Chapter 15: Transportation

A. INTRODUCTION The Phased Redevelopment of Governors Island (the “Proposed Project”), undertaken by the Trust for Governors Island (The Trust), would include park and public space development, infrastructure development, tenancies in historic buildings, and new development. Initial development on the project site (Phase 1) would include the development of park and public space, construction of one or both of the new water mains, and the replacement and repair of the seawall (with associated stormwater outfall consolidation project). Later phases would include completion of the park and public space development (Later Phases-Park and Public Spaces); and additional redevelopment on the Island, including the retenanting of the currently vacant North Island historic buildings; and the development of new uses in two separate areas— development zones—on South Island (collectively, the Later Phases-Island Redevelopment). Completion of Phase 1 and Later Phases-Park and Public Spaces would result in the completion of the park running through the center and perimeter of the South Island and upgrading existing park facilities. It is anticipated that Phase 1 would be completed by the end of 2013. At this time there is no schedule or funding for any portion of the Later Phases, but it is assumed for purposes of analysis that construction of the Later Phases would begin after 2013 and be ongoing to 2030 as funding is obtained for portions of the park and as the development zones are constructed. At this time, the uses associated with the Later Phases for the North Island historic buildings and the two South Island development zones are not specifically proposed, defined, or designed and their operations have not yet been planned. Therefore, detailed transportation analyses were conducted only for the existing conditions, the future without the Proposed Project (No Build), and the completion of the Phase 1 and Later Phases-Park and Public Spaces components (Build). For the full development of the Proposed Project, which includes the Later Phases–Island Redevelopment component, a qualitative analysis was conducted and is presented at the end of this chapter. The transportation analysis assumed that public access to Governors Island would remain primarily via the ferry portals at the Battery Maritime Building (BMB) in Manhattan and Pier 6 in Brooklyn. Trips generated by the Island uses were assigned to these ferry portals. B. PRINCIPAL CONCLUSIONS PHASE 1 The Trust has aggressively programmed spaces and events to attract visitation to the Island, resulting in phenomenal growth in patronage in early years, with slightly less dramatic increases in recent years. It is expected that such increases in visitation will continue through 2013 with or without the Phase 1 open space improvements. However, with the improvements, visitors would be able to enjoy the Island’s well designed and lushly planted landscapes, instead of the continual programmed use of somewhat barren collection of lawns, fields, and parking lots. In

15-1 Phased Redevelopment of Governors Island either case, visitors are expected to continue to flock to the Island in increasing numbers— limited only by the capacity of the ferry services, which is entirely dependent on the operating budget of The Trust and not associated with the proposed Phase 1 improvements. Therefore, Phase 1 of the Proposed Project would not result in any incremental trips or changes in the provision of public access to Governors Island and it would not have the potential for any transportation-related impacts. PHASE 1 AND LATER PHASES-PARK AND PUBLIC SPACES Phase 1 and the Later Phases-Park and Public Spaces would not result in any significant adverse transit, parking, or pedestrian safety impacts. Increased trip-making resulting from additional visitation drawn to the completed Later Phases-Park and Public Spaces and more regular and increased ferry service to the Island from the BMB and Pier 6 portals, however, is expected to result in significant adverse traffic impacts at two approaches/lane groups: (1) westbound approach at South Street and Old Slip during the weekday midday peak hour near the BMB; and (2) eastbound approach at Joralemon Street and Furman Street during the weekday PM peak hour near Pier 6. The mitigation analyses presented in Chapter 23, “Mitigation,” show that both of these impacts can be mitigated with minor adjustments to existing signal timings. For pedestrian operations, significant adverse impacts were identified at two crosswalks: (1) south crosswalk at State Street and the M15 +SelectBusService (SBS) Bus Loop at Peter Minuit Plaza during the weekday midday and PM peak periods; and (2) west crosswalk at State Street and Whitehall Street during the weekday midday and PM peak periods, both near the BMB. As detailed in Chapter 23, “Mitigation,” the first impact can be mitigated with modification of the existing signal to more efficiently process pedestrian flow across low-conflicting vehicular traffic volumes. The second can be mitigated by widening the existing crosswalk by one foot. In addition, a widened sidewalk in front of the Manhattan ferry portal at the BMB would be necessary to adequately accommodate the projected visitation demand. In front of the BMB, there is currently a narrow sidewalk. During peak visitation, The Trust regulates visitor queuing using part of the roadway adjacent to the BMB and deployment of traffic control agents. With Phase 1 and Later Phases-Park and Public Space, increased visitation (especially during weekend days) and year-round access are expected. Therefore, in addition to operational measures, The Trust is expected to evaluate physical improvements to address pedestrian access and circulation needs along the frontage of the BMB, which would become more pertinent over time, taking into consideration Governors Island visitors, New York City Department of Transportation’s (NYCDOT) Slip 5, and the BMB’s planned hotel, restaurant, and catering facility (redevelopment project that is planned to be completed in the future without the Proposed Project), to ensure that the projected pedestrian activities can be adequately accommodated. The Trust would continue to regulate visitors until a design plan has been implemented. With modest increases in peak hour vehicular and pedestrian traffic projected for locations near the BMB and Pier 6, Phase 1 and Later Phases-Park and Public Spaces are not expected to result in any significant adverse pedestrian safety impacts. Nonetheless, to improve vehicular and pedestrian safety, pedestrian safety signs, such as “Turning Vehicles Yield to Pedestrians” and/or School Advance Warning assemblies are recommended for installation at the Court Street intersections with Atlantic Avenue and Livingston Street. PHASE 1, LATER PHASES-PARK AND PUBLIC SPACES, AND LATER PHASES– ISLAND REDEVELOPMENT The full development of the Proposed Project, which includes Phase 1, Later Phases-Park and Public Space, and Later Phases–Island Redevelopment components, would substantially increase

15-2 Chapter 15: Transportation vehicular, transit, pedestrian, and parking demand during the weekday and weekend peak periods. Significant adverse impacts would likely result, beyond those identified as part of the quantitative analyses presented for the Phase 1 and Later Phases-Park and Public Space components. The evaluation of these impacts and the identification of potential mitigation measures would be the subject of future environmental review(s) when the programming of the Later Phases-Island Redevelopment becomes more defined. C. PROJECT TRIP GENERATION BACKGROUND As a recreational destination, Governors Island is open to the public on summer weekends (Friday to Sunday) generally from June to early October. Visitation has varied substantially from weekend to weekend. An in-person travel survey of visitors to Governors Island was conducted on Friday, August 20, 2010 and Saturday, August 21, 2010 at Pier 6 in Brooklyn Bridge Park and at the BMB in Manhattan to identify travel characteristics to and from the Island. Patrons in line waiting for ferries to Governors Island were asked about origin of travel, travel mode, trip purpose, and anticipated length of stay on the Island. For those who traveled via auto or taxi, additional questions were asked to identify vehicle occupancy and parking locations. Currently, there is no public ferry service to Governors Island on weekdays, except on summer Fridays. The travel survey was undertaken on such a Friday. Travel to/from the BMB on summer Fridays was provided by free Governors Island ferries, but travel to/from Pier 6 was provided by water taxis for a fee with varying schedules. Governors Island attracts visitors from a large regional area; however, the majority of the visitors originate in New York City, with most of them originating from Brooklyn and Manhattan. The survey results indicate that the majority of the visitors to Governors Island use public transit and non-motorized modes of transportation (walking, biking, etc.) to arrive at the ferry portals. Visitors who drive to Pier 6 or the BMB park mainly on the street or in garages/lots near the ferry portals. In addition to the in-person surveys, control counts of visitors arriving and departing from Pier 6 and the BMB were recorded for both days of the survey to establish temporal and directional distribution patterns and peak hours of operation. During the weekday, the morning peak hour is 9:00 AM to 10:00 AM, the afternoon peak hour is 2:00 PM to 3:00 PM, and the evening peak hour is 4:00 PM to 5:00 PM. On Saturday, the peak hour is 4:00 PM to 5:00 PM. TRAVEL DEMAND FACTORS For impact assessment purposes, the 85th percentile visitation level based on the 2010 visitation data was used as the basis for a reasonably conservative travel demand analysis. This assumption effectively eliminates certain high attendance days (fewer than 10 a year) on which there were uniquely large special events that extended beyond the typical visitation day at Governors Island and for which there were supplemental ferry service provided at other ferry portals. Further, with Phase 1 and Later Phases Parks and Public Spaces, more regular ferry service is anticipated to be provided at Pier 6 to accommodate daily visitation to/from Governors Island. Hence, the sparsely patronized Pier 6 portal for Friday travel to Governors Island is expected to realize a larger increase in use on a weekday and normalize with the current weekend patterns to more reflect the land use and travel characteristics of Governors Island. Table 15-1 incorporates these travel demand assumptions and presents the factors developed from the information obtained from the August 2010 travel surveys.

15-3 Phased Redevelopment of Governors Island

Table 15-1 Travel Demand Factors Weekday Saturday (1) (1) Visitors 85th Percentile 85th Percentile Trips per Visitor 2.0 2.0 Battery Maritime Battery Maritime Portal Pier 6 Brooklyn Pier 6 Brooklyn Building Building (2) (2) Portal Split 27% 73% 27% 73% (3) (3) Temporal AM Midday PM AM Midday PM Afternoon Afternoon Distribution 3% 13% 13% 3% 13% 13% 13% 13% (4) (4) In 90% 62% 31% 90% 62% 31% 62% 62% Out 10% 38% 69% 10% 38% 69% 38% 38% Modal Split (5) (5) Auto 23% 8% 18% 6% Taxi 0% 2% 0% 1% Subway 19% 63% 12% 62% Bus 8% 5% 5% 3% Ferry 0% 2% 0% 2% Walk 50% 20% 65% 26% Total 100% 100% 100% 100% Vehicle Occupancy (6) (7) (6) (7) Auto 2.90 2.80 2.90 2.80 Taxi 3.00 2.80 3.00 2.80 Notes/Sources: (1) 85th percentile visitor estimates applied to projections from The Trust. (2) Portal splits from August 2010 travel surveys. (3) Temporal distributions from August 2010 travel surveys. (4) Portal and In/Out splits from August 2010 travel surveys. (5) Modal splits from August 2010 travel surveys. (6) Brooklyn Bridge Park Project Final Environmental Impact Statement (FEIS) (2005). (7) Hudson River Park FEIS (1998).

Because the sample sizes collected for weekday and weekend vehicle occupancies were too small, the occupancy factors from the Brooklyn Bridge Park Project FEIS (2005) and the Hudson River Park FEIS (1998) were used as representative characteristics for travel to Pier 6 and the BMB, respectively. The use of these other sources for vehicle occupancy assumptions is also conservative in that averages from the limited vehicles occupancy data collected in the August 2010 travel surveys are markedly higher than those presented in the two FEISs mentioned above. As previously mentioned, there is limited public ferry service to Governors Island on Fridays (service from approximately 10:00 A.M. to 5:00 P.M.) on which the travel survey was undertaken. Therefore, the count data show notable disparities between Friday and weekend travel to/from Governors Island in terms of Pier 6 vs. BMB ferry patronage and temporal and directional distributions. This pattern is expected to continue through Phase 1 of the project. However, as components of the Later Phases become completed, more comprehensive ferry

15-4 Chapter 15: Transportation service (from approximately 9:00 A.M. to 8:00 P.M.) is expected to be implemented, including regular Governors Island-operated weekday ferry service from both the BMB and Pier 6, likely resulting in more evenly distributed arrival and departure patterns between the two ferry portals. Therefore, for travel demand projection purposes, the existing Saturday split of Pier 6 vs. BMB ferry patronage and cumulative temporal and directional distributions were applied to both future weekday and Saturday daily visitation projections. NO BUILD VISITATION PROJECTIONS Future baseline visitation to Governors Island was developed by growing the number of 2010 visitors to an anticipated demand without any changes to ferry service or significant changes to land uses on the Island. Projections from The Trust show the annual 2010 visitation (443,000 visitors) growing to 614,000 annual visitors by 2013, a 39 percent baseline increase, and then leveling off until significant improvements are made to the park land uses and the ferry service. Currently, no weekday ferry service (Monday to Thursday) to and from Governors Island is available to the general public; therefore, on a typical weekday, Governors Island would not generate any weekday visitation trips under the No Build condition. For Friday, increasing the 2010 85th percentile Friday visitation (4,705 visitors) by 39 percent would result in a No Build 85th percentile Friday daily trip estimate of 6,521 visitors. For Saturday, increasing the 2010 85th percentile Saturday visitation (12,759 visitors) by 39 percent would result in a No Build 85th percentile Saturday daily trip estimate of 17,684 visitors. As presented in Table 15-2, at Pier 6 in Brooklyn, under the No Build condition, Governors Island would generate approximately 63, 176, 83, and 1,241 person trips during the weekday AM, midday, and PM, and Saturday afternoon peak hours, respectively. At the BMB in Manhattan, approximately 713, 1782, 829, and 3,355 person trips were projected for the weekday AM, midday, and PM, and Saturday afternoon peak hours, respectively. Total vehicle-trip generation was projected to range from four to 77 vehicle trips at Pier 6 and 20 to 92 vehicle trips at the BMB during peak hours. While an estimate for Friday trip-making under the No Build condition was developed, it is not considered the reasonable worst-case condition, and therefore, it would not be used for impact analysis purposes. The reasonable worst-case weekday peak period impact analyses would consider a zero baseline for the Monday to Thursday weekday conditions. BUILD VISITATION PROJECTIONS The additional and improved public spaces planned for Phase 1 (2013) are not expected to materially affect overall visitation. The factors contributing to this expectation are that (1) the open space additions and improvements are consistent with the nature of existing Island uses and other amenities that Governors Island has added or improved upon in recent years; (2) most of the open space improvements in both the North Island and the South Island are in areas already heavily programmed—either as part of the existing Public Access program or on limited-access fields for special events; (3) visitation levels are directly affected by the number of operating days and hours and ferry capacity and frequency––none of which would be affected by Phase 1 open space improvements; (4) at peak time, ferries already operate at capacity and increased ferry access is entirely dependent on the operating budget, which is not associated with the proposed Phase 1 improvements; and (5) The Trust has aggressively programmed spaces and events to attract visitation to the Island, resulting in phenomenal growth in patronage over the years. It is expected that increases in visitation will continue through 2013 with or without the Phase 1 open space improvements.

15-5 Phased Redevelopment of Governors Island

Table 15-2 No Build Trip Generation Summary Person Trip Vehicle Trip Peak Hour In/Out Auto Taxi Subway Bus Ferry Walk Total Auto Taxi Total Pier 6 Brooklyn In 11 0 8 3 0 41 63 4 0 4 Friday AM Out 0 0 0 0 0 0 0 0 0 0 Total 11 0 8 3 0 41 63 4 0 4 In 21 0 14 6 0 77 118 7 0 7 Friday Out 10 0 7 3 0 38 58 4 0 4 Midday Total 31 0 21 9 0 115 176 11 0 11 In 0 0 0 0 0 1 1 0 0 0 Friday PM Out 15 0 10 4 0 53 82 5 0 5 Total 15 0 10 4 0 54 83 5 0 5 In 69 0 46 19 0 250 384 24 0 24 Saturday Out 154 0 103 43 0 557 857 53 0 53 Total 223 0 149 62 0 807 1,241 77 0 77 Battery Maritime Building In 38 6 393 19 13 165 634 14 2 16 Friday AM Out 5 1 49 2 2 20 79 2 2 4 Total 43 7 442 21 15 185 713 16 4 20 In 72 12 740 36 24 310 1,19426 4 30 Friday Out 35 6 364 18 12 153 588 13 4 17 Midday Total 107 18 1,104 54 36 463 1,782 39 8 47 In 0 0 5 0 0 2 7 0 3 3 Friday PM Out 49 8 510 25 16 214 822 18 3 21 Total 49 8 515 25 16 216 829 18 6 24 In 62 10 645 31 21 271 1,04022 10 32 Saturday Out 139 23 1,436 69 46 602 2,315 50 10 60 Total 201 33 2,081 100 67 873 3,355 72 20 92 Notes: The AM Friday peak hour at Pier 6 occurs from 10:00 AM – 11:00 AM as current ferry service from Pier 6 does not begin until 10:00 AM.

Without the proposed improvements, The Trust would nevertheless be able to use the same spaces for its public access program. In the Future with Phase 1 of the Proposed Project, a large portion of the Island would be transformed into an iconic Park and Public Space, which draws visitors to its well designed and lushly planted landscapes. But in the Future without the Proposed Project, the Trust will continue to use the existing, somewhat barren collection of lawns, fields, and parking lots as a highly flexible programmable space for a new burst of interesting public programs. In either case, visitors will continue to flock to the Island in increasing numbers—limited only by the capacity of the ferry services. In the Later Phases-Park and Public Spaces of the Proposed Project (2030), however, there would be more park improvements (including park maintenance facilities), new park uses (including 32 acres of newly designed open space through the center and perimeter of the South Island), and changes in transportation operations (including increased ferry service to the BMB and Pier 6 portals to provide for daily access to the Island). Projections from The Trust show the average weekday and weekend 2010 visitation increasing by 70 percent. This growth was

15-6 Chapter 15: Transportation applied to the 2010 85th percentile weekday (4,705) and Saturday (12,759) visitation to develop the Build 85th percentile weekday (7,998) and Saturday (21,690) daily visitation estimates. Travel demand factors presented in Table 15-1 were applied to these totals to develop the Build weekday and Saturday peak hour trip estimates, as summarized in Table 15-3. At Pier 6 in Brooklyn, Governors Island would generate approximately 116, 562, 562, and 1,523 person trips during the AM (9-10 AM), midday (2-3 PM), PM (4-5 PM), and Saturday (3-4 PM) peak hours, respectively. At the BMB in Manhattan, approximately 351, 1,518, 1,517, and 4,118 person trips were projected during the AM, midday, PM, and Saturday peak hours, respectively. Total vehicle-trip generation traveling to/from these portals was projected to range from 9 to 95 vehicle trips at Pier 6 and 11 to 112 vehicle trips at the BMB during peak hours. Table 15-3 Build (Phase 1 and Later Phases Park and Public Spaces) Trip Generation Summary Peak Person Trip Vehicle Trip Hour In/Out Auto Taxi Subway Bus Ferry Walk Total Auto Taxi Total Pier 6 Brooklyn In 27 0 22 9 0 58 116 9 0 9 AM Out 0 0 0 0 0 0 0 0 0 0 Total 27 0 22 9 0 58 116 9 0 9 In 80 0 66 28 0 174 348 28 0 28 Midday Out 49 0 41 17 0 107 214 17 0 17 Total 129 0 107 45 0 281 562 45 0 45 In 40 0 33 14 0 87 174 14 0 14 PM Out 89 0 74 31 0 194 388 31 0 31 Total 129 0 107 45 0 281 562 45 0 45 In 112 0 75 31 0 406 624 39 0 39 Saturday Out 162 0 108 45 0 584 899 56 0 56 Total 274 0 183 76 0 990 1,523 95 0 95 Battery Maritime Building In 25 6 199 16 6 63 315 9 2 11 AM Out 3 1 22 2 1 7 36 1 2 3 Total 28 7 221 18 7 70 351 10 4 14 In 75 19 593 47 19 188 941 27 8 35 Midday Out 46 12 363 29 12 115 577 16 8 24 Total 121 31 956 76 31 303 1,518 43 16 59 In 38 9 296 24 9 94 470 13 9 22 PM Out 84 21 660 52 21 209 1,047 30 9 39 Total 122 30 956 76 30 303 1,517 43 18 61 In 101 17 1,046 51 34 439 1,688 36 12 48 Saturday Out 146 24 1,506 73 49 632 2,430 52 12 64 Total 247 41 2,552 124 83 1,071 4,118 88 24 112

15-7 Phased Redevelopment of Governors Island

D. CITY ENVIRONMENTAL QUALITY REVIEW (CEQR) SCREENING ANALYSES The 2010 CEQR Technical Manual identifies procedures for evaluating a proposed project’s potential impacts on traffic, transit, pedestrian, and parking conditions. This methodology begins with the preparation of a trip generation analysis to determine the volume of person and vehicle trips associated with the proposed project. The results are then compared to 2010 CEQR Technical Manual-specified thresholds (Level 1 screening analysis) to determine whether additional quantified analyses are warranted. If the proposed project would result in 50 or more peak hour vehicle trips or 200 or more peak hour transit or pedestrian trips, a Level 2 screening analysis would be undertaken. For the Level 2 screening analysis, project-generated trips would be assigned to specific intersections, transit routes, and pedestrian elements. If the results of this analysis show that the proposed project would generate 50 or more peak hour vehicle trips through an intersection, 50 or more peak hour riders on a bus route in a single direction, 200 or more peak hour subway passengers per station element, or 200 or more peak hour pedestrian trips per pedestrian element, further quantified analyses may be warranted to evaluate the potential for significant adverse traffic, transit, pedestrian, and parking impacts. LEVEL 1 SCREENING ANALYSIS RESULTS As discussed above, the completion of Phase 1 is not expected to result in any incremental trips that would require further examination of potential transportation-related impacts. The weekday and Saturday net new trips estimated to be generated by the Phase 1 and Later Phases-Park and Public Spaces are summarized in Table 15-4. At Pier 6 in Brooklyn, Phase 1 and Later Phases- Park and Public Spaces would result in approximately 116, 562, 562, and 282 incremental person trips during the AM, midday, PM, and Saturday peak hours, respectively. At the BMB in Manhattan, Phase 1 and Later Phases-Park and Public Spaces would result in approximately 351, 1,518, 1,517, and 759 incremental person trips during the AM, midday, PM, and Saturday peak hours, respectively. TRAFFIC As shown in Table 15-4, the peak hour incremental vehicle trip estimates for Phase 1 and Later Phases-Park and Public Spaces at Pier 6 would be below the 50 vehicle-trip analysis threshold during the weekday AM, midday, PM, and Saturday peak hours. At the BMB ferry portal, the weekday AM and Saturday peak hour incremental vehicle trips would be below the 50 vehicle- trip analysis threshold; however, this threshold would be exceeded during the weekday midday and PM peak hours, requiring a Level 2 trip distribution and assignment analysis.

15-8 Chapter 15: Transportation

Table 15-4 Build Incremental Trip Generation Summary Peak Person Trip Vehicle Trip Hour In/Out Auto Taxi Subway Bus Ferry Walk Total Auto Taxi Total Pier 6 Brooklyn In 27 0 22 9 0 58 116 9 0 9 AM Out 0 0 0 0 0 0 0 0 0 0 Total 27 0 22 9 0 58 116 9 0 9 In 80 0 66 28 0 174 348 28 0 28 Midday Out 49 0 41 17 0 107 214 17 0 17 Total 129 0 107 45 0 281 562 45 0 45 In 40 0 33 14 0 87 174 14 0 14 PM Out 89 0 74 31 0 194 388 31 0 31 Total 129 0 107 45 0 281 562 45 0 45 In 21 0 14 6 0 75 116 7 0 7 Saturday Out 30 0 20 8 0 108 166 10 0 10 Total 50 0 34 14 0 183 282 17 0 17 Battery Maritime Building In 25 6 199 16 6 63 315 9 2 11 AM Out 3 1 22 2 1 7 36 1 2 3 Total 28 7 221 18 7 70 351 10 4 14 In 75 19 593 47 19 188 941 27 8 35 Midday Out 46 12 363 29 12 115 577 16 8 24 Total 121 31 956 76 31 303 1,518 43 16 59 In 38 9 296 24 9 94 470 13 9 22 PM Out 84 21 660 52 21 209 1,047 30 9 39 Total 122 30 956 76 30 303 1,517 43 18 61 In 19 3 193 9 6 81 311 7 2 9 Saturday Out 27 4 278 13 9 117 448 10 2 12 Total 45 7 471 24 15 198 759 17 4 21

TRANSIT As shown in Table 15-4, the 200 transit-trip threshold would not be exceeded for the incremental peak hour subway trips projected for the Pier 6 portal. However, since some of these subway trips may connect to/from Pier 6 using one or more of the area’s local bus routes, a Level 2 screening assessment was performed to determine if any of these routes would incur an increase of 50 or more peak hour bus riders in a single direction, which is the 2010 CEQR Technical Manual threshold to determine if a detailed bus line-haul analysis is warranted. For visitors accessing Governors Island via the BMB, the Phase 1 and Later Phases-Park and Public Spaces improvements were estimated to generate 221, 956, 956, and 471 incremental person trips by subway during the AM, midday, PM, and Saturday peak hours, respectively. A Level 2 screening assessment, involving the distribution of these trips to various subway lines and station elements, was prepared to determine the need for further detailed analyses of the weekday AM, midday, PM, and Saturday peak hours.

15-9 Phased Redevelopment of Governors Island

PEDESTRIANS The 2010 CEQR Technical Manual states that if a proposed project results in 200 or more peak hour pedestrian trips, a Level 2 screening assessment should be conducted before undertaking a detailed pedestrian analysis. As summarized in Table 15-4, the projected trips for Phase 1 and Later Phases-Park and Public Spaces would exceed the 200 peak hour pedestrian-trip threshold during all peak periods at both portal locations, except for the weekday AM peak hour at the Pier 6 ferry portal. Hence, a Level 2 screening assessment, involving the distribution and assignment of the projected trips to various pedestrian elements, was prepared to determine the need for further detailed pedestrian analyses. LEVEL 2 SCREENING ANALYSIS RESULTS TRAFFIC As described above, the projected peak hour vehicle-trip increments would be 50 or more only during the weekday midday and PM peak hours at the BMB ferry portal. However, in order to establish baseline conditions for all peak hours for the Later Phases–Island Redevelopment component qualitative analysis, vehicle trip assignments for the AM, midday, and PM peak hours were prepared for the BMB and Pier 6 ferry portals, considering the nearby major roadways and local streets, existing travel patterns, and analysis results presented in past studies. As shown in Figures 15-1 to 15-6, the projected vehicle-trip increments would not result in 50 or more vehicle trips through any intersection during the weekday peak hours. Hence, a detailed analysis would not be required to address potential traffic impacts associated with the Phase 1 and Later Phases-Park and Public Spaces improvements. Nonetheless, traffic analyses were prepared at key intersections in Manhattan and in Brooklyn to establish baseline traffic operations for the qualitative analysis of the Later Phases–Island Redevelopment component. TRANSIT As discussed above, the projected peak hour incremental subway trips for the Pier 6 portal would not exceed the CEQR analysis threshold and therefore would not warrant the need for a detailed subway analysis. For the BMB portal, however, projected incremental subway trips are expected to exceed the CEQR analysis threshold for the weekday PM peak hour. Based on the distribution of these trips to the nearby subway stations, the two following subway station elements were identified to require a detailed analysis:  Bowling Green station stairways and control area (PM peak hour); and  South Ferry station stairways, escalators, and control area (PM peak hour). To establish baseline transit operations for the qualitative analysis of the Later Phases–Island Redevelopment component, the AM peak hour at the southwest corner stairway at the Court Street station in Brooklyn for both the AM and PM peak hours were also included for analysis. SUBWAY AND BUS LINE HAUL CAPACITIES In accordance with the 2010 CEQR Technical Manual, line haul capacities (i.e., the ability of transit systems to accommodate passenger loads) are evaluated when a proposed action is anticipated to generate a perceptible number of passengers to particular subway and bus routes. For subways, if, on average, a subway car for a particular route is expected to be used by five or more riders from a proposed action, a review of ridership level at its maximum load point and/or other project-specific load points would be required to determine if the route’s practical capacity would be exceeded.

15-10 GREENWICH ST. WARREN ST.

MURRAY ST.

BATTERY PL. WEST BROADWAY FRANKFORT ST. PARK PL.

7.6.11 SPRUCE ST. PARK ROW 2 BARCLAY ST. BEEKMAN ST.

VESEY ST. NASSAU ST. ANN ST.

GOLD ST. FULTON ST. WATER ST. BEEKMAN ST.FRONT ST. DEY ST. JOHN ST. PEARL ST.

CORTLANDT ST. 1 MAIDEN LN. LIBERTY ST. FLETCHER ST. ALBANY ST. CEDAR ST.

CARLISLE ST.

WILLIAM ST.

ROUTE 9A ROUTE RECTOR ST.

BROADWAY

BROAD ST.

WHITEHALL ST. 1 WATER ST.

PEARL ST.

EAST RIVER KEY MAP

STATE ST. BROAD ST. BROAD

BRIDGE ST. OLD SLIP

WHITEHALL ST. PEARL ST. 3

1 5 2 PEARL ST.

WATER ST.

1

1 1

3 1

3

1

1 SOUTH ST. 1 FDR

5

9 1 7

10 EAST RIVER

2

NOT TO SCALE BMB Project Generated Traffic Weekday AM Peak Hour PROPOSED PHASED REDEVELOPMENT OF GOVERNORS ISLAND Figure15-1 GREENWICH ST. WARREN ST.

MURRAY ST.

BATTERY PL. WEST BROADWAY FRANKFORT ST. PARK PL.

7.6.11 SPRUCE ST. PARK ROW 5 BARCLAY ST. BEEKMAN ST.

VESEY ST. NASSAU ST. ANN ST.

GOLD ST. FULTON ST. WATER ST. BEEKMAN ST.FRONT ST. DEY ST. JOHN ST. PEARL ST.

CORTLANDT ST. 5 MAIDEN LN. LIBERTY ST. FLETCHER ST. ALBANY ST. CEDAR ST.

CARLISLE ST.

WILLIAM ST.

ROUTE 9A ROUTE RECTOR ST.

BROADWAY

BROAD ST.

WHITEHALL ST. 7 WATER ST.

PEARL ST.

EAST RIVER KEY MAP

STATE ST. BROAD ST. BROAD

BRIDGE ST. OLD SLIP

WHITEHALL ST. PEARL ST. 10

4 14 7 PEARL ST.

WATER ST.

7

5 10 2 16 2

10 11

7 SOUTH ST. 16 FDR

23

27 2 20

29 EAST RIVER

14

NOT TO SCALE BMB Project Generated Traffic Weekday Midday Peak Hour PROPOSED PHASED REDEVELOPMENT OF GOVERNORS ISLAND Figure 15-2 GREENWICH ST. WARREN ST.

MURRAY ST.

BATTERY PL. WEST BROADWAY FRANKFORT ST. PARK PL.

7.6.11 SPRUCE ST. PARK ROW 4 BARCLAY ST. BEEKMAN ST.

VESEY ST. NASSAU ST. ANN ST.

GOLD ST. FULTON ST. WATER ST. BEEKMAN ST.FRONT ST. DEY ST. JOHN ST. PEARL ST.

CORTLANDT ST. 3 MAIDEN LN. LIBERTY ST. FLETCHER ST. ALBANY ST. CEDAR ST.

CARLISLE ST.

WILLIAM ST.

ROUTE 9A ROUTE RECTOR ST.

BROADWAY

BROAD ST.

WHITEHALL ST.

WATER ST.

12

PEARL ST.

EAST RIVER KEY MAP

STATE ST. BROAD ST. BROAD

BRIDGE ST. OLD SLIP

WHITEHALL ST. PEARL ST. 7

2 9 5 PEARL ST.

WATER ST.

12

9 16 3 19 3

7

21

12 SOUTH ST. 30 FDR

24

13 3 14

16 EAST RIVER

22

NOT TO SCALE BMB Project Generated Traffic Weekday PM Peak Hour PROPOSED PHASED REDEVELOPMENT OF GOVERNORS ISLAND Figure 15-3 OLD FULTON ST.

POPLAR ST.

MIDDAGH ST.

CRANBERRY ST.

ORANGE ST.

PINEAPPLE ST.

MONTAGUE ST. 7.6.11

2 1 REMSEN ST.

2

JORALEMON ST.

JORALEMON ST. 1

Y

W

P

X E

1

S

N E

FURMAN ST. E

WILLOW PL.

U

Q

1 N

Y L

HICKS ST.

K

O

O

ATLANTIC AVE. R B

HENRY ST.

SIDNEY PL.

3 STATE ST.

CLINTON ST.

1 2

1

ATLANTIC AVE. COURT ST.

1

BOERUM PL. 2

PACIFIC ST.

ATLANTIC AVE.

CONGRESS ST. AMITY ST.

NOT TO SCALE

Pier 6 Project Generated Traffic Weekday AM Peak Hour PROPOSED PHASED REDEVELOPMENT OF GOVERNORS ISLAND Figure 15-4 OLD FULTON ST.

POPLAR ST.

MIDDAGH ST.

CRANBERRY ST.

ORANGE ST.

PINEAPPLE ST.

MONTAGUE ST. 7.6.11

7 3 REMSEN ST.

4 7

JORALEMON ST.

JORALEMON ST. 3 1

Y

W

P

X E

4

S

N E

FURMAN ST. E

WILLOW PL.

U

Q

3 N Y

4 L

HICKS ST.

K

O

O

ATLANTIC AVE. R B

HENRY ST. 11 2 SIDNEY PL. 1 8 14 STATE ST.

CLINTON ST.

3 7

1

ATLANTIC AVE. COURT ST.

1 1 2 1

14

1 BOERUM PL. 6

PACIFIC ST.

ATLANTIC AVE.

CONGRESS ST. AMITY ST.

NOT TO SCALE

Pier 6 Project Generated Traffic Weekday Midday Peak Hour PROPOSED PHASED REDEVELOPMENT OF GOVERNORS ISLAND Figure 15-5 MONTAGUE ST. 7.6.11

3 1 REMSEN ST.

8 3

JORALEMON ST.

JORALEMON ST. 1 1

Y

W

P

X E

2

S

N E

FURMAN ST. E

WILLOW PL.

U

Q

1 N Y

8 L

HICKS ST.

K

O

O

ATLANTIC AVE. R B

HENRY ST. 20 3 SIDNEY PL. 2 5 26 STATE ST.

CLINTON ST.

2 4

1

ATLANTIC AVE. COURT ST.

1 2 1 1

26

1 BOERUM PL. 3

PACIFIC ST.

ATLANTIC AVE.

CONGRESS ST. AMITY ST.

NOT TO SCALE

Pier 6 Project Generated Traffic Weekday PM Peak Hour PROPOSED PHASED REDEVELOPMENT OF GOVERNORS ISLAND Figure 15-6 Chapter 15: Transportation

 Based on the total number of cars available at the Nos. 4/5 (Bowling Green station) and No. 1 and R (South ferry terminal/Whitehall station) subway lines during the PM peak period, the distribution of the project-generated trips to theses subway lines would result in fewer than 5 additional peak hour passengers per subway car. Therefore, based on the CEQR screening criteria, quantified line haul analyses would not be warranted for the Nos. 1/4/5 and R subway lines and there would not be a potential for any significant adverse subway line-haul impacts.  Transit trips were also distributed to local bus routes serving the BMB and Pier 6 ferry portals; however, no individual bus route would experience 50 or more peak hour bus trips in one direction—the CEQR-recommended threshold for undertaking a quantified bus line- haul analysis. Therefore, a detailed bus line-haul analysis would not be required to address potential transit impacts on the bus system associated with the Phase 1 and Later Phases- Park and Public Spaces improvements and there would not be a potential for any significant adverse bus line-haul impacts. PEDESTRIANS Pedestrian trip assignments were developed by distributing person trips generated by the Proposed Project to pedestrian facilities surrounding the BMB and Pier 6 ferry portals. As shown in Figures 15-7 to 15-14, peak hour incremental pedestrian trips are not expected to exceed the 200 peak-hour pedestrian trip threshold surrounding the Pier 6 ferry portal. However, near the BMB, the following pedestrian elements would exceed the CEQR pedestrian analysis threshold and warrant a detailed analysis to identify potential pedestrian impacts. Sidewalk Locations  West sidewalk of State Street between Battery Place and South Ferry Plaza (weekday midday and PM peak hours)  West sidewalk of South Ferry Plaza (weekday midday and PM peak hours)  East and west sidewalks along Whitehall Street south of Water Street (weekday midday and PM peak hours)  North sidewalk along South Street east of Whitehall Street (weekday midday and PM peak hours) Corner Locations  Northeast corner of South Street/Whitehall Street intersection (weekday PM peak hour) Crosswalk Locations  South crosswalk at State Street and M15 Bus Loop (weekday midday and PM peak hours)  East crosswalk at South Street/Whitehall Street intersection (weekday midday and PM peak hours) To establish baseline pedestrian conditions for the qualitative analysis of the Later Phases–Island Redevelopment component, the above and numerous other pedestrian elements identified in the Manhattan and Brooklyn study areas were analyzed for the weekday AM, midday, and PM peak hours. Battery Maritime Building Entrance The existing sidewalk in front of the BMB is narrow in width. Currently, during peak visitation, The Trust regulates visitor queuing in front of the BMB using part of the adjacent roadway and

15-11 10.12.11

BATTERY PL.

(4/5) 3 30

(4/5)

50 6

WHITEHALL ST.

3

BROAD ST.

4 1

BRIDGE ST. 3

23 3

3 61 14

3 1 4

7

1 25

4 8 26 1 3

7

3 PEARL ST.

9

3 1

3

29

3

6 1

61 STATE ST. 6 14 1 7

1

25

4 6 1 35 2 4 3 6 11 WATER ST. 1 1 61 3 7

8 1

33 39 5 4 BROAD ST. STATE ST. 2 44 4 1 21 47 7 2 8 1 71 (1) 52

10 3 1 64 7

45 40 6 M15 BUS LOOP 4 8 (4/5) 1

109 15 12 7 2 17 2

SOUTH ST. SOUTH 9 FERRY 126 1 PLAZA 14 35 306 36 N 315

NOT TO SCALE

BMB Project Generated Pedestrian Volumes Weekday AM Peak Hour PROPOSED PHASED REDEVELOPMENT OF GOVERNORS ISLAND Figure 15-7 10.12.11

BATTERY PL.

(4/5) 54 89

(4/5) 148

WHITEHALL ST. 91

9

6

BROAD ST.

13 8

BRIDGE ST. 9 6

69 9

42 6 181 43

9 13 8

6

8 111 75

64 23

78 14 48

31

8 PEARL ST. 5 28

9 17 6

9

86 6

52

19 12 181 19

STATE ST. 43 12 111

8

75

64 19

104 12 8 64 6 9 18 33 WATER ST. 20 181 14 9 111 25

8

99 116 78 71 BROAD ST. 5 STATE ST. 3 130 71 14 63 184 130 22 39 12 212 (1) 155

30 49 190 18 116

134 119

98 M15 BUS LOOP 73 23 (4/5) 14

326 44 148 200 4 109 27 51 31 SOUTH ST. SOUTH 27 FERRY 377 17 PLAZA 222 560 914 577 N 941

NOT TO SCALE

BMB Project Generated Pedestrian Volumes Weekday Midday Peak Hour PROPOSED PHASED REDEVELOPMENT OF GOVERNORS ISLAND Figure 15-8 10.12.11

BATTERY PL.

(4/5) 99 44

(4/5) 74

WHITEHALL ST. 165

5

10

BROAD ST.

7 15

BRIDGE ST. 5 10

34 5

76 10 91 21 5

7 15 15

10 202 37 11

116 39 25 87

30

4 PEARL ST. 8 14

5 31 10 5 43 10

95

9 21

91 STATE ST. 9 21 21 202

15

37

116 9 21 52 7 116 10 5 9 16 WATER ST. 26 37 91 5 202 13

15

50 58 142 129 BROAD ST. 2 STATE ST. 5 65 129 25 32 162 236 11 70 21 106 (1) 78

15 89 33 95 211

67 59 177 M15 BUS LOOP 132 11 (4/5) 25

163 22

363 0 8 74 198 49 26 57 SOUTH ST. SOUTH 14 FERRY 189 30 PLAZA 404 1017 456 1047 N 470

NOT TO SCALE

BMB Project Generated Pedestrian Volumes Weekday PM Peak Hour PROPOSED PHASED REDEVELOPMENT OF GOVERNORS ISLAND Figure 15-9 10.12.11

BATTERY PL.

(4/5) 42 29

(4/5) 48

WHITEHALL ST. 70

4

6

BROAD ST.

1 1

BRIDGE ST. 4 6

14

20 61 7 4

5

6 10 7

88 37

53 9

14 13 20

20

2 PEARL ST. 3 12

4 18 6

4

16 6

22

8 12

61 STATE ST. 8 12 88 7

10

37

53 4 6 24 5 34 6 4 2 2 10 WATER ST. 10 15 61 4 88

5 7

43 26 65 37 BROAD ST. 2 STATE ST. 3 29 37 12 60 8 8 11 107 12 74 (1) 34

10 45 14 66 95

52 19 79 M15 BUS LOOP 28 7 (4/5) 10

66 15

91 2 48 83 22 16 24 SOUTH ST. SOUTH FERRY 29 83 41 PLAZA 115 417 296 448 N 311

NOT TO SCALE

BMB Project Generated Pedestrian Volumes Saturday Afternoon Peak Hour PROPOSED PHASED REDEVELOPMENT OF GOVERNORS ISLAND Figure 15-10 GOVERNORS PROPOSED

PHASED 12 9 36 32

REDEVELOPMENT

ISLAND

1

OF 1SW9 1SW10 FURMAN ST. 10 10 32

COLUMBIA ST. 32 10 10

3 5 27 32 COLUMBIA PL.

32 RAMP 27 RAMP 10 10 27 32

WILLOW PL.

RAMP 10 10 30 27 3 4 1 1 1 1 1 3 4 8 10 23 29 1 HICKS ST. 8 10 1 29 GARDEN PL. 23 10 8 1 3 3 26 3 3 3 3 8 10 20 3 1 HENTRY ST. 10 1 8

26 SYDNEY PL. 20 10 8 1 3 3 3 3 3 3 3 3 3 3 1 10 17 23

CLINTON ST. 6 23 6 17 1 10 Pier 6Project GeneratedPedestrianVolumes 25

9 7 7 7 7 7 7 7 4 3 9 8

COURT ST. 6 4 9 17 1 2 2 2 2 2 2 2 2 1 Weekday AMPeak Hour SCHERMERHORN ST. 7 JORALEMON ST. 9 15 LIVINGSTON ST. ATLANTIC AVE. STATE ST. 4 Figure 15-11 GOVERNORS PROPOSED

PHASED 21 17 66 59 35 27 108 96

REDEVELOPMENT

ISLAND

4 2

OF 19 FURMAN ST. 19 31 31 59 97

COLUMBIA ST. 59 97 19 19 31 31

9 14 5 9 51 59 82 96 COLUMBIA PL. 59 96 51 RAMP 82 RAMP 19 19 31 31 51 59 82 96

WILLOW PL.

RAMP 19 19 56 31 31 51 90 82 14 21

8 6 4 4 4 4 9 13 2 2 2 2 5 43 53 2 14 19 23 31 70 4 86 HICKS ST. 19 14 2 31 23 4 53 43 86 GARDEN PL. 70 19 14 2 31 23 4 14 5 14 77 9 9 9 9 48 5 5 5 37 14 19 5 2 23 31 61 9 4 HENTRY ST. 19 2 14 31 4 23 48 37 77 SYDNEY PL. 61 19 14 2 31 23 4 14 5 14 9 9 9 9 9 9 9 9 5 5 5 5 5 5 5 19 32 42 2 12 4 31 52 69

CLINTON ST. 19 42 69 12 32 2 19 19 52 4 31 Pier 6Project GeneratedPedestrianVolumes 42 74 33 16 42 1 14 22 22 22 22 22 22 22 12 9 26 3 23 14 14 14 14 14 14 14 7 5 11 17 31 7

COURT ST. 17 12 29 51 Weekday Midday PeakHour

4 4 4 4 4 4 4 4 5 2 1 6 6 6 6 6 6 6 6 3 1 SCHERMERHORN ST. 13 17 28 21 JORALEMON ST. 29 45 LIVINGSTON ST. ATLANTIC AVE. STATE ST. 8 13 Figure 15-12 GOVERNORS PROPOSED

PHASED 39 31 120 107 17 14 54 48

REDEVELOPMENT

ISLAND

2 4

OF 34 FURMAN ST. 35 15 16 108 48

COLUMBIA ST. 108 48 35 34 16 15

4 7 10 16 107 92 41 48 COLUMBIA PL. 107 48 92 RAMP 41 RAMP 34 35 15 16 107 92 41 48

WILLOW PL.

RAMP 35 34 101 16 15 92 45 41 14 20

14 6 2 2 2 2 4 6 4 4 4 4 10 78 96 4 34 25 15 11 35 2 43 HICKS ST. 25 34 4 11 15 2 96 78 43 GARDEN PL. 35 34 25 4 15 11 2 14 10 14 39 4 4 4 4 87 10 10 10 68 10 25 34 4 11 15 30 4 2 HENTRY ST. 34 4 25 15 2 11 87 68 39 SYDNEY PL. 30 34 25 4 15 11 2 14 10 14 4 4 4 4 4 4 4 4 10 10 10 10 10 10 10 34 58 77 4 21 2 15 26 34

CLINTON ST. 9 77 34 21 58 4 34 9 26 2 15 Pier 6Project GeneratedPedestrianVolumes 77 37 31 29 42 2 25 11 11 11 11 11 11 11 6 4 13 6 12 25 25 25 25 25 25 25 13 10 19 13 31 57

COURT ST. 9 6 19 25

7 7 7 7 7 7 7 7 6 3 2 3 3 3 3 3 3 3 3 1 1 Weekday PMPeak Hour SCHERMERHORN ST. 23 31 50 10 JORALEMON ST. 19 22 LIVINGSTON ST. ATLANTIC AVE. STATE ST. 15 7 Figure 15-13 GOVERNORS PROPOSED

PHASED 16 14 60 46 11 10 42 32

REDEVELOPMENT

ISLAND

1 2

OF 15 FURMAN ST. 15 10 11 57 40

COLUMBIA ST. 57 40 15 15 11 10

4 5 5 7 50 46 35 32 COLUMBIA PL. 46 32 50 RAMP 35 RAMP 15 15 10 11 50 46 35 32

WILLOW PL.

RAMP 15 15 44 11 10 50 31 35 12 9 7 3 1 1 1 1 4 5 2 2 2 2 5 43 43 2 10 15 7 10 30 1 30 HICKS ST. 15 10 2 10 7 1 43 43 30 GARDEN PL. 30 15 10 2 10 7 1 9 5 9 26 4 4 4 4 37 5 5 5 38 10 15 5 2 7 10 26 4 1 HENTRY ST. 15 2 10 10 1 7 37 38 26 SYDNEY PL. 26 15 10 2 10 7 1 9 5 9 4 4 4 4 4 4 4 4 5 5 5 5 5 5 5 15 32 32 2 8 1 10 23 22

CLINTON ST. 6 32 22 32 8 2 15 6 23 1 10 Pier 6Project GeneratedPedestrianVolumes 32 23 15 16 27 9 7 7 7 7 7 7 7 4 4 11 2 7 9 9 9 9 9 9 9 6 5 11 17 24 6

COURT ST. 8 4 13 16 Saturday PeakHour Afternoon

2 2 2 2 2 2 2 2 2 1 1 1 1 1 1 1 1 1 1 SCHERMERHORN ST. 12 17 22 8 JORALEMON ST. 13 15 LIVINGSTON ST. ATLANTIC AVE. STATE ST. 7 5 Figure 15-14 Phased Redevelopment of Governors Island traffic control agents. With increased visitation and year-round access, permanent operational and geometric improvement measures may be needed to adequately accommodate the projected number of visitors. The Trust is expected to evaluate physical improvements to address pedestrian access and circulation needs along the frontage of the BMB, which would become more pertinent over time, taking into consideration Governors Island visitors, NYCDOT’s Slip 5, and the BMB’s planned hotel, restaurant, and catering facility (redevelopment project that is planned to be completed in the future without the Proposed Project). The Trust would continue to regulate visitors until a design plan has been implemented. PARKING The 2010 CEQR Technical Manual states that if a detailed traffic analysis is not warranted based on the results of the Level 1 and Level 2 screening assessments described above, a detailed parking analysis may also not be required. However, ¼-mile off-street parking studies were prepared to address parking needs resulting from the development of the Phase 1 and Later Phases-Park and Public Spaces components, as well as the Later Phases–Island Redevelopment component. E. TRANSPORTATION ANALYSES METHODOLOGY TRAFFIC The operation of all of the signalized intersections and unsignalized intersections in the study area were assessed using methodologies presented in the 2000 Highway Capacity Manual (HCM) using the Highway Capacity Software (HCS+ 5.5). The HCM procedure evaluates the levels of service (LOS) for signalized and unsignalized intersections using stop control delay, in seconds per vehicle, as described below. SIGNALIZED INTERSECTIONS The average control delay per vehicle is the basis for LOS determination for individual lane groups (grouping of movements in one or more travel lanes), the approaches, and the overall intersection. The levels of service are defined in Table 15-5. Table 15-5 LOS Criteria for Signalized Intersections LOS Average Control Delay A ≤ 10.0 seconds B >10.0 and ≤ 20.0 seconds C >20.0 and ≤ 35.0 seconds D >35.0 and ≤ 55.0 seconds E >55.0 and ≤ 80.0 seconds F >80.0 seconds Source: Transportation Research Board. Highway Capacity Manual, 2000.

Although the HCM methodology calculates a volume-to-capacity (v/c) ratio, there is no strict relationship between v/c ratios and LOS as defined in the HCM. A high v/c ratio indicates substantial traffic passing through an intersection, but a high v/c ratio combined with low average delay actually represents the most efficient condition in terms of traffic engineering standards, where an approach or the whole intersection processes traffic close to its theoretical maximum capacity with minimal delay. However, very high v/c ratios—especially those approaching or greater than 1.0—are often correlated with a deteriorated LOS. Other important

15-12 Chapter 15: Transportation variables affecting delay include cycle length, progression, and green time. LOS A and B indicate good operating conditions with minimal delay. At LOS C, the number of vehicles stopping is higher, but congestion is still fairly light. LOS D describes a condition where congestion levels are more noticeable and individual cycle failures (a condition where motorists may have to wait for more than one green phase to clear the intersection) can occur. Conditions at LOS E and F reflect poor service levels, and cycle breakdowns are frequent. The HCM methodology also provides for a summary of the total intersection operating conditions. The analysis chooses the two critical movements (the worst case from each roadway) and calculates a summary critical v/c ratio. The overall intersection delay, which determines the intersection’s LOS, is based on a weighted average of control delays of the individual lane groups. Within New York City, the midpoint of LOS D (45 seconds of delay) is generally considered as the threshold between acceptable and unacceptable operations. Significant Impact Criteria According to the criteria presented in the CEQR Technical Manual, impacts are considered significant and require examination of mitigation if they result in an increase in the Build condition of 5 or more seconds of delay in a lane group over No Build levels beyond mid-LOS D. For No Build LOS E, a 4-second increase in delay is considered significant. For No Build LOS F, a 3-second increase in delay is considered significant. In addition, impacts are considered significant if levels of service deteriorate from acceptable A, B, or C in the No Build condition to marginally unacceptable LOS D (a delay in excess of 45 seconds, the midpoint of LOS D), or unacceptable LOS E or F in the future Build condition. UNSIGNALIZED INTERSECTIONS For unsignalized intersections, the average control delay is defined as the total elapsed time from which a vehicle stops at the end of the queue until the vehicle departs from the stop line. This includes the time required for the vehicle to travel from the last-in-queue to the first-in-queue position. The average control delay for any particular minor movement is a function of the service rate or capacity of the approach and the degree of saturation. The LOS criteria for unsignalized intersections are summarized in Table 15-6. Table 15-6 LOS Criteria for Unsignalized Intersections LOS Average Control Delay A  10.0 seconds B  10.0 and 15.0 seconds C  15.0 and 25.0 seconds D  25.0 and 35.0 seconds E  35.0 and 50.0 seconds F  50.0 seconds Source: Transportation Research Board. Highway Capacity Manual, 2000.

The LOS thresholds for unsignalized intersections are different from those for signalized intersections. The primary reason is that drivers expect different levels of performance from different types of transportation facilities. The expectation is that a signalized intersection is designed to carry higher traffic volumes than an unsignalized intersection; hence, the corresponding control delays are higher at a signalized intersection than at an unsignalized intersection for the same LOS. In addition, certain driver behavioral considerations combine to make delays at signalized intersections less onerous than at unsignalized intersections. For

15-13 Phased Redevelopment of Governors Island example, drivers at signalized intersections are able to relax during the red interval, whereas drivers on minor approaches to unsignalized intersections must remain attentive to the task of identifying acceptable gaps and vehicle conflicts. Also, there is often much more variability in the amount of delay experienced by individual drivers at unsignalized intersections. For these reasons, the corresponding delay thresholds for unsignalized intersections are lower than those of signalized intersections. As with signalized intersections, within New York City, the midpoint of LOS D (30 seconds of delay) is generally perceived as the threshold between acceptable and unacceptable operations. Significant Impact Criteria The same sliding scale of significant delays described for signalized intersections applies for unsignalized intersections. For the minor street to trigger significant impacts, at least 90 passenger car equivalents (PCE) must be identified in the future Build condition in any peak hour. TRANSIT OPERATIONS SUBWAY STATION ELEMENTS The methodology for assessing station circulation (stairs, escalators, and passageways) and fare control (regular turnstiles, high entry/exit turnstiles, and high exit turnstiles) elements compares the user volume with the analyzed element’s design capacity, resulting in a v/c ratio. For stairs, the design capacity considers the effective width of a tread, which accounts for railings or other obstructions, the friction or counter-flow between upward and downward pedestrians (up to 10 percent capacity reduction applied to account for counter-flow friction), surging of exiting pedestrians (up to 25-percent capacity reduction applied to account for detraining surges near platforms), and the average area required for circulation. For passageways, similar considerations are made. For escalators and turnstiles, capacities are measured by the number and width of an element and the New York City Transit (NYCT) optimum capacity per element, also accounting the potential for the surging of exiting pedestrians. In the analysis for each of these elements, volumes and capacities are presented for 15-minute intervals. The estimated v/c ratio is compared with NYCT criteria to determine a level-of-service (LOS) for the operation of an element, summarized in Table 15-7. Table 15-7 LOS Criteria for Subway Station Elements LOS V/C Ratio A 0.00 to 0.45 B 0.45 to 0.70 C 0.70 to 1.00 D 1.00 to 1.33 E 1.33 to 1.67 F Above 1.67 Source: New York City Mayor's Office of Environmental Coordination, CEQR Technical Manual (May 2010).

At LOS A (“free flow”) and B (“fluid flow”), there is sufficient area to allow pedestrians to freely select their walking speed and bypass slower pedestrians. When cross and reverse flow movement exists, only minor conflicts may occur. At LOS C (“fluid, somewhat restricted”), movement is fluid although somewhat restricted. While there is sufficient room for standing

15-14 Chapter 15: Transportation without personal contact, circulation through queuing areas may require adjustments to walking speed. At LOS D (“crowded, walking speed restricted”), walking speed is restricted and reduced. Reverse and cross flow movement is severely restricted because of congestion and the difficult passage of slower moving pedestrians. At LOS E (“congested, some shuffling and queuing”) and F (“severely congested, queued”), walking speed is restricted. There is also insufficient area to bypass others, and opposing movement is difficult. Often, forward progress is achievable only through shuffling, with queues forming. Significant Impact Criteria The determination of significant impacts for station elements varies based on their type and use. For stairs and passageways, significant impacts are defined in term of width increment threshold (WIT) based on the minimum amount of additional capacity that would be required either to mitigate the location to its service conditions (LOS) under the future No Build levels, or to bring it to a v/c ratio of 1.00 (LOS C/D), whichever is greater. Significant impacts are typically considered to occur once the WITs in Table 15-8 are reached or exceeded. Table 15-8 Significant Impact Guidance for Stairs and Passageways WIT for Significant Impact (inches) No Build V/C Ratio Stairway Passageway 1.00 to 1.09 8.0 13.0 1.10 to 1.19 7.0 11.5 1.20 to 1.29 6.0 10.0 1.30 to 1.39 5.0 8.5 1.40 to 1.49 4.0 6.0 1.50 to 1.59 3.0 4.5 1.60 and up 2.0 3.0 Notes: WIT = Width Increment Threshold Sources: New York City Mayor’s Office of Environmental Coordination, CEQR Technical Manual (May 2010).

For escalators and control area elements, impacts are significant if the proposed action causes a v/c ratio to increase from below 1.00 to 1.00 or greater. Where a facility is already at or above its capacity (a v/c of 1.00 or greater) in the No Build condition, a 0.01 increase in v/c ratio is also significant. SUBWAY AND BUS LINE HAUL CAPACITIES Per the CEQR Technical Manual, line-haul capacities are evaluated when a proposed action is anticipated to generate a perceptible number of passengers on particular subway and bus routes. For subways, if, on average, a subway car for a particular route is expected to incur five or more riders from a proposed action, a review of ridership level at its maximum load point and/or other project-specific load points would be required to determine if the route’s guideline (or practical) capacity would be exceeded. NYCT operates six different types of subway cars with different seating and guideline capacities. The peak period guideline capacity of a subway car, which ranges from 110 to 175 passengers, is compared with ridership levels to determine the acceptability of conditions. Bus line-haul capacities are evaluated when a proposed action is anticipated to generate 50 or more bus passengers to a single bus line in one direction. The assessment of bus line-haul conditions involves analyzing bus routes at their peak load points and, if necessary, also their bus stops closest to the project site to identify the potential for the analyzed routes to exceed

15-15 Phased Redevelopment of Governors Island their guideline (or practical) capacities. NYCT, the Metropolitan Transportation Authority (MTA) Bus Company, and Long Island Buses operate three types of buses: standard and articulated buses, and over-the-road coaches. During peak hours, standard buses operate with up to 54 passengers per bus, articulated buses operate with up to 85 passengers per bus, and over- the-road coaches operate with up to 55 passengers per bus. The M15 SBS buses that serve the BMB study area operate with a special type of articulated buses. The guideline capacity for these buses is also 85 passengers per bus. Significant Impact Criteria For subways, projected increases from the future No Build condition within guideline capacity to a future Build condition that exceeds guideline capacity may be a significant impact. Since there are constraints on what service improvements are available to NYCT, significant line-haul capacity impacts on subway routes are generally disclosed but would usually remain unmitigated. For buses, an increase in bus load levels greater than the maximum capacity at any load point is defined as a significant adverse impact. While subject to operational and fiscal constraints, bus impacts can typically be mitigated by increasing service frequency. Therefore, mitigation of bus line-haul capacity impacts, where appropriate, would be recommended for NYCT’s approval. PEDESTRIAN OPERATIONS The adequacy of the study area’s sidewalks, crosswalks, and corner reservoir capacities in relation to the demand imposed on them is evaluated based on the methodologies presented in the 2000 Highway Capacity Manual (HCM), pursuant to procedures detailed in the CEQR Technical Manual. Sidewalks are analyzed in terms of pedestrian flow. The calculation of the average pedestrians per minute per foot (PMF) of effective walkway width is the basis for a sidewalk LOS analysis. The determination of walkway LOS is also dependent on whether the pedestrian flow being analyzed is best described as “non-platoon” or “platoon.” Non-platoon flow occurs when pedestrian volume within the peak 15-minute period is relatively uniform, whereas, platoon flow occurs when pedestrian volumes vary significantly within the peak 15-minute period. Such variation typically occurs near bus stops, subway stations, and/or where adjacent crosswalks account for much of the walkway’s pedestrian volume. Crosswalks and street corners are not easily measured in terms of free pedestrian flow, as they are influenced by the effects of traffic signals. Street corners must be able to provide sufficient space for a mix of standing pedestrians (queued to cross a street) and circulating pedestrians (crossing the street or moving around the corner). The HCM methodologies apply a measure of time and space availability based on the area of the corner, the timing of the intersection signal, and the estimated space used by circulating pedestrians. The total “time-space” available for these activities, expressed in square feet-second, is calculated by multiplying the net area of the corner (in square feet) by the signal’s cycle length. The analysis then determines the total circulation time for all pedestrian movements at the corner per signal cycle (expressed as pedestrians per second). The ratio of net time-space divided by the total pedestrian circulation volume per signal cycle provides the LOS measurement of square feet per pedestrian (SFP). Crosswalk LOS is also a function of time and space. Similar to the street corner analysis, crosswalk conditions are first expressed as a measurement of the available area (the crosswalk width multiplied by the width of the street) and the permitted crossing time. This measure is

15-16 Chapter 15: Transportation expressed in square feet-second. The average time required for a pedestrian to cross the street is calculated based on the width of the street and an assumed walking speed. The ratio of time- space available in the crosswalk to the total crosswalk pedestrian occupancy time is the LOS measurement of available square feet per pedestrian. The LOS analysis also accounts for vehicular turning movements that traverse the crosswalk. The LOS standards for sidewalks, corner reservoirs, and crosswalks are summarized in Table 15-9. The CEQR Technical Manual specifies acceptable LOS in CBD areas is mid-LOS D or better. Table 15-9 Level of Service Criteria for Pedestrian Elements Sidewalks Corner Reservoirs LOS Non-Platoon Flow Platoon Flow and Crosswalks A  5 PMF  0.5 PMF > 60 SFP B > 5 and  7 PMF > 0.5 and  3 PMF > 40 and  60 SFP C > 7 and  10 PMF > 3 and  6 PMF > 24 and  40 SFP D > 10 and  15 PMF > 6 and  11 PMF > 15 and  24 SFP E > 15 and  23 PMF > 11 and  18 PMF > 8 and  15 SFP F > 23 PMF > 18 PMF  8 SFP Notes: PMF = pedestrians per minute per foot; SFP = square feet per pedestrian. Source: New York City Mayor’s Office of Environmental Coordination, CEQR Technical Manual (May 2010).

SIGNIFICANT IMPACT CRITERIA The determination of significant pedestrian impacts considers the level of predicted deterioration in pedestrian flow or decrease in pedestrian space between the No Build and Build conditions. For different pedestrian elements, flow conditions, and area types, the CEQR procedure for impact determination corresponds with various sliding-scale formulas, as further detailed below. Sidewalks There are two sliding-scale formulas for determining significant sidewalk impacts. For non- platoon flow, the increase in average pedestrian flow rate (Y) in PMF needs to be greater or equal to 3.5 minus X divided by 8.0 (where X is the No Build pedestrian flow rate in PMF [Y  3.5 – X/8.0]) for it to be a significant impact. For platoon flow, the sliding-scale formula is Y  3.0 – X/8.0. Since deterioration in pedestrian flow within acceptable levels would not constitute a significant impact, these formulas would apply only if the Build pedestrian flow exceeds LOS C in non-CBD areas or mid-LOS D in CBD areas. Table 15-10 summarizes the sliding scale guidance provided by the CEQR Technical Manual for determining potential significant sidewalk impacts.

15-17 Phased Redevelopment of Governors Island

Table 15-10 Significant Impact Guidance for Sidewalks Non-Platoon Flow Platoon Flow Sliding Scale Formula: Sliding Scale Formula: Y  3.5 – X/8.0 Y  3.0 – X/8.0 Non-CBD Areas CBD Areas Non-CBD Areas CBD Areas No Build Build Ped. No Build Build Ped. No Build Build Ped. No Build Ped. Flow (X, Flow Incr. (Y, Ped. Flow (X, Flow Incr. (Y, Ped. Flow (X, Flow Incr. (Y, Ped. Flow (X, Build Ped. Flow PMF) PMF) PMF) PMF) PMF) PMF) PMF) Incr. (Y, PMF) 7.4 to 7.8  2.6 – – 3.4 to 3.8  2.6 – – 7.9 to 8.6  2.5 – – 3.9 to 4.6  2.5 – – 8.7 to 9.4  2.4 – – 4.7 to 5.4  2.4 – – 9.5 to 10.2  2.3 – – 5.5 to 6.2  2.3 – – 10.3 to 11.0  2.2 10.3 to 11.0  2.2 6.3 to 7.0  2.2 6.3 to 7.0  2.2 11.1 to 11.8  2.1 11.1 to 11.8  2.1 7.1 to 7.8  2.1 7.1 to 7.8  2.1 11.9 to 12.6  2.0 11.9 to 12.6  2.0 7.9 to 8.6  2.0 7.9 to 8.6  2.0 12.7 to 13.4  1.9 12.7 to 13.4  1.9 8.7 to 9.4  1.9 8.7 to 9.4  1.9 13.5 to 14.2  1.8 13.5 to 14.2  1.8 9.5 to 10.2  1.8 9.5 to 10.2  1.8 14.3 to 15.0  1.7 14.3 to 15.0  1.7 10. to 11.0  1.7 10. to 11.0  1.7 15.1 to 15.8  1.6 15.1 to 15.8  1.6 11.1 to 11.8  1.6 11.1 to 11.8  1.6 15.9 to 16.6  1.5 15.9 to 16.6  1.5 11.9 to 12.6  1.5 11.9 to 12.6  1.5 16.7 to 17.4  1.4 16.7 to 17.4  1.4 12.7 to 13.4  1.4 12.7 to 13.4  1.4 17.5 to 18.2  1.3 17.5 to 18.2  1.3 13.5 to 14.2  1.3 13.5 to 14.2  1.3 18.3 to 19.0  1.2 18.3 to 19.0  1.2 14.3 to 15.0  1.2 14.3 to 15.0  1.2 19.1 to 19.8  1.1 19.1 to 19.8  1.1 15.1 to 15.8  1.1 15.1 to 15.8  1.1 19.9 to 20.6  1.0 19.9 to 20.6  1.0 15.9 to 16.6  1.0 15.9 to 16.6  1.0 20.7 to 21.4  0.9 20.7 to 21.4  0.9 16.7 to 17.4  0.9 16.7 to 17.4  0.9 21.5 to 22.2  0.8 21.5 to 22.2  0.8 17.5 to 18.2  0.8 17.5 to 18.2  0.8 22.3 to 23.0  0.7 22.3 to 23.0  0.7 18.3 to 19.0  0.7 18.3 to 19.0  0.7 > 23.0  0.6 > 23.0  0.6 > 19.0  0.6 > 19.0  0.6 Notes: PMF = pedestrians per minute per foot; Y = increase in average pedestrian flow rate in PMF; X = No Build pedestrian flow rate in PMF. Sources: New York City Mayor’s Office of Environmental Coordination, CEQR Technical Manual (May 2010).

Corner Reservoirs and Crosswalks The determination of significant corner and crosswalk impacts is also based on a sliding scale using the following formula: Y  X/9.0 – 0.3, where Y is the decrease in pedestrian space in SFP and X is the No Build pedestrian space in SFP. Since a decrease in pedestrian space within acceptable levels would not constitute a significant impact, this formula would apply only if the Build pedestrian space falls short of LOS C in non-CBD areas or mid-LOS D in CBD areas. Table 15-11 summarizes the sliding scale guidance provided by the CEQR Technical Manual for determining potential significant corner reservoir and crosswalk impacts. PARKING CONDITIONS ASSESSMENT The parking analysis identifies the extent to which off-street parking is available and utilized under existing and future conditions. It takes into consideration anticipated changes in area parking supply and provides a comparison of parking needs versus availability to determine if a parking shortfall is likely to result from parking displacement attributable to or additional demand generated by a proposed action. Typically, this analysis encompasses a study area within ¼ mile of the project site. If the analysis concludes a shortfall in parking within the ¼- mile study area, the study area could sometimes be extended to ½ mile (reasonable for certain uses, such as amusement parks, arenas, beaches, and other recreational facilities) to identify additional parking supply.

15-18 Chapter 15: Transportation

Table 15-11 Significant Impact Guidance for Corners and Crosswalks Sliding Scale Formula: Y  X/9.0 – 0.3 Non-CBD Areas CBD Areas No Build Pedestrian Build Pedestrian Space No Build Pedestrian Build Pedestrian Space Space (X, SFP) Reduction (Y, SFP) Space (X, SFP) Reduction (Y, SFP) 25.8 to 26.6  2.6 – – 24.9 to 25.7  2.5 – – 24.0 to 24.8  2.4 – – 23.1 to 23.9  2.3 – – 22.2 to 23.0  2.2 – – 21.3 to 22.1  2.1 21.3 to 21.6  2.1 20.4 to 21.2  2.0 20.4 to 21.2  2.0 19.5 to 20.3  1.9 19.5 to 20.3  1.9 18.6 to 19.4  1.8 18.6 to 19.4  1.8 17.7 to 18.5  1.7 17.7 to 18.5  1.7 16.8 to 17.6  1.6 16.8 to 17.6  1.6 15.9 to 16.7  1.5 15.9 to 16.7  1.5 15.0 to 15.8  1.4 15.0 to 15.8  1.4 14.1 to 14.9  1.3 14.1 to 14.9  1.3 13.2 to 14.0  1.2 13.2 to 14.0  1.2 12.3 to 13.1  1.1 12.3 to 13.1  1.1 11.4 to 12.2  1.0 11.4 to 12.2  1.0 10.5 to 11.3  0.9 10.5 to 11.3  0.9 9.6 to 10.4  0.8 9.6 to 10.4  0.8 8.7 to 9.5  0.7 8.7 to 9.5  0.7 7.8 to 8.6  0.6 7.8 to 8.6  0.6 6.9 to 7.7  0.5 6.9 to 7.7  0.5 6.0 to 6.8  0.4 6.0 to 6.8  0.4 5.1 to 5.9  0.3 5.1 to 5.9  0.3 < 5.1  0.2 < 5.1  0.2 Notes: SFP = square feet per pedestrian; Y = decrease in pedestrian space in SFP; X = No Build pedestrian space in SFP. Sources: New York City Mayor’s Office of Environmental Coordination, CEQR Technical Manual (May 2010).

Outside of Manhattan, and areas in the South Bronx, Flushing, Jamaica, Long Island City/Astoria, Downtown Brooklyn, and Greenpoint/Williamsburg, a parking shortfall that exceeds more than half the available on-street and off-street parking spaces within ¼ mile of the project site may be considered significant. Additional factors, such as the availability and extent of transit in the area, proximity of the project to such transit, and patterns of automobile usage by area residents, could be considered to determine significance of the identified parking shortfall. In some cases, if there is adequate parking supply within ½ mile of the project site, the projected parking shortfall may also not necessarily be considered significant. VEHICULAR AND PEDESTRIAN SAFETY EVALUATION An evaluation of vehicular and pedestrian safety is necessary for locations within the traffic and pedestrian study areas that have been identified as high crash locations where 48 or more total reportable and non-reportable crashes or five or more pedestrian/bicyclist injury crashes occurred in any consecutive 12 months of the most recent three-year period for which data are

15-19 Phased Redevelopment of Governors Island available. For these locations, crash trends would be identified to determine whether projected vehicular and pedestrian traffic would further impact safety at these locations or whether existing unsafe conditions could adversely impact the flow of the projected new trips. The determination of potential significant safety impacts depends on the type of area where the project site is located, traffic volumes, crash types and severity, and other contributing factors. Where appropriate, measures to improve traffic and pedestrian safety should be identified and coordinated with NYCDOT. F. TRAFFIC 2011 EXISTING CONDITIONS ROADWAY NETWORK To assess the potential traffic impacts associated with the development of the project, seven key intersections near the BMB ferry portal and near the Pier 6 ferry portal were identified that would most likely be affected by the project-generated traffic (see Figures 15-15 and 15-16). The intersections are: Manhattan  Battery Place and Broadway (signalized)  Pearl Street and State Street (signalized)  Whitehall Street and Water Street (signalized)  Broad Street and Water Street (signalized)  South Street and Whitehall Street (signalized)  South Street and Broad Street (unsignalized)  South Street and Old Slip (signalized) Brooklyn  Joralemon Street and Court Street (signalized)  Joralemon Street and Furman Street (signalized)  Atlantic Avenue and Court Street (signalized)  Atlantic Avenue and Brooklyn-Queens Expressway eastbound ramps (signalized)  Atlantic Avenue and Columbia Street (signalized)  Atlantic Avenue and Furman Street (signalized)  Brooklyn-Queens Expressway westbound ramps and Columbia Street (signalized) Major roadways in the study area are discussed as follows: Manhattan  South Street is a two-way, north-south arterial, located beneath and alongside the Franklin Delano Roosevelt (FDR) Drive. It generally aligns northeast to southwest and intersects with Old Slip, Broad, and Whitehall Streets. South of Old Slip, the north and south traffic flows are separated by the FDR Drive, which transitions from the Battery Park Underpass to an elevated highway at Old Slip. The roadway varies between one and three traffic lanes in each direction with curbside parking or bus storage along certain segments.

15-20 7.6.11

ST. JAMES PL.

GREENWICH ST. WARREN ST.

MURRAY ST.

FRANKFORT ST. WEST BROADWAY PARK PL. SPRUCE ST.

PARK ROW BARCLAY ST. BEEKMAN ST.

VESEY ST. NASSAU ST. ANN ST.

FULTON ST. GOLD ST. WATER ST. BEEKMAN ST.FRONT ST. DEY ST. JOHN ST. PEARL ST.

CORTLANDT ST. MAIDEN LN.

LIBERTY ST. FLETCHER ST. ALBANY ST. CEDAR ST.

CARLISLE ST.

WILLIAM ST.

ROUTE 9A ROUTE RECTOR ST.

BROADWAY

BROAD ST.

WHITEHALL ST.

WATER ST.

EAST RIVER PEARL ST.

NOT TO SCALE Intersections Analyzed

BMB Study Area - Manhattan PROPOSED PHASED REDEVELOPMENT OF GOVERNORS ISLAND Figure 15-15 CARLISLE ST. CEDAR ST. MAIDEN LN. MANHATTAN BRIDGE

WILLIAM ST.

RECTOR ST. WATER ST. 7.6.11

PEARL ST.

BROOKLYN BRIDGE BROADWAY

RECTOR ST.

JOHN ST.

PLYMOUTH ST. JAY ST. JAY

PEARL ST. PEARL WATER ST. BRIDGE ST. BRIDGE

FRONT ST. AVE. HUDSON BRIDGE ST. ST. BROAD PEARL ST. WHITEHALL ST. OLD FULTON ST. WATER ST. YORK ST.

POPLAR ST. PROSPECT ST. MIDDAGH ST.

FURMAN ST. SANDS ST. CRANBERRY ST.

ORANGE ST. T

S EAST RIVER E NASSAU ST. FLUSHING AVE. W PINEAPPLE ST.

A

Z A

L COMMODORE

BROOKLYN-BATTERY TUNNEL P BATTERY CLARK ST. CONCORD ST. JOHN BARRY N PARK A CHAPEL ST.

MARITIME M

D A

CATHEDRAL PL. PEDESTRIAN ST.

BUILDING C BROOKLYN QUEENS EXPWY.

CADMAN PLAZA EAST PLAZA CADMAN

GOLD ST. GOLD

PRINCE ST. PRINCE DUFFIELD ST. DUFFIELD WILLOW ST. TILLARY ST. COLUMBIA HTS. PIERREPONT ST. FLATBUSH AVE EXT.

MONTAGUE ST. MONROE PL. JOHNSON ST.

GRACE CT. REMSEN ST. MYRTLE AVE. ASHLAND PL.

PIER 6

ADAMS ST. ADAMS JAY ST. JAY WILLOUGHBY ST.

WILLOW PL.

HICKS ST.

FURMAN ST. LAWRENCE ST. LAWRENCE HENRY ST.

SIDNEY PL. BRIDGE ST. BRIDGE

CLINTON ST. FULTON ST. LIVINGSTON ST.

COURT ST. DEKALB ROCKWELLAVE. PL. HUDSON AVE.

SCHERMERHORN ST.

BOERUM PL. SMITH ST. PACIFIC ST. STATE ST.

FLATBUSH AVE. AMITY ST. ATLANTIC AVE.

CONGRESS ST. PACIFIC ST.

DEAN ST. WARREN ST. IRVING ST. BERGEN ST. BALTIC ST. SEDGWICK ST. WYCKOFF ST. DEGRAW ST. KANE ST. ATLANTIC AVE. WARREN ST. HOYT ST. TIFFANY PL. SACKETT ST. CHEEVER PL. BALTIC ST. BOND ST.

STRONG PL. UNION ST. NEVINS ST. TOPKINS PL. BUTLER ST.

PRESIDENT ST.

VAN BRUNT ST. DOUGLASS ST. 3RD AVE.

CARROLL ST.

DEGRAW ST. 4TH AVE. BROOKLYN-QUEENS CONNECTING HWY. BROOKLYN HAMILTON AVE. SACKETT ST.

COLUMBIA ST. SUMMIT ST. UNION ST.

1ST PL. WOODHILL ST. PRESIDENT ST.

ATLANTIC BASIN COMMERCE ST. RAPELYE ST. 2ND PL. CARROLL ST. DELAVAN ST.

3RD PL. 2ND ST. KING ST. VERONA ST. 1ST ST. HENRY ST. SULLIVAN ST. 3RD ST. VISITATION PL. LUGUER ST. 4TH PL. CLINTON ST.

WOLCOTT ST. PIONEER ST. COURT ST. NELSON ST. 4TH ST.

DIKEMAN ST. HUNTINGTON ST. HAMILTON AVE. 5TH ST. COFFEY ST. FERRIS ST. PARK RED HOOK W. 9TH ST.

HILL ST. 6TH ST. BASIN 1ST ST. VAN BRUNT ST. COLUMBIA ST. GOWANUS EXPWY. 4TH ST. BASIN 0 2000 FEET Intersections Analyzed CONOVER ST. RICHARDS ST. SCALE

Pier 6 Study Area - Brooklyn PROPOSED PHASED REDEVELOPMENT OF GOVERNORS ISLAND Figure 15-16 Chapter 15: Transportation

 Water Street is a two-way, north-south roadway extending from Whitehall Street to the south to the Brooklyn Bridge to the north. It generally contains two traffic lanes with adjacent parking in each direction.  State Street is a two-way, east-west roadway extending from Whitehall Street to Battery Place. It generally contains two traffic lanes in each direction.  Battery Place is a two-way, east-west roadway and varies in width from one to two lanes in each direction, with curbside tour bus layover zones.  Broad Street is a two-way roadway, aligned in a general northwest to southeast direction through the study area, crosses Water Street at a signalized intersection, and terminates at a stop-controlled T-intersection at South Street. The roadway varies in width from one to two lanes in each direction, with curbside taxi stands and bus layover zones.  Whitehall Street aligns in a northwest to southeast direction. It operates one-way westbound only with two traffic lanes between Water and South Streets. Brooklyn  Atlantic Avenue is a two-way, east-west arterial extending from the Brooklyn-Queens Expressway to the west to the Van Wyck Expressway to the east. In the study area, Atlantic Avenue contains two traffic lanes with adjacent parking in each direction.  Court Street is a one-way roadway with two southbound traffic lanes and curbside parking on both sides of the street.  Joralemon Street is a one-way, westbound street extending from Courts Street to the east to Pier 6 to the west. Joralemon Street provides one travel lane and curbside parking on both sides of the street.  Furman Street is a one-way, southbound street extending from Cadman Plaza West to the north to Atlantic Avenue to the south. Furman Street provides two southbound travel lanes and runs parallel to the Brooklyn-Queens Expressway.  Columbia Street is a two-way, north-south street extending from Atlantic Avenue to the north to Gowanus Bay to the south. The roadway varies in width from one to two lanes in each direction, with curbside parking permitted in certain locations. TRAFFIC CONDITIONS Existing traffic volumes for the study area intersections are based on field counts conducted in April 2011. Inventories of roadway geometry, traffic controls, bus stops, and parking regulations/activities were also recorded to provide appropriate inputs for the operational analyses. In addition, official signal timings obtained from DOT were used in the analysis for all of the signalized intersections. Figures 15-17 to 15-22 show the existing traffic volumes for the AM, midday, and PM peak hours, which were determined, based on the collected traffic data, to take place from 8:45 to 9:45 AM, 2:00 to 3:00 PM, and 4:30 to 5:30 PM, in both Brooklyn and Manhattan. LEVELS OF SERVICE Tables 15-12 and 15-13 present the service conditions for the signalized and unsignalized intersections analyzed for the Manhattan and Brooklyn traffic study areas.

15-21 GREENWICH ST. WARREN ST.

MURRAY ST.

BATTERY PL. WEST BROADWAY FRANKFORT ST. PARK PL. SPRUCE ST. 172 PARK ROW 6.14.11 89 BARCLAY ST. BEEKMAN ST.

VESEY ST. NASSAU ST. ANN ST.

GOLD ST. FULTON ST. WATER ST. BEEKMAN ST.FRONT ST. DEY ST. JOHN ST. PEARL ST.

CORTLANDT ST. 546 MAIDEN LN.

LIBERTY ST. FLETCHER ST. ALBANY ST. CEDAR ST.

CARLISLE ST.

WILLIAM ST.

ROUTE 9A ROUTE RECTOR ST.

BROADWAY

BROAD ST.

WHITEHALL ST.

WATER ST.

589 PEARL ST.

EAST RIVER KEY MAP

STATE ST. BROAD ST. BROAD

BRIDGE ST. OLD SLIP

WHITEHALL ST. PEARL ST. 536

86 60

77 87 259 152 10 PEARL ST. 67 37 WATER ST. 274 483 59 43 478 318 145 182 175 198 157 20

5 299 12 591 105 16 184 SOUTH ST.

FDR

321

400 589

411 EAST RIVER

499

NOT TO SCALE BMB Existing (2011) Traffic Volumes Weekday AM Peak Hour PROPOSED PHASED REDEVELOPMENT OF GOVERNORS ISLAND Figure 15-17 GREENWICH ST. WARREN ST.

MURRAY ST.

BATTERY PL. WEST BROADWAY FRANKFORT ST. PARK PL. SPRUCE ST. 145 PARK ROW 6.14.11 91 BARCLAY ST. BEEKMAN ST.

VESEY ST. NASSAU ST. ANN ST.

GOLD ST. FULTON ST. WATER ST. BEEKMAN ST.FRONT ST. DEY ST. JOHN ST. PEARL ST.

CORTLANDT ST. 240 MAIDEN LN.

LIBERTY ST. FLETCHER ST. ALBANY ST. CEDAR ST.

CARLISLE ST.

WILLIAM ST.

ROUTE 9A ROUTE RECTOR ST.

BROADWAY

BROAD ST.

WHITEHALL ST.

WATER ST.

488 PEARL ST.

EAST RIVER KEY MAP

STATE ST. BROAD ST. BROAD

BRIDGE ST. OLD SLIP

WHITEHALL ST. PEARL ST. 338

107 35 121 64 258 191 12 PEARL ST. 80 38 WATER ST. 145 410 36 31 290 130 55 144 163 121 56 29

1 185 11 407 77 13 225 SOUTH ST.

FDR

320

294 443

309 EAST RIVER

454

NOT TO SCALE BMB Existing (2011) Traffic Volumes Weekday Midday Peak Hour PROPOSED PHASED REDEVELOPMENT OF GOVERNORS ISLAND Figure 15-18 GREENWICH ST. WARREN ST.

MURRAY ST.

BATTERY PL. WEST BROADWAY FRANKFORT ST. PARK PL. SPRUCE ST. 182 PARK ROW 6.14.11 73 BARCLAY ST. BEEKMAN ST.

VESEY ST. NASSAU ST. ANN ST.

GOLD ST. FULTON ST. WATER ST. BEEKMAN ST.FRONT ST. DEY ST. JOHN ST. PEARL ST.

CORTLANDT ST. 546 MAIDEN LN.

LIBERTY ST. FLETCHER ST. ALBANY ST. CEDAR ST.

CARLISLE ST.

WILLIAM ST.

ROUTE 9A ROUTE RECTOR ST.

BROADWAY

BROAD ST.

WHITEHALL ST.

WATER ST.

511 PEARL ST.

EAST RIVER KEY MAP

STATE ST. BROAD ST. BROAD

BRIDGE ST. OLD SLIP

WHITEHALL ST. PEARL ST. 280

148 26 101 81 161 336 PEARL ST. 8 84 20 WATER ST. 176 347 42 19 244 127 38 179 208 92 72 24

3 205 15 349 122 6 142 SOUTH ST.

FDR

351

295 492

251 EAST RIVER

592

NOT TO SCALE BMB Existing (2011) Traffic Volumes Weekday PM Peak Hour PROPOSED PHASED REDEVELOPMENT OF GOVERNORS ISLAND Figure 15-19 OLD FULTON ST.

POPLAR ST.

MIDDAGH ST.

CRANBERRY ST.

ORANGE ST.

PINEAPPLE ST.

MONTAGUE ST.

6.14.11 8 143 REMSEN ST.

13 6 48

JORALEMON ST.

JORALEMON ST. 125 427

Y W

P 194

X E

84 S

N 85 E

FURMAN ST. E

WILLOW PL.

U

Q

12 N

136 Y

56 L

HICKS ST.

K

O

O

ATLANTIC AVE. R B

HENRY ST. 38 16 SIDNEY PL. 24 166 STATE ST. 371 692 211 CLINTON ST. 382

13

283

0 13

193

ATLANTIC AVE. COURT ST.

264 259 80 102 151 234 87

594 82

BOERUM PL. 454 216 57 71 PACIFIC ST.

ATLANTIC AVE.

CONGRESS ST. AMITY ST.

NOT TO SCALE

Pier 6 Existing (2011) Traffic Volumes Weekday AM Peak Hour PROPOSED PHASED REDEVELOPMENT OF GOVERNORS ISLAND Figure 15-20 OLD FULTON ST.

POPLAR ST.

MIDDAGH ST.

CRANBERRY ST.

ORANGE ST.

PINEAPPLE ST.

MONTAGUE ST.

6.14.11 1 399 REMSEN ST.

11 2 30

JORALEMON ST.

JORALEMON ST. 85 425

Y W

P 153

X E

79 S

N 79 E

FURMAN ST. E

WILLOW PL.

U

Q

14 N

388 Y

38 L

HICKS ST.

K

O

O

ATLANTIC AVE. R B

HENRY ST. 44 21 SIDNEY PL. 33 132 STATE ST. 437 313 202 CLINTON ST. 445

12

252

1 25

252

ATLANTIC AVE. COURT ST.

372 474 80 144 122 205 108

495 124

BOERUM PL. 481 184 21 106 PACIFIC ST.

ATLANTIC AVE.

CONGRESS ST. AMITY ST.

NOT TO SCALE

Pier 6 Existing (2011) Traffic Volumes Weekday Midday Peak Hour PROPOSED PHASED REDEVELOPMENT OF GOVERNORS ISLAND Figure 15-21 OLD FULTON ST.

POPLAR ST.

MIDDAGH ST.

CRANBERRY ST.

ORANGE ST.

PINEAPPLE ST.

MONTAGUE ST.

6.14.11 3 714 REMSEN ST.

8 0 38

JORALEMON ST.

JORALEMON ST. 79 498

Y W

P 156

X E

45 S

N 78 E

FURMAN ST. E

WILLOW PL.

U

Q

5 N

705 Y

50 L

HICKS ST.

K

O

O

ATLANTIC AVE. R B

HENRY ST. 26 12 SIDNEY PL. 29 122 STATE ST. 556 370 178 CLINTON ST. 561

7

224

2 24

221

ATLANTIC AVE. COURT ST.

786 487 25 142 109 337 108

462 115

BOERUM PL. 517 206 43 119 PACIFIC ST.

ATLANTIC AVE.

CONGRESS ST. AMITY ST.

NOT TO SCALE

Pier 6 Existing (2011) Traffic Volumes Weekday PM Peak Hour PROPOSED PHASED REDEVELOPMENT OF GOVERNORS ISLAND Figure 15-22 Phased Redevelopment of Governors Island

Table 15-12 2011 Existing Conditions Level of Service Analysis Manhattan Intersections AM Peak Hour Midday Peak Hour PM Peak Hour Intersection/ Lane V/C Delay Lane V/C Delay Lane V/C Delay LOS LOS LOS Approach Group Ratio (spv) Group Ratio (spv) Group Ratio (spv) Battery Place and Broadway Eastbound T 0.64 28.8 C T 0.29 23.0 C T 0.31 25.3 C Westbound T 0.71 30.9 C T 0.54 26.5 C T 0.73 34.3 C T 0.21 25.3 C T 0.22 25.4 C T 0.15 22.3 C Southbound R 0.52 31.9 C R 0.44 29.9 C R 0.50 29.0 C Intersection 29.9 C Intersection 26.0 C Intersection 30.4 C Pearl Street and State Street L 0.17 21.4 C L 0.18 21.4 C L 0.19 21.6 C Westbound R 0.42 25.6 C R 0.47 26.6 C R 0.39 24.9 C Northbound T 0.32 11.8 B T 0.29 11.5 B T 0.26 11.3 B Southbound T 0.41 12.9 B T 0.30 11.7 B T 0.21 10.9 B Intersection 14.7 B Intersection 14.9 B Intersection 14.5 B Whitehall Street and Water Street Eastbound LT 0.64 26.0 C LT 0.45 22.4 C LT 0.39 21.5 C Westbound TR 0.67 30.0 C TR 0.40 22.7 C TR 0.50 25.0 C L 0.64 38.7 D L 0.80 49.0 D L 0.40 31.6 C Northbound TR 0.39 31.3 C TR 0.30 29.7 C TR 0.34 30.3 C Intersection 29.6 C Intersection 30.2 C Intersection 25.3 C Broad Street and Water Street Eastbound LTR 0.71 19.0 B LTR 0.50 14.6 B LTR 0.59 16.6 B Westbound LTR 0.78 26.5 C LTR 0.36 13.3 B LTR 0.50 15.9 B LT 0.41 24.5 C LTR 0.82 44.0 D LTR 0.87 50.2 D Northbound R 0.77 45.2 D ------Southbound LTR 0.65 35.3 D LTR 0.65 33.6 C LTR 0.66 34.7 C Intersection 26.1 C Intersection 25.2 C Intersection 27.4 C South Street and Whitehall Street Westbound R 0.19 0.2 A R 0.14 0.1 A R 0.12 0.1 A Intersection 0.2 A Intersection 0.1 A Intersection 0.1 A South Street and Broad Street (unsignalized) Southbound R 0.52 16.4 C R 0.45 12.5 B R 0.49 14.1 B South Street and Old Slip Westbound TR 0.85 46.0 D TR 0.81 42.0 D TR 0.82 41.7 D L 0.35 25.2 C L 0.14 22.2 C L 0.15 22.3 C Northbound TR 0.96 61.0 E TR 0.42 26.4 C TR 0.32 24.6 C Southbound R 0.24 23.6 C R 0.31 24.8 C R 0.40 26.5 C Intersection 47.5 D Intersection 32.8 C Intersection 32.8 C Note: L: Left Turn; T: Through; R: Right Turn; LOS: Level of Service.

15-22 Chapter 15: Transportation

Table 15-13 2011 Existing Conditions Level of Service Analysis Brooklyn Intersections AM Peak Hour Midday Peak Hour PM Peak Hour Intersection/ Lane V/C Delay Lane V/C Delay Lane V/C Delay LOS LOS LOS Approach Group Ratio (spv) Group Ratio (spv) Group Ratio (spv) Joralemon Street and Court Street Westbound TL 0.64 46.7 D TL 0.56 31.1 C TL 0.44 39.2 D Southbound TR 0.45 12.8 B TR 0.41 12.4 B TR 0.40 12.1 B Intersection 20.6 C Intersection 17.3 B Intersection 16.5 B Joralemon Street and Furman Street Eastbound R 0.06 26.5 C R 0.05 26.4 C R 0.03 26.1 C Westbound LT 0.19 28.1 C LT 0.12 27.1 C LT 0.13 27.4 C Southbound TR 0.09 6.1 A TR 0.25 7.1 A TR 0.39 8.1 A Intersection 12.9 B Intersection 9.0 A Intersection 9.3 A Atlantic Avenue and Court Street Eastbound TR 0.36 29.0 C TR 0.68 27.1 C TR 0.64 34.1 C L 0.27 13.6 B L 0.40 13.7 B L 0.46 20.3 C Westbound T 0.72 26.7 C T 0.83 30.4 C T 0.90 46.2 D Southbound LTR 0.74 44.6 D LTR 0.88 47.3 D LTR 0.84 44.9 D Intersection 31.8 C Intersection 32.9 C Intersection 40.2 D Atlantic Avenue and BQE Eastbound Ramps Eastbound T 0.15 10.3 B T 0.15 9.4 A T 0.11 10.0 A T 0.25 11.2 B T 0.29 10.6 B T 0.34 12.1 B Westbound R 0.70 21.8 C R 0.48 14.1 B R 0.52 16.1 B Northbound L 0.03 29.1 C L 0.06 21.3 C L 0.06 29.5 C Intersection 15.7 B Intersection 11.7 B Intersection 13.4 B Atlantic Avenue and Columbia Street Eastbound T 0.13 13.9 B T 0.10 7.5 A T 0.10 13.5 B L 0.44 19.1 B L 0.42 11.3 B L 0.57 22.2 C Westbound LT 0.34 16.9 B LT 0.33 9.8 A LT 0.43 18.5 B LR 0.31 27.9 C LR 0.37 28.6 C LR 0.22 26.4 C Northbound R 0.36 28.8 C R 0.42 29.6 C R 0.26 27.1 C Intersection 21.6 C Intersection 16.8 B Intersection 21.5 C Atlantic Avenue and Furman Street Eastbound T 0.08 13.3 B T 0.08 7.3 A T 0.05 13.0 B Westbound T 0.04 13.0 B T 0.04 7.1 A T 0.04 12.9 B Southbound LT 0.21 25.9 C LT 0.64 32.2 C LT 0.75 37.2 D Intersection 21.8 C Intersection 27.3 C Intersection 35.0 D Atlantic Avenue and Furman Street Channelized Southbound Right-turn (unsignalized) Southbound R 0.01 8.7 A R 0.02 8.7 A R 0.01 8.8 A BQE Ramps and Columbia Street Westbound L 0.36 17.2 B L 0.31 16.6 B L 0.27 16.1 B Northbound T 0.30 8.7 A T 0.23 8.2 A T 0.29 8.7 A L 0.69 19.4 B L 1.04 62.2 E L 1.04 64.9 E Southbound T 0.19 7.6 A T 0.30 8.3 A T 0.52 10.3 B Intersection 12.9 B Intersection 31.9 C Intersection 26.7 C BQE Ramps and Columbia Street Channelized Westbound Right-Turn (unsignalized) Westbound R 0.09 8.8 A R 0.10 8.9 A R 0.03 8.8 A Notes: Note: L: Left Turn; T: Through; R: Right Turn; LOS: Level of Service.

15-23 Phased Redevelopment of Governors Island

The capacity analysis indicates that most of the study area intersection approaches/lane groups operate acceptably—at mid-LOS D (delay of 45 seconds or less for signalized intersections and 30 seconds or less for unsignalized intersections) or better for the peak hours except for the following approaches/lane groups: Manhattan  Northbound left-turn at the Whitehall Street/Water Street intersection (LOS D with 49.0 seconds of delay during the midday peak hour);  Northbound right-turn at the Broad Street/Water Street intersection (LOS D with 45.2 seconds of delay during the AM peak hour);  Northbound shared left-turn/through/right-turn at the Broad Street/Water Street intersection (LOS D with 50.2 seconds of delay during the PM peak hour);  Westbound shared through/right-turn at the Old Slip/South Street intersection (LOS D with 46.0 seconds of delay during the AM peak hour); and  Northbound shared through/right-turn at the Old Slip/South Street intersection (LOS E with 61.0 seconds of delay during the AM peak hour). Brooklyn  Westbound through/left-turn at the Joralemon Street/Court Street intersection (LOS D with 46.7 seconds of delay during the AM peak hour);  Westbound through at the Atlantic Street/Court Street intersection (LOS D with 46.2 seconds of delay during the PM peak hour);  Southbound shared left-turn/through/right-turn at the Atlantic Street/Court Street intersection (LOS D with 47.3 seconds of delay during the midday peak hour); and  Southbound left-turn at the Brooklyn-Queens Expressway (BQE) Ramps and Columbia Street intersection (LOS E with 62.2 and 64.9 seconds of delay during the midday and PM peak hours, respectively). 2030 NO BUILD CONDITION The 2030 No Build condition was developed by increasing existing (2011) traffic and pedestrian levels by the expected growth in overall travel through and within the study areas. As per CEQR guidelines, an annual background growth rate of 0.25 percent was assumed for the first five years (2011 to 2016) and then 0.125 percent for the remaining years (2016 to 2030). In addition to the background growth, travel demand estimates for projects anticipated to be complete by 2030 were added to establish the future baseline traffic and pedestrian volumes. Table 15-14 summarizes the projects that were accounted for in this future 2030 baseline. As part of the Battery Maritime Building Redevelopment EAS (2008), it was recommended to reallocate green time at the South Street and Old Slip intersection during the PM peak hour. This signal timing change is incorporated into the 2030 No Build PM peak hour traffic analysis. There were also several other improvements recommended as part of the Brooklyn Bridge Park Project FEIS (2005) and as part of on-going efforts by NYCDOT on the Atlantic Avenue corridor. However, since the timing and specific changes associated with these improvements have not been fully defined, the No Build analyses presented below conservatively did not account for the implementation of these improvements.

15-24 Chapter 15: Transportation

Table 15-14 No Build Projects Project/Location Description Transportation Assumptions Manhattan Project Trips from Redevelopment 8,000 sf of restaurants, visitor Pier A of Pier A and Contiguous Upland center, event venue Area EAF (May 2008) Project trips from PS/IS 276 IM Battery Park City School 397 students EAS (May 2008) 37,900 sf of restaurant, retail, great Project trips from Battery Maritime Battery Maritime Building hall, museum space; 146 hotel Building Redevelopment EAS rooms (January 2008) East River Waterfront Project trips from East River Open Space Esplanade Waterfront Esplanade and Piers 10 Battery Place 3,000 sf commercial Included in background growth rate Brooklyn Open space; 1,210 dwelling units; 151,200 sf of commercial; 225 Project trips from Brooklyn Bridge Brooklyn Bridge Park room hotel; 8,600 sf restaurant, Park FEIS (December 2005) 30,000 sf meeting space Project trips developed based on 262 Pacific Street 32,000 sf community facility project description 101/103 Boerum Place 5,200 sf residential (2 units) Included in background growth rate 288 / 292A / 292 / 294 / 294A / 30,350 sf residential (11 units) Included in background growth rate 296 / 296A / 298 Sackett Street 138 Sackett Street 8,500 sf residential (8 units) Included in background growth rate 213 Columbia Street 12,000 sf residential (6 units) Included in background growth rate

TRAFFIC OPERATIONS The 2030 No Build traffic volumes are shown in Figures 15-23 to 15-28 for the AM, midday, and PM peak hours at the BMB and Pier 6 ferry portals. Tables 15-15 and 15-16 present the No Build conditions for intersections in Manhattan and Brooklyn, respectively. Based on the analysis results, the majority of the approaches/lane-groups would operate at the same LOS as in the existing conditions with the following notable exceptions: Manhattan  Northbound left-turn/through/right-turn at the Broad Street/Water Street intersection would deteriorate to LOS D with 47.7 seconds of delay and LOS E with 55.6 seconds of delay during the midday and PM peak hour, respectively; and  Westbound through/right-turn at the Old Slip/South Street intersection would deteriorate to LOS D with 53.2 seconds of delay during the midday peak hour.

15-25 GREENWICH ST. WARREN ST.

MURRAY ST.

BATTERY PL. WEST BROADWAY FRANKFORT ST. PARK PL.

7.6.11 SPRUCE ST. 177 PARK ROW 92 BARCLAY ST. BEEKMAN ST.

VESEY ST. NASSAU ST. ANN ST.

GOLD ST. FULTON ST. WATER ST. BEEKMAN ST.FRONT ST. DEY ST. JOHN ST. PEARL ST.

CORTLANDT ST. 601 MAIDEN LN.

LIBERTY ST. FLETCHER ST. ALBANY ST. CEDAR ST.

CARLISLE ST.

WILLIAM ST.

ROUTE 9A ROUTE RECTOR ST.

BROADWAY

BROAD ST.

WHITEHALL ST.

WATER ST.

652 PEARL ST.

EAST RIVER KEY MAP

STATE ST. BROAD ST. BROAD

BRIDGE ST. OLD SLIP

WHITEHALL ST. PEARL ST. 591

90 62

79 92 279 157 10 PEARL ST. 69 38 WATER ST. 315 542 61 44 525 335 151 187 188 204 163 21

5 341 12 648 110 16 202 SOUTH ST.

FDR

341

412 621

437 EAST RIVER

524

NOT TO SCALE BMB No Build (2030) Traffic Volumes Weekday AM Peak Hour PROPOSED PHASED REDEVELOPMENT OF GOVERNORS ISLAND Figure 15-23 GREENWICH ST. WARREN ST.

MURRAY ST.

BATTERY PL. WEST BROADWAY FRANKFORT ST. PARK PL.

7.6.11 SPRUCE ST. 153 PARK ROW 94 BARCLAY ST. BEEKMAN ST.

VESEY ST. NASSAU ST. ANN ST.

GOLD ST. FULTON ST. WATER ST. BEEKMAN ST.FRONT ST. DEY ST. JOHN ST. PEARL ST.

CORTLANDT ST. 257 MAIDEN LN.

LIBERTY ST. FLETCHER ST. ALBANY ST. CEDAR ST.

CARLISLE ST.

WILLIAM ST.

ROUTE 9A ROUTE RECTOR ST.

BROADWAY

BROAD ST.

WHITEHALL ST.

WATER ST.

512 PEARL ST.

EAST RIVER KEY MAP

STATE ST. BROAD ST. BROAD

BRIDGE ST. OLD SLIP

WHITEHALL ST. PEARL ST. 358

112 36 129 66 276 197 12 PEARL ST. 82 39 WATER ST. 151 432 37 32 304 142 60 148 179 125 62 30

1 192 11 429 86 13 240 SOUTH ST.

FDR

345

303 472

334 EAST RIVER

483

NOT TO SCALE BMB No Build (2030) Traffic Volumes Weekday Midday Peak Hour PROPOSED PHASED REDEVELOPMENT OF GOVERNORS ISLAND Figure 15-24 BMB No Build (2030) Tra c Volumes

GREENWICH ST. WARREN ST.

MURRAY ST.

BATTERY PL. WEST BROADWAY FRANKFORT ST. PARK PL.

7.6.11 SPRUCE ST. 189 PARK ROW 75 BARCLAY ST. BEEKMAN ST.

VESEY ST. NASSAU ST. ANN ST.

GOLD ST. FULTON ST. WATER ST. BEEKMAN ST.FRONT ST. DEY ST. JOHN ST. PEARL ST.

CORTLANDT ST. 601 MAIDEN LN.

LIBERTY ST. FLETCHER ST. ALBANY ST. CEDAR ST.

CARLISLE ST.

WILLIAM ST.

ROUTE 9A ROUTE RECTOR ST.

BROADWAY

BROAD ST.

WHITEHALL ST.

WATER ST.

569 PEARL ST.

EAST RIVER KEY MAP

STATE ST. BROAD ST. BROAD

BRIDGE ST. OLD SLIP

WHITEHALL ST. PEARL ST. 337

154 27 108 83 166 358 PEARL ST. 8 87 21 WATER ST. 214 400 43 20 287 146 43 184 231 95 78 25

3 244 15 408 130 6 156 SOUTH ST.

FDR

383

304 525

275 EAST RIVER

633

NOT TO SCALE BMB No Build (2030) Traffic Volumes Weekday PM Peak Hour PROPOSED PHASED REDEVELOPMENT OF GOVERNORS ISLAND Figure 15-25 OLD FULTON ST.

POPLAR ST.

MIDDAGH ST.

CRANBERRY ST.

ORANGE ST.

PINEAPPLE ST.

MONTAGUE ST. 7.6.11

47 190 REMSEN ST.

53 6 49

JORALEMON ST.

JORALEMON ST. 129 440

Y W

P 200

X E

88 S

N 88 E

FURMAN ST. E

WILLOW PL.

U

Q

12 N

154 Y

126 L

HICKS ST.

K

O

O

ATLANTIC AVE. R B

HENRY ST. 61 21 SIDNEY PL. 54 199 STATE ST. 395 713 300 CLINTON ST. 425

25

312

0 24

202

ATLANTIC AVE. COURT ST.

287 283 91 105 156 241 90

645 90

BOERUM PL. 482 246 59 73 PACIFIC ST.

ATLANTIC AVE.

CONGRESS ST. AMITY ST.

NOT TO SCALE

Pier 6 No Build (2030) Traffic Volumes Weekday AM Peak Hour PROPOSED PHASED REDEVELOPMENT OF GOVERNORS ISLAND Figure 15-26 OLD FULTON ST.

POPLAR ST.

MIDDAGH ST.

CRANBERRY ST.

ORANGE ST.

PINEAPPLE ST.

MONTAGUE ST. 7.6.11

102 519 REMSEN ST.

113 2 31

JORALEMON ST.

JORALEMON ST. 88 439

Y W

P 158

X E

83 S

N 81 E

FURMAN ST. E

WILLOW PL.

U

Q

14 N

435 Y

214 L

HICKS ST.

K

O

O

ATLANTIC AVE. R B

HENRY ST. 102 34 SIDNEY PL. 108 209 483 STATE ST. 323 419 CLINTON ST. 537

42

312

1 54

268

ATLANTIC AVE. COURT ST.

420 532 103 148 126 211 111

594 144

BOERUM PL. 531 251 22 109 PACIFIC ST.

ATLANTIC AVE.

CONGRESS ST. AMITY ST.

NOT TO SCALE

Pier 6 No Build (2030) Traffic Volumes Weekday Midday Peak Hour PROPOSED PHASED REDEVELOPMENT OF GOVERNORS ISLAND Figure 15-27 OLD FULTON ST.

POPLAR ST.

MIDDAGH ST.

CRANBERRY ST.

ORANGE ST.

PINEAPPLE ST.

MONTAGUE ST. 7.6.11

106 795 REMSEN ST.

110 0 39

JORALEMON ST.

JORALEMON ST. 81 513

Y W

P 161

X E

46 S

N 80 E

FURMAN ST. E

WILLOW PL.

U

Q

5 N

741 Y

198 L

HICKS ST.

K

O

O

ATLANTIC AVE. R B

HENRY ST. 84 19 SIDNEY PL. 99 201 613 STATE ST. 342 382 CLINTON ST. 657

29

261

2 55

236

ATLANTIC AVE. COURT ST.

832 541 40 146 112 347 111

553 130

BOERUM PL. 567 250 44 123 PACIFIC ST.

ATLANTIC AVE.

CONGRESS ST. AMITY ST.

NOT TO SCALE

Pier 6 No Build (2030) Traffic Volumes Weekday PM Peak Hour PROPOSED PHASED REDEVELOPMENT OF GOVERNORS ISLAND Figure 15-28 Phased Redevelopment of Governors Island

Table 15-15 2030 No Build Level of Service Analysis Manhattan Intersections AM Peak Hour Midday Peak Hour PM Peak Hour Intersection/ Lane V/C Delay Lane V/C Delay Lane V/C Delay Approach Group Ratio (spv) LOS Group Ratio (spv) LOS Group Ratio (spv) LOS Battery Place and Broadway Eastbound T 0.71 30.7 C T 0.31 23.2 C T 0.38 26.2 C Westbound T 0.79 34.0 C T 0.57 27.1 C T 0.82 38.4 D T 0.22 25.4 C T 0.22 25.4 C T 0.16 22.4 C Southbound R 0.53 32.3 C R 0.46 30.4 C R 0.52 29.5 C Intersection 32.0 C Intersection 26.4 C Intersection 32.8 C Pearl Street and State Street L 0.18 21.4 C L 0.18 21.4 C L 0.20 21.7 C Westbound R 0.44 25.9 C R 0.49 26.9 C R 0.40 25.1 C Northbound T 0.36 12.2 B T 0.30 11.6 B T 0.30 11.7 B Southbound T 0.46 13.5 B T 0.31 11.8 B T 0.25 11.2 B Intersection 15.0 B Intersection 15.0 B Intersection 14.5 B Whitehall Street and Water Street Eastbound LT 0.70 27.6 C LT 0.47 22.8 C LT 0.45 22.3 C Westbound TR 0.76 34.5 C TR 0.41 22.9 C TR 0.59 27.5 C L 0.70 41.5 D L 0.85 54.6 D L 0.44 32.4 C Northbound TR 0.40 31.6 C TR 0.33 30.2 C TR 0.36 30.7 C Intersection 32.0 C Intersection 32.0 C Intersection 26.4 C Broad Street and Water Street Eastbound LTR 0.77 21.3 C LTR 0.55 15.4 B LTR 0.68 18.7 B Westbound LTR 0.89 36.9 D LTR 0.38 13.6 B LTR 0.57 17.6 B LT 0.42 24.8 C LTR 0.86 47.7 D LTR 0.91 55.6 E Northbound R 0.80 48.6 D ------Southbound LTR 0.68 37.6 C LTR 0.70 35.7 D LTR 0.70 37.0 D Intersection 30.1 C Intersection 26.8 C Intersection 29.4 C South Street and Whitehall Street Westbound R 0.20 0.2 A R 0.15 0.1 A R 0.13 0.1 A Intersection 0.2 A Intersection 0.1 A Intersection 0.1 A South Street and Broad Street (unsignalized) Southbound R 0.61 19.8 C R 0.59 16.9 C R 0.61 18.3 C South Street and Old Slip Westbound TR 0.90 53.2 D TR 0.86 47.2 D TR 0.82 39.7 D L 0.36 25.4 C L 0.15 22.4 C L 0.17 24.0 C Northbound TR 1.01 73.1 E TR 0.46 27.2 C TR 0.39 27.3 C Southbound R 0.25 23.8 C R 0.32 25.0 C R 0.45 29.1 C Intersection 55.2 E Intersection 35.4 D Intersection 33.1 D Note: L: Left Turn; T: Through; R: Right Turn; LOS: Level of Service.

15-26 Chapter 15: Transportation

Table 15-16 2030 No Build Level of Service Analysis Brooklyn Intersections AM Peak Hour Midday Peak Hour PM Peak Hour Intersection/ Lane V/C Delay Lane V/C Delay Lane V/C Delay Approach Group Ratio (spv) LOS Group Ratio (spv) LOS Group Ratio (spv) LOS Joralemon Street and Court Street Westbound LT 0.67 48.2 D LT 0.59 31.9 C LT 0.46 39.9 D Southbound TR 0.47 13.0 B TR 0.43 12.6 B TR 0.42 12.2 B Intersection 21.2 C Intersection 17.6 B Intersection 16.8 B Joralemon Street and Furman Street Eastbound R 0.32 32.0 C R 0.82 65.8 E R 0.80 64.0 E Westbound LT 0.24 29.5 C LT 0.19 29.9 C LT 0.23 30.0 C Southbound TR 0.14 6.4 A TR 0.42 8.5 A TR 0.51 9.5 A Intersection 14.2 B Intersection 17.8 B Intersection 16.2 B Atlantic Avenue and Court Street Eastbound TR 0.69 30.9 C TR 0.83 33.5 C TR 0.78 39.4 D L 0.30 14.7 B L 0.49 17.3 B L 0.57 25.6 C Westbound T 0.76 29.0 C T 0.91 39.3 D T 0.99 63.1 E Southbound LTR 0.76 45.9 D LTR 0.91 50.6 D LTR 0.87 47.5 D Intersection 33.5 C Intersection 38.7 D Intersection 47.9 D Atlantic Avenue and BQE Eastbound Ramps Eastbound T 0.22 10.9 B T 0.31 10.8 B T 0.20 10.8 B T 0.28 11.5 B T 0.35 11.2 B T 0.39 12.8 B Westbound R 0.74 23.3 C R 0.50 14.3 B R 0.54 16.5 B Northbound L 0.06 29.5 C L 0.13 22.1 C L 0.13 30.5 C Intersection 16.2 B Intersection 12.2 B Intersection 14.0 B Atlantic Avenue and Columbia Street Eastbound T 0.09 13.4 B T 0.40 10.2 B T 0.37 16.8 B L 0.49 20.4 C L 0.79 29.1 C L 1.05 89.8 F Westbound LT 0.41 18.0 B LT 0.68 18.8 B LT 0.87 43.4 D LR 0.36 28.9 C LR 0.52 31.8 C LR 0.30 27.6 C Northbound R 0.39 29.6 C R 0.52 32.0 C R 0.30 27.9 C Intersection 22.9 C Intersection 22.5 C Intersection 44.7 D Atlantic Avenue and Furman Street Eastbound T 0.12 13.7 B T 0.13 7.7 A T 0.13 13.9 B Westbound T 0.09 13.5 B T 0.15 7.8 A T 0.13 13.8 B Southbound LT 0.31 27.2 C LT 0.98 59.2 E LT 0.94 52.3 D Intersection 22.3 C Intersection 45.7 D Intersection 44.7 D Atlantic Avenue and Furman Street Channelized Southbound Right-turn (unsignalized) Southbound R 0.02 10.1 B R 0.04 14.8 B R 0.01 12.5 B BQE Ramps and Columbia Street Westbound L 0.37 17.4 B L 0.32 16.8 B L 0.27 16.1 B Northbound T 0.34 9.1 A T 0.32 8.9 A T 0.35 9.3 A L 0.80 26.8 C L 1.17 107.0 F L 1.15 101.7 F Southbound T 0.20 7.7 A T 0.33 8.6 A T 0.55 10.7 B Intersection 15.1 B Intersection 49.9 D Intersection 38.2 D BQE Ramps and Columbia Street Channelized Westbound Right-Turn (unsignalized) Westbound R 0.11 8.9 A R 0.13 9.0 A R 0.05 8.9 A Notes: Note: L: Left Turn; T: Through; R: Right Turn; LOS: Level of Service.

15-27 Phased Redevelopment of Governors Island

Brooklyn  Eastbound right-turn at the Joralemon Street/Furman Street intersection would deteriorate to LOS E with 65.8 seconds of delay and 64.0 seconds of delay during the midday and PM peak hours, respectively;  Westbound through at the Atlantic Avenue/Court Street intersection would deteriorate to LOS E with 63.1 seconds of delay during the PM peak hour;  Southbound left-turn/through/right-turn at the Atlantic Avenue/Court Street intersection would deteriorate to LOS D with 45.9 seconds of delay and 47.5 seconds of delay during the AM and PM peak hours, respectively;  Westbound left-turn at the Atlantic Avenue/Columbia Street intersection would deteriorate to LOS F with 89.8 seconds of delay during the PM peak hour;  Southbound left-turn/through at the Atlantic Avenue/Furman Street intersection would deteriorate to LOS E with 59.2 seconds of delay and LOS D with 52.3 seconds of delay during the midday and PM peak hour, respectively; and  Southbound left-turn at the BQE Ramps/Columbia Street intersection would deteriorate to LOS F with 107.0 seconds of delay and 101.7 seconds of delay during the midday and PM peak hours, respectively. 2030 BUILD CONDITION As discussed above, Phase 1 and Later Phases-Park and Public Spaces components are not expected to generate auto trips that exceed the 50 peak hour vehicle CEQR threshold at study intersections to trigger a detailed traffic analysis. However, to establish future baseline conditions for the full development of the Proposed Project (which includes the Later Phases– Island Redevelopment) qualitative analysis, project trips generated from the Phase 1 and Later Phases-Park and Public Spaces component were assigned to the study area network and detailed traffic analyses were conducted. PROJECT VEHICLE ASSIGNMENT Project-generated traffic was assigned to the study area network based on the local travel patterns and the most likely approach paths to and from the ferry portals. Although the ¼-mile radius, off-street parking inventories for the BMB and Pier 6 portals identified numerous parking facilities, the project-generated trips were assigned to the nearest parking location for a conservative traffic analysis. In Manhattan, all auto trips traveling to the BMB was assigned to the Quik Park parking garage located on Whitehall Street between South Street and Water Street while all taxi trips were assigned to drop off in-front of the BMB building. In Brooklyn, all auto trips traveling to Pier 6 were assigned to the Quik Park parking garage located on Joralemon Street while all taxi trips were assigned to drop off at the Pier 6 entrance. The vehicle trip assignments are shown in Figures 15-1 to 15-6 for the AM, midday, and PM peak hours. TRAFFIC OPERATIONS The 2030 Build traffic volumes are shown in Figures 15-29 to 15-34 for the AM, midday, and PM peak hours. Tables 15-17 and 15-18 present a comparison of No Build and Build conditions for Manhattan and Brooklyn intersections, respectively. Based on the criteria presented in the CEQR Technical Manual and discussed previously, significant adverse impacts are identified by the “+” symbol in the analysis summary table.

15-28 GREENWICH ST. WARREN ST.

MURRAY ST.

BATTERY PL. WEST BROADWAY FRANKFORT ST. PARK PL.

7.6.11 SPRUCE ST. 177 PARK ROW 94 BARCLAY ST. BEEKMAN ST.

VESEY ST. NASSAU ST. ANN ST.

GOLD ST. FULTON ST. WATER ST. BEEKMAN ST.FRONT ST. DEY ST. JOHN ST. PEARL ST.

CORTLANDT ST. 602 MAIDEN LN.

LIBERTY ST. FLETCHER ST. ALBANY ST. CEDAR ST.

CARLISLE ST.

WILLIAM ST.

ROUTE 9A ROUTE RECTOR ST.

BROADWAY

BROAD ST.

WHITEHALL ST.

WATER ST.

653 PEARL ST.

EAST RIVER KEY MAP

STATE ST. BROAD ST. BROAD

BRIDGE ST. OLD SLIP

WHITEHALL ST. PEARL ST. 594

91 62

79 94 284 157 10 PEARL ST. 69 38 WATER ST. 315 543 61 44 526 336 151 187 191 204 164 21

5 341 12 651 111 16 203 SOUTH ST.

FDR

346

412 628

447 EAST RIVER

526

NOT TO SCALE BMB Build (2030) Traffic Volumes Weekday AM Peak Hour PROPOSED PHASED REDEVELOPMENT OF GOVERNORS ISLAND Figure 15-29 GREENWICH ST. WARREN ST.

MURRAY ST.

BATTERY PL. WEST BROADWAY FRANKFORT ST. PARK PL.

7.6.11 SPRUCE ST. 153 PARK ROW 99 BARCLAY ST. BEEKMAN ST.

VESEY ST. NASSAU ST. ANN ST.

GOLD ST. FULTON ST. WATER ST. BEEKMAN ST.FRONT ST. DEY ST. JOHN ST. PEARL ST.

CORTLANDT ST. 262 MAIDEN LN.

LIBERTY ST. FLETCHER ST. ALBANY ST. CEDAR ST.

CARLISLE ST.

WILLIAM ST.

ROUTE 9A ROUTE RECTOR ST.

BROADWAY

BROAD ST.

WHITEHALL ST.

WATER ST.

519 PEARL ST.

EAST RIVER KEY MAP

STATE ST. BROAD ST. BROAD

BRIDGE ST. OLD SLIP

WHITEHALL ST. PEARL ST. 368

116 36 136 66 290 197 12 PEARL ST. 82 39 WATER ST. 151 439 37 32 309 152 62 148 195 125 64 30

1 192 11 439 97 13 247 SOUTH ST.

FDR

368

303 492

363 EAST RIVER

497

NOT TO SCALE BMB Build (2030) Traffic Volumes Weekday Midday Peak Hour PROPOSED PHASED REDEVELOPMENT OF GOVERNORS ISLAND Figure 15-30 GREENWICH ST. WARREN ST.

MURRAY ST.

BATTERY PL. WEST BROADWAY FRANKFORT ST. PARK PL.

7.6.11 SPRUCE ST. 189 PARK ROW 79 BARCLAY ST. BEEKMAN ST.

VESEY ST. NASSAU ST. ANN ST.

GOLD ST. FULTON ST. WATER ST. BEEKMAN ST.FRONT ST. DEY ST. JOHN ST. PEARL ST.

CORTLANDT ST. 602 MAIDEN LN.

LIBERTY ST. FLETCHER ST. ALBANY ST. CEDAR ST.

CARLISLE ST.

WILLIAM ST.

ROUTE 9A ROUTE RECTOR ST.

BROADWAY

BROAD ST.

WHITEHALL ST.

WATER ST.

581 PEARL ST.

EAST RIVER KEY MAP

STATE ST. BROAD ST. BROAD

BRIDGE ST. OLD SLIP

WHITEHALL ST. PEARL ST. 344

156 27 113 83 166 367 PEARL ST. 8 87 21 WATER ST. 214 412 43 20 296 162 46 184 250 95 81 25

3 244 15 415 151 6 168 SOUTH ST.

FDR

407

304 539

291 EAST RIVER

655

NOT TO SCALE BMB Build (2030) Traffic Volumes Weekday PM Peak Hour PROPOSED PHASED REDEVELOPMENT OF GOVERNORS ISLAND Figure 15-31 OLD FULTON ST.

POPLAR ST.

MIDDAGH ST.

CRANBERRY ST.

ORANGE ST.

PINEAPPLE ST.

MONTAGUE ST. 7.6.11

49 191 REMSEN ST.

53 8 49

JORALEMON ST.

JORALEMON ST. 130 440

Y W

P 200

X E

89 S

N 88 E

FURMAN ST. E

WILLOW PL.

U

Q

13 N

154 Y

126 L

HICKS ST.

K

O

O

ATLANTIC AVE. R B

HENRY ST. 61 21 SIDNEY PL.

57 199 395 STATE ST. 300 713 427 CLINTON ST.

26

312

0 25

202

ATLANTIC AVE. COURT ST.

287 283 92 105 156 241 90

645 90

BOERUM PL. 484 246 59 73 PACIFIC ST.

ATLANTIC AVE.

CONGRESS ST. AMITY ST.

NOT TO SCALE

Pier 6 Build (2030) Traffic Volumes Weekday AM Peak Hour PROPOSED PHASED REDEVELOPMENT OF GOVERNORS ISLAND Figure 15-32 OLD FULTON ST.

POPLAR ST.

MIDDAGH ST.

CRANBERRY ST.

ORANGE ST.

PINEAPPLE ST.

MONTAGUE ST. 7.6.11

109 522 REMSEN ST.

117 9 31

JORALEMON ST.

JORALEMON ST. 91 440

Y W

P 158

X E

87 S

N 81 E

FURMAN ST. E

WILLOW PL.

U

Q

17 N

435 Y

218 L

HICKS ST.

K

O

O

ATLANTIC AVE. R B

HENRY ST. 113 36 SIDNEY PL. 116 210 483 STATE ST. 433 323 CLINTON ST. 544

45

312

1 55

268

ATLANTIC AVE. COURT ST.

421 533 105 149 126 211 111

608 144

BOERUM PL. 537 252 22 109 PACIFIC ST.

ATLANTIC AVE.

CONGRESS ST. AMITY ST.

NOT TO SCALE

Pier 6 Build (2030) Traffic Volumes Weekday Midday Peak Hour PROPOSED PHASED REDEVELOPMENT OF GOVERNORS ISLAND Figure 15-33 OLD FULTON ST.

POPLAR ST.

MIDDAGH ST.

CRANBERRY ST.

ORANGE ST.

PINEAPPLE ST.

MONTAGUE ST. 7.6.11

109 796 REMSEN ST.

118 3 39

JORALEMON ST.

JORALEMON ST. 82 514

Y W

P 161

X E

48 S

N 80 E

FURMAN ST. E

WILLOW PL.

U

Q

6 N

741 Y

206 L

HICKS ST.

K

O

O

ATLANTIC AVE. R B

HENRY ST. 104 22 SIDNEY PL.

104 203 613 STATE ST. 368 382 CLINTON ST. 661

31

261

2 56

236

ATLANTIC AVE. COURT ST.

833 543 41 147 112 347 111

579 130

BOERUM PL. 570 251 44 123 PACIFIC ST.

ATLANTIC AVE.

CONGRESS ST. AMITY ST.

NOT TO SCALE

Pier 6 Build (2030) Traffic Volumes Weekday PM Peak Hour PROPOSED PHASED REDEVELOPMENT OF GOVERNORS ISLAND Figure 15-34 Chapter 15: Transportation

Table 15-17 2030 No Build and Build Level of Service Analysis Manhattan Intersections AM Peak Hour Midday Peak Hour PM Peak Hour No Build Build No Build Build No Build Build Intersection/ Lane V/C Delay Lane V/C Delay Lane V/C Delay Lane V/C Delay Lane V/C Delay Lane V/C Delay Approach Group Ratio (spv) LOS Group Ratio (spv) LOS Group Ratio (spv) LOS Group Ratio (spv) LOS Group Ratio (spv) LOS Group Ratio (spv) LOS Battery Place and Broadway Eastbound T 0.71 30.7 C T 0.71 30.7 C T 0.31 23.2 C T 0.32 23.3 C T 0.38 26.2 C T 0.39 26.3 C Westbound T 0.79 34.0 C T 0.79 34.1 C T 0.57 27.1 C T 0.58 27.2 C T 0.82 38.4 D T 0.83 39.5 D T 0.22 25.4 C T 0.23 25.4 C T 0.22 25.4 C T 0.24 25.6 C T 0.16 22.4 C T 0.16 22.5 C Southbound R 0.53 32.3 C R 0.53 32.3 C R 0.46 30.4 C R 0.46 30.4 C R 0.52 29.5 C R 0.52 29.5 C Intersection 32.0 C Intersection 32.0 C Intersection 26.4 C Intersection 26.5 C Intersection 32.8 C Intersection 33.4 C Pearl Street and State Street L 0.18 21.4 C L 0.18 21.4 C L 0.18 21.4 C L 0.18 21.4 C L 0.20 21.7 C L 0.20 21.7 C Westbound R 0.44 25.9 C R 0.44 25.9 C R 0.49 26.9 C R 0.49 26.9 C R 0.40 25.1 C R 0.40 25.1 C Northbound T 0.36 12.2 B T 0.36 12.2 B T 0.30 11.6 B T 0.31 11.7 B T 0.30 11.7 B T 0.31 11.8 B Southbound T 0.46 13.5 B T 0.46 13.5 B T 0.31 11.8 B T 0.32 11.9 B T 0.25 11.2 B T 0.26 11.3 B Intersection 15.0 B Intersection 15.0 B Intersection 15.0 B Intersection 15.0 B Intersection 14.5 B Intersection 14.5 B Whitehall Street and Water Street Eastbound LT 0.70 27.6 C LT 0.70 27.7 C LT 0.47 22.8 C LT 0.48 23.0 C LT 0.45 22.3 C LT 0.45 22.4 C Westbound TR 0.76 34.5 C TR 0.76 34.5 C TR 0.41 22.9 C TR 0.41 22.9 C TR 0.59 27.5 C TR 0.59 27.5 C L 0.70 41.5 D L 0.70 41.8 D L 0.85 54.6 D L 0.88 57.9 E L 0.44 32.4 C L 0.47 33.2 C Northbound TR 0.40 31.6 C TR 0.41 31.7 C TR 0.33 30.2 C TR 0.36 30.9 C TR 0.36 30.7 C TR 0.42 31.8 C Intersection 32.0 C Intersection 32.1 C Intersection 32.0 C Intersection 33.1 C Intersection 26.4 C Intersection 26.9 C Broad Street and Water Street Eastbound LTR 0.77 21.3 C LTR 0.78 21.6 C LTR 0.55 15.4 B LTR 0.58 16.1 B LTR 0.68 18.7 B LTR 0.72 20.3 C Westbound LTR 0.89 36.9 D LTR 0.89 37.3 D LTR 0.38 13.6 B LTR 0.39 13.6 B LTR 0.57 17.6 B LTR 0.58 17.8 B LT 0.42 24.8 C LT 0.42 24.8 C LTR 0.86 47.7 D LTR 0.86 48.6 D LTR 0.91 55.6 E LTR 0.91 57.0 E Northbound R 0.80 48.6 D R 0.80 48.6 D ------Southbound LTR 0.68 37.6 C LTR 0.68 37.6 C LTR 0.70 35.7 D LTR 0.71 36.7 D LTR 0.70 37.0 D LTR 0.71 37.6 D Intersection 30.1 C Intersection 30.3 C Intersection 26.8 C Intersection 27.4 C Intersection 29.4 C Intersection 30.3 C South Street and Whitehall Street Westbound R 0.20 0.2 A R 0.21 0.2 A R 0.15 0.1 A R 0.16 0.1 A R 0.13 0.1 A R 0.13 0.1 A Intersection 0.2 A Intersection 0.2 A Intersection 0.1 A Intersection 0.1 A Intersection 0.1 A Intersection 0.1 A South Street and Broad Street (unsignalized) Southbound R 0.61 19.8 C R 0.64 21.6 C R 0.59 16.9 C R 0.74 26.0 D R 0.61 18.3 C R 0.76 28.4 D South Street and Old Slip Westbound TR 0.90 53.2 D TR 0.91 55.1 E TR 0.86 47.2 D TR 0.91 53.8 D + TR 0.82 39.7 D TR 0.84 41.8 D L 0.36 25.4 C L 0.37 25.5 C L 0.15 22.4 C L 0.16 22.4 C L 0.17 24.0 C L 0.18 24.1 C Northbound TR 1.01 73.1 E TR 1.02 74.1 E TR 0.46 27.2 C TR 0.49 27.8 C TR 0.39 27.3 C TR 0.43 28.0 C Southbound R 0.25 23.8 C R 0.25 23.9 C R 0.32 25.0 C R 0.33 25.3 C R 0.45 29.1 C R 0.46 29.2 C Intersection 55.2 E Intersection 56.2 E Intersection 35.4 D Intersection 38.6 D Intersection 33.1 D Intersection 34.1 D Note: L: Left Turn; T: Through; R: Right Turn; LOS: Level of Service. e+ implies a significant adverse impact

15-29 Phased Redevelopment of Governors Island

Table 15-18 2030 No Build and Build Level of Service Analysis Brooklyn Intersections AM Peak Hour Midday Peak Hour PM Peak Hour No Build Build No Build Build No Build Build Intersection/ Lane V/C Delay Lane V/C Delay Lane V/C Delay Lane V/C Delay Lane V/C Delay Lane V/C Delay Approach Group Ratio (spv) LOS Group Ratio (spv) LOS Group Ratio (spv) LOS Group Ratio (spv) LOS Group Ratio (spv) LOS Group Ratio (spv) LOS Joralemon Street and Court Street Westbound LT 0.67 48.2 D LT 0.67 48.4 D LT 0.59 31.9 C LT 0.60 32.4 C LT 0.46 40.0 D LT 0.47 40.2 D Southbound TR 0.47 13.0 B TR 0.47 13.0 B TR 0.43 12.6 B TR 0.43 12.7 B TR 0.42 12.2 B TR 0.42 12.2 B Intersection 21.2 C Intersection 21.2 C Intersection 17.6 B Intersection 17.9 B Intersection 16.8 B Intersection 16.9 B Joralemon Street and Furman Street Eastbound R 0.32 32.0 C R 0.32 32.1 C R 0.82 65.8 E R 0.87 74.3 E R 0.80 64.0 E R 0.87 77.0 E + Westbound LT 0.24 29.5 C LT 0.25 29.6 C LT 0.19 29.9 C LT 0.20 28.9 C LT 0.23 30.0 C LT 0.24 30.0 C Southbound TR 0.14 6.4 A TR 0.14 6.4 A TR 0.42 8.5 A TR 0.43 8.6 A TR 0.51 9.5 A TR 0.52 9.5 A Intersection 14.2 B Intersection 14.3 B Intersection 17.8 B Intersection 19.3 B Intersection 16.2 B Intersection 18.1 B Atlantic Avenue and Court Street Eastbound TR 0.69 30.9 C TR 0.69 30.9 C TR 0.83 33.5 C TR 0.84 34.4 C TR 0.78 39.4 D TR 0.81 41.0 D L 0.30 14.7 B L 0.30 14.7 B L 0.49 17.3 B L 0.50 17.8 B L 0.57 25.6 C L 0.60 27.0 C Westbound T 0.76 29.0 C T 0.77 29.2 C T 0.91 39.3 D T 0.92 40.9 D T 0.99 63.1 E T 1.00 64.7 E Southbound LTR 0.76 45.9 D LTR 0.76 45.9 D LTR 0.91 50.6 D LTR 0.91 51.1 D LTR 0.87 47.5 D LTR 0.87 47.7 D Intersection 33.5 C Intersection 33.6 C Intersection 38.7 D Intersection 39.6 D Intersection 47.9 D Intersection 49.0 D Atlantic Avenue and BQE Eastbound Ramps Eastbound T 0.22 10.9 B T 0.22 10.9 B T 0.31 10.8 B T 0.32 10.9 B T 0.20 10.8 B T 0.22 10.9 B T 0.28 11.5 B T 0.28 11.5 B T 0.35 11.2 B T 0.36 11.2 B T 0.39 12.8 B T 0.40 12.8 B Westbound R 0.74 23.3 C R 0.74 23.3 C R 0.50 14.3 B R 0.50 14.3 B R 0.54 16.5 B R 0.54 16.5 B Northbound L 0.06 29.5 C L 0.07 29.6 C L 0.13 22.1 C L 0.13 22.1 C L 0.13 30.5 C L 0.13 30.5 C Intersection 16.2 B Intersection 16.2 B Intersection 12.2 B Intersection 12.3 B Intersection 14.0 B Intersection 14.0 B Atlantic Avenue and Columbia Street Eastbound T 0.09 13.4 B T 0.09 13.4 B T 0.40 10.2 B T 0.42 10.5 B T 0.37 16.8 B T 0.40 17.4 B L 0.49 20.4 C L 0.50 20.9 C L 0.79 29.1 C L 0.87 40.8 D L 1.05 89.8 F L 1.20 145.4 F Westbound LT 0.41 18.0 B LT 0.42 18.3 B LT 0.68 18.8 B LT 0.74 22.2 C LT 0.87 43.4 D LT 0.97 64.7 E LR 0.36 28.9 C LR 0.36 28.9 C LR 0.52 31.8 C LR 0.53 32.1 C LR 0.30 27.6 C LR 0.30 27.7 C Northbound R 0.39 29.6 C R 0.39 29.6 C R 0.52 32.0 C R 0.52 32.0 C R 0.30 27.9 C R 0.30 27.9 C Intersection 22.9 C Intersection 23.1 C Intersection 22.5 C Intersection 25.5 C Intersection 42.4 D Intersection 63.4 E Atlantic Avenue and Furman Street Eastbound T 0.12 13.7 B T 0.12 13.7 B T 0.13 7.7 A T 0.14 7.8 A T 0.13 13.9 B T 0.13 13.9 B Westbound T 0.09 13.5 B T 0.10 13.5 B T 0.15 7.8 A T 0.16 7.9 A T 0.13 13.8 B T 0.14 13.9 B Southbound LT 0.31 27.2 C LT 0.31 27.2 C LT 0.98 59.2 E LT 0.99 60.6 E LT 0.94 52.3 D LT 0.95 53.6 D Intersection 22.3 C Intersection 22.2 C Intersection 45.7 D Intersection 45.9 D Intersection 44.7 D Intersection 45.6 D Atlantic Avenue and Furman Street Channelized Southbound Right-turn (unsignalized) Southbound R 0.02 10.1 B R 0.02 10.7 B R 0.04 14.8 B R 0.09 22.4 C R 0.01 12.5 B R 0.02 17.2 C

15-30 Chapter 15: Transportation

Table 15-18 (cont’d) 2030 No Build and Build Level of Service Analysis Brooklyn Intersections AM Peak Hour Midday Peak Hour PM Peak Hour No Build Build No Build Build No Build Build Intersection/ Lane V/C Delay Lane V/C Delay Lane V/C Delay Lane V/C Delay Lane V/C Delay Lane V/C Delay Approach Group Ratio (spv) LOS Group Ratio (spv) LOS Group Ratio (spv) LOS Group Ratio (spv) LOS Group Ratio (spv) LOS Group Ratio (spv) LOS BQE Ramps and Columbia Street Westbound L 0.37 17.4 B L 0.37 17.4 B L 0.32 16.8 B L 0.32 16.8 B L 0.27 16.1 B L 0.27 16.1 B Northbound T 0.34 9.1 A T 0.34 9.1 A T 0.32 8.9 A T 0.32 8.9 A T 0.35 9.3 A T 0.36 9.3 A L 0.80 26.8 C L 0.80 26.8 C L 1.17 107.0 F L 1.18 111.0 F L 1.15 101.7 F L 1.16 108.7 F Southbound T 0.20 7.7 A T 0.20 7.7 A T 0.33 8.6 A T 0.33 8.6 A T 0.55 10.7 B T 0.55 10.7 B Intersection 15.1 B Intersection 15.1 B Intersection 49.9 D Intersection 51.5 D Intersection 38.2 D Intersection 40.3 D BQE Ramps and Columbia Street Channelized Westbound Right-Turn (unsignalized) Westbound R 0.11 8.9 A R 0.11 8.9 A R 0.13 9.0 A R 0.13 9.2 A R 0.05 8.9 A R 0.05 9.0 A Notes: Note: L: Left Turn; T: Through; R: Right Turn; LOS: Level of Service. + implies a significant adverse impact

15-31 Phased Redevelopment of Governors Island

SIGNIFICANT IMPACTS Significant adverse traffic impacts were identified at two approaches/lane groups. Impacts at some other lane groups that are expected to incur increases in delays beyond the CEQR impact thresholds are not considered significant because the project-generated peak hour traffic volumes at these affected lane groups are fewer than five vehicles during the analysis peak hour. Potential measures that can be implemented to mitigate these significant adverse traffic impacts, including minor adjustments to existing signal timings, are discussed in Chapter 23, “Mitigation.” Manhattan  The westbound approach at the signalized intersection of South Street and Old Slip would deteriorate within LOS D from 47.2 seconds of delay to 53.8 seconds of delay, an increase in delay of more than five seconds, during the midday peak hour. This projected increase in delay constitutes a significant adverse impact. Brooklyn  The eastbound approach at the signalized intersection of Joralemon Street and Furman Street would deteriorate within LOS E from 65.8 seconds of delay to 74.3 seconds of delay and from 64.0 seconds of delay to 77.0 seconds of delay, increases in delay of more than four seconds during the midday and PM peak hours, respectively. During the midday peak hour, the project-generated traffic volume at the eastbound approach would be fewer than five vehicles; therefore, the projected impact is not considered significant. However, during the PM peak hour, the project-generated traffic volume at the eastbound approach would be more than five vehicles. Therefore, this projected increase in delay constitutes a significant adverse impact.  The exclusive westbound left-turn lane at the signalized intersection of Atlantic Avenue and Columbia Street would deteriorate within LOS F from 89.8 seconds of delay to 145.4 seconds of delay, an increase in delay of more than three seconds, during the PM peak hour. However, since there would not be any project-generated traffic volume in the exclusive left-turn lane, the projected impact is not considered significant.  The shared westbound left-turn/through lane at the signalized intersection of Atlantic Avenue and Columbia Street would deteriorate from LOS D with 43.4 seconds of delay to LOS E with 64.7 second of delay during the PM peak hour. The project-generated traffic volume in the shared left-turn/through lane would be five through vehicles; therefore, the projected impact is not considered significant.  The southbound left-turn lane at the signalized intersection of the BQE Ramps and Columbia Street would deteriorate within LOS F from 107.0 seconds of delay to 111.0 seconds of delay and from 101.7 seconds of delay to 108.7 seconds of delay, increases in delay of more than three seconds, during the midday and PM peak hours, respectively. However, since the project-generated traffic volumes at the southbound left-turn lane during both analysis peak periods would be fewer than five vehicles, the projected impacts are not considered significant. G. TRANSIT Mass transit options serving the two ferry portals connecting Manhattan and Brooklyn to Governors Island are shown in Figures 15-35 and 15-36. The mass transit options available at the BMB ferry portal include the No. 4/5 lines at the Bowling Green station, the 1/R lines at the

15-32 7.6.11 SOURCE:http://www.mta.info/maps/lower%20Manh%20map%20Jun10.pdf

SUBWAY LINES M 15 Local Bus Route Subway Station Subway Stairs STAIRWAYS ESCALATORS

BMB - Public Transit Options PROPOSED PHASED REDEVELOPMENT OF GOVERNORS ISLAND Figure 15-35 6.17.11

GRACE CT. MONTAGUE ST. COURT ST. STATION 57 JAY ST. - METRO TECH BOROUGH HALL REMSEN ST. STATION STATION

JORALEMON ST.

ADAMS ST. ADAMS

JAY ST. JAY LAWRENCE ST. LAWRENCE PIER 6 WILLOUGHBY ST.

FURMAN ST.

WILLOW PL.

HICKS ST. FULTON ST.

63 HENRY ST. 57

SIDNEY PL.

61

61 CLINTON ST. 65 LIVINGSTON ST.

COURT ST. 61

SMITH ST. SCHERMERHORN ST.

ATLANTIC AVE. BOERUM PL. STATE ST.

PACIFIC ST. 65 HOYT ST. STATION

AMITY ST. CONGRESS ST. 57

DEAN ST. 57

WARREN ST. BERGEN ST. IRVING ST.

BALTIC ST. SEDGWICK ST. BERGEN STREET STATION COLUMBIA ST. G TIFFANY PL. HOYT ST.

57 Bus Route Subway Station Subway Stairs Subway Route

Pier 6- Public Transit Options PROPOSED PHASED REDEVELOPMENT OF GOVERNORS ISLAND Figure 15-36 Chapter 15: Transportation

South Ferry/Whitehall station, and the M5, M15 (local and SBS) and M20 bus routes. Some visitors from Manhattan would also take tour buses to the various stops in the Battery Park/South Ferry Terminal area and board the ferry at the BMB ferry portal. Although there are approximately 15 bus routes and numerous subway lines serving the downtown Brooklyn area, the most preferable mass transit options to the Pier 6 ferry portal include the Nos. 2/3/4/5 and R lines at the Court Street-Borough Hall station, the A/C/F/N lines at the Jay Street-Metro Tech station, the F/G lines at the Bergen Street station, and the B61 and B63 bus routes. TRANSIT STUDY AREAS SUBWAY SERVICE Below is a summary of the subway lines that serve the BMB and Pier 6 ferry portals. Subway lines serving stations further away are shown in the transit maps (Figures 15-35 and 15-36) but are not included in the discussion below. Subway lines serving Manhattan–BMB ferry Portal  The No. 1 subway line (7th Avenue Local) operates between the South Ferry Terminal in Lower Manhattan and Van Cortlandt Park-242nd Street in the Bronx.  The No. 4 subway line (Lexington Avenue Express) operates between Crown Heights-Utica Avenue in Brooklyn and Woodlawn/Jerome Avenue in the Bronx. The No. 4 line runs express primarily along Lexington Avenue in Manhattan and in Brooklyn.  The No. 5 subway line (Lexington Avenue Express) operates between Flatbush Avenue in Brooklyn and Eastchester-Dyre Avenue in the Bronx. The No. 5 line runs express along Lexington Avenue in Manhattan and in Brooklyn at all times.  The R subway line (Broadway Local) operates between 95th Street-4th Avenue in Brooklyn and Forest Hilles-71st Avenue in Queens. Subway lines serving Brooklyn–Pier 6 ferry Portal (See above for No. 4, 5 and R lines)  The No. 2 subway line (7th Avenue Express) operates between Flatbush Avenue in Brooklyn and Wakefield-241st Street in the Bronx at all times. The No. 2 line runs express in Manhattan except late night when it operates local.  The No. 3 subway line (7th Avenue Express) operates between New Lots Avenue in Brooklyn and Harlem-148th Street/7th Avenue in Manhattan at all times except late night. During late night, the No. 3 trains only run in Manhattan between Times Square-42nd Street and Harlem-148th Street/7th Avenue.  The A subway line (8th Avenue Express) operates between Far Rockaway-Mott Avenue in Queens and Inwood-207th Street in Manhattan at all times.  The C subway line (8th Avenue Local) operates between Euclid Avenue in Brooklyn and 168th Street in Manhattan.  The F subway line (Queens Boulevard Express/6th Avenue Local) operates between Stillwell Avenue in Brooklyn and Jamaica in Queens via the 63rd Street connector. The F line runs express along Queens Boulevard.  The G subway line operates between Church Avenue in Brooklyn and Court Square in Queens at all times.

15-33 Phased Redevelopment of Governors Island

As discussed in Section C, “CEQR Screening Analyses,” Phase 1 and Later Phases-Park and Public Spaces improvements would generate fewer than 200 peak hour subway trips at the Pier 6 portal and approximately 221 AM peak hour and 956 PM peak hour subway trips at the BMB portal. These trips were distributed to several stations and corresponding station elements in the BMB area. Based on the results of this subway trip distribution, vertical circulation and control area elements at the Bowling Green and South Ferry stations would be expected to incur 200 or more peak hour project-generated subway trips during the weekday PM peak hour only. While not exceeding the CEQR threshold, the AM peak hour conditions for these elements and the Borough Hall station stairway at the southwest corner of Court Street and Joralemon Street in Brooklyn were analyzed to establish baseline levels for assessing potential impacts associated with the full development of the Proposed Project, including the Later Phases–Island Redevelopment component. BUS SERVICE Based on the travel demand estimates and the availability and service frequencies of bus routes near the BMB and Pier 6 ferry portals, it was determined that no individual bus route would experience 50 or more peak hour bus trips in one direction, which is the CEQR-recommended threshold for undertaking a quantified bus analysis. Consequently, the Phase 1 and Later Phases- Park and Public Spaces would not have the potential to result in any significant adverse bus impacts and a quantitative bus line-haul analysis is not warranted. Table 15-19 provides a summary of the NYCT local bus routes that provide regular service to the two ferry portals and their weekday frequencies of operation. All of these routes use standard buses with a guideline capacity of 54 to 55 passengers per bus, except for the M15 bus routes (local and SBS), which use articulated buses with a guideline capacity of 85 passengers per bus. Table 15-19 NYCT Local Bus Routes Serving the Study Area Freq. of Bus Service Bus (Headway in Minutes) Route Start Point End Point Routing in Study Area AM Afternoon PM State Street, Water Street, Washington Staten M5 Broad Street, South Street, 5-6 12 10-12 Heights Island Ferry Whitehall Street M15- 13-14 16-17 14-16 Local East Harlem South Ferry Water Street M15- 12 8-9 8-9 SBS M20 Lincoln Center South Ferry Battery Place, State Street 15 15 15 Windsor Downtown Columbia Street, Atlantic Ave, B61 8-10 10-12 9-12 Terrace Brooklyn Smith Street, Boerum Place B63 Fort Hamilton Cobble Hill Atlantic Avenue 8-15 10-12 12 Source: MTA NYCT Bus Timetables (2010).

2011 EXISTING CONDITIONS––SUBWAY STATION OPERATIONS Field surveys conducted in April 2011 during the hours of 8:00 to 10:30 AM and 4:00 to 6:30 PM provided the baseline volumes for the analysis of subway station elements. The transit analyses include an evaluation of weekday AM and PM peak period operating conditions at the two subway stations nearest the BMB ferry portal, the Bowling Green (Nos. 4/5 lines) and South

15-34 Chapter 15: Transportation

Ferry Terminal/Whitehall stations (No. 1 and R lines), and the Court Street/Borough Hall station (Nos. 2/3/4/5 and R lines) for the Pier 6 ferry portal. BOWLING GREEN STATION (NOS. 4/5 LINES) The Bowling Green station runs along State Street between Beaver Street (north of Battery Place) and Stone Street (north of Bridge Street). The control area and stairway located at the entry way just south of the State Street and Battery Place intersection were analyzed. SOUTH FERRY TERMINAL/WHITEHALL STATION (NO. 1 AND R LINES) The South Ferry/Whitehall station occupies the area beneath Whitehall Street (R line) running from Stone Street to just below Water Street and the area along State Street (No.1 line) between Pearl Street and South Ferry. Stairways and escalators located in Peter Minuit Plaza in front of the South Ferry Terminal entrance and the stairways on Whitehall Street provide access to the main control area serving the No. 1 and R lines. Subway riders can also connect to either line through a passageway provided within the station. The transit analyses include the main stairways and escalators in the plaza area, the secondary stairway on the east side of Whitehall Street, and the main control area one level below grade. Stairway/Escalator Condition at South Ferry Terminal Station The main entrance to the South Ferry Terminal station (No. 1 and R lines), in the newly renovated Peter Minuit Plaza, is served by two escalators (1 up, 1 down) and stairways. It was observed that the pedestrian volume at the stairways and escalators surge during the AM and PM commuting peak hours coinciding with the arrival and departure schedule of the Staten Island Ferry. During the AM peak period, pedestrian flow was mostly downward, with 85 percent of the peak 15-minute volume entering the subway station. During the PM peak period, the predominant flow (70 percent of the peak 15-minute volume) was upward exiting the station. The field data and observations also showed that pedestrians prefer escalators to the stairs. However, when the volume of pedestrians using the escalators increase and queuing on the escalator began to generate delays, subway patrons would shift their choice of vertical circulation from escalators to less-crowded stairways. COURT STREET/BOROUGH HALL (NOS. 2/3/4/5 AND R LINES) The Court Street/Borough Hall station occupies the area beneath Joralemon Street between Court Street and Boerum Place. The stairway located at the southwest corner of Jorelemon and Court Street is expected to be used by most of the projected transit riders traveling to/from the Pier 6 ferry portal, and therefore, was included in the stairway analysis. As shown in Tables 15-20, 15-21, and 15-22, all analyzed stairways, escalators, and control areas currently operate at acceptable levels, with the exception of the down-escalator during the AM peak period (v/c = 1.13 ) and the up-escalator during the PM peak period (v/c = 1.14) at the South Ferry station.

15-35 Phased Redevelopment of Governors Island

Table 15-20 2011 Existing Conditions Subway Stairway Analysis 15-Minute Surging Surging Pedestrian Factor Factor Volumes (Exit (Exit Width Effective from from Friction Stairway (ft.) Width (ft.) Up Down Ferry) Subway) Factor V/C Ratio LOS Weekday AM Peak 15 Minutes Manhattan–BMB Bowling Green Station ( 4,5 lines)–Battery Place and State Street SW Stairway 6.8 5.6 468 90 - 0.75 0.9 0.94 C – Inside Whitehall/South Ferry Station (1, R lines) – Whitehall Street and South Ferry Main Stairway 10.5 9.3 9 655 0.80 0.90 1.0 0.59 B – Plaza Area SE Stairway 6.0 5.0 223 20 - 0.90 0.9 0.40 A on Whitehall Brooklyn–Pier 6 Court Street Station (2,3,4,5,M and R lines)–Joralemon Street and Court Street SW Corner 5.1 4.1 137 265 - 0.95 0.9 0.74 C Stairway Weekday PM Peak 15 Minutes Manhattan–BMB Bowling Green Station ( 4,5 lines)–Battery Place and State Street SW Stairway 6.8 5.6 387 200 - 0.75 0.9 0.95 C – Inside Whitehall/South Ferry Station (1, R lines) – Whitehall Street and South Ferry Main Stairway 10.5 9.3 100 115 0.80 0.90 0.9 0.20 A – Plaza Area SE Stairway 6.0 5.0 3 135 - 0.90 1.0 0.18 A on Whitehall Brooklyn–Pier 6 Court Street Station (2,3,4,5,M and R lines)–Joralemon Street and Court Street SW Corner 5.1 4.1 112 122 - 0.95 0.9 0.43 A Stairway Notes: Capacities were calculated based on rates presented in the 2010 CEQR Technical Manual. V/C = [Vin/(150 * We * Sf * Ff) ]+ [Vx/(150 * We * Sf * Ff)] Where Vin = Peak 15-minute entering passenger volume Vx= Peak 15-minute exiting passenger volume We= Effective width of stairs Sf = Surging factor (if applicable) Ff= Friction factor (if applicable)

15-36 Chapter 15: Transportation

Table 15-21 2011 Existing Conditions Subway Control Area Analysis 15-Minute Surging Surging Station Pedestrian Volumes Factor Factor Friction V/C Ratio LOS Control (Exit from (Exit from Factor Elements Quantity In Out Ferry) Subway) Weekday AM Peak 15 Minutes Bowling Green Station ( 4,5 lines)–Battery Place and State Street Two-way 4 70 447 - 0.8 0.9 0.287 A Turnstile Whitehall/South Ferry Station (1, R lines)–Whitehall Street and South Ferry Two-way 17 1627 796 0.8 0.9 0.9 0.406 A Turnstile Weekday PM Peak 15 Minutes Bowling Green Station ( 4,5 lines)–Battery Place and State Street Two-way 4 132 399 - 0.8 0.9 0.302 A Turnstile Whitehall/South Ferry Station (1, R lines)–Whitehall Street and South Ferry Two-way 17 998 1211 0.8 0.9 0.9 0.330 A Turnstile Notes: Capacities were calculated based on rates presented in the 2010 CEQR Technical Manual. V/C = [Vin/Cin* Ff ] + [Vx/Cx* Sf*Ff] Where Vin = Peak 15-minute entering passenger volume Cin = Total 15-minute capacity of all turnstiles for entering passengers Vx = Peak 15-minute exiting passenger volume Cx = Total 15-minute capacity of all turnstile for exiting passengers Sf = Surging factor (if applicable) Ff = Friction factor

Table 15-22 2011 Existing Conditions Subway Escalator Analysis South Ferry Station 15-Minute Pedestrian Peak 15 min. Volume Guideline Station Tread Width Surging Qty. Capacity V/C Ratio LOS Elements (in) Factor Up Down (w/o Surging factor) Weekday AM Peak 15 Minutes Escalator 1 40 0.9 275 - 1050 0.29 A Up Escalator 1 40 0.8 - 950 1050 1.13 D Down Weekday PM Peak 15 Minutes Escalator 1 40 0.9 1082 - 1050 1.14 D Up Escalator 1 40 0.8 - 400 1050 0.85 B Down Note: Capacities were calculated based on rates presented in the 2010 CEQR Technical Manual. V/C = [V/Gcap* Sf ] Where V = Peak 15-minute passenger volume Gcap = Guideline capacity for escalator Sf = Surging factor (if applicable)

15-37 Phased Redevelopment of Governors Island

2030 NO BUILD CONDITION––SUBWAY STATION OPERATIONS Estimates of peak hour transit volumes in the 2030 No Build condition were developed by applying the 2010 CEQR Technical Manual-recommended annual background growth rates. An annual compounded background growth rate of 0.25 percent was applied to the transit volumes from 2011 to 2016, and an annual compounded background growth rate of 0.125 percent was applied to the transit volumes from 2016 to 2030. In addition, trips associated with projects anticipated to be completed with or without the Proposed Project (No Build projects) were incorporated into the future No Build transit volumes. Although there are several No Build projects near the BMB and Pier 6 ferry portals, due to the relative distances between these No Build projects and the areas’ transit options, only those transit trips generated by the BMB project in Manhattan and the Brooklyn Bridge Park project in Brooklyn were added to the respective transit study areas for the No Build condition transit analysis. The No Build peak period volume projections were allocated to the transit analysis elements described above. As stated under “2011 Existing Conditions–Subway Station Operations,” field observations showed that subway patrons, when encountering increased delays and queuing, would shift their choices from the escalators to less-crowded stairways. Hence, for analysis purposes, it was assumed that future subway riders using the South Ferry station’s main entrance at Peter Minuit Plaza would continue to use both the escalators and stairways. However, once the down-escalator reaches the existing v/c ratio of 1.13 during the AM peak period or the up- escalator reaches its existing v/c ratio of 1.14 during the PM peak period, subway riders would be expected to shift to using the existing stairways, instead of waiting in queue to use the escalators. Consequently for analysis purposes, the incremental pedestrian volumes to the down- escalator during the AM peak period and to the up-escalator during the PM peak period were added to the main stairways instead. As shown in Tables 15-23, 15-24, and 15-25, all station stairways, control elements, and escalators would continue to operate at acceptable levels, except for the escalators at the main entrance to the South Ferry-Whitehall station, which would continue to operate at LOS D with a v/c ratio of 1.13 for the down-escalator during the AM peak period and a v/c ratio of 1.14 for the up escalator during the PM peak period.

15-38 Chapter 15: Transportation

Table 15-23 2030 No Build Condition Subway Stairway Analysis 15-Minute Surging Surging Pedestrian Factor Factor Width Effective Friction Stairway Volumes (Exit (Exit V/C Ratio LOS (ft.) Width (ft.) Factor from from Up Down Ferry) Subway) Weekday AM Peak 15 Minutes Manhattan–BMB Bowling Green Station ( 4,5 lines)–Battery Place and State Street SW Stairway 6.8 5.6 487 94 - 0.75 0.9 0.983 C – Inside Whitehall/South Ferry Station (1, R lines)–Whitehall Street and South Ferry Main Stairway 10.5 9.3 9 706 0.80 0.90 1.0 0.640 B – Plaza Area SE Stairway 6.0 5.0 233 24 - 0.90 0.9 0.419 A on Whitehall Brooklyn–Pier 6 Court Street-Borough Hall Station (2,3,4,5 and R lines)–Joralemon Street and Court Street SW Corner 5.1 4.1 155 284 - 0.95 0.9 0.808 C Stairway Weekday PM Peak 15 Minutes Manhattan–BMB Bowling Green Station ( 4,5 lines)–Battery Place and State Street SW Stairway 6.8 5.6 403 211 - 0.75 0.9 0.990 C – Inside Whitehall/South Ferry Station (1, R lines)–Whitehall Street and South Ferry Main Stairway 10.5 9.3 141 120 0.80 0.90 0.9 0.244 A – Plaza Area SE Stairway 6.0 5.0 6 140 - 0.90 1.0 0.196 A on Whitehall Brooklyn–Pier 6 Court Street-Borough Hall Station (2,3,4,5 and R lines)–Joralemon Street and Court Street SW Corner 5.1 4.1 131 146 - 0.95 0.9 0.513 B Stairway Notes: Capacities were calculated based on rates presented in the 2010 CEQR Technical Manual. V/C = [Vin/(150 * We * Sf * Ff) ]+ [Vx/(150 * We * Sf * Ff)] Where Vin = Peak 15-minute entering passenger volume Vx= Peak 15-minute exiting passenger volume We= Effective width of stairs Sf = Surging factor (if applicable) Ff= Friction factor (if applicable)

15-39 Phased Redevelopment of Governors Island

Table 15-24 2030 No Build Condition Subway Control Area Analysis 15-Minute Surging Surging Station Pedestrian Volumes Factor Factor Friction V/C Ratio LOS Control (Exit from (Exit from Factor Elements Quantity In Out Ferry) Subway) Weekday AM Peak 15 Minutes Bowling Green Station ( 4,5 lines)–Battery Place and State Street Two-way 4 73 465 - 0.8 0.9 0.299 A Turnstile Whitehall/South Ferry Station (1, R lines)–Whitehall Street and South Ferry Two-way 17 1681 824 0.8 0.9 0.9 0.420 A Turnstile Weekday PM Peak 15 Minutes Bowling Green Station ( 4,5 lines)–Battery Place and State Street Two-way 4 141 415 - 0.8 0.9 0.317 A Turnstile Whitehall/South Ferry Station (1, R lines)–Whitehall Street and South Ferry Two-way 17 1031 1252 0.8 0.9 0.9 0.342 A Turnstile Notes: Capacities were calculated based on rates presented in the 2010 CEQR Technical Manual. V/C = [Vin/Cin* Ff ] + [Vx/Cx* Sf*Ff] Where Vin = Peak 15-minute entering passenger volume Cin = Total 15-minute capacity of all turnstiles for entering passengers Vx = Peak 15-minute exiting passenger volume Cx = Total 15-minute capacity of all turnstile for exiting passengers Sf = Surging factor (if applicable) Ff = Friction factor

Table 15-25 2030 No Build Condition Subway Escalator Analysis South Ferry Station No Build 15-Minute Peak 15 min. Pedestrian Volume Guideline Station Tread Width Surging Qty. Capacity V/C Ratio LOS Elements (in) Factor Up Down (w/o Surging factor) Weekday AM Peak 15 Minutes Escalator 1 40 0.9 288 - 1050 0.30 A Up Escalator 1 40 0.8 - 950 1050 1.13 D Down Weekday PM Peak 15 Minutes Escalator 1 40 0.9 1082 - 1050 1.14 D Up Escalator 1 40 0.8 - 417 1050 0.50 B Down Notes: + indicates a significant impact. Capacities were calculated based on rates presented in the 2010 CEQR Technical Manual. V/C = [V/Gcap* Sf ] Where V = Peak 15-minute passenger volume Gcap = Guideline capacity for escalator Sf = Surging factor (if applicable)

15-40 Chapter 15: Transportation

2030 BUILD CONDITION––SUBWAY STATION OPERATIONS The project-generated transit volumes were distributed throughout the transit networks based on their proximity to subway stations and bus routes. These volumes were added to the projected 2030 No Build volumes to generate the 2030 Build volumes for analysis. Project-generated subway trips were distributed as follows: MANHATTAN BMB FERRY PORTAL  25 percent to the Nos. 4/5 lines at the Bowling Green station southwest entrance;  15 percent to the Nos. 4/5 lines at the Bowling Green station northeast entrance;  5 percent to J/Z lines at the Broad Street station;  5 percent to Nos. 2/3 lines at the Wall Street station;  25 percent to the No. 1 and R lines at the South Ferry-Whitehall Street station main entrance;  5 percent to the No. 1 line at the South Ferry-Whitehall Street station secondary entrance; and  20 percent to the No. 1 and R lines at South Ferry-Whitehall Street station southeast entrance on Whitehall Street. BROOKLYN PIER 6 FERRY PORTAL  50 Percent to the No. 2/3/4/5 and R lines at the Court Street-Borough Hall station;  10 percent to the F/G lines at Bergen Street station;  30 percent to the A/C/F/M/R line at the Jay Street-Metro Tech station; and  10 percent to the B/Q/R lines at the DeKalb Avenue station. The same station elements that were previously analyzed for the existing and No Build conditions were analyzed for the Build condition. The projected subway stairway operations under the Build condition are summarized in Table 15-26. Although the southwest stairway at the Bowling Green station is expected to deteriorate to LOS D with a v/c ratio of 1.011 during the AM peak period and a v/c ratio of 1.099 during the PM peak period, the required widening to achieve a 1.000 or lower v/c ratio for these peak period conditions is 6.8 inches, which is less than the 2010 CEQR Technical Manual WIT of 8.0 inches. Therefore, the Phase 1 and Later Phases-Park and Public Spaces components would not result in any significant adverse impacts at the analysis stairways. Tables 15-27 and 15-28 present the Build subway control area and escalator operations. The analysis results show that all analyzed control areas would continue to operate at acceptable levels. For the escalators at the South Ferry-Whitehall station’s main entrance, the same analysis approach as presented for the No Build condition was used to assess potential impacts associated with the Proposed Project’s incremental trips. While the down-escalator during the AM peak period and the up-escalator during the PM peak period would continue to operate above capacity, at v/c ratios of 1.13 and 1.14, respectively, the adjacent stairway would continue to have adequate capacity to service the projected subway demand and not result in a potential for any significant adverse impacts to vertical circulation at that station entrance.

15-41 Phased Redevelopment of Governors Island

Table 15-26 2030 Build Condition Subway Stairway Analysis 15-Minute Surging Surging Pedestrian Factor Factor Width Effective Friction Stairway Volumes (Exit (Exit V/C Ratio LOS (ft.) Width (ft.) Factor from from Up Down Ferry) Subway) Weekday AM Peak 15 Minutes Manhattan–BMB Bowling Green Station ( 4,5 lines)–Battery Place and State Street SW Stairway 6.8 5.6 501 96 - 0.75 0.9 1.011 D – Inside Whitehall/South Ferry Station (1, R lines)–Whitehall Street and South Ferry Main Stairway 10.5 9.3 9 720 0.80 0.90 1.0 0.653 B – Plaza Area SE Stairway 6.0 5.0 236 27 - 0.90 0.9 0.428 A on Whitehall Brooklyn–Pier 6 Court Street-Borough Hall Station (2,3,4,5 and R lines)–Joralemon Street and Court Street SW Corner 5.1 4.1 156 284 - 0.95 0.9 0.810 C Stairway Weekday PM Peak 15 Minutes Manhattan–BMB Bowling Green Station ( 4,5 lines)–Battery Place and State Street SW Stairway 6.8 5.6 449 232 - 0.75 0.9 1.099 D – Inside Whitehall/South Ferry Station (1, R lines) – Whitehall Street and South Ferry Main Stairway 10.5 9.3 162 132 0.80 0.90 0.9 0.274 A – Plaza Area SE stairway 6.0 5.0 22 168 - 0.90 1.0 0.257 A on Whitehall Brooklyn–Pier 6 Court Street-Borough Hall Station (2,3,4,5 and R lines)–Joralemon Street and Court Street SW Corner 5.1 4.1 138 161 - 0.95 0.9 0.553 B Stairway Notes: Capacities were calculated based on rates presented in the 2010 CEQR Technical Manual. V/C = [Vin/(150 * We * Sf * Ff) ]+ [Vx/(150 * We * Sf * Ff)] Where Vin = Peak 15-minute entering passenger volume Vx= Peak 15-minute exiting passenger volume We= Effective width of stairs Sf = Surging factor (if applicable) Ff= Friction factor (if applicable)

15-42 Chapter 15: Transportation

Table 15-27 2030 Build Condition Subway Control Area Analysis 15-Minute Pedestrian Surging Surging Volumes Factor Factor Friction V/C Ratio LOS Station Control (Exit from (Exit from Factor Elements Quantity In Out Ferry) Subway) Weekday AM Peak 15 Minutes Bowling Green Station (4,5 lines)–Battery Place and State Street Two-way 4 75 479 - 0.8 0.9 0.307 A Turnstile Whitehall/South Ferry Station (1, R lines) – Whitehall Street and South Ferry Two-way 17 1690 827 0.8 0.9 0.9 0.424 A Turnstile Weekday PM Peak 15 Minutes Bowling Green Station( 4,5 lines)–Battery Place and State Street Two-way 4 162 461 - 0.8 0.9 0.355 A Turnstile Whitehall/South Ferry Station (1, R lines)–Whitehall Street and South Ferry Two-way 17 1071 1270 0.8 0.9 0.9 0.354 A Turnstile Notes: Capacities were calculated based on rates presented in the 2010 CEQR Technical Manual. V/C = [Vin/Cin* Ff ] + [Vx/Cx* Sf*Ff] Where Vin = Peak 15-minute entering passenger volume Cin = Total 15-minute capacity of all turnstiles for entering passengers Vx = Peak 15-minute exiting passenger volume Cx = Total 15-minute capacity of all turnstile for exiting passengers Sf = Surging factor (if applicable) Ff = Friction factor

Table 15-28 2030 Build Condition Subway Escalator Analysis South Ferry Station 15-Minute Pedestrian Peak 15 min. Volume Guideline Station Tread Width Surging Qty. Capacity V/C Ratio LOS Elements (in) Factor Up Down (w/o Surging factor) Weekday AM Peak 15 Minutes Escalator 1 40 0.9 290 - 1,050 0.31 A Up Escalator 1 40 0.8 - 950 1,050 1.13 D Down Weekday PM Peak 15 Minutes Escalator 1 40 0.9 1,082 - 1,050 1.14 D Up Escalator 1 40 0.8 - 460 1,050 0.55 B Down Note: Capacities were calculated based on rates presented in the 2010 CEQR Technical Manual. V/C = [V/Gcap* Sf ] Where V = Peak 15-minute passenger volume Gcap = Guideline capacity for escalator Sf = Surging factor (if applicable)

15-43 Phased Redevelopment of Governors Island

ADDITIONAL FERRY LANDINGS Existing access to Governors Island is provided at two ferry portals: BMB in Manhattan and Pier 6 in Brooklyn. On June 13, 2011, the East River Ferry Service was implemented as a 3-year subsidized pilot program, operated by NY Waterway, providing service for a fee to connect East Midtown at 34th Street in Manhattan with Long Island City in Queens; various points in Brooklyn, including Williamsburg and DUMBO; Governors Island; and South Manhattan at Wall Street/Pier 11. Funding by the City beyond these 3 years has not been committed. The service provides access to Governors Island from Pier 6 in Brooklyn Bridge Park on Fridays, replacing the service previously provided by the water taxi. On the weekends, this ticketed service provides complementary service to Governors Island’s free ferry service from the BMB and Pier 6 and would not induce potential demand increases to Governors Island. There are currently no plans to provide additional access to Governors Island at other off-Island ferry landings during the week (Monday through Thursday). In order to accommodate future growth in visitation, additional ferry landing locations may need to be identified to supplement the service at the BMB and Pier 6 ferry portals. Additional ferry landings at other off-Island sites would result in a dispersion of project-generated trips to other off-Island locations. If additional ferry landings are proposed, traffic, pedestrian, transit, and parking analyses will need to be conducted to identify potential impacts that may occur at the new off-site ferry landing locations. H. PEDESTRIANS PEDESTRIAN STUDY AREAS Based on the Level 2 pedestrian trip assignments presented in Section C, “CEQR Screening Analyses” (see Figures 15-7 through 15-14), several pedestrian elements near the BMB portal were identified to incur project-generated trips exceeding the CEQR analysis threshold of 200 peak hour pedestrian trips and would therefore warrant a detailed analysis of potential pedestrian impacts. At Pier 6, the peak hour incremental pedestrians were determined to be below the CEQR analysis threshold at all nearby locations. To establish a baseline to which potential impacts from the full development of the Proposed Project, including the Later Phases–Island Redevelopment component, could also be assessed, a more comprehensive pedestrian study area, encompassing the required pedestrian analysis elements identified in Section C and other elements along likely pedestrian routes, was planned for the BMB portal. For the Pier 6 portal, pedestrian elements along the likely pedestrian routes were selected for analysis. The pedestrian analysis locations are outlined below and depicted in Figure 15-37. MANHATTAN Sidewalk Locations  West sidewalks of State Street between Battery Place and Peter Minuit Plaza;  Western corridor in Peter Minuit Plaza between State Street and South Ferry;  East and west sidewalks along Whitehall Street between Water and South Streets;  North and south sidewalks along South Street between Whitehall and Broad Streets; and  West sidewalk of Whitehall Street between Water and Pearl Streets. Corner Locations  Northeast corner of South and Whitehall Streets; and

15-44 6.17.11 GRACE CT.

MANHATTAN - BMB FERRY PORTAL BROOKLYN - PIER 6 FERRY PORTAL REMSEN ST.

JORALEMON ST.

PIER 6 ST. ADAMS

WHITEHALL ST. FURMAN ST.

WILLOW PL. STATE ST. HICKS ST.

HENRY ST.

STATE ST. ST. STATE STATE SIDNEY PL. LIVINGSTON ST.

CLINTON ST.

BROAD ST. BROAD BRIDGE ST. COLUMBIA ST. STATE ST. COURT ST.

BOERUM PL. PEARL ST. PACIFIC ST. SMITH ST. ATLANTIC AVE.

WATER ST. AMITY ST.

WTC SITE

MANHATTAN BRIDGE EAST RIVER

BROOKLYN BRIDGE BROADWAY

BROAD ST. BROAD BRIDGE ST. PEARL ST. WHITEHALL ST. SOUTH ST. WATER ST.

BROOKLYN-BATTERY BATTERY MARITIME BUILDING

TUNNEL

PIER 6 JORALEMON ST.

PIER 7 FURMAN ST. GOVERNORS

ISLAND PIER 8 COURT ST.

STATE ST.

PIER 9a ATLANTIC AVE.

BOERUM PL.

PIER 9b COLUMBIA ST. Sidewalk Crosswalk PIER 10 PIER 12 BROOKLYN Corner HAMILTON AVE.

PIER 11

ATLANTIC BASIN COMMERCE ST. RAPELYE ST. 2ND PL. CARROLL ST.

KEY MAP BUTTERMILK CHANNEL 5TH AVE.

Pedestrian Analysis Locations PROPOSED PHASED REDEVELOPMENT OF GOVERNORS ISLAND Figure 15-37 Chapter 15: Transportation

 Northwest and southeast corners of Water and Whitehall Streets. Crosswalk Locations  South crosswalk at State Street and M15 SBS Bus Loop;  North and east crosswalks at South and Whitehall Streets; and  All crosswalks at Water and Whitehall Streets. BROOKLYN Sidewalk Locations  All sidewalks at the Court Street and Joralemon Street intersection;  North and south sidewalks along Atlantic Avenue between Columbia Street and the BQE eastbound ramps; and  North and south sidewalks along Atlantic Avenue west of Furman Street. Corner Locations  All corners of Court and Joralemon Streets; and  Southeast corner of Atlantic Avenue and Columbia Street. Crosswalk Locations  All crosswalks at Court and Joralemon Streets;  All crosswalks at Atlantic Avenue and Columbia Street; and  North crosswalk at Atlantic Avenue and Furman Street 2011 EXISTING CONDITIONS Existing pedestrian levels are based on field surveys conducted in April 2011 during the hours of 8:00 to 10:30 AM, 12:00 to 3:00 PM, and 4:00 to 6:30 PM. The highest 15-minute volumes from the established peak hour within each of these peak periods were selected for analysis. Figures 15-38 through 15-40 show the existing peak 15-minute volumes in the Manhattan and Brooklyn pedestrian study areas. As summarized in Tables 15-29 to 15-34, all sidewalk, crosswalk, and corner reservoir analysis locations operate at acceptable levels (within mid-LOS D, with a maximum of 8.5 PMF in sidewalk platoon flows or a minimum of 19.5 SFP for crosswalks and corners), except at the following locations in Manhattan near the BMB ferry portal:  The south crosswalk at State Street and the M15 SBS Bus Loop at Peter Minuit Plaza operates at LOS D (17.3 SFP) during the PM peak period; and  The west crosswalk at State Street and Whitehall Street operates at LOS E (12.7 SFP), D (19.4 SFP), and E (10.6 SFP), during the AM, midday, and PM peak periods, respectively. It should be noted that, although the south crosswalk at the intersection of Peter Minuit Plaza and State Street operates with an exclusive pedestrian phase (20 seconds out of a 90 second total cycle length), the traffic volumes through this crosswalk are minimal, and pedestrians cross the south crosswalk during the majority of the 90 seconds of the intersection’s signal cycle. In essence, this crosswalk operates with an extended pedestrian signal phase, with pedestrians only stopping for the few turning vehicles—primarily the M15 SBS buses—during the signal cycle’s vehicular green phase. The analysis conservatively assumed that all existing pedestrians would obey the signal indicator and only cross during the exclusive pedestrian phase.

15-45 W. 20TH ST. E. 29TH ST.

W. 19TH ST. E. 28TH ST.

W. 18TH ST. E. 27TH ST.

W. 17TH ST. E. 26TH ST.

LEXINGTON AVE. THIRD AVE. W. 16TH ST. E. 25TH ST.

LITTLE 12TH ST. W. 15TH ST. E.E. 24TH 24TH ST. ST. SECOND AVE.

W. 14TH ST. E. 23RD ST. FIRST AVE. GANSEVOORT ST. E. 22ND ST. HORATIO ST.

JANE ST. WASHINGTON ST. WASHINGTON

W. 12TH ST. GREENWICH ST. GREENWICH BETHUNE ST. HUDSON ST. GREENWICH AVE. E. 20TH ST. WAVERLY PL. UNION SQUARE BLEEKER ST. W. 11TH ST. BANK ST. E. 19TH ST.

E. 18TH ST. W. 11TH ST.

W. 4TH ST. E. 17TH ST. PERRY ST. W. 10TH ST. CHARLES LN. CHARLES ST. E. 16TH ST. W. 9TH ST. E. 15TH ST. W. 10TH ST. SIXTH AVE. W. 8TH ST. WAVERLY PL. W. WASHINGTON PL.

CHRISTOPHER ST. WEEHAWKEN ST. WEEHAWKEN BEDFORD ST. E. 14TH ST.

BARROW ST. E. 13TH ST.

E. 16TH ST. MORTON ST. E. 12TH ST. E. 15TH ST. E. 11TH ST. LEROY ST. E. 10TH ST. CLARKSON S T. W. 3RD ST. E. 9TH ST. W. HOUSTON ST.

KING ST. BLEECKER ST. FURMAN ST. E. 7TH ST. CHARLTON ST.

10.4.11 E. 6TH ST. W. HOUSTON ST. 159 FIRST AVE. SZOLD PL. 78 E. 8TH ST. 4 WASHINGTON ST. GREENWICH ST. VANDAM ST. 3 4 PRINCE ST. E. 4TH ST. AVE. A SPRING ST.

1 4 5 E. 5TH ST. E. 3RD ST. LINE BULKHEAD AND PIERHEAD DOMINICK ST. AVE. B 225 E. 1ST ST. COURT ST. COURT SPRING ST. E. 2ND ST. BROOME ST. 320 AVE. C RENWICK ST. E. HOUSTON ST. WATTS ST. HUDSON ST. SULLIVAN ST. TOMPKINS THOMSON ST. 64 85 WEST BROADWAY 56 SQUARE

BROOME ST. PARK RIVER EAST DESBROSSES ST. 94 83 137 174 AVE. D VARICK ST. GRAND ST. NEW VESTRY ST. STANTON ST. ATLANTIC AVE. 0 LAIGHT ST 0 . ESSEX ST.

MANHATTAN CHRYSTIE ST. FORSYTH ST. HUBERT ST. NORFOLK ST. ALLEN ST. JERSEY WOOSTER ST. SUFFOLK ST. ELDRIDGE ST. CLINTON ST.

CANAL ST. RIDGE ST. GREENE ST. RIVINGTON ST. HAMILTONPITT ST. ORCHARD ST. LUDLOW ST. BEACH ST. LISPENARD ST. ATTORNEY ST. FISH MERCER ST.HOWARD ST. PARK 147 CROSBY ST. 93 DELANCEY ST.

N. MOORE ST. 172 JORALEMON ST. WEST ST. WEST WALKER ST. 188 3 2 2 COLUMBIA ST. 1 FRANKLIN ST. BROOME ST. 8 3 2 WHITE ST. HARRISON ST. CENTRE ST.

HUDSON RIVER FRANKLIN ST. BAXTER ST. HESTER ST. JAY ST. CORTLANDT AL. MULBERRY ST.

HUDSON ST. LEONARD ST. GRAND ST. MOTT ST. 220 107 ELIZABETH ST. 111 WORTH ST. 244 READE ST. 115 136 313 CHAMBERS ST. THOMAS ST. CATHERINE LN. 120 BENSON PL. BAYARD ST. DUANE ST. BIALYSTOKER PL.

BOWERY LEWIS ST. CHURCH ST. FEDERAL JEFFERSON ST. PELL ST. EAST BROADWAY ABRAHAM E. KAZAN ST. PLAZA

JACKSON ST. RUTGERS ST. HENRY ST. MONTGOMERY ST. 137 GOUVENEUR ST. MADISON ST.

WARREN ST. PEARL ST. 285

265 244 GREENWICH ST. BROADWAY 241 MURRAY ST. ELK ST. 298 WEST BROADWAY PARK ROW PARK PL. CITY HALL CENTRE ST. BARCLAY ST. PARK VESEY ST. POLICE PLAZA ST. JAMES PL.

COLUMBIA ST. MONROE ST. MADISON ST. PARK ROW WTC SITE SPRUCE ST.

BEEKMAN ST. DEY ST. NASSAU ST. CHERRY ST. FULTON ST. ANN ST.

WATER ST. 468

WATER ST. 90

BROADWAY PEARL ST. BROOKLYN BRIDGEEAST RIVER (4/5) RECTOR ST. BROAD ST. MANHATTAN BRIDGE

JOHN ST. ROUTE 9A

PLYMOUTH ST.

WATER ST. BRIDGE ST. BRIDGE

FRONT ST. AVE. HUDSON

WHITEHALLBRIDGE ST. ST. BATTERY PARK WATER ST. YORK ST.

SANDS ST. NAVY ST. NAVY

N. ELLIOTT PL. VANDERBILT AVE. WAVERLY AVE. CLERMONT AVE. CLINTON AVE. WASHINGTON AVE. CARLTON AVE. NASSAU ST. FLUSHING AVE. ADELPHI ST.

BROOKLYN-BATTERY TUNNEL BATTERY ELLIS MARITIME

N. PORTLAND AVE.

ISLAND BUILDING BROOKLYNPEDESTRIAN QUEENS ST. EXPWY.

GOLD ST. GOLD PRINCE ST. PRINCE TILLARY ST. ST. DUFFIELD

FLATBUSH AVE EXT.

ALBURN PL. REMSEN ST.

MYRTLE AVE. EDWARDS ST. ASHLAND PL. CUMBERLAND ST.

PIER 6 ADAMS ST. ADAMS WILLOUGHBY ST. FURMAN ST.

495

PIER 7 HICKS ST.

21 GOVERNORS ST. BRIDGE FULTON ST.

CLINTON AVE. S. PORTLAND AVE. CUMBERLAND ST. S. OXFORD ST. CLARMONT AVE. VANDERBILT AVE. FORT GREENE PL. ADELPHI ST. DEKALB ROCKWELLAVE. PL. ST. FELIX ST. CARLTON AVE. ISLAND PIER 8 HUDSON AVE. COURT ST.

ATLANTIC AVE. PIER 9a FLATBUSH AVE.

PIER 9b LAFAYETTE ST. LIBERTY GREENE AVE. ISLAND FULTON ST. COLUMBIA ST. ATLANTIC AVE.

NEVINS ST. ATLANTIC AVE.

3RD AVE.

PIER 10 PACIFIC ST. PIER 12 4TH AVE. BROOKLYN DEAN ST.

BERGEN ST. BUTTERMILK CHANNEL

ATLANTIC BASIN PRESIDENT ST. ST. MARKS AVE.

COMMERCE ST. RAPELYE ST. 2ND PL. CARROLL ST. 142 STATE ST. DELAVAN ST.

3RD PL. 2ND ST. 5TH AVE. PROSPECT PL. KING ST. VERONA ST. CARLTON AVE. 236 1ST ST. HENRY ST.

SULLIVAN ST. 3RD ST. VANDERBILT AVE. VISITATION PL. LUGUER ST. CLINTON ST. 4TH PL. PARK PL. 29 WOLCOTT ST. PIONEER ST. COURT ST. NELSON ST. 4TH ST.

322 DIKEMAN ST. STERLING PL. HUNTINGTON ST. HAMILTON AVE. 5TH ST. COFFEY ST. FERRIS ST. 6TH AVE. PARK RED HOOK W. 9TH ST.

HILL ST. 6TH ST. BASIN 1ST ST. VAN BRUNT ST. COLUMBIA ST. GOWANUS EXPWY. 4TH ST. BASIN LORRAINE ST. 2ND ST. 24 7TH ST. BASIN 8TH AVE. REED ST. VAN DYKE ST. 6TH ST. 3RD ST. CONOVER ST. RICHARDS ST. CREAMER ST. BEARD35 ST. 7TH ST.

8TH ST. UPPER DWIGHT ST. 11 WATER ST. 2ND AVE. BAY ST. 9TH ST. OTSEGO ST. HICKS ST. SIGOURNEY ST. 192 HENRY ST. 10TH ST. 3RD AVE. BAY CLINTON ST. HALLECK ST. 138 11TH ST. COURT ST.

34 4TH AVE. 12TH ST. 455 7TH AVE. HALLECK ST. 13TH ST.

5TH AVE. STATE ST. 14TH ST.

SMITH ST. 15TH ST. BRYANT ST.

HENRY STREET BASIN 16TH ST. ERIE 45 451 8TH AVE. 129 BASIN 129 17TH ST. 116 174 18TH ST.

COLUMBIA ST. (1) PETER 19TH ST. GOWANUS WHITEHALL ST. 660 20TH ST. 51 BAY MINUIT (1/R) 137 GOWANUS BASIN 21ST ST.

M15 BUS LOOP 223 PLAZA 19

8 23RD ST. 9

24TH ST. 22ND ST.

(1/R) 25TH ST.

26TH ST.

13 284 27TH ST. 16 106 28TH ST. 1605 117 29TH ST. 43 30TH ST.140 31ST ST.

8 26 32ND ST. 2ND AVE. 33RD ST. SOUTH ST. SOUTH 107 34TH ST.

3RD AVE. FERRY GOWANUS35TH EXPWY.39 ST. 93 84 36TH ST.

4TH AVE. 145 37TH ST. 93 5TH AVE. 145

NOT TO SCALE Existing Pedestrian Volumes Weekday AM Peak 15 Minutes PROPOSED PHASED REDEVELOPMENT OF GOVERNORS ISLAND Figure 15-38 W. 20TH ST. E. 29TH ST.

W. 19TH ST. E. 28TH ST.

W. 18TH ST. E. 27TH ST.

W. 17TH ST. E. 26TH ST.

LEXINGTON AVE. THIRD AVE. W. 16TH ST. E. 25TH ST.

LITTLE 12TH ST. W. 15TH ST. E.E. 24TH 24TH ST. ST. SECOND AVE.

W. 14TH ST. E. 23RD ST. FIRST AVE. GANSEVOORT ST. E. 22ND ST. HORATIO ST.

JANE ST. WASHINGTON ST. WASHINGTON

W. 12TH ST. GREENWICH ST. GREENWICH BETHUNE ST. HUDSON ST. GREENWICH AVE. E. 20TH ST. WAVERLY PL. UNION SQUARE BLEEKER ST. W. 11TH ST. BANK ST. E. 19TH ST.

E. 18TH ST. W. 11TH ST.

W. 4TH ST. E. 17TH ST. PERRY ST. W. 10TH ST. CHARLES LN. CHARLES ST. E. 16TH ST. W. 9TH ST. E. 15TH ST. W. 10TH ST. SIXTH AVE. W. 8TH ST. WAVERLY PL. W. WASHINGTON PL.

CHRISTOPHER ST. WEEHAWKEN ST. WEEHAWKEN BEDFORD ST. E. 14TH ST.

BARROW ST. E. 13TH ST.

E. 16TH ST. MORTON ST. E. 12TH ST. E. 15TH ST. E. 11TH ST. LEROY ST. E. 10TH ST. CLARKSON S T. W. 3RD ST. E. 9TH ST. W. HOUSTON ST.

KING ST. BLEECKER ST. FURMAN ST. E. 7TH ST. CHARLTON ST.

10.4.11 E. 6TH ST. W. HOUSTON ST. 150 FIRST AVE. E. 8TH ST. SZOLD PL. WASHINGTON ST. GREENWICH ST. VANDAM ST. 12 211 4 14 PRINCE ST. E. 4TH ST. AVE. A SPRING ST.

4 8 5 E. 5TH ST. E. 3RD ST. LINE BULKHEAD AND PIERHEAD DOMINICK ST. AVE. B 457 E. 1ST ST. COURT ST. COURT SPRING ST. E. 2ND ST. BROOME ST. 328 AVE. C RENWICK ST. E. HOUSTON ST. WATTS ST. HUDSON ST. SULLIVAN ST. TOMPKINS THOMSON ST. 141 60 WEST BROADWAY 90 SQUARE

BROOME ST. PARK RIVER EAST DESBROSSES ST. 40 79 110 152 AVE. D VARICK ST. GRAND ST. NEW VESTRY ST. STANTON ST. ATLANTIC AVE. 1 LAIGHT ST 0 . ESSEX ST.

MANHATTAN CHRYSTIE ST. FORSYTH ST. HUBERT ST. NORFOLK ST. ALLEN ST. JERSEY WOOSTER ST. SUFFOLK ST. ELDRIDGE ST. CLINTON ST.

CANAL ST. RIDGE ST. GREENE ST. RIVINGTON ST. HAMILTONPITT ST. ORCHARD ST. LUDLOW ST. BEACH ST. LISPENARD ST. ATTORNEY ST. FISH MERCER ST.HOWARD ST. PARK 157 CROSBY ST. DELANCEY ST.

N. MOORE ST. 354

142 JORALEMON ST. WEST ST. WEST WALKER ST. 282 10 3 10 COLUMBIA ST. 3 FRANKLIN ST. BROOME ST. 8 4 3 WHITE ST. HARRISON ST. CENTRE ST.

HUDSON RIVER FRANKLIN ST. BAXTER ST. HESTER ST. JAY ST. CORTLANDT AL. MULBERRY ST.

HUDSON ST. LEONARD ST. GRAND ST. MOTT ST. 113 160 ELIZABETH ST. 220 WORTH ST. 80 READE ST. 92 172 156 CHAMBERS ST. THOMAS ST. CATHERINE LN. 223 BENSON PL. BAYARD ST. DUANE ST. BIALYSTOKER PL.

BOWERY LEWIS ST. CHURCH ST. FEDERAL JEFFERSON ST. PELL ST. EAST BROADWAY ABRAHAM E. KAZAN ST. PLAZA

JACKSON ST. RUTGERS ST. HENRY ST. MONTGOMERY ST. 26 GOUVENEUR ST. MADISON ST.

WARREN ST. PEARL ST. 220

86 384 GREENWICH ST. BROADWAY 264 MURRAY ST. ELK ST. 331 WEST BROADWAY PARK ROW PARK PL. CITY HALL CENTRE ST. BARCLAY ST. PARK VESEY ST. POLICE PLAZA ST. JAMES PL.

COLUMBIA ST. MONROE ST. MADISON ST. PARK ROW WTC SITE SPRUCE ST.

BEEKMAN ST. DEY ST. NASSAU ST. CHERRY ST. FULTON ST. ANN ST.

WATER ST. 136

WATER ST. 126

BROADWAY PEARL ST. BROOKLYN BRIDGEEAST RIVER (4/5) RECTOR ST. BROAD ST. MANHATTAN BRIDGE

JOHN ST. ROUTE 9A

PLYMOUTH ST.

WATER ST. BRIDGE ST. BRIDGE

FRONT ST. AVE. HUDSON

WHITEHALLBRIDGE ST. ST. BATTERY PARK WATER ST. YORK ST.

SANDS ST. NAVY ST. NAVY

N. ELLIOTT PL. VANDERBILT AVE. WAVERLY AVE. CLERMONT AVE. CLINTON AVE. WASHINGTON AVE. CARLTON AVE. NASSAU ST. FLUSHING AVE. ADELPHI ST.

BROOKLYN-BATTERY TUNNEL BATTERY ELLIS MARITIME

N. PORTLAND AVE.

ISLAND BUILDING BROOKLYNPEDESTRIAN QUEENS ST. EXPWY.

GOLD ST. GOLD PRINCE ST. PRINCE TILLARY ST. ST. DUFFIELD

FLATBUSH AVE EXT.

ALBURN PL. REMSEN ST.

MYRTLE AVE. EDWARDS ST. ASHLAND PL. CUMBERLAND ST.

PIER 6 ADAMS ST. ADAMS WILLOUGHBY ST. FURMAN ST.

151

PIER 7 HICKS ST.

GOVERNORS ST. BRIDGE 173 FULTON ST.

CLINTON AVE. S. PORTLAND AVE. CUMBERLAND ST. S. OXFORD ST. CLARMONT AVE. VANDERBILT AVE. FORT GREENE PL. ADELPHI ST. DEKALB ROCKWELLAVE. PL. ST. FELIX ST. CARLTON AVE. ISLAND PIER 8 HUDSON AVE. COURT ST.

ATLANTIC AVE. PIER 9a FLATBUSH AVE.

PIER 9b LAFAYETTE ST. LIBERTY GREENE AVE. ISLAND FULTON ST. COLUMBIA ST. ATLANTIC AVE.

NEVINS ST. ATLANTIC AVE.

3RD AVE.

PIER 10 PACIFIC ST. PIER 12 4TH AVE. BROOKLYN DEAN ST.

BERGEN ST. BUTTERMILK CHANNEL

ATLANTIC BASIN PRESIDENT ST. ST. MARKS AVE.

COMMERCE ST. RAPELYE ST. 2ND PL. CARROLL ST. 181 STATE ST. DELAVAN ST.

3RD PL. 2ND ST. 5TH AVE. PROSPECT PL. KING ST. VERONA ST. CARLTON AVE. 212 1ST ST. HENRY ST.

SULLIVAN ST. 3RD ST. VANDERBILT AVE. VISITATION PL. LUGUER ST. CLINTON ST. 4TH PL. PARK PL. 62 WOLCOTT ST. PIONEER ST. COURT ST. NELSON ST. 4TH ST.

206 DIKEMAN ST. STERLING PL. HUNTINGTON ST. HAMILTON AVE. 5TH ST. COFFEY ST. FERRIS ST. 6TH AVE. PARK RED HOOK W. 9TH ST.

HILL ST. 6TH ST. BASIN 1ST ST. VAN BRUNT ST. COLUMBIA ST. GOWANUS EXPWY. 4TH ST. BASIN LORRAINE ST. 2ND ST. 64 7TH ST. BASIN 8TH AVE. REED ST. VAN DYKE ST. 6TH ST. 3RD ST. CONOVER ST. RICHARDS ST. CREAMER ST. BEARD59 ST. 7TH ST.

8TH ST. UPPER DWIGHT ST. 8 WATER ST. 2ND AVE. BAY ST. 9TH ST. OTSEGO ST. HICKS ST. SIGOURNEY ST. 128 HENRY ST. 10TH ST. 3RD AVE. BAY CLINTON ST. HALLECK ST. 107 11TH ST. COURT ST.

69 4TH AVE. 12TH ST. 243 7TH AVE. HALLECK ST. 13TH ST.

5TH AVE. STATE ST. 14TH ST.

SMITH ST. 15TH ST. BRYANT ST.

HENRY STREET BASIN 16TH ST. ERIE 44 24 8TH AVE. 206 BASIN 145 17TH ST. 219 18TH ST. 63

COLUMBIA ST. (1) PETER 19TH ST. GOWANUS WHITEHALL ST. 86 20TH ST. 77 BAY MINUIT (1/R) 166 GOWANUS BASIN 21ST ST. M15 BUS LOOP PLAZA 13 24 8 23RD ST. 17

24TH ST. 22ND ST.

(1/R) 25TH ST.

26TH ST.

30 348 27TH ST. 24 19 28TH ST. 471 52 29TH ST. 21 30TH ST. 53 31ST ST.

31 23 32ND ST. 2ND AVE. 33RD ST. SOUTH ST. SOUTH 21 34TH ST.

3RD AVE. FERRY GOWANUS35TH EXPWY.11 ST. 45 12 36TH ST. 23 4TH AVE. 37TH ST. 45 5TH AVE. 23

NOT TO SCALE Existing Pedestrian Volumes Weekday Midday Peak 15 Minutes PROPOSED PHASED REDEVELOPMENT OF GOVERNORS ISLAND Figure 15-39 W. 20TH ST. E. 29TH ST.

W. 19TH ST. E. 28TH ST.

W. 18TH ST. E. 27TH ST.

W. 17TH ST. E. 26TH ST.

LEXINGTON AVE. THIRD AVE. W. 16TH ST. E. 25TH ST.

LITTLE 12TH ST. W. 15TH ST. E.E. 24TH 24TH ST. ST. SECOND AVE.

W. 14TH ST. E. 23RD ST. FIRST AVE. GANSEVOORT ST. E. 22ND ST. HORATIO ST.

JANE ST. WASHINGTON ST. WASHINGTON

W. 12TH ST. GREENWICH ST. GREENWICH BETHUNE ST. HUDSON ST. GREENWICH AVE. E. 20TH ST. WAVERLY PL. UNION SQUARE BLEEKER ST. W. 11TH ST. BANK ST. E. 19TH ST.

E. 18TH ST. W. 11TH ST.

W. 4TH ST. E. 17TH ST. PERRY ST. W. 10TH ST. CHARLES LN. CHARLES ST. E. 16TH ST. W. 9TH ST. E. 15TH ST. W. 10TH ST. SIXTH AVE. W. 8TH ST. WAVERLY PL. W. WASHINGTON PL.

CHRISTOPHER ST. WEEHAWKEN ST. WEEHAWKEN BEDFORD ST. E. 14TH ST.

BARROW ST. E. 13TH ST.

E. 16TH ST. MORTON ST. E. 12TH ST. E. 15TH ST. E. 11TH ST. LEROY ST. E. 10TH ST. CLARKSON S T. W. 3RD ST. E. 9TH ST. W. HOUSTON ST.

KING ST. BLEECKER ST. FURMAN ST. E. 7TH ST. CHARLTON ST.

10.4.11 E. 6TH ST. W. HOUSTON ST. 114 FIRST AVE. E. 8TH ST. SZOLD PL. WASHINGTON ST. GREENWICH ST. VANDAM ST. 6 130 5 3 PRINCE ST. E. 4TH ST. AVE. A SPRING ST.

2 4 3 E. 5TH ST. E. 3RD ST. LINE BULKHEAD AND PIERHEAD DOMINICK ST. AVE. B 293 E. 1ST ST. COURT ST. COURT SPRING ST. E. 2ND ST. BROOME ST. 218 AVE. C RENWICK ST. E. HOUSTON ST. WATTS ST. HUDSON ST. SULLIVAN ST. TOMPKINS THOMSON ST. 93 98 WEST BROADWAY 90 SQUARE

BROOME ST. PARK RIVER EAST DESBROSSES ST. 39 28 116 124 AVE. D VARICK ST. GRAND ST. NEW VESTRY ST. STANTON ST. ATLANTIC AVE. 2 LAIGHT ST 0 . ESSEX ST.

MANHATTAN CHRYSTIE ST. FORSYTH ST. HUBERT ST. NORFOLK ST. ALLEN ST. JERSEY WOOSTER ST. SUFFOLK ST. ELDRIDGE ST. CLINTON ST.

CANAL ST. RIDGE ST. GREENE ST. RIVINGTON ST. HAMILTONPITT ST. ORCHARD ST. LUDLOW ST. BEACH ST. LISPENARD ST. ATTORNEY ST. FISH MERCER ST.HOWARD ST. PARK 102 CROSBY ST. DELANCEY ST.

N. MOORE ST. 284

106 JORALEMON ST. WEST ST. WEST WALKER ST. 227 17 7 14 COLUMBIA ST. 15 FRANKLIN ST. BROOME ST. 5 6 6 WHITE ST. HARRISON ST. CENTRE ST.

HUDSON RIVER FRANKLIN ST. BAXTER ST. HESTER ST. JAY ST. CORTLANDT AL. MULBERRY ST.

HUDSON ST. LEONARD ST. GRAND ST. MOTT ST. 120 142 ELIZABETH ST. 196 WORTH ST. 132 READE ST. 151 104 192 CHAMBERS ST. THOMAS ST. CATHERINE LN. 158 BENSON PL. BAYARD ST. DUANE ST. BIALYSTOKER PL.

BOWERY LEWIS ST. CHURCH ST. FEDERAL JEFFERSON ST. PELL ST. EAST BROADWAY ABRAHAM E. KAZAN ST. PLAZA

JACKSON ST. RUTGERS ST. HENRY ST. MONTGOMERY ST. 112 GOUVENEUR ST. MADISON ST.

WARREN ST. PEARL ST. 185

122 357 GREENWICH ST. BROADWAY 281 MURRAY ST. ELK ST. 301 WEST BROADWAY PARK ROW PARK PL. CITY HALL CENTRE ST. BARCLAY ST. PARK VESEY ST. POLICE PLAZA ST. JAMES PL.

COLUMBIA ST. MONROE ST. MADISON ST. PARK ROW WTC SITE SPRUCE ST.

BEEKMAN ST. DEY ST. NASSAU ST. CHERRY ST. FULTON ST. ANN ST.

WATER ST. 387

WATER ST. 200

BROADWAY PEARL ST. BROOKLYN BRIDGEEAST RIVER (4/5) RECTOR ST. BROAD ST. MANHATTAN BRIDGE

JOHN ST. ROUTE 9A

PLYMOUTH ST.

WATER ST. BRIDGE ST. BRIDGE

FRONT ST. AVE. HUDSON

WHITEHALLBRIDGE ST. ST. BATTERY PARK WATER ST. YORK ST.

SANDS ST. NAVY ST. NAVY

N. ELLIOTT PL. VANDERBILT AVE. WAVERLY AVE. CLERMONT AVE. CLINTON AVE. WASHINGTON AVE. CARLTON AVE. NASSAU ST. FLUSHING AVE. ADELPHI ST.

BROOKLYN-BATTERY TUNNEL BATTERY ELLIS MARITIME

N. PORTLAND AVE.

ISLAND BUILDING BROOKLYNPEDESTRIAN QUEENS ST. EXPWY.

GOLD ST. GOLD PRINCE ST. PRINCE TILLARY ST. ST. DUFFIELD

FLATBUSH AVE EXT.

ALBURN PL. REMSEN ST.

MYRTLE AVE. EDWARDS ST. ASHLAND PL. CUMBERLAND ST.

PIER 6 ADAMS ST. ADAMS WILLOUGHBY ST. FURMAN ST.

351

PIER 7 HICKS ST.

GOVERNORS ST. BRIDGE 175 FULTON ST.

CLINTON AVE. S. PORTLAND AVE. CUMBERLAND ST. S. OXFORD ST. CLARMONT AVE. VANDERBILT AVE. FORT GREENE PL. ADELPHI ST. DEKALB ROCKWELLAVE. PL. ST. FELIX ST. CARLTON AVE. ISLAND PIER 8 HUDSON AVE. COURT ST.

ATLANTIC AVE. PIER 9a FLATBUSH AVE.

PIER 9b LAFAYETTE ST. LIBERTY GREENE AVE. ISLAND FULTON ST. COLUMBIA ST. ATLANTIC AVE.

NEVINS ST. ATLANTIC AVE.

3RD AVE.

PIER 10 PACIFIC ST. PIER 12 4TH AVE. BROOKLYN DEAN ST.

BERGEN ST. BUTTERMILK CHANNEL

ATLANTIC BASIN PRESIDENT ST. ST. MARKS AVE.

COMMERCE ST. RAPELYE ST. 2ND PL. CARROLL ST. 470 STATE ST. DELAVAN ST.

3RD PL. 2ND ST. 5TH AVE. PROSPECT PL. KING ST. VERONA ST. CARLTON AVE. 174 1ST ST. HENRY ST.

SULLIVAN ST. 3RD ST. VANDERBILT AVE. 162 VISITATION PL. LUGUER ST. CLINTON ST. 4TH PL. PARK PL. WOLCOTT ST. PIONEER ST. COURT ST. NELSON ST. 4TH ST.

177 DIKEMAN ST. STERLING PL. HUNTINGTON ST. HAMILTON AVE. 5TH ST. COFFEY ST. FERRIS ST. 6TH AVE. PARK RED HOOK W. 9TH ST.

HILL ST. 6TH ST. BASIN 1ST ST. VAN BRUNT ST. COLUMBIA ST. GOWANUS EXPWY. 4TH ST. BASIN LORRAINE ST. 2ND ST. 43 7TH ST. BASIN 8TH AVE. REED ST. VAN DYKE ST. 6TH ST. 3RD ST. CONOVER ST. RICHARDS ST. CREAMER ST. BEARD48 ST. 7TH ST.

8TH ST. UPPER DWIGHT ST. 10 WATER ST. 2ND AVE. BAY ST. 9TH ST. OTSEGO ST. HICKS ST. SIGOURNEY ST.

HENRY ST. 73 10TH ST. 3RD AVE. BAY CLINTON ST. HALLECK ST. 134 11TH ST. 329 COURT ST.

4TH AVE. 12TH ST. 151 7TH AVE. HALLECK ST. 13TH ST.

5TH AVE. STATE ST. 14TH ST.

SMITH ST. 15TH ST. BRYANT ST.

HENRY STREET BASIN 16TH ST. ERIE 141 173 8TH AVE. 325 BASIN 99 17TH ST. 343 153 18TH ST.

COLUMBIA ST. (1) PETER 19TH ST. GOWANUS WHITEHALL ST. 130 245 20TH ST. BAY MINUIT (1/R) 96 GOWANUS BASIN 21ST ST. M15 BUS LOOP PLAZA 24

37 3 23RD ST. 135

24TH ST. 22ND ST.

(1/R) 25TH ST.

110 26TH ST. 1182 27TH ST. 114 37 28TH ST. 515 21 29TH ST. 25 30TH ST. 73 31ST ST.

105 36 32ND ST. 2ND AVE. 33RD ST. SOUTH ST. SOUTH 8 34TH ST.

3RD AVE. FERRY GOWANUS35TH EXPWY.52 ST. 46

36TH ST. 5 11 4TH AVE. 37TH ST. 46 5TH AVE. 11

NOT TO SCALE Existing Pedestrian Volumes Weekday PM Peak 15 Minutes PROPOSED PHASED REDEVELOPMENT OF GOVERNORS ISLAND Figure 15-40 Phased Redevelopment of Governors Island

Table 15-29 2011 Existing Conditions Sidewalk Analysis Manhattan Locations Effective Width 15 Minute Two- Platoon Flow Location Sidewalk (ft) Way Volume PMF LOS AM Peak Period State Street between Bridge Street and Battery Place West 15.5 516 2.22 B State Street between Bridge Street and Pearl Street West 22.5 378 1.12 B State Street between Pearl Street and Peter Minuit Plaza (M15 Bus Loop) West 14.0 309 1.47 B Peter Minuit Plaza-Ferry Passage Terminal Passageway way 16.0 188 0.78 B Whitehall Street between Pearl Street and Water Street West 12.0 351 1.95 B Whitehall Street between State Street and 1/R Subway Station East 11.0 776 4.70 C Whitehall Street between State Street and South Street West 8.0 27 0.23 A Whitehall Street between 1/R Subway Station and South Street East 14.0 119 0.57 B South Street between Whitehall Street and M15 Bus Stop North 7.0 183 1.74 B South Street between M15 Bus Stop and Broad Street North 6.5 133 1.36 B Midday Peak Period State Street between Bridge Street and Battery Place West 15.5 324 1.39 B State Street between Bridge Street and Pearl Street West 22.5 393 1.16 B State Street between Pearl Street and Peter Minuit Plaza (M15 Bus Loop) West 14.0 298 1.42 B Peter Minuit Plaza-Ferry Passage Terminal Passageway way 16.0 243 1.01 B Whitehall Street between Pearl Street and Water Street West 12.0 268 1.49 B Whitehall Street between State Street and 1/R Subway Station East 11.0 149 0.90 B Whitehall Street between State Street and South Street West 8.0 21 0.18 A Whitehall Street between 1/R Subway Station and South Street East 14.0 49 0.23 A South Street between Whitehall Street and M15 Bus Stop North 7.0 74 0.70 B South Street between M15 Bus Stop and Broad Street North 6.5 76 0.78 B PM Peak Period State Street between Bridge Street and Battery Place West 15.5 526 2.26 B State Street between Bridge Street and Pearl Street West 22.5 644 1.91 B

15-46 Chapter 15: Transportation

Table 15-29 (cont’d) 2011 Existing Conditions Sidewalk Analysis Manhattan Locations Effective Width 15 Minute Two- Platoon Flow Location Sidewalk (ft) Way Volume PMF LOS State Street between Pearl Street and Peter Minuit Plaza (M15 Bus Loop) West 14.0 458 2.18 B Peter Minuit Plaza-Ferry Passage Terminal Passageway way 16.0 341 1.42 B Whitehall Street between Pearl Street and Water Street West 12.0 339 1.88 B Whitehall Street between State Street and 1/R Subway Station East 11.0 473 2.87 B Whitehall Street between State Street and South Street West 8.0 61 0.51 B Whitehall Street between 1/R Subway Station and South Street East 14.0 147 0.70 B South Street between Whitehall Street and M15 Bus Stop North 7.0 98 0.93 B South Street between M15 Bus Stop and Broad Street North 6.5 135 1.38 B Note: PMF = pedestrians per minute per foot

Table 15-30 2011 Existing Conditions Corner Analysis Manhattan Locations AM Peak Period Midday Peak Period PM Peak Period Location Corner SFP LOS SFP LOS SFP LOS Whitehall Southeast 44.3 B 96.6 A 67.4 A Street and State Street Northwest 194.8 A 242.9 A 171.0 A Whitehall Street and Northeast 352.8 A 961.4 A 450.3 A South Street Note: SFP = square feet per pedestrian

Table 15-31 2011 Existing Conditions Crosswalk Analysis Manhattan Locations Street Crosswalk Conditions with conflicting vehicles Location Crosswalk Width Width AM Midday PM (feet) (feet) SFP LOS SFP LOS SFP LOS State Street and M15 South 36.0 25.0 26.4 C 20.7 D 17.3 D Bus Loop North 24.0 15.0 328.8 A 155.5 A 211.5 A State Street and East 36.0 17.0 20.6 D 29.7 C 33.0 C Whitehall Street South 30.0 14.0 109.4 A 100.8 A 75.3 A West 50.0 15.0 12.7 E 19.4 D 10.6 E Whitehall Street and North 27.0 10.0 55.7 B 138.9 A 65.2 A South Street East 27.0 12.0 69.3 A 383.6 A 147.2 A Note: SFP = square feet per pedestrian

15-47 Phased Redevelopment of Governors Island

Table 15-32 2011 Existing Conditions Sidewalk Analysis Brooklyn Locations Effective Width 15 Minute Two- Platoon Flow Location Sidewalk (ft) Way Volume PMF LOS AM Peak Period Atlantic Avenue between North 18.0 5 0.02 A Furman Street and Pier 6 South 8.0 11 0.09 A Atlantic Avenue between North 19.0 9 0.03 A Columbia Street and BQE Off- South 20.0 4 0.01 A Ramp Joralemon Street between North 7.0 238 2.27 B Boerum Place and Court South 10.0 231 1.54 B Street Joralemon Street between North 11.0 179 1.08 B Court Street and Clinton South 6.0 335 3.72 C Street Court Street between Remsen East 15.0 237 1.05 B Street and Joralemon Street West 8.0 545 4.54 C Court Street between East 13.0 526 2.70 B Joralemon Street and West 14.0 542 2.58 B Livingston Street Midday Peak Period Atlantic Avenue between North 18.0 16 0.06 A Furman Street and Pier 6 South 8.0 18 0.15 A Atlantic Avenue between North 19.0 19 0.07 A Columbia Street and BQE Off- South 20.0 13 0.04 A Ramp Joralemon Street between North 7.0 293 2.79 B Boerum Place and Court South 10.0 443 2.95 B Street Joralemon Street between North 11.0 100 0.61 B Court Street and Clinton South 6.0 205 2.28 B Street East 15.0 361 1.60 B Court Street between Remsen West 8.0 Street and Joralemon Street 785 6.54 D Court Street between East 13.0 484 2.48 B Joralemon Street and West 14.0 715 3.40 C Livingston Street PM Peak Period Atlantic Avenue between North 18.0 8 0.03 A Furman Street and Pier 6 South 8.0 22 0.18 A Atlantic Avenue between North 19.0 6 0.02 A Columbia Street and BQE Off- South 20.0 20 0.07 A Ramp Joralemon Street between North 7.0 217 2.07 B Boerum Place and Court South 10.0 354 2.36 B Street Joralemon Street between North 11.0 137 0.83 B Court Street and Clinton South 6.0 271 3.01 C Street East 15.0 244 1.08 B Court Street between Remsen West 8.0 Street and Joralemon Street 511 4.26 C Court Street between East 13.0 466 2.39 B Joralemon Street and West 14.0 658 3.13 C Livingston Street Note: PMF = pedestrians per minute per foot

15-48 Chapter 15: Transportation

Table15-33 2011 Existing Conditions Corner Analysis Brooklyn Locations AM Peak Period Midday Peak Period PM Peak Period Location Corner SFP LOS SFP LOS SFP LOS Atlantic Avenue and Columbia Southeast Street 7382.0 A 4025.4 A 1473.2 A Southeast 76.3 A 77.7 A 95.6 A Court Street and Joralemon Street Southwest 58.9 B 46.8 B 54.3 B Northwest 66.3 A 44.0 B 53.6 B Note: SFP = square feet per pedestrian

Table 15-34 2011 Existing Conditions Crosswalk Analysis Brooklyn Locations

Street Crosswalk Conditions with conflicting vehicles Location Crosswalk Width Width AM Midday PM (feet) (feet) SFP LOS SFP LOS SFP LOS Atlantic Avenue and North 22.0 14.0 2245.8 A 1475.8 A 1746.7 A Columbia Street South 65.0 16.0 3582.1 A 2815.4 A 1376.1 A North 30.0 15.0 40.9 B 44.3 B 36.8 C Joralemon Street and East 31.0 18.0 89.5 A 62.0 A 102.7 A Court Street South 38.0 19.0 40.0 C 33.3 C 40.5 B West 25.0 17.0 46.4 B 21.9 D 31.8 C Note: SFP = square feet per pedestrian

2030 NO BUILD CONDITION No Build pedestrian volumes were estimated by increasing existing (2011) pedestrian levels to reflect expected growth in overall travel through and within the study area. As per CEQR guidelines, an annual background growth rate of 0.25 percent was assumed for the first five years (year 2011 to year 2016) and then 0.125 percent for the remaining years (year 2016 to year 2030). Pedestrian volumes from anticipated projects in the Manhattan and Brooklyn study areas, including those from the BMB and Brooklyn Bridge Park projects, were also added to arrive at the 2030 No Build pedestrian volumes. The total No build peak 15-minute pedestrian volumes for the weekday AM, midday, and PM peak periods are presented in Figures 15-41 to 15-43. As summarized in Tables 15-35 to 15-40, all sidewalk, crosswalk, and corner reservoir analysis locations would continue to operate at acceptable levels, except for the following locations in Manhattan near the BMB ferry portal. the west crosswalk at State Street and Whitehall Street, the east crosswalk at State Street and Whitehall Street, and the south crosswalk at State Street and the M15 SBS Bus Loop at Peter Minuit Plaza.  The south crosswalk at State Street and the M15 SBS Bus Loop at Peter Minuit Plaza would operate at LOS D (18.0 SFP) during the midday peak period and LOS D (15.6 SFP) during the PM peak period; and  The west crosswalk at State Street and Whitehall Street would operate at LOS E (12.1 SFP), D (17.7 SFP), and E (9.9 SFP), during the AM, midday, and PM peak periods, respectively.

15-49 W. 20TH ST. E. 29TH ST.

W. 19TH ST. E. 28TH ST.

W. 18TH ST. E. 27TH ST.

W. 17TH ST. E. 26TH ST.

LEXINGTON AVE. THIRD AVE. W. 16TH ST. E. 25TH ST.

LITTLE 12TH ST. W. 15TH ST. E.E. 24TH 24TH ST. ST. SECOND AVE.

W. 14TH ST. E. 23RD ST. FIRST AVE. GANSEVOORT ST. E. 22ND ST. HORATIO ST.

JANE ST. WASHINGTON ST. WASHINGTON

W. 12TH ST. GREENWICH ST. GREENWICH BETHUNE ST. HUDSON ST. GREENWICH AVE. E. 20TH ST. WAVERLY PL. UNION SQUARE BLEEKER ST. W. 11TH ST. BANK ST. E. 19TH ST.

E. 18TH ST. W. 11TH ST.

W. 4TH ST. E. 17TH ST. PERRY ST. W. 10TH ST. CHARLES LN. CHARLES ST. E. 16TH ST. W. 9TH ST. E. 15TH ST. W. 10TH ST. SIXTH AVE. W. 8TH ST. WAVERLY PL. W. WASHINGTON PL.

CHRISTOPHER ST. WEEHAWKEN ST. WEEHAWKEN BEDFORD ST. E. 14TH ST.

BARROW ST. E. 13TH ST.

E. 16TH ST. MORTON ST. E. 12TH ST. E. 15TH ST. E. 11TH ST. LEROY ST. E. 10TH ST. CLARKSON S T. W. 3RD ST. E. 9TH ST. W. HOUSTON ST.

KING ST. BLEECKER ST. FURMAN ST. E. 7TH ST. CHARLTON ST. E. 6TH ST. W. HOUSTON ST. 164 FIRST AVE. SZOLD PL. 80 10.12.11 E. 8TH ST. 27 WASHINGTON ST. GREENWICH ST. VANDAM ST. 31 27 PRINCE ST. E. 4TH ST. AVE. A SPRING ST.

29 27 33 E. 5TH ST. E. 3RD ST. LINE BULKHEAD AND PIERHEAD DOMINICK ST. AVE. B 232 E. 1ST ST. COURT ST. COURT SPRING ST. E. 2ND ST. BROOME ST. 330 AVE. C RENWICK ST. E. HOUSTON ST. WATTS ST. HUDSON ST. SULLIVAN ST. TOMPKINS THOMSON ST. 95 128 WEST BROADWAY 87 SQUARE

BROOME ST. PARK RIVER EAST DESBROSSES ST. 146 111 176 214 AVE. D VARICK ST. GRAND ST. NEW ATLANTIC AVE. VESTRY ST. STANTON ST. LAIGHT ST. ESSEX ST.

MANHATTAN CHRYSTIE ST. FORSYTH ST. HUBERT ST. NORFOLK ST. ALLEN ST. JERSEY WOOSTER ST. SUFFOLK ST. ELDRIDGE ST. CLINTON ST.

CANAL ST. RIDGE ST. GREENE ST. RIVINGTON ST. HAMILTONPITT ST. ORCHARD ST. LUDLOW ST. BEACH ST. LISPENARD ST. ATTORNEY ST. FISH MERCER ST.HOWARD ST. PARK 152 CROSBY ST. 96 DELANCEY ST.

N. MOORE ST. 177 JORALEMON ST. WEST ST. WEST WALKER ST. 194 3 28 25 COLUMBIA ST. 1 FRANKLIN ST. BROOME ST. 8 34 30 WHITE ST. HARRISON ST. CENTRE ST.

HUDSON RIVER FRANKLIN ST. BAXTER ST. HESTER ST. JAY ST. CORTLANDT AL. MULBERRY ST.

HUDSON ST. LEONARD ST. GRAND ST. MOTT ST. 240 112 ELIZABETH ST. 116 WORTH ST. 252 READE ST. 135 142 323 CHAMBERS ST. THOMAS ST. CATHERINE LN. 126 BENSON PL. BAYARD ST. DUANE ST. BIALYSTOKER PL.

BOWERY LEWIS ST. CHURCH ST. FEDERAL JEFFERSON ST. PELL ST. EAST BROADWAY ABRAHAM E. KAZAN ST. PLAZA

JACKSON ST. RUTGERS ST. HENRY ST. MONTGOMERY ST. 155 GOUVENEUR ST. MADISON ST.

WARREN ST. PEARL ST. 294

284 252 GREENWICH ST. BROADWAY 248 MURRAY ST. ELK ST. 307 WEST BROADWAY PARK ROW PARK PL. CITY HALL CENTRE ST. BARCLAY ST. PARK VESEY ST. POLICE PLAZA ST. JAMES PL.

COLUMBIA ST. MONROE ST. MADISON ST. PARK ROW WTC SITE SPRUCE ST.

BEEKMAN ST. DEY ST. NASSAU ST. CHERRY ST. FULTON ST. ANN ST.

WATER ST. 487

WATER ST. 94

BROADWAY PEARL ST. BROOKLYN BRIDGEEAST RIVER (4/5) RECTOR ST. BROAD ST. MANHATTAN BRIDGE

JOHN ST. ROUTE 9A

PLYMOUTH ST.

WATER ST. BRIDGE ST. BRIDGE

FRONT ST. AVE. HUDSON

WHITEHALLBRIDGE ST. ST. BATTERY PARK WATER ST. YORK ST.

SANDS ST. NAVY ST. NAVY

N. ELLIOTT PL. VANDERBILT AVE. WAVERLY AVE. CLERMONT AVE. CLINTON AVE. WASHINGTON AVE. CARLTON AVE. NASSAU ST. FLUSHING AVE. ADELPHI ST.

BROOKLYN-BATTERY TUNNEL BATTERY ELLIS MARITIME

N. PORTLAND AVE.

ISLAND BUILDING BROOKLYNPEDESTRIAN QUEENS ST. EXPWY.

GOLD ST. GOLD PRINCE ST. PRINCE TILLARY ST. ST. DUFFIELD

FLATBUSH AVE EXT.

ALBURN PL. REMSEN ST.

MYRTLE AVE. EDWARDS ST. ASHLAND PL. CUMBERLAND ST.

PIER 6 ADAMS ST. ADAMS WILLOUGHBY ST. FURMAN ST.

516

PIER 7 HICKS ST.

26 GOVERNORS ST. BRIDGE FULTON ST.

CLINTON AVE. S. PORTLAND AVE. CUMBERLAND ST. S. OXFORD ST. CLARMONT AVE. VANDERBILT AVE. FORT GREENE PL. ADELPHI ST. DEKALB ROCKWELLAVE. PL. ST. FELIX ST. CARLTON AVE. ISLAND PIER 8 HUDSON AVE. COURT ST.

ATLANTIC AVE. PIER 9a FLATBUSH AVE.

PIER 9b LAFAYETTE ST. LIBERTY GREENE AVE. ISLAND FULTON ST. COLUMBIA ST. ATLANTIC AVE.

NEVINS ST. ATLANTIC AVE.

3RD AVE.

PIER 10 PACIFIC ST. PIER 12 4TH AVE. BROOKLYN DEAN ST.

BERGEN ST. BUTTERMILK CHANNEL

ATLANTIC BASIN PRESIDENT ST. ST. MARKS AVE.

COMMERCE ST. RAPELYE ST. 2ND PL. CARROLL ST. 152 STATE ST. DELAVAN ST.

3RD PL. 2ND ST. 5TH AVE. PROSPECT PL. KING ST. VERONA ST. CARLTON AVE. 247 1ST ST. HENRY ST.

SULLIVAN ST. 3RD ST. VANDERBILT AVE. VISITATION PL. LUGUER ST. CLINTON ST. 4TH PL. PARK PL. 33 WOLCOTT ST. PIONEER ST. COURT ST. NELSON ST. 4TH ST.

334 DIKEMAN ST. STERLING PL. HUNTINGTON ST. HAMILTON AVE. 5TH ST. COFFEY ST. FERRIS ST. 6TH AVE. PARK RED HOOK W. 9TH ST.

HILL ST. 6TH ST. BASIN 1ST ST. VAN BRUNT ST. COLUMBIA ST. GOWANUS EXPWY. 4TH ST. BASIN LORRAINE ST. 2ND ST. 26 7TH ST. BASIN 8TH AVE. REED ST. VAN DYKE ST. 6TH ST. 3RD ST. CONOVER ST. RICHARDS ST. CREAMER ST. BEARD36 ST. 7TH ST.

8TH ST. UPPER DWIGHT ST. 11 WATER ST. 2ND AVE. BAY ST. 9TH ST. OTSEGO ST. HICKS ST. SIGOURNEY ST. 199 HENRY ST. 10TH ST. 3RD AVE. BAY CLINTON ST. HALLECK ST. 143 11TH ST. COURT ST.

39 4TH AVE. 12TH ST. 472 7TH AVE. HALLECK ST. 13TH ST.

5TH AVE. STATE ST. 14TH ST.

SMITH ST. 15TH ST. BRYANT ST.

HENRY STREET BASIN 16TH ST. ERIE 46 475 8TH AVE. 142 BASIN 135 17TH ST. 128 186 18TH ST.

COLUMBIA ST. (1) PETER 19TH ST. GOWANUS WHITEHALL ST. 684 20TH ST. 61 BAY MINUIT (1/R) 147 GOWANUS BASIN 21ST ST.

M15 BUS LOOP 233 PLAZA 25

13 23RD ST. 10

24TH ST. 22ND ST.

(1/R) 25TH ST.

26TH ST.

25 297 27TH ST. 19 118 28TH ST. 1657 124 29TH ST. 47 30TH ST.147 31ST ST.

8 27 32ND ST. 2ND AVE. 33RD ST. SOUTH ST. SOUTH 110 34TH ST.

3RD AVE. FERRY GOWANUS102 35TH EXPWY.51 ST. 98

36TH ST.

4TH AVE. 151 37TH ST. 121

5TH AVE. 27 183 36

NOT TO SCALE No Build Pedestrian Volumes Weekday AM Peak 15 Minutes PROPOSED PHASED REDEVELOPMENT OF GOVERNORS ISLAND Figure 15-41 W. 20TH ST. E. 29TH ST.

W. 19TH ST. E. 28TH ST.

W. 18TH ST. E. 27TH ST.

W. 17TH ST. E. 26TH ST.

LEXINGTON AVE. THIRD AVE. W. 16TH ST. E. 25TH ST.

LITTLE 12TH ST. W. 15TH ST. E.E. 24TH 24TH ST. ST. SECOND AVE.

W. 14TH ST. E. 23RD ST. FIRST AVE. GANSEVOORT ST. E. 22ND ST. HORATIO ST.

JANE ST. WASHINGTON ST. WASHINGTON

W. 12TH ST. GREENWICH ST. GREENWICH BETHUNE ST. HUDSON ST. GREENWICH AVE. E. 20TH ST. WAVERLY PL. UNION SQUARE BLEEKER ST. W. 11TH ST. BANK ST. E. 19TH ST.

E. 18TH ST. W. 11TH ST.

W. 4TH ST. E. 17TH ST. PERRY ST. W. 10TH ST. CHARLES LN. CHARLES ST. E. 16TH ST. W. 9TH ST. E. 15TH ST. W. 10TH ST. SIXTH AVE. W. 8TH ST. WAVERLY PL. W. WASHINGTON PL.

CHRISTOPHER ST. WEEHAWKEN ST. WEEHAWKEN BEDFORD ST. E. 14TH ST.

BARROW ST. E. 13TH ST.

E. 16TH ST. MORTON ST. E. 12TH ST. E. 15TH ST. E. 11TH ST. LEROY ST. E. 10TH ST. CLARKSON S T. W. 3RD ST. E. 9TH ST. W. HOUSTON ST.

KING ST. BLEECKER ST. FURMAN ST. E. 7TH ST. CHARLTON ST. E. 6TH ST. W. HOUSTON ST. 155 FIRST AVE. SZOLD PL. 10.12.11 E. 8TH ST. WASHINGTON ST. GREENWICH ST. VANDAM ST. 50 218 42 52 PRINCE ST. E. 4TH ST. AVE. A SPRING ST.

42 46 43 E. 5TH ST. E. 3RD ST. LINE BULKHEAD AND PIERHEAD DOMINICK ST. AVE. B 471 E. 1ST ST. COURT ST. COURT SPRING ST. E. 2ND ST. BROOME ST. 338 AVE. C RENWICK ST. E. HOUSTON ST. WATTS ST. HUDSON ST. SULLIVAN ST. TOMPKINS THOMSON ST. 199 127 WEST BROADWAY 147 SQUARE

BROOME ST. PARK RIVER EAST DESBROSSES ST. 106 104 167 211 AVE. D VARICK ST. GRAND ST. NEW VESTRY ST. STANTON ST. ATLANTIC AVE. 1 LAIGHT ST 0 . ESSEX ST.

MANHATTAN CHRYSTIE ST. FORSYTH ST. HUBERT ST. NORFOLK ST. ALLEN ST. JERSEY WOOSTER ST. SUFFOLK ST. ELDRIDGE ST. CLINTON ST.

CANAL ST. RIDGE ST. GREENE ST. RIVINGTON ST. HAMILTONPITT ST. ORCHARD ST. LUDLOW ST. BEACH ST. LISPENARD ST. ATTORNEY ST. FISH MERCER ST.HOWARD ST. PARK 162 CROSBY ST. DELANCEY ST.

N. MOORE ST. 365

146 JORALEMON ST. WEST ST. WEST WALKER ST. 291 206 45 48 COLUMBIA ST. 3 FRANKLIN ST. BROOME ST. 204 46 41 WHITE ST. HARRISON ST. CENTRE ST.

HUDSON RIVER FRANKLIN ST. BAXTER ST. HESTER ST. JAY ST. CORTLANDT AL. MULBERRY ST.

HUDSON ST. LEONARD ST. GRAND ST. MOTT ST. 138 174 ELIZABETH ST. 236 WORTH ST. 82 READE ST. 116 186 161 CHAMBERS ST. THOMAS ST. CATHERINE LN. 239 BENSON PL. BAYARD ST. DUANE ST. BIALYSTOKER PL.

BOWERY LEWIS ST. CHURCH ST. FEDERAL JEFFERSON ST. PELL ST. EAST BROADWAY ABRAHAM E. KAZAN ST. PLAZA

JACKSON ST. RUTGERS ST. HENRY ST. MONTGOMERY ST. 39 GOUVENEUR ST. MADISON ST.

WARREN ST. PEARL ST. 227

101 396 GREENWICH ST. BROADWAY 272 MURRAY ST. ELK ST. 341 WEST BROADWAY PARK ROW PARK PL. CITY HALL CENTRE ST. BARCLAY ST. PARK VESEY ST. POLICE PLAZA ST. JAMES PL.

COLUMBIA ST. MONROE ST. MADISON ST. PARK ROW WTC SITE SPRUCE ST.

BEEKMAN ST. DEY ST. NASSAU ST. CHERRY ST. FULTON ST. ANN ST.

WATER ST. 144

WATER ST. 134

BROADWAY PEARL ST. BROOKLYN BRIDGEEAST RIVER (4/5) RECTOR ST. BROAD ST. MANHATTAN BRIDGE

JOHN ST. ROUTE 9A

PLYMOUTH ST.

WATER ST. BRIDGE ST. BRIDGE

FRONT ST. AVE. HUDSON

WHITEHALLBRIDGE ST. ST. BATTERY PARK WATER ST. YORK ST.

SANDS ST. NAVY ST. NAVY

N. ELLIOTT PL. VANDERBILT AVE. WAVERLY AVE. CLERMONT AVE. CLINTON AVE. WASHINGTON AVE. CARLTON AVE. NASSAU ST. FLUSHING AVE. ADELPHI ST.

BROOKLYN-BATTERY TUNNEL BATTERY ELLIS MARITIME

N. PORTLAND AVE.

ISLAND BUILDING BROOKLYNPEDESTRIAN QUEENS ST. EXPWY.

GOLD ST. GOLD PRINCE ST. PRINCE TILLARY ST. ST. DUFFIELD

FLATBUSH AVE EXT.

ALBURN PL. REMSEN ST.

MYRTLE AVE. EDWARDS ST. ASHLAND PL. CUMBERLAND ST.

PIER 6 ADAMS ST. ADAMS WILLOUGHBY ST. FURMAN ST.

169

PIER 7 HICKS ST.

GOVERNORS ST. BRIDGE 190 FULTON ST.

CLINTON AVE. S. PORTLAND AVE. CUMBERLAND ST. S. OXFORD ST. CLARMONT AVE. VANDERBILT AVE. FORT GREENE PL. ADELPHI ST. DEKALB ROCKWELLAVE. PL. ST. FELIX ST. CARLTON AVE. ISLAND PIER 8 HUDSON AVE. COURT ST.

ATLANTIC AVE. PIER 9a FLATBUSH AVE.

PIER 9b LAFAYETTE ST. LIBERTY GREENE AVE. ISLAND FULTON ST. COLUMBIA ST. ATLANTIC AVE.

NEVINS ST. ATLANTIC AVE.

3RD AVE.

PIER 10 PACIFIC ST. PIER 12 4TH AVE. BROOKLYN DEAN ST.

BERGEN ST. BUTTERMILK CHANNEL

ATLANTIC BASIN PRESIDENT ST. ST. MARKS AVE.

COMMERCE ST. RAPELYE ST. 2ND PL. CARROLL ST. 200 STATE ST. DELAVAN ST.

3RD PL. 2ND ST. 5TH AVE. PROSPECT PL. KING ST. VERONA ST. CARLTON AVE. 231 1ST ST. HENRY ST.

SULLIVAN ST. 3RD ST. VANDERBILT AVE. VISITATION PL. LUGUER ST. CLINTON ST. 4TH PL. PARK PL. 69 WOLCOTT ST. PIONEER ST. COURT ST. NELSON ST. 4TH ST.

217 DIKEMAN ST. STERLING PL. HUNTINGTON ST. HAMILTON AVE. 5TH ST. COFFEY ST. FERRIS ST. 6TH AVE. PARK RED HOOK W. 9TH ST.

HILL ST. 6TH ST. BASIN 1ST ST. VAN BRUNT ST. COLUMBIA ST. GOWANUS EXPWY. 4TH ST. BASIN LORRAINE ST. 2ND ST. 67 7TH ST. BASIN 8TH AVE. REED ST. VAN DYKE ST. 6TH ST. 3RD ST. CONOVER ST. RICHARDS ST. CREAMER ST. BEARD61 ST. 7TH ST.

8TH ST. UPPER DWIGHT ST. 8 WATER ST. 2ND AVE. BAY ST. 9TH ST. OTSEGO ST. HICKS ST. SIGOURNEY ST. 135 HENRY ST. 10TH ST. 3RD AVE. BAY CLINTON ST. HALLECK ST. 113 11TH ST. COURT ST.

79 4TH AVE. 12TH ST. 260 7TH AVE. HALLECK ST. 13TH ST.

5TH AVE. STATE ST. 14TH ST.

SMITH ST. 15TH ST. BRYANT ST.

HENRY STREET BASIN 16TH ST. ERIE 45 54 8TH AVE. 234 BASIN 154 17TH ST. 246 18TH ST. 88

COLUMBIA ST. (1) PETER 19TH ST. GOWANUS WHITEHALL ST. 103 20TH ST. 97 BAY MINUIT (1/R) 188 GOWANUS BASIN 21ST ST. M15 BUS LOOP PLAZA 27 29 22 23RD ST. 21

24TH ST. 22ND ST.

(1/R) 25TH ST.

26TH ST.

62 363 27TH ST. 35 49 28TH ST. 491 63 29TH ST. 33 30TH ST. 65 31ST ST.

32 24 32ND ST. 2ND AVE. 33RD ST. SOUTH ST. SOUTH 22 34TH ST.

3RD AVE. FERRY GOWANUS35TH EXPWY.48 ST. 48 54 36TH ST. 26 4TH AVE. 37TH ST. 123

5TH AVE. 83 108 91

NOT TO SCALE No Build Pedestrian Volumes Weekday midday Peak 15 Minutes PROPOSED PHASED REDEVELOPMENT OF GOVERNORS ISLAND Figure 15-42 W. 20TH ST. E. 29TH ST.

W. 19TH ST. E. 28TH ST.

W. 18TH ST. E. 27TH ST.

W. 17TH ST. E. 26TH ST.

LEXINGTON AVE. THIRD AVE. W. 16TH ST. E. 25TH ST.

LITTLE 12TH ST. W. 15TH ST. E.E. 24TH 24TH ST. ST. SECOND AVE.

W. 14TH ST. E. 23RD ST. FIRST AVE. GANSEVOORT ST. E. 22ND ST. HORATIO ST.

JANE ST. WASHINGTON ST. WASHINGTON

W. 12TH ST. GREENWICH ST. GREENWICH BETHUNE ST. HUDSON ST. GREENWICH AVE. E. 20TH ST. WAVERLY PL. UNION SQUARE BLEEKER ST. W. 11TH ST. BANK ST. E. 19TH ST.

E. 18TH ST. W. 11TH ST.

W. 4TH ST. E. 17TH ST. PERRY ST. W. 10TH ST. CHARLES LN. CHARLES ST. E. 16TH ST. W. 9TH ST. E. 15TH ST. W. 10TH ST. SIXTH AVE. W. 8TH ST. WAVERLY PL. W. WASHINGTON PL.

CHRISTOPHER ST. WEEHAWKEN ST. WEEHAWKEN BEDFORD ST. E. 14TH ST.

BARROW ST. E. 13TH ST.

E. 16TH ST. MORTON ST. E. 12TH ST. E. 15TH ST. E. 11TH ST. LEROY ST. E. 10TH ST. CLARKSON S T. W. 3RD ST. E. 9TH ST. W. HOUSTON ST.

KING ST. BLEECKER ST. FURMAN ST. E. 7TH ST. CHARLTON ST. E. 6TH ST. W. HOUSTON ST. 118 FIRST AVE. SZOLD PL. 10.12.11 E. 8TH ST. WASHINGTON ST. GREENWICH ST. VANDAM ST. 35 134 29 32 PRINCE ST. E. 4TH ST. AVE. A SPRING ST.

26 33 27 E. 5TH ST. E. 3RD ST. LINE BULKHEAD AND PIERHEAD DOMINICK ST. AVE. B 302 E. 1ST ST. COURT ST. COURT SPRING ST. E. 2ND ST. BROOME ST. 225 AVE. C RENWICK ST. E. HOUSTON ST. WATTS ST. HUDSON ST. SULLIVAN ST. TOMPKINS THOMSON ST. 143 168 WEST BROADWAY 140 SQUARE

BROOME ST. PARK RIVER EAST DESBROSSES ST. 95 65 159 167 AVE. D VARICK ST. GRAND ST. NEW VESTRY ST. STANTON ST. ATLANTIC AVE. 2 LAIGHT ST. ESSEX ST.

MANHATTAN CHRYSTIE ST. FORSYTH ST. HUBERT ST. NORFOLK ST. ALLEN ST. JERSEY WOOSTER ST. SUFFOLK ST. ELDRIDGE ST. CLINTON ST.

CANAL ST. RIDGE ST. GREENE ST. RIVINGTON ST. HAMILTONPITT ST. ORCHARD ST. LUDLOW ST. BEACH ST. LISPENARD ST. ATTORNEY ST. FISH MERCER ST.HOWARD ST. PARK 105 CROSBY ST. DELANCEY ST.

N. MOORE ST. 293

109 JORALEMON ST. WEST ST. WEST WALKER ST. 234 166 41 43 COLUMBIA ST. 15 FRANKLIN ST. BROOME ST. 126 34 30 WHITE ST. HARRISON ST. CENTRE ST.

HUDSON RIVER FRANKLIN ST. BAXTER ST. HESTER ST. JAY ST. CORTLANDT AL. MULBERRY ST.

HUDSON ST. LEONARD ST. GRAND ST. MOTT ST. 157 159 ELIZABETH ST. 215 WORTH ST. 136 READE ST. 183 118 198 CHAMBERS ST. THOMAS ST. CATHERINE LN. 174 BENSON PL. BAYARD ST. DUANE ST. BIALYSTOKER PL.

BOWERY LEWIS ST. CHURCH ST. FEDERAL JEFFERSON ST. PELL ST. EAST BROADWAY ABRAHAM E. KAZAN ST. PLAZA

JACKSON ST. RUTGERS ST. HENRY ST. MONTGOMERY ST. 131 GOUVENEUR ST. MADISON ST.

WARREN ST. PEARL ST. 191

146 368 GREENWICH ST. BROADWAY 290 MURRAY ST. ELK ST. 310 WEST BROADWAY PARK ROW PARK PL. CITY HALL CENTRE ST. BARCLAY ST. PARK VESEY ST. POLICE PLAZA ST. JAMES PL.

COLUMBIA ST. MONROE ST. MADISON ST. PARK ROW WTC SITE SPRUCE ST.

BEEKMAN ST. DEY ST. NASSAU ST. CHERRY ST. FULTON ST. ANN ST.

WATER ST. 403

WATER ST. 211

BROADWAY PEARL ST. BROOKLYN BRIDGEEAST RIVER (4/5) RECTOR ST. BROAD ST. MANHATTAN BRIDGE

JOHN ST. ROUTE 9A

PLYMOUTH ST.

WATER ST. BRIDGE ST. BRIDGE

FRONT ST. AVE. HUDSON

WHITEHALLBRIDGE ST. ST. BATTERY PARK WATER ST. YORK ST.

SANDS ST. NAVY ST. NAVY

N. ELLIOTT PL. VANDERBILT AVE. WAVERLY AVE. CLERMONT AVE. CLINTON AVE. WASHINGTON AVE. CARLTON AVE. NASSAU ST. FLUSHING AVE. ADELPHI ST.

BROOKLYN-BATTERY TUNNEL BATTERY ELLIS MARITIME

N. PORTLAND AVE.

ISLAND BUILDING BROOKLYNPEDESTRIAN QUEENS ST. EXPWY.

GOLD ST. GOLD PRINCE ST. PRINCE TILLARY ST. ST. DUFFIELD

FLATBUSH AVE EXT.

ALBURN PL. REMSEN ST.

MYRTLE AVE. EDWARDS ST. ASHLAND PL. CUMBERLAND ST.

PIER 6 ADAMS ST. ADAMS WILLOUGHBY ST. FURMAN ST.

371

PIER 7 HICKS ST.

GOVERNORS ST. BRIDGE 189 FULTON ST.

CLINTON AVE. S. PORTLAND AVE. CUMBERLAND ST. S. OXFORD ST. CLARMONT AVE. VANDERBILT AVE. FORT GREENE PL. ADELPHI ST. DEKALB ROCKWELLAVE. PL. ST. FELIX ST. CARLTON AVE. ISLAND PIER 8 HUDSON AVE. COURT ST.

ATLANTIC AVE. PIER 9a FLATBUSH AVE.

PIER 9b LAFAYETTE ST. LIBERTY GREENE AVE. ISLAND FULTON ST. COLUMBIA ST. ATLANTIC AVE.

NEVINS ST. ATLANTIC AVE.

3RD AVE.

PIER 10 PACIFIC ST. PIER 12 4TH AVE. BROOKLYN DEAN ST.

BERGEN ST. BUTTERMILK CHANNEL

ATLANTIC BASIN PRESIDENT ST. ST. MARKS AVE.

COMMERCE ST. RAPELYE ST. 2ND PL. CARROLL ST. 494 STATE ST. DELAVAN ST.

3RD PL. 2ND ST. 5TH AVE. PROSPECT PL. KING ST. VERONA ST. CARLTON AVE. 188 1ST ST. HENRY ST.

SULLIVAN ST. 3RD ST. VANDERBILT AVE. 171 VISITATION PL. LUGUER ST. CLINTON ST. 4TH PL. PARK PL. WOLCOTT ST. PIONEER ST. COURT ST. NELSON ST. 4TH ST.

187 DIKEMAN ST. STERLING PL. HUNTINGTON ST. HAMILTON AVE. 5TH ST. COFFEY ST. FERRIS ST. 6TH AVE. PARK RED HOOK W. 9TH ST.

HILL ST. 6TH ST. BASIN 1ST ST. VAN BRUNT ST. COLUMBIA ST. GOWANUS EXPWY. 4TH ST. BASIN LORRAINE ST. 2ND ST. 45 7TH ST. BASIN 8TH AVE. REED ST. VAN DYKE ST. 6TH ST. 3RD ST. CONOVER ST. RICHARDS ST. CREAMER ST. BEARD49 ST. 7TH ST.

8TH ST. UPPER DWIGHT ST. 10 WATER ST. 2ND AVE. BAY ST. 9TH ST. OTSEGO ST. HICKS ST. SIGOURNEY ST.

HENRY ST. 77 10TH ST. 3RD AVE. BAY CLINTON ST. HALLECK ST. 139 11TH ST. 345 COURT ST.

4TH AVE. 12TH ST. 164 7TH AVE. HALLECK ST. 13TH ST.

5TH AVE. STATE ST. 14TH ST.

SMITH ST. 15TH ST. BRYANT ST.

HENRY STREET BASIN 16TH ST. ERIE 145 197 8TH AVE. 350 BASIN 105 17TH ST. 370 172 18TH ST.

COLUMBIA ST. (1) PETER 19TH ST. GOWANUS WHITEHALL ST. 142 266 20TH ST. BAY MINUIT (1/R) 111 GOWANUS BASIN 21ST ST. M15 BUS LOOP PLAZA 35

49 6 23RD ST. 143

24TH ST. 22ND ST.

(1/R) 25TH ST.

135 26TH ST. 1223 27TH ST. 124 57 28TH ST. 537 27 29TH ST. 33 30TH ST. 81 31ST ST.

108 37 32ND ST. 2ND AVE. 33RD ST. SOUTH ST. SOUTH 8 34TH ST.

3RD AVE. FERRY GOWANUS35TH EXPWY.78 ST. 51 34 36TH ST. 14 4TH AVE. 37TH ST. 103 5TH AVE. 71 59 64

NOT TO SCALE No Build Pedestrian Volumes Weekday PM Peak 15 Minutes PROPOSED PHASED REDEVELOPMENT OF GOVERNORS ISLAND Figure 15-43 Phased Redevelopment of Governors Island

Table 15-35 2030 No Build Condition Sidewalk Analysis Manhattan Locations Effective Width 15 Minute Two- Platoon Flow Location Sidewalk (ft) Way Volume PMF LOS AM Peak Period State Street between Bridge West 15.5 542 2.33 B Street and Battery Place State Street between Bridge West 22.5 399 1.18 B Street and Pearl Street State Street between Pearl Street and Peter Minuit Plaza West 14.0 329 1.57 B (M15 Bus Loop) Peter Minuit Plaza-Ferry Passage 16.0 208 0.87 B Terminal Passageway way Whitehall Street between West 12.0 367 2.04 B Pearl Street and Water Street Whitehall Street between State Street and 1/R Subway East 11.0 812 4.92 C Station Whitehall Street between West 8.0 38 0.32 A State Street and South Street Whitehall Street between 1/R Subway Station and South East 14.0 143 0.68 B Street South Street between Whitehall Street and M15 Bus North 7.0 194 1.85 B Stop South Street between M15 North 6.5 143 1.47 B Bus Stop and Broad Street Midday Peak Period State Street between Bridge 15.5 359 1.54 B Street and Battery Place West State Street between Bridge 22.5 431 1.28 B Street and Pearl Street West State Street between Pearl Street and Peter Minuit Plaza 14.0 332 1.58 B (M15 Bus Loop) West Peter Minuit Plaza-Ferry Passage 16.0 285 1.19 B Terminal Passageway way Whitehall Street between 12.0 286 1.59 B Pearl Street and Water Street West Whitehall Street between State Street and 1/R Subway 11.0 191 1.16 B Station East Whitehall Street between 8.0 49 0.41 A State Street and South Street West Whitehall Street between 1/R Subway Station and South 14.0 111 0.53 A Street East South Street between Whitehall Street and M15 Bus North 7.0 98 0.93 B Stop South Street between M15 North 6.5 98 1.01 B Bus Stop and Broad Street PM Peak Period State Street between Bridge 15.5 560 2.41 B Street and Battery Place West State Street between Bridge 22.5 682 2.02 B Street and Pearl Street West

15-50 Chapter 15: Transportation

Table 15-35 (cont’d) 2030 No Build Condition Sidewalk Analysis Manhattan Locations Effective Width 15 Minute Two- Platoon Flow Location Sidewalk (ft) Way Volume PMF LOS State Street between Pearl Street and Peter Minuit Plaza 14.0 490 2.33 B (M15 Bus Loop) West Peter Minuit Plaza-Ferry Passage 16.0 377 1.57 B Terminal Passageway way Whitehall Street between 12.0 358 1.99 B Pearl Street and Water Street West Whitehall Street between State Street and 1/R Subway 11.0 512 3.10 C Station East Whitehall Street between 8.0 84 0.70 B State Street and South Street West Whitehall Street between 1/R Subway Station and South 14.0 192 0.91 B Street East South Street between Whitehall Street and M15 Bus 7.0 114 1.09 B Stop North South Street between M15 6.5 151 1.55 B Bus Stop and Broad Street North Note: PMF = pedestrians per minute per foot

Table 15-36 2030 No Build Condition Corner Analysis Manhattan Locations AM Peak Period Midday Peak Period PM Peak Period Location Corner SFP LOS SFP LOS SFP LOS Whitehall Southeast 42.2 B 86.0 A 62.7 A Street and State Street Northwest 186.2 A 225.9 A 161.2 A Whitehall Street and Northeast 311.3 A 518.2 A 347.4 A South Street Note: SFP = square feet per pedestrian

Table 15-37 2030 No Build Condition Crosswalk Analysis Manhattan Locations Street Crosswalk Conditions with conflicting vehicles Location Crosswalk Width Width AM Midday PM (feet) (feet) SFP LOS SFP LOS SFP LOS State Street and M15 South 36.0 25.0 27.8 C 18.0 D 15.6 D Bus Loop North 24.0 15.0 312.7 A 149.2 A 204.6 A State Street and East 36.0 17.0 19.8 D 28.0 C 31.5 C Whitehall Street South 30.0 14.0 105.1 A 95.7 A 72.2 A West 50.0 15.0 12.1 E 17.7 D 9.9 E Whitehall Street and North 27.0 10.0 54.0 B 133.6 A 63.5 B South Street East 27.0 12.0 54.9 B 82.6 A 72.6 A Note: SFP = square feet per pedestrian

15-51 Phased Redevelopment of Governors Island

Table 15-38 2030 No Build Condition Sidewalk Analysis Brooklyn Locations Effective Width 15 Minute Two- Platoon Flow Location Sidewalk (ft) Way Volume PMF LOS AM Peak Period Atlantic Avenue between North 18.0 56 0.21 A Furman Street and Pier 6 South 8.0 11 0.09 A Atlantic Avenue between North 19.0 60 0.21 A Columbia Street and BQE Off- South 20.0 55 0.18 A Ramp Joralemon Street between North 7.0 309 2.94 B Boerum Place and Court South 10.0 242 1.61 B Street Joralemon Street between North 11.0 274 1.66 B Court Street and Clinton South 6.0 375 4.17 C Street Court Street between Remsen East 15.0 244 1.08 B Street and Joralemon Street West 8.0 562 4.68 C Court Street between East 13.0 542 2.78 B Joralemon Street and West 14.0 559 2.66 B Livingston Street Midday Peak Period Atlantic Avenue between North 18.0 92 0.34 A Furman Street and Pier 6 South 8.0 410 3.42 C Atlantic Avenue between North 19.0 95 0.33 A Columbia Street and BQE Off- South 20.0 89 0.30 A Ramp Joralemon Street between North 7.0 410 3.90 C Boerum Place and Court South 10.0 475 3.17 C Street Joralemon Street between North 11.0 233 1.41 B Court Street and Clinton South 6.0 254 2.82 B Street East 15.0 373 1.66 B Court Street between Remsen West 8.0 Street and Joralemon Street 809 6.74 D Court Street between East 13.0 499 2.56 B Joralemon Street and West 14.0 737 3.51 C Livingston Street PM Peak Period Atlantic Avenue between North 18.0 61 0.23 A Furman Street and Pier 6 South 8.0 292 2.43 B Atlantic Avenue between North 19.0 59 0.21 A Columbia Street and BQE Off- South 20.0 73 0.24 A Ramp Joralemon Street between North 7.0 310 2.95 B Boerum Place and Court South 10.0 389 2.59 B Street Joralemon Street between North 11.0 263 1.59 B Court Street and Clinton South 6.0 340 3.78 C Street East 15.0 252 1.12 B Court Street between Remsen West 8.0 Street and Joralemon Street 527 4.39 C Court Street between East 13.0 481 2.47 B Joralemon Street and West 14.0 678 3.23 C Livingston Street Note: PMF = pedestrians per minute per foot

15-52 Chapter 15: Transportation

Table 15-39 2030 No Build Condition Corner Analysis Brooklyn Locations AM Peak Period Midday Peak Period PM Peak Period Location Corner SFP LOS SFP LOS SFP LOS Atlantic Avenue and Columbia Southeast Street 696.1 A 462.9 A 476.1 A Southeast 73.4 A 73.3 A 88.9 A Court Street and Joralemon Street Southwest 56.6 B 44.3 B 50.7 B Northwest 55.0 B 36.2 C 42.7 B Note: SFP = square feet per pedestrian

Table 15-40 2030 No Build Condition Crosswalk Analysis Brooklyn Locations

Street Crosswalk Conditions with conflicting vehicles Location Crosswalk Width Width AM Midday PM (feet) (feet) SFP LOS SFP LOS SFP LOS Atlantic Avenue and North 22.0 14.0 263.9 A 195.9 A 245.2 A Columbia Street South 65.0 16.0 285.4 A 214.4 A 235.9 A North 30.0 15.0 29.0 C 27.0 C 24.0 D Joralemon Street and East 31.0 18.0 86.5 A 60.0 B 99.6 A Court Street South 38.0 19.0 38.1 C 30.5 C 35.6 C West 25.0 17.0 44.8 B 21.1 D 30.7 C Note: SFP = square feet per pedestrian

2030 BUILD CONDITION The project-generated pedestrian volumes were distributed throughout the pedestrian networks based on the current land uses in the areas, nearby parking locations, available transit routes and services, and pedestrian pathways available to/from the BMB and Pier 6 ferry portals. Based on the peak hour project-generated pedestrian trips presented in Section C, “CEQR Screening Analysis” and shown on Figures 15-7 to 15-14, peak 15-minute incremental pedestrian volumes were developed, as shown on Figures 15-44 to 15-46. These volumes were added to the projected 2030 No Build volumes to generate the 2030 Build pedestrian volumes for analysis. The total 2030 Build peak 15-minute pedestrian volumes are presented on Figures 15-47 to 15-49. The analysis conducted for the Build condition accounted for the distribution of project- generated trips overlaid onto the No Build pedestrian networks’ sidewalks, corner reservoirs, and crosswalks. As presented in Tables 15-41 to 15-46, all sidewalks, corners, and crosswalks would continue to operate at acceptable levels (within mid-LOS D, with a maximum of 8.5 PMF in sidewalk platoon flows or a minimum of 19.5 SFP for crosswalks and corners), or at similar levels as the No Build condition during the corresponding peak 15-minute periods, except at the following locations, where significant adverse pedestrian impacts resulting from the Proposed Project were identified:  The south crosswalk at State Street and the M15 Bus Loop at Peter Minuit Plaza would deteriorate to LOS E during the midday and PM peak 15-minute periods; and  The west crosswalk at State Street and Whitehall Street would deteriorate to LOS D or worse during the midday and PM peak 15-minute periods.

15-53 W. 20TH ST. E. 29TH ST.

W. 19TH ST. E. 28TH ST.

W. 18TH ST. E. 27TH ST.

W. 17TH ST. E. 26TH ST.

LEXINGTON AVE. THIRD AVE. W. 16TH ST. E. 25TH ST.

LITTLE 12TH ST. W. 15TH ST. E.E. 24TH 24TH ST. ST. SECOND AVE.

W. 14TH ST. E. 23RD ST. FIRST AVE. GANSEVOORT ST. E. 22ND ST. HORATIO ST.

JANE ST. WASHINGTON ST. WASHINGTON

W. 12TH ST. GREENWICH ST. GREENWICH BETHUNE ST. HUDSON ST. GREENWICH AVE. E. 20TH ST. WAVERLY PL. UNION SQUARE BLEEKER ST. W. 11TH ST. BANK ST. E. 19TH ST.

E. 18TH ST. W. 11TH ST.

W. 4TH ST. E. 17TH ST. PERRY ST. W. 10TH ST. CHARLES LN. CHARLES ST. E. 16TH ST. W. 9TH ST. E. 15TH ST. W. 10TH ST. SIXTH AVE. W. 8TH ST. WAVERLY PL. W. WASHINGTON PL.

CHRISTOPHER ST. WEEHAWKEN ST. WEEHAWKEN BEDFORD ST. E. 14TH ST.

BARROW ST. E. 13TH ST.

E. 16TH ST. MORTON ST. E. 12TH ST. E. 15TH ST. E. 11TH ST. LEROY ST. E. 10TH ST. CLARKSON S T. W. 3RD ST. E. 9TH ST. W. HOUSTON ST.

KING ST. BLEECKER ST. FURMAN ST. E. 7TH ST. CHARLTON ST. E. 6TH ST. W. HOUSTON ST. FIRST AVE. SZOLD PL. 10.12.11 E. 8TH ST. WASHINGTON ST. GREENWICH ST. VANDAM ST.

9 PRINCE ST. AVE. A SPRING ST. E. 4TH ST.

9 9 E. 5TH ST. E. 3RD ST. LINE BULKHEAD AND PIERHEAD DOMINICK ST. AVE. B 1 E. 1ST ST. COURT ST. COURT SPRING ST. E. 2ND ST. BROOME ST. AVE. C RENWICK ST. E. HOUSTON ST. WATTS ST. HUDSON ST. SULLIVAN ST. TOMPKINS THOMSON ST.

WEST BROADWAY SQUARE

BROOME ST. PARK RIVER EAST DESBROSSES ST. 2 1 1 AVE. D VARICK ST. GRAND ST. NEW ATLANTIC AVE. VESTRY ST. STANTON ST. LAIGHT ST. ESSEX ST.

MANHATTAN CHRYSTIE ST. FORSYTH ST. HUBERT ST. NORFOLK ST. ALLEN ST. JERSEY WOOSTER ST. SUFFOLK ST. ELDRIDGE ST. CLINTON ST.

CANAL ST. RIDGE ST. GREENE ST. RIVINGTON ST. HAMILTONPITT ST. ORCHARD ST. LUDLOW ST. BEACH ST. LISPENARD ST. ATTORNEY ST. FISH MERCER ST.HOWARD ST. PARK CROSBY ST. DELANCEY ST. N. MOORE ST. 1 JORALEMON ST.

WEST ST. WEST WALKER ST. COLUMBIA ST. FRANKLIN ST. BROOME ST. 10 9 8 WHITE ST. HARRISON ST. CENTRE ST.

HUDSON RIVER FRANKLIN ST. BAXTER ST. HESTER ST. JAY ST. CORTLANDT AL. MULBERRY ST.

HUDSON ST. LEONARD ST. GRAND ST. MOTT ST.

ELIZABETH ST. WORTH ST. READE ST. 3 2 CHAMBERS ST. THOMAS ST. CATHERINE LN. 2 BENSON PL. BAYARD ST. DUANE ST. BIALYSTOKER PL.

BOWERY LEWIS ST. CHURCH ST. FEDERAL JEFFERSON ST. PELL ST. EAST BROADWAY ABRAHAM E. KAZAN ST. PLAZA

JACKSON ST. RUTGERS ST. HENRY ST. MONTGOMERY ST. 1 GOUVENEUR ST. MADISON ST.

WARREN ST. PEARL ST. 1 2 GREENWICH ST. BROADWAY MURRAY ST. ELK ST.

WEST BROADWAY PARK ROW PARK PL. CITY HALL CENTRE ST. BARCLAY ST. PARK VESEY ST. POLICE PLAZA ST. JAMES PL.

COLUMBIA ST. MONROE ST. MADISON ST. PARK ROW WTC SITE SPRUCE ST.

BEEKMAN ST. DEY ST. NASSAU ST. CHERRY ST. FULTON ST. ANN ST.

WATER ST. 14

WATER ST. 2

BROADWAY PEARL ST. BROOKLYN BRIDGEEAST RIVER (4/5) RECTOR ST. BROAD ST. MANHATTAN BRIDGE

JOHN ST. ROUTE 9A

PLYMOUTH ST.

WATER ST. BRIDGE ST. BRIDGE

FRONT ST. AVE. HUDSON

WHITEHALLBRIDGE ST. ST. BATTERY PARK WATER ST. YORK ST.

SANDS ST. NAVY ST. NAVY

N. ELLIOTT PL. VANDERBILT AVE. WAVERLY AVE. CLERMONT AVE. CLINTON AVE. WASHINGTON AVE. CARLTON AVE. NASSAU ST. FLUSHING AVE. ADELPHI ST.

BROOKLYN-BATTERY TUNNEL BATTERY ELLIS MARITIME

N. PORTLAND AVE.

ISLAND BUILDING BROOKLYNPEDESTRIAN QUEENS ST. EXPWY.

GOLD ST. GOLD PRINCE ST. PRINCE TILLARY ST. ST. DUFFIELD

FLATBUSH AVE EXT.

ALBURN PL. REMSEN ST.

MYRTLE AVE. EDWARDS ST. ASHLAND PL. CUMBERLAND ST.

PIER 6 ADAMS ST. ADAMS WILLOUGHBY ST. FURMAN ST.

17

PIER 7 HICKS ST.

2

GOVERNORS ST. BRIDGE FULTON ST.

CLINTON AVE. S. PORTLAND AVE. CUMBERLAND ST. S. OXFORD ST. CLARMONT AVE. VANDERBILT AVE. FORT GREENE PL. ADELPHI ST. DEKALB ROCKWELLAVE. PL. ST. FELIX ST. CARLTON AVE. ISLAND PIER 8 HUDSON AVE. COURT ST.

ATLANTIC AVE. PIER 9a FLATBUSH AVE.

PIER 9b LAFAYETTE ST. LIBERTY GREENE AVE. ISLAND FULTON ST. COLUMBIA ST. ATLANTIC AVE.

NEVINS ST. ATLANTIC AVE.

3RD AVE.

PIER 10 PACIFIC ST. PIER 12 4TH AVE. BROOKLYN DEAN ST.

BERGEN ST. BUTTERMILK CHANNEL

ATLANTIC BASIN PRESIDENT ST. ST. MARKS AVE.

COMMERCE ST. RAPELYE ST. 2ND PL. CARROLL ST. STATE ST. DELAVAN ST. 17

3RD PL. 2ND ST. 5TH AVE. PROSPECT PL. KING ST. VERONA ST. CARLTON AVE. 2 1ST ST. HENRY ST.

SULLIVAN ST. 3RD ST. VANDERBILT AVE. VISITATION PL. LUGUER ST. CLINTON ST. 4TH PL. PARK PL. WOLCOTT ST. PIONEER ST. COURT ST. 4TH ST. 7 NELSON ST.

1 DIKEMAN ST. STERLING PL. HUNTINGTON ST. HAMILTON AVE. 5TH ST. COFFEY ST. FERRIS ST. 6TH AVE. PARK RED HOOK W. 9TH ST.

HILL ST. 6TH ST. BASIN 1ST ST. VAN BRUNT ST. COLUMBIA ST. GOWANUS EXPWY. 4TH ST. BASIN LORRAINE ST. 2ND ST. 2 7TH ST. BASIN 8TH AVE. REED ST. VAN DYKE ST. 6TH ST. 3RD ST. CONOVER ST. RICHARDS ST. CREAMER ST. BEARD ST. 7TH ST.

8TH ST. UPPER DWIGHT ST. WATER ST. 2ND AVE. BAY ST. 9TH ST. OTSEGO ST. HICKS ST. SIGOURNEY ST.

HENRY ST. 10TH ST. 3RD AVE. BAY CLINTON ST. HALLECK ST. 2 11TH ST. COURT ST.

4TH AVE. 12TH ST. 9 1 7TH AVE. HALLECK ST. 13TH ST.

5TH AVE. STATE ST. 14TH ST.

SMITH ST. 15TH ST. BRYANT ST.

HENRY STREET BASIN 16TH ST. ERIE 13 8TH AVE. 20 BASIN 17TH ST.

2 18TH ST. 14

COLUMBIA ST. (1) PETER 19TH ST. GOWANUS WHITEHALL ST. 1 20TH ST. 18 BAY MINUIT (1/R) 2 GOWANUS BASIN 21ST ST. M15 BUS LOOP PLAZA 13 11 2 23RD ST. 1

24TH ST. 22ND ST.

(1/R) 25TH ST.

26TH ST.

30 27TH ST. 4 14 3 28TH ST. 2 1 29TH ST. 5 30TH ST. 1 31ST ST.

32ND ST.

2ND AVE. 33RD ST. SOUTH ST. SOUTH 34TH ST.

3RD AVE. FERRY GOWANUS35TH EXPWY.4 ST. 3 35 36TH ST.

4TH AVE. 37TH ST. 10 5TH AVE. 85 10 88

NOT TO SCALE Project Generated Pedestrian Volumes Weekday AM Peak 15 Minutes PROPOSED PHASED REDEVELOPMENT OF GOVERNORS ISLAND Figure 15-44 W. 20TH ST. E. 29TH ST.

W. 19TH ST. E. 28TH ST.

W. 18TH ST. E. 27TH ST.

W. 17TH ST. E. 26TH ST.

LEXINGTON AVE. THIRD AVE. W. 16TH ST. E. 25TH ST.

LITTLE 12TH ST. W. 15TH ST. E.E. 24TH 24TH ST. ST. SECOND AVE.

W. 14TH ST. E. 23RD ST. FIRST AVE. GANSEVOORT ST. E. 22ND ST. HORATIO ST.

JANE ST. WASHINGTON ST. WASHINGTON

W. 12TH ST. GREENWICH ST. GREENWICH BETHUNE ST. HUDSON ST. GREENWICH AVE. E. 20TH ST. WAVERLY PL. UNION SQUARE BLEEKER ST. W. 11TH ST. BANK ST. E. 19TH ST.

E. 18TH ST. W. 11TH ST.

W. 4TH ST. E. 17TH ST. PERRY ST. W. 10TH ST. CHARLES LN. CHARLES ST. E. 16TH ST. W. 9TH ST. E. 15TH ST. W. 10TH ST. SIXTH AVE. W. 8TH ST. WAVERLY PL. W. WASHINGTON PL.

CHRISTOPHER ST. WEEHAWKEN ST. WEEHAWKEN BEDFORD ST. E. 14TH ST.

BARROW ST. E. 13TH ST.

E. 16TH ST. MORTON ST. E. 12TH ST. E. 15TH ST. E. 11TH ST. LEROY ST. E. 10TH ST. CLARKSON S T. W. 3RD ST. E. 9TH ST. W. HOUSTON ST.

KING ST. BLEECKER ST. FURMAN ST. E. 7TH ST. CHARLTON ST. E. 6TH ST. W. HOUSTON ST. FIRST AVE. SZOLD PL. 10.12.11 E. 8TH ST. 16 WASHINGTON ST. GREENWICH ST. VANDAM ST. 27 16 PRINCE ST. E. 4TH ST. AVE. A SPRING ST.

27 16 27 E. 5TH ST. 1 E. 3RD ST. LINE BULKHEAD AND PIERHEAD DOMINICK ST. AVE. B 2 E. 1ST ST. COURT ST. COURT SPRING ST. E. 2ND ST. BROOME ST. AVE. C RENWICK ST. E. HOUSTON ST. WATTS ST. HUDSON ST. SULLIVAN ST. TOMPKINS THOMSON ST. 2 WEST BROADWAY 2 SQUARE

BROOME ST. PARK RIVER EAST DESBROSSES ST. 3 4 AVE. D VARICK ST. GRAND ST. NEW ATLANTIC AVE. VESTRY ST. STANTON ST. LAIGHT ST. ESSEX ST.

MANHATTAN CHRYSTIE ST. FORSYTH ST. HUBERT ST. NORFOLK ST. ALLEN ST. JERSEY WOOSTER ST. SUFFOLK ST. ELDRIDGE ST. CLINTON ST.

CANAL ST. RIDGE ST. GREENE ST. RIVINGTON ST. HAMILTONPITT ST. ORCHARD ST. LUDLOW ST. BEACH ST. LISPENARD ST. ATTORNEY ST. FISH MERCER ST.

HOWARD ST. 2 PARK 1 CROSBY ST. DELANCEY ST. N. MOORE ST. 3 JORALEMON ST.

WEST ST. WEST WALKER ST. 18 16 14 COLUMBIA ST. FRANKLIN ST. BROOME ST. 30 27 23 WHITE ST. HARRISON ST. CENTRE ST.

HUDSON RIVER FRANKLIN ST. BAXTER ST. HESTER ST. JAY ST. CORTLANDT AL. MULBERRY ST.

HUDSON ST. LEONARD ST. GRAND ST. MOTT ST. 3 ELIZABETH ST. 4 WORTH ST. READE ST. 5 2 CHAMBERS ST. THOMAS ST. CATHERINE LN. 6 BENSON PL. BAYARD ST. DUANE ST. BIALYSTOKER PL.

BOWERY LEWIS ST. CHURCH ST. FEDERAL JEFFERSON ST. PELL ST. EAST BROADWAY ABRAHAM E. KAZAN ST. PLAZA

JACKSON ST. RUTGERS ST. HENRY ST. MONTGOMERY ST. 4 1 GOUVENEUR ST. MADISON ST. 4 WARREN ST. PEARL ST. 2

2 6 GREENWICH ST. BROADWAY MURRAY ST. ELK ST.

WEST BROADWAY PARK ROW PARK PL. CITY HALL CENTRE ST. BARCLAY ST. PARK VESEY ST. POLICE PLAZA ST. JAMES PL.

COLUMBIA ST. MONROE ST. MADISON ST. PARK ROW WTC SITE SPRUCE ST.

BEEKMAN ST. DEY ST. NASSAU ST. CHERRY ST. FULTON ST. ANN ST.

WATER ST. 41

WATER ST. 25

BROADWAY PEARL ST. BROOKLYN BRIDGEEAST RIVER (4/5) RECTOR ST. BROAD ST. MANHATTAN BRIDGE

JOHN ST. ROUTE 9A

PLYMOUTH ST.

WATER ST. BRIDGE ST. BRIDGE

FRONT ST. AVE. HUDSON

WHITEHALLBRIDGE ST. ST. BATTERY PARK WATER ST. YORK ST.

SANDS ST. NAVY ST. NAVY

N. ELLIOTT PL. VANDERBILT AVE. WAVERLY AVE. CLERMONT AVE. CLINTON AVE. WASHINGTON AVE. CARLTON AVE. NASSAU ST. FLUSHING AVE. ADELPHI ST.

BROOKLYN-BATTERY TUNNEL BATTERY ELLIS MARITIME

N. PORTLAND AVE.

ISLAND BUILDING BROOKLYNPEDESTRIAN QUEENS ST. EXPWY.

GOLD ST. GOLD PRINCE ST. PRINCE TILLARY ST. ST. DUFFIELD

FLATBUSH AVE EXT.

ALBURN PL. REMSEN ST.

MYRTLE AVE. EDWARDS ST. ASHLAND PL. CUMBERLAND ST.

PIER 6 ADAMS ST. ADAMS WILLOUGHBY ST. FURMAN ST.

50

PIER 7 HICKS ST.

31 GOVERNORS ST. BRIDGE FULTON ST.

CLINTON AVE. S. PORTLAND AVE. CUMBERLAND ST. S. OXFORD ST. CLARMONT AVE. VANDERBILT AVE. FORT GREENE PL. ADELPHI ST. DEKALB ROCKWELLAVE. PL. ST. FELIX ST. CARLTON AVE. ISLAND PIER 8 HUDSON AVE. COURT ST.

ATLANTIC AVE. PIER 9a FLATBUSH AVE.

PIER 9b LAFAYETTE ST. LIBERTY GREENE AVE. ISLAND FULTON ST. COLUMBIA ST. ATLANTIC AVE.

NEVINS ST. ATLANTIC AVE.

3RD AVE.

PIER 10 PACIFIC ST. PIER 12 4TH AVE. BROOKLYN DEAN ST.

BERGEN ST. BUTTERMILK CHANNEL

ATLANTIC BASIN PRESIDENT ST. ST. MARKS AVE.

COMMERCE ST. RAPELYE ST. 2ND PL. CARROLL ST. STATE ST. DELAVAN ST. 50

3RD PL. 2ND ST. 5TH AVE. PROSPECT PL. KING ST. VERONA ST. CARLTON AVE. 31 1ST ST. HENRY ST.

SULLIVAN ST. 3RD ST. VANDERBILT AVE. VISITATION PL. LUGUER ST. CLINTON ST. 4TH PL. PARK PL. 21 WOLCOTT ST. PIONEER ST. COURT ST. NELSON ST. 4TH ST.

18 DIKEMAN ST. STERLING PL. HUNTINGTON ST. HAMILTON AVE. 5TH ST. COFFEY ST. FERRIS ST. 6TH AVE. PARK RED HOOK W. 9TH ST.

HILL ST. 6TH ST. BASIN 1ST ST. VAN BRUNT ST. COLUMBIA ST. GOWANUS EXPWY. 4TH ST. BASIN LORRAINE ST. 2ND ST. 5 7TH ST. BASIN 8TH AVE. REED ST. VAN DYKE ST. 6TH ST. 3RD ST. CONOVER ST. RICHARDS ST. CREAMER ST. BEARD ST. 7TH ST.

8TH ST. UPPER DWIGHT ST. WATER ST. 2ND AVE. BAY ST. 9TH ST. OTSEGO ST. HICKS ST. SIGOURNEY ST.

HENRY ST. 10TH ST. 3RD AVE. BAY CLINTON ST. HALLECK ST. 7 2 11TH ST. COURT ST.

28 4TH AVE. 12TH ST. 22 7TH AVE. HALLECK ST. 13TH ST.

5TH AVE. STATE ST. 14TH ST.

SMITH ST. 15TH ST. BRYANT ST.

HENRY STREET BASIN 16TH ST. ERIE 51 8TH AVE. 59 BASIN 3 17TH ST. 36 18TH ST. 43

COLUMBIA ST. (1) PETER 19TH ST. GOWANUS WHITEHALL ST. 14 20TH ST. 53 BAY MINUIT (1/R) 32 GOWANUS BASIN 21ST ST. M15 BUS LOOP PLAZA 37 33 27 23RD ST. 20

24TH ST. 22ND ST.

(1/R) 25TH ST.

26TH ST.

91 27TH ST. 12 41 56 28TH ST. 30 8 29TH ST. 14 30TH ST. 9 31ST ST.

32ND ST.

2ND AVE. 33RD ST. SOUTH ST. SOUTH 34TH ST.

3RD AVE. FERRY GOWANUS105 35TH EXPWY.62 ST. 8 36TH ST. 5 4TH AVE. 37TH ST. 156 5TH AVE. 254 160 261

NOT TO SCALE Project Generated Pedestrian Volumes Weekday midday Peak 15 Minutes PROPOSED PHASED REDEVELOPMENT OF GOVERNORS ISLAND Figure 15-45 W. 20TH ST. E. 29TH ST.

W. 19TH ST. E. 28TH ST.

W. 18TH ST. E. 27TH ST.

W. 17TH ST. E. 26TH ST.

LEXINGTON AVE. THIRD AVE. W. 16TH ST. E. 25TH ST.

LITTLE 12TH ST. W. 15TH ST. E.E. 24TH 24TH ST. ST. SECOND AVE.

W. 14TH ST. E. 23RD ST. FIRST AVE. GANSEVOORT ST. E. 22ND ST. HORATIO ST.

JANE ST. WASHINGTON ST. WASHINGTON

W. 12TH ST. GREENWICH ST. GREENWICH BETHUNE ST. HUDSON ST. GREENWICH AVE. E. 20TH ST. WAVERLY PL. UNION SQUARE BLEEKER ST. W. 11TH ST. BANK ST. E. 19TH ST.

E. 18TH ST. W. 11TH ST.

W. 4TH ST. E. 17TH ST. PERRY ST. W. 10TH ST. CHARLES LN. CHARLES ST. E. 16TH ST. W. 9TH ST. E. 15TH ST. W. 10TH ST. SIXTH AVE. W. 8TH ST. WAVERLY PL. W. WASHINGTON PL.

CHRISTOPHER ST. WEEHAWKEN ST. WEEHAWKEN BEDFORD ST. E. 14TH ST.

BARROW ST. E. 13TH ST.

E. 16TH ST. MORTON ST. E. 12TH ST. E. 15TH ST. E. 11TH ST. LEROY ST. E. 10TH ST. CLARKSON S T. W. 3RD ST. E. 9TH ST. W. HOUSTON ST.

KING ST. BLEECKER ST. FURMAN ST. E. 7TH ST. CHARLTON ST. E. 6TH ST. W. HOUSTON ST. FIRST AVE. SZOLD PL. 10.12.11 E. 8TH ST. 30 WASHINGTON ST. GREENWICH ST. VANDAM ST. 13 30 PRINCE ST. E. 4TH ST. AVE. A SPRING ST.

13 30 13 E. 5TH ST. 3 E. 3RD ST. LINE BULKHEAD AND PIERHEAD DOMINICK ST. AVE. B 1 E. 1ST ST. COURT ST. COURT SPRING ST. E. 2ND ST. BROOME ST. AVE. C RENWICK ST. E. HOUSTON ST. WATTS ST. HUDSON ST. SULLIVAN ST. TOMPKINS THOMSON ST. 4 WEST BROADWAY 4 SQUARE

BROOME ST. PARK RIVER EAST DESBROSSES ST. 2 2 AVE. D VARICK ST. GRAND ST. NEW ATLANTIC AVE. VESTRY ST. STANTON ST. LAIGHT ST. ESSEX ST.

MANHATTAN CHRYSTIE ST. FORSYTH ST. HUBERT ST. NORFOLK ST. ALLEN ST. JERSEY WOOSTER ST. SUFFOLK ST. ELDRIDGE ST. CLINTON ST.

CANAL ST. RIDGE ST. GREENE ST. RIVINGTON ST. HAMILTONPITT ST. ORCHARD ST. LUDLOW ST. ATTORNEY ST. FISH BEACH ST. LISPENARD ST. 1 MERCER ST.

HOWARD ST. 4 PARK CROSBY ST. DELANCEY ST. N. MOORE ST. 2 JORALEMON ST.

WEST ST. WEST WALKER ST. 33 30 25 COLUMBIA ST. FRANKLIN ST. BROOME ST. 15 13 11 WHITE ST. HARRISON ST. CENTRE ST.

HUDSON RIVER FRANKLIN ST. BAXTER ST. HESTER ST. JAY ST. CORTLANDT AL. MULBERRY ST.

HUDSON ST. LEONARD ST. GRAND ST. MOTT ST. 5 ELIZABETH ST. 6 WORTH ST. READE ST. 2 1 CHAMBERS ST. THOMAS ST. CATHERINE LN. 3 BENSON PL. BAYARD ST. DUANE ST. BIALYSTOKER PL.

BOWERY LEWIS ST. CHURCH ST. FEDERAL JEFFERSON ST. PELL ST. EAST BROADWAY ABRAHAM E. KAZAN ST. PLAZA

JACKSON ST. RUTGERS ST. HENRY ST. MONTGOMERY ST. 2 2 GOUVENEUR ST. MADISON ST. 7 WARREN ST. PEARL ST. 1

4 3 GREENWICH ST. BROADWAY MURRAY ST. ELK ST.

WEST BROADWAY PARK ROW PARK PL. CITY HALL CENTRE ST. BARCLAY ST. PARK VESEY ST. POLICE PLAZA ST. JAMES PL.

COLUMBIA ST. MONROE ST. MADISON ST. PARK ROW WTC SITE SPRUCE ST.

BEEKMAN ST. DEY ST. NASSAU ST. CHERRY ST. FULTON ST. ANN ST.

WATER ST. 21

WATER ST. 46

BROADWAY PEARL ST. BROOKLYN BRIDGEEAST RIVER (4/5) RECTOR ST. BROAD ST. MANHATTAN BRIDGE

JOHN ST. ROUTE 9A

PLYMOUTH ST.

WATER ST. BRIDGE ST. BRIDGE

FRONT ST. AVE. HUDSON

WHITEHALLBRIDGE ST. ST. BATTERY PARK WATER ST. YORK ST.

SANDS ST. NAVY ST. NAVY

N. ELLIOTT PL. VANDERBILT AVE. WAVERLY AVE. CLERMONT AVE. CLINTON AVE. WASHINGTON AVE. CARLTON AVE. NASSAU ST. FLUSHING AVE. ADELPHI ST.

BROOKLYN-BATTERY TUNNEL BATTERY ELLIS MARITIME

N. PORTLAND AVE.

ISLAND BUILDING BROOKLYNPEDESTRIAN QUEENS ST. EXPWY.

GOLD ST. GOLD PRINCE ST. PRINCE TILLARY ST. ST. DUFFIELD

FLATBUSH AVE EXT.

ALBURN PL. REMSEN ST.

MYRTLE AVE. EDWARDS ST. ASHLAND PL. CUMBERLAND ST.

PIER 6 ADAMS ST. ADAMS WILLOUGHBY ST. FURMAN ST.

25

PIER 7 HICKS ST.

56 GOVERNORS ST. BRIDGE FULTON ST.

CLINTON AVE. S. PORTLAND AVE. CUMBERLAND ST. S. OXFORD ST. CLARMONT AVE. VANDERBILT AVE. FORT GREENE PL. ADELPHI ST. DEKALB ROCKWELLAVE. PL. ST. FELIX ST. CARLTON AVE. ISLAND PIER 8 HUDSON AVE. COURT ST.

ATLANTIC AVE. PIER 9a FLATBUSH AVE.

PIER 9b LAFAYETTE ST. LIBERTY GREENE AVE. ISLAND FULTON ST. COLUMBIA ST. ATLANTIC AVE.

NEVINS ST. ATLANTIC AVE.

3RD AVE.

PIER 10 PACIFIC ST. PIER 12 4TH AVE. BROOKLYN DEAN ST.

BERGEN ST. BUTTERMILK CHANNEL

ATLANTIC BASIN PRESIDENT ST. ST. MARKS AVE.

COMMERCE ST. RAPELYE ST. 2ND PL. CARROLL ST. STATE ST. DELAVAN ST. 25

3RD PL. 2ND ST. 5TH AVE. PROSPECT PL. KING ST. VERONA ST. CARLTON AVE. 56 1ST ST. HENRY ST.

SULLIVAN ST. 3RD ST. VANDERBILT AVE. VISITATION PL. LUGUER ST. CLINTON ST. 4TH PL. PARK PL. 10 WOLCOTT ST. PIONEER ST. COURT ST. NELSON ST. 4TH ST.

32 DIKEMAN ST. STERLING PL. HUNTINGTON ST. HAMILTON AVE. 5TH ST. COFFEY ST. FERRIS ST. 6TH AVE. PARK RED HOOK W. 9TH ST.

HILL ST. 6TH ST. BASIN 1ST ST. VAN BRUNT ST. COLUMBIA ST. GOWANUS EXPWY. 4TH ST. BASIN LORRAINE ST. 2ND ST. 3 7TH ST. BASIN 8TH AVE. REED ST. VAN DYKE ST. 6TH ST. 3RD ST. CONOVER ST. RICHARDS ST. CREAMER ST. BEARD ST. 7TH ST.

8TH ST. UPPER DWIGHT ST. WATER ST. 2ND AVE. BAY ST. 9TH ST. OTSEGO ST. HICKS ST. SIGOURNEY ST.

HENRY ST. 10TH ST. 3RD AVE. BAY CLINTON ST. HALLECK ST. 4 4 11TH ST. COURT ST.

14 4TH AVE. 12TH ST. 39 7TH AVE. HALLECK ST. 13TH ST.

5TH AVE. STATE ST. 14TH ST.

SMITH ST. 15TH ST. BRYANT ST.

HENRY STREET BASIN 16TH ST. ERIE 45 8TH AVE. 29 BASIN 6 17TH ST. 66 18TH ST. 22

COLUMBIA ST. (1) PETER 19TH ST. GOWANUS WHITEHALL ST. 25 20TH ST. 26 BAY MINUIT (1/R) 59 GOWANUS BASIN 21ST ST. M15 BUS LOOP PLAZA 19 16 49 23RD ST. 37

24TH ST. 22ND ST.

(1/R) 25TH ST.

26TH ST.

45 27TH ST. 6 21 101 28TH ST. 55 14 29TH ST. 7 30TH ST. 16 31ST ST.

32ND ST.

2ND AVE. 33RD ST. SOUTH ST. SOUTH 34TH ST.

3RD AVE. FERRY GOWANUS35TH EXPWY.112 ST. 4 53 36TH ST. 8 4TH AVE. 37TH ST. 283 5TH AVE. 127 291 131

NOT TO SCALE Project Generated Pedestrian Volumes Weekday PM Peak 15 Minutes PROPOSED PHASED REDEVELOPMENT OF GOVERNORS ISLAND Figure 15-46 W. 20TH ST. E. 29TH ST.

W. 19TH ST. E. 28TH ST.

W. 18TH ST. E. 27TH ST.

W. 17TH ST. E. 26TH ST.

LEXINGTON AVE. THIRD AVE. W. 16TH ST. E. 25TH ST.

LITTLE 12TH ST. W. 15TH ST. E.E. 24TH 24TH ST. ST. SECOND AVE.

W. 14TH ST. E. 23RD ST. FIRST AVE. GANSEVOORT ST. E. 22ND ST. HORATIO ST.

JANE ST. WASHINGTON ST. WASHINGTON

W. 12TH ST. GREENWICH ST. GREENWICH BETHUNE ST. HUDSON ST. GREENWICH AVE. E. 20TH ST. WAVERLY PL. UNION SQUARE BLEEKER ST. W. 11TH ST. BANK ST. E. 19TH ST.

E. 18TH ST. W. 11TH ST.

W. 4TH ST. E. 17TH ST. PERRY ST. W. 10TH ST. CHARLES LN. CHARLES ST. E. 16TH ST. W. 9TH ST. E. 15TH ST. W. 10TH ST. SIXTH AVE. W. 8TH ST. WAVERLY PL. W. WASHINGTON PL.

CHRISTOPHER ST. WEEHAWKEN ST. WEEHAWKEN BEDFORD ST. E. 14TH ST.

BARROW ST. E. 13TH ST.

E. 16TH ST. MORTON ST. E. 12TH ST. E. 15TH ST. E. 11TH ST. LEROY ST. E. 10TH ST. CLARKSON S T. W. 3RD ST. E. 9TH ST. W. HOUSTON ST.

KING ST. BLEECKER ST. FURMAN ST. E. 7TH ST. CHARLTON ST. E. 6TH ST. W. HOUSTON ST. 164 FIRST AVE. SZOLD PL. 80 10.12.11 E. 8TH ST. 27 WASHINGTON ST. GREENWICH ST. VANDAM ST. 40 27 PRINCE ST. E. 4TH ST. AVE. A SPRING ST.

38 27 42 E. 5TH ST. E. 3RD ST. LINE BULKHEAD AND PIERHEAD DOMINICK ST. AVE. B 233 E. 1ST ST. COURT ST. COURT SPRING ST. E. 2ND ST. BROOME ST. 330 AVE. C RENWICK ST. E. HOUSTON ST. WATTS ST. HUDSON ST. SULLIVAN ST. TOMPKINS THOMSON ST. 95 128 WEST BROADWAY 87 SQUARE

BROOME ST. PARK RIVER EAST DESBROSSES ST. 148 111 177 215 AVE. D VARICK ST. GRAND ST. NEW ATLANTIC AVE. VESTRY ST. STANTON ST. LAIGHT ST. ESSEX ST.

MANHATTAN CHRYSTIE ST. FORSYTH ST. HUBERT ST. NORFOLK ST. ALLEN ST. JERSEY WOOSTER ST. SUFFOLK ST. ELDRIDGE ST. CLINTON ST.

CANAL ST. RIDGE ST. GREENE ST. RIVINGTON ST. HAMILTONPITT ST. ORCHARD ST. LUDLOW ST. BEACH ST. LISPENARD ST. ATTORNEY ST. FISH MERCER ST.HOWARD ST. PARK 152 CROSBY ST. 96 DELANCEY ST.

N. MOORE ST. 178 JORALEMON ST. WEST ST. WEST WALKER ST. 194 3 28 25 COLUMBIA ST. 1 FRANKLIN ST. BROOME ST. 18 43 38 WHITE ST. HARRISON ST. CENTRE ST.

HUDSON RIVER FRANKLIN ST. BAXTER ST. HESTER ST. JAY ST. CORTLANDT AL. MULBERRY ST.

HUDSON ST. LEONARD ST. GRAND ST. MOTT ST. 240 112 ELIZABETH ST. 116 WORTH ST. 252 READE ST. 138 144 323 CHAMBERS ST. THOMAS ST. CATHERINE LN. 128 BENSON PL. BAYARD ST. DUANE ST. BIALYSTOKER PL.

BOWERY LEWIS ST. CHURCH ST. FEDERAL JEFFERSON ST. PELL ST. EAST BROADWAY ABRAHAM E. KAZAN ST. PLAZA

JACKSON ST. RUTGERS ST. HENRY ST. MONTGOMERY ST. 156 GOUVENEUR ST. MADISON ST.

WARREN ST. PEARL ST. 295

284 254 GREENWICH ST. BROADWAY 248 MURRAY ST. ELK ST. 307 WEST BROADWAY PARK ROW PARK PL. CITY HALL CENTRE ST. BARCLAY ST. PARK VESEY ST. POLICE PLAZA ST. JAMES PL.

COLUMBIA ST. MONROE ST. MADISON ST. PARK ROW WTC SITE SPRUCE ST.

BEEKMAN ST. DEY ST. NASSAU ST. CHERRY ST. FULTON ST. ANN ST.

WATER ST. 501

WATER ST. 96

BROADWAY PEARL ST. BROOKLYN BRIDGEEAST RIVER (4/5) RECTOR ST. BROAD ST. MANHATTAN BRIDGE

JOHN ST. ROUTE 9A

PLYMOUTH ST.

WATER ST. BRIDGE ST. BRIDGE

FRONT ST. AVE. HUDSON

WHITEHALLBRIDGE ST. ST. BATTERY PARK WATER ST. YORK ST.

SANDS ST. NAVY ST. NAVY

N. ELLIOTT PL. VANDERBILT AVE. WAVERLY AVE. CLERMONT AVE. CLINTON AVE. WASHINGTON AVE. CARLTON AVE. NASSAU ST. FLUSHING AVE. ADELPHI ST.

BROOKLYN-BATTERY TUNNEL BATTERY ELLIS MARITIME

N. PORTLAND AVE.

ISLAND BUILDING BROOKLYNPEDESTRIAN QUEENS ST. EXPWY.

GOLD ST. GOLD PRINCE ST. PRINCE TILLARY ST. ST. DUFFIELD

FLATBUSH AVE EXT.

ALBURN PL. REMSEN ST.

MYRTLE AVE. EDWARDS ST. ASHLAND PL. CUMBERLAND ST.

PIER 6 ADAMS ST. ADAMS WILLOUGHBY ST. FURMAN ST.

533

PIER 7 HICKS ST.

28 GOVERNORS ST. BRIDGE FULTON ST.

CLINTON AVE. S. PORTLAND AVE. CUMBERLAND ST. S. OXFORD ST. CLARMONT AVE. VANDERBILT AVE. FORT GREENE PL. ADELPHI ST. DEKALB ROCKWELLAVE. PL. ST. FELIX ST. CARLTON AVE. ISLAND PIER 8 HUDSON AVE. COURT ST.

ATLANTIC AVE. PIER 9a FLATBUSH AVE.

PIER 9b LAFAYETTE ST. LIBERTY GREENE AVE. ISLAND FULTON ST. COLUMBIA ST. ATLANTIC AVE.

NEVINS ST. ATLANTIC AVE.

3RD AVE.

PIER 10 PACIFIC ST. PIER 12 4TH AVE. BROOKLYN DEAN ST.

BERGEN ST. BUTTERMILK CHANNEL

ATLANTIC BASIN PRESIDENT ST. ST. MARKS AVE.

COMMERCE ST. RAPELYE ST. 2ND PL. CARROLL ST. 169 STATE ST. DELAVAN ST.

3RD PL. 2ND ST. 5TH AVE. PROSPECT PL. KING ST. VERONA ST. CARLTON AVE. 249 1ST ST. HENRY ST.

SULLIVAN ST. 3RD ST. VANDERBILT AVE. VISITATION PL. LUGUER ST. CLINTON ST. 4TH PL. PARK PL. 40 WOLCOTT ST. PIONEER ST. COURT ST. NELSON ST. 4TH ST.

335 DIKEMAN ST. STERLING PL. HUNTINGTON ST. HAMILTON AVE. 5TH ST. COFFEY ST. FERRIS ST. 6TH AVE. PARK RED HOOK W. 9TH ST.

HILL ST. 6TH ST. BASIN 1ST ST. VAN BRUNT ST. COLUMBIA ST. GOWANUS EXPWY. 4TH ST. BASIN LORRAINE ST. 2ND ST. 28 7TH ST. BASIN 8TH AVE. REED ST. VAN DYKE ST. 6TH ST. 3RD ST. CONOVER ST. RICHARDS ST. CREAMER ST. BEARD36 ST. 7TH ST.

8TH ST. UPPER DWIGHT ST. 11 WATER ST. 2ND AVE. BAY ST. 9TH ST. OTSEGO ST. HICKS ST. SIGOURNEY ST. 201 HENRY ST. 10TH ST. 3RD AVE. BAY CLINTON ST. HALLECK ST. 143 11TH ST. COURT ST.

48 4TH AVE. 12TH ST. 473 7TH AVE. HALLECK ST. 13TH ST.

5TH AVE. STATE ST. 14TH ST.

SMITH ST. 15TH ST. BRYANT ST.

HENRY STREET BASIN 16TH ST. ERIE 46 488 8TH AVE. 162 BASIN 135 17TH ST. 142 188 18TH ST.

COLUMBIA ST. (1) PETER 19TH ST. GOWANUS WHITEHALL ST. 685 20TH ST. 79 BAY MINUIT (1/R) 149 GOWANUS BASIN 21ST ST.

M15 BUS LOOP 244 PLAZA 38

15 23RD ST. 11

24TH ST. 22ND ST.

(1/R) 25TH ST.

26TH ST.

55 311 27TH ST. 23 121 28TH ST. 1659 125 29TH ST. 52 30TH ST.148 31ST ST.

8 27 32ND ST. 2ND AVE. 33RD ST. SOUTH ST. SOUTH 110 34TH ST.

3RD AVE. FERRY GOWANUS137 35TH EXPWY.55 ST. 101

36TH ST.

4TH AVE. 151 37TH ST. 131 5TH AVE. 268 37 124

NOT TO SCALE Build Pedestrian Volumes Weekday AM Peak 15 Minutes PROPOSED PHASED REDEVELOPMENT OF GOVERNORS ISLAND Figure 15-47 W. 20TH ST. E. 29TH ST.

W. 19TH ST. E. 28TH ST.

W. 18TH ST. E. 27TH ST.

W. 17TH ST. E. 26TH ST.

LEXINGTON AVE. THIRD AVE. W. 16TH ST. E. 25TH ST.

LITTLE 12TH ST. W. 15TH ST. E.E. 24TH 24TH ST. ST. SECOND AVE.

W. 14TH ST. E. 23RD ST. FIRST AVE. GANSEVOORT ST. E. 22ND ST. HORATIO ST.

JANE ST. WASHINGTON ST. WASHINGTON

W. 12TH ST. GREENWICH ST. GREENWICH BETHUNE ST. HUDSON ST. GREENWICH AVE. E. 20TH ST. WAVERLY PL. UNION SQUARE BLEEKER ST. W. 11TH ST. BANK ST. E. 19TH ST.

E. 18TH ST. W. 11TH ST.

W. 4TH ST. E. 17TH ST. PERRY ST. W. 10TH ST. CHARLES LN. CHARLES ST. E. 16TH ST. W. 9TH ST. E. 15TH ST. W. 10TH ST. SIXTH AVE. W. 8TH ST. WAVERLY PL. W. WASHINGTON PL.

CHRISTOPHER ST. WEEHAWKEN ST. WEEHAWKEN BEDFORD ST. E. 14TH ST.

BARROW ST. E. 13TH ST.

E. 16TH ST. MORTON ST. E. 12TH ST. E. 15TH ST. E. 11TH ST. LEROY ST. E. 10TH ST. CLARKSON S T. W. 3RD ST. E. 9TH ST. W. HOUSTON ST.

KING ST. BLEECKER ST. FURMAN ST. E. 7TH ST. CHARLTON ST. E. 6TH ST. W. HOUSTON ST. 155 FIRST AVE. SZOLD PL. 10.12.11 E. 8TH ST. WASHINGTON ST. GREENWICH ST. VANDAM ST. 66 218 69 68 PRINCE ST. E. 4TH ST. AVE. A SPRING ST.

69 62 70 E. 5TH ST. E. 3RD ST. LINE BULKHEAD AND PIERHEAD DOMINICK ST. AVE. B 473 E. 1ST ST. COURT ST. COURT SPRING ST. E. 2ND ST. BROOME ST. 339 AVE. C RENWICK ST. E. HOUSTON ST. WATTS ST. HUDSON ST. SULLIVAN ST. TOMPKINS THOMSON ST. 201 127 WEST BROADWAY 149 SQUARE

BROOME ST. PARK RIVER EAST DESBROSSES ST. 106 104 170 215 AVE. D VARICK ST. GRAND ST. NEW VESTRY ST. STANTON ST. ATLANTIC AVE. 1 LAIGHT ST. ESSEX ST.

MANHATTAN CHRYSTIE ST. FORSYTH ST. HUBERT ST. NORFOLK ST. ALLEN ST. JERSEY WOOSTER ST. SUFFOLK ST. ELDRIDGE ST. CLINTON ST.

CANAL ST. RIDGE ST. GREENE ST. RIVINGTON ST. HAMILTONPITT ST. ORCHARD ST. LUDLOW ST. BEACH ST. LISPENARD ST. ATTORNEY ST. FISH MERCER ST.HOWARD ST. PARK 163 CROSBY ST. DELANCEY ST.

N. MOORE ST. 368

146 JORALEMON ST. WEST ST. WEST WALKER ST. 293 224 61 62 COLUMBIA ST. 3 FRANKLIN ST. BROOME ST. 234 73 64 WHITE ST. HARRISON ST. CENTRE ST.

HUDSON RIVER FRANKLIN ST. BAXTER ST. HESTER ST. JAY ST. CORTLANDT AL. MULBERRY ST.

HUDSON ST. LEONARD ST. GRAND ST. MOTT ST. 138 177 ELIZABETH ST. 240 WORTH ST. 82 READE ST. 116 191 163 CHAMBERS ST. THOMAS ST. CATHERINE LN. 245 BENSON PL. BAYARD ST. DUANE ST. BIALYSTOKER PL.

BOWERY LEWIS ST. CHURCH ST. FEDERAL JEFFERSON ST. PELL ST. EAST BROADWAY ABRAHAM E. KAZAN ST. PLAZA

JACKSON ST. RUTGERS ST. HENRY ST. MONTGOMERY ST. 43 GOUVENEUR ST. MADISON ST.

WARREN ST. PEARL ST. 229

103 402 GREENWICH ST. BROADWAY 273 MURRAY ST. ELK ST. 345 WEST BROADWAY PARK ROW PARK PL. CITY HALL CENTRE ST. BARCLAY ST. PARK VESEY ST. POLICE PLAZA ST. JAMES PL.

COLUMBIA ST. MONROE ST. MADISON ST. PARK ROW WTC SITE SPRUCE ST.

BEEKMAN ST. DEY ST. NASSAU ST. CHERRY ST. FULTON ST. ANN ST.

WATER ST. 185

WATER ST. 159

BROADWAY PEARL ST. BROOKLYN BRIDGEEAST RIVER (4/5) RECTOR ST. BROAD ST. MANHATTAN BRIDGE

JOHN ST. ROUTE 9A

PLYMOUTH ST.

WATER ST. BRIDGE ST. BRIDGE

FRONT ST. AVE. HUDSON

WHITEHALLBRIDGE ST. ST. BATTERY PARK WATER ST. YORK ST.

SANDS ST. NAVY ST. NAVY

N. ELLIOTT PL. VANDERBILT AVE. WAVERLY AVE. CLERMONT AVE. CLINTON AVE. WASHINGTON AVE. CARLTON AVE. NASSAU ST. FLUSHING AVE. ADELPHI ST.

BROOKLYN-BATTERY TUNNEL BATTERY ELLIS MARITIME

N. PORTLAND AVE.

ISLAND BUILDING BROOKLYNPEDESTRIAN QUEENS ST. EXPWY.

GOLD ST. GOLD PRINCE ST. PRINCE TILLARY ST. ST. DUFFIELD

FLATBUSH AVE EXT.

ALBURN PL. REMSEN ST.

MYRTLE AVE. EDWARDS ST. ASHLAND PL. CUMBERLAND ST.

PIER 6 ADAMS ST. ADAMS WILLOUGHBY ST. FURMAN ST.

219

PIER 7 HICKS ST.

GOVERNORS ST. BRIDGE 221 FULTON ST.

CLINTON AVE. S. PORTLAND AVE. CUMBERLAND ST. S. OXFORD ST. CLARMONT AVE. VANDERBILT AVE. FORT GREENE PL. ADELPHI ST. DEKALB ROCKWELLAVE. PL. ST. FELIX ST. CARLTON AVE. ISLAND PIER 8 HUDSON AVE. COURT ST.

ATLANTIC AVE. PIER 9a FLATBUSH AVE.

PIER 9b LAFAYETTE ST. LIBERTY GREENE AVE. ISLAND FULTON ST. COLUMBIA ST. ATLANTIC AVE.

NEVINS ST. ATLANTIC AVE.

3RD AVE.

PIER 10 PACIFIC ST. PIER 12 4TH AVE. BROOKLYN DEAN ST.

BERGEN ST. BUTTERMILK CHANNEL

ATLANTIC BASIN PRESIDENT ST. ST. MARKS AVE.

COMMERCE ST. RAPELYE ST. 2ND PL. CARROLL ST. 250 STATE ST. DELAVAN ST.

3RD PL. 2ND ST. 5TH AVE. PROSPECT PL. KING ST. VERONA ST. CARLTON AVE. 262 1ST ST. HENRY ST.

SULLIVAN ST. 3RD ST. VANDERBILT AVE. VISITATION PL. LUGUER ST. CLINTON ST. 4TH PL. PARK PL. 90 WOLCOTT ST. PIONEER ST. COURT ST. NELSON ST. 4TH ST.

235 DIKEMAN ST. STERLING PL. HUNTINGTON ST. HAMILTON AVE. 5TH ST. COFFEY ST. FERRIS ST. 6TH AVE. PARK RED HOOK W. 9TH ST.

HILL ST. 6TH ST. BASIN 1ST ST. VAN BRUNT ST. COLUMBIA ST. GOWANUS EXPWY. 4TH ST. BASIN LORRAINE ST. 2ND ST. 72 7TH ST. BASIN 8TH AVE. REED ST. VAN DYKE ST. 6TH ST. 3RD ST. CONOVER ST. RICHARDS ST. CREAMER ST. BEARD61 ST. 7TH ST.

8TH ST. UPPER DWIGHT ST. 8 WATER ST. 2ND AVE. BAY ST. 9TH ST. OTSEGO ST. HICKS ST. SIGOURNEY ST. 142 HENRY ST. 10TH ST. 3RD AVE. BAY CLINTON ST. HALLECK ST. 115 11TH ST. 107 COURT ST.

4TH AVE. 12TH ST. 282 7TH AVE. HALLECK ST. 13TH ST.

5TH AVE. STATE ST. 14TH ST.

SMITH ST. 15TH ST. BRYANT ST.

HENRY STREET BASIN 16TH ST. ERIE 45 105 8TH AVE. 293 BASIN 157 17TH ST. 131 282 18TH ST.

COLUMBIA ST. (1) PETER 19TH ST. GOWANUS WHITEHALL ST. 117 150 20TH ST. BAY MINUIT (1/R) 220 GOWANUS BASIN 21ST ST. M15 BUS LOOP PLAZA 64 62 49 23RD ST. 41

24TH ST. 22ND ST.

(1/R) 25TH ST.

153 26TH ST.

404 27TH ST. 47 105 28TH ST. 521 71 29TH ST. 47 30TH ST. 74 31ST ST.

32 24 32ND ST. 2ND AVE. 33RD ST. SOUTH ST. SOUTH 22 34TH ST.

3RD AVE. FERRY GOWANUS159 35TH EXPWY.110 ST. 56 36TH ST. 31 4TH AVE. 37TH ST. 279 5TH AVE. 362 243 352

NOT TO SCALE Build Pedestrian Volumes Weekday midday Peak 15 Minutes PROPOSED PHASED REDEVELOPMENT OF GOVERNORS ISLAND Figure 15-48 W. 20TH ST. E. 29TH ST.

W. 19TH ST. E. 28TH ST.

W. 18TH ST. E. 27TH ST.

W. 17TH ST. E. 26TH ST.

LEXINGTON AVE. THIRD AVE. W. 16TH ST. E. 25TH ST.

LITTLE 12TH ST. W. 15TH ST. E.E. 24TH 24TH ST. ST. SECOND AVE.

W. 14TH ST. E. 23RD ST. FIRST AVE. GANSEVOORT ST. E. 22ND ST. HORATIO ST.

JANE ST. WASHINGTON ST. WASHINGTON

W. 12TH ST. GREENWICH ST. GREENWICH BETHUNE ST. HUDSON ST. GREENWICH AVE. E. 20TH ST. WAVERLY PL. UNION SQUARE BLEEKER ST. W. 11TH ST. BANK ST. E. 19TH ST.

E. 18TH ST. W. 11TH ST.

W. 4TH ST. E. 17TH ST. PERRY ST. W. 10TH ST. CHARLES LN. CHARLES ST. E. 16TH ST. W. 9TH ST. E. 15TH ST. W. 10TH ST. SIXTH AVE. W. 8TH ST. WAVERLY PL. W. WASHINGTON PL.

CHRISTOPHER ST. WEEHAWKEN ST. WEEHAWKEN BEDFORD ST. E. 14TH ST.

BARROW ST. E. 13TH ST.

E. 16TH ST. MORTON ST. E. 12TH ST. E. 15TH ST. E. 11TH ST. LEROY ST. E. 10TH ST. CLARKSON S T. W. 3RD ST. E. 9TH ST. W. HOUSTON ST.

KING ST. BLEECKER ST. FURMAN ST. E. 7TH ST. CHARLTON ST. E. 6TH ST. W. HOUSTON ST. 118 FIRST AVE. SZOLD PL. 10.12.11 E. 8TH ST. WASHINGTON ST. GREENWICH ST. VANDAM ST. 65 134 42 62 PRINCE ST. E. 4TH ST. AVE. A SPRING ST.

39 63 40 E. 5TH ST. E. 3RD ST. LINE BULKHEAD AND PIERHEAD DOMINICK ST. AVE. B 303 E. 1ST ST. COURT ST. COURT SPRING ST. E. 2ND ST. BROOME ST. 228 AVE. C RENWICK ST. E. HOUSTON ST. WATTS ST. HUDSON ST. SULLIVAN ST. TOMPKINS THOMSON ST. 147 168 WEST BROADWAY 144 SQUARE

BROOME ST. PARK RIVER EAST DESBROSSES ST. 95 65 161 169 AVE. D VARICK ST. GRAND ST. NEW VESTRY ST. STANTON ST. ATLANTIC AVE. 2 LAIGHT ST. ESSEX ST.

MANHATTAN CHRYSTIE ST. FORSYTH ST. HUBERT ST. NORFOLK ST. ALLEN ST. JERSEY WOOSTER ST. SUFFOLK ST. ELDRIDGE ST. CLINTON ST.

CANAL ST. RIDGE ST. GREENE ST. RIVINGTON ST. HAMILTONPITT ST. ORCHARD ST. LUDLOW ST. BEACH ST. LISPENARD ST. ATTORNEY ST. FISH MERCER ST.HOWARD ST. PARK 105 CROSBY ST. DELANCEY ST.

N. MOORE ST. 295

110 JORALEMON ST. WEST ST. WEST WALKER ST. 238 199 71 68 COLUMBIA ST. 15 FRANKLIN ST. BROOME ST. 141 47 41 WHITE ST. HARRISON ST. CENTRE ST.

HUDSON RIVER FRANKLIN ST. BAXTER ST. HESTER ST. JAY ST. CORTLANDT AL. MULBERRY ST.

HUDSON ST. LEONARD ST. GRAND ST. MOTT ST. 157 164 ELIZABETH ST. 221 WORTH ST. 136 READE ST. 183 120 199 CHAMBERS ST. THOMAS ST. CATHERINE LN. 177 BENSON PL. BAYARD ST. DUANE ST. BIALYSTOKER PL.

BOWERY LEWIS ST. CHURCH ST. FEDERAL JEFFERSON ST. PELL ST. EAST BROADWAY ABRAHAM E. KAZAN ST. PLAZA

JACKSON ST. RUTGERS ST. HENRY ST. MONTGOMERY ST. 133 GOUVENEUR ST. MADISON ST.

WARREN ST. PEARL ST. 192

150 371 GREENWICH ST. BROADWAY 292 MURRAY ST. ELK ST. 317 WEST BROADWAY PARK ROW PARK PL. CITY HALL CENTRE ST. BARCLAY ST. PARK VESEY ST. POLICE PLAZA ST. JAMES PL.

COLUMBIA ST. MONROE ST. MADISON ST. PARK ROW WTC SITE SPRUCE ST.

BEEKMAN ST. DEY ST. NASSAU ST. CHERRY ST. FULTON ST. ANN ST.

WATER ST. 424

WATER ST. 257

BROADWAY PEARL ST. BROOKLYN BRIDGEEAST RIVER (4/5) RECTOR ST. BROAD ST. MANHATTAN BRIDGE

JOHN ST. ROUTE 9A

PLYMOUTH ST.

WATER ST. BRIDGE ST. BRIDGE

FRONT ST. AVE. HUDSON

WHITEHALLBRIDGE ST. ST. BATTERY PARK WATER ST. YORK ST.

SANDS ST. NAVY ST. NAVY

N. ELLIOTT PL. VANDERBILT AVE. WAVERLY AVE. CLERMONT AVE. CLINTON AVE. WASHINGTON AVE. CARLTON AVE. NASSAU ST. FLUSHING AVE. ADELPHI ST.

BROOKLYN-BATTERY TUNNEL BATTERY ELLIS MARITIME

N. PORTLAND AVE.

ISLAND BUILDING BROOKLYNPEDESTRIAN QUEENS ST. EXPWY.

GOLD ST. GOLD PRINCE ST. PRINCE TILLARY ST. ST. DUFFIELD

FLATBUSH AVE EXT.

ALBURN PL. REMSEN ST.

MYRTLE AVE. EDWARDS ST. ASHLAND PL. CUMBERLAND ST.

PIER 6 ADAMS ST. ADAMS WILLOUGHBY ST. FURMAN ST.

396

PIER 7 HICKS ST.

GOVERNORS ST. BRIDGE 245 FULTON ST.

CLINTON AVE. S. PORTLAND AVE. CUMBERLAND ST. S. OXFORD ST. CLARMONT AVE. VANDERBILT AVE. FORT GREENE PL. ADELPHI ST. DEKALB ROCKWELLAVE. PL. ST. FELIX ST. CARLTON AVE. ISLAND PIER 8 HUDSON AVE. COURT ST.

ATLANTIC AVE. PIER 9a FLATBUSH AVE.

PIER 9b LAFAYETTE ST. LIBERTY GREENE AVE. ISLAND FULTON ST. COLUMBIA ST. ATLANTIC AVE.

NEVINS ST. ATLANTIC AVE.

3RD AVE.

PIER 10 PACIFIC ST. PIER 12 4TH AVE. BROOKLYN DEAN ST.

BERGEN ST. BUTTERMILK CHANNEL

ATLANTIC BASIN PRESIDENT ST. ST. MARKS AVE.

COMMERCE ST. RAPELYE ST. 2ND PL. CARROLL ST. 519 STATE ST. DELAVAN ST.

3RD PL. 2ND ST. 5TH AVE. PROSPECT PL. KING ST. VERONA ST. CARLTON AVE. 244 1ST ST. HENRY ST.

SULLIVAN ST. 3RD ST. VANDERBILT AVE. 181 VISITATION PL. LUGUER ST. CLINTON ST. 4TH PL. PARK PL. WOLCOTT ST. PIONEER ST. COURT ST. NELSON ST. 4TH ST.

219 DIKEMAN ST. STERLING PL. HUNTINGTON ST. HAMILTON AVE. 5TH ST. COFFEY ST. FERRIS ST. 6TH AVE. PARK RED HOOK W. 9TH ST.

HILL ST. 6TH ST. BASIN 1ST ST. VAN BRUNT ST. COLUMBIA ST. GOWANUS EXPWY. 4TH ST. BASIN LORRAINE ST. 2ND ST. 48 7TH ST. BASIN 8TH AVE. REED ST. VAN DYKE ST. 6TH ST. 3RD ST. CONOVER ST. RICHARDS ST. CREAMER ST. BEARD49 ST. 7TH ST.

8TH ST. UPPER DWIGHT ST. 10 WATER ST. 2ND AVE. BAY ST. 9TH ST. OTSEGO ST. HICKS ST. SIGOURNEY ST.

HENRY ST. 81 10TH ST. 3RD AVE. BAY CLINTON ST. HALLECK ST. 143 11TH ST. 359 COURT ST.

4TH AVE. 12TH ST. 203 7TH AVE. HALLECK ST. 13TH ST.

5TH AVE. STATE ST. 14TH ST.

SMITH ST. 15TH ST. BRYANT ST.

HENRY STREET BASIN 16TH ST. ERIE 145 242 8TH AVE. 379 BASIN 111 17TH ST. 392 238 18TH ST.

COLUMBIA ST. (1) PETER 19TH ST. GOWANUS WHITEHALL ST. 167 292 20TH ST. BAY MINUIT (1/R) 170 GOWANUS BASIN 21ST ST. M15 BUS LOOP PLAZA 54 22 98 23RD ST. 180

24TH ST. 22ND ST.

(1/R) 25TH ST.

180 26TH ST. 1244 27TH ST. 130 158 28TH ST. 592 41 29TH ST. 40 30TH ST. 97 31ST ST.

108 37 32ND ST. 2ND AVE. 33RD ST. SOUTH ST. SOUTH 8 34TH ST.

3RD AVE. FERRY GOWANUS35TH EXPWY.190 ST. 55 87 36TH ST. 22 4TH AVE. 37TH ST. 386 5TH AVE. 198 350 195

NOT TO SCALE Build Pedestrian Volumes Weekday PM Peak 15 Minutes PROPOSED PHASED REDEVELOPMENT OF GOVERNORS ISLAND Figure 15-49 Phased Redevelopment of Governors Island

Table 15-41 2030 Build Condition Sidewalk Analysis Manhattan Locations Effective Width 15 Minute Two- Platoon Flow Location Sidewalk (ft) Way Volume PMF LOS AM Peak Period State Street between Bridge West 15.5 561 2.41 B Street and Battery Place State Street between Bridge West 22.5 418 1.24 B Street and Pearl Street State Street between Pearl Street and Peter Minuit Plaza West 14.0 348 1.66 B (M15 Bus Loop) Peter Minuit Plaza-Ferry Passage 16.0 228 0.95 B Terminal Passageway way Whitehall Street between West 12.0 375 2.08 B Pearl Street and Water Street Whitehall Street between State Street and 1/R Subway East 11.0 827 5.01 C Station Whitehall Street between West 8.0 53 0.44 A State Street and South Street Whitehall Street between 1/R Subway Station and South East 14.0 176 0.84 B Street South Street between Whitehall Street and M15 Bus North 7.0 200 1.90 B Stop South Street between M15 North 6.5 148 1.52 B Bus Stop and Broad Street Midday Peak Period State Street between Bridge West 15.5 440 1.89 B Street and Battery Place State Street between Bridge West 22.5 512 1.52 B Street and Pearl Street State Street between Pearl Street and Peter Minuit Plaza West 14.0 413 1.97 B (M15 Bus Loop) Peter Minuit Plaza-Ferry Passage 16.0 370 1.54 B Terminal Passageway way Whitehall Street between West 12.0 325 1.81 B Pearl Street and Water Street Whitehall Street between State Street and 1/R Subway East 11.0 248 1.50 B Station Whitehall Street between West 8.0 113 0.94 B State Street and South Street Whitehall Street between 1/R Subway Station and South East 14.0 258 1.23 B Street South Street between Whitehall Street and M15 Bus North 7.0 121 1.15 B Stop South Street between M15 North 6.5 118 1.21 B Bus Stop and Broad Street PM Peak Period State Street between Bridge 15.5 641 2.76 B Street and Battery Place West State Street between Bridge 22.5 763 2.26 B Street and Pearl Street West

15-54 Chapter 15: Transportation

Table 15-41 (cont’d) 2030 Build Condition Sidewalk Analysis Manhattan Locations Effective Width 15 Minute Two- Platoon Flow Location Sidewalk (ft) Way Volume PMF LOS State Street between Pearl Street and Peter Minuit Plaza 14.0 571 2.72 B (M15 Bus Loop) West Peter Minuit Plaza-Ferry Passage 16.0 462 1.93 B Terminal Passageway way Whitehall Street between 12.0 400 2.22 B Pearl Street and Water Street West Whitehall Street between State Street and 1/R Subway 11.0 539 3.39 C Station East Whitehall Street between 8.0 152 1.27 B State Street and South Street West Whitehall Street between 1/R Subway Station and South 14.0 338 1.61 B Street East South Street between Whitehall Street and M15 Bus 7.0 137 1.30 B Stop North South Street between M15 6.5 171 1.75 B Bus Stop and Broad Street North Note: PMF = pedestrians per minute per foot

Table 15-42 2030 Build Condition Corner Analysis Manhattan Locations AM Peak Period Midday Peak Period PM Peak Period Location Corner SFP LOS SFP LOS SFP LOS Whitehall Street Southeast 41.6 B 76.3 A 57.4 A and State Street Northwest 182.0 A 200.7 A 147.0 A Whitehall Street Northeast 273.0 A 262.2 A 211.4 A and South Street Note: SFP = square feet per pedestrian

Table 15-43 2030 Build Condition Crosswalk Analysis Manhattan Locations Street Crosswalk Conditions with conflicting vehicles Location Crosswalk Width Width AM Midday PM (feet) (feet) SFP LOS SFP LOS SFP LOS State Street and M15 South 36.0 25.0 25.7 C 14.6 E+ 13.0 E+ Bus Loop North 24.0 15.0 302.9 A 143.6 A 198.3 A State Street and East 36.0 17.0 19.7 D 27.0 C 30.3 C Whitehall Street South 30.0 14.0 105.1 A 94.2 A 70.5 A West 50.0 15.0 11.8 E 15.1 D+ 8.9 E+ Whitehall Street and North 27.0 10.0 54.0 B 133.6 A 63.5 A South Street East 27.0 12.0 43.5 B 29.2 C 26.0 C Note: SFP = square feet per pedestrian + implies a significant adverse impact

15-55 Phased Redevelopment of Governors Island

Table 15-44 2030 Build Condition Sidewalk Analysis Brooklyn Locations Effective Width 15 Minute Two- Platoon Flow Location Sidewalk (ft) Way Volume PMF LOS AM Peak Period Atlantic Avenue between North 18.0 65 0.24 A Furman Street and Pier 6 South 8.0 21 0.18 A Atlantic Avenue between North 19.0 69 0.24 A Columbia Street and BQE Off- South 20.0 55 0.18 A Ramp Joralemon Street between North 7.0 310 2.95 B Boerum Place and Court South 10.0 244 1.63 B Street Joralemon Street between North 11.0 276 1.67 B Court Street and Clinton South 6.0 378 4.20 C Street Court Street between Remsen East 15.0 244 1.08 B Street and Joralemon Street West 8.0 563 4.69 C Court Street between East 13.0 543 2.78 B Joralemon Street and West 14.0 561 2.67 B Livingston Street Midday Peak Period Atlantic Avenue between North 18.0 135 0.50 A Furman Street and Pier 6 South 8.0 458 3.82 C Atlantic Avenue between North 19.0 138 0.48 A Columbia Street and BQE Off- South 20.0 89 0.30 A Ramp Joralemon Street between North 7.0 416 3.96 C Boerum Place and Court South 10.0 485 3.23 C Street Joralemon Street between North 11.0 233 1.41 B Court Street and Clinton South 6.0 254 2.82 B Street Court Street between Remsen East 15.0 373 1.66 B Street and Joralemon Street West 8.0 812 6.77 D Court Street between East 13.0 502 2.57 B Joralemon Street and West 14.0 747 3.56 C Livingston Street PM Peak Period Atlantic Avenue between North 18.0 104 0.39 A Furman Street and Pier 6 South 8.0 340 2.84 B Atlantic Avenue between North 19.0 102 0.36 A Columbia Street and BQE Off- South 20.0 109 0.36 A Ramp Joralemon Street between North 7.0 316 3.01 C Boerum Place and Court South 10.0 398 2.65 B Street Joralemon Street between North 11.0 263 1.59 B Court Street and Clinton South 6.0 340 3.78 C Street Court Street between Remsen East 15.0 252 1.12 B Street and Joralemon Street West 8.0 531 4.43 C Court Street between East 13.0 484 2.48 B Joralemon Street and 14.0 688 3.28 C Livingston Street West Note: PMF = pedestrians per minute per foot

15-56 Chapter 15: Transportation

Table 15-45 2030 Build Condition Corner Analysis Brooklyn Locations AM Peak Period Midday Peak Period PM Peak Period Location Corner SFP LOS SFP LOS SFP LOS Atlantic Avenue and Columbia Southeast Street 607.3 A 317.3 A 323.1 A Southeast 73.1 A 72.2 A 87.6 A Court Street and Joralemon Street Southwest 56.4 B 43.7 B 49.8 B Northwest 54.9 B 35.8 C 42.0 B Note: SFP = square feet per pedestrian

Table 15-46 2030 Build Condition Crosswalk Analysis Brooklyn Locations

Street Crosswalk Conditions with conflicting vehicles Location Crosswalk Width Width AM Midday PM (feet) (feet) SFP LOS SFP LOS SFP LOS Atlantic Avenue and North 22.0 14.0 228.5 A 130.1 A 140.1 A Columbia Street South 65.0 16.0 248.4 A 144.7 A 149.2 A North 30.0 15.0 28.8 C 26.5 C 23.5 D Joralemon Street and East 31.0 18.0 86.5 A 59.8 B 99.1 A Court Street South 38.0 19.0 37.8 C 29.8 C 34.7 C West 25.0 17.0 44.6 B 20.9 D 30.3 C Note: SFP = square feet per pedestrian

Potential measures that can be implemented to mitigate these significant adverse pedestrian impacts, including minor adjustments to existing signal timings and widening existing crosswalks, are discussed in Chapter 23, “Mitigation.” Battery Maritime Building Entrance As discussed above under “2011 Existing Conditions,” the existing sidewalk in front of the BMB is approximately 5 feet in width. Currently, during peak visitation, The Trust regulates visitor queuing in front of the BMB using part of the adjacent roadway and deployment of traffic control agents. With the completion of Phase 1 and Later Phases – Park and Public Space, increased visitation (especially during weekend days) and year-round access are expected. Under anticipated future conditions, The Trust would continue to regulate visitors as it does currently. I. PARKING 2011 EXISTING CONDITIONS Parking regulations in the vicinity of the Manhattan and Brooklyn ferry portals are summarized in Table 15-47 and graphically presented in Figures 15-50 and 15-51.

15-57 7.6.11

1. 2. 3. 4. 4. 5. 4. 6. 10. BEAVER ST. 3. 4. 8. 6. 3. 4. 4. BEAVER ST. 8. 24. 1. 29.30. 4. 22. 4. 6. 10. 23. 48. 4. 4. 6. 3. 6. 25. 26. 28. 3. 6. 6. 31. 6. 68. 27. 6. 6. 23. 32. 4. 6. B HANOVER SQ. 47. 6. 11. 6. 12. 6. 3. 3. 67. 6. 68. 16. OLD SLIP14. 6. 23. 17. 15.

64. STATE ST. STATE B ST. STATE B 22. 23. 6. 45. 6. 6. B 6. B FRONT ST.

BROAD ST. BROAD 6. 6. C 56. 6. 56. 6. 21. OLD SLIP 6. STONE ST. D 6. 16. 3. 17. 66. 3. 1. 33. B B 6. 64. 1. 3. B 65. 26. 49. 29. 6. 29. 30. 50. 6. 54. 16. 6. 30. 23. 17. 6. 6. 6. 56. 6. 3. BRIDGE ST. 6. 51. 6. 6. 6. 32. 6. 6. 1. 3. 6. 51. 53. B 45. 46. 4. 3. 63. 3. 6. 6. 3. 3. F 3. 6. 52. E 3. 34. 3. PEARL ST. 60. 55. 3. 36. 6. 59. 6. WATER ST. 60. 57. B 37. 6. WHITEHALL ST. 58. 39. 3. 3. 6. 61. 6. 4. 6. 3. 55. 13. 6. 38. 40. 6. 6. 43. 56. 41. 43. B 42. 6. B 44. 18. 6.

SOUTH ST. 37. 6. 6. 6. 69. 40. 43. 13. 41. 44. 38. 42. 6.

6. 37. A B 18.

B A 1. On-Street Parking Regulation Bus Stop Parking Garage BMB On Street Parking Regulations and Off Street Public Parking Facilities PROPOSED PHASED REDEVELOPMENT OF GOVERNORS ISLAND Figure 15-50 7.6.11

13. 7. 13. 7. 1. REMSEN ST. 5. 13. 7. 14. 13. 14. 7. 5. 7. 7. 14. JORALEMON ST. 5. 30. 7. 14. 3. 7. 27. 29. 14. 6. 3. 7. 7. 3. 2. 26. 7. 5. 6. 15. 5. 4. 3. 1. 7. 1. 16. 15. 31. 28. 7. 5. 14. 14. 16. G 26. 6. 6. 15. 7. 7. 8. 12. 30. 27. 8. 8. 16. 11. 8. 8. 8. 11. 7. 1. 31. 7. 31. 14. 9. 1. 7. 26. 1. 27. 10. 15. 15. 3. FURMAN ST. 7. 26. 30. 8. 27. 31. 32. 17. 27. 1. 30. 15. 1. 18. WILLOW PL. 30. 26. 7. 32. 28. 13. 7. HICKS ST. 7. 14. 27. 26. 14. H 26. 5. 1. 7. 27. 26. 7. LIVINGSTON ST. 7. 27. 19. B 5. HENRY ST. 26. 27. 1. 6. 27. 7. 26. 7. B 13. 19. 27. 8. SIDNEY PL. 7. 6. 14. 15. 1. 26. 23. 28. 7. 20. 27. CLINTON ST. 7. 7. 15. 1. 19. 7. 5. 26. 22. 17. 27. 32. 23. 7. 1. 6. 1. B B 20. 7. 7. 26. 8. 24. 19. 27. 13. 25. B 14. I B 27. 21. 17. 24. 20. 18.

COLUMBIA ST. 19. 3. 25. 6. 5. B B 8.

B 28. 25. COURT ST. 22. ATLANTIC AVE.

PACIFIC ST.

1. On-Street Parking Regulation

B Bus Stop A Parking Garage Pier 6 On Street Parking Regulations and Off Street Public Parking Facilities PROPOSED PHASED REDEVELOPMENT OF GOVERNORS ISLAND Figure 15-51 Phased Redevelopment of Governors Island

Table 15-47 On-Street Parking Regulations No. Regulation No. Regulation Brooklyn 1 No Standing Anytime 17 No Standing 4PM-7PM Except Sunday 2 No Standing Except Authorized Vehicles 18 No Standing Except Trucks Loading & (NYP) Unloading 8AM-4PM Except Sunday 3 No Parking Midnight - 3AM Monday, 19 Wednesday, Friday No Parking 8:30AM-9AM Except Sunday 4 No Standing 7AM-7PM Monday-Friday 20 2 Hour Metered Parking 9AM-7PM Except Except Authorized Vehicles (HPD Sunday 5 21 No Standing Except Trucks Loading & No Parking Anytime Unloading 7AM-3PM Except Sunday 6 1 Hour Metered Parking 9AM-7PM Except 22 No Standing Anytime Except Trucks Loading & Sunday Unloading 7 No Standing Fire Zone 23 No Parking 7AM-7PM Monday - Friday 8 No Parking Midnight - 3AM Tue., Thur., Sat. 24 No Parking 7AM-7:30AM Except Sunday 9 No Standing Except Authorized Vehicles 25 8AM-6PM Monday-Friday (Dept. of 1 Hour Metered Parking 7:30AM-7PM Except Transportation) Sunday 10 No Standing Except Authorized Vehicles 26 8AM-6PM Monday-Friday (Community Board) No Parking 8AM-6PM Wednesday 11 No Standing Except Authorized Vehicles 27 7AM-7PM Monday-Friday (Transit Police) Parking Permitted 8AM-6PM Wednesday Only 12 No Parking 7AM-4PM - School Days 28 No Stopping Anytime 13 29 No Standing Anytime Except Authorized No Parking 11:30AM-1PM Wednesday Vehicles (Fire Department) 14 No Parking 11:30AM-1PM Tuesday 30 No Parking 8AM-6PM Tuesday 15 No Parking 7:30AM-8AM Except Sunday 31 Parking Permitted 8AM-6PM Tuesday Only 16 2 Hour Metered Parking 8AM-7PM Except 32 1 Hour Metered Parking 8AM-7PM Except Sunday Sunday Manhattan 1 No Standing Anytime Except Authorized 35 No Standing Except Authorized Vehicles DBS Vehicles Only, 7PM-Noon Mon.-Fri. 2 36 No Standing Except Authorized Vehicles DBS Ambulance Only 7PM-Noon, Mon.-Fri. 3 No Standing Except Trucks Loading & 37 Unloading, 7AM-7PM, Mon-Fri Bus Layover Area – No Standing Anytime 4 No Standing 7AM-7PM, Mon.-Fri. Except 38 1 Hr Parking 10AM-7PM, Mon.-Fri.; 9AM-7PM Authorized Vehicles Saturday 5 Authorized Agent on Other Side / NY State 39 Insurance Department 5 Hr Limit 6 No Standing Anytime 40 Night Regulation 7 Department of Consumer Affairs 41 No Parking 2AM-6AM, Mon.-Thurs. 8 Authorized Agent on Other Side / Probation 42 Vehicles 1 Hr Parking 8AM-7PM Except Sunday 9 Pedestrian Street – No Motor Vehicles 10AM- 43 Taxi Stand, No Standing (7AM-5PM), Mon.-Fri. 2AM Except Taxis

15-58 Chapter 15: Transportation

Table 15-47 (cont’d) On-Street Parking Regulations No. Regulation No. Regulation Manhattan (cont’d) 10 44 No Standing 5PM-2AM Except Sunday, Except TLC Licensed Vehicles, Prearranged Service Department of Sanitation Only 11 45 No Standing 7AM-10AM; 4PM-7PM Except No Parking 8AM-8:30AM, Mon.-Fri. Sunday 12 46 No Standing Except Trucks Loading & 2 Hr Parking 8:30AM-10PM Except Sunday Unloading, 10AM-4PM Except Sunday 13 No Standing 7AM-10AM, Mon.-Fri. 47 Board of Electors 14 No Parking 8AM-8:30AM, Mon.-Fri. 48 Water Front Commission 15 49 No Standing 6AM-5PM, Mon.-Fri. Except TLC 2 Hr Parking 9AM-10PM Except Sunday Licensed Vehicles, Prearranged Services Only 16 50 No Standing 5PM-Midnight, Mon.-Fri. Except No Standing Except Trucks Loading & TLC Licensed Vehicles, Prearranged Services Unloading, 8AM-6PM, Mon.-Fri. Only 17 3 Hr Parking 6AM-10AM, Mon.-Fri.; 10AM- 51 No Standing Except Trucks Loading & 10PM Sat. Unloading 7AM-5PM, Mon.-Fri. 18 No Stopping Anytime 52 No Standing 7AM-7PM, Mon.-Fri. 19 No Stopping Anytime – Taxi Stand 53 NYCPD City Owned Vehicles 20 NYCT 54 No Standing Except NYSP 8AM-6PM, Mon.-Fri. 21 Blue Zone, No Parking 7AM-7PM, Mon.-Fri. 55 Except Approved Jitney Service 22 No Standing 6AM-6PM, Tues. & Thurs. 56 Except Farmer’s Market Temporary Construction Regulation 23 OTHER Times No Standing 57 No Standing 4PM-7PM, Mon.-Fri. 24 58 No Standing Except Trucks Loading & DHS Unloading7AM-4PM, Mon.-Fri. 25 59 No Standing Except Trucks Loading & Taxi and Limousine Commission Vehicles Unloading Except Sunday 26 Authorized Agent on Other Side / DHS 60 No Permit Area or No Permit Zone 27 61 No Standing Except Trucks Loading & Commissioner Vehicles Unloading 8AM-7PM, Mon.-Fri. 28 No Standing Except Authorized Vehicles 62 NYS Banking Department 29 NYSJ 63 Department of Motor Vehicles 30 64 No Standing 3AM-7PM Mon.-Fri. Except NY State Owned Vehicles Authorized Vehicles 31 Authorized Agency on Other Side / 6AM-8PM 65 Mon.-Fri. MTA Police 32 No Standing Except Trucks Loading & 66 Unloading, 7AM-7PM Except Sunday No Standing Hotel Loading Zone 33 No Parking Anytime (Temporary Construction 67 No Standing 8AM-4PM School Days Except Regulation) School Buses 34 No Standing Except Trucks Loading & 68 No Standing Except Trucks Loading & Unloading, Noon-7PM Mon.-Fri. Unloading 2AM-10AM Including Sunday Sources: Survey conducted by AKRF, Inc.; June 2011

A survey of off-street public parking facilities within a ¼ mile of the BMB and Pier 6 ferry portals was conducted in May and June 2011 to assess their capacities and approximate utilization levels. Table 15-48 summarizes the number of available parking spaces and parking utilization during the AM, midday, and PM peak periods at each off-street public parking facility. The locations of these parking facilities are also depicted in Figures 15-50 and 15-51.

15-59 Phased Redevelopment of Governors Island

Table 15-48 2011 Existing Conditions Public Parking Utilization Map# Peak Period Total Spaces Available Spaces Parking Utilization1 Manhattan A Quik Park Garage at the corner of Whitehall Street and South Street AM 150 45 70% Midday 150 30 80% PM 150 75 50% B South William Parking LLS at 14 -26 William Street AM 400 120 70% Midday 400 120 70% PM 400 200 50% C Kura River Management LTD at 2 Broadway AM 56 6 90% Midday 56 6 90% PM 56 6 90% D Central Parking Systems at 7 Hanover Square AM 67 13 80% Midday 67 7 90% PM 67 33 50% E Impark Water LLC at 55 Water Street AM 545 218 60% Midday 545 163 70% PM 545 109 80% F State Pearl Garage Inc at 1 Battery Park Plaza AM 150 45 70% Midday 150 15 90% PM 150 75 50% Total Manhattan Garages within ¼ Mile of BMB AM 1,368 447 67% Midday 1,368 341 75% PM 1,368 498 64% Brooklyn G Quik Park Garage adjacent to Pier 6 AM 312 140 55% Midday 312 47 85% PM 312 106 66% H 44 State Street Corporation at 38-44 State Street AM 90 27 70% Midday 90 9 90% PM 90 36 60% I ProPark America NY LLS Operating Long Island College Hospital at 352 Hicks Street AM 430 193 55% Midday 430 52 88% PM 430 146 66% Total Brooklyn Garages within ¼ Mile of Pier 6 AM 832 360 57% Midday 832 108 87% PM 832 288 65% Note: 1. Parking Utilization = (Total Spaces – Available Spaces)/Total Spaces

The public parking facilities within ¼ mile of the BMB ferry portal have a combined capacity of 1,368 parking spaces and parking utilization ranging from 64 to 75 percent, with the peak utilization

15-60 Chapter 15: Transportation occurring during the midday peak period. Near the Pier 6 ferry portal, the public parking facilities within ¼ mile have a combined capacity of 832 parking spaces and parking utilization ranging from 57 to 87 percent, with the peak utilization also occurring during the midday peak period. 2030 NO BUILD CONDITION Off-street public parking utilization is expected to experience the same growth as projected for traffic. As presented in Table 15-49, the 2030 No Build public parking utilization is expected to increase to a range of 65 to 77 percent in the vicinity of the BMB ferry portal and to a range of 58 to 90 percent in the vicinity of the Pier 6 ferry portal. Table 15-49 2030 No Build Condition Public Parking Utilization Peak Period Total Spaces Available Spaces Parking Utilization1 Manhattan – Garages within ¼ Mile of BMB AM 1,368 419 69% Midday 1,368 310 77% PM 1,368 472 65% Brooklyn – Garages within ¼ Mile of Pier 6 AM 832 346 58% Midday 832 86 90% PM 832 272 67% Note: 1. Parking Utilization = (Total Spaces – Available Spaces)/Total Spaces

2030 BUILD CONDITION Vehicle trips generated by the Proposed Project were assigned to the public parking facilities near the BMB and Pier 6 ferry portals. Table 15-50 compares the projected 2030 No Build and Build public parking utilization levels. There would be adequate public parking supply near the BMB ferry portal to accommodate the anticipated increase in parking demand, but the projected parking demand near the Pier 6 ferry portal is expected to exceed the available off-street public parking capacity during the midday peak period. The 2010 CEQR Technical Manual states that parking lots and garages that are occupied at 98 percent of their capacity should be considered to be “at capacity.” As a result, there would be an excess of 18 vehicles during the midday peak period that would need to seek parking elsewhere. This small excess demand is expected to be dispersed on-street within the same ¼-mile parking study area near Pier 6.

15-61 Phased Redevelopment of Governors Island

Table 15-50 2030 No Build and Build Condition Public Parking Utilization 2030 No Build Proposed 2030 Build Project Available Parking Parking Available Parking Peak Period Total Spaces Spaces Utilization1 Demand Spaces2 Utilization1 Manhattan – Garages within ¼ Mile of BMB AM 1,368 419 69% 8 411 70% Midday 1,368 310 77% 86 224 84% PM 1,368 472 65% 89 383 72% Brooklyn – Garages within ¼ Mile of Pier 6 AM 832 346 58% 9 337 59% Midday 832 86 90% 88 -2 100% PM 832 272 67% 91 181 78% Note: 1. Parking Utilization = (Total Spaces – Available Spaces)/Total Spaces 2. Build Available Spaces = No Build Available Spaces – Proposed Project Parking Demand

J. ASSESSMENT VEHICULAR AND PEDESTRIAN SAFETY ISSUES Crash data for the study area intersections were obtained from the New York State Department of Transportation (NYSDOT) for the period between November 30, 2007 and November 30, 2010. The data obtained quantify the total number of reportable crashes (involving fatality, injury, or property damages in more than $1,000) during the three-year study period, as well as a yearly breakdown of pedestrian- and bicycle-related crashes at each location. According to the CEQR Technical Manual, a high vehicular or pedestrian/bicyclist crash location is one where there were five or more pedestrian/bicyclist-related crashes or 48 or more total reportable and non-reportable crashes in any consecutive 12 months of the most recent three-year period for which data are available. During this period, a total of 386 reportable and non-reportable crashes (including no fatalities, 211 injuries, and 89 pedestrian/bicyclist-related crashes occurred at the study area intersections. A rolling total of crash data identified two study area intersections as high pedestrian crash locations in the 2007 to 2010 period. These intersections are Court Street at Atlantic Avenue and Court Street at Livingston Street. Table 15-51 depicts total crash characteristics by intersection during the study period and gives a breakdown of pedestrian and bicycle crashes by year and location. Table 15-52 provides a detailed description of each crash at the intersections of Court Street and Atlantic Avenue and Court Street and Livingston Street during the three-year period. Table 15-51 Crash Summary Intersection Study Period Crashes by Year North-South East-West All Crashes by Year Total Total Pedestrian Bicycle Roadway Roadway 2007 2008 2009 2010Fatalities Injuries 2007 2008 2009 2010 2007 2008 2009 2010 Rt 278 Ent/Ex Ramps Atlantic Avenue 1 0 0 0 0 1 0 0 0 0 0 0 0 0 Broad Street Beaver Street 0 4 2 2 0 1 0 0 0 1 0 0 0 0 Broad Street Bridge Street 0 2 5 0 0 3 0 0 2 0 0 1 0 0 Broad Street Marketfield Street 0 3 0 0 0 0 0 0 0 0 0 0 0 0 Broad Street South Street 0 9 10 2 0 4 0 0 0 0 0 0 0 0 Broad Street Stone Street 1 0 3 0 0 1 0 0 1 0 0 0 0 0 Broad Street Water Street 0 7 6 3 0 4 0 0 0 1 0 0 0 0 Broadway Bowling Green 0 0 1 0 0 1 0 0 1 0 0 0 0 0 Broadway Stone Street 0 0 1 0 0 1 0 0 1 0 0 0 0 0 Clinton Street Atlantic Avenue 3 9 9 4 0 15 1 2 2 0 0 0 0 0 Clinton Street Joralemon Street 0 0 3 1 0 1 0 0 0 0 0 0 0 0

15-62 Chapter 15: Transportation

Table 15-51 (cont’d) Crash Summary Intersection Study Period Crashes by Year North-South East-West All Crashes by Year Total Total Pedestrian Bicycle Roadway Roadway 2007 2008 2009 2010Fatalities Injuries 2007 2008 2009 2010 2007 2008 2009 2010 Clinton Street Livingston Street 0 2 3 0 0 2 0 0 0 0 0 0 0 0 Clinton Street Schermerhorn St 0 0 0 1 0 2 0 0 0 0 0 0 0 0 Clinton Street State Street 0 0 1 2 0 0 0 0 0 0 0 0 0 0 Coenties Slip Pearl Street 0 1 0 1 0 0 0 0 0 0 0 0 0 0 Coenties Slip Water Street 1 1 1 0 0 0 0 0 0 0 0 0 0 0 Columbia Street Atlantic Avenue 0 5 4 3 0 12 0 0 0 0 0 0 0 0 Columbia Place Joralemon Street 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Columbia Street Rt 278 En/ExRmps 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Court Street Atlantic Avenue 1 14 23 9 0 36 0 3 9 5 0 0 2 0 Court Street Joralemon Street 2 6 3 1 0 4 1 0 0 1 0 0 1 0 Court Street Livingston Street 1 9 10 4 0 19 0 4 4 1 0 1 0 1 Court Street Remsen Street 1 4 7 3 0 7 0 1 1 1 0 0 0 0 Court Street Schermerhon Street 0 1 4 3 0 4 0 0 0 2 0 0 0 0 Court Street State Street 0 3 5 1 0 5 0 1 0 0 0 0 1 0 Furman Street Atlantic Avenue 0 2 2 1 0 6 0 0 0 0 0 0 0 0 Furman Street Joralemon Street 0 2 4 1 0 2 0 0 0 0 0 0 1 0 Garden Place State Street 0 1 1 0 0 1 0 0 0 0 0 1 0 0 Garden Place Joralemon Street 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Hanover Street Water Street 1 0 1 1 0 2 0 0 0 0 0 0 0 1 Henry Street Atlantic Avenue 1 3 9 6 0 13 0 1 0 0 0 0 1 1 Henry Street Joralemon Street 0 1 3 0 0 2 0 0 0 0 0 1 0 0 Henry Street State Street 0 2 1 0 0 3 0 2 1 0 0 0 0 0 Hicks Street Atlantic Avenue 0 8 9 5 0 15 0 3 1 2 0 0 2 0 Hicks Street Joralemon Street 0 0 1 1 0 1 0 0 1 0 0 0 0 0 Hicks Street State Street 0 0 1 1 0 1 0 0 0 0 0 0 0 0 Old Slip South Street 0 0 1 0 0 0 0 0 0 0 0 0 0 0 Sidney Place Aitken Place 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Sidney Place Joralemon Street 0 0 0 1 0 0 0 0 0 0 0 0 0 0 Sidney Place State Street 0 1 0 0 0 0 0 0 0 0 0 0 0 0 State Street Adm. George Dwy. 0 0 0 0 0 0 0 0 0 0 0 0 0 0 State Street Battery Place 0 8 5 2 0 8 0 2 0 1 0 0 0 0 State Street Bridge Street 0 4 3 2 0 3 0 0 0 1 0 0 0 0 State Street Pearl Street 0 3 2 0 0 3 0 1 0 0 0 0 0 0 Whitehall Street Bridge Street 1 3 2 2 0 7 0 0 1 1 0 0 0 0 Whitehall Street Pearl Street 0 3 2 1 0 3 0 0 1 0 0 0 0 1 Whitehall Street South Street 0 3 2 0 0 2 0 1 1 0 0 0 0 0 Whitehall Street State Street 1 14 12 0 0 14 0 2 3 0 0 0 0 0 William Street Beaver Street 0 5 1 0 0 2 0 1 0 0 0 0 0 0 William Street Pearl Street 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Willow Place State Street 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Willow Place Joralemon Street 0 0 0 1 0 0 0 0 0 0 0 0 0 0 Source: NYSDOT November 30, 2007 to November 30, 2010 crash data. High vehicle or pedestrian/bicycle crash locations are in bold.

15-63 Phased Redevelopment of Governors Island

Table 15-52 Vehicle and Pedestrian Crash Details Crash Class Cause of Crash Left/ Pedestrian Action of Action of Right Error/ Driver Intersection Year Date Time Injured Killed Vehicle Pedestrian Turns Confusion Inattention Other Making Crossing 2:45 right turn – against 1/30 PM X West signal X Entering Emerging 3:20 parked from behind Backing 2008 6/10 PM X position parked car x unsafely Reaction to Going other 11:15 straight – uninvolved 3/6 PM X East NA vehicle Making left Failure to 10:58 turn – Crossing with yield 1/29 AM X Southwest signal X X R.O.W. Court Street Going Crossing @ Atlantic 12:53 straight – against Avenue 3/30 PM X East signal Going Crossing 11:38 straight – against 6/18 PM X South signal 2009 Making left 3:40 turn – Crossing with 7/30 PM X Northwest signal X Making left Failure to 11:40 turn – Crossing with yield 9/11 PM X Southeast signal X R.O.W. Going straight – Other actions 4/29 12:50 X East in roadway Unknown Making 3:49 right turn – Crossing with 10/16 PM X Southwest signal x 5:00 Crossing with 10/28 PM X Unknown signal Unknown Failure to 5:00 Crossing with yield 2009 10/28 PM X Unknown signal R.O.W. Along 5:00 Parked – highway with Pavement 11/25 PM X West traffic X slippery Going Court Street 5:02 straight – @ Atlantic 11/30 PM X East Crossing Unknown Avenue 4:10 1/9 PM X Unknown Crossing Unknown 11:45 5/9 AM X Unknown Unknown Unknown Along 1:30 highway with 2010 7/16 PM X Unknown traffic Unknown Crossing 6:10 against 8/6 PM X Unknown signal Unknown 6:20 9/1 PM X Unknown Crossing Unknown

15-64 Chapter 15: Transportation

Table 15-52 (cont’d) Vehicle and Pedestrian Crash Details Crash Class Cause of Crash Left/ Pedestrian Action of Action of Right Error/ Driver Intersection Year Date Time Injured Killed Vehicle Pedestrian Turns Confusion Inattention Other Going Along 7:45 2/17 X Straight – Highway with Unknown PM South Traffic Making Left 12:55 Crossing with 6/26 X Turn – X PM Signal South Making Left 12:30 Crossing with 2008 6/29 X Turn – X AM Signal Southeast Making Left 4:50 Crossing with 9/25 X Turn – X X PM Signal South Making Left View 10:35 Crossing with 12/4 X Turn – X Obstructed/ PM Signal West Limited Court Street Making Left Failure to @ Livingston 11:44 Crossing with 2/20 X Turn – X X Yield Street AM Signal West R.O.W. Making Left Failure to 10:00 Crossing with 5/28 X Turn – X Yield AM Signal Southeast R.O.W. 2009 Making Left 10:50 Crossing with 7/24 X Turn – X AM Signal Southeast Going 6:23 8/18 X Straight – Crossing Unknown PM North Making Left 9:43 Crossing with 3/2 X Turn – X X AM Signal 2010 Southeast 11:35 11/19 X Unknown AM Source: NYSDOT November 30, 2007 to November 30, 2010 crash data.

With the Proposed Project, the intersection of Court Street and Atlantic Avenue would experience modest increases in vehicular and pedestrian traffic––increases of approximately 2, 21, and 30 vehicles during the AM, midday, and PM peak hours, respectively, and fewer than 140 pedestrians through this intersection during each of the peak hours. The intersection is signalized and provides four high-visibility crosswalks. In addition, countdown pedestrian signals have been installed for the east and west crosswalks. Based on the detailed crash description, five of the pedestrian crashes were related to vehicles making left or right turning movements. Pedestrians crossing against the signal was specifically listed as a contributing factor in four of the crashes, one of which involving turning vehicles. Of the remaining crashes, two involved vehicles failing to yield right-of-way, three more from miscellaneous causes and seven were listed with causes unknown. Proposed, measures to improve pedestrian safety at this intersection include the installation of “Yield to Pedestrians” signs on all approaches, and installing countdown pedestrian signals on the remaining two (north and south) crosswalks. With the Proposed Project, the intersection of Court Street and Livingston Street would experience modest increases in vehicular and pedestrian traffic––increases of one vehicle during each of the AM, midday, and PM peak hours, and fewer than 50 pedestrians through this intersection during each of the peak hours. The intersection is signalized and provides four

15-65 Phased Redevelopment of Governors Island school crosswalks. Eight of the eleven crashes were attributed to left-turning vehicles striking pedestrians crossing with the signal. The remaining three crashes were due to causes unknown. Proposed measures to improve pedestrian safety at this intersection include the installation of “Yield to Pedestrians” and School Advance Warning assemblies on all the approaches as well as pedestrian countdown signals on all crosswalks. K. FULL DEVELOPMENT OF THE PROPOSED PROJECT The full development the Proposed Project would include Phase 1, the Later Phases-Park and Public Spaces component, and the Later Phases–Island Redevelopment component. The retenanting of the North Island buildings and the development of the two South Island development zones would result in approximately three million square feet of new uses on the Island. However, the future uses associated with the Later Phases–Island Redevelopment component have not yet been specifically proposed, defined, or designed and their operations have not yet been planned. As described in Chapter 2, “Analysis Framework,” two possible redevelopment scenarios have been identified that represent the possible range of new development that could occur. This section presents a qualitative analysis of the full development of the Proposed Project based on those scenarios. The first redevelopment scenario is a primarily University/Research option and the second is a primarily Mixed-Use option. These options do not represent any existing plans or proposals for the Island; rather, they are a generalized estimate based on the type and configurations of existing buildings, the underlying conditions of the Island itself, the uses required and permitted under the deed, and the general level of inquiries received by The Trust for various uses on the Island. The range of uses is presented below in Table 15-53. Table 15-53 Later Phases–Island Redevelopment Potential Development Scenarios University/Research Mixed-Use Uses Option (sf) Option (sf) University Research 400,000 0 Academic 450,000 0 Housing–Faculty Housing 1 (assumed as apartments, not dorms) 200,000 1,650,000 Housing–Student Dorms 1 850,000 450,000 Conference Center/Hotel 500,000 350,000 Office 175,000 60,000 Service Retail/Restaurant (Not destination, accessory to other uses) 75,000 75,000 Cultural (Gallery, small museum) 60,000 125,000 Public School (K-12) 150,000 150,000 Maintenance, Support, Other 140,000 140,000 TOTAL 3,000,000 3,000,000 Notes: Does not include Park and Public Spaces 1 All academic housing: contemplated to be residential uses ancillary to educational uses on- and/or off- island.

The full development of the Proposed Project, which includes Phase 1, Later Phases-Park and Public Space, and Later Phases–Island Redevelopment components, would substantially increase

15-66 Chapter 15: Transportation vehicular, transit, pedestrian, and parking demand during the weekday and weekend peak periods. Significant adverse impacts would likely result, beyond those identified as part of the analyses presented for the Phase 1 and Later Phases-Park and Public Space components. The evaluation of these impacts and the identification of potential mitigation measures would be the subject of future environmental review(s) when the programming of the Later Phases–Island Redevelopment becomes more defined. 

15-67