NEW YORK METROPOLITAN TRANSPORTATION COUNCIL

Hudson River Valley Greenway Link

Technical Memorandum #4 Task #4 Final Report Research

October 28, 2009

Submitted By:

with:

Table of Contents

INTRODUCTION 1

A. CORRIDORS TO BE ANALYZED IN FURTHER DETAIL 5

1. All Waterfront Corridor 5

a. Manhattan Segments 5

b. Spuyten Duyvil Railroad Bridge 7

c. Bronx Segment 8

d. Yonkers Segments 10

e. Existing Waterfront Uses 18

f. Existing Waterfront Access Points/Trip Attractors 22

g. Potential/Desired Waterfront Access Points 24

h. Related Yonkers Waterfront Development Projects 26

2. Inland Corridors 28

a. Manhattan Corridors 28

b. Inland Harlem River Crossings 30

c. Bronx Corridors 32

d. Yonkers Corridors 38

e. Inland Scenic Points 44

f. Inland Trip Attractors 44

B. CORRIDORS TO BE ELIMINATED FROM FURTHER CONSIDERATION 47 Hudson River Valley Greenway Link Task 4 Research

INTRODUCTION

The primary goal of the Hudson River Valley Greenway Link project is to align a north/south corridor linking the Old Croton Aqueduct (OCA) Trail in Yonkers with the Hudson River Greenway along the Hudson River at Dyckman Street in Upper Manhattan. In order to begin the process of identifying a preferred corridor, a number of potential alignments have been identified as part of Task 4. These alignments are described herein and will be analyzed in further detail in Task 6.

The goals and objectives outlined in the Task 3 deliverable state a desire for a route that provides for both recreational as well as utilitarian trips. The alternatives described for further analysis are defined to emphasize the link’s function as a greenway, connecting to nature and the waterfront. The project will also define spurs and connectors from the greenway route that will provide connections to other desired destination points such as parks, commercial centers and corridors, transportation hubs, and institutions.

Below is a list of the criteria that were considered in selecting the alternatives to be analyzed in further detail in Task 6.

• Physical proximity to the waterfront • Visual access to the waterfront • Proximity/connectivity to parks, and other recreational areas • Proximity to nature • Traffic volumes • Roadway width • Roadway capacity • Pavement conditions • Steepness/topography • Directness • On‐street parking • Surrounding land use • Proximity/connectivity to employment centers; individual large employers or concentrations of employment. • Proximity/connectivity to commercial facilities ‐ Including shopping centers, malls, large retailers, etc. • Proximity/connectivity to mode transfer – Major points of mode transfer such as transit hubs, railroad stations, connections to other bike routes. • Proximity/connectivity to educational facilities.

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Hudson River Valley Greenway Link Task 4 Research

• Area demographics ‐ Population density and age, household size and type (single family, multifamily). • Appropriateness for both pedestrians and bicyclists

Sources of data and information used to determine a segment’s suitability as a greenway route include: • existing traffic and operational data provided to the project team, • field observations, • public feedback and information received at two workshops, • feedback and information received from the Technical Advisory and Steering committees.

For the purpose of this analysis, corridors have been divided into segments based upon their characteristics. Figures 1 and 2 show an overview of all the corridor segments, each of which is labeled numerically and described in an accompanying call‐out. The segments have been grouped together to form the potential greenway corridors that will be studied in further detail. These corridor alignments are outlined and described below.

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9. Manhattan College Parkway 8. 225th Street/Terrace View Avenue/Marble 6. Broadway - Steep, winding climb, particularly east of Hill Avenue/230th Street/Tibbett Avenue - Elevated subway tracks overhead 7. Broadway 10. Fieldston Road Waldo Ave. to Broadway - East Coast Greenway designated alternate - On-street parking 11. Irwin/Johnson Avenue/Kappock Street H 1. Dyckman Street/Seaman Avenue/218th - Van Cortlandt Park is adjacent to Broadway in the north - Northe nofr Mosholu, 34 feet, parking on both sides residential - Moderate capacity and speeds to Broadway - High traffic volumes - Steep, winding climb D y Aqu Street/Broadway av bound direction - South of Mosholu Avenue, 60' (25' travel lane, 10' grassy - On-street parking by Manhattan College - Recently striped by NYCDOT - High bus volumes; buses stop in the main - Two-way, low-volume, moderate speedseduc ids H C e t on - On-street parking u v - Dyckman StreetS and Seaman Avenue both hie Dr median, 25' traveld lane), residential - 5' sidewalks - Circuitous, but less conflict thana Broadway travel lane. - On-street parking on Johnson AUvenuen A G Ave s O n W A Ave iv ve ra - Ample roadway width o n G i le - High noise levelsa fromlk traffic and trains Claflin e r s one lane in each directionnd with parking on n - Few trees or other greenery o s w it t A G ib s o n P l - “T” intersection in northbound direction eliminates cross traffic rl n P l ay y A both sides, and existing striped bikeve lane on o overhead v 0 W e 10b. Fieldston Road ff e conflictsv in the northbound direction Av P l - Columns from elevated subway in roadway both sides 9of street o u r t e r - A 10-15 foot sidewalks 10a. Waldo Avenue P - Private Street Owned and maintained by 8a. Existing off-road connector path - One lane in each direction between the ir d - 218th Street1 one lane in each direction with k o F C t rv A v - Cobblestone strip with tree pits - Narrow 2-way residentialw street Fieldston Property Owners Association Rese S e d g w ic k e R adjacent to parkinig lot elevated support columns W parking on both sides; possibleo extra y e W (FPOA) S B b b r - Bus layover areas near 261st and 263rd Streets in both - Treelined - One moving or parking lane between the 3. Broadway Bridge e A capacity on sidewalk on northr side on street D a K in v e d directions - On-street Parking h i l column and the sidewalk g s b r id g e T e r g t e - Existing walkways on both sides of the - Broadway, elevated train overhead;h two - Room for striped bicycle facility y id - Low traffic volumes 8 a P o P l A Ba bridge between 2 and 8 feetr wide lanes in each direction with parking on both s H m - Moderate traffic volumes t R 3 l ile e a t h A v b d B r o b y e- Cyclists required to dismounts and walk sides and median a d w 2 A g - Commercial uses line Broadway in the southbound a y B r o a a ve in d w t n bicycles acrossK bridge on walkway - extra capacity on sidewalk toR route cyclists A vdirectione a y y s W a M a n h a t t a n C o l le g e P k w y S C e to eastern walkway of Broadway Bridge t r - Cyclists may ride on the roadway to W I 8 e 7 d g - Car service pick-up and drop-off in southbound direction I o v S 8 t d h 7 cross the bridge, but must be cautious a t r E A R lin 4 6 of metal grating and expansion joints A

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15. 261st Street Riverdale e A r Manhattanv - One lane of traffic in each Station e D 20a. Existing unpaved trail through 12. Henry Hudson Parkway Service Roads S t direction; parking on both sides t a Riverdale Park - Narrow t S - Road narrows west of e - Irregular wide intersections H n Riverdale Avenue - Parking on one side w y a 9 e 22. Rail Corridor - Bronx 5 A m id - Residential s k r c e Begin: Spuyten Duyvil Railroad Bridge - High speeds from traffic exiting Henry Hudson v 13. Mosholu Avenue y i End: Yonkers City Line R - Two-way, low volume, moderate Parkway D speeds - Residential/commercial land use 21. Palisade Avenue 20. Palisade Avenue 2 - Room for striped bicycle facility - No sidewalks - Two-way narrow street - 7' sidewalks - Sidewalk on southbound side 5. Spuyten Duyvil Bridge 4. Henry Hudson Bridge - Low volume, low speeds - Double track swing bridge across the mouth - Quiet, shaded, green - Parallel parking lane on northbound side - West/lower level walkway is currently closed - Low volume, low speeds of the Harlem River for rehabilitation. - Parallells Riverdale Park, dirt path on - Currently has one track on the eastern side - Existing sidewalk is 54 inches wide with a 43 14. Riverdale Avenue (Bronx) southbound shoulder - Used by Amtrakz inch high barrier separating it from roadway traffic. - Riverdale Avenue is two lanes of traffic in each direction, parking 19. 254th Street - A second track was once located on west - Good views of New Jersey Palisades - Connects to an existing four-foot wide concrete 2. Dyckman Street to Inwood Hill Park Waterfront and a concrete median ranging from - Two-way residential street - Pavement condition needs improvement side of bridge sidewalk leading to Kappock Street at the north 9 to 14 feet in width. - Intermittent/narrow sidewalks - Recent discussions in media indicate that to Foot Bridge over Railroad to Inwood Hill (Bronx) approach Park Path to Henry Hudson Bridge - Between 254th and 239th Streets, Riverdale Avenue transitions the second track will be restored in the - Connects to a six-foot wide asphalt pathway 17. Independence Avenue - Existing paved waterfront shared path north of Henry Hudson Parkway (HHP) Service Road East and West. foreseeable future leading to Inwood Hill Park at the south - Wide Street (70') Dyckman Street - Between 239th Street and 230th Street, a mixed use section of - During winter, bridge was observed to be (Manhattan) approach. 18. Independence Avenue - Angled parking on both sides - Existing foot bridge with stairs over tracks into Riverdale consisting of apartment buildings and commercial uses. unstaffed and remained in the closed position - East/upper level walkway is only accessible on - Very narrow, residential street - School parking regulations Inwood Hill Park Generally operates with two lanes in each direction with parking. (accommodating rail traffic) throughout the Bronx side from Kappock Street - No sidewalks - Intermittent striped median - Existing paved park path to Henry Hudson - At 235th Street, Riverdale Avenue, a steep grade change and a the day - A chain link fence and gate prevents access to - Some portions of roadway in poor condition - 15' sidewalks Bridge walkway loss of parking on the west curb (southbound) - Currently no pedestrian access over bridge Manhattan from the east/upper level walkway

N - Not open to motor vehicles between 247th Street and Spaulding Lane

Hudson River Valley Greenway Link Legend 0 0.25 0.5 1 Miles Corridor Segment Characteristics (Bronx/Manhattan) Project Limit Figure 1 31. Hawthorne Avenue 23. Broadway 26. Lamartine Avenue 33. Atherton/Woodworth - Commercial uses line both sides of Broadway - Two-directions south of Herriot; one-way southbound between 25. Riverdale (Yonkers) - One lane in each direction C - One lane in each direction d R d B u o Herriot and Prospect Avenue; one-way northbound north of - Two lanes in each directionve R - One lane in eachR directioniv e r plus left turn pockets - On-street parking ronh both sides l i n t - Industrial and transportation related landS uses Linn A M i ll a S d a w y T - Parking on both sides n A F Prospect Avenue S- On-streeta w parking on both sides s e R - South end of Woodworth cuts through a parking M k w r a v e r s hie Dr e r P k w y - Residential street A r o il l R i v e r P A v e - Arterial with high traffic volumesitc and speeds; - Heavy traffic in downtowni lYl onkersR iv near City Hall and police headquarters v e g S lot - not open to public - low volume Rd D R M - Low traffic volumes t r gate Ritchie r w y a e n L e f higher volumes as approaches downtownG ib s o n P l - Also downtownS a are intersections/interchangesiver Pk withw major regional - Residential with on-street parking i f e r t s R d R r m

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38. Rail Corridor 37. Ludlow Street Begin: Yonkers Bronx Border - Two way street, one lane in each direction, parking on one side 39. Rail Corridor End: South of Glenwood Power Station Begin: Glenwood Power Station 34. Alexander Street - Possible connection to the waterfront - one of the few streets End: JFK Marina - One lane in each direction that crosses the rail tracks - No parking - Light truck traffic from waterfront industrial uses - Moderate traffic - Small warehouses and factories - Downtown area land uses including high-rise residential and ground floor commercial 27. Glenwood Avenue 41. Fernbrook Street - Two way street, one lane in each direction - One lane in each direction with parking on both sides - On-street parking both sides - Waterfront industrial uses: small warehouses and factories, parking - Low traffic volumes lots and work yards - Land uses: high-rise residential, train station - Low traffic volume and low speeds. - Steep, narrow street with no outlet 32. Buena Vista Avenue - Poor connectivity to rest of street network is an issue - Ludlow Street - Mix of residential, active and inactive industrial is the only entry/exit to Fernbrook. Southern portion dead ends - Two-way, low volume, on-street parking - Blocked from actual water access by industrial uses and the County - Views of river and Palisades Sewage Treatment Plant

N .

Hudson River Valley Greenway Link Legend 0 0.25 0.5 1 Old Croton Aqueduct Trail Miles Corridor Segment Characteristics (Yonkers) Figure 2 Project Limit

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! ! ! He D d Rd Bu Co ! Ave nr Aqu avid air R River rh lin t d S 31. Hawthorne Avenue Linn H C 6. Broadway ed so ayf Mill a S 33. Atherton/Woodworth aw ! y 7. Broadway 9. Manhattan College Parkway 8. 225th Street/Terrace View Avenue/Marble v u n M23. Broadway aw ns A Fe R M w Traver hie Dr 10.u Fieldston Road a - Elevated subway tracks overhead 11. Irwin/Johnson Avenue/KappockU Street c SG Av S Pkwy 26. Lamartine Avenue A ro ill R r Pk - Two-directions south of Herriot; one-way southbound between s Ave itc - Van Cortlandt Park is adjacent to Broadway in the north - Steep, winding climb, particularly east of Hill Avenue/230thO Street/Tibbettn Avenue W A laflin Ave niv 1. ADyckmanv Street/Seamanra Avenue/218the ver g - One lane in each direction ive R - Northd of Mosholu, 34 feet, parking on both a C e n Ri v S e ! Rd D n i - On-street parking lk - Steep, winding climb r d - Commercial uses line both sides of BroadwayMill - One lane in each direction e t Herriot and Prospect Avenue; one-way northbound northga ofte Ritchie r s G les w si Street/Broadwayt A a m L bs Pl bound direction Waldo Ave. to Broadway - East Coast Greenwayr designated alternateo a ty v w y i o r a kw l - Industrial and transportation related land uses in effe G n sideso residential lo n Pl y - Two-way, low-volume, moderate speeds A e P - High traffic volumes 0 W - One lane in each direction plus leftS turn pockets iver rts R i r v

R - On-street parking on both sides ! Prospect Avenue d ff - Dyckmane Street and Seaman Avenue both ll a e - On-street parking - Moderate capacity and speeds to Broadway

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connectors such as the Saw Mill River Parkway and I-87 osehil t Ter atti D - Bus layover areas near 261st and 263rd Streets in both a K ve l P ! h i B T - Occasional views of river and Palisades n - 218th Street one lane in each direction with e e re i - Columns from elevated subway in roadwaygsbridge Ter g N s h e cott S S H t le - Existing walkways on both sides of the K t

- North of West Main Street, becomes one way northbound, is steepr and ppe directions y Broad y id parking on both sides; possible extra

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A 28. Warburton Avenue f e k v o e u a Hi ls c e r o a t bicycles acrossK bridge on walkway H e l id o - Commercial uses line Broadway in the southbound r dw n R

S ve - WAoodworth:v One-way northbound, low volume, on-street parking W r -A Two-way street, one lane in each direction A Ave B a y s W lanes in each direction with parking on both c A P D y column and the sidewalk a v e a ! n i s - One lane in each direction n C S C e o l l a Manhattan College Pkwy t r - Cyclists may ride on the roadway to m a n a e s direction W o i W d t t I d t P rb Valle A u a Ave c g e 87 e o ve Somewhat deteriorating housing stock o t o k - On-street parking S sides and median

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t Fred ric w P t R g 8 6 t x v S ar y s C le 2 r Attractive housing stock d l l ! E s A y !

End: Greystone Station e t P ! o o l a 2 t e A 7 P 3 l m P M r w e S S A e v Av ! l d e r Views of river and Palisades O v t e e a do T m r S v a e l 2 b Sommer chard h ve K p ro n Av a i S t B P e v S A h A a b W t B ! e c il t an e a v W h le 41.E Fernbrook Street e e l m A y W W b t r

m o P e c s C a E s l B v v n L S l e o t l r W 4 ! d d S s S a a e A 9 W t e t 1 Portla ! - One lane in each direction with parking on both sides e A 5 R t 6 8a n R d o h d P V t k t s a d A A l n P v l V iney ll l h u os ard S i t v v e 3 t w 16. Independence Avenue s A e h k H e C C Av v S - Waterfront industriala uses: small warehousesS and factories, parking t n ve Fi h P e e y 2 2 B e e e a 2 0 a v ! 2

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- Intermittent striped median - Existing paved park path to Henry Hudson

- At 235th Street, Riverdale Avenue, a steep grade change and a - No sidewalks (accommodating rail traffic) throughout - A chain link fence and gate prevents access to

- 15' sidewalks Bridge walkway ¯ loss of parking on the west curb (southbound) - Some portions of roadway in poor condition the day Manhattan from the east/upper level walkway ¯

0 0.25 0.5 1 Hudson River Valley Greenway Link Legend Legend ! ! ! ! ! Hudson River Valley Greenway Link Miles Old Croton Aqueduct Trail ! ! ! ! ! 0 0.25 0.5 1 Old Croton Aqueduct Trail Corridor Segments (Yonkers) Project Limit Miles Corridor Segments (Yonkers) Project Limit Hudson River Valley Greenway Link Task 4 Research

A. CORRIDORS TO BE ANALYZED IN FURTHER DETAIL

1. All Waterfront Corridor

The all‐waterfront corridor has many potential challenges to implementation. The Metro‐North Railroad right‐of‐way runs along the Hudson River throughout the Bronx, and in some locations, affords very little space between it and the water’s edge. Industrial waterfront uses in Yonkers, such as the Westchester County Wastewater Treatment Plant and the American Sugar Refinery, are some of the significant barriers to a waterfront alignment. However, one of the primary goals of this project is to bring the greenway route as close to the water as possible, and the all‐waterfront alignment has much community support behind it. Therefore, this alignment will be analyzed in detail in Task 6, outlining the constraints to implementation and what will be required to overcome them. Figure 3 shows the alignment of the waterfront corridor. The characteristics of each segment of this corridor are described below. a. Manhattan Segments

Segment 2:

• North of Dyckman Street along Hudson River waterfront park to Spuyten Duyvil Railroad Bridge • Existing paved waterfront shared path north of Dyckman Street • Existing foot bridge with stairs over tracks into Inwood Hill Park • Existing paved park path to Henry Hudson Bridge walkway

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b. Spuyten Duyvil Railroad Bridge

Segment 5:

• Cross Spuyten Duyvil via the Spuyten Duyvil Railroad Swing Bridge or other means

• The Spuyten Duyvil Bridge is a double track swing bridge across the mouth of the Harlem River. The bridge currently has one track on its eastern side and is used by Amtrak trains to Albany, Montreal, Buffalo, and Chicago. A narrow service walkway runs down the middle of the bridge next to the single track. The west side of the bridge, where a second track was once located, does not have continuous decking, but has a stair to the overhead control room. A signal or equipment box at the north end of the bridge occupies most of the width of the second trackway.

Spuyten Duyvil Railroad Bridge

• The Spuyten Duyvil Bridge is a horizontally pivoting swing bridge. In its standard closed position, the bridge carries trains over the Spuyten Duyvil Creek, the short channel connecting the Hudson River to the Harlem River and separating Manhattan from the Bronx. The clearance of the bridge in a closed position is only five feet above the creek at mean high‐water and nine feet above at mean low‐ water, therefore, the bridge is capable of opening and allowing water vessels to pass.

7

Hudson River Valley Greenway Link Task 4 Research

• According to Amtrak personnel, there is no set schedule for the opening and closing of the bridge. Currently, each day on average, the bridge is opened and closed again anywhere from five to seven times, which generally amounts to 40 times per week. As per existing U.S. Coastguard regulations, the bridge is required to open on signal at all times of day for the passage of vessel traffic. Amtrak personnel use their discretion to determine when the bridge must be opened and are on site to ensure the bridge is operable 24 hours per day and 365 days per year, regardless of weather conditions or seasonal variations.

• The Circle Line sightseeing ferry service operates a 3‐Hour Full Island Tour around Manhattan that includes the area. Depending on the season, Circle Line boats navigate Spuyten Duyvil Creek from one to four times per day, meaning their service accounts for a significant percentage of all passing vessels. However, private and commercial vessels also occasionally pass through the area, necessitating additional openings and closings of the bridge each day.

• While the western side of the bridge is wide enough for an ample multi‐use trail with a fence to separate it from the train, recent developments indicate that a second track will be restored across the bridge in the foreseeable future. c. Bronx Segment

Segment 22:

Spuyten Duyvil Bridge to Riverdale Station

• The single track from the Spuyten Duyvil Bridge merges with the westernmost of the four Metro‐North tracks about ½ mile north of the bridge. A bit farther north (but south of Dodge Point) a separate freight track, referred to as Track 6, diverges from the westernmost track and runs parallel to the westernmost main track to a point north of the Ludlow Station.

• From Spuyten Duyvil north to Riverdale Station, a dirt railroad access drive runs along the water side of the train tracks. The drive ends at a gate next to the Riverdale Yacht Club just south of the Riverdale Station. The space between the drive and the water’s edge varies, but is generally more than 15 feet wide. A row of short towers holding communication or control lines runs along this space.

8

Hudson River Valley Greenway Link Task 4 Research

• A structure adjacent to and west of the tracks occupies much of the available width at a point about 0.6 miles north of the Spuyten Duyvil Bridge. The drive occupies the full space between the building and the tracks. For a multi‐use path to travel on the water side of the building, either a raised structure or fill on a narrow strip of rocks would be required.

Metro‐North Corridor between Spuyten Duyvil Railroad Bridge and Riverdale Station

Riverdale Station to Yonkers/New York City Border

• At Riverdale Station, the Riverdale Waterfront Promenade is a small fenced park/fishing access point located at the water’s edge, separated from the southbound platform by the freight track. The park is accessed by a walkway crossing the track at grade at the north end of the platform. A path would need to pass through this park.

• North of the station, the space between the freight track and the water’s edge narrows, and there is no access drive from that point north. However, the freight track is much farther from the westernmost mainline track than it is on the southern portion of the alignment, allowing potential to realign the freight track and gain space for a trail in this area.

• Just south of the Yonkers city limit, the space between the tracks and water widens into a point with foot bridge access over the tracks to the College of Mount St. Vincent. The freight track moves even farther from the mainline tracks in this area—about 40 feet on center.

9

Hudson River Valley Greenway Link Task 4 Research

• The freight track moves closer to the mainline tracks and the space between the water’s edge and the tracks again narrows for a distance of about 450 feet as the line crosses into Yonkers and reaches the south end of the County Wastewater Treatment Plant.

Riverdale Station and Waterfront Park

d. Yonkers Segments

An all‐waterfront corridor in Yonkers is more challenging to define than in the Bronx. In the Bronx, the rail corridor is immediately adjacent to the waterfront, with very few uses between the railroad right‐of‐way and the shoreline. However, in Yonkers the rail corridor moves inland slightly with various streets and land uses between it and the waterfront. Therefore there is no existing corridor that runs continuously along the Yonkers waterfront. The segments described below are sections of the rail corridor in Yonkers. The description accompanying a given segment describes not just the rail corridor itself, but also includes land uses adjacent to it along the waterfront.

Segment 38: Bronx/Yonkers Border to Glenwood Power Station

Bronx/Yonkers Border to Ludlow Station

• Just north of the Bronx/Yonkers border, the rail line passes the County Wastewater Treatment Plant, which stands between the rail line and the water. The rail line remains separated from the water’s edge from this point through Yonkers until it approaches the Glenwood station.

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Hudson River Valley Greenway Link Task 4 Research

• The portion of Westchester County’s RiverWalk1 around the County Wastewater Treatment Plant is still in the planning stages. It is not clear whether the RiverWalk is intended to be on Plant property or on a grassy strip surrounding the Plant.

Entrance to County Wastewater Treatment Plant (Grassy strip to right, behind fence)

• A short segment of Valentine Lane parallels the east side of the tracks from the south end of the Wastewater Treatment Plant until Valentine Lane turns east.

Metro‐North at County Wastewater Treatment Plant – Valentine Lane on left

1 RiverWalk is an effort by Westchester County to create a continuous walkway along the Hudson River shoreline in Westchester County. Portions have been implemented, while others are in the planning stages. RiverWalk is described in greater detail in the Appendix of this document. 11

Hudson River Valley Greenway Link Task 4 Research

Segment 41 • Fernbrook Street runs in front of the County Wastewater Treatment Plant. Though surrounded by industrial uses, it is a quiet street and may provide an opportunity for an on‐street bikeway in mixed traffic.

Fernbrook Street, looking north. Sidewalks are to the right, but cars are parked on them.

Segment 37 • Ludlow Street provides the first existing location north of the Yonkers city line to cross over the rail tracks. Ludlow Street is wide enough for striped bike lanes on both sides, although currently there is parking on the south side of the street. In addition, because Ludlow Street is the only access point to the industrial uses on the water’s edge, a moderate amount of truck traffic was observed.

Ludlow Street, looking west

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Hudson River Valley Greenway Link Task 4 Research

Ludlow Station Area

• In the Ludlow station area, the freight track continues along the west side of the four main tracks and is squeezed in between the southbound platform and adjacent buildings as it passes Ludlow station. Track 6 is in use here, and there does not appear to be any means of using the rail corridor for a path through this area.

Ludlow Station – Track 6 on right, West of Southbound Station

Ludlow Station through Downtown Yonkers to Babcock Place

• Just north of the Ludlow station, Track 6 provides access to the American Sugar Refinery, where it ends. Traces of the former alignment of Track 6 continue through Yonkers, including on the elevated portion of the line through downtown, but the right of way is narrow and very close to the four main tracks. Therefore, it is unlikely that a path could be implemented using part of the rail corridor in this area.

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Hudson River Valley Greenway Link Task 4 Research

Metro North tracks looking south from Yonkers Station

• The Yonkers Downtown Esplanade is a wide walkway that meanders along the water as part of a new mixed‐use waterfront development. It provides a boardwalk‐like feel with seating areas and views of the Hudson River, Palisades and George Washington Bridge. There is also a water taxi here with service between Haverstraw and Lower Manhattan.2 A short portion of the Esplanade remains unconstructed due to the presence of the Yonkers Canoe Club at the water’s edge. The Yonkers Metro‐North Station is adjacent to this waterfront development and is accessible from the waterfront via Main Street.

Downtown Yonkers Waterfront Esplanade

2 The segment of the ferry between Haverstraw and Yonkers is not currently operating. 14

Hudson River Valley Greenway Link Task 4 Research

• Immediately to the north of this development is the Yonkers PumpStation, operated by the Westchester County Department of Environmental Facilities. At the water’s edge, just north of the Esplanade, is the Yonkers Canoe Club.

• North of the Pump Station is the Beszak Environmental Center, offering education programs about the ecology of the Hudson River.

Children participating in an ecology education program at Beszak Environmental Center

• North of the Beszak Environmental Center, industrial uses line the waterfront. Alexander Street (Segment 34) runs north and south adjacent to these uses west of the tracks, and may provide an opportunity for a striped bikeway.

Babcock Place to Glenwood Station area

• North of Babcock Place, an ample space exists along the west side of the four main tracks to build a multi‐use path and fence. The width narrows to about 12 feet in the vicinity of Point Street, but a drivable access lane exists through this area as well, indicating that a path could pass here. There is an old bridge across the tracks at Point Street, but its ramps into the former waterfront facility at that location have been removed. By building new ramps to the bridge, it might be usable as an access to the adjacent neighborhood, or a new pedestrian bridge could be constructed. This area is adjacent to the proposed Alexander Street Development.

• Abandoned and existing industrial uses currently line the waterfront in this location.

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Hudson River Valley Greenway Link Task 4 Research

Waterfront industrial uses north of Downtown Yonkers

• This portion of Segment 38 lies within the project limits of the proposed Alexander Street Development described below in Related Yonkers Waterfront Development Projects, which, if implemented, would offer the opportunity to align the greenway closer to the waterfront. It also recommends rebuilding the bridge at Point Street to provide access to the development.

Segment 39:

• The Glenwood Station is an exciting destination, with the dramatic abandoned Glenwood Power Station and a well‐maintained park along the waterfront.

• On the west side of the tracks, the right‐of‐way of a former freight track exists between the southbound platform of the Glenwood Station and the Glenwood Power Station building, providing an excellent route for a multi‐ use path. Conditions would include appropriate fencing to guide greenway users into the park, as opposed to along the right‐of‐way, and gates to allow Metro‐North to gain access when necessary. This section connects easily with JFK Park and Marina, on the water’s edge. From there, a route could use the driveway up to JFK Memorial Drive, which crosses the railroad on a bridge and provides direct access to Trevor Park and to Warburton Avenue or to Shonnard Terrace, where it could connect with the Old Croton Aqueduct (OCA) Trail.

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Hudson River Valley Greenway Link Task 4 Research

Metro North at Glenwood Station and Glenwood Power House

Utility Path from Glenwood Station looking north

• Similar to Segment 38, portions of Segment 39 lie within the project limits of the proposed Alexander Street Development, and may offer the opportunity for greenway alignment closer to the waterfront.

Segment 40: • The rail corridor north of Trevor Park is immediately adjacent to the waterfront. It has some of the same constraints as the waterfront alignment in 17

Hudson River Valley Greenway Link Task 4 Research

the Bronx, with little land between the railroad right‐of‐way and the water’s edge. • A connection from the waterfront and rail corridor to the OCA Trail is available at the Greystone Train Station.

e. Existing Waterfront Uses

Below is a description of waterfront land uses along the project corridor. The Manhattan waterfront is park land, while the Bronx waterfront corridor is primarily the railroad corridor. However, as discussed above, the Yonkers waterfront contains many more varied uses including but not limited to industry, parkland, esplanades, transportation and education.

Manhattan Waterfront Uses

• In Manhattan, the waterfront within the project study area, north of Dyckman Street, is accessible to the public. Inwood Hill Park extends west of the railroad right‐of‐way and Henry Hudson Parkway to the waterfront. This section of Inwood Hill Park includes ball fields, green space and a paved, waterfront, multi‐use path ending in a cul‐de‐sac at its northernmost extent.

View of the Spuyten Duyvil Bridge from the cul‐de‐sac at the north end of the Inwood Hill Park waterfront path

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Hudson River Valley Greenway Link Task 4 Research

Bronx Waterfront Uses

• In the Bronx the waterfront is dominated by the railroad right‐of‐way. Exceptions include the Riverdale Train Station, Riverdale Yacht Club and the Point.

• The Point, is a parcel of land adjacent to the waterfront to the west of the railroad right‐of‐way. It is accessed from east of the tracks by a bridge over the railroad right‐of‐way, however, it is not accessible to the public. It is accessed via the campus of the College of Mount Saint Vincent, and access is under the control of the College of Mount Saint Vincent and the Sisters of Charity. Both the Sisters and the College have allowed use of the Point by other members of the community.

• The Riverdale Train Station offers a bridge over the tracks to access the southbound platform. From the platform there is public access to a small, adjacent waterfront park, with a seating/viewing area.

Riverdale Train Station waterfront pocket park

• The Riverdale Yacht Club, immediately to the south of the train station, offers waterfront access via a bridge over the tracks at 254th Street. Like the Point, this area has restricted access. It is under the control of the Riverdale Yacht Club, which limits access to members.

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Hudson River Valley Greenway Link Task 4 Research

Yonkers Waterfront Uses

The Yonkers waterfront is characterized by a variety of land uses, some of which are rapidly changing.

Industrial uses include: • Westchester County Wastewater Treatment Plant, immediately adjacent to the Bronx/Yonkers border. • American Sugar Refinery, immediately north of Ludlow Street. • Smaller industrial uses immediately to the north of the American Sugar Refinery, stopping short of downtown Yonkers. • Industrial uses in various states of activity, some abandoned, some fully operational, line the waterfront between the Beszak Environmental Center and the Glenwood Station.

Industrial uses adjacent to the downtown Yonkers waterfront

• The character of the Yonkers waterfront has changed rapidly in recent years. A waterfront esplanade and mid‐rise mixed‐use development now line the waterfront near the Yonkers Train Station. The esplanade has a boardwalk feel to it with room for cyclists and pedestrians, and views of the Hudson River, Palisades and George Washington and Tappan Zee Bridges. Additional waterfront, mixed‐use development projects are currently in the planning stages. They include the SFC (Struever Fidelco Cappelli LLC) Phase 1 Projects and the Alexander Street Urban Renewal Plan. These projects would take up extensive

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Hudson River Valley Greenway Link Task 4 Research

space along the Yonkers waterfront and also include plans for waterfront esplanades. For a more detailed description of these proposed projects see Section h, Related Yonkers Waterfront Development Projects.

Recent mixed use waterfront development in Downtown Yonkers

• The Glenwood and Greystone Train Stations provide access to the west side of the railroad tracks. The Greystone Station provides access to an adjacent waterfront pocket park with benches and a viewing area.

• A large brick structure, formerly the Glenwood Power Station, is an abandoned industrial use immediately north of the Glenwood Train Station.

Glenwood Power Station as seen from JFK Marina

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Hudson River Valley Greenway Link Task 4 Research

• Just north of the Glenwood Power Station is JFK Marina, providing access to the waterfront in the form of an esplanade (used for fishing) and boat launch. A connection across the railroad tracks is provided here via JFK Memorial Parkway, which runs adjacent to Trevor Park.

JFK Marina looking north

• North of JFK Marina the waterfront is taken up by the railroad right‐of‐way. Similar to the Bronx portion of the waterfront, there is little space available in some areas between the tracks and the water’s edge.

f. Existing Waterfront Access Points/Trip Attractors

The section below describes which of the waterfront land uses described above offer public access to the waterfront and currently serve as destination points for the community.

Manhattan

• The entire Hudson River waterfront in Manhattan, north of Dyckman Street is accessible to the public in the form of a paved multi‐use path ending in a small cul‐de‐sac near the Spuyten Duyvil Railroad Bridge.

• Also of note, immediately south of Dyckman Street, the Dyckman Street Marina, while outside the study area, provides waterfront access, including boat launch. 22

Hudson River Valley Greenway Link Task 4 Research

Bronx

• The Point, on land west of the railroad tracks at the College of Mount Saint Vincent, is owned by the Sisters of Charity. There is access to The Point via a foot bridge from the College’s campus. However, access is limited and under the control of the College of Mount Saint Vincent and the Sisters of Charity.

• The MetroNorth Riverdale Station at 255th Street (accessed from 254th Street) offers a bridge over the tracks to access the southbound platform. From the platform there is public access to a small, adjacent waterfront park, with a seating/viewing area.

Yonkers

In Yonkers the following sites offer waterfront access for various types of activities.

• Downtown Yonkers Waterfront Esplanade – provides a place to walk or bicycle along the waterfront. It also offers seating and viewing areas and are in close proximity to the restaurants and bars that are part of the adjacent mixed‐use developments.

• Beczak Environmental Center – an ecological education facility that provides direct access to the shoreline. There is no bulkhead, so program participants are able to wade into the Hudson River.

• JFK Marina – provides a parking area, boat launch, picnic pavilion, barbecue pits and public restrooms along with a waterfront walkway used for sitting, viewing and fishing.

• Greystone Train Station – provides access to a waterfront pocket park with seating areas.

Fishing is a popular waterfront activity that occurs throughout the study area in Manhattan, the Bronx and Yonkers.

23

Hudson River Valley Greenway Link Task 4 Research g. Potential/Desired Waterfront Access Points

This section describes waterfront areas that, though not currently accessible to the public, hold potential for providing future waterfront access. This section also describes desired waterfront access points as described by community members at the two public workshops. The extent to which access to these sites may be possible in the future, will be explored in detail in Task 6.

Manhattan • Spuyten Duyvil Swing Bridge – The Spuyten Duyvil Bridge is a double track‐ capable swing bridge across the mouth of the Harlem River. It currently has one track on the eastern side. While the western side of the bridge is wide enough for an ample multi‐use trail with a fence to separate it from the train, recent developments indicate that a second track will be restored across the bridge in the foreseeable future. This bridge would be a major link in the waterfront corridor alignment being considered for this project. Unofficial access to the bridge is possible from the waterfront park north of Dyckman Street.

Bronx

Outlined below are a number of sites in the Bronx, identified by workshop participants as waterfront locations to which they would like access.

• Spuyten Duyvil Triangle –many workshop participants identified the desire to be able to access the salt marsh at the Spuyten Duyvil Triangle, which is bound to the north by the MetroNorth Hudson Line, to the west by the Amtrak line and to the south by the Spuyten Duyvil/Harlem River. • Dodge Point – a small piece of land jutting into the Hudson River at approximately 247th Street was identified by workshop participants • Marshlands at the north end of Riverdale Park at approximately the equivalent of Spaulding Lane, identified by workshop participants • Bridge Over Tracks at 231st Street ‐ Bridge over the tracks (in disrepair) and possible easement at 231st Street • The Point at College of Mount Saint Vincent – access is controlled by the Sisters of Charity and the College of Mount Saint Vincent • Henry Hudson Bridge – existing walkway currently closed for renovations; workshop participants identified a desire for improvements in the form of a wider walkway

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Hudson River Valley Greenway Link Task 4 Research

• Riverdale Station Parking Lot – a path that has the appearance of a maintenance right‐of‐way is located at the northern end of the parking lot at the Riverdale Station and crosses to the west side of the tracks

In addition to the potential waterfront access points described above, workshop participants also noted that there is a desire to access the waterfront from various points in Riverdale Park. While this waterfront access is illegal, these access points will be treated as desire lines by the project team, and will be explored to see if safe, legal access to the waterfront can be provided. Workshop participants also identified the desire to develop kayak launch areas along the corridor in the Bronx.

Yonkers

• Wastewater Treatment Plant – Westchester County’s RiverWalk identifies a proposed route along the waterfront at the Wastewater Treatment Plant; this area is currently gated and secured from public access • Immediately north of the Wastewater Treatment Plant is a small parking lot and boat launch currently owned by Westchester County Department of Environmental Facilities. • American Sugar Refinery – a major water dependent industrial use near downtown Yonkers, the sugar refinery extends to the water’s edge with no existing waterfront access points. Workshop participants identified it as a desired access location. While public access to the waterfront on refinery property is not likely, given its dependence on water access to receive raw materials, parcels north and/or south may be developed to provide a place from which to view this working industrial waterfront. • Glenwood Power Station ‐ major abandoned industrial structure located just north of the Glenwood Train Station. Interesting from an architectural and historic perspective, this structure is viewed by many as a destination point and has been place on the Preservation League of New York State’s “Seven to Save Endangered Properties” list3. • Alexander Street Urban Renewal Plan and SFC (Struever Fidelco Cappelli LLC) Phase 1 Projects – these two proposed development projects offer the potential for improvements to a significant portion of the Yonkers waterfront. They are described in further detail in Section h below.

It should be noted that the waterfront north of Trevor Park has potential barriers to access due to steep grade changes and the railroad right‐of‐way immediately adjacent

3 See Appendix for description of Seven to Save Endangered Properties designation 25

Hudson River Valley Greenway Link Task 4 Research

to the waterfront. However, participants at the public workshop did not identify any areas along this segment as desired waterfront access points.

h. Related Yonkers Waterfront Development Projects

Two significant proposed development projects along the Hudson River in Yonkers may provide the opportunity for improved waterfront access along the greenway corridor.

SFC (Struever Fidelco Cappelli LLC) Phase 1 Projects

One of the projects, SFC (Struever Fidelco Cappelli LLC) Phase 1 Projects, consists of four non‐contiguous project sites in downtown Yonkers. Two of these sites are located within the HRVGL project study area and could influence route alternatives. The first, called Palisades Point, is a mixed use development immediately north of the American Sugar Refinery, and will include residential towers, ground floor retail, open space and a waterfront esplanade. Another site is located at Larkin Plaza, bounded by Dock Street, Warburton Avenue, Nepperhan Street and Buena Vista Avenue, and will involve the “daylighting” of the Saw Mill River, currently in a flume at that location, with surrounding open space and riverfront access.

Alexander Street Master Plan

The other project, called the Alexander Street Master Plan, extends along the waterfront from Wells Avenue up to and including JFK Marina and Trevor Park. The plan calls for residential buildings in a number of configurations including towers, mid‐rise buildings and low‐rise/townhouses, with ground floor retail, and a waterfront esplanade throughout the length of the site. Opportunities will be explored to align the greenway west of the rail line through the Alexander Street development site. The plan shows a service road and an improved Alexander Street as north south corridors that would provide a connection to the JFK Marina. Included in the Master Plan is an Urban Renewal Plan (URP) and a Brownfields Opportunities Area (BOA) plan. The City of Yonkers is also working on a “pattern book” for the area, expected to be completed by early fall.

Figure 4 shows existing and potential/desired waterfront access points.

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I ! Hudson River Valley Greenway Link Task 4 Research

2. Inland Corridors

For the purposes of the Task 4 exercise and the analysis of Task 6, the inland corridors have been grouped by the boroughs/cities in which they reside. a. Manhattan Corridors

In Manhattan, two corridors have been identified, one leading to the Broadway Bridge, the other to the Henry Hudson Bridge. See Figure 5 for Inland Bronx and Manhattan Corridors.

Corridor to Broadway Bridge

Segment 1: To Broadway Bridge

• Dyckman Street to Seaman Avenue to 218th Street to Broadway to Broadway Bridge (possible southbound one‐way along Payson Avenue adjacent to Inwood Hill Park between Dyckman Street and 204th Street) • Dyckman Street to Broadway to Broadway Bridge • Dyckman Street and Seaman Avenue both one lane in each direction with parking on both sides, and existing striped bike lane on both sides of street • 218th Street one lane in each direction with parking on both sides; possible extra capacity on sidewalk on north side on street • Broadway, elevated train overhead; two lanes in each direction with parking on both sides and median • extra capacity on sidewalk to route cyclists to eastern walkway of Broadway Bridge

Sidewalk and planting strip along 218th Street

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Hudson River Valley Greenway Link Manhattan & Bronx Inland Corridors to Be Analyzed in Further Detail Figure 5

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Legend Manhattan Corridors Bronx Corridors n¤ Train Station Project Limit Link to Broadway Bridge Broadway/Tibbet Avenue Corridor Railroad County Boundary Link to Henry Hudson Bridge Henry Hudson Parkway Service Road Corridor Palisade Corridor East/West Connector Palisade Alternative Hudson River Valley Greenway Link Task 4 Research

Corridor to Henry Hudson Bridge

Segment 2: To the Henry Hudson Bridge

• North of Dyckman Street along waterfront path to footbridge over tracks to Inwood Hill Park – Park trail to Henry Hudson Bridge (designated New York City Greenway route)

Footbridge over tracks in Inwood Hill Park from waterfront to park paths leading to Henry Hudson Bridge path

b. Inland Harlem River Crossings

Segment 3: Broadway Bridge

There are walkways on both the east and west sides of the Broadway Bridge. The width of the walkways varies, but in some sections the walkway is as much as 8 feet wide. Though the roadway is not striped for bicycles, it is possible to ride across the bridge using the traffic lanes. The walkway surface is a metal grid filled with concrete so it provides a suitable surface for biking and walking. However, bicyclists using the walkways are required to dismount and walk their bicycles across the bridge.

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Hudson River Valley Greenway Link Task 4 Research

Broadway Bridge walkway

Segment 4: Henry Hudson Bridge

The existing Henry Hudson Bridge pedestrian crossing is currently closed for rehabilitation, and is scheduled to re‐open in 2010. It is located west of and adjacent to the lower level roadway. The existing sidewalk is generally 54 inches wide, though constrained in some locations such as the bridge towers, with a 43 inch high barrier separating it from roadway traffic. On the outside portion of the pathway is a 41‐inch high railing with 10 –foot high chain link fence above it. The sidewalk has an asphalt coating to provide slip/skid resistance and there are five‐inch wide by ten‐inch long drainage grates spaces intermittently along the length of the sidewalk. The bridge sidewalk connects to an existing four‐foot wide concrete sidewalk leading to Kappock Street at the north (Bronx) approach and to a six‐foot wide asphalt pathway leading to Inwood Hill Park at the south (Manhattan) approach. Bicyclists would be required to dismount at this crossing.

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Hudson River Valley Greenway Link Task 4 Research

Lower level walkway over Henry Hudson Bridge

There is also a walkway adjacent to the upper level roadway on the east side of the bridge. It functions as a maintenance walkway and is also open to the public as a viewing promenade. It varies in width from four feet‐nine inches to nine feet‐three inches. There is a four foot‐two inch steel rail system separating the existing sidewalk from the roadway. The sidewalk width tapers down from nine feet‐three inches to four feet‐nine inches wide for the northern‐most 100 feet of the bridge. Stairs lead from the walkway to Kappock Street in the Bronx. The south end of the walkway terminates at the MTA toll facility north of the toll plaza. A chain link fence/gate just north of the toll plaza blocks further access. Therefore, there is no connection for pedestrians or bicyclists to Manhattan from the upper level walkway.

Scoping and preliminary design is currently under way for a nine foot‐six inch bicycle path. The path would be located outboard of the bridge on the west side. The landing points for this new path would be the same or very near the landing points for the existing path. This improvement is not currently funded, and its implementation will be contingent upon funding availability in future capital programs. c. Bronx Corridors

In the Bronx, three corridors have been identified as potential inland greenway alignments. They are separate ribbons that extend north and south throughout the project study area in the Bronx. The corridors have been named based upon the primary segment contained in them: Palisade Corridor, Henry Hudson Parkway Service Road Corridor, Broadway/Tibbet Avenue Corridor. See Figure 5 for Inland Bronx and Manhattan Corridor Alignments.

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Hudson River Valley Greenway Link Task 4 Research

Palisade Corridor

Segment 20 • From the Henry Hudson Bridge path exit at Kappock Street • West on Kappock Street: this street, at the path exit, is currently under construction • Right on Palisade Avenue • Two‐way narrow street • There is no sidewalk on Palisade Avenue between Kappock Street and 232nd Street. North of 232nd Street three is an unpaved path on the west side of Palisade Avenue. There is also no sidewalk on Palisade Avenue between 254th Street and Cranford Road. • Parallel parking lane on northbound side • Low volume, low speeds, though vehicles have been observed exceeding posted speed limits. • Parallels Riverdale Park, dirt path on southbound shoulder • Good views of New Jersey Palisades • Pavement condition needs improvement

Palisade Avenue and adjacent unpaved path

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Hudson River Valley Greenway Link Task 4 Research

Segment 20a • Unpaved Riverdale Park path between Spaulding Lane and 254th Street; an on‐ street alternative to this route would be Spaulding Lane to Independence Avenue to 254th Street. The unpaved path is actually a mapped street on the City’s right‐of‐way section map between Riverdale Park and Wave Hill.

Segment 21 • Palisade Avenue between 254th Street and 261st Street • No sidewalks • Low volume, low speeds • Quiet, shaded, green

Segment 15 • 261st Street to Riverdale Avenue to the Yonkers City Line • One lane of traffic in each direction; parking on both sides • Road narrows west of Riverdale Avenue

Riverdale Avenue

Henry Hudson Parkway Service Roads Corridor

Segment12 • Henry Hudson Parkway Service Roads between bridge and 254th Street • Narrow

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Hudson River Valley Greenway Link Task 4 Research

• Between 254th and 239th Streets, Riverdale Avenue transitions to Henry Hudson Parkway (HHP) Service Road East and West. • Between 239th Street and 230th Street, a mixed‐use section of Riverdale consisting of apartment buildings and commercial uses. Generally operates with two lanes in each direction with parking. • Irregular wide intersections • Parking on one side • Residential • High speeds from traffic exiting Henry Hudson Parkway • There are seven opportunities for pedestrians and cyclists to cross the parkway along the service roads, creating important east/west connections. The crossings are located at 232nd Street, 235th/236th Street (pedestrian and bicycle only), Riverdale Avenue, Manhattan College Parkway, 246th Street, 252nd Street and Grosvenor Avenue.

Segment 14 • Riverdale Avenue, north of 254th Street to Yonkers City Line • • At 235th Street, Riverdale Avenue, a steep grade change and a loss of parking on the west curb (southbound)

Henry Hudson Parkway Service Road

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Hudson River Valley Greenway Link Task 4 Research

Broadway/Tibbett Avenue Corridor

Segment 8 and 8a • (ECG alternative to Broadway) Broadway Bridge to 225th Street to Marble Hill Avenue to Kingsbridge Road to 230th Street to Tibbett Avenue to 240th Street to path to Manhattan College Parkway and 242nd Street to Broadway • Recently striped by NYCDOT • Circuitous, but less conflict than Broadway • Few trees or other greenery • Segment 8a is an existing off‐road connector path adjacent to a parking lot

Tibbett Avenue

Segment 7 • Broadway from 242nd Street to the Yonkers border • Van Cortlandt Park is adjacent to Broadway in the northbound direction • On‐street parking • Ample roadway width • “T” intersection in northbound direction eliminates cross traffic conflicts in the northbound direction • 10‐15 foot sidewalks • Cobblestone strip with tree pits • Bus layover areas near 261st and 263rd Streets in both directions • Room for striped bicycle facility • Moderate traffic volumes • Commercial uses line Broadway in the southbound direction

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Hudson River Valley Greenway Link Task 4 Research

• Car service pick‐up and drop‐off in southbound direction

Broadway along Van Cortlandt Park north of 242nd Street

Segments 10 and 10a (Fieldston Road/Waldo Avenue alternative to Broadway)

• This corridor provides an alternative to Broadway between Manhattan College Parkway and Yonkers • Fieldston Road is 34 feet wide, residential with parking on both sides of the street Waldo Avenue is a narrow, two‐way residential street, tree‐lined, with on‐street parking, and low traffic volumes • Segments 10 and 10a are part of the Fieldston Historic District and may be under the control of the Fieldston Property Owners Association.

East/West Connector

Segment 11: Irwin Street/Palisade Avenue/Johnson Avenue

During the period in which the Henry Hudson Bridge is not open to cyclists, Segment 11 may provide a connector between the Broadway Bridge and the Henry Hudson Parkway Service Roads and Palisade Avenue corridors. Though it is a steep and winding climb, it is a two way street with low traffic volumes and moderate speeds. There is on‐street parking on Johnson Avenue. This east‐west connector can be accessed from the Broadway Bridge via a portion of Segment 8, the ECG Broadway alternative route – 225th Street to Marble Hill Avenue to Kingsbridge Avenue to 230th Street.

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Hudson River Valley Greenway Link Task 4 Research

d. Yonkers Corridors

Potential greenway corridors in Yonkers have been organized somewhat differently from those in the Bronx. Three potential corridors have been identified between the Bronx border and Main Street. Two have been identified between Main Street and Trevor Park. While only a single viable inland corridor has been identified north of Trevor Park. See Figure 6 for the Yonkers corridor alignments.

Segments between the Yonkers/New York City Line and Main Street

Segment 25: Riverdale Avenue

• South of Main Street in Yonkers, Riverdale Avenue is two lanes of traffic in each direction, parking and a concrete median ranging from 9 to 14 feet in width. Arterial with high traffic volumes and speeds; higher volumes as approaches downtown • Paved median with a boulevard‐like quality

Riverdale Avenue

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Legend

Yonkers Corridors Alexander Corridor !!!!!!! Old Croton Aqueduct Trail Project Limit

Riverdale Corridor Woodworth/Ravine Corridor n¤ Train Station County Boundary Hawthorne Corridor Warburton Corridor Railroad Buena Vista/Sunnyside Corridor Off-street Connectors Hudson River Valley Greenway Link Task 4 Research

Segment 31: Hawthorne Avenue (between Valentine Lane and Vark Street)

• Residential with on‐street parking; somewhat deteriorating housing stock • Occasional views of river and Palisades • Two‐directions south of Vark Street; one‐way southbound between Vark Street and Prospect Avenue; one‐way northbound north of Prospect Avenue • Therefore the section of Hawthorne Avenue north of Vark Street will be eliminated from further consideration; the section south of Vark Street will be kept and analyzed further under Task 6

Segments 32, 32A, 36: Sunnyside Drive, Buena Vista Avenue

• Buena Vista is a mix of residential, active and inactive industrial • Sunnyside is a residential street • Two‐way, low volume, on‐street parking • Views of river and Palisades at various places along Buena Vista • Views of the river from Sunnyside Drive near Valentine Lane • Segment 32a has the potential to use the paved paths through O’Boyle Park to connect Sunnyside Drive to Buena Vista Avenue

Segments between Main Street and Trevor Park

Segment 34: Alexander Street to Babcock Place • One lane in each direction, no parking • Moderate traffic • Downtown area land uses including high‐rise residential and sidewalk commercial • Provides easy connection to the existing downtown waterfront esplanade

Segment 35: Woodworth Avenue / Ravine Avenue Couplet • Woodworth: One‐way northbound, low volume, on‐street parking o Somewhat deteriorating housing stock o Terminates at Trevor Park • Ravine: One‐way southbound, low volume, on‐street parking o Mix of attractive and deteriorating housing stock o Views of river and Palisades

40

Hudson River Valley Greenway Link Task 4 Research

Woodworth Avenue

Trevor Park: • Paths through Trevor Park offer connections to Warburton Avenue, JFK Memorial Marina and the OCA Trail. o Warburton provides an on road connection north of Trevor Park o JFK Marina offers a connection to the waterfront o A link to the OCA Trail at Shonnard Terrace offers a connection to the Hudson River Valley Greenway continuing north of the project study area.

Connection to OCA Trail at Shonnard Terrace

Segment between Trevor Park and the Yonkers/Hastings‐on‐Hudson City Line

Segment 29: Warburton Avenue • The only viable inland, north/south corridor north of Trevor Park 41

Hudson River Valley Greenway Link Task 4 Research

• Runs parallel to the OCA Trail; a link to the OCA Trail off of Warburton at Odell Avenue • One lane of traffic in each direction; on‐street parking both sides • High traffic volumes • High‐rise residential, train station • Beeline bus route

Warburton Avenue north of Trevor Park

East/West Connectors in Yonkers

The following segments have been identified as potential east/west connectors. Depending upon the segment, a given east/west connector may: ‐ function as a railroad crossing to connect areas east of the tracks to the waterfront, ‐ provide a link between parallel or offset north/south corridors, ‐ or provide a connection to other recreational or utilitarian destinations.

Segment 30: Valentine Lane

• One lane in each direction, with parking on both sides • Residential street • Relatively low traffic volumes • West of Hawthorne, becomes more wooded with no on‐street parking

42

Hudson River Valley Greenway Link Task 4 Research

Segment 37: Ludlow Street

• Two way street, one lane in each direction, parking on one side • Possible connection to the waterfront ‐ crosses the rail tracks • Provides connection to the Ludlow Train Station • Light truck traffic from waterfront industrial uses • Surrounding land uses include small warehouses and factories

Segment 26: Lamartine Avenue • Provides a direct connection to the OCA Trail • One lane in each direction with on‐street parking on both sides • Residential street • Low traffic volumes

Other Potential East/West Connectors

‐Vark Street Provides an east/west connector to potential north/south routes south of downtown Yonkers. At the western end of Vark Street is a bridge carrying pipes across the railroad tracks to the sugar refinery west of the tracks.

‐Main Street Provides a railroad underpass and connection to waterfront esplanade and development in downtown Yonkers, including shops, restaurants, water taxi.

‐Larkin Plaza/ Dock Street Provides a railroad underpass and connection to waterfront esplanade and development in downtown Yonkers, including shops, restaurants, water taxi.

‐Wells Street Provides a railroad underpass connecting Alexander Street to points east of the tracks.

‐Ashburton Avenue Provides a railroad underpass connecting Alexander Street to points east of the tracks.

‐Babcock Place Provides a railroad overpass connecting Alexander Street to points east of the tracks.

43

Hudson River Valley Greenway Link Task 4 Research

‐Point Street In the future, may provide a railroad crossing as part of the Alexander Street Development Project.

e. Inland Scenic Points

The following list of scenic points were identified by workshop and/or the project team as inland locations with Hudson River views.

Bronx • Palisade Avenue at Independence

Yonkers • Buena Vista • Alexander Street at Wells Avenue • Alexander Street at Ashburton Avenue • Various Points along Warburton Avenue, north of Trevor Park • Hawthorne Avenue at O’Boyle Park

f. Inland Trip Attractors

Following is a list of various trip attractors and points of interest. These locations were pointed out at the public workshops or identified by the project team.

• Dyckman Marina • Inwood Canoe Club • Columbia University / Baker Field • Riverside‐Inwood Neighborhood Garden (RING) • Fort Tryon Park • Harlem River Esplanade • New York Presbyterian Hospital • Ethical Culture Fieldston School • Spuyten Duyvil School • Kinneret Day School • SAR Academy High School • JFK High School • College of Mount Saint Vincent • Hebrew Home • Wave Hill 44

Hudson River Valley Greenway Link Task 4 Research

• Target (225th and Broadway) • Parks (Inwood Hill, Van Cortlandt, Riverdale, O’Boyle, Trevor, Untermeyer) • Old Croton Aqueduct Trail • North County/South County Trail • St. John’s Riverside Hospital, Yonkers (Broadway, South of Odell) • St. Joseph’s Hospital, Yonkers (Broadway and Vark) • New York Presbyterian Hospital, New York (Broadway at 220th Street) • Train Stations / Transit Connections • Downtown Yonkers • Central Riverdale – Johnson Avenue and Riverdale Avenue • Broadway and 231st Street • Skyview Shopping Center – Riverdale Avenue and 259th Street • Hudson River Museum • Philipse Manor Hall Museum

See Figure 7 for inland trip attractors and points of interest.

45

v®

Hudson River Valley Greenway Link v® Inland Trip Attractors v® v® Figure 7

Lockwood Ave Stone Ave Yonkers Ave

Palmer Rd Sherman Ave Gun Hill Pkwy Paul Ave Valentine Ave Sprain Rd Teresa Ave Midland Ave Morris Ave Sudbury Dr Sedgwick Ave Belknap Ave Rockne Rd Buckingham Rd Creston Ave Curtis Ln Dunbar St Gavin St County Park Rd Tibbetts Rd State Pkwy 987D Orloff Ave Goulden Ave Odell Ave Potomac St Jerome Ave

Beverly Rd Rossiter Ave Yonkers Gordon St Saw Mill River Pkwy Walton Ave Saw Mill River Rd Saw Mill River Pkwy State Pkwy 987D Bretton Rd Colin St Grand Ave Jughandle Cannon Pl Fero St Troy Ln Walkway Agar St Claflin Ave Dover Ln Lefferts Rd Ritchie Dr Gibson Pl Rumsey Rd Webb Ave YonkersAve Ridge Rd Sedgwick Ave University Ave Prescott St Rosehill Ter Mulberry St Bailey Ave Virginia Pl Rockland Ave Mary Lou Ave Nepperhan Ave CarylAve Van Cortlandt Park Broadway Heath Ave Truman Ave Yonkers v® W Fordham Rd Hardy Pl Walnut St Broadway Cayuga Ave Pomona Ave n Edwards Pl Kingsbridge Ave I 87 Spruce St I 87 LakeAve Van Cortlandt PK Ave McLean Ave n Lewis St Saratoga Ave College Rd Tibbett Ave Waldo Ave Broadway Valerie Dr Orchard St Post Rd W 253rd St Portland Pl Voss Ave Alta Ave n Chase Ave Summit St Oak St Bruce Ave RobertsAve Huxley Ave Valles Ave n n Ridge Ave Loehr Pl Elm St Bruce Ave n Target Shopping Center Park Hill Ave Livingston Ave Enterprise Blvd Irwin Ave

Ashburton Ave Park Ave Ethical Culture - Fieldston School k 9th Ave Linden St S Broadway Fieldston Rd n Adrian Ave Chestnut St Radford St

High St Brook St School St Fanshaw Ave Skyview nnnW 238th St NY Presbyterian Hospital Odell Ter Bronx Palisade Ave Ludlow St Cliff Ave Liebig Ave Park Ave Lafayette Pl Shopping Shopping Johnson Ave LakeAve n 9th Ave Dehaven Dr Abbott St ®

Odell Plz Cedar Pl Iselin Ave v®

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Belmont Ter Convent Pl k Center k nnnn 10th Ave St. Joseph's Medical Center Riverdale Ave n n Baker Field W 246th St Arlington Ave JFK High School n Vark St n n St. John's Riverside HospitalHughes Ter N Broadway ®v nRiverdale Ave Kinneretn Day School v Downing St n Arlington Ave n Seaman Ave Willow Pl n Untemeyer New Main St Arlington Ave SAR High School ® Hudson Ter n n Post Ave ®v Ln Roberts v Windsor Ter Philipse Hawthorne Aven n Hawley Ter Park W 247th St W 227th St Arthur St Baldwin Pl College Independencen Ave

Shonnard Ter n Hebrew Home Manor k Warburton Ave Woodworth Ave n Sunnyside Dr nn n O'Boyle Depeyster St of Mt. St. Palisade Ave n

n k P.S. 24 Spuyten Duyvil School Broadway Trevor Ravine Ave Buena Vista Ave Park Valentine Ln n Vincent n Wave Hill W 240th St Douglas Ave Manhattan

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n School Mentioned in Workshop Bus Routes !!!!!! Old Croton Aqueduct Trail Project Limit

v® Hospital Mentioned in Workshop Subway Lines !!!!!! North County/South County Trail County Boundary n Other School ! Subway Stop n¤ Train Station v® Other Hospital Railroad Hudson River Valley Greenway Link Task 4 Research

B. CORRIDOR SEGMENTS ELIMINATED FROM FURTHER ANALYSIS

The following bullet points describe the physical characteristics that resulted in a segment’s elimination from further consideration for this project. These corridors will not be analyzed in further detail in Task 6.

Section 6. Broadway between Broadway Bridge and 242nd Street, Bronx

This section of Broadway in the Bronx is not desirable as an on‐street greenway route due to heavy traffic volumes. A corridor for many city bus routes, buses often stop in the travel lanes to pick up and discharge passengers. Additionally, support columns from elevated rail tracks divide opposing lanes of traffic up until the terminus of the MTA/NYC Transit “1” train at 242nd Street, constricting vehicular movement. On street parking also contributes to constricted movement along the corridor. Noise from the heavy traffic and overhead trains would also detract from a pleasant and relaxing greenway experience.

Broadway just north of the Broadway Bridge

Section 9. Manhattan College Parkway from Waldo Avenue to Fieldston Road, Bronx

This steep, narrow and winding road is not a preferred E‐W route to/from Broadway. However, NYCDOT has striped a shared‐use facility on Manhattan College Avenue from Waldo Avenue to Broadway as part of the East Coast Greenway (ECG). Entering the Bronx via the Broadway Bridge, greenway users would either follow the ECG route to avoid a heavily trafficked section of Broadway, or travel westward using Johnson Avenue and Kappock Street to reach Palisade Avenue near the waterfront. This short

47

Hudson River Valley Greenway Link Task 4 Research segment of Manhattan College Parkway does not offer an easy connection to any preferred N‐S alignment through the Bronx.

Throughout Yonkers, South Broadway is a busy commercial corridor with heavy curbside activity.

Section 13. Mosholu Avenue, Bronx

Mosholu Avenue is a low volume street lined with a mix of commercial and residential uses. Although room exists for on‐street bicycle facilities, the roadway is moderately steep and curves southward at Fieldston Road. 261st street offers a more direct and less steep connection between Broadway and Riverdale Avenue.

Looking west on Mosholu Avenue near Broadway

Section 10b. Fieldston Road, Bronx

Fieldston Road is a quiet residential street lined with single‐family homes. Between Waldo Avenue and 245th Street, Fieldston Road, Segment 10b, is signed as a “Private Community” with “Private Streets.” Although sections of the roadway could be

48

Hudson River Valley Greenway Link Task 4 Research

desirable as an on‐street greenway route, Broadway, Waldo Avenue and Tibbett Avenue are more direct and feasible N‐S alternatives through this portion of the Bronx to access the Broadway Bridge.

Streets signs indicate Fieldston is a “private community” with “private streets”

Section 16. Independence Avenue from Palisade Avenue to 232nd Street

This section of Independence Avenue is a quiet, narrow, two‐way local street with low volumes, low speeds and parking on the west side. Although portions may be suitable for shared‐use facilities, Palisade Avenue can also accommodate a shared‐use facility and provide a more desirable N‐S greenway route through this area.

Section 17. Independence Avenue from 232nd Street to 246th Street

North of 232nd Street, the roadway widens to 70’ with a painted median and angled parking. Although ample room exists on the roadway, angled parking would need to be removed before bike facilities could be installed. Opposition to removing or replacing parking may be strong as Independence Avenue accommodates parking for a nearby school and mid‐rise residences. A more feasible and desirable N‐S alternative through this section of the Bronx is Palisade Avenue, which provides a relaxing greenway experience and scenic views of the Hudson River and Palisades Park.

49

Hudson River Valley Greenway Link Task 4 Research

Independence Avenue looking north of 232nd Street

Section 18 (portion). Independence Avenue from 246th Street to Spaulding Lane

At 246th Street, Independence Avenue transforms into an extremely narrow roadway, with no curbs or sidewalks, and does not have enough width for a shared‐use facility. At 247th Street, the roadway becomes narrower through the Riverdale Country School property and is not feasible as a greenway route. However, north of Spaulding Lane, Independence Avenue is still a viable N‐S route around the Wave Hill property to 254th Street.

Section 31. Hawthorne Avenue between Vark Street and Main Street, Yonkers

Hawthorne Avenue is classified as one‐way southbound between Vark and Propsect Avenue and one‐way northbound between Prospect Avenue and Main Street. Two‐ way bike facilities are not feasible on these adjacent one‐way road segments. However, Hawthorne Avenue south of Vark Street is still a viable N‐S alternative; the roadway is two‐way and provides views of the waterfront and Palisades Park. A portion of Hawthorne Avenue is designated as part of Westchester County’s “RiverWalk”.

Section 33. Atherton Street/Woodworth Avenue between Dock Street and Lamartine, Yonkers

Atherton Avenue/Woodworth Street provides a northbound route through downtown Yonkers. This route is not ideal as a greenway route because of heavy industrial and transportation‐related uses located adjacent to the roadway. Additionally, the south end of Woodworth Avenue cuts through the Yonkers MetroNorth Railroad (MNRR) Station parking lot, which is not open for public use.

50

Hudson River Valley Greenway Link Task 4 Research

Section 28. Warburton Avenue between Main Street and JFK Memorial Drive, Yonkers

Warburton Avenue is surrounded by a mix of residential, commercial and institutional uses, similar to Riverdale Avenue in Yonkers. Although the roadway is wide enough to accommodate bike facilities, heavy car and Bee‐line bus traffic make this route less desirable than Woodworth Avenue and Ravine Street to the west, which are quiet residential streets with visual access to the waterfront. North of JFK Memorial Drive, Warburton Avenue is designated as a segment of Westchester County’s “RiverWalk”, and offers stunning views of the Hudson River and Palisades.

Section 23. Broadway from 261st Street, Bronx to Odell Avenue, Yonkers

Near the northern boundary of Van Cortlandt Park and the New York City line, Broadway transforms from a wide boulevard into a much narrower commercial corridor with heavy car, truck and bus traffic. In the Bronx, two bus layover areas are located near 261st and 263rd streets and may present a conflict for on‐street bike facilities. Just north of the New York City/Yonkers border, South Broadway is a busy commercial corridor with heavy curbside activity. Heavy traffic continues to downtown Yonkers, where traffic from major regional connector routes such as the Saw Mill River Parkway and I‐87 funnel onto Broadway. North of the split at West Main Street, S. Broadway becomes one way northbound for a short distance, and is very steep and narrow.

See Figure 8 for the segments that have been eliminated from further analysis.

51

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APPENDIX

Task 4 Research Background Information Supporting Corridor Selections and Subsequent Task 6 Analysis

APPENDIX TABLE OF CONTENTS

Parkland Conditions

Rail Information

Other Planned or Existing Greenway Routes

Other Significant Sites

HRVGL Project Goals & Objectives

Traffic and Transit Data

Parkland Conditions

Manhattan

Inwood Hill Park Inwood Hill Park is almost 200 acres, containing some of New York City’s only relatively untouched forest and salt marsh, as well as evidence of 17th Century Native American activity. There are several hiking and walking trails throughout the park, as well as several ball fields on the east and west sides. There is a paved path along the waterfront which terminates at the northern end of the park, where there is a footbridge over the Amtrak tracks. DPR is planning improvements to the path and footbridge, including a bicycle channel on the stairs of the bridge to make it easier for cyclists to use the stairs.

Bronx

Riverdale Park Riverdale Park is a long, thin wooded park that runs for one mile along the Hudson River adjacent to the Riverdale section of the Bronx. The width is that of a city block, 200 feet, making the park almost 100 acres. While the Amtrak and Metro North train lines run between the park and the river, this park affords great views of the Hudson as well as the Palisades across the river. There are foot paths but no bicycle facilities within the park. The eastern edge of the park, which runs parallel to Palisade Avenue, is a proposed greenway route on the NYC Bicycle Map. One workshop participant cited a problem with erosion on the park path north of Spaulding which is caused by tennis courts at Riverdale Country School.

Van Cortlandt Park Van Cortlandt Park is over 1100 acres, with the largest freshwater lake in the Bronx. The western edge of the park serves as a boundary of the study area, and the park itself is a major destination for recreational cyclists and community members. Playgrounds, ball fields and the first public golf course in the nation are among the park’s amenities. The Old Croton Aqueduct and South County Trails pass through Van Cortlandt Park, creating 1.37 miles of greenways within the park. It should be noted that cycling is not allowed on the Old Croton Aqueduct Trail in Van Cortlandt Park.

Forever Wild Designation

The Forever Wild Program is an initiative of the New York City Department of Parks & Recreation (DPR) to protect and preserve New York City’s most ecologically valuable lands. The Natural Resources Group within DPR is responsible for management of 51 Forever Wild Nature Preserves across the City which includes over 8,700 acres of forests, wetlands, and meadows.

Forever Wild areas have been designated in Inwood Hill Park in Manhattan, and Van Cortlandt and Riverdale Parks in the Bronx. Forever Wild areas are chosen for their ecological importance and significant habitats for fish and wildlife, particularly rare or endangered species. Development of any kind is generally restricted in these protected zones, and Forever Wild designations are strongly supported by community groups in Manhattan and the Bronx.

Yonkers

Untermeyer Park Untermeyer Park is a 33 acre park on a ridge overlooking the Hudson River in the northern half of Yonkers. It lies between Warburton Avenue and North Broadway, south of St. Johns Riverside Hospital. There is a large Grecian‐style garden with seating, as well as wooded and grass areas that can be used passively. The Old Croton Aqueduct Trail runs through the western edge of the park in the wooded section.

O’Boyle Park Potential route alignment through O’Boyle Park. The park has paved paths through it and there is the potential to link the Sunnyside Drive/Buena Vista Avenue corridor through O’Boyle Park

Trevor Park Trevor Park is a 25 acre active recreation facility with ballfields, playgrounds and basketball and tennis courts, as well as paved foot paths, seating areas and an open field. This park has a potential route through Trevor Park to link to adjacent OCA Trail, which would require a shared use path be established in coordination with Yonkers Department of Parks, Recreation and Conservation.

Rail Information

Rail Operations Analysis within the Project Study Area

Overview

The following is an analysis and summarization of rail operations within the study area of the Hudson River Valley Greenway Link Project. The study area includes western shoreline sections of the New York City boroughs of Manhattan and the Bronx to the south and the City of Yonkers in Westchester County, NY, to the north. The boundaries of the study area are the Hudson River to the west, Greystone Station in Yonkers to the north, Broadway to the east, and Dyckman Street to the south. Metro-North Railroad’s Hudson Line and Amtrak inter-city train routes both traverse the study area.

The Hudson Line is part of the Metropolitan Transportation Authority’s (MTA) Metro-North Railroad. Its tracks follow the southern boundary of the Bronx along the Harlem River before entering the study area from the south, several hundred feet before the Marble Hill Station. The line continues north and west through the study area, stopping at the Spuyten Duyvil Station before following the Hudson River shoreline north toward the Riverdale Station. The Hudson Line then closely follows the shoreline into Westchester County and Yonkers, where various trains make stops at four additional stations in the study area: Ludlow, Yonkers, Glenwood, and Greystone Stations.

The Hudson Line is electrified and powered by a third rail within the project study area. The rolling stock on the line consists primarily of Bombardier M7a and Budd M3a electric multiple unit trains (MUs), however, GE Genesis P32AC-DM diesel-electric locomotives are also utilized on routes traveling north of Croton-Harmon where tracks are not electrified. In order to avoid turning around at the end of the line, diesel locomotives use a push-pull operation with the locomotive located on the north end of the train, a cab car1 on the southern end of the train, and usually six passenger cars in between.

Although Hudson Line trains are operated by Metro-North, ownership of the tracks and adjacent property is somewhat complex. Midtown TDR Ventures LLC, a company controlled by Andrew Penson and Argent Ventures, currently owns the tracks. Midtown TDR purchased the property in 2006 from American Premier Underwriters, Inc., The Owasco River Railway, Inc., and American Financial Group, Inc., all part of the former Penn Central Corporation. Along with the land under Grand Central Terminal and the terminal’s air rights, Midtown TDR purchased the Harlem and Hudson Lines, and the property under, along, and over their 156 miles of track. At the time of the 2006 sale to Midtown TDR, Metro-North also renegotiated its lease of Grand Central and the tracks until February 28, 2274. The railroad will have an option to buy the tracks, but not before 2017.

1 A cab car is a non-powered railroad vehicle that can control operation of a train from the end opposite the position of the locomotive.

The National Railroad Passenger Corporation (Amtrak) also operates passenger service trains in the study area, on portions of the Hudson Line and on the Amtrak-owned West Side Line, also known as the Empire Connection. Traveling northbound from Amtrak’s Penn Station, the West Side Line enters the study area north of Fort Tryon Park and merges with the Hudson Line in Spuyten Duyvil, after crossing the Harlem River via the Spuyten Duyvil Swing Bridge. North of Spuyten Duyvil, Amtrak trains travel on Hudson Line tracks through the study area. Amtrak employs GE Genesis locomotives to power its trains within the study area, including Genesis model P32AC-3M, which is diesel-powered along this section of track..

Limited freight rail activity currently operates on the Hudson Line within the project study area. Each day anywhere from four to six trains operated by CSX and Canadian Pacific utilize Metro- North’s Hudson Line, while freight trains currently do not use Amtrak’s West Side Line at all. The volume of freight rail activity on the Hudson Line is expected to increase significantly in future years though, particularly due to the fact that in a region overwhelmingly reliant on truck traffic for the shipment of freight, highways are already at or over their capacities.

Metro‐North’s Hudson Line Operations

Weekday Totals

According to January 2009 timetables and data from Metro-North Railroad, 259 trains are scheduled to travel along the Hudson Line, which runs from New York’s Grand Central Terminal to Poughkeepsie, in Dutchess County, NY, during a typical weekday, Monday through Friday. Of the 259 daily trains, 214 enter or travel through the study area to one extent or another, with 107 entering the study area from the south and 107 entering from the north.

Weekday Southbound Service

Of the 107 weekday southbound trains that enter the study area, 14 are Amtrak trains; seven of the Amtrak trains stop at Yonkers Station while seven do not. The Amtrak trains do not make any stops in the study area other than Yonkers. Of the Metro-North trains, 20 are deadhead trains, trains that operate without passengers and/or do not generate any revenue, either because they are being moved to a location for service at a later date or are transporting railroad employees. The remaining 73 trains are Metro-North trains with passenger service. Of the 73 trains, 38 operate at peak hours and arrive at Grand Central Terminal between 5:45 a.m. and 10:00 a.m. Of the 38 a.m. peak trains, 17 make stops within the study area while the remaining 21 do not. The remaining 35 of the 73 southbound trains arrive at Grand Central during off-peak hours, between 10:00 a.m. and 2:00 a.m. the following morning. Of the 35 off-peak trains, 31 make stops in the study area and four trains do not. There are no southbound Metro-North trains classified as p.m. peak trains on weekdays.

Weekday Northbound Service

Each weekday, 107 northbound trains also enter the study area, 14 of the trains are Amtrak trains, 17 are Metro-North deadhead trains, and one is an Amtrak deadhead train. In addition to passengers, one off-peak a.m. train also transports the Metro-North company mail out of Grand Central and another train acts as a daily bulletin order train, delivering bulletins to railroad locations to the north. Of the remaining 76 northbound trains with passenger service, 10 are classified as a.m. peak trains, leaving Grand Central between 5:45 a.m. and 9:00 a.m.; 34 are p.m. peak trains, leaving Grand Central between 4:00 and 8:00 p.m.; and 32 are off-peak trains. Each Monday morning, two additional Amtrak trains leave Penn Station, bringing the number of trains to 109 on Mondays. Each of the a.m. peak trains stop in the study area, 17 of the p.m. peak trains stop in the study area, and 17 p.m. peak trains do not. Finally, 26 of the off-peak trains have scheduled stops in the study area and six do not.

Weekend Totals

Each Saturday 128 trains are scheduled to run on the Hudson Line and each Sunday 125 trains are scheduled. There are 121 Saturday trains and 116 Sunday trains entering the study area. Weekend schedules also apply to 11 holidays throughout the 2009 calendar year. Trains are usually not classified as peak or off-peak on weekends. Weekend departure times are generally more dispersed throughout each day, between the hours of 6:00 a.m. and 4:00 a.m. for trains leaving Grand Central, and 6:00 a.m. and 2:00 a.m. for arrivals at Grand Central

Weekend Southbound Service

Each Saturday, 61 southbound trains are scheduled to enter the study area, 11 are Amtrak trains and one is a Metro-North deadhead train. The remaining 49 trains are Metro-North commuter passenger trains. Of the 49 Metro-North trains, 39 have scheduled stops within the study area.

On a typical Sunday, 59 southbound trains enter the study area, 12 are Amtrak trains and none of the trains are deadheads. The remaining 47 trains are Metro-North trains offering commuter service, 39 of which have stops scheduled within the study area.

Weekend Northbound Service

Metro-North schedules 64 trains to run northbound on the Hudson Line each Saturday, 60 of the 64 northbound trains enter the study area. Of these 60 trains, 11 are Amtrak trains and one is a Metro-North deadhead train. The remaining 48 of the 60 trains are Metro-North commuter trains, and all but nine of these 48 trains have stops scheduled in the project study area.

On Sundays, 57 out of 64 Hudson Line trains enter the study area, 11 of the 57 trains are Amtrak trains and none are deadhead trains, meaning that 46 of the trains are Metro-North commuter trains. Only nine of the 46 Metro-North trains bypass the study area without any stops.

Metro‐North Station Descriptions

Following are brief descriptions of the seven Metro-North stations located within the project study area, beginning with Greystone in the north and ending with Marble Hill in the south. Any additional trackage or rail operations adjacent to stations are also noted.

Greystone Station

Greystone Station in Yonkers is located approximately 40 minutes and 18 miles north of Grand Central Terminal by train. Ridership data for 2006 showed that an average of 513 commuters used the station daily. The station offers commuters a connection to Westchester’s Bee-Line Bus System. The Hudson Line has four tracks at this location. Express trains use the two inner tracks, while local trains use the two outer tracks. The Greystone Station utilizes two high-level side platforms, which are each able to accommodate trains of eight cars in length. The platform to the east of the tracks serves northbound passengers while the station on the west side of the tracks serves southbound commuter traffic. On an average weekday, 30 northbound Metro- North trains stop at the station while 29 southbound trains have scheduled stops. Amtrak trains do not stop at Greystone Station.

Glenwood Station

The four tracks of The Hudson Line continue south to Glenwood Station in Yonkers. The station features the same type of high-level outside platforms as Greystone, and north and southbound local and express trains up to eight cars in length arrive and depart in a similar manner. Connections to Bee-Line bus service are available at Glenwood. Average daily commuter ridership was 327 in 2006. A small segment of unpowered track, approximately eight train cars in length, exists to the south of the station, west of the four tracks used by Metro-North. The track is identified as Glenwood Yard on MTA maps. Of all weekday Metro-North commuter trains passing the station, 27 southbound and 29 northbound trains make stops at Glenwood. Amtrak does not offer service to Glenwood.

Yonkers Station

Toward Downtown Yonkers, 30 minutes and 15 miles north of Grand Central by train, the four Hudson Line tracks continue south to Yonkers Station, which serves local and express Metro- North trains as well as Amtrak. The recently renovated Beaux-Arts station served 922 people on average per day in 2006. Yonkers Station features two island platforms each long enough to accommodate 10 cars. The western platform serves southbound commuters and the eastern platform serves those traveling northbound. To the east of the Yonkers Station is a group of seven powered tracks, where Kawasaki Rail Car manufactures and rehabilitates passenger rail cars for various transit agencies. On weekdays, 44 northbound and 52 southbound Metro-North trains stop at the station, while eight northbound and seven southbound Amtrak trains are also scheduled to make stops. The station offers connections to several Bee-Line buses, and to New York Water Taxi, which carries passengers to numerous locations in Manhattan.

Immediately to the south of Yonkers Station, a fifth non-electrified track begins to run parallel to the four Metro-North tracks to the west of the Hudson tracks. In some sections of the line a second non-electrified track, or sixth overall track runs parallel to the others. MTA maps identify the freight siding tracks as Sugarhouse tracks south of Yonkers Station.

Ludlow Station

The southernmost station in Yonkers is Ludlow Station where the parallel tracks are identified as Tyco Plastics tracks. The non-electrified tracks are entered via a crossover south of Ludlow and are occasionally used by freight traffic and Metro-North work trains. The non-electrified tracks are identified as Tracks 5 and 6, with Track 6 being the westernmost. Daily commuter ridership at Ludlow was 250 in 2006. The station features the same type of side high-level platforms, eight cars long, as Glenwood and Greystone Stations, and trains arrive and depart in the same manner. Amtrak trains do not stop at Ludlow. On weekdays, 27 northbound and 29 southbound trains schedule stops at the station. Connection to Bee-Line buses is available at Ludlow.

A parallel non-electrified track continues to run to the west of the four electrified tracks from Westchester into the Bronx, passing the location of the former Mount Saint Vincent Station along the way. No station house, platforms or other facilities remain from that station.

Riverdale Station

Riverdale Station is the northernmost Hudson Line station in the Bronx and in New York City. Average daily ridership was 543 at Riverdale. The station features two high-level platforms, each eight cars in length. The western platform is an island platform used by southbound trains while the eastern platform is a side platform serving northbound trains. The western platform is classified as an island platform only because the non-electrified track, identified on maps as Track 6 runs to the west of it, though there is no platform access to Track 6. Amtrak does not stop at Riverdale Station, but 29 northbound and 27 southbound Metro-North trains stop at the station each weekday. Metro-North operates a feeder bus service called the Hudson Rail Link to this station from the surrounding neighborhood.

South of Riverdale is a crossover to the non-electrified tracks, which are identified as CSX Freight Lead Tracks along this segment of the Hudson Line. Moving further south along the Hudson Line the tracks once again number four. At Controlled Point 12 the two easternmost tracks, 1 and 3 merge, while the Amtrak West Side Line/Empire Connection merges with Hudson Line Track 4, the westernmost track on the line.

It should be noted that there are freight obligations on Track 6 that are non‐negotiable, and it must also remain available for Metro‐North emergency use on occasion.

Spuyten Duyvil Station

South of the junction with the Empire Connection, only three Hudson Line tracks remain as they curve toward Spuyten Duyvil Station to the east, where daily commuter ridership was 913 in 2006. The station has two high-level platforms. The northern outside platform is eight cars in length and serves northbound trains, and the southern island platform is four cars in length and

serves southbound trains. Amtrak trains do not serve Spuyten Duyvil, however, 27 southbound and 29 northbound Metro-North trains have scheduled stops at the station each weekday. The Hudson Rail Link feeder bus also serves this station.

Marble Hill Station

South of Spuyten Duyvil the tracks momentarily merge so that only two tracks remain, although by the time trains reach the Marble Hill Station the number of tracks increases to three. The station is 20 minutes and ten miles north of Grand Central by train, and along with Yonkers Station is one of only four express stations on the Hudson Line south of Croton-Harmon. The station has just one high-level island platform, four cars in length, serving northbound and southbound passengers. Marble Hill accommodates 38 northbound and 36 southbound Metro- North trains on weekdays but is not served by Amtrak. Daily ridership was approximately 900 in 2006 and 2007. Marble Hill offers a connection to the New York City Subway’s 1 Train and many commuters traveling from the north travel on Metro-North trains to Marble Hill and afterward transfer to the MTA NYCT 1 Train for easier access to Manhattan’s West Side.

MTA’s Metro-North Railroad is currently studying options for service to Penn Station, in addition to the current service to and from Grand Central. One alternative being studied would run some Hudson Line trains into Penn Station via the Empire Connection, possibly adding new stations at West 125th and West 62nd Streets.

Metro‐North’s Maximum Authorized Speeds

Throughout the study area, trains are authorized to operate on the Hudson Line at several different maximum authorized speeds (MAS), ranging from 30 to 75 miles per hour (MPH). Factors including track curvature and adjacent surroundings explain the variation in allowed speeds. Dissimilar MASs are identified and posted according to mileposts (MP). Metro-North uses MPs to measure the location on the line as the distance north of Grand Central Terminal. For example, Milepost 50 is located 50 miles north of Grand Central by way of the Hudson Line.

Between Hudson Line MP 9.2 and MP 9.9, an area including Marble Hill Station and the BN Curve south of Marble Hill, the posted MAS is 50 MPH. The MAS decreases to 30 MPH north of Marble Hill, between MP 9.9 and MP 11.5, an area that also includes Spuyten Duyvil Station at MP 11.1. There are a number of reasons for the decrease to 30 MPH along this section of the tracks; Amtrak’s Empire Connection merges with the Hudson Line here, and several significant curves exist, both north and south of Spuyten Duyvil Station.

The Hudson Line is relatively straight north of the junction with Amtrak’s Empire Connection, allowing for a significantly higher maximum speed. Throughout the remainder of the study area, between MP 11.5 near Riverdale and the northern boundary near MP 18 north of Greystone Station, a 75 MPH maximum speed applies to all but one small section of the Hudson Line. The sole exception to the 75 MPH maximum is the 0.3 mile segment of the Hudson Line known as the Yonkers Curve, where the MAS is reduced to 50 MPH from MP 15 to MP 15.3.

Amtrak Operations

The majority of Amtrak’s rail activity in the study area operates on Metro-North’s Hudson Line and was included in the previous analysis of Hudson Line rail traffic. Therefore, the following section focuses on Amtrak’s activity in the relatively small area south of the junction at which the Empire Connection merges with Metro-North’s Hudson Line in Spuyten Duyvil. Amtrak operates trains on the West Side Line, also known as the Empire Connection, north of Penn Station beginning at 34th Street. The line carries passenger service heading north and west through Albany to Toronto, Montreal, Chicago, and Vermont, and returns south to Penn Station via the same route. The line serves five of Amtrak’s fourteen routes into and out of Penn Station.

Each weekday Amtrak schedules 13 northbound trains and 13 southbound trains to travel through the project study area. The scheduling of these trains roughly amounts to at least hourly service in each direction between the hours of 6:00 a.m. and 8:00 p.m. On a typical weekday, of the 13 northbound trains, most are Amtrak Empire Service trains scheduled to travel from Penn Station, stopping at Yonkers, through Albany and Syracuse, to Niagara Falls, NY, one of the Empire Service trains is a Maple Leaf train that continues to Toronto, ON. One Amtrak Adirondack train travels to Montreal, QC, via Albany, and makes a stop at Yonkers Station, and one Amtrak Ethan Allen Express runs through Albany with a stop at Yonkers Station to Rutland, VT. Finally, one Amtrak Lake Shore Limited train runs to Chicago via Albany and Cleveland, OH, bringing the total to 13. The Lake Shore Limited is the only one of the Amtrak trains that bypasses Yonkers Station within the study area, running from Penn Station straight to the Croton-Harmon Station.

The schedule of the 13 southbound weekday trains is similar to that of the northbound trains, normally with two fewer Empire Service trains. Usually each Saturday 11 southbound and 11 northbound Amtrak trains are scheduled to pass through the study area, and on Sundays 12 southbound and 11 northbound Amtrak trains are scheduled.

The Empire Service has been a long-standing candidate for high-speed rail service upgrades, which may lead to the introduction of trains capable of faster speeds on the Empire Corridor and Hudson Line tracks.

The path of the Empire Connection includes the Spuyten Duyvil Railroad Swing Bridge over the Harlem River. The bridge is owned and operated by Amtrak and features just one track shared by trains moving in either direction. An unused wye2, or rail triangle, also exists just south of the current Amtrak/Metro-North junction in Spuyten Duyvil. The Manhattan Waterfront Greenway Plan, published by the New York City Department of City Planning in 2004, stated that eventually a bike route might be planned for this segment of the project study area, along the Hudson River in Inwood Hill Park beside the Amtrak line.

2 According to MetroNorth, the tracks at Spuyten Duyvil were realigned in the mid-1980’s and the wye cannot be restored for rail use with the current track configuration at the Spuyten Duyvil station.

The maximum authorized speed (MAS) for Amtrak passenger trains operating on the Empire Connection is 50 miles per hour from the southern boundary of the study area through Inwood Hill Park, and 45 MPH on the Spuyten Duyvil Bridge. However, trains generally travel at speeds lower than the MAS over the Spuyten Duyvil Bridge, since north of the bridge at the junction with the Hudson Line the speed limit decreases to 30 MPH.

The Spuyten Duyvil Bridge is a horizontally pivoting swing bridge. In its standard closed position, the bridge carries trains over the Spuyten Duyvil Creek, the short channel connecting the Hudson River to the Harlem River and separating Manhattan from the Bronx. The clearance of the bridge in a closed position is only five feet above the creek at mean high-water and nine feet above at mean low-water, therefore, the bridge is capable of opening and allowing water vessels to pass.

According to Amtrak personnel, there is no set schedule for the opening and closing of the bridge. Currently, each day on average, the bridge is opened and closed again anywhere from five to seven times, which generally amounts to 40 times per week. As per existing U.S. Coastguard regulations, the bridge is required to open on signal at all times of day for the passage of vessel traffic. Amtrak personnel use their discretion to determine when the bridge must be opened and are on site to ensure the bridge is operable 24 hours per day and 365 days per year, regardless of weather conditions or seasonal variations.

The Circle Line sightseeing ferry service operates a 3-Hour Full Island Tour around Manhattan that includes the area. Depending on the season, Circle Line boats navigate Spuyten Duyvil Creek from one to four times per day, meaning their service accounts for a significant percentage of all passing vessels. However, private and commercial vessels also occasionally pass through the area, necessitating additional openings and closings of the bridge each day.

Freight Rail Operations

Information gathered to date and obtained from Metro-North and Amtrak indicates that a small yet significant amount of freight rail traffic currently operates within the study area. However, due to the region’s overreliance on highways for the movement of freight and the traffic congestion that has occurred as a result, the Hudson Line, which is the only freight rail route into the region, is expected to see significant increases in freight traffic in coming years, in accordance with the appropriate amount of additional infrastructure. Each day anywhere from four to six freight rail trains currently use Metro-North’s Hudson Line tracks within the area, though the volume of freight tonnage is projected to double in coming years. No freight traffic currently runs on Amtrak’s Empire Connection south of the junction with the Hudson Line near Spuyten Duyvil.

Two Class I railroad companies, CSX Transportation and Canadian Pacific, transport freight on the Hudson Line, where each of the companies has trackage rights on the Metro-North leased and managed tracks. CSX generally runs one through train each night in each direction, and an additional garbage train two to three nights per week. Local freight is occasionally transported north or south via the same routes but usually not more than twice each day. CSX trains travel between Harmon Yard and Shop, at Croton-Harmon Station north of the study area, and the Oak

Point Freight Yard in the South Bronx, which is adjacent to Metro-North’s Harlem Line. The most common route through the Bronx is the Oak Point Link, although trains sometimes also make the transition from the Hudson to the Harlem Line via a connecter at Mott Haven Yard.

Canadian Pacific operates its Delaware and Hudson Railway trains within the study area. The trains travel from Oak Point Yard in the Bronx to Albany, NY, part of the route via the Hudson Line. In general, between 8:00 pm. and 5:00 am, one train travels north to Albany each Monday, Wednesday, and Friday, and one train travels south to Oak Point each Saturday, Sunday, and Tuesday.

Metro-North’s diesel-electric switcher locomotives sometimes make late night round- trips over the length of the Hudson Line. The bright yellow switchers haul hoppers containing trash and recycling, and transport supplies to track and signals crews working to maintain and repair the line.

MASs for freight trains vary on the Hudson Line but are generally lower than MASs for passenger trains. Between Hudson Line mileposts (MP) 9.2 and 9.9, in an area that includes the BN Curve near Marble Hill, the MAS for freight trains hauled by Metro-North engine numbers 101-106, 543, and 750 is 30 MPH, while the MAS for freight trains hauled by all other engines is slightly lower at 20 MPH. From MP 9.9 to 11.5, north of Marble Hill and including Spuyten Duyvil, the MAS is 20 MPH for the abovementioned Metro-North hauled freight trains and 15 MPH for all other freight trains. From MP 11.5 near Riverdale to the northern boundary of the study area near Greystone, the speed limit increases to 40 MPH for all freight trains, except between MPs 14.6 and 15.2, and MPs 17.8 and 19.3, where the MAS is 25 MPH for all freight trains.

Projected Freight Operations

In 2004, the New York Metropolitan Transportation Council (NYMTC), the metropolitan planning organization (MPO) for New York City, Long Island, and the lower Hudson Valley, published the NYMTC Regional Freight Plan. The aim of the study was the development of a roadmap for the improvement of freight transportation in the NYMTC region. Along with analyses of each of the other freight modes, the study examined the future capacity of freight rail traffic volumes in the New York City metropolitan region.

As of the base year of the study, the NYMTC region experienced the highest volume of freight movement of any metropolitan area in the United States. In addition, freight commodity flows in the NYMTC region were projected to increase by 47 percent by the year 2025 from pre-study levels. Truck traffic currently carries the majority of freight in the NYMTC region, with highway-based modes accounting for over 80 percent of regional freight tonnage. Rail-based modes carry less than one percent of freight within the region, placing the New York Region second to last among major metropolitan areas in the nation in terms of rail-mode share of freight movement.

The predominance of highway-based freight movement in the region continues to contribute to increased traffic congestion and increased costs for the movement of freight services. The Regional Freight Plan focused on several of the most significant freight movement corridors, one of which, the Northern Crossing, lies in close proximity to the study area and includes the George Washington Bridge, the Cross Bronx Expressway (I-95), and the Major Deegan Expressway (I-87). The roadways encompassing the Northern Crossing are currently overloaded and prone to congestion at all hours, causing higher travel costs, longer travel times, and traffic diversion onto local roadways.

The Hudson Line presents a tremendous opportunity. As a currently underutilized alternative to the region’s congested roadways and the sole route by which rail freight is able to enter the region today, it is projected that the volume of commodities moved on the line will soon increase to 8 million tons per year, double the 4 million tons the line handled in 2004. Increased traffic on the Hudson Line will enable the realization of several plan objectives, including: reduction of future truck volumes on some roadways, the increase of rail mode share in the region, improvement of traffic operations on some roadways, improvement of environmental quality, and cost-effective freight delivery system.

One particular goal of the NYMTC study was to improve the reliability and overall movement of freight in the region by encouraging expedient and cooperative multi-modal shipment of freight. The effort to increase the share of freight rail movement is viable due to the fact that several of the 10 commodities expected to grow the fastest in terms of volume by 2025 are more suitable to be transported by rail or other mode than by truck. The commodities include, petroleum or coal products, pulp paper or allied products, and lumber and wood products. Five more of the top 10 commodities, including food and kindred products, chemicals or allied products, waste or scrap metal, primary metal products, and rubber or miscellaneous products, could also be transitioned toward rail-based shipment.

Another recent study, the Hudson Line Railroad Corridor Transportation Plan, was developed by the New York State Department of Transportation along with Metro-North, Amtrak, CSX, and Canadian Pacific, to identify the operational needs of each through 2020. The plan identified substantial capacity for freight operation on the line to increase from three percent of all weekday trains to as much as 10 percent of weekday trains and also to remove current restrictions on daytime freight operation.

The New York City region’s largest freight trading partners are New York State and the NYMTC region itself. The Hudson Line’s location and position as a connecter between New York City and upstate New York, as well as an important link in the local rail network, position the line as an invaluable asset for freight movement in the region.

Track 6

A CSX freight lead, generally referred to as Track 6, runs parallel to Tracks 1 through 4 on Metro-North’s Hudson Line, to the west of the four main tracks. Track 6 begins at approximately MP 12, north of Spuyten Duyvil and south of Riverdale Station, and extends north to approximately MP 15, south of Yonkers Station. The lead is dedicated to freight operations for the businesses located along the line. According to Metro-North, two consignees currently utilize the lead, American Sugar Refining Inc. and Tyco Plastics, both located in Yonkers. Metro-North Railroad also periodically uses Track 6 for storage of work equipment and during performance of maintenance on the adjacent high-volume tracks. On average, Metro-North maintenance and work vehicles make two trips over Track 6 each day, and the railroad stages work equipment on the track just as frequently overnight. According to Metro-North, Track 6 is also invaluable for the accommodation of stalled trains and during other emergency situations, and the railroad has no desire to facilitate the removal of any part of Track 6 at this time. Without the easily accessible Track 6, commonplace problems occurring with Metro-North commuter trains would present much more complicated scenarios due to the high volume of train traffic on Track 1 through 4. Operations personnel at Metro-North also emphasized that any plans for track removal would likely hinder future plans for the intended expansion of industry in Yonkers and the surrounding area. Metro-North’s ongoing Penn Station Access Study is exploring adding Hudson Line Service in all time periods (peak, off-peak, and weekends) to Penn Station via Amtrak's Empire Connection with new station stops in the vicinity of West 125th and West 62nd Streets. The NYMTC Regional Freight Plan identifies the Hudson Line, including Track 6, as a potential corridor for future expansion of freight rail in the New York Metropolitan Area, providing a crucial alternative to highway-based freight movement, which has contributed to overcrowding of highways. Amtrak has also recently explored the option of redeveloping Track 6, in order to increase capacity through use of a second track and to match up with their Empire Connection south of the study area, which was double tracked in the mid- 1990s. Restoration of Track 6 would give Amtrak the capability to link with the Hudson Line at two points, and allow the rail service the potential to run trains north and south simultaneously through additional portions of the study area between Penn Station and Upstate New York. Regardless, according to CSX, Amtrak, and Metro-North, Track 6 is a valuable asset to rail operations of all varieties in the area and there is no intention to decommission the track at this time, especially considering future rail needs on the Hudson Line and in the surrounding area.

The map on the following page shows existing rail corridors in the New York City region.

Rail with Trail Specifications and Case Studies

The following section outlines common considerations, issues and recommendations for implementing a “Rail‐with‐trail” (RWT). RWTs are defined as shared‐use paths or trails located on or directly adjacent to an active railroad corridor. The findings and case studies presented have particular relevance to the discussion of RWTs within the Hudson River Valley Greenway Link (HRVGL) study area.

A number of factors are important to consider in determining the physical and financial viability of a rail corridor’s ability to accommodate RWT. The conditions along the east side of the Hudson River, in the HRVGL study area, are detailed below.

1. Speed and frequency of train service

Metro‐North Railroad’s Hudson Line and Amtrak inter‐city train routes utilize rail corridors within the HRVGL study area. The frequency of train service passing through the study area is as follows:

• Average Weekday: 214 trains (28 are Amtrak) • Average Saturday: 128 trains (22 are Amtrak) • Average Sunday: 121 trains (22 are Amtrak)

There is currently very little freight traffic travelling through the corridor. Freight trains no longer use the West Side Line track in Manhattan, and freight traffic is limited to a handful of trains each day on Metro‐North’s Hudson Line. Average speeds for passenger rail service within the corridor hover around 30 mph.

2. Topography

The railroad is located on relatively flat, level ground immediately adjacent to the Hudson River waterfront. The topography of land immediately east of the rail corridor can generally be described as moderately to extremely steep, particularly in the neighborhoods of Inwood in Manhattan and Riverdale in the Bronx.

3. Proximity to water

As mentioned above, the rail tracks are located along the waterfront the entire stretch of the study area, from Inwood in Manhattan to Yonkers in Westchester County. The West Side Line traverses the Harlem River via the Spuyten Duyvil Swing Bridge.

4. Available Right Of Way

Due the railroad’s location on the waterfront and steep topography immediately east of the tracks, precise measurements of available ROW need to be obtained to determine the viability of a RWT along portions of the railway.

5. Expected daily users

The Hudson River Valley Greenway is envisioned as a shared‐use path that supports regional transportation and recreational usage.

Perhaps more important than any other factor, involvement and support by the railroad company is critical to the success of an RWT. Rail companies are most often concerned about safety, liability and financial impact when discussing the viability of trails adjacent to active rail corridors. Particularly when a railroad corridor traverses suburban or urban areas with high property values, a prime consideration is whether a trail constitutes the highest and best use of land.

However, rail companies may be willing to consider a RWT if certain conditions are met to ensure safety and reduce liability and financial strain. Proponents of RWTs cite a number of benefits to railroad companies and adjacent communities.

Benefits to Railroad Companies:

• Reduced liability costs: Railroads spend millions of dollars per year on insurance, legal fees, and claim payments. Legal agreements that reduce liability exposure (e.g., indemnification agreements) with RWTs can help to reduce these costs. • Financial compensation: Many railroad companies receive some sort of financial compensation for selling property outright. Others receive easement or license fees, or tax credits for donated lands or easements. • Reduced petty crime, safety, and nuisance problems: Many railroad companies noted reduced trespassing, vandalism and dumping problems on rail corridors with well‐designed trails. • Reduced illegal track crossings: RWTs users can be channelized, or directed, to grade‐ separated or secure at‐grade crossings

Possible benefits to adjacent communities include increased tourism revenue, higher property values, and improved access to transit.

Property Acquisition

While most RWTs are located on public lands leased to private railroads, many are on privately owned railroad property. Government agencies (usually states, counties, or cities) own about half the RWT corridors nationwide, while railroads retain ownership for the remainder.

Easements and Licenses

Where rail companies maintain ownership, a trail management agency purchases a use easement or license from the railroad or transit authority, utility, private landowner, or other government agency. This relationship is often one of mutual benefit to rail companies and trail managers. The landowner retains title to the land while handing over most of the liability and daily management of the property. Meanwhile, the trail manager pays a lower price (compared with full ownership) and maintains sufficient control for trail purposes. Easements are attached to the property title, so they survive property transfers.

Transfer of ownership is seen as the cleanest way to reduce liability risks, although indemnification agreements can also shield private companies from liability.

Design

No national standards or guidelines dictate RWT facility design. FHWA has offered guidance assembled from standards related to shared‐use paths, pedestrian facilities, railroad facilities, and/or roadway crossings of railroad rights‐of‐way. Ultimately, RWTs must be designed to meet both the operational needs of railroads and the safety of trail users. The challenge is to find ways of accommodating both types of uses without compromising safety or function.

RWT designs should be based on the specific conditions of the site, requirements of the railroad owner, completion of a feasibility study, State and other regulatory requirements, and engineering judgment. Listed below are general considerations and guidelines for RWT design:

• Maximize the setback between any RWT and active railroad track. The setback (distance between the track centerline and trail) should correlate to the type, speed, and frequency of train operations, as well as the topographic conditions and separation techniques. The average setback for RWTs is 33ft (distance between track centerline and trail), according to a survey done the by Rails‐to‐Trails Conservancy in 2000, although a handful of RWTs have setbacks of less than 5ft. • Use barriers such as vegetation, grade separation, cement walls and fencing to safely separate the tracks from the trail

• Minimize the number of at‐grade crossings, examine all reasonable alternatives to new at‐grade track crossings, and seek to close existing at‐grade crossings. • Review relevant utility requirements for existing and potential utilities in the railroad corridor. • Divert trails around railroad tunnels; if they need to go through a single‐track railroad tunnel, they likely are not feasible. • Where an RWT is proposed to bypass a railroad yard, RWT managers must provide adequate security fencing along with regular patrols. High priority security areas may need additional protection. • Install adequate trail‐user warning signs

Case Studies

Trail Name: Atchison, Topeka and Santa Fe Trail

Location: City of Irvine, Orange County, California

Status: Complete

Trail Description: The Atchison, Topeka and Santa Fe Railroad line originally provided a vital link for transporting iron from the Midwest into the Los Angeles Area. Currently, freight rail, Amtrak and Southern California Regional Rail (SCRRA) Metrolink use the railway. On average 31 Metrolink, 22 Amtrak trains and 8 freight trains travel through the corridor daily. Passenger trains travel at speeds up to 90 mi/h while freight trains travel about 55 mi/h. The trail parallels the railway for approximately 3.2 mi. The trail is located on a 200ft wide easement of the Orange County Transportation Authority’s (OCTA) rail corridor. The trail is typically 50 to 100 ft from the track centerline and is separated from the railway by a 5 ft high chain link fence and vegetation. The surrounding area is comprised of primarily single‐family and multi‐family developments. Older neighborhoods have access to the trail at at‐grade crossings, while newer neighborhoods have direct access via community parks.

Officials report minor problems associated with the trail, mainly with graffiti and vandals cutting the fence, presumably to trespass across or on the tracks. Some portions of the trail are lit for night use.

Trail Name: Elliot Bay Trail/Terminal 91 Bike Path

Location: City of Seattle, Washington

Status: Complete

Trail Description: These two trails are owned and operated by the City of Seattle, and run contiguously along the water for approximately six miles from Downtown Seattle north to the industrial Interbay area. The Burlington Northern Santa Fe Railway operates as many as 60 passenger and freight trains daily, which are at grade running parallel to the trails. Average train speeds vary from 35 to 40 mph.

The trail has three distinct sections. The southern third, located in downtown Seattle, is close to a rail line that, until recently, carried four slow‐moving trolleys per hour. Much of the trail traffic consists of tourists and downtown workers and is used for both work and recreational trips.

The middle section is in Myrtle Edwards Park. At this point the trail is directly on the waterfront and set back from the tracks by about 100 ft. The path is separated by a 10 ft high chain link fence and landscaping. Trail users have described the trail surface as old, bumpy, and curvy.

The northern section runs through the rail yards. In most parts, chain link fences and tracks closely border the trail on both sides, with almost no landscaping. The path is so narrow at several points that multiple warning signs are needed to help avoid collisions between users. The trail is lighted and has night use.

Officials report few significant problems with trespassing or vandalism. However, motorists sometimes drive on the trail and have hit trolley cars.

Source: http://www.dbmechanic.com/biking/ViewTrail.asp?TID=18

Trail Name: Traction Line Rail Trail in Morris County, NJ

Location: Morris County, New Jersey

Status: Complete

A cyclist near Convent Station. The active rail line Runners on the Traction Line can be seen directly adjacent to the trail on the left.

The Traction Line Recreation Trail is a multi‐use trail located on an abandoned trolley corridor in Morris County, New Jersey. The 3.2‐mile trail runs from Morristown, NJ to Madison, NJ along a portion of New Jersey Transitʹs (NJT) Morris & Essex Line. A continuous chain‐link fence and grassy strip separate the trail from the active rail line.

The Morris County Park System designated the trail in the 1986 on land donated from the Jersey Central Power and Light Company (JCP&L). A one‐mile extension was designated in 1998 and built on land donated by JCP&L and Fairleigh The trail runs six miles along the waterfront from Dickenson University. Downtown Seattle to the Industrial Interbay area

The trail features a wide, paved pathway and a nine‐station parcourse exercise facility. It connects to two NJT rail stations and many other hiking and biking trails in the area. The Traction Line Recreation Trail is ADA accessible and is a popular path for biking, in‐line skating, jogging, cross‐country skiing and walking.

Source: http://www.traillink.com/ViewTrail.aspx?AcctID=6016584 http://www.nynjctbotany.org/njhigh/traction.html http://www.morrisparks.net/maps/HiRes/TractionLine.

Trail Name: Coastal Rail Trail

Location: City of San Diego to North San Diego County, California

Status: Preliminary design

Currently under design, the Coastal Rail Trail will extend 40 miles from San Diego to North San Diego County, immediately adjacent to the North County Transit District’s Santa Fe line, which carries more than 30 commuter trains in addition to freight. Grade crossings, access points, operations and maintenance are being addressed in the preliminary phase of design. Once it is realized, the trail will connect major destinations such as schools, employment centers, parks and commuter rail stations.

Other Planned or Existing Greenway Routes

Hudson River Valley Greenway (north of study area)

The Hudson River Valley Greenway is a regional network of trails that provides physical and/or visual access to the Hudson River. A New York State agency was created to facilitate community input in preserving the natural and cultural resources in the Hudson River Valley region while stimulating the economy. There are hundreds of miles of trails that are part of this network. This project will provide a critical link in the Hudson River Valley Greenway trail network.

There are many off‐road recreational trails throughout the region. One such trail that provides visual and physical access to the river is the Nyack Beach‐Hook Mountain Trail, a 5 mile off‐ road path along the west bank of the river between Nyack and Haverstraw. There is also an on‐ street signed route that extends from the Hudson River Greenway in Manhattan, over the George Washington Bridge and up Route 9W to the Bear Mountain Bridge. Crossing the Bear Mountain Bridge, it continues on the east side of the Hudson River on Routes 9, 9D and 376 all the way north of Columbia County. Cycling groups from New York City use this route to reach destinations throughout the Hudson River Valley.

Old Croton Aqueduct Trail

This 26.2 mile trail is on the right‐of‐way of the Old Croton Aqueduct, New York City’s source of water starting in 1842. It was decommissioned in 1955 and subsequently turned into a linear park/shared use trail. Because the aqueduct required a steady, gentle slope of 13 inches per mile, the trail is very flat. The trail crosses through natural areas as well as neighborhoods, often between homes or adjacent to front or rear yards.

For most of the distance, the trail is within a half mile to a mile of the Hudson River, until the southern part of Yonkers at Ashburton Avenue where it turns due east for approximately one and a half miles until turning south again east of Tibbetts Brook Park. The trail continues into Van Cortlandt Park and continues parallel to the Van Cortlandt Golf Course and the Mosholu Parkway to the southern boundary of the park. The Old Croton Aqueduct Trail actually continues, mostly on‐street through the Bronx and Manhattan to 42nd Street in Midtown.

The OCA Trail has been designated as a Hudson River Valley Greenway Trail in the Greenway Trail Vision Plan. One of the goals of this project is to create a link between the OCA Trail and the Hudson River Greenway in Manhattan. Therefore, the OCA Trail will be the northern terminus of the recommended corridor alignment for this project. One of the outcomes of this project will be a determination of which OCA Trail access point or points will be most appropriate for creating this connection.

Hudson River Greenway (Manhattan)

The Hudson River Greenway is a two‐way shared use path running along the west coast of Manhattan. It is approximately 12.5 of the 32 mile Manhattan Waterfront Greenway. As of late 2008, it is fully built from Battery Park on the southern tip of Manhattan to Dyckman Street in northern Manhattan. This facility is the most heavily used bicycle trail in the United States. For that reason, the link between this existing facility and the Bronx and Yonkers sections are very important. At times, the Hudson River Greenway runs parallel to an active Amtrak line, separated by a fence and grass buffer.

Funding for planning and construction of the Hudson River Greenway came from Congestion Mitigation Air Quality (CMAQ) and Surface Transportation Program (STP) funds under the Intermodal Surface Transportation (ISTEA) Efficiency Act (subsequently Transportation Equity Act for the 21st Century).

The current access point from the northern terminus of the Greenway connects to an on‐street bicycle route at Dyckman Street. After crossing under the George Washington Bridge approach ramp, the Greenway curves east over the Amtrak tracks and eventually runs parallel and at grade to the northbound Henry Hudson Parkway. This section of the Henry Hudson Parkway was built on top of Riverside Drive, which once extended into this area, and the Greenway path sits on what was once the sidewalk of Riverside Drive. The Greenway path terminates just north of the Dyckman Street exit ramp of the Henry Hudson Parkway. At the end of the path, there is a staircase that turns back south and lands at street level. The path then continues under the Henry Hudson Parkway overpass, connecting to Staff Street for one block before reaching Dyckman Street.

However, DPR plans to continue the Greenway path along the Parkway beyond where it terminates for an additional 600 feet to connect with Dyckman Street. The path extension will gradually decline as it remains parallel to the Parkway in the area between Fort Tryon and Inwood Hill Parks.

This project will link the Hudson River Greenway in Manhattan, with the Old Croton Aqueduct Trail in Yonkers. Therefore, the Hudson River Greenway at Dyckman Street will be the southern terminus of the recommended corridor alignment for this project.

East Coast Greenway

The East Coast Greenway is a multi‐use path that extends along the East Coast from Calais, Maine to Key West, Florida. Currently the greenway is complete with approximately 21 percent off‐road and 79 percent on‐road facilities. Some of the routes are not ideal, and better routes will be designated as they become available. The ECG is ultimately envisioned as an “urban greenway”, an entirely off‐road route linking cities throughout the East Coast. The current

travel route in New York City is 90 percent complete as an off‐road trail. The trail in Westchester County is currently all on‐road.

The East Coast Greenway utilizes the Hudson River Valley Greenway from Dyckman Street south to the World Financial Center in Manhattan. The section in the Hudson River Valley Greenway Link study area is a combination of signed and marked on‐street routes and off‐ street greenways. The route goes over the Broadway Bridge to Tibbet Avenue to circumnavigate Broadway between the Broadway Bridge and 242nd Street, connecting to Van Cortlandt Park. This route will be considered as part of one of the alternatives identified in Task 4, and will be analyzed in further detail in Task 6 of this project. In Van Cortlandt Park, the route continues southeast along the Mosholu Parkway to the Bronx River Greenway, which runs north‐south, parallel to the Bronx River. The alternative to Broadway south of 242nd Street may be included as part of an inland alternative to be analyzed in further detail in Task 6.

South and North County Trails/Putnam Trailway

The South County Trail is a paved 14.1 mile, shared bicycle and pedestrian path that runs north‐ south along the Saw Mill River Parkway. There is a 2.15 mile section between Redmond Park and Tuckahoe Road in Yonkers which is proposed but yet to be constructed. The trail is on the right‐of‐way of the former Putnam Division of the New York Central Railroad, which carried commuters and freight between the Bronx and Putnam County. Passenger service ceased in 1958. The tracks were then operated intermittently to move freight until 1982. The South County portion of this right‐of‐way extends from the New York City/Westchester border to the border of the Towns of Greenburgh and Mt. Pleasant.

The South County Trail crosses the Old Croton Aqueduct Trail in Yonkers between Tibbetts Brook Park and the Dunwoodie Golf Course. South of the New York City/Westchester border, the trail continues as a dirt path into Van Cortlandt Park, where it terminates at the southern border of the park. This trail meets up with another greenway trail, which follows along the Mosholu Parkway into the New York Botanical Garden and connects to the rest of the New York City greenway network in the Bronx. NYCDPR currently has plans to pave the section of the South County Trail in Van Cortlandt Park, and is working towards acquiring the Putnam corridor south of the park to 230th Street.

The North County Trail is also on the Putnam Division right‐of‐way, extending 22.1 miles. A one mile spur at the southern end runs east‐west along the Tarrytown Reservoir before meeting the terminus of the South County at the Greenburgh/Mount Pleasant border, where the North County trail becomes a 21.1 mile continuation of the South County Trail. The North County Trail continues to the border of Putnam County, with a proposed connecting trail link to FDR Park through Yorktown Heights. While most of the trail is off‐road, there are two segments which exist on the road shoulder.

The Putnam Trailway is also a shared use path on the right‐of‐way of the Putnam Division, spanning 12 miles through the Towns of Carmel and Southeast. The trail is complete from Baldwin Place to Seminary Hill Road in Carmel Hamlet. The remaining segment from the Town of Carmel to outskirts of Brewster Village was under construction during the time of this study, scheduled to be completed by Summer 2010. The final segment, which is approximately one mile and will connect to the Brewster Metro North train station, was under design at the time of this study.

All of the trails that make up over 48 miles of mostly off‐road trail have parking areas and access points along the way. In addition, because the right‐of‐way once carried popular train service, the trail traverses natural features such as forests and water bodies as well as many historic sites, downtowns and commercial areas. The North County sections have periodic informational plaques. In 2009, Putnam County completed a study of kiosk placement to implement informational and interpretive kiosks to direct Trailway users to scenic views, historic sites and the communities it passes through.

The South County Trail runs parallel to and approximately 2 miles east of the Hudson River Valley Greenway Link project study area. While not part of the study, there may be opportunities to recommend non‐motorized connections from this project’s recommended route to the South County Trail.

Hudson River Greenway/Fort Washington Park Plan

Forty million dollars was allocated to fund enhancements to park infrastructure in Fort Washington Park. Proposed improvements include bike and pedestrian facilities, active and passive recreation areas, playgrounds, concessions and rehabilitation of historic structures.

The master plan overlaps with a portion of the HRVGL project area north of Dyckman Street along the waterfront. Implementing a multi‐use path along the Amtrak ROW in Fort Washington Park and Inwood Hill Park would set a precedent for building a similar path within the Bronx and Westchester County.

Recommendations: • Maintain continuous path along the waterfront from 135th street north to the Henry Hudson Bridge. • Replace Jersey barriers and reconstruct pavement and markings on existing greenway in Fort Tryon Park along the northbound Henry Hudson Parkway. • Implement a greenway with bike lanes and physically separated pedestrian path next to the Amtrak ROW in Fort Washington Park. • Upgrade bridge crossing Amtrak railroad to comply with ADA standards. • Guide greenway from the Dyckman Ball fields across the bridge to the Bronx Greenway to reach the Henry Hudson Bridge.

Implementation Status: • NYC greenway connection from Dyckman to Bike Channel on existing bridge is in design. • Greenway will be signed through Inwood Hill Park to the Henry Hudson Bridge. • Funds committed from CMAQ and PlaNYC match. • NYCDPR experienced difficulty arranging repair or replacement of a bridge over Amtrak property.

Existing and Desired Destinations

The potential greenway route alignments identified in this task, were determined through input from the Technical Advisory Committee (TAC), Steering Committee and workshop participants, review of existing data, review of previous studies, and field observations.

RiverWalk

More a concept than a fully executed pathway, the RiverWalk uses existing sidewalks, newly constructed pathways, and a downtown promenade to create a walking path that parallels the Hudson River from the Yonkers/Bronx border nearly to Yonkers’ northern border. Portions of the RiverWalk are still in the proposed phase, but other segments have been officially designated or constructed. Based on our site visit, it appears that few (if any) of the on‐ sidewalk portions have been designated with signage although they are considered officially part of the pathway. The HRVGL project team concluded that, while the downtown promenade is bike‐able, the on‐sidewalk and promenade portions of the RiverWalk are not designed to accommodate higher speed cyclists at this time. However, the potential exists for an on‐street bikeway on some portions of the RiverWalk, and directional signage leading from the designated greenway route to the promenade.

Daylight of Saw Mill River Plan at Larkin Plaza

Currently, the Saw Mill River, for approximately one half mile from its opening into the Hudson River, is covered and contained in a flume. It currently passes under Larkin Plaza. The City of Yonkers plans to “daylight” this section of the Saw Mill River, returning it to its natural state, and lining it with open space.

The map on the following page shows existing and planned greenways in the vicinity of the study area.

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Other Significant Sites

Henry Hudson Parkway

The entire Henry Hudson Parkway (HHP) – from West 72nd Street in Manhattan to the Bronx border with Yonkers ‐ was recently determined eligible for listing in the National and New York State Register of Historic Places. This determination affords a level of protection to the parkway’s roadway, service roads, parks, bridges, tunnels, and landscape. As a result of listing, all projects that use federal or state assistance are subject to review for their impact on the HHP. The City will be able to take advantage of new sources of funding for greenways, landscapes and infrastructure.

In addition, the HHP has been nominated as a New York State Scenic Byway. Scenic Byway designation acknowledges the Parkwayʹs significant architectural, cultural, environmental, historic, recreational, and scenic resources and qualifies certain improvement projects for Federal and State scenic byway funds.

Glenwood Power Station The Glenwood Power Station (also known as the Yonkers Power Station) was built in 1906 as part of the New York Central and Hudson River Railroad. It was designed by the architects that designed Grand Central Station, as well as the Port Morris station of the Harlem Line, which has already been demolished. The site of the Glenwood Station is being considered for redevelopment, which could mean partial or complete demolition. While this building was recommended for landmark status by the Yonkers Landmarks Preservation Board, it has yet to be granted. In 2008, it was listed as one of the Seven to Save endangered properties by the Preservation League of New York State, a non‐profit that publishes the list each year.

HRVGL Project Goals and Objectives

The primary goals of the Hudson River Valley Greenway are to provide access to the Hudson River and to create the link between the Greenway in northern Manhattan and the Old Croton Aqueduct Trail in Yonkers.

Following is a preliminary list of goals and objectives, as outlined in earlier tasks, for further discussion:

Provide a continuous route that links communities across the region and provides access to important trip generators and bring trail users closer to nature; • Strengthen east‐west routes to connect employment centers and neighborhoods with facilities along the greenway. • Identify efficient routes to and from major employment centers, commercial districts area schools and recreation facilities.

Improve mobility and safety for cyclists and pedestrians in the subject corridor such that bicycling and walking become feasible alternatives to motorized travel; • Recommend off‐road routes (separated from motor vehicle traffic) where possible and appropriate, preferably near the water. • Recommend potential on‐street bike routes on roadways with excess capacity, both in terms of traffic volumes and lane widths where Class 1, 2 or 3 bicycle routes could be implemented. • Ensure safe access for users of all ages and types, including children, seniors and users with limited mobility.

Where possible identify routes that are both efficient for transportation and pleasant for recreational use; • Where possible, develop off‐road, multi‐use facilities. • Provide opportunities for both active and passive (sitting) recreation. • Provide access for wheelchairs and baby carriages.

Provide direct interregional connections for pedestrians and cyclists; • Identify and connect to existing and proposed bicycle routes in areas outside the study limits. • Provide connections to rail, ferry and bus transit facilities where possible.

Provide improved public access to areas of architectural, historical, natural, cultural, and artistic significance; • Identify significant areas of interest including structures or areas in need of repair or preservation.

• Recommend the provision of educational opportunities to enhance public understanding of the natural landscape and foster stewardship. • Recommend the exploration of potential commercial/tourism opportunities along the greenway. • Recommend routes that pass through or are adjacent to these areas or provide spurs from the recommended route to connect to these areas. • Preserve natural features and wildlife habitats.

Create an implementation strategy; • Divide the overall route into distinct sections for phased implementation as funding is secured. • Identify interim route segments that may be implemented more quickly. • Identify potential sponsors (implementers) for each segment and potential funding sources. • Recommend the placement of projects on the five year Transportation Improvement Program (TIP) and in the Regional Transportation Plan (RTP).

Increase public access to and enjoyment of the waterfront; • Where feasible, recommend routes adjacent to the waterfront. • Where this is not feasible provide spurs to waterfront access points at appropriate locations along the corridor.

Provide unified design guidelines to ensure design consistency across all segments of the route; Consider both paved and unpaved segments. • Provide wayfinding signage to locate route access points and develop distinctive trail markers. • Design guidelines will be developed consistent, to the extent possible, with existing local design standards.

Traffic and Transit Data

Traffic Data Inventory Map Bicycle Counts and Accident Data Bus service Traffic counts

LEGEND

NY ROADS TURNING MOVEMENT COUNTS LEVELS OF SERVICE NY TOWN BOUNDARIES BIKE ACCIDENT DATA NY COUNTY BOUNDARIES AUTOMATED TRAFFIC RECORDER WATER ANNUAL AVERAGE DAILY TRAFFIC OPEN SPACE BIKE ROUTE PAVEMENT CONDITIONS PROJECT LIMIT

1 inch equals 3,011 feet To Graphs To Pictures Location No.: M05-058 Borough: Manhattan Location: Henry Hudson Bridge Pedestrian Path Type: Multi-Use Path Global Position Coordinates: x = -73 deg 55.254 min, y = 40 deg 52.755 min Average users per weekday hour 2005: 1 Thursday, July 21, 2005 Average users per weekend hour 2005: 8 Sunday, July 10, 2005

Mode Direction Age Gender Helmet

Time All Users Combined Bicycle Rollerblades/ Skates/Scooter Jogger Walker Walker with Dog Walker with Stroller Wheelchair User Northbound Southbound Adult Child Male Female Riders Wearing Helmet Riders Without Helmet Weekday 2005 7-8 AM 0000000000000000 Weekday 2005 8-9 AM 1100000001101001

Weekday 2005 10-11 AM 6200400042606011 Weekday 2005 11-12 PM 0000000000000000 Weekday 2005 12-1 PM 1000100001100100 Weekday 2005 1-2 PM 1000100010101000

Weekday 2005 4-5 PM 2200000011202011 Weekday 2005 5-6 PM 1100000001101010 Weekday 2005 6-7 PM 1000100010101000

Weekday 2005 Totals 1360070007613012133 Weekend 2005 10-11 AM 8411200035806241 Weekend 2005 11-12 PM 2101000011202001 Weekend 2005 12-1 PM 3002100012303000 Weekend 2005 1-2 PM 17 13 013000116134125130

Weekend 2005 Totals 30181560001614264237172 To Graphs To Pictures M04-055 Borough: Manhattan Location: Broadway Bridge Type: On Street Global Position Coordinates: x = -73 deg 54.709 min, y = 40 deg 52.380 min

Average users per weekday hour 2004: 17 Thursday, June 03, 2004 Average users per weekend hour 2004: 22 Saturday, May 22, 2004 ModeDirection Compliance* Age Gender Helmet

Time Bicycle Rollerblades/ Skates/Scooter Total Northbound Southbound Traffic Lane Opposing Traffic Lane Sidewalk Adult Child Male Female Riders Wearing Helmet Riders Without Helmet Weekday 2004 7-8 AM 14 0 14 4 10 6.0 0.0 8.0 14 0 13 1 8 6 Weekday 2004 8-9 AM 16 0 16 5 11 4.0 0.0 12.0 11 5 16 0 6 10

Weekday 2004 10-11 AM 707342.00.05.0706116 Weekday 2004 11-12 PM 505234.00.01.0505032 Weekday 2004 12-1 PM 707342.00.05.0706125 Weekday 2004 1-2 PM 14 0 14 5 9 2.0 1.0 11.0 14 0 12 2 3 11

Weekday 2004 4-5 PM 20 4 24 11 13 8.0 0.0 16.0 20 4 24 0 10 14 Weekday 2004 5-6 PM 29 1 30 15 15 8.0 0.0 22.0 29 1 28 2 9 21 Weekday 2004 6-7 PM 32 1 33 16 17 8.0 0.0 25.0 30 3 28 5 7 26

Weekday 2004 Total 144 6 150 64 86 44.0 1.0 105.0 137 13 138 12 49 101 Weekend 2004 10-11 AM 12 0 12 4 8 4.0 0.0 8.0 939393 Weekend 2004 11-12 PM 18 0 18 12 6 4.5 0.0 13.5 16 2 16 2 5 13 Weekend 2004 12-1 PM 22 0 22 8 14 4.0 0.0 18.0 22 0 19 3 6 16 Weekend 2004 1-2 PM 34 2 36 18 18 1.0 1.0 34.0 24 12 26 10 7 29

Weekend 2004 Totals 86 2 88 42 46 13.5 1.0 73.5 71 17 70 18 27 61

* Decimals for compliance allow for the possibility that provisions for bicycling and/or rider behavior may be different approaching and departing the intersection (For example, if the rider approached the intersection traveling eastbound in the traffic lane, and turned left (northbound) onto the sidewalk, then the compliance for that user was entered as 0.5 for the traffic lane and 0.5 for the sidewalk). To Graphs To Pictures M04-054 Borough: Manhattan Location: Dyckman Street and Broadway Type: On Street Global Position Coordinates: x = -40 deg 51.917 min, y = 73 deg 55.642 min

Average users per weekday hour 2004: 20 Thursday, June 03, 2004 Average users per weekend hour 2004: 51 Saturday, May 22, 2004 ModeApproach Compliance Age Gender Helmet

Time Bicycle Rollerblades/ Skates/Scooter Total Eastbound Westbound Northbound Southbound Traffic Lane Opposing Traffic Lane Sidewalk Adult Child Male Female Riders Wearing Helmet Riders Without Helmet Weekday 2004 7-8 AM 60600242.00.04.0516015 Weekday 2004 8-9 AM 70713123.01.03.0617007

Weekday 2004 10-11 AM 11 0 11 32335.50.05.511010138 Weekday 2004 11-12 PM 31 0 31 8 5 6 12 21.5 0.0 9.5 31 0 27 4 7 24 Weekday 2004 12-1 PM 15 0 15 13476.50.08.5141141213 Weekday 2004 1-2 PM 17 1 18 45458.00.59.5171180216

Weekday 2004 4-5 PM 29 2 31 10 5 6 10 10.0 0.0 21.0 21 10 29 2 6 25 Weekday 2004 5-6 PM 30 2 32 4 7 17 4 14.0 0.0 18.0 24 8 32 0 9 23 Weekday 2004 6-7 PM 24 1 25 5 4 4 12 6.5 0.5 18.0 12 13 22 3 8 17

Weekday 2004 Total 170 6 176 36 34 47 59 77.0 2.0 97.0 141 35 165 11 38 138 Weekend 2004 10-11 AM 36 0 36 15 12 5 4 25.0 1.0 10.0 36 0 32 4 3 33 Weekend 2004 11-12 PM 56 1 57 15 19 11 12 24.0 0.0 33.0 50 7 53 4 6 51 Weekend 2004 12-1 PM 56 0 56 12 6 20 18 30.5 0.0 25.5 51 5 51 5 12 44 Weekend 2004 1-2 PM 55 1 56 20 10 13 13 28.0 2.0 26.0 47 9 52 4 14 42

Weekend 2004 Totals 203 2 205 62 47 49 47 107.5 3.0 94.5 184 21 188 17 35 170

* Decimals for compliance allow for the possibility that provisions for bicycling and/or rider behavior may be different approaching and departing the intersection (For example, if the rider approached the intersection traveling eastbound in the traffic lane, and turned left (northbound) onto the sidewalk, then the compliance for that user was entered as 0.5 for the traffic lane and 0.5 for the sidewalk). To Graphs To Pictures M04-053 Borough: Manhattan Location: Staff Street and Riverside Drive Type: On Street Global Position Coordinates: x = -73 deg 55.869 min, y = 40 deg 52.016 min

Average users per weekday hour 2004: 14 Monday, August 23, 2004 Average users per weekend hour 2004: 27 Saturday, August 07, 2004

ModeApproach Compliance Age Gender Helmet

Time Bicycle Rollerblades/ Skates/Scooter Total Eastbound Westbound Southbound Bike Lane Traffic Lane Opposing Bike Lane Opposing Traffic Lane Sidewalk Adult Child Male Female Riders Wearing Helmet Riders Without Helmet Weekday 2004 7-8 AM 9091170.04.50.50.04.0907272 Weekday 2004 8-9 AM 9091170.52.50.50.05.5908172

Weekday 2004 10-11 AM 5050321.00.50.00.03.5505023 Weekday 2004 11-12 PM 8080351.51.00.00.05.5807126 Weekday 2004 12-1 PM 10 0 10 3 2 5 0.0 2.0 0.0 2.5 5.5 8 2 10 0 3 7 Weekday 2004 1-2 PM 3030300.01.00.00.51.5302112

Weekday 2004 4-5 PM 15 1 16 2 5 9 0.0 2.5 0.0 1.5 12.0 16 097412 Weekday 2004 5-6 PM 24 0 24 7 16 1 0.0 4.5 0.0 5.0 14.5 23 1 19 5 9 15 Weekday 2004 6-7 PM 41 0 41 12 22 7 2.5 7.0 2.0 5.0 24.5 39 2 31 10 15 26

Weekday 2004 Total 124 1 125 26 56 43 5.5 25.5 3.0 14.5 76.5 120 5 98 27 50 75 Weekend 2004 10-11 AM 20 0 20 2 9 9 0.0 2.5 0.0 2.5 15.0 20 0 15 5 20 0 Weekend 2004 11-12 PM 20 0 20 2 14 4 0.0 6.0 0.0 6.0 8.0 18 2 15 5 20 0 Weekend 2004 12-1 PM 28 0 28 4 17 7 0.0 6.0 0.0 3.0 19.0 27 1 22 6 27 1 Weekend 2004 1-2 PM 38 0 38 5 24 9 2.0 3.0 0.5 5.0 27.5 37 1 31 7 35 3

Weekend 2004 Totals 106 0 106 13 64 29 2.0 17.5 0.5 16.5 69.5 102 4 83 23 102 4 To Graphs To Pictures M04-039 Borough: Manhattan Location: Waterfront Path at Inwood Hill Park Type: Multi-Use Path Global Position Coordinates: x = -73 deg 55.227 min, y = 40 deg 52.340 min

Average users per weekday hour 2004: 59 Monday, August 23, 2004 Average users per weekend hour 2004: 75 Saturday, August 07, 2004

Mode Direction Age Gender Helmet

Time Bicycle Rollerblades/ Skates/Scooter Jogger Walker Walker with Dog Walker with Stroller Wheelchair User Total Eastbound Westbound Adult Child Male Female Riders Wearing Helmet Riders Without Helmet Weekday 2004 7-8 AM 14 0 10 32 7 0 0 63 25 38 63 0 36 27 1 13 Weekday 2004 8-9 AM 4 1 15 29 6 0 0 55 29 26 52 3 28 27 0 5

Weekday 2004 10-11 AM 2 1 4 42 2 2 0 53 29 24 38 15 18 35 0 3 Weekday 2004 11-12 PM 6 0 6 34 1 9 0 56 29 27 53 3 30 26 0 6 Weekday 2004 12-1 PM 1 1 20 47 7 5 0 81 44 37 60 21 59 22 1 1 Weekday 2004 1-2 PM 4 0 5 19 5 2 0 35 19 16 30 5 14 21 0 4

Weekday 2004 4-5 PM 13 1 11 23 5 7 1 61 20 41 57 4 35 26 7 7 Weekday 2004 5-6 PM 13 4 0 42 5 8 0 72 40 32 67 5 41 31 0 17 Weekday 2004 6-7 PM 4 4 9 22 8 6 0 53 29 24 50 3 21 32 0 8

Weekday 2004 Total 61 12 80 290 46 39 1 529 264 265 470 59 282 247 9 64 Weekend 2004 10-11 AM 2 0 12 36 1 2 0 53 24 29 51 2 33 20 2 0 Weekend 2004 11-12 PM 9 0 35 28 3 4 0 79 34 45 71 8 45 34 6 3 Weekend 2004 12-1 PM 9 0 12 56 2 3 0 82 48 34 74 8 51 31 5 4 Weekend 2004 1-2 PM 19 3 5 51 4 3 0 85 38 47 65 20 57 28 0 22

Weekend 2004 Totals 39 3 64 171 10 12 0 299 144 155 261 38 186 113 13 29 To Graphs To Pictures M04-018 Borough: Manhattan Location: Hudson River Path at Dyckman Fields Type: Multi-Use Path Global Position Coordinates: x = -73 deg 55.870 min, y = 40 deg 52.213 min

Average users per weekday hour 2004: 25 Monday, September 27, 2004 Average users per weekend hour 2004: 155 Saturday, September 25, 2004

Mode Direction Age Gender Helmet

Time Bicycle Rollerblades/ Skates/Scooter Jogger Walker Walker with Dog Walker with Stroller Wheelchair User Total Northbound Southbound Adult Child Male Female Riders Wearing Helmet Riders Without Helmet Weekday 2004 7-8 AM 201620011471106520 Weekday 2004 8-9 AM 0 0 6 16 0 0 0 22 13 9 22 0 15 7 0 0

Weekday 2004 10-11 AM 2 0 6 14 0 0 0 22 11 11 22 0 19 3 1 1 Weekday 2004 11-12 PM 7 0 1 11 1 0 0 20 11 9 19 1 14 6 3 4 Weekday 2004 12-1 PM 6 0 0 15 2 0 0 23 11 12 23 0 18 5 0 6 Weekday 2004 1-2 PM 4 0 0 10 0 0 0 14 6 8 14 0 13 1 0 4

Weekday 2004 4-5 PM 5 0 2 20 0 0 0 27 17 10 25 2 25 2 0 5 Weekday 2004 5-6 PM 7 2 12 11 1 0 0 33 16 17 20 13 26 7 0 9 Weekday 2004 6-7 PM 8 0 15 26 1 2 0 52 39 13 37 15 35 17 0 8

Weekday 2004 Total 41 2 43 129 7 2 0 224 128 96 193 31 171 53 6 37 Weekend 2004 10-11 AM 16 0 11 77 2 0 0 106 86 20 94 12 87 19 5 11 Weekend 2004 11-12 PM 11 3 13 80 3 3 0 113 63 50 104 9 96 17 4 10 Weekend 2004 12-1 PM 22 0 14 113 1 2 0 152 109 43 136 16 126 26 3 19 Weekend 2004 1-2 PM 37 0 28 170 9 3 0 247 159 88 216 31 184 63 16 21

Weekend 2004 Totals 86 3 66 440 15 8 0 618 417 201 550 68 493 125 28 61 Location No.: Bx05-041 To Graphs To Pictures Borough: Bronx Location: 254th Street and Palisades Avenue Type: On Street Global Position Coordinates: x = -73 deg 54.777 min, y = 40 deg 54.214 min Average users per weekday hour 2005: 0.3 Tuesday, August 02, 2005 Average users per weekend hour 2005: 2.0 Saturday, July 30, 2005 Mode Age Gender Helmet Trip Patterns By: Users Entering Intersection Users Leaving Intersection Eastbound Westbound Southbound Eastbound Westbound Northbound All Users Combined Female Riders Wearing Helmet Traffic Lane Opposing Traffic Lane Traffic Lane Opposing Traffic Lane Sidewalk Traffic Lane Opposing Traffic Lane Traffic Lane Opposing Traffic Lane Sidewalk Traffic Lane Opposing Traffic Lane Sidewalk Time Bicycle Rollerblades/Skates/Scooter Adult Child Male Riders Without Helmet Sidewalk Sidewalk Traffic Lane Opposing Traffic Lane Sidewalk Weekday 2005 7-8 AM 220202002100100000100000100 Weekday 2005 8-9 AM 000000000000000000000000000

Weekday 2005 10-11 AM 000000000000000000000000000 Weekday 2005 11-12 PM 110101001000100000000100000 Weekday 2005 12-1 PM 000000000000000000000000000 Weekday 2005 1-2 PM 000000000000000000000000000

Weekday 2005 4-5 PM 000000000000000000000000000 Weekday 2005 5-6 PM 000000000000000000000000000 Weekday 2005 6-7 PM 000000000000000000000000000

Weekday 2005 Totals 330303003100200000100100100 Weekend 2005 10-11 AM 660602460000600000000000600 Weekend 2005 11-12 PM 220202020100100000100100000 Weekend 2005 12-1 PM 000000000000000000000000000 Weekend 2005 1-2 PM 000000000000000000000000000

Weekend 2005 Totals 880804480100700000100100600 Location No.: Bx05-034 To Graphs To Pictures Borough: Bronx Location: Henry Hudson Parkway Southbound Service Road Between 250th and 252nd Streets Type: On Street Global Position Coordinates: x = -73 deg 54.483 min, y = 40 deg 53.902 min Average users per weekday hour 2005: 3 Tuesday, August 02, 2005 Average users per weekend hour 2005: 3 Saturday, July 30, 2005 Mode Age Gender Helmet Trip Patterns by Direction Northbound Southbound All Users Combined Adult Female Riders Wearing Helmet Riders Without Helmet Opposing Traffic Lane Sidewalk Traffic Lane Sidewalk Time Bicycle Rollerblades/Skates/Scooter Child Male Weekday 2005 7-8 AM 4404040220130 Weekday 2005 8-9 AM 4404040130040

Weekday 2005 10-11 AM 1101010010010 Weekday 2005 11-12 PM 3303030120021 Weekday 2005 12-1 PM 3303030030111 Weekday 2005 1-2 PM 1101010100010

Weekday 2005 4-5 PM 2202020201010 Weekday 2005 5-6 PM 4314040041030 Weekday 2005 6-7 PM 3303030210120

Weekday 2005 Totals 25 24 1 25 0 25 0 9 16 2 3 18 2 Weekend 2005 10-11 AM 2202002200020 Weekend 2005 11-12 PM 3303021300030 Weekend 2005 12-1 PM 4404031220022 Weekend 2005 1-2 PM 2202020110020

Weekend 2005 Totals 1111011074830092 Location No.: Bx05-033 To Graphs To Pictures Borough: Bronx Location: Henry Hudson Parkway Northbound Service Road Between 250th and 252nd Streets Type: On Street Global Position Coordinates: x = -73 deg 54.448 min, y = 40 deg 53.898 min Average users per weekday hour 2005: 1 Tuesday, August 02, 2005 Average users per weekend hour 2005: 3 Saturday, July 30, 2005 Mode Age Gender Helmet Trip Patterns by Direction Northbound Southbound All Users Combined Adult Female Riders Wearing Helmet Riders Without Helmet Traffic Lane Sidewalk Opposing Traffic Lane Sidewalk Time Bicycle Rollerblades/Skates/Scooter Child Male Weekday 2005 7-8 AM 1101010010100 Weekday 2005 8-9 AM 0000000000000

Weekday 2005 10-11 AM 1101010011000 Weekday 2005 11-12 PM 0000000000000 Weekday 2005 12-1 PM 0000000000000 Weekday 2005 1-2 PM 0000000000000

Weekday 2005 4-5 PM 1101010011000 Weekday 2005 5-6 PM 1101010011000 Weekday 2005 6-7 PM 3303030121011

Weekday 2005 Totals 7707070164111 Weekend 2005 10-11 AM 4403122312200 Weekend 2005 11-12 PM 2202011111100 Weekend 2005 12-1 PM 6606033604101 Weekend 2005 1-2 PM 0000000000000

Weekend 2005 Totals 12120111661027401 To Graphs To Pictures Bx04-015 Borough: Bronx Location: West 230th Street and Broadway Type: On Street Global Position Coordinates: x = -73 deg 54.389 min, y = 40 deg 52.622 min

Average users per weekday hour 2004: 20 Monday, July 26, 2004 Average users per weekend hour 2004: 17 Sunday, September, 26 2004 ModeApproach Compliance* Age Gender Helmet

Time Bicycle Rollerblades/ Skates/Scooter Total Eastbound Westbound Northbound Southbound Traffic Lane Opposing Traffic Lane Sidewalk Adult Child Male Female Riders Wearing Helmet Riders Without Helmet Weekday 2004 7-8 AM 80804406.00.02.0808017 Weekday 2004 8-9 AM 60603126.00.00.0606006

Weekday 2004 10-11 AM 80801527.50.00.5807117 Weekday 2004 11-12 PM 24 1 25 1 2 20 2 20.0 0.5 4.5 25 0 21 4 12 13 Weekday 2004 12-1 PM 17 2 19 0 5 10 4 8.5 0.5 10.0 17 2 18 1 3 16 Weekday 2004 1-2 PM 19 0 19 12886.50.012.5 16 3 18 1 3 16

Weekday 2004 4-5 PM 38 0 38 2 3 17 16 15.0 1.0 22.0 31 7 37 1 2 36 Weekday 2004 5-6 PM 25 1 26 4 2 11 9 13.0 0.5 12.5 23 3 26 0 4 22 Weekday 2004 6-7 PM 26 5 31 10 6 6 9 10.0 0.0 21.0 23 8 26 5 4 27

Weekday 2004 Total 171 9 180 18 28 82 52 92.5 2.5 85.0 157 23 167 13 30 150 Weekend 2004 10-11 AM 70711236.00.01.0707034 Weekend 2004 11-12 PM 17 0 17 3 0 10 4 9.0 1.0 7.0 17 0 16 1 7 10 Weekend 2004 12-1 PM 28 2 30 5 1 12 12 19.0 0.5 10.5 26 4 29 1 11 19 Weekend 2004 1-2 PM 15 0 15 10688.50.56.0132123114

Weekend 2004 Totals 67 2 69 10 2 30 27 42.5 2.0 24.5 63 6 64 5 22 47

* Decimals for compliance allow for the possibility that provisions for bicycling and/or rider behavior may be different approaching and departing the intersection (For example, if the rider approached the intersection traveling eastbound in the traffic lane, and turned left (northbound) onto the sidewalk, then the compliance for that user was entered as 0.5 for the traffic lane and 0.5 for the sidewalk). To Graphs To Pictures Bx04-014 Borough: Bronx Location: Moshulu Avenue and Broadway Type: On Street Global Position Coordinates: x = -73 deg 53.793 min, y = 40 deg 54.271 min

Average users per weekday hour 2004: 11 Monday, July 26, 2004 Average users per weekend hour 2004: 15 Saturday, June 12, 2004

ModeApproach Compliance Age Gender Helmet

Time Bicycle Rollerblades/ Skates/Scooter Total Eastbound Westbound Northbound Southbound Traffic Lane Opposing Traffic Lane Sidewalk Adult Child Male Female Riders Wearing Helmet Riders Without Helmet Weekday 2004 7-8 AM 90954008.00.01.0908127 Weekday 2004 8-9 AM 70733106.00.01.0707034

Weekday 2004 10-11 AM 60633004.00.02.0606006 Weekday 2004 11-12 PM 20220002.00.00.0202002 Weekday 2004 12-1 PM 10 1 11 16042.02.07.010110138 Weekday 2004 1-2 PM 11 0 11 56006.00.05.0928329

Weekday 2004 4-5 PM 26 0 26 10 16 0 0 5.0 4.0 17.0 24 2 23 3 3 23 Weekday 2004 5-6 PM 13 0 13 84015.00.08.013011249 Weekday 2004 6-7 PM 15 0 15 10 3 1 1 8.0 0.0 7.0 14 1 13 2 0 15

Weekday 2004 Total 99 1 100 47 45 2 6 46.0 6.0 48.0 94 6 88 12 17 83 Weekend 2004 10-11 AM 90900456.50.02.5818136 Weekend 2004 11-12 PM 15 0 15 205811.0 0.0 4.0 9 6 12 3 4 11 Weekend 2004 12-1 PM 19 0 19 245814.0 0.0 5.0 15 4 16 3 5 14 Weekend 2004 1-2 PM 18 0 18 2 0 5 11 8.5 0.0 9.5 11 7 16 2 7 11

Weekend 2004 Totals 61 0 61 6 4 19 32 40.0 0.0 21.0 43 18 52 9 19 42 To Graphs To Pictures Bx04-013 Borough: Bronx Location: West 232nd Street and Palisade Avenue Type: On Street Global Position Coordinates: x = -73 deg 55.115 min, y = 40 deg 53.144 min

Average users per weekday hour 2004: 1 Monday, July 26, 2004 Average users per weekend hour 2004: 2 Saturday, June 12, 2004

ModeApproach Compliance Age Gender Helmet

Time Bicycle Rollerblades/ Skates/Scooter Total Eastbound Northbound Southbound Traffic Lane Opposing Traffic Lane Adult Child Male Female Riders Wearing Helmet Riders Without Helmet Weekday 2004 7-8 AM 1011001.00.0100110 Weekday 2004 8-9 AM 0000000.00.0000000

Weekday 2004 10-11 AM 0000000.00.0000000 Weekday 2004 11-12 PM 1010101.00.0101001 Weekday 2004 12-1 PM 0000000.00.0000000 Weekday 2004 1-2 PM 1011000.50.5101010

Weekday 2004 4-5 PM 0110011.00.0101010 Weekday 2004 5-6 PM 1010011.00.0101001 Weekday 2004 6-7 PM 1010101.00.0100110

Weekday 2004 Total 5162225.50.5604242 Weekend 2004 10-11 AM 1010011.00.0100110 Weekend 2004 11-12 PM 2020202.00.0202020 Weekend 2004 12-1 PM 1010011.00.0101010 Weekend 2004 1-2 PM 1120202.00.0202011

Weekend 2004 Totals 5160426.00.0605151 To Graphs To Pictures Bx04-009 Borough: Bronx Location: Old Putnam Railroad Trail at Van Cortlandt Golf House Type: Multi-Use Path Global Position Coordinates: x = -73 deg 53.312 min, y = 40 deg 53.405 min

Average users per weekday hour 2004: 23 Monday, August 23, 2004 Average users per weekend hour 2004: 14 Saturday, August 07, 2004

Mode Direction Age Gender Helmet

Time Bicycle Rollerblades/ Skates/Scooter Jogger Walker Walker with Dog Walker with Stroller Total Northbound Southbound Adult Child Male Female Riders Wearing Helmet Riders Without Helmet Weekday 2004 7-8 AM 3069001814418018003 Weekday 2004 8-9 AM 1 0 4 12 0 0 17 11 6 17 0 16 1 1 0

Weekday 2004 10-11 AM 2 0 1 18 0 0 21 8 13 21 0 20 1 1 1 Weekday 2004 11-12 PM 1 0 4 13 0 0 18 7 11 18 0 15 3 0 1 Weekday 2004 12-1 PM 5 0 1 16 0 0 22 10 12 20 2 20 2 0 5 Weekday 2004 1-2 PM 5 0 0 21 0 0 26 15 11 21 5 20 6 1 4

Weekday 2004 4-5 PM 5 0 1 11 0 0 17 7 10 15 2 14 3 5 0 Weekday 2004 5-6 PM 15 0 8 11 0 1 35 13 22 27 8 26 9 12 3 Weekday 2004 6-7 PM 13 0 4 12 0 0 29 12 17 28 1 17 12 5 8

Weekday 2004 Total 50 0 29 123 0 1 203 97 106 185 18 166 37 25 25 Weekend 2004 10-11 AM 204300981817202 Weekend 2004 11-12 PM 201010413404002 Weekend 2004 12-1 PM 13 0671027171026120767 Weekend 2004 1-2 PM 900510158714113218

Weekend 2004 Totals 260 11153 0 553421523 44117 19 Location No.: W05-036 To Graphs To Pictures County: Westchester Location: Warburton Avenue and Odell Avenue, Yonkers Type: On Street Global Position Coordinates: x = -73 deg 53.314 min, y = 40 deg 58.279 min Average users per weekday hour 2005: 2 Tuesday, July 26, 2005 Average users per weekend hour 2005: 9 Saturday, July 23, 2005 Mode Age Gender Helmet Trip Patterns By: Users Entering Intersection Users Leaving Intersection Westbound Northbound Southbound Eastbound Northbound Southbound All Users Combined Riders Without Helmet Traffic Lane Opposing Traffic Lane Traffic Lane Opposing Traffic Lane Traffic Lane Opposing Traffic Lane Sidewalk Traffic Lane Opposing Traffic Lane Traffic Lane Opposing Traffic Lane Sidewalk Traffic Lane Opposing Traffic Lane Sidewalk Time Bicycle Rollerblades/Skates/Scooter Adult Child Male Female Riders Wearing Helmet Sidewalk Sidewalk Sidewalk Weekday 2005 7-8 AM 110101001000001000000001000 Weekday 2005 8-9 AM 220202002000000200000000200

Weekday 2005 10-11 AM 330303021000100101000100200 Weekday 2005 11-12 PM 110101001000100000100000000 Weekday 2005 12-1 PM 000000000000000000000000000 Weekday 2005 1-2 PM 110101010000000100000000100

Weekday 2005 4-5 PM 000000000000000000000000000 Weekday 2005 5-6 PM 220202002000000200000000200 Weekday 2005 6-7 PM 660606006000200400000200400

Weekday 2005 Totals 1616016016031300040110011003011100 10-11 AM 28 28 0 28 0 17 11 28 010025002001002400300 Weekend 2005 11-12 PM 550504141000300200100300100 Weekend 2005 12-1 PM 110101001000000100000000100 Weekend 2005 1-2 PM 110101001100000000000000100

Weekend 2005 Totals 35350350231232320028005002002700600

Roadway Begin End 2006 AADT Broadway I-95 Overpass Dyckman Street 22807 Dyckman Street Manhattan/Bronx Line 33416 Bronx County Line Van Cortland Park S 13279 Van Cortland Park S H.H. Parkway Overpass 19409 H.H. Parkway Overpass Bronx/Westchester Line 14681 Westchester County Line McLean Avenue 13514 McLean Avenue Ashburton Avenue 19109 Ashburton Avenue Yonkers City Line 11842 Riverdale Ave Bronx/Westchester Line Main Street 16600 H.H. Parkway Bronx/Manhattan Line Broadway/Route 9 80781 McLean Avenue South Broadway Bronx County Line 18028 Lake Avenue Saw Mill River Road North Broadway 4931** Manor House Sq Riverdale Avenue North Broadway 2952 Radford Street Riverdale Avenue South Broadway 8841 Roberts Avenue North Broadway Nepperhan Avenue 12553** Warburton Avenue Dock St Ashburton Avenue 8909** Warburton Avenue Ashburton Avenue Hastings V.L. 12119 Glenwood Avenue Warburton Aveue North Broadway 3830

** Exact Count Data Forms (.pdf) were unavailable from the Westchester County Website HDMS024 New York State Department of Transportation Date: 10/01/2007 Traffic Count Hourly Report Page: 1471 of 1610

STATION: N10012 ROUTE/RD #: US9 ROAD NAME: BROADWAY FROM: START 9A OLAP H.H. PKY TO: WESTCHESTER CO LN COUNTY: BRONX DIRECTION: 1 North FACTOR GROUP: 30 TRAFFIC RECORDER SERIAL #: 0000 FUNCTIONAL CLASS: 14 BOROUGH: Bronx STATE DIR CODE: 1 WEEK OF YEAR: 52 PLACEMENT: NHS: No BIN: DATE OF COUNT: 01/01/2006 @ REF MARKER: JURISDICTION: City RR CROSSING#: NOTES: COUNT TYPE: Vehicle Count COUNT TAKEN BY DGV HPMS Sample ID: 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO DAILY DAILY 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 DAILY HIGH HIGH TOTAL COUNT HOUR DATE DAY AM PM 1 S 237 204 315 291 231 203 162 142 114 124 141 56 6 4 8 34 43 105 110 166 164 217 232 234 3543 315 02:00 2 M 218 172 124 90 61 81 76 103 166 195 201 219 234 302 367 403 390 768 905 825 886 835 757 522 8900 905 18:00 4 W 18 19 26 29 54 45 115 212 344 415 341 296 286 322 331 365 503 525 540 538 488 376 298 234 6720 540 18:00 5 T 215 162 272 142 183 126 316 433 603 668 534 444 314 203 330 399 418 437 537 552 417 362 297 252 8616 668 09:00 6 F 201 158 105 73 43 63 90 188 307 377 355 315 321 320 362 377 447 469 585 564 412 362 408 320 7222 585 18:00 7 S 26 270 325 319 368 409 424 445 463 433 439 430 367 311 295 8 S 278 236 226 136 117 138 105 67 117 143 190 231 278 306 361 361 391 406 442 399 373 316 274 266 6157 442 18:00 9 M 179 156 85 69 43 77 99 178 323 369 312 332 358 297 362 382 427 444 579 548 422 327 291 246 6905 579 18:00 10 T 182 148 91 47 48 50 81 192 289 368 300 280 322 311 334 323 463 435 513 487 434 368 249 228 6543 513 18:00 11 W 191 143 76 48 27 58 97 173 283 347 366 268 276 332 292 348 428 708 948 935 699 594 227 154 8018 948 18:00 12 T 170 103 72 50 34 52 130 232 351 411 349 306 286 283 372 396 449 419 536 524 441 329 314 266 6875 536 18:00 13 F 208 148 100 77 46 59 99 178 307 385 386 324 320 343 340 387 472 486 522 530 481 397 340 327 7262 530 19:00 15 S 137 303 344 383 420 332 374 310 252 250 214 16 M 173 216 266 265 330 337 334 411 393 427 408 368 326 252 225 17 T 187 122 82 44 36 51 89 182 296 338 322 324 332 325 345 375 542 508 470 513 453 317 283 314 6850 542 16:00 19 T 64 353 324 343 348 412 434 510 507 454 337 324 242 20 F 241 158 98 53 57 73 94 201 296 386 330 301 298 329 356 348 394 515 536 592 431 384 368 349 7188 592 19:00 21 S 288 262 225 134 119 136 91 134 165 243 332 305 331 401 429 400 516 726 689 564 530 414 440 338 8212 726 17:00 22 S 289 256 218 146 131 127 112 89 118 143 208 236 272 319 340 420 387 407 374 381 471 316 305 246 6311 471 20:00 23 M 194 139 84 49 43 74 266 280 500 421 299 283 225 249 282 299 258 192 210 203 187 176 158 158 5229 500 08:00 24 T 59 345 341 344 337 367 413 468 517 480 450 307 283 266 25 W 14 52 96 197 317 361 268 348 342 400 484 468 480 530 533 545 522 435 351 248 26 T 261 160 113 71 62 99 113 196 327 360 345 338 357 338 361 386 447 485 504 531 467 364 317 248 7250 531 19:00 27 F 216 148 122 65 55 53 109 194 281 397 331 371 323 328 364 390 447 484 558 531 502 377 334 370 7350 558 18:00 28 S 330 267 212 141 228 121 114 117 176 235 330 336 331 419 384 439 448 438 441 469 453 365 369 315 7478 469 19:00 29 S 276 299 207 170 115 146 123 105 134 136 175 206 257 347 377 531 752 723 580 485 384 393 446 380 7747 752 16:00 30 M 294 226 195 106 96 117 272 449 475 489 327 338 340 337 362 381 437 498 523 513 464 377 305 273 8194 523 18:00 31 T 226 163 109 75 45 37 125 422 446 535 385 328 296 289 366 573 512 524 511 566 438 375 307 275 7928 573 15:00

AVERAGE WEEKDAY HOURS (Axle Factored, Mon 6AM to Fri Noon) ADT 7146 193 136 106 65 54 63 133 236 348 389 317 305 308 312350 384 437 486 548 542 474 388 313 259 ESTIMATED (one way) DAYS Counted HOURS Counted WEEKDAYS Counted WEEKDAY HOURS AVERAGE WEEKDAY Axle Adj. Factor High Hour % of Day 28 616 16 374 548 8 1.000 ROUTE/RD #: US9 ROAD NAME:BROADWAY FROM: START 9A OLAP H.H. PKY TO:WESTCHESTER CO LN COUNTY: BRONX STATION: N10012 STATE DIR CODE:1 PLACEMENT: DATE OF COUNT: 01/01/2006 Page 1471 HDMS024 New York State Department of Transportation Date: 10/01/2007 Traffic Count Hourly Report Page: 1472 of 1610

STATION: N10012 ROUTE/RD #: US9 ROAD NAME: BROADWAY FROM: START 9A OLAP H.H. PKY TO: WESTCHESTER CO LN COUNTY: BRONX DIRECTION: 5 South FACTOR GROUP: 30 TRAFFIC RECORDER SERIAL #: 0000 FUNCTIONAL CLASS: 14 BOROUGH: Bronx STATE DIR CODE: 2 WEEK OF YEAR: 52 PLACEMENT: NHS: No BIN: DATE OF COUNT: 01/01/2006 @ REF MARKER: JURISDICTION: City RR CROSSING#: NOTES: COUNT TYPE: Vehicle Count COUNT TAKEN BY DGV HPMS Sample ID: 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO DAILY DAILY 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 DAILY HIGH HIGH TOTAL COUNT HOUR DATE DAY AM PM 1 S 237 249 320 292 228 246 157 220 183 147 144 115 103 130 206 249 288 260 284 266 276 187 155 115 5057 320 02:00 2 M 118 90 99 64 53 68 90 181 195 229 215 311 307 353 376 441 385 438 327 455 428 297 203 185 5908 455 19:00 4 W 98 68 49 29 32 47 111 259 488 515 340 338 318 303 505 416 520 482 473 461 416 263 207 242 6980 520 16:00 5 T 148 104 67 77 51 75 139 359 644 578 553 365 435 315 410 462 466 534 508 418 388 260 223 179 7758 644 08:00 6 F 165 115 78 47 42 84 148 318 514 509 401 337 359 369 463 428 480 515 441 464 442 302 309 276 7606 515 17:00 7 S 33 325 316 393 367 445 411 403 412 380 420 365 321 267 268 8 S 243 209 185 118 100 109 99 104 114 187 244 269 283 340 344 400 386 381 385 360 277 281 252 199 5869 400 15:00 9 M 139 121 130 48 56 85 131 304 545 536 348 367 286 569 352 419 472 430 455 381 380 240 212 158 7164 569 13:00 10 T 142 91 76 39 32 64 133 310 502 503 334 296 305 337 314 351 384 424 433 360 314 270 190 175 6379 503 09:00 11 W 126 101 60 37 34 85 129 354 601 535 378 306 345 310 314 455 389 529 542 468 532 397 337 328 7692 601 08:00 12 T 222 218 79 55 52 83 151 382 608 535 391 445 336 343 351 398 446 417 428 470 396 257 244 223 7530 608 08:00 13 F 167 124 64 51 40 76 136 332 570 502 391 331 366 389 378 389 472 446 483 494 447 333 278 293 7552 570 08:00 15 S 153 315 335 346 363 305 320 281 242 209 190 16 M 190 256 286 309 326 350 631 421 430 404 402 330 258 194 177 17 T 126 85 46 34 32 66 122 305 543 473 371 305 305 453 367 441 442 422 529 420 458 322 220 199 7086 543 08:00 19 T 42 325 348 374 400 399 458 411 395 333 309 236 229 20 F 182 104 70 64 82 83 137 370 677 543 409 327 341 348 512 397 433 444 466 469 417 339 291 299 7804 677 08:00 21 S 256 223 164 113 121 106 111 191 234 271 446 351 402 402 412 436 474 594 670 502 436 376 311 260 7862 670 18:00 22 S 221 220 196 124 85 97 86 90 146 170 209 272 314 329 403 417 362 377 322 357 364 299 253 198 5911 417 15:00 23 M 164 126 86 43 66 162 197 431 605 463 264 201 248 279 271 332 340 331 371 347 283 219 146 128 6103 605 08:00 24 T 81 347 328 320 343 481 455 471 480 471 405 239 257 201 25 W 17 63 137 326 664 538 356 376 355 383 420 446 534 488 445 415 474 318 293 253 26 T 180 136 76 60 57 113 143 330 601 532 382 376 642 403 390 396 461 483 462 455 341 268 231 246 7764 642 12:00 27 F 151 97 87 47 57 59 141 320 524 452 381 371 373 335 360 400 654 547 500 451 632 304 308 299 7850 654 16:00 28 S 323 243 164 139 140 114 113 168 232 296 345 342 442 431 413 531 408 421 537 409 548 342 269 263 7633 548 20:00 29 S 220 233 163 139 91 130 95 99 148 212 223 289 313 364 418 445 485 438 408 430 334 324 275 227 6503 485 16:00 30 M 170 129 78 57 61 78 139 346 667 676 415 306 354 396 380 416 569 479 506 414 386 273 250 181 7726 676 09:00 31 T 211 124 100 55 58 72 181 380 623 523 396 318 433 389 332 417 418 520 488 501 361 261 259 228 7648 623 08:00

AVERAGE WEEKDAY HOURS (Axle Factored, Mon 6AM to Fri Noon) ADT 7110 160 114 71 50 45 75 139 330 563 491 351 318 352 364366 431 444 459 454 427 389 278 231 208 ESTIMATED (one way) DAYS Counted HOURS Counted WEEKDAYS Counted WEEKDAY HOURS AVERAGE WEEKDAY Axle Adj. Factor High Hour % of Day 28 616 16 374 563 8 1.000 ROUTE/RD #: US9 ROAD NAME:BROADWAY FROM: START 9A OLAP H.H. PKY TO:WESTCHESTER CO LN COUNTY: BRONX STATION: N10012 STATE DIR CODE:2 PLACEMENT: DATE OF COUNT: 01/01/2006 Page 1472 HDMS024 New York State Department of Transportation Date: 10/01/2007 Traffic Count Hourly Report Page: 1473 of 1610

STATION: N10012 ROUTE/RD #: US9 ROAD NAME: BROADWAY FROM: START 9A OLAP H.H. PKY TO: WESTCHESTER CO LN COUNTY: BRONX DIRECTION: 1 North FACTOR GROUP: 30 TRAFFIC RECORDER SERIAL #: 0000 FUNCTIONAL CLASS: 14 BOROUGH: Bronx STATE DIR CODE: 1 WEEK OF YEAR: 05 PLACEMENT: NHS: No BIN: DATE OF COUNT: 02/01/2006 @ REF MARKER: JURISDICTION: City RR CROSSING#: NOTES: COUNT TYPE: Vehicle Count COUNT TAKEN BY DGV HPMS Sample ID: 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO DAILY DAILY 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 DAILY HIGH HIGH TOTAL COUNT HOUR DATE DAY AM PM 1 W 205 143 75 51 50 43 110 202 330 379 369 288 314 338 393 379 497 472 521 496 460 355 319 269 7058 521 18:00 2 T 190 137 94 59 41 59 107 168 297 401 320 339 316 344 355 348 434 508 553 488 477 408 376 299 7118 553 18:00 3 F 238 193 123 58 64 70 157 191 114 110 109 105 106 72 286 444 480 487 573 560 542 350 394 319 6145 573 18:00 4 S 336 298 195 162 137 134 113 133 168 205 274 337 402 464 595 483 622 773 672 684 751 741 681 547 9907 773 17:00 5 S 425 307 298 338 372 297 174 93 142 143 208 257 312 391 371 390 419 503 490 479 395 348 309 302 7763 503 17:00 6 M 279 283 7 T 203 117 80 56 53 43 92 175 298 357 292 332 273 367 345 368 443 448 508 528 420 332 348 263 6741 528 19:00 8 W 190 136 81 59 44 50 91 197 329 353 356 352 317 341 343 362 418 471 490 519 428 388 267 269 6851 519 19:00 9 T 191 164 118 62 56 53 97 185 297 373 336 315 333 342 365 361 428 437 520 508 477 370 324 301 7013 520 18:00 10 F 229 174 95 65 52 72 96 198 314 369 364 333 322 382 324 387 466 490 522 523 495 402 366 315 7355 523 19:00 11 S 285 251 191 129 110 111 93 126 167 223 240 328 358 397 425 460 460 496 474 651 786 760 835 734 9090 835 22:00 12 S 756 235 136 91 60 68 69 65 82 90 61 90 87 104 66 121 235 238 324 207 249 225 189 142 3990 756 00:00 13 M 273 92 53 44 49 38 112 155 365 1007 1096 1052 855 734 603 365 380 483 613 676 537 557 358 270 10767 1096 10:00 14 T 450 314 212 51 32 44 121 249 390 614 806 910 838 491 343 466 671 856 880 959 667 490 329 319 11502 959 19:00 15 W 205 165 124 70 40 57 103 229 368 434 494 367 315 326 310 386 394 508 493 516 511 395 348 260 7418 516 19:00 16 T 218 141 109 71 44 47 93 180 282 417 307 325 271 328 328 328 381 436 483 537 544 373 349 304 6896 544 20:00 17 F 200 167 115 56 72 52 84 222 274 464 616 422 357 410 416 524 586 526 607 609 530 376 393 344 8422 616 10:00 18 S 316 285 200 133 106 121 101 126 208 244 322 447 405 398 426 419 436 448 426 419 425 392 329 277 7409 448 17:00 19 S 304 260 185 123 121 126 96 81 120 137 211 226 252 325 351 381 420 398 407 403 378 324 301 252 6182 420 16:00 20 M 209 182 122 102 61 87 78 113 220 234 245 308 350 353 368 372 415 424 440 362 418 342 280 257 6342 440 18:00 21 T 194 136 86 60 44 23 60 144 264 288 354 324 353 368 417 405 442 480 475 480 422 371 302 258 6750 480 17:00 22 W 188 132 97 57 42 47 94 167 277 340 315 315 292 308 354 387 437 453 505 510 473 390 291 268 6739 510 19:00 23 T 220 162 115 67 34 55 84 141 301 363 305 274 291 341 335 371 444 522 498 470 456 377 324 328 6878 522 17:00 24 F 245 204 118 72 65 101 123 163 268 426 417 413 417 417 428 424 441 513 492 508 477 432 375 311 7850 513 17:00 25 S 308 300 184 109 109 118 100 113 185 222 278 353 447 391 391 419 424 495 435 428 564 471 429 422 7695 564 20:00 26 S 341 306 250 149 130 120 124 89 141 157 241 245 276 318 333 405 413 417 428 412 361 337 275 251 6519 428 18:00 27 M 194 134 73 54 37 52 95 168 302 374 348 294 324 349 391 387 491 501 502 467 435 344 294 258 6868 502 18:00 28 T 172 126 86 38 42 62 107 211 415 461 341 328 316 368 370 347 447 466 560 528 494 361 310 276 7232 560 18:00

AVERAGE WEEKDAY HOURS (Axle Factored, Mon 6AM to Fri Noon) ADT 7447 221 163 108 60 48 55 100 182 300 409 410 389 384 380375 375 448 498 536 536 481 390 319 280 ESTIMATED (one way) DAYS Counted HOURS Counted WEEKDAYS Counted WEEKDAY HOURS AVERAGE WEEKDAY Axle Adj. Factor High Hour % of Day 28 650 19 392 536 7 1.000 ROUTE/RD #: US9 ROAD NAME:BROADWAY FROM: START 9A OLAP H.H. PKY TO:WESTCHESTER CO LN COUNTY: BRONX STATION: N10012 STATE DIR CODE:1 PLACEMENT: DATE OF COUNT: 02/01/2006 Page 1473 HDMS024 New York State Department of Transportation Date: 10/01/2007 Traffic Count Hourly Report Page: 1474 of 1610

STATION: N10012 ROUTE/RD #: US9 ROAD NAME: BROADWAY FROM: START 9A OLAP H.H. PKY TO: WESTCHESTER CO LN COUNTY: BRONX DIRECTION: 5 South FACTOR GROUP: 30 TRAFFIC RECORDER SERIAL #: 0000 FUNCTIONAL CLASS: 14 BOROUGH: Bronx STATE DIR CODE: 2 WEEK OF YEAR: 05 PLACEMENT: NHS: No BIN: DATE OF COUNT: 02/01/2006 @ REF MARKER: JURISDICTION: City RR CROSSING#: NOTES: COUNT TYPE: Vehicle Count COUNT TAKEN BY DGV HPMS Sample ID: 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO DAILY DAILY 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 DAILY HIGH HIGH TOTAL COUNT HOUR DATE DAY AM PM 1 W 174 119 127 42 72 64 163 367 672 613 456 337 327 347 351 367 563 492 505 664 395 236 210 200 7863 672 08:00 2 T 147 107 65 47 46 65 148 316 542 540 414 360 361 327 337 436 430 453 480 412 445 293 310 244 7325 542 08:00 3 F 173 127 91 87 154 95 221 250 269 236 162 154 172 214 286 492 556 487 507 446 512 328 288 293 6600 556 16:00 4 S 236 266 238 149 100 118 136 176 244 289 341 365 457 773 645 687 529 505 571 465 451 455 353 350 8899 773 13:00 5 S 342 312 252 198 114 81 79 114 171 221 248 296 319 378 390 384 401 405 448 455 314 346 228 310 6806 455 19:00 6 M 218 256 7 T 129 86 75 71 37 58 138 293 520 517 338 305 323 312 455 400 483 479 480 419 339 353 227 224 7061 520 08:00 8 W 132 79 99 42 48 64 139 418 534 534 375 359 356 328 362 353 468 450 501 394 363 268 229 195 7090 534 08:00 9 T 137 101 58 39 39 72 175 339 622 557 418 416 353 368 401 444 419 438 478 498 414 267 238 231 7522 622 08:00 10 F 134 94 105 136 77 74 136 316 546 531 365 325 348 350 372 461 428 544 474 463 409 336 342 309 7675 546 08:00 11 S 226 210 166 118 160 107 96 167 233 321 340 371 426 474 439 483 476 500 463 413 455 312 344 303 7603 500 17:00 12 S 153 128 70 50 54 49 32 27 68 62 27 50 72 161 117 118 157 176 135 168 140 159 118 172 2463 176 17:00 13 M 156 68 61 33 45 79 222 339 644 584 561 391 251 513 448 358 419 426 580 383 279 249 206 183 7478 644 08:00 14 T 138 88 59 37 39 99 157 359 630 606 373 303 440 342 355 368 422 419 504 417 360 322 277 211 7325 630 08:00 15 W 163 115 75 49 176 525 713 813 530 667 757 326 320 335 309 352 415 446 478 417 340 338 519 215 9393 813 07:00 16 T 132 104 63 37 55 75 142 325 528 567 477 335 345 345 410 426 414 484 722 445 380 306 251 229 7597 722 18:00 17 F 188 142 75 65 57 88 128 326 543 673 478 379 458 480 400 580 572 530 503 477 430 349 330 283 8534 673 09:00 18 S 266 222 182 123 146 117 115 168 209 425 384 472 481 435 499 433 393 435 391 452 369 363 337 250 7667 499 14:00 19 S 256 238 157 112 115 86 91 88 159 211 253 255 303 369 381 400 388 372 321 367 314 276 223 211 5946 400 15:00 20 M 186 157 114 79 52 94 95 157 302 315 283 312 347 432 424 498 418 471 394 382 303 257 236 257 6565 498 15:00 21 T 151 91 52 58 53 56 135 276 503 480 388 365 392 404 461 450 432 468 488 402 376 257 206 211 7155 503 08:00 22 W 142 81 60 40 53 70 138 319 480 480 379 295 377 610 346 400 456 413 483 381 323 289 312 184 7111 610 13:00 23 T 178 105 66 65 44 76 159 360 418 484 363 327 407 402 366 380 492 418 432 395 341 258 250 220 7006 492 16:00 24 F 173 142 82 56 46 96 168 292 470 468 442 372 461 466 439 491 498 496 475 446 458 310 329 293 7969 498 16:00 25 S 247 253 174 152 107 124 125 146 284 344 344 412 443 412 448 730 387 401 424 408 517 431 380 411 8104 730 15:00 26 S 339 318 211 139 175 133 83 104 158 188 278 286 381 393 409 456 435 419 366 351 697 568 236 203 7326 697 20:00 27 M 150 114 60 37 33 53 136 306 588 626 539 311 412 366 355 467 453 391 436 502 391 239 208 183 7356 626 09:00 28 T 166 109 62 41 67 71 166 380 640 563 355 321 322 376 385 402 456 472 470 431 351 277 430 231 7544 640 08:00

AVERAGE WEEKDAY HOURS (Axle Factored, Mon 6AM to Fri Noon) ADT 7381 154 106 76 57 66 103 183 345 525 528 417 331 356 387384 407 449 448 495 436 360 281 270 217 ESTIMATED (one way) DAYS Counted HOURS Counted WEEKDAYS Counted WEEKDAY HOURS AVERAGE WEEKDAY Axle Adj. Factor High Hour % of Day 28 650 19 392 528 7 1.000 ROUTE/RD #: US9 ROAD NAME:BROADWAY FROM: START 9A OLAP H.H. PKY TO:WESTCHESTER CO LN COUNTY: BRONX STATION: N10012 STATE DIR CODE:2 PLACEMENT: DATE OF COUNT: 02/01/2006 Page 1474 HDMS024 New York State Department of Transportation Date: 10/01/2007 Traffic Count Hourly Report Page: 1475 of 1610

STATION: N10012 ROUTE/RD #: US9 ROAD NAME: BROADWAY FROM: START 9A OLAP H.H. PKY TO: WESTCHESTER CO LN COUNTY: BRONX DIRECTION: 1 North FACTOR GROUP: 30 TRAFFIC RECORDER SERIAL #: 0000 FUNCTIONAL CLASS: 14 BOROUGH: Bronx STATE DIR CODE: 1 WEEK OF YEAR: 09 PLACEMENT: NHS: No BIN: DATE OF COUNT: 03/01/2006 @ REF MARKER: JURISDICTION: City RR CROSSING#: NOTES: COUNT TYPE: Vehicle Count COUNT TAKEN BY DGV HPMS Sample ID: 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO DAILY DAILY 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 DAILY HIGH HIGH TOTAL COUNT HOUR DATE DAY AM PM 1 W 197 179 82 66 39 61 87 195 318 498 358 326 333 357 348 336 424 494 516 528 420 402 339 285 7188 528 19:00 2 T 205 152 85 47 51 52 99 171 296 372 857 832 919 1203 1080 891 686 1052 1422 873 612 562 495 469 13483 1422 18:00 3 F 355 306 164 107 69 59 98 171 335 551 778 590 307 332 363 377 478 573 509 527 448 412 395 328 8632 778 10:00 4 S 319 250 160 151 144 119 124 100 165 226 287 334 358 382 408 403 501 459 457 460 478 402 339 331 7357 501 16:00 5 S 302 245 201 158 174 119 117 93 126 145 197 280 309 380 345 415 511 483 433 410 378 362 324 246 6753 511 16:00 6 M 176 155 74 51 57 56 86 213 315 347 318 318 322 304 351 325 443 501 498 519 413 366 305 259 6772 519 19:00 7 T 208 124 77 56 38 48 92 183 313 383 331 341 286 370 341 367 398 448 521 522 447 387 295 267 6843 522 19:00 8 W 198 137 80 56 38 58 90 190 306 387 313 293 310 347 354 348 466 458 538 526 428 391 330 262 6904 538 18:00 9 T 192 132 107 51 38 63 103 208 304 406 343 338 322 352 390 355 415 442 508 546 409 407 352 334 7117 546 19:00 10 F 223 173 102 84 70 64 100 236 335 369 344 322 477 459 468 533 529 589 691 581 551 448 351 382 8481 691 18:00 11 S 316 286 217 148 138 134 107 108 187 274 307 317 411 425 445 479 469 486 546 465 457 377 366 302 7767 546 18:00 12 S 326 258 213 172 142 157 97 99 141 138 384 576 630 752 712 896 884 876 656 567 402 324 310 259 9971 896 15:00 13 M 201 126 91 60 40 66 139 231 343 412 376 334 278 326 371 318 384 439 537 552 475 325 286 256 6966 552 19:00 14 T 521 174 112 56 35 88 250 358 439 389 376 364 449 444 510 474 548 714 721 569 463 497 335 279 9165 721 18:00 15 W 196 171 107 86 50 66 118 242 340 446 438 408 496 477 508 469 515 565 634 585 484 416 350 258 8425 634 18:00 16 T 227 158 90 71 53 62 98 200 310 316 333 275 342 317 356 352 441 487 547 506 457 395 339 272 7004 547 18:00 17 F 234 158 105 77 54 55 98 199 329 356 300 365 350 337 318 352 406 548 552 578 460 425 392 316 7364 578 19:00 18 S 354 258 190 153 113 104 111 125 183 247 374 363 377 412 457 449 520 448 486 454 413 418 400 346 7755 520 16:00 19 S 356 317 246 166 160 131 124 112 143 177 259 314 410 385 436 471 468 452 408 448 393 360 314 327 7377 471 15:00 20 M 215 154 95 64 49 44 90 240 326 355 357 352 358 377 364 390 466 469 536 488 450 345 317 258 7159 536 18:00 21 T 193 122 91 58 46 33 84 201 342 380 316 383 282 347 310 351 445 465 534 485 454 359 291 260 6832 534 18:00 22 W 201 165 85 55 55 47 95 200 340 354 348 313 314 360 352 376 433 497 540 480 432 406 347 259 7054 540 18:00 23 T 226 147 87 70 41 73 75 219 322 403 342 348 317 359 375 354 451 481 561 514 411 419 346 282 7223 561 18:00 24 F 233 151 135 81 91 67 95 188 350 387 365 340 364 365 355 392 499 480 560 584 498 422 336 343 7681 584 19:00 25 S 325 241 175 141 135 124 117 107 201 210 306 317 344 434 456 496 498 446 451 446 430 368 347 313 7428 498 16:00 26 S 317 292 228 158 141 150 116 242 152 256 201 294 316 310 370 377 463 398 413 437 373 386 326 244 6960 463 16:00 27 M 202 127 84 51 46 55 105 214 317 330 305 291 356 353 319 344 384 429 523 549 439 358 284 216 6681 549 19:00 28 T 190 140 67 42 30 47 70 202 433 359 315 342 331 310 341 361 458 419 513 540 426 396 313 260 6905 540 19:00 29 W 189 158 78 52 37 46 87 226 309 368 295 306 324 333 362 359 426 453 539 552 418 429 358 281 6985 552 19:00 30 T 211 155 84 62 53 60 94 212 311 350 304 310 322 327 363 381 431 502 494 527 512 410 376 324 7175 527 19:00 31 F 218 195 124 85 64 64 108 187 312 383 357 323 299 345 390 383 452 486 490 531 533 480 408 339 7556 533 20:00

AVERAGE WEEKDAY HOURS (Axle Factored, Mon 6AM to Fri Noon) ADT 7622 232 163 98 66 50 59 103 212 332 387 381 366 370 404411 397 456 518 593 548 453 404 337 282 ESTIMATED (one way) DAYS Counted HOURS Counted WEEKDAYS Counted WEEKDAY HOURS AVERAGE WEEKDAY Axle Adj. Factor High Hour % of Day 31 744 23 468 593 8 1.000 ROUTE/RD #: US9 ROAD NAME:BROADWAY FROM: START 9A OLAP H.H. PKY TO:WESTCHESTER CO LN COUNTY: BRONX STATION: N10012 STATE DIR CODE:1 PLACEMENT: DATE OF COUNT: 03/01/2006 Page 1475 HDMS024 New York State Department of Transportation Date: 10/01/2007 Traffic Count Hourly Report Page: 1476 of 1610

STATION: N10012 ROUTE/RD #: US9 ROAD NAME: BROADWAY FROM: START 9A OLAP H.H. PKY TO: WESTCHESTER CO LN COUNTY: BRONX DIRECTION: 5 South FACTOR GROUP: 30 TRAFFIC RECORDER SERIAL #: 0000 FUNCTIONAL CLASS: 14 BOROUGH: Bronx STATE DIR CODE: 2 WEEK OF YEAR: 09 PLACEMENT: NHS: No BIN: DATE OF COUNT: 03/01/2006 @ REF MARKER: JURISDICTION: City RR CROSSING#: NOTES: COUNT TYPE: Vehicle Count COUNT TAKEN BY DGV HPMS Sample ID: 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO DAILY DAILY 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 DAILY HIGH HIGH TOTAL COUNT HOUR DATE DAY AM PM 1 W 150 116 87 71 36 63 123 321 618 555 356 326 403 341 325 382 518 443 424 419 361 287 257 188 7170 618 08:00 2 T 168 98 66 35 39 72 152 338 549 651 405 371 281 768 455 465 371 521 706 473 299 219 199 211 7912 768 13:00 3 F 167 85 140 65 89 79 134 334 562 558 398 348 333 362 405 528 493 464 502 489 462 362 279 292 7930 562 08:00 4 S 335 200 172 127 128 109 116 166 230 327 326 343 414 443 674 413 504 445 427 455 452 604 299 316 8025 674 14:00 5 S 291 249 168 156 107 90 99 94 158 203 245 304 407 355 344 443 439 446 400 422 384 352 267 221 6644 446 17:00 6 M 150 116 54 38 42 66 135 342 539 497 402 448 326 327 375 501 451 434 512 460 433 279 227 185 7339 539 08:00 7 T 153 82 48 31 49 54 134 319 528 488 398 295 365 386 515 515 402 484 436 414 402 251 213 408 7370 528 08:00 8 W 146 97 61 38 132 53 155 323 547 518 372 362 292 386 368 388 438 450 480 409 365 292 224 194 7090 547 08:00 9 T 139 99 63 40 35 128 153 308 527 537 370 339 484 464 433 384 475 430 588 433 390 314 218 257 7608 588 18:00 10 F 145 137 98 55 64 62 143 315 627 530 398 346 447 403 374 452 446 590 517 467 492 348 345 307 8108 627 08:00 11 S 283 271 195 132 101 118 121 136 230 343 326 420 422 435 438 447 474 460 448 404 383 331 303 262 7483 474 16:00 12 S 257 186 182 112 99 90 102 106 141 222 237 313 390 446 514 462 508 582 504 381 370 313 260 199 6976 582 17:00 13 M 143 102 63 38 42 78 152 315 539 606 431 303 419 331 394 405 439 573 507 401 487 280 210 202 7460 606 09:00 14 T 166 125 98 42 46 89 164 1676 559 570 404 319 440 459 515 475 574 596 528 587 443 288 244 203 9610 1676 07:00 15 W 141 112 107 77 40 51 155 327 668 515 508 655 516 487 442 451 485 556 572 490 482 375 239 237 8688 668 08:00 16 T 191 117 127 72 39 64 143 364 649 500 391 393 333 426 427 422 516 470 501 389 364 307 262 203 7670 649 08:00 17 F 164 108 79 47 55 69 131 330 551 461 377 470 417 352 387 465 473 563 564 459 390 414 285 407 8018 564 18:00 18 S 335 272 310 125 96 138 120 183 257 319 347 450 387 528 461 568 503 631 459 408 414 309 308 270 8198 631 17:00 19 S 243 217 176 152 109 123 88 130 145 218 293 329 385 373 427 468 408 355 388 382 342 298 208 191 6448 468 15:00 20 M 138 97 64 47 50 55 123 328 602 988 372 372 445 369 340 659 535 470 506 431 329 281 200 159 7960 988 09:00 21 T 147 98 65 42 54 58 150 309 597 536 339 305 362 348 423 397 458 489 453 371 365 317 234 192 7109 597 08:00 22 W 131 101 71 47 35 65 135 312 540 576 411 359 352 446 373 428 435 477 536 410 354 312 248 177 7331 576 09:00 23 T 173 90 47 57 39 77 137 329 526 505 380 323 341 346 343 367 434 492 473 411 423 289 256 227 7085 526 08:00 24 F 185 142 87 70 57 65 135 362 560 489 443 576 428 385 399 516 480 797 583 465 398 369 313 253 8557 797 17:00 25 S 279 209 153 112 148 171 132 155 282 306 342 432 488 440 456 442 522 441 422 392 391 364 320 303 7702 522 16:00 26 S 288 232 187 133 133 101 122 168 268 250 280 348 360 387 401 409 412 437 390 398 362 290 248 210 6814 437 17:00 27 M 166 102 71 37 41 68 141 311 582 480 367 310 362 403 355 355 423 451 470 576 371 262 238 200 7142 582 08:00 28 T 129 81 77 34 34 70 120 288 579 482 355 319 412 359 363 370 450 479 429 700 351 296 205 179 7161 700 19:00 29 W 145 101 92 38 31 65 117 301 558 534 372 655 361 328 381 463 593 491 464 404 547 278 269 226 7814 655 11:00 30 T 155 112 71 40 45 58 143 309 548 548 417 329 356 364 368 363 426 455 596 432 386 338 524 427 7810 596 18:00 31 F 193 164 92 176 209 65 132 369 539 503 379 403 314 402 452 441 453 508 514 467 459 372 328 285 8219 539 08:00

AVERAGE WEEKDAY HOURS (Axle Factored, Mon 6AM to Fri Noon) ADT 7663 157 109 83 57 59 69 139 384 569 549 393 388 381 408400 433 468 487 510 456 397 293 248 226 ESTIMATED (one way) DAYS Counted HOURS Counted WEEKDAYS Counted WEEKDAY HOURS AVERAGE WEEKDAY Axle Adj. Factor High Hour % of Day 31 744 23 468 569 7 1.000 ROUTE/RD #: US9 ROAD NAME:BROADWAY FROM: START 9A OLAP H.H. PKY TO:WESTCHESTER CO LN COUNTY: BRONX STATION: N10012 STATE DIR CODE:2 PLACEMENT: DATE OF COUNT: 03/01/2006 Page 1476 HDMS024 New York State Department of Transportation Date: 10/01/2007 Traffic Count Hourly Report Page: 1477 of 1610

STATION: N10012 ROUTE/RD #: US9 ROAD NAME: BROADWAY FROM: START 9A OLAP H.H. PKY TO: WESTCHESTER CO LN COUNTY: BRONX DIRECTION: 1 North FACTOR GROUP: 30 TRAFFIC RECORDER SERIAL #: 0000 FUNCTIONAL CLASS: 14 BOROUGH: Bronx STATE DIR CODE: 1 WEEK OF YEAR: 13 PLACEMENT: NHS: No BIN: DATE OF COUNT: 04/01/2006 @ REF MARKER: JURISDICTION: City RR CROSSING#: NOTES: COUNT TYPE: Vehicle Count COUNT TAKEN BY DGV HPMS Sample ID: 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO DAILY DAILY 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 DAILY HIGH HIGH TOTAL COUNT HOUR DATE DAY AM PM 1 S 306 265 213 142 158 95 105 125 200 237 295 321 415 453 493 456 438 440 515 484 417 409 353 325 7660 515 18:00 2 S 319 264 188 167 173 152 120 143 176 230 263 328 348 386 401 464 453 475 494 451 422 389 296 235 7337 494 18:00 3 M 150 114 57 45 70 88 182 308 376 331 293 310 313 336 314 418 508 477 725 954 717 284 85 7 7462 954 19:00 5 W 147 99 74 52 56 89 181 273 387 343 319 292 358 372 358 432 432 520 534 477 363 362 264 246 7030 534 18:00 6 T 134 86 79 44 55 99 188 334 377 299 298 341 299 344 370 412 459 527 604 548 446 392 336 248 7319 604 18:00 7 F 175 134 86 52 62 117 177 308 389 330 338 281 435 591 381 452 467 521 504 497 452 357 325 324 7755 591 13:00 9 S 248 222 181 145 146 118 98 137 202 233 319 325 374 402 407 421 501 444 456 468 408 344 305 329 7233 501 16:00 10 M 176 116 57 51 45 108 171 280 372 308 288 325 318 340 343 425 419 525 509 522 430 342 281 209 6960 525 17:00 11 T 160 105 59 47 48 82 166 304 343 320 352 291 329 319 382 403 450 514 568 540 456 305 321 231 7095 568 18:00 12 W 130 91 61 34 42 84 157 278 344 301 280 314 288 352 370 424 418 506 483 499 455 360 299 221 6791 506 17:00 13 T 178 110 75 61 65 80 152 314 314 299 275 288 322 381 365 379 437 500 537 555 432 369 325 261 7074 555 19:00 14 F 182 146 106 57 62 80 141 259 292 280 289 327 363 792 691 523 663 901 971 582 372 315 329 319 9042 971 18:00 15 S 223 171 100 104 85 96 119 167 215 279 282 333 380 381 398 421 460 512 450 447 432 403 378 377 7213 512 17:00 16 S 318 203 160 151 134 123 122 174 182 246 277 307 375 393 410 452 440 455 489 427 376 312 313 261 7100 489 18:00 17 M 154 102 55 56 65 87 175 253 316 297 336 321 325 371 377 410 437 515 556 480 400 352 292 234 6966 556 18:00 18 T 124 87 41 47 40 77 178 284 337 282 292 332 321 333 322 413 413 492 473 444 410 331 304 220 6597 492 17:00 19 W 166 97 65 40 58 76 165 297 324 269 322 307 362 402 385 367 437 474 530 477 408 314 281 232 6855 530 18:00 20 T 175 94 78 43 61 66 191 286 316 299 304 302 342 352 374 361 446 514 579 464 428 317 330 259 6981 579 18:00 21 F 192 136 83 73 96 94 183 281 370 293 296 337 338 361 379 433 445 517 522 528 461 413 339 317 7487 528 19:00 22 S 265 216 129 109 111 110 103 166 227 271 298 338 342 436 391 427 412 400 423 409 394 581 476 500 7534 581 21:00 24 M 135 94 65 41 59 108 212 318 628 256 136 159 274 383 418 402 446 497 544 463 399 332 235 233 6837 628 08:00 25 T 142 80 43 50 52 80 182 293 358 261 244 244 325 271 306 344 408 555 502 516 371 311 290 223 6451 555 17:00 26 W 125 95 54 46 56 94 168 297 344 282 296 338 299 339 325 386 409 428 431 537 391 326 298 217 6581 537 19:00 27 T 139 101 61 63 56 91 183 314 370 299 279 317 342 338 371 449 471 514 523 498 439 372 308 299 7197 523 18:00 28 F 166 105 94 53 65 97 193 308 360 334 338 360 343 327 343 451 496 510 534 551 439 377 386 343 7573 551 19:00 29 S 264 192 143 107 122 99 124 172 217 270 317 388 394 403 443 461 455 443 504 512 458 384 362 331 7565 512 19:00 30 S 271 180 160 144 153 124 92 139 184 224 289 333 319 432 414 491 397 442 467 448 398 378 287 239 7005 491 15:00

AVERAGE WEEKDAY HOURS (Axle Factored, Mon 6AM to Fri Noon) ADT 6984 156 104 71 51 58 87 176 294 364 299 293 305 321 349359 402 439 504 540 532 436 338 283 223 ESTIMATED (one way) DAYS Counted HOURS Counted WEEKDAYS Counted WEEKDAY HOURS AVERAGE WEEKDAY Axle Adj. Factor High Hour % of Day 27 648 19 384 540 8 1.000 ROUTE/RD #: US9 ROAD NAME:BROADWAY FROM: START 9A OLAP H.H. PKY TO:WESTCHESTER CO LN COUNTY: BRONX STATION: N10012 STATE DIR CODE:1 PLACEMENT: DATE OF COUNT: 04/01/2006 Page 1477 HDMS024 New York State Department of Transportation Date: 10/01/2007 Traffic Count Hourly Report Page: 1478 of 1610

STATION: N10012 ROUTE/RD #: US9 ROAD NAME: BROADWAY FROM: START 9A OLAP H.H. PKY TO: WESTCHESTER CO LN COUNTY: BRONX DIRECTION: 5 South FACTOR GROUP: 30 TRAFFIC RECORDER SERIAL #: 0000 FUNCTIONAL CLASS: 14 BOROUGH: Bronx STATE DIR CODE: 2 WEEK OF YEAR: 13 PLACEMENT: NHS: No BIN: DATE OF COUNT: 04/01/2006 @ REF MARKER: JURISDICTION: City RR CROSSING#: NOTES: COUNT TYPE: Vehicle Count COUNT TAKEN BY DGV HPMS Sample ID: 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO DAILY DAILY 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 DAILY HIGH HIGH TOTAL COUNT HOUR DATE DAY AM PM 1 S 275 235 215 109 92 81 140 159 262 397 397 504 552 486 482 546 831 425 394 459 506 449 424 407 8827 831 16:00 2 S 252 278 181 128 103 126 104 189 237 284 333 341 400 439 361 410 375 1516 382 579 330 346 253 171 8118 1516 17:00 3 M 104 73 61 40 68 133 274 558 526 472 584 362 375 406 377 754 537 564 502 539 447 157 137 94 8144 754 15:00 5 W 108 61 48 52 70 131 371 619 573 359 339 353 405 332 393 443 458 460 484 339 299 329 239 241 7506 619 07:00 6 T 105 73 83 30 71 148 308 539 554 519 378 393 313 427 464 802 488 602 445 405 331 291 254 238 8261 802 15:00 7 F 112 196 75 65 65 126 330 529 632 805 482 341 419 408 547 407 490 456 487 453 366 304 497 281 8873 805 09:00 9 S 222 204 169 120 108 103 120 178 236 299 350 565 418 457 481 390 407 425 380 394 343 272 291 190 7122 565 11:00 10 M 124 132 54 33 61 138 290 538 519 373 303 358 358 335 407 405 420 480 467 420 550 265 243 154 7427 550 20:00 11 T 123 69 40 37 53 118 322 557 707 413 346 395 337 352 384 514 431 446 415 365 345 267 245 154 7435 707 08:00 12 W 90 63 40 30 262 110 276 519 539 362 358 524 363 358 510 426 525 595 599 470 377 294 226 193 8109 599 18:00 13 T 123 82 47 44 61 120 284 383 407 356 344 386 436 383 349 401 421 411 427 500 322 282 251 199 7019 500 19:00 14 F 123 119 74 50 98 91 223 305 414 295 304 383 398 621 493 441 480 570 426 431 388 661 389 429 8206 661 21:00 15 S 166 149 108 76 79 115 152 212 313 324 659 462 488 507 451 386 413 374 347 442 368 334 319 302 7546 659 10:00 16 S 221 173 113 81 86 88 116 159 410 349 423 358 437 439 416 407 377 371 378 346 335 252 256 226 6817 439 13:00 17 M 117 59 52 45 65 131 249 412 441 349 327 376 368 311 460 507 460 494 1402 382 641 296 234 175 8353 1402 18:00 18 T 118 62 40 30 45 118 307 408 420 405 308 392 361 379 490 380 497 363 503 341 284 271 222 255 6999 503 18:00 19 W 115 79 40 38 63 139 297 439 508 392 318 298 645 398 386 376 413 433 532 356 298 259 307 180 7309 645 12:00 20 T 117 76 55 37 65 145 282 452 511 446 458 543 309 314 319 461 527 436 416 407 341 271 248 193 7429 543 11:00 21 F 140 117 65 49 81 137 294 408 508 502 411 452 468 336 417 422 429 627 535 469 408 353 305 281 8214 627 17:00 22 S 196 178 86 82 84 127 255 258 374 421 448 420 440 510 458 463 527 585 515 562 761 437 388 388 8963 761 20:00 24 M 131 75 55 34 95 150 333 598 707 395 319 276 222 345 443 551 538 509 490 658 337 219 221 153 7854 707 08:00 25 T 104 75 41 20 54 127 302 598 502 294 264 223 319 257 338 328 499 499 560 468 291 265 192 142 6762 598 07:00 26 W 93 56 33 66 64 129 295 542 528 575 524 283 324 333 386 479 499 658 773 632 344 234 254 194 8298 773 18:00 27 T 135 110 59 74 48 145 306 607 596 435 344 372 340 373 346 388 409 418 437 450 348 333 278 219 7570 607 07:00 28 F 143 177 65 40 56 115 303 538 529 424 324 423 392 468 475 577 447 518 537 426 492 319 323 296 8407 577 15:00 29 S 229 153 125 63 82 108 172 259 312 400 447 465 460 547 395 471 506 425 598 467 396 376 334 383 8173 598 18:00 30 S 258 204 121 86 116 102 117 189 249 276 326 407 414 574 440 480 366 382 498 402 322 316 227 188 7060 574 13:00

AVERAGE WEEKDAY HOURS (Axle Factored, Mon 6AM to Fri Noon) ADT 7664 117 94 54 44 77 127 297 503 533 430 370 375 365 354403 481 475 491 563 449 370 269 237 186 ESTIMATED (one way) DAYS Counted HOURS Counted WEEKDAYS Counted WEEKDAY HOURS AVERAGE WEEKDAY Axle Adj. Factor High Hour % of Day 27 648 19 384 563 7 1.000 ROUTE/RD #: US9 ROAD NAME:BROADWAY FROM: START 9A OLAP H.H. PKY TO:WESTCHESTER CO LN COUNTY: BRONX STATION: N10012 STATE DIR CODE:2 PLACEMENT: DATE OF COUNT: 04/01/2006 Page 1478 HDMS024 New York State Department of Transportation Date: 10/01/2007 Traffic Count Hourly Report Page: 1479 of 1610

STATION: N10012 ROUTE/RD #: US9 ROAD NAME: BROADWAY FROM: START 9A OLAP H.H. PKY TO: WESTCHESTER CO LN COUNTY: BRONX DIRECTION: 1 North FACTOR GROUP: 30 TRAFFIC RECORDER SERIAL #: 0000 FUNCTIONAL CLASS: 14 BOROUGH: Bronx STATE DIR CODE: 1 WEEK OF YEAR: 18 PLACEMENT: NHS: No BIN: DATE OF COUNT: 05/01/2006 @ REF MARKER: JURISDICTION: City RR CROSSING#: NOTES: COUNT TYPE: Vehicle Count COUNT TAKEN BY DGV HPMS Sample ID: 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO DAILY DAILY 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 DAILY HIGH HIGH TOTAL COUNT HOUR DATE DAY AM PM 1 M 137 109 56 50 50 99 177 323 334 324 316 253 46 209 422 444 564 620 483 462 383 298 263 2 T 175 113 100 60 88 108 212 349 399 330 310 360 328 384 422 479 455 495 590 526 428 430 378 358 7877 590 18:00 3 W 281 231 172 122 122 115 132 203 240 301 345 324 414 423 412 453 563 462 465 495 471 391 333 289 7759 563 16:00 4 T 284 232 142 118 136 110 95 138 153 239 277 344 355 408 381 462 411 429 498 438 452 335 302 231 6970 498 18:00 5 F 150 94 60 47 58 99 190 320 339 325 312 337 327 386 386 436 411 520 541 488 409 294 244 211 6984 541 18:00 6 S 124 118 59 49 54 95 182 290 336 315 296 306 320 356 377 399 450 532 574 531 405 332 266 231 6997 574 18:00 7 S 125 108 70 34 39 87 195 299 349 285 300 266 339 356 346 434 462 614 515 519 437 336 271 260 7046 614 17:00 8 M 168 126 60 62 69 94 188 292 346 364 353 313 336 433 370 457 451 591 549 502 401 340 296 220 7381 591 17:00 10 W 244 184 153 137 128 97 120 162 277 291 323 348 428 398 462 497 430 522 542 498 461 421 395 338 7856 542 18:00 11 T 276 236 162 123 125 114 95 148 199 252 295 341 366 396 417 462 445 453 438 430 367 357 342 270 7109 462 15:00 12 F 183 108 70 57 59 88 215 290 381 351 424 338 262 254 224 355 599 524 475 453 396 360 307 251 7024 599 16:00 14 S 140 107 61 51 49 79 201 269 351 274 299 328 325 371 356 405 454 547 554 506 437 358 330 232 7084 554 18:00 15 M 165 122 65 58 55 81 215 314 343 293 288 265 293 322 307 373 512 548 679 588 460 368 288 252 7254 679 18:00

AVERAGE WEEKDAY HOURS (Axle Factored, Mon 6AM to Fri Noon) ADT 7473 228 171 123 95 102 104 164 254 301 307 324 322 321 395373 451 464 508 548 495 438 378 329 278 ESTIMATED (one way) DAYS Counted HOURS Counted WEEKDAYS Counted WEEKDAY HOURS AVERAGE WEEKDAY Axle Adj. Factor High Hour % of Day 13 311 9 197 548 7 1.000 ROUTE/RD #: US9 ROAD NAME:BROADWAY FROM: START 9A OLAP H.H. PKY TO:WESTCHESTER CO LN COUNTY: BRONX STATION: N10012 STATE DIR CODE:1 PLACEMENT: DATE OF COUNT: 05/01/2006 Page 1479 HDMS024 New York State Department of Transportation Date: 10/01/2007 Traffic Count Hourly Report Page: 1480 of 1610

STATION: N10012 ROUTE/RD #: US9 ROAD NAME: BROADWAY FROM: START 9A OLAP H.H. PKY TO: WESTCHESTER CO LN COUNTY: BRONX DIRECTION: 5 South FACTOR GROUP: 30 TRAFFIC RECORDER SERIAL #: 0000 FUNCTIONAL CLASS: 14 BOROUGH: Bronx STATE DIR CODE: 2 WEEK OF YEAR: 18 PLACEMENT: NHS: No BIN: DATE OF COUNT: 05/01/2006 @ REF MARKER: JURISDICTION: City RR CROSSING#: NOTES: COUNT TYPE: Vehicle Count COUNT TAKEN BY DGV HPMS Sample ID: 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO DAILY DAILY 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 DAILY HIGH HIGH TOTAL COUNT HOUR DATE DAY AM PM 1 M 113 102 48 33 64 122 273 494 491 435 328 258 70 256 461 424 487 585 467 364 272 225 167 2 T 124 82 71 48 72 156 334 616 533 425 351 547 340 416 407 455 491 538 559 477 403 310 348 301 8404 616 07:00 3 W 197 178 93 75 89 124 164 257 266 293 385 394 409 504 499 440 474 498 456 453 371 349 279 285 7532 504 13:00 4 T 230 150 116 84 86 112 91 150 258 342 296 364 357 434 407 420 500 496 424 363 315 266 260 176 6697 500 16:00 5 F 110 62 37 42 62 138 436 464 503 333 307 470 353 327 391 497 409 489 616 791 313 269 183 155 7757 791 19:00 6 S 75 55 48 37 51 130 293 520 474 312 352 350 369 332 380 405 432 496 482 518 370 274 221 166 7142 520 07:00 7 S 118 57 102 90 74 174 341 595 638 583 495 552 478 456 850 729 595 561 671 514 380 451 376 291 10171 850 14:00 8 M 103 95 53 46 76 170 286 532 576 443 391 399 314 465 507 509 907 581 652 404 333 334 210 297 8683 907 16:00 10 W 238 187 171 93 87 107 160 242 333 376 350 475 477 485 500 450 523 549 527 457 408 518 350 313 8376 549 17:00 11 T 241 233 150 71 85 97 120 166 224 261 341 358 408 368 455 355 426 362 400 344 320 303 263 214 6565 455 14:00 12 F 122 94 47 51 73 160 315 507 726 773 840 307 340 279 226 415 532 468 430 454 423 423 532 368 8905 840 10:00 14 S 122 77 46 45 56 172 391 525 477 418 360 355 376 368 365 378 488 530 465 491 372 317 259 220 7673 530 17:00 15 M 137 82 44 42 89 170 382 616 985 377 341 309 346 388 413 787 540 571 749 561 389 326 293 210 9147 985 08:00

AVERAGE WEEKDAY HOURS (Axle Factored, Mon 6AM to Fri Noon) ADT 7975 180 141 98 66 79 128 256 404 490 406 393 388 340 437431 485 536 510 544 441 363 335 279 245 ESTIMATED (one way) DAYS Counted HOURS Counted WEEKDAYS Counted WEEKDAY HOURS AVERAGE WEEKDAY Axle Adj. Factor High Hour % of Day 13 311 9 197 544 7 1.000 ROUTE/RD #: US9 ROAD NAME:BROADWAY FROM: START 9A OLAP H.H. PKY TO:WESTCHESTER CO LN COUNTY: BRONX STATION: N10012 STATE DIR CODE:2 PLACEMENT: DATE OF COUNT: 05/01/2006 Page 1480 HDMS024 New York State Department of Transportation Date: 09/29/2007 Traffic Count Hourly Report Page: 2068 of 2250

STATION: N10012 ROUTE/RD #: US9 ROAD NAME: BROADWAY FROM: START 9A OLAP H.H. PKY TO: WESTCHESTER CO LN COUNTY: BRONX DIRECTION: 1 North FACTOR GROUP: 30 TRAFFIC RECORDER SERIAL #: 0000 FUNCTIONAL CLASS: 14 BOROUGH: Bronx STATE DIR CODE: 1 WEEK OF YEAR: 29 PLACEMENT: NHS: No BIN: DATE OF COUNT: 07/17/2006 @ REF MARKER: JURISDICTION: City RR CROSSING#: NOTES: COUNT TYPE: Vehicle Count COUNT TAKEN BY DGV HPMS Sample ID: 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO DAILY DAILY 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 DAILY HIGH HIGH TOTAL COUNT HOUR DATE DAY AM PM 17 M 389 389 367 327 230 20 T 176 134 101 55 68 86 237 357 416 322 289 366 313 372 364 382 413 503 521 459 422 348 283 249 7236 521 18:00 23 S 0 112 116 89 132 133 116 147 159 213 253 250 289 346 390 352 438 328 353 422 436 392 319 289 6074 438 16:00 24 M 137 392 380 307 205 25 T 252 352 317 288 26 W 170 138 71 51 52 81 158 302 341 322 323 290 308 323 343 403 397 459 516 479 436 393 295 253 6904 516 18:00 27 T 194 134 77 72 79 92 188 292 337 277 252 286 318 295 314 382 441 516 534 464 388 368 269 243 6812 534 18:00 28 F 227 90 92 59 76 79 174 287 322 304 293 271 307 357 321 379 441 500 517 458 425 351 300 319 6949 517 18:00 29 S 243 165 160 132 127 108 129 172 254 285 266 298 326 351 369 362 424 396 410 438 401 420 387 344 6967 438 19:00 30 S 314 242 189 160 136 114 108 121 192 228 240 296 298 355 354 351 367 353 440 442 416 394 313 274 6697 442 19:00 31 M 209 127 100 54 65 84 161 307 321 238 311 296 312 351 351 379 441 474 532 502 440 316 336 219 6926 532 18:00

AVERAGE WEEKDAY HOURS (Axle Factored, Mon 6AM to Fri Noon) ADT 6858 192 124 85 59 69 85 184 309 347 293 294 302 313 335343 387 423 488 526 405 388 361 305 241 ESTIMATED (one way) DAYS Counted HOURS Counted WEEKDAYS Counted WEEKDAY HOURS AVERAGE WEEKDAY Axle Adj. Factor High Hour % of Day 11 206 5 116 526 8 1.000 ROUTE/RD #: US9 ROAD NAME:BROADWAY FROM: START 9A OLAP H.H. PKY TO:WESTCHESTER CO LN COUNTY: BRONX STATION: N10012 STATE DIR CODE:1 PLACEMENT: DATE OF COUNT: 07/17/2006 Page 2068 HDMS024 New York State Department of Transportation Date: 09/29/2007 Traffic Count Hourly Report Page: 2069 of 2250

STATION: N10012 ROUTE/RD #: US9 ROAD NAME: BROADWAY FROM: START 9A OLAP H.H. PKY TO: WESTCHESTER CO LN COUNTY: BRONX DIRECTION: 5 South FACTOR GROUP: 30 TRAFFIC RECORDER SERIAL #: 0000 FUNCTIONAL CLASS: 14 BOROUGH: Bronx STATE DIR CODE: 2 WEEK OF YEAR: 29 PLACEMENT: NHS: No BIN: DATE OF COUNT: 07/17/2006 @ REF MARKER: JURISDICTION: City RR CROSSING#: NOTES: COUNT TYPE: Vehicle Count COUNT TAKEN BY DGV HPMS Sample ID: 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO DAILY DAILY 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 DAILY HIGH HIGH TOTAL COUNT HOUR DATE DAY AM PM 17 M 379 415 350 248 222 20 T 111 96 135 104 62 130 374 532 964 695 934 1540 551 1416 1245 678 502 970 548 469 439 310 286 236 13327 1540 11:00 23 S 2 67 129 96 107 129 128 145 240 268 450 459 351 415 586 612 482 459 399 327 326 303 263 227 6970 612 15:00 24 M 101 337 378 257 224 25 T 224 303 269 222 26 W 152 98 56 54 90 159 327 424 454 396 383 353 443 523 953 406 698 716 433 465 542 343 267 185 8920 953 14:00 27 T 252 149 83 60 138 179 336 492 489 577 332 526 467 446 359 603 708 790 461 437 449 303 648 268 9552 790 17:00 28 F 319 219 268 137 95 203 384 501 479 344 316 275 604 474 430 441 602 608 983 657 491 373 323 265 9791 983 18:00 29 S 261 163 119 100 108 119 189 192 294 314 414 362 347 452 418 525 405 413 408 380 422 403 370 374 7552 525 15:00 30 S 253 244 140 112 109 111 157 180 231 302 350 403 368 454 423 472 610 576 398 344 403 353 316 249 7558 610 16:00 31 M 140 94 64 46 61 131 356 438 463 326 384 485 347 334 343 613 489 660 528 400 391 276 312 199 7880 660 17:00

AVERAGE WEEKDAY HOURS (Axle Factored, Mon 6AM to Fri Noon) ADT 9770 209 141 136 89 96 168 355 477 570 468 470 636 452 680725 575 599 784 493 375 400 323 327 222 ESTIMATED (one way) DAYS Counted HOURS Counted WEEKDAYS Counted WEEKDAY HOURS AVERAGE WEEKDAY Axle Adj. Factor High Hour % of Day 11 206 5 116 784 8 1.000 ROUTE/RD #: US9 ROAD NAME:BROADWAY FROM: START 9A OLAP H.H. PKY TO:WESTCHESTER CO LN COUNTY: BRONX STATION: N10012 STATE DIR CODE:2 PLACEMENT: DATE OF COUNT: 07/17/2006 Page 2069 HDMS024 New York State Department of Transportation Date: 09/29/2007 Traffic Count Hourly Report Page: 2070 of 2250

STATION: N10012 ROUTE/RD #: US9 ROAD NAME: BROADWAY FROM: START 9A OLAP H.H. PKY TO: WESTCHESTER CO LN COUNTY: BRONX DIRECTION: 1 North FACTOR GROUP: 30 TRAFFIC RECORDER SERIAL #: 0000 FUNCTIONAL CLASS: 14 BOROUGH: Bronx STATE DIR CODE: 1 WEEK OF YEAR: 31 PLACEMENT: NHS: No BIN: DATE OF COUNT: 08/01/2006 @ REF MARKER: JURISDICTION: City RR CROSSING#: NOTES: COUNT TYPE: Vehicle Count COUNT TAKEN BY DGV HPMS Sample ID: 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO DAILY DAILY 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 DAILY HIGH HIGH TOTAL COUNT HOUR DATE DAY AM PM 1 T 198 104 92 75 66 78 194 321 346 277 263 251 331 315 308 383 405 500 518 464 406 352 304 237 6788 518 18:00 2 W 193 122 72 52 60 68 164 286 329 297 284 318 270 359 321 369 448 487 470 445 407 356 315 283 6775 487 17:00 3 T 160 112 92 57 65 80 180 302 331 300 284 304 329 351 355 369 415 500 523 484 410 342 284 237 6866 523 18:00 4 F 164 107 93 76 59 94 168 272 301 280 299 349 314 362 347 397 443 483 525 444 426 376 380 331 7090 525 18:00 5 S 228 216 171 143 132 120 113 182 215 241 339 289 353 361 361 366 442 402 392 408 359 406 357 357 6953 442 16:00 6 S 315 249 203 165 169 132 95 162 191 244 302 310 352 374 380 395 435 382 394 441 413 362 316 294 7075 441 19:00 7 M 265 127 71 72 72 91 174 288 321 300 300 343 330 351 382 416 457 519 506 475 426 303 268 241 7098 519 17:00 8 T 139 107 73 41 63 83 168 285 300 306 331 333 300 367 330 395 412 489 458 499 404 326 300 253 6762 499 19:00 9 W 168 127 69 49 52 91 151 270 351 259 304 266 318 336 350 415 444 462 531 488 440 358 316 234 6849 531 18:00 11 F 36 116 95 80 64 102 182 238 355 308 319 331 344 354 367 423 452 474 485 527 457 353 392 327 7181 527 19:00 12 S 268 205 178 131 131 111 120 151 246 250 337 348 329 358 415 396 424 370 448 445 461 389 376 366 7253 461 20:00 13 S 264 269 222 176 160 123 109 158 187 232 271 309 329 447 394 431 404 399 397 393 409 362 329 283 7057 447 13:00 14 M 175 117 67 48 63 94 171 278 319 266 258 303 309 309 343 354 401 473 541 416 408 361 296 220 6590 541 18:00 15 T 172 115 77 48 58 67 150 345 496 345 236 153 206 396 392 413 519 619 578 469 402 340 293 235 7124 619 17:00 16 W 152 100 95 49 75 73 171 263 311 282 306 296 314 342 367 396 421 491 470 475 447 360 334 253 6843 491 17:00 17 T 185 139 99 54 73 78 170 245 321 299 295 334 348 362 332 367 406 479 516 500 421 395 324 268 7010 516 18:00 18 F 181 142 94 69 84 82 155 273 363 398 334 320 350 372 401 381 441 516 482 512 449 395 349 337 7480 516 17:00 19 S 249 230 157 147 118 121 104 171 253 270 348 372 345 371 379 404 418 418 459 421 361 342 318 327 7103 459 18:00 20 S 251 188 178 152 143 109 125 152 198 233 266 259 412 391 410 483 382 444 429 411 426 317 310 263 6932 483 15:00 21 M 185 120 89 64 73 86 134 276 333 293 315 304 289 353 359 372 410 456 502 447 399 321 252 235 6667 502 18:00 22 T 159 107 69 58 61 69 141 244 334 284 302 335 324 323 389 411 423 474 486 490 378 341 253 221 6676 490 19:00 23 W 171 124 82 60 52 79 154 277 334 279 303 313 310 365 368 359 423 475 515 492 427 328 310 257 6857 515 18:00 26 S 274 203 143 117 110 143 128 218 358 407 344 359 414 375 421 423 429 408 385 397 394 347 296 338 7431 429 16:00 31 T 154 145 86 48 60 80 162 272 331 269 305 324 339 347 425 402 441 464 498 532 465 384 344 272 7149 532 19:00

AVERAGE WEEKDAY HOURS (Axle Factored, Mon 6AM to Fri Noon) ADT 6866 159 119 85 58 64 80 164 279 340 297 296 305 308 348359 387 430 492 508 477 417 348 300 246 ESTIMATED (one way) DAYS Counted HOURS Counted WEEKDAYS Counted WEEKDAY HOURS AVERAGE WEEKDAY Axle Adj. Factor High Hour % of Day 24 576 17 354 508 7 1.000 ROUTE/RD #: US9 ROAD NAME:BROADWAY FROM: START 9A OLAP H.H. PKY TO:WESTCHESTER CO LN COUNTY: BRONX STATION: N10012 STATE DIR CODE:1 PLACEMENT: DATE OF COUNT: 08/01/2006 Page 2070 HDMS024 New York State Department of Transportation Date: 09/29/2007 Traffic Count Hourly Report Page: 2071 of 2250

STATION: N10012 ROUTE/RD #: US9 ROAD NAME: BROADWAY FROM: START 9A OLAP H.H. PKY TO: WESTCHESTER CO LN COUNTY: BRONX DIRECTION: 5 South FACTOR GROUP: 30 TRAFFIC RECORDER SERIAL #: 0000 FUNCTIONAL CLASS: 14 BOROUGH: Bronx STATE DIR CODE: 2 WEEK OF YEAR: 31 PLACEMENT: NHS: No BIN: DATE OF COUNT: 08/01/2006 @ REF MARKER: JURISDICTION: City RR CROSSING#: NOTES: COUNT TYPE: Vehicle Count COUNT TAKEN BY DGV HPMS Sample ID: 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO DAILY DAILY 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 DAILY HIGH HIGH TOTAL COUNT HOUR DATE DAY AM PM 1 T 155 131 60 85 69 156 316 734 634 487 795 373 484 329 462 397 1494 653 497 518 405 286 263 203 9986 1494 16:00 2 W 151 97 62 60 75 145 416 523 459 369 270 429 283 503 394 440 509 636 730 1043 519 335 316 309 9073 1043 19:00 3 T 154 117 65 68 86 149 335 490 499 379 356 367 361 402 352 379 426 579 527 462 323 314 250 210 7650 579 17:00 4 F 121 87 55 53 77 128 370 381 519 329 303 329 436 565 436 598 521 637 898 469 460 350 324 292 8738 898 18:00 5 S 240 160 98 92 110 122 170 239 266 294 382 394 438 417 442 427 435 590 440 471 456 311 362 322 7678 590 17:00 6 S 386 229 355 123 179 96 165 167 305 354 519 544 443 434 483 585 518 450 330 461 473 384 319 232 8534 585 15:00 7 M 122 116 54 66 89 159 328 538 483 507 490 401 448 385 421 403 450 549 480 480 446 282 360 242 8299 549 17:00 8 T 181 203 60 47 145 166 305 475 429 330 274 314 377 335 388 441 491 688 697 503 370 311 257 192 7979 697 18:00 9 W 108 77 42 46 72 136 342 427 449 344 278 261 393 371 404 403 446 470 511 485 463 314 280 220 7342 511 18:00 11 F 92 124 124 69 108 157 316 398 487 373 369 359 547 494 377 442 462 547 497 535 341 321 296 259 8094 547 12:00 12 S 201 180 137 84 109 128 154 219 311 321 323 387 353 417 436 427 404 788 464 526 436 402 371 344 7922 788 17:00 13 S 395 233 157 110 99 97 115 160 232 218 308 316 394 394 383 445 411 364 402 348 450 394 578 243 7246 578 22:00 14 M 113 70 59 61 56 127 296 374 397 342 409 321 379 375 382 433 479 436 406 901 657 366 309 267 8015 901 19:00 15 T 264 174 58 79 83 123 352 557 1477 446 411 378 213 565 506 550 519 436 491 612 546 246 246 156 9488 1477 08:00 16 W 121 64 64 38 64 131 288 445 450 397 390 337 409 378 434 513 528 524 538 585 444 354 259 192 7947 585 19:00 17 T 119 87 66 54 78 139 275 426 487 389 384 828 378 396 383 412 454 425 520 495 354 286 359 274 8068 828 11:00 18 F 146 85 59 61 77 148 284 379 447 342 316 380 421 392 453 483 476 612 516 423 441 364 291 252 7848 612 17:00 19 S 189 171 110 91 73 111 216 240 309 302 290 422 497 420 403 620 479 456 454 489 511 441 522 317 8133 620 15:00 20 S 250 276 200 309 141 154 280 269 346 330 309 390 448 453 428 467 393 389 391 431 415 329 273 328 7999 467 15:00 21 M 399 119 75 73 109 255 375 450 359 342 328 590 335 351 400 393 423 456 658 448 399 315 214 203 8069 658 18:00 22 T 139 80 62 48 67 120 262 417 498 483 276 357 388 350 484 798 424 471 498 444 421 296 239 212 7834 798 15:00 23 W 202 172 76 56 68 123 282 513 390 306 308 326 341 357 352 406 446 398 412 454 444 285 279 296 7292 513 07:00 26 S 204 181 139 102 131 471 242 392 376 373 330 379 573 490 457 438 464 384 385 434 451 327 305 324 8352 573 12:00 31 T 103 178 52 47 63 165 290 513 552 382 347 409 403 373 419 559 511 462 545 606 459 301 318 286 8343 606 19:00

AVERAGE WEEKDAY HOURS (Axle Factored, Mon 6AM to Fri Noon) ADT 8165 147 120 65 58 81 142 320 473 530 385 371 398 371 391413 466 543 513 536 574 446 307 282 233 ESTIMATED (one way) DAYS Counted HOURS Counted WEEKDAYS Counted WEEKDAY HOURS AVERAGE WEEKDAY Axle Adj. Factor High Hour % of Day 24 576 17 354 574 7 1.000 ROUTE/RD #: US9 ROAD NAME:BROADWAY FROM: START 9A OLAP H.H. PKY TO:WESTCHESTER CO LN COUNTY: BRONX STATION: N10012 STATE DIR CODE:2 PLACEMENT: DATE OF COUNT: 08/01/2006 Page 2071 HDMS024 New York State Department of Transportation Date: 09/29/2007 Traffic Count Hourly Report Page: 2072 of 2250

STATION: N10012 ROUTE/RD #: US9 ROAD NAME: BROADWAY FROM: START 9A OLAP H.H. PKY TO: WESTCHESTER CO LN COUNTY: BRONX DIRECTION: 1 North FACTOR GROUP: 30 TRAFFIC RECORDER SERIAL #: 0000 FUNCTIONAL CLASS: 14 BOROUGH: Bronx STATE DIR CODE: 1 WEEK OF YEAR: 35 PLACEMENT: NHS: No BIN: DATE OF COUNT: 09/01/2006 @ REF MARKER: JURISDICTION: City RR CROSSING#: NOTES: COUNT TYPE: Vehicle Count COUNT TAKEN BY DGV HPMS Sample ID: 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO DAILY DAILY 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 DAILY HIGH HIGH TOTAL COUNT HOUR DATE DAY AM PM 1 F 195 134 93 69 74 78 155 260 363 341 315 389 371 436 416 504 514 530 539 452 434 390 340 298 7690 539 18:00 2 S 244 204 109 96 121 124 99 204 300 245 300 326 406 384 449 470 625 439 268 130 104 66 81 119 5913 625 16:00 3 S 38 0 0 1 0 0 0 0 0 24 233 276 330 363 450 912 438 440 444 424 368 300 320 277 5638 912 15:00 4 M 237 139 107 114 129 101 110 160 174 219 264 306 336 337 416 401 434 409 434 410 431 349 289 228 6534 434 16:00 5 T 169 105 73 43 57 70 161 274 370 354 302 333 381 365 620 592 620 550 530 441 371 338 230 210 7559 620 14:00 6 W 137 77 57 57 50 70 169 285 362 357 368 306 370 381 374 450 507 557 559 502 462 170 285 232 7144 559 18:00

AVERAGE WEEKDAY HOURS (Axle Factored, Mon 6AM to Fri Noon) ADT 7066 167 105 74 56 60 73 149 245 317 318 312 334 362 361470 481 520 505 508 451 421 286 268 223 ESTIMATED (one way) DAYS Counted HOURS Counted WEEKDAYS Counted WEEKDAY HOURS AVERAGE WEEKDAY Axle Adj. Factor High Hour % of Day 6 144 4 78 520 7 1.000 ROUTE/RD #: US9 ROAD NAME:BROADWAY FROM: START 9A OLAP H.H. PKY TO:WESTCHESTER CO LN COUNTY: BRONX STATION: N10012 STATE DIR CODE:1 PLACEMENT: DATE OF COUNT: 09/01/2006 Page 2072 HDMS024 New York State Department of Transportation Date: 09/29/2007 Traffic Count Hourly Report Page: 2073 of 2250

STATION: N10012 ROUTE/RD #: US9 ROAD NAME: BROADWAY FROM: START 9A OLAP H.H. PKY TO: WESTCHESTER CO LN COUNTY: BRONX DIRECTION: 5 South FACTOR GROUP: 30 TRAFFIC RECORDER SERIAL #: 0000 FUNCTIONAL CLASS: 14 BOROUGH: Bronx STATE DIR CODE: 2 WEEK OF YEAR: 35 PLACEMENT: NHS: No BIN: DATE OF COUNT: 09/01/2006 @ REF MARKER: JURISDICTION: City RR CROSSING#: NOTES: COUNT TYPE: Vehicle Count COUNT TAKEN BY DGV HPMS Sample ID: 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO DAILY DAILY 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 DAILY HIGH HIGH TOTAL COUNT HOUR DATE DAY AM PM 1 F 188 141 80 67 80 149 296 443 440 406 617 513 437 575 507 824 769 736 808 1154 1030 781 540 447 12028 1154 19:00 2 S 276 225 166 193 283 413 597 609 657 764 1092 1495 1734 1852 1771 1700 1319 917 542 657 510 360 377 182 18691 1852 13:00 3 S 160 16 14 0 0 0 0 0 0 23 288 337 457 388 385 318 436 430 383 341 357 289 284 228 5134 457 12:00 4 M 155 127 73 60 110 94 120 161 204 217 248 347 448 423 432 399 417 561 350 403 391 271 246 158 6415 561 17:00 5 T 115 81 58 47 70 121 248 538 409 376 320 331 414 382 446 477 581 614 498 424 341 297 264 263 7715 614 17:00 6 W 125 121 55 61 60 150 376 469 448 366 359 326 353 348 416 435 458 425 491 443 476 384 355 184 7684 491 18:00

AVERAGE WEEKDAY HOURS (Axle Factored, Mon 6AM to Fri Noon) ADT 7487 143 114 64 58 70 140 260 403 375 341 386 379 405 384431 437 485 533 446 423 403 317 288 202 ESTIMATED (one way) DAYS Counted HOURS Counted WEEKDAYS Counted WEEKDAY HOURS AVERAGE WEEKDAY Axle Adj. Factor High Hour % of Day 6 144 4 78 533 7 1.000 ROUTE/RD #: US9 ROAD NAME:BROADWAY FROM: START 9A OLAP H.H. PKY TO:WESTCHESTER CO LN COUNTY: BRONX STATION: N10012 STATE DIR CODE:2 PLACEMENT: DATE OF COUNT: 09/01/2006 Page 2073