The colors on the map indicate that in 1965 the entire area was proposed to be industrial (purple) with a little bit of "Wholesale-Storage" (brown) around the edges.
South Bay Inland
South Bay inland has a multitude of problems, most of which can be solved: vehicles cannot reach this part of the City without travelling through the central plateau of the City; the railroad station area is uninviting and has no organized parking facilities; dilapidated residences are mixed with old and deteriorating factories and warehouses, sewage outlets and vacant land; streets are, basically, non-existent; vehicles drive wherever the ground is firm, and do not travel where there is swamp.
Throughout the South Bay area, both west and east of the New York Central tracks, land ownership records are unclear. Mapped roads simply trail off and eventually disappear, so that the extent of public rights-of-way is in doubt. Ownership of all these lands needs clarification.
Proposals. The whole of South Bay between the New York Central Railroad and Third Street is potentially suitable for industrial and wholesale uses. However, an access road is necessary for any development. The proposed road (see the Plan for Roads and Traffic Circulation) follows, in large part, a route already used by vehicles and is presently dry enough to support heavy vehicular traffic. It is proposed that this new road begin directly across Third Street from the proposed major east-west road and terminate at an extension of South Front Street. South Front Street, in turn, would have a uniform right-of-way width of 50 feet.
As much of South Bay as possible should be reclaimed. As the Bay is reputed to have a "bad bottom," an engineering study would be required to determine precisely where fill should be dumped to be most effective for land reclamation (or, in this case, land creation) purposes.
North of the proposed access road, however, almost all the land is presently usable and much of it--particularly the dry triangle directly south of Cross Street-Tanners Lane--is vacant. This should be considered prime land for industrial, wholesale or heavy commercial uses, being located adjacent to both railroad spurs and highways.
The needs of the railroad station at the present time are few. With the recent cessation of commuter service to Albany, only a sparse dozen trains stop daily in Hudson, and parking needs can be satisfied by the creation of a few dozen spaces in the area on the west side of Front Street, both north and south of the station proper.
Residential uses do not belong in either the North Bay or South Bay areas because of the presence of incompatible industrial uses.The last paragraph should be of interest to the current residents of Cross Street and Tanners Lane.
In 2014, we still live with the problem of there being no access to the waterfront "without traveling through the central plateau of the City." In 1965, the concern was getting vehicles to the proposed "industrial, wholesale and heavy commercial uses." In 2014, besides the unwelcome but grudgingly tolerated need for gravel trucks to access the port, the issue is getting people to the train station, now no longer "uninviting" and with lots of "organized parking," as well as to Basilica Hudson and Henry Hudson Riverfront Park, and getting vehicles with boats in tow to the boat launch without having to travel through the "central plateau."
COPYRIGHT 2014 CAROLE OSTERINK