Chapter 19: Conceptual Analysis

A. INTRODUCTION This chapter analyzes the proposed zoning text amendment to the Grand Central Subdistrict of the Special Midtown District and considers whether future utilization of the proposed zoning text amendment has the potential for additional significant adverse impacts beyond those identified for the proposed One Vanderbilt development. Additional development in the Vanderbilt Corridor that might occur in the foreseeable future pursuant to the proposed special permit provisions is considered below. As described more fully in Chapter 1, “Project Description,” the proposed text amendment would consist of a new special permit for a Grand Central Public Realm Improvement Bonus, modification to the existing Grand Central Subdistrict Landmark Transfer special permit, and modification of the uses permitted in the Vanderbilt Corridor to allow the development, conversion, or enlargement of hotels by a new special permit. The zoning text amendment would be applicable to the proposed Vanderbilt Corridor, which comprises portions of five blocks between East 42nd and East 47th Streets located along the west side of Vanderbilt Avenue: Block 1277 (the One Vanderbilt site, Lots 20, 27, 46, and 52); Block 1278 (Lot 20); Block 1279 (Lots 23, 24, 25, 28, 45, and 48); Block 1281 (Lot 21), and Block 1282 (Lot 21). There are no specific proposals for redevelopment within the Vanderbilt Corridor besides the proposed One Vanderbilt development, and any future development on the other four blocks that utilizes the proposed Grand Central Public Realm Improvement Bonus, the modified Landmark Transfer special permit, or the special permit for hotel development, conversion, or enlargement would require separate environmental review, since these special permits are discretionary actions by the New York City City Planning Commission (CPC). Nevertheless, this conceptual analysis has been undertaken to evaluate the potential impacts of any redevelopment in addition to the proposed One Vanderbilt development that could reasonably be expected to occur within the proposed Vanderbilt Corridor in 2021 or the foreseeable future (defined as 2033), pursuant to the new special permit provisions under the proposed text amendment. The conceptual analysis provided below assumes that, in addition to the One Vanderbilt site, the Metropolitan Transportation Authority (MTA) site (Block 1279, Lots 23-25 and 48), is redeveloped by 2021, and that, in addition to the One Vanderbilt site and the MTA site, two additional projected development sites in the Vanderbilt Corridor—the 52 Vanderbilt Avenue site (Block 1279, Lot 45) and the Roosevelt Hotel site (Block 1281, Lot 21)—would be redeveloped by 2033.

PRINCIPAL CONCLUSIONS This conceptual analysis concludes that any redevelopment in addition to the proposed One Vanderbilt development that could reasonably be expected to occur in the Vanderbilt Corridor in 2021 or by 2033 would not result in significant adverse impacts to land use, zoning, and public policy; socioeconomic conditions; urban design and visual resources; hazardous materials; water

19-1 Vanderbilt Corridor and One Vanderbilt and sewer infrastructure; solid waste; energy; air quality; greenhouse gas emissions; noise; neighborhood character; public health; or construction. Future development that could occur in the Vanderbilt Corridor would be anticipated to result in additional significant adverse impacts to historic resources and transportation, specifically traffic and pedestrians. In regard to land use, zoning, and public policy, the proposed One Vanderbilt development and the anticipated redevelopment of the three additional projected development sites within the Vanderbilt Corridor (the MTA site, the 52 Vanderbilt Avenue site, and the Roosevelt Hotel) would be compatible with the existing and proposed high-density commercial uses that are centered on the strong public transit resources in the East Midtown area and would contribute to the City’s goal of maximizing modern commercial development near Grand Central Terminal. In regard to open space, the passive open space ratio within the study area would decrease by approximately 2.1 percent in the 2021 With-Action condition and 1.8 percent in the 2033 With- Action condition as compared with the No-Action condition, and would remain at 0.04 acres of passive open space per 1,000 non-residents, below the City’s goal of 0.15 acres of passive open space per 1,000 non-residents. Given the lack of open space resources in the East Midtown area and the low open space ratio within the study area, the decrease in the open space ratio of approximately 1.8 percent in the Vanderbilt Corridor may be considered a significant adverse impact. The redevelopment of the three additional projected development sites within the Vanderbilt Corridor pursuant to the proposed actions would be subject to separate environmental review processes, which would determine the full impact of the projects on open space. Similar to the One Vanderbilt development, public open space resources such as a pedestrian plaza may be provided as a part of these three additional projected development sites, which may preclude a significant adverse impact. Additionally, other forms of support for area open space, such as funding for improvements to other resources as part of the improvements to the public realm, could be employed as partial or full mitigation if a significant adverse open space impact was identified. In regard to historic and cultural resources, redevelopment of the One Vanderbilt site in either the No-Action or the With-Action condition (2021 and 2033) would remove the Vanderbilt Avenue Building at 51 East 42nd Street, which has been determined eligible for listing on the State and National Registers of Historic Places (S/NR); redevelopment of the Roosevelt Hotel site in either the No-Action or the With-Action condition (2033) would remove the New York City Landmark (NYCL)-eligible and S/NR-eligible Roosevelt Hotel; and conversion of the Vanderbilt Concourse Building at 52 Vanderbilt Avenue in the With-Action condition (2033) could result in a new significant adverse impact to that architectural resource if the exterior were to be adversely altered. To avoid inadvertent construction-period damage to Grand Central Terminal (NYCL, S/NR, National Historic Landmark) during construction of the proposed One Vanderbilt development, 317 Madison would develop and implement a construction protection plan (CPP). CPPs would also be prepared and implemented for the Pershing Square Building (NYCL-eligible, S/NR-eligible) and the Socony-Mobil Building (NYCL, S/NR-eligible) to avoid inadvertent damage from the construction of adjacent off-site transit-related improvements. Significant adverse impacts and potential mitigation measures would be identified during the environmental review for the redevelopment of the MTA site, 52 Vanderbilt Avenue site, and Roosevelt Hotel site. Pursuant to such environmental review, it is expected that a CPP would be developed and implemented to avoid adverse construction-related impacts to architectural resources within 90 feet of the three additional projected development sites. In addition, while it is not expected that the development of a 30 floor area ratio (FAR)

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building on the MTA site or the Roosevelt Hotel site would result in significant adverse contextual impacts on nearby architectural resources, as the architectural resources in the study area largely comprise mid- to high-rise commercial buildings, this determination can only be made conclusively when a specific development proposal is assessed and specific bulk and massing details are available. To reduce the potential for human or environmental exposure to known or unexpectedly encountered contamination during and following construction of the proposed One Vanderbilt development, an (E) Designation for hazardous materials will be assigned to the One Vanderbilt site that will be administered by the New York City Mayor’s Office of Environmental Remediation (OER). Based on the findings of the existing sampling, Remedial Action Plans (RAPs) and associated Construction Health and Safety Plans (CHASPs) would be prepared for implementation during construction of the One Vanderbilt site. In addition, during demolition, regulatory requirements pertaining to ACMs, LBP, and PCBs would be followed. Since the hazardous materials analysis identified the potential for subsurface contamination at Blocks 1279 and 1281, prior to any redevelopment of these blocks under the proposed actions, the assessment for potential impacts would be similar to that required for the proposed One Vanderbilt development, and it is therefore likely that (E) designations would be placed on these blocks. With these above- described measures, the proposed One Vanderbilt development and the anticipated redevelopment of the three additional projected development sites pursuant to the proposed actions is not expected to result in any significant adverse impacts related to hazardous materials. In regard to transportation, the proposed One Vanderbilt development, together with the projected redevelopment of the MTA site, in 2021 would result in significant adverse impacts at 24 traffic intersections and 24 pedestrian elements, including 2 impacted sidewalks, 9 impacted corner reservoirs, and 13 impacted crosswalks. Some of these impacts could be mitigated with the same or similar improvement measures identified in Chapter 18, “Mitigation.” Others, including those identified to be unmitigatable for the development of the One Vanderbilt site in 2021, would similarly be unmitigatable under the 2021 With-Action condition. Specifically for pedestrians, mitigation measures that would be subject to approval of the New York City Department of Transportation (DOT) have been identified for all 11 impacted locations. For the 2021 conceptual analysis, impacts at all but one location could be addressed with the same or similar mitigation measures. Impacts at this one remaining location in the context of the 2021 conceptual analysis would be the subject of a project-specific environmental review, but could potentially be unmitigated. At the time of implementation, if some or all of these pedestrian mitigation measures are deemed infeasible and no alternative mitigation measures can be identified; those impacts would be unmitigated. In the 2033 conceptual With-Action condition, the proposed One Vanderbilt development together with the projected redevelopment of the three additional projected development sites within the Vanderbilt Corridor pursuant to the proposed actions, would result in significant adverse impacts at 34 traffic intersections; eight subway station elements, including four impacted escalators and four impacted stairways; and 37 pedestrian elements, including 6 impacted sidewalks, 10 impacted corner reservoirs, and 21 impacted crosswalks. Some of these impacts could be mitigated with the same or similar improvement measures identified. Others, including those identified to be unmitigatable for the development of the One Vanderbilt site in 2021, would similarly be unmitigatable under the 2033 conceptual With-Action condition.

19-3 Vanderbilt Corridor and One Vanderbilt

Specifically, for the 17 intersections identified to incur significant adverse traffic impacts under the 2021 With-Action condition, the number of unmitigated impacts is expected to increase from four to nine intersections in this 2033 conceptual analysis. For pedestrians, mitigation measures that would be subject to approval of DOT have been identified for all 11 impacted locations. For the 2033 conceptual analysis, impacts at all but one location could be addressed with the same or similar mitigation measures. Impacts at this one remaining location in the context of the 2033 conceptual analysis could potentially be unmitigated. At the time of implementation, if some or all of these pedestrian mitigation measures are deemed infeasible and no alternative mitigation measures can be identified; those impacts would be unmitigated. As development programs for Block 1279 and Block 1281 become more defined, they will be studied as part of separate environmental reviews, for which more details on the predicted impacts and associated mitigation measures would be determined. It should also be noted that the potential future development of these two blocks would likely use the proposed Grand Central Public Realm Improvement Bonus special permit, the Landmark transfer special permit, or a combination of the two. Use of the Grand Central Public Realm Bonus would require the developer to provide funding for additional transit-related improvements, which could alleviate/eliminate some or all of the station impacts identified above. Regarding parking, future parking demand in 2033 with the proposed One Vanderbilt development, together with the projected redevelopment of the three additional projected development sites, is expected to result in a parking shortfall of 345 spaces or 14 percent over capacity during the weekday midday peak utilization period for the off-street parking facilities within ¼ mile of the Vanderbilt Corridor. However, as stated in the CEQR Technical Manual, a parking shortfall in Manhattan and other CBD neighborhoods does not constitute a significant adverse parking impact, due to the magnitude of available alternative modes of transportation. In regard to air quality, the mobile source analysis shows that there would be no potential for significant adverse impacts on air quality from the vehicle trips that would be generated by the proposed One Vanderbilt development, together with the redevelopment of the three additional projected development sites in the Vanderbilt Corridor pursuant to the proposed actions in both the 2033 and 2021 analysis years. Each special permit would be subject to a separate discretionary approval process, with project-specific analysis that would address the potential effects of stationary source emissions on air quality. Air quality (E) designations for stationary sources (such as fossil-fuel fired heating and hot water systems) may be required for the three additional projected development sites, as with the One Vanderbilt site, to ensure that there are no significant adverse air quality impacts from these sources. Building energy use and vehicle use associated with development within the Vanderbilt Corridor under the proposed actions would result in approximately 71 thousand metric tons of carbon dioxide equivalent (CO2e) emissions per year. This assumes, conservatively, that all development would be completed by 2021; completing any of the development in later years would result in lower annual emissions, since vehicle efficiency improves over time. The development that could occur on the three additional projected development sites within the Vanderbilt Corridor pursuant to the proposed actions—as is the case with the One Vanderbilt development via the special permit requirements—would be required to commit to building energy efficiency, exceeding the current building code energy requirements, ensuring consistency with the efficient buildings goal defined in the CEQR Technical Manual as part of the City’s GHG reduction goal and would support the other GHG goals by virtue of their nature and location: proximity to public transportation, reliance on natural gas, commitment to construction air quality controls, and the fact that as a matter of course, construction in New

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York City uses recycled steel and includes cement replacements. Therefore, the proposed actions would be consistent with the City’s emissions reduction goals. In 2021 and 2033, comparing the No-Action condition with the With-Action condition, the maximum increase in Leq(1) noise levels would be 1.2 dBA at all of the mobile source noise analysis receptors. Changes of this magnitude would be imperceptible. Based on this analysis, up to 40 dB(A) of building attenuation could likely be required for the three additional projected development sites to achieve interior noise levels of 45 dBA or lower for residential and hotel uses, and 50 dBA or lower for commercial uses. To ensure the implementation of any attenuation requirements identified through the environmental reviews of future developments on the three additional projected development sites, noise (E) designations may be required, as with the One Vanderbilt site, to ensure that there are no significant adverse noise impacts on the three additional projected development sites. There are no specific proposals to redevelop the four blocks of the proposed Vanderbilt Corridor north of the One Vanderbilt Site, but any future development would require separate land use application processes (including environmental reviews) that could take more than two years to complete. Although the construction at the MTA site is assumed to be complete by 2021, it would have a shorter duration and would likely generate less intense construction activity, as that development would be smaller than the One Vanderbilt development based on a site of roughly half the size. Further, that construction could not begin until its land use approvals are complete, whereas One Vanderbilt construction is expected to begin in 2015. These circumstances reduce the likelihood that peak construction activities for the proposed One Vanderbilt development and the development at the MTA site would overlap or conflict with each other. It is also unlikely that peak construction activities for the two additional projected development sites could overlap with those for the proposed One Vanderbilt development. In addition, much like the construction of the proposed One Vanderbilt development, two of the three additional projected development sites could undergo a comparable level of construction activities as-of-right under the 2033 No-Action condition, and the third site would essentially be a renovation of an existing building. It is anticipated that, although unlikely to actually occur, the cumulative effects of simultaneous construction of the three additional projected development sites and the proposed One Vanderbilt development, compared with the effects of the 2033 No- Action condition, would not be substantial. Overall, any specific construction-related impacts that could result from applications for the proposed zoning text amendment and special permit would be assessed and disclosed under and pursuant to separate environmental reviews for the individual development sites in the Vanderbilt Corridor. Since the conceptual analysis did not identify the potential for the proposed One Vanderbilt development or the projected additional development in the Vanderbilt Corridor to result in significant unmitigated adverse impacts to air quality, water quality, hazardous materials, or noise, an analysis of public health was not warranted for this conceptual analysis. A more detailed analysis of public health, if necessary, would be performed pursuant to the separate environmental review of any special permit applications for future developments within the Vanderbilt Corridor.

B. ANALYSIS FRAMEWORK

PROPOSED VANDERBILT CORRIDOR: EXISTING CONDITIONS The One Vanderbilt site is the portion of Block 1277 that is bounded by Madison and Vanderbilt Avenues and East 42nd and East 43rd Streets—the southernmost block of the Vanderbilt

19-5 Vanderbilt Corridor and One Vanderbilt

Corridor. It has a lot area of 43,313 square feet and is occupied by four low- to mid-rise buildings (between 7 and 22 stories) that are each more than 80 years old. In total, the four existing buildings on the development site contain 772,162 gsf of commercial space. The buildings all contain retail space on the ground floor and office space on the upper floors. In addition, within the footprint of the building on Lot 27 (51 East 42nd Street), there is a stairway connection between the street and the mezzanine level of the 42nd Street Shuttle station, subject to an easement benefitting New York City Transit (NYCT); this stairway is accessed on East 42nd Street through the main entrance to the building. Block 1278 is located between East 43rd and East 44th Streets and has a site area of 43,313 square feet. The block is developed with one building, the Bank of America Plaza at 335 Madison Avenue. Originally built in 1913 as a hotel, the building was thoroughly renovated, reclad, and converted into an office building in 1981–1983. The building is 28 stories and approximately 874,734 gross square feet (gsf); thus, the site is currently developed at a FAR of approximately 20. The Bank of America Plaza contains ground-floor retail on Madison Avenue. Block 1279 is located between East 44th and East 45th Streets and has a site area of 43,261 square feet. The block contains three 13- to 20-story buildings that serve as the headquarters of the MTA; a ventilation building for MTA’s under-construction East Side Access project; a 20- story office building (52 Vanderbilt Avenue); and the Yale Club at 50 Vanderbilt Avenue (Lot 28), a 22-story building containing clubhouse facilities and guestroom lodgings. The five commercial buildings were constructed between 1916 and 1926 and each contains ground-floor retail. In total, the five commercial buildings and the vent building contain approximately 700,346 gsf. Recently, MTA issued a Request for Proposals (RFP) for the redevelopment of its property at 341-347 Madison Avenue (Lots 23, 24, and 48), including the excess development rights from the ventilation building at 47 East 44th Street (Lot 25). The portion of the block that is subject to the RFP is developed at approximately 14.5 FAR. Block 1281 is located between East 45th and East 46th Streets and has a site area of 43,313 square feet. The block is developed with the Roosevelt Hotel, which was built in 1922–1924. This 19-story, 598,248 gsf hotel contains 1,015 rooms and ground-floor retail along each street frontage; thus, the site is developed at approximately 13.8 FAR. Block 1282 is located between East 46th and East 47th Streets and has a site area of 43,313 square feet. The block is developed with the 383 Madison Avenue building, which opened in 2002. Occupied by J.P. Morgan Chase & Company, this 47-story office building contains approximately 1,174,988 gsf of commercial space; thus, this site is developed at approximately 21.6 FAR. There is ground-floor retail along the Madison Avenue frontage.

ANALYSIS FRAMEWORK There are no specific proposals to redevelop the four of the five blocks of the proposed Vanderbilt Corridor located north of the One Vanderbilt site, but it is conceivable that one or more of these sites would be redeveloped in the foreseeable future using the new Grand Central Public Realm Improvement Bonus, the modified Landmark Transfer special permit, or a combination of those special permits. This conceptual analysis assumes that only a portion of Block 1279 (the MTA site: Lots 23-25 and 48; and the 52 Vanderbilt Avenue site: Lot 45) and Block 1281 in the Vanderbilt Corridor would be redeveloped in the foreseeable future (which together with the One Vanderbilt site compose the “projected development sites” for this conceptual analysis). Those two blocks were

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analyzed as Projected Development Sites in the 2013 East Midtown Rezoning and Related Actions Final EIS (FEIS). Blocks 1278 and 1282 would not be assumed to be redeveloped in the foreseeable future, as those two blocks contain recently renovated/constructed commercial buildings. In order to evaluate the potential cumulative effects of the proposed actions, this conceptual analysis considers the proposed development on the One Vanderbilt site and the projected developments on Block 1279 and Block 1281.

NO-ACTION CONDITION (2021) In the 2021 No-Action condition, it is assumed that the buildings on the MTA-owned portions of Block 1279 (the MTA site) would be in office and retail use, which is similar to their use under existing conditions. It is assumed that the One Vanderbilt site could be redeveloped with a commercial building under the existing C5-3 and Special Midtown District regulations, which permit commercial development up to a maximum FAR of 15.0. Therefore, the One Vanderbilt site could be redeveloped with approximately 811,034 gsf of space (649,695 zsf), including 636,312 gsf of office space, 83,648 gsf of retail space, and 91,074 gsf of mechanical space. Further, a replacement stairway would be constructed that connects to the mezzanine level of the 42nd Street Shuttle station in accordance with the existing NYCT easement. (See Chapter 1, “Project Description” for additional details of the One Vanderbilt No-Action development). It is assumed that the Roosevelt Hotel site (Block 1281), the 52 Vanderbilt Avenue site (Block 1279, Lot 45), and the Yale Club at 50 Vanderbilt Avenue (Block 1279, Lot 28) would remain as in existing conditions.

WITH-ACTION CONDITION (2021) In the 2021 With-Action Condition, it is anticipated that the MTA site would be redeveloped with a 30 FAR building, based on current MTA planning. Therefore, the 25,051-square-foot site could be redeveloped with 751,530 zsf of commercial space (939,412 gsf, assuming a standard gross factor of 1.25). The One Vanderbilt site would be developed as described in Chapter 1, “Project Description.” The Roosevelt Hotel site, the 52 Vanderbilt Avenue site, and Yale Club would remain as in existing conditions.

NO-ACTION CONDITION (2033) In the 2033 No-Action condition, it is conservatively assumed that the MTA-owned portions of Block 1279 (the MTA site), Block 1281 (the Roosevelt Hotel site), and the One Vanderbilt site in the Vanderbilt Corridor could each be redeveloped with a commercial building under the existing C5-3 and Special Midtown District regulations, which permit commercial development up to a maximum FAR of 15.0. Therefore, the One Vanderbilt site would be redeveloped as described above. The 25,051-square-foot MTA site could be redeveloped with approximately 375,765 zoning square feet (zsf) of commercial space (469,706 gsf, assuming a standard gross factor of 1.25 to account for mechanical space), and the 43,313-square-foot Roosevelt Hotel site could be redeveloped with 649,695 zsf of commercial space (812,119 gsf, assuming a standard gross factor of 1.25 to account for mechanical space). In addition, it is assumed that the 52 Vanderbilt Avenue site (Block 1279, Lot 45) and the Yale Club at 50 Vanderbilt Avenue (Block 1279, Lot 28) would remain as in existing conditions.

19-7 Vanderbilt Corridor and One Vanderbilt

WITH-ACTION CONDITION (2033) In the With-Action condition, along with the One Vanderbilt site, it is assumed that the MTA site and the Roosevelt Hotel site in the Vanderbilt Corridor could each be redeveloped with a commercial building of 30 FAR, utilizing the new public realm improvement bonus, the increased development rights transfer from landmarks, or a combination of the two. Therefore, the MTA site could be redeveloped as described above, and the Roosevelt Hotel site could be redeveloped with 1,299,390 zsf of commercial space (1,624,237 gsf, assuming a standard gross factor of 1.25). In addition, it is assumed that the 162,330-square-foot building on the 52 Vanderbilt Avenue site would remain at its current built form but would utilize the special permit for hotel use to allow the conversion of the structure from predominantly office use. See Table 19-1 for a summary of projected development by site. The One Vanderbilt site would be developed as described in Chapter 1, “Project Description.” Table 19-1 Projected Development Sites for Conceptual Analysis Map Projected Development Existing No-Action Increment, No Action-With No.1 Site Site Area Conditions (gsf) Condition With-Action Condition Action 2021 Office: 1,079,000 Office: 442,688 Retail: 53,000 Retail: -30,648 Restaurant: 27,000 Restaurant: 27,000 One Vanderbilt site Trading floor: 246,000 Trading floor: 246,000 (Block 1277, Lots 20, 27, Office: 583,569 Office: 636,312 Observation deck/rooftop Observation deck/rooftop 1 46, and 52) 43,313 Retail: 45,978 Retail: 83,648 amenity space: 55,000 amenity space: 55,000 Office: 352,171 Office: 914,361 gsf Local Retail: Local Retail: 25,051 gsf Office: 562,190 gsf MTA site (Block 1279, 10,950 No change in gsf Total: 751,530 zsf Local Retail: 14,101 gsf 22 Lots 23-25, 48) 25,051 Total: 363,121 or use 939,412 gsf Total: 576,291 gsf 52 Vanderbilt Avenue Office: 152,830 No change in gsf 3 site (Block 1279, Lot 45) 9,105 Retail: 9,500 or use No change in gsf or use No change in gsf or use Roosevelt Hotel site Hotel: 598,248 No change in gsf 43 (Block 1281, Lot 21) 43,313 (1,015 rooms) or use No change in gsf or use No change in gsf or use 2033 Office: 1,079,000 Office: 442,688 Retail: 53,000 Retail: - 30,648 Restaurant: 27,000 Restaurant: 27,000 One Vanderbilt site Trading floor: 246,000 Trading floor: 246,000 (Block 1277, Lots 20, 27, Office: 583,569 Office: 636,312 Observation deck/rooftop Observation deck/rooftop 1 46, and 52) 43,313 Retail: 45,978 Retail: 83,648 amenity space: 55,000 amenity space: 55,000 Office: 444,655 gsf Office: 352,171 Local Retail: Office: 914,361 gsf Office: 469,706 gsf Local Retail: 25,051 gsf Local Retail: 25,051 gsf Local Retail: 0 gsf MTA site (Block 1279, 10,950 Total: 375,765 zsf Total: 751,530 zsf Total: 375,765 zsf 2 Lots 23-25, 48) 25,051 Total: 363,121 469,706 gsf 939,412 gsf 469,706 gsf No change in gsf, Office: -162,330 gsf 52 Vanderbilt Avenue Office: 152,830 No change in gsf conversion to hotel Retail: 0 3 site (Block 1279, Lot 45) 9,105 Retail: 9,500 or use (approx.. 250 rooms) Hotel: 250 rooms Office: 768,806 gsf Local Retail: Office: 1,580,924 gsf Office: 812,118 43,313 gsf Local Retail: 43,313 gsf Local Retail: 0 Roosevelt Hotel site Hotel: 598,248 Total: 649,695 zsf Total: 1,299,390 zsf Total: 649,695 zsf 4 (Block 1281, Lot 21) 43,313 (1,015 rooms) 812,119 gsf 1,624,237 gsf 812,118 gsf Notes: 1. See Figure 19-1. 2. Analyzed as Projected Development Site 7 in the East Midtown Rezoning and Related Actions FEIS, together with 50 and 52 Vanderbilt Avenue (Block 1279, Lots 28 and 45, respectively). 3. Analyzed as Projected Development Site 9 in the East Midtown Rezoning and Related Actions FEIS.

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10/16/2014 ROCKEFELLER PLAZA

W 48 ST E 48 ST

W 47 ST E 47 ST

PARKAVE

1282

W 46 ST E 46 ST

1281

Site 4

DE PEW PL W 45 ST E 45 ST

Site 3 Site 2

5 5 AVE

MADISONAVE

1279 LEXINGTONAVE

VANDERBILTAVE W 44 ST E 44 ST E 44 ST

1278

W 43 ST E 43 ST GRAND E 43 ST CENTRAL TERMINAL 1277 Site 1

W 42 ST E 42 ST PARKAVE VIADUCT

E 41 ST

PARK AVE

Proposed Vanderbilt Corridor 0 400 FEET Vanderbilt Corridor Development Sites Vanderbilt Corridor Study Area Boundary (400-Foot Perimeter)

Projected Development Sites for Conceptual Analysis Vanderbilt Corridor and One Vanderbilt Figure 19-1 Chapter 19: Conceptual Analysis

ANALYSIS YEARS There are two analysis years for this conceptual analysis: 2021, which is analyzed to consider the potential development of the MTA site in advance of other projected development sites; and 2033, which is slightly more than 20 years out from the analysis year for the proposed One Vanderbilt development and is the same analysis year analyzed in the East Midtown Rezoning and Related Actions FEIS (2013). The analysis year in that FEIS was based on long-term projections of the East Midtown area’s potential to capture a proportionate share of the City’s new office development.

STUDY AREA The study areas for the conceptual analysis vary by technical area and are defined below.

OTHER ASSUMPTIONS In the absence of specific proposals for redevelopment on the blocks affected by the proposed actions, this chapter can provide only a generic assessment of potential environmental impacts. For some analysis areas (e.g., direct business displacement, shadows, urban design), full analysis at a level consistent with the methodologies for the CEQR Technical Manual will only be possible at the time that a site-specific application for special permit(s) is made, when specific bulk and massing details are available, particularly as any such special permit application would likely include bulk modifications along with the request for additional floor area. Each such special permit would be subject to a separate discretionary approval, and any environmental impacts associated with such action would be assessed and disclosed pursuant to separate environmental review, with a project-specific analysis beyond what is analyzed in this chapter on a conceptual and generic basis.

C. LAND USE, ZONING, AND PUBLIC POLICY The land uses of the projected development sites and surrounding area, as well as the zoning and public policies that apply to the Vanderbilt Corridor, are described in detail in Chapter 2, “Land Use, Zoning, and Public Policy.” The descriptions of existing conditions provided below summarize the information provided in that chapter. The study area for the analysis of land use, zoning, and public policy encompasses the area within a ¼-mile of the Vanderbilt Corridor, and extends roughly from East/West 52nd Street to the north,1 Third Avenue to the east, East/West 37th Street to the south, and Avenue of the Americas to the west. The Vanderbilt Corridor and a large portion of the study area are located within Community District 5, with a portion of the study area also extending to Community District 6. Neither the proposed One Vanderbilt development nor the redevelopment of the three additional projected development sites in the Vanderbilt Corridor pursuant to the proposed actions would result in significant adverse impacts with respect to land use, zoning, or public policy.

1 In Manhattan, streets running east-west are divided into east and west sections by Fifth Avenue.

19-9 Vanderbilt Corridor and One Vanderbilt

EXISTING CONDITIONS

LAND USE The Vanderbilt Corridor is predominantly developed with commercial uses. Two blocks are fully occupied by large modern office towers; the remaining sites within the Vanderbilt Corridor contain older commercial buildings. The One Vanderbilt site contains four lots that are developed with low- to mid-rise commercial office buildings dating from early 20th century. The office spaces on this site are occupied by a wide variety of businesses typical for the East Midtown area, and all four buildings on the project site contain retail space on the first floor. In addition, within the footprint of the building on Lot 27, there is a stairway connection between the street and the 42nd Street Shuttle platform, the Grand Central subway station, and Grand Central Terminal (at the Shuttle passageway); this stairway is accessed on East 42nd Street through the main entrance to the building on Lot 27. The One Vanderbilt site also includes the portion of Vanderbilt Avenue adjacent to the development site, located between East 42nd Street and East 43rd Street, which is a one-way street (60 feet wide) carrying one lane of northbound traffic. The block between East 44th and East 45th Streets (Block 1279, Lots 23-25, 28, 45, and 48) contains three 13- to 20-story buildings that serve as the headquarters of the MTA; a ventilation structure for the East Side Access project, currently under construction; a 20-story office building (52 Vanderbilt Avenue); and the Yale Club, a 22-story building containing clubhouse facilities and guestroom lodgings. The site between East 45th and East 46th Streets (Block 1281, Lot 21) contains the Roosevelt Hotel, an 18-story building dating from the 1920s. The study area includes a portion of the East Midtown neighborhood, one of New York City’s premier commercial districts, which is centered on Grand Central Terminal, one of the City’s primary transportation hubs, located adjacent to the project site. The study area contains some of the largest office towers in the East Midtown area, as well as a particularly dense retail sector. The area also contains a large number of hotels, including major regional hotels similar to the Roosevelt Hotel, such as the Grand Hyatt New York, as well as smaller historic social clubs with lodging facilities similar to the Yale Club. A portion of the southern study area extends into the Murray Hill neighborhood, a more residential area generally built to a lower density than the East Midtown commercial area. For additional description of the study area, see Chapter 2, “Land Use, Zoning and Public Policy.”

ZONING The Vanderbilt Corridor and the majority of the study area are located within a commercial zoning district (C5-3) that covers a large portion of the East Midtown area. The Vanderbilt Corridor, and the additional blocks within the study area immediately surrounding Grand Central Terminal (between East 48th Street and East 41st Street) are located within the Grand Central Subdistrict of the Special Midtown District. This Subdistrict is intended to facilitate the transfer of development rights from Grand Central Terminal to sites on the surrounding blocks, as well as to enhance the pedestrian environment (both above- and below-grade).

PUBLIC POLICY The Vanderbilt Corridor is not located within a historic district, and none of the buildings located in the Vanderbilt Corridor are designated landmarks; however, the Grand Central

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Subdistrict of the Special Midtown District includes several landmarked buildings. As described in Chapter 2, “Land Use, Zoning, and Public Policy,” landmarked buildings may transfer unused development rights to other receiving sites within the Grand Central Subdistrict, which would generate a floor area bonus for developments on receiving sites, with the approval of CPC. The Vanderbilt Corridor and a large portion of the study area also are located within the boundaries of the Grand Central Partnership, a Business Improvement District (BID).

THE FUTURE WITHOUT THE PROPOSED ACTIONS (2021) In the 2021 future without the proposed actions, it is assumed that the One Vanderbilt site could be redeveloped with a commercial building under the existing C5-3 and Special Midtown District regulations, which permit commercial development up to a maximum FAR of 15.0. The One Vanderbilt site would be redeveloped with approximately 811,034 gsf of space (649,695 zsf), including 636,312 gsf of office space, 83,648 gsf of retail space, and 91,074 gsf of mechanical space. The MTA site, the Roosevelt Hotel site, 52 Vanderbilt Avenue, and the Yale Club would remain as in existing conditions. As discussed in Chapter 2, “Land Use, Zoning, and Public Policy,” following the withdrawal of the proposed East Midtown Rezoning, the East Midtown area is currently undergoing additional consideration as part of a broad planning process that includes area stakeholders. The planning process will likely introduce new zoning regulations applicable to the East Midtown portion of the study area that will be in place by 2021, and may begin to result in additional development within the study area. However, because this process is in its preliminary stages with the specific regulations of the rezoning unknown at this time, and because any future proposal would require its own environmental review, this analysis conservatively assumes that the overall area’s zoning would not change by 2021. The East Midtown Rezoning and Related Actions FEIS identified several projected development sites that are expected to be redeveloped by 2021 absent any changes to the zoning regulations. This includes several sites located within the study area, in particular two sites located on the blocks immediately to the west of the Vanderbilt Corridor (Block 1278, Lots 62-64, and Block 1281, Lots 62, 64, and 65). As analyzed in that FEIS, these No-Action redevelopment projects are expected to be primarily residential buildings with retail space on the ground level. This residential redevelopment will be a significant alteration of the land use character of the East Midtown area; however, as noted above, the area is likely to be the subject of new zoning regulations intended to preserve and strengthen the area’s status as a primarily commercial office district. No changes to public policies applicable to the Vanderbilt Corridor or the study area such as the New York City Landmarks Law and the Grand Central Partnership BID are presently contemplated to be made by 2021.

THE FUTURE WITH THE PROPOSED ACTIONS (2021) In the 2021 future with the proposed actions, the proposed floor area bonus mechanisms would become available to sites within the proposed Vanderbilt Corridor. This would allow sites within the Corridor to be redeveloped to a maximum commercial FAR of 30.0, above the base 15.0 FAR maximum or the 21.6 FAR maximum for sites that use the existing landmark development right transfer special permit. By 2021 the One Vanderbilt site and one of the Vanderbilt Corridor projected development sites—the MTA site—are expected to be redeveloped with 30.0 FAR

19-11 Vanderbilt Corridor and One Vanderbilt buildings utilizing the new public realm improvement bonus, the increased development rights transfer from landmarks, or a combination of the two. The proposed One Vanderbilt development and the projected development of the MTA site would be compatible with the existing and proposed high-density commercial uses that are centered on the strong public transit resources in the East Midtown area, and would contribute to the City’s goal of maximizing modern commercial development near Grand Central Terminal. The Roosevelt Hotel site, the 52 Vanderbilt Avenue site, and Yale Club would remain as in existing conditions. The proposed One Vanderbilt development would utilize both the proposed the Grand Central Public Realm Improvement Bonus special permit and the amended landmark transfer special permit (see Chapter 1, “Project Description”). The projected redevelopment of the MTA site could also use either special permit or a combination of the two. In connection with any use of the Public Realm Improvement Bonus, development on the MTA site could include public amenities such as open public spaces, subsurface pedestrian passageways leading to subway or rail mass transit facilities, public plazas, arcades, or improvements to the right-of way such as streetscape, sidewalk, crosswalk, and median enhancements. The development on the MTA site might also be required to be set back from the lot line on the ground floor to provide widened sidewalks.1 The Improvement Bonus could also be achieved through the provision of off-site pedestrian and transit improvements. The types of amenities that would be required and the amount of floor area that would be permitted on the MTA site would be determined by CPC and the City Council during a public review process addressing a specific proposal for the site. To the extent the Public Realm Improvement Bonus is used, redevelopment of the MTA site, like the proposed One Vanderbilt development, would contribute to the goal of improving public circulation and transit access in the area around Grand Central Terminal. Additional assessment of the proposed actions’ potential impact on the Vanderbilt Corridor is included below, under the 2033 With-Action condition, as it is also applicable for the 2021 With-Action condition.

THE FUTURE WITHOUT THE PROPOSED ACTIONS (2033) In the 2033 future without the proposed actions, it is assumed that the One Vanderbilt site, the MTA-owned portions of Block 1279, and Block 1281 in the Vanderbilt Corridor could each be redeveloped with a commercial building under the existing C5-3 and Special Midtown District regulations, which permit commercial development up to a maximum FAR of 15.0. Therefore, the One Vanderbilt site would be redeveloped with approximately 811,034 gsf of space (649,695 zsf), including 636,312 gsf of office space, 83,648 gsf of retail space, and 91,074 gsf of mechanical space; the 25,051-square-foot MTA-owned portion of Block 1279 (Lots 23-25 and 48) could be redeveloped with approximately 375,765 zsf of commercial space (469,706 gsf, assuming a standard gross factor of 1.25 to account for mechanical space); and the 43,313- square-foot Block 1281 could be redeveloped with 649,695 zsf of commercial space (812,119 gsf, assuming a standard gross factor of 1.25 to account for mechanical space). In addition, it is assumed that the other buildings on Block 1279 (52 Vanderbilt Avenue and 50 Vanderbilt Avenue/the Yale Club, Lots 45 and 28, respectively) would remain as in existing conditions.

1 The Grand Central Public Realm Improvement Bonus special permit requires that developments in the Vanderbilt Corridor provide a minimum 20-foot-wide sidewalk along Madison Avenue and a 15-foot- wide sidewalk along the side streets.

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Following the withdrawal of the proposed East Midtown Rezoning, the East Midtown area is currently undergoing additional consideration as part of a broad planning process that includes area stakeholders. The planning process will likely introduce new zoning regulations applicable to the East Midtown portion of the study area that will be in place by 2033, and may result in additional development within the study area. However, because this process is in its preliminary stages and the specific regulations of the Rezoning are not known at this time, and any future proposal would require its own environmental review, this analysis conservatively assumes that the overall area’s zoning would not change by 2033. The East Midtown Rezoning and Related Actions FEIS identified several projected development sites that are expected to be redeveloped by 2033 absent any changes to the zoning regulations. This includes several sites located within the study area, in particular two sites located on the blocks immediately to the west of the Vanderbilt Corridor (Block 1278, Lots 62-64, and Block 1281, Lots 62, 64, and 65). As analyzed in that FEIS, these No-Action redevelopment projects are expected to be primarily residential buildings with ground-level retail space. This residential redevelopment will be a significant alteration the land use character of the East Midtown area; however, as noted above, the area is likely to be the subject of new zoning regulations intended to preserve and strengthen the area’s status as a primarily commercial office district. No changes to public policies applicable to the Vanderbilt Corridor or the study area such as the New York City Landmarks Law and the Grand Central Partnership BID are presently contemplated to be made by 2033.

THE FUTURE WITH THE PROPOSED ACTIONS (2033) In the 2033 future with the proposed actions, the proposed floor area bonus mechanisms would become available to sites within the proposed Vanderbilt Corridor. This would allow sites within the Corridor to be redeveloped to a maximum commercial FAR of 30.0, above the base 15.0 FAR maximum or the 21.6 FAR maximum for sites that use the existing landmark development right transfer special permit. The One Vanderbilt site and two of the Vanderbilt Corridor projected development sites—the MTA site and the Roosevelt Hotel site—are expected to be redeveloped with 30.0 FAR buildings utilizing the new public realm improvement bonus, the increased development rights transfer from landmarks, or a combination of the two. The proposed One Vanderbilt development and the projected development sites within the Vanderbilt Corridor would be compatible with the existing and proposed high-density commercial uses that are centered on the strong public transit resources in the East Midtown area, and would contribute to the City’s goal of maximizing modern commercial development near Grand Central Terminal. The redevelopments of the MTA site and the Roosevelt Hotel site would use either the Grand Central Public Realm Improvement Bonus, through which projects in the Vanderbilt Corridor would receive bonus floor area up to a maximum FAR of 30.0 in connection with public space and transit improvements; the landmark transfer special permit, or a combination of these special permits, and may therefore include public amenities such as open public spaces, subsurface pedestrian passageways leading to subway or rail mass transit facilities, public plazas, arcades, or improvements to the right-of way such as streetscape, sidewalk, crosswalk, and median enhancements. As with the MTA site, the development on the Roosevelt Hotel site may be required to be set back from the lot line on the ground floor to provide widened sidewalks along Madison Avenue and the side streets between Madison and Vanderbilt Avenues, as required by the Grand Central Public Realm Improvement Bonus special permit. The Improvement Bonus also could be achieved through the provision of off-site pedestrian and transit improvements.

19-13 Vanderbilt Corridor and One Vanderbilt

The types of amenities that would be required and the amount of floor area that would be permitted on the MTA site would be determined by CPC and the City Council during a public review process addressing a specific proposal for the site. In this way, the redevelopment of the MTA and Roosevelt Hotel sites, like the proposed One Vanderbilt development, would contribute to the goal of improving public circulation and transit access in the area around Grand Central Terminal. The proposed DCP actions would only apply to the Vanderbilt Corridor; therefore, the proposed actions would not facilitate any other new development in any other part of the study area. Although additional redevelopment may occur within the study area by 2033 as a result of the regulations introduced by a revised East Midtown Rezoning plan, the specific regulations of the Rezoning are not known at this time and thus future development attributable to the Rezoning cannot be determined. Nonetheless, the study area is expected to remain a predominantly commercial area in the East Midtown portion of the study area with a larger residential component in the Murray Hill area. The proposed actions would not alter the underlying zoning in the Vanderbilt Corridor or within the study area, which would remain predominantly a mix of high-density commercial and residential districts. The bonus special permit mechanisms introduced by the proposed text amendment would be similar to existing bonus mechanisms within the Special Midtown District and bonus mechanisms proposed for the area in the East Midtown Rezoning. The Grand Central Public Realm Improvement Bonus special permit would support the goal of providing transit and pedestrian improvements for the East Midtown area and around Grand Central Terminal in particular, and the expanded landmark special permit would support the goal of landmark preservation within the Grand Central Subdistrict. Developments on sites within the Vanderbilt Corridor pursuant to the proposed special permit mechanisms would be subject to individual review under the special permit process to ensure that they provide suitable infrastructure improvements and/or meet the requirements for landmark preservation. Developments that surpass 21.6 FAR would be required to conform to the findings in the Grand Central Public Realm Improvement Bonus special permit regarding the ground-floor level, massing, and energy performance to also ensure that developments at these densities present an overall building plan and distribution of bulk appropriate to the surrounding area. In order to meet the special permit findings, any proposed hotel or hotel enlargement in the Vanderbilt Corridor would be required to incorporate services and facilities that would complement the office uses in East Midtown, such as meeting facilities. This special permit process would ensure the development of full- service hotels that would support the overall East Midtown business district. The proposed actions would not result in any changes to public policies affecting the Vanderbilt Corridor or the study area such as the New York City Landmarks Law or the Grand Central Partnership BID, and any additional development on Vanderbilt Corridor sites anticipated as a result of the proposed actions would be consistent with the applicable public policies. Overall, the proposed actions would not result in any significant adverse impacts to public policies governing the Vanderbilt Corridor or the study area. Furthermore, the proposed actions and the projected development on the Vanderbilt Corridor sites would support PlaNYC’s sustainability goals, particularly those relating to transit-oriented development, energy efficiency, and public open space. Overall, the proposed actions would not result in significant adverse impacts to land use, zoning, and public policy.

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D. SOCIOECONOMIC CONDITIONS Neither the 2021 With-Action condition nor the 2033 With-Action condition would result in significant adverse impacts with respect to socioeconomic conditions. The 2021 and 2033 With- Action conditions would not directly displace any residents, and therefore would not result in significant adverse socioeconomic impacts due to direct residential displacement. The 2021 and 2033 With-Action conditions would not introduce a residential population, and therefore would not introduce a trend that could potentially result in indirect residential displacement. The potential for direct business displacement, indirect business displacement, and adverse effects on specific industries for the 2021 and 2033 With-Action conditions is analyzed below.

2021 The One Vanderbilt site would be redeveloped in the 2021 No-Action condition, and therefore there would be no direct business displacement associated with this site (existing businesses on this site would be displaced in the No-Action condition). The MTA site would not be redeveloped in the 2021 No-Action condition. The ground-floor retail space on the MTA site currently includes three clothing/clothing accessories stores, a limited-service eating establishment, and a sporting goods store. While the office space is currently occupied by the MTA, the MTA is in the process of vacating this site. For this analysis, it is assumed that in 2021, the MTA site would be re-tenanted with a similar mix of ground-retail and professional office uses. Assuming full occupancy and a standard employment ratio of one employee per 250 square feet of commercial office space, there would be an estimated 1,409 office workers on the MTA site. In addition, based on ESRI Business Analyst and Manta employment estimates, the ground-floor retail establishments employ approximately 40 workers. As the 2021 With-Action condition would displace more than 100 employees; assessments of direct business displacement and indirect business displacement are necessary.

DIRECT BUSINESS DISPLACEMENT In the 2021 With-Action condition, the businesses in the 352,171 gsf of office space at the MTA site would be displaced. Although the current tenant (the MTA) is vacating the MTA site, it is assumed that the office space would be re-tenanted with a mix of office tenants in sectors such as: Professional, Scientific, and Technical Services; Finance and Insurance; Real Estate, Rental and Leasing; Administrative, Support, Waste Management, and Remediation Services; and Information. These types of businesses are common in the ¼-mile study area, with 2,470 firms in the Professional, Scientific, and Technical Services sector; 1,703 firms in the Finance and Insurance sector; 571 firms in the Real Estate, Rental and Leasing sector; 998 firms in the Administrative, Support, Waste Management, and Remediation Services sector; and 400 firms in the Information sector.1 The ¼-mile study area has a well-established commercial market with approximately 41.3 million gsf of commercial office space. The direct business displacement on the MTA site would represent approximately 0.8 percent of the office space square footage in the study area in the No-Action condition. When considering that the office buildings on the MTA site are Class B/Class C office buildings, the displacement on Site 2 would represent 0.6 percent of the Class

1 ESRI Business Analyst Online, Business Summary Report, 2014.

19-15 Vanderbilt Corridor and One Vanderbilt

B and Class C office space in Midtown Manhattan.1 Thus, due to the concentration of commercial office uses in the study area, it is expected that the services provided by the displaced office tenants would likely be available to local residents and businesses elsewhere in the study area. The five retail establishments that would be displaced from the MTA site include three clothing/clothing accessories stores, a sporting goods store, and a limited-service eating establishment. The study area contains a particularly dense retail sector, with ground-floor retail stores located along most building frontages. Fifth and Madison Avenues are particular strong shopping corridors with large national retail chains and high-end apparel stores. Within the ¼- mile study area, there are an estimated 234 clothing and clothing accessories stores; 26 sporting goods, hobby, book, and music stores; and 253 food services and drinking places. The products and services provided by the displaced retail business would continue to be available to local customers elsewhere in the trade area. The uses that would be directly displaced in the 2021 With-Action condition represent a small portion of the study area employment (approximately 1.4 percent). Also, given the dense concentration of retail and office space in the study area, it is expected that the products and services that would be displaced would likely continue to be available in the study area in the 2021 With-Action condition. It is expected that the potentially displaced businesses would likely be able to find comparable space within the study area or elsewhere within the borough or City. In addition, there are no regulations or publicly adopted plans to preserve, enhance, or otherwise protect retail and office uses. Therefore, the 2021 With-Action condition would not result in significant adverse direct business displacement impacts.

INDIRECT BUSINESS DISPLACEMENT The 2021 With-Action condition would result in a net increase of 1.00 million gsf of commercial office space, 27,000 gsf of restaurant space, 246,000 gsf of trading floor space, and a 55,000- square-foot observation deck; it would also result in a 16,547 gsf reduction in retail space as compared with the No-Action condition (see “Increment, No Action-With Action” in Table 19-1). Though there would be additional commercial development in the Vanderbilt Corridor in the 2021 With-Action condition as compared with the 2021 No-Action condition, East Midtown has a well-established commercial market, largely defined by a wide variety of office space. The incremental office space—approximately 1.00 million gsf—would represent an approximate 2 percent increase over the office space square footage in the study area in the No-Action condition. This would not be considered substantial in an area already characterized by significant commercial development, and would not be enough to alter or accelerate existing economic trends. While the proposed project would directly displace employment from the MTA site, there would be a net increase in commercial office space. This additional space would introduce workers to the study area, increasing the customer base for existing businesses in the study area. Therefore, based on CEQR Technical Manual guidelines, the 2021 With-Action condition would not result in any significant adverse impacts due to indirect business displacement.

1 Based on a discussion with the Director of Research at Cushman & Wakefield on February 18, 2015, as of year-end 2014, there was 59.5 million square feet of Class B and Class C office space in Midtown Manhattan.

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ADVERSE EFFECTS ON SPECIFIC INDUSTRIES The 2021 With-Action condition would not result in significant adverse impacts on specific industries. The retail and office tenants that would be directly displaced represent a small portion of the businesses and employment within their industries citywide, and the goods and services provided by these businesses can be found elsewhere in the City. Although these businesses are valuable individually and collectively to the City’s economy, the goods and services offered by potentially displaced uses can be found elsewhere within the ¼-mile study area and within the City. Therefore, the 2021 With-Action condition would not affect business conditions in any specific industry within or outside of the study area. Similarly, any potential indirect business displacement that could occur as a result of the 2021 With-Action condition would be limited, and would not be expected to adversely affect conditions within any City industries.

2033 In the 2033 With-Action condition, neither the proposed development of the One Vanderbilt site nor the redevelopment of the three additional projected development sites in the Vanderbilt Corridor pursuant to the proposed zoning text amendment would result in significant adverse impacts with respect to socioeconomic conditions.

DIRECT BUSINESS DISPLACEMENT In addition to the proposed One Vanderbilt site, three additional projected development sites in the Vanderbilt Corridor would be redeveloped with commercial uses, as described in Table 19- 1. The proposed One Vanderbilt site and two of these sites—the MTA site and the Roosevelt Hotel site—would also be redeveloped in the 2033 No-Action condition, and therefore there would be no direct business displacement associated with these sites (existing businesses on these sites would be displaced in the 2033 No-Action condition). The third projected development site—the 52 Vanderbilt Avenue site—would not be redeveloped in the 2033 No- Action condition, and its conversion from an office building to a hotel in the 2033 With-Action condition could result in the direct displacement of more than 100 office and retail employees on the site, which is the CEQR threshold warranting assessment of potential impacts due to direct business displacement. The office-based major tenants at the 52 Vanderbilt Avenue site include businesses in the information; finance and insurance; professional, scientific, and technical; and management of companies and enterprises sectors. The retail businesses include a restaurant and a deli. While all businesses are important to the City’s economy, these potentially displaced businesses do not provide products are services that are essential to the local economy, and these types of goods and services would continue to be found within the study area, borough, and City. These businesses also do not serve a user base that is dependent upon their existing location within the study area. None of the businesses are the subject of regulations or publicly adopted plans aimed at preserving, enhancing, or otherwise protecting them in their current location. It is expected that the potentially displaced businesses would likely be able to find comparable space within the study area or elsewhere within the borough or City.

INDIRECT BUSINESS DISPLACEMENT The redevelopment of the One Vanderbilt site and the three additional projected development sites would result in a more than 2.1 million gsf increase in commercial office space, and an approximately 160,000 gsf increase in hotel use as compared with the 2033 No-Action

19-17 Vanderbilt Corridor and One Vanderbilt condition. This increment exceeds the 200,000-square-foot threshold for assessment of potential indirect business displacement. Though there would be additional office and hotel development as compared with the 2033 No-Action condition, East Midtown is one of the most sought-after dynamic office markets and central business districts in the New York region—largely defined by a wide variety of office space—and the area also contains a large number of hotels, including both major regional hotels as well as smaller historic social clubs with lodging facilities. The Vanderbilt Corridor includes approximately 3 million gsf of office space, and the ¼-mile study area has approximately 41.3 million gsf of office. The additional office space developed in the Vanderbilt Corridor under the 2033 With-Action condition would not represent enough new economic activity to alter existing economic patterns in the area.

ADVERSE EFFECTS ON SPECIFIC INDUSTRIES Like the 2021 With-Action condition, the 2033 With-Action condition would not result in significant adverse impacts on specific industries. The goods and services offered by potentially displaced uses can be found elsewhere within the ¼-mile study area and within the City. Also, any potential indirect business displacement that could occur as a result of the 2033 With-Action condition would be limited, and would not be expected to adversely affect conditions within any City industries. Therefore, the proposed One Vanderbilt development and the redevelopment of the other Vanderbilt Corridor sites—as compared with the 2033 No-Action condition—would not result in any significant adverse impacts due to indirect business displacement.

E. OPEN SPACE

INTRODUCTION This section assesses the potential cumulative impacts on open space resources of the projected additional development in the Vanderbilt Corridor resulting from the proposed actions in addition to the proposed One Vanderbilt development. The One Vanderbilt site, the MTA site, the 52 Vanderbilt Avenue site, and the Roosevelt Hotel site are all currently developed with commercial buildings. None of the sites contain open space; therefore, redevelopment of the sites would not displace or alter any open space resources, and a direct effects analysis is not warranted. The proposed One Vanderbilt development and redevelopment of the projected development sites would introduce a new non-residential population to the Vanderbilt Corridor that would place added demand on nearby open spaces. Therefore, an indirect effects analysis was performed. The analysis follows the methodology described in Chapter 4, “Open Space,” in accordance with the guidelines of the CEQR Technical Manual. The analysis finds that the proposed One Vanderbilt development and the redevelopment of the three additional projected development sites would result in decreases in the passive open space ratio of approximately 2.1 percent in the 2021 With-Action condition and 1.8 percent in the 2033 With- Action condition, which may be considered significant adverse open space impacts. However, similar to One Vanderbilt, additional open space resources, such as a pedestrian plaza, may be included in the redevelopment of the three additional projected development sites, particularly projects that utilize the proposed Grand Central Public Realm Improvement Bonus. New open space resources may preclude a significant adverse open space impact. Any future development within the Vanderbilt Corridor pursuant to the proposed actions would be subject to individual environmental review, which would determine any open space impacts and potential mitigation measures.

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STUDY AREA As described in Chapter 4, “Open Space,” the CEQR Technical Manual recommends using a study area based on a ¼-mile radius for a non-residential open space analysis. The study area for the Vanderbilt Corridor open space analysis includes eight census tracts according to the 2010 U.S. Census (tracts 80, 82, 84, 92, 94, 96, 102, and 104) located partially or wholly within a ¼- mile radius of the Vanderbilt Corridor (see Figure 19-2). In addition to the area considered in the open space analysis for the proposed One Vanderbilt development (see Chapter 4, “Open Space” for details), this study area includes the two census tracts (102 and 104) that are bounded by the Avenue of the Americas, East/West 56th Street, Park Avenue, and East/West 49th Street.

EXISTING CONDITIONS

STUDY AREA NON-RESIDENTIAL POPULATION Based on the data reported in the East Midtown Rezoning and Related Actions FEIS, the eight census tracts in the open space study area contain a total worker population 327,741, a visitor population of 23,806, and a student population of 8,551, for a total non-residential population of 360,098 (see Table 19-2). Table 19-2 Existing Non-Residential Population within the Study Area College/Post- Secondary Student Census Tract Worker Population Population Visitor Population Total Population 80 25,873 40 2,048 27,961 82 44,200 821 2,342 47,363 84 25,195 534 1,216 26,945 92 58,697 0 7,764 66,461 94 48,547 5,202 2,080 55,829 96 41,384 387 2,880 44,651 102 42,310 1,5671 3,208 47,085 104 41,535 0 2,268 43,803 Total 327,741 8,551 23,806 360,098 Notes: 1. Student enrollment of the Laboratory Institute of Merchandising; see Table 4-2 for enrollment of the remaining educational institutions within the study area. Source: East Midtown Rezoning and Related Actions FEIS.

STUDY AREA OPEN SPACE RESOURCES As shown in Table 19-3 and Figure 19-3, there are 41 open space resources located within the non-residential study area. This includes the open space resources included in the One Vanderbilt open space analysis, such as Bryant Park (see Chapter 4, “Open Space” for details), and 18 additional resources located within census tracts 102 and 104. Of the additional resources, Rockefeller Plaza (the public area within the Rockefeller Center campus) is the most prominent, with a total of 0.83 acres of open space. Rockefeller Plaza is a particularly popular resource for tourists and features seasonal attractions, including a skating rink during winter. As in the case of the One Vanderbilt open space analysis, several resources are indoor passive recreational spaces that are open to the public during daytime hours, such as a below-grade plaza and seating area located at 650 Fifth Avenue. These open spaces contain a total of 15.57 acres of open space, of which 15.11 acres are passive open space.

19-19 W 57 ST E 57 ST 3AVE

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X Conceptual Non-Residential Open Space Study Area Vanderbilt Corridor and One Vanderbilt Figure 19-2 E 57 ST 3AVE W 56 ST 8/15/2014 E 56 ST 24 25 PARK AVE W 55 ST E 55 ST

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Conceptual Open Space Analysis X -Open Space Resources Vanderbilt Corridor and One Vanderbilt Figure 19-3 Vanderbilt Corridor and One Vanderbilt

Table 19-3 Existing Publicly Accessible Open Space Inventory Acres of Acres of Map Active Passive Ref. Owner or Open Open Total Condition/ No.1 Name/Location Agency Features Space Space Acres Utilization Tables and chairs, benches, monuments and fountains, landscaping and trees, vendors, game area, carousel, pétanque courts, reading area, temporary ice 1 Bryant Park DPR rink (seasonal) 0.252 4.33 4.58 Excellent/High Stephen A. Plaza/terrace, tables and Schwarzman chairs, seating steps, 2 Building Steps NYPL/DPR statues, plantings and trees 0 1.01 1.01 Excellent/Moderate Fifth Ave Plaza, trees and planters, 3 Fifth Avenue Tower Condo—B.H. seating wall/ledges 0 0.05 0.05 N/A3 425 Fifth Avenue Condominium/ AKAM Plaza, seating wall/ledges, 4 425 Fifth Avenue Associates planters and trees 0 0.09 0.09 N/A3 Indoor arcade with tables 120 Park and chairs, plantings, Sculpture Court at Avenue seating wall/ledges; Phillip Morris Associates, outdoor arcade with seating 5 International LLC wall/ledges 0 0.21 0.21 Good/Moderate Plaza/arcade, trees, planters, marble benches, Kato Kagaku seating wall/ledges, tables 6 Tower 49 Co., LTC and movable chairs 0 0.27 0.27 Good/Moderate Plaza, trees, planters with Broadway 280 seating ledges, tables and 7 280 Park Avenue Park Fee movable chairs 0 0.40 0.40 N/A3 Fisher-Park Westvaco, 299 Park Lane Owner Plaza/arcade, trees, 8 Avenue LLC planters, benches 0 0.36 0.36 Good/Low Cosmopolitan Plaza, trees, planters with Condominiums, 141 Cosmopolitan seating ledges, seating 9 East 48th Street Condominiums wall/ledges 0 0.06 0.06 Good/Low Teachers Insurance and Annuity Plaza, seating wall/ledges, Association of food trucks, restaurant 10 780 Third Avenue America tables and chairs 0 0.09 0.09 Good/Moderate 575 Fifth Indoor plaza with tables Avenue and movable chairs, 11 575 Fifth Avenue Condominium garbage cans 0 0.23 0.23 Excellent/High Brookfield Plaza/arcade, planters, 12 245 Park Avenue Financial seating ledges 0 0.79 0.79 Good/Low Hines 425 Plaza, seating wall/ledges, 425 Lexington Lexington planters with seating 13 Avenue Avenue, LLC ledges, garbage cans 0 1.00 0.10 Good/Low Emigrant Savings Bank, 6 East 43rd 6 East 43rd Plaza, planters with seating 14 Street Street Corp. ledges, statue 0 0.03 0.03 Good/Low 101 Park Avenue Plaza/arcade, plantings, 101 Park Avenue Associates, seating wall/ledges, seating 15 Plaza LLC steps, water feature 0 0.34 0.34 Good/Moderate

19-20 Chapter 19: Conceptual Analysis

Table 19-3 (cont’d) Existing Publicly Accessible Open Space Inventory Acres of Acres of Map Active Passive Ref. Owner or Open Open Total Condition/ No.1 Name/Location Agency Features Space Space Acres Utilization Two Grand Central Tower, 140 East 2 GCT Plaza/arcade, planters, 16 45th Street Partners, LLC seating ledge garbage cans 0 0.11 0.11 Good/Low Third Avenue Plaza/arcade, trees, Tower Owner, planters with seating, 17 600 Third Avenue LLC ledges, lighting 0 0.20 0.20 Fair/Low Outdoor plaza with trees, planters with seating ledges, benches, seating wall/ledges, garbage cans; indoor arcade with benches, seating wall/ledges, lighting, heating; landscaped terrace with trees, planters, Grand Central benches, tables and Plaza, 622 Third 622 Third Ave movable chairs, lattice, 18 Avenue Company, LLC garbage cans 0 0.62 0.62 Good/Moderate 275 Park Avenue 277 Park Plaza/arcade, seating 19 Plaza Avenue LLC ledges, planters 0 0.13 0.13 Good/Low 1166 Sixth Avenue A of A Condo Plaza/through-block Plaza arcade, tables and chairs, benches, seating walls and ledges, trees, planters, 20 sculpture 0 0.63 0.63 Excellent/High Grace Plaza, 1114 1114 Plaza/arcade, trees, Sixth Avenue Trizechahn- plantings, tables and Swig, LLC chairs, benches, water 21 fountain, food vendor 0 0.52 0.52 Excellent/High 420 Fifth Avenue Dryland Plaza Properties, Plaza, trees, planters, LLC/CVS seating wall and ledges, 22 Albany, LLC bicycle rack 0 0.09 0.09 Good/Moderate Murray Hill Mews, Murray Hill 160 East 38th Mews Owners, Plaza, trees, planters, 23 Street CP benches 0 0.15 0.15 Good/Low Indoor plaza and through- block arcade, tables and 550 Madison chairs, benches, plantings, Sony Plaza, 550 Avenue Trust, vendors, exhibition space; 24 Madison Avenue Ltd. outdoor arcade, plantings 0 0.32 0.32 Excellent/High Park Avenue Tower, 65 East 55th NY-Midtown Plaza, planters with seating 25 Street Properties ledges 0 0.15 0.15 Good/Low Warburg Dillon Read Plaza, 535 Plaza/arcade, tables and Madison Avenue Madison Tower chairs, trees, planters with 26 Plaza Association seating ledges 0 0.15 0.15 Good/High Plaza, seating wall and 1330 Sixth Avenue 1330 ledges/steps, planters, 27 Plaza Acquisition Co. sculpture, tables and chairs 0 0.14 0.14 Good/Low Greenpark Vest-pocket park, trees, Paley Park, 3 East Foundation, plantings, tables and 28 53rd Street Inc. chairs, water feature 0 0.10 0.10 Excellent/High

19-21 Vanderbilt Corridor and One Vanderbilt

Table 19-3 (cont’d) Existing Publicly Accessible Open Space Inventory Acres of Acres of Map Active Passive Ref. Owner or Open Open Total Condition/ No.1 Name/Location Agency Features Space Space Acres Utilization 520 Madison Eli Acquistion, Plaza, trees, tables and 29 Avenue Plaza LLC chairs, sculpture 0 0.06 0.06 Good/High 390 Park Lever House, 390 Avenue Plaza, trees, planters, 30 Park Avenue Associates benches, sculpture 0 0.26 0.26 Good/Moderate CBS Building, 51 Plaza, seating wall and 31 West 52nd Street CBS, Inc. ledges 0 0.22 0.22 Good/Moderate Plaza and through-block Morgan Stanley arcade, trees, plantings, Smith Barney, 31 40 West 53rd seating wall and ledges, 32 West 52nd Street Partners sculptures 0 0.28 0.28 Excellent/High Millenium HarperCollins Estates, Plaza/through-block arcade Publishers, 10 East Ltd./10E53 with retail, planters, seating 33 53rd Street Owner, LLC wall and ledges 0 0.15 0.15 N/A-Construction Indoor plaza, tables and Park Avenue chairs, vendors, exhibition Park Avenue Plaza, Plaza Owner, space, water feature, 34 55 East 52nd Street LLC artwork 0 0.30 0.30 Good/Moderate 650 Fifth Below-grade plaza with 650 Fifth Avenue Avenue tables and chairs, fixed 35 Plaza Company seats, food vendor 0 0.10 0.10 Good/High Olympic Tower, 634 Olympic Tower Atrium with planters, tables 36 Fifth Avenue Condominium and chairs, artwork 0 0.20 0.20 Excellent/Low Plaza, seating wall and 40 East 52nd Street 40 East 52nd ledges, planters, water 37 Plaza Street, LP feature 0 0.09 0.09 Good/High St. Patrick's Cathedral, 460 Diocese of New 38 Madison Avenue York Plaza, seating steps 0 0.74 0.74 Fair/Moderate4 New York Palace Hotel, 457 Madison New York Courtyard, plantings, tables 39 Avenue Palace Hotel and chairs 0 0.14 0.14 Good/High Plaza, trees, plantings, through-block arcade, ice skating rink (seasonal), Rockefeller retail, statue/fountain, café 40 Rockefeller Plaza Group (seasonal) 0.21 0.62 0.83 Excellent/High Wells Fargo Madison Building, 437 Avenue Plaza/arcade, seating wall 41 Madison Avenue Leasehold, LLC and ledges/steps 0 0.28 0.28 Fair/Moderate5 Non-Residential Study Area Total 0.46 15.11 15.57 Notes: 1. See Figure 19-3 for location of open spaces. 2. For purposes of analysis, the pétanque court (0.05 acres) and ½ of the seasonal ice skating rink (0.20 acres) in Bryant Park are included as active recreation spaces. 3. Open spaces with no listed condition or utilization were temporarily closed to the public due to construction on adjacent buildings at the time of surveying in April and July 2014. 4. The open space around St. Patrick’s Cathedral was partially closed to the public due to ongoing façade restoration work on the Cathedral, with the accessible space largely covered by scaffolding. 5. A portion of the Wells Fargo Building open space was closed to the public due to construction. Sources: DPR open space data base; East Midtown Rezoning and Related Actions FEIS; Jerold S. Kayen, Privately Owned Public Spaces (The New York City Department of City Planning and the Municipal Art Society of New York, 2000); AKRF, Inc. field survey, April and July, 2014.

19-22 Chapter 19: Conceptual Analysis

ADEQUACY OF OPEN SPACES As described in Chapter 4, “Open Space,” the non-residential open space analysis focuses on passive open spaces because these are the open spaces that non-residents would be most likely to use; the adequacy of the open spaces in the area is assessed by comparing the ratio of non- residents to acres of passive open space with the City’s planning goal of 0.15 acres of passive space per 1,000 non-residents. The study area has an existing ratio of 0.04 acres of passive open space per 1,000 non-residents, which is below the City’s goal of 0.15 acres (see Table 19-4). Table 19-4 Existing Conditions: Adequacy of Open Space Resources Open Space Ratios per 1,000 Open Space Acreage People Open Space Goals Total Population Total Active Passive Total Active Passive Total Active Passive Non-Residential (¼-Mile) Study Area Non- Residents 360,098 15.57 0.46 15.11 0.04 0 0.04 N/A N/A 0.15 Notes: Ratios in acres per 1,000 people. Sources: DPR open space data base; East Midtown Rezoning and Related Actions FEIS; AKRF, Inc. field survey, April and July, 2014.

THE FUTURE WITHOUT THE PROPOSED ACTIONS (2021)

STUDY AREA NON-RESIDENTIAL POPULATION

Projected Development Sites Absent the proposed actions, in 2021 the One Vanderbilt site would be redeveloped with a commercial building under the existing zoning regulations, which would introduce 2,796 new workers. The MTA site, the 52 Vanderbilt site, and the Roosevelt Hotel site would all remain in their current conditions and would not introduce any additional workers. Study Area Several development projects within the study area are expected to introduce new non-residents by 2021. This includes commercial projects within Census Tracts 80, 82, 84, 92, 94, and 96 previously discussed in Chapter 4, “Open Space.” Several additional projects located in Census Tracts 102 and 104 will introduce new non-residents to the study area, such as the Tower Verre (53 West 53rd Street), a 300-unit residential building that will also contain expansion space for the Museum of Modern Art. As shown on Table 19-5, the No-Action projects within the study area are expected to introduce a total of 4,421 workers and 3,704 visitors to the study area by 2021. With the addition of the new workers from the No-Action redevelopment of the One Vanderbilt site, as well as the new workers (4,421) and visitors (3,704) from the additional projects expected to be complete by 2021, the non-residential population within the study area is expected to increase to 371,019.

19-23 Vanderbilt Corridor and One Vanderbilt

Table 19-5 2021 No-Action Condition: Population from Additional Projects in the Study Area Map Ref. Status/Build No.1 Project Name/Address Development Program Year2 Workers3 Visitors4 Development Projects Mixed commercial/residential: 121,024 gsf hotel 1 516-520 Fifth Avenue (208 rooms), residential (145 units), 35,000 gsf 2021 189 371 retail Mixed commercial/residential: 4,500 gsf 2 14-20 West 40th Street restaurant/retail, residential (91 units) and hotel 2021 99 384 (215 rooms) Commercial: 119,449 gsf hotel (284 rooms), 7,500 3 451 Lexington Avenue 2015 129 507 gsf retail 4 30 West 46th Street Commercial: 72,191 gsf hotel (196 rooms) 2021 73 350 Archer NY Hotel, 45 West 5 Commercial: hotel with 180 rooms 2014 67 321 38th Street International Gem Tower, 5 6 Commercial: 748,000 gsf office 2014 2,992 - 50 West 47th Street Commercial: 7,500 gsf retail, 234,348 gsf hotel 7 686-700 Third Avenue 2021 158 644 (361 rooms) 8 36 East 51st Street Commercial 65,276 gsf office, 4,000 gsf retail 2015 273 - Baccarat Hotel and Mixed commercial/residential: hotel with 114 9 Residences, 18-20 West rooms, 70 residential units, 5,014 gsf community 2014 51 203 53rd Street facility (Donnell Library) Mixed commercial/residential: hotel will 167 Tower Verre, 53 West 53rd 10 rooms, 300 residential units, 68,097 gsf 2021 143 298 Street community facility (MoMA expansion) John Pierce Residences, Mixed commercial/residential: 19,322 gsf retail, 11 2021 69 - 11 East 51st Street 269 residential units Commercial: 11,166 gsf retail, hotel with 253 12 19 East 54th Street 2021 129 451 rooms Mixed commercial/residential: 2,370 gsf retail, 6 13 325 Lexington Avenue 2014 12 - residential (125 units) 14 23 East 39th Street Commercial: 32,871 gsf hotel (98 rooms) 2021 37 175 Total 4,421 3,704 Open Space Projects A Pershing Square Plaza Plaza with landscaping and seating (0.37 acres) 2015 - -

Plaza attached to John Pierce Residences B 11 East 51st Street commercial/residential project (see project no. 11) 2021 - - (0.07 acres) Notes: 1. See Figure 19-4. 2. Projects that are currently under construction are assumed to be complete by 2015; projects for which an expected date of completion date is not available are assumed to be complete by the proposed One Vanderbilt development’s Build Year of 2021. 3. Based on estimates of one worker per 250 gsf of office space, one worker per 333 gsf of retail space, one worker per 2.67 hotel rooms, one worker per 25 residential units, and one worker per 1,000 gsf of community facility space. 4. Based on estimated number of hotel guests, calculated by multiplying the number of hotel rooms by an occupancy rate of 89.2 percent and two guests per occupied room, following the calculations of the East Midtown Rezoning and Related Actions FEIS. 5. Construction of the International Gem Tower is substantially complete and the building is currently operating under a Temporary Certificate of Occupancy (TCO), but has yet to be fully occupied. 6. Construction of 325 Lexington Avenue is substantially complete, and the building is currently operating under a TCO, but has yet to be fully occupied. Sources: East Midtown Rezoning and Related Actions FEIS (2013); New York Public Library Central Library Plan Environmental Assessment Statement (EAS)(2013); DCP; NYC Dept. of Buildings.

STUDY AREA OPEN SPACE RESOURCES In addition to Pershing Square Plaza discussed in Chapter 4, “Open Space,” a 0.07-acre public plaza is expected to be constructed with the John Pierce Residences project located at 11 East

19-24 E 57 ST 3AVE W 56 ST 3/18/2015 E 56 ST

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Conceptual Open Space Analysis X -No Build Projects Vanderbilt Corridor and One Vanderbilt Figure 19-4 This figure has been updated for the FEIS Chapter 19: Conceptual Analysis

51st Street. In total, the two open space projects are expected to introduce 0.44 acres of passive open space, bringing the total open space within the study area to 16.01 acres, of which 15.55 acres are passive open space.

ADEQUACY OF OPEN SPACES As shown in Table 19-6, with a total non-residential population of 371,019 and 15.55 acres of passive open space, the passive open space ratio within the study area would decrease incrementally in the 2021 No-Action condition but would remain at 0.04 acres of passive open space per 1,000 non-residents, below the City’s goal of 0.15 acres of passive open space per 1,000 non-residents. Table 19-6 2021 No-Action Condition: Adequacy of Open Space Resources Open Space Ratios per 1,000 Open Space Acreage People Open Space Goals Total Population Total Active Passive Total Active Passive Total Active Passive Non-Residential (1/4-Mile) Study Area Non- Residents 371,019 16.01 0.46 15.55 0.04 0 0.04 N/A N/A 0.15 Notes: Ratios in acres per 1,000 people. Sources: DPR open space data base; East Midtown Rezoning and Related Actions FEIS; AKRF, Inc. field survey, April and July, 2014.

THE FUTURE WITH THE PROPOSED ACTIONS (2021)

STUDY AREA NON-RESIDENTIAL POPULATION With the proposed actions, in 2021 it is assumed that the MTA site would be redeveloped with a 30 FAR building containing 939,412 gsf of commercial space and the One Vanderbilt site would be developed as described in Chapter 1, “Project Description.” As shown in Table 19-7, these two projects would introduce a total non-residential population of 14,611 (11,023 workers and 3,588 visitors). Table 19-7 2021 With-Action Condition: Vanderbilt Corridor Population Use Floor Area Workers1 Visitors Block 1279, Lots 23-25, 48 (MTA) Office 444,655 gsf 3,657 - Retail 25,051 gsf 75 - Proposed One Vanderbilt development 7,291 3,5882 Total 11,023 3,588 Notes: 1. Based on estimates of one worker per 250 gsf of office space, one worker per 333 gsf of retail or restaurant space, and one worker per 2.67 hotel rooms. 2. See Chapter 4, “Open Space,” for estimate of visitors introduced by the proposed One Vanderbilt development’s observation deck.

In the 2021 No-Action condition the redevelopment of the One Vanderbilt site would result in the introduction of 2,796 workers to the Vanderbilt Corridor. Therefore, the incremental increase in the number of non-residents introduced by the projected development on the MTA site and the proposed One Vanderbilt development is 8,227 workers and 3,588 visitors. With the addition

19-25 Vanderbilt Corridor and One Vanderbilt of these new non-residents, the 2021 study area non-residential population would increase to 385,630.

STUDY AREA OPEN SPACE RESOURCES As described in Chapter 4, “Open Space,” as part of the proposed One Vanderbilt development, the portion of Vanderbilt Avenue located immediately to the east of the One Vanderbilt site (between East 42nd and East 43rd Streets) would be closed to vehicular traffic, except for emergency vehicles, and mapped as a public place, which would create a new resource with 0.28 acres of passive open space. The projected redevelopment of the MTA site would use either the Grand Central Public Realm Improvement Bonus special permit, the amended ZR Section 81- 635 landmark transfer special permit, or a combination of these special permits, and may therefore include public realm improvements such as pedestrian plazas, similar to the proposed Vanderbilt Avenue public place, or indoor spaces similar to the arcades and atriums included in other large commercial buildings in the study area. While the projected development on the MTA site may introduce a new public open space resource, at the conceptual planning stage the type and size of the resource is unknown. Therefore, for the purposes of analysis, it is assumed that the only additional open space resource in the Vanderbilt Corridor resulting from the proposed actions would be the 0.28-acre Vanderbilt Avenue public place, and the study area would increase to 16.29 acres, of which 15.83 acres are passive open space.

ADEQUACY OF OPEN SPACES As shown in Tables 19-8 and 19-9, with a total non-residential population of 385,630 and 15.83 acres of passive open space, the passive open space ratio within the study area would decrease by approximately 2.1 percent in the 2021 With-Action condition as compared with the 2021 No- Action condition, and would remain at 0.04 acres of passive open space per 1,000 non-residents, below the City’s goal of 0.15 acres of passive open space per 1,000 non-residents. Table 19-8 2021 With-Action Condition: Adequacy of Open Space Resources Open Space Ratios per 1,000 Open Space Acreage People Open Space Goals Total Population Total Active Passive Total Active Passive Total Active Passive Non-Residential (1/4-Mile) Study Area Non- Residents 385,630 16.29 0.46 15.83 0.04 0 0.04 N/A N/A 0.15 Notes: Ratios in acres per 1,000 people Sources: DPR open space data base; East Midtown Rezoning and Related Actions FEIS; AKRF, Inc. field survey, April and July, 2014

Table 19-9 Open Space Ratios Summary City Goal (acres per 1,000 2033 No-Action 2033 With-Action Percent Ratio non-residents) Condition Condition Change Passive 0.15 0.04 0.04 -2.06%

Although the passive open space ratio would remain below the City goals as indicated in the CEQR Technical Manual, it is recognized that these goals are not feasible for many areas of the City, particularly densely populated areas such as Midtown Manhattan, and they are not

19-26 Chapter 19: Conceptual Analysis

considered impact thresholds. The CEQR Technical Manual indicates that if the study area exhibits a particularly low open space ratio, a decrease in the open space ratio of as little as 1 percent could be considered significant. Given the lack of open space resources in the East Midtown area, which was identified as a concern during the public review of the proposed East Midtown Rezoning, and the low open space ratio within the study area (approximately one- quarter of the City’s goal of 0.15 acres of passive open space per 1,000 non-residents), the decrease in the open space ratio of approximately 2.1 percent in the Vanderbilt Corridor in the 2021 With-Action condition may be considered a significant adverse impact. A qualitative assessment of the potential impact of projected development in the Vanderbilt Corridor on open space resources is included below under the 2033 analysis.

THE FUTURE WITHOUT THE PROPOSED ACTIONS (2033)

STUDY AREA NON-RESIDENTIAL POPULATION

Projected Development Sites Absent the proposed actions, by 2033 two of the projected development sites (the MTA site and the Roosevelt Hotel site) are expected to be redeveloped with commercial buildings under the existing zoning regulations. As described in Chapter 4, “Open Space,” absent the proposed actions the One Vanderbilt site would also be redevelopment with a commercial building under the existing zoning regulations, which would introduce 2,796 new workers. As shown in Table 19-10, the redevelopment of the two projected development sites and the One Vanderbilt site is expected to introduce a total of 7,855 workers to the study area. Table 19-10 2033 No-Action Condition: Vanderbilt Corridor Population Use Floor Area Workers1 Block 1279, Lots 23-25, 48 (MTA) Office 444,655 gsf 1,779 Retail 25,051 gsf 75 Block 1281, Lot 21 (Roosevelt Hotel) Office 768,806 gsf 3,075 Retail 43,313 gsf 130 One Vanderbilt No-Action Building 2,796 Total 7,855 Note: 1. Based on estimates of one worker per 250 gsf of office space and one worker per 333 gsf of retail space.

Study Area In addition to the projects identified above in Table 19-5, the East Midtown Rezoning and Related Actions FEIS also identified several Projected Development Sites that are expected to be redeveloped by 2033 absent any changes to the zoning regulations; as analyzed in the FEIS, these No-Action redevelopment projects are expected to contain a total of 62,792 gsf of retail and 766 residential units. As shown on Table 19-11, the No-Action projects within the study area are expected to introduce a total of 4,641 workers and 3,704 visitors to the study area by 2033.

19-27 Vanderbilt Corridor and One Vanderbilt

Table 19-11 2033 No-Action Condition: Population from Additional Projects in the Study Area Map Ref. Status/Build No.1 Project Name/Address Development Program Year Workers Visitors Development Projects 2021 Projected Developments2 2021 4,421 3,704 East Midtown No-Action Developments 2033 220 - Total 4,461 3,704 Notes: 1. See Figure 19-4. 2. See Table 19-5. Sources: East Midtown Rezoning and Related Actions FEIS (2013); New York Public Library Central Library Plan Environmental Assessment Statement (EAS)(2013); DCP; NYC Dept. of Buildings.

With the addition of the new workers from the No-Action redevelopment of the One Vanderbilt site, the MTA site, and the Roosevelt Hotel site (7,855), as well as the new workers (4,461) and visitors (3,704) from the additional projects expected to be complete by 2033, the non-residential population within the study area is expected to increase to 376,298.

ADEQUACY OF OPEN SPACES As shown in Table 19-12, with a total non-residential population of 376,298 and 15.55 acres of passive open space, the passive open space ratio within the study area would decrease incrementally in the No-Action condition but would remain at 0.04 acres of passive open space per 1,000 non-residents, below the City’s goal of 0.15 acres of passive open space per 1,000 non-residents. Table 19-12 2033 No-Action Condition: Adequacy of Open Space Resources Open Space Ratios per 1,000 Open Space Acreage People Open Space Goals Total Population Total Active Passive Total Active Passive Total Active Passive Non-Residential (1/4-Mile) Study Area Non- Residents 376,298 16.01 0.46 15.55 0.04 0 0.04 N/A N/A 0.15 Notes: Ratios in acres per 1,000 people. Sources: DPR open space data base; East Midtown Rezoning and Related Actions FEIS; AKRF, Inc. field survey, April and July, 2014.

THE FUTURE WITH THE PROPOSED ACTIONS (2033)

STUDY AREA NON-RESIDENTIAL POPULATION As shown in Table 19-13, the projected redevelopment of the Roosevelt Hotel site with a 30.0 FAR building would introduce 6,454 workers to the Vanderbilt Corridor. In addition, the projected conversion of the 52 Vanderbilt building into a 250-room hotel would introduce 94 workers and 445 visitors to the Vanderbilt Corridor. The redevelopment of the MTA site and the proposed One Vanderbilt development would introduce a total non-residential population of 14,611 (11,023 workers and 3,588 visitors) (the 2021 total). In total, the projected development in the Vanderbilt Corridor resulting from the proposed actions would introduce approximately 21,604 non-residents (17,571 workers and 4,033 visitors) to the study area by 2033.

19-28 Chapter 19: Conceptual Analysis

Table 19-13 2033 With-Action Condition: Vanderbilt Corridor Population Use Floor Area Workers1 Visitors Block 1279, Lot 45 (52 Vanderbilt Avenue) Hotel 162,330 gsf (250 rooms) 94 4452 Block 1281, Lot 21 (Roosevelt Hotel) Office 1,580,924 gsf 6,324 - Retail 43,313 gsf 130 - Proposed One Vanderbilt and MTA site development (2021 total) 11,023 3,588 2033 Total 17,571 4,033 Notes: 1. Based on estimates of one worker per 250 gsf of office space, one worker per 333 gsf of retail or restaurant space, and one worker per 2.67 hotel rooms. 2. Based on estimated number of hotel guests, calculated by multiplying the number of hotel rooms by an occupancy rate of 89.2 percent and two guests per occupied room, following the calculations of the East Midtown Rezoning and Related Actions FEIS.

As noted above, in the 2033 No-Action condition the redevelopment of the One Vanderbilt site, the MTA site, and the Roosevelt Hotel site with 15.0 FAR buildings would result in the introduction of 7,855 workers to the Vanderbilt Corridor. Therefore, the incremental increase in the number of non-residents introduced by the projected developments in the Vanderbilt Corridor and the proposed One Vanderbilt development is 9,716 workers and 4,033 visitors. With the addition of these new non-residents, the study area non-residential population would increase to 390,047.

STUDY AREA OPEN SPACE RESOURCES As part of the proposed One Vanderbilt development, a public place with 0.28 acres of passive open space resource would be created on the portion of Vanderbilt Avenue located immediately to the east of the One Vanderbilt site (between East 42nd and East 43rd Streets). While the projected developments on the MTA site and the Roosevelt Hotel site may introduce new public open space resources, at the conceptual planning stage the type and size of the resource is unknown. Therefore, as in the 2021 With-Action condition, in the 2033 With-Action condition, the study area would increase to 16.29 acres, of which 15.83 acres are passive open space.

ADEQUACY OF OPEN SPACES

Quantitative Assessment As shown in Tables 19-14 and 19-15, with a total non-residential population of 390,047 and 15.83 acres of passive open space, the passive open space ratio within the study area would decrease by approximately 1.8 percent in the 2033 With-Action condition as compared with the 2033 No-Action condition, and would remain at 0.04 acres of passive open space per 1,000 non- residents, below the City’s goal of 0.15 acres of passive open space per 1,000 non-residents.

19-29 Vanderbilt Corridor and One Vanderbilt

Table 19-14 2033 With-Action Condition: Adequacy of Open Space Resources Open Space Ratios per 1,000 Open Space Acreage People Open Space Goals Total Population Total Active Passive Total Active Passive Total Active Passive Non-Residential (1/4-Mile) Study Area Non- Residents 390,047 16.29 0.46 15.83 0.04 0 0.04 N/A N/A 0.15 Notes: Ratios in acres per 1,000 people Sources: DPR open space data base; East Midtown Rezoning and Related Actions FEIS; AKRF, Inc. field survey, April and July, 2014

Table 19-15 Open Space Ratios Summary City Goal (acres per 1,000 2033 No-Action 2033 With-Action Percent Ratio non-residents) Condition Condition Change Passive 0.15 0.04 0.04 -1.79%

The CEQR Technical Manual indicates that if the study area exhibits a particularly low open space ratio, a decrease in the open space ratio of as little as 1 percent could be considered significant. Similar to the 2021 With-Action condition, the decrease in the open space ratio of approximately 1.8 percent in the Vanderbilt Corridor in the 2033 With-Action condition may be considered a significant adverse impact. Qualitative Assessment As described in Chapter 4, “Open Space,” the proposed One Vanderbilt development, which includes the creation of a new open space resource, the Vanderbilt Avenue public place, would not result in a significant adverse open space impact. However, the introduction of a new non- residential population through the redevelopment of three additional projected development sites in combination with the proposed One Vanderbilt development may result in a decrease in the passive open space ratio that would be considered a significant adverse open space impact in both the 2021 and 2033 With-Action conditions. The projected development projects on the MTA and Roosevelt Hotel sites would use either the Grand Central Public Realm Improvement Bonus special permit, the amended ZR Section 81-635 landmark transfer special permit, or a combination of these special permits, and therefore may be required to provide on-site or off-site improvements to support pedestrian circulation. As part of the public and environmental review of those projects, it may be determined that on-site public open space resources such as a pedestrian plaza would provide the greatest public benefit for the Vanderbilt Corridor. As a result, those projected development sites may include additional open space resources to preclude a significant adverse impact. Additionally, other forms of support for area open space, such as funding for improvements to other resources as part of the improvements to the public realm, could be employed as partial or full mitigation for a significant adverse open space impact. As with the proposed One Vanderbilt development, the redevelopment of the three additional projected development sites within the Vanderbilt Corridor would be subject to environmental review, which would determine the full impacts of development on the MTA site, 52 Vanderbilt Avenue site, and Roosevelt Hotel site on open space.

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F. HISTORIC AND CULTURAL RESOURCES

ARCHAEOLOGICAL RESOURCES The study area for archaeological resources is the Vanderbilt Corridor and the site of the proposed public place. The New York City Landmarks Preservation Commission (LPC) was consulted and determined that the Vanderbilt Corridor and the site of the proposed public place do not have any archaeological significance. Therefore, no further consideration of archaeological resources was warranted.

ARCHITECTURAL RESOURCES

EXISTING CONDITIONS As described in Chapter 6, “Historic and Cultural Resources” and shown on Figure 6-1, there are three architectural resources located on Blocks 1279 and 1281 of the Vanderbilt Corridor. These resources are: • The Yale Club at 50 Vanderbilt Avenue on Block 1279 (#2 in Table 6-1, see view 3 of Figure 6-3). The Yale Club has been determined to appear eligible for designation as a New York City Landmark (NYCL). • The Vanderbilt Concourse Building on the 52 Vanderbilt Avenue site (#3 in Table 6-1, see view 4 of Figure 6-3). The Vanderbilt Concourse Building has been determined to appear eligible for listing on the State and National Registers of Historic Places (S/NR). • The Roosevelt Hotel on the Roosevelt Hotel site (#4 in Table 6-1, see Figure 6-4). The Roosevelt Hotel has been determined to appear both NYCL-eligible and S/NR eligible. On the One Vanderbilt site, the Vanderbilt Avenue Building at 51 East 42nd Street has been determined to be S/NR-eligible (see Chapter 6, “Historic and Cultural Resources” for details). There are numerous architectural resources located within the Vanderbilt Corridor study area as described in Chapter 6, “Historic and Cultural Resources” and shown on Figure 6-1.

THE FUTURE WITHOUT THE PROPOSED ACTIONS (2021)

Block 1277—One Vanderbilt Site The four buildings located on the One Vanderbilt site, including the S/NR-eligible Vanderbilt Avenue Building, will be demolished in the 2021 No-Action condition, and the site will be redeveloped with a 15 FAR office building. The No-Action building would not utilize excess development rights from the Bowery Savings Bank. In order to accommodate the No-Action building, the sewer line running underneath the site between East 43rd Street and Vanderbilt Avenue would be removed and re-pitched to flow to the west with a new connection into an existing Madison Avenue line. Some of this work would require construction in the Grand Central Terminal ceiling above the ramp at the southwest corner of the terminal to East 42nd Street and Vanderbilt Avenue and within the Grand Central Terminal parking garage, which is a contributing component to the S/NR-listed Terminal. Work affecting the ramp ceiling and the parking garage would be coordinated with MTA, and 317 Madison would undertake to protect historic materials during construction of the No-Action building. Further, 317 Madison has committed to preparing and implementing a CPP for work affecting NYCL and S/NR-listed portions of Grand Central Terminal.

19-31 Vanderbilt Corridor and One Vanderbilt

It is assumed in the 2021 No-Action condition that the MTA site, the Roosevelt Hotel site, the 52 Vanderbilt Avenue site, and the Yale Club would remain as in existing conditions, and thus there would be no direct or contextual effect to architectural resources relating to these sites.

THE FUTURE WITH THE PROPOSED ACTIONS (2021)

Block 1277—One Vanderbilt Site Although the proposed One Vanderbilt development would remove the S/NR-eligible Vanderbilt Avenue Building at 51 East 42nd Street, this architectural resource would be removed in the 2021 No-Action condition and, therefore, the proposed One Vanderbilt development would not result in a significant adverse impact. To avoid inadvertent construction-period damage to Grand Central Terminal (NYCL, S/NR, NHL), 317 Madison would develop and implement a CPP for the Terminal in consultation with LPC and MTA. CPPs would also be prepared and implemented in consultation with LPC for the Pershing Square Building (NYCL-eligible, S/NR-eligible) and the Socony-Mobil Building (NYCL, S/NR-eligible) to avoid inadvertent damage from the construction of adjacent off-site transit-related improvements. It is not expected that the proposed One Vanderbilt development would result in any contextual impacts on architectural resources, as it would not adversely change the scale, visual prominence, or visual context of any building, structure, object, or landscape feature; or screen or eliminate publicly accessible views of any architectural resources that will not be screened or eliminated in the No-Action condition. While the shadows analysis presented in Chapter 5, “Shadows,” concluded that the proposed One Vanderbilt development would cast new shadows on the west windows of Grand Central Terminal’s main concourse and on Bryant Park (NYC Scenic Landmark, S/NR), these new shadows would be limited in extent, duration, and effects and would not result in any significant adverse shadow impacts. Block 1279 In the 2021 With-Action condition it is projected that the MTA site would be redeveloped pursuant to the Grand Central Public Realm Improvement Bonus special permit, the amended ZR Section 81-635 landmark transfer special permit, or a combination of these special permits. Both the Yale Club and the Vanderbilt Concourse Building are contiguous with the MTA site and could potentially experience construction-related effects from ground-borne construction- period vibrations, falling debris, subsidence, collapse, or damage from construction machinery. The Roosevelt Hotel and the Brooks Brothers Store at 346 Madison Avenue also are located within 90 feet of the MTA site, close enough to construction activities to potentially experience construction-related effects. Pursuant to the environmental review that would be conducted for the redevelopment of the MTA site, it is expected that a CPP would be developed and implemented in consultation with LPC to avoid adverse construction-related impacts to these four architectural resources. It is not expected that the development of a 30 FAR building on the MTA site would result in significant adverse contextual impacts on architectural resources, as the architectural resources in the study area largely comprise mid- to high-rise commercial buildings. However, this determination can only be made conclusively when a specific development proposal is assessed

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and specific bulk and massing details are available. Such a determination would be identified during the environmental review that would be conducted for the redevelopment of the MTA site.

THE FUTURE WITHOUT THE PROPOSED ACTIONS (2033)

Block 1277—One Vanderbilt Site The four buildings located on the One Vanderbilt site, including the S/NR-eligible Vanderbilt Avenue Building, will be demolished in the No-Action condition (2021 and 2033), and the site will be redeveloped with a 15 FAR office building. See discussion above under “Historic and Cultural Resources: The Future Without the Proposed Actions (2021): Block 1277—One Vanderbilt Site.” Block 1279 It is assumed in the 2033 No-Action condition that the MTA site could be redeveloped under the existing C5-3 and Special Midtown District regulations with a 15 FAR commercial building. The three buildings on the MTA site are not architectural resources. Both the Yale Club and the Vanderbilt Concourse Building are contiguous with the MTA site and could potentially experience construction-related effects from ground-borne construction- period vibrations, falling debris, subsidence, collapse, or damage from construction machinery. Further, the following two architectural resources are located within 90 feet of the MTA site, close enough to construction activities to potentially experience construction-related effects: the Roosevelt Hotel, and the Brooks Brothers Store at 346 Madison Avenue (#17 on Table 6-1, S/NR-eligible). All of these adjacent architectural resources would be offered some protection from accidental damage through New York City Department of Building (DOB) controls that govern the protection of adjacent properties from construction activities under Building Code Section BC 3309: Protection of Adjoining Property. For all construction work, Building Code Section BC 3309 serves to protect all adjacent properties from excavation, filling, and foundation operations and from construction above the roof of the adjacent properties by requiring certain inspection and protection measures.

Block 1281 It is assumed in the 2033 No-Action condition that the Roosevelt Hotel site could be redeveloped under the existing C5-3 and Special Midtown District regulations with a 15 FAR commercial building. Redevelopment of this block would remove the NYCL-eligible and S/NR- eligible Roosevelt Hotel. The following architectural resources are located within 90 feet of the Roosevelt Hotel site, close enough to construction activities to potentially experience construction-related effects from ground-borne construction-period vibrations, falling debris, subsidence, collapse, or damage from construction machinery: Yale Club; Pan Am Building at 200 Park Avenue (#6 on Table 6- 1, NYCL-eligible); the westernmost Park Avenue Viaduct bridge over East 45th Street (#26 on Table 6-1, S/NR-eligible); New York Central Building (#27 on Table 6-1, NYCL, S/NR); and Postum Building at 250 Park Avenue (#29 on Table 6-1, NYCL-eligible, S/NR-eligible). All of these adjacent architectural resources would be offered some protection through the DOB controls described above governing the protection of adjacent properties from construction activities. The New York Central Building would be afforded additional protection through

19-33 Vanderbilt Corridor and One Vanderbilt

DOB Technical Policy and Procedure Notice #10/88 (TPPN #10/88), which applies to NYCLs, properties within New York City Historic Districts, and NR-listed properties. TPPN #10/88 supplements the standard building protections afforded by Building Code Section BC 3309 by requiring a monitoring program to reduce the likelihood of construction damage to adjacent NYCLs and NR-listed properties (within 90 feet) and to detect at an early stage the beginnings of damage so that construction procedures can be changed.

THE FUTURE WITH THE PROPOSED ACTIONS (2033)

Block 1277—One Vanderbilt Site Although the proposed One Vanderbilt development would remove the S/NR-eligible Vanderbilt Avenue Building at 51 East 42nd Street, this architectural resource would be removed in the No- Action condition (2021 and 2033) and, therefore, the proposed One Vanderbilt development would not result in a significant adverse impact. To avoid inadvertent construction-period damage to Grand Central Terminal (NYCL, S/NR, NHL), 317 Madison would develop and implement a CPP for the Terminal in consultation with LPC and MTA. CPPs would also be prepared and implemented in consultation with LPC for the Pershing Square Building (NYCL-eligible, S/NR-eligible) and the Socony-Mobil Building (NYCL, S/NR-eligible) to avoid inadvertent damage from the construction of adjacent off-site transit-related improvements. It is not expected that the proposed One Vanderbilt development would result in any contextual impacts on architectural resources, as it would not adversely change the scale, visual prominence, or visual context of any building, structure, object, or landscape feature; or screen or eliminate publicly accessible views of any architectural resources that will not be screened or eliminated in the No-Action condition (2021 and 2033). While the shadows analysis presented in Chapter 5, “Shadows,” concluded that the proposed One Vanderbilt development would cast new shadows on the west windows of Grand Central Terminal’s main concourse and on Bryant Park (NYC Scenic Landmark, S/NR), these new shadows would be limited in extent, duration, and effects and would not result in any significant adverse shadow impacts. Block 1279 In the 2033 With-Action condition it is projected that the MTA site would be redeveloped pursuant to the proposed zoning text amendment and the Vanderbilt Concourse Building on the 52 Vanderbilt Avenue site would be converted into a hotel. Conversion of the Vanderbilt Concourse Building could result in a significant adverse impact to the architectural resource if the exterior were to be adversely altered. Significant adverse impacts and potential mitigation measures would be identified during the environmental review for such a conversion, because developments on sites within the Vanderbilt Corridor pursuant to the proposed special permits would be subject to individual environmental review under the special permits. The following architectural resources are located within 90 feet of the 52 Vanderbilt Avenue site, close enough to construction activities to potentially experience construction-related effects from conversion of the building to a hotel: Yale Club; Roosevelt Hotel; Pan Am Building; the westernmost Park Avenue Viaduct bridge over East 45th Street; and the New York Central Building. Pursuant to the environmental review that would be conducted for the conversion of the Vanderbilt Concourse Building, it is expected that a CPP would be developed and

19-34 Chapter 19: Conceptual Analysis implemented in consultation with LPC to avoid adverse construction-related impacts to these five architectural resources. In addition, both the Yale Club and the Vanderbilt Concourse Building are contiguous with the MTA site and could potentially experience construction-related effects from ground-borne construction-period vibrations, falling debris, subsidence, collapse, or damage from construction machinery. The Roosevelt Hotel and the Brooks Brothers Store at 346 Madison Avenue also are located within 90 feet of the MTA site, close enough to construction activities to potentially experience construction-related effects. Pursuant to the environmental review that would be conducted for the redevelopment of the MTA site, it is expected that a CPP would be developed and implemented in consultation with LPC to avoid adverse construction-related impacts to these four architectural resources. It is not expected that the development of a 30 FAR building on the MTA site would result in significant adverse contextual impacts on architectural resources, as the architectural resources in the study area largely comprise mid- to high-rise commercial buildings. However, this determination can only be made conclusively when a specific development proposal is assessed and specific bulk and massing details are available. Such a determination would be identified during the environmental review for that would be conducted for the redevelopment of the MTA site. Block 1281 In the 2033 With-Action condition, the redevelopment of the Roosevelt Hotel site would remove the NYCL-eligible and S/NR-eligible Roosevelt Hotel; however, since the Roosevelt Hotel would be removed in the 2033 No-Action condition, the 2033 With-Action development would not result in a significant adverse impact. The following architectural resources are located within 90 feet of the Roosevelt Hotel site, close enough to construction activities to potentially experience construction-related effects from ground-borne construction-period vibrations, falling debris, subsidence, collapse, or damage from construction machinery: Yale Club; Pan Am Building; the westernmost Park Avenue Viaduct bridge over East 45th Street; New York Central Building; and the Postum Building. Pursuant to the environmental review that would be conducted for the redevelopment of the Roosevelt Hotel site, it is expected that a CPP would be developed and implemented in consultation with LPC to avoid adverse construction-related impacts to these five architectural resources. It is not expected that the development of a 30 FAR building on the Roosevelt Hotel site would result in significant adverse contextual impacts on architectural resources, as the architectural resources in the study area largely comprise mid- to high-rise commercial buildings. However, this determination can only be made conclusively when a specific development proposal is assessed and specific bulk and massing details are available. Such a determination would be identified during the environmental review for the specific redevelopment of the Roosevelt Hotel site.

G. URBAN DESIGN AND VISUAL RESOURCES The use of the proposed zoning text amendment and special permit for the redevelopment of the three additional projected development Sites as well as the proposed One Vanderbilt

19-35 Vanderbilt Corridor and One Vanderbilt development in the Vanderbilt Corridor would not result in any significant adverse urban design or visual resources impacts.

EXISTING CONDITIONS Most buildings in the Vanderbilt Corridor are older, early 20th-century buildings ranging in height from seven to 47 stories, with most buildings in the 20- to 30-story range. Most buildings are faced in brick and stone, with large, glass window openings and storefronts at the ground floor. The One Vanderbilt site (Block 1277, Lots 20, 27, 46, and 52) is occupied by four commercial buildings constructed between 1913 and 1923 that range in height from 7 to 22 stories. Each building has ground-floor retail. The buildings on Block 1278, Lot 20 and Block 1282, Lot 21 have stone and glass curtain walls. The buildings on Blocks 1279, Lots 23-25, 28, 45, and 48 and Block 1281, Lot 21 date to the early 20th century and are ornamented with columns and pilasters, arched openings, rustication, cartouches, keystones, floral carvings, and projecting cornices Most buildings have wide street frontages. Three blocks (Block 1278, Lot 20; Block 1281, Lot 21; and Block 1282, Lot 21) are occupied by single buildings. Block 1279 includes larger buildings with square footprints and two smaller buildings on narrow lots. For the most part, streetwalls are consistent throughout the Vanderbilt Corridor and buildings tend to rise flush from the sidewalk with setbacks at the upper floors. The two buildings on Block 1278, Lot 20 and Block 1282, Lot 21 each have setbacks above the base and culminate in a tower. The buildings in the Vanderbilt Corridor and on the One Vanderbilt site contribute to the view corridors on Madison and Vanderbilt Avenues. The East 42nd Street view corridor includes the buildings on the One Vanderbilt site. These view corridors are characterized by the tall buildings forming a consistent, high streetwall that includes both older and newer buildings with large footprints and wide street frontages. Buildings have masonry façades and curtain walls of glass, steel, and stone. Longer views are available at intersections with the east-west streets, where longer east-west views include other buildings in the Vanderbilt Corridor and on the One Vanderbilt site, the study area, and more distant buildings outside the study area. There are no visual resources on the One Vanderbilt site or in the Vanderbilt Corridor as these buildings are not distinct buildings that are visually prominent.

THE FUTURE WITHOUT THE PROPOSED ACTIONS (2021) In the 2021 No-Action condition, the four buildings located on the One Vanderbilt site will be demolished, and it is expected that the 43,313-square-foot One Vanderbilt site will be redeveloped with a single office tower built to the maximum as-of-right density permitted under the existing C5-3 and Midtown Special District zoning regulations (15.0 FAR). The No-Action building would be approximately 678 feet tall and total approximately 811,034 gsf of space. The No-Action building would have a rectilinear massing and the tower portion of the building will have upper-floor setbacks. The 120-foot-tall base would be built to the lot lines and conform to the existing streetwall requirements. The No-Action building would not include a public transit hall within the building; however, the No-Action building would provide a replacement stairway connecting to the mezzanine level of the 42nd Street Shuttle station in accordance with the existing NYCT easement in order to maintain the access provided by the existing subway stair on the site. The No-Action building would not provide new additional pedestrian circulation improvements, as the floor area bonus generated by pedestrian improvements under the Grand Central Subdistrict of the Midtown Special District are only available through a separate discretionary approval (a City Planning Commission special permit). The No-Action building would have typical security bollards at the outer edge of the sidewalk surrounding the site. The

19-36 Chapter 19: Conceptual Analysis bollards will require a revocable consent from DOT and would also be subject to approval by the New York City Public Design Commission (PDC). The 2021 No-Action condition does not include an amendment to the City Map to map Vanderbilt Avenue between East 42nd and East 43rd Streets as a public place. That section of Vanderbilt Avenue would, therefore, remain in its current condition as a street that is open to vehicles and no new public open space would be created. Therefore, in the 2021 No-Action condition, there would be no improvements to the pedestrian experience of this segment of Vanderbilt Avenue.

THE FUTURE WITH THE PROPOSED ACTIONS (2021) In the 2021 With-Action condition, the proposed zoning text amendment could result in the redevelopment of the One Vanderbilt site and the MTA site with buildings with double the FAR that could be developed in the No-Action condition, resulting in substantially larger buildings. This assessment is limited because the height and form of the projected MTA site building is not known at this time. Therefore, further assessment would be required in the future under separate environmental reviews. However, the building that could be developed with the proposed zoning text amendment would be comparable to the scale and bulk of other existing large buildings in the 400-foot urban design and visual resources study area that characterize this area of East Midtown. With 65 stories, the proposed One Vanderbilt development would be taller than other buildings in the study area. However, the proposed One Vanderbilt development and the redevelopment of the MTA site would generally be consistent with the urban design character of Midtown which is famous for its tall building, with buildings in the study area ranging from 30 to 69 stories, and the Chrysler building at 77 stories (plus spire), which is located approximately 750 feet east of the proposed One Vanderbilt site. The pedestrian experience of the building on the MTA site would be similar with either an FAR of 30.0 or the existing FAR, as pedestrians adjacent to or in close proximity to either site would experience views to the lower floors of a tall building on each site. The proposed One Vanderbilt development would have beneficial streetscape effects that would improve the pedestrian experience through: the building setback on East 42nd Street at the ground floor that would create a wider sidewalk; the building’s angled façade on East 42nd Street that would open up views from the west to Grand Central Terminal; the building setback on Madison Avenue that would create a wider sidewalk; ground-floor and second-floor retail with glazing that would activate the adjacent sidewalks and provide visual interest to pedestrians; new public space within the building’s northeast corner that would contribute to the pedestrian experience of the building as this amenity would be accessible to the public; and the Vanderbilt Avenue public place that would contribute to the urban design character of this segment of Vanderbilt Avenue and would provide a new public amenity for pedestrians to experience both the new building on the One Vanderbilt site and Grand Central Terminal immediately to the east. Views from one to two blocks away from the proposed One Vanderbilt development and the MTA site could include the upper portions of these buildings; however, most of the longer views to these buildings would be obstructed or obscured by other existing intervening buildings, as this area is densely developed. More distant views would be similar to the pedestrian experience of other tall buildings in this area of Midtown. Therefore, in both the 2021 No-Action condition and the 2021 With-Action condition, there would be no significant adverse visual resources impacts.

19-37 Vanderbilt Corridor and One Vanderbilt

Visual resources in the study area are described below under “Urban Design and Visual Resources: The Future with the Proposed Actions (2033).” In both the 2021 No-Action condition and the 2021 With-Action condition, views to these visual resources could change from certain vantage points; however, views to these visual resources, though modified, would not be adversely affected, as views would remain available from many locations. In contrast to the 2021 No-Action building that will be built to the sidewalk line with an approximately 120-foot-tall base, the proposed One Vanderbilt development would be set back from Madison Avenue by 7 feet from the property line, creating a wide sidewalk that would enhance views along this portion of the view corridor, including views to the One Vanderbilt development. On East 42nd Street, the building would angle back from the property line up to 10 feet toward Vanderbilt Avenue, and the building’s southeast corner would be further set back from East 42nd Street and from the public place. These design features would create more pedestrian space at the southeast corner of the development and open up views of the west side of Grand Central Terminal from vantage points on East 42nd Street. In contrast, the 2021 No- Action building would partially obstruct views to the terminal in views from East 42nd Street, as the No-Action building would have a 120-foot-tall base that would rise flush from the lot lines. Therefore, the proposed One Vanderbilt development and the redevelopment of the MTA site— as compared with the 2021 No-Action condition—would not result in any significant adverse impacts to urban design or visual resources.

THE FUTURE WITHOUT THE PROPOSED ACTIONS (2033) In the 2033 No-Action condition, the buildings that could be developed on the three additional projected development sites would be comparable to the scale and bulk of other existing large buildings in the 400-foot urban design and visual resources study area that characterize this area of East Midtown. Pedestrians adjacent to or in close proximity to the projected development sites would experience views to the lower floors of a tall building on each site. Views from one to two blocks away from the projected development sites could include the upper portions of these buildings; however, most of the longer views to these buildings would be obstructed or obscured by other existing intervening buildings, as this area is densely developed. More distant views would be similar to the pedestrian experience of other tall buildings in this area of Midtown. Therefore, in the 2033 No-Action condition, there would be no significant adverse visual resources impacts from the new buildings on the projected development sites. In the No-Action condition (2021 and 2033), the four buildings located on the One Vanderbilt site would be demolished, and it is expected that the 43,313-sf One Vanderbilt site would be redeveloped with a single office tower built to the maximum as-of-right density permitted under the existing C5-3 and Midtown Special District zoning regulations (15.0 FAR). The No-Action building (2021 and 2033) would be approximately 678 feet tall and total approximately 811,034 gsf of space. The No-Action building would have a rectilinear massing and the tower portion of the building will have upper-floor setbacks. The 120-foot-tall base would be built to the lot lines and conform to the existing streetwall requirements. The No-Action building would not include a public transit hall within the building; however, the No-Action building would provide a replacement stairway connecting to the mezzanine level of the 42nd Street Shuttle station in accordance with the existing NYCT easement in order to maintain the access provided by the existing subway stair on the site. The No-Action building would not provide new additional pedestrian circulation improvements, as the floor area bonus generated by pedestrian improvements under the Grand Central Subdistrict of the Midtown Special District are only

19-38 Chapter 19: Conceptual Analysis

available through a separate discretionary approval (a City Planning Commission special permit). The No-Action building would have typical security bollards at the outer edge of the sidewalk surrounding the site. The bollards will require a revocable consent from DOT and would also be subject to PDC approval. The 2033 No-Action condition does not include an amendment to the City Map to map Vanderbilt Avenue between East 42nd and East 43rd Streets as a public place. That section of Vanderbilt Avenue would, therefore, remain in its current condition as a street that is open to vehicles and no new public open space would be created. Therefore, in the 2033 No-Action condition, there would be no improvements to the pedestrian experience of this segment of Vanderbilt Avenue.

THE FUTURE WITH THE PROPOSED ACTIONS (2033) In the 2033 With-Action condition, the proposed zoning text amendment could result in the redevelopment of the projected development sites within the Vanderbilt Corridor with buildings with an FAR twice as much as what could be developed in the 2033 No-Action condition, resulting in substantially larger buildings. This assessment is limited because the heights and forms of the projected buildings are not known at this time. Therefore, further assessment in the future would be required under separate environmental reviews. However, the buildings that could be developed with the proposed zoning text amendment would be comparable to the scale and bulk of other existing large buildings in the 400-foot urban design and visual resources study area that characterize this area of East Midtown. With 65 stories, the proposed One Vanderbilt development would be taller than other buildings in the study area. However, the proposed One Vanderbilt development and the redevelopment of the three additional projected development sites within the Vanderbilt Corridor would generally be consistent with the urban design character of Midtown which is famous for its tall building, with buildings in the study area ranging from 30 to 69 stories, and the Chrysler building at 77 stories (plus spire), which is located approximately 750 feet east of the proposed One Vanderbilt site. The pedestrian experience of the buildings on the projected development sites would be similar with either an FAR of 30.0 or 15.0, as pedestrians adjacent to or in close proximity to either site would experience views to the lower floors of a tall building on each site. The proposed One Vanderbilt development would have beneficial streetscape effects that would improve the pedestrian experience through: the building setback on East 42nd Street at the ground floor that would create a wider sidewalk; the building’s angled façade on East 42nd Street that would open up views from the west to Grand Central Terminal; the building setback on Madison Avenue that would create a wider sidewalk; ground-floor and second-floor retail with glazing that would activate the adjacent sidewalks and provide visual interest to pedestrians; new public space within the building’s northeast corner that would contribute to the pedestrian experience of the building as this amenity would be accessible to the public; and the Vanderbilt Avenue public place that would contribute to the urban design character of this segment of Vanderbilt Avenue and would provide a new public amenity for pedestrians to experience both the new building on the One Vanderbilt site and Grand Central Terminal immediately to the east. Views from one to two blocks away from the proposed One Vanderbilt development and either of the projected development sites could include the upper portions of these buildings; however, most of the longer views to these buildings would be obstructed or obscured by other existing intervening buildings, as this area is densely developed. More distant views would be similar to the pedestrian experience of other tall buildings in this area of Midtown. Therefore, in both the

19-39 Vanderbilt Corridor and One Vanderbilt

2033 No-Action condition and with the proposed zoning text amendment, there would be no significant adverse visual resources impacts. In the 2033 No-Action condition, it is also assumed that the 162,330-square-foot building at 52 Vanderbilt Avenue on Block 1279 (Lot 45) would remain in its current built form and would remain predominantly an office building. In contrast, with the proposed zoning text amendment and special permit for hotel use, the building at 52 Vanderbilt Avenue could be converted from an office building to a hotel. The change in use that could occur on this site with the zoning text amendment and special permit would not adversely affect urban design characteristics of this building or the surrounding study area, nor would it affect any visual resources or view corridors. Therefore, no significant adverse urban design or visual resources impacts would occur as a result of the proposed actions. As established in the East Midtown Rezoning and Related Actions FEIS and as described in Chapter 7, “Urban Design and Visual Resources,” visual resources in the study area include the Frederick F. French Building at 547-551 Fifth Avenue, Grand Central Terminal, the Helmsley Building at 230 Park Avenue, and the MetLife (former PanAm) Building at 200 Park Avenue. The Chrysler Building at 395-405 Lexington Avenue is a visual resource located approximately 750 feet east of the proposed One Vanderbilt site and is visible from certain vantage points within the study area. Views to these visual resources are generally limited to vantage points within one to two blocks, due to existing tall intervening buildings. In both the 2033 No-Action condition and the 2033 With-Action condition, views to these visual resources could change from certain vantage points; however, views to these visual resources, though modified, would not be adversely affected, as views would remain available from many locations. In contrast to the No-Action building that will be built to the sidewalk line with an approximately 120-foot-tall base, the proposed One Vanderbilt development would be set back from Madison Avenue by 7 feet from the property line, creating a wide sidewalk that would enhance views along this portion of the view corridor, including views to the One Vanderbilt development. On East 42nd Street, the building would angle back from the property line up to 10 feet toward Vanderbilt Avenue, and the building’s southeast corner would be further set back from East 42nd Street and from the public place. These design features would create more pedestrian space at the southeast corner of the development and open up views of the west side of Grand Central Terminal from vantage points on East 42nd Street. In contrast, the No-Action building would partially obstruct views to the terminal in views from East 42nd Street, as the No-Action building would have a 120-foot-tall base that would rise flush from the lot lines. Therefore, the proposed One Vanderbilt development and the redevelopment of the other Vanderbilt Corridor sites—as compared with the 2033 No-Action condition—would not result in any significant adverse impacts to urban design or visual resources.

H. HAZARDOUS MATERIALS The potential for hazardous materials on the One Vanderbilt site was evaluated based on Phase I Environmental Site Assessment (ESA) reports and a Subsurface (Phase II) Investigation. The Phase Is found a potential for subsurface contamination related to on-site petroleum storage, historical railroad use of the site, and nearby off-site uses. Given the age of the buildings, asbestos-containing materials (ACMs), lead-based paint (LBP), and polychlorinated biphenyls (PCBs) may be present in the existing structures. To reduce the potential for human or environmental exposure during and following construction, an (E) designation for hazardous

19-40 Chapter 19: Conceptual Analysis materials will be assigned to the One Vanderbilt site that will be administered by the New York City Mayor’s Office of Environmental Remediation (OER). Based on the findings of the existing sampling, a RAP and associated CHASP would be prepared for implementation during construction. In addition, during demolition, regulatory requirements pertaining to ACMs, LBP, and PCBs would be followed. Following completion of the work required by the RAP/CHASP, 317 Madison would submit documentation to DEP demonstrating that the work was satisfactorily completed. Data gathered for the East Midtown Rezoning and Related Actions FEIS identified the potential for subsurface contamination at Blocks 1279 (historical railroad use, adjacent to the historical Grand Central depot, and nearby petroleum storage/spills and hazardous waste generators) and 1281 (historical railroad car storage, petroleum storage, a reported petroleum spill and hazardous waste generation on site, and adjacent to historical Grand Central depot, and nearby petroleum storage/spills and hazardous waste generators). As such, prior to any redevelopment of these blocks under the proposed actions, the assessment for potential impacts would be similar to that required for the proposed One Vanderbilt development, and it is therefore likely that (E) designations would be placed on these blocks as part of their environmental review requiring a “Phase II” investigation and subsequent RAP and CHASP. In addition, regulatory requirements relating to ACMs, LBP, and PCBs would be followed. With these above-described measures, the anticipated redevelopment of the projected development sites pursuant to the proposed actions is not expected to result in any significant adverse impacts related to hazardous materials.

I. WATER AND SEWER INFRASTRUCTURE This section evaluates the potential for the proposed One Vanderbilt development and additional development in the Vanderbilt Corridor facilitated by the proposed actions to result in significant adverse impacts on the City’s water supply, as well as its wastewater and stormwater conveyance and treatment infrastructure. The analysis follows the methodology described in Chapter 9, “Water and Sewer Infrastructure,” in accordance with the guidelines of the CEQR Technical Manual. This analysis finds that, while the proposed One Vanderbilt development and the redevelopment of the projected development sites would result in an increase in the sanitary flow from the Vanderbilt Corridor, and therefore an increase in the overall wastewater flow, sewer conveyance near the Vanderbilt Corridor and the treatment capacity at the Newtown Creek wastewater treatment plant (WWTP) is sufficient to handle increased wastewater flow resulting from the proposed actions. Therefore, there would be no significant adverse impacts on wastewater treatment or stormwater conveyance infrastructure.

EXISTING CONDITIONS

CONVEYANCE SYSTEM The One Vanderbilt site and the three additional projected development sites in the Vanderbilt Corridor are located in a portion of Manhattan that is served by a combined sewer. The three additional projected development sites generally use the same sewer lines as the One Vanderbilt site: lines running west along East 45th Street and East 44th Street connect to a line running south along Madison Avenue. From Madison Avenue, flow is directed to the line running east

19-41 Vanderbilt Corridor and One Vanderbilt across East 43rd Street and south underneath the One Vanderbilt site. The three additional projected development sites are located in the NCM-037 catchment area, which directs flow to Regulator NC-M45 and combined sewer overflow (CSO) to outfall NCM-037, located at the foot of East 41st Street.1 Wastewater from the One Vanderbilt Site and the three additional projected development sites is treated at the Newtown Creek WWTP. The maximum permitted capacity for the Newtown Creek WWTP is 310 million gallons per day (mgd), and the average monthly flow over the past 12 months is 215 mgd,2 well below the maximum permitted capacity.

SANITARY FLOWS For purposes of analysis, the amount of sanitary sewage is estimated as all water demand generated by the existing buildings on the One Vanderbilt site and the three additional projected development sites excepting water used by air conditioning, which is typically not discharged to the sewer system. As shown in Table 19-16, the existing buildings on the four sites generate an estimated 368,400 gallons per day (gpd) of daily sanitary sewage and have a total estimated water demand of 666,452 gpd. Table 19-16 Existing Water Consumption and Sewage Generation Floor Consumption Use Area/Units Rate* (gpd) Block 1279, Lots 23-25, 48 (MTA) 0.10 gpd/sf domestic 35,217 Commercial Office 352,171 gsf 0.17 gpd/sf air conditioning 59,869 0.24 gpd/sf domestic 2,628 Retail 10,950 gsf 0.17 gpd/sf air conditioning 1,862 Block 1279, Lot 45 (52 Vanderbilt Avenue) 0.10 gpd/sf domestic 15,283 Commercial Office 152,830 gsf 0.17 gpd/sf air conditioning 25,981 0.24 gpd/sf domestic 2,280 Retail 9,500 gsf 0.17 gpd/sf air conditioning 1,615 Block 1281, Lot 21 (Roosevelt Hotel) 1,015 rooms 120 gpd/room/occupant domestic** 243,600 Hotel 598,248 gsf 0.17 gpd/sf air conditioning 101,702 One Vanderbilt Site 0.10 gpd/sf domestic 58,357 Commercial Office 583,569 0.17 gpd/sf air conditioning 99,207 0.24 gpd/sf domestic 11,035 Retail 45.978 0.17 gpd/sf air conditioning 7,816 Total Water Supply Demand 666,452 Total Sewage Generation 368,400 Notes: *Rates from CEQR Technical Manual, Table 13-2. **Assumes two occupants per room

1 According to DEP records, a portion of the Roosevelt Hotel site on Block 1281 is located in subcatchment area NCM-036 utilizing a line running east along East 46th Street. However, because the site is developed with one building for which site connection records are not available, and the majority of the site is located in the NCM-037 subcatchment area, for the purposes of analysis it is assumed that all wastewater and stormwater from the Roosevelt Hotel site is discharged into subcatchment area NCM-037. 2 12-month period through June 2014.

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STORMWATER FLOWS For the purposes of analysis, it is assumed that the full lot area of each Vanderbilt Corridor site (120,782 square feet total, or 2.77 acres) is covered by rooftop, and the portion of Vanderbilt Avenue located between East 42nd and East 43rd Streets that would be designated as a public place as part of the proposed actions (12,820 square feet) is covered with pavement. Table 19-17 summarizes the surfaces and surface areas, as well as the weighted runoff coefficient (the fraction of precipitation that becomes surface runoff for each surface type). Table 19-17 Existing Surface Coverage Affected Pavement and Grass and CSO Outfall Surface Type Roof Walkways Other Soft Scape Total Area (percent) 90% 10% 0% 0% 100% NCM-037 Surface Area (sq. ft.) 120,782 * 12,820- - - 133,602 Runoff Coefficient** 1.00 0.85 0.85 0.20 0.99 Notes: *Includes lot area of the One Vanderbilt site (43,313 sq. ft.), MTA site (25,051 sq. ft.), 52 Vanderbilt Avenue (9,105 sq. ft.) and the Roosevelt Hotel (43,313 sq. ft.) **Weighted Runoff Coefficient calculations based on the DEP Flow Volume Calculation Matrix provided in the CEQR Technical Manual, retrieved June, 2014.

THE FUTURE WITHOUT THE PROPOSED ACTIONS (2021)

CONVEYANCE SYSTEM See Chapter 9, “Water and Sewer Infrastructure,” for a description of changes to the conveyance system in the Vanderbilt Corridor in the No-Action condition.

SANITARY FLOWS Absent the proposed actions, the four Vanderbilt Corridor sites are expected to generate 382,715 gpd of daily sanitary sewage and have a total water demand of 696,137 gpd in the 2021 No-Action condition (see Table 19-18).

STORMWATER FLOWS While the One Vanderbilt site would be redeveloped in the 2021 No-Action condition, for analysis purposes is it assumed that the new building would occupy the full lot area of the site, similar to the existing building. Similarly, the portion of Vanderbilt Avenue to be designated as a public place will remain fully paved area. Therefore, the surface area of the One Vanderbilt site and the three additional projected development sites would remain fully rooftop area. The surface areas and the weighted runoff coefficient would remain as shown in Table 19-17.

THE FUTURE WITH THE PROPOSED ACTIONS (2021)

SANITARY FLOWS As shown on Table 19-19, in the 2021 With-Action condition, the four Vanderbilt Corridor sites are expected to generate 523,511 gpd of daily sanitary sewage and have a total water demand of 1,060,709 gpd.

19-43 Vanderbilt Corridor and One Vanderbilt

Table 19-18 2021 No-Action Water Consumption and Sewage Generation Floor Consumption Use Area/Units Rate* (gpd) Block 1279, Lots 23-25, 48 (MTA) 0.10 gpd/sf domestic 35,217 Commercial Office 352,171 gsf 0.17 gpd/sf air conditioning 59,869 0.24 gpd/sf domestic 2,628 Retail 10,950 gsf 0.17 gpd/sf air conditioning 1,862 Block 1279, Lot 45 (52 Vanderbilt Avenue) 0.10 gpd/sf domestic 15,283 Commercial Office 152,830 gsf 0.17 gpd/sf air conditioning 25,981 0.24 gpd/sf domestic 2,280 Retail 9,500 gsf 0.17 gpd/sf air conditioning 1,615 Block 1281, Lot 21 (Roosevelt Hotel) 1,015 rooms 120 gpd/room/occupant domestic** 243,600 Hotel 598,248 gsf 0.17 gpd/sf air conditioning 101,702 One Vanderbilt Site 0.10 gpd/sf domestic 63,631 Commercial Office 636,312 0.17 gpd/sf air conditioning 108,173 0.24 gpd/sf domestic 20,076 Retail 83,648 0.17 gpd/sf air conditioning 14,220 Total Water Supply Demand 696,137 Total Sewage Generation 382,715 Notes: * Rates from CEQR Technical Manual, Table 13-2. **Assumes two occupants per room.

Table 19-19 2021 With-Action Water Consumption and Sewage Generation Floor Consumption Use Area/Units Rate* (gpd) Block 1279, Lots 23-25, 48 (MTA) 0.10 gpd/sf domestic 91,436 Commercial Office 914,361 0.17 gpd/sf air conditioning 155,441 0.24 gpd/sf domestic 6,012 Retail 25,051 0.17 gpd/sf air conditioning 4,259 Block 1279, Lot 45 (52 Vanderbilt Avenue) 0.10 gpd/sf domestic 15,283 Commercial Office 152,830 gsf 0.17 gpd/sf air conditioning 25,981 0.24 gpd/sf domestic 2,280 Retail 9,500 gsf 0.17 gpd/sf air conditioning 1,615 Block 1281, Lot 21 (Roosevelt Hotel) 1,015 rooms 120 gpd/room/occupant domestic** 243,600 Hotel 598,248 gsf 0.17 gpd/sf air conditioning 101,702 One Vanderbilt Site 0.10 gpd/sf domestic 132,500 Commercial Office 1,325,000 0.17 gpd/sf air conditioning 225,250 0.24 gpd/sf domestic 32,400 Retail 135,000 0.17 gpd/sf air conditioning 22,950 Total Water Supply Demand 1,060,709 Total Sewage Generation 523,511 Notes: * Rates from CEQR Technical Manual, Table 13-2. **Assumes two occupants per room.

The Vanderbilt Corridor is not located in an area that experiences low water pressure, and the anticipated commercial redevelopment of the One Vanderbilt and MTA sites would generate an

19-44 Chapter 19: Conceptual Analysis incremental water demand of 364,572 gpd as compared with the 2021 No-Action condition. While this would represent an increase in demand on the New York City water supply system, it does not meet the CEQR Technical Manual threshold requiring a detailed analysis. It is expected that there would be adequate water service to meet the incremental water demand, and that there would be no significant adverse impacts on the City’s water supply. The incremental sanitary sewage in the 2021 With-Action condition, as compared with the 2021 No-Action condition, would be 140,796 gpd. This incremental increase in sewage generation is approximately 0.07 percent of the average daily flow at the Newtown Creek WWTP (215 mgd) and would not result in an exceedance of the plant’s permitted capacity of 310 mgd. In addition, new and converted buildings are required to utilize low-flow plumbing fixtures in accordance with the New York City Plumbing Code (Local Law 33 of 2007), which would reduce overall sanitary flow to the WWTP. Therefore, the additional development in the Vanderbilt Corridor that could result from the proposed actions would not result in a significant adverse impact to the City’s sanitary sewage conveyance and treatment system.

STORMWATER FLOWS The projected redevelopment of the MTA site would use either the Grand Central Public Realm Improvement Bonus special permit, the amended ZR Section 81-635 landmark transfer special permit, or a combination of these special permits, and may therefore include additional pedestrian circulation space or open space in order to meet the public space improvement requirement. This public space could contain paved and/or landscaped surface area, and would reduce the rooftop surface area on the site, potentially resulting in a lower weighted runoff coefficient. However, for the purposes of analysis, it is assumed that the full surface area of the MTA site would remain rooftop space, as in existing conditions. The proposed One Vanderbilt development would include 2,171 square feet of paved surface area for widened sidewalk areas, with the remaining 41,142 square feet on the site remaining rooftop space. The proposed One Vanderbilt public place and widened sidewalk areas would have a total of 14,991 square feet of paved surface area, and thus the weighted runoff coefficient would decrease slightly from the 2021 No-Action condition. Therefore, in the 2021 With-Action condition, the surface area of the One Vanderbilt site and the three additional projected development sites and the weighted runoff coefficient would decrease slightly (see Table 19-20). Table 19-20 2021 With Action Surface Coverage Affected Pavement and Grass and CSO Outfall Surface Type Roof Walkways Other Soft Scape Total Area (percent) 89% 11% 0% 0% 100% NCM-037 Surface Area (sq. ft.) 118,611* 14,991 - - 133,602 Runoff Coefficient** 1.00 0.85 0.85 0.20 0.98 Notes: *Includes roof area of the One Vanderbilt site (41,142 sq. ft.), MTA site (25,051 sq. ft.), 52 Vanderbilt Avenue (9,105 sq. ft.) and the Roosevelt Hotel (43,313 sq. ft.) **Weighted Runoff Coefficient calculations based on the DEP Flow Volume Calculation Matrix provided in the CEQR Technical Manual, retrieved June, 2014.

The DEP Flow Volume Calculation Matrix was completed for the existing conditions and the 2021 With-Action condition for the Vanderbilt Corridor, using the sanitary and stormwater flow calculations described above. The calculations from the Flow Volume Calculation Matrix help to determine the change in wastewater flow volumes to the combined sewer system from existing to 2021 With-Action conditions, and include four rainfall volume scenarios with varying durations. The summary tables of the Flow Volume Calculation Matrix are included in Table 19-21.

19-45 Vanderbilt Corridor and One Vanderbilt

Table 19-21 DEP Flow Volume Matrix: Existing and 2021 With-Action Volume Comparison Runoff Volume Runoff Sanitary Total Runoff Runoff Sanitary Total Rainfall Rainfall to Direct Volume Volume Volume Volume Volume Volume Volume Increased Total Volume Duration Drainage to CSS to CSS to CSS to River to CSS to CSS to CSS Volume to CSS (in.) (hr.) (MG) (MG)* (MG) (MG) (MG) (MG)* (MG) (MG) (MG)* Existing With-Action NCM-037 NCM-037 133,602 sq. ft. ( 3.07 acres)** 133,602 sq. ft. ( 3.07 acres)** Increment 0.00 3.80 0.00 0.00 0.06 0.06 0.00 0.00 0.08 0.08 0.02 0.40 3.80 0.00 0.03 0.06 0.09 0.00 0.03 0.08 0.12 0.03 1.20 11.30 0.00 0.10 0.17 0.27 0.00 0.10 0.25 0.34 0.07 2.50 19.50 0.00 0.21 0.30 0.50 0.00 0.20 0.43 0.63 0.13 Notes: * Assumes no on-site detention or BMPs for purposes of calculations ** Includes lot area of the One Vanderbilt site (43,313 sq. ft.) and the Vanderbilt Avenue public place (12,820 sq. ft.), MTA site (25,051 sq. ft.), 52 Vanderbilt Avenue (9,105 sq. ft.), and the Roosevelt Hotel (43,313 sq. ft.) CSS = Combined Sewer System; MG = Million Gallons

As shown in Table 19-21, CSO flow to outfall NCM-037 would increase incrementally in all rainfall volume scenarios. The increase in flow is attributable entirely to the increase in sanitary flow resulting from the increased commercial density on the One Vanderbilt and MTA sites. The Flow Volume Matrix calculations do not reflect the use of any sanitary and stormwater source control best management practices (BMPs) to reduce sanitary flow and stormwater runoff volumes to the combined sewer system. All new developments or alterations requiring a connection to the sewer system are subject to DEP regulations regarding stormwater release as part of the site connection approval process. Specifically, new developments would be required to incorporate stormwater BMPs in order to achieve the required stormwater release rate. These BMPs may include on-site stormwater detention systems such as green roofs or seepage basins. The incorporation of appropriate sanitary flow and stormwater source control BMPs that would be required as part of the site connection approval process, with the review and approval of DEP, would reduce the overall volume of sanitary sewer discharge and stormwater runoff as well as the peak stormwater runoff rate from the additional developments within the Vanderbilt Corridor. Sewer conveyance near the Vanderbilt Corridor and the treatment capacity at the Newtown Creek WWTP is sufficient to handle wastewater flow resulting from the additional development resulting from the proposed actions; therefore, there would be no significant adverse impacts on wastewater treatment or stormwater conveyance infrastructure.

THE FUTURE WITHOUT THE PROPOSED ACTIONS (2033)

CONVEYANCE SYSTEM See Chapter 9, “Water and Sewer Infrastructure,” for a description of changes to the conveyance system in the Vanderbilt Corridor in the No-Action condition.

SANITARY FLOWS In 2033 absent the proposed actions, the One Vanderbilt site and the projected development sites are expected to generate 239,024 gpd of daily sanitary sewage and have a total water demand of 606,923 gpd in the 2033 No-Action condition (see Table 19-22).

19-46 Chapter 19: Conceptual Analysis

Table 19-22 2033 No-Action Water Consumption and Sewage Generation Floor Consumption Use Area/Units Rate* (gpd) Block 1279, Lots 23-25, 48 (MTA) 0.10 gpd/sf domestic 44,466 Commercial Office 444,655 gsf 0.17 gpd/sf air conditioning 75,591 0.24 gpd/sf domestic 6,012 Retail 25,051 gsf 0.17 gpd/sf air conditioning 4,259 Block 1279, Lot 45 (52 Vanderbilt Avenue) 0.10 gpd/sf domestic 15,283 Commercial Office 152,830 gsf 0.17 gpd/sf air conditioning 25,981 0.24 gpd/sf domestic 2,280 Retail 9,500 gsf 0.17 gpd/sf air conditioning 1,615 Block 1281, Lot 21 (Roosevelt Hotel) 0.10 gpd/sf domestic 76,881 Commercial Office 768,806 0.17 gpd/sf air conditioning 130,697 0.24 gpd/sf domestic 10,395 Retail 43,313 0.17 gpd/sf air conditioning 7,363 One Vanderbilt Site 0.10 gpd/sf domestic 63,631 Commercial Office 636,312 0.17 gpd/sf air conditioning 108,173 0.24 gpd/sf domestic 20,076 Retail 83,648 0.17 gpd/sf air conditioning 14,220 Total Water Supply Demand 606,923 Total Sewage Generation 239,024 Notes: * Rates from CEQR Technical Manual, Table 13-2.

STORMWATER FLOWS While the One Vanderbilt site and two of the projected development sites in the Vanderbilt Corridor would be redeveloped with new commercial buildings in the 2033 No-Action condition, for analysis purposes is it assumed that the new buildings would occupy the full lot areas of the three sites, similar to the existing buildings. Similarly, the portion of Vanderbilt Avenue to be designated as a public place will remain fully paved area. Therefore, the surface area of the One Vanderbilt site and the three additional projected development sites would remain fully rooftop area. The surface areas and the weighted runoff coefficient would remain as shown in Table 19-20.

THE FUTURE WITH THE PROPOSED ACTIONS (2033)

SANITARY FLOWS As shown on Table 19-23, in the 2033 With-Action condition, the four sites are expected to generate 490,835 gpd of daily sanitary sewage and have a total water demand of 1,202,451 gpd. The Vanderbilt Corridor is not located in an area that experiences low water pressure, and the anticipated commercial redevelopment of the One Vanderbilt, MTA, and Roosevelt Hotel sites and the conversion of 52 Vanderbilt Avenue into a hotel would generate an incremental water demand of 595,528 gpd as compared with the 2033 No-Action condition. While this would represent an increase in demand on the New York City water supply system, it does not meet the CEQR Technical Manual threshold requiring a detailed analysis. It is expected that there would be adequate water service to meet the incremental water demand, and that there would be no significant adverse impacts on the City’s water supply.

19-47 Vanderbilt Corridor and One Vanderbilt

Table 19-23 2033 With-Action Water Consumption and Sewage Generation Floor Consumption Use Area/Units Rate* (gpd) Block 1279, Lots 23-25, 48 (MTA) 0.10 gpd/sf domestic 91,436 Commercial Office 914,361 gsf 0.17 gpd/sf air conditioning 155,441 0.24 gpd/sf domestic 6,012 Retail 25,051 gsf 0.17 gpd/sf air conditioning 4,259 Block 1279, Lot 45 (52 Vanderbilt Avenue) 250 rooms 120 gpd/room/occupant domestic** 60,000 Hotel 162,330 gsf 0.17 gpd/sf air conditioning 27,596 Block 1281, Lot 21 (Roosevelt Hotel) 0.10 gpd/sf domestic 158,092 Commercial Office 1,580,924 gsf 0.17 gpd/sf air conditioning 268,757 0.24 gpd/sf domestic 10,395 Retail 43,313 gsf 0.17 gpd/sf air conditioning 7,363 One Vanderbilt Site 0.10 gpd/sf domestic 132,500 Commercial Office 1,325,000 0.17 gpd/sf air conditioning 225,250 0.24 gpd/sf domestic 32,400 Retail 135,000 0.17 gpd/sf air conditioning 22,950 Total Water Supply Demand 1,202,451 Total Sewage Generation 490,835 Notes: * Rates from CEQR Technical Manual, Table 13-2. ** Assumes two occupants per room

The incremental sanitary sewage generated from the proposed One Vanderbilt development and the projected development sites, as compared with the 2033 No-Action condition, would be 251,811 gpd. This incremental increase in sewage generation is approximately 0.12 percent of the average daily flow at the Newtown Creek WWTP (215 mgd) and would not result in an exceedance of the plant’s permitted capacity of 310 mgd. In addition, new and converted buildings are required to utilize low- flow plumbing fixtures in accordance with the New York City Plumbing Code (Local Law 33 of 2007), which would reduce overall sanitary flow to the WWTP. Therefore, the additional development in the Vanderbilt Corridor that could result from the proposed actions would not result in a significant adverse impact to the City’s sanitary sewage conveyance and treatment system.

STORMWATER FLOWS As described in Chapter 1, “Project Description,” the proposed actions include a text amendment to create the Grand Central Public Realm Improvement Bonus special permit. The projected redevelopment of the MTA and Roosevelt Hotel sites would utilize either this special permit, the amended ZR Section 81-635 landmark transfer special permit, or a combination of these special permits, and thus may include additional pedestrian circulation space (such as widened sidewalks similar to those included in the proposed One Vanderbilt building) or open space in order to meet the public space improvement requirement. These public spaces would contain paved and/or landscaped surface area, and would reduce the rooftop surface area on each site, potentially resulting in a lower weighted runoff coefficient. However, for the purposes of analysis, it is assumed that the full surface area of both the MTA and Roosevelt Hotel sites would remain rooftop space, as in existing conditions. The projected conversion of 52 Vanderbilt Avenue into a hotel would not affect the surface area of the site, which would remain fully rooftop area. The proposed One Vanderbilt development would include 2,171 square feet of paved surface area for widened sidewalk areas, with the remaining 41,142 square feet on the site remaining rooftop space. The proposed One Vanderbilt public place and widened

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sidewalk areas would have a total of 14,991 square feet of paved surface area, and thus the weighted runoff coefficient would decrease slightly from the 2033 No-Action condition. Therefore, in the 2033 With-Action condition, the surface area of the One Vanderbilt site and the three additional projected development sites and the weighted runoff coefficient would decrease slightly (see Table 19-24). Table 19-24 Existing Surface Coverage Affected Pavement and Grass and CSO Outfall Surface Type Roof Walkways Other Soft Scape Total Area (percent) 89% 11% 0% 0% 100% NCM-037 Surface Area (sq. ft.) 118,611* 14,991 - - 133,602 Runoff Coefficient** 1.00 0.85 0.85 0.20 0.98 Notes: *Includes roof area of the One Vanderbilt site (41,142 sq. ft.), MTA site (25,051 sq. ft.), 52 Vanderbilt Avenue (9,105 sq. ft.) and the Roosevelt Hotel (43,313 sq. ft.) **Weighted Runoff Coefficient calculations based on the DEP Flow Volume Calculation Matrix provided in the CEQR Technical Manual, retrieved June, 2014.

The DEP Flow Volume Calculation Matrix was completed for the existing conditions and the One Vanderbilt site and the three additional projected development sites in the Vanderbilt Corridor (the With-Action condition), using the sanitary and stormwater flow calculations described above. The calculations from the Flow Volume Calculation Matrix help to determine the change in wastewater flow volumes to the combined sewer system from existing to With- Action conditions, and include four rainfall volume scenarios with varying durations. The summary tables of the Flow Volume Calculation Matrix are included in Table 19-25. Table 19-25 DEP Flow Volume Matrix: Existing and 2033 With-Action Volume Comparison Runoff Volume Runoff Sanitary Total Runoff Runoff Sanitary Total Rainfall Rainfall to Direct Volume Volume Volume Volume Volume Volume Volume Increased Total Volume Duration Drainage to CSS to CSS to CSS to River to CSS to CSS to CSS Volume to CSS (in.) (hr.) (MG) (MG)* (MG) (MG) (MG) (MG)* (MG) (MG) (MG)* Existing With-Action NCM-037 NCM-037 133,602 sq. ft. ( 3.07 acres)** 133,602 sq. ft. ( 3.07 acres)** Increment 0.00 3.80 0.00 0.00 0.06 0.06 0.00 0.00 0.08 0.08 0.02 0.40 3.80 0.00 0.03 0.06 0.09 0.00 0.03 0.08 0.11 0.02 1.20 11.30 0.00 0.10 0.17 0.27 0.00 0.10 0.23 0.33 0.06 2.50 19.50 0.00 0.21 0.30 0.50 0.00 0.20 0.40 0.60 0.10 Notes: * Assumes no on-site detention or BMPs for purposes of calculations ** Includes lot area of the One Vanderbilt site (43,313 sq. ft.) and the Vanderbilt Avenue public place (12,820 sq. ft.), MTA site (25,051 sq. ft.), 52 Vanderbilt Avenue (9,105 sq. ft.), and the Roosevelt Hotel (43,313 sq. ft.) CSS = Combined Sewer System; MG = Million Gallons

As shown in Table 19-25, CSO flow to outfall NCM-037 would increase incrementally in all rainfall volume scenarios. The increase in flow is attributable entirely to the increase in sanitary flow resulting from the increased commercial density on the One Vanderbilt site and the three additional projected development sites. The Flow Volume Matrix calculations do not reflect the use of any sanitary and stormwater source control best management practices (BMPs) to reduce sanitary flow and stormwater runoff volumes to the combined sewer system. All new developments or alterations requiring a connection to the sewer system are subject to DEP regulations regarding stormwater release as part of the site connection approval process. Specifically, new developments would be required to incorporate stormwater BMPs in order to achieve the required stormwater release rate. These BMPs may include on-site stormwater detention systems such as green roofs or seepage basins.

19-49 Vanderbilt Corridor and One Vanderbilt

The incorporation of appropriate sanitary flow and stormwater source control BMPs that would be required as part of the site connection approval process, with the review and approval of DEP, would reduce the overall volume of sanitary sewer discharge and stormwater runoff as well as the peak stormwater runoff rate from the additional developments within the Vanderbilt Corridor. Sewer conveyance near the Vanderbilt Corridor and the treatment capacity at the Newtown Creek WWTP is sufficient to handle wastewater flow resulting from the additional development resulting from the proposed actions; therefore, there would be no significant adverse impacts on wastewater treatment or stormwater conveyance infrastructure. J. SOLID WASTE AND SANITATION SERVICES This section discusses the solid waste generation of the four sites in the Vanderbilt Corridor anticipated to be redeveloped as a result of the proposed actions, based on standard waste generation rates provided in the CEQR Technical Manual. This analysis finds that the increase in solid waste generation within the Vanderbilt Corridor resulting from the proposed actions would not overburden the City’s solid waste management capacity and would not have significant adverse impacts on solid waste and sanitation services. EXISTING CONDITIONS The One Vanderbilt site and the three additional projected development sites in the Vanderbilt Corridor are currently developed with commercial uses. Table 19-26 summarizes the existing solid waste generation of these sites, which totals 100,902 pounds (50.5 tons) per week. Table 19-26 Existing Conditions: Solid Waste Generation Solid Waste Generation Solid Waste Rate (pounds per Generation (pounds Use Floor Area Employees1 employee per week)2 per week) Block 1279, Lots 23-25, 48 (MTA) Office 352,171 gsf 1,409 13 18,317 Retail 10,950 gsf 33 79 2,607 Block 1279, Lot 45 (52 Vanderbilt Avenue) Office 152,830 gsf 611 13 7,943 Retail 9,500 gsf 29 79 2,291 Block 1281, Lot 21 (Roosevelt Hotel) 598,248 gsf Hotel (1,015 rooms) 380 75 28,500 One Vanderbilt Site Office 583,569 2,334 13 30,342 Retail 45,978 138 79 10,902 Total 100,902 Notes: 1. Based on estimates of one worker per 250 gsf of office space, one worker per 333 gsf of retail space, and one worker per 2.67 hotel rooms. 2. See Table 14-1 of the CEQR Technical Manual.

THE FUTURE WITHOUT THE PROPOSED ACTIONS (2021) Absent the proposed actions, by 2021 the solid waste generation in the Vanderbilt Corridor would increase to 112,572 pounds (56.3 tons) per week (see Table 19-27).

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Table 19-27 2021 No-Action Condition: Solid Waste Generation Solid Waste Generation Solid Waste Rate (pounds per Generation (pounds Use Floor Area1 Employees2 employee per week)3 per week) Block 1279, Lots 23-25, 48 (MTA) Office 352,171 gsf 1,409 13 18,317 Retail 10,950 gsf 33 79 2,607 Block 1279, Lot 45 (52 Vanderbilt Avenue) Office 152,830 gsf 611 13 7,943 Retail 9,500 gsf 29 79 2,291 Block 1281, Lot 21 (Roosevelt Hotel) 598,248 gsf Hotel (1,015 rooms) 380 75 28,500 One Vanderbilt Site Office 636,312 2,545 13 33,085 Retail 83,648 251 79 19,829 Total 112,572 Notes: 1. See Table 19-1. 2. Based on estimates of one worker per 250 gsf of office space, one worker per 333 gsf of retail space, and one worker per 2.67 hotel rooms. 3. See Table 14-1 of the CEQR Technical Manual.

THE FUTURE WITH THE PROPOSED ACTIONS (2021) With the proposed actions in 2021, the solid waste generation in the Vanderbilt Corridor would be 226,962 pounds (113.5 tons) per week (see Table 19-28). Therefore, as a result of the proposed actions in 2021, the solid waste generation in the Vanderbilt Corridor would increase by 114,390 pounds (57.2 tons) per week as compared with the No-Action condition. Conservatively assuming 12 tons per truck, the 57.2 additional tons of solid waste per week on the Vanderbilt Corridor resulting from the proposed actions would require approximately five additional truck trips per week. This minimal increase would not overburden existing commercial solid waste handling services. Therefore, the developments anticipated to occur in the Vanderbilt Corridor as a result of the proposed actions in 2021 would not overburden the City’s solid waste management capacity and would not have significant adverse impacts on solid waste and sanitation services.

THE FUTURE WITHOUT THE PROPOSED ACTIONS (2033) Absent the proposed actions in 2033, the solid waste generation in the Vanderbilt Corridor would increase to 142,445 pounds (71.2 tons) per week (see Table 19-29).

THE FUTURE WITH THE PROPOSED ACTIONS (2033) In the future with the proposed actions in 2033, the solid waste generation in the Vanderbilt Corridor would be 295,703 pounds (147.9 tons) per week. Therefore, as a result of the proposed actions, the solid waste generation in the Vanderbilt Corridor would increase by 153,258 pounds (76.7 tons) per week as compared with the No-Action condition in 2033 (see Table 19-30).

19-51 Vanderbilt Corridor and One Vanderbilt

Table 19-28 2021 With-Action Condition: Solid Waste Generation Solid Waste Generation Solid Waste Rate (pounds per Generation (pounds Use Floor Area1 Employees2 employee per week)3 per week) Block 1279, Lots 23-25, 48 (MTA Building) Office 914,361 gsf 3,657 13 47,541 Retail 25,051 gsf 75 79 5,925 Block 1279, Lot 45 (52 Vanderbilt Avenue) Office 152,830 gsf 611 13 7,943 Retail 9,500 gsf 29 79 2,291 Block 1281, Lot 21 (Roosevelt Hotel) 598,248 gsf Hotel (1,015 rooms) 380 75 28,500 One Vanderbilt Site Office 1,079,000 gsf 4,316 13 56,108 Retail 53,000 gsf 159 79 12,561 Restaurant 27,000 gsf 81 251 20,331 Trading Floor 246,000 gsf 2,460 13 31,980 Observation Deck/Rooftop Amenity Space 55,000 gsf 275 79 21,725 Total 226,962 Notes: 1. See Table 19-1. 2. Based on estimates of one worker per 250 gsf of office space, one worker per 333 gsf of retail or restaurant space, one worker per 100 gsf of trading floor space, one worker per 200 gsf of observation deck/rooftop amenity space, and one worker per 2.67 hotel rooms. 2. See Table 14-1 of the CEQR Technical Manual.

Table 19-29 2033 No-Action Condition: Solid Waste Generation Solid Waste Generation Solid Waste Rate (pounds per Generation (pounds Use Floor Area1 Employees2 employee per week)3 per week) Block 1279, Lots 23-25, 48 (MTA) Office 444,655 gsf 1,779 13 23,127 Retail 25,051 75 79 5,925 Block 1279, Lot 45 (52 Vanderbilt Avenue) Office 152,830 gsf 611 13 7,943 Retail 9,500 gsf 29 79 2,291 Block 1281, Lot 21 (Roosevelt Hotel) Office 768,806 gsf 3,075 13 39,975 Retail 43,313 gsf 130 79 10,270 One Vanderbilt Site Office 636,312 2,545 13 33,085 Retail 83,648 251 79 19,829 Total 142,445 Notes: 1. See Table 19-1. 2. Based on estimates of one worker per 250 gsf of office space, one worker per 333 gsf of retail space, and one worker per 2.67 hotel rooms. 2. See Table 14-1 of the CEQR Technical Manual.

19-52 Chapter 19: Conceptual Analysis

Table 19-30 2033 With-Action Condition: Solid Waste Generation Solid Waste Generation Solid Waste Rate (pounds per Generation (pounds Use Floor Area1 Employees2 employee per week)3 per week) Block 1279, Lots 23-25, 48 (MTA Building) Office 914,361 gsf 3,657 13 47,541 Retail 25,051 gsf 75 79 5,925 Block 1279, Lot 45 (52 Vanderbilt Avenue) 162,330 gsf Hotel (250 rooms) 94 75 7,050 Block 1281, Lot 21 (Roosevelt Hotel) Office 1,580,924 gsf 6,324 13 82,212 Retail 43,313 gsf 130 79 10,270 One Vanderbilt Site Office 1,079,000 gsf 4,316 13 56,108 Retail 53,000 gsf 159 79 12,561 Restaurant 27,000 gsf 81 251 20,331 Trading Floor 246,000 gsf 2,460 13 31,980 Observation Deck/Rooftop Amenity Space 55,000 gsf 275 79 21,725 Total 295,703 Notes: 1. See Table 19-1. 2. Based on estimates of one worker per 250 gsf of office space, one worker per 333 gsf of retail or restaurant space, one worker per 100 gsf of trading floor space, one worker per 200 gsf of observation deck/rooftop amenity space, and one worker per 2.67 hotel rooms. 2. See Table 14-1 of the CEQR Technical Manual.

Conservatively assuming 12 tons per truck, the 76.7 additional tons of solid waste per week on the Vanderbilt Corridor resulting from the proposed actions would require approximately seven additional truck trips per week. This minimal increase would not overburden existing commercial solid waste handling services. Therefore, the developments anticipated to occur in the Vanderbilt Corridor as a result of the proposed actions in 2033 would not overburden the City’s solid waste management capacity and would not have significant adverse impacts on solid waste and sanitation services.

K. ENERGY As recommended by the CEQR Technical Manual, this section projects the amount of energy consumption required by the development anticipated to occur in the Vanderbilt Corridor as a result of the proposed actions. This analysis finds that the increase in energy consumption is a negligible change that would not overburden the electrical generation and transmission system, therefore the development anticipated to occur in the Vanderbilt Corridor as a result of the proposed actions would not result in significant adverse impacts on energy.

EXISTING CONDITIONS Table 19-31 summarizes the existing energy consumption of the One Vanderbilt site and the three additional projected development sites in the Vanderbilt Corridor, which totals 379,227 million British Thermal Units (BTUs) per year.

19-53 Vanderbilt Corridor and One Vanderbilt

Table 19-31 Existing Conditions: Energy Consumption Energy Consumption Use Floor Area1 (Million BTUs/year)2 Block 1279, Lots 23-25, 48 (MTA) Office 352,171 gsf 76,175 Retail 10,950 gsf 2,368 Block 1279, Lot 45 (52 Vanderbilt Avenue) Office 152,830 gsf 33,057 Retail 9,500 gsf 2,055 Block 1281, Lot 21 (Roosevelt Hotel) Hotel 598,248 gsf (1,015 rooms) 129,401 One Vanderbilt Site Office 583,569 126,226 Retail 45,978 9,945 Total 379,227 Notes: 1. See Table 19-1. 2. Energy consumption for office, retail, and hotel uses are all based on the annual commercial consumption rate of 216.3 Thousand BTUs (MBtus) per square foot from Table 15-1 of the CEQR Technical Manual.

THE FUTURE WITHOUT THE PROPOSED ACTIONS (2021) With the redevelopment of the One Vanderbilt site under existing zoning, the energy consumption of the One Vanderbilt site and the three additional projected development sites in the Vanderbilt Corridor would increase to 398,783 million BTUs per year (see Table 19-32). Table 19-32 2021 No-Action Condition: Energy Consumption Energy Consumption Use Floor Area1 (Million BTUs/year)2 Block 1279, Lots 23-25, 48 (MTA) Office 352,171 gsf 76,175 Retail 10,950 gsf 2,368 Block 1279, Lot 45 (52 Vanderbilt Avenue) Office 152,830 gsf 33,057 Retail 9,500 gsf 2,055 Block 1281, Lot 21 (Roosevelt Hotel) Hotel 598,248 gsf (1,015 rooms) 129,401 One Vanderbilt Site Office 636,312 137,634 Retail 83,648 18,093 Total 398,783 Notes: 1. See Table 19-1. 2. Energy consumption for office, retail, and hotel uses are all based on the annual commercial consumption rate of 216.3 Thousand BTUs (MBtus) per square foot from Table 15-1 of the CEQR Technical Manual.

THE FUTURE WITH THE PROPOSED ACTIONS (2021) With the proposed One Vanderbilt development and the anticipated redevelopment of the MTA site with a 30 FAR commercial building, the energy consumption in the Vanderbilt Corridor would be 724,748 million BTUs per year (see Table 19-33). Therefore, as a result of the proposed actions in 2021, the energy consumption in the Vanderbilt Corridor would increase by 325,964 million BTUs per year as compared with the No-Action condition.

19-54 Chapter 19: Conceptual Analysis

The incremental increase in energy consumption in the Vanderbilt Corridor as a result of the proposed actions in 2021 would be considered a negligible change, compared with the annual electrical consumption within Con Ed’s New York City and Westchester County service area. In addition, as a condition of the special permits for the Grand Central Public Realm Improvement Bonus or landmark transfer bonus, developments in the Vanderbilt Corridor would be required to meet energy performance standards that would likely result in a reduction of energy consumption per square foot of space. Therefore, the development anticipated to occur in the Vanderbilt Corridor as a result of the proposed actions in 2021 would not result in significant adverse impacts on energy. Table 19-33 2021 With-Action Condition: Energy Consumption Energy Consumption Use Floor Area1 (Million BTUs/year)2 Block 1279, Lots 23-25, 48 (MTA Building) Office 914,361 gsf 197,776 Retail 25,051 gsf 5,419 Block 1279, Lot 45 (52 Vanderbilt Avenue) Office 152,830 gsf 33,057 Retail 9,500 gsf 2,055 Block 1281, Lot 21 (Roosevelt Hotel) Hotel 598,248 gsf (1,015 rooms) 129,401 One Vanderbilt Site Commercial3 1,803,500 390,097 Total 724,748 Notes: 1. See Table 19-1. 2. Energy consumption for office, retail, and hotel uses are all based on the annual commercial consumption rate of 216.3 MBTUs per square foot from Table 15-1 of the CEQR Technical Manual. 3. Energy consumption of the proposed One Vanderbilt development is based on the annual commercial consumption rate of 216.3 MBTUs per square foot for all uses (office, trading floor, retail, restaurant, observation deck/rooftop amenity space, circulation, mechanical, core, back-of-house, and loading areas.

THE FUTURE WITHOUT THE PROPOSED ACTIONS (2033) As shown in Table 19-34, with the redevelopment of the One Vanderbilt site and the MTA and Roosevelt Hotel sites under existing zoning, the energy consumption of the One Vanderbilt site and the three additional projected development sites in the Vanderbilt Corridor would increase to 468,099 million BTUs per year in the 2033 No-Action condition.

THE FUTURE WITH THE PROPOSED ACTIONS (2033) With the proposed One Vanderbilt development, the anticipated redevelopment of the MTA and Roosevelt Hotel sites with 30 FAR commercial buildings, and the conversion of the building at 52 Vanderbilt Avenue to hotel use, the energy consumption on the One Vanderbilt site and the three additional projected development sites in the Vanderbilt Corridor would be 979,727 million BTUs per year in the 2033 With-Action condition, as shown in Table 19-35. Therefore, as a result of the proposed actions, the energy consumption in the Vanderbilt Corridor would increase by 511,628 million BTUs per year as compared with the 2033 No-Action condition.

19-55 Vanderbilt Corridor and One Vanderbilt

Table 19-34 2033 No-Action Condition: Energy Consumption Energy Consumption Use Floor Area1 (Million BTUs/year)2 Block 1279, Lots 23-25, 48 (MTA) Office 444,655 96,179 Retail 25,051 5,419 Block 1279, Lot 45 (52 Vanderbilt Avenue) Office 152,830 gsf 33,057 Retail 9,500 gsf 2,055 Block 1281, Lot 21 (Roosevelt Hotel) Office 768,806 166,293 Retail 43,313 9,369 One Vanderbilt Site Office 636,312 137,634 Retail 83,648 18,093 Total 468,099 Notes: 1. See Table 19-1. 2. Energy consumption for office, retail, and hotel uses are all based on the annual commercial consumption rate of 216.3 Thousand BTUs (MBtus) per square foot from Table 15-1 of the CEQR Technical Manual.

Table 19-35 2033 With-Action Condition: Energy Consumption Energy Consumption Use Floor Area1 (Million BTUs/year)2 Block 1279, Lots 23-25, 48 (MTA Building) Office 914,361 gsf 197,776 Retail 25,051 gsf 5,419 Block 1279, Lot 45 (52 Vanderbilt Avenue) Hotel 162,330 gsf (250 rooms) 35,112 Block 1281, Lot 21 (Roosevelt Hotel) Office 1,580,924 gsf 341,954 Retail 43,313 gsf 9,369 One Vanderbilt Site Commercial3 1,803,500 390,097 Total 979,727 Notes: 1. See Table 19-1. 2. Energy consumption for office, retail, and hotel uses are all based on the annual commercial consumption rate of 216.3 MBtus per square foot from Table 15-1 of the CEQR Technical Manual. 3. Energy consumption of the proposed One Vanderbilt development is based on the annual commercial consumption rate of 216.3 MBtus per square foot for all uses (office, trading floor, retail, restaurant, observation deck/rooftop amenity space, circulation, mechanical, core, back-of-house, and loading areas.

Within New York City, electricity is generated and delivered to most users by Consolidated Edison (Con Edison) as well as a number of independent power companies. Compared with the approximately 353 trillion BTUs of energy consumed annually within Con Edison’s New York City and Westchester County service area, the incremental increase in energy consumption in the Vanderbilt Corridor as a result of the proposed actions in 2033 would be considered a negligible change (approximately 0.14 percent of Con Edison’s annual consumption). In addition, as a condition of the special permits for the Grand Central Public Realm Improvement Bonus or landmark transfer bonus, developments in the Vanderbilt Corridor would be required

19-56 Chapter 19: Conceptual Analysis

to meet energy performance standards that would likely result in a reduction of energy consumption per square foot of space. Therefore, the development anticipated to occur in the Vanderbilt Corridor as a result of the proposed actions in 2033 would not result in significant adverse impacts on energy.

L. TRANSPORTATION This section evaluates the potential transportation-related impacts in 2021 and 2033 associated with development afforded by the proposed zoning text amendment within the Vanderbilt Corridor.

2021 To address the potential transportation-related impacts in 2021, cumulative trip generation estimates using the same travel demand assumptions presented in Chapter 10, “Transportation,” were prepared for a reasonable worst-case development scenario on the One Vanderbilt site (Block 1277), as well as the projected development on the MTA site. Table 19-36 provides a summary of the development program assumptions for the two blocks under the 2021 No-Action and With-Action conditions, as well as the development increments that would be subject to the impact analyses presented below. The resulting trip estimates from these development program assumptions are presented in Tables 19-37 to 19-39. Table 19-36 2021 Vanderbilt Corridor Development Program Comparison 2021 No-Action As-of-Right 2021 With-Action under Development Increments Development Proposed Actions Subject to Impact Analysis Block 1277 Block 1279 Use (AOR) (Existing) Block 1277 Block 1279 Block 1277 Block 1279 Office (gsf) 636,312 352,171 1,079,000 914,361 442,688 562,190 Trading Floor (gsf) 0 0 246,000 0 246,000 0 Local Retail (gsf) 20,912 10,950 13,000 25,051 -7,910 14,101 Destination Retail (gsf) 62,736 0 40,000 0 -22,740 0 Restaurant (gsf) 0 0 27,000 0 27,000 0 Roof-top Amenity (gsf) 0 0 55,000 0 55,000 0

Table 19-37 2021 Vanderbilt Corridor No-Action Trip Generation Summary Person Trips Vehicle Trips Peak City Tour Tour Hour In/Out Auto Taxi Subway Bus Bus Walk Railroad Total In/Out Auto Taxi Bus Delivery Total In 158 56 1,039 320 0 237 406 2,216 In 137 40 0 17 194 AM Out 13 6 62 23 0 96 18 218 Out 11 40 0 17 68 Total 171 62 1,101 343 0 333 424 2,434 Total 148 80 0 34 262 In 56 63 153 123 0 1,593 0 1,988 In 44 55 0 18 117 MD Out 55 64 152 128 0 1,656 0 2,055 Out 44 55 0 18 117 Total 111 127 305 251 0 3,249 0 4,043 Total 88 110 0 36 234 In 33 19 132 51 0 316 29 580 In 25 54 0 3 82 PM Out 197 74 1,244 388 0 472 471 2,846 Out 167 54 0 3 224 Total 230 93 1,376 439 0 788 500 3,426 Total 192 108 0 6 306 In 44 33 105 66 0 744 0 992 In 27 24 0 0 51 Saturday Out 40 29 95 59 0 653 0 876 Out 24 24 0 0 48 Total 84 62 200 125 0 1,397 0 1,868 Total 51 48 0 0 99

19-57 Vanderbilt Corridor and One Vanderbilt

Table 19-38 2021 Vanderbilt Corridor With-Action Trip Generation Summary Person Trips Vehicle Trips Peak City Tour Tour Hour In/Out Auto Taxi Subway Bus Bus Walk Railroad Total In/Out Auto Taxi Bus Delivery Total In 524 161 3,198 981 218 759 1,366 7,207 In 453 108 5 34 600 AM Out 23 29 224 102 178 313 61 930 Out 18 108 5 34 165 Total 547 190 3,422 1,083 396 1,072 1,427 8,137 Total 471 216 10 68 765 In 97 143 399 280 198 3,171 33 4,321 In 71 115 5 40 231 MD Out 97 147 404 291 198 3,322 33 4,492 Out 73 115 5 40 233 Total 194 290 803 571 396 6,493 66 8,813 Total 144 230 10 80 464 In 255 250 395 109 0 545 136 1,690 In 106 177 0 7 290 PM Out 652 242 3,478 1,027 0 839 1,489 7,727 Out 523 177 0 7 707 Total 907 492 3,873 1,136 0 1,384 1,625 9,417 Total 629 354 0 14 997 In 261 272 327 127 0 1,254 84 2,325 In 106 132 0 5 243 Saturday Out 125 136 208 89 0 1,011 31 1,600 Out 56 132 0 5 193 Total 386 408 535 216 0 2,265 115 3,925 Total 162 264 0 10 436

Table 19-39 2021 Vanderbilt Corridor Trip Increments Person Trips Vehicle Trips Peak City Tour Tour Hour In/Out Auto Taxi Subway Bus Bus Walk Railroad Total In/Out Auto Taxi Bus Delivery Total In 366 105 2,159 661 218 522 960 4,991 In 316 68 5 17 406 AM Out 10 23 162 79 178 217 43 712 Out 7 68 5 17 97 Total 376 128 2,321 740 396 739 1,003 5,703 Total 323 136 10 34 503 In 41 80 246 157 198 1,578 33 2,333 In 27 60 5 22 114 MD Out 42 83 252 163 198 1,666 33 2,437 Out 29 60 5 22 116 Total 83 163 498 320 396 3,244 66 4,770 Total 56 120 10 44 230 In 222 231 263 58 0 229 107 1,110 In 81 123 0 4 208 PM Out 455 168 2,234 639 0 367 1,018 4,881 Out 356 123 0 4 483 Total 677 399 2,497 697 0 596 1,125 5,991 Total 437 246 0 8 691 In 217 239 222 61 0 510 84 1,333 In 79 108 0 5 192 Saturday Out 85 107 113 30 0 358 31 724 Out 32 108 0 5 145 Total 302 346 335 91 0 868 115 2,057 Total 111 216 0 10 337

Compared with the trip increments analyzed in Chapter 10, “Transportation,” the redevelopment of the projected development sites within the Vanderbilt Corridor pursuant to the proposed actions would result in 29 to 146 more incremental vehicle trips and 630 to 1,930 more incremental person trips during the analysis peak hours. Correspondingly, there would be up to 712 more incremental subway trips and 226 more incremental bus trips during peak hours. As a result, the transportation study areas needed to address potential impacts from these projected trip increments would be larger than those described in the Chapter 10, “Transportation.” As shown in Figure 19-5, the traffic study area considered for this conceptual analysis would include 40 intersections (as compared with the 31 intersections analyzed in Chapter 10, “Transportation”). For transit, the number of subway station elements and the subway lines included in the line-haul analysis remained the same as those assessed for the One Vanderbilt development; and incremental bus trips would still be sufficiently distributed to not warrant a detailed bus line-haul analysis. With regard to pedestrians, as shown in Figure 19-6, 16 sidewalks, 31 corners, and 17 crosswalks were selected for analysis (as compared with 11 sidewalks, 15 corners, and 9 crosswalks analyzed in Chapter 10, “Transportation”).

19-58 3/18/2015

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PARK AVE SNIFFEN CT 0 500 FEET 2021 One Vanderbilt Development Site 2021 Vanderbilt Corridor Traffic Analysis Location - Weekday Only 2021 Vanderbilt Corridor Development Sites 2021 One Vanderbilt and 2021 Vanderbilt Corridor Traffic Analysis Location – Weekday Only Proposed Public Place ! 2021 One Vanderbilt and 2021 Vanderbilt Corridor Traffic Analysis Location – Weekday and Saturday 2021 Vanderbilt Corridor Traffic Analysis Locations Vanderbilt Corridor and One Vanderbilt Figure 19-5 This figure is new to the FEIS Vanderbilt Corridor andOneVanderbilt This figureis newtotheFEIS 3.19.15 Proposed PublicPlace One Vanderbilt DevelopmentSite Development Sites 2021 Vanderbilt Corridor

SIXTH AVE. 2021 OneVanderbilt and2021Vanderbilt CorridorAnalysisLocation Sidewalk (weekday) Corner (weekday) Crosswalk (weekday) Not IncludedinAnalysis LocationsDuetoProposedPublic Place >200 Net-IncrementalPedestrianTrips inatLeastOnePeakHour. Sidewalk (weekday/Saturday) Corner (weekday/Saturday) Crosswalk (weekday/Saturday) E. 43RDST. E. 44THST. 2021 Vanderbilt CorridorAnalysisLocation–Weekday Only Sidewalk Corner Crosswalk

VANDERBILT AVE.

PARK AVE. Pedestrian AnalysisLocations PARK AVE. PARK AVE. 2021 Vanderbilt Corridor E. 42NDST. E. 41STST. 0 E. 45THST. SCALE

Figure 19-6 LEXINGTON AVE. N E. 46THST. E. 47THST. E. 43RDST. E. 44THST. 400 FEET Chapter 19: Conceptual Analysis

Overall, with greater incremental trip-making attributed to the redevelopment of the MTA site, the 2021 With-Action condition for this conceptual analysis would yield more significant adverse transportation-related impacts. As detailed in Chapter 10, “Transportation,” the completion of the One Vanderbilt site (Block 1277) in 2021 is expected to result in significant adverse impacts at 17 traffic intersections; and 11 pedestrian elements, including 1 impacted sidewalk, 4 impacted corner reservoirs, and 6 impacted crosswalks. Improvement measures were explored to mitigate these impacts to the extent practicable (see Chapter 18, “Mitigation”). Of the above, significant adverse impacts at 4 intersections and potentially several of the 11 pedestrian elements could be unmitigatable. For transit, similar to the analysis results in Chapter 10, “Transportation,” two elements at the Grand Central-42nd Street subway station would incur deterioration in service levels in exceedance of the CEQR impact threshold. However, these impacts, when viewed in the context of the transit station improvements as a whole that are part of the proposed One Vanderbilt development, are not considered significant. In comparison, the proposed One Vanderbilt development, together with the projected redevelopment of the MTA site pursuant to the proposed actions in 2021 would result in significant adverse impacts at 24 traffic intersections, 24 pedestrian elements, including 2 impacted sidewalks, 9 impacted corner reservoirs, and 13 impacted crosswalks. Some of these impacts could be mitigated with the same or similar improvement measures identified in Chapter 18, “Mitigation.” Others, including those identified to be unmitigatable for the development of the One Vanderbilt site in 2021, would similarly be unmitigatable under the 2021 Vanderbilt Corridor With-Action condition. As the development of the MTA site becomes more defined, it will be studied as part of a separate environmental review, for which more details on the predicted impacts and associated mitigation measures would be determined. Similarly, more updated crash data would be analyzed at such time to assess vehicular and pedestrian safety at the relevant intersections. It should also be noted that the potential future development of the MTA site would use either the Grand Central Public Realm Improvement Bonus, the amended ZR Section 81-635 landmark transfer special permit, or a combination of these special permits, and thus may be required to provide funding for additional transit-related improvements, which have not been defined at this time and were conservatively not assumed in this conceptual analysis. Regarding parking, with the same inventory of available parking resources, future parking utilization with the proposed One Vanderbilt development, together with the projected redevelopment of the MTA site, is expected to increase to 65 and 99 percent during the weekday morning and midday peak periods, respectively, and to remain at 65 and 19 percent during the evening and overnight peak periods, respectively, in the ¼-mile off-street parking study area. Since these occupancy levels are within the area’s parking capacity, the proposed Vanderbilt Corridor development in 2021 is not expected to result in the potential for a parking shortfall or a significant adverse parking impact.

BASELINE TRANSPORTATION DATA AND ANALYSIS METHODOLOGY As discussed in Chapter 10, “Transportation,” baseline conditions for the One Vanderbilt project transportation study areas were developed using data collected in 2013 and 2014, supplemented by traffic/transit/pedestrian volumes and analyses presented in the 2013 East Midtown Rezoning and Related Action FEIS. For the 2021 conceptual analyses, future background conditions depicted in Chapter 10, “Transportation,” and data developed for the larger East Midtown Rezoning and Related Actions FEIS transportation networks were used to develop the 2021 No- Action condition. For the limited locations where the 2021 projected trip increments from the

19-59 Vanderbilt Corridor and One Vanderbilt

One Vanderbilt project and the redevelopment of the MTA site would exceed CEQR analysis thresholds and at which relevant baseline data/analyses are not available, they have been excluded for this conceptual analysis. Similarly, since the Saturday peak hour was not studied as part of the East Midtown Rezoning and Related Action FEIS and Saturday peak hour trip increments for the Vanderbilt Corridor projected developments would not be substantially greater than those for the One Vanderbilt project, the Saturday study areas analyzed in Chapter 10, “Transportation,” were not expanded for this conceptual analysis. While additional transit improvements may be required as part of the future applicant’s potential use of the special permit mechanisms for the MTA site, they were conservatively not assumed in the 2021 conceptual analyses. These analyses also assume the same transportation network changes and make use of the same detailed analysis methodologies described in Chapter 10, “Transportation.”

THE FUTURE WITHOUT THE PROPOSED ACTIONS (2021) The 2021 conceptual future transportation networks were developed using the methodology described above and analyzed for traffic, transit, and pedestrian service levels. The results of these analyses, as well as discussions of future No-Action parking conditions, are provided below. Traffic The 2021 Vanderbilt Corridor No-Action traffic volumes for the weekday AM, midday, PM, and Saturday peak hours are presented in Figures 19-7 to 19-10. A summary of the 2021 Vanderbilt Corridor No-Action traffic analysis results is presented in Table 19-40. Details on levels-of- service, volume-to-capacity (v/c) ratios, and average delays are compiled in Appendix F. Table 19-40 Summary of 2021 Vanderbilt Corridor No-Action Traffic Analysis Results Analysis Peak Hours Level of Service Weekday AM Weekday Midday Weekday PM Saturday Signalized Intersections Lane Groups at LOS A/B/C 79 84 86 31 Lane Groups at LOS D 24 21 22 3 Lane Groups at LOS E 10 9 6 0 Lane Groups at LOS F 14 9 15 0 Total 127 123 129 34 Lane Groups with v/c ≥ 0.90 32 24 31 0 Unsignalized Intersections Lane Groups at LOS A/B/C 8 7 8 0 Lane Groups at LOS D 0 0 0 0 Lane Groups at LOS E 0 0 0 0 Lane Groups at LOS F 0 1 0 0 Total 8 8 8 0 Lane Groups with v/c ≥ 0.90 0 0 0 0 Notes: LOS = Level-of-Service; v/c = volume-to-capacity ratio

Transit The 2021 conceptual analysis accounts for the same transit study area analyzed in Chapter 10, “Transportation.” Hence, the 2021 Vanderbilt Corridor No-Action transit analysis findings are the same as those presented for the 2021 One Vanderbilt No-Action condition in Chapter 10, “Transportation.”

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W. 50TH ST.

W. 49TH ST. 1389 143

224 71 W. 48TH ST. 56 91296 91 117 1273 408 1037

70 2072

MADISON AVE. MADISON THIRD AVE. THIRD 97 124 308 248 324 385 354 W. 47TH ST. 50 56 40 34 28 21 11 E. 47TH ST. 1 469 51 82 21 946 116 1266 1929 199 428 890 41 198

97 127 11 131 153 116 247 51 E. 46TH ST. 319 41 369 35 423 29 490 22 102 46 75 10 88 935 107 204 1602 1217 1868 163 386 88

95 67 52 548 42 448 36 120 13 E. 45TH ST. 3

186 31

PARK AVE. AVE. PARK (NORTH BOUND) (NORTH (SOUTH BOUND) (SOUTH PARK AVE. AVE. PARK 37 31 286 947 119 1966 88

71 154 58 366 114 220 53 E. 44TH ST. 154 43 37 14 4 262 133 10 36 143 1755 1079 252

392 1836 VANDERBILT AVE. VANDERBILT

80 54 224 44 172 38 15 E. 43RD ST. 5 120 10 172 1035 379 1347 168 1951 5

122 290 10 214 224 157 337 557 39 685 695 471 113 591 55 586 45 715 715 E. 42ND ST. 639 521 609 428 809 1099 1074 1074 1074 30 16 6 6463 20 5 23 546 31 20 204 326 337 46 30 174 101 1575 129 140 1197 1717

132 228 E. 41ST ST. 30 24 17 57 7 10

1490

VIADUCT

PARK AVE. PARK PARK AVE. PARK 52 886

297 E. 40TH ST. 31 25 25 18 8 242 272 113 693 476

178 SIXTH AVE. SIXTH

187 993 FIFTHAVE.

67 E. 39TH ST. 32 733 26 759 19 09 46 20

700 VIADUCT 951

88

FIRST AVE. FIRST THIRD AVE. THIRD

E. 38TH ST. 488 33 96 27 20 10 214 480 71 624

92 1073

LEXINGTON AVE. LEXINGTON MADISON AVE. MADISON

127 E. 37TH ST. 118931 117 945 106 92 568

One Vanderbilt Development Site NOT TO SCALE 2021 Vanderbilt Corridor Development Sites 2021 Vanderbilt Corridor No-Action Traffic Volumes Weekday AM Peak Hour Vanderbilt Corridor and One Vanderbilt Figure 19-7 This figure is new to the FEIS 3.18.15

W. 50TH ST.

W. 49TH ST. 1307 128

244 107 W. 48TH ST. 36 91265 91 77 1264 438 905

91 1657

MADISON AVE. MADISON THIRD AVE. THIRD 78 92 312 327 385 323 249 W. 47TH ST. 50 128 40 34 28 21 11 E. 47TH ST. 1 376 15 89 20 804 113 1249 1714 71 346 819 30 101

97 296 212 116 376 51 E. 46TH ST. 447 41 539 35 607 29 412 22 83 92 20 917 168 121 1627 1042 1612 102 303 43

137 35 52 652 42 393 36 207 13 E. 45TH ST. 3

90 8

PARK AVE. AVE. PARK (NORTH BOUND) (NORTH (SOUTH BOUND) (SOUTH PARK AVE. AVE. PARK 20 349 872 106 51 1619 83

102 190 65 293 114 203 53 E. 44TH ST. 96 43 37 14 4 278 82 61 51 189 1612 1031 133

378 1519 VANDERBILT AVE. VANDERBILT

112 54 235 44 199 38 15 E. 43RD ST. 5 144 61 970 178 180 337 1180 157 1648 15

36 240 5 239 266 214 189 332 296 39 715 810 561 113 668 55 678 45 771 771 E. 42ND ST. 606 564 495 358 709 949 908 908 1147 56 16 6 6492 25 23 403 10 26 163 204 306 59 41 246 93 122 1521 132 1145 1354

173 178 E. 41ST ST. 30 24 17 87 7 10

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PARK AVE. PARK PARK AVE. PARK 58 926

276 E. 40TH ST. 31 36 25 18 8 153 240 123 579 548

157 SIXTH AVE. SIXTH

264 873 FIFTHAVE.

68 E. 39TH ST. 32 680 26 665 19 09 31 46

760 VIADUCT 836

68

FIRST AVE. FIRST THIRD AVE. THIRD

E. 38TH ST. 580 33 117 27 20 10 120 531 689 117

40 916

LEXINGTON AVE. LEXINGTON MADISON AVE. MADISON

188 E. 37TH ST. 118842 117 934 172 80 618

One Vanderbilt Development Site NOT TO SCALE 2021 Vanderbilt Corridor Development Sites 2021 Vanderbilt Corridor No-Action Traffic Volumes Weekday Midday Peak Hour Vanderbilt Corridor and One Vanderbilt Figure 19-8 This figure is new to the FEIS 3.18.15

W. 50TH ST.

W. 49TH ST. 1266 163

291 40 W. 48TH ST. 71 91414 91 400 1018 418 919

72 1727

MADISON AVE. MADISON THIRD AVE. THIRD 101 157 248 258 334 338 232 W. 47TH ST. 50 124 40 34 28 21 11 E. 47TH ST. 1 422 21 25 127 114 1261 1063 1780 71 376 767 46 173

77 308 244 116 415 51 E. 46TH ST. 486 41 582 35 616 29 481 22 0 100 96 25 88 163 1177 1653 1080 1530 250 312 64

86 63 52 503 42 480 36 246 13 E. 45TH ST. 3

81 26

PARK AVE. AVE. PARK (NORTH BOUND) (NORTH (SOUTH BOUND) (SOUTH PARK AVE. AVE. PARK 8 50 104 1187 90 1551 60

92 185 53 206 114 219 53 E. 44TH ST. 94 43 37 14 4 272 77 5 36 255 1770 1106 167

369 1454 VANDERBILT AVE. VANDERBILT

72 54 211 44 105 38 15 E. 43RD ST. 5 113 5 10 219 1070 360 1233 209 1552 15

56 242 15 208 134 184 372 479 39 651 645 475 113 537 55 537 45 671 671 E. 42ND ST. 652 481 520 408 804 1046 1005 1005 1005 20 16 6 64102 20 23 418 20 36 158 240 638 68 41 164 82 114 1605 134 1274 1423

226 198 E. 41ST ST. 30 24 17 94 7 36

1459

VIADUCT

PARK AVE. PARK PARK AVE. PARK 68 923

279 E. 40TH ST. 31 30 25 18 8 180 249 247 543 486

218 SIXTH AVE. SIXTH

284 887 FIFTHAVE.

63 E. 39TH ST. 32 847 26 835 19 09 39 51

888 VIADUCT 819

107

FIRST AVE. FIRST THIRD AVE. THIRD

E. 38TH ST. 604 33 107 27 20 10 120 604 832 167

86 853

LEXINGTON AVE. LEXINGTON MADISON AVE. MADISON

152 E. 37TH ST. 118833 117 923 147 57 847

One Vanderbilt Development Site NOT TO SCALE 2021 Vanderbilt Corridor Development Sites 2021 Vanderbilt Corridor No-Action Traffic Volumes Weekday PM Peak Hour Vanderbilt Corridor and One Vanderbilt Figure 19-9 This figure is new to the FEIS 3.18.15

W. 50TH ST.

W. 49TH ST.

W. 48TH ST. 91 91

293 573

MADISON AVE. MADISON THIRD AVE. THIRD 92 W. 47TH ST. 50 40 34 28 334 21 237 11 E. 47TH ST. 1 20 117 969 436 210 5 157

5 142 116 51 E. 46TH ST. 41 279 35 377 29 392 22 41 24 10 944 117

52 42 36 13 E. 45TH ST. 3

PARK AVE. AVE. PARK (NORTH BOUND) (NORTH (SOUTH BOUND) (SOUTH PARK AVE. AVE. PARK

110 114 53 E. 44TH ST. 139 43 37 14 4 30

1035 VANDERBILT AVE. VANDERBILT

120 54 44 100 38 15 E. 43RD ST. 5 122 945 10 1561 10

183 5 39 668 113 576 727 55 749 732 45 713 E. 42ND ST. 16 6 64 25 23 36 56 84 66 1555 1062

E. 41ST ST. 30 24 17 7

VIADUCT

PARK AVE. PARK PARK AVE. PARK

E. 40TH ST. 31 25 18 8

SIXTH AVE. SIXTH FIFTHAVE.

E. 39TH ST. 32 26 19 09

VIADUCT

FIRST AVE. FIRST THIRD AVE. THIRD

E. 38TH ST. 33 27 20 10

LEXINGTON AVE. LEXINGTON MADISON AVE. MADISON

E. 37TH ST. 118 117

One Vanderbilt Development Site NOT TO SCALE 2021 Vanderbilt Corridor Development Sites 2021 Vanderbilt Corridor No-Action Traffic Volumes Saturday Peak Hour Vanderbilt Corridor and One Vanderbilt Figure 19-10 This figure is new to the FEIS Chapter 19: Conceptual Analysis

Pedestrians The 2021 Vanderbilt Corridor No-Action pedestrian volumes for the weekday AM, midday, PM, and Saturday peak hours are presented in Figures 19-11 to 19-14. A summary of the 2021 Vanderbilt Corridor No-Action pedestrian analysis results is presented in Table 19-41. Details on pedestrian service levels at study area sidewalks, corner reservoirs, and crosswalks are compiled in Appendix F. Parking The 2021 Vanderbilt Corridor No-Action parking analysis findings are the same as those presented for the 2021 One Vanderbilt No-Action condition in Chapter 10, “Transportation.” Table 19-41 Summary of 2021 Vanderbilt Corridor No-Action Pedestrian Analysis Results Analysis Peak Hours Level of Service Weekday AM Weekday Midday Weekday PM Saturday Sidewalks Sidewalks at LOS A/B/C 10 13 8 2 Sidewalks at LOS D 6 3 8 3 Sidewalks at LOS E 0 0 0 0 Sidewalks at LOS F 0 0 0 0 Total 16 16 16 5 Corner Reservoirs Corners at LOS A/B/C 26 25 21 4 Corners at LOS D 2 5 6 1 Corners at LOS E 3 2 4 0 Corners at LOS F 1 0 1 0 Total 32 32 32 5 Crosswalks Crosswalks at LOS A/B/C 11 12 6 2 Crosswalks at LOS D 8 6 8 1 Crosswalks at LOS E 4 5 9 1 Crosswalks at LOS F 0 0 0 0 Total 23 23 23 4 Notes: LOS = Level-of-Service

THE FUTURE WITH THE PROPOSED ACTIONS (2021) The cumulative trip increments associated with the redevelopment of the MTA site and the proposed One Vanderbilt development by 2021 were overlaid onto the 2021 Vanderbilt Corridor No-Action transportation network to assess their potential impacts on the area’s roadway network, transit system, and pedestrian facilities. The results of these analyses, as well as assessments of how the incremental trips may affect parking supply and utilization, are presented below. Traffic The 2021 Vanderbilt Corridor With-Action traffic volumes for the weekday AM, midday, PM, and Saturday peak hours are presented in Figures 19-15 to 19-18. A summary of the 2021 Vanderbilt Corridor With-Action traffic analysis results is presented in Table 19-42. Details on levels-of-service, volume-to-capacity (v/c) ratios, and average delays, as well as the peak hour incremental traffic volumes, are compiled in Appendix F.

19-61 3.18.15 657

16 956 47TH ST.

457 1299 171

252 458 218 365 288 471 971 946 15 46TH ST.

248 528 669 142

312

1342

484 114 912 256 168 376 10 353 14 45TH ST. 754 1044 1850

462 213 428

133 30 565 184 461 583 246 13 635 44TH ST. 812

1185

MADISON AVE. MADISON FIFTH AVE. FIFTH

1398 473 524 AVE. LEXINGTON 183 753 138 113 1095 158 1057 AVE. VANDERBILT

43RD ST. 450 290 453 406 727

8 413 2 1006 1243

65 704 320 18 336 8 729 994 355 1361 324 1081 490 973 1012 1496 1218 1521 1535 700 483 751 66 1224 1690 1252 2501 751 24 1662 1241 2340 2131 3584 3724 3056 1247 1065 632

42ND ST. 1092

540 42ND ST. 908 935 1 3 4 2110 7 562 799 678 1408 1308 2243 4576 1662 1414 398 1989 463 280 1148 797 953 997 1205 1735 1579 1852

934 PARKAVE. 314 FIFTH AVE. FIFTH 788 82

41ST ST. N 1584 955 876 5 308 6

374 108 340 131 842 521

"NOTE: Pedestrian elements within the proposed public place were not considered for analysis

One Vanderbilt Development Site NOT TO SCALE

2021 Vanderbilt Corridor Development Sites

Proposed Public Place 2021 Vanderbilt Corridor No-Action Pedestrian Volumes Weekday AM Peak Hour Vanderbilt Corridor and One Vanderbilt Figure 19-11 This figure is new to the FEIS 3.18.15 709

16 669 47TH ST.

512 582 88

320 356 103 268 818 546 539 877 15 46TH ST.

234 505 477 54

620

760

690 136 451 168 617 1055 10 1079 45TH ST.

977 14 843 690

661 190 410

250 43 582 209 207 522 535 13 581 44TH ST. 657

699

MADISON AVE. MADISON FIFTH AVE. FIFTH

1146 556 762 AVE. LEXINGTON 71 197 280 234 478 99 658 AVE. VANDERBILT

43RD ST. 692 1185 1164 999 843 696 395

868 8 2

232 430 179 43 545 23 294 497 959 973 938 1496 949

1022 1348 1420 1278 1615 1508 420 678 571 132 1649 1965 1311 2030 751 32 1946 1615 1922 1621 2457 2804 2084 2053 1723 1081

42ND ST. 1168

1865 42ND ST. 991 1497 1 3 4 1289 7 830 837 1160 1398 1059 2635 1757 1753 1217 645 1539 588 282 1381 412 1499 1353 1853 1387 1332 1242

1023 PARKAVE. 411 FIFTH AVE. FIFTH 566 224

41ST ST. N 1002 499 895 5 732 6

615 144 313 253 679 264

"NOTE: Pedestrian elements within the proposed public place were not considered for analysis

One Vanderbilt Development Site NOT TO SCALE

2021 Vanderbilt Corridor Development Sites

Proposed Public Place 2021 Vanderbilt Corridor No-Action Pedestrian Volumes Weekday Midday Peak Hour Vanderbilt Corridor and One Vanderbilt Figure 19-12 This figure is new to the FEIS 3.18.15 943

16 876 47TH ST.

1007 530 336

326 389 148 458 990 1227 672 494 15 46TH ST.

114 594 593 126

1245

698

711 89 435 191 878 1789 10 1347 45TH ST.

616 14 802 481

660 183 554

515 10 1100 184 222 716 887 13 1240 44TH ST. 897

404

MADISON AVE. MADISON FIFTH AVE. FIFTH

946 1369 1705 AVE. LEXINGTON 31 586 212 194 443 293 842 AVE. VANDERBILT

43RD ST. 718 2420 1409 1536 617 621 976

676 8 2

51 975 387 43 933 20 547 526 1602 518 1296 782 956

1536 2787 2234 1091 1302 2059 938 757 867 152 3605 3835 2193 1933 807 11 2763 2278 3145 1633 2631 3240 2945 2826 1862 1064

42ND ST. 962

2599 42ND ST. 1257 1936 1 3 4 1516 7 978 759 1447 1290 1191 2427 2331 1832 1536 1151 1404 674 328 1319 660 4717 2252 2287 1604 1924 1134

1820 PARKAVE. 554 FIFTH AVE. FIFTH 655 207

41ST ST. N 1108 5 713 6 2035 1680

493 284 285 86 538 255

"NOTE: Pedestrian elements within the proposed public place were not considered for analysis

One Vanderbilt Development Site NOT TO SCALE

2021 Vanderbilt Corridor Development Sites

Proposed Public Place 2021 Vanderbilt Corridor No-Action Pedestrian Volumes Weekday PM Peak Hour Vanderbilt Corridor and One Vanderbilt Figure 19-13 This figure is new to the FEIS 3.18.15 47TH ST.

46TH ST.

45TH ST.

44TH ST.

MADISON AVE. MADISON

FIFTH AVE. FIFTH

LEXINGTON AVE. LEXINGTON VANDERBILT AVE. VANDERBILT

43RD ST. 188 317

164 16 153 354 535 1034 2649 1289 486 529 160 234 1286 1486 1029 901 3063 2189 2958 3144 2398

363 42ND ST.

891 42ND ST. 475 1 1427 3 403 343 1266

1082

PARKAVE. FIFTH AVE. FIFTH

41ST ST. N

"NOTE: Pedestrian elements within the proposed public place were not considered for analysis

One Vanderbilt Development Site NOT TO SCALE

2021 Vanderbilt Corridor Development Sites

Proposed Public Place 2021 Vanderbilt Corridor No-Action Pedestrian Volumes Saturday Peak Hour Vanderbilt Corridor and One Vanderbilt Figure 19-14 This figure is new to the FEIS 3.18.15

W. 50TH ST.

W. 49TH ST. 1430 143

226 71 W. 48TH ST. 61 91298 91 118 1273 433 1058

70 2105

MADISON AVE. MADISON THIRD AVE. THIRD 97 124 328 261 347 424 402 W. 47TH ST. 50 73 40 34 28 21 11 E. 47TH ST. 1 510 69 91 11 964 140 1267 1979 199 469 929 41 198

97 127 11 133 211 116 261 51 E. 46TH ST. 333 41 383 35 434 29 499 22 102 46 81 91 977 107 204 1605 1225 1918 163 391 124

104 67 52 558 42 450 36 126 13 E. 45TH ST. 3

186 31

PARK AVE. AVE. PARK (NORTH BOUND) (NORTH (SOUTH BOUND) (SOUTH PARK AVE. AVE. PARK 37 24 294 980 155 1998 106

71 154 61 416 114 231 53 E. 44TH ST. 183 43 37 14 4 264 152 36 165 1755 1120 307

423 1839 VANDERBILT AVE. VANDERBILT

113 54 266 44 194 38 15 E. 43RD ST. 5 122 194 1043 384 1347 168 1956 5

122 290 10 218 226 157 360 557 39 697 707 483 113 603 55 598 45 727 727 E. 42ND ST. 647 527 617 451 826 1116 1091 1091 1091 30 16 6 6463 20 5 23 554 31 20 204 326 337 46 30 180 101 1582 129 140 1227 1739

134 228 E. 41ST ST. 30 24 17 60 7 10

1501

VIADUCT

PARK AVE. PARK PARK AVE. PARK 52 903

303 E. 40TH ST. 31 25 25 18 8 242 278 119 724 482

178 SIXTH AVE. SIXTH

202 995 FIFTHAVE.

67 E. 39TH ST. 32 736 26 763 19 09 47 20

712 VIADUCT 954

88

FIRST AVE. FIRST THIRD AVE. THIRD

E. 38TH ST. 488 33 96 27 20 10 213 480 71 636

92 1075

LEXINGTON AVE. LEXINGTON MADISON AVE. MADISON

133 E. 37TH ST. 118933 117 947 106 92 574

One Vanderbilt Development Site NOT TO SCALE 2021 Vanderbilt Corridor Development Sites 2021 Vanderbilt Corridor With-Action Traffic Volumes Proposed Public Place Weekday AM Peak Hour Vanderbilt Corridor and One Vanderbilt Figure 19-15 This figure is new to the FEIS 3.18.15

W. 50TH ST.

W. 49TH ST. 1321 128

246 107 W. 48TH ST. 36 91267 91 76 1267 449 908

91 1692

MADISON AVE. MADISON THIRD AVE. THIRD 79 92 320 322 397 396 312 W. 47TH ST. 50 130 40 34 28 21 11 E. 47TH ST. 1 448 16 4 100 822 128 1251 1751 71 418 823 30 101

97 300 215 116 382 51 E. 46TH ST. 453 41 566 35 599 29 400 22 0 83 4 86 950 113 168 1679 1051 1649 102 308 110

147 35 52 652 42 390 36 214 13 E. 45TH ST. 3

90 8

PARK AVE. AVE. PARK (NORTH BOUND) (NORTH (SOUTH BOUND) (SOUTH PARK AVE. AVE. PARK 15 55 352 916 118 1622 117

102 191 71 301 114 209 53 E. 44TH ST. 135 43 37 14 4 280 155 92 191 1663 1077 273

380 1522 VANDERBILT AVE. VANDERBILT

153 54 181 44 112 38 15 E. 43RD ST. 5 110 179 1016 238 1221 177 1617 15

36 291 5 268 221 188 316 296 39 726 760 572 113 679 55 689 45 782 782 E. 42ND ST. 635 540 526 342 757 1048 1007 1007 998 56 16 6 6492 25 23 434 10 26 163 204 306 59 41 220 93 123 1537 132 1190 1356

177 178 E. 41ST ST. 30 24 17 89 7 10

1525

VIADUCT

PARK AVE. PARK PARK AVE. PARK 58 929

278 E. 40TH ST. 31 38 25 18 8 153 240 123 586 556

157 SIXTH AVE. SIXTH

265 875 FIFTHAVE.

69 E. 39TH ST. 32 683 26 667 19 09 30 46

767 VIADUCT 836

69

FIRST AVE. FIRST THIRD AVE. THIRD

E. 38TH ST. 581 33 117 27 20 10 121 533 696 117

40 917

LEXINGTON AVE. LEXINGTON MADISON AVE. MADISON

188 E. 37TH ST. 118844 117 936 172 80 625

One Vanderbilt Development Site NOT TO SCALE 2021 Vanderbilt Corridor Development Sites 2021 Vanderbilt Corridor With-Action Traffic Volumes Proposed Public Place Weekday Midday Peak Hour Vanderbilt Corridor and One Vanderbilt Figure 19-16 This figure is new to the FEIS 3.18.15

W. 50TH ST.

W. 49TH ST. 1286 163

295 40 W. 48TH ST. 71 91418 91 412 1045 432 925

72 1741

MADISON AVE. MADISON THIRD AVE. THIRD 113 157 322 298 391 413 245 W. 47TH ST. 50 127 40 34 28 21 11 E. 47TH ST. 1 454 23 20 191 151 1300 1082 1797 71 408 775 46 173

77 360 256 116 466 51 E. 46TH ST. 537 41 633 35 695 29 508 22 101 96 20 163 117 1233 1654 1131 1547 250 313 95

92 63 52 526 42 483 36 254 13 E. 45TH ST. 3

81 26

PARK AVE. AVE. PARK (NORTH BOUND) (NORTH (SOUTH BOUND) (SOUTH PARK AVE. AVE. PARK 8 74 124 1237 121 1562 66

92 209 82 217 114 268 53 E. 44TH ST. 125 43 37 14 4 293 82 36 264 1770 1152 203

381 1474 VANDERBILT AVE. VANDERBILT

96 54 216 44 107 38 15 E. 43RD ST. 5 119 228 1092 376 1233 209 1578 15

56 242 15 219 137 184 392 479 39 670 670 494 113 556 55 556 45 690 690 E. 42ND ST. 660 492 539 428 845 1087 1046 1046 1046 20 16 6 64102 20 23 437 20 36 158 240 638 68 41 178 82 125 1607 134 1305 1432

236 198 E. 41ST ST. 30 24 17 106 7 36

1476

VIADUCT

PARK AVE. PARK PARK AVE. PARK 80 960

291 E. 40TH ST. 31 41 25 18 8 180 250 260 560 505

219 SIXTH AVE. SIXTH

287 933 FIFTHAVE.

78 E. 39TH ST. 32 847 26 849 19 09 53 51

906 VIADUCT 858

128

FIRST AVE. FIRST THIRD AVE. THIRD

E. 38TH ST. 616 33 107 27 20 10 129 637 850 167

86 901

LEXINGTON AVE. LEXINGTON MADISON AVE. MADISON

154 E. 37TH ST. 118833 117 923 147 57 863

One Vanderbilt Development Site NOT TO SCALE 2021 Vanderbilt Corridor Development Sites 2021 Vanderbilt Corridor With-Action Traffic Volumes Proposed Public Place Weekday PM Peak Hour Vanderbilt Corridor and One Vanderbilt Figure 19-17 This figure is new to the FEIS 3.18.15

W. 50TH ST.

W. 49TH ST.

W. 48TH ST. 91 91

307 574

MADISON AVE. MADISON THIRD AVE. THIRD 92 W. 47TH ST. 50 40 34 28 400 21 292 11 E. 47TH ST. 1 25 133 962 442 281 5 157

5 137 116 51 E. 46TH ST. 41 305 35 359 29 379 22 41 24 5 73 958

52 42 36 13 E. 45TH ST. 3

PARK AVE. AVE. PARK (NORTH BOUND) (NORTH (SOUTH BOUND) (SOUTH PARK AVE. AVE. PARK

115 114 53 E. 44TH ST. 166 43 37 14 4 67

1100 VANDERBILT AVE. VANDERBILT

160 54 44 27 38 15 E. 43RD ST. 5 130 1007 10 1531 10

230 5 39 685 113 633 744 55 853 749 45 817 E. 42ND ST. 16 6 64 25 23 36 56 84 66 1563 1132

E. 41ST ST. 30 24 17 7

VIADUCT

PARK AVE. PARK PARK AVE. PARK

E. 40TH ST. 31 25 18 8

SIXTH AVE. SIXTH FIFTHAVE.

E. 39TH ST. 32 26 19 09

VIADUCT

FIRST AVE. FIRST THIRD AVE. THIRD

E. 38TH ST. 33 27 20 10

LEXINGTON AVE. LEXINGTON MADISON AVE. MADISON

E. 37TH ST. 118 117

One Vanderbilt Development Site NOT TO SCALE 2021 Vanderbilt Corridor Development Sites 2021 Vanderbilt Corridor With-Action Traffic Volumes Proposed Public Place Saturday Peak Hour Vanderbilt Corridor and One Vanderbilt Figure 19-18 This figure is new to the FEIS Vanderbilt Corridor and One Vanderbilt

Table 19-42 Summary of 2021 Vanderbilt Corridor With-Action Traffic Analysis Results Analysis Peak Hours Level of Service Weekday AM Weekday Midday Weekday PM Saturday Signalized Intersections Lane Groups at LOS A/B/C 78 85 81 29 Lane Groups at LOS D 22 20 25 4 Lane Groups at LOS E 8 10 5 1 Lane Groups at LOS F 19 8 18 0 Total 127 123 129 34 Lane Groups with v/c ≥ 0.90 35 25 33 2 Unsignalized Intersections (1) Lane Groups at LOS A/B/C 6 6 6 0 Lane Groups at LOS D 0 0 0 0 Lane Groups at LOS E 0 0 0 0 Lane Groups at LOS F 0 0 0 0 Total 6 6 6 0 Lane Groups with v/c ≥ 0.90 0 0 0 0 Notes: LOS = Level-of-Service; v/c = volume-to-capacity ratio (1) As described in Chapter 10, “Transportation,” due to the proposed configuration changes along Vanderbilt Avenue under the With-Action condition, the overall number of lane groups at the analyzed unsignalized intersections would be reduced from 8 under the No-Action to 6 under the With-Action.

With greater incremental trip-making, the proposed One Vanderbilt development, together with the projected redevelopment of the MTA site pursuant to the proposed actions in 2021, would result in significant adverse impacts at 24 traffic intersections, as compared with 17 impacted intersections identified for the One Vanderbilt project in 2021. The additional impacted intersections are as follows. 1. First Avenue and East 42nd Street; 2. Park Avenue (southbound) and East 48th Street; 3. Vanderbilt Avenue and East 45th Street; 4. Madison Avenue and East 47th Street; 5. Fifth Avenue and 45th Street; 6. Fifth Avenue and 43rd Street; and 7. Sixth Avenue and West 44th Street Some of these impacts could be mitigated with the same or similar improvement measures identified in Chapter 18, “Mitigation.” Others, including those identified to be unmitigatable for the development of the One Vanderbilt site in 2021, would similarly be unmitigatable. As the development program for the MTA site becomes more defined, it will be studied as part of a separate environmental review, for which more details on the predicted impacts and associated mitigation measures would be determined. For the 17 impacted intersections identified for the proposed One Vanderbilt development in 2021, greater trip-making in 2021 from the proposed One Vanderbilt development, together with the redevelopment of the MTA site, would result in worsened impacts. A review of the mitigation needs for the greater 2021 impacts with the redevelopment of the MTA site was conducted to determine if the measures identified to mitigate 2021 impacts with only the development of the One Vanderbilt building would still be effective in mitigating the impacts identified for these locations with the additional redevelopment of the MTA site. This review, as summarized in Table 19-43, showed that the same or similar measures identified to mitigate the

19-62 Chapter 19: Conceptual Analysis

2021 One Vanderbilt impacts could be adopted to mitigate the 2021 One Vanderbilt plus the MTA site redevelopment impacts at all intersections. Table 19-43 2021 Vanderbilt Corridor Required Mitigation at 2021 One Vanderbilt Impacted Traffic Intersections Significantly Impacted 2021 Vanderbilt Corridor Required Mitigation Intersections 2021 One Vanderbilt Mitigation Measures Measures Third Avenue and East Unmitigated Same – Unmitigated 42nd Street Third Avenue and East Shift signal timing (1 second) Similar mitigation; shift signal timing (2 seconds) 41st Street Lexington Avenue and Unmitigated Same – Unmitigated East 42nd Street Park Avenue (SB) and Shift signal timing (1 second) Same mitigation East 47th Street Park Avenue (NB) and Similar mitigation; restripe and shift signal timing (2 Restripe and shift signal timing (1 second) East 40th Street seconds) Park Avenue (SB) and Similar mitigation; restripe and shift signal timing (2 Restripe and shift signal timing (1 second) East 40th Street seconds) Park Avenue (NB) and Shift signal timing (1 to 2 seconds) Same mitigation East 39th Street Vanderbilt Avenue and Shift signal timing (1 second) Similar mitigation; shift signal timing (2 seconds) East 46th Street Vanderbilt Avenue and Shift signal timing (1 to 2 seconds) Same mitigation East 42nd Street Madison Avenue and Similar mitigation; Restripe and shift signal timing Restripe and shift signal timing (1 second) East 44th Street (2 seconds) Madison Avenue and Similar mitigation; shift signal timing (1 to 4 Shift signal timing (1 to 2 seconds) East 43rd Street seconds) Madison Avenue and Unmitigated Same – Unmitigated East 42nd Street Fifth Avenue and 47th Shift signal timing (1 second) Same mitigation Street Fifth Avenue and 46th Shift signal timing (1 second) Same mitigation Street Fifth Avenue and 44th Restripe and shift signal timing (1 second) Same mitigation Street Fifth Avenue and 42nd Unmitigated Same – Unmitigated Street Sixth Avenue and West Shift signal timing (4 seconds) Same mitigation 42nd Street

Transit Summaries of the 2021 Vanderbilt Corridor With-Action transit analysis results are presented in Tables 19-44 and 19-45. Details on service levels at station analysis elements are compiled in Appendix F. This analysis finding does not account for the fact that the potential future redevelopment of the MTA site may be required to provide funding for additional transit-related improvements. Similar to the 2021 With-Action transit analysis, two station elements would be expected to deteriorate to levels in exceedance of the CEQR impact threshold. However, when viewed in the context of the subway station improvements that are part of the proposed One Vanderbilt development, the deteriorations in service levels at a few stairways are not considered significant adverse impacts.

19-63 Vanderbilt Corridor and One Vanderbilt

Table 19-44 Summary of 2021 Vanderbilt Corridor With-Action Transit Analysis Results Grand Central-42nd Street Station Analysis Peak Hours Level of Service AM Peak Hour PM Peak Hour Stairs at LOS A/B/C 24 28 Stairs at LOS D 9 6 Stairs at LOS E 3 2 Stairs at LOS F 0 0 Total 36 36 Escalators at LOS A/B/C 6 5 Escalators at LOS D 2 3 Escalators at LOS E 0 0 Escalators at LOS F 0 0 Total 8 8 Fare Array Area at LOS A/B/C 13 13 Fare Array Area at LOS D 0 0 Fare Array Area at LOS E 0 0 Fare Array Area at LOS F 0 0 Total 13 13 Notes: LOS = Level-of-Service

Table 19-45 Summary of 2021 Vanderbilt Corridor With-Action Transit Analysis Results 42nd Street-Bryant Park Station Analysis Peak Hours Level of Service AM Peak Hour PM Peak Hour Stairs at LOS A/B/C 3 3 Stairs at LOS D 0 0 Stairs at LOS E 0 0 Stairs at LOS F 0 0 Total 3 3 Fare Array Area at LOS A/B/C 1 1 Fare Array Area at LOS D 0 0 Fare Array Area at LOS E 0 0 Fare Array Area at LOS F 0 0 Total 1 1 Notes: LOS = Level-of-Service

Pedestrians The 2021 Vanderbilt Corridor With-Action pedestrian volumes for the weekday AM, midday, PM, and Saturday peak hours are presented in Figures 19-19 to 19-22. A summary of the 2021 Vanderbilt Corridor With-Action pedestrian analysis results is presented in Table 19-46. Details on pedestrian service levels at study area sidewalks, corner reservoirs, and crosswalks, as well as the peak hour incremental pedestrian volumes, are compiled in Appendix F.

19-64 3.18.15 716

16 965 47TH ST.

476 1301 171

252 465 218 366 317 545 990 963 15 46TH ST.

254 528 669 142

391

1362

519 114 915 256 208 492 10 397 14 45TH ST. 771 1059 1874

487 213 431

271 49 668 184 470 1177 276 13 689 44TH ST. 908

1406

MADISON AVE. MADISON FIFTH AVE. FIFTH

1528 573 674 AVE. LEXINGTON 193 756 164 120 1100 158 1062 AVE. VANDERBILT

43RD ST. 561 319 484 477 860

8 484 2 1085 1331

65 814 354 18 529 15 730 1001 391 1449 350 1174 553

1712 2369 2144 2126 1546 2106 711 517 785 284 1615 3482 1389 2562 772 24 1711 1316 2455 2270 4000 4149 3284 1364 1116 648

42ND ST. 1095

555 42ND ST. 1031 967 1 3 4 2141 7 959 810 785 1461 1503 2422 4996 1893 1519 398 2343 501 280 1314 797 985 1039 1237 1760 1819 1936

1153 PARKAVE. 319 FIFTH AVE. FIFTH 790 82

41ST ST. N 1668 997

5 435 6 1091

379 140 340 131 844 575

"NOTE: Pedestrian elements within the proposed public place were not considered for analysis

One Vanderbilt Development Site NOT TO SCALE

2021 Vanderbilt Corridor Development Sites

Proposed Public Place 2021 Vanderbilt Corridor With-Action Pedestrian Volumes Weekday AM Peak Hour Vanderbilt Corridor and One Vanderbilt Figure 19-19 This figure is new to the FEIS 3.18.15 833

16 790 47TH ST.

513 584 88

320 358 103 272 912 650 649 980 15 46TH ST.

237 505 479 54

729

876

757 136 521 168 683 1231 10 1134 14 45TH ST. 762 1037 1034

720 190 473

372 111 989 209 334 927 677 13 888 44TH ST. 953

843

MADISON AVE. MADISON FIFTH AVE. FIFTH

1163 623 805 AVE. LEXINGTON 75 216 294 238 546 99 701 AVE. VANDERBILT

43RD ST. 978 1271 1286 1117 957 975 516

955 8 2

232 462 236 43 645 21 324 601 1065 1074 1076 1629 1333

1246 1700 1773 1641 1744 1656 427 769 662 277 2165 2598 1665 2259 814 32 2096 1833 2261 1965 2977 3439 2421 2268 1842 1127

42ND ST. 1212

1917 42ND ST. 1329 1601 1 3 4 1353 7 880 1223 1137 1495 1101 2695 1884 1877 1427 645 1659 637 282 1494 412 1638 1493 1996 1516 1539 1432

1211 PARKAVE. 421 FIFTH AVE. FIFTH 576 224

41ST ST. N 1181 590

5 820 6 1075

625 181 313 253 689 301

"NOTE: Pedestrian elements within the proposed public place were not considered for analysis

One Vanderbilt Development Site NOT TO SCALE

2021 Vanderbilt Corridor Development Sites

Proposed Public Place 2021 Vanderbilt Corridor With-Action Pedestrian Volumes Weekday Midday Peak Hour Vanderbilt Corridor and One Vanderbilt Figure 19-20 This figure is new to the FEIS 3.18.15 966

16 917 47TH ST.

1009 553 336

326 390 148 472 1007 1248 728 512 15 46TH ST.

117 594 603 126

1268

766

720 89 480 191 893 1823 10 1373 45TH ST.

650 14 934 510

668 183 587

536 58 1798 184 375 853 988 13 1505 44TH ST. 961

424

MADISON AVE. MADISON FIFTH AVE. FIFTH

986 1404 1761 AVE. LEXINGTON 44 728 248 202 538 293 1010 AVE. VANDERBILT

43RD ST. 902 2541 1484 1649 689 731 992

697 8 2

51 1004 436 43 998 22 645 715 1679 531 1400 799 2254

1685 2974 2429 1137 1335 2133 957 765 929 481 4149 4402 2305 1985 820 11 3303 2904 3881 2401 2805 5061 3097 2857 1881 1164

42ND ST. 972

2752 42ND ST. 1623 2142 1 3 4 1531 7 985 779 1453 1352 1231 2452 2375 1862 1671 1151 1447 711 328 1341 660 5192 2711 2602 1855 1976 1221

1855 PARKAVE. 557 FIFTH AVE. FIFTH 659 207

41ST ST. N 1197 5 809 6 2068 1715

496 299 285 86 542 260

"NOTE: Pedestrian elements within the proposed public place were not considered for analysis

One Vanderbilt Development Site NOT TO SCALE

2021 Vanderbilt Corridor Development Sites

Proposed Public Place 2021 Vanderbilt Corridor With-Action Pedestrian Volumes Weekday PM Peak Hour Vanderbilt Corridor and One Vanderbilt Figure 19-21 This figure is new to the FEIS 3.18.15 47TH ST.

46TH ST.

45TH ST.

44TH ST.

MADISON AVE. MADISON

FIFTH AVE. FIFTH

LEXINGTON AVE. LEXINGTON VANDERBILT AVE. VANDERBILT

43RD ST. 294 404

242 13 190 525 639 1195 2860 1502 488 546 191 468 1745 1697 1488 979 3159 2280 3196 3240 2636

376 42ND ST.

905 42ND ST. 534 1 1455 3 491 365 1308

1110

PARKAVE. FIFTH AVE. FIFTH

41ST ST. N

"NOTE: Pedestrian elements within the proposed public place were not considered for analysis

One Vanderbilt Development Site NOT TO SCALE

2021 Vanderbilt Corridor Development Sites

Proposed Public Place 2021 Vanderbilt Corridor With-Action Pedestrian Volumes Saturday Peak Hour Vanderbilt Corridor and One Vanderbilt Figure 19-22 This figure is new to the FEIS Chapter 19: Conceptual Analysis

Table 19-46 Summary of 2021 Vanderbilt Corridor With-Action Pedestrian Analysis Results Analysis Peak Hours Level of Service Weekday AM Weekday Midday Weekday PM Saturday Sidewalks Sidewalks at LOS A/B/C 10 14 8 3 Sidewalks at LOS D 6 2 6 2 Sidewalks at LOS E 0 0 2 0 Sidewalks at LOS F 0 0 0 0 Total 16 16 16 5 Corner Reservoirs Corners at LOS A/B/C 25 23 22 5 Corners at LOS D 3 5 5 0 Corners at LOS E 3 3 4 0 Corners at LOS F 1 1 1 0 Total 32 32 32 5 Crosswalks Crosswalks at LOS A/B/C 11 8 5 2 Crosswalks at LOS D 8 9 9 1 Crosswalks at LOS E 4 6 8 1 Crosswalks at LOS F 0 0 1 0 Total 23 23 23 4 Notes: LOS = Level-of-Service

With greater incremental trip-making, the proposed One Vanderbilt development, together with the projected redevelopment of the MTA site pursuant to the proposed actions in 2021, would result in significant adverse pedestrian impacts at 2 sidewalks, 9 corners, and 13 crosswalks, as compared with 1 impacted sidewalk, 4 impacted corners, and 6 impacted crosswalks identified for the One Vanderbilt project in 2021. The additional impacted pedestrian elements are as follows. Sidewalks 1. North sidewalk of East 43rd Street between Fifth Avenue and Madison Avenue. Corners 1. Southeast corner of Madison Avenue and East 41st Street; 2. Northwest corner of Madison Avenue and East 43rd Street; 3. Northeast corner of Madison Avenue and East 45th Street. 4. Northeast corner of Lexington Avenue and East 42nd Street; and 5. Northwest corner of Lexington Avenue and East 42nd Street Crosswalks 1. South crosswalk of Madison Avenue and East 43rd Street; 2. West crosswalk of Madison Avenue and East 43rd Street; 3. East crosswalk of Madison Avenue and East 43rd Street; 4. East crosswalk of Fifth Avenue and 44th Street; 5. North crosswalk of Madison Avenue and East 45th Street; 6. East crosswalk of Madison Avenue and East 45th Street; and 7. North crosswalk of Lexington Avenue and East 42nd Street. Some of these impacts could be mitigated with the same or similar improvement measures identified in Chapter 18, “Mitigation.” Others, including those identified to be unmitigatable for

19-65 Vanderbilt Corridor and One Vanderbilt the development of the One Vanderbilt site in 2021, would similarly be unmitigatable. As the development program for the MTA site becomes more defined, it will be studied as part of a separate environmental review, for which more details on the predicted impacts and associated mitigation measures would be determined. For the 1 impacted sidewalk, 4 impacted corners, and 6 impacted crosswalks identified for the proposed One Vanderbilt development in 2021, greater trip-making in 2021 from the proposed One Vanderbilt development, together with the redevelopment of the MTA site, would result in worsened impacts. A review of the mitigation needs for the greater 2021 impacts with the redevelopment of the MTA site was conducted to determine if the measures identified to mitigate 2021 impacts with only development of the One Vanderbilt building would still be effective in mitigating the impacts identified for these locations with the additional redevelopment of the MTA site. This review, as summarized in Table 19-47, showed that the 2021 One Vanderbilt plus the MTA site redevelopment impacts could be mitigated with the same or similar measures identified to mitigate the 2021 One Vanderbilt impacts, with the exception of one location––the northeast corner of Madison Avenue and East 43rd Street––for which other mitigation measures would be needed to supplement or replace what has been proposed to address the 2021 One Vanderbilt impacts at this location. If no such measures can be found, then the significant adverse pedestrian impacts at this location would remain unmitigated. At the time of implementation, if some or all of these pedestrian mitigation measures are deemed infeasible and no alternative mitigation measures can be identified; those impacts would be unmitigated. Table 19-47 2021 Vanderbilt Corridor Required Mitigation at 2021 One Vanderbilt Impacted Pedestrian Locations Significantly Impacted Locations 2021 One Vanderbilt Proposed 2021 Vanderbilt Corridor Intersection Pedestrian Element Mitigation Measures Required Mitigation Measures Sidewalks North Sidewalk of East Fifth Avenue and 42nd 42nd Street between Reconstruct newsstand kiosk to Same mitigation Street Madison Avenue and narrower width (1.0-foot reduction) Fifth Avenue Corners Need additional or different Northeast Corner Relocate trash can and signal pole mitigation; potentially unmitigated Madison Avenue and Extend East 43rd Street curb by East 43rd Street Southwest Corner 0.5-foot (6-foot widening per DOT Same mitigation standards) Extend Madison Avenue curb by Madison Avenue and Northwest Corner 1.0-foot (8-foot widening per DOT Same mitigation East 42nd Street standards) Madison Avenue and Northeast Corner Relocate trash can Same mitigation East 41st Street Crosswalks Fifth Avenue and 42nd North Crosswalk Widen by 4 feet Same mitigation Street South Crosswalk Widen by 0.5 foot Similar mitigation; widen by 1.5 feet North Crosswalk Widen by 5 feet Same mitigation Madison Avenue and South Crosswalk Widen by 0.5 foot Same mitigation East 42nd Street East Crosswalk Widen by 1.5 feet Same mitigation Madison Avenue and East Crosswalk Shift signal timing (2 seconds) Same mitigation East 41st Street

19-66 Chapter 19: Conceptual Analysis

Parking The proposed One Vanderbilt development, together with the projected redevelopment of the MTA site pursuant to the proposed actions, would result in an increase in area parking demand. With the same inventory of available parking resources, the 2021 Vanderbilt Corridor With- Action public parking utilization is expected to increase to 65 and 99 percent during the weekday morning and midday peak periods, respectively, and to remain at 65 and 19 percent during the evening and overnight peak periods, respectively, in the ¼-mile off-street parking study area. Since these occupancy levels are within the area’s parking capacity, the proposed Vanderbilt Corridor development is not expected to result in the potential for a parking shortfall or a significant adverse parking impact.

2033 CONCEPTUAL ANALYSIS Similar to the 2021 conceptual analysis, cumulative trip generation estimates using the same travel demand assumptions presented in Chapter 10, “Transportation,” were prepared for a reasonable worst-case development scenario on the One Vanderbilt site (Block 1277), as well as the three additional projected development sites on Block 1279 and Block 1281. Table 19-48 provides a summary of the development program assumptions for the three blocks under the future No-Action and With-Action conditions, as well as the development increments that would be subject to the impact analyses presented below. The resulting trip estimates from these development program assumptions are presented in Tables 19-49 to 19-51. Table 19-48 2033 Vanderbilt Corridor Development Program Comparison Future No-Action As-of-Right Future With-Action under Development Increments Development Proposed Actions Subject to Impact Analysis Block Block Block Block Block Block Block Block Block Use 1277 1279 1281 1277 1279 1281 1277 1279 1281 Office (gsf) 636,312 597,485 768,806 1,079,000 914,361 1,580,924 442,688 316,876 812,118 Trading Floor (gsf) 0 0 0 246,000 0 0 246,000 0 0 Hotel (rooms) 0 0 0 0 250 0 0 250 0 Local Retail (gsf) 20,912 34,551 43,313 13,000 25,051 43,313 -7,910 -9,500 0 Destination Retail (gsf) 62,736 0 0 40,000 0 0 -22,740 0 0 Restaurant (gsf) 0 0 0 27,000 0 0 27,000 0 0 Roof-top Amenity (gsf) 0 0 0 55,000 0 0 55,000 0 0

Table 19-49 2033 Vanderbilt Corridor No-Action Trip Generation Summary Person Trips Vehicle Trips Peak City Tour Tour Hour In/Out Auto Taxi Subway Bus Bus Walk Railroad Total In/Out Auto Taxi Bus Delivery Total In 312 110 2,085 644 0 499 820 4,470 In 269 77 0 34 380 AM Out 23 12 114 45 0 229 35 458 Out 17 77 0 34 128 Total 335 122 2,199 689 0 728 855 4,928 Total 286 154 0 68 508 In 102 131 290 260 0 3,495 0 4,278 In 78 119 0 39 236 MD Out 104 135 295 271 0 3,649 0 4,454 Out 81 119 0 39 239 Total 206 266 585 531 0 7,144 0 8,732 Total 159 238 0 78 475 In 52 37 226 101 0 751 54 1,221 In 38 109 0 6 153 PM Out 382 147 2,471 784 0 1,055 950 5,789 Out 326 109 0 6 441 Total 434 184 2,697 885 0 1,806 1,004 7,010 Total 364 218 0 12 594 In 64 63 164 125 0 1,562 0 1,978 In 41 50 0 0 91 Saturday Out 57 56 148 112 0 1,393 0 1,766 Out 36 50 0 0 86 Total 121 119 312 237 0 2,955 0 3,744 Total 77 100 0 0 177

19-67 Vanderbilt Corridor and One Vanderbilt

Table 19-50 2033 Vanderbilt Corridor With-Action Trip Generation Summary Person Trips Vehicle Trips Peak City Tour Tour Hour In/Out Auto Taxi Subway Bus Bus Walk Railroad Total In/Out Auto Taxi Bus Delivery Total In 769 256 4,838 1,481 218 1,086 2,012 10,660 In 664 173 5 61 903 AM Out 45 56 325 131 178 458 88 1,281 Out 35 173 5 61 274 Total 814 312 5,163 1,612 396 1,544 2,100 11,941 Total 699 346 10 122 1,177 In 165 250 583 446 198 5,505 33 7,180 In 125 208 5 70 408 MD Out 166 256 595 467 198 5,781 33 7,496 Out 128 208 5 70 411 Total 331 506 1,178 913 396 11,286 66 14,676 Total 253 416 10 140 819 In 294 301 561 165 0 925 175 2,421 In 135 268 0 12 415 PM Out 942 362 5,390 1,618 0 1,406 2,235 11,953 Out 771 268 0 12 1,051 Total 1,236 663 5,951 1,783 0 2,331 2,410 14,374 Total 906 536 0 24 1,466 In 292 323 414 190 0 2,128 84 3,431 In 129 168 0 6 303 Saturday Out 150 179 280 142 0 1,752 31 2,534 Out 75 168 0 6 249 Total 442 502 694 332 0 3,880 115 5,965 Total 204 336 0 12 552

Table 19-51 2033 Vanderbilt Corridor Trip Increments Person Trips Vehicle Trips Peak City Tour Tour Hour In/Out Auto Taxi Subway Bus Bus Walk Railroad Total In/Out Auto Taxi Bus Delivery Total In 457 146 2,753 837 218 587 1,192 6,190 In 395 96 5 27 523 AM Out 22 44 211 86 178 229 53 823 Out 18 96 5 27 146 Total 479 190 2,964 923 396 816 1,245 7,013 Total 413 192 10 54 669 In 63 119 293 186 198 2,010 33 2,902 In 47 89 5 31 172 MD Out 62 121 300 196 198 2,132 33 3,042 Out 47 89 5 31 172 Total 125 240 593 382 396 4,142 66 5,944 Total 94 178 10 62 344 In 242 264 335 64 0 174 121 1,200 In 97 159 0 6 262 PM Out 560 215 2,919 834 0 351 1,285 6,164 Out 445 159 0 6 610 Total 802 479 3,254 898 0 525 1,406 7,364 Total 542 318 0 12 872 In 228 260 250 65 0 566 84 1,453 In 88 118 0 6 212 Saturday Out 93 123 132 30 0 359 31 768 Out 39 118 0 6 163 Total 321 383 382 95 0 925 115 2,221 Total 127 236 0 12 375

Compared with the trip increments analyzed in Chapter 10, “Transportation,” the redevelopment of the projected development sites within the Vanderbilt Corridor pursuant to the proposed actions would result in 67 to 327 more incremental vehicle trips and 794 to 3,104 more incremental person trips during the analysis peak hours. Correspondingly, there would be up to 1,469 more incremental subway trips and 427 more incremental bus trips during peak hours. As a result, the transportation study areas needed to address potential impacts from these projected trip increments would be larger than those described in the Chapter 10, “Transportation.” As shown in Figure 19-23, the traffic study area considered for this conceptual analysis would include 50 intersections (as compared with the 31 intersections analyzed in Chapter 10, “Transportation”). For transit, in addition to station elements at the Grand Central-42nd Street and 42nd Street-Bryant Park stations, those at the 47th-50th Streets Rockefeller Center station (see Figure 19-24) were also included for analysis. Subway line-haul analyses were prepared for the same lines assessed for the One Vanderbilt development; and incremental bus trips would still be sufficiently distributed to not warrant a detailed bus line-haul analysis. With regard to pedestrians, as shown in Figure 19-25, 19 sidewalks, 42 corners, and 28 crosswalks were selected for analysis (as compared with 11 sidewalks, 15 corners, and 9 crosswalks analyzed in Chapter 10, “Transportation”).

19-68 3.18.15

E. 50TH ST.

E. 49TH ST. THIRD AVE. LEXINGTON AVE.

SIXTH AVE. E. 48TH ST. MADISON AVE.

E. 47TH ST.

PARK AVE. E. 46TH ST. SECOND AVE.

E. 45TH ST. FIRST AVE.

VANDERBILT AVE. E. 44TH ST.

E. 43RD ST.

E. 42ND ST.

E. 41ST ST.

FIFTH AVE. E. 40TH ST.

E. 39TH ST.

N E. 38TH ST.

E. 37TH ST.

0 1000 FEET 2033 Vanderbilt Corridor Development Sites 2021 and 2033 Traffic Analysis Location – Weekday Only SCALE One Vanderbilt Development Site 2021 and 2033 Traffic Analysis Location – Weekday and Saturday

Proposed Public Place 2033 Traffic Analysis Location – Weekday Only 2033 Vanderbilt Corridor Traffic Analysis Locations Vanderbilt Corridor and One Vanderbilt Figure 19-23 This figure has been updated for the FEIS 3.18.15

M4 S4

P5 P6

P4P4P3P3

P2P2P1P1

N501 TO ADJACENT BUILDINGS M3 S3

W 47TH ST.

S2 M2 M1 S6

S1

TO ADJACENT BUILDINGS SIXTH AVE.

Stair *S6 Denotes Analysis Locations N501 Fare Array

47th-50th Streets Rockefeller Center Subway Station Vanderbilt Corridor and One Vanderbilt Figure 19-24 This figure has been updated for the FEIS This figurehas beenupdatedfortheFEIS Vanderbilt Corridor andOneVanderbilt 3.18.15 Proposed PublicPlace One Vanderbilt DevelopmentSite Development Sites 2033 Vanderbilt Corridor

SIXTH AVE. 2021 and2033AnalysisLocation Sidewalk (weekday) Corner (weekday) Crosswalk (weekday) Not IncludedinAnalysis LocationsDuetoProposedPublic Place >200 Net-IncrementalPedestrianTrips inatLeastOnePeakHour. Sidewalk (weekday/Saturday) Corner (weekday/Saturday) Crosswalk (weekday/Saturday)

FIFTH AVE. E. 43RDST. E. 44THST. 2033 AnalysisLocation–Weekday Only Sidewalk Corner Crosswalk VANDERBILT AVE.

PARK AVE. Pedestrian AnalysisLocations PARK AVE. PARK AVE. 2033 Vanderbilt Corridor E. 42NDST. E. 41STST. 0 E. 45THST. SCALE Figure 19-25 LEXINGTON AVE. N E. 46THST. E. 47THST. E. 43RDST. E. 44THST. 400 FEET Chapter 19: Conceptual Analysis

Overall, with greater incremental trip-making, additional background growth, and trips generated by other projects, the With-Action condition for this 2033 conceptual analysis would yield more significant adverse transportation-related impacts. As detailed in Chapter 10, “Transportation,” the completion of the One Vanderbilt site (Block 1277) in 2021 is expected to result in significant adverse impacts at 17 traffic intersections; and 11 pedestrian elements, including 1 impacted sidewalk, 4 impacted corner reservoirs, and 6 impacted crosswalks. Improvement measures were explored to mitigate these impacts to the extent practicable (see Chapter 18, “Mitigation”). Of the above, significant adverse impacts at 4 intersections and potentially several of the 11 pedestrian elements could be unmitigatable. For transit, although two elements at the Grand Central-42nd Street subway station would incur deterioration in service levels in exceedance of the CEQR impact threshold, these impacts, when viewed in the context of the transit station improvements as a whole that are part of the proposed One Vanderbilt development, are not considered significant. In comparison, the proposed One Vanderbilt development, together with the projected redevelopment of the projected development sites within the Vanderbilt Corridor pursuant to the proposed actions in 2033, would result in significant adverse impacts at 34 traffic intersections; eight subway station elements, including four impacted stairways and four impacted escalators; and 37 pedestrian elements, including 6 impacted sidewalks, 10 impacted corner reservoirs, and 21 impacted crosswalks. Some of these impacts could be mitigated with the same or similar improvement measures identified in Chapter 18, “Mitigation.” Others, including those identified to be unmitigatable for the development of the One Vanderbilt site in 2021, would similarly be unmitigatable under the 2033 Vanderbilt Corridor With-Action condition. As development programs for Block 1279 and Block 1281 become more defined, they will be studied as part of separate environmental reviews, for which more details on the predicted impacts and associated mitigation measures would be determined. Similarly, more updated crash data would be analyzed at such time to assess vehicular and pedestrian safety at the relevant intersections. It should also be noted that the potential future development of these two blocks could use the Grand Central Public Realm Improvement Bonus special permit, the amended Landmark transfer special Permit or a combination of the two. Therefore, it may be required to provide funding for additional transit-related improvements, which have not been defined at this time and were conservatively not assumed in this analysis. Regarding parking, with the same inventory of available parking resources, future parking demand with the proposed One Vanderbilt development, together with the projected redevelopment of the projected development sites within the Vanderbilt Corridor pursuant to the proposed actions is expected to result in a parking shortfall of 345 spaces or 14 percent over capacity during the weekday midday peak utilization period for the off-street parking facilities studied in Chapter 10, “Transportation.” Some of the overflow in parking demand is expected to seek available parking supply at greater distances away. As stated in the CEQR Technical Manual, a parking shortfall in Manhattan and other CBD neighborhoods does not constitute a significant adverse parking impact, due to the magnitude of available alternative modes of transportation.

BASELINE TRANSPORTATION DATA AND ANALYSIS METHODOLOGY As discussed in Chapter 10, “Transportation,” baseline conditions for the One Vanderbilt project transportation study areas were developed using data collected in 2013 and 2014, supplemented by traffic/transit/pedestrian volumes and analyses presented in the 2013 East Midtown Rezoning and Related Action FEIS. For the conceptual analyses, future background conditions depicted in Chapter 10, “Transportation,” were first extended from 2021 to 2033 by incorporating additional background growth and trips generated by other projects that are expected to be completed

19-69 Vanderbilt Corridor and One Vanderbilt between 2021 and 2033. Future No-Action transportation data developed for the larger East Midtown Rezoning and Related Action FEIS transportation networks were then used to supplement baseline traffic, transit, and pedestrian volumes for the 2033 expanded study areas. For the limited locations where the 2033 projected trip increments would exceed the CEQR analysis thresholds and at which relevant baseline data/analyses are not available, they have been excluded for this conceptual analysis. Similarly, since the Saturday peak hour was not studied as part of the East Midtown Rezoning and Related Action FEIS and Saturday peak hour trip increments for the Vanderbilt Corridor projected developments would not be substantially greater than those for the One Vanderbilt project, the Saturday study areas analyzed in Chapter 10, “Transportation,” were not expanded for this conceptual analysis. While additional transit improvements may be stipulated as part of future applicants’ exercising the special permit mechanisms for Blocks 1279 and 1281, they were conservatively not assumed in the 2033 conceptual analyses. These analyses also assume the same transportation network changes and make use of the same detailed analysis methodologies described in Chapter 10, “Transportation.”

THE FUTURE WITHOUT THE PROPOSED ACTIONS (2033) In addition to 12 more years of background growth, trip-making associated with “No Build” projects anticipated to be completed beyond the 2021 One Vanderbilt site analysis year were incorporated into the 2033 future No-Action condition. These “No Build” projects include the development of several nearby sites identified in the East Midtown Rezoning and Related Action FEIS and the full build-out of the First Avenue Properties and Hudson Yards developments. The 2033 future transportation networks were developed using the methodology described above and analyzed for traffic, transit, and pedestrian service levels. The results of these analyses, as well as discussions of future No-Action parking conditions, are provided below. Traffic The 2033 Vanderbilt Corridor No-Action traffic volumes for the weekday AM, midday, PM, and Saturday peak hours are presented in Figures 19-26 to 19-29. A summary of the 2033 Vanderbilt Corridor No-Action traffic analysis results is presented in Table 19-52. Details on levels-of- service, volume-to-capacity (v/c) ratios, and average delays are compiled in Appendix F. Table 19-52 Summary of 2033 Vanderbilt Corridor No-Action Traffic Analysis Results Analysis Peak Hours Level of Service Weekday AM Weekday Midday Weekday PM Saturday Signalized Intersections Lane Groups at LOS A/B/C 81 88 91 23 Lane Groups at LOS D 30 28 25 4 Lane Groups at LOS E 10 9 8 2 Lane Groups at LOS F 35 27 34 5 Total 156 152 158 34 Lane Groups with v/c ≥ 0.90 56 45 53 8 Unsignalized Intersections Lane Groups at LOS A/B/C 8 7 8 0 Lane Groups at LOS D 0 0 0 0 Lane Groups at LOS E 0 0 0 0 Lane Groups at LOS F 0 1 0 0 Total 8 8 8 0 Lane Groups with v/c ≥ 0.90 0 0 0 0 Notes: LOS = Level-of-Service; v/c = volume-to-capacity ratio

19-70 3.18.15 1552 154 304 107 W. 50TH ST. 67 93351 93 129 1314 99 1520

103 W. 49TH ST. 92 92 380 368 76 64 1340 1447 149

316 81 W. 48TH ST. 59 91384 91 123 1323 444 1062

74 2110

MADISON AVE. MADISON THIRD AVE. THIRD 98 164 358 277 354 421 398 W. 47TH ST. 50 63 40 34 28 21 11 E. 47TH ST. 1 511 53 66 309 493 76 21 1136 144 1282 1375 1972 201 470 1437 911 41 128 204

101 129 10 124 124 253 116 260 51 E. 46TH ST. 332 41 441 35 478 29 558 22 388 12 392 2 103 45 79 170 11 75 164 122 124 1390 1989 1725 1234 1919 156 196 319

152 64 52 407 42 486 36 396 13 E. 45TH ST. 3

177 53

PARK AVE. AVE. PARK (NORTH BOUND) (NORTH (SOUTH BOUND) (SOUTH PARK AVE. AVE. PARK 98 46 22 1402 372 2004 92

88 154 58 342 114 222 53 E. 44TH ST. 160 43 37 14 4 265 136 10 36 199 1889 1346 508

301 1968 VANDERBILT AVE. VANDERBILT

169 54 231 44 339 38 15 E. 43RD ST. 5 377 10 269 1213 619 1391 191 0 2345 5

122 295 10 231 265 159 374 563 39 898 816 682 113 803 55 798 45 929 929 E. 42ND ST. 858 640 943 465 1166 1461 1435 1435 1435 31 16 6 6465 21 5 23 878 31 316 379 390 489 47 31 176 101 1616 131 142 1472 1825

83 132 232 144 46 E. 41ST ST. 30 24 17 58 7 10 59 1529

1520

VIADUCT

PARK AVE. PARK PARK AVE. PARK 53 900 101 481 47 324 E. 40TH ST. 31 25 25 18 8 245 299 88 116 713 481 180

1478 SIXTH AVE. SIXTH

194 1004 FIFTHAVE.

229 64 48 1127 E. 39TH ST. 32 1139 26 1164 19 09 46 21 114 713

1337 VIADUCT 962

88

FIRST AVE. FIRST THIRD AVE. THIRD

E. 38TH ST. 828 33 98 27 20 10 217 818 72 636

93 1086

LEXINGTON AVE. LEXINGTON MADISON AVE. MADISON

131 E. 37TH ST. 1181256 117 1272 108 92 577

One Vanderbilt Development Site NOT TO SCALE 2033 Vanderbilt Corridor Development Sites 2033 Vanderbilt Corridor No-Action Traffic Volumes Weekday AM Peak Hour Vanderbilt Corridor and One Vanderbilt Figure 19-26 This figure has been updated for the FEIS 3.18.15 1430 91 283 97 W. 50TH ST. 130 93277 93 110 1379 98 1462

135 W. 49TH ST. 92 92 405 373 102 70 1354 1423 141

382 117 W. 48TH ST. 38 91406 91 113 1307 540 921

96 1680

MADISON AVE. MADISON THIRD AVE. THIRD 79 148 438 365 423 369 298 W. 47TH ST. 50 156 40 34 28 21 11 E. 47TH ST. 1 486 15 66 238 426 86 21 1058 229 1272 1353 1763 73 455 1480 833 31 81 103

102 0 301 78 205 116 388 51 E. 46TH ST. 461 41 634 35 705 29 507 22 475 12 478 2 93 32 21 173 165 186 133 1582 2013 1748 1057 1648 115 26 429

106 48 52 364 42 339 36 398 13 E. 45TH ST. 3

53 27

PARK AVE. AVE. PARK (NORTH BOUND) (NORTH (SOUTH BOUND) (SOUTH PARK AVE. AVE. PARK 78 21 106 1649 456 1617 84

107 191 65 237 114 207 53 E. 44TH ST. 100 43 37 14 4 313 87 62 52 284 1739 1536 543

229 1701 VANDERBILT AVE. VANDERBILT

236 54 423 44 487 38 15 E. 43RD ST. 5 354 62 180 290 1352 486 1220 173 0 2055 15

39 246 5 242 292 239 194 356 317 39 856 886 703 113 810 55 820 45 913 913 E. 42ND ST. 737 636 605 384 925 1171 1130 1130 1372 57 16 6 6495 26 23 510 11 243 248 354 165 59 41 250 93 124 1570 133 1637 1420

92 175 180 139 46 E. 41ST ST. 30 24 17 89 7 10 80 1589

1638

VIADUCT

PARK AVE. PARK PARK AVE. PARK 59 945 115 319 47 287 E. 40TH ST. 31 37 25 18 8 153 250 123 589 559 160 121

1603 SIXTH AVE. SIXTH

268 889 FIFTHAVE.

408 67 48 804 E. 39TH ST. 32 945 26 931 19 09 32 46 141 775

1316 VIADUCT 851

70

FIRST AVE. FIRST THIRD AVE. THIRD

E. 38TH ST. 792 33 118 27 20 10 119 744 703 118

41 929

LEXINGTON AVE. LEXINGTON MADISON AVE. MADISON

190 E. 37TH ST. 1181048 117 1143 175 80 631

One Vanderbilt Development Site NOT TO SCALE 2033 Vanderbilt Corridor Development Sites 2033 Vanderbilt Corridor No-Action Traffic Volumes Weekday Midday Peak Hour Vanderbilt Corridor and One Vanderbilt Figure 19-27 This figure has been updated for the FEIS 3.18.15 1504 86 272 135 W. 50TH ST. 131 93223 93 132 1401 102 1533

165 W. 49TH ST. 92 92 390 350 106 66 1368 1461 178

354 39 W. 48TH ST. 75 91493 91 108 1395 599 937

76 1734

MADISON AVE. MADISON THIRD AVE. THIRD 103 218 309 290 381 383 266 W. 47TH ST. 50 122 40 34 28 21 11 E. 47TH ST. 1 601 21 66 259 545 12 1666 138 141 1285 1224 1786 70 555 1471 783 46 123 175

80 315 86 262 116 435 51 E. 46TH ST. 505 41 603 35 651 29 511 22 477 12 514 2 0 104 34 98 12 188 156 106 1365 2216 1796 1108 1671 115 189 366

84 59 52 415 42 419 36 307 13 E. 45TH ST. 3

90 48

PARK AVE. AVE. PARK (NORTH BOUND) (NORTH (SOUTH BOUND) (SOUTH PARK AVE. AVE. PARK 7 86 59 1379 414 1701 60

97 204 61 181 114 243 53 E. 44TH ST. 99 43 37 14 4 256 78 5 36 260 1931 1261 492

204 1753 VANDERBILT AVE. VANDERBILT

161 54 295 44 341 38 15 E. 43RD ST. 5 361 5 10 315 1136 638 1282 238 0 2114 15

62 248 15 237 175 188 406 512 39 900 823 723 113 785 55 785 45 921 921 E. 42ND ST. 901 656 667 447 1254 1502 1461 1461 1461 21 16 6 64104 21 23 563 21 283 347 761 174 69 41 167 83 120 1651 136 1436 1530

105 234 201 102 46 E. 41ST ST. 30 24 17 96 7 36 1503 117

1467

VIADUCT

PARK AVE. PARK PARK AVE. PARK 69 955 87 350 47 310 E. 40TH ST. 31 36 25 18 8 182 274 256 547 488 222 142

1497 SIXTH AVE. SIXTH

289 917 FIFTHAVE.

373 65 48 1260 E. 39TH ST. 32 1336 26 1326 19 09 42 52 130 901

1266 VIADUCT 847

112

FIRST AVE. FIRST THIRD AVE. THIRD

E. 38TH ST. 983 33 108 27 20 10 120 987 845 170

88 879

LEXINGTON AVE. LEXINGTON MADISON AVE. MADISON

154 E. 37TH ST. 1181208 117 1300 150 58 861

One Vanderbilt Development Site NOT TO SCALE 2033 Vanderbilt Corridor Development Sites 2033 Vanderbilt Corridor No-Action Traffic Volumes Weekday PM Peak Hour Vanderbilt Corridor and One Vanderbilt Figure 19-28 This figure has been updated for the FEIS 3.18.15

W. 50TH ST. 93 93

W. 49TH ST. 92 92

W. 48TH ST. 91 91

609 582

MADISON AVE. MADISON THIRD AVE. THIRD 133 W. 47TH ST. 50 40 34 28 352 21 263 11 E. 47TH ST. 1 20 66 109 978 442 522 5 160

5 133 116 51 E. 46TH ST. 41 281 35 376 29 403 22 12 2 59 26 10 954 116

52 42 36 13 E. 45TH ST. 3

PARK AVE. AVE. PARK (NORTH BOUND) (NORTH (SOUTH BOUND) (SOUTH PARK AVE. AVE. PARK

111 114 53 E. 44TH ST. 141 43 37 14 4 31

1055 VANDERBILT AVE. VANDERBILT

121 54 44 104 38 15 E. 43RD ST. 5 280 965 10 1585 10

188 5 39 948 113 1151 1007 55 1329 1012 45 1293 E. 42ND ST. 16 6 64 26 23 36 56 85 67 1735 1240

46 E. 41ST ST. 30 24 17 7

VIADUCT

PARK AVE. PARK PARK AVE. PARK

47

E. 40TH ST. 31 25 18 8

SIXTH AVE. SIXTH FIFTHAVE.

48 E. 39TH ST. 32 26 19 09

VIADUCT

FIRST AVE. FIRST THIRD AVE. THIRD

E. 38TH ST. 33 27 20 10

LEXINGTON AVE. LEXINGTON MADISON AVE. MADISON

E. 37TH ST. 118 117

One Vanderbilt Development Site NOT TO SCALE 2033 Vanderbilt Corridor Development Sites 2033 No-Action Traffic Volumes Saturday Peak Hour Vanderbilt Corridor and One Vanderbilt Figure 19-29 This figure has been updated for the FEIS Chapter 19: Conceptual Analysis

Transit Summaries of the 2033 Vanderbilt Corridor No-Action transit analysis results are presented in Tables 19-53 through 19-55. Details on service levels at station analysis elements are compiled in Appendix F. Table 19-53 Summary of 2033 Vanderbilt Corridor No-Action Transit Analysis Results Grand Central-42nd Street Station Analysis Peak Hours Level of Service AM Peak Hour PM Peak Hour Stairs at LOS A/B/C 17 24 Stairs at LOS D 11 7 Stairs at LOS E 6 4 Stairs at LOS F 2 1 Total 36 36 Escalators at LOS A/B/C 0 3 Escalators at LOS D 8 5 Escalators at LOS E 0 0 Escalators at LOS F 0 0 Total 8 8 Fare Array Area at LOS A/B/C 10 10 Fare Array Area at LOS D 0 0 Fare Array Area at LOS E 0 0 Fare Array Area at LOS F 0 0 Total 10 10 Notes: LOS = Level-of-Service

Table 19-54 Summary of 2033 Vanderbilt Corridor No-Action Transit Analysis Results 42nd Street-Bryant Park Station Analysis Peak Hours Level of Service AM Peak Hour PM Peak Hour Stairs at LOS A/B/C 3 3 Stairs at LOS D 0 0 Stairs at LOS E 0 0 Stairs at LOS F 0 0 Total 3 3 Fare Array Area at LOS A/B/C 1 1 Fare Array Area at LOS D 0 0 Fare Array Area at LOS E 0 0 Fare Array Area at LOS F 0 0 Total 1 1 Notes: LOS = Level-of-Service

19-71 Vanderbilt Corridor and One Vanderbilt

Table 19-55 Summary of 2033 Vanderbilt Corridor No-Action Transit Analysis Results 47th-50th Streets-Rockefeller Center Station Analysis Peak Hours Level of Service AM Peak Hour PM Peak Hour Stairs at LOS A/B/C 1 4 Stairs at LOS D 2 2 Stairs at LOS E 1 0 Stairs at LOS F 2 0 Total 6 3 Fare Array Area at LOS A/B/C 1 1 Fare Array Area at LOS D 0 0 Fare Array Area at LOS E 0 0 Fare Array Area at LOS F 0 0 Total 1 1 Notes: LOS = Level-of-Service

Pedestrians The 2033 Vanderbilt Corridor No-Action pedestrian volumes for the weekday AM, midday, PM, and Saturday peak hours are presented in Figures 19-30 to 19-33. A summary of the 2033 No- Action pedestrian analysis results is presented in Table 19-56. Details on pedestrian service levels at study area sidewalks, corner reservoirs, and crosswalks are compiled in Appendix F. Table 19-56 Summary of 2033 Vanderbilt Corridor No-Action Pedestrian Analysis Results Analysis Peak Hours Level of Service Weekday AM Weekday Midday Weekday PM Saturday Sidewalks Sidewalks at LOS A/B/C 13 16 11 2 Sidewalks at LOS D 6 3 6 3 Sidewalks at LOS E 0 0 2 0 Sidewalks at LOS F 0 0 0 0 Total 19 19 19 5 Corner Reservoirs Corners at LOS A/B/C 36 33 30 4 Corners at LOS D 2 5 6 1 Corners at LOS E 3 3 5 0 Corners at LOS F 1 1 1 0 Total 42 42 42 5 Crosswalks Crosswalks at LOS A/B/C 13 10 6 2 Crosswalks at LOS D 11 11 11 1 Crosswalks at LOS E 4 7 11 1 Crosswalks at LOS F 0 0 0 0 Total 28 28 28 4 Notes: LOS = Level-of-Service

Parking Accounting for background growth and added parking demand from nearby “No Build” projects and from as-of-right development on the Vanderbilt Corridor projected development sites, the 2033 Vanderbilt Corridor No-Action parking utilization for the off-street parking facilities studied in Chapter 10, “Transportation,” is expected to increase to a peak of 90 percent of the

19-72 3.18.15 570 396 476 691 587 523

12 601 16 47TH ST. 1006

111 789 225 481 675 281 1366 180

220 405 85 260 482 221 474 384 644 461 291 405 495 974 11 995 15 46TH ST. 1021

193 465 235 555 524 388 704 144

328

1412

509 116 959 260 177 396 10 371 14 45TH ST. 740 1043 1946

470 216 437

422 131 140 32 566 231 470 187 485 594 425 253 9 527 13 668 44TH ST. 854 1492 1247 1073

96 720 332 380 1571 512 387

1505

MADISON AVE. MADISON FIFTH AVE. FIFTH

1416 497 551 AVE. LEXINGTON 187 792 145 115 1112 161 1111 AVE. VANDERBILT

43RD ST. 439 305 477 399 849

8 434 2 1115 1252

66 710 337 21 354 8 767 1007 373 1432 341 440 1817 1093 467

1092 1630 1263 1071 1547 1616 738 627 813 74 1255 2263 1265 2546 784 25 1691 1390 2625 2171 3649 3747 3124 1301 1101 646

42ND ST. 1131

606 42ND ST. 909 937 1 3 4 2150 7 653 828 724 1439 1474 2590 5119 1767 1432 418 2213 476 285 1229 820 1013 998 1224 1761 1613 1879

972 PARKAVE. 322 FIFTH AVE. FIFTH 802 83

41ST ST. N 1609 980 915 5 333 6

382 111 348 136 857 535

"NOTE: Pedestrian elements within the proposed public place were not considered for analysis

One Vanderbilt Development Site NOT TO SCALE

2033 Vanderbilt Corridor Development Sites

Proposed Public Place 2033 Vanderbilt Corridor No-Action Pedestrian Volumes Weekday AM Peak Hour Vanderbilt Corridor and One Vanderbilt Figure 19-30 This figure has been updated for the FEIS 3.18.15 1450 848 1061 830 936 779 12 797 16 47TH ST. 1277

272 445 231 600 451 247 682 103

581 334 152 330 417 104 266 313 1158 834 1118 639 631 11 894 15 46TH ST. 1057 1026

182 660 243 567 556 550 536 55

726

890

737 138 528 170 626 1228 10 1120 14 45TH ST. 969 702 1008

675 193 420

512 57 289 50 513 118 480 212 242 611 1381 535 9 1554 13 680 44TH ST. 769 699 1448 1260

50 917 347 485 1252 1315 1453

1263

MADISON AVE. MADISON FIFTH AVE. FIFTH

1217 577 892 AVE. LEXINGTON 83 231 307 238 497 101 770 AVE. VANDERBILT

43RD ST. 978 1210 1235 1155 982 953 449

888 8 2

235 466 175 50 559 23 318 512 1023 1140 959 650 1244 1526 1210

1146 1498 1478 1513 1742 1615 462 725 726 142 1707 2040 1498 2213 806 34 2066 1752 2087 1674 2525 2904 2264 2222 1843 1176

42ND ST. 1274

2010 42ND ST. 1260 1597 1 3 4 1345 7 927 1210 1065 1481 1164 2797 1930 1867 1343 668 1639 622 288 1484 448 1674 1466 1976 1500 1447 1448

1211 PARKAVE. 431 FIFTH AVE. FIFTH 588 228

41ST ST. N 1098 565 982 5 799 6

633 155 326 287 698 277

"NOTE: Pedestrian elements within the proposed public place were not considered for analysis

One Vanderbilt Development Site NOT TO SCALE

2033 Vanderbilt Corridor Development Sites

Proposed Public Place 2033 Vanderbilt Corridor No-Action Pedestrian Volumes Weekday Midday Peak Hour Vanderbilt Corridor and One Vanderbilt Figure 19-31 This figure has been updated for the FEIS 3.18.15 1685 985 1061 1004 717 984 933 12 636 16 47TH ST.

106 793 153 1073 669 162 564 358

409 605 77 335 414 150 480 488 754 1348 1055 1483 1307 837 716 11 507 15 46TH ST.

352 703 98 633 316 389 632 128

1326

743

757 90 454 194 866 1906 10 1351 45TH ST.

656 14 852 504

673 186 564

648 22 549 11 1116 93 619 187 237 761 2183 944 9 1970 13 1321 44TH ST. 969 956 835 412

159 1985 723 639 942 2312 1341

1672

MADISON AVE. MADISON FIFTH AVE. FIFTH

1008 1396 1816 AVE. LEXINGTON 32 591 226 196 471 298 897 AVE. VANDERBILT

43RD ST. 901 2445 1483 1686 623 632

693 8 2 1040

52 1039 411 50 948 21 550 547 1707 552 1304 1498 762 825 1107

1729 3139 2287 1086 1363 2104 1008 940 964 167 3684 3840 2283 2035 854 11 2883 2390 3343 1678 2694 3923 2999 2898 1905 1120

42ND ST. 1017

3021 42ND ST. 1426 2171 1 3 4 1557 7 785 1480 1315 1204 1034 2564 2440 1871 1589 1190 1411 700 335 1350 693 5369 2536 2431 1732 1952 1211

1868 PARKAVE. 571 FIFTH AVE. FIFTH 671 210

41ST ST. N 1184 5 759 6 2088 1722

505 301 294 122 551 263

"NOTE: Pedestrian elements within the proposed public place were not considered for analysis

One Vanderbilt Development Site NOT TO SCALE

2033 Vanderbilt Corridor Development Sites

Proposed Public Place 2033 Vanderbilt Corridor No-Action Pedestrian Volumes Weekday PM Peak Hour Vanderbilt Corridor and One Vanderbilt Figure 19-32 This figure has been updated for the FEIS 3.18.15 12 16 47TH ST.

11 15 46TH ST.

10 14 45TH ST.

9 13 44TH ST.

MADISON AVE. MADISON

FIFTH AVE. FIFTH

LEXINGTON AVE. LEXINGTON VANDERBILT AVE. VANDERBILT

43RD ST. 296

8 2 419

171 16 158 466 620 1106 2758 1324 517 569 215 250 1325 1483 1108 971 3183 2238 3022 3178 2499

401 42ND ST.

989 42ND ST. 575 1 1484 3 4 7 499 382 1312

1193

PARKAVE. FIFTH AVE. FIFTH

5 41ST ST. 6 N

"NOTE: Pedestrian elements within the proposed public place were not considered for analysis

One Vanderbilt Development Site NOT TO SCALE

2033 Vanderbilt Corridor Development Sites

Proposed Public Place 2033 Vanderbilt Corridor No-Action Pedestrian Volumes Saturday Peak Hour Vanderbilt Corridor and One Vanderbilt Figure 19-33 This figure has been updated for the FEIS Chapter 19: Conceptual Analysis

available parking supply. Approximately 237 parking spaces within these facilities would be expected to remain available during the weekday midday peak utilization period.

THE FUTURE WITH THE PROPOSED ACTIONS (2033) The cumulative trip increments associated with the redevelopment of the projected development sites within the Vanderbilt Corridor pursuant to the proposed actions were overlaid onto the 2033 Vanderbilt Corridor No-Action transportation network to assess their potential impacts on the area’s roadway network, transit system, and pedestrian facilities. The results of these analyses, as well as assessments of how the incremental trips may affect parking supply and utilization, are presented below. Traffic The 2033 Vanderbilt Corridor With-Action traffic volumes for the weekday AM, midday, PM, and Saturday peak hours are presented in Figures 19-34 to 19-37. A summary of the 2033 Vanderbilt Corridor With-Action traffic analysis results is presented in Table 19-57. Details on levels-of-service, volume-to-capacity (v/c) ratios, and average delays, as well as the peak hour incremental traffic volumes, are compiled in Appendix F. Table 19-57 Summary of 2033 Vanderbilt Corridor With-Action Traffic Analysis Results Analysis Peak Hours Level of Service Weekday AM Weekday Midday Weekday PM Saturday Signalized Intersections Lane Groups at LOS A/B/C 77 86 89 23 Lane Groups at LOS D 31 26 25 3 Lane Groups at LOS E 11 14 5 1 Lane Groups at LOS F 38 26 39 7 Total 156 152 158 34 Lane Groups with v/c ≥ 0.90 61 49 55 9 Unsignalized Intersections (1) Lane Groups at LOS A/B/C 6 5 5 0 Lane Groups at LOS D 0 1 1 0 Lane Groups at LOS E 0 0 0 0 Lane Groups at LOS F 0 0 0 0 Total 6 6 6 0 Lane Groups with v/c ≥ 0.90 0 0 0 0 Notes: LOS = Level-of-Service; v/c = volume-to-capacity ratio (1) As described in Chapter 10, “Transportation,” due to the proposed configuration changes along Vanderbilt Avenue under the With-Action condition, the overall number of lane groups at the analyzed unsignalized intersections would be reduced from 8 under the No-Action to 6 under the With-Action.

With greater incremental trip-making, the proposed One Vanderbilt development, together with the projected redevelopment of the projected development sites within the Vanderbilt Corridor pursuant to the proposed actions in 2033, would result in significant adverse impacts at 34 traffic intersections, as compared with 17 impacted intersections identified for the One Vanderbilt project in 2021. The additional impacted intersections are as follows. 1. First Avenue and East 42nd Street; 2. Park Avenue (southbound) and East 50th Street; 3. Park Avenue (northbound) and East 49th Street; 4. Park Avenue (southbound) and East 48th Street; 5. Park Avenue (northbound) and East 47th Street;

19-73 3.18.15 1585 154 304 107 W. 50TH ST. 67 93351 93 130 1319 99 1553

103 W. 49TH ST. 92 92 380 347 97 64 1346 1501 149

318 81 W. 48TH ST. 64 91386 91 123 1329 475 1090

74 2156

MADISON AVE. MADISON THIRD AVE. THIRD 98 164 399 304 391 482 462 W. 47TH ST. 50 87 40 34 28 21 11 E. 47TH ST. 1 566 73 66 309 496 93 11 1136 182 1288 1403 2039 204 525 1446 959 41 128 204

101 129 10 136 133 339 116 291 51 E. 46TH ST. 366 41 475 35 507 29 575 22 405 12 395 2 103 45 87 170 1 78 164 122 124 1456 2000 1728 1245 1986 156 213 357

179 64 52 418 42 490 36 410 13 E. 45TH ST. 3

177 53

PARK AVE. AVE. PARK (NORTH BOUND) (NORTH (SOUTH BOUND) (SOUTH PARK AVE. AVE. PARK 46 15 105 1441 410 2052 111

88 155 61 403 114 234 53 E. 44TH ST. 190 43 37 14 4 267 156 0 36 225 1889 1391 566

344 1975 VANDERBILT AVE. VANDERBILT

202 54 282 44 364 38 15 E. 43RD ST. 5 379 297 1225 624 1391 191 0 2354 5

122 295 10 235 271 159 402 563 39 910 828 694 113 815 55 810 45 941 941 E. 42ND ST. 866 646 951 493 1183 1478 1452 1452 1452 31 16 6 6465 21 5 23 886 31 316 379 390 489 47 31 182 101 1627 131 142 1512 1851

83 134 232 148 46 E. 41ST ST. 30 24 17 62 7 10 62 1544

1560

VIADUCT

PARK AVE. PARK PARK AVE. PARK 53 921 101 485 47 331 E. 40TH ST. 31 25 25 18 8 245 306 91 124 753 489 180

1521 SIXTH AVE. SIXTH

211 1008 FIFTHAVE.

231 64 48 1128 E. 39TH ST. 32 1142 26 1168 19 09 47 21 114 729

1381 VIADUCT 966

89

FIRST AVE. FIRST THIRD AVE. THIRD

E. 38TH ST. 828 33 98 27 20 10 216 819 72 652

93 1089

LEXINGTON AVE. LEXINGTON MADISON AVE. MADISON

138 E. 37TH ST. 1181258 117 1274 108 92 586

One Vanderbilt Development Site NOT TO SCALE 2033 Vanderbilt Corridor Development Sites 2033 Vanderbilt Corridor With-Action Traffic Volumes Proposed Public Place Weekday AM Peak Hour Vanderbilt Corridor and One Vanderbilt Figure 19-34 This figure has been updated for the FEIS 3.18.15 1443 91 284 97 W. 50TH ST. 130 93278 93 111 1386 98 1475

135 W. 49TH ST. 92 92 405 365 110 70 1362 1444 141

385 117 W. 48TH ST. 38 91409 91 112 1315 557 925

96 1721

MADISON AVE. MADISON THIRD AVE. THIRD 80 148 471 374 449 461 370 W. 47TH ST. 50 164 40 34 28 21 11 E. 47TH ST. 1 569 17 66 5 238 410 1058 108 261 1279 1379 1807 78 538 1446 839 31 81 103

102 315 88 223 116 406 51 E. 46TH ST. 484 41 678 35 715 29 503 22 471 12 465 2 92 32 5 98 194 165 186 1640 2036 1800 1072 1692 115 43 495

133 48 52 367 42 339 36 413 13 E. 45TH ST. 3

53 27

PARK AVE. AVE. PARK (NORTH BOUND) (NORTH (SOUTH BOUND) (SOUTH PARK AVE. AVE. PARK 81 16 55 1701 522 1626 119

107 195 71 247 114 217 53 E. 44TH ST. 141 43 37 14 4 315 162 93 287 1790 1587 684

232 1709 VANDERBILT AVE. VANDERBILT

277 54 371 44 401 38 15 E. 43RD ST. 5 321 291 1403 387 1261 193 2030 15

39 297 5 294 250 193 346 317 39 867 836 714 113 821 55 831 45 924 924 E. 42ND ST. 766 612 637 374 973 1270 1229 1229 1223 57 16 6 6495 26 23 542 11 243 248 354 165 59 41 224 93 126 1591 133 1689 1422

92 180 180 144 46 E. 41ST ST. 30 24 17 92 7 10 83 1581

1690

VIADUCT

PARK AVE. PARK PARK AVE. PARK 59 950 116 319 47 290 E. 40TH ST. 31 39 25 18 8 153 251 126 600 567 160 124

1657 SIXTH AVE. SIXTH

270 892 FIFTHAVE.

412 70 48 806 E. 39TH ST. 32 948 26 934 19 09 32 46 141 783

1369 VIADUCT 852

72

FIRST AVE. FIRST THIRD AVE. THIRD

E. 38TH ST. 794 33 118 27 20 10 120 748 711 118

41 931

LEXINGTON AVE. LEXINGTON MADISON AVE. MADISON

191 E. 37TH ST. 1181050 117 1145 175 80 638

One Vanderbilt Development Site NOT TO SCALE 2033 Vanderbilt Corridor Development Sites 2033 Vanderbilt Corridor With-Action Traffic Volumes Proposed Public Place Weekday Midday Peak Hour Vanderbilt Corridor and One Vanderbilt Figure 19-35 This figure has been updated for the FEIS 3.18.15 1522 86 272 135 W. 50TH ST. 131 93223 93 147 1425 102 1551

165 W. 49TH ST. 92 92 390 340 116 66 1407 1489 178

357 39 W. 48TH ST. 75 91496 91 120 1434 620 944

76 1752

MADISON AVE. MADISON THIRD AVE. THIRD 115 218 425 353 461 488 285 W. 47TH ST. 50 132 40 34 28 21 11 E. 47TH ST. 1 647 23 66 7 259 584 1666 226 204 1336 1251 1809 75 601 1489 792 46 123 175

80 391 87 282 116 506 51 E. 46TH ST. 581 41 679 35 761 29 545 22 511 12 553 2 106 34 7 98 188 156 142 1455 2230 1797 1171 1694 115 200 401

107 59 52 440 42 425 36 325 13 E. 45TH ST. 3

90 48

PARK AVE. AVE. PARK (NORTH BOUND) (NORTH (SOUTH BOUND) (SOUTH PARK AVE. AVE. PARK 7 90 105 1446 449 1719 65

97 240 97 195 114 309 53 E. 44TH ST. 134 43 37 14 4 276 83 36 271 1931 1311 532

217 1778 VANDERBILT AVE. VANDERBILT

185 54 306 44 347 38 15 E. 43RD ST. 5 366 325 1162 654 1282 238 0 2144 15

62 248 15 248 181 188 430 512 39 919 848 742 113 804 55 804 45 940 940 E. 42ND ST. 909 667 688 471 1295 1543 1502 1502 1502 21 16 6 64104 21 23 584 21 283 347 761 174 69 41 181 83 133 1661 136 1472 1541

105 245 201 117 46 E. 41ST ST. 30 24 17 107 7 36 1529 117

1503

VIADUCT

PARK AVE. PARK PARK AVE. PARK 81 1002 87 351 47 324 E. 40TH ST. 31 49 25 18 8 182 275 271 568 509 224 155

1533 SIXTH AVE. SIXTH

293 972 FIFTHAVE.

386 83 48 1265 E. 39TH ST. 32 1336 26 1341 19 09 57 52 130 921

1302 VIADUCT 891

138

FIRST AVE. FIRST THIRD AVE. THIRD

E. 38TH ST. 997 33 108 27 20 10 130 1027 865 170

88 933

LEXINGTON AVE. LEXINGTON MADISON AVE. MADISON

156 E. 37TH ST. 1181208 117 1300 150 58 879

One Vanderbilt Development Site NOT TO SCALE 2033 Vanderbilt Corridor Development Sites 2033 With-Action Traffic Volumes Proposed Public Place Weekday PM Peak Hour Vanderbilt Corridor and One Vanderbilt Figure 19-36 This figure has been updated for the FEIS 3.18.15

W. 50TH ST. 93 93

W. 49TH ST. 92 92

W. 48TH ST. 91 91

627 582

MADISON AVE. MADISON THIRD AVE. THIRD 133 W. 47TH ST. 50 40 34 28 423 21 321 11 E. 47TH ST. 1 26 66 128 973 448 596 5 160

5 132 116 51 E. 46TH ST. 41 312 35 364 29 392 22 12 2 59 26 5 73 969

52 42 36 13 E. 45TH ST. 3

PARK AVE. AVE. PARK (NORTH BOUND) (NORTH (SOUTH BOUND) (SOUTH PARK AVE. AVE. PARK

117 114 53 E. 44TH ST. 169 43 37 14 4 68

1122 VANDERBILT AVE. VANDERBILT

161 54 44 34 38 15 E. 43RD ST. 5 290 1029 10 1555 10

235 5 39 965 113 1208 1024 55 1433 1029 45 1397 342 E. 42ND ST. 16 6 64 26 23 36 56 85 67 1745 1314

46 E. 41ST ST. 30 24 17 7

VIADUCT

PARK AVE. PARK PARK AVE. PARK

47

E. 40TH ST. 31 25 18 8

SIXTH AVE. SIXTH FIFTHAVE.

48 E. 39TH ST. 32 26 19 09

VIADUCT

FIRST AVE. FIRST THIRD AVE. THIRD

E. 38TH ST. 33 27 20 10

LEXINGTON AVE. LEXINGTON MADISON AVE. MADISON

E. 37TH ST. 118 117

One Vanderbilt Development Site NOT TO SCALE 2033 Vanderbilt Corridor Development Sites 2033 Vanderbilt Corridor With-Action Traffic Volumes Proposed Public Place Saturday Peak Hour Vanderbilt Corridor and One Vanderbilt Figure 19-37 This figure has been updated for the FEIS Vanderbilt Corridor and One Vanderbilt

6. Park Avenue and East 42nd Street; 7. Park Avenue (southbound) and East 38th Street; 8. Park Avenue (northbound) and East 37th Street; 9. Vanderbilt Avenue and East 45th Street; 10. Madison Avenue and East 47th Street; 11. Madison Avenue and East 46th Street; 12. Madison Avenue and East 45th Street; 13. Madison Avenue and East 41st Street; 14. Madison Avenue and East 39th Street; 15. Fifth Avenue and 45th Street; 16. Fifth Avenue and 43rd Street; and 17. Sixth Avenue and West 44th Street Some of these impacts could be mitigated with the same or similar improvement measures identified in Chapter 18, “Mitigation.” Others, including those identified to be unmitigatable for the development of the One Vanderbilt site in 2021, would similarly be unmitigatable. As development programs for Block 1279 and Block 1281 become more defined, they will be studied as part of separate environmental reviews, for which more details on the predicted impacts and associated mitigation measures would be determined. For the 17 impacted intersections identified for the proposed One Vanderbilt development in 2021, greater trip-making in 2033 from the proposed One Vanderbilt development, together with the projected redevelopment of the projected development sites within the Vanderbilt Corridor, would result in worsened impacts. A review of the mitigation needs for the greater 2033 impacts was conducted to determine if the measures identified to mitigate 2021 impacts would still be effective in mitigating 2033 impacts at these locations. This review, as summarized in Table 19-58, showed that while the same or similar measures identified to mitigate the 2021 impacts could be adopted to mitigate the 2033 impacts at certain intersections, there would be five additional intersections where no feasible measures can be identified to mitigate the 2033 impacts. Table 19-58 2033 Vanderbilt Corridor Required Mitigation at 2021 One Vanderbilt Impacted Traffic Intersections Significantly Impacted 2021 One Vanderbilt Proposed Mitigation 2033 Vanderbilt Corridor Required Mitigation Intersections Measures Measures Third Avenue and East Unmitigated Same – Unmitigated 42nd Street Third Avenue and East Shift signal timing (1 second) Similar mitigation; shift signal timing (2 seconds) 41st Street Lexington Avenue and Unmitigated Same – Unmitigated East 42nd Street Park Avenue (SB) and Shift signal timing (1 second) Unmitigated East 47th Street Park Avenue (NB) and Restripe and shift signal timing (1 second) Unmitigated East 40th Street Park Avenue (SB) and Restripe and shift signal timing (1 second) Unmitigated East 40th Street Park Avenue (NB) and Shift signal timing (1 to 2 seconds) Same mitigation East 39th Street Vanderbilt Avenue and Similar mitigation; shift signal timing (3 to 4 Shift signal timing (1 second) East 46th Street seconds)

19-74 Chapter 19: Conceptual Analysis

Table 19-58 (cont’d) 2033 Vanderbilt Corridor Required Mitigation at 2021 One Vanderbilt Impacted Traffic Intersections Significantly Impacted 2021 One Vanderbilt Proposed Mitigation 2033 Vanderbilt Corridor Required Mitigation Intersections Measures Measures Vanderbilt Avenue and Shift signal timing (1 to 2 seconds) Same mitigation East 42nd Street Madison Avenue and Similar mitigation; restripe and shift signal timing (2 Restripe and shift signal timing (1 second) East 44th Street seconds) Madison Avenue and Shift signal timing (1 to 2 seconds) Unmitigated East 43rd Street Madison Avenue and Unmitigated Same – Unmitigated East 42nd Street Fifth Avenue and 47th Shift signal timing (1 second) Similar mitigation; shift signal timing (2 seconds) Street Fifth Avenue and 46th Shift signal timing (1 second) Similar mitigation; shift signal timing (2 seconds) Street Fifth Avenue and 44th Restripe and shift signal timing (1 second) Unmitigated Street Fifth Avenue and 42nd Unmitigated Same – Unmitigated Street Sixth Avenue and West Shift signal timing (4 seconds) Similar mitigation; shift signal timing (4 seconds) 42nd Street

Transit Summaries of the 2033 Vanderbilt Corridor With-Action transit analysis results are presented in Tables 19-59 through 19-61. Details on service levels at station analysis elements are compiled in Appendix F. Considering the cumulative build-out of the Vanderbilt Corridor, deteriorations at eight subway station elements, including four escalators and four stairways, would exceed CEQR impact thresholds. However, this analysis finding does not account for the fact that the potential future development of the two remaining blocks of the Vanderbilt Corridor would use either the Grand Central Public Realm bonus or the amended Landmark transfer special permit or a combination of the two and may be required to provide funding for additional transit-related improvements, which could alleviate/eliminate some or all of the station impacts identified above. Table 19-59 Summary of 2033 Vanderbilt Corridor With-Action Transit Analysis Results Grand Central-42nd Street Station Analysis Peak Hours Level of Service AM Peak Hour PM Peak Hour Stairs at LOS A/B/C 19 26 Stairs at LOS D 9 6 Stairs at LOS E 7 4 Stairs at LOS F 1 0 Total 36 36 Escalators at LOS A/B/C 2 3 Escalators at LOS D 6 4 Escalators at LOS E 0 1 Escalators at LOS F 0 0 Total 8 8 Fare Array Area at LOS A/B/C 13 13 Fare Array Area at LOS D 0 0 Fare Array Area at LOS E 0 0 Fare Array Area at LOS F 0 0 Total 13 13 Notes: LOS = Level-of-Service

19-75 Vanderbilt Corridor and One Vanderbilt

Table 19-60 Summary of 2033 Vanderbilt Corridor With-Action Transit Analysis Results 42nd Street-Bryant Park Station Analysis Peak Hours Level of Service AM Peak Hour PM Peak Hour Stairs at LOS A/B/C 3 3 Stairs at LOS D 0 0 Stairs at LOS E 0 0 Stairs at LOS F 0 0 Total 3 3 Fare Array Area at LOS A/B/C 1 1 Fare Array Area at LOS D 0 0 Fare Array Area at LOS E 0 0 Fare Array Area at LOS F 0 0 Total 1 1 Notes: LOS = Level-of-Service

Table 19-61 Summary of 2033 Vanderbilt Corridor With-Action Transit Analysis Results 47th-50th Streets-Rockefeller Center Station Analysis Peak Hours Level of Service AM Peak Hour PM Peak Hour Stairs at LOS A/B/C 1 3 Stairs at LOS D 1 3 Stairs at LOS E 2 0 Stairs at LOS F 2 0 Total 6 6 Fare Array Area at LOS A/B/C 1 1 Fare Array Area at LOS D 0 0 Fare Array Area at LOS E 0 0 Fare Array Area at LOS F 0 0 Total 1 1 Notes: LOS = Level-of-Service

Pedestrians The 2033 Vanderbilt Corridor With-Action pedestrian volumes for the weekday AM, midday, PM, and Saturday peak hours are presented in Figures 19-38 to 19-41. A summary of the 2033 Vanderbilt Corridor With-Action pedestrian analysis results is presented in Table 19-62. Details on pedestrian service levels at study area sidewalks, corner reservoirs, and crosswalks, as well as the peak hour incremental pedestrian volumes, are compiled in Appendix F. With greater incremental trip-making, the redevelopment of the projected development sites within the Vanderbilt Corridor pursuant to the proposed actions in 2033 would result in significant adverse impacts at 6 sidewalks, 10 corners, and 21 crosswalks, as compared with 1 impacted sidewalk, 4 impacted corners, and 6 impacted crosswalks identified for the One Vanderbilt project in 2021. The additional impacted pedestrian elements are as follows. Sidewalks 1. South sidewalk of West 42nd Street between Fifth Avenue and Sixth Avenue; 2. North sidewalk of West 42nd Street between Fifth Avenue and Sixth Avenue; 3. Northwest sidewalk of East 42nd Street between Madison Avenue and Vanderbilt Avenue;

19-76 3.18.15 590 405 503 750 594 531

12 609 16 47TH ST. 1015

128 870 234 500 678 281 1368 180

220 443 114 260 522 221 476 386 661 531 336 453 651 11 991 15 46TH ST. 1042 1015

193 514 239 620 527 388 709 157

602

2052

689 116 970 260 213 495 10 411 14 45TH ST. 836 1067 2426

504 275 442

500 131 272 90 669 231 476 199 500 781 461 289 9 570 13 736 44TH ST. 1590 1553 1236 1013

96 740 333 457 1621 567 556

1688

MADISON AVE. MADISON FIFTH AVE. FIFTH

1543 587 695 AVE. LEXINGTON 209 796 171 131 1119 161 1118 AVE. VANDERBILT

43RD ST. 557 340 514 476

8 606 2 1255 1039 1422

66 839 360 21 539 15 769 1016 413 1575 374 469 2007 1264 536

1821 2555 2204 2290 1573 2227 761 661 892 292 1646 4480 1405 2609 806 25 1744 1466 2743 2311 4065 4205 3363 1428 1158 664

42ND ST. 1134

627 42ND ST. 1038 976 1 3 4 2181 7 841 850 1496 1102 1768 2832 5728 2050 1540 418 2706 514 285 1438 820 1057 1051 1261 1789 1884 1966

1199 PARKAVE. 326 FIFTH AVE. FIFTH 804 83

41ST ST. N 1695 1024

5 482 6 1138

386 143 348 136 859 592

"NOTE: Pedestrian elements within the proposed public place were not considered for analysis

One Vanderbilt Development Site NOT TO SCALE

2033 Vanderbilt Corridor Development Sites

Proposed Public Place 2033 Vanderbilt Corridor With-Action Pedestrian Volumes Weekday AM Peak Hour Vanderbilt Corridor and One Vanderbilt Figure 19-38 This figure has been updated for the FEIS 3.18.15 1609 960 1221 954 900 12 913 16 47TH ST. 1106 1454

274 453 233 601 460 247 684 103

581 374 213 330 483 104 313 387 1242 964 1205 852 11 15 849 46TH ST. 1153 1121 1040

182 693 244 707 595 550 694 74

1519

1690

865 138 660 170 738 1645 10 1160 14 45TH ST. 815 1056 1368

704 280 446

532 57 355 193 685 118 501 269 307 803 1465 722 9 1670 13 1068 44TH ST. 886 1564 1141 1346

50 922 348 575 1439 1434 1574

1446

MADISON AVE. MADISON FIFTH AVE. FIFTH

1237 631 923 AVE. LEXINGTON 93 250 321 244 552 101 799 AVE. VANDERBILT

43RD ST. 1336 1320 1428 1317

8 638 2 1137 1299 1000

235 503 200 50 645 21 353 600 1171 1282 1151 738 1335 1711 1681

1397 1876 1834 1957 1900 1794 476 816 874 287 2223 2707 1903 2477 869 34 2251 1999 2457 2020 3045 3573 2648 2472 1987 1243

42ND ST. 1331

2060 42ND ST. 1717 1691 1 3 4 1419 7 994 1282 1482 1569 1219 2857 2100 2021 1583 668 1797 671 288 1624 448 1859 1647 2151 1662 1683 1730

1483 PARKAVE. 439 FIFTH AVE. FIFTH 596 228

41ST ST. N 1258 673

5 903 6 1144

641 192 326 287 706 314

"NOTE: Pedestrian elements within the proposed public place were not considered for analysis

One Vanderbilt Development Site NOT TO SCALE

2033 Vanderbilt Corridor Development Sites

Proposed Public Place 2033 Vanderbilt Corridor With-Action Pedestrian Volumes Weekday Midday Peak Hour Vanderbilt Corridor and One Vanderbilt Figure 19-39 This figure has been updated for the FEIS 3.18.15 1706 1005 1082 1027 761 974 12 656 16 47TH ST. 1054

126 799 165 1075 763 162 587 358

409 620 114 335 418 150 543 546 840 1374 1070 1511 1329 875 827 11 545 15 46TH ST.

352 706 102 636 389 389 736 143

2043

1057

771 90 642 194 968 2453 10 1377 45TH ST.

684 14 951 527

679 265 581

656 22 570 107 1333 93 710 199 376 912 2364 1112 9 2079 13 1661 44TH ST. 999 865 434 1019

159 1986 736 740 1140 2504 1377

1715

MADISON AVE. MADISON FIFTH AVE. FIFTH

1051 1430 1874 AVE. LEXINGTON 58 729 262 216 558 298 1059 AVE. VANDERBILT

43RD ST. 1135 2651 1668 1859 696 738

720 8 2 1060

52 1068 439 50 1014 23 672 723 1837 564 1483 1724 798 843 2467

1876 3327 2484 1128 1398 2178 1055 948 1075 496 4228 4457 2397 2090 869 11 3469 3035 4130 2448 2868 6235 3145 2924 1923 1222

42ND ST. 1024

3232 42ND ST. 1852 2488 1 3 4 1571 7 806 1486 1372 1250 1039 2594 2502 1904 1752 1190 1465 737 335 1372 693 6054 3158 2803 2042 2003 1295

1895 PARKAVE. 574 FIFTH AVE. FIFTH 674 210

41ST ST. N 1273 5 876 6 2115 1758

508 320 294 122 554 269

"NOTE: Pedestrian elements within the proposed public place were not considered for analysis

One Vanderbilt Development Site NOT TO SCALE

2033 Vanderbilt Corridor Development Sites

Proposed Public Place 2033 Vanderbilt Corridor With-Action Pedestrian Volumes Weekday PM Peak Hour Vanderbilt Corridor and One Vanderbilt Figure 19-40 This figure has been updated for the FEIS 3.18.15 12 16 47TH ST.

11 15 46TH ST.

10 14 45TH ST.

9 13 44TH ST.

MADISON AVE. MADISON

FIFTH AVE. FIFTH

LEXINGTON AVE. LEXINGTON VANDERBILT AVE. VANDERBILT

43RD ST. 398

8 2 512

245 13 191 636 736 1272 2975 1539 519 586 251 484 1784 1700 1567 1049 3280 2331 3260 3275 2737

415 42ND ST.

1001 42ND ST. 642 1 1501 3 4 7 609 410 1346

1221

PARKAVE. FIFTH AVE. FIFTH

5 41ST ST. 6 N

"NOTE: Pedestrian elements within the proposed public place were not considered for analysis

One Vanderbilt Development Site NOT TO SCALE

2033 Vanderbilt Corridor Development Sites

Proposed Public Place 2033 Vanderbilt Corridor With-Action Pedestrian Volumes Saturday Peak Hour Vanderbilt Corridor and One Vanderbilt Figure 19-41 This figure has been updated for the FEIS Chapter 19: Conceptual Analysis

Table 19-62 Summary of 2033 Vanderbilt Corridor With-Action Pedestrian Analysis Results Analysis Peak Hours Level of Service Weekday AM Weekday Midday Weekday PM Saturday Sidewalks Sidewalks at LOS A/B/C 12 13 10 3 Sidewalks at LOS D 7 6 6 2 Sidewalks at LOS E 0 0 3 0 Sidewalks at LOS F 0 0 0 0 Total 19 19 19 5 Corner Reservoirs Corners at LOS A/B/C 31 29 28 4 Corners at LOS D 7 9 8 1 Corners at LOS E 2 2 5 0 Corners at LOS F 2 2 1 0 Total 42 42 42 5 Crosswalks Crosswalks at LOS A/B/C 12 6 3 2 Crosswalks at LOS D 8 9 14 1 Crosswalks at LOS E 8 13 10 1 Crosswalks at LOS F 0 0 1 0 Total 28 28 28 4 Notes: LOS = Level-of-Service

4. North sidewalk of East 43rd Street between Fifth Avenue and Madison Avenue; and 5. West sidewalk of Madison Avenue between East 42nd Street and East 43rd Street; Corners 1. Southeast corner of Madison Avenue and East 41st Street; 2. Northwest corner of Madison Avenue and East 43rd Street; 3. Northeast corner of Madison Avenue and East 45th Street; 4. Northwest corner of Madison Avenue and East 45th Street; 5. Northeast corner of Lexington Avenue and East 42nd Street; and 6. Northwest corner of Lexington Avenue and East 42nd Street; Crosswalks 1. East crosswalk of Fifth Avenue and 42nd Street; 2. West crosswalk of Fifth Avenue and 42nd Street; 3. South crosswalk of Madison Avenue and East 43rd Street; 4. West crosswalk of Madison Avenue and East 43rd Street; 5. East crosswalk of Madison Avenue and East 43rd Street; 6. West crosswalk of Fifth Avenue and 43rd Street; 7. West crosswalk of Fifth Avenue and 44th Street; 8. East crosswalk of Fifth Avenue and 44th Street; 9. East crosswalk of Madison Avenue and East 44th Street; 10. North crosswalk of Madison Avenue and East 45th Street; 11. East crosswalk of Madison Avenue and East 45th Street; 12. East crosswalk of Madison Avenue and East 46th Street;

19-77 Vanderbilt Corridor and One Vanderbilt

13. West crosswalk of Madison Avenue and East 47th Street; 14. North crosswalk of Lexington Avenue and East 42nd Street; and 15. West crosswalk of Fifth Avenue and 47th Street. Some of these impacts could be mitigated with the same or similar improvement measures identified in Chapter 18, “Mitigation.” Others, including those identified to be unmitigatable for the development of the One Vanderbilt site in 2021, would similarly be unmitigatable. As development programs for Block 1279 and Block 1281 become more defined, they will be studied as part of separate environmental reviews, for which more details on the predicted impacts and associated mitigation measures would be determined. For the 1 impacted sidewalk, 4 impacted corners, and 6 impacted crosswalks identified for the proposed One Vanderbilt development in 2021, greater trip-making in 2033 from the build-out of proposed One Vanderbilt development, together with the projected redevelopment of the projected development sites within the Vanderbilt Corridor, would result in worsened impacts. A review of the mitigation needs for the greater 2033 impacts was conducted to determine if the measures identified to mitigate 2021 impacts would still be effective in mitigating 2033 impacts at these locations. This review, as summarized in Table 19-63, showed that the 2033 impacts could be mitigated with the same or similar measures identified to mitigate the 2021 impacts, with the exception of one location––the northeast corner of Madison Avenue and East 43rd Street––for which other mitigation measures would be needed to supplement or replace what has been proposed to address the 2021 impacts at this location. If no such measures can be found, then the significant adverse pedestrian impacts at this location would remain unmitigated. At the time of implementation, if some or all of these pedestrian mitigation measures are deemed infeasible and no alternative mitigation measures can be identified; those impacts would be unmitigated. Table 19-63 2033 Vanderbilt Corridor Required Mitigation at 2021 One Vanderbilt Impacted Pedestrian Locations Significantly Impacted Locations 2021 One Vanderbilt Proposed 2033 Vanderbilt Corridor Required Intersection Pedestrian Element Mitigation Measures Mitigation Measures Sidewalks North Sidewalk of East Fifth Avenue and 42nd 42nd Street between Reconstruct newsstand kiosk to Same mitigation Street Madison Avenue and narrower width (1.0-foot reduction) Fifth Avenue Corners Need additional or different mitigation; Northeast Corner Relocate trash can and signal pole potentially unmitigated Madison Avenue and Extend East 43rd Street curb by 0.5- Similar mitigation; extend East 43rd East 43rd Street Southwest Corner foot (6-foot widening per DOT Street curb by 1.0-foot (same 6-foot standards) widening per DOT standards) Extend Madison Avenue curb by 1.0- Similar mitigation; extend East 43rd Madison Avenue and Northwest Corner foot (8-foot widening per DOT Street curb by 1.5-foot (same 8-foot East 42nd Street standards) widening per DOT standards) Madison Avenue and Northeast Corner Relocate trash can Same mitigation East 41st Street Crosswalks Fifth Avenue and 42nd North Crosswalk Widen by 4 feet Similar mitigation; widen by 5 feet Street South Crosswalk Widen by 0.5 foot Similar mitigation; widen by 2.5 feet North Crosswalk Widen by 5 feet Same mitigation Madison Avenue and South Crosswalk Widen by 0.5 foot Same mitigation East 42nd Street East Crosswalk Widen by 1.5 feet Similar mitigation; widen by 2.5 feet Madison Avenue and East Crosswalk Shift signal timing (2 seconds) Same mitigation East 41st Street

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Parking The proposed One Vanderbilt development, together with the projected redevelopment of the projected development sites within the Vanderbilt Corridor pursuant to the proposed actions, would result in an increase in area parking demand. With the same inventory of available parking resources, a parking shortfall of 345 spaces or 14 percent over capacity during the weekday midday peak utilization period would be expected for the off-street parking facilities studied in Chapter 10, “Transportation.” Some of the overflow in parking demand is expected to seek available parking supply at greater distances away. As stated in the CEQR Technical Manual, a parking shortfall in Manhattan and other CBD neighborhoods does not constitute a significant adverse parking impact, due to the magnitude of available alternative modes of transportation.

TRANSPORTATION IMPACTS COMPARISON SUMMARY Tables 19-64 to 19-66 present comparisons of the projected significant adverse traffic, transit, and pedestrian impacts, respectively, for the 2021 proposed One Vanderbilt, 2021 Vanderbilt Corridor, and 2033 Vanderbilt Corridor With-Action conditions. Table 19-64 2021 One Vanderbilt and 2021 and 2033 Vanderbilt Corridor Traffic Impacts Comparison Summary Intersection Weekday AM Peak Hour Weekday Midday Peak Hour Weekday PM Peak Hour Saturday Peak Hour 2021 2021 2033 2021 2021 2033 2021 2021 2033 2021 2021 2033 EB/WB NB/SB One Vanderbilt Vanderbilt One Vanderbilt Vanderbilt One Vanderbilt Vanderbilt One Vanderbilt Vanderbilt Street Street Vanderbilt Corridor Corridor Vanderbilt Corridor Corridor Vanderbilt Corridor Corridor Vanderbilt Corridor Corridor EB-L (East) EB-L (East) EB-L (East) EB-T (East) East First EB-LT 42nd Avenue (East) Street EB-L (West) EB-L (West) EB-L (West) EB-L (West) EB-T (West) EB-L EB-L EB-L EB-L EB-L EB-L EB-L EB-L EB-L East Third EB-T EB-T EB-T EB-T EB-T EB-T EB-T EB-T EB-T 42nd Avenue Street WB-T WB-T WB-R WB-R WB-R WB-R WB-R WB-R WB-R East Third 41st EB-LT EB-LT EB-LT EB-LT Avenue Street East EB-T EB-T Lexington 42nd EB-TR EB-TR EB-TR Avenue Street SB-R SB-R SB-R SB-R SB-R SB-R East Park 50th Avenue SB-T SB-T Street (SB)

19-79 Vanderbilt Corridor and One Vanderbilt

Table 19-64 (cont’d) 2021 One Vanderbilt and 2021 and 2033 Vanderbilt Corridor Traffic Impacts Comparison Summary Intersection Weekday AM Peak Hour Weekday Midday Peak Hour Weekday PM Peak Hour Saturday Peak Hour 2021 2021 2033 2021 2021 2033 2021 2021 2033 2021 2021 2033 EB/WB NB/SB One Vanderbilt Vanderbilt One Vanderbilt Vanderbilt One Vanderbilt Vanderbilt One Vanderbilt Vanderbilt Street Street Vanderbilt Corridor Corridor Vanderbilt Corridor Corridor Vanderbilt Corridor Corridor Vanderbilt Corridor Corridor East Park 49th Avenue NB-T Street (NB) East Park 48th Avenue SB-T SB-T SB-T SB-T Street (SB) East Park 47th Avenue WB-LT Street (NB) East Park SB-TR 47th Avenue Street (SB) SB-R SB-R SB-R SB-R SB-R SB-R East Park 42nd WB-T WB-T Avenue Street NB-T NB-T East Park (Tunnel (Tunnel 40th Avenue Exit) Exit) Street (NB) NB-TR NB-TR NB-TR East Park SB-T SB-T SB-T SB-T SB-T SB-T 40th Avenue (Viaduct (Viaduct (Viaduct (Viaduct (Viaduct (Viaduct Street (SB) Exit) Exit) Exit) Exit) Exit) Exit) East Park 39th Avenue WB-LTR WB-LTR WB-LTR WB-LTR WB-LTR WB-LTR WB-LTR WB-LTR Street (NB) East Park 38th Avenue EB-LTR Street (SB) East Park 37th Avenue WB-TR Street (NB) East Vanderbilt 46th SB-LT SB-LT SB-LT SB-LT SB-LT SB-LT SB-LT SB-LT SB-LT Avenue Street East Vanderbilt 45th SB-TR SB-TR SB-TR SB-TR SB-TR Avenue Street East Vanderbilt 42nd WB-T WB-T WB-T WB-T WB-T WB-T Avenue Street East NB-L NB-L NB-L Madison 47th Avenue Street NB-T NB-T East Madison 46th NB-T NB-T NB-T Avenue Street East Madison 45th NB-T NB-T NB-T Avenue Street East EB-LT EB-LT EB-LT EB-LT EB-LT EB-LT EB-LT EB-LT EB-LT Madison 44th Avenue Street NB-T NB-T NB-T NB-T NB-T NB-T NB-T East WB-R WB-R Madison 43rd NB-L NB-L NB-L NB-L NB-L NB-L Avenue Street NB-T EB-LT EB-LT EB-LT EB-LT East Madison WB-T WB-T WB-T WB-T WB-T WB-T WB-T WB-T WB-T WB-T 42nd Avenue NB-T NB-T Street NB-LT NB-LT NB-LT NB-LT NB-LT NB-LT East Madison 41st NB-TR Avenue Street East WB-T Madison 39th Avenue Street WB-R WB-R WB-R 47th Fifth SB-T SB-T SB-T Street Avenue 46th Fifth SB-LT SB-LT SB-LT Street Avenue

19-80 Chapter 19: Conceptual Analysis

Table 19-64 (cont’d) 2021 One Vanderbilt and 2021 and 2033 Vanderbilt Corridor Traffic Impacts Comparison Summary Intersection Weekday AM Peak Hour Weekday Midday Peak Hour Weekday PM Peak Hour Saturday Peak Hour 2021 2021 2033 2021 2021 2033 2021 2021 2033 2021 2021 2033 EB/WB NB/SB One Vanderbilt Vanderbilt One Vanderbilt Vanderbilt One Vanderbilt Vanderbilt One Vanderbilt Vanderbilt Street Street Vanderbilt Corridor Corridor Vanderbilt Corridor Corridor Vanderbilt Corridor Corridor Vanderbilt Corridor Corridor 45th Fifth SB-T SB-T Street Avenue 44th Fifth EB-R EB-R EB-R EB-R EB-R Street Avenue SB-LT SB-LT SB-LT 43rd Fifth WB-L WB-L Street Avenue SB-R SB-R SB-R SB-R EB-T 42nd Fifth WB-LT WB-LT WB-LT WB-LT WB-LT WB-LT WB-LT WB-LT WB-LT WB-LT WB-LT WB-LT Street Avenue SB-LT West EB-T EB-T Sixth 44th Avenue Street NB-R NB-R West EB-T Sixth 42nd WB-T WB-T WB-T WB-T Avenue Street WB-R WB-R WB-R WB-R WB-R WB-R Total Impacted Intersections/Lane 14/17 21/25 30/43 6/9 10/13 19/27 14/16 18/23 28/39 2/2 2/2 4/8 Groups Notes: EB = Eastbound; WB = Westbound; NB = Northbound; SB = Southbound; L = Left Turn; T = Through; R = Right Turn Shading means not analyzed.

Table 19-65 2021 One Vanderbilt and 2021 and 2033 Vanderbilt Corridor Transit Impacts Comparison Summary Weekday AM Peak Hour Weekday PM Peak Hour 2021 2021 2033 2021 2021 2033 One Vanderbilt Vanderbilt One Vanderbilt Vanderbilt Subway Station Vanderbilt Corridor Corridor Vanderbilt Corridor Corridor Escalator- E205/206 (Set 1)-

Flushing Center Core Escalator- E205/206 (Set 2)-

Flushing Center Core Escalator- E208/210 (Set 1)-

Grand Central-42nd Street Flushing West (4/5/6/7/S) Station Core Escalator- E208/210 (Set 2)-

Flushing West Core Stairway- P14- SB Stairway- P15- Lexington NB Lexington Platform Platform Stairway- P16- SB Stairway- P17- Lexington NB Lexington Platform Platform Total Impacted Transit 0 0 6 0 0 2 Elements

19-81 Vanderbilt Corridor and One Vanderbilt

Table 19-66 2021 One Vanderbilt and 2021 and 2033 Vanderbilt Corridor Pedestrian Impacts Comparison Summary Intersection Weekday AM Peak Hour Weekday Midday Peak Hour Weekday PM Peak Hour Saturday Peak Hour 2021 2021 2033 2021 2021 2033 2021 2021 2033 2021 2021 2033 EB/WB NB/SB One Vanderbilt Vanderbilt One Vanderbilt Vanderbilt One Vanderbilt Vanderbilt One Vanderbilt Vanderbilt Street Street Vanderbilt Corridor Corridor Vanderbilt Corridor Corridor Vanderbilt Corridor Corridor Vanderbilt Corridor Corridor 47th Fifth W Crosswalk Street Avenue 44th Fifth E Crosswalk E Crosswalk Street Avenue W Crosswalk 43rd Fifth W Crosswalk Street Avenue 42nd Fifth N sidewalk of N sidewalk of N sidewalk of Street Avenue E 42nd Street E 42nd Street E 42nd Street between between between

Madison Madison Madison Avenue and Avenue and Avenue and Fifth Avenue Fifth Avenue Fifth Avenue S sidewalk of S sidewalk of W 42nd Street W 42nd Street between Fifth between Fifth

Avenue and Avenue and Sixth Avenue Sixth Avenue E Crosswalk

W Crosswalk

N N N N N N Crosswalk N Crosswalk N Crosswalk N Crosswalk N Crosswalk Crosswalk Crosswalk Crosswalk Crosswalk Crosswalk S S S S Crosswalk S Crosswalk S Crosswalk S Crosswalk S Crosswalk Crosswalk Crosswalk Crosswalk E 47th Madison W Crosswalk Street Avenue E 46th Madison E Crosswalk E Crosswalk Street Avenue E 45th Madison NE Corner NE Corner NE Corner NE Corner NE Corner NE Corner Street Avenue NW Corner NW Corner

E E Crosswalk E Crosswalk E Crosswalk Crosswalk N N Crosswalk N Crosswalk N Crosswalk Crosswalk E 44th Madison E Crosswalk E Crosswalk E Crosswalk E Crosswalk Street Avenue E 43rd Madison N sidewalk of N sidewalk of Street Avenue E 43rd Street E 43rd Street between between

Madison Madison Avenue and Avenue and Fifth Avenue Fifth Avenue W Sidewalk of W Sidewalk of Madison Madison Avenue Avenue between E between E

42nd Street 42nd Street and E 43rd and E 43rd Street Street NE Corner NE Corner NE Corner NE Corner NE Corner NE Corner NE Corner NE Corner NE Corner NW Corner NW Corner

SW Corner SW Corner SW Corner SW Corner

E E Crosswalk Crosswalk W W W Crosswalk W Crosswalk W Crosswalk W Crosswalk Crosswalk Crosswalk S S Crosswalk Crosswalk E 42nd Madison NW Corner NW Corner NW Corner NW Corner NW Corner NW Corner NW Corner NW Corner NW Corner Street Avenue E Crosswalk E Crosswalk E Crosswalk E Crosswalk

N N N N N N N N Crosswalk N Crosswalk N Crosswalk N Crosswalk N Crosswalk Crosswalk Crosswalk Crosswalk Crosswalk Crosswalk Crosswalk Crosswalk S S Crosswalk S Crosswalk S Crosswalk S Crosswalk S Crosswalk Crosswalk E 41st Madison NE Corner NE Corner NE Corner NE Corner Street Avenue SE Corner SE Corner

E E E Crosswalk E Crosswalk Crosswalk Crosswalk

19-82 Chapter 19: Conceptual Analysis

Table 19-66 (cont’d) 2021 One Vanderbilt and 2021 and 2033 Vanderbilt Corridor Pedestrian Impacts Comparison Summary Intersection Weekday AM Peak Hour Weekday Midday Peak Hour Weekday PM Peak Hour Saturday Peak Hour 2021 2021 2033 2021 2021 2033 2021 2021 2033 2021 2021 2033 EB/WB NB/SB One Vanderbilt Vanderbilt One Vanderbilt Vanderbilt One Vanderbilt Vanderbilt One Vanderbilt Vanderbilt Street Street Vanderbilt Corridor Corridor Vanderbilt Corridor Corridor Vanderbilt Corridor Corridor Vanderbilt Corridor Corridor E 42nd Lexington NE Corner NE Corner Street Avenue NW Corner NW Corner

N Crosswalk N Crosswalk Total Impacted Pedestrian 7 11 21 4 14 24 9 14 21 1 1 2 Elements Notes: E = East; W = West; N = North; S = South; NE = Northeast; NW = Northwest; SE = Southeast; SW = Southwest Shading means not analyzed.

For parking, as described in Chapter 10, “Transportation,” and in the above sections, no parking shortfall is anticipated for the 2021 proposed One Vanderbilt and 2021 Vanderbilt Corridor With-Action conditions. For the 2033 Vanderbilt Corridor With-Action condition, a parking shortfall is anticipated during the weekday midday peak utilization period. However, as described above, this parking shortfall would not constitute a significant adverse parking impact due to the magnitude of available alternative modes of transportation.

M. AIR QUALITY This section evaluates the potential for the proposed One Vanderbilt development, together with the additional development in the Vanderbilt Corridor pursuant to the proposed actions, to result in significant adverse impacts on air quality in the 2021 and 2033 analysis years.

2021

As presented in Chapter 11, “Air Quality”, maximum PM10 and PM2.5 concentrations and concentration increments from mobile sources would be below the corresponding ambient air quality standards and guidance thresholds. Likewise, as presented below, the 2033 conceptual analysis determined that maximum predicted pollutant concentrations and concentration increments from mobile sources would be below the corresponding ambient air quality standards and guidance thresholds for CO and PM. Even accounting for an earlier build year (which results in higher emissions levels), the development of the Vanderbilt Corridor would not be anticipated to result in concentrations that would exceed a significant impact threshold. Therefore, the additional vehicle trips associated with the redevelopment of the MTA site in 2021 would not result in any significant adverse air quality impacts. Site-specific information for the anticipated redevelopment of the projected development site is not available at this time. Therefore, an analysis of the effect of emissions from heating and hot water systems and any other stationary sources (such as cogeneration systems) that may be introduced by the additional development in the Vanderbilt Corridor cannot be performed at this time, since for such an analysis, specific information regarding fuel type used, types and sizes of equipment, exhaust stack location and height, would be needed.

19-83 Vanderbilt Corridor and One Vanderbilt

2033 The proposed One Vanderbilt development and potential additional development would introduce new emission sources, both mobile (exhaust for additional vehicle traffic) and stationary (emissions from fuel combusted in heating and hot water systems). The analysis of the effect of mobile source emissions follows the methodology described in Chapter 11, “Air Quality,” in accordance with the guidelines of the CEQR Technical Manual, and using the analysis developed for the conceptual analysis of the additional development on transportation, as described in Section L, “Transportation.” Site-specific information for the anticipated redevelopment of the projected development sites is not available at this time. Therefore, an analysis of the effect of emissions from heating and hot water systems and any other stationary sources (such as cogeneration systems) that may be introduced by the additional development in the Vanderbilt Corridor cannot be performed at this time, since for such an analysis, specific information regarding fuel type used, types and sizes of equipment, exhaust stack location and height, would be needed. Each special permit would be subject to a separate discretionary approval process, with project-specific analysis that would address the potential effects of stationary source emissions on air quality. Based on stationary source screening assessments that considered the effect of nitrogen dioxide (NO2), particulate matter (PM), and sulfur dioxide emissions from the proposed One Vanderbilt development’s fossil fuel-fired combustion sources on pollutant levels, there would be no potential for significant adverse impacts on air quality from the proposed stationary sources for the proposed One Vanderbilt development. Air quality (E) designations for stationary sources (such as fossil fuel-fired heating and hot water systems) may be required for the three additional projected development sites, as with the One Vanderbilt site, to ensure that there are no significant adverse air quality impacts from these sources.

METHODOLOGY The analysis of potential for impacts on air quality from mobile source emissions of particulate matter (PM) with the proposed and potential development in the Vanderbilt Corridor followed the same methodology as the analysis of the proposed One Vanderbilt development (see Chapter 11, “Air Quality. In addition, the proposed One Vanderbilt development, together with the redevelopment of all projected development sites in the Vanderbilt Corridor pursuant to the proposed actions, would generate more than 140 trips at the study area intersections in the 2033 analysis year, which is the CEQR Technical Manual screening threshold, above which a quantified (microscale) analysis of carbon monoxide (CO) emissions from mobile sources is required. The aspects of the mobile source analysis specific to CO are described in the following text, as applicable.

CO DE MINIMIS CRITERIA New York City has developed de minimis criteria to assess the significance of the increase in CO concentrations that would result from the impact of proposed projects on mobile sources, as set forth in the CEQR Technical Manual. These criteria set the minimum change in CO concentration that defines a significant environmental impact. Significant increases of CO concentrations in New York City are defined as: (1) an increase of 0.5 ppm or more in the maximum 8-hour average CO concentration at a location where the predicted No-Action 8-hour concentration is equal to or between 8 and 9 ppm; or (2) an increase of more than half the difference between baseline (i.e., No-Action) concentrations and the 8-hour standard, when No-

19-84 Chapter 19: Conceptual Analysis

Action concentrations are below 8.0 ppm. The de minimis criteria for CO have been used to evaluate the significance of predicted impacts of the proposed One Vanderbilt development and the redevelopment of the projected development sites in the Vanderbilt Corridor on CO concentrations. The PM concentrations with the proposed One Vanderbilt development and the redevelopment of the projected development sites in the Vanderbilt Corridor are compared with the standards and de minimis criteria described in Chapter 11, “Air Quality.”

TRAFFIC DATA The traffic data discussed in Section L, “Transportation” for the Vanderbilt Corridor with and without the proposed actions for the 2033 analysis year were used as the basis for the mobile source air quality analysis. As with the mobile source analysis discussed in Chapter 11, the weekday morning (8 to 9 AM), weekday midday (12 to 1 PM), weekday evening (5 to 6 PM), and weekend midday (3 to 4 PM) peak periods were analyzed for PM. For CO, the weekday evening (5 to 6 PM) peak hour was analyzed, as that is the only peak period when the projected number of vehicles generated by the proposed action would be above the CEQR Technical Manual screening threshold for CO.

DISPERSION MODEL FOR MICROSCALE ANALYSES Maximum CO concentrations at the receptor locations for the intersections analyzed were predicted using the Tier 1 CAL3QHC model Version 2.0.1 The CAL3QHC model employs a Gaussian (normal distribution) dispersion assumption and includes an algorithm for estimating vehicular queue lengths at signalized intersections. CAL3QHC calculates emissions and dispersion of CO from idling and moving vehicles. The queuing algorithm includes site-specific traffic parameters, such as signal timing and delay (from the 2000 Highway Capacity Manual traffic forecasting model), saturation flow rate, vehicle arrival type, and signal actuation (i.e., pre-timed or actuated signal) characteristics to project the number of idling vehicles.

To determine motor vehicle generated PM2.5 concentrations adjacent to streets within the traffic study area, the CAL3QHCR model was applied. This refined version of the model can use hourly traffic and meteorology data, and is therefore more appropriate for calculating 24-hour and annual average concentrations.

METEOROLOGY In applying the CAL3QHC model, the wind angle was varied to determine the wind direction resulting in the maximum concentrations at each receptor. Following the EPA guidelines2, CAL3QHC computations were performed using a wind speed of 1 meter per second, and the neutral stability class D. The 8-hour average CO concentrations were estimated by multiplying the predicted 1-hour average CO concentrations by a factor of 0.77 to account for persistence of meteorological conditions and fluctuations in traffic volumes. A surface roughness of 3.21

1 EPA, User’s Guide to CAL3QHC, A Modeling Methodology for Predicted Pollutant Concentrations Near Roadway Intersections, Office of Air Quality, Planning Standards, Research Triangle Park, North Carolina, EPA-454/R-92-006. 2 Guidelines for Modeling Carbon Monoxide from Roadway Intersections, EPA Office of Air Quality Planning and Standards, Publication EPA-454/R-92-005.

19-85 Vanderbilt Corridor and One Vanderbilt meters was chosen. At each receptor location, concentrations were calculated for all wind directions, and the highest predicted concentration was reported, regardless of frequency of occurrence. These assumptions ensured that reasonable worst-case meteorology was used to estimate impacts.

ANALYSIS YEAR The microscale analyses were performed for 2033, the year by which the proposed One Vanderbilt development and the redevelopment of all the projected development sites within the Vanderbilt Corridor pursuant to the proposed actions would reasonably be expected to occur. The analysis was performed both without the proposed One Vanderbilt development and the anticipated redevelopment of the projected development sites (the No-Action condition) and with the proposed One Vanderbilt development and the anticipated redevelopment of the projected development sites (the With-Action condition). For the 2021 analysis year, the year by which the proposed One Vanderbilt development and redevelopment of the MTA site pursuant to the proposed actions is expected to occur, potential impacts were estimated using the results of the 2033 microscale analyses.

BACKGROUND CONCENTRATIONS The particulate matter background concentrations used in the analysis of the proposed One Vanderbilt development and the anticipated redevelopment of the projected development sites in the Vanderbilt Corridor are the same as the background concentrations presented in Chapter 11. The 8-hour average CO background of 1.8 ppm is based on the maximum second-highest yearly concentration measured at the CCNY ambient monitoring station over the latest available five- year monitoring period (2009–2013).

ANALYSIS SITES Traffic volumes on intersections in the study area were evaluated for the need to conduct a microscale analysis, based on the CEQR Technical Manual guidance. The incremental traffic volumes were reviewed and intersections with increments exceeding the CO and PM volume thresholds were identified in the 2033 analysis year. Of these intersections, three were selected for analysis of PM emissions and two were selected for analysis of CO emissions, as shown in Table 19-67. Table 19-67 Mobile Source Analysis Intersections Analysis Pollutants Site Location Analyzed Peak Period Analyzed CO Weekday PM Park Avenue and East 46th 1 Weekday AM, MD, PM, Street PM10 and PM2.5 Saturday MD Vanderbilt Avenue and East Weekday AM, MD, PM, 2 PM10 and PM2.5 44th Street Saturday MD CO Weekday PM Park Avenue and East 47th 3 Weekday AM, MD, PM, Street PM10 and PM2.5 Saturday MD

19-86 Chapter 19: Conceptual Analysis

THE FUTURE WITHOUT THE PROPOSED ACTIONS (2033)

MOBILE SOURCES

CO and PM10 concentrations in the No-Action condition were determined for future 2033 conditions using the methodology previously described. Table 19-68 shows maximum predicted 8-hour average CO concentrations, including background concentrations, at the intersections for the 2033 No-Action condition. Table 19-68 Maximum Predicted 8-Hour Average CO No-Action Concentrations (2033) Analysis 8-Hour Location Time Period Site Concentration (ppm) 1 Park Avenue and East 46th Street PM 2.02 3 Park Avenue and East 47th Street PM 2.01 Notes: 8-hour standard (NAAQS) is 9 ppm. Concentration includes a background concentration of 1.8 ppm.

As shown in Table 19-68, 2033 No-Action values are predicted to be well below the 8-hour CO standard of 9 ppm.

Table 19-69 presents the maximum predicted PM10 24-hour concentrations, including background concentrations, at the analyzed intersections for the 2033 No-Action condition. The values shown are the highest predicted concentrations for the receptor locations. Table 19-69 (2033) Maximum Predicted 24-Hour Average 3 PM10 No-Action Concentrations (µg/m ) Analysis Site Location Concentration 1 Park Avenue and East 46th Street 54.9 2 Vanderbilt Avenue and East 44th Street 51.5 3 Park Avenue and East 47th Street 58.6 Notes: NAAQS—24-hour average 150 μg/m3. Concentration includes a background concentration of 40.0 µg/m3.

PM2.5 concentrations for the 2033 No-Action condition are not presented, since impacts are assessed on an incremental basis.

THE FUTURE WITH THE PROPOSED ACTIONS (2033) Mobile source CO concentrations for future conditions in the 2033 analysis year were predicted using the methodology previously described. Table 19-70 shows the future maximum predicted 8-hour average CO concentrations at the intersections studied. (No 1-hour values are shown, since no exceedances of the NAAQS would occur and the de minimis criteria are only applicable to 8-hour concentrations; therefore, the 8-hour values are the most critical for impact assessment.) The values shown are the highest predicted concentrations. The results indicate that the proposed actions would not result in any violations of the 8-hour CO standard. In addition,

19-87 Vanderbilt Corridor and One Vanderbilt the incremental increases in 8-hour average CO concentrations are very small, and would not result in a violation of the CEQR de minimis CO criteria. Therefore, mobile source CO emissions resulting from the proposed One Vanderbilt development and the redevelopment of the projected development sites in the Vanderbilt Corridor pursuant to the proposed actions in 2033 would not result in a significant adverse impact on air quality. Table 19-70 (2033) 8-Hour CO Concentrations (ppm) Analysis Time No With De Site Location Period Action Action Increment Minimis Park Avenue and East 46th 1 PM 2.02 2.02 <0.01 5.5 Street Park Avenue and East 47th 3 PM 2.01 2.02 0.01 5.5 Street Notes: 8-hour standard is 9 ppm. Concentration includes a background concentration of 1.8 ppm.

PM10 concentrations for the 2033 With-Action condition were also determined using the methodology previously described. Table 19-71 shows the future maximum predicted PM10 24- hour concentrations, including background concentrations, at the analyzed intersections in 2033. The values shown are the highest predicted concentrations for the receptor locations. Table 19-71 (2033) Maximum Predicted 24-Hour Average 3 PM10 Concentrations (µg/m ) Analysis Site Location No Action With Action 1 Park Avenue and East 46th Street 54.9 55.1 2 Vanderbilt Avenue and East 44th Street 51.5 52.4 3 Park Avenue and East 47th Street 58.6 59.3 Notes: NAAQS—24-hour average 150 μg/m3. Concentration includes a background concentration of 40.0 µg/m3.

Using the methodology previously described, maximum predicted 24-hour and annual average PM2.5 concentration increments were calculated so that they could be compared with the de minimis criteria that would determine the potential significance of any impacts from the vehicle trips that would be generated by the proposed One Vanderbilt development and the redevelopment of the projected development sites in the Vanderbilt Corridor pursuant to the proposed actions in 2033. Based on this analysis, the maximum predicted localized 24-hour average and neighborhood-scale annual average incremental PM2.5 concentrations are presented in Table 19-72 and Table 19-73, respectively. Note that PM2.5 concentrations in the 2033 No- Action condition are not presented, since impacts are assessed on an incremental basis.

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Table 19-72 Maximum Predicted 24-Hour Average PM2.5 Incremental Concentrations (2033) Analysis Increment De Minimis Site Location (µg/m3) (µg/m3) 1 Park Avenue and East 46th Street 0.12 4.5 2 Vanderbilt Avenue and East 44th Street 0.3 4.5 3 Park Avenue and East 47th Street 0.31 4.5 Note: PM2.5 de minimis criteria — 24-hour average, not to exceed more than half the difference between the background concentration of 26 µg/m3 and the 24-hour standard of 35 µg/m3.

Table 19-73 Maximum Predicted Annual Average PM2.5 Incremental Concentrations (2033) Analysis Site Location Increment (µg/m3) 1 Park Avenue and East 46th Street 0.007 2 Vanderbilt Avenue and East 44th Street 0.017 3 Park Avenue and East 47th Street 0.024 3 Note: PM2.5 de minimis criteria—annual (neighborhood scale), 0.1 µg/m .

The results show that the annual and daily (24-hour) PM2.5 increments are predicted to be below the de minimis criteria. Therefore, there would be no potential for significant adverse impacts on air quality from the vehicle trips that would be generated by the proposed One Vanderbilt development and the redevelopment of the projected development sites in the Vanderbilt Corridor pursuant to the proposed actions in 2033.

N. GREENHOUSE GAS EMISSIONS This section evaluates the greenhouse gas (GHG) emissions that would be generated by the construction and operation of potential uses under the proposed zoning text amendment, combining the effect of the proposed One Vanderbilt development—presented in Chapter 12, “Greenhouse Gas Emissions”—with that of the additional potential development that could occur within the Vanderbilt Corridor, described above. For a full discussion of the pollutants and regulatory context for this evaluation, see Chapter 12, “Greenhouse Gas Emissions.”

METHODOLOGY Consistent with the methodology presented in the CEQR Technical Manual and described in detail in Chapter 12, “Greenhouse Gas Emissions,” the quantified emissions presented below do not represent a truly incremental assessment, since a “no action condition” would be impossible to evaluate reasonably in the context of global GHG emissions, due to the fact that if uses are not developed in one location, they may be developed elsewhere with an unknown impact on emissions. Therefore, the focus of this analysis is on the total emissions associated with potential new development that could result from the proposed actions. This excludes emissions from existing uses within the Vanderbilt Corridor that are not anticipated to change in the future with the proposed actions (2021 or 2033). However, it should be noted that any development which may occur within the Corridor under the proposed zoning text amendment would be subject to

19-89 Vanderbilt Corridor and One Vanderbilt the same requirements, and would provide similar energy and GHG benefits to those described below. This analysis follows the methodology provided in Chapter 12, “Greenhouse Gas Emissions,” with the exception of building energy emissions estimates for the projected development sites, which were prepared using the GHG intensity factors (emissions per developed space) for the appropriate uses provided in the CEQR Technical Manual. Building energy emissions for the proposed One Vanderbilt development were estimated in detail, as described in Chapter 12, “Greenhouse Gas Emissions.” An option under consideration for the proposed One Vanderbilt project would include on-site electricity and heat cogeneration, which would provide approximately one quarter of the electricity using a natural gas-fired system, requiring 148,268 MMBtu/yr of natural gas and obviating natural gas consumption for heat and hot water. The totals in this section conservatively include the emissions from the cogeneration scenario, which would result in higher emissions. For a detailed discussion comparing the energy use and GHG emissions for the proposed One Vanderbilt development with and without the cogeneration option under consideration, see Chapter 12, “Greenhouse Gas Emissions.” The projected annual vehicle miles traveled, which form the basis for the GHG emissions calculations from mobile sources, are summarized in Table 19-74. Table 19-74 Vehicle Miles Traveled per Year Block Roadway Type Passenger Taxi Truck Block 1277 Local 301,782 319,074 1,069,115 (proposed One Arterial 658,433 696,161 2,332,615 Vanderbilt project) Interstate/Expressway 411,521 435,101 1,457,885 Subtotal 1,371,735 1,450,336 4,859,616 Block 1279 Local 361,155 254,998 675,896 Arterial 787,976 556,360 1,474,682 Interstate/Expressway 492,485 347,725 921,676 Subtotal 1,641,616 1,159,084 3,072,255 Block 1281 Local 532,665 365,196 1,110,079 Arterial 1,162,178 796,791 2,421,992 Interstate/Expressway 726,361 497,994 1,513,745 Subtotal 2,421,204 1,659,981 5,045,816 Total 5,434,55 4,269,400 12,977,686

Note that the CEQR Technical Manual methodology provides year-specific data for emissions from mobile sources, but not for building energy. In contrast, per the manual’s guidance, building energy estimates for the projected development sites are not tied to year-specific data, but rather are based on representative data for existing buildings, which is likely conservative given the mix of building of all ages represented in the data. Future emissions would also be lower due to improvements in the grid-provided electricity generation, including increasing levels of low-carbon sources. Thus, the building energy GHG emissions estimates provided below are considered to be a conservative assumption. In addition, the mobile source GHG emissions analysis conservatively represents the results for 2021, because it is unknown when the redevelopment of the projected development sites would actually occur. This results in higher emissions since vehicle efficiency improves over time. The mobile source emissions would be approximately 10 percent lower in 2033 than in 2021.

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PROJECTED GHG EMISSIONS FROM THE PROPOSED ACTIONS Consistent with CEQR practice, emissions associated with construction have not been estimated explicitly for the proposed One Vanderbilt development or the projected development sites; however, analyses of similar projects have shown that construction emissions (both direct and emissions embedded in the production of materials, including on-site construction equipment, delivery trucks, and upstream emissions from the production of steel, rebar, aluminum, and cement used for construction) are equivalent to the total operational emissions over approximately 5 to 10 years. The proposed actions would not fundamentally change the City’s solid waste management system. Therefore, as per the CEQR Technical Manual, the GHG emissions from solid waste generation, transportation, treatment, and disposal are not quantified. The square footage of the projected development sites, the GHG intensity factors, and resulting GHG emissions from each of the uses are presented in detail in Table 19-75, as well as the building energy emissions associated with the proposed One Vanderbilt project. (See Chapter 12, “Greenhouse Gas Emissions” for details on the development of the proposed One Vanderbilt project building energy emissions.) The detailed mobile source-related GHG emissions from each site are presented in detail in Table 19-76 and a summary of the cumulative emissions from all sites is presented in Table 19-77. Table 19-75 With-Action Condition: Annual Building Operational Emissions Annual GHG Building Square GHG Intensity Emissions Source Use Footage (kg CO2e / gsf / year) (metric tons CO2e) Block 1277 (proposed One Vanderbilt development) Subtotal1 12,035 Block 1279 Hotel 162,330 6.59 1,070 Local Retail 914,361 9.43 8,622 Office 25,051 9.43 236 Block 1279 Subtotal 9,928 Block 1281 Local Retail 43,313 9.43 408 Office 1,580,924 9.43 14,908 Block 1281 Subtotal 15,317 Total 37,280 Notes: Totals may not sum due to rounding. Per CEQR Technical Manual guidance, building energy emissions represent the latest data for existing buildings and not the future target year (2033). Future emissions are expected to be lower. 1Full details of the building energy calculations for the proposed One Vanderbilt development, which apply a more detailed methodology, are presented in Chapter 12, “Greenhouse Gas Emissions.” Building operations GHG emissions from the proposed One Vanderbilt development represent the results with the cogeneration option which results in higher emissions overall. Sources: GHG intensity factors are from the CEQR Technical Manual.

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Table 19-76 With-Action Condition: Annual Mobile 1 Source Emissions (metric tons CO2e, 2021 ) Roadway Type Passenger Vehicle Taxi Truck Total Block 1277 (proposed One Vanderbilt development) Local 284 272 3,509 4,065 Arterial 377 357 4,723 5,457 Interstate/Expressway 166 156 2,261 2,583 Block 1277 Subtotal 827 784 10,494 12,105 Block 1279 Local 340 217 2,218 2,775 Arterial 451 285 2,986 3,722 Interstate/Expressway 199 125 1,430 1,753 Block 1279 Subtotal 990 627 6,634 8,251 Block 1281 Local 501 311 3,644 4,456 Arterial 666 408 4,904 5,978 Interstate/expressway 293 178 2,348 2,820 Block 1281 Subtotal 1,460 898 10,896 13,253 Total 3,277 2,309 28,023 33,609 Notes: 1Mobile source GHG emissions conservatively represent the results for 2021 because it is unknown when the additional developments in the Corridor will actually occur. This results in higher emissions since vehicle efficiency improves over time. These emissions would be approximately 10 percent lower in 2033.

Table 19-77 With-Action Condition: Total Annual GHG Emissions Summary (metric tons CO2e) Site Building Operations Mobile Total Block 1277 (Proposed One Vanderbilt Development)1 12,035 12,105 24,140 Block 1279 9,928 8,251 18,179 Block 1281 15,317 13,253 28,570 Total 37,280 33,609 70,889 Notes: 1Building operations GHG emissions from the proposed One Vanderbilt project represent the results with the cogeneration option, which results in higher emissions overall. For more information see Chapter 12, “Greenhouse Gas Emissions.”

ELEMENTS OF THE PROPOSED ACTIONS THAT WOULD REDUCE GHG EMISSIONS The CEQR Technical Manual defines five goals through which a project’s consistency with the City’s emission reduction goal is evaluated: (1) efficient buildings; (2) clean power; (3) sustainable transportation; (4) construction operation emissions; and (5) building materials carbon intensity. The proposed One Vanderbilt development would include substantial energy efficiency design measures and components, and would support the other GHG goals by virtue of its nature and location: the project’s proximity to public transportation, its reliance on natural gas, its commitment to construction air quality controls (which will be reflected in the Restrictive Declaration to be recorded), and the fact that as a matter of course, construction in New York City uses recycled steel and includes cement replacements all demonstrate that the project supports the GHG reduction goal. While design details of the redevelopment of the

19-92 Chapter 19: Conceptual Analysis projected development sites are not available, under requirements of the special permit, potential developers will be required to apply to the CPC, and will need to demonstrate substantial energy efficiency and performance exceeding building code at the time. The CPC will ensure that any development approved will be consistent with the City’s emission reduction goal as defined in the CEQR Technical Manual. Therefore, based on the commitment to energy efficiency and by virtue of the location and nature of the proposed One Vanderbilt project and the projected development sites, the proposed actions would be consistent with the City’s emissions reduction goals, as defined in the CEQR Technical Manual.

O. NOISE Neither the proposed development of the One Vanderbilt site nor the redevelopment of the three additional projected development sites in the Vanderbilt Corridor pursuant to the proposed actions would result in significant adverse impacts with respect to noise. The noise analysis for the proposed Vanderbilt Corridor consists of two parts: • An analysis at locations where traffic generated by the proposed One Vanderbilt development and the projected Vanderbilt Corridor developments would have the potential to result in significant adverse noise impacts, to determine the magnitude of the increase in noise levels; and • An analysis to determine the level of building attenuation necessary to ensure that interior noise levels at the One Vanderbilt site and the projected development sites would satisfy applicable interior noise criteria. • The required level of building attenuation would be confirmed based on a site-specific analysis for each projected development site and be enforced via a noise (E) designation. EXISTING NOISE LEVELS Existing noise levels at receptors adjacent to the projected development sites were determined by field measurements, as described in Chapter 13, “Noise.” These receptors are sites 5, 6, 7, and 8.

THE FUTURE WITHOUT THE PROPOSED ACTIONS (2021) Using the methodology described in Chapter 13, “Noise,” noise levels in the No-Action condition were calculated at the four mobile source noise analysis receptors for the 2021 analysis year. These No-Action values are shown in Table 19-78.

In 2021, the maximum increase in Leq(1) noise levels for the No-Action condition would be 3.3 dBA at all of the mobile source noise analysis receptors. Changes of this magnitude would be barely perceptible. These noise level increases are due to background growth from 2014 to 2021, No-Action projects from the East Midtown Rezoning, and traffic from the as-of-right buildings. In terms of CEQR noise exposure guidelines, noise levels at receptor sites 5 and 7 would remain in the “marginally unacceptable” category, noise levels at receptor site 8 would remain in the “clearly unacceptable” category, and noise levels at receptor site 6 would change from the “marginally unacceptable” category to the “clearly unacceptable” category.

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Table 19-78 2021 No-Action Condition Noise Levels (in dBA) Existing No-Action Leq(1) No-Action Receptor Location Time Leq(1) Leq(1) Change L10(1) AM 73.6 74.0 0.4 76.2 East 46th Street between Madison 5 MD 73.5 73.8 0.3 76.7 and Vanderbilt Avenues PM 73.0 73.5 0.5 74.7 AM 76.6 79.1 2.5 81.1 Vanderbilt Avenue between East 6 MD 74.5 76.6 2.1 78.1 45th and East 46th Streets PM 72.9 76.2 3.3 76.7 AM 74.9 74.6 -0.3 75.7 East 45th Street between Madison 7 MD 72.6 73.5 0.9 75.3 and Vanderbilt Avenues PM 73.7 74.4 0.7 76.3 AM 77.3 77.5 0.2 81.4 Madison Avenue between East 45th 8 MD 76.5 76.8 0.3 80.1 and East 46th Streets PM 77.5 77.7 0.2 81.8

THE FUTURE WITH THE PROPOSED ACTIONS (2021) Using the methodology previously described, noise levels in the With-Action condition were calculated at the four mobile source noise analysis receptors for the 2021 analysis year. These Build values are shown in Table 19-79. In 2021, comparing the No-Action condition with the With-Action condition, the maximum increase in Leq(1) noise levels would be 1.2 dBA at all of the mobile source noise analysis receptors. Changes of this magnitude would be imperceptible. In terms of CEQR noise exposure guidelines, noise levels at receptor sites 5 and 7 would remain in the “marginally unacceptable” category and noise levels at receptor sites 6 and 8 would remain in the “clearly unacceptable” category. Table 19-79 2021 With-Action Condition Noise Levels (in dBA) No- With- With- Action Action Leq(1) Action Receptor Location Time Leq(1) Leq(1) Change L10(1) AM 74.0 74.1 0.1 76.3 East 46th Street between 5 MD 73.8 73.9 0.1 76.8 Madison and Vanderbilt Avenues PM 73.5 73.7 0.2 74.9 AM 79.1 79.5 0.4 81.5 Vanderbilt Avenue between East 6 MD 76.6 77.8 1.2 79.3 45th and East 46th Streets PM 76.2 76.8 0.6 77.3 AM 74.6 74.8 0.2 75.9 East 45th Street between 7 MD 73.5 73.8 0.3 75.6 Madison and Vanderbilt Avenues PM 74.4 74.5 0.1 76.4 AM 77.5 77.6 0.1 81.5 Madison Avenue between East 8 MD 76.8 77.1 0.3 80.4 45th and East 46th Streets PM 77.7 77.8 0.1 81.9

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THE FUTURE WITHOUT THE PROPOSED ACTIONS (2033) Using the methodology described in Chapter 13, “Noise” noise levels in the No-Action condition were calculated at the four mobile source noise analysis receptors for the 2033 analysis year. These No-Action values are shown in Table 19-80. Table 19-80 2033 No-Action Condition Noise Levels (in dBA) Existing No-Action Leq(1) No-Action Receptor Location Time Leq(1) Leq(1) Change L10(1) AM 73.6 74.6 1.0 76.8 East 46th Street between Madison 5 MD 73.5 74.5 1.0 77.4 and Vanderbilt Avenues PM 73.0 73.7 0.7 74.9 AM 76.6 79.2 2.6 81.2 Vanderbilt Avenue between East 6 MD 74.5 77.5 3.0 79.0 45th and East 46th Streets PM 72.9 77.4 4.5 77.9 AM 74.9 75.3 0.4 76.4 East 45th Street between Madison 7 MD 72.6 72.8 0.2 74.6 and Vanderbilt Avenues PM 73.7 73.8 0.1 75.7 AM 77.3 79.2 1.9 83.1 Madison Avenue between East 45th 8 MD 76.5 79.2 2.7 82.5 and East 46th Streets PM 77.5 78.3 0.8 82.4

In 2033, the maximum increase in Leq(1) noise levels for the No-Action condition would be 4.5 dBA at all of the mobile source noise analysis receptors. Changes of this magnitude would be readily perceptible. These noise level increases are due to background growth from 2014 to 2033, No-Action projects from the East Midtown Rezoning, and traffic from the as-of-right buildings. In terms of CEQR noise exposure guidelines, noise levels at receptor sites 5 and 7 would remain in the “marginally unacceptable” category, noise levels at receptor site 8 would remain in the “clearly unacceptable” category, and noise levels at receptor site 6 would change from the “marginally unacceptable” category to the “clearly unacceptable” category.

THE FUTURE WITH THE PROPOSED ACTIONS (2033) Using the methodology previously described, noise levels in the With-Action condition were calculated at the four mobile source noise analysis receptors for the 2033 analysis year. These Build values are shown in Table 19-81. In 2033, comparing the No-Action condition with the With-Action condition, the maximum increase in Leq(1) noise levels would be 1.2 dBA at all of the mobile source noise analysis receptors. Changes of this magnitude would be imperceptible. In terms of CEQR noise exposure guidelines, noise levels at receptor sites 5 and 7 would remain in the “marginally unacceptable” category and noise levels at receptor sites 6 and 8 would remain in the “clearly unacceptable” category.

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Table 19-81 2033 With-Action Condition Noise Levels (in dBA) No- With- With- Action Action Leq(1) Action Receptor Location Time Leq(1) Leq(1) Change L10(1) AM 74.6 75.0 0.4 77.2 East 46th Street between 5 MD 74.5 74.9 0.4 77.8 Madison and Vanderbilt Avenues PM 73.7 74.0 0.3 75.2 AM 79.2 79.7 0.5 81.7 Vanderbilt Avenue between East 6 MD 77.5 78.7 1.2 80.2 45th and East 46th Streets PM 77.4 78.1 0.7 78.6 AM 75.3 75.5 0.2 76.6 East 45th Street between 7 MD 72.8 73.0 0.2 74.8 Madison and Vanderbilt Avenues PM 73.8 74.3 0.5 76.2 AM 79.2 79.4 0.2 83.3 Madison Avenue between East 8 MD 79.2 79.5 0.3 82.8 45th and East 46th Streets PM 78.3 78.4 0.1 82.5

NOISE ATTENUATION MEASURES FOR THE PROPOSED ACTIONS The CEQR Technical Manual has set noise attenuation requirements for buildings based on exterior noise levels. Recommended noise attenuation values for buildings are designed to maintain interior noise levels of 50 dBA (45 dBA or lower for residential uses) or lower for commercial uses, and are determined based on exterior L10(1) noise levels. Based on measured exterior noise levels and CEQR criteria, the necessary attenuation for each façade of the proposed building has been calculated. The required attenuation levels at each of the receptor sites used for evaluation of noise attenuation requirements are shown in Table 19-82. Table 19-82 Required Attenuation at Noise Measurement Locations Under CEQR Criteria Highest Calculated With-Action L10(1) Minimum Required Receptor Location Value Attenuation (dBA) 5 East 46th Street between Madison and Vanderbilt Avenues 77.8 33 6 Vanderbilt Avenue between East 45th and East 46th Streets 81.7 38 7 East 45th Street between Madison and Vanderbilt Avenues 76.6 33 8 Madison Avenue between East 45th and East 46th Streets 83.3 40 Note: Attenuation values are shown for residential or hotel uses; commercial uses would require 5 dBA less.

Attenuation would be required at all receptor sites to achieve interior noise levels of 45 dBA or lower for residential and hotel uses, and 50 dBA or lower for commercial uses. Based on the values shown in Table 19-83, required attenuation levels were determined for all building façades and elevations. These values are shown in Table 19-83. The required level of building attenuation would be confirmed based on a site-specific analysis for each projected development site and be enforced through a noise (E) designation.

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Table 19-83 Required Attenuation for Projected Development Sites Calculated Projected Representative L10(1) Noise CEQR Minimum Required Development Site Façade(s) Receptor Site Levels Attenuation (in dBA)1 MTA Site (Block North and South 7 76.6 33 1279, Lots 23-25, West 8 83.2 40 48) 52 Vanderbilt Site North and South 7 76.6 33 (Block 1279, Lot East 6 81.7 38 45) North 5 77.8 33 Roosevelt Hotel East 6 81.7 38 Site (Block 1281, South 7 76.6 33 Lot 21) West 8 83.3 40 Note: 1Attenuation values are shown for residential or hotel uses; commercial uses would require 5 dBA less.

BUILDING ATTENUATION IMPLEMENTATION The attenuation of a composite structure is a function of the attenuation provided by each of its component parts and how much of the area is made up of each part. Normally, a building façade consists of wall, glazing, and any vents or louvers associated with the building mechanical systems in various ratios of area. Currently, the proposed design for the building includes acoustically-rated windows and air conditioning as an alternate means of ventilation. The proposed building’s façades, including these elements, would be designed to provide a composite Outdoor-Indoor Transmission Class (OITC) rating1 greater than or equal to those listed in above in Tables 19-82 and 19-83, along with an alternative means of ventilation. By adhering to these design specifications, the proposed building will thus provide sufficient attenuation to achieve the CEQR interior noise level guideline of 45 dBA or lower for residential or hotel uses and 50 dBA or lower for commercial uses, which would be considered acceptable according to CEQR interior noise level guidelines.

MECHANICAL EQUIPMENT It is assumed that the building’s mechanical systems (i.e., HVAC systems) would be designed to meet all applicable noise regulations (i.e., Subchapter 5, §24-227 of the New York City Noise Control Code, the New York City Department of Buildings [DOB] Code) and to avoid producing levels that would result in any significant increase in ambient noise levels. Therefore, neither the proposed One Vanderbilt development nor the projected development within the Vanderbilt Corridor would result in any significant adverse noise impacts related to building mechanical equipment.

1 The OITC classification is defined by ASTM International (ASTM E1332) and provides a single-number rating that is used for designing a building façade including walls, doors, glazing, and combinations thereof. The OITC rating is designed to evaluate building elements by their ability to reduce the overall loudness of ground and air transportation noise.

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P. PUBLIC HEALTH Based on the available information regarding development within the Vanderbilt Corridor that could occur in the future with the proposed actions, this conceptual analysis has not identified the potential for the projected additional development in the Vanderbilt Corridor to result in significant unmitigated adverse impacts in the following CEQR analysis areas: air quality, water quality, hazardous materials, and noise. Therefore, based on the methodologies in the CEQR Technical Manual, an analysis of public health is not warranted. However, a more detailed analysis of public health, if necessary, would be performed pursuant to the separate environmental review of any special permit applications for the projected development sites in the Vanderbilt Corridor.

Q. NEIGHBORHOOD CHARACTER As described in the CEQR Technical Manual, an assessment of neighborhood character is generally needed when a proposed action has the potential to result in significant adverse impacts in one or more of the following technical areas: land use, zoning and public policy; socioeconomic conditions; open space; historic and cultural resources; urban design and visual resources; shadows; transportation; and noise. An assessment of neighborhood character is also needed if an action may have moderate effects on several of the elements that define a neighborhood’s character. This analysis finds that redevelopment within the Vanderbilt Corridor pursuant to the proposed actions would not result in a significant adverse impact to neighborhood character. The additional development that could occur in the Vanderbilt Corridor in the future with the proposed actions could result in moderate effects in some or all of the technical areas that contribute to neighborhood character; however, it is unlikely that these combined moderate effects would result in any significant adverse impacts on neighborhood character. By 2021, there could be an increase in FAR up to 30,0 for commercial buildings on the One Vanderbilt site and the MTA site; by 2033, there could be an increase in FAR from 15.0 up to 30.0 for commercial buildings on the One Vanderbilt Site, Block 1281, and the MTA-owned portion of Block 1279, as well as a possible conversion of the commercial building at 52 Vanderbilt Avenue to a hotel use in the future with the proposed action as compared with the No-Action condition. However, the additional density and hotel use would be compatible with the existing and proposed high-density commercial uses centered around key public transit resources in the surrounding neighborhood. Thus, based on the available information regarding development within the Vanderbilt Corridor that could occur in the future with the proposed actions, it is expected that there would not be any significant adverse impacts on neighborhood character. However, a more detailed analysis of neighborhood character, if necessary, would be performed pursuant to the separate environmental review of any special permit applications for the projected development sites in the Vanderbilt Corridor.

R. CONSTRUCTION Since the construction details associated with the potential redevelopment of the sites on Blocks 1279 and 1281 are not known, a site-specific analysis of the cumulative effects from construction within the Vanderbilt Corridor, including that from the One Vanderbilt development, cannot be made at this time. The discussion below addresses the potential effects

19-98 Chapter 19: Conceptual Analysis of construction of the projected development sites in the Vanderbilt Corridor on a conceptual and generic basis.

THE FUTURE WITH THE PROPOSED ACTIONS (2021) With the proposed actions in 2021, the One Vanderbilt site and the MTA site would each be redeveloped with a commercial building of 30 FAR, and the other projected development sites would remain in their current condition. The development program for the MTA site is not known at this time but this development would require a separate land use application process (including environmental reviews) that could take more than two years to complete. Although the construction at the MTA site is assumed to be complete by 2021, it would have a shorter duration and would likely generate less intense construction activity as that development would be smaller than the One Vanderbilt development based on a site of roughly half the size. Further that construction could not begin until its land use approvals are complete, whereas One Vanderbilt construction is expected to begin in 2015. These circumstances reduce the likelihood that peak construction activities for the proposed One Vanderbilt development and the development at the MTA site would overlap or conflict with each other. As discussed in Chapter 16, “Construction Impacts,” the incremental construction passenger car equivalents (PCEs) for the proposed One Vanderbilt development would be well below the CEQR Technical Manual transportation analysis thresholds for detailed analysis. As the development program for the MTA site becomes more defined, it will be studied as part of a separate environmental review. Construction managers for simultaneous projects on nearby construction sites within New York City would generally coordinate their activities to avoid delays and inefficiencies. In addition, Maintenance and Protection of Traffic (MPT) plans would be developed for any temporary curb-lane, sidewalk, and roadway closures. Approval of these plans and implementation of all temporary closures during construction would be coordinated with the New York City Department of Transportation’s (DOT) Office of Construction Mitigation and Coordination (OCMC). Although the construction at the MTA site may potentially overlap with construction at the One Vanderbilt site, potential air quality concentration increments at nearby sensitive receptor locations during construction would be considerably diminished by dispersion due to the distance between the construction emissions sources for the development at the MTA site and the proposed One Vanderbilt development (e.g., the proposed One Vanderbilt development is approximately 320 feet from the MTA site, approximately 420 feet from the 52 Vanderbilt Avenue site, and approximately 580 feet from the Roosevelt Hotel site). Therefore, the cumulative air quality effects of simultaneous construction of the development at the MTA site and the proposed One Vanderbilt development are expected to be minimal. As described in Chapter 16, “Construction Impacts,” the level of noise resulting from construction of the proposed One Vanderbilt development at the nearest sensitive noise receptor locations would not rise to the level that would create an exceedance of the CEQR Technical Manual noise impact criteria. Construction on the MTA site would not have line of sight or be within proximity of the same sensitive receptors most likely to experience noise resulting from construction of the proposed One Vanderbilt development, and would consequently not result in a substantial contribution to noise levels at those receptors. Therefore, the cumulative noise- related effects of simultaneous construction of the development at the MTA site and the proposed One Vanderbilt development are not expected to be substantial.

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To reduce the potential for human or environmental exposure to known or unexpectedly encountered contamination during and following construction of the proposed One Vanderbilt development, an “E” Designation for hazardous materials will be assigned to the One Vanderbilt site that will be administered by OER. Based on the findings of the existing sampling, a RAP and associated CHASP would be prepared for implementation during construction. In addition, during and following demolition for the proposed One Vanderbilt development, regulatory requirements pertaining to ACMs, LBP, and PCBs would be followed. To reduce the potential for human or environmental exposure during and following construction, an (E) designation for hazardous materials will be assigned to the One Vanderbilt site. For the MTA site, data gathered for the East Midtown Rezoning and Related Actions FEIS identified the potential for subsurface contamination. As such, prior to any development on the MTA site under the proposed actions, the assessment for potential impacts would be similar to that required for the proposed One Vanderbilt development, and it is therefore likely that (E) designations would be placed on the MTA site as part of the environmental review. Therefore, the anticipated development at the MTA site and the One Vanderbilt site pursuant to the proposed actions is not expected to result in any significant adverse impacts related to hazardous materials. It is expected that a CPP would be developed and implemented in consultation with LPC (and MTA, in the case of Grand Central Terminal) to avoid adverse construction-related impacts to nearby architectural resources. Although the proposed One Vanderbilt development would remove the S/NR-eligible Vanderbilt Avenue Building at 51 East 42nd Street, this architectural resource would be removed in the 2021 No-Action condition. No community facilities would be directly displaced or altered by construction on the One Vanderbilt site or the MTA site. Construction would create direct benefits resulting from expenditures on labor, materials, and services, and indirect benefits created by expenditures by material suppliers, construction workers, and other employees involved in the direct activity. Construction also would contribute to increased tax revenues for the City and State, including those from personal income taxes.

THE FUTURE WITH THE PROPOSED ACTIONS (2033) There are no specific proposals to redevelop the four blocks of the proposed Vanderbilt Corridor north of the One Vanderbilt Site, but any future development would require separate land use application processes (including environmental reviews) that could take more than two years to complete. Therefore, it is unlikely that peak construction activities for the projected development sites could overlap with those for the proposed One Vanderbilt development. In addition, much like the construction of the proposed One Vanderbilt development, two of the three additional projected development sites (the MTA site and the Roosevelt Hotel site) could undergo a comparable level of construction activities as-of-right under the 2033 No-Action condition, and the third site (the 52 Vanderbilt site) would essentially be a renovation of an existing building. As discussed in Chapter 16, “Construction Impacts,” the incremental construction passenger car equivalents (PCEs) for the proposed One Vanderbilt development would be well below the CEQR Technical Manual transportation analysis thresholds for detailed analysis. The same conclusion reasonably can be drawn for the projected development sites. Therefore, the cumulative transportation effects of possible simultaneous construction of the projected development sites and the proposed One Vanderbilt development are unlikely to be substantial. In addition, construction managers for simultaneous projects on nearby construction sites within

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New York City would generally coordinate their activities to avoid delays and inefficiencies. Further, Maintenance and Protection of Traffic (MPT) plans would be developed for any temporary curb-lane, sidewalk, and roadway closures. Approval of these plans and implementation of all temporary closures during construction would be coordinated with OCMC. It is unlikely that peak construction activities for the projected development sites could overlap with those for the proposed One Vanderbilt development. However, even if the construction of the projected development sites in the Vanderbilt Corridor would occur at the same time as construction of the proposed One Vanderbilt development, potential air quality concentration increments at nearby sensitive receptor locations during construction would be considerably diminished by dispersion due to the distance between the construction emissions sources for the projected development sites and the proposed One Vanderbilt development (e.g., the proposed One Vanderbilt development is approximately 320 feet from the MTA site, approximately 420 feet from the 52 Vanderbilt Avenue site, and approximately 580 feet from Roosevelt Hotel site). Therefore, the cumulative air quality effects of simultaneous construction of the projected development sites and the proposed One Vanderbilt development are expected to be minimal. The level of noise resulting from construction of the proposed One Vanderbilt development at the nearest sensitive noise receptor locations would not rise to the level that would create an exceedance of the CEQR Technical Manual noise impact criteria. Construction on the three additional projected development sites would not have line of sight or be within proximity of the same sensitive receptors most likely to experience noise resulting from construction of the proposed One Vanderbilt development, and would consequently not result in a substantial contribution to noise levels at those receptors. Therefore, the cumulative noise-related effects of simultaneous construction of the projected development sites and the proposed One Vanderbilt development are not expected to be substantial. To reduce the potential for human or environmental exposure to known or unexpectedly encountered contamination during and following construction of the proposed One Vanderbilt development, an “E” Designation for hazardous materials will be assigned to the One Vanderbilt site that will be administered by OER. Based on the findings of the existing sampling, a RAP and associated CHASP would be prepared for implementation during construction. In addition, during and following demolition for the proposed One Vanderbilt development, regulatory requirements pertaining to ACMs, LBP, and PCBs would be followed. To reduce the potential for human or environmental exposure during and following construction, an (E) designation for hazardous materials will be assigned to the One Vanderbilt site. For the three additional projected development sites, data gathered for the East Midtown Rezoning and Related Actions FEIS identified the potential for subsurface contamination at Blocks 1279 and 1281. As such, prior to any redevelopment of these blocks under the proposed actions, the assessment for potential impacts would be similar to that required for the proposed One Vanderbilt development, and it is therefore likely that (E) designations would be placed on these blocks as part of the environmental reviews for the three additional projected development sites. Therefore, the anticipated redevelopment of the three additional projected development sites and the One Vanderbilt site pursuant to the proposed actions is not expected to result in any significant adverse impacts related to hazardous materials. It is expected that a CPP would be developed and implemented in consultation with LPC (and MTA, in the case of Grand Central Terminal) to avoid adverse construction-related impacts to nearby architectural resources. Although the proposed One Vanderbilt development would

19-101 Vanderbilt Corridor and One Vanderbilt remove the S/NR-eligible Vanderbilt Avenue Building at 51 East 42nd Street, this architectural resource would be removed in the No-Action condition. Similarly, while the redevelopment of the Roosevelt Hotel site would remove the NYCL-eligible and S/NR-eligible Roosevelt Hotel, this resource also would be removed in the 2033 No-Action condition. No community facilities would be directly displaced or altered by construction on the One Vanderbilt site or the projected development sites. Construction would create direct benefits resulting from expenditures on labor, materials, and services, and indirect benefits created by expenditures by material suppliers, construction workers, and other employees involved in the direct activity. Construction also would contribute to increased tax revenues for the City and State, including those from personal income taxes. Overall, it is anticipated that the cumulative effects of simultaneous construction of the projected development sites and the proposed One Vanderbilt development, compared with the effects of the No-Action condition (2021 and 2033), would not be substantial. Any specific construction- related impacts that could result from applications for the proposed zoning text amendment and special permit would be assessed and disclosed under and pursuant to separate environmental reviews for the individual development sites in the Vanderbilt Corridor. 

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