Chapter 16: Traffic and Parking - New York City

16-1

Chapter 16: Traffic and Parking

A. OVERVIEW The material in this chapter has been revised between the DEIS and FEIS to be consistent with the changes to the Reasonable Worst Case Development Scenario described in Chapter 1: “Project Description.” In addition, new signal timing information was obtained for the intersection of Liberty Avenue and Sutphin Boulevard subsequent to completion of the DEIS.

This chapter of the FEIS describes the traffic and parking characteristics and potential impacts associated with the proposed actions, which affects an approximately 368-block area in Jamaica, Queens, bounded generally by the Van Wyck Expressway service road to the west, 87th Road and Highland Avenue to the north, 189th, 190th, 191st Streets and Farmers Boulevard to the east, and Waltham Street, and 105th, 108th, 109th, Sayres, and 110th Avenues to the south (see Figure 1-1 in Chapter 1, “Project Description”). As described in detail in earlier chapters of this EIS, the proposed actions comprises zoning map amendments, a zoning text amendment to establish the Special Downtown Jamaica District (SDJD), and Urban Renewal Area Designation. The proposed redevelopment area is generally located in Queens County Districts 8 and 12 and the communities of Jamaica, South Jamaica, Hollis, and St. Albans.

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 FEIS address a development program that could reasonably be constructed by 2015 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 1-9 and listed in Table 1-4 in Chapter 1.

The study area selected for the traffic analysis is shown in Figure 16-1. The traffic 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 primary traffic study area is bounded on the north by Hillside Avenue, on the south by Liberty Avenue, on the west by the Van Wyck Expressway service road, on the east by Merrick Boulevard and 168th Street, and extending south on Guy R. Brewer Boulevard to 107th Avenue and south on Merrick Boulevard to 108th Avenue, and an additional five intersections east of Merrick Boulevard were also analyzed. Fifty-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, and the Saturday 2-3 PM peak hours, the periods when demand from these development sites would be heaviest. Of these intersections, 53 are signalized and one is unsignalized.

This chapter describes in detail the existing traffic and parking conditions in the study area. Future conditions in the year 2015 without the proposed actions (the No-Action condition) are

Jamaica Plan EIS

16-2

then determined, including additional transportation-system demand and any changes in the roadways and parking supply expected by the year 2015. The increase in travel demand resulting from the proposed actions is then projected and added to the No-Action condition to develop the 2015 future with the proposed actions (the With-Action condition). Significant adverse impacts from project-generated trips are then identified, and described in detail.

B. EXISTING CONDITIONS

DATA COLLECTION

Manual turning movement counts were conducted at 54 locations in the traffic study areas in September/October 2005. 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 from Sunday, September 25, 2005 through Monday, October 3, 2005. Signal timing plans for signalized intersections within the study area were obtained from the New York City Department of Transportation (NYCDOT). Weekday off-street parking utilization and on-street parking supply within the area of the proposed actions were obtained from a report prepared by the New York City Department of City Planning (NYCDCP)1 where field data were collected in 2003 and updated in May/June 2005. On-street parking utilization data were supplemented by data collected on March 23, 2006 by PHA.

Figures 16-2 through 16-5 show the resulting 2005 base traffic volumes in the AM, midday, PM, Saturday midday peak hours, respectively.

VEHICULAR TRAFFIC

STREET NETWORK

The transportation network of the study area consists of local streets and arterials. This network is oriented as a complex grid pattern, containing 54 analyzed intersections. Avenues are generally oriented east-west and streets are generally oriented north-south. There are several sub-grids within the study area and travel between adjacent sub-grids is possible principally by using the major arterials. The major east-west arterials through the traffic study area are Hillside Avenue, Jamaica Avenue, Archer Avenue and Liberty Avenue. The major north-south streets through the traffic study area are the Van Wyck Expressway service road, Sutphin Boulevard, Parsons Boulevard, Guy R. Brewer Boulevard, and Merrick Boulevard. The traffic study area includes several terminal hubs for Metropolitan Transportation Authority bus routes (New York City Transit, MTA Bus Company, and Long Island Bus) connecting to subways, the Long Island Rail Road and JFK Airport AirTrain. These bus routes use all of the major arterials and many of the minor streets within the traffic study area and fan out to eastern Queens, northern Queens, northern Brooklyn, and Nassau County. The traffic study area is divided north-south by the elevated Long Island Rail Road tracks located on an embankment. The tracks are generally located between Archer Avenue and 94th Avenue/Liberty Avenue and separate the traffic study area. There are few connections that pass under the tracks over the 2 mile wide study area; they 1 New York City Department of City Planning, Jamaica Parking, Public Transportation and Pedestrian

Study: Technical Memorandum 3: Existing Conditions, January 27, 2006.

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16-3

are at the Van Wyck Expressway service roads, 143rd Street, Sutphin Boulevard, 150th Street, 158th Street (northbound only), 160th Street (northbound only), Union Hall Street (pedestrians to York College only), Guy R. Brewer Boulevard, 165th Street, Merrick Boulevard, 168th Street, 170th Street, 177th street, and 183rd Street.

Pedestrian traffic is generally concentrated on the major arterials and streets within the core of the study area bounded by Sutphin Boulevard to the west, Hillside Avenue to the north, Merrick Boulevard to the east and Archer Avenue to the south.

A discussion of the street network within the study area is provided below (the major east-west arterials and streets followed by the north-south arterials and streets).

East-West Arterials and Streets Hillside Avenue is a major two-way arterial along the north side of the traffic study area with two moving lanes in each direction plus left turn lanes and parking. Hillside Avenue is approximately 70 feet in width extending from Lefferts Boulevard in Brooklyn and continuing east into Nassau County. Parking is generally permitted on both sides of the street. There are interchanges on Hillside Avenue to the Van Wyck Expressway (I-678) at the northwest corner of the area affected by the proposed actions, the Clearview Expressway (I-295) and Grand Central Parkway at 212th Street, and the Cross Island Parkway at 243rd Street. Approaching Parsons Boulevard, Hillside Avenue carries two-way traffic volumes of approximately 2,550 vehicles per hour (vph) during the AM peak hour, 2,050 vph during the midday peak hour, 2,400 vph during the PM peak hour, and 2,150 vph during the Saturday midday peak hour. There are numerous bus routes that traverse parts of Hillside Avenue in the traffic study area, including the Q1, Q2, Q3, Q17, Q20A, Q20B, Q31, Q36, Q40, Q43, Q44, Q65, Q75, Q76, Q77, Q110, Q111, Q112, Q113, X32, X68, N1, N2, N3, N6, N22, N22A, N24, and N26; however the Q43 is the primary local bus serving Hillside Avenue, providing service from Sutphin Boulevard east to the City Line. Between 168th Street and Francis Lewis Boulevard the curb lanes are reserved for buses and right turning vehicles weekdays from 7 to 9 AM westbound, and from 4 to 7 PM eastbound. The F subway line travels under Hillside Avenue with stations at Sutphin Boulevard, Parsons Boulevard, 169th Street, and 179th Street. Hillside Avenue is a through-truck route, which may be used by trucks that do not have a local destination.

Jamaica Avenue is also a major east-west two-way retail street through the center of the traffic study area. Jamaica Avenue ranges from approximately 40 to 70 feet in width within different sections of the traffic study area. The road extends to the west from Brooklyn, intersecting the Van Wyck Expressway, and continuing east to Nassau County where it changes to Jericho Turnpike. This arterial has one to two moving lanes, with the curb lane reserved for buses from 4 to 7 PM every day in each direction between 168th Street and Parsons Boulevard. Only buses and right turning vehicles may use the curb lane when the bus restriction is in effect. There is a raised median separating eastbound and westbound traffic between 172nd Street and 183rd Street. There are breaks in the median to allow for turning movements. Parking is not permitted on either side of the street during the day in the section containing bus lanes, but the curb lanes are often occupied by standing vehicles. Bus routes that use Jamaica Avenue are the Q6, Q8, Q9, Q24, Q25, Q30, Q31, Q41, Q44, Q54, Q56, Q65, and the Q110. Approaching Parsons Boulevard, two-way volumes on Jamaica Avenue are approximately 1,250 vph, 1,000 vph, 1,050 vph and 1,000 vph during the AM, midday, PM and Saturday midday peak hours, respectively. Jamaica Avenue is a local truck route east of Merrick Boulevard.

Jamaica Plan EIS

16-4

Archer Avenue is another primary two-way east-west street through the traffic study area with one to two moving lanes in each direction and limited parking. Archer Avenue ranges from 40 to 50 feet in width extending between the Van Wyck Expressway to the west and Merrick Boulevard to the east where it continues as 93rd Avenue eastward to 183rd Street. Archer Avenue carries two-way traffic volumes of approximately 1,300 vph in the AM peak hour, 900 vph in the midday peak hour, 1,200 vph in the PM peak hour, and 1,000 vph in the Saturday midday peak hour approaching Parsons Boulevard. A major bus hub is located along the curb lanes at Parsons Boulevard for the Q4, Q5, Q20A, Q20B, Q25, Q30, Q31, Q34, Q42, Q65, Q83, Q84, Q111, Q112, Q113 and N4 routes for transfers to/from the E, J and Z subway lines. Those subway lines travel westward from Parsons Boulevard under Archer Avenue with a station at Sutphin Boulevard at the Long Island Rail Road’s Jamaica Station and the terminal for the AirTrain to JFK Airport.

Liberty Avenue is an arterial along the south side of the traffic study area and extends from east to west from Farmers Boulevard in St. Albans to Mother Gaston Boulevard in Brownsville, Brooklyn. There are interchanges on Hillside Avenue to the Van Wyck Expressway (I-678). There are typically two moving lanes plus left turn lanes in each direction. It is approximately 50 feet in width within the traffic study area expanding to 75 feet between Merrick Boulevard and 157th Street where there is a center median and left turn lanes. Parking is permitted on both curb lanes. Limited stop buses use Liberty Avenue to bypass Archer Avenue traffic during rush hours. These routes include the Limited Stop Q4, Q5, Q83 and Q85 routes as well as the express route X64; the Q42 also uses Liberty Avenue. This arterial is also a local truck route for trucks with local destination to utilize. Liberty Avenue typically carries two-way traffic volumes of approximately 2,000-2,100 vph during the peak commuting hours (AM and PM peak hours), and approximately 1,300-1,400 vph during other peak hours (midday and Saturday midday) approaching Guy R. Brewer Boulevard.

Other local east-west streets of note within the traffic study area are 94th Avenue and 89th Avenue. 94th Avenue is the extension of Atlantic Avenue from to the west in Brooklyn, extending east to 150th Street, and it is a local truck route. The Van Wyck Expressway has an interchange at Atlantic Avenue. 89th Avenue is a one-way westbound local street extending between 171st Street to the east to 139th Street to the west. Local east-west traffic in the traffic study area is generally carried on the numbered avenues. These avenues have varied widths with some one-way and others two-way.

North-South Arterials and Streets The Van Wyck Expressway service roads transverses north-south along the Van Wyck Expressway from John F. Kennedy Airport at the south to Queens Boulevard at the north. The service road flanks the Van Wyck Expressway on both sides and provides access to the expressway’s entrance and exit ramps and is a through truck route. The service roads are approximately 33 feet wide and have three total lanes in both directions with very limited parking permitted along the right curb lanes. The southbound service road carries approximately 900 vph during the AM peak hour, 650 vph during the midday peak hour, 1,000 vph during the PM peak hour, and 950 vph during the Saturday midday peak hour approaching Jamaica Avenue, and the northbound service road carries approximately 1,150 vph during the AM peak hour, 950 vph during the midday peak hour, 1,250 vph during the PM peak hour, and 614 vph during the Saturday midday peak hour approaching Jamaica Avenue. No bus routes operate on the service road. The mainline Van Wyck Expressway is designated Interstate 678 and flows south to JFK Airport with interchanges to the Belt Parkway and Nassau Expressway. North of


16-5

the area affected by the proposed actions, the expressway interchanges with the Grand Central Parkway and Long Island Expressway (I-495). I-678 continues north and changes to the Whitestone Expressway in Flushing, and over the Bronx-Whitestone Bridge to the Bronx.

Sutphin Boulevard is one of several major north-south streets through the center of the traffic study area. It traverses two-way, north to south, from Hillside Avenue until it terminates at Rockaway Boulevard in South Jamaica. Access to the Belt Parkway is reached via Sutphin Boulevard to the south. It is approximately 40 feet in width and typically has one moving lane and one parking lane in each direction. The section of Sutphin Boulevard in the vicinity of the Jamaica AirTrain station widens to a width of approximately 60 feet and parking here is not permitted to allow for two to three moving lanes and bus routes. The bus routes that traverse Sutphin Boulevard include the Q6, Q8, Q9, Q20A, Q20B, Q40, Q41, Q43, Q44, and Q60. The station for the Jamaica Air Train to JFK Airport as well as the Jamaica LIRR station are located on the west side of Sutphin Boulevard between Archer Avenue and 94th Avenue. Approaching Archer Avenue, Sutphin Boulevard carries approximately 1,000 vph, 800 vph, 750 vph and 600 during the AM, midday, PM and Saturday midday peak hours, respectively.

Parsons Boulevard is two-way and approximately 50 feet wide with two travel lanes in each direction, traversing from the Long Island Expressway (Interstate 495) eastbound service road to the north, to Archer Avenue to the south where it ends. Parking is generally not permitted on either side of the street over the section of Parsons Boulevard within the traffic study area to allow for commuter van and bus routes. There are several bus routes that traverse Parsons Boulevard in the traffic study area, including the Q25, Q34, Q65, Q110, Q111, Q112, and the Q113. The Q25 and Q34 use Parsons Boulevard to travel north to and from Flushing and College Point. Parsons Boulevard carries two-way traffic volumes of 900 vph, 700 vph, 850 vph and 600 vph approaching 89th Avenue during the AM, midday, PM and Saturday midday peak hours, respectively.

Merrick Boulevard is a major arterial entering the traffic study area traversing north to south from Hillside Avenue to Hook Creek Boulevard in Valley Stream, Nassau County. It is one-way southbound between Hillside Avenue and Liberty Avenue, becoming a two-way arterial south of Liberty Avenue. Merrick Boulevard feeds into 168th Street northbound at Liberty Avenue, which is one-way northbound. South of Liberty Avenue, Merrick Boulevard is approximately 70 feet in width, with two moving lanes and one parking lane in each direction. This arterial is a truck route for local deliveries. The bus routes that traverse Merrick Boulevard include the Q1, Q2, Q3, Q4, Q5, Q9A, Q17, Q20A, Q20B, Q36, Q44, Q75, Q76, Q77, Q84, Q85, X32, N1, N2, N3, N4, N6, N22, N22A, N24, and N26. The 165th Street Bus Terminal is located at the southwest corner of 89th Avenue and Merrick Boulevard. The two-way volumes along Merrick Boulevard approaching 108th Avenue are approximately 1,700 vph, 1,100 vph, 1,550 vph and 1,300 vph during the AM, midday, PM and Saturday midday peak hours, respectively.

Guy R. Brewer Boulevard is a principal arterial entering the traffic study area traversing north to south from Jamaica Avenue to Rockaway Boulevard in Springfield Gardens. At approximately 40 feet in width, Guy R. Brewer Boulevard typically has one moving lane and one parking lane in each direction within the traffic study area. This road connects to the Belt Parkway to the south. Guy R. Brewer Boulevard is a local truck route south of Liberty Avenue and also accommodates the Q111, Q112, and Q113 bus routes. Guy R. Brewer Boulevard carries approximately 650 vph, 550 vph, 800 vph and 650 vph approaching Liberty Avenue during the AM, midday, PM and Saturday midday peak hours, respectively.

Jamaica Plan EIS

16-6

Queens Boulevard is a short (1 block between Hillside Avenue and Jamaica Avenue) and minor road within the traffic study area, but is a major arterial within Queens providing access to the traffic study area. It traverses north to south within the traffic study area but is generally oriented east-west from Jackson Avenue in Long Island City to Jamaica Avenue. Approaching Hillside Avenue from the north, it typically has three moving lanes and one parking lane in each direction and raised medians separate the through movements. This section of Queens Boulevard is approximately 112 feet in width, including the median. South of Hillside Avenue it narrows to about 45 feet in width with no median. The bus routes along this section include the Q20A, Q20B, Q44, Q60, and the X68. The E subway line has a stop underneath Queens Boulevard at the Van Wyck Expressway. Approximately 700 vph during the AM peak hour and midday peak hours, 1,000 during the PM peak hour, and 600 vph during the Saturday midday peak hour approach Hillside Avenue on Queens Boulevard.

Local north-south traffic in the traffic study area is generally carried on the numbered streets. These streets have varied widths with some streets with one-way traffic and other streets with two-way traffic.

BICYCLE FACILITIES

There are no existing bicycle facilities within the study area. The NYCDOT 2006 NYC Cycling Map identifies a number of recommended bicycle routes through the area affected by the proposed actions. These include portions of Archer Avenue (Guy R. Brewer Boulevard to 183rd Street), 94th Avenue/Atlantic Avenue (west of 150th Street), 157th Street (south of Liberty Avenue), and the streets around Rufus King Park.

CAPACITY ANALYSIS METHODOLOGY

The capacity analyses at study area intersections are based on the methodology presented in the 2000 Highway Capacity Manual (HCM) using the Highway Capacity Software Release 4.1f. Traffic data required for these analyses include volumes on each approach and various other physical and operational characteristics. Signal timing plans for each signalized intersection were obtained from NYCDOT. Field inventories were conducted to document curbside parking regulations, vehicle classifications 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 traffic volumes on an approach to the approach’s carrying capacity. 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 1.05 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 (80 seconds or greater per vehicle).

For unsignalized intersections, the HCM methodology generally assumes that major street traffic is not affected by minor street flow. Left turns from the major street are assumed to be affected by the opposing, or oncoming major street flow. Minor street traffic is 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 types of transportation facilities. For unsignalized intersections, levels of service range


16-7

from A, with minimal delay (10 seconds per vehicle), to F, which represents longer delay (50 seconds or greater 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 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 (LOS) Criteria

Level of Service

Average Delay per Vehicle (seconds)

For Signalized Intersections

Average Delay per Vehicle (seconds)

For Unsignalized Intersections

A less than or equal to 10.0 less than or equal to 10.0 B > 10.0 to 20.0 > 10.0 to 15.0 C > 20.0 to 35.0 > 15.0 to 25.0 D > 35.0 to 55.0 > 25.0 to 35.0 E > 55.0 to 80.0 > 35.0 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 53 signalized and 1 unsignalized intersections, respectively, in the four 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 section identifies those intersections experiencing congestion in one or more peak hours.

Signalized Intersections Table 16-2 shows the results of the 2005 Existing conditions capacity analysis at the 53 analyzed signalized intersections in the weekday AM, midday and PM, and Saturday midday peak hours. The table shows that 27 of the 53 analyzed signalized intersections have one or more congested movements in one or more peak hours. The commuter oriented AM peak hour has the greatest number of signalized intersections with one or more congested movements with 24 intersections. There are 12 intersections with one or more congested movements in the PM peak hour, 5 intersections in the midday peak hour and 5 intersections in the Saturday midday peak hour. The locations with congestions are discussed more fully below, by east-west corridor:

Hillside Avenue Corridor

Hillside Avenue is the most heavily traveled corridor within the traffic study area with traffic at its highest during the AM and PM peak commuting hours. Hillside Avenue connects Brooklyn, the Van Wyck Expressway, the Clearview Expressway and Nassau County, and is also heavily used by buses.

In the AM peak hour, traffic along Hillside Avenue is heavy in both directions, but is heaviest westbound toward the Van Wyck Expressway. Poor levels of service occur at one or more

Table 16-2: 2005 Existing Traffic Conditions at Signalized Intersections

2005 ExistingWeekday AM Peak Hour Weekday MD Peak Hour Weekday PM Peak Hour Saturday MD Peak Hour

Signalized Lane V/C DELAY LOS V/C DELAY LOS V/C DELAY LOS V/C DELAY LOSIntersection Group RATIO (SEC/VEH) RATIO (SEC/VEH) RATIO (SEC/VEH) RATIO (SEC/VEH)

1) Hillside Avenue (E-W) @ EB-TR 0.84 42.3 D 0.51 19.3 B 0.84 41.5 D 0.58 20.5 C Van Wyck Expwy Southbound WB-L 1.01 102.1 F * 0.60 23.8 C 1.03 106.7 F * 0.66 28.9 C Service Road (SB) WB-T 0.34 18.7 B 0.22 8.1 A 0.31 18.3 B 0.21 8.1 A

SB-LTR 0.71 31.4 C 0.74 33.9 C 0.62 29.2 C 0.79 35.4 D

2) Hillside Avenue (E-W) @ EB-L 0.81 44.6 D 0.45 18.5 B 0.64 33.4 C 0.59 23.6 C Van Wyck Expwy Northbound EB-T 0.46 12.6 B 0.37 9.3 A 0.38 11.5 B 0.37 9.3 A Service Road (NB) WB-T 0.47 20.6 C 0.48 18.8 B 0.48 20.7 C 0.48 18.8 B

WB-R 0.67 27.7 C 0.55 22.0 C 0.39 20.2 C 0.50 20.7 C NB-LTR 0.89 49.6 D 0.75 33.6 C 0.76 42.6 D 0.77 34.3 C

3) Hillside Avenue (E-W) @ EB-L 0.50 27.3 C 0.97 113.5 F * 0.77 65.8 E * 0.60 50.0 D Queens Boulevard (N-S) EB-TR 0.69 22.5 C 0.70 35.2 D 0.76 37.4 D 0.85 42.0 D

WB-L 0.18 16.7 B 0.17 28.0 C 0.15 27.7 C 0.23 32.8 C WB-T 0.62 20.6 C 0.74 36.6 D 0.63 33.1 C 0.69 34.7 C WB-R 0.56 21.1 C 0.55 33.4 C 0.37 29.2 C 0.43 30.5 C NB-L 0.27 42.8 D 0.20 33.4 C 0.48 41.8 D 0.20 33.4 C NB-TR 0.77 60.1 E * 0.39 36.3 D 0.25 33.7 C 0.26 33.9 C SB-L 0.32 27.8 C 0.29 15.2 B 0.32 15.3 B 0.27 14.7 B SB-TR 0.31 27.7 C 0.20 14.6 B 0.45 18.2 B 0.21 14.7 B

4) Hillside Avenue (E-W) @ EB-T 0.50 15.8 B 0.49 15.8 B 0.62 18.0 B 0.52 16.2 B Sutphin Boulevard (N-S) EB-R 0.28 13.5 B 0.24 13.1 B 0.21 12.7 B 0.18 12.3 B

WB-L 0.62 27.1 C 0.39 16.8 B 0.58 32.6 C 0.39 18.7 B WB-T 0.67 11.9 B 0.50 9.2 A 0.47 8.8 A 0.44 8.4 A NB-L 0.61 52.8 D 0.66 55.2 E * 0.38 45.4 D 0.40 45.6 D NB-R 0.47 48.7 D 0.47 48.8 D 0.47 48.9 D 0.39 46.1 D

5) Hillside Avenue (E-W) @ EB-T 0.50 9.2 A 0.49 9.1 A 0.61 10.7 B 0.51 9.3 A 148th Street-South (N-S) WB-T 0.77 14.4 B 0.51 9.3 A 0.51 9.2 A 0.47 8.8 A

NB-LR 0.73 58.5 E * 0.93 83.9 F * NB-L 0.44 44.9 D 0.54 48.6 D NB-R 0.44 45.4 D

6) Hillside Avenue (E-W) @ EB-L 0.90 82.7 F * 0.39 14.3 B 0.57 20.7 C 0.25 10.9 B 150th Street (N-S) EB-T 0.50 11.9 B 0.49 11.6 B 0.58 12.9 B 0.50 11.7 B

EB-R 0.08 8.0 A 0.09 8.0 A 0.10 8.1 A 0.05 7.7 A WB-L 0.43 15.1 B 0.27 11.3 B 0.55 21.4 C 0.42 14.9 B WB-TR 0.85 21.3 C 0.56 12.7 B 0.57 12.9 B 0.50 11.9 B SB-LTR 0.88 64.3 E * 0.58 44.7 D 0.52 42.8 D 0.54 43.5 D

7) Hillside Avenue (E-W) @ EB-T 0.59 13.4 B 0.54 12.5 B 0.64 14.2 B 0.55 12.5 B 153rd Street (NB) WB-T 0.74 16.7 B 0.48 11.4 B 0.50 11.7 B 0.47 11.3 B

NB-L 0.52 44.5 D 0.41 41.2 D 0.27 37.9 D 0.26 37.9 D NB-R 0.38 40.5 D 0.28 38.4 D NB-LR 0.32 39.1 D 0.48 43.1 D

NB-R 0.35 39.9 D

8) Hillside Avenue (E-W) @ EB-L 0.74 68.2 E * 0.45 28.8 C 0.56 36.5 D 0.50 33.9 C Parsons Boulevard (N-S) EB-T 0.65 23.4 C 0.62 22.8 C 0.77 27.3 C 0.68 24.2 C

EB-R 0.34 18.8 B 0.20 16.5 B 0.22 16.8 B 0.17 16.0 B WB-L 0.31 23.3 C 0.27 20.7 C 0.40 31.4 C 0.29 24.2 C WB-TR 1.03 59.8 E * 0.74 26.7 C 0.78 28.2 C 0.78 28.0 C NB-L 0.37 39.2 D 0.23 34.8 C 0.43 40.6 D 0.29 37.1 D NB-T 0.81 55.7 E * 0.40 37.1 D 0.56 41.3 D 0.34 35.5 D NB-R 0.28 35.0 C 0.30 35.5 D 0.39 37.5 D 0.24 34.0 C SB-L 0.61 54.7 D 0.43 40.5 D 0.55 46.9 D 0.28 35.6 D SB-T 0.61 43.5 D 0.49 39.6 D 0.50 39.6 D 0.65 44.8 D SB-R 0.35 36.6 D 0.27 34.9 C 0.32 35.6 D 0.21 33.6 C

9) Hillside Avenue (E-W) @ EB-T 0.54 12.4 B 0.53 12.2 B 0.65 14.3 B 0.54 12.3 B 161st Street (NB) WB-T 0.74 16.7 B 0.48 11.6 B 0.50 11.8 B 0.47 11.4 B

NB-L 0.23 37.4 D 0.21 37.0 D 0.25 37.6 D 0.38 40.5 D NB-R 0.44 41.9 D 0.57 45.9 D NB-LR 0.36 40.0 D 0.66 50.2 D

NB-R 0.51 44.4 D

10) Hillside Avenue (E-W) @ EB-TR 0.63 11.2 B 0.64 11.3 B 0.79 15.4 B 0.66 11.7 B 162nd Street (SB) WB-L 0.37 12.2 B 0.29 10.4 B 0.71 41.3 D 0.50 17.8 B

WB-T 0.71 12.8 B 0.47 8.8 A 0.48 8.9 A 0.46 8.7 A SB-LTR 0.78 61.0 E * 0.35 42.8 D 0.68 54.1 D 0.34 42.6 D

Abbreviations:EB-Eastbound, WB-Westbound, NB-Northbound, SB-SouthboundL-Left, T-Through, R-Right, DfL-Defacto Left, E-W: East-West Roadway, N-S: North-South RoadwayV/C Ratio - Volume to Capacity RatioSEC/VEH - Seconds per VehicleLOS - Level of Service* - Denotes Congested Location (LOS E or F, or v/c ratio > 0.90)

February 5, 2007

Table 16-2 (Continued): 2005 Existing Traffic Conditions at Signalized Intersections



11) Hillside Avenue (E-W) @ EB-T 0.50 9.2 A 0.47 8.8 A 0.70 12.5 B 0.64 11.2 B 165th Street-South (NB) WB-T 0.63 11.1 B 0.39 8.0 A 0.46 8.7 A 0.49 8.9 A

NB-L 0.19 40.0 D 0.22 40.6 D 0.16 39.3 D 0.20 40.1 D NB-R 0.29 42.3 D 0.36 44.2 D 0.49 48.2 D 0.36 44.2 D

12) Hillside Avenue (E-W) @ EB-L 0.22 10.8 B 0.08 6.2 A 0.13 6.9 A 0.08 6.4 A 178th Street (NB) EB-T 0.51 9.3 A 0.43 8.4 A 0.65 11.4 B 0.51 9.3 A

WB-TR 0.76 14.2 B 0.41 8.1 A 0.47 8.8 A 0.52 9.3 A NB-LTR 0.95 83.2 F * 0.57 48.4 D 0.81 62.4 E * 0.75 57.5 E *SB-LR 0.32 43.8 D 0.17 39.8 D 0.33 44.1 D 0.14 39.2 D

13) Hillside Avenue (E-W) @ EB-L 0.98 91.6 F * 0.74 43.0 D 0.81 53.5 D 0.55 24.5 C 180th Street/Midland Pkwy (SBEB-TR 0.65 11.6 B 0.50 9.1 A 0.61 10.7 B 0.42 8.2 A

WB-TR 0.83 16.7 B 0.62 10.9 B 0.57 10.1 B 0.44 8.4 A SB-L 0.31 41.5 D 0.15 38.8 D 0.36 42.6 D 0.15 38.9 D SB-R 0.93 84.8 F * 0.49 47.0 D 0.66 54.2 D 0.37 43.7 D

14) 89th Avenue (WB) WB-LTR 0.77 34.0 C 0.71 29.8 C 0.74 30.7 C 0.45 21.2 C Sutphin Boulevard (N-S) NB-LT 0.46 9.2 A 0.42 8.6 A 0.38 8.2 A 0.29 7.3 A

SB-TR 0.57 10.9 B 0.42 8.6 A 0.52 9.9 A 0.36 7.9 A

15) 89th Avenue (WB) WB-LT 0.58 16.6 B 0.48 14.4 B 0.44 13.7 B 0.37 12.8 B 150th Street (SB) SB-TR 0.60 17.3 B 0.42 13.7 B 0.50 15.0 B 0.38 13.1 B

16) 89th Avenue (WB) @ WB-TR 0.44 13.6 B 0.32 12.1 B 0.31 12.0 B 0.35 12.4 B 153rd Street (NB) NB-LT 0.61 16.4 B 0.44 13.5 B 0.48 14.0 B 0.16 10.6 B

17) 89th Avenue (WB) @ WB-LTR 0.58 23.3 C 0.50 21.3 C 0.52 21.4 C 0.59 22.8 C Parsons Boulevard (N-S) NB-LT 0.32 7.0 A 0.24 6.4 A 0.28 6.6 A 0.22 6.2 A

SB-T 0.62 11.1 B 0.42 8.1 A 0.54 9.6 A 0.37 7.5 A SB-R 0.15 5.9 A 0.13 5.8 A 0.10 5.6 A 0.09 5.6 A

18) 89th Avenue (WB) @ WB-TR 0.40 13.0 B 0.27 11.5 B 0.32 12.0 B 0.32 12.0 B 161st Street (NB) NB-LT 0.29 11.8 B 0.41 13.3 B 0.51 14.8 B 0.56 15.5 B

19) 89th Avenue (WB) @ WB-LT 0.30 11.9 B 0.26 11.5 B 0.33 12.2 B 0.29 11.7 B 162nd Street (SB) SB-TR 0.42 13.4 B 0.31 12.0 B 0.43 13.4 B 0.33 12.3 B

20) 89th Avenue (WB) @ WB-TR 0.32 12.3 B 0.33 12.3 B 0.39 13.0 B 0.32 12.1 B 163rd Street (NB) NB-LT 0.64 17.4 B 0.31 12.0 B 0.46 13.8 B 0.42 13.3 B

21) Jamaica Avenue (E-W) @ EB-T 0.35 17.8 B 0.40 18.6 B 0.45 19.5 B 0.59 22.6 C Van Wyck Expwy Southbound EB-R 0.38 18.5 B 0.31 17.3 B 0.28 16.7 B 0.09 14.5 B Service Road (SB) WB-L 0.46 15.8 B 0.55 19.8 B 0.47 19.3 B 0.19 17.8 B

WB-T 0.26 9.5 A 0.34 10.4 B 0.36 10.4 B 0.28 9.7 A SB-LTR 0.84 48.6 D 0.58 40.3 D 0.86 49.6 D 0.66 42.1 D

22) Jamaica Avenue (E-W) @ EB-L 0.18 14.0 B 0.27 20.2 C 0.25 18.1 B 0.48 17.8 BVan Wyck Expwy Northbound EB-T 0.34 10.4 B 0.25 9.3 A 0.28 9.6 A 0.32 10.0 A Service Road (NB) WB-T 0.53 21.5 C 0.74 28.9 C 0.61 23.2 C 0.42 18.9 B

WB-R 0.03 13.8 B 0.11 14.7 B 0.06 14.2 B 0.31 17.3 B NB-LTR 1.00 69.6 E * 1.01 71.5 E * 1.03 76.5 E * 0.55 39.5 D

23) Jamaica Avenue (E-W) @ EB-LT 0.67 29.2 C 0.61 27.4 C 0.60 26.9 C 0.36 22.0 C Queens Boulevard (N-S) WB-T 0.49 25.2 C 0.72 32.7 C 0.59 27.5 C 0.44 24.0 C

WB-R 0.28 21.5 C 0.27 21.2 C 0.22 20.3 C 0.15 19.5 B SB-L 0.25 20.7 C 0.19 19.9 B 0.35 22.3 C 0.10 18.8 B SB-R 0.11 18.9 B 0.16 19.5 B 0.23 20.5 C 0.19 20.0 B

24) Jamaica Avenue (E-W) @ EB-LTR 0.67 30.7 C 0.66 30.4 C 0.75 34.0 C 0.57 27.2 C Sutphin Boulevard (N-S) WB-LTR 0.68 30.8 C 0.56 27.5 C 0.56 27.2 C 0.68 30.9 C

NB-LTR 0.58 26.2 C 0.41 22.8 C 0.40 22.8 C 0.33 21.6 C SB-LTR 0.47 24.0 C 0.25 20.4 C 0.33 21.5 C 0.18 19.6 B

25) Jamaica Avenue (E-W) @ EB-T 0.42 13.8 B 0.49 15.0 B 0.47 14.5 B 0.41 13.5 B 150th Street (N-S) EB-R 0.07 9.8 A 0.07 9.8 A 0.07 9.8 A 0.06 9.7 A

WB-LT 0.98 53.9 D * 0.66 21.1 C 0.86 35.3 D 0.72 24.0 C NB-LR 0.97 93.9 F * 0.48 40.3 D 0.77 60.3 E * 0.39 37.4 D SB-LT 0.51 38.2 D 0.46 36.8 D 0.53 38.6 D 0.42 35.9 D SB-R 0.31 33.9 C 0.26 32.9 C 0.24 32.5 C 0.27 33.2 C


February 5, 2007




26) Jamaica Avenue (E-W) @ EB-L 0.37 22.3 C 0.30 17.9 B 0.24 17.6 B 0.16 16.2 B Parsons Boulevard (N-S) EB-T 0.64 25.3 C 0.54 21.2 C 0.55 22.4 C 0.55 22.3 C

EB-R 0.16 15.8 B 0.10 14.3 B 0.15 15.7 B 0.09 14.9 B WB-L 0.30 19.6 B 0.23 17.0 B 0.24 18.0 B 0.54 26.8 C WB-T 0.85 37.7 D 0.56 22.4 C 0.54 22.3 C 0.48 21.0 C WB-R 0.19 16.3 B 0.15 15.1 B 0.12 15.4 B 0.12 15.4 B NB-LTR 0.15 28.4 C 0.15 29.0 C 0.21 29.3 C 0.25 29.8 C SB-LTR 0.67 39.1 D 0.56 36.1 D 0.68 39.2 D 0.68 39.6 D

27) Jamaica Avenue (E-W) @ EB-L 0.05 9.1 A 0.08 9.3 A 0.11 9.6 A 0.09 9.4 A 160th Street (NB) EB-T 0.70 19.7 B 0.58 16.1 B 0.61 16.6 B 0.66 17.9 B

WB-T 0.82 25.9 C 0.57 15.9 B 0.49 14.0 B 0.59 16.1 B WB-R 0.03 8.7 A 0.02 8.6 A 0.02 8.6 A 0.01 8.5 ANB-LTR 0.39 35.5 D 0.62 43.4 D 0.39 35.5 D 0.58 41.9 D

28) Jamaica Avenue (E-W) @ EB-T 0.60 16.0 B 0.54 18.7 B 0.56 14.8 B 0.63 20.8 C Union Hall / 162nd St (SB) EB-R 0.07 8.6 A 0.09 12.1 B 0.09 8.8 A 0.10 12.2 B

WB-T 1.01 58.9 E * 0.85 36.6 D 0.61 17.0 B 0.77 28.7 C SB-LTR 0.35 41.6 D 0.25 34.0 C 0.52 45.2 D 0.24 33.9 C

29) Jamaica Avenue (E-W) @ EB-LT 0.52 12.2 B 0.41 10.4 B 0.43 10.6 B 0.46 11.1 B 163rd Street (NB) / EB-R 0.11 7.6 A 0.13 7.7 A 0.22 8.6 A 0.14 7.8 AGuy R Brewer (N-S) WB-LT 0.81 22.4 C 0.51 12.3 B 0.46 11.3 B 0.52 12.3 B

WB-R 0.25 8.8 A 0.14 7.7 A 0.19 8.1 A 0.23 8.6 ANB-LTR 0.76 54.8 D 0.54 44.5 D 0.60 46.8 D 0.53 44.4 D

30) Jamaica Avenue (E-W) @ EB-T 0.49 9.5 A 0.42 10.6 B 0.54 20.3 C 0.52 12.0 B 164th Street (SB) WB-T 0.87 23.6 C 0.48 11.7 B 0.57 21.2 C 0.58 13.3 B

SB-L 0.32 43.3 D 0.37 40.3 D 0.25 27.0 C 0.42 41.5 D SB-R 0.28 43.2 D 0.46 43.7 D 0.32 28.6 C 0.45 43.6 D

31) Jamaica Avenue (E-W) @ EB-T 0.47 9.2 A 0.44 8.8 A 0.53 20.1 C 0.51 9.7 A 165th Street (SB) EB-R 0.14 6.1 A 0.09 5.7 A 0.21 14.9 B 0.13 5.9 A

WB-LT 0.80 18.9 B 0.45 9.1 A 0.59 21.9 C 0.55 10.5 B NB-LTR 0.44 45.2 D 0.32 42.8 D 0.31 27.8 C 0.23 41.1 D

32) Jamaica Avenue (E-W) @ EB-T 0.51 20.0 B 0.52 19.9 B 0.54 20.4 C 0.64 22.9 C Merrick Boulevard (SB) EB-R 0.19 14.7 B 0.17 14.4 B 0.18 14.5 B 0.12 13.8 B

WB-LT 0.97 53.7 D * 0.66 25.0 C 0.61 22.8 C 0.85 36.5 D SB-LTR 0.48 30.0 C 0.33 27.5 C 0.57 31.9 C 0.52 30.8 C

33) Jamaica Avenue (E-W) @ EB-TR 0.27 6.7 A 0.25 6.5 A 0.28 6.7 A 0.24 6.4 A 180th Street WB-LT 0.58 9.9 A 0.32 7.1 A 0.41 7.9 A 0.38 7.6 A

NB-LR 0.09 39.3 D 0.17 40.6 D 0.19 41.5 D 0.11 39.4 D SB-LTR 0.69 56.7 E * 0.25 41.5 D 0.66 54.8 D 0.43 45.7 D

34) Archer Avenue (E-W) @ EB-L 0.28 23.1 C 0.17 21.0 C 0.32 24.0 C 0.13 20.1 C Sutphin Boulevard (N-S) EB-T 0.51 26.8 C 0.30 22.3 C 0.36 23.4 C 0.19 20.6 C

EB-R 0.40 24.6 C 0.23 21.4 C 0.24 21.6 C 0.20 20.8 C WB-LT 0.65 33.6 C 0.52 27.4 C 0.62 30.9 C 0.46 25.5 C WB-R 0.20 21.0 C 0.17 20.5 C 0.21 21.1 C 0.15 20.3 C NB-LTR 0.75 26.5 C 0.54 20.6 C 0.48 19.7 B 0.44 19.0 B SB-LTR 0.47 19.1 B 0.27 16.5 B 0.42 18.4 B 0.23 16.1 B

35) Archer Avenue (E-W) @ EB-LTR 0.61 23.2 C 0.45 19.2 B 0.69 26.0 C 0.44 18.9 B 150th Street (N-S) WB-L 0.99 75.8 E * 0.49 22.3 C 0.89 54.3 D 0.51 23.0 C

WB-TR 0.51 20.8 C 0.37 18.0 B 0.41 18.7 B 0.43 18.8 B NB-LTR 0.54 22.0 C 0.25 17.2 B 0.40 19.3 B 0.22 16.8 B SB-LTR 0.51 27.6 C 0.47 27.2 C 0.61 30.1 C 0.56 29.2 C

36) Archer Avenue (E-W) @ EB-L 0.44 17.6 B 0.33 14.1 B 0.57 21.2 C 0.57 20.6 C Parsons Boulevard (N-S) EB-T 0.72 20.7 C 0.51 15.4 B 0.57 16.5 B 0.47 14.6 B

WB-T 0.43 13.2 B 0.28 11.7 B 0.37 12.5 B 0.34 12.2 B SB-L 0.50 27.1 C 0.40 25.0 C 0.58 28.7 C 0.56 28.3 C SB-R 0.40 24.5 C 0.29 22.8 C 0.32 23.2 C 0.24 22.1 C

37) Archer Avenue (E-W) @ EB-LT 1.03 59.1 E * 0.63 14.6 B 0.82 23.3 C 0.67 15.3 B 160th Street (NB) EB-R 0.24 8.7 A 0.12 7.5 A 0.31 9.4 A 0.11 7.5 A

WB-LTR 0.80 28.3 C 0.46 18.3 B 0.65 22.1 C 0.51 19.0 B NB-LTR 0.64 35.2 D 0.38 29.1 C 0.46 30.6 C 0.37 28.9 C

38) Archer Avenue (E-W) @ EB-T 0.87 30.4 C 0.58 16.6 B 0.71 20.6 C 0.64 18.0 B Union Hall Street (SB) WB-T 0.47 13.9 B 0.52 15.5 B 0.44 13.4 B 0.59 16.9 B

SB-LR 0.36 24.5 C 0.34 24.2 C 0.42 25.6 C 0.36 24.5 C


February 5, 2007




39) Archer Avenue (E-W) @ EB-LTR 1.03 67.8 E * 0.87 36.6 D 0.99 57.4 E * 0.93 42.9 D *Guy R Brewer Boulevard (N-S) WB-L 0.32 21.3 C 0.36 21.1 C 0.61 33.3 C 0.51 27.4 C

WB-TR 0.52 19.6 B 0.35 17.0 B 0.51 19.2 B 0.38 17.3 B NB-LTR 0.93 52.9 D * 0.54 23.1 C 0.81 36.6 D 0.68 28.5 C SB-LTR 0.15 16.0 B 0.14 15.9 B 0.26 17.5 B 0.17 16.3 B

40) Archer Avenue (E-W) @ EB-LTR 1.01 62.5 E * 0.72 26.4 C 0.96 51.7 D * 1.01 63.3 E *165th Street (N-S) WB-LTR 0.66 22.7 C 0.44 18.2 B 0.66 22.6 C 0.94 50.9 D *

NB-LTR 0.16 16.3 B 0.19 16.7 B 0.19 16.8 B 0.35 19.0 B SB-LTR 0.18 16.5 B 0.21 17.0 B 0.46 21.2 C 0.22 16.9 B

41) Archer Avenue (E-W) @ EB-TR 0.57 20.3 C 0.47 18.7 B 0.61 21.4 C 0.56 20.0 B Merrick Boulevard (SB) WB-LT 0.80 28.8 C 0.56 20.7 C 1.02 62.5 E * WB-DfL 0.88 59.7 E *

WB-T 0.60 22.4 C SB-LTR 0.49 19.8 B 0.33 17.7 B 0.53 20.4 C 0.48 19.6 B

42) Atlantic Avenue (E-W) @ EB-TR 0.57 26.2 C 0.40 23.8 C 0.52 25.5 C 0.61 26.9 C Van Wyck Expwy Southbound WB-L 0.36 26.6 C 0.18 15.8 B 0.32 21.4 C 0.22 20.4 C Service Road (SB) WB-LT 0.54 20.2 C 0.27 13.5 B 0.44 15.5 B 0.33 14.2 B

SB-LTR 0.80 25.0 C 0.77 27.2 C 1.01 51.0 D * 0.73 26.2 C

43) Atlantic Avenue (E-W) @ EB-L -DefL 0.70 32.9 C 0.55 23.0 C EB-DfL 0.45 21.7 C 0.61 24.7 CVan Wyck Expwy Northbound EB-T 0.42 18.7 B 0.29 13.7 B 0.39 15.2 B 0.33 14.1 BService Road (NB) WB-TR 0.68 33.1 C 0.45 30.8 C 0.79 41.8 D 0.43 30.4 C

NB-LTR 0.93 32.5 C * 0.92 35.0 C * 0.94 37.5 D * 0.63 23.9 C

44) 94th Avenue (E-W) @ EB-LR 0.38 17.9 B 0.42 18.4 B 0.37 17.6 B 0.42 18.4 B Sutphin Boulevard (N-S) WB-LTR 0.50 19.3 B 0.28 16.1 B 0.44 18.2 B 0.29 16.2 B

NB-LT 1.00 49.6 D * 0.57 12.5 B 0.71 17.1 B 0.43 10.2 B SB-TR 0.49 10.1 B 0.28 8.2 A 0.38 9.0 A 0.22 7.8 A

45) 94th Avenue (WB) @ WB-LTR 0.26 16.0 B 0.22 15.6 B 0.22 15.6 B 0.15 14.8 B 150th Street (N-S) NB-LT 0.52 11.8 B 0.23 8.3 A 0.33 9.1 A 0.22 8.2 A

SB-TR 0.73 16.3 B 0.46 10.5 B 0.80 19.3 B 0.57 12.4 B

46) Liberty Avenue (E-W) @ EB-L 0.85 56.7 E * 0.43 18.9 B 0.88 71.0 E * 0.48 21.0 C Sutphin Boulevard (N-S) EB-TR 0.76 18.6 B 0.43 13.0 B 0.49 13.7 B 0.44 13.2 B

WB-L 0.14 12.6 B 0.14 11.4 B 0.15 11.6 B 0.22 12.4 B WB-TR 0.72 17.7 B 0.63 15.8 B 0.84 22.1 C 0.64 15.9 B NB-LTR 0.59 15.5 B 0.32 12.1 B 0.42 13.2 B 0.75 23.3 C SB-LTR 0.50 15.1 B 0.45 14.1 B 0.82 25.2 C 0.54 15.4 B

47) Liberty Avenue (E-W) @ EB-L 0.36 12.5 B 0.14 8.1 A 0.26 10.2 B 0.13 8.0 A 150th Street (N-S) EB-TR 0.53 10.4 B 0.38 9.0 A 0.47 9.8 A 0.46 9.7 A

WB-L 0.03 7.0 A 0.08 7.4 A 0.10 7.7 A 0.09 7.6 A WB-TR 0.57 11.0 B 0.45 9.6 A 0.54 10.6 B 0.48 9.9 A NB-LTR 1.01 62.3 E * 0.48 19.6 B 0.72 27.4 C 0.46 19.2 B SB-LTR 0.94 49.2 D * 0.46 18.5 B 0.83 32.3 C 0.75 26.5 C

48) Liberty Avenue (E-W) @ EB-L 0.77 52.3 D 0.25 13.8 B 0.53 28.6 C 0.15 11.8 B Guy R. Brewer Boulevard (N-S EB-TR 0.67 16.5 B 0.52 14.0 B 0.75 18.3 B 0.65 16.1 B

WB-L 0.20 13.3 B 0.15 11.8 B 0.24 15.1 B 0.26 14.7 B WB-TR 0.97 34.6 C * 0.54 14.3 B 0.79 19.8 B 0.48 13.5 B NB-LTR 0.94 45.5 D * 0.49 15.5 B 0.77 26.9 C 0.69 21.2 C SB-L 0.09 10.7 B 0.09 10.6 B 0.19 11.7 B 0.17 11.6 B SB-TR 0.49 15.5 B 0.52 16.2 B 0.78 24.9 C 0.51 15.9 B

49) Liberty Avenue (E-W) @ EB-T 0.53 14.5 B 0.33 12.1 B 0.52 14.4 B 0.55 14.8 B Merrick Boulevard (SB) EB-R 0.31 12.5 B 0.14 10.7 B 0.39 13.5 B 0.34 12.8 B

WB-L 0.37 16.8 B 0.28 13.2 B 0.51 21.3 C 0.39 17.7 B WB-T 0.65 16.6 B 0.31 11.9 B 0.50 14.1 B 0.44 13.3 B SB-LTR 0.99 56.1 E * 0.71 30.6 C 1.01 61.2 E * 1.01 62.9 E *

50) Liberty Avenue (E-W) @ EB-T 0.63 13.3 B 0.42 9.9 A 0.69 14.6 B 0.55 11.7 B Dunkirk Street EB-R 0.31 9.0 A 0.27 8.7 A 0.75 17.8 B 0.38 9.8 A

WB-LT 0.75 16.6 B 0.40 9.7 A 0.50 10.9 B 0.52 11.3 B NB-L 1.04 68.2 E * 0.41 17.8 B 0.54 20.1 C 0.57 20.9 C NB-R 0.03 13.7 B 0.01 13.5 B 0.03 13.7 B 0.01 13.6 B


February 5, 2007




51) South Road (E-W) @ EB-LTR 0.79 31.0 C 0.54 20.9 C 0.65 24.0 C 0.46 19.1 B Guy R Brewer Boulevard (N-S) WB-LTR 0.35 17.0 B 0.26 15.9 B 0.50 19.5 B 0.32 16.6 B

NB-LTR 0.76 19.4 B 0.41 10.3 B 0.59 13.4 B 0.47 10.8 B SB-LTR 0.65 15.0 B 0.53 12.0 B 0.77 19.1 B 0.56 12.6 B

52) 107th Avenue (E-W) @ EB-LTR 0.08 14.2 B 0.11 14.6 B 0.08 14.2 B 0.07 14.2 B Guy R Brewer Boulevard (N-S) WB-LTR 0.06 14.0 B 0.07 14.2 B 0.08 14.2 B 0.04 13.9 B

NB-LTR 0.66 14.7 B 0.37 9.5 A 0.53 11.7 B 0.45 10.5 B SB-LTR 0.50 11.5 B 0.47 10.9 B 0.64 14.0 B 0.55 12.2 B

53) 108th Avenue (E-W) @ EB-LTR 0.45 31.7 C 0.31 28.4 C 0.43 30.9 C 0.37 29.4 C Merrick Boulevard (N-S) WB-LTR 0.52 33.6 C 0.55 34.6 C 0.47 32.1 C 0.34 28.6 C

NB-L 0.20 8.8 A 0.06 7.3 A 0.12 8.1 A 0.10 7.9 A NB-TR 0.67 13.5 B 0.31 8.8 A 0.44 10.1 B 0.35 9.2 A SB-L 0.11 8.4 A 0.04 7.2 A 0.03 7.1 A 0.04 7.2 A SB-TR 0.34 9.1 A 0.32 8.9 A 0.46 10.3 B 0.41 9.8 A


February 5, 2007

Jamaica Plan EIS

16-8

movements at the Van Wyck Expressway southbound service road (westbound left turn), Queens Boulevard (northbound through-right turn), 148th Street (northbound approach), 150th Street (eastbound left turn and southbound approach), Parsons Boulevard (eastbound left turn, westbound through-right turn, and northbound through lane groups), 162nd Street (southbound approach), 178th Street (northbound approach) and 180th Street/Midland Parkway (eastbound left turn and southbound right turn). Signal timing generally favors the east-west movement, and therefore, congested conditions typically occur on the northbound or southbound approaches or on the eastbound or westbound left turning movements.

In the PM peak hour, there are three intersections with congestion: the Van Wyck Expressway southbound service road (westbound left turn), Queens Boulevard (eastbound left turn), and 178th Street (northbound approach).

In the weekday midday peak hour, intersections with congestion decrease to three as traffic volumes decrease. Congestion occurs at Queens Boulevard (eastbound left turn), Sutphin Boulevard (northbound left turn), and 148th Street (northbound approach). In the Saturday midday peak hour, only the intersection at 178th Street has congestion (northbound approach).

89th Avenue Corridor

89th Avenue is a residential westbound road within the center of the Jamaica core and is lightly traveled with no congested locations in any peak hour.

Jamaica Avenue Corridor

Jamaica Avenue is a primary commercial street through the traffic study area populated with retail establishments. Many bus routes also use Jamaica Avenue, with the curb lanes reserved for buses between 168th Street and Parsons Boulevard in each direction from 4 to 7 PM every day. During other hours, street regulations specify no parking on the curb lanes but standing is prevalent. The bus lane reduces bus traffic from the general traffic lanes during the PM peak hour, which reduces congestion.

In the AM peak hour, there are five intersections with congested conditions. The congested locations occur principally in the westbound direction, the primary flow of traffic in the AM peak hour. Congestion occurs at the Van Wyck Expressway northbound service road (northbound approach), 150th Street (northbound and westbound approaches), Union Hall Street/162nd Street (westbound approach), Merrick Boulevard (westbound approach), and 180th Street (southbound approach).

In the midday peak hour, the only congested intersection is the Van Wyck Expressway northbound service road, where midday construction causes congestion along the mainline of the highway. Northbound highway traffic tends to divert to the service road. The northbound approach is congested at the northbound service road.

PM peak hour congestion occurs at the western side of the Jamaica Avenue corridor where the bus lane does not exist. Congestion occurs at the Van Wyck Expressway northbound service road (northbound approach), and 150th Street (northbound approach).

There are no congested locations during the Saturday midday peak hour.

Archer Avenue Corridor

There is congestion within the Archer Avenue corridor during all peak hours except for the weekday midday peak hour. Archer Avenue is a major bus route with a bus hub located at


16-9

Parsons Boulevard at the Jamaica Center E, J and Z subway terminal. In the AM peak hour, congestion occurs at 150th Street (westbound left turn movement), 160th Street (eastbound through and left turn lane group), Guy R. Brewer Boulevard (eastbound and northbound approaches), and 165th Street (eastbound approach). There is congestion at Guy R. Brewer Boulevard (eastbound approach) and Merrick Boulevard (westbound left lane) during the PM and Saturday midday peak hour. Congestion at 165th Street occurs during the PM (eastbound approach), and Saturday midday (east and west approaches) peak hours.

Atlantic Avenue/94th Avenue Corridor

Along Atlantic Avenue and 94th Avenue there is congestion at 3 of the 4 intersections. The intersection with the Van Wyck Expressway southbound service road is congested at the southbound approach during the PM peak hour. The intersection with the Van Wyck Expressway northbound service road is congested during all peak hours, except the Saturday midday peak hour, at the northbound approach. There is congestion at the intersection with Sutphin Boulevard during the AM peak hour (northbound approach) as vehicles enter Downtown Jamaica.

Liberty Avenue Corridor

Liberty Avenue is a primary east-west connector along the south boundary of the traffic study area, providing access to York College between 157th Street and 165th Street. This corridor has intersections with congestion during the AM peak hour at Sutphin Boulevard (eastbound left turn lane), 150th Street (northbound and southbound approaches), Guy R. Brewer Boulevard (westbound through and left turn lane group and the northbound approach), Merrick Boulevard (southbound approach), and Dunkirk Street (northbound left turn). There are no intersections with congestion during the weekday midday peak hour, but there are two intersections with congestion during the PM peak hour. In the PM peak hour, intersections with congestion include Sutphin Boulevard (eastbound left turn), and Merrick Boulevard (southbound approach). Only the southbound approach at Merrick Boulevard is congested during the Saturday midday peak hour.

Other Non-Corridor Locations

There are three remaining intersections that are not located on any of the above-defined corridors. These intersections are South Road at Guy R. Brewer Boulevard, 107th Avenue at Guy R. Brewer Boulevard and 108th Avenue at Merrick Boulevard. None of these intersections experience existing congestion in any peak hour.

Unsignalized Intersection As shown in Table 16-3, the only unsignalized intersection analyzed (Jamaica Avenue at 178th Street) experiences congestion at the northbound approach during the AM peak hour.

PARKING

Off-street and on-street parking is available within the area affected by the proposed actions. Inventories of all off-street parking lots and garages, and all on-street metered parking were conducted. The parking study areas were divided into four zones by the relative density of development in the area (see Figure 16-6). Because the area affected by the proposed actions is so large, a study of the entire area as one parking study area may not disclose localized parking deficits. The region of the highest density is in the core of Downtown Jamaica, generally bounded by the Hillside Avenue to the north, the Van Wyck Expressway to the west, Archer

Table 16-3: 2005 Existing Traffic Conditions at Unsignalized Intersections


Unsignalized Lane V/C DELAY LOS V/C DELAY LOS V/C DELAY LOS V/C DELAY LOSIntersection Group RATIO (SEC/VEH) RATIO (SEC/VEH) RATIO (SEC/VEH) RATIO (SEC/VEH)

54) Jamaica Avenue (E-W) @ EB-LT 0.16 12.8 B 0.03 8.7 A 0.04 8.6 A 0.10 9.8 A 178th Street (SB) WB-LT 0.03 8.6 A 0.03 9.1 A 0.06 9.1 A 0.02 8.4 A

NB-LT 0.50 55.4 F * 0.13 17.8 C 0.17 20.3 C 0.20 25.4 D NB-TR 0.51 46.9 E * 0.10 15.5 C 0.18 18.4 C 0.22 20.4 C

AbbreviationsEB-Eastbound, WB-Westbound, NB-Northbound, SB-SouthboundL-Left, T-Through, R-Right, DefL-Dfacto Left, E-W: East-West Roadway, N-S: North-South RoadwayV/C Ratio - Volume to Capacity RatioSEC/VEH - Seconds per VehicleLOS - Level of Service* - Denotes Congested Location (LOS E or F, or v/c ratio > 0.90)

February 5, 2007

Jamaica Plan EIS

16-10

Avenue to the south, and 168th Street to the east. The Hillside Avenue (East) corridor encompasses Hillside Avenue east of 168th Street to 190th Street, and is generally commercial but less dense. The two remaining corridors are also lower density commercial corridors. The Jamaica Avenue (East) corridor consists of Jamaica Avenue between 168th Street and 178th Place. The Sutphin Boulevard (South) corridor includes the areas on Sutphin Boulevard between Archer Avenue and Liberty Avenue. The boundaries of these study area zones were also established based on the locations of existing public parking facilities, and metered parking spaces.

OFF-STREET PARKING

Off-street parking lots and garages within a quarter-mile radius of the boundaries of the area affected by the proposed actions were assessed in the NYCDCP report1; surveys were conducted in August 2003 with updates in May and June 2005. As shown in Table 16-4 and Figure 16-6, there are 15 off-street public parking facilities in operation within the Downtown Jamaica Core. They provide the zone with 5,245 parking spaces during the day, operating at 45% (2,383 spaces occupied) of their licensed capacity during the AM period and 83% (4,354 spaces occupied) of their licensed capacity during the midday period. Overnight, 41% (1,426 spaces) of the 3,472 available spaces are occupied. Within the Hillside (East) corridor, there are seven off-street parking facilities. These facilities provide 557 spaces during the AM period, 894 spaces during the midday period and 291 spaces overnight. The utilization rate for AM, midday and overnight hours are 60% (332 spaces occupied), 61% (543 spaces occupied) and 46% (135 spaces occupied), respectively. Three off-street parking facilities serve the Sutphin Boulevard (South) corridor. They supply the zone with 160 parking spaces during the AM peak hour, 64% (103 spaces occupied) of which are occupied. Off street parking is at capacity in this region during midday peak hours using all 160 of the 160 available spaces. Only 10% (4 spaces occupied) of the 40 available are occupied overnight. The Jamaica Avenue (East) corridor has no off-street parking facilities.

Overall, the peak weekday utilization levels of these parking facilities typically occur during the midday. There are 25 open public off-street parking facilities within the area affected by the proposed actions that have a total capacity of 6,299 spaces. During the midday there is an overall utilization rate of 80 percent (5,057 spaces occupied), leaving an average of approximately 1,242 available spaces. During the AM period as workers and visitors begin arriving in Downtown Jamaica, 22 facilities are open with a total capacity of 5,962 spaces and an overall utilization of 47%. Overnight, many of the public parking facilities are closed. Throughout the study area only, 9 facilities are open overnight with a total capacity of 3,803 spaces and utilization rate of 41 percent.

ON-STREET PARKING

Curbside parking regulations within the area affected by the proposed actions were surveyed by the NYCDCP in 20032 and are shown in Figure 1(a-f) in Appendix H. There are a variety of parking regulations within the area affected by the proposed actions. A combination of 168 1 New York City Department of City Planning, Jamaica Parking, Public Transportation and Pedestrian

Study: Technical Memorandum 3: Existing Conditions, January 27, 2006. 2 New York City Department of City Planning, Jamaica Parking, Public Transportation and Pedestrian

Study: Technical Memorandum 3: Existing Conditions, January 27, 2006.

Table 16-42005 Existing Off-Street Parking Utilization

Weekday AM Weekday Midday Overnight

Map No. Name Address License Licensed Utilization Spaces Licensed Utilization Spaces Licensed Utilization SpacesNumber Capacity Rate Occupied Capacity Rate Occupied Capacity Rate Occupied

DOWNTOWN JAMAICA CORE1 KINNEY SYSTEM/GERTZ PLAZA GARAGE 163-27 ARCHER AVE. 0915055 730 80% 584 730 75% 548 730 20% 146

3a IQBAL, SHAKIL 92-15 147 PL. 1135835 50 60% 30 50 100% 50 Closed3b IQBAL, SHAKIL 92-15 147 PL. 1136119 50 60% 30 50 100% 50 Closed6 CENTRAL PARKING MANAGEMENT 150-01 89 AVE. 0992399 358 90% 322 358 100% 358 358 50% 1798 CENTRAL PARKING SYSTEM 92-30 165 ST. 1078956 601 40% 240 601 100% 601 Closed9 CENTRAL PARKING SYSTEM OF NY INC. 88-06 VAN WYCK EXPWY. 1101579 990 20% 198 990 60% 594 990 75% 743

10 CENTRAL PARKING SYSTEM OF NY INC. 159-02 JAMAICA BLVD. 1110046 351 100% 351 351 105% 369 351 33% 11612 CENTRAL PARKING SYSTEM OF NY INC. 90-15 PARSONS BLVD. 1171222 499 50% 250 499 100% 499 499 30% 15014 THE COLOSSEUM INC. 89-02 165 ST. 0364014 250 10% 25 250 70% 175 Closed15 FAMILY COURT 150-07 ARCHER AVE. Municipal 112 20% 22 112 100% 112 Closed16a COURT PARKING 88-22 SUTPHIN BLVD. 1103760 99 75% 74 99 80% 79 Closed16b SUPREME COURT PARK 88-02 SUTPHIN BLVD. 1103759 52 75% 39 52 100% 52 Closed17 CENTRAL PARKING MANAGEMENT 89-55 162 ST./89-44 163 ST. 0836261 400 5% 20 400 50% 200 Closed22 GB PARKING 148-15 89 AVE. 1003796 78 30% 23 78 55% 43 Closed23a CENTRAL PARKING SYSTEM OF NY INC. 90-02 168 ST. 1102881 291 17% 49 291 100% 291 291 17% 4923b CENTRAL PARKING SYSTEM OF NY INC. 90-01 168 ST. 1102882 253 17% 43 253 100% 253 253 17% 4324 SOGE ASSOCIATES 145-20 JAMAICA AVE. 0767674 56 100% 56 56 100% 56 Closed25 MAJORS PARKING 88-03 148 ST. N/A 25 100% 25 25 100% 25 Closed26 PJ PARKING 88-35 165 ST. 0835198 270 Closed 270 Closed 270 Closed27 QUEENS CIVIL COURT 89-17 SUTPHIN BLVD. Municipal 230 Closed 230 Closed 230 Closed28 A&K PARKING SYSTEM 153-33 89 AVE. 0919232 25 Closed 25 Closed 25 Closed29 SAFE PARKING 160-17 ARCHER AVE. 1203411 50 Closed 50 Closed 50 Closed

5,245 45% 2,383 5,245 83% 4,354 3,472 41% 1,426

HILLSIDE AVENUE (EAST) CORRIDOR4 LA MIRAGE CAR PARK INC. 178-10 WEXFORD TERR. 0976779 148 50% 74 148 20% 30 148 33% 49

5a WILSHIRE CAR PARK INC. 182-30 WEXFORD TERR. 0976815 Closed 204 70% 143 Closed5b WILSHIRE CAR PARK INC. 183-03 HILLSIDE AVE. 0976816 Closed 65 50% 33 Closed5c WILSHIRE CAR PARK INC. 183-03 HILLSIDE AVE. 0368489 Closed 68 60% 41 Closed11 WEXFORD OPERATING LLC 175-11 HILLSIDE AVE. 1126866 143 75% 107 143 66% 94 143 60% 8613 H.S.N.D. PARKING 88-22 182 ST. 1017059 50 40% 20 50 20% 10 Closed18 HILLSIDE MGT. CORP. 179-18 HILLSIDE AVE. 0972208 22 65% 14 22 200% 44 Closed20 PAK. PARKING 175-10 HILLSIDE AVE. 1001946 65 50% 33 65 80% 52 Closed21 QQI INC. 178-02 HILLSIDE AVE. 0974321 129 65% 84 129 75% 97 Closed

557 60% 332 894 61% 543 291 46% 135

SUTPHIN BOULEVARD (SOUTH) CORRIDOR2 ELIE JOSEPH 148-22 ARCHER AVE. 0906022 50 75% 38 50 100% 50 Closed7 CG PARKING 95-02 SUTPHIN BLVD. 1103015 70 50% 35 70 100% 70 Closed

19 SOUTH SIDE PARKING SYSTEM 145-11 97TH AVE. 1075313 40 75% 30 40 100% 40 40 10% 4160 64% 103 160 100% 160 40 10% 4

JAMAICA AVENUE (EAST) CORRIDORNo Off-Street Public Parking Facilities

TOTAL* 5,962 47% 2,817 6,299 80% 5,057 3,803 41% 1,564

Sources: (1) NYCDCP, Jamaica Parking, Public Transportation and Pedestrian Study: Technical Memorandum 3: Existing Conditions , January 27, 2006. Field surveys in the report conducted in August 2003 and updated May/June 2005. (2) NYCDCP Field surveys conducted August 2003 and updated May/June 2005.Note: * - Closed facilities not included in parking capacity, utilization, nor spaces occupied.

February 5, 2007

Tabl

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16-11

different types of parking regulations, standing regulations, authorized parking restrictions, meter regulations and miscellaneous restrictions (mostly related to bus stops and bus lanes) spread over much of the area’s curb space, as shown in Table 1 in Appendix H. The majority of these restrictions lie to the north of the Long Island Rail Road; only 94th Avenue, Sutphin Boulevard, South Avenue, Liberty Avenue, 150th Street, Merrick Boulevard and Dunkirk Street have significant parking regulations south of the LIRR, and almost every curbside in the study area to the north of the LIRR has some type of restriction.

The most restrictive parking regulations lie along or closest to major streets. Sutphin Boulevard in the Courthouse area (at 89th Avenue) has “No Standing” regulations where bus stops are located, along with general “No Standing Anytime” regulations. (Hillside Avenue also has these restrictions.) A “No Standing 8:00 AM-6:00 PM Except for Authorized Vehicles” restriction also exists along both Sutphin Boulevard and 90th Avenue.

Parsons Boulevard has very restrictive parking regulations with almost no standing or parking allowed between Hillside and Archer avenues. Jamaica Avenue, while marginally less parking-constrained than Parsons Boulevard, has numerous bus stop no standing zones and absolute peak-hour parking prohibitions. No parking is permitted during the day between Parsons Boulevard and 168th Street, and the curb lanes are reserved for buses and right turning vehicles from 4 to 7 PM. It does, however, have metered parking elsewhere.

Almost no parking or standing exists on Archer Avenue between 150th and 168th streets, given its central role as a bus corridor and intermodal terminal. Parking and standing are almost as heavily restricted on Archer Avenue between 139th and 148th streets.

Hillside Avenue has numerous different parking and standing regulations, which vary depending on the segment, and also has an eastbound bus lane from 168th Place through the parking study area limits at 189th Street. Only buses and right turning vehicles may use this lane from 7 to 9 AM (north curb) and 4:00 PM to 7:00 PM (south curb) weekdays; parked vehicles blocking the lane during those intervals are subject to being towed.

A significant portion of 89th Avenue – from 153rd to 168th streets – has a no parking anytime restriction. Mary Immaculate Hospital, the Colosseum Mall, and the 165th Street Bus Terminal/pedestrian mall all abut 89th Avenue.

On side streets, the familiar alternate-side-of-the-street parking pattern to facilitate street cleaning exists in many locations, but more restrictive regulations are interspersed where needed.

Night regulations are also common. Sutphin Boulevard, Jamaica Avenue and Merrick Boulevard all have midnight-3:00 AM parking restrictions (for either Mondays, Wednesdays and Fridays or Tuesdays, Thursdays and Saturdays).

Metered Parking The analysis in this FEIS only inventories on-street parking spaces at parking meters during the peak weekday midday period. For analysis purposes, all parking spaces not at meters were considered to not be available to accommodate the parking demand due to the proposed actions. A field survey of the weekday utilization of weekday midday on-street metered parking was conducted on March 23, 2006.

Jamaica Plan EIS

16-12

A total of 1,255 metered spaces were identified in the area affected by the proposed actions. With the exception of Sutphin Boulevard and a few parking meters on 94th and 95th Avenues, no metered parking exists in the study area south of the Long Island Rail Road.

Sutphin Boulevard, Hillside Avenue and Jamaica Avenue have large concentrations of meters, and a significant quantity of the study area’s parking meters is along adjacent side streets.

Figures 16-7A and 16-7B show the locations of the curbside metered parking spaces in each parking study area zone, the number of parking spaces occupied and the number of total parking spaces. Table 16-5 provides a summary of the midday on-street metered parking utilization within each zone. As presented in the table, 91% (878 spaces) of 967 metered spaces are occupied in the Downtown Jamaica Core zone. In the Hillside Avenue (East) corridor, 83% (106 spaces) of 127 metered spaces are occupied. The Jamaica Avenue (East) corridor is at capacity with 97 out of 98 spaces occupied (99%). Along the Sutphin Boulevard (South) corridor, 95% (60 spaces) of 63 metered spaces are occupied.

Table 16-5 2005 Weekday Midday On-Street Metered Parking Utilization

Parking Study Area Zones

Total Metered Spaces

Percent Occupied

Spaces Occupied

Downtown Jamaica Core 967 91% 878 Hillside Avenue (East) Corridor 127 83% 106 Jamaica Avenue (East) Corridor 98 99% 97 Sutphin Boulevard (South) Corridor 63 95% 60 Total 1,255 91% 1,141

Sources: NYCDCP, Jamaica Parking, Public Transportation and Pedestrian Study: Technical Memorandum 3: Existing Conditions, January 27, 2006. Field surveys in the report conducted in August 2003. DCP data were supplemented with field surveys conducted by PHA on March 23, 2006.

Overall, on-street metered parking utilization during the midday period was found to be approximately 91 percent, with an average of approximately 114 curbside metered parking spaces unoccupied out of a total of 1,255 spaces.

ACCIDENT HISTORY

Annual motor vehicle accidents at study area intersections with 20 or more reportable accidents are shown in Table 16-6. These intersections were identified as experiencing the highest number of accidents over the 2000-2003 period based on a review of NYSDOT data. Reportable accidents are those that result in death, injury or property damage exceeding $1,000. There were a total of 1,353 reportable accidents at 34 intersections within the project study area during the period from 2000 to 2003. Data on the highest number of reportable accidents revealed that, at four locations, more than 50 accidents occurred over this period. These locations were: (1) I-678 Service Road (Van Wyck Expressway Service Road) and Liberty Avenue with 92 accidents,


16-13

Table 16-6 Intersections with 20 or More Total Reportable Accidents,

2000 - 2003 Intersections Accidents

I-678 Service Road and Liberty Avenue 92 Hillside Avenue and 169th Street/Homelawn Street 84 Hillside Avenue and Parsons Boulevard 71 Liberty Avenue and Merrick Boulevard 57 Hillside Avenue and 188th Street 49 I-678 Service Road and Hillside Avenue 47 Hillside Avenue and Queens Boulevard 47 Archer Avenue and Sutphin Boulevard 45 I-678 Service Road and Atlantic Avenue 45 Hillside Avenue and I-678 Service Road Off Ramp 43 Jamaica Avenue and Parsons Boulevard 43 Liberty Avenue and 150th Street 41 Archer Avenue and Guy R. Brewer Boulevard 40 188th Street and Jamaica Avenue/Woodhull Avenue 35 Hillside Avenue and 139th Street 34 Jamaica Avenue and Merrick Boulevard 34 Jamaica Avenue and 168th Street 33 Liberty Avenue and 165th Street 32 Liberty Avenue and Guy R. Brewer Boulevard 32 Merrick Boulevard and 110th Avenue 29 I-678 Service Road and Jamaica Avenue 29 Archer Avenue and Parsons Boulevard 28 Liberty Avenue and Sutphin Boulevard 25 Parsons Boulevard and 89th Avenue 25 Archer Avenue and 160th Avenue 24 I-678 Service Road and 101st Avenue 23 Hillside Avenue between 148th Street and 150th Street 23 Hillside Avenue and 168th Street 23 I-678 Service Road and 94th Avenue/Atlantic Avenue 23 Hillside Avenue and Sutphin Boulevard 22 Guy R. Brewer Boulevard and South Road 22 Hillside Avenue and 148th Street 21 153rd Street and 88th Avenue 21 Source: New York State Department of Transportation, Local Accident Surveillance Project (LASP) as reported in the NYCDCP, Jamaica Parking, Public Transportation and Pedestrian Study: Technical Memorandum 3: Existing Conditions, January 27, 2006.

(2) Hillside Avenue and 169th Street/Homelawn Street with 84 accidents, (3) Hillside Avenue and Parsons Boulevard with 71 accidents, and (4) Liberty Avenue and Merrick Boulevard with 57 accidents. The data revealed that at nine additional locations, a total of 30 to 39 reportable accidents occurred, and at 15 locations 20 to 29 reportable accidents occurred over the period of 2000 to 2003.

Jamaica Plan EIS

16-14

The number of accidents involving pedestrians varied each year during the 2000 to 2003 period. The data revealed that Jamaica Avenue between 163rd and 164th Street, and Parsons Boulevard between Jamaica and Archer Avenue each had 3 pedestrian accidents in one year. However, the guidelines for pedestrian safety require five or more pedestrian/ bicycle accidents per year over the period of three recent consecutive years.

C. NO-ACTION CONDITONS Between 2005 and 2015, 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. Development on projected development sites is expected to add a total of approximately 1,500 new dwelling units, 536,000 sf of new commercial space, and 214,000 sf of new community facility space, and 70,000 sf of industrial space over the existing conditions. In order to forecast the future conditions without the proposed actions (the No-Action condition), development on projected development sites, and developments listed on 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 transit and pedestrian demand for the 2005 to 2015 period. This background growth rate is applied to account for smaller projects and general increases in travel demand not attributable to specific development projects.

In addition to increased demand from projected development sites, as discussed in Chapter 2, “Land Use, Zoning and Public Policy,” the Greater Jamaica Redevelopment Corporation (GJDC) plans to undertake several transportation and streetscape improvements in the Jamaica Center area. The Jamaica Transportation Center Intermodal Enhancements and Atlantic Avenue Extension project includes the redesign of four target areas: (1) Archer Avenue between 144th Place and 148th Street; (2) Sutphin Boulevard between 94th Avenue and 95th Avenue; (3) the block bounded by 94th Avenue, 95th Avenue, 138th Place (Rose Avenue) and the Van Wyck Expressway; and (4) the area below the LIRR viaduct on Sutphin Boulevard. The overall goals of these improvements are to increase pedestrian access and safety, improve traffic flow, accommodate increased bus volumes, create public open space, and spur transit-oriented development. Archer Avenue would be realigned between 144th Place and 147th Place to allow for improved traffic flow and pedestrian safety. Atlantic Avenue would be extended from the Jamaica transportation hub to the Van Wyck Expressway through the block bonded by 94th Avenue, 95th Avenue, 138th Place, and the Van Wyck Expressway. 94th Avenue and 95th Avenue, which are both currently two-way, would form a one-way couplet between the new connection to Atlantic Avenue and Sutphin Boulevard. 94th Avenue would become one-way westbound and 95th Avenue would become one-way eastbound. NYCDOT had also adjusted the signal timing at the intersection of Liberty Avenue at Sutphin Boulevard post-2005. The analysis of No-Action traffic conditions in this area incorporates these traffic changes.

VEHICULAR TRAFFIC

Figures 16-8 through 16-11 show the expected 2015 No-Action weekday AM, midday, PM and Saturday midday peak hour traffic volumes, respectively. Tables 16-7 and 16-8 show the 2015 No-Action traffic conditions at signalized and unsignalized intersections, respectively. As shown in Tables 16-7 and 16-8, 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 2015.


16-15

SIGNALIZED INTERSECTIONS

As shown in Table 16-7, under No-Action conditions, of the 53 signalized intersections, 34 intersections would experience congestion on one or more movements in the AM peak hour (compared with 24 intersections under Existing conditions), 10 intersections in the midday peak hour (compared with 5 intersections under Existing conditions), 25 intersections in the PM peak hour (compared with 12 intersections under Existing conditions), and 14 intersections in the Saturday midday peak hour (compared with 5 under Existing conditions). Newly congested intersections are discussed below.

Along the Hillside Avenue corridor, there would be two newly congested intersections in the AM peak hour at the Van Wyck Expressway Northbound Service Road, and Sutphin Boulevard. In the midday peak hour there would be two newly congested intersections at the Van Wyck Expressway Southbound Service Road, and Parsons Boulevard. In the PM peak hour, there would be five intersections that would be newly congested at Sutphin Boulevard, 150th Street, Parsons Boulevard, 162nd Street, and 180th Street/Midland Parkway. In the Saturday midday peak hour, there would be five newly congested intersections at the Van Wyck Expressway Southbound Service Road, Queens Boulevard, Parsons Boulevard, 161st Street, and 162nd Street.

Along the 89th Avenue corridor, there would be one intersection that is newly congested in the AM peak hour (at Sutphin Boulevard), and no newly congested intersections in the other three peak hours.

On the Jamaica Avenue corridor, there would be six new intersections that would have one or more congested movements in the AM peak hour at the Van Wyck Expressway Southbound Service Road, Parsons Boulevard, 160th Street, 163rd Street/Guy R. Brewer Boulevard, 164th Street, and 165th Street. In the midday peak hour, there would be two newly congested intersections at Union Hall Street/162nd Street and at Merrick Boulevard. In the PM peak hour, there would be four newly congested intersections at the Van Wyck Expressway Southbound Service Road, Sutphin Boulevard, Merrick Boulevard and 180th Street. In the Saturday midday peak hour, three new intersections would have congestion at one or more movements at 150th Street, Union Hall Street/162nd Street, and Merrick Boulevard.

The Archer Avenue corridor would have congestion at one or more movements at two new intersections: at Union Hall Street and at Merrick Boulevard. The intersection at Guy R. Brewer Boulevard would new congestion during the midday peak hour. There would be two new intersections with congestion during one or more peak hours during the PM peak hour at 150th Street and 160th Street. There would be no new intersections with congested movements during the Saturday middy peak hour.

Along the 94th Avenue/Atlantic Avenue corridor, there would be one new intersection with one or more congested movements. This newly congested intersection would be at 150th Street in the PM peak hour. The remaining three peak hours would not have any newly congested intersections.

Along the Liberty Avenue corridor, there would be newly congested intersections in the PM peak hour. There would be two new intersections at 150th Street and at Guy R. Brewer Boulevard with congestion at one or more movements during the PM peak hour. In the PM peak hour, there would be a newly congested intersection at Sutphin Boulevard. During the other peak hours there would be no new intersections with congestion.

Tabl

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23.3

C*

0.51

9.3

A0.

6511

.5B

0.51

9.2

A0.

6611

.7B

0.47

8.8

A0.

5910

.4B

N

B-L

R0.

7358

.5E

*0.

8165

.9E

*0.

9383

.9F

*1.

0411

0.2

F*

NB

-L0.

4444

.9D

NB

-L0.

4946

.2D

0.54

48.6

D0.

6051

.3D

N

B-R

0.44

45.4

DN

B-R

0.50

46.9

D

6) H

illsi

de A

venu

e (E

-W) @

EB

-L0.

9082

.7F

*1.

7341

1.0

F*

0.39

14.3

B0.

6329

.1C

0.57

20.7

C1.

0093

.3F

*0.

2510

.9B

0.39

15.4

B

150t

h S

treet

(N-S

)E

B-T

0.50

11.9

B

0.64

14.2

B0.

4911

.6B

0.62

13.7

B0.

5812

.9B

0.70

15.7

B0.

5011

.7B

0.60

13.4

B

EB

-R0.

088.

0A

0.

108.

1A

0.09

8.0

A0.

108.

1A

0.10

8.1

A0.

138.

3A

0.05

7.7

A0.

077.

8A

W

B-L

0.43

15.1

B

0.83

49.5

D0.

2711

.3B

0.57

23.7

C0.

5521

.4C

1.12

134.

5F

*0.

4214

.9B

0.72

34.9

C

WB

-TR

0.85

21.3

C

1.01

45.4

D*

0.56

12.7

B0.

7015

.8B

0.57

12.9

B0.

7316

.6B

0.50

11.9

B0.

6313

.9B

S

B-L

TR0.

8864

.3E

*0.

9880

.9F

*0.

5844

.7D

0.64

46.9

D0.

5242

.8D

0.57

44.3

D0.

5443

.5D

0.59

45.2

D

7) H

illsi

de A

venu

e (E

-W) @

EB

-T0.

5913

.4B

0.

7316

.7B

0.54

12.5

B0.

6815

.0B

0.64

14.2

B0.

7817

.9B

0.55

12.5

B0.

6614

.6B

15

3rd

Stre

et (N

B)

WB

-T0.

7416

.7B

0.

8923

.9C

0.48

11.4

B0.

6013

.4B

0.50

11.7

B0.

6414

.2B

0.47

11.3

B0.

5813

.0B

N

B-L

0.

5244

.5D

0.

6750

.6D

0.41

41.2

D0.

5545

.3D

0.27

37.9

D0.

3339

.2D

0.26

37.9

D0.

3339

.3D

N

B-R

0.38

40.5

D

0.46

42.5

D0.

2838

.4D

0.36

39.9

DN

B-L

R0.

3239

.1D

NB

-LR

0.39

40.6

D0.

4843

.1D

0.55

45.4

D

NB

-R0.

3539

.9D

NB

-R0.

4141

.4D

8) H

illsi

de A

venu

e (E

-W) @

EB

-L0.

7468

.2E

*0.

8583

.6F

*0.

4528

.8C

0.63

48.8

D0.

5636

.5D

0.81

68.1

E*

0.50

33.9

C0.

6854

.8D

P

arso

ns B

oule

vard

(N-S

)E

B-T

0.65

23.4

C

0.80

29.0

C0.

6222

.8C

0.77

27.5

C0.

7727

.3C

0.93

39.1

D*

0.68

24.2

C0.

8229

.7C

E

B-R

0.34

18.8

B

0.44

20.8

C0.

2016

.5B

0.27

17.6

B0.

2216

.8B

0.30

18.0

B0.

1716

.0B

0.19

16.3

B

WB

-L0.

3123

.3C

0.

4735

.2D

0.27

20.7

C0.

4131

.4C

0.40

31.4

C0.

5951

.6D

0.29

24.2

C0.

3834

.5C

W

B-T

R1.

0359

.8E

*1.

2213

5.3

F*

0.74

26.7

C0.

9340

.1D

*0.

7828

.2C

1.00

54.1

D*

0.78

28.0

C0.

9643

.9D

*N

B-L

0.

3739

.2D

0.

5950

.9D

0.23

34.8

C0.

3639

.0D

0.43

40.6

D0.

4241

.1D

0.29

37.1

D0.

3840

.6D

N

B-T

0.81

55.7

E*

0.92

70.4

E*

0.40

37.1

D0.

4738

.7D

0.56

41.3

D0.

6544

.7D

0.34

35.5

D0.

3836

.3D

N

B-R

0.28

35.0

C

0.37

36.9

D0.

3035

.5D

0.38

37.4

D0.

3937

.5D

0.53

41.7

D0.

2434

.0C

0.27

34.7

C

SB

-L

0.61

54.7

D

0.88

96.3

F*

0.43

40.5

D0.

5545

.7D

0.55

46.9

D0.

7564

.1E

*0.

2835

.6D

0.36

37.9

D

SB

-T0.

6143

.5D

0.

7349

.3D

0.49

39.6

D0.

5842

.4D

0.50

39.6

D0.

5942

.4D

0.65

44.8

D0.

7248

.6D

S

B-R

0.35

36.6

D

0.41

38.1

D0.

2734

.9C

0.32

35.9

D0.

3235

.6D

0.36

36.8

D0.

2133

.6C

0.24

34.2

C

9) H

illsi

de A

venu

e (E

-W) @

EB

-T0.

5412

.4B

0.

6714

.9B

0.53

12.2

B0.

6514

.4B

0.65

14.3

B0.

7918

.3B

0.54

12.3

B0.

6514

.4B

16

1st S

treet

(NB

)W

B-T

0.74

16.7

B

0.88

23.4

C0.

4811

.6B

0.60

13.3

B0.

5011

.8B

0.63

14.0

B0.

4711

.4B

0.58

13.0

B

NB

-L

0.23

37.4

D

0.30

38.8

D0.

2137

.0D

0.31

39.0

D0.

2537

.6D

0.36

39.8

D0.

3840

.5D

0.45

42.3

D

NB

-R0.

4441

.9D

0.

5344

.5D

0.57

45.9

D0.

6851

.3D

NB

-LR

0.36

40.0

DN

B-L

R0.

4341

.9D

0.66

50.2

D0.

7656

.4E

*N

B-R

0.51

44.4

DN

B-R

0.61

48.3

D

10) H

illsi

de A

venu

e (E

-W) @

EB

-TR

0.63

11.2

B

0.78

15.1

B0.

6411

.3B

0.78

15.1

B0.

7915

.4B

0.96

29.3

C*

0.66

11.7

B0.

7915

.2B

16

2nd

Stre

et (S

B)

WB

-L0.

3712

.2B

0.

7238

.2D

0.29

10.4

B0.

5625

.2C

0.71

41.3

D1.

6336

6.3

F*

0.50

17.8

B0.

8767

.9E

*W

B-T

0.71

12.8

B

0.84

17.7

B0.

478.

8A

0.58

10.3

B0.

488.

9A

0.61

10.7

B0.

468.

7A

0.57

10.0

A

SB

-LTR

0.78

61.0

E*

0.88

71.6

E*

0.35

42.8

D0.

4044

.0D

0.68

54.1

D0.

7659

.1E

*0.

3442

.6D

0.39

43.7

D

Abb

revi

atio

ns:

EB

-Eas

tbou

nd, W

B-W

estb

ound

, NB

-Nor

thbo

und,

SB

-Sou

thbo

und

L-Le

ft, T

-Thr

ough

, R-R

ight

, DfL

-Def

acto

Lef

t, E

-W: E

ast-W

est R

oadw

ay, N

-S: N

orth

-Sou

th R

oadw

ayV

/C R

atio

- V

olum

e to

Cap

acity

Rat

ioS

EC

/VE

H -

Sec

onds

per

Veh

icle

LOS

- Le

vel o

f Ser

vice

*- D

enot

es C

onge

sted

Loc

atio

n (L

OS

E o

r F, o

r v/c

ratio

> 0

.90)

*- D

enot

es L

ocat

ion

Bec

omin

g C

onge

sted

(LO

S E

or F

, or v

/c ra

tio >

0.9

0) U

nder

No-

Bui

ld C

ondi

tions

.

June

29,

200

7

Tabl

e 16

-7 (C

ontin

ued)

: 201

5 N

o-A

ctio

n Tr

affic

Con

ditio

ns a

t Sig

naliz

ed In

ters

ectio

ns

2005

Exi

stin

g20

15 N

o-A

ctio

n20

05 E

xist

ing

2015

No-

Act

ion

2005

Exi

stin

g20

15 N

o-A

ctio

n20

05 E

xist

ing

2015

No-

Act

ion

Wee

kday

AM

Pea

k H

our

Wee

kday

AM

Pea

k H

our

Wee

kday

MD

Pea

k H

our

Wee

kday

MD

Pea

k H

our

Wee

kday

PM

Pea

k H

our

Wee

kday

PM

Pea

k H

our

Satu

rday

MD

Pea

k H

our

Satu

rday

MD

Pea

k H

our

Sign

aliz

edLa

neV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SIn

ters

ectio

nG

roup

RA

TIO

(SEC

/VEH

)R

ATI

O(S

EC/V

EH)

RA

TIO

(SEC

/VEH

)R

ATI

O(S

EC/V

EH)

RA

TIO

(SEC

/VEH

)R

ATI

O(S

EC/V

EH)

RA

TIO

(SEC

/VEH

)R

ATI

O(S

EC/V

EH)

11) H

illsi

de A

venu

e (E

-W) @

EB

-T0.

509.

2A

0.

6211

.0B

0.47

8.8

A0.

5810

.3B

0.70

12.5

B0.

8417

.5B

0.64

11.2

B0.

7614

.1B

16

5th

Stre

et-S

outh

(NB

)W

B-T

0.63

11.1

B

0.76

14.1

B0.

398.

0A

0.49

9.1

A0.

468.

7A

0.59

10.3

B0.

498.

9A

0.60

10.5

B

NB

-L

0.19

40.0

D

0.21

40.3

D0.

2240

.6D

0.25

41.1

D0.

1639

.3D

0.17

39.6

D0.

2040

.1D

0.22

40.4

D

NB

-R0.

2942

.3D

0.

3243

.1D

0.36

44.2

D0.

4045

.3D

0.49

48.2

D0.

5450

.4D

0.36

44.2

D0.

4045

.3D

12) H

illsi

de A

venu

e (E

-W) @

EB

-L0.

2210

.8B

0.

3721

.8C

0.08

6.2

A0.

116.

7A

0.13

6.9

A0.

198.

2A

0.08

6.4

A0.

127.

2A

17

8th

Stre

et (N

B)

EB

-T0.

519.

3A

0.

6010

.6B

0.43

8.4

A0.

509.

2A

0.65

11.4

B0.

7513

.9B

0.51

9.3

A0.

5910

.4B

W

B-T

R0.

7614

.2B

0.

8819

.4B

0.41

8.1

A0.

488.

9A

0.47

8.8

A0.

5610

.0A

0.52

9.3

A0.

6010

.5B

N

B-L

TR0.

9583

.2F

*1.

0610

9.5

F*

0.57

48.4

D0.

6350

.6D

0.81

62.4

E*

0.90

73.5

E*

0.75

57.5

E*

0.82

63.8

E*

SB

-LR

0.32

43.8

D

0.40

46.5

D0.

1739

.8D

0.19

40.3

D0.

3344

.1D

0.38

46.0

D0.

1439

.2D

0.16

39.6

D

13) H

illsi

de A

venu

e (E

-W) @

EB

-L0.

9891

.6F

*1.

0812

2.1

F*

0.74

43.0

D0.

8153

.5D

0.81

53.5

D0.

9070

.4E

*0.

5524

.5C

0.61

28.9

C

180t

h S

treet

/Mid

land

Pkw

y (S

B)

EB

-TR

0.65

11.6

B

0.75

13.7

B0.

509.

1A

0.57

10.1

B0.

6110

.7B

0.70

12.5

B0.

428.

2A

0.48

8.9

A

WB

-TR

0.83

16.7

B

0.94

25.8

C*

0.62

10.9

B0.

7112

.7B

0.57

10.1

B0.

6611

.6B

0.44

8.4

A0.

509.

2A

S

B-L

0.

3141

.5D

0.

3442

.1D

0.15

38.8

D0.

1739

.1D

0.36

42.6

D0.

4043

.3D

0.15

38.9

D0.

1739

.1D

S

B-R

0.93

84.8

F*

1.03

109.

6F

*0.

4947

.0D

0.53

48.6

D0.

6654

.2D

0.73

58.9

E*

0.37

43.7

D0.

4144

.7D

14) 8

9th

Ave

nue

(WB

)W

B-L

TR0.

7734

.0C

0.

9251

.0D

*0.

7129

.8C

0.84

39.9

D0.

7430

.7C

0.89

45.0

D0.

4521

.2C

0.50

22.2

C

Sut

phin

Bou

leva

rd (N

-S)

NB

-LT

0.46

9.2

A

0.53

10.1

B0.

428.

6A

0.48

9.3

A0.

388.

2A

0.43

8.8

A0.

297.

3A

0.33

7.6

A

SB

-TR

0.57

10.9

B

0.63

12.2

B0.

428.

6A

0.47

9.2

A0.

529.

9A

0.59

11.1

B0.

367.

9A

0.41

8.4

A

15) 8

9th

Ave

nue

(WB

)W

B-L

T 0.

5816

.6B

0.

6819

.3B

0.48

14.4

B0.

5615

.9B

0.44

13.7

B0.

5315

.2B

0.37

12.8

B0.

4213

.4B

15

0th

Stre

et (S

B)

SB

-TR

0.60

17.3

B

0.71

20.5

C0.

4213

.7B

0.51

15.2

B0.

5015

.0B

0.61

17.5

B0.

3813

.1B

0.46

14.3

B

16) 8

9th

Ave

nue

(WB

) @W

B-T

R0.

4413

.6B

0.

5214

.9B

0.32

12.1

B0.

4013

.0B

0.31

12.0

B0.

4012

.9B

0.35

12.4

B0.

4012

.9B

15

3rd

Stre

et (N

B)

NB

-LT

0.61

16.4

B

0.71

19.1

B0.

4413

.5B

0.52

14.7

B0.

4814

.0B

0.55

15.3

B0.

1610

.6B

0.19

10.9

B

17) 8

9th

Ave

nue

(WB

) @W

B-L

TR0.

5823

.3C

0.

6625

.8C

0.50

21.3

C0.

5722

.8C

0.52

21.4

C0.

5923

.1C

0.59

22.8

C0.

6524

.6C

P

arso

ns B

oule

vard

(N-S

)N

B-L

T0.

327.

0A

0.

428.

0A

0.24

6.4

A0.

347.

2A

0.28

6.6

A0.

417.

8A

0.22

6.2

A0.

256.

4A

S

B-T

0.

6211

.1B

0.

7715

.6B

0.42

8.1

A0.

529.

5A

0.54

9.6

A0.

6511

.7B

0.37

7.5

A0.

418.

0A

S

B-R

0.15

5.9

A

0.17

6.1

A0.

135.

8A

0.16

6.0

A0.

105.

6A

0.12

5.7

A0.

095.

6A

0.10

5.6

A

18) 8

9th

Ave

nue

(WB

) @W

B-T

R0.

4013

.0B

0.

5515

.4B

0.27

11.5

B0.

3712

.5B

0.32

12.0

B0.

3812

.7B

0.32

12.0

B0.

3812

.6B

16

1st S

treet

(NB

)N

B-L

T0.

2911

.8B

0.

3412

.4B

0.41

13.3

B0.

4714

.1B

0.51

14.8

B0.

5715

.9B

0.56

15.5

B0.

6217

.0B

19) 8

9th

Ave

nue

(WB

) @W

B-L

T 0.

3011

.9B

0.

3612

.7B

0.26

11.5

B0.

3112

.0B

0.33

12.2

B0.

3812

.8B

0.29

11.7

B0.

3312

.1B

16

2nd

Stre

et (S

B)

SB

-TR

0.42

13.4

B

0.55

15.6

B0.

3112

.0B

0.39

13.0

B0.

4313

.4B

0.49

14.5

B0.

3312

.3B

0.39

13.1

B

20) 8

9th

Ave

nue

(WB

) @W

B-T

R0.

3212

.3B

0.

3913

.1B

0.33

12.3

B0.

3913

.0B

0.39

13.0

B0.

4613

.9B

0.32

12.1

B0.

3712

.7B

16

3rd

Stre

et (N

B)

NB

-LT

0.64

17.4

B

0.72

19.7

B0.

3112

.0B

0.35

12.4

B0.

4613

.8B

0.51

14.7

B0.

4213

.3B

0.47

14.0

B

21) J

amai

ca A

venu

e (E

-W) @

EB

-T0.

3517

.8B

0.

4519

.6B

0.40

18.6

B0.

5020

.5C

0.45

19.5

B0.

5521

.5C

0.59

22.6

C0.

7026

.0C

V

an W

yck

Exp

wy

Sou

thbo

und

EB

-R0.

3818

.5B

0.

4319

.5B

0.31

17.3

B0.

3517

.9B

0.28

16.7

B0.

3117

.3B

0.09

14.5

B0.

1114

.7B

S

ervi

ce R

oad

(SB

)W

B-L

0.46

15.8

B0.

6223

.0C

0.55

19.8

B0.

7432

.0C

0.47

19.3

B0.

6428

.4C

0.19

17.8

B0.

2923

.5C

WB

-T

0.26

9.5

A

0.31

10.0

A0.

3410

.4B

0.40

11.1

B0.

3610

.4B

0.42

11.3

B0.

289.

7A

0.33

10.2

B

SB

-LTR

0.84

48.6

D

0.98

66.4

E*

0.58

40.3

D0.

7143

.3D

0.86

49.6

D1.

0173

.6E

*0.

6642

.1D

0.79

46.3

D

22) J

amai

ca A

venu

e (E

-W) @

EB

-L0.

1814

.0B

0.26

18.1

B0.

2720

.2C

0.40

28.7

C0.

2518

.1B

0.36

25.1

C0.

4817

.8B

0.61

24.0

CV

an W

yck

Exp

wy

Nor

thbo

und

EB

-T0.

3410

.4B

0.

4311

.5B

0.25

9.3

A0.

3210

.0A

0.28

9.6

A0.

3510

.4B

0.32

10.0

A0.

3910

.9B

S

ervi

ce R

oad

(NB

)W

B-T

0.53

21.5

C

0.66

25.2

C0.

7428

.9C

0.89

40.5

D0.

6123

.2C

0.74

28.0

C0.

4218

.9B

0.50

20.6

C

WB

-R0.

0313

.8B

0.

0714

.3B

0.11

14.7

B0.

1415

.0B

0.06

14.2

B0.

0914

.5B

0.31

17.3

B0.

3618

.2B

N

B-L

TR1.

0069

.6E

*1.

1512

0.6

F*

1.01

71.5

E*

1.16

123.

6F

*1.

0376

.5E

*1.

1712

7.0

F*

0.55

39.5

D0.

6341

.2D

23) J

amai

ca A

venu

e (E

-W) @

EB

-LT

0.67

29.2

C

0.89

43.7

D0.

6127

.4C

0.84

38.6

D0.

6026

.9C

0.82

36.9

D0.

3622

.0C

0.49

24.5

C

Que

ens

Bou

leva

rd (N

-S)

WB

-T0.

4925

.2C

0.

6429

.4C

0.72

32.7

C0.

8844

.3D

0.59

27.5

C0.

7433

.1C

0.44

24.0

C0.

5526

.3C

W

B-R

0.28

21.5

C

0.33

22.3

C0.

2721

.2C

0.31

22.0

C0.

2220

.3C

0.25

20.8

C0.

1519

.5B

0.18

19.9

B

SB

-L0.

2520

.7C

0.

2821

.2C

0.19

19.9

B0.

2220

.3C

0.35

22.3

C0.

4023

.1C

0.10

18.8

B0.

1219

.0B

S

B-R

0.11

18.9

B

0.13

19.1

B0.

1619

.5B

0.18

19.9

B0.

2320

.5C

0.26

21.0

C0.

1920

.0B

0.22

20.4

C

24) J

amai

ca A

venu

e (E

-W) @

EB

-LTR

0.67

30.7

C

0.89

40.7

D0.

6630

.4C

0.85

35.7

D0.

7534

.0C

1.00

61.3

E*

0.57

27.2

C0.

7327

.1C

S

utph

in B

oule

vard

(N-S

)W

B-L

TR0.

6830

.8C

0.

5120

.2C

0.56

27.5

C0.

4218

.3B

0.56

27.2

C0.

4319

.7B

0.68

30.9

C0.

4819

.1B

N

B-L

TR0.

5826

.2C

0.

6622

.4C

0.41

22.8

C0.

4819

.2B

0.40

22.8

C0.

4517

.7B

0.33

21.6

C0.

3817

.8B

S

B-L

TR0.

4724

.0C

0.

5419

.7B

0.25

20.4

C0.

3016

.7B

0.33

21.5

C0.

3716

.4B

0.18

19.6

B0.

2115

.8B

25) J

amai

ca A

venu

e (E

-W) @

EB

-T0.

4213

.8B

0.

5616

.4B

0.49

15.0

B0.

6117

.8B

0.47

14.5

B0.

5816

.9B

0.41

13.5

B0.

5115

.3B

15

0th

Stre

et (N

-S)

EB

-R0.

079.

8A

0.

079.

8A

0.07

9.8

A0.

089.

9A

0.07

9.8

A0.

079.

8A

0.06

9.7

A0.

079.

8A

W

B-L

T0.

9853

.9D

*1.

3218

0.4

F*

0.66

21.1

C0.

8432

.9C

0.86

35.3

D1.

1611

5.7

F*

0.72

24.0

C0.

9448

.5D

*N

B-L

R0.

9793

.9F

*1.

3522

7.7

F*

0.48

40.3

D0.

6852

.2D

0.77

60.3

E*

1.11

139.

6F

*0.

3937

.4D

0.53

43.4

D

SB

-LT

0.51

38.2

D

0.64

42.6

D0.

4636

.8D

0.58

40.2

D0.

5338

.6D

0.67

43.5

D0.

4235

.9D

0.52

38.3

D

SB

-R0.

3133

.9C

0.

3635

.2D

0.26

32.9

C0.

3033

.9C

0.24

32.5

C0.

2833

.3C

0.27

33.2

C0.

3134

.0C

Abb

revi

atio

ns:

EB

-Eas

tbou

nd, W

B-W

estb

ound

, NB

-Nor

thbo

und,

SB

-Sou

thbo

und

L-Le

ft, T

-Thr

ough

, R-R

ight

, DfL

-Def

acto

Lef

t, E

-W: E

ast-W

est R

oadw

ay, N

-S: N

orth

-Sou

th R

oadw

ayV

/C R

atio

- V

olum

e to

Cap

acity

Rat

ioS

EC

/VE

H -

Sec

onds

per

Veh

icle

LOS

- Le

vel o

f Ser

vice

*- D

enot

es C

onge

sted

Loc

atio

n (L

OS

E o

r F, o

r v/c

ratio

> 0

.90)

*- D

enot

es L

ocat

ion

Bec

omin

g C

onge

sted

(LO

S E

or F

, or v

/c ra

tio >

0.9

0) U

nder

No-

Bui

ld C

ondi

tions

.

June

29,

200

7

Tabl

e 16

-7 (C

ontin

ued)

: 201

5 N

o-A

ctio

n Tr

affic

Con

ditio

ns a

t Sig

naliz

ed In

ters

ectio

ns

2005

Exi

stin

g20

15 N

o-A

ctio

n20

05 E

xist

ing

2015

No-

Act

ion

2005

Exi

stin

g20

15 N

o-A

ctio

n20

05 E

xist

ing

2015

No-

Act

ion

Wee

kday

AM

Pea

k H

our

Wee

kday

AM

Pea

k H

our

Wee

kday

MD

Pea

k H

our

Wee

kday

MD

Pea

k H

our

Wee

kday

PM

Pea

k H

our

Wee

kday

PM

Pea

k H

our

Satu

rday

MD

Pea

k H

our

Satu

rday

MD

Pea

k H

our

Sign

aliz

edLa

neV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SIn

ters

ectio

nG

roup

RA

TIO

(SEC

/VEH

)R

ATI

O(S

EC/V

EH)

RA

TIO

(SEC

/VEH

)R

ATI

O(S

EC/V

EH)

RA

TIO

(SEC

/VEH

)R

ATI

O(S

EC/V

EH)

RA

TIO

(SEC

/VEH

)R

ATI

O(S

EC/V

EH)

26) J

amai

ca A

venu

e (E

-W) @

EB

-L0.

3722

.3C

0.

8770

.1E

*0.

3017

.9B

0.48

23.4

C0.

2417

.6B

0.42

22.5

C0.

1616

.2B

0.23

17.5

B

Par

sons

Bou

leva

rd (N

-S)

EB

-T0.

6425

.3C

0.

7429

.2C

0.54

21.2

C0.

6323

.7C

0.55

22.4

C0.

6424

.9C

0.55

22.3

C0.

6324

.6C

E

B-R

0.16

15.8

B

0.24

17.0

B0.

1014

.3B

0.14

14.9

B0.

1515

.7B

0.21

16.5

B0.

0914

.9B

0.16

15.8

B

WB

-L0.

3019

.6B

0.

3922

.7C

0.23

17.0

B0.

2918

.7B

0.24

18.0

B0.

3220

.1C

0.54

26.8

C0.

6937

.0D

W

B-T

0.85

37.7

D

1.02

69.5

E*

0.56

22.4

C0.

6926

.6C

0.54

22.3

C0.

6726

.2C

0.48

21.0

C0.

6024

.1C

W

B-R

0.19

16.3

B

0.25

17.2

B0.

1515

.1B

0.20

15.7

B0.

1215

.4B

0.16

15.8

B0.

1215

.4B

0.13

15.5

B

NB

-LTR

0.15

28.4

C

0.17

28.7

C0.

1529

.0C

0.18

29.3

C0.

2129

.3C

0.24

29.7

C0.

2529

.8C

0.28

30.3

C

SB

-LTR

0.67

39.1

D

0.82

46.4

D0.

5636

.1D

0.69

40.2

D0.

6839

.2D

0.85

48.7

D0.

6839

.6D

0.76

43.5

D

27) J

amai

ca A

venu

e (E

-W) @

EB

-L0.

059.

1A

0.

089.

8A

0.08

9.3

A0.

119.

8A

0.11

9.6

A0.

1410

.1B

0.09

9.4

A0.

119.

9A

16

0th

Stre

et (N

B)

EB

-T0.

7019

.7B

0.

8125

.5C

0.58

16.1

B0.

6919

.4B

0.61

16.6

B0.

7320

.4C

0.66

17.9

B0.

7521

.3C

W

B-T

0.82

25.9

C

0.98

49.5

D*

0.57

15.9

B0.

6919

.8B

0.49

14.0

B0.

6016

.5B

0.59

16.1

B0.

7019

.4B

W

B-R

0.03

8.7

A0.

038.

7A

0.02

8.6

A0.

028.

6A

0.02

8.6

A0.

028.

6A

0.01

8.5

A0.

018.

5A

NB

-LTR

0.39

35.5

D

0.45

36.5

D0.

6243

.4D

0.69

46.7

D0.

3935

.5D

0.44

36.4

D0.

5841

.9D

0.66

45.2

D

28) J

amai

ca A

venu

e (E

-W) @

EB

-T0.

6016

.0B

0.

7019

.3B

0.54

18.7

B0.

6421

.5C

0.56

14.8

B0.

6617

.5B

0.63

20.8

C0.

7223

.9C

U

nion

Hal

l / 1

62nd

St (

SB

)E

B-R

0.07

8.6

A0.

078.

7A

0.09

12.1

B0.

1012

.2B

0.09

8.8

A0.

118.

9A

0.10

12.2

B0.

1112

.3B

WB

-T1.

0158

.9E

*1.

2113

0.3

F*

0.85

36.6

D1.

0372

.1E

*0.

6117

.0B

0.75

22.4

C0.

7728

.7C

0.91

42.9

D*

SB

-LTR

0.35

41.6

D

0.39

42.3

D0.

2534

.0C

0.29

34.5

C0.

5245

.2D

0.59

47.0

D0.

2433

.9C

0.27

34.3

C

29) J

amai

ca A

venu

e (E

-W) @

EB

-LT

0.52

12.2

B

0.61

14.2

B0.

4110

.4B

0.49

11.6

B0.

4310

.6B

0.52

12.1

B0.

4611

.1B

0.53

12.3

B

163r

d S

treet

(NB

) /E

B-R

0.11

7.6

A0.

137.

7A

0.13

7.7

A0.

147.

9A

0.22

8.6

A0.

258.

9A

0.14

7.8

A0.

168.

0A

Guy

R B

rew

er (N

-S)

WB

-LT

0.81

22.4

C

0.97

42.3

D*

0.51

12.3

B0.

6214

.7B

0.46

11.3

B0.

5713

.2B

0.52

12.3

B0.

6214

.3B

W

B-R

0.25

8.8

A0.

289.

1A

0.14

7.7

A0.

157.

9A

0.19

8.1

A0.

218.

3A

0.23

8.6

A0.

268.

8A

NB

-LTR

0.76

54.8

D

0.86

64.4

E*

0.54

44.5

D0.

6347

.9D

0.60

46.8

D0.

6950

.9D

0.53

44.4

D0.

6147

.1D

30) J

amai

ca A

venu

e (E

-W) @

EB

-T0.

499.

5A

0.

5711

.0B

0.42

10.6

B0.

5011

.9B

0.54

20.3

C0.

6523

.5C

0.52

12.0

B0.

5913

.4B

16

4th

Stre

et (S

B)

WB

-T0.

8723

.6C

1.

0149

.8D

*0.

4811

.7B

0.58

13.6

B0.

5721

.2C

0.69

24.9

C0.

5813

.3B

0.67

15.7

B

SB

-L

0.32

43.3

D

0.37

44.4

D0.

3740

.3D

0.42

41.4

D0.

2527

.0C

0.28

27.5

C0.

4241

.5D

0.48

43.0

D

SB

-R0.

2843

.2D

0.

3645

.3D

0.46

43.7

D0.

5245

.9D

0.32

28.6

C0.

3629

.6C

0.45

43.6

D0.

5246

.2D

31) J

amai

ca A

venu

e (E

-W) @

EB

-T0.

479.

2A

0.

5610

.7B

0.44

8.8

A0.

5310

.1B

0.53

20.1

C0.

6523

.4C

0.51

9.7

A0.

5911

.1B

16

5th

Stre

et (S

B)

EB

-R0.

146.

1A

0.16

6.2

A0.

095.

7A

0.10

5.8

A0.

2114

.9B

0.23

15.2

B0.

135.

9A

0.14

6.0

AW

B-L

T0.

8018

.9B

0.

9433

.9C

*0.

459.

1A

0.55

10.7

B0.

5921

.9C

0.72

26.4

C0.

5510

.5B

0.64

12.4

B

NB

-LTR

0.44

45.2

D

0.48

46.4

D0.

3242

.8D

0.35

43.5

D0.

3127

.8C

0.34

28.5

C0.

2341

.1D

0.26

41.7

D

32) J

amai

ca A

venu

e (E

-W) @

EB

-T0.

5120

.0B

0.

6122

.5C

0.52

19.9

B0.

6122

.3C

0.54

20.4

C0.

6523

.3C

0.64

22.9

C0.

7326

.3C

M

erric

k B

oule

vard

(SB

)E

B-R

0.19

14.7

B0.

2215

.1B

0.17

14.4

B0.

2014

.8B

0.18

14.5

B0.

2215

.0B

0.12

13.8

B0.

1414

.0B

WB

-LT

0.97

53.7

D*

1.39

213.

2F

*0.

6625

.0C

1.02

73.2

E*

0.61

22.8

C1.

2315

0.2

F*

0.85

36.5

D1.

3820

9.5

F*

SB

-LTR

0.48

30.0

C

0.59

32.4

C0.

3327

.5C

0.43

29.1

C0.

5731

.9C

0.69

35.1

D0.

5230

.8C

0.64

33.5

C

33) J

amai

ca A

venu

e (E

-W) @

EB

-TR

0.27

6.7

A

0.32

7.0

A0.

256.

5A

0.30

6.8

A0.

286.

7A

0.34

7.1

A0.

246.

4A

0.28

6.7

A

180t

h S

treet

WB

-LT

0.58

9.9

A

0.67

11.6

B0.

327.

1A

0.38

7.6

A0.

417.

9A

0.50

9.0

A0.

387.

6A

0.44

8.1

A

NB

-LR

0.09

39.3

D

0.10

39.5

D0.

1740

.6D

0.19

41.0

D0.

1941

.5D

0.22

42.3

D0.

1139

.4D

0.12

39.6

D

SB

-LTR

0.69

56.7

E*

0.78

63.4

E*

0.25

41.5

D0.

2842

.2D

0.66

54.8

D0.

7560

.5E

*0.

4345

.7D

0.48

47.3

D

34) A

rche

r Ave

nue

(E-W

) @E

B-L

0.28

23.1

C

0.30

24.3

C0.

1721

.0C

0.17

20.4

C0.

3224

.0C

0.37

29.2

C0.

1320

.1C

0.13

19.7

B

Sut

phin

Bou

leva

rd (N

-S)

EB

-T0.

5126

.8C

E

B-T

R0.

5225

.9C

0.30

22.3

CE

B-T

R0.

2820

.9C

0.36

23.4

CE

B-T

R0.

3926

.6C

0.19

20.6

CE

B-T

R0.

2020

.0B

E

B-R

0.40

24.6

C

0.23

21.4

C0.

2421

.6C

0.20

20.8

C

WB

-L0.

6533

.6C

W

B-L

T0.

3824

.0C

0.52

27.4

CW

B-L

T0.

2820

.9C

0.62

30.9

CW

B-L

T0.

3926

.8C

0.46

25.5

CW

B-L

T0.

2420

.4C

W

B-T

R0.

2021

.0C

W

B-R

0.24

22.8

C0.

1720

.5C

WB

-R0.

1920

.5C

0.21

21.1

CW

B-R

0.28

26.2

C0.

1520

.3C

WB

-R0.

1720

.1C

N

B-L

0.22

12.1

BN

B-L

0.13

11.7

BN

B-L

0.11

8.8

AN

B-L

0.12

11.5

B

NB

-LTR

0.75

26.5

C

NB

-TR

0.50

14.1

B0.

5420

.6C

NB

-TR

0.40

13.8

B0.

4819

.7B

NB

-TR

0.32

10.0

A0.

4419

.0B

NB

-TR

0.31

12.9

B

SB

-LTR

0.47

19.1

B

0.43

13.1

B0.

2716

.5B

0.26

12.4

B0.

4218

.4B

0.37

10.4

B0.

2316

.1B

0.22

11.9

B

35) A

rche

r Ave

nue

(E-W

) @E

B-L

TR0.

6123

.2C

0.

6725

.4C

0.45

19.2

B0.

5020

.2C

0.69

26.0

C0.

7629

.5C

0.44

18.9

B0.

4919

.8B

15

0th

Stre

et (N

-S)

WB

-L0.

9975

.8E

*1.

1813

6.7

F*

0.49

22.3

C0.

5825

.5C

0.89

54.3

D1.

0710

0.9

F*

0.51

23.0

C0.

5926

.3C

W

B-T

R0.

5120

.8C

0.

5622

.0C

0.37

18.0

B0.

4118

.6B

0.41

18.7

B0.

4619

.5B

0.43

18.8

B0.

4719

.6B

N

B-L

TR0.

5422

.0C

0.

6625

.7C

0.25

17.2

B0.

3017

.8B

0.40

19.3

B0.

4921

.2C

0.22

16.8

B0.

2517

.2B

S

B-L

TR0.

5127

.6C

0.

6230

.5C

0.47

27.2

C0.

5629

.5C

0.61

30.1

C0.

7234

.3C

0.56

29.2

C0.

6632

.4C

36) A

rche

r Ave

nue

(E-W

) @E

B-L

0.44

17.6

B

0.57

23.1

C0.

3314

.1B

0.40

15.7

B0.

5721

.2C

0.70

29.0

C0.

5720

.6C

0.68

26.1

C

Par

sons

Bou

leva

rd (N

-S)

EB

-T0.

7220

.7C

0.

8024

.2C

0.51

15.4

B0.

5616

.6B

0.57

16.5

B0.

6317

.9B

0.47

14.6

B0.

5215

.5B

W

B-T

0.43

13.2

B

0.48

13.9

B0.

2811

.7B

0.31

12.0

B0.

3712

.5B

0.41

13.0

B0.

3412

.2B

0.37

12.6

B

SB

-L0.

5027

.1C

0.

6430

.9C

0.40

25.0

C0.

4926

.8C

0.58

28.7

C0.

7133

.3C

0.56

28.3

C0.

6932

.5C

S

B-R

0.40

24.5

C

0.45

25.3

C0.

2922

.8C

0.32

23.2

C0.

3223

.2C

0.36

23.8

C0.

2422

.1C

0.26

22.4

C

37) A

rche

r Ave

nue

(E-W

) @E

B-L

T1.

0359

.1E

*1.

2815

6.4

F*

0.63

14.6

B0.

7418

.1B

0.82

23.3

C1.

0462

.5E

*0.

6715

.3B

0.79

19.9

B

160t

h S

treet

(NB

)E

B-R

0.24

8.7

A

0.27

8.9

A0.

127.

5A

0.13

7.6

A0.

319.

4A

0.34

9.8

A0.

117.

5A

0.13

7.6

A

WB

-LTR

0.80

28.3

C

1.01

58.2

E*

0.46

18.3

B0.

5219

.3B

0.65

22.1

C0.

7625

.7C

0.51

19.0

B0.

5720

.1C

N

B-L

TR0.

6435

.2D

0.

7137

.9D

0.38

29.1

C0.

4329

.9C

0.46

30.6

C0.

5131

.7C

0.37

28.9

C0.

4129

.6C

Abb

revi

atio

ns:

EB

-Eas

tbou

nd, W

B-W

estb

ound

, NB

-Nor

thbo

und,

SB

-Sou

thbo

und

L-Le

ft, T

-Thr

ough

, R-R

ight

, DfL

-Def

acto

Lef

t, E

-W: E

ast-W

est R

oadw

ay, N

-S: N

orth

-Sou

th R

oadw

ayV

/C R

atio

- V

olum

e to

Cap

acity

Rat

ioS

EC

/VE

H -

Sec

onds

per

Veh

icle

LOS

- Le

vel o

f Ser

vice

*- D

enot

es C

onge

sted

Loc

atio

n (L

OS

E o

r F, o

r v/c

ratio

> 0

.90)

*- D

enot

es L

ocat

ion

Bec

omin

g C

onge

sted

(LO

S E

or F

, or v

/c ra

tio >

0.9

0) U

nder

No-

Bui

ld C

ondi

tions

.

June

29,

200

7

Tabl

e 16

-7 (C

ontin

ued)

: 201

5 N

o-A

ctio

n Tr

affic

Con

ditio

ns a

t Sig

naliz

ed In

ters

ectio

ns

2005

Exi

stin

g20

15 N

o-A

ctio

n20

05 E

xist

ing

2015

No-

Act

ion

2005

Exi

stin

g20

15 N

o-A

ctio

n20

05 E

xist

ing

2015

No-

Act

ion

Wee

kday

AM

Pea

k H

our

Wee

kday

AM

Pea

k H

our

Wee

kday

MD

Pea

k H

our

Wee

kday

MD

Pea

k H

our

Wee

kday

PM

Pea

k H

our

Wee

kday

PM

Pea

k H

our

Satu

rday

MD

Pea

k H

our

Satu

rday

MD

Pea

k H

our

Sign

aliz

edLa

neV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SIn

ters

ectio

nG

roup

RA

TIO

(SEC

/VEH

)R

ATI

O(S

EC/V

EH)

RA

TIO

(SEC

/VEH

)R

ATI

O(S

EC/V

EH)

RA

TIO

(SEC

/VEH

)R

ATI

O(S

EC/V

EH)

RA

TIO

(SEC

/VEH

)R

ATI

O(S

EC/V

EH)

38) A

rche

r Ave

nue

(E-W

) @E

B-T

0.87

30.4

C

1.02

56.9

E*

0.58

16.6

B

0.67

19.0

B

0.71

20.6

C0.

8326

.6C

0.64

18.0

B0.

7521

.4C

U

nion

Hal

l Stre

et (S

B)

WB

-T0.

4713

.9B

0.

5214

.6B

0.52

15.5

B

0.58

16.7

B

0.44

13.4

B0.

4914

.1B

0.59

16.9

B0.

6618

.5B

S

B-L

R0.

3624

.5C

0.

4125

.4C

0.34

24.2

C

0.39

25.1

C

0.42

25.6

C0.

4726

.8C

0.36

24.5

C0.

4125

.5C

39) A

rche

r Ave

nue

(E-W

) @E

B-L

TR1.

0367

.8E

*1.

2012

8.8

F*

0.87

36.6

D

1.00

59.4

E*

0.99

57.4

E*

1.15

107.

6F

*0.

9342

.9D

*1.

0778

.9E

*G

uy R

Bre

wer

Bou

leva

rd (N

-S)

WB

-L0.

3221

.3C

0.

4327

.4C

0.36

21.1

C

0.47

25.8

C

0.61

33.3

C0.

8055

.9E

*0.

5127

.4C

0.67

40.6

D

WB

-TR

0.52

19.6

B

0.58

20.6

C0.

3517

.0B

0.

3917

.5B

0.

5119

.2B

0.56

20.1

C0.

3817

.3B

0.42

17.8

B

NB

-LTR

0.93

52.9

D*

1.07

87.3

F*

0.54

23.1

C

0.63

26.0

C

0.81

36.6

D0.

9250

.7D

*0.

6828

.5C

0.77

33.6

C

SB

-LTR

0.15

16.0

B

0.16

16.2

B0.

1415

.9B

0.

1616

.1B

0.

2617

.5B

0.30

18.0

B0.

1716

.3B

0.19

16.5

B

40) A

rche

r Ave

nue

(E-W

) @E

B-L

TR1.

0162

.5E

*1.

1912

3.3

F*

0.72

26.4

C

0.83

32.6

C

0.96

51.7

D*

1.20

128.

4F

*1.

0163

.3E

*1.

1711

6.8

F*

165t

h S

treet

(N-S

)W

B-L

TR0.

6622

.7C

0.

7324

.9C

0.44

18.2

B

0.49

18.9

B

0.66

22.6

C0.

7425

.1C

0.94

50.9

D*

1.07

84.1

F*

NB

-LTR

0.16

16.3

B

0.18

16.5

B0.

1916

.7B

0.

2116

.9B

0.

1916

.8B

0.22

17.1

B0.

3519

.0B

0.40

19.8

B

SB

-LTR

0.18

16.5

B

0.19

16.8

B0.

2117

.0B

0.

2417

.3B

0.

4621

.2C

0.51

22.5

C0.

2216

.9B

0.25

17.2

B

41) A

rche

r Ave

nue

(E-W

) @E

B-T

R0.

5720

.3C

0.

6722

.3C

0.47

18.7

B

0.54

19.8

B

0.61

21.4

C0.

7023

.7C

0.56

20.0

B0.

6521

.8C

M

erric

k B

oule

vard

(SB

)W

B-L

T0.

8028

.8C

0.

9749

.7D

*0.

5620

.7C

0.

6723

.6C

1.

0262

.5E

*1.

2012

6.5

F*

WB

-DfL

0.88

59.7

E*

WB

-DfL

1.18

147.

8F

*

WB

-T0.

6022

.4C

WB

-T0.

6624

.3C

S

B-L

TR0.

4919

.8B

0.

6222

.1C

0.33

17.7

B

0.44

19.1

B

0.53

20.4

C0.

6923

.8C

0.48

19.6

B0.

6122

.0C

42) A

tlant

ic A

venu

e (E

-W) @

EB

-TR

0.57

26.2

C

0.63

27.2

C0.

4023

.8C

0.

4424

.3C

0.

5225

.5C

0.58

26.3

C0.

6126

.9C

0.67

28.1

C

Van

Wyc

k E

xpw

y S

outh

boun

dW

B-L

0.36

26.6

C

0.43

30.8

C0.

1815

.8B

0.

2117

.1B

0.

3221

.4C

0.37

24.5

C0.

2220

.4C

0.25

23.0

C

Ser

vice

Roa

d (S

B)

WB

-LT

0.54

20.2

C

0.63

22.2

C0.

2713

.5B

0.

3113

.9B

0.

4415

.5B

0.50

16.5

B0.

3314

.2B

0.38

14.8

B

SB

-LTR

0.80

25.0

C

0.89

29.6

C0.

7727

.2C

0.

8630

.9C

1.

0151

.0D

*1.

1393

.4F

*0.

7326

.2C

0.82

28.9

C

43) A

tlant

ic A

venu

e (E

-W) @

EB

-LE

B-D

fL0.

7032

.9C

1.07

90.6

F*

0.55

23.0

C0.

9151

.3D

*E

B-D

fL0.

4521

.7C

0.98

66.7

E*

0.61

24.7

C1.

0068

.7E

*V

an W

yck

Exp

wy

Nor

thbo

und

EB

-T0.

4218

.7B

0.51

22.9

C0.

2913

.7B

0.41

20.4

C

0.39

15.2

B0.

5222

.4C

0.33

14.1

B0.

4621

.3C

S

ervi

ce R

oad

(NB

)W

B-T

R0.

6833

.1C

0.

5927

.1C

0.45

30.8

C

0.33

22.6

C

0.79

41.8

D0.

5325

.4C

0.43

30.4

C0.

3222

.4C

N

B-L

TR0.

9332

.5C

*0.

9229

.0C

*0.

9235

.0C

*0.

8022

.8C

0.

9437

.5D

*0.

8424

.3C

0.63

23.9

C0.

5317

.3B

44) 9

4th

Ave

nue

(E-W

) @E

B-L

R0.

3817

.9B

-

--

0.42

18.4

B

--

-0.

3717

.6B

--

-0.

4218

.4B

--

-S

utph

in B

oule

vard

(N-S

)W

B-L

TR0.

5019

.3B

0.

2021

.1C

0.28

16.1

B

0.09

14.5

B

0.44

18.2

B0.

1719

.4B

0.29

16.2

B0.

0914

.6B

N

B-L

0.45

17.2

BN

B-L

0.17

16.0

B

NB

-L0.

3816

.2B

NB

-L0.

1615

.7B

N

B-L

T1.

0049

.6D

*N

B-T

0.80

23.7

C0.

5712

.5B

N

B-T

0.78

29.4

C

0.71

17.1

BN

B-T

0.59

17.9

B0.

4310

.2B

NB

-T0.

6122

.8C

S

B-T

R0.

4910

.1B

S

B-T

0.44

13.1

B0.

288.

2A

S

B-T

0.21

15.7

B

0.38

9.0

AS

B-T

0.33

12.9

B0.

227.

8A

SB

-T0.

1915

.5B

S

B-R

0.13

10.4

BS

B-R

0.27

16.9

B

SB

-R0.

1611

.6B

SB

-R0.

1515

.4B

45) 9

4th

Ave

nue

(WB

) @W

B-L

TR0.

2616

.0B

0.

4123

.5C

0.22

15.6

B

0.25

16.8

B

0.22

15.6

B0.

2818

.7B

0.15

14.8

B0.

1615

.0B

15

0th

Stre

et (N

-S)

NB

-LT

0.52

11.8

B

0.52

8.3

A0.

238.

3A

0.

288.

1A

0.

339.

1A

0.37

7.9

A0.

228.

2A

0.28

8.7

A

SB

-TR

0.73

16.3

B

0.71

11.6

B0.

4610

.5B

0.

5210

.8B

0.

8019

.3B

0.84

19.5

B0.

5712

.4B

0.65

14.1

B

46) L

iber

ty A

venu

e (E

-W) @

EB

-L0.

8556

.7E

*0.

8245

.7D

0.43

18.9

B

0.41

14.5

B

0.88

71.0

E*

0.98

92.0

F*

0.48

21.0

C0.

4816

.8B

S

utph

in B

oule

vard

(N-S

)E

B-T

R0.

7618

.6B

0.

7314

.2B

0.43

13.0

B

0.41

9.6

A

0.49

13.7

B0.

4710

.2B

0.44

13.2

B0.

439.

8A

W

B-L

0.14

12.6

B

0.15

9.5

A0.

1411

.4B

0.

148.

3A

0.

1511

.6B

0.15

8.5

A0.

2212

.4B

0.21

9.3

A

WB

-TR

0.72

17.7

B

0.68

13.2

B0.

6315

.8B

0.

6011

.8B

0.

8422

.1C

0.81

16.8

B0.

6415

.9B

0.61

11.9

B

NB

-LTR

0.59

15.5

B

0.87

30.4

C0.

3212

.1B

0.

4717

.4B

0.

4213

.2B

0.64

20.7

C0.

7523

.3C

0.59

19.5

B

SB

-LTR

0.50

15.1

B

0.99

63.0

E*

0.45

14.1

B

0.69

23.9

C

0.82

25.2

C1.

6030

0.1

F*

0.54

15.4

B0.

9754

.4D

*

47) L

iber

ty A

venu

e (E

-W) @

EB

-L0.

3612

.5B

0.

5319

.5B

0.14

8.1

A

0.20

9.1

A

0.26

10.2

B0.

3914

.2B

0.13

8.0

A0.

178.

9A

15

0th

Stre

et (N

-S)

EB

-TR

0.53

10.4

B

0.62

11.7

B0.

389.

0A

0.

449.

5A

0.

479.

8A

0.55

10.7

B0.

469.

7A

0.54

10.6

B

WB

-L0.

037.

0A

0.

077.

6A

0.08

7.4

A

0.14

8.1

A

0.10

7.7

A0.

239.

7A

0.09

7.6

A0.

188.

9A

W

B-T

R0.

5711

.0B

0.

6612

.3B

0.45

9.6

A

0.52

10.4

B

0.54

10.6

B0.

6412

.1B

0.48

9.9

A0.

5610

.8B

N

B-L

TR1.

0162

.3E

*1.

1811

9.1

F*

0.48

19.6

B

0.58

22.0

C

0.72

27.4

C0.

8538

.2D

0.46

19.2

B0.

5621

.6C

S

B-L

TR0.

9449

.2D

*1.

3419

2.4

F*

0.46

18.5

B

0.54

20.1

C

0.83

32.3

C1.

0368

.6E

*0.

7526

.5C

0.89

38.3

D

48) L

iber

ty A

venu

e (E

-W) @

EB

-L0.

7752

.3D

0.

8767

.7E

*0.

2513

.8B

0.

3517

.1B

0.

5328

.6C

0.61

34.0

C0.

1511

.8B

0.21

13.1

B

Guy

R. B

rew

er B

oule

vard

(N-S

)E

B-T

R0.

6716

.5B

0.

8019

.9B

0.52

14.0

B

0.61

15.4

B

0.75

18.3

B0.

8723

.9C

0.65

16.1

B0.

7718

.9B

W

B-L

0.20

13.3

B

0.31

17.8

B0.

1511

.8B

0.

2313

.6B

0.

2415

.1B

0.37

20.0

C0.

2614

.7B

0.41

21.5

C

WB

-TR

0.97

34.6

C*

1.10

73.4

E*

0.54

14.3

B

0.63

15.6

B

0.79

19.8

B0.

9328

.6C

*0.

4813

.5B

0.56

14.6

B

NB

-LTR

0.94

45.5

D*

1.16

112.

9F

*0.

4915

.5B

0.

6018

.2B

0.

7726

.9C

0.99

60.4

E*

0.69

21.2

C0.

8330

.4C

S

B-L

0.09

10.7

B

0.10

11.0

B0.

0910

.6B

0.

1110

.9B

0.

1911

.7B

0.22

12.3

B0.

1711

.6B

0.21

12.2

B

SB

-TR

0.49

15.5

B

0.54

16.6

B0.

5216

.2B

0.

5917

.7B

0.

7824

.9C

0.87

32.3

C0.

5115

.9B

0.57

17.2

B

49) L

iber

ty A

venu

e (E

-W) @

EB

-T0.

5314

.5B

0.

6216

.0B

0.33

12.1

B

0.39

12.7

B

0.52

14.4

B0.

6015

.6B

0.55

14.8

B0.

6316

.2B

M

erric

k B

oule

vard

(SB

)E

B-R

0.31

12.5

B

0.35

13.0

B0.

1410

.7B

0.

1711

.0B

0.

3913

.5B

0.45

14.4

B0.

3412

.8B

0.38

13.4

B

WB

-L0.

3716

.8B

0.

5425

.8C

0.28

13.2

B

0.36

15.1

B

0.51

21.3

C0.

7136

.9D

0.39

17.7

B0.

5627

.4C

W

B-T

0.65

16.6

B

0.72

18.3

B0.

3111

.9B

0.

3512

.3B

0.

5014

.1B

0.56

15.0

B0.

4413

.3B

0.49

13.9

B

SB

-LTR

0.99

56.1

E*

1.16

114.

9F

*0.

7130

.6C

0.

8739

.0D

1.

0161

.2E

*1.

2515

0.8

F*

1.01

62.9

E*

1.21

133.

5F

*

Abb

revi

atio

ns:

EB

-Eas

tbou

nd, W

B-W

estb

ound

, NB

-Nor

thbo

und,

SB

-Sou

thbo

und

L-Le

ft, T

-Thr

ough

, R-R

ight

, DfL

-Def

acto

Lef

t, E

-W: E

ast-W

est R

oadw

ay, N

-S: N

orth

-Sou

th R

oadw

ayV

/C R

atio

- V

olum

e to

Cap

acity

Rat

ioS

EC

/VE

H -

Sec

onds

per

Veh

icle

LOS

- Le

vel o

f Ser

vice

*- D

enot

es C

onge

sted

Loc

atio

n (L

OS

E o

r F, o

r v/c

ratio

> 0

.90)

*- D

enot

es L

ocat

ion

Bec

omin

g C

onge

sted

(LO

S E

or F

, or v

/c ra

tio >

0.9

0) U

nder

No-

Bui

ld C

ondi

tions

.

June

29,

200

7

Tabl

e 16

-7 (C

ontin

ued)

: 201

5 N

o-A

ctio

n Tr

affic

Con

ditio

ns a

t Sig

naliz

ed In

ters

ectio

ns

2005

Exi

stin

g20

15 N

o-A

ctio

n20

05 E

xist

ing

2015

No-

Act

ion

2005

Exi

stin

g20

15 N

o-A

ctio

n20

05 E

xist

ing

2015

No-

Act

ion

Wee

kday

AM

Pea

k H

our

Wee

kday

AM

Pea

k H

our

Wee

kday

MD

Pea

k H

our

Wee

kday

MD

Pea

k H

our

Wee

kday

PM

Pea

k H

our

Wee

kday

PM

Pea

k H

our

Satu

rday

MD

Pea

k H

our

Satu

rday

MD

Pea

k H

our

Sign

aliz

edLa

neV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SIn

ters

ectio

nG

roup

RA

TIO

(SEC

/VEH

)R

ATI

O(S

EC/V

EH)

RA

TIO

(SEC

/VEH

)R

ATI

O(S

EC/V

EH)

RA

TIO

(SEC

/VEH

)R

ATI

O(S

EC/V

EH)

RA

TIO

(SEC

/VEH

)R

ATI

O(S

EC/V

EH)

50) L

iber

ty A

venu

e (E

-W) @

EB

-T0.

6313

.3B

0.

7215

.6B

0.42

9.9

A0.

4810

.7B

0.69

14.6

B0.

7918

.1B

0.55

11.7

B0.

6112

.9B

D

unki

rk S

treet

EB

-R0.

319.

0A

0.

349.

3A

0.27

8.7

A0.

309.

0A

0.75

17.8

B0.

8322

.1C

0.38

9.8

A0.

4210

.3B

W

B-L

T0.

7516

.6B

0.

8622

.7C

0.40

9.7

A0.

4610

.5B

0.50

10.9

B0.

5712

.0B

0.52

11.3

B0.

5912

.5B

N

B-L

1.04

68.2

E*

1.14

105.

3F

*0.

4117

.8B

0.45

18.5

B0.

5420

.1C

0.59

21.4

C0.

5720

.9C

0.63

22.4

C

NB

-R0.

0313

.7B

0.

0313

.7B

0.01

13.5

B0.

0113

.5B

0.03

13.7

B0.

0313

.7B

0.01

13.6

B0.

0213

.6B

51) S

outh

Roa

d (E

-W) @

EB

-LTR

0.79

31.0

C

0.88

39.2

D0.

5420

.9C

0.59

22.5

C0.

6524

.0C

0.72

26.8

C0.

4619

.1B

0.51

20.1

C

Guy

R B

rew

er B

oule

vard

(N-S

)W

B-L

TR0.

3517

.0B

0.

3917

.6B

0.26

15.9

B0.

3016

.4B

0.50

19.5

B0.

5721

.0C

0.32

16.6

B0.

3617

.1B

N

B-L

TR0.

7619

.4B

0.

8828

.3C

0.41

10.3

B0.

4911

.5B

0.59

13.4

B0.

6715

.8B

0.47

10.8

B0.

5211

.7B

S

B-L

TR0.

6515

.0B

0.

7217

.6B

0.53

12.0

B0.

6113

.8B

0.77

19.1

B0.

8827

.5C

0.56

12.6

B0.

6414

.2B

52

) 107

th A

venu

e (E

-W) @

EB

-LTR

0.08

14.2

B

0.09

14.4

B0.

1114

.6B

0.13

14.7

B0.

0814

.2B

0.09

14.3

B0.

0714

.2B

0.08

14.2

B

Guy

R B

rew

er B

oule

vard

(N-S

)W

B-L

TR0.

0614

.0B

0.

0714

.1B

0.07

14.2

B0.

0814

.2B

0.08

14.2

B0.

0914

.3B

0.04

13.9

B0.

0513

.9B

N

B-L

TR0.

6614

.7B

0.

7618

.1B

0.37

9.5

A0.

4310

.2B

0.53

11.7

B0.

6013

.1B

0.45

10.5

B0.

5111

.3B

S

B-L

TR0.

5011

.5B

0.

5612

.6B

0.47

10.9

B0.

5412

.0B

0.64

14.0

B0.

7417

.0B

0.55

12.2

B0.

6213

.6B

53

) 108

th A

venu

e (E

-W) @

EB

-LTR

0.45

31.7

C

0.53

34.6

C0.

3128

.4C

0.35

29.1

C0.

4330

.9C

0.47

32.2

C0.

3729

.4C

0.45

31.4

C

Mer

rick

Bou

leva

rd (N

-S)

WB

-LTR

0.52

33.6

C

0.60

36.8

D0.

5534

.6C

0.64

38.6

D0.

4732

.1C

0.55

34.7

C0.

3428

.6C

0.40

30.2

C

NB

-L

0.20

8.8

A

0.27

10.0

B0.

067.

3A

0.07

7.5

A0.

128.

1A

0.17

9.1

A0.

107.

9A

0.17

8.9

A

NB

-TR

0.67

13.5

B

0.76

15.9

B0.

318.

8A

0.35

9.2

A0.

4410

.1B

0.50

10.8

B0.

359.

2A

0.40

9.7

A

SB

-L0.

118.

4A

0.

169.

8A

0.04

7.2

A0.

067.

3A

0.03

7.1

A0.

047.

2A

0.04

7.2

A0.

057.

3A

S

B-T

R0.

349.

1A

0.

409.

6A

0.32

8.9

A0.

399.

6A

0.46

10.3

B0.

5511

.5B

0.41

9.8

A0.

4810

.6B

Abb

revi

atio

ns:

EB

-Eas

tbou

nd, W

B-W

estb

ound

, NB

-Nor

thbo

und,

SB

-Sou

thbo

und

L-Le

ft, T

-Thr

ough

, R-R

ight

, DfL

-Def

acto

Lef

t, E

-W: E

ast-W

est R

oadw

ay, N

-S: N

orth

-Sou

th R

oadw

ayV

/C R

atio

- V

olum

e to

Cap

acity

Rat

ioS

EC

/VE

H -

Sec

onds

per

Veh

icle

LOS

- Le

vel o

f Ser

vice

*- D

enot

es C

onge

sted

Loc

atio

n (L

OS

E o

r F, o

r v/c

ratio

> 0

.90)

*- D

enot

es L

ocat

ion

Bec

omin

g C

onge

sted

(LO

S E

or F

, or v

/c ra

tio >

0.9

0) U

nder

No-

Bui

ld C

ondi

tions

.

June

29,

200

7

Tabl

e 16

-8: 2

015

No-

Act

ion

Traf

fic C

ondi

tions

at U

nsig

naliz

ed In

ters

ectio

ns

2005

Exi

stin

g20

15 N

o-A

ctio

n20

05 E

xist

ing

2015

No-

Act

ion

2005

Exi

stin

g20

15 N

o-A

ctio

n20

05 E

xist

ing

2015

No-

Act

ion

Wee

kday

AM

Pea

k H

our

Wee

kday

AM

Pea

k H

our

Wee

kday

MD

Pea

k H

our

Wee

kday

MD

Pea

k H

our

Wee

kday

PM

Pea

k H

our

Wee

kday

PM

Pea

k H

our

Satu

rday

MD

Pea

k H

our

Satu

rday

MD

Pea

k H

our

Uns

igna

lized

Lane

V/C

DEL

AY

LOS

V/C

DEL

AY

LOS

V/C

DEL

AY

LOS

V/C

DEL

AY

LOS

V/C

DEL

AY

LOS

V/C

DEL

AY

LOS

V/C

DEL

AY

LOS

V/C

DEL

AY

LOS

Inte

rsec

tion

Gro

upR

ATI

O(S

EC/V

EH)

RA

TIO

(SEC

/VEH

)R

ATI

O(S

EC/V

EH)

RA

TIO

(SEC

/VEH

)R

ATI

O(S

EC/V

EH)

RA

TIO

(SEC

/VEH

)R

ATI

O(S

EC/V

EH)

RA

TIO

(SEC

/VEH

)

54) J

amai

ca A

venu

e (E

-W) @

EB

-LT

0.16

12.8

B

0.20

14.6

B0.

038.

7A

0.03

9.0

A0.

048.

6A

0.05

9A

0.10

9.8

A0.

1210

.5B

17

8th

Stre

et (S

B)

WB

-LT

0.03

8.6

A

0.03

8.9

A0.

039.

1A

0.04

9.6

A0.

069.

1A

0.07

9.6

A0.

028.

4A

0.02

8.6

A

NB

-LT

0.50

55.4

F*

0.80

123.

6F

*0.

1317

.8C

0.17

20.7

C0.

1720

.3C

0.22

25.2

D0.

2025

.4D

0.27

32.7

D

NB

-TR

0.51

46.9

E*

0.81

107.

3F

*0.

1015

.5C

0.13

17.6

C0.

1818

.4C

0.24

22.5

C0.

2220

.4C

0.30

25.5

D

Abb

revi

atio

nsE

B-E

astb

ound

, WB

-Wes

tbou

nd, N

B-N

orth

boun

d, S

B-S

outh

boun

dL-

Left,

T-T

hrou

gh, R

-Rig

ht, D

fL-D

efac

to L

eft,

E-W

: Eas

t-Wes

t Roa

dway

, N-S

: Nor

th-S

outh

Roa

dway

V/C

Rat

io -

Vol

ume

to C

apac

ity R

atio

SE

C/V

EH

- S

econ

ds p

er V

ehic

leLO

S -

Leve

l of S

ervi

ce*

- Den

otes

Con

gest

ed L

ocat

ion

(LO

S E

or F

, or v

/c ra

tio >

0.9

0)*

- Den

otes

Loc

atio

n B

ecom

ing

Con

gest

ed (L

OS

E o

r F, o

r v/c

ratio

> 0

.90)

Und

er N

o-B

uild

Con

ditio

ns.

June

29,

200

7

Jamaica Plan EIS

16-16

No non-corridor locations would have new intersections with congestion during any peak hour.

UNSIGNALIZED INTERSECTION

As shown in Table 16-8, the unsignalized intersection within the study area would not experience newly congested lane groups during any peak hour.

PARKING

OFF-STREET PARKING

Demand for public parking spaces in the study area is expected to change as a result of new developments as well as background growth. Eight existing public parking facilities (Nos. 5, 16, 18, 20, 21, 22, 23, and 25 in Figure 16-6; and also 28 and 29, which were already closed under Existing conditions) totaling about 1,351 spaces would be displaced by No-Action development. The Jamaica Courthouse Redevelopment (Location 1 on Figure 2-6) would add 500 public parking spaces for a net loss of 851 public parking spaces in the midday in the area affected by the proposed actions. Table 2 in Appendix H shows how the parking capacity in the area affected by the proposed actions would change under No-Action conditions for each of the analyzed periods. In addition, No-Action projects would provide accessory parking as required by the current zoning, thereby reducing public parking demand from these sites.

Table 3 in Appendix H shows the total required accessory parking spaces and total demand at projected development sites and the other development project sites in each of the four parking study areas [Downtown Jamaica Core, Hillside Avenue (East), Sutphin Boulevard (South) and Jamaica Avenue (East)]; an also at three additional parking study areas, which are located around Merrick Boulevard south of Liberty Avenue, Guy R. Brewer Boulevard south of Liberty Avenue, and other scattered areas. There are no existing off-street public parking facilities in these areas. The table also shows the demand generated that would be in excess of the required accessory supply in each parking study area. The vehicles that cannot park in the accessory parking facilities would increase parking demand at public parking facilities.

Table 4 in Appendix H shows the future No-Action public parking supply, demand and utilization in each of the parking study areas. Table 16-9 summarizes Tables 2 through 4 in Appendix H. The capacity of accessory parking spaces required by zoning and demand at the No-Action project sites are shown for each project study area, and the excess demand at each site. The table also shows the resulting capacity of public parking spaces, increase in public parking demand, and the utilization throughout the parking study areas. During the weekday midday, public parking demand would exceed the level of the public parking supply (on-street and off-street) with an overall utilization rate of 106 percent (versus 80 percent under Existing conditions). The table shows that the Hillside Avenue (East) parking study area would have the highest parking shortfall of 262 public parking spaces. The Sutphin Boulevard (South) parking study area would have a shortfall of 17 public parking spaces, the Jamaica Avenue (East) parking study area would have a shortfall of 115 public parking spaces. There would also be a demand for 67 public parking spaces along Merrick Boulevard south of Liberty Avenue, where no public parking opportunities are available.

In the AM period, the overall public parking utilization rate (off-street only) would be 58 percent versus 47 percent under Existing conditions. Demand for public parking would exceed public parking supply in the Hillside Avenue (East) parking study area by 26 spaces, and along Merrick Boulevard (South) by 31 spaces. Overnight, ample public supply would remain with an overall

Table 16-92015 No-Action Off-Street Parking Utilization

THIS TABLE HAS BEEN REVISED FOR THE FEIS

2015 No-Action Accessory Capacity and Demand at Projected Development Sites and No-Action Development Projects

AM Period Midday Period Overnight PeriodExcess/ Excess/ Excess/

Accessory Accessory Public Accessory Accessory Public Accessory Accessory PublicCapacity Demand Demand (1) Capacity Demand Demand (1) Capacity Demand Demand (1)

Downtown Jamaica Core 3,047 1,593 0 3,047 2,101 0 3,047 1,279 0Hillside Avenue (East) 209 161 0 209 212 -3 209 20 0Sutphin Blvd (South) 802 286 0 802 703 0 802 131 0Jamaica Avenue (East) 146 128 0 146 261 -115 146 68 0Guy R. Brewer (South) 79 56 0 79 75 0 79 44 0Merrick Boulevard (South) 16 47 -31 16 83 -67 16 1 0Other Areas 28 13 0 28 18 0 28 16 0

Total 4,327 2,284 -31 4,327 3,453 -185 4,327 1,559 0

2015 No-Action Public Parking Demand

AM Period Midday Period Overnight PeriodAvailable Available Available

Public Public Public Public Public Public Public Public Public Public Public PublicCapacity Demand Spaces Utilization Capacity Demand Spaces Utilization Capacity Demand Spaces Utilization

Downtown Jamaica Core 4,947 2,632 2,315 53% 4,947 4,810 137 97% 3,428 1,575 1,853 46%Hillside Avenue (East) 341 367 -26 108% 341 603 -262 177% 291 149 142 51%Sutphin Blvd (South) 160 114 47 71% 160 177 -17 111% 40 4 36 10%Jamaica Avenue (East) 0 0 0 -- 0 115 -115 -- 0 0 0 --Guy R. Brewer (South) 0 0 0 -- 0 0 0 -- 0 0 0 --Merrick Boulevard (South) 0 31 -31 -- 0 67 -67 -- 0 0 0 --Other Areas 0 0 0 -- 0 0 0 -- 0 0 0 --

5,448 3,143 2,305 58% 5,448 5,772 -324 106% 3,759 1,727 2,032 46%

(1) - Overflow parking demand that cannot be accommodated by the accessory requirements, which would be added to the public parking demand.

June 29, 2007

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108.

1A

0.09

8.0

A0.

108.

1A

0.10

8.1

A0.

138.

3A

0.05

7.7

A0.

077.

8A

W

B-L

0.43

15.1

B

0.83

49.5

D0.

2711

.3B

0.57

23.7

C0.

5521

.4C

1.12

134.

5F

*0.

4214

.9B

0.72

34.9

C

WB

-TR

0.85

21.3

C

1.01

45.4

D*

0.56

12.7

B0.

7015

.8B

0.57

12.9

B0.

7316

.6B

0.50

11.9

B0.

6313

.9B

S

B-L

TR0.

8864

.3E

*0.

9880

.9F

*0.

5844

.7D

0.64

46.9

D0.

5242

.8D

0.57

44.3

D0.

5443

.5D

0.59

45.2

D

7) H

illsi

de A

venu

e (E

-W) @

EB

-T0.

5913

.4B

0.

7316

.7B

0.54

12.5

B0.

6815

.0B

0.64

14.2

B0.

7817

.9B

0.55

12.5

B0.

6614

.6B

15

3rd

Stre

et (N

B)

WB

-T0.

7416

.7B

0.

8923

.9C

0.48

11.4

B0.

6013

.4B

0.50

11.7

B0.

6414

.2B

0.47

11.3

B0.

5813

.0B

N

B-L

0.

5244

.5D

0.

6750

.6D

0.41

41.2

D0.

5545

.3D

0.27

37.9

D0.

3339

.2D

0.26

37.9

D0.

3339

.3D

N

B-R

0.38

40.5

D

0.46

42.5

D0.

2838

.4D

0.36

39.9

DN

B-L

R0.

3239

.1D

NB

-LR

0.39

40.6

D0.

4843

.1D

0.55

45.4

D

NB

-R0.

3539

.9D

NB

-R0.

4141

.4D

8) H

illsi

de A

venu

e (E

-W) @

EB

-L0.

7468

.2E

*0.

8583

.6F

*0.

4528

.8C

0.63

48.8

D0.

5636

.5D

0.81

68.1

E*

0.50

33.9

C0.

6854

.8D

P

arso

ns B

oule

vard

(N-S

)E

B-T

0.65

23.4

C

0.80

29.0

C0.

6222

.8C

0.77

27.5

C0.

7727

.3C

0.93

39.1

D*

0.68

24.2

C0.

8229

.7C

E

B-R

0.34

18.8

B

0.44

20.8

C0.

2016

.5B

0.27

17.6

B0.

2216

.8B

0.30

18.0

B0.

1716

.0B

0.19

16.3

B

WB

-L0.

3123

.3C

0.

4735

.2D

0.27

20.7

C0.

4131

.4C

0.40

31.4

C0.

5951

.6D

0.29

24.2

C0.

3834

.5C

W

B-T

R1.

0359

.8E

*1.

2213

5.3

F*

0.74

26.7

C0.

9340

.1D

*0.

7828

.2C

1.00

54.1

D*

0.78

28.0

C0.

9643

.9D

*N

B-L

0.

3739

.2D

0.

5950

.9D

0.23

34.8

C0.

3639

.0D

0.43

40.6

D0.

4241

.1D

0.29

37.1

D0.

3840

.6D

N

B-T

0.81

55.7

E*

0.92

70.4

E*

0.40

37.1

D0.

4738

.7D

0.56

41.3

D0.

6544

.7D

0.34

35.5

D0.

3836

.3D

N

B-R

0.28

35.0

C

0.37

36.9

D0.

3035

.5D

0.38

37.4

D0.

3937

.5D

0.53

41.7

D0.

2434

.0C

0.27

34.7

C

SB

-L

0.61

54.7

D

0.88

96.3

F*

0.43

40.5

D0.

5545

.7D

0.55

46.9

D0.

7564

.1E

*0.

2835

.6D

0.36

37.9

D

SB

-T0.

6143

.5D

0.

7349

.3D

0.49

39.6

D0.

5842

.4D

0.50

39.6

D0.

5942

.4D

0.65

44.8

D0.

7248

.6D

S

B-R

0.35

36.6

D

0.41

38.1

D0.

2734

.9C

0.32

35.9

D0.

3235

.6D

0.36

36.8

D0.

2133

.6C

0.24

34.2

C

9) H

illsi

de A

venu

e (E

-W) @

EB

-T0.

5412

.4B

0.

6714

.9B

0.53

12.2

B0.

6514

.4B

0.65

14.3

B0.

7918

.3B

0.54

12.3

B0.

6514

.4B

16

1st S

treet

(NB

)W

B-T

0.74

16.7

B

0.88

23.4

C0.

4811

.6B

0.60

13.3

B0.

5011

.8B

0.63

14.0

B0.

4711

.4B

0.58

13.0

B

NB

-L

0.23

37.4

D

0.30

38.8

D0.

2137

.0D

0.31

39.0

D0.

2537

.6D

0.36

39.8

D0.

3840

.5D

0.45

42.3

D

NB

-R0.

4441

.9D

0.

5344

.5D

0.57

45.9

D0.

6851

.3D

NB

-LR

0.36

40.0

DN

B-L

R0.

4341

.9D

0.66

50.2

D0.

7656

.4E

*N

B-R

0.51

44.4

DN

B-R

0.61

48.3

D

10) H

illsi

de A

venu

e (E

-W) @

EB

-TR

0.63

11.2

B

0.78

15.1

B0.

6411

.3B

0.78

15.1

B0.

7915

.4B

0.96

29.3

C*

0.66

11.7

B0.

7915

.2B

16

2nd

Stre

et (S

B)

WB

-L0.

3712

.2B

0.

7238

.2D

0.29

10.4

B0.

5625

.2C

0.71

41.3

D1.

6336

6.3

F*

0.50

17.8

B0.

8767

.9E

*W

B-T

0.71

12.8

B

0.84

17.7

B0.

478.

8A

0.58

10.3

B0.

488.

9A

0.61

10.7

B0.

468.

7A

0.57

10.0

A

SB

-LTR

0.78

61.0

E*

0.88

71.6

E*

0.35

42.8

D0.

4044

.0D

0.68

54.1

D0.

7659

.1E

*0.

3442

.6D

0.39

43.7

D

Abb

revi

atio

ns:

EB

-Eas

tbou

nd, W

B-W

estb

ound

, NB

-Nor

thbo

und,

SB

-Sou

thbo

und

L-Le

ft, T

-Thr

ough

, R-R

ight

, DfL

-Def

acto

Lef

t, E

-W: E

ast-W

est R

oadw

ay, N

-S: N

orth

-Sou

th R

oadw

ayV

/C R

atio

- V

olum

e to

Cap

acity

Rat

ioS

EC

/VE

H -

Sec

onds

per

Veh

icle

LOS

- Le

vel o

f Ser

vice

*- D

enot

es C

onge

sted

Loc

atio

n (L

OS

E o

r F, o

r v/c

ratio

> 0

.90)

*- D

enot

es L

ocat

ion

Bec

omin

g C

onge

sted

(LO

S E

or F

, or v

/c ra

tio >

0.9

0) U

nder

No-

Bui

ld C

ondi

tions

.

June

29,

200

7

Tabl

e 16

-7 (C

ontin

ued)

: 201

5 N

o-A

ctio

n Tr

affic

Con

ditio

ns a

t Sig

naliz

ed In

ters

ectio

ns

2005

Exi

stin

g20

15 N

o-A

ctio

n20

05 E

xist

ing

2015

No-

Act

ion

2005

Exi

stin

g20

15 N

o-A

ctio

n20

05 E

xist

ing

2015

No-

Act

ion

Wee

kday

AM

Pea

k H

our

Wee

kday

AM

Pea

k H

our

Wee

kday

MD

Pea

k H

our

Wee

kday

MD

Pea

k H

our

Wee

kday

PM

Pea

k H

our

Wee

kday

PM

Pea

k H

our

Satu

rday

MD

Pea

k H

our

Satu

rday

MD

Pea

k H

our

Sign

aliz

edLa

neV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SIn

ters

ectio

nG

roup

RA

TIO

(SEC

/VEH

)R

ATI

O(S

EC/V

EH)

RA

TIO

(SEC

/VEH

)R

ATI

O(S

EC/V

EH)

RA

TIO

(SEC

/VEH

)R

ATI

O(S

EC/V

EH)

RA

TIO

(SEC

/VEH

)R

ATI

O(S

EC/V

EH)

11) H

illsi

de A

venu

e (E

-W) @

EB

-T0.

509.

2A

0.

6211

.0B

0.47

8.8

A0.

5810

.3B

0.70

12.5

B0.

8417

.5B

0.64

11.2

B0.

7614

.1B

16

5th

Stre

et-S

outh

(NB

)W

B-T

0.63

11.1

B

0.76

14.1

B0.

398.

0A

0.49

9.1

A0.

468.

7A

0.59

10.3

B0.

498.

9A

0.60

10.5

B

NB

-L

0.19

40.0

D

0.21

40.3

D0.

2240

.6D

0.25

41.1

D0.

1639

.3D

0.17

39.6

D0.

2040

.1D

0.22

40.4

D

NB

-R0.

2942

.3D

0.

3243

.1D

0.36

44.2

D0.

4045

.3D

0.49

48.2

D0.

5450

.4D

0.36

44.2

D0.

4045

.3D

12) H

illsi

de A

venu

e (E

-W) @

EB

-L0.

2210

.8B

0.

3721

.8C

0.08

6.2

A0.

116.

7A

0.13

6.9

A0.

198.

2A

0.08

6.4

A0.

127.

2A

17

8th

Stre

et (N

B)

EB

-T0.

519.

3A

0.

6010

.6B

0.43

8.4

A0.

509.

2A

0.65

11.4

B0.

7513

.9B

0.51

9.3

A0.

5910

.4B

W

B-T

R0.

7614

.2B

0.

8819

.4B

0.41

8.1

A0.

488.

9A

0.47

8.8

A0.

5610

.0A

0.52

9.3

A0.

6010

.5B

N

B-L

TR0.

9583

.2F

*1.

0610

9.5

F*

0.57

48.4

D0.

6350

.6D

0.81

62.4

E*

0.90

73.5

E*

0.75

57.5

E*

0.82

63.8

E*

SB

-LR

0.32

43.8

D

0.40

46.5

D0.

1739

.8D

0.19

40.3

D0.

3344

.1D

0.38

46.0

D0.

1439

.2D

0.16

39.6

D

13) H

illsi

de A

venu

e (E

-W) @

EB

-L0.

9891

.6F

*1.

0812

2.1

F*

0.74

43.0

D0.

8153

.5D

0.81

53.5

D0.

9070

.4E

*0.

5524

.5C

0.61

28.9

C

180t

h S

treet

/Mid

land

Pkw

y (S

B)

EB

-TR

0.65

11.6

B

0.75

13.7

B0.

509.

1A

0.57

10.1

B0.

6110

.7B

0.70

12.5

B0.

428.

2A

0.48

8.9

A

WB

-TR

0.83

16.7

B

0.94

25.8

C*

0.62

10.9

B0.

7112

.7B

0.57

10.1

B0.

6611

.6B

0.44

8.4

A0.

509.

2A

S

B-L

0.

3141

.5D

0.

3442

.1D

0.15

38.8

D0.

1739

.1D

0.36

42.6

D0.

4043

.3D

0.15

38.9

D0.

1739

.1D

S

B-R

0.93

84.8

F*

1.03

109.

6F

*0.

4947

.0D

0.53

48.6

D0.

6654

.2D

0.73

58.9

E*

0.37

43.7

D0.

4144

.7D

14) 8

9th

Ave

nue

(WB

)W

B-L

TR0.

7734

.0C

0.

9251

.0D

*0.

7129

.8C

0.84

39.9

D0.

7430

.7C

0.89

45.0

D0.

4521

.2C

0.50

22.2

C

Sut

phin

Bou

leva

rd (N

-S)

NB

-LT

0.46

9.2

A

0.53

10.1

B0.

428.

6A

0.48

9.3

A0.

388.

2A

0.43

8.8

A0.

297.

3A

0.33

7.6

A

SB

-TR

0.57

10.9

B

0.63

12.2

B0.

428.

6A

0.47

9.2

A0.

529.

9A

0.59

11.1

B0.

367.

9A

0.41

8.4

A

15) 8

9th

Ave

nue

(WB

)W

B-L

T 0.

5816

.6B

0.

6819

.3B

0.48

14.4

B0.

5615

.9B

0.44

13.7

B0.

5315

.2B

0.37

12.8

B0.

4213

.4B

15

0th

Stre

et (S

B)

SB

-TR

0.60

17.3

B

0.71

20.5

C0.

4213

.7B

0.51

15.2

B0.

5015

.0B

0.61

17.5

B0.

3813

.1B

0.46

14.3

B

16) 8

9th

Ave

nue

(WB

) @W

B-T

R0.

4413

.6B

0.

5214

.9B

0.32

12.1

B0.

4013

.0B

0.31

12.0

B0.

4012

.9B

0.35

12.4

B0.

4012

.9B

15

3rd

Stre

et (N

B)

NB

-LT

0.61

16.4

B

0.71

19.1

B0.

4413

.5B

0.52

14.7

B0.

4814

.0B

0.55

15.3

B0.

1610

.6B

0.19

10.9

B

17) 8

9th

Ave

nue

(WB

) @W

B-L

TR0.

5823

.3C

0.

6625

.8C

0.50

21.3

C0.

5722

.8C

0.52

21.4

C0.

5923

.1C

0.59

22.8

C0.

6524

.6C

P

arso

ns B

oule

vard

(N-S

)N

B-L

T0.

327.

0A

0.

428.

0A

0.24

6.4

A0.

347.

2A

0.28

6.6

A0.

417.

8A

0.22

6.2

A0.

256.

4A

S

B-T

0.

6211

.1B

0.

7715

.6B

0.42

8.1

A0.

529.

5A

0.54

9.6

A0.

6511

.7B

0.37

7.5

A0.

418.

0A

S

B-R

0.15

5.9

A

0.17

6.1

A0.

135.

8A

0.16

6.0

A0.

105.

6A

0.12

5.7

A0.

095.

6A

0.10

5.6

A

18) 8

9th

Ave

nue

(WB

) @W

B-T

R0.

4013

.0B

0.

5515

.4B

0.27

11.5

B0.

3712

.5B

0.32

12.0

B0.

3812

.7B

0.32

12.0

B0.

3812

.6B

16

1st S

treet

(NB

)N

B-L

T0.

2911

.8B

0.

3412

.4B

0.41

13.3

B0.

4714

.1B

0.51

14.8

B0.

5715

.9B

0.56

15.5

B0.

6217

.0B

19) 8

9th

Ave

nue

(WB

) @W

B-L

T 0.

3011

.9B

0.

3612

.7B

0.26

11.5

B0.

3112

.0B

0.33

12.2

B0.

3812

.8B

0.29

11.7

B0.

3312

.1B

16

2nd

Stre

et (S

B)

SB

-TR

0.42

13.4

B

0.55

15.6

B0.

3112

.0B

0.39

13.0

B0.

4313

.4B

0.49

14.5

B0.

3312

.3B

0.39

13.1

B

20) 8

9th

Ave

nue

(WB

) @W

B-T

R0.

3212

.3B

0.

3913

.1B

0.33

12.3

B0.

3913

.0B

0.39

13.0

B0.

4613

.9B

0.32

12.1

B0.

3712

.7B

16

3rd

Stre

et (N

B)

NB

-LT

0.64

17.4

B

0.72

19.7

B0.

3112

.0B

0.35

12.4

B0.

4613

.8B

0.51

14.7

B0.

4213

.3B

0.47

14.0

B

21) J

amai

ca A

venu

e (E

-W) @

EB

-T0.

3517

.8B

0.

4519

.6B

0.40

18.6

B0.

5020

.5C

0.45

19.5

B0.

5521

.5C

0.59

22.6

C0.

7026

.0C

V

an W

yck

Exp

wy

Sou

thbo

und

EB

-R0.

3818

.5B

0.

4319

.5B

0.31

17.3

B0.

3517

.9B

0.28

16.7

B0.

3117

.3B

0.09

14.5

B0.

1114

.7B

S

ervi

ce R

oad

(SB

)W

B-L

0.46

15.8

B0.

6223

.0C

0.55

19.8

B0.

7432

.0C

0.47

19.3

B0.

6428

.4C

0.19

17.8

B0.

2923

.5C

WB

-T

0.26

9.5

A

0.31

10.0

A0.

3410

.4B

0.40

11.1

B0.

3610

.4B

0.42

11.3

B0.

289.

7A

0.33

10.2

B

SB

-LTR

0.84

48.6

D

0.98

66.4

E*

0.58

40.3

D0.

7143

.3D

0.86

49.6

D1.

0173

.6E

*0.

6642

.1D

0.79

46.3

D

22) J

amai

ca A

venu

e (E

-W) @

EB

-L0.

1814

.0B

0.26

18.1

B0.

2720

.2C

0.40

28.7

C0.

2518

.1B

0.36

25.1

C0.

4817

.8B

0.61

24.0

CV

an W

yck

Exp

wy

Nor

thbo

und

EB

-T0.

3410

.4B

0.

4311

.5B

0.25

9.3

A0.

3210

.0A

0.28

9.6

A0.

3510

.4B

0.32

10.0

A0.

3910

.9B

S

ervi

ce R

oad

(NB

)W

B-T

0.53

21.5

C

0.66

25.2

C0.

7428

.9C

0.89

40.5

D0.

6123

.2C

0.74

28.0

C0.

4218

.9B

0.50

20.6

C

WB

-R0.

0313

.8B

0.

0714

.3B

0.11

14.7

B0.

1415

.0B

0.06

14.2

B0.

0914

.5B

0.31

17.3

B0.

3618

.2B

N

B-L

TR1.

0069

.6E

*1.

1512

0.6

F*

1.01

71.5

E*

1.16

123.

6F

*1.

0376

.5E

*1.

1712

7.0

F*

0.55

39.5

D0.

6341

.2D

23) J

amai

ca A

venu

e (E

-W) @

EB

-LT

0.67

29.2

C

0.89

43.7

D0.

6127

.4C

0.84

38.6

D0.

6026

.9C

0.82

36.9

D0.

3622

.0C

0.49

24.5

C

Que

ens

Bou

leva

rd (N

-S)

WB

-T0.

4925

.2C

0.

6429

.4C

0.72

32.7

C0.

8844

.3D

0.59

27.5

C0.

7433

.1C

0.44

24.0

C0.

5526

.3C

W

B-R

0.28

21.5

C

0.33

22.3

C0.

2721

.2C

0.31

22.0

C0.

2220

.3C

0.25

20.8

C0.

1519

.5B

0.18

19.9

B

SB

-L0.

2520

.7C

0.

2821

.2C

0.19

19.9

B0.

2220

.3C

0.35

22.3

C0.

4023

.1C

0.10

18.8

B0.

1219

.0B

S

B-R

0.11

18.9

B

0.13

19.1

B0.

1619

.5B

0.18

19.9

B0.

2320

.5C

0.26

21.0

C0.

1920

.0B

0.22

20.4

C

24) J

amai

ca A

venu

e (E

-W) @

EB

-LTR

0.67

30.7

C

0.89

40.7

D0.

6630

.4C

0.85

35.7

D0.

7534

.0C

1.00

61.3

E*

0.57

27.2

C0.

7327

.1C

S

utph

in B

oule

vard

(N-S

)W

B-L

TR0.

6830

.8C

0.

5120

.2C

0.56

27.5

C0.

4218

.3B

0.56

27.2

C0.

4319

.7B

0.68

30.9

C0.

4819

.1B

N

B-L

TR0.

5826

.2C

0.

6622

.4C

0.41

22.8

C0.

4819

.2B

0.40

22.8

C0.

4517

.7B

0.33

21.6

C0.

3817

.8B

S

B-L

TR0.

4724

.0C

0.

5419

.7B

0.25

20.4

C0.

3016

.7B

0.33

21.5

C0.

3716

.4B

0.18

19.6

B0.

2115

.8B

25) J

amai

ca A

venu

e (E

-W) @

EB

-T0.

4213

.8B

0.

5616

.4B

0.49

15.0

B0.

6117

.8B

0.47

14.5

B0.

5816

.9B

0.41

13.5

B0.

5115

.3B

15

0th

Stre

et (N

-S)

EB

-R0.

079.

8A

0.

079.

8A

0.07

9.8

A0.

089.

9A

0.07

9.8

A0.

079.

8A

0.06

9.7

A0.

079.

8A

W

B-L

T0.

9853

.9D

*1.

3218

0.4

F*

0.66

21.1

C0.

8432

.9C

0.86

35.3

D1.

1611

5.7

F*

0.72

24.0

C0.

9448

.5D

*N

B-L

R0.

9793

.9F

*1.

3522

7.7

F*

0.48

40.3

D0.

6852

.2D

0.77

60.3

E*

1.11

139.

6F

*0.

3937

.4D

0.53

43.4

D

SB

-LT

0.51

38.2

D

0.64

42.6

D0.

4636

.8D

0.58

40.2

D0.

5338

.6D

0.67

43.5

D0.

4235

.9D

0.52

38.3

D

SB

-R0.

3133

.9C

0.

3635

.2D

0.26

32.9

C0.

3033

.9C

0.24

32.5

C0.

2833

.3C

0.27

33.2

C0.

3134

.0C

Abb

revi

atio

ns:

EB

-Eas

tbou

nd, W

B-W

estb

ound

, NB

-Nor

thbo

und,

SB

-Sou

thbo

und

L-Le

ft, T

-Thr

ough

, R-R

ight

, DfL

-Def

acto

Lef

t, E

-W: E

ast-W

est R

oadw

ay, N

-S: N

orth

-Sou

th R

oadw

ayV

/C R

atio

- V

olum

e to

Cap

acity

Rat

ioS

EC

/VE

H -

Sec

onds

per

Veh

icle

LOS

- Le

vel o

f Ser

vice

*- D

enot

es C

onge

sted

Loc

atio

n (L

OS

E o

r F, o

r v/c

ratio

> 0

.90)

*- D

enot

es L

ocat

ion

Bec

omin

g C

onge

sted

(LO

S E

or F

, or v

/c ra

tio >

0.9

0) U

nder

No-

Bui

ld C

ondi

tions

.

June

29,

200

7

Tabl

e 16

-7 (C

ontin

ued)

: 201

5 N

o-A

ctio

n Tr

affic

Con

ditio

ns a

t Sig

naliz

ed In

ters

ectio

ns

2005

Exi

stin

g20

15 N

o-A

ctio

n20

05 E

xist

ing

2015

No-

Act

ion

2005

Exi

stin

g20

15 N

o-A

ctio

n20

05 E

xist

ing

2015

No-

Act

ion

Wee

kday

AM

Pea

k H

our

Wee

kday

AM

Pea

k H

our

Wee

kday

MD

Pea

k H

our

Wee

kday

MD

Pea

k H

our

Wee

kday

PM

Pea

k H

our

Wee

kday

PM

Pea

k H

our

Satu

rday

MD

Pea

k H

our

Satu

rday

MD

Pea

k H

our

Sign

aliz

edLa

neV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SIn

ters

ectio

nG

roup

RA

TIO

(SEC

/VEH

)R

ATI

O(S

EC/V

EH)

RA

TIO

(SEC

/VEH

)R

ATI

O(S

EC/V

EH)

RA

TIO

(SEC

/VEH

)R

ATI

O(S

EC/V

EH)

RA

TIO

(SEC

/VEH

)R

ATI

O(S

EC/V

EH)

26) J

amai

ca A

venu

e (E

-W) @

EB

-L0.

3722

.3C

0.

8770

.1E

*0.

3017

.9B

0.48

23.4

C0.

2417

.6B

0.42

22.5

C0.

1616

.2B

0.23

17.5

B

Par

sons

Bou

leva

rd (N

-S)

EB

-T0.

6425

.3C

0.

7429

.2C

0.54

21.2

C0.

6323

.7C

0.55

22.4

C0.

6424

.9C

0.55

22.3

C0.

6324

.6C

E

B-R

0.16

15.8

B

0.24

17.0

B0.

1014

.3B

0.14

14.9

B0.

1515

.7B

0.21

16.5

B0.

0914

.9B

0.16

15.8

B

WB

-L0.

3019

.6B

0.

3922

.7C

0.23

17.0

B0.

2918

.7B

0.24

18.0

B0.

3220

.1C

0.54

26.8

C0.

6937

.0D

W

B-T

0.85

37.7

D

1.02

69.5

E*

0.56

22.4

C0.

6926

.6C

0.54

22.3

C0.

6726

.2C

0.48

21.0

C0.

6024

.1C

W

B-R

0.19

16.3

B

0.25

17.2

B0.

1515

.1B

0.20

15.7

B0.

1215

.4B

0.16

15.8

B0.

1215

.4B

0.13

15.5

B

NB

-LTR

0.15

28.4

C

0.17

28.7

C0.

1529

.0C

0.18

29.3

C0.

2129

.3C

0.24

29.7

C0.

2529

.8C

0.28

30.3

C

SB

-LTR

0.67

39.1

D

0.82

46.4

D0.

5636

.1D

0.69

40.2

D0.

6839

.2D

0.85

48.7

D0.

6839

.6D

0.76

43.5

D

27) J

amai

ca A

venu

e (E

-W) @

EB

-L0.

059.

1A

0.

089.

8A

0.08

9.3

A0.

119.

8A

0.11

9.6

A0.

1410

.1B

0.09

9.4

A0.

119.

9A

16

0th

Stre

et (N

B)

EB

-T0.

7019

.7B

0.

8125

.5C

0.58

16.1

B0.

6919

.4B

0.61

16.6

B0.

7320

.4C

0.66

17.9

B0.

7521

.3C

W

B-T

0.82

25.9

C

0.98

49.5

D*

0.57

15.9

B0.

6919

.8B

0.49

14.0

B0.

6016

.5B

0.59

16.1

B0.

7019

.4B

W

B-R

0.03

8.7

A0.

038.

7A

0.02

8.6

A0.

028.

6A

0.02

8.6

A0.

028.

6A

0.01

8.5

A0.

018.

5A

NB

-LTR

0.39

35.5

D

0.45

36.5

D0.

6243

.4D

0.69

46.7

D0.

3935

.5D

0.44

36.4

D0.

5841

.9D

0.66

45.2

D

28) J

amai

ca A

venu

e (E

-W) @

EB

-T0.

6016

.0B

0.

7019

.3B

0.54

18.7

B0.

6421

.5C

0.56

14.8

B0.

6617

.5B

0.63

20.8

C0.

7223

.9C

U

nion

Hal

l / 1

62nd

St (

SB

)E

B-R

0.07

8.6

A0.

078.

7A

0.09

12.1

B0.

1012

.2B

0.09

8.8

A0.

118.

9A

0.10

12.2

B0.

1112

.3B

WB

-T1.

0158

.9E

*1.

2113

0.3

F*

0.85

36.6

D1.

0372

.1E

*0.

6117

.0B

0.75

22.4

C0.

7728

.7C

0.91

42.9

D*

SB

-LTR

0.35

41.6

D

0.39

42.3

D0.

2534

.0C

0.29

34.5

C0.

5245

.2D

0.59

47.0

D0.

2433

.9C

0.27

34.3

C

29) J

amai

ca A

venu

e (E

-W) @

EB

-LT

0.52

12.2

B

0.61

14.2

B0.

4110

.4B

0.49

11.6

B0.

4310

.6B

0.52

12.1

B0.

4611

.1B

0.53

12.3

B

163r

d S

treet

(NB

) /E

B-R

0.11

7.6

A0.

137.

7A

0.13

7.7

A0.

147.

9A

0.22

8.6

A0.

258.

9A

0.14

7.8

A0.

168.

0A

Guy

R B

rew

er (N

-S)

WB

-LT

0.81

22.4

C

0.97

42.3

D*

0.51

12.3

B0.

6214

.7B

0.46

11.3

B0.

5713

.2B

0.52

12.3

B0.

6214

.3B

W

B-R

0.25

8.8

A0.

289.

1A

0.14

7.7

A0.

157.

9A

0.19

8.1

A0.

218.

3A

0.23

8.6

A0.

268.

8A

NB

-LTR

0.76

54.8

D

0.86

64.4

E*

0.54

44.5

D0.

6347

.9D

0.60

46.8

D0.

6950

.9D

0.53

44.4

D0.

6147

.1D

30) J

amai

ca A

venu

e (E

-W) @

EB

-T0.

499.

5A

0.

5711

.0B

0.42

10.6

B0.

5011

.9B

0.54

20.3

C0.

6523

.5C

0.52

12.0

B0.

5913

.4B

16

4th

Stre

et (S

B)

WB

-T0.

8723

.6C

1.

0149

.8D

*0.

4811

.7B

0.58

13.6

B0.

5721

.2C

0.69

24.9

C0.

5813

.3B

0.67

15.7

B

SB

-L

0.32

43.3

D

0.37

44.4

D0.

3740

.3D

0.42

41.4

D0.

2527

.0C

0.28

27.5

C0.

4241

.5D

0.48

43.0

D

SB

-R0.

2843

.2D

0.

3645

.3D

0.46

43.7

D0.

5245

.9D

0.32

28.6

C0.

3629

.6C

0.45

43.6

D0.

5246

.2D

31) J

amai

ca A

venu

e (E

-W) @

EB

-T0.

479.

2A

0.

5610

.7B

0.44

8.8

A0.

5310

.1B

0.53

20.1

C0.

6523

.4C

0.51

9.7

A0.

5911

.1B

16

5th

Stre

et (S

B)

EB

-R0.

146.

1A

0.16

6.2

A0.

095.

7A

0.10

5.8

A0.

2114

.9B

0.23

15.2

B0.

135.

9A

0.14

6.0

AW

B-L

T0.

8018

.9B

0.

9433

.9C

*0.

459.

1A

0.55

10.7

B0.

5921

.9C

0.72

26.4

C0.

5510

.5B

0.64

12.4

B

NB

-LTR

0.44

45.2

D

0.48

46.4

D0.

3242

.8D

0.35

43.5

D0.

3127

.8C

0.34

28.5

C0.

2341

.1D

0.26

41.7

D

32) J

amai

ca A

venu

e (E

-W) @

EB

-T0.

5120

.0B

0.

6122

.5C

0.52

19.9

B0.

6122

.3C

0.54

20.4

C0.

6523

.3C

0.64

22.9

C0.

7326

.3C

M

erric

k B

oule

vard

(SB

)E

B-R

0.19

14.7

B0.

2215

.1B

0.17

14.4

B0.

2014

.8B

0.18

14.5

B0.

2215

.0B

0.12

13.8

B0.

1414

.0B

WB

-LT

0.97

53.7

D*

1.39

213.

2F

*0.

6625

.0C

1.02

73.2

E*

0.61

22.8

C1.

2315

0.2

F*

0.85

36.5

D1.

3820

9.5

F*

SB

-LTR

0.48

30.0

C

0.59

32.4

C0.

3327

.5C

0.43

29.1

C0.

5731

.9C

0.69

35.1

D0.

5230

.8C

0.64

33.5

C

33) J

amai

ca A

venu

e (E

-W) @

EB

-TR

0.27

6.7

A

0.32

7.0

A0.

256.

5A

0.30

6.8

A0.

286.

7A

0.34

7.1

A0.

246.

4A

0.28

6.7

A

180t

h S

treet

WB

-LT

0.58

9.9

A

0.67

11.6

B0.

327.

1A

0.38

7.6

A0.

417.

9A

0.50

9.0

A0.

387.

6A

0.44

8.1

A

NB

-LR

0.09

39.3

D

0.10

39.5

D0.

1740

.6D

0.19

41.0

D0.

1941

.5D

0.22

42.3

D0.

1139

.4D

0.12

39.6

D

SB

-LTR

0.69

56.7

E*

0.78

63.4

E*

0.25

41.5

D0.

2842

.2D

0.66

54.8

D0.

7560

.5E

*0.

4345

.7D

0.48

47.3

D

34) A

rche

r Ave

nue

(E-W

) @E

B-L

0.28

23.1

C

0.30

24.3

C0.

1721

.0C

0.17

20.4

C0.

3224

.0C

0.37

29.2

C0.

1320

.1C

0.13

19.7

B

Sut

phin

Bou

leva

rd (N

-S)

EB

-T0.

5126

.8C

E

B-T

R0.

5225

.9C

0.30

22.3

CE

B-T

R0.

2820

.9C

0.36

23.4

CE

B-T

R0.

3926

.6C

0.19

20.6

CE

B-T

R0.

2020

.0B

E

B-R

0.40

24.6

C

0.23

21.4

C0.

2421

.6C

0.20

20.8

C

WB

-L0.

6533

.6C

W

B-L

T0.

3824

.0C

0.52

27.4

CW

B-L

T0.

2820

.9C

0.62

30.9

CW

B-L

T0.

3926

.8C

0.46

25.5

CW

B-L

T0.

2420

.4C

W

B-T

R0.

2021

.0C

W

B-R

0.24

22.8

C0.

1720

.5C

WB

-R0.

1920

.5C

0.21

21.1

CW

B-R

0.28

26.2

C0.

1520

.3C

WB

-R0.

1720

.1C

N

B-L

0.22

12.1

BN

B-L

0.13

11.7

BN

B-L

0.11

8.8

AN

B-L

0.12

11.5

B

NB

-LTR

0.75

26.5

C

NB

-TR

0.50

14.1

B0.

5420

.6C

NB

-TR

0.40

13.8

B0.

4819

.7B

NB

-TR

0.32

10.0

A0.

4419

.0B

NB

-TR

0.31

12.9

B

SB

-LTR

0.47

19.1

B

0.43

13.1

B0.

2716

.5B

0.26

12.4

B0.

4218

.4B

0.37

10.4

B0.

2316

.1B

0.22

11.9

B

35) A

rche

r Ave

nue

(E-W

) @E

B-L

TR0.

6123

.2C

0.

6725

.4C

0.45

19.2

B0.

5020

.2C

0.69

26.0

C0.

7629

.5C

0.44

18.9

B0.

4919

.8B

15

0th

Stre

et (N

-S)

WB

-L0.

9975

.8E

*1.

1813

6.7

F*

0.49

22.3

C0.

5825

.5C

0.89

54.3

D1.

0710

0.9

F*

0.51

23.0

C0.

5926

.3C

W

B-T

R0.

5120

.8C

0.

5622

.0C

0.37

18.0

B0.

4118

.6B

0.41

18.7

B0.

4619

.5B

0.43

18.8

B0.

4719

.6B

N

B-L

TR0.

5422

.0C

0.

6625

.7C

0.25

17.2

B0.

3017

.8B

0.40

19.3

B0.

4921

.2C

0.22

16.8

B0.

2517

.2B

S

B-L

TR0.

5127

.6C

0.

6230

.5C

0.47

27.2

C0.

5629

.5C

0.61

30.1

C0.

7234

.3C

0.56

29.2

C0.

6632

.4C

36) A

rche

r Ave

nue

(E-W

) @E

B-L

0.44

17.6

B

0.57

23.1

C0.

3314

.1B

0.40

15.7

B0.

5721

.2C

0.70

29.0

C0.

5720

.6C

0.68

26.1

C

Par

sons

Bou

leva

rd (N

-S)

EB

-T0.

7220

.7C

0.

8024

.2C

0.51

15.4

B0.

5616

.6B

0.57

16.5

B0.

6317

.9B

0.47

14.6

B0.

5215

.5B

W

B-T

0.43

13.2

B

0.48

13.9

B0.

2811

.7B

0.31

12.0

B0.

3712

.5B

0.41

13.0

B0.

3412

.2B

0.37

12.6

B

SB

-L0.

5027

.1C

0.

6430

.9C

0.40

25.0

C0.

4926

.8C

0.58

28.7

C0.

7133

.3C

0.56

28.3

C0.

6932

.5C

S

B-R

0.40

24.5

C

0.45

25.3

C0.

2922

.8C

0.32

23.2

C0.

3223

.2C

0.36

23.8

C0.

2422

.1C

0.26

22.4

C

37) A

rche

r Ave

nue

(E-W

) @E

B-L

T1.

0359

.1E

*1.

2815

6.4

F*

0.63

14.6

B0.

7418

.1B

0.82

23.3

C1.

0462

.5E

*0.

6715

.3B

0.79

19.9

B

160t

h S

treet

(NB

)E

B-R

0.24

8.7

A

0.27

8.9

A0.

127.

5A

0.13

7.6

A0.

319.

4A

0.34

9.8

A0.

117.

5A

0.13

7.6

A

WB

-LTR

0.80

28.3

C

1.01

58.2

E*

0.46

18.3

B0.

5219

.3B

0.65

22.1

C0.

7625

.7C

0.51

19.0

B0.

5720

.1C

N

B-L

TR0.

6435

.2D

0.

7137

.9D

0.38

29.1

C0.

4329

.9C

0.46

30.6

C0.

5131

.7C

0.37

28.9

C0.

4129

.6C

Abb

revi

atio

ns:

EB

-Eas

tbou

nd, W

B-W

estb

ound

, NB

-Nor

thbo

und,

SB

-Sou

thbo

und

L-Le

ft, T

-Thr

ough

, R-R

ight

, DfL

-Def

acto

Lef

t, E

-W: E

ast-W

est R

oadw

ay, N

-S: N

orth

-Sou

th R

oadw

ayV

/C R

atio

- V

olum

e to

Cap

acity

Rat

ioS

EC

/VE

H -

Sec

onds

per

Veh

icle

LOS

- Le

vel o

f Ser

vice

*- D

enot

es C

onge

sted

Loc

atio

n (L

OS

E o

r F, o

r v/c

ratio

> 0

.90)

*- D

enot

es L

ocat

ion

Bec

omin

g C

onge

sted

(LO

S E

or F

, or v

/c ra

tio >

0.9

0) U

nder

No-

Bui

ld C

ondi

tions

.

June

29,

200

7

Tabl

e 16

-7 (C

ontin

ued)

: 201

5 N

o-A

ctio

n Tr

affic

Con

ditio

ns a

t Sig

naliz

ed In

ters

ectio

ns

2005

Exi

stin

g20

15 N

o-A

ctio

n20

05 E

xist

ing

2015

No-

Act

ion

2005

Exi

stin

g20

15 N

o-A

ctio

n20

05 E

xist

ing

2015

No-

Act

ion

Wee

kday

AM

Pea

k H

our

Wee

kday

AM

Pea

k H

our

Wee

kday

MD

Pea

k H

our

Wee

kday

MD

Pea

k H

our

Wee

kday

PM

Pea

k H

our

Wee

kday

PM

Pea

k H

our

Satu

rday

MD

Pea

k H

our

Satu

rday

MD

Pea

k H

our

Sign

aliz

edLa

neV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SIn

ters

ectio

nG

roup

RA

TIO

(SEC

/VEH

)R

ATI

O(S

EC/V

EH)

RA

TIO

(SEC

/VEH

)R

ATI

O(S

EC/V

EH)

RA

TIO

(SEC

/VEH

)R

ATI

O(S

EC/V

EH)

RA

TIO

(SEC

/VEH

)R

ATI

O(S

EC/V

EH)

38) A

rche

r Ave

nue

(E-W

) @E

B-T

0.87

30.4

C

1.02

56.9

E*

0.58

16.6

B

0.67

19.0

B

0.71

20.6

C0.

8326

.6C

0.64

18.0

B0.

7521

.4C

U

nion

Hal

l Stre

et (S

B)

WB

-T0.

4713

.9B

0.

5214

.6B

0.52

15.5

B

0.58

16.7

B

0.44

13.4

B0.

4914

.1B

0.59

16.9

B0.

6618

.5B

S

B-L

R0.

3624

.5C

0.

4125

.4C

0.34

24.2

C

0.39

25.1

C

0.42

25.6

C0.

4726

.8C

0.36

24.5

C0.

4125

.5C

39) A

rche

r Ave

nue

(E-W

) @E

B-L

TR1.

0367

.8E

*1.

2012

8.8

F*

0.87

36.6

D

1.00

59.4

E*

0.99

57.4

E*

1.15

107.

6F

*0.

9342

.9D

*1.

0778

.9E

*G

uy R

Bre

wer

Bou

leva

rd (N

-S)

WB

-L0.

3221

.3C

0.

4327

.4C

0.36

21.1

C

0.47

25.8

C

0.61

33.3

C0.

8055

.9E

*0.

5127

.4C

0.67

40.6

D

WB

-TR

0.52

19.6

B

0.58

20.6

C0.

3517

.0B

0.

3917

.5B

0.

5119

.2B

0.56

20.1

C0.

3817

.3B

0.42

17.8

B

NB

-LTR

0.93

52.9

D*

1.07

87.3

F*

0.54

23.1

C

0.63

26.0

C

0.81

36.6

D0.

9250

.7D

*0.

6828

.5C

0.77

33.6

C

SB

-LTR

0.15

16.0

B

0.16

16.2

B0.

1415

.9B

0.

1616

.1B

0.

2617

.5B

0.30

18.0

B0.

1716

.3B

0.19

16.5

B

40) A

rche

r Ave

nue

(E-W

) @E

B-L

TR1.

0162

.5E

*1.

1912

3.3

F*

0.72

26.4

C

0.83

32.6

C

0.96

51.7

D*

1.20

128.

4F

*1.

0163

.3E

*1.

1711

6.8

F*

165t

h S

treet

(N-S

)W

B-L

TR0.

6622

.7C

0.

7324

.9C

0.44

18.2

B

0.49

18.9

B

0.66

22.6

C0.

7425

.1C

0.94

50.9

D*

1.07

84.1

F*

NB

-LTR

0.16

16.3

B

0.18

16.5

B0.

1916

.7B

0.

2116

.9B

0.

1916

.8B

0.22

17.1

B0.

3519

.0B

0.40

19.8

B

SB

-LTR

0.18

16.5

B

0.19

16.8

B0.

2117

.0B

0.

2417

.3B

0.

4621

.2C

0.51

22.5

C0.

2216

.9B

0.25

17.2

B

41) A

rche

r Ave

nue

(E-W

) @E

B-T

R0.

5720

.3C

0.

6722

.3C

0.47

18.7

B

0.54

19.8

B

0.61

21.4

C0.

7023

.7C

0.56

20.0

B0.

6521

.8C

M

erric

k B

oule

vard

(SB

)W

B-L

T0.

8028

.8C

0.

9749

.7D

*0.

5620

.7C

0.

6723

.6C

1.

0262

.5E

*1.

2012

6.5

F*

WB

-DfL

0.88

59.7

E*

WB

-DfL

1.18

147.

8F

*

WB

-T0.

6022

.4C

WB

-T0.

6624

.3C

S

B-L

TR0.

4919

.8B

0.

6222

.1C

0.33

17.7

B

0.44

19.1

B

0.53

20.4

C0.

6923

.8C

0.48

19.6

B0.

6122

.0C

42) A

tlant

ic A

venu

e (E

-W) @

EB

-TR

0.57

26.2

C

0.63

27.2

C0.

4023

.8C

0.

4424

.3C

0.

5225

.5C

0.58

26.3

C0.

6126

.9C

0.67

28.1

C

Van

Wyc

k E

xpw

y S

outh

boun

dW

B-L

0.36

26.6

C

0.43

30.8

C0.

1815

.8B

0.

2117

.1B

0.

3221

.4C

0.37

24.5

C0.

2220

.4C

0.25

23.0

C

Ser

vice

Roa

d (S

B)

WB

-LT

0.54

20.2

C

0.63

22.2

C0.

2713

.5B

0.

3113

.9B

0.

4415

.5B

0.50

16.5

B0.

3314

.2B

0.38

14.8

B

SB

-LTR

0.80

25.0

C

0.89

29.6

C0.

7727

.2C

0.

8630

.9C

1.

0151

.0D

*1.

1393

.4F

*0.

7326

.2C

0.82

28.9

C

43) A

tlant

ic A

venu

e (E

-W) @

EB

-LE

B-D

fL0.

7032

.9C

1.07

90.6

F*

0.55

23.0

C0.

9151

.3D

*E

B-D

fL0.

4521

.7C

0.98

66.7

E*

0.61

24.7

C1.

0068

.7E

*V

an W

yck

Exp

wy

Nor

thbo

und

EB

-T0.

4218

.7B

0.51

22.9

C0.

2913

.7B

0.41

20.4

C

0.39

15.2

B0.

5222

.4C

0.33

14.1

B0.

4621

.3C

S

ervi

ce R

oad

(NB

)W

B-T

R0.

6833

.1C

0.

5927

.1C

0.45

30.8

C

0.33

22.6

C

0.79

41.8

D0.

5325

.4C

0.43

30.4

C0.

3222

.4C

N

B-L

TR0.

9332

.5C

*0.

9229

.0C

*0.

9235

.0C

*0.

8022

.8C

0.

9437

.5D

*0.

8424

.3C

0.63

23.9

C0.

5317

.3B

44) 9

4th

Ave

nue

(E-W

) @E

B-L

R0.

3817

.9B

-

--

0.42

18.4

B

--

-0.

3717

.6B

--

-0.

4218

.4B

--

-S

utph

in B

oule

vard

(N-S

)W

B-L

TR0.

5019

.3B

0.

2021

.1C

0.28

16.1

B

0.09

14.5

B

0.44

18.2

B0.

1719

.4B

0.29

16.2

B0.

0914

.6B

N

B-L

0.45

17.2

BN

B-L

0.17

16.0

B

NB

-L0.

3816

.2B

NB

-L0.

1615

.7B

N

B-L

T1.

0049

.6D

*N

B-T

0.80

23.7

C0.

5712

.5B

N

B-T

0.78

29.4

C

0.71

17.1

BN

B-T

0.59

17.9

B0.

4310

.2B

NB

-T0.

6122

.8C

S

B-T

R0.

4910

.1B

S

B-T

0.44

13.1

B0.

288.

2A

S

B-T

0.21

15.7

B

0.38

9.0

AS

B-T

0.33

12.9

B0.

227.

8A

SB

-T0.

1915

.5B

S

B-R

0.13

10.4

BS

B-R

0.27

16.9

B

SB

-R0.

1611

.6B

SB

-R0.

1515

.4B

45) 9

4th

Ave

nue

(WB

) @W

B-L

TR0.

2616

.0B

0.

4123

.5C

0.22

15.6

B

0.25

16.8

B

0.22

15.6

B0.

2818

.7B

0.15

14.8

B0.

1615

.0B

15

0th

Stre

et (N

-S)

NB

-LT

0.52

11.8

B

0.52

8.3

A0.

238.

3A

0.

288.

1A

0.

339.

1A

0.37

7.9

A0.

228.

2A

0.28

8.7

A

SB

-TR

0.73

16.3

B

0.71

11.6

B0.

4610

.5B

0.

5210

.8B

0.

8019

.3B

0.84

19.5

B0.

5712

.4B

0.65

14.1

B

46) L

iber

ty A

venu

e (E

-W) @

EB

-L0.

8556

.7E

*0.

8245

.7D

0.43

18.9

B

0.41

14.5

B

0.88

71.0

E*

0.98

92.0

F*

0.48

21.0

C0.

4816

.8B

S

utph

in B

oule

vard

(N-S

)E

B-T

R0.

7618

.6B

0.

7314

.2B

0.43

13.0

B

0.41

9.6

A

0.49

13.7

B0.

4710

.2B

0.44

13.2

B0.

439.

8A

W

B-L

0.14

12.6

B

0.15

9.5

A0.

1411

.4B

0.

148.

3A

0.

1511

.6B

0.15

8.5

A0.

2212

.4B

0.21

9.3

A

WB

-TR

0.72

17.7

B

0.68

13.2

B0.

6315

.8B

0.

6011

.8B

0.

8422

.1C

0.81

16.8

B0.

6415

.9B

0.61

11.9

B

NB

-LTR

0.59

15.5

B

0.87

30.4

C0.

3212

.1B

0.

4717

.4B

0.

4213

.2B

0.64

20.7

C0.

7523

.3C

0.59

19.5

B

SB

-LTR

0.50

15.1

B

0.99

63.0

E*

0.45

14.1

B

0.69

23.9

C

0.82

25.2

C1.

6030

0.1

F*

0.54

15.4

B0.

9754

.4D

*

47) L

iber

ty A

venu

e (E

-W) @

EB

-L0.

3612

.5B

0.

5319

.5B

0.14

8.1

A

0.20

9.1

A

0.26

10.2

B0.

3914

.2B

0.13

8.0

A0.

178.

9A

15

0th

Stre

et (N

-S)

EB

-TR

0.53

10.4

B

0.62

11.7

B0.

389.

0A

0.

449.

5A

0.

479.

8A

0.55

10.7

B0.

469.

7A

0.54

10.6

B

WB

-L0.

037.

0A

0.

077.

6A

0.08

7.4

A

0.14

8.1

A

0.10

7.7

A0.

239.

7A

0.09

7.6

A0.

188.

9A

W

B-T

R0.

5711

.0B

0.

6612

.3B

0.45

9.6

A

0.52

10.4

B

0.54

10.6

B0.

6412

.1B

0.48

9.9

A0.

5610

.8B

N

B-L

TR1.

0162

.3E

*1.

1811

9.1

F*

0.48

19.6

B

0.58

22.0

C

0.72

27.4

C0.

8538

.2D

0.46

19.2

B0.

5621

.6C

S

B-L

TR0.

9449

.2D

*1.

3419

2.4

F*

0.46

18.5

B

0.54

20.1

C

0.83

32.3

C1.

0368

.6E

*0.

7526

.5C

0.89

38.3

D

48) L

iber

ty A

venu

e (E

-W) @

EB

-L0.

7752

.3D

0.

8767

.7E

*0.

2513

.8B

0.

3517

.1B

0.

5328

.6C

0.61

34.0

C0.

1511

.8B

0.21

13.1

B

Guy

R. B

rew

er B

oule

vard

(N-S

)E

B-T

R0.

6716

.5B

0.

8019

.9B

0.52

14.0

B

0.61

15.4

B

0.75

18.3

B0.

8723

.9C

0.65

16.1

B0.

7718

.9B

W

B-L

0.20

13.3

B

0.31

17.8

B0.

1511

.8B

0.

2313

.6B

0.

2415

.1B

0.37

20.0

C0.

2614

.7B

0.41

21.5

C

WB

-TR

0.97

34.6

C*

1.10

73.4

E*

0.54

14.3

B

0.63

15.6

B

0.79

19.8

B0.

9328

.6C

*0.

4813

.5B

0.56

14.6

B

NB

-LTR

0.94

45.5

D*

1.16

112.

9F

*0.

4915

.5B

0.

6018

.2B

0.

7726

.9C

0.99

60.4

E*

0.69

21.2

C0.

8330

.4C

S

B-L

0.09

10.7

B

0.10

11.0

B0.

0910

.6B

0.

1110

.9B

0.

1911

.7B

0.22

12.3

B0.

1711

.6B

0.21

12.2

B

SB

-TR

0.49

15.5

B

0.54

16.6

B0.

5216

.2B

0.

5917

.7B

0.

7824

.9C

0.87

32.3

C0.

5115

.9B

0.57

17.2

B

49) L

iber

ty A

venu

e (E

-W) @

EB

-T0.

5314

.5B

0.

6216

.0B

0.33

12.1

B

0.39

12.7

B

0.52

14.4

B0.

6015

.6B

0.55

14.8

B0.

6316

.2B

M

erric

k B

oule

vard

(SB

)E

B-R

0.31

12.5

B

0.35

13.0

B0.

1410

.7B

0.

1711

.0B

0.

3913

.5B

0.45

14.4

B0.

3412

.8B

0.38

13.4

B

WB

-L0.

3716

.8B

0.

5425

.8C

0.28

13.2

B

0.36

15.1

B

0.51

21.3

C0.

7136

.9D

0.39

17.7

B0.

5627

.4C

W

B-T

0.65

16.6

B

0.72

18.3

B0.

3111

.9B

0.

3512

.3B

0.

5014

.1B

0.56

15.0

B0.

4413

.3B

0.49

13.9

B

SB

-LTR

0.99

56.1

E*

1.16

114.

9F

*0.

7130

.6C

0.

8739

.0D

1.

0161

.2E

*1.

2515

0.8

F*

1.01

62.9

E*

1.21

133.

5F

*

Abb

revi

atio

ns:

EB

-Eas

tbou

nd, W

B-W

estb

ound

, NB

-Nor

thbo

und,

SB

-Sou

thbo

und

L-Le

ft, T

-Thr

ough

, R-R

ight

, DfL

-Def

acto

Lef

t, E

-W: E

ast-W

est R

oadw

ay, N

-S: N

orth

-Sou

th R

oadw

ayV

/C R

atio

- V

olum

e to

Cap

acity

Rat

ioS

EC

/VE

H -

Sec

onds

per

Veh

icle

LOS

- Le

vel o

f Ser

vice

*- D

enot

es C

onge

sted

Loc

atio

n (L

OS

E o

r F, o

r v/c

ratio

> 0

.90)

*- D

enot

es L

ocat

ion

Bec

omin

g C

onge

sted

(LO

S E

or F

, or v

/c ra

tio >

0.9

0) U

nder

No-

Bui

ld C

ondi

tions

.

June

29,

200

7

Tabl

e 16

-7 (C

ontin

ued)

: 201

5 N

o-A

ctio

n Tr

affic

Con

ditio

ns a

t Sig

naliz

ed In

ters

ectio

ns

2005

Exi

stin

g20

15 N

o-A

ctio

n20

05 E

xist

ing

2015

No-

Act

ion

2005

Exi

stin

g20

15 N

o-A

ctio

n20

05 E

xist

ing

2015

No-

Act

ion

Wee

kday

AM

Pea

k H

our

Wee

kday

AM

Pea

k H

our

Wee

kday

MD

Pea

k H

our

Wee

kday

MD

Pea

k H

our

Wee

kday

PM

Pea

k H

our

Wee

kday

PM

Pea

k H

our

Satu

rday

MD

Pea

k H

our

Satu

rday

MD

Pea

k H

our

Sign

aliz

edLa

neV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SV/

CD

ELA

YLO

SIn

ters

ectio

nG

roup

RA

TIO

(SEC

/VEH

)R

ATI

O(S

EC/V

EH)

RA

TIO

(SEC

/VEH

)R

ATI

O(S

EC/V

EH)

RA

TIO

(SEC

/VEH

)R

ATI

O(S

EC/V

EH)

RA

TIO

(SEC

/VEH

)R

ATI

O(S

EC/V

EH)

50) L

iber

ty A

venu

e (E

-W) @

EB

-T0.

6313

.3B

0.

7215

.6B

0.42

9.9

A0.

4810

.7B

0.69

14.6

B0.

7918

.1B

0.55

11.7

B0.

6112

.9B

D

unki

rk S

treet

EB

-R0.

319.

0A

0.

349.

3A

0.27

8.7

A0.

309.

0A

0.75

17.8

B0.

8322

.1C

0.38

9.8

A0.

4210

.3B

W

B-L

T0.

7516

.6B

0.

8622

.7C

0.40

9.7

A0.

4610

.5B

0.50

10.9

B0.

5712

.0B

0.52

11.3

B0.

5912

.5B

N

B-L

1.04

68.2

E*

1.14

105.

3F

*0.

4117

.8B

0.45

18.5

B0.

5420

.1C

0.59

21.4

C0.

5720

.9C

0.63

22.4

C

NB

-R0.

0313

.7B

0.

0313

.7B

0.01

13.5

B0.

0113

.5B

0.03

13.7

B0.

0313

.7B

0.01

13.6

B0.

0213

.6B

51) S

outh

Roa

d (E

-W) @

EB

-LTR

0.79

31.0

C

0.88

39.2

D0.

5420

.9C

0.59

22.5

C0.

6524

.0C

0.72

26.8

C0.

4619

.1B

0.51

20.1

C

Guy

R B

rew

er B

oule

vard

(N-S

)W

B-L

TR0.

3517

.0B

0.

3917

.6B

0.26

15.9

B0.

3016

.4B

0.50

19.5

B0.

5721

.0C

0.32

16.6

B0.

3617

.1B

N

B-L

TR0.

7619

.4B

0.

8828

.3C

0.41

10.3

B0.

4911

.5B

0.59

13.4

B0.

6715

.8B

0.47

10.8

B0.

5211

.7B

S

B-L

TR0.

6515

.0B

0.

7217

.6B

0.53

12.0

B0.

6113

.8B

0.77

19.1

B0.

8827

.5C

0.56

12.6

B0.

6414

.2B

52

) 107

th A

venu

e (E

-W) @

EB

-LTR

0.08

14.2

B

0.09

14.4

B0.

1114

.6B

0.13

14.7

B0.

0814

.2B

0.09

14.3

B0.

0714

.2B

0.08

14.2

B

Guy

R B

rew

er B

oule

vard

(N-S

)W

B-L

TR0.

0614

.0B

0.

0714

.1B

0.07

14.2

B0.

0814

.2B

0.08

14.2

B0.

0914

.3B

0.04

13.9

B0.

0513

.9B

N

B-L

TR0.

6614

.7B

0.

7618

.1B

0.37

9.5

A0.

4310

.2B

0.53

11.7

B0.

6013

.1B

0.45

10.5

B0.

5111

.3B

S

B-L

TR0.

5011

.5B

0.

5612

.6B

0.47

10.9

B0.

5412

.0B

0.64

14.0

B0.

7417

.0B

0.55

12.2

B0.

6213

.6B

53

) 108

th A

venu

e (E

-W) @

EB

-LTR

0.45

31.7

C

0.53

34.6

C0.

3128

.4C

0.35

29.1

C0.

4330

.9C

0.47

32.2

C0.

3729

.4C

0.45

31.4

C

Mer

rick

Bou

leva

rd (N

-S)

WB

-LTR

0.52

33.6

C

0.60

36.8

D0.

5534

.6C

0.64

38.6

D0.

4732

.1C

0.55

34.7

C0.

3428

.6C

0.40

30.2

C

NB

-L

0.20

8.8

A

0.27

10.0

B0.

067.

3A

0.07

7.5

A0.

128.

1A

0.17

9.1

A0.

107.

9A

0.17

8.9

A

NB

-TR

0.67

13.5

B

0.76

15.9

B0.

318.

8A

0.35

9.2

A0.

4410

.1B

0.50

10.8

B0.

359.

2A

0.40

9.7

A

SB

-L0.

118.

4A

0.

169.

8A

0.04

7.2

A0.

067.

3A

0.03

7.1

A0.

047.

2A

0.04

7.2

A0.

057.

3A

S

B-T

R0.

349.

1A

0.

409.

6A

0.32

8.9

A0.

399.

6A

0.46

10.3

B0.

5511

.5B

0.41

9.8

A0.

4810

.6B

Abb

revi

atio

ns:

EB

-Eas

tbou

nd, W

B-W

estb

ound

, NB

-Nor

thbo

und,

SB

-Sou

thbo

und

L-Le

ft, T

-Thr

ough

, R-R

ight

, DfL

-Def

acto

Lef

t, E

-W: E

ast-W

est R

oadw

ay, N

-S: N

orth

-Sou

th R

oadw

ayV

/C R

atio

- V

olum

e to

Cap

acity

Rat

ioS

EC

/VE

H -

Sec

onds

per

Veh

icle

LOS

- Le

vel o

f Ser

vice

*- D

enot

es C

onge

sted

Loc

atio

n (L

OS

E o

r F, o

r v/c

ratio

> 0

.90)

*- D

enot

es L

ocat

ion

Bec

omin

g C

onge

sted

(LO

S E

or F

, or v

/c ra

tio >

0.9

0) U

nder

No-

Bui

ld C

ondi

tions

.

June

29,

200

7

Tabl

e 16

-8: 2

015

No-

Act

ion

Traf

fic C

ondi

tions

at U

nsig

naliz

ed In

ters

ectio

ns

2005

Exi

stin

g20

15 N

o-A

ctio

n20

05 E

xist

ing

2015

No-

Act

ion

2005

Exi

stin

g20

15 N

o-A

ctio

n20

05 E

xist

ing

2015

No-

Act

ion

Wee

kday

AM

Pea

k H

our

Wee

kday

AM

Pea

k H

our

Wee

kday

MD

Pea

k H

our

Wee

kday

MD

Pea

k H

our

Wee

kday

PM

Pea

k H

our

Wee

kday

PM

Pea

k H

our

Satu

rday

MD

Pea

k H

our

Satu

rday

MD

Pea

k H

our

Uns

igna

lized

Lane

V/C

DEL

AY

LOS

V/C

DEL

AY

LOS

V/C

DEL

AY

LOS

V/C

DEL

AY

LOS

V/C

DEL

AY

LOS

V/C

DEL

AY

LOS

V/C

DEL

AY

LOS

V/C

DEL

AY

LOS

Inte

rsec

tion

Gro

upR

ATI

O(S

EC/V

EH)

RA

TIO

(SEC

/VEH

)R

ATI

O(S

EC/V

EH)

RA

TIO

(SEC

/VEH

)R

ATI

O(S

EC/V

EH)

RA

TIO

(SEC

/VEH

)R

ATI

O(S

EC/V

EH)

RA

TIO

(SEC

/VEH

)

54) J

amai

ca A

venu

e (E

-W) @

EB

-LT

0.16

12.8

B

0.20

14.6

B0.

038.

7A

0.03

9.0

A0.

048.

6A

0.05

9A

0.10

9.8

A0.

1210

.5B

17

8th

Stre

et (S

B)

WB

-LT

0.03

8.6

A

0.03

8.9

A0.

039.

1A

0.04

9.6

A0.

069.

1A

0.07

9.6

A0.

028.

4A

0.02

8.6

A

NB

-LT

0.50

55.4

F*

0.80

123.

6F

*0.

1317

.8C

0.17

20.7

C0.

1720

.3C

0.22

25.2

D0.

2025

.4D

0.27

32.7

D

NB

-TR

0.51

46.9

E*

0.81

107.

3F

*0.

1015

.5C

0.13

17.6

C0.

1818

.4C

0.24

22.5

C0.

2220

.4C

0.30

25.5

D

Abb

revi

atio

nsE

B-E

astb

ound

, WB

-Wes

tbou

nd, N

B-N

orth

boun

d, S

B-S

outh

boun

dL-

Left,

T-T

hrou

gh, R

-Rig

ht, D

fL-D

efac

to L

eft,

E-W

: Eas

t-Wes

t Roa

dway

, N-S

: Nor

th-S

outh

Roa

dway

V/C

Rat

io -

Vol

ume

to C

apac

ity R

atio

SE

C/V

EH

- S

econ

ds p

er V

ehic

leLO

S -

Leve

l of S

ervi

ce*

- Den

otes

Con

gest

ed L

ocat

ion

(LO

S E

or F

, or v

/c ra

tio >

0.9

0)*

- Den

otes

Loc

atio

n B

ecom

ing

Con

gest

ed (L

OS

E o

r F, o

r v/c

ratio

> 0

.90)

Und

er N

o-B

uild

Con

ditio

ns.

June

29,

200

7

Table 16-92015 No-Action Off-Street Parking Utilization


2015 No-Action Accessory Capacity and Demand at Projected Development Sites and No-Action Development Projects


Accessory Accessory Public Accessory Accessory Public Accessory Accessory PublicCapacity Demand Demand (1) Capacity Demand Demand (1) Capacity Demand Demand (1)

Downtown Jamaica Core 3,047 1,593 0 3,047 2,101 0 3,047 1,279 0Hillside Avenue (East) 209 161 0 209 212 -3 209 20 0Sutphin Blvd (South) 802 286 0 802 703 0 802 131 0Jamaica Avenue (East) 146 128 0 146 261 -115 146 68 0Guy R. Brewer (South) 79 56 0 79 75 0 79 44 0Merrick Boulevard (South) 16 47 -31 16 83 -67 16 1 0Other Areas 28 13 0 28 18 0 28 16 0

Total 4,327 2,284 -31 4,327 3,453 -185 4,327 1,559 0

2015 No-Action Public Parking Demand



Downtown Jamaica Core 4,947 2,632 2,315 53% 4,947 4,810 137 97% 3,428 1,575 1,853 46%Hillside Avenue (East) 341 367 -26 108% 341 603 -262 177% 291 149 142 51%Sutphin Blvd (South) 160 114 47 71% 160 177 -17 111% 40 4 36 10%Jamaica Avenue (East) 0 0 0 -- 0 115 -115 -- 0 0 0 --Guy R. Brewer (South) 0 0 0 -- 0 0 0 -- 0 0 0 --Merrick Boulevard (South) 0 31 -31 -- 0 67 -67 -- 0 0 0 --Other Areas 0 0 0 -- 0 0 0 -- 0 0 0 --

5,448 3,143 2,305 58% 5,448 5,772 -324 106% 3,759 1,727 2,032 46%


June 29, 2007


16-17

utilization rate of 46 percent, even though much of the parking supply would continue to be closed during the overnight period, as is the case under Existing conditions.

ON-STREET PARKING

Curbside metered parking spaces in the study area would also have increased use under No-Action conditions. It is expected that the metered parking utilization would increase to capacity from 91 percent under Existing conditions due to the one percent per year background growth.

D. FUTURE WITH THE PROPOSED ACTIONS (WITH-ACTION) This section provides an analysis of traffic and parking conditions in the future with the proposed actions (the With-Action condition). As described in detail in Chapter 1, “Project Description,” the proposed actions are projected to stimulate approximately 3,565 new dwelling units, 3.1 million square feet of retail/commercial space, and 245,000 sf of community facility space, and a reduction of 379,700 sf of industrial space over No-Action conditions. These new developments, located at 186 sites within the proposed action area, would displace existing industrial uses and smaller residential and commercial uses on these sites. The analysis in this section examines future traffic and parking conditions in 2015 with the full build-out of the proposed projected development scenario.

TRIP GENERATION

The proposed actions are expected to result in approximately 3,565 dwelling units, 3.1 million square feet of retail/commercial space, and 245,000 sf of community facility space, and a reduction of 379,700 sf of industrial space. 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 acceptable CEQR criteria, standard professional references, and studies that have been done for similar uses. These sources were supplemented by 2000 Census data and recent data from other sources. Trip generation rates and modal split factors used in forecasting the travel demand from projected development sites are presented in Tables 16-10 and 16-10a.

As shown in Tables 16-11 and 16-11a, the projected developments resulting from the proposed actions, would generate a net total of 1,366 new inbound and 729 new outbound vehicle trips in the AM peak hour (auto, taxi and truck), 618 new inbound and 587 new outbound vehicle trips in the midday, 846 new inbound and 1,826 new outbound vehicle trips in the PM peak hour, and 836 new inbound and 735 new outbound vehicle trips in the Saturday midday peak hour.

Net project-generated trips by subway would total 977 inbound and 984 outbound in the AM peak hour, 1,025 inbound and 999 outbound in the midday peak hour, 1,333 inbound and 1,640 outbound in the PM peak hour, and 1,457 inbound and 1,239 outbound in the Saturday midday peak hour. Trips by bus would total 1,058 inbound and 603 outbound in the AM peak hour, 1,062 inbound and 1,008 outbound in the midday peak hour, 1,086 inbound and 1,782 outbound in the PM peak hour, and 1,534 inbound and 1,283 outbound in the Saturday midday peak hour. Trips by Long Island Rail Road at Jamaica Station (Sutphin Boulevard at Archer Avenue) would total 215 inbound and 53 outbound in the AM peak hour, 16 inbound and 15 outbound in the midday peak hour, 52 inbound and 263 outbound in the PM peak hour, and 37 inbound and 30 outbound in the Saturday midday peak hour. Trips by walking-only, bicycle or other non-vehicular modes would total 766 inbound and 586 outbound in the AM peak hour, 3,506 inbound and 4,239 outbound in the midday peak hour, 1,442 inbound and 1,728 outbound in the

Jamaica Plan EIS

16-18

PM peak hour, and 1,795 inbound and 1,625 outbound in the Saturday midday peak hour. The probable impacts of the proposed actions on the subway, bus and pedestrian modes are discussed in detail in Chapter 17, “Transit and Pedestrians.”

TRIP ASSIGNMENT

For trip assignment purposes, the 186 projected development sites identified in this study were grouped by location. Many of the projected development sites would be located along the same blocks, therefore, 55 groups were defined and utilized for trip assignment purposes. Figure 16-12 shows these 55 groups. Figures 16-13 through 16-16 show the assignment of net project increment traffic (autos, taxis and trucks) to the study area street network during the AM, midday, PM and Saturday midday peak hours, respectively. Auto and taxi trips to and from projected developments were assigned to the proposed action area portals based on census origin/destination survey data. Auto and taxi trips were then assigned via the most direct routes to and from each development site block. Truck trips were assigned to designated truck routes within the study area, and then via the most direct path on the local street network to and from each development site.

VEHICULAR TRAFFIC

Figures 16-17 through 16-20 show the AM, midday, PM and Saturday midday peak hour traffic networks in the 2015 future with the proposed actions. The volumes shown are the combination of the net incremental traffic generated by the proposed actions and the 2015 No-Action 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 acceptable 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, and 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. 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 actions 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 intersection). 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 16-12 and 16-13 show the AM, midday, PM and Saturday midday peak hour volume-to-capacity ratios, delays and levels of service at signalized and unsignalized study area intersections, respectively, in the 2015 future with the proposed actions. 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 16-14.

Tab

le 1

6-10

: T

rans

port

atio

n P

lann

ing

Fac

tors

Indu

stri

alH

otel

Com

mun

ity F

acili

tyN

eigb

orho

od R

etai

lD

esti

nati

on R

etai

lR

esid

enti

alO

ffic

eL

and

Use

:M

isce

llane

ous

gsf

-379

,752

room

s22

5gs

f24

5,18

0gs

f32

8,26

0gs

f85

0,84

6D

U3,

565

gsf

1,72

8,60

8Si

ze/U

nits

:

(10)

(9)

(8)

(7)

(5)

(2)

(1)

9.54

5.82

205

758.

075

18W

eekd

ayT

rip

Gen

erat

ion:

1.81

8.61

205

100

7.67

80.

9Sa

turd

aype

r 1,0

00 s

fpe

r roo

mpe

r 1,0

00 s

fpe

r 1,0

00 s

fpe

r du

per 1

,000

sf

(10)

(9)

(7)

(5)

(2)

(1)

Tem

pora

l Dis

trib

utio

n:13

.2%

6.6%

3.1%

2.3%

9.1%

11.8

%A

M11

.0%

8.3%

19.0

%8.

7%4.

7%14

.5%

MD

14.2

%7.

7%9.

6%8.

9%10

.7%

13.7

%PM

10.7

%8.

5%9.

5%11

.5%

8.2%

15.0

%Sa

tMD

(3)

(9)

(7)

(5)

(3)

(3)

MD

AM

/PM

/Sat

MD

AM

/PM

/Sat

Mod

al S

plits

:2.

0%46

.3%

30.1

%2.

0%20

.0%

29.0

%2.

0%46

.3%

Aut

o1.

0%0.

9%12

.3%

3.0%

1.0%

0.8%

1.0%

0.9%

Taxi

7.0%

16.5

%18

.9%

6.0%

23.0

%39

.2%

7.0%

16.5

%Su

bway

7.0%

21.7

%5.

5%6.

0%33

.0%

19.8

%7.

0%21

.7%

Bus

83.0

%8.

2%33

.2%

83.0

%23

.0%

9.0%

83.0

%8.

2%W

alk

0.0%

6.4%

0.0%

0.0%

0.0%

2.2%

0.0%

6.4%

Rai

l10

0.0%

100.

0%10

0.0%

100.

0%10

0.0%

100%

100.

0%

(4)

(9)

(7)

(5)

(2)

(1)

Out

InO

utIn

Out

InO

utIn

Out

InO

utIn

In/O

ut S

plits

:12

.0%

88.0

%59

.0%

41.0

%50

%50

%39

%61

%80

.0%

20.0

%4%

96%

AM

50.0

%50

.0%

32.0

%68

.0%

50%

50%

45%

55%

49.0

%51

.0%

61%

39%

MD

76.0

%24

.0%

41.0

%59

.0%

50%

50%

53%

47%

35.0

%65

.0%

95%

5%PM

53.0

%47

.0%

44.0

%56

.0%

50%

50%

45%

55%

50.0

%50

.0%

40%

60%

Sat M

D

(10)

(9)

(7)

(6)

(3)

(1)

Veh

icle

Occ

upan

cy:

1.30

1.6

2.00

2.30

1.15

1.42

Aut

o1.

301.

42.

002.

301.

401.

42Ta

xi

(4)

(4)

(4)

(4)

(4)

(4)

Tru

ck T

rip

Gen

erat

ion:

0.67

0.10

0.35

0.35

0.06

0.29

per 1

,000

sf

per 1

,000

sf

per 1

,000

sf

per 1

,000

sf

per D

Upe

r 1,0

00 s

f

(4)

(4)

(4)

(4)

(4)

(4)

14.0

%12

.2%

7.7%

7.7%

12.2

%9.

6%A

M8.

6%8.

7%11

.0%

11.0

%8.

7%11

.0%

MD

1.0%

0.0%

1.0%

1.0%

1.0%

2.0%

PM-

--

--

-Sa

t MD

Out

InO

utIn

Out

InO

utIn

Out

InO

utIn

50.0

%50

.0%

50.0

%50

.0%

50.0

%50

.0%

50.0

%50

.0%

50.0

%50

.0%

50.0

%50

.0%

AM

/MD

/PM

No

tes

:

Wee

kday

trip

rate

bas

ed o

n P

ushk

arev

& Z

upan

, "U

rban

Spa

ce fo

r Ped

estr

ian,

" 19

75. S

atur

day

rate

is b

ased

on

Col

iseu

m F

EIS

, Jul

y 19

97. V

ehic

le o

ccup

ancy

bas

ed o

n D

ownt

own

Bro

okly

n D

evel

opm

ent F

EIS

, Apr

il 20

04.

(1)

Wee

kday

Trip

Rat

e an

d T

empo

ral D

istr

ibut

ion:

Pus

hkar

ev &

Zup

an, "

Urb

an S

pace

for P

edes

tria

n,"

1975

. S

atur

day

Rat

e an

d T

empo

ral D

istr

ibut

ion:

ITE

Lan

d U

se C

ode

(220

) apa

rtm

ent r

ate

varia

tion

betw

een

wee

kday

and

Sat

urda

y.

(2)

In a

nd O

ut s

plit:

Dow

ntow

n B

rook

lyn

Dev

elop

men

t FE

IS, A

pril

2004

(Wee

kday

AM

and

PM

in/o

ut s

plit

cons

iste

nt w

ith IT

E L

and

Use

220

- A

part

men

t).

Res

iden

tial m

odal

spl

it is

bas

ed o

n 20

00 c

ensu

s jo

urne

y-to

-wor

k da

ta. O

ffice

and

Indu

stria

l mod

al s

plit

is b

ased

on

2000

cen

sus

reve

rse

jour

ney-

to-w

ork.

Mid

day

offic

e/in

dust

rial m

ode

is b

ased

on

Dow

ntow

n B

rook

lyn

FE

IS (A

pril

2004

).(3

)

Fed

eral

Hig

hway

Adm

inis

trat

ion,

"C

urbs

ide

Pic

kup

and

Del

iver

y an

d A

rter

ial T

raffi

c Im

pact

s,"

1981

.(4

)

Des

tinat

ion

Ret

ail t

rip r

ate

is d

eriv

ed fr

om IT

E r

ates

. Mod

e sp

lit fr

om O

ne J

amai

ca C

ente

r E

AS

199

8. 3

5% li

nked

trip

s ar

e as

sum

ed in

dem

and

fore

cast

sum

mar

y ba

sed

on p

lann

ing

fact

ors

deriv

ed fr

om IT

E L

and

Use

Cod

e 82

0 eq

uatio

ns.

(5)

Bas

ed o

n tr

avel

sur

veys

, con

duct

ed b

y P

HA

in N

ovem

ber 1

994,

for t

he N

orth

ern

Bou

leva

rd S

tore

s F

EIS

, Sep

tem

ber 1

995.

(6)

2001

CE

QR

Tec

hnic

al M

anua

l. 70

% li

nked

trip

are

app

lied

in th

e de

man

d fo

reca

st s

umm

ary

base

d on

sur

vey

with

in B

ronx

ches

ter

Ret

ail T

echn

ical

Mem

oran

dum

, Feb

ruar

y 20

04.

(7)

See

sep

arat

e tr

ip g

ener

atio

n su

mm

ary

(Tab

le 1

6-10

a) fo

r di

ffere

nt ty

pes

of c

omm

unity

faci

litie

s.(8

)

Bas

ed o

n M

arrio

t Hot

el T

rans

port

atio

n S

urve

y, A

KR

F, A

ugus

t 199

9. U

se o

f JF

K A

irTra

in is

incl

uded

in s

ubw

ay m

ode.

(9)

ITE

Lan

d U

se c

ode

(110

) Lig

ht In

dust

rial.

(10)

Ju

ne 2

9, 2

007

Tab

le 1

6-10

a :

Tra

nspo

rtat

ion

Pla

nnin

g F

acto

rs fo

r C

omm

unit

y F

acili

ties

Com

mun

ity C

ente

rH

ouse

of W

orsh

ipM

edic

al O

ffic

eH

ospi

tal

Prof

essi

onal

sch

ool

Soci

al S

ervi

ce O

ffic

eL

and

Use

:

gsf

13,4

53gs

f98

,757

gsf

13,3

58gs

f57

,841

gsf

35,6

00gs

f26

,171

Size

/Uni

ts:

(6)

(9

)(7

)V

isito

rsSt

aff

(5)

(4)

(1)

4819

.18

33.6

1036

.99

26.6

018

Wee

kday

Tri

p G

ener

atio

n:19

(Sun

= 7

7.12

)21

.83

14.5

4.3

24.6

910

.87

0.9

Satu

rday

per 1

,000

sf

per 1

,000

sf

per 1

,000

sf

per 1

,000

sf

per 1

,000

sf

per 1

,000

sf

(9)

(7)

(6)

(5)

(4)

(1)

Tem

pora

l Dis

trib

utio

n:7.

1%7.

9%6.

0%24

.0%

6.8%

7.2%

11.8

%A

M10

.0%

4.0%

9.0%

17.0

%8.

4%10

.7%

14.5

%M

D7.

2%7.

2%5.

0%24

.0%

6.7%

12.6

%13

.7%

PM14

.2%

15.8

%9.

0%17

.0%

19.3

%12

.6%

15.0

%Sa

t MD

(10)

(8)

(6)

(5)

(4)

(2)

MD

AM

/PM

/Sat

Mod

al S

plits

:5.

0%29

.0%

25.0

%20

.0%

47.0

%10

.0%

2.0%

46.3

%A

uto

1.0%

0.8%

25.0

%10

.0%

24.0

%2.

0%1.

0%0.

9%Ta

xi3.

0%39

.2%

29.0

%30

.0%

5.0%

57.0

%7.

0%16

.5%

Subw

ay6.

0%19

.8%

11.0

%30

.0%

13.0

%21

.0%

7.0%

21.7

%B

us85

.0%

9.0%

10.0

%10

.0%

11.0

%10

.0%

83.0

%8.

2%W

alk

0.0%

2.2%

0.0%

0.0%

0.0%

0.0%

0.0%

6.4%

Rai

l10

0.0%

100.

0%10

0.0%

100.

0%10

0.0%

100.

0%10

0%10

0.0%

(9)

(7)

(6)

(5)

(4)

(1)

Out

InO

utIn

Out

InO

utIn

Out

InO

utIn

In/O

ut S

plits

:39

.0%

61.0

%46

%54

%6%

94%

33%

67%

6.0%

94.0

%4%

96%

AM

45.0

%55

.0%

50%

50%

50%

50%

50%

50%

54.0

%46

.0%

61%

39%

MD

71.0

%29

.0%

48%

52%

88%

12%

67%

33%

56.0

%44

.0%

95%

5%PM

51.0

%49

.0%

29%

71%

50%

50%

50%

50%

43.0

%57

.0%

40%

60%

Sat M

D

(2)

(2)

(6)

(5)

(4)

(1)

Veh

icle

Occ

upan

cy:

1.65

1.65

1.65

1.00

1.65

1.50

1.42

Aut

o1.

401.

401.

201.

401.

401.

501.

42Ta

xi

(3)

(3)

(3)

(3)

(3)

(3)

Tru

ck T

rip

Gen

erat

ion:

0.29

0.29

0.29

0.29

0.29

0.29

per 1

,000

sf

per 1

,000

sf

per 1

,000

sf

per 1

,000

sf

per 1

,000

sf

per 1

,000

sf

(3)

(3)

(3)

(3)

(3)

(3)

9.6%

9.6%

9.6%

9.6%

9.6%

9.6%

AM

11.0

%11

.0%

11.0

%11

.0%

11.0

%11

.0%

MD

1.0%

1.0%

1.0%

1.0%

1.0%

1.0%

PM-

--

--

-Sa

t MD

Out

InO

utIn

Out

InO

utIn

Out

InO

utIn

50.0

%50

.0%

50.0

%50

.0%

50.0

%50

.0%

50.0

%50

.0%

50.0

%50

.0%

50.0

%50

.0%

AM

/MD

/PM

Not

es :

Pus

hkar

ev &

Zup

an, "

Urb

an S

pace

for P

edes

trian

," 19

75. S

atur

day

rate

is b

ased

on

Col

isue

m F

EIS

. Veh

icle

occ

upan

cy b

ased

on

DO

T E

CO

sur

vey

for D

ownt

own

Bro

okly

n.(1

)

Soc

ial S

ervi

ce o

ffice

mod

al s

plit

is b

ased

on

2000

cen

sus

reve

rse

jour

ney-

to-w

ork.

Mid

day

offic

e m

ode

is b

ased

on

Dow

ntow

n B

rook

lyn

FEIS

(Apr

il 20

04).

(2)

Fede

ral H

ighw

ay A

dmin

istra

tion,

"C

urbs

ide

Pic

kup

and

Del

iver

y an

d A

rteria

l Tra

ffic

Impa

cts,

" 19

81.

(3)

Trip

rate

(wee

kday

) and

tem

pora

l dis

tribu

tions

are

bas

ed o

n M

etro

Tech

FE

IS, 1

987

(Uni

vers

ity).

Sat

urda

y ra

te d

eriv

ed fr

om th

e ra

tio o

f wee

kday

to S

atur

day

rate

s of

ITE

Lan

d U

se C

ode

(540

) Jun

ior/C

omm

unity

Col

lege

.(4

)

PH

A tr

ansp

orta

tion

plan

ning

fact

ors

base

d on

are

a m

ode

split

s fo

r oth

er u

ses.

Trip

rate

s an

d te

mpo

ral d

istri

butio

n ba

sed

on th

e IT

E L

and

Use

cod

e (6

10) H

ospi

tal.

Mod

al s

plit

and

vehi

cle

occu

panc

y ba

sed

Chi

ldre

n's

Hos

pita

l at M

onte

fiore

EA

S.

(5)

Bas

ed o

n 50

6 E

ast 7

6th

Stre

et R

ezon

ing

DE

IS. S

atur

day

rate

bas

ed o

n IT

E L

and

Use

Cod

e (6

30) C

linic

trip

ratio

bet

wee

n w

eekd

ay a

nd S

atur

day.

(6)

Bas

ed o

n th

e IT

E L

and

Use

cod

e (5

60) C

hurc

h. S

unda

y ra

te is

not

use

d in

the

anal

ysis

(7)

Bas

ed o

n 20

00 C

ensu

s Jo

urne

y-to

-Wor

k da

ta.

(8)

Bas

ed o

n th

e IT

E L

and

Use

cod

e (4

95) R

ecre

atio

nal C

omm

unity

Cen

ter .

(9)

Bas

ed o

n "C

olis

eum

Red

evel

opm

ent F

SE

IS,"

July

199

7 (H

ealth

Clu

b) a

nd a

djus

ted

for l

ocal

con

ditio

ns.

(10)

Tab

le 1

6-11

: P

eak

Hou

r D

eman

d Fo

reca

st fo

r th

e Pr

opos

ed A

ctio

n w

ith L

inke

d T

rips

THIS

TA

BLE

HA

S B

EE

N R

EV

ISE

D F

OR

TH

E F

EIS

To

tal N

etIn

du

stri

alH

ote

lC

om

mu

nity

Fac

ility

Nei

gb

orh

oo

d R

etai

lD

esti

nat

ion

Ret

ail

Res

iden

tial

Off

ice

Land

Use

:D

eman

dM

isce

llane

ous

Pea

k H

our T

rips:

8,00

8-4

7886

524

62

6

958

2,

620

3,67

2A

M13

,588

-399

109

552

3,

836

3,

625

1,

353

4,51

2M

D13

,142

-514

101

566

1,

938

3,

709

3,

080

4,26

3P

M11

,564

-74

165

732

1,91

86,

345

2,

245

233

Sun

MD

Per

son

Trip

s:O

utIn

Out

InO

utIn

Out

InO

utIn

Out

InO

utIn

Out

In79

11,

836

-27

-195

1511

4611

36

675

117

608

152

681,

632

Aut

oA

M50

87-1

-46

413

359

94

617

41

32Ta

xi98

497

7-9

-70

107

3499

1919

8613

482

220

524

583

Sub

way

603

1,05

8-1

2-9

13

223

6719

1912

319

341

510

432

765

Bus

586

766

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517

1227

5926

026

086

134

189

4712

289

Wal

k53

215

-4-2

70

02

50

00

046

129

226

Rai

lway

/LIR

R3,

068

4,94

1-5

8-4

2151

3614

637

831

331

337

458

52,

096

524

147

3,52

6T

otal

Out

InO

utIn

Out

InO

utIn

Out

InO

utIn

Out

InO

utIn

685

758

-4-4

1022

6767

3838

326

399

192

200

5535

Aut

oM

D13

713

7-2

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929

2958

5816

205

628

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xi99

91,

025

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714

6357

115

115

375

459

260

270

193

123

Sub

way

1,00

81,

062

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24

4240

115

115

538

658

131

137

193

123

Bus

4,23

93,

506

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-165

1225

8173

1,59

21,

592

375

459

6062

2,28

41,

460

Wal

k15

160

00

01

10

00

015

150

0R

ailw

ay/L

IRR

7,08

36,

504

-199

-199

3574

283

267

1918

1918

1631

1994

663

690

2752

1760

Tot

al

Out

InO

utIn

Out

InO

utIn

Out

InO

utIn

Out

InO

utIn

2,54

41,

059

-181

-57

1218

112

5119

1939

334

931

358

11,

875

99A

uto

PM

129

85-4

-15

734

1429

2920

189

1636

2Ta

xi1,

640

1,33

3-6

5-2

08

1194

6258

5845

240

142

378

567

035

Sub

way

1,78

21,

086

-85

-27

23

6634

5858

649

575

213

396

879

46B

us1,

728

1,44

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014

2061

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197

180

332

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alk

263

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00

52

00

00

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259

14R

ailw

ay/L

IRR

8,08

75,

056

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4159

373

192

969

969

1,96

61,

744

1,07

82,

002

4,05

121

3T

otal

Out

InO

utIn

Out

InO

utIn

Out

InO

utIn

Out

InO

utIn

1,06

31,

262

-18

-16

2228

100

142

1919

571

698

325

325

4365

Aut

oS

at M

D11

312

4-0

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1137

3929

2929

359

91

1Ta

xi1,

239

1,45

7-6

-614

1762

122

5858

657

803

440

440

1523

Sub

way

1,28

31,

534

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45

4575

5858

942

1,15

222

222

220

30B

us1,

625

1,79

5-3

-324

3143

5679

679

665

780

310

110

18

11W

alk

3037

-2-2

00

25

00

00

2525

69

Rai

lway

/LIR

R5,

354

6,20

9-3

9-3

572

9229

044

095

995

92,

855

3,49

01,

122

1,12

293

140

Tot

al

Veh

icle

Trip

s :

Out

InO

utIn

Out

InO

utIn

Out

InO

utIn

Out

InO

utIn

629

1,26

6-2

1-1

509

729

743

332

5152

813

248

1,14

9A

uto

(Tot

al)

AM

3158

0-3

43

825

55

23

123

122

Taxi

6060

Tax

i (ba

lanc

ed)

3939

-18

-18

00

33

44

1111

1414

2424

Tru

ck72

91,

366

-38

-171

1310

4010

312

1246

6555

414

973

1,19

5T

otal

Out

InO

utIn

Out

InO

utIn

Out

InO

utIn

Out

InO

utIn

412

444

-3-3

614

4242

1919

142

174

167

174

3925

Aut

o (T

otal

)M

D81

80-2

-23

621

2129

297

94

419

12Ta

xi12

112

1T

axi (

bala

nced

)53

53-1

1-1

10

04

46

616

1610

1027

27T

ruck

587

618

-15

-15

920

6767

5454

165

199

181

188

8665

Tot

al

Out

InO

utIn

Out

InO

utIn

Out

InO

utIn

Out

InO

utIn

1,71

573

5-1

39-4

48

1173

3210

1017

115

227

250

51,

320

69A

uto

(Tot

al)

PM

7949

-3-1

45

2310

1515

98

611

261

Taxi

104

104

Tax

i (ba

lanc

ed)

77

-1-1

00

00

11

11

11

55

Tru

ck1,

826

846

-143

-46

1116

9743

2525

181

161

279

517

1,35

176

Tot

al

Out

InO

utIn

Out

InO

utIn

Out

InO

utIn

Out

InO

utIn

632

734

-14

-12

1417

6187

1010

248

303

283

283

3046

Aut

o (T

otal

)S

at M

D66

72-0

-06

827

2714

1412

156

61

1Ta

xi10

310

3T

axi (

bala

nced

)0

00

00

00

00

00

00

00

0T

ruck

735

836

-14

-13

2025

8811

424

2426

131

928

928

931

47T

otal

Tot

alO

utIn

Tot

al V

ehic

le2,

095

729

1,36

6A

M1,

205

587

618

MD

2,67

21,

826

846

PM

1,57

173

583

6S

at M

D

June

29,

200

7

Dem

and

To

tal N

et

Tab

le 1

6-11

a :

Com

mun

ity

Fac

iliti

es D

eman

d F

orec

ast S

umm

ary

Co

mm

un

ity

Cen

ter

Ho

use

of W

ors

hip

Med

ical

Off

ice

Ho

spit

alP

rofe

ssio

nal

sch

oo

lS

oci

al S

ervi

ce O

ffic

eLa

nd U

se:

gsf

13,4

53gs

f98

,757

gsf

13,3

58gs

f57

,841

gsf

35,6

00gs

f26

,171

Siz

e/U

nits

:

Vis

itor

Sta

ffP

eak

Hou

r Trip

s:52

446

150

27

32

146

68

56A

M55

265

76

4023

17

9

101

68M

D56

646

137

22

32

144

11

965

PM

732

3634

117

1027

5

494

Sun

MD

Per

son

Trip

s:O

utIn

Out

InO

utIn

Out

InO

utIn

Out

InO

utIn

4611

31

120

231

1223

460

61

25A

uto

AM

1335

00

11

19

1223

01

00

Taxi

3499

11

2732

116

25

237

09

Sub

way

2367

12

1416

112

613

113

012

Bus

2759

1524

67

06

511

06

04

Wal

k2

50

02

20

00

00

00

3R

ailw

ay/L

IRR

146

378

1828

6980

455

4998

464

253

Tot

al

Out

InO

utIn

Out

InO

utIn

Out

InO

utIn

Out

In67

671

211

117

742

425

51

1A

uto

MD

2929

00

00

66

2121

11

00

Taxi

6357

11

1515

99

44

3127

32

Sub

way

4240

22

88

66

1212

1110

32

Bus

8173

2530

33

33

1010

55

3522

Wal

k1

10

01

10

00

00

00

0R

ailw

ay/L

IRR

283

267

2935

3839

3131

8989

5547

4227

Tot

al

Out

InO

utIn

Out

InO

utIn

Out

InO

utIn

Out

In11

251

21

1921

111

4522

75

281

Aut

oP

M34

140

01

18

123

111

11

0Ta

xi94

621

026

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25

238

3010

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ay66

342

113

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113

614

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1B

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2928

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65

111

57

55

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alk

52

00

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00

00

00

40

Rai

lway

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319

233

1366

7249

697

4667

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otal

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Out

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utIn

Out

In10

014

21

129

703

365

652

31

1A

uto

Sat

MD

3739

00

12

33

3333

01

00

Taxi

6212

21

139

954

47

712

160

0S

ubw

ay45

751

120

482

218

184

60

0B

us43

5616

159

221

115

152

30

0W

alk

25

00

25

00

00

00

00

Rai

lway

/LIR

R29

044

018

1899

242

1313

138

138

2128

12

Tot

al

Veh

icle

Trip

s :

Out

InO

utIn

Out

InO

utIn

Out

InO

utIn

Out

In29

741

112

141

1014

280

41

17A

uto

(Tot

al)

AM

825

00

00

07

817

01

00

Taxi

33

00

11

00

11

00

00

Tru

ck40

103

11

1315

117

2346

16

118

Tot

al

Out

InO

utIn

Out

InO

utIn

Out

InO

utIn

Out

In42

421

17

75

525

254

31

0A

uto

(Tot

al)

MD

2121

00

00

55

1515

11

00

Taxi

44

00

22

00

11

11

00

Tru

ck67

671

18

810

1041

425

41

1T

otal

Out

InO

utIn

Out

InO

utIn

Out

InO

utIn

Out

In73

321

012

139

127

144

320

1A

uto

(Tot

al)

PM

2310

00

01

51

178

11

00

Taxi

00

00

00

00

00

00

00

Tru

ck97

431

012

1314

244

215

420

1T

otal

Out

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utIn

Out

InO

utIn

Out

InO

utIn

Out

In61

871

117

432

239

391

20

1A

uto

(Tot

al)

Sat

MD

2727

00

11

22

2424

00

00

Taxi

00

00

00

00

00

00

00

Tru

ck88

114

11

1844

44

6363

22

01

Tot

al

Tot

alO

utIn

Tot

al V

ehic

le14

340

103

AM

134

6767

MD

140

9743

PM

202

8811

4S

at M

D

JAM

AIC

A

168TH PL

DO

UG

LAS

AV

104T

H A

V

LIBE

RTY

AV

168TH ST169TH ST

105T

H A

V

106T

H A

V

MERRICK BL

165TH ST

SOUT

H RD

GUY R BREWER BL

104T

H RD

164TH ST

164TH PL

166TH ST

108T

H RD

108T

H DR

109T

H A

V

109T

H R

D

169TH PL

167TH ST

109T

H R

D

109T

H D

R

160TH ST

U. H. ST

JAM

AIC

A AV

158T

H ST

160TH ST

UNION HALL ST

BEAV

ER R

D

TUCKERTON ST157T

H ST

159TH ST

GU

INZB

UR

G R

D10

7TH

AV

156TH ST

155TH ST

107T

H AV157TH ST

154TH ST

108T

H AV

150TH ST

153RD ST

LIBERTY

AV

WAL

THAM

ST

SUTP

HIN

BL

106T

H AV

105T

H AV

88TH

AV

HIL

LSID

E AV

168TH ST

89TH

AV

90TH

AV

165TH ST

164TH ST

88TH

AV

MERRICK BL

163RD ST

162ND ST

91ST

AV

161ST ST

88TH

AV 90

TH A

V

90TH

RD

155TH ST

153RD ST

148TH ST

SUTPHIN BL

88TH

AV

146TH ST

145TH ST

88TH

RD

138TH ST

90TH

AV

LOW

E C

T

149TH ST

89TH

AV

JAM

AIC

A A

V

138TH ST

150TH ST

148TH ST

146TH ST

147TH PL

ARC

HER

AV

91ST

AV

90TH

AV

144TH PL

143RD ST

94TH

AV

ARC

HER

AV

139TH ST

138TH PL

97TH

AV149TH ST

148TH ST

147TH PL95

TH A

V

SUTPHIN BL


138TH PL

ALLENDALE ST

BRISBIN ST

REMINGTON ST

CRESSKILL PL

101S

T AV

161ST ST

160TH ST

152ND ST

HIL

LSID

E A

V

159TH ST

84TH

DR

151ST ST

139TH ST

150TH ST

GLENN AV

NORMAL RD

84TH DR

PERSH

ING CR

85TH

DR

85TH

AV

86TH

CR

HIG

HLA

ND

AV

167TH ST

PAVO

RD

BURDEN CR

86TH

RD164TH ST

86TH

AV

166TH ST

84TH DR

165TH ST

85TH

RD

149TH ST

MAIN ST 84TH

DR

85TH

RD

87TH

RD

86TH

AV

144TH ST

85TH

DR

87TH

AV

86TH

AV

138TH ST

87TH

RD

86TH

RD

86TH

AV

150TH ST

87TH

AV

143RD ST

148TH ST

QUEENS BL139TH ST

87T

H R

D

87TH

AV

87TH

DR

HIL

LSID

E AV

134TH ST

91ST

AV

89TH

AV 135TH ST

92N

D A

V132ND ST

91ST

AV

ATLA

NTI

C A

V

95TH

AV

97TH

AV


133RD ST

134TH ST

132ND ST

131ST ST

130TH ST

136TH ST

KEW

GAR

DEN

S R

DM

ETR

O. A

V

JAM

AIC

A A

V

Park

ing L

ot19

13

0

7380

80

8016

192

272

771

442

121

464

36

121

458

120 6

443

121

916

7

58-6

384

0

14

17 112

1

282

382

121

121515

5 -15

373 -3

0-1 0

149

309

00

273

44211

14 1

262

52

10125

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17

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2 -6

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372

616

962

449

9 21

091

272

0-3

190

86 108

6

826

1

2-2

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8 182

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1

3-3

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173 8

17

45017

4 216

8

81

45 2168 0

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-8 168

45

130

3014

59

130 2

0

27

43 18

130 2

2

23

15 41

24523

391

33

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0 7

5130

42

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2 -20

1

26

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18

20 -86

2-1

96

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520

2

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1

20-1

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1

2420 50

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11256

-81

9839

26910

23 215

79

980

91

5

520

8-1

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16218

1049

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3

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5

166

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0 41350

69

34264915

7

117812

690

3270

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134

19

2129

3 656211

34

7264

5

527

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42

150TH ST

52125

315

0

46

16

5

626

155

10

16-3

2869

2

30-23

-1

90

86 0

41

0

455 25

PARSONS

121

133RD ST

LIR

R

LIR

R

PARS

ONS

BL

LIR

RY

OR

KC

OLL

EG

E

YO

RK

CO

LLE

GE

-14

168TH PL

181ST ST

180TH ST

179TH PL

179TH ST

178TH ST

88TH

AV

98-1

50

164

79

-1

790

148

1-1

100

49

2

51

90TH

AV

89TH

AV

MID

LAN

D 64

15

LIB

ER

TY A

V

DUNKIRK ST

183RD ST

109T

H AV

108T

H D

R

93R

D A

V

90TH

AV

AV

E

PK

WY

JAM

AIC

A AV 168TH ST

MERRICK BL

YO

RK

CO

LLE

GE

YO

RK

CO

LLE

GE

YO

RK

CO

LLE

GE2

265

0

0

0

00

0

- A

naly

zed

Inte

rsec

tion

Lege

nd:

Jam

aica

Pla

n E

IS20

15 N

et P

roje

ct In

crem

ent T

raffi

c V

olum

es -

AM

Pea

k H

our

Fig

ure

16-1

3

6/29

/07

TH

IS F

IGU

RE

HA

S B

EE

N R

EV

ISE

D F

OR

TH

E F

EIS

JAM

AIC

A

168TH PL

DO

UG

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84TH DR

165TH ST

85TH

RD

149TH ST

MAIN ST 84TH

DR

85TH

RD

87TH

RD

86TH

AV

144TH ST

85TH

DR

87TH

AV

86TH

AV

138TH ST

87TH

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86TH

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86TH

AV

150TH ST

87TH

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148TH ST

QUEENS BL139TH ST

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134TH ST

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91

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189

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5915296

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91

106296

177 50

135122

168

82 59265

381

107

12886

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105

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83

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3638 464

4

27250

4482

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389 120

104

57188

6072 23

43035

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2621512

70 439 150

83 505 103

88141261

6110129

31 676

9 622

10810238

610 7664

3 103 63

5584

16123

538 9756

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18915

135 592186 595

592

642

139152

635

110

618 18

52024

106

Park

ing L

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6953

22

557

71

6858

9 98

568 112

583

7379 16

1

3125753

28154

185

42 95 86

10035

65

176

22 279

4 250 67

3829424

550

191

402

85 505 18

31 636 91

2213045

539

65911069

57 419

91

97128107

337713

158

592

19

14321

8318

3311

46 427 38

3660

102

315080

5562

740

232

528

424 191

75632

87

1368

170 452

58

91325

9

20 39 18148

105431

6485

888

112 62

5

295

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311

5239

87

75

51828

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49 810 29

15718

70

265115

110

25797

50

5540

60229

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62

38 175

811

761 72438

231

544

345

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773

494

34567854

998

307

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258

356

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87578

107

121

359

565 95538

131

237

762395

233

143

376

693 20

7

263

130

526400

0856256

150TH ST

36215

22

1712

18410

157

33

31

4413

5

3777

18

15431

18

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49

112 4

84

109742

781

205

295

1058

779171

107

956

212

122

694

6020

42

77318

46

4929

33

681

36

4

1233 151

52

PARSONS

225

53

133RD ST

LIR

R

LIR

R

PARS

ONS

BL

LIR

RY

OR

KC

OLL

EG

E

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159355

168TH PL

181ST ST

180TH ST

179TH PL

179TH ST

178TH ST

88TH

AV

797

2168

80 474 9

38127

1223

70

2012

50

1595747

956 83

102 983

53

3540

832

13

574 7

420

1127

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73

90TH

AV

89TH

AV

MID

LAN

D 505

451

827

9

3056

LIB

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TY A

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DUNKIRK ST

183RD ST

109T

H AV

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YO

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400

- A

naly

zed

Inte

rsec

tion

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nd:

Jam

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Pla

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ith-A

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n T

raffi

c V

olum

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Sat

urda

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EIS


16-19

Signalized Intersections As shown in Table 16-12, the AM peak hour would have the highest number of impacted signalized intersections with 30, followed by the PM, Saturday midday and weekday midday, with 26, 19 and 17, respectively. The following provides a discussion of the impacted intersections by corridor. Measures to mitigate traffic impacts are presented in Chapter 22, “Mitigation.”

Hillside Avenue Corridor

At the intersection of Hillside Avenue and the Van Wyck Expressway Southbound Service Road, the intersection would have impacted movements during all analyzed peak hours. In the AM peak hour, the eastbound approach would be impacted by project traffic remaining at LOS E (72.3 seconds of delay under With-Action conditions versus 60 seconds of delay under No-Action conditions), and westbound left turn movement would be impacted by project traffic remaining at LOS F (314.2 seconds of delay under With-Action conditions versus 253.2 seconds of delay under No-Action conditions). In the midday peak hour, the southbound approach would be impacted, operating at LOS E (78.3 seconds of delay), compared with a No-Action LOS D (49.7 seconds of delay). In the PM peak hour, the eastbound approach would be impacted by project traffic, operating at LOS E (58.6 seconds of delay) compared with LOS D (53.6 seconds of delay) under No-Action conditions. The westbound left turn movement would be impacted by project traffic with the LOS remaining F and delay increasing to 294.9 seconds from 268.1 seconds under No-Action conditions. In the Saturday midday peak hour, the westbound left turn movement would be impacted operating at LOS E (56.8 seconds of delay), compared with LOS D under No-Action conditions (46.2 seconds of delay), and the southbound approach would worsen to LOS F (102.1 seconds of delay) from LOS E (55.2 seconds of delay).

The intersection of Hillside Avenue and the Van Wyck Expressway Northbound Service Road would have impacted movements during all analyzed peak hours. The Eastbound left turn movement would be significantly impacted during the AM peak hour with the LOS remaining F, but the delay increasing to 106.0 seconds from 89.4 seconds. The westbound right turn movement in the AM peak hour would fall to LOS F (117.6 seconds of delay) from a No-Action LOS D (44.7 seconds of delay). The northbound approach would also be impacted in the AM peak hour with the No-Action LOS E (75.6 seconds of delay) worsening to LOS F (104.1 seconds of delay). In the midday peak hour, the westbound right turn approach would be impacted with the delay increasing from 32.2 seconds (LOS C) to 45.5 seconds (LOS D). In the PM peak hour, the northbound approach would be impacted with the delay increasing from 48.6 seconds (LOS D) to 66.4 seconds (LOS E). In the Saturday midday peak hour, the northbound approach would also be impacted with the delay increasing from 40.6 seconds (LOS D) under No-Action conditions to 46.9 seconds (LOS D) under With-Action conditions.

The intersection of Hillside Avenue and Queens Boulevard would have impacted movements during all four analyzed peak hours. In the AM peak hour, the eastbound left-turn movement, westbound left turn movement, and northbound through-right turn approach would be impacted. The delay on the eastbound left-turn would increase from 89.5 seconds to 343.7 seconds (remains LOS F). The delay on the westbound left turn movement would increase from 36.6 seconds (LOS D) to 65.7 seconds (LOS E). The delay at the northbound through-right turn approach would increase from 70.8 seconds to 75.2 seconds (remains LOS E). In the midday peak hour, the eastbound left-turn movement, the eastbound through-right turn approach, and westbound through lanes would be impacted. The delay on the eastbound left turn movement would increase from 139.7 seconds to 142.3 seconds (remains LOS F), the delay on the

Jamaica Plan EIS

16-20

eastbound through-right approach would increase from 47.5 seconds (LOS D) to 67.1 seconds (LOS E), the delay on the westbound left turn movement would increase from 53.9 seconds (LOS D) to 71.5 seconds (LOS E). In the PM and Saturday midday peak hours, significant impacts are expected on the eastbound approaches and the westbound left turn and through movements. In the PM peak hour, the eastbound left turn movement would remain at LOS F with the delay increasing from 533.9 seconds under No-Action conditions to 548.3 seconds under With-Action conditions. The eastbound through-right turn LOS would worsen from E (58.4 seconds of delay) to F (138.7 seconds of delay). The westbound left movement delay would increase from 42.3 seconds (LOS D) under No-Action conditions to 55.7 seconds (LOS E) under With-Action conditions. The westbound through movement would remain at LOS D with the delay increasing from 42.4 seconds under No-Action conditions to 50.6 seconds under With-Action conditions. In the Saturday midday peak hour the eastbound left turn movement would remain at LOS F, with the delay increasing from 245.5 seconds (No-Action) to 278.9 seconds (With-Action). The eastbound through-right turn lane group would operate at LOS F (125.2 seconds of delay), compared to LOS E (73.2 seconds of delay) under No-Action conditions. The westbound left turn delay would increase from 46.3 seconds (LOS D) to 53.9 (LOS D) seconds as a result of the increase in project traffic. The westbound through movement would operate at LOS E (56.8 seconds), compared with LOS D (42.5 seconds) under No-Action conditions.

The westbound left turn movement and the northbound right turn movement would be impacted in all analyzed peak hours at the intersection of Hillside Avenue and Sutphin Boulevard. The westbound left turn movement No-Action delay would increase from 55.0 seconds (LOS E) to 410.6 seconds (LOS F), from 29.3 seconds (LOS C) to 53.8 seconds (LOS D), from 61.4 seconds (LOS E) to 176.9 seconds (LOS F), and from 31.6 seconds (LOS C) to 61.8 seconds (LOS E) in the AM, midday, PM and Saturday midday peak hours, respectively. The northbound right turn movement No-Action delay would increase from 53.1 seconds (LOS D) to 66.5 seconds (LOS E), from 51.9 seconds (LOS D) to 66.1 seconds (LOS E), from 51.7 seconds (LOS D) to 469.9 seconds (LOS F), and from 48.2 seconds (LOS D) to 58.9 seconds (LOS E), in the AM, midday, PM and Saturday midday peak hours, respectively.

The intersection at Hillside Avenue and 148th Street would have impacted movements during the AM and midday peak hours. The westbound through movement would be impacted during the AM peak hour with the No-Action delay of 23.3 seconds (LOS C) increasing to 98.0 seconds (LOS F). The northbound approach would be impacted in the AM and midday peak hours with the No-Action delay of 65.9 seconds increasing to 70.0 seconds (remains LOS E) in the AM peak hour and a No-Action delay of 110.2 seconds (LOS F) increasing to 113.2 seconds (LOS F) in the midday peak hour.

The Hillside Avenue/150th Street intersection would have impacted movements during the all analyzed peak hours. In the AM peak hour the westbound left turn No-Action LOS D (49.5 seconds of delay) would fall to LOS F (157.5 seconds of delay) under With-Action conditions. The westbound through and right turn lane group would decline from LOS D (45.4 seconds of delay) without the proposed actions to LOS F (151.1 seconds of delay) with the proposed actions. In the midday peak hour, the eastbound left turn delay would increase from 29.1 seconds (LOS C) without the proposed actions to 57.9 seconds (LOS E) with the proposed actions. The westbound left turn movement would worsen from LOS C (23.7 seconds of delay) without the proposed actions to LOS E (65.8 seconds of delay) with the proposed actions. In the PM peak hour, the eastbound left turn delay of 93.3 seconds (LOS F) under No-Action conditions would increase to 214.5 (LOS F) seconds under With-Action conditions. The delay

Tabl

e 16

-12:

201

5 W

ith-A

ctio

n Tr

affic

Con

ditio

ns a

t Sig

naliz

ed In

ters

ectio

nsTH

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AB

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23.7

C0.

8865

.8E

*1.

1213

4.5

F2.

8891

2.2

F*

0.72

34.9

C1.

2216

7.6

F*

WB

-TR

1.01

45.4

D1.

2815

1.1

F*

0.70

15.8

B0.

7918

.7B

0.73

16.6

B0.

8219

.9B

0.63

13.9

B0.

7416

.7B

SB

-LT R

0.98

80.9

F0.

9880

.9F

0.64

46.9

D0.

6446

.9D

0.57

44.3

D0.

5744

.3D

0.59

45.2

D0.

5945

.2D

7) H

illsi

de A

venu

e (E

-W) @

EB

-T0.

7316

.7B

0.81

19.3

B0.

6815

.0B

0.76

17.4

B0.

7817

.9B

1.06

58.8

E*

0.66

14.6

B0.

7617

.3B

153r

d S

treet

(NB

)W

B-T

0.89

23.9

C1.

1386

.8F

*0.

6013

.4B

0.69

15.2

B0.

6414

.2B

0.73

16.2

B0.

5813

.0B

0.69

15.2

BN

B-L

0.

6750

.6D

0.72

53.8

D0.

5545

.3D

0.58

46.5

D0.

3339

.2D

0.36

39.8

D0.

3339

.3D

0.37

40.3

DN

B- R

0.46

42.5

D0.

4943

.3D

0.36

39.9

D0.

3640

.0D

NB

-LR

0.39

40.6

DN

B-L

R0.

4141

.1D

0.55

45.4

D0.

5745

.9D

NB

- R0.

4141

.4D

NB

-R0.

4241

.6D

8) H

illsi

de A

venu

e (E

-W) @

EB

-L0.

8583

.6F

0.94

99.3

F*

0.63

48.8

D0.

7867

.0E

*0.

8168

.1E

1.22

182.

3F

*0.

6854

.8D

0.84

78.9

E*

Par

sons

Bou

leva

rd (N

-S)

EB

-T0.

8029

.0C

0.89

35.1

D0.

7727

.5C

0.88

33.6

C0.

9339

.1D

1.26

151.

7F

*0.

8229

.7C

0.95

41.4

DE

B- R

0.44

20.8

C0.

4420

.8C

0.27

17.6

B0.

2717

.6B

0.30

18.0

B0.

3018

.1B

0.19

16.3

B0.

1916

.3B

WB

-L0.

4735

.2D

0.52

43.1

D0.

4131

.4C

0.46

40.0

D0.

5951

.6D

0.63

58.3

E*

0.38

34.5

C0.

4545

.5D

*W

B-T

R1.

2213

5.3

F1.

5226

5.0

F*

0.93

40.1

D1.

0566

.8E

*1.

0054

.1D

1.11

87.8

F*

0.96

43.9

D1.

1188

.9F

*N

B-L

0.

5950

.9D

0.58

50.5

D0.

3639

.0D

0.38

39.7

D0.

4241

.1D

0.45

42.2

D0.

3840

.6D

0.42

42.1

DN

B-T

0.92

70.4

E0.

9474

.8E

*0.

4738

.7D

0.48

38.9

D0.

6544

.7D

0.67

45.5

D0.

3836

.3D

0.40

36.8

DN

B- R

0.37

36.9

D0.

3837

.1D

0.38

37.4

D0.

4137

.9D

0.53

41.7

D0.

5743

.1D

0.27

34.7

C0.

3235

.6D

SB

-L

0.88

96.3

F0.

9912

5.4

F*

0.55

45.7

D0.

5948

.1D

0.75

64.1

E0.

8985

.3F

*0.

3637

.9D

0.44

40.8

DS

B- T

0.73

49.3

D0.

7148

.2D

0.58

42.4

D0.

5942

.8D

0.59

42.4

D0.

6143

.0D

0.72

48.6

D0.

7449

.5D

SB

- R0.

4138

.1D

0.61

45.0

D0.

3235

.9D

0.39

37.6

D0.

3636

.8D

0.44

38.6

D0.

2434

.2C

0.32

35.7

D

9) H

illsi

de A

venu

e (E

-W) @

EB

-T0.

6714

.9B

0.74

16.6

B0.

6514

.4B

0.73

16.4

B0.

7918

.3B

1.04

50.5

D*

0.65

14.4

B0.

7617

.0B

161s

t Stre

et (N

B)

WB

-T0.

8823

.4C

1.09

70.9

E*

0.60

13.3

B0.

6714

.9B

0.63

14.0

B0.

7115

.8B

0.58

13.0

B0.

6814

.9B

NB

-L

0.30

38.8

D0.

3539

.8D

0.31

39.0

D0.

3239

.1D

0.36

39.8

D0.

3138

.8D

0.45

42.3

D0.

4743

.0D

NB

- R0.

5344

.5D

0.57

45.9

D0.

6851

.3D

0.69

51.6

DN

B-L

R0.

4341

.9D

NB

-LR

0.41

41.4

D0.

7656

.4E

0.78

57.6

EN

B- R

0.61

48.3

DN

B-R

0.58

47.1

D

10) H

illsi

de A

venu

e (E

-W) @

EB

-TR

0.78

15.1

B0.

8618

.5B

0.78

15.1

B0.

8618

.9B

0.96

29.3

C1.

2011

1.8

F*

0.79

15.2

B0.

8920

.8C

162n

d S

treet

(SB

)W

B-L

0.72

38.2

D0.

9179

.1E

*0.

5625

.2C

0.76

54.2

D*

1.63

366.

3F

1.87

464.

4F

*0.

8767

.9E

1.38

252.

4F

*W

B-T

0.84

17.7

B1.

0551

.6D

*0.

5810

.3B

0.65

11.6

B0.

6110

.7B

0.69

12.3

B0.

5710

.0A

0.66

11.7

BS

B-L

T R0.

8871

.6E

0.87

71.2

E0.

4044

.0D

0.40

44.0

D0.

7659

.1E

0.76

59.3

E0.

3943

.7D

0.39

43.8

D

Abb

revi

atio

ns:

EB

-Eas

tbou

nd, W

B-W

estb

ound

, NB

-Nor

thbo

und,

SB

-Sou

thbo

und

L-Le

ft, T

-Thr

ough

, R-R

ight

, DfL

-Def

acto

Lef

t, E

-W: E

ast-W

est R

oadw

ay, N

-S: N

orth

-Sou

th R

oadw

ayV

/C R

atio

- V

olum

e to

Cap

acity

Rat

ioS

EC

/VE

H -

Sec

onds

per

Veh

icle

LOS

- Le

vel o

f Ser

vice

*- D

enot

es Im

pact

ed L

ocat

ions

.

June

29,

200

7

Tabl

e 16

-12:

201

5 W

ith-A

ctio

n Tr

affic

Con

ditio

ns a

t Sig

naliz

ed In

ters

ectio

nsTH

IS T

AB

LE H

AS

BEE

N R

EVIS

ED F

OR

TH

E FE

IS20

15 N

o-A

ctio

n20

15 W

ith A

ctio

n20

15 N

o-A

ctio

n20

15 W

ith A

ctio

n20

15 N

o-A

ctio

n20

15 W

ith A

ctio

n20

15 N

o-A

ctio

n20

15 W

ith A

ctio

nW

eekd

ay A

M P

eak

Hou

rW

eekd

ay A

M P

eak

Hou

rW

eekd

ay A

M P

eak

Hou

rW

eekd

ay M

D P

eak

Hou

rW

eekd

ay P

M P

eak

Hou

rW

eekd

ay P

M P

eak

Hou

rSa

turd

ay M

D P

eak

Hou

rSa

turd

ay M

D P

eak

Hou

rSi

gnal

ized

Lane

V/C

DEL

AY

LOS

V/C

DEL

AY

LOS

V/C

DEL

AY

LOS

V/C

DEL

AY

LOS

V/C

DEL

AY

LOS

V/C

DEL

AY

LOS

V/C

DEL

AY

LOS

V/C

DEL

AY

LOS

Inte

rsec

tion

Gro

upR

ATI

O(S

EC/V

EH)

RA

TIO

(SEC

/VEH

)R

ATI

O(S

EC/V

EH)

RA

TIO

(SEC

/VEH

)R

ATI

O(S

EC/V

EH)

RA

TIO

(SEC

/VEH

)R

ATI

O(S

EC/V

EH)

RA

TIO

(SEC

/VEH

)

11) H

illsi

de A

venu

e (E

-W) @

EB

-T0.

6211

.0B

0.70

12.6

B0.

5810

.3B

0.65

11.6

B0.

8417

.5B

1.02

43.0

D0.

7614

.1B

0.85

17.8

B16

5th

Stre

et-S

outh

(NB

)W

B-T

0.76

14.1

B0.

9122

.4C

0.49

9.1

A0.

5610

.0A

0.59

10.3

B0.

6711

.8B

0.60

10.5

B0.

6812

.1B

NB

-L

0.21

40.3

D0.

2140

.3D

0.25

41.1

D0.

2541

.1D

0.17

39.6

D0.

1739

.6D

0.22

40.4

D0.

2240

.4D

NB

- R0.

3243

.1D

0.32

43.1

D0.

4045

.3D

0.40

45.3

D0.

5450

.4D

0.55

50.5

D0.

4045

.3D

0.40

45.3

D

12) H

illsi

de A

venu

e (E

-W) @

EB

-L0.

3721

.8C

0.43

28.9

C0.

116.

7A

0.12

6.9

A0.

198.

2A

0.22

9.0

A0.

127.

2A

0.14

7.7

A17

8th

Stre

et (N

B)

EB

-T0.

6010

.6B

0.64

11.4

B0.

509.

2A

0.53

9.6

A0.

7513

.9B

0.85

17.7

B0.

5910

.4B

0.63

11.0

BW

B-T

R0.

8819

.4B

0.96

28.2

C0.

488.

9A

0.52

9.3

A0.

5610

.0A

0.61

10.7

B0.

6010

.5B

0.64

11.2

BN

B-L

T R1.

0610

9.5

F1.

0510

7.8

F0.

6350

.6D

0.62

50.4

D0.

9073

.5E

0.90

74.0

E0.

8263

.8E

0.82

63.8

ES

B-L

R0.

4046

.5D

0.43

47.5

D0.

1940

.3D

0.20

40.4

D0.

3846

.0D

0.39

46.3

D0.

1639

.6D

0.17

39.7

D

13) H

illsi

de A

venu

e (E

-W) @

EB

-L1.

0812

2.1

F1.

0812

2.1

F0.

8153

.5D

0.81

53.5

D0.

9070

.4E

0.90

70.4

E0.

6128

.9C

0.61

28.9

C18

0th

Stre

et/M

idla

nd P

kwy

(SB

)E

B-T

R0.

7513

.7B

0.79

15.0

B0.

5710

.1B

0.59

10.4

B0.

7012

.5B

0.79

15.0

B0.

488.

9A

0.51

9.2

AW

B-T

R0.

9425

.8C

1.02

41.6

D0.

7112

.7B

0.74

13.4

B0.

6611

.6B

0.70

12.5

B0.

509.

2A

0.54

9.6

AS

B-L

0.

3442

.1D

0.34

42.1

D0.

1739

.1D

0.17

39.1

D0.

4043

.3D

0.40

43.3

D0.

1739

.1D

0.17

39.1

DS

B- R

1.03

109.

6F

1.03

109.

6F

0.53

48.6

D0.

5348

.6D

0.73

58.9

E0.

7358

.9E

0.41

44.7

D0.

4144

.7D

14) 8

9th

Ave

nue

(WB

)W

B-L

TR0.

9251

.0D

0.96

58.7

E*

0.84

39.9

D0.

8540

.1D

0.89

45.0

D0.

8842

.7D

0.50

22.2

C0.

5022

.3C

Sut

phin

Bou

leva

rd (N

-S)

NB

-LT

0.53

10.1

B0.

6011

.6B

0.48

9.3

A0.

5510

.4B

0.43

8.8

A0.

8320

.3C

0.33

7.6

A0.

408.

3A

SB

-TR

0.63

12.2

B1.

0146

.5D

*0.

479.

2A

0.56

10.6

B0.

5911

.1B

0.67

12.9

B0.

418.

4A

0.50

9.6

A

15) 8

9th

Ave

nue

(WB

)W

B-L

T 0.

6819

.3B

0.71

20.2

C0.

5615

.9B

0.57

16.0

B0.

5315

.2B

0.52

15.1

B0.

4213

.4B

0.42

13.4

B15

0th

Stre

et (S

B)

SB

-TR

0.71

20.5

C0.

7522

.7C

0.51

15.2

B0.

5515

.9B

0.61

17.5

B0.

6518

.5B

0.46

14.3

B0.

5115

.2B

16) 8

9th

Ave

nue

(WB

) @W

B-T

R0.

5214

.9B

0.53

15.2

B0.

4013

.0B

0.40

13.1

B0.

4012

.9B

0.39

12.8

B0.

4012

.9B

0.40

12.9

B15

3rd

Stre

et (N

B)

NB

-LT

0.71

19.1

B0.

7219

.5B

0.52

14.7

B0.

5214

.8B

0.55

15.3

B0.

5715

.6B

0.19

10.9

B0.

2111

.0B

17) 8

9th

Ave

nue

(WB

) @W

B-L

TR0.

6625

.8C

0.70

27.2

C0.

5722

.8C

0.57

22.9

C0.

5923

.1C

0.56

22.5

C0.

6524

.6C

0.65

24.6

CP

arso

ns B

oule

vard

(N-S

)N

B-L

T0.

428.

0A

0.43

8.1

A0.

347.

2A

0.35

7.2

A0.

417.

8A

0.43

8.0

A0.

256.

4A

0.27

6.5

AS

B-T

0.

7715

.6B

0.77

15.4

B0.

529.

5A

0.53

9.5

A0.

6511

.7B

0.66

12.0

B0.

418.

0A

0.42

8.1

AS

B-R

0.17

6.1

A0.

176.

1A

0.16

6.0

A0.

166.

0A

0.12

5.7

A0.

125.

8A

0.10

5.6

A0.

115.

6A

18) 8

9th

Ave

nue

(WB

) @W

B-T

R0.

5515

.4B

0.54

15.0

B0.

3712

.5B

0.37

12.6

B0.

3812

.7B

0.39

12.8

B0.

3812

.6B

0.40

12.8

B16

1st S

treet

(NB

)N

B-L

T0.

3412

.4B

0.34

12.4

B0.

4714

.1B

0.47

14.1

B0.

5715

.9B

0.58

16.0

B0.

6217

.0B

0.63

17.1

B

19) 8

9th

Ave

nue

(WB

) @W

B-L

T 0.

3612

.7B

0.36

12.6

B0.

3112

.0B

0.31

12.0

B0.

3812

.8B

0.37

12.6

B0.

3312

.1B

0.33

12.2

B16

2nd

Stre

et (S

B)

SB

-TR

0.55

15.6

B0.

5214

.9B

0.39

13.0

B0.

3913

.0B

0.49

14.5

B0.

5415

.2B

0.39

13.1

B0.

4113

.3B

20) 8

9th

Ave

nue

(WB

) @W

B-T

R0.

3913

.1B

0.38

13.0

B0.

3913

.0B

0.39

13.1

B0.

4613

.9B

0.48

14.2

B0.

3712

.7B

0.38

12.8

B16

3rd

Stre

et (N

B)

NB

-LT

0.72

19.7

B0.

7721

.7C

0.35

12.4

B0.

3612

.5B

0.51

14.7

B0.

4914

.3B

0.47

14.0

B0.

4814

.2B

21) J

amai

ca A

venu

e (E

-W) @

EB

-T0.

4519

.6B

0.45

19.6

B0.

5020

.5C

0.52

20.9

C0.

5521

.5C

0.59

22.5

C0.

7026

.0C

0.72

27.0

CV

an W

yck

Exp

wy

Sou

thbo

und

EB

-R0.

4319

.5B

0.54

22.0

C0.

3517

.9B

0.37

18.3

B0.

3117

.3B

0.34

17.6

B0.

1114

.7B

0.14

15.0

BS

ervi

ce R

oad

(SB

)W

B-L

0.62

23.0

C0.

6624

.9C

0.74

32.0

C0.

7835

.9D

0.64

28.4

C0.

6832

.5C

0.29

23.5

C0.

3125

.3C

WB

-T

0.31

10.0

A0.

3410

.4B

0.40

11.1

B0.

4311

.5B

0.42

11.3

B0.

5112

.6B

0.33

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June

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Tabl

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3824

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WB

-T0.

4025

.0C

0.28

20.9

C0.

3321

.6C

0.39

26.8

C0.

4928

.6C

0.24

20.4

C0.

3021

.1C

WB

-R0.

2422

.8C

0.29

23.6

C0.

1920

.5C

0.22

20.8

C0.

2826

.2C

0.35

27.5

C0.

1720

.1C

0.21

20.7

CN

B-L

0.22

12.1

B0.

3415

.8B

0.13

11.7

B0.

1511

.9B

0.11

8.8

A0.

159.

3A

0.12

11.5

B0.

1411

.7B

NB

-TR

0.50

14.1

B0.

5615

.1B

0.40

13.8

B0.

4714

.7B

0.32

10.0

A0.

6314

.2B

0.31

12.9

B0.

3813

.7B

SB

-LT R

0.43

13.1

B0.

6617

.1B

0.26

12.4

B0.

3213

.0B

0.37

10.4

B0.

4811

.8B

0.22

11.9

B0.

2812

.6B

35) A

rche

r Ave

nue

(E-W

) @E

B-L

T R0.

6725

.4C

0.69

25.9

C0.

5020

.2C

0.50

20.3

C0.

7629

.5C

0.78

30.2

C0.

4919

.8B

0.49

19.9

B15

0th

Stre

et (N

-S)

WB

-L1.

1813

6.7

F1.

1914

3.1

F*

0.58

25.5

C0.

5825

.4C

1.07

100.

9F

1.08

103.

9F

*0.

5926

.3C

0.60

26.6

CW

B-T

R0.

5622

.0C

0.61

23.3

C0.

4118

.6B

0.44

19.0

B0.

4619

.5B

0.46

19.5

B0.

4719

.6B

0.49

19.9

BN

B-L

T R0.

6625

.7C

0.75

30.5

C0.

3017

.8B

0.33

18.2

B0.

4921

.2C

0.54

22.2

C0.

2517

.2B

0.30

17.8

BS

B-L

T R0.

6230

.5C

0.86

44.1

D0.

5629

.5C

0.64

31.8

C0.

7234

.3C

0.76

36.3

D0.

6632

.4C

0.76

37.2

D

Abb

revi

atio

ns:

EB

-Eas

tbou

nd, W

B-W

estb

ound

, NB

-Nor

thbo

und,

SB

-Sou

thbo

und

L-Le

ft, T

-Thr

ough

, R-R

ight

, DfL

-Def

acto

Lef

t, E

-W: E

ast-W

est R

oadw

ay, N

-S: N

orth

-Sou

th R

oadw

ayV

/C R

atio

- V

olum

e to

Cap

acity

Rat

ioS

EC

/VE

H -

Sec

onds

per

Veh

icle

LOS

- Le

vel o

f Ser

vice

*- D

enot

es Im

pact

ed L

ocat

ions

.

June

29,

200

7

Tabl

e 16

-12:

201

5 W

ith-A

ctio

n Tr

affic

Con

ditio

ns a

t Sig

naliz

ed In

ters

ectio

nsTH

IS T

AB

LE H

AS

BEE

N R

EVIS

ED F

OR

TH

E FE

IS20

15 N

o-A

ctio

n20

15 W

ith A

ctio

n20

15 N

o-A

ctio

n20

15 W

ith A

ctio

n20

15 N

o-A

ctio

n20

15 W

ith A

ctio

n20

15 N

o-A

ctio

n20

15 W

ith A

ctio

nW

eekd

ay A

M P

eak

Hou

rW

eekd

ay A

M P

eak

Hou

rW

eekd

ay M

D P

eak

Hou

rW

eekd

ay M

D P

eak

Hou

rW

eekd

ay P

M P

eak

Hou

rW

eekd

ay P

M P

eak

Hou

rSa

turd

ay M

D P

eak

Hou

rSa

turd

ay M

D P

eak

Hou

rSi

gnal

ized

Lane

V/C

DEL

AY

LOS

V/C

DEL

AY

LOS

V/C

DEL

AY

LOS

V/C

DEL

AY

LOS

V/C

DEL

AY

LOS

V/C

DEL

AY

LOS

V/C

DEL

AY

LOS

V/C

DEL

AY

LOS

Inte

rsec

tion

Gro

upR

ATI

O(S

EC/V

EH)

RA

TIO

(SEC

/VEH

)R

ATI

O(S

EC/V

EH)

RA

TIO

(SEC

/VEH

)R

ATI

O(S

EC/V

EH)

RA

TIO

(SEC

/VEH

)R

ATI

O(S

EC/V

EH)

RA

TIO

(SEC

/VEH

)

36) A

rche

r Ave

nue

(E-W

) @E

B-L

0.57

23.1

C0.

6125

.8C

0.40

15.7

B0.

4115

.9B

0.70

29.0

C0.

7029

.2C

0.68

26.1

C0.

6927

.2C

Par

sons

Bou

leva

rd (N

-S)

EB

-T0.

8024

.2C

0.79

23.9

C0.

5616

.6B

0.57

16.7

B0.

6317

.9B

0.64

18.2

B0.

5215

.5B

0.53

15.7

BW

B-T

0.48

13.9

B0.

5114

.3B

0.31

12.0

B0.

3212

.1B

0.41

13.0

B0.

4113

.0B

0.37

12.6

B0.

3912

.7B

SB

-L0.

6430

.9C

0.61

30.0

C0.

4926

.8C

0.52

27.6

C0.

7133

.3C

0.75

35.4

D0.

6932

.5C

0.73

34.6

CS

B- R

0.45

25.3

C0.

4525

.3C

0.32

23.2

C0.

3223

.2C

0.36

23.8

C0.

3623

.8C

0.26

22.4

C0.

2622

.4C

37) A

rche

r Ave

nue

(E-W

) @E

B-L

T1.

2815

6.4

F1.

3116

9.4

F*

0.74

18.1

B0.

7619

.3B

1.04

62.5

E1.

1496

.9F

*0.

7919

.9B

0.82

22.0

C16

0th

Stre

et (N

B)

EB

-R0.

278.

9A

0.27

8.9

A0.

137.

6A

0.13

7.6

A0.

349.

8A

0.34

9.8

A0.

137.

6A

0.13

7.6

AW

B-L

TR1.

0158

.2E

1.05

68.4

E*

0.52

19.3

B0.

5319

.5B

0.76

25.7

C0.

7826

.9C

0.57

20.1

C0.

5920

.5C

NB

-LT R

0.71

37.9

D0.

7137

.9D

0.43

29.9

C0.

4229

.8C

0.51

31.7

C0.

5231

.8C

0.41

29.6

C0.

4129

.5C

38) A

rche

r Ave

nue

(E-W

) @E

B- T

1.02

56.9

E0.

9950

.0D

0.67

19.0

B0.

6919

.7B

0.83

26.6

C0.

8628

.8C

0.75

21.4

C0.

7822

.9C

Uni

on H

all S

treet

(SB

)W

B-T

0.52

14.6

B0.

5415

.0B

0.58

16.7

B0.

6017

.1B

0.49

14.1

B0.

4914

.1B

0.66

18.5

B0.

6719

.0B

SB

-LR

0.41

25.4

C0.

4726

.8C

0.39

25.1

C0.

3925

.1C

0.47

26.8

C0.

4827

.0C

0.41

25.5

C0.

4426

.1C

39) A

rche

r Ave

nue

(E-W

) @E

B-L

T R1.

2012

8.8

F1.

2012

6.7

F1.

0059

.4E

1.03

67.8

E*

1.15

107.

6F

1.18

122.

0F

*1.

0778

.9E

1.13

97.5

F*

Guy

R B

rew

er B

oule

vard

(N-S

)W

B-L

0.43

27.4

C0.

4226

.7C

0.47

25.8

C0.

4826

.9C

0.80

55.9

E0.

8261

.2E

*0.

6740

.6D

0.71

45.3

DW

B-T

R0.

5820

.6C

0.60

21.0

C0.

3917

.5B

0.40

17.6

B0.

5620

.1C

0.56

20.2

C0.

4217

.8B

0.43

18.0

BN

B-L

T R1.

0787

.3F

1.07

87.6

F0.

6326

.0C

0.65

26.7

C0.

9250

.7D

0.95

55.6

E0.

7733

.6C

0.78

34.2

CS

B-L

T R0.

1616

.2B

0.16

16.3

B0.

1616

.1B

0.16

16.2

B0.

3018

.0B

0.31

18.1

B0.

1916

.5B

0.19

16.6

B

40) A

rche

r Ave

nue

(E-W

) @E

B-L

T R1.

1912

3.3

F1.

1611

2.4

F0.

8332

.6C

0.86

34.6

C1.

2012

8.4

F1.

2314

0.5

F*

1.17

116.

8F

1.22

135.

1F

*16

5th

Stre

et (N

-S)

WB

-LTR

0.73

24.9

C0.

7525

.7C

0.49

18.9

B0.

5019

.1B

0.74

25.1

C0.

7525

.3C

1.07

84.1

F1.

1094

.1F

*N

B-L

TR0.

1816

.5B

0.18

16.5

B0.

2116

.9B

0.21

16.9

B0.

2217

.1B

0.22

17.1

B0.

4019

.8B

0.40

19.9

BS

B-L

T R0.

1916

.8B

0.20

16.8

B0.

2417

.3B

0.24

17.3

B0.

5122

.5C

0.52

22.6

C0.

2517

.2B

0.25

17.2

B

41) A

rche

r Ave

nue

(E-W

) @E

B-T

R0.

6722

.3C

0.65

21.9

C0.

5419

.8B

0.56

20.1

C0.

7023

.7C

0.72

24.3

C0.

6521

.8C

0.67

22.3

CM

erric

k B

oule

vard

(SB

)W

B-L

T0.

9749

.7D

0.97

50.0

D0.

6723

.6C

0.69

24.2

C1.

2012

6.5

F1.

2113

2.4

F*

WB

-Df

1.18

147.

8F

-Def

L1.

2517

5.4

F*

WB

-T0.

6624

.3C

WB

-T0.

6824

.9C

SB

-LT R

0.62

22.1

C0.

6422

.6C

0.44

19.1

B0.

4819

.8B

0.69

23.8

C0.

7325

.0C

0.61

22.0

C0.

6823

.6C

42) A

tlant

ic A

venu

e (E

-W) @

EB

-TR

0.63

27.2

C0.

6327

.2C

0.44

24.3

C0.

4424

.3C

0.58

26.3

C0.

5826

.3C

0.67

28.1

C0.

6728

.1C

Van

Wyc

k E

xpw

y S

outh

boun

dW

B-L

0.43

30.8

C0.

4431

.2C

0.21

17.1

B0.

2117

.0B

0.37

24.5

C0.

3824

.9C

0.25

23.0

C0.

2623

.0C

Ser

vice

Roa

d (S

B)

WB

-LT

0.63

22.2

C0.

6422

.3C

0.31

13.9

B0.

3113

.9B

0.50

16.5

B0.

5116

.6B

0.38

14.8

B0.

3814

.8B

SB

-LT R

0.89

29.6

C1.

0457

.7E

*0.

8630

.9C

0.90

33.7

C1.

1393

.4F

1.18

114.

0F

*0.

8228

.9C

0.88

32.0

C

43) A

tlant

ic A

venu

e (E

-W) @

EB

-L1.

0790

.6F

1.05

83.7

F0.

9151

.3D

0.98

66.5

E*

0.98

66.7

E0.

8042

.9D

1.00

68.7

E1.

1010

3.2

F*

Van

Wyc

k E

xpw

y N

orth

boun

dE

B-T

0.51

22.9

C0.

9041

.9D

0.41

20.4

C0.

5021

.9C

0.52

22.4

C0.

6224

.8C

0.46

21.3

C0.

5823

.8C

Ser

vice

Roa

d (N

B)

WB

-TR

0.59

27.1

C0.

6227

.9C

0.33

22.6

C0.

3823

.2C

0.53

25.4

C0.

8736

.9D

0.32

22.4

C0.

3823

.3C

NB

-LT R

0.92

29.0

C0.

9431

.2C

0.80

22.8

C0.

8123

.2C

0.84

24.3

C0.

8524

.8C

0.53

17.3

B0.

5417

.5B

44) 9

4th

Ave

nue

(E-W

) @E

B-L

R-

--

--

--

--

--

--

--

--

--

--

--

-S

utph

in B

oule

vard

(N-S

)W

B-L

TR0.

2021

.1C

0.24

21.4

C0.

0914

.5B

0.14

14.9

B0.

1719

.4B

0.69

26.6

C0.

0914

.6B

0.14

15.0

BN

B-L

0.45

17.2

B0.

6832

.8C

0.17

16.0

B0.

1916

.3B

0.38

16.2

B0.

4117

.2B

0.16

15.7

B0.

1716

.0B

NB

-T0.

8023

.7C

0.86

27.7

C0.

7829

.4C

0.85

34.5

C0.

5917

.9B

0.67

20.2

C0.

6122

.8C

0.69

25.3

CS

B- T

0.44

13.1

B0.

6115

.6B

0.21

15.7

B0.

2616

.1B

0.33

12.9

B0.

3713

.3B

0.19

15.5

B0.

2416

.0B

SB

- R0.

1310

.4B

0.15

10.6

B0.

2716

.9B

0.28

17.0

B0.

1611

.6B

0.17

11.7

B0.

1515

.4B

0.16

15.6

B

45) 9

4th

Ave

nue

(WB

) @W

B-L

TR0.

4123

.5C

0.41

23.5

C0.

2516

.8B

0.25

16.8

B0.

2818

.7B

0.28

18.7

B0.

1615

.0B

0.17

15.8

B15

0th

Stre

et (N

-S)

NB

-LT

0.52

8.3

A0.

538.

6A

0.28

8.1

A0.

328.

6A

0.37

7.9

A0.

418.

4A

0.28

8.7

A0.

348.

9A

SB

-TR

0.71

11.6

B0.

8719

.7B

0.52

10.8

B0.

5611

.6B

0.84

19.5

B0.

8621

.2C

0.65

14.1

B0.

7014

.7B

46) L

iber

ty A

venu

e (E

-W) @

EB

-L0.

8245

.7D

1.14

129.

3F

*0.

4114

.5B

0.58

22.2

C0.

9892

.0F

1.17

151.

1F

*0.

4816

.8B

0.70

32.0

CS

utph

in B

oule

vard

(N-S

)E

B-T

R0.

7314

.2B

0.88

20.5

C0.

419.

6A

0.47

10.1

B0.

4710

.2B

0.53

10.8

B0.

439.

8A

0.50

10.5

BW

B-L

0.15

9.5

A0.

2011

.4B

0.14

8.3

A0.

158.

6A

0.15

8.5

A0.

179.

0A

0.21

9.3

A0.

2610

.3B

WB

-TR

0.68

13.2

B0.

7414

.4B

0.60

11.8

B0.

6512

.6B

0.81

16.8

B1.

0140

.7D

0.61

11.9

B0.

6813

.1B

NB

-LT R

0.87

30.4

C1.

0256

.7E

*0.

4717

.4B

0.51

18.1

B0.

6420

.7C

0.70

22.7

C0.

5919

.5B

0.64

20.7

CS

B-L

T R0.

9963

.0E

1.17

124.

1F

*0.

6923

.9C

0.77

27.6

C1.

6030

0.1

F1.

8340

4.4

F*

0.97

54.4

D1.

1310

1.8

F*

47) L

iber

ty A

venu

e (E

-W) @

EB

-L0.

5319

.5B

0.75

44.5

D0.

209.

1A

0.26

10.3

B0.

3914

.2B

0.48

18.6

B0.

178.

9A

0.26

10.8

B15

0th

Stre

et (N

-S)

EB

-TR

0.62

11.7

B0.

6512

.1B

0.44

9.5

A0.

489.

9A

0.55

10.7

B0.

7113

.3B

0.54

10.6

B0.

5811

.2B

WB

-L0.

077.

6A

0.11

8.3

A0.

148.

1A

0.17

8.7

A0.

239.

7A

0.45

18.0

B0.

188.

9A

0.27

10.7

BW

B-T

R0.

6612

.3B

0.80

15.8

B0.

5210

.4B

0.57

10.9

B0.

6412

.1B

0.70

13.2

B0.

5610

.8B

0.62

11.6

BN

B-L

T R1.

1811

9.1

F1.

1611

1.7

F0.

5822

.0C

0.60

22.7

C0.

8538

.2D

0.90

43.7

D0.

5621

.6C

0.60

22.7

CS

B-L

T R1.

3419

2.4

F1.

5929

8.0

F*

0.54

20.1

C0.

6222

.1C

1.03

68.6

E1.

0987

.5F

*0.

8938

.3D

1.01

61.7

E*

Abb

revi

atio

ns:

EB

-Eas

tbou

nd, W

B-W

estb

ound

, NB

-Nor

thbo

und,

SB

-Sou

thbo

und

L-Le

ft, T

-Thr

ough

, R-R

ight

, DfL

-Def

acto

Lef

t, E

-W: E

ast-W

est R

oadw

ay, N

-S: N

orth

-Sou

th R

oadw

ayV

/C R

atio

- V

olum

e to

Cap

acity

Rat

ioS

EC

/VE

H -

Sec

onds

per

Veh

icle

LOS

- Le

vel o

f Ser

vice

*- D

enot

es Im

pact

ed L

ocat

ions

.

June

29,

200

7

Tabl

e 16

-12:

201

5 W

ith-A

ctio

n Tr

affic

Con

ditio

ns a

t Sig

naliz

ed In

ters

ectio

nsTH

IS T

AB

LE H

AS

BEE

N R

EVIS

ED F

OR

TH

E FE

IS20

15 N

o-A

ctio

n20

15 W

ith A

ctio

n20

15 N

o-A

ctio

n20

15 W

ith A

ctio

n20

15 N

o-A

ctio

n20

15 W

ith A

ctio

n20

15 N

o-A

ctio

n20

15 W

ith A

ctio

nW

eekd

ay A

M P

eak

Hou

rW

eekd

ay A

M P

eak

Hou

rW

eekd

ay M

D P

eak

Hou

rW

eekd

ay M

D P

eak

Hou

rW

eekd

ay P

M P

eak

Hou

rW

eekd

ay P

M P

eak

Hou

rSa

turd

ay M

D P

eak

Hou

rSa

turd

ay M

D P

eak

Hou

rSi

gnal

ized

Lane

V/C

DEL

AY

LOS

V/C

DEL

AY

LOS

V/C

DEL

AY

LOS

V/C

DEL

AY

LOS

V/C

DEL

AY

LOS

V/C

DEL

AY

LOS

V/C

DEL

AY

LOS

V/C

DEL

AY

LOS

Inte

rsec

tion

Gro

upR

ATI

O(S

EC/V

EH)

RA

TIO

(SEC

/VEH

)R

ATI

O(S

EC/V

EH)

RA

TIO

(SEC

/VEH

)R

ATI

O(S

EC/V

EH)

RA

TIO

(SEC

/VEH

)R

ATI

O(S

EC/V

EH)

RA

TIO

(SEC

/VEH

)

48) L

iber

ty A

venu

e (E

-W) @

EB

-L0.

8767

.7E

0.78

54.7

D0.

3517

.1B

0.40

19.2

B0.

6134

.0C

0.62

34.7

C0.

2113

.1B

0.23

13.9

BG

uy R

. Bre

wer

Bou

leva

rd (N

-S)

EB

-TR

0.80

19.9

B0.

8220

.9C

0.61

15.4

B0.

6716

.5B

0.87

23.9

C1.

0969

.3E

*0.

7718

.9B

0.84

22.0

CW

B-L

0.31

17.8

B0.

3419

.0B

0.23

13.6

B0.

2915

.5B

0.37

20.0

C0.

4021

.4C

0.41

21.5

C0.

5127

.0C

WB

-TR

1.10

73.4

E1.

2312

7.0

F*

0.63

15.6

B0.

6716

.4B

0.93

28.6

C0.

9632

.7C

0.56

14.6

B0.

6115

.4B

NB

-LT R

1.16

112.

9F

1.58

290.

0F

*0.

6018

.2B

0.69

21.5

C0.

9960

.4E

1.20

130.

0F

*0.

8330

.4C

1.03

68.7

E*

SB

-L0.

1011

.0B

0.11

11.1

B0.

1110

.9B

0.12

10.9

B0.

2212

.3B

0.23

12.4

B0.

2112

.2B

0.21

12.3

BS

B-T

R0.

5416

.6B

0.55

16.8

B0.

5917

.7B

0.60

18.0

B0.

8732

.3C

0.88

33.7

C0.

5717

.2B

0.58

17.4

B

49) L

iber

ty A

venu

e (E

-W) @

EB

-T0.

6216

.0B

0.62

16.0

B0.

3912

.7B

0.42

13.0

B0.

6015

.6B

0.67

16.9

B0.

6316

.2B

0.66

16.8

BM

erric

k B

oule

vard

(SB

)E

B-R

0.35

13.0

B0.

3813

.3B

0.17

11.0

B0.

1911

.2B

0.45

14.4

B0.

5716

.6B

0.38

13.4

B0.

4113

.8B

WB

-L0.

5425

.8C

0.58

27.9

C0.

3615

.1B

0.40

16.3

B0.

7136

.9D

0.90

71.5

E*

0.56

27.4

C0.

6535

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WB

-T0.

7218

.3B

0.82

21.8

C0.

3512

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0.37

12.6

B0.

5615

.0B

0.59

15.4

B0.

4913

.9B

0.51

14.3

BS

B-L

T R1.

1611

4.9

F1.

2113

6.4

F*

0.87

39.0

D0.

9346

.5D

*1.

2515

0.8

F1.

2916

9.2

F*

1.21

133.

5F

1.31

175.

6F

*

50) L

iber

ty A

venu

e (E

-W) @

EB

-T0.

7215

.6B

0.74

16.2

B0.

4810

.7B

0.51

11.1

B0.

7918

.1B

0.87

23.7

C0.

6112

.9B

0.63

13.3

BD

unki

rk S

tree t

EB

-R0.

349.

3A

0.34

9.3

A0.

309.

0A

0.30

9.0

A0.

8322

.1C

0.83

22.1

C0.

4210

.3B

0.42

10.3

BW

B-L

T0.

8622

.7C

0.94

31.6

C0.

4610

.5B

0.49

10.8

B0.

5712

.0B

0.58

12.4

B0.

5912

.5B

0.62

13.1

BN

B-L

1.14

105.

3F

1.14

105.

3F

0.45

18.5

B0.

4518

.5B

0.59

21.4

C0.

5921

.4C

0.63

22.4

C0.

6322

.4C

NB

- R0.

0313

.7B

0.03

13.7

B0.

0113

.5B

0.01

13.5

B0.

0313

.7B

0.03

13.7

B0.

0213

.6B

0.02

13.6

B

51) S

outh

Roa

d (E

-W) @

EB

-LTR

0.88

39.2

D0.

8839

.2D

0.59

22.5

C0.

5922

.5C

0.72

26.8

C0.

7226

.9C

0.51

20.1

C0.

5120

.2C

Guy

R B

rew

er B

oule

vard

(N-S

)W

B-L

TR0.

3917

.6B

0.41

17.8

B0.

3016

.4B

0.30

16.5

B0.

5721

.0C

0.57

21.1

C0.

3617

.1B

0.37

17.2

BN

B-L

T R0.

8828

.3C

0.96

40.9

D0.

4911

.5B

0.53

12.1

B0.

6715

.8B

0.71

17.0

B0.

5211

.7B

0.57

12.5

BS

B-L

T R0.

7217

.6B

0.76

19.3

B0.

6113

.8B

0.65

14.7

B0.

8827

.5C

0.99

45.3

D*

0.64

14.2

B0.

7016

.1B

52) 1

07th

Ave

nue

(E-W

) @E

B-L

TR0.

0914

.4B

0.09

14.4

B0.

1314

.7B

0.13

14.7

B0.

0914

.3B

0.09

14.3

B0.

0814

.2B

0.08

14.2

BG

uy R

Bre

wer

Bou

leva

rd (N

-S)

WB

-LTR

0.07

14.1

B0.

0714

.1B

0.08

14.2

B0.

0814

.2B

0.09

14.3

B0.

0914

.3B

0.05

13.9

B0.

0513

.9B

NB

-LT R

0.76

18.1

B0.

8221

.5C

0.43

10.2

B0.

4510

.6B

0.60

13.1

B0.

6313

.7B

0.51

11.3

B0.

5512

.0B

SB

-LT R

0.56

12.6

B0.

5913

.1B

0.54

12.0

B0.

5612

.3B

0.74

17.0

B0.

8220

.8C

0.62

13.6

B0.

6514

.3B

53) 1

08th

Ave

nue

(E-W

) @E

B-L

TR0.

5334

.6C

0.53

34.6

C0.

3529

.1C

0.35

29.2

C0.

4732

.2C

0.48

32.4

C0.

4531

.4C

0.45

31.5

CM

erric

k B

oule

vard

(N-S

)W

B-L

TR0.

6036

.8D

0.60

36.8

D0.

6438

.6D

0.64

38.6

D0.

5534

.7C

0.55

34.8

C0.

4030

.2C

0.41

30.3

CN

B-L

0.

2710

.0B

0.29

10.4

B0.

077.

5A

0.08

7.6

A0.

179.

1A

0.20

9.9

A0.

178.

9A

0.19

9.2

AN

B-T

R0.

7615

.9B

0.82

17.9

B0.

359.

2A

0.37

9.4

A0.

5010

.8B

0.53

11.2

B0.

409.

7A

0.43

10.0

BS

B-L

0.16

9.8

A0.

1911

.0B

0.06

7.3

A0.

067.

3A

0.04

7.2

A0.

047.

3A

0.05

7.3

A0.

067.

4A

SB

-TR

0.40

9.6

A0.

429.

9A

0.39

9.6

A0.

419.

8A

0.55

11.5

B0.

6212

.5B

0.48

10.6

B0.

5110

.9B

Abb

revi

atio

ns:

EB

-Eas

tbou

nd, W

B-W

estb

ound

, NB

-Nor

thbo

und,

SB

-Sou

thbo

und

L-Le

ft, T

-Thr

ough

, R-R

ight

, DfL

-Def

acto

Lef

t, E

-W: E

ast-W

est R

oadw

ay, N

-S: N

orth

-Sou

th R

oadw

ayV

/C R

atio

- V

olum

e to

Cap

acity

Rat

ioS

EC

/VE

H -

Sec

onds

per

Veh

icle

LOS

- Le

vel o

f Ser

vice

*- D

enot

es Im

pact

ed L

ocat

ions

.

June

29,

200

7

Tabl

e 16

-13:

201

5 W

ith-A

ctio

n Tr

affic

Con

ditio

ns a

t Uns

igna

lized

Inte

rsec

tions

THIS

TA

BLE

HA

S B

EEN

REV

ISED

FO

R T

HE

FEIS

2015

No-

Act

ion

2015

With

Act

ion

2015

No-

Act

ion

2015

With

Act

ion

2015

No-

Act

ion

2015

With

Act

ion

2015

No-

Act

ion

2015

With

Act

ion

Wee

kday

AM

Pea

k H

our

Wee

kday

AM

Pea

k H

our

Wee

kday

MD

Pea

k H

our

Wee

kday

MD

Pea

k H

our

Wee

kday

PM

Pea

k H

our

Wee

kday

PM

Pea

k H

our

Satu

rday

MD

Pea

k H

our

Satu

rday

MD

Pea

k H

our

Uns

igna

lized

Lane

V/C

DEL

AY

LOS

V/C

DEL

AY

LOS

V/C

DEL

AY

LOS

V/C

DEL

AY

LOS

V/C

DEL

AY

LOS

V/C

DEL

AY

LOS

V/C

DEL

AY

LOS

V/C

DEL

AY

LOS

Inte

rsec

tion

Gro

upR

ATI

O(S

EC/V

EH)

RA

TIO

(SEC

/VEH

)R

ATI

O(S

EC/V

EH)

RA

TIO

(SEC

/VEH

)R

ATI

O(S

EC/V

EH)

RA

TIO

(SEC

/VEH

)R

ATI

O(S

EC/V

EH)

RA

TIO

(SEC

/VEH

)

54) J

amai

ca A

venu

e (E

-W) @

EB

-LT

0.20

14.6

B0.

2216

.0C

0.03

9.0

A0.

039.

2A

0.05

9.0

A0.

059.

2A

0.12

10.5

B0.

059.

2A

178t

h S

treet

(SB

)W

B-L

T0.

038.

9A

0.03

9.1

A0.

049.

6A

0.04

9.7

A0.

079.

6A

0.08

10.2

B0.

028.

6A

0.08

10.2

BN

B-L

T0.

8012

3.6

F1.

0020

0.0

F*

0.17

20.7

C0.

1821

.8C

0.22

25.2

D0.

2629

.9D

0.27

32.7

D0.

2629

.9D

NB

-TR

0.81

107.

3F

1.02

180.

8F

*0.

1317

.6C

0.14

18.4

C0.

2422

.5C

0.28

26.6

D0.

3025

.5D

0.28

26.6

D

Abb

revi

atio

nsE

B-E

astb

ound

, WB

-Wes

tbou

nd, N

B-N

orth

boun

d, S

B-S

outh

boun

dL-

Left,

T-T

hrou

gh, R

-Rig

ht, D

fL-D

efac

to L

eft,

E-W

: Eas

t-Wes

t Roa

dway

, N-S

: Nor

th-S

outh

Roa

dway

V/C

Rat

io -

Vol

ume

to C

apac

ity R

atio

SE

C/V

EH

- S

econ

ds p

er V

ehic

leLO

S -

Leve

l of S

ervi

ce*

- Den

otes

Impa

cted

Loc

atio

ns.

June

29,

200

7

Table 16-14Summary of Impacted Intersections

AM MD PM SMDSignalized IntersectionsHillside Avenue @ Van Wyck Southbound Service Road X X X X

Van Wyck Northbound Service Road X X X XQueens Boulevard X X X XSutphin Boulevard X X X X148th Street-South X X150th Street X X X X153rd Street X XParsons Boulevard X X X X161st Street X X162nd Street X X X X

89th Avenue @ Sutphin Boulevard X

Jamaica Avenue @ Van Wyck Southbound Service Road X XVan Wyck Northbound Service Road X X XQueens Boulevard X X XSutphin Boulevard X X X150th Street X X X XParsons Boulevard X X160th Street XUnion Hall/ 162nd Street X X XGuy R Brewer Boulevard/ 163rd Street X164th Street X165th Street XMerrick Boulevard X X X X

Archer Avenue @ 150th Street X X160th Street X XGuy R Brewer Boulevard X X X165th Street X XMerrick Boulevard X X

Atlantic Avenue @ Van Wyck Southbound Service Road X XVan Wyck Northbound Service Road X X

Liberty Avenue @ Sutphin Boulevard X X X150th Street X X XGuy R Brewer Boulevard X X XMerrick Boulevard X X X X

South Road @ Guy R Brewer Boulevard X

Unsignalized IntersectionJamaica Avenue @ 178th Street X

Total Intersections by Peak Hour 31 17 26 19

Total Intersections Listed 36X - Impacts to one or more movements in the peak hour.

June 29, 2007


16-21

on the westbound left turn movement would increase from 134.5 seconds (LOS F) without the proposed actions to 912.2 seconds (LOS F) with the proposed actions. The westbound left turn movement would also be impacted during the Saturday midday peak hour (34.9 seconds and LOS C under No-Action conditions worsening to 167.6 seconds and LOS F under With-Action conditions).

Hillside Avenue and 153rd Street would have impacted movements in the AM and PM peak hours. The AM peak hour level of service at the westbound approach would decline from LOS C (23.9 seconds) to LOS E (86.8 seconds) from No-Action to With-Action conditions. The PM peak hour level of service at the PM peak hour would decline from LOS B (17.9 seconds) to LOS E (58.8 seconds) from No-Action to With-Action conditions.

Hillside Avenue and Parsons Boulevard would have impacted movements in all peak hours. The eastbound left turn movement would be impacted in the AM peak hour with the LOS remaining F but the delay increasing from 83.6 seconds to 99.3 seconds; in the midday peak hour, the delay would increase from 48.8 seconds (LOS D) to 67.0 seconds (LOS E); in the PM peak hour, the delay would increase from 68.1 seconds (LOS E) to 182.3 seconds (LOS F); and in the Saturday midday peak hour, the delay would increase from 54.8 seconds (LOS D) to 78.9 seconds (LOS E). The westbound through-right turn movement’s delay would increase from 135.3 seconds (LOS F) to 265.0 seconds (LOS F) in the AM peak hour; from 40.1 seconds (LOS D) to 66.8 seconds (LOS E) in the midday peak hour; from 54.1 seconds (LOS D) to 87.8 seconds (LOS F) in the PM peak hour; and from 43.9 seconds (LOS D) to 88.9 seconds (LOS E) in the Saturday midday peak hour. Additionally, in the AM peak hour, the southbound left turn movement would be impacted with the delay increasing from 96.3 seconds to 125.4 seconds (remains LOS F), and the northbound through movement would be impacted with the delay increasing from 70.4 seconds to 74.8 seconds (remains LOS E). In the PM peak hour, the eastbound through movement would be impacted with the delay increasing from 39.1 seconds (LOS D) to 151.7 (LOS F); the westbound left turn movement’s delay would increase from 51.6 seconds (LOS D) to 58.3 seconds (LOS E); and the delay on the southbound left turn movement would increase from 64.1 seconds (LOS E) to 85.3 seconds (LOS F). In the Saturday midday peak hour, the westbound left turn lane would be impacted with the delay increasing from 34.5 seconds (LOS C) to 45.5 seconds (LOS D).

The Hillside Avenue and 161st Street intersection would have an impacted movement in the AM and PM peak hours. The westbound through movement delay would increase from 23.4 seconds (LOS C) to 70.9 seconds (LOS E) in the AM peak hour, and the eastbound through movement delay would increase from 18.3 seconds (LOS B) to 50.5 seconds (LOS D).

The intersection of Hillside Avenue and 162nd Street would have impacted movements during all peak hours. The westbound left turn movement would be impacted in the AM peak hour with the delay at 79.1 seconds (LOS E) compared to 38.2 seconds (LOS D) under No-Action conditions; in the midday peak hour the delay would be 54.2 seconds (LOS D) under With-Action conditions compared to 25.2 seconds (LOS C) under No-Action conditions; the PM peak hour delay would be 464.4 seconds (LOS F) versus 366.3 seconds (LOS F) under No-Action conditions; and in the Saturday midday peak hour, the delay would increase from 67.9 seconds (LOS E) to 252.4 seconds (LOS F). Additionally, during the AM peak hour, the westbound through movement would be impacted with the delay increasing from 17.7 seconds (LOS B) to 51.6 seconds (LOS D); and during the PM peak hour, the eastbound approach would be impacted with the delay increasing from 29.3 seconds (LOS C) to 111.8 seconds (LOS F).

Jamaica Plan EIS

16-22

89th Avenue Corridor

The only impact on the 89th Avenue corridor would occur at 89th Avenue and Sutphin Boulevard during the AM peak hour. The westbound approach would be impacted with the delay increasing from 51.0 seconds (LOS D) to 58.7 seconds (LOS E). The southbound approach would be impacted with the delay increasing from 12.2 seconds (LOS B) to 46.5 seconds (LOS D).

Jamaica Avenue Corridor

The intersection of Jamaica Avenue and the Van Wyck Expressway Southbound Service Road would have impacted approaches during the AM and PM peak hours. The southbound approach would be impacted in the AM peak hour with the delay increasing from 66.4 seconds (LOS E) to 96.2 seconds (LOS F), and in the PM peak hour with the delay increasing from 73.6 seconds (LOS E) to 93.3 seconds (LOS F).

Jamaica Avenue and the Van Wyck Expressway Northbound Service Road would have impacted approaches during all analyzed weekday peak hours. The northbound approach would operate at LOS F under No-Action and With-Action conditions in the weekday peak hours with the delay increasing from 120.6 seconds to 139.8 seconds in the AM peak hour, from 123.6 seconds to 155.3 seconds in the midday peak hour, and 127.0 seconds to 207.5 seconds in the PM peak hour.

At the intersection of Jamaica Avenue and Queens Boulevard impacts would occur in all weekday peak hours. A new eastbound defacto left turn would operate at LOS F with 111.0 seconds of delay. The eastbound left through movement’s delay would increase from 38.6 seconds to 47.9 seconds (both LOS D) in the midday peak hour, and from 36.9 seconds to 46.7 seconds (both LOS D) in the PM peak hour.

The intersection of Jamaica Avenue and Sutphin Boulevard would have impacted approaches in the AM, midday and PM peak hours. In the AM peak hour, the eastbound approach would be impacted with the delay increasing from 40.7 seconds (LOS D) to 50.0 seconds (LOS D). In the midday peak hour, eastbound approach would be impacted with the delay increasing from 35.7 seconds to 45.3 seconds (remains LOS D). In the PM peak hour, the eastbound approach would be impacted with the delay increasing from 61.3 seconds (LOS E) to 98.2 seconds (LOS F).

At Jamaica Avenue and 150th Street, significant impacts would occur during all analyzed peak hours at the westbound and northbound approaches. In the AM peak hour, the westbound approach would have a delay increase from 180.4 seconds (LOS F) to 479.1 seconds (LOS F), and the northbound approach would have a delay increase from 227.7 seconds (LOS F) to 284.6 seconds (LOS F). In the midday peak hour, the westbound approach would have a delay increase from 32.9 seconds (LOS C) to 74.7 seconds (LOS E), and the northbound approach delay would increase from 52.2 seconds (LOS D) to 62.3 seconds (LOS E). In the PM peak hour, the westbound delay would increase from 115.7 seconds (LOS F) to 252.8 seconds (LOS F), and the northbound delay would increase from 139.6 seconds (LOS F) to 191.5 seconds (LOS F). In the Saturday midday peak hour, the westbound approach would have a delay increase from 48.5 seconds (LOS D) to 128.1 seconds (LOS F), and the northbound approach delay would increase from 43.4 seconds (LOS D) to 53.3 seconds (LOS D).

Jamaica Avenue and Parsons Boulevard would have impacted movements in the AM and Saturday midday peak hours. The eastbound left turn movement would be impacted in the AM peak hour with the delay increasing from 70.1 (LOS E) seconds to 575.8 seconds (LOS F). The


16-23

westbound through movement would be impacted with the delay increasing from 69.5 seconds (LOS E) to 185.3 seconds (LOS F). In the Saturday midday peak hour, the westbound left turn movement would be impacted with the delay increasing from 37.0 seconds (LOS D) to 47.0 seconds (LOS D).

The intersection at Jamaica Avenue and 160th Street would be impacted in the AM peak hour at the westbound through lane group with the delay increasing from 49.5 seconds (LOS D) to 128.8 seconds (LOS F).

At the intersection of Jamaica Avenue and Union Hall Street/162nd Street, significant impacts would occur during all peak hours except the PM peak hour. The westbound approach would be impacted with an increase in delay from 130.3 seconds (LOS F) to 244.1 seconds (LOS F) in the AM peak hour, from 72.1 seconds (LOS E) to 97.4 seconds (LOS F) in the midday peak hour, and from 42.9 seconds (LOS D) to 68.4 seconds (LOS E) in the Saturday midday peak hour.

The Jamaica Avenue and 163rd Street/Guy R. Brewer intersection would have an impacted approach in the AM peak hour. The westbound left turn-through lane group would be impacted with an increase in delay from 42.3 seconds (LOS D) to 109.1 seconds (LOS F) in the AM peak hour.

At Jamaica Avenue and 164th Street the westbound approach would be impacted in the AM peak hour with an increase in delay from 49.8 seconds (LOS D) to 100.8 seconds (LOS F). The southbound right turn lane would also be impacted in the AM peak hour with an increase in delay from 45.3 seconds to 50.8 seconds (both LOS D).

Jamaica Avenue and 165th Street would have an impacted approach during the AM peak hour. The westbound approach would be impacted during the AM peak hour with LOS E (75.6 seconds of delay) versus LOS C (33.9 seconds of delay) under No-Action conditions.

The intersection at Jamaica Avenue and Merrick Boulevard would have impacted approaches during all analyzed peak hours. The westbound approach would be impacted with a delay increase from 213.2 seconds (LOS F) to 326.9 seconds (LOS F) during the AM peak hour, from 73.2 seconds (LOS E) to 114.5 seconds (LOS F) during the midday peak hour, from 150.2 seconds (LOS F) to 244.7 seconds (LOS F) in the PM peak hour, and from 209.5 seconds (LOS F) to 317.9 seconds (LOS F) in the Saturday midday peak hour.

Archer Avenue Corridor

The intersection of Archer Avenue and 150th Street would be impacted at the westbound left turn movement during the AM and PM peak hours. The delay would increase from 136.7 seconds (LOS F) to 143.1 seconds (LOS F) during the AM peak hour, and from 100.9 seconds (LOS F) to 103.9 seconds (LOS F) during the PM peak hour.

At Archer Avenue and 160th Street, movements would be impacted during the AM and PM peak hours. In the AM peak hour, the eastbound left turn and through approach would be impacted with the delay increasing from 156.4 seconds (LOS F) to 164.9 seconds (LOS F), and the westbound approach would be impacted with the delay increasing from 58.2 seconds (LOS E) to 68.4 seconds (LOS E). In the PM peak hour, the delay on the eastbound left turn-through approach would increase from 62.5 seconds (LOS E) to 96.9 seconds (LOS F).

Archer Avenue and Guy R. Brewer Boulevard would have impacted movements in the midday, PM, and Saturday midday peak hours. In the midday peak hour, the eastbound approach would be impacted with a delay increase from 59.4 seconds (LOS E) to 67.8 seconds (LOS E). In the

Jamaica Plan EIS

16-24

PM peak hour, the eastbound approach would be impacted with a delay increase from 107.6 seconds (LOS F) to 122.0 seconds (LOS F), and the westbound left turn movement would be impacted with a delay increase from 55.9 seconds (LOS E) to 61.2 seconds (LOS E). The eastbound approach would also be impacted in the Saturday midday peak hour, with a delay increase from 78.9 seconds (LOS E) to 97.5 seconds (LOS F).

The Archer Avenue and 165th Street intersection would have impacted lane groups in the PM and Saturday midday peak hours. The eastbound approach would be impacted during the PM peak hour with a delay increase from 128.4 seconds (LOS F) to 140.5 seconds (LOS F), and during the Saturday midday peak hour with a delay increase from 116.8 seconds (LOS F) to 135.1 seconds (LOS F). The westbound approach would be impacted in the Saturday midday peak hour with a delay increase from 84.1 seconds (LOS F) to 94.1 seconds (LOS F).

The intersection of Archer Avenue and Merrick Boulevard would have impacted locations during the PM and Saturday midday peak hours. The westbound approach would be impacted during the PM peak hour, with a delay increase from 126.5 seconds (LOS F) to 132.4 seconds (LOS F) in the PM peak hour. The westbound defacto left turn movement would be impacted in the Saturday midday peak hour with the delay increasing from 147.8 seconds (LOS F) to 175.4 seconds (LOS F).

Atlantic Avenue/94th Avenue Corridor

There would be impacted movements during the AM and PM peak hours at the intersection of Atlantic Avenue and the Van Wyck Expressway Southbound Service Road. The southbound approach would be impacted with a delay increase from 29.6 seconds (LOS C) to 57.7 seconds (LOS D) in the AM peak hour, and a delay increase from 93.4 seconds (LOS F) to 114.0 seconds (LOS F) in the PM peak hour.

Impacted movements would occur at Atlantic Avenue and the Van Wyck Expressway Northbound Service Road under the proposed actions during the midday and Saturday midday peak hours. The eastbound left turn approach would be impacted during the midday peak hour with a delay increase from 51.3 seconds (LOS D) to 66.5 seconds (LOS E). The eastbound left turn approach would be impacted in the PM peak hour with a delay increase from 68.7 seconds (LOS E) to 103.2 seconds (LOS F).

Liberty Avenue Corridor

The Liberty Avenue and Sutphin Boulevard intersection would have impacted locations during the AM, PM and Saturday midday peak hours. The eastbound left turn movement would be impacted in the AM peak hour with the delay increasing from 45.7 seconds (LOS D) to 129.3 seconds (LOS F); and in the PM peak hour, the delay would increase from 92.0 seconds (LOS F) to 151.1 seconds (LOS F). The northbound approach would be impacted in the AM peak hour with the delay increasing from 30.4 seconds (LOS C) to 56.7 seconds (LOS E). The southbound approach would be impacted with the delay increasing from 63.0 seconds (LOS E) to 124.1 seconds (LOS F) in the AM peak hour and from 300.1 seconds (LOS F) to 404.4 seconds (LOS F) in the PM peak hour. The southbound approach would also be impacted in the Saturday midday peak hour with the delay increasing from 54.4 seconds (LOS D) under No-Action conditions to 101.8 seconds (LOS F) with the proposed actions.

The intersection of Liberty Avenue and 150th Street would have impacts on the southbound approach during the AM, PM and Saturday midday peak hours. The delay would increase from 192.4 seconds (LOS F) to 298.0 seconds (LOS F) in the AM peak hour, from 68.6 seconds (LOS


16-25

E) to 87.5 seconds (LOS F) in the PM peak hour, and from 38.3 seconds (LOS D) to 61.7 seconds (LOS E) in the Saturday midday peak hour.

The Liberty Avenue at Guy R. Brewer Boulevard would have impacted locations during the AM, PM and Saturday midday peak hours. The northbound approach would be impacted during all of those peak hours with a delay increase from 112.9 seconds (LOS F) to 290.0 seconds (LOS F) in the AM peak hour, from 60.4 (LOS E) to 130.0 seconds (LOS F) in the PM peak hour, and from 30.4 seconds to 68.7 seconds (LOS E) in the Saturday midday peak hour. The westbound through-right turn lane group would be impacted in the AM peak hour with LOS F (127.0 seconds of delay) versus LOS E (73.4 seconds of delay) under No-Action conditions. The eastbound through-right turn lane group would be impacted in the PM peak hour with an increase in delay from 23.9 seconds (LOS C) to 69.3 seconds (LOS E).

The intersection at Liberty Avenue and Merrick Boulevard would have impacted locations during all four analyzed peak hours. The westbound left turn movement would be impacted during the PM peak hour with a delay increase from 36.9 seconds (LOS D) to 71.5 seconds (LOS E). The southbound approach would be impacted during all analyzed peak hours with a delay increase from 114.9 seconds (LOS F) to 136.4 seconds (LOS F) in the AM peak hour, from 39.0 seconds (LOS D) to 46.5 seconds (LOS D) in the midday peak hour, from 150.8 seconds (LOS F) to 169.2 seconds (LOS F) in the PM peak hour, and 133.5 seconds (LOS F) to 175.6 seconds (LOS F) in the Saturday midday peak hour.

Other Non-Corridor Locations

Off of the principal corridors, the intersection of South Road and Guy R. Brewer Boulevard would be impacted during the PM peak hour at the southbound approach. The delay would increase from 27.5 seconds (LOS C) to 45.3 seconds (LOS D).

Unsignalized Intersection As shown in Table 16-13, the only analyzed unsignalized intersection (Jamaica Avenue and 178th Street) would be impacted during the AM peak hour at the northbound lane groups. The northbound left turn-through lane group would be impacted with a delay increase from 123.6 seconds (LOS F) under No-Action conditions to 200.0 seconds (LOS F) under With-Action conditions. The northbound through-right turn lane group would be impacted with a delay increase from 107.3 seconds (LOS F) to 180.8 seconds (LOS F).

PARKING

The number of off-street public parking spaces would increase by 1,040 spaces in the AM and midday hours, and 1,110 spaces over night; and the number of on-street metered public parking spaces would not change as a result of the proposed actions. The demand for public parking spaces would increase compared to No-Action conditions. It is assumed that development sites would provide accessory parking, and two of those projected development sites, 298-URA and 192-JC3, would provide public parking for 250 cars and 900 cars, respectively. Development as a result of the proposed actions at Projected Development Site 337-AT3 would eliminate two public parking facilities (sites 7 and 19 in Figure 16-6), thereby reducing the off-street public parking spaces by 110 in the AM and midday periods, and 70 overnight (parking site 7 is closed overnight). This change in the off-street public parking capacity in each parking study area is shown in Table 5 in Appendix H.

Jamaica Plan EIS

16-26

OFF-STREET

The proposed actions would increase the overall accessory parking capacity at projected development sites by 19 spaces with a mixture of increases and decreases in the various parking study areas. The entire decrease would occur in the Downtown Jamaica Core area (1,193 spaces), and there would be increases in accessory parking supply in all other parking study areas (see Table 6 in Appendix H). It is assumed that all vehicles would park in their accessory parking areas, and any excess demand would be added to the demand for parking at public parking facilities. A total of approximately 1,062, 2,881, and 786 additional cars in the AM, midday and overnight periods, respectively, would not be accommodated in accessory parking facilities as a result of the proposed actions and would seek parking in public facilities. Table 16-15 shows the net change in overall weekday hourly parking demand in the future with the proposed actions compared to No-Action conditions. Table 6 in Appendix H shows how the excess parking demand would affect each parking study area. The Downtown Jamaica Core study area would have a net loss of 1,193 accessory parking spaces, and combined with a net gain in demand of up to 1,212 spaces in the midday period, there would be a shortfall in accessory parking in this area of up to 1,452 spaces in the midday. Those vehicles would have to find parking in public facilities. There would also be shortfalls in accessory parking within the Sutphin Boulevard (South) corridor in the AM and midday periods; and in other areas for the entire day. These deficits in accessory parking spaces would increase demand for public parking.

Table 16-16 and Table 7 in Appendix H show the overall affect on the public parking system under With-Action conditions. As shown in the table, under With-Action conditions there would be an overall deficit of about 2,165 spaces in the midday. During the AM period there would be a 65 percent utilization rate, a utilization rate of 133 percent in the midday, and a utilization rate of 52 percent overnight. However, localized deficits would occur in the AM period in the Hillside Avenue (East) corridor with a deficit of 47 spaces, and continue to occur where no off-street public parking exist or are anticipated in the future in all hours.

Off-street parking utilization levels would be above capacity during the midday period with the proposed actions. Overnight, the project’s residents at the other areas where no off-street parking exists (at the southwest corner of the area affected by the proposed actions and 157th Street and South Road with a deficit of 19 spaces total) may choose to park in an off-street parking facilities within the Downtown Jamaica Core or curbside near their residence. Ample curbside parking with street cleaning regulations is available throughout most of the area affected by the proposed actions with the exception of in the Downtown Jamaica Core parking study area. There would be significant parking impacts in the midday period, and as noted in Chapter 22, “Mitigation,” no parking mitigation is proposed, and this midday shortfall at off-street public parking facilities would remain. Generally, no nearby off-street public parking exists outside of the area affected by the proposed actions, therefore, the unsatisfied demand for parking spaces at the midday period would result in vehicles parking on-street at non-metered curbside spaces regulated by street cleaning rules and motorists walking greater distances to their destinations.

ON-STREET

The on-street midday supply is assumed to remain unchanged in the future with the proposed actions. The 1,255 metered spaces are expected to remain at capacity. There would be no available metered curbside spaces to relieve the projected over-capacity conditions on the off-street public parking system.

Tabl

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-15

Wee

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Net

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Dem

and

From

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Prop

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317

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240

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2,56

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225

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02,

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50

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280

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2,57

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285

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280

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29

101

3,67

711

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165

203

621

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3431

812

310

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3,68

712

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2,13

21,

172

235

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3430

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3,71

81

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132

244

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210

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3,69

22

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228

422

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611

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181

3,75

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410

206

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3,91

54

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171

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5-3

63

368

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02,

573

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2,12

117

35

227

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13

521

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2,62

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232

199

122

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360

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2,71

48

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311

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7

Table 16-162015 With-Action Off-Street Parking Utilization


2015 With-Action Accessory Capacity and Demand at Projected Development Sites


Accessory Accessory Accessory Public Accessory AccessoryAccessory Public AccessoryAccessoryAccessory PublicCapacity Demand Utilization Demand (1) Capacity Demand Utilization Demand (1) Capacity Demand Utilization Demand (1)

Downtown Jamaica Core 1,854 2,638 142% 784 1,854 3,253 175% 1,399 1,854 2,542 137% 688Hillside Avenue (East) 374 395 106% 21 374 419 112% 45 374 399 107% 25Sutphin Blvd (South) 1,416 1,589 112% 173 1,416 2,695 190% 1,279 1,416 636 45% 0Jamaica Avenue (East) 460 261 57% 0 460 403 88% 0 460 237 52% 0Guy R. Brewer (South) 119 132 111% 13 119 165 138% 46 119 120 100% 1Merrick Boulevard (South) 89 141 158% 52 89 167 188% 78 89 142 160% 53Other Areas 34 53 156% 19 34 68 200% 34 34 53 156% 19

Total 4,346 5,209 120% 1,062 4,346 7,170 165% 2,881 4,346 4,129 95% 786

2015 With-Action Public Parking Demand



Downtown Jamaica Core 5,847 3,416 2,431 58% 5,847 6,209 -362 106% 4,328 2,263 2,065 52%Hillside Avenue (East) 341 388 -47 114% 341 648 -307 190% 291 174 117 60%Sutphin Blvd (South) 300 287 14 96% 300 1,456 -1,156 485% 250 4 246 2%Jamaica Avenue (East) 0 0 0 -- 0 115 -115 -- 0 0 0 --Guy R. Brewer (South) 0 13 -13 -- 0 46 -46 -- 0 1 -1 --Merrick Boulevard (South) 0 83 -83 -- 0 145 -145 -- 0 53 -53 --Other Areas 0 19 -19 -- 0 34 -34 -- 0 19 -19 --

6,488 4,205 2,283 65% 6,488 8,653 -2,165 133% 4,869 2,513 2,356 52%


June 29, 2007


16-27

E. SUMMARY This chapter analyzes the effects of added traffic and parking demand from the projected development sites on the Downtown Jamaica street network during the weekday AM, midday and PM, and Saturday midday peak hours. The results of the analyses show that project demand would create significant traffic impacts (see Tables 16-12, 16-13 and 16-14), with the AM peak hour having the most impacts, with 31 impacted intersections (30 signalized and one unsignalized), followed by the PM, the Saturday midday and the midday, with 26, 19 and 17 impacted intersections, respectively. The proposed actions would result in a shortfall in the supply of public parking in the within the area affected by the proposed actions during the midday peak period. Chapter 22, “Mitigation,” of this FEIS provides a description of measures to be developed to mitigate the traffic impacts identified in this chapter.

Chapter 16: Traffic and Parking - New York City

Documents

Transcript of Chapter 16: Traffic and Parking - New York City