Barclays Center on-SiteParkingReduction

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Memorandum

Introduction

On behalf of Forest City Ratner Companies (FCRC), Sam Schwartz Engineering (SSE) analyzed
the potential effects of the proposed reduction of on-site parking supply at the Barclays Center
from 1,100 to 541 spaces.
1
The on-site parking would be provided on Block 1129, which is
bounded by Pacific Street to the north, Vanderbilt Avenue to the east, Dean Street to the south,
and Carlton Avenue to the west.
2

This analysis looks at the 2012 Arena Opening Condition, which adds arena traffic and parking
demand associated with a sold-out basketball game to the 2012 street network and parking
facilities that would be available at arena opening (expected in September 2012).

The analysis methodology included the following steps:
x Update the off-street parking capacities and utilization to determine parking supply within !
mile of the arena
x Update the projected arena parking demand
x Assess how the on-site parking changes might affect pre-game, peak hour traffic
conditions
x Assess the effect on pre-game, peak hour pedestrian conditions of shifting parking
locations.

This memorandum concludes that there would be sufficient parking available to accommodate all
arena-generated demand at arena opening; that shifting a portion of arena autos from on-site to
off-site facilities is not likely to result in significant changes in vehicle volumes at most study
intersections; and that changes in pedestrian routing caused by the shift in parking locations is not
likely to result in any significant effect on pedestrian operations. There are, however, certain
intersections where operations could be adversely affected by an increase in vehicle volume; these

1
Based on the operation of the Block 1129 site as a primarily self-park facility with a total of 565 spaces, with
24 spaces reserved for police department parking and the remaining 541 spaces available to arena patrons.
2
While this memorandum examines a potential reduction in on-site parking in the 2012 Arena Opening
Condition, additional parking could be located on Block 1129 in the future as additional components of the
project are constructed.
To: Jane Marshall, Forest City Ratner Companies
From: Daniel Schack, AICP, PTP
Date: April 30, 2012
Re: Barclays Center: On-Site Parking Reduction Analysis
Project No: AY-10-146
Barclays Center: On-Site Parking Reduction Analysis
April 30, 2012
2

locations would be monitored during arena events and improvement measures recommended, as
needed.

Update Off-Street Parking Inventory

The 2006 Atlantic Yards Arena and Redevelopment Project Final Environmental Impact Statement
(Atlantic Yards FEIS) contained a detailed survey of all public, off-street parking facilities located
within ! mile of the arena block (bounded by Atlantic Avenue to the north, Sixth Avenue to the
east, Dean Street to the south, and Flatbush Avenue to the west-southwest) The survey,
conducted in 2006, collected the licensed capacity of each facility and typical occupancy/utilization
for various time periods throughout the day. In October 2011, SSE updated the parking facility
inventory for the same study area and obtained typical occupancies on weekday evenings and
Saturday afternoons based on operator estimates. Twenty existing off-street parking facilities were
found within the study area, shown in Figure 1. Capacity and utilization data for all off-street
parking facilities within the study area are shown in Table 1.

These 20 public parking facilities have a total licensed capacity of 3,461 spaces and a combined
typical utilization of approximately 49% on weekday evenings and 41% on Saturday afternoons.
According to the City Environmental Quality Review (CEQR) Technical Manual (January 2012),
parking facilities are to be considered full when they reach 98% of their licensed capacity;
therefore, the estimated total availability of parking spaces is 1,685 on weekday evenings and
1,986 on Saturday afternoons.

April 30, 2012
3

Figure 1: Off-Street Parking Facilities within 1/2 Mile of Barclays Center (as of October 2011)

April 30, 2012
4

Table 1: Off-Street Parking Facilities within ! Mile of Arena
!" #$$%&''"
()*&+'&"
!"
()*&+'&$"
,-.-*)/0"
1&&2$-0"34&+)+5" 6-/7%$-0"#8/&%+99+"
3'/):-/&$"
;/)<)=-/)9+
#
"
#4-)<->)<)/0
?"
(based on 98
capaclLy)
3'/):-/&$"
;/)<)=-/)9+"
#4-)<->)<)/0
?"
(based on 98
capaclLy)"
vehlcles vehlcles
@" 700 aclflc SL 1244293 170 60 102 63 30 83 82
A
B
" 212 S. Cxford SL 1383322 43 23 11 33 30 14 31
C" 623 ALlanLlc Ave 1242323 630 30 323 312 80 320 117
D" 336 SLaLe SL 1328826 23 30 13 12 30 13 12
E" 10 LafayeLLe Ave 1343364 124 33 43 78 70 87 33
F" 622 lulLon SL 1026739 93 30 29 63 0 0 93
G" 238 Ashland l 1021918 227 30 114 109 30 68 134
H
BI3
" 363 Schermerhorn SL 1203793 100 0 0 98 0 0 98
J" 180 Ashland l 1009614 316 40 126 183 10 32 278
@K" 97-103 uekalb Ave 1019609 133 40 62 90 3 8 144
@@" 74 uekalb Avenue 1346796 126 90 113 10 90 113 10
@A" 393 llaLbush Ave 1187231 140 30 70 67 13 21 116
@C" 300 LlvlngsLon SL 1164348 623 40 249 361 20 123 486
@D
B
" 232 Schermerhorn SL 1119974 100 0 0 98 0 0 98
@E
B
" 390 SLaLe SL 363142 40 0 0 39 0 0 39
@F" 841 unlon SL 363740 163 90 149 13 60 99 63
@G" 211-213 Llncoln l 368380 14 100 14 0 30 4 10
@H" 403 llaLbush Ave 1030813 69 93 66 2 20 14 34
@J" 288 SL Marks Ave 1004164 112 63 73 37 30 36 34
AK" 800 unlon SL 963093 163 90 149 13 90 149 13

L9/-<
,
" CIDF@" DJM" @IGKG" @IFHE" D@M" @IDKF" @IJHF"
" " " " "
A. 8ased on surveys conducLed by Sam SchwarLz Lnglneerlng ln CcLober 2011.
" " " " "
8. arklng faclllLles are consldered full when Lhey reach 98 of Lhelr capaclLy, CLC8 1echnlcal Manual (!anuary 2012),
age 16-14. " " " "
C. 8esulLs may noL balance due Lo roundlng.
" " " " " " "
u. laclllLy ls currenLly closed durlng analysls perlods, however, lL ls assumed LhaL all faclllLles wlLhln 1/2 mlle of Lhe
arena would remaln open durlng arena evenLs." " " "
L. A 720-unlL resldenLlal developmenL ls currenLly planned on Lhls slLe, wlLh consLrucLlon expecLed Lo commence ln
early 2013." " " "

April 30, 2012
5

Updated Arena Parking Demand

To project the number of on-site parking spaces needed in the 2012 Arena Opening Condition, an
analysis was performed considering the updated off-street parking information collected by SSE
and the effects that certain mitigation measures contained in the Atlantic Yards FEIS would have
on overall arena parking demand.

In the FEIS 2010 Build Condition, a maximum arena-generated parking demand of 2,517 and
2,461 vehicles were projected for a weekday evening and Saturday afternoon Nets game,
respectively. The FEIS also assumed that the 1,100 on-site spaces would be fully utilized and that
the remaining arena-generated autos would park in off-site facilities. The FEIS parking analysis
showed that there would be sufficient parking availability within ! mile of the arena to
accommodate all demand generated by a basketball game.

In the FEIS 2010 Build with Mitigation Condition, a package of transportation demand management
(TDM) strategies was proposed that is projected to achieve an overall 20% reduction in peak hour
auto trips generated by basketball games and capture 250 arena-generated autos in remote
parking facilities.
3

This reduction in auto trips was included in the peak hour vehicular analysis
from the 2006 FEIS but was not accounted for in the FEIS parking analysis because no significant
adverse parking impact was found in the FEIS 2010 Build Condition.
Table 2 updates the arena parking demand from the FEIS to account for the reduction in parking
demand that would result from the proposed TDM measures, including remote parking facilities,
and then compares it to the updated off-street parking availability. Certain TDM measures
proposed in the FEIS were aimed at shifting a portion of the arena-generated auto trips outside the
peak hours, which would not reduce maximum parking demand. To account for this, even though
peak hour auto trips would be reduced by 20%, it is assumed that the maximum parking demand
would only be reduced by 15%.

As shown in Table 2, all arena-generated parking demand could still be accommodated in off-
street parking facilities, even with the proposed reduction in on-site capacity. The results show that
there would be a surplus of 337 and 685 available spaces during a weekday evening and Saturday
afternoon game, respectively.

3
Atlantic Yards FEIS (2006), page 19-35.
April 30, 2012
6

Table 2: 2012 Arena Opening Condition: Maximum Arena-Generated Parking Demand Analysis
!! "##$%&'!()#*+*,! -&./0%&'!12.#0*33*!
10#*&!4&0$+*,!5#6&*%!
lLlS 2010 8ulld CondlLlon Maxlmum Arena arklng uemand
A

2,317 2,461
Assumed Cverall 1uM 8educLlon ln Arena arklng uemand
8

13 13
Arena AuLos uLlllzlng 8emoLe arklng Spaces
8

230 230
437.895:!;#%/<.+3*!4&0$+*,!5#6&*%!=+.>+*!?@A!:+B#!32!10#*&!
?CDDE! ?CDFA!
G228-.0##.!4&0$+*,!1)&+B&H+B+.'!
Avallable Cff-SlLe Spaces (from 1able 1)
C

1,683 1,986
Avallable Cn-SlLe Spaces (8lock 1129)
u

341 341
93.&B!G228-.0##.!4&0$+*,!1)&+B&H+B+.'! ACAAI! ACJAK!
!!
93.&B!4&0$+*,!-/0LB/7
(
!
MMK! IDJ!
A. ALlanLlc ?ards lLlS (2006), 1ables 12-17 and 12-18.
8. 8ased on expecLed reducLlon ln arena auLo Lrlps ln Lhe lLlS 2010 8ulld wlLh MlLlgaLlon CondlLlon, ALlanLlc ?ards
lLlS (2006), age 19-33.
C. 8ased on surveys conducLed by Sam SchwarLz Lnglneerlng ln CcLober 2011.
u. 1he only on-slLe parklng faclllLy avallable aL arena openlng would be locaLed on 8lock 1129.
L. 1oLal surplus ls greaLer Lhan Lhe 100 spaces LhaL could be dlsplaced by developmenL on laclllLy #8.

Potential Effect on Pre-Game Peak Hour Traffic Volumes

In the 2012 Arena Opening Condition, the proposed reduction in on-site parking supply, the
consolidation of all arena parking into one location (Block 1129), and current availability at off-site
parking facilities would shift the travel routes of certain arena-generated vehicles. This section
examines the expected changes to project-generated auto routes.

Trip Distribution and Assignment
To establish the volume of arena-generated autos entering the network at each entry/exit portal,
volumes in the FEIS 2010 Build Condition were adjusted for the pre-game peak hour on both a
weekday (7 pm 8 pm) and Saturday (1 pm 2 pm). Specifically, the following assumptions were
applied to generate the 2012 Arena Opening Condition traffic volumes:

x Auto volumes at each portal were reduced by 20% to account for the TDM reduction in
overall arena auto trips.
x To account for the pre-game peak hour vehicles assumed in the FEIS to utilize remote
parking facilities, an additional 188 vehicles were reduced from the portals closest to the
locations of the expected remote parking facilities.
4

The distribution of arena-generated vehicles by network entry/exit portal is shown in Table 3 and
Table 4.

4
250 total vehicles are expected to utilize the remote parking facilities with 75% (188) arriving in the pre-
game peak hour, per the Atlantic Yards FEIS (2006), page 12-32. At this time, all remote parking spaces are
expected to be located at off-street facilities along Atlantic Avenue, west of Boerum Place.
April 30, 2012
7

Table 3: 2012 Arena Opening Condition: Weekday Pre-Game Peak Hour (7 pm 8 pm) Arena Auto Trip Distribution

!"#$%&'($#)*+&
,!-.&/010&234*5&6("54#4("7&
-"8(3"5&9$:")&93#(&;$4<+
9
&
=>:$)**&;?@&
A:53B#4("&C/0DE&4"&
9$:")&93#(&;$4<+
2
&
9$:")&93#(+&
F#4*4G4"H&A:I(#:&
')$J4"H&.<)B:+&
C1KKE
2
&
/01/&9$:")&
=<:"4"H&
6("54#4("7&
-"8(3"5&93#(&;$4<+&
'($#)*&1& SmlLh SLreeL [ uean SLreeL 41 -8 -13 20
'($#)*&/& aclflc SLreeL [ PoyL SLreeL 0 0 0
'($#)*&L& ALlanLlc Avenue [ Plcks SLreeL 234 -31 -78 123
'($#)*&M& Adams SLreeL [ 1lllary SLreeL 314 -63 -97 134
'($#)*&N& llaLbush Avenue [ 1lllary SLreeL 320 -64 236
'($#)*&O& lourLh Avenue [ unlon SLreeL 224 -44 180
'($#)*&P& 1hlrd Avenue [ uean SLreeL 14 -3 11
'($#)*&K& vanderbllL Avenue [ ark Avenue 163 -33 130
'($#)*&Q& CaLes Avenue [ vanderbllL Avenue 0 0 0
'($#)*&10& WashlngLon Avenue [ uekalb Avenue 97 -19 78
'($#)*&11& ALlanLlc Avenue [ Crand Avenue 234 -31 203
'($#)*&1/& WashlngLon Avenue [ 8ergen SLreeL 61 -12 49
'($#)*&1L& llaLbush Avenue [ LlghLh Avenue 109 -22 87
'($#)*&1M& SlxLh Avenue [ unlon SLreeL 40 -8 32
'($#)*&1N& llfLh Avenue [ unlon SLreeL 88 -18 70

;(#)*& 1RQPQ& SLQO& S1KK& 1RLQN&
A. 8ased on arena auLo Lrlp asslgnmenLs used for Lhe ALlanLlc ?ards lLlS (2006).

8. 8ased on reducLlon ln arena generaLed auLo Lrlps assumed ln Lhe ALlanLlc ?ards lLlS (2006).

April 30, 2012
8

Table 4: 2012 Arena Opening Condition: Saturday Pre-Game Peak Hour (1 pm 2 pm) Arena Auto Trip Distribution

!"#$%&'($#)*+&
,!-.&/010&234*5&6("54#4("7&
-"8(3"5&9$:")&93#(&;$4<+
9
&
=>:$)**&;?@&
A:53B#4("&C/0DE&4"&
9$:")&93#(&;$4<+
2
&
9$:")&93#(+&
F#4*4G4"H&A:I(#:&
')$J4"H&.<)B:+&
C1KKE
2
&
/01/&9$:")&=<:"4"H&
6("54#4("7&-"8(3"5&
93#(&;$4<+&
'($#)*&1& SmlLh SLreeL [ uean SLreeL 33 -7 -11 17
'($#)*&/& aclflc SLreeL [ PoyL SLreeL 0 0 0
'($#)*&L& ALlanLlc Avenue [ Plcks SLreeL 263 -33 -84 126
'($#)*&M& Adams SLreeL [ 1lllary SLreeL 293 -39 -93 141
'($#)*&N& llaLbush Avenue [ 1lllary SLreeL 331 -66 263
'($#)*&O& lourLh Avenue [ unlon SLreeL 211 -42 169
'($#)*&P& 1hlrd Avenue [ uean SLreeL 12 -2 10
'($#)*&K& vanderbllL Avenue [ ark Avenue 173 -33 140
'($#)*&Q& CaLes Avenue [ vanderbllL Avenue 0 0 0
'($#)*&10& WashlngLon Avenue [ uekalb Avenue 103 -21 82
'($#)*&11& ALlanLlc Avenue [ Crand Avenue 233 -31 202
'($#)*&1/& WashlngLon Avenue [ 8ergen SLreeL 32 -10 42
'($#)*&1L& llaLbush Avenue [ LlghLh Avenue 93 -19 74
'($#)*&1M& SlxLh Avenue [ unlon SLreeL 39 -8 31
'($#)*&1N& llfLh Avenue [ unlon SLreeL 84 -17 67

;(#)*& 1RQMM& SLQ0& S1KK& 1RLOO&
A. 8ased on arena auLo Lrlp asslgnmenLs used for Lhe ALlanLlc ?ards lLlS (2006).

8. 8ased on reducLlon ln arena generaLed auLo Lrlps assumed ln Lhe ALlanLlc ?ards lLlS (2006).

April 30, 2012
9

A detailed trip assignment was developed using these auto trip volumes following the arrival
patterns from the FEIS and the assumption that vehicles would utilize available (off-street)
parking along their most direct route, which is consistent with the trip assignment guidance
provided in the CEQR Technical Manual (January 2012). This trip assignment included routing
vehicles through intersections that were analyzed in the FEIS, as well as other intersections in
the vicinity of the project site.

Individual, arena-generated turning movement volumes in the 2012 Arena Opening Condition
were compared to project-generated volumes in the FEIS 2010 Build with Mitigation Condition
to determine the change in volume at each movement and overall intersection between the two
conditions. The volume increments at the FEIS intersections and non-FEIS intersections are
shown in Appendix A and Appendix B, respectively.

FEIS Intersections
The shift of some arena vehicles to various off-site parking facilities would result in fewer
vehicles reaching the immediate vicinity of the arena block and reduce their travel distances.
This would result in a decrease or no change in total vehicle volumes at the majority of
intersections studied in the FEIS.

Of the 93 FEIS study intersections (shown in Appendix A), the total intersection volume would:
x decrease or remain unchanged at 75 intersections in the weekday pre-game peak hour
and 76 intersections in the Saturday pre-game peak hour, and
x increase at 18 intersections in the weekday pre-game peak hour and 17 intersections in
the Saturday pre-game peak hour.

Overall, decreases in total intersection volumes would be spread throughout the roadway
network, with the greatest decreases occurring along key arterial roadways, such as Flatbush
Avenue, Atlantic Avenue, and Adams Street/Boerum Place.

To further assess the effect of shifting vehicle assignments in the 2012 Arena Opening
Condition, changes in individual turning movement volumes were also examined. It was found
that in the weekday pre-game peak hour, there would be 54 intersections with an increase in
volume for at least one turning movement, and the individual increases would range from 1 to
36 vehicles. In the Saturday pre-game peak hour, there would be 44 intersections with an
increase in volume for at least one turning movement, and the individual increases range from 1
to 45 vehicles. Intersections that would have an increase in any individual movement are
further examined in the following section.

Non-FEIS Intersections
Project-generated volumes that would travel through intersections that were not analyzed in the
FEIS were also compared between the 2012 Arena Opening Condition and FEIS 2010 Build
with Mitigation Condition.
5

As shown in Appendix B, of the 88 and 90 intersections that arena trips would pass through in
the 2012 Arena Opening Condition, the total intersection volume would:
x decrease or remain unchanged at 50 intersections in the weekday pre-game peak hour
and 63 intersections in the Saturday pre-game peak hour, and
x increase at 38 intersections in the weekday pre-game peak hour and 27 intersections in
the Saturday pre-game peak hour.

5
For the FEIS 2010 Build with Mitigation Condition, volumes at intersections not analyzed in the FEIS
were based on arena auto trip assignments used for the Atlantic Yards FEIS (2006).
April 30, 2012
10

Overall, decreases in total intersection volume would generally be concentrated along corridors
like Fifth Avenue, Sixth Avenue, Washington Avenue, and Dekalb Avenue. Increases in total
intersection volumes are scattered through the roadway network, with concentrations along the
Fourth Avenue and Myrtle Avenue corridors.

Detailed operations analysis data for these intersections was not presented in the FEIS;
however the changes to total intersection volume at the non-FEIS intersections are qualitatively
examined in the following section.

Potential Effect on Pre-Game Peak Hour Traffic Operations

As described in the previous section, the geographic distribution of some project-generated auto
trips would shift in the 2012 Arena Opening Condition, with a reduction or no change in total
volume at most of the intersections and increases at other intersections. This section examines
the potential effects on pre-game peak hour traffic operations of these changes for both FEIS
intersections and non-FEIS intersections.

FEIS Intersections
For each intersection where the volume in a lane group would increase, the level of service
(LOS) and average control delay in the FEIS 2010 Build with Mitigation Condition and FEIS
2010 Build Condition, as well as the FEIS-analyzed lane group volume, were examined to
qualitatively assess the potential effect of the increase on intersection operations (see Appendix
C). The FEIS 2010 Build Condition was included in the comparison because the FEIS did not
present delay and LOS information in the Build with Mitigation Condition for intersections that
did not have significant impacts.

An increase was determined unlikely to result in any significant change in delay or LOS if it met
one of the following screening criteria:
x Criterion 1: LOS acceptable (LOS A through LOS C) or marginally acceptable (mid-LOS
D or better), according to CEQR Technical Manual criteria, in the FEIS 2010 Build with
Mitigation/Build Condition, and delay and/or v/c ratio low enough to support the 2012
Arena Opening Condition volume increase.
6
x Criterion 2: LOS unacceptable (mid-LOS D through LOS F), according to CEQR
Technical Manual criteria, in the FEIS 2010 Build with Mitigation/Build Condition but
2012 Arena Opening Condition lane group increment volume extremely low (less than
10 vehicles).

x Criterion 3: Conflicting traffic/adjacent movements reduction high enough to offset the
increase in 2012 Arena Opening Condition volume.
x Criterion 4: Uncontrolled approach. Vehicles do not experience measurable delay.

As shown in Appendix C, most locations where a vehicle volume would increase are not
expected to experience a significant change in delay or LOS; however, there are certain
movements that were operating with an unacceptable LOS (mid-LOS D through LOS F) in the
FEIS 2010 Build with Mitigation Condition or FEIS 2010 Build Condition where the increase in
volume could exacerbate conditions.
7

6
Assessment of delay and v/c ratios are based on professional judgment.
7
Mid-LOS D through LOS F correlate to a control delay greater than 45.0 seconds per vehicle, according
to the Highway Capacity Manual 2010 by the Transportation Research Board.
April 30, 2012
11

In the weekday pre-game peak hour, three intersections would experience an increase in
volume that could have an effect on intersection operations. The FEIS delay and LOS
conditions and projected volumes are shown in Table 5, below.

Table 5: Weekday Pre-Game Peak Hour (7 pm 8 pm), LOS and Vehicle Volumes at Intersections
that Do Not Meet Screening Criteria

In the Saturday pre-game peak hour, seven intersections would experience an increase in
volume that could have an effect on intersection operations. The FEIS delay and LOS
conditions and projected volumes are shown in Table 6, below.

Table 6: Saturday Pre-Game Peak Hour (1 pm 2 pm), LOS and Vehicle Volumes at Intersections
that Do Not Meet Screening Criteria

The additional volume at the intersections listed above is not likely to substantially increase
congestion. However, these locations are recommended for monitoring during the initial arena
events to observe congestion levels, and measures will be recommended to address any
issues, if necessary. This monitoring program is described in the following section.

Non-FEIS Intersections
Because existing traffic volumes and operations (delay and LOS) are not known for the non-
FEIS intersections, the total project-generated volume in the 2012 Arena Opening Condition for
each was examined qualitatively using screening criteria.

!"#$%&'()
*+,&-$
./+#01
!"#$%&'()
*+,&-$
./+#01
2+3(#,+$
2),45+
6
ll aLbush Ave (n-S) [
lul Lon SL (L-W)
S8-L 1.02 79.3 L * 0.87 44.7 u 343 14
SL. Marks l (L-W)
L8-L18 0.69 42.1 u 276 26
8oerum l (n-S) [
Ll vl ngsLon SL (L-W)
S8-L 1.18 132.3 l * 0.91 44.3 u 308 13
* Indicates a significant impact in the FEIS 2010 Build Condition.
7897$:%+;&$<=+;(;>$
6);?('();$@;#%+5+;'
A+!+,$)B$
C+%!(#+
DE@C$7898$F4(,?$G('3$H('(>&'();
F
C. Cal cul aLed from 1abl e C-11, ALl anLl c ?ards lLlS (2006).
A+!+,$)B$
C+%!(#+
DE@C$7898$F4(,?$6);?('();
:
A&;+$
I%)4=
8. ALl anLl c ?ards lLlS (2006), 1abl e C-9.
A. ALl anLl c ?ards lLlS (2006), 1abl e C-4.
$ $ $ $ $ $ $ $ $
!"#$%&'()
*+,&-$
./+#01
!"#$%&'()
*+,&-$
./+#01
2+3(#,+$
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6
lul Lon SL (L-W)
S8-L 0.93 73.4 L * 0.81 44.9 u 288 14
SL. Marks l (L-W)
L8-L18 0.84 32.7 u * 0.71 41.2 u 308 33
ALl anLl c Ave (L-W) [
8ond SLreeL (n-S)
n8-L18 0.74 46.3 u 0.74 46.3 u 246 17
S. orLl and Ave (n-S)
S8-18 0.43 33.6 u 181 43
Carl Lon Ave (n-S)
W8-L 0.38 30.0 C 0.33 26.7 C 67 30
vanderbl l L Ave (n-S)
W8-L 1.81 422.6 l * 0.96 80.1 l 210 41
3Lh Ave (n-S) [
SL. Marks SL (L-W)
L8-L18 0.70 33.3 C 276 34
7897$:%+;&$<=+;(;>$
6);?('();$@;#%+5+;'
A+!+,$)B$
C+%!(#+
DE@C$7898$F4(,?$6);?('();
:
A&;+$
I%)4=
A+!+,$)B$
C+%!(#+
A. ALl anLl c ?ards lLlS (2006), 1abl e C-4.
8. ALl anLl c ?ards lLlS (2006), 1abl e C-9.
C. Cal cul aLed from 1abl e C-11, ALl anLl c ?ards lLlS (2006).
DE@C$7898$F4(,?$G('3$H('(>&'();
F
April 30, 2012
12

An intersection was determined unlikely to experience any significant change in operations if it
met one of the following evaluation criteria:
x Criterion 1: Volume of project-generated tips assigned to intersection (less than 50) in
2012 Arena Opening Condition unlikely to cause a significant adverse impact, according
to CEQR Technical Manual criteria.
x Criterion 2: Overall intersection experiences no change or a decrease in project-
generated trips in 2012 Arena Opening Condition.
x Criterion 3: Overall intersection increment volume very low (less than 15 vehicles).

As shown in Appendix B, most non-FEIS intersections are not expected to experience a
significant increase in delay in the 2012 Arena Opening Condition.

However, there are certain intersections where the increase in total intersection volume could
adversely affect operations. In the weekday pre-game peak hour, the following four intersections
were not screened out using the criteria described above:
x Sixth Avenue and St. Marks Place
x Livingston Street and Hanover Place
x Nevins Street and Livingston Street
x Hanson Place and Ft. Greene Place

In the Saturday pre-game peak hour, the following intersection was not screened out using the
criteria described above:
x Sixth Avenue and St. Marks Place

Therefore, it is recommended that these locations be monitored during the initial arena events to
observe congestion levels, and measures will be recommended to address any issues, if
necessary. This monitoring program is described in the following section.

Post-Arena Opening Traffic Monitoring

In spring 2013, after the arena has been open for several months, a comprehensive traffic study
will be conducted to assess the effect of arena operations on the area roadway network. The
scope of this study, currently being developed with the New York City Department of
Transportation (NYCDOT), would include data collection and traffic analysis of over 50
intersections, spread throughout the study area, during the pre- and post-event periods. For
any locations where delay is found to have deteriorated significantly in the post-opening
condition, measures would be recommended to NYCDOT to improve operations. These
measures could include items such as adjustments to signal timing and phasing, lane re-
striping, or changes to parking regulations.

In addition, the critical intersections identified in the previous section would be monitored for the
first several events at the arena. Operations at these intersections will be observed and any
congestion or operational issues would be noted and shared with NYCDOT. If requested by
NYCDOT, data collection and/or analysis at any of the critical intersections would be conducted
and appropriate mitigation measures recommended, if warranted.

April 30, 2012
13

Online Parking Reservation System

To further encourage drivers to park at facilities along their routes of travel, the Barclays Center
will establish an online parking space reservation system (controlled by an outside vendor),
where parking passes for arena events could be pre-purchased by attendees. The on-site
parking facility (Block 1129) would be a part of this reservation system and the vendor would
make efforts to incorporate all of the 20 other off-site facilities in the area, as well as any
designated remote parking facilities, into the system.

Visitors to the Barclays Center website would be able to click on a link to the parking reservation
system site where they could select the event that they are attending and be presented with a
map/list of participating parking facilities with available spaces and their prices during event
times.

It is expected that drivers would select facilities primarily based on convenience and/or cost.
This would result in a strong preference for drivers to select facilities that are along their route of
travel, enabling them to limit the distance they need to drive and avoid congestion near the
arena. In addition, as is typical for parking at large events, facilities farther from the arena are
likely to be less expensive that those closer, which would provide another incentive for drivers to
park in facilities further from the arena and along their general arrival routes.

In addition, the online parking reservation system could be structured to allow for drivers to
enter their origin point when purchasing a pass and be directed to or notified of the facilities that
would be most convenient to them before they make their selection. For instance, a driver
coming to the arena from Park Slope could be notified that facilities in the south are most
convenient to them.

Once a driver does purchase a space at a particular facility, they would be given directions from
their stated point of origin to the selected facility. These directions could be customized in order
to direct vehicles along particular roadways following the most direct route to their space and to
avoid areas near the arena. Arena management and event organizers would work with the
reservation vendor to develop these directions so they are coordinated with the overall arena
traffic and parking management plans, resulting in a more efficient flow of event traffic.

Furthermore, through the parking vendor, arena management would be able to notify customers
of any particular game day traffic conditions or incidents and recommend alternate routes to
reach their destinations more efficiently.

Overall, the parking reservation system would allow drivers who utilize it to begin their trip to the
arena with a specific destination and planned route, reducing driver confusion and overall
distance traveled. It would further aid arena management by informing them of expected fan
travel patterns and allowing them to plan accordingly.

April 30, 2012
14

Potential Effect on Pre-Game Peak Hour Pedestrian Operations

The shift in distribution of arena-generated autos to off-street parking facilities would result in
changes to pedestrian routes to the arena in the 2012 Arena Opening Condition. To estimate
these changes, a detailed trip assignment was developed for pedestrian trips generated by
arena autos in the weekday and Saturday pre-game peak hours.

To derive the number of pedestrians traveling to the arena from each off-street parking facility,
the number of autos assigned to each facility was multiplied by the expected average vehicle
occupancy for a weekday (2.35 persons/vehicle) and Saturday (2.75 persons/vehicle) Nets
game.
8

These pedestrians were then routed along logical walking routes, in the most direct
path towards the arena, which is consistent with the trip assignment guidance provided in the
CEQR Technical Manual.
At each pedestrian element (sidewalks, corners, and crosswalks) studied in the FEIS, the 2012
Arena Opening Condition was compared to the total FEIS 2010 Build Condition project-
generated volume to determine locations where pedestrian volume would increase (see
Appendix D). In general, the increase in pedestrian volume at elements not studied in the FEIS
would be concentrated northwest of the arena block along Flatbush Avenue between Livingston
Street and the arena. Along this segment, Flatbush Avenue is an arterial with relatively wide
sidewalks and should be able to accommodate the increased volume. For each studied
pedestrian element where volume is projected to increase, the LOS in the FEIS Build Condition
9

was examined to qualitatively assess the potential effect on pedestrian operations.
Sidewalks
There were a total of 24 sidewalks studied in the FEIS. In the weekday pre-game peak hour (7
pm 8 pm), five sidewalks would have an increase in volume. In the Saturday pre-game peak
hour (1 pm 2 pm), seven sidewalks would have an increase in volume. Each of these
sidewalks was projected to operate at LOS A under average and platoon conditions in the FEIS
2010 Build Condition. The magnitude of each volume increase shows that an acceptable LOS
would likely be maintained in the 2012 Arena Opening Condition.

Corners
There were a total of 15 corners studied in the FEIS. In the weekday pre-game peak hour (7
pm 8 pm), eight corners would have an increase in volume. In the Saturday pre-game peak
hour (1 pm 2 pm), nine corners would have an increase in volume. Each of these corners was
projected to operate at LOS A or B in the FEIS 2010 Build Condition. The magnitude of each
volume increase shows that an acceptable LOS would likely be maintained in the 2012 Arena
Opening Condition.

Crosswalks
There were a total of 29 crosswalks studied in the FEIS. In both the weekday (7 pm 8 pm)
and Saturday (1 pm 2 pm) pre-game peak hours, three crosswalks would have an increase in
volume. Each of these crosswalks was projected to operate at LOS A in the FEIS 2010 Build
Condition. The magnitude of each volume increase shows that an acceptable LOS would likely
be maintained in the 2012 Arena Opening Condition.

8
Atlantic Yards FEIS (2006), Table 12-10.
9
The FEIS 2010 Build Condition was used for this assessment because the FEIS did not present LOS
information in the Build with Mitigation Condition because there were no pedestrian elements with
significant impacts.
April 30, 2012
15

Conclusion

By assigning arena-generated autos within the current roadway and parking network in the
area, SSE assessed the potential effect of reducing the number of on-site parking spaces at the
Barclays Center from 1,100 to 541 spaces.
10

Based on the analyses contained in this study,
there would still be more than sufficient parking availability in the on-site and off-site facilities to
accommodate all of the projected demand generated by the arena. Further, these spaces
would be dispersed sufficiently enough through the area that most vehicles should not have to
travel any additional distance to reach parking, and most study intersections would experience
an overall decrease or no change in volume. At the few locations where particular movement
or overall intersection volumes would increase and which did not meet the screening criteria,
conditions would be monitored during arena events and improvement measures recommended,
as needed. Changes in pedestrian routing caused by the shift in parking locations are not likely
to result in any significant effect on pedestrian operations.

10
Based on the operation of the Block 1129 site as a primarily self-park facility with a total of 565 spaces,
with 24 spaces reserved for police department parking and the remaining 541 spaces available to arena
patrons.
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Appendix C: Level of Service and Auto Trip Increment at Intersections where Movements would Increase in the 2012 Arena Opening Condition
v/c ratio
Delay
(sec.)
v/c ratio
Delay
(sec.)
v/c ratio
Delay
(sec.)
v/c ratio
Delay
(sec.)
L 0.20 26.7 C 0.20 26.7 C 79 0 0.12 23.3 C 0.12 23.1 C 49 0
TR 0.90 52.6 D 0.93 56.2 E 1,023 -1 0.82 47.2 D 0.77 43.6 D 857 -2
R 1.14 137.1 F * 1.06 110.7 F 313 -3 0.96 83.4 F * 0.90 70.3 E 280 -5
L 0.56 36.8 D 0.55 36.9 D 469 0 0.62 38.1 D 0.65 39.9 D 477 -2
TR 0.63 41.6 D 0.63 41.6 D 487 0 0.54 39.5 D 0.51 37.4 D 417 0
R 0.61 46.7 D 0.61 46.7 D 174 0 0.75 55.3 E 0.70 49.6 D 209 0
L 0.64 45.3 D 0.64 45.3 D 492 -2 1.01 81.4 F 1.01 81.4 F 624 -7
T 0.35 22.6 C 0.35 22.6 C 614 -15 0.44 20.4 C 0.44 20.4 C 754 -22
R 560 -4 233 -6
T 1.08 91.1 F * 1.07 88.7 F ^ 1321 7 Criterion 2 0.78 42.6 D 0.78 42.4 D 940 1 Criterion 1
R 0.21 32.7 C 0.21 32.7 C 69 0 0.19 32 C 0.19 32.0 C 62 0
5,601 -19 4,902 -43
L 1.04 112.2 F 246 0
R 0.38 30.4 C 118 0
WB LTR 0.40 39.8 D 191 0
L 0.38 21.5 C 65 0
T 0.52 4.6 A 1,299 -20
SB TR 0.96 34.8 C 1,905 3 Criterion 1
3,824 -17
EB LTR 0.16 33.5 C 0.16 33.5 C 95 0
WB LTR 0.80 60.3 E 0.80 60.3 E 203 0
L 0.11 25.9 C 0.11 25.9 C 16 0
TR 1.05 58.4 E * 1.05 58.2 E ^ 1,503 -20
L 1.09 102.2 F 1.09 102.2 F 289 0
TR 1.50 253.4 F * 1.43 220.0 F ^ 1,852 3 Criterion 2
3,958 -17
L 0.81 59.5 E 0.81 59.5 E 223 0
TR 0.31 34.8 C 0.31 34.8 C 120 0
R 0.82 60.5 E 0.82 60.5 E 225 0
NB T 0.57 13.8 B 0.57 13.8 B 1,157 -20
SB TR 1.03 45.9 D * 0.99 34.6 C 2,070 3 Criterion 1
3,795 -17
EB LTR 0.81 64.5 E 0.81 64.5 E 205 0 0.48 43.4 D 0.50 44.9 D 116 0
LT 0.55 50.7 D 0.55 50.7 D 90 0 0.66 54.1 D 0.69 57.6 E 121 0
R 0.27 19.6 B 0.25 17.7 B 122 0 0.36 20.3 C 0.36 19.7 B 151 0
NB T 0.66 30.7 C 0.70 34.4 C 1,010 -20 0.84 38.5 D 0.86 40.6 D 1,207 -34
L 1.02 79.5 E * 0.87 44.7 D 345 14 0.95 73.4 E * 0.81 44.9 D 288 14
T 1.25 136.4 F * 0.78 11.4 B 1,907 -11 1.06 53.4 D * 0.99 33.0 C 1,514 -22
3,679 -17 3,397 -42
LT 1.06 94.6 F *
R 0.32 32.2 C
LTR 0.79 40.8 D 675 3 Criterion 1
NB TR 0.61 11.7 B 0.62 13.9 B 884 -3
LT 1.48 243.9 F *
T 0.91 25.6 C 1,303 -53
2,862 -43
L 0.29 32.7 C 0.29 32.7 C 60 -1 0.41 37.3 D 0.43 38.2 D 64 -1
TR 0.14 28.5 C 0.11 28.1 C 47 11 Criterion 1 0.16 28.9 C 0.10 28.0 C 54 1 Criteria 1 and 3
WB LTR 0.46 33.4 C 0.43 32.7 C 305 -4 0.58 36.3 D 0.58 36.2 D 374 -2
NB LTR 0.74 14.9 B 0.74 15.1 B 906 -5 0.92 24.1 C 0.92 24.1 C 1,242 -6
SB TR 0.92 23.3 C 0.59 10.8 B 1,393 -8 0.79 16.0 B 0.79 16.0 B 1,199 -6
2,711 -7 2,933 -14
EB LTR 0.69 42.1 D 276 26 0.84 52.7 D * 0.71 41.2 D 308 35
NB TR 0.55 12.3 B 953 -5 0.89 21.1 C 0.93 27.6 C 1,286 -6
SB T 0.60 11.0 B 1,395 -10 0.55 10.3 B 0.58 12.5 B 1,248 -7
2,624 11 2,842 22
WB LTR 0.36 32.3 C 154 0 0.59 38.3 D 0.66 44.1 D 235 0
NB LT 0.86 20.2 C 1,072 1 Criterion 1 1.19 108.3 F * 1.09 65.6 E 1,345 1 Criterion 2
SB TR 0.89 21.0 C 1,313 -10 0.82 17.3 B 0.78 12.7 B 1,209 -7
2,539 -9 2,789 -6
EB LT 1.51 260.9 F * 0.89 20.8 C 1,452 -103 1.82 400.0 F * 1.66 325.1 F ^ 1,281 -122
WB TR 0.63 12.1 B 0.63 12.1 B 922 -14 0.89 21.0 C 0.88 20.9 C 1,168 -26
NB LTR 0.47 35.4 D 0.47 35.4 D 167 20 Criterion 1 0.74 46.5 D 0.74 46.5 D 246 17
2,541 -97 2,695 -131
EB TR 0.75 21.6 C 0.71 20.7 C 1,325 -102 0.67 12.7 B 0.67 12.7 B 1,261 -115
TR 0.76 23.5 C 0.91 23.8 C
T 0.66 20.3 C 895 -14 0.79 16.4 B 1,141 -26
R 0.18 17.7 B 91 0 0.29 14.2 B 146 0
NB TR 0.26 27.2 C 0.26 27.2 C 223 11 Criterion 1 0.50 38.2 D 0.50 38.2 D 292 10 Criterion 1
SB TR 0.79 46.0 D 0.39 29.2 C 354 0 0.90 67.9 E 0.90 67.9 E 266 0
2,888 -105 3,106 -131
LT 0.94 39.2 D 0.81 18.8 B
L 0.44 18.4 B 113 14 Criterion 1 0.82 51.9 D 147 14 Criterion 3
T 0.46 9.4 A 996 -80 0.44 7.5 A 959 -77
WB TR 0.71 24.1 C 0.69 23.4 C 1,111 10 Criterion 1 0.84 19.0 B 0.97 39.4 D 1,461 -90
L 0.39 23.1 C 0.54 36.6 D 237 0 0.43 31.8 C 0.50 37.9 D 189 0
R 0.18 19.9 B 0.25 30.5 C 92 0 0.17 27.4 C 0.20 32.2 C 47 0
2,549 -56 2,803 -153
Evaluation Criteria
Saturday PM Pre-Game Peak Hour (1 pm - 2 pm) Weekday PM Pre-Game Peak Hour (7 pm - 8 pm)
Intersection Total
Intersection Total
Intersection Total
Intersection Total
SB
Intersection Total
Evaluation Criteria
FEIS 2010 Build with Mitigation
Condition
B FEIS 2010 Build Condition
A
FEIS 2010 Build Condition
A
Atlantic Avenue (E-W) @
3rd Avenue (N-S)
Bond Street (N-S)
EB
5th Avenue (N-S)
Flatbush Avenue (N-S) @
Sterling Place (E-W)
Intersection Total
Intersection Total
St. Marks Place (E-W)
6th Avenue (E-W)
Dean Street (E-W)
Intersection Total
SB
EB
SB
WB
EB
Intersection Total Intersection Total
Level of
Service
Level of
Service
Willoughby Street (E-W)
Intersection Total
SB
WB
EB
NB
EB
Fulton Street (E-W)
Level of
Service
2012 Arena Opening
Condition Lane
Group Increment
FEIS 2010
Build with
Mitigation
Lane Group
Volume
C
FEIS 2010
Build with
Mitigation
Lane Group
Volume
C
2012 Arena Opening
Condition Lane
Group Increment
Dekalb Avenue (E-W)
WB
SB
Intersection Total
Condition
B
Lane Group
Intersection Total
Myrtle Avenue (E-W)
Level of
Service
Tillary Street (E-W)
WB
NB
Intersection Total
NB
v/c ratio
Delay
(sec.)
v/c ratio
Delay
(sec.)
v/c ratio
Delay
(sec.)
v/c ratio
Delay
(sec.)
Evaluation Criteria
Evaluation Criteria
Condition
A
A
Level of
Service
Level of
Service
Level of
Service
2012 Arena Opening
Condition Lane
Group Increment
FEIS 2010
Build with
Mitigation
Lane Group
Volume
C
FEIS 2010
Build with
Mitigation
Lane Group
Volume
C
2012 Arena Opening
Condition Lane
Group Increment
Condition
B
Lane Group
Level of
Service
L 0.20 0.8 A 0.26 20.1 C 37 0 0.66 37.9 D 0.65 43.2 D 56 0
TR 0.55 8.6 A 0.72 23.3 C 1,196 -80 0.57 8.8 A 0.63 16.8 B 1,092 -77
L 1.31 194.6 F * 0.83 43.0 D 209 -13 1.67 353.0 F * 1.14 118.5 F ^ 228 -15
TR 0.50 8.1 A 0.50 8.1 A 1,075 46 Criteria 1 and 3 0.71 10.7 B 0.70 11.3 B 1,429 -53
LT 0.26 33.8 C 354 -6 98 -7
R 0.48 38.1 D 67 -13 83 -9
LTR 0.38 34.1 C 0.78 56.2 E * 0.80 59.1 E
LTR 1.73 382.8 F * 1.43 251.0 F *
DefL 0.89 67.3 E 49 0 0.88 69.5 E 199 0
TR 0.37 34.5 C 167 0 0.45 35.6 D 181 45
3,154 -66 3,366 -116
EB T 0.65 9.8 A 1,452 -64
WB T 0.58 8.9 A 1,275 33 Criterion 1
L 0.28 33.0 C 101 0
R 0.16 31.2 C 46 0
2,874 -31
L 0.23 9.7 A 0.21 8.5 A 29 -2 0.89 96.7 F * 0.82 77.5 E ^ 46 0
TR 0.69 10.4 B 0.67 9.5 A 1,524 -62 0.60 9.2 A 0.59 9.1 A 1,216 -55
L 0.70 47.1 D * 0.62 36.9 D 67 -10 0.58 30.0 C 0.53 26.7 C 67 30
TR 0.61 9.3 A 0.59 8.4 A 1,334 33 Criteria 1 and 3 0.86 15.1 B 0.84 14.3 B 1,736 -68
NB LTR 0.39 34.1 C 0.39 34.9 C 253 -2 0.46 35.3 D 0.46 35.3 D 301 -1
3,207 -43 3,366 -94
L 0.31 12.4 B 0.64 29.6 C 79 0
T 0.70 10.5 B 0.70 10.5 B 1,575 -18
WB TR 0.64 9.7 A 0.62 9.4 A 1,401 23 Criterion 1
SB LR 0.54 39.6 D 0.54 39.6 D 186 0
3,241 5
L 0.36 25.9 C 0.60 61.9 E *
TR 0.96 39.7 D 1.02 59.4 E *
T 0.94 44.1 D 1,485 -16 0.97 54.6 D 1,189 -9
R 0.41 29.6 C 197 0 0.56 37.5 D 201 0
L 1.61 335.2 F * 0.87 66.2 E 216 -18 1.81 422.6 F * 0.96 80.1 F 210 41
TR 0.60 12.9 B 0.58 12.6 B 1,273 28 Criteria 1 and 3 0.92 27.9 C 0.89 25.7 C 1,566 -33
DefL 0.54 36.3 D 0.68 46.9 D *
L 0.40 32.1 C 114 0 0.50 31.1 C 149 0
T 0.42 31.2 C 0.59 32.4 C
LT 0.36 29.6 C 220 -2 0.47 28.4 C 304 -1
R 0.14 26.6 C 0.14 26.6 C 60 -2 0.09 22.7 C 0.08 22.6 C 34 -2
SB TR 0.51 40.8 D 0.49 40.5 D 383 1 Criterion 1 0.56 38.6 D 0.53 38.1 D 353 -16
3,948 -9 4,006 -20
EB LT 0.71 10.8 B 1,545 -18 0.63 9.6 A 0.63 9.7 A 1,223 -11
WB TR 0.66 9.9 A 1,479 10 Criterion 1 0.85 14.4 B 0.82 13.2 B 1,742 8 Criterion 1
SB LR 0.62 42.3 D 221 0 0.82 55.1 E 0.82 55.1 E 269 0
3,245 -8 3,234 -3
L 0.10 9.8 A 0.10 9.5 A 13 0 0.39 21.7 C 0.51 30.3 C 42 0
TR 0.83 18.5 B 0.83 18.5 B 1,696 -18 0.64 13.4 B 0.67 16.0 B 1,350 -11
L 0.68 36.0 D 0.73 40.6 D 134 0 0.38 12.2 B 0.40 14.2 B 89 0
TR 0.53 3.3 A 0.51 3.7 A 1,342 10 Criterion 1 0.62 3.8 A 0.62 5.3 A 1,618 8 Criterion 1
L 1.07 132.0 F * 1.03 118.9 F 176 0 1.06 140.2 F * 0.95 106.2 F 118 0
T 0.75 54.6 D 0.72 52.0 D 284 0 1.05 101.3 F 0.95 71.8 E 413 0
R 24 0 46 0
SB LTR 1.04 106.2 F 1.00 95.0 F 297 0 1.19 154.6 F 1.07 108.5 F 368 0
3,966 -8 4,044 -3
EB TR 0.67 10.1 B 1,576 -18 0.64 9.6 A 1,383 -11
L 0.38 16.8 B 37 0 0.48 20.8 C 48 0
T 0.63 9.5 A 1,416 10 Criterion 1 0.80 12.7 B 1,663 8 Criterion 1
SB LTR 0.38 35.0 C 154 0 0.59 40.7 D 219 0
3,183 -8 3,313 -3
LTR 1.34 217.8 F * 1.31 202.6 F *
LT 0.88 64.5 E 311 -55 0.89 64.8 E 308 -53
R 0.26 35.3 D 74 0 0.37 37.9 D 90 0
NB TR 0.37 9.6 A 0.38 11.0 B 981 -48 0.62 13.0 B 0.67 15.4 B 1,411 -68
L 0.06 3.5 A 0.05 4.5 A 11 0 0.34 16.9 B 0.40 22.9 C 32 0
T 0.20 3.5 A 0.20 4.7 A 548 0 0.16 8.0 A 0.14 9.0 A 310 -1
1,925 -103 2,151 -122
EB LTR 0.64 46.1 D 197 0 0.81 60.8 E 226 0
NB TR 0.43 10.3 B 990 11 Criterion 1 0.65 13.6 B 1,379 7 Criterion 1
L 0.08 3.8 A 16 0 0.55 31.5 C 46 0
T 0.30 3.9 A 737 -2 0.23 8.4 A 508 -2
1,940 9 2,159 5
EB LTR 1.05 109.7 F 295 0 1.26 184.2 F 306 0
WB LTR 1.07 132.7 F 157 0 1.28 204.5 F 189 0
L 0.24 10.0 A 76 0 0.20 9.6 A 47 0
TR 0.32 9.2 A 728 11 Criterion 1 0.47 10.7 B 993 7 Criterion 1
L 0.04 3.2 A 10 0 0.28 12.4 B 45 0
TR 0.28 3.8 A 709 -2 0.33 9.3 A 758 -2
1,975 9 2,338 5
EB LTR 1.53 297.7 F 1.25 177.2 F ^ 377 1 Criterion 2 1.84 437.2 F * 1.48 273.7 F ^ 423 -5
NB TR 1.08 120.9 F 1.02 105.1 F ^ 236 2 Criterion 2 0.92 77.6 E * 1.02 108.4 F ^ 205 2 Criterion 2
LT 0.13 7.0 A 0.15 7.1 A
L 0.28 11.0 B 141 0 0.37 12.5 B 168 0
T 0.14 8.0 A 126 -42 0.20 8.9 A 143 -56
880 -39 939 -59
Intersection Total
Intersection Total
Intersection Total
Intersection Total
Intersection Total
Intersection Total
EB
WB
NB
SB
SB
EB
WB
EB
WB
NB
SB
EB
EB
SB
WB
SB
NB
4th Avenue (N-S) @
St. Marks Street (E-W)
4th Avenue (N-S) @
Dean Street (E-W)
Vanderbilt Avenue (N-S)
Clermont Avenue (N-S)
Carlton Avenue (N-S)
Cumberland Street (N-S)
S. Portland Avenue (N-S)
Washington/Underhill Avenue (N-S)
5th Avenue (N-S) @
Dean Street (E-W)
Grand Avenue (N-S)
4th Avenue (N-S) @
Union Street (E-W)
Clinton Avenue (N-S)
NB
Intersection Total
Intersection Total
Intersection Total
Intersection Total
Intersection Total
Intersection Total
Intersection Total
Intersection Total
Intersection Total
Intersection Total
Intersection Total
Intersection Total
SB
Intersection Total
Intersection Total
EB
WB
v/c ratio
Delay
(sec.)
v/c ratio
Delay
(sec.)
v/c ratio
Delay
(sec.)
v/c ratio
Delay
(sec.)
Evaluation Criteria
Evaluation Criteria
Condition
A
A
Level of
Service
Level of
Service
Level of
Service
2012 Arena Opening
Condition Lane
Group Increment
FEIS 2010
Build with
Mitigation
Lane Group
Volume
C
FEIS 2010
Build with
Mitigation
Lane Group
Volume
C
2012 Arena Opening
Condition Lane
Group Increment
Condition
B
Lane Group
Level of
Service
LTR 1.02 96.2 F * 1.35 217.8 F *
L 0.26 34.2 C 89 -2 0.20 33.4 C 56 0
TR 0.69 45.7 D 286 -16 1.33 206.1 F 466 -20
NB LT 0.31 10.0 A 0.31 11.3 B 254 0 Criterion 1 0.35 10.7 B 0.35 12.1 B 234 1 Criterion 1
SB TR 0.11 8.2 A 0.17 9.8 A 136 -14 0.17 8.7 A 0.27 10.9 B 184 -11
765 -32 940 -30
EB LTR 0.44 25.6 C 187 34 Criterion 1 0.70 33.3 C 276 34
NB TR 0.53 15.8 B 325 2 Criterion 1 0.55 16.2 B 305 2 Criterion 1
SB LT 0.23 11.4 B 167 -16 0.30 12.3 B 175 -11
679 20 756 25
EB LTR 0.53 21.7 C 259 0 0.63 24.4 C 0.63 24.4 C 292 0
WB LTR 0.41 19.4 B 179 0 0.42 19.4 B 0.42 19.4 B 184 0
NB LTR 0.42 19.3 B 191 4 Criterion 1 0.94 49.5 D * 0.90 42.4 D 432 4 Criterion 1
SB LTR 0.53 21.8 C 269 -16 0.64 24.8 C 0.64 24.8 C 311 -11
898 -12 1,219 -7
EB TR 0.43 14.0 B 310 0
WB LT 0.41 13.6 B 296 0
NB LR 0.86 53.7 D 220 0
SB LTR 0.28 23.2 C 102 45 Criterion 1
928 45
EB LTR 0.54 10.9 B 587 -2
NB TR 0.53 21.0 C 184 0
SB LT 0.38 18.1 B 128 45 Criterion 1
899 43
EB TR 0.18 11.2 B 0 0 0.21 11.6 B 0 0
WB L 0.48 14.4 B 93 0 0.40 13.7 B 103 0
NB TR 239 -12 197 -17
SB LT 0.40 12.8 B 429 -7 0.44 13.2 B 432 38 Criterion 1
761 -19 732 21
L 1.22 159.9 F * 0.95 66.0 E 173 -13 1.13 138.2 F * 0.69 28.9 C 112 -4
TR 0.93 39.5 D 0.74 20.0 B 412 -15 1.18 113.7 F * 0.94 38.4 D 503 -17
NB TR 0.23 11.9 B 0.20 13.3 B 96 11 Criterion 1 0.35 13.3 B 0.40 16.9 B 146 1 Criterion 1
SB LT 0.49 13.8 B 0.56 16.8 B 507 -7 0.51 14.1 B 0.61 18.3 B 516 -7
1,188 -24 1,277 -27
LTR 0.42 14.2 B 0.48 17.3 B
LT 0.30 12.5 B 0.30 12.5 B 156 -2 204 -5
LT 0.19 9.8 A 0.35 11.6 B
L 0.29 14.0 B 62 0 0.93 58.0 E 181 0
T 0.16 9.5 A 96 11 Criterion 1 0.24 8.1 A 146 1 Criterion 1
SB TR 0.52 14.3 B 0.52 14.3 B 507 -17 0.62 15.8 B 0.55 12.8 B 571 -11
821 -8 1,102 -15
EB LTR 0.53 16.3 B 255 2 Criterion 1 0.70 21.0 C 333 2 Criterion 1
WB LTR 0.29 12.5 B 145 0 0.49 15.5 B 218 0
NB LTR 0.34 13.2 B 152 2 Criterion 1 0.62 18.6 B 266 2 Criterion 1
SB LTR 0.41 14.2 B 185 -2 0.49 15.6 B 205 -1
737 2 1,022 3
EB LT 0.34 7.0 A 284 0 0.67 24.5 C 413 0
WB TR 0.32 6.7 A 316 30 Criterion 1 0.49 19.1 B 366 30 Criterion 1
NB LTR 0.54 39.0 D 132 -8 0.34 28.7 C 142 -3
732 22 921 27
EB L 0.05 13.5 B 19 0
NB LT 0.50 10.9 B 326 0
LR 0.12 7.2 A 58 39 Criterion 1
403 39
L 0.45 19.0 B 181 12 Criterion 1 2.08 527.2 F 225 6 Criterion 2
T 0.65 24.2 C 261 -7 0.65 20.7 C 284 -5
LT 1.22 136.8 F * 2.62 758.7 F *
NB TR 0.71 16.4 B 0.65 14.4 B 418 36 Criterion 1 0.77 19.1 B 0.80 24.4 C 411 -1
860 41 920 0
WB TR 0.42 18.1 B 191 -2
NB LT 0.65 14.3 B 383 36 Criterion 1
574 34
EB LTR 0.34 12.7 B 514 -8 0.24 11.6 B 290 -3
DefL 0.77 32.1 C 216 8 Criterion 1 0.59 19.9 B 195 8 Criterion 1
TR 0.55 16.7 B 460 0 0.55 16.7 B 429 0
NB LTR 0.34 34.9 C 121 -7 0.35 35.1 D 128 -3
SB LTR 0.23 32.9 C 87 0 0.09 30.6 C 33 0
1,398 -7 1,075 2
EB LTR 0.60 10.6 B 0.64 13.7 B 494 0 0.71 25.1 C 428 0
WB LTR 0.39 7.6 A 0.42 9.7 A 328 0 0.67 24.7 C 412 0
NB LTR 1.17 158.7 F * 0.70 44.9 D 166 -7 0.29 27.7 C 121 -3
SB LTR 1.36 218.4 F * 0.99 78.5 E ^ 328 8 Criterion 2 0.60 35.0 C 230 8 Criterion 1
1,316 1 1,191 5
WB LTR 0.57 11.1 B 0.62 13.6 B 756 3 Criterion 1 0.53 10.5 B 645 9 Criterion 1
NB LT 0.43 19.4 B 0.29 14.2 B 141 -7 0.61 24.3 C 175 -3
SB TR 1.00 58.9 E * 0.77 25.5 C 405 -21 0.88 36.1 D 302 -21
1,302 -25 1,122 -15
EB LTR 0.11 28.1 C 0.23 30.0 C 106 0
WB LR 0.39 34.5 C 0.38 34.3 C 94 2 Criterion 1
NB TR 0.35 14.2 B 0.29 13.4 B 214 -3
SB LT 0.39 14.8 B 0.38 14.6 B 287 -1
701 -2
Intersection Total
Intersection Total
Intersection Total
Intersection Total
Intersection Total
Intersection Total
Intersection Total
Intersection Total
Intersection Total
EB
SB
Intersection Total
Intersection Total
Intersection Total
S. Portland Avenue (N-S) @
Hanson Place (E-W)
Vanderbilt Avenue (N-S) @
Gates Street (E-W)
Myrtle Avenue (E-W)
WB
NB
Park Avenue (E-W)
Dekalb Avenue (E-W)
WB
Carlton Avenue (N-S) @
Dean Street (E-W)
Pacific Street (E-W)
Myrtle Avenue (E-W)
6th Avenue (N-S) @
Union Street (E-W)
6th Avenue (N-S) @
Bergen Street (E-W)
6th Avenue (N-S) @
Dean Street (E-W)
6th Avenue (N-S) @
EB
S. Portland Avenue (N-S) @
Fulton Street (E-W)
WB
5th Avenue (N-S) @
Union Street (E-W)
5th Avenue (N-S) @
St. Marks Street (E-W)
5th Avenue (N-S) @
Bergen Street (E-W)
Bergen Street (E-W)
Intersection Total
Intersection Total
Intersection Total
Intersection Total
Intersection Total
Intersection Total
Intersection Total
Intersection Total
Intersection Total
Intersection Total
Intersection Total
v/c ratio
Delay
(sec.)
v/c ratio
Delay
(sec.)
v/c ratio
Delay
(sec.)
v/c ratio
Delay
(sec.)
Evaluation Criteria
Evaluation Criteria
Condition
A
A
Level of
Service
Level of
Service
Level of
Service
2012 Arena Opening
Condition Lane
Group Increment
FEIS 2010
Build with
Mitigation
Lane Group
Volume
C
FEIS 2010
Build with
Mitigation
Lane Group
Volume
C
2012 Arena Opening
Condition Lane
Group Increment
Condition
B
Lane Group
Level of
Service
EB LTR 0.50 12.6 B 0.58 16.3 B 443 0
WB LTR 0.19 8.8 A 0.20 10.6 B 169 0
NB LTR 0.54 40.8 D 0.40 35.0 C 263 -3
SB LTR 0.86 59.4 E * 0.73 46.3 D 350 1 Criterion 2
1,225 -2
WB LR 0.48 35.1 D 111 0
NB TR 0.20 6.9 A 447 -3
SB LT 0.53 10.0 A 669 30 Criterion 1
1,227 27
LTR 1.09 109.7 F * 1.26 171.6 F *
LT 0.84 50.4 D 285 -7 0.84 49.0 D 272 -5
R 0.15 25.8 C 42 0 0.24 26.4 C 67 0
NB TR 0.27 7.5 A 0.28 8.8 A 404 4 Criterion 1 0.32 7.8 A 0.34 9.8 A 454 4 Criterion 1
SB LT 0.46 9.1 A 0.48 10.9 B 673 0 0.42 8.8 A 0.45 11.0 B 583 -1
1,404 -3 1,376 -2
L 0.12 27.6 C 0.10 25.1 C 29 0 0.25 29.9 C 0.22 26.8 C 55 0
TR 0.76 48.4 D * 0.60 38.8 D 178 2 Criterion 1 0.86 57.0 E * 0.69 39.2 D 220 0 Criterion 1
L 0.06 6.5 A 0.06 7.9 A 16 0 0.10 6.9 A 0.11 8.2 A 25 0
T 0.41 9.3 A 0.43 11.0 B 323 0 0.54 11.3 B 0.57 13.5 B 370 0
T 0.67 15.3 B 537 0
R 0.16 8.1 A 103 -1
TR 0.91 29.2 C 0.44 10.3 B 706 0 0.89 26.7 C
1,252 2 1,310 -1
EB LTR 0.44 29.2 C 163 2 Criterion 1 0.54 31.7 C 189 15 Criterion 1
NB TR 0.45 12.1 B 327 0 0.57 14.3 B 388 0
L 0.10 8.5 A 40 0 0.05 8.0 A 15 0
T 0.85 25.5 C 617 0 0.84 25.0 C 577 0
1,147 2 1,169 15
WB LTR 0.44 18.5 B 187 2 Criterion 1
NB LT 0.11 7.4 A 69 0
SB TR 0.25 8.6 A 152 0
408 2
L 0.15 12.7 B 0.15 14.3 B 32 0
TR 0.45 14.7 B 0.47 16.6 B 1,073 0
L 0.42 20.5 C 0.45 23.7 C 73 0
TR 0.53 16.3 B 0.54 18.1 B 845 2 Criterion 1
NB LTR 0.43 44.9 D 0.43 44.9 D 172 0
DefL 1.06 105.3 F * 0.98 79.2 E 354 0
TR 0.52 36.7 D 0.49 33.5 C 204 0
Unsignalized WB (SVRD) TR 0.21 15.3 B 0.21 15.3 B 85 0
2,838 2
EB LTR 0.49 38.8 D 0.49 38.8 D 173 0
WB LTR 0.62 43.0 D 0.62 43.0 D 219 0
L 0.10 20.4 C 0.10 22.3 C 12 0
TR 0.47 24.0 C 0.50 26.3 C 795 -16
L 1.18 152.5 F * 0.91 44.3 D 308 13
TR 0.54 15.0 B 0.52 14.8 B 1,208 -110
2,715 -113
EB LT 0.82 35.4 D 289 9 Criterion 1 0.79 32.7 C 260 2 Criterion 1
NB TR 0.58 12.4 B 406 -32 0.68 15.0 B 452 -28
695 -23 712 -26
WB TR 0.32 16.7 B 104 0 0.68 25.5 C 222 0
NB LT 0.29 8.9 A 168 20 Criterion 1 0.35 9.6 A 189 17 Criterion 1
272 20 411 17
EB LT - 16.2 C 470 -23 - 12.6 B 334 -26
NB TR - 9.9 A 162 0 - 10.1 B 193 0
632 -23 527 -26
WB LTR 0.41 41.0 D 109 -1 0.62 43.6 D 176 -1
NB LT 0.24 8.5 A 238 11 Criterion 1 0.46 13.8 B 316 10 Criterion 1
SB TR 0.30 10.0 A 422 0 0.54 14.9 B 450 0
769 10 942 9
LTR 1.09 117.6 F * 0 0 0.80 53.6 D * 0.69 42.8 D 0 0
LT 0.78 52.1 D 314 -43 247 -43
R 0.12 32.7 C 34 0 29 0
NB TR 0.27 8.7 A 0.28 10.5 B 277 0 Criterion 1 0.39 12.2 B 0.42 14.6 B 350 0 Criterion 1
SB LT 0.46 11.1 B 0.48 13.3 B 412 -1 0.79 25.0 C 0.88 37.0 D 462 -1
1,037 -44 1,088 -44
Unsignalized Intersections
SB TR 0.19 18.0 C 56 0 0.18 24.3 D 0.17 22.5 C 34 0
WB T 1,423 10 Criterion 4 1,423 8 Criterion 4
1,546 10 1,759 8
EB LT - 12.2 B 282 26 Criterion 1 - 12.9 B 280 35 Criterion 1
NB TR - 11.6 B 264 12 Criterion 1 - 11.9 B 259 -20
546 38 539 15
WB TR - 8.7 A 157 0
NB LT - 9.9 A 231 12 Criterion 1
388 12
EB LT 0.03 7.3 A 239 0
NB TR 0.31 17.0 C 250 12 Criterion 1
489 12
Screening Criteria for Increases in Volume
Criterion 1: LOS acceptable (LOS A through LOS C) or marginally acceptable (mid-LOS D or better) in the FEIS 2010 Build with Mitigation/Build Condition, and delay and/or v/c ratio low enough to support the 2012 Arena Opening Condition volume increase.
Criterion 2: LOS unacceptable (mid-LOS D or worse) in the FEIS 2010 Build with Mitigation/Build Condition but 2012 Arena Opening Condition lane group increment volume extremely low (less than 10 vehicles).
Criterion 3: Conflicting traffic/adjacent movements reduction high enough to offset the increase in 2012 Arena Opening Condition volume.
Criterion 4: Uncontrolled approach. Vehicles do not experience measurable delay.
Notes
A. Atlantic Yards FEIS (2006), Table C-4.
B. Atlantic Yards FEIS (2006), Table C-9.
C. Calculated from Table C-11, Atlantic Yards FEIS (2006).
D. Intersection unsignalized at time of FEIS completion (2006) but currently signalized.
^ Indicates an unmitigated impact in the FEIS 2010 Build with Mitigation Condition.
Intersection recommended for monitoring during initial arena events.
Intersection Total
Park Place (E-W)
Prospect Place (E-W)
St. Marks Place (E-W)
3rd Avenue (N-S) @
Bond Street (N-S) @
Smith Street (N-S) @
Dean Street (E-W)
St.Marks Place (E-W)
Bond Street (N-S) @
Dean Street (E-W)
D
Dean Street (E-W)
Boerum Place (N-S) @
Livingston Street (E-W)
Underhill Avenue (N-S) @
Bergen Street (E-W)
Waverly Place (N-S)
Washington Avenue (N-S) @
Eastern Pkwy (E-W)
Fulton Street (E-W)
3rd Avenue (N-S) @
Dean Street (E-W)
NB
WB
Bergen Street (E-W)
EB
Intersection Total
Intersection Total
Intersection Total
Intersection Total
Intersection Total
Intersection Total
Intersection Total
Intersection Total
Intersection Total
Intersection Total
NB
Intersection Total
Intersection Total
SB
SB
SB
SB
WB
EB
Intersection Total
Intersection Total
Intersection Total
EB
Intersection Total
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