Appendix C1 Transportation 
 C1-1 June 2021

Appendix C1: Transportation 

FRA prepared this appendix to provide more detailed information to show the results of the analyses of 

Affected Environment Existing Conditions as summarized in Chapter 6, “Transportation,” and prepared for 

the Western Rail Yard Infrastructure Project EIS.

C1.1 TRAFFIC, PARKING, AND BICYCLES 

C1.1.1 ANALYSIS METHODOLOGY 

The Preferred Alternative is a large infrastructure development in the far west Midtown area of Manhattan, 

peripheral to and among some of the highly congested routes in and out of New York City’s central business 

district. This area is characterizes as having high vehicle, pedestrian, and transit volumes. The Preferred 

Alternative would overlap study areas with other ongoing and forthcoming transportation and infrastructure 

projects, and public and private real estate development in the area. The evaluation for the Preferred 

Alternative is consistent with methodologies developed for the CEQR Technical Manual in recognition of 

the overlapping projects and unique circumstances within the Study Area. Other local City agencies, 

including but not limited to NYCDOT and NYCEDC, utilize the methodology developed by NYCDCP for 

their own projects that involve potential vehicle, pedestrian, and transit impacts, offering a consistent 

methodology and guidance criteria to all types of projects implemented in the city. Given that NYCDOT 

manages the roads and traffic signals throughout the City, it is imperative that they coordinate with the 

private entity or agency sponsoring a new project, because the project may require changes to NYCDOT 

assets that affect the project or to implement mitigation. Chapter 3, “Transportation,” of Appendix B

provides a detailed summary of the methodology and criteria FRA used in this impact assessment. 

C1.1.1.1 STUDY AREA 

The Study Area for the assessment of potential traffic and parking impacts captures the most likely area of 

increased traffic and parking demand that the Preferred Alternative would generate. The Study Area 

encompasses West 34th Street on the north, West 29th Street on the south, Twelfth Avenue on the west, 

and Sixth Avenue on the east (see Figure 6-1). All intersections within this Study Area were analyzed to 

develop a baseline condition for the Affected Environment Existing Conditions using CEQR Technical 

Manual guidance. The Study Area includes potential sites for construction staging or other construction 

activities that would require lane closures or changes to traffic flow. The Study Area is also inclusive of the 

most likely routes for workers driving to or from the construction site and the haul routes that trucks would 

use to carry materials to, or debris from, the construction site. 

The Affected Environment Existing Conditions traffic network integrates data collected in 2016 and 

combines it with additional data available from other ongoing projects, as well as data from NYCDOT’s 

database of turning movement counts and automatic traffic recorder (ATR) information. In particular, the 

Affected Environment Existing Conditions network was closely coordinated with ongoing studies for the 

SEQRA EIS under development by ESD for the Empire Station Development Project. Both projects share 

2019 condition network volumes that NYCDOT has reviewed and accepted, as well as an aligned Synchro 

network. 
Appendix C1: Transportation 

June 2021 C1‐2   

C1.1.1.2 ANALYSIS YEARS 

Affected Environment Existing Conditions network reflects 2019 conditions prior to the ongoing COVID-19 

public health emergency. Construction activities generating transportation demand are anticipated to peak 

in Quarter 2 of 20231 with construction efforts overlapping for both the Tunnel Encasement and the Platform. 

Construction for the Platform and Tunnel Encasement would be complete by 2026, and all localized, 

temporary street or sidewalk and lane closures required during construction at the Project Site would be 

restored. Any permanent changes to the traffic network would be in place and part of the transportation 

network. 

C1.1.1.3 OPERATION 

The Preferred Alternative would not generate any additional traffic once operational; therefore, this EIS 

chapter does not include an assessment of 2026 operational conditions. 

C1.1.1.4 CONSTRUCTION 

Construction would take a little more than five years to complete. This duration would affect the local Study 

Area in terms of transportation demand generated by construction works and construction trucks. There 

could also be temporary network changes during the construction period that the analysis considers. 

For construction workers (as more fully detailed in Chapter 3, “Alternatives”), it is anticipated that there will 

be two shifts for the Platform construction (7 AM–3:30 PM and 3:30 PM–12 AM) and one shift for the Tunnel 

Encasement (7 AM–3:30 PM). Since work will begin at 7 AM at the Project Site, FRA has assumed that 

construction workers would arrive at the Project Site prior to 7 AM and leave after 3:30 PM for the daytime 

shift. Construction workers for the second shift would arrive before 3:30 PM and leave after 12 AM. 

Truck deliveries are expected throughout the day with arrivals and departures, but most notably at the start 

of the morning shift with 25 percent of the trucks arriving and departing during the 6–7 AM period and then 

at 5 percent per hour until 10 PM (two shifts) for Platform related truck traffic and 10 percent for per hour 

until 2:30 PM (single shift) for the Tunnel Encasement. Truck route assumptions/assignments were based 

on typical distributions of construction traffic as determined through prior EISs in the area, as well as 

ensuring that trucks travel on NYCDOT approved truck routes. The crosstown streets most likely to be 

utilized by these vehicles would be West 31st, West 33rd, and West 34th Streets. Northbound traffic would 

likely utilize Eleventh and Twelfth Avenues, while southbound traffic would likely utilize Ninth and Twelfth 

Avenues. 

While the NYCNCC limits construction activities to weekdays between the hours of 7 AM and 6 PM, 

construction work necessary at all other times, including anytime on the weekends, requires an after-hours 

authorization from NYCDOB. After hours variance (AHV) applications must be filed with NYCDOB at least 

two business days before the first intended work day. Permit authorization for weekend or after hour 

construction work may be granted for the following circumstances—emergency work, cases of public safety, 

City construction projects, construction activities with minimal impact, and for a claim of undue hardship 

resulting from unique site characteristics, unforeseen conditions, scheduling conflicts and/or financial 

considerations. 

The construction transportation demand added to the area, including workers and truck deliveries, would 

be limited. The construction schedule and phasing plan developed by the Project Sponsor was used to 

establish the peak levels of traffic activity generated by the Preferred Alternative. This is estimated as 

occurring in the Quarter 2 of 2023 when there would be an average of about 227 workers per day over the 

two shifts and approximately 89 truck trips per day. 

1 The Level 1 and Level 2 Screening Analysis is based on original construction truck and worker estimates calculated 

prior to revisions made by the Project Sponsor to the construction approach for the High Line underpinning 

component. The overall effects remain similar as that originally analyzed although somewhat reduced based on the 

number and size of trucks. Therefore, the numbers used in this EIS are conservative. 
C1‐3 June 2021

C1.1.1.5 PEAK HOURS FOR ANALYSIS 

In consideration of existing traffic patterns and hour-by-hour estimates of the new vehicular trips likely to 

be generated by transportation and infrastructure projects in the Affected Environment, 8–9 AM, 12–1 PM 

and 5–6 PM were selected as the peak hours for analysis of weekday traffic conditions. Some level of 

weekend vehicular activity is expected to be generated by construction of the Preferred Alternative and, 

while less peaked and lower in total volume than weekday trip generation, could result in traffic impacts as 

well. Therefore, Saturday midday 12–1 PM hour for analysis of peak hours from vehicular ATRs and other 

sources. These peak hours conform to peak hours developed for other recent and ongoing environmental 

studies being conducted in the area to ensure a coordinated and consistent Affected Environment Existing 

Condition for the Preferred Alternative in comparison to other ongoing studies in this part of Manhattan. 

While the above-mentioned four peak hours represent the peak periods for traffic analysis, construction 

activities have a different set of peak periods based on the two distinct construction worker shifts and 

schedule of truck arrivals and departures. The peak construction hours used in the analysis include 6–7 

AM and 3–4 PM. 

C1.1.1.6 CAPACITY ANALYSIS 

The average control delay per vehicle is the basis for determining levels of service for individual lane groups 

(grouping of movements in one or more travel lanes), the overall approaches to each intersection, and the 

overall intersection itself. Levels of service (LOS) are defined in Table C1-1. Per the table, LOS A describes 

operations with low delays, i.e., an average control delay of 10.0 seconds or less per vehicle. This occurs 

when signal progression is extremely favorable, and most vehicles arrive during the green phase. Most 

vehicles do not stop at all. 

Table C1-1 

LOS Criteria for Signalized Intersections 

LOS Average Control Delay 

A ≤ 10.0 seconds 

B >10.0 and ≤ 20.0 seconds 

C >20.0 and ≤ 35.0 seconds 

D >35.0 and ≤ 55.0 seconds 

E >55.0 and ≤ 80.0 seconds 

F >80.0 seconds 

Source: Transportation Research Board. Highway Capacity Manual, 2000. 

LOS B describes operations with delays in excess of 10.0 seconds up to 20.0 seconds per vehicle. This 

generally occurs with good progression and/or short cycle lengths. Again, most vehicles do not stop at the 

intersection. 

LOS C describes operations with delays in excess of 20.0 seconds up to 35.0 seconds per vehicle. These 

higher delays may result from fair progression and/or longer cycle lengths. The number of vehicles stopping 

is noticeable at this level, although many still pass through the intersection without stopping. 

LOS D describes operations with delays in excess of 35.0 seconds up to 55.0 seconds per vehicle. At LOS 

D, the influence of congestion becomes more noticeable. Longer delays may result from some combination 

of unfavorable progression, long cycle lengths, or high volume-to-capacity (v/c) ratios. Many vehicles stop, 

and the proportion of vehicles not stopping declines. 

LOS E describes operations with delays in excess of 55.0 seconds up to 80.0 seconds per vehicle. High 

delay values included in this range generally indicate poor progression, long cycle lengths, and high v/c 

ratios. 

LOS F describes operations with delays in excess of 80.0 seconds per vehicle. This condition is considered 

unacceptable to most drivers, and often occurs with oversaturation, i.e., when arrival flow rates exceed the 

capacity of the intersection. It may also occur at high v/c ratios with cycle failures. Poor progression and 

long cycle lengths may also contribute to such delays. Often, vehicles do not pass through the intersection 

in one signal cycle. 
Appendix C1: Transportation 

June 2021 C1‐4

Consistent with CEQR Technical Manual guidelines, for the analysis presented in this chapter, LOS A, B, 

and C were considered acceptable, LOS D was considered marginally acceptable up to mid-LOS D (45 

seconds of delay for signalized intersections), and any level above mid-LOS D was considered 

unacceptable. LOS E and F indicate congestion. These guidelines are applicable to individual traffic 

movements and overall intersection levels of service. 

C1.1.1.7 TRANSPORTATION PLANNING FACTORS 

The CEQR Technical Manual provides guidance on developing the key transportation planning factors that 

will frame the impact assessment, and initially determine if a detailed study is appropriate. FRA has adopted 

this guidance for the analysis presented in this chapter. This process begins with identifying the type and 

size of a project and its location in the City. The planning factors are the key elements of trip generation 

assumptions that estimate demand generated by any proposed project. This would include the total number 

of person trips expected to be generated, estimated by project type, land use, or other criteria. The trips 

are then distributed by assumed mode of travel between auto and taxi, transit, and pedestrians. The mode 

share is based on available recent census data of travel characteristics as well as precedent completed 

traffic impact assessments in the general project area. For auto trips, a further refinement using this same 

data pool, is to estimate the average vehicle occupancy to estimate the actual number of vehicle trips. 

Finally, the mode share estimates are provided with a temporal distribution with trip arrival and departures 

estimate for peak travel periods. These transportation factors serve two important functions as established 

by the CEQR Technical Manual: 

First, they provide a basis to undertake the initial evaluation to determine if a traffic study is warranted. A 

preliminary trip generation (Level 1) and trip assignment (Level 2) threshold analysis determine if a project 

is likely to generate up to 50 vehicles at any one intersection during a peak hour. If this threshold is not met, 

the CEQR Technical Manual guidance indicates that a detailed traffic analysis is not likely to be appropriate 

as the project increment is below a level that would be a meaningful change in local and regional traffic 

conditions (see Appendix C-2 for the summary of the Level 1 and Level 2 analysis for the Preferred 

Alternative). 

Second, if a proposed project exceeded the Level 1 and Level 2 thresholds, then the transportation planning 

factors provide the incremental traffic demand with which to complete the detailed analyses. 

C1.1.1.8 IMPACT CRITERIA (IF REQUIRED) 

Traffic 

According to the impact criteria guidelines presented in the CEQR Technical Manual, changes in conditions 

that can be considered adverse impacts and call for examination of mitigation occur if they result in an 

increase in the Preferred Alternative conditions of 5 or more seconds of delay in a lane group over No 

Action Alternative levels beyond mid-LOS D; 4-second increase in delay at LOS E; and a 3-second increase 

in delay at LOS F. In addition, impacts requiring mitigation assessment include when levels of service 

deteriorate from acceptable A, B, or C in the No Action Alternative to marginally unacceptable LOS D (a 

delay in excess of 45 seconds, the midpoint of LOS D), or unacceptable LOS E or F in the Preferred 

Alternative conditions. 

For unsignalized intersections, similar impact criteria guidelines are applicable; however, for a minor street 

to cause a significant impact, 90 passenger car equivalents must be identified in the future with the 

Preferred Alternative in any peak hour. There is only one unsignalized intersection within the Study Area, 

at Twelfth Avenue and West 33rd Street. 

As the Preferred Alternative would be located in New York City, the impact guidelines presented in the 

CEQR Technical Manual were used to identify potential adverse traffic impacts for construction of the 

Preferred Alternative. 
C1‐5 June 2021

Parking 

According to the CEQR Technical Manual guidelines for alternatives considered within the Manhattan 

Business District, the inability of the alternative(s) or the surrounding area to accommodate projected future 

parking demands would be considered a parking shortfall but is not deemed to be an adverse impact. This 

supports New York City policy to discourage private vehicles from coming to the Manhattan Business District. 

Any unsatisfied demand for parking spaces during the midday peak utilization period would result in 

vehicles parking outside of the parking Study Area and motorists walking greater distances to their 

destinations. However, as parking shortfalls do not constitute adverse impacts under the CEQR Technical 

Manual guidelines, mitigation is not proposed. 

Bicycles 

In addition to traffic and parking analysis, if required, a qualitative assessment is necessary for bicycle 

facilities and designated bikeways within the Study Area (e.g., Hudson River Greenway and Ninth Avenue). 

See Section 6.3.1.1 of Chapter 6, “Transportation,” for determination that traffic and parking analysis would 

be required. For a Bicycle infrastructure inventoried throughout the Study Area for the Existing Conditions 

and, for the future, future bicycle inventory available during the Peak Construction Condition analysis years 

is needed. Engineering judgement, as well as possible past precedent from previous EIS documents, is the 

primary driver in determining potential impact to bicycle infrastructure within the Study Area. 

C1.1.2 AFFECTED ENVIRONMENT 

The Affected Environment Existing Conditions (2019) were established for vehicular traffic, intersection 

geometries, and signal timings and operations for the Study Area. The LOS analysis was developed for 

signalized intersections, v/c ratios, and stopped delay values, in accordance with standard procedures 

prescribed in the Highway Capacity Manual and detailed throughout this section. FRA used the Synchro 

10 software, accepted by NYCDOT, to determine traffic operations at critical intersections. Results of these 

analyses are tabulated below for each time period analyzed. 

C1.1.2.1 STUDY AREA ROADWAY NETWORK 

Locations analyzed within the Study Area include a total of 38 intersections, all but one are signalized 

(Twelfth Avenue and 33rd Street is unsignalized), along local streets proximate to the Project Site or that 

would be affected by construction-related changes to the street network, as well as along arterials that 

would provide access to or from the site. The traffic Study Area focuses on locations where constructionrelated traffic is anticipated to be most concentrated. The traffic Study Area developed for this EIS, shown 

previously in Figure 6-1, includes the intersections listed below: 

 Sixth Avenue at West 29th Street through West 34th Street 

 Seventh Avenue at West 29th Street through West 34th Street 

 Eighth Avenue at West 29th Street through West 34th Street (minus West 32nd Street) 

 Ninth Avenue at West 29th Street through West 34th Street (minus West 32nd Street) 

 Dyer Avenue at West 30th Street, West 31st Street and West 34th Street 

 Tenth Avenue at West 29th Street through West 34th Street (minus West 32nd Street) 

 Eleventh Avenue at West 29th Street through West 31st, and 34th Street 

 Twelfth Avenue at West 29th Street through West 34th Street 

C1.1.2.2 TRAFFIC CONTROL 

All intersections within the Study Area are signalized, except for Twelfth Avenue at West 33rd Street. Signal 

timing plans were obtained from NYCDOT for all signalized intersections. 
Appendix C1: Transportation 

June 2021 C1‐6   

C1.1.2.3 TRAFFIC VOLUMES 

Balanced existing condition traffic volumes and calibrated models from the Empire Station Development 

EIS, served as the primary basis for FRA’s 2019 existing condition volumes for weekday AM, midday, and 

PM peak hours. Central Business District (CBD) Tolling and Port Authority Bus Terminal projects have an 

existing condition year of 2018 and 2019, respectively, were used to update the 2016 counts originally 

collected for intersections missing from the Empire Station Development project network. An extrapolation 

factor was used to extrapolate Saturday midday traffic volumes, which were unavailable from the Empire 

Station Development project. This data was based on the comparison of available data from 2018 Port 

Authority Bus Terminal and 2019 CBD Tolling ATR data sets, between Weekday midday and Saturday 

midday peak traffic periods. The analysis accounted for geometric changes that affected travel patterns 

between 2016 and 2019 in the development and calibration of Affected Environment Existing Condition 

networks, specifically along Sixth and Seventh Avenues with newly restricted turning movements. Figures 

C1-1 through C1-4 include the traffic vehicular flow maps. 

C1.1.2.4 INTERSECTION CAPACITY ANALYSIS 

Busy city streets with high v/c ratios, high approach delays, and congestion characterize West Midtown. 

One of the largest contributing factors to these conditions are high pedestrian volumes, which conflict with 

turning vehicles further adding to the delay from limited roadway capacity. Pedestrians’ movement through 

the Study Area is concentrated along travel paths to and from the handful of transit stations near the Project 

Site, retail stores, and countless office buildings. 

Table C1-2 presents a summary of intersection approach LOS for all four of the traffic analysis peak hours. 

A considerable number of Study Area intersection approaches currently, as modeled in a calibrated 

Synchro network, operate at LOS D or above. 

Table C1-2 

Existing Intersection Approach Level of Service Summary 

Signalized Intersections 

Overall LOS 

Weekday 

8–9 AM 

Weekday 

12–1 PM 

Weekday 

5–6 PM 

Saturday 

12–1 PM 

LOS A, B, or C 79 81 75 84 

LOS D 19 21 21 25 

LOS E 13 8 9 8 

LOS F 27 26 16 23 

Tables C1-3 through C1-6 provide the Affected Environment Existing Conditions (2019) Level-of-Service 

(LOS) tables for signalized and unsignalized intersections within the established vehicular Study Area for the 

four peak hours FRA selected for analysis: Weekday AM, Midday, and PM, and Saturday Midday LOS tables. 

Table C1-3 

Affected Environment Existing Conditions Level of Service 

AM Peak Hour 

Intersection Name Approach Movement Group V/C Delay LOS 

Sixth Avenue and West 29th Street 

NB L 0.23 13.7 B 

T 0.53 16.2 B 

WB T 0.41 27.7 C 

R 0.18 6.3 A 

Intersection 16.7 B 

Sixth Avenue and West 30th Street 

NB TR 0.72 5.6 A 

- - - 

EB LT - - - 

0.86 41.8 D 

Intersection 11.8 B 

Sixth Avenue and West 31st Street NB L 1.05 92.2 F T 0.71 5.2 A 

WB TR 0.75 41.8 D 
1147

2506 2263 1204 125 1477 362 1268 1091 9 1130 8 1437

2336 170 110 979 115 155 207 66 1094 108

200 363 363 100 25 467 555 73 210 562 562 86 493 493 429 429 7 133 519 519 441 515 515 5 82 523

222 253 230 352 345 407 347 427 448 317 507 510 441

163 419 409 87 189 337 303 345 345 552 552 205 2 455 455 450 450 12 1 442 442 516

2063 249 203 1194 115 112 951 71 1143 1 1350 6

2499 2312 1255 1512 1301 1134 1357

2499 2312 1255 1512 1301 1134 1143 1357

2499 31 1224 64 1237 1143

31 31 31 0 0 173 173 173 0 173 173 172 172 17 53 0 202 202 18 213

0 0 173 109 36 0 195

0 63 202

2281 0 1339 201 136 1117 48 7 1339 0

2499 2281 1224 1339 201 1300 1301 1345 1346

1345

1136 209 1346

209 67

142

209 1622

1136

1279 134 `

1413

1300

1136

381 201 15 1285 147 989

1363 42 339 1301 1413

180 180 79 213 213 198 263 263 203 370 370 223 336 336 75 264

125 65 167 113 189

9

1350

1183 13 122 96 1098 1102 147 1338

135 348 1350 1194 1485

348 20 1330

20 20 20

115 135 1330

348

2499 2281 1224 0 248 1330 1194 1102

2343 150 6 1134 90 1183 348 1100 230 979 123 1485

145 218 139

1 203 12 193 218 230 190 174

298 298 95 293 293 136 192 193 541 541 323 448 448 350 350 160 313 313

2275 147 1038 103 56 976 120 1346 112

2343 2422 1229 1197 1423 1096 1139 1458

2343 2422 1229 1198 1423 1096 1139 1458

2343 95 1134 146 1277 124 1015

110 160 160 376 53 376 376 325 325 120 298 298 320 320 80 237

65 323 230 178 174 157

50 311 95 146

2312 0 1145 147 976 163 1378

2393 2312 1445 1145 1372 1123 1161 1541

Twelvth Avenue Eleventh Avenue Tenth Avenue Ninth Avenue Eighth Avenue Seventh Avenue Sixth Avenue

7th Ave/30th St 6th Ave/30th St

12th Ave/29th St 11th Ave/29th St 10th Ave/29th St 9th Ave/29th St 8th Ave/29th St 7th Ave/29th St 6th Ave/29th St

12th Ave/30th St 11th Ave/30th St 10th Ave/30th St L. T. Exp/30th St 9th Ave/30th St 8th Ave/30th St

7th Ave/33rd St 6th Ave/33rd St

7th Ave/32nd St 6th Ave/32nd St

10th Ave/31st St L.T. Exp/31st St 9th Ave/31st St 8th Ave/31st St 7th Ave/31st St 6th Ave/31st St

8th Ave/33rd St

12th Ave/34th St 11th Ave/34th St 10th Ave/34th St Dyer Ave/34th St 9th Ave/34th St

12th Ave/33rd St 11th Ave/33rd St 10th Ave/33rd St L. T. Exp/33rd St 9th Ave/33rd St

Western Rail Yards Infrastructure Project

Affected Environment Existing Conditions AM Peak Hour

8th Ave/34th St 7th Ave/34th St Broadway/34th St

WESTERN RAIL YARD INFRASTRUCTURE PROJECT

1.7.21

Figure X-1

Affected Environment Existing Conditions 

AM Peak Hour

Source: WSP USA

Figure C1-1
1016

2194 1928 930 215 1488 275 0 1153 1010 7 999 10 1305

2014 180 120 735 75 93 182 78 938 137

220 377 350 180 35 405 510 87 172 486 486 4 173 566 566 488 488 21 167 511 511 498 498 11 44 605

203 230 183 314 339 393 337 488 453 394 488 554 487 561

157 445 445 62 140 278 270 343 343 521 521 184 0 474 474 561 561 23 14 568 568 498

1708 265 196 1229 160 94 822 58 1576 7 1250 11

2171 1973 937 1585 1122 974 1268

2171 1973 937 1585 1122 974 1036 1268

2171 23 914 72 1050 1036

53 53 53 30 30 158 188 188 0 188 188 186 186 18 43 0 173 173 30 198

30 30 188 116 25 0 168

0 70 173

1920 0 1427 463 161 956 25 5 1238 0

2171 1920 914 1427 463 1120 1142 1209 1243

1209

976 233 1243

83

150

233 233 1541

976

1160 148 `

1308

213 463 1120 976

1429 8 205 26 1094 1142 193 783 1308

119 119 80 181 181 206 206 278 418 418 345 345 97 292

99 155 140 225 195

2 51 120

1145

1310 12 383 66 864 903 150 1211

395 207 1145 930 1361

207 37 1108

37 37 37

358 395 1108

207

2171 1920 914 0 1310 1108 930 903

4 1972 188 7 810 104 207 913 195 776 127 1361

189 158 116

1 310 44 229 116 153 146 157

3 410 410 100 414 414 181 229 229 436 436 320 311 311 265 265 119 273 273

1913 221 1121 314 48 772 112 1245 124

1972 2134 910 1483 1233 884 895 1369

1975 2134 910 1483 1233 884 895 1369

1975 60 850 128 1105 103 792

192 227 227 240 240 98 338 338 315 315 101 238 238 272 272 123 266

167 240 210 137 135 143

35 73 105 137

1942 0 1385 178 783 129 1246

2010 1942 923 1385 1210 961 929 1375

Western Rail Yards Infrastructure Project

Affected Environment Existing Conditions MD Peak Hour

7th Ave/34th St Broadway/34th St

12th Ave/33rd St 11th Ave/33rd St 10th Ave/33rd St L. T. Exp/33rd St 9th Ave/33rd St 8th Ave/33rd St 7th Ave/33rd St 6th Ave/33rd St

12th Ave/34th St 11th Ave/34th St 10th Ave/34th St Dyer Ave/34th St

10th Ave/31st St L.T. Exp/31st St 9th Ave/31st St 8th Ave/31st St 7th Ave/31st St

8th Ave/30th St

9th Ave/34th St 8th Ave/34th St

7th Ave/32nd St 6th Ave/32nd St

6th Ave/31st St

Tenth Avenue Sixth Avenue

7th Ave/30th St 6th Ave/30th St

12th Ave/29th St 11th Ave/29th St 10th Ave/29th St 9th Ave/29th St 8th Ave/29th St 7th Ave/29th St 6th Ave/29th St

12th Ave/30th St 11th Ave/30th St 10th Ave/30th St L. T. Exp/30th St 9th Ave/30th St

Twelvth Avenue Eleventh Avenue Ninth Avenue Eighth Avenue Seventh Avenue

WESTERN RAIL YARD INFRASTRUCTURE PROJECT

1.7.21

Affected Environment Existing Conditions 

MD Peak Hour

Source: WSP USA

Figure C1-2
2951 2838 447 265 1727 295 0 1001 1056 1151 1187

2656 295 63 349 35 105 190 179 775 47 8 1137 6

220 319 319 220 45 457 520 85 299 619 619 83 597 597 434 434 6 107 478 478 424 464 464 7 47 469

305 256 246 320 462 514 378 418 419 325 458 457 422

99 617 617 92 156 340 331 462 462 652 652 274 16 425 425 432 432 20 4 428 428 461

2618 322 200 1343 216 109 943 59 1161 6 1133 4

2755 2940 597 1759 1065 1111 1143

2755 2940 597 1759 1065 1111 1161 1143

2755 0 597 85 980 1161

46 46 46 253 253 115 295 295 0 295 295 295 295 21 127 0 202 202 19 214

46 180 295 210 106 0 195

207 85 202

2894 73 1644 680 189 1090 25 7 1124 0

2755 2894 804 1717 680 1065 1304 1363 1131

1363

1170 193 1131

193 57

136

193 1429

1170

1074 162 `

1236

1065

1170

130 680 21 1044 206 964

1608 14 116 1304 1236

222 222 151 326 326 425 425 257 527 527 463 93 376

170 305 270 321 283

5 120 142

1164

1386 38 529 155 1047 1106 180 1143

567 121 1164 1202 1323

121 44 1120

46 46 44

523 569 1120

121

2747 2894 804 0 609 1120 1202 1106

2511 234 2 739 65 1386 121 887 233 990 116 1323

3 152 194 105

8 308 66 207 145 184 151 162

4 433 433 125 373 373 155 207 207 328 328 183 378 378 285 285 134 267 267

2889 191 1234 457 52 1008 101 1218 167

2515 3080 864 1743 1070 1109 1124 1385

2515 3082 864 1743 1070 1109 1124 1385

2515 60 804 135 935 118 1006

187 257 257 197 197 201 398 398 355 355 159 360 360 369 369 117 341

197 197 263 201 242 224

70 0 92 127

2895 0 1542 154 950 145 1268

2585 2895 804 1542 1027 1104 1133 1413

Twelvth Avenue Eleventh Avenue Tenth Avenue Ninth Avenue Eighth Avenue Seventh Avenue Sixth Avenue

Western Rail Yards Infrastructure Project

Affected Environment Existing Conditions PM Peak Hour

7th Ave/34th St Broadway/34th St

12th Ave/33rd St 11th Ave/33rd St 10th Ave/33rd St L. T. Exp/33rd St 9th Ave/33rd St 8th Ave/33rd St 7th Ave/33rd St 6th Ave/33rd St

12th Ave/34th St 11th Ave/34th St 10th Ave/34th St Dyer Ave/34th St 9th Ave/34th St 8th Ave/34th St

7th Ave/32nd St 6th Ave/32nd St

10th Ave/31st St L.T. Exp/31st St 9th Ave/31st St 8th Ave/31st St 7th Ave/31st St 6th Ave/31st St

7th Ave/30th St 6th Ave/30th St

12th Ave/29th St 11th Ave/29th St 10th Ave/29th St 9th Ave/29th St 8th Ave/29th St 7th Ave/29th St 6th Ave/29th St

12th Ave/30th St 11th Ave/30th St 10th Ave/30th St L. T. Exp/30th St 9th Ave/30th St 8th Ave/30th St

WESTERN RAIL YARD INFRASTRUCTURE PROJECT

1.7.21

Source: WSP USA

Affected Environment Existing Conditions 

PM Peak Hour

Figure C1-3
1043

2253 1980 955 221 1528 282 0 1184 1037 7 1026 10 1340

2068 185 123 755 77 96 187 80 963 141

226 387 359 185 36 416 524 89 177 499 499 178 581 581 501 501 22 172 525 525 569 511 511 11 45 621

208 236 188 322 348 404 346 501 465 405 501 500 576

161 457 457 64 144 286 277 352 348 535 535 189 0 487 487 576 576 24 14 583 583 511

1754 272 201 1262 164 97 844 60 1064 7 1284 11

2230 2026 962 1628 1152 1000 1302

2230 2026 962 1628 1152 1000 1064 1302

2230 24 939 74 1078 1064

54 54 54 31 31 162 193 193 0 193 193 191 191 18 44 0 178 178 31 203

31 31 193 119 26 0 173

0 72 178

1972 0 1466 476 165 982 26 5 1271 0

2230 1972 939 1466 476 1150 1173 1242 1277

1242

1002 239 1277

239 85

154

239 1583

1002

1191 152 `

1343

219 476 1150 1002

1468 8 211 27 1124 1173 198 804 1343

122 122 82 186 186 212 286 429 429 100 300

102 159 144 231 200

2 52 123

1176

1345 12 393 68 887 927 154 1244

406 213 1176 955 1398

213 38 1138

38 38 38

368 406 1138

213

2226 1972 939 0 517 1138 955 927

2025 193 7 832 107 1345 213 938 200 797 130 1398

194 162 119

1 318 45 235 119 157 150 161

3 421 421 103 425 425 186 235 235 448 448 329 319 319 272 272 122 280 280

1965 227 1151 322 49 793 115 1279 127

2028 2192 935 1523 1266 908 919 1406

2028 2192 935 1523 1266 908 919 1406

2028 62 873 131 1135 106 813

197 233 233 246 101 347 347 324 324 104 244 244 279 279 126 273

172 246 216 141 139 147

36 75 108 141

1994 0 1422 183 804 132 1280

2064 1994 948 1422 1243 987 954 1412

Twelvth Avenue Eleventh Avenue Tenth Avenue Ninth Avenue Eighth Avenue Seventh Avenue Sixth Avenue

Western Rail Yards Infrastructure Project

Affected Environment Existing Conditions SAT Peak Hour

7th Ave/34th St Broadway/34th St

12th Ave/33rd St 11th Ave/33rd St 10th Ave/33rd St L. T. Exp/33rd St 9th Ave/33rd St 8th Ave/33rd St 7th Ave/33rd St 6th Ave/33rd St

12th Ave/34th St 11th Ave/34th St 10th Ave/34th St Dyer Ave/34th St 9th Ave/34th St 8th Ave/34th St

7th Ave/32nd St 6th Ave/32nd St

10th Ave/31st St L.T. Exp/31st St 9th Ave/31st St 8th Ave/31st St 7th Ave/31st St 6th Ave/31st St

7th Ave/30th St 6th Ave/30th St

12th Ave/29th St 11th Ave/29th St 10th Ave/29th St 9th Ave/29th St 8th Ave/29th St 7th Ave/29th St 6th Ave/29th St

12th Ave/30th St 11th Ave/30th St 10th Ave/30th St L. T. Exp/30th St 9th Ave/30th St 8th Ave/30th St

WESTERN RAIL YARD INFRASTRUCTURE PROJECT

1.7.21

Source: WSP USA

Affected Environment Existing Conditions 

SAT Peak Hour

Figure 

Figure X-4

C1-4
C1‐7 June 2021

Table C1-3 

Affected Environment Existing Conditions Level of Service 

AM Peak Hour 

Intersection Name Approach Movement Group V/C Delay LOS 

- - - 

Intersection 17.5 B

Sixth Avenue and West 32nd Street 

NB TR 0.73 5.3 A 

- - - 

EB LT - - - 

0.73 47.7 D 

Intersection 10.7 B

Sixth Avenue and West 33rd Street 

NB LT - - - 

0.60 2.0 A 

WB TR 0.71 41.8 D 

- - - 

Intersection 7.5 A

Table C1-3 (cont’d) 

Affected Environment Existing Conditions Level of Service 

AM Peak Hour 

Intersection Name Approach Movement Group V/C Delay LOS 

Sixth Avenue and West 34th Street 

NB LTR 

- - - 

0.60 1.3 A 

- - - 

EB LT - - - 

0.98 64.3 E 

WB TR 1.04 79.9 E 

- - - 

Intersection 31.3 C

Seventh Avenue and West 29th 

Street 

SB TR 0.81 12.0 B

T - - -

WB L 0.58 45.7 D

T 0.98 98.9 F

Intersection 26.8 C

Seventh Avenue and West 30th 

Street 

SB L 1.04 100.5 F

T 0.65 8.5 A

EB T 0.51 24.9 C

R 0.63 31.8 C

Intersection 21.7 C

Seventh Avenue and West 31st 

Street 

SB T 0.58 2.1 A

R 0.67 27.6 C

WB L 0.30 18.2 B

T 0.50 21.3 C

Intersection 8.9 A

Seventh Avenue and West 32nd 

Street 

SB LT - - - 

0.63 8.5 A 

Intersection - 8.5 A 

Seventh Avenue and West 33rd 

Street 

SB T 0.49 1.3 A

WB L 1.04 86.6 F

Intersection 14.6 B

Seventh Avenue and West 34th 

Street 

SB LTR 

- - - 

0.53 16.4 B 

- - - 

EB TR 0.99 52.0 D 

- - - 

WB LT - - -
Appendix C1: Transportation 

June 2021 C1‐8   

Table C1-3 (cont’d) 

Affected Environment Existing Conditions Level of Service 

AM Peak Hour 

Intersection Name Approach Movement Group V/C Delay LOS 

0.83 13.8 B 

Intersection 24.3 C 

Eighth Avenue and West 29th Street 

NB L 0.89 70.3 E 

T 0.52 17.0 B 

WB TR 0.90 37.7 D 

- - - 

Intersection 27.8 C 

Eighth Avenue and West 30th Street 

NB TR 0.58 7.3 A 

T - - - 

EB L 0.72 31.8 C 

T 0.64 21.9 C 

Intersection 13.1 B 

Eighth Avenue and West 31st Street 

NB L 0.54 32.6 C 

T 0.60 9.7 A 

WB T 0.33 13.3 B 

R 0.85 43.8 D 

Intersection 16.4 B 

Eighth Avenue and West 33rd Street 

NB 

L 1.05 104.0 F 

TR 0.96 27.6 C 

- - - 

WB TR 0.17 17.7 B 

- - - 

Intersection 34.2 C 

Eighth Avenue and West 34th Street 

NB 

L 1.05 76.6 E 

TR 0.65 1.4 A 

- - - 

EB LT - - - 

0.82 18.6 B 

WB T 0.54 12.9 B 

R 0.43 12.2 B 

Intersection 11.7 B 

Ninth Avenue and West 29th Street 

SB TR 0.93 22.3 C 

- - - 

WB LT - - - 

0.81 29.7 C 

Intersection 23.8 C 

Ninth Avenue and West 30th Street 

SB 

L 0.54 5.4 A 

T 0.56 2.1 A 

R2 0.10 1.4 A 

EB T 0.53 32.5 C 

R 1.05 96.8 F 

Intersection 21.5 C 

Ninth Avenue and West 31st Street 

SB TR 0.75 5.7 A 

T - - - 

WB LT - - - 

T 0.64 42.1 D 

Intersection 12.2 B 

Ninth Avenue and West 33rd Street 

SB TR 0.66 83.1 F 

 - - - 

WB L 0.27 31.4 C 

T 0.32 29.9 C 

Intersection 76.6 E 

Ninth Avenue and West 34th Street SB L 0.68 57.9 E 
C1‐9 June 2021

Table C1-3 (cont’d) 

Affected Environment Existing Conditions Level of Service 

AM Peak Hour 

Intersection Name Approach Movement Group V/C Delay LOS 

TR 0.57 17.8 B 

- - - 

EB T 1.05 78.9 E 

R 0.89 106.3 F 

WB LT - - - 

0.83 55.9 E 

Intersection 44.3 D 

Dyer Avenue and West 30th Street 

SB T 0.42 19.7 B 

EB L 0.08 3.5 A 

WB R 0.02 0.1 A 

Intersection 14.9 B 

Dyer Avenue and West 31st street 

NB LT - - - 

0.10 22.4 C 

SB TR 0.26 9.1 A 

- - - 

WB LT - - - 0.43 7.1 A 

R 0.27 5.5 A 

Intersection 10.9 B 

Dyer Avenue and West 34th Street 

SB LR 0.80 54.4 D 

1.05 132.7 F 

EB LT - - - 

0.58 24.8 C 

WB T 0.65 9.4 A 

R 0.14 14.8 B 

Intersection 35.8 D 

Tenth Avenue and West 29th Street 

NB T 0.55 54.2 D 

WB T 0.57 48.6 D 

R 0.08 3.1 A 

Intersection 51.3 D 

Tenth Avenue and West 30th Street 

NB TR 

0.51 31.1 C 

- - - 

- - - 

EB L - - - 0.74 74.9 E 

T 0.53 50.6 D 

Intersection D 

Tenth Avenue and West 31st Street 

NB T 0.41 35.3 D 

WB R 0.55 21.2 C 

Intersection 0 - 33.3 C 

Tenth Avenue and West 33rd Street 

NB LT - - - 

0.53 38.0 D 

WB TR 0.33 42.2 D 

- - - 

Intersection 38.5 D 

Tenth Avenue and West 34th Street 

NB LTR 

- - - 

0.58 6.2 A 

- - - 

EB L 1.05 137.9 F 

T 0.64 30.0 C 

WB T 1.05 93.2 F 

R 0.70 44.4 D 

Intersection 29.9 C 
Appendix C1: Transportation 

June 2021 C1‐10

Table C1-3 (cont’d) 

Affected Environment Existing Conditions Level of Service 

AM Peak Hour 

Intersection Name Approach Movement Group V/C Delay LOS 

Eleventh Avenue and West 29th 

Street 

SB TR 0.60 4.1 A 

- - - 

WB L 0.56 12.5 B 

T 0.12 14.1 B 

Intersection 6.1 A 

Eleventh Avenue and West 30th 

Street 

SB LT - - - 

0.62 3.5 A 

EB T 0.51 25.6 C 

R 0.40 25.0 C 

Intersection 8.1 A

Eleventh Avenue and West 33rd 

Street 

SB TR 0.69 11.3 B 

- - - 

WB L - - -

T - - -

Intersection 11.3 B 

Eleventh Avenue and West 34th 

Street 

SB LTR 

- - - 

0.79 25.9 C 

- - - 

EB 

L 0.59 30.1 C 

T 0.37 27.6 C 

R 0.78 67.1 E 

WB 

L 0.66 15.8 B 

TR 0.91 41.7 D 

- - - 

Intersection 29.4 C 

Twelfth Avenue and West 29th Street 

NB T 0.57 12.3 B

SB T 0.71 1.3 A

WB L 0.18 53.8 D 

R 0.48 61.8 E 

Intersection 8.9 A 

Twelfth Avenue and West 30th Street 

NB TR 0.73 8.3 A 

- - - 

SB 

L - - - 

0.89 100.3 F 

TR 0.85 15.7 B 

- - - 

EB LTR 

- - - 

0.01 62.0 E 

- - - 

Intersection 15.2 B

Twelfth Avenue and West 33rd Street 

NB T 0.35 - -

SB T 0.51 - -

WB R 0.06 10.7 B

Intersection Unsignalized 0.1 A 

Twelfth Avenue and West 34th Street 

NB T 0.77 33.8 C 

R 0.57 33.8 C 

SB L 0.40 59.4 E 

T 0.67 12.0 B 

WB LR 0.76 71.2 E 

0.35 34.9 C 

Intersection 27.0 C 
C1‐11 June 2021

Table C1-4 

Affected Environment Existing Conditions Level of Service 

MD Peak Hour 

Intersection Name Approach Movement Group V/C Delay LOS 

Sixth Avenue and West 29th Street 

NB TR 0.18 14.8 B 

T 0.47 17.2 B 

WB T 0.31 25.8 C 

R 0.25 5.7 A 

Intersection 16.9 B 

Sixth Avenue and West 29th Street 

NB TR 0.67 6.2 A 

- - - 

EB LT - - - 

0.73 34.0 C 

Intersection 11.0 B 

Sixth Avenue and West 31st Street 

NB L 1.05 97.4 F 

T 0.67 5.4 A 

WB TR 0.78 43.8 D 

- - - 

Intersection 20.2 C 

Sixth Avenue and West 30th Street 

NB TR 0.69 5.6 A 

- - - 

EB LT - - - 

0.78 49.7 D 

Intersection 12.5 B 

Sixth Avenue and West 31st Street 

NB TR 0.69 5.6 A 

- - - 

EB LT - - - 

0.78 49.7 D 

Intersection 12.5 B 

Sixth Avenue and West 32nd Street 

NB TR 0.69 5.6 A 

- - - 

EB LT - - - 

0.78 49.7 D 

Intersection 12.5 B 

Sixth Avenue and West 33th Street 

NB LT 0.90 61.6 E 

0.49 7.7 A 

WB TR 0.42 22.6 C 

0.51 28.5 C 

Intersection 18.4 B 

Sixth Avenue and West 34th Street 

SB LTR 

- - - 

0.55 2.1 A 

- - - 

EB LT - - - 

1.05 80.1 F 

WB TR 1.05 79.1 E 

- - - 

Intersection 37.1 D 

Seventh Avenue and West 29th 

Street 

SB TR 0.63 9.3 A 

T - - - 

WB L 0.55 45.5 D 

T 0.65 53.9 D 

Intersection 18.5 B 
Appendix C1: Transportation 

June 2021 C1‐12   

Table C1-4 (cont’d) 

Affected Environment Existing Conditions Level of Service 

MD Peak Hour 

Intersection Name Approach Movement Group V/C Delay LOS 

Seventh Avenue and West 30th 

Street 

SB L 0.90 61.6 E 

T 0.49 7.7 A 

EB T 0.42 22.6 C 

R 0.51 28.5 C 

Intersection 18.4 B 

Seventh Avenue and West 31st 

Street 

SB T 0.44 1.2 A 

R 0.83 40.9 D 

WB L 0.33 17.8 B 

T 0.48 19.7 B 

Intersection 12.1 B 

Seventh Avenue and West 32nd 

Street 

SB LT - - - 

0.59 7.8 A 

Intersection 7.8 A 

Seventh Avenue and West 33rd 

Street 

SB T 0.43 1.7 A 

WB L 0.90 55.9 E 

Intersection 9.4 A 

Seventh Avenue and West 34th 

Street 

SB LTR 

- - - 

0.58 17.5 B 

- - - 

EB TR 1.02 56.3 E 

- - - 

WB LT - - - 

1.05 44.7 D 

Intersection 34.5 C 

Eighth Avenue and West 29th Street 

NB L 0.36 22.6 C 

T 0.44 15.8 B 

WB TR 0.56 32.8 C 

- - - 

Intersection 20.2 C 

Eighth Avenue and West 30th Street 

NB TR 0.50 13.7 B 

T - - - 

EB L 0.53 24.6 C 

T 0.34 15.0 B 

Intersection 15.3 B 

Eighth Avenue and West 31st Street 

NB L 0.34 39.4 D 

T 0.43 5.8 A 

WB T 0.23 7.2 A 

R 0.91 44.1 D 

Intersection 15.7 B 

Eighth Avenue and West 33rd Street 

NB 

L 1.04 101.4 F 

TR 0.78 21.5 C 

- - - 

WB TR 0.13 17.8 B 

- - - 

Intersection 32.0 C 

Eighth Avenue and West 34th Street 

NB 

L 1.05 110.4 F 

TR 0.74 8.6 A 

- - - 

EB LT - - - 

0.86 18.7 B 

WB T 0.70 16.2 B 

R 0.52 13.6 B 

Intersection 17.3 B 
C1‐13 June 2021

Table C1-4 (cont’d) 

Affected Environment Existing Conditions Level of Service 

MD Peak Hour 

Intersection Name Approach Movement Group V/C Delay LOS 

Ninth Avenue and West 29th Street 

SB TR 0.70 12.5 B 

- - - 

WB LT - - - 

0.65 37.0 D 

Intersection 17.5 B

Ninth Avenue and West 30th Street 

SB 

L 0.58 7.4 A 

T 0.48 1.9 A 

R2 0.12 1.6 A 

EB T 0.26 27.9 C 

R 1.05 99.6 F 

Intersection 23.4 C

Ninth Avenue and West 31st Street 

SB TR 0.74 9.3 A 

T - - - 

WB LT - - - 

T 0.52 28.7 C 

Intersection 12.5 B

Ninth Avenue and West 33rd Street 

SB TR 0.59 9.6 A 

 - - -

WB L 0.33 22.8 C 

T 0.35 22.0 C 

Intersection 11.5 B

Ninth Avenue and West 34th Street 

SB 

L 0.83 71.6 E 

TR 0.49 15.8 B 

- - - 

EB T 1.05 81.3 F 

R 0.83 43.8 D 

WB LT - - - 

0.92 65.1 E 

Intersection 43.0 D

Dyer Avenue and West 30th Street 

SB T 0.24 16.3 B

EB L 0.24 6.4 A

WB R 0.04 0.1 A

Intersection 9.4 A

Dyer Avenue and West 31st Street 

NB LT - - - 

0.28 82.8 F 

SB TR 0.14 8.2 A 

- - - 

WB LT - - - 0.27 33.8 C 

R 0.26 33.9 C 

Intersection 51.6 D

Dyer Avenue and West 34th Street 

SB LR 0.53 39.4 D 

0.76 73.4 E 

EB LT - - - 

0.50 17.1 B 

WB T 0.61 8.9 A 

R 0.29 16.4 B 

Intersection 21.8 C 

Tenth Avenue and West 29th Street 

NB T 0.60 92.6 F

WB T 0.36 32.7 C 

R 0.16 6.9 A 

Intersection 79.2 E
Appendix C1: Transportation 

June 2021 C1‐14   

Table C1-4 (cont’d) 

Affected Environment Existing Conditions Level of Service 

MD Peak Hour 

Intersection Name Approach Movement Group V/C Delay LOS 

Tenth Avenue and West 30th Street 

NB TR 

0.70 45.5 D 

- - - 

- - - 

EB L - - - 1.05 107.4 F 

T 1.03 109.2 F 

Intersection 58.9 E 

Tenth Avenue and West 31st Street 

NB T 0.45 4.4 A 

WB R 0.34 31.0 C 

Intersection 6.6 A 

Tenth Avenue and West 33rd Street 

NB LT - - - 

0.64 5.6 A 

WB 24.4 C 

 - - 

Intersection 8.0 A 

Tenth Avenue and West 34th Street 

NB LTR 

- - - 

0.70 6.7 A 

0.82 34.0 C 

EB L 1.05 130.7 F 

T 0.45 23.0 C 

WB T 1.05 96.3 F 

R 0.68 42.5 D 

Intersection 29.3 C 

Eleventh Avenue and West 29th 

Street 

SB TR 0.46 4.4 A 

- - - 

WB L 0.16 4.9 A 

T 0.46 19.2 B 

Intersection 7.2 A 

Eleventh Avenue and West 30th 

Street 

SB LT - - - 

0.64 4.8 A 

EB T 0.83 42.6 D 

R 0.43 26.8 C 

Intersection 15.6 B 

Eleventh Avenue and West 33rd 

Street 

SB TR 0.56 8.9 A 

- - - 

WB L - - - 

T 0.07 29.3 C 

Intersection 9.5 A 

Eleventh Avenue and West 34th 

Street 

SB LTR 

- - - 

0.69 22.8 C 

- - - 

EB 

L 1.02 91.9 F 

T 0.36 27.2 C 

R 0.44 35.3 D 

WB 

L 0.49 13.4 B 

TR 0.83 33.3 C 

- - - 

Intersection 31.7 C 

Twelfth Avenue and West 29th Street 

NB T 0.53 11.9 B 

SB T 0.65 2.0 A 

WB L 0.12 41.3 D 

R 0.89 81.2 F 

Intersection 11.2 B 
C1‐15 June 2021

Table C1-4 (cont’d) 

Affected Environment Existing Conditions Level of Service 

MD Peak Hour 

Intersection Name Approach Movement Group V/C Delay LOS 

Twelfth Avenue and West 30th Street 

NB TR 0.73 11.6 B 

- - - 

SB 

L - - - 

1.05 130.8 F 

TR 0.79 20.2 C 

- - - 

EB LTR 

- - - 

0.04 47.7 D 

- - - 

Intersection 21.3 C 

Twelfth Avenue and West 33rd Street 

NB T 0.29 - - 

SB T 0.44 - - 

WB R 0.09 10.2 B 

Intersection Unsignalized 0.2 A 

Twelfth Avenue and West 34th Street 

NB T 0.70 50.3 D 

R 0.64 53.3 D 

SB L 0.59 58.2 E 

T 0.61 12.7 B 

WB LR 0.59 45.6 D 

0.37 27.9 C 

Intersection 33.9 C 
Appendix C1: Transportation 

June 2021 C1‐16

Table C1-5 

Affected Environment Existing Conditions Level of Service 

PM Peak Hour 

Intersection Name Approach Movement Group V/C Delay LOS 

Sixth Avenue and West 29th Street 

NB L 0.19 13.1 B 

T 0.46 15.3 B 

WB T 0.56 31.4 C 

R 0.24 5.7 A 

Intersection 16.7 B 

Sixth Avenue and West 30th Street 

NB TR 0.67 5.9 A 

- - - 

EB LT - - - 

0.70 31.6 C 

Intersection 10.1 B

Sixth Avenue and West 31st Street 

NB L 1.05 89.1 F 

T 0.59 3.5 A 

WB TR 0.93 60.9 E 

- - - 

Intersection 24.7 C

Sixth Avenue and West 32nd Street 

NB TR 0.60 4.8 A 

- - - 

EB LT - - - 

0.61 41.0 D 

Intersection 9.8 A

Sixth Avenue and West 33rd Street 

NB LT - - - 

0.48 3.2 A 

WB TR 0.65 37.4 D 

- - - 

Intersection 8.8 A

Sixth Avenue and West 34th Street 

NB LTR 

- - - 

0.45 1.3 A 

- - - 

EB LT - - - 

0.87 53.3 D 

WB TR 0.97 63.6 E 

- - - 

Intersection 27.4 C

Seventh Avenue and West 29th 

Street 

SB TR 0.61 7.6 A 

T 1.05 113.4 F 

WB L 0.55 48.9 D 

T 1.05 114.1 F 

Intersection 37.4 D 

Seventh Avenue and West 30th 

Street 

SB L 0.84 51.1 D 

T 0.54 7.7 A 

EB T 0.41 23.4 C 

R 0.60 32.0 C 

Intersection 16.1 B

Seventh Avenue and West 31st 

Street 

SB T 0.53 1.7 A 

R 0.87 46.5 D 

WB L 0.40 19.2 B 

T 0.92 42.2 D 

Intersection 17.2 B
C1‐17 June 2021

Table C1-5 (cont’d) 

Affected Environment Existing Conditions Level of Service 

PM Peak Hour 

Intersection Name Approach Movement Group V/C Delay LOS 

Seventh Avenue and West 32nd 

Street 

SB LT - - - 

0.59 8.0 A 

Intersection 8.0 A 

Seventh Avenue and West 33rd 

Street 

SB T 0.46 1.8 A 

WB L 1.05 92.1 F 

Intersection 15.6 B 

Seventh Avenue and West 34th 

Street 

SB LTR 

- - - 

0.48 15.6 B 

- - - 

EB TR 0.96 48.1 D 

- - - 

WB LT - - - 

0.75 9.5 A 

Intersection 22.5 C 

Eighth Avenue and West 29th Street 

NB L 0.82 59.6 E 

T 0.47 16.2 B 

WB TR 1.01 47.7 D 

- - - 

Intersection 28.7 C 

Eighth Avenue and West 30th Street 

NB TR 0.55 8.1 A 

T - - - 

EB L 0.61 26.1 C 

T 0.41 16.7 B 

Intersection 11.7 B 

Eighth Avenue and West 31st Street 

NB L 0.75 41.6 D 

T 0.55 8.5 A 

WB T 0.44 14.8 B 

R 1.00 61.3 E 

Intersection 20.7 C 

Eighth Avenue and West 33rd Street 

NB 

L 1.05 93.7 F 

TR 0.80 15.4 B 

- - - 

WB TR 0.28 18.8 B 

- - - 

Intersection 26.0 C 

Eighth Avenue and West 34th Street 

NB 

L 1.05 99.6 F 

TR 0.77 6.1 A 

- - - 

EB LT - - - 

0.68 12.0 B 

WB T 0.54 15.0 B 

R 0.33 11.5 B 

Intersection 14.0 B 

Ninth Avenue and West 29th Street 

SB TR 0.71 13.1 B 

- - - 

WB LT - - - 

0.92 47.7 D 

Intersection 22.2 C 

Ninth Avenue and West 30th Street 

SB 

L 0.57 9.3 A 

T 0.41 2.5 A 

R2 0.14 2.3 A 

EB T 0.30 27.5 C 

R 0.98 89.7 F 
Appendix C1: Transportation 

June 2021 C1‐18   

Table C1-5 (cont’d) 

Affected Environment Existing Conditions Level of Service 

PM Peak Hour 

Intersection Name Approach Movement Group V/C Delay LOS 

Intersection 18.0 B 

Ninth Avenue and West 31st Street 

SB TR 0.63 9.3 A 

T - - - 

WB LT - - - 

T 1.05 82.6 F 

Intersection 31.3 C 

Ninth Avenue and West 33rd Street 

SB TR 0.48 9.8 A 

 - - - 

WB L 0.38 21.5 C 

T 0.57 23.7 C 

Intersection 13.0 B 

Ninth Avenue and West 34th Street 

SB 

L 0.37 42.3 D 

TR 0.46 15.4 B 

- - - 

EB T 1.05 81.0 F 

R 1.05 85.2 F 

WB LT - - - 

0.94 81.6 F 

Intersection 51.0 D 

Dyer Avenue and West 30th Street 

SB T 0.14 39.1 D 

EB L 0.35 9.8 A 

WB R 0.05 0.1 A 

Intersection 14.4 B 

Dyer Avenue and West 31st street 

NB LT - - - 

0.42 2.0 A 

SB TR 0.09 7.8 A 

- - - 

WB LT - - - 0.47 33.1 C 

R 0.52 33.6 C 

Intersection 12.6 B 

Dyer Avenue and West 34th Street 

SB LR 0.54 39.4 D 

0.91 101.4 F 

EB LT - - - 

0.67 22.4 C 

WB T 0.74 17.9 B 

R 0.14 13.9 B 

Intersection 28.2 C 

Tenth Avenue and West 29th Street 

NB T 0.73 47.3 D 

WB T 0.37 31.5 C 

R 0.33 16.2 B 

Intersection 42.2 D 

Tenth Avenue and West 30th Street 

NB TR 

1.05 15.4 B 

- - - 

- - - 

EB L - - - 0.94 82.6 F 

T 0.86 74.0 E 

Intersection 26.4 C 

Tenth Avenue and West 31st Street 

NB T 0.44 2.9 A 

WB R 0.58 16.9 B 

Intersection 4.9 A 
C1‐19 June 2021

Table C1-5 (cont’d) 

Affected Environment Existing Conditions Level of Service 

PM Peak Hour 

Intersection Name Approach Movement Group V/C Delay LOS 

Tenth Avenue and West 33rd Street 

NB LT - - - 

0.62 7.4 A 

WB TR 0.46 18.7 B 

- - - 

Intersection 9.2 A 

Tenth Avenue and West 34th Street 

NB LTR 

- - - 

0.70 5.2 A 

- - - 

EB L 1.05 126.8 F

T 0.62 23.1 C

WB T 1.05 90.2 F

R 1.05 89.6 F

Intersection 30.4 C 

Eleventh Avenue and West 29th 

Street 

SB TR 0.40 5.8 A 

- - - 

WB L - - -

T 0.39 40.2 D

Intersection 12.5 B 

Eleventh Avenue and West 30th 

Street 

SB LT - - - 

0.42 10.8 B 

EB T 0.90 53.4 D

R 0.52 28.9 C

Intersection 23.5 C

Eleventh Avenue and West 33rd 

Street 

SB TR 0.31 13.6 B 

- - - 

WB L 0.71 41.0 D

T 0.10 23.0 C

Intersection 20.7 C 

Eleventh Avenue and West 34th 

Street 

SB LTR 

- - - 

0.34 17.1 B 

- - - 

EB 

L 1.03 90.0 F

T 0.57 31.3 C

R 0.74 58.8 E

WB 

L 0.58 15.0 B

TR 0.95 46.3 D 

- - - 

Intersection 38.5 D 

Twelfth Avenue and West 29th 

Street 

NB T 0.71 15.4 B

SB T 0.76 5.5 A

WB L 0.25 55.2 E

R 1.05 132.6 F

Intersection 16.2 B 

Twelfth Avenue and West 30th 

Street 

NB TR 0.91 14.9 B 

- - - 

SB 

L - - - 

1.05 109.3 F 

TR 1.01 37.3 D 

- - - 

EB LTR 

- - - 

0.10 63.9 E 

- - - 

Intersection 28.5 C
Appendix C1: Transportation 

June 2021 C1‐20   

Table C1-5 (cont’d) 

Affected Environment Existing Conditions Level of Service 

PM Peak Hour 

Intersection Name Approach Movement Group V/C Delay LOS 

Twelfth Avenue and West 33rd 

Street 

NB T 0.44 - - 

SB T 0.56 - - 

WB R 0.10 12.0 B 

Intersection Unsignalized 0.1 A 

Twelfth Avenue and West 34th 

Street 

NB T 0.77 5.0 A 

R 0.51 4.7 A 

SB L 1.05 129.5 F 

T 0.77 14.7 B 

WB LR 0.60 62.3 E 

0.38 44.5 D 

Intersection 17.8 B 

Table C1-6 

Affected Environment Existing Conditions Level of Service 

SAT Peak Hour 

Intersection Name Approach Movement Group V/C Delay LOS 

Sixth Avenue and West 29th Street 

NB L 0.19 14.9 B 

T 0.48 17.4 B 

WB T 0.32 26.0 C 

R 0.26 5.7 A 

Intersection 17.0 B 

Sixth Avenue and West 30th Street 

NB TR 0.69 6.5 A 

- - - 

EB LT - - - 

0.75 37.1 D 

Intersection 11.7 B 

Sixth Avenue and West 31st Street 

NB L 1.03 85.5 F 

T 0.69 5.6 A 

WB TR 0.80 45.5 D 

- - - 

Intersection 19.7 B 

Sixth Avenue and West 32nd Street 

NB TR 0.71 5.7 A 

- - - 

EB LT - - - 

0.80 51.9 D 

Intersection 12.9 B 

Sixth Avenue and West 33rd Street 

NB LT - - - 

0.58 2.5 A 

WB TR 0.70 40.4 D 

- - - 

Intersection 8.4 A 

Sixth Avenue and West 34th Street 

NB LTR 

- - - 

0.56 2.2 A 

- - - 

EB LT - - - 

0.48 47.2 D 

WB TR 0.92 47.5 D 

0.18 20.5 C 

Intersection 22.0 C 
C1‐21 June 2021

Table C1-6 (cont’d) 

Affected Environment Existing Conditions Level of Service 

SAT Peak Hour 

Intersection Name Approach Movement Group V/C Delay LOS 

Seventh Avenue and West 29th 

Street 

SB TR 0.64 9.5 A 

- - - 

WB L 0.57 46.5 D 

T 0.67 55.3 E 

Intersection 18.9 B 

Seventh Avenue and West 30th 

Street 

SB L 0.91 64.7 E 

T 0.50 7.7 A 

EB T 0.43 20.3 C 

R 0.47 23.6 C 

Intersection 17.9 B 

Seventh Avenue and West 31st 

Street 

SB T 0.45 1.2 A 

R 0.72 28.5 C 

WB L 0.34 17.2 B 

T 0.50 19.4 B 

Intersection 10.1 B 

Seventh Avenue and West 32nd 

Street 

SB LT - - - 

0.60 7.9 A 

Intersection 7.9 A 

Seventh Avenue and West 33rd 

Street 

SB T 0.44 2.0 A 

WB L 0.93 59.9 E 

Intersection 10.2 B 

Seventh Avenue and West 34th 

Street 

SB LTR 

- - - 

0.59 17.7 B 

- - - 

EB TR 0.55 19.5 B 

- - - 

WB LT - - - 

0.54 7.4 A 

Intersection 15.3 B 

Eighth Avenue and West 29th Street 

NB L 0.37 22.7 C 

T 0.45 16.0 B 

WB TR 0.55 20.0 C 

- - - 

Intersection 17.8 B 

Eighth Avenue and West 30th Street 

NB TR 0.52 8.1 A 

- - - 

EB L 0.54 27.7 C 

T 0.32 14.6 B 

Intersection 11.6 B 

Eighth Avenue and West 31st Street 

NB L 0.35 22.7 C 

T 0.44 6.3 A 

WB T 0.23 7.9 A 

R 0.95 54.9 D 

Intersection 17.3 B 

Eighth Avenue and West 33rd Street 

NB 

L 1.04 99.2 F 

TR 0.80 18.5 B 

- - - 

WB TR 0.14 17.8 B 

- - - 

Intersection 29.2 C 

Eighth Avenue and West 34th Street NB 

L 0.38 4.6 A 

TR 0.74 4.5 A 

- - - 
Appendix C1: Transportation 

June 2021 C1‐22

Table C1-6 (cont’d) 

Affected Environment Existing Conditions Level of Service 

SAT Peak Hour 

Intersection Name Approach Movement Group V/C Delay LOS 

EB LT - - - 

0.49 12.3 B 

WB T 0.38 9.3 A 

R 0.53 17.2 B 

Intersection 8.3 A

Ninth Avenue and West 29th Street 

SB TR 0.72 13.7 B 

- - - 

WB LT - - - 

0.67 26.1 C 

Intersection 16.2 B

Ninth Avenue and West 30th Street 

SB 

L 0.59 7.6 A 

T 0.49 2.0 A 

R2 0.19 3.1 A 

EB T 0.26 27.7 C 

R 0.97 75.5 E 

Intersection 18.9 B

Ninth Avenue and West 31st Street 

SB TR 0.71 6.4 A 

- - - 

WB LT - - - 

0.47 36.5 D 

Intersection 11.4 B 

Ninth Avenue and West 33rd Street 

SB TR 0.61 60.8 E 

 - - -

WB L 0.30 31.2 C 

T 0.32 29.7 C 

Intersection 56.1 E

Ninth Avenue and West 34th Street 

SB 

L 0.86 75.5 E 

TR 0.48 15.6 B 

- - - 

EB T 0.37 9.9 A 

R 0.95 114.2 F 

WB LT - - - 

0.50 48.9 D 

Intersection 34.5 C 

Dyer Avenue and West 30th Street 

SB T 0.25 105.7 F

EB L 0.25 24.7 C

WB R 0.04 0.1 A

Intersection 51.0 D 

Dyer Avenue and West 31st street 

NB LT - - - 

0.28 1.4 A 

SB TR 0.15 9.4 A 

- - - 

WB LT - - - 0.31 8.9 A 

R 0.26 8.5 A 

Intersection 5.2 A

Dyer Avenue and West 34th Street 

SB LR 0.54 39.8 D 

0.59 51.3 D 

EB LT - - - 

0.28 13.6 B 

WB T 0.33 4.5 A 

R 0.30 9.3 A 

Intersection 16.8 B 
C1‐23 June 2021

Table C1-6 (cont’d) 

Affected Environment Existing Conditions Level of Service 

SAT Peak Hour 

Intersection Name Approach Movement Group V/C Delay LOS 

Tenth Avenue and West 29th Street 

NB T 0.61 93.3 F 

WB T 0.37 44.2 D 

R 0.17 12.2 B 

Intersection 81.7 F 

Tenth Avenue and West 30th Street 

NB TR 

0.90 56.4 E 

- - - 

- - - 

EB L - - - 1.04 110.0 F 

T 0.93 89.2 F 

Intersection 65.9 E 

Tenth Avenue and West 31st Street 

NB T 0.47 4.4 A 

WB R 0.35 30.6 C 

Intersection 6.6 A 

Tenth Avenue and West 33rd Street 

NB LT - - - 

0.66 5.4 A 

WB TR 0.41 42.9 D 

- - - 

Intersection 10.2 B 

Tenth Avenue and West 34th Street 

NB LTR 

- - - 

0.70 6.4 A 

0.53 8.3 A 

EB L 0.71 47.2 D 

T 0.46 22.8 C 

WB T 0.55 39.4 D 

R 0.70 50.7 D 

Intersection 17.3 B 

Eleventh Avenue and West 29th 

Street 

SB TR 0.49 4.8 A 

- - - 

WB L 0.17 3.8 A 

T 0.48 14.6 B 

Intersection 6.6 A 

Eleventh Avenue and West 30th 

Street 

SB LT - - - 

0.52 3.3 A 

EB T 0.75 35.5 D 

R 0.40 25.3 C 

Intersection 12.8 B 

Eleventh Avenue and West 33rd 

Street 

SB TR 0.58 9.1 A 

- - - 

WB L - - - 

T 0.07 30.8 C 

Intersection 9.7 A 

Eleventh Avenue and West 34th 

Street 

SB LTR 

- - - 

0.70 23.0 C 

- - - 

EB 

L 0.81 44.5 D 

T 0.37 27.4 C 

R 0.45 36.0 D 

WB 

L 0.51 18.0 B 

TR 0.45 25.1 C 

- - - 

Intersection 26.1 C 

NB T 0.52 11.4 B 
Appendix C1: Transportation 

June 2021 C1‐24   

Table C1-6 (cont’d) 

Affected Environment Existing Conditions Level of Service 

SAT Peak Hour 

Intersection Name Approach Movement Group V/C Delay LOS 

Twelfth Avenue and West 29th 

Street 

SB T 0.66 2.2 A 

WB L 0.14 41.6 D 

R 1.01 110.3 F 

Intersection 12.6 B 

Twelfth Avenue and West 30th 

Street 

NB TR 0.75 12.6 B 

- - - 

SB 

L - - - 

1.03 125.9 F 

TR 0.81 20.5 C 

- - - 

EB LTR 

- - - 

0.02 47.5 D 

- - - 

Intersection 21.7 C 

Twelfth Avenue and West 33rd 

Street 

NB T 0.30 - - 

SB T 0.45 - - 

WB R 0.09 10.3 B 

Intersection Unsignalized 0.2 A 

Twelfth Avenue and West 34th 

Street 

NB T 0.72 50.7 D 

R 0.67 54.5 D 

SB L 0.61 58.9 E 

T 0.63 13.0 B 

WB LR 0.50 42.6 D 

0.38 28.2 C 

Intersection 34.1 C 

C1.1.2.5 PARKING SUPPLY AND UTILIZATION 

Existing parking conditions were evaluated by confirming field inventory of on-street parking regulations 

within the parking Study Area, defined below, as well as capacity of immediately adjacent off-street public 

parking facilities most likely to be used by workers during the construction period. The future parking 

demand associated with the Peak Construction Conditions is expected to be concentrated at two off-street 

parking facilities along West 30th Street between Tenth Avenue and Eleventh Avenue. No operational 

demand would be generated by the Peak Construction Conditions once construction is complete. 

On-Street Parking 

The on-street parking regulations were confirmed within 1⁄4-mile of the Project Site in 2020, as shown on 

Figure C1-5 and detailed in Table C1-7. Most of the Parking Study Area’s curbside regulations restrict 

weekday daytime usage to commercial loading and unloading activities, authorized vehicles, or prohibit 

parking overall. Unrestricted parking, except for street cleaning regulations, is permitted along a limited 

number of blocks southeast of the Project Site, such as along West 29th Street between Tenth and Eleventh 

Avenues, and West 26th, West 25th, and West 24th Streets between Ninth and Tenth Avenues. The east 

side of Twelfth Avenue has available parking spaces, though the west side does not. However, these 

spaces serve area residents and there is little weekday parking turnover. 
1/4-mile Study Area

0 0.125 0.25 Miles

1 Parking Regulations

1.7.21

WESTERN RAIL YARD INFRASTRUCTURE PROJECT 

On-Street Parking Inventory

Sources: Esri, HERE, Garmin, USGS, Intermap, INCREMENT P, NRCan, Esri Japan, METI, Esri China (Hong Kong), Esri Korea, Esri (Thailand), NGCC, © OpenStreetMap contributors, and the GIS User Community

 

Figure C1-5
C1‐25 June 2021

Table C1-7 

On-Street Parking Regulations Legend 

Legend Signage 

1 NO STANDING ANYTIME 

2 NO PARKING ANYTIME 

3 1 HOUR METERED PARKING SATURDAY 9 AM–7 PM 

4 1 HOUR METERED PARKING 10 AM–4 PM EXCEPT SUNDAY 

5 BUS (SYMBOL) BUS LAYOVER ONLY MONDAY–FRIDAY 8 AM–6 PM 

NO ENGINE IDLING MAX FINE $2000 

6 BUS STOP SIGN (BUS AND HANDICAP SYMBOLS) NO STANDING 

7 CITY-OWNED VEHICLES 

8 DEPT OF SANITATION 

9 HARD HAT (SYMBOL) TEMPORARY CONSTRUCTION REGULATION (RIDER) 

10 M 18 LTD 8TH STREET/FOURTH AVENUE (TYPICAL BUS ROUTE/DESTINATION PANEL) 

11 NO PARKING 7 AM–7 PM EXCEPT SUNDAY 

12 NO PARKING 7 AM–7 PM MON THRU FRI (ARROW) 

13 NO PARKING 7 PM–MIDNIGHT INCLUDING SUNDAY 

14 NO PARKING 8 AM–6 PM EXCEPT SUNDAY 

15 NO PARKING 8 AM–6 PM MON THRU FRI 

16 NO PARKING TRUCK WAITING LINE 

17 NO STANDING 10 PM–6 AM INCLUDING SUNDAY 

18 NO STANDING 4–7 PM EXCEPT SUNDAY 

19 NO STANDING 4–7 PM MONDAY–FRIDAY (SINGLE ARROW) 

20 NO STANDING 4–7 PM ALL DAYS 

21 NO STANDING 4–7 PM MONDAY–FRIDAY 

22 NO STANDING 7–10 AM 4–7 PM EXCEPT SUNDAY 

23 NO STANDING 7–10 AM 4–7 PM INCLUDING SUNDAY 

24 NO STANDING 7 AM–3 PM EXCEPT SUNDAY 

25 NO STANDING 7 AM–7 PM INCLUDING SUNDAY 

26 NO STANDING 8 AM–10 PM ALL DAYS 

27 NO STANDING 8 AM–7 PM MONDAY–FRIDAY (SINGLE ARROW) 

28 NO STANDING ANYTIME EXCEPT AUTHORIZED VEHICLES 

29 NO STANDING ANYTIME EXCEPT VEHICLES WITH NYP LICENSE PLATES 

30 NO STANDING ANYTIME TAXI STAND 

31 NO STANDING ANYTIME HARD HAT (SYMBOL) TEMPORARY CONSTRUCTION REGULATION 

32 NO STANDING EXCEPT TRUCKS LOADING AND UNLOADING (SINGLE ARROW) 

33 NO STANDING EXCEPT TRUCKS LOADING AND UNLOADING 10 AM–4 PM EXCEPT SUNDAY 

34 NO STANDING EXCEPT TRUCKS LOADING AND UNLOADING 10 AM–4 PM INCLUDING SUNDAY 

35 NO STANDING EXCEPT TRUCKS LOADING AND UNLOADING 7 AM–4 PM EXCEPT SUNDAY 

36 NO STANDING EXCEPT TRUCKS LOADING AND UNLOADING 7 AM–7 PM INCLUDING SUNDAY 

37 NO STANDING EXCEPT TRUCKS LOADING AND UNLOADING 8 AM–10 PM EXCEPT SUNDAY 

38 NO STANDING EXCEPT TRUCKS LOADING AND UNLOADING 8 AM–7 PM MONDAY–FRIDAY 

39 NO STANDING SCHOOL DAYS 7 AM–4 PM 

40 NO STOPPING ANYTIME 

41 TAXI (SYMBOL) TAXI STAND NO STANDING EXCEPT TAXIS 10 PM–4 AM INCLUDING SUNDAY 

42 TAXI RELIEF STAND 1 HOUR LIMIT NO PARKING ANYTIME EXCEPT TAXIS 

43 TRUCK (SYMBOL) TRUCK LOADING ONLY 10 AM–4 PM EXCEPT SUNDAY 

44 TRUCK (SYMBOL) TRUCK LOADING ONLY MONDAY–FRIDAY 8 AM–6 PM 

Source: NYCDOT Parking Regulations https://data.cityofnewyork.us/Transportation/Parking-Regulation-Locationsand-Signs/xswq-wnv9 and Field Observations 

Off-Street Parking 

The analysis included an inventory of licensed capacities at two public parking garages on West 30th Street 

between Tenth and Eleventh Avenues: iPark–Hudson Yards Parking and MPG Parking. MPG Parking has 

a capacity of 79 parking spaces and iPark–Hudson Yards Parking has a capacity of 181 parking spaces. 
Appendix C1: Transportation 

June 2021 C1‐26   

C1.1.2.6 BICYCLE INFRASTRUCTURE 

A field inventory was conducted of the available bicycle infrastructure within the vehicular Study Area. The 

Study Area includes approximately three miles of official bicycle lanes, primarily designated as protected 

bike lanes, but also includes some conventional and shared bike lanes. Protected bike lanes are denoted 

by high-visibility green paint with solid white painted lines and an added buffer of a parking lane separating 

bicycle riders from vehicular traffic. North-south protected bicycle lanes are present along Twelfth Avenue 

(bi-directional along the west side of the avenue), Ninth Avenue, Eighth Avenue, and Sixth Avenue with a 

potential future bicycle lane along Eleventh Avenue as per the 2020 NYC Bike Map. The protected bike 

lanes along these four avenues are demarcated with the typical green paint with solid white painted lines 

as well as an added buffer of a parking lane separating bicycle riders from vehicular traffic. Construction 

work, scaffolding, and barriers currently interrupt much of the Ninth Avenue bike lane. A portion of the Ninth 

Avenue bike lane, between West 33rd Street and West 31st Street is a conventional bike lane. Furthermore, 

the bicycle infrastructure along Twelfth Avenue, traversing the entire Study Area between West 29th Street 

to West 34th Street, is a protected bike route that is also known as the Hudson River Greenway—a 

protected pedestrian walkway and bike path largely uninterrupted by vehicular crossings. The bike path 

and pedestrian walkway are separated from vehicular traffic by a landscaped median and the bike path is 

also separated from the pedestrian walkway by a landscaped median. Solid line pavement markers divide 

the bike path into two directions and bike signals are installed at pedestrian crossing locations. There are 

bike signals at all the intersections along the Sixth Avenue route between, and including, West 29th Street 

and West 34th Street. 

There is one westbound protected and conventional bicycle corridor along West 29th Street, on which riders 

travel in the same direction as vehicular traffic. It is protected between Sixth and Eleventh Avenues and is 

conventional between Eleventh and Twelfth Avenues. West 30th Street, where bicycle riders travel 

eastbound with the traffic, is a combination of a conventional and shared bicycle lane between Sixth Avenue 

and Twelfth Avenue. The portions that are a shared bicycle lane, where the bike lane is not separated from 

the vehicular travel lane by a solid pavement marker line nor any sort of physical boundary, are between 

Eleventh and Tenth Avenue and Seventh and Sixth Avenue. The portions that are protected are between 

Twelfth Avenue and Eleventh Avenue and Ninth and Seventh Avenue. The segment between Tenth Avenue 

and Ninth Avenue is temporarily blocked by construction work. 

There are six Citi Bike docking stations, which is New York City's official bike rental platform, throughout 

the Study Area to facilitate and support transfer between bike rental and public transportation, i.e. MTA 

subway, buses, etc. There is a Citi Bike station along the east curbside of Eighth Avenue between West 

33rd Street and West 34th Street. Although there is no official bike lane along Seventh Avenue, between 

West 29th Street and West 34th Street, there are two Citi Bike stations; one along the north curb of West 

31st Street at Seventh Avenue and another one along the southern curb of West 33rd street at Seventh 

Avenue. There are two Citi Bike stations along the west curbside of Sixth Avenue at West 33rd Street and 

West 34th Street. Among the east-west bike lane corridors within the Study Area, only West 30th Street 

has a bike docking station along its north curbside between Eleventh Avenue and Tenth Avenue. In general, 

Citi Bike stations are within close proximity (less than a block away) to major subway station lines across 

West 33rd Street and West 34th Street at Sixth, Seventh, and Eighth Avenues. 

C1.2 TRANSIT AND PEDESTRIANS 

C1.2.1 ANALYSIS METHODOLOGY 

FRA’s analysis methodology, as described above, is incorporated by reference because it is the same for 

Transit and Pedestrian analysis as for Traffic and Parking analysis. The transit- and pedestrian-specific 

aspects to the methodology are summarized below. 
C1‐27 June 2021

C1.2.1.1 STUDY AREA 

The pedestrian and transit Study Area is based on the anticipated distribution of pedestrians and transit 

riders generated by the Preferred Alternative. Project-generated pedestrians include people who walk to 

and from their destination, and people who take subways, regional rail, buses, or cars. Pedestrians 

approaching or departing the Project Site disperse quickly among the various sidewalks leading away from 

the Project Site, but some are concentrated on routes to nearby subway stations, bus stops, or Penn 

Station. The Study Area for the assessment of potential transit and pedestrian impacts includes the streets 

around the Project Site and extends east toward the Eighth Avenue West 34th Street subway station and 

Penn Station. The Study Area is bounded by West 34th Street on the north, West 30th Street on the south, 

Twelfth Avenue on the west, and Eighth Avenue on the east. The Study Area contains access to two subway 

stations, three bus routes, and regional rail services at Penn Station (see Appendix B, Figure 3-2). 

C1.2.1.2 DATA COLLECTION 

Initial pedestrian volume counts on sidewalks, corners, crosswalks, and subway station elements for the 

Preferred Alternative were collected in September 2016. At that time, extensive construction was underway 

in the Eastern Rail Yard site. Only one new building, 10 Hudson Yards was partially completed and partially 

occupied at that time. Various sidewalks and crosswalks were closed to pedestrians for construction 

activities and West 33rd Street was closed between Tenth and Eleventh Avenues to both pedestrians and 

traffic. Since that time, most of the buildings and public spaces of the Eastern Rail Yard have opened, 

including the Vessel interactive sculpture. As a result, pedestrian activity in the area significantly increased 

east of the Project Site. There is not consistent 2019 pedestrian data, nor a reasonable comparison factor 

available to apply to pedestrian data collection in 2016. In 2019, additional pedestrian volume counts on 

sidewalks, corners, and crosswalks after the opening of the Eastern Rail Yard site. Limited sampling 

locations included areas between Sixth Avenue and Eighth Avenue, West 29th Street through West 34th 

Street. These counts were relatively similar to those from 2016, because east of Eighth Avenue saw limited 

changes in pedestrian travel pattern. However, the ongoing COVID-19 public health emergency has 

significantly depressed activity in this area, as is the case in other areas of Manhattan, since March 2020. 

Pedestrian activity in the area is expected eventually to return to pre-COVID-19 levels, but the timing of that 

resurgence is uncertain. 

C1.2.1.3 CAPACITY ANALYSIS 

Transit 

LOS analyses were conducted for key elements within those stations in accordance with procedures 

described in the CEQR Technical Manual. Results of these analyses are tabulated for each time period 

analyzed and summarized in subsequent sections. 

Pedestrians 

A pedestrian LOS analysis was conducted for key pedestrian elements (sidewalks, corners, and 

crosswalks) in accordance with procedures described in the CEQR Technical Manual. Results of these 

analyses are tabulated for each time period analyzed and summarized in subsequent sections. 

C1.2.1.4 IMPACT CRITERIA 

Transit – Subway Stairway and Passageway 

The CEQR Technical Manual evaluates transit conditions for stairways and passageways in terms of the 

minimum width increment threshold (WIT) based on the minimum amount of additional capacity that would 

be required to restore conditions to either their No Action Alternative v/c ratio or to a v/c ratio of 1.00 (LOS 

C/D), whichever is greater. FRA has adopted these criteria for purposes of analyzing the Preferred 

Alternative. Stairways that are substantially degraded in LOS or which experience the formation of 

extensive queues from project-generated demand would typically be considered as impacts, once the 

thresholds shown in Table C1-8 are reached or exceeded. 
Appendix C1: Transportation 

June 2021 C1‐28

Table C1-8 

Stairway and Passageway Impact Criteria 

Build Alternative v/c 

WIT for Significant Impact (inches) 

Stairway Passageway

1.00–1.09 8 13

1.10–1.19 7 11.5

1.20–1.29 6 10

1.30–1.39 5 8.5

1.40–1.49 4 6

1.50–1.59 3 4.5

1.60 and up 2 3 

Source: 2014 CEQR Technical Manual, Table 16-11 

Transit – Subway Line Haul 

Increases in per car load levels that remain within New York City Transit (NYCT) subway car loading 

guidelines (“guideline capacity”) are not considered as generating impacts. A projected Peak Construction 

Conditions increase from the No Action Alternative that exceeds guideline capacity is considered an impact 

pursuant to CEQR Technical Manual guidance of an increase of five or more transit riders per car or if the 

route is projected to operate under capacity in the No Action Alternative and overcapacity in the with the 

Preferred Alternative. FRA has adopted these criteria for purposes of analyzing the Preferred Alternative. 

Transit – Bus Routes 

According to the CEQR Technical Manual and NYCT guidelines, additional bus service along a route is 

recommended when load levels exceed maximum capacity at the route’s maximum load point. NYCT’s 

general policy is to provide additional bus service where demand warrants increased service, considering 

financial and operational constraints. 

Pedestrian 

According to the CEQR Technical Manual, average pedestrian space on a sidewalk under the Preferred 

Alternative with an acceptable LOS C or better (greater than 31.5 square feet per pedestrian [SF/P]) is not 

considered an impact in CBD areas. If the average pedestrian space under the No Action Alternative is 

between 6.4 and 39.2 SF/P, then the determination of whether impacts are identified for the Peak 

Construction Conditions should be determined using the formula in Table C1-9, which shows a slidingscale that identifies what decrease in pedestrian space is considered an impact for a given amount of 

pedestrian space. 

According to the CEQR Technical Manual, average pedestrian space in a corner or crosswalk under the 

Preferred Alternative is considered acceptable at LOS C or better (greater than 19.5 SF/P). Table C1-10

shows a sliding-scale that identifies what decrease in pedestrian space is considered an impact for a given 

amount of pedestrian space. 

FRA has adopted the criteria described above for purposes of analyzing pedestrian effects of the Preferred 

Alternative. 
C1‐29 June 2021

Table C1-9 

Sidewalk Impact Criteria for CBD Location with Platooned Flow 

Baseline Condition Pedestrian Space 

(sf/ped)* 

Build Alternative(s) Condition Ped Flow Increment to be 

Considered a Significant Impact (sf/ped)* 

>39.2 Build Alternative Condition < 31.5 

38.7 to 39.2 Reduction ≥ 3.8 

37.8 to 38.6 Reduction ≥ 3.7 

36.8 to 37.7 Reduction ≥ 3.6 

35.9 to 36.7 Reduction ≥ 3.5 

34.9 to 35.8 Reduction ≥ 3.4 

34.0 to 34.8 Reduction ≥ 3.3 

33.0 to 33.9 Reduction ≥ 3.2 

32.1 to 32.9 Reduction > 3.1 

31.1 to 32.0 Reduction > 3.0 

30.2 to 31.0 Reduction > 2.9 

29.2 to 30.1 Reduction > 2.8 

28.3 to 29.1 Reduction > 2.7 

27.3 to 28.2 Reduction > 2.6 

26.4 to 27.2 Reduction > 2.5 

25.4 to 26.3 Reduction > 2.4 

24.5 to 25.3 Reduction > 2.3 

23.5 to 24.4 Reduction > 2.2 

22.6 to 23.4 Reduction > 2.1 

21.6 to 22.5 Reduction > 2.0 

20.7 to 21.5 Reduction > 1.9 

19.7 to 20.6 Reduction > 1.8 

18.8 to 19.6 Reduction > 1.7 

17.8 to 18.7 Reduction > 1.6 

16.9 to 17.7 Reduction > 1.5 

15.9 to 16.8 Reduction > 1.4 

15.0 to 15.8 Reduction > 1.3 

14.0 to 14.9 Reduction > 1.2 

13.1 to 13.9 Reduction > 1.1 

12.1 to 13.0 Reduction > 1.0 

11.2 to 12.0 Reduction > 0.9 

10.2 to 11.1 Reduction > 0.8 

9.3 to 10.1 Reduction > 0.7 

8.3 to 9.2 Reduction > 0.6 

7.4 to 8.2 Reduction > 0.5 

6.4 to 7.3 Reduction > 0.4 

< 6.4 Reduction > 0.3 

Note: * sf/ped = square feet per pedestrian 
Appendix C1: Transportation 

June 2021 C1‐30   

Table C1-10 

Crosswalk and Corner Impact Criteria for CBD Location 

Baseline Condition Pedestrian Space 

(sf/ped)* 

Build Alternative(s) Condition Ped Space Reduction to be 

Considered Significant Impact (sf/ped)* 

>21.5 Build Alternative Condition < 19.5 

21.3 to 21.5 Reduction ≥ 2.1 

20.4 to 21.2 Reduction ≥ 2.0 

19.5 to 20.3 Reduction ≥ 1.9 

18.6 to 19.4 Reduction ≥ 1.8 

17.7 to 18.5 Reduction ≥ 1.7 

16.8 to 17.6 Reduction ≥ 1.6 

15.9 to 16.7 Reduction ≥ 1.5 

15.0 to 15.8 Reduction ≥ 1.4 

14.1 to 14.9 Reduction ≥ 1.3 

13.2 to 14.0 Reduction ≥ 1.2 

12.3 to 13.1 Reduction ≥ 1.1 

11.4 to 12.2 Reduction ≥ 1.0 

10.5 to 11.3 Reduction ≥ 0.9 

9.6 to 10.4 Reduction ≥ 0.8 

8.7 to 9.5 Reduction ≥ 0.7 

7.8 to 8.6 Reduction ≥ 0.6 

6.9 to 7.7 Reduction ≥ 0.5 

6.0 to 6.8 Reduction ≥ 0,4 

5.1 to 5.9 Reduction ≥ 0.3 

< 5.1 Reduction ≥ 0.2 

Note: * sf/ped = square feet per pedestrian 

C1.2.2 AFFECTED ENVIRONMENT 

The Affected Environment Existing Conditions (2016) for pedestrian and transit traffic were established for 

the Study Area. The LOS analysis developed for transit and pedestrian infrastructure conducted for this 

EIS is in accordance with the standard procedure prescribed in the CEQR Technical Manual, as detailed 

throughout this section. 

C1.2.2.1 TRANSIT 

Existing transit services providing access to the Project Site include MTA NYCT subway lines, MTA NYCT 

bus routes, NJ TRANSIT and MTA LIRR commuter rail services operating from Penn Station, Amtrak 

intercity passenger rail services also operating from Penn Station, and the New York Waterways ferries 

operating from Pier 78 at West 39th Street. 

Pedestrian volume counts on subway station elements for the Preferred Alternative were collected in 

September 2016 at the Eleventh Avenue–West 34th Street Station on the Number 7 line and at the West 

34th Street station on the Eighth Avenue subway line served by the A, C, and E lines. Routes within the 

stations that project-generated transit passengers are expected to use to access platforms were identified 

and counts were conducted on key elements along those routes. In the Eleventh Avenue station, counts 

were taken at two escalator banks and at two inclined elevators, and on three stairways connecting the 

mezzanine to the single platform. At the Eighth Avenue station, counts were taken at one street stair and 

five internal stairways. A small number of project-generated subway riders may walk further to the Seventh 

Avenue–West 34th Street or Herald Square stations, but the number would be inconsequential in those 

more distant stations. 

Table C1-11 shows Affected Environment Existing Conditions (2016) pedestrian volumes at subway 

stations within the Study Area during Weekday AM and PM peak hours. 

Three MTA NYCT bus routes serve the Study Area: the M11 and M12 operate uptown and downtown in 

the area and the M34 operates crosstown on West 34th Street. 
C1‐31 June 2021

LIRR and NJ TRANSIT provide regional rail service to the Study Area from Long Island and New Jersey, 

respectively, at Penn Station. Access to Penn Station is currently available on West 33rd Street just west 

of Eighth Avenue. Additional access to most Penn Station platforms is now available through the Moynihan 

Station Train Hall west of Eighth Avenue, which opened in January 2021.

Table C1-11 

2016 Peak Hour Volumes on Subway Station Elements 

Transit Station Elements 

AM PM 

In/Down Out/Up Total In/Down Out/Up Total 

ELEVENTH AVENUE–HUDSON YARDS STATION 

Escalators 621–624 (4 escalators) 476 3,275 3,751 3,558 956 4,514 

Inclined Elevators (2 elevators) 3 10 13 75 15 90 

Escalator 625 (1 escalator) - 393 393 - 134 134 

Platform Stairs 1/2 2 244 246 15 119 134 

Platform Stairs 3/4 84 921 1,005 1,178 242 1,420 

Platform Stairs 5/6 346 1,408 1,754 1,844 295 2,139 

EIGHTH AVENUE–34TH STREET STATION 

Stairs S4/P3 101 3,536 3,637 1,815 1,267 3,082 

Stairs S1/P1 222 847 1,069 710 390 1,100 

Mezzanine to Downtown Stair M4 385 3,344 3,729 3,772 534 4,306 

Mezzanine to Express Platform Stairs M21/M22 1,009 480 1,489 1,004 229 1,233 

Mezzanine to Express Platform Stairs M23/M24 394 1,858 2,252 913 837 1,750 

C1.2.2.2 PEDESTRIANS 

Pedestrian volume counts for the Preferred Alternative were collected in September 2016 at locations 

where project-generated pedestrian activity was anticipated to affect circulation. Counts were taken at 25 

corners, 37 crosswalks, and at 21 midblock sidewalk locations in the area between Twelfth Avenue on the 

west, Eighth Avenue on the east, West 30th Street on the south, and West 33rd Street on the north. As 

indicated previously, many sidewalks in the area closed for construction activities at that time, and the level 

of pedestrian activity increased as construction of the Eastern Rail Yard has been completed and buildings 

became occupied. Table C1-12 through Table C1-14 provide Affected Environment Existing Conditions 

(2016) pedestrian volumes present on corners, sidewalks, and crosswalks throughout the pedestrian Study 

Area, as described in Chapter 6, “Transportation.”
Appendix C1: Transportation 

June 2021 C1‐32

Table C1-12 

2016 Peak Hour Pedestrian Volumes on Sidewalks 

Sidewalks 

AM Midday PM 

NB or 

EB 

SB or 

WB Total 

NB or 

EB 

SB or 

WB Total 

NB or 

EB 

SB or 

WB Total 

Tenth Avenue, S of West 33rd Street, East Side 220 1,157 1,377 437 543 980 660 221 881 

Eleventh Avenue, S of West 33rd Street, North Side 18 42 60 31 96 127 26 94 120 

Eleventh Avenue, S of West 33rd Street, South Side 2 4 6 11 9 20 4 5 9 

Eleventh Avenue, S of West 33rd Street, West Side 143 504 647 99 120 219 382 164 546 

Eleventh Avenue, S of West 34th Street, West Side 138 549 687 182 273 455 457 346 803 

Twelfth Avenue, S of West 33rd Street, East Side 13 11 24 9 17 26 21 6 27 

Twelfth Avenue, S of West 34th Street, East Side 14 8 22 23 18 41 27 11 38 

West 30th Street, E of Eleventh Avenue, East Side 83 100 183 136 102 238 156 67 223 

West 30th Street, E of Eleventh Avenue, North Side 121 129 250 223 148 371 157 100 257 

West 30th Street, E of Eleventh Avenue, South Side 26 12 38 20 21 41 19 25 44 

West 30th Street, E of Eleventh Avenue, West Side 68 438 506 80 108 188 288 91 379 

West 30th Street, W of Tenth Avenue, South Side 350 389 739 388 398 786 396 262 658 

West 30th Street, W of Ninth Avenue, North Side 22 152 174 66 45 111 126 47 173 

West 30th Street, W of Ninth Avenue, South Side 243 435 678 280 163 443 510 105 615 

West 31st Street, W of Eighth Avenue, North Side 120 371 491 190 140 330 407 126 533 

West 31st Street, W of Eighth Avenue, South Side 255 650 905 377 297 674 654 254 908 

West 31st Street, W of Ninth Avenue, South Side 525 697 1,222 391 230 621 539 290 829 

West 33rd Street, W of Eighth Avenue, North Side 389 990 1,379 289 380 669 710 502 1,212 

West 33rd Street, W of Eighth Avenue, South Side 74 657 731 235 264 499 676 184 860 

West 33rd Street, W of Ninth Avenue, North Side 48 410 458 123 182 305 338 78 416 

West 33rd Street, W of Ninth Avenue, South Side 54 1,126 1,180 416 509 925 795 122 917 

Tenth Avenue, S of West 33rd Street, East Side 220 1,157 1,377 437 543 980 660 221 881 

Eleventh Avenue, S of West 33rd Street, North Side 18 42 60 31 96 127 26 94 120 

Eleventh Avenue, S of West 33rd Street, South Side 2 4 6 11 9 20 4 5 9 

Eleventh Avenue, S of West 33rd Street, West Side 143 504 647 99 120 219 382 164 546 

Table C1-13 

2016 Peak Hour Pedestrian Volumes on Corners 

Sidewalks 

AM Midday PM 

NB or 

EB 

SB or 

WB Total 

NB or 

EB 

SB or 

WB Total 

NB or 

EB 

SB or 

WB Total 

West 30th Street and Eleventh Avenue, Southeast 35 31 66 43 24 67 23 23 46 

West 30th Street and Twelfth Avenue, Southeast 1 1 2 1 1 2 3 2 5 

West 31st Street and Tenth Avenue, Northeast 9 14 23 15 15 30 8 19 27 

West 31st Street and Tenth Avenue, Southeast 7 121 128 23 27 50 30 5 35 

West 31st Street and Eighth Avenue, Northwest 65 17 82 25 17 42 27 21 48 

West 31st Street and Eighth Avenue, Southeast 61 52 113 91 73 164 55 25 80 

West 31st Street and Eighth Avenue, Southwest 12 17 29 18 53 71 21 17 38 

West 31st Street and Ninth Avenue, Northeast 12 16 28 13 20 33 15 11 26 

West 31st Street and Ninth Avenue, Southeast 25 47 72 35 28 63 83 25 108 

West 31st Street and Ninth Avenue, Southwest 264 12 276 99 88 187 64 100 164 

West 33rd Street and Tenth Avenue, Northeast 20 11 31 27 17 44 25 16 41 

West 33rd Street and Tenth Avenue, Southeast 26 67 93 68 74 142 23 10 33 

West 33rd Street and Eleventh Avenue, Northwest 18 1 19 61 7 68 62 2 64 

West 33rd Street and Eleventh Avenue, Southwest 0 0 0 7 2 9 3 0 3 

West 33rd Street and Twelfth Avenue, Northeast 4 1 5 11 3 14 4 7 11 

West 33rd Street and Twelfth Avenue, Southeast 1 3 4 3 2 5 5 1 6 

West 33rd Street and Eighth Avenue, Northwest 64 492 556 62 122 184 335 163 498 

West 33rd Street and Ninth Avenue, Northeast 117 38 155 90 37 127 77 91 168 

West 33rd Street and Ninth Avenue, Northwest 28 3 31 24 15 39 16 22 38 

West 33rd Street and Ninth Avenue, Southeast 5 50 55 27 21 48 9 16 25 

West 33rd Street and Ninth Avenue, Southwest 6 5 11 9 8 17 5 1 6 

West 34th Street and Eleventh Avenue, Northeast 8 5 13 2 13 15 8 21 29 

West 34th Street and Eleventh Avenue, Northwest 19 10 29 11 8 19 19 10 29 

West 34th Street and Eleventh Avenue, Southwest 29 16 45 38 24 62 27 47 74 

West 34th Street and Twelfth Avenue, Southeast 11 6 17 19 11 30 8 11 19 
C1‐33 June 2021

Table C1-14 

2016 Peak Hour Pedestrian Volumes on Crosswalks 

Sidewalks 

AM Midday PM 

NB or 

EB 

SB or 

WB Total 

NB or 

EB 

SB or 

WB Total 

NB or 

EB 

SB or 

WB Total 

West 30th Street and Eleventh Avenue, East 44 45 89 38 38 76 31 33 64 

West 30th Street and Eleventh Avenue, North 37 34 71 39 20 59 27 30 57 

West 30th Street and Eleventh Avenue, South 101 138 239 93 105 198 110 80 190 

West 30th Street and Eleventh Avenue, West 121 492 613 114 171 285 413 148 561 

West 30th Street and Twelfth Avenue, East 18 27 45 17 14 31 21 12 33 

West 30th Street and Twelfth Avenue, South 25 11 36 15 14 29 14 16 30 

West 31st Street and Tenth Avenue, East 1,100 209 1,309 384 363 747 254 552 806 

West 31st Street and Tenth Avenue, North 11 107 118 16 10 26 40 1 41 

West 31st Street and Tenth Avenue, South 104 589 693 283 103 386 627 26 653 

West 31st Street and Eighth Avenue, East 491 1,567 2,058 973 891 1,864 1,565 942 2,507 

West 31st Street and Eighth Avenue, North 209 582 791 324 262 586 878 253 1,131 

West 31st Street and Eighth Avenue, South 236 466 702 336 381 717 405 388 793 

West 31st Street and Eighth Avenue, West 320 821 1,141 592 610 1,202 916 639 1,555 

West 33rd Street and Tenth Avenue, East 284 1,027 1,311 415 498 913 657 194 851 

West 33rd Street and Tenth Avenue, Northeast to 

Southwest 4 0 4 12 1 13 0 4 4 

West 33rd Street and Tenth Avenue, North 227 91 318 124 140 264 109 110 219 

West 33rd Street and Tenth Avenue, Northwest to 

Southeast 19 372 391 22 28 50 62 19 81 

West 33rd Street and Tenth Avenue, South 71 39 110 97 154 251 81 45 126 

West 33rd Street and Tenth Avenue, West 71 101 172 88 159 247 167 52 219 

West 33rd Street and Eleventh Avenue, West 132 560 692 100 197 297 402 156 558 

West 33rd Street and Twelfth Avenue, East 30 18 48 13 5 18 22 13 35 

West 33rd Street and Eighth Avenue, East 2,132 860 2,992 1,015 997 2,012 898 2,776 3,674 

West 33rd Street and Eighth Avenue, North 585 745 1,330 517 397 914 936 265 1,201 

West 33rd Street and Eighth Avenue, South 226 1,036 1,262 366 393 759 931 304 1,235 

West 33rd Street and Eighth Avenue, West 623 482 1,105 561 527 1,088 761 584 1,345 

West 33rd Street and Ninth Avenue, East 234 506 740 294 304 598 445 279 724 

West 33rd Street and Ninth Avenue, North 98 381 479 263 256 519 443 106 549 

West 33rd Street and Ninth Avenue, South 88 888 976 222 238 460 648 84 732 

West 33rd Street and Ninth Avenue, West 84 382 466 332 420 752 283 157 440 

West 34th Street and Eleventh Avenue, East 208 35 243 63 51 114 53 72 125 

West 34th Street and Eleventh Avenue, North 53 552 605 122 181 303 248 95 343 

West 34th Street and Eleventh Avenue, South 175 883 1,058 421 344 765 535 360 895 

West 34th Street and Eleventh Avenue, West 251 140 391 143 94 237 125 159 284 

West 34th Street and Twelfth Avenue, East 14 22 36 32 44 76 16 36 52 

West 34th Street and Twelfth Avenue, South 61 66 127 169 93 262 80 102 182 

West 34th Street and Hudson Boulevard, East 48 25 73 22 11 33 35 37 72 

West 34th Street and Hudson Boulevard, West 184 76 260 82 69 151 75 144 219 


Appendix C2 Construction Trip-Generation 

and Screening Analyses
C2-1 June 2021

Appendix C2: Construction Trip-Generation 

and Screening Analyses

This appendix contains the factors FRA used to develop the trip-generation for the Preferred 

Alternative’s Peak Construction Conditions, and shows how these factors and resulting tripgeneration information were used to perform the Level 1 and Level 2 Screening Assessments for 

traffic, parking, transit and pedestrian conditions.

C2.1 INTRODUCTION 

FRA prepared the information contained in this appendix to document the transportation demand 

factors (TDF) used to develop the trip-generation for construction of the Preferred Alternative. It 

focuses on peak construction conditions of the Preferred Alternative which are expected to occur 

in Quarter 2 of 2023,

1 with completion of construction of the Preferred Alternative in 2026. Once 

completed, the Preferred Alternative would not generate any demand for transportation, but it 

would enable construction of a privately funded mixed-use development (Overbuild) on the Project 

Site. The Overbuild was approved in 2009 and the current National Environmental Policy Act 

(NEPA) analysis assessed the Overbuild as an indirect effect of the Preferred Alternative in

Chapter 20, “Indirect, Cumulative, and Other Impacts.” 

C2.2 LEVEL 1 SCREENING ASSESSMENT (TRIP GENERATION 

PROJECTION)

Level 1 Screening Assessment involves a trip generation projection to determine the number of 

person trips by mode and vehicle trips to/from the proposed project site during the morning and 

afternoon peak hours. For this project, FRA identified the 6–7 AM hour as the time period when 

the proposed construction would generate its highest travel demand, but the peak hours of the 

adjacent road network: 8–9 AM, 12–1 PM, 5–6 PM, and 12–1 PM Saturday, were analyzed as 

peak traffic conditions. For the purposes of this memo, the 6–7 AM hour, when both construction 

workers and construction trucks entering the Project Site are at a maximum, determined potential 

CEQR impacts. Additionally, FRA analyzed 3–4 PM as the peak construction PM hour, which 

includes most construction workers leaving the Project Site. Below are the transportation planning 

factors used to develop peak hour travel demand.

1 The Level 1 and Level 2 Screening Analysis is based on original construction truck and worker estimates 

calculated prior to revisions to the High Line underpinning component. The overall effects remain similar 

as that originally analyzed although somewhat reduce based on the number and size of trucks. Therefore, 

the numbers used in this EIS are conservative.
June 2021 C2-2 

TRANSPORTATION PLANNING ASSUMPTIONS

The transportation planning factors proposed to forecast weekday and Saturday travel demand 

for the Construction Condition are summarized in Table C2-1 and Table C2-2 and discussed 

below. The trip generation rates, temporal distributions, and mode splits for the uses shown in 

Tables C2-1 and Table C2-2 were based on accepted CEQR Technical Manual criteria, rates 

that were developed for the No. 7 Subway Extension – Hudson Yards Rezoning and Development 

Program FGEIS (updated where appropriate with 2000 Census journey-to-work and reverse 

journey-to-work data for census tracts in the Study Area), factors developed for other EISs for 

similar development proposals in Manhattan as well as other New York City boroughs with similar 

levels of transit access, and standard professional references.

TRIP GENERATION

As shown in Table C2-1, 1.1 percent of the 227 construction workers would walk to/from the 

Project Site, 28.9 percent would drive their own private auto, 0 percent would be droppedoff/picked-up in private autos, 47.7 percent would take the subway, zero percent would take a 

dedicated van, 8.9 percent would take the railroad, and 13.3 percent of the workers would take 

New York City Transit (NYCT) buses, based on a New York Times Building Survey. FRA used a 

vehicle occupancy rate of 2.04 workers per auto for auto trips based on a New York Times Building 

Survey. 

As shown in Table C2-1, 25 percent of the 89 daily truck trips would arrive to the Project Site and 

25 percent would exit during the 6-7 AM hour. This is based on a directive from WRY Tenant LLC2

(who developed the overall construction phasing and sequencing plan) and AKRF, Inc, the lead 

EIS consultant that converted the construction phasing plan to generation of daily worker and truck 

trips. 

The assumptions and results of the Level 1 Screening Assessment are presented in Table C2-1

and Table C2-2, specifically for the Peak Construction hours of 6-7 AM and 3-4 PM. Table C2-3

and Table C2-4 show the hourly trip distribution for constructions workers and truck trips as well 

as a summary of trips for the construction and traffic analysis peak hours.

The CEQR Technical Manual requires a detailed traffic and parking analysis if new vehicle trips 

exceed the threshold of 50 trips per hour. Based on the Level 1 Screening analysis results, the 

Preferred Alternative would generate more than 50 trips during the AM peak hour. Therefore, FRA

conducted a Level 2 Screening Assessment for the traffic network in the Study Area to determine 

if a threshold of 50 vehicles at any one intersection is reached. 

The CEQR Technical Manual requires a detailed pedestrian analysis if new pedestrian trips are 

expected to threshold of 200 pedestrians per hour. Based on the trip generation analysis, 

incremental pedestrian trips are expected to generate more than 200 pedestrian trips as all 227 

person trips as summarized in Table C2-2 would ultimately be considered as walk trips to and 

from the Project Site regardless of whether their trip starts as an auto, transit, or walk-only trip. 

Thus, FRA conducted a Level 2 Screening Assessment for the pedestrian Study Area.

CEQR requires a detailed transit analysis if new transit trips are expected to exceed the threshold 

of 200 subway or local bus trips per hour. As summarized in Table C2-1 and Table C2-2, 

incremental subway and local bus trips are not expected to be above these thresholds. Thus, a 

Level 2 Screening Assessment is not required.

2 WRY Tenant LLC is the Overbuild Developer. 
Appendix C2: Construction Trip-Generation and Screening Analyses

C2-3 June 2021

Table C2-1 

Transportation Planning Assumptions

Notes:

1. Supplied by WRY TENANT LLC

2. NY Times Building Survey

Platform Tunnel Concrete Casing

Construction Workers Construction Workers

Project Components:

Attendance Rate: -

Daily Trip Generation:

Temporal Distribution:

6-7 AM

3-4 PM

In/Out Splits: In Out In Out

AM 40% 0% 80% 0%

PM 40% 40% 0% 80%

Modal Splits: AM/PM AM/PM

Auto

Dropoff/Pickup

Walk

Subway

Bus (Transit)

Van (HOV)

Railroad

100% 100%

Vehicle Occupancy:

Auto

Dropoff/Pickup

Daily Truck Trip Generation:

Truck Peak Hour Distribution:

AM 25.0% 25.0% 25.0% 25.0%

PM 5.0% 5.0% 0.0% 0.0%

(1)

Out

(1)

8.9%

(2)

28.9%

 -

1.1%

(1)

55

(1)

per day

IN

(1)

 -

117

2.0

2.04

(2)

2.04

50.0%

50.0%

13.3%

47.7%

per employee

(1)

(1)

110

(1)

2.0

per employee

(1)

50.0%

50.0%

(1)

(2)

28.9%

 -

1.1%

47.7%

13.3%

 -

8.9%

(2)

2.04

2.04

per day

IN Out

(1)

34

(1)
June 2021 C2-4 

Table C2-2 

Trip Generation 

Platform Tunnel Concrete Casing Total

Construction Workers Construction Workers Construction Workers

Project Components:

Daily Trips:

Weekday AM

Weekday PM

In/Out Splits: In Out In Out In Out

Weekday AM 47 0 88 0 135 0

Weekday PM 47 47 0 88 47 135

Peak Hour

Person Trips: In Out In Out In Out

AM Auto 14 - 25 - 39 -

Dropoff/Pickup - - - - - - 

Walk 1 - 1 - 1 - 

Subway 22 - 42 - 64 -

Bus (Transit) 6 - 12 - 18 -

Van (HOV) - - - - - - 

Railroad 4 - 8 - 12 -

Total 47 - 88 - 135 -

- - 

PM Auto 14 14 - 25 14 39

Dropoff/Pickup - - - - - - 

Walk 1 1 - 1 1 1

Subway 22 22 - 42 22 64

Bus (Transit) 6 6 - 12 6 18

Van (HOV) - - - - - - 

Railroad 4 4 - 8 4 12

Total 47 47 - 88 47 135

Peak Hour

Vehicle Trips: In Out In Out In Out

6-7 AM Auto 7 - 12 - 19 -

Dropoff/Pickup - - - - - - 

Van (HOV) - - - - - - 

Truck 14 14 9 9 22 22

3-4 PM Auto 7 7 0 12 7 19

Dropoff/Pickup 0 0 0 0 0 0

Van (HOV) 0 0 0 0 0 0

Truck 3 3 - - 3 3

117

117

117 110

110

110

227

227

227
Appendix C2: Construction Trip-Generation and Screening Analyses

C2-5 June 2021

Table C2-3 

Hourly Transportation Assumptions 

Table C2-4 

Hourly Trip Generation 

In Out In Out In Out

6-7 AM 135 0 19 0 22 22

8-9 AM 0 0 0 0 6 6

12-1 PM 0 0 0 0 6 6

3-4 PM 47 135 7 19 3 3

5-6 PM 0 0 0 0 3 3

Hours Person Trips Vehicle Trips Truck Trips

Workers

In Out In Out In Out In Out

6-7 AM 40% 0 25% 25% 80% 0 25% 25%

7-8 AM 10% 0 5% 5% 20% 0 10% 10%

8-9 AM 0 0 5% 5% 0 0 10% 10%

9-10 AM 0 0 5% 5% 0 0 10% 10%

10-11 AM 0 0 5% 5% 0 0 10% 10%

11-12 PM 0 0 5% 5% 0 0 10% 10%

12-1 PM 0 0 5% 5% 0 0 10% 10%

1-2 PM 0 0 5% 5% 0 0 10% 10%

2-3 PM 5% 5% 5% 5% 0 10% 5% 5%

3-4 PM 40% 40% 5% 5% 0 80% 0 0

4-5 PM 5% 5% 5% 5% 0 10% 0 0

5-6 PM 0 0 5% 5% 0 0 0 0

6-7 PM 0 0 5% 5% 0 0 0 0

7-8 PM 0 0 5% 5% 0 0 0 0

8-9 PM 0 0 5% 5% 0 0 0 0

9-10 PM 0 0 5% 5% 0 0 0 0

10-11 PM 0 0 0 0 0 0 0 0

11-12 PM 0 10% 0 0 0 0 0 0

12-1 AM 0 40% 0 0 0 0 0 0

1-2 AM 0 0 0 0 0 0 0 0

2-3 AM 0 0 0 0 0 0 0 0

3-4 AM 0 0 0 0 0 0 0 0

4-5 AM 0 0 0 0 0 0 0 0

5-6 AM 0 0 0 0 0 0 0 0

100% 100% 100% 100% 100% 100% 100% 100%

Hours

Platform Concrete Casing 

Workers

Truck Trips

Workers

Truck Trips Auto Trips Auto Trips
June 2021 C2-6 

C2.3 LEVEL 2 SCREENING ASSESSMENT (PROJECT 

GENERATED TRIP ASSIGNMENT)

For a Level 2 Screening Assessment, FRA assigned person trips or vehicle trips to specific 

intersections, bus routes, subway lines, or parking spaces. FRA used the number of person or 

vehicle trips that would be generated by the Preferred Alternative for a specific location or transit 

element to determine if a detailed transportation analysis was warranted and to identify the 

locations or elements to be analyzed.

TRAFFIC AND PARKING

FRA assigned the forecasted volume of traffic to be generated by the additional workers and trucks 

for each analysis peak hour to the approach and departure routes likely to be used, to determine 

if a detailed traffic and parking analysis is required for the Preferred Alternative. FRA assigned the 

project generated vehicle trips to principal routes to/from the Project Site and to Study Area 

intersections. The Study Area for this resource category includes the Project Site and extends 

outward to include routes for travel of construction workers, materials, and services, and 

represents the distance that, based on CEQR Technical Manual guidelines, defines the area in 

which the Preferred Alternative could cause impacts. The Study Area determined for the Preferred 

Alternative is bounded by West 34th Street to the north, Sixth Avenue to the east, West 29th Street 

to the south, and Twelfth Avenue (Route 9A) to the west (see Figure C2-1). The Study Area is 

consistent with study areas for the environmental analysis of similar projects in New York City. 

The entrance to the Project Site would be on West 33rd Street between Eleventh Avenue and 

Twelfth Avenue, and it is assumed that West 33rd Street would be used for pick-up/drop-offs. Trip 

distributions for each traffic component, established from the previous Western Rail Yard 

development, are presented below. 

FRA developed the auto trip distributions based upon 2000 Census Journey to Work data for the 

AM peak period. The distribution was based upon Journey to Work “Residence of Worker” data 

and the Reverse Journey to Work “Place of Work” data for origins and destinations in the 

Manhattan Central Business District (CBD). FRA included the Manhattan CBD, geographic areas 

of Manhattan outside the CBD, the other four New York City boroughs, upstate New York east 

and west of the Hudson River, New Jersey and Connecticut as trip origins and destinations. FRA 

defined the general travel patterns of work trips by auto from Manhattan CBD residences to 

employment destinations outside the Manhattan CBD and of work trips by auto to Manhattan CBD 

work destinations considering the trip geographic origins or destinations and the area highway 

system. FRA derived the trip distributions of taxi trips from taxi trip distributions developed for the 

Moynihan/Penn Station Project based upon the New York City Fact Book by Schaller Consulting.

Lastly, FRA derived truck trip distributions from the truck trip distributions used for the No. 7 

Subway Extension – Hudson Yards Rezoning and Development FGEIS. 

Table C2-5 provides the resulting trip distributions by percent into and out of the area by direction 

(north, south, east, and the Lincoln Tunnel) for auto and taxi trips. FRA projected most auto trips 

to depart and approach the area to and from the east, primarily due to the volume of auto trips to 

and from Queens and Long Island, though some would use the FDR Drive to and from the Study 

Area for points north and south. Taxi trip distributions indicate a more predominate pattern to and 

from the north, likely attributed to the dense residential development on the Upper West Side. 
HUDSON RIVER

UNION

SQUARE

W. 49TH ST.

W. 48TH ST.

W. 47TH ST.

W. 46TH ST.

W. 45TH ST.

W. 44TH ST.

W. 43RD ST.

W. 42ND ST.

W. 41ST ST.

W. 40TH ST.

W. 39TH ST.

W. 38TH ST.

W. 36TH ST.

W. 37TH ST.

W. 35TH ST.

W. 34TH ST.

W. 33RD ST.

W. 32ND ST.

W. 31ST ST.

W. 30TH ST.

W. 29TH ST.

W. 28TH ST.

W. 27TH ST.

W. 26TH ST.

W. 25TH ST.

W. 24TH ST.

W. 23RD ST.

TENTH AVE.

NINTH AVE.

ELEVENTH AVE.

TWELFTH AVE. ROUTE 9A

EIGHTH AVE.

SEVENTH AVE.

SIXTH AVE.

E. 23RD ST.

FIFTH AVE.

BROADWAY

E. 42ND ST.

E. 34TH ST.

PARK AVE. PARK AVE SO.

VANDERBILT AVE.

MADISON AVE.

W. 22ND ST.

W. 21ST ST.

W. 20TH ST.

W. 19TH ST.

W. 18TH ST.

W. 17TH ST.

W. 16TH ST.

W. 15TH ST.

W. 14TH ST.

W. 13TH ST.

HORATIO ST.

JANE ST.

LITTLE 12TH ST. HUDSON ST.

76

66

64

62

61

60

59

81

83

84

86

88

76

72

66

64

62

61

60

59

82

78

79

83

84

86

88

CONVENTION

CENTER

EASTERN

RAIL YARD

USPS

DSNY

STARRETT

LEHIGH

QUILL

BUS DEPOT

PORT

AUTHORITY

BUS TERMINAL

GRAND

CENTRAL

TERMINAL

CON

EDISON

FARLEY

COMPLEX

FARLEY

BLDG

PENN

PLAZA

MADISON

SQUARE

GARDEN/

PENN

STATION

TWO

PENN

PLAZA

ONE

PENN PLAZA

MORGAN FACILITY 

MORGAN ANNEX

N

WESTERN

RAIL YARD

3.27.09

WESTERN RAIL YARD

Mapformat

Figure -

SCALE

0 1000 2000 FEET Development Site Development Site

Study Intersections

1.7.21

WESTERN RAIL YARD INFRASTRUCTURE PROJECT

Traffc and Parking Study Area

Source: WSP USA

Project Site Figure C2-1
Appendix C2: Construction Trip-Generation and Screening Analyses

C2-7 June 2021

Table C2-5 

Auto and Taxi Trip Distribution

Notes:

1 Based upon 2000 Census Journey to Work data regional distribution of Manhattan CBD auto trips. 

Manhattan CBD is defined as the area bounded by 23rd Street, 59th Street, Third Avenue, and Eighth 

Avenue (Census Tracts 56, 58, 68, 72, 74, 76, 80, 82, 84, 91, 92, 94, 95, 96, 100, 101, 102, 104, 109, 

112.01, 112.02, 112.03, 113, 119, 125, 131, and 137) 2 Based upon 2000 Census Reverse Journey to Work “Place of Work” data

3 Estimates developed for the Moynihan/Penn Station Redevelopment Project, based upon The New York 

City Fact Book, Schaller Consulting, March 2006

Source: North South East Lincoln Tunnel Total

Construction 

Workers2 26% 17% 44% 13% 100%

Source: North South East Lincoln Tunnel Total

Construction 

Workers2 45% 20% 35% 0% 100%

Auto Trips1

Taxi Trips3

Direction

Direction

Table C2-6 provides the trip distributions by percentage into and out of the area by crossing 

(George Washington Bridge, Lincoln Tunnel, Brooklyn-Battery Tunnel, Manhattan Bridge, 

Williamsburg Bridge, Queens Midtown Tunnel, and Bronx) for truck trips. For purposes of 

environmental impact analyses, FRA used reasonable worst-case assumptions, including to what 

materials are being transported, regarding probable truck origin/destination and route 

assignments. 

FRA distributed cars, trucks, and taxis dropping-off and picking-up workers to the local street 

network based on these trip distributions. FRA assigned the auto trips to the parking lots on West 

30th Street between Tenth Avenue and Eleventh Avenue, while drop-off/pick-up and truck trips 

were assigned to West 33rd Street between Eleventh Avenue and Twelfth Avenue. 

Table C2-6

Truck Trip Distribution

GWB LT BBT MB WB QMT Bx

In/Out 23% 23% 0% 11% 11% 11% 20%

Truck Trips

Results of the trip generation and traffic assignments show that none of the intersections would

see an increase of 50 vehicle trips as a result of the proposed construction during the peak 6–7 

AM construction hour. The highest number of vehicle trips per hour during the 6–7 AM peak 

construction hour would be 403 at the intersection of Eleventh Avenue and West 34th Street, 

shown below in Figure C2-2. Therefore, this screening analysis demonstrates that a detailed 

traffic analysis is not warranted.

3 Trip Assignment based on the Trip Generation applies percent splits to approach volumes and due to 

rounding, may occasionally be off by plus or minus one vehicle. 

 

 

 

 

 
13 10 1 5 0

3 10 0 1 0

35 Total Vehicles 0 0 0 5 34 Total Vehicles 0 11 11 0 13 Total Vehicles 0 11

3 0 3 11

0 22 22 15 11 3 3 3

10 13 0 0 0

3 22 27 0

3 22 27 0

3 12 14

25 Total Vehicles 22 40 Total Vehicles 14 14 14 Total Vehicles 0 9

10 9

OUT IN 3

0 5 0

3 0 18 5

5

10 Total Vehicles 0 0

5

5

3 0 18 0

0 3 0 5 13

6 Total Vehicles 24 Total Vehicles 0 5 Total Vehicles

6 0

6 6 0 19 IN OUT 0 0 0

0 3 5 0 0

0 3 5 5

Twelvth Avenue Eleventh Avenue Tenth Avenue

12th Ave/34th St 11th Ave/34th St 10th Ave/34th St

12th Ave/33rd St 11th Ave/33rd St 10th Ave/33rd St

Western Rail

Yards

22 22

12th Ave/30th St 11th Ave/30th St 10th Ave/30th St

Construction Staging

10th Ave/31st St

Parking Garage

1.7.21

WESTERN RAIL YARD INFRASTRUCTURE PROJECT

Peak Construction Conditions Traffc Increments

Source: WSP USA

Figure C2-2
June 2021 C2-8 

PEDESTRIANS AND TRANSIT

To determine if a detailed pedestrian analysis is required for the Preferred Alternative, FRA 

assigned the forecasted volume of walk trips generated by the anticipated number of construction 

workers for each analysis peak hour to the elements in the immediate vicinity of the Project Site 

that are expected to be used by concentrations of pedestrians as they enter and exit the Project 

Site. The pedestrian Study Area identified for the Preferred Alternative is bounded by West 34th 

Street to the north, West 29th Street to the south, Seventh Avenue to the east, and Twelfth Avenue 

to the west. Pedestrian assignments for each walk component (including walk-only trips, workers 

walking to/from mass transit, and all drop-offs/pick-ups adjacent to the Project Site) are presented 

below.

FRA assigned project generated construction worker-trips by each mode to the pedestrian network 

in the vicinity of the Western Rail Yard Project Site using the following assumptions.

 Bus: NYCT data will be utilized to identify the peak load point of each bus route. Trip 

distribution will be based on the 2000 Census Reverse Journey-to-Work origin-destination 

data. Bus-walk trips will be traced along the intersection elements (sidewalks, corners, and 

crosswalks) from the bus stops to/from development sites.

 Subway: Construction worker-trips at the existing and proposed subway stations will be 

assigned to entrances/exits based on the logical walking paths from the platforms (using 

stairways, escalators, and elevators) to the street level and the proposed development sites. 

 Auto: Auto-walk construction trips will be assigned to the pedestrian street network based on 

logical walking paths from parking garages located on West 30th Street in between Tenth 

Avenue and Eleventh Avenue

 Taxi: It was assumed that taxi passengers would be dropped off at the closest corner adjacent 

to the construction site. Therefore, taxi-walk trips were added to the pedestrian street network. 

 Walk-Only: Walk-Only trips will be assigned to/from every block within half a mile of the 

development site. Walk trips will be assigned to each block where potential trips would 

originate. 

Based on the Level 2 screening analysis, the Preferred Alternative is not expected to generate 

more than 200 walk trips in the peak hour at any pedestrian element. The highest number of 

pedestrian trips would occur on the south sidewalk of West 33rd Street in between Twelfth Avenue 

and Eleventh Avenue with 135 pedestrians, shown in Figure C2-3. Therefore, this screening 

analysis demonstrates that a detailed pedestrian analysis is not warranted. 

C2.4 CONCLUSION 

Based on the results of the Level 1 and Level 2 screening assessments, a traffic, pedestrian and 

traffic analysis was not warranted. 

Under the worst-case construction hour, 6–7 AM, there are no CEQR impacts or additional 

analyses warranted and, therefore, our construction conditions analysis hours: 8–9 AM, 12–1 PM, 

and 5–6 PM, as shown in Table C2-4, would not have any impacts either. 
WESTERN RAIL YARD INFRASTRUCTURE PROJECT Figure YPedestrian Increment

0 0 0 0 0 0 0 0 0

0 0 0 9 0 32 0 0

0 0 0 0 0 0 0 0 0 0 0

0 0 0 0

0 0 0 0

0 0 0 9 0 33 0 0

Twelfth Ave/33rd St Eleventh Ave/33rd St

0 130 121 49

5 0 0 0

0 4 0 0 0 0 0 0 0 0 0

0 4 0 0 0 0 39 0 135

Project Site

Source: WSP USA 1.7.21

Figure C2-3