6.0 Planning Areas
6.0 Planning Areas
6.0 PLANNING AREAS
The City has designated three distinct planning areas within Mount Vernon (see Figure 6-1):
. Neighborhood Preservation and Enhancement Areas: sections of the City where existing land uses should be maintained and protected.
. Limited Intensity Planning Areas: sections of the City where existing land uses should be maintained and their visual quality and functionality improved.
. Higher Intensity Planning Areas: sections of the City where permitted land uses should be modified to promote increased development potential.
These distinct planning areas reflect the existing and desired future character of Mount Vernon’s mosaic of neighborhoods and commercial districts. The policies outlined below demonstrate the different degrees of preservation and development that are envisioned for each of the planning areas.
Mount Vernon Comprehensive Plan, November 2011 123 6.0 Planning Areas
Figure 6-1 Planning Intensity Areas
Source: City of Mount Vernon
124 Mount Vernon Comprehensive Plan, November 2011 6.1 Neighborhood Preservation and Ehancement Areas
6.1 Neighborhood Pr e s e r v a t i o n a n d En h a n c e m e n t Ar e a s
Mount Vernon – the “City of Homes” – takes pride in its distinct residential neighborhoods, each of which is defined by a range of housing types including single, two- and three-family homes, and multi-family residences. Neighborhoods are characterized by cohesiveness in architectural styles and unique social and economic anchors – such as neighborhood shopping districts – that are recognized by, and bind together, residents and the community at large. Together, Mount Vernon’s diverse neighborhoods form a unified residential fabric.
The quality of Mount Vernon’s homes is a key asset upon which the City can capitalize. To this end, the City supports maintaining in its current state the nearly 85 percent of Mount Vernon’s land area that comprises the Neighborhood Preservation and Enhancement Areas (see Figure 6-2). As discussed in Chapter 5, maintenance and enhancement of Mount Vernon’s neighborhoods will require a combination of physical investments, and regulatory and programmatic actions to maintain and improve properties and streetscapes. This will include continuation of neighborhood stabilization programs and the introduction of new programs and strategies to assist home owners in maintaining their properties and improving neighborhood safety (see Chapter 5).
A “City of Homes”
Mount Vernon Comprehensive Plan, November 2011 125 6.1 Neighborhood Preservation and Ehancement Areas
Figure 6-2 Neighborhood Preservation and Enhancement Areas
Source: City of Mount Vernon
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6.2 Limited In t e n s i t y Pl a nn i n g Ar e a s
Planning strategies for the Limited Intensity Planning Areas aim to enhance vitality of commercial corridors and reinforce economic viability through both visual and functional improvements. They include streetscape preservation and enhancement; creation of formalized gateways; and roadway and intersection improvements. In many cases current zoning in these areas is inconsistent with existing land use, particularly in the business districts where there are residential over retail structures. Addressing non-conforming uses will be a key tool for enhancing these areas.
As shown on Figure 6-3, Limited Intensity Planning Areas include:
A. Gramatan Avenue (between Cross County Parkway and East Lincoln Avenue) B. Broad Street (between Gramatan Avenue and the city border) C. East Lincoln Avenue (between Gramatan Avenue and the city border) D. Washington Street Industrial Area E. South Fifth Avenue (between the city border and East First Street) F. South Fulton Avenue (between Washington Street and Sandford Boulevard) G. Columbus Avenue H. Bronx River Parkway Right-of Way I. Cross County Parkway Right of Way J. Hutchinson River Parkway Right-of-Way K. City Gateways (See Figure 6-12)
Mount Vernon Comprehensive Plan, November 2011 127 6.2 Limited Intesity Planning Areas
Figure 6-3 Limited Intensity Planning Areas
Source: City of Mount Vernon
128 Mount Vernon Comprehensive Plan, November 2011 6.2 Limited Intesity Planning Areas
A. Gramatan Avenue (between Cross County Parkway and East Lincoln Avenue)
Gramatan Avenue serves as a main gateway into downtown Mount Vernon from points north. Between the Cross County Parkway and East Lincoln Avenue it passes through the Fleetwood neighborhood business district and several residential areas. Uses along this portion of Gramatan Avenue include small scale retail stores; neighborhood restaurants; multi-family residences; two gas stations; and two public schools. There is a mixed use building with residential over commercial on Gramatan between the Cross County overpass and East Grand Street. One public bus route provides service along Gramatan Avenue. There are sidewalks on both sides of the street and nearly the entire length of the corridor is lined with mature trees providing abundant coverage.
Planning Strategies
Uses and streetscape elements along this segment of Gramatan Avenue should be maintained as they are today. However, a signal re-timing study should be considered for the Gramatan Avenue intersection with Broad Street in order to decrease traffic along Broad Street.
Gramatan Avenue in Fleetwood
B. Broad Street (between Gramatan Avenue and the city border)
Broad Street runs west to east through the Fleetwood neighborhood business district, and serves as a key gateway into the City from points west. Uses along Broad Street include small scale retail stores and office space; a pharmacy; neighborhood restaurants; two funeral homes; a gas station and auto repair shop; a multi-family residential building; a multi-level municipal parking structure; a municipal parking lot; and a private elementary school. Street trees are present along most of the corridor. One public bus route serves Broad Street west of North Terrace Avenue.
Mount Vernon Comprehensive Plan, November 2011 129 6.2 Limited Intesity Planning Areas
Planning Strategies
Broad Street should largely be preserved in its existing condition. However, the intersection of Broad Street with the Yonkers border has been identified for formalized gateway treatments (see Section K below). Streetscape improvements under consideration include the planting of additional street trees and improved wayfinding signage directing commuters to the Fleetwood train station from points east, the latter of which will require coordination with the MTA.
The Broad Street intersections with Fleetwood Avenue and Terrace Avenue have been identified as operating at Level of Service (LOS) E or F (see Section 5.4), and will be further evaluated for signal re-timing. In addition to potential signal re-timing initiatives, congestion at the Broad Street intersection with Fleetwood Avenue could be mitigated by installing a right-turn only lane on the Cross County Parkway exit ramp onto Broad Street. This would allow vehicles turning right on to Broad Street from the exit ramp to make the turn on green or on red after a complete stop and could help improve flow efficiencies through the intersection (see Section I below for a full discussion of this potential improvement). Finally, as cited above, a signal re-timing study should also be considered for the Broad Street intersection with Gramatan Avenue to help mitigate traffic congestion along Broad.
Broad Street: view looking east Broad Street: view looking west
C. East Lincoln Avenue (between Gramatan Avenue and the city border)
East Lincoln Avenue between Gramatan Avenue and the city border is a nearly 1.5-mile stretch that traverses several residential neighborhoods and is lined with a diverse mix of housing including detached single- and two-family homes and multi-family residential complexes. Institutional uses along E. Lincoln Avenue include two houses of worship, a community center, two elementary schools and the headquarters of the Mount Vernon Fire Department. A primary east-west route across Mount Vernon, E. Lincoln provides access to the Cross County Parkway via Wilson Woods Park Road, and is also served by four public bus routes. There are sidewalks along both sides of the street, which are in generally good condition. Tree coverage varies between sufficient and abundant. There are three adjacent parcels along the north side of E. Lincoln Avenue between the Village
130 Mount Vernon Comprehensive Plan, November 2011 6.2 Limited Intesity Planning Areas of Pelham border and Wartburg Place that contain non-compliant uses. These parcels are zoned residential (R2-4.5 Two-Family Residence), however, they are occupied by various commercial businesses including two dry cleaning establishments, a delicatessen, an insurance company, and a gas station, as well as two vacant commercial units. Some of the structures occupying these properties are in poor condition. There is only one street tree along the properties’ frontage.
Planning Strategies
While East Lincoln Avenue will be largely maintained as it is today, the focus of planning activity will be on the three adjacent parcels between the Village of Pelham border and Wartburg Place. The poor condition of the structures on these properties renders this area visually unappealing. This is of particular concern given that Lincoln Avenue is indentified as a primary gateway into Mount Vernon. These parcels should be rezoned from R2-4.5 (two-family residence) to Neighborhood Business (NB) to support revitalization of the properties as a neighborhood business node. Revitalization of these parcels should include streetscape and urban design enhancements. The City should consider amending its site plan review process to help effectuate these improvements.
Retail center on East Lincoln Avenue
D. Washington Street Industrial Area
The Washington Street Industrial Area is generally bordered by South Fulton Avenue to the west, the New Haven rail line to the north, Carpenter Place to the east and East Third Street to the south. Washington Street and Harford Avenue serve as the area’s primary corridors (see Figure 6-4). The area is zoned Industrial (I) and is comprised of industrial uses including manufacturers of cabinets, glass, metal, and adhesives, a wholesale meats and poultry processor, a machine shop, an auto body shop, a beverage distributor, an air conditioning manufacturer and a gas station, as well as a number of vacant industrial buildings along Washington. There is a cluster of residential units concentrated along the area’s western edge.
Mount Vernon Comprehensive Plan, November 2011 131 6.2 Limited Intesity Planning Areas
Figure 6-4 Washington Street Industrial Area
Source: City of Mount Vernon
Planning Strategies
As one of Mount Vernon’s key industrial and manufacturing districts, existing uses in the Washington Street industrial area should be maintained. However, the character of the area should be enhanced with streetscape enhancements including improvements to existing sidewalks and planting of street trees in a manner similar to that found along South Fulton Avenue in Canal Village. The City also should consider allowing accessory retail uses in the Industry (I) district either as of right or by special permit. This could help facilitate the provision of amenities to the Washington Street industrial workforce such as eateries and convenience stores.
E. South Fifth Avenue (between the Bronx border and East First Street)
South Fifth Avenue is a major access route into downtown Mount Vernon. The nearly 1.5-mile avenue passes through several residential neighborhoods, intersecting with the Sandford Boulevard and Third Street commercial corridors and terminating at Roosevelt Square in the heart of Downtown. The segment bounded by the Bronx border and Third Street is largely defined by detached single- and multi-family homes and a public school. At the South Fifth Avenue intersection with West Kingsbridge Road there is a small neighborhood shopping center. Public buses traveling between Roosevelt Square and the Dyre Avenue Subway station in the Bronx utilize S. Fifth. There are sidewalks on both sides and nearly the entire street is lined with mature trees providing abundant coverage. There are several commercial buildings along South Fifth at the Sandford Boulevard and
132 Mount Vernon Comprehensive Plan, November 2011 6.2 Limited Intesity Planning Areas
Third Street intersections which interrupt the corridor’s residential streetwall and tree canopy. The northeast corner of South Fifth and West Fourth Street is occupied by several auto uses.
Planning Strategies
South Fifth Avenue should be enhanced to serve as a formal gateway into Mount Vernon. Improvements along the corridor should include the installation of a free standing welcome sign at the Avenue’s intersection with West Kingsbridge Road as well as wayfinding signage directing travelers into Downtown. Preservation of the Avenue’s existing tree canopy should be a high priority and the City should consider adoption of a tree preservation ordinance. Such an ordinance would protect existing trees and encourage property owners along South Fifth Avenue to plant trees in front of their buildings.
South Fifth Avenue northbound into Downtown Mount Vernon
Mount Vernon Comprehensive Plan, November 2011 133 6.2 Limited Intesity Planning Areas
F. South Fulton Avenue (between East First Street and Sandford Boulevard)
South Fulton Avenue between East First Street and Sandford Boulevard provides access to several of the area’s key industrial and manufacturing companies. Land uses on this segment of S. Fulton include a diverse mix of residential and commercial buildings.
Planning Strategies
South Fulton Avenue should largely be maintained in its existing state. The roadway will remain a key access route between Canal Village and Downtown. As such, the intersection of S. Fulton with Sandford Boulevard has been identified for gateway treatments to mark the transition between the Canal Village industrial area and the residential and commercial areas along S. Fulton. Wayfinding elements along S. Fulton directing travelers towards Downtown and Petrillo Plaza will also be considered.
G. Columbus Avenue
Columbus Avenue (Route 22) runs north – south through Mount Vernon. The two-lane road passes through several residential neighborhoods and intersects with the Sandford Boulevard and Third Street commercial corridors. Land uses on Columbus north of Sandford Boulevard are almost entirely residential, but also include public schools and several houses of worship. Near the intersection with the New Haven rail line, the Avenue passes through a small commercial area containing a number of neighborhood businesses including a supermarket, self-service laundry, and a nonconforming residential over retail building.
Columbus Avenue is a main access route to both the Eastchester Creek/Canal industrial area (Canal Village) and the Washington Street industrial areas. Multiple bus lines provide service along nearly the entire length of the Avenue.
Planning Strategies
Columbus Avenue should largely be maintained in its existing state. However, formalized gateways announcing arrival to Mount Vernon have been identified at the City’s north and south borders (see Section J below). Wayfinding elements directing travelers into Downtown will also be considered at strategic locations along Columbus, possibly at the Avenue’s intersections with East Third Street and East Lincoln Avenue.
As a main access road through the Eastchester Creek/Canal industrial area, Columbus Avenue will continue to serve as a commercial truck route. However, the segment running through Canal Village is targeted for streetscape enhancements including improvements to existing sidewalks and the planting of street trees at feasible locations.
134 Mount Vernon Comprehensive Plan, November 2011 6.2 Limited Intesity Planning Areas
H. Bronx River Parkway Right-of-Way
There are three adjacent parcels located in the Bronx River Parkway right-of-way, generally bounded by the Parkway to the west; the westward extension of Devonia Avenue to the north; the Metro North Harlem Rail line to the east; and the westward extension of Howard Street to the south. All three parcels are part of Bronx River Parkway Reservation, an 807-acre linear park under jurisdiction of Westchester County, and contain the one-mile pedestrian pathway near Oak Street.
Planning Strategies
While the Oak Street pedestrian loop is a key open space facility for Mount Vernon, there is the potential to enhance the recreational experience by connecting the existing one-mile pathway to the regional Bronx River Pathway. See Figure 6-5. The Westchester County Department of Parks, Recreation and Conservation has conducted a comprehensive site analysis on the feasibility of linking the existing fragmented segments to form a continuous paved pathway. The City supports these efforts and will continue to work with the County to find creative ways to enhance the Bronx River Parkway Reservation.
Figure 6-5 Bronx River Reservation Map
Source: Westchester County Department of Parks
Mount Vernon Comprehensive Plan, November 2011 135 6.2 Limited Intesity Planning Areas
I. Cross County Parkway Right-of-Way
The Cross County Parkway serves as a major gateway to Mount Vernon and its functioning directly impacts the City. Strategies to improve the Parkway are outlined below. The City is committed to working with the New York State Department of Transportation, which has jurisdiction over the Cross County Parkway, to further explore these proposed improvements.
Cross County Parkway Eastbound to Hutchinson River Parkway Southbound The Cross County Parkway eastbound connects to the Hutchinson River Parkway southbound via Exit 9. The two-lane exit ramp becomes a one-lane connector before it merges with the Hutchinson Parkway via a one-lane ramp (see Figure 6-6). This configuration creates significant congestion levels as vehicles exiting the Cross County merge into the one-lane connector and then merge again with southbound Hutchinson traffic. Drivers seeking to avoid these delays often use Mount Vernon’s local roads – most notably South Columbus Avenue (Route 22) – as a bypass before re- connecting to the regional roadway network, increasing congestion on City streets.
Figure 6-6 Cross County Parkway Eastbound to Hutchinson River Parkway Southbound
Source: Google Maps and BFJ Planning
136 Mount Vernon Comprehensive Plan, November 2011 6.2 Limited Intesity Planning Areas
Planning Strategies
One approach to help mitigate the current bottleneck along the connector and ramp is to extend the two-lane configuration from the Exit 9 off-ramp to the Lincoln Avenue exit ramp fromthe Hutchinson. The new extended roadway would join the two-lane Parkway north of the Lincoln Avenue exit ramp. This improved configuration would allow vehicles exiting the Cross County to maintain consistent flow efficiencies along the connector and slip ramp as they join southbound traffic on the Hutchinson River Parkway.
A second phase of this improvement might be done in conjunction with flood improvements to the Hutchinson River Parkway. The City’s Department of Public Works is currently studying reconstruction of the Lincoln Avenue Bridget to solve drainage issues. This would involve slightly raising the elevation of the bridge so that the Hutchinson River Parkway pavement level could also be raised to prevent flooding. As part of this project the bridge span could be lengthened to accommodate an extended Lincoln Avenue southbound exit ramp.
Mount Vernon Comprehensive Plan, November 2011 137 6.2 Limited Intesity Planning Areas
Cross County Parkway Westbound from Exit 8: N. Columbus Avenue to Exit 6: Bronx River Parkway The westbound Cross County Parkway transitions from a four-lane to a three-lane roadway past Exit 8: North Columbus Avenue. The three-lane configuration continues west for approximately ¾ of a mile to Exit 6: Bronx River Parkway northbound, at which point the right lane becomes a de facto “exit only” lane for Exit 6 (see Figure 6-7).
Figure 6-7 Cross County Parkway Westbound to Bronx River Parkway
Source: Google Maps and BFJ Planning
Planning Strategies
These conditions result in significant congestion which could be mitigated by extending the four-lane configuration from Exit 8 to Exit 6. This would improve westbound flow efficiencies by eliminating the existing merge at Exit 8 and providing an exclusive “exit only” lane for Exit 6 traffic, while maintaining three through lanes for westbound traffic. This proposed lane extension could utilize the existing vegetated median along the Parkway and therefore would require no land takings or roadway widening. Improved signage along the Cross County Parkway for Exit 6 would further mitigate congestion by directing traffic to the exclusive “exit only” lane.
138 Mount Vernon Comprehensive Plan, November 2011 6.2 Limited Intesity Planning Areas
Exit 7: W. Broad Street/Gramatan Avenue Ramp The Cross County Parkway exit ramp to Broad Street (Exit 7: W. Broad Street/Gramatan Avenue) is a short, two-lane “elbow” ramp. The ramp’s left lane is a “Left Turn Only” lane onto W. Broad Street; the right lane is for vehicles crossing over Broad Street south onto Fleetwood Avenue or turning right onto Broad Street (see Figure 6-8). This two-lane configuration results in congestion that can back up onto the Cross County Parkway. As discussed in Section 5.4: Transportation, Circulation and Parking, the 2006 Westchester County Signal Re-timing Study identified this intersection as operating at an overall Level of Service (LOS) E/F during p.m. peak period.
Figure 6-8 Exit 7: W. Broad Street/Gramatan Avenue Ramp
Source: Google Maps and BFJ Planning
Planning Strategies
One approach for mitigating congestion along the exit ramp and along the Parkway approach to the ramp would be to install a right-turn only lane on the exit ramp. This would allow vehicles turning right only Broad Street to make the turn on green or on red after a complete stop. This would reduce the volume of cars queuing on the ramp for a green light. A right-turn only lane would utilize a portion of the existing grassed land area and therefore would require no land taking.
Mount Vernon Comprehensive Plan, November 2011 139 6.2 Limited Intesity Planning Areas
J. Hutchinson River Parkway Right-of-Way
The Hutchinson River Parkway serves as a major gateway to Mount Vernon and its functioning directly impacts the City. Strategies to improve the Parkway are outlined below. The City is committed to working with the New York State Department of Transportation, which has jurisdiction over the Hutchinson River Parkway, to further explore these proposed improvements.
Hutchinson River Parkway North to Cross County Parkway West Significant congestion often occurs along the Hutchinson River Parkway northbound between the 1st Avenue ramp entrance and the exit ramp to the Cross County Parkway westbound (Exit 13). The one-lane slip ramp entrance from 1st Avenue merges with the two-lane Hutchinson Parkway northbound via a short acceleration lane. The Exit 13 deceleration lane begins less than 300 yards north of this merge (see Figure 6-9). This configuration forces vehicles entering the Hutchinson from the 1st Avenue entrance ramp bound for the Cross County Parkway westbound to merge with general northbound Hutchinson traffic before reaching the Exit 13 deceleration lane—resulting in significant delays particularly during peak travel times.
Figure 6-9 Hutchinson River Parkway Northbound to Cross County Parkway Westbound
Source: Google Maps and BFJ Planning
Planning Strategies
This congestion could be mitigated by extending the existing acceleration lane from the 1st Avenue ramp entrance to the Exit 13 deceleration lane. This configuration would allow two lanes of traffic to more easily access the Exit 13 ramp. This improvement would not require any land takings and
140 Mount Vernon Comprehensive Plan, November 2011 6.2 Limited Intesity Planning Areas could be implemented at a relatively low cost. The City is committed to working with the New York State Department of Transportation, which has jurisdiction over the Hutchinson River Parkway, to further explore this proposed improvement.
Recreational Opportunities The Hutchinson River Parkway right-of-way presents a prime opportunity to increase Mount Vernon’s access to regional open space facilities and also expand the Northeast’s regional trailway network. Although the Hutchinson River Parkway segment though Mount Vernon currently serves as a commuter artery, there is sufficient land within the right-of-way to accommodate a trailway. As shown on Figure 6-10, this segment represents a potential link to the Colonial Greenway, a 15- mile unpaved trail system in southeastern Westchester that connects with the Hutchinson River and Leatherstocking Trails, providing access to a host of local parks, nature preserves and other open space facilities. The City of Mount Vernon is committed to working with Westchester County and other interested parties in an effort to create a trailway along this segment of the Hutchinson River Parkway right-of-way. Figure 6-10 Potential Hutchinson River Parkway Trailway
Source: Westchester County Department of Planning
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J. City Gateways
The Department of Planning and Community Development has identified 22 key points of entry into the City of Mount Vernon that will be prioritized for formalized gateway treatments (see Figure 6-12). A gateway is generally understood as a major entryway marked by distinct features such as signage, lighting, and/or landscaping announcing arrival to a particular locality, and serves as an opportunity to project a positive image and direction of the people and government.
Planning Strategies The City will support formalized gateway treatments for the 22 entryways identified, the appropriate scale and type of which will vary by travel volume and land conditions. For example, major access points with adequate land area, such as South Fifth Avenue, might be marked by a freestanding stanchion sign, as illustrated in Alternative A. Less traveled access roads or locations with significant land constraints might be marked by smaller-scale signage, such as a single-post mounted sign, as illustrated in Alternative B.
As part of its 2009 Gateway Study, the City prepared a number of alternative “Welcome to Mount Vernon” gateway sign proposals. Figure 6-11 illustrates two examples of freestanding signs. In both cases, the City seal has been adapted, along with the City’s founding year and the current mayor. While the scale and type of gateway signage will vary by location, it is recommended that the design and content – including color scheme, typeface, language, and graphics – be consistent across all locations.
Figure 6-11 Gateway Signage Proposals
Alternative A Alternative B
Source: City of Mount Vernon
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Figure 6-12 Gateway Locations Map
Source: City of Mount Vernon
Mount Vernon Comprehensive Plan, November 2011 143 6.3 Higher Intensity Planning Areas
6.3 hi g h e r In t e n s i t y Pl a nn i n g Ar e a s
Planning strategies for the Higher Intensity Planning Areas will create opportunities for higher development potential including mixed use and transit-oriented development (TOD), as well as context-sensitive infill development. Encouraging new growth in the Higher Intensity areas would be provided through incentives such as zoning to allow residential and commercial uses within the same building or on the same site, allowing increased building square footages, and establishing ratios between the amount of new commercial and living spaces to appropriately balance economic and residential growth. New development patterns must result in preserving Mount Vernon’s variety of building form, capitalize on the City’s mass transit infrastructure, establish an appropriate level of density and city population, create a sound economic and tax base, and allow for the City’s continual physical changes in an environmentally sustainable manner.
As shown on Figure 6-13, Higher Intensity Planning Areas include:
A. Downtown B. Major Commercial Corridors 1. Gramatan Avenue – Fourth Avenue Corridor 2. Third Street 3. Sandford Boulevard 4. First Street C. Mount Vernon East Train Station Area D. Mount Vernon West Train Station Area E. Eastchester Creek/Canal Area (Canal Village)
144 Mount Vernon Comprehensive Plan, November 2011 6.3 Higher Intensity Planning Areas
Figure 6-13 Higher Intensity Planning Areas
Source: City of Mount Vernon
Mount Vernon Comprehensive Plan, November 2011 145 6.3 Higher Intensity Planning Areas
A. Do w n t o w n
The intersection of Gramatan Avenue with Prospect Avenue is generally considered the focal point of Downtown Mount Vernon. From here, the core business district expands northward along Gramatan and Third Avenues to Oakley Avenue; westward along Roosevelt Square, Stevens Avenue and First Street to West Lincoln Avenue; southward to Third Street between Sixth and Second Avenues; and eastward along Prospect and East First Streets to North Fulton Avenue. The core of Downtown is zoned Downtown Business (DB); however, portions of the periphery are zoned Commercial Business (CB), Office Business (OB) and Neighborhood Business (NB). While residential uses in the Downtown are not permitted, residential over retail structures exist, mostly concentrated along the Gramatan Avenue – Fourth Avenue corridor. Major community facilities located in the Downtown area include City Hall, Mount Vernon Hospital, the Mount Vernon Public Library and Hartley Park. Nine of the ten Westchester County bus lines serving Mount Vernon pass through Downtown via Petrillo Plaza, while the New Haven Rail Line bisects the area west to east, providing passenger service at the Mount Vernon East train station. Ten of the City’s 13 municipal parking facilities are located in the Downtown area.
Planning Strategies
In order to address the high concentration of non-conforming mixed uses in the Downtown, and to help incentivize new infill development, the City supports amending the Zoning Ordinance to allow mixed use development in the DB zone. Rezoning to allow for a mixed of uses would both strengthen existing uses as well as stimulate the market for future homes and businesses. Moreover, a vibrant mixed use Downtown would complement future transit-oriented development proposed for the Mount Vernon East train station area.
Several streets will be prioritized for streetscape enhancements, particularly Roosevelt Square North between Third and Fifth Avenues. Treatments will vary depending on need and right-of-way constraints, but should include, at a minimum, vegetation features such as planters or trees, as well as wayfinding elements directing visitors to key Downtown destinations including the train station and Petrillo Plaza bus hub, City Hall and Hartley Park.
B. Ma j o r Co m m e r c i a l Co r r i d o r s
1. Gramatan Avenue – Fourth Avenue Corridor
The Gramatan Avenue Fourth Avenue Central Business District corridor runs north to south from Lincoln Avenue to Fourth Street, and is considered the spine of Downtown Mount Vernon. The Gramatan Avenue segment from Lincoln Avenue to First Street consists of restaurants, bars, cafés, markets, delicatessens, groceries, tailors, fitness centers, beauty salons, banks, parking facilities and other businesses that serve residents citywide. There is also one public school on Gramatan. Gramatan Avenue is the primary access route to Hartley Park from Downtown, and also connects Downtown to the Fleetwood neighborhood business district. The corridor – currently zoned Neighborhood Business (“NB”) – is lined with nonconforming residential over retail structures.
146 Mount Vernon Comprehensive Plan, November 2011 6.3 Higher Intensity Planning Areas
Street trees provide a sufficient canopy along this segment of Gramatan, contributing to its overall visual quality.
Gramatan Avenue
The Fourth Avenue segment generally runs between First and Fourth Streets, and is comprised principally of retail uses. The entire segment is zoned Downtown Business (“DB”). Like Gramatan Avenue, Fourth Avenue is lined with nonconforming residential over retail structures. There are a number of vacant buildings and lots on Fourth Avenue, particularly between Second and Fourth Streets. There is sufficient tree coverage on Fourth Avenue between First and Third Streets; however, the segment between Third and Fourth Streets contains only one tree.
Fourth Avenue
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Planning Strategies
Streetscape Preservation and Enhancement The diversity of architectural styles represented along Gramatan and Fourth Avenues is among the corridors most significant assets. Many of the buildings façades exemplify unique design elements and, collectively, create a distinguished and aesthetically interesting streetwall. Preservation of these visual qualities will be a high priority for Mount Vernon.
The City will consider amending the Architectural Review Board’s review process with a program of design criteria guidelines addressing building form, scale, and appropriate building materials. This additional layer of evaluation will help foster predictable and harmonious building design for new development, and effectively preserve and enhance the corridor’s unique architectural character.
Fourth Avenue between Third and Fourth Streets will be prioritized for a street tree planting initiative.
Distinctive architectural styles found along the Gramatan – Fourth Avenue corridor.
Zoning In order to address the high concentration of non-conforming mixed uses along the Gramatan Avenue – Fourth Avenue corridor, and to help incentivize new infill development, the City supports amending the Zoning Ordinance to allow mixed use development in the DB zone. Rezoning to allow for a mixed of uses would both strengthen existing uses as well as stimulate the market for future homes and businesses in the downtown. Moreover, a vibrant mixed use corridor would complement the future transit-oriented development proposed for the Mount Vernon East train station area.
The City also supports rezoning the parcels between Third and Fourth Streets from CB and NB to DB to complement the surrounding Downtown district.
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Residential over retail structures on Gramatan Avenue.
Parking In the context of the proposed rezoning for the Gramatan Avenue – Fourth Avenue corridor, the City will modify current parking requirements, as feasible, to remove undue burdens on developers to provide parking on development sites. Shared parking regulations, reduced parking ratios and maximum parking requirements will be considered for the potential new mixed use and transit- oriented districts.
2. Third Street (Martin Luther King, Jr. Boulevard) Corridor
Third Street (Martin Luther King, Jr. Boulevard) traverses Mount Vernon west to east and is one of the City’s primary commercial corridors. While nearly the entire corridor is zoned Commercial Business (CB) or Neighborhood Business (NB), it is comprised of a diverse mix of land uses, ranging from single-family homes to light industry. Nonconforming properties and incompatible land uses exist throughout the corridor. Several public bus lines serve Third Street.
The Third Street segment between the Hutchinson River Parkway and S. Columbus Avenue contains a mix of uses including single family homes, multi-family residences, as well as several commercial and industrial uses. This area is marked by significant land incompatibilities, most notably isolated commercial and industrial uses surrounded by residential properties. Nearly the entire segment is zoned Commercial Business (CB).
Between S. Columbus and S. Fulton Avenues, Third Street is comprised principally of commercial and industrial uses, including a concentration of auto body shops and manufacturing and restoration operations. Properties along the north side of this segment back up to the Washington Street Industrial Area and reflect the character of that area. There is also a number of commercial vacancies as well as nonconforming residential over retail structures. The entire segment is zoned Commercial Business (CB). There is not a single street tree along this segment and the road has no vehicular lane or pedestrian crossing markings. Third Street from S. Fulton Avenue to S. Fifth Avenue is generally characterized by retail and grocery stores, as well as neighborhood restaurants, a supermarket, personal services, houses of worship, and a gas station. There are multiple residential over retail structures along this segment. Recent
Mount Vernon Comprehensive Plan, November 2011 149 6.3 Higher Intensity Planning Areas higher density residential development includes the 9-story Richard H. Dixon Towers and the 13-story Randy A. Daniels Towers at Grace Plaza. There are a number of vacant structures and lots are found along this segment. While there are a few isolated gaps, street trees are present on both sides of this segment and building façades are generally in decent condition.
Third Street from S. Fifth Avenue west to the City border is comprised mainly of neighborhood businesses that serve the immediate residential area. These structures are broken up by the residential properties fronting the cross streets. The Third Street segment between Seventh and Ninth Avenues contains the Ebony Gardens and Levister Towers residential complexes. Between S. Twelfth and S. Fourteenth Avenues, there is a cluster of light industry and commercial uses, as well as several residential over retail structures.
Third Street
Planning Strategies
Priority initiatives for Third Street will focus on streetscape enhancements, including the planting of street trees, sidewalk repair and building façade improvements. The City is committed to working with property owners on Third Street during these enhancement efforts. Third Street has also been identified for formalized gateway treatments at the western and eastern city borders (see Section 6.2 and Figure 6-12 above).
Given the extent of land use and urban design challenges confronting Third Street, the City will consider undertaking a full corridor study, exclusive of this Comprehensive Plan. Future planning efforts for the corridor might focus on the significant number of incompatible land uses, particularly along the segments between the Hutchinson River Parkway and S. Fulton Avenue, as well as the small cluster of industrial uses between Twelfth Street and the City border. Strategies should aim to separate abutting residential and industrial uses, and re-locate them to respectively appropriate areas on Third Street or elsewhere in the City.
3. Sandford Boulevard
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Sandford Boulevard is one of Mount Vernon’s primary commercial corridors, spanning approximately 1.4 miles west to east across the southern portion of the City. East of South Fulton Avenue to the Hutchinson River Parkway, Sandford is defined by a series of national retailers and restaurants, as well as a post office, pharmacy, supermarket, bank, electronics recycling facility, indoor recreation center, neighborhood shopping center and Memorial Field. Several of these commercial uses have large surface parking lots or multi-level garages fronting on Sandford Boulevard. Easily accessible from the Hutchinson River Parkway and I-95, this area is the single largest shopping district in the City.
Traffic congestion is an issue along the eastern portion of Sandford Boulevard (see Section 5.4 and Figure 5-3 above) The intersection of Sandford and North Columbus Avenue (Route 22) currently operates at a Level of Service (LOS) F during pm the peak hour; the intersection of Sandford and South Third Avenue operates at a LOS D during both the am and pm peak hours.
Traffic congestion along Sandford Boulevard
West of South Fulton Avenue to the Bronx border, Sandford Boulevard is generally comprised of smaller-scale establishments including auto body shops and retail businesses. At many of the cross streets, corner residential properties break up the commercial streetscape. There are also a number of nonconforming mixed use buildings along this segment. This segment of Sandford intersects with S. Fifth Avenue, providing access to a primary gateway into Downtown. This intersection also contains Sandford Terrace, the recently built 7-story senior residential building. Properties along Sandford are zoned Commercial Business (CB) and Neighborhood Business (NB). Public buses run along the length of the corridor.
Planning Strategies
Streetscape Improvements Sandford Boulevard east of S. Fulton Avenue to the Hutchinson River Parkway has recently received a number of streetscape enhancements including new sidewalks and street trees and clearly marked pedestrian crossings. These treatments are visually appealing, complement the newer retail
Mount Vernon Comprehensive Plan, November 2011 151 6.3 Higher Intensity Planning Areas
establishments in the area, and create an aesthetically attractive gateway into Mount Vernon. These improvements have helped to create a pedestrian-friendly environment along the boulevard. The City will explore opportunities to extend these streetscape enhancements west to South Fifth Avenue. At a minimum, street trees should be planted along both sides of the road. Landscaped buffers should also be provided in locations where surface parking lots, blank walls or chainlink fencing front the street.1 Adoption of a tree ordinance could serve as an effective tool for encouraging property owners and developers to plant street trees and landscaping. In addition to these improvements, the City will continue its existing façade and streetscape programs including the Commercial Façade Improvement Program and Sign Grant Incentive Program, as discussed in Chapter 5.
Traffic and Transportation Improvements The City will continue to capitalize on opportunities to improve roadways in connection with new development along Sandford Boulevard. For example, a right-turn-only lane will be installed at the northeast corner of Sandford Boulevard and South Fulton Avenue in connection with a new CVS Pharmacy. The City will continue to seek roadway and sidewalk improvements in conjunction with new development, where feasible.
At present, only one of the ten bus stops on either side of Sandford Boulevard has a bus shelter. As one of the City’s key commercial corridors, Sandford Boulevard should be prioritized for bus stop improvements including shelters, posted schedules and maps, trash receptacles, ADA-compliant access paths and well-lit, well-drained waiting areas. As discussed in Chapter 5, the City is committed to continued collaboration with Westchester County to upgrade Bee Line Bus stops serving Mount Vernon—particularly on lines with high passenger boarding volumes serving key destinations.
Zoning In order to address existing non-conforming mixed use buildings on Sandford Boulevard, the City will consider rezoning the corridor to allow for a mix of uses.
A new Commercial Corridor (“CC”) district would also help facilitate new contextually-sensitive infill development. For example, the parcels along the north side of Sandford Boulevard at the intersections with Sixth and Seventh Avenues present opportunities for new mixed use development. An eight story building featuring ground floor commercial space would serve the neighborhood well. In terms of massing, the building should break down in scale behind Sandford Boulevard to better relate to the neighborhood through setbacks and green roofs (see Figures 6-14A and 6-14B).
Adjacent parcels along Sandford will be considered as opportunities to further re-imagine the street with residential and commercial development that are compatible with the character and scale of neighborhood. While supporting its growth it is important to be mindful of how development on Sandford Boulevard relates to the surrounding neighborhoods.
1Street trees and other landscaping features, even as they improve the visual quality of a roadway corridor, should not compromise the safety and security of the space itself. For example, landscaped buffers along a streetwall should not create areas that lack natural surveillance or otherwise encourage criminal activity.
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Figure 6-14A: Sandford Boulevard Development Scenario: View Looking North
Source: Stull and Lee Architects
Figure 6-14B: Sandford Boulevard Development Scenario: View Looking West
Source: Stull and Lee Architects
Mount Vernon Comprehensive Plan, November 2011 153 6.3 Higher Intensity Planning Areas
4. First Street
First Street generally travels northeast from the Bronx border to South Fulton Avenue, paralleling the New Haven Rail line, passing through Downtown and terminating at the western edge of the Washington Street Industrial Area. A range of commercial uses line the corridor, including auto- oriented uses, retail stores and neighborhood restaurants, as well as two office buildings, including the 11-story Westchester County office building at the corner of First Street and First Avenue. There are several residential over retail structures along the corridor, as well as a small cluster of industrial uses at the eastern end. Three business zones comprise First Street properties: Office Business (OB), Downtown Business (DB) and Commercial Business (CB). Public buses running along First Street provide service between the East 241st Street Wakefield Subway station (#2 Line) in the Bronx and Petrillo Plaza. First Street also provides direct access to the Mount Vernon East train Station.
Planning Strategies
Streetscape Improvements Immediate planning strategies for First Street will focus on streetscape improvements, including the planting of street trees between First and Fulton Avenues.
Zoning In order to address existing non-conforming mixed use buildings, and to facilitate new context- sensitive infill development, the City will consider rezoning parcels on First Street between the Bronx border and Sixth Avenue, and between First and Fulton Avenues, to allow for residential uses. The segment of First Street between Fifth and Second Avenues falls within the Downtown Higher Intensity Planning Area, and is contemplated under the proposed text amendment to the DB Zone to allow for residential uses in the Downtown (see Section A above).
C. Mo u n t Ve r n o n Ea s t Tr a i n St a t i o n Ar e a
The Mount Vernon East station is located on the eastern edge of Downtown and the Petrillo Plaza bus hub. Consequently it is also a very busy “park and ride” destination with a large surface parking adjacent to the station and a second at Petrillo Plaza one block to the west. Land uses vary in the immediate vicinity of the station. The north side of the tracks, east of the sta- tion, is comprised principally of residential uses. East First Street which borders the Metro North parking lot is lined primarily with a series of one and two story light industrial buildings with the exception of the 11-story County office building at the intersection of First Street and First Avenue. North and west of the station, a series of small commercial buildings line Elm Avenue including a restaurant and at the corner of Park Avenue a former supermarket. Elm Avenue has a low scale and is the preferred pedestrian link to Petrillo Plaza and to downtown. Situated within a short walk of the downtown business and government core, Petrillo Plaza is an active public node. It is a major bus hub and is lined on the north by lively commercial uses. A large surface parking lot forms the southern edge of the plaza. The Plaza represents the general eastern edge of downtown Mount Vernon (see Figure 6-15).
154 Mount Vernon Comprehensive Plan, November 2011 6.3 Higher Intensity Planning Areas
The 2006 Petrillo Plaza Intermodal Conceptual Planning Study found that the municipal parking lot on East Prospect Avenue at Petrillo Plaza is underutilized. This conclusion was further validated in the 2009 City of Mount Vernon Parking Management Workshop report examining parking occupancy rates for some 1,190 municipal spaces in the Petrillo Plaza area. The findings report peak weekday occupancy (12:30 – 2:00 p.m.) at 56 percent and peak Saturday peak occupancy at 43 percent.
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Figure 6-15 Mount Vernon East Train Station Area M M City Hall ount ount V V ernon ernon Gramatan-4th Ave c oMprehenSiVe , nY Corridor S p lan F Public Library Mt. Vernon Petrillo Plaza igure 6-15: M U.S. Post Office ount V ernon ource e : B aSt East Station Mt. Vernon ing M S Produced By: BFJ Planning ap tation and BFJ p Source: Bing Maps a lanning rea
156 Mount Vernon Comprehensive Plan, November 2011 6.3 Higher Intensity Planning Areas
Mount Vernon East Train Station Area
Mount Vernon Comprehensive Plan, November 2011 157 6.3 Higher Intensity Planning Areas
Planning Strategies With large parcels given over to surface parking and the Petrillo Plaza bus hub, the station and sur- rounding area presents a prime opportunity for transit oriented development (TOD). Correspond- ingly, this is also an area of the City where taller buildings would be in context and appropriate from an urban design perspective. The sites here are of a scale unique in this densely developed City that could allow for larger floor plates and, given the proximity to Downtown, this is an area where taller buildings – perhaps 8 to 12 stories with a mix of street level retail and upper level residential or office uses – would be in context and appropriate.
Elm Avenue is of a scale that could accommodate interesting commercial activity and serve as an inviting pedestrian link from the station to Petrillo Plaza and Downtown. South and west of the train station, a substantial change in grade from First Street allows for parking at track level with a plinth at street level for buildings with on street pedestrian access. Buildings in that location could range in height from 8 to 10 stories to harmoniously integrate with the surrounding urban fabric. Further east on First Street, the current Metro North lot could be developed to accommodate large floor plate retail uses incorporating structured parking to serve both transit riders and shoppers (see Figure 6-16 through 6-17A, B).
Both the station site and the Petrillo Plaza site could also be designed to frame lively and much needed public open spaces as well.
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Figure 6-16 Mount Vernon East Station Area: Urban Design and Planning Strategies
Source: Stull and Lee Architects
Urban Design and Planning Strategies 1. Leverage Mount Vernon East transit station as a magnet for development in the vicinity. 2. Improve link between station and Petrillo Plaza. 3. Expand commercial base and storefront presence on Elm Avenue. 4. Bring streetscape vitality of Roosevelt Square into Petrillo Plaza to make it more of a civic center. 5. Create landscaped parks including an open space “cap” over the rail road cut (Figure 6-18) 6. Expand streetscape enhancements from Petrillo Plaza to Roosevelt Square.
Mount Vernon Comprehensive Plan, November 2011 159 6.3 Higher Intensity Planning Areas
Figure 6-17A Mount Vernon East Potential Development Scenario (View Looking North)
Source: Stull and Lee Architects Figure 6-17B Mount Vernon East Potential Development Scenario: View Looking South
Source: Stull and Lee Architects
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Figure 6-18 Park Over Rail Illustrative
Source: City of Mount Vernon
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D. Mo u n t Ve r n o n We s t Tr a i n St a t i o n Ar e a The Mount Vernon West train station area features a mix of residential, commercial and light industrial properties anchored by a commuter rail station. Additionally, the immediate site area, which is given over completely to surface parking, could benefit from landscape and streetscape upgrades to provide a more welcoming pedestrian environment. Mount Vernon Avenue is an important point of entry into the Mount Vernon from Yonkers immediately to the west. It is a heavily trafficked street with an eclectic mix of commercial uses. Although the area is reasonably lively near the station, there are scattered properties available for rent or sale to the east. Within a short walk of the station are a number of light industrial buildings, some in active use but several are available for sale or lease (see Figure 6-19).
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Figure 6-19 Mount Vernon East Train Station Area Source: Bing Maps DOWntOWn tO Produced By: BFJ Planning
rea a lanning
Oak St BFJ p tation and
ap S M eSt ing : B W ource ernon V
ount Macquesten Pkwy Macquesten 6-19: M
Mt. Vernon Ave igure nkerS F Mt. Vernon West Station West lan p City Of yO S , nY oMprehenSiVe c ernon Mount Vernon Comprehensive Plan, November 2011 163 ernon V V ount ount M M 6.3 Higher Intensity Planning Areas
Mount Vernon West Train Station Area
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Planning Strategies Mount Vernon West has the potential to be a key transit-oriented development (TOD) in an area that is currently a mix of light industrial, commercial and residential uses. Particularly inviting opportunities for TOD are the parcels south of the station along West Street. These sites present an opportunity for new mixed use development that might include live-work options. The City will encourage new transit-oriented development on vacant and or underutilized properties with an emphasis on West Street and at the intersection of Mount Vernon Avenue and MacQuesten Parkway. Buildings in this location could range in height from 8 to 10 stories to integrate harmoniously with the surrounding neighborhood fabric. Planning strategies will also focus on the streetscape and landscaping around the train station, in- cluding new lighting, signage, decorative paving, seating and other pedestrian amenities. The City will work with interested property owners to make façade improvements and sidewalk reconstruction. When implemented such a program could greatly improve one’s immediate first impression of Mount Vernon. MacQuesten Parkway also has substantial potential visual appeal that could be further enhanced with additional landscaping and lighting (see Figures 6-20 through 6-21A, B).
Mount Vernon Comprehensive Plan, November 2011 165 6.3 Higher Intensity Planning Areas
Figure 6-20 Mount Vernon West Station Area: Urban Design and Planning Strategies
Source: Stull and Lee Architects
1. Position the Mount Vernon West area - from 5. Make general improvements to the public the Bronx River Pkwy to MacQuesten Parkway, realm throughout including open space, and from Oak Street to Grove Street - as a vegetation, lighting, signage and graphics. concentrated investment area. 6. Renovate the station and create a more 2. Strengthen the Mount Vernon Avenue inviting pedestrian realm to accommodate gateway to Mount Vernon from Yonkers. taxis and “kiss-and-ride” drop offs. 3. Explore high-density options through re- 7. Enhance the aesthetic quality and functioning zoning and the assembly of vacant parcels of the intersection of Mount Vernon Ave with (buildings) and underutilized sites. Lincoln Ave and Stevens Ave. 4. Develop a strategy for streetscape and 8. Work with current property owners who wish facade improvements that ensures street to upgrade or repurpose existing buildings. frontage along principal streets.
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Figure 6-21A Mount Vernon West Potential Development Scenario (View Looking North)
Source: Stull and Lee Architects
Figure 6-21B Mount Vernon West Potential Development Scenario (View Looking East)
Source: Stull and Lee Architects
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E. Eastchester Creek/Canal Area (Canal Village)
Located in the southeastern portion of the City, the Eastchester Creek/Canal Area (Canal Village) serves as the City’s core industrial and manufacturing district. The area is generally bounded by Sandford Boulevard to the north, the Eastchester Creek to the east, South Columbus Avenue to the south, and South Third and Franklin Avenues to the west (see Figure 6-22). Maintenance of the industrial character of this area is critical to Mount Vernon’s fiscal health as industrial and manufacturing uses provide an important source of tax revenue for the City.
Planning Strategies
As Mount Vernon’s core industrial and manufacturing district, preservation and strengthening of Canal Village is a priority. Recently, the City was awarded a Brownfield Opportunity Areas (BOA) Program grant from the New York State Department of State to encourage revitalization of approximately 230 acres of land with 20 potential Brownfield sites in the area. The primary objectives ofthis project include remediation of environmental contamination and re-occupancy of vacant sites with new industrial and manufacturing enterprises. Anticipated community benefits resulting from the BOA project include an increase in the use of the Mount Vernon’s waterway resources, additional commercial offerings and more employment opportunities for City residents. As the BOA project moves forward, the City will continue to support existing and new industrial operations in the Canal Village in order to strengthen this critical employment and property tax base.
The South Bronx Overall Economic Development Corporation (SoBRO) is currently developing a BOA Program for a 190-acre industrial area in the Eastchester neighborhood of the Bronx, the northern boundary of which is co-terminus with Canal Village’s southern BOA boundary (see Figure 6-22). Mount Vernon supports continued coordination with SoBRO to ensure general consistency among the goals of the respective BOA programs.
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Figure 6-22 Canal Village BOA
Source: City of Mount Vernon
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