Greenpoint-Williamsburg Rezoning EIS CHAPTER 16: TRAFFIC and PARKING

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Greenpoint-Williamsburg Rezoning EIS CHAPTER 16: TRAFFIC AND PARKING

A. INTRODUCTION

This chapter of the EIS describes the traffic and parking characteristics and potential impacts associated with the proposed action, which affects an approximately 184-block area in Greenpoint and Williamsburg, bounded generally by Newtown Creek to the north, the East River to the west, the Williamsburg Bridge to the south, and McGuinness Boulevard and the Brooklyn-Queens Expressway to the east (see Figure 1-1 in Chapter 1, “Project Description”). As described in detail in earlier chapters of this EIS, the proposed action would allow existing manufacturing zoning and special mixed use district designations to be changed to permit residential use on the waterfront, residential and mixed use on most of the upland area, and to restrict certain areas currently zoned M3 to light industrial uses. Additionally, under Scenario A, the worst case transportation condition, a 27.8 acre waterfront park would be mapped to the west of Kent Avenue from Bushwick Inlet on the north to North 9th Street on the south.

Typically, CEQR assessments of large area-wide zoning proposals not associated with specific development projects assume a 10-year build period. This is the time frame that can be reasonably predicted into the foreseeable future without engaging in highly speculative projections. Thus, the transportation analyses in this EIS address a development program that could reasonably be constructed by 2013 as described in the reasonable worst case development scenario (RWCDS) section of Chapter 1. The traffic and parking analyses consider auto, taxi and truck trips, as well as parking demand and changes in supply related to these “projected” development sites. The locations of these sites and their anticipated uses are shown in Figure 1-6 and listed in Table 1-1 in Chapter 1.

The study area selected for the traffic analysis is shown in Figure 16-1. The study area was selected to encompass the principal roadways most likely to be used by the majority of persons and goods traveling by vehicle to and from the projected development sites. The traffic study area is bounded on the north by Newtown Creek, on the south by Broadway, on the west by the East River, and on the east by McGuinness Boulevard, Meeker Avenue, and Union Avenue. Seventy-four intersections are analyzed for vehicular traffic for the weekday 8:00-9:00 AM, 12:00-1:00 PM (midday) and 5:00-6:00 PM peak hours, the periods when demand from these predominantly residential development sites would be heaviest. Of these intersections, 31 are signalized and 43 are unsignalized.

This chapter describes in detail the existing traffic and parking conditions in the study area. Future conditions in the year 2013 without the proposed action (the No-Action condition) are then determined, including additional transportation-system demand and any changes in the roadways and parking supply expected by the year 2013. The increase in travel demand resulting from the proposed action is then projected and added to the No-Action condition to develop the 2013 future with the proposed action (the With-Action condition). Significant adverse impacts from project generated trips are then identified.

16-1 Greenpoint-Williamsburg Rezoning EIS Chapter 16: Traffic and Parking

B. EXISTING CONDITIONS

Data Collection

Manual turning movement counts were conducted at 66 locations in the Greepoint and Williamsburg study areas in June, 2002, with the remaining eight counted in September, 2002. Vehicle classification counts and speed surveys were also conducted at that time, as were field surveys of parking regulations, lane configurations and other physical and operational characteristics of the street network. In addition, ATR (Automatic Traffic Recorder) counts were conducted at key locations along major roadway corridors. A one percent background growth rate was applied to data collected in 2002 to reflect base year 2003 conditions for this EIS. Signal timing plans for signalized intersections within the study area were obtained from the New York City Department of Transportation (NYCDOT) where available. Subsequent to publication of the DEIS, an updated signal timing plan for the intersection of Greenpoint Avenue and McGuinness Boulevard was provided by NYCDOT, and the analysis of this intersection has been revised to reflect this updated data. Weekday on-street parking utilization within ¼-mile of the proposed action area was surveyed in June 2002, and supplemented with additional data collected in June 2004.

The New York City Department of Design and Construction (NYCDDC) is proposing to undertake a major capital project (HWK693W) on behalf of NYCDOT to reconstruct Kent Avenue/Franklin Street in Williamsburg and Greenpoint. The project is approximately three miles in length from the Brooklyn- Queens Expressway to the south to Commercial Street at the north end of Franklin Street. In conjunction with that project, this EIS coordinated detailed traffic data collection and balanced transportation networks along the corridor at approximately 54 intersections. The 2003 existing conditions data in this EIS reflects the 2002 network from the NYCDDC project expanded by one percent to reflect background growth for the single year. Further, as will be discussed later in this chapter, the future No-Action conditions reflect NYCDOT traffic improvements that are expected to be implemented by NYCDDC as part of that reconstruction project.

Figures 16-2 through 16-4 show the 2003 base traffic volumes in the AM, midday, and PM peak hours, respectively.

Vehicular Traffic

Study Area Street Network

The project study area encompasses two street networks: that of Greenpoint to the north, and Williamsburg to the south, separated roughly by North 14th Street. The areas within one block to the east and west of Manhattan Avenue are primarily residential, while the area west of Franklin Street contains a mix of industrial and residential buildings, and the area east of McGuinness Boulevard is characterized by light and heavy industrial uses. The street network runs north-south and east-west and primarily carries local traffic; major arterials through Greenpoint are McGuinness Boulevard, which connects northern Brooklyn with Long Island City via the Pulaski Bridge, and Franklin Street/Kent Avenue, which links Greenpoint with Williamsburg to the south. Manhattan Avenue and Greenpoint Avenue are heavily-used local arterials within the study area.

16-2

Greenpoint - Williamsburg Rezoning EIS Figure 16-2a 2003 Existing Greenpoint Traffic Volumes - AM Peak Hour

ASH ST.

BOX ST. PAIDGE AVE. 5 10 30 45

76 15 15 5 81 40 COMMERCIAL ST. 20 35 46

CLAY ST. 15

15 15 20

5 10 10

35 61 10 15

10 10

40 10 5 0 10 35 10 5 DUPONT ST.

56 10

116

10 86

10 75 45

5 15 31 EAGLE ST. 5 25

5 30

35 25 35 25 5

5 136

20 45 35 35

70 30 40

106 10 10 5 25 76 25 40 76 45 BLVD. MCGUINNESS

FREEMAN ST.

40 10

36 35

126

1101

30 116 30

5 35 0 121

0 5 GREEN ST. 20 141

10 30 90 20

86 10 30

36 51

10 10 45 45

141 101

10 15 40 1379

45 0

162 10 121 0 5 30 51 35 41 30 5 HURON ST.

5 5

61 10 25

131 187

30 990

40 152

10 10 65

10 152

5 5 INDIA ST. 20 81

5 15 51 25

81 61

66 20 10

10 30

5 192

5 136

10 19 40 1242

1 10

162

70 0 6 156 21 46 13 51 20 5 JAVA ST.

5 7

197

183

15 5 192 15 68

5 5 KENT ST. 5 10

15 32

10 61 185

0 10

PROVOST ST. PROVOST

944

35 45 45

45 81

30 121

51 25

55 10 3 170 29 162 172 10 56 20 116 35 96 5 5 GREENPOINT AVE. 20 81

60 172 116

61 10 45 51

17 17 45

20 30

17 25 10

0 152

123 167

1177

291 12

MOULTRIE WEST ST. 1 MILTON ST. 2

8 39 306 19 CALYER ST.

JEWEL ST. 15

284 9 40 DIAMOND ST.

20 1045 ST

NOBLE ST. .

NEWEL ST.

71 66 34

326 126 ECKFORD ST. 1202

304 61 21 25 LEONARD ST. MANHATTAN AVE.

6 OAK ST. 35 39 1035 111 MESEROLE AVE. 71 35

LORIMER ST.

333

126 217

GUERNSEY ST. 35

CLIFFORD PL. 1233

76 BANKE 66

227 217 QUAY ST.

R 7 S T. MCGUINESS 91

GRAHAM AVE. BLVD.

362

61 (WEST-BOUND) 288 545 MEEKER AVE. GEM ST. 10 25 45 76 91 757 237

LEONARD ST. FRANKLIN ST. NORTH 15TH ST. 51 EXPRESSWAY

MANHATTAN AVE.96 96 10 368 217 31 MEEKER AVE. (EAST-BOUND) 27 0 126 DRIGGS AVE. 4245 357 BROOKLYN-QUEENS 5 11 294 HERBERT ST. 10 682 4 157 9 28 15 Legend: Analyzed Intersection (Signalized) Analyzed Intersection (Unsignalized) Greenpoint - Williamsburg Rezoning EIS Figure 16-2b

2003 Existing Williamsburg Traffic Volumes - AM Peak Hour

2 11

357 10 4 NORTH 13TH ST.

30 197 15 116

289 20 BAYARD ST. 136 10 131 15 51 10 51

15 361 NORTH 12TH ST. 8 15 RICHARDSON ST. 2 167

207

10 286 UNION AVE.

367 11 FROST ST. 61 LORIMER ST. 20 NORTH 11TH ST.20

18 AVE. BEDFORD

14 51 207 45

30 WYTHE AVE. WYTHE

15 162 41

268 ROEBLING ST. ROEBLING

30 WITHERS ST.

382 19 10 NORTH 10TH ST.

116 5

238 10 279

242 15

25 367

BERRY ST. BERRY 20 50 20

NORTH 9TH ST. 15 20 15 40 116 5 25

20 116

51 202 126 20 66 126

279 51 242 5 86 45 45

367 111 46 51 122 45 30 NORTH 8TH ST. 25 515

106 15 56 30

282

152 15 152

177 217 30 25

253

HAVEMEYER ST. HAVEMEYER 146

242

382 30 131 0 50 35 96 25 5

232 50 45 NORTH 7TH ST. 25 71 81 61

76 91 51 0 5

71 40 40 303

0 0

41 167

86 202 162 20 126 105

0 253 131 25

30 15 232 30 51 45 382 81 0 15 40 60

0 323 626 ST. KEAP 91

NORTH 6TH ST. 25 0

263 142 45

0 207 40

156 30

0 0

243

25 247

26 356 0 35 25 71 177 91

30 0 15 45 46 81 0 32 NORTH 5TH ST. 66 30

14 42 50 348 263

5 54 50 ST. RODNEY

202 0

151 50

0 15 50 70

243 10 HOPE ST.

15 25 246 50 50

356 25 45 116

76 30 AVE. MARCY

15 192 192 30 40 111 NORTH 4TH ST. 10

35 263 91 T

35 41

180 152 25

25 10 15

233 50 GRAND S

136

246

25 366 30 5 30 HOPE ST. 5 141 5 10 NORTH 3RD ST. 30 30 10 15

31 15

10 278

10 6 10

0 185 228

6 FILLMORE PL.

25 6 335 0

5 30

25 METROPOLITAN AVE. 157 10 20

0 5 5 25

228 40

16 ST. HAVEMEYER 345 15

0 NORTH 1ST ST. 5 RIVER ST. RIVER 5 0

238 GRAND ST. 96 15 157

330

5 15 51 35

20 253

0 0 71 0 223 SOUTH 1ST ST.

335

646

38 DRIGGS AVE. DRIGGS 657

40 SOUTH 2ND ST. 233 45 0

335 15

KENT AVE. KENT 10

151

258 SOUTH 3RD ST.

20 325

SOUTH 4TH ST. 40

258 325 15 10

BROADWAY 101 182 273 35

283 SOUTH 5TH ST.

1 334 167

30 131 5

0 10

2 283 SOUTH 6TH ST.

9 ST. ROEBLING

10 334

276 BROADWAY DUNHAM PL. DUNHAM LEE AVE.

SOUTH 8TH ST. Legend: Analyzed Intersection (Signalized) Analyzed Intersection (Unsignalized) Greenpoint - Williamsburg Rezoning EIS Figure 16-3a 2003 Existing Greenpoint Traffic Volumes - MD Peak Hour

ASH ST.

BOX ST. PAIDGE AVE. 5 5 30 25

30 25 5 10 66 40 COMMERCIAL ST. 20 5

30 5

CLAY ST. 5 35 15 10

5 25

76 35 45

15 10

15 20

71 5 45 0 5 20 25 20 10 DUPONT ST.

35 20 91

5 86

10 80

10 50 EAGLE ST. 5 20 15 40 10

41 25 46 35 30 10 0 101

20 30 35 25

70 70 25 40 40

122 10 5 5 10 30 96 45 66 50 BLVD. MCGUINNESS

FREEMAN ST.

61 61

10 10

25 15

56 934

25 111 35 137

5 40 0

0 6 GREEN ST. 15 106

5 45 96 30

46 25 66

25 96 61

5 5 65 803

10 25 30

40 5 25

137 111 5 5 15 25 30 35 25 5 HURON ST.

5 5

61 25 25

132

106

10 152 934

0 15 60

10 136

0 10 INDIA ST. 20 36

5 30 56 35

20 56 25

66 51

5 5 121 25 808 25 137 41

25 25

152

60 5 5 136 15 61 15 46 45 0 JAVA ST.

0 0

71 152

157

5 10 60 20 162

5 0 KENT ST.

0 10 5

5 86

66 10

0 182

PROVOST ST. PROVOST

66 51 45

889

66 86

35 111

15 46

25 35 132 0 10 25 197 217 10 50 45 157 76 152 0 10 GREENPOINT AVE. 15 30

30 146 35

5 81 61

10 10 56

30 30

20 722 66 10

10 141

136 192

20 279

MOULTRIE WEST ST. 3 MILTON ST. 1

6 25 335 15 CALYER ST.

JEWEL ST. 15

270 5 77 DIAMOND ST.

10 1020 ST

NOBLE ST. . NEWEL ST.

25 345

116 803 ECKFORD ST.

280 66 25 5 LEONARD ST. 19 OAK ST. MANHATTAN AVE. 30

91 28 1010 MESEROLE AVE.

76 20

LORIMER ST.

326

70 228

GUERNSEY ST. 45

CLIFFORD PL. 839

30 BANKE 76

245 228 QUAY ST.

R 5 S 5 MCGUINESS 33 T.

GRAHAM AVE. BLVD.

346

81 (WEST-BOUND) 328 419 MEEKER AVE. GEM ST. 15 20 76 146 556 61 157

LEONARD ST. FRANKLIN ST. NORTH 15TH ST. 25 EXPRESSWAY

101 131 MANHATTAN15 AVE. 277 217 33 MEEKER AVE. (EAST-BOUND) 14 5 116 DRIGGS AVE. 4445 272 BROOKLYN-QUEENS 7 10 351 HERBERT ST. 5 465 5 107 3 35 15 Legend: Analyzed Intersection (Signalized) Analyzed Intersection (Unsignalized) Greenpoint - Williamsburg Rezoning EIS Figure 16-3b

2003 Existing Williamsburg Traffic Volumes - MD Peak Hour

3 272

10 5 5 NORTH 13TH ST.

66 131 15 126 353 BAYARD ST. 5 25 119 71 57 50 43 80

12 277 NORTH 12TH ST. 10

15 121 RICHARDSON ST.

141 15

308 UNION AVE.

264 40 FROST ST. 56 LORIMER ST. 51 NORTH 11TH ST.35

10 AVE. BEDFORD

5 56 162 51

WYTHE AVE. WYTHE 20

9 106 20 298 ROEBLING ST. ROEBLING WITHERS ST.

273 25 35 NORTH 10TH ST.

172 10 293

247

30 278

BERRY ST. BERRY 25

71 31 20 51 86 40 NORTH 9TH ST. 25 10 20

10 86

56 167 56 20 56 76

293 40

247 30

10 56

278 40 76 35 86 76 15 40 NORTH 8TH ST. 40 86 359

10 56 35

287

116 10 187

136 172 25 40

278

HAVEMEYER ST. HAVEMEYER 152

232

258 101 0 106 35 45 45 86 31 10

81 303 60 NORTH 7TH ST. 86 10 0 65 71 35 61

15 101

0 96 20 25

0 298 121 35

86 116 0 40 172 86 71 278 81 20

25 222 25 65 35

0 258 91 0 61 61

25 348 601 ST. KEAP 66

NORTH 6TH ST. 15 0

76 35

318 106 30

0 182 25

0 30

293

111

172

258

25 0

15 36 66 242

50 66 5 111 30 60 66 0 25 NORTH 5TH ST. 81 10

30 106 45 384

71 303

25 5 76 ST. RODNEY

166

0 45 0 25 50

293 5 75 HOPE ST.

10 51 192 30 71 5

258 20 65 162

96 45 AVE. MARCY

20 177 227 35 20 73 NORTH 4TH ST. 5

10 298

45 116 T

40 121 5 20

20 5

298 56 GRAND S

167

273 50 187 0 30 HOPE ST. 15 172 25 NORTH 3RD ST. 30 25

10 30 5 5 45 0

5 328

25 5

0 20 288

61 FILLMORE PL.

30 5 238 5

30 20 METROPOLITAN AVE. 141 0 15 15

5 66

0 10

252 40

20 ST. HAVEMEYER 5 263 15 NORTH 1ST ST. 0 RIVER ST. RIVER 0 5

313 GRAND ST. 91 0 126

253

0 10 81 35

20 232

15 5 5 86

5 308 SOUTH 1ST ST.

263

455

DRIGGS AVE. DRIGGS 414 328 SOUTH 2ND ST. 35

3 15

263 50

KENT AVE. KENT 50

147

283 SOUTH 3RD ST.

10 303

5 SOUTH 4TH ST.

283 303 10

BROADWAY 293 106 126 45

278 SOUTH 5TH ST.

0 10 177

303 0 167 15

76 25

10 278 SOUTH 6TH ST.

10 ST. ROEBLING

10 303

278 BROADWAY DUNHAM PL. DUNHAM LEE AVE.

SOUTH 8TH ST. Legend: Analyzed Intersection (Signalized) Analyzed Intersection (Unsignalized) Greenpoint - Williamsburg Rezoning EIS Figure 16-4a 2003 Existing Greenpoint Traffic Volumes - PM Peak Hour

ASH ST.

BOX ST. PAIDGE AVE. 5 10 40 25

71 35 5 15 89 15 40 COMMERCIAL ST. 40

61 5 5 10 CLAY ST. 0 15

15 25

66 30

55 10

5 5

94 5 55 0 5 15 35 30 5 DUPONT ST.

15 5

50 91

5 119

10 95

10 90 EAGLE ST. 0 15 25 51 25

40 30 40 40 30 0

5 106 10 30 30

30 51

80 20 30 25 141 5 86 18 185 106 135 91 BLVD. MCGUINNESS

FREEMAN ST.

106

10 40 205 192 1566

15 86 5

0 10 GREEN ST. 15 153

10 61 122 40

51 71

40 30 40

5 5 65 949

5 20 119 28

91 0 20

205 202 5 5 30 51 35 51 40 5 HURON ST.

10 0

10 30 81

141 162

40 202 1510

5 10 121

25 231

5 5 INDIA ST. 20 66

0 25 94 53

45 40 84

35 76 15 15 20 55

5 146 879 25 172 20

15 43

179

126 0 5 242 15 25 16 45 45 10 JAVA ST.

192

205

101

5 5 137 25 262

5 5 KENT ST.

0 10 5

10 86

20 96

5 217

PROVOST ST. PROVOST

56 71 45

1242

81 40 141 128

35 56

38 99 5 237 30 222 253 15 60 25 167 56 131 0 5 GREENPOINT AVE. 20 56

10 56 167 172

22 10 61 126

37 30

35 788 86

10 172

138 217

30 396

MOULTRIE WEST ST. 6 MILTON ST. 4

8 32 359 28 CALYER ST.

9 JEWEL ST.

395 9 76 DIAMOND ST.

15 1358 ST

NOBLE ST. . NEWEL ST.

20 363

212 909 ECKFORD ST.

410 66 25 1 LEONARD ST. 13 OAK ST. MANHATTAN AVE. 35

111 21 1343 MESEROLE AVE.

81 35

LORIMER ST.

345

335 1

GUERNSEY ST.

35 CLIFFORD PL. 944

51 BANKE

224 335 126 QUAY ST.

R 11 S 11 T. MCGUINESS 124

GRAHAM AVE. BLVD.

390

(WEST-BOUND) 520 71 545 MEEKER AVE. GEM ST. 10 25 111 152 581 66 258

LEONARD ST. FRANKLIN ST. NORTH 15TH ST. 30 EXPRESSWAY

MANHATTAN 81AVE. 131 20 471 52 414 MEEKER AVE. (EAST-BOUND) 13 5 121 DRIGGS AVE. 6215 466 BROOKLYN-QUEENS

10 349 25 HERBERT ST. 8 490 5 113 6 36 9 Legend: Analyzed Intersection (Signalized) Analyzed Intersection (Unsignalized) Greenpoint - Williamsburg Rezoning EIS Figure 16-4b

2003 Existing Williamsburg Traffic Volumes - PM Peak Hour

34 466

10 8

5 NORTH 13TH ST. 9

51 232 91 366 25 BAYARD ST.

6 91 188 36 61 34 35

8 471 NORTH 12TH ST. 11

10 192 RICHARDSON ST.

242

330 UNION AVE.

454 35 FROST ST. 106 LORIMER ST. 35 NORTH 11TH ST.20

7 AVE. BEDFORD

6 76 237 45

WYTHE AVE. WYTHE 182

7 23 25 323 ROEBLING ST. ROEBLING WITHERS ST.

461 19 27 NORTH 10TH ST.

121 10

247

15 327

293 40

35 453

BERRY ST. BERRY 15 75 45 NORTH 9TH ST. 26 30 10 36 126 25 25

30 121

51 222 81 71 26 61

327 30 303 15 30 40

453 40 71 15 61 76 40 30

NORTH 8TH ST. 20 510

111 30 35 35

358

131 20 212

197 242 20 45

338 81

HAVEMEYER ST. HAVEMEYER 61

303

458 5 30 30 106 45 50 10 10 424

40 NORTH 7TH ST. 20 51 72 10 86 101 0 71 30 15

81 15 20

0 5 348

25 202

71 243 136 0 25 101 86 338 86 20

50 298 45 56 30 458 86 0 0 81 101 15 429

91 975 ST. KEAP NORTH 6TH ST. 20 0

25 71

333 106 50

0 0 161 253 20

318

51 328 433 10 30 15 66 56 348 30 51 5 20 40 96 126 5 30 NORTH 5TH ST. 66 10

20 61 30 495

374 0 35 ST. RODNEY

51 242 65 166

5 20 15 66 10 115 HOPE ST. 313 20 328 15 40 50 2

438 15 45 192

45 AVE. MARCY

237 318 51 20 121 20 61 NORTH 4TH ST. 25

15 338

45 151

161 61 ST

187

40 20 10 15

333 81 GRAND

237

328

25 428 45 5 35 HOPE ST. 20 25 NORTH 3RD ST. 25 237 5 45 40 30

15 10

0 353

151 15

15 10 328

40 FILLMORE PL.

30 5

408 0

30 288 METROPOLITAN AVE. 25 57 0

0 0 0 36

313 58

11 ST. HAVEMEYER 0 438 15 NORTH 1ST ST. 10 RIVER ST. RIVER 0 5

334 GRAND ST. 197 10 222

15 433

5 20 71 51

25 242 0 10

101

324 SOUTH 1ST ST. 5 10

444

621 45 DRIGGS AVE. DRIGGS 404

10 SOUTH 2ND ST.

344 3

42 10

444 21

KENT AVE. KENT 18

195

333 SOUTH 3RD ST.

447 20 SOUTH 4TH ST.

333 30 447 15

BROADWAY 136 182 556 76

323 SOUTH 5TH ST.

9 328

453

0 207 20

56 25

12 323 SOUTH 6TH ST.

23 ST. ROEBLING

5 453

312 BROADWAY DUNHAM PL. DUNHAM LEE AVE.

SOUTH 8TH ST. Legend: Analyzed Intersection (Signalized) Analyzed Intersection (Unsignalized) Greenpoint-Williamsburg Rezoning EIS Chapter 16: Traffic and Parking

The Williamsburg portion of the study area contains a number of industrial businesses, and the local street network serves truck traffic associated with these uses. The street grid is oriented northeast-southwest (referred to herein as “north-south”) and northwest-southeast (“east-west”). In addition to Kent Avenue, major arterials in the Williamsburg study area are Meeker Avenue, which functions as service roads for the Brooklyn-Queens Expressway at the eastern edge of the project study area, Metropolitan Avenue, and Broadway. The Williamsburg Bridge passes through the study area near its southern boundary. Local traffic is distributed throughout the local street network.

The major arterials in Greenpoint and Williamsburg are under computerized signal control by NYCDOT, while the signalized intersections of local streets are fixed-time. Several signalized intersections in the study area are semi-actuated. A discussion of the street network within the study area is provided below.

Greenpoint

The major arterial connecting Greenpoint with Williamsburg is Franklin Street/Kent Avenue, which extends from Commercial Street in Greenpoint to the north to DeKalb Avenue in Clinton Hill to the south. The street is known as Franklin Street north of North 14th Street, and Kent Avenue south of North 14th Street. Within the study area, the roadway is 40 feet wide and carries one northbound and one southbound lane of traffic; it is a designated local truck route along its entire length. Parking is generally permitted on both sides of the street. South of Greenpoint Avenue, Franklin Street carries two-way traffic volumes of approximately 610 vph in the AM peak hour, 640 vph in the midday peak hour, and 790 vph in the PM peak hour.

Another major north-south arterial in Greenpoint is McGuinness Boulevard, which begins at Newtown Creek to the north and extends south to the Brooklyn-Queens Expressway. South of Freeman Street, McGuinness Boulevard is 78 feet wide and carries two northbound and three southbound lanes of traffic, separated by a ten-foot-wide raised median. Left turn pockets are provided at most intersections where a left turn in permitted. North of Freeman Street, the roadway consists of three moving lanes in each direction, separated by a concrete barrier; the two inner lanes connect with the Pulaski Bridge to Long Island City, while the outer lanes continue north to Newtown Creek as two distinct one-way, 30-foot-wide streets alongside the bridge. South of the Pulaski Bridge, parking is permitted on the east (northbound) side of the street only. The entire length of McGuinness Boulevard is a designated local truck route. South of Green Street, McGuinness Boulevard typically carries two-way traffic volumes of 2,545 vph, 1,840 vph, and 2,575 vph in the AM, midday, and PM peak hours, respectively.

Manhattan Avenue is a local arterial extending from Newtown Creek in Greenpoint to Broadway in East Williamsburg. Within the study area, the roadway is 50 feet wide and carries one northbound and one southbound lane of traffic. Metered parking is provided on both sides of the street along much of its length. The IND Crosstown Line (“G”) subway runs beneath Manhattan Avenue from Newtown Creek to Driggs Avenue; stations are located at Greenpoint Avenue and Nassau Avenue. North of Greenpoint Avenue, Manhattan Avenue is a designated local truck route. The B43 and B61 bus routes, operated by New York City Transit, run on Manhattan Avenue between Box Street and Engert Avenue and between Freeman Street and Driggs Avenue, respectively. In the vicinity of Greenpoint Avenue, Manhattan Avenue typically carries two-way traffic volumes of 385 vph in the AM peak hour, 415 vph in the midday peak hour, and 475 vph in the PM peak hour.

Greenpoint Avenue is an east-west arterial extending from the East River in Greenpoint to Queens Boulevard in Sunnyside, Queens, via the Greenpoint Avenue Bridge. Within the study area, Greenpoint Avenue carries local traffic and is a designated local truck route. The roadway is 50 feet wide between

16-3 Greenpoint-Williamsburg Rezoning EIS Chapter 16: Traffic and Parking

West Street and Manhattan Avenue and 30 feet wide between Manhattan Avenue and McGuinness Boulevard, with one moving lane in each direction; parking is generally permitted on both sides of the street. The B24 bus route runs along the length of Greenpoint Avenue within the study area. During the AM, midday, and PM peak hours, Greenpoint Avenue carries two-way traffic volumes of approximately 430 vph, 465 vph, and 530 vph, respectively east of Manhattan Avenue.

Williamsburg

As described above, Kent Avenue is a 40-foot-wide north-south arterial linking Williamsburg with Greenpoint to the north and Clinton Hill and the Brooklyn-Queens Expressway to the south. It is a designated local truck route along its entire length, and as such, it is heavily utilized by truck traffic. During the AM, midday, and PM peak hours, Kent Avenue carries two-way traffic volumes of approximately 590 vph, 575 vph, and 785 vph, respectively in the vicinity of Grand Street.

The project study area is bounded on the east by the Brooklyn-Queens Expressway (I-278), a six-lane, north-south expressway extending from the Triborough Bridge and Grand Central Parkway in Queens to the Verrazano Narrows Bridge and Belt Parkway in Brooklyn. Between Newtown Creek to the north and Metropolitan Avenue to the south, the expressway is flanked by the northbound and southbound lanes of Meeker Avenue. Each service road is 40 feet wide and carries three moving lanes of traffic. Curbside parking is typically prohibited. Parking is permitted in open lots beneath the elevated expressway. The Expressway is a designated through truck route, while Meeker Avenue is a local truck route. During the AM, midday, and PM peak hours, Meeker Avenue carries northbound traffic volumes of 555 vph, 565 vph, and 750 vph, respectively, and southbound traffic volumes of 605 vph, 460 vph, and 585 vph, respectively south of Humboldt Street.

Metropolitan Avenue is a major east-west arterial extending from the East River in Williamsburg to Jamaica Avenue in Jamaica, Queens, passing through the neighborhoods of Ridgewood, Middle Village, Forest Hills, and Kew Gardens. Within the study area, the roadway is 40 feet wide and carries one lane of traffic in each direction; westbound left turn pockets are provided at Marcy Avenue for the entrance to the westbound Brooklyn-Queens Expressway and at Roebling Street for vehicles bound for the Willamsburg Bridge. Curbside parking is typically permitted west of Marcy Avenue. Metropolitan Avenue carries two-way traffic volumes of approximately 500 vph in the AM peak hour, 635 vph in the midday peak hour, and 750 vph in the PM peak hour east of Roebling Street. The Q24 bus route serves Metropolitan Avenue east of Marcy Avenue.

Broadway is a major northwest-southeast arterial in the borough of Brooklyn, extending from the East River in Williamsburg at the southwest corner of the study area to Fulton Street in East New York. Within the study area, Broadway is heavily used by truck traffic originating both from northern Brooklyn via Broadway itself and from Manhattan via the Williamsburg Bridge exit at Broadway and Roebling Street. The roadway is 60 feet wide with two moving lanes in each direction; curbside parking is generally permitted. Broadway carries two-way traffic volumes of approximately 410 vph in the AM peak hour, 550 vph in the midday peak hour, and 725 vph in the PM peak hour west of Roebling Street. The Williamsburg Bridge Plazabus terminal, located at the northeast corner of Broadway and Roebling Street, is served by the B24, B39, B44, B46, B60, and Q54 bus routes.

Grand Street is a two-way, 40-foot-wide local street located between North 1st Street and South 1 st Street. Parking is restricted on some blocks to facilitate curbside loading activity. During the AM, midday, and PM peak hours, Grand Street carries two-way traffic volumes of 125, 115, and 180 vph, respectively east of Driggs Avenue.

16-4 Greenpoint-Williamsburg Rezoning EIS Chapter 16: Traffic and Parking

Local north-south traffic in the Williamsburg portion of the study area is distributed relatively evenly over the local street grid. Berry Street and Bedford Avenue are one-way northbound, Wythe Avenue and Driggs Avenue are one-way southbound; each is 30 feet wide and carries one moving lane of traffic. Curbside parking is typically permitted along both curbs on local streets within the study area, with the exception of Berry Street between North 5th and North 7 th Streets, where parking is prohibited between the hours of 4:00 AM and 4:00 PM to facilitate curbside loading activities. The B61 bus route operates northbound on Bedford Avenue and southbound on Driggs Avenue. Combined, Berry Street and Bedford Avenue carry approximately 500, 495, and 620 vph northbound in the AM, midday, and PM peak hours, respectively, while Wythe and Driggs Avenues carry approximately 485, 465, and 615 vph southbound in the respective AM, midday, and PM periods. Driggs Avenue is a designated local truck route between South 4th Street and Broadway.

Local east-west traffic in the Williamsburg study area is carried on the numbered street grid, from North 12th Street to South 6 th Street. Typically, even-numbered streets run west, and odd-numbered streets run east, the exception being North 1st Street, which is one-way westbound. Each street is 30 feet wide and carries one moving lane of traffic, with parking typically permitted on both sides of the street. The BMT Canarsie Line (“L”) subway runs beneath North 7th Street and has a stop located at Bedford Avenue. Between Bedford Avenue and Driggs Avenue, eastbound streets typically carry between 65 and 165 vph in the AM peak hour, between 125 and 175 vph in the midday peak hour, and between 95 and 120 vph in the PM peak hour; westbound streets carry traffic volumes in the range of 100 to 200 vph in the AM peak hour, 120 to 175 vph in the midday peak hour, and 115 to 175 vph in the PM peak hour. North 10th and North 11th Streets are designated local truck routes.

Truck Routes

As noted above, the primary through-truck route for trucks traversing the study area is the Brooklyn- Queens Expressway. An extensive system of local streets has also been designated for local truck access. As shown in Figure 16-5, the primary local truck routes serving the study area include Franklin Street/Kent Avenue, Manhattan Avenue (north of Greepoint Avenue), McGuinness Boulevard, Provost Street, Meeker Avenue, Ash and Box Streets, Paidge Avenue, Greenpoint Avenue, North 10th and North 11th Streets, Metropolitan Avenue, and Broadway. Also designated as local truck routes are segments of Freeman, Green, Rodney, Havemeyer, Roebling, South 3rd and South 4 th streets, Marcy and Driggs avenues, and Grand Street Extension. As previously discussed, many of these local truck routes are narrow local streets, typically with one moving lane in each direction. The volume of truck traffic dependent on these local streets often leads to congestion, causing trucks to divert from designated truck routes onto residential streets. Additionally, curbside deliveries and trucks backing into loading docks frequently block moving lanes or entire roadways. NYCDOT has recently initiated a citywide study of existing truck routes, that will examine enhancing operation, management, and enforcement.

Bicycle Facilities

Three types of bicycle facilities can be found within the study area. Bike paths, which are shared use (bicycle/pedestrian) paths separated from traffic and delineated by pavement markings; on-street bicycle lanes, which are part of the roadway and delineated by pavement markings and regulatory signage; and signed bicycle routes which involve shared use of the roadway and are typically designated with informational signs. Within the study area, an on-street bike lane is provided along Berry Street from Broadway to North 14th Street, and a pedestrian/bike path is provided on the Pulaski Bridge to Long

16-5 Greenpoint-Williamsburg Rezoning EIS Chapter 16: Traffic and Parking

Island City. A pedestrian/bike path is also present on the north side of the Williamsburg Bridge providing access to and from Manhattan. This path is reached via a ramp at the intersection of South 4th Street and Driggs Avenue. In addition, the NYCDOT 2003 NYC Cycling Map identifies a number of recommended bicycle routes within the study area. As shown in Figure 16-6, these include portions of Calyer, Eagle, Franklin, Freeman, Grand, Leonard, Oak, South 2nd , South 4 th , South 5 th and West streets; Driggs, Kent and Manhattan avenues, and Broadway. Greenpoint Avenue east of Leonard Street and Broadway east of Driggs Avenue are designated as cautionary bicycle routes, so labeled due to narrow street width and/or heavy vehicular traffic.

Intersection Capacity Analyses

Methodology

The capacity analyses at study area intersections are based on the methodology presented in the Highway Capacity Manual (HCM) Software 2000 Release 4.1c. Traffic data required for these analyses include volumes on each approach and various other physical and operational characteristics. As previously discussed, traffic volumes used for these analyses are based on manual turning movement and ATR counts conducted in June 2002, and also reflect the 2002 network developed for NYCDDC’s planned reconstruction of Kent Avenue/Franklin Street. Signal timing plans for each signalized intersection were obtained from the New York City Department of Transportation (NYCDOT). Field inventories were conducted to document curbside parking regulations, vehicle classifications, shared lane usage, and other relevant characteristics needed for the analysis.

The HCM methodology provides a volume-to-capacity (v/c) ratio for each signalized intersection approach. The v/c ratio represents the ratio of traffic volumes on an approach to the approach’s carrying capacity. A ratio of less than 0.90 is generally considered to be non-congested conditions in dense urban areas; when higher than this value, congestion increases. At a v/c ratio of between 0.95 and 1.0, near- capacity conditions are reached and delays can become substantial. Ratios of greater than 1.0 indicate saturated conditions with queuing.

The HCM methodology also expresses quality of flow in terms of level of service (LOS), which is based on the amount of delay that a driver typically experiences at an intersection. Levels of service range from A, with minimal delay (10 seconds or less per vehicle), to F, which represents long delays (greater than 80 seconds per vehicle).

For unsignalized intersections, the HCM methodology generally assumes that major street traffic is not affected by minor street flows. Left turns from the major street are assumed to be affected by the opposing, or oncoming major street flow. Minor street traffic is obviously affected by all conflicting movements. Similar to signalized intersections, the HCM methodology expresses the quality of flow at unsignalized intersections in terms of level of service based on the amount of delay that a driver experiences. This relationship differs somewhat from the criteria used for signalized intersections, primarily because drivers expect different levels of performance from the two different kinds of transportation facilities. For unsignalized intersections, levels of service range from A, with minimal delay (10 seconds or less per vehicle), to F, which represents long delays (over 50 seconds per vehicle).

Table 16-1 shows the LOS/delay relationship for signalized and unsignalized intersections using the HCM methodology. Levels of service A, B and C generally represent highly favorable to fair levels of traffic flow; at LOS D the influence of congestion becomes noticeable; LOS E is considered to be the limit of

16-6 Greenpoint - Williamsburg Rezoning EIS Figure 16-5a Designated Truck Routes

ASH ST.

BOX ST. PAIDGE AVE.

COMMERCIAL ST. CLAY ST.

DUPONT ST.

EAGLE ST. MCGUINNESS BLVD. MCGUINNESS FREEMAN ST.

GREEN ST.

HURON ST.

INDIA ST.

JAVA ST.

KENT ST. PROVOST ST. PROVOST

GREENPOINT AVE. HUMBOLDT

MOULTRIE ST. WEST ST. MILTON ST.

CALYER ST.

JEWEL ST.

DIAMOND ST. . NOBLE ST. NEWEL ST.

ECKFORD ST.

LEONARD ST. OAK ST. MANHATTAN AVE. MESEROLE AVE.

LORIMER ST.

GUERNSEY ST.

CLIFFORD PL.

BANKE

QUAY ST.

S T. MCGUINESS

GRAHAM AVE. BLVD.

DOBBIN ST. (WEST-BOUND) MEEKER AVE.

GEM ST.

LEONARD ST. FRANKLIN ST. NORTH 15TH ST. EXPRESSWAY

MANHATTAN AVE. MEEKER AVE. (EAST-BOUND)

DRIGGS AVE.

BROOKLYN-QUEENS HERBERT ST.

Legend;

Designated Truck Route Designated Through Truck Route Greenpoint - Williamsburg Rezoning EIS Figure 16-5b Designated Truck Routes

NORTH 13TH ST.

BAYARD ST.

NORTH 12TH ST.

RICHARDSON ST.

UNION AVE. FROST ST. LORIMER ST.

NORTH 11TH ST.

BEDFORD AVE. BEDFORD WYTHE AVE. WYTHE

ROEBLING ST. ROEBLING WITHERS ST.

NORTH 10TH ST. BERRY ST. BERRY

NORTH 9TH ST.

NORTH 8TH ST. HAVEMEYER ST. HAVEMEYER

NORTH 7TH ST. NORTH 6TH ST. ST. KEAP

NORTH 5TH ST. RODNEY ST. RODNEY

HOPE ST. MARCY AVE. MARCY NORTH 4TH ST. S GRAND

HOPE ST. NORTH 3RD ST.

FILLMORE PL.

METROPOLITAN AVE. HAVEMEYER ST. HAVEMEYER

NORTH 1ST ST. RIVER ST. RIVER

GRAND ST.

SOUTH 1ST ST. DRIGGS AVE. DRIGGS

SOUTH 2ND ST. KENT AVE. KENT

SOUTH 3RD ST.

SOUTH 4TH ST.

BROADWAY SOUTH 5TH ST.

SOUTH 6TH ST. ROEBLING ST. ROEBLING

BROADWAY DUNHAM PL. DUNHAM LEE AVE ST. . 8TH Legend;

Designated Truck Route Designated Through Truck Route Greenpoint-Williamsburg Rezoning EIS Figure 16-6 Study Area Bicycle Facilities

LEGEND:

BIKE PATH TRAFFIC STUDY AREA BOUNDARY

ON-STREET BIKE LANE

RECOMMENDED BICYCLE ROUTE Greenpoint-Williamsburg Rezoning EIS Chapter 16: Traffic and Parking

acceptable delay; and LOS F is considered to be unacceptable to most drivers. In this study, a signalized lane grouping operating at LOS E or F or a v/c ratio of 0.90 or above is identified as congested. For unsignalized intersections, a movement with LOS E or worse is also identified as congested.

TABLE 16-1 Roadway Level of Service Criteria Average Delay per Vehicle Level of Service (seconds) (LOS) Signalized Intersections Unsignalized Intersections A less than 10.1 less than 10.1

B 10.1 to 20.0 10.1 to 15.0

C 20.1 to 35.0 15.1 to 25.0

D 35.1 to 55.0 25.1 to 35.0

E 55.1 to 80.0 35.1 to 50.0

F greater than 80.0 greater than 50.0 Source: 2000 Highway Capacity Manual

Tables 16-2 and 16-3 show the results of the capacity analysis at the 31 signalized and 43 unsignalized intersections, respectively, in the three peak hours analyzed. The tables highlight those intersection movements that operate at LOS E or F and/or have a high v/c ratio (generally above 0.90 and above). The following describes conditions at those intersections experiencing congestion in one or more peak hours.

Signalized Intersections

Table 16-2 shows that nine of the 31 signalized intersections analyzed have at least one congested movement in one or more peak hours. As shown in the table, four analyzed intersections experience congestion during the weekday AM peak hour, three during the midday peak hour, and eight in the PM peak hour.

At the intersection of Franklin Street and Greenpoint Avenue, the westbound approach is congested with LOS E conditions in the AM, midday, and PM peak hours, and v/c ratios of 0.98, 1.02, and 1.03 during these hours, respectively.

Along the McGuinness Boulevard corridor, the southbound left-turn movement on McGuinness Boulevard at Green Street operates at LOS E in the AM peak hour. In the PM peak hour, the eastbound Calyer Street approach to McGuinness Boulevard is also congested with LOS E conditions, as is the westbound approach at McGuinness Boulevard and Meserole Avenue. The southbound through movement on McGuinness Boulevard at Meeker Avenue is congested with LOS E conditions in the PM peak hour, while the southbound approach at the intersection of McGuinness Boulevard/Humboldt Street and Meeker Avenue operates at LOS F conditions and a v/c ratio of 1.03 in the PM.

Along the Metropolitan Avenue corridor, the westbound exclusive left-turn movement at the intersection with Marcy Avenue experiences congestion in the AM and PM peak hours, with LOS D conditions and a v/c ratio of 0.99 in the AM, and LOS E conditions and a v/c ratio of 1.03 in the PM. At Union Avenue, the northbound approach is congested with LOS E conditions in all peak hours.

16-7 TABLE 16-2 2003 Existing Conditions at Signalized Intersections

AM MD PM Peak Hour Peak Hour Peak Hour Lane V/C DELAY LOS V/C DELAY LOS V/C DELAY LOS Intersection Group RATIO (SEC/VEH) RATIO (SEC/VEH) RATIO (SEC/VEH)

Franklin Street (N-S) @ NB-LT 0.12 7.4 A 0.11 7.4 A 0.07 7.0 A Dupont Street (E-W) SB-TR 0.08 7.2 A 0.09 7.2 A 0.07 7.1 A EB-LR 0.06 14.1 B 0.11 14.8 B 0.04 13.8 B WB-LTR 0.15 15.2 B 0.15 15.0 B 0.10 14.4 B

Franklin Street (N-S) @ NB-TR 0.11 7.4 A 0.16 7.8 A 0.14 7.6 A Eagle Street (EB) SB-LT 0.16 7.8 A 0.17 7.9 A 0.17 7.8 A EB-LTR 0.14 14.3 B 0.11 14.1 B 0.12 14.2 B

Franklin Street (N-S) @ NB-TR 0.28 9.0 A 0.26 8.7 A 0.28 8.9 A Green Street (EB) SB-LT 0.29 9.1 A 0.27 8.9 A 0.35 9.6 A EB-LTR 0.14 14.3 B 0.19 14.6 B 0.24 15.0 B

Franklin Street (N-S) @ NB-LT 0.25 8.5 A 0.25 8.7 A 0.20 7.9 A Huron Street (WB) SB-TR 0.22 8.3 A 0.22 8.3 A 0.27 8.5 A WB-LTR 0.28 16.9 B 0.24 16.3 B 0.24 15.8 B

Franklin Street (N-S) @ NB-LT 0.33 9.4 A 0.35 9.7 A 0.37 9.8 A Java Street (WB) SB-TR 0.27 8.7 A 0.26 8.7 A 0.40 10.1 B WB-LTR 0.31 17.5 B 0.32 17.7 B 0.29 17.3 B

Franklin Street (N-S) @ NB-LTR 0.57 13.3 B 0.67 16.3 B 0.62 14.4 B Greenpoint Avenue (E-W) SB-LTR 0.40 10.5 B 0.37 10.2 B 0.47 11.2 B EB-LTR 0.28 15.3 B 0.16 14.4 B 0.26 15.2 B WB-LTR 0.98 72.1 E * 1.02 77.5 E * 1.03 76.8 E *

Franklin Street (N-S) @ NB-LT 0.52 11.7 B 0.59 13.1 B 0.51 11.3 B Noble Street (WB) SB-TR 0.42 10.1 B 0.48 11.2 B 0.52 11.4 B WB-LTR 0.12 14.5 B 0.07 14.0 B 0.11 14.5 B

Franklin Street (N-S) @ NB-LTR 0.79 22.8 C 0.75 20.3 C 0.83 26.2 C Calyer Street (E-W) SB-LTR 0.87 31.6 C 0.80 25.0 C 0.86 28.2 C

Franklin Street (N-S) @ NB-T 0.65 15.1 B 0.69 17.0 B 0.70 17.3 B Quay Street (EB) SB-T 0.39 10.2 B 0.49 12.1 B 0.56 12.8 B EB-LR 0.36 18.5 B 0.16 15.4 B 0.47 21.0 C

Kent Avenue (N-S) @ NB-LTR 0.41 11.3 B 0.51 13.0 B 0.51 12.8 B Metropolitan Avenue (E-W) SB-LTR 0.27 9.0 A 0.21 8.4 A 0.29 9.1 A EB-LTR 0.08 33.8 C 0.02 33.2 C 0.01 33.1 C WB-LTR 0.03 33.2 C 0.42 38.2 D 0.33 36.9 D

Kent Avenue (N-S) @ NB-TR 0.27 8.2 A 0.43 10.3 B 0.28 8.3 A South 3rd Street (EB) SB-LT 0.32 8.6 A 0.49 11.3 B 0.79 21.0 C

Manhattan Avenue (N-S) @ NB-TR 0.19 11.0 B 0.19 11.0 B 0.14 10.5 B Clay Street (EB) SB-LT 0.15 10.6 B 0.11 10.2 B 0.13 10.4 B EB-LTR 0.13 21.0 C 0.12 20.8 C 0.11 20.8 C

Manhattan Avenue (N-S) @ NB-TR 0.36 13.0 B 0.30 12.2 B 0.31 12.3 B India Street (EB) SB-LT 0.27 11.7 B 0.28 12.0 B 0.30 12.1 B EB-LTR 0.27 22.9 C 0.31 23.8 C 0.42 26.2 C

Manhattan Avenue (N-S) @ NB-LTR 0.42 19.1 B 0.52 21.5 C 0.55 22.1 C Greenpoint Avenue (E-W) SB-LTR 0.34 18.0 B 0.34 17.8 B 0.36 18.0 B EB-LT 0.39 18.9 B 0.29 17.1 B 0.36 18.3 B EB-R 0.05 14.4 B 0.06 14.5 B 0.08 14.8 B WB-LTR 0.43 19.3 B 0.69 26.6 C 0.56 22.0 C

16-8 TABLE 16-2 2003 Existing Conditions at Signalized Intersections (Continued)

AM MD PM Peak Hour Peak Hour Peak Hour Lane V/C DELAY LOS V/C DELAY LOS V/C DELAY LOS Intersection Group RATIO (SEC/VEH) RATIO (SEC/VEH) RATIO (SEC/VEH)

Manhattan Avenue (N-S) @ NB-LT 0.16 10.7 B 0.27 22.6 C 0.15 10.6 B Driggs Avenue (WB) SB-TR 0.21 11.3 B 0.34 23.8 C 0.26 11.7 B WB-TR 0.72 33.9 C 0.42 13.7 B 0.84 41.6 D

McGuinness Boulevard (N-S) @ NB-TR 0.89 27.4 C 0.58 16.3 B 0.62 17.0 B Green Street (EB) SB-L 0.81 79.6 E * 0.33 16.5 B 0.40 19.0 B SB-T 0.52 14.7 B 0.46 13.9 B 0.67 17.6 B EB-LTR 0.58 41.5 D 0.59 42.2 D 0.65 44.4 D

McGuinness Boulevard (N-S) @ NB-TR 0.82 22.1 C 0.56 14.7 B 0.58 15.1 B India Street (EB) SB-L 0.39 24.3 C 0.25 13.3 B 0.13 10.9 B SB-T 0.45 12.8 B 0.44 12.7 B 0.63 15.6 B EB-LTR 0.40 37.9 D 0.19 33.1 C 0.25 33.9 C

McGuinness Boulevard (N-S) @ NB-L 0.36 20.0 B 0.45 23.6 C 0.69 53.3 D Greenpoint Avenue (E-W) NB-TR 0.77 22.8 C 0.56 17.4 B 0.61 18.4 B SB-L 0.60 44.1 D 0.28 16.4 B 0.43 21.7 C SB-TR 0.53 16.5 B 0.49 15.9 B 0.64 18.4 B EB-LTR 0.42 32.4 C 0.23 29.1 C 0.52 34.9 C WB-LTR 0.54 34.9 C 0.67 38.5 D 0.71 40.4 D

McGuinness Boulevard (N-S) @ NB-TR 0.77 21.0 C 0.65 17.9 B 0.66 18.0 B Calyer Street (EB) SB-L 0.58 43.3 D 0.49 23.2 C 0.47 21.9 C SB-T 0.73 20.0 B 0.71 19.3 B 0.59 15.9 B EB-LTR 0.73 48.4 D 0.58 40.9 D 0.87 59.9 E *

McGuinness Boulevard (N-S) @ NB-L 0.24 9.6 A 0.28 10.4 B 0.38 17.3 B Meserole Avenue (WB) NB-T 0.75 13.8 B 0.51 9.1 A 0.58 10.0 A SB-TR 0.64 11.0 B 0.61 10.4 B 0.80 15.3 B WB-LTR 0.68 50.0 D 0.65 49.4 D 0.82 65.3 E *

McGuinness Boulevard (N-S) @ NB-L 0.10 22.8 C 0.05 22.2 C 0.06 22.3 C Meeker Avenue (WB) NB-T 0.45 12.0 B 0.34 10.8 B 0.35 10.9 B SB-T 0.55 46.6 D 0.64 49.3 D 0.95 74.1 E * SB-R 0.04 39.0 D 0.06 39.4 D 0.04 39.0 D WB-LTR 0.58 37.6 D 0.51 36.2 D 0.57 37.4 D

Humboldt Street (N-S) @ NB-TR 0.81 38.0 D 0.54 29.2 C 0.59 30.4 C Meeker Avenue (EB) SB-LT 0.61 48.3 D 0.65 49.5 D 1.03 93.1 F * EB-LTR 0.52 36.4 D 0.50 36.0 D 0.69 40.3 D

Bedford Avenue (NB) @ NB-LTR 0.22 23.4 C 0.34 25.1 C 0.34 25.2 C Broadway (E-W) EB-LT 0.08 15.2 B 0.09 15.4 B 0.11 15.5 B WB-T 0.13 15.7 B 0.10 15.4 B 0.18 16.2 B

Driggs Avenue (SB) @ SB-LT 0.37 9.0 A 0.29 8.1 A 0.37 9.0 A North 7th Street (EB) EB-TR 0.70 44.5 D 0.70 44.9 D 0.50 36.0 D

Driggs Avenue (SB) @ SB-LTR 0.18 19.5 B 0.16 19.2 B 0.51 26.3 C Metropolitan Avenue (E-W) EB-TR 0.31 21.8 C 0.40 23.6 C 0.55 27.6 C WB-LT 0.28 21.5 C 0.44 25.3 C 0.63 31.8 C

Driggs Avenue (SB) @ SB-LTR 0.22 20.6 C 0.17 20.0 B 0.31 21.7 C Grand Street (E-W) EB-TR 0.11 19.5 B 0.12 19.6 B 0.13 19.8 B WB-LT 0.10 19.2 B 0.11 19.5 B 0.24 21.5 C

16-9 TABLE 16-2 2003 Existing Conditions at Signalized Intersections (Continued)

AM MD PM Peak Hour Peak Hour Peak Hour Lane V/C DELAY LOS V/C DELAY LOS V/C DELAY LOS Intersection Group RATIO (SEC/VEH) RATIO (SEC/VEH) RATIO (SEC/VEH)

Roebling Street (N-S) @ NB-LTR 0.18 26.6 C 0.14 26.1 C 0.24 27.3 C Metropolitan Avenue (E-W) SB-LT 0.26 27.5 C 0.20 26.8 C 0.17 26.5 C SB-R 0.03 25.0 C 0.01 24.8 C 0.06 25.3 C EB-LTR 0.26 14.5 B 0.28 14.7 B 0.37 15.9 B WB-LTR 0.67 25.0 C 0.74 28.9 C 0.85 37.5 D

Havemeyer Street (NB) @ NB-LR 0.25 27.4 C 0.28 27.8 C 0.37 28.9 C Metropolitan Avenue (E-W) EB-T 0.28 14.7 B 0.29 14.8 B 0.41 16.7 B WB-T 0.27 14.3 B 0.51 18.5 B 0.60 20.6 C

Marcy Avenue (SB) @ EB-TR 0.47 37.3 D 0.63 41.5 D 0.63 40.5 D Metropolitan Avenue (E-W) WB-L 0.99 52.6 D * 0.79 24.1 C 1.03 59.2 E * WB-TR 0.32 0.7 A 0.33 0.7 A 0.31 0.5 A

Union Avenue (N-S) @ NB-LTR 0.90 66.2 E * 0.90 67.2 E * 0.87 68.2 E * Metropolitan Avenue (E-W) SB-LTR 0.58 42.2 D 0.66 45.8 D 0.36 34.8 C EB-LTR 0.47 14.0 B 0.56 16.1 B 0.69 19.3 B WB-LTR 0.84 28.6 C 0.60 16.8 B 0.71 19.7 B

Roebling Street (N-S) @ NB-L 0.02 14.4 B 0.10 15.5 B 0.19 18.3 B Broadway (E-W) NB-R 0.07 14.8 B 0.03 14.4 B 0.04 14.6 B SB-LT 0.42 18.3 B 0.38 17.8 B 0.66 22.7 C EB-TR 0.50 35.0 C 0.87 58.7 E * 0.93 67.7 E * WB-LT 0.26 28.8 C 0.33 30.0 C WB-DfL 0.86 90.5 F * WB-T 0.41 32.1 C

ABBREVIATION: EB-Eastbound, WB-Westbound, NB-Northbound, SB-Southbound L-Left, T-Through, R-Right, E-W: East-West Roadway, N-S: North-South Roadway V/C Ratio - Volume to Capacity Ratio SEC/VEH - Seconds per Vehicle LOS - Level of Service * - Denotes Congested Location (LOS E or F, or v/c ratio > 0.90)

16-10 TABLE 16-3 2003 Existing Conditions at Unsignalized Intersections

AM MD PM Peak Hour Peak Hour Peak Hour Lane V/C DELAY LOS V/C DELAY LOS V/C DELAY LOS Intersection Group RATIO (SEC/VEH) RATIO (SEC/VEH) RATIO (SEC/VEH)

West Street (N-S) @ WB-LR 0.05 9.2 A 0.06 9.1 A 0.12 9.2 A Freeman Street (WB)

West Street (N-S) @ NB-LTR 0.01 7.4 A 0.00 7.5 A 0.00 7.4 A Green Street (E-W) SB-LTR 0.00 7.6 A 0.00 7.6 A 0.01 7.5 A EB-LTR 0.03 9.3 A 0.01 9.7 A 0.02 10.0 A

West Street (N-S) @ NB-LT 0.00 7.4 A 0.00 7.5 A 0.00 7.4 A Huron Street (E-W) EB-LR 0.01 9.0 A 0.01 9.4 A 0.02 9.3 A WB-LTR 0.06 9.8 A 0.06 9.5 A 0.07 10.3 B

West Street (N-S) @ NB-LTR 0.01 7.5 A 0.00 7.6 A 0.01 7.5 A India Street (E-W) SB-LTR 0.01 7.4 A 0.01 7.7 A 0.01 7.6 A EB-LTR 0.02 9.8 A 0.02 10.0 A 0.01 9.9 A

West Street (N-S) @ NB-LTR 0.01 7.4 A 0.01 7.7 A 0.00 7.6 A Kent Street (E-W) SB-LTR 0.01 7.5 A 0.01 7.6 A 0.00 7.5 A EB-LTR 0.02 10.2 B 0.01 9.9 A 0.01 10.0 A

West Street (N-S) @ NB-LTR 0.01 7.4 A 0.01 7.6 A 0.00 7.5 A Greenpoint Avenue (E-W) SB-LTR 0.04 7.4 A 0.02 7.7 A 0.03 7.6 A EB-LT 0.02 10.8 B 0.00 10.7 B 0.01 11.6 B EB-TR 0.01 10.3 B 0.01 9.1 A 0.02 9.9 A WB-LT 0.04 11.0 B 0.08 10.8 B 0.06 11.7 B WB-TR 0.07 9.4 A 0.03 9.4 A 0.06 9.6 A

Franklin Street (N-S) @ NB-L 0.01 9.4 A 0.01 7.4 A 0.01 9.3 A Commercial Street (E-W) NB-R 0.07 8.7 A 0.03 9.5 A 0.06 8.6 A WB-LT 0.03 7.5 A 0.06 9.4 A 0.03 7.5 A

Franklin Street (N-S) @ SB-LT 0.01 7.8 A 0.01 7.8 A 0.02 7.9 A India Street (EB) EB-LTR 0.05 11.9 B 0.09 12.2 B 0.10 13.3 B

Franklin Street (N-S) @ SB-LT 0.03 8.2 A 0.04 8.7 A 0.05 8.5 A North 14th Street (E-W) WB-LR 0.05 10.7 B 0.04 12.4 B 0.04 13.3 B

Kent Avenue (N-S) @ NB-LT 0.00 8.3 A 0.00 8.2 A 0.00 8.7 A North 12th Street (E-W) WB-LTR 0.08 15.1 C 0.13 12.4 B 0.09 12.7 B EB-LR 0.03 16.4 C 0.06 13.6 B 0.07 17.7 C

Kent Avenue (N-S) @ SB-LT 0.01 8.2 A 0.04 8.6 A 0.03 8.2 A North 11th Street (E-W) EB-LTR 0.14 16.1 C 0.06 14.5 B 0.07 17.6 C

Kent Avenue (N-S) @ SB-LT 0.03 8.3 A 0.03 8.3 A 0.03 8.3 A North 9th Street (EB)

Kent Avenue (N-S) @ WB-LR 0.22 14.7 B WB-L 0.04 13.8 B WB-L 0.16 19.8 C North 8th Street (WB) WB-R 0.06 10.5 B WB-R 0.03 10.9 B

Kent Avenue (N-S) @ NB-LTR 0.00 8.5 A 0.00 8.0 A 0.01 8.7 A North 7th Street (E-W) SB-LTR 0.03 8.2 A 0.04 8.4 A 0.03 8.3 A EB-LTR 0.01 15.7 C 0.01 13.4 B 0.01 18.1 C

Kent Avenue (N-S) @ NB-LT 0.00 8.5 A 0.00 8.0 A 0.00 8.6 A North 6th Street (E-W) EB-LR 0.01 15.0 B 0.00 12.3 B 0.01 16.8 C WB-LTR 0.11 13.1 B 0.13 14.5 B 0.16 14.2 B

16-11 TABLE 16-3 2003 Existing Conditions at Unsignalized Intersections (Continued)

AM MD PM Peak Hour Peak Hour Peak Hour Lane V/C DELAY LOS V/C DELAY LOS V/C DELAY LOS Intersection Group RATIO (SEC/VEH) RATIO (SEC/VEH) RATIO (SEC/VEH)

Kent Avenue (N-S) @ NB-LTR 0.00 8.4 A 0.00 8.0 A 0.02 8.6 A North 5th Street (E-W) SB-LTR 0.03 8.2 A 0.03 8.3 A 0.03 8.2 A EB-LTR 0.02 16.6 C 0.02 14.6 B 0.03 16.5 C

Kent Avenue (N-S) @ WB-L 0.12 15.9 C 0.06 15.0 B 0.07 18.0 C North 4th Street (WB) WB-R 0.04 10.3 B 0.04 11.1 B 0.03 10.9 B

Kent Avenue (N-S) @ NB-LTR 0.01 8.5 A 0.00 8.1 A 0.01 8.6 A North 3rd Street (E-W) SB-LTR 0.02 8.1 A 0.00 8.3 A 0.02 8.2 A EB-LTR 0.06 17.5 C 0.04 14.1 B 0.05 14.1 B

Kent Avenue (N-S) @ NB-LTR 0.00 8.4 A 0.00 8.0 A 0.01 8.6 A Grand Street (E-W) SB-LTR 0.01 8.0 A 0.02 8.4 A 0.01 8.2 A EB-LTR 0.01 14.6 B 0.04 13.8 B 0.05 15.1 C WB-LTR 0.09 14.3 B 0.06 15.7 C 0.14 20.4 C

Kent Avenue (N-S) @ WB-L 0.03 15.3 C 0.03 13.8 B 0.02 16.8 C South 6th Street (WB) WB-R 0.02 10.5 B 0.02 10.2 B 0.04 10.6 B

Manhattan Avenue (N-S) @ SB-LT 0.01 7.7 A 0.00 7.6 A 0.00 7.6 A Eagle Street (EB) EB-LTR 0.05 9.5 A EB-LT 0.04 10.6 B EB-LT 0.06 11.1 B EB-R 0.05 9.1 A EB-R 0.05 9.2 A

Manhattan Avenue (N-S) @ SB-LT 0.03 7.9 A 0.03 7.8 A 0.03 7.8 A Green Street (EB) EB-LTR 0.32 14.2 B 0.29 14.3 B 0.39 17.4 C

McGuiness Boulevard (NB) @ NB-LTR (a) 7.5 A (a) 7.5 A (a) 7.5 A Paidge Avenue (E-W) EB-LT (a) 7.9 A (a) 7.5 A (a) 7.6 A WB-TR (a) 7.3 A (a) 7.2 A (a) 7.5 A

McGuiness Boulevard (SB) @ SB-LT (a) 7.5 A (a) 7.5 A (a) 7.6 A Box Street (E-W) EB-TR (a) 7.6 A (a) 7.2 A (a) 7.5 A WB-L (a) 7.7 A (a) 7.6 A (a) 7.8 A

McGuiness Boulevard (NB) @ NB-LTR (a) 7.5 A (a) 7.8 A (a) 7.7 A Clay Street (E-W) EB-LT (a) 7.7 A (a) 7.7 A (a) 7.7 A

McGuinness Boulevard (SB) @ SB-LT 0.01 7.3 A 0.00 7.3 A 0.00 7.3 A Clay Street (E-W) EB-TR 0.08 9.4 A 0.08 9.4 A 0.08 9.7 A WB-L 0.04 9.9 A 0.06 9.8 A 0.08 10.2 B

Wythe Avenue (SB) @ WB-LT 0.09 10.1 B 0.15 10.5 B 0.11 10.6 B North 12th Street (WB)

Wythe Avenue (SB) @ SB-LT 0.01 7.4 A 0.01 7.4 A 0.03 7.4 A North 9th Street (EB) EB-TR 0.09 12.0 B 0.09 11.5 B 0.12 12.2 B

Wythe Avenue (SB) @ WB-LT 0.26 13.0 B 0.22 12.1 B 0.19 12.4 B North 8th Street (WB)

Wythe Avenue (SB) @ WB-LT 0.10 11.2 B 0.12 10.8 B 0.19 12.2 B North 6th Street (WB) WB-T 0.03 11.3 B 0.02 10.9 B 0.05 11.8 B

Wythe Avenue (SB) @ WB-LT 0.10 11.6 B 0.10 11.1 B 0.08 10.2 B North 4th Street (WB) WB-T 0.05 11.6 B 0.03 11.2 B 0.02 11.9 B

16-12 TABLE 16-3 2003 Existing Conditions at Unsignalized Intersections (Continued)

AM MD PM Peak Hour Peak Hour Peak Hour Lane V/C DELAY LOS V/C DELAY LOS V/C DELAY LOS Intersection Group RATIO (SEC/VEH) RATIO (SEC/VEH) RATIO (SEC/VEH)

Berry Street (NB) @ NB-LT 0.01 7.2 A 0.01 7.3 A 0.01 7.2 A North 12th Street (WB) WB-T 0.09 11.2 B 0.13 10.9 B 0.11 11.2 B WB-R 0.17 9.6 A 0.08 8.9 A 0.11 9.3 A

Berry Street (NB) @ NB-T (a) 7.9 A (a) 7.6 A (a) 7.8 A North 11th Street (EB) NB-TR (a) 7.9 A (a) 7.6 A (a) 7.9 A EB-LT (a) 8.0 A (a) 8.0 A (a) 8.6 A

Berry Street (NB) @ EB-LT 0.16 11.2 B 0.23 10.8 B 0.17 11.2 B North 7th Street (EB)

Berry Street (NB) @ EB-LT 0.06 10.3 B 0.11 9.9 A 0.07 10.2 B North 5th Street (EB) EB-T 0.04 10.8 B 0.08 10.0 A 0.05 10.6 B

Berry Street (NB) @ EB-LT 0.06 9.8 A 0.09 9.4 A 0.10 10.2 B North 3rd Street (EB)

Bedford Avenue (NB) @ NB-LT 0.04 7.3 A 0.04 7.3 A 0.02 7.3 A North 8th Street (WB) WB-TR 0.38 15.8 C 0.27 13.8 B 0.29 14.6 B

Bedford Avenue (NB) @ NB-LT 0.02 7.3 A 0.02 7.3 A 0.05 7.3 A North 6th Street (WB) WB-TR 0.39 14.1 B 0.34 14.6 B 0.38 16.1 C

Bedford Avenue (NB) @ NB-LT 0.01 7.3 A 0.03 7.3 A 0.02 7.3 A North 4th Street (WB) WB-TR 0.17 11.3 B 0.23 12.7 B 0.20 12.0 B

Driggs Avenue (SB) @ SB-TR (a) 9.3 A (a) 8.7 A (a) 9.5 A North 12th Street (WB) WB-LT (a) 8.8 A (a) 8.7 A (a) 8.7 A

Driggs Avenue (SB) @ SB-LT 0.01 7.3 A 0.01 7.3 A 0.01 7.2 A North 9th Street (EB) EB-TR 0.12 11.4 B 0.19 11.0 B 0.18 12.0 B

Driggs Avenue (SB) @ SB-LT 0.03 7.3 A 0.02 7.3 A 0.01 7.3 A North 5th Street (EB) EB-TR 0.21 12.2 B 0.20 11.3 B 0.17 11.8 B

Driggs Avenue (SB) @ SB-TR 0.27 10.7 B 0.26 10.4 B 0.01 11.7 B South 4th Street (WB) WB-LT 0.00 7.2 A 0.00 7.2 A 0.17 7.3 A

16-13 Greenpoint-Williamsburg Rezoning EIS Chapter 16: Traffic and Parking

Lastly, at the intersection of Roebling Street and Broadway, the eastbound approach is congested with LOS E conditions in the midday and PM peak hours. The westbound left-turn movement at this intersection also experiences congestion, with LOS F conditions in the PM peak hour.

Unsignalized Intersections

As shown in Table 16-3, of the 43 unsignalized intersections analyzed, none were found to experience congestion in any peak hour under Existing conditions.

Parking

Off-Street Parking

There are no licensed public parking facilities in the study area. While some businesses and housing developments provide on-site accessory parking, most residents and workers in Greenpoint and Williamsburg must rely on available curbside parking.

On-Street Parking

Curbside parking regulations within ¼-mile of the projected development sites were surveyed in June, 2002 and are shown in Figure 16-7. As shown in Figure 16-7, curbside parking is permitted throughout much of the study area, with restrictions in place to facilitate street cleaning. Within the industrial areas in the western portion of the study area, parking restrictions are in effect weekdays to provide for curbside access for pick-up/drop-off activity and truck loading and unloading during certain periods of the day. Metered curbside parking spaces are available on some blocks to accommodate the short-term parking needs of adjacent commercial land uses. Much of the metered parking in the study area is concentrated on Manhattan Avenue between Dupont Street and Greenpoint Avenue, and on Bedford Avenue between North 5th and North 9 th Streets, and on the side streets adjoining those blocks.

Field surveys of weekday utilization of on-street parking capacity were conducted in June 2004. The surveys focused on the weekday overnight and midday periods, and included all legal curbside spaces within ¼-mile of the proposed action area. During the weekday overnight period, the number of curbside parking spaces within this area totals approximately 21,350. Utilization during this period was found to be approximately 76 percent, with an average of approximately 5,100 spaces available. During the weekday midday, there are approximately 21,050 spaces available for curbside parking. Utilization in the midday was observed to reach approximately 82 percent, with about 3,800 spacesavailable within ¼-mile of the proposed action area. (It should be noted that the number of available spaces fluctuates somewhat by time of day and day of week, depending on the prevailing parking regulations. The capacities quoted here are typical for the time periods examined.) Available spaces during both periods were distributed throughout the study area, however, overnight utilization was typically observed to be higher in residential areas than in areas with predominantly commercial uses. This is a common pattern as residential parking demand typically peaks overnight and parking demand from commercial uses peaks in the midday.

16-14 ASH ST. 82 55

69 81 68 82 BOX ST. 82 68 93 26 PAIDGE AVE. 82 77 89 COMMERCIAL ST. 82 82 73 81 CLAY ST. 26 69 89 93 4 68 73 82 82 77 86 81 26 14 82 89 1 69 77 81 55 27 82 DUPONT ST. 82 89 93 121 77 89 82 82 73 86 81 26 1 63 82 77 77 81 82 81 27 81 89 EAGLE ST. 89 93 26 77 89 49 118 82 69 73 26 93 26 MCGUINNESS BLVD. MCGUINNESS 63 82 77 77 1 81 26 1 55 89 FREEMAN ST. 51 26 89 50 93 1 93 11 82 11 82 82 26 49 118 63 82 77 89 119 26 19 1 77 26

77 77 68 81 93 55 NORTH HENRY ST. MANHATTAN AVE. MANHATTAN 89 89 GREEN ST. 68 89 82 89 93 82 26 63 82 69 77 89 49 49 118 KINGSLAND AVE. 26 19 93 26 118 77 77 81 55 26 55 82 68 89 HURON ST. 89 93 68 26 77 119 82 82 69 89 50 49118 26 19 93 77 77 81 26 81 INDIA ST. 89 89 119 50 93 93 82 26 77 89 51 49 118 26 19 93 119 50 77 77 81 81 89 68 89 JAVA ST. 26 82 89 93 93 55 77 119 49 118 89 50 26 19 93 26 26 118 68 69 77 49 81 81 KENT ST. 68 82 88 110 50 93 93 82 55 69 82 49 109 26 19 ST. PROVOST GREENPOINT AVE. 77 26 2 77 26 26 81 81 GREENPOINT AVE. 89 49 26 26 49 93 93 93 2 93 82 55 69 82 118 50 109 110 1 93 69 77 26 77 120

MILTON ST. ST. HUMBOLDT 82 22 69 89 26 89 120 26 19 81 82 50 81 81 93 55 93 MOULTRIE ST. 82 110 2 51 93 77 26 77 120 49 CALYER ST. WEST ST. WEST 60 81 JEWEL ST. DIAMOND ST. FRANKLIN ST. FRANKLIN NOBLE ST. 109 18 89 89 89 120 81 26 26 NEWEL ST. 81 2 40 82 89 50 91 93 82 55 79 110 81 91 ECKFORD ST. 69 91 26 93 74 LEONARD ST. 81 OAK ST. 3 93 82 79 79 74 81 26 79 26 49 MANHATTAN 93 82 77 50 MESEROLE AVE. 68 74 49 81 89 87 LORIMER ST. 118 93 77 74 110 CLIFFORD PL. 87 GUERNSEY ST. 109 81 84 82 2 91 68 50 120 79 AVE. 81 89 26 82 87 79 91 105 93 71 68 69 69 8 5 5 BANKER ST. 91 2 84 68 79 29 93 26 27 74 93 81 71 2 29 93 QUAY ST. 68 5 120 82 67 93 81 69 82 5 68 74 87 1 84 68 5 93 81 NORMAN AVE. 87 5 49 69 1 50

81 51 ST. HENRY NORTH

87 109 1 KINGSLAND AVE. KINGSLAND

29 ST. RUSSELL MONITOR ST. MONITOR 91 110 87 AVE. MORGAN 26 79 ST. SUTTON DOBBIN ST. 87 91 69 26 97 2 94 87 74 82 GEM ST. MCGUINNESS BLVD. 79 91 82 68 120 87 74 65 69 79 69 82 120 74 74 79 91 82 91 91 2 74 74 79 2 91 82 74 87 79 2 74 NORMAN AVE. 120 91 26 NORTH 15TH ST. 87 79 FRANKLIN ST. 91 74 26 69 87 120 NASSAU AVE. 69 50 49 79 87 74 87 82 87 74 87 69 2 79 91 110 109 69 82 82 82 69 74 87 82 79 1 69 82 69 21 91 109 74 87 68 49 82 82 82 26 87 82 1 69 79 72 82 74 87 79 NORTH 14TH ST. 2 91 91 69 1 91 91 79 91 79 69 68 26 87 91 79 83 26 79 79 26 KENT AVE. 2 2 69 26 91 NASSAU AVE. 79 91 72 83 1 91 NORTH 13TH ST. 82 79 29 29 50 83 69 1 72 82 119 69 NORTH 12TH69 ST. 79 83 AVE.68 68 91 26 74 74 74 69 82 26 26 74 29 74 WYTHE 69 26 26 DRIGGS AVE.

82 ST. HENRY NORTH 72 82 69 NORTH 11TH ST. L 87 87 87 ST. HUMBOLDT

EC MCGUINNESS BLVD. 87 87 68

E 83 69 68 1 GRAHAM AVE. ST. RUSSELL 87 87 87 87 O K 81 82 N 69 69 82 19 48 FO MANHATTAN AVE. A 61 81 93 69 R 81 82 82 89 R 81 69 D 93 93 NORTH 10TH ST. 77 93 D S 93 93 93 72 68 68 26 S 81 81 81 81 81

82 69 26 T. 93 83 69 T 85 74 68 69 DRIGGS AVE. . 93 BERRY ST.82 81 87 4 1 72 26 82 69 82 26 81 NORTH 9TH ST. 69 69 81 93 81 81 81 81 83 74 68 68 81 26 78 1 66 87 74 68 74 81 26 ENGERT AVE. 90 74 82 93 93 20 93 93 93 81 87 74 82 93 72 74 68 87 93 93 NORTH 8TH ST. 68 74 93 93 81 81 87 68 87 69 82 81 81 68 83 74 87 81 AVE. GRANDPARENTS 45 87 69 69 81 81 93 97 87 82 93 87 11 93 93 81 ST. MONITOR 72 94 74 NORTH 7TH ST. 74 74 74 BEDFORD AVE. 82 74 93 MEEKER AVE. 83 68 87 87 87 69 93 93 93 82 87 78 74 74 82 69 82 93 69 69 82 81 35 81 81 D 69 82 87 74 69 69 69 NEWTON ST. 39 MEEKER AVE. E 72 68 26 90 74 74 68 69 82 BAYARD81 ST. ST. HENRY NORTH 74 87 82 82 35 69 B 82 69 NORTH 6TH ST. 68 39 E 82 26 83 87 87 29 26 93 69 V 69 26 82 HERBERT ST. 93 O 26 78 74 93 IS 83 69 69 93 87 74 E NORTH 5TH ST. 74 87 68 22 72 A 26 95 90 57 81 81 87 82 69 V 83 83 87 68 74 39 E 57 78 69 69 29 . 83 78 82 68 69 EXPWY. 68 87 74 BROOKLYN-QUEENS 82 75 90 60 90 74 74 54 BAYARD ST. 35 69 L 93 35 29 81

90 78 63 82 E 82 93 81 RIVER ST. 1 74 NORTH 4TH ST. 87 39 93

68 1 87 89 O 82 83 1 78 87 74 82 77 82 69 60 68 57 69 69 N 39 82 87 90 57 22 77 A 35 39 68 69 R 82 78 74 68 HERBERT ST. 83 90 74 NORTH 3RD ST. 74 26 78 74 87 89 77 77 2 77 D 77 39 26 39 82 S 39 39 82 14 78 90 68 87 69 UNION AVE.

LORIMER ST. LORIMER RICHARDSO 1 87 26 90 87 RICHARDSON ST. T N ST. 87 . 68 63 68 68 78 68 ROEBLING ST. 2 89 89 26 90 78 82 68 69 89 35 35 68 70 1 METROPOLITAN AVE. 87 90 89 89 35 75 90 74 74 82 77 82 35 ST. HUMBOLDT 94 82 69 93 37 34 39 35 2 103 74 78 78 74 77 103 68 87 90 87 28 MANHATTAN AVE. 39 60 23 10 90 26 77 63 39 GRAHAM AVE. 39 74 14 87 90 68 87 74 69 77 14 NORTH 1ST ST. 26 78 87 FROST ST. 89 89 68 100 90 74 68 78 74 26 74 68 FROST ST. 47 90 90 82 89 93 35 35 35 72 26 87 90 87 78 87 78 87 89 63 78 68 68 69 89 39 35 37 34 39 35 93 99 90 74 77 39

KENT AVE. KENT 68 74 78 90 74 82 26 89 74 78 74 82 77 37 39 39 14 74 GRAND ST. 87 60 68 78 87 68 37 87 77 87 26 87 78 74 WITHERS ST. WITHERS ST. 72 90 26 78 26 34 34 83 68 68 26 90 90 90 74 93 93 35 35 35

29 74 26 60 74 87 87 89 WYTHE AVE. WYTHE 74 78 35 87 90 74 26 34 39 35 34 39 35 39 78 78 29 34 37 93 87 D SOUTH 1ST ST. 87 82 82 29 74 1 90 26 87 29 78 77 26 26 37 37 37 39 39 39 39 E 70 77 14 BE 14 77 60 29 74 90 74 JACKSON ST. 89 87 74 89 V 83 89 77 74 74 87 87 34 34 35 35 35 O

72 83 89 77 90 87 78 26 78 87 35 IS L E

68 93 L

87 37 O 34 37 34 35 37 34 39 39

BERRY ST. BERRY E 39 93 90 29 29 HAVEMEYER ST. 35 RD. A 90 R 97 60 74 87 O SOUTH 2ND77 ST. 48 IM 70 77 60 78 74 78 37 37 N 39 39 39 39

48 19 A 14 74 94 55 87 E

1 90 68 R

77 89 89 87 90 R SKILLMAN AVE. D 83 89 26 89 74 90 S

68 78 S

72 26 68 89 87 77 48 52 34 T 34 34 35 35 35 . 39 T WOODPOINT 19 FILLMORE PL. 26 74 36 33 37 . 26 89 26 34 39 37 34 39 35 93 39 77 87 74 60 SOUTH 3RD78 ST. 29 87 78 37 14 74 48 90 87 60 37 37 35 39 39 78 62 77 48 60 90 81 39 72 62 90 89 89 87 19 77 60 CONSELYEA ST. 26 90 89 2 14 1 26 34 34 34 35 35 77 89 74 HOPE ST. 36 33 35 78 87 74 60 37 34 39 49 104 115 50 39 SOUTH 4TH68 ST. 74 48 12 17 35 105 75 28 78 68 87 60 29 62 77 19 48 90 29 17 17 17 17 59 90 78 1 75 3 90 87 89 26 1 68 89 74 77 78 METROPOLITAN AVE. 90 87 63 1 19 106 38 74 1 1 19 38 19 38 19 38 78 89 87 74 74 29 77 74 48 1 63 73 36 3 78 77 1 33 36 33 36 78 89 90 19 74 9 90 MARCY AVE. 33 90 87 33 49 36 36 36 13 3 90 26 89 87 107 BEDFORD AVE. 1 75 77 104 50 76 AVE. UNION DEVOE ST. M 56 SOUTH 5TH68 ST. 19 90 9 89 77 26 33 33 33 78 SOUTH 6TH ST. 74 78 48 105 74 1 87 RODNEY ST. 90 78 75 19 DRIGGS AVE. 78 74 77 49 74 36 33 90 87 29 78 36 3 90 107 48 26 JUDGE ST. 77 29 87 104 50 HOPE ST.78 36 33 36 DUNHAM PL. 90 87 36 90 47 90 89 89 105 KEAP ST. 107 AINSLIE ST. 13 75 ROEBLING ST. 26 90 26 90 95 19 78 74 33 78 BROADWAY 78 115 19 33 36 93 49 77 78 56 90 48 90 GRAND ST. 87 74 36 33 26 3 26 78 78 26 36 OLIVE ST. 90 104 50 74 78 87 115 87 36 51 36 51 81 90 105 89 74 90 36 36 81 51 26 1 90 50 48 116 POWERS ST. 13 81 78 113 3 26 78 49 115 33 33 33 93 81 93 78 74 78 SOUTH 8TH ST. 89 1 78 81 93 1 49 BROADWAY 1 107 104 50 115 74 87 90 74 49 36 33 49 33 112 90 87 90 90 36 49 93 81 81 93 HAVEMEYER105 ST. 81 105 105 105

KENT AVE. 78 48 71 BORINQUEN PL. 81 93 81 116 GRAND ST. 93 49 84 74 78 74 90 78 104 50 104 50 104 50 WYTHE AVE. 78 78 90 89 112 50 1 87 SOUTH 9TH ST. 93 105 90 90 90 87 74 74 87 77 81 29 29 SOUTH 2ND ST. BERRY ST. 78 81 93 78 93 26 114 89 78 S. 1ST ST. 77 77 29 77 78 74 48 1 49 74 74 116 93 104 50 78 74 77 MAUJER ST. 81 93 93 26 26 90 87 93 78 50 106 87 90 90 89 89 89 BEDFORD AVE. 1 89 SOUTH 10TH ST. 66 49 90 26 105 105 MARCY AVE. 74 74 87 89 93 102 26 15 SOUTH 3RD ST. 87 78 74 74 74 78 77 93 112 112 26 74 74 77 77 29 105 77 64 87 87 87 87 TEN EYCK ST. 93 87 87 1 50 105 1 90 89 89 93 50 15 RODNEY ST. SOUTH 11TH ST. 26 81 SOUTH 4TH ST. 74 64 104 66 1 74 74 74 74 87 89 105 74 77 1 50 74 74 79 79 64104 87 87 87 74 1 93 93 15 KEAP ST. 87 87 80 80 78 1 STAGG ST. 80 87 DIVISION AVE. 64104 SOUTH 5TH ST. 87 91 91 78 26 71 74 74 26 74 74 78 74 74 87 52 92 80 44 87 87 80 29 74 79 79 93 26 84 15 87 1 87 87 90 CLYMER ST. 26 SCHOLES ST. 78 92 71 HOOPER ST. 93 80 80 74 91 91 92 65 74 MORTON ST. 26 80 84 74 74 48 74 87 80 87 87 RUSH ST. 92 92 DIVISION AVE.9 15 87 90 TAYLOR ST. LEE AVE. AVE. UNION RODNEY ST. 92 HEWES ST. MESEROLE ST.

HARRISON AVE. 74 87 WILSON ST. KEAP ST. MORTON ST. BEDFORD MONTROSE AVE.

AVE. ROSS ST. HOOPER ST. MAR

W CY JOHNSON AVE T

Legend: 21 Parking Regulation 1/4 Mile Radius From Projected Development Sites

Greenpoint-Williamsburg Rezoning EIS Figure 16-7a On-Street Parking Regulations Greenpoint-Williamsburg Rezoning EIS Figure 16-7b On-Street Parking Regulations Greenpoint-Williamsburg Rezoning EIS Figure 16-7c On-Street Parking Regulations Greenpoint-Williamsburg Rezoning EIS Chapter 16: Traffic and Parking

C. THE FUTURE WITHOUT THE PROPOSED ACTION (NO-ACTION)

Between 2003 and 2013, it is expected that traffic and parking demands in the study area would increase due to long-term background growth as well as development that could occur pursuant to existing zoning or approved BSA variances on 30 of the 76 projected development sites. Truck traffic is likely to decrease in keeping with the long-term downward trend in industrial activity in the area. Development on projected development sites is expected to consist of a total of approximately 866 new dwelling units and 68,500 square feet of new commercial/retail space. In order to forecast the future conditions without the proposed action (the No-Action condition), any residential development project with 200 or more new housing units and any development with a retail/commercial component listed in Table 1-1 in Chapter 1, “Project Description,” and Table 2-3 and shown in Figure 2-6 in Chapter 2, “Land Use, Zoning and Public Policy,” were considered, in addition to an annual background growth rate of one percent per year applied to existing traffic and parking demand for the 2003 through 2013 period. This background growth rate is applied to account for smaller projects and general increases in travel demand not attributable to specific development projects. Individual sites which would introduce fewer than 200 new dwelling units to the study area and have no retail component are assumed to be included in background growth. Although none of the projected development sites would include 200 or more new dwelling units, five sites have a proposed retail/commercial component and are considered separate No-Action sites. These include:

! On Site 3, located on the west side of West Street between Freeman and Green Streets, it is anticipated that a portion of the site would be developed with a 15,000 square-foot catering hall.

! Site 55, an L-shaped parcel in Greenpoint occupying the entire west side of Franklin Street between Kent Street and Greenpoint Avenue and approximately three-quarters of the block frontage on the north side of Greenpoint Avenue from Franklin Street toward West Street. At this location, approximately 12,000 square feet of an existing light manufacturing facility would be converted to retail.

! Site 102, located on the north side of North 11th Street mid-block between Driggs Avenue and Roebling Street in Williamsburg, where a 10,000 square foot warehousing facility would be converted for retail use. An existing 2,500 square foot auto care center on this site would remain in operation.

! Site 130, occupying the entire east side of Union Avenue between Richardson Street and Frost Street in Williamsburg, where an existing 27,500 square foot vacant industrial building would be converted for retail use.

! Site 207, located on the north side of North 6th Street east of Berry Street in Williamsburg, where an existing 4,000 square foot warehousing facility would be converted to retail use.

In addition to development on projected development sites, NYCDCP has identified four No-Action projects that are within the traffic study area or would generate vehicular traffic that would traverse the study area. These projects, described below, would introduce 1,596 new dwelling units and 70,399 square feet of new retail space.

! The Kedem Winery and Schaefer Brewery sites on the waterfront along Kent Avenue between South 8th and South 10 th Streets would be redeveloped into mixed-use residential and retail

16-15 Greenpoint-Williamsburg Rezoning EIS Chapter 16: Traffic and Parking

uses. The development of the Kedem site would consist of 450 new dwelling units and 26,900 square feet of retail/commercial space, while the Schaefer site would consist of 350 dwelling units and 12,400 square feet of retail/commercial space.

! The Domsey clothing warehouse at 431 Kent Avenue between South 8th and South 11 th Streets would be redeveloped into 540 dwelling units.

! 184 Kent Avenue, an existing 400,000 square foot partially converted industrial building within the proposed action area at Kent Avenue and North 3rd Street in Williamsburg, would be further converted to 256 dwelling units, approximately 27,124 square feet of retail/commercial space, and an accessory parking garage.

Traffic generated by these four No-Action development sites and by the five projected development sites discussed above was combined with existing traffic volumes and background growth for the 2003 through 2013 period to yield a 2013 No-Action traffic network. Figures 16-8 through 16-10 show the resulting AM, midday and PM peak hour traffic volumes at study area intersections in the 2013 future without the proposed action.

No-Action Changes to the Street Network

The New York City Department of Transportation has identified the need for the reconstruction of the Franklin Street/Kent Avenue corridor through Greenpoint and Williamsburg. The New York City Department of Design and Construction is the agency responsible for the design and construction of Franklin Street/Kent Avenue, and this project would likely be implemented during the 2003 to 2013 period. Therefore, the physical and operational changes to this corridor that would result from the reconstruction project, as identified in the NYCDDC/USDOT Kent Avenue/Franklin Street Reconstruction Design Report, have been incorporated into the 2013 No-Action traffic network. These changes, which affect two analyzed intersections, are described below.

! At the intersection of Franklin Street and Greenpoint Avenue, the existing westbound shared left-turn/through/right-turn lane would be split into an exclusive left-turn lane and a shared through-right turn lane. Parking would be eliminated on the north side of Greenpoint Avenue east and west of Franklin Street to facilitate this improvement.

! At the intersection of Franklin Street and Calyer Street, the southbound approach would be daylighted (i.e., curbside parking would be prohibited) in the AM peak hour, and the northbound approach would be daylighted in the PM peak hour. The following sections describe traffic and parking conditions in the future without the proposed action.

It should be noted that the New York State Department of Transportation (NYSDOT) is planning the reconstruction or replacement of the Kosciuszko Bridge. Several alternatives are currently being evaluated, some of which could result in changes to the street network. However, as the bridge and its approaches are located outside the study area for Greenpoint-Williamsburg, and as a preferred alternative has not yet been selected and the earliest possible start date for construction is in 2009, this project is not included in this analysis.

16-16 Greenpoint - Williamsburg Rezoning EIS Figure 16-8a 2013 No-Action Greenpoint Traffic Volumes - AM Peak Hour

ASH ST.

BOX ST. PAIDGE AVE. 6

11 34 50

89 17 17 84 6 COMMERCIAL ST. 39 44 22 51

17 6 CLAY ST. 17 17 22

11 11

68 17

100 44

6 11 11 95 0 11 11 39 11 6 DUPONT ST.

28 11

128

11 95

17 50 34 EAGLE ST. 6 28 6 6

33 39 28 5 39 28

150 6

50 39 77

22 11 39

117 11

28 33

6 31 87 44 47 84 50 BLVD. MCGUINNESS

FREEMAN ST.

11 39

139

1217

33 33

8 39 128 0 134

0 6 GREEN ST. 22 157 11 35 102 22

11 95

56 51 22

50 11 33

12 38

156 112

10 17 45 1536

179 11 6

51 0 0 133 32 55 39 45 33 6 HURON ST.

206

145

1096 44

11 167 168

11 73 11

6 6 INDIA ST. 22 89 6 16 56 28

22 50

11 89

6 73 33

5 66

150 212

44 1384

179 11

1 21

0 11 78 7 172 23 50 14 56 22 6 JAVA ST.

6 8

218

202

17 76 5

17 211

6 6 KENT ST.

6 11

PROVOST ST. PROVOST 11

17 36

66 12

0 204

39 1046 50

33 134 28

62 55 47

32 3 9 11 12 55 187 61 176 189 22 128 39 106 89 6 6 GREENPOINT AVE. 22

11 67 191 129 50

19 22 67 50

19 55 19 32

0 28

168

136 184

1312

13 321

MOULTRIE

WEST ST. 1 MILTON ST. 2

9 43 338 21 CALYER ST.

JEWEL ST. 16

314 10 45 DIAMOND ST. ST

22 1157 NOBLE ST. .

NEWEL ST.

91 73 38

360 140

ECKFORD ST. 67 1326 336 23

28 MANHATTAN AVE. LEONARD ST.

7 OAK ST. 39 43 1144 122 MESEROLE AVE. 80 39

368 LORIMER ST.

240 28 139

GUERNSEY ST.

CLIFFORD PL.

39 1360

84 BANKER 87 240 251 QUAY ST.

ST T 8 . 101 MCGUINESS

GRAHAM AVE. BLVD.

414

(WEST-BOUND) 318 67 602 MEEKER AVE. GEM ST. 11 28 84 50 101 834 262 NORTH 15TH ST. LEONARD ST. 56 EXPRESSWAY FRANKLIN ST. 106 MANHATTAN11 AVE. 106

408 34 240 MEEKER AVE. (EAST-BOUND) 30 DRIGGS AVE. 0 139 396 468 6 5 12 339 BROOKLYN-QUEENS HERBERT ST. 11 4 751 173 333 17 Legend: Analyzed Intersection (Signalized) 55 No-Action Sites Analyzed Intersection (Unsignalized) Greenpoint - Williamsburg Rezoning EIS Figure 16-8b

2013 No-Action Williamsburg Traffic Volumes - AM Peak Hour 3

396 12 11 4 NORTH 13TH ST.

33 218

17 128

333 21 BAYARD ST. 150 145 11 17 56 11 56 17

400 NORTH 12TH ST.

9 17

2 184 RICHARDSON ST.

229

10 330 UNION AVE.

407 12 66 FROST ST. LORIMER ST. NORTH 11TH ST. 22 22 20 56

22 229

15 33 50

179 WYTHE AVE. WYTHE

17 33 45 ROEBLING ST. ROEBLING

310 WITHERS ST.

424 21 11 NORTH 10TH ST.

128 6

263

BEDFORD AVE. BEDFORD 322

267

28 407 BERRY ST. BERRY 22 55 22

NORTH 9TH ST. 17 22 16

44 128 6 28

22 128 56 224 139

22 73 139

322 267 6 50 50 56 407 95 134 122 51 56 50 33 NORTH 8TH ST. 28 574

116 17

62 33

310

16 168

195 241 33 168 28

293 267 ST. HAVEMEYER 161

33 424 0 55 145

38 106 28 7 89

78 55 49 NORTH 7TH ST. 28 83 56 276 69

0 6 77 44

0 101 44

334 45

0 179 22 0 184 207 95 224 138 115 293 145

33 17 256 56 50 28

424 0 33 88

17 44 66 ST. KEAP 0 362 NORTH 6TH ST. 691

0 100

290 0 230 157 50 ST. RODNEY

0 0 44

172

282 272

29 395 0

39 27 78 219 33 50 100 17 50 0

33 89 0 35 NORTH 5TH ST. 73

46 55

16 389

289 60

5 55

225 0

166 55 0 17 55 77 HOPE ST.

271

282 17 11 55 28 55

395 28 49 133

84 33 212 235 AVE. MARCY

17 33 44 123 NORTH 4TH ST. 11

289

198 106

169

11 45 55 28

271 28 17 GRAND ST.

271 33 173

28 406

5 34 6 179 HOPE ST. 10 18 NORTH 3RD ST. 33 24 33 35 18

18 17

7 12

305 204

12 11

261 7 FILLMORE PL.

28 6 384 0

11 METROPOLITAN AVE. 33 39 28 11 173 22

6 HAVEMEYER ST. HAVEMEYER

6 44 44

261 0 18

401 17 NORTH 1ST ST.

6 RIVER ST. RIVER 6

0 288 GRAND ST. 104

17 181

17 6

384

17 56 279

22 39

11 0 0 92

0 271 SOUTH 1ST ST.

389

750 42

DRIGGS AVE. DRIGGS 726

SOUTH 2ND ST. AVE. MARCY 282 175 57 50 0

3 389 17

KENT AVE. KENT

310 SOUTH 3RD ST.

30 370

SOUTH 4TH ST.

310 370 17 11 BROADWAY

114 201

302 39

374 SOUTH 5TH ST.

1 188 380

6 159 33

374 SOUTH 6TH ST. ST. ROEBLING

10 AVE. DRIGGS

380 BEDFORD AVE. BEDFORD

366 BROADWAY

DUNHAM PL. DUNHAM LEE AVE.

. T Legend: ST. Analyzed Intersection (Signalized) 207 No-Action Sites Analyzed Intersection (Unsignalized) Greenpoint - Williamsburg Rezoning EIS Figure 16-9a 2013 No-Action Greenpoint Traffic Volumes - MD Peak Hour

ASH ST.

BOX ST. PAIDGE AVE. 6

6 33 28

28 73 11 6 33 44 COMMERCIAL ST. 22 6

33 6

17 6 CLAY ST. 6 39

28 11 0

50 11

39 84

17 50

0 17 6

78 22 6 22 27 22 11 DUPONT ST.

39 22

101

4 96

11 6 22 EAGLE ST. 11 55 44

11 17 12 51

45 27 0 39 34

112 33 39 77

22 6

11 135

28 44 28 6 33 106 44 50 74 55 BLVD. MCGUINNESS

FREEMAN ST.

67 12

106

28 39 1038

6 44 123 0 151

0 7 GREEN ST. 17 117

6 50 106 34 6

6 73

28 67 44

72 51 73

6 28 106 12 33 893

28 28

151 44 6 6 6 123 17 28 33 38 28 6 HURON ST.

146

117

11 1038

168 11 150

17 66 0

0 11 INDIA ST. 22 40

6 34 62 39 6

28 62 22

6 67 56 28

6 73

151 134

45 899

168 28

6 28

66 28 6 6 150 17 67 17 51 50 0 JAVA ST.

0 0

168

173

11 66 6

22 179

6 0 KENT ST.

0 11

PROVOST ST. PROVOST 95

11 6

0 73 201

73 56 50

985

39 98 123 51

28 17 80

35 38 0 11

147 241 11 55 55 224 50 173 84 168 36 0 11 GREENPOINT AVE. 17

34 167 40

6 67

11 11 35 64 69 801 22 33

11 73

156

150 213

22 309

MOULTRIE

WEST ST. 3 MILTON ST. 1

7 28 371 CALYER ST.

17 JEWEL ST. 17

299 6 85 DIAMOND ST. ST

11 1132 NOBLE ST. . NEWEL ST.

382 129 890 ECKFORD ST.

310 73 28

6 MANHATTAN AVE. LEONARD ST. 21 OAK ST. 33

102 31 1120 MESEROLE AVE. 85 22

361 LORIMER ST.

77 253 17

GUERNSEY ST.

CLIFFORD PL.

50 930

33 BANKER 86 253 272 QUAY ST.

ST T 6 . 6 MCGUINESS 36

GRAHAM AVE. BLVD.

385

(WEST-BOUND) 362 89 463 MEEKER AVE. GEM ST. 17 22 84 67 161 617 174 NORTH 15TH ST. LEONARD ST. EXPRESSWAY FRANKLIN ST. 28 112 MANHATTAN17 AVE. 144

308 240 36 MEEKER AVE. (EAST-BOUND) 15 6 128 DRIGGS AVE. 302 4906 8 12 391 BROOKLYN-QUEENS HERBERT ST. 6 6 517 393 118 17 Legend: Analyzed Intersection (Signalized) 55 No-Action Sites Analyzed Intersection (Unsignalized) Greenpoint-Williamsburg Rezoning EIS Figure 16-9b

2013 No-Action Williamsburg Traffic Volumes - MD Peak Hour 3

302 12 6 6 NORTH 13TH ST.

146

17 139 393 28 BAYARD ST.

5 131 78 63 88 55 47 13

308 NORTH 12TH ST.

11 22

17 134 RICHARDSON ST.

157 17 344 UNION AVE.

294 44 63 FROST ST. LORIMER ST. NORTH 11TH ST. 39 56 11 62

33 6 180

17 56

117 WYTHE AVE. WYTHE

10 22 22 ROEBLING ST. ROEBLING

333 WITHERS ST.

304 28 38 NORTH 10TH ST.

80 11

191 11

BEDFORD AVE. BEDFORD 327

273 22

33 309 BERRY ST. BERRY 28

78 34 95 56 22 44 NORTH 9TH ST. 28 11 22

11 97

62 185 84 62

22 62

327 273 11 62 33 44

309 44 84 84 39 95 17 45

NORTH 8TH ST. 44 399

62 39 11

56 318

11 207

150 28 130

190 44

310 256 ST. HAVEMEYER 168

112

39 287 0 50 117

50 95 34 11 11

95 89 66 NORTH 7TH ST. 72 78 39 337 67 0 17 106

0 22 28

112 330

0 39 130 134 95 190 0 44 207 95 78

310 89

28 28 245 72 39 22

287 0 28 101

0 67 67 ST. KEAP 28 386 NORTH 6TH ST. 665 0 17 73

28 84

352 119 33 ST. RODNEY 0 201 28

34 326

190 123

287 0 17 40 55 73 73 269 34 66 11 6 123

28 NORTH 5TH ST. 89 73 0

117 49

33 426

78 336

5 84 183 51 0 28 55 HOPE ST.

212 83

326 11 6 6 35 56 80

287 22 74 180

50 252 AVE. MARCY 22 196 39

24 52 106 NORTH 4TH ST. 6

330 130

134 6 6 62 22

22 332 GRAND ST.

207 55 186

6 304

1 33 17 192 HOPE ST. 12 29 NORTH 3RD ST. 33 28

34 6

7 6 51

363 9

3 22

320 67 FILLMORE PL.

33 5 268 6

34 METROPOLITAN AVE. 22 44 156 0 17 17

HAVEMEYER ST. HAVEMEYER 74

0 11 44

284 5 22

297 20 NORTH 1ST ST.

0 RIVER ST. RIVER 0 6

349 GRAND ST. 103

0 142

17 11

285

11 89 257

22 39 6 17

6 SOUTH 1ST ST. 98

6 343

297

509

42 5

DRIGGS AVE. DRIGGS 457

MARCY AVE. MARCY

366 SOUTH 2ND ST. 164 61 39

3 17 297 55

55 KENT AVE. KENT

316 SOUTH 3RD ST.

13 339

SOUTH 4TH ST. 10

316 11

339 11 BROADWAY

118 324

139 50

315 SOUTH 5TH ST.

11 200 17

339 187

84 28

315 SOUTH 6TH ST. ST. ROEBLING

11 AVE. DRIGGS

339 BEDFORD AVE. BEDFORD

314 BROADWAY

DUNHAM PL. DUNHAM LEE AVE.

. T Legend: ST. Analyzed Intersection (Signalized) 207 No-Action Sites Analyzed Intersection (Unsignalized) Greenpoint - Williamsburg Rezoning EIS Figure 16-10a 2013 No-Action Greenpoint Traffic Volumes - PM Peak Hour

ASH ST.

BOX ST. PAIDGE AVE. 6

11 44 28

38 6 17 98 78 44 COMMERCIAL ST. 44 17

67 6

11 CLAY ST.

6 17 16

28 61

6 12

33 73 61

0 6 104

6 6 6 17 39 33 6 DUPONT ST.

100

131

11 106 0 17 EAGLE ST. 11 99 56 28 28

5 44 33 44 45 33 0

117 33 34 33 89

11 20

22 155

56 33 6 93 201 28 115 149 101 BLVD. MCGUINNESS

FREEMAN ST.

117

44 227 1748

16 94 5 212 11

0 11 GREEN ST. 17 167

11 66 133 44 0

6 78

33 44 22

73 56

6 46

132 106

7 31 1051

22 22

223 227 6 100 0 5 34 57 39 56 44 5 HURON ST.

179

157

44 223 1686

28 255

11 133 6

5 6 INDIA ST. 22 73 0 27 104 58

22 44 50

17 93 61 39

5 85

162 190

22 975

47 5

17 28 198 138 6 267 17 29 18 50 50 11 JAVA ST.

212 227

113

150 6

28 289

6 6 KENT ST.

0 11

6 PROVOST ST. PROVOST

11 95

6 22

240 107

62 78 50

1388

44 158 141 62 41

40 34 93

6 6 109

261 280 17 55 68 249 28 184 62 145 62 0 6 GREENPOINT AVE. 22

11 61 184 190

24 11 41 67 63

139

39 874 6

11 95 106

190

152 240

32 437

MOULTRIE

WEST ST. 6 MILTON ST. 4

9 35 397 CALYER ST.

31 JEWEL ST. 10

436 10 84 DIAMOND ST. ST

17 1516 NOBLE ST. . NEWEL ST.

78 22

401 234 ECKFORD ST. 1007

453 73 28

1 MANHATTAN AVE. LEONARD ST. 14 OAK ST. 39

124 23 1491 MESEROLE AVE. 98 39

381 LORIMER ST.

106 370 1

GUERNSEY ST.

CLIFFORD PL.

39 1046

56 BANKER

370 247 141 QUAY ST.

ST T 12 . MCGUINESS 137

GRAHAM AVE. BLVD.

432

78 (WEST-BOUND) 574 MEEKER AVE. 602 123 GEM ST. 11 28 73 168 646 287 NORTH 15TH ST. LEONARD ST. EXPRESSWAY FRANKLIN ST. 33 89 MANHATTAN22 AVE. 145 529 57 457 MEEKER AVE. (EAST-BOUND) 14 DRIGGS AVE. 6 134 524 686 6

11 388 28 BROOKLYN-QUEENS HERBERT ST. 10 5 545 125 406 11 Legend: Analyzed Intersection (Signalized) 55 No-Action Sites Analyzed Intersection (Unsignalized) Greenpoint-Williamsburg Rezoning EIS Figure 16-10b

2013 No-Action Williamsburg Traffic Volumes - PM Peak Hour 3

524 11 10 5 NORTH 13TH ST.

56 262

11 101 406 29 BAYARD ST.

7 208 101 40 68 38 39 9

529 NORTH 12TH ST.

12 11

11 212 RICHARDSON ST.

272

19 367 UNION AVE.

510 39 119 FROST ST. LORIMER ST. NORTH 11TH ST. 22 39 8 84

267

7 67 50

201 WYTHE AVE. WYTHE

8 25 28 ROEBLING ST. ROEBLING 359 WITHERS ST.

518 21 30 NORTH 10TH ST.

278 136

363 BEDFORD AVE. BEDFORD

323 44

39 509 BERRY ST. BERRY 16 83 51

NORTH 9TH ST. 28 30 12

40 139 28 28

136 56 250 89 78

29 67 363

334 33

17 33 44 509 44 84 78 17 67 44 35 NORTH 8TH ST. 22 584

123

39 39 33

27 398

217 22 234

272 147

22 50

375 89 HAVEMEYER ST. HAVEMEYER

334 67

33 515

5 33 119 50 54 10 11

44 NORTH 7TH ST. 80 11 469 22 56 33 95

0 17 89 112 78

0 17 22 387 28 152

4 222 78 274 0 28 207 112 95

375 95 22 329 62 33 22 515 54 49 95

0 88 110 ST. KEAP 17 498 NORTH 6TH ST. 1078 0 22

101

27 370 55 ST. RODNEY

0 0 285 22 119

177 38 353

361 56

33 487

12 17 73 33 62 56 385 33 NORTH 5TH ST. 22 73 44 11 6 139

5 106

67 33

22 571

39 416

0 61 268

182 80

6 22

17 73

22 135 HOPE ST. 361 11 2 348 30 44 68

493 17 63 228

50 AVE. MARCY 22 262 352 56

35 97 134 NORTH 4TH ST. 28

376

177 184

207

11 67

89 22 22 17 370 GRAND ST.

361 50 263

28 482

18 39 22 HOPE ST. NORTH 3RD ST. 28 263 6 29 46 33

1 17 51 11

393

17 166

18 25

44364 FILLMORE PL.

33 6

461 0

49 22

318 METROPOLITAN AVE. 28 51

63 . 0

0 40 64 ST. HAVEMEYER

362 0 12

510 31 NORTH 1ST ST.

11 RIVE 0

6 371 GRAND ST. 229

11 289

17 6

504

22 78 271

28 56 0 11

122

11 6 360 SOUTH 1ST ST.

516

696

DRIGGS AVE. DRIGGS

11 446

SOUTH 2ND ST. AVE. MARCY 382 216 72 3

46 11 516 23

KENT AVE. KENT

370 SOUTH 3RD ST.

18 518

SOUTH 4TH ST. 30

370 33

518 17 BROADWAY

165 201

614 84

367 SOUTH 5TH ST.

10 402

525 239 22

62 28

367 SOUTH 6TH ST. ST. ROEBLING

25 AVE. DRIGGS

525 BEDFORD AVE. BEDFORD

355 BROADWAY

DUNHAM PL. DUNHAM LEE AVE. .

Legend: ST. ST Analyzed Intersection (Signalized) 207 No-Action Sites Analyzed Intersection (Unsignalized) Greenpoint-Williamsburg Rezoning EIS Chapter 16: Traffic and Parking

Vehicular Traffic

Tables 16-4 and 16-5 show traffic conditions at signalized and unsignalized intersections, respectively, in the future without the proposed action. As shown in Tables 16-4 and 16-5, with continued growth in travel demand, intersections that were congested under existing conditions would worsen, and there would be additional locations that would become congested in one or more peak hours by 2013. However, some locations that exhibit congestion in the Existing condition would not be congested in the No-Action condition due to the corridor improvements identified in the Kent Avenue/Franklin Street Reconstruction Design Report, as discussed above.

Signalized Intersections

Table 16-4 shows that in the 2013 future without the proposed action, six signalized intersections would experience congestion on one or more approaches in the AM peak hour, two in the midday, and 11 in the PM peak hour. This compares with four, three and eight congested intersections during these respective periods under existing conditions. In 2013, there would be several signalized intersections with one or more movements with a v/c ratio of 1.00 or greater. In the AM peak hour, there would be one such intersection versus none under existing conditions. There would be no such intersections in the midday peak hour (one existing) and six during the PM (three existing). As shown in Table 16-4, the LOS E conditions on the westbound approach at the intersection of Franklin Street and Greenpoint Avenue would have improved to LOS C or better in the future without the proposed action with the introduction of an exclusive westbound left-turn lane as part of the Kent Avenue/Franklin Street Reconstruction project.

Unsignalized Intersections

As shown in Table 16-5, all analyzed unsignalized intersections within the study area would continue to operate without congestion in all peak hours in the 2013 future without the proposed action.

Parking

Off-Street Parking

In the future without the proposed action, new developments expected to be completed by 2013 would generate new demand for parking spaces in the study area. These projects would conform with parking requirements put forth in the NYC Zoning Resolution, and it is therefore anticipated that this demand would be met by the addition of accessory parking spaces planned as part of these new developments.

On-Street Parking

In the future without the proposed action, it anticipated that demand for on-street parking would increase due to new developments and general background growth. Some existing capacity may be displaced as curbside regulations are adjusted to accommodate new developments and changes in curbside usage; for example, the USDOT Kent Avenue/Franklin Street Reconstruction Design Report recommends daylighting at various key intersections to improve traffic flow. In general, it is anticipated that in established commercial areas with high parking turnover, such as the vicinity of Manhattan Avenue and Greenpoint Avenue, or Bedford Avenue and North 7th Street, curbside parking supply would continue to be heavily utilized in the future without the proposed action, while parking supply in other parts of the

16-17 TABLE 16-4 2013 No-Action Traffic Conditions at Signalized Intersections

AM Peak Hour MD Peak Hour PM Peak Hour 2003 Existing 2013 No-Action 2003 Existing 2013 No-Action 2003 Existing 2013 No-Action Lane V/C DELAY LOS V/C DELAY LOS V/C DELAY LOS V/C DELAY LOS V/C DELAY LOS V/C DELAY LOS Intersection Group RATIO (SEC/VEH) RATIO (SEC/VEH) RATIO (SEC/VEH) RATIO (SEC/VEH) RATIO (SEC/VEH) RATIO (SEC/VEH)

Franklin Street (N-S) @ NB-LT 0.12 7.4 A 0.13 7.5 A 0.11 7.4 A 0.12 7.5 A 0.07 7.0 A 0.10 7.3 A Dupont Street (E-W) SB-TR 0.08 7.2 A 0.09 7.3 A 0.09 7.2 A 0.09 7.3 A 0.07 7.1 A 0.10 7.3 A EB-LR 0.06 14.1 B 0.07 14.2 B 0.11 14.8 B 0.13 15.0 B 0.04 13.8 B 0.07 14.2 B WB-LTR 0.15 15.2 B 0.17 15.4 B 0.15 15.0 B 0.16 15.2 B 0.10 14.4 B 0.21 16.3 B

Franklin Street (N-S) @ NB-TR 0.11 7.4 A 0.12 7.5 A 0.16 7.8 A 0.18 8.0 A 0.14 7.6 A 0.15 7.7 A Eagle Street (EB) SB-LT 0.16 7.8 A 0.18 8.0 A 0.17 7.9 A 0.19 8.1 A 0.17 7.8 A 0.19 8.0 A EB-LTR 0.14 14.3 B 0.16 14.4 B 0.11 14.1 B 0.12 14.2 B 0.12 14.2 B 0.14 14.3 B

Franklin Street (N-S) @ NB-TR 0.28 9.0 A 0.31 9.3 A 0.26 8.7 A 0.28 9.0 A 0.28 8.9 A 0.31 9.2 A Green Street (EB) SB-LT 0.29 9.1 A 0.32 9.5 A 0.27 8.9 A 0.30 9.2 A 0.35 9.6 A 0.39 10.0 A EB-LTR 0.14 14.3 B 0.17 14.5 B 0.19 14.6 B 0.21 14.8 B 0.24 15.0 B 0.27 15.2 B

Franklin Street (N-S) @ NB-LT 0.25 8.5 A 0.28 8.8 A 0.25 8.7 A 0.28 9.0 A 0.20 7.9 A 0.29 9.0 A Huron Street (WB) SB-TR 0.22 8.3 A 0.24 8.5 A 0.22 8.3 A 0.24 8.5 A 0.27 8.5 A 0.39 10.1 B WB-LTR 0.28 16.9 B 0.31 17.3 B 0.24 16.3 B 0.27 16.7 B 0.24 15.8 B 0.37 18.4 B

Franklin Street (N-S) @ NB-LT 0.33 9.4 A 0.37 9.8 A 0.35 9.7 A 0.39 10.2 B 0.37 9.8 A 0.41 10.3 B Java Street (WB) SB-TR 0.27 8.7 A 0.30 9.0 A 0.26 8.7 A 0.29 9.0 A 0.40 10.1 B 0.44 10.7 B WB-LTR 0.31 17.5 B 0.34 18.0 B 0.32 17.7 B 0.36 18.4 B 0.29 17.3 B 0.34 18.0 B

Franklin Street (N-S) @ NB-LTR 0.57 13.3 B 0.63 14.9 B 0.67 16.3 B 0.74 19.3 B 0.62 14.4 B 0.69 16.4 B Greenpoint Avenue (E-W) SB-LTR 0.40 10.5 B 0.45 11.2 B 0.37 10.2 B 0.44 11.4 B 0.47 11.2 B 0.52 12.2 B EB-LTR 0.28 15.3 B 0.31 15.6 B 0.16 14.4 B 0.18 14.6 B 0.26 15.2 B 0.29 15.4 B WB-LTR 0.98 72.1 E * WB-L 0.54 18.6 B 1.02 77.5 E * WB-L 0.64 21.3 C 1.03 76.8 E * WB-L 0.62 20.4 C WB-TR 0.34 15.8 B WB-TR 0.39 16.1 B WB-TR 0.42 16.3 B

Franklin Street (N-S) @ NB-LT 0.52 11.7 B 0.58 12.7 B 0.59 13.1 B 0.65 14.7 B 0.51 11.3 B 0.56 12.2 B Noble Street (WB) SB-TR 0.42 10.1 B 0.46 10.6 B 0.48 11.2 B 0.53 12.1 B 0.52 11.4 B 0.58 12.4 B WB-LTR 0.12 14.5 B 0.13 14.6 B 0.07 14.0 B 0.08 14.1 B 0.11 14.5 B 0.13 14.6 B

Franklin Street (N-S) @ NB-LTR 0.79 22.8 C 0.61 19.7 B 0.75 20.3 C 0.84 26.9 C 0.83 26.2 C 0.36 7.0 A Calyer Street (E-W) SB-LTR 0.87 31.6 C 0.61 6.3 A 0.80 25.0 C 0.90 37.0 D 0.86 28.2 C 0.88 27.1 C

Franklin Street (N-S) @ NB-T 0.65 15.1 B 0.74 18.4 B 0.69 17.0 B 0.77 20.5 C 0.70 17.3 B 0.78 20.9 C Quay Street (EB) SB-T 0.39 10.2 B 0.43 10.8 B 0.49 12.1 B 0.54 13.2 B 0.56 12.8 B 0.62 14.1 B EB-LR 0.36 18.5 B 0.40 19.3 B 0.16 15.4 B 0.17 15.5 B 0.47 21.0 C 0.52 22.4 C

Kent Avenue (N-S) @ NB-LTR 0.41 11.3 B 0.47 10.1 B 0.51 13.0 B 0.57 14.5 B 0.51 12.8 B 0.58 14.5 B Metropolitan Avenue (E-W) SB-LTR 0.27 9.0 A 0.30 7.3 A 0.21 8.4 A 0.24 8.7 A 0.29 9.1 A 0.33 9.5 A EB-LTR 0.08 33.8 C 0.10 37.9 D 0.02 33.2 C 0.03 33.3 C 0.01 33.1 C 0.01 33.1 C WB-LTR 0.03 33.2 C WB-DfL 0.06 37.4 D 0.42 38.2 D 0.47 39.0 D 0.33 36.9 D 0.45 38.8 D WB-TR 0.04 37.2 D

Kent Avenue (N-S) @ NB-TR 0.27 8.2 A 0.31 6.1 A 0.43 10.3 B 0.48 11.1 B 0.28 8.3 A 0.32 8.6 A South 3rd Street (EB) SB-LT 0.32 8.6 A 0.32 6.2 A 0.49 11.3 B 0.55 12.4 B 0.79 21.0 C 0.92 33.7 C *

Manhattan Avenue (N-S) @ NB-TR 0.19 11.0 B 0.21 11.2 B 0.19 11.0 B 0.21 11.2 B 0.14 10.5 0.16 10.7 B Clay Street (EB) SB-LT 0.15 10.6 B 0.17 10.8 B 0.11 10.2 B 0.12 10.3 B 0.13 10.4 B 0.15 10.6 B EB-LTR 0.13 21.0 C 0.15 21.2 C 0.12 20.8 C 0.14 21.0 C 0.11 20.8 C 0.13 21.0 C

Manhattan Avenue (N-S) @ NB-TR 0.36 13.0 B 0.40 13.5 B 0.30 12.2 B 0.34 12.7 B 0.31 12.3 B 0.34 12.7 B India Street (EB) SB-LT 0.27 11.7 B 0.30 12.1 B 0.28 12.0 B 0.31 12.4 B 0.30 12.1 B 0.34 12.5 B EB-LTR 0.27 22.9 C 0.29 23.4 C 0.31 23.8 C 0.34 24.5 C 0.42 26.2 C 0.46 27.3 C

16-18 TABLE 16-4 2013 No-Action Traffic Conditions at Signalized Intersections (Continued)

AM Peak Hour MD Peak Hour PM PEAK HOUR 2003 Existing 2013 No-Action 2003 Existing 2013 No-Action 2003 Existing 2013 No-Action Lane V/C DELAY LOS V/C DELAY LOS V/C DELAY LOS V/C DELAY LOS V/C DELAY LOS V/C DELAY LOS Intersection Group RATIO (SEC/VEH) RATIO (SEC/VEH) RATIO (SEC/VEH) RATIO (SEC/VEH) RATIO (SEC/VEH) RATIO (SEC/VEH)

Manhattan Avenue (N-S) @ NB-LTR 0.42 19.1 B 0.47 19.9 B 0.52 21.5 C 0.58 23.2 C 0.55 22.1 C 0.62 23.9 C Greenpoint Avenue (E-W) SB-LTR 0.34 18.0 B 0.38 18.7 B 0.34 17.8 B 0.38 18.4 B 0.36 18.0 B 0.40 18.6 B EB-LT 0.39 18.9 B 0.44 19.7 B 0.29 17.1 B 0.33 17.7 B 0.36 18.3 B 0.40 19.0 B EB-R 0.05 14.4 B 0.05 14.4 B 0.06 14.5 B 0.07 14.6 B 0.08 14.8 B 0.09 14.9 B WB-LTR 0.43 19.3 B 0.47 20.1 C 0.69 26.6 C 0.79 32.4 C 0.56 22.0 C 0.63 23.9 C

Manhattan Avenue (N-S) @ NB-LT 0.16 10.7 B 0.18 10.9 B 0.27 22.6 C 0.29 23.0 C 0.15 10.6 B 0.17 10.7 B Driggs Avenue (WB) SB-TR 0.21 11.3 B 0.23 11.5 B 0.34 23.8 C 0.37 24.5 C 0.26 11.7 B 0.29 12.0 B WB-TR 0.72 33.9 C 0.80 38.4 D 0.42 13.7 B 0.46 14.4 B 0.84 41.6 D 0.93 53.4 D *

McGuinness Boulevard (N-S) @ NB-TR 0.89 27.4 C 0.99 41.7 D * 0.58 16.3 B 0.65 17.7 B 0.62 17.0 B 0.69 18.6 B Green Street (EB) SB-L 0.81 79.6 E * 0.89 98.6 F * 0.33 16.5 B 0.43 20.8 C 0.40 19.0 B 0.52 26.2 C SB-T 0.52 14.7 B 0.57 15.6 B 0.46 13.9 B 0.51 14.6 B 0.67 17.6 B 0.75 19.6 B EB-LTR 0.58 41.5 D 0.65 44.2 D 0.59 42.2 D 0.65 44.8 D 0.65 44.4 D 0.71 47.5 D

McGuinness Boulevard (N-S) @ NB-TR 0.82 22.1 C 0.91 28.7 C * 0.56 14.7 B 0.62 15.9 B 0.58 15.1 B 0.64 16.4 B India Street (EB) SB-L 0.39 24.3 C 0.63 55.9 E * 0.25 13.3 B 0.32 15.6 B 0.13 10.9 B 0.18 12.1 B SB-T 0.45 12.8 B 0.50 13.5 B 0.44 12.7 B 0.49 13.4 B 0.63 15.6 B 0.71 17.2 B EB-LTR 0.40 37.9 D 0.45 39.0 D 0.19 33.1 C 0.21 33.4 C 0.25 33.9 C 0.28 34.3 C

McGuinness Boulevard (N-S) @ NB-L 0.36 20.0 B 0.47 26.0 C 0.45 23.6 C 0.60 34.8 C 0.69 53.3 D 1.01 138.8 F * Greenpoint Avenue (E-W) NB-TR 0.77 22.8 C 0.86 27.1 C 0.56 17.4 B 0.62 18.6 B 0.61 18.4 B 0.68 20.0 B SB-L 0.60 44.1 D 0.95 126.4 F * 0.28 16.4 B 0.36 19.3 B 0.43 21.7 C 0.57 30.4 C SB-TR 0.53 16.5 B 0.58 17.5 B 0.49 15.9 B 0.54 16.7 B 0.64 18.4 B 0.71 20.2 C EB-LTR 0.42 32.4 C 0.47 33.4 C 0.23 29.1 C 0.28 29.9 C 0.52 34.9 C 0.56 35.7 D WB-LTR 0.54 34.9 C 0.60 36.9 D 0.67 38.5 D 0.74 41.9 D 0.71 40.4 D 0.80 45.8 D

McGuinness Boulevard (N-S) @ NB-TR 0.77 21.0 C 0.85 24.7 C 0.65 17.9 B 0.72 19.8 B 0.66 18.0 B 0.73 20.1 C Calyer Street (EB) SB-L 0.58 43.3 D 0.85 98.2 F * 0.49 23.2 C 0.66 36.3 D 0.47 21.9 C 0.62 32.9 C SB-T 0.73 20.0 B 0.81 23.0 C 0.71 19.3 B 0.79 22.1 C 0.59 15.9 B 0.66 17.3 B EB-LTR 0.73 48.4 D 0.84 57.5 E * 0.58 40.9 D 0.64 43.5 D 0.87 59.9 E * 0.96 74.8 E *

McGuinness Boulevard (N-S) @ NB-L 0.24 9.6 A 0.32 12.7 B 0.28 10.4 B 0.38 14.4 B 0.38 17.3 B 0.43 19.9 B Meserole Avenue (WB) NB-T 0.75 13.8 B 0.83 16.9 B 0.51 9.1 A 0.57 9.9 A 0.58 10.0 A 0.64 11.1 B SB-TR 0.64 11.0 B 0.71 12.5 B 0.61 10.4 B 0.68 11.7 B 0.80 15.3 B 0.89 20.6 C WB-LTR 0.68 50.0 D 0.75 54.7 D 0.65 49.4 D 0.72 54.0 D 0.82 65.3 E * 0.92 83.8 F *

McGuinness Boulevard (N-S) @ NB-L 0.10 22.8 C 0.11 22.9 C 0.05 22.2 C 0.06 22.3 C 0.06 22.3 C 0.06 22.4 C Meeker Avenue (WB) NB-T 0.45 12.0 B 0.50 12.6 B 0.34 10.8 B 0.38 11.2 B 0.35 10.9 B 0.39 11.4 B SB-T 0.55 46.6 D 0.60 48.0 D 0.64 49.3 D 0.70 51.6 D 0.95 74.1 E * 1.05 99.0 F * SB-R 0.04 39.0 D 0.05 39.1 D 0.06 39.4 D 0.07 39.5 D 0.04 39.0 D 0.05 39.1 D WB-LTR 0.58 37.6 D 0.64 38.9 D 0.51 36.2 D 0.56 37.3 D 0.57 37.4 D 0.63 38.7 D

Humboldt Street (N-S) @ NB-TR 0.81 38.0 D 0.90 44.1 D 0.54 29.2 C 0.59 30.5 C 0.59 30.4 C 0.65 32.0 C Meeker Avenue (EB) SB-LT 0.61 48.3 D 0.67 50.3 D 0.65 49.5 D 0.72 52.1 D 1.03 93.1 F * 1.14 129.8 F * EB-LTR 0.52 36.4 D 0.57 37.4 D 0.50 36.0 D 0.55 37.0 D 0.69 40.3 D 0.76 42.7 D

16-19 TABLE 16-4 2013 No-Action Traffic Conditions at Signalized Intersections (Continued)

AM Peak Hour MD Peak Hour PM Peak Hour 2003 Existing 2013 No-Action 2003 Existing 2013 No-Action 2003 Existing 2013 No-Action Lane DELAY LOS V/C DELAY LOS V/C DELAY LOS V/C DELAY LOS V/C DELAY LOS V/C DELAY LOS Intersection Group (SEC/VEH) RATIO (SEC/VEH) RATIO (SEC/VEH) RATIO (SEC/VEH) RATIO (SEC/VEH) RATIO (SEC/VEH)

Bedford Avenue (NB) @ NB-LTR 0.22 23.4 C 0.24 23.7 C 0.34 25.1 C 0.37 25.7 C 0.34 25.2 C 0.38 25.7 C Broadway (E-W) EB-LT 0.08 15.2 B 0.10 15.4 B 0.09 15.4 B 0.11 15.5 B 0.11 15.5 B 0.13 15.7 B WB-T 0.13 15.7 B 0.15 15.9 B 0.10 15.4 B 0.11 15.5 B 0.18 16.2 B 0.23 16.8 B

Driggs Avenue (SB) @ SB-LT 0.37 9.0 A 0.41 9.5 A 0.29 8.1 A 0.32 8.5 A 0.37 9.0 A 0.42 9.6 A North 7th Street (EB) EB-TR 0.70 44.5 D 0.77 49.7 D 0.70 44.9 D 0.77 50.3 D 0.50 36.0 D 0.55 37.7 D

Driggs Avenue (SB) @ SB-LTR 0.18 19.5 B 0.20 19.7 B 0.16 19.2 B 0.17 19.4 B 0.51 26.3 C 0.56 27.8 C Metropolitan Avenue (E-W) EB-TR 0.31 21.8 C 0.38 23.1 C 0.40 23.6 C 0.45 24.7 C 0.55 27.6 C 0.62 29.7 C WB-LT 0.28 21.5 C 0.33 22.4 C 0.44 25.3 C 0.50 27.0 C 0.63 31.8 C 0.78 41.3 D

Driggs Avenue (SB) @ SB-LTR 0.22 20.6 C 0.24 20.9 C 0.17 20.0 B 0.19 20.2 C 0.31 21.7 C 0.34 22.2 C Grand Street (E-W) EB-TR 0.11 19.5 B 0.13 19.7 B 0.12 19.6 B 0.13 19.7 B 0.13 19.8 B 0.15 20.0 B WB-LT 0.10 19.2 B 0.11 19.4 B 0.11 19.5 B 0.12 19.7 B 0.24 21.5 C 0.27 22.0 C

Roebling Street (N-S) @ NB-LTR 0.18 26.6 C 0.20 26.8 C 0.14 26.1 C 0.15 26.2 C 0.24 27.3 C 0.27 27.6 C Metropolitan Avenue (E-W) SB-LT 0.26 27.5 C 0.29 27.9 C 0.20 26.8 C 0.22 27.1 C 0.17 26.5 C 0.19 26.7 C SB-R 0.03 25.0 C 0.03 25.0 C 0.01 24.8 C 0.02 24.9 C 0.06 25.3 C 0.07 25.4 C EB-LTR 0.26 14.5 B 0.32 15.3 B 0.28 14.7 B 0.31 15.2 B 0.37 15.9 B 0.41 16.6 B WB-LTR 0.67 25.0 C 0.78 32.2 C 0.74 28.9 C 0.84 37.7 D 0.85 37.5 D 1.00 65.5 E *

Havemeyer Street (NB) @ NB-LR 0.25 27.4 C 0.28 27.8 C 0.28 27.8 C 0.31 28.2 C 0.37 28.9 C 0.40 29.4 C Metropolitan Avenue (E-W) EB-T 0.28 14.7 B 0.34 15.6 B 0.29 14.8 B 0.32 15.2 B 0.41 16.7 B 0.46 17.5 B WB-T 0.27 14.3 B 0.31 14.6 B 0.51 18.5 B 0.56 19.8 B 0.60 20.6 C 0.70 23.5 C

Marcy Avenue (SB) @ EB-TR 0.47 37.3 D 0.56 39.4 D 0.63 41.5 D 0.70 44.1 D 0.63 40.5 D 0.70 42.7 D Metropolitan Avenue (E-W) WB-L 0.99 52.6 D * 1.09 83.7 F * 0.79 24.1 C 0.88 30.9 C 1.03 59.2 E * 1.14 97.2 F * WB-TR 0.32 0.7 A 0.36 0.8 A 0.33 0.7 A 0.37 0.9 A 0.31 0.5 A 0.35 0.6 A

Union Avenue (N-S) @ NB-LTR 0.90 66.2 E * 0.99 85.8 F * 0.90 67.2 E * 0.99 86.8 F * 0.87 68.2 E * 0.97 87.6 F * Metropolitan Avenue (E-W) SB-LTR 0.58 42.2 D 0.64 44.7 D 0.66 45.8 D 0.73 49.7 D 0.36 34.8 C 0.40 35.5 D EB-LTR 0.47 14.0 B 0.55 15.8 B 0.56 16.1 B 0.63 17.9 B 0.69 19.3 B 0.76 22.6 C WB-LTR 0.84 28.6 C 0.94 41.4 D * 0.60 16.8 B 0.67 19.0 B 0.71 19.7 B 0.81 25.1 C

Roebling Street (N-S) @ NB-L 0.02 14.4 B 0.05 14.9 B 0.10 15.5 B 0.18 17.7 B 0.19 18.3 B 0.26 20.9 C Broadway (E-W) NB-R 0.07 14.8 B 0.08 14.9 B 0.03 14.4 B 0.04 14.5 B 0.04 14.6 B 0.05 14.6 B SB-LT 0.42 18.3 B 0.65 22.5 C 0.38 17.8 B 0.61 21.6 C 0.66 22.7 C 0.72 24.0 C EB-TR 0.50 35.0 C 0.61 38.5 D 0.87 58.7 E * 0.97 77.0 E * 0.93 67.7 E * 1.06 100.6 F * WB-LT 0.26 28.8 C 0.31 29.5 C 0.33 30.0 C 0.40 31.2 C 0.86 90.5 F * WB-DfL 1.19 193.9 F * 0.41 32.1 C WB-T 0.50 34.2 C

16-20 TABLE 16-5 2013 No-Action Traffic Conditions at Unsignalized Intersections

West Street (N-S) @ WB-LR 0.05 9.2 A 0.06 9.2 A 0.06 9.1 A 0.07 9.1 A 0.12 9.2 A 0.14 9.3 A Freeman Street (WB)

West Street (N-S) @ NB-LTR 0.01 7.4 A 0.01 7.4 A 0.00 7.5 A 0.00 7.5 A NB-LT 0.00 7.4 A NB-LT 0.00 7.4 A Green Street (E-W) SB-LTR 7.6 A 0.01 7.7 A 0.00 7.6 A 0.00 7.6 A 0.01 7.5 A 0.01 7.5 A EB-LTR 0.03 9.3 A 0.03 9.4 A 0.01 9.7 A 0.02 9.7 A 0.02 10.0 A 0.03 10.2 B

West Street (N-S) @ NB-LT 7.4 A 0.00 7.5 A 0.00 7.5 A 0.00 7.5 A 0.00 7.4 A 0.00 7.4 A Huron Street (E-W) EB-LR 0.01 9.0 A 0.01 9.1 A 0.01 9.4 A 0.01 9.5 A 0.02 9.3 A 0.02 9.3 A WB-LTR 0.06 9.8 A 0.07 10.0 A 0.06 9.5 A 0.07 9.6 A 0.07 10.3 B 0.08 10.5 B

West Street (N-S) @ NB-LTR 0.01 7.5 A 0.01 7.5 A 0.00 7.6 A 0.00 7.6 A 0.01 7.5 A 0.01 7.6 A India Street (E-W) SB-LTR 0.01 7.4 A 0.01 7.4 A 0.01 7.7 A 0.01 7.7 A 0.01 7.6 A 0.01 7.5 A EB-LTR 0.02 9.8 A 0.02 10.0 A 0.02 10.0 A 0.02 10.2 B 0.01 9.9 A 0.02 10.1 B

West Street (N-S) @ NB-LTR 0.01 7.4 A 0.01 7.5 A 0.01 7.7 A 0.01 7.7 A 0.00 7.6 A 0.00 7.6 A Kent Street (E-W) SB-LTR 0.01 7.5 A 0.01 7.6 A 0.01 7.6 A 0.01 7.6 A 0.00 7.5 A 0.00 7.5 A EB-LTR 0.02 10.2 B 0.02 10.4 B 0.01 9.9 A 0.01 10.0 A 0.01 10.0 A 0.02 10.1 B

West Street (N-S) @ NB-LTR 0.01 7.4 A 0.01 7.4 A 0.01 7.6 A 0.01 7.6 A 0.00 7.5 A 0.00 7.5 A Greenpoint Avenue (E-W) SB-LTR 0.04 7.4 A 0.05 7.5 A 0.02 7.7 A 0.02 7.7 A 0.03 7.6 A 0.03 7.6 A EB-LT 0.02 10.8 B 0.02 11.1 B 0.00 10.7 B 0.01 11.0 B 0.01 11.6 B 0.01 12.0 B EB-TR 0.01 10.3 B 0.01 10.6 B 0.01 9.1 A 0.02 9.3 A 0.02 9.9 A 0.02 10.0 A WB-LT 0.04 11.0 B 0.05 11.4 B 0.08 10.8 B 0.10 11.1 B 0.06 11.7 B 0.07 12.2 B WB-TR 0.07 9.4 A 0.08 9.5 A 0.03 9.4 A 0.03 9.5 A 0.06 9.6 A 0.06 9.8 A

Franklin Street (N-S) @ NB-L 0.01 9.4 A 0.01 9.5 A 0.01 7.4 A 0.01 7.4 A 0.01 9.3 A 0.01 9.4 A Commercial Street (E-W) NB-R 0.07 8.7 A 0.07 8.8 A 0.03 9.5 A 0.03 9.6 A 0.06 8.6 A 0.06 8.7 A WB-LT 0.03 7.5 A 0.03 7.5 A 0.06 9.4 A 0.07 9.5 A 0.03 7.5 A 0.03 7.5 A

Franklin Street (N-S) @ SB-LT 0.01 7.8 A 0.01 7.9 A 0.01 7.8 A 0.01 7.9 A 0.02 7.9 A 0.02 7.9 A India Street (EB) EB-LTR 0.05 11.9 B 0.06 12.2 B 0.09 12.2 B 0.11 12.8 B 0.10 13.3 B 0.12 14.1 B

Franklin Street (N-S) @ SB-LT 0.03 8.2 A 0.03 8.3 A 0.04 8.7 A 0.04 8.9 A 0.05 8.5 A 0.06 8.7 A North 14th Street (E-W) WB-LR 0.05 10.7 B 0.06 11.2 B 0.04 12.4 B 0.05 13.2 B 0.04 13.3 B 0.05 14.8 B

Kent Avenue (N-S) @ NB-LT 8.3 A 0.00 8.4 A 0.00 8.2 A 0.00 8.3 A 8.7 A 0.00 8.9 A North 12th Street (E-W) WB-LTR 0.08 15.1 C 0.10 16.8 C 0.13 12.4 B 0.15 13.2 B 0.09 12.7 B 0.11 13.7 B EB-LR 0.03 16.4 C 0.04 18.3 C 0.06 13.6 B 0.08 14.6 B 0.07 17.7 C 0.09 19.9 C

Kent Avenue (N-S) @ SB-LT 0.01 8.2 A 0.01 8.4 A 0.04 8.6 A 0.05 8.7 A 0.03 8.2 A 0.04 8.4 A North 11th Street (E-W) EB-LTR 0.14 16.1 C 0.17 18.1 C 0.06 14.5 B 0.08 15.9 C 0.07 17.6 C 0.09 20.1 C

Kent Avenue (N-S) @ SB-LT 0.03 8.3 A 0.03 8.5 A 0.03 8.3 A 0.03 8.5 A 0.03 8.3 A 0.04 8.5 A North 9th Street (EB)

Kent Avenue (N-S) @ WB-LR 0.22 14.7 B 0.28 16.7 C 0.04 13.8 B WB-L 0.05 14.8 B WB-L 0.16 19.8 C WB-L 0.20 23.1 C North 8th Street (WB) 0.06 10.5 B WB-R 0.07 10.8 B WB-R 0.03 10.9 B WB-R 0.03 11.3 B

Kent Avenue (N-S) @ NB-LTR 0.00 8.5 A 0.00 8.7 A 0.00 8.0 A 0.00 8.1 A 0.01 8.7 A 0.01 8.9 A North 7th Street (E-W) SB-LTR 0.03 8.2 A 0.03 8.4 A 0.04 8.4 A 0.04 8.5 A 0.03 8.3 A 0.03 8.5 A EB-LTR 0.01 15.7 C 0.01 17.3 C 0.01 13.4 B 0.01 14.3 B 0.01 18.1 C 0.01 20.3 C

Kent Avenue (N-S) @ NB-LT 0.00 8.5 A 0.00 8.7 A 0.00 8.0 A 0.00 8.1 A 0.00 8.6 A 0.00 8.8 A North 6th Street (E-W) EB-LR 0.01 15.0 B 0.01 16.5 C 0.00 12.3 B 0.01 13.1 B 0.01 16.8 C 0.01 19.0 C WB-LTR 0.11 13.1 B 0.13 14.2 B 0.13 14.5 B 0.16 15.8 C 0.16 14.2 B 0.20 15.8 C

16-21 TABLE 16-5 2013 No-Action Traffic Conditions at Unsignalized Intersections (Continued)

Kent Avenue (N-S) @ NB-LTR 0.00 8.4 A 0.00 8.6 A 0.00 8.0 A 0.00 8.1 A 0.02 8.6 A 0.02 8.9 A North 5th Street (E-W) SB-LTR 0.03 8.2 A 0.03 8.3 A 0.03 8.3 A 0.03 8.5 A 0.03 8.2 A 0.03 8.4 A EB-LTR 0.02 16.6 C 0.03 18.4 C 0.02 14.6 B 0.02 15.7 C 0.03 16.5 C 0.04 17.9 C

Kent Avenue (N-S) @ WB-L 0.12 15.9 C 0.15 17.8 C 0.06 15.0 B 0.08 16.4 C 0.07 18.0 C 0.15 21.5 C North 4th Street (WB) WB-R 0.04 10.3 B 0.05 10.6 B 0.04 11.1 B 0.04 11.5 B 0.03 10.9 B 0.03 11.2 B

Kent Avenue (N-S) @ NB-LTR 0.01 8.5 A 0.01 8.7 A 0.00 8.1 A 0.01 8.2 A 0.01 8.6 A 0.03 8.9 A North 3rd Street (E-W) SB-LTR 0.02 8.1 A 0.03 8.2 A 0.00 8.3 A 0.01 8.4 A 0.02 8.2 A 0.03 8.4 A EB-LTR 0.06 17.5 C 0.15 18.8 C 0.04 14.1 B 0.06 15.1 C 0.05 14.1 B 0.08 15.8 C

Kent Avenue (N-S) @ NB-LTR 0.00 8.4 A 0.00 8.6 A 0.00 8.0 A 0.01 8.1 A 0.01 8.6 A 0.01 8.9 A Grand Street (E-W) SB-LTR 0.01 8 A 0.02 8.2 A 0.02 8.4 A 0.02 8.5 A 0.01 8.2 A 0.02 8.3 A EB-LTR 0.01 14.6 B 0.01 16.5 C 0.04 13.8 B 0.05 15.0 B 0.05 15.1 C 0.06 17.2 C WB-LTR 0.09 14.3 B 0.13 16.4 C 0.06 15.7 C 0.08 17.4 C 0.14 20.4 C 0.20 25.3 D

Kent Avenue (N-S) @ WB-L 0.03 15.3 C 0.04 18.0 C 0.03 13.8 B 0.03 14.9 B 0.02 16.8 C 0.02 19.2 C South 6th Street (WB) WB-R 0.02 10.5 B 0.02 11.4 B 0.02 10.2 B 0.02 10.4 B 0.04 10.6 B 0.04 11.0 B

Manhattan Avenue (N-S) @ SB-LT 0.01 7.7 A 0.01 7.8 A 0.00 7.6 A 0.00 7.6 A 0.00 7.6 A 0.00 7.6 A Eagle Street (EB) EB-LTR 0.05 9.5 A 0.06 9.7 A EB-LT 0.04 10.6 B EB-LT 0.05 10.8 B EB-LT 0.06 11.1 B EB-LT 0.07 11.4 B EB-R 0.05 9.1 A EB-R 0.06 9.1 A EB-R 0.05 9.2 A EB-R 0.05 9.3 A

Manhattan Avenue (N-S) @ SB-LT 0.03 7.9 A 0.03 8.0 A 0.03 7.8 A 0.03 7.8 A 0.03 7.8 A 0.04 7.9 A Green Street (EB) EB-LTR 0.32 14.2 B 0.38 15.7 C 0.29 14.3 B 0.34 15.5 C 0.39 17.4 C 0.46 19.9 C

McGuiness Boulevard (NB) @ NB-LTR (a) 7.54 A (a) 7.6 A (a) 7.5 A (a) 7.6 A (a) 7.5 A (a) 7.5 A Paidge Avenue (E-W) EB-LT (a) 7.91 A (a) 8.0 A (a) 7.5 A (a) 7.6 A (a) 7.6 A (a) 7.7 A WB-TR (a) 7.27 A (a) 7.3 A (a) 7.2 A (a) 7.3 A (a) 7.5 A (a) 7.6 A

McGuiness Boulevard (SB) @ SB-LT (a) 7.45 A (a) 7.5 A (a) 7.5 A (a) 7.5 A (a) 7.6 A (a) 7.7 A Box Street (E-W) EB-TR (a) 7.62 A (a) 7.7 A (a) 7.2 A (a) 7.2 A (a) 7.5 A (a) 7.5 A WB-L (a) 7.73 A (a) 7.8 A (a) 7.6 A (a) 7.6 A (a) 7.8 A (a) 7.9 A

McGuiness Boulevard (NB) @ NB-LTR (a) 7.5 A (a) 7.6 A (a) 7.8 A (a) 7.9 A (a) 7.7 A (a) 7.8 A Clay Street (E-W) EB-LT (a) 7.67 A (a) 7.8 A (a) 7.7 A (a) 7.7 A (a) 7.7 A (a) 7.8 A

McGuinness Boulevard (SB) @ SB-LT 0.01 7.3 A 0.01 7.3 A 0.00 7.3 A 0.00 7.3 A 0.00 7.3 A 0.00 7.3 A Clay Street (E-W) EB-TR 0.08 9.4 A 0.09 9.5 A 0.08 9.4 A 0.09 9.5 A 0.08 9.7 A 0.09 9.9 A WB-L 0.04 9.9 A 0.04 10.1 B 0.06 9.8 A 0.07 10.0 A 0.08 10.2 B 0.08 10.5 B

Wythe Avenue (SB) @ WB-LT 0.09 10.1 B 0.11 10.3 B 0.15 10.5 B 0.17 10.7 B 0.11 10.6 B 0.12 10.8 B North 12th Street (WB)

Wythe Avenue (SB) @ SB-LT 0.01 7.4 A 0.01 7.4 A 0.01 7.4 A 0.02 7.4 A 0.03 7.4 A 0.03 7.4 A North 9th Street (EB) EB-TR 0.09 12 B 0.11 12.4 B 0.09 11.5 B 0.11 12.0 B 0.12 12.2 B 0.14 12.8 B

Wythe Avenue (SB) @ WB-LT 0.26 13 B 0.30 13.8 B 0.22 12.1 B 0.25 12.7 B 0.19 12.4 B 0.22 13.1 B North 8th Street (WB)

Wythe Avenue (SB) @ WB-LT 0.10 11.2 B 0.11 11.6 B 0.12 10.8 B 0.13 11.1 B 0.19 12.2 B 0.22 12.9 B North 6th Street (WB) WB-T 0.03 11.3 B 0.03 11.6 B 0.02 10.9 B 0.02 11.1 B 0.05 11.8 B 0.05 12.2 B

Wythe Avenue (SB) @ WB-LT 0.10 11.6 B 0.12 12.0 B 0.10 11.1 B 0.12 11.4 B 0.08 10.2 B 0.10 10.8 B North 4th Street (WB) WB-T 0.05 11.6 B 0.06 12.0 B 0.03 11.2 B 0.03 11.4 B 0.02 11.9 B 0.03 12.4 B

16-22 TABLE 16-5 2013 No-Action Traffic Conditions at Unsignalized Intersections (Continued)

AM Peak Hour MD Peak hour PM Peak Hour 2003 Existing 2013 No-Action 2003 Existing 2013 No-Action 2003 Existing 2013 No-Action Lane DELAY LOS V/C DELAY LOS V/C DELAY LOS V/C DELAY LOS V/C DELAY LOS V/C DELAY LOS Intersection Group (SEC/VEH) RATIO (SEC/VEH) RATIO (SEC/VEH) RATIO (SEC/VEH) RATIO (SEC/VEH) RATIO (SEC/VEH)

Berry Street (NB) @ NB-LT 0.01 7.2 A 0.01 7.2 A 0.01 7.3 A 0.02 7.3 A 0.01 7.2 A 0.01 7.2 A North 12th Street (WB) WB-T 0.09 11.2 B 0.10 11.4 B 0.13 10.9 B 0.15 11.2 B 0.11 11.2 B 0.12 11.5 B WB-R 0.17 9.6 A 0.19 9.8 A 0.08 8.9 A 0.09 9.0 A 0.11 9.3 A 0.12 9.4 A

Berry Street (NB) @ NB-T (a) 7.9 A (a) 8.0 A (a) 7.6 A (a) 7.7 A (a) 7.8 A (a) 7.9 A North 11th Street (EB) NB-TR (a) 7.9 A (a) 8.0 A (a) 7.6 A (a) 7.7 A (a) 7.9 A (a) 8.1 A EB-LT (a) 8.0 A (a) 8.1 A (a) 8.0 A (a) 8.2 A (a) 8.6 A (a) 8.8 A

Berry Street (NB) @ EB-LT 0.16 11.2 B 0.18 11.6 B 0.23 10.8 B 0.26 11.2 B 0.17 11.2 B 0.19 11.6 B North 7th Street (EB)

Berry Street (NB) @ EB-LT 0.06 10.3 B 0.07 10.4 B 0.11 9.9 A 0.13 10.0 A 0.07 10.2 B 0.09 10.4 B North 5th Street (EB) EB-T 0.04 10.8 B 0.04 11.1 B 0.08 10.0 A 0.09 10.1 B 0.05 10.6 B 0.06 10.9 B

Berry Street (NB) @ EB-LT 0.06 9.8 A 0.08 10.1 B 0.09 9.4 A 0.10 9.4 A 0.10 10.2 B 0.12 10.4 B North 3rd Street (EB)

Bedford Avenue (NB) @ NB-LT 0.04 7.3 A 0.04 7.3 A 0.04 7.3 A 0.04 7.3 A 0.02 7.3 A 0.03 7.3 A North 8th Street (WB) WB-TR 0.38 15.8 C 0.45 17.8 C 0.27 13.8 B 0.32 15.0 B 0.29 14.6 B 0.34 16.1 C

Bedford Avenue (NB) @ NB-LT 0.02 7.3 A 0.02 7.3 A 0.02 7.3 A 0.03 7.3 A 0.05 7.3 A 0.05 7.3 A North 6th Street (WB) WB-TR 0.39 14.1 B 0.44 15.5 C 0.34 14.6 B 0.40 16.1 C 0.38 16.1 C 0.45 18.4 C

Bedford Avenue (NB) @ NB-LT 0.01 7.3 A 0.02 7.3 A 0.03 7.3 A 0.03 7.3 A 0.02 7.3 A 0.03 7.3 A North 4th Street (WB) WB-TR 0.17 11.3 B 0.19 11.7 B 0.23 12.7 B 0.27 13.6 B 0.20 12.0 B 0.27 13.4 B

Driggs Avenue (SB) @ SB-TR (a) 9.3 A (a) 9.8 A (a) 8.7 A (a) 9.0 A (a) 9.5 A (a) 10.2 B North 12th Street (WB) WB-LT (a) 8.8 A (a) 9.0 A (a) 8.7 A (a) 8.9 A (a) 8.7 A (a) 9.0 A

Driggs Avenue (SB) @ SB-LT 0.01 7.3 A 0.01 7.3 A 0.01 7.3 A 0.01 7.3 A 0.01 7.2 A 0.01 7.2 A North 9th Street (EB) EB-TR 0.12 11.4 B 0.14 11.8 B 0.19 11.0 B 0.21 11.4 B 0.18 12.0 B 0.21 12.6 B

Driggs Avenue (SB) @ SB-LT 0.03 7.3 A 0.03 7.3 A 0.02 7.3 A 0.02 7.3 A 0.01 7.3 A 0.02 7.3 A North 5th Street (EB) EB-TR 0.21 12.2 B 0.25 12.8 B 0.20 11.3 B 0.23 11.8 B 0.17 11.8 B 0.20 12.4 B

Driggs Avenue (SB) @ SB-TR 0.27 10.7 B 0.31 11.1 B 0.26 10.4 B 0.29 10.7 B 0.01 11.7 B 0.40 12.3 B South 4th Street (WB) WB-LT 0.00 7.2 A 0.00 7.2 A 0.00 7.2 A 0.00 7.2 A 0.17 7.3 A 0.30 7.3 A

16-23 Greenpoint-Williamsburg Rezoning EIS Chapter 16: Traffic and Parking

study area, characterized mainly by low-density residential or industrial uses, would continue to amply satisfy the parking demand throughout the day. Overall, it is estimated that weekday overnight demand for on-street parking within ¼-mile of the proposed action area would increase to approximately 83 percent of capacity, primarily due to increased residential development. During the weekday midday period, it is estimated that demand would reach approximately 89 percent of capacity primarily as the result of new commercial/retail development and general background growth. There would be approximately 3,600 on-street parking spaces available overnight, and 2,300 available in the midday in the 2013 future without the proposed action.

D. THE FUTURE WITH THE PROPOSED ACTION (WITH-ACTION)

This section provides an analysis of traffic and parking conditions in the future with the proposed action (the With-Action condition). As discussed in Chapter 1, “Project Description,” the proposed action is projected to stimulate approximately 7.8 million square feet of new residential and retail/commercial development under both Scenario A and Scenario B. Additionally, under Scenario A, the worst case transportation condition, a 27.8 acre waterfront park would be mapped to the west of Kent Avenue from Bushwick Inlet on the north to North 9th Street on the south. Scenario B would provide a smaller park (approximately 15.9 acres). As described in Chapter 1, “Project Description,” Scenarios A and B are very similar, except that under Scenario B, a 1,100 megawatt power plant is assumed to be an approved No- Action development occupying the Bayside Fuel site, and this power plant would remain in the future with the proposed action. Therefore, the net change in residential and retail/commercial development for Scenario B would be the same as for Scenario A, only the proposed park would be smaller. As Scenario A includes a larger, regional, park, it constitutes the worst-case transportation condition for traffic analysis purposes.

As discussed in Chapter 1, “Project Description,” projected new developments are located on 76 sites within the study area. Land uses that would be present on 37 of these development sites in the No-Action condition would be displaced in the future with the proposed action. Accessory parking as required under the New York City Zoning Resolution would be provided at each site. The analyses in this section examine future traffic and parking conditions in the year 2013 with the full build-out of the projected development sites under Scenario A.

Trip Generation

Under Scenario A, the proposed action is expected to result in approximately 7,391 dwelling units, and approximately 253,698 square feet of retail/commercial space on the 76 projected development sites, and result in the mapping of a 27.8-acre waterfront park. The trip generation rates and mode choice factors used to estimate the travel demand that would be generated by this new development were based on accepted CEQR criteria, standard professional references, and studies that have been done for similar uses in Brooklyn. These sources were supplemented by 2000 Census data and recent data from other sources. The trip generation rates and modal split factors used in forecasting the travel demand from projected development sites are presented in Tables 16-6 and 16-7.

As noted above, the developments projected to occur as a result of the proposed action would displace land uses on 37 of the 76 sites. In the No-Action condition, these uses would occupy a total of

16-24 TABLE 16-6 Transportation Planning Factors

Residential Residential Specialty Light Auto Care (Williamsburg) (Greenpoint) Retail Manufacturing Warehousing Center Park

Project Components : 2,649 DU 4,742 DU 253,698 gsf -25,424 gsf -593,244 gsf -24,876 gsf 27.8 acres

(1) (1) (4,14) (6,14) (8,14) (9,14) (11) Trip Generation : Weekday 8.07 8.07 85.6 14.67 10.44 19.42 (see Table 16-7) person-trips/DU person-trips/DU person-trips/1000 gsf person-trips/1000 gsf person-trips/1000 gsf person-trips/1000 gsf

(1) (1) (4) (6) (8) (9) (11) Temporal AM (8-9) 9.1% 9.1% 2.3% 13.2% 13.2% 13.2% 7.0% Distribution: MD (12-1) 4.7% 4.7% 7.9% 11.0% 11.0% 11.0% 17.0% PM (5-6) 10.7% 10.7% 10.7% 14.2% 14.2% 14.2% 14.0%

(2) (2) (5) (7) (7) (10) (11,12) Modal Split (%) : Auto 17.9% 23.7% 5% 51.0% 51.0% 85.0% 9.3% Taxi 0.7% 0.2% 1% 2.0% 2.0% 5.0% 0.0% Subway 60.3% 55.2% 3% 28.0% 28.0% 1.0% 6.2% Bus 7.2% 4.8% 6% 7.0% 7.0% 1.0% 9.0% Walk/Other 13.9% 16.1% 85% 12.0% 12.0% 8.0% 75.5% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0%

(2) (2) (4) (6) (6) (6) (11) Vehicle Auto 1.22 1.22 2.00 1.30 1.30 1.30 2.80 Occupancy: Taxi 1.22 1.22 2.00 1.30 1.30 1.30 2.80

(1) (1) (4) (6) (6) (9) (11) In/Out Splits (%) : In Out In Out In Out In Out In Out In Out In Out AM (8-9) 15% 85% 15% 85% 48% 52% 88% 12% 88% 12% 65% 35% 55% 45% MD (12-1) 50% 50% 50% 50% 50% 50% 50% 50% 50% 50% 50% 50% 50% 50% PM (5-6) 70% 30% 70% 30% 43% 57% 12% 88% 12% 88% 50% 50% 45% 55%

(3) (3) (3) (3) (3) (3) (13) Weekday Weekday Weekday Weekday Weekday Weekday Weekday Truck Trip Generation : 0.06 0.06 0.23 0.67 0.67 0.89 n/a (per 1000 gsf)

Truck Temporal AM (8-9) 12% 12% 8% 14% 14% 14% n/a Distribution: MD (12-1) 9% 9% 11% 9% 9% 9% n/a PM (5-6) 1% 1% 2% 1% 1% 1% n/a

Notes: (1) Pushkarev & Zupan, "Urban Space for Pedestrians". (2) 2000 Census. (3) Curbside Pickup & Delivery Operations & Arterial Traffic Impacts, FHWA , February 1981. (4) ITE Trip Generation Handbook, 6th Edition, Land Use Code 814 (Specialty Retail Center); Person trip = average vehicle rate x 2.0 /.95. Temporal distribution based on data for ITE Land Use Code 820 (Shopping Center). (5) Modfied from typical neighborhood retail modal split to reflect local conditions. (6) ITE Trip Generation Handbook, 6th Edition, Land Use Code 110 (Manufacturing); midday temporal distribution determined from field surveys. (7) 1990 Census reverse journey-to-work data. (8) ITE Trip Generation Handbook, 6th Edition, Land Use Code 150 (Warehousing); midday temporal distribution determined from field surveys. (9) ITE Trip Generation Handbook, 6th Edition, Land Use Code 840 (Automobile Care Center); weekday trip rate data not available, average weekend rate assumed for weekday. (10) PHA assumptions. (11) Hudson River Park FEIS, 1998. (12) PHA surveys conducted at Empire-Fulton Ferry State Park, 2003. (13) Park would generate negligible truck trips. (14) Person trip rate = ITE average vehicle trip rate x 2.0 / 0.95.

16-25 TABLE 16-7 Transportation Planning Factors for the Proposed Park (Site 211)

Distance from Park: 0-¼ mile ¼-½ mile ½-1 mile 1-1½ miles 1½-2 miles

(1) (1) (1) (1) (1) Residents in Study Area: 10,100 31,700 83,800 49,100 41,500

(2) (2) (2) (2) (2) Trip Generation : Sunday 203.64 92.02 41.72 26.34 19.06 Weekday 114.04 51.53 23.36 14.75 10.67 (Person-trips/1000 residents)

(2) (2) (2) (2) (2) Peak Hours Trips : AM (8-9) 7.0% 7.0% 7.0% 7.0% 7.0% MD (12-1) 17.0% 17.0% 17.0% 17.0% 17.0% PM (5-6) 14.0% 14.0% 14.0% 14.0% 14.0%

(2,3) (2,3) (2,3) (2,3) (2,3) Modal Split (%) : Auto 0.0% 1.0% 5.0% 13.0% 22.0% Taxi 0.0% 0.0% 0.0% 0.0% 0.0% Subway 0.0% 1.0% 4.0% 8.0% 14.0% Bus 0.0% 1.0% 5.0% 12.0% 22.0% Walk/Other 100.0% 97.0% 86.0% 67.0% 42.0% 100.0% 100.0% 100.0% 100.0% 100.0%

(2) (2) (2) (2) (2) Vehicle Occupancy : Auto 2.80 2.80 2.80 2.80 2.80

(2) (2) (2) (2) (2) In/Out Splits (%) : In Out In Out In Out In Out In Out AM (8-9) 55% 45% 55% 45% 55% 45% 55% 45% 55% 45% MD (12-1) 50% 50% 50% 50% 50% 50% 50% 50% 50% 50% PM (5-6) 45% 55% 45% 55% 45% 55% 45% 55% 45% 55%

Person Trips : Weekday Sunday In Out In Out AM Auto 12 10 Auto 21 17 Taxi 0 0 Taxi 0 0 Subway 8 7 Subway 15 12 Bus 11 9 Bus 21 17 Walk/Other 196 160 Walk/Other 350 286 TOTAL 228 186 TOTAL 406 332

MD Auto 26 26 Auto 46 46 Taxi 0 0 Taxi 0 0 Subway 18 18 Subway 33 33 Bus 25 25 Bus 45 45 Walk/Other 433 433 Walk/Other 773 773 TOTAL 502 502 TOTAL 897 897

PM Auto 19 24 Auto 34 42 Taxi 0 0 Taxi 0 0 Subway 14 17 Subway 24 30 Bus 19 23 Bus 34 41 Walk/Other 321 392 Walk/Other 573 700 TOTAL 372 455 TOTAL 665 813 Vehicle Trips : AM Auto 4 3 Auto 8 6

MD Auto 9 9 Auto 17 17

PM Auto 7 8 Auto 12 15

Sources: (1) 2000 Census data, projected to 2013. (2) Hudson River Park FEIS, 1998. (3) PHA surveys conducted at Brooklyn Heights Promenade and Empire-Fulton Ferry State Park, 2003.

16-26 Greenpoint-Williamsburg Rezoning EIS Chapter 16: Traffic and Parking

approximately 1.8 million square feet of existing built floor area and include approximately 1.14 million square feet of manufacturing and warehousing space, approximately 642,686 square feet of vehicle and open storage, and approximately 24,876 square feet of automobile service uses. The trip generation rates and modal split factors utilized for forecasting travel demand eliminated due to the displacement of No- Action land uses on each site are also shown in Table 16-6. These trip generation rates and modal split factors were based on accepted CEQR criteria and standard professional references with the exception of Sites 3 (Greenpoint Lumber Exchange) and 211 (Bayside Fuel), for which existing demand was determined using field surveys. The change in travel demand resulting from the proposed action is the net difference between the demand that would be generated by land uses on each site in the No-Action condition, and the travel demand that would be generated by the projected development on that site.

The trip generation rates and modal split assumptions for the proposed park on Site 211 (the Bayside Fuel site) are shown in Table 16-7, and are based on surveys conducted at Riverbank State Park and North River State Park for the 1998 Hudson River Park FEIS, and more recent studies conducted at Empire- Fulton Ferry State Park and the Brooklyn Heights Promenade. The surveys conducted for the Hudson River Park FEIS found that the park trip generation rate for a population (e.g., a census tract) diminishes the farther that population is from the park entrance. The formula developed from these surveys,

1.15 Uii =, 0.23 + 20.63 x 1/D ,

gives average summer Sunday park usage per 1,000 residents (Ui ) as a function of distance, in miles, from the park entrance (Di ); the further one gets from the park, the fewer trips per resident are generated. Average weekday park usage was found to be 56 percent of Sunday usage. Mode choice for park users also varies based on distance from the park, with the proportion of walk trips increasing the closer the point of origin is to the park.

It should be noted that, although the new park would generate its highest use on a summer Sunday, this period is not analyzed as the peak summer Sunday demand generated by residential and local retail uses is relatively low, and the overall local transportation network is much less used on Sundays than on weekdays. It is therefore very unlikely that the project would have a unique Sunday impact location which would not have already been impacted in the more heavily-traveled weekday peak periods.

The total travel demand from projected developments and the estimated travel credit from the displacement of No-Action land uses on each site are shown in Tables 16-8 and 16-9, respectively. Table 16-10 shows the resulting net travel demand in person trips and vehicle trips for the AM, midday and PM peak hours.

As shown in Table 16-8, the projected developments resulting from the proposed action, including the proposed park, would generate a total of 206 inbound and 880 new outbound vehicle trips in the AM peak hour (auto, taxi and truck), 318 new inbound and 318 new outbound vehicle trips in the midday, and 851 new inbound and 409 new outbound vehicle trips in the PM peak hour. The displacement of land uses that would be present on projected development sites in the No-Action condition would eliminate a total of 215 inbound and 137 outbound vehicle trips in the AM peak hour, 110 inbound and 164 outbound in the midday, and 55 inbound and 252 outbound vehicle trips in the PM, as shown in Table 16-9. The resulting net project increment, shown in Table 16-10, would total -9 inbound and 743 outbound vehicle trips in the AM peak hour, 208 inbound and 154 outbound vehicle trips in the midday, and 796 inbound and 157 outbound vehicle trips in the PM peak hour.

16-27 TABLE 16-8 Total Weekday Peak Hour Travel Demand From Projected Development

Williamsburg Greenpoint Total Trips Residential Retail Residential Retail Park

Project Component : 2,649 DU 124,198 gsf 4,742 DU 129,500 gsf 27.8 acre n/a

Person Trips : In Out In Out In Out In Out In Out In Out Auto 52 296 6 6 124 701 6 7 12 10 200 1,020 Taxi 2 12 1 1 1 6 1 1 0 0 5 20 AM Subway 176 997 4 4 288 1,634 4 4 8 7 480 2,646 Bus 21 119 7 8 25 142 7 8 11 9 71 286 Walk/Other 41 230 100 108 84 477 104 113 196 160 525 1,088 TOTAL 292 1,654 118 127 522 2,960 122 133 228 186 1,282 5,060

Auto 90 90 21 21 213 213 22 22 26 26 372 372 Taxi 4 4 4 4 2 2 4 4 0 0 14 14 MD Subway 303 303 13 13 497 497 13 13 18 18 844 844 Bus 36 36 25 25 43 43 26 26 25 25 155 155 Walk/Other 70 70 357 357 145 145 372 372 433 433 1,377 1,377 TOTAL 503 503 420 420 900 900 437 437 502 502 2,762 2,762

Auto 287 123 24 32 679 291 25 34 19 24 1,034 504 Taxi 11 5 5 6 6 2 5 7 0 0 27 20 PM Subway 965 414 15 19 1,582 678 15 20 14 17 2,591 1,148 Bus 115 49 29 39 138 59 31 41 19 23 332 211 Walk/Other 223 95 416 551 462 198 433 575 321 392 1,855 1,811 TOTAL 1,601 686 489 647 2,867 1,228 509 677 372 455 5,838 3,693

Vehicle Trips : In Out In Out In Out In Out In Out In Out Auto 43 243 3 3 102 575 3 4 4 3 155 828 AM Taxi 11 11 2 2 6 6 2 2 0 0 20 21 Truck 10 10 1 1 19 19 1 1 0 0 31 31 TOTAL 64 264 6 6 127 600 6 7 4 3 206 880

Auto 74 74 11 11 175 175 11 11 9 9 280 280 MD Taxi 5 5 3 3 3 3 3 3 0 0 14 14 Truck 7 7 2 2 13 13 2 2 0 0 24 24 TOTAL 86 86 16 16 191 191 16 16 9 9 318 318

Auto 235 101 12 16 557 239 13 17 7 8 824 381 PM Taxi 9 9 5 5 5 5 6 6 0 0 24 25 Truck 1 1 0 0 2 2 0 0 0 0 3 3 TOTAL 245 111 17 21 564 246 19 23 7 8 851 409

In+Out In+Out In+Out In+Out In+Out Total AM (8-9) 328 12 727 13 1,086 Vehicle Trips : MD (12-1) 172 32 382 32 636 PM (5-6) 356 38 810 42 1,260

16-28 TABLE 16-9 Total Weekday Peak Hour Travel Demand From No-Action Land Uses on Projected Development Sites

Williamsburg Greenpoint Total Trips Light Auto Care Light Auto Care Manufacturing Warehousing Center Manufacturing Warehousing Center

(1) (2) Project Components : 14,814 gsf 523,593 gsf 1,876 gsf 10,610 gsf 209,701 gsf 23,000 gsf n/a

Person Trips : In Out In Out In Out In Out In Out In Out In Out Auto 13 2 138 19 3 1 9 1 43 6 33 18 239 47 Taxi 1 0 5 1 0 0 0 0 2 0 2 1 10 2 AM Subway 7 1 76 10 0 0 5 1 24 3 0 0 112 15 Bus 2 0 19 3 0 0 1 0 6 1 0 0 28 4 Walk/Other 3 0 33 4 0 0 2 0 10 1 3 2 51 7 TOTAL 26 3 271 37 3 1 17 2 85 11 38 21 440 75

Auto 6 6 66 66 2 2 4 4 20 20 21 21 119 119 Taxi 0 0 3 3 0 0 0 0 1 1 1 1 5 5 MD Subway 3 3 36 36 0 0 2 2 11 11 0 0 52 52 Bus 1 1 9 9 0 0 1 1 3 3 0 0 14 14 Walk/Other 1 1 15 15 0 0 1 1 5 5 2 2 24 24 TOTAL 11 11 129 129 2 2 8 8 40 40 24 24 214 214

Auto 2 14 20 149 2 2 1 10 6 46 27 27 58 248 Taxi 0 1 1 6 0 0 0 0 0 2 2 2 3 11 PM Subway 1 8 11 82 0 0 1 5 3 25 0 0 16 120 Bus 0 2 3 20 0 0 0 1 1 6 0 0 4 29 Walk/Other 0 3 5 35 0 0 0 2 1 11 3 3 9 54 TOTAL 3 28 40 292 2 2 2 18 11 90 32 32 90 462

Vehicle Trips : Auto 10 2 106 15 2 1 7 1 33 5 25 14 183 38 AM Taxi 1 1 3 3 0 0 0 0 1 1 2 2 7 7 Truck 1 1 10 67 0 0 0 0 13 23 1 1 25 92 TOTAL 12 4 119 85 2 1 7 1 47 29 28 17 215 137

Auto 5 5 51 51 2 2 3 3 15 15 16 16 92 92 MD Taxi 0 0 2 2 0 0 0 0 1 1 1 1 4 4 Truck 0 0 6 55 0 0 0 0 7 12 1 1 14 68 TOTAL 5 5 59 108 2 2 3 3 23 28 18 18 110 164

Auto 2 11 15 115 2 2 1 8 5 35 21 21 46 192 PM Taxi 0 0 1 1 0 0 0 0 0 0 2 2 3 3 Truck 0 0 1 42 0 0 0 0 5 15 0 0 6 57 TOTAL 2 11 17 158 2 2 1 8 10 50 23 23 55 252

In+Out In+Out In+Out In+Out In+Out In+Out In+Out Total AM (8-9) 16 204 3 8 76 45 352 Vehicle Trips : MD (12-1) 10 167 4 6 51 36 274 PM (5-6) 13 175 4 9 60 46 307

Notes: (1) Truck credit for Site 211 determined from field counts (0 in, -57 out in AM; 0 in, -49 out in MD, 0 in, -41 out in PM). (2) Truck credit for Site 3 determined from field counts (-10 in, -20 out in AM; -5 in, -10 out in MD, -5 in, -15 out in PM).

16-29 TABLE 16-10 Net Trips Generated by the Proposed Action

Williamsbrug Greenpoint Total Net Trips Net Trips Net Trips (including Park)

Person Trips : In Out In Out In Out Auto -84 290 45 683 -39 973 Taxi -3 12 -2 6 -5 18 AM Subway 105 997 263 1,634 368 2,631 Bus 18 133 25 149 43 282 Walk/Other 301 494 173 587 474 1,081 TOTAL 338 1,926 504 3,059 842 4,985

Auto 63 63 190 190 253 253 Taxi 5 5 4 4 9 9 MD Subway 295 295 497 497 792 792 Bus 76 76 65 65 141 141 Walk/Other 844 844 509 509 1,353 1,353 TOTAL 1,283 1,283 1,265 1,265 2,548 2,548

Auto 306 14 670 242 976 256 Taxi 15 4 9 5 24 9 PM Subway 982 360 1,593 668 2,575 1,028 Bus 160 89 168 93 328 182 Walk/Other 955 1,000 891 757 1,846 1,757 TOTAL 2,417 1,466 3,331 1,765 5,748 3,231

Vehicle Trips : In Out In Out In Out Auto -68 231 40 559 -28 790 AM Taxi 9 9 4 5 13 14 Truck 0 -57 6 -4 6 -61 Total -59 183 50 560 -9 743

Auto 36 36 152 152 188 188 MD Taxi 6 6 4 4 10 10 Truck 3 -46 7 2 10 -44 Total 45 -4 163 158 208 154

Auto 235 -3 543 192 778 189 PM Taxi 13 13 9 9 21 22 Truck 0 -41 -3 -13 -3 -54 Total 248 -31 549 188 796 157

In+Out In+Out In+Out Total AM (8-9) 124 610 734 Vehicle Trips : MD (12-1) 41 321 362 PM (5-6) 217 737 953

16-30 Greenpoint-Williamsburg Rezoning EIS Chapter 16: Traffic and Parking

Net project-generated trips by subway would total 368 inbound and 2,631 outbound in the AM peak hour, 792 inbound and 792 outbound in the midday, and 2,575 inbound and 1,028 outbound in the PM peak hour. Trips by local bus would total 43 inbound and 282 outbound in the AM peak hour, 141 inbound and 141 outbound trips in the midday, and 328 inbound and 182 outbound in the PM. Trips by walking only, bicycle or other non-vehicular modes would total 474 inbound and 1,081 outbound in the AM peak hour, 1,353 inbound and 1,353 outbound trips in the midday, and 1,846 inbound and 1,757 outbound in the PM. The probable impacts of the proposed action on the subway, bus and pedestrian modes are discussed in detail in Chapter 17, “Transit and Pedestrians.”

Trip Assignment

Figures 16-11 through 16-13 show the assignment of net project increment traffic (autos, taxis and trucks) to the study area street network during the weekday AM, midday and PM peak hours, respectively. Auto and taxi trips en route to and from projected developments were assigned to study area portals based on census origin/destination survey data. Auto and taxi trips were then assigned via the most direct routes to and from the entrances to each development site. Truck trips were assigned to designated truck routes within the study area, then via the most direct path on the local street network to and from each development site.

As shown in Figures 16-11 through 16-13, the primary corridors for traffic en route to and from the projected developments would be Kent Avenue/Franklin Street, Metropolitan Avenue, and McGuinness Boulevard. To the north, McGuinness Boulevard would provide access for project trips utilizing the Pulaski Bridge and the Brooklyn-Queens Expressway (BQE) from Queens. Kent Avenue would be used by trips to and from points south. Metropolitan Avenue would serve vehicles en route to and from northern Brooklyn and would also serve as a secondary corridor for access to and from the BQE. Trips originating from Manhattan would travel via the Williamsburg Bridge and would access sites in Williamsburg via Broadway, Bedford Avenue, and Kent Avenue; Williamsburg Bridge traffic bound for Greenpoint would likely use McGuinness Boulevard via the BQE. Outbound trips to the Williamsburg Bridge were assigned via the ramp at Roebling Street and South 5th Place for trips originating in Williamsburg, and to the ramp from the westbound BQE via McGuinness Boulevard for trips originating in Greenpoint.

Vehicular Traffic

Figures 16-14 through 16-16 show the AM, midday, and PM peak hour traffic networks in the 2013 future with the proposed action. The volumes shown are the combination of the net incremental traffic generated by the proposed action and the 2013 No-Action traffic network.

Impact Analysis Methodology

According to CEQR criteria, if levels of service deteriorate from LOS A, B or C in the No-Action condition to marginally unacceptable mid-LOS D or unacceptable LOS E or F in the With-Action condition, then a significant traffic impact has occurred. CEQR criteria further specify that for a No- Action LOS A, B or C which declines to mid-LOS D (45 seconds of delay for signalized intersections and 30 seconds of delay for unsignalized intersections) or worse in the With-Action condition, mitigation to mid-LOS D is required. For No-Action LOS D, an increase of five or more seconds in a lane group in the With-Action condition should be considered significant if the With-Action delay exceeds mid-LOS D.

16-31 Greenpoint-Williamsburg Rezoning EIS Chapter 16: Traffic and Parking

For No-Action LOS E, an increase in delay of four seconds should be considered significant. For No- Action LOS F, three seconds of delay should be considered significant, however, if the No-Action LOS F condition already has delays in excess of 120 seconds, an increase of one second in delay should be considered significant, unless the proposed action would generate fewer than five vehicles through that intersection in the peak hour (signalized intersections) or fewer than five passenger car equivalents (PCE) in the peak hour along the critical approach (unsignalized intersections). In addition, for unsignalized intersections, for the minor street approach to generate a significant impact, 90 PCEs must be identified in the With-Action condition in any peak hour.

Tables 16-11 and 16-12 show the AM, midday, and PM peak hour volume-to-capacity ratios, delays and levels of service at signalized and unsignalized study area intersections, respectively, in the 2013 future with the proposed action. The tables also identify those locations that would be impacted based on the criteria discussed above. A summary of significantly impacted intersections is provided in Table 16-13.

Signalized Intersections

As shown in Table 16-11, the PM peak hour would have the highest number of impacted intersections with eight, followed by the AM and the midday, with three and four each, respectively. Intersections with one or more movements operating above capacity (i.e., a v/c ratio of 1.0 or greater) would total eleven in the PM (versus six in the future without the proposed action), three in the AM, and two in the midday (versus one and none, respectively, in the No-Action condition). The following provides a discussion of the impacted locations by corridor. Measures to mitigate traffic impacts are presented in Chapter 22, “Mitigation.”

Franklin Street/Kent Avenue

At the intersection of Franklin and Calyer Streets, the northbound movement would be impacted by project traffic in the midday peak hour, operating at LOS D (54.7 seconds of delay), versus a No-Action LOS C (26.9 seconds of delay).

The northbound Franklin Street approach would also be impacted at Quay Street, with LOS E conditions in the PM peak hour (61.7 seconds of delay), compared with a No-Action LOS C (20.9 seconds of delay).

At Kent Avenue and South 3rd Street, project traffic would create an impact on the southbound Kent Avenue approach in the PM peak hour, with operation at LOS D (50.6 seconds of delay) in the With- Action condition compared to a No-Action LOS C (33.7 seconds of delay).

Manhattan Avenue

At the intersection of Manhattan Avenue and Driggs Avenue, the westbound approach would be impacted in the PM peak hour, operating at LOS E (70.3 seconds of delay), versus LOS D (53.4 seconds of delay) in the No-Action.

McGuinness Boulevard

The northbound McGuinness Boulevard approach at Green Street would be impacted in the AM peak hour, operating at LOS E (64.0 seconds of delay), compared with LOS D (41.7 seconds of delay) in the No-Action. The eastbound Green Street approach would be impacted in all three peak hours, deteriorating to LOS F (132.6 seconds of delay) in the AM, LOS D (54.1 seconds of delay) in the midday, and LOS

16-32 Greenpoint-Williamsburg Rezoning EIS Figure 16-11a Greenpoint Net Project Generated Traffic - AM Peak Hour

ASH ST.

BOX ST.

PAIDGE AVE.

3 8 3 8 2 COMMERCIAL ST. 5 36 CLAY ST. 3

37 0

2 2 0

DUPONT ST.

2 2 0

2 5 33 EAGLE ST. 29 16 4

4 36 36

4 11

2 3 16 32 2 20 0 -2 -9 9 FREEMAN ST.

-2 2 4 MCGUINNESS BLVD. MCGUINNESS 19 10

1 4

-10

0 12 17 22 -2 -26 193 2 GREEN ST. 179 101 -10 185 30 -3 3 43

1 32

2 0 12 33

18 19

-16 35 -10

26 1 -6 120

-1 -9 8 1 36 19 0 19 -1 14

HURON ST.

2 2

-1

-11

-9

0 35

1 INDIA ST. 1 1

1 2

43 1

-11

124

35 8 -9 1 -10 2 -13 -13 -3 JAVA ST.

PROVOST ST.

-11 1

-1 -11 -2

-10 45

35 -21

KENT ST.

-32

9 53

0 -1 35 -10 -29 -9 -13 29 -2 -10

124 GREENPOINT AVE. 96 77

0 1 26

2 -1

2 8

-8 -14

-26

-3

37 136

113 MILTON ST. MOULTRIE S

WEST ST. WEST -16

37 CALYER ST. JEWEL ST.

1 45 DIAMOND ST. NOBLE ST. T . NEWEL ST.

5 0 28 -16 48

ECKFORD ST.

37 59

MANHATTAN AVE. LEONARD ST. OAK ST.

MESEROLE AVE. 104 1 8 -1

LORIMER ST.

-16 37

GUERNSEY ST. 28

CLIFFORD PL. 10

20 BANKER

37 -16

QUAY ST.

2727 S T. MCGUINESS

GRAHAM AVE. 11 BLVD.

(WEST-BOUND)

MEEKER AVE.

GEM ST. 17 -3 -4

-14 LEONARD ST. 5 FRANKLIN ST. EXPRESSWAY NORTH 15TH ST.

MANHATTAN AVE. 1

MEEKER AVE. 63 (EAST-BOUND)

-3 DRIGGS AVE.

-7 BROOKLYN-QUEENS 63 5 HERBERT ST.

-7 3 LEGEND: ANALYZED INTERSECTION (POSITIVE INCREMENT) PROJECTED DEVELOPMENT SITES ANALYZED INTERSECTION (NEGATIVE INCREMENT) Greenpoint-Williamsburg Rezoning EIS Figure 16-11b Williamsburg Net Project Generated Traffic - AM Peak Hour

NORTH 13TH ST. 98 100

-7

-7 3 22 -1 BAYARD ST.

-4 5

63 21 4 21 2 NORTH 12TH ST.

-8

25 1

-2 0 RICHARDSON ST. 1 -8

0 UNION AVE. 61 FROST ST. -4 -4 NORTH 11TH ST. LORIMER ST.

-6 AVE. BEDFORD -2 -6 125

-18 -2

1 5 -14 -8

25 0 WYTHE AVE. WYTHE

-15 19

0 WITHERS ST. 46 NORTH 10TH ST.

-9

-3 1

BERRY ST. BERRY 46

0 3 3

0 -2

1 0 0 0 NORTH 9TH ST. 2 1 -2 3 6 4 1 4 -14 -1

4 2 0 171

5 23 4

2 19 163

-3 160 161 1

4 -12 13 2

53 5 3 -12

2 3 3 0 3 2 1 NORTH 8TH ST. 0 -3

1 193 -18 0 1

0 10

186 23

-3 1

4 4

206 2

2 -5

HAVEMEYER ST. HAVEMEYER

13 56

0 185 35 36 35 27

51 NORTH 7TH ST. 17 1 11

2 1 6 41 34 6 92 4

203 -5 3

54 2 -5 24 17 0 -3 0 12 -5 -3

199 79 -8 1 12 -6 2 2 -18 -18

0 NORTH 6TH ST. -5 ST. KEAP

-3 6

RODNEY ST. RODNEY

-18

1 215 54 -35 NORTH 5TH ST. 4 4 10 8 6 6

-16 13 2 224 8 0 -2 -8

-2

11 -7

-17 54 2 HOPE ST. 2

80 -6 -9 0

-8 -14 6 -3 AVE. MARCY 0 0 -6 4 2

NORTH 4TH ST. 230

-5 -2 0

235 -2

-7 19 13 6 240 -3

-9 GRAND ST

-1

56 -10

96 3 1 NORTH 3RD ST.

-8 14 HOPE ST. 0 0 -1 -2 -11 0

0 -7

-1 0

8 -2

FILLMORE PL.

0 96 -1 METROPOLITAN AVE. 2 13

5 HAVEMEYER ST. HAVEMEYER

96 NORTH 1ST ST.

RIVER ST. RIVER 5

GRAND ST. -2

96 -8

-5

ROEBLING ST. ROEBLING

5 SOUTH 1ST ST. 96

KENT AVE. 66

SOUTH 2ND ST. AVE. MARCY

DRIGGS AVE. DRIGGS

96 5

SOUTH 3RD ST.

15 81

SOUTH 4TH ST.

5 81

BROADWAY 5 SOUTH 5TH ST. 0 1

-10

5 ROEBLING ST. ROEBLING SOUTH 6TH ST.

-8

BEDFORD AVE. BEDFORD 13

NHAM PL. NHAM BROADWAY SOUTH 8TH ST. LEE AVE. DU LEGEND: ANALYZED INTERSECTION (POSITIVE INCREMENT) PROJECTED DEVELOPMENT SITES ANALYZED INTERSECTION (NEGATIVE INCREMENT) Greenpoint-Williamsburg Rezoning EIS Figure 16-12a Greenpoint Net Project Generated Traffic - MD Peak Hour

ASH ST.

BOX ST.

PAIDGE AVE.

12 1 1 12 2 COMMERCIAL ST. 4 11 CLAY ST. 3

12 1

2 2 0

DUPONT ST.

2 1

2 2 4 10 EAGLE ST. 9 6 1

4 10 11

3 1

3 3 6 47 2 38 1 1 -3 32 FREEMAN ST.

0 0

4 3 0 11

19 BLVD. MCGUINNESS

3 6 1 -3 22 0 -10 63 2 GREEN ST. 50 27 -5 57 30 -4 14

-11 0

-7 32

0 -5 13 3 34 0 7 33 9 19

26 -2

-3 -1 -4 1 13 34 0 34 -2 31

HURON ST.

3 0

-5

-1

-4 0 11

0 INDIA ST. 0 0

-5 37

43 3

11 -1 -4 0 -6 -1 -6 -6 -1 JAVA ST.

PROVOST ST.

3 -5

0 9 -5 -15

-20 11 -10

KENT ST.

-15

-4

-1 -19 33 -14 11 -2 3 46 30 29 25 GREENPOINT AVE. 6 8

-1 3

2 -1

-7

-7 29

-1

-20

46 13

36 MILTON ST. MOULTRIE S -7 WEST ST. WEST CALYER ST.

JEWEL ST. 13

3 22 DIAMOND ST. NOBLE ST. T .

NEWEL ST. 0

-7 1 16 21

ECKFORD ST. 19 13

MANHATTAN AVE. LEONARD ST.

OAK ST.

40 15 MESEROLE AVE. 1 -7 0 LORIMER ST.

GUERNSEY ST.

21 CLIFFORD PL. 19

2 41 -7 BANKER

13 QUAY ST.

S 8 T. MCGUINESS

36 GRAHAM AVE. BLVD.

(WEST-BOUND)

MEEKER AVE.

GEM ST. 6 -1 0

6 LEONARD ST.

FRANKLIN ST. NORTH 15TH ST. 33 EXPRESSWAY

MANHATTAN AVE. 6

23 MEEKER AVE. (EAST-BOUND)

-1 DRIGGS AVE. 3

23 BROOKLYN-QUEENS 33 HERBERT ST.

3 LEGEND: ANALYZED INTERSECTION (POSITIVE INCREMENT) PROJECTED DEVELOPMENT SITES ANALYZED INTERSECTION (NEGATIVE INCREMENT) Greenpoint-Williamsburg Rezoning EIS Figure 16-12b Williamsburg Net Project Generated Traffic - MD Peak Hour

NORTH 13TH ST. 98 100

6 3 2 6

8 BAYARD ST.

2 4 4 -1

23 9 9 8 4 NORTH 12TH ST.

-10 3 -15 3 6 RICHARDSON ST.

6 13

2 UNION AVE. 8 FROST ST.

NORTH 11TH ST. -2 0 LORIMER ST. BEDFORD AVE. BEDFORD 1 -4 -2 125

-10 6 0

0 3

-5 1 0 WYTHE AVE. WYTHE 23 0

-9 WITHERS ST. -1

NORTH 10TH ST.

-7

BERRY ST. BERRY -1 0 5 4 1 1 0 -1

-4 0 1 -2 -6

-8

1 NORTH 9TH ST. 5 8 4 6 0 -6

6 3

3 1 171

9 24

5 163 -6

2 5 161 -5 3 160 7 5 8 4 7 7 -5 7 7 7 5 0 0 10

NORTH 8TH ST. 1 -5

3 193 3 0

186 8 1

5 0

33 2

206 -6 6

0 -1

HAVEMEYER ST. HAVEMEYER

7 8

0 185 12 12 5 11 -1 3 20 NORTH 7TH ST. 7

2 8 -4

16 13 -2

-6

36 0

203 4

-2 23 11 31 -2 0 9

0 22 -2 9 17

199 2 15 13 20 2 2 -7 -3 2 NORTH 6TH ST. -3 ST. KEAP

0 8 -4 -6

27 RODNEY ST. RODNEY

-7

18 1 23 215 NORTH 5TH ST. -16 -3 -3 -3 -12 -2

-3 -8 1

-8 8 -12 2 224 -16 -1

-9

-9 -1 23 58 HOPE ST.

1 0 18 0 0 -2 -2

1 1 -2 AVE. MARCY 0 -2 NORTH 4TH ST. -4 1

9 230

-2

-1

235 -1 49 -2 240 -7 0

1 GRAND ST.

0 -4

17 0 -20

-2 -5 NORTH 3RD ST.

-1 HOPE ST. -4 -1 -5 -1 -19 -4 7 -1

0 0 -1

48 FILLMORE PL.

-15 32

1 METROPOLITAN AVE. -7 0

46 HAVEMEYER ST. HAVEMEYER

32 NORTH 1ST ST.

RIVER ST. RIVER 46 GRAND ST. 6

1 ROEBLING ST. ROEBLING

SOUTH 1ST ST.

32 -1

KENT AVE.

SOUTH 2ND ST. AVE. MARCY -3

DRIGGS AVE. DRIGGS 32

46 SOUTH 3RD ST.

6 26

SOUTH 4TH ST.

46 26

BROADWAY 46 0

SOUTH 5TH ST. 1 26 27

46 ROEBLING ST. ROEBLING SOUTH 6TH ST.

BEDFORD AVE. BEDFORD 25

BROADWAY SOUTH 8TH ST. LEE AVE. DUNHAM PL. DUNHAM LEGEND: ANALYZED INTERSECTION (POSITIVE INCREMENT) PROJECTED DEVELOPMENT SITES ANALYZED INTERSECTION (NEGATIVE INCREMENT) Greenpoint-Williamsburg Rezoning EIS Figure 16-13a Greenpoint Net Project Generated Traffic - PM Peak Hour

ASH ST.

BOX ST.

PAIDGE AVE.

34 2 2 35 0 COMMERCIAL ST. 1

15 1 CLAY ST.

15 1 0 1

DUPONT ST.

1 1

2 3

0 1 14 EAGLE ST. 13

5 1 3

4 15 15 5 1

10 1 5 133 0 114 2 -3 -3 104

FREEMAN ST.

1 8

106 4 26

-3 19 BLVD. MCGUINNESS

-3

-5 3 157 5

1 22 -8 80 0 GREEN ST. 65 33

-5 76 30 -3 20

-14 0

0 32

9 2 -5 14

30 33 107 7 12 26 1

-2 -1

-1 -6 1 12 107 3 107 -1 105

HURON ST.

0 9

-1 169

-6

0 11

-1 INDIA ST. -1 -1

2 -1

27 9

43 76

11 -1 -6 -1 -1 1 1 1 JAVA ST.

-2 PROVOST ST.

0 9

0 2

-30 27

-37

11 0

KENT ST.

-4 3

-34

101 -3 2 11 -2 27 129 130 128

23 GREENPOINT AVE. 6 16

9 -2

0 -1 0

1 1

-12 60

0 29

-18

58 12

50 MILTON ST. MOULTRIE S 12 WEST ST. WEST CALYER ST.

JEWEL ST. 12

8 55 DIAMOND ST. NOBLE ST. T . NEWEL ST.

2 -1 12 21 58

ECKFORD ST. 26 12

MANHATTAN AVE. LEONARD ST.

OAK ST.

76 MESEROLE AVE. 5 46

12 1

LORIMER ST. 12

GUERNSEY ST. 57

CLIFFORD PL. 59

3 BANKER 12

130

12 QUAY ST.

9 S 9 T. MCGUINESS

GRAHAM AVE. BLVD.

145

(WEST-BOUND) MEEKER AVE.

GEM ST.

6 -3 1

35 LEONARD ST. FRANKLIN ST.

NORTH 15TH ST. 121 EXPRESSWAY

MANHATTAN AVE. 17

MEEKER AVE.

29 -2 (EAST-BOUND)

DRIGGS AVE.

42 29 BROOKLYN-QUEENS 121 HERBERT ST.

42 LEGEND: ANALYZED INTERSECTION (POSITIVE INCREMENT) PROJECTED DEVELOPMENT SITES ANALYZED INTERSECTION (NEGATIVE INCREMENT) Greenpoint-Williamsburg Rezoning EIS Figure 16-13b Williamsburg Net Project Generated Traffic - PM Peak Hour

29 100 NORTH 13TH ST. 98

42 12 3 1 BAYARD ST.

0 13 13 10 18 6 10

29 NORTH 12TH ST.

-11 -5

-10 6 RICHARDSON ST.

10 28 53 4 UNION AVE. 9

19 FROST ST. NORTH 11TH ST. -1 4 LORIMER ST.

-2 AVE. BEDFORD 3 -7 -6 -3 125

0 0

-6 -5 1

0 WYTHE AVE. WYTHE -7 60 1

WITHERS ST. 12 NORTH 10TH ST.

-1

0 -2

BERRY ST. BERRY 1

11 7 7 0

3 0 2

1 -8 -13 NORTH 9TH ST. -1 -5 9 8 -1 4 2 8 1 -13

20 171 7

1 -4 7

60 163 0

4 22 161 3 3 160 -14 4 10 9 6 19 8 9 0 11 1 9 6 0 56 NORTH 8TH ST. 0

193 4

0 186 -4 0 2 1

22 3

74 3

206 5

-14

1 4

HAVEMEYER ST. HAVEMEYER 10 20 1 185 16 16 -1 13 0 27 NORTH 7TH ST. 9 -3

3 -5

21 18 20 48 -13 -14

-1

203 20

-1 31 11 72 -6 0 42 -1 42 26 1 57 62 199 5 65 53 2 8

11 2 ST. KEAP NORTH 6TH ST. -3

3 2

20 -14 -12

-1

62 71

RODNEY ST. RODNEY

27 1 31 215

8 14 NORTH 5TH ST. -9 -9 -27 -16 -4 -8 -17

6 1

-35 9

-27 22 -4

224 4 -22 5 0 7

0 HOPE ST.

133 27 9 9 1

0 9 2 0 -11 AVE. MARCY 9 -10 -4 1 NORTH 4TH ST. 0 230

9 235 0 -4 240 -21 -11 0 GRAND ST. 138 0

31 0

0 0 20 -7 -10 NORTH 3RD ST. HOPE ST.

11 -8 -25 0 0 -2 -2 -8

0 23 -2

149 FILLMORE PL.

-17 37 0 METROPOLITAN AVE.

-23 0 0

149 HAVEMEYER ST. HAVEMEYER

37 NORTH 1ST ST. RIVER ST. RIVER

149 GRAND ST. 17

63 37

6 ROEBLING ST. ROEBLING

SOUTH 1ST ST.

149 37

KENT AVE. -13

MARCY AVE. MARCY

149

SOUTH 2ND ST. -9

DRIGGS AVE. DRIGGS

149 SOUTH 3RD ST.

6 31

SOUTH 4TH ST.

149 31

BROADWAY

0 149 SOUTH 5TH ST. 2

80 31

149 ROEBLING ST. ROEBLING SOUTH 6TH ST.

BEDFORD AVE. BEDFORD 86

BROADWAY SOUTH 8TH ST. LEE AVE. DUNHAM PL. DUNHAM LEGEND: ANALYZED INTERSECTION (POSITIVE INCREMENT) PROJECTED DEVELOPMENT SITES ANALYZED INTERSECTION (NEGATIVE INCREMENT) Greenpoint-Williamsburg Rezoning EIS Figure 16-14a 2013 With -Action Greenpoint Traffic Volumes - AM Peak Hour

ASH ST.

BOX ST.

PAIDGE AVE.

6 11 34 58 17 14 89 87 39 46 COMMERCIAL ST. 17 27 54

54 CLAY ST. 17 17 25

6 47 11

39 70

11 17

11 100 46

6 11 11 0 95 11 39 11 6 DUPONT ST.

64 13

128

11 95

11 85 17 34 6 55 EAGLE ST. BLVD. MCGUINNESS 28 39 35

37 39 43

21 28 64

150 6

8 22 50 39 75

93 11

121 11 33 47 32 51 96 28 45 50

-2 75 FREEMAN ST. 1

19 41

49 38 21 19

22 139

1240

23 20 33 138

145 39 0 -2 GREEN ST. -26 22 258 0 0 8

204 220 30 -3 281 65

1 96 62 32

33 95

22 34 1 2 56 30 59 86 26 158

1 29 11 45 1656

187 42 0 6 10

0 169 51 69 39 44 33 0 6 HURON ST.

208

147

33 1154

11 64 11 11 202 44 176

6 6 INDIA ST. 22 90

6 17 57 28 50

73 22

6 89

12 55

5 12 33 213

43 152

21 44 1508

12 11

187

0 1 207 69 7 10 37 4 2 56 22 -11 -3 JAVA ST. -2 6

6 7

61 219

45 204

17 66 5

17 246 -21

6 6 KENT ST. ST. PROVOST

6 11

11 36 34

0 12 17

205

55 1099 50

26 39 39 105

32 143 28

11 3

9 176 222 12 32 59 166 51 128 39 106 166 6 6 GREENPOINT AVE. 22

191 155

287 50

11 67

21 21 42

25 32

0 22 169

155 110 192

1359

13 358

1 MILTON ST. MOULTRIE

115 43

9 322 21 CALYER ST.

JEWEL ST.

WEST ST. WEST 351

16 11 45 DIAMOND ST.

22 1202 ST NOBLE ST. .

NEWEL ST. 38 96 73

344 188 ECKFORD ST. 1354

373 23 126

28 LEONARD ST. 7 OAK ST. 39

MANHATTAN AVE. 130 MESEROLE AVE. 43 1248

80 38

352 LORIMER ST.

277 28 139

GUERNSEY ST.

BANKER ST. CLIFFORD PL. 49 1388

94 104 235

277 QUAY ST. 8 128 MCGUINESS

GRAHAM AVE. BLVD.

425

63 (WEST-BOUND) 315 602 MEEKER AVE. GEM ST. 101 11 28 50 101 839 248 56 LEONARD ST. NORTH 15TH ST. EXPRESSWAY

FRANKLIN ST. MANHATTAN107 AVE. 103 11 471 240 34 MEEKER AVE. (EAST-BOUND) 30 0 139 DRIGGS AVE. 468 6 5 45912 332 BROOKLYN-QUEENS HERBERT ST. 11 4 756 26 173 3 17 Legend: Analyzed Intersection (Signalized) 30 With Action Sites Analyzed Intersection (Unsignalized) 55 No- Action Sites Greenpoint-Williamsburg Rezoning EIS Figure 16-14b

2013 With-Action Williamsburg Traffic Volumes - AM Peak Hour 3

12 11 459 4 NORTH 13TH ST.

34 211 17 131

326

150 20 BAYARD ST. 146 11 17 77 11 77 17 463 NORTH 12TH ST. 1

0 209 RICHARDSON ST.

221

10 331 UNION AVE. 468 12 62 FROST ST. LORIMER ST.

-4

NORTH 11TH ST. 22 AVE. BEDFORD 20 2 50 125

1 33 23 227 5 204

2 33 ROEBLING ST. ROEBLING 329 50 WITHERS ST.

470 21 45 11 WYTHE AVE. WYTHE NORTH 10TH ST.

119

12 260

341

28 278 17

453 BERRY ST. BERRY 22 58 1 25 14 16 17 128 50 NORTH 9TH ST. 0 22 50

1 3 160 8 0 171

2 163 16 4

161 22 132

4 141 -12

221 27

341 73

6 56

280 98 50 125 141 2 5 54 56 137 50 30 51 556

NORTH 8TH ST. 193 0 28

460

116

43 17

17 311

172 316 0 29 186 218 172 16

238

0 33

206 17

2 163 280 ST. HAVEMEYER

480 140 33 0 55 185 141 7

38 63 55 100 NORTH 7TH ST. 45 79 56 89 6 111 119 303 80

47 46

0 101

92 335 44

22 190

45 183

90 227

24 310 2 135 112 203 207 145 28 33 17 310

-5 50

199 45 80

503 1 29 26

2 51 344 ST. KEAP 686 0 NORTH 6TH ST. 60 28

100

0 2

11 50 0 291 161

233 44

178 19 ST. RODNEY

299 326 10 215

475 0 NORTH 5TH ST. 30 39 -35 82 54 229

33 0 23 56 100 19 81 33 89

0 13 54 230 381

16 57 60

5 0 224

287 0

53 236

166 48 0 57 318 28 2 11 HOPE ST. 17 325 49 46

475 28 35 130

0 AVE. MARCY

241 84 25 17 33 38 127 214 NORTH 4TH ST. 11

-7 39

290 235 287

198 103

37 45 240 28

-8 182 11 55 17 3 28 GRAND ST.

327 179

5 502 14 NORTH 3RD ST. 25 6 HOPE ST. -11 33 178 10 16 24 33

18 17

18 5 34

298 11

12 204 269

6 FILLMORE PL.

28 480 6 0

11 METROPOLITAN AVE. 39

33 28

13 186 22

0 6 6 44

266 44 0 497 17 NORTH 1ST ST. 18

RIVER ST. RIVER HAVEMEYER ST. HAVEMEYER 6 0 293 GRAND ST. 102

17 173 17 6

480 17 6

39 274 11 22

0 0 92 276 SOUTH 1ST ST. 0

DRIGGS AVE. DRIGGS

485 816

42 726

SOUTH 2ND ST. AVE. MARCY

287

178 57 50

3 0 485 17

KENT AVE. KENT

315 SOUTH 3RD ST.

451

81 SOUTH 4TH ST. 315 17 451 11 BROADWAY

114 202 302 39

379 SOUTH 5TH ST.

178 33

461 159 6

ROEBLING ST. ROEBLING 379

2 SOUTH 6TH ST. 2

11 461

379 BROADWAY LEE AVE. DUNHAM PL. DUNHAM SOUTH 8TH ST.

Legend: Analyzed Intersection (Signalized) 30 With Action Sites Analyzed Intersection (Unsignalized) 55 No- Action Sites Greenpoint-Williamsburg Rezoning EIS Figure 16-15a 2013 With-Action Greenpoint Traffic Volumes - MD Peak Hour

ASH ST.

BOX ST.

PAIDGE AVE. 6 6 33 40

73 34 6 28 23 6 46 COMMERCIAL ST. 26 34 29 6

CLAY ST. 6 42

6 39 11

39 85

52 11 17

17 52

0 22 6 0 78 22 27 22 11 DUPONT ST.

102

11 90 6 22 11 59 EAGLE ST. BLVD. MCGUINNESS 44

21 26 27

51 46 6 43 44 12 9 113 39 39

3 22 34

136 6 28 47 47 71 138 44 51 55

0 71 FREEMAN ST. 0

71 28 23 32

22 106

25 7 39 1 152 1085

129 44

2 -10 GREEN ST. 0 17 144

0 9 156 47

69 107 30 -11

1 66

85 32

44 51

33 73

0 0 62 13 24 76 109

26 1 46 25 33 912

150 40 6 6

6 136 51 59 33 36 28 0 6 HURON ST.

149

126

50 1094

17 62 11 0 167 11 161

0 11 INDIA ST. 22 40

6 34 61 39

62 6

67 28

6 56 22 28

6 68 154

43 143 28 45 936

28 28

167

6 6 62 6 161 11 62 11 -1 51 50 JAVA ST.

-15 0 -1 -5

0 0

74 171

45 182

22 11 46 6

190 -10

6 0 KENT ST. ST. PROVOST 11

0 6

95 11 0 58 6 55 210 50

73 56

3 1014

35 131 126

78 51

37 0

35 244 158 11 11 85 253 173 84 168 96 44 0 11 GREENPOINT AVE. 17

59 41

173 67

6 89

57 62

68 13 830

72 32 13

11 34 159

130

224

22 322

3 MILTON ST. MOULTRIE

37 28

7 364 17 CALYER ST.

JEWEL ST.

WEST ST. WEST 312

17 9

85 DIAMOND ST. 11 1154 ST NOBLE ST. .

NEWEL ST.

28 48 73 375

145 911 ECKFORD ST. 92 323 28

6 LEONARD ST. 21 OAK ST. 33

MANHATTAN AVE. 117 MESEROLE AVE. 31 1160

86 22

354 LORIMER ST.

266 17 77

GUERNSEY ST.

CLIFFORD PL.

69 BANKER ST. 951

265

266 QUAY ST. 6 44 MCGUINESS

GRAHAM AVE. BLVD.

421

89 (WEST-BOUND) 361 463 MEEKER AVE. GEM ST. 90 17 22650 67 161 181 28 LEONARD ST. NORTH 15TH ST. EXPRESSWAY

FRANKLIN ST. 118 MANHATTAN AVE. 143 17 331 240 36 MEEKER AVE. (EAST-BOUND) 15 6 128 DRIGGS AVE. 490 8 6 32512 394 BROOKLYN-QUEENS HERBERT ST. 6 6 550 96 118 3 17 Legend: Analyzed Intersection (Signalized) 30 With Action Sites Analyzed Intersection (Unsignalized) 55 No- Action Sites Greenpoint-Williamsburg Rezoning EIS Figure 16-15b

2013 With-Action Williamsburg Traffic Volumes - MD Peak Hour 3

325 6 6 NORTH 13TH ST.

152 17 145 396 28 BAYARD ST.

130 80 63 97 55 56 13

331 NORTH 12TH ST. 1

2 137 RICHARDSON ST.

163 17

357 UNION AVE. 302 44 61 FROST ST. LORIMER ST.

57 0 NORTH 11TH ST. 39 AVE. BEDFORD 1 60 125

1 17 34 186 0 120

1 23 ROEBLING ST. ROEBLING

356 56 WITHERS ST. 303 28 38 22 WYTHE AVE. WYTHE NORTH 10TH ST.

73 11

197

11 351

-8

279 22

33 308

BERRY ST. BERRY 82 28 18 1 38 93 -5 57 0 4 50 NORTH 9TH ST. 27 -5 5 160 1 12 0 17 171

9 163 -5

161 91 3 11 67 25 62 190

351 89 44

280 11 52 62 91 64 7 46 91 33 4 95 1 17 0 55

NORTH 8TH ST. 44 95 394

0 193 317

42 11

56 326

1 209

343 186 153 44

195 28

206 124 11

0 11 174

263 ST. HAVEMEYER

112

39 116 0 295

0 50 185 107

50 46 11 12 79 94 89 2 86 NORTH 7TH ST. 89 39 342

33 119 70

0 112

36 338 28

44 130

39 124

99 190

341 104 87 11 203 -2 207 89

28 268 22

28 -2 39

199 50 114

304 2 20 60

30 383 ST. KEAP 70 662 2 NORTH 6TH ST. 17 73 0 2 82

28 33

0 361 113

201 28

27 ST. RODNEY 357

212 116 215

305 29 0 -16 NORTH 5TH ST. 17 55 70 70 266 31 6 121 20 78 58 11 73

0 -16 105 230 428

33 50 28 224 77

5 344 85

174

19 50 0 55 384 HOPE ST.

1 6

11 56

234 35 80 6 305 22 72 181

20 250 AVE. MARCY

48 1 39 24 79 197 106 NORTH 4TH ST. 6

-1 11 49

235 339 131

381

31 6

44 6 22 -1 240 127 62 0 22 GRAND ST. 51 186

231

6 320 2 -2 13 NORTH 3RD ST. HOPE ST. 17 173 28 32 12 -5 30 6 27

47 0

6 -5 9

7 28

370 21

3 368

68 FILLMORE PL.

18 5 300 6

34 METROPOLITAN AVE. 44

22 17

0 149 17

6 74 0 11

330 44 6

329 20 NORTH 1ST ST. 22

RIVER ST. RIVER HAVEMEYER ST. HAVEMEYER 0 6 395 GRAND ST. 109 0 163

11 17

317 11 1

89 39

22 258 17 6 6 98

6 389 SOUTH 1ST ST.

DRIGGS AVE. DRIGGS

329

508 42

5 457

SOUTH 2ND ST. AVE. MARCY 412

61 161 39 17 55 3

329 55

KENT AVE. KENT

362 SOUTH 3RD ST.

365 10 SOUTH 4TH ST.

362 11

365 11 BROADWAY

118

325 139 50

361 SOUTH 5TH ST.

11 227

17 365 187

84 28

361 ROEBLING ST. ROEBLING SOUTH 6TH ST. 32

11 365

339 BROADWAY LEE AVE. DUNHAM PL. DUNHAM SOUTH 8TH ST.

Legend: Analyzed Intersection (Signalized) 30 With Action Sites Analyzed Intersection (Unsignalized) 55 No- Action Sites Greenpoint-Williamsburg Rezoning EIS Figure 16-16a 2013 With-Action Greenpoint Traffic Volumes - PM Peak Hour

ASH ST.

BOX ST.

PAIDGE AVE. 6 11 44 63

80 17 38

98 51 6 44 COMMERCIAL ST. 45

69 6

26 6

CLAY ST. 17

17 43

33 75

62 12

6 61

0 6 104 7 6 17 39 33 6 DUPONT ST.

56 10

102

6 131

11 106 100 17 11 0 EAGLE ST. BLVD. MCGUINNESS 56 42 41

45 33 49

10 44 48

120 0 16 34 48

5 11 35

33 29 20 156 133 207 305 56 112 146 101 1 FREEMAN ST. -3

82 46 32 118

106 22

8 44 232 213 1905

19 94 0 1 GREEN ST. -8 0 11 17 200 2 198 64

91 142 30 -14

0 32

33 78 22 56

101 30 56

1 13 103

1 141 153

26 114 20 31 1065 222

1 21

94 0 6

5 239 141 162 39 55 44 3 5 HURON ST.

188

184

1855

11 127 44 6 222 28 266

5 6 INDIA ST. 22 72

0 26 103 58 44

93 22

17 61 50

38 87

5 17 199

43 189

28 22 1051

16 47

197

0 132 6 278 18 30 17 -2 50 50

0 JAVA ST. -30 11 1

19 221

45 254

115

28 6 113 6

300 0

6 6 KENT ST. ST. PROVOST

0 6 11 22

6 11 95 109

55 267 50

1455 78 62 259

42 40 144

91 62

106 6 34

272 307 17 6 198 377 157 184 62 145 78 0 6 GREENPOINT AVE. 22 84 188

11 6 190

139

55 63

97 25

934

95 34 12

106

11 40 199

134 269

32 449

6 MILTON ST. MOULTRIE

54 35

9 409 31 CALYER ST.

JEWEL ST.

WEST ST. WEST 448

10 18

84 DIAMOND ST. 17 1571 ST NOBLE ST. .

NEWEL ST. 22 71 77 413 255

ECKFORD ST. 99 1065 465 28

1 LEONARD ST. 14 OAK ST. 39

MANHATTAN AVE. 170 MESEROLE AVE. 23 1567

103 40

393 LORIMER ST.

382 106 1

GUERNSEY ST.

CLIFFORD PL.

BANKER ST. 98 1103

186 259 144 382 QUAY ST. 12 146 MCGUINESS

GRAHAM AVE. BLVD.

577

79 (WEST-BOUND) MEEKER AVE. 571 602 129 GEM ST. 11 28767 168 73 327 NORTH 15TH ST. 33 EXPRESSWAY LEONARD ST.

FRANKLIN ST. 106 MANHATTAN AVE. 143 22 558 457 57 MEEKER AVE. (EAST-BOUND) 14

6 134 DRIGGS AVE. 686 6 55311 430 28 BROOKLYN-QUEENS HERBERT ST. 10 5 448 1 666 1 125 Legend: Analyzed Intersection (Signalized) 30 With Action Sites Analyzed Intersection (Unsignalized) 55 No- Action Sites Greenpoint-Williamsburg Rezoning EIS Figure 16-16b

2013 With-Action Williamsburg Traffic Volumes - PM Peak Hour 4

11 10 553 5 NORTH 13TH ST.

289 11 113

448 30 BAYARD ST.

7 104 208 40 38 81 9 52

558 NORTH 12TH ST.

1 11

1 207 RICHARDSON ST.

300

420 UNION AVE.

39 529 118 FROST ST. LORIMER ST.

NORTH 11TH ST. 22 AVE. BEDFORD 42 1 82 125

1 67 44 291 -3 196

1 25 ROEBLING ST. ROEBLING

419 51 WITHERS ST. 530 21 30 29 WYTHE AVE. WYTHE NORTH 10TH ST.

134

303 17 423

332 44

40 520

-1 BERRY ST. BERRY

16 4 3 90 58 -13

2 4 49 NORTH 9TH ST. 29 33 134 -13 4 160 2 29 1 28 171

163 0 7

161 33 122

3 272 84 36 67

423 59 33 344 17 53 33 87 95 11 4 25 93 44

1 67 0 44 91

0 NORTH 8TH ST. 22 588

528 193

123

41 34

27 418 0

237

449 186 213 53

294

22 29 206 22 94

1 133

HAVEMEYER ST. HAVEMEYER

344 67

123

33 5 534

1 185 33 70 26 11

50 11 71 NORTH 7TH ST. 31 77 33 3 69 112 468 95

107 78

38 12

48 407 22

209 28 28 138

98 273

447 -6 154 137 11 203 207 95

22 22 55 360 -1 33

199 106 157 5 541 53 96

19 61 509 ST. KEAP 1075 NORTH 6TH ST. 22

0 3 175 101

2 81

105 55

390

0 284

165

RODNEY ST. RODNEY 424

392

64 215 NORTH 5TH ST. 12 514 34 14 17 53 47 369

33 6 39 14 46 27 11 135

5 40 230 106 580 -35 22 34

224 39

0 438

65 246

178 87

6 27

73 0 481 44 12 HOPE ST. 22 392 39 77 2

520 17 72 228

50 2 18 341 AVE. MARCY

263 56 44 59 134 NORTH 4TH ST. 28

9 39

235 399

508 173 184

50 67 240 44

186 11 11 89 17 0 22 GRAND ST.

50 256

392

28 18 502 -7 21 NORTH 3RD ST. HOPE ST. 26 22 238 6 29 0 38 31

1 17 -10 43 11

416

25 164

18 513

44 FILLMORE PL.

16 6 498 0

49 METROPOLITAN AVE. 51

28 295

. 0 63

0 0

0 511

R 64 0

547 31 NORTH 1ST ST. 12

RIVE HAVEMEYER ST. HAVEMEYER 0 6 520 GRAND ST. 246 11 352

541

6 22

277

56 11 28

0 11

6 509 SOUTH 1ST ST. 122

DRIGGS AVE. DRIGGS

553

683

11 446

SOUTH 2ND ST. AVE. MARCY 531

207 72 3 11 23 46

553 20

KENT AVE. KENT

519 SOUTH 3RD ST.

549

30 SOUTH 4TH ST. 519 33 549 17 BROADWAY

165 203

614 84 516 SOUTH 5TH ST.

482

10 22

556 239

62 28

ROEBLING ST. ROEBLING 516

13 SOUTH 6TH ST. 88

6 556

441 BROADWAY LEE AVE. DUNHAM PL. DUNHAM SOUTH 8TH ST.

Legend: Analyzed Intersection (Signalized) 30 With Action Sites Analyzed Intersection (Unsignalized) 55 No- Action Sites TABLE 16-11 2013 With Action Traffic Conditions at Signalized Intersections

AM Peak Hour MD Peak Hour PM Peak Hour 2013 No-Action 2013 With Action 2013 No-Action 2013 With Action 2013 No-Action 2013 With Action Lane V/C DELAY LOS V/C DELAY LOS V/C DELAY LOS V/C DELAY LOS V/C DELAY LOS V/C DELAY LOS Intersection Group RATIO (SEC/VEH) RATIO (SEC/VEH) RATIO (SEC/VEH) RATIO (SEC/VEH) RATIO (SEC/VEH) RATIO (SEC/VEH)

Franklin Street (N-S) @ NB-LT 0.13 7.5 A 0.14 7.6 A 0.12 7.5 A 0.13 7.6 A 0.10 7.3 A 0.11 7.4 A Dupont Street (E-W) SB-TR 0.09 7.3 A 0.10 7.3 A 0.09 7.3 A 0.10 7.3 A 0.10 7.3 A 0.10 7.3 A EB-LR 0.07 14.2 B 0.07 14.2 B 0.13 15.0 B 0.13 15.0 B 0.07 14.2 B 0.07 14.2 B WB-LTR 0.17 15.4 B 0.17 15.4 B 0.16 15.2 B 0.15 15.1 B 0.21 16.3 B 0.22 16.4 B

Franklin Street (N-S) @ NB-TR 0.12 7.5 A 0.13 7.6 A 0.18 8.0 A 0.18 8.0 A 0.15 7.7 A 0.16 7.8 A Eagle Street (EB) SB-LT 0.18 8.0 A 0.18 8.0 A 0.19 8.1 A 0.19 8.1 A 0.19 8.0 A 0.19 8.0 A EB-LTR 0.16 14.4 B 0.32 15.6 B 0.12 14.2 B 0.17 14.5 B 0.14 14.3 B 0.19 14.6 B

Franklin Street (N-S) @ NB-TR 0.31 9.3 A 0.30 9.2 A 0.28 9.0 A 0.29 9.1 A 0.31 9.2 A 0.35 9.7 A Green Street (EB) SB-LT 0.32 9.5 A 0.32 9.4 A 0.30 9.2 A 0.30 9.2 A 0.39 10.0 A 0.39 10.0 B EB-LTR 0.17 14.5 B 0.80 29.8 C 0.21 14.8 B 0.44 16.6 B 0.27 15.2 B 0.53 18.0 B

Franklin Street (N-S) @ NB-LT 0.28 8.8 A 0.28 8.8 A 0.28 9.0 A 0.30 9.2 A 0.29 9.0 A 0.33 9.4 A Huron Street (WB) SB-TR 0.24 8.5 A 0.30 9.1 A 0.24 8.5 A 0.26 8.8 A 0.39 10.1 B 0.41 10.4 B WB-LTR 0.31 17.3 B 0.35 17.9 B 0.27 16.7 B 0.36 18.0 B 0.37 18.4 B 0.69 28.1 C

Franklin Street (N-S) @ NB-LT 0.37 9.8 A 0.37 9.8 A 0.39 10.2 B 0.40 10.4 B 0.41 10.3 B 0.45 10.9 B Java Street (WB) SB-TR 0.30 9.0 A 0.36 9.7 A 0.29 9.0 A 0.31 9.3 A 0.44 10.7 B 0.45 10.9 B WB-LTR 0.34 18.0 B 0.30 17.4 B 0.36 18.4 B 0.34 18.1 B 0.34 18.0 B 0.34 18.1 B

Franklin Street (N-S) @ NB-LTR 0.63 14.9 B 0.60 14.0 B 0.74 19.3 B 0.72 18.4 B 0.69 16.4 B 0.70 16.9 B Greenpoint Avenue (E-W) SB-LTR 0.45 11.2 B 0.51 12.2 B 0.44 11.4 B 0.46 11.7 B 0.52 12.2 B 0.54 12.6 B EB-LTR 0.31 15.6 B 0.72 25.0 C 0.18 14.6 B 0.27 15.2 B 0.29 15.4 B 0.36 15.9 B WB-L 0.54 18.6 B 0.70 27.3 C 0.64 21.3 C 0.65 21.8 C 0.62 20.4 C 0.62 20.5 C WB-TR 0.34 15.8 B 0.31 15.5 B 0.39 16.1 B 0.46 16.7 B 0.42 16.3 B 0.72 23.1 C

Franklin Street (N-S) @ NB-LT 0.58 12.7 B 0.56 12.4 B 0.65 14.7 B 0.64 14.4 B 0.56 12.2 B 0.58 12.5 B Noble Street (WB) SB-TR 0.46 10.6 B 0.51 11.3 B 0.53 12.1 B 0.55 12.5 B 0.58 12.4 B 0.59 12.6 B WB-LTR 0.13 14.6 B 0.13 14.6 B 0.08 14.1 B 0.08 14.2 B 0.13 14.6 B 0.15 14.8 B

Franklin Street (N-S) @ NB-LTR 0.61 19.7 B 0.91 31.9 C 0.84 26.9 C 1.00 54.7 D * 0.36 7.0 A 0.52 8.7 A Calyer Street (E-W) SB-LTR 0.61 6.3 A 0.37 6.5 A 0.90 37.0 D 0.94 43.6 D 0.88 27.1 C 0.95 38.3 D

Franklin Street (N-S) @ NB-T 0.74 18.4 B 0.76 19.3 B 0.77 20.5 C 0.84 25.3 C 0.78 20.9 C 1.04 61.7 E * Quay Street (EB) SB-T 0.43 10.8 B 0.50 11.8 B 0.54 13.2 B 0.57 13.9 B 0.62 14.1 B 0.64 14.6 B EB-LR 0.40 19.3 B 0.50 21.7 C 0.17 15.5 B 0.20 16.1 B 0.52 22.4 C 0.55 23.3 C

Kent Avenue (N-S) @ NB-LTR 0.47 10.1 B 0.51 13.1 B 0.57 14.5 B 0.64 16.4 B 0.58 14.5 B 0.79 22.8 C Metropolitan Avenue (E-W) SB-LTR 0.30 7.3 A 0.39 10.1 B 0.24 8.7 A 0.24 8.7 A 0.33 9.5 A 0.34 9.6 A EB-LTR 0.10 37.9 D 0.10 34.0 C 0.03 33.3 C 0.03 33.3 C 0.01 33.1 C 0.01 33.1 C WB-L 0.06 37.4 D 0.05 33.5 C WB-LTR 0.47 39.0 D WB-LTR 0.48 39.1 D WB-LTR 0.45 38.8 D WB-LTR 0.45 38.8 D WB-TR 0.04 37.2 D 0.03 33.3 C

Kent Avenue (N-S) @ NB-TR 0.31 6.1 A 0.31 6.1 A 0.48 11.1 B 0.55 12.2 B 0.32 8.6 A 0.44 9.7 A South 3rd Street (EB) SB-LT 0.32 6.2 A 0.41 6.9 A 0.55 12.4 B 0.61 13.6 B 0.92 33.7 C 1.00 50.6 D *

Manhattan Avenue (N-S) @ NB-TR 0.21 11.2 B 0.21 11.2 B 0.21 11.2 B 0.21 11.2 B 0.16 10.7 B 0.16 10.7 B Clay Street (EB) SB-LT 0.17 10.8 B 0.17 10.8 B 0.12 10.3 B 0.12 10.3 B 0.15 10.6 B 0.15 10.6 B EB-LTR 0.15 21.2 C 0.25 22.8 C 0.14 21.0 C 0.17 21.5 C 0.13 21.0 C 0.17 21.7 C

Manhattan Avenue (N-S) @ NB-TR 0.40 13.5 B 0.40 13.5 B 0.34 12.7 B 0.34 12.7 B 0.34 12.7 B 0.35 12.9 B India Street (EB) SB-LT 0.30 12.1 B 0.31 12.2 B 0.31 12.4 B 0.31 12.4 B 0.34 12.5 B 0.34 12.5 B EB-LTR 0.29 23.4 C 0.29 23.4 C 0.34 24.4 C 0.34 24.5 C 0.46 27.3 C 0.46 27.2 C

16-33 TABLE 16-11 2013 With Action Traffic Conditions at Signalized Intersections (Continued)

Manhattan Avenue (N-S) @ NB-LTR 0.47 19.9 B 0.47 20.0 B 0.58 23.2 C 0.59 23.3 C 0.62 23.9 C 0.63 24.3 C Greenpoint Avenue (E-W) SB-LTR 0.38 18.7 B 0.40 18.9 B 0.38 18.4 B 0.38 18.4 B 0.40 18.6 B 0.39 18.5 B EB-LT 0.44 19.7 B 0.62 24.4 C 0.33 17.7 B 0.34 17.9 B 0.40 19.0 B 0.42 19.3 B EB-R 0.05 14.4 B 0.06 14.5 B 0.07 14.6 B 0.07 14.6 B 0.09 14.9 B 0.09 14.8 B WB-LTR 0.47 20.1 C 0.46 20.1 C 0.79 32.4 C 0.85 37.2 D 0.63 23.9 C 0.82 32.9 C

Manhattan Avenue (N-S) @ NB-LT 0.18 10.9 B 0.18 10.9 B 0.29 23.0 C 0.31 23.2 C 0.17 10.7 B 0.19 11.0 B Driggs Avenue (WB) SB-TR 0.23 11.5 B 0.26 11.8 B 0.37 24.5 C 0.38 24.7 C 0.29 12.0 B 0.29 12.1 B WB-TR 0.80 38.4 D 0.77 36.6 D 0.46 14.4 B 0.47 14.5 B 0.93 53.4 D 1.01 70.3 E *

McGuinness Boulevard (N-S) @ NB-TR 0.99 41.7 D 1.06 65.0 E * 0.65 17.7 B 0.66 18.0 B 0.69 18.6 B 0.70 18.9 B Green Street (EB) SB-L 0.89 98.6 F 0.89 98.6 F 0.43 20.8 C 0.44 21.8 C 0.52 26.2 C 0.54 27.3 C SB-T 0.57 15.6 B 0.58 15.8 B 0.51 14.6 B 0.53 14.9 B 0.75 19.6 B 0.82 22.0 C EB-LTR 0.65 44.2 D 1.15 132.6 F * 0.65 44.8 D 0.80 54.1 D * 0.71 47.5 D 0.89 64.1 E *

McGuinness Boulevard (N-S) @ NB-TR 0.91 28.7 C 0.99 41.5 D 0.62 15.9 B 0.64 16.5 B 0.64 16.4 B 0.69 17.6 B India Street (EB) SB-L 0.63 55.9 E 0.63 55.9 E 0.32 15.6 B 0.34 16.6 B 0.18 12.1 B 0.20 13.0 B SB-T 0.50 13.5 B 0.53 13.9 B 0.49 13.4 B 0.52 13.8 B 0.71 17.2 B 0.78 19.2 B EB-LTR 0.45 39.0 D 0.45 39.1 D 0.21 33.4 C 0.21 33.4 C 0.28 34.3 C 0.27 34.3 C

McGuinness Boulevard (N-S) @ NB-L 0.47 26.0 C 0.39 23.1 C 0.60 34.8 C 0.59 36.5 D 1.01 138.8 F 1.15 188.3 F * Greenpoint Avenue (E-W) NB-TR 0.86 27.1 C 0.89 29.3 C 0.62 18.6 B 0.64 19.1 B 0.68 20.0 B 0.71 21.1 C SB-L 0.95 126.4 F 0.95 126.4 F 0.36 19.3 B 0.38 20.3 C 0.57 30.4 C 0.63 37.3 D SB-TR 0.58 17.5 B 0.62 18.2 B 0.54 16.7 B 0.58 17.3 B 0.71 20.2 C 0.80 22.9 C EB-LTR 0.47 33.4 C 0.66 44.3 D 0.28 29.9 C 0.30 30.4 C 0.56 35.7 D 0.58 36.3 D WB-LTR 0.60 36.9 D 0.55 35.0 D 0.74 41.9 D 0.75 42.2 D 0.80 45.8 D 0.93 62.1 E *

McGuinness Boulevard (N-S) @ NB-TR 0.85 24.7 C 0.87 25.8 C 0.72 19.8 B 0.74 20.3 C 0.73 20.1 C 0.77 21.4 C Calyer Street (EB) SB-L 0.85 98.2 F 0.85 98.2 F 0.66 36.3 D 0.68 39.2 D 0.62 32.9 C 0.69 41.3 D SB-T 0.81 23.0 C 0.84 24.7 C 0.79 22.1 C 0.80 22.7 C 0.66 17.3 B 0.68 17.8 B EB-LTR 0.84 57.5 E 1.16 138.2 F * 0.64 43.5 D 0.74 48.4 D 0.96 74.8 E 1.09 110.6 F *

McGuinness Boulevard (N-S) @ NB-L 0.32 12.7 B 0.49 22.2 C 0.38 14.4 B 0.56 24.0 C 0.43 19.9 B 1.07 127.0 F * Meserole Avenue (WB) NB-T 0.83 16.9 B 0.85 17.9 B 0.57 9.9 A 0.58 10.1 B 0.64 11.1 B 0.67 11.8 B SB-TR 0.71 12.5 B 0.77 14.3 B 0.68 11.7 B 0.70 12.3 B 0.89 20.6 C 0.94 25.4 C WB-LTR 0.75 54.7 D 0.78 56.8 E 0.72 54.0 D 0.78 60.5 E * 0.92 83.8 F 1.13 147.1 F *

McGuinness Boulevard (N-S) @ NB-L 0.11 22.9 C 0.11 22.9 C 0.06 22.3 C 0.06 22.3 C 0.06 22.4 C 0.06 22.4 C Meeker Avenue (WB) NB-T 0.50 12.6 B 0.50 12.7 B 0.38 11.2 B 0.40 11.5 B 0.39 11.4 B 0.47 12.3 B SB-T 0.60 48.0 D 0.60 47.9 D 0.70 51.6 D 0.70 51.5 D 1.05 99.0 F 1.05 97.5 F SB-R 0.05 39.1 D 0.05 39.1 D 0.07 39.5 D 0.07 39.5 D 0.04 39.0 D 0.05 39.1 D WB-LTR 0.64 38.9 D 0.64 38.8 D 0.56 37.3 D 0.56 37.3 D 0.63 38.7 D 0.63 38.7 D

Humboldt Street (N-S) @ NB-TR 0.90 44.1 D 0.90 44.5 D 0.62 31.2 C 0.62 31.2 C 0.65 32.0 C 0.77 35.9 D Meeker Avenue (EB) SB-LT 0.67 50.3 D 0.67 50.1 D 0.72 52.1 D 0.72 52.1 D 1.14 129.8 F 1.14 128.6 F EB-LTR 0.57 37.4 D 0.57 37.4 D 0.55 37.0 D 0.55 37.0 D 0.76 42.7 D 0.76 42.7 D

16-34 TABLE 16-11 2013 With Action Traffic Conditions at Signalized Intersections (Continued)

AM Peak hour MD Peak Hour PM Peak Hour 2013 No-Action 2013 With Action 2013 No-Action 2013 With Action 2013 No-Action 2013 With Action Lane V/C DELAY LOS V/C DELAY LOS V/C DELAY LOS V/C DELAY LOS V/C DELAY LOS V/C DELAY LOS Intersection Group RATIO (SEC/VEH) RATIO (SEC/VEH) RATIO (SEC/VEH) RATIO (SEC/VEH) RATIO (SEC/VEH) RATIO (SEC/VEH)

Bedford Avenue (NB) @ NB-LTR 0.24 23.7 C 0.24 23.6 C 0.37 25.7 C 0.37 25.7 C 0.38 25.7 C 0.39 25.9 C Broadway (E-W) EB-LT 0.10 15.4 B 0.10 15.4 B 0.11 15.5 B 0.11 15.5 B 0.13 15.7 B 0.13 15.8 B WB-T 0.15 15.9 B 0.14 15.8 B 0.11 15.5 B 0.13 15.7 B 0.23 16.8 B 0.28 17.4 B

Driggs Avenue (SB) @ SB-LT 0.41 9.5 A 0.41 9.5 A 0.32 8.5 A 0.33 8.6 A 0.42 9.6 A 0.45 10.0 A North 7th Street (EB) EB-TR 0.77 49.7 D 0.91 66.9 E * 0.77 50.3 D 0.81 54.2 D 0.55 37.7 D 0.60 39.7 D

Driggs Avenue (SB) @ SB-LTR 0.20 19.7 B 0.21 19.8 B 0.17 19.4 B 0.16 19.3 B 0.56 27.8 C 0.52 26.6 C Metropolitan Avenue (E-W) EB-TR 0.38 23.1 C 0.38 23.1 C 0.45 24.7 C 0.41 23.8 C 0.62 29.7 C 0.56 27.8 C WB-LT 0.33 22.4 C 0.33 22.3 C 0.50 27.0 C 0.50 26.8 C 0.78 41.3 D 0.75 38.5 D

Driggs Avenue (SB) @ SB-LTR 0.24 20.9 C 0.26 21.0 C 0.19 20.2 C 0.18 20.1 C 0.34 22.2 C 0.32 21.9 C Grand Street (E-W) EB-TR 0.13 19.7 B 0.13 19.7 B 0.13 19.7 B 0.13 19.7 B 0.15 20.0 B 0.15 20.0 B WB-LT 0.11 19.4 B 0.11 19.4 B 0.12 19.7 B 0.12 19.7 B 0.27 22.0 C 0.27 22.0 C

Roebling Street (N-S) @ NB-LTR 0.20 26.8 C 0.20 26.8 C 0.15 26.2 C 0.15 26.2 C 0.27 27.6 C 0.27 27.6 C Metropolitan Avenue (E-W) SB-LT 0.29 27.9 C 0.30 27.9 C 0.22 27.1 C 0.21 26.9 C 0.19 26.7 C 0.16 26.3 C SB-R 0.03 25.0 C 0.03 25.0 C 0.02 24.9 C 0.02 24.9 C 0.07 25.4 C 0.07 25.4 C EB-LTR 0.32 15.3 B 0.32 15.2 B 0.31 15.2 B 0.28 14.7 B 0.41 16.6 B 0.38 16.1 B WB-LTR 0.78 32.2 C 0.78 32.2 C 0.84 37.7 D 0.83 35.6 D 1.00 65.5 E 0.98 58.2 E

Havemeyer Street (NB) @ NB-LR 0.28 27.8 C 0.28 27.8 C 0.31 28.2 C 0.31 28.2 C 0.40 29.4 C 0.40 29.4 C Metropolitan Avenue (E-W) EB-T 0.34 15.6 B 0.35 15.8 B 0.32 15.2 B 0.32 15.1 B 0.46 17.5 B 0.44 17.2 B WB-T 0.31 14.6 B 0.30 14.6 B 0.56 19.8 B 0.57 19.8 B 0.70 23.5 C 0.71 23.9 C

Marcy Avenue (SB) @ EB-TR 0.56 39.4 D 0.58 39.8 D 0.70 44.1 D 0.69 43.7 D 0.70 42.7 D 0.67 41.7 D Metropolitan Avenue (E-W) WB-L 1.09 83.7 F 1.08 80.8 F 0.88 30.9 C 0.87 30.4 C 1.14 97.2 F 1.13 96.0 F WB-TR 0.36 0.8 A 0.34 0.8 A 0.37 0.9 A 0.36 0.9 A 0.35 0.6 A 0.36 0.6 A

Union Avenue (N-S) @ NB-LTR 0.99 85.8 F 0.99 84.5 F 0.99 86.8 F 1.01 90.9 F * 0.97 87.6 F 1.02 99.6 F * Metropolitan Avenue (E-W) SB-LTR 0.64 44.7 D 0.68 46.6 D 0.73 49.7 D 0.75 51.0 D 0.40 35.5 D 0.41 35.6 D EB-LTR 0.55 15.8 B 0.61 17.4 B 0.63 17.9 B 0.64 18.3 B 0.76 22.6 C 0.76 22.6 C WB-LTR 0.94 41.4 D 0.91 36.3 D 0.67 19.0 B 0.68 19.3 B 0.81 25.1 C 0.90 32.4 C

Roebling Street (N-S) @ NB-L 0.05 14.9 B 0.03 14.6 B 0.18 17.7 B 0.13 16.0 B 0.26 20.9 C 0.26 21.0 C Broadway (E-W) NB-R 0.08 14.9 B 0.08 14.9 B 0.04 14.5 B 0.04 14.5 B 0.05 14.6 B 0.05 14.6 B SB-LT 0.65 22.5 C 0.46 18.9 B 0.61 21.6 C 0.42 18.3 B 0.72 24.0 C 0.72 24.1 C EB-TR 0.61 38.5 D 0.61 38.5 D 0.97 77.0 E 0.97 77.0 E 1.06 100.6 F 1.06 100.6 F WB-LT 0.31 29.5 C 0.31 29.5 C 0.40 31.2 C 0.40 31.2 C WB-DfL 1.19 193.9 F WB-DfL 1.19 193.9 F WB-T 0.50 34.2 C WB-T 0.50 34.2 C

16-35 TABLE 16-12 2013 With Action Traffic Conditions at Unsignalized Intersections

West Street (N-S) @ NB-LT 0.01 7.4 A NB-LT 0.02 7.5 A NB-LT 0.08 7.6 A Freeman Street (WB) WB-LR 0.06 9.2 A 0.12 10.1 B WB-LR 0.07 9.1 A 0.15 10.4 B WB-LR 0.14 9.3 A WB-LTR 0.45 15.7 C

West Street (N-S) @ NB-LTR 0.01 7.4 A 0.00 7.4 A 0.00 7.5 A 0.00 7.5 A 0.00 7.4 A 0.00 7.4 A Green Street (E-W) SB-LTR 0.01 7.7 A 0.02 7.7 A 0.00 7.6 A 0.01 7.7 A 0.01 7.5 A 0.02 7.8 A EB-LTR 0.03 9.4 A 0.34 12.8 B 0.02 9.7 A 0.13 11.5 B 0.03 10.2 B 0.18 13.0 B

West Street (N-S) @ NB-LT 7.5 A 0.00 7.4 A 0.00 7.5 A 0.00 7.5 A 0.00 7.4 A 0.00 7.4 A Huron Street (E-W) EB-LR 0.01 9.1 A 0.01 9.1 A 0.01 9.5 A 0.02 9.6 A 0.02 9.3 A 0.02 9.7 A WB-LTR 0.07 10.0 A 0.09 9.7 A 0.07 9.6 A 0.10 9.4 A 0.08 10.5 B 0.21 10.5 B

West Street (N-S) @ NB-LTR 0.01 7.5 A 0.01 7.5 A 0.00 7.6 A 0.00 7.6 A 0.01 7.6 A 0.01 7.6 A India Street (E-W) SB-LTR 0.01 7.4 A 0.01 7.4 A 0.01 7.7 A 0.01 7.7 A 0.01 7.5 A 0.01 7.5 A EB-LTR 0.02 10.0 A 0.02 9.8 A 0.02 10.2 B 0.02 10.1 B 0.02 10.1 B 0.02 10.0 A

West Street (N-S) @ NB-LTR 0.01 7.5 A 0.01 7.4 A 0.01 7.7 A 0.01 7.7 A 0.00 7.6 A 0.00 7.5 A Kent Street (E-W) SB-LTR 0.01 7.6 A 0.01 7.5 A 0.01 7.6 A 0.01 7.6 A 0.00 7.5 A 0.00 7.5 A EB-LTR 0.02 10.4 B 0.02 10.1 B 0.01 10.0 A 0.01 9.8 A 0.02 10.1 B 0.02 9.9 A

West Street (N-S) @ NB-LTR 0.01 7.4 A 0.01 7.4 A 0.01 7.6 A 0.01 7.6 A 0.00 7.5 A 0.00 7.5 A Greenpoint Avenue (E-W) SB-LTR 0.05 7.5 A 0.04 7.8 A 0.02 7.7 A 0.01 7.8 A 0.03 7.6 A 0.01 7.7 A EB-LT 0.02 11.1 B 0.02 11.8 B 0.01 11.0 B 0.01 10.8 B 0.01 12.0 B 0.01 11.6 B EB-TR 0.01 10.6 B 0.01 11.5 B 0.02 9.3 A 0.02 9.2 A 0.02 10.0 A 0.02 9.9 A WB-LT 0.05 11.4 B 0.11 12.3 B 0.10 11.1 B 0.17 11.4 B 0.07 12.2 B 0.30 13.7 B WB-TR 0.08 9.5 A 0.05 10.0 A 0.03 9.5 A 0.01 10.1 B 0.06 9.8 A 0.07 9.8 A

Franklin Street (N-S) @ NB-L 0.01 9.5 A 0.02 9.8 A 0.01 7.4 A 0.01 7.4 A 0.01 9.4 A 0.01 9.7 A Commercial Street (E-W) NB-R 0.07 8.8 A 0.08 9.0 A 0.03 9.6 A 0.05 9.8 A 0.06 8.7 A 0.07 8.8 A WB-LT 0.03 7.5 A 0.04 7.6 A 0.07 9.5 A 0.09 9.7 A 0.03 7.5 A 0.03 7.6 A

Franklin Street (N-S) @ SB-LT 0.01 7.9 A 0.01 7.9 A 0.01 7.9 A 0.01 7.9 A 0.02 7.9 A 0.02 8.0 A India Street (EB) EB-LTR 0.06 12.2 B 0.06 12.7 B 0.11 12.8 B 0.11 13.0 B 0.12 14.1 B 0.12 14.5 B

Franklin Street (N-S) @ SB-LT 0.03 8.3 A 0.03 8.3 A 0.04 8.9 A 0.04 8.9 A 0.06 8.7 A 0.06 8.8 A North 14th Street (E-W) WB-LR 0.06 11.2 B 0.06 11.1 B 0.05 13.2 B 0.05 13.4 B 0.05 14.8 B 0.06 15.7 C

Kent Avenue (N-S) @ NB-LT 0.00 8.4 A 0.00 8.6 A 0.00 8.3 A 0.00 8.3 A 0.00 8.9 A 0.00 9.0 A North 12th Street (E-W) WB-LTR 0.10 16.8 C 0.10 18.1 C 0.15 13.2 B 0.15 13.4 B 0.11 13.7 B 0.12 14.6 B EB-LR 0.04 18.3 C 0.01 16.5 C 0.08 14.6 B 0.01 14.0 B 0.09 19.9 B 0.01 20.1 C

Kent Avenue (N-S) @ SB-LT 0.01 8.4 A 0.01 8.4 A 0.05 8.7 A 0.05 8.8 A 0.04 8.4 A 0.04 8.6 A North 11th Street (E-W) EB-LTR 0.17 18.1 C 0.02 16.7 C 0.08 15.9 C 0.01 16.1 C 0.09 20.1 C 0.01 20.8 C

Kent Avenue (N-S) @ NB-LTR NB-LTR 0.00 8.5 A NB-LTR 0.01 8.0 A NB-LTR 0.01 8.6 A North 9th Street (EB) SB-LT 0.03 8.5 A SB-LT 0.03 8.6 A 0.03 8.5 A SB-LT 0.04 8.6 A 0.04 8.5 A SB-LT 0.04 8.7 A WB-LTR 0.01 14.1 B WB-LTR 0.02 14.0 B WB-LTR 0.03 19.0 C

Kent Avenue (N-S) @ WB-LR 0.28 16.7 C 0.31 18.4 C WB-L 0.05 14.8 B 0.05 15.5 C WB-L 0.20 23.1 C WB-L 0.23 26.9 D North 8th Street (WB) WB-R 0.07 10.8 B 0.08 11.2 B WB-R 0.03 11.3 B WB-R 0.05 12.2 B

Kent Avenue (N-S) @ NB-LTR 0.00 8.7 A 0.00 8.8 A 0.00 8.1 A 0.00 8.2 A 0.01 8.9 A 0.00 8.9 A North 7th Street (E-W) SB-LTR 0.03 8.4 A 0.03 8.4 A 0.04 8.5 A 0.04 8.6 A 0.03 8.5 A 0.04 8.7 A EB-LTR 0.01 17.3 C 0.54 34.2 D * 0.01 14.3 B 0.17 18.5 C 0.01 20.3 C 0.39 38.4 E

Kent Avenue (N-S) @ NB-LT 0.00 8.7 A 0.02 9.1 A 0.00 8.1 A 0.03 8.3 A 0.00 8.8 A 0.08 9.3 A North 6th Street (E-W) EB-LR 0.01 16.5 C 0.01 20.5 C 0.01 13.1 B 0.01 14.9 B 0.01 19.0 B 0.02 35.3 E WB-LTR 0.13 14.2 B 0.22 19.0 C 0.16 15.8 C 0.28 21.0 C 0.20 15.8 B 0.69 54.6 F *

16-36 TABLE 16-12 2013 With Action Traffic Conditions at Unsignalized Intersections (Continued)

AM Peak MD Peak Hour PM Peak Hour 2013 No-Action 2013 With Action 2013 No-Action 2013 With Action 2013 No-Action 2013 With Action Lane V/C DELAY LOS V/C DELAY LOS V/C DELAY LOS V/C DELAY LOS V/C DELAY LOS V/C DELAY LOS

Intersection Group RATIO (SEC/VEH) RATIO (SEC/VEH) RATIO (SEC/VEH) RATIO (SEC/VEH) RATIO (SEC/VEH) RATIO (SEC/VEH)

Kent Avenue (N-S) @ NB-LTR 0.00 8.6 A 0.00 8.9 A 8.1 A 0.00 8.2 A 0.02 8.9 A 0.02 9.0 A North 5th Street (E-W) SB-LTR 0.03 8.3 A 0.03 8.4 A 0.03 8.5 A 0.03 8.6 A 0.03 8.4 A 0.04 8.9 A EB-LTR 0.03 18.4 C 0.03 21.0 C 0.02 15.7 C 0.02 16.9 C 0.04 17.9 B 0.05 21.1 C

Kent Avenue (N-S) @ WB-L 0.15 17.8 C 0.16 20.1 C 0.08 16.4 C 0.09 17.8 C 0.15 21.5 C 0.25 29.4 D North 4th Street (WB) WB-R 0.05 10.6 B 0.05 10.8 B 0.04 11.5 B 0.05 12.0 B 0.03 11.2 B 0.04 12.7 B

Kent Avenue (N-S) @ NB-LTR 0.01 8.7 A 0.01 9.1 A 0.01 8.2 A 0.01 8.3 A 0.03 8.9 A 0.03 8.9 A North 3rd Street (E-W) SB-LTR 0.03 8.2 A 0.03 8.2 A 0.01 8.4 A 0.01 8.6 A 0.03 8.4 A 0.03 8.9 A EB-LTR 0.15 18.8 C 0.18 21.8 C 0.06 15.1 C 0.07 16.2 C 0.08 15.8 B 0.09 17.6 C

Kent Avenue (N-S) @ NB-LTR 0.00 8.6 A 0.00 8.9 A 0.01 8.1 A 0.01 8.2 A 0.01 8.9 A 0.01 9.0 A Grand Street (E-W) SB-LTR 0.02 8.2 A 0.02 8.2 A 0.02 8.5 A 0.02 8.7 A 0.02 8.3 A 0.02 8.8 A EB-LTR 0.01 16.5 C 0.01 18.7 C 0.05 15.0 B 0.05 16.3 C 0.06 17.2 B 0.08 20.4 C WB-LTR 0.13 16.4 C 0.15 18.7 C 0.08 17.4 C 0.09 19.3 C 0.20 25.3 C 0.27 36.1 E

Kent Avenue (N-S) @ WB-L 0.04 18.0 C 0.05 20.3 C 0.03 14.9 B 0.03 15.8 C 0.02 19.2 B 0.03 22.1 C South 6th Street (WB) WB-R 0.02 11.4 B 0.00 11.4 B 0.02 10.4 B 0.06 10.9 B 0.04 11.0 B 0.18 13.0 B

Manhattan Avenue (N-S) @ SB-LT 0.01 7.8 A 0.01 7.8 A 7.6 A 0.00 7.6 A 7.6 A 0.00 7.6 A Eagle Street (EB) EB-LTR 0.06 9.7 A 0.13 10.9 B EB-LT 0.05 10.8 B 0.06 11.0 B 0.07 11.4 B EB-LT 0.10 11.7 B EB-R 0.06 9.1 A 0.06 9.1 A 0.05 9.3 A EB-R 0.06 9.3 A

Manhattan Avenue (N-S) @ SB-LT 0.03 8.0 A 0.03 8.0 A 0.03 7.8 A 0.03 7.8 A 0.04 7.9 A 0.04 7.9 A Green Street (EB) EB-LTR 0.38 15.7 C 0.85 42.0 E * 0.34 15.5 C 0.46 18.4 C 0.46 19.9 B 0.64 27.6 D

McGuiness Boulevard (NB) @ NB-LTR (a) 7.6 A (a) 7.7 A (a) 7.6 A (a) 7.7 A (a) 7.5 A (a) 7.6 A Paidge Avenue (E-W) EB-LT (a) 8.0 A (a) 8.1 A (a) 7.6 A (a) 7.6 A (a) 7.7 A (a) 7.7 A WB-TR (a) 7.3 A (a) 7.4 A (a) 7.3 A (a) 7.3 A (a) 7.6 A (a) 7.6 A

McGuiness Boulevard (SB) @ SB-LT (a) 7.5 A (a) 7.5 A (a) 7.5 A (a) 7.6 A (a) 7.7 A (a) 7.7 A Box Street (E-W) EB-TR (a) 7.7 A (a) 7.7 A (a) 7.2 A (a) 7.3 A (a) 7.5 A (a) 7.6 A WB-L (a) 7.8 A (a) 7.8 A (a) 7.6 A (a) 7.6 A (a) 7.9 A (a) 7.9 A

McGuiness Boulevard (NB) @ NB-LTR (a) 7.6 A (a) 7.7 A (a) 7.9 A (a) 8.0 A (a) 7.8 A (a) 7.8 A Clay Street (E-W) EB-LT (a) 7.8 A (a) 8.0 A (a) 7.7 A (a) 7.8 A (a) 7.8 A (a) 7.9 A

McGuinness Boulevard (SB) @ SB-LT 0.01 7.3 A 0.01 7.3 A 0.00 7.3 A 0.00 7.3 A 0.00 7.3 A 0.00 7.3 A Clay Street (E-W) EB-TR 0.09 9.5 A 0.14 10.1 B 0.09 9.5 A 0.11 9.7 A 0.09 9.9 A 0.11 10.1 B WB-L 0.04 10.1 B 10.6 B 0.07 10.0 A 0.07 10.1 B 0.08 10.5 B 0.09 10.7 B

Wythe Avenue (SB) @ WB-LT 0.11 10.3 B 0.14 10.4 B 0.17 10.7 B 0.18 10.8 B 0.12 10.8 B 0.14 10.9 B North 12th Street (WB)

Wythe Avenue (SB) @ SB-LT 0.01 7.4 A 0.01 7.4 A 0.02 7.4 A 0.02 7.4 A 0.03 7.4 A 0.03 7.4 A North 9th Street (EB) EB-TR 0.11 12.4 B 0.13 12.7 B 0.11 12.0 B 0.12 12.2 B 0.14 12.8 B 0.17 13.2 B

Wythe Avenue (SB) @ WB-LT 0.30 13.8 B 0.31 14.2 B 0.25 12.7 B 0.27 13.0 B 0.22 13.1 B 0.24 13.5 B North 8th Street (WB) A

Wythe Avenue (SB) @ WB-LT 0.11 11.6 B 0.10 12.3 B 0.13 11.1 B 0.15 11.6 B 0.22 12.9 B 0.31 14.5 B North 6th Street (WB) WB-T 0.03 11.6 B 0.05 12.3 B 0.02 11.1 B 0.05 11.5 B 0.05 12.2 B 0.12 13.1 B

Wythe Avenue (SB) @ WB-LT 0.12 12.0 B 0.11 12.5 B 0.12 11.4 B 0.12 11.7 B 0.10 10.8 B 0.12 11.2 B North 4th Street (WB) WB-T 0.06 12.0 B 0.06 12.6 B 0.03 11.4 B 0.03 11.6 B 0.03 12.4 B 0.05 12.9 B

16-37 TABLE 16-12 2013 With Action Traffic Conditions at Unsignalized Intersections (Continued)

Berry Street (NB) @ NB-LT 0.01 7.2 A 0.01 7.2 A 0.02 7.3 A 0.02 7.3 A 0.01 7.2 A 0.01 7.2 A North 12th Street (WB) WB-T 0.10 11.4 B 0.15 12.0 B 0.15 11.2 B 0.16 11.3 B 0.12 11.5 B 0.14 11.6 B WB-R 0.19 9.8 A 0.20 10.0 A 0.09 9.0 A 0.12 9.4 A 0.13 9.4 A

Berry Street (NB) @ NB-T (a) 8.0 A (a) 8.1 A (a) 7.7 A (a) 7.7 A (a) 7.9 A (a) 7.9 A North 11th Street (EB) NB-TR (a) 8.0 A (a) 8.1 A (a) 7.7 A (a) 7.7 A (a) 8.1 A (a) 8.1 A EB-LT (a) 8.1 A (a) 8.1 A (a) 8.2 A (a) 8.2 A (a) 8.8 A (a) 8.8 A

Berry Street (NB) @ EB-LT 0.18 11.6 B 0.27 12.4 B 0.26 11.2 B 0.28 11.4 B 0.19 11.6 B 0.23 11.7 B North 7th Street (EB)

Berry Street (NB) @ EB-LT 0.07 10.4 B 0.08 10.4 B 0.13 10.0 A 0.11 9.9 A 0.09 10.4 B 0.05 10.2 B North 5th Street (EB) EB-T 0.04 11.1 B 0.05 11.1 B 0.09 10.1 B 0.08 10.1 B 0.06 10.9 B 0.03 10.7 B

Berry Street (NB) @ EB-LT 0.08 10.1 B 0.08 10.1 B 0.10 9.4 A 0.10 9.4 A 0.12 10.4 B 0.10 10.3 B North 3rd Street (EB)

Bedford Avenue (NB) @ NB-LT 0.04 7.3 A 0.04 7.3 A 0.04 7.3 A 0.04 7.3 A 0.03 7.3 A 0.03 7.3 A North 8th Street (WB) WB-TR 0.45 17.8 C 0.46 18.0 C 0.32 15.0 B 0.34 15.5 C 0.34 16.1 B 0.37 17.2 C

Bedford Avenue (NB) @ NB-LT 0.02 7.3 A 0.02 7.3 A 0.03 7.3 A 0.03 7.3 A 0.05 7.3 A 0.06 7.4 A North 6th Street (WB) WB-TR 0.44 15.5 C 0.43 15.0 B 0.40 16.1 C 0.44 17.1 C 0.45 18.4 B 0.66 27.8 D

Bedford Avenue (NB) @ NB-LT 0.02 7.3 A 0.01 7.3 A 0.03 7.3 A 0.03 7.3 A 0.03 7.3 A 0.03 7.3 A North 4th Street (WB) WB-TR 0.19 11.7 B 0.18 11.3 B 0.27 13.6 B 0.27 13.7 B 0.27 13.4 B 0.30 14.1 B

Driggs Avenue (SB) @ SB-TR (a) 9.8 A (a) 9.7 A (a) 9.0 A (a) 9.2 A (a) 10.2 B (a) 10.9 B North 12th Street (WB) WB-LT (a) 9.0 A (a) 9.0 A (a) 8.9 A (a) 9.1 A (a) 9.0 A (a) 9.3 A

Driggs Avenue (SB) @ SB-LT 0.01 7.3 A 0.01 7.3 A 0.21 7.3 A 0.01 7.3 A 0.01 7.2 A 0.01 7.2 A North 9th Street (EB) EB-TR 0.14 11.8 B 0.14 11.9 B 0.00 11.4 B 0.22 11.5 B 0.21 12.6 B 0.23 13.2 B

Driggs Avenue (SB) @ SB-LT 0.03 7.3 A 0.03 7.3 A 0.23 7.3 A 0.02 7.3 A 0.02 7.3 A 0.02 7.3 A North 5th Street (EB) EB-TR 0.25 12.8 B 0.26 13.0 B 0.00 11.8 B 0.21 11.7 B 0.20 12.4 B 0.15 12.1 B

Driggs Avenue (SB) @ SB-TR 0.31 11.1 B 0.32 11.1 B 0.29 10.7 B 0.28 10.7 B 0.40 12.3 B 0.38 12.1 B South 4th Street (WB) WB-LT 0.00 7.2 A 0.00 7.2 A 0.00 7.2 A 0.00 7.2 A 0.30 7.3 A 0.03 7.3 A

ABBREVIATION: EB-Eastbound, WB-Westbound, NB-Northbound, SB-Southbound L-Left, T-Through, R-Right, E-W: East-West Roadway, N-S: North-South Roadway V/C Ratio - Volume to Capacity Ratio SEC/VEH - Seconds per Vehicle LOS - Level of Service *- Denotes Impacted Location (a) All-way stop control; no v/c ratio reported

16-38 Greenpoint-Williamsburg Rezoning EIS Chapter 16: Traffic and Parking

TABLE 16-13 Summary of Impacted Intersections Signalized Intersections AM MD PM Franklin Street @ Calyer Street X Quay Street X

Kent Avenue @ South 3rd Street X

Manhattan Avenue @ Driggs Avenue X

McGuinness Boulevard @ Green Street XXX Greenpoint Avenue X Calyer Street XX Meserole Avenue XX

Driggs Avenue @ North 7th Street X

Metropolitan Avenue @ Union Avenue XX

Unsignalized Intersections AM MD PM Kent Avenue @ North 6th Street X North 7th Street X

Manhattan Avenue @ Green Street X

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

E (64.1 seconds of delay) in the PM. This compares to LOS D in the AM, midday and PM peak periods in the No-Action with delays of 44.2, 44.8 and 47.5 seconds, respectively.

At the intersection of McGuinness Boulevard with Greenpoint Avenue, the northbound left turn movement would be impacted by project traffic in the PM peak hour, operating at LOS F unchanged from the No-Action condition; delay would increase to 188.3 seconds from 138.8 seconds with the implementation of the proposed action. The westbound approach would be impacted in the PM peak hour with conditions deteriorating to LOS E (62.1 seconds of delay) compared to LOS D (45.8 seconds of delay) in the No-Action.

The eastbound approach at McGuinness Boulevard and Calyer Street would deteriorate to LOS F with the proposed action in both the AM and PM peak hours compared to LOS E during these periods in the No-Action condition. In the AM, delay would increase to 138.2 seconds from 57.5 seconds in the No- Action; in the PM, delay would increase to 110.6 seconds from 74.8 seconds.

The northbound left turn movement from McGuinness Boulevard to Meserole Avenue would be impacted by project traffic in the PM peak hour, deteriorating to LOS F (127 seconds of delay) from a No-Action LOS B (19.9 seconds). The westbound Meserole Avenue approach would be impacted in both the midday and the PM, operating at LOS E and LOS F, respectively, during these periods compared to LOS D and

16-39 Greenpoint-Williamsburg Rezoning EIS Chapter 16: Traffic and Parking

LOS F, respectively, in the No-Action. Delay would increase from 54 seconds to 60.5 seconds in the midday, and from 83.8 seconds to 147.1 seconds in the PM.

Driggs Avenue

The eastbound North 7th Street approach at Driggs Avenue would be impacted by project traffic in the AM peak hour, operating at LOS E (66.9 seconds) versus a No-Action LOS D (49.7 seconds).

Metropolitan Avenue

The northbound approach at Union and Metropolitan Avenues would be impacted by project traffic in the midday and PM peak hours, operating at LOS F during these periods both with and without the proposed action. In the midday, the approach delay would increase to 90.9 seconds from 86.8 seconds in the No-Action; in the PM peak hour, delay would deteriorate to 99.6 seconds, versus 87.6 seconds in the No-Action.

Unsignalized Intersections

As shown in Table 16-12, three unsignalized intersections analyzed as part of this study would be impacted by project generated traffic, two in the AM peak hour and a third in the PM. As in the No- Action condition, there would be no unsignalized intersections operating at or above capacity (i.e., a v/c ratio of 1.0 or greater) in the future with the proposed action.

Kent Avenue

As shown in Table 16-12, at the unsignalized intersection of Kent Avenue and North 6th Street, the westbound North 6th Street approach would be impacted by project traffic in the PM peak hour. This approach would deteriorate to LOS F compared to LOS B under No-Action conditions. Delay would increase to 54.6 seconds compared to 15.8 seconds in the No-Action. Although the eastbound approach would deteriorate from LOS B to LOS E in the PM peak hour, this approach would not be considered impacted under CEQR criteria as there would be fewer than 90 vehicles on the approach during this peak hour.

At the unsignalized intersection of Kent Avenue and North 7th Street, the eastbound North 7 th Street approach would be impacted by project traffic in the AM peak hour. This approach would deteriorate to LOS D compared to LOS C under No-Action conditions. Delay would increase to 34.2 seconds compared to 17.3 seconds in the No-Action.

Manhattan Avenue

The eastbound Green Street would be impacted by project generated traffic in the AM peak hour, deteriorating to LOS E (42.0 seconds of delay) from a No-Action LOS C (15.7 seconds of delay).

Bicycle Facilities

The projected residential and retail/commercial developments are likely to generate some new commuter trips by bicycle in the peak periods, and the proposed park on Site 211 would generate recreational bicycle trips primarily during off-peak periods and on weekends. Some of this new demand would likely

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utilize the on-street bike lane along Berry Street, the paths along the Pulaski and Williamsburg Bridges, and the routes recommended for bicyclists in the 2003 NYC Cycling Map. In addition to new bicycle demand, the proposed action would generate new vehicular and pedestrian trips on streets shared with bicycles. The proposed action would not otherwise affect existing or proposed bicycle facilities in the study area.

Parking

Off-Street Parking

Based on 2000 Census data, the overall rate of auto ownership in Brooklyn Community District 1, which encompasses the study area, is approximately 0.37 vehicles per household. As the proposed action does not include an affordable housing componentand assumesthe development of predominantly market-rate housing, the projected auto ownership rate for the new households is expected to be higher than the average for the area. Based on data on auto ownership by income level reported in the 2000 Census, it is estimated that the new market-rate housing that would be developed under the proposed action would have an average auto ownership rate of 0.77 vehicles per household. The 7,391 net dwelling units that would be developed with the proposed action would therefore introduce approximately 5,691 vehicles to the study area. Peak parking demand would occur during the overnight hours as is typical for residential land uses.

Under the proposed zoning, the number of accessory parking spaces required for residential uses would range from 0.4 to 0.7 spaces per dwelling unit, or an average of approximately 0.44 spaces per dwelling unit for all of the projected development sites. This estimate assumes that conversion sites provide some accessory parking (estimated as one-half of that for new construction). In addition, under the proposed zoning, retail/commercial uses would be required to provide approximately one space per 1,000 square feet.

Based on an average requirement of approximately 0.44 spaces per dwelling unit, the estimated number of accessory parking spaces that would be provided for the approximately 7,391 dwelling units developed under the proposed action would therefore total 3,244. A further 254 accessory spaces would be required under zoning for the approximately 253,698 square feet of retail/commercial space generated by the proposed action. As retail/commercial parking demand typically peaks in the midday with little overnight demand, it is anticipated that these 254 spaces would be available to accommodate overnight residential demand. Therefore, of the approximately 5,691 vehicles associated with new residential development, upwards of 3,498 would be accommodated in new accessory parking that would be required under the proposed action. The remaining residential demand – upwards of 2,193 vehicles during the peak overnight period – would utilize on-street curbside spaces along the local street system. The potential effect of this increase in overnight on-street parking demand is evaluated below in the discussion of on-street parking conditions.

As discussed above, under the proposed zoning, retail/commercial uses would be required to provide approximately one space per 1,000 square feet, or a total of approximately 254 spaces. In addition, given the fact that residential parking demand is typically lowest in the midday when retail/commercial demand peaks, it is likely that from ¼ to a (887 to 1,171) of the accessory residential spaces that would be required under the proposed action would also be available to accommodate midday retail/commercial demand. As the commercial uses that would be developed under the proposed action would be predominantly neighborhood retail and would therefore have a relatively low auto mode share (see Table

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16-6), it is expected that the accessory off-street parking capacity provided under the proposed action would be sufficient to accommodate peak retail/commercial demand.

On-Street Parking

As discussed above, it is anticipated that the proposed action would introduce sufficient accessory parking capacity to accommodate peak retail/commercial demand in the weekday midday. All of the projected commercial developments would also incorporate sufficient off-street loading facilities to accommodate delivery and service vehicles. In addition, the proposed action would introduce sufficient new accessory parking to accommodate approximately 61 percent of the peak overnight demand generated by projected residential development (3,498 vehicles). The remaining 39 percent of overnight residential parking demand (upwards of 2,193 vehicles) would therefore need to be accommodated on-street throughout the study area.

It is estimated that in the future without the proposed action, weekday overnight demand for on-street parking within ¼-mile of the proposed action area would total approximately 83 percent of capacity, with approximately 3,600 parking spaces available to accommodate new demand. This would be more than sufficient to accommodate the estimated 2,193 spaces of overnight on-street parking demand that would be generated by the proposed action. Therefore, the proposed action is not expected to adversely affect on-street parking conditions in the study area.

E. SUMMARY

This chapter analyzes the effects of added traffic and parking demand from projected development sites on the Greenpoint and Williamsburg street networkduringthe weekday AM, midday, and PM peak hours. The results of the analyses show that project demand would create significant traffic impacts (see Tables 16-11 and 16-12), with the PM peak hour having the most impacts, with nine impacted intersections (eight signalized, one unsignalized), followed by the AM and the midday, with five (three signalized, two unsignalized) and four (all signalized) impacted intersections, respectively. Chapter 22, “Mitigation,” of this EIS provides a description of measures to be developed to mitigate the traffic impacts identified in this chapter.

It is expected that the accessory off-street parking capacity provided under the proposed action would be sufficient to accommodate peak retail/commercial demand in the weekday midday, and that the 2,193 spaces of overnight on-street parking demand that would be generated by the proposed action could be readily accommodated by the available on-street supply. No significant adverse impacts to study area parking conditions would therefore result from the proposed action.

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