East Tremont Avenue and Unionport Road

196 PROPOSED STATIONS - Parkchester / Van Nest

 PROPOSED STATIONS

PARKCHESTER/ VAN NEST

SUSTAINABLE COMMUNITIES IN THE BRONX 197

PARKCHESTER/
VAN NEST
Proposed
OVERCOMING DIVIDERS

INTRODUCTION

SYNOPSIS PARKCHESTER AREA

The proposed Parkchester/Van Nest Metro-North sta- Parkchester is largely comprised of the planned res-
tion would be located on East Tremont Avenue just idential community that was built in 1942 by the
east of Unionport Road. Amtrak’s Hell Gate rail line, Metropolitan Life Insurance Company. The neigh-
the rail corridor of the proposed service, runs along borhood is bounded by the following: East Tremont
East Tremont Avenue and currently serves as a major Avenue to the north, Castle Hill Avenue to the east,
barrier between the neighborhoods of Parkchester the Cross-Bronx Expressway-Westchester Avenue
and Van Nest. The station would provide commuter to the south, and White Plains Road to the west.
rail access that would link these neighborhoods to The Parkchester complex is situated on 121 acres
important regional job centers, including midtown and is composed of over 160 multi-story buildings,
Manhattan to the south and Westchester County 12,200 apartments with more than 35,000 residents
and southwest Connecticut to the north. This ser- and various retailers. The complex is divided into
vice would dramatically improve access for residents two separate entities, the Parkchester North Condo-
and public feedback to the proposed station and rail miniums and the Parkchester South Condominiums,
service has been overwhelmingly positive. which are not-for-profit corporations that work co-
operatively to manage the complex.1
While East Tremont Avenue is a key east/west cor-
ridor in the many parts of the Bronx, and bustling The Parkchester complex was originally constructed
with vibrant commercial activity in many areas, this as part of an effort to provide high quality housing
stretch is home to auto intensive low scale uses, that would be affordable for middle-income New
parking lots, vacant land and vacant buildings. Yorkers. It was constructed concurrently with Peter
There is also a lack pedestrian infrastructure that, Cooper Village and Stuyvesant Town in Manhattan
when combined with the low-intensity quasi-indus- following Le Corbusier’s ‘tower in a park’ model.
trial uses, all contributes to a harsh streetscape that Combining large parcels of land into a superblock,
is largely un-walkable. This is understandable in its and constructing large towers in the open space
current state as the edge of two communities, but provided residents with generous landscaping,
with a new station on the horizon, this corridor will playspace and access to light and air. Two through
be transformed into the gateway for the two com- streets cut across the complex, Metropolitan Avenue
munities, and walkability will be paramount. The and Unionport Road, which are lined with commer-
proposed Metro-North station is an opportunity to cial uses. ‘Metropolitan Oval,’ a large water fountain
transform East Tremont Avenue into a medium den- surrounded by landscaping sits at the center of the
sity mixed-use commercial corridor. Improvements complex. About one-third of the Parkchester com-
to key areas along the East Tremont corridor could plex was converted to condominiums in 1974, with
facilitate cohesion between the Parkchester and Van the rest converted in 1986.2,3
Nest neighborhoods around a new transit asset.
Zoning within the Parkchester complex is largely
comprised of an R6 Residential district, with Com-
mercial Overlays mapped intermittently along

198 PROPOSED STATIONS - Parkchester / Van Nest

 PARKCHESTER/
VAN NEST STATION
(proposed)

FIGURE 1 | Proposed location of Parkchester station.

Source: © 2011 Pictometry International Corp.

COMMUNITY CHARACTERISTICS | Parkchester Study Area

NYC Subway Station Daily Ridership (2012)*
6 Parkchester: 15,190 weekday | 16,260 weekend 2 Bronx Park East: 2,811 weekday | 2,880 weekend

6 Castle Hill Avenue: 7,567 weekday | 7,956 weekend 2 East 180th Street: 6,832 weekday | 7,154 weekend

• The neighborhood is largely dependent on public transportation, particularly the nearby subway lines
• Parkchester is highly diverse; the area has one of the highest concentration of Bangladeshi population in
the city, approximately 2,600 people
• The relatively low unemployment rate of the area and presence of the large Parkchester condominium
complex (home to approximately 40,000 residents) underscores the stability of the community

STUDY AREA1,2 THE BRONX NEW YORK CITY

Hispanic 48% 53% 29%
African-American 35% 35% 27.3%
Renter Occupied Units 76% 79% 68%
Housing Units with No Access to a Vehicle 56% 59% 56%
With Access to One Vehicle 34% 30% 31%
Take Public Transit or Walk to Work 62% 64% 67%
Population Density (per square mile) 24,859 32,536 26,953
Unemployment Rate (2010) 7% 12% 11%
TOTAL POPULATION 58,305 1,365,725 8,336,697
1
The study area is based on select Census tracts within a 1/2 mile radius of the proposed Parkchester/Van Nest station
2
United States Bureau of the Census, 1006-1010 American Community Survey 5-Year Estimates
* MTA Subway Ridership, 2012. http://www.mta.info/nyct/facts/ridership/#chart_s

SUSTAINABLE COMMUNITIES IN THE BRONX 199

 3

Whit
e Pla
VAN NEST
ins R

Con Ed
oad

Substation
1
n t Avenue
East Tremo
PARKCHESTER/
VAN NEST STATION
(proposed)
Un
ion
po
rt
Ro
a

4
d

Metropolitan PARKCHESTER
Oval

Land Uses Notable Land Uses Features:

One and Two Family Homes Manufacturing Buildings 1 Lower density housing west of White Plains Road, and
north of Baker Avenue.
Multi-Family Walkups Transportation/Utility Buildings
Multi-family Elevator buildings Park/Open Space 2 Multi-family elevator buildings south East Tremont Ave-
nue, east of Unionport Road.
Mixed Com/Residential Buildings Parking Lots
Commercial Buildings Vacant Land 3 Commercial buildings along Morris Park Ave.
Institutional Buildings 4 Mixed commercial/residential buildings south of the sta-
tion, west of Unionport Road.
Transportation
Amtrak’s Hell Gate Line B/D Subway Lines
Bus Routes 4 Subway Line

200 PROPOSED STATIONS - Parkchester / Van Nest

FIGURE 2 | The Metropolitan Oval, located at the center of the Parkchester complex. The 121-acre complex has over 160 multi-story buildings,
12,200 apartments and various retailers.
Source: WikiMedia Commons

Unionport and Metropolitan Avenues, as well as the proximity of the railroad and range from C8-1
along some of the peripheral roads. A C4-2 Com- between St Lawrence Avenue and White Plains Road
mercial District is mapped in the southwest section, to M1-1 north of the Parkchester Complex. These dis-
which permits higher intensity commercial uses tricts permit low-intensity industrial and auto-repair
such as department stores. Along East Tremont Av- uses and are characterized by low development po-
enue, a C8-4 district is mapped over the location of tential and high parking requirements. East of Castle
the complex’s parking garage. In addition to this Hill Road, the rail line veers north and East Tremont
underlying zoning, the complex is mapped within a Ave returns to Residential District designations with
special purpose district, one of the 4 Special Planned continuous commercial overlays on East Tremont.
Community Preservation Districts (PC) that have
In the triangular area west of the Parkchester com-
been mapped within the City to protect the unique
plex between East Tremont Avenue and the Cross
character of communities that have been planned
Bronx Expressway, the density generally decreases
and developed as a unit. Accordingly, a special per-
as one moves further from White Plains Road. The
mit is required from the City Planning Commission
area between White Plains Road and Beach Avenue
in order to make changes to the complex, including
is zone R6 and has a mix of densities ranging from
any demolition, new development, enlargement,
one and two family homes to 6 and 7 story apart-
and any alteration of landscaping or topography.
ment buildings. A commercial overlay is mapped on
In the area surrounding the Parkchester complex on Archer Avenue, in the middle of the neighborhood,
East Tremont Avenue, zoning designations reflect to permit mixed-use, higher-density buildings. West

SUSTAINABLE COMMUNITIES IN THE BRONX 201

 PARKCHESTER/ VAN NEST STATION
(proposed)

Amtrak’s Hell Gate Line B/D Subway Lines

Commercial Overlays
4 Subway Line

FIGURE 3 | Zoning map of the Parkchester/Van Nest neighborhood.

of Beach Avenue, the neighborhood becomes pri- the B11, B21, B22, B39, B40, B42, B21, Q44 local bus-
marily low-density residential houses. The notable es and the BxM6, B4A, BxM10, BxM11 express buses
exception to this is the Noble Mansion apartment serve the area. The Cross Bronx Expressway and the
complex that is roughly 17 stories at the western Bronx River Parkway are also easily accessible by au-
edge of the neighborhood adjacent to the Bronx tomobile.
River Parkway.
Parkchester is served by the Parkchester, Castle Hill VAN NEST
and Zerega Avenue stops on the 6 train, which runs The Van Nest neighborhood is located on the north
along the southern border of the neighborhood. Ad- side of East Tremont Avenue and the Amtrak Hell-
ditionally, the 2 & 5 trains stop at East 180th Street gate rail line. About one square mile in size, the
and the Bronx Park East station along the western neighborhood is bounded by Bronxdale Avenue to
border of the study area. Several buses, including

202 PROPOSED STATIONS - Parkchester / Van Nest

FIGURE 4 | Low-density development on White Plains Road in the Van Nest neighborhood.

the northeast, the Amtrak train line to the southeast, nance buildings for the old railroad line and occu-
and the edge of Bronx Park to the west. Van Nest pies a large piece of land adjacent to the rail line in
Station on the New York, New Haven and Hartford the Manufacturing District between Unionport Road
Railroad which ran from 1872 to 1986 was named and Bronxdale Avenue. Van Nest Park, at the inter-
after the father of Abraham R. Van Nest, a director of section of Van Nest Avenue, Victor Street and Union-
the railroad. It later became the name of the neigh- port Road, was recently renovated.
borhood.
Van Nest is served by several local bus routes includ-
The community is mapped mostly as an R5 zoning ing the Bx21, Bx22, Bx39, Bx40 and the Bx42, as well
district, which permits lower density residential uses. as an express service to Midtown Manhattan on the
A C1-2 commercial overlay is mapped along Morris BxM10 line. There is also service to the Bronx Park
Park Avenue, near the center of the neighborhood, East station for the 2 & 5 trains.
between Unionport Road and the edge of the neigh-
borhood at Bronxdale Avenue. A large M1-1 District
is mapped along the rail line between Unionport CHALLENGES & RECOMMENDATIONS
and Bronxdale Avenue.
This lower density neighborhood is comprised of The Parkchester and Van Nest neighborhoods differ
mostly single family homes with some multi-family greatly in both retail and residential character, none-
units throughout. Morris Park Avenue serves as the theless, each could benefit greatly from a vibrant East
main commercial corridor for the neighborhood and Tremont Avenue that is centered around a regional
is home to more than 300 mostly small scale “mom rail station. In its current state, East Tremont Avenue
and pop” type stores. The Morris Park Merchants Al- functions like the backdoor to these neighborhoods,
liance was formed in 2007 and has been working to as the neighborhoods are understandably centered
strengthen the corridor. Con Edison’s Van Nest Ser- on their respective subway stops and neighborhood
vice Center has been located in the former mainte- commercial corridors.

SUSTAINABLE COMMUNITIES IN THE BRONX 203

FIGURE 5 | (Top) Sidewalk on East Tremont Avenue, adjacent to the rail line. (Bottom) Curb-cuts and auto-related uses are common throughout
East Tremont Avenue. The areas surrounding the rail lines present a challenge to the communities and the future Metro-North station.

204 PROPOSED STATIONS - Parkchester / Van Nest

The addition of a potential rail station provides an Pedestrian infrastructure along the corridor is se-
opportunity to re-examine East Tremont Avenue verely lacking, to some degree as a result of the
and its role in each of these neighborhoods. In or- conditions described above. Continuous, well-con-
der for a potential rail station to thrive, significant nected and safe pedestrian infrastructure is a criti-
improvements are needed along the pedestrian cal component to supporting a successful transit
pathways which connect these community’s to East station. Since the station is proposed across from
Tremont Avenue and the proposed station area. For the Parkchester complex, additional foot traffic
the purpose of this section, the challenges and rec- will be generated with increased pedestrian cross-
ommendations are discussed in three focus areas: ings of East Tremont Avenue. Vehicular traffic along
(1) the Tremont Avenue Corridor, (2) the Parkchester East Tremont Avenue can be very fast and there are
Planned Community, (3) and the Van Nest commu- long stretches in between legal street crossings. As
nity. a result, pedestrian crossings along East Tremont
Avenue are currently difficult, and exacerbated by
(1) TREMONT AVENUE CORRIDOR poorly marked crosswalks and lack of pedestrian ref-
uge zones, especially at prominent intersections like
The Amtrak Hellgate line rail cut that runs along the Unionport and White Plains Road (see Figure 6).
northern edge of East Tremont Avenue from rough-
ly East 180th Street to Bronxdale Avenue, creates Narrow sidewalks along the north of side East Trem-
small, awkward lots that, given their shallow depth, ont Avenue, especially west of White Plains Road,
are difficult for large-scale mixed-use development. discourage walking and preclude streetscape ame-
The majority of these lots fit into the categories dis- nities. Auto related uses which often spill out onto
cussed in the Section 1 Strategies: Rail Adjacent Lots. the adjacent sidewalk create obstacles and can force
As indicated in that Section, the difficulty in devel- pedestrians to walk in the street at times. There are
opment often leads to a vacant or underutilized several bus stops along the corridor that lack ame-
status. This inactivity is not conducive to a walkable nities adding to an already difficult environment for
mixed use corridor. riders.

The proposed station location is currently located Recommendations:

in an M1-1 Manufacturing District. M1-1 districts • Implement comprehensive streetscape im-
are the lowest intensity Manufacturing District and provements along East Tremont Avenue that
are characterized by low scaled development and connects the neighborhoods and both sides
high parking requirements. Light manufacturing, of the corridor. Prioritize intersection of White
auto repair, warehousing and storage are common Plains/Unionport Roads (see Figure 6).
uses in these districts. The south side of East Trem-
ont Avenue generally serves as the back side of the • Work with the Parkchester Planned Community
Parkchester Planned Community. Several piecemeal to re-examine the C8-4 District across from the
commercial overlays permit commercial at Union- proposed station and identify appropriate zon-
port, Commonwealth and just west of Purdy. These ing which will generate uses that support a pro-
are inconsistent and disconnected. There are two posed station and the PC.
C8 districts: one across from the proposed station • Study zoning along East Tremont Avenue that
area which contains Parkchester’s parking garages; would permit both commercial and residen-
and another west of White Plains Road that currently tial uses in mixed-use development along the
contains a number of vacant retail parcels. C8 zoning south side of the corridor. Insufficient lot depth
districts typically serve as a transition between man- and rail adjacency may restrict residential uses
ufacturing and commercial uses. Similar in character on the north side, but inactive manufacturing,
to M1-1 districts, typical uses in C8 districts include repair and storage uses should be prevented
auto-oriented uses or storages sites, as seen on the given the proximity of the new station.
north side of East Tremont and in many lots where • Identify opportunities to implement strategies
surface parking is fronting vacant retail. Most nota- for Rail Adjacent Lots along East Tremont Ave-
bly for this area, C8 districts do not permit residential nue using proposed station as a catalyst. Try to
uses, and are therefore not ideal zoning districts to promote development of active retail wherever
support transit-oriented development. This is espe- possible, even if only 1 or 2 stories are feasible
cially true on the south side of the East Tremont Av- (see Figure 6). Development could be inter-
enue, where adequate parcel depth could support spersed with open space, artwork and other pe-
mixed-use development.

SUSTAINABLE COMMUNITIES IN THE BRONX 205

 destrian amenities at regular intervals to break
up the super-block effect created by the rail line. Figure 6 Existing Conditions:
• Study the street design to identify where side- 1 Lack of pedestrian amenities along East Tremont
walk widening can occur to provide additional Avenue
pedestrian amenities. 2 Fast moving traffic makes pedestrian crossing area
• Apply the principles for station design and ame- feel unsafe

nities as indicated in Section 1 Strategies: Inter- 3 Excessive curb cuts make for an unsafe pedestrian
environment along East Tremont Avenue
modal Connectivity and Commuter Rail Stations
to a proposed station. These include best prac- 4 No place-making or wayfinding signage

tices for station access, design, amenities, and 5 Vacant and difficult to develop lots along rail corri-
dor deter walkability
integration into the local environment. This will
create a station which is a prominent fixture in
the community; is accessible and connected to
other modes of transit, and seamlessly fits into a
vibrant East Tremont corridor.

(2) PARKCHESTER AREA

The Parkchester Planned Community and adjacent
communities is a mid to high density population cen-
ter crucial to the success of a new rail station on East
Tremont Avenue. Currently, however, the area feels
cutoff from East Tremont Avenue. Parkchester has
its own retail and open space, but these are largely
oriented away from East Tremont Avenue. The com-
plexes parking garage fronts along East Tremont Av-
enue, but this is inactive and deters walkability along
the corridor. The Parkchester #6 subway stop is cur-
rently more than ½ mile from the proposed station Figure 6 Potential Improvements:
and this will likely put some residents outside of the Incorporate street lamps, street trees and benches
1
range of what is typically walkable. The area west at regular intervals
of White Plains Road is bounded by both the Cross 2 Eliminate curb cuts along East Tremont Avenue
Bronx Expressway and Bronx River Parkway, which,
at their intersection, leaves it quite isolated. The cur- 3 Add vegetated median to slow vehicular traffic
rent zoning designation does not support some of 4 Enhance crosswalks, add bollards and pedestrian
the unique residential conditions in this area. refuge zone for improved pedestrian safety
5 Where feasible, develop rail adjacent lots with ac-
Recommendations: tive uses, even if only 1-2 stories is possible

• Re-examine bus routes to connect directly from 6 Develop strong street wall with ample amounts of
transparency along East Tremont Avenue
the subway to proposed station. Study the fea-
sibility of a shuttle connecting the development 7 Include uses that support an active pedestrian en-
vironment throughout the day
and proposed station to maximize usage. 8 Add wayfinding signage to point pedestrians to
• Study zoning in the area immediately west of the station
White Plains Road. West of Beach Avenue this
may include contextualizing the current zoning
to preserve some of the unique conditions and
prevent undesirable building forms that have
been seen around other station areas.
• Explore opportunities to create additional
mixed use density closer to commercial corri-
dors and transit.

206 PROPOSED STATIONS - Parkchester / Van Nest

 EXISTING CONDITIONS

5 4

2
1

POTENTIAL IMPROVEMENTS

1
5

8 6

7
4 2

FIGURE 6 | Unionport Road. (Top) Current conditions; (bottom) potential improvements.

SUSTAINABLE COMMUNITIES IN THE BRONX 207

FIGURE 7 | R5 zoning in the Van Nest neighborhood.

• Strengthen signage and pedestrian amenities The area immediately around the Bronx Park East
on pedestrian pathways leading into the com- 2/5 elevated subway stop is currently a mix of uses,
munity from East Tremont Avenue. some of which are not supportive of transit, or of
each other. The range of uses immediately surround-
(3) VAN NEST ing the station include low and mid density residen-
tial buildings, sporadic retail stores, surface park-
The Van Nest community is currently disconnected ing, materials and vehicle storage and auto repair
from the proposed station area by the rail cut, the shops. Some of this incongruity can be attributed
large Con Ed facility, and a disjointed East Tremont to the mix of zoning districts that converge around
Corridor. South of Van Nest Avenue, the street grid the station, which include: lower density residential
stops at the rail line. Access over the rail line to Van (R5 and R4-1), mid density residential (R7-1 and R6),
Nest is available through two adjacent bridges, at as well as light manufacturing (C8-1 and M1-1). The
Unionport and White Plains Roads. This is an oppor- inconsistent district mapping creates a hodgepodge
tunity to enhance access; however, both currently of unrelated uses directly around the stop.
have limited accessibility for pedestrians from the
station area. The new station should be as visible and Recommendations:
accessible as possible from this side of the tracks. As • Support the efforts of the Morris Park Merchants
we have seen in other station areas, this is vital to the alliance to strengthen the corridor and form a
success of the station area. Business Improvement District.
Morris Park Avenue is a neighborhood commercial • Strengthen the Unionport Road Bridge as a pe-
corridor which could complement existing needs in destrian gateway in the Van Nest neighborhood
the area, but becomes isolated on its western edge. from East Tremont Avenue and the proposed
Housing stock in the area is aging and residential op- station area.
tions in the area are limited.
• Identify opportunities for mixed use residential

208 PROPOSED STATIONS - Parkchester / Van Nest

 and commercial uses along commercial corri- RESOURCES
dors and transit stops which will provide a wider 1
New York Times. “Model of Housing Displayed At Fair.” 5 May
variety of housing options.
1939. (p.47).
• Study the zoning around the Bronx Park East 2
Parkchester Apartments. http://www.parkchesternyc.com/
2/5 subway station to identify a district which 3
McNamara, John (1993). History in Asphalt: The Origin of Bronx
is supportive of mixed-use residential and com- Street and Place Names. Bronx County Historical Society. (p. 204).
mercial uses adjacent to the station while atten-
tive to the nuances of the elevated rail line and
surrounding manufacturing needs.

CONCLUSION
The Parkchester and Van Nest communities each
have strong commercial and residential assets, but
limited access and long commutes to job centers
and regional destinations have led to stagnated
growth. In its current condition, East Tremont Av-
enue is currently a barrier between these commu-
nities. Comprehensive improvements to the pe-
destrian infrastructure along East Tremont Avenue
and a re-examination of land use policy can create
a vibrant commercial corridor which strengthens
both communities. A proposed station along East
Tremont Avenue is an opportunity to take a proac-
tive approach in implementing long-term improve-
ments which will benefit the entire area and lay the
groundwork for a successfully integrated rail station.

PRIORITY RECOMMENDATIONS SUMMARY

• Re-examine zoning along both sides of East Tremont Avenue to permit a mix of uses which encourages
pedestrian activity and re-orients the surrounding communities towards East Tremont and the proposed
station.
• Implement comprehensive streetscape improvements to both sides of East Tremont Avenue which focus
on pathways from the proposed station area to the surrounding neighborhood centers and their transit
assets.
• Maximize the usage of a proposed station through improved intermodal connections between the pro-
posed station area and surrounding neighborhood centers.

SUSTAINABLE COMMUNITIES IN THE BRONX 209