SUPPLEMENTAL DRAFT ENVIRONMENTAL IMPACT STATEMENT. LeCount Square New Rochelle, New York

Transcription

1 SUPPLEMENTAL DRAFT ENVIRONMENTAL IMPACT STATEMENT LeCount Square New Rochelle, New York Lead Agency: City Council City of New Rochelle 515 North Avenue New Rochelle, NY Contact: Craig King, Commissioner of Development Telephone: Fax: Applicant: New Rochelle Revitalization, LLC 115 Stevens Avenue Valhalla, NY Contact: Joe Apicella Telephone: Fax: Preliminary Submittal: June 18, 2007 Revised: September 14, 2007 Date of Acceptance: September 24, 2007 Date of Public Hearing: November 20, 2007 Closing Date of Comment Period: November 30, 2007

2 PARTICIPATING CONSULTANTS DEIS Coordination and Report Preparation: 445 Hamilton Ave, Suite 404 White Plains, New York phone: fax: Contacts: David Schiff Owen Wells Site Planning and Architecture: Design Development, PLLC 31 Mamaroneck Avenue, Suite 803 White Plains, NY phone: fax: Contact: Mark Schulman Lessard Urban Inc Leesburg Pike, Suite 700 Vienna, VA phone: fax: Contact: John Jenkins Landscape Architecture: IQ Landscape Architects, P.C. 326 Bedford Road Bedford Hills, NY phone: fax: Contact: Ryan Kovac Legal Services: DelBello, Donnellan, Weingarten, Tartaglia, Wise and Wiederkehr, LLP One North Lexington Avenue White Plains, NY phone: fax: Contact: Peter Wise, Esq. Environmental Assessment JM Associates, Inc. 225 Railroad Avenue Bedford Hills, NY phone: fax: Contact: John Manfredi

3 Traffic Engineering: Adler Consulting 235 Main Street White Plains, NY phone: fax: Contact: Bernie Adler Site Engineering: Kellard Sessions Consulting 50 Main Street Armonk, NY phone: fax: Contact: Ryan Coyne, P.E. Air Quality/Noise Studies: STV Incorporated 225 Park Avenue South New York, NY phone: fax: Contacts: Molly MacQueen Douglas Swann Cultural Resources: Historical Perspectives, Inc. PO Box 3037 Westport, CT phone: fax: Contact: Julie Abell Horn

4 TABLE OF CONTENTS LECOUNT SQUARE SUPPLEMENTAL DRAFT ENVIRONMENTAL IMPACT STATEMENT ES. EXECUTIVE SUMMARY A. Proposed Action Modified Project...ES-1 B. Involved Agencies and Required Approvals...ES-3 C. Summary of Potential Impacts...ES-4 D. Comparison Summary...ES-6 II. PROJECT DESCRIPTION A. Introduction... I-1 B. Overview of Original Proposed Action... I-2 C. Project Modifications... I-2 D. Modified Project Description... I-7 III. IMPACT ISSUES A. Land Use, Zoning and Planning Consistency 1. Existing Conditions...II-1 2. Potential Impacts...II-1 3. Proposed Mitigation...II-6 B. Utilities 1. Existing Conditions...II-6 2. Potential Impacts...II-6 3. Proposed Mitigation...II-12 C. Visual/Aesthetics 1. Existing Conditions...II Potential Impacts...II Proposed Mitigation...II-17 D. Traffic 1. Existing Conditions...II Potential Impacts...II Proposed Mitigation...II-32 TOC - 1

5 Table of Contents E. Noise 1. Existing Conditions...II Potential Impacts...II Proposed Mitigation...II-51 F. Air Quality 1. Existing Conditions...II Potential Impacts...II Proposed Mitigation...II-61 G. Socioeconomic 1. Existing Conditions...II Potential Impacts...II Proposed Mitigation...II-65 H. Community Facilities and Services 1. Existing Conditions...II Potential Impacts...II Proposed Mitigation...II-69 I. Historic and Archaeological Resources 1. Existing Conditions...II Potential Impacts...II Proposed Mitigation...II-72 J. Hazardous Materials 1. Existing Conditions...II Potential Impacts...II Proposed Mitigation...II-73 K. Construction Impacts 1. Potential Impacts...II Proposed Mitigation...II-76 IV. ALTERNATIVES V. OTHER SEQR CONSIDERATIONS APPENDICES Appendix A Traffic Impact Study TOC-2

6 Table of Contents Appendix B Parking Evaluation Appendix C Traffic Impact Study Relocation of Planned Parenthood Appendix D Traffic Impact Study Alternative Plan Appendix E Preliminary Inflow and Infiltration Removal List Appendix F Correspondence TOC-3

7 LIST OF TABLES LECOUNT SQUARE SUPPLEMENTAL DRAFT ENVIRONMENTAL IMPACT STATEMENT ES-1 ES-2 ES-3 Required Approvals/Permits Impact Summary Comparison Summary I-1 Modified Project I-2 Open Space II-A-1 II-A-2 II-D-1 II-D-2 II-D-3 II-D-4 II-D-5 II-D-6 II-D-7 II-D-8 II-D-9 II-D-10 II-F-1 II-F-2 II-F-3 II-F-4 II-F-5 II-F-6 II-F-7 II-F-8 II-G-1 II-G-2 II-G-3 II-G-4 II-G-5 II-G-6 II-G-7 II-H-1 II-H-2 III-1 III-2 FAR Calculation Potentially Applicable FAR Bonus Peak Hour Net Site-Generated Traffic Volumes Arrival/Departure Distribution Level-of-Service Summary, Build Conditions Queuing Summary, Build Conditions Future Parking Conditions with Current Parking Regulations Level of Service Comparison Queue Summary Comparison Table Level of Service Table, with Bridge Condition Queue Summary Comparison Table, with Bridge Condition Future Parking Conditions with Recommended Changes National Ambient Air Quality Standards Percent Change in Peak Hour Traffic Volume between No-Build and Build by Intersection Intersection Ranking 8-hour and 1-hour CO Concentrations for the 2008 No-Build Condition 8-hour and 1-hour CO Concentrations for the 2008 Build Condition Modified Project Garage Ins and Outs Parking Garage Analysis Stack Emissions Existing Tax Generation Estimated Population Generation Anticipated Total Property Tax Generation Anticipated Property Tax Generation by Taxing Jurisdiction Anticipated Retail/Restaurant Sales Tax Generation Anticipated Meter Parking Revenue Estimated Employment Anticipated Solid Waste Generation Anticipated Schoolchildren Generation Alternative C Program Alternative Plan

8 LIST OF TABLES LECOUNT SQUARE III-3 III-4 III-5 III-6 III-7 III-8 III-9 Peak Hour Net Site-Generated Traffic Volumes Alternative Plan Estimated Population Generation Alternative Plan Anticipated Property Tax Generation Alternative Plan Anticipated Property Tax Generation by Taxing Jurisdiction Alternative Plan Estimated Employment Alternative Plan Anticipated Solid Waste Generation Alternative Plan Anticipated Schoolchildren Generation Alternative Plan

9 LIST OF EXHIBITS LECOUNT SQUARE SUPPLEMENTAL DRAFT ENVIRONMENTAL IMPACT STATEMENT 1. Modified Project Grade Level Plan 2. Modified Project Retail Level 1 3. Modified Project Retail Level 2 4. Modified Project Fourth Floor Overall Plan 5. Modified Project Fifth Floor Overall Plan 6. Modified Project Sixth Tower Overall Plan 7. Modified Project Seventh Floor Overall Plan 8. Modified Project Typical Floor Overall Plan 9. Modified Project Roof Overall Plan 10. Modified Project Parking Level Modified Project Parking Level Modified Project Parking Level Modified Project Parking Level Modified Project Building Components 15. Modified Project Building Sections 16. Modified Project South Building Sections 17. Modified Project North Building Sections 18. Modified Project North and East Elevations 19. Modified Project West and South Elevations 20. Modified Project Roof Terraces 21. Modified Project New Anderson Street 22. Modified Project New Anderson Street Section 23. Modified Project Corner Plazas 24. Modified Project Northwest Corner 25. Modified Project Northeast Corner 26. Modified Project Southwest Corner 27. Modified Project Southeast Corner 28. Views Views Shadow Study June 21, 9:00AM 31. Shadow Study June 21, 12:00PM 32. Shadow Study June 21, 3:00PM 33. Shadow Study June 21, 7:30PM 34. Shadow Study December 22, 9:00AM 35. Shadow Study December 22, 12:00PM 36. Shadow Study December 22, 3:00PM 37. Shadow Study December 22, 7:30PM 38. Residential Arrival/Departure Patterns 39. Hotel Arrival/Departure Patterns 40. Retail Arrival/Departure Patterns 41. Office Arrival/Departure Patterns

10 LIST OF EXHIBITS LECOUNT SQUARE 42. Net Site Generated Traffic Volumes 43. Net Site Generated Traffic Volumes New Roc Garage Area 44. Build Peak Highway Hour Traffic Volumes 45. Build Peak Highway Hour Traffic Volumes Site Area and New Roc Garage Area 46. Proposed Interim Mitigation for Garden and Burling Intersections 47. Traffic Operations with NYSTA Reconstruction of North Avenue BridgeModified Project Roof Terraces 48. Modified Project Open Space Analysis 49. Alternative Plan Grade Level Plan 50. Alternative Plan Retail Level Alternative Plan Retail Level Alternative Plan Plaza Level/Fourth Floor Plan 53. Alternative Plan Sixth Floor Plan 54. Alternative Plan North Tower 12 th Floor, South Tower 14 th Floor 55. Alternative Plan 19 th Floor Plan 56. Alternative Plan 32 nd Floor Plan 57. Alternative Plan Typical Penthouse/38 th Floor Plan 58. Alternative Plan Residential Amenities/42 nd Floor Plan 59. Alternative Plan Mechanical Penthouse/43 rd Floor Plan 60. Alternative Plan Roof Plan 61. Alternative Plan Parking Level Alternative Plan Parking Level Alternative Plan Parking Levels 3 and Alternative Plan North Tower Section 65. Alternative Plan South Tower Section Alternative Plan South Tower Section Alternative Plan North Elevation 68. Alternative Plan South Elevation 69. Alternative Plan East Elevation 70. Alternative Plan West Elevation 71. Alternative Plan Utility Plan 72. Alternative Plan North Perspective 73. Alternative Plan South Perspective 74. Alternative Plan East Perspective 75. Alternative Plan West Perspective 76. Alternative Plan View from I Alternative Plan View from North Avenue/Main Street Intersection 78. Alternative Plan View from LeCount Place 79. Alternative Plan View from Huguenot Street 80. Shadow Study June 21, 9:00AM 81. Shadow Study June 21, 12:00PM 82. Shadow Study June 21, 3:00PM 83. Shadow Study December 22, 9:00AM

11 LIST OF EXHIBITS LECOUNT SQUARE 84. Shadow Study December 22, 12:00PM 85. Shadow Study December 22, 3:00PM 86. Alternative Plan Roof Terraces 87. Alternative Plan New Anderson Street

12 Executive Summary EXECUTIVE SUMMARY This Supplemental Draft Environmental Impact Statement (SDEIS) for the proposed development by New Rochelle Revitalization, LLC (the Applicant ) of the LeCount Square project in downtown New Rochelle has been prepared in accordance with the requirements of the New York State Environmental Quality Review Act (SEQRA) and the regulations promulgated thereunder. The Lead Agency for review of the proposed project pursuant to SEQRA is the City Council of the City of New Rochelle. This SDEIS was prepared by the Applicant, as allowed under SEQRA, and contains data and analyses that form the Applicant s interpretation of potential environmental impacts. While the City Council of the City of New Rochelle has determined that this SDEIS is complete (i.e., that it contains sufficient information on each of the areas of potential environmental impact to allow the City Council to make the document available for public review), the City Council has not made a final determination on the accuracy of the data or analyses, the conclusions of the analyses, or the sufficiency of any proposed mitigation to address potential environmental impacts. The City Council specifically identifies the following areas, at a minimum, that will require additional investigations or discussions with City staff to resolve outstanding issues: water supply, sanitary sewage conveyance, fire fighting, police protection, urban design, open space, affordable housing, traffic, and parking. In accepting this document as complete, the City Council recognizes that additional information may arise during public and agency review of the document that will assist the Council in completing these analyses. As part of its obligations under SEQRA, the City Council can not take final action on any approval associated with the proposed project until all potential environmental impacts have been adequately identified and any required mitigation measures have been fully developed and the responsibilities for implementing and paying for such measures have been fully assigned. The City Council s findings and conclusions with respect to each of the areas of potential environmental impact, including those issues identified above, will be presented in a Final Environmental Impact Statement (FEIS) and in the SEQRA Statement of Findings This SDEIS document supplements the Draft Environmental Impact Statement (DEIS) for the LeCount Square project accepted as complete by the City Council on May 12, Supplemental environmental impact statements are prepared to address potential significant adverse impacts that have not been adequately addressed in a draft environmental impact statement arising from changes proposed for a project, newly discovered information, or a change in circumstances related to the project. In this case, the proposed project has been modified based on changes to the regulations of the City s Downtown Density Bonus Overlay District being contemplated separately by the City Council that would permit increased density and building height. This SDEIS is intended to evaluate the potential adverse environmental impacts resulting from corresponding increases in the density and height of the project. A. Proposed Action Modified Project The City Council has recently begun consideration of potential changes to the Downtown Density Bonus Overlay District that would permit the density and building heights of ES-1

13 Executive Summary certain qualifying sites in the downtown to be increased. In addition, since the close of the DEIS comment period, the Applicant has noted a strengthening office market in Westchester County. The Applicant believes that the commercial market is evolving and that there is significant and growing unmet demand for office space in close proximity to Metro-North railroad stations. In order to be able to respond to these changing conditions, the Original Project studied in the DEIS has been modified. The Modified Project, which is evaluated in this SDEIS, is summarized below. The Modified Project is the redevelopment of the LeCount Place/Anderson Street block, and the bed and right-of-way of existing Anderson Street, with a 1,150,000 square feet mixed-use project containing retail, restaurant, office, residential, hotel and parking components. The block is currently occupied by residential, commercial and non-profit facilities, and a United States Post Office. The redevelopment would require the relocation of these occupants, with the exception of the Post Office storefront functions, which could potentially be integrated into the new development. The Modified Project would also involve the relocation of Anderson Street northward approximately 50 feet in order to align it with the New Street entrance to New Roc City, and the enhancement of the relocated street with a center green and public amenities. The Modified Project is proposed as two buildings: a main building with two towers located on the north side of the realigned Anderson Street, and a smaller residential loft building fronting on the south side of Anderson Street. The retail component of the Modified Project includes 212,000 square feet of space designed to accommodate a mix of tenants including restaurant, smaller boutique and medium sized retailers, and large-format retailers. Retail would occupy the grade, second and third levels of the main building, and the ground floor of the loft building. The ground level of the main building would also either retain and integrate the existing curved façade of the Post Office building into the Modified Project, or replace it with new construction having a curving wall that would emulate its historical form. The corner space currently occupied by the Post Office would serve as a lobby for the office component. The retail storefront functions of the Post Office could be accommodated in the grade-level retail space flanking the Huguenot Street and North Avenue corner, or be relocated to retail space across the street in the Trump Plaza building. Subject to the approval of the Post Office, the three notable interior murals at the Post Office would be removed and relocated by the Applicant at its expense to a civic space for public display. The retail spaces of the Modified Project would serve as a base for the office, hotel and residential components, which would be located above. The residential component of the Modified Project would total 412,400 square feet of residential condominium use, distributed between the 98-foot high loft building and an approximately 500-foot high residential tower projecting from the main building. This tower would rise from the southwest corner of the main building and contain both hotel and residential components. The hotel would occupy the lower 13 floors and contain 209 rooms. Residences would occupy the remaining upper floors of the south tower (200 units). The loft building on the south side of Anderson Street would contain 58 units. A second tower rising above the northeast corner of the main building to a height of 278 ES-2

14 Executive Summary feet would accommodate approximately 380,000 square feet of office space. The first two floors above the retail podium would be securities trading floors. On-site parking would be principally provided on four levels below-grade. The Modified Project would also utilize existing available spaces in the New Roc City garage. A new elevator core would be constructed on the west side of the New Roc City garage to facilitate access to the Modified Project from every level of the garage. Loading would occur at-grade at a designated loading area in the interior of the main building, and below-grade at a loading area shared with the Marriott Hotel at New Roc City. The Modified Project also incorporates substantial new and improved publicly-accessible open space, including improved open space at-grade along New Anderson Street, new grade-level plazas on Huguenot Street, and rooftop terraces above the retail podium. The Modified Project also includes relocation of the Planned Parenthood office from the project site to 435 North Avenue. B. Involved Agencies and Required Approvals/Permits Implementation of the Modified Project would require approvals and permits from a variety of local, county and state agencies. These are summarized in the table below. Agencies that have approval-granting authority are Involved Agencies under the State Environmental Quality Review Act. Table ES-1 Required Approvals/Permits LeCount Square Agency Approval Type New Rochelle City Council* Urban Renewal Plan amendments Amendments to the Comprehensive Plan Amendment of the Official Map Zoning Map amendment (rezoning of site) Amendments to the Zoning Ordinance New Rochelle Planning Board Site plan approval (LeCount Square) Site plan approval (Planned Parenthood relocation) Urban Renewal Plan amendments (recommendation) Amendments to the Official Map, Zoning Ordinance and Zoning Map (recommendation) New Rochelle IDA Potential financial assistance New Rochelle Building Department Building permit Sign permit New Rochelle Department of Public Works Curb cuts Street opening Potential traffic and parking mitigation measures Westchester County Department of Health Water and sewer Westchester County Department of Environmental Sewer Facilities Westchester County Department of Planning General Municipal Law advisory review NYS Department of Environmental Conservation SPDES permit NYS Division of Housing and Community Renewal Potential demolition order (5 Anderson Street) United Water New Rochelle Water main relocation *Lead Agency ES-3

15 Executive Summary Although it has not yet been determined, the Modified Project may be constituted as one or more residential and/or commercial condominiums, and/or as a Major Development Subdivision under Section E of the New Rochelle Zoning Ordinance. The New Rochelle Planning Board is the approving agency for a Major Development Subdivision. C. Summary of Potential Impacts The following table summarizes the potentially significant environmental impacts of the proposed action and associated mitigation measures, as described in detail in the SDEIS. Land Use, Zoning and Planning Consistency Utilities Table ES-2 Impact Summary Anticipated Impacts Land Use Component mix includes uses commonly found in a downtown setting and is compatible with surrounding development. The project would generate a daytime and nighttime population, increasing activity in the downtown. Zoning In order to allow for creation of an integrated mixed-use project, the project proposes re-zoning the site to DMUR district, application of the Downtown Density Bonus Overlay Zone (as proposed to be amended by the City Council to increase the maximum permissible FAR and height bonuses), and amendment of the Zoning Ordinance valet-parking regulations. Planning Consistency The project advances the downtown planning goals and objectives of various City planning documents. The project helps create a critical mass of users to revitalize downtown. Water Service New connections to existing water mains in the surrounding streets, and relocation of the Anderson Street main are proposed. The projected water demand for the project would be 129,624 gpd. Sewage Disposal The project would connect to existing sewer mains in LeCount Place and Huguenot Street in close proximity to the project. Sewage generation is projected to be 129,624 gpd. Stormwater Management There would be no material change in the amount of impervious surfaces on the site, therefore no increase in runoff would be expected. Gas Service Service would consist of a simple connection to gas mains in close proximity to the site. Electricity Service Electrical service would be provided from mains in Huguenot Street. Proposed Mitigation Land Use None required. Zoning None required. Planning Consistency None required. Water Service As per the NYS Environmental Conservation Law, the project would use certified water-saving devices. Sewage Disposal In order increase capacity, sections of pipe along Huguenot Street and Main Street will be lined. Applicant will also provide required 3 to 1 inflow and infiltration mitigation. Stormwater Management Installation of hydrodynamic separator units to treat water quality. Implementation of Erosion and Sediment Control plan. Gas Service None required. Electricity Service None required. ES-4

16 Executive Summary Visual/Aesthetics/Urban Design Traffic Noise Air Quality Socioeconomic Community Facilities and Services Anticipated Impacts The project would introduce new high-rise development onto the site, with three principal vertical components. The scale of the proposed buildings would complement surrounding anchor developments and continue the creation of a definable corridor of high-rise uses adjacent to the Intermodal Transportation Center (ITC). The project is projected to add a net 581 entering, 226 departing (AM Hour), 517 entering, 824 departing (PM Hour) and 666 entering, 620 departing (Sat. Hour) trips. With the implementation of the recommended improvements, traffic impacts would be adequately mitigated. With recommended changes to the operation of the New Roc City garage, there will be sufficient capacity on-site and in the New Roc City garage to accommodate the anticipated peak parking demand. Potential noise impacts from operation of the project are not anticipated to be significant. Temporary noise impacts may result from construction activity. Potential air quality impacts from operation of the project are not anticipated to be significant. Temporary air quality impacts may result from construction activity. Demographics New population is anticipated to be 505 people. This represents an approximate 0.7% increase in the City s population. Residential tenants of 5 Anderson Street have been relocated. Tax Generation Annual property tax revenue is anticipated to be $4,486,800. Sales tax generation is anticipated to be $6,658,125. Permanent employment would increase by 1,746. Police/Fire/Emergency Services The project would increase residents, employees and visitors on the block and could potentially result in an increase in service demand. Police and fire stations are located close to the site. Additional fire equipment (two phase pumper) required to raise water column to highest floors. Solid Waste Project anticipated to generate 86 tons of solid waste per month. A private carter would be employed to collect and dispose of project s solid waste. Schools The project is anticipated to generate between 15 and 54 schoolchildren, and a net positive fiscal impact of approximately $2.2 to $2.7 million annually. (The projected schoolchildren includes a range since it is derived from three demographic sources.) Open Space The project would remove the existing open space associated with Anderson Street, and create new public open space amenities along New Anderson Street, and new publicly-accessible plazas on Huguenot Street. The project would also include publiclyaccessible roof terraces. Proposed Mitigation None required. Proposed architecture will be subject a peer review process in order to ensure design excellence. The project recommends a series of mitigation measures to improve traffic operation. The project recommends minor operational changes in the New Roc City garage to accommodate parking demand. Construction activities would be subject to of the City s Municipal Code. Implementation of erosion and sediment control plan, best management practices, and traffic management plan. Methods would be employed during construction to minimize potential fugitive dust and mobile source emissions. Demographics The Applicant reached agreement with each tenant of 5 Anderson Street and all have relocated. Tax Generation None required. Police/Fire/Emergency Services None required. Additional tax revenues would offset any incremental impacts. Solid Waste None required. Schools None required. District revenues exceed anticipated costs to educate students generated by the project. Open Space None required. The new open space is expected to be more inviting and usable than the existing plaza area. ES-5

17 Executive Summary Historic and Archaeological Resources Hazardous Materials Construction Impacts Anticipated Impacts The site has a low precontact sensitivity, although historic period archaeological resources could exist under paved parking lots in undisturbed areas of the site. The site contains one building listed on the National Register of Historic Places (NRHP), and two others eligible for listing. Implementation of the project would require the demolition of these buildings. The Phase 1 Environmental Assessment indicates that the project site has had known fuel oil spills and contains USTs of unknown condition. Potential impacts related to air quality, noise, sediment and traffic are possible from construction activities. However, these impacts are temporary and not expected to be significant. Proposed Mitigation Phase 1B testing would be undertaken in the Planned Parenthood parking lot, the Post Office parking lot and the roadbed of LeCount Place near the Post Office. Coordination with NYSOPRHP on mitigation for loss of historic resources, including relocation of significant Post Office murals and additional building documentation. Prior to demolition, a full interior inspection of existing buildings would be performed to determine the presence of asbestos containing materials and other possible regulated materials. Subsurface investigations would also be performed. Based on the results of this additional study, remediation and mitigation plans, if required, would be prepared and submitted to the City and appropriate regulatory agencies. Potential impacts will managed through implementation of an erosion and sediment control plan, adherence to State and local construction codes, the use of typical construction and erosion control best management practices, and a traffic management plan. D. Comparison Summary This SDEIS analyzes two plans that were not discussed in the DEIS: the Modified Project and an alternative having the same overall floor area but different use proportions and a different building design (the Alternative Plan ). Table ES-3 below summarizes and compares the Modified Project and Alternative Plan to the Original Project reviewed in the DEIS. ES-6

18 Executive Summary Program Land Use, Zoning and Planning Consistency Utilities Visual/Aesthetics/Urban Design Traffic Noise Air Quality Table ES-3 Comparison Summary Original Project Modified Project Alternative Plan Office: 183,400 sf Retail/Restaurant: 208,050 sf Residential: 237 units Hotel: 125 rooms Includes compatible land uses and would advance downtown planning goals and objectives of various City planning documents. Requires rezoning, amendment of Zoning Ordinance and displacement of existing occupants of block. Anticipated water/wastewater flows of 128,260 gpd. No material change in stormwater runoff volume. Introduces high-rise development consistent with a central business district and the vision of a definable corridor of high-rise uses adjacent to the ITC. Three distinct vertical elements of varying heights, with highest roof height of 390. Gross traffic generation: AM: 345 in, 152 out. PM: 411 in, 562 out. SAT: 542 in, 489 out. Includes 449 valetpark spaces and 389 self park spaces on-site. No significant noise impact anticipated. No significant air quality impact anticipated. Office: 380,000 sf Retail/Restaurant: 212,000 sf Residential: 258 units Hotel: 209 rooms Includes compatible land uses and would advance downtown planning goals and objectives of various City planning documents. Increase in floor area would provide for substantially more office development than Original Project, and would be expected to have a greater contribution to downtown revitalization. Requires rezoning, amendments to the Zoning Ordinance and displacement of existing occupants. Anticipated water/wastewater flows of 129,624 gpd. No material change in stormwater runoff volume. Would include lining sewer main to increase capacity. Introduces high-rise development consistent with a central business district and in context with surrounding development. Three distinct vertical elements of varying heights, with highest roof height of approximately 500. Gross traffic generation would be more than Original Project: AM: 581 in, 266 out. PM: 517 in, 824 out. SAT: 666 in, 620 out. Includes 456 valetspaces and 556 self park spaces on-site. With modifications to New Roc City garage operations, peak parking demand is accommodated. No significant noise impact anticipated. No significant air quality impact anticipated. Office: 126,600 sf Retail/Restaurant: 202,192 sf Residential: 527 units Hotel: 144 rooms Includes compatible land uses and would advance downtown planning goals and objectives of various City planning documents. Increase in floor area would provide for substantially more residential development than Original Project, and would be expected to have a greater contribution to downtown revitalization. Requires rezoning, amendments to the Zoning Ordinance and displacement of existing occupants. Anticipated water/wastewater flows of 129,624 gpd. No material change in stormwater runoff volume. Would include lining sewer main to increase capacity. Introduces high-rise development consistent with a central business district and in context with surrounding development. Three distinct vertical elements, with two towers of matching height at approximately 500. Gross traffic generation would be comparable to Modified Project: AM: 363 in, 244 out. PM: 539 in, 680 out. SAT: 691 in, 661 out. Includes 726 valetspaces and 240 self park spaces on-site. With modifications to New Roc City garage operations, peak parking demand is accommodated. No significant noise impact anticipated. No significant air quality impact anticipated. ES-7

19 Executive Summary Socioeconomic Community Facilities and Services Historic and Archaeological Resources Hazardous Materials Construction Impacts Original Project Modified Project Alternative Plan Property tax generation: Property tax generation: $4,486,800. $5,122,526. Sales tax generation: Sales tax generation $6,658,125. comparable to Original and Requires relocation of existing Modified Project. on-site businesses and Requires relocation of existing residents. New residents on-site businesses and account for 0.7% population residents. New residents increase. 1,746 new account for 1.5% population employment opportunities. increase. 1,072 new employment opportunities. Property tax generation: $3,488,850. Sales tax generation: $6,534,070. Requires relocation of existing on-site businesses and residents. New residents account for 0.4% City population increase. 1,125 new employment opportunities. Schoolchildren: 13-49* Net positive fiscal impact of $ million to school district. Minor increased demand for community services. Impact not anticipated to be significant and substantial City tax generation to offset any increases. Phase 1B testing and NYSOPRHP coordination would be required. Requires demolition of State/National Register eligible Standard Star and 5 Anderson Street buildings. Project would relocate the significant murals in the Post Office. Prior to demolition, subsurface investigations and performance of a full interior inspection of the existing buildings to determine the presence of asbestos containing materials and other possible regulated materials. Potential for short-term noise and air quality impacts related to construction. Schoolchildren: 15-54* Net positive fiscal impact of $ million to school district. Minor increased demand for community services. Substantial City tax generation to offset any increases. Requires two phase pumper to provide water to highest floors for fire fighting. Phase 1B testing and NYSOPRHP coordination would be required. Requires demolition of State/National Register eligible Standard Star and 5 Anderson Street buildings. Project would relocate the significant murals in the Post Office. Same potential for issues related to environmental concerns as Original Project. Full interior inspections and subsurface investigations would be performed. Same potential for short-term noise and air quality impacts as the Original Project. Schoolchildren: * Net positive fiscal impact of $ million to school district. Minor increased demand for community services. Substantial City tax generation to offset any increases. Requires two phase pumper to provide water to highest floors for fire fighting. Phase 1B testing and NYSOPRHP coordination would be required. Requires demolition of State/National Register eligible Standard Star and 5 Anderson Street buildings. Project would relocate the significant murals in the Post Office. Same potential for issues related to environmental concerns as Original Project. Full interior inspections and subsurface investigations would be performed. Same potential for short-term noise and air quality impacts as the Original Project. *The projected number of schoolchildren was derived from three demographic sources, and therefore includes a range ES-8

20 I. PROJECT DESCRIPTION A. Introduction This Supplemental Draft Environmental Impact Statement (SDEIS) for the proposed development by New Rochelle Revitalization, LLC (the Applicant ) of the LeCount Square project in downtown New Rochelle has been prepared in accordance with the requirements of the New York State Environmental Quality Review Act (SEQRA) and the regulations promulgated thereunder. The Lead Agency for review of the proposed project pursuant to SEQRA is the City Council of the City of New Rochelle. This SDEIS was prepared by the Applicant, as allowed under SEQRA, and contains data and analyses that form the Applicant s interpretation of potential environmental impacts. While the City Council of the City of New Rochelle has determined that this SDEIS is complete (i.e., that it contains sufficient information on each of the areas of potential environmental impact to allow the City Council to make the document available for public review), the City Council has not made a final determination on the accuracy of the data or analyses, the conclusions of the analyses, or the sufficiency of any proposed mitigation to address potential environmental impacts. The City Council specifically identifies the following areas, at a minimum, that will require additional investigations or discussions with City staff to resolve outstanding issues: water supply, sanitary sewage conveyance, fire fighting, police protection, urban design, open space, affordable housing, traffic, and parking. In accepting this document as complete, the City Council recognizes that additional information may arise during public and agency review of the document that will assist the Council in completing these analyses. As part of its obligations under SEQRA, the City Council can not take final action on any approval associated with the proposed project until all potential environmental impacts have been adequately identified and any required mitigation measures have been fully developed and the responsibilities for implementing and paying for such measures have been fully assigned. The City Council s findings and conclusions with respect to each of the areas of potential environmental impact, including those issues identified above, will be presented in a Final Environmental Impact Statement (FEIS) and in the SEQRA Statement of Findings This SDEIS document supplements the Draft Environmental Impact Statement (DEIS) accepted as complete by the City Council on May 12, The DEIS was circulated to all Interested and Involved Agencies, and made available for public review at the Department of Development. A public hearing on the DEIS was held on June 20, 2006 and public comments were accepted until June 30, A public hearing was also held by the New Rochelle Planning Board regarding proposed amendments to the Lawton Street Urban Renewal Plan that relate to this project on May 30, I-1

21 Project Description Supplemental EISs are prepared to address potential significant adverse impacts that have not been adequately addressed in a draft environmental impact statement arising from changes proposed for a project, newly discovered information, or a change in circumstances related to the project. In this case, the proposed project has been modified based on changes to the regulations of the City s Downtown Density Bonus District being contemplated separately by the City Council that would permit increased density and building height and the Applicant s decision to modify the project to include a greater percentage of office space. This SDEIS is intended to evaluate the potential adverse environmental impacts resulting from corresponding increases in the density and height of the project. The first section of this SDEIS includes a description of the proposed project and how it has changed since the DEIS. The second section of the document evaluates the potential impacts of the proposed project changes in the context of each of the impact categories addressed in the DEIS. The third section reviews alternatives, and the last section discusses other relevant SEQRA considerations. The DEIS is incorporated into this SDEIS by reference. Following a public hearing on this SDEIS, a Final Environmental Impact Statement (FEIS) will be prepared. The FEIS will include responses to all substantive comments received at the public hearings on both the DEIS and the SDEIS. B. Overview of Original Proposed Action The project originally described in the DEIS was the redevelopment of the LeCount Place/Anderson Street block, and the bed and right-of-way of existing Anderson Street, with an 850,000 square feet mixed use project containing retail, restaurant, office, residential, hotel and parking components (the Original Project ). The block is currently occupied by residential, commercial and nonprofit facilities, and a United States Post Office. The Original Project would require the relocation of these uses, with the exception of the Post Office storefront, which would be integrated into the development. The Original Project would also involve the relocation of Anderson Street northward approximately 50 feet in order to align it with the New Street entrance to New Roc City, and the enhancement of the relocated street with a center green and public amenities. The Original Project proposed two buildings: a main building with two towers located on the north side of the realigned Anderson Street, and a smaller residential loft building fronting on the south side of Anderson Street. The retail component of the Original Project included 208,050 square feet of space designed to accommodate a mix of tenants including restaurant, smaller boutique and medium sized retailers, and large-format retailers. Retail would occupy the grade, second and third levels of the main building, and the ground floor of the loft building. The ground level of the main building would also include new space for the Post Office, at the same focal corner of Huguenot Street I-2

22 Project Description and North Avenue that it currently occupies. Subject to the approval of the Post Office, the three notable interior murals at the Post Office would be removed and relocated by the Applicant at its expense to a civic space for public display. The retail spaces of the Original Project would serve as a base for the office, hotel and residential components, which would be located above. The residential component of the Original Project totaled 365,400 square feet of residential condominium use, distributed between the 146-foot high loft building and a 390-foot high residential tower projecting from the main building. The residential tower would contain 201 units and would rise from the southwest corner of the main building. The loft building would contain 36 units. The hotel and office uses would be located in a second, 305-foot high tower rising above the northeast corner of the main building. The office component would consist of 183,400 square feet and the hotel component would contain 93,150 square feet. On-site parking would principally be provided on three levels below-grade. The Original Project would also utilize existing available spaces in the New Roc City garage. A new elevator core would be constructed on the west side of the existing garage to facilitate access to the Original Project from every level of the garage. Loading would occur at-grade at a designated loading area in the interior of the main building, and below-grade at a loading area shared with the Marriott Hotel. C. Project Modifications Subsequent to the close of the public comment period on the DEIS, the City Council began consideration of potential changes to the Downtown Density Bonus District that would permit the density and building height of the Original Project, as well as other development at other qualifying sites, to be increased. In addition, since the close of the DEIS comment period, the Applicant has noted a strengthening office market in Westchester County. The Applicant believes that the commercial market is evolving and that there is significant and growing unmet demand for office space in close proximity to Metro-North railroad stations. In response to the modifications being contemplated for the Downtown Density Bonus District, the Original Project has been modified in several ways. The primary changes between the modified project presented in this SDEIS (the Modified Project ) and the Original Project reviewed in the DEIS are outlined below. 1. Expansion of Project Site: As part of an agreement negotiated with the owner of the building at the corner of LeCount Place and Anderson Street (Section 1, Block 231, Lot 15), the Applicant has obtained control of 2 Anderson Street (Section 1, Block 228, Lot 18), a parcel directly adjacent to the original project site. This new parcel has an area of approximately 3,000 square feet and has I-3

23 Project Description been incorporated into the project site. It is currently occupied by a onestory building divided into three commercial tenancies. As of May 2007, with the exception of the Post Office, the Applicant has reached agreements to purchase all of the parcels which comprise the site on which the Modified Project would be developed. 2. Modification of Loft Building Design and Anderson Street: The inclusion of 2 Anderson Street allows for greater design flexibility in that there is no longer need to provide new access to any existing building fronting on Anderson Street. As a result, the previously proposed pedestrian way has been eliminated. The ground floor of the loft building would continue to be retail, and provide a base for the residential component above. An additional driveway entrance to the on-site subsurface parking has also been provided on the south side of New Anderson Street. The loft building would have a covered pedestrian way along the sidewalk of the relocated Anderson Street ( New Anderson Street ). This area could potentially accommodate outdoor dining and seating. The residential component of the loft building would be cantilevered over a portion of the covered pedestrian way. The loft building has also increased from 39 residential units to 58 units. The open spaces and streetscape of New Anderson Street have also been revised. First, the size of the open space in the median of the roadway has been increased to improve its functionality and attractiveness as an active public space. The new median open space area totals approximately 4,879 square feet, and the conceptual plan for that space includes water features, a concession with café seating, new shade trees, and areas for seasonal plantings. The lobby entrance for the hotel/residential tower on the north side of New Anderson Street has been realigned to be on an axis with a new loft building lobby. This axial relationship is intended to provide visual focus and security for the New Anderson Street public space. In addition, distinctive paving would be utilized to provide a cue that New Anderson Street is an active pedestrian space. In addition to the New Anderson Street open space, the Modified Project creates additional grade-level plazas at the corners of Huguenot Street with North Avenue and LeCount Place. 3. Publicly-accessible Roof Garden: The Original Project described in the DEIS included two roof garden areas to serve tenants of the proposed project. The plan has now been modified to provide approximately 29,441 square feet of publicly-accessible open I-4

24 Project Description space split between a terrace on the fourth floor (on the roof of the third floor retail level), and a terrace and green roofs on the sixth floor. The design of the vertical transportation cores accessed from LeCount Place has also been adjusted to further facilitate public access. In addition to an office lobby, LeCount Place would also include a publicly accessible core. Pedestrians could enter from the street level and access escalators or a bank of elevators that would provide access to the upper retail levels as well as the fourth floor open space. The pedestrian bridge from the New Roc City garage would also connect to this core. Arriving at the fourth floor, visitors would continue through a lobby which would open directly onto the fourth floor open space. This open space would have additional access points from the hotel and could be used as part of programming by the hotel for events such as galas and fundraising events or by the public for events associated with the proposed gallery. 4. Retention of Curved Post Office Façade/Form: As described in the DEIS, the New Rochelle Post Office is listed on the National Register of Historic Places under the Thematic Resource of United States Post Offices in New York State, However, the nomination form states that the original terra cotta exterior, which was an integral component of its Art Moderne style, was replaced in the 1960s and the lobby was completely remodeled. The form concludes that, due to these changes, the building has substantially lost its integrity of design and materials with the exception of three murals placed in the lobby in 1940, which still remain. Based on this description from the form (which was prepared by the NYSOPRHP National Register and Survey Coordinator in 1986), the building itself has lost its architectural significance, and its complete preservation is not warranted. However, subject to the approval of the Post Office, the Applicant has committed to removing and relocating the significant murals to a civic area designated by the City for display. The Applicant also acknowledges that while the building may have lost its historic architectural merit, it is a familiar presence for City residents. Accordingly, the Applicant proposes to either retain and integrate the existing curved façade into the Modified Project, or replace it with new construction having a curving wall that would emulate the historical form of the Post Office exterior. The design of the retail pedestal surrounding the Post Office has also been adjusted to frame and highlight this component. As described in the DEIS, the off-site relocation of the Post Office Carrier Annex and distribution facilities is still proposed. The distribution facility is anticipated to be relocated within the general vicinity, but outside of the core downtown area, and at a location which would provide better access to regional arterials and reduce the impact of truck traffic in the I-5

25 Project Description downtown. The retail Post Office would either remain on-site or relocate to available retail space in Trump Plaza, across Huguenot Street, as determined by the Post Office. If the Post Office is to remain on-site, a temporary retail facility could be located at Trump Plaza during construction of the Modified Project. 5. Alteration of Subsurface Parking Layout The plan has been modified to provide additional on-site parking spaces. This has been accomplished through an extension of the area of underground parking below the newly incorporated 2 Anderson Street parcel, the incorporation of an additional level of parking (thereby increasing the number of parking levels from 3 to 4), and minor reorganization of the parking spaces. An additional entrance to the on-site parking has also been provided on the south side of New Anderson Street. Generally the southern portion of each parking level will be used for valet parking for residential and hotel use, and the northern portion will accommodate self-parking for the retail use. The Modified Project now includes a total of 1,012 spaces on-site, which is an increase over the 838 spaces provided in the Original Project. The below-grade vehicular connection to the New Roc City garage has been eliminated. The service tunnel below LeCount Place, which provides access between the existing Marriott loading dock in New Roc City and the Modified Project s retail service core, is still proposed. 6. Change in Relocation Site for Planned Parenthood The relocation site for the Planned Parenthood facility is now proposed to be 435 North Avenue, the site of the Carib New York nightclub. The Applicant is the contract vendee of the site. The existing building at this location meets all of Planned Parenthood s specifications, and is advantageous in terms of size, building layout, security, and parking. The Applicant has met with representatives of Planned Parenthood to discuss the new location and they have expressed their willingness to relocate to the 435 North Avenue site. (See correspondence from Silverberg Zalantis LLP in the Appendix.) Planned Parenthood has indicated that it may desire a minor addition to the building to meet its specifications, although it is not anticipated that the additional area would be significant. Potential minor exterior building alterations would be subject to site plan review. The Modified Project therefore no longer requires the disposition to the Applicant of City-owned land on Garden Street, or the construction of a new building in connection with the relocation of Planned Parenthood. I-6

26 Project Description 7. Overall Program and Height Since the close of the comment period on the DEIS, the City has begun consideration of potential amendments to the Downtown Density Bonus District which would allow for increased height and building floor area for this project as well as other projects meeting certain criteria in downtown New Rochelle. The City also entered into a revised Memorandum of Understanding ( MOU ) with the Applicant, which permits the Modified Project to be increased to a maximum floor area of 1,150,000 square feet. The MOU also sets required percentages of floor area for the permitted uses, including at least 200,000 square feet of retail and restaurant use, at least 18% floor area of office and/or hotel use, and not more than 65% floor area of residential condominium use, with not more than 45% of the floor area devoted to residential use unless the additional floor area in excess of 45% is located above 390 feet in height. As a result, and consistent with the Memorandum of Understanding and the contemplated changes to the regulations of the Downtown Density Bonus District, the overall development program of the Modified Project is 1,150,000 square feet of floor area. The proportionate floor area of the uses has also been adjusted. The floor areas for each of the program components of the Modified Project are indicated and compared with the Original Project in the table below. To accommodate the additional floor area, the height of the south tower would be increased to approximately 44 stories and 500 feet. The north tower would have a height of 19 stories and 278 feet, slightly shorter than in the Original Project proposal, but with a wider profile. The loft building would be significantly lower, with an approximate height of eight stories and 98 feet. In total, the overall floor area has increased by 300,000 square feet. The aggregate floor area of the various commercial uses have increased by 253,000 square feet, and the floor area of the residential component has increased by 47,000 square feet, or 21 units. Table I-1 Modified Project Use Modified Project Original Project Residential 412,400 sf (258 units) 365,400 sf (237 units) Office 380,000 sf 183,400 sf Hotel 145,600 sf (209 rooms) 93,150 sf (125 rooms) Retail 200,000 sf 193,050 sf Restaurant 12,000 sf 15,000 sf Total 1,150,000 sf 850,000 sf D. Modified Project Description Project Configuration While the overall development density and building heights have increased, the general configuration of the building components remains the same. The I-7

27 Project Description Modified Project is still proposed to be two buildings: a main building with two towers rising from a retail pedestal located on the north side of a relocated New Anderson Street, and a smaller residential loft building fronting on the south side of New Anderson Street. New Anderson Street would align with the New Street entrance to New Roc City. The retail component would still occupy the grade, second and third levels of the main building and the ground floor of the loft building. The retail spaces would still serve as the base for the office, hotel and residential components, which would be located above. The on-site parking would continue to be provided below-grade, but would include an additional level, thereby increasing the number of parking levels from 3 to 4. At street level, the main building would fully occupy the northern portion of the block. Retail/restaurant spaces would wrap around the entire building, and a loading area would be provided in the center of the building. Access to the grade level retail spaces would be provided through individual entrances on the street. The second and third floors of the building would also contain retail space. The curving building corner at North Avenue and Huguenot Street would include an office lobby providing access to two levels of securities trading floors above the retail podium. An additional office lobby providing access to the north tower would be located on LeCount Place. A public retail lobby would be located adjacent to the LeCount Place office lobby and provide access to the upper retail levels. Additional access to the upper retail levels would be from a pedestrian bridge from the New Roc City garage connecting to the second retail level. Access to the south hotel/residential tower would be available from a lobby entrance on New Anderson Street. On the fourth floor, directly above the retail levels, the main building includes several components. The northwest corner includes a securities trading floor, with an approximate floor plate of 35,000 square feet. Hotel functions occupy the southwest corner and center of the main building. A publicly-accessible outdoor terrace is located at the southeast corner. Access to this open space would be available from the public lobby on LeCount Place and the hotel. The fifth floor includes a second trading floor level, and additional hotel and office functions in the northeast and southwest corners, respectively. At the sixth floor the main building begins to split into two distinct towers; the office tower in the northeast corner and the hotel/residence tower in the southwest corner. The sixth floor also contains additional publicly-accessible open space including a terrace in the center of the building, and green roofs to the north and east of the terrace. The green roof in the northwest corner includes a pathway, benches and pergola. The sixth floor open space would be accessible only from the hotel. The office tower includes an additional 14 stories of office space and mechanical levels above the trading floor and retail levels, and eventually rises to a height of 19 stories and approximately 278 feet. The office levels generally have a floor I-8

28 Project Description plate of approximately 25,000 square feet. In total the Modified Project s office component consists of approximately 380,000 square feet. The tower rising from the southwest corner of the main building would contain both hotel and residential components. The hotel would occupy the lower 13 floors and contain 209 rooms. Residences would occupy the remaining upper floors of the south tower (200 units). These residential units would have access to the amenities of the hotel. The hotel/residence tower eventually rises to a height of 44 stories and approximately 500 feet. As described above, the loft building would contain ground-level retail space, and 58 residential units on the seven floors above, reaching a height of approximately 98 feet. The residential component of the loft building would be cantilevered over a portion of the covered New Anderson Street pedestrian way, and setback from the southern property line. A private terrace space would occupy the open southern portion of the retail roof, closest to the adjoining properties. As described in the DEIS, existing Anderson Street and LeCount Place are City streets, and the land within the rights-of-way of those streets and the subsurface rights below and air rights above the rights-of-way are owned by the City. The currently existing Anderson Street would have to be discontinued by the City, and the official map of the City would have to be amended to reflect the discontinuance, and the creation of New Anderson Street within the project site. The fee title to the bed of existing Anderson Street (and all related air and subsurface rights) and certain subsurface rights below LeCount Place sufficient to permit the construction and operation of the service tunnel would be conveyed to the Applicant pursuant to a Land Disposition Agreement between the City and the Applicant, for an amount of consideration yet to be determined by the City. Upon completion, title to the bed of the New Anderson Street right-of-way (including public sidewalk areas but excluding subsurface rights) and the public improvements in the median open space area would be conveyed by the Applicant to the City without cost. Exhibits 1-13 included at the end of this section present plans for the first seven floors of the buildings, representative upper floors, and the parking levels. Several sections and elevations have also been included in Exhibits 14-19, which depict the Modified Project s vertical configuration and appearance. Parking and Access On-site parking would be principally provided on four levels below-grade, with vehicular access points on LeCount Place and New Anderson Street. The northern portion of the garage levels would be self-parking for retail and restaurant customers and would be configured with a total of 556 standard parking spaces. The southern portion of the parking levels would be devoted to residential and hotel valet parking and would be configured with a total of 456 tandem spaces. The Modified Project would also utilize existing available spaces in the I-9

29 Project Description New Roc City garage. A new elevator core would be constructed on the west side of the New Roc City garage to facilitate access to the project from every level of the garage. As with the Original Project, loading would occur at-grade at a designated loading area in the interior of the main building, and below-grade at a loading area shared with the Marriott Hotel (which would be accessed from the service tunnel proposed to be constructed below LeCount Place). As part of the anticipated mitigation implementation, a portion of LeCount Place would also be reconfigured to include two northbound left-turn lanes at the intersection with Huguenot Street. All parking for the residential and hotel components would be by valet. As shown on the Parking Level 1 Exhibit, the residential valet drop-off/pick-up area would located in the first underground parking level and would be accessed by entering either from New Anderson Street or LeCount Place. Hotel patrons would utilize curb-side drop off in front of the hotel lobby on New Anderson Street, and the cars would be taken from curb-side by valet. Since residential and hotel parking demand is lowest weekdays during daytime hours, a small portion of the available and unused valet-park spaces may also be used during that period for executives and select employees of the office tenants. However, the vast majority of the office parking will be accommodated by permit parking in the New Roc City garage. The self-park spaces in the on-site garage will be accessed from LeCount Place and used to accommodate a portion of the project s retail and restaurant demand. The remainder of the retail and restaurant parking demand will be accommodated in the metered spaces at the New Roc City garage. A changeable message sign system would be employed on LeCount Place to direct motorists to the New Roc City garage when the on-site self-parking is at capacity. Open Space The Modified Project includes several open space components: an open air terrace on the fourth floor, an open air terrace and green roofs on the sixth floor, open space associated with New Anderson Street, and new plaza areas on the project s Huguenot Street corners. Exhibits at the end of this section include illustrative plans for these spaces, as well as a section through New Anderson Street. The fourth floor terrace would be privately owned but accessible to the public via the public lobby entrance on LeCount Place, as well as from the hotel. The design concept for the fourth floor open space is the Gallery at LeCount Square, a forum for rotating displays of public art. The terrace is envisioned to include a hardscape area for special events, shade tree plantings, a water feature, pergolas, café-style seating, and moveable seating. The terrace would be a flexible space capable of accommodating larger groups for programmed events such as gallery openings or musical events, as well as informal passive recreation for small I-10

30 Project Description groups or individuals, away from the noise of the streets below. This terrace would total 11,063 square feet. The sixth floor would include an additional privately owned but publiclyaccessible terrace area with shade tree plantings and café-style seating. The sixth floor would also include two distinct green roof areas, one smaller area to the east of the terrace and a larger to the north. The northern green roof area would include a winding walking path, bench seating and pergola. The green roofs provide an additional type of open space in the Modified Project, helping create a diversity of open space experiences. The sixth floor open spaces would be accessed through the hotel, and the additional seating could accommodate outdoor dining associated with the hotel restaurant. The sixth floor open space components total 18,378 square feet. It is anticipated that the rooftop terraces would be open and accessible during typical daylight business hours, with occasional evening openings when activities or events occur in the adjacent hotel space that would provide for appropriate security. At grade level, New Anderson Street would have a variety of outdoor public spaces. The median would provide three areas for both permanent and seasonal plantings, public art and/or water features, a concession kiosk, and café-style public seating. In addition, generous expanses of public sidewalk along the north and south side of New Anderson Street would allow for outdoor seating and dining. The median open space totals 4,879 square feet, and the enhanced sidewalk areas total 10,088 square feet. At Huguenot Street and LeCount Place, the corner of the main building has been pulled in from the property line, allowing for the creation of a new small publicly accessible plaza area with plantings and public art. Another publicly accessible plaza with plantings and a water feature is proposed at the Huguenot Street and North Avenue corner to define and highlight this intersection as a key downtown gateway and focal point. Together, these publicly accessible plaza areas total approximately 4,804 square feet. In total, the Modified Project would therefore include 49,212 square feet of publicly-accessible open space. The table below presents a summary of these spaces. I-11

31 Project Description Table I-2 Open Space Component Square Feet Existing Conditions Anderson Street Sidewalk North of Anderson 3,640 Street Main Plaza Areas 12,490 Total 16,130 Proposed Conditions New Anderson Street South Sidewalk 4,746 North Sidewalk 5,342 East Island 978 Middle Island 3,172 West Island 729 Subtotal 14,697 Street Level Plazas Huguenot and North 3,111 Huguenot and LeCount 1,693 Subtotal 4,804 Elevated Terraces 4 th Floor Roofdeck Terrace 11,063 6 th Floor Roofdeck Terrace 18,378 Subtotal 29,441 Total 49,212* *Not including remaining sidewalk area around LeCount/Anderson block perimeter of approximately 9,217 square feet. I-12

32 II. IMPACT ISSUES A. Land Use, Zoning and Planning Consistency 1. Existing Conditions Land Use The existing land uses and character of the site and the surrounding areas remains generally the same as described in the DEIS. Large-scale projects such as Trump Plaza and Avalon II have continued construction. The North Avenue corridor in the vicinity of the new relocation site for Planned Parenthood contains a mix of uses, such as delis, restaurants, residences, and medical and personal services, in generally low-rise buildings. Zoning The existing zoning of the site has not changed since the close of the comment period on the DEIS. However, the City Council is considering separately potential modifications to the Downtown Density Bonus Overlay District regulations that would permit the increased density and building height of the Modified Project, as well as increased height and density of other qualifying projects in the DMUR District and increased height in the DMU District. As is the case with all currently permitted bonuses, the proposed increases would only be permitted if the public benefits, design enhancements, and/or building performance improvements specified in the regulations of the Downtown Density Bonus Overlay District are provided and meet with City Council approval. Planning Consistency None of the various local and regional land use plans applicable to the site that are described in the DEIS have materially changed. 2. Potential Impacts Land Use The modifications to the project do not significantly affect the component mix, which includes uses that are commonly found in a downtown setting and are compatible with surrounding development. As described in the DEIS, the project would generate both daytime and nighttime populations, which would help to increase activity and vitality in the downtown. The substantial retail component would expand downtown s shopping offerings and is expected to enhance downtown s competitiveness as a retail and entertainment destination. The Original Project included a pedestrian way to the south of the loft building, which would have provided pedestrian access to the neighboring uses that currently front on existing Anderson Street but will not have frontage on New Anderson Street. However, the project site now includes 2 Anderson Street, the existing building at the west end of Anderson Street, and the Applicant anticipates II-1

33 entering into an agreement with the owner of the Union State Bank parcel on the east end of Anderson Street to permit a reconfiguration of the vehicle circulation for the bank. (See correspondence from Union State Bank in the Appendix expressing willingness to cooperate on possible alternate circulation arrangements.) Therefore, the pedestrian way is no longer needed. The existing commercial building at 219 North Avenue that would now adjoin the Modified Project to the south on North Avenue has access from North Avenue. As a result, the elimination of the pedestrian way would not have an adverse land use impact. The loft building is configured with a level of ground-floor retail space. This is consistent with the land uses sharing the block, which also primarily contain ground-floor commercial use. The residential component of the loft building rises above a portion of the retail podium, and is setback from the southern property line. A private terrace space occupies the southernmost portion of the retail roof closest to the adjoining properties. This configuration provides for sufficient light and air access for the loft residential units. The development of the loft building would have no effect on the potential redevelopment of adjoining buildings (other than the expected improvement of neighborhood conditions as a result of project implementation). The change in the Planned Parenthood relocation site is not anticipated to create any adverse land use impacts. The relocation would introduce a new medical office use to the North Avenue corridor and replace a previous night club use. The use is compatible with and consistent with the uses found in the vicinity, including medical services, personal services, restaurants, and residences. Medical/professional offices are a typical component of commercial corridors, such as North Avenue, and would not adversely affect this mixed-use environment. In addition, the relocation is proposed for an existing building that is in scale and character with the rest of the corridor. Zoning As described above, the project site has expanded to the south by incorporating 2 Anderson Street at the southeast corner of North Avenue and Anderson Street. Like the rest of the site, this parcel would need to be re-zoned to DMUR District to permit the Modified Project. The project site initially had a total lot area of approximately 98,348 square feet. The additional parcel is approximately 3,000 square feet, which increases the overall lot size to 101,348 square feet. As would be the case with the Original Project, the Modified Project would provide several of the public benefits that would warrant both building height and Floor Area Ratio ( FAR ) bonuses. As proposed, an increase in the maximum permissible FAR in the DMUR District from 9.0 to 11.5, and an increase in the maximum building height from 390 feet to 500 feet would accommodate the Modified Project. The Modified Project would have 1,150,000 square feet of floor area and a FAR of (1,150,000 square feet of development 101,348 square feet of site area = FAR.) Consistent with the approach described in the DEIS and as indicated in the table below, the project site area has been II-2

34 calculated using only the lot area of the individual tax parcels which comprise the site, and does not include right-of-ways or other municipally-owned land. Table II-A-1 FAR Calculation Existing Parcels Lot Area Project Component Square Footage Lot 9 14,630 sf Residential 412,400 sf Lot 15 11,055 sf Retail 200,000 sf Lot 19 24,862 sf Restaurant 12,000 sf Lot 23 10,507 sf Office 380,000 sf Lot 27 37,294 sf Hotel 145,600 sf Block 228, Lot 18 3,000 sf Total 101,348 sf Total 1,150,000 sf Total FAR (1,150,000 sf / 101,348 sf) Note: As per of the Zoning Ordinance, floor area consists of the horizontal area of each story of a building and excludes nonhabitable space in cellars and basements, mechanical spaces, storage spaces, garages, and parking spaces. The Downtown Density Bonus Overlay District can be applied to certain parcels in the downtown. If mapped on a site by the City Council, the zone allows for density bonuses and increased building height up to a maximum of 390 feet in return for the provision by an applicant of certain public benefits, subject to City Council approval. For sites in the DMU or DMUR districts, the overlay zone applies to parcels or assemblages of greater than 60,000 square feet and within 500 feet of a public parking facility with more than 300 spaces. The current maximum FAR available through bonus in the DMUR is 9.0, and is based on the public benefits to be provided by a project such as new public parking, new publicly accessible open space, redevelopment of an Urban Renewal Area site, development of at least 100,000 sf of office/hotel use, and historic site protection or renovation. Each of these benefits has been assigned a potential FAR bonus, ranging from 0.25 to 3.0. The proposed Modified Project includes a number of the public benefits that would warrant FAR and height bonuses. As enumerated in the table below, it is the Applicant s opinion that the Modified Project could be eligible for an FAR bonus of up to 8.0. However, under current regulation, maximum FAR bonus currently available in the DMUR is limited to 3.5, and the maximum permissible total FAR is limited to 9.0 (the maximum FAR in the DMUR without the benefit of a bonus under the Downtown Density Bonus Overlay District is 5.5). As indicated above, the Modified Project s proposed FAR is Therefore, in order to accommodate the Modified Project, the regulations of the Downtown Density Bonus Overlay District must be amended to increase the maximum permissible FAR bonus in the DMUR District from 3.5 to 5.85, and the maximum permissible total FAR in the DMUR District from 9.0 to at least II-3

35 Table II-A-2 Potentially Applicable FAR Bonus Public Benefit Max. FAR Bonus DMUR Project Eligibility Development of site in an Urban 1.5 Project site is within the Lawton Renewal Area Provision of a minimum of 100,000 sf of office and/or hotel with conference center use. Provision of new publicly accessible open space on-site or anywhere within the DB, DMU or DMUR zoning districts and/or improvements to existing open space or streetscape in excess of any improvements required by B. New construction with high-quality design that is in context with adjacent buildings or that serves to enhance the downtown visual environment. Street Urban Renewal Area. 3.0 Project provides 525,600 sf of combined office and hotel space, which significantly exceeds the threshold. 1.5 Project includes new publicly accessible roof terraces, new corner plazas, and a redesign of Anderson Street that would provide a substantially more inviting and usable open space and streetscape than the existing Anderson Street and associated plaza area. 2.0 Project introduces new high-rise development at a scale that complements surrounding anchor developments and that continues the creation of a definable corridor of high-rise uses adjacent to the ITC, as recommended in the Comprehensive Plan. High-quality architectural design is proposed and a peer review process will also be employed to ensure design excellence. Potential Total FAR Bonus* 8.0 *Maximum permitted bonus proposed for the Downtown Density Bonus Overlay in the DMUR District is 6.0. As is the case with proposed FAR, the proposed height of the Modified Project exceeds the maximum permissible for a site in the DMUR District and Downtown Density Bonus Overlay Districts; a maximum of 390 feet is currently permitted, and 500 feet is proposed. Therefore, in order to accommodate the Modified Project, the regulations of the Downtown Density Bonus Overlay District must be amended to increase the maximum permissible height bonus in the DMUR District from 390 feet to 500 feet. For the same reasons enumerated in the table above, the Applicant believes that the Modified Project qualifies for the height bonus. Under Section of the Zoning Ordinance, the residences require 258 parking spaces (1 per unit), and the hotel is estimated to require 259 spaces (1 per room and 50 for employees), for a total of 517 spaces. Based on shared use concepts (as permitted under Section A of the Zoning Ordinance), the Modified Project includes 456 valet parking spaces to accommodate residential and hotel needs (a portion of which (up to 130 spaces) may be used on weekdays to accommodate executives, management and select employees of the office building tenants). During the weekday and weekend overnight hours, a portion (up to 70 spaces) of the lowest level self-park retail and restaurant spaces will used for additional hotel and resident valet parking. The retail, restaurant and II-4

36 office parking is also based on shared use. The Modified Project will provide 556 on-site self-park spaces for the retail and restaurant uses, and the remainder of the spaces and all of the office parking (except for some parking for executives, as described above) will be in the New Roc City Garage 1. The self-park and valet parking spaces are separated into distinct sections of each parking level, with the self-park spaces in the north and the valet spaces in the south, so that interaction of the public and valets is minimized. Parking restrictions will also be posted, advising that motorists violating the restrictions risk being clamped or towed. Under Section D of the City Zoning Ordinance, valet parking is permitted for up to 35% of required parking spaces. Since it is proposed that all of the required parking for both the residences and hotel be valet parked, the Applicant will request that the Zoning Ordinance be amended for mixed-use projects in the DMUR District and Downtown Density Bonus Overlay District. As with the Original Project, the parking for the office component and the remainder of the retail parking would be at the New Roc City garage. See also Sections II.D.2 and 3 of this SDEIS. There is no change in the amount or configuration of the loading spaces. The shared parking for the Modified Project, including an analysis of the availability of spaces in the New Roc City garage, is discussed in more detail in Section II.D.2 of this SDEIS. The new site for Planned Parenthood at 435 North Avenue is located in the NB- Neighborhood Business District. Business and professional offices are permitted principal uses in the NB District. The Zoning Ordinance definition of professional person includes professions such as physician, social worker, and psychologist, all of which are services provided by Planned Parenthood. The proposed use of the site by Planned Parenthood would, therefore, comply with current zoning. The NB District dimensional regulations do not require yard setbacks, and permit a maximum 0.5 floor area ratio, a maximum of 50% building coverage, and a maximum of 95% impervious surface coverage. The existing building includes a total of approximately 14,500 square feet of floor area, with an approximately 8,000 square foot first floor, and complies with the dimensional requirements of the NB district. Potential minor modifications to the building which may be needed to address Planned Parenthood specifications would not be anticipated to affect zoning compliance. Planning Consistency The overall concept of the project has not changed substantially. The Modified Project would continue to advance the downtown planning goals and objectives of the various City planning documents, and the regional objectives outlined in the County s Patterns for Westchester, as described in the DEIS. The most recently prepared municipal planning document is the Downtown Development Study (2005). This study recommended the development of the Downtown Density Bonus Overlay District to help implement the Comprehensive Plan s principle of mixed-use development in the downtown. While the Modified Project s FAR 1 As indicated above, during overnight hours, up to 70 of these 142 spaces will be utilized for hotel and residential valet parking. II-5

37 exceeds the maximum development FAR contemplated in the study (11.35 vs. 9.0), the Modified Project contains a mix of uses designed to further the Study s goal of creating a balanced mix of retail, office and residential development in the downtown, and will help create the critical mass of downtown activity uses and users necessary to revitalize and reestablish downtown as an active, exciting and viable destination. In addition, the Modified Project is located in the Inner Core, which is the most critical district for development in the downtown and has historically been designated for higher density use. This density, if properly planned and having strong architectural merit should continue to be encouraged in this district subject to capacity for traffic, infrastructure, and parking. 3. Proposed Mitigation Land Use The Modified Project is not anticipated to create any adverse land use compatibility impacts, therefore no mitigation measures are required. Zoning Assuming that the project site is rezoned to the DMUR District and Downtown Density Bonus Overlay District (as currently proposed by the City to be modified), and the valet parking regulation is modified as requested by the Applicant, no further mitigation would be required. Planning Consistency The Modified Project advances the downtown planning goals and objectives of the various applicable planning documents. Therefore, no mitigation measures are required. B. Utilities 1. Existing Conditions The utility systems servicing the Modified Project are the same as for the Original Project described in the DEIS. 2. Potential Impacts The Modified Project would result in an increase in utility demands. The estimated average water and wastewater flows from the Original Project totaled 128,620 gallons per day (gpd). The estimated average daily flows for the Modified Project are presented below. Water The projected daily water demand for the Modified Project has been estimated to be 129,624 gpd as calculated below: II-6

38 Average Daily Flows per Use Office Use: 380,000 square feet x 0.1 gal/sf/day = 38,000 gpd Retail Use: 200,000 square feet x 0.10 gal/sf/day = 20,000 gpd Restaurant Use: 12,000 square feet 300 seats x 35 gal/day/seat = 10,500 gpd Residential Use: 150 gpd/one bedroom x 77 units = 11,550 gpd 300 gpd/two bedrooms x 155 units = 46,500 gpd 400 gpd/three bedrooms x 26 units = 10,400 gpd Hotel Use: 209 units x 120 gal/day/unit = 25,080 gpd Total Daily Flow (at full occupancy): 162,030 gpd or gallons per minute (gpm). As stated in the DEIS, the estimated consumption rate utilized in calculating the daily flows has been established by the Westchester County Department of Health, and takes into account how much water each person (on average) would require for each type of use within the facility, regardless of the number of sinks, toilets, or similar facilities. These estimates do not consider the use of certified water-saving devices, as is required under Section of the Environmental Conservation Law. Water saving devices, which are required in all new and rehabilitated structures, have the effect of reducing the proposed water demand by approximately 20%. Therefore, the Total Average Daily Demand would be projected to be 129,624 gpd or gpm (162,030 gpd Total Average Daily Flow 20% = 129,624 gpd.) Peak Daily Demand is typically expressed as four times the Total Daily Flow. However, with a mixed-use facility such as the Modified Project, the peak flows do not occur concurrently; the office, retail and restaurant use flows actually peak later than that of the hotel and residential uses. Therefore, Peak Daily Demand has been calculated as follows: Residential Flows: 68,450 gpd - 20% = 54,760 gpd Hotel Flows: 25,080 gpd 20% = 20,064 gpd Total: 74,824 gpd or gpm Peak (Residential/Hotel) Daily Demand: 4x gpm = gpm Office Use Flows: 38,000 gpd 20% = 30,400 gpd Retail Use Flows: 20,000 gpd - 20% = 16,000 gpd Restaurant Use Flows: 10,500 gpd 20% = 8,400 gpd Total: 54,800 gpd or gpm Peak (Non Residential) Daily Demand: 4 x gpm = gpm II-7

39 The largest peak value ( gpm) is used as the design value for the Modified Project. It should also be noted that the demand calculations were based upon the assumption that the building would be at full occupancy. However, based upon available information, hotel rooms would likely have a typical maximum occupancy rate of between 90% and 92%, with average occupancy typically lower. Therefore, the flows of the hotel could, on a day-to-day basis, be at least 8% to 10% less than indicated above. There is an existing water main in Anderson Street that will be relocated to New Anderson Street, as part of the implementation of the Modified Project. Domestic and fire service connections will be made to existing 12 inch diameter water mains in Huguenot Street and LeCount Place. The Applicant has requested capacity documentation from United Water of New Rochelle. Except for the relocation of the existing main in Anderson Street, the Applicant does not foresee the need for any other improvements to the public water distribution system as a result of the Modified Project. If any other public improvements are required, the Applicant will contribute its proportionate share of the cost, consistent with the other major developments in the downtown. If any additional improvements are required by United Water, the Applicant will provide this information to the City. Sewer Sewer service for the loft building will connect to the existing main in LeCount Place. As reported in the DEIS, the main in LeCount Place is six (6) inches in diameter. As proposed, this six (6) inch main will be replaced with an eight (8) inch diameter line. This eight (8) inch line has the capacity to service the Modified Project. Additionally, the towers and associated retail uses will connect to the existing ten (10) inch main in Huguenot Street. Field investigations were performed by the Applicant s surveyor to confirm the diameter of the sewer main in Huguenot Street. New doghouse manholes will be constructed over the existing main to receive the service connections. The estimated daily sewer demand, like the daily water demand, for the Modified Project is 129,624 gpd. However, due to the separate services to LeCount Place and Huguenot Street, it is necessary to differentiate between the estimated usages. The usages are calculated below: II-8

40 Loft Building Retail Use: 4,200 square feet x 0.10 gal/sf/day 20% = 336 gpd Restaurant Use: 150 seats x 35 gal/day/seat 20% = 4,200 gpd Residential Use: 150 gpd/one bedroom x 17 units 20% = 2,040 gpd 300 gpd/two bedrooms x 35 units 20% = 8,400 gpd 400 gpd/three bedrooms x 6 units -20% = 1,920 gpd Total Average Daily Flow (to LeCount Place): 16,896 gpd Towers and Retail Podium Retail Use: 195,800 square feet x 0.10 gal/sf/day = 15,664 gpd Restaurant Use: 150 seats x 35 gal/day/seat = 4,200 gpd Residential Use: 150 gpd/one bedroom x 60 units 20% = 7,200 gpd 300 gpd/two bedrooms x 120 units 20% = 28,800 gpd 400 gpd/three bedrooms x 20 units 20% = 6,400 gpd Hotel Use: 120 gpd/ x 209 units 20% = 20,064 gpd Office Use: 380,000 square feet x 0.1 gal/sf/day 20% = 30,400 gpd Total Average Daily Flow (to Huguenot Street) = 112,728 gpd Peak Daily Demand is typically expressed as four times the total daily flow. However, with a mixed-use facility such as the Modified Project, the peak flows do not occur concurrently; the office, retail and restaurant use flows actually peak later than that of the hotel and residential uses. Therefore, Peak Daily Demand for the loft building has been calculated as follows: Loft Building (to LeCount Place) Residential Flows: 12,360 gpd Peak (Residential) Daily Demand: 4 x 12,360 gpd = 49,440 gpd = gpm Retail Use Flows: 336 gpd Restaurant Use Flows: 4,200 gpd Total: 4,536 gpd Peak (Non-Residential) Daily Demand: 4 x 4,536 gpd = 18,144 gpd = 12.6 gpm The largest peak value (34.33 gpm) is used as the design value for the loft building. II-9

41 Towers and Retail Podium (to Huguenot Street) Residential Use: 62,464 gpd Hotel Use: 20,064 gpd Total: 85,528 gpd Peak Residential Demand: 4 x 85,528 gpd= 330,112 gpd = gpm Office Use: 30,400 gpd Retail Use: 15,664 gpd Restaurant Use: 4,200 gpd Total Non-Residential Demand: 50,264 gpd Peak (Non-Residential) Daily Demand: 4 x 50,264 gpd = 201,056 gpd = gpm The largest peak value ( gpm) is used as the design value for the towers and retail podium. Therefore, the Peak Daily flow to the sewer main in LeCount Place is gpm, and Peak Daily Flow to the sewer on Huguenot Street is gpm. Capacity of Existing Sanitary Sewage System Dolph Rotfeld Engineering, P.C. prepared a City of New Rochelle Public Sanitary Sewer Evaluation, dated May The report was completed to evaluate a portion of the public sanitary sewer system in the area of several proposed and recently constructed buildings. The report details conditions at nine locations in the downtown area. Of relevance to the Modified Project are two areas of controlling capacity: Main Street between Harrison Street and Fountain Place (Location 1A), and Huguenot Street between Bally Place and North Avenue (Location 6). As discussed above, the Modified Project is proposed to connect to the sewage collection system in Huguenot Street and in LeCount Place (which eventually connects to Main Street.) Huguenot Street The report states that the capacity of the existing ten (10) inch main in Huguenot Street is MGD. This was calculated using the Manning s Equation with the current pipe s size, slope and roughness coefficient ( n value) of The report indicates flow tests were performed for one month. Average flows calculated at this location were determined to be MGD. The report then calculated the projected peak flow using information contained in the design documentation for various proposed projects. The projected peak flow to this location was calculated to be MGD. The report did not take the Original Project into account, since the DEIS stated that all sewage flows would be directed to LeCount Place. As calculated above, the projected peak flow from the Modified Project to Huguenot Street is gpm or MGD. Therefore, the projected peak flow to Huguenot Street with the Modified Project would be MGD, which exceeds the calculated capacity of MGD. II-10

42 Main Street The report states that flow monitoring was not performed at Location 1A (Main Street between Harrison Street and Fountain Place) due to an inability to access the manhole. The capacity of this section of pipe was calculated in the report, however, to be MGD using the Manning s Equation with known pipe size, slope and n value of The report also calculated the projected peak flow from proposed projects through this section of pipe to be MGD. This was based upon the assumption that the Original Project would discharge MGD to this section of pipe, as indicated in the DEIS. However, as stated above, only 49,440 gpd or MGD of peak flow is now proposed to discharge to Location 1A from the Modified Project. It can be determined, therefore, that the projected peak flow to Location 1A is: Projected Peak Flow from Report = MGD - Anticipated Peak Flow from LeCount Square DEIS MGD +Newly Proposed Peak Flow from LeCount Square Project MGD Total Revised Projected Peak Flow from All Contributing Projects MGD The Modified Project will discharge a peak flow of MGD to Location 1A which is approximately 6.9% of the pipe s capacity. Additionally, when compared to the other projects proposed to discharge to this location, the Modified Project represents approximately 13.6% of the new projected flow. Stormwater The site of the Modified Project consists almost entirely of existing impervious surfaces. Therefore, no increase in stormwater would be expected. Other As with water and sewer demand, an increase in demand for electric and gas service would also be expected. However, these increases would be minimal. Gas service is anticipated to be provided through connection to the mains in Huguenot Street and electric service would be provided from connections to existing buried transmission mains. As a public utility, it is anticipated that the necessary service needs would be provided from Con Edison. The Planned Parenthood relocation site is currently serviced by public utilities and the use would replace a former night club. The estimated utility usage of Planned Parenthood, as described in the DEIS, is minimal. This usage is also anticipated to be significantly less than the night club s use. The existing building contains approximately 14,500 square feet and as a night club would be anticipated to generate an average daily water and sewer demand of approximately 7,250 gpd (14, sf/seat = 362 seats. 362 seats X 20 gpd/seat = 7,250 gpd.) The reuse for a Planned Parenthood office would result in II-11

43 an estimated demand of approximately 1,450 gpd (14,500 sf X 0.1 gpd/sf = gpd). 3. Proposed Mitigation Water Based upon the current available water supply capacity of United Water New Rochelle, there is adequate capacity and infrastructure to accommodate the water demands of the Modified Project, and no mitigation measures are required (except for the relocation of the existing main in Anderson Street). The Modified Project would, however, include the use of certified water-saving devices as per Section of the New York State Environmental Conservation Law. Sewer As described above, the Modified Project will increase the peak flow through the existing ten (10) inch main in Huguenot Street between Bally Place and North Avenue to above its capacity. In order to increase the capacity of this section of pipe, the pipe will be lined with cured-in-place pipe. Lining the pipe will create a smoother interior surface, decrease the Manning s n value, increase the pipe s capacity, and also prevent any infiltration from entering. The roughness coefficient for lined pipe ranges between and For the purposes of this calculation, a value of was used. The diameter of the pipe will be slightly decreased, due to the thickness of the liner. The liner has a thickness of 0.10 inch, which will reduce the diameter of this section of pipe from 10 inches to 9.8 inches. The capacity of the pipe can, therefore, be calculated using the Manning s Equation, as follows: Q = 1.49 x A x R 2/3 x S 1/2 n Notes: Q=Flow (cfs); A=Cross Section/Area (ft 2 ); R=Hydraulic Radius (ft); S=Slope (ft/ft); n=roughness Coefficient Q = 1.49 x x x = 1.87 cfs = MGD Lining this section of pipe will therefore increase its capacity to MGD, which exceeds the projected total peak flow from all contributing projects by approximately MGD. Similar to the proposed improvement on Huguenot Street, the section of pipe on Main Street discussed above will be lined with cured-in-place pipe. The lining will increase the capacity of the existing eight (8) inch pipe as calculated below: II-12

44 Q = 1.49 x A x R 2/3 x S 1/2 n Q = 1.49 x x x Q = 1.74 cfs = MGD This increase represents an increase in pipe capacity of 58.5%. This 58.5% increase in capacity more than compensates for the 6.9% of increased flow through the pipe generated by the Modified Project. Additionally, the existing buildings on Anderson Street, North Avenue, and Huguenot Street that will be demolished currently have sanitary sewer connections in Anderson Street and North Avenue. As stated in the report prepared by Dolph Rotfeld Engineering, P.C., the existing sewer main in North Avenue has a negative slope. The Modified Project will remove flows from this section of sewer, effectively providing mitigation for this condition. In addition, developers of new projects in the New Rochelle Sewer District that generate a net increase in sewage flows to the district are required by both Westchester County and the City to provide mitigation by reducing existing water infiltration and inflow into the sewer system in an amount equal to three times the net increase. As stated in a letter from Commissioner Landi, P.E. of the Westchester County Department of Environmental Facilities, new construction has had an offset imposed to remove identified sources of flow to assure no net impact on the [treatment] plant at the ratio of three (3) gallons of inflow and infiltration removed for each additional post-development gallon projected to be discharged to the sanitary system by the development. The amount of inflow and infiltration required to be removed as a result of this project can be calculated as follows: Projected Daily Flow: 129,960 gpd Existing Flows: An assessment of existing conditions yielded a total floor area on site of 93,000 square feet. Conservatively assuming that all of that floor area is retail or office, we can calculate the existing flows to be: 93,000 sf x 0.1 gal/sf/day = 9,300 gpd The total increase in flows resulting from implementation of the Modified Project would therefore be 120,660 gpd: 129,960 gpd - 9,300 gpd = 120,660 gpd II-13

45 The Applicant proposes to mitigate three (3) times that amount of flow, or 361,980 gallons: 3 x 120,660 = 361,980 gallons The Westchester County Department of Environmental Facilities has issued a study entitled, New Rochelle Flow Reduction Study and last revised April The study details locations throughout the New Rochelle Sewer District where inflow or infiltration occurs and also identifies the quantities of inflow and infiltration entering the sanitary sewer system. Currently, approximately 700,000 gallons per day of inflow and infiltration remains to be eliminated from the system. The Applicant will comply with the mitigation requirement by making improvements to the sewer system identified on this list that yield the required 361,980 gallon inflow/infiltration reduction. The Appendix includes a preliminary list of locations from the study that would satisfy the Modified Project s requirement. Stormwater Since the Modified Project would result in a reduction in the amount of impervious surface compared to the existing condition, the peak rate of runoff would be reduced. As a result, no stormwater mitigation measures would be required to address the quantity of runoff. Under NYSDEC regulations, this project qualifies as a redevelopment project, because impervious area will not be increased. Therefore, the Applicant is required to treat 25% of the water quality volume with a standard practice or 75% of the water quality volume with an alternate practice. Standard practices include stormwater ponds and wetlands, infiltration practices, etc. Due to the space limitations, and the urban environment, alternate practices are chosen for projects of this type. In order to achieve the water quality goals, hydrodynamic separator units will be installed. Three connections are proposed to the City s storm drainage system. There will be one connection to Huguenot Street and two to LeCount Place. A hydrodynamic separator will be placed in the sidewalk area prior to each connection to the storm drainage system. As with any other utility in Anderson Street, the existing storm drain line that connects drainage in North Avenue to drainage in LeCount Place will be moved during the construction of New Anderson Street. The water quality volume for this project can be calculated as: WQ v = (P) (R v ) (A) 12 Notes: WQ v =Water Quality Volume (ft 3 ); P=90% Rainfall Event Number; R v = (I); I=Impervious Cover (%); A=Site Area (ac) = (1.3) ( (100) (2.8 ac) 12 II-14

46 = 0.29 ac-ft 0.75 x 0.29 = 0.22 ac-ft C. Visual/Aesthetics/Urban Design 1. Existing Conditions The visual conditions of the site and the surrounding area remain generally the same as described in the DEIS. However, construction on Trump Plaza (390 feet) and Avalon on the Sound Phase II (366 feet) have advanced substantially and introduced additional high-rise presence in the City s downtown. 2. Potential Impacts The Modified Project would not have a substantially different overall site configuration or layout than the Original Project, with the vertical tower elements generally remaining in the same locations as described in the DEIS. However, the height of the south tower has been increased in height from 390 feet to 500 feet. The building forms have also been adjusted. While the north tower height remains comparable, the building profile would be somewhat thicker. See Exhibits for rendered perspectives and photosimulations of the Modified Project. As a reference, the Trump Plaza building, which is visible in some of the photosimulations has a height of approximately 390 feet. Exhibit 28 presents the view of the Modified Project from North Avenue and Main Street (on the left) and the view of the project site facing northeast from Huguenot Street (on the right). As shown, the Modified Project would be in prominent view from North Avenue and Main Street. A portion of Trump Plaza would also be seen between the two proposed buildings. From the northeast, at Huguenot Street, the Modified Project would be visible the shorter, north tower in the foreground and the taller south tower on the left side of the view. The newly completed Trump Plaza is also visible on the right side of the view. The height and proportion of the north tower and the base of the south tower are consistent with the scale of the surrounding buildings. In addition both proposed structures incorporate elements, including lighting, retail storefronts, and landscaped plazas to create a sense of continuity at street level. As shown, although the south tower is approximately 25 percent taller than that originally analyzed, the size and scale of the Modified Project is consistent with existing surrounding development. Exhibit 29 presents the view of the proposed Modified Project from LeCount Place and Main Street (on the left) and the I-95 (on the right). Both of these images represent the Modified Project in the context of the existing neighborhood II-15

47 development. While the proposed south tower is taller than existing development, it remains consistent with surrounding development. This is particularly evident in the image on the right, as Trump Plaza is visible in the foreground with the 500 foot tall residential tower of the Modified Project visible in the rear. The proposed Modified Project would add new height to the existing skyline, but that additional height would be in context with other tall structures within the downtown, even though it would be approximately 100 feet taller. A series of revised shadow studies have also been prepared to analyze the additional building height. The studies illustrate potential shadow impacts from the Modified Project during morning, noon, and afternoon hours for both winter and summer seasons. (Please note that the aerial photograph used as a base for the studies also includes some shadows from existing buildings.) Exhibits 30 through 33 present the simulated progression of the shadows cast by the Modified Project on June 21 st (the summer solstice) and December 21 st (the winter solstice) at 9am, 12pm, 3pm and 7:30 pm. The simulated shadow cast by the existing Trump Plaza building is included in these images as a point of reference. As shown, on December 21 st (Exhibits 34 through 37) generally, the shadows projecting from the Modified Project would extend to the northwest of the site at 9:00AM, moving to the north by noon, and to the east of the site by 3:00PM and 7:30PM. As shown in Exhibits 30 through 33, with the exception of the evening hour (7:30PM), the distance that the shadows would project in the summer are relatively short, and would only fall on buildings closely proximate to the Modified Project, including the K office building, the office building on the northwest corner of North Avenue and Huguenot Street, North Avenue retail buildings and the New Roc City facility. By the evening hour, the Modified Project would cast shadows to the southeast of the project site, which would include a portion of the marina at Hudson Park. During the winter solstice, the shadows cast throughout the day would be longer than at any other time of the year, and at certain times, the shadows could extend northwest of the project site nearly to the Memorial Highway traffic circle in the morning and to River Street in the late afternoon. (Note that no shadows are indicated on the 7:30PM Exhibit, as night would already have fallen.) The afternoon shadows would largely fall on the heavy commercial and industrial area between the Metro-North railroad and Huguenot Street. The morning shadow could potentially extend over smaller scale uses along and behind North Avenue north of the Thruway. In none of the scenarios would the Modified Project cast shadows on dedicated City open space or parkland. The only historic resource identified on the State or National Register that would potentially be within the sweep of the Modified Project s shadow is the New Rochelle Railroad Station. The other Register locations within the vicinity are generally to the south and west, and therefore would not fall within the Modified Project s shadow sweep. In addition, the II-16

48 shadows from the Modified Project would be part of the pattern of shadows for existing and approved buildings in the downtown. Minimal impact would occur from the Modified Project during the winter months on the residential area between Sickles Avenue and Burling Lane, and the block between Lincoln Street and Jackson Street. The Modified Project would add an attractive and distinctive high-rise presence to a key gateway location in the downtown. The building heights would continue to be consistent with a central business district environment, and would be in context with surrounding anchor developments. As described in the DEIS, the redevelopment of the block is anticipated to result in a substantial improvement in visual quality compared to the existing condition of low-rise buildings and surface parking lots. The City Zoning Ordinance now requires non-binding architectural peer design review and recommendation to the Planning Board in connection with all applications for site plan approval in order to ensure design excellence, enhancement of the City s architectural fabric, and sensitivity to adjoining properties. In addition, the Memorandum of Understanding between the City and the Applicant provides that the proposed architecture and layout of the Modified Project shall be subject to City Council approval, and requires architectural peer design review and recommendation to the City Council. The peer review process is anticipated to be initiated shortly (and likely occur during the public comment period on this SDEIS). The Planned Parenthood relocation would result in the re-occupancy of an existing building, the dimensions of which are not proposed to be substantially altered. Therefore, no significant change in visual conditions would be anticipated at that location. 3. Proposed Mitigation The Modified Project is not anticipated to result in a significant adverse impact on visual conditions, therefore no mitigation is proposed. D. Traffic 1. Existing Conditions and the No Build Condition Traffic In order to assess the potential change in traffic impacts, Adler Consulting has prepared a Traffic Impact Study for the Modified Project. This study is included in the Appendix. The analysis utilizes a methodology similar to that described in the DEIS, and considered the same roadway segments and intersections. As indicated by the capacity analysis results, many of the studied intersections II-17

49 currently experience generally tolerable (Level-of-Service D ) or better peakhour conditions. At the intersection of North Avenue with the access to the Intermodal Transportation Center, the North Avenue approaches operate at a Level-of-Service (LOS) F during the AM and PM peak hours. On Saturday, the southbound North Avenue approach operates at Level-of-Service F. For the intersection of Garden Street with North Avenue, the westbound left-turn lane on Garden Street is operating at Level-of-Service F, as is the southbound North Avenue approach. Eastbound Garden Street approach operates at Level-of- Service E during the PM peak. For the unsignalized intersection of Garden Street with Cedar Street, the southbound Cedar Street approach operates at Level-of- Service f during all three peak hours. The analysis of the No-Build condition, which accounts for specific developments in the vicinity and background growth, indicates that operating conditions at some of the study intersections would deteriorate as a result of other planned or approved projects. For the intersection of Huguenot Street with North Avenue, the northbound leftturn movement and the westbound left-turn movement are expected to operate at Level-of-Service F conditions during the PM peak hour. For the Saturday peak hour, Level-of-Service E conditions are expected on the northbound left-turn movement and the westbound left/through movement. The intersection of North Avenue with the Intermodal Transportation Center is expected to experience Level-of-Service F conditions on the North Avenue approaches. For the intersection of Burling Lane with North Avenue, Level-of-Service F conditions are expected for the westbound left-turn movement and the north- and southbound approaches of North Avenue. The eastbound Burling Lane approach is expected to experience Level-of-Service E conditions during the AM and PM peak hours. For the intersection of Anderson Street with LeCount Place, the eastbound left and right-turn movements would operate at Level-of-Service E in the weekday PM and Saturday peak hours. Parking In order to assess the potential change in parking conditions as a result of the modification of the program, Adler Consulting has prepared a Parking Analysis for the Modified Project. This study is included in the Appendix. II-18

50 2. Potential Impacts Site-Generated Traffic Volumes The Modified Project will include 212,000 sf of retail space including 12,000 sf of restaurant, approximately 380,000 sf of office space, a 209-room hotel and up to 258 residential condominiums. Trips anticipated to be generated by the proposed project were determined using trip generation information contained in the Seventh Edition of the ITE Trip Generation Manual. The trip generation information for the retail use is contained under Land Use Code 820 (Shopping Center). In analyzing Shopping Center use, it is the total square footage that provides the attraction, rather than the individual components. Therefore, the total square footage of the retail use at the Modified Project was analyzed to determine the number of trips that would be generated, rather than the individual components. The condominiums were analyzed under Land Use Code 232 (High- Rise Residential Condominium/Townhouse). The trip generation information for the hotel is contained in Land Use Code 310 (Hotel) while the trip generation information for the office use is contained in Land Use Code 710 (General Office Building). Consistent with earlier studies in this area, the ITE trip-generation rates for the condominium units were reduced by 20 percent. This accounts for the urban location of the proposed project and its proximity to mass transportation at the Intermodal Transportation Center of New Rochelle. Further, the reduction is confirmed from information contained in the New Rochelle Downtown Study, which indicates that approximately 55 percent of the residents of the nearby Avalon on the Sound development work in New York City in the vicinity of Grand Central Terminal and, therefore, walk to the railroad station. For the office space, the trip generation rates were reduced by 20 percent to reflect the urban location of the site and the proximity to mass transportation opportunities at the Intermodal Transportation Center. The ITE trip generation rates for the retail portion of the proposed project were reduced by 10 percent to reflect its location in the Central Business District and proximity to City parking facilities, as well as mass transit opportunities. Based on the information contained in the ITE Trip Generation Manual diverted link/pass-by trips for the retail space are expected to be approximately 30 percent. The diverted link/pass-by trips were assigned at the driveway entrances/exits. The project site is currently occupied by a variety of uses, including a United States Post Office, the retail portion of which is anticipated to be retained in the Modified Project or relocated to the north side of Huguenot Street into the Parcel 1A development (Trump Plaza); a Planned Parenthood facility; a nightclub; a 38- unit apartment building; and, various other commercial uses such as offices and restaurants. The trips that are currently generated by these existing uses were determined using trip generation information contained in the ITE Trip II-19

51 Generation Manual. These trips were subtracted from the trips expected to be generated by the new development on the site to produce the net new trips for analyses. The trips currently generated by the Planned Parenthood facility were reallocated to the new proposed location at 435 North Avenue. The trips generated by the Post Office were reallocated to reflect a potential new location on the north side of Huguenot Street at Trump Plaza. As described in the DEIS, the off-site relocation of the Post Office Carrier Annex and distribution facilities is still proposed. The distribution facility is anticipated to be relocated within the general vicinity, but outside of the core downtown area, and at a location which would provide better access to regional arterials and reduce the impact of truck traffic in the downtown. The net Site-Generated trips are summarized in Table II- D-1. Table II-D-1. Peak Hour Net Site-Generated Traffic Volumes AM PM SAT Development In Out In Out In Out Retail Condominiums Office Hotel Subtotal Existing trip potential Total The Modified Project is projected to add 581 arriving and 226 departing new trips to the surrounding roadway network during the AM Peak Hour and 517 arriving and 824 departing new trips during the PM Peak Hour. In the Saturday Peak Hour, a total of 666 arriving and 620 departing trips are anticipated. Arrival/Departure Patterns The trip assignment for traffic generated by the Modified Project was generally based on the patterns used for Trump Plaza. The assignment of the residential portion of the project was based on previously established data used for the Avalon on the Sound project. The overall assignment for the remaining trips generated by the site (hotel, office and retail components) were developed using information in the New Roc Center DEIS. The assignment of traffic into the New Roc City garage was specifically based on observations and traffic count data of current roadways and patterns. The arrival/departure patterns for the proposed residential component is depicted in Exhibit 38, with residents primarily entering the site from the driveway on New Anderson Street, before proceeding to the valet parking areas in the below-grade parking. The arrival/departure patterns for the proposed hotel component is depicted in Exhibit 39 with hotel guests arriving at the hotel drop-off located on New Anderson Street, where the hotel valet will take the car and park it in a designated area in the on-site garage. The hotel valet II-20

52 Exhibit 38 RESIDENTIAL ARRIVAL/ DEPARTURE PATTERNS LECOUNT SQUARE New Rochelle, New York SOURCE: Adler Consulting - Planning and Development Consultants

53 Exhibit 39 HOTEL ARRIVAL/DEPARTURE PATTERNS LECOUNT SQUARE New Rochelle, New York SOURCE: Adler Consulting - Planning and Development Consultants

54 Exhibit 40 RETAIL ARRIVAL/DEPARTURE PATTERNS LECOUNT SQUARE New Rochelle, New York SOURCE: Adler Consulting - Planning and Development Consultants

55 Exhibit 41 OFFICE ARRIVAL/DEPARTURE PATTERNS LECOUNT SQUARE New Rochelle, New York SOURCE: Adler Consulting - Planning and Development Consultants

56 would retrieve the car from the on-site garage and drive it to the front of the hotel for the guests. The arrival/departure patterns for the proposed retail (to and from the existing New Roc City garage and the underground on-site parking facility) and office components are depicted in Exhibits 40 and 41, respectively. The general arrival/departure distribution is contained in Table II-D-2. Table II-D-2. Arrival/Departure Distribution Arrival/Departure Percent From/to the south 2 From/to the north 24 From/to the east 35 From/to the west 39 Assigned Site-Generated Traffic Volumes The assignment of traffic volumes onto the roadway system is accomplished by multiplying the trips generated from the proposed development by the arrival/departure patterns. The net Site-Generated trips are shown in Exhibit 42. The net Site-Generated trips in the vicinity of the New Roc City garage are shown in Exhibit 43. Build Traffic Volumes The Build traffic volumes are the addition of the Site-Generated traffic volumes and the No-Build traffic volumes. The Build traffic volumes for the subject intersections are shown graphically in Exhibit 44, with the Build Volumes in the immediate vicinity of the New Roc City garage are shown in Exhibit 45. Build Capacity Analysis Results The Build traffic volumes were compared with anticipated roadway capacities using Synchro, Version 6. Detailed capacity analysis work sheets are included in the Appendix and are summarized in Table II-D-3. Table II-D-4 summarizes the back of queue for each approach in the Build Condition. II-21

57 Exhibit 42 NET SITE GENERATED TRAFFIC VOLUMES LECOUNT SQUARE New Rochelle, New York SOURCE: Adler Consulting - Planning and Development Consultants

58 Exhibit 43 NET SITE GENERATED TRAFFIC VOLUMES NEW ROC GARAGE AREA LECOUNT SQUARE New Rochelle, New York SOURCE: Adler Consulting - Planning and Development Consultants

59 Exhibit 44 BUILD PEAK HIGHWAY HOUR TRAFFIC VOLUMES LECOUNT SQUARE New Rochelle, New York SOURCE: Adler Consulting - Planning and Development Consultants

60 Exhibit 45 BUILD PEAK HIGHWAY HOUR TRAFFIC VOLUMES SITE AREA AND NEW ROC GARAGE AREA LECOUNT SQUARE New Rochelle, New York SOURCE: Adler Consulting - Planning and Development Consultants

61 Intersection Approach 1 Main Street at Lawton Street Main Street at North Avenue Main Street at LeCount Place Huguenot Street at Lawton Street Huguenot Street at North Avenue Huguenot Street at LeCount Place Table II-D-3. Level-of-Service Summary, Build Conditions LOS 2 AM PM SAT Average Delay 3 (Sec./Veh.) LOS Average Delay (Sec./Veh.) LOS Average Delay (Sec./Veh.) EB t C 22.3 C 25.1 D 50.4 SB l A 9.0 B 11.9 B 15.1 Overall C 21.6 C 23.7 D 45.3 EB l/t/r B 11.6 C 27.9 E 68.6 NB t/r C 29.6 C 30.0 C 29.7 SB l/t D 38.0 D 38.1 D 34.8 Overall B 17.9 C 30.4 E 57.1 EB l B 10.5 B 10.8 B 16.6 EB t/r B 15.4 B 12.0 C 31.6 NB t/r C 21.7 B 15.4 C 21.4 SB l B 11.8 F F SB t A 8.0 B 17.9 B 19.4 Overall B 15.1 D 35.6 D 49.7 WB l/t A 3.0 F 82.9 C 35.0 Overall A 3.0 F 82.9 C 35.0 NB l C 27.9 F F NB t A 5.1 B 10.7 A 9.2 SB t C 28.8 C 24.5 D 37.0 SB r B 16.9 C 27.2 D 42.9 WB l/t C 23.2 F E 67.7 WB r A 7.4 F C 23.7 Overall B 18.5 F D 48.6 WB l A 9.2 B 17.0 B 11.4 NB l B 19.0 E 56.9 F Overall B 11.0 C 24.7 D 44.5 Note: 1 EB = Eastbound, WB = Westbound, NB = Northbound, SB = Southbound, l = Left, t = Thru and r = Right. 2 Uppercase letters represent Levels-of-Service for signalized intersections, while lowercase letters represent those of unsignalized intersections. 3 Delays are the average for each lane group in seconds per vehicle. For signalized intersections, the average delay per vehicle for the entire intersection is also included. For unsignalized intersections, the value represents the average delay per vehicle for the lane group experiencing the greatest delays II-22

62 Table II-D-3. Level-of-Service Summary, Build Conditions Continued AM PM SAT Intersection Huguenot Street at Cedar Street Intermodal Transportation Center (ITC) at North Avenue (without bridge) Approach 1 LOS 2 Average Delay 3 (Sec./Veh.) LOS Average Delay (Sec./Veh.) LOS Average Delay (Sec./Veh.) WB l/t B 14.2 B 16.0 B 16.2 SB t C 20.3 C 20.0 B 19.2 SB r B 17.2 D 43.7 E 58.7 Overall B 16.4 C 29.9 D 38.4 EB l D 38.0 D 47.9 D 37.0 EB t/r B 15.4 C 21.3 C 20.9 NB l/t/r F F F SB l/t/r F F F Overall F F F Garden Street/ Burling Lane at North Avenue Garden Street at I-95 Ramps Garden Street at Cedar Street Cedar Street (NB) at Garden Street EB l/t/r E 74.2 F 82.8 D 48.1 WB l F F F WB t D 45.3 D 43.4 D 42.4 WB r D 38.7 E 73.9 B 10.1 NB l/t/r F F F SB l/t/r F F F Overall F F F EB l C 29.6 C 24.7 B 11.4 EB t A 9.5 B 13.4 B 14.7 WB t B 18.8 C 20.1 B 17.2 SB l B 17.8 B 19.5 B 15.9 Overall B 18.7 B 18.6 B 14.8 EB t/r C 29.0 D 44.2 D 45.3 EB r C 22.3 C 30.1 C 32.8 SB l/t C 25.6 C 29.0 C 24.3 Overall C 25.8 C 33.7 C 32.2 EB l A 0.7 A 1.5 A 3.0 NB t/r C 23.9 C 27.4 B 16.9 Overall C 20.0 B 19.6 B 12.0 Note: 1 EB = Eastbound, WB = Westbound, NB = Northbound, SB = Southbound, l = Left, t = Thru and r = Right. 2 Uppercase letters represent Levels-of-Service for signalized intersections, while lowercase letters represent those of unsignalized intersections. 3 Delays are the average for each lane group in seconds per vehicle. For signalized intersections, the average delay per vehicle for the entire intersection is also included. For unsignalized intersections, the value represents the average delay per vehicle for the lane group experiencing the greatest delays II-23

63 Intersection Approach 1 Anderson Street at North Avenue Anderson Street at LeCount Place LeCount Place at New Roc Garage Access Huguenot Street at Garage Access Harrison Street at Garage Access LeCount Place at Site Access Anderson Street at Site Access Table II-D-3. Level-of-Service Summary, Build Conditions Continued LOS 2 AM PM SAT Average Delay 3 (Sec./Veh.) LOS Average Delay (Sec./Veh.) LOS Average Delay (Sec./Veh.) WB l/r C 31.4 C 23.1 C 23.7 NB t/r C 25.9 C 27.6 C 27.4 SB l/t C 20.9 D 36.0 F Overall C 24.1 C 30.6 E 72.4 EB l/t/r E 65.3 F F NB l/t/r C 29.8 D 37.3 D 52.8 SB l/t/r C 32.8 F F Overall D 41.1 F F WB l/r b 11.6 f 53.1 e 46.0 SB l/t a 1.0 a 0.7 a 1.0 WB t a 0.0 a 0.0 a 0.0 NB l a 9.4 b 11.6 a 10.0 EB l b 11.0 b 11.2 b 10.8 EB r a 8.7 a 9.6 a 8.7 NB l/t a 5.1 a 2.2 a 2.3 EB l/r c 18.9 f n/a f n/a NB l/t a 3.2 a 7.5 b 10.6 SB t/r a 0.0 a 0.0 a 0.0 EB t/r a 0.0 a 0.0 a 0.0 NB r b 10.3 b 10.9 b 11.7 Note: 1 EB = Eastbound, WB = Westbound, NB = Northbound, SB = Southbound, l = Left, t = Thru and r = Right. 2 Uppercase letters represent Levels-of-Service for signalized intersections, while lowercase letters represent those of unsignalized intersections. 3 Delays are the average for each lane group in seconds per vehicle. For signalized intersections, the average delay per vehicle for the entire intersection is also included. For unsignalized intersections, the value represents the average delay per vehicle for the lane group experiencing the greatest delays The capacity analysis indicates that in the Build condition, without mitigation, some of the study intersections would continue to operate at clearly acceptable conditions while operating conditions at other intersections would be less desirable. The following is a summary of Build conditions without mitigation. At the intersection of Main Street with North Avenue, the eastbound approach would operate at Level-of-Service E in the Saturday peak hour. II-24

64 For the intersection of Main Street with LeCount Place, the southbound left-turn movement on LeCount Place is expected to operate at Level-of-Service F during the weekday PM and Saturday peak hours. At the intersection of Huguenot Street with Lawton Street, the westbound Huguenot Street movement is expected to experience Level-of-Service F conditions during the PM peak hour. For the intersection of Huguenot Street with North Avenue, the northbound leftturn movement and the westbound approach are expected to operate at Level-of- Service F conditions during the PM peak hour. For the Saturday peak hour, Level-of-Service F conditions are expected on the northbound left-turn movement and the westbound left/through movements, while the westbound right-turn movement is expected to operate at Level-of-Service E conditions. The northbound LeCount Place approach is expected to operate at Level-of- Service E at the intersection with Huguenot Street during the weekday PM peak hour and is expected to operate at Level-of-Service F during the Saturday peak hour. The southbound right-turn movement of Cedar Street at the intersection with Huguenot Street is expected to operate at Level-of-Service E during the Saturday peak hour. Without the anticipated reconstruction of the North Avenue bridge over Interstate 95, which is scheduled to be completed by others in 2009, the intersection of the Intermodal Transportation Center with North Avenue is expected to experience Level-of-Service F conditions on the North Avenue approaches. For the intersection of Burling Lane with North Avenue, Level-of-Service F conditions are expected for the westbound left-turn movement and the approaches of North Avenue. The eastbound Burling Lane approach is expected to experience Level-of-Service E conditions during the AM and PM peak hours. The westbound right-turn movement on Garden Street is expected to operate at Level-of-Service E during the PM peak hour. At the intersection of North Avenue with Anderson Street, the southbound approach is expected to operate with Level-of-Service F conditions during the Saturday peak hour. At the intersection with LeCount Place, the eastbound Anderson Street approach is expected to operate at Level-of-Service E during the AM peak hour. During the PM and Saturday peak hours, Level-of-Service F conditions are anticipated. It is also expected that the southbound LeCount Place approach would operate at Level-of-Service F in the weekday PM and Saturday peak hours. II-25

65 Intersection Main Street at Lawton Street Main Street at North Avenue Main Street at LeCount Place Huguenot Street at Lawton Street Huguenot Street at North Avenue Huguenot Street at LeCount Place Huguenot Street at Cedar Street Intermodal Transportation Center at Garden St/North Avenue Traffic leaving the below grade on-site parking garage onto LeCount Place is expected to operate at Level-of-Service f during the weekday PM peak hour and at Level-of-Service e during the Saturday peak hour. Traffic leaving the New Roc Garage onto LeCount Place is expected to operate at Level-of-Service f during the weekday PM and Saturday peak hours. Table II-D-4. Queuing Summary, Build Condition Available Queue AM PM SAT Approach 1 Length (feet) Queue Length Queue Length Queue Length (feet) (feet) (feet) EB t * 462* 487* SB l EB l/t/r * 660* 835* NB t/r SB l/t EB l EB t/r NB t/r SB l * SB t WB l/t * WB l/t * 143* WB r NB l * 206* 340* NB t * 401* SB t * 504* SB r * 381* WB l/t * 89 NB l * WB l/t SB t SB r EB l EB t/r NB l/t/r * 1276* 1161* SB l/t/r * 201* Note: 1 EB = Eastbound, WB = Westbound, NB = Northbound, SB = Southbound, l = Left, t = Thru, and r = Right * Projected queue exceeds available storage. II-26

66 Intersection Garden Street at Burling Lane Garden Street at I95 Ramp Garden Street at Cedar Street (SB) Cedar Street (NB) at Garden Street Anderson Street at North Avenue Anderson Street at LeCount Place LeCount Place at New Roc Garage Access Huguenot Street at Garage Exit Harrison Street at Garage Access Table II-D-4. Queuing Summary, Build Condition Continued Available Queue AM PM SAT Approach 1 Length Queue Length Queue Length Queue Length (feet) (feet) (feet) (feet) EB l/t/r WB l * 625* 569* WB t WB r * 0 NB l/t/r * 93 SB l/t/r * 1237* 1501* EB l EB t WB t * 56 SB l EB t/r EB r SB l/t EB l NB t/r WB l/r NB t/r SB l/t EB l/r * 312* NB l/t * SB t/r * 664* WB l/r * 205* NB t/r SB l/t WB t NB l EB EB r NB l/t SB t/r Note: 1 EB = Eastbound, WB = Westbound, NB = Northbound, SB = Southbound, l = Left, t = Thru, and r = Right * Projected queue exceeds available storage. II-27

67 Intersection LeCount Place at Site Access Anderson Street at Site Access Table II-D-4. Queuing Summary, Build Condition Continued Available Queue AM PM SAT Approach 1 Length Queue Length Queue Length Queue Length (feet) (feet) (feet) (feet) EB l/r N/A 46 n/a* n/a* NB l/t N/A SB t/r N/A EB t/r N/A NB r N/A Note: 1 EB = Eastbound, WB = Westbound, NB = Northbound, SB = Southbound, l = Left, t = Thru, and r = Right * Projected queue exceeds available storage. It is anticipated that vehicle queues would generally be longer in the Build Condition than for the No-Build Condition. Individual approaches where the anticipated queues are calculated to be greater than the available storage lengths are identified in the table above. Parking The Modified Project proposes to provide 556 self-park and 456 valet-park spaces on-site and to utilize available reserve capacity in the adjacent New Roc City municipal garage. The on-site valet spaces will be used to accommodate residential and hotel needs. During the daytime, up to 130 of these spaces may be used to accommodate executives, management and select employees of the office tenants. The bulk of the office parking will be accommodated in the spaces assigned for weekday permit parking in the New Roc City garage. The on-site self-park spaces will be used to accommodate the development s retail and restaurant components, although up to 70 of the 142 self-park spaces in the lowest level will be used overnight weekdays and weekends for hotel and resident valet parking. Since there will not quite be enough self-park spaces to accommodate all daytime parking associated with the retail and restaurant components of the development, it is proposed to accommodate the remainder of the retail and restaurant parking demand in the metered spaces at the New Roc City garage. A changeable message sign system will be employed on LeCount Place to direct motorists to the New Roc City garage when the on-site self parking area is at capacity. The construction of a vertical core in the west side of the New Roc garage, as well as the creation of a pedestrian bridge between the Modified Project and the garage will result in the elimination of up to 30 existing parking spaces in the New Roc City garage. Five (5) parking spaces are expected to be lost on each level of the garage, except for the roof level. Of these spaces, 15 currently serve the existing Marriott hotel and can be replaced by converting nearby metered spaces to hotel use. The remainder will be predominantly metered spaces. In addition, the completion of the Trump Plaza pedestrian bridge is expected to eliminate a further 4 metered spaces in the New Roc City garage. Thus, there will be 2,266 spaces in II-28

68 the New Roc City garage when Trump Plaza and the Modified Project are completed. Parking demand for the office component of the development was determined using the City of New Rochelle Zoning Code value of one (1) parking space for every 500 sf, a value deemed reasonable based on comparisons with recent parking surveys conducted by Adler Consulting in Greenwich and Stamford, Connecticut. Information contained in the Urban Land Institute (ULI) publication, Shared Parking indicates that peak parking demand for office buildings on a Saturday is approximately 17 percent of peak parking demand on a weekday. Therefore, Modified Project office parking demand on a Saturday was adjusted accordingly. Parking demand for the retail component of the development was determined using the City of New Rochelle Zoning Code value of one (1) parking space for every 350 sf in the Central Parking Area (CPA). Information contained in the Third Edition of the ITE Parking Generation publication indicates that peak parking demand at shopping centers on a typical Friday is approximately equal to the peak parking demand on a typical Saturday. However, the data also indicates that parking demand a typical weekday is approximately 12 percent less than peak parking demand on a typical Saturday. Therefore, Modified Project retail parking demand on a weekday was reduced by 12 percent. Parking demand for the restaurant component of the development was determined using the City of New Rochelle Zoning Code value of one (1) parking space for every 200 sf. Information contained in the Third Edition of the ITE Parking Generation publication indicates that peak parking demand at restaurants on a Friday is approximately 5 percent less than peak parking demand on a Saturday and parking demand a weekday is approximately 20 percent less than peak parking demand on a Saturday. Therefore, Modified Project restaurant parking demand on a weekday and a Friday were reduced by 5 percent on Friday and 20 percent on Saturday. Parking demand for the residential and hotel components of the development was determined using the City of New Rochelle Zoning Code value of one (1) parking space for every dwelling unit for the residences and one (1) parking space for every room plus one parking space for each of the 50 projected employees for the hotel. Parking demands were then calculated based on shared use concepts, as permitted under Section A of the City Zoning Ordinance. The temporal distributions of parking demand for each of the various components of the Modified Project during the course of a weekday and a Saturday were obtained from Exhibit 28 of the ULI Shared Parking publication. II-29

69 Using the peak parking demand values, daily and temporal distributions identified above, parking was generated for the various components of the Modified Project and allocated to the on-site parking facilities as well as the No-Build parking condition at the New Roc City garage. The hotel and residential parkers were assigned to the on-site valet spaces, with up to 62 of the hotel and resident vehicles valet parked in the lower-level of the self-park garage during the overnight hours. In addition, up to 130 executive, management and selectemployee office parkers were also assigned to the on-site valet spaces during the daytime hours. It was assumed that the majority (630) of the office parkers will purchase permits and park in the permit spaces in the New Roc City garage. The retail and restaurant parkers will first seek to park in the on-site, self-park spaces and then will be diverted, via a changeable message sign, to the metered spaces in the New Roc City garage. As previously indicated, the construction of a vertical core at the west end of the New Roc City garage is projected to eliminate some parking spaces which, after the eliminated existing hotel spaces are reallocated, will result in the loss of 30 metered spaces. Furthermore, the Modified Project will result in the relocation of the US Postal Service distribution facility out of the immediate area, with the elimination of its associated permit parking demand. A summary of future parking on-site as well as at the New Roc City garage with the current parking regulations and 2,266 parking spaces is presented in Table II- D-5. As can be seen in the table, there will a deficit of up to 288 permit spaces in the middle of the day, while there will be at least 45 spaces available for use by the general public ( Available Metered Parking ) at all times. On-site, there will be at least 8 valet spaces free at all times, while the changeable message sign system is proposed to keep at least 9 self-park spaces free at all times. II-30

70 Table II.D-5

71 Planned Parenthood Relocation Potential change in traffic impacts resulting from the relocation of Planned Parenthood to the 435 North Avenue site was evaluated. Capacity analysis indicates that in the Build condition, without mitigation, some of the study intersections would continue to operate at clearly acceptable conditions, while operating conditions at other intersections would be less desirable. At the intersection of North Avenue with Lincoln Avenue, the eastbound Lincoln Avenue left-turn movement is expected to continue to operate with Level-of Service E conditions during both the AM and PM peak hours. The southbound North Avenue approach is expected to experience Level-of-Service E conditions during the AM peak hour and to experience Level-of-Service F conditions during the PM peak hour. Overall, the intersection is expected to operate at Level-of-Service D conditions in the AM peak hour and at Level-of- Service E conditions in the PM peak hour. For the intersection of The Boulevard with North Avenue, the westbound left-turn lane on the Boulevard is expected to continue to experience of Level-of-Service E conditions during both the AM and PM peak hours, while the southbound approach of North Avenue is expected to experience Level-of-Service F conditions. In the PM peak hour, it is anticipated that the intersection would experience Level-of-Service F conditions. For the unsignalized intersection of Rochelle Place with North Avenue, Level-of- Service f conditions are anticipated during both peak hours. It is anticipated that the site driveway access onto the Boulevard would operate with very good conditions. 3. Proposed Mitigation Traffic Based on a comparison of the No-Build and Build conditions, mitigation measures are recommended at some, but not all, intersections. However, because a Synchro analysis, which considers the entire network in calculating the effects of proposed mitigation measures, was performed, all intersections are discussed below. The City of New Rochelle is moving forward with plans to design and construct a Traffic Management System which would include upgrading the traffic signal controllers along major corridors such as Main Street and North Avenue as well as to link the traffic signals in these corridors to a computerized control system. After the Traffic Management System is operational, the City of New Rochelle Department of Public Works will have the capability to remotely monitor traffic conditions and vehicle flow as well as the signal timing and phasing operations. The City will also have the ability to modify the signal timing and phasing to II-32

72 respond to changing traffic conditions, whether from vehicle congestion in one or more roadway corridors or to respond to roadway incidents as well as to implement additional timing patterns for peak shopping seasons and overnight conditions. Construction of this federally-funded project is expected to begin in approximately two years and be completed by In the interim, it is proposed that the improvement measures discussed in this section will be implemented to address the anticipated traffic impacts of the Modified Project. The potential relocation of the Post Office retail facility would allow for the elimination of parking along the southerly curb lane of westbound Huguenot Street, providing for an exclusive left-turn lane on the approach. In addition, both the signal timing and signal offsets will be optimized. For the intersection of Main Street with Lawton Street, no mitigation measures are needed. However, signal timing offsets will be modified to reduce upstream signal delay along Huguenot Street. For the intersection of Main Street with North Avenue, no impacts are anticipated for the AM or Saturday peak hours. In the PM peak hour, an increase of four (4) seconds in green time for the protected left-turn phase will maintain Level-of-Service at the No-Build conditions. The additional traffic leaving the project site on southbound LeCount Place suggests the implementation of a protected left-turn signal phase at the intersection with Main Street, together with minor signal timing changes and the optimization of signal offsets. Level-of-Service D conditions are anticipated for the southbound left-turn movement. This is the same level-ofservice anticipated in the No-Build condition, although with a somewhat greater anticipated delay. Acceptable Level-of-Service C or better, is anticipated for the intersection of Huguenot Street with Lawton Street for all time periods. Signal offsets will be optimized. The Modified Project will result in the reconstruction of portions of LeCount Place. This will include the provision of two (2) northbound left-turn lanes at the intersection with Huguenot Street, which will mitigate traffic impacts. For the intersection of Cedar Street with Huguenot Street, providing one additional second of green time to Cedar Street, combined with traffic signal optimization would improve delay. The intersection of Garden Street with the I-95 ramps is expected to operate at acceptable Levels-of-Service, as are the intersection of Garden Street with Cedar Street and the intersection of Cedar Street (north) with Garden Street. For the intersection of Anderson Street with North Avenue, signal re-timing, combined with improved system-wide signal offsets would provide improved Level-of-Service. The reconstruction of LeCount Place will continue to provide two southbound travel lanes at its intersection with Anderson Street. Re-timing the traffic signal to provide additional green time for the eastbound approach, as well as optimizing the signal offsets will also provide an improved Level-of-Service. II-33

73 For the intersection of Garden Street/Burling Lane with North Avenue and the intersection of the Intermodal Transportation Center with North Avenue, it is recommended that access modifications be implemented. The changes include making Burling Lane one-way, westbound, away from the intersection and eliminating the southbound left-turn movement at that location. Instead, the southbound left-turn movement would be made opposite the intersection with the Intermodal Transportation Center driveway onto eastbound Garden Street. Additionally, Garden Street would be re-striped to provide two lanes that can be used to turn left onto North Avenue. North Avenue would also be re-striped. Changes to the signal timing and phasing at both intersections are also recommended. The New York State Thruway Authority currently expects to re-construct the North Avenue bridge by The capacity analyses performed for the Build with the re-constructed Bridge condition indicates that delays would decrease from the existing operations for these intersections and that overall operating conditions would be improved over the No re-constructed Bridge condition. It should be noted that a Synchro analysis was performed for the roadway system. Therefore, when a recommended mitigation measure is implemented in the analysis for a specific intersection, the effects are registered throughout the network at other intersections in the system. The analyses indicate the effect on the adjacent intersections and indicate the intersections working together. Level-of-Service Comparison Intersection capacity analyses were performed for the Build Mitigated condition with the identified improvement measures using Synchro Version 6. The results of these analyses are compared to the Existing, No-Build and Build traffic operating conditions in Table II-D-6. II-34

74 Table II-D-6. Level of Service Comparison Intersection Approach 1 AM PM Saturday Existing No-Build Build Mitigated Existing No-Build Build Mitigated Existing No-Build Build Mitigated Main Street EB t B (16.9) C (20.3) C (22.3) C (21.9) B (16.4) C (22.1) C (25.1) C (23.6) B (16.1) C (27.2) D (50.4) D (39.6) at Lawton SB l A (3.6) A (8.0) A (9.0) B (11.9) B (13.6) B (11.6) B (11.9) C (27.6) A (8.8) B (14.6) B (15.1) C (25.4) Street Overall B (16.0) B (19.6) C (21.6) C (21.4) B (16.0) C (20.9) C (23.7) C (24.0) B (14.7) C (25.3) D (45.3) D (37.6) Main Street at North Avenue Main Street at LeCount Place Huguenot Street at Huguenot Street at North Avenue Huguenot Street at LeCount Place EB l/t/r A (8.8) A (8.8) B (11.6) B (11.6) A (9.0) B (19.3) C (27.9) C (30.3) B (12.0) D (42.1) E (68.6) E (75.7) NB t/r D (36.1) C (30.1) C (29.6) C (29.6) D (35.8) C (30.2) C (30.0) C (33.7) D (35.8) C (28.6) C (29.7) C (29.7) SB l/t B (15.5) C (28.7) D (38.0) C (32.4) C (30.3) C (34.6) D (38.1) C (34.0) D (46.7) D (36.9) D (34.8) C (30.6) Overall B (14.2) B (16.0) B (17.9) B (18.4) B (17.4) C (23.9) C (30.4) C (31.5) C (23.1) D (39.3) E (57.1) E (61.0) EB l N/A A (8.5) B (10.5) B (11.1) N/A A (8.6) B (10.8) B (13.1) N/A B (10.6) B (16.6) B (17.7) EB t/r N/A B (12.7) B (15.4) B (17.1) N/A B (10.3) B (12.0) B (18.2) N/A C (20.2) C (31.6) D (36.4) NB t/r B (10.9) N/A N/A N/A A (9.1) N/A N/A N/A B (13.0) C (20.8) N/A N/A EB l/t/r B (19.5) C (21.3) C (21.7) C (28.1) B (13.5) B (15.2) B (15.4) C (24.2) B (15.7) N/A C (21.4) D (49.0) SB l C (23.1) A (9.0) B (11.8) C (21.0) C (29.3) B (17.3) F (123.7) D (50.7) C (30.3) D (38.0) F (158.1) E (79.0) SB t C (21.6) A (7.4) A (8.0) B (16.5) C (22.8) A (7.2) B (17.9) A (8.4) C (21.7) B (15.8) B (19.4) B (17.3) Overall B (13.0) B (13.3) B (15.1) B (17.9) B (12.8) B (11.4) D (35.6) C (24.1) B (15.3) C (21.0) D (49.7) D (41.0) WB l/t A (2.1) A (2.7) A (3.0) A (1.9) A (3.9) D (47.6) F (82.9) D (47.4) A (5.5) B (17.4) C (35.0) B (18.2) Overall A (2.1) A (2.7) A (3.0) A (1.9) A (3.9) D (47.6) F (82.9) D (47.4) A (5.5) B (17.4) C (35.0) B (18.2) WB l N/A N/A N/A B (10.9) N/A N/A N/A B (13.4) N/A N/A N/A B (14.5) WB t N/A N/A N/A B (16.1) N/A N/A N/A F (102.9) N/A N/A N/A E (66.3) WB l/t B (16.4) C (22.8) C (23.2) N/A B (17.7) F (86.7) F (129.4) N/A C (23.6) D (47.2) E (67.7) N/A WB r A (1.9) A (4.5) A (7.4) A (5.1) A (4.0) B (14.3) F (100.2) F (219.7) A (5.9) B (17.1) C (23.7) D (40.2) NB l C (28.9) B (11.9) C (27.9) C (22.1) C (26.5) F (276.1) F (482.0) F (211.1) D (39.5) E (60.1) F (154.6) F (97.1) NB t C (33.1) A (2.9) A (5.1) B (11.4) C (21.5) A (5.6) B (10.7) B (12.9) C (24.1) A (3.0) A (9.2) B (12.0) SB t C (32.3) C (26.2) C (28.8) C (28.0) C (32.7) C (22.4) C (24.5) D (36.6) D (37.3) C (32.1) D (37.0) C (32.7) SB r A (6.8) B (14.9) B (16.9) B (15.9) A (9.6) C (28.5) C (27.2) D (35.1) C (22.9) D (40.6) D (42.9) D (44.9) Overall C (20.1) B (15.8) B (18.5) B (16.3) B (18.3) E (72.8) F (122.1) F (106.6) C (24.9) C (33.9) D (48.6) D (45.9) WB l N/A A (9.8) A (9.2) A (6.2) N/A B (15.1) B (17.0) A (9.2) N/A B (11.3) B (11.4) A (7.0) NB l N/A B (18.5) B (19.0) C (22.2) N/A C (23.6) E (56.9) C (23.4) N/A C (31.5) F (140.6) C (26.1) WB l/t/r B (14.4) N/A N/A N/A B (16.3) N/A N/A N/A B (14.9) N/A N/A N/A NB l/t C (24.6) N/A N/A N/A C (25.9) N/A N/A N/A C (27.8) N/A N/A N/A SB t/r A (0.0) N/A N/A N/A B (11.8) N/A N/A N/A A (0.0) N/A N/A N/A Overall B (16.2) B (11.3) B (11.0) A (9.1) B (17.7) B (16.5) C (24.7) B (12.0) B (17.6) B (15.9) D (44.5) B (11.9) II-35

75 Table II-D-6. Level of Service Comparison, Continued Impact Issues Intersection Approach 1 AM PM Saturday Existing No-Build Build Mitigated Existing No-Build Build Mitigated Existing No-Build Build Mitigated Huguenot WB l/t A (9.2) B (13.9) B (14.2) B (14.8) B (10.6) B (15.8) B (16.0) B (18.5) B (10.7) B (16.0) B (16.2) C (20.7) Street SB t C (21.8) B (19.9) C (20.3) B (19.7) C (21.9) C (20.1) C (20.6) B (17.6) C (21.5) B (19.4) B (19.2) B (15.2) SB r N/A B (10.2) B (17.2) B (17.0) N/A C (26.9) D (43.7) C (34.5) N/A C (28.2) E (58.7) C (34.6) at Cedar Street Overall B (11.7) B (13.0) B (16.4) B (16.4) B (12.7) C (21.2) C (29.9) C (26.3) B (11.7) C (21.8) D (38.4) C (27.8) Unsignalized WB t a (0.0) N/A N/A N/A a (0.0) N/A N/A N/A a (0.0) N/A N/A N/A Huguenot Street SB r b (12.5) N/A N/A N/A b (14.3) N/A N/A N/A b (13.3) N/A N/A N/A Intermodal EB l D (37.9) D (38.0) D (38.0) D (47.8) D (46.8) D (47.3) D (47.9) D (46.4) D (37.0) D (37.0) D (37.0) D (43.9) Transportation EB t/r C (26.8) B (15.4) B (15.4) C (32.4) C (25.6) B (16.0) C (21.3) C (25.6) C (29.7) C (20.9) C (20.9) C (33.9) NB l/t/r F (200.7) F (327.5) F (449.5) F (187.0) F (222.2) F (641.4) F (697.4) F (258.7) D (37.3) F (238.4) F (544.5) F (125.9) Center at SB l/t/r F (98.6) F (326.8) F (424.6) E (59.0) F (339.8) F (580.3) F (675.7) F (193.6) F (205.8) F (401.3) F (557.3) F (143.7) North Avenue Overall F (149.6) F (316.9) F (426.5) F (120.0) F (248.7) F (558.8) F (637.7) F (216.1) F (119.0) F (305.3) F (545.2) F (133.1) EB l/t/r D (49.7) E (60.9) E (74.2) N/A D (45.7) E (60.3) F (82.8) N/A D (41.7) D (43.5) D (48.1) N/A WB l F (578.4) F (807.2) F(1042.1) F (216.2) F (469.3) F (974.5) F (1372.4) F (516.1) F (215.8) F (702.3) F(1257.7) F (380.6) WB t D (44.8) D (45.3) D (45.3) N/A D (43.0) D (43.4) D (43.4) N/A D (42.2) D(42.4) D (42.4) N/A WB l/t N/A N/A N/A F (226.1) N/A N/A N/A F (542.2) N/A N/A N/A F (408.7) Garden Street/ WB r C (21.9) C (33.4) D (38.7) D (40.4) C (34.7) D (54.0) E (73.9) F (177.0) B (11.3) B (10.1) B (10.1) B (13.7) Burling Lane at NB l N/A N/A N/A B (18.8) N/A N/A N/A D (37.5) N/A N/A N/A C (26.1) North Avenue NB t N/A N/A N/A F (93.0) N/A N/A N/A F (113.6) N/A N/A N/A D (46.0) NB l/t/r E (75.2) F (155.1) F (228.3) N/A B (19.9) F (123.4) F (284.1) N/A A (4.3) F (81.1) F (244.6) N/A SB l/t/r F (118.7) F (450.6) F (541.8) N/A F (608.5) F (870.8) F (907.9) N/A F (411.9) F (600.0) F (697.8) N/A SB t/r N/A N/A N/A E (66.8) N/A N/A N/A F (340.1) N/A N/A N/A F (227.4) Overall F (123.8) F (289.2) F (380.8) F (94.2) F (266.4) F (463.5) F (591.0) F (271.2) F (210.8) F (370.5) F (555.5) F (193.8) EB l B (17.3) C (24.2) C (29.6) C (29.6) A (9.8) B (13.5) C (24.7) C (24.7) A (8.3) A (9.7) B (11.4) B (11.4) Garden Street EB t A (8.5) A (8.8) A (9.5) A (9.5) A (9.2) B (10.2) B (13.4) B (13.4) A (9.6) B (11.2) B (14.7) B (14.7) At I-95 Ramps WB t B (18.7) B (18.8) B (18.8) B (18.8) B (19.6) C (20.3) C (20.1) C (20.1) B (17.8) B (18.6) B (17.2) B (17.2) SB l B (15.8) B (16.9) B (17.8) B (17.8) B (16.8) B (19.0) B (19.5) B (19.5) B (12.4) B (14.0) B (15.9) B (15.9) Overall B (15.3) B (17.2) B (18.7) B (18.7) B (14.4) B (16.0) B (18.6) B (18.6) B (11.9) B (13.2) B (14.8) B (14.8) Garden Street at Cedar Street EB t/r N/A N/A C (29.0) C (29.0) N/A N/A D (44.2) D (44.7) N/A C (23.8) C (45.3) D (45.3) EB t a (0.0) C (20.5) N/A N/A a (0.0) C (23.6) N/A N/A a (0.0) N/A N/A N/A EB r a (0.0) B (17.9) C (22.3) C (22.3) a (0.0) C (20.4) C (30.1) C (30.4) a (0.0) C (21.1) C (32.8) C (32.8) SB l/t f (443.7) C (24.0) C (25.6) C (25.6) f (414.6) C (25.8) C (29.0) C (28.8) f (202.4) C (21.9) C (24.3) C (24.3) Overall N/A C (21.6) C (25.8) C (25.8) N/A C (23.8) C (33.7) C (33.8) N/A C (22.2) C (32.2) C (32.2) II-36

76 Table II-D-6. Level of Service Comparison, Continued Intersection Approach 1 AM PM Saturday Existing No-Build Build Mitigated Existing No-Build Build Mitigated Existing No-Build Build Mitigated Cedar Street EB 1 b (12.7) A (0.4) A (0.7) A (0.7) c (17.0) A (1.0) A (1.5) A (1.5) c (15.5) A (2.8) A (3.0) A (3.0) (NB) at NB t/r a (0.0) B (18.6) C (23.9) C (23.9) a (0.0) C (24.8) C (27.4) C (27.3) a (0.0) B (18.4) B (16.9) B (16.9) Overall N/A B (15.8) C (20.0) C (20.0) N/A B (18.7) B (19.6) B (19.5) B (14.3) B (12.0) B (12.0) Anderson G d St Street t WB l/r C (21.8) C (34.5) C (31.4) B (16.2) C (21.2) C (33.2) C (23.1) C (29.8) C (21.2) C (27.1) C (23.7) C (30.9) at North NB t/r B (15.3) C (26.4) C (25.9) A (8.2) A (7.0) C (28.0) C (27.6) C (21.5) A (8.2) C (28.1) C (27.4) B (10.5) SB l/t A (3.7) B (12.0) C (20.9) A (7.9) A (3.7) B (15.1) D (36.0) B (16.5) A (9.5) C (21.0) F (124.8) B (12.8) Avenue Overall B (10.6) C (20.8) C (24.1) A (8.9) A (6.3) C (22.4) C (30.6) C (20.5) A (9.6) C (24.6) E (72.4) B (15.0) Anderson EB l/r B (10.0) D (53.2) E (65.3) D (53.5) A (8.1) E (56.8) F (106.9) E (77.8) A (9.2) E (58.1) F (202.2) F (90.9) Street NB l/t B (13.9) C (21.8) C (29.8) C (25.2) B (13.4) C (28.6) D (37.3) C (28.6) B (13.8) C (30.5) D (52.8) D (49.6) SB t/r A (10.0) D (35.2) C (32.8) B (15.0) B (14.2) D (38.4) F (220.8) C (25.9) A (4.7) C (31.7) F (204.1) C (22.3) at LeCount Overall B (12.1) C (31.9) D (41.1) C (30.6) B (12.5) D (39.0) F (147.2) D (37.5) A (9.6) D (37.9) F (157.7) D (46.5) LeCount Place WB l/r a (9.8) b (10.3) b (11.6) b (11.5) b (11.9) c (17.6) f (53.1) e (47.6) b (10.8) c (18.6) e (46.0) e (45.5) at New Roc SB l/t a (1.5) a (1.8) a (1.0) a (1.0) a (0.6) a (1.1) a (0.7) a (0.7) a (0.9) a (1.8) a (1.2) a (1.0) Huguenot WB t a (0.0) a (0.0) a (0.0) a (0.0) a (0.0) a (0.0) a (0.0) a (0.0) a (0.0) a (0.0) a (0.0) a (0.0) Street at NB l a (9.4) a (9.4) a (9.4) a (9.4) a (9.8) b (10.2) b (11.6) b (11.6) a (9.4) b (10.0) b (10.0) a (10.0) Harrison EB l a (9.5) a (9.6) b (11.0) b (11.0) b (10.3) b (11.0) b (11.2) b (11.2) a (9.7) b (10.6) b (10.3) b (10.3) Street at EB r a (8.6) a (8.6) a (8.7) a (8.7) a (8.8) a (9.0) a (9.6) a (9.6) a (8.5) a (8.8) a (8.7) a (8.7) NB l/t a (0.9) a (1.9) a (5.1) a (5.1) a (0.9) a (2.2) a (2.2) a (2.2) a (1.0) a (3.0) a (2.3) a (2.3) G A LeCount Place EB l/t N/A N/A c (18.9) c (15.7) N/A N/A f (n/a) f (900.9) N/A N/A f (n/a) f (n/a) at Site Access NB l/t N/A N/A a (3.2) a (4.9) N/A N/A a (7.5) a (9.1) N/A N/A b (10.6) b (11.6) SB t/r N/A N/A a (0.0) a (0.0) N/A N/A a (0.0) a (0.0) N/A N/A a (0.0) a (0.0) Anderson Street EB l/t N/A N/A a (0.0) a (0.0) N/A N/A a (0.0) a (0.0) N/A N/A a (0.0) a (0.0) at Site Access NB l/t N.A N/A b (10.3) b (10.3) N/A N/A b (10.9) b (10.9) N/A N/A b (11.7) b (11.7) Note: 1 EB = Eastbound, WB = Westbound, NB = Northbound, SB = Southbound, l = Left, t = Thru, and r = Right 2 Uppercase letters represent Levels-of-Service for signalized intersection, while lowercase letters represent those of unsignalized intersections. 3 Delays are the average for each lane group in seconds per vehicle. For signalized intersections, the average delay per vehicle for the entire intersection is also included. For unsignalized intersections, the value represents the average delay per vehicle for the lane group experiencing the greatest delays. II-37

77 As can be seen from the above table, in the Build Mitigated condition (with the implementation of the recommended improvements), traffic impacts of the proposed project would be adequately mitigated. For the intersection of Main Street with Lawton Street, clearly acceptable Levelsof-Service ( C or better), are anticipated in the AM and PM peak hours. In the Saturday Peak Hour, Level-of-Service D conditions are anticipated. At the intersection of Main Street with North Avenue, acceptable Levels-of- Service are anticipated during the AM and PM peak hours with overall intersection delays of less than 31.6 seconds. In the Saturday peak hour Level-of- Service E conditions, with a delay value of 61.0 seconds are expected. For the intersection of Main Street with LeCount Place, the southbound left-turn movement on LeCount Place accommodates a major exiting volume for the project and is expected to operate at Level-of-Service E during the Saturday peak hour, while the overall intersection would experience a delay of approximately 41 seconds and Level-of-Service D, a tolerable Level-of-Service. During the AM Peak Hour, the intersection would experience a delay of less than 20 seconds and Level-of-Service B. During the PM peak hours, a C Levelof-Service is anticipated. The intersection of Huguenot Street with Lawton Street is expected to operate at acceptable Level-of-Service A and B during the peak AM and Saturday hours, respectively, and at a D Level-of-Service during the peak PM Hour. For the intersection of Huguenot Street with North Avenue, the northbound leftturn movement is expected to operate at Level-of-Service F conditions during the PM peak hour, with an anticipated delay value of seconds, which is approximately 65 seconds less than the value calculated for the No-Build condition and less than ½ the calculated delay expected for the Build condition. The overall Level-of-Service F for the intersection represents an increase in delay of 33.8 seconds compared to the calculated value for the No-Build condition. For the weekday AM peak hour and the Saturday peak hour, clearly acceptable conditions with anticipated delays of l6 seconds are anticipated. In the Saturday peak hour, Level-of-Service F conditions are expected on the northbound left-turn movement, with the intersection as a whole expected to experience Level-of-Service D conditions. The intersection of Huguenot Street with LeCount Place is expected to operate at Level-of-Service B conditions or better, with anticipated intersection delays of less than 15 seconds. II-38

78 The intersection of Huguenot Street with Cedar Street is expected to operate with Level-of-Service C conditions or better, with anticipated intersection delays of less than 28 seconds. The proposed mitigation for the intersection of the Intermodal Transportation Center with North Avenue and the intersection of Burling Lane with North Avenue (without the NYS Thruway Authority s reconstruction of the North Avenue bridge) is to revise the access and modify the signal timings at both intersections and is shown in Exhibit 46. With the proposed changes in access, it is expected that the North Avenue approaches at the Intermodal Transportation Center would experience Level-of-Service F conditions during the PM peak hour and Saturday peak hour. During the AM peak hour, the southbound North Avenue approach is expected to operate at Level-of-Service E. It should be noted however, that vehicle delays both for the intersection approaches and for the intersection as a whole, would be substantially less than the values calculated for the No-Build condition. In the AM peak hour, the anticipated intersection delay of 120 seconds is approximately 196 seconds less than the delay calculated for the No-Build condition. For the PM peak hour, the anticipated intersection delay of 216 seconds is approximately 40% of the calculated No-Build delay. In the Saturday peak hour, the calculated delay of approximately 133 seconds is 172 seconds less than the delay calculated for the No-Build condition. For the intersection of Burling Lane with North Avenue, after the implementation of the proposed access modifications, Level-of-Service F conditions are still expected on some of the approaches and for the intersection. However, for the AM peak hour it is anticipated that the delay values for the mitigated condition (94.2 seconds) would be approximately 195 seconds less than the calculated delay values for the No-Build condition. In the PM peak hour, the anticipated delay of 271 seconds is approximately 192 seconds less than the delay calculated for the No-Build condition (463.5 seconds). For the Saturday peak hour, the anticipated delay of seconds is approximately 177 seconds less than the delay calculated for the No-Build condition. The proposed New York State Thruway Authority s reconstruction of the North Avenue bridge, as shown in Exhibit 47, is currently scheduled to begin in Spring 2009 and be completed late in The proposed reconstruction, together with recommended signal timing and access improvements would also provide mitigation for the intersection of the Intermodal Transportation Center with North Avenue and the intersection of Burling Lane with North Avenue. With the proposed reconstruction and the changes in access, it is expected that the northbound North Avenue approach, the southbound left-turn movement and the westbound Garden Street left-turn movement at the Intermodal Transportation Center would still experience Level-of-Service F conditions during the PM peak hour, while the eastbound exit from the station would experience Level-of-Service E conditions. During the AM peak hour, the eastbound left-turn movement from the station, the northbound approach, and the westbound left-turn on Garden Street II-39

79 Exhibit 46 PROPOSED INTERIM MITIGATION FOR GARDEN AND BURLING INTERSECTIONS LECOUNT SQUARE New Rochelle, New York SOURCE: Adler Consulting - Planning and Development Consultants

80 Exhibit 47 TRAFFIC OPERATIONS WITH NYSTA RECONSTRUCTION OF NORTH AVENUE BRIDGE LECOUNT SQUARE New Rochelle, New York SOURCE: Adler Consulting - Planning and Development Consultants

81 are expected to operate at Level-of-Service E. On Saturday, the northbound approach of North Avenue and the westbound left-turn movement are expected to operate at Level-of-Service F. In comparing the Build condition with the reconstructed North Avenue bridge with the No-Build condition (without the reconstructed bridge), the reconstruction and associated improvements would provide better overall operating conditions. In the AM peak hour, the Level-of-Service D is anticipated with an intersection delay of 42 seconds, which is approximately 275 seconds less than the delay calculated for the No-Build condition. For the PM peak hour, the anticipated intersection delay of 186 seconds is approximately 277 seconds less than the calculated No-Build delay. In the Saturday peak hour, the calculated delay of approximately 138 seconds (Level-of-Service F ) is more than 167 seconds less than the delay calculated for the No-Build condition. For the intersection of Garden Street/Burling Lane with North Avenue, after the reconstruction and changes in access, the intersection would be unsignalized and acceptable Level-of- Service c or better conditions are anticipated during the AM, PM, and Saturday peak hours. It is anticipated that the interim improvements identified above would remain in place until construction begins to implement the NYSTA improvement. For the three intersections along Garden Street (Garden Street with the I-95 ramps, Garden Street with Cedar Street and Garden Street with Cedar Street [North]), Level-of-Service C or better conditions are anticipated with intersection delays of less than 33.8 seconds. At the intersection of North Avenue with Anderson Street, Level-of-Service C conditions (with delays of less than 31 seconds) are anticipated on the westbound Anderson Street approach during the PM and Saturday peak hours. Overall intersection delay is expected to be less than 21 seconds. Overall, the intersection of Anderson Street with LeCount Place is expected to operate at Level-of-Service D in each of the peak hours, with a calculated delay of less than 47 seconds. Traffic analyzed entering or leaving the New Roc City parking garage onto the local street network is expected to operate at Level-of-Service b or better, while the LeCount Place access will operate at Level-of-Service e during the peak PM and Saturday hours. Traffic entering or leaving the new on-site parking garage onto LeCount Place is expected to operate at Level-of-Service f during the PM and Saturday peak hours. Traffic on LeCount Place is expected to operate at Level-of-Service b during all three time periods. II-40

82 Traffic entering or leaving the new on-site parking garage onto New Anderson Street is expected to operate at Levels-of-Service b during the peak hours. Traffic on New Anderson Street is expected to operate at Level-of-Service a during all three time periods. With the proposed mitigation measures in place, queue lengths are also projected to change. Table II-D-7 summarizes the calculated queue lengths for all the conditions studied. II-41

83 Intersection Main Street at Lawton Main Street at North Avenue Main Street at LeCount Place Huguenot Street t Huguenot Street at North Avenue Huguenot Street at LeCount Place Huguenot Street at Cedar Street ITC at Garden Street/North Avenue Table II-D-7. Queue Summary Comparison Table Avail. AM PM Saturday Appr Queue Existing No- Build Mitig- Existing No- Build Mitig- Existing No- Build Mitig- Length EB t * 378* 430* 430* 257* 463* 462* 462* 244* 422* 487* 487* SB l EB l/t/r * * 660* 596* * 835* 828* NB t/r SB t EB l 200 NA NA NA EB t/r NB t/r SB l * * * 383* 272* SB t WB l/t * 228* 171 WB l 250 NA NA NA 21 NA NA NA 32 NA NA NA 38 WB l/t * 345* * 663* 655* 565* 273* 488* 504* 461* WB r * 660* 626* * 381* 140* NB l * 420* 555* 389* 102* * 112 NB t * * * SB t * 340* 281* SB r * 230* 224* * 401* 349* WB l/t/r * 437* NB l * * 184 SB t/r 50 0 NA NA NA 1 NA NA NA 0 NA NA NA WB l/t SB t SB r EB l EB t/r NB l/t/r * 654* 796* 676* 513* 1169* 1276* 1089* 308* 719* 1161* 910* SB l/t/r * II-42

84 Table II-D-7. Queue Summary Comparison Table, Continued Intersection Garden Street at Burling Lane Garden Street at I-95 Ramp Garden Street at Cedar Street Cedar Street (NB) at Garden Street Anderson Street at North Ave Anderson Street at LeCount Pl LeCount Pl at Garage Access Huguenot St at Garage Exit Harrison St at Garage Access LeCount Pl at Site Access Anderson Street at Site Access Avail. AM PM Saturday Appr Queue Existing No- Build Mitig- Existing No- Build Mitig- Existing No- Build Mitig- Length EB l/t/r NA NA WB l * 319* 384* 196* 283* 475* 625* 351* 157* 358* 569* 296* WB t * * WB r * 179* 237* NB l 250 NA NA NA 12 NA NA NA 52 NA NA NA NA NB l/t/r * 1020* SB l/t/r * 1019* 1185* 622* 1172* 1165* 1237* 1137* 1077* 1366* 1501* 1126* EB l EB t WB t * 126* 125* SB l EB t/r EB r SB l/t * * * EB l NB t/r WB l/r NB t/r SB l/t EB l/r * 259 NB l/t * 330 SB t/r * * 191 WB l/r * 249* * 203 NB t/r SB l/t WB t NB l EB l EB r NB l/t SB t/r EB l/r NA NA NA NA NA na* 1390* NA NA na* na* NB l/t NA NA NA NA NA NA NA SB t/r NA NA NA 0 0 NA NA 0 0 NA NA 0 0 EB t/r NA NA NA 0 0 NA NA 0 0 NA NA 0 0 NB r NA NA NA 6 6 NA NA 9 9 NA NA II-43

85 Intersection Appr 1 Intermodal Transportation Center At Garden Street/ North Avenue Garden Street at Burling Lane In general, the mitigation measures identified for the Build Mitigated condition not only improve the Levels-of-Service for the subject approaches and the intersections as an entity, but also reduce the anticipated lengths of queued vehicles along the roadway network. Those locations where the calculated queue length exceeds the available storage length are indicated in the table with an asterisk. Table II-D-8 summarizes the Levels-of-Service expected at the North Avenue intersections with Garden Street/ Burling Lane and with the Intermodal Transportation Center following the construction of the North Avenue Bridge (by the New York State Thruway Authority). Table II-D-9 summarizes the anticipated queue lengths. The approaches where the expected queue exceeds the available storage are marked with an asterisk. Existing Table II-D-8. Level Of Service Table, With Bridge Condition AM PM SAT No-Build Build Existing No-Build Build Existing No-Build Build EB l D (37.9) E (56.0) E (56.0) D (46.8) E (70.4) E (78.2) D (37.0) D (52.5) D (52.3) EB t/r C (26.8) C (34.7) C (34.7) C (25.6) C (26.2) C (27.8) C (29.7) D (38.9) D (38.8) WB l N/A E (71.7) F (104.5) N/A F (173.2) F (253.9) N/A F (167.1) F (332.5) WB t N/A D (37.2) D (37.2) N/A C (30.2) C (28.9) N/A D (41.2) D (38.4) NB l N/A B (18.0) B (15.9) N/A B (11.5) A (9.1) N/A A (7.9) A (7.2) NB l/t/r F (200.7) E (58.5) E (78.5) F (222.2) F (169.3) F (374.2) D (37.3) F (89.4) F (256.3) SB l N/A D (45.4) D (47.8) N/A F (119.0) F (179.2) N/A D (35.5) D (46.6) SB l/t/r F (98.6) B (15.5) B (17.3) F (339.8) C (20.4) C (28.3) F (205.8) B (11.1) B (15.3) Overall F (149.6) D (42.0) D (53.5) F (248.7) F (105.5) F (218.7) F (119.0) E (63.1) F (167.2) EB r N/A c (16.5) c (18.5) N/A c (21.4) c (23.5) N/A c (18.5) c (20.4) EB l/t/r D (49.7) N/A N/A D (45.7) N/A N/A D (41.7) N/A N/A WB l F (578.4) N/A N/A F (469.3) N/A N/A F (215.8) N/A N/A WB t D (44.8) N/A N/A D (43.0) N/A N/A D (42.2) N/A N/A WB r C (21.9) d (27.2) d (29.2) C (34.7) c (17.9) c (18.2) B (11.3) b (14.7) c (15.4) NB t N/A a (0.0) a (0.0) N/A a (0.0) a (0.0) N/A a (0.0) a (0.0) NB l/t/r E (75.2) N/A N/A B (19.9) N/A N/A A (4.3) N/A N/A SB t/r N/A a (0.0) a (0.0) N/A a (0.0) a (0.0) N/A a (0.0) a (0.0) SB l/t/r F (118.7) N/A N/A F (608.5) N/A N/A F (411.9) N/A N/A Overall F (123.8) - - F (266.4) - - F (210.8) - - II-44

86 Intersection Appr 1 Intermodal Transportation Center At Garden Street/ North Avenue Garden Street at Burling Lane Table II-D-9. Queue Summary Comparison Table, With Bridge Condition Avail. Queue Length (feet) Existing AM PM SAT No- Build Build Existing No- Build Build Existing No- Build EB l EB t/r Build WB l 150 N/A 172* 207* N/A 308* 461* N/A 303* 429* WB t 150 N/A N/A N/A NB l 100 N/A N/A 4 3 N/A 2 2 NB t/r * 405* 537* 513* 730* 1199* 308* 628* 1070* SB l 75 N/A 214* 223* N/A 277* 329* N/A 143* 193* SB t/r * 246* * 415* * 305* EB r 250 N/A N/A N/A EB l/t/r N/A N/A 133 N/A N/A 88 N/A N/A WB l * N/A N/A 283* N/A N/A 157* N/A N/A WB t N/A N/A 99 N/A N/A 60 N/A N/A WB r NB t 250 N/A 0 0 N/A 0 0 N/A 0 0 NB l/t/r N/A N/A 113 N/A N/A 4 N/A N/A SB t/r 350 N/A 0 0 N/A 0 0 N/A 0 0 SB l/t/r * N/A N/A 1172* N/A N/A 1077* N/A N/A Note: 1 EB = Eastbound, WB = Westbound, NB = Northbound, SB = Southbound, l = Left, t = Thru, and r = Right * Projected queue exceeds available storage. Parking Under Section D of the City Zoning Ordinance, valet parking is permitted for up to 35% of the required parking spaces. Since the proposed number of valet spaces exceeds 35% of the requirement for the hotel and residences, the Applicant will request that the Zoning Ordinance be amended to permit a higher percentage of valet spaces for mixed-use projects in the DMUR District and Downtown Density Bonus Overlay District. Increased levels of valet parking is becoming more common in urban development projects, driven partially by market forces and because it allows for a more efficient use of space. Valet systems similar to that proposed for the Modified Project operate successfully in the City Center and Bank Street Commons projects in White Plains, as well as in many new residential developments in New York City. Use of the New Roc City garage could be optimized and the additional parking that will be generated by the Modified Project could be accommodated without adversely impacting current garage users by assigning 298 additional spaces for permit use. Although not necessary to meet the basic metered parking requirements, allowing an overlap of metered and permit parking from 6:00 p.m. to 8:00 p.m. on weekdays would also be beneficial as it would open up the II-45

87 projected 885 or more spaces reserved for permit parking that would be unoccupied during these hours to use by the general public as metered spaces. This action will have little impact on current permit parkers, the vast majority of whom park before 5:30 p.m. and will continue to be allowed to park up until 8:00 p.m. The daily and temporal parking demand from the office component, and from the retail and restaurant demand that cannot be satisfied in the on-site parking facility was added to the existing parking demand at the New Roc City garage with these recommended changes, again assuming that all but 130 office parkers will purchase permits and that overflow retail and restaurant parkers will park in metered New Roc City garage spaces. A summary of future parking at the New Roc City garage with the recommended changes is presented in Table II-D-10. As seen in the table, with the recommended parking operations changes, there would be at least 10 permit spaces free at all times and at least 65 spaces available for use by the general public at all times. To facilitate the safe and efficient operation of the on-site parking facility, the parking garage operator will manage the garage using the procedures to be prescribed in a parking management plan to be prepared specifically for the facility. For the 556 self-park spaces, the public will enter, park, unpark and leave. A changeable message system will be installed whereby two changeable message signs will be installed on LeCount Place in the vicinity of the site driveway, one facing northbound traffic and the other southbound traffic. The garage operator will monitor parking demand in the self-park portion of the onsite garage and will activate the signs when demand in the garage reaches 90 percent of capacity. The sign facing northbound traffic will show an appropriate display directing motorists wishing to park to proceed north and make a right-turn into the New Roc City garage at the LeCount Place access. The sign facing southbound traffic will show an appropriate display directing motorists wishing to park to proceed south and make a left-turn into the New Roc City garage at New Street. This will require reactivating New Street to vehicular traffic. To preserve pedestrian safety, it is proposed that appropriate sidewalks be provided on New Street, that New Street be used to enter the New Roc City garage only, and that upon entering, all vehicles will be required to turn left and proceed down the westernmost parking aisle of the garage so that a physical barrier between pedestrian and vehicles may be installed between the first and second parking aisles in the garage. For the on-site valet parking, the building operator, in conjunction with the parking operator will issue parking permits for residents as well as authorized office employees, while the hotel operator, in conjunction with the parking operator, will issue dated daily parking passes for hotel guests. Motorists who violate the posted parking restrictions will be warned that they risk being clamped or towed. The parking of valeted vehicles will be confined to the south side of the parking levels and in overnight hours in up to 70 of the self-park spaces on the II-46

88 lowest floor so that the interaction of the public and the valets will be minimized. An appropriate number of parking spaces at the north end of the first level of parking will be reserved as valet turnover spaces serving the office parkers permitted to park on-site. Similarly, a number of spaces at the south end of the first level of parking will be reserved as valet turnover spaces serving the residences. Hotel guests will have their vehicles valeted from the drop-off area in front of the hotel. Upon entering, residents and office executives will proceed to the appropriate valet station where they will turn into one of the parking spaces reserved for valet turnover. After they hand over the keys, the valet will move the vehicle to an available space. Upon return, the valet will retrieve the vehicle, park in a turnover space and return the keys to the owner. II-47

89 Table II.D-10