Community Planning for the Wassaic Rail

Transcription

• FINAL REPORT •
COMMUNITY PLANNING
FOR THE
WASSAIC RAIL EXTENSION
prepared for the
Harlem Valley Partnership for Economic Development, Inc.
and the
Metropolitan Transportation Authority
by Joel S. Russell, Woodlea Associates,
Robert Lane, Regional Plan Association, and
John Shapiro, Abeles Phillips Preiss & Shapiro
September 1999
INTRODUCTION:
FRAMING THE ISSUES
“The hamlet of Wassaic was named Washiac, or land of difficult
access, by the Indians.”
—from “Welcome to Amenia, New York,” a promotional brochure
distributed by the Town of Amernia
PURPOSE OF THIS REPORT
Commuter rail service is coming to Wassaic, New York. The purpose of
this report is to assess the prospects for economic development and to
assist the local community in planning to accommodate the extension of
Metro-North’s Harlem Line passenger rail service to a site six-tenths of a
mile north of the hamlet of Wassaic. The rationale behind this study is
that if the community prepares well for the extension of the rail service it
can be in a position to benefit from it; if it does not prepare, there may be
minimal benefit or even negative consequences. With the rail extension
project now under construction, it is more important than ever for the
community to be prepared for what will happen once trains begin pulling
into the new station.
Wassaic is a place that means different things to different people. This
became evident through a series of interviews and small group meetings
with over sixty local leaders and residents, conducted by consultant Joel
Russell in May, 1998, to discuss the opportunities and challenges that
might result from the Metro-North Railroad extension project. Based
upon those interviews, Russell produced, in June 1998, a preliminary
diagnostic analysis of the planning issues relating to the Wassaic
extension.
The diagnostic study was followed by a day-long public design
workshop held on Saturday, October 3, 1998. During the same time
period John Shapiro of Abeles Phillips Preiss & Shapiro prepared an
economic development analysis of the area and Robert Lane of Regional
Plan Association studied design options for development and
redevelopment in the hamlet of Wassaic and the area around the new
commuter rail terminus. Shapiro and Lane also made presentations and
helped to facilitate at the October 3 workshop. This report summarizes
the conclusions reached through this community planning process.
Figure 1: Aerial view of Wassaic Valley, looking south.
At first blush, there would seem to be little consequence from an
extension of a commuter rail line six miles to a location that has very
little population and no public infrastructure other than highway access.
The diagnostic study of the railroad extension project revealed a complex
tangle of planning issues relating to the Town of Amenia and the Harlem
This planning study needs to be set in the context of the historical
development of the rail extension project. When passenger rail service
to the Wassaic area ended in 1972, Dover Plains became the terminus of
the Harlem Division. Wassaic had grown up as a hamlet along the rail
line where almost all trains made a stop. Restoration of rail service to
the hamlet was generally viewed favorably when it was first proposed.
Local residents assumed that meant service to the hamlet rather than to
another site in the general vicinity. However, because the historic hamlet
is located in a steep river gorge and is, in fact, a place “of difficult
access,” it was not selected to be the location of the terminus. Instead,
Metro-North chose a reclaimed mine site .6 mile north of the hamlet
because of its superior access to New York State Route 22 and the
availability of a large area of level land for parking and rail storage
facilities.
Because the selected terminus site is less than a mile from the hamlet,
Metro-North ruled out having a station stop in the hamlet for reasons of
Valley region generally, as well as some specific issues that directly
affect the hamlet of Wassaic. The larger issues include the planning and
zoning framework in the Town of Amenia, the proposed Island Green
development project, the future of the Taconic Developmental
Disabilities Service Office (DDSO), and the Harlem Valley Rail Trail.
This report analyzes issues relating to the impact of the rail extension on
the Wassaic area, setting them in the larger economic and planning
context of Amenia and the Harlem Valley, and presents
recommendations for action to deal with these issues. It is divided into
five chapters:
1. An introduction, based largely on the June, 1998, diagnostic
study, which frames the issues raised by the rail extension
project.
2. A discussion of the market and economic context of the project,
with specific reference to Route 22, Wassaic hamlet, and
Amenia hamlet.
3. A description of the site and an analysis of design issues raised
by the railroad extension project.
4. A summary of the results of the design workshop held on
October 3, 1998.
5. Conclusions and a summary of action recommendations,
including zoning changes, based upon the first four chapters.
These recommendations are intended to maximize the benefits
and minimize the negative impacts of the rail extension.
Chapters 1 and 5 were written by Joel Russell of Woodlea Associates,
Chapter 2 was written by John Shapiro of Abeles Phillips Preiss &
Shapiro, Chapters 3 and 4 were written principally by Robert Lane of
Regional Plan Association. Joel Russell compiled the report as a whole,
and graphics and layout were prepared by Robert Lane.
Figure 2: Dover Plaines Station area
operating efficiency. Metro-North also cited other reasons for not having
the train stop in the hamlet, including difficult road access, the presence
THE RAIL EXTENSION PROJECT
Regional Plan Association
Community Planning for the Wassaic Rail Extension
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There is no question that the region needs both kinds of places. In order
to get people out of their cars, it is necessary at the end of the 20th
century to build places that people can drive to, park their cars, and board
a train. Brewster North is a good example of such a facility. It does not
and most likely never will have a “sense of place.” Katonah and Pawling
are examples of Harlem Line stations that balance the needs of cars and
pedestrians, where the train station functions as an amenity and focal
point for an attractive community that has a distinct identity and charm.
Such places cannot
and should not be
transformed into
mere commuter
parking lots.
of wetlands, the possibility of illegal parking in the hamlet by train
riders, and potential traffic problems caused by the blockage of Furnace
Bank Road when the train is stopped.
Hamlet residents became concerned that a train going through their
community would have a very different impact from a train stopping
there. A train stop was perceived to be an amenity and an enhancement.
With trains moving slowly in order to stop, many residents believed there
would be minimal negative impacts, while the station would provide an
anchor for the revitalization of the hamlet.
Without a train stop, these residents were concerned that the train would
pass through faster, creating noise impacts and safety hazards with little
direct benefit to residents. To mitigate safety problems, fencing would
have to be installed which would divide the hamlet in half, cutting off
access between homes and recreational facilities. Locating the proposed
station outside of the hamlet changed what was originally seen as a
possible catalyst for community economic development in the hamlet
into a potential threat to community character and well-being. (Of
course, if the hamlet had contained a suitable site for a car-oriented rail
terminus, the additional parking and traffic would also have had a
negative effect on the community.)
The current practice
of many commuter
railroads is to build
new stations outside
of town centers in
order to provide
adequate parking.
This has been done
extensively in
recently reopened
commuter lines
outside of Boston,
with some negative
impacts on the town
centers where the
trains once stopped
before service was
abandoned decades
ago. The BART
system in the San
Francisco area was
originally built with
TRANSIT PLANNING CONTEXT
This situation represents a collision between the objectives of a small
community to preserve and enhance its unique historic character and
those of a regional transportation agency serving a broad public mandate
to provide efficient commuter service to a growing ridership. The
process of selecting the commuter rail station site became controversial.
The notion of “transit-friendly” development makes sense in a
pedestrian-oriented mixed use community with a rail station, which was
the historic character of Wassaic. A terminus station, designed
exclusively to provide convenient automobile access to commuter rail
service cannot support such a development pattern.
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Figure 3: Dover Plains
objectives: maintaining rural population density while providing an
urban level of transit services. Such a scenario might conceivably work
if a different type of transit operator, a tourist-oriented “Harlem Valley
Scenic Railway,” were to establish some type of heavily marketed
seasonal service staffed in part by volunteer rail buffs. This model is
marginal at best, but is at least conceivable, whereas standard commuter
rail service is not.
many of its stations surrounded by extensive parking lots. In recent
years, BART has realized that it missed an opportunity to capitalize on
the value of its real estate (value principally deriving from its own
operations), and has begun to develop transit-oriented mixed-use urban
villages around some of these stations.
This is the larger transit planning context in which the Wassaic extension
has been debated. The Wassaic area is extremely rural compared to the
examples mentioned in the previous two paragraphs. It does not have
anywhere near the population density needed to support rail service for
the local population. The purpose of the new station is not primarily to
serve local residents but to serve the entire region. People now drive as
much as 50 miles from further upstate in New York, western
Massachusetts, and Connecticut to board trains at Dover Plains. Moving
the terminus six miles north will benefit this regional “commutershed”
by marginally shortening driving time and providing a station with better
Route 22 access and more parking than Dover Plains offers. Through
this service improvement Metro-North hopes to increase ridership and
also to improve the efficiency of its operation by storing its trains at the
terminus rather than at Brewster North. This will save many nonrevenue miles of running trains from Brewster North to the northern
terminus of the line at Dover Plains to begin their revenue service.
Nonetheless, because Metro-North is a public agency with broad
responsibilities to the public as well as to the communities it serves, the
question remains as to how it can maximize benefits to the community.
This report will examine what might be practically achievable through
cooperation between the railroad and the community. The report also
examines what the Town of Amenia and other public and private
stakeholders might do to make the rail extension a positive force in the
community.
CONFLICTING VISIONS
There are a variety of visions of what the Wassaic area is now and could
become in the future. For Metro-North it is a convenient place to
terminate a rail line that draws riders from a wide area. For many hamlet
residents it is a lively and friendly community, physically frozen in time,
and economically somewhat depressed. For historic preservationists, it
is a small, relatively intact historic settlement, eligible for historic
designation. For fishermen, it is the location of a high quality trout
stream that they see as potentially threatened by construction, operation,
herbicide spraying, and maintenance activity along the railroad right-ofway. Each of these groups sees Wassaic differently, focusing on
different parts of its geography for different reasons.
While Metro-North has a responsibility to minimize harm to the local
community, it cannot cost-effectively provide rail service to a local
community with such limited ridership potential. There are some local
residents who would like to return to the pre-World War II days when the
railroad was the primary form of transportation for many people, and
small places like Wassaic and Amenia could support local rail service.
As many as five stations have been proposed in the Town of Amenia: at
the Taconic DDSO, Wassaic hamlet, the planned parking lot station,
Island Green, and the hamlet of Amenia. This would appear to be an
unrealistic scenario for a regional commuter railroad that needs ridership
numbers to justify providing rail service.
There are also conflicting visions for the Town of Amenia. The Town’s
Master Plan was adopted in 1991, yet it has not been implemented by
zoning changes and remains a source of controversy in the Town. Some
residents feel that the Master Plan well represents the aspirations of the
community as a rural place, with development focused around a diverse
These local residents are seeking to fulfill two inherently incompatible
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desirable as a place for exurban living and as a venue for recreational and
cultural activities serving the New York metropolitan area. The problem
may be that an influx of wealthy ex-urbanites (who make their living
outside the Harlem Valley) will not necessary be perceived to benefit the
local population (who make their living locally). Some local residents
are resentful of the newcomers and may be afraid of finding their
families priced out of the housing market, with few economic
alternatives other than low-paying service jobs. However, since second
home buyers generally are looking for country homes on rural back
roads, it is unlikely that many of these wealthy buyers will choose to
compete for the houses in hamlets and new subdivisions that are
inhabited by local residents.
In order for the Town of Amenia to act effectively to secure a better
future, it needs to develop a shared vision that can be practically
implemented through zoning changes, public investments, and private
sector cooperation. While many people feel that the current Master Plan
represents such a shared vision, there is a significant and vocal group that
does not agree. This division is not uncommon in small towns, and is the
reason so few communities successfully implement their Master Plans.
group of small hamlets and a town center, with scenic, historic,
environmental, and agricultural resources preserved and maintained.
This kind of place is attractive to second homeowners and
telecommuters, with a diversified small-scale economy of local
businesses and tourist facilities. Others focus on the Town’s recent
history as a declining blue-collar town where many residents have
worked at state institutions or in mining or agriculture. Mining is highly
While it would be best to develop a truly shared vision for the entire
Town, it may be easier to develop a smaller vision for the Wassaic area
only. This section of Amenia is about to be significantly affected by the
rail extension as well as by the proposed Island Green project. In the
case of Wassaic hamlet, the primary conflict of visions is between
Metro-North, which sees the hamlet as a settled area that trains need to
pass through safely, and local residents who see their quiet community
threatened by the noise, safety risks, and the safety improvements
designed to mitigate the risks. The railroad was the hamlet’s lifeblood
before the trains stopped running in 1972; their return looks to some
residents to be the hamlet’s death knell. As one resident said, “If the
train stops here, my property value will double, if it just passes through,
my property value will be cut in half.” This may be an exaggeration, but
it contains a grain of truth, and is a belief shared by many residents.
Indeed, there has been much speculation on what the Wassaic
extension’s impact will be on real estate values and economic
Figure 4: South entrance to Wassaic Station area
controversial and is one of the few traditional local industries that still
has an active market, although there is also strong opposition to it. A
mining proposal on Rattlesnake Mountain, just east of Wassaic hamlet, is
one of several issues currently dividing the community.
One group focuses on preserving the physical beauty of the Town; the
other on reversing its economic decline. Yet the Town’s physical
attractiveness is its economic future, as Amenia becomes increasingly
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development in Wassaic and in the surrounding area. An economic
analysis of the market context of the project is presented in Chapter Two
of this report.
HARLEM VALLEY RAIL TRAIL
A number of people expressed a strong interest in extending the rail line
to the hamlet of Amenia, the Town’s central commercial area. In
operational terms, it is difficult for Metro-North to justify a further
extension into an area with such low population density, especially once
it has provided the commuter parking lot and rail storage facility that it
needs at the northern end of the Harlem Line. The extension idea also
conflicts with the current plan to begin the Harlem Valley Rail Trail at
the new rail terminus north of Wassaic. The Wassaic terminus will
likely bring about the same amount of traffic and economic activity to
Amenia as would result from locating the terminus in the hamlet, but
with less disruption.
WASSAIC HAMLET
Wassaic hamlet is a place of difficult access. With two converging
streams, steep topography, and twisting roads, Wassaic is the kind of
place that someone only finds on purpose, not by accident. Most people
passing by on Route 22 have no idea it is there and no reason to turn
down the winding roads into the sleepy hamlet center. The hamlet lacks,
and most likely will always lack, the critical mass of population and the
convenience of access needed to sustain any significant business activity.
Only something that is a destination in its own right would bring people
into the hamlet.
Wherever the railroad line terminates makes a logical point of
connection to the rail trail, which is a regional recreational amenity.
There are currently no plans for the rail terminus to include facilities that
would enhance this connection other than commuter bicycle storage.
However, restrooms will be needed by trail users, and should be
provided if possible. In addition, a bicycle rental outlet and food and
drink establishments would be appropriate enterprises for such a
location. These could be concessions leased to private operators by
Metro-North if sufficient demand for such services materializes.
Alternatively, these facilities could be located in the hamlet of Wassaic if
a station stop or a good trail connection to the hamlet is provided.
While the Luther auction facility has been a destination of sorts,
attracting a regional market of small-scale livestock farmers, its days are
numbered. There is not enough business to sustain the operation and its
current owner does not intend to maintain it much longer. The farm
auction business is itself in decline, as the majority of farms in the region
have been sold out of traditional agriculture and into “gentleman”
ownership or development. Maxon Mills stands vacant, awaiting reuse
or demolition. The Pawling Corporation’s reuse of the former Borden
property is an encouraging sign of activity that has added some life to the
hamlet. The general store attracts a small clientele beyond the immediate
area of the hamlet.
There is a risk that continuing controversy over where to terminate the
rail line and where to begin the trail could paralyze the situation so that
nothing happens. For better or worse, the decision has been made to
terminate the rail line and begin the rail trail at the planned new station
site. Given this reality, it would be best to maximize the effectiveness of
this connection through cooperation between the Rail Trail Association,
Metro-North, community residents, and Town officials. If a further rail
extension is ultimately approved, a new connection can be designed in
conjunction with that project.
A railroad stop, even just a “flag stop,” could help revitalize the hamlet.
Some people might pay handsomely to live in a beautiful rural river
gorge that is walking distance to a metropolitan commuter rail station.
Such residents would patronize the existing general store, but probably
would not support very much additional local business unless a
dramatically larger scale of development occurred in the hamlet, which is
unlikely even with a rail stop.
POTENTIAL RAIL EXTENSION TO AMENIA AND THE
The Harlem Valley Rail Trail is the kind of regional recreation resource
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facility. Indeed, the Metro-North parking lot may be more important to
the success of the project than the rail service. The new parking lot can
be used as a place for people who drive to Island Green to park their cars
while attending events on weekends when there are fewer commuter cars
in the lot. This would solve one of Island Green’s biggest problems,
which is a lack of on-site parking spaces.
that, in combination with other assets in the area, could help revitalize
the recreation industry in the Harlem Valley, while also making it a more
attractive place for people to live and work.
ISLAND GREEN
The proposed Island Green golf course expansion, conference center,
hotel, and amphitheater has been looked upon by many as having the
potential to become the largest economic generator in the Town and the
region. Recent financial setbacks experienced by this project have called
these hopes into question. As described further in Chapter Two, it
remains to be seen whether or not this project will be able to fulfill its
promise.
TACONIC DEVELOPMENTAL DISABILITIES SERVICES
OFFICE
Redevelopment of the campus of the former Wassaic Development
Center (now Taconic DDSO) has long been heralded as a major potential
economic revitalization tool for the Harlem Valley. Despite years of
planning and preparation, this project still faces an uncertain future. The
location of a train station at this campus could be significant if there were
a major redevelopment of the site. Examples of potential redevelopment
uses are as a college campus, a health spa, or a conference center.
Serious consideration is now being given to selling most of this site to a
private developer or other user. However, if Taconic DDSO continues to
operate merely as an underutilized state facility, it is unlikely that the
station will have much ridership or that it will stimulate much economic
activity.
While the rail extension may provide some marginal benefit in making
TOWN AND HAMLET OF AMENIA
The Town of Amenia is a diverse community with six hamlets that are
very different in character from one another. The Town contains a
variety of dramatic and beautiful landscapes, including steep forested
hills with deep stream gorges and active farmland on the gentler hillsides
and valley bottoms. There are also significant wetlands.
As mentioned above, the Town has a Master Plan but has not enacted
zoning changes to implement the Master Plan. (A consultant was
recently engaged to assist the Town in revising its zoning.) Turmoil
within the community has made it difficult for Town officials to take
decisive actions. The Town faces some divisive issues including mining
Island Green accessible, it is not critical to the success of the proposed
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occurs can enhance the Town’s built environment while protecting
important open spaces.
proposals and the development of an industrial park. At the same time,
many citizens are trying to preserve the rural landscape character that
makes the Town an attractive place for the second homeowner,
telecommuter, and retiree. One of the keys to the future of Amenia is
improving the commercial viability of the town center. As the Amenia
Master Plan pointed out, realizing the commercial, civic, and residential
potential of this settlement depends upon providing central sewerage
services. Many citizens have advocated this for years, yet because of
cost and other factors little has been done about it.
An update of Amenia’s 1991 Master Plan is needed to take into account
the rail extension and Island Green projects as well as demographic,
economic, and other information that has become available since 1991.
More importantly, the Town’s zoning law and subdivision regulations
are in serious need of an overhaul to implement the vision portrayed in
the Master Plan. It may also be appropriate to reconsider that vision and
modify it to ensure that it fairly represents the community’s goals.
Many of the people interviewed for this diagnostic planning study
expressed a strong concern that the Town of Amenia is simply not
prepared to deal with the economic development that could come as a
result of proposed projects including the rail extension, Island Green, and
the redevelopment of Taconic DDSO. The two biggest concerns were
zoning and sewer infrastructure. Amenia’s zoning law is antiquated and
does not provide the Town with the tools it needs to ensure quality
development. Without appropriate zoning and sewer infrastructure in the
town center, there is a real risk of the Town being overwhelmed by strip
commercial development along Route 22 along with residential suburban
sprawl in the hinterlands. Such development would destroy the unique
character of the town’s hamlets and the beauty of its rural landscape,
resulting in the development of prime farmland, overloading scenic rural
roads, and creating traffic congestion and safety problems which could
then lead to widening, straightening, and paving these roads.
It is essential to revisit the issue of central sewerage facilities in the town
center area. Technological developments in small-scale sewage disposal
may change some of the economic parameters of this problem. The
assistance of the Dutchess County Water and Wastewater Authority may
enable the Town to devise some creative solutions, which will be
desperately needed if the Town is to implement its major planning goals.
If the Town is able to develop and implement a shared vision of its
future, it can attract the kind of new businesses and residential growth
that are compatible with Amenia’s special character. By cooperative
relationships among government, the private sector, landowners, and
non-profit organizations, much of the rural beauty and historic character
of the Town can be preserved for future generations. If a sewer system
can be designed and financed for the town center, residential and
business growth can be effectively concentrated in that location to build
a revitalized community. With appropriate zoning controls, including
site plan review and design standards, the quality of the development that
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INTRODUCTION
• Chapter 2 •
A plan for maximizing the economic benefits of the rail line extension
and new Wassaic train station must be grounded in the real estate and
market realities of the region and community. This chapter evaluates
these economic realities, and suggests ways in which the project might
be enhanced. Five topics are addressed:
♦
Commercial spin-off along Route 22, in or near the train
terminus
♦
Spin-off for the Amenia hamlet center
♦
Relationship to tourism, including the proposed Island Green
project
♦
Impact on the Wassaic hamlet center
♦
Potential for new housing
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MARKET CONTEXT
The methodology for the market study dovetailed with that for the study
as a whole. Market factors were included in the diagnostic analysis,
largely based on thorough market analyses prepared by Abeles Phillips
Preiss & Shapiro’s earlier “Economic Development in the Harlem
Valley” study for the Harlem Valley Partnership, updated by reviews of
the following reports and written materials:
♦
♦
♦
♦
♦
♦
Figure6: Wassaic Station area
Edwards & Kelcey, “Wassaic Extension: Final Environmental
Impact Statement,” prepared for the MTA/Metro-North, 1997.
Heyward C. Cohen, “Railroad Related Economic Development
Initiatives,” 1998.
PKF, “Market and Financial Analysis: Proposed Development
Plan: Island Green Country Club,” prepared for Frank Zarro,
1998. (Draft)
Sharon Daniel Kroeger, “Fostering Beneficial Economic Impacts
of the Metro-North Extension Project in the Harlem Valley,”
1998.
Urbanomics, “Property Values in Amenia Town and
Relationship to Transportation Access,” prepared on behalf of
the RPA and MTA, 1998.
Various articles on the Wassaic center, Maxon Mills, Island
Green project, etc., 1997-1998.
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as well as second-home ownership and all of its spin-offs). This benefit
will be lost if Route 22, where the rural image of the town and region is
experienced by the most people, absorbs additional unseemly strip
commercial development. Such development creates a suburban or lowvalue image that detracts from the primary economic value of the region.
In short, good planning makes market sense, if the Wassaic extension is
to generate a significant economic development benefit.
During and after the diagnostic stage, a number of interviews were
conducted with people who might add particular insight in relation to the
rail line and train station. The people interviewed include the following:
♦
Roger Akeley, Commissioner, Dutchess County Department of
Planning & Development
♦
Sam Busselle, a local architect formerly associated with the
Wassaic Developmental Center
♦
T. Jefferson Cunningham, III, First Hudson Valley Bank
♦
Rosemary Freni, Executive Director, Hudson Valley
Philharmonic
♦
Sharon Daniel Kroeger, Wassaic store owner and civic leader
♦
David Luther, owner/operator of the farm animal auction house
in Wassaic
♦
Bill Mayer, developer of a proposed 350,000-square-foot retail
center in Dover Plains
♦
Hamilton Meserve, local newspaper publisher and Dutchess
County Legislator
♦
Kathy Schibanoff, Executive Director of the Harlem Valley
Partnership for Economic Development
♦
Frank Vinchiarello, representative of the Island Green project
DEVELOPMENT ON ROUTE 22
The rail terminus is expected to generate additional support for retail
development in the Town of Amenia. Just how much can be expected,
however? The EIS for the Amenia Extension provides the basic data
needed to predict the retail impact of the proposed rail line extension and
new train station:
♦
Past and projected increases in ridership result primarily from a
shift in the economy, away from local employment (in 1970, 93
percent of the county’s residents also worked in the county) to
regional employment (in 1990, this figure had dropped to 75
percent, and now is far lower due to IBM downsizing and the
closing of various State facilities). From 1980 to 1990, there
was a 30 percent increase in those commuting to White Plains, a
135 percent increase in those commuting to Westchester, and a
108 percent increase in those commuting to Manhattan. With its
direct and traffic-free service to Manhattan and White Plains,
MetroNorth is well positioned to capture a significant portion of
these commuters. Thus, from 1980 to 1990, there had been an
overall 21 percent increase in commuters county-wide, but a 98
percent increase in transit riders county-wide, and a 370 percent
increase in weekday ridership on the Dover Plains branch of
MetroNorth.
The market insights were further honed at the community workshop on
October 3.
In general, a positive economic impact is anticipated from the rail
extension, provided the Town of Amenia can exercise restraint on
piecemeal commercial development in the area. As ridership increases,
support for some new stores will increase with it. Some projects, such as
Island Green, will be incrementally bolstered. At the nearest crossroads,
the Amenia business district will also be enhanced.
More importantly, the train station will be a new gateway into the town
and region. Sited in what is now a rural landscape, it can, if properly
designed, strengthen the rural and exurban image of the area. This will
have a particular benefit to the town’s and region’s residential values and
its growing “tourism” sector (note that tourism in this context includes
recreational retail spending by local residents, weekenders, and visitors,
These are long-distance commuters, who will arrive at and depart from
the new train station in a hurry. The EIS indicates that morning peak
train departures will be from 5:30 to 6:30 AM (with 60 percent of
morning train activity); and that evening peak train arrivals will be from
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market perspective. Half of the users are expected to be commuters
coming and going on weekdays; and the other half are expected to be
second-home owners coming and going on Fridays through Mondays.
Half are expected to be New Yorkers; and the other half are expected to
be New Englanders.
7:30 to 8:30 PM (with 64 percent of afternoon/evening train activity).
Commuter purchases at the time of their commutation will be largely
confined to coffee, donut and a newspaper in the morning, sundries in
the afternoon and evening, and gasoline both in the morning and evening.
Support might be expected for a newspaper stand, coffee shop, bakery,
drugstore, a 7-11 type of all-purpose store, and a gas station.
As a point of comparison, Amenia has a population of 4,000 people, and
Route 22 has a pass-by traffic level of over 5,000 vehicles per day.
Weekday ridership accounts for 157,000 rides out of the Dover Plans
Branch’s total ridership of 260,000. The remaining 103,000 rides are
weekenders, presumably New York City residents visiting their second
homes in the country, and exurbanites visiting New York City. (Note
that White Plains is discounted as the destination, since weekend traffic
congestion southbound is hardly a factor.)
The implication of all of the above is that while the Wassaic train
terminus will introduce a significant number of people into Amenia, at a
point past where the retail development in Dover would otherwise siphon
off shoppers, their spending power is not that significant. It pales in
comparison to the amount of spending power generated by the town’s
population and Route 22’s pass-by traffic.
These weekend travelers will have more time to spare. While those
headed to New York City will be likely to make only a handful of
purchases to take on the train (coffee, newspaper, etc.), those headed to
their second homes can be expected to stop for provisions and take-out or
dine-out dinners on their way home. Support might be expected for one
or several upscale grocery stores (like Monhegan Groceries in Kingston)
and one or several eateries, in addition to the uses noted above.
Rather than shaping the amount of development in the Route 22 corridor,
the train terminus is more likely to have an impact on the location of that
development. The Route 22 corridor offers a fairly homogenous product,
for retail developers. Developers will decide to locate stores in the
corridor mainly based on land configuration, zoning, availability and
price. But all other factors being fairly equal, they would prefer to place
their Route 22 corridor establishment across or close to the train terminus
so as to give it some extra power in the marketplace, much as retailers
prefer corner locations to mid-block locations.
While as many as 160,000 rides will eventually be generated at the
Wassaic Terminus, it is more reasonable to count the number of parking
spaces utilized, since this figure represents the year-round equivalency of
housing units. The 250 parking spaces proposed in Phase 1 represent, at
80 percent utilization, 200 train users. At an average 2 persons per
household (given that some people are traveling as a couple), the train
line will add 400 passersby to Route 22. As noted, most of these train
users will be traveling before or after stores open. Therefore, at 3 square
feet per capita, these 400 passersby will generate 1,200 square feet of
retail demand. Once the number of parking spaces grows to 1,000,
passersby generated by the train line will generate about 5,000 square
feet of retail demand. These are hardly overwhelming numbers.
This poses a challenge for the Town. It can accommodate such
development, but should do so mindful of the fact that it need not. The
development is almost certainly marketable elsewhere in the corridor,
especially to the north, where virtually all of the train terminus’s users
are expected to drive (as discussed below). If it is accommodated at the
train terminus, this should be done mindful of other economic
considerations, especially the need to maintain the area’s rural image
which supports its second-home, tourist economy.
The passersby generated by the train line are also segmented from a
AMENIA HAMLET CENTER
11
vehicles have Connecticut license plates, 10 percent have Massachusetts
license plates, and the vast majority of the remainder have New York
State license plates. The EIS estimates that half of the Massachusetts,
half of the Connecticut, and one-fourth of the New York patrons will
shift from Dover Plains to the Wassaic Terminal. This yields a new
proportion of 55 percent New England (Connecticut and Massachusetts),
and 45 percent New York State. This is probably conservative, and we
suggest that the more likely ratio will be 60 percent New England and 40
percent New York. As these train riders pass through Amenia Center,
they will make a mental note of what it has to offer, and can be expected
to return on occasion for a day-trip to this historic downtown.
Ideally, the Dover Plains Branch would have its terminus in Amenia’s
hamlet center. This way, the train station would contribute to the
synergy of retailing and activity at the center, which is also located at a
major crossroads.
It is important to explain why, however, extension of the rail line to the
Amenia hamlet center (or further north to Millerton) is unlikely, given
MetroNorth’s interests and perspective.
According to the EIS, Phase 1 of the Wassaic rail station will entail 250
parking spaces, slightly less than the 276 parking spaces at the Dover
train station. Thus, hardly any more riders will be added to the line by
the Extension; the growth rates postulated above result from service
improvements and demographic changes. The project is not about
creating more ridership, per se.
Also according to the EIS, the increase in ridership is based on a 20
percent population growth in Dutchess County, and 26 percent
population growth in Litchfield County. Hardly any additional ridership
is expected from points further away. Thus, the project is not about
creating new markets for the rail line, per se.
However, the vast majority of train users will pass through Amenia
Center. The EIS indicates that 88 percent of all vehicle trips to the
Wassaic Terminal will be to and from the north, right through Amenia
Center.
Amenia will benefit in two respects. First, those stores which the train
riders do prefer—e.g., upscale grocery, coffee shop, 7-11 type of
establishment, gas station, etc.—will see some boost in their business.
Figure 7: Wassaic Valley from Route 22
More significantly, those stores which depend more on visibility than
foot traffic, e.g. antique stores, upscale restaurants, galleries, home
improvement businesses, etc.—will see some boost in their patronage.
Most of the passersby generated by the rail line will be traveling some
distance. At the Dover Plains station, approximately 27 percent of the
But the Amenia hamlet center must be repositioned to capture this added
demand and visibility. The prerequisites are as follows:
♦
The infrastructure—i.e., water and sewer systems—must be in
12
♦
♦
♦
♦
♦
♦
♦
gaining support in a number of quarters in the community. Tourism in
this context is broadly defined to emphasize the second-home economy,
but also includes recreation, entertainment, and related retail spending by
local residents, weekenders, and visitors. Several endeavors promise to
increase this kind of tourism potential significantly. The train terminus
will, as well. However, there are caveats involved.
place to accommodate additional development and not
undermine renovation and investment.
Perennial flooding problems must be addressed, for much the
same reason.
On-street parking for impulse shoppers, and off-street parking
for diners and storekeepers, are both needed.
Wayfinding signage inviting Route 22 passersby off of the
arterial and into the hamlet center is needed.
Historic preservation of the facades and compatible storefront
designs and signage are needed to create the appropriate upscale
image.
Streetscape and landscape improvements—e.g., historic lighting
standards, street trees, hamlet green—are also needed to convey
an overall upscale image.
Connections to the supermarket-anchored shopping center to the
north would be useful, to make both centers function as a unit
rather than compete with each other.
Additional promotional features could include a farmers’ market
(e.g., on Friday nights to coincide with the return of secondhome owners to the area), and a flea market (e.g., on Sunday
afternoons to coincide with their return trip to New York City).
Three local wineries have joined together to create the Dutchess County
Wine Trail, linking the wineries with signage and promotional material.
The County and Harlem Valley Partnership continue to market the area’s
historic and scenic resources, as well as its hamlet centers and farms. A
rail trail is under construction, which, at 30 miles, will reportedly be the
longest rail trail in the nation, with as many as 50,000 users per year. It
already has thousands of users each year.
Proposals for entertainment and recreational uses at the Island Green
Country Club purport to create a major attraction in the Harlem Valley.
The Island Green proposals involve:
♦
$20 million in investments
♦
A new clubhouse
♦
175-room hotel/conference center
♦
Larger golf course with expectations of over 50,000 rounds of
golf being played each year
♦
An amphitheater, accommodating popular music as well as the
Hudson Valley Philharmonic
Finally, it is important that additional stores should not be built
elsewhere in the Route 22 corridor, and especially not close to the train
station. These stores will not only siphon off train patrons, but also other
town residents and Route 22 travelers. More importantly, they will
diminish the “town and country” image of the Amenia hamlet center.
This image is important if Connecticut, Massachusetts and other
residents and second homeowners from outside of the town are to be
attracted back to the town’s stores.
The proposed Island Green amphitheater could be the Harlem Valley’s
key attraction from a tourism point of view. The outdoor amphitheater
would accommodate 1,000 people, but could be designed as an
indoor/outdoor amphitheater that would accommodate 2,500 people.
The amphitheater could hold as many as 50 events each year. Six
concerts were scheduled this past summer, including a Ray Charles
concert and 4th of July fireworks, both of which proved quite popular.
The Philharmonic is 50 years old, with 80 percent of its attendance
coming from a trade area of roughly 1 hour’s drive. In summer, 50
percent of its patrons are weekenders.
TOURISM BASED UPON THE SECOND-HOME ECONOMY
The potential of the Harlem Valley for tourism—which was a new
thought when Abeles Phillips Preiss and Shapiro initiated its “Economic
Development in the Harlem Valley” study ten years ago—has been
13
therefore deserves considerable support.
It should be noted that some aspects of the Island Green proposal appear
to be overreaching and the project is now having serious financial
problems. The site lacks the highway and airport access, and immediate
proximity to millions of square feet of office space, associated with the
region’s independently operated conference centers. The viability of the
larger golf course is postulated on an increase in rates at the same time as
the course is expanded, which may prove difficult. The market study for
the amphitheater does not take into consideration the competition from
other venues and the site’s relative isolation. (Because of problems that
arose between Island
Green and the
Philharmonic last
summer, the
Philharmonic summer
concert series will not
continue.)
Figure 8: Exist railroad right-of-way
Returning to the main topic of tourism: the mainstay of local tourism is
not hotel and motel guests. There are hardly any overnight
accommodations in the Harlem Valley itself. Without highways, ski
slopes, beaches, and national attractions such as the Hudson Valley’s
magnificent mansions, there is little prospect of a significant amount of
overnight accommodations. Rather, the mainstay of local tourism is
second-home owners from both the Harlem Valley and neighboring areas
such as the Hudson Valley and Litchfield County. This population is
augmented by houseguests, and by day-trippers from more suburban
areas to the south.
In this context, the rail extension will have a considerable benefit that
can be amplified through appropriate design and regulation. This benefit
has more to do with image-making than with providing transportation
access.
Even if only a few of
its elements go
forward, the Island
Green proposal could
have a significant
impact on the local
economy. For
example, even if the
amphitheater’s trade
area were reduced to
take in only Dutchess,
Putnam, Columbia,
Litchfield, Fairfield
and Ulster Counties
(instead of nearly all of
the metro New York
region), it would still
be the Harlem Valley’s
leading attraction. It
For example, the vast majority of Island Green golfers are unlikely to
travel by transit with their clubs. The vast majority of concert-goers are
unlikely to travel several hours by transit for a several-hour concert (the
general rule of thumb is that people will travel half the time of the event
itself, e.g., up to one hour for a two-hour concert). The vast majority of
hikers will choose other more scenic or well-known hikes available car
or even by transit, such as in the Hudson Highlands and along the
Appalachian Trail.
However, a substantial and growing number of second-home owners and
their guests will use the rail line. It is expected that the Wassaic terminus
will eventually generate 160,000 annual trips. This ridership figure
would be equivalent to two-thirds of the entire ridership of the Dover
Plains Branch at this time. Approximately half of these train station
users will be second-home owners. A 1994 MetroNorth study found that
44 percent of the cars parked at the Dover Plains station were there for
two or more days. At a more northerly location, further from suburban
development and closer to Litchfield and Columbia Counties, the
14
Wassaic terminus should achieve a higher ratio of second-home owners.
The 50 percent figure is, in fact, highly conservative. Indeed, while total
ridership is up 440 percent on the Dover Plains Branch, weekend
ridership is up 610 percent compared to 370 percent for weekday
ridership. In other words, the second-home owners are gaining on the
commuters!
♦
Thus, the Wassaic Terminal can be a major vehicle for promoting the
area’s attractions, with provisos, as follows:
♦
The terminus is presently planned to consist of a large parking
field, with a small shelter structure. The design message will be
more suburban than rural, more auto-oriented than historic. If
the parking were broken up with landscaping, and perhaps if
overflow parking areas were gravel instead of blacktop, the
terminus would contribute to the Harlem Valley’s rural image.
If there were a traditional appearing rail station building, the
terminus could contribute to the Harlem Valley’s rustic and
historic image. The Town for its part would need to control
development in the area, particularly in portions of the vicinity
that can be seen from the train station’s platforms and Route 22.
♦
The rail trail currently terminates in Amenia hamlet center, but is
planned to extend to the rail terminus. Interpretive signage
and/or an information kiosk describing this recreational resource
and other historic and tourist resources could be placed at the
train station.
♦
The Island Green operators could operate a shuttle from the train
terminus to the country club and its related facilities. It has been
suggested that the terminus be located opposite Island Green.
This does not seem reasonable, in light of the uncertainties
associated with aspects of the Island Green building program.
Nor does it seem necessary, since at a location across Route 22,
it is likely that golfers, overnight guests and even concert goers
would still require shuttle service to and from the facility. The
shuttle would be largely of promotional value, as far as train
users are concerned. However, it would be invaluable in
connection with remote parking for concerts at Island Green. At
♦
present, Island Green has six remote parking lots. Several of
these could be consolidated if the MetroNorth parking lot were
made available for weekend concerts when it is otherwise
relatively empty.
The terminus and rail service could also promote use of the rail
trail use and tourism in a variety of ways, for example:
provision of a bicycle rental outlet at the rail station; provision of
bicycle racks there as well; easier bicycle access on trains; and
promotion of excursion use of the train timed in connection with
Harlem Valley events, including but not limited to Island Green
concerts (credit for this last idea especially belongs to Heyward
C. Cohen).
As described later, the disruptive impacts of the train line
running through the hamlet of Wassaic can be creatively
mitigated with a variety of landscape and streetscape
improvements that would also boost this hamlet’s image and
tourism appeal.
Figure 9: House at Wassaic Station area
15
♦
reducing noise and disruptive impacts. Either type of stop would also
make all of the hamlet’s homes walking distance from the train station,
vastly increasing the train station’s positive real estate impact.
For houseguests and others visiting the Harlem Valley, the train
terminus is one of the gateways where the area’s image is set.
For all train users, the train station is one of the places where
information can be disseminated efficiently. Indeed, the train
station provides the same advertising advantages to Harlem
Valley attractions as all train stations do for New York City
attractions (e.g., advertisements for theater): train users are
generally more affluent than other commuters, and they have lag
time as they wait for their trains to study the scenery and the
billboards.
However, provision of an additional train station at the Wassaic Hamlet
Center would make little sense from a Metro-North operations
perspective. As the following mileage figures indicate, the average
distance on the Dover Plains Branch is 5 miles between stations:
- Brewster to Patterson
6.6 miles
- Patterson to Pawling
3.3 miles
- Pawling to Harlem Valley Wingdale
5.6 miles
- Harlem Valley Wingdale to Dover Plains 7.5 miles
WASSAIC HAMLET CENTER
The Wassaic Hamlet Center stop would be only 0.6 miles from the
proposed terminus to the north, and a few miles from the proposed
Taconic DDSO station, which is itself only a few miles from the Dover
Plains stop. Furthermore, a flag stop would disrupt schedules and
introduce safety concerns.
Over twenty trains will pass through the hamlet center of Wassaic each
day: eleven trains in each direction. The noise and disruption imposed
by passing trains will clearly have a negative impact on portions of the
hamlet. These negative impacts will, of course, be offset by the added
convenience of having a train station that much closer. Which of these
real estate impacts—the negative or the positive—will predominate
depends largely upon the location of each property in relation to the
railroad tracks. It would be purely speculative to argue specific dollar
figures.
A more realistic option might be to impose strict speed restrictions on
trains as they travel through the Wassaic Gap. With the terminus less
than one mile to the north, trains will be slowing down as they approach
their destination, or just picking up steam as they leave the terminus. A
speed of 30 to 40 miles per hour through the Gap is perhaps likely. At a
reduced 20 miles per hour, the trains would lose at most several minutes
off of their potential schedule, and only at the end of that schedule.
It might be argued that any negative real estate impacts are self-imposed;
after all, the train line is a fixture of the landscape. However, regular
commuter train service was discontinued in 1972, and freight service was
discontinued more recently. Given turnover of housing, residents have
been reasonable in their assumption that what they see and experience is
what they will get for the indefinite future. The added train service is
something of a surprise. In fact, the element of uncertainty has
engendered negative feelings in the hamlet.
This slower train would have a reduced negative impact on portions of
the Wassaic Hamlet Center. Most of the negative impact has to do with
the noise and image of a train blasting its way through the Wassaic
Hamlet. While it would still have to blow its whistles, the slower train
would not have nearly the same disruptive quality as a faster train. It
might even have countervailing positive impacts. At a slower speed, the
train would allow passengers to gaze out on the hamlet center, and more
clearly associate it with its namesake up the tracks.
One solution to the above would be another stop at the Wassaic Hamlet
Center. Another would involve a “flag stop” there. With a flag stop, the
train would stop only when passengers indicate an interest in getting on
or off the train. Either solution would make trains slow down, thereby
16
sleepy Wassaic hamlet center. The center would remain “a place of
difficult access,” consistent with the original meaning of its name. It is
not expected that there would be a significant amount of retail
development, for example. One or several new stores might open, as
might one or several bed-and-breakfast establishments. The farm auction
house—presently the hamlet’s major attraction—would benefit from
added visibility. However, the auction house will probably close in any
case sometime in the near future, as it has experienced a hemorrhaging in
revenue as the region has shifted away from a farm economy.
The hamlet could take maximum advantage of the benefits of extended
train service through a series of design improvements, such as the
following:
♦
Landscaping and a sign (at the former train station site)
indicating that this is the hamlet center
♦
Historic lighting standards along the roadway parallel to the rail
line
♦
Facade, storefront and signage improvements for businesses
visible from the rail line
♦
Selective clearance of vegetation to allow more scenic views of
historic buildings and the hamlet’s natural setting
♦
Stabilization of the spectacular Maxon Mills
♦
Night lighting of the Maxon Mills and other historic edifices in
the center
♦
A footpath/bicycle trail from the Wassaic Terminus to the
Hamlet from which the terminus draws its name, with
interpretive signage.
Nonetheless, these actions would greatly offset the negative impact of
the rail line on the hamlet’s quality of life, residential value and real
estate values.
NEW HOUSING
The new terminus will bolster Amenia’s residential values in general,
and its marketability for housing, but only to a limited degree.
These improvements are fairly modest in cost. Particularly if
complemented by slower train speeds, they would make the train ride
through the hamlet a visually pleasing experience, inviting greater
interest in the hamlet’s shops and real estate.
In 1990, there were 1,900 dwelling units in the town. Of these, one-third
were rental, renting at an average of under $500 per month. This high
proportion of rental units, and prevalence of low rents, bespeaks a
relatively weak housing market.
Indeed, the improvements indicated above could represent the first phase
in a revitalization strategy for the Wassaic hamlet center that would
allow its businesses and residential real estate to meet their full potential.
Elements of this revitalization strategy could include the following:
♦
Designation of the Hamlet as an historic district, to help
maintain its historic assets
♦
Adaptive reuse of the Maxon Mills, ideally for a use involving
public access
♦
Use of historic lighting fixtures throughout the hamlet center
♦
More appropriate zoning to encourage mixed use and a
traditional hamlet building configuration
Similarly, only 100 dwelling units were built in the Town of Amenia
during the 1980s. This represents only a net gain of 5 percent in the
town’s total number of dwelling units. While Dover’s level of construction was higher, much of its increase has been attributed to one
builder of manufactured housing which is located in the town. Thus, the
absorption rate for new housing is very low.
Amenia is a large town geographically, with several different housing
sub-markets. Higher values are generally observed for the town’s
weekend/vacation (i.e., second-) homes, which can sell for as much as
$400,000 and up. Out of the town’s total of 1,900 dwelling units, as
many as 300—representing 15 percent of the inventory—are seasonally
It is not expected that these actions will radically transform the now
17
Two types of housing impacts are therefore expected. First, in general,
the entire demand for housing and housing values should increase in the
town. This is due as much to the image impact of being the terminus as
to the added accessibility that the rail extension provides. This increase
in demand will be registered in a slight increase in housing construction,
on a dispersed basis.
occupied by the U.S. Census Bureau’s definition. However, these
weekend/vacation homes are generally older houses, outside of the
hamlets, with farm or forest acreage.
The new train terminus will have its greatest real estate impact on the
properties closest to it, according to Regina Armstrong in her study for
the Regional Plan Association on this question. She projects a 64
percent increase in residential properties within Wassaic hamlet, and a
17 percent increase outside of the Wassaic hamlet. (It should be noted
that these are area-wide impacts, and do not account for the negative
impact on those properties closest to the rail line.) The projected
increases will spur some additional housing construction. But the
greatest impact is where property values are generally low, and the lesser
impact is where property values are generally high, somewhat dampening the effect of the rail extension as a spur to development.
Second, particular sites near the train terminus will attract added
developer attention. This may be speculative at first, since the present
rate of absorption—even if doubled thanks to the train extension—is
fairly low. It may even be several decades out, following housing
construction at other, more southerly sites.
But it stands to reason that it is only a matter of time before sites near the
train terminus are developed. Much of the soft housing market in the
1980s was due to the coincidence of IBM and State employment
cutbacks. But in roughly the same time period, 1984 to 1994, ridership
on the Dover Plains Branch went from 48,000 to 200,000 people,
representing a 440 percent increase for the ten-year period, equivalent to
an 18 percent per year increase.
As the current northern terminus, Dover Plains itself experienced even
higher rates of increase: a 529 percent increase for the ten-year period,
equivalent to 20 percent per year increase. This was due mainly to the
change in commutation patterns noted above, but also due to the
electrification of the line and express service, which made the Dover
Plains Branch all the more attractive. The proof is in a comparison of the
Dover Plains Branch (at a 440 percent increase) and the Upper Harlem
Branch (at a 9 percent increase in the same time period). The Dover
Plains station was only recently expanded from 110 parking spaces to
276, and is expected to be over capacity by 2010. The EIS postulates a
12 percent annual growth rate in the usage of the proposed Wassaic
terminus. Given the higher growth rates indicated above, this growth
rate seems highly conservative. With this shift to long-distance
commuting, sites near the train stations will attract more and more
attention for year-round housing.
Figure 10: Wassaic-Gridley church
18
Given the generally modest cost of non-seasonal housing in the town, the
propensity of a developer will be to build inexpensive housing in the
immediate vicinity of the train terminus. Such housing would have a
negative fiscal impact on the town. It would tend toward family housing,
thereby adding schoolchildren and increasing tax obligations. It would
also, if not designed properly, erode the scenic qualities of the town,
thereby diminishing values for seasonal homes, which generate tax revenues but minimal tax obligations for education, etc.
The appropriate design of the housing near the train terminus is therefore
of key concern to the Town. Clusters of townhouses or small homes,
designed to extend the built fabric of the hamlet and/or to preserve open
space and views from Route 22, would, for example, be greatly
preferable to conventional tract subdivision.
19
The design of development in the Wassaic area will play a critical role in
determining whether the economic effects of the rail extension are
positive or negative for the community and the region. This chapter
describes the current condition of the area including and surrounding the
hamlet of Wassaic, discusses the impact of future development under
both current zoning and the type of zoning proposed in the Town of
Amenia Master Plan, and raises issues created by the current planning
framework.
• Chapter 3 •
SITE PLANNING AND
DESIGN ISSUES
WASSAIC TODAY
Limits of Study Area
The study area extends approximately one mile south of the hamlet and
approximately 1-1/2 miles north—¾ of a mile to the new station and
another ¾ of a mile beyond that. It is flanked by the steep terrain to the
east of Route 81 (the old Amenia–Wassaic road) and to the west of
Route 22. To the south the study area extends to the junction of Routes
81 and 22, and to the north, the study area takes in the southern portions
of the Island Green development. (Figures 12 & 13)
The impacts of the new rail service may extend far beyond these limits.
But this study area represents the context within which the potential for
development immediately in and around the new station, and the
resultant impacts on the hamlet, can be evaluated best.
Physical Setting
Typical of the beautiful landscapes in Dutchess County and the Harlem
Valley, the study area is embedded in a landscape of rolling hills and
mountains covered by deciduous and evergreen trees as well as low-lying
areas that consist largely of farmland or wetlands. At the southern end is
a steep gorge which widens north of the hamlet into a broader valley
with a meandering stream and wetlands near where the proposed new
station is located. The Wassaic Creek converges with the Amenia
Stream in the hamlet center before flowing south. The streams add to the
picturesque quality of the hamlet and the valley. The steep topography
on either side of the hamlet creates an intimate scale and sense of
enclosure for the hamlet center. At the southwest corner of the study
Figure 11: Light industrial building on Route 22
20
Still smaller to alien
New station
Hamlet
Figure 12: Aerial photo of
Wassaic Study Area
Figure 13: Plan of Wassaic Study Area with new station area
21
area, there is a forested area protected as a New York State Multiple Use
Area.
Approaching the hamlet from the north on Route 81, there are beautiful
views of this landscape, recognized in the most recent master plan
(Buckhurst Fish Hutton Katz, 1991) as a “scenic viewshed.”
Unfortunately, portions of this otherwise beautiful landscape are blighted
by mining operations as well as unsightly open storage facilities, either
for auto-related uses or county highway services.
Settlement Pattern and Land Use
The settlement pattern consists largely of single family homes on
individual lots. Most of these are located along Route 81, the original
road that connected the hamlet to Amenia and points south. (figure 14)
This road is still relatively lightly traveled and used primarily for local
trips. Lot sizes along Route 81 vary from less than 1 acre to 20 acres and
Figure 14: Approach to hamlet from south-Amenia Wassaic Road
(Route 81)
Figure 15: Land use
22
more. Some of the houses are set back somedistance and not visible
from the road. However, closer to the hamlet lots are smaller and the
houses tend to relate directly to the road. In recent years, there has been
some new subdivision activity within the study area, for example, in the
area of the Route 81/Benson Road intersection to the south. There is
some older multifamily housing within the hamlet, as well as some trailer
homes that have been made more permanent with foundations and
porches.
Route 22, on the other hand is a major north-south highway and for many
New Yorkers, the “gateway to the Berkshires”. There is some scattered
residential development along this road, but highway related businesses
are more typical including restaurants, auto-related businesses, and light
industry. As discussed below, there are some large undeveloped level
parcels along this highway north of the hamlet.
Although residential uses predominate, other land uses are represented
within the hamlet and immediate outskirts including light industry
(Pawling Corp), mining (Washed Aggregate), agricultural uses (Luther’s
farm and auction house), institutional uses (post office, fire house), retail
uses (Calsi’s General store and The Lantern Inn restaurant) and autorelated uses. There is also a public park west of the railroad right-of-way
just south of the Pawling Corporation. (figure 15)
23
Neighborhood and Building Character: Greater Study Area
and Hamlet
The approaches to the hamlet are very different in character. (figure 14,
page 22)
The most pleasing approach is from the south on Route 81. As one
approaches the hamlet, there is a sense of arrival as the houses frame the
street by being set close together, just far enough back to allow for a
small front yard and mature trees. The houses throughout the hamlet are
mostly variations of the colonial and Victorian styles typical of this part
of New York State. Approaching the hamlet center, Calsi’s Store and the
bridge over the creek create an inviting gateway to the former railroad
station site.
The approach from the north on Route 81 is also attractive. (figure 25,
page 33) There are beautiful views south and west from some of the
high points along this road. Within one half mile of the hamlet center,
the houses begin to relate more intimately to the street. At the
intersection with East Street (Firehouse Road) one may turn right toward
Figure 17: Plan of Wassaic hamlet
Figure 16: Wassaic Station area
24
the town center. This intersection is defined by hedges at the edge of the
streets. As one approaches the hamlet center along East Street, there are
views of the Maxon Mills building, a majestic ruin, with the hills
beyond. (figure 18, page 25)
turn off the highway leads onto the steep and winding Furnace Bank
Road. The hamlet has no real presence along the highway with the
exception of a few small houses and some auto-related uses.
Furnace Bank Road is not well defined and in general the houses are not
as well-kept as on the east side of the tracks. However, as one
approaches the hamlet center, there are again wonderful views of the
Maxon Mills building. The historic Gridley Church faces the triangular
open space in front of the Mill. (figure 10, page 18) Throughout the
hamlet sidewalks are typically on one side of the street, but this network
is discontinuous and transitions from one side of the street to the other
and across the railroad tracks are not clear.
The hamlet center itself is not clearly defined. It contains most of the
uses one would expect to find in a hamlet—a post office, a restaurant and
a general store. There are also some historic buildings including the
original Borden Dairy headquarters building and smoke stack, now part
of the Pawling Corporation facility. But the former station area itself is
poorly defined. It is overgrown and the edges of the roadway are not
clear. There is no unified landscaping or paving and the location of the
railroad crossing is not apparent until one comes upon it.
Figure 18: Maxon Mills building
The approaches from Route 22 are less pleasing. A sharp and sudden
25
The New Station Area
The new station area is located a little more than a half-mile north of the
hamlet in a level area between Route 81 and Route 22. (figure 20) The
landscape is primarily high grasses and wetlands. There are excellent
views south to the hamlet from the new station area.
Access to the new station area and to the new MTA maintenance and
storage yard is from Route 22 at the same location trucks currently use
for access to an active gravel operation. This same private, unpaved road
continues across the north edge of the gravel operation and connects with
Route 81. The proposed parking lot will encroach on some of the
wetlands located between the two highways.
This stretch of Route 22 is predominantly rural in character. (figure 19)
The edge of the highway is defined in places by existing stands of trees.
While other stretches of the highway are compromised by billboards, the
rural character of this part of the corridor is relatively intact. There are
some businesses and residences, including one nearly opposite the
entrance to the new station. Just north of the station area on the west
side of Route 22 is the now-closed Amenia town landfill. There is some
question as to how toxic this area is and therefore how much
development is possible at this site.
Figure 20: Plan of new station area
Figure 19: Route 22 near new station area
26
CURRENT PLANS FOR THE WASSAIC AREA
Current Zoning
Within the greater Wassaic study area, the predominant zoning
designations are Industrial (M), which allows light industry, agricultural
operations, and warehousing by right, and extractive industries by special
permit; and Medium Density Residential (R-M) which allows one and
two family dwellings on lots of approximately 1 acre or more. (figure
21: existing zoning)
Within the central hamlet, there is a complicated patchwork of zoning
districts. Along Route 22 is small area zoned General Business (G-B). A
narrow finger of the large M district to the north comes down into the
middle of the hamlet, covering the Pawling Corporation and Maxon
Mills properties. To the east of that is a small High Density Residential
zone (R-H) which allows single and multifamily developments on lots
as small as 15,000 square feet. Along the Amenia and Wassaic stream
corridors a Flood Hazard Zone (FH) essentially prohibits all
development except for agricultural operations, parks, playgrounds,
recreational facilities and, by special permit, extractive industries.
Large areas to the west of the study area are zoned Agricultural Density
(R-A), which allows a large variety of open space and recreational uses
and one and two family dwellings on lots of 4-1/2 acres or more; and, by
special permit, a variety of institutional uses and extractive industries.
However, these areas are on slopes that are greater than 25% and
difficult to develop.
In general, this zoning reflects current land use and development
patterns. However, the current zoning raises at least four issues relevant
to this study. Dutchess County Department of Health regulations require
that where septic systems are used, lots must be one acre or more.
Because there is no sewer or water infrastructure within the hamlet, the
health department regulations render the small lots within the hamlet
undevelopable, even though they are theoretically large enough for new
houses under the high-density residential zoning. Thus, although the
hamlet is the most logical place to concentrate higher density residential
Figure 21: Existing zoning
27
development, infrastructure limitations make this option infeasible.
Secondly, the minimum front setbacks and lot widths do not conform to
much of the existing development pattern in the hamlet area, the very
pattern of settlement that gives the hamlet its sense of place.
A third issue is that the R-H zoning in the hamlet center does not allow
commercial uses such as the general store and restaurant. These are nonconforming uses located on non-conforming lots. If the hamlet is to see
an increase in business activity, it will need to have zoning that allows
such uses. While the west side of the railroad tracks is zoned for
business uses (such as Pawling Corporation), the east side is not.
A fourth issue is that there is little market interest in most of the
industrial uses that are allowed under the M zoning outside the hamlet
center. This is why the Master Plan recommends rezoning some of these
areas to a General Business (GB) category (described below). One
reason this area is zoned M is that the M and FH zones allow quarrying
of sand and stone, which is not allowed in the GB zone. This is the one
industrial type of use for which there is a clear demand in Amenia and
the surrounding area. More and more of the surrounding towns have
been restricting soil mining and quarrying operations, increasing demand
for such uses in areas that are zoned to allow it. But quarrying is a use to
which many residents object and which is not consistent with the bucolic
image that attracts visitors and second homeowners to the Harlem
Valley.
Master Plan Zoning Proposals
In December of 1991, the Planning Board of the Town of Amenia
adopted the Amenia Master Plan, written by Buckhurst Fish Hutton and
Katz, Inc. (BFHK). The master plan critique of the existing zoning
regulations left much of the zoning in the greater Wassaic study area
intact with two notable exceptions. (figure 22)
The first is the downzoning of some “R-M Medium Density” areas
immediately outside of the hamlet from approximately 1 unit per acre to
1 unit per 2 acres in a new category called “Medium Density
Figure 22: Master Plan proposed zoning
28
Residential”. While the reasoning behind this change is sound, careful
consideration must be given to the mapping of the new downzoned
Medium Density Residential areas. The Master Plan map indicates that
this would take place along Route 81 in the immediate outskirts of the
hamlet. However, the character of Route 81, with houses on small lots
close to the road, should be maintained for a sufficient distance north of
the hamlet to reach the private road into the existing gravel operation.
This road could eventually serve as a link in a future connection from the
hamlet to the new station. It would be wise to maintain the pedestrianfriendly character of that route to the greatest extent possible.
A second proposal is the re-zoning of M district areas outside of the
hamlet to a new category called General Business II (GB-II). The
existing M zoning allows primarily for farm and agricultural operations,
light industrial uses with associated office spaces, warehousing and
storage, and by special permit, quarrying of stone, sand and gravel. The
intent behind the new GB-II category is to provide space for
“commercial uses that are larger operations requiring sufficient land
area, and are not integral components of the downtown/town center.
This commercial category includes auto sales and repair operations,
wholesale businesses and hotels/motels.” In addition, the General
Business II category would allow for light industrial uses because a
separate industrial zoning district was not created in the master plan. GB
II would be mapped in an area along either side of Route 22 north of the
hamlet, an area that takes in the new train station and the existing gravel
operation between Route 22 and Route 81.
The re-zoning of M areas to GB-II has the potential to enable a variety of
unsightly highway-oriented developments that are out of character with
the hamlet. BFHK recognized this and identified the need for specific
bulk, setback and site standards as well as regulations for light industrial
uses. These kinds of developments, as the well as the potential
alternative designs that can be promoted, are described and pictured
below in the section on Potential Development Issues.
Figure 23: Development Constraints: Wetlands and slopes greater than
25%.
29
The Master Plan also recommends establishing a hamlet district for the
hamlet of Wassaic as well as for other hamlets in the Town. While the
concept of a hamlet district is a good one, the recommended district
would not necessarily allow the business uses needed to revitalize the
hamlet. It could have the effect of making some currently conforming
business uses, such as Pawling Corporation, non-conforming.
Summary of Development Potential
In the Amenia Master Plan, BFHK presented an analysis of the land that
was theoretically available for development in the entire town and
determined that of the 12,804 acres that was theoretically available 5,817
acres were constrained by either excessively steep topography or other
environmental constraints such as wetlands. This left approximately
7000 acres for development.
This study presents a similar but more detailed analysis using the same
methodology for the greater Wassaic study area. Lots that are either
vacant or underutilized are identified. “Underutilized” in this context,
includes properties with land use classifications such as “rural residential
with improvements” or “residential with acreage”. These are properties
which could be easily subdivided for more intense development. Also
included, are the low-intensity industrial uses, such as extractive
industries. The underutilized properties appear as the lighter color
shades on the land use map (figure 15, page 22). From these lots were
subtracted the areas that are constrained by either topography steeper
than 25%, mapped wetlands, or areas zoned as Flood Hazard (figure 23:
Development constraints). The results of this analysis are summarized
in the Appendix: Development potential and in figure 24..
Approximately 425 acres of land in the greater Wassaic study area
theoretically are available for development. Approximately 160 new
residential units could be developed under the proposed zoning. 640,000
square feet of the uses permitted under the existing M zoning could be
developed or 1,214,704 square feet of commercial and light industrial
uses under the proposed rezoning to GB-II. There are an additional 9 lots
(3.6 acres) within the hamlet that are theoretically developable but are
Figure 24: Developable parcels
30
below the one acre limitation established by Dutchess County Health
Department rules.
These are theoretical numbers and do not represent what the market will
drive in this area. Nor is it clear what development will be induced by
the new rail extension. Nevertheless, it does suggest that there is
development potential in the area, and as described in the next section,
this raises a number of design-related issues.
31
DESIGN ISSUES
New Residential Subdivisions
Throughout the greater Wassaic area there are properties that may
become new residential subdivisions of anywhere from 3 to 20 units or
more, even under the Dutchess County Department of Health
requirement that houses with septic systems must be on lots of 1 acre or
more. (Appendix: Development potential)
A typical residential subdivision will arrange as many one-acre lots as
possible around a single cul-de-sac or, on larger properties, a simple loop
road. In the worst case, the subdivision of the land will take place
without regard for the natural resources of the property including
existing stands of mature trees and other vegetation that screen the
development from the street or neighboring properties.
This kind of limited-access development can be implemented in a way
that is sympathetic to the landscape. Randall Arendt describes
responsible prototype developments in his most recent book
“Conservation Design for Subdivisions” as does Joel Russell in his
“Rural Development Guidelines” and “Hamlet Design Guidelines.”
Figure 25B: Context-sensitive residential development on Route 81
The Town of Amenia currently does not allow cluster development. The
Master Plan recommends that the town adopt regulatory provisions to
allow clustering. It should also continue to work with the Dutchess
County Health Department to find water and sewer infrastructure
solutions that enable houses to be clustered on parts of a site while
leaving other areas untouched.
Regardless of how sensitive this kind of development is to the
environment, self-contained developments, whether or not clustered, tend
not to relate well to a hamlet and existing street context. Even an
environmentally responsible cul-de-sac development will be inward
looking, with only a few, if any, houses facing existing streets. It is
important, therefore, to establish the boundaries of what should be
considered the “hamlet center,” boundaries within which houses should
be oriented towards the street in keeping with the existing hamlet pattern.
Figure 25A: Typical residential subdivision on Route 81
32
There are at least two significant properties where future development
will affect the goal of connecting the hamlet and the new station area. If
these properties are developed in the typical fashion, it will be difficult to
establish a connection to the train station by way of Route 81 and the
improved road at the gravel pit. If, however, the properties are
subdivided and developed in a way that encourages the houses to face
Route 81 and the connecting road at the gravel pit, a pedestrian and
bicycle-friendly corridor can be created between the hamlet and the new
station. (It may also be possible to create an additional open space trail
corridor adjacent to the creek through open space reserved as part of
cluster subdivision processes.)
The issue of orientation along this corridor pertains to other kinds of
development as well, such as light industrial buildings. Figures 25A and
25B illustrate the conventional and “hamlet-friendly” approaches to site
planning.
Figure 26: Approach to hamlet from North-Amenia Wassaic Road
(Route 81)
33
Route 22 Highway Development
The Master Plan’s proposed GB-II District Zoning along Route 22 may
promote a variety of highway oriented developments including light
industry, large-scale retail and hotel/motel. (It is not clear from the
language of the Master Plan whether or not large-scale retail is
recommended in the GB-II District.) The Amenia zoning law in its
current form does not provide the tools needed to enable the Town to
shape such developments to fit the town’s rural character.
Each of these types of development and the issues they raise are
illustrated in figures 27 through 30 on the following pages.
Key elements of this alternative scenario include the following:
♦
The architecture of the buildings is sympathetic to the local
context, appropriate in scale and employing familiar roof forms
and other design elements. There is consistency among the
buildings in scale, architecture, and layout.
♦
Existing stands of trees are preserved, especially along Route 22,
and parking is located beside or behind the buildings. The Route
22 or Metro-North traveler sees trees and buildings rather than
acres of parked cars. The buildings are closer to Route 22 and
therefore impose less on the view of the hills to the west.
♦
The parking lots are designed to be pedestrian friendly
environments. Large expanses of parking are subdivided by
landscaped pedestrian ways. Landscaping and lighting is at a
pedestrian scale. Lighting is aimed downward and screened to
eliminate spill outside of the development area.
Car circulation within and between the parking lots is rationalized,
exploiting the opportunity to connect and consolidate parking lots. The
internal circulation reduces the number of curb cuts along Route 22.
Consideration is given to the proximity of the intersection at the new
station and parking lot. Connecting these potential developments can
create an attractive and continuous connection between the new station
area and the Island Green development to the north.
Figure 27B: Context-sensitive commercial development on Route 22
Figure 27A: Typical highway commercial development on Route 22
near proposed station.
34
Figure 28A: Conventional development patterns in area of proposed station
Figure 28B: Context-sensitive development in area of proposed station
35
Alternative designs are illustrated in figures 27 through 30. In these
drawings, the same uses and the same intensity of development are
illustrated, but here the development among the sites is
coordinated and this attitude informs the placement and character of the
buildings. This alternative vision could be implemented through a site
plan review process that includes appropriate design guidelines. In the
examples shown, an arc shaped internal road connects the developments.
A single organizing element such as this could help rationalize the
development of the different parcels and ultimately result in a much
higher quality ensemble.
Figure 29B: Context-sensitive design for retail development on Route 22 near
new station
Figure 29A: Conventional large-footprint retail development on Route 22 near
new station
36
Metro North Parking Lot, Station and Rail Yard
Metro North anticipates the expansion of the proposed parking lot in
250-car increments over the next twenty years, resulting ultimately in a
1,000-car lot. While there is a landscaping design for the current first
phase, there is no indication of how the ultimate build-out will be
designed. This could result in an unattractive and undifferentiated
expanse of cars. Unattractive, large-scale lots can be found at other
places along the line, including Katonah. A design for the final build-out
of the parking lot should include the subdivision of the lot into smaller
increments using landscaped pedestrian ways. A pedestrian way also
should be reserved along the south edge of the lot in order to anticipate
the possible connection of the station to Route 81 via the existing
unimproved road.
The rail yard will also become a feature in the scenic view-shed.
Although there is currently no landscaping plan for the rail yard, the
screening of the tracks should be considered, as well as the “light
pollution” that utility lighting in the yard may create.
Figure 30B: Context-sensitive hotel development on Route 22 near Island
Green
Finally, station-related retail uses, if any are built, should not be sited in
such a way that they obscure the pleasant views south towards the hamlet
and the wetlands. Figures 31A and 31B on the following page illustrate
alternative configurations.
Figure 30A: Conventional highway-oriented hotel on Route 22 near Island
Green
37
Figure 31B: Improved train station and parking lot design
Figure31A: Proposed train station and parking lot after
build-out
38
During the afternoon of the October 3 workshop, participants divided
into two focus groups, one examining the new station area along Route
22, and one discussing the hamlet. Below is a summary of the major
issues raised by each. These ideas are also summarized in Figures 32
and 33.
• Chapter 4 •
RESULTS OF THE
WASSAIC DESIGN
WORKSHOP
WASSAIC HAMLET FOCUS GROUP
The issues and recommendations of this focus group are divided into 6
categories: General Concerns, Access, Environment, New
Programming/Development, Architecture/Hamlet Design and
Implementation.
General Concerns
To the extent that the new rail service will spur economic development,
the community would like to see jobs provided, especially for the young
people in the greater hamlet area. There are few employment
opportunities for high school students or college students, particularly
during the summer. New jobs, perhaps in tourism-related enterprises
would enable these young people to stay near home and in the
community. Tourist, retail and recreational activities would also enhance
the historic quality and natural beauty of the hamlet.
Second, there is concern about the amount and character of new
development along Route 22. In particular, residents are concerned that
new retail developments along the highway would increase congestion
and spoil the landscape. Also, new developments should not compete
with businesses that could revitalize the hamlet center.
Third, the issue of the flag stop within the hamlet remains a concern. As
the possibility of a full stop there now seems remote, the residents are
most concerned with speed and the related safety and noise impacts of
the train as it passes through the hamlet. It was agreed that MetroNorth
should be approached again about this issue.
39
Create pedestrian connection to new station
Complete sidewalk network throughout hamlet
Re-program Maxon Mills building
Optimize fishing opportunities
Clarify identity of 2 public spaces and connection between them
Re-design major intersection and railroad crossing
Exploit exposure to views from train
Public space improvements: lighting, facades, landscaping, etc.
Destination shopping in existing buildings
Enhance pedestrian connection to park
Re-program park for public events
Figure 32 Hamlet focus group recommendations
40
The connection of the hamlet to the new station and the Rail Trail is of
paramount importance. Short of having a stop within the hamlet, this is
one of the most important opportunities for the new station to have a
positive impact on the hamlet. One possibility is to develop the route
along Route 81 and the existing private road through the gravel
operation. However, this focus group felt strongly that the preferred
connection was by way of an interpretive trail through the wetlands just
to the east of the rail road right-of-way.
end, specialty stores might be viable. These would give people a reason
to come into the hamlet, perhaps after seeing what the hamlet has to offer
from the train as it passes slowly through. Such stores might include
arts- and antique-related stores, bookstores, and gift shops featuring local
products and artwork. Light industry could also be pursued (there is a
successful box factory near the station) for more non-seasonal jobs.
Office uses could be small professional offices (a dentist was mentioned
as a possibility). The focus group also identified the need for some more
traditional forms of retail, including a butcher shop and small bank.
Automobile access to the hamlet center by way of Route 81 should be
encouraged, as this results in less traffic on some of the narrower roads
that connect to Route 22 west of the railroad tracks. This is also the most
architecturally appealing approach to the station.
This group felt that it was important to find some new productive use for
the abandoned Maxon Mills building. While this building is an
interesting relic, there was a feeling that either a good use should be
found for the structure, or it should be demolished.
Finally, the community is concerned about the potential for traffic
accidents at the railroad crossing and would like to review the plans for
the design of the crossing.
In terms of new housing opportunities, the community does not see the
opportunity for very much new housing within the hamlet. There is a
lack of suitably sized lots as well as a lack of infrastructure. However,
new housing for the elderly was identified as a local need.
Access
Environment
Without sewer and water infrastructure, new development within the
hamlet on the few remaining small lots would have an adverse effect on
the environment, and in particular on the streams that run through the
hamlet. However, since Dutchess County Health Department rules
prohibit development on lots of less than one acre without infrastructure,
it is unlikely that such development will occur.
The open spaces in the hamlet could benefit from some new
programming. At the moment there is no clearly defined public park
within the hamlet center and the existing baseball fields to the south are
not well utilized. One possibility would be to build a band shell at the
ball fields and to program some small concerts or other public events
there.
Flooding was of greater concern. Residents are worried that the parking
lot at the new station area will contribute to this problem, which would
also be aggravated by future development at the existing gravel operation
and perhaps also along Route 22.
Architecture and Hamlet Design
Given the likelihood that the train will not stop within the hamlet itself,
the presentation of the hamlet to the passengers on the train as it passes
through becomes extremely important. There is the opportunity to
identify the hamlet as a place to which people may return to shop and
visit. Exploiting sight-lines to some of the landmarks in the hamlet is
part of this strategy (e.g., the old Borden Factory offices and chimney).
New Programming/Development
Making the hamlet center a more active place will depend on identifying
new uses in a variety of categories. Although retail development is
unlikely to occur at any significant scale, participants hoped that high-
To this end, it is extremely important that the hamlet center be enhanced.
41
Lighting and landscaping are two important aspects of that effort. A
unified lighting scheme that uses historic fixtures will help give the
hamlet center identity. Enhanced landscaping can also help define the
edges of the spaces within the hamlet and make the hamlet an
aesthetically pleasing environment.
proceeds. Second, the focus group identified the issues and opportunities
associated with three development scenarios.
1. General Issues: Environment
The community recognizes that the beautiful landscape and natural
resources of the areas between and around Route 22 and Route 81 are
extremely important. This has a number of dimensions. There is a viewshed, identified in the master plan, looking south-west from a high point
on Route 81 at the northern limit of the greater Wassaic study area. This
view-shed takes in the landscape between the two highways, the station
area, the properties along Route 22, and the hills to the west. It is
important that the quality and the rural character of this view are
maintained and that new development should be sympathetic to the
landscape and in character with the rest of the greater Wassaic area.
Another concern, one that extends beyond the immediate study area, is
the preservation of farm land and the need to control the kinds of
development that may take place as large tracts of farmland are
developed.
Lastly, pedestrian circulation within the hamlet should be clarified and
enhanced. This focus group felt that the connection to the ball field is
important.
Implementation
Funding for improvements may come from a number of sources. One
possibility is to approach the Empire State Development Corporation for
funds. Another possibility is to connect these projects to the Rail Trail
moneys and to other TEA-21 programs. Lastly, it was agreed that MetroNorth should be approached to consider funding some improvements to
help mitigate whatever negative impacts the rail extension may have on
the bypassed hamlet.
There is concern that the environment will continue to be despoiled by
the extractive industries located between the two highways. These
operations are permitted to dig within three feet of the water table and
they impact the adjacent wetlands. These operations may also contribute
to the flooding problems which affect this area.
NEW STATION AREA FOCUS GROUP
The area around the new station and parking lot is also the area that is
most subject to future development. To what extent this new
development would be induced by the new rail extension is not clear, but
this is nevertheless the portion of the greater Wassaic study area that is
most developable because of fewer environmental constraints and the
Master Plan’s recommended rezoning to a “General Business” category
(see discussion above). One large issue that must be addressed in the
current zoning study is whether the proposed zoning change to GB-II is
still desirable, whether there should be a planned development district
overlay in this area, or whether there should be some other development
transfer strategy among the properties around the new station area.
Finally, participants were concerned that the topography may cause air
quality problems due to an inversion phenomenon in which the exhaust
from the train engines is trapped in the valley.
2. General Issues: Access and Traffic
Wherever development occurs in the greater station area, the connection
to the hamlet is extremely important. Three strategies were discussed:
First, there is the possibility of developing an interpretive trail through
the wetlands from the new station to the hamlet. Second, there is the
possibility of developing a connection to Route 81 by way the existing
private road along the northern edge of the gravel operation, and then
Thus the issues and recommendations of this focus group fall into two
broad categories. First, there are a series of general, crosscutting issues
that need to be addressed regardless of how new development in this area
42
into the Hamlet along Route 81. This strategy suggests that new
development should be designed to create an access corridor along this
route. (The Hamlet and Medium Density Residential Districts proposed
in the Master Plan extend far enough to the north to enable this to occur.)
development.
However, this scenario also raises a number of issues. Development
without guidelines and coordination among the sites is likely to result in
unattractive highway strip development, destroying the special rural
character of the Wassaic area. In addition, development along the west
side of the highway will not be easy to connect to the new station.
Because crossing Route 22 at grade is problematic, it may be necessary
to build a bridge of some sort (similar overpasses can be found at a
number of other places along this rail line, including Pawling). Another
consideration is that the kind of highway-oriented development this
scenario anticipates may also be the kind of development that competes
most directly with the hamlet of Wassaic and with other area
downtowns, including Amenia.
Finally, redevelopment of the gravel operation site could incorporate a
connection to the hamlet (see discussion of Development Scenario #2
below).
In terms of traffic, the community recognizes that Route 22 is already at
capacity at certain peak times and any new developments, especially
those along the highway, must address traffic impacts. Creative
solutions will be needed for the large numbers of cars which the longterm MetroNorth plan anticipates. These range from the design of the
parking lot itself, to shared parking strategies with Island Green and
other developments, to incorporating the parking into new mixed-use
station area development (see discussion of Development Scenario #3
above).
Finally, there were two environmental issues raised. First, it is not clear
what kind of remediation will be required at the site of the closed
Amenia Landfill and thus what kind of development could take place
there. This needs more analysis. Secondly, there may be some
additional wetlands, as yet unmapped, on the west side of Route 22.
THREE DEVELOPMENT SCENARIOS FOR THE NEW
STATION AREA (Figure 33)
2. New Development at the Site of the Gravel Operation
In this scenario, the existing Washed Aggregates gravel operation south
of the station area between Route 81 and the wetlands would at some
future time be reclaimed for new mixed-use development. This scenario
is appealing on a number of levels. A new mixed-use zoning district
could be created that allowed a mix of residential, office and retail uses
in this location. One can imagine a “traditional village” build-out in
which the new development is designed to be an extension of the existing
hamlet. One participant even suggested that the lowest elevations of the
gravel pit could become a lake. While more recent residential
development has tended to be in the countryside and not within hamlet
centers, Chapter Two suggests that residential development closer to the
hamlet and to the new rail station may be feasible in the coming years.
1. New Development Along Route 22
This is an important scenario to understand because it anticipates the
proposed master plan zoning change form Manufacturing (M) to General
Business II (GB-II). This is the basis of the analysis of development
potential presented above and pictured in Figures 27 through 30. The
anticipated uses include a variety of the larger, highway-oriented uses
and light industrial uses described in the master plan - a flex
office/research building, a commercial strip, a large retailer (perhaps “big
box”?) and a hotel or motel.
The opportunities for this scenario include the fact that this is highly
developable property and that new development could be configured in
such a way that it connected the new station area to the Island Green
43
DEVELOPMENT SCENARIO #3
MIXED-USE DEVELOPMENT
NORTH OF STATION
COMMERCIAL DEVELOPMENT
Best connection to Island
Green Development
Remediation at landfill site?
Best connection to rail trail
Easily developed land
Danger of highway “strip development”
Impact on wetlands?
Impact on wetlands?
Lack of sewer infrastructure?
Station becomes part of new development
Limited access/traffic issues
Difficulty crossing Route 22
MIXED-USE DEVELOPMENT
AT RECLAIMED GRAVEL PIT
New development integrated with hamlet
Lack of sewer infrastructure?
Impact on wetlands?
Best connection to hamlet
Figure 33: Station area focus group: development scenarios
44
rail yard and wetlands north of the new station would restrict access from
Route 22 to a single location—the proposed entrance to the new station
area and parking lot.
This scenario could help the hamlet by increasing the customer base for
business and creating what could eventually be a seamless connection
between the hamlet and the new station area. It could also improve the
station area by placing it at the edge of an attractive new development.
This scenario is the most unlikely, as most of the area in question is
considered to be wetlands.
However, this scenario also raises a number of problems. For one, a
development at traditional hamlet densities would require major
investment in sewer and water infrastructure, which would be expensive.
The environmental issues of reclaiming the gravel pit also create
difficulties. After the gravel pit has been mined out, the regraded land
could be within three feet of the water table, effectively extending the
flood plain and Flood Hazard Zone. A development in this location
might also have significant impacts on the existing wetlands. Finally, the
wishes of the property owner may keep this land in mining for a long
time, regardless of the wishes of the community that it be put to an
alternative use.
3. New Development at the ‘Racetrack” Site North of the
Station
A third scenario envisions a mixed-use development similar to the
scenario described above for the gravel pit, but in this case extending
north from the station. The appeal of this scenario is the potential to
completely absorb the new station area, parking lot and even the rail yard
into a new transit-oriented development. While there would be some
parking at the station, much of the parking would be distributed
throughout the new residential and commercial streets. The development
would have good visibility from Route 22. The RailTrail connection
could also be incorporated into the fabric of the new development rather
than running along a narrow strip between the rail yard and Route 22.
This scenario raises many of the same questions that the previous
scenario raised with regards to development impacts on the wetlands.
Also, to the extent that this scenario puts the new development more into
the foreground of the viewshed, there may be more impact on the rural
character of the valley. Finally, there are access issues. This site cannot
be connected to its context in as many ways as the previous scheme. The
45
CONCLUSIONS
• Chapter 5 •
One of the original purposes of this study was to explore the possibility
of creating transit-friendly development, i.e., a traditional “railroad
village,” in the Wassaic area. This form of development reduces reliance
on cars by providing a walkable town center with mass transit
connections to the metropolitan area, also creating significant value for
real estate around the station. Harlem line examples of such villages
include Pawling, Croton Falls, Brewster, Katonah, and Bronxville (the
latter two were originally designed as railroad villages).
CONCLUSIONS AND
ACTION
RECOMMENDATIONS
While the historic hamlet of Wassaic originally grew up as a small
railroad village, it ironically proved unsuitable as a location for such a
concept in today’s world. A combination of factors including its difficult
access by automobile, environmental constraints resulting from the
convergence of two streams, and lack of a suitable site for a parking lot
made it undesirable for a rail terminus that must be easily accessible to
large numbers of people arriving in cars. These limitations, as well as
the hamlet’s lack of water and sewer infrastructure, also make it an
unlikely place for any substantial transit-friendly development.
So Metro-North selected as its terminus a site that appears to be the only
large, level, relatively dry location that is adjacent to both the railroad
bed and Route 22. This was not only logical, it was probably the only
practical choice for a railroad whose goal was to improve passenger
service by providing an extension, passenger terminus, and layover rail
yard for a line that draws commuters from a wide geographic area. The
same line brings city dwellers out to country homes located in that same
sparsely settled rural landscape. Metro-North’s priorities for this site
were Route 22 access, convenient parking, and train storage space.
Parking and train storage are highly land-consumptive and not
particularly compatible with a village environment. Most of the land
surrounding the new station and parking lot has severe limitations for
development, including extensive wetlands, floodplain, an active gravel
mining operation, and high speed Route 22 which acts as a barrier to
pedestrian access to the only other developable land located across the
highway.
46
most of the traffic and economic impact, albeit modest, will be felt.
Terminating the rail trail at the train station will make the trail somewhat
more accessible to urban and suburban bicyclists and give a handful of
area residents bicycle access to a New York City train connection.
Transit-friendly pedestrian-oriented development around a Metro-North
station appears not to be a practical option for the foreseeable future in
either location. While the human scale hamlet footprint seems to be an
appropriate “seed” for such a development form, the seed cannot grow in
this location. Instead Wassaic hamlet will be the last frame in a series of
idyllic rural landscape images passengers see before their train arrives at
a twenty-first century terminus. The same limitations of geography
which made Wassaic accessible primarily by rail in the nineteenth
century have kept it relatively intact and immune from development in
the twentieth. The question is, what will happen to Wassaic and its
environs in the twenty-first century?
However, there is a serious risk that development that might otherwise
occur in or around the hamlet of Amenia will be drawn to a Route 22
location near the rail terminus, especially if the zoning is changed to
allow such development to occur. The risks here are several: the most
serious is that a series of suburban-type strip shopping or office
developments along Route 22 would destroy the very rural charm that
makes the Wassaic area and the Town of Amenia an appealing place to
live, visit, and work. Secondly, without a sewer system in Amenia, there
is almost no other place to put such development. So, as the Master Plan
emphasizes, the Town must face up to the need to deal with its sewer
problem in the core hamlet. Many years ago strip development north of
the hamlet hurt its viability, and a repeat of this phenomenon near the
new train station is likely if the Town does not take appropriate action.
For the hamlet itself, there will probably be little change in the near
future. Recommendations of this report are summarized below for
enhancing the image of the hamlet and making it a more attractive place
that train riders will notice and return to visit. The hamlet will gain
visibility, and with that, may attract new residents and some new
businesses. The tight constraints imposed by topography, streams, and
infrastructure limitations will prevent any significant growth. However,
when and if growth pressures develop, it will be important to have
measures in place that will enable the hamlet to maintain its historic rural
charm.
Finally, the rail extension offers some significant opportunities to the
community. The gradual process of attracting travellers through Amenia
and Wassaic will contribute in a small way to strengthening and
diversifying the economy, as long as the area’s rural and historic image is
maintained. The construction of sewer infrastructure in Amenia may
become feasible eventually through a partnership with County and/or
state government, making it possible for Amenia’s central hamlet to
absorb most of the commercial and residential development that would
otherwise sprawl out along Route 22 and into the countryside.
The terminus itself will play a major role in shaping the Twenty-First
Century image of the Wassaic area. It is largely up to Metro-North, in
cooperation with the community, to determine whether that image will
be merely a bland and functional late twentieth-century suburban
commuter shelter surrounded by a sea of parking, or eventually become a
real train station that draws upon the area’s history and culture to create a
sense of place and a feeling of arrival in the countryside.
This is a healthy form of economic development with long-term
prospects for success. The development of Island Green in whatever
form emerges as realistic in the marketplace, and the possible
redevelopment of Taconic DDSO, could also add strength and diversity
while adding to the area’s tourism appeal. Creating a pedestrian and
bicycle connection between the hamlet of Wassaic and the new station
will help make the station accessible to hamlet residents. And, if Metro-
The area around the new terminus will probably not see much immediate
change other than the construction of the rail facilities and parking lot.
The presence of the rail terminus, by itself, will not be a significant
generator of economic development. Most of the passengers driving to
the terminus will pass through the hamlet of Amenia, which is where
47
not be installed in a new location unless it is accompanied by appropriate
development controls. Otherwise, market-driven development could
utterly destroy the rural and historic charm of places that have only kept
their historic character because of the lack of development infrastructure.
North is willing to try an experiment, a flag stop may provide some
economic impetus for the hamlet.
Since the biggest constraint on development in both Wassaic and
Amenia hamlets is water and sewer infrastructure, it is important to look
at possible opportunities to solve this problem. There needs to be serious
consideration of a regional strategy, examining both a unified system
which provides service to several locations such as Amenia, Wassaic,
Taconic DDSO, and Dover Plains, as well as decentralized systems
designed for each of these places (Taconic DDSO already has its own
water and sewer infrastructure). While there is currently no water and
sewer service in these three hamlets, rapid changes in the technology of
wastewater treatment have made it increasingly cost-effective to create
small systems capable of serving areas even as small and constrained as
the hamlet of Wassaic.
Wassaic Hamlet
Regulatory Changes
The zoning in the hamlet should be changed to recognize what is already
there and to encourage more of it. This suggests the need for a special
mixed-use hamlet district with setbacks, lot sizes, and other dimensional
requirements that reflect the current development pattern. This pattern
cannot be extended, infilled, or replicated at the present time because of
Health Department requirements of minimum one-acre lots. The zoning
should, however, allow for the future possibility of water and sewer
service, either in a self-contained system, or as part of a larger strategy
for providing infrastructure to the region. This can be done by providing
two sets of regulations (with and without infrastructure) that provide
alternative standards for lot sizes, dimensions and setbacks.
ACTION RECOMMENDATIONS
This section summarizes recommendations emerging from the study.
Recommendations selected are those that would have the greatest effect
in enhancing the community. They are grouped according to three
geographic areas: Wassaic hamlet, the area around the new train
terminus (including Island Green), and the rest of the Town of Amenia
with a focus on the central hamlet of Amenia. Within each geographic
area recommendations are divided into four categories: regulatory
(primarily zoning) changes, public and private improvements, water and
sewer infrastructure, and recommendations for discussion between the
community and Metro-North. A concluding section lists four important
next steps that need to be taken to move the process forward.
The Town should consider establishing an historic district to encourage
the preservation of historic structures in the hamlet. As the hamlet
becomes a more desirable location, most landowners will value its
historic character and take advantage of historic preservation incentives.
It may be necessary, however, to impose some regulatory controls on
demolition and exterior remodeling of historic structures as well as on
any new development that may occur. This can be done either through
zoning and site plan review or through a separate historic district
commission or architectural review board.
Public and Private Improvements
As pointed out in this report, whether or not the train stops in the hamlet,
it will become visible to many people who would not otherwise know
that it exists. This creates opportunities for generating a new level of
interest.
Some of the recommendations listed below need to be acted upon in the
short-term, especially those relating to zoning changes. Others, such as
infrastructure and public and private improvements, will have to evolve
over the years as funding becomes available and opportunities arise.
It should be noted, however, that water and sewer infrastructure should
48
public access.
One key public improvement that needs to be made is a pedestrian
and bicycle connection between the hamlet and the new station with
interpretive signage. This will also, in effect, connect the hamlet with
the Rail Trail. Alternative routes for this should be examined, including:
♦
♦
♦
Water and Sewer Infrastructure
The Town and hamlet residents should work with the Dutchess County
Water and Wastewater Authority to examine possible options for
providing water and sewer services to the hamlet.
A boardwalk/nature trail through the wetlands lying just east of
the tracks.
A roadside configuration along Route 81 and along the Washed
Aggregates property access road.
A streamside route through the Washed Aggregates site once it
has been reclaimed.
Metro-North
As part of the federal and state environmental review process, MetroNorth has incorporated a number of mitigation measures into its plans,
including decorative fencing in the hamlet, access to the ballfield,
connection to the Rail Trail, stormwater management controls, and
purchases of wetland property for preservation. However, there may be
some additional creative ways to maximize community benefits while
minimizing adverse effects on Metro-North’s operations. These include:
The last two of these will not likely be feasible as long as the gravel
operation is ongoing, but should be looked at as future options. The first
option, although preferable in many ways, will also face regulatory and
financial hurdles because of its routing through wetlands.
♦
The hamlet can take maximum advantage of the benefits of extended
train service through a series of design improvements, including:
♦
♦
♦
♦
♦
♦
♦
♦
♦
Landscape improvements to create better definition of public
spaces, especially at the core of the hamlet near the former train
station.
Rationalizing the sidewalk system so that it is safe and
convenient.
Landscaping and a sign at the former train station site indicating
that this is the hamlet center.
Historic lighting standards, especially along the roadway parallel
to the rail line.
Facade, storefront and signage improvements for businesses
visible from the rail line.
Selective clearance of vegetation to allow more scenic views of
historic buildings and the hamlet’s natural setting.
Stabilizing Maxon Mills and providing night lighting of that and
other historic edifices in the hamlet center.
Adaptive reuse of the Maxon Mills, ideally for a use involving
♦
Consideration of slower speeds as the trains pass through the
hamlet.
Consideration of a temporary, experimental “flag stop” with a
temporary platform at the site of the former train station. If this
were tried on an experimental basis for, say, six months, it would
afford the community and Metro-North the opportunity to see
what kind of ridership potential exists and to determine what the
real impacts would be on train schedules, air quality, traffic, and
parking. As a temporary measure, it could probably be done
without the same level of environmental review or ADA
compliance requirements as a permanent facility. If, after six
months, the experiment proves unsuccessful it could be
terminated. If it shows promise, then it could be extended for
another six months while the implementation process necessary
for a permanent flag stop is pursued.
Consideration of assisting Amenia in applying for funding from
TEA-21 and other sources to pay for some of the public
improvements suggested above, especially those that would
contribute directly to railroad service such as a
walkway/bikeway from the hamlet to the station.
49
Since this area is owned primarily by Metro-North and private
landowners, most public improvements would be installed by these
owners. The only other important public improvement currently
foreseen will be the extension of the Rail Trail from the hamlet of
Amenia to the station (and the recommended connection to the hamlet of
Wassaic). This action will require discussions with Metro-North, NYS
Department of Transportation, NYS Department of Parks, Recreation
and Historic Preservation, and Dutchess County. Any changes that
NYSDOT makes to Route 22 should be made with a view to maintaining
the rural qualities of that road. Consideration should also be given to
minimizing traffic congestion caused by turning movements at the station
site and facilitating pedestrian access to development on the other side of
Route 22.
The New Train Terminus and Environs
Regulatory Changes
The zoning in this area should not be changed unless appropriate
safeguards are put in place to ensure that the design of new development
does not detract from the rural character of the station setting or the
viability of the hamlets. This means that the following should be
considered:
♦
♦
♦
♦
♦
Limitations on large-scale retail development in the Route 22
corridor. New development should be limited to office, light
industrial, and a limited range of retail and service uses that do
not compete directly with uses in the hamlet. There should be a
maximum size limit for retail development in this area.
Design standards that require retention of existing vegetation,
screening of parking and placement of it behind or beside
buildings, interconnection of development sites, traditional scale,
proportions, and rooflines for buildings, and other issues covered
and illustrated in Chapter Three.
Consideration of a Planned Development Overlay district that
would enable landowners to transfer density from the more
environmentally constrained and scenically sensitive areas to
those locations where development can be absorbed into the
landscape with minimum impact.
Zoning to allow development at Island Green that responds to
community desires and market realities, while tying in as much
as possible to the train station. An aspect of this could be
allowing off-site parking at the station in lieu of on-site parking
(by formal agreement with Metro-North) and the requirement of
providing or subsidizing shuttle services to the station (possibly
connecting also with the hamlets of Wassaic and Amenia).
In the long run, consideration of the construction of a mixed-use
village at the site of the current gravel pit, as described in
Chapter Four. This will require careful study to see if it is
environmentally feasible. The market will most likely not be
ready for such development for some years.
The Town, Metro-North, landowners, and area residents should work
with the Dutchess County Water and Wastewater Authority to examine
possible options for providing water and sewer services to new
development near the train station, provided that proper zoning and
design controls are in effect.
Metro-North
Metro-North should be approached to consider several issues as it moves
forward in subsequent phases of its station development program:
♦
♦
Screening and breaking up future expansions of its parking lot
with appropriate landscaping, pedestrian walkways, and a
continuation of the bicycle path, using permeable surfaces where
practical. Using low-impact lighting to maintain as much as
possible (consistent with safety concerns) to maintain the
darkness of the rural night sky.
Continuing to minimize the amount of stormwater entering the
wetlands and stream surrounding the site, and preventing
pollutants from entering these water resources.
50
♦
♦
♦
Improving its station facility to project a more rural image
through architecture that is appropriate to the location.
In addition to the first phase bicycle storage facilities and
informational kiosks and signage, providing concessions and
additional tourist services at the station, especially more bicyclerelated facilities such as a rental concession, and restrooms.
Some tourist-oriented retail should also be considered if a more
substantial station building is constructed.
Providing facilities that encourage visitors to find their way to
Wassaic hamlet through signs and other means, including
convenient and inviting connections to a walkway/bikeway
leading to the hamlet.
Most of the improvements needed are in the central hamlet area. These
will help Amenia to take advantage of the increased visibility and traffic
that may be generated by the new station. These improvements include:
♦
♦
♦
♦
The Town and Hamlet of Amenia
♦
Regulatory Changes
This study did not examine in depth the need for overall zoning reform in
the Town. It simply noted that Amenia’s zoning is inadequate for the
challenges of the future, and looked more closely the problems that relate
directly to the Wassaic extension.
♦
On-street parking for impulse shoppers, and off-street parking
for diners and storekeepers.
Wayfinding signage inviting Route 22 passersby to stop in the
hamlet center and to help them find the Rail Trail.
Historic preservation of the facades and compatible storefront
designs and signage to create an attractive image.
Streetscape and landscape improvements—e.g., historic lighting
standards, street trees, and a hamlet green.
Connections to the supermarket-anchored shopping center to the
north to make both centers function as a unit rather than compete
with each other.
Additional promotional features, such as a farmers’ market (e.g.,
on Friday nights to coincide with the return of second-home
owners to the area), and a flea market (e.g., on Sunday
afternoons to coincide with their return trip to New York City).
Issues that loom large in upcoming zoning reform include:
♦
♦
♦
♦
♦
The Town of Amenia’s single biggest need is for sewer
infrastructure in the central hamlet. This is the key to solving
numerous other problems, including the proliferation of highway strip
development and residential suburban sprawl. If public sewers are
provided, much of the land currently devoted to septic systems in the
hamlet could be redeveloped for parking or infill buildings. Sewers
would also help alleviate drainage and flooding problems by reducing the
amount of water discharged into the ground. The Town should work
with the Dutchess County Water and Wastewater Authority to examine a
full range of options and financing alternatives for providing sewer
services to the Hamlet of Amenia.
Preventing excessive strip development on Route 22.
Effectively concentrating new development in the hamlets,
especially the hamlet of Amenia, which is problematic given the
lack of infrastructure.
Protecting the character of the hamlets while allowing growth,
particularly in the Hamlet of Amenia, through appropriate design
guidelines.
Providing appropriate and flexible zoning for the Taconic DDSO
site, so that it can accommodate significant development if the
right buyer(s) can be found.
Providing incentives for the preservation of open space,
including steep slopes, environmentally sensitive areas, scenic
areas, and farmland.
Metro-North
Metro-North has no formal role in the Hamlet of Amenia, but is
51
encouraged to study the possibility of transit links between the hamlet
and the terminus station, including in the longer-term a possible
extension of the rail line north through Amenia to Millerton.
NEXT STEPS
The most important next steps include the following:
1. Updating the zoning law, subdivision regulations, and master plan.
2. Continuing discussions between Metro-North and the community
concerning the recommendations of this report. A cooperative effort
will be needed to implement recommendations that both reinforce
the Town’s planning goals and meet the railroad’s public service
objectives.
3. Engaging in informal discussions between local civic leaders and
major landowners in the area surrounding the new station and
between the station and the hamlet. Attempts were made to contact
some of these landowners in the course of this study with only
limited success, in part because of ongoing negotiations with MetroNorth over land acquisition. These issues are very important and
sensitive to those who own the land involved. Many landowners are
reluctant to participate in open public forums and are more
effectively approached through confidential discussions with local
leaders they know and trust. Planning that affects major private land
holdings must be done in a cooperative spirit so that the results can
benefit both the landowners and the community as a whole.
4. Evaluating water and sewer system options for the Town, focusing
on sewer services for the Hamlet of Amenia, but also looking south
at the needs and opportunities of the rail/highway corridor that
connects that hamlet with Island Green, the rail terminus, the hamlet
of Wassaic, Taconic DDSO, and Dover Plains.
52

Community Planning for the Wassaic Rail

Transcription

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