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NYC 9/11 Public Portal Document determine whether this future load level would be within a typical bus's seated capacity or within its total capacity or above total capacity. As previously noted, buses eperating along feeder routes are scheduled to operate at a maximum load of 70 (standard) or 145 (articulated) passengers per bus—their maximum seated-plus-standee Joad—at the bus's maximum load point. Buses operating atong gno routes, which constitute 80 to 85 percent oi atl tocal bus rottes, are scheduled by the NYCTA to operate at 60 passengers per bus al their maximum-load point. According to current MTA/NYCTA guidelines, increases in bus load levels to above their maximur capacity at any load point is defined as a significant impact since it necessitates the NYCTA's adding more bus service along that route. # may also be-advisable to report-oiher changes in conditions generated by the proposed action that-are perceptble but that-may not constitute-significant impacts for example, the-loss of-available seats, requiring patrons to stand, even if it would not necessitate the addition of buses to-the affectedroute. This information can be-usefut-to the-lead agency in its assessment of an action's effects. Increases in bus load tevels wthin seated capacity at either-of the fwo analysis focations-would generally-net be considered significant impacts-in any case: Increases in load levels from within seated capacity in the no action condition to above seated capacity-fbut within maximum capacity), should be identified-without being cited as a-significant impact. Akhough-the proposed action in this-case would cause some-fravelers lo stand, it would not icause travelers to miss buses because they could not get on thern, nor weutd #necessitate the NYCTA-adding more buses to the line. 430. SIGNIFICANT PEDESTRIAN IMPACTS The guidelines described below may be helpful in determining significant pedestrian impacts. The determination of a significant pedestrian impact is generally based both comfort/convenience characteristics of pedestrian flow and safety considerations. As defined previously, pedestrian level of service D refers 10 restricted flow conditions for sidewalks and crosswalks and to "no touch" zones for corner reservoir areas, LOS E refers to severely restricted conditions for sidewalks and crosswalks and to "touch zones" for corner reservoir areas, and LOS F refers to conditions where movement is extremely difficult if not impossible. LOS D through F all, therefore, have implications regarding comfort and convenience; only LOS F would appear to have potential safety implications under nornal conditions. When evaluating pedestrian impacts, the location of the area being assessed is an important consideration. For CEQR MANUAL 3P-18 example, sections of Midtown and Lower Manhattan have historically had a substantially higher level of pedestrian activity than anywhere else. Pedestrians there have, to some exient, become acclimated to and tolerant of restricted level of service conditions that might not be considered acceptable elsewhere. The guidelines that follow offer some sensitivity to local areas' current pedestrian usage levels. 431. Corners and Crosswalks For comners and crosswalks within the Manhattan central business district (CBD) and downtown Brooklyn, significant impacts may be considered for decreases in pedestrian area occupancies of 1 square foot per person under the build projection when the no action condition has average occupancies under 15 square feet per pedestrian (the threshold of LOS D and E). For crosswalks, maximum surge conditions should be used for assessing significant impacts. Increments of 1 square foot or more applied to no action conditions within LOS D may be perceptible, but not necessarily be considered significant impacts. Elsewhere in the City, significant impacts may be considered for decreases of 1 square foot per person when the no action condition has average occupancies under 20 square feet per pedestrian (mid-LOS D). Increments of 1 square foot or more applied to no action conditions within LOS D or any deterioration from LOS C or better to LOSD may be perceptible, but not necessarily significant impacts. While the large majority of proposed actions will not require a delailed analysis of pedestrian safety impacts, for some actions, they may need to be addressed, Such actions may include the presence of sensitive land uses in the vicinity of the proposed project, such as hospitals.schools, parks, nursing homes, or elderly housing that could be affected by traffic volumes generated by the proposed project. = Increased pedestrian crossings at already- documented bigh-accident locations would result in increasingly unsafe conditions, In addition, generating measurable pedestrian crossings at non-controlled Locations, midblock or intersection, especially for sites generating young pedestrians,,such as schools, parks or other similar locations_also leads te unsafe conditions. See Section 346 of Chapter 30. 432. Sidewalks and Midblock Lacations For sidewalks and other midblock locations within the Manhattan CBD and downtown Brooklyn, a significant impact may occur with an increase in the pedestrian flow rate of 2 pedestrians per foot per minute 10/01 NYC-WTC_000137579