Ossining to the south, utilizing the walkway portion of the Croton River Bridge. If possible, easements should be obtained to enable the trail to run north of the new waterfront park along the shoreline. • Utilize Senasqua tunnel for bicycles and pedestrians only The one-lane Senasqua tunnel, located under the Metro-North tracks, is approximately eight feet wide with a vertical clearance of 6 feet 10 inches, which only accommodates standard-sized automobiles. It cannot be used for two-way traffic flow, and is subject to periodic flooding. With the construction of a new access road, the tunnel should be reserved for pedestrian and bicycle use, thereby improving safety and efficiency of use. e. Recommendations for new Waterfront Park The Hudson River waterfront has been the focus of recent intensive planning efforts, initially with a Greenway Vision Plan (1997-98) focusing on Croton’s underdeveloped Hudson riverfront property north of the Croton Yacht Club. Senasqua Tunnel PAGE 101 CROTON COMPREHENSIVE PLAN This vacant site, formerly known as the Seprieo property, was previously used as an asphalt batching plant and as a snack bar/beer garden, although the narrow strip at the north end of the property remained mostly undeveloped. The southern portion is owned and controlled by the Village; the north portion is owned by the Beaverkill Conservancy, and is to be reserved as a natural area for outdoor recreation. This property, because of its natural resources, has been designated a Critical Environmental Area. A feasibility study for the site entitled Feasibility Study for the Village Waterfront Property was prepared in 2001 by Imbiano Quigley Landscape Architects and AKRF. As described in Section 3.8.b of this Plan, the feasibility study evaluated four alternative recreational uses of the site, and developed a “preferred alternative” based on public input and review by the New York State Department of State. This Plan recommends a mix of (a) passive recreational uses as contemplated in the Preferred Alternative of the Waterfront Feasibility Study, and (b) waterfront-related uses. PAGE 102 CROTON COMPREHENSIVE PLAN 4.5 Transportation Transit) (Traffic Calming, Pedestrian Facilities, As was evident in the workshop discussions and survey responses, residents’ concerns and issues relating to transportation in Crotonon-Hudson primarily focused on: speeding, pedestrian safety, the need for an improved and more extensive sidewalk and pedestrian networks, greater transit options, and improvements to the railroad station. a. Sidewalks and Pedestrian Networks Sidewalk Improvement Program The Village has a sidewalk/walkway improvement program in place to upgrade the conditions of existing sidewalks and other paths and walkways. The sidewalk improvement program should be expanded in the future to focus on those parts of the Village where walking is most prevalent: the commercial districts, school areas, and the area surrounding the rail station. Areas within a quartermile distance from retail uses, schools, and the train station are prime candidates for improvements. In the commercial center these improvements can be combined with more off-site parking, thereby encouraging shoppers to park at an off-site location and walk to several destinations. New pedestrian links creating short cuts for pedestrians should also be studied. Enforce Sidewalk Maintenance by Adjacent Sidewalk Owners As required by Article IV, Section 197-24 of the Village Code, property owners are required to maintain the public sidewalk areas in front of their homes. This law should be enforced more rigorously. It is suggested that the Village undertake an information campaign informing all property owners of their obligations and establish a grace period to give property owners time to undertake any needed repairs. At the end of the grace period, the law should be more strongly enforced. b. Pedestrian crossings in Upper Village Road Network Traffic Calming and Access Management along State Highways Routes 9A and 129 are major arterials traversing the Village and acting to some degree as the commercial arteries. The following strategies are recommended for these arterials: • • • Reduce speeds (without reducing capacities) Reduce the number of driveways Make arterials more pedestrian friendly To reduce speeds along these arteries, the effective and visual width of the roadways should be narrowed at key points of the Village. Neckdowns and pedestrian signage facilitate pedestrian crossing PAGE 103 CROTON COMPREHENSIVE PLAN Speed reduction can be accomplished by building “neckdowns” or entrance gates at the major entry points. These entrance gates act as “pinch points” and slow down traffic as they enter into the village core. Neckdowns (or curb extensions) can be provided at those locations with pedestrian crossings. Where there is on-street parking, the neckdown can extend the full width of the parking lane. Where highway width allows, on-street parking can be encouraged along the commercial areas of these roads, as a means of traffic calming and reinforcing the commercial nature of those areas. An access management program should be undertaken by the Village to reduce the number of driveways along the state highways.