Water Street Corridor Streetscape TRAFFIC STUDY

Transcription

1 TRAFFIC STUDY November 12, 2015 WATER STREET CORRIDOR STREETSCAPE IMPROVEMENTS PROJECT BOROUGH OF MANHATTAN EDC Contract No.: Prepared for: Prepared by:

2 TABLE OF CONTENTS I. INTRODUCTION/ EXECUTIVE SUMMARY... 1 A. Project Description... 1 B. Summary of Findings... 2 II. DATA REVIEW & COLLECTION... 3 A. Traffic Data... 3 B. Accident Data... 5 III. EXISTING CONDITIONS... 6 A. Functional Classification... 6 B. Study Area Street Network... 6 C. Travel Time and Delay... 7 D. Traffic Analysis... 8 Level of Service Methodology... 8 Existing Traffic (Level of Service) Analysis... 9 E. Parking, Transit, Pedestrian and Bicycle Considerations F. Safety Considerations IV. FUTURE NO-ACTION CONDITIONS: 2018 & A. No-Action Traffic Forecasts B. Future No-Action Traffic (Level of Service) Analysis C. Parking, Transit, Pedestrian and Bicycle Considerations D. Safety Considerations V. FUTURE WITH-ACTION CONDITIONS: 2018 & A. Proposed Design B. Future With-Action Traffic (Level of Service) Analysis C. Parking, Transit, Pedestrian and Bicycle Considerations D. Safety Considerations VI. CONCLUSIONS & RECOMMENDATIONS The RBA Group - New York i November 12, 2015

3 APPENDICES (Under Separate Cover) 1. Traffic Data Collection Plan 2. Methodology & Transportation Planning Assumptions for 3. Automatic Traffic Recorder (ATR) Summaries 4. Turning Movement Count (TMC) Summaries 5. Intersection Inventories 6. Travel Time and Delay Runs 7. Accident History Summary Data 8. Traffic Signal Timing 9. Traffic Volume Flow Maps 10. Existing Conditions Synchro Analysis Results 11. No-Action & With-Action Conditions Synchro Analysis Results (2018 & 2038) 12. Preliminary Draft Schematic Geometric Design (20% Pre-Submittal) The RBA Group - New York ii November 12, 2015

4 LIST OF TABLES Table 1 Northbound Travel Time and Delay Runs... 7 Table 2 Southbound Travel Time and Delay Runs... 7 Table 3 Unsignalized Intersection Designations... 8 Table 4 Signalized Intersection Designations... 8 Table 5 Year 2015 Existing Traffic Conditions Table 6 Summary of Intersection & Midblock Crash Severity Table 7 Summary of Intersection & Midblock Pedestrian and Bicyclist Crashes by Year Table 8 Year 2018 Future No-Action Traffic Conditions Table 9 Year 2038 Future No-Action Traffic Conditions Table 10 Year 2018 Future With-Action Traffic Conditions Table 11 Year 2038 Future With-Action Traffic Conditions The RBA Group - New York iii November 12, 2015

5 LIST OF FIGURES Figure 1 Project Location Map for Water Street... 1 Figure 2 Traffic Data Collection Locations... 3 Figure 3 Existing Lane Configurations and Traffic Control Devices... 9 The RBA Group - New York iv November 12, 2015

6 I. INTRODUCTION/ EXECUTIVE SUMMARY This Executive Summary describes the context and history of the Water Street Corridor Streetscape Improvements project, identifies the project goals and objectives, and summarizes the traffic analysis and other considerations related to the proposed design. A. Project Description The purpose of the Water Street Corridor Streetscape Improvements project is to develop permanent improvements that would enhance the pedestrian environment along this commercial corridor. Specific project goals are to create a more pedestrian-oriented environment through streetscape improvements, as well as to improve pedestrian and vehicular safety, prioritize commercial curb access, and maintain vehicular traffic flow. The project location is shown in Figure 1. The project is located in the financial district of lower Manhattan, and is approximately a half mile long between Whitehall and Fulton Streets. Water Street is flanked by corporate office buildings, some hotel and residential buildings, including some street-level retail, as well as public and private plazas. The cross streets provide direct access between the Lower Manhattan Business District and waterfront destinations such as the South Street Seaport, Pier 11 / Wall Street Ferry Terminal, and Staten Island Ferry terminal. Figure 1 Project Location Map for Water Street LEGEND Project Limits N The RBA Group - New York 1 November 12, 2015

7 B. Summary of Findings This report provides an evaluation of the transportation operations associated with the proposed Water Street Corridor Streetscape Improvements at the estimated time of completion (2018) and a design year of 20 years beyond (2038). The measures of effectiveness resulting from the capacity analysis, including level of service, show no change under the proposed With-Action conditions when compared to the No- Action conditions, due to the fact that the proposed design makes permanent many of the temporary features that currently exist today. The implementation of the proposed design is not projected to significantly impact traffic, parking, or transit operations and is projected to have positive benefits upon vehicular and pedestrian circulation and safety conditions in the study area. The RBA Group - New York 2 November 12, 2015

8 II. DATA REVIEW & COLLECTION Existing conditions data, previous studies, and available traffic counts were reviewed to gather a comprehensive data set in order to develop a complete understanding of the study area. Based on this review, the needs for new data collection were determined and new traffic data was collected during the month of April The data collection included vehicular, pedestrian, and bicycle data. The traffic data collection locations are shown in Figure 2 and the traffic data collection plan for this project is provided in Appendix 1. Figure 2 Traffic Data Collection Locations LEGEND Turning Movement Count Location (including Ped, Bike) Pedestrian Crosswalk Counts ATR Location (two-way) Project Limits N A. Traffic Data The traffic data collected for this project included the following: Automatic Traffic Recorder (ATR) Counts For the purpose of verifying the traffic volumes from the prior traffic studies, 24-hour Automatic Traffic Recorder (ATR) counts were conducted over a continuous 13-day period from April 17 to April 29, 2015 at the following location: Water Street between John Street and Fulton Street (northbound and southbound) Water Street between Old Slip and Gouverneur Lane (northbound and southbound) Water Street between Broad Street and Coenties Slip (northbound and southbound) The RBA Group - New York 3 November 12, 2015

9 The ATR summary is provided in Appendix 3. Turning Movement Counts (TMCs) with Classification Traffic TMCs with classification were conducted at thirteen (13) intersections on Wednesday, April 22, 2015, a typical mid-week day. Counts were performed at the following locations (see Figure 2): Pearl Street at Peck Slip Pearl Street at Beekman Street Water Street at Fulton Street Water Street at John Street Water Street at Fletcher Street Water Street at Maiden Lane Water Street at Pine Street Water Street at Wall Street Water Street at Old Slip/ Hanover Square Water Street at Broad Street Water Street at Moore Street Water Street at Whitehall Street Water Street at State Street/ Peter Minuet Plaza/ South Ferry Bus Loop Pedestrian Counts In addition to the 13 intersections listed above, there are also three signalized pedestrian crossings in the study area. Pedestrian crosswalk counts were performed concurrently with the turning movement counts for the same peak periods at the following three locations (see Figure 2): Water Street at Gouverneur Lane Water Street at 7 Hanover Square/ 57 Water Street Water Street at Coenties Slip The TMCs, including Pedestrian and Bicycle Counts are provided in Appendix 4. Intersection Inventory A detailed roadway inventory was performed for all 16 study intersections (including the signalized pedestrian crossings). This inventory included all items needed to thoroughly analyze traffic operations at the study intersections, which include the following: Street directions; Intersection channelization features; Lane configurations and lane widths on intersection approaches; Sidewalk widths; Crosswalk lengths and widths; On-street parking regulations; Turning prohibitions; Special route designations, such as truck routes or snow emergency routes; Location and type of traffic control regulation; and Traffic signal timing and phasing characteristics. The Intersection Inventories are provided in Appendix 5. Field Observations In addition to the detailed roadway inventory, the study team observed field conditions during the peak periods and took note of any conditions affecting traffic operations. Since Water Street is a busy commercial corridor, this included observations of parking turnover, the presence The RBA Group - New York 4 November 12, 2015

10 of double parking, bus stoppage, and commercial deliveries, among other activities that could impact traffic operations. The study team also observed the extent and duration of queue lengths at the study intersections. Travel Time and Delay Runs Travel Time and Delay runs were conducted along Water Street between Beekman Street and the State Street/ Peter Minuet Plaza/ South Ferry Bus Loop intersection. The survey was conducted for the Weekday AM, MD, and PM peak periods listed above. The Travel Time and Delay Runs summaries are provided in Appendix 6. B. Accident Data Accident summary information for the Water Street study area was obtained from NYCDOT for the latest available 3-year period. This summary data was used to perform the safety assessment discussed in Chapter III of this report. The data included summaries by crash severity and type for the period from January 1, 2011 to December 31, 2013, based on police accident reports from the New York State Department of Motor Vehicles (NYSDMV) and the New York State Department of Transportation (NYSDOT). The accident summary data are provided in Appendix 7. The RBA Group - New York 5 November 12, 2015

11 III. EXISTING CONDITIONS To assess any potential impacts of the streetscape improvements on the overall study area, it was first necessary to determine existing transportation conditions throughout the area. The following sections describe the assessment of Existing Conditions. A. Functional Classification Functional classification is a hierarchical designation for roadways that defines the relationship between mobility and access, which in turn defines design parameters. Water Street is classified as an urban Principal Arterial (Other) throughout the study area. B. Study Area Street Network Water Street playas a critical role within the adjacent street network as an arterial corridor which carries traffic through the financial district of Lower Manhattan. The following describes the existing characteristics of Water Street throughout the study area: Water Street runs roughly northeast and southwest within the study area (although throughout the remainder of this study will be considered to run north and south for the purposes of simplification). The roadbed generally varies from 50 to 65 feet in width, but for the majority of the corridor it remains close to approximately 60 feet wide throughout the length of the project corridor. The right-of-way width generally remains between 90 and 95 feet throughout most of the length of the project. Within the project limits, Water Street carries two travel lanes northbound north of Broad Street. South of Broad Street, the northbound direction consists of one travel lane that widens to a two-lane approach at Broad Street. The southbound direction carries two lanes from the north end of the project south to Hanover Square, at which point it narrows to one lane south of Hanover Square within the project limits. The corridor is commercial in character, being flanked mostly by corporate office buildings. Numerous local and express bus routes run along the corridor with stops throughout Water Street. The M15 bus runs along Water Street throughout the length of the project. The M15 Select Bus Service (SBS) also uses the corridor. The M5 and M20bus routes also turn around on the southern portion of the project area. There are also several express bus routes along the corridor run by the MTA. There are a few coach bus lines as well, operated by private companies, which stop on Water Street to connect with points outside of New York City. These generally serve commuters from outer suburbs. The Alliance for Downtown New York (ADNY) also operates the "Downtown Connection" shuttle bus through the corridor with service between Battery Park City and the South Street Seaport. Water Street is a designated local truck route according to NYC traffic rules. The percentage of trucks along Water Street ranges from approximately five to ten percent and the percentage of buses ranges from approximately five to twenty percent during the peak periods. The percentage of buses is higher in the southern end of the corridor where several routes begin/terminate. The Average Annual Daily Traffic (AADT) of Water Street is approximately 15,000 vehicles per day in the study area. The RBA Group - New York 6 November 12, 2015

12 C. Travel Time and Delay Existing Speed Limit The existing posted speed limit within the project limits is 25 mph. Travel Time and Delay Runs Travel time and delay runs ( speed runs ) were performed for the purposes of estimating travel times and average travel speeds along the Water Street corridor during peak hours. This information is used to help calibrate the model of traffic operations. The speed runs were conducted on April 21 st and April 24th, Runs were conducted using the floating car method, whereby the test car passes as many vehicles as pass it, thereby approximating the average speed of the traffic stream. The average travel speeds computed for the segments on Water Street between State Street / Peter Minuet Plaza and Beekman Street are shown in Table 1 and Table 2 Southbound Travel Time and Delay Runs below. The average running speeds and average travel speeds are shown. Average running speed is the speed of traffic along a segment without delays. Average travel speed includes delays. Delays were typically influenced by such factors as bus stoppage, parking maneuvers, and double parking, especially of trucks for commercial deliveries. The Travel Time and Delay Runs survey data is provided in Appendix 7. Table 1 Northbound Travel Time and Delay Runs Northbound Water Street AM Peak Period 7:00-10:00 am MD Peak Period 12:00 pm - 2:00 pm PM Peak Period 4:30 pm - 6:30 pm Segment Beginning: State Street/ Peter Minuet Plaza Segment End: Average Running Speed Average Travel Speed Average Running Speed Average Travel Speed Average Running Speed Average Travel Speed (mph) (mph) (mph) (mph) (mph) (mph) Beekman Street Table 2 Southbound Travel Time and Delay Runs Southbound Water Street AM Peak Period 7:00-10:00 am MD Peak Period 12:00 pm - 2:00 pm PM Peak Period 4:30 pm - 6:30 pm Segment Beginning: Beekman Street Segment End: State Street/ Peter Minuet Plaza Average Running Speed Average Travel Speed Average Running Speed Average Travel Speed Average Running Speed Average Travel Speed (mph) (mph) (mph) (mph) (mph) (mph) The RBA Group - New York 7 November 12, 2015

13 D. Traffic Analysis Level of Service Methodology The typical measures of effectiveness for both signalized and unsignalized intersection analyses include volume-to-capacity ratio (v/c), delay, and level of service (). V/c is an indicator of the degree of saturation that occurs at a particular location. A v/c ratio equal to or greater than 1.0 indicates traffic operations at or above capacity (high levels of congestion); a v/c less than 1.0 indicates traffic operations below capacity (lower levels of congestion). Delay, typically provided as seconds per vehicle (sec/veh), includes what is termed control delay, which generally encompasses delays associated with acceleration, deceleration, and stoppages from downstream traffic control devices. In the Synchro traffic analysis software, the delay for signalized intersections also includes queue delay, a measure of queue interaction between closely spaced intersections. The total delay reported is the sum of the control and queue delays. Level of service (a rating ranging from excellent operating conditions at A to failing operating conditions at F) is a concept developed to quantify the degree of comfort experienced by drivers, and is based on delay. Level of service at signalized intersections is provided for both individual lane groups and the overall intersection. At unsignalized intersections, overall is undefined. The designations for both unsignalized and signalized intersection analyses are based on guidelines set forth in the Highway Capacity Manual (HCM) and are provided in Tables 3 and 4, respectively. Table 3 Unsignalized Intersection Designations Delay (sec/veh) A 10 B > 10 to 15 C > 15 to 25 D > 25 to 35 E > 35 to 50 F > 50 Source: Highway Capacity Manual 2010 Table 4 Signalized Intersection Designations Delay (sec/veh) A 10 B > 10 to 20 C > 20 to 35 D > 35 to 55 E > 55 to 80 F > 80 Source: Highway Capacity Manual 2010 The RBA Group - New York 8 November 12, 2015

14 Existing Traffic (Level of Service) Analysis Traffic capacity analysis was performed using Synchro software for the fourteen (14) signalized intersections and two (2) unsignalized intersections in the study area. Figure 3 shows the existing lane configurations and the presence or absence of traffic control devices at the study intersections. Analysis was performed for study intersections during the Weekday AM, Midday, and PM peak hours. The AM peak hour was determined to be 8:30-9:30 am, the Midday peak hour 11:00 am - 12:00 pm, and the PM peak hour 5:00-6:00 pm. Figure 3 Existing Lane Configurations and Traffic Control Devices LEGEND Lane Usage Traffic Signal Stop-Controlled Approach N The turning movement counts were used to create balanced 2015 Existing Conditions volume flow maps. The 2015 Existing Conditions flow maps for the Weekday AM, Midday, and PM peak hours are provided in Appendix 9. The data input into the Synchro software included intersection geometry and traffic signal timing where applicable. The intersection geometry was obtained from detailed field inventories that were performed at the time of the data collection effort, and captured all relevant roadway features that could affect traffic operations. The intersection inventories are provided in Appendix 5. Official traffic signal timings The RBA Group - New York 9 November 12, 2015

15 for each of the peak hours at all of the signalized study intersections were obtained from NYCDOT. The traffic signal timing data are provided in Appendix 8. Synchro analyses were performed for the three identified peak hours: Weekday AM, Weekday Midday and Weekday PM. The Measures of Effectiveness (MOEs) provided by the Synchro analysis include: Volume to Capacity (v/c) ratio, Total Delay, expressed as seconds per vehicle, and Level of Service (), which the HCM 2010 defines based on thresholds of delay. The results of the Existing Conditions analysis are provided in Table 5. As shown in Table 5, all the intersections along Water Street in the study area currently operate with an overall mid-d or better during the peak hours, with the exception of: Whitehall Street and State Street/ Peter Minuet Plaza. For individual lane groups, all currently operate at mid-d or better during the peak hours, with the exception of lane groups at the intersections of: Fletcher Street, Maiden Lane, Whitehall Street, and State Street/Peter Minuet Plaza/South Ferry Bus Loop The following summarizes the intersections and movements with operations worse than mid-d. Refer to Table 9 for a summary of the analysis. Detailed 2015 Existing Conditions Synchro analysis results are provided in Appendix 10. Fletcher Street Intersection The eastbound approach for this un-signalized intersection currently operates at F during the midday and evening peaks. This is due to the low volume of left turns that must find a gap in traffic along Water Street. The volumes at this approach are very low, e.g. 20 and 35 vehicles per hour during midday and evening peaks, respectively. Maiden Lane Intersection - The eastbound approach for this signalized intersection currently operates at E during the midday and evening peaks. This approach is also near capacity during the midday peak. Whitehall Street Intersection The westbound movements to this signalized intersection operate at mid-d or worse during all peak periods. The left-turn movement operates at capacity and F during the midday peak hour. The Through-right movement operates at F during the morning peak, and E during the midday and evening peaks. State Street/Peter Minuet Plaza/South Ferry Bus Loop intersection This signalized intersection operates at D overall during the AM peak hour, and at E overall during the Midday peak hour. However, this is mostly due to the poor westbound left movement which is a very low volume and mostly buses entering the Ferry Terminal. All other movements operate at mid-d or better. The RBA Group - New York 10 November 12, 2015

16 Table 5 Year 2015 Existing Traffic Conditions Intersection Approach Lane Group 1. Pearl St/ Peck Slip 2. Pearl St/ Beekman St 3. Water St/ Fulton St 4. Water St/ John St 6. Water St/ Maiden Ln 7. Water St/ Pine St 8. Water St/ Wall St 9. Water St/ Gouverneur Ln 10. Water Street/ Old Slip/ Hanover Square WB LTR C C C 53 NB T A A A 7 SB T B A A 58 * 10.2 B * * 8.0 A * * 6.4 A * WB LTR C C C 37 NB T A A A 36 SB T A A A 38 * 4.9 A * * 5.9 A * * 6.5 A * EB LR A D D 79 NB TL B B B 92 SB TR B A B 58 * 16.2 B * * 15.6 B * * 16.5 B * EB LTR C C C 66 WB LTR C C C 46 NB LTR A A A 80 SB LTR A A A 26 * 10.2 B * * 11.3 B * * 11.4 B * EB LTR D E E 133 WB LTR C C C 86 NB LTR A A A 6 SB LTR C B B 64 * 23.7 C * * 23.0 C * * 21.3 C * NB LT A A A 33 SB TR B B B 62 * 8.3 A * * 9.9 A * * 9.8 A * EB LTR C C B 53 NB TR A A A 18 SB TL B A B 22 * 14.6 B * * 11.8 B * * 9.7 A * NB T A A A 46 SB T A A A 10 * 4.7 A * * 6.3 A * * 6.9 A * EB LTR C C C 48 NB TR A A A 11 L C B A 21 TR B B A 6 * 12.5 B * * 7.9 A * * 8.0 A * 11. Water Street/ NB T A A A 2 7 Hanover Square/ SB T B A A Water Street * 7.1 A * * 5.2 A * * 4.0 A * 12. Water Street/ Coenties Slip 13. Water St/ Broad St 15. Water Street/ Whitehall Street 16. Water Street/ State Street/ Peter Minuet Plaza/ South Ferry Bus Loop 5. Water St/ Flectcher St 14. Water St/ Moore St SB NB T B B B 78 SB T B B B 50 EB WB * 10.4 B * * 12.3 B * * 13.3 B * L D D C 34 TR C D C 62 LT C C C 42 R D C C 42 NB LTR A A A 27 SB WB LT A A A 8 LT A A A 2 * 18.8 B * * 16.5 B * * 12.8 B * L D F D 99 TR F E E 57 NB TR B B A 4 SB TL C C C 82 EB * 35.6 D * * 45.3 D * * 26.5 C * T D D C 153 R B C C 4 WB LT E E C 31 NB LR D D D 10 * 54.9 D * * 56.5 E * * 25.3 C * UNSIGNALIZED INTERSECTIONS EB LTR C F F 44 NB TR A A A 0 SB v/c Weekday AM Peak Hour (8:30 to 9:30 AM) Delay (sec/veh) Queue (50th Pctl) (ft) SIGNALIZED INTERSECTIONS Weekday MD Peak Hour (11:00 to 12:00 PM) Delay (sec/veh) Queue (50th Pctl) (ft) L A A A 0 T A A A 0 NB TR A A A 0 SB TL A A A 0 Notes: * Synchro does not provide overall v/c ratio for signalized intersections. v/c = volume-to-capacity ratio; = Level-of-Service; NB = Northbound; SB = Southbound; EB = Eastbound; WB = Westbound L = left-turn, R = right-turn, T = through movement, LTR = left/through/right, TR = through/right-turn, LT = left-turn/through, LR = left-turn/right-turn Synchro does not provide overall delay or v/c ratios for unsignalized intersections. v/c Delay (sec/veh) Queue (50th Pctl) (ft) v/c Weekday PM Peak Hour (5:00 to 6:00 PM) The RBA Group - New York 11 November 12, 2015

17 E. Parking, Transit, Pedestrian and Bicycle Considerations Parking & Curbside Demands On-street parking is generally provided along both sides of Water Street and is typically limited to a short term duration (e.g. 2 or 3 hours). Some blocks carry a prohibition for street sweeping (also referred to as alternate side of the street parking regulations). There are sections restricted only to commercial vehicle loading, designated for taxi stands, or for bus stops. There are also areas of No Standing along some blocks. On-street parking is also provided on some of the surrounding local streets and is subject to on-street parking regulations and restrictions. There are also numerous off-street parking facilities throughout the study area. It was observed that both sides of Water Street are used for parking or standing throughout the study area. Even the areas signed for No Standing are frequently used for commercial deliveries and drop offs by for-hire vehicles and private automobiles. There is generally not a strict enforcement of double parking or standing in No Standing zones by private or commercial vehicles along Water Street. In general, on-street parking demand exceeds the supply along Water Street during peak periods. This is evidenced by legal spaces at capacity and the use of restricted curbside areas for standing and double parking. The deficiency in parking and curbside space impacts traffic and transit operations, especially vehicles standing in bus stops, as well as double parked vehicles in travel lanes. Transit New York City Transit (NYCT), which is part of the Metropolitan Transportation Authority (MTA), operates the M15, M15 Select Bus Service (SBS), as well as the M5 and M20 bus routes through the study area. The M15 bus runs along Water Street throughout the length of the project. The M15 Select Bus Service (SBS) also uses the corridor. The M5 and M20 bus routes also turn around on the southern portion of the project area. There are also several express bus routes along the corridor run by the MTA. These include the X8, X14, and X15 to and from Staten Island, the QM7, QM8, QM11, and QM25 to and from Queens, and BM1, BM2, BM3, and BM4 to and from Brooklyn. There are a few coach bus lines as well, operated by private companies, which stop on Water Street to connect with points outside of New York City. These generally serve commuters from outer suburbs. The Alliance for Downtown New York (ADNY) also operates the free "Downtown Connection" shuttle bus through the corridor with service between Battery Park City and the South Street Seaport. There are also several subway lines serving the area, including the 1, 2, 3, 4, 5, A, C, J, Z, and R lines, which are all within walking distance of the project area. The Staten Island Ferry Whitehall Terminal is located at the south end of the project and several ferries serve the area from the Battery Maritime Building and Pier 11, including the East River Ferries and several commuter ferries operated by private companies. (It is also worth noting that tour boats operate from Piers 15 and 16 and helicopters operate from the heliport at Pier 6.) The RBA Group - New York 12 November 12, 2015

18 Pedestrian and Bicycle Wide sidewalks exist along both sides of Water Street in the study area, typically 15 feet or greater in width. The effective width of sidewalks is typically made lower due to street furniture, trees, and plantings. There are no bicycle facilities along Water Street, although it is listed as a route for a potential future bicycle path on New York City s 2015 Bike Map. No pedestrian or bicycle level of service analysis was performed for this project. However, pedestrian and bicycle counts were performed at all of the study intersections. Pedestrian and bicycle counts can be found in Appendix 4. F. Safety Considerations Accident history data were obtained from NYCDOT for the Water Street corridor for the period from January 1, 2011 through December 31, 2013, the most recent three-year period for which data are available. The data are summarized in Tables 10 through 11. Table 6 summarizes the total number of crashes (accident frequency) at each location during the 3-year period, as well as the number of fatal, injury, and property damage only crashes (accident severity). A detailed review of the data was also conducted to determine the number of crashes involving pedestrians and bicyclists per year. Table 7 summarizes the crashes involving pedestrians and bicyclists at each location by year. The CEQR Technical Manual defines a high crash location as any location with 48 or more total reportable and non-reportable crashes, or five or more pedestrian/bicyclist injury crashes in any consecutive 12 months of the most recent three-year period for which data is available. As Table 6 and Table 7 indicate, none of the study intersections met the CEQR definition for a high crash location for total crashes. Based on the pedestrian and bicycle crashes, only the intersection of Water Street/Broad Street met the criterion for pedestrian/bicyclist crashes, based on a recorded five such crashes in Tables summarizing the weather conditions, pavement conditions, and light conditions for reportable accidents at the study locations, as well as the complete accident summary data are provided in Appendix 7. The RBA Group - New York 13 November 12, 2015

19 Table 6 Summary of Intersection & Midblock Crash Severity Intersection or Midblock Location Fatal Injury PDO 1 Total Crashes Intersection Peatl Street / Peck Slip Pearl Street / Beekman Street Water Street / Fulton Street Water Street / John Street Water Street / Fletcher Street Water Street / Maiden Street Water Street / Pine Street Water Street / Wall Street Water Street / Gouverneur Lane Water Street / Old Slip / Hanover Square Water Street / 7 Hanover Square / 57 Water Street Water Street / Coenties Slip Water Street / Broad Street Water Street / Moore Street Water Street / Whitehall Street State Street / Peter Minuet Plaza Total Percent of Total 0.0% 80.6% 19.4% 100.0% Notes: 1. PDO = Property Damage Only 2. No crashes reported at midblock locations. 3. Source: NYCDOT crash summary data for the 3-year period from January 1, to December 31, Table 7 Summary of Intersection & Midblock Pedestrian and Bicyclist Crashes by Year Total Intersection or Midblock Location Pedestrian / Pedestrian / Pedestrian / Pedestrian / Bicyclist Bicyclist Bicyclist Bicyclist Crashes Crashes Crashes Crashes Intersection Peatl Street / Peck Slip Pearl Street / Beekman Street Water Street / Fulton Street Water Street / John Street Water Street / Fletcher Street Water Street / Maiden Street Water Street / Pine Street Water Street / Wall Street Water Street / Gouverneur Lane Water Street / Old Slip / Hanover Square Water Street / 7 Hanover Square / 57 Water Street Water Street / Coenties Slip Water Street / Broad Street Water Street / Moore Street Water Street / Whitehall Street State Street / Peter Minuet Plaza Total Source: NYCDOT crash summary data for the 3-year period from January 1, to December 31, The RBA Group - New York 14 November 12, 2015

20 IV. FUTURE NO-ACTION CONDITIONS: 2018 & 2038 To assess potential impacts of the proposed roadway improvements across the greater study area, it was necessary to determine future No-Action conditions (i.e., the future without the proposed action). The No-Action conditions includes planned developments and other roadway improvements not related to the project and serve as the baseline to which future conditions with the proposed roadway improvements will be compared. To evaluate how any proposed design alternatives for the roadway improvements would work in the long term, conditions were assessed for the Estimated Time of Completion (ETC) year and an ETC+20 design year. These correspond to the years 2018 and 2038, respectively. A. No-Action Traffic Forecasts Background Growth To project background traffic growth two growth rates were applied: 0.50% for the first five years, and 0.25% for years six and beyond. These rates were developed in consultation with NYCDOT to account for the large volume of development projects in the area they are double the typical Manhattan annual growth rates as per the 2014 CEQR Technical Manual. The combination of these two background growth rates yielded a growth factor of for the 2018 ETC year and a growth factor of for the 2038 design year that were applied to the existing vehicular traffic volumes as part of the projection of future No-Action volumes. Projected No-Action Development In consultation with NYCDOT, eight sites were identified to be included individually from the development sites proposed throughout the area. These include the Peck Slip School, Fulton Market/ Pier 17 Redevelopment, Governor s Island Redevelopment, Battery Maritime Building, 70 Pine Street, 6 Platt Street Hotel, 215 Pearl Street Hotel, and the Pier 11/ Citywide Ferry Services project. The remainder of the projects in the area are considered within the background growth rate. Planned Transportation Improvements In addition to the nearby projects that would generate additional traffic volumes, there was also roadway geometry which affected the Broad Street/ Water Street intersection. The lane reconfiguration was completed in the summer of 2015, after the traffic counts were performed. This included the change in the westbound approach from a one lane approach to a two-lane approach. The projected traffic volumes described above were used to obtain future No-Action traffic volumes. Traffic volume flow maps for the 2018 and 2038 No-Action Conditions are provided in Appendix 9. The RBA Group - New York 15 November 12, 2015

21 B. Future No-Action Traffic (Level of Service) Analysis Future No-Action conditions traffic analyses were performed for the Weekday AM, Midday, and PM peak hours. The capacity analysis results for the study intersections are shown for 2018 and 2038 No- Action Conditions in Table 8 and Table 9. As shown in the tables, the future No-Action level of service () is projected to remain similar in terms of where congestion occurs when compared to the Existing Conditions. The following sections describe the results of the Synchro analysis: 2018 Table 8 presents the future 2018 No-Action Conditions results. Compared to the 2015 Existing Conditions, congestion that currently exists is projected to worsen along Water Street at the intersections of: Fletcher Street, Maiden Lane, Whitehall Street, and State Street/ Peter Minuet Plaza/ South Ferry Bus Loop. Individual lane group and overall intersection level of service at the remainder of the intersections are projected to operate at D or better. Refer to Table 17. Detailed 2018 future No-Action Conditions Synchro analysis results are provided in Appendix 11. Fletcher Street Intersection The eastbound approach for this un-signalized intersection is estimated to worsen slightly compared to 2015 conditions. Maiden Lane Intersection - The eastbound approach for this signalized intersection is estimated to worsen from E to F during the morning, midday, and evening peaks. This approach is also estimated to operate over capacity during all peak periods. Whitehall Street Intersection The westbound movements to this signalized intersection are estimated to worsen to mid-d or worse during all peak periods. The left-turn movement is estimated to operate at capacity and F during the midday peak hour. The Through-right movement is estimated to operate at F during the morning and midday peaks, and E during the evening peak. State Street/Peter Minuet Plaza/South Ferry Bus Loop intersection This signalized intersection is estimated to worsen from D to E overall during the AM and Midday peak hours. However, this is mostly due to the poor westbound left movement which is a very low volume and mostly buses entering the Ferry Terminal. All other movements operate at mid-d or better Table 14 presents the future 2038 No-Action Conditions results. The locations that currently experience congestion and are projected to worsen in 2018 would continue to worsen further in 2038, including: Fletcher Street, Maiden Lane, Whitehall Street, and State Street/ Peter Minuet Plaza/ South Ferry Bus Loop. Additionally, some lane groups at the intersection of Broad Street are projected to operate at E in Individual lane group and overall intersection level of service at the remainder of the intersections are projected to operate at D or better. Refer to Table 18. Detailed 2038 future No-Action Conditions Synchro analysis results are provided in Appendix 11. The RBA Group - New York 16 November 12, 2015

22 Fletcher Street Intersection The eastbound approach for this un-signalized intersection is estimated to worsen slightly compared to 2015 and 2018 conditions, with long delays during the midday. Maiden Lane Intersection The overall intersection is estimated to operate at E during all peak periods. The eastbound approach for this signalized intersection is estimated to operate at F during all peak periods. This eastbound approach is also estimated to operate over capacity during all peak periods. In addition, the southbound approach is estimated to worsen to a E and operate at capacity during the morning peak; while the westbound approach is estimated to worsen to a mid-d during the evening peak. Broad Street Intersection While this intersection is expected to operate adequately during 2018, the eastbound and westbound approaches are estimated to degrade by 2038 to D or E during the morning and midday peak hours. Whitehall Street Intersection The overall intersection is estimated to degrade to a E during the morning peak, and F during the midday and evening peak periods. The westbound movements to this signalized intersection are estimated to worsen to F, and operate over capacity, during all peak periods. In addition, the northbound approach is estimated to approach capacity during the morning and midday periods. State Street/Peter Minuet Plaza/South Ferry Bus Loop intersection This signalized intersection is estimated to worsen from to F overall during the AM and Midday peak hours. However, this is mostly due to the poor westbound left movement which is a very low volume and mostly buses entering the Ferry Terminal. In addition, the eastbound movement is estimated to operate at capacity and E during the morning and midday peaks. The RBA Group - New York 17 November 12, 2015

23 Table 8 Year 2018 Future No-Action Traffic Conditions Intersection Approach Lane Group 1. Pearl St/ Peck Slip 2. Pearl St/ Beekman St 3. Water St/ Fulton St 4. Water St/ John St 6. Water St/ Maiden Ln 7. Water St/ Pine St 8. Water St/ Wall St 9. Water St/ Gouverneur Ln 10. Water Street/ Old Slip/ Hanover Square WB LTR C C D 86 NB T A A A 7 SB T B B A 74 * 11.7 B * * 8.8 A * * 8.2 A * WB LTR C C C 38 NB T A A A 37 SB T A A A 45 * 5.0 A * * 6.5 A * * 6.5 A * EB LR A D D 81 NB TL B C B 103 SB TR B A B 65 * 17.5 B * * 18.5 B * * 18.0 B * EB LTR C C C 83 WB LTR C C C 60 NB LTR B A B 97 SB LTR A A A 27 * 11.6 B * * 13.1 B * * 12.5 B * EB LTR F ~ F ~ F ~224 WB LTR D D D 137 NB LTR A A A 6 SB LTR D B B 74 * 39.8 D * * 48.1 D * * 43.5 D * NB LT A A A 34 SB TR B B B 79 * 8.3 A * * 9.9 A * * 10.2 B * EB LTR A A A 0 NB TR A A A 2 SB TL B A A 25 * 15.0 B * * 12.3 B * * 9.8 A * NB T A A A 55 SB T A A A 11 * 5.1 A * * 6.3 A * * 7.4 A * EB LTR C C C 50 NB TR A A A 11 L C B B 22 TR B B A 6 * 12.8 B * * 7.8 A * * 8.5 A * 11. Water Street/ NB T A A A 2 7 Hanover Square/ SB T B A A Water Street * 7.1 A * * 5.4 A * * 4.3 A * 12. Water Street/ Coenties Slip 13. Water St/ Broad St 15. Water Street/ Whitehall Street 16. Water Street/ State Street/ Peter Minuet Plaza/ South Ferry Bus Loop 5. Water St/ Flectcher St 14. Water St/ Moore St SB NB T B B B 84 SB T B B B 55 EB WB * 10.5 B * * 12.4 B * * 13.6 B * L D D C 35 TR C D C 65 LT C C C 45 R D C C 44 NB LTR A A A 28 SB WB v/c Weekday AM Peak Hour Weekday MD Peak Hour Weekday PM Peak Hour (8:30 to 9:30 AM) (11:00 to 12:00 PM) Delay (sec/veh) Queue (50th Pctl) (ft) SIGNALIZED INTERSECTIONS (5:00 to 6:00 PM) LT A A A 8 LT A A A 2 * 20.5 C * * 17.2 B * * 13.3 B * L D F D 105 TR F F E 59 NB TR B B A 4 SB TL C C C 87 EB * 37.0 D * * 51.8 D * * 27.3 C * T D D C 164 R B C C 4 WB LT F ~ F ~ C 31 NB LR D D D 10 * 64.8 E * * 63.1 E * * 26.2 C * EB LTR C F F 47 NB TR A A A 0 SB L A A A 0 T A A A 0 NB TR A A A 0 SB TL A A A 0 Notes: * Synchro does not provide overall v/c ratio for signalized intersections. v/c = volume-to-capacity ratio; = Level-of-Service; NB = Northbound; SB = Southbound; EB = Eastbound; WB = Westbound L = left-turn, R = right-turn, T = through movement, LTR = left/through/right, TR = through/right-turn, LT = left-turn/through, LR = left-turn/right-turn Synchro does not provide overall delay or v/c ratios for unsignalized intersections. v/c UNSIGNALIZED INTERSECTIONS Delay (sec/veh) Queue (50th Pctl) (ft) v/c Delay (sec/veh) Queue (50th Pctl) (ft) The RBA Group - New York 18 November 12, 2015

24 Table 9 Year 2038 Future No-Action Traffic Conditions Intersection Approach Lane Group 1. Pearl St/ Peck Slip 2. Pearl St/ Beekman St 3. Water St/ Fulton St 4. Water St/ John St 6. Water St/ Maiden Ln 7. Water St/ Pine St 8. Water St/ Wall St 9. Water St/ Gouverneur Ln 10. Water Street/ Old Slip/ Hanover Square WB LTR C C D 89 NB T A A A 7 SB T B B A 78 * 12.4 B * * 9.1 A * * 8.2 A * WB LTR C C C 41 NB T A A A 40 SB T A A A 47 * 5.1 A * * 7.1 A * * 7.1 A * EB LR A D D 87 NB TL C C C 265 SB TR B A B 68 * 20.6 C * * 24.2 C * * 22.8 C * EB LTR C D C 86 WB LTR C C C 64 NB LTR B A B 104 SB LTR B B A 29 * 12.6 B * * 13.8 B * * 12.7 B * EB LTR F ~ F ~ F ~262 WB LTR D D D 170 NB LTR A A A 7 SB LTR E ~ B ~ B 77 * 57.8 E * * 56.9 E * * 56.5 E * NB LT A A A 37 SB TR B B B 81 * 8.2 A * * 9.9 A * * 9.9 A * EB LTR C C B 64 NB TR B B A 23 SB TL B A B 23 * 16.0 B * * 13.4 B * * 10.1 B * NB T A A A 65 SB T A A A 14 * 5.3 A * * 6.5 A * * 7.8 A * EB LTR C C C 53 NB TR A A A 11 L C B B 28 TR B B A 7 * 14.5 B * * 8.0 A * * 8.8 A * 11. Water Street/ NB T A A A 2 7 Hanover Square/ SB T B B A Water Street * 7.3 A * * 5.7 A * * 4.3 A * 12. Water Street/ Coenties Slip 13. Water St/ Broad St 15. Water Street/ Whitehall Street 16. Water Street/ State Street/ Peter Minuet Plaza/ South Ferry Bus Loop 5. Water St/ Flectcher St 14. Water St/ Moore St SB NB T B B B 92 SB T B B B 61 EB WB * 11.5 B * * 13.0 B * * 13.4 B * L D D C 37 TR D E C 78 LT D C C 48 R E D C 47 NB LTR A A A 63 SB WB LT A A A 9 LT A A A 2 * 22.7 C * * 19.9 B * * 15.6 B * L F F E 152 TR F ~ F ~ F ~173 NB TR D ~ C ~ A 4 SB TL C C C 93 EB * 59.7 E * * 80.3 F * * 81.7 F * T E E D 193 R B C C 5 WB LT F ~ F ~ D 33 NB LR D D D 11 * F * * 89.5 F * * 37.3 D * UNSIGNALIZED INTERSECTIONS EB LTR C F F 53 NB TR A A A 0 SB v/c Weekday AM Peak Hour Weekday MD Peak Hour Weekday PM Peak Hour (8:30 to 9:30 AM) (11:00 to 12:00 PM) Delay (sec/veh) Queue (50th Pctl) (ft) SIGNALIZED INTERSECTIONS (5:00 to 6:00 PM) L A A A 1 T A A A 0 NB TR A A A 0 SB TL A A A 0 Notes: * Synchro does not provide overall v/c ratio for signalized intersections. v/c = volume-to-capacity ratio; = Level-of-Service; NB = Northbound; SB = Southbound; EB = Eastbound; WB = Westbound L = left-turn, R = right-turn, T = through movement, LTR = left/through/right, TR = through/right-turn, LT = left-turn/through, LR = left-turn/right-turn Synchro does not provide overall delay or v/c ratios for unsignalized intersections. v/c Delay (sec/veh) Queue (50th Pctl) (ft) v/c Delay (sec/veh) Queue (50th Pctl) (ft) The RBA Group - New York 19 November 12, 2015

25 C. Parking, Transit, Pedestrian and Bicycle Considerations Parking In the future 2018 and 2038 No-Action Conditions there are no projected changes to the on-street parking supply or curbside regulations within the project area. Transit There are no anticipated changes to the bus routes and service frequency within the study area during the future analysis years. Should increases in service be planned or implemented, then adequacy of bus stops should be revisited and adjustments made accordingly. This consideration applies to the No-Action as well as the With-Action conditions. Pedestrian and Bicycle Pedestrian volumes in the study area are projected to increase due to such projects as the Fulton Market/ Pier 17 Redevelopment and Pier 11/ Citywide Ferry Services projects, among other development projects in the area. As non-motorized modes of transportation (e.g. bicycling) continue to be encouraged by State and City agencies, it is expected that bicycle demand will increase in future years. The existing conditions observed are expected to continue in the future with or without the project. D. Safety Considerations As traffic and pedestrian volumes increase in the future, it is possible that accident frequency could increase in the vicinity of the project area under future No-Action Conditions. The RBA Group - New York 20 November 12, 2015