one police plaza security plan eis chapter 7: traffic …€¦ · · 2009-02-18one police plaza...

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One Police Plaza Security Plan EISCHAPTER 7: TRAFFIC AND PARKING

A. INTRODUCTION

This section of the EIS discusses the transportation characteristics and any potential impactsassociated with the security plan implemented shortly after September 11, 2001 by the New YorkCity Police Department (NYPD) in order to protect City, State, and Federal facilities in the “civiccenter” portion of lower Manhattan which were at the time, and continue to be consideredpotential terrorist targets. As discussed in Chapter 1, “Project Description,” the securitymeasures include attended security checkpoint booths, planters, bollards and hydraulically-operated delta barriers to restrict the access of unauthorized vehicles from the roadways situatedadjacent to the civic facilities located near One Police Plaza. The traffic and parking analysisfocuses on the vehicle diversions related to the street closures that are part of the security plan.In addition, on-street and off-street parking conditions are included in the analysis.

The traffic study area and analysis locations focus on the perimeter of the security zone and onother key intersections which are considered principal diversion paths. The study area for thetransportation analyses is shown in Figure 7-1. The study area was selected to encompass thoseroadways most likely to be used by the majority of vehicles traveling through the area near OnePolice Plaza, as well as those roadways most affected by the traffic diversions due to the securityplan. As shown in Figure 7-1, the study area is bounded by Kenmare and Broome Streets to thenorth, Greene Street and Church Street to the west, John Street to the south, and Pearl Street,Madison Street, Pike Street, and Allen Street to the east. Forty intersections (38 signalized and2 unsignalized) were analyzed in detail for vehicular traffic during the 8-9 AM, 12-1 midday, and5-6 PM peak hours. These peak hours were chosen for analysis based on a review of the peaktravel time for the area surrounding One Police Plaza and are the periods most likely to beimpacted by the security plan. Potential impacts from trips diverted as a result of the securityplan are identified based on criteria defined in the CEQR Technical Manual.

As also noted in Chapter 1, “Project Description,” some portions of the security zone wereimplemented in 1999 and are not part of the action, but considered under No-Action conditions.The security zone has been operational for over four years and therefore the transportation effectsof the action (the With-Action condition) are readily evident and are documented in the fieldunder 2006 conditions.

As portions of Pearl Street (southbound) and Madison Street were already closed in 1999, theprincipal circulation effect of the action has been the closure of Park Row which, prior to itsclosure, carried up to 900 two-way vehicles per hour (vph) including several NYC Transit bus

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Figure 7-1Traffic Study Area

ATR LocationSecurity ZoneTraffic Direction

One Police Plaza Security Plan EIS Chapter 7: Traffic and Parking

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routes. Prior to the closure of Pearl Street, which traversed westbound through the zone, thisroadway carried up to 500 vph. Traffic flow on Park Row, prior to closure, originated from twomain components: (a) through traffic between Chinatown and Lower Manhattan via the Boweryand (b) traffic exiting from the inbound Brooklyn Bridge destined to Chinatown and pointsnorth/northeast (the reverse movement of this flow did not use Park Row). Therefore, prior toits closure, traffic flow on Park Row was split approximately 60-65% northbound and 35-40%southbound.

The closure of westbound Pearl Street reduced the limited number of east-to-west streetconnections for travel northbound east of Church Street. Westbound Pearl Street was also themain connector for traffic exiting the southbound FDR Drive and headed to the Centre Streetcorridor within the Court District as well as to Chinatown.

Before its closure, Park Row, as well as other streets in the security zone, provided curbsideparking over much of their lengths. This parking has since been displaced. Also displaced werelocal bus operations and bus stops in the vicinity of the security zone.

As with other technical areas, the traffic and parking studies consider a No-Action condition andcompare it to a With-Action condition in order to assess any potential traffic and parking impactsresulting from the security plan, using impact criteria described in the CEQR Technical Manual.The analysis year is 2006. The 2006 No-Action traffic and parking conditions were documentedconsidering various secondary source data collected prior to the 2001 closures as well as datacollected in 2005 and 2006. These “baseline” conditions, such as traffic volumes, curbsideparking and other data are also included in this section for informational purposes.

Following the baseline discussion is an assessment of No-Action conditions (no security plan in2006) and With-Action conditions (the security plan in place in 2006) compared to the baselinepre-September 11, 2001 baseline condition.

B. BASELINE CONDITIONS

Vehicular Traffic

As discussed above, for the purpose of this analysis, the existing conditions are defined as thetransportation network existing prior to September 11, 2001 and after the closure of the selectedstreets in the area of One Police Plaza in 1999 (see Chapter 1, Figure 1-3 for 1999 street closurelocations). Various sources were used to compile a 2000 base network. The 1993 Foley SquareFEIS, 2004 Chinatown Access and Circulation Study, 2004 World Trade Center Memorial andRedevelopment Plan EIS, 2000 48-52 Franklin Street EAS, 2004 One Police Plaza Security Plan


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EAS, the 2000 Woolworth Building Parking Garage EAS, and additional source material providedby NYCDOT served as sources for the construction of a 2000 base traffic network for the studyarea.

Study Area Street Network

The study area utilized for the traffic analysis, as shown on Figure 7-1, is bordered on the northby Kenmare and Broome Streets, Green Street and Church Street to the west, John Street to thesouth, and Pearl Street, Madison Street, Pike Street, and Allen Street to the east. Fortyintersections are analyzed in detail for the AM, midday and PM peak hours. The streetconfiguration in the study area south of Worth Street is very irregular and becomes more typicalof the Manhattan grid north of Worth Street. The street system includes a combination of north-south arterials as well as principal east-west streets. In addition, both the Brooklyn andManhattan Bridges have their Manhattan termini in the study area.

The main north-south arterials in the western portion of the study area are Church Street andBroadway, which form a northbound/southbound one-way couplet serving much of LowerManhattan north of Liberty Street. Church Street typically has four northbound travel lanes plusparking/loading lanes on each side of the street, while Broadway has three southbound travellanes plus a parking/loading lane on both sides of the street. The curb lanes on both ChurchStreet and Broadway typically have peak periods regulations. Towards the center of the studyarea, the Centre Street/Lafayette Street corridors carry most of the north-south traffic. CentreStreet is two-way with four travel lanes between the Brooklyn Bridge and Reade Street, and thenone-way northbound with typically two-to-three travel lanes plus parking/loading. LafayetteStreet also has two-to-three southbound travel lanes north of Reade Street. In the easterly portionof the study area lies Water Street/Pearl Street/St. James Place and the Bowery corridor. Thiscorridor is two-way and varies in width from two travel lanes (St. James Place) to four travellanes (remaining portions of much of the corridor), plus curbside parking/loading on both sidesalong most segments. Prior to its closure, the diagonal corridor of the Park Row/Bowery corridorwas also a key north-south corridor with four travel lanes plus curbside parking/loadingthroughout most of its length.

The principal east-west corridors in the study area are Canal Street, Worth Street and ChambersStreet. Each of the facilities are two-way and provide a different function. Canal Street is theprincipal arterial in this area and connects to the Manhattan Bridge, the Holland Tunnel andRoute 9A. Canal Street typically has four to six lanes plus curbside parking/loading with peakhour regulations. Worth Street and Chambers Street are smaller and similarly configured two-way streets, typically with two travel lanes plus curbside parking/loading on most blocks. WorthStreet traverses between the Bowery and Hudson Street (mainly as a circulator facility) whileChambers Street connects the Brooklyn Bridge/City Hall area to Route 9A and Battery Park Cityand provides both through and circulator functions.


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The local street pattern in the study area is extensive, but not continuous with major interruptionsin the network due to City Hall, the complex of federal, state and city courts along Centre Street,the Manhattan and Brooklyn Bridges and numerous squares, large development blockconsolidations, and other features in this early New York street system. In addition, interruptionsin the system have occurred due to security zones, Duane Street east of Broadway due to 26Federal Plaza and, to the south, an extensive network surrounding the New York StockExchange.

Subsequent to 9/11, some key streets were taken out of service and remain temporarily closedin the vicinity of the World Trade Center (WTC) site. Of particular note is Vesey Street betweenRoute 9A and Church Street. Vesey Street was a principal eastbound traffic corridor connectingRoute 9A/Battery Park City to Park Row and points north. Vesey Street is likely to remainclosed for several additional years while the WTC site is being reconstructed. Further, given thesecurity issues associated with the Freedom Tower (to be built on Vesey Street), there is asignificant potential that Vesey Street may not return to its prior traffic distribution function. Inaddition, Foley Square itself has been reconstructed into a consolidated open space, severing anydirect connection between Pearl Street and Lafayette Street.

Chatham Square is a major confluence of roadways and a principal traffic element in the studyarea. Worth Street, Park Row, St. James Place, East Broadway, Bowery and Mott Street allconverge in Chatham Square with inbound volumes. Only Mott Street, among these sixroadways, is one-way and it is one-way into the square. Over 10 lanes of inbound traffic flow(not including Park Row) compete with pedestrians for available capacity at Chatham Square.The square was reconfigured in 2000, prior to the closure of Park Row, to add a consolidatedspace and better organize the fragmented traffic islands.

Surface Transit Network

In conjunction with the street network, the local bus system has also changed in response to boththe security plan and other Lower Manhattan street closures. Figure 7-2 shows the LowerManhattan area bus route maps for 2000, 2003 and 2005. As shown in the figure, prior toimplementing the security plan in 2001, Park Row hosted the M9, M15, M103 and B51 busroutes. The M9 route operated between Union Square and South End Avenue in Battery ParkCity, while the M15 (the segment thru Park Row) traversed from East 126th Street to City Hallvia 1st and 2nd Avenues. The M103 operated between East 125th Street and City Hall viaLexington and 3rd Avenues, while the B51 route traversed from the Fulton Mall in Brooklyn toCity Hall (Manhattan) via the Manhattan Bridge. Together these four bus routes provided 25 to30 buses per hour in each direction during the peak commuter periods. It should be noted thatprior to May 2005, all four routes detoured around the security zone, with most using WorthStreet and St. James Place for travel to/from City Hall (see Figure 7-2, 2003 map). Due to theclosure of Vesey Street, the M9 route no longer crosses through the City Hall area, but reaches


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South End Avenue in Battery Park City by looping around the southern tip of Manhattan viaPearl Street/Water Street and Battery Place.

In May 2005, the M103 bus returned to its original route via Park Row (see Figure 7-2, 2005map) on a trial basis. Buses that traverse the security zone are subject to inspection and there areno stops within the zone itself, but on either end of it. The test was expanded in November 2005when the M15 and B51 buses also returned to their original routes via Park Row to/from CityHall.

Baseline Traffic Volumes

Figure 7-3 shows the estimated baseline traffic volumes in the study area for the weekday AM,midday and PM peak hours. It should be noted that the baseline condition is presented as areference to show pre-Park Row closure conditions. As noted above, this network represents pre-2001 historical data and does not reflect the loss of millions of square feet of office space andsubstantial street changes in Lower Manhattan and the study area.

The baseline data shows that traffic volumes entering the overall security zone, mainly from ParkRow (north and south), Pearl Street and the Brooklyn Bridge Manhattan bound exit ramp to ParkRow amount to 1,259, 1,079, and 1,193 vehicles per hour in the AM, midday and PM peak hours,respectively. These three entering volumes are the principal flows that were subject to diversionupon implementation of the security plan after 9/11. Under the baseline condition, approximately271, 123, and 201 vehicles per peak hour exited the Brooklyn Bridge ramp to northbound ParkRow and other local streets in the AM, midday and PM peak hours, respectively. The baselinedata also show other selected traffic patterns of note. Eastbound Vesey Street at Broadwaycontributed substantial volume to northbound Park Row. There was also a substantial volumeon westbound Pearl Street that then proceeded through Foley Square to access Lafayette Streetand then to westbound Reade Street. As discussed below, both of the above flows no longer exist(or are feasible) due to actions independent of the security zone and their absence, and otherchanges in Lower Manhattan make a comparison of baseline traffic volumes with the 2006 No-Action conditions a difficult one.

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Figure 7-3b2000 Baseline Traffic Volumes - MD Peak Hour

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Figure 7-3c2000 Baseline Traffic Volumes - PM Peak Hour


7-6

Intersection Capacity Analyses

Methodology

Capacity analyses for the selected intersections were conducted based on the 2000 HighwayCapacity Manual (HCM) methodology, using Version 4.1f of the Highway Capactiy Software(HCS). The traffic data required for these analyses include the volumes on each approach, signaltimings, peak hour factors (PHF), percentage of heavy vehicles, basic roadway geometriesincluding number and width of lanes on each approach, curbside parking usage and various otherphysical and operational characteristics. This methodology provides a volume-to-capacity (v/c)ratio, delay and level of service (LOS) for each signalized intersection approach.

The HCM methodology provides a volume-to-capacity (v/c) ratio for each signalized intersectionapproach, representing the ratio of traffic volumes on an approach to its traffic-carrying capacity.A ratio of less than 0.85 is generally considered to be a non-congested condition in Manhattan;when this value increases, congestion increases. At a value of 1.0, the intersection lane groupoperates at or over capacity. This situation is associated with severe traffic flow congestion, withstop-and-start conditions and extensive vehicle queuing and delays.

The HCM procedure also expresses quality of flow at signalized intersections in terms of levelof service, based on the amount of delay experienced by a driver at an intersection. LOS valuesrange from LOS A, with a minimum delay, to LOS F, representing long delays. The followingtable shows the LOS/delay relationship for signalized and unsignalized intersections, using theHCM methodology. Levels of service A, B, and C generally represent extremely favorable to fairlevels of traffic flow; at LOS D the influence of congestion will become noticeable; LOS E isconsidered to be the limit of acceptable delay, and LOS F is considered as unacceptable to mostdrivers. In this traffic study, a signalized lane group operating at LOS E or F is identified ascongested.


7-7

Table 7-1 shows the LOS/delay relationship for signalized and unsignalized intersections usingthe HCM methodology.

Table 7-1Roadway Level of Service Criteria

Signalized Unsignalized

LOS Delay (Seconds) Delay (Seconds)

A 10.0 or less 10.0 or less

B 10.1 to 20.0 10.1 to 15.0

C 20.1 to 35.0 15.1 to 25.0

D 35.1 to 55.0 25.1 to 35.0

E 55.1 to 80.0 35.1 to 50.0

F greater than 80.0 greater than 50.0

Source: 2000 Highway Capacity Manual

Based on the thresholds established for signalized intersections in the CEQR Technical Manual,if a No-Action LOS A, B or C deteriorates to unacceptable mid-LOS D, or a LOS E or F in theWith-Action condition, then a significant traffic impact has occurred. The CEQR TechnicalManual further states that for a No-Action LOS A, B or C, which declines to mid-LOS D orworse under the With-Action condition, mitigation to mid-LOS D is required. For a No-Actionmid-LOS D, an increase of five or more seconds of delay in a lane group in the With-Actioncondition should be considered significant. For No-Action LOS E, an increase in delay of fourseconds of delay should be considered significant. For No-Action LOS F, three seconds of delayshould be considered significant, however, if a No-Action LOS F condition already has delaysin excess of 120 seconds, an increase of 1.0 second in delay should be considered significant,unless the proposed action would generate fewer than five vehicles through that lane group in thepeak hour.

To evaluate current operation conditions in the study area, capacity analyses were performed ateach analyzed intersection utilizing the procedures described above. Table 7-2 summarizes theresults of these analyses at signalized and unsignalized intersections in all peak hours analyzed.The table highlights those intersection movements that operate at LOS E or F or have a high v/cratio (generally 0.90 and above), and are therefore considered to be congested.

Table 7-2: Baseline LOS at Signalized Intersections

SIGNALIZED Lane V/C Delay LOS V/C Delay LOS V/C Delay LOSINTERSECTION Group Ratio (sec/veh) Ratio (sec/veh) Ratio (sec/veh)Bowery Corridor1) Bowery (N-S) @ NB-DefL 0.84 72.9 E * 0.98 95.0 F * 0.89 67.9 E *Kenmare Street (E-W) 2 NB-TR 0.65 29.9 C 0.91 42.3 D * 0.58 26.6 C

SB-Def L 0.84 44.6 D SB-TR 1.04 62.6 E *SB-LTR 1.04 63.9 E * 1.05 65.4 E *EB-LTR 0.39 19.2 B 0.61 25.9 C 0.69 26.0 C WB-L 0.93 57.6 E * 1.04 97.9 F * 0.92 58.1 E *WB-T 0.80 28.2 C 0.55 24.0 C 0.56 22.8 C WB-R 1.02 80.3 F * 0.76 40.0 D 1.04 81.9 F *

2) Bowery (N-S) @ NB-LT 0.73 20.2 C 1.03 55.3 E * 0.88 29.7 C Broome Street (E-W) SB-TR 0.76 20.5 C 0.88 27.1 C 0.86 25.3 C

WB-LTR 0.78 41.1 D 0.75 38.9 D 0.70 36.7 D

3) Bowery (N-S) @ NB-T 0.48 13.8 B 0.78 21.0 C 0.48 13.8 B Grand Street (E-W) NB-R 0.48 18.3 B 1.01 80.1 F * 0.54 21.2 C

SB-TL 0.64 16.8 B 0.71 18.7 B 0.74 19.3 B EB-LTR 0.76 38.3 D 0.75 37.6 D 0.94 60.8 E *

(4) Bowery (N-S) @ NB-T 1.04 85.0 F * 0.85 44.4 D 0.84 42.7 D Canal Street (E-W) 2 SB-L 0.48 38.2 D 0.56 23.9 C 1.00 62.7 E *

SB-LTR 1.04 72.2 E * 1.01 60.1 E * 0.71 29.5 C EB-T 1.05 56.9 E * 1.00 56.4 E * 1.03 56.3 E *

EB-R 0.33 15.0 B 0.64 30.7 C 0.15 14.1 B WB-LTR 0.59 16.9 B 0.86 36.6 D 0.30 15.4 B

5) Bowery (N-S) @ NB-T 0.58 20.9 C 0.69 23.2 C 0.66 22.5 C Division Street (E-W) NB-R 0.05 14.6 B 0.32 20.0 C 0.09 15.3 B

SB-LT 0.56 20.7 C 0.64 22.2 C 0.41 18.1 B EB-LTR 0.00 32.9 C 0.06 33.8 C 0.07 34.1 C WB-T 0.64 40.7 D 0.70 43.4 D 0.81 51.0 D WB-R 0.53 21.3 C 0.75 28.7 C 1.03 64.1 E *

6) Chatham Square (N-S) @ NB-T 0.40 9.8 A 0.47 10.5 B 0.36 9.3 A East Broadway (E-W) NB-R 0.99 62.0 E * 0.74 26.2 C 0.81 30.6 C

SB-L 0.93 52.8 D * 1.01 65.6 E * 0.96 63.7 E *SB-T 0.26 8.5 A 0.29 8.7 A 0.25 8.3 A WB-L 0.82 49.6 D 0.33 28.1 C 0.40 29.0 C WB-R 0.25 28.5 C 0.47 34.7 C 0.59 39.0 D

(7) Park Row (N-S) @ NB-LTR 0.65 29.7 C 0.56 27.9 C 0.53 23.5 C Mott Street (SB) SB-L 1.02 100.7 F * 1.03 104.5 F * 0.83 57.5 E *Worth Street (E-W) 2 SB-TR 1.02 74.2 E * 1.01 77.6 E * 1.05 82.3 F *

EB-DefL 1.01 105.7 F * 0.63 33.6 C 1.05 97.5 F *EB-TR 0.26 23.1 C 0.41 26.7 C 0.25 23.7 C WB-LT 0.21 21.7 C 0.22 22.0 C 0.13 21.6 C WB-R 0.91 60.8 E * 1.04 86.4 F * 0.97 70.9 E *

Mott Street SB-LTR 0.77 63.3 E * 0.22 21.6 C 1.01 116.3 F *

Sources1 Pre-9/11/01 Signal Timing Provided by NYCDOT2 Estimated Signal Timing for Pre-9/11/01 Conditions

NOTES:EB-Eastbound, WB-Westbound, NB-Northbound, SB-SouthboundL-Left, T-Through, R-Right, DfL-Analysis considers a Defacto Left Lane on this approach .V/C Ratio - Volume to Capacity Ratio, SEC/VEH - Seconds per vehicleLOS - Level of serviceAppr - Approach

Baseline PM Peak HourBaseline AM Peak Hour Baseline Midday Peak Hour


SIGNALIZED Lane V/C Delay LOS V/C Delay LOS V/C Delay LOSINTERSECTION Group Ratio (sec/veh) Ratio (sec/veh) Ratio (sec/veh)


Broadway Corridor(8) Broadway (SB) SB-LTR 0.77 30.2 C 0.71 27.0 C 0.71 28.3 C Canal Street (E-W) EB-LTR 0.87 33.7 C 0.87 33.8 C 0.75 27.9 C

WB-LTR 0.93 30.2 C * 0.99 45.9 D * WB-DefL 0.43 28.1 C WB-T 0.42 13.5 B

(9) Broadway (SB) @ SB-LTR 0.57 16.9 B 0.49 12.4 B 0.54 16.7 B Worth Street (E-W) 1 EB-TR 0.62 27.4 C 0.51 24.3 C 0.56 25.0 C

WB-L 0.48 29.5 C 0.40 25.8 C 0.35 24.5 C WB-T 0.71 30.2 C 0.55 25.1 C 0.54 24.5 C

10) Broadway (N-S) @ SB-T 0.79 21.6 C 0.57 11.7 B 0.59 16.1 B Thomas Street (E-W) SB-R 0.10 11.1 B 0.07 7.5 A 0.15 12.2 B

(11) Broadway (SB) @ SB-LT 0.81 25.1 C 0.59 14.7 B 0.68 20.5 C Duane Street (EB) EB-T 0.37 21.6 C 0.35 21.1 C 0.53 24.2 C

EB-R 0.31 21.9 C 0.39 23.9 C 0.22 19.7 B

(12) Broadway (SB) @ SB-LT 0.79 24.6 C 0.63 15.8 B 0.81 25.7 C Chambers Street (E-W) 1 SB-R 0.13 13.6 B 0.15 14.1 B 0.11 13.4 B

EB-TR 0.68 28.5 C 0.85 42.3 D 0.70 28.9 C WB-LT 0.96 53.0 D * 0.73 30.3 C 1.04 76.6 E *

(13) Broadway (SB) @ SB-T 0.61 23.2 C 0.45 20.6 C 0.60 23.0 C Barclay Street (E-W) SB-R 0.49 26.1 C 0.26 20.3 C 0.32 21.7 C

WB-L 1.03 101.8 F * 0.72 52.7 D 0.98 91.0 F *WB-LT 1.02 78.1 E * 0.82 43.4 D 1.00 69.1 E *

(14) Broadway (SB) @ SB-L 0.45 19.6 B 0.74 24.8 C 0.89 39.6 D Vesey/Ann Street (EB) SB-LT 0.62 20.9 C 0.30 13.9 B 0.38 17.3 B

EB-TR 0.83 29.6 C 0.63 22.2 C 0.73 24.6 C

(15) Broadway (SB) @ SB-TR 0.55 11.2 B 0.33 5.0 A 0.37 9.2 A Fulton Street (WB) WB-LT 0.40 28.1 C 0.30 26.6 C 0.35 27.3 C

Canal Corridor16) Lafayette Street (N-S) @ SB-L 0.49 36.7 D 0.40 32.9 C 0.56 39.9 D Canal Street (E-W) SB-T 0.66 36.7 D 0.56 33.0 C 0.73 40.6 D

SB-R 1.02 100.9 F * 0.58 42.0 D 0.40 33.9 C EB-TR 0.71 21.7 C 0.72 21.8 C 0.59 19.1 B WB-LT 0.78 16.4 B 0.54 11.3 B 0.39 9.6 A

17) Centre Street (N-S) @ NB-LT 1.02 68.5 E * 0.87 49.9 D 0.91 49.0 D *Canal Street (E-W) 2 NB-R 0.35 29.4 C 0.24 32.0 C 0.40 32.4 C

EB-DefL 0.86 60.8 E * 0.71 36.2 D 0.62 25.8 C EB-T 0.59 13.2 B 1.04 56.7 E * 0.50 10.9 B WB-TR 1.02 54.3 D * 1.00 53.8 D * 0.49 19.4 B

18) Mulberry Street (N-S) @ NB-LTR 0.86 66.6 E * 0.56 31.0 C 0.79 43.5 D Canal Street (E-W) 2 EB-LT 1.04 56.9 E * 0.91 28.5 C * 0.99 41.8 D *

WB-TR 1.00 37.4 D * 0.86 25.4 C 0.43 13.1 B






Centre Corridor(19) Centre Street (N-S) @ NB-L 1.04 72.9 E * 0.90 51.4 D * 1.01 62.6 E *Chambers Street (EB) 1,2 NB-LT 1.05 66.8 E * 0.79 31.5 C 0.92 45.7 D *

SB-TR 0.43 19.4 B 0.47 20.8 C 0.86 32.2 C EB-R 0.58 27.8 C 0.36 16.2 B 0.56 19.2 B

20) Centre Street (N-S) @ SB-L 0.47 9.6 A 0.65 13.1 B 0.96 35.7 D *Tryon Row - Brooklyn Bridge (E-W) SB-LT 0.49 10.1 B 0.27 7.6 A 0.70 14.6 B

Church Corridor(21) Church Street (NB) @ NB-T 0.70 19.5 B 0.53 12.8 B 0.56 16.8 B Fulton Street (WB) WB-R 0.90 55.9 E * 0.58 30.8 C 0.67 34.2 C

(22) Church Street (NB) @ NB-LT 0.75 18.5 B 0.43 9.0 A 0.52 14.0 B Vesey Street (EB) NB-R 0.50 16.4 B 0.58 14.0 B 0.60 18.4 B

EB-LT 0.84 35.3 D 0.52 25.5 C 0.60 26.9 C

(23) Church Street (NB) @ NB-LT 0.54 11.6 D 0.42 12.7 B 0.43 12.8 DBarclay Street (WB) WB-TR 0.48 24.6 C 0.41 23.5 C 0.51 25.0 C

(24) Church Street (NB) NB-LTR 0.99 44.5 D * 0.76 21.0 C 0.81 26.1 C Chambers Street (E-W) 1 EB-LT 0.71 26.8 C 0.63 24.3 C 0.64 24.0 C

WB-TR 0.77 30.1 C 0.58 22.1 C 0.60 22.5 C

(25) Church Street (NB) NB-LTR 0.86 22.4 C 0.64 11.5 B 0.63 15.6 B Worth Street (E-W) 1 EB-LT 0.43 24.6 C 0.35 23.3 C 0.29 22.2 C

WB-TR 0.98 66.3 E * 0.89 51.5 D 0.72 33.9 C

Division Corridor26) Pike Street (N-S) @ NB-LT 0.58 14.2 B 0.44 12.1 B 0.71 16.9 B Division Street (E-W) SB-T 0.34 10.9 B 0.37 11.1 B 0.35 10.9 B

SB-R 0.62 20.3 C 0.67 22.3 C 0.58 18.5 B WB-LTR 0.27 24.6 C 0.51 30.4 C 0.57 31.7 C

East Broadway Corridor27) Forsyth Street (N-S) @ SB-LR 0.68 40.4 D 0.52 32.1 C 0.49 31.2 C East Broadway (E-W) EB-LT 0.67 16.7 B 0.34 9.7 A 0.31 9.4 A

WB-TR 0.35 9.9 A 0.26 9.0 A 0.40 10.4 B

28) Market Street (N-S) @ NB-LTR 0.86 48.9 D 0.80 44.1 D 0.47 14.8 B East Broadway (E-W) EB-LT 0.90 37.8 D * 0.37 12.6 B 0.91 50.8 D *

WB-TR 0.71 21.4 C 0.54 16.1 B 1.03 79.0 E *

Frankfort Corridor(29) Madison/Gold St (N-S) @ NB-T 0.00 25.7 C 0.00 28.0 C 0.00 26.5 CFrankfort Street (E-W) 2 EB-TR 1.04 84.2 D 0.98 63.6 E 1.03 79.2 E

WB-L 0.50 33.7 D 0.75 47.2 D 0.73 48.8 DWB-T 0.10 26.8 D 0.03 26.0 C 0.06 26.4 C

30) Park Row (N-S) @ NB-T 0.37 13.9 B 0.37 13.8 B 0.42 14.3 B Beekman Street (E-W) SB-T 0.34 13.4 B 0.27 12.7 B 0.32 13.2 B

WB-LR 0.68 30.6 C 0.64 28.9 C 0.78 35.4 D

31) Park Row (N-S) @ NB-TR 0.43 9.9 A 0.44 9.9 A 0.74 15.3 B Spruce Street (E-W) SB-L 0.57 8.8 A 0.46 5.2 A 0.60 17.9 B

SB-T 0.43 10.1 B 0.36 9.3 A 0.44 10.1 B






Pearl Corridor(32) Pearl Street (N-S) @ NB-LT 1.01 54.1 D * 0.74 23.3 C 0.94 38.8 D *Fulton Street (E-W) SB-T 0.49 17.4 B 0.59 19.2 B 0.64 20.5 C

SB-R 0.08 12.3 B 0.13 12.8 B 0.08 11.9 B EB-LR 1.01 94.7 F * 0.66 43.3 D 0.47 33.6 C

NB-DefL 0.69 24.9 C (33) Pearl Street (N-S) @ NB-LTR 1.03 59.6 E * 0.59 16.3 B NB-TR 0.68 20.1 C Frankfort/Dover St. (E-W) 2 SB-LTR 0.61 17.0 B 0.50 14.3 B 0.71 19.6 B

EB-L 1.00 79.7 E * 0.99 69.5 E * 1.02 81.5 F *EB-LTR 1.00 77.0 E * 0.99 75.7 E * 1.02 83.3 F *WB-LTR 0.52 26.6 C 0.12 20.6 C 0.37 22.7 C

(34) Pearl Street (N-S) @ NB-LTR 0.89 36.6 D 0.62 24.8 C 0.67 24.3 C Avenue of the Finest (E-W) 2 SB-LTR 0.57 23.0 C 0.39 20.5 C 0.46 20.5 C

EB-LTR 0.95 67.3 E * 1.00 78.9 E * 0.82 48.0 D WB-L 0.79 44.4 D 0.84 49.4 D 0.86 49.7 D WB-TR 0.46 37.5 D 0.06 30.4 C 0.31 33.9 C WB-R 0.41 17.7 B 0.16 13.2 B 0.57 41.3 D

(35) St. James (N-S) @ NB-DefL 0.70 20.9 C 0.86 35.9 D Pearl St. (E-W) 1 NB-T 0.94 39.0 D * NB-LT 0.62 14.6 B 0.55 13.7 B

SB-TR 0.27 9.5 A 0.21 8.9 A 0.23 9.1 A EB-LR 0.06 23.6 C 0.04 23.2 C 0.06 23.4 C

St. James Corridor(36) St. James (N-S) @ NB-LTR 0.86 35.3 D 0.52 20.3 C 0.58 21.6 C Madison St. (E-W) 1 SB-LTR 0.51 21.1 C 0.46 20.0 B 0.33 17.6 B

EB-LTR 0.04 14.3 B 0.05 14.4 B 0.09 14.9 B WB-LTR 0.17 15.4 B 0.15 15.2 B 0.26 16.4 B

Worth Street Corridor(37) Centre Street (NB) @ NB-L 1.04 69.3 E * 1.01 63.3 E * 1.04 73.1 E *Worth Street (E-W) 1,2 NB-TR 0.54 9.6 A 0.42 9.7 A 0.43 10.2 B

EB-LT 0.80 51.3 D 0.89 55.6 E * 0.80 43.6 D WB-TR 0.89 63.3 E * 0.82 50.8 D 0.67 38.2 D

(38) Lafayette Street (SB) @ SB-LTR 0.19 15.5 B 0.33 16.9 B 0.36 17.3 B Worth Street (E-W) 1 EB-TR 0.34 17.2 B 0.31 16.9 B 0.40 18.0 B

WB-L 0.68 33.7 C 0.89 57.0 E * 1.00 81.5 F *WB-T 0.79 31.4 C 0.58 22.9 C 0.58 22.6 C

Table 7-2: Baseline LOS at Unsignalized Intersections

UNSIGNALIZED V/C Delay LOS V/C Delay LOS V/C Delay LOSINTERSECTION Ratio (sec/veh) Ratio (sec/veh) Ratio (sec/veh)Baxter Corridor1) Baxter Street (N-S) @ EB-TR 0.51 24.8 C 0.82 44.5 E * 0.98 69.1 F *Walker Street (E-W)

(2) Baxter Street (NB) @ SB-LR 0.08 11.9 B 0.08 12.6 B 0.0 12.2 B Worth Street (E-W)



Baseline AM Peak Hour Baseline Midday Peak Hour Baseline PM Peak Hour


7-8

Signalized and Unsignalized Intersections

Along Bowery, the intersection at Kenmare Street has at least four congested intersections in allthree peak periods, while there is one congested approach during the midday peak period atBroome Street and one congested approach at Grand Street during the midday and PM peakhours. Additionally, at least one approach at Canal, East Broadway, and Worth Street arecongested in each peak hour. Also, at the intersection of Bowery and Division Street, oneapproach is congested in the PM peak hour.

At the intersection of Broadway and Canal Street, one congested movement was present in theAM and midday peak hours while at Broadway and Chambers Street and Broadway and BarclayStreet, there was at least one congested approach in both AM and PM peak periods. Along CanalStreet, there was at least one congested approach in all three peak periods at Centre Street andMulberry Street while there was one congested approach at Lafayette Street during the AM peakperiod.

At Centre Street and Chambers Street at least one approach was congested in each peak hour.Along the Church Street corridor, at the western edge of the study area, one congested approachwas observed during the AM peak period at Fulton Street, Chambers Street, and Worth Street.At Market Street and East Broadway, one approach was congested during the AM peak hourwhile two approaches were congested during the PM peak period.

On the southeastern edge of the study area, the intersection of Pearl Street and Fulton Streetexperienced two congested approaches during the AM peak period and one during the PM peakperiod. At Pearl Street and Frankfort Street at least two approaches were congested during eachpeak hour while one approach was congested during the AM and midday peak periods at PearlStreet and Avenue of the Finest. At Pearl Street and St. James Street, one approach wascongested during the AM Peak hour.

At Worth Street and Centre Street, all three peak periods have at least one congested approachwhile at Worth Street and Lafayette Street, the midday and PM peak periods have one congestedapproach. At the unsignalized intersection of Baxter Street and Walker Street, on approach wascongested in the midday and PM peak periods.

Parking

The information presented here was assembled from various sources including the 1993 FoleySquare Final Environmental Impact Statement (FEIS), the 2004 World Trade Center Memorialand Redevelopment Plan Generic Impact Statement (GEIS), the 2001 Public Safety AnswerCenter Environmental Assessment Statement (EAS), and the 2000 Department of City Planning’sParking Guide.


7-9

Off-Street Parking

Prior to September 11, 2001, there were 41 identified off-street parking facilities within a quarter-mile radius of the security zone area. This public parking facility inventory is provided in Table7-3. Figure 7-4 depicts the location of each of the identified public parking facilities.

Parking facility occupancy data was available for midday (between 11:30 AM and 1:30 PM) ona typical weekday, with capacities ranging from 9- to 400-vehicle range.

As shown in Table 7-3, pre-September 11, 2001 parking utilization data was not available for allgarages within the study area. An average of the known pre-September 11, 2001 utilization rateswas applied to the total capacity. As such, as shown in Table 7-3, the public parking facilitiessurveyed contained over 4,711 spaces, with an estimated occupancy level of about 88 percent atmidday. This means that there were 566 unoccupied spaces available within off-street parkingfacilities under baseline conditions.

As shown in Table 7-3, the municipal parking garage (No. 41) located at 109 Park Row had acapacity of 400 spaces with a low midday utilization of 68% with 129 spaces available to thepublic during this time.

On-Street Parking

Data regarding on-street parking regulations was also obtained from the studies mentioned above.Legal on-street parking in this area was very limited. Overall, within the parking study area,there was a relatively limited number of legal parking spaces available on-street for use bymotorists. The limited number of spaces is due to the minimal width of the east/west cross streetsand truck delivery activities which occur throughout the day. In addition, as this area has a highconcentration of government facilities, the limited number of legal parking spaces are also dueto the large number of curbside parking spaces reserved for government officials.

Within the study area, no parking except for authorized vehicles was allowed along Broadway,Church Street and Worth Street. No parking was allowed throughout the day on both the northand south side of Chambers Street. Parking on Duane, Reade, Lafayette and Centre Streets, andPearl Street between Centre Street and Cardinal Hayes Place was restricted to authorized vehiclesonly.

Illegal curbside parking and standing were prevalent throughout the study area. Illegal parkingand standing along the study area roadways for either a short- or long-term period impeded trafficflow and reduced available capacity. However, specific quantitative pre-September 11, 2001 on-street parking capacity and utilization data are not available for the study area.

No. Operator Address CapacityMD (12-1)

Util.Spaces Avail.

1 Edison NY Parking LLC 174 Centre Street 93 n/a n/a2 Kennee Parking Corp 114-116 Mulberry Street 42 n/a n/a3 Chung Pak Parking Corp 95-97 1/2 Baxter Street 28 n/a n/a4 Chinatown Parking Corp 88 Walker Street 35 n/a n/a5 Champion Tribeca LLC 411-413 Broadway 60 n/a n/a6 Margaret E Pescatore 98-100 Bayard Street 12 n/a n/a7 Champion Mulberry LLC 62-64 Mulberry Street 191 n/a n/a8 SSL Franklin St Parking Lot Inc 48-52 Franklin Street 40 n/a n/a9 (name unknown) 341 Broadway 150 93% 1010 (name unknown) 84 Leonard Street 54 93% 411 Katz Parking Systems 130 Duane Street 40 63% 1512 Kids Parking Corp 105 Duane Street 72 100% 013 Cobalt Car Park LLC 108 Leonard Street 150 93% 1014 RAEM 93 Chambers Street 48 n/a n/a15 BGB Parking System 6 Barclay Street 86 100% 016 Central Parking System of NY 47 Church Street 65 n/a n/a17 25-27 Beekman Street Associates 25-27 Beekman Street 149 100% 018 John Street Parking 57-61 Ann Street 276 n/a n/a19 Central Parking Systems Inc 169 William Street 50 100% 020 NYU Downtown Hospital 170 Williams Street 144 100% 021 Ropetmar Garage Inc 80 Gold Street 351 100% 022 Ropetmar Garage Inc 299 Pearl Street 310 95% 1523 Allright Parking Management Corp 10-12 Peck Slip 105 77% 2424 Edison Lafayette Corp 300-302 Pearl Street 25 76% 625 Edison Lafayette Corp 288-294 Pearl Street 36 78% 826 Downtown Parking Corp 56 Fulton Street 280 n/a n/a27 320 Pearl Street Realty LLC 322 Pearl Street 31 81% 628 Edison Lafayette Corp 228-232 Water Street 120 77% 2829 (name unknown) 88 Madison Street 50 n/a n/a30 (name unknown) 31 Monroe Street 110 n/a n/a31 (name unknown) 38 Henry Street 150 n/a n/a32 (name unknown) 2 Division Street 300 n/a n/a33 (name unknown) 79 Division Street 9 n/a n/a34 (name unknown) 38 Bowery 140 n/a n/a35 (name unknown) 44 Elizabeth Street 150 n/a n/a36 Chatham Parking Systems Inc 180 Park Row 130 85% 2037 (name unknown) 26 Forsyth Street 42 n/a n/a38 (name unknown) 58 Walker Street 40 n/a n/a39 (name unknown) 49-59 Henry Street 102 n/a n/a40 Municipal Lot Leonard St & Lafayette St 45 100% 041 Department of Transportation 109 Park Row 400 68% 129

4,711 88% 566Sources: World Trade Center Memorial and Redevelopment Plan FEIS (2004), Public Safety Answering Center II EAS (2001),

Parking Guide to New York City (March 2000), 48-52 Franklin Street EAS (2000)

and Estimated Weekday UtilizationTable 7-3: Pre-9/11/01 Off-Street Parking Facilities within 1/4-mile of the Security Zone

Total

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TRIBECA

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Figure 7-4Pre 9-11-01 Off-Street Parking Facilities


Security Zone

Legend1 / 4 Mile BoundaryPre-9 / 11 Off-Street Public Parking Facility1


7-10

C. 2006 NO-ACTION CONDITION

Vehicular Traffic

The initial traffic capacity analysis using the 2000 Highway Capacity Manual (HCM) wasperformed on the 2006 No-Action condition. Under this condition, the security zone installedby NYPD after 9/11 would not be in place and traffic flow patterns, including the four bus routesdiscussed above, would be maintained. However, while most of the patterns would bemaintained, as discussed above, the actual traffic volumes would be different (sometimesmeasurably) from those documented in the baseline conditions. Figure 7-5 provides theestimated 2006 No-Action traffic volumes in the study area. These traffic volumes reflectphysical and land use changes that have occurred independent of the action. Generally, whencompared to the baseline conditions, traffic in much of the network has declined due to lowerdemand and/or shifted demand due to street configuration changes, the absence of portions ofVesey Street, the security plans for 26 Federal Plaza and for the NYSE, and other roadwaychanges. There have also been traffic demand changes due to loss of office space, conversionof office to residential space, declining employment in certain sections of Chinatown and othersocioeconomic variations. Under 2006 No-Action conditions, however, all bus routes would bemaintained on Park Row as in the baseline condition, except for the M9 which is assumed toremain on its present “diverted” route to/from Battery Park City.

Signalized and Unsignalized Intersections

Table 7- 4 shows the results of the 2006 No-Action capacity analysis at the 38 signalized and 2unsignalized intersections studied for the weekday AM, midday and PM peak hours. The tableshows the v/c ratio, delay and level of service (LOS) for each intersection movement in eachanalyzed peak hour. It should be noted that signal timing plans currently in effect (2006 Actionconditions) have been used for the 2006 No-Action condition for all intersections.

Table 7-4 shows that in the 2006 No-Action condition, 15 signalized intersections wouldexperience congestion on one or more approaches in the AM peak hour, 8 in the midday, and 13in the PM peak hour. In the 2006 No-Action condition, there would be several signalizedintersections with one or more movements with a v/c ratio of 0.90 or greater. In the AM peakhour, there would be 14 such movements, in the midday peak hour there would be 7 suchmovements, and in the PM peak hour there would be 13 such movements.

As shown in Table 7-4, of the two unsignalized intersections analyzed, the intersection of Baxterand Walker Streets was found to experience congestion in the PM peak hour in the 2006 No-Action conditions.

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Figure 7-5a2006 No-Action Traffic Volumes - AM Peak Hour

Security Zone



Legend

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Figure 7-5b2006 No-Action Traffic Volumes - MD Peak Hour

Security Zone



Legend

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Figure 7-5c2006 No-Action Traffic Volumes - PM Peak Hour

Security Zone



Legend


7-11

Along the Bowery corridor, the intersection at Kenmare Street has congested movements in eachpeak hour, while at Canal Street and Broome Street, congested movements are noted in the AMand PM peak hours. The Grand Street and Division Street intersections have congestion in theAM and PM peak hours, respectively, while at Chatham Square, selected movements arecongested in each peak hour analyzed.

Along the Broadway corridor, congestion is found at Canal during the AM peak hour, atChambers Street in the AM and PM peak hours, while at Barclay Street congested movementsare in AM and midday peak hours. In addition, congestion occurs at Vesey Street during the AM,midday, and PM peak hours

In addition to the above noted Canal Street intersection, the intersection of Canal Street withLafayette Street exhibits one congested movement in the AM peak hour, during the middayperiod at the intersection with Centre Street, and during the PM peak hour at Mulberry Street. Atthe intersection of Centre Street and Chambers Street, congestion occurs during the MD and PMpeak hours. Along Church Street, the intersections at Chambers Street and Worth Street havecongested movements in the AM peak hour.

In the eastern portion of the study area, the East Broadway/Market Street intersection has onecongested movement in the PM peak hour. Along Pearl Street, the intersection with FrankfortStreet exhibits at least one congested movement in each peak hour, while at Robert F. WagnerSr. Place, eastbound congestion is found in the AM and PM peak hours as noted in Table 7-4. Table 7-4 also shows that under No-Action conditions, the Worth Street/Centre Streetintersection has northbound congestion in all peak hours, while one unsignalized intersection atBaxter Street/Walker Street exhibits PM congestion in the eastbound movement.

Parking

Off-Street Parking

The 400-space municipal parking lot that was located adjacent to Police Plaza was closed to thepublic in June 2001 and would continue to be closed to the public in the 2006 No-Actioncondition. As discussed in Chapter 1, “Project Description,” in early 2001, an EAS was preparedfor the Public Safety Answering Center II that was to be located in an existing building at 109-113 Park Row. This EAS analyzed the closure of the 400-space municipal garage to the public,and a negative declaration was issued June 12, 2001. The garage was then officially closed tothe public on June 30, 2001. However, following the events of September 11, 2001, the above-mentioned project was cancelled and the building remains vacant. The municipal garage wasreconstructed and re-opened to NYPD authorized vehicles in April of 2004. Table 7-5 shows the

Table 7-4: 2006 No-Action Traffic Conditions at Signalized Intersections

SIGNALIZED Lane V/C Delay LOS Lane V/C Delay LOS Lane V/C Delay LOSINTERSECTION Group Ratio (sec/veh) Group Ratio (sec/veh) Group Ratio (sec/veh)Bowery Corridor1) Bowery (N-S) @ NB-DefL NB-DefL 0.91 72.3 E * NB-DefL 1.03 102.4 F *Kenmare Street (E-W) NB-TR NB-TR 0.58 26.7 C NB-TR 0.64 27.8 C

NB-LTR 0.94 42.9 D * NB-LTR NB-LTR SB-Def L 0.72 47.6 D SB-Def L 0.86 48.7 D SB-Def L 0.99 73.4 E *SB-TR 0.89 38.4 D SB-TR 0.95 47.5 D * SB-TR 0.55 17.6 B EB-LTR 0.33 19.6 B EB-LTR 0.49 22.0 C EB-LTR 0.52 22.2 C WB-L 1.03 91.5 F * WB-L 0.78 47.5 D WB-L 0.89 60.9 E *WB-TR 0.66 25.0 C WB-TR 0.43 20.8 C WB-TR 0.39 20.2 C WB-R 1.00 81.1 F * WB-R 0.64 30.6 C WB-R 0.84 45.1 D

2) Bowery (N-S) @ NB-LT 0.97 38.6 D * NB-LT 0.74 20.6 C NB-LT 0.90 31.5 C *Broome Street (E-W) SB-TR 0.60 16.0 B SB-TR 0.61 16.4 B SB-TR 0.68 17.7 B

WB-LTR 0.61 31.4 C WB-LTR 0.51 29.0 C WB-LTR 0.60 31.9 C

3) Bowery (N-S) @ NB-T 0.95 33.9 C * NB-T 0.51 14.3 B NB-T 0.55 14.8 B Grand Street (E-W) NB-R 0.99 72.4 E * NB-R 0.77 38.2 D NB-R 0.62 24.6 C

SB-TL 0.51 14.4 B SB-TL 0.50 14.2 B SB-TL 0.58 15.5 B EB-LTR 0.58 30.0 C EB-LTR 0.79 41.9 D EB-LTR 0.79 41.3 D

4) Bowery (N-S) @ NB-T 0.62 33.9 C NB-T 0.54 32.0 C NB-T 0.39 29.3 C Canal Street (E-W) + SB-DefL 0.96 67.3 E * SB-DefL 0.73 35.7 D SB-DefL 1.00 64.3 E *

SB-TR 0.71 29.5 C SB-TR 0.70 30.0 C SB-TR 0.40 20.7 C EB-T 1.02 60.8 E * EB-T 0.70 26.2 C EB-T 0.91 38.1 D *EB-R 0.47 25.3 C EB-R 0.67 29.3 C EB-R 0.20 18.1 B WB-T 0.94 41.2 D * WB-T 0.60 24.0 C WB-T 0.44 20.7 C

5) Bowery (N-S) @ NB-T 0.30 16.7 B NB-T 0.34 17.1 B NB-T 0.44 18.3 B Division Street (E-W) NB-R 0.02 14.2 B NB-R 0.19 17.2 B NB-R 0.07 15.0 B

SB-LT 0.32 17.0 B SB-LT 0.38 17.6 B SB-LT 0.31 16.8 B EB-LTR 0.00 32.9 C EB-LTR 0.06 33.8 C EB-LTR 0.07 34.0 C WB-T 0.53 36.1 D WB-T 0.46 33.6 C WB-T 0.57 36.6 D WB-R 0.70 26.6 C WB-R 0.57 22.4 C WB-R 1.02 63.5 E *

6) Chatham Square (N-S) @ NB-T 0.20 8.1 A NB-T 0.22 8.2 A NB-T 0.23 8.2 A East Broadway (E-W) NB-R 0.73 26.4 C NB-R 0.69 22.9 C NB-R 0.65 19.7 B

SB-L 0.69 24.6 C SB-L 0.88 45.3 D SB-L 0.66 21.7 C SB-T 0.19 7.9 A SB-T 0.18 7.9 A SB-T 0.17 7.8 A WB-L 0.58 35.1 D WB-L 0.34 28.2 C WB-L 0.32 27.6 C WB-R 0.18 26.8 C WB-R 0.35 30.8 C WB-R 0.44 33.0 C

7) Chatham Square (N-S) @ NB-TR 0.28 21.9 C NB-TR 0.37 24.4 C NB-TR 0.41 24.9 C Worth Street (E-W) SB-L 1.00 95.1 F * SB-L 0.83 62.9 E * SB-L 0.75 53.9 D

SB-TR 0.93 63.8 E * SB-TR 0.98 77.1 E * SB-TR 0.96 68.8 E *EB-DefL EB-DefL 0.46 27.4 C EB-DefL 0.55 31.1 C EB-LTR 0.29 25.1 C EB-LTR EB-LTR EB-TR EB-TR 0.23 22.1 C EB-TR 0.26 22.6 C WB-LT 0.10 22.7 C WB-LT 0.11 20.5 C WB-LT 0.10 20.5 C WB-R 0.60 35.8 D WB-R 0.76 45.9 D WB-R 0.66 35.7 D

Mott Street (E-W) EB-LTR 0.71 58.3 E * EB-LTR 0.87 78.6 E * EB-LTR 0.65 51.8 D

NOTES:EB-Eastbound, WB-Westbound, NB-Northbound, SB-SouthboundL-Left, T-Through, R-Right, DfL-Analysis considers a Defacto Left Lane on this approach .V/C Ratio - Volume to Capacity Ratio, SEC/VEH - Seconds per vehicleLOS - Level of service

* -Denotes Congested Location in the 2006 No-Action ConditionAnalysis is based on the 2000 Highway Capacity Manual Methodology (HCS 2000 4.1f).

+ -Westbound right movement at Canal Street and Bowery is controlled by a separate signal as it is a channelized right turn

2006 No-Action AM Peak Hour 2006 No-Action Midday Peak Hour 2006 No-Action PM Peak Hour


SIGNALIZED Lane V/C Delay LOS Lane V/C Delay LOS Lane V/C Delay LOSINTERSECTION Group Ratio (sec/veh) Group Ratio (sec/veh) Group Ratio (sec/veh)


Broadway Corridor8) Broadway (N-S) @ SB-LTR 0.94 41.8 D * SB-LTR 0.81 30.4 C SB-LTR 0.63 26.3 C Canal Street (E-W) EB-TR 0.88 34.4 C EB-TR 0.72 27.4 C EB-TR 0.88 33.9 C

WB-DefL WB-DefL WB-DefL 0.35 29.2 C WB-LT 0.71 18.5 B WB-LT 0.71 20.1 C WB-LT WB-T WB-T WB-T 0.32 12.4 B

9) Broadway (N-S) @ SB-LTR 0.46 15.4 B SB-LTR 0.53 12.8 B SB-LTR 0.50 16.0 B Worth Street (E-W) EB-TR 0.52 25.2 C EB-TR 0.49 23.5 C EB-TR 0.35 21.0 C

WB-L 0.40 25.3 C WB-L 0.58 33.7 C WB-L 0.25 21.1 C WB-T 0.65 27.9 C WB-T 0.30 20.3 C WB-T 0.57 25.3 C

10) Broadway (N-S) @ SB-T 0.66 17.6 B SB-T 0.59 11.9 B SB-T 0.49 14.4 B Thomas Street (E-W) SB-R 0.34 15.7 B SB-R 0.12 7.9 A SB-R 0.26 14.3 B

11) Broadway (N-S) @ SB-T 0.66 19.4 B SB-T 0.59 14.1 B SB-T 0.55 17.2 B Duane Street (E-W) EB-R 0.45 24.5 C EB-R 0.51 26.0 C EB-R 0.36 21.7 C

12) Broadway (N-S) @ SB-LT 1.01 59.0 E * SB-LT 0.81 21.0 C SB-LT 0.80 26.0 C Chambers Street (E-W) SB-R 0.32 25.2 C SB-R 0.17 14.3 B SB-R 0.24 15.7 B

EB-TR 0.69 29.7 C EB-TR 0.68 30.1 C EB-TR 0.63 25.8 C WB-LT 1.04 74.0 E * WB-LT 0.80 33.3 C WB-LT 0.98 58.9 E *

13) Broadway (N-S) @ SB-T 0.82 29.1 C SB-T 0.56 22.2 C SB-T 0.71 25.4 C Barclay Street (E-W) SB-R 0.37 22.6 C SB-R 0.18 18.8 B SB-R 0.18 18.9 B

WB-L 0.99 99.9 F * WB-L 1.00 97.2 F * WB-L 0.72 53.2 D WB-LT 0.86 48.3 D WB-LT 0.81 43.1 D WB-LT 0.58 34.4 C

14) Broadway (N-S) @ SB-L 0.82 33.3 C SB-L 0.72 23.8 C SB-L 0.94 46.5 D *Vesey Street (E-W) SB-T 0.61 20.7 C SB-T 0.45 15.5 B SB-T 0.42 17.7 B

EB-TR 1.00 93.6 F * EB-TR 1.02 102.8 F * EB-TR 0.65 50.5 D

15) Broadway (N-S) @ SB-TR 0.50 10.6 B SB-TR 0.41 5.6 A SB-TR 0.33 8.9 A Fulton Street (E-W) WB-LT 0.22 25.9 C WB-LT 0.33 27.5 C WB-LT 0.20 25.5 C

Canal Corridor 16) Lafayette Street (N-S) @ SB-L 0.25 28.6 C SB-L 0.35 31.3 C SB-L 0.54 39.0 D Canal Street (E-W) SB-T 0.73 40.4 D SB-T 0.46 30.5 C SB-T 0.70 39.0 D

SB-R 1.04 114.2 F * SB-R 0.48 36.8 D SB-R 0.38 33.2 C EB-TR 0.77 23.6 C EB-TR 0.62 19.7 B EB-TR 0.70 21.2 C WB-LT 0.54 11.3 B WB-LT 0.38 9.4 A WB-LT 0.32 8.9 A

17) Centre Street (N-S) @ NB-LT 0.75 37.5 D NB-LT 0.52 30.3 C NB-LT 0.68 34.1 C Canal Street (E-W) NB-R 0.21 27.7 C NB-R 0.12 25.5 C NB-R 0.09 25.0 C

EB-DefL 0.78 42.8 D EB-DL EB-DL 0.68 26.8 C EB-T 0.61 12.5 B EB-T 0.99 43.5 D * EB-T 0.59 12.1 B WB-TR 0.70 23.4 C WB-TR 0.74 26.0 C WB-TR 0.42 18.5 B

18) Mulberry Street (N-S) @ NB-LTR 0.44 27.3 C NB-LTR 0.49 28.5 C NB-LTR 0.64 34.1 C Canal Street (E-W) EB-LT 0.79 21.2 C EB-LT 0.77 20.1 C EB-LT 0.96 36.1 D *

WB-TR 0.79 20.9 C WB-TR 0.64 16.7 B WB-TR 0.45 13.3 B






Centre Corridor19) Centre Street (N-S) @ NB-L 0.88 33.7 C NB-L 0.91 46.9 D * NB-L 0.93 50.2 D *Chambers Street (E-W) NB-LT 0.29 10.1 B NB-LT 0.38 8.8 A NB-LT 0.49 10.0 A

SB-TR 0.28 25.5 C SB-TR 0.40 27.2 C SB-TR 0.54 29.6 C EB-RT 0.75 36.1 D EB-RT 0.51 29.1 C EB-RT 0.83 40.4 D

20) Centre Street (N-S) @ SB-L 0.62 12.0 B SB-L 0.53 10.6 B SB-L 0.87 22.8 C Tryon Row - Brooklyn Bridge (E-W)SB-LT 0.08 6.1 A SB-LT 0.16 6.7 A SB-LT 0.15 6.6 A

Church Corridor 21) Church Street (N-S) @ NB-T 0.59 17.3 B NB-T 0.52 12.7 B NB-T 0.33 13.9 B Fulton Street (E-W) WB-R 0.46 28.4 C WB-R 0.32 25.0 C WB-R 0.34 25.2 C

22) Church Street (N-S) @ NB-T 0.46 13.1 B NB-T 0.39 8.7 A NB-T 0.28 11.3 B Vesey Street (E-W) NB-R 0.87 43.6 D NB-R 0.77 26.5 C NB-R 0.36 13.9 B

23) Church Street (N-S) @ NB-LT 0.54 9.9 A NB-LT 0.42 12.8 B NB-LT 0.29 11.5 B Barclay Street (E-W) WB-TR 0.34 24.5 C WB-TR 0.36 23.0 C WB-TR 0.28 22.0 C

24) Church Street (N-S) @ NB-LTR 0.77 24.8 C NB-LTR 0.67 18.9 B NB-LTR 0.76 24.3 C Chambers Street (E-W) EB-LT 0.99 63.1 E * EB-LT 0.76 31.5 C EB-LT 0.73 28.4 C

WB-TR 0.99 58.5 E * WB-TR 0.68 25.1 C WB-TR 0.73 27.0 C

25) Church Street (N-S) @ NB-LTR 0.62 15.5 B NB-LTR 0.63 11.3 B NB-LTR 0.56 14.5 B Worth Street (E-W) EB-LT 0.29 22.5 C EB-LT 0.28 22.3 C EB-LT 0.19 21.1 C

WB-TR 0.94 57.9 E * WB-TR 0.51 27.7 C WB-TR 0.79 38.1 D

Division Corridor 26) Pike Street (N-S) @ NB-LT 0.48 12.7 B NB-LT 0.34 11.0 B NB-LT 0.55 13.7 B Division Street (E-W) SB-T 0.29 10.5 B SB-T 0.26 10.2 B SB-T 0.28 10.4 B

SB-R 0.53 17.2 B SB-R 0.44 14.7 B SB-R 0.48 15.4 B WB-LTR 0.23 23.9 C WB-LTR 0.36 26.5 C WB-LTR 0.46 28.5 C

East Broadway Corridor 27) Forsyth Street (N-S) @ SB-LR 0.53 33.5 C SB-LR 0.44 30.0 C SB-LR 0.41 29.2 C East Broadway (E-W) EB-LT 0.44 11.6 B EB-LT 0.47 11.9 B EB-LT 0.24 8.8 A

WB-TR 0.28 9.2 A WB-TR 0.23 8.7 A WB-TR 0.32 9.5 A

28) Market Street (N-S) @ NB-LTR 0.61 31.8 C NB-LTR 0.68 35.8 D NB-LTR 0.39 13.5 B East Broadway (E-W) EB-LT 0.53 16.2 B EB-LT 0.28 11.6 B EB-LT 0.65 30.6 C

WB-TR 0.55 16.7 B WB-TR 0.48 14.9 B WB-TR 1.02 79.6 E *

Frankfort Corridor 29) Gold Street (N-S) @ NB-T 0.00 25.7 C NB-T 0.00 25.7 C NB-T 0.00 25.7 C Frankfort Street (E-W) NB-R 0.00 25.7 C NB-R NB-R

EB-TR 0.58 30.0 C EB-TR 0.65 31.6 C EB-TR 0.71 35.5 D WB-L 0.17 27.3 C WB-L 0.30 29.3 C WB-L 0.18 27.8 C

30) Park Row (N-S) @ NB-T 0.27 12.8 B NB-T 0.26 12.7 B NB-T 0.30 13.0 B Beekman Street (E-W) SB-T 0.26 12.7 B SB-T 0.21 12.2 B SB-T 0.18 12.0 B

WB-LR 0.57 26.8 C WB-LR 0.61 27.5 C WB-LR 0.55 25.9 C

31) Park Row (N-S) @ NB-TR 0.40 22.3 C NB-TR 0.28 8.5 A NB-TR 0.47 10.4 B Spruce Street (E-W) SB-L 0.55 20.4 C SB-L 0.18 0.8 A SB-L 0.20 1.6 A

SB-T 0.45 23.3 C SB-T 0.28 8.6 A SB-T 0.24 8.3 A






Pearl Corridor32) Pearl Street (N-S) @ NB-LT 0.72 22.5 C NB-LT 0.77 24.2 C NB-LT 0.89 32.0 C Fulton Street (E-W) SB-T 0.43 16.1 B SB-T 0.46 16.5 B SB-T 0.67 21.4 C

SB-R 0.13 12.8 B SB-R 0.11 12.5 B SB-R 0.07 11.8 B EB-LR 0.66 43.4 D EB-LR 0.72 48.4 D EB-LR 0.49 34.4 C

33) Pearl Street (N-S) @ NB-DefL NB-DefL NB-DefL 0.97 62.4 E *Frankfort Street (E-W) NB-TR 0.62 14.2 B NB-TR 0.44 11.0 B NB-TR 0.52 12.3 B

SB-LTR 0.46 11.0 B SB-LTR 0.35 9.8 A SB-LTR 0.55 12.3 B EB-L 0.92 69.7 E * EB-L 0.89 59.1 E * EB-L 0.92 67.3 E *EB-TR 0.80 54.1 D EB-TR 0.71 41.1 D EB-TR 0.79 50.7 D WB-LTR 0.85 52.3 D WB-LTR 0.11 24.0 C WB-LTR 0.16 24.6 C

34) Pearl Street (N-S) @ NB-LTR 0.63 24.0 C NB-LTR 0.30 18.0 B NB-LTR 0.30 17.9 B Robert F Wagner Sr. Place (E-W)SB-TR 0.53 22.1 C SB-TR 0.33 18.5 B SB-TR 0.37 18.8 B

EB-LTR 0.88 55.9 E * EB-LTR 0.71 43.6 D EB-LTR 1.04 88.7 F *WB-L 0.79 44.3 D WB-L 0.74 43.1 D WB-L 0.72 41.5 D WB-RT 0.12 31.1 C WB-RT 0.05 30.2 C WB-RT 0.04 30.0 C WB-R 0.31 16.2 B WB-R 0.29 15.9 B WB-R 0.48 38.2 D

35) Pearl Street (N-S) @ NB-DefL 0.67 18.7 B NB-DefL NB-DefL 0.62 18.2 B St. James Place (E-W) NB-T 0.48 12.5 B NB-T NB-T 0.30 9.7 A

NB-LT NB-LT 0.37 10.1 B NB-LT SB-T 0.24 8.8 A SB-T 0.19 8.4 A SB-T 0.20 8.4 A

St. James Corridor 36) St. James Place (N-S) @ NB-TR 0.52 21.2 C NB-TR 0.42 18.9 B NB-TR 0.33 17.4 B Madison Street (E-W) SB-LT 0.55 22.2 C SB-LT 0.50 21.0 C SB-LT 0.43 19.5 B

WB-L WB-L WB-L WB-LTR 0.13 15.0 B WB-LTR 0.09 14.6 B WB-LTR 0.17 15.3 B WB-R WB-R WB-R

Worth Street Corridor 37) Centre Street (N-S) @ NB-L 1.05 92.4 F * NB-L 1.04 110.3 F * NB-L 1.05 96.3 F *Worth Street (E-W) NB-TR 0.73 32.3 C NB-TR 0.58 28.0 C NB-TR 0.64 29.4 C

EB-DefL EB-DefL EB-DefL EB-T 0.23 10.7 B EB-T 0.32 11.6 B EB-T 0.28 11.1 B WB-TR 0.18 16.2 B WB-TR 0.20 16.5 B WB-TR 0.23 16.9 B

38) Lafayette Street (N-S) SB-LTR 0.44 20.8 C SB-LTR 0.40 20.4 C SB-LTR 0.48 21.4 C Worth Street (E-W) EB-TR 0.23 20.5 C EB-TR 0.47 23.7 C EB-TR 0.35 21.7 C

WB-L 0.16 14.0 B WB-L 0.15 15.1 B WB-L 0.19 14.9 B WB-T 0.65 22.1 C WB-T 0.33 15.4 B WB-T 0.51 18.4 B

Table 7-4: 2006 No-Action Traffic Conditions at Unsignalized Intersections

UNSIGNALIZED Lane V/C Delay LOS Lane V/C Delay LOS Lane V/C Delay LOSINTERSECTION Group Ratio (sec/veh) Group Ratio (sec/veh) Group Ratio (sec/veh)Baxter Corridor1) Baxter Street (N-S) @ EB-TR 0.46 22.9 C EB-TR 0.62 27.2 D EB-TR 0.95 67.7 F *Walker Street (E-W)

2) Baxter Street (N-S) @ EB-LT 0.01 7.6 A EB-LT 0.00 7.5 A EB-LT 0.01 7.6 AWorth Street (E-W)


* -Denotes Congested Location in the 2006 No-Action ConditionAnalysis is based on the 2000 Highway Capacity Manual Methodology (HCS 2000 4.1e).



7-12

2006 No-Action off-street parking facilities in the study area and their estimated weekday middayutilizations. It is assumed that the off-street parking facilities in the study area in the 2006 No-Action condition would be the same in the 2006 With-Action condition. Therefore, the parkingsurvey of capacity and utilization conducted in 2006 with the street closures in place would bethe same if the street closures were not in place. In 2006, as shown in the table, there are 37facilities with an overall capacity of 4,409 spaces (see Figure 7-6 for off-street parking facilities).The overall midday utilization rate was observed at about 86% with about 596 spaces available.

All other off-street parking facilities within the study area would most likely not be affected in2006 if the action was not in place.

On-Street Parking

As discussed above, in the 2006 No-Action condition streets that were closed as part of the 2001security plan would be open to all vehicles. Based on available information, it is estimated thatparking for approximately 70 vehicles existed along Park Row, Madison Street, Pearl Street, andother roadways now closed due to the security plan. Outside of the security zone, it is notexpected that regulations or supply would be different in the 2006 No-Action or under With-Action conditions. Legal on-street parking spaces within the security zone would be availableto all public vehicles in the 2006 No-Action condition. On-street parking conditions within thestudy area would most likely not be different in the 2006 No-Action condition from the 2006With-Action condition. Legal on-street parking would continue to be very limited and illegalcurbside parking and standing would continue to be prevalent throughout the study area.

D. 2006 WITH-ACTION CONDITION

Vehicular Traffic

In conjunction with the May 2005 data collection effort, traffic volumes and other characteristicsof the study area were documented. While action conditions are rarely measured in the field, forthis action, the transportation effects of the security plan have been documented and are presentedin this section. It should be noted that With-Action condition does not include any NYC Transitbuses on Park Row. The return of permanent bus services to Park Row is addressed in Chapter11, “Mitigation”.

Figure 7-7 provides the 2006 With-Action condition traffic volumes in the study area for the AM,midday and PM peak hours. The resulting traffic capacity analysis of the 2006 With-Actionconditions is presented in Table 7-6 along with a comparison with 2006 No-Action conditions.

No. Operator Address CapacityMD (12-1)

Util.Spaces Avail.

1 Edison NY Parking LLC 174 Centre Street 93 100% 02 Kennee Parking Corp 114-116 Mulberry Street 42 93% 33 Chung Pak Parking Corp 95-97 1/2 Baxter Street 28 89% 34 Chinatown Parking Corp 88 Walker Street 40 100% 05 Champion Tribeca LLC 411-413 Broadway 60 70% 186 Margaret E Pescatore 98-100 Bayard Street 12 100% 07 Champion Mulberry LLC 62-64 Mulberry Street 191 90% 198 SSL Franklin St Parking Lot Inc 48-52 Franklin Street 40 100% 09 95 Worth LLC 336 Broadway/95 Worth St 114 95% 610 Central Parking System of NY 101 Worth Street 226 90% 2311 Cobalt Car Park LLC 108 Leonard Street 143 95% 712 RAEM 93 Chambers Street 48 79% 1013 Washington Street Corp 89-91 Murray Street 149 100% 014 BGB Parking System 6 Barclay Street 86 40% 5215 25-27 Beekman Street Associates 25-27 Beekman Street 149 80% 3016 John Street Parking 57-61 Ann Street 276 64% 10017 Central Parking Systems Inc 169 William Street 52 100% 018 NYU Downtown Hospital 170 William Street 110 100% 019 Ropetmar Garage Inc 80 Gold Street 351 100% 020 Ropetmar Garage Inc 299 Pearl Street 310 92% 2521 Allright Parking Management Corp 10-12 Peck Slip 105 77% 2422 Edison Lafayette Corp 300-302 Pearl Street 25 76% 623 Edison Lafayette Corp 288-294 Pearl Street 36 78% 824 Downtown Parking Corp 56 Fulton Street 280 50% 14025 Edison Lafayette Corp 228-232 Water Street 120 88% 1426 (name unknown) 88 Madison Street 50 100% 027 (name unknown) 38 Henry Street 150 100% 028 (name unknown) 2 Division Street 300 90% 3029 (name unknown) 79 Division Street 9 100% 030 (name unknown) 38 Bowery 140 90% 1431 (name unknown) 44 Elizabeth Street 150 80% 3032 Chatham Parking Systems Inc 180 Park Row 130 90% 1333 (name unknown) 26 Forsyth Street 60 95% 334 (name unknown) 58 Walker Street 40 90% 435 (name unknown) 49-59 Henry Street 114 100% 036 Municipal Lot Leonard St & Lafayette St 40 100% 037 Quick Park 2 Elizabeth Street 140 90% 14

4,409 86% 596Source: PHA Field Survey 2006 & 2007

Table 7-5: 2006 No-Action Off-Street Parking Facilities within 1/4-mile of the Siteand Weekday Utilization

Total

BROOKLYN BRIDGE

DIVISION ST.

E. BROADWAY

MARKET ST.

PIKE ST. HENRY ST.CATHERINE ST

OLIVER ST.

MONROE ST.

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MARKET SLIP

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26

27

28

29

30

31

32

33

34

35

36

37

TRIBECA

SOUTHSTREETSEAPORT

CIVICCENTER

CHINATOWN

1 2005 Off-Street Public Parking Facility1 / 4 Mile Boundary

Legend

Security Zone

One Police Plaza Security Plan EIS Figure 7-62006 Off-Street Parking Facilities

502

266

256211

25

169

14

63

215

407150

27

187268

10

166

166

637

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12140 29

4352

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HARD

ST.

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E ST

.

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FORS

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ST.

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CHERRY ST.

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.


HENRY ST.

PIKE ST.

MARKET ST.

E. BROADWAY

DIVISION ST.

46

93153

42278

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111294 106921920

234

58 120

1136

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101

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FDR ONRAMP

23 246

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16

FDR ONRAMP

BROOKLYN BR OFFRAMP

R F WAGNER PL

945

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467

BENS

ON

PL

CATHERINE LA

5

12

LegendAnalyzed Intersections (Unsignalized)Analyzed Intersections (Signalized)


Security Zone

Figure 7-7a2006 With-Action Traffic Volumes - AM Peak Hour

0

199152

23

32

2

350139

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.


HENRY ST.

PIKE ST.

MARKET ST.

E. BROADWAY

DIVISION ST.

41

63361

61184

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94358 83

632790214

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ON

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7

17

Figure 7-7b2006 With-Action Traffic Volumes - MD Peak Hour

Security Zone



Legend

317

437496

309187112

2935

325

115

643

R F WAGNER PL

BROOKLYN BR OFFRAMP

FDR ONRAMP

36

2431

210

80246140

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FDR ONRAMP

FRANKFORT ST

BROOKLYN BR ONRAMP

DOVER ST

NB FDR OFFRAMP

346

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620

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577

52 239

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1049

107

89

265958

53399

541133

57 269

90

70507

44

DIVISION ST.

E. BROADWAY

MARKET ST.

PIKE ST.

HENRY ST.

OLIVER ST.

MONROE ST.

WATER ST

.

CATHERINE SLIP

CHERRY ST.

SOUTH ST.

HESTER ST.

FORS

YTH

ST.

BROOME S

ELDR

IDG

E ST

.

LUDL

OW

ST.

ORC

HARD

ST.

ALLE

N ST

.

CANAL ST.

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ERY

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ST.

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ABET

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.

MO

TT S

T.

DOYER ST

PELL ST.

MUL

BERR

Y ST

.

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HAM

SQ

PARK R

OW

PEARL ST.

CATHERINE ST.

R F WAGNER PL

MOSCO ST

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ST.J

AMES

PL.

RIVINGTON ST.

CHRY

STIE

ST.

BOW

ERY

FORS

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ST

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ALLE

N ST

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N ROW

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ST

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CH S

T

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ST

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AL

ANN ST

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DOVER ST

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ATER

ST

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L ST

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KLIN

PL

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ST

REPUBLICAN AL

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T

BRO

ADW

AY

PARK PL

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PEDE

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AN ST

ME ST

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CLEV

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OST

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T

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ST

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CENT

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ST

MER

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ST

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NTRE

ST

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494

339

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11631

4

367

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36077

107260

571

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323

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50

46

696

522

596

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125

BOW

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729

706

30 407

362

718

691

139

30 570

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52

131

1032

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62350 61

139

18

25

26

49

16665

74

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53 644

110199

63932

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61

6

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3

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EAST

RIV

ER

BROOKLYN BRIDGE

BENS

ON

PL

CATHERINE LA

9

20

Figure 7-7c2006 With-Action Traffic Volumes - PM Peak Hour

Security Zone



Legend

Tab

le 7

-6:

2006

No

-Act

ion

an

d W

ith

-Act

ion

Tra

ffic

Co

nd

itio

ns

at S

ign

aliz

ed In

ters

ecti

on

s

SIG

NA

LIZ

ED

Lan

eV

/CD

elay

LO

SV

/CD

elay

LO

SL

ane

V/C

Del

ayL

OS

V/C

Del

ayL

OS

Lan

eV

/CD

elay

LO

SV

/CD

elay

LO

SIN

TE

RS

EC

TIO

NG

rou

pR

atio

(sec

/veh

)R

atio

(sec

/veh

)G

rou

pR

atio

(sec

/veh

)R

atio

(sec

/veh

)G

rou

pR

atio

(sec

/veh

)R

atio

(sec

/veh

)B

ow

ery

Co

rrid

or

1) B

ower

y (N

-S)

@N

B-D

efL

NB

-Def

L0.

9172

.3E

*0.

9172

.3E

NB

-Def

L1.

0310

2.4

F*

1.03

102.

4F

Ken

mar

e S

tree

t (E

-W)

NB

-TR

NB

-TR

0.58

26.7

C

0.58

26.7

CN

B-T

R0.

6427

.8C

0.

6427

.8C

NB

-LTR

0.94

42.9

D*

0.94

42.9

DN

B-L

TR

NB

-LTR

S

B-D

ef L

0.72

47.6

D

0.72

47.6

DS

B-D

ef L

0.86

48.7

D

0.86

48.7

DS

B-D

ef L

0.99

73.4

E*

0.99

73.4

ES

B-T

R0.

8938

.4D

0.

8938

.4D

SB

-TR

0.95

47.5

D*

0.95

47.5

DS

B-T

R0.

5517

.6B

0.

5517

.6B

EB

-LTR

0.33

19.6

B

0.33

19.6

BE

B-L

TR0.

4922

.0C

0.

4922

.0C

EB

-LTR

0.52

22.2

C

0.52

22.2

CW

B-L

1.03

91.5

F*

1.03

91.5

FW

B-L

0.78

47.5

D

0.78

47.5

DW

B-L

0.89

60.9

E*

0.89

60.9

EW

B-T

R0.

6625

.0C

0.

6625

.0C

WB

-TR

0.43

20.8

C

0.43

20.8

CW

B-T

R0.

3920

.2C

0.

3920

.2C

WB

-R1.

0081

.1F

*1.

0081

.1F

WB

-R0.

6430

.6C

0.

6430

.6C

WB

-R0.

8445

.1D

0.

8445

.1D

2)

Bow

ery

(N-S

) @

NB

-LT

0.97

38.6

D*

0.97

38.6

DN

B-L

T0.

7420

.6C

0.

7420

.6C

NB

-LT

0.90

31.5

C*

0.90

31.5

CB

room

e S

tree

t (E

-W)

SB

-TR

0.60

16.0

B

0.60

16.0

BS

B-T

R0.

6116

.4B

0.

6116

.4B

SB

-TR

0.68

17.7

B

0.68

17.7

BW

B-L

TR

0.61

31.4

C

0.61

31.4

CW

B-L

TR

0.51

29.0

C

0.51

29.0

CW

B-L

TR

0.60

31.9

C

0.60

31.9

C

3) B

ower

y (N

-S)

@N

B-T

0.95

33.9

C*

0.95

33.9

CN

B-T

0.51

14.3

B

0.51

14.3

BN

B-T

0.55

14.8

B

0.55

14.8

BG

rand

Str

eet (

E-W

)N

B-R

0.99

72.4

E*

0.99

72.4

EN

B-R

0.77

38.2

D

0.77

38.2

DN

B-R

0.62

24.6

C

0.62

24.6

CS

B-T

L0.

5114

.4B

0.

5114

.4B

SB

-TL

0.50

14.2

B

0.50

14.2

BS

B-T

L0.

5815

.5B

0.

5815

.5B

EB

-LTR

0.58

30.0

C

0.58

30.0

CE

B-L

TR0.

7941

.9D

0.

7941

.9D

EB

-LTR

0.79

41.3

D

0.79

41.3

D

4) B

ower

y (N

-S)

@N

B-T

0.62

33.9

C

0.62

33.9

CN

B-T

0.54

32.0

C

0.54

32.0

CN

B-T

0.39

29.3

C

0.39

29.3

CC

anal

Str

eet (

E-W

) +

SB

-Def

L0.

9667

.3E

*0.

9667

.3E

SB

-Def

L0.

7335

.7D

0.

7335

.7D

SB

-Def

L1.

0064

.3E

*1.

0064

.3E

SB

-TR

0.71

29.5

C

0.71

29.5

CS

B-T

R0.

7030

.0C

0.

7030

.0C

SB

-TR

0.40

20.7

C

0.40

20.7

CE

B-T

1.02

60.8

E*

1.02

60.8

EE

B-T

0.70

26.2

C

0.70

26.2

CE

B-T

0.91

38.1

D*

0.91

38.1

DE

B-R

0.47

25.3

C

0.47

25.3

CE

B-R

0.67

29.3

C

0.67

29.3

CE

B-R

0.20

18.1

B

0.20

18.1

BW

B-T

0.94

41.2

D*

0.94

41.2

DW

B-T

0.60

24.0

C

0.60

24.0

CW

B-T

0.44

20.7

C

0.44

20.7

C

5) B

ower

y (N

-S)

@N

B-T

0.30

16.7

B

0.30

16.7

BN

B-T

0.34

17.1

B

0.34

17.1

BN

B-T

0.44

18.3

B

0.44

18.3

BD

ivis

ion

Str

eet (

E-W

)N

B-R

0.02

14.2

B

0.02

14.2

BN

B-R

0.19

17.2

B

0.19

17.2

BN

B-R

0.07

15.0

B

0.07

15.0

BS

B-L

T0.

3217

.0B

0.

3217

.0B

SB

-LT

0.38

17.6

B

0.38

17.6

BS

B-L

T0.

3116

.8B

0.

3116

.8B

EB

-LTR

0.00

32.9

C

0.00

32.9

CE

B-L

TR0.

0633

.8C

0.

0633

.8C

EB

-LTR

0.07

34.0

C

0.07

34.0

CW

B-T

0.53

36.1

D

0.53

36.1

DW

B-T

0.46

33.6

C

0.47

34.1

CW

B-T

0.57

36.6

D

0.57

36.6

DW

B-R

0.70

26.6

C

0.70

26.6

CW

B-R

0.57

22.4

C

0.57

22.4

CW

B-R

1.02

63.5

E*

1.02

63.5

E

6) C

hath

am S

quar

e (N

-S)

@N

B-T

0.20

8.1

A

0.20

8.1

AN

B-T

0.22

8.2

A

0.22

8.2

AN

B-T

0.23

8.2

A

0.23

8.2

A

Eas

t Bro

adw

ay (

E-W

)N

B-R

0.73

26.4

C

0.73

26.4

CN

B-R

0.69

22.9

C

0.75

26.5

CN

B-R

0.65

19.7

B

0.65

19.9

B

SB

-L0.

6924

.6C

0.

6924

.6C

SB

-L0.

8845

.3D

0.

8845

.3D

SB

-L0.

6621

.7C

0.

6622

.2C

SB

-T0.

197.

9A

0.

197.

9A

SB

-T0.

187.

9A

0.

187.

9A

SB

-T0.

177.

8A

0.

177.

8A

WB

-L0.

5835

.1D

0.

5835

.1D

WB

-L0.

3428

.2C

0.

3428

.2C

WB

-L0.

3227

.6C

0.

3227

.7C

WB

-R0.

1826

.8C

0.

1826

.8C

WB

-R0.

3530

.8C

0.

3530

.8C

WB

-R0.

4433

.0C

0.

4533

.2C

7) C

hath

am S

quar

e (N

-S)

@N

B-T

R0.

2821

.9C

0.

0320

.3C

NB

-TR

0.37

24.4

C

0.07

20.7

CN

B-T

R0.

4124

.9C

0.

0420

.4C

Wor

th S

tree

t (E

-W)

SB

-L1.

0095

.1F

*0.

8966

.4E

SB

-L0.

8362

.9E

*0.

7043

.4D

SB

-L0.

7553

.9D

0.

5735

.5D

SB

-TR

0.93

63.8

E*

0.98

76.3

E*

SB

-TR

0.98

77.1

E*

1.01

86.7

F*

SB

-TR

0.96

68.8

E*

1.03

86.9

F*

EB

-Def

L

0.88

68.7

E*

EB

-Def

L0.

4627

.4C

0.

9059

.1E

*E

B-D

efL

0.55

31.1

C

1.04

92.8

F*

EB

-LTR

0.29

25.1

C

EB

-LTR

E

B-L

TR

EB

-TR

0.

2923

.1C

EB

-TR

0.23

22.1

C

0.23

22.1

CE

B-T

R0.

2622

.6C

0.

2622

.6C

WB

-LT

0.10

22.7

C

0.61

29.7

CW

B-L

T0.

1120

.5C

0.

3223

.4C

WB

-LT

0.10

20.5

C

0.38

24.4

C

WB

-R0.

6035

.8D

0.

9365

.1E

*W

B-R

0.76

45.9

D

0.91

61.4

E*

WB

-R0.

6635

.7D

1.

0592

.8F

*M

ott S

tree

t (E

-W)

EB

-LTR

0.71

58.3

E*

0.74

61.9

EE

B-L

TR0.

8778

.6E

*0.

8880

.9F

EB

-LTR

0.65

51.8

D

0.70

58.1

E*

NO

TE

S:

EB

-Eas

tbou

nd, W

B-W

estb

ound

, NB

-Nor

thbo

und,

SB

-Sou

thbo

und

L-Le

ft, T

-Thr

ough

, R-R

ight

, DfL

-Ana

lysi

s co

nsid

ers

a D

efac

to L

eft L

ane

on th

is a

ppro

ach

.

V/C

Rat

io -

Vol

ume

to C

apac

ity R

atio

, SE

C/V

EH

- S

econ

ds p

er v

ehic

le

LOS

- L

evel

of s

ervi

ce

*-D

enot

es C

onge

sted

Loc

atio

n in

the

2006

No-

Act

ion

Con

ditio

n

*-D

enot

es Im

pact

ed L

ocat

ion

in th

e 20

06 W

ith-A

ctio

n C

ondi

tion

Ana

lysi

s is

bas

ed o

n th

e 20

00 H

ighw

ay C

apac

ity M

anua

l Met

hodo

logy

(H

CS

200

0 4.

1f).

+-W

estb

ound

rig

ht m

ovem

ent a

t Can

al S

tree

t and

Bow

ery

is c

ontr

olle

d by

a s

epar

ate

sign

al a

s it

is a

cha

nnel

ized

rig

ht tu

rn

2006

No

-Act

ion

PM

Pea

k H

ou

r20

06 A

ctio

n P

M P

eak

Ho

ur

2006

No

-Act

ion

AM

Pea

k H

ou

r20

06 A

ctio

n A

M P

eak

Ho

ur

2006

No

-Act

ion

Mid

day

Pea

k H

ou

r20

06 A

ctio

n M

idd

ay P

eak

Ho

ur

Tab

le 7

-6:

2006

No

-Act

ion

an

d W

ith

-Act

ion

Tra

ffic

Co

nd

itio

ns

at S

ign

aliz

ed In

ters

ecti

on

s

SIG

NA

LIZ

ED

Lan

eV

/CD

elay

LO

SV

/CD

elay

LO

SL

ane

V/C

Del

ayL

OS

V/C

Del

ayL

OS

Lan

eV

/CD

elay

LO

SV

/CD

elay

LO

SIN

TE

RS

EC

TIO

NG

rou

pR

atio

(sec

/veh

)R

atio

(sec

/veh

)G

rou

pR

atio

(sec

/veh

)R

atio

(sec

/veh

)G

rou

pR

atio

(sec

/veh

)R

atio

(sec

/veh

)

2006

No

-Act

ion

PM

Pea

k H

ou

r20

06 A

ctio

n P

M P

eak

Ho

ur

2006

No

-Act

ion

AM

Pea

k H

ou

r20

06 A

ctio

n A

M P

eak

Ho

ur

2006

No

-Act

ion

Mid

day

Pea

k H

ou

r20

06 A

ctio

n M

idd

ay P

eak

Ho

ur

Bro

adw

ay C

orr

ido

r8)

Bro

adw

ay (

N-S

) @

SB

-LTR

0.94

41.8

D*

0.94

41.8

DS

B-L

TR0.

8130

.4C

0.

8130

.4C

SB

-LTR

0.63

26.3

C

0.63

26.3

C

Can

al S

tree

t (E

-W)

EB

-TR

0.88

34.4

C

0.88

34.4

CE

B-T

R0.

7227

.4C

0.

7227

.4C

EB

-TR

0.88

33.9

C

0.88

33.9

C

WB

-Def

L

WB

-Def

L

WB

-Def

L0.

3529

.2C

0.

3529

.2C

WB

-LT

0.71

18.5

B

0.71

18.5

BW

B-L

T0.

7120

.1C

0.

7120

.1C

WB

-LT

WB

-T

WB

-T

WB

-T0.

3212

.4B

0.

3212

.4B

9) B

road

way

(N

-S)

@S

B-L

TR0.

4615

.4B

0.

4615

.4B

SB

-LTR

0.53

12.8

B

0.53

12.8

BS

B-L

TR0.

5016

.0B

0.

5016

.0B

Wor

th S

tree

t (E

-W)

EB

-TR

0.52

25.2

C

0.61

27.6

CE

B-T

R0.

4923

.5C

0.

6026

.3C

EB

-TR

0.35

21.0

C

0.41

22.0

C

WB

-L0.

4025

.3C

0.

4427

.4C

WB

-L0.

5833

.7C

0.

6641

.3D

WB

-L0.

2521

.1C

0.

2621

.7C

WB

-T0.

6527

.9C

0.

6427

.6C

WB

-T0.

3020

.3C

0.

4322

.4C

WB

-T0.

5725

.3C

0.

5625

.0C

10)

Bro

adw

ay (

N-S

) @

SB

-T0.

6617

.6B

0.

6617

.6B

SB

-T0.

5911

.9B

0.

5911

.9B

SB

-T0.

4914

.4B

0.

4914

.4B

Tho

mas

Str

eet (

E-W

)S

B-R

0.34

15.7

B

0.34

15.7

BS

B-R

0.12

7.9

A

0.12

7.9

AS

B-R

0.26

14.3

B

0.26

14.3

B

11)

Bro

adw

ay (

N-S

) @

SB

-T0.

6619

.4B

0.

6619

.4B

SB

-T0.

5914

.1B

0.

5914

.1B

SB

-T0.

5517

.2B

0.

5517

.2B

Dua

ne S

tree

t (E

-W)

EB

-R0.

4524

.5C

0.

4524

.5C

EB

-R0.

5126

.0C

0.

5126

.0C

EB

-R0.

3621

.7C

0.

3621

.7C

12)

Bro

adw

ay (

N-S

) @

SB

-LT

1.01

59.0

E*

1.01

59.0

ES

B-L

T0.

8121

.0C

0.

8121

.0C

SB

-LT

0.80

26.0

C

0.81

26.5

C

Cha

mbe

rs S

tree

t (E

-W)

SB

-R0.

3225

.2C

0.

3225

.2C

SB

-R0.

1714

.3B

0.

1714

.3B

SB

-R0.

2415

.7B

0.

2415

.7B

EB

-TR

0.69

29.7

C

0.69

29.7

CE

B-T

R0.

6830

.1C

0.

6830

.1C

EB

-TR

0.63

25.8

C

0.63

25.8

C

WB

-LT

1.04

74.0

E*

1.04

74.0

EW

B-L

T0.

8033

.3C

0.

8033

.3C

WB

-LT

0.98

58.9

E*

0.98

58.9

E

13)

Bro

adw

ay (

N-S

) @

SB

-T0.

8229

.1C

0.

8229

.1C

SB

-T0.

5622

.2C

0.

5622

.2C

SB

-T0.

7125

.4C

0.

6824

.6C

Bar

clay

Str

eet (

E-W

)S

B-R

0.37

22.6

C

0.37

22.6

CS

B-R

0.18

18.8

B

0.18

18.8

BS

B-R

0.18

18.9

B

0.18

18.9

B

WB

-L0.

9999

.9F

*0.

9487

.3F

WB

-L1.

0097

.2F

*0.

9792

.1F

WB

-L0.

7253

.2D

0.

5842

.9D

WB

-LT

0.86

48.3

D

0.82

44.3

DW

B-L

T0.

8143

.1D

0.

6937

.5D

WB

-LT

0.58

34.4

C

0.53

33.2

C

14)

Bro

adw

ay (

N-S

) @

SB

-L0.

8233

.3C

0.

7830

.2C

SB

-L0.

7223

.8C

0.

7223

.8C

SB

-L0.

9446

.5D

*0.

8635

.7D

Ves

ey S

tree

t (E

-W)

SB

-T0.

6120

.7C

0.

6120

.6C

SB

-T0.

4515

.5B

0.

4315

.2B

SB

-T0.

4217

.7B

0.

3917

.4B

EB

-TR

1.00

93.6

F*

0.84

69.6

EE

B-T

R1.

0210

2.8

F*

0.78

61.0

EE

B-T

R0.

6550

.5D

0.

6249

.4D

15)

Bro

adw

ay (

N-S

) @

SB

-TR

0.50

10.6

B

0.50

10.5

BS

B-T

R0.

415.

6A

0.

405.

5A

SB

-TR

0.33

8.9

A

0.31

8.8

A

Ful

ton

Str

eet (

E-W

)W

B-L

T0.

2225

.9C

0.

3627

.7C

WB

-LT

0.33

27.5

C

0.33

27.5

CW

B-L

T0.

2025

.5C

0.

2726

.2C

NO

TE

S:

EB

-Eas

tbou

nd, W

B-W

estb

ound

, NB

-Nor

thbo

und,

SB

-Sou

thbo

und

L-Le

ft, T

-Thr

ough

, R-R

ight

, DfL

-Ana

lysi

s co

nsid

ers

a D

efac

to L

eft L

ane

on th

is a

ppro

ach

.

V/C

Rat

io -

Vol

ume

to C

apac

ity R

atio

, SE

C/V

EH

- S

econ

ds p

er v

ehic

le

LOS

- L

evel

of s

ervi

ce

*-D

enot

es C

onge

sted

Loc

atio

n in

the

2006

No-

Act

ion

Con

ditio

n

*-D

enot

es Im

pact

ed L

ocat

ion

in th

e 20

06 W

ith-A

ctio

n C

ondi

tion

Ana

lysi

s is

bas

ed o

n th

e 20

00 H

ighw

ay C

apac

ity M

anua

l Met

hodo

logy

(H

CS

200

0 4.

1f).

Tab

le 7

-6:

2006

No

-Act

ion

an

d W

ith

-Act

ion

Tra

ffic

Co

nd

itio

ns

at S

ign

aliz

ed In

ters

ecti

on

s

SIG

NA

LIZ

ED

Lan

eV

/CD

elay

LO

SV

/CD

elay

LO

SL

ane

V/C

Del

ayL

OS

V/C

Del

ayL

OS

Lan

eV

/CD

elay

LO

SV

/CD

elay

LO

SIN

TE

RS

EC

TIO

NG

rou

pR

atio

(sec

/veh

)R

atio

(sec

/veh

)G

rou

pR

atio

(sec

/veh

)R

atio

(sec

/veh

)G

rou

pR

atio

(sec

/veh

)R

atio

(sec

/veh

)

2006

No

-Act

ion

PM

Pea

k H

ou

r20

06 A

ctio

n P

M P

eak

Ho

ur

2006

No

-Act

ion

AM

Pea

k H

ou

r20

06 A

ctio

n A

M P

eak

Ho

ur

2006

No

-Act

ion

Mid

day

Pea

k H

ou

r20

06 A

ctio

n M

idd

ay P

eak

Ho

ur

Can

al C

orr

ido

r

16)

Lafa

yette

Str

eet (

N-S

) @

SB

-L0.

2528

.6C

0.

2528

.6C

SB

-L0.

3531

.3C

0.

3531

.3C

SB

-L0.

5439

.0D

0.

5439

.0D

Can

al S

tree

t (E

-W)

SB

-T0.

7340

.4D

0.

7340

.4D

SB

-T0.

4630

.5C

0.

4630

.5C

SB

-T0.

7039

.0D

0.

7039

.0D

SB

-R1.

0411

4.2

F*

1.04

114.

2F

SB

-R0.

4836

.8D

0.

4836

.8D

SB

-R0.

3833

.2C

0.

3833

.2C

EB

-TR

0.77

23.6

C

0.77

23.6

CE

B-T

R0.

6219

.7B

0.

6219

.7B

EB

-TR

0.70

21.2

C

0.70

21.2

C

WB

-LT

0.54

11.3

B

0.54

11.3

BW

B-L

T0.

389.

4A

0.

389.

4A

WB

-LT

0.32

8.9

A

0.32

8.9

A

17)

Cen

tre

Str

eet (

N-S

) @

NB

-LT

0.75

37.5

D

0.75

37.5

DN

B-L

T0.

5230

.3C

0.

5230

.3C

NB

-LT

0.68

34.1

C

0.68

34.1

C

Can

al S

tree

t (E

-W)

NB

-R0.

2127

.7C

0.

2127

.7C

NB

-R0.

1225

.5C

0.

1225

.5C

NB

-R0.

0925

.0C

0.

0925

.0C

EB

-DL

0.78

42.8

D

0.78

42.8

DE

B-D

L

EB

-DL

0.68

26.8

C

0.68

26.8

C

EB

-T0.

6112

.5B

0.

6112

.5B

EB

-T0.

9943

.5D

*0.

9943

.5D

EB

-T0.

5912

.1B

0.

5912

.2B

WB

-TR

0.70

23.4

C

0.70

23.4

CW

B-T

R0.

7426

.0C

0.

7426

.0C

WB

-TR

0.42

18.5

B

0.42

18.5

B

18)

Mul

berr

y S

tree

t (N

-S)

@N

B-L

TR0.

4427

.3C

0.

4427

.3C

NB

-LTR

0.49

28.5

C

0.49

28.5

CN

B-L

TR0.

6434

.1C

0.

6434

.1C

Can

al S

tree

t (E

-W)

EB

-LT

0.79

21.2

C

0.79

21.2

CE

B-L

T0.

7720

.1C

0.

7720

.1C

EB

-LT

0.96

36.1

D*

0.96

36.1

D

WB

-TR

0.79

20.9

C

0.79

20.9

CW

B-T

R0.

6416

.7B

0.

6416

.7B

WB

-TR

0.45

13.3

B

0.45

13.3

B

Cen

tre

Co

rrid

or

19)

Cen

tre

Str

eet (

N-S

) @

NB

-L0.

8833

.7C

0.

9444

.5D

NB

-L0.

9146

.9D

*0.

8942

.2D

NB

-L0.

9350

.2D

*0.

9147

.9D

Cha

mbe

rs S

tree

t (E

-W)

NB

-LT

0.29

10.1

B

0.43

11.6

BN

B-L

T0.

388.

8A

0.

479.

7A

NB

-LT

0.49

10.0

A

0.59

11.4

B

SB

-TR

0.28

25.5

C

0.39

27.0

CS

B-T

R0.

4027

.2C

0.

4427

.8C

SB

-TR

0.54

29.6

C

0.57

30.1

C

EB

-RT

0.75

36.1

D

0.75

36.1

DE

B-R

T0.

5129

.1C

0.

5129

.1C

EB

-RT

0.83

40.4

D

0.83

40.4

D

20)

Cen

tre

Str

eet (

N-S

) @

SB

-L0.

6212

.0B

0.

6212

.0B

SB

-L0.

5310

.6B

0.

5310

.6B

SB

-L0.

8722

.8C

0.

8722

.8C

Try

on R

ow -

Bro

okly

n B

ridge

(E

-W)

SB

-LT

0.08

6.1

A

0.18

6.9

AS

B-L

T0.

166.

7A

0.

207.

0A

SB

-LT

0.15

6.6

A

0.17

6.8

A

Ch

urc

h C

orr

ido

r

21)

Chu

rch

Str

eet (

N-S

) @

NB

-T0.

5917

.3B

0.

5917

.3B

NB

-T0.

5212

.7B

0.

4812

.2B

NB

-T0.

3313

.9B

0.

3313

.9B

Ful

ton

Str

eet (

E-W

)W

B-R

0.46

28.4

C

0.66

35.0

CW

B-R

0.32

25.0

C

0.32

25.0

CW

B-R

0.34

25.2

C

0.45

27.4

C

22)

Chu

rch

Str

eet (

N-S

) @

NB

-T0.

4613

.1B

0.

5414

.2B

NB

-T0.

398.

7A

0.

398.

7A

NB

-T0.

2811

.3B

0.

3011

.5B

Ves

ey S

tree

t (E

-W)

NB

-R0.

8743

.6D

0.

5620

.2C

NB

-R0.

7726

.5C

0.

349.

7A

NB

-R0.

3613

.9B

0.

3413

.6B

23)

Chu

rch

Str

eet (

N-S

) @

NB

-LT

0.54

9.9

A

0.59

10.8

BN

B-L

T0.

4212

.8B

0.

4212

.8B

NB

-LT

0.29

11.5

B

0.32

11.7

B

Bar

clay

Str

eet (

E-W

) W

B-T

R0.

3424

.5C

0.

4824

.8C

WB

-TR

0.36

23.0

C

0.31

22.4

CW

B-T

R0.

2822

.0C

0.

2822

.0C

24)

Chu

rch

Str

eet (

N-S

) @

NB

-LTR

0.77

24.8

C

0.85

27.8

CN

B-L

TR0.

6718

.9B

0.

6718

.9B

NB

-LTR

0.76

24.3

C

0.76

24.3

C

Cha

mbe

rs S

tree

t (E

-W)

EB

-LT

0.99

63.1

E*

0.99

63.1

EE

B-L

T0.

7631

.5C

0.

7631

.5C

EB

-LT

0.73

28.4

C

0.73

28.4

C

WB

-TR

0.99

58.5

E*

0.99

58.5

EW

B-T

R0.

6825

.1C

0.

6825

.1C

WB

-TR

0.73

27.0

C

0.73

27.0

C

25)

Chu

rch

Str

eet (

N-S

) @

NB

-LTR

0.62

15.5

B

0.69

17.0

BN

B-L

TR0.

6311

.3B

0.

6311

.3B

NB

-LTR

0.56

14.5

B

0.59

15.0

B

Wor

th S

tree

t (E

-W)

EB

-LT

0.29

22.5

C

0.29

22.5

CE

B-L

T0.

2822

.3C

0.

3723

.5C

EB

-LT

0.19

21.1

C

0.18

21.1

C

WB

-TR

0.94

57.9

E*

0.93

56.7

EW

B-T

R0.

5127

.7C

0.

6733

.0C

WB

-TR

0.79

38.1

D

0.77

37.2

D

NO

TE

S:

EB

-Eas

tbou

nd, W

B-W

estb

ound

, NB

-Nor

thbo

und,

SB

-Sou

thbo

und

L-Le

ft, T

-Thr

ough

, R-R

ight

, DfL

-Ana

lysi

s co

nsid

ers

a D

efac

to L

eft L

ane

on th

is a

ppro

ach

.

V/C

Rat

io -

Vol

ume

to C

apac

ity R

atio

, SE

C/V

EH

- S

econ

ds p

er v

ehic

le

LOS

- L

evel

of s

ervi

ce

*-D

enot

es C

onge

sted

Loc

atio

n in

the

2006

No-

Act

ion

Con

ditio

n

*-D

enot

es Im

pact

ed L

ocat

ion

in th

e 20

06 W

ith-A

ctio

n C

ondi

tion

Ana

lysi

s is

bas

ed o

n th

e 20

00 H

ighw

ay C

apac

ity M

anua

l Met

hodo

logy

(H

CS

200

0 4.

1f).

Tab

le 7

-6:

2006

No

-Act

ion

an

d W

ith

-Act

ion

Tra

ffic

Co

nd

itio

ns

at S

ign

aliz

ed In

ters

ecti

on

s

SIG

NA

LIZ

ED

Lan

eV

/CD

elay

LO

SV

/CD

elay

LO

SL

ane

V/C

Del

ayL

OS

V/C

Del

ayL

OS

Lan

eV

/CD

elay

LO

SV

/CD

elay

LO

SIN

TE

RS

EC

TIO

NG

rou

pR

atio

(sec

/veh

)R

atio

(sec

/veh

)G

rou

pR

atio

(sec

/veh

)R

atio

(sec

/veh

)G

rou

pR

atio

(sec

/veh

)R

atio

(sec

/veh

)

2006

No

-Act

ion

PM

Pea

k H

ou

r20

06 A

ctio

n P

M P

eak

Ho

ur

2006

No

-Act

ion

AM

Pea

k H

ou

r20

06 A

ctio

n A

M P

eak

Ho

ur

2006

No

-Act

ion

Mid

day

Pea

k H

ou

r20

06 A

ctio

n M

idd

ay P

eak

Ho

ur

Div

isio

n C

orr

ido

r

26)

Pik

e S

tree

t (N

-S)

@N

B-L

T0.

4812

.7B

0.

4812

.7B

NB

-LT

0.34

11.0

B

0.34

11.0

BN

B-L

T0.

5513

.7B

0.

5513

.7B

Div

isio

n S

tree

t (E

-W)

SB

-T0.

2910

.5B

0.

2910

.5B

SB

-T0.

2610

.2B

0.

2610

.2B

SB

-T0.

2810

.4B

0.

2810

.4B

SB

-R0.

5317

.2B

0.

5317

.2B

SB

-R0.

4414

.7B

0.

4414

.7B

SB

-R0.

4815

.4B

0.

4815

.4B

WB

-LT

R0.

2323

.9C

0.

2323

.9C

WB

-LT

R0.

3626

.5C

0.

3626

.5C

WB

-LT

R0.

4628

.5C

0.

4628

.5C

Eas

t B

road

way

Co

rrid

or

27)

For

syth

Str

eet (

N-S

) @

SB

-LR

0.53

33.5

C

0.53

33.5

CS

B-L

R0.

4430

.0C

0.

4430

.0C

SB

-LR

0.41

29.2

C

0.41

29.2

C

Eas

t Bro

adw

ay (

E-W

)E

B-L

T0.

4411

.6B

0.

4411

.6B

EB

-LT

0.47

11.9

B

0.47

11.9

BE

B-L

T0.

248.

8A

0.

4511

.7B

WB

-TR

0.28

9.2

A

0.28

9.2

AW

B-T

R0.

238.

7A

0.

238.

7A

WB

-TR

0.32

9.5

A

0.31

9.5

A

28)

Mar

ket S

tree

t (N

-S)

@N

B-L

TR0.

6131

.8C

0.

6131

.8C

NB

-LTR

0.68

35.8

D

0.68

35.8

DN

B-L

TR0.

3913

.5B

0.

3913

.5B

Eas

t Bro

adw

ay (

E-W

)E

B-L

T0.

5316

.2B

0.

5316

.2B

EB

-LT

0.28

11.6

B

0.28

11.6

BE

B-L

T0.

6530

.6C

0.

6530

.6C

WB

-TR

0.55

16.7

B

0.55

16.7

BW

B-T

R0.

4814

.9B

0.

4814

.9B

WB

-TR

1.02

79.6

E*

1.02

79.6

E

Fra

nkf

ort

Co

rrid

or

29)

Gol

d S

tree

t (N

-S)

@N

B-T

0.00

25.7

C

0.00

25.7

CN

B-T

0.00

25.7

C

0.00

25.7

CN

B-T

0.00

25.7

C

0.00

25.7

C

Fra

nkfo

rt S

tree

t (E

-W)

NB

-R0.

0025

.7C

0.

0025

.7C

NB

-R

NB

-R

EB

-TR

0.58

30.0

C

0.71

35.2

DE

B-T

R0.

6531

.6C

0.

6531

.6C

EB

-TR

0.71

35.5

D

0.79

40.4

D

WB

-L0.

1727

.3C

0.

2528

.2C

WB

-L0.

3029

.3C

0.

3129

.4C

WB

-L0.

1827

.8C

0.

4131

.4C

30)

Par

k R

ow (

N-S

) @

NB

-T0.

2712

.8B

0.

2212

.4B

NB

-T0.

2612

.7B

0.

2212

.4B

NB

-T0.

3013

.0B

0.

2712

.8B

Bee

kman

Str

eet (

E-W

)S

B-T

0.26

12.7

B

0.20

12.2

BS

B-T

0.21

12.2

B

0.16

11.9

BS

B-T

0.18

12.0

B

0.15

11.8

B

WB

-LR

0.57

26.8

C

0.72

31.9

CW

B-L

R0.

6127

.5C

0.

7633

.8C

WB

-LR

0.55

25.9

C

0.56

26.3

C

31)

Par

k R

ow (

N-S

) @

NB

-TR

0.40

22.3

C

0.24

8.2

AN

B-T

R0.

288.

5A

0.

288.

5A

NB

-TR

0.47

10.4

B

0.43

10.1

B

Spr

uce

Str

eet (

E-W

)S

B-L

0.55

19.7

B

0.39

2.2

AS

B-L

0.18

0.8

A

0.18

0.8

AS

B-L

0.20

1.6

A

0.20

1.4

A

SB

-T0.

4523

.3C

0.

268.

5A

SB

-T0.

288.

6A

0.

228.

2A

SB

-T0.

248.

3A

0.

218.

1A

NO

TE

S:

EB

-Eas

tbou

nd, W

B-W

estb

ound

, NB

-Nor

thbo

und,

SB

-Sou

thbo

und

L-Le

ft, T

-Thr

ough

, R-R

ight

, DfL

-Ana

lysi

s co

nsid

ers

a D

efac

to L

eft L

ane

on th

is a

ppro

ach

.

V/C

Rat

io -

Vol

ume

to C

apac

ity R

atio

, SE

C/V

EH

- S

econ

ds p

er v

ehic

le

LOS

- L

evel

of s

ervi

ce

*-D

enot

es C

onge

sted

Loc

atio

n in

the

2006

No-

Act

ion

Con

ditio

n

*-D

enot

es Im

pact

ed L

ocat

ion

in th

e 20

06 W

ith-A

ctio

n C

ondi

tion

Ana

lysi

s is

bas

ed o

n th

e 20

00 H

ighw

ay C

apac

ity M

anua

l Met

hodo

logy

(H

CS

200

0 4.

1f).

Tab

le 7

-6:

2006

No

-Act

ion

an

d W

ith

-Act

ion

Tra

ffic

Co

nd

itio

ns

at S

ign

aliz

ed In

ters

ecti

on

s

SIG

NA

LIZ

ED

Lan

eV

/CD

elay

LO

SV

/CD

elay

LO

SL

ane

V/C

Del

ayL

OS

V/C

Del

ayL

OS

Lan

eV

/CD

elay

LO

SV

/CD

elay

LO

SIN

TE

RS

EC

TIO

NG

rou

pR

atio

(sec

/veh

)R

atio

(sec

/veh

)G

rou

pR

atio

(sec

/veh

)R

atio

(sec

/veh

)G

rou

pR

atio

(sec

/veh

)R

atio

(sec

/veh

)

2006

No

-Act

ion

PM

Pea

k H

ou

r20

06 A

ctio

n P

M P

eak

Ho

ur

2006

No

-Act

ion

AM

Pea

k H

ou

r20

06 A

ctio

n A

M P

eak

Ho

ur

2006

No

-Act

ion

Mid

day

Pea

k H

ou

r20

06 A

ctio

n M

idd

ay P

eak

Ho

ur

Pea

rl C

orr

ido

r

32)

Pea

rl S

tree

t (N

-S)

@N

B-L

T0.

7222

.5C

0.

7724

.7C

NB

-LT

0.77

24.2

C

0.69

21.1

CN

B-L

T0.

8932

.0C

0.

8730

.6C

Ful

ton

Str

eet (

E-W

)S

B-T

0.43

16.1

B

0.55

18.5

BS

B-T

0.46

16.5

B

0.49

17.0

BS

B-T

0.67

21.4

C

0.66

21.1

C

SB

-R0.

1312

.8B

0.

1413

.0B

SB

-R0.

1112

.5B

0.

1112

.5B

SB

-R0.

0711

.8B

0.

0711

.7B

EB

-LR

0.66

43.4

D

0.66

42.3

DE

B-L

R0.

7248

.4D

0.

7248

.4D

EB

-LR

0.49

34.4

C

0.49

35.2

D

33)

Pea

rl S

tree

t (N

-S)

@N

B-D

efL

0.

8344

.9D

NB

-Def

L

NB

-Def

L0.

9762

.4E

*0.

9353

.6D

Fra

nkfo

rt S

tree

t (E

-W)

NB

-TR

0.

6014

.6B

NB

-TR

N

B-T

R0.

5212

.3B

0.

5212

.3B

NB

-LTR

0.62

14.2

B

NB

-LTR

0.44

11.0

B

0.45

11.1

BN

B-L

TR

SB

-LTR

0.46

11.0

B

0.64

13.6

BS

B-L

TR0.

359.

8A

0.

3910

.1B

SB

-LTR

0.55

12.3

B

0.51

11.7

B

EB

-L0.

9269

.7E

*0.

9983

.8F

*E

B-L

0.89

59.1

E*

0.96

72.0

E*

EB

-L0.

9267

.3E

*0.

9984

.1F

*E

B-T

R0.

8054

.1D

0.

8358

.0E

EB

-TR

0.71

41.1

D

0.75

43.8

DE

B-T

R0.

7950

.7D

0.

9579

.1E

*W

B-L

TR

0.85

52.3

D

0.85

52.3

DW

B-L

TR

0.11

24.0

C

0.12

24.1

CW

B-L

TR

0.16

24.6

C

0.32

26.7

C

34)

Pea

rl S

tree

t (N

-S)

@N

B-L

TR0.

6324

.0C

0.

7026

.0C

NB

-LTR

0.30

18.0

B

0.33

18.4

BN

B-L

TR0.

3017

.9B

0.

3218

.2B

Rob

ert F

Wag

ner

Sr.

Pla

ce (

E-W

)SB

-TR

0.53

22.1

C

0.38

19.0

BS

B-T

R0.

3318

.5B

0.

3719

.0B

SB

-TR

0.37

18.8

B

0.38

19.0

B

EB

-LTR

0.88

55.9

E*

0.88

55.9

EE

B-L

TR0.

7143

.6D

0.

8352

.9D

*E

B-L

TR1.

0488

.7F

*1.

0488

.7F

WB

-L0.

7944

.3D

1.

0586

.1F

*W

B-L

0.74

43.1

D

0.74

43.1

DW

B-L

0.72

41.5

D

0.58

37.2

D

WB

-RT

0.12

31.1

C

0.12

31.1

CW

B-R

T0.

0530

.2C

0.

0530

.2C

WB

-RT

0.04

30.0

C

0.04

30.0

C

WB

-R0.

3116

.2B

0.

2815

.7B

WB

-R0.

2915

.9B

0.

2915

.9B

WB

-R0.

4838

.2D

0.

1514

.2B

35)

Pea

rl S

tree

t (N

-S)

@N

B-D

efL

0.67

18.7

B

NB

-Def

L

NB

-Def

L0.

6218

.2B

St.

Jam

es P

lace

(E

-W)

NB

-T0.

4812

.5B

0.

4911

.4B

NB

-T

0.33

9.6

AN

B-T

0.30

9.7

A

0.29

9.2

A

NB

-LT

N

B-L

T0.

3710

.1B

N

B-L

T

SB

-T0.

248.

8A

0.

238.

7A

SB

-T0.

198.

4A

0.

228.

6A

SB

-T0.

208.

4A

0.

208.

4A

St.

Jam

es C

orr

ido

r

36)

St.

Jam

es P

lace

(N

-S)

@N

B-T

R0.

5221

.2C

0.

8029

.2C

NB

-TR

0.42

18.9

B

0.57

21.2

CN

B-T

R0.

3317

.4B

0.

5320

.1C

Mad

ison

Str

eet (

E-W

)S

B-L

T0.

5522

.2C

0.

5723

.2C

SB

-LT

0.50

21.0

C

0.51

21.4

CS

B-L

T0.

4319

.5B

0.

4520

.0B

WB

-L

0.19

15.8

BW

B-L

0.

1515

.4B

WB

-L

0.23

16.2

B

WB

-LT

R0.

1315

.0B

W

B-L

TR

0.09

14.6

B

WB

-LT

R0.

1715

.3B

WB

-R

0.04

14.3

BW

B-R

0.

0414

.4B

WB

-R

0.06

14.6

B

Wo

rth

Str

eet

Co

rrid

or

37)

Cen

tre

Str

eet (

N-S

) @

NB

-L1.

0592

.4F

*0.

9376

.2E

NB

-L1.

0411

0.3

F*

0.98

97.7

FN

B-L

1.05

96.3

F*

0.72

45.1

D

Wor

th S

tree

t (E

-W)

NB

-TR

0.73

32.3

C

0.75

33.4

CN

B-T

R0.

5828

.0C

0.

5327

.0C

NB

-TR

0.64

29.4

C

0.70

31.5

C

EB

-Def

L

0.38

24.3

CE

B-D

efL

E

B-D

efL

EB

-T0.

2310

.7B

0.

2711

.4B

EB

-T0.

3211

.6B

0.

4012

.6B

EB

-T0.

2811

.1B

0.

3612

.0B

WB

-TR

0.18

16.2

B

0.80

32.0

CW

B-T

R0.

2016

.5B

0.

6023

.7C

WB

-TR

0.23

16.9

B

0.58

22.9

C

38)

Lafa

yette

Str

eet (

N-S

)S

B-L

TR0.

4420

.8C

0.

4420

.8C

SB

-LTR

0.40

20.4

C

0.40

20.4

CS

B-L

TR0.

4821

.4C

0.

5522

.6C

Wor

th S

tree

t (E

-W)

EB

-TR

0.23

20.5

C

0.29

21.1

CE

B-T

R0.

4723

.7C

0.

5424

.9C

EB

-TR

0.35

21.7

C

0.38

22.2

C

WB

-L0.

1614

.0B

0.

4821

.0C

WB

-L0.

1515

.1B

0.

2818

.6B

WB

-L0.

1914

.9B

0.

2616

.7B

WB

-T0.

6522

.1C

0.

6421

.9C

WB

-T0.

3315

.4B

0.

4517

.3B

WB

-T0.

5118

.4B

0.

4817

.8B

NO

TE

S:

EB

-Eas

tbou

nd, W

B-W

estb

ound

, NB

-Nor

thbo

und,

SB

-Sou

thbo

und

L-Le

ft, T

-Thr

ough

, R-R

ight

, DfL

-Ana

lysi

s co

nsid

ers

a D

efac

to L

eft L

ane

on th

is a

ppro

ach

.V

/C R

atio

- V

olum

e to

Cap

acity

Rat

io, S

EC

/VE

H -

Sec

onds

per

veh

icle

LOS

- L

evel

of s

ervi

ce*

-Den

otes

Con

gest

ed L

ocat

ion

in th

e 20

06 N

o-A

ctio

n C

ondi

tion

*-D

enot

es Im

pact

ed L

ocat

ion

in th

e 20

06 W

ith-A

ctio

n C

ondi

tion

Ana

lysi

s is

bas

ed o

n th

e 20

00 H

ighw

ay C

apac

ity M

anua

l Met

hodo

logy

(H

CS

200

0 4.

1f).

Tab

le 7

-6:

2006

No

-Act

ion

an

d W

ith

-Act

ion

Tra

ffic

Co

nd

itio

ns

at U

nsi

gn

aliz

ed In

ters

ecti

on

s

UN

SIG

NA

LIZE

DL

ane

V/C

Del

ayL

OS

V/C

Del

ayL

OS

Lan

eV

/CD

elay

LO

SV

/CD

elay

LO

SL

ane

V/C

Del

ayL

OS

V/C

Del

ayL

OS

INT

ER

SE

CT

ION

Gro

up

Rat

io(s

ec/v

eh)

Rat

io(s

ec/v

eh)

Gro

up

Rat

io(s

ec/v

eh)

Rat

io(s

ec/v

eh)

Gro

up

Rat

io(s

ec/v

eh)

Rat

io(s

ec/v

eh)

Bax

ter

Co

rrid

or

1) B

axte

r S

tree

t (N

-S)

@E

B-T

R0.

4622

.9C

0.46

22.9

CE

B-T

R0.

6227

.2D

0.62

27.2

DE

B-T

R0.

9567

.7F

*0.

9567

.7F

Wal

ker

Str

eet (

E-W

)

2) B

axte

r S

tree

t (N

-S)

@E

B-L

T0.

017.

6A

0.00

8.5

AE

B-L

T0.

007.

5A

0.01

8.0

AE

B-L

T0.

017.

6A

0.01

8.1

AW

orth

Str

eet (

E-W

)

NO

TE

S:

EB

-Eas

tbou

nd, W

B-W

estb

ound

, NB

-Nor

thbo

und,

SB

-Sou

thbo

und

L-Le

ft, T

-Thr

ough

, R-R

ight

, DfL

-Ana

lysi

s co

nsid

ers

a D

efac

to L

eft L

ane

on th

is a

ppro

ach

.V

/C R

atio

- V

olum

e to

Cap

acity

Rat

io, S

EC

/VE

H -

Sec

onds

per

veh

icle

LOS

- L

evel

of s

ervi

ce*

-Den

otes

Con

gest

ed L

ocat

ion

in th

e 20

06 N

o-A

ctio

n C

ondi

tion

*-D

enot

es Im

pact

ed L

ocat

ion

in th

e 20

06 W

ith-A

ctio

n C

ondi

tion

Ana

lysi

s is

bas

ed o

n th

e 20

00 H

ighw

ay C

apac

ity M

anua

l Met

hodo

logy

(H

CS

200

0 4.

1f).

2006

No

-Act

ion

PM

Pea

k H

ou

r20

06 A

ctio

n P

M P

eak

Ho

ur

2006

No

-Act

ion

AM

Pea

k H

ou

r20

06 A

ctio

n A

M P

eak

Ho

ur

2006

No

-Act

ion

Mid

day

Pea

k H

ou

r20

06 A

ctio

n M

idd

ay P

eak

Ho

ur


7-13

Impact Analysis Methodology

Based on the thresholds established for signalized intersections in the CEQR Technical Manual,if a No-Action LOS A, B or C deteriorates to unacceptable mid-LOS D, or a LOS E or F in thefuture action condition, then a significant traffic impact has occurred. The CEQR TechnicalManual further states that for a No-Action LOS A, B or C, which declines to mid-LOS D (45seconds) or worse under the With-Action condition, mitigation to mid-LOS D is required. Fora No-Action mid-LOS D, an increase of five or more seconds of delay in a lane group in theWith-Action condition should be considered significant. For No-Action LOS E, an increase indelay of four seconds of delay should be considered significant. For No-Action LOS F, threeseconds of delay should be considered significant; however, if a No-Action LOS F conditionalready has delays in excess of 120 seconds, an increase of 1.0 second in delay should beconsidered significant, unless the action would generate fewer than five vehicles through that lanegroup in the peak hour. These impact criteria are also applicable to unsignalized intersections.However, for the minor street to trigger a significant impact, 90 passenger-car-equivalents mustbe identified in the With-Action condition in any peak hour.

Table 7-6 shows the AM, midday, and PM peak hour volume-to-capacity ratios, delays and levelsof service at signalized and unsignalized study area intersections, respectively, in the 2006 With-Action condition. The tables also identify those locations that would be impacted based on thecriteria discussed above. A summary of significantly impacted intersections is provided in Table7-7.

Signalized Intersections

As shown in Table 7-7, the AM, midday, and PM peak hours have three impacted intersectionseach. The following provides a discussion of the impacted locations by corridor. Measures tomitigate traffic impacts are presented in Chapter 11, “Mitigation.”

Pearl Street: At the intersection of Pearl Street and Frankfort Street, the eastbound left turnmovement is impacted by the action in the AM, midday, and PM peak hours, operating at LOSF (83.8 seconds of delay), versus a No-Action LOS E (69.7 seconds of delay), operating at LOSE (72.0 seconds of delay), versus a No-Action LOS E (59.1 seconds), and operating at LOS F(84.1 seconds of delay), versus a No-Action LOS E (67.3 seconds of delay), respectively. Theeastbound thru-right approach at this intersection would also be impacted in the PM peak houroperating at LOS E (79.1 seconds of delay), versus a No-Action LOS D (50.7 seconds of delay),respectively.

At Pearl Street and Robert F. Wagner Place, the westbound left turn movement would beimpacted in the AM peak hour, operating at LOS F (86.1 seconds of delay), versus a No-Action


7-14

LOS D (44.3 seconds of delay). The eastbound approach at this intersection would also beimpacted in the midday peak hour, operating at LOS D (52.9 seconds of delay), versus a No-Action LOS D (43.6 seconds of delay).

TABLE 7-7Summary of Impacted IntersectionsSignalized Intersections AM MD PMPearl Street @ Frankfort Street X X X

Robert F. Wagner Sr. Place X X

Chatham Square @ Worth Street X X XMott Street X

X impacts to one or more movements in the peak hour.

Chatham Square: At the intersection of Chatham Square and Worth Street, the Bowerysouthbound thru-right approach would be impacted in all three peak hours, deteriorating to LOSE (76.3 seconds of delay) in the AM, LOS F (86.7 seconds of delay) in the midday, and LOS F(86.9 seconds of delay) in the PM. The eastbound Worth Street left turn movement at thisintersection would also be impacted in all three peak hours, deteriorating to LOS E (68.7 secondsof delay) in the AM, LOS E (59.1 seconds of delay) in midday, and LOS F (92.8 seconds ofdelay) in the PM. The westbound St. James Place right turn movement would also be impactedat this intersection in all three peak hours, deteriorating to LOS E (65.1 seconds of delay) in theAM, LOS E (61.4 seconds of delay) in the midday, and LOS F ( 92.8 seconds of delay) in thePM.

At Chatham Square at Mott Street, the Mott Street approach would also be impacted in the PMpeak hour operating at LOS E (58.1 seconds of delay), versus a No-Action LOS D (51.8 secondsof delay).

Unsignalized Intersections

As shown in Table 7-6, neither of the two unsignalized intersections analyzed as part of this studywould be impacted by project diverted traffic in any peak hour.


7-15

Chapter 11, “Mitigation,” provides a detailed assessment of mitigation options for these impactedintersections.

Traffic Simulation

Traffic modeling was performed within the vicinity of the security zone (Worth Street,Broadway, Centre Street, Pearl Street, St. James Street, and Frankfort Street) with SynchroVersion 6.0 to identify traffic patterns in the No-Action and With-Action conditions. The trafficmodel is a computer based tool by which the flow of traffic is modeled and simulated. Themodeling and simulation were performed to determine the points of congestion in the currentroad network and to propose solutions to improve the traffic flow by providing alternative useof the existing road networks and modification of signal timing and road lane geometry.

A traffic model was created to show traffic flow conditions in the No-Action condition and in theWith-Action condition. The simulation of the No-Action and With-Action traffic flow conditionsprovides a visual representation of how the street closures have affected congestion and trafficqueuing in the vicinity of the security zone in the AM, midday, and PM peak hours. The trafficsimulation showed heavy congestion and long traffic queues at the impacted intersections listedin Table 7-7 above. Traffic simulation and modeling was also utilized in testing the feasibilityof different mitigation measures to alleviate the significant adverse impacts created by the action.These mitigation measures are described in detail in Chapter 11, “Mitigation.”

Parking

Off-Street Parking

An inventory of current parking conditions was conducted in 2006 for all off-street publicparking facilities within a quarter-mile radius of the security zone. As discussed above under“2006 No-Action Condition,” it is assumed that off-street parking facilities in the 2006 No-Action condition would not be different from the 2006 With-Action condition as the security planhas not resulted in changes to off-street public parking facilities.

As shown in Table 7-5 above, there are 37 off-street parking facilities within a quarter-mileradius of the security zone containing 4,409 spaces (see Figure 7-6 for 2006 off-street parkinglocations). The surveyed occupancy of these spaces at midday was approximately 86 percent,with 596 available spaces. Table 7-8 indicates that since the 400-space municipal garage wasclosed in 2001, the number of off-street public parking spaces has decreased to 4,409 versus4,711 under baseline conditions, as shown in Table 7-3.


7-16

Table 7-8: Baseline vs. With-Action Off-Street Parking Capacity and Utilization

Capacity Utilization Available Spaces

Baseline Condition 4,711 88% 566

With-Action Condition 4,409 86% 596

As the security plan neither creates demand for public parking nor eliminates any of the off-streetpublic parking supply, no significant adverse impacts in off-street parking have occurred as aresult of the implementation of the security plan.

On-Street Parking

As with the baseline and No-Action conditions, legal on-street parking is very limited within thestudy area in the 2006 With-Action condition. Curbside regulations vary greatly, and mostblockfronts have more than one regulation in effect. Most of the regulations change at differenttimes of the day and night and are different on weekdays and weekends. Curbside parkingregulations within the study area were surveyed in January 2006 and are shown in Figure 7-8.Within the security zone, on-street parking is permitted for authorized vehicles only, with theexception of Park Row where no on-street parking is permitted for any vehicles.

As shown in Figure 7-8, street regulations in the historic Chinatown core tend to be highlyrestrictive. During the daytime, many areas are limited to standing only by trucks loading andunloading. Narrow streets often have no standing anytime on one side, and busy streets oftenrestrict any standing during peak traffic periods. Where parking is permitted, it is generallymetered, limited to one or two hours. The blocks in the vicinity of government facilities limitparking to authorized police or court officer vehicles only. In this area, residential parkingcompetes with parking by shoppers and diners, freight unloading at stores, and vendors’ vehiclesparked on various streets. Due to the high number of visitors driving to this area, this section ofthe study area has the most intense parking demand, and is also busy on weeknights andweekends. This competition for public parking spaces in the area is exacerbated by the demandfor parking by police and court officers, who have special parking privileges.

Field surveys of weekday utilization of on-street parking capacity were conducted in January2006. The surveys focused on the weekday midday period, and included all legal curbside spaceswithin a quarter-mile of the security zone area. In order to take a closer look at on-street parking,the area within a quarter-mile of the security zone was divided into four zones, as shown inFigure 7-9. As seen in Table 7-9, during the weekday midday period the number of legalcurbside public parking spaces within the total study area totals approximately 426. Utilization

BOW

ERY

HESTER ST

ELIZ

ABET

H ST

MO

TT S

T

MUL

BERR

Y STCANAL ST

CANAL ST

BAXT

ER S

T

CENT

RE S

TGRAND ST

HOWARD ST

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OLIVER ST.CATHERINE ST

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Legend

1Traffic Study Area

One Police Plaza Security Plan EIS Figure 7-8aOn-Street Parking Regulations

Security ZoneParking Restriction

1 No Parking Anytime 2 No Standing Anytime 3 2 Hour Parking 9am-7pm Mon-Fri4 No Parking 3am - 6am Tues, Thurs, Sat5 No Parking 3am - 6am Mon, Wed, Fri6 No Standing 8am - 6pm Mon-Fri

Except Trucks Unloading & Loading 7 No Parking Midnight - 3am Tues, Thurs, Sat8 No Parking Midnight - 3am Mon, Wed, Fri9 No Standing Anytime Except

Trucks Unloading & Loading 10 1 Hour Parking 9am-7pm Mon-Fri11 No Parking 7:30am - 8am Except Sunday12 No Standing 7am - 10am Mon-Fri13 1 Hour Parking 10am-7pm Mon-Fri14 No Standing 7am - 7pm Mon-Fri15 No Parking 8:30am - 9am Except Sunday16 No Parking 8am - 6pm Mon-Fri17 No Standing 7am - 10am & 4pm - 7pm No

Standing All Other Times Except Trucks Unloading & Loading Mon-Fri

18 1 Hour Parking 10am-4pm Mon-Fri19

20

21

22

23

24

25

26

27

28

29

30

31

32

33

34

35

36

37

38

39

40

41

42

43

No Parking 8am - 9:30am Tues & FriNo Standing 4pm - 7pm Mon - FriNo Standing 7am - 7pm Mon - Fri Except Trucks Loading & Unloading No Parking 7am - 4pm School Days No Standing 7am - 4pm Mon - Fri Except Trucks Loading & Unloading No Parking 7am - 10am Except SundayNo Standing Anytime Except Authorized VehiclesNo Standing 7am - 10am Except SundayNo Standing 10am - 7pm Except Trucks Unloading & Loading No Parking 8am - 8:30am Except SundayNo Standing 7am - 7pm Except Authorized VehiclesNo Standing Hotel Loading ZoneNo Standing 7am - 7pm No Standing 7am - 7pm Except Trucks Loading & Unlaoding No Standing 7am - 7pm Except Authorized Vehicles

No Standing 7am - 10am & 4pm - 7pm No Standing All Other Times Except Trucks Unloading & Loading Mon-Fri

1 Hour Parking 10am-4pm Mon-Fri 9am - 7pm Sat & SunNo Parking 2am - 6am Mon & ThursNo Standing 7am - 10am & 3pm - 7pm No Standing 10am - 3pm Except Trucks Loading & Unlaoding Mon-Fri

No Standing 8am - 6pm Except Trucks Loading & Unlaoding No Parking 2am - 6am Tues & Fri

1 Hour Parking 8am - 7pm Including Sunday

44

45

46

47

48

49

50

51

52

53

54

55

56

57

No Parking 8am - 6pm Mon-Fri

No Standing 4pm - 7pm No Standing 7am - 4pm Anytime Except Trucks Loading & Unloading Mon-Fri

No Standing 7am - 3pm Except TrucksLoading & Unlaoding No Standing 3pm - 7pm Mon-Fri

No Parking 7:30am - 8am Except SundayNo Standing 7am - 10am & 4pm - 7pm No Standing 10am - 4pm Except Truck Loading & UnloadingNo Standing 7am - 11am & 2pm No Standing 7am - 11am & 2pm -7pm Except Truck Loading & Unloading Mon-FriNo Standing 1pm - 7pm No Standing All Other TimesNo Parking 8am - 8:30am Mon-Fri2 Hour Parking 8:30am - 7pm Mon-FriNo Parking 11am - 12:30pm Tues & FriNo Parking 11am - 12:30pm Mon & ThursNo Stopping AnytimeNo Standing 4pm - 7pm Except Sunday & No Standing 7am - 4pm Except Truck Loading & Unloading except SundayNo Parking 7am - 4pm Except Sunday No Standing 4pm - 7pm Except SundayNo Parking 7am - 7pm Except SundayNo Parking 11am - 12:30pm Mon & Thurs

No Parking 11am - 12:30pm Tues & Fri

One Police Plaza Security Plan EIS Figure 7-8b

On-Street Parking Regulations

BROOKLYN BRIDGE

MADISON ST.

DIVISION ST.

E. BROADWAY

MARKET ST.

PIKE ST. HENRY ST.

CATHERINE ST

OLIVER ST.

MONROE ST.

WATER ST

.

MARKET SLIP

CATHERINE SLIP

CHERRY ST.

SOUTH ST.

HESTER ST.

FORS

YTH

ST.

ELDR

IDG

E ST

.

ESSE

X ST

LUDL

OW S

T.

ORC

HARD

ST.

ALLE

N ST

.

CANAL ST.

FORSYTH ST.

BOW

ERY

HESTER ST.

CHRY

STIE

ST.

GRAND ST.

ELIZ

ABET

H ST

.

MO

TT S

T.

DOYER ST

PELL ST.

MUL

BERR

Y ST

.

BAYARD ST.

CHAT

HAM S

QPAR

K ROW

PEARL ST.

PEAR

L ST

.

CATHERINE ST.

R F WAGNER PL

MOSCO ST

THOMAS PAINE ST.

BAXT

ER S

T

JAMES ST

ST.J

AMES

PL.

ALLEN ST

ALLE

N ST

TRYON ROW

ROSE

ST

EAST

RIV

ER

BROOKLYN BRIDGE

CHUR

CH S

T CLIFF

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T

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OW

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ST

BEEKMAN ST

NASS

AU S

T

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TRE

AL

ANN ST

FULTON ST

WAT

ER S

T


PECK SLIPPECK SLIP

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DEY ST

FULTON ST

VESEY ST

BARCLAY ST

FRON

T STW

ATER

ST

BEEKMAN ST

PEAR

L ST

RYDE

RS A

L

PLATT ST

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H ST

FULTON ST

JOHN ST

LIBE

RTY

PL


SOUT

H ST

TRIM

BLE

PL

THOMAS ST

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Y SQ

BAXT

ER S

T

CENT

RE S

T

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LAFA

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POLIC

E PZ

YORK ST

BEACH STBEACH ST

VARI

CK S

T

BAXTER ST

HOGAN PL

PEARL ST

W B

ROAD

WAY

AVE OF THE AMERICAS

CANAL ST

LISPENARD ST

WALKER ST

BRO

ADW

AY

WHITE ST

CHUR

CH S

T

FRAN

KLIN

PL

CORT

LAND

T AL

LEONARD ST

FRANKLIN ST

BENS

ON

PL

CATHERINE LA

LAFA

YETT

E ST

HUDS

ON S

T

CHAMBERS ST

READE ST

DUANE ST


PARK R

OW

CARD

INAL H

AYES P

L

MADISON ST

CENT

RE S

T

ELK

ST

REPUBLICAN AL

MAN

HATT

AN A

L

W B

ROAD

WAY

CHUR

CH S

T

BRO

ADW

AY

PARK PL

MURRAY ST

WARREN ST

PEDE

STRI

AN S

T

W B

ROAD

WAY

BROOME ST

GRAND ST

CLEV

ELAN

D PL

BROOME ST

WO

OST

ER S

T

GRE

ENE

STGRAND ST CE

NTRE

MAR

KET

PL

CRO

SBY

ST

MER

CER

ST

LAFA

YETT

E ST

BRO

ADW

AY

BROOME ST

HOWARD ST

GRAND ST

CENT

RE S

T

BAXT

ER S

T

CANAL ST

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MO

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HESTER ST

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ERY

I

IV

III

II


LegendOn-Street Parking Zone BoundaryZone NumberIV

Figure 7-9On-Street Parking Zones

Security Zone


7-17

during this period was found to be essentially at capacity (approximately 96 percent), with anaverage of approximately 15 spaces available in the overall study area.

Table 7-9: Legal On-Street Parking Capacity and Utilization

Public Authorized Vehicles

Capacity Utilization AvailableSpaces

Capacity Utilization AvailableSpaces

Zone 1 117 96% 5 447 96% 19

Zone 2 0 n/a n/a 280 96% 11

Zone 3 20 100% 0 75 81% 14

Zone 4 289 97% 10 144 97% 4

Total -StudyArea

426 96% 15 946 95% 48

The study area contains a number of government facilities and much of the on-street parking inthe area is designated for government officials and employees. The field surveys indicated thatthere are approximately 946 on-street parking spaces available for official vehicles only in thetotal study area. As shown in Table 7-9, during the weekday midday period, utilization of thesecurbside parking spaces was found to be approximately 95 percent, with an average ofapproximately 48 spaces available for official vehicles only. It should be noted that the numberof available spaces fluctuates somewhat by time of day and day of week, depending on theprevailing parking regulations. The capacities quoted here are typical for the time periodsexamined.

As seen in Table 7-9, Zone I contained approximately 117 spaces for the general public and 447spaces reserved for authorized government vehicles. In Zone II, there were no parking spacesdesignated for the general public and approximately 280 spaces for authorized vehicles. In termsof legal parking spaces for Zone III, 20 spaces were available to the public while 75 werereserved for authorized vehicles. In Zone IV there were approximately 289 spaces for the generalpublic and 144 for authorized vehicles.

Field observations also indicate that illegal curbside parking is prevalent within the study area.The illegal parking by passenger cars generally involved fire hydrant spaces, parking in truckloading zones and bus stops, and in areas designated as no standing or no parking. Many of thesevehicles are the private vehicles of government employees with a placard displayed in the


7-18

windshield of the cars. Illegal parking among the four zones can be seen in Table 7-10. Duringthe field survey, it was observed that approximately 1,012 vehicles with City placards and 205non-City employee vehicles were parked illegally during the typical weekday midday periodwithin the study area. These are in addition to those listed in Table 7-10.

In Zone I, there were 568 illegally parked vehicles with 454 of them belonging to city employees.Zone II contained approximately 202 vehicles parked illegally, of which 156 were officialvehicles. The zone south of the security area, Zone III, was observed to have approximately 239vehicles illegally parked with 213 belonging to city employees. With regards to Zone IV,approximately 208 vehicles were parked illegally. Of these vehicles, 189 belonged to cityemployees and displayed placards.

Table 7-10:Illegal On-Street ParkingZone I II III IV Total

Total of Illegally Parked Vehicles

568 202 239 208 1,217

Number of Illegally ParkedVehicles Displaying City Placards 454 156 213 189

1,012

In addition to the authorized vehicles parking in the four zones, there are a substantial numberof such vehicles (primarily NYPD employee vehicles) parking in the security zone area. Thereis parking along the streets, ramps, and other areas (except along Park Row) within the securityzone since the streets were closed to unauthorized vehicles.

As demonstrated in Tables 7-9 and 7-10, there are about 616 private vehicles and 1,910authorized vehicles (or City-employee owned) parked curbside (both legally and illegally) withinthe quarter mile study area boundary. In addition, approximately 135 vehicles park on the streetwithin the security zone. While the implementation of the security plan resulted in the loss ofon-street parking spaces within the security zone, which were formerly available to the public,this loss is substantially less than the number of on-street spaces created for authorized vehiclesonly along closed streets and ramps. Under No-Action conditions, most of these authorizedvehicles would be displaced outside of the security zone, further exacerbating the private/publicimbalance in curbside parking capacity. Consequently, while there is substantial competition forcurbside space outside of the security zone, the action has not been the cause of this conditionand, therefore, there would be no significant on-street parking impacts.


7-19

E. CONCLUSION

This chapter analyzes the effects of the diverted traffic that has resulted from the implementationof the security plan on the Lower Manhattan street network during the weekday AM, midday, andPM peak hours. The results of the analyses show that diverted traffic has created significanttraffic impacts (see Table 7-7). Chapter 11, “Mitigation,” of this EIS provides a description ofmeasures to be developed to mitigate the traffic impacts identified in this chapter.

While parking conditions, both off-street and on-street remain very competitive and theavailability of curbside parking for shoppers and others is very limited, these conditions did notresult from the With-Action condition. In addition, as the security plan neither creates demandfor public parking nor eliminates any off-street public parking supply. Consequently, nosignificant adverse impacts on parking have occurred as a result of the implementation of thesecurity plan.

one police plaza security plan eis chapter 7: traffic …€¦ · · 2009-02-18one police plaza...

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