The recommendations overview map on pages 4-5 provides a visual overview of where the plan’s recommendations will apply, and the below descriptions offer a summary of the intent and goals of those recommendations.

TRAIL + CONNECTIONS Moving forward with the trail construction process, it

is important that its development remain parallel not only with the spirit of the findings of the Lawrence Area Neighborhood Plan, but with the needs and preferences of the community and local stakeholders that the plan gives voice to.

In this way, the plan has identified several compenents: • • • • • •

A paved trail that is urban in style and use.

Adequate connections to neighboring streets to facilitate access and increase usage.

Incorporation of security-enhancing amenities like trail lighting and emergency call boxes.

Integration of community facilities at “trail hub” areas, such as dog parks and community gardens.

Opportunities for artistic expression, such as murals, sculptures, and graffiti walls.

An enhanced, direct connection to existing and planned trails in Van Cortlandtt Park.

BICYCLE & PEDESTRIAN CONNECTIVITY Less than 30% of the Lawrence Street area owns an automobile, and the rate of walking/biking as a primary mode of transportation is high. This reality, coupled with the development of the Getty Square branch trail and the community’s desire for safer walking and biking facilities, means that connections and infrastructure for non-motorized travelers is a central focus of this plan’s recommendations. This plan provides a framework for a better walking and bicycling environment by: • •

Identifying key neighborhood circulation routes that are candidates for bicycle and pedestrian infrastructure improvements.

Recommending traffic calming and safety enhancements at specific intersections.

TRANSIT With a transit commuting rate of almost 50% in the Census tract that comprises most of the study area, transit access is integral to the community. While it is beyond the scope of this plan to be able to offer specific recommendations regarding transit operations in the neighborhood, this plan seeks to: • • •

Promote safe and efficient bicycle and pedestrian access to heavily-used bus stops.

Ensure trail connections are planned with transit access in mind.

Identify heavily-used bus stops at key locations where station improvements could help make them recognizable “destinations” within the community.

Provide bike racks on buses for increased mobility

ZONING Effective zoning regulations are an essential component of achieving the type of built environment that balances practical urban development with the needs of the surrounding community.

RECOMMENDATIONS

•

While the market analysis shows that the study area has seen very little development pressure in recent years, the proposed multi-use trail and its accompanying improvements could serve as a catalyst for growth in parts of the neighborhood. Having suitable and effective zoning regulations in place will ensure that this potential future development is harnessed in a way that serves the goals of the community.

In the context of the Lawrence Area Neighborhood Plan, it is recommended that the zoning within the neighborhood achieves the following: • • • • • •

Promote dense development along South Broadway.

Codify urban design principles that promote walkability and decreased auto-dependency.

Allow uses and additional dwelling units supportive of a trail-oriented environment via a zoning overlay.

Support mixed-use development where appropriate.

Preserve existing single- and multi-family housing districts.

Support the City of Yonkers’ Affordable Housing Ordinance within the zoning code and its implementation within the Lawrence Street area.

COMMUNITY FACILITIES & PROGRAMMATIC Building a successful community or a successful trail is not just about the infrastructure. Strong and complementary programs are important to maintenance, increasing activity levels, and providing a sense of community. A variety of programs are recommended for the Lawrence Street Neighborhood, including a trail stewardship program, public art programs, and youth activities.

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TRAIL + CONNECTIONS The long vacant parcel left over from the abandoned Getty Square Branch railroad line is ideal for a shared use path. The recommended trail will follow the railroad right of way (ROW) from Van Cortlandt Park, north to McLean Avenue and Sutherland Park. Continuation of this trail to the north will eventually provide an off-road connection between the Lawrence Street neighborhood and downtown Yonkers.

The shared use path is proposed to be an asphalt surface and 10 feet wide to accommodate multiple uses in both directions. The grade through this area is relatively flat and will provide an easy route for walkers and cyclists.

Alternative A

LAWRENCE AREA NEIGHBORHOOD PLAN 6-8

Alternative B

North of Lawrence Street, public housing was constructed on the railroad ROW leaving minimal room for the trail. The same trail cross section can be extended behind the public housing buildings between Lawrence Street and Radford Street. North of Radford Street, there is minimal room between the public housing buildings, a stone wall and a dead-end roadway (Eastern Avenue).

Alternative A utilizes the existing sidewalk to the west of the wall for pedestrians and Eastern Avenue as a shared roadway for cyclists. Alternative B will require removal of the wall and fence and replace the wall and sidewalk with a shared use path.

TRAIL / NEIGHBORHOOD HUBS Three areas along the trail have been idenfied as hubs and centers for activity along the trail corridor. The intersection with Caryl Avenue will be one with its connection to Van Cortlandt Park. The second will the trailhead at Lawrence Street and the former site of the Lowerre Train Station. The third will be in the north of the neighborhood at McLean Avenue and Van Cortlandt Avenue.

Construct a community center in the location of the Lowerre Train Station Formalize the existing path to Saratoga Avenue

Install farm stands with small pergolas along trail Improve the connection to the Wade Road

RECOMMENDATIONS

Several additional components and amenities are recommended along the trail corridor to improve access, safety, and increase activity. These items are described below:

Caryl Avenue & Van Cortlandt Park The area of Caryl Avenue and the entrance to Van Courtland Park creates the southern trail terminus and hub for the Lawrence Street neighborhood. This is an area of transition, from the Park to the urban environment.

The intersection of Caryl Avenue and Saratoga Avenue is a key location for trail oriented development, such as a deli, cafe, or bike shop. The entrance into the park is primed for information center and nature center. This can be created out of an old railroad passenger car to bring in the historic elements of the abandoned railroad line (see figure on page 11).

Lawrence Street The Lawrence Street hub is particularly important since it will be located in the heart of the neighborhood. This area will serve as a community center. The hub area is proposed to be developed as a community garden and farmers market along both sides of the trail. This will include small pergolas to house the market and other community activities.

In additon, it is recommended to rebuild the former Lowerre Train Station as a community center. The building is proposed to be in the same location along Lawrence Street and to be designed and constructed to mimic the station. Components to be included in the new community center include restrooms for those using the trail and also community programs, described later in this report.

McLean Avenue The McLean Avenue trail hub is located at the northern termius of the trail. The trailhead is proposed to be located on McLean Avenue at the end of Eastern Avenue. Curb extensions and new crosswalks at the intersection of McLean Avenue and Van Cortlandt Avenue will continue the connection to both Pelton Oval Park and Sutherland Park. A new seating area in Pelton Oval Park will support

Weave the trail through the park area to create interest in the trail expereince and to slow cyclists down

Create seating areas along the trail Plant fruit trees along the trail to compliment the community garden

6-9

additional trail and park oriented development in this area.

LAWRENCE AREA NEIGHBORHOOD PLAN 6 - 10

SAFETY Both the real and perceived safety of the trail users and trail neighbors is important to provide, especially in a neighborhood with higher crime rates. Trail design should encorporate methods of Crime Prevention Through Environmental Design (CPTED). These include encouraging ‘eyes on the trail’, lighting, and eliminating hiding spots along the corridor.

LIGHTING Pedestrian scale lighting is recommended along the trail at 60 foot intervals. Lighting will serve two purposes. It will allow the trail to be used during the evening and also increase visibility for users along the trail. It will discourage loutering and unwanted activities. While running the wiring for the lighting, the opportunity should be taken to install security cameras and/or blue light phones.

EYES ON THE TRAIL Currently, the railroad ROW is lined with thick trees on either side, blocking the view of the trail from adjacent streets and buildings. These trees should be thinned along the trail to increase visibility, while still maintaining shade and a physical barrier between the trail and adjacent properties.

The Trail’s Intersection with McLean Ave

ACCESS Access east and west across the Lawrence Street Neighborhood is limited to Caryl Avenue in the south and a few cross streets to the north. Several potential access points to and across the trail have been identified along the route. Each of these are described below and displayed in the recommendations map: Saratoga Avenue Parklet At the bend of the roadway in Saratoga Avenue, there is a small parcel owned by the City of Yonkers. A parklet is proposed here that will also provide access to the trail.

A retaining wall exists between the trail and the park. A ramp along the wall is recommended to provide ADA access. Due to the height that needs to be traversed, the ramp will be over 100 feet long. Stairs leading to the park from the trail is an alternative if the ramp is unable to be constructed due to length or cost. Clearing the existing parklet property will be required and benches should be installed to give trail users and residents a place to rest.

Van Cortlandt Ave at Intervale Place This trail access will require an easement through a small parking area. It will allow access across the trail as well as to the playground on Van Cortlandtt Park Avenue and the elementary school on McLean Avenue.

Saratoga Avenue There is a newly vacant parcel along Saratoga Avenue that can be utilized to provide the east-west connection in the middle of the neighborhood. Due to the elevation change between the trail and Saratoga Avenue, this connection will have to be considered more closely for the need of a switch-back trail or stairs.

ROADWAY CROSSINGS Several at-grade crossings are required for the trail to continue from Van Cortlandt Park to McLean Avenue.

The first of these crossings is Caryl Avenue. Trail users will exit Van Cortlandt Park and cross the intersection of Saratoga Avenue and Caryl Avenue to reach the connection through the parking area. A concept to safely bring bicyclists and pedestrians through this intersection is shown in the figure below.

There are two additional at-grade crossings to reach McLean Avenue: Lawrence Street and Radford Street.

Raised crosswalks are proposed at these crossings, and are further elaborated in the next section.

An overview of the proposed configuration of the trailâ&#x20AC;&#x2122;s intersection with McLean Ave can be found at left.

WAYFINDING Wayfinding along the trail, as well as to and from the trail, is important to encourage activity both on and off the corridor. Wayfinding provides a sense of comfort to users to know where they are and how far they have to go. It will also allow users to understand what neighborhood facilities they can access using the corridor.

RECOMMENDATIONS

Van Cortlandt Ave at Carroll Street Utilizing a vacant parcel, a connection to Carroll Street and the transit stops on McLean Avenue can be made from the trail corridor. This trail connection will require an easement or purchase of this parcel.

Wayfinding is proposed as several types of signage, including directional and confirmation signage. A proposed wayfinding set is shown on the following page.

The Trailâ&#x20AC;&#x2122;s Intersection with Caryl Ave

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Priority Crossings with Raised Interstections

Configuring the intersection with high-visibility bicycle crossing lanes in conjunction with a signal phase for bicycles would allow cyclists to connect straight across the intersection without worrying about a multiple-stage turn and the conflicts that could ensue from that type of setup. Raised crosswalks are also included for additional traffic calming.

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This intersection configuration would require a bicycle phase to be added to the existing traffic signal (image at right). The bicycle signal would face the Saratoga Ave and parking lot entrance legs of the trail, allowing cyclists to cross the intersection without conflicting with automobile traffic.

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6 - 11

BRANDING Branding of the rail-trail and the neighborhood provides recognition within the community and the greater region. A well recognized trail name also allows for a sense of pride for the trail residents and provides more reason to care for the trail and surrounding environment.

Several branding concepts have been developed on the opposite page. These utilize the official name of the neighborhood and also the name of the former passenger station located in the heart of the neighborhood: Lowerre.

While branding and naming the trail should focus on revitilization of this neighborhood, it should not be forgotten that this trail will eventually connect to downtown Yonkers and Getty’ Square.

12” GETTY SQUARE BRANCH TRAIL

LAWRENCE STREET HUB TRAIL

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Park/Corridor Name Trail Map Regional Overview Map

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Allowed Uses Lorem ipsum dolor sit amet, consectetur adipisicing elit, sed do eiusmod tempor incididunt ut labore et dolore magna aliqua. Ut enim ad minim veniam, quis nostrud exercitation ullamco laboris nisi ut aliquip ex ea commodo consequat. Duis aute irure dolor in reprehenderit in voluptate velit esse cillum dolore eu fugiat nulla pariatur. Excepteur sint occaecat cupidatat non proident, sunt in culpa qui officia deserunt mollit anim id est laborum. Sed ut perspiciatis unde omnis iste natus error sit voluptatem accusantium doloremque laudantium, totam rem aperiam, eaque ipsa quae ab illo inventore veritatis et quasi architecto beatae vitae dicta sunt explicabo. Nemo enim ipsam voluptatem quia voluptas sit aspernatur aut odit aut fugit, sed quia consequuntur magni dolores eos qui ratione voluptatem sequi nesciunt. Neque porro quisquam est, qui dolorem ipsum quia dolor sit amet, consectetur, adipisci velit, sed quia non numquam

2”x2” QR tag

Neighborhood History

Trail Etiquette

and Park Regulations

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Agency Logos

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GETTY SQUARE BRANCH TRAIL Lawrence St Hub

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Community Garden

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LAWRENCE AREA NEIGHBORHOOD PLAN 6 - 12

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RECOMMENDATIONS

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6 - 13

BICYCLE AND PEDESTRIAN CONNECTIVITY NEIGHBORHOOD CIRCULATION Despite low rates of car ownership and high rates of bicycling and walking, the Lawrence Street area’s bicycle and pedestrian infrastructure has not seen much investment in recent years. The South Broadway corridor is perhaps the most pedestrian- friendly thoroughfare in the neighborhood. Yet even there, the bicycle accomodations are nonexistent while the pedestrian environment is often marred by faded crosswalks, fasttraveling cars, and inopportune curb cuts.

The lack of adequate bicycle and pedestrian facilities decreases comfort for non-motorized travelers, and in certain areas may increase the risk of conflict with automobile traffic. This makes it more difficult to get around the neighbrhood safely by foot or by bike, and generally impairs mobility within the Lawrence Street area.

With the goal of enhanced safety and better bicyce and pedestrian circulation through the neighborhood, as well as connections to and from proposed trail hubs, the plan has identified several streets where bicycle and pedestrian infrastructure enhancements should be implemented. These streets are shown on the recommendations map, and are listed as the following: • •

LAWRENCE AREA NEIGHBORHOOD PLAN 6 - 14

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Van Cortlandtt Park Ave near Lawrence

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Rawlins Street Carroll Street Rockledge Place

Several of these streets would also include short connecting sections, Primarily on Van Cortlandtt Park Avenue and Bruce Avenue. Also, although outside of the study area, Park Hill Avenue is shown in the map as a candidate due to the opportunity to connect with the existing bike lanes further up that street. Overall, as the recommendations map makes clear, focusing on these streets for bicycle and pedestrian improvements would provide perimiter circulation around the neighborhood, while also enhancing mobility to important hubs like PS 13 and the proposed trail. Lawrence Street would serve as an important bicycle and pedestrian corridor for those wishing to cut through the center of the neighborhood.

The recommended infrastructure improvements could take many forms, and depend upon a combination of community preferences and engineering considerations.

This plan has focused on two areas to give an idea of the types of accommodations that are possible in the South Broadway at Rockledge

PARKING-PROTECTED PARKING-PROTECTED BIKE BIKE LANES LANES P P

South Broadway As the primary commercial hub of the Lawrence Street area, improving South Broadwayâ&#x20AC;&#x2122;s bicycling environment is of utmost importance.

South Broadway is about 50 feet wide throughout the study area, with parking lanes and the occasional center turn lane.

This existing configuration leaves room for bike lanes, which would provide an additional buffer from motorized traffic and could serve to enhance the pedestrian environment along the corridor. The figures at right illustrate two potential bike lane accommodations for South Broadway.

Parking protected bike lanes would require moving parking spaces a total of 7 feet away from the curb in order to provide space for a bicycle 5 foot bicycle lane and 2 foot buffer. No lanes would be removed, except possibly left turn lanes at certain points along the street.

In addition to the safety benefits of physically cyclists from traffic on South Broadway, the bike laneâ&#x20AC;&#x2122;s position along the curb would allow cyclists to interact more directly with businesses along the corridor. Transit stops could be accommodated by removing a small number of parking spaces at those stops. This type of bike lane configuration has been used successfully in a number of cities, perhaps most notably in neighboring New York City. An image of this type of bike lane along 9th Avenue in Manhattan is provided below.

RECOMMENDATIONS

neighborhood: South Broadway and Lawrence Street.

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A more standard bike lane configuration would involve simply providing a dedicated 7 foot bike lane inbetween the parking and automobile travel lanes. Parking would remain at the curb. This exposes the cyclist to more traffic and reduces the potential for enhancing vitality at the sidewalk level, but is simpler to implement and would not require on-street parking reductions. It may also be possible to retain the existing left turn lanes.

Whatever configuration is chosen, sidewalk enhancements should accompany any implementation.

Street trees could be planted to improve the streetscape, street lighting could be installed at more frequent intervals, and outdoor seating could be provided at restaurants stores that wish to participate, and certain businesses. Full ADA compliance at all intersections should be pursued as well.

6 - 15

Lawrence Street Lawrence Street is one of the major west-to-east connectors in the neighborhood, running one-way between South Broadway and McLean Avenue. It is also a culturally significant corridor that the area derives its name from, and was once the site of the Lowerre station of the former Getty Square branch. As such, the street is envisioned as a major hub for the proposed trail, which will cross Lawrence Street near Van Cortlandtt Park Avenue.

In recent decades, however, the street’s infrastructure has been neglected and lacks updated pedestrian accommodations. No bicycle lanes are present.

Improving Lawrence Street’s pedestrian and cycling environment will be important not only to ensure that it remains a strong connector, but to utilize the street as a major route between the trail and businesses on South Broadway.

Ranging from 30’ to 35’ between South Broadway and Van Cortlandtt Park Avenue, Lawrence Street is remarkably wide for a one-way street. This leaves room for on-street cycling accommodations, as well

as pedestrian enhancments like curb bump outs or widened sidewalks. Assuming a width of 35,’ the street has ample room for an 8’ parking separated cycle track that allows bicycle travel in both directions. A 2’ buffer would be included, with an 11’ foot travel lane leftover for automobile traffic. Where Lawrence Street narrows down to about 30,’ parking could be eliminated on one side for these short sections to allow the cycle track to continue. The cycle track could connect with the proposed bicycle accommodations on South Broadway, and could transition to a more standard configuration between Van Cortlandtt Park Avenue and McLean Avenue, where Lawrence Street narrows down to about 25.’

The plan view on the opposite page shows how this facility could look between Saratoga Avenue and Western Avenue. The below also offer a before-and-after visualization of how the street could be transformed.

Although this is not the only configuration available for Lawrence Street, it was demonstrated to the community as a temporary installment during the Lawrence Street Festival and received positive feedback.

Lawrence Street - Existing Streetscape

LAWRENCE AREA NEIGHBORHOOD PLAN 6 - 16

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6 - 17

CIRCULATION RECOMMENDATIONS Overall, the plan recommends that the City and South Broadway BID pursue the following: • • • •

Bicycle accommodations along South Broadway Streetscape improvements to South Broadway, including street tree plantings and potential outdoor seating.

Bicycle accommodations along Lawrence Street Improved bicycle and pedestrian street configurations along the corridors recommended in this section and the overview map.

CROSSINGS Safe intersection crossings will be essential to provide the connectivity that the route improvement recommendations seek to offer. There are a number of major intersections in the Lawrence Street area, and while each requires attention, the recommendations here will focus on enhancing street crossings where the proposed trail creates conflicts with vehicle traffic, particularly at trail hubs. This will allow non-motorized travelers in the Lawrence Street area to utilize the trail route to negotiate difficult crossings, and provide connections to other sections of the neighborhood’s enhanced bicycle and pedestrian routes.

LAWRENCE AREA NEIGHBORHOOD PLAN 6 - 18

Caryl Avenue Hub As one of the trail hubs that passes through what is presently that street’s irregulaly shaped intersection with Saratoga Avenue, this crossing is need of attention.

The trail recommendations outline an alternative that implements raised crosswalks, a dedicated bike traffic signal phase, and high-visibility crossings.

Lawrence Street Another trail hub, the crossing at Lawrence Street will require traffic calming to facilitate safe movement of trail users. Since it is a oneway street that does not intersect with any other roadways at the point of the trail crossing, the recommended solution is a raised crosswalk coupled with trail crossing signs and a speed table. This combination will provide visual cues to motorists, and reduce speeds near the raised crosswalk.

made in conjunction with another roadway. Because this street is two-way, however, another raised crosswalk configuration with trail crossing signs, a median refuge, and a speed table may be the best option. This would again give motorists visual cues, but it would also allow pedestrians or cyclists to pause halfway through the crossing, requiring them to negotiate only one direction of traffic at a time.

McLean Avenue The trail’s crossing at McLean Avenue will occur where that street intersects with Van Cortlandtt Park Avenue.

It is a major intersection with high traffic volumes, so safe and efficient traffic flow must be balanced with the safety of pedestrians, cyclists, and other trail users.

To this end, high visibility crosswalks, curb bump outs, and potential sidewalk widenings at appropriate locations would maintain traffic flow while providing a safe environment for non-motorized travelers.

CROSSING RECOMMENDATIONS In order to support connectivity along the trail and throughout the neighborhood, the plan recommends that the City: • • • •

•

Install raised crosswalks, bicycle signal phase, and high-visibility crossings at Caryl Ave. Install a raised crosswalk and trail crossing signs at the Lawrence Street hub.

Install a median refuge and trail crossing signs at the trail’s intersection with Radford Street.

Implement curb bump outs and high visibility crosswalks at the intersection of McLean Avenue and Van Cortlandtt Park Avenue.

Fully comply with ADA standards at every new intersection construction.

Radford Street Like the crossing at Lawrence Street, the trail’s intersection with Radford Street is not Speed table to accompany raised crosswalks

RECOMMENDATIONS

Raised Intersection with Speed Table in Somerville, MA

Raised Crosswalk with Median Refuge Island in Keene, NH Raised Intersection in Cambridge, MA

6 - 19

TRANSIT CONNECTIONS Transit ridership in the Lawrence Street area is very high, so the ability to travel safely to and from transit stops in the neighborhood is very important. The proposed trail presents an opportunity to make it easier to reach key transit stations in the area, as do the bicycle and pedestrian enhancements that were recommended earlier in this chapter As the recommendations map illustrates, the proposed bicycle and pedestrian enhancements connect with almost all of the bus stops in the study area. A supportive aspect of this proposed connectivity, however, is to ensure that cyclists who wish to transort their bicycles via bus are able to do so. Bicycle racks on the front of Bee Line buses would achieve this, and would be an important improvement given the relatively high proportion of Lawrence Street residents that walk and bike. Such an improvement would, of course, benefit residents outside the study area as well.

Additionally, although the regional connections available to transit users in the Lawrence Street area are impressive, they do not appear to provide adequate service to those that need to travel after-hours. This potential problem should be examined more closely to ensure that the bus schedules accommodate as many transit users as possible.

CONNECTION RECOMMENDATIONS

LAWRENCE AREA NEIGHBORHOOD PLAN 6 - 20

Pursuant to the above, this plan recommends that the Westchester County DOT: •

Provide bicycle racks on Bee Line buses.

Bike Racks on a Bus in Los Angeles, CA

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Study the needs and benefits of accommodating after-hours bus travel.

STATION IMPROVEMENTS Currently, most Bee Line bus stations in the Lawrence Street area consist only of a street sign that marks the location of the bus stop and provides basic route information. Although it would not advisable or feasible to enhance every station in the study area, the high rates of transit usage in the Lawrence Street area suggest that improved transit stops would be a worthwhile investment, particularly when paired with greater connectivity to and from those stations, as is currently recommended.

In accordance with the recommendations map, three transit stations were chosen for improvements: • • •

McLean Ave & Van Cortlandtt Park Ave (Bee Line Route 4) South Broadway & Valentine Lane (Bee Line Route 1, 2, 3, 32) McLean Ave & Park Hill Ave (Bee Line Route 4, 32)

These stops were selected using estimated concentrations of activity that resulted from the pedestrian demand analysis, their proximity to recommended bicycle and pedestrian connections, their locations adjacent to recommended mixed use districts, and an attempt to cover each Bee Line route that serves the study area.

A number of options are available when considering physical improvements to bus stops. Providing a shelter to protect transit users from the elements is one commonly implemented improvement, but amenities like lighting, trash receptacles, bicycle racks, public art, Bike Racks at a Transit Station in Denver, CO

RECOMMENDATIONS

plantings, and benches.

Such mprovements could enhance the overall transit experience for users, and they could also help make a transit station a recognizable hub of activity within a neighborhood and potentially elevate the status of transit within the area served.

The attempt to turn a transit station into a hub is likely to be most successful when paired with existing and planned activity, so that the station can complement those uses. In this case, each station recommended for improvements is located near a major hub of commercial activity, as well as on important street corridors and intersections. Mixed use districts are also recommended in the vicinity of each station identified for improvement.

Improvements that directly benefit the user can help make transit more attractive, but creating a recognizable system of branding that makes the bus stop an aesthetically distinct entity can also work towards this goal. The use of highly visible pillars by the Capital District Transportation Authority in the Albany, NY area for their first BusPlus bus rapid transit line is a good example of this. The CDTA also created an intuitive map of stops for this line and planned expansions that suggests the style used by many rail-based systems.

Considered together, the station improvements and branding elements of this system has given it a strong and marketable identity with which riders would be less hesitant to associate themselves with.

Public Art at a Bus Stop in Seattle, WA

Station Improvements and Branding in Albany, NY

STATION IMPROVEMENT RECOMMENDATIONS In order to improve the transit experience in the Lawrence Street area and more effectively integrate the previouslyidentified Bee Line bus stations into the fabric of the neighborhood, this plan recommends that the Westchester County DOT: •

• •

Enhance stations by providing, where appropriate: • Bike racks • Shelters • Lighting • Seating Identify ways to incorporate artwork into station designs.

Create and implement a style of branding that will make the Bee Line system visually distinctive.

Proposed BusPlus System Map - Albany, NY

6 - 21

ZONING URBAN CORRIDORS The zoning regulations in the Lawrence Street area primarily reflect the present built environment, with two major exceptions: relatively high off-street parking requirements and a lack of allowance for mixed use.

Within the City of Yonkers’ zoning code, off-street parking requirements are set at 1 per dwelling unit plus an additional 1/3 of a space for each bedroom. Off-street parking requirements for commercial uses varies greatly, but are generally calculated on the basis of floor area or the number of facilities provided. Exact requirements are presented in the appendix.

LAWRENCE AREA NEIGHBORHOOD PLAN 6 - 22

As the map on the opposite page shows, residential and commercial uses are largely separated in the ordinance, despite the prolific intermixing of residential and commercial uses within the study area that have existed to the present. In the absence of mixed use zoning, the only concession to mixed use lies within the South Broadway zoning district, adopted in 2011, which allows most destroyed or damaged noncomforming mixed use properties along South Broadway to be redeveloped as noncomforming. Although helpful for the corridor, this means that mixed use developments are considered nonconforming, and that in the absence of a variance new developments are subject to the code’s standard separation of uses. New developments would also be subject to the code’s off-street parking requirements, which would in most cases preclude thetype of dense development that already exists along in much of the South Broadway corridor.

With this dynamic in mind, the plan recognizes that much of the Lawrence Street area is residential, and recommends that primarily residential areas remain zoned as such. It will be important for future development within the neighborhood, however, to ensure that mixed use is able to be reconstructed as-ofright where it currently exists, and to be expanded in key areas where such designations make sense. One of the most important of those areas is the South Broadway corridor.

The South Broadway rezoning helped set the stage for this sort of dense, walkable and mixe-use development along South Broadway from the border with New York City to downtown Yonkers. In the Lawrence Street area, that rezoning manifests in the form of two different subdistricts - the Central Subdistrict and the Core Subdistrict. The map at right, which was included in the rezoning resolution, outlines the extent of those districts in the Lawrence Street area.

Central Subdistrict This subdistrict is in effect for most of South Broadway from Caryl Avenue to Randolph Street, and then on the west side of South Broadway from Randolph Street to Morris Street. It carries several urban design requirements that are important to the fabric of corridor.

Those include: (a) Front yard setback: none required (b) Side yard setback: none required (c) Rear yard setback: 10 feet for commercial (d) Side front yard setback: none required (e) Build-to line: New structures shall be required to meet the average street build-to line of the adjacent structures (f) Floor area ratio: 4.0 (g) Height: 40 feet (h) Lot area, minimum: none required (i) Lot width: none required (j) Maximum lot coverage: 90% Importantly, no front yard setback is required and structures are required to match the average build-to line of existing adjacent buildings, which means that new developments will often be built all the way up to the sidewalk. This helps retain the building frontage consistent with a historically walkable, mixed-use corridor like South Broadway.

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6 - 23

Again, however, the notable omissions from this subdistrict are the allowance of mixed use in new developments and the failure to address pre-existing off-street parking requirements within the code.

The floor area ratio (FAR) and other requirements are fairly abstract and difficult to imagine as implemented in the real world, so figure 1 provides a visualization of a fully built-out structure on a theoretical 100’ x 100’ lot.

It is important to note that this visualization is represents how a new development in the Core Subdistrict of South Broadway could look without the accompanying offstreet parking requirements.

In effect, the result is a 40’ tall structure with a total floor area of 36,000 square feet that takes full advantage of the permitted density. While such a build-out would surely differ if actually constructed, it is important to show that the density of development allowed under the South Broadway rezoning is supportive of the walkable urban environment that has emerged as a goal of this plan.

Core Subdistrict Within the study area, the Core Subdistrict requirements are in effect on the east side of South Broadway from Randolph Street all the way past the northern tip of the Figure 1 - Central Subdistrict Buildout Example

LAWRENCE AREA NEIGHBORHOOD PLAN 6 - 24

study area at the intersection of South Broadway and McLean.

The regulations within the Core Subdistrict are similar to those in the Central Subdistrict, with a few differences: (a) Front yard setback: none required (b) Side yard setback: none required (c) Rear yard setback: 10 feet for commercial, 25 feet for residential (d) Side front yard setback: none required (e) Build-to line: New structures shall be required to meet the average street build-to line of the adjacent structures (f) Floor area ratio: 3.0 (g) Height: 50 feet base, 80 feet maximum (15’ setback after 55’) (h) Lot area, minimum: none required (i) Lot width: none required (j) Maximum lot coverage: 90% The most important difference is the lower FAR of 3.0 coupled with the higher height limit. For new developments, this combination will result in a more tower-like structure with a setback at 50,’ an example of which can be found in figure 2. Again, this visualization is

This plan recommends allowing as-of-right mixed use developments that approximate the density represented in the figures 1 and 2. As per the preceding recommendations overview map, these types of developments should be be permitted along South Broadway while retaining the underlying tenets of the corridor’s recent rezoning, as well as at select locations along McLean Avenue and Lawrence Street. The underlying density and bulk requirements of the “A” and “BR” districts that occur along these streets could remain unchanged.

The small stretches of McLean Avenue that are recommended for mixed use were selected for their proximity to proposed trail and transit hubs. The mixed

use along Lawrence Street is recommended based upon the street’s existing mixed use near South Broadway, as well as its envisioned role as a bicycle- and pedestrianoriented connector between the Lawrence Street trail hub and the South Broadway corridor.

URBAN CORRIDORS RECOMMENDATIONS In order to achieve this, the plan recommends that the City consider the following zoning code adjustments along South Broadway and selected stretches of McLean Avenue and Lawrence Street: • •

RECOMMENDATIONS

produced as the density that could be achieved without the accompanying off-street parking requirements.

Parking requirements or mixed use are not addressed in this subdistrict, either.

Modify, reduce, or eliminate off-street parking requirements as appropriate.

Incorporate elements of the City of Yonkers’ existing mixed use district (“D-MX”) to allow as-of-right mixed use.

Figure 2 - Core Subdistrict Buildout Example

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TRAIL-ORIENTED ZONING More activity along the proposed trail is desirable to facilitate use, security, and community interactions.

To this end, stakeholders and residents in the Lawrence Street area have identified a more active trail environment as a goal.

One way to facilitate such an environment is to zone for trail-supportive on properties adjacent to the property.

This sort of development can take many forms, including the sort of intensive trail-oriented housing development that has been occurring along the Midtown Greenway in Minneapolis. It could also be something as simple as an accessory dwelling unit in the rear of a property that is oriented towards the trail. In particular, both extremes provide ”eyes on the trail” for additional safety.

Although the Lawrence Street area is unlikely to experience enough development pressure to make it necessary to plan for the scale of housing along the Midtown Greenway, updating the zoning to allow for accessory dwelling units in the rear of properties adjacent to the trail could provide some of the above benefits in accordance to a scale appropriate to the Lawrence Street area.

Trail-supportive uses such as small food or retail kiosks could enhance trail activity as well, and offer income potential for residents interested in such ventures.

TRAIL SUPPORTIVE ZONING RECOMMENDATIONS To make this possible, the plan recommends that the City act upon the following:

LAWRENCE AREA NEIGHBORHOOD PLAN 6 - 26

•

A proposal for a “Trail-Oriented” zoning overlay be developed for the parcels indicated in the recommendations overview map. This overlay should include: 1. A requirement that accessory units front the trail to the extent possible.

2. Bulk and density controls for the accessory units that will help retain the character of the existing built environment.

3. Allowances for the construction of direct non-motorized access points to the trail from the rear of the affected parcels.

4. Allowance for small-scale, trail-supportive uses.

AFFORDABLE HOUSING A recently-implemented overlay to the City’s zoning code, the “Affordable Housing Ordinance,” has sought to improve the availability and distribution of affordable housing units throughout the City of Yonkers. This overlay applies to D-MX, UR-LD, UR-MD, UR-HD, SBD (South Broadway District), M, MG, B, A and BA zones.

These zones make up the majority of the Lawrence Street area, so this overlay in turn affects the majority of the community.

The ordinance stipulates that in any new development of 20 residential units or greater shall provide a certain percentage of affordable housing units within that development, incorporating a range of area median incomes (AMI) as the measure of “affordable.” This spectrum ranges from 30% on the low end, to 100% on the high end. Small multi-family developments are required to contain at least one affordable unit of between 40% to 65% AMI. The Affordable Housing Ordinance is adminstered by the Affordable Housing Trust Fund Committee (AHTFC), which is comprised of the following members: • • • • •

Mayor of the City of Yonkers, or his/her designee Deputy Mayor of the City of Yonkers, or his/her designee Commissioner of Planning and Development of the City of Yonkers, or his/her designee Majority Leader of the Yonkers City Council, or his/her designee Minority Leader of the Yonkers City Council, or his/her designee.

The AHTFC votes on matters regarding the Affordable Housing Ordinance, and controls the Affordable Housing Trust Fund. Developers have the option to pay into the fund in lieu of providing affordable units, subject to a simple majority of the AHTFC. Inclusionary housing density bonuses and off-street parking requirement reductions are available to developers as well. The density bonus amounts to 4 additional market rate units per each affordable housing unit that exceeds the minimum, up to a maximum of 40 additional market rate units. The parking reduction brings the residential off-street parking requirement down to 1 space per unit regardless of number of bedrooms, and applies to affordable units intended for residents between 40% and 80% of the AMI.

The full Affordable Housing Ordinance is laid out in the appendix for further reference.

The Affordable Housing Ordinance is a new overlay that has not yet seen much activity or use. Given the community’s frequent expression of its desire for affordable housing throughout the planning process, this ordinance represents an important opportunity for new development to incorporate housing that is in accordance with those wishes.

AFFORDABLE HOUSING RECOMMENDATIONS To ensure the Affordable Housing Ordinance is implemented to its full potential within the Lawrence Street area, the plan recommends that: •

•

The community and stakeholders like Groundwork Hudson Valley communicate to the AHTFC the need for affordable housing in the Lawrence Street area, in order to address concerns of “undue concentration” of low-income residents while still providing adequate affordable housing choices in the neighborhood.

The City consider further reducing the offstreet parking requirement for affordable housing to incentivize development under this ordinance.

PROGRAMS In order to support the community, policy changes, and infrastructure that is built, several programs should be implemented. Programs can provide encouragement and education to both the young and old within the community.

COMMUNITY CENTER One of the most common outcomes from discussions with community members was the lack of the community center. As previously discussed, the community center is proposed to be located in place of the former Lowerre Train Station and will provide restrooms and amenitites for trail and community garden users.

RECOMMENDATIONS

However, in its attempts to evenly distribute affordable housing and prevent an “undue concentration” of low-income residents in a given neighborhood, the Affordable Housing Ordinance may attempt to limit the number of affordable units developed in Census tracts where the number of low-income residents comprises more than 50% of the population. While a worthwhile goal overall, this dynamic could stymie the development of affordable housing under this ordinance in the Lawrence Street area.

The community center will also provide a central location for community activities. If constructed with several classrooms, the center can be used for a range of youth programs as well as adult classes.

PUBLIC ART PROGRAMS Art in the community can take different forms and public art can be greated through many methods. Several public art programs are recommended to reach a broad audience.

Building Murals Local artist should be required to become part of a mural program. To create the appearance of eyes on the trail and eyes on the streets, murals should be of people, including mimicing windows with people in them. The program can be constructed so building owners can apply for or request a mural for their building.

Street Painting Street and intersection painting are ways to beautify the neighborhood while also providing traffic calming and a sense of community. Official programs are typically set up with an approval process for the plan sketch and the materials. Paintings can last as little as a week to many months.

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PROGRAMMED EVENTS Events along the trail will help increase public awareness of the trail, thereby bringing more people to the trail.

Efforts should aim at raising public awareness while increasing support for the trail. Events might include a daylong trail clean up or a series of short walks led by long-time residents or local leaders.

Graffiti Contests By providing a spot light on graffiti artists and a designated location for their art, this can reduce vandalim along the trail and around the neighborhood.

Contests can be held once or twice a year, where artists have a certain time frame and location to complete their work and then the community votes on the bests one.

The wall can be cleaned or painted white for the next contest.

Youth Art Programs Youth art programs can be great after school or summer activities. Youth can be involved or even lead the art activities like the building murals or intersection painting. Another piece of public infrastructure could be specifically dedicated to the local youth program, such as lighting poles or utility boxes.

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VOLUNTEER TRAIL STEWARDSHIP PROGRAM In the interest of helping the municipality meet challenges with operations and maintenance of current and future trail systems, a volunteer trail stewardsâ&#x20AC;&#x2122; (VTS) program can be established to coordinate regular maintenance activities. Volunteers act as eyes and ears on the ground, aiding jurisdictions in monitoring trail usage and performing light maintenance duties on local trails. The program can train stewards to report back on trail conditions after each walk, provide trail information to other users, help prioritize maintenance needs requiring immediate versus long-term attention, and organize periodic maintenance days to improve the trail environment. The primary goal of a VTS program is to get neighbors and frequent users of trails involved in the daily operations and maintenance of their local trails. A VTS program may serve as an effective tool in the future for enabling the development of new trails by addressing concerns over the ability of an agency to meet the burden of additional operations and maintenance demands and costs.

TRAIL BROCHURES Management agencies may consider developing, printing, and distributing brochures. Content may include safety information; maps of existing and planned trails, walkways, bikeways, and other trail related facilities; and information encouraging more local trips by foot or bicycle. Maps should include transit stops to demonstrate how people might walk or bicycle to transit. Brochures should be available at trailheads, City Hall, libraries, community centers and local bicycle shops.

6.2

IMPLEMENTATION MATRIX

The matrix beginning on the opposite page details the recommendation items from this chapter, and can be used as a guide for project prioritization and implementation. The table also describes organizational entities that should ideally participate in each project, and provides a general guide to the cost of each effort.

The estimated cost ranges are as follows: $ = less than $10,000 $$ = $10,000 to $50,000 $$$ = $50,000 to $150,000 $$$$ = greater than $150,000

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Westchester County DOT, Groundwork Hudson Valley, Mayor’s Office

Relevant City Departments, South Broadway BID, Groundwork Hudson Valley, NYSDOT, FHWA Westchester County DOT, Groundwork Hudson Valley, NYSDOT Relevant City Departments, Groundwork Hudson Valley, Westchester County DOT Groundwork Hudson Valley

Groundwork Hudson Valley

City of Yonkers City of Yonkers Westchester County DOT

City of Yonkers

City of Yonkers City of Yonkers

City of Yonkers

Trail Access

Van Cortlandt Park Trail Access / Connection

Install Bicycle / Pedestrian Improvements & Streetscape Enhancements

Install Traffic Calming

Trail Hubs

Lowerre Station Community Center

Local Dog Park

Groundwork Hudson Valley, NYC Department of Parks & Recreation

Groundwork Hudson Valley, NYSDEC, Mayor’s Office

City of Yonkers

Construct Multi-Use Trail

Purchase parcels at 122 Bruce Ave and develop as a dog park.

Provide access points to and from the proposed trail in recommended areas (see recommendations map).

Coordinate with the recent Van Cortlandt Park master plan to ensure the construction of “gateway” access to the trail to and from NYC’s Van Cortlandt Park.

Improvements recommended for South Broadway, Lawrence Street, and identified priority routes (see recommendations map).

To be installed at the proposed rail trail’s intersection with Caryl Ave, Lawrence Street, Radford St, and McLean Ave. Should occur in conjunction with trail construction, or shortly thereafter in the case of more complicated intersection configurations.

Construct the public aspects of each of the trail hubs. This includes trail access and amenities. Encourage and support trail oriented development within these areas.

Construct a community center that also doubles as a trail amenity. This community center will support current and new local programs.

Phase one of proposed rail trail, spanning from Van Cortlandt Park to McLean Ave.

RECOMMENDATIONS

$$

$$$$

Long Term (5 – 10 years)

Medium Term (3 – 5 years)

$$ $$$

$$$

Short / Medium Term (1 – 5 years)

Medium Term (3 – 5 years)

$$$$$$$

$

$$

$$$$

Medium Term (3 – 5 years)

Short Term (1 – 2 years)

Short Term (1 – 2 years)

Short Term (1 – 2 years)

Study Potential for ‘AfterHours’ Bus Routes / Schedules

Install Enhanced Transit Stations & Develop Improved Bus System ‘Branding’

Install Bicycle Racks on Buses

City of Yonkers

Groundwork Hudson Valley

Westchester County DOT

Westchester County DOT

Groundwork Hudson Valley, South Broadway BID

Relevant City Departments, Westchester County DOT, FTA

City of Yonkers, Groundwork Hudson Valley, FTA, South Broadway BID

Relevant City Departments, Groundwork Hudson Valley, FTA, MTA

Recommended in the following study area zoning districts: A, M, and South Broadway District (SBD).

The findings of the Lawrence Area Neighborhood Plan could serve as a good rationale for undertaking this study.

To be implemented at recommended locations (see recommendations map).

Consider initially installing only on routes that serve the study area as a pilot program to gauge usage.

Medium Term (3 – 5 years)

Short Term (1 – 2 years)

Long Term (5 – 10 years)

Long Term (5 – 10 years)

Short Term (1 – 2 years)

$

$

$$

$$$ $$$$

$$

Reduce Off-Street Parking Requirements

Recommended at key locations along South Broadway and McLean Ave (see recommendations map).

City of Yonkers

Groundwork Hudson Valley, South Broadway BID

Enable As-of-Right Mixed Use

$ Groundwork Hudson Valley

Medium Term (3 – 5 years)

City of Yonkers

Recommended along the proposed trail (see recommendations map).

Develop a Trail-Oriented Zoning Overlay

Affordable Housing Trust Fund Committee, Relevant City Departments

$

Groundwork Hudson Valley

Ongoing

Work to Support the Affordable Housing Ordinance

Community Partners & Stakeholders, Relevant City Departments

$

Groundwork Hudson Valley

The community and Groundwork Hudson Valley can work to ensure that this ordinance achieves a positive impact on the neighborhood.

Create a public art program that allows all members of the community to participate including local artists, residents and youth.

Specific programs can include building murals, intersection painting, graffiti contests, and utility painting.

Continue to focus on and grow area youth programs. These programs can be focused around art, trail stewardship, and sports activities in the local parks.

Ongoing

Public Art Program

Community Partners & Stakeholders, Relevant City Departments

$

Groundwork Hudson Valley

Ongoing

Lawrence Area Youth Programs

LAWRENCE AREA NEIGHBORHOOD PLAN

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