Fillmore Avenue Streetscape Concept Plan

Fillmore Avenue Streetscape Concept Plan

Department of Urban and Regional Planning School of Architecture & Planning Fall 2017

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Fillmore Avenue Streetscape Concept Plan University at Buffalo Urban and Regional Planning School of Architecture & Planning Environmental Design Workshop 3 - END 450

Authors: Nkosi Alleyne, Jocelyne Bello, Camile Brown, Nathan Czechowski, Joeseph Direitinho, Julia Hirsch, Daniela Leon, Nathaniel Miller, Grace O’Connor, Rolando Rabut, Brandon Redmond, Evan Roorand, Thomas Rubino, Romanol Sarker, Anthony Thomas, Nina Zesky

Student Editors: Nathaniel Miller, Grace O’Connor, Julia Hirsch, Brandon Redmond, Evan Roorand Instructor: Dr. Emmanuel Frimpong Boamah Teaching Assistant: Cory Holzerland

University at Buffalo School of Architecture & Planning & Fillmore Forward © Environmental Design Workshop 3 (END 450, Fall 2017) & Fillmore Forward This work is subject to copyright. All rights are reserved by the UB School of Architecture & Planning, authors, and Fillmore Forward, whether the whole or part of the material is concerned, specifically the rights of translation, reprinting, reuse of illustrations, recitation, broadcasting, reproduction on microfilms or in any other physical way, and transmission or information storage and retrieval, electronic adaptation, computer software, or by similar or dissimilar methodology now known or hereafter developed.

The use of general descriptive names, registered names, trademarks, service marks, etc. in this publication does not imply, even in the absence of a specific statement, that such names are exempt from the relevant protective laws and regulations and therefore free for general use. The authors and Fillmore Forward are safe to assume that the advice and information in this report are believed to be true and accurate at the date of publication. Neither the authors nor Fillmore Forward give a warranty, express or implied, with respect to the material contained herein or for any errors or omissions that may have been made.

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Acknowledgements We would like to thank all of those who provided assistance and expertise throughout all phases of this project.

We would first like to thank Professor Emmanuel Frimpong Boamah for his guidance and tireless dedication to this project throughout the semester. Thanks also goes out to Cory Holzerland for his support provided throughout the duration of this project.

We would like to extend our gratitude to Fillmore Forward and Block Club in the Square who provided community feedback and worked alongside us.

Finally, we would like to thank the University at Buffalo Department of Urban and Regional Planning as well as guest lecturers Harry Warren, Julie O’Neill, Stephanie Cramer, So Ra Baek, Samina Raja and Joy Keubler.

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Executive Summary This report has been prepared by students (referred to as researchers) of the University at Buffalo, in the Environmental Design program at the School of Architecture and Planning. Throughout the Fall semester of 2017, researchers have been assigned to a design project along Fillmore Avenue of Buffalo’s Lower East Side. The project focuses on revitalizing the Fillmore Avenue Corridor through the redesign of physical elements along the street. Preliminary research and data collection was the first initiative conducted; in order to fully understand the history and current conditions of the community. To familiarize themselves with the community, researchers went on an initial site visit as well as collecting demographic information from online census tract archives (American Factfinder and Social Explorer). This was followed by precedent studies which correlated to the design plans desired for implementation along Fillmore Avenue. Specific design features were examined from around Buffalo as well as other U.S. cities. After developing a foundation of support research and precedent studies, the researchers worked together to create a variety of creative and tasteful solutions that should improve the overall aesthetic and functionality of Fillmore Avenue’s streetscape. The community groups (Fillmore Forward and Fillmore Block Group), have met with the researchers (on several occasions) to express their main concerns for improving the identity of their neighborhood. The following are the core issues currently impacting the Fillmore Avenue Corridor: crime, vacancy, aging infrastructure, lack of pedestrianfriendly infrastructure, stormwater management, traffic calming, food access, economic development, and community pride.

In order to provide knowledgeable insight into the Fillmore Avenue Corridor, researchers broke up into three separate teams to analyze defining characteristics of the area. The first team focused on demographics, housing, and economics, the second team dealt with land use and transportation, and the third team concentrated on environment and aesthetics. The data collected regarding these three profiles provided the foundation for compatibility analysis, potential projects, and concept development.

This report will go through each profile by providing in depth research and analysis, followed by proposed concepts intended to enhance the physical environment of the community. The researchers collaborated on choosing final concept designs that were appropriate based on their research, desired goals, and community feedback. Policy recommendations have also been drafted to ensure long term sustainability of the proposed concepts. It is vital to include all municipal levels throughout the planning process in order to expand opportunities for grant funding, as well as form collaborative partnerships that will contribute towards changes in policy to better support the Fillmore Avenue Corridor in reaching the goals outlined within this report.

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Table of Contents Contents ....................................................................................................................................................... V List of Figures ........................................................................................................................................... VII CHAPTER ONE: INTRODUCTION ........................................................................................................... 1 1.1 Background ......................................................................................................................................... 2 1.2 Planning Process ................................................................................................................................. 3 1.3 Structure of the report ......................................................................................................................... 4 CHAPTER TWO: DEMOGRAPHIC, HOUSING & ECONOMIC PROFILE ........................................... 6 2.1 Introduction ......................................................................................................................................... 7 2.2 Demographic Analysis ........................................................................................................................ 8 2.3 Housing Analysis .............................................................................................................................. 13 2.4 Economic Analysis ........................................................................................................................... 16 2.5 Crime Analysis.................................................................................................................................. 19 2.6 Summary of Demographic, Housing, and Economic Profile ............................................................ 22 CHAPTER THREE: LAND USE AND TRANSPORTATION PROFILE ............................................... 23 3.1 Introduction ....................................................................................................................................... 24 3.2 Flow Volume .................................................................................................................................... 27 3.3 Average Travel Times....................................................................................................................... 32 3.4 Means of Transportation ................................................................................................................... 33 3.5 Road Conditions................................................................................................................................ 35 3.6 Traffic Calming Measures ................................................................................................................ 38 3.7 Pedestrian Infrastructure ................................................................................................................... 39 3.8 Traffic Offenses and Crime Around Bus Stops ................................................................................ 40 3.9 Summary of Land Use and Transportation Profile ........................................................................... 41 CHAPTER 4: ENVIRONMENT AND AESTHETICS PROFILE ............................................................ 42 4.1 Introduction ....................................................................................................................................... 43 4.2 History .............................................................................................................................................. 44 4.3 Trees, Soil and Parks......................................................................................................................... 46 4.4 Signage and Lighting ........................................................................................................................ 50 4.5 Stormwater Infrastructure ................................................................................................................. 51 4.6 Street Art ........................................................................................................................................... 52 4.7 Summary of Environment and Aesthetics Profile ............................................................................. 54 V

CHAPTER FIVE: GOALS & CONCEPT DEVELOPMENT ................................................................... 56 5.1 Introduction ....................................................................................................................................... 57 5.2 Goals ................................................................................................................................................. 57 5.3 Concept Development ....................................................................................................................... 57 5.3.1 Farmers Market Concept ............................................................................................................ 58 5.3.2 Belt Line..................................................................................................................................... 59 5.3.3 Belt Line Park ............................................................................................................................ 60 5. 3.4 950 Eckhardt Building .............................................................................................................. 61 5.3.5 Mural on Rainbow Store ............................................................................................................ 62 5.3.6 Broadway Bazaar at Fillmore and Broadway ............................................................................ 63 5.3.7 The Cricket................................................................................................................................. 64 5.3.8 Broadway Brewery .................................................................................................................... 65 5.3.9 Wayfinding and Welcome Sign for South Section of Fillmore Avenue .................................... 66 5.3.10 Banners .................................................................................................................................... 67 5.3.11 Crosswalks ............................................................................................................................... 68 5.3.12 Projected Lighting .................................................................................................................... 69 5.3.13 Improved Lighting ................................................................................................................... 70 5.3.14 Garbage Disposal ..................................................................................................................... 71 5.3.15 Tree Planters ............................................................................................................................ 72 5.3.16 Bioswales ................................................................................................................................. 73 5.3.17 Ferry Plaza ............................................................................................................................... 74 5.3.18 Comprehensive Intersections ................................................................................................... 75 5.3.19 Mid-Block Crosswalk (Between Broadway/Sycamore) .......................................................... 77 5.3.20 Curb Extensions ...................................................................................................................... 78 CHAPTER SIX: PROJECT PLANNING AND POLICY RECOMMENDATIONS ................................ 80 6.1 Introduction ....................................................................................................................................... 81 6.2 GANTT Chart ................................................................................................................................... 82 6.3 Policy Recommendations.................................................................................................................. 83 6.4 Conclusion ........................................................................................................................................ 85 REFERENCES ........................................................................................................................................... 87

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List of Figures Figure 1 Plan Development Tree ................................................................................................................. 4 Figure 2 Census Tract Boundaries of Study Areas ...................................................................................... 7 Figure 3 Age Distribution of Fillmore-Broadway........................................................................................ 8 Figure 4 Neighborhood Gender Distribution ............................................................................................... 9 Figure 5 Neighborhood Racial Makeup ..................................................................................................... 10 Figure 6 Neighborhood Median Household Income .................................................................................. 12 Figure 7 Residential Occupancy ................................................................................................................ 13 Figure 8 Median House Value ................................................................................................................... 14 Figure 9 Business Clusters ......................................................................................................................... 16 Figure 10 Business Locations .................................................................................................................... 17 Figure 11 Neighborhood Zoning................................................................................................................ 18 Figure 12 Crime Map A ............................................................................................................................. 19 Figure 13 Crime Map B ............................................................................................................................. 20 Figure 14 Crime Map C ............................................................................................................................. 21 Figure 15 SWOT Analysis (Housing, Demographics and Economics) ..................................................... 22 Figure 16 South Boundary of Study Area .................................................................................................. 25 Figure 17 North Boundary of Study Area .................................................................................................. 26 Figure 18 Number of Cars During Off-Peak Hours ................................................................................... 28 Figure 19 Number of Cars During Peak Hours .......................................................................................... 29 Figure 20 Number of Pedestrians During Off Peak Hours ........................................................................ 30 Figure 21 Number of Pedestrians During Peak Hours ............................................................................... 31 Figure 22 Average Car Speeds through South Boundary .......................................................................... 32 Figure 23 Average Travel Time through South Boundary Intersections ................................................... 32 Figure 24 Average Travel Time through South Boundary Intersections ................................................... 33 Figure 25 Existing Cycling Infrastructure.................................................................................................. 34 Figure 26 Wilson Street Road Conditions ................................................................................................. 36 Figure 27 Abandoned House...................................................................................................................... 36 Figure 28 Transportation Improvement Program....................................................................................... 37 Figure 29 Bike Lane on Fillmore Ave ...................................................................................................... 38 Figure 30 Crosswalk at the Broadway- Fillmore Intersection ................................................................... 39 Figure 31 Broken Sidewalk on Fillmore Ave ............................................................................................ 39 Figure 32 SWOT Analysis of the Land Use and Transportation Profile ................................................... 41 Figure 33: Home designed by W.H. Zawadzki .......................................................................................... 44 Figure 34: (Left) 950 Broadway in mid-1900s (Right) 950 Broadway Present Day ................................. 45 Figure 35 Fillmore Avenue Street Trees .................................................................................................... 46 Figure 36 Maps of soil types in the study area........................................................................................... 48 Figure 37 Image of the park at Sears and Paderewski Street in Buffalo, NY ............................................ 49 Figure 38 Dim lighting where street light is out of order on Fillmore Avenue ......................................... 50 Figure 39 Improper signage along Fillmore Avenue ................................................................................. 50 Figure 40 Inlet types .................................................................................................................................. 51 Figure 41 Graffiti on closed storefront along Fillmore Avenue. ................................................................ 52 Figure 42 Welcome mural located between Sycamore and Broadway Street. .......................................... 53 Figure 43 SWOT Analysis of Street Aesthetic .......................................................................................... 55 Figure 44 Night View of Farmer's Market ................................................................................................. 58 VII

Figure 45 Vacant Lot View of Farmer's Market ........................................................................................ 58 Figure 46 Current State of Belt Line .......................................................................................................... 59 Figure 47 Mural on Belt Line .................................................................................................................... 59 Figure 48 Night View of Belt Line Park .................................................................................................... 60 Figure 49 Current State of Belt Line Park ................................................................................................. 60 Figure 50 Vacant Eckhardt Building.......................................................................................................... 61 Figure 51 Eckhardt Rendering ................................................................................................................... 61 Figure 52 Current State of Rainbow's Exterior .......................................................................................... 62 Figure 53 Rainbow's Mural ........................................................................................................................ 62 Figure 54 Current State of Broadway Market ............................................................................................ 63 Figure 55 Night View of Broadway Bazaar ............................................................................................... 63 Figure 56 Current State of Vacant Cricket Store ....................................................................................... 64 Figure 57 The Cricket Recreation Space and Eatery ................................................................................. 64 Figure 58 Broadway Brewery ................................................................................................................... 65 Figure 59 Vacant Brewery ......................................................................................................................... 65 Figure 60 Way Finding Signage for Fillmore Neighborhood .................................................................... 66 Figure 61 Banner Concepts ........................................................................................................................ 67 Figure 62 Crosswalk Concept .................................................................................................................... 68 Figure 63 Projected Lighting Precedent Study .......................................................................................... 69 Figure 64 Multiple Locations Throughout the Fillmore Corridor for Improved Lighting ......................... 70 Figure 65 Garbage Disposal Concept ........................................................................................................ 71 Figure 66 Current Planters and Proposed Metal Grate Planters................................................................. 72 Figure 67 Current Green Infrastructure and Locations for planned Tree Planting .................................... 72 Figure 68 Bioswales ................................................................................................................................... 73 Figure 69 Street View of Ferry Plaza ......................................................................................................... 74 Figure 70 Aerial View of Ferry Plaz, ......................................................................................................... 74 Figure 71 Fillmore/Broadway Day View Rendering ................................................................................. 75 Figure 72 Fillmore/Broadway Night View Rendering ............................................................................... 75 Figure 73 Fillmore/East Ferry Day View Rendering ................................................................................. 76 Figure 74 Fillmore/East Ferry Night View Rendering............................................................................... 76 Figure 76 Fillmore/Sycamore Crosswalk................................................................................................... 77 Figure 75 Aerial View of Fillmore/Sycamore Crosswalk .......................................................................... 77 Figure 78 Aerial View of Fillmore/Broadway Curb Extensions................................................................ 78 Figure 77 Aerial View of Fillmore/Sycamore Curb Extensions ................................................................ 78 Figure 79 Aerial View of Fillmore/East Ferry Curb Extensions ............................................................... 79 Figure 80 Aerial View of Fillmore/Genesee Curb Extensions .................................................................. 79 Figure 81 Comprehensive GANTT Chart .................................................................................................. 82

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CHAPTER ONE: INTRODUCTION

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1.1 Background Once home to half a million people at the turn of the 20th century, Buffalo was among the most populous and industrialized metropolitan hubs in the U.S. By the late 20th century, Buffalo had become

the

quintessential

rustbelt

city,

characterized

by

rapid

depopulation

and

deindustrialization. In recent years however, the city of Buffalo has made significant advances in revitalizing the highly impoverished and vacant areas of downtown and its surrounding communities. Located just minutes from downtown is Buffalo’s Lower East Side neighborhood, an area that has been particularly affected by high rates of crime, poverty, and vacant land for decades. Despite its reputation; the Lower East Side is a historically rich part of Buffalo that deserves attention and investment to better connect to the rest of the city.

Fillmore Avenue, an important arterial transecting the Lower East Side, is a central feature for the community of the area since it is made up of the Broadway-Fillmore District, along with the Polonia District. During the nineteenth century, the neighborhoods surrounding Fillmore Avenue were home to a large Polish and Eastern European immigrant population. With the dramatic influx of the foreign-born population of recent years, Buffalo’s Lower East Side has begun to experience a revival. This report serves as a means of addressing the socioeconomic problems of the area, as well as providing concepts for revitalization through the improvement of existing infrastructure and capitalizing on the changing demographics of the area.

It is worth noting that within the Fillmore Avenue corridor there are many existing assets and landmarks such as: Martin Luther King Jr. Park, the Buffalo Museum of Science, the Broadway Market, and Buffalo Central Terminal. Despite these being valuable and enriching destinations for the area, they are underutilized as partner features to the area.

Martin Luther King Jr. Park is an asset that should be amplified granted its place in the major Olmsted parks system unique to the city of Buffalo. Proximity of the Lower East Side to Martin Luther King Jr Park lends an opportunity to link the North and the South park system. The Broadway Market is a locally famous market consisting of an array of cultural grocery and merchandise vendors. This historic market draws in thousands of customers from the suburbs primarily during holidays, especially Easter. However, the majority of the year the volume of shoppers is generally low and the number of vendors fluctuates constantly. Of these landmarks, 2

the Buffalo Central Terminal is perhaps the most desolate. The former train station was a multimodal hub for this neighborhood and now sits derelict. Although it is an architectural jewel for the city, the passenger rail station has been decommissioned and hasn’t hosted any trains for nearly 40 years. This report will investigate strategies to strengthen and support existing assets for the community and new potential ways to innovate a revitalized community, in suit of the city’s rich history

1.2 Planning Process Figure 1, shown below represents the process researchers went through to produce the final plan.

The first step was to perform research on the existing neighborhood and brainstorm ideas on how the area could be improved with a policy memo and photographic essay. Next, the researchers split into three teams: Demographics, Housing, and Economics, Land Use and Transportation, and Environment and Aesthetics. These three teams performed more specific research on each topic in order to better understand the neighborhood. The teams then split up again with each member changing groups to spread current knowledge. The new groups focused on five different planning oriented concepts and goals: Safe and pedestrian-friendly streetscapes, economic development, urban agriculture and food access, green infrastructure and storm water management, and aesthetics, identity, and entertainment. Following a focus group meeting with community members, researchers began to research precedents and develop concepts pertaining to the needs/desires of the residents. After concepts were created, they were presented to the community for additional feedback before finalization. The concluding steps of the project included determining policy recommendations for each of the proposed concepts, in addition to potential funding sources. Finally, researchers joined into two teams: one to finalize the concept designs, and the other to create the written report.

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Policy Memo & Photograph Essay

Demographics, Housing & Economics Team

Safe and Pedestrian Friendly-Streetscape Goals & Concepts

Economic Development Goals & Concepts

Land Use & Transportation Team

Urban Agriculture and Food Access Goals & Concepts

Environment & Aesthetics Team

Green Infrastructure and Stormwater Maangement Goals & Concepts

Aesthetcis, Identity, Entertainment Goals & Concepts

Policy Recommendations for Each Section

Final Concepts/Design Team

Final Report Team

Figure 1 Plan Development Tree Credit: Nathan Czechowski (2017)

1.3 Structure of the report The structure of the report along with the purpose and content of each section is shown below. The introduction identifies the study area and includes various data sets and demographic profiles.

Understanding the existing conditions and trends over time of the study area was important to identify the strengths, weaknesses, opportunities and threats moving forward in the concept development process. Following the introduction are concept designs developed in conjunction with community feedback. In order to develop a cohesive plan, the design process was compartmentalized by focus teams. The project planning section outlines the process by which researchers consolidated and produced concepts. Finally, the policy recommendation section outlines the guidelines that will supplement concept designs, along with potential funding sources and development timelines.

This report proposes concepts developed by researchers that will best complement and enhance the existing conditions of the three profiles. While this report does not contain a solution for every socioeconomic problem facing the Fillmore Avenue corridor, the proposed concepts are intended 4

to inspire opportunities that will transform the physical environment of the community to improve health and safety, encourage economic development, and create a more vibrant and walkable neighborhood.

Policy recommendations have been established and potential collaborating agencies have been listed to ensure the success and longevity of concepts if they are implemented. Fillmore Forward was the principle collaborating agency for the duration of the development of this report, gratitude is extended. Community input was highly valuable in developing the final concept designs.

Through proper planning and funding, the implementation of the proposed concept designs should enhance the identity of Fillmore Avenue through investment in the park system, green spaces, historical landmarks, transit, and streetscape. The revitalization of Fillmore Avenue is an essential component of Buffalo’s ongoing resurgence and should revive the community to continue its rich legacy.

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CHAPTER TWO: DEMOGRAPHIC, HOUSING & ECONOMIC PROFILE

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2.1 Introduction Buffalo’s Fillmore Avenue Corridor is amongst the most impoverished areas in the city. There are a host of factors that contribute to the neighborhood's current state. High crime rates, property vacancy, concentrated poverty and poor signs of economic development are just a few of the issues in the area. Figure 2 below displays the North and South study sites by Census tract.

Figure 2 Census Tract Boundaries of Study Areas

Source: US Census Bureau (2015) Credit: Daniela Leon (2017)

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This section will analyze the demographics of the neighborhood that contribute to some of the current challenges and opportunities for the neighborhood. More specifically, researchers have gathered data and information in regards to housing, economic development, household income, individual race/ethnicity, and age/gender makeups. Each of these topics will feature data tables, charts, and figures accompanied by an analysis in order to provide in-depth insight to the neighborhood. The data collected will be utilized to appropriately provide suggestions for future development. Furthermore, the purpose of analyzing the demographics in the Fillmore Avenue Corridor is to ensure a comprehensive in-depth understanding of the elements that must be recognized in the final development proposal.

2.2 Demographic Analysis Figure 3 shows the different age groups residing within the neighborhood between the years of 2013 and 2015. It shows that there are two age groups that represent a large portion of the population, the 20 to 29 and the 50 to 59 age group. The 20-29 age group is starting to go into the workforce. This young population is an asset to the community in the sense that they will be going into the workforce creating economic growth within their community. With that said, it will be imperative to cater to the needs of this population in order to retain them as community residents.

Figure 3 Age Distribution of Fillmore-Broadway Source: US Census Bureau (2015) Credit: Jocelyn Bello (2017)

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On the other hand, the 50-59 group is entering retirement, which adds a challenge in regards to catering to adverse needs of the 20-29 age group. Additionally, this group also might not have sufficient funds or the physical ability to complete household maintenance and repairs. There is a significant gap between these two groups made up of 30 to 39 and 40-49 age groups which has been steadily decreasing over time. These smaller population representations could explain why there are few people that are able to keep up with their housing maintenance. Lack of home maintenance contributes to the visual decline of this neighborhood. There is a need to bridge the gap between these two groups. In doing so, researchers can help this neighborhood retain their workforce.

Figure 4 illustrates the gender distribution for the Fillmore Corridor. As one can see, the total population has experienced a decline between the years of 2013 and 2015. Subsequently, the representation of males and females both decreased, however the proportion has stayed approximately the same. According to 2015 US Census Data, there are slightly more females than males in this community. This decline of local population is important because it highlights the decreasing density of the overall community which has led to the large number of vacancies in both housing and businesses.

Figure 4 Neighborhood Gender Distribution Source: US Census Bureau (2015) Credit: Jocelyn Bello (2017)

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The neighborhood has quite a diverse population of residents in terms of their individual race and ethnicities. Figure 5 illustrates the race and ethnicities of the residents who inhabit the study area (blocks adjacent to the Fillmore Avenue corridor between MLK Park and Paderewski Drive, and also the blocks surrounding the Northland-Fillmore Intersection). The dataset produced by Social Explorer uses data from American Community Survey (5-year estimates) provided by the U.S Census Bureau. In order to most accurately represent the race/ethnicities of residents within the study area, data was broken down into Census Tract Block Groups. The Census Tracts surrounding the study area are 27.02, 34, 166, and 16. If the information was only broken down into Census Tract data, the data would represent a much larger area than the immediate study area, which is why the data represented is broken down into smaller geographic areas within each tract, called, Census Tract Block Groups. The map below illustrates the Census Tract Block Groups that are included in this analysis.

Figure 5 Neighborhood Racial Makeup Source: US Census Bureau (2000,2015) Credit: Brandon Redmond (2017)

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Analyzing the neighborhood as a whole, the study area is a predominantly Black neighborhood with an approximately 70% Black population. The neighborhood also has a small White population (14%) and small, but growing Asian population (11%). The Asian population in the neighborhood is largely made up of Bhutanese and Burmese immigrants and refugees. When looking at the area in terms of block groups, both, Census Tract 34 Block Group 5 and Census Tract 166 Block Groups 1 and 2 are almost solely Black populations, in fact Census Tract 166 Block Group 2 is 100% Black. Census Tract 16 Block Groups 1 and 4, and Census Tract 27.02 Block Groups 2 and 4 show to be much more diverse than Census Tract 166 Block Groups 1 and 2. Census Tract 27.02 Block Group 4 is by far the most diverse. Overall, the area of the neighborhood to the north near MLK Park is predominantly Black, while the neighborhoods surrounding Central Terminal and Broadway Market are more diverse consisting of Asian and White populations.

Figure 6 displays the median household income for households within the neighborhood from 2015. The data was collected from Census Tract 16, Block Groups 1 and 2, Census Tract 27.02, Block Groups 2 and 4, and Census Tract 166, Block Groups 1 and 2. The median household income for these Block Groups is $14,481. The median household income for the City of Buffalo is $31,668. The comparison of these numbers demonstrates how low the median household income is within this neighborhood.

Another statistic that demonstrates the high poverty level among this neighborhood is the “Ratio of Income to Poverty Level”. According to Social Explorer data from 2015, 73.7% are “doing poorly” or “struggling financially”, while only 26.3% are “doing ok”.

The Census Tract Block Groups in the north site had a higher median household income than that of the Block Groups in the south site. Census Tract 34 Block Group 3 has the highest median household income, with $36,875. The third highest of the group is Census Tract 34 Block Group 5, with $23,229.

Among the 6 Block Groups sampled in the south site along the Fillmore Avenue Corridor, Census Tract 166, Block Group 1 is the outlier. Its’ median household income is $28,983, which is more than double the sample average. “Ratio for Income to Poverty Level” shows that 59.5% of people are doing poorly or “struggling financially” and 40.5 are “doing ok”, compare that to Census Tract 11

16, Block Group 1, where 92.1% are struggling and doing poorly financially and only 7.9% are doing ok. It is clear there is a major difference in income levels between these two block groups despite their close proximity.

Figure 6 Neighborhood Median Household Income Source: US Census Bureau (2015) Credit: Thomas Rubino (2017)

The reason for the financial differences between Census Tract 166, Block Group 1 and the other sampled block groups might be linked to other statistics found on the 2015 Social Explorer Report.

For example, Census Tract 166, Block Group 1 has an owner occupancy rate of 63.3% which is significantly higher than the average among the sample of 35.6%. Another notable statistic is 63.3% are family households compared to the average of 37.9%. This data suggests that low income rates may be related to certain housing types among the block groups.

The median household income for the U.S. is $50,000 and the average for the city of Buffalo is $30,000. The Fillmore Avenue Corridor has a median household income of $17,000 which is 66% lower than the national average. This is directly linked to the neighborhoods income per capita

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which is 57% lower than the national average and unemployment rate is 71% higher than the national average.

2.3 Housing Analysis The gathering of property/housing demographics and data provides a better understanding of the patterns surrounding residential property and home ownership in the study site. The maps and figures in this section illustrate those findings. Occupancy rates in the study site reflect low population density.

Approximately 64% of residential properties within the study site are inhabited as shown in Figure 7. Residential property types include a combination of 1-3 family homes; 2 family homes comprising the majority. Most of this occupancy is concentrated within Census Tract 27.02 Block Group 2, in the southernmost portion of the study area, whereas most of the residential vacancy is located in Census Tract 34 Block Group 3, at the north. Even though vacancy rates might not be as dramatic as one would expect in the area, the distribution is still pretty inconsistent, resulting in a very scattered community. Through both windshield observation and GIS data, one can see that most of the residential zoning is concentrated, surrounding the Fillmore Avenue Corridor.

Figure 7 Residential Occupancy Source: US Census Bureau (2015) Credit: Daniela Leon (2017)

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The sparse distribution of land occupancy trends contribute to the area as most vacant lots are unkempt barren fields or unstable infrastructures. These pockets of unoccupied land foster spaces for increased crime activity and more importantly, pose physical hazards to community members neighboring particularly fragile structures. Additionally, the median year in which residential properties of the study site were built is 1940 -- so existing housing stock is dated in comparison to the 1955 median year housing stock in Erie County. These findings also indicate that of the total of the total occupied residential units, over 60% of tenants are renters so homeownership in the area is pretty low overall. As for the owner-occupied housing units, the median house value is around $24,000 which is drastically less in comparison to the median housing value of Erie County which stands at approximately $130,000 as shown in Figure 8.

Figure 8 Median House Value Source: US Census Bureau (2015) Credit: Daniela Leon (2017)

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To summarize key findings, the data shows the value of the owner-occupied homes is low in comparison to Erie County, a difference of about $100,000 in home value. Neighborhood housing stock is very old, many properties are not well maintained and in some cases structurally unsound.

Renter occupancy is high, suggesting that homeownership is lacking for the area, a factor to consider may be the low income of families in the area which can negatively impact the funds residents have to improve/maintain property. To supplement this finding, residential occupancy is sparse throughout the area, this harbors risks of increased crime. The abundance of vacant land coupled with low population density leads to a shortage of ‘eyes on the street’, a popular urban planning concept that works to mitigate unwanted street activity by increasing population density and activity.

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2.4 Economic Analysis Historically speaking, economic development thrived in the neighborhood during the early 20th century, but has lagged for much of the last 50 years. The historic thriving economic corridor has existing bones and infrastructure that can be seen present day. In other words, through windshield observation one can see the historic clusters of businesses near major intersections of BroadwayFillmore, Broadway-Sycamore, Broadway-Genesee. Additionally, located in the northern study area, businesses are clustered along East Ferry Street and East Delavan Avenue. These concentrated areas of economic activity are highlighted in Figure 9.

Figure 9 Business Clusters Source: Google Maps Credit: Anthony Thomas (2017)

In addition to the dense areas of economic activity, there are a number of businesses that are located in what was once historic housing lining Fillmore Avenue. All of the businesses are highlighted in Figure 10. Many of the properties on Fillmore Avenue have been re-zoned over time to permit commercial and/or mixed-use activity. This re-zoning is highlighted in Figure 11 showing the current zoning under the Buffalo Green Code. The Buffalo Green Code explains what each of these land parcels are; an urban core is defined as, “High intensity areas in terms of uses, building heights, and scale. Neighborhood center is explained as, “Mixed-use commercial areas at a

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neighborhood scale.� General Residential is defined as, “Residential areas with a mix of housing types and existing commercial uses, typically located on corner lots.

Figure 10 Business Locations Source: Google Maps Credit: Anthony Thomas (2017)

There are a variety of types of businesses located within the study area. The wide array of businesses in the area show that there are many different types of businesses in this area. Types of businesses include large commercial chains such as Dollar General, Rite Aid, Sunoco, in addition to as locally owned businesses such as barber shops, dry cleaners, eateries etc. The current state of economic development in the neighborhood is weak, however the historic infrastructure combined with an updated city zoning code provides an environment for potential future development.

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Figure 11 Neighborhood Zoning

Source: Google Maps Credit: Anthony Thomas (2017)

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2.5 Crime Analysis Crime is a particularly troubling issue for neighborhood residents and business owners in the Fillmore corridor. Figures below show the three different street sections of Fillmore Avenue and the prevalence of specific crimes in those areas. Types of crimes are labeled by symbols representing the crime that occurred. This data was collected using Buffalo Police Department’s crime reports map from the last six months and highlighted from a further distance using Google Maps (crimereports.com, maps.google.com). One shortfall to this data is that it only provides data related to crimes committed within a 1-block radius without specific addresses, making it difficult to pinpoint crime hotspots. However, even with generic addresses, crime hot spots can be seen at three different sections of the road.

Crime is dense and frequent near the intersection of Fillmore Avenue and Best Street with one robberies and four acts of theft as common crimes as shown in Figure 12.

Figure 12 Crime Map A Source: Buffalo Crime Reports (2017) Credit: Nathan Czechowski (2017)

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The next map contains the heaviest amount of crime, on the 700 and 800 block of Fillmore Avenue, along with several crimes along Gibson Street. Shown below in Figure 13, among these incidents, there were four reports of stolen cars and six charges of assault.

Figure 13 Crime Map B Source: Buffalo Crime Reports (2017) Credit: Nathan Czechowski (2017)

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The third map in Figure 14 shows the block between Broadway Avenue and Paderewski Drive.

This is the area where the highest rates of crime persist. Most of the crime committed here is at the intersection of Broadway and Fillmore Avenues, with five charges of assault, and six charges of theft. Violent crimes, such as assault seem to be a trend as you travel South bound down Fillmore Avenue. The high amount of vehicle theft along Gibson Street could be affected by the large empty parking lot adjacent to the street. This dense area of crime can be a deterrent to people looking to visit the area, especially when violent crimes are common.

Figure 14 Crime Map C Source: Buffalo Crime Reports (2017) Credit: Nathan Czechowski

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2.6 Summary of Demographic, Housing, and Economic Profile Demographics of the Fillmore Avenue Corridor reflect the factors negatively contributing to the poor condition of the area. Low property occupancy, high poverty and crime rates, and low resource availability are linked to one another and appear to be inextricable for this neighborhood.

The aging population of the Fillmore Avenue Corridor is also another factor that contributes to the aging infrastructure. However, in spite of the shortcomings in the area, there is opportunity for improvement due to the prime location of arterial roads and intersections, and land available for potential adaptive reuse or revitalization. Existing conditions stifle the quality of life and opportunity for residents of the neighborhood, in turn fragmenting the city’s downtown district.

Remediation is also important to reduce the trend of underserved communities of color in the city.

Shown below in Figure 15 is a final analysis of the Demographics, Housing, and Economics of the Fillmore Avenue Corridor using a comprehensive chart highlighting the strengths, weaknesses, opportunities, and threats.

Figure 15 SWOT Analysis (Housing, Demographics and Economics) Credit: Nathan Czechowski (2017)

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CHAPTER THREE: LAND USE AND TRANSPORTATION PROFILE

23

3.1 Introduction The conditions of the transportation systems that connect the Broadway-Fillmore Neighborhood to the surrounding City of Buffalo are vitally important to the success of this neighborhood.

Transporting goods, people and services in and out of the area is a key piece to encouraging growth for the Broadway-Fillmore Neighborhood. The North and South boundaries of Fillmore South study area are Best Street to Paderewski Drive, the East boundary is Clark Street and the West boundary is Stratus Street (Figure 16). The North and South boundaries for Fillmore (North) study area are Northland Ave and East Ferry Street ( Figure 17) The Fillmore (South) area of focus for this study encompasses the stretch of Fillmore Avenue from the cross streets of Best Street to Paderewski Drive. For the purposes of this study, multiple modes of transportation were analyzed on

the

following

intersections:

Best/Fillmore,

Genesee/Fillmore,

Sycamore/Fillmore,

Broadway/Fillmore and Paderewski/Fillmore.

Each of the aforementioned intersections and the surrounding area was analyzed using preliminary research, field visits, geospatial data and first-hand experiences. This process revealed data about: zoning regulations, land use, traffic flow volumes, means of existing transportation, road conditions, traffic calming measures, pedestrian infrastructure, parking conditions, traffic offences and crime. All of these variables affect the transportation systems in this neighborhood, and need to be considered when making suggestions for improvement. The Broadway-Fillmore neighborhood is a heavily trafficked area, therefore the transportation conditions affect many aspects of life for the people residing, working, and commuting through this area.

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Figure 16 South Boundary of Study Area Credit: Joseph Direitinho

25

Figure 17 North Boundary of Study Area Credit: Joseph Direitinho

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3.2 Flow Volume Traffic flow volume is what researchers used to help determine the density of movement going through an area. Field visits were conducted to collect research on the traffic flow on Fillmore Avenue during off peak and peak times. Researchers conducted several site visits to record the total number of cars and pedestrians going through the intersections for both sets of times. On the intersection of Fillmore Avenue and Genesee Street (during peak time), data revealed that the average numbers of cars going through the intersection was 210 cars in a 10 minute interval. For the off peak times, 245 cars passed through the same intersection with the same time frame of 10 minutes. This can be illustrated on the maps created to show the volume of cars going through the intersection at peak and off peak times (Figure 18 & Figure 19). During peak pedestrian flow times, the maximum number of pedestrians in the boundary was 25, which was at the intersection of Fillmore and Broadway Avenues. For the off peak times the same intersection had the maximum amount of people, this time with the amount of 44 people. Maps were also generated to represent these numbers to show where the most pedestrian traffic flow was recorded (Figure 20 & Figure 21).

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Figure 18 Number of Cars During Off-Peak Hours

28

Figure 19 Number of Cars During Peak Hours

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Figure 20 Number of Pedestrians During Off Peak Hours

30

Figure 21 Number of Pedestrians During Peak Hours

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3.3 Average Travel Times In order to obtain data on the average speed going from the north boundary (Fillmore Avenue & Best Street) to the south boundary (Fillmore Avenue & Paderewski Drive) in the south site of Fillmore (shown in Figure 22), research was conducted by driving north and south from each boundary along Fillmore Avenue. The speed limit on Fillmore Avenue is the same as the City of Buffalo, which is 30mph. When going north and south on Fillmore Avenue, each researcher’s speed reached either a couple of miles below the speed limit or a couple of miles above it, approximately to 26 mph to 33 mph. Driving from either direction (north or south) down Fillmore Avenue took less than 5 minutes to traverse the boundary once (shown in Figure 23). This illustrates that even though the traffic volume for Fillmore Avenue is high, traversing through the boundary does not seize up a majority of a driver’s time.

Figure 22 Average Car Speeds through South Boundary Source: Fieldwork (2017)

Figure 23 Average Travel Time through South Boundary Intersections Source: Fieldwork (2017)

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3.4 Means of Transportation In the southern boundary of the Fillmore Avenue Corridor, the means of transportation for the area is mainly by bus. The area has 5 bus routes that run through it, one on Fillmore Ave and one on each of the four streets that cross Fillmore (Best, Genesee, Sycamore, and Broadway) (Figure 24).

The bus routes in the area are the Number 4, 6, 22, 23, and 24, which run through the following areas: the number 4 goes from downtown Buffalo to the Thruway Mall, the Number 6 goes from downtown Buffalo to the Thruway Mall via Walden and Sycamore, the Number 22 bus goes from The thruway Mall Center and Lakeview & Porter, via Porter, Best, and Walden, the 23 Bus route is from the Maria Villa apartments to the Bailey-Abbott Loop Via Hertel and Fillmore, and finally the 24 bus route is from downtown Buffalo to the Buffalo Niagara international Airport via Genesee This makes transportation to downtown Buffalo accessible in the area with three of the bus routes going towards that area.

Figure 24 Average Travel Time through South Boundary Intersections Source: Fieldwork (2017)

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The neighborhood also has bike lanes running through it. The major bike path is an independent bike lane that is shared on the road with cars, this lane is located on Fillmore Avenue (Figure 25). There is also another bike lane located on Broadway Avenue, but it is only on the eastern side of the street. There is also a bike share station at Broadway Avenue and Gibson Street, which helps residents who don’t own bikes to access the bike lanes in the neighborhood.

The other means of transportation in the area is by walking. The boundary site has a high walkability score, which was calculated based on each intersection within the site. Each intersection has a walkability score of 70 or greater, illustrating that the community has multiple amenities in the area for people to access.

Figure 25 Existing Cycling Infrastructure

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3.5 Road Conditions For the most part, road conditions in the study area are deteriorated and in need of repair. Fillmore Avenue specifically, being the North/South focal point of the study area is in better condition than many of the peripheral streets. Wilson Street, parallel to Fillmore Avenue was in poor condition (Figure 26); which could be due to the high number of vacant houses located on the street (Figure 27), reducing the prioritization for maintenance and upkeep.

Greater Buffalo-Niagara Regional Transportation Council (GBNRTC): The transportation policy and planning organization for the Erie and Niagara Counties region of Western New York that is also in cooperation with the New York State Department of Transportation (NYSDOT). The point of this council is to set plans and programs that ensure functional transportation systems that serves and supports metropolitan community development. One of the plans implemented by the GBNRTC is the Transportation Improvement Plan (TIP) which provides federally funded transportation projects throughout Erie and Niagara Counties. The TIP is implemented in 5-year intervals, the most current draft is the 2017-2021 TIP. The most recent TIP did not have plans for resurfacing of any of the streets within the study area, although the previous 2011 - 2015 TIP had a quite bit of focus throughout the East side and within the boundaries of the study area (Figure 28).

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Figure 27 Wilson Street Road Conditions Credit: Romanol Sarker (2017)

Figure 26 Abandoned House Credit: Romanol Sarker (2017)

36

Figure 28 Transportation Improvement Program

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3.6 Traffic Calming Measures The underlying objective of traffic calming is to reduce the speed of vehicles, which in turn creates several benefits to the streetscape. The most important benefit is that pedestrians and bicyclists have a sense of comfort from the perceived threat of fast moving vehicles. Traffic calming measures currently in place on Fillmore Avenue are few in number, if any. The only traffic calming measure that was noticed was the presence of bike lanes on both sides of Fillmore Avenue (Figure 29).

Figure 29 Bike Lane on Fillmore Avenue Credit: Evan Roorand (2017)

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3.7 Pedestrian Infrastructure As researchers walked up and down Fillmore Avenue several times, they concluded that the pedestrian infrastructure has room for improvement. Although there are many sections of Fillmore Avenue that have at least decent sidewalk conditions, there are many where the sidewalk has become clearly dilapidated. The sidewalks on many parts of Fillmore Avenue are cracked, uneven and overgrown with vegetation (Figure 31). The sidewalks in their current state are dangerous, especially during the winter, not to mention the challenge these conditions create for the elderly.

It is also evident that many of the trees along the sidewalks have been uprooted from the planters over time.

Another factor that was noticed was how the paint on certain intersection crosswalks has nearly faded away all together. Something important that was missing from most of the crosswalks along Fillmore Avenue were crosswalk signal lights. An absence of these lights can make it difficult for pedestrians to know when to safely cross the intersection (Figure 30). The only intersections where researchers noticed crosswalk lights were on side streets off of Broadway. The lack of cleanliness along the sidewalks also needs to be addressed, the addition of more trash receptacles like the one

Figure 30 Crosswalk at the Broadway- Fillmore Intersection

Figure 31 Broken Sidewalk on Fillmore Ave

Credit: Evan Roorand (2017)

Credit: Evan Roorand (2017)

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at the intersection Fillmore Avenue and Paderewski Drive can decrease the amount of litter occupying the streets and sidewalks.

3.8 Traffic Offenses and Crime Around Bus Stops The Broadway-Fillmore neighborhood has some of the highest crime rates in the entire City of Buffalo. By utilizing crime data posted by the Buffalo Police Department, it can be seen that certain stretches of the study area have higher rates of crimes than others. These areas do correlate with the heavier trafficked areas of Fillmore Avenue. Also noteworthy, the nature of crimes are majorly violent crimes such as assaults and robbery. This neighborhood has had a long history of crime and as a result, has caused many holes in this neighborhood in the form of vacant homes and lots.

There is still some research to be done on this topic, as it is a constantly changing variable.

Crime Rates: Crimereports.com is a website updated by the Buffalo Police Department. It provides a map of crimes throughout the city, and clusters them in areas with higher concentrations of crime. Also, it provides the type of crime, date and location. This resource is helpful but not complete, so this is an area that still needs to be researched.

However, from CrimeReports.com it was easy to see that the highest concentration of crimes occurred between Sycamore-Paderewski, which happens to coincide with the commercial corridor of this site. This area is the most heavily trafficked, therefore it will be important to incorporate ways to keep people safe while they are utilizing the resources of this marketplace.

A History of Crime: There are many resources discussing the history of crime in the Broadway-Fillmore Neighborhood that have discouraged residents from taking an active role in their community. Pedestrian numbers are low in this heavily traveled area, and crime rates could be the explanation of this. For example in the early 2000’s there were many instances of gang violence. Earlier than that, in the late 1980’s and 1990’s, a spree of arson ran rampant throughout the neighborhood. Influenced by the spree of arsons, the city increased the rate of demolitions in the area as a combatant in order to mitigate arson. These circumstances hurt current conditions on the streets of the Broadway-Fillmore Neighborhood.

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3.9 Summary of Land Use and Transportation Profile Although this neighborhood has shortfalls and challenges, there are many positive aspects in regards to transportation infrastructure, throughout the Broadway-Fillmore Neighborhood (shown in Figure 32). These aspects are what gives the neighborhood bones for future growth. A large portion of the strengths of this neighborhood are structural. The historical nature and Olmsted design of Fillmore Avenue contributes to the wide streets with historic brick gutter drainage.

Sidewalks with ample space for features like street trees and planters create the bones for a welcoming streetscape. Existing parking is sufficient and a portion of the major roadways have designated to bike lanes. Also, there is a densely developed economic corridor anchored by the Broadway Market. This corridor is lined with historic buildings that have the potential to add culture, pride and beauty to the neighborhood.

Figure 32 SWOT Analysis of the Land Use and Transportation Profile

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CHAPTER 4: ENVIRONMENT AND AESTHETICS PROFILE

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4.1 Introduction The Fillmore Avenue corridor of Buffalo’s East Side has grown and changed significantly throughout history. This is shown through the environmental and aesthetic conditions of the neighborhood. Various ethnic communities have lived in the Broadway-Fillmore neighborhood over the years, which one can see by studying the current built environment.

Although the neighborhood shows a reflection of larger negative trends throughout the city, this particular neighborhood has seen positive changes in its environmental condition in recent years.

This is thanks to programs working to rejuvenate the neighborhood and improve its livability. The neighborhood also has many assets that may be utilized in its redevelopment. These assets include its proximity to Central Terminal, availability of land, and dedicated community organizations.

This chapter will outline the current environmental and aesthetic condition of the BroadwayFillmore neighborhood study area as well as analyze the findings to determine areas in most need of improvement. It will also analyze the historic context of environmental and aesthetic issues in the neighborhood and explore how they will influence any future plans.

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4.2 History The strip of Fillmore Avenue between Best Street and Paderewski Drive lays within the BroadwayFillmore District as well as the Historic Polonia District. First settled by Polish and some German immigrants in the nineteenth century, the area has seen both demographic and economic shifts over the years. The Europeans who settled in the area came to Buffalo to work in factories and other industries, adding to the city’s then booming economy and creating a thriving community centered around the Fillmore and Broadway Avenues intersection. Fillmore Avenue developed as a primarily residential street, while Broadway existed as a commercial strip.

In 1870, Frederick Law Olmsted and Calvert Vaux designed their plan for the parkway system in Buffalo including The Parade, later Humboldt Park and currently known as Martin Luther King Jr. Park. This park is the closest major park for residents of the Broadway-Fillmore neighborhood. Olmsted also enhanced Fillmore Avenue by transforming it into a parkway meant to connect Martin Luther King Jr. Park to South Park.1 In 1929, the Buffalo Central Terminal was built, creating a multi-modal transportation hub in the heart of the neighborhood. Architect W.

Figure 33: Home designed by W.H. Zawadzki

H. Zawadzki contributed to the area as well (seen in Figure 33).

Credit: Grace O’Connor (2017)

The buildings he designed on Broadway Avenue are said to be some of his best work. The mid-twentieth century brought early modern architecture into the district. A prominent example of this is at 950 Broadway Street (seen in Figure 34), originally Eckhardt Department Store which is vacant today.

1

Kowsky, F. R. (2004, May). Historic and Architectural Overview. Buffalo Architecture and History, 1-42.

Retrieved from http://buffaloah.com/surveys/bf/3.pdf.

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Figure 34: (Left) 950 Broadway in mid-1900s (Right) 950 Broadway Present Day Source/Credit: Forgotten Buffalo, Grace O'Connor (2017)

Many of the culturally and historically important structures still exist in the Broadway-Fillmore District today, although many are vacant and in disrepair. Fillmore Avenue should be added to the National Register of Historic Places in order to protect its legacy and historic buildings. Many historic neighborhoods throughout the city of Buffalo are listed on the National Register, most prominently, the Olmsted parkway system. Although Fillmore Avenue was re-designed by Olmsted as a park connecter, it was left out of the application to the National Register. A listing as a National Historic Place gives districts and buildings eligibility for a variety of loans and programs that incentivize refurbishment and maintenance. A historic designation would help to protect Fillmore Avenue, shine light on its history, attract people and further revitalization in the area.2

2

Buffalo Rising. (2015, July 16). Do You Have Old Photos of Fillmore Avenue? Buffalo Rising. Retrieved from https://www.buffalorising.com/.

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4.3 Trees, Soil and Parks To

document

the

current

conditions of the trees in the study area, a map of all of the street trees owned by the city was created. As shown in Figure 35, it includes the location as well as species of the trees. Data was gathered on site by taking photos of each tree and recording the location. Then, using the Urban Trees

3

and The Urban Tree

Book 4 field guides we determined the species of each tree and plotted their location on the map. In total, 28 different species of trees were documented. The most common species were Linden Littleleafs, with a count of 44 and Linden Redmonds with a population of 17. There were also 54 tree pits that were either vacant or contained only stumps.

Figure 35 Fillmore Avenue Street Trees

A total of 150 trees were documented in

Credit: Nathaniel Miller (2017)

the study area.

One can see in the Fillmore Avenue Tree Species map that there is a diverse mix of species spread throughout the study area. Additionally, there are also a few small clustering of specific species, where several of the same species have been planted in close proximity. There are also visible gaps in the street tree coverage on certain parts of Fillmore Avenue. The most obvious gaps are at intersections, where large buildings and driveways have limited tree plantings. The intersections also tend not to have tree lawns, like the rest of Fillmore Avenue. Some other sections of the street, which are not near intersections have gaps in tree coverage, for example the block from Broadway 3

Phillips, L. E. (1993). Urban trees: A guide for selection, maintenance, and master planning. McGraw-Hill.

Plotnik, A., & Phelan, M. H. (2000). The urban tree book: An uncommon field guide for city and town. Three Rivers Pr. 4

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Avenue to Paderewski Drive, as shown in the Fillmore Avenue Tree Species map. These gaps tend to be more noticeable because they are unexpected in comparison to the intersections. Lastly there are numerous vacant tree planters or planters with only stumps in them throughout the study area, which cause gaps in the tree coverage, but also represent an easy way to add more tree coverage to the study area.

The planting recommendations for each species of tree as determined by the City of Buffalo Bureau of Forestry was also studied to determine if the trees have been planted in accordance with those guidelines. The tree locations and species were also cross-referenced with the soil maps, to determine if they had been planted in the appropriate soil. It was found that all of the species for which guidelines exist were planted in locations with the appropriate environmental conditions.

The soil of the study area was studied to determine what plants can be planted in the study area, and if the plants and trees currently planted on the site are appropriate for the given soil type. Data was gathered through the USDA’s Natural Resource Conservation Service Soil Survey (map of soil types shown in Figure 36).5 The data from the soil survey was then verified using a soil texture by feel test on site.6 The soil textures were found to be suitable for the plants located within them.

Further testing could be done to detect contamination of the soil that wouldn’t show up in the texture by feel test or the NRCS Soil Survey. This would help determine if there are any safety, health or environmental hazards present in the study area.

5

USA, Department of Agriculture, Natural Resources Conservation Service. (n.d.).USDA.gov. Retrieved from https://www.nrcs.usda.gov/wps/portal/nrcs/main/soils/survey/.

6 USA, Department of Agriculture, Natural Resources Conservation Service. (n.d.). Guide to Texture by Feel.

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Soil Type Map: Best to Paderewski Street

Soil Type Map: Northland to E Ferry Street

Figure 36 Maps of soil types in the study area.

Source: USGS Soil Survey, Erie County (2017)

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The study area has a very mixed relationship with the surrounding city parks. On one hand, the study area is in close proximity to Martin Luther King Jr. Park, which is part of Buffalo’s renowned Olmsted park and parkway system. It provides a scenic place for residents of the community to be outside as well as recreational facilities, event space, and other assets for the community.

However, besides Martin Luther King Jr. Park, there is only one listed public park within walking distance of the study area, shown in Figure 37. The park is a small unnamed corner lot at the intersection of Sears Street and Paderewski Drive with no defined green area or plantings, no lighting, seating, or other typical park fixtures that ensure it is safe and comfortable for users. It does have the remnants of a basketball court, which appears to have gone unmaintained for several years, and would not be appropriate for use as a basketball court in its current condition.

The

neighborhood

does

have

the

opportunity to significantly improve its accessibility to parks. This is because there is a high prevalence of vacant lots, which could be converted into small parks with the addition of some lighting and landscaping.

The large presence of community groups, like churches and cultural centers, who could have a stake in maintaining new parks.

Figure 37 Image of the park at Sears and Paderewski Street in Buffalo, NY Credit: Nathaniel Miller (2017)

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4.4 Signage and Lighting The current condition of a lot of the street signage in the study area is worn and outdated. Although there are some signs that looked to be fairly new and in good condition, a fair amount of them had problems. These problems include: faded lettering on signs, dirty or marked up signs, signs that had fallen upside down, signs that appear to be blank due to being so worn out, signs atop poles that are crooked, and contradictory signage. Improper, confusing, and worn out signage can be dangerous for drivers (shown in Figure 38).

According to the zoning standards, “Portable signs shall be serviced and maintained whereby they will not constitute an eyesore or hazard to passersby. Said service/maintenance shall

Figure 39 Improper signage along Fillmore Avenue Credit: Julia Hirsch (2017)

be the responsibility of the owner and/or the lessee of the sign.”7 The signs which do not meet these standards should be replaced or repaired in order to meet the requirements of the zoning standards. These new signs should replace the signs that are worn out or confusing for a few reasons. One is to help drivers better understand the rules of Fillmore Avenue, another is that signage that looks nice and new promotes a sense of liveliness and upkeep.

Lighting along Fillmore Avenue was documented during two site visits. One took place during the day—street lights were counted and pictures were taken. The other took place at night— lighting conditions were observed to gain an understanding of the amount of light in the area during dark hours and to make sure all street lamps were in working condition. In our study area, there were fifty-six street lights along both sides of Fillmore Avenue. At the major intersections, there were four or more street lights. Out of the 56 street lamps along Fillmore in

Figure 38 Dim lighting where street light is out of order on Fillmore Avenue Credit: Julia Hirsch (2017)

7

Quoted from “Chapter 387: Signs, City of Buffalo” http://ecode360.com/11767238.

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our study section, only two of them were out of order (Figure 39).

4.5 Stormwater Infrastructure The following information was gathered from a site visit to the Buffalo’s East Side area, focusing primarily Fillmore Avenue’s existing stormwater infrastructure along the streetscape. Stormwater infrastructure is designed as a preventative measure that provides a path for the rain and snow melt Buffalo receives annually. It is estimated by the U.S. Climate Data website that Buffalo experiences at least 40.47 inches of rainfall annually. That means the type of inlets, the conditions, and heavy maintenance is necessary to prevent events like flooding from happening.

While walking along Fillmore Avenue, it was recognized that there was once a drain system present that is no longer in use. The section where the road and the sidewalk meet, known as the gutter, was previously designed with bricks along the side that lead to a drain. However, that transition was not complete, because the asphalt covered only a portion of the gutter and left the rest of the bricks exposed. There were varying design styles of inlets along the road. Inlets are draining structures utilized to collect surface water.8 The curb-opening inlet, grate inlet and mostly the combination inlet as shown in Figure 40. Researchers observed that the inlets were typically positioned towards the end of the curb. A large number of these inlets had garbage and leaves logged in their opening, making it difficult to drain properly. Highlighting one of the area's major problem, there is a lack of Figure 40 Inlet types

garbage cans present along the street. Inevitably residents tend to resort to littering on the streets, contributing to the inlets blockage.

Source: Drainage Manual, Chapter 8, Storm Drainage Systems (2000)

The City of Buffalo, like many other older cities in the Northeast operates a combined sewer system. Heavy rain can cause these sewer systems to become overloaded and release some of the untreated combined waste streams, these are known as Combined Sewer 8

Drainage Manual chapter 8, Storm Drainage System. http://www.dot.state.mn.us/bridge/pdf/hydraulics/drainagemanual/chapter%208.pdf.

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Overflows (CSOs). According to the Alliance for the Great Lakes, the city’s combined sewer system released 1.75 billion gallons of untreated stormwater and sewage into various local waterways in 2011.9 In March 2012, the Environmental Protection Agency estimated the amount closer to 4 billion gallons each year.

The Fillmore Avenue area has the remnants of what was once the Olmsted park and parkway system. Revitalization through green infrastructure can mitigate the negative effects of Combined Sewer Overflow in Buffalo, while simultaneously working to improve and potentially restore some of the historic beautification aesthetics of the area. Green infrastructure solutions vary, but include: rain gardens, vegetative swales, street trees, and permeable pavement.

4.6 Street Art Fillmore Avenue lacks vibrant public art and suffers from graffiti in many areas. Many of the buildings found on Fillmore Avenue are vacant and left to deteriorate which has given individuals the ability to vandalize the area. Most of the graffiti can be found on Genesee Street and between Broadway Avenue and Paderewski Drive (Figure 41). Graffiti symbolizes a lack of respect and safety in the neighborhood.

Two murals exist within the study area representing two different eras of the community. One can be found on Genesee Street. and Fillmore Avenue where it shows the peak of past

Figure 41 Graffiti on closed storefront along Fillmore Avenue.

businesses in the form of advertisements and community

Credit: Rolando Rabut Jr. (2017)

involvement. This mural has deteriorated over time and has been vandalized with graffiti. The second mural, found between Sycamore Avenue and Broadway Avenue, represents revitalization and newfound diversity in the area, featuring the word, "welcome" in thirteen different languages (shown in Figure 42). This mural was installed as part of the Albright-Knox Public Art Initiative,

9

Telvock, Dan. (August 14), This is a combined sewer overflow, Buffalo. Investigative Post. http://www.investigativepost.org/2013/08/14/this-is-a-combined-sewer-overflow-buffalo/

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whose goal is to create spaces of dialogue where citizens can engage with each other and create a greater sense of community and individuality.10 The placement of public art is set under an ad hoc Art in Public Places Committee where they set up guidelines for art being placed in the public area.

Within the committee, there are regulations and procedures that need to be followed. These rules are set by the Buffalo Arts Commission and other possible committees depending on what type of art you are trying to present. Publicly installed art is preserved and maintained by the City, but this requires extra funding.11 In a once thriving neighborhood, Fillmore

Figure 42 Welcome mural located between Sycamore and Broadway Street.

Credit: Rolando Rabut Jr. (2017)

Avenue faces many problems today. Although it was originally a connector street in Olmsted’s parkway system, many of the trees and green spaces that once stood are gone today. Overall, existing trees have failed to be maintained, and the majority of green spaces are vacant lots littered with garbage. A similar trend exists among the signage and stormwater infrastructure on the street as well. Many signs are worn out, and in some cases, multiple signs contradict each other. Garbage and leaves clog the openings of the majority of stormwater drains on Fillmore Avenue, a problem that is partially due to the lack of garbage cans on the street. To add to the negative visual environment created by the abundance of litter, graffiti lines the walls of many buildings in the area.

When Fillmore Avenue was left out of the parkway application to the National Register of Historic Places, it missed out on historic preservation opportunities and incentives to keep people in the neighborhood that other parkway streets in the city receive. Fortunately, the Buffalo Olmsted Parks Conservancy is working to fix this today and if successful, will open up many more opportunities

10

AK public Art: Public Art Initiative. Retrieved from https://www.albrightknox.org/community/ak-publicart/about-public-art-initiative.

11 Policy and Procedure by the Buffalo Arts Commission Board. Retrieved from https://www.ci.buffalo.ny.us/files/1_2_1/city_departments/ArtsCommission/PolicyProcedure2012.pdf.

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for Fillmore Avenue. Its history as a thriving place has left Fillmore Avenue with the bones to recreate a prosperous neighborhood. Maintenance of existing trees would help to beautify the area as would be planting more trees along the street. Vacant lots provide many opportunities. Some could be tended and used as public green spaces, while others could be used for new buildings and structures. Fillmore Avenue is a great candidate for green stormwater infrastructure which would work to reduce flooding on the street (and beautify as an added benefit). The walls currently covered in graffiti have the potential to be beautified by murals that positively represent the community and add vibrancy to the streetscape. Despite its issues, Fillmore Avenue has the foundation to become a beautiful and economically viable place where people from all over Buffalo are drawn to visit.

4.7 Summary of Environment and Aesthetics Profile The SWOT analysis, as seen below (Figure 43), looks at the internal and external factors in the street aesthetics of the Fillmore Avenue corridor. Existing strengths include: tree diversity, historic status as part of Olmsted’s parkway system, close proximity to the Broadway Market and the Fillmore Avenue Homeownership Housing Project. Weaknesses identified include the lack of trash receptacles resulting in litter throughout the site, poor sidewalk and road conditions, a large number of abandoned buildings, poor signage, lack of pedestrian lighting, vandalism, and an overall lack of maintenance in the neighborhood. Opportunities for improvement lie in eligibility for state funding, infrastructure that supports stormwater improvement, and numerous vacant lots and buildings. Threats to the area that should be considered are crime, gentrification, weather, and budget constraints.

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Figure 43 SWOT Analysis of Street Aesthetic

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CHAPTER FIVE: GOALS & CONCEPT DEVELOPMENT

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5.1 Introduction After studying the Fillmore Avenue corridor, concepts were designed to meet the goals created for the area. A variety of preliminary designs were developed and presented to community members to gain their feedback. Based on community input, some designs were eliminated while others were reworked to best meet the needs and desires of all stakeholders. Plans for attractive businesses to be located in currently vacant buildings were developed to attract economic development to the area. Increased pedestrian lighting was focused upon heavily to reduce crime which was a major concern of neighborhood residents. Curb extensions were designed to slow traffic and further improve pedestrian safety. Bioswales were included in this design to minimize flooding and reduce the pressure on aging sewage infrastructure. A variety of art projects and signs were also designed to create an identity in the neighborhood. The aforementioned concepts are meant to work as part of the solution to challenges the corridor faces and should be paired with basic improvements to public infrastructure (i.e. pedestrian signals, streetlights, etc.).

5.2 Goals These concepts were created in order to increase economic opportunity in the Fillmore Avenue Corridor. The following goals were the focus of these concepts.    

Encourage Economic Development Reduce crime and improve pedestrian safety Reduce the pressure on the aging infrastructure by introducing green infrastructure Create a strengthened sense of place and identity

5.3 Concept Development These concepts address the need for economic development which will transform the Fillmore Corridor into a thriving community. The concepts aim to introduce new businesses, green infrastructure, community identity, and lighting to create a safe environment for visitors and locals alike. The following 20 concepts proposed for the Fillmore Corridor illustrate the design, the key elements, and key issues.

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5.3.1 Farmers Market Concept

Figure 45 Vacant Lot View of Farmer's Market Credit: Daniela Leon

Figure 44 Night View of Farmer's Market Credit: Daniela Leon

The farmers market concept seeks to improve the existing vacant lot of 1628 Fillmore Avenue. It is a critical component in rebuilding local food economies by providing a cost-effective, retail sales opportunity for local food producers. The farmers market will help make farming profitable for local farmers. The market will benefit the community members with the option of using federal food assistance benefits.

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5.3.2 Belt Line

Figure 46 Current State of Belt Line

Figure 47 Mural on Belt Line Credit: Joseph Diretinho, Julia Hursh, Nina Zesky

The Beltline mural seeks to improve the aesthetics of the current Beltline Bridge structure as a way to celebrate the community's history and culture. The design intends to create a moment of appreciation to the area by including the community members in the process of design. The improvements will address the overall aesthetics of the area, creating conversations and slowing down traffic.

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5.3.3 Belt Line Park

Figure 49 Current State of Belt Line Park Credit: Jocelyne Bello

Figure 48 Night View of Belt Line Park Credit: Jocelyne Bello

This shows an improved green space with seating, lighting, and way finding signage to serve as a gathering space for the community. This park is expected to increase pedestrian activity and help promote a unified community identity to visitors.

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5. 3.4 950 Eckhardt Building

Figure 50 Vacant Eckhardt Building

Figure 51 Eckhardt Rendering

Credit: Nathaniel Miller

The 950 Broadway concept is an adaptive reuse and restoration of the Eckhardt Building at the corner of Broadway and Fillmore Avenues. It will provide a mix of commercial and residential space, while also opening up the first floor of the building to the sidewalk increasing neighborhood walkability.

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5.3.5 Mural on Rainbow Store

Figure 52 Current State of Rainbow's Exterior Credit: Jocelyne Bello

Figure 53 Rainbow's Mural Credit: Jocelyne Bello

This mural located on the Rainbow Store intends to help beautify the parking lot on Broadway Avenue, which is currently an eye sore for community. The night lighting will reduce crime in the neighborhood and help unify the local residents.

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5.3.6 Broadway Bazaar at Fillmore and Broadway

Figure 54 Current State of Broadway Market Credit: Jocelyne Bello

Figure 55 Night View of Broadway Bazaar Credit: Jocelyne Bello

This concept will establish a storefront entrance at the corner of Broadway and Fillmore Avenues and will promote food and cultural integration of resettled community residents. The update to the existing market will provide entrepreneurial opportunity for community residents.

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5.3.7 The Cricket

Figure 56 Current State of Vacant Cricket Store Credit: Romanol Sarker

Figure 57 The Cricket Recreation Space and Eatery Credit: Jocelyne Bello, Daniela Leon, Romanol Sarker

Revitalization and reuse of the former Cricket store building will provide a recreational space for physical activity and leisure for the community. “The Cricket� will provide food and refreshments and potentially host events led by Fillmore Forward.

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5.3.8 Fillmore Brewery

Figure 59 Vacant Brewery Credit: Jocelyne Bello

Figure 58 Fillmore Brewery Credit: Jocelyne Bello, Anthony Thomas

The original building was the Schreiber Brewery operating from 1899 to 1950. The building is still in fair condition and could be used as a new brewery and gathering space. Public art could be displayed on the outside of the building to attract people as well as opening up the space with more windows and access to the street. The new brewery could use techniques such as build a beer workshop and beer lockers.

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5.3.9 Wayfinding and Welcome Sign for South Section of Fillmore Avenue

Figure 60 Way Finding Signage for Fillmore Neighborhood Credit: Camille Brown

Wayfinding signage is important for people as they make their way through public spaces, whether on foot or by car. The signs provide direction to promotion destinations and sites of interest throughout the Broadway-Fillmore neighborhood. Wayfinding signage seeks to address the lack of unified signage and the lack of place identity.

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5.3.10 Banners

Figure 61 Banner Concepts Credit: Brandon Redmond

The banners intend to unify the neighborhoods with a cohesive historic design and landmarks of the area. Also creating community identity while welcoming travelers, tourists and visitors to the community.

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5.3.11 Crosswalks

Figure 62 Crosswalk Concept Credit: Credit: Nathan Czechowski

The recommended crosswalks are designed to catch the eye of people operating motor vehicles.

The design of the recommended crosswalks includes incorporating the historic brick gutter system design that currently runs on either side of the right of way of Fillmore Avenue. It is incorporated by running the same color brick along the exterior of the crosswalks as the middle of the crosswalk is stamped concrete to look like brick.

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5.3.12 Projected Lighting

Figure 63 Projected Lighting Precedent Study Credit: Nina Zesky

Projected lighting is recommended to be used throughout both the north and south site. Using projected lighting will illuminate areas at night, making areas safer for individuals to walk around the neighborhood at night. The use of projected lighting can also be used to revitalize storefronts and can also be used to direct people towards important landmarks near the site.

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5.3.13 Improved Lighting

Figure 64 Multiple Locations Throughout the Fillmore Corridor for Improved Lighting Credit: Nina Zesky

Improved lighting efforts are to be located in four main areas of both the north and south site.

Improving lighting around commercial storefronts, revitalizing the storefronts and making the sidewalks a safer place at night. Improve lighting near residential houses along the streetscape at more of a human level. Improve lighting near monumental aspects of both sites, for example near art such as the welcome mural within the south site. Also improving lighting within the existing bus stops is recommended by implementing solar panels to the top of the bus stops to supply energy to light the interior of the bus stops at night.

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5.3.14 Garbage Disposal

Figure 65 Garbage Disposal Concept Credit: Rolando Rabut

After completing the community profiling, it was evident there is a lack of the garbage disposal structures throughout Fillmore Avenue. This concept seeks to implement garbage cans along the streetscape, addressing the issue of litter accumulation along the street.

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5.3.15 Tree Planters

Figure 67 Current Green Infrastructure and Locations for planned Tree Planting Credit: Thomas Rubino

Figure 66 Current Planters and Proposed Metal Grate Planters

After completing the community profiling, trees and planters were one of the concerns of the neighborhood. This design poses to add more greenery and improve upkeep along Fillmore Avenue. In addition, melt grates will be added to reduce trash accumulation in the beds of the trees.

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5.3.16 Bio-swales

Figure 68 Bioswales Credit: Joeseph Direitinho

The stormwater infrastructure concept of bio-swales along Fillmore Avenue will help in the mitigation of storm water runoffs, and urban revitalization and redevelopment of infrastructure in urban settings.

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5.3.17 Ferry Plaza

Figure 70 Aerial View of Ferry Plaza Credit: Joeseph Direitinho

Figure 69 Street View of Ferry Plaza Credit: Joeseph Direitinho

The Community Corner seeks to improve the existing empty lot of East Ferry Street and Fillmore Avenue. The design will enhance the space in two ways. First, creating a gathering and waiting area for community members as they wait for the bus. Second, implementing a community garden space with raised beds. The community members will have access to this space.

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5.3.18 Comprehensive Intersections

Figure 71 Fillmore/Broadway Day View Rendering Credit: Joseph Direitinho

Figure 72 Fillmore/Broadway Night View Rendering Credit: Joseph Direitinho

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Figure 74 Fillmore/East Ferry Night View Rendering Credit: Joseph Direitinho

Figure 73 Fillmore/East Ferry Day View Rendering Credit: Joseph Direitinho

These are a few images showing all the concepts that are intended to be implemented within both the north and south site. As you can see that once all the intended implementations have been installed, the streetscape changes drastically. Shifting from an unsafe area to an area that is designed for the people, providing a safer and more aesthetically pleasing environment for both current residents and visitors to enjoy. Creating larger sidewalks at intersections will make the commute across the street a shorter distance. They will also create more space for the area to become more of a node so that people can congregate and utilize the space to its fullest potential.

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5.3.19 Mid-Block Crosswalk (Between Broadway/Sycamore)

Figure 75 Fillmore/Sycamore Crosswalk Credit: Joseph Direitinho

Figure 76 Aerial View of Fillmore/Sycamore Crosswalk Credit: Joseph Direitinho

The recommended mid-block crosswalk is situated between Broadway and Sycamore Avenues, roughly directly between the two roads. The intention for this crosswalk is to ease the commute of pedestrians across the street as the avenue is fairly large and not all residents can afford to walk to either end of the avenue. The mid-block crosswalk also serves as a traffic calming measure for vehicles.

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5.3.20 Curb Extensions

Figure 77 Aerial View of Fillmore/Broadway Curb Extensions Credit: Joseph Direitinho

Figure 78 Aerial View of Fillmore/Sycamore Curb Extensions Credit: Joseph Direitinho

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Figure 80 Aerial View of Fillmore/Genesee Curb Extensions Credit: Joseph Direitinho

Figure 79 Aerial View of Fillmore/East Ferry Curb Extensions Credit: Joseph Direitinho

Curb bump-outs are recommended around all the main intersections in both the north and south site. The intention of these curb bump-outs is to calm traffic in areas that need more protection for pedestrians. For example, Broadway-Fillmore curb bump-outs makes the commute across the street a lot shorter so that is more accessible to a larger variety of users, while at the same time providing more space for outdoor seating and green infrastructure to be implemented at each of the curb bump-out sites.

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CHAPTER SIX: PROJECT PLANNING & POLICY RECOMMENDATIONS

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6.1 Introduction For each of the aforementioned profiles, a GANTT Chart was created. GANTT charts are used to prioritize the goals for each concept design or idea. First the idea for a goal is created based on the community members needs and request. Then a concept for a project is created and presented to the community for feedback. Once the projects have been decided more research is done to determine rough cost estimate and how long it will take for each concept to be put into place.

Further research is also done to determine potential outside investors as aid. Finally, terms of measurement of success are determined in order to show that the created concepts were created Moving forward, it will be crucial to adopt policies of implementation in order to achieve longterm sustainability of the proposed projects. The process of adopting these policies should be initiated by Fillmore Forward, in collaboration with the City of Buffalo, Erie County, and New York State. It is imperative to include all municipal levels in the process in order to maximize grant funding opportunities. Furthermore, a collaborative partnership will ensure accountability and hold all parties responsible to produce a successful outcome.

Fiscally speaking, there are many opportunities for neighborhoods/communities/cities to obtain grant funding in order to develop the types of project that this report has proposed. In the case of the Fillmore Avenue Streetscape Study, funding sources/agencies include but are not limited to: New York State, Erie County, City of Buffalo, NFTA-METRO, Buffalo Police Department, Olmsted Parks Conservancy, and SNAP. Each of these entities represent potential funding sources for development proposals.

In addition to being sources of funding, each of these entities offer components of structural assistance. The other crucial factor to see these projects come to fruition is maintenance. In order to mitigate damage, while building on what already exists, and continue to grow, the community must have a framework for maintenance to ensure long-term sustainability.

This section highlights potential funding sources, implementing agencies, maintenance assistance, and overall policy implementation that should be sought and established when implementing proposed concepts.

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6.2 GANTT Chart This section presents a comprehensive GANTT chart (Figure 28) highlighting the major proposed concepts accompanied by potential implementing agencies, funding sources, and success indicators.

Figure 81 Comprehensive GANTT Chart Credit: Nathan Czechowski & Brandon Redmond

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6.3 Policy Recommendations In addition to a comprehensive GANTT chart, policy recommendations have been created in order to provide a more in-depth look at policy which will help ensure future implementation and longevity. The concept proposals are broken up into 4 themes: 

Safe and Pedestrian-Friendly Infrastructure



Economic Development



Food Access and Green Infrastructure



Aesthetics and Identity

Theme 1 Safe and Pedestrian-Friendly Streetscape When conducting field work, researchers selected two main issues to most directly strive to address for this specific component of neighborhood development. The two main issues revolved around traffic calming and crime. The concepts proposed are projects that can enhance the overall quality of life in the neighborhood, while most importantly addressing the issues of crime and traffic safety.

Policy Recommendations: 

The Buffalo Police Department should focus speed enforcement efforts near newly developed traffic calming measures



The Niagara Transportation Authority should work with crime prevention programs in order to secure funding to create lighted bus stops



The City of Buffalo should utilize the money allocated for green infrastructure to incorporate solar-powered street lighting that improves conditions for pedestrians at night.

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Theme 2: Economic Development Economic Development or lack thereof, has been a challenge for the neighborhood for many decades. Taking this into consideration, researchers have identified potential economic development opportunities that strive to both, bring new business in and most importantly serve the current residents of the neighborhood. With that being said, the following policy recommendations aim to acknowledge both goals.

Policy Recommendations: 

The brewery should have unique features such as beer lockers and the ability to custom craft your own beer to attract customers



Tax breaks should be given to new business owners starting up at the Broadway Bazaar



Community members should organize a neighborhood home maintenance day that occurs routinely in collaboration with the University Heights Tool Library



A design firm that is experienced in working with historically significant commercial buildings should be contracted to work on 950 Broadway

Theme 3 Food Access and Green Infrastructure Through a series of field visits, vegetation studies, consultations and other processes of analysis, researchers noticed the need for much improved food access and green infrastructure. Utilizing a number of the development proposals outlined by researchers can help to mitigate the negative effects of insufficient food access and green infrastructure.

Policy Recommendations: 

Farmer’s Market program must incorporate payment systems that accept federal food assistance benefits.

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

Coordinate effort between Buffalo Parks Department, Buffalo Sewer Authority and local volunteers for maintenance of existing and proposed additions to green infrastructure.



Establish an “Adopt-a-planter/tree” initiative to encourage households to take care of a selected tree in the community.

Theme 4 Aesthetics and Identity Throughout the many phases of research, the lack of identity was a frequent topic, which is a major shortfall considering the neighborhood’s wealth of culture and history. As a result, signage and banners have been proposed to begin creating a neighborhood visual identity via recognition of existing neighborhood components and infrastructure. In order to successfully implement proposed concepts, there are a number of policy recommendations that ought to occur.

Policy Recommendations: 

Community input/approval of mural, sign, and banner designs



Maintenance of signage/banners by DPW and Fillmore Forward



Banners design within template of existing banners on North Fillmore

6.4 Conclusion The proposed concepts listed in Chapter 5, accompanied by their policy recommendations, funding sources, and implementing agencies in this chapter should provide the Fillmore Avenue corridor with a sustainable framework for future development. In addition to being a framework for future development, researchers believe this has potential to be a model for development in similar neighborhoods throughout Buffalo. The report aims to recognize the unique challenges these neighborhoods face including a lack of development, while on the other hand, recognizing the threat of gentrification. Overall, the focus on existing infrastructure combined with the 85

applicability and feasibility of these proposed concepts create a potential catalyst for development in the long neglected Broadway-Fillmore neighborhood.

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REFERENCES About the Public Art Initiative. Albright Knox Art Gallery. (n.d.). Retrieved from https://www.albrightknox.org/.

Broadway-Fillmore Business District. Fillmore Forward. Retrieved from https://www.fillmoreforward.org/.

Buffalo Arts Commission. Policy and Procedure for Placement of Public Art on City Property.

Retrieved from https://www.ci.buffalo.ny.us/.

City of Buffalo. Chapter 387: Signs. Administrative Legislation. Retrieved from http://ecode360.com/11767238.

Do you Have Old Photos of Fillmore Avenue? (2015, July 16). Buffalo Rising. Retrieved from https://www.buffalorising.com/.

Minnesota Department of Transportation (2000). Storm Drainage Systems. Drainage Manual.

Retrieved from http://www.dot.state.mn.us/.

Kowsky, F. R. (2004, May). Historic and Architectural Overview. Buffalo Architecture and History, 1-42. Retrieved from http://buffaloah.com/.

Phillips, L. E. (1993). Urban trees: A guide for selection, maintenance, and master planning.

McGraw-Hill.

Plotnik, A., & Phelan, M. H. (2000). The urban tree book: An uncommon field guide for city and town. Three Rivers Pr. Telvock, Dan. (2014), This is a combined sewer overflow, Buffalo. Investigative Post. (2014). http://www.investigativepost.org/.

USA, Department of Agriculture, Natural Resources Conservation Service. (n.d.). Guide to Texture by Feel. https://www.nrcs.usda.gov/.

USA, Department of Agriculture, Natural Resources Conservation Service. (n.d.).USDA.gov.

Retrieved from https://www.nrcs.usda.gov/.

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