New York Route 5 Corridor Land Use and Transportation Study Alternative Futures Working Paper

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1 Existing Condition New York Route 5 Corridor Land Use and Transportation Study Alternative Futures Working Paper Prepared for Capital District Transportation Committee Prepared by Community Design + Architecture with Economic & Planning Systems Wilbur Smith Associates Mathews Nielsen and Environmental Simulation Laboratory March 15, 2000 Stimulated Scenario

2 NY 5 Land Use & Transportation Study Contents 1. Introduction...1 Purpose of this Study... 1 This Working Paper Alternative Futures Charette...3 Preliminary Alternative Futures... 3 Preliminary Alternative I... 4 Preliminary Alternative II... 4 Preliminary Alternative III... 4 Street Design Concepts... 5 Transitways... 5 Boulevards... 6 Urban Typologies... 7 The Urban Core... 8 The Urban Strip... 8 The Suburban Strip... 9 Regional Mixed-Use Districts... 9 Detailed Studies The Alternative Futures Charette Refined Alternative Futures Assignment of Regional Growth to Corridor & Cores Opportunity Area Capacity Estimates...13 Assignment of Growth in the Scenarios...13 Segment Community Structure Maps Transportation System Alternatives Street Design Alternatives Transit System Alternatives Detailed Studies & Simulations Townsend Park/West Hill Neighborhood Swinburne Park Colonie Village Center New Karner Mixed-Use Center Woodlawn Plaza Central Schenectady Neighborhood...66 Vale Neighborhood Alternative Futures Working Paper 1

3 NY5 Land Use & Transportation Study 2 Alternative Futures Working Paper

4 NY 5 Land Use & Transportation Study 1. Introduction Albany, the Village of Colonie, the Town of Colonie, Niskayuna, and Schenectady are connected by New York State Route 5 which consists of Central Avenue and State Street. Once the Capital District s main street, the Route 5 Corridor s vitality has been eroded over the last 50 years due to a combination of land use, transportation and market shifts in the Capital Region. The Capital District Transportation Committee (CDTC) and the five jurisdictions which depend on the Corridor have undertaken the NY5 Corridor Land Use & Transportation Study to examine the future of land use and transportation along the 16.5 mile roadway. The NY5 Study is unique in that it looks to land use, economic, and social solutions to the region s transportation issues as well as more typical transportation system improvements and policies. The goal of this study is to make recommendations which: maximize the effectiveness of public investment in the transportation system; seek to stabilize and invigorate the economy of the five communities along the Corridor; are pedestrian and transit-friendly; satisfy the needs of the real estate market, automobile and service access; and, provide a benefit to adjacent neighborhoods. Purpose of this Study The NY5 Corridor Study is being undertaken to examine one of the major urban arterial corridors in the region. It will result in recommendations for a future land use pattern within the Corridor that will maximize the effectiveness of public investment in the transportation system and seek to stabilize and invigorate the economy of the five communities along the Corridor. The Study will define a land use pattern that is pedestrian- and transit-friendly while also satisfying the needs of the real estate market, automobile and service access, and that provides a benefit to adjacent neighborhoods. The Study will also recommend transportation system improvements and programs to efficiently and effectively serve the Corridor s development. The Study s planning process is focused on achieving consensus for the Preferred Future amongst the various interests in the Corridor, providing opportunities for community education and input, and including technically sound creation and assessment of land use and transportation alternatives. This Working Paper This Alternative Futures Working Paper describes the process that has led to the creation of three Alternative Futures Scenarios for the Corridor: the Base Scenario, the Intermediate Scenario, and the Stimulated Scenario. The paper begins with a review the Issues Assessment and the process of developing, evaluating, and refining the Preliminary Alternatives into the current Alternative Futures presented here. The Alternative Futures will undergo further technical and public evaluation which will result in a Preferred Alternative Future for the Corridor. Alternative Futures Working Paper 1

5 NY 5 Land Use & Transportation Study 2. Alternative Futures Charette In early February 1999, a five day design and policy charette was held in the CDTC offices with the SAC and other Corridor Stakeholders. The Alternative Futures Charette culminated in an open house at the Town of Colonie Community Center on Central Avenue. The Charette provided the opportunity to review the Issues Assessment documents, initial land use and transportation concepts for the Segments along the Corridor, and the discussion of concepts for encouraging urban revitalization and infill/reuse along the entire Corridor. Preliminary Alternative Futures Following a review of the Issues Assessment work, the Consultants prepared a set of documents to illustrate the potential for reuse within the Corridor. These included a set of three Preliminary Alternative Futures illustrating transportation and land use variations that are the cross-section of a set of transportation systems and policies, and a set of land use policies and growth scenarios. Table 2.1 illustrates the matrix of land use and transportation alternatives. Table 2.1: Preliminary Future Alternatives Matrix Policy & Growth/Transportation Existing Next Steps High Investment Commitments "Best Bus" Declining Growth Existing Policies & Programs Gradual Growth Existing Policies & Programs Preliminary Alternative I Gradual Growth Modest Community & Corridor Policies & Programs Preliminary Alternative II Stimulated Growth Maximize Community & Corridor Policies & Programs Modest Regional Policies & Programs Preliminary Alternative III Maximize Community, Corridor, & Regional Policies & Programs Alternative Futures Working Paper 3

6 NY5 Land Use & Transportation Study Preliminary Alternative I This alternative would result from the implementation of current land use and transportation policies and programs, implementation of projects in the current TIP (including ITS improvements related to bus service), and the level of regional growth projected by the CDRPC. Preliminary Alternative II This alternative would see an increase in vitality throughout the Corridor reflecting new land use policies and programs within the Corridor Communities to direct an additional portion of future development to the Corridor. This increased vitality would in turn support further investment in the Corridor s transportation system resulting in more complete implementation of the Best Bus system. Preliminary Alternative III This alternative assumes a higher level of regional growth coupled with additional policies and programs in the Corridor Communities to encourage future growth in the Corridor. These land use and economic improvements would in turn support, and be supported by, increased investment in the Corridor s transportation system. These improvements would most likely include a bus system with dedicated lanes in feasible locations or a light rail service. 4 Alternative Futures Working Paper

7 NY 5 Land Use & Transportation Study Street Design Concepts Concerns were raised from the beginning of the Study in regards to the limited right-of-way width and the extent of curb cuts and intersections along the Corridor. The narrower right-ofway width in the urban parts of the Corridor could make it difficult to implement light rail or dedicated bus lanes while maintaining adequate on-street parking and through traffic capacity. Reuse and infill development along the Corridor could facilitate the reduction of curb cuts which would benefit both traffic and transit flow, improve bicycle safety, and help to create a better pedestrian environment. Transitways For example, designs were developed for the suburban portions of the Corridor (Segments 3 and 4) which address different transportation issues. Figure 2.4, illustrates a dedicated transitway in the middle of the street for either buses or light rail vehicles. While this would facilitate movement of transit vehicles, it creates difficulties at intersections (conflicts with turning vehicles) and would require that all transit riders have to cross at least half of the street and wait in the middle of the road. Figure 2.5 illustrates a built example of this condition in Long Beach, California where the MTA Blueline has been constructed down the middle of Long Beach Boulevard. Figure 2.4: Transitway in Suburban Albany and Colonie Alternative Futures Working Paper 5

8 NY5 Land Use & Transportation Study Boulevards Another example of a potential street configuration in the suburban part of the Corridor is the Boulevard with local accessways. Figure 2.6 illustrates a boulevard street configuration that could be developed on Central Avenue. Boulevards allow local traffic and bicycles to utilize a local accessway, in this case on-street parking is also provided on the accessway. Through Figure 2.5: Transitway in Long Beach, CA traffic would utilize the four lanes in the middle of the roadway and would be separated by landscaped medians from the accessways. Transit, whether bus or light rail, would travel in the through lane adjacent to the median. This allows transit stops to be located on the median, with additional widening of the right-of-way, pull outs could be provided for transit. Studies have been undertaken recently to look at the benefits and potential problems with developing boulevard streets in the United States, with much of the work being done by Allan Jacobs who is a member of the Consulting Team. Figure 2.7 illustrates two United States examples of boulevard streets that have been part of these studies, K Street in Washington, DC, and Ocean Parkway in Brooklyn, NY. Figure 2.6: Boulevard in Suburban Albany and Colonie 6 Alternative Futures Working Paper

9 NY 5 Land Use & Transportation Study K Street. - Washington, DC Ocean Parkway - Brooklyn, NY Figure 2.1: Examples of Boulevards in the United States Urban Typologies The seven segments of the Corridor can be classified into four urban typologies. The urban typologies are distinguished by variations in urban form: parcel size, pattern of use, intensity of development, building orientation, etc. Areas within each typology also share common land use and transportation issues, and in many cases economic and social issues as well. Table 2.2 defines the urban typology of the Corridor Segments. Table 2.2: Urban Typology Matrix Segments Segment 1 Albany (Lark Street to Quail Street) Segment 2 Albany (Quail Street to North Allen Street) Segment 3 Albany and Colonie (North Allen Street to Virginia Avenue) Segment 4 Colonie and Niskayuna (Virginia Avenue to Linda Lane) Segment 5 Schenectady (Linda Lane to The Crosstown) Segment 6 Schenectady (The Crosstown to Brandywine) Segment 7 Schenectady (Brandywine to Nott Terrace) Urban Typology Urban Core Urban Strip Suburban Strip Mixed-Use District Suburban Strip Mixed-Use District Suburban Strip Urban Strip Urban Core Alternative Futures Working Paper 7

10 NY5 Land Use & Transportation Study The Urban Core These are the areas built at higher densities extending out from the downtowns of Albany and Schenectady. The majority of development in these areas is on smaller parcels with buildings fronting directly onto the street with little or no setback. Urban Core segment section (Stimulated Alternative Scenario) The Urban Strip These areas are built at medium densities and are the older first streetcar suburbs or older urban neighborhoods. Many buildings still front directly onto the street. Parcel size is more varied than in the Urban Core areas with more medium and larger parcels. Urban Strip segment section (Stimulated Alternative Scenario) 8 Alternative Futures Working Paper

11 NY 5 Land Use & Transportation Study The Suburban Strip This is the largest portion of the Corridor. Parcel size is varied, but the pattern is typified by buildings setback from the street with parking in front. There is also wide variation in intensity of use, ranging from the semi-rural quality of the Corridor in areas between New Karner Road and Niskayuna to more intensive uses in some areas between New Karner Road and Wolf Road. Suburban Strip segment section (Stimulated Alternative Scenario) Regional Mixed-Use Districts The clusters of regional retail in the Corridor provide unique opportunities and challenges in creating a more pedestrian- and transit-friendly corridor. The Regional Mixed-Use Districts include: the Auto Row area in Albany from Grant Avenue/King Avenue to the I-90 overcrossing, the Colonie Center/Northway Mall cluster, the cluster around New Karner Road with the Village Square Shopping Center, Builders Square, Kmart, and Colonie Plaza, and the Mohawk Mall. The Regional Retail Clusters are the largest parcels in the Corridor, many are underutilized, and several of them are being revitalized. Regional Mixed-Use District (Stimulated Alternative Scenario) Alternative Futures Working Paper 9

12 NY5 Land Use & Transportation Study Detailed Studies A set of six detailed studies were prepared to illustrate the land use and transportation concepts being recommended for the urban typologies. These were presented and discussed at a series of Urban Typology Workshops in late May, Table 2.3: Detailed Study Sites Detailed Study Site Townsend Park West Hill Neighborhood Swinburne Park Colonie Village Center New Karner Road Woodlawn Plaza Brandywine Vale Neighborhood Urban Typology Urban Core Urban Strip Suburban Strip Regional Mixed-Use Center Suburban Strip Urban Strip Urban Core The Detailed Studies are discussed in the following section of the Working Paper. 10 Alternative Futures Working Paper

13 NY 5 Land Use & Transportation Study The Alternative Futures Charette In early February 1999, a five day design and policy charette was held in the CDTC offices with the SAC and other Corridor Stakeholders. The Charette provided the opportunity to review the Issues Assessment documents, initial land use and transportation concepts for the Segments along the Corridor, and the discussion of concepts for encouraging urban revitalization and infill/reuse along the entire Corridor. The Consultant Team was able to do some focused team design work in the field and in a "studio" at the CDTC offices. Corridor segment maps were refined with input from stakeholders and field work by the design team. Alternative Evaluation or Policy Subgroups met to discuss focused issues, including: Alternatives Evaluation: a technical subgroup which met to discuss methodology for evaluation the land use and transportation alternatives that were being developed in the Charette. Street Design Alternatives: a group of Consultant Team members, public works, CDTA, and planning staff who met to review the design alternatives for addressing the needs of all transportation modes. Issues discussed including lane width, parking widths, turning conflicts, provision of dedicated transit lanes, and many other street design issues. Transportation System Alternatives: this group consisted of a broad range of Consultant Team members, staff members, and transit advocates. The group discussed the trade-offs between different types of transit service and how the alternatives could be best constructed to provide opportunity for meaningful evaluation. Schenectady Study Meeting: The City of Schenectady requested that the consultants meet with staff and citizens of Schenectady to hear their specific transportation and neighborhood planning concerns. This meeting informed the development of the alternatives for corridor segments in Schenectady. Urban Neighborhood Revitalization: this group included representatives from both Albany and Schenectady, and provided the opportunity for the two most urban areas of the Corridor to learn from each other. Issues related to neighborhood revitalization, business retention, and code compliance were discussed, as well as transit accessibility. Infill and Reuse Strategies: this group included representatives from all parts of the Corridor and focused on developing concepts for getting past the impediments to infill and reuse development, such as: parcel assembly, code compliance, and identifying appropriate development prototypes. Elected Officials Meeting: At the end of the week several elected officials were asked to attend a meeting at CDTC to see and review the results of the Charette. This provided an opportunity to test the political feasibility of the ideas that were generated. For example, the consultants reviewed concepts for the reuse of the Mohawk Mall with representatives from Niskayuna, provid- Alternative Futures Working Paper 11

14 NY5 Land Use & Transportation Study ing them with some design concepts they could employ in their negotiations with the site s developer which were taking place at the time. Public Open House: on the Saturday following the Charette an open house was held at the Colonie Community Center at which all of the design concepts generated during the week were presented to the public. Members of the Consulting Team and the Study Advisory Committee were available to review the work with citizens and directly hear their comments. The majority of the concepts that were developed received a supportive response, and encouraged the Team to move forward in further development of the Alternatives. 12 Alternative Futures Working Paper

15 NY 5 Land Use & Transportation Study 3. Refined Alternative Futures Following the review of the Preliminary Alternative Futures in the Charette, the Community Structure Maps and Detailed Studies have been refined and assessment of them has begun. Assignment of Regional Growth to Corridor & Cores CD+A and EPS worked together to take the estimates for regional growth in the three Scenarios and assign that growth to the opportunity sites in the Corridor. These have been summarized at the traffic zone level and will be used in the transportation assessment of the Alternatives. Opportunity Area Capacity Estimates CD+A reviewed the opportunity areas that had been identified in the assessment phase of the project, and estimated the development capacity of these sites guided by the market assessment, and the design and review of the urban typologies and detailed studies. These potential capacities were used to guide the assignment of regional growth in the three Scenarios. Table 3.1 summarizes the capacity and the land area of the opportunity areas within each of the five Corridor jurisdictions. Generally the capacities exceed the demand as defined by the three scenarios. Table 3.1: Opportunity Area Capacity Jurisdiction Residential Units Retail Sq. Ft. Other Emp. Sq. Ft. Opp. Area Acreage Albany 1,900 28% 328,100 19% 2,398,300 20% % Village of Colonie 1,000 15% 250,000 15% 2,827,100 23% % Town of Colonie 2,100 31% 510,000 30% 4,790,700 39% % Niskayuna 600 9% 355,700 21% 585,500 5% 121 9% Schenectady 1,200 18% 239,900 14% 1,673,700 14% % Total Corridor 6,800 1,683,700 12,275,300 1,367 Assignment of Growth in the Scenarios The Base Scenario represents existing land use and transportation policies and the future growth that is projected by the CDRPC; 0.5 percent per annum in employment and 0.45 percent per annum in households. The Intermediate Scenario represents the same growth projections as the Base, but with a portion of regional growth shifted to the Corridor reflecting the adoption of new land use policies and other public policies to encourage investment and development in the Corridor. Alternative Futures Working Paper 13

16 NY5 Land Use & Transportation Study The Stimulated Scenario represents the potential future if the regional growth rates are tripled; 1.5 percent per annum for employment and 1.35 percent per annum in households. It also represents additional land use policies to encourage more intensive development in portions of the Corridor. Given these growth projections and the opportunity area supply estimates, CD+A and EPS worked together to distribute future jobs and housing to different areas along the Corridor. This distribution gave consideration to existing land use patterns, the development capacity of the opportunity areas, and market competitiveness of the sites. Table 3.2: Change in Jobs and Households in Corridor and Cores Base Scenario Urb. Invest. Grad. Grwth Stimul. Grwth Area H H Emp H H Emp H H Emp H H Emp Jurisdiction/Corridor City of Albany 179 1,088 1,128 5, ,297 2,694 9,572 Village of Colonie ,464 (753) 300 1, ,996 Town of Colonie (7) 573 1,318 1,961 4,538 Niskayuna ,197 City of Schenectady (46) , ,280 1,396 6,052 Route 5 Corridor Total 572 1,861 3,682 5,431 2,448 9,165 7,451 24,355 Core/ Corridor Albany Core , ,278 1,000 6,556 Corridor ,337 1,029 1,983 4,762 6,243 15,492 Schenectady Core , ,307 Route 5 Corridor Total 572 1,861 3,682 5,431 2,448 9,165 7,451 24,355 Table 3.2 describes the change in jobs and households in the jurisdictions in the Corridor, the Corridor as a whole, and the Downtowns. It is important to note that the Urban Investment Scenario developed for the New Visions Study assumed that employment would concentrate in the Albany Core and the Schenectady portion of the Corridor. Both the Intermediate and Stimulated Scenarios developed for the NY5 Study assume that employment growth will occur in the Cores and along the Corridor, particularly in the Stimulated Scenario. This is projected to occur, because of the market advantages that would exist given the concentration of existing jobs in the area, good access to the regional transportation network, and improved accessibility resulting from transportation investment along the Corridor. 14 Alternative Futures Working Paper

17 NY 5 Land Use & Transportation Study Area Table 3.3: Regional Growth and Capture Rates, CDRPC (Base Year) Base Scenario Urban Investment Gradual Growth Stimulated Growth Scenario 2000 HH 2000 Emp HH Emp HH Emp HH Emp HH Emp Regional Growth ,285 33,950 22,285 33,950 22,580 33,950 72, ,350 Share of Region Exist g Distribution Distribution of Future Growth Increment Albany Core 2.1% 14.6% 0.7% 2.7% 1.4% 12.4% 1.8% 9.7% 1.4% 6.0% Corridor 11.8% 13.0% 1.7% 2.7% 15.0% 3.0% 8.8% 14.0% 8.6% 14.2% Schenectady Core 2.4% 2.5% 0.2% 0.1% 0.2% 0.6% 0.3% 3.3% 0.3% 2.1% TOTAL 16.3% 30.0% 2.6% 5.5% 16.5% 16.0% 10.8% 27.0% 10.3% 22.3% (1) Employment under CDRPC and Urban Reinvestment scenarios assumed to be same as under the Intermediate scenario which is based on historical employment growth. Table 3.3 summarizes projected regional growth for the three Study Scenarios compared with the Urban Reinvestment Scenario developed as part of the New Visions Study, CDRPC and CDTC estimates for the Base Scenario, and the existing regional capture of the Corridor and the two Cores. The CDRPC s projected distribution reflects the assumption that more growth will occur in suburban areas of the region with some portions of the Urban Cores experiencing a loss in population. The Urban Reinvestment Scenario reflects the potential to attract more household growth to the Corridor and more jobs to downtown Albany; on a percentage basis it also reflects the potential for Schenectady to attract both jobs and housing to its downtown. The Intermediate Scenario assumes that the Corridor will not be able to attract as much future housing development as projected in the Urban Reinvestment Scenario, because of the competitiveness of outlying areas. But the Scenario assumes that the two downtowns will be able to attract a higher proportion of future housing, because of their improving urban quality of life. The Intermediate Scenario assumes that all three subareas of the Study Area will be able to attract a higher proportion of future employment growth, because of the regional accessibility of jobs within this area, its history as the employment center of the region, and other factors, such as the State s commitment to moving jobs to the Urban Cores. The Stimulated Scenario assumes a similar distribution of future jobs and housing as the Intermediate Scenario with the exception that the downtown cores would attract a slightly smaller proportion of regional growth due to development capacity expectations in Albany and market considerations in Schenectady. Alternative Futures Working Paper 15

18 NY5 Land Use & Transportation Study Segment Community Structure Maps The Preliminary Alternative Futures Segment Maps were revised for the Urban Typologies Workshop. The refinement of the Detailed Studies and the assignment of regional growth to three Alternative Future Scenarios have led to further refinements. Base Scenario Segments 1 & 2 Central Avenue BID: continue current efforts in clean-up, signage, and business planning for the Corridor. Potential expansion of programs with implementation of Avenew 2000 recommendations. Speciality Retail Cluster: building off the existing uses in the area: Honest Weight Food Co-op, Hudson Valley Tile, and Nation Supply Kitchen & Bath. Arbor Hill Revitalization: Urban League sponsored project reusing and building new housing in the neighborhood, and providing new retail and employment opportunities. This project is a model for other potential revitalization projects in both Albany and Schenectady. Armory Transit Stop Townsend Park Revitalization: potential to build-off of area as a gateway between the Corridor, Downtown, and the Lark Street BID area. Existing ethnic restaurants and shops create a starting point for the identity of this area. Central Avenue BID should support continued investment in businesses, building facades, and upper floor reuse for small offices. Downtown Albany Revitalization: City should continue efforts to build from the State s commitment to move State office workers to the Downtown. Focus on entertainment and housing could improve the vitality of the area throughout the day, and provide more diverse support for Downtown restaurants, services, and retail. 16 Alternative Futures Working Paper

19 NY 5 Land Use & Transportation Study Intermediate Scenario Segments 1 & 2 North Allen Street Revitalization: Existing neighborhood and speciality retail can be expanded. Speciality Retail Cluster: increased community investment and public policies to support revitalization (e.g.; shared parking, reduced parking requirements, and increased investment in transit). Swinburne Park Linkages: create plaza/parking area between Central Avenue and Clinton and pedestrian linkage through the Speciality Retail Cluster to connect Park with High School and College of St. Rose Arbor Hill Revitalization: Public/private support of expansion of these revitalization efforts. Townsend Park Revitalization: increased investment in the Downtown and the Corridor will support continued revitalization of this area. See Detailed Studies and Simulation Section for more detailed information. Central Avenue BID: expand upon efforts discussed as part of the Base Scenario building on support generated by increased community investment in the Corridor and adjacent neighborhoods. Work with City to develop policies to support reuse of buildings that do not comply with codes. Armory Transit Stop Downtown Albany Revitalization: This Scenario estimates that about 3,300 new jobs would locate in the Downtown between 2000 and 2015, roughly three times the Base Scenario estimates. New households would increase by about 400, about 2.5 times the Base Scenario. Alternative Futures Working Paper 17

20 NY5 Land Use & Transportation Study Stimulated Scenario Segments 1 & 2 Potential Commute Rail Stop North Allen Street Revitalization: Existing neighborhood and speciality retail can be expanded with economic support from surrounding neighborhood reinvestment. Speciality Retail Cluster: expansion of uses within this area to include small/professional offices. Support for more diversity in retail and services with reinvestment in surrounding neighborhoods. See Detailed Studies and Simulation Section for more detailed information. Swinburne Park Linkages: intensification of use in the Cluster supports the through-block linkages Arbor Hill Revitalization: Public/private support of expansion of these revitalization efforts to the north of Henry Johnson Boulevard. Armory Transit Stop Townsend Park Revitalization: potential for investment in the area to support new office use, see detailed study diagrams. Central Avenue BID: business expansion supports further efforts of the BID, potential to address perceived parking demands through shared parking and parking pricing strategies paired with increased investment in transit services. Downtown Albany Revitalization: This Scenario estimates that about 6,600 new jobs would locate in the Downtown between 2000 and 2015, roughly two times the Intermediate Scenario estimates. New households would increase by about 1,000, about 2.5 times the Intermediate Scenario. 18 Alternative Futures Working Paper

21 NY 5 Land Use & Transportation Study Shuttle Fly to Airport: continue expansion of service as demand and budget allow. Base Scenario Segment 3 East Northway Mall: current reuse plans should take into account the potential for future reuse of new big box retail. Pedestrian and transit connections should be strengthened. Access Control: implement policies to require curb-cut consolidation as new development and reuse occurs. Wolf Road Pedestrian Improvements: the Wolf Road rehabilitation project scheduled for construction in 2002 will provide continuous sidewalks on both sides for the full length of Wolf Road. Westland Hills Neighborhood: stabilize and support this neighborhood as an important asset for this portion of the Corridor. Albany Auto Row: build from Armory s efforts to create a new type of auto row: unique displays and lighting, create a festive pedestrian environment, mix uses to complement retail activity. Central Avenue BID: continue current efforts in clean-up, signage, and business planning for the Corridor. Potential expansion of programs with implementation of Avenew 2000 recommendations. Alternative Futures Working Paper 19

22 NY5 Land Use & Transportation Study Transportation Linkages: continue expansion of Shuttle Fly service as demand and budget allow. Potential to expand shuttle system to connect with SUNY campus and office development on southside of the NY5 Thruway. Improve pedestrian environment on Wolf Road and Fuller Road to support transit on Central Avenue. Intermediate Scenario Segment 3 East Transit Stop Northway Mall & Colonie Center: office infill in Northway Mall area and creation of pedestrian linkage to Colonie Center. Fuller Rd. Neighborhood Center: transit stop with shuttle connection to SUNY and surrounding employment area creates an opportunity for development of a mixed-use neighborhood center: senior and student housing, retail services, and small/professional offices. General Transportation Improvements: consolidate curbcuts, make pedestrian streetscape improvements, and improve transit stops as incremental reuse and redevelopment occurs along Corridor. Reuse at North Elmhurst Ave.: new infill residential neighborhood with service commercial on Central Avenue. Industrial Revitalization: some opportunities exist to revitalize industrial areas between Central Ave. and the railroad. Westland Hills Neighborhood: stabilize and support this neighborhood as an important asset for this portion of the Corridor, provide neighborhood serving commercial uses on Central Avenue adjacent to neighborhood. Colvin Center Employment District: redevelopment of vacant retail center with back office uses. Albany Auto Row: build from Armory s efforts to create a new type of auto row: unique displays and lighting, create a festive pedestrian streetscape with signage and lighting, create a gateway feature at I-90 overcrossing, mix uses to complement retail activity. Central Avenue BID: expand upon efforts discussed as part of the Base Scenario building on support generated by Auto Row development and adjacent neighborhoods. Diversify retail opportunities to provide long term stability. 20 Alternative Futures Working Paper

23 NY 5 Land Use & Transportation Study Transportation Linkages: continue expansion of Shuttle Fly service as demand and budget allow. Potential to expand shuttle system to connect with SUNY campus and office development on southside of the Throughway. Improve pedestrian environment on Wolf Road and Fuller Road to support transit on Central Avenue. Consideration should be given to potential to link Central Avenue transit improvements to the Airport with similar transitway improvements. Possibility for commute rail stop adjacent to Fuller Road. Northway Mall & Colonie Center: redevelopment of malls as a Mixed-Use District with a main street connecting across Central Avenue: retail, entertainment, office, and residential. Stimulated Scenario Segment 3 East Fuller Rd. Neighborhood Center: similar to development proposed in Intermediate Scenario with more intensity to reflect increased regional growth and transit service. General Transportation Improvements: consolidate curbcuts, make pedestrian streetscape improvements, and improve transit stops as incremental reuse and redevelopment occurs along Corridor. North Elmhurst Neighborhood Center: transit stop to serve surrounding employment and neighborhood with a mixeduse neighborhood center, less intense than Fuller Road. Industrial Revitalization: transit improvements support revitalization of industrial areas between Central Ave. and the railroad. Transit Center Transit Stop Westland Hills Neighborhood: stabilize and support this neighborhood as an important asset for this portion of the Corridor, include a mixed-use neighborhood center at Central Avenue. Colvin Center Employment District: redevelopment of vacant retail center with offices and service retail, similar development can occur behind Auto Row retail. Albany Auto Row: expansion of concepts included in Intermediate Scenario, including: undergrounding of utilities and second gateway element at east end of Auto Row. Central Avenue BID: expansion of concepts included in Intermediate Scenario, including: strategic planning for Auto Row to support long-term viability and potential need to diversify commercial activities. Alternative Futures Working Paper 21

24 NY5 Land Use & Transportation Study Base Scenario Segment 3 West New Karner Road Commercial District: area likely to continue incremental development and reuse of low-intensity, auto-oriented, regional retail services, and employment supported by high levels of traffic at intersection of Central Avenue and New Karner Road. Access Control: implement policies to require curb-cut consolidation as new development and reuse occurs. Industrial/Flex Employment Areas: continued incremental development of this area to take advantage of truck access to regional road network and rail. Colonie Village: continued incremental reuse and development of strip commercial uses. 22 Alternative Futures Working Paper

25 NY 5 Land Use & Transportation Study Intermediate Scenario New Karner Mixed Commercial District: continued development at lower-densities with expansion of employment uses. Some pedestrian and transit-friendly improvements focused on new transit center. Transportation Linkages: Transit center at New Karner and Central Avenue intersection with linkages from Central Avenue service to the airport and businesses north on New Karner, and to the Thruway and businesses to the south on New Karner. Transit Center Segment 3 West General Transportation/Streetscape Improvements: consolidate curb-cuts, make pedestrian streetscape improvements, and improve transit stops as incremental reuse and redevelopment occurs along Corridor. Back-lot utilities were feasible. Industrial/Flex Employment Areas: some intensification of employment uses in these areas supported by transit improvements. Colonie Village Center : develop a mixed-use village center in the area around the Colonie Community Center. This area can become the heart of the Village providing neighborhood serving retail and commercial services, civic uses, and a village green. Create gateways with center medians at east and west ends of Center. See Detailed Studies and Simulation Section for more detailed information. Transit Stop Alternative Futures Working Paper 23

26 NY5 Land Use & Transportation Study Stimulated Scenario Segment 3 West Transit Center New Karner Mixed-Use District: increased transit investment and public/private development policies create the opportunity for more intensive and diverse reuse of this area. Reconstruction of mall sites for mixed-use retail, office, and residential development; reuse of KMart building for back-office employment; mixed-use residential neighborhoods and office campus development in adjacent areas. See Detailed Studies and Simulation Section for more detailed information. Transportation Linkages: Transit center where new perpendicular main street intersects Central Avenue would provide for transfers from Central Avenue service to the airport and businesses along New Karner. Transit Stop General Transportation/Streetscape Improvements: consolidate curb-cuts, make pedestrian streetscape improvements, create and implement a signage program, and improve transit stops as incremental reuse and redevelopment occurs along Corridor. Back-lot utilities were feasible. Industrial/Flex Employment Areas: some intensification of employment uses in these areas supported by transit improvements. Frontages along Central Avenue can be integrated with the Village Center. Colonie Village Center : develop a mixed-use village center in the area around the Colonie Community Center. This area can become the heart of the Village providing neighborhood serving retail and commercial services, civic uses, a village green, and some housing opportunities. Boulevard Street with accessways to support pedestrian environment, and gateways with center medians at east and west ends of Center. See Detailed Studies and Simulation Section for more detailed information. 24 Alternative Futures Working Paper

27 NY 5 Land Use & Transportation Study Mohawk Mall Reuse: current reuse plans should take into account the potential for future reuse of this incarnation of the mall. Pedestrian and transit connections should be strengthened. Access Control: implement policies to require curb-cut consolidation as new development and reuse occurs. Base Scenario Segment 4 Transit Stop Strip Development: continued development of strip commercial and auto-oriented uses with incremental loss of remaining rural character. Alternative Futures Working Paper 25

28 NY5 Land Use & Transportation Study Intermediate Scenario Segment 4 Transit Center Transit Stop Mohawk Mall Reuse: Current reuse of the mall likely to see redevelopment before 2015 with regional retail, in-line pedestrian-oriented specialty and entertainment retail, some upper-floor office, and creation of a street and parking lot design to facilitate future infill development. Will also support a transit transfer center. Stanford Heights Neighborhood Center: transit stop to serve surrounding neighborhood with a mixed-use neighborhood center, less intense than other neighborhood centers. Streetscape Improvements: enhance rural character, and bicycle and pedestrian safety with appropriate improvements. Pine Bush-Lisha Kill Natural Zone : implement land use policies to maintain low-intensity development and create a green belt between the urban areas along the Corridor. Implement landscape guidelines similar to the Landscaping with Native Albany Pine Bush Plants booklet developed by the Albany Pinebush Preserve Commission. Establish wildlife corridors to connect surrounding regional open spaces. Provide a multiuse trail connection to the Hudson-Mohawk Trail. 26 Alternative Futures Working Paper

29 NY 5 Land Use & Transportation Study Mohawk Mall Reuse: Current reuse of the mall likely to see redevelopment before 2015 with regional retail; in-line pedestrian-oriented specialty and entertainment retail; upperfloor office; senior, multifamily, and rowhouses; integrate reuse of Metro Ford property to increase frontage onto State Street; and create a street and parking lot design to facilitate future infill development. Will also support a transit transfer center. Stanford Heights Neighborhood Center: transit stop to serve surrounding neighborhood with a mixed-use neighborhood center, less intense than other neighborhood centers. Stimulated Scenario Segment 4 Transit Center Transit Stop Streetscape Improvements: enhance rural character, and bicycle and pedestrian safety with appropriate improvements. Pine Bush-Lisha Kill Natural Zone : in addition to measures discussed as part of the Intermediate Scenario, seek opportunities for public/private cooperation in creating open space corridors and maximize green character along the Corridor. Maywood Neighborhood Center: similar to the Stanford Heights Center. Transit Stop Alternative Futures Working Paper 27

30 NY5 Land Use & Transportation Study Base Scenario Segments 5, 6, and 7 Downtown Schenectady Revitalization: The CDRPC estimates used in developing the Base Scenario do not reflect the commitments from the State to move workers to Downtown Schenectady, or other recently adopted policies. General Transportation Improvements: provide shuttle service from neighborhoods to Downtown and Union College. Make streetscape improvements with Metroplex funding. St. Clare s Hospital Vale Neighborhood Revitalization: facilitate Vale Neighborhood Organizations efforts at traffic calming, home rehabilitation and ownership programs, lighting and other safety improvements, and make connection to Vale Park. Central State Street Neighborhood Revitalization: facilitate programs similar to those discussed for the Vale Neighborhood; and improve connections to Central Park, support efforts of religious groups in revitalizing the neighborhood, pursue opportunity to create home-ownership program with St. Clare s Hospital, encourage business reinvestment to coincide with Furman to Fehr street improvements. See Detailed Studies and Simulation Section for more detailed information. 28 Alternative Futures Working Paper

31 NY 5 Land Use & Transportation Study Downtown Schenectady Revitalization: This Scenario estimates that about 1,100 new jobs and 65 new households would locate in the Downtown between 2000 and 2015; twice the number of households and a significant increase in new jobs when compared with the Base Scenario. This reflects commitments from the State to relocate workers to the Downtown and the potential revitalization that could result from the train station development and Metroplex sponsored initiatives. mer- General Transportation Improvements: provide shuttle service from neighborhoods to Downtown and Union College. Make streetscape improvements with Metroplex funding. Improve street design and streetscape with consistent lane designations, street trees, access management and street lighting. Implement comcial signage program. Intermediate Scenario Segments 5, 6, and 7 Transit Center St. Clare s Hospital Vale Neighborhood Revitalization: In addition to items outlined in Base Scenario, pursue opportunities to redevelop key parcels in the neighborhood with neighborhood serving retail and civic uses. Also, increased activity in the Downtown may support some professional office and business-service uses close to Nott Terrace. See Detailed Studies and Simulation Section for more detailed information. Central State Street Neighborhood Revitalization: In addition to Base Scenario items, redevelop parcels near McClellan at State for a mixed-use neighborhood center with grocery store and transit stop. Smaller neighborhood center with civic uses at Robinson intersection. Implement traffic calming and streetscape improvements between State and Central Park and St. Clare s. See Detailed Studies and Simulation Section for more detailed information. Woodlawn Plaza Mixed-Use Center: Infill parking lot adjacent to State Street with neighborhood green and mixeduse buildings; new uses could relate to existing medical services/offices in center. Transit center and improving accessibility can support incremental development of adjacent parcels with mixed-use development. Woodlawn Neighborhood Center: Anchor new neighborhood center with existing library and new transit stop, opportunities for local serving retail and offices. Segment-wide Policies and Programs: stabilize neighborhoods by coordinating code enforcement/demolition efforts and home remodel loans/grants and other home-ownership programs. Transit Stop Alternative Futures Working Paper 29

32 NY5 Land Use & Transportation Study Downtown Schenectady Revitalization: Under this scenario, around 2,300 new jobs and 200 new households will locate in the Downtown between 2000 and 2015; three times the number of households and twice the number of jobs when compared with the Intermediate Scenario. This reflects the State and Metroplex policies mentioned previously, and the ability of the area to compete for a higher proportion of growth given its location and the extent of underutilized land. Stimulated Scenario Segments 5, 6, and 7 Transit Center Transit Stop St. Clare s Hospital Transit Stop Transit Stop Transit Center General Transportation Improvements: In addition to Intermediate Scenario improvements, develop a State and Albany Street couplet to provide for a bus or light rail transitway. Vale Neighborhood Revitalization: In addition to improvements in Intermediate Scenario further reuse and redevelopment for retail, office and residential along State Street. See Detailed Studies and Simulation Section for more detailed information. Central State Street Neighborhood Revitalization: In addition to Intermediate Scenario improvements, further revitalization of housing stock and development of neighborhood retail and services along Becker Street is expected. Also, grocery store center can be developed with larger store and drug store or other small anchor. Neighborhood center at Robinson can support increased development. See Detailed Studies and Simulation Section for more detailed information. Woodlawn Plaza Mixed-Use Center: Removal of existing shopping center building allows for further mixed-use development of the site and construction of single-family homes at the perimeter to reconstitute neighborhood streets. See Detailed Studies and Simulation Section for more detailed information. Woodlawn Neighborhood Center: Senior housing in addition to uses expected in the Intermediate Scenario. Segment-wide Policies and Programs: facade and signage program in addition to the Intermediate Scenario policies and programs. 30 Alternative Futures Working Paper

33 NY 5 Land Use & Transportation Study Transportation System Alternatives Street Design Alternatives 1. Urban Albany/Suburban Schenectady Mixed Flow Transit The primary section illustrates a 72 curb-to-curb distance within a 99 right-of-way. Autos and transit share a 12 outside lane. A five foot bike lane is incorporated next to an eight foot parking lane with pedestrian bulb-outs at the corners This section results in a 13 6 wide sidewalk which provides for pedestrians, window shopping, good sized street trees, etc. The secondary string illustrates the condition at a transit stop. The outside lane has been widened slightly to allow the cyclists to negotiate the traffic bulbs when transit vehicles are not stopped. Cyclists would have to be required to yield to stopped transit vehicles. This unfortunately was the only viable alternative in such a built-out right-of-way. There was some discussion of the bike lane crossing the pedestrian bulb-out but was felt that the potential conflicts between bikes and pedestrians would be too great. Alternative Futures Working Paper 31

34 NY5 Land Use & Transportation Study 2A. Urban Albany/Suburban Schenectady Dedicated Side Transit Lanes The primary section for this option is again for the 99 right-of-way. The two 12 transit lanes are separated from the auto flow by a six foot sidewalk median. The standard section has two 13 traffic lanes with parallel parking on both sides. Dedicated bicycle routes will be located on a parallel route (see segment diagrams for proposed routes) During peak traffic periods the parking lane would be signed to not allow parking in the peak direction. The sidewalks has an adequate 12 width. The secondary dimension string illustrates the condition at a transit platform. At the platform area transit vehicle speeds are reduced, safely allowing 18 narrower lanes. This reduction along with the one foot narrowing of the adjacent sidewalk, provides for a 10 wide platform median between the parking/traffic lane and the transit lane. 32 Alternative Futures Working Paper

35 NY 5 Land Use & Transportation Study 2B. Urban Albany/Suburban Schenectady Dedicated Central Transit Lanes This section illustrates a situation where the transit lanes would run down the center of the Corridor. As with the previous section on-street parking would only be allowed during non-peak times and bicycles would use a parallel route. Platforms could be off-set to opposite sides of intersections to facilitate left turn pockets. Alternative Futures Working Paper 33

36 NY5 Land Use & Transportation Study 3A. Suburban Albany/Colonie Boulevard Option The primary section for this multi-accessway boulevard option widens the existing 99 right-ofway to a 144 right-of-way. The boulevard effectively separates the faster, through traffic from the slower moving local access traffic. The separation is achieved by ten foot wide planted medians that help visually reduce the width of the right-of-way and provide for a more pedestrian-friendly environment along the local accessway. The central lanes include four for auto and two dedicated for transit (either bus or light rail). The local accessways include a parallel parking lane, a travel lane, and would also accommodate bicycle traffic. Left or U turns would not be allowed from the through traffic lanes. Vehicles would use the local accessways to make left turns. The secondary dimension string illustrates the condition at pedestrian crossings. The inclusion of an eight foot median is for the safety and comfort of pedestrians crossing the street. At this location parallel parking is removed and the side medians are increased in width. The boulevard treatment is most appropriate where new development would occur in village or neighborhood centers along the Corridor, where its improved pedestrian environment will complement new street-fronting buildings. 34 Alternative Futures Working Paper

37 NY 5 Land Use & Transportation Study Alternative Futures Working Paper 35

38 NY5 Land Use & Transportation Study 3B. Suburban Albany/Colonie Boulevard Option This section again represents the widening of the existing 99 right-of-way to a 144 multiaccessway boulevard. This option provides the same number of traffic lanes as exist today, two in each direction with transit mainly in the curb lane (this option would not be functionally acceptable for light rail). On street parking within the side access lanes would be angled. Rather than a continuous turn lane as exists today, a landscaped median is provided that would have left turn pockets at key intersections. In this boulevard option, the reduction in traffic lanes creates the opportunity to provide angled parking along the local access lanes. The secondary dimension string illustrates the condition at a transit stop where a pull-out is provided within the overall dimension of the side median requiring the removal of angled parking the length of the pull-out. 36 Alternative Futures Working Paper

39 NY 5 Land Use & Transportation Study 3C. Suburban Albany/Colonie Boulevard Option This section is relatively similar to 3B but with parallel parking in the access lanes. This change results in an overall 10 narrower right-of-way. Alternative Futures Working Paper 37

40 NY5 Land Use & Transportation Study 4. Suburban Albany/Colonie Non-Boulevard - Dedicated Transit Lanes This section illustrates a non-boulevard option with dedicated transit lanes. It was found necessary that to accommodate all modes some amount of additional land acquisition was necessary either 104 or a 120 R.O.W. In the 104 R.O.W. Transit lanes are to the side and there is a central median/turning lane. In lieu of a dedicated bike lane there is a multipurpose path on either side. This path would be striped to indicate bikes on one side and pedestrians on the other. This option is preferable where fronting businesses have parking in front of their establishments and cannot relinquish any property (this is important given that there is no on-street parking in this segment). The 120 R.O.W. illustrates the transit lanes in the center and two median/turning lanes on either side. Bicycle lanes are within curb-to-curb but at the expense of a viable planting strip along the sides. Significant planting is possible though in the two center medians. 38 Alternative Futures Working Paper

41 NY 5 Land Use & Transportation Study 5. Suburban Albany/Colonie Non-Boulevard - Mixed Flow Transit This section maintains the existing 99 right-of-way but includes a 12 planted median that accommodates left turn lanes where necessary, and a dedicated six foot bicycle lane. Two lanes in each direction are provided with the outside lane being a auto/transit mix flow lane (this option not likely to be acceptable for light rail). The section allows a 15-6 wide pedestrian/landscape zone on both sides of the street. The secondary dimension string illustrates a transit stop condition. At appropriate locations, the sidewalk is narrowed by five feet and a 10 pull-out is provided. This pull-out interrupts the bicycle lane requiring bicycles to yield to transit vehicles. As noted, where traffic volumes are lower, it would be possible to facilitate transit sops on bulb-outs. However many segments of the Corridor where this section would apply have heavier loads necessitating pull-outs so as not to obstruct through traffic. These sections do not provide the local access benefit of the boulevard options, but do not require additional right-of-way. Alternative Futures Working Paper 39

42 NY5 Land Use & Transportation Study 6. Urban Schenectady Mixed Flow Transit The primary section illustrates a 54 curb-to-curb distance within a 90 right-of-way. One lane is provided in each direction in addition to a center turn lane. The traffic lanes are for auto/transit/ bicycle mixed flow. Parallel parking is provided on each side with the option of angled parking achieved by a narrower sidewalk. It would also be possible at gateway locations to provide a landscaped median in the center of the right-of-way with slightly narrower sidewalk/landscaped areas along each side of the road. The secondary dimension string illustrates than option that includes a dedicated bike lane. This option would require slightly narrower auto/transit lanes and a restriction to only parallel parking for a symmetrical section. An asymmetrical section though could accommodate angled parking on one side with narrowed sidewalks. 40 Alternative Futures Working Paper

43 NY 5 Land Use & Transportation Study 7. Urban Schenectady Dedicated Transit Lanes This section illustrates a narrower version of #2A Urban Albany/Suburban Schenectady street section. The slightly reduced dimensions allows it to fit within the existing 90 right-of-way. The dedicated transit lanes are separated from the auto lanes by a five foot median sidewalk. Again, if necessary, parking could be eliminated in the peak direction during commute periods. Bicycles are accommodated on a parallel route such as Albany Street. The secondary dimension string illustrates the condition at a transit platform. At the platform area the vehicle speeds are reduced allowing 18 narrower lanes. This reduction along with the one foot narrowing of the adjacent sidewalk, provides for a 8 wide platform. The 9 6 foot wide sidewalks are minimal for an area that is this urban and experiences a highlevel of pedestrian activity. Also, it should be noted that the 90 r.o.w. does not exist in the one or two blocks of State Street directly east of Nott Terrace, in which case one side of parallel parking would need to be removed and the option of two lanes in the peak direction would not exist in both the east and west bound directions. As noted, refer to Section #2B for how a central transit lane could be accommodated. Alternative Futures Working Paper 41

44 NY5 Land Use & Transportation Study 8. Urban Schenectady One-Way Couplet Option: State Street and Albany Street In the Urban Schenectady portion of the corridor there is an option to form an approximately one mile long, one-way transit couplet. The couplet would extend from Nott Terrace east to Swan Street or Kelton Avenue with westbound transit running along State Street and eastbound traffic on the parallel Albany Street. The couplet enables dedicated transit lanes in what is otherwise a prohibitively narrow (70 ) portion of State Street. The first section is that of State Street. The existing 70 right-of-way would accommodate one auto and one dedicated transit lane, a one way bicycle lane and parallel parking on both sides wide sidewalks are provided on both sides of the street. The second section illustrates the slightly narrower 66 Albany Street right-of-way with the same curb-to-curb dimensions of State Street but with narrower sidewalks. A 12 walk/landscape area is provided on the south side of the street allowing a 6 sidewalk with 6 planter strip where residences front onto the street. An 11 wide sidewalk with tree planters is provided on the north side of the street which is primarily commercial. 42 Alternative Futures Working Paper

45 NY 5 Land Use & Transportation Study 8B. Urban Schenectady Two Way/One-Way Mode Combination I This is the first of two additional sections that do a variation on a couplet with Albany Street. In this section a one-way dedicated transit and bike lane, and two-way auto lanes are accommodated on State Street. This section is cut through the narrowest (70 ) portion of the street (a relatively short stretch). Therefore where the width allow a parking lane could be added between the median and the bike lane. On Albany Street, only one-way traffic for all modes would be allowed. 8C. Urban Schenectady Two Way/One-Way Mode Combination II In this combination both transit lanes are accommodated on State Street but only in combination with one-way auto traffic heading into the downtown core. Two lanes of parking are possible but no bicycle lanes. Bike lanes are accommodated on Albany which has a relatively conventional two-way configuration. Alternative Futures Working Paper 43

46 NY5 Land Use & Transportation Study 44 Alternative Futures Working Paper

47 NY 5 Land Use & Transportation Study Transit System Alternatives Intermediate Scenario Segments 1 & 2 Potential Commuter Rail Stop Watervliet/N. Allen Transfer Street Section #1 Note: Bike Lane on Street Bus stops at 800 to 900 feet o.c. Armory/Lark Transfer Stop Alternative Futures Working Paper 45

48 NY5 Land Use & Transportation Study Stimulated Scenario Segments 1 & 2 = Bike Route Street Section #2A or 2B Note: Bike Route on parallel route Watervliet/N Potential Commuter Rail Stop Allen Transfer Station N. Main Station Swinburne/Bleeker Station Ontario Transfer Station Lake Station Lexington/Robin Station Henry Johnson Transfer Station Armory/Lark Transfer Station 46 Alternative Futures Working Paper

49 NY 5 Land Use & Transportation Study Intermediate Scenario Segment 3 East #3 A or B #5 One Stop Between Northway/Colonie Center Transfer Stop Fuller Road Transfer Stop S TREET SECTIONS #1 #5 Bus Stops at about 900 to 1000 feet o.c. Watervliet/North Allen Transfer Stop Alternative Futures Working Paper 47

50 NY5 Land Use & Transportation Study Stimulated Scenario Segment 3 East Northway/Colonie Center Station S TREET SECTIONS #3 A,B or C #4 #3 A,B or C #4 #5 A,B or C #4 # Fuller Road Station Roessleville Station )at Inter-State Avenue) Maplewood Station Osborne Station Westland Hills Station at (Austain Avenue) Colvin Station Everette West Station Everette East Station Watervliet/North Allen Transfer Station 48 Alternative Futures Working Paper

51 NY 5 Land Use & Transportation Study Intermediate Scenario Segment 3 West S TREET SECTIONS #3 A,B,C #5 #5 Bus Stops at about 900 to 1000 feet o.c. New Karner Road Transfer Stop Northway/Colonie Center Transfer Stop Alternative Futures Working Paper 49

52 NY5 Land Use & Transportation Study Stimulated Scenario Segment 3 West To Maywood Station S TREET SECTIONS #4 #3 A,B or C #4 #3 A,B or C # Karner Village West Station Karner Village East Station New Karner Road Station Colonie Village West Station (at Karner Road) Lancy Station Colonie Village Center Station Lincoln Station 4300 Northway/Colonie Center Transfer Station 50 Alternative Futures Working Paper

53 NY 5 Land Use & Transportation Study Intermediate Scenario Segment 4 Niskayuna Transfer Stop #5 One stop between #3B (one side) Stanford Heights Stop S TREET SECTIONS #5 #3B (one side) #5 Bus stops at about 1/4 mile o.c. Bus stops at about 1/4 mile o.c. Maywood Stop Alternative Futures Working Paper 51

54 NY5 Land Use & Transportation Study Stimulated Scenario Segment 4 (Suburban Schenectady) #4 (104 ROW) 2800 Niskayuna Transfer Station #3B (one side) Stanford Heights Station S TREET SECTIONS #4 (104 ROW) Lisha Kill Station Maywood Station #4 (104 ROW) 6000 #3B (one side) To Karner Village West Station 52 Alternative Futures Working Paper

55 NY 5 Land Use & Transportation Study Intermediate Scenario Segments 5, 6, and 7 #1 S TREET SECTIONS #6 Alternative Futures Working Paper 53

56 NY5 Land Use & Transportation Study Stimulated Scenario Segments 5, 6, and 7 = Bike Route S TREET SECTIONS #7, 8 A, B or C #2A or B # Nott Terrace Station Paige/Close Station Craig/Hulett Station Stueben Station Backus/Waldorf Station Kelton Station Elm Station James Station Fehr Station Dartmouth Station Woodlawn West Station Garfield Avenue Station Woodlawn East Station (at Sanford) East Schenectady Station (at Shirley Drive) 54 Alternative Futures Working Paper

57 NY 5 Land Use & Transportation Study Detailed Studies & Simulations A series of Detailed Studies and photo simulations have been prepared to illustrate how areas within the five Urban Typologies could develop under the Intermediate and Stimulated Scenarios. These were initially developed for the Urban Typologies Workshop where they were used to elicit input from Corridor stakeholders. Stakeholders were asked if the studies agreed with vision for the future of the specific site as well as other areas within the Corridor. Vale Neighborhood: An example of small-scale infill and street-calming techniques in an Urban Core neighborhood. Central State Street Neighborhood: Illustrates the integration of a grocery store into an Urban Strip neighborhood. Woodlawn Plaza: This is a study of alternatives for the reuse of an underutilized retail center along the Urban Strip. New Karner Road: A study for the long-term build-out of a Mixed-Use District in this major opportunity area. Colonie Village Center: Illustrates the creation of mixed-use village center and pedestrian-oriented street design strategies along the Suburban Strip. Swinburne Park: This is a study of the Speciality Retail Area adjacent to Swinburne Park that includes: several building products retailers and Honest Weight Co-op. Townsend Park/West Hill Neighborhood: This study illustrates concepts for infill development, linkages between commercial uses on Route 5 and Corridor neighborhoods, and parking strategies. Alternative Futures Working Paper 55

58 NY5 Land Use & Transportation Study Townsend Park/West Hill Neighborhood Initial Approach Within the Townsend Park/West Hill Neighborhood the concern centered on maintaining the existing urban quality of the district while increasing connectivity between the residential neighborhoods and the Washington Park and Empire Plaza. The mitigation of auto domination was also a concern. The consultant team addressed these issues by identifying sites where thru-block connections may be appropriate. These provide pedestrian and bicycle short cuts through the long blocks in this area. The thru-block paths would connect with mid-block crosswalks. These connections utilize surface parking lots that would be designed with improved pedestrian facilities and small linear parks with playgrounds and tot lots. This could include conversion of adjacent buildings to civic uses such as a community center. Pedestrian improvements are also necessary on existing sidewalks in order to promote walking as a viable transit alternative. Maintaining the urban character of district necessitated addressing the issue of surface parking lots. The consultant team initially identified three sites appropriate for building multistory parking garages. A lower investment alternative would be consolidating surface parking into a limited number of sites that would be attractively landscaped and perhaps part of a mid-block connector. This approach to parking would allow parcels currently used for surface parking to be used for infill development thereby reinforcing the street wall. Feedback and Revisions The feedback for the Urban Typologies Workshop was supportive of improved pedestrian amenities along existing sidewalks and the idea of mid-block connectors. Concern was raised that the creation of parking structures would promote auto dominance. The team evaluated the current 56 Alternative Futures Working Paper

59 NY 5 Land Use & Transportation Study parking situation and decided to retain the option for a structure on one central site (that could be accessed from two levels). Another parking option was added that included the creation of a parking plaza along Sherman Street which runs parallel to Central Avenue. The plaza would essentially be a courtyard surrounded by residential and commercial mixed-use buildings with vehicular access along Sherman. Pedestrian connections would be ample and due to grade change would include stairs and ramping. Alternative Futures Working Paper 57

60 NY5 Land Use & Transportation Study Swinburne Park Initial Approach Intermediate Scenario This site has the initial structure for an interesting community amenity. The site is between a neighborhoods, a high school, and Swinburne Park that has existing recreational facilities. The site was also the location of a vocational school, police station and successful food co-op. The architectural character of this area was also deemed as significant. Given the size of the block, the consultant team identified the opportunity for a connection through the site between the park and West Erie Street that connects to the high school. This link is already used informally by residents, high school students, and police cars. In the Intermediate Scenario the link would be a formalized path that terminates in a small plaza along Central Avenue. Between Central Avenue and Clinton Avenue, en route to Swinburne Park would be another plaza located on what is now a parking lot. The plaza would be attractively landscaped and retain some parking. A two story mixed-use commercial building is also proposed on this site. Both of these plazas would provide transit stop facilities along Central Avenue and be connected with each other, and the park, with generous crosswalks. Adjacent to the Votec School the Intermediate Scenario would also see the inclusion of another retail building that would be in keeping with the warehouse style of retail currently existing on the block. Existing central parking would be formalized and shared by retail and other services. Central Avenue itself would be planted with street trees and include pedestrian amenities. Stimulated Scenario In the Stimulated Scenario the block would be developed further into a specialty, warehouse-style shopping district with the inclusion of additional retail buildings and the conversion of existing buildings to retail uses. One of these would be a new building placed at the western end of the Honest Weight Co-op parking lot. This building would define the interior parking lot and activate the connector path. It would also serve to ease the grade change between Votec and the Co-op. Ample addition parking is available in the northwest corner of the site. These lots would be well-connected to each other thereby reducing the necessity for additional curb cuts along Central Avenue. Infill development would occur along Central Avenue to better define the street. In particular, the corners of Manning Boulevard and Central Avenue would be developed to create strong corners. Where street front parking is necessary (such as the entrance to Votec and the police station) street wall definition would be created with landscape elements. 58 Alternative Futures Working Paper

61 NY 5 Land Use & Transportation Study Feedback and Revisions Participants in the Urban Typologies Workshop were for the most part supportive of the idea of a connector path between the neighborhood and Swinburne Park. Safety concerns were raised related to visibility along that path for surveillance purposes. The design team addressed this issue by straightening out sight lines thereby improving visibility from the street to the interior of the site. Street improvements were also requested for the other connector streets such as Manning Boulevard and Partridge Street. Existing Condition Intermediate and Stimulated Scenario Alternative Futures Working Paper 59

62 NY5 Land Use & Transportation Study Colonie Village Center Initial Approach Intermediate Scenario This site provides a unique opportunity to create a community core for the Village of Colonie. The location of the Community Center supported this notion. The major challenge for the consulting team was how to efficiently handle traffic flow through this site (this section of NY5 has been identified as one of the heavier used sections of the Corridor) while creating an identifiable character in keeping with a village center. The solution was the creation of a multi-lane boulevard with lanes facilitating through traffic and also slower moving local access lanes with angled parking. In the Intermediate Scenario only one half of the boulevard was created in front of the community center. The median is the location for the westbound transit stop and is connected to the community center by a plaza and village green (potential site for a significant civic monument). Cars driving along the access lane actually drive on the plaza which is separated from pedestrian areas by bollards. The village green is located on the existing community center parking lot. Community center parking has been relocated to the north of the center off of Central Avenue along the existing recreational fields. Existing mature trees on site are hoped to be retained in order to break up the scale of the parking lot. Tree buffers are planted along the rear of the existing car dealership to provide a screen for the adjacent single family lots. Screening is also uses in the exiting restaurant parking lot adjacent to the dealership to visually screen the expansiveness of the existing lot. Gateways to the village center at Locust Park and Fuller Terrace are demarked by a planted central median each with a length of approximately 200 feet. Additionally, new development is proposed at these locations to further define the street and provide additional commercial space within the center. Stimulated Scenario The Stimulated Scenario sees the completed development of the multi-lane boulevard along this entire segment of Central Avenue. The planted central median is also continued and, where necessary, includes a left turn lane. The side median is interrupted at the corner of the Broderick Street due to the relatively small setback of the existing medical offices. The team decided to use this location as the site for the eastbound transit stop. Incremental infill development is proposed including the redevelopment of the parcels to the east of the community center. This two story development would not only define the street but give 60 Alternative Futures Working Paper

63 NY 5 Land Use & Transportation Study definition to the west side of the village green. Parking for the development is connected and shared with the community center s parking lot. The other major redevelopment site is the car dealership. The Team proposes that the dealership remain but additional retail and entertainment uses be included along the side of the parcel fronting Central Avenue. The car display is moved to the rear of the lot but the dealership building is extend up to Central Avenue providing greater visibility for the establishment. This parcel also extends back to the residential street. The team has identified this as a location for a pedestrian connector between the adjacent neighborhood and the civic and commercial services in the village center. Feedback and Revisions Participants in the urban typologies workshops were pleased with the interconnectivity of the scenario and the gateway elements. Concerned was raised over the complete removal of the car dealership (initial proposal) which led to the team developing a multiuse car dealership. There was interest in developing the boulevard/ local access concepts further. Existing Condition Intermediate and Stimulated Scenario Alternative Futures Working Paper 61

64 NY5 Land Use & Transportation Study New Karner Mixed-Use Center Initial Approach The area around the intersection of New Karner Road and Central Avenue creates one of a few opportunities along the Corridor for a major reuse and redevelopment area. The other areas are similar in their existing use, regional retail, but smaller sized and are not as parcelized. The New Karner area has been defined to include several parcels to the west and north of the major retail shopping areas that are underutilized. The illustrative plans that have been prepared show the build-out of the Stimulated Scenario, the Intermediate Scenario would cover less land area and not include the eastern residential neighborhood. In the alternative prepared for the Urban Typologies Workshop the major retail buildings remained with the Kmart being reused for back-office employment. A boulevard with local accessways would be developed on Central Avenue with 2 to 3 story mixed-use buildings fronting onto the street. To the north of these offices or apartments fronted onto adjacent rural open space. The area to the west of the Colonie Plaza was redeveloped as a mixed-density residential neighborhood with mixed-use buildings fronting onto Central Avenue. Feedback and Revisions The major issues that were raised during the Urban Typologies Workshop included the expanses of surface parking without buildings lining adjacent streets, the lack of connectivity in the pedestrian street and open space system, the location of a large part of the new neighborhood on top of potentially contaminated soils, and a lack of connections to surrounding employment and housing. The redesign of the area has created more pedestrianoriented streets in the retail center reuse area and includes a 62 Alternative Futures Working Paper

65 NY 5 Land Use & Transportation Study hotel at the round about between the neighborhood and the center. A village green has been added at the south end of the main street across from Price Chopper and adjacent to the street which connects to the neighborhood green in the residential area. The photo-simulations show the view from the transit stop on the north side of Central looking towards Price Choppers. In the new neighborhood small civic building (i.e.; day care center, community center, or religious facility) is fronts onto the neighborhood green. An office employment area is located on top of the potentially contaminated soils. Additional pedestrian and bicycle linkages to the surrounding neighborhoods and employment areas would be created. The potential for improving pedestrian crossings of New Karner should also be considered. Existing Condition Intermediate Scenario Stimulated Scenario Alternative Futures Working Paper 63

66 NY5 Land Use & Transportation Study Woodlawn Plaza Initial Approach The two predominate issues with this site are the fate of the existing Woodlawn Plaza and the location of a regional transit hub. A secondary issue is calming traffic entering neighborhoods abutting the Corridor, and reconstituting the residential fabric of the streets abutting Woodlawn Plaza. Intermediate Scenario Stimulated Scenario Intermediate Scenario In the Intermediate Scenario the existing Woodlawn Plaza Mall is retained and revitalized with new retail and service uses, such as medical offices. At the entry point on State Street development is proposed to create a pedestrian street frontage, a village green, and a location for a local and regional transit hub. Buses coming off The Crosstown would loop around the village green. Stimulated Scenario This scenario removes the existing mall and introduces a new connector street (believed to be in the location of the vacated Lawnwood Avenue right-of-way) between State Street and Albany Street. This new street is lined with two and three story mixed-use commercial and residential buildings. Retail uses would be located on the ground floors of the developments fronting State Street and the village green. A limited number of multifamily residential units would be included in development in the center of the site and sixteen single family lots are created fronting School Street and Albany Street. Across State Street new office commercial development is proposed in the three blocks between The Crosstown and Laurel Avenue taking advantage of the site s proximity to the potential regional transit hub and regional access provided by State Street and The Crosstown. In this scenario the buses coming off of The Crosstown would not loop around the village green (because of more pedestrian activity anticipated in the area) but rather turn right on Lawnwood Avenue and loop behind the office development before returning back to State St. and ultimately The Crosstown. 64 Alternative Futures Working Paper

67 NY 5 Land Use & Transportation Study Feedback and Revisions Initially a proposal was made in the Stimulated Scenario for a townhome development in the center of the site along with the sixteen single family homes abutting side streets. Participants in the Urban Typologies Workshops felt this was showing perhaps too much residential development. The consultant team therefore decided to limit residential development to the single family homes and to second and third story apartments in the mixed use development. The original location for the transit hub proposed by the consultant team was on the east side of The Crosstown. Participants felt the new development warranted a transit hub in closer proximity. It was also suggested that a shuttle service be provided between the New Woodlawn Plaza development and the seniors facilities to the southwest. Existing Condition Intermediate Scenario Stimulated Scenario Alternative Futures Working Paper 65

68 NY5 Land Use & Transportation Study Central Schenectady Neighborhood Initial Approach Moving closer to the core of Schenectady, density increases and an urban definition is more prevalent. Concern in this area was providing necessary community services, economic revitalization, and improving neighborhood quality of life. Intermediate Scenario The consultant team initially identified two development sites for a proposed grocery and drug store development. The first was on the northwest corner of Brandywine Avenue and State Street. The development would retain the existing brick bank building on the corner. Options ranged from a 20,000 sq. ft. store to a 70,000 sq. ft. store which necessitated the vacating of the Albany Street right-of-way. The second site was adjacent to the existing Rite Aid drugstore. In the Intermediate Scenario a 16,000 square foot grocery store is proposed with liner shops that enliven State Street. The parking lot for this development would also included a mid-block pedestrian pass-thru connecting McClelland St. to Albany Street. Development of this site would remove a few singlefamily homes, some of which have been converted to commercial use. The commercial character of this part of the Corridor and high-traffic levels have isolated these homes. Residents should be relocated to homes in the adjacent neighborhoods. Within the neighborhood on the east side of State Street the consultant team directed their attention to traffic calming measures and the identification of sites appropriate for neighborhood-serving needs. McClelland Street was identified as an important connector between State Street and Schenectady to the east and limited intervention to the roadway was proposed. The other important connector street was Division Street which links State Street with the existing St. Clare s hospital. The team proposes that an evaluation be done on the type and speed of traffic on this street to determine the appropriate level of traffic calming. Elm Street s character would acknowledge that it is the neighborhood connection between State Street and Central Park located adjacent to the hospital. The team proposes parklike amenities (i.e. benches) and landscaping for this street. Furman Street was determined to be the most calm street with bolder traffic calming tech- 66 Alternative Futures Working Paper

69 NY 5 Land Use & Transportation Study niques proposed including diverters, chicanes, speed bumps and a necked-down gateway at the entrance at State Street. Becker Street runs perpendicular to these streets and parallel to State Street. Local serving business such as a restaurant, pub and grocer are already located on this street. The team identifies this as an appropriate type of development and proposes that it be encouraged to create a small scale, neighborhood friendly commercial street. Stimulated Scenario In this scenario an enlarged grocery store development and street couplet is proposed. On the site located south of the Rite Aid, a 30,000 square foot grocery store is proposed and a drug store to replace the previous grocery store in the Intermediate scenario. Linear shops again enliven the street and screens the parking lot. The pedestrian pass-thrus connecting McClellan and Albany St. remain and is more attractively landscaped. The team proposes that, in the event of rail transit, that State Street and Albany should be examined as a potential one way couplet that would return to two way street at Kelton Avenue. This would allow additional width in the right-of-way to accommodate a transit only lane and aid in relieving traffic congestion at the cross streets. Feedback and Revisions After discussion with the Urban Typologies Workshop participants the proposed grocery store development was limited to the site adjacent to the Rite Aid. The site on the northwest corner of State and Brandywine was therefore identified as appropriate for commercial/employment infill development. Stimulated Scenario (with liner buildings removed to illustrate parking lot) Stimulated Scenario (with liner buildings) Alternative Futures Working Paper 67

70 NY5 Land Use & Transportation Study Vale Neighborhood Initial Approach The major concern in this area was neighborhood revitalization. Currently the neighborhood can be characterized as marginalized with criminal activity present (drug dealing and prostitution). The consultant team s focus was reconfiguring the streets in such a way to both dissuade criminal activity and to make for a more attractive environment for the residents. This entailed implementing traffic calming measures such as those in the Brandywine neighborhood (chicanes, diverters, trees planted in the street, etc.). A system of one way streets with neck-down gateways are also proposed to control the speed and "type" of traffic. Intermediate Scenario Currently at Moyston and State Street are two motels identified as a nuisance by the neighborhood. In the Intermediate Scenario the team proposes the site s use be converted to residential apartments with an adjacent small neighborhood grocery store and child care facility. Increased parking is accommodated on State Street by installing angled parking on the east side of the street. At Mynderse Street a gateway feature is created at the back of the commercial properties and the street is one-way coming out of the neighborhood. A new mixed-use building would be constructed on the western corner. Stimulated Scenario Under this scenario more extensive streetscaping and traffic calming is proposed. Mynderse St. east of Victory Avenue is designed as a gateway to Vale Park. At the other end of Mynderse Street at State Street new corner development is proposed with ground floor commercial/retail. The motel sites are now either a community center with associated residential and commercial uses or a larger, 22, 000 square foot grocery store also with residential and commercial uses. Feedback and Revisions Feedback from the workshops primarily centered on neighborhood revitalization and street safety. Additionally, concerns were expressed about the extent of the traffic calming devices. Further detailed investigation would need to be undertaken to determine if the chicane treatments are necessary for improving safety. 68 Alternative Futures Working Paper

71 NY 5 Land Use & Transportation Study Existing Condition Intermediate Scenario Stimulated Scenario Alternative Futures Working Paper 69