Transportation August Report.Lwp

Transportation Study

YONKERS RISING

CITY OF YONKERS WESTCHESTER COUNTY, NEW YORK

Prepared by:

Tim Miller Associates, Inc. 10 North Street Cold Spring, NY 10516 (845) 265-4400

August 20, 2012 Transportation Study for Yonkers Rising TABLE OF CONTENTS

Page

1.0 Introduction 1

2.0 Existing Traffic Conditions 4

3.0 Future Traffic without the Project - No Build Condition 10

4.0 Future Traffic with the Project - Build Condition 12

5.0 Level of Service 15

6.0 Parking 18

LIST OF TABLES Page

Table 1: Occurrence of Peak Hour Traffic 9 Table 2: Approved or Pending Projects 11 Table 3: Projected Site Trips 12 Table 4: Projected Network Site Trips Change 13 Table 5: Diostribution of New Vehicle Trips 13 Table 6: Level of Service and Delay Summary 17

Appendices

Appendix A: Figures Appendix B: Other No Build Projects Appendix C: Traffic Existing Site Appendix D: Project Generated Traffic Appendix E: Measures of Effectiveness Criteria Appendix G: Level of Service Calculations Transportation Study for Yonkers Rising Project

Warburton Avenue, Nepperhan Street, Market Place & Main Street City of Yonkers, Westchester County, New York

August 20, 2012

1.0 Introduction

This report examines existing transportation operations in the vicinity of the Yonkers Rising Project Site and future conditions with the proposed Project completed. The description of the network's present day operations is referred to as the Existing Condition. Future transportation operations are examined for the No Build Condition (without the Project) and Build Condition (with the Project). The No Build Condition is the future baseline upon which project traffic is based and the Build Condition represents the combination of the No Build Condition plus the traffic that would result from development and operation of the Proposed Project. Future operations (No Build and Build) are analyzed for the year 2015.

Summary of Findings

The Project site is one block east of the Metro North Yonkers railroad station. Residents of this new transit-oriented development (“TOD”) will live near the Metro North trains and twelve nearby Westchester County Bee Line bus routes making for easy commuter access, thereby expanding ridership on the rail and bus lines. The use of mass transit will reduce vehicle trips and lower demands for on-site parking. Locating high density residential development near a fixed rail station is consistent with smart growth principles that strive to minimize auto travel, especially during peak commuter periods. The high level of transit availability is sufficient to handle the highest anticipated transit trip generation. Locating offices, and retail in close proximity to residential development is also consistent with smart growth principles.

The proposed project is expected to generate 213 new vehicle trips during the peak a.m. weekday hour, 383 trips new vehicle trips during the peak p.m. weekday hour, and 414 new Saturday peak hour vehicle trips.

The site at present, has occupied and vacant spaces that could generate trips based on its current configuration. Full use of that space must be taken into account to ascertain the net increase in traffic from the proposed action. The net increase in new vehicle trips above what would be projected under occupation of the existing space would be an increase of 103 trips in the a.m. peak hour, an increase of 35 trips in the p.m. peak hour and a reduction of 50 trips in the Saturday peak hour. The differences are primarily due to the current site’s potential for retail space which generates less traffic in the a.m. peak hour and reaches its peak on Saturday.

Two automated parking garages are incorporated into the project design. Automated parking garages offer several advantages over conventional parking structures including but not limited to reduced levels of noise, energy, pollution, crime, and floor area when compared to a conventional parking garage. The garages are designed with a total capacity to store 468 Yonkers Rising 1 Transportation August 20, 2012 vehicles; 300 in the high-rise building and 168 in the low-rise. The project architect's tabulation of the parking conformance with City requirements relating to the proposed uses is provided on the architectural drawings, and takes into consideration parking credits and shared parking pursuant to the City Zoning Code. Being an urban setting, it is anticipated that visitors and patrons of the various uses in the project will also be able to utilize nearby parking on the local streets and in the nearby parking garage located on Buena Vista Avenue or the future Larkin Parking Garage.

Levels of Service

None of the study intersections has an overall level of service lower than D for the Existing Condition and future conditions with (Build Condition) and without (No Build Condition) the project.

Under the existing condition for lane groups, the southbound left turn from South Broadway to Nepperhan Avenue is an unacceptable level of service E during the p.m. weekday peak hour. This movement is projected to decline to level of service F in the No Build Condition along with a decline to level of service E for the northbound through-right lane group. The westbound left turn at this intersection is also anticipated to decline to E in the a.m. peak hour under the No Build Condition. The addition of a northbound right turn lane along with signal retiming has been previously discussed in the documentation for other projects as a potential improvement for this intersection.

During the weekday p.m. peak hour the left turning lanes for the southbound and westbound movements at Riverdale Avenue and Prospect Street will also decline to level of service E under the No Build Condition. Also projected to decline to level of service E are the southbound left from Riverdale Avenue to Prospect Street during the Saturday peak hour. Traffic may use alternate routes if the signal is not retimed to address increasing traffic flows.

Under the Build Condition, the eastbound Main Street potential to decline to level of service F in the p.m. peak hour would result in a voluntary diversion (drivers choosing to reroute) to Buena Vista Avenue and both Prospect Street and Hudson Street during the weekday p.m. peak hour if no action is taken to retime the signals of Main Street at Riverdale Avenue and Prospect Avenue at Riverdale Avenue. If no action is taken at Prospect Street, Nepperhan Avenue and South Broadway, some routing of traffic may occur through Hudson Street, South Broadway, and Palisades Avenue to rejoin the Nepperhan Avenue corridor further east. The intersections of Buena Vista Avenue at Main Street, Hudson Street at Riverdale Avenue, and the junction of New Main Street, South Broadway, North Broadway, and Main Street at Palisades Avenue operate at level of service B and thus have additional capacity to handle additional traffic rerouting from more congested intersections.

Mitigation Measures

Yonkers Rising is a transit-oriented development (TOD) located within one block of the railroad station and transit hub and contains mixed uses. Vehicular trips are typically reduced due to the ready access and availability of bus and rail service, especially for the peak commuter periods, and due to the proximity to a variety of destinations/uses

As shown in Table 6, no decline below level of service D is projected at any study intersection from the No Build to the Build Condition. No significant adverse impacts to traffic operating

Yonkers Rising 2 Transportation August 20, 2012 conditions related to overall levels of service are anticipated to result from the Yonkers Rising project. However, one particular lane group may result in traffic rerouting based on the potential decline (Attachment F Table F-2), Eastbound lane on Main Street at Riverdale Avenue during the p.m. weekday (D to F). Lane groups at the intersections of South Broadway with Nepperhan Avenue and Riverdale Avenue with Prospect Street are projected to operate poorly in the future No Build Condition regardless of this project (Attachment F Table F-3).

This study evaluated possible intersection improvements (signal retiming and a northbound right turn lane on South Broadway into Nepperhan Avenue) that could improve these conditions (Atachment F Tables F-5 and F-6). Regardless of this project, however, there are existing and potential future issues with the roadway network. Capital improvements are needed to continue to bring up to standard, modernize, and improve system efficiency. Such system improvements when done locally can provide a small incremental improvement in safety, cost reduction, and/or system efficiency. Commensurate with the small incremental increase in system use by the project, the Applicant will need to work with the City Traffic Engineer to identify the extent to which the project can contribute to improving the transportation network in the downtown area.

There is opportunity for shared parking in the garages proposed at Yonkers Rising between project tenants and other users provided that an electronic permit system is in place that actively monitors parking use. The mechanized garage proposed can effectively monitor parking utilization and its users, and utilizes 100 percent of its spaces while accounting for permit parking, so that no reserve capacity is needed.

Opportunity for shared overnight parking also exists in the low-rise parking garage when it will have least demand by its commercial users. The applicant will likely be able to offer this additional parking capacity via permits once the building is operational.

The project should incorporate signing at the street to indicate when these garages are at capacity.

In addition the Applicant should incorporate concepts of active design and in particular bicycle parking into the project design. Parking and storage for bicycles with convenient access is a means for further supporting efficient transportation.

Yonkers Rising 3 Transportation August 20, 2012 2.0 Existing Conditions

The Regional Network

The subject site is located in the City of Yonkers, Westchester County, New York, just east of the Hudson River and east of the Yonkers Metro North Railroad Station. The Regional Road Network is shown in Figure A-1.

Westchester County has numerous north-south highways that serve as primary commuter corridors within the New York City metropolitan region. These include but are not limited to: Saw Mill River Parkway, New York State Thruway, Sprain Brook Parkway, and Bronx River Parkway. The Cross County Parkway is a connecting east-west highway. Nepperan Avenue to Yonkers Avenue provide the most direct arterial access to the Saw Mill River Parkway and Cross County Parkway. The Cross County Parkway provides access to other parkways Bronx River Parkway, Sprain Brook Parkway, and Hutchinson River Parkway) and the Major Deegan Expressway (Interstate 87).

Riverdale Avenue and south Broadway provide access to the Saw Mill River Parkway.

The north-south arterial nearest to the Project Site is US Route 9. US Route 9 and Nepperhan Avenue provide access to the Project Site via Prospect Street and Main Street.

The Local Road Network

Figure A-2 illustrates the local road network and key intersections in the Project’s vicinity. Roads in the vicinity of the site include:

1. Buena Vista Avenue 2. Main Street 3. Prospect Street 4. Hudson Street 5. Riverdale Avenue 6. Nepperhan Avenue 7. Nepperhan Street 8. South Broadway (US Route 9 and NYS Route 9A) 9. Manor House Square 10. Dock Street 11. Palisades Avenue 12. New Main Street 13. Market Place

Road widths are shown in Figure A-3. Traffic controls and general on-street parking regulations are depicted in Figures A-4 and A-5, respectively.

Buena Vista Avenue

Buena Vista Avenue runs north-south for eight blocks from Larkin Plaza to O'Boyle Park and is a two-lane street.

Yonkers Rising 4 Transportation August 20, 2012 Main Street

Main Street is a two-lane east-west road running from the Hudson River and under a Metro North overpass to Riverdale Avenue. Main Street is a one-way road westbound into Riverdale Avenue.

Prospect Street

Prospect Street is a two-lane east-west road and is a block south of Hudson Street. Prospect Street has a raised median between Buena Vista Avenue and Riverdale Avenue.

Hudson Street

Hudson Street is a block south of Main Street and runs parallel to it in an east-west direction. Hudson street is one lane eastbound from Hawthorne Avenue to South Broadway. Between Hawthorne Avenue and Buena Vista Avenue, Hudson Street is two-way with one lane in each direction.

Riverdale Avenue

Riverdale Avenue extends into Warburton Avenue at Main Street. Riverdale is a two-way north-south road. Riverdale Avenue has two through lanes in each direction and turning lanes at its intersections.

Nepperhan Avenue

Nepperhan Avenue is a two-way major arterial which runs generally east west providing residential and commercial access through the center of the City of Yonkers. Nepperhan Avenue has two lanes of travel with dedicated turn lanes at major intersections. It runs from Riverdale Avenue continuing east past Yonkers Avenue.

Nepperhan Street

Nepperhan Street is a one-way street running east-west between Buena Vista Avenue and Warburton Avenue. Nepperhan Street generally has one lane. Dock Street runs in the opposite direction one block to the north. Nepperhan Street was blocked off from east of Market Place as part of the Daylight construction project to establish the park between Nepperhan Street and Dock Street.

South Broadway

South Broadway, also known as US Route 9 and NYS Route 9A, is a major north-south roadway along the western edge of Westchester County and beyond. US Route 9 runs from the George Washington Bridge to the south and continues north to upstate New York. Known in Yonkers as North and South Broadway, this route provides residential and commercial access along its length. South of Hudson Street South Broadway is one lane in each direction until widening at the Nepperhan Avenue intersection. Immediately north of Hudson Street, South Broadway is northbound only.

Yonkers Rising 5 Transportation August 20, 2012 Manor House Square

Manor House Square is one block long with traffic eastbound from Warburton Avenue to North Broadway. Manor House Square has perpendicular parking.

Dock Street

Dock Street is opposite Manor House Square and flows westbound from Warburton Avenue. to Buena Vista Avenue. Dock Street forms a one-way pair with Nepperhan Street and because of their proximity, they are herein treated as a single intersection with Warburton Avenue.

Palisades Avenue

Palisades Avenue separates from South Broadway turning east past New Main Street. Palisades Avenue is one-way eastbound. Palisades Avenue is a alternative routing eastbound that rejoins Nepperhan Avenue traffic toward regional highways.

New Main Street

New Main Street is a one-way road that becomes Main Street. New Main Street originates at Nepperhan Avenue and with Main Streets forms a more direct connection to Riverdale Avenue than using Nepperhan Avenue.

Intersection Analysis

The following intersections were investigated in this traffic study:

1. Buena Vista Avenue and Main Street 2. Main Street and Market Place 3. South Broadway, North Broadway, Palisades Avenue, New Main Street, and Main Street 4. Nepperhan Street, Dock Street, Manor House Square, and Warburton Avenue 5. Riverdale Avenue and Main Street 6. Riverdale Avenue and Hudson Street 7. Riverdale Avenue and Prospect Street 8. Nepperhan Avenue, South Broadway, and Prospect Street

Descriptions of the study intersections are provided below:

1. Buena Vista Avenue and Main Street: Buena Vista and Main Street is a four-way intersection. This intersection is signal controlled. The railroad station is on the northwest corner. 2. Market Place and Main Street: Market Place is one-way southbound, one block long and ends as a standard "T" intersection, which is an stop controlled at Main Street. 3. South Broadway, North Broadway, Palisades Avenue, New Main Street, and Main Street: This intersection is a multi-way intersection. all the intersection legs are one-way. South of the intersection South Broadway divides splits creating Palisades Avenue. Palisades Yonkers Rising 6 Transportation August 20, 2012 Avenue intersects New Main Street. The signal controlling this location also controls where South Broadway meets Main Street. Main Street is an extension of New Main Street and South Broadway becomes North Broadway. 4. Nepperhan Street, Dock Street and Manor House Square at Warburton Avenue: This intersection is a four-way intersection. Nepperhan Street is offset to Dock Street. Nepperhan street is one-way eastbound into the intersection. Dock Street and Manor House Square are both one-way out of the intersection. The project site is on the southwest corner. Nepperhan Street is temporarily closed at Warbuton Avenue at the time of this study. 5. Riverdale Avenue at Main Street: This is a multi lane four-way signalized intersection. Riverdale Avenue has two travel lanes in each direction in addition to a dedicated northbound left turn lane and a shared southbound right turn lane. Main Street's eastern leg is one-way westbound into the intersection. 6. Riverdale Avenue and Hudson Street: This intersection is a four-way intersection that is signalized. However, Hudson Street is one-way eastbound. Riverdale Avenue is median divided with two lanes of traffic in each direction and a dedicated turn lane onto the eastbound Hudson Street. 7. Riverdale Avenue and Prospect Street: This intersection is a four-way intersection that is signalized. Each approach has two lanes of traffic and dedicated turn lanes. 8. Nepperhan Avenue and South Broadway and Prospect Street: This intersection is a multi lane signalized intersection with dedicated turn lanes.

Off-Site Parking

The 24-hour parking garage located at 8 Buena Vista Avenue operated by the City of Yonkers Parking Authority has 610 spaces. This facility utilizes a kiosk pay station. Based on a conversation August 2012 with Joseph Dalli, Deputy Executive Director/CFO of the Yonkers Parking Authority, there are typically some 60 spaces vacant during its peak use. The garage serves commuters and area employees during the day, residents overnight and weekends, and restaurants during the evenings.

Many of the local area streets provide on-street parking which is typically metered. Figure A-6 illustrates the general on-street parking restrictions located within the study area.

Mass Transit

The site is well served by existing mass transit and commuter rail service. As shown in Figure A-6, the Westchester County Bee-Line bus system operates 12 routes in proximity to the project which provide a total of more than 135 a.m. peak hour buses and 103 p.m. peak hour buses. These key bus routes have the peak route run loads with average maximum load utilization below 80 percent based on Bee-Line data1. Since 2008 bus system ridership dipped below 32,000,000 only to recover in 2010 and exceed 2008 ridership by slightly over 2,000. 2

Metro North operates the Hudson Line between the Yonkers Station and Grand Central Terminal with more than 30 peak hour trains less than two blocks from the project site. Metro

1 "2008 Passenger Counts weekdays", Bee-Line. 2 Ken Valenti, Bus Ridership Recovers from Dip, LoHud.com, March 2011. Yonkers Rising 7 Transportation August 20, 2012 North has suffered over a four percent decline in ridership going into the final quarter of 2009 compared to the same period in 2008.3

Existing Pedestrian Environment

The project site is located in an urban environment and sidewalks are present along all of the streets in the study area. As discussed above, twelve Bee-Line bus routes have stops located along area streets. There is a pedestrian connection to the Yonkers Metro-North train station at Main Street and Buena Vista Avenue.

The Westchester RiverWalk4 is a planned 51.5-mile multi-faceted pathway paralleling the Hudson River in Westchester that is intended to link village centers, historic sites, parks, and river access points via a connection of trails, esplanades and boardwalks. It spans 14 municipalities in Westchester and is part of the Hudson River Valley Greenway system. It provides Intermodal accessibility, as it connects directly with 13 of 14 Metro-North Hudson Line Stations and 27 Bee-Line Bus Routes including the Tappan Zee Express.

In the vicinity of the Project Site along the Yonkers waterfront is a 2.25 mile section of the RiverWalk which extends from the Metro North Yonkers train station to the New York City border. The RiverWalk detours under the Main Street to follow Buena Vista Avenue in front of the Project Site.

The City's project to "daylight" the Saw Mill River from Warburton Avenue to Buena Vista Avenue (Larkin Plaza) was under construction during the preparation of this study, with scheduled completion later in the Summer of 2012. It is converting parking spaces in Larkin Plaza to a linear public park, while retaining the surrounding streets, and is anticipated by the City to become a downtown attraction. Nepperhan Street at Warburton, which was closed during this study, will be reopened prior to the end of construction.

Other pedestrian destinations in the downtown area include the Yonkers Public Library, City Hall, Philipse Manor Hall National Historic Site, and other government buildings.

Traffic Counts

The Existing Conditions evaluation for the proposed Yonkers Rising project is based on 2012 traffic counts. The Existing Conditions data form the basis of the year 2015 Future Conditions (future year with and without the proposed action).

Figures A-7, A-8, and A-9 provide the existing weekday a.m. and p.m. and Saturday peak hour traffic volumes, respectively, at the study intersections. Manual counts for the weekday a.m. peak hour and p.m. peak hour were collected on Thursday, June 28, 2012 and Saturday counts were collected on June 30, 2012 at the study intersections.

Intersection counts were used to ascertain the hour with the greatest traffic volume or "peak hour". The peak hours for weekday a.m. and p.m. and Saturday p.m. for the study intersections are shown in Table 1 based on the data collected. The individual peak hours are used in all level of service calculations as they represent the highest volume and therefore typically the worst case traffic condition.

3 "Public Transportation Ridership Report Fourth Quarter 2009", American Public Transportation Association Washington D.C., March 2010. 4 Hudson River Trailway Plan, Westchester County Department of Planning, Sept 2003; www.westchestergov.com Yonkers Rising 8 Transportation August 20, 2012

Table 1 Occurrence of Peak Hour Traffic Weekday Saturday Intersection A.M. Peak Hour * P.M. Peak Hour * P.M. Peak Hour * Buena Vista Avenue 1 8:15 a.m. to 9:15 a.m. 5:00 p.m. to 6:00 p.m. 12:00 p.m. to 1:00 p.m.. with Main Street Main Street and Market 2 8:30 a.m. to 9:30 a.m. 5:00 p.m. to 6:00 p.m. 12:00 p.m. to 1:00 p.m. Place South Broadway, North Broadway, Palisades 3 8:30 a.m. to 9:30 a.m. 5:00 p.m. to 6:00 p.m. 12:15 p.m. to 1:15 p.m. Avenue, New Main Street, and Main Street Nepperhan Street, Dock Street, Manor 4 8:30 a.m. to 9:30 a.m. 5:00 p.m. to 6:00 p.m. 1:00 p.m. to 2:00 p.m. House Square, and Warburton Avenue Riverdale Avenue with 5 8:30 a.m. to 9:30 a.m. 5:00 p.m. to 6:00 p.m. 12:00 p.m. to 1:00 p.m. Main Street Riverdale Avenue with 6 8:30 a.m. to 9:30 a.m. 5:00 p.m. to 6:00 p.m. 12:15 p.m. to 1:15 p.m. Hudson Street Riverdale Avenue and 7 8:30 a.m. to 9:30 a.m. 5:00 p.m. to 6:00 p.m. 12:15 p.m. to 1:15 p.m. Prospect Street Nepperhan Avenue with 8 South Broadway and 8:15 a.m. to 9:15 a.m. 4:30 p.m. to 5:30 p.m. 12:00 p.m. to 1:00 p.m... Prospect Street *The time of peak volumes may vary daily. Source: Tim Miller Associates, Inc., 2012.

Yonkers Rising 9 Transportation August 20, 2012 3.0 Future Traffic Without the Project - No Build Condition

No Build Traffic

Traffic impact is typically determined by comparing projected future traffic conditions without the project's traffic in the Build Year to the projected traffic conditions with project-generated traffic in the Build Year. In this case, it is expected that construction of the project will be complete within three years, thus traffic expected in the year 2015 is evaluated to assess the No-Build and Build Conditions.

The No-Build Condition is a scenario that establishes a future baseline condition. The No-Build Condition is determined using a number of factors: (1) improvements in the local road network that are planned or underway; (2) traffic from general population growth in the local area; and (3) traffic from identified development projects in the project site vicinity.

Roadway Improvements

The New York State Department of Transportation (NYS DOT) has several projects listed in the Transportation Improvement Program (TIP). The currently approved TIP (New York Metropolitan Transportation Council, September 2011) covers traffic improvement projects to be initiated and or completed during the period between October 2011 to September 30, 2015. These projects are: a) Cross County Parkway Saw Mill River Parkway interchange safety Improvements (809937) b) Reconstruct Ashburton Avenue (Warburton Ave-Yonkers Avenue improve level of service and reduce traffic through the redesign of the current typical highway section utilizing streetscape and traffic calming techniques (876032) c) Bronx River Parkway (BMP) Reservation and Pathway extension (878009)

The BMP project is expected to begin construction in 2015. The other projects are anticipated to begin construction after 2015. For traffic analysis purposes, no additional capacity increase was presumed for these projects.

The Saw Mill River Daylighting Project is under construction with anticipated completion later this summer. At present there is construction activity on Warburton Avenue, Dock Street, Buena Vista Avenue, and Nepperhan Street. Nepperhan Street, which is currently closed between Market Place and Warburton Avenue, is anticipated to be reopened in late 2012 and thus traffic was adjusted to account for this based on historic data. The study has been adjusted for the future conditions around Larkin Plaza, except for the elimination of parking that occurred prior to the traffic counts. A new parking structure is anticipated to open in 2012, the Larkin Parking Garage, with 300 spaces of which 87 are reserved.

Background Growth

To evaluate the impact of the proposed Yonkers Rising development, traffic projections were prepared for the year when the Project would be completed (2015).

In determining future traffic volumes, existing traffic volumes are projected forward using a generalized growth factor that accounts for area-wide growth. Traffic generated by

Yonkers Rising 10 Transportation August 20, 2012 developments in the vicinity of the Project Site are then added to existing traffic volumes and background growth. The No-Build traffic volumes represent future traffic operating conditions without the development of the Project and are a benchmark against which potential project-related traffic impacts can be measured.

A growth rate of one percent (1%) per year cumulative over four years was used. A one percent annual traffic growth rate is typical for urban areas.

Projection to the Build Year

Planned, pending, or approved projects in the area that might add a significant volume of traffic to the intersections in the study area were identified through consultation with City officials and review of available planning documents and traffic studies. The other projects included in this traffic analysis are currently under review (pending) in the City of Yonkers. These No Build projects are listed in Table 2, Approved or Pending Projects in Site Vicinity. Trip generation was derived using the Institute of Transportation Engineer's (ITE) trip generation rates. The rates are provided in Appendix B.

Table 2 Approved or Pending Projects in Site Vicinity Project * Size and Type ** Location Old Furniture Storage / Cooks 4,400 square feet 14 Warburton Avenue I-Park Phase 2, 3, and 4 and 94,000 square feet office Warburton Avenue Herald Statesman ** (currently available) 58,000 square feet Office Homes for America 86 Main Street 12,000 square feet of retail Residential Project Ashburton Ave. Redevelopment 300 residential units replacing Ashburton Avenue (Mulford Gardens) existing units retail and office space (Between St. Joseph Replacing 552 units of public (1st Build 80 Dwelling units and Vineyard Avenues) housing occupied) Sources; **The DEIS for the combined Palisades Point, Cacace Center, River Park Center and Larkin Plaza, Accepted on March 18, 2008, on Behalf of Struever, Fidelco, Capelli, LLC known herein as the SFC Project. *Saccardi and Schiff, Inc., fax dated March 19, 2010. ** National Resources, http://iparkhudsonny.com, as viewed July 23, 2012.

For the No Build and Build conditions, projects listed in Table 2 were assumed to be completed and occupied by 2015, the build year. Existing traffic volumes were increased from 2012 to 2015 for the build-out by the annual growth rate (one percent). In addition to other area developments, the project site is currently fully developed and contains occupied spaces and vacant spaces could be reoccupied. Appendix C contains further information regarding existing space use and vacant space on the project site.

The area development traffic volumes and project site volumes for existing buildings were added to the 2015 background, resulting in the No-Build volumes, which are shown in Appendix A Figures A-10 through A-12.

Yonkers Rising 11 Transportation August 20, 2012 4.0 Future Traffic With the Project - Build Condition

Trip Generation

The Project trip rates and trips generated are summarized in Attachment D. Attachment D contains trip rates by use, the projected overall number of trips, impact of mass transit on trip making, internal trips between retail uses, trips between the retail, residential and office uses on the site, internal trips between the site uses and uses in the immediate area, and passby trips. Trips from the existing uses and redevelopment of the site as discussed in Attachment C would be replaced by the proposed project trips and thus the Build Condition represents the net of the two.

Table 3 Projected Site Trips Trips A.M. Weekday P.M. Weekday Saturday Land Uses Peak Hour Peak Hour Peak Hour IN OUT Total IN OUT Total IN OUT Total (Trips) (Trips) Trips (Trips) (Trips) Trips (Trips) (Trips) Trips Site Total Trips * 140 73 213 174 209 383 235 179 414 Existing Trip Generation ** 21 8 29 31 38 69 46 42 88 Net Change from existing 119 65 184 143 171 314 189 137 326 condition

Site Total Trips * 140 73 213 174 209 383 235 179 414 No Build Condition Trip 81 41 122 190 208 398 276 254 530 Generation ** Net Change from No Build 59 32 91 -16 1 -15 -41 -75 -116 Condition * See Attachment D Table D-6. ** See Attachment C Table C-6.

Yonkers Rising 12 Transportation August 20, 2012

Table 4 Projected Network Site Trips Change Trips A.M. Weekday P.M. Weekday Saturday Land Uses Peak Hour Peak Hour Peak Hour IN OUT Total IN OUT Total IN OUT Total (Trips) (Trips) Trips (Trips) (Trips) Trips (Trips) (Trips) Trips Net Change from Existing 119 65 184 143 171 314 189 137 326 Condition Site Trips * Site Total Trips Pass-by ** (8) (8) (16) (32) (32) (64) (44) (44) (88) Existing Trip Generation 2 2 4 9 9 18 12 12 24 Pass-by *** Net Change from Existing 113 59 172 120 148 268 157 105 262 Condition Network trips

Net Change from No Build 59 32 91 -16 1 -15 -41 -75 -116 Condition Site Trips * Site Total Trips Pass-by ** (8) (8) (16) (32) (32) (64) (44) (44) (88) No Build Condition Trip 14 14 28 57 57 114 77 77 154 Generation Pass-by *** Net Change from No Build 65 38 103 9 26 35 -8 -42 -50 Condition Network Trips * See Table 3. ** See Attachment D Table D-6. *** See Attachment C Table C-6.

Site Trip Distribution

Trip distribution for the Project is shown in Table 5. The site generated trips (Appendix E) during the peak periods are shown in Figures A-13 through A-15. Project trips are added to No Build volumes (Figures A-10 through A-12) and reduced by current facility use to obtain the Build Condition volumes (Figures A-16 through A-18).

Table 5 Distribution of New Vehicle Trips Corridor Percent Distribution Nepperhan Avenue * 45% Warburton Avenue 9% North Broadway 9% Ashburton Avenue * 11% South Broadway 9% Riverdale Avenue 17% Sources: Based on 2012 PM Peak Corridor volumes in Figure 3.4-4A of Downtown Yonkers Rezoning DGEIS, BFJ Planning, September 2011. * These east-west corridors representing 56% of traffic provide more direct assignment toward north-south regional highways.

Yonkers Rising 13 Transportation August 20, 2012 Future Pedestrian Environment

Based on the Project’s proximity to the train station and local bus stops, a high percentage of pedestrian trips are expected to be mass transit related.

The Westchester RiverWalk in the vicinity of the project site includes Hudson Park along the Yonkers Waterfront and a 2.25-mile section which extends from the Metro-North Yonkers station to the New York City border along Buena Vista Avenue. The Daylight project will be opening a new pedestrian park across Nepperhan Street from the project.

Mass Transit

The Downtown Yonkers Rezoning Draft Generic Environmental Impact Statement (DGEIS) noted Bee-line buses operate at 40 to 50 percent of capacity and commuter rail system at 70 to 80 percent of capacity. Transit capacity to accommodate downtown growth is not anticipated to be an issue.

Yonkers Rising 14 Transportation August 20, 2012 5.0 Levels of Service

Measure of Effectiveness Criteria

“Level of service” is used as the measure of effectiveness for traffic flow conditions. Peak hour average vehicle delays are calculated at the study intersections to establish the quality of operation (level of service). Level of service is identified on a scale of level of service “A” representing the most efficient conditions to level of service “F” representing the least efficient conditions. A volume to capacity ratio of "1" means the volume is equal to the theoretical capacity. A volume to capacity ratio of less than one indicates there is available capacity to handle additional traffic at the intersection. Detailed information concerning measures of effectiveness criteria (delay, level of service, and volume to capacity ratios) and modeling limitations are provided in Attachment E.

Level of Service Analyses

The results of the level of service analyses for the study intersections are summarized in Table 6. Detailed tables showing individual groups of lanes or "lane groups" are provided in Attachment F, Tables F-1 through F-6. Level of service calculations are provided in Appendix G. In some instances, individual lane groups may decline in level of service when intersection levels of service remain unchanged.

Existing Condition Levels of Service

Overall, levels of service for all intersections studied are equal to or better than level of service D, as shown in Table 6. The only exception is a lane group at the intersection of Prospect Street, Nepperhan Avenue, and South Broadway, which operates at level of service E for the p.m. peak hour southbound left turn.

No Build Condition Level of Service

Table 6 summarizes the overall levels of service for the No Build Condition. All study intersections will operate at an overall level of service D or better. The p.m. peak hour southbound left turn at the intersection of Prospect Street, Nepperhan Avenue, and South Broadway is anticipated to decline from level of service E to F in the No Build Condition. Four other lane groups are projected to experience level of service E in the No Build Condition: y Westbound left turn from Nepperhan Avenue to South Broadway - a.m. peak hour; y Westbound left turn from Prospect Street to Riverdale Avenue - p.m. peak hour; y Southbound left turn from Riverdale Avenue to Prospect Street - p.m. peak hour and Saturday peak hour; and y Northbound through-right from South Board way to Nepperhan Avenue - p.m. peak hour.

Build Condition Level of Service

With the Project built and fully occupied, all intersections will operate at an overall level of service D or better. Only two changes in level of service E and F for particular lane groups are projected from the No Build Condition. The southbound left turn from Riverdale Avenue to Prospect Street during the Saturday peak hour is anticipated to improve to level of service D based on a reduction in site traffic on Saturday as noted in Table 4. The site traffic from the Yonkers Rising 15 Transportation August 20, 2012 Market Place project access is anticipated to contribute additional traffic to Main Street's eastbound approach and the model results in a level of service F in the p.m. peak hour for that approach, however this is unlikely to actually occur. If no action is taken to provide additional green time to the Main Street eastbound approach, drivers would likely use alternative routes, specifically Buena Vista Avenue with Prospect Street and Hudson Street. This may begin to occur as delays increase on the southbound left turn on Riverdale Avenue to Prospect Street if additional green time is not provided there also. Effectively, with intervention, level of services D or better can be achieved for all lane groups and without it drivers may maintain current service until the alternative routing becomes congested.

Mitigation Measures

As shown in Table 6, no decline below level of service D is projected at any study intersection from the No Build to the Build Condition. No significant adverse impacts to traffic operating conditions related to overall levels of service are anticipated to result from the Yonkers Rising project. However, one particular lane group may result in traffic rerouting based on the potential decline (Attachment F Table F-2), Eastbound lane on Main Street at Riverdale Avenue during the p.m. weekday (D to F). Lane groups at the intersections of South Broadway with Nepperhan Avenue and Riverdale Avenue with Prospect Street are projected to operate poorly in the future No Build Condition regardless of this project (Table F-3).

This study evaluated possible intersection improvements (signal retiming and a northbound right turn lane on South Broadway into Nepperhan Avenue) that could improve these conditions (Tables F-5 and F-6). Regardless of this project, however, there are existing and potential future issues with the roadway network. Capital improvements are needed to continue to bring up to standard, modernize, and improve system efficiency. Such system improvements when done locally can provide a small incremental improvement in safety, cost reduction, and/or system efficiency. Commensurate with the small incremental increase in system use by the project, the Applicant will need to work with the City Traffic Engineer to identify the extent to which the project can contribute to improving the transportation network in the downtown area.

Yonkers Rising 16 Transportation August 20, 2012

Table 6 Level of Service and Delay Summary A.M. Peak Hour P.M. Peak Hour Saturday Peak Hour Intersection Existing No Build Build Existing No Build Build Existing No Build Build

Approach Direction - LOS** LOS** LOS** LOS** LOS** LOS** LOS** LOS** LOS** Movement (Delay) (Delay) (Delay) (Delay) (Delay) (Delay) (Delay) (Delay) (Delay) Main Street and Buena Vista Avenue (signalized) Overall B (14.1) B (15.9) B (16.9) B (16.9) B (19.1) C (20.9) B (13.9) B (15.2) B (17.1) Main Street and Market Place (STOP controlled) Overall B (11.7) B (11.9) B (13.2) C (15.4) C (16.9) D (34.3) B (11.4) B (12.5) B (14.2) South Broadway, North Broadway, Palisades Avenue, New Main Street, and Main Street Overall B (12.9) B (13.6) B (13.8) B (13.6) B (14.8) B (14.8) B (13.4) B (14.4) B (14.3) Nepperhan Street, dock Street, Manor House Square, and Warburton Ave. (signalized) Overall A (2.0) B (14.3) B (19.1) A (2.0) B (15.5) B (15.1) A (1.9) B (13.8) B (14.0) Main Street, Warburton Avenue, and Riverdale Avenue (signalized) Overall C (23.0) C (23.0) C (23.7) C (31.1) C (31.4) D (51.6) C (27.8) C (27.7) C (29.1) Overall with p.m. retiming C (28.8) Hudson Street and Riverdale Avenue (signalized) Overall B (12.9) B (13.8) B (13.7) B (13.2) B (14.1) B (14.1) B (12.0) B (12.7) B (12.5) Prospect Street and Riverdale Avenue (signalized) Overall C (21.7) C (25.7) C (23.1) C (23.5) D (36.9) D (37.3) C (22.3) C (27.7) C (26.7) Overall with p.m. retiming C (32.9) Prospect Street, Nepperhan Avenue, and S. Broadway (signalized) Overall C (29.9) C (31.6) C (31.8) C (31.6) D (40.5) D (41.0) C (26.1) C (25.8) C (25.7) Overall with improvement C (21.4) C (28.4) C (24.9) Warburton Avenue and site access (Stop) Overall ------B (10.4) ------B (14.7) ------B (11.2) Market Place and site Access (Stop) Overall ------B (10.2) ------B (11.9) ------B (11.3) * Level of service (Delay in seconds per vehicle). See Attachment F for summary tables with individual lane groups and Attachment G for calculations. Ref.: Tim Miller Associates, Inc., 2012.

Yonkers Rising 17 Transportation August 20, 2012 6.0 Parking

The Hudson Park Parking Study5 was conducted in 2008 for the Clermont and Phoenix buildings which were complete and occupied at that time. Comparable to the Project, these buildings are within one block of the Metro North Yonkers train station. The study evaluated parking demand and the feasibility of shared parking at the Hudson Park development. The following statistics were presented in that study: y 2 private, conventional parking garages were analyzed, serving residents of two occupied residential apartment buildings characterized as TOD y 306 parking spaces were provided for 266 apartments, or 1.15 spaces per apartment y 250 apartments were occupied and 273 spaces assigned, or 1.12 spaces per apartment y Highest occupancy at 3 a.m. (peak parking demand) was 81.7 percent of the assigned spaces, or 0.89 vehicles per occupied apartment (in 5 surveys) y Highest vacancy at 3:45 p.m. was 46.2 percent of the assigned spaces y At maximum occupancy there remains a typical parking vacancy of 18 percent of the assigned spaces (residents' cars that are parked away from home for one reason or another). y A reserve capacity (10% was used) accounted for people searching for the last parking spaces (in a conventional garage). y The period of greatest parking availability is generally between 10:00 a.m. and 4:00 p.m.

The study demonstrates there is opportunity for shared parking in the garages proposed at Yonkers Rising between project tenants and other users provided that an electronic permit system is in place that actively monitors parking use. The mechanized garage proposed can effectively monitor parking utilization and its users, and utilizes 100 percent of its spaces while accounting for permit parking, so that no reserve capacity is needed.

Opportunity for shared overnight parking exists in the low-rise parking garage when it will have least demand by its commercial users. The mechanized garage proposed can effectively monitor parking utilization and its users so that the applicant will likely be able to offer this additional parking capacity via permits once the building is operational.

In general it should be expected that residents and employees will use the automated parking particularly as they become familiar with it. Rental agents and businesses may promote garage use as a way of promoting their rentals or jobs. Patrons of the retail establishments, restaurants, and doctors' offices are less likely to embrace the use of an automated garage than seek to use on-street parking and nearby conventional garages much in the same way people avoid valet parking. Thus, until automated parking becomes a more common feature of the transportation infrastructure, the shared use of the facility should be expected to be underutilized.

The project should incorporate signing at the street to indicate when these garages are at capacity.

5 BFJ Planning, Hudson Park Parking Study, June 2009. Yonkers Rising 18 Transportation August 20, 2012 Automated Parking Garage

The Project includes construction of two automated parking garages, a system where each driver parks a vehicle on a steel plate which operates as a moveable pallet. The driver exits the vehicle and the vehicle is transported vertically and horizontally until it is brought to a vacant parking space. The greatest advantage of automated garages over conventional garages is space. Thirty to fifty percent more cars can be parked in the same volume of space as a conventional garage.

A study comparing pollution and energy characteristics of a conventional 350 car garage to those from a 350 car automated garage indicated Volatile Organic Compounds (VOC) were reduced by 68 percent, carbon monoxide by 77 percent nitrogen oxides by 81 percent and carbon dioxide by 83 percent. The fuel savings also averaged 83 percent. 6

Automated parking reduces personal exposure to crime, eliminates theft from vehicles, and makes fender benders from parking virtually nonexistent. A criminal cannot hide in the parking box, since sensors will detect human presence. Surveillance need only cover the entrance floor; this is the only area the public can access. The dings, scrapes, and dents commonplace in garages will also be eliminated since the car moving on a pallet does not make contact with any other car.

The useful life of a conventional parking deck is about 20 years. The earliest European systems of automated garages show little or no wear after about fifteen years. These steel structures may have twice the life of a conventional garage. In addition, operating costs for conventional garages are considerably higher with greater needs for maintenance, security, cleaning snow and salt removal.

The Applicant will provide shared parking at one or both of the parking garages. An electronic sign at the street should be provided to indicate when the garage is at functional capacity.

6 Source: EEA Consultants, Inc. Yonkers Rising 19