1. PELHAM PARKYWAY - DYRE AVENUE STATION

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1 SUBWAY-SIDEWALK INTERFACE PROJECT. PELHAM PARKYWAY - DYRE AVENUE STATION. LOCATION The Pelham Parkway station on the Dyre Avenue line provides access to the 5 train. The station is centered on a grassy median between the travel lanes on the Esplanade just north of Pelham Parkway North. Within the station building are two commercial spaces, one of which is vacant. THE BRONX Pelham Pkwy. (5) MANHATTAN! QUEENS.2 AREA TRANSPORTATION FACILITIES The largely residential area of Allerton and Pelham Gardens is served by mass transit, a bicycle greenway and facilities for motor vehicles. STATEN ISLAND BROOKLYN The 5 subway line runs from near the Westchester border, through the Bronx, down Manhattan s east side to Brooklyn. Approximately one and a half miles south of the station, at 8 th Street, the Dyre Avenue Line intersects with the White Plains Road line. The White Plains line, located about a mile west of the station, also has a station at Pelham Parkway. The Bx2 and the Bx8 buses run in proximity to the station. The Bx2 bus line runs west from Pelham Bay Park to the Inwood section of Manhattan, along Pelham Parkway and Fordham Road. The Bx8 runs south along Williamsbridge Road from 226 th Street and terminates at Locust Point, in the South Bronx. Pelham Parkway, a major east-west connector in the Bronx, has malls between its travel lanes with a dedicated bicycle and walking path. Laconia Avenue, a north-south roadway, is a recommended bicycle route that joins with Pelham Parkway near the station. Pelham Parkway, White Plains Road, Willamsbridge Road, Eastchester Road and Gun Hill Road are all local truck routes. In addition, the Bruckner Expressway, east of the station is a through truck route. These arterials, along with Boston Road, carry significant automobile traffic through the area.

2 EXISTING CONDITIONS This map illustrates the various types and locations of the surrounding transportation facilities WILLIAMSBRIDGE NORWOOD PLAYGROUND # Gun Hill Rd GUN HILL RD BOSTON RD CO-OP CITY HAFFEN PARK EDFORD PARK # BOTANICAL GARDEN BRONX RIVER PY WHITE PLAINS RD OLINVILLE ALLERTON AVE WILLIAMSBRIDGE RD EASTCHESTER GARDENS Gun Hill Rd BAYCHESTER PELHAM GARDENS HAM UNIVERSITY FORDHAM RD BRONX PARK BRONX AND PELHAM PKWY Pelham Pky PELHAM PARKWAY Pelham Parkway (5) PELHAM PARKWAY WILLIAMSBRIDGE RD EASTCHESTER RD PELHAM BAY PA SOUTHERN BL BRONXDALE PELHAM BAY WEST FARMS VAN NEST PARKCHESTER MORRIS PARK WESTCHESTER SQUARE WESTCHESTER AV.25 Miles 8 N.5 BRUCKNER EXPWY PELHAM PARKWAY STATION SUBWAY LINES AND STATIONS METRO-NORTH TRACKS OTHER PROJECT SITES TRUCK ROUTES METRO-NORTH STATION 2

3 SE SUBWAY-SIDEWALK INTERFACE PROJECT 2. SECONDARY STUDY AREA COLDEN AV WARING AV ASTOR AV LURTING AV WILLIAMSBRIDGE RD LACONIA AV MACE AV YATES AV HERING AV ESPLANADE TENBROECK AV PEARSALL AV Pelham Pky THROOP AV BOUCK AV The secondary study area includes the quarter-mile radius (or an approximate five-minute walk) surrounding the Pelham Parkway station. Roughly, this includes the area from Mace Avenue to Pelham Parkway South and from Colden Avenue to Bouck Avenue. PELHAM PKWY N PELHAM PKWY PELHAM PKWY S PAULDING A LYDIG AV NARRA 2. POPULATION DATA The population pie chart shows the age distribution of residents in census tracts that intersect the secondary study area as reported by the 99 US Census. The total population of the area was 5,55. There was a larger percentage of people over the age of 65 in this area (24%) than in New York City as a whole (3%). Similarly, on the other end of the spectrum, 2% of the population was under 2, which was about nine percentage points lower than the city as a whole. The number of people between the ages of 22 and 64 was 56%, approximately three percentage points less than the city as a whole. AGE DISTRIBUTION: 99 Age/Years % of Population % 5.% 65+ (23.9%) -2 (2.%) % % % % % % % % (56.9%) 3

4 EXISTING CONDITIONS 2.2 JOURNEY TO WORK The Journey to Work chart presents the distribution of modes of transportation across commuters living in census tracts that intersect a quarter-mile radius of the Pelham Parkway station on the Dyre Avenue line. These data were taken from the 99 US Census. In these census tracts, single-driver car, truck, and van use was the preferred mode of access to work; these trips accounted for 37% of the total. Subway, bus, car pool, and walking accounted for most of the other trips. Commuters who took the subway accounted for 2%, while 3% of commuters traveled by bus. Another 3% car pooled, and an additional 3% walked to work. The remaining four percent of commuters traveled to work by other means of transportation. Compared with New York City as a whole, more people in the study area used motor vehicles and fewer rode the subway. The 2% of people who used the subway in the secondary study area was 7 percentage points less than the city as a whole. On the other hand, 37% of people drove to work alone and 3% car pooled, while citywide 24% of people drove alone and nine percent car pooled. The proportion of bus trips was similar to the entire city s proportion. Reverse Journey to Work data indicate the number of people who commuted to work in the study area from somewhere else. Private motor vehicles dominated: 59% of reverse commuters traveled to work by car pooling or driving a car, van, or truck alone. Only 3% took the subway, while 6% of commuters took the bus. Walking accounted for nine percent, while three percent traveled by other means of transportation. JOURNEY TO WORK: 99 Pelham Parkway Secondary Study Area Car, Truck, or Van Subway or Elevated Bus or Trolleybus Carpool Walked Taxicab Worked at Home Railroad Other Bicycle Daily Number of Trips Journey to Work Reverse Journey to Work 4

5 SUBWAY-SIDEWALK INTERFACE PROJECT 2.3 MODE OF ACCESS TO SUBWAY STATION According to the MTA s 99 survey of riders, 79% of people walked to the Pelham Parkway station, while 2% traveled by vehicle to the station. Out of those who traveled by vehicle, 9% drove, eight percent took the bus and one percent took a taxi. When the station is compared to others, an unusually high percentage of riders accessed the station by automobile. 2.4 LAND USE Two commercial properties are located inside the station and a grassy lawn stretches out around the building. Most of the property fronting this lawn is residential, however, there are a few mixed-use and commercial buildings scattered around the station. In addition, a small medical facility is located on the corner of Pelham Parkway North and Esplanade. While most of the surrounding area is low density residential, there are several public facilities, in the secondary study area including a high school and the New York Institution for the blind. RESIDENTIAL COMMERCIAL RESIDENTIAL /COMMERCIAL OPEN SPACE /PARKS PUBLIC FACILITIES INDUSTRIAL TRANSPORTATION / UTILITY PARKING This map shows the existing land use conditions for the secondary study area VACANT 5

6 EXISTING CONDITIONS 2.5 ZONING AND DEVELOPMENT The area directly around the station is zoned R3-2 which allows for low density, multiple dwelling residential development. These buildings are usually two stories and include required parking. There is a R6 zone that begins to the west of Williamsbridge Road that permits medium density residential development, usually from three to 2 stories. Currently, there are no Uniform Land Use Review Process (ULURP) applications pending or other land use issues being considered by the City Planning Commission within a quarter mile of the Pelham Parkway station on the Dyre Avenue line. 2.6 ORGANIZATIONS AND ON-GOING PROJECTS Currently, there are no on-going projects or organizations that impact the study area. 6

7 YATES AVE SUBWAY-SIDEWALK INTERFACE PROJECT 3. PRIMARY STUDY AREA The primary study area includes the intersection of Pelham Parkway North, Williamsbridge Road, Laconia Avenue, and Esplanade; the intersection of Astor Avenue, Yates Avenue and Esplanade; and the median in between the two intersections. The following section describes the existing conditions at the subway entrance; the physical conditions of its roadways, crosswalks, and sidewalks; and traffic conditions. The usage of the Pelham Parkway (Dyre Avenue line) station has grown recently: the number of registrations in 998 6,43 was 2% higher than the 997 registration. The station s 998 registration made it the 63 rd most used station in the Bronx. ASTOR AVE ESPLANADE ESPLANADE WILLIAMSBRIDGE RD LACONIA AVE PELHAM PKWY NORTH 7

8 EXISTING CONDITIONS 3. STATION ENTRANCES There is only one station entrance to the Dyre Line at the Pelham Parkway station. This entrance is located in the median along Esplanade, about 2 feet from Pelham Parkway North. The median is grassy open space with the exception of the sidewalks along the side of the median and the area directly in front of, and behind, the station. The station entrance is housed in a one story building which houses two commercial spaces. One is presently unoccupied, while the other is occupied by a real estate agency. The doorway to the station is 7 feet wide. The station entrance viewed from the median The northern end of the station. 8

9 SUBWAY-SIDEWALK INTERFACE PROJECT 3.2 STREETS ADJACENT TO THE STATION EN- TRANCES The two intersections in the primary study area are irregularly configured. Laconia Avenue and Pelham Parkway meet at roughly a right angle, but Esplanade meets the intersection at a diagonal. Williamsbridge road meets Pelham Parkway North at a diagonal about 3 feet from Laconia Avenue. The intersection on the northern end of Esplanade is similar in configuration. Yates Avenue meets Astor Avenue at approximately a right angle with Esplanade running diagonal to the street grid. Eastern roadway of Esplanade with median 3.2. Roadways The Esplanade is approximately 5 feet wide including the median. The roadway has one northbound lane and one southbound lane and both roadbeds are 24 feet wide. While no parking regulations are posted on the outside of these roadways, in practice this area is used for parking. Parking is prohibited along the median and in front of the hospital on the southeast corner. Pelham Parkway North is approximately 6 feet wide east, and 2 feet wide west of the Esplanade. There is a no parking zone at the hospital on the corner of the Esplanade and Pelham Parkway North. The northern median of Pelham Parkway accomodates a multi-use trail for both bicyclists and pedestrians. The view looking at Pelham Parkway North from the traffic triangle Astor Avenue is just over 4 feet wide and has two through lanes separated by double yellow lines. Parking lanes exist on both sides of the street. Laconia Avenue is approximately 38 feet wide with parking lanes on both side of the street. However, the street narrows about 34 feet at Pelham Parkway North. No parking is permitted between Pelham Parkway and Pelham Parkway North on Laconia Avenue. A large school drop off zone is located on the western side of the street across from the station building. The street is a recommended bicycle route according to the New York City Bicycle Master Plan. Laconia Avenue, where it intersects the western side of Esplanade 9

10 EXISTING CONDITIONS Sidewalks Most sidewalks in the study area are narrow, and are about eight to ten feet wide. The effective sidewalk width is narrowed to roughly five to seven feet in some locations due to parkway and planting space on the outside of the curb. In front of the station, the sidewalks widen to form a 4 foot by 6 foot concrete plaza. This plaza has a bike rack, but no other street furniture. Behind the station, there is a smaller concrete plaza which also has no street furniture. The traffic triangle formed by Esplanade and Williamsbridge Road at Pelham Parkway North is paved over and has some trees and a monument. Looking south, along the east side of Esplanade Crosswalks Neither of the main intersections in the primary study area have crosswalks. The only crosswalk in the study area exists at the corner of Williamsbridge Road and Pelham Parkway North. The irregular geometry at the intersection of the Esplanade, Laconia Avenue and Pelham Parkway North forms an unusually wide roadbed for crossing pedestrians. The southern curb of the Esplanade s grassy median extends towards Pelham Parkway North. However, the median cannot be used as a pedestrian refuge for persons walking on Pelham Parkway North as they cross Laconia and the Esplanade, because the median lies north of the regular walking path. The crossing distance along the northern side of Pelham Parkway North at this intersection is approximately 8 feet. Curb cuts lead pedestrians through the intersection of Pelham Parkway North, Laconia and Esplanade, but there are no designated crossing areas. The curb cuts along the northern side of Pelham Parkway North, where it crosses Esplanade and Laconia, are not aligned with the curb cuts on the other side of the intersection. Therefore, these curb cuts lead pedestrians into the intersection without a clearly demarked path to the other side. Pedestrians traveling to and from the station are likely to walk on the sidewalks adjacent to the Espalande s grassy median. The distance from the southern tip of the median to the southern side of Pelham Parkway North is 7 feet curb to curb. This is wider than the typical distance required to cross Pelham Parkway North which is 3 to 4 feet. Crossing Pelham Parkway North, there are no crosswalks and the roadway is very wide There are no crosswalks at the intersection of Laconia Avenue, Esplanade and Pelham Parkway North

11 SUBWAY-SIDEWALK INTERFACE PROJECT Lighting The standard Cobra Head luminaries are used throughout the study area. The lights are uniformly distributed along the western curb of Esplanade and the main intersection of Esplanade, Williamsbridge Road, and Pelham Parkway North. The eastern side of Esplanade has less lighting. The area around the station entrance did not have pedestrian scale lighting. ASTOR AV WILLIAMSBRIDGE RD 4 9 ESPLANADE HERING AV 3.3 TRAFFIC 2 PELHAM PKWY N 3.3. Automobile The majority of traffic that flows throughout the study area is along Pelham Parkway. Some of this traffic overflows on to Pelham Parkway North during busy hours, but for the most part the study area is uncongested. Within the primary study area, the majority of accidents () occurred where the Esplanade and Laconia Avenue intersect Pelham Parkway North. In addition, four accidents occurred at the intersection of Astor Avenue and Laconia Avenue between 996 and 998, inclusive. # # LACONIA AV PELHAM PKWY Total accidents that occurred at an intersection ( ) Total accidents that occurred mid-block ( ) Bus Bus traffic is concentrated along Pelham Parkway where the Bx2 runs frequently. The Bx8 travels along Williamsbridge road, where many children were observed waiting for both the southbound and northbound buses after school. Bus service in the area was observed to cause little conflict with pedestrians or automobiles. The connection between the buses and the school is clear and roadways are wide enough to adequately accommodate buses. However, there is confusion as to how people access the buses from the Pelham Parkway station: there are no crosswalks connecting the station to either bus stop.

12 EXISTING CONDITIONS Pedestrian There is no established crossing pattern in the primary study area. There are no crosswalks leading pedestrians off the median along Laconia Avenue, or crosswalks guiding pedestrians through the intersection of Laconia Avenue, Esplanade, and Pelham Parkway North. Pedestrians crossed the streets at random locations throughout the study area, depending on apparent traffic patterns. Even though there are no crosswalks, crossing movements across Esplanade and across Pelham Parkway North did not appear difficult. The roadways are not wide and the traffic volumes are light. Crossing from the grassy median on the Esplanade is not problematic as there are curb cuts on either end of the median guiding pedestrians. However, it can be more difficult to access points west of Laconia Avenue. The five way intersection of Laconia Avenue, Esplanade, and Pelham Parkway North is confusing for pedestrians. The northern side of the Pelham Parkway North is where # # ASTOR AV WILLIAMSBRIDGE RD LACONIA AV ESPLANADE HERING AV PELHAM PKWY N PELHAM PKWY Pedestrian accidents that occurred at an intersection ( ) Pedestrian accidents that occurred mid-block ( ) the school, station and hospital are, hence this is where most pedestrian traffic exists. The grassy median along Esplanade does not extend into the intersection. People crossing Laconia Avenue at Pelham Parkway North must either walk away from their destination and use the median as a refuge, or walk in a straight line between the east and the west corner, crossing 85 feet of unmarked roadway space. On the southern side of Pelham Parkway North the pedestrian realm is undefined. There is no sidewalk on the parkway, and the traffic triangle offers little protection from cars. The northern portion of the study area also does not have crosswalks to guide pedestrian movement, but the traffic flow in this portion of the study area was observed to be light and the streets are narrow. No pedestrian accidents in the primary study area were reported between 996 and 998, inclusive. Esplanade is much narrower and has less traffic than Laconia Avenue 2 Looking across the intersection of Laconia Avenue, Esplanade, and Pelham Parkway North

13 SUBWAY-SIDEWALK INTERFACE PROJECT APPENDICES APPENDIX : 99 CENSUS DATA Population Data by Age and Census Tract APPENDIX 2: 99 CENSUS DATA Journey to Work - Workers by place of residence Reverse Journey to Work - Workers by place of employment APPENDIX 3: ACCIDENT DATA Accidents by Node/s APPENDIX 4: SIGNAL TIMING DATA APPENDIX 5: INVENTORY OF EXISTING CONDITIONS 3

14 EXISTING CONDITIONS APPENDIX : 99 CENSUS DATA Population data by age Tract Total -5 yrs 6- yrs 2-6 yrs 7-2 yrs yrs yrs 7-74 yrs yrs 8-84 yrs 85+ yrs People Percent % 6.% 5.% 3.6% 5.3% 56.% 6.% 5.% 5.2% 3.9% 3.8% Pelham Pky Source: US Bureau of Census, 99, STF 3 4

15 SUBWAY-SIDEWALK INTERFACE PROJECT APPENDIX 2: 99 CENSUS DATA Journey to Work - Workers by place of residence Boro & Census tract Total Percent Car, Truck, or Van % Carpool % Bus or Trolleybus % Streetcar, Trolleycar.% Subway or Elevated % Railroad % Ferryboat.% Taxicab % Motorcycle 6 6.3% Bicycle 6 6.3% Walked % Other Means % Worked at Home % Reverse Journey to Work - Workers by place of employment Boro & Census tract Total Percent Car, Truck, or Van % Carpool % Bus or Trolleybus % Streetcar, Trolleycar % Subway or Elevated % Railroad % Ferryboat.% Taxicab % Motorcycle.% Bicycle 3 3.3% Walked % Other Means % Worked at Home % Source: US Bureau of Census, 99, STF 3 5

16 EXISTING CONDITIONS APPENDIX 3: Node/s Year Accidents 4 Reportable 2 Fatalities Injuries 2 Pedestrians Accident Data yr total Accidents by node/s yr total yr total yr total yr total yr total 6

17 SUBWAY-SIDEWALK INTERFACE PROJECT Intersection ASTOR AVE AND LACONIA AVE ASTOR AVE AND LACONIA AVE ASTOR AVE AND LACONIA AVE ASTOR AVE AND LACONIA AVE LACONIA AVE BETWEEN PELHAM PKWY N AND ASTOR AVE LACONIA AVE BETWEEN PELHAM PKWY N AND ASTOR AVE LACONIA AVE BETWEEN PELHAM PKWY N AND ASTOR AVE LACONIA AVE BETWEEN PELHAM PKWY N AND ASTOR AVE ESPLANADE AND LACONIA AVE AND PELHAM PKWY N ESPLANADE AND LACONIA AVE AND PELHAM PKWY N ESPLANADE AND LACONIA AVE AND PELHAM PKWY N ESPLANADE AND LACONIA AVE AND PELHAM PKWY N ASTOR AVE AND ESPLANADE ASTOR AVE AND ESPLANADE ASTOR AVE AND ESPLANADE ASTOR AVE AND ESPLANADE BRONX AND PELHAM PKWY AND ESPLANADE AVE BRONX AND PELHAM PKWY AND ESPLANADE AVE BRONX AND PELHAM PKWY AND ESPLANADE AVE BRONX AND PELHAM PKWY AND ESPLANADE AVE ESPLANADE BETWEEN ASTOR AVE AND PELHAM PKWY ESPLANADE BETWEEN ASTOR AVE AND PELHAM PKWY ESPLANADE BETWEEN ASTOR AVE AND PELHAM PKWY ESPLANADE BETWEEN ASTOR AVE AND PELHAM PKWY Source: New York State DOT Local Accident Surveillance Project 7

18 EXISTING CONDITIONS APPENDIX 4: SIGNAL TIMING DATA Note: The Pelham Parkway-Dyre Avenue study area does not have signalized intersections; therefore, data is not available. 8

19 YATES PELHAM PARKWAY DYRE LINE DEPARTMENT OF CITY PLANNING TRANSPORTATION DIVISION 2 LAFAYETTE, RM 2 NEW YORK, NY ASTOR AV ONE WAY DO NOT ENTER ONE WAY NO PARKING ANYTIME ONE WAY DO NOT ENTER 25 5 INCH=5 FEET SURVEYED: MARCH 4TH, 2 MAPPED: MAY 3TH, 2 SUBWAY ENTRANCE TREES DRIVEWAY / CURB CUTS GRASS NO PARKING ANYTIME ESPLANADE T STREET LIGHT TRASH CAN NEWSPAPER BOX SIGNAGE NO PARKING ANYTIME M PARKING METER ESPLANADE P MB FIRE HYDRANT PHONE MAIL BOX BOLLARD N LAC T ONE WAY STREET SIGNS NO PARKING ANYTIME NO PARKING ANYTIME BIKE SIGN

20 NO PARKING ANYTIME NO PARKING ANYTIME ESPLAN PELHAM PARKWAY DYRE LINE DEPARTMENT OF CITY PLANNING TRANSPORTATION DIVISION 2 LAFAYETTE, RM 2 NEW YORK, NY ESPLANADE T STREET SIGNS 25 5 INCH=5 FEET SURVEYED: MARCH 4TH, 2 MAPPED: MAY 3TH, 2 SUBWAY ENTRANCE NO PARKING ANYTIME AHEAD LACONIA AV ONE WAY NO PARKING ANYTIME BIKE SIGN NO PARKING 8:AM TO 4:PM M-F TREES DRIVEWAY / CURB CUTS GRASS STREET LIGHT STREET CLEANING :AM TO 2:PM THURSDAY STREET SIGN NO PARKING 8:AM TO 4:PM M-F T TRASH CAN WILLIAMSBRIDGE RD STREET SIGNS SIGN NO PARKING ANYTIME DO NOT ENTER CLEAN UP AFTER YOUR DOG NEWSPAPER BOX SIGNAGE NO PARKING ANYTIME CLEAN UP AFTER YOUR DOG PELHAM PKWY N M PARKING METER FIRE HYDRANT P PHONE SNOW ROUTE NO STANDING ANYTIME ONE WAY STREET SIGN MB MAIL BOX BOLLARD N