CHAPTER 3 Project Alternatives - NYSDOT Home · CHAPTER 3. PROJECT ALTERNATIVES . 3-3 . entrance or...

PIN X735.82 Van Wyck Expressway Capacity and Access Improvements to JFK Airport Project DDR/DEIS

CHAPTER 3 Project Alternatives

PIN X735.82 Van Wyck Expressway Capacity and Access Improvements to JFK Airport Project DDR/DEIS

3-1

Project Alternatives

This chapter discusses the alternatives for the Van Wyck Expressway Capacity and Access Improvements to JFK Airport Project (Project) that were determined to be feasible and practical (reasonable), as well as those concepts that were dismissed from further consideration.

3.1 CONCEPTS DISMISSED FROM FURTHER CONSIDERATION

Several concepts were considered and dismissed from further consideration during the scoping process for the Project (Table 3-1). Details regarding those concepts and the reasons for their dismissal are documented in the Project Scoping Report: https://www.dot.ny.gov/vwe/repository/x73582_Scoping_Report_final_4-2018.pdf

Table 3-1. Concepts Dismissed from Further Consideration

Concept Description Concept 1: General-Use Lane (GUL)

This concept would provide an additional unrestricted GUL on the Van Wyck Expressway (VWE) in both directions. Vehicles would have four through lanes between the Kew Gardens Interchange (KGI) and John F. Kennedy (JFK) Airport in both the northbound and southbound directions.

Concept 2: Express Lane

This concept would provide an additional (fourth) lane on the VWE in both directions, to be used as an express lane exclusively for traffic traveling between the KGI and JFK Airport. This concept would not have an occupancy restriction, but would have an origin/destination restriction.

Concept 3: High-Occupancy Toll (HOT) Lane

This concept would provide an additional (fourth) lane on the VWE in each direction as a managed-use lane, to be used primarily as a HOT and high-occupancy vehicle (HOV) 3+ lane. This concept would require the collection of tolls for some or all the vehicles that would use the HOT lane.

Concept 4: Exclusive Busway

This concept would provide an additional (fourth) lane on the VWE in each direction to be used as an exclusive busway for bus traffic traveling between the KGI and JFK Airport. Southbound buses in the additional lane would exit the VWE at the entrance to JFK Airport. Northbound buses in the additional lane would exit at the KGI connecting to Grand Central Parkway or VWE.

Concept 5: Exclusive Truck Lane

This concept would provide an additional (fourth) lane on the VWE in each direction to be used as an exclusive truck lane for truck traffic traveling to and from JFK Airport. Southbound trucks in the truck lane would exit the VWE at the entrance to JFK Airport, with no earlier exit point from the lane. Northbound trucks in the truck lane would exit at the KGI connecting to Grand Central Parkway or the VWE.

3.2 LOGICAL TERMINI AND INDEPENDENT UTILITY

Logical termini for the Project were established based on the Project’s discrete purpose and objectives, the land uses within the Study Area, major traffic generators, and the proposed physical improvements under the Project. In consideration of the logical termini, study areas have been established for the Project based on appropriate protocols under the National Environmental Policy Act and related laws, regulations and NYSDOT procedures. The analyses conducted for the Project enable a balanced consideration of the need for safe and efficient transportation; of the social, economic, and environmental impacts of the proposed transportation improvement; and of national, state, and local

https://www.dot.ny.gov/vwe/repository/x73582_Scoping_Report_final_4-2018.pdf

Van Wyck Expressway Capacity and Access Improvements to JFK Airport Project DDR/DEIS PIN X735.82 CHAPTER 3. PROJECT ALTERNATIVES

3-2

environmental protection goals. The logical termini for the Project provide a project area of sufficient length to address environmental matters on a broad scope.

The northern limit of the Project is Hoover Avenue. Hoover Avenue is located immediately south of the KGI, a complex interchange of Grand Central Parkway, the VWE, Jackie Robinson Parkway, and Union Turnpike. This northern terminus was selected because it is where the lanes from the various roads of the KGI all tie together to feed directly into JFK Airport. The southern terminus is just south of Federal Circle, which is the first interchange within JFK Airport. This terminus was established based on the project purpose of improving vehicular access to and from the airport. The project limits serve as rational endpoints for the proposed action.

The Project has independent utility and serves the discrete purpose of providing increased capacity on the VWE between the KGI and JFK Airport to improve vehicular access to and from JFK Airport. The KGI is currently undergoing several independent improvements by the NYSDOT to enhance safety and improve traffic flow in the area around the interchange. The KGI improvements were considered in the assessment of cumulative effects (see Section 4.7) for the Project. The Project would not restrict the consideration of alternatives for other reasonably foreseeable transportation improvements.

3.3 DESCRIPTION OF PROJECT ALTERNATIVES

3.3.1 No Build Alternative

The No Build Alternative assumes no improvements in the project area other than those planned by others or implemented as part of routine maintenance. Although the No Build Alternative does not meet the Project purpose and objectives, the National Environmental Policy Act requires that it be evaluated in this Draft Design Report/Draft Environmental Impact Statement (DDR/DEIS). The No Build Alternative serves as the baseline condition against which the potential effects of the Build Alternative are evaluated.

3.3.2 Build Alternative

The Federal Highway Administration (FHWA) and New York State Department of Transportation (NYSDOT) have identified the Build Alternative as the preferred alternative for the Project (see Appendix A for the preliminary design plans of the Project). The selected alternative will be identified in the Final Environmental Impact Statement/Record of Decision in consideration of comments received throughout the environmental review process, including those received on this DDR/DEIS and from the public hearing.

The Build Alternative would add a fourth lane in each direction between Hoover Avenue and Federal Circle. The additional lane in each direction would be a managed-use lane (MUL) with high-occupancy vehicle (HOV) restrictions. Truck use would be prohibited within the proposed MULs. HOVs, occupied taxis, occupied for-hire vehicles (FHV), and buses would be allowed to use the MULs. Both new MULs would be on the left side of the highway, separated from the existing general-use lanes (GUL) by a 2-foot-wide striped buffer. Vehicles in the southbound MUL would enter the MUL, from the left-most travel lane, south of the 86th Avenue pedestrian bridge, and travel to JFK Airport, with no intermediate

PIN X735.82 Van Wyck Expressway Capacity and Access Improvements to JFK Airport Project DDR/DEIS CHAPTER 3. PROJECT ALTERNATIVES

3-3

entrance or exit points to or from the MUL. Similarly, vehicles in the northbound MUL would travel from JFK Airport to the KGI with no intermediate entrance or exit points to or from the MUL.

Two options are being considered for the MULs: HOV 2+ and HOV 3+.

• Build Alternative Option 1: High-Occupancy Vehicles 2+ (including Occupied Taxi + For-Hire Vehicles): Under this option, the MULs would be for HOV 2+, requiring privately owned vehicles to have a driver and at least one passenger; occupied taxis; occupied FHVs; and buses. Taxis and FHVs are defined as occupied when there is at least one passenger other than the driver in the vehicle.

• Build Alternative Option 2: High-Occupancy Vehicles 3+ (including Occupied Taxi + For-Hire Vehicles): Under this option, the MULs would be for HOV 3+, requiring privately owned vehicles to have a driver and at least two passengers; occupied taxis; occupied FHVs; and buses. Similar to the HOV 2+, taxis and FHVs are defined as occupied when there is at least one passenger other than the driver in the vehicle.

The additional lane in each direction on the VWE would be within the existing transportation right-of-way. Trees would be removed along the northbound and southbound service roads (see Appendix L [Trees Survey]) and both of the service roads would be shifted by approximately 2 to 5 feet closer to existing properties at the following locations:

• Northbound service road

− Liberty Avenue to 101st Avenue

− Atlantic Avenue to Archer Avenue

− 91st Avenue to 90th Avenue

• Southbound service road

− 91st Avenue to Atlantic Avenue

− Atlantic Avenue to 101st Avenue

The widening of the mainline and ramp relocations would not result in the permanent acquisition of private property. The service road shifts would result in the curb line being realigned and the sidewalk widths being reduced by 2 to 5 feet to a minimum width of 8 feet, with some exceptions. Under the LIRR bridge structures, the easterly sidewalk would be reduced to 5.5 feet for approximately 275 feet. Also, between 101st Avenue and Liberty Avenue, the easterly sidewalk would be reduced to 5.5 feet for 95 feet and 6 feet for 186 feet.

The land on which the proposed relocated ramp from North Conduit Avenue to the westbound Belt Parkway is to be constructed is owned by the City of New York, specifically under NYCDEP jurisdiction. To obtain the ROW clearance to construct this portion of the project, the NYSDOT is facilitating a NYCDEP transfer of the land jurisdiction to NYCDOT, which would avoid the need for an acquisition and only require a permit from the NYCDOT to progress the work. When construction is completed, NYCDOT will have maintenance jurisdiction over the new ramp. No ROW acquisition would be required.


3-4

The Build Alternative would be consistent with approved transportation projects adjacent to the VWE, integrating with both the reconstruction of the KGI and the planned redevelopment at JFK Airport. To improve merges and ramp connections, service road capacity would be reduced from three lanes to two lanes for approximately 200 feet near 101st Avenue on the southbound service road and from Atlantic Avenue to 91st Avenue on the northbound service road of the VWE. This capacity reduction could be accommodated from a traffic perspective because the Build Alternative would reduce traffic along the service roads by attracting trips on the service roads back to the VWE mainline. The improvements of the mainline traffic conditions in the Build Alternative would shift the vehicles that currently use the service roads to bypass the mainline congestion back to the mainline, mostly in the northbound direction where vehicles currently use the service road between 133rd Street and Hillside Avenue to bypass the northbound mainline congestion. Currently, hundreds of vehicles per hour use the service roads to bypass congestion. Vehicles use the service roads as either a full-length bypass or to bypass a specific congestion location on the mainline. Both types of maneuvers would be minimized once the Build Alternative is open to traffic.

The Build Alternative has been designed to avoid long-term adverse effects to New York City Transit (NYCT), Long Island Rail Road (LIRR), and AirTrain JFK operations. Coordination with the NYCT, LIRR, and the Port Authority of New York and New Jersey (PANYNJ) would occur during the final design and construction phases (see Section 4.5 [Construction Effects]).

The Build Alternative would not require tolling or special enforcement mechanisms requiring legislation to change current New York State vehicle and traffic laws. The occupancy requirements would be monitored at enforcement areas located between Linden Boulevard and Foch Boulevard for both the northbound and southbound directions, created to observe the occupant count of vehicles traveling in the MULs.

The Build Alternative would include a combination of full-depth pavement reconstruction and resurfacing, bringing the surface of the existing pavement to the same slope required for the finished pavement surface. Key elements of the Build Alternative include the following:

• Geometry

− Retain the VWE mainline posted speed of 50 mph. − Widen the VWE mainline right shoulder to the standard 10-foot width or 6-foot width (auxiliary

lanes), where space permits. − Correct the superelevation, where reasonable. − Correct the horizontal and vertical stopping sight distance, where reasonable. − Mitigate nonconforming vertical stopping sight distance with improved lighting for sag curves. − Correct the right and left shoulder widths on the ramps, where reasonable. − Retain several nonstandard features on the VWE mainline, including lane width, shoulder

width, horizontal curve radius, superelevation, horizontal stopping sight distance, and vertical stopping sight distance (Appendix C includes justification for retaining these nonstandard features).

− Retain several nonstandard features on the entrance and exit ramps, including shoulder width, horizontal curve radius, superelevation, horizontal stopping sight distance, and vertical stopping sight distance (Appendix C includes justification for retaining these nonstandard features).


3-5

− Retain several nonstandard features on the collector-distributor (C-D) and service roads, including lane width and shoulder width (Appendix C provides justification for retaining these nonstandard features).

− Retain several nonconforming features on the VWE mainline, including auxiliary lane length, compound curve lengths, median width, horizontal clearance, broken back curve lengths, and superelevation transitions.

− Retain several nonconforming features on the VWE entrance and exit ramps, including acceleration lane lengths, deceleration lane lengths, and broken back curves.

− Retain several nonconforming features on the C-D and service roads, including auxiliary lane lengths and interchange spacing.

• Structures

− The Study Area includes 22 existing bridges as shown in Figure 3-1, Figure 3-2, and Figure 3-3, four of them carrying the Long Island Rail Road (LIRR) over the VWE. Of the LIRR bridges, three would be rehabilitated/retrofitted and one would be replaced. Of the 18 remaining existing bridges, 16 would be replaced and two would be widened under the Build Alternative. One new bridge would be constructed under the Build Alternative in the southern part of the Study Area to carry the southbound VWE MUL over the southbound VWE exit to Nassau Expressway, increasing the total number of bridges to 23 within the Study Area.

• Traffic and Operations

− Existing entrance and exit ramps would be removed or relocated in the northbound and southbound directions as shown in Figure 3-1, Figure 3-2, and Figure 3-3 and Figure 3-4, Figure 3-5, Figure 3-6, Figure 3-7, and Figure 3-8. These changes would positively affect the flow of traffic throughout the corridor. (Refer to Appendix T for the Access Modification Report.) The following changes to the ramp system are included in the Build Alternative: Northbound VWE

o The Atlantic Avenue/94th Avenue off-ramp would be closed, eliminating the short weaving lane along the VWE mainline and eliminating the bottleneck created by that weaving section.

o The Atlantic Avenue on-ramp and the Jamaica Avenue off-ramp would be reversed, resulting in a weaving lane on the service road.

o The Atlantic Avenue on-ramp would be modified to a 510-foot acceleration lane.

Southbound VWE

o The Atlantic Avenue on-ramp would be closed, eliminating the short weaving section under the 101st Avenue overpass.

o The Liberty Avenue off-ramp and on-ramps would be closed.

o A new off-ramp would be constructed between Atlantic Avenue and 101st Avenue.

o A new two-lane on-ramp would be constructed south of 101st Avenue.

o In the vicinity of the new on-ramp south of 101st Avenue, the service road would be reduced from three lanes to two lanes. Starting at the entrance ramp, the service road


3-6

would be two lanes for approximately 100 feet, and the third lane would open up for an additional 350 feet and be fully restored before Liberty Avenue.

o At the southern end of the corridor at the exit to North Conduit Avenue and westbound Belt Parkway, the VWE mainline and ramps would be reconfigured. The southbound GULs would shift west, following the present C-D road, and would be signed as I-678 South. Two lanes would remain on the present mainline alignment and become a two-lane extension of the exit to the eastbound Belt Parkway, South Conduit Avenue and Nassau Expressway.

o At the southern end, the existing on-ramp from North Conduit Avenue to Westbound Belt Parkway would be closed and a new two-lane on-ramp would be constructed from North Conduit Avenue at the intersection to Belt Parkway Westbound. The new on-ramp would be aligned with the current intersection of North Conduit Avenue and Exit 1W. The proposed acceleration lane of the on-ramp from North Conduit Avenue would be approximately 600 feet longer than the existing lane. Furthermore, the Exit 1W approach would have an additional storage lane for the through movement towards the Westbound Belt Parkway.

In addition, several ramp termini connections to the two service roads would be moved away from the upstream intersections to improve safety and operations at these locations. Generally, these shifts would be less than 200 feet in the merge location of the ramp and service road.

• Control of Access

− Access to the highway would be fully controlled along the VWE mainline of I-678 except as noted in Section 3.4.1.2. Along the interstate, control of access would remain the same as the existing condition.

• Right-of-Way

− Currently the bed of the VWE and ramps consists of both City of NY- and State of NY-owned parcels. The Build Alternative would include the filing of a bed of street map to acquire the VWE mainline and access ramps to be within the right-of-way of the State of New York.

− Permanent easements would be acquired from the City of New York for all local bridges and bridge approaches over the VWE mainline.

− A permanent easement would be acquired from LIRR along the northbound VWE mainline and service road.

− The widening of the mainline and ramp relocations would not require permanent right-of-way land acquisition of private properties.

− Utility relocation would be required.

− No right-of-way fencing would be required.


3-7

Figure 3-1 Build Alternative Bridge and Ramp Locations – Northern Segment


3-8

Figure 3-2 Build Alternative Bridge and Ramp Locations – Middle Segment


3-9

Figure 3-3 Build Alternative Bridge and Ramp Locations – Southern Segment


3-10

Figure 3-4 Build Alternative Ramp Modifications – Hillside Avenue to LIRR


3-11

Figure 3-5 Build Alternative Ramp Modifications – LIRR to Liberty Avenue


3-12

Figure 3-6 Build Alternative Ramp Modifications – Liberty Avenue to 109th Avenue


3-13

Figure 3-7 Build Alternative Ramp Modifications – 109th Avenue to 116th Avenue


3-14

Figure 3-8 Build Alternative Ramp Modifications – Exit 1W


3-15

• Environmental

− Stormwater: The Build Alternative would create a net increase of 12.17 acres of impervious area. The net increase in runoff would be conveyed by a newly proposed stormwater trunk line. The preliminary design does not increase runoff volumes to the existing New York City Department of Environmental Protection (NYCDEP) Combined Sewer that ultimately connects to the Jamaica Wastewater Treatment Plant. Proposed infiltration basins would provide water quality treatment and controlled discharge back into the main trunk line, while retaining runoff volumes for groundwater recharge. The controlled discharge results in a reduction in the peak runoff rate at the outfall to Bergen Basin.

− Landscape: Trees would be removed between the existing VWE and service roads.

− Historic Resources: There would be an adverse effect on three National Register of Historic Places-eligible bridges that carry the LIRR over the VWE.

− Traffic Noise: Noise impacts were identified at receivers along the project corridor and several noise barriers are recommended. For those impacted locations where noise barriers are not being recommended, the noise level increases would be 3 dB(A) or less as compared to existing conditions. According to FHWA's Highway Traffic Noise: Analysis and Abatement Guidance, studies have shown that a noise level increase of 3 dB(A) or less is barely perceptible to the human ear.

− Air Quality: Vehicle-miles travelled (VMT) would be reduced by 1 to 3 percent under the Build Alternative versus the No Build Alternative. Reduced VMT and improved traffic flow under the Build Alternative would result in lower criteria and precursor pollutant emissions (maximum 18 percent lower). Mobile source air toxics would be lower under the Build Alternative as compared to the No Build Alternative. PM10 and PM2.5 localized concentrations under the Build Alternative would be below the National Ambient Air Quality Standards.

− Contaminated Materials: There would be potential to encounter contaminated materials during construction, which would require further site characterization and development of a Remedial Action Work Plan.

− Pedestrians and Bicyclists: By increasing capacity on the mainline, both the northbound and southbound service roads would be less congested with reduced traffic volumes, fewer trucks, more uniform speeds, and fewer pedestrian-vehicle conflicts. In addition, within the work limits, curb ramps at the service road intersections would be upgraded using HDM Chapter 18 standards. The Build Alternative would not preclude future planned bicycle lanes on Atlantic Avenue and 133rd Avenue.

− Construction Staging: Construction would take place from approximately August 2019 to December 2023, utilizing three contracts.

• Appendix A provides the preliminary construction staging plans and sections.

• Cost

− Total estimated cost of the Build Alternative is $1.22 billion (Table 3-2).


3-16

Table 3-2. Probable Construction Costs for Build Alternative

Build Alternative Earthwork $15,635,000 Pavement and Subbase

$39,655,000

Drainage

$11,847,000 Guide Rail and Median Barrier

$7,167,000

Sidewalks and Curb Ramps

$560,000 Signs & Pavement Markers

$6,295,000

Retaining Walls and Noise Barriers

$87,814,000 Traffic Signals

$3,196,000

Lighting

$9,065,000 Misc. Utilities (Water/Sewer)

$8,536,000

Work Zone Traffic Control (WZTC) $75,126,000 Landscaping

$4,824,000

Bridge $323,375,000 Structures Demolition $26,644,000 Stormwater/SPDES

$1,233,000

Intelligent Transportation Systems (ITS)

$18,936,000 Miscellaneous/Incidentals 10% $58,624,775

Subtotal in Base Year Dollars $698,532,775 Contingency/Risk 15% $104,779,916

Subtotal in Base Year Dollars $803,312,691 Cost Data Year and Midpoint of Construction Year 2018 2022

3% $102,071,520 Construction Cost $905,384,211

Final Design, Field Change, Mobilization, Construction Inspection and QC 28% $253,507,579 Design Build Award Amount $1,158,891,790

Rail Road Force Account (RRFA) $43,000,000 Right of Way (ROW) $0 Administration of Contract 2% $18,107,684

Total Project Cost $1,219,999,475 Rounded to nearest $10K $1,220,000,000


3-17

3.3.3 Design Criteria for the Build Alternative

3.3.3.1 Design Standards This section presents design criteria for the proposed mainline, ramps, C-D roads and service roads along the VWE corridor. Evaluation of standard features for the existing roadway were based on, but not limited to, the following publications:

• Highway Design Manual (HDM) – NYSDOT • Bridge Manual – Geometric Design Policy for Bridges – NYSDOT • A Policy on Design Standards – Interstate System (2016) – American Association of State

Highway Officials (AASHTO) • A Policy on Geometric Design of Highways and Streets (2011) – AASHTO • Manual on Uniform Traffic Control Devices (2009) – FHWA, with New York State Supplement

3.3.3.2 Critical Design Elements The design speed for the mainline improvements proposed under the Build Alternative is 60 mph. The posted speed would remain the same as existing at 50 mph. Table 3-3 through Table 3-7 present the critical design elements for the mainline, MUL, service roads, and C-D roads (Appendix C includes the design criteria tables for the ramps).


3-18

Table 3-3. Critical Design Elements: VWE Mainline

PIN: X735.82 NHS (Y/N): Yes Route No. & Name:

I-678 – Van Wyck Expressway (between Hoover Avenue and Federal Circle)

Functional Class: Urban Principal Arterial Interstate

Project Type: Reconstruction Design Classification (AASHTO Class):

Urban Interstate

% Trucks: 9.5% (Avg northbound); 10.1% (Avg southbound)

Terrain: Rolling

ADT: 119,790 (Avg northbound); 122,210 (Avg southbound)

Truck Access Rte.: Qualifying Highway

Element Standard Existing Condition Proposed Condition 1 Design Speed 60 mph 60 mph 60 mph

2 Lane Width 12 feet (minimum) (HDM Section 2.7.1.1 B) 11 feet* 11 feet (minimum)*

3

Shoulder Width Left = Right (rolling & level) = Climbing Lane Shoulder =

Mainline Left: 10 feet (minimum)

Right: 10 feet (minimum) (HDM, Section 2.7.1.1 C, Exhibit 2-2)

Auxiliary Lane (Speed Change Lane)

6 feet minimum (HDM, Section 2.7.5.4)

Mainline Left: 0 feet (minimum)*

Right: 0 feet (minimum)*


0 feet (minimum)*

Mainline Left: 0 feet (minimum)-

10 feet (maximum)* Right: 0 feet (minimum)-

10 feet (maximum)*


6 feet minimum

4 Horizontal Curve Radius 1,200 feet (HDM, Section 2.7.1.1 D, Exhibit 2-2) 800 feet (minimum)* 847 feet (minimum)*

5 Superelevation 8%

(HDM, Section 2.7.1.1 E, Exhibit 2-1b)

<8%* <8%*

6 Stopping Sight Distance (Horizontal & Vertical)

570 feet (HDM, Section 2.7.1.1 F, Exhibit 2-2)

H-SSD: <570 feet* V-SSD: 385 feet*

H-SSD: 305 feet* V-SSD: 452 feet*

7 Maximum Grade 5%

(HDM, Section 2.7.1.1 G, Exhibit 2-2, Note 4)

4.9% 4.05%

8 Cross Slope 1.5% (minimum) 2.5% (maximum)

(HDM, Section 2.7.1.1 H) Varies 1.5% (minimum)

2.5% (maximum)

9 Vertical Clearance 14 feet 0 inches (minimum) 14 feet 6 inches (desirable)

(BM, Section 2.4.1, Table 2-2)

14 feet 0 inches (minimum) 14 feet 0 inches (minimum)

10

Design Loading Structural Capacity Replace = Rehabilitation =

HL-93 and NYS Permit Vehicles (BM Section 2.6.1) HS-20 or HS-25 HL-93 and NYS Permit

Vehicles

11 ADA Compliance HDM Ch. 18 Compliant HDM Ch. 18 * Nonstandard Feature Note: 1 The use of a design speed of 60 mph is consistent with the anticipated off-peak 85th percentile speed within the

range of functional class speeds for the terrain and volume.


3-19

Table 3-4. Critical Design Elements: VWE Managed-Use Lane


I-678 – Van Wyck Expressway (between Hoover Avenue and Federal Circle)

Functional Class: Principal Arterial Interstate


Urban Interstate

% Trucks: N/A Terrain: Rolling ADT: N/A Truck Access Rte.: Qualifying Highway

Element Standard Existing Condition Proposed Condition 1 Design Speed 60 mph N/A 60 mph

2 Lane Width 12 feet (minimum) (HDM Figure 24-13)

N/A 12 feet

3


Left shoulder: 10 feet

Buffer: 1 feet (minimum) - 4 feet (maximum)

(HDM Figure 24-13)

Offline MUL Right shoulder: 610 feet

Left Shoulder: 4 feet (HDM, Section 2.7.1.1 C, Exhibit 2-2)

N/A

Left Shoulder: 0 feet (minimum)–

4.25 feet (maximum)*

Buffer: 2 feet (minimum)

Southbound Offline MUL Right shoulder: 5 feet

(minimum)*; Left shoulder: 0 feet

(minimum)*

4 Horizontal Curve Radius 1,200 feet (HDM, Section 2.7.1.1 D)

N/A 833 feet*

5 Superelevation 8% (HDM, Section 2.7.1.1 E, Exhibit 2-1b)

N/A <8%*


570 feet (HDM, Section 2.7.1.1 F, Exhibit 2-2)

N/A H-SSD: 230 feet (minimum)*

V-SSD: 452 (minimum) feet*

7 Maximum Grade 5%

(HDM, Section 2.7.1.1 G, Exhibit 2-2, Note 4)

N/A 4.05%


(HDM, Section 2.7.1.1 H)

N/A 1.5% (minimum) 2.5% (maximum)



N/A 14 feet 0 inches (minimum)

10


HL-93 and NYS Permit Vehicles (BM Section 2.6.1)

N/A HL-93 and NYS Permit

Vehicles

11 ADA Compliance N/A N/A N/A * Nonstandard Feature Note: 1 The use of a design speed of 60 mph is consistent with the anticipated off-peak 85th percentile speed within the

range of functional class speeds for the terrain and volume.


3-20

Table 3-5. Critical Design Elements: VWE Service Roads

PIN: X735.82 NHS (Y/N): No Route No. & Name:

VWE northbound and southbound service roads between Queens Boulevard and 133rd Avenue)

Functional Class: Urban Local Streets


Urban Local Street

% Trucks: 3.9% (Avg Northbound); 7.9% (Avg Southbound) Terrain: Rolling ADT: 41,558 Truck Access Rte.: No

Element Standard Existing Condition Proposed Condition

1 Design Speed 30mph (HDM Section 2.7.4.3)

30 mph (posted) 30 mph

2 Lane Width

9 feet (minimum); 10 feet (desirable) residential area with severe right-of-way

limitations 11 feet (minimum) industrial area with

severe right-of-way limitations (HDM Section 2.7.4.3 B Exhibit 2-8)

9 feet (minimum) 9 feet (minimum)

In industrial areas, the 9-foot lane width is nonstandard*

3


Left: 0 feet (minimum); 1 to 2 feet (desirable)

Right: 0 feet (minimum); (HDM Section 2.7.4.3 C Exhibit 2-8)

Left: 0 feet (minimum) Right: 0 feet (minimum)


4 Horizontal Curve Radius 188 feet (HDM Section 2.7.4.3 D Exhibit 2-8) 200 feet (minimum) 533 feet (minimum)

5 Superelevation 4% (maximum) (HDM Section 2.7.4.3 E, Exhibit 2-1b) 4% (maximum) 4% (maximum)


175 feet (HDM Section 2.7.4.3 F, Exhibit 2-8) <271 feet 271 feet (minimum)

7 Maximum Grade 15% residential area

8% commercial/industrial areas (HDM Section 2.7.4.3 G, Exhibit 2-8)

8% (maximum) 8% (maximum)

8 Cross Slope 1.5% (minimum) 3% (maximum)

(HDM Section 2.7.4.3 H)

1.5% (minimum) 3% (maximum)

1.5% (minimum) 3% (maximum)



14 feet 0 inches (minimum) 14 feet 0 inches (minimum)

10


N/A N/A N/A

11 ADA Compliance

Sidewalks NYSDOT HDM Chapter 18 and NYCDOT Street Design Manual

Sidewalk Width = 8 feet (minimum) (NYCDOT Street Design Manual)

Curb Ramps

HDM Ch. 18, PROWAG

Sidewalk Width= 8 feet (minimum)

Curb Ramps*

Sidewalks Complies with NYSDOT HDM

Chapter 18 and NYCDOT Street Design Manual;

Sidewalk= 8 feet

Curb Ramps HDM Ch. 18, PROWAG

* Nonstandard Feature


3-21

Table 3-6. Critical Design Elements for Van Wyck Collector-Distributor Road Northbound (CDN)

PIN: X735.82 NHS (Y/N): Yes Route No. & Name: CDN is a C-D roadway connecting Westbound Belt Parkway

to Northbound VWE Functional Class: Collector-Distributor

Road Project Type: Reconstruction Design Classification

(AASHTO Class): Urban Interstate

% Trucks: 5.9% (Average northbound); 9.7% (Average southbound) Terrain: Rolling ADT: 26,803 Truck Access Rte.: Qualifying Highway


1 Design Speed 50 mph (HDM Section 2.7.5.6) 40 mph 50 mph

2 Lane Width 12 feet (HDM Section 2.7.1.1 B) 11 feet* 12 feet minimum

3


Left shoulder: 4 feet (less than 3 lanes for less than 1 mile)

Right shoulder: 6 feet

(HDM, Section 2.7.1.1 C, Exhibit 2-2; Section 2.7.5.4)1



4 Horizontal Curve Radius 758 feet (HDM, Section 2.7.5.6, Exhibit 2-10a) 444 feet (minimum) 7,228 feet (minimum)

5 Superelevation 8% (HDM, Section 2.7.1.1 E, Exhibit 2-1b) 8% (maximum) 8% (maximum)


425 feet (HDM, Section 2.7.5.6; Exhibit 2-10a) 305 feet (minimum)

H-SSD: 425 feet (minimum)

V-SSD: 571 feet (minimum)

7 Maximum Grade 5% (HDM, Section 2.7.5.6; Exhibit 2-10a) 5% (maximum) 5% (maximum)



1.5% (minimum) 2.5% (maximum)



(BM, Section 2.4.1, Table 2-2) 14 feet 0 inches (minimum) 14 feet 0 inches

(minimum)

10


N/A N/A N/A

11 ADA Compliance N/A N/A N/A * Nonstandard Feature Note: 1 The minimum shoulder width for speed change lanes is 6 feet on interstates and 4 feet on other roadways.


3-22

Table 3-7. Critical Design Elements for Van Wyck Collector-Distributor Road Southbound (MSS)


MSS is a C-D roadway connecting Main Street to Southbound VWE)

Functional Class: Interstate (Collector-Distributor Road)


Urban Interstate

% Trucks: N/A Terrain: Rolling ADT: N/A Truck Access Rte.: Qualifying Highway


1 Design Speed 50 mph (HDM Section 2.7.5.6) 40 mph 50 mph

2 Lane Width 12 feet (HDM Section 2.7.1.1 B) 11 feet* 10 feet minimum*

3


Left shoulder: 4 feet, (less than 3 lanes for less than 1 mile)

Right shoulder: 6 feet

(HDM, Section 2.7.1.1 C, Exhibit 2-2; Section 2.7.5.4)1

Left: Varies 4 feet to 9 feet (minimum)*

Right: 0 feet (minimum)*

Left: 0.5 feet * Right: 0 feet (minimum)*

4 Horizontal Curve Radius

758 feet (HDM, Section 2.7.5.6, Exhibit 2-10a) 444 feet (min) 5,084 feet (minimum)

5 Superelevation 8%

(HDM, Section 2.7.1.1 E, Exhibit 2-1b)

8% (maximum) 8% (maximum)


425 feet (HDM, Section 2.7.5.6; Exhibit 2-10a) 425* feet (minimum) H-SSD: 425 feet (minimum)

V-SSD: 425 feet (minimum)

7 Maximum Grade 5% (HDM, Section 2.7.5.6; Exhibit 2-10a) 5% (maximum) 5% (maximum)






(BM, Section 2.4.1, Table 2-2) 14 feet 0 inches (minimum) 14 feet 0 inches (minimum)

10


N/A N/A N/A

11 ADA Compliance N/A N/A N/A * Nonstandard Feature Note: 1 The minimum shoulder width for speed change lanes is 6 feet on interstates and 4 feet on other roadways.


3-23

3.3.3.3 Other Design Parameters In addition to bridge design parameters listed in Section 3.2.3.2, Table 3-8 presents the other design parameters to be considered.

Table 3-8: Other Design Parameters

Element Standard Existing Conditions Proposed Condition

Auxiliary Lane Lengths

VWE Mainline: 1,600 feet Service Roads: 1,000 feet

Collector-Distributor Roads: 1,000 feet From AASHTO1 Figure 10-68

See Section 2.3.3.2: Geometric Design

Elements Not Meeting Minimum

Standards*

See Section 3.3.3.2: Special

Geometric Design

Elements*

Compound Curves VWE Mainline: Ratio of Curve Radii 1.5:1 From NYSDOT HDM 5.7.3.5A

Median Width VWE Mainline: 10 feet (minimum) From NYSDOT HDM Exhibit 5-18

Horizontal Clearance

VWE Mainline: 15 feet without barrier; larger of 4 feet or shoulder with barrier

From NYSDOT HDM Exhibit 5-20

Broken Back Curves

VWE Mainline: 1,500 ft (minimum) VWE Ramps: Avoid curves turning in the same direction

From NYSDOT HDM 5.7.3.5B Superelevation on

Tangent VWE Mainline: Recommended 60% to 90%

From NYSDOT HDM 5.7.3.3 Existing values not calculated but

assumed nonconforming


Geometric Design

Elements* Superelevation

Transition Lengths

VWE Mainline: Depends on number of lanes rotated and percent change in superelevation

From NYSDOT HDM 5.7.3.3

Control of Access VWE Mainline: Grade separated

VWE Service Roads: Dependent on type of ramp From NYSDOT HDM Section 6.2

See Section 2.3.3.2: Geometric Design

Elements Not Meeting Minimum

Standards* See Section 2.3.3.2: Geometric Design


Geometric Design

Elements*

Stopping Sight Distance (Vertical)

VWE Mainline: 570 feet (60mph) From NYSDOT HDM Section 2.7.1.1F Exhibit 2-2

VWE Ramps: 155 feet (25 mph); 200 feet (30 mph); 305 feet (40 mph)

From NYSDOT HDM Section 2.7.5.3 F Exhibit 2-10a

Acceleration Lane Lengths

VWE Ramps: Recommended length varies based on mainline design speed, ramp design speed, and profile

grade. From AASHTO1 Tables 10-3 & 10-4

Deceleration Lane Lengths

VWE Ramps: Recommended length varies based on mainline design speed, ramp design speed, and profile

grade. From AASHTO1 Tables 10-4 & 10-5

Interchange Spacing

1 Mile From AASHTO1 Section 10.9.5

See Section 3.3.3.2: Special Geometric Design Elements*


Geometric Design

Elements* * Denotes non-conforming features. 1 The American Association of State Highway and Transportation Officials (AASHTO): A Policy on Geometric

Design of Highways and Streets, 2011


3-24

3.4 ENGINEERING CONSIDERATIONS

3.4.1 Operations (Traffic and Safety) and Maintenance

3.4.1.1 Functional Classification and National Highway System The Build Alternative would not change the functional classification of the roadways in the Study Area.

3.4.1.2 Control of Access Access to the highway would be fully controlled and grade-separated along the VWE mainline except in the section just north of Federal Circle where several at-grade access points to airport-related facilities would remain.

Section 6.2 of the NYSDOT HDM states that control of access at the crossroad or service road end of interchange ramps is required along both curbs of the crossroad or service road for a minimum distance of 300 feet. The HDM Section 6.2 includes exhibits that illustrate the requirements for control of access at slip ramp terminals with one-way service roads. The HDM also states that the 300-foot distance may be reduced to 100 feet in cities and highly urbanized areas if economic considerations dictate.

The existing and proposed ramps along the VWE corridor are/would be slip ramps that connect to one-way service roads. However, at the southern terminus, a combination of slip and loop ramps connects to the Belt Parkway and adjacent roadways. Control of access exists along the near side (i.e., the expressway side) of the ramp termini, while the far side of the service roads is not access controlled. Thus, the requirement for access control along the far side of service roads would not be met for any of the proposed ramps or existing ramps to remain. Eliminating this nonconforming feature would involve closing local streets and driveways, and affecting numerous private properties that front the service roads.

3.4.1.3 Traffic Control Devices

Traffic Signals There are no new traffic signals proposed in the Build Alternatives. Signals would remain at existing locations along the service roads, which may need to be re-optimized with signal timings and offsets for future volumes. Signals would be modified as needed to achieve the latest requirements for safe pedestrian crossing.

Signing New guide signs would be introduced for the MULs in both directions per the Manual on Uniform Traffic Control Devices (MUTCD), 2009, with the New York State Supplement. These signs would inform drivers of the restrictions of the MUL and give them adequate time to shift lanes as needed. As a result of the VWE mainline widening and proposed ramp reconfigurations, the existing single span and cantilever sign structures would be removed and replaced to sign the Build Alternative. Depending on the condition and relevance, existing sign panels could be moved to new sign structures.

Existing signs on the service roads would be evaluated and replaced as necessary. New signs would be added where required. Curve warning and speed advisory signs would be added for nonstandard curvatures.


3-25

3.4.1.4 Intelligent Transportation Systems The existing Intelligent Transportation System (ITS) on the VWE consists of the following:

• Fiber-optic backbone for communications to the Traffic Management Center • Vehicle detection system • Variable Message Signs (VMS) • Closed-circuit television (CCTV) camera

The majority of the existing ITS equipment in the corridor would need to be removed, relocated and/or replaced due to the proposed roadway widening and access ramp configuration. The approximate number of ITS elements that would need to be removed and replaced are as follows:

• CCTV: 21 • MVD Detector: 15 • VMS: 2 • Junction Box: 6

Much of the fiber optic network would be relocated to the outside of the widened section. In many cases where retaining walls abut the edge of the shoulder, the relocated communications could be located on the outer edge of the shoulder rather than outside the shoulder edge. Many of the detectors and cameras would be relocated or replaced to fit within the widened corridor. The VMS support structures would be rebuilt or replaced to accommodate the wider section.

In addition, the MUL in each direction would result in the need to add four smaller VMSs, a travel time detection system and associated signs between the KGI and Federal Circle in both directions, up to 16 additional detectors specifically for measuring traffic in the MULs, and additional cameras specifically to view traffic conditions in the MULs. Other advanced traffic management systems under consideration to support the MUL include queue warning systems and variable speed control systems in advance of VWE mainline locations that have frequent congestion-related crashes. The approximate number of proposed ITS features are as follows:

• CCTV: 21 • MVD Detector: 16 • Small VMS: 4 • Junction Box: 6

3.4.1.5 Traffic Volumes Future Build Alternative volumes were developed for both year 2025 Estimated Time of Completion (ETC) and 2045 (ETC + 20). For design purposes, Build Alternative ETC + 20 volumes were used to adequately serve future demand. The future Build Alternative volumes were developed as described in the Forecasting Memo in Appendix B.

Annual Average Daily Traffic (AADT) along the VWE mainline for Build Alternative 2025 and 2045 were calculated using the design hourly volume (DHV) as shown in Table 3-9. The AADT is expected to grow by 9.4 percent from existing to 2025 and by 26.7 percent from existing to 2045.


3-26

Table 3-9. VWE Mainline Forecast Annual Average Daily Traffic

DHV AADT AADT Growth Rate Existing (2017) 10,490 191,000 — 2025 11,525 209,000 9.4% 2045 13,340 242,000 26.7%

As discussed in Chapter 2, the 2025 ETC Build Alternative traffic volumes were used to determine the impact of the various access ramp improvements and the design year (2045) traffic volumes were used to determine the viability of the proposed design.

Refer to Appendix B of this report for the future Build Alternative ETC (2025) and future Build Alternative design year (ETC +20 = 2045) traffic flow diagrams.

In the year 2025, the southbound VWE mainline traffic demand varies between 2,600 and 6,300 vehicles during the AM peak hour. The northbound traffic demand ranges from 1,900 to 6,800 vehicles along the mainline. During the PM peak hour, southbound traffic demand ranges from 2,400 to 6,100 vehicles; northbound traffic demand ranges from 2,800 to 6,800 vehicles. The demand volumes are similar to the No Build Alternative demand volumes. The differences between the No Build Alternative and the Build Alternative actual volumes are that the Build Alternative could carry the projected demand while the No Build Alternative traffic volumes would be constrained by the lack of a fourth lane in both directions and the poor operational characteristics of several of the access ramps. The forecast Build Alternative traffic volumes include the separation of a portion of the JFK Airport-bound traffic to and from the KGI on the MUL, as well as volume shifts caused by increased mainline traffic capacity resulting from the ramp reconfigurations.

Table 3-10 shows the forecasted traffic flows for the AM and PM peak hours at three locations along the corridor. The Build Alternative volumes include both the MUL and GUL traffic. The Build Alternative would be able to carry as many as 2,735 vph, in both directions, more than the No Build Alternative, maximizing the future throughput of traffic.

Table 3-10. Design Year (2025) AM and PM Peak-Hour Traffic Volumes – General-Use Lane and Managed-Use Lane Combined

AM Peak-Hour Traffic (vph) Northbound Southbound

No Build Build No Build Build South of Kew Gardens Interchange 5140 5590 4260 5125 Under Atlantic Avenue Overpass 3700 4600 4215 5140 Under Foch Boulevard Overpass 3640 3940 5340 5870

PM Peak-Hour Traffic (vph) Northbound Southbound

No Build Build No Build Build South of Kew Gardens Interchange 5400 5885 3785 4340 Under Atlantic Avenue Overpass 4405 5710 4475 5150 Under Foch Boulevard Overpass 3855 5730 5120 5980


3-27

In the year 2045, the southbound VWE mainline traffic demand varies between 3,400 and 7,300 vehicles in the AM peak hour. The northbound traffic demand ranges from 2,400 to 7,600 vehicles along the mainline. In the PM peak hour, southbound traffic demand ranges from 3,000 to 6,800 vehicles; northbound traffic demand ranges from 3,800 to 8,000 vehicles. In 2045, the design year, the VWE mainline would be able to carry the forecasted demand for the corridor. Table 3-11 shows the forecasted Build Alternative traffic flows (GUL and MUL) for the AM and PM peak hours at three locations along the corridor. The Build Alternative would be able to carry as many as 4,975 vph, in both directions, more than the No Build Alternative, maximizing the future throughput of traffic.

Table 3-11. Design Year (2045) AM and PM Peak-Hour Traffic Volumes – General-Use Lane and Managed-Use Lane Combined

AM Peak-Hour Traffic (vph) Northbound Southbound

No Build Build No Build Build South of Kew Gardens Interchange 5,610 6,385 4,600 6,075 Under Atlantic Avenue Overpass 3,710 5,345 4,335 6,070 Under Foch Boulevard Overpass 3,415 4,740 5,125 6,910

PM Peak-Hour Traffic (vph) Northbound Southbound

No Build Build No Build Build South of Kew Gardens Interchange 5,030 7,160 3,700 5,010 Under Atlantic Avenue Overpass 3,890 6,800 3,880 5,945 Under Foch Boulevard Overpass 4,030 6,750 4,990 6,925

Table 3-12 shows the traffic flows by vehicle types on the MUL for the AM and PM peak hours in 2025 and 2045. In the 2025 AM peak hour, the MUL has a forecasted traffic flow of 940 vehicles southbound and 655 vehicles northbound. In the 2025 PM peak hour, the MUL has a forecasted traffic flow of 930 southbound and 1,245 northbound. In the 2045 AM peak hour, the MUL has a forecast traffic flow of 1,325 vehicles southbound and 895 vehicles northbound. In the 2045 PM peak hour, the MUL has a forecast traffic flow of 1,290 southbound and 1,725 northbound.

Table 3-12. 2025 and 2045 AM and PM Peak-Hour Traffic Volumes by Vehicle Type on the Managed-Use Lane

Vehicle Types 2025 Peak-Hour Traffic on MUL (vph)

AM PM Northbound Southbound Northbound Southbound

HOV 2+ 204 497 466 498 Taxi 307 91 447 97 For-Hire Vehicles 107 328 302 309 Buses 37 24 30 26 Total 655 940 1245 930

Vehicle Types 2045 Peak-Hour Traffic on MUL (vph)

AM PM Northbound Southbound Northbound Southbound

HOV 2+ 278 716 646 691 Taxi 419 130 618 134 For-Hire Vehicles 148 474 417 428 Buses 50 5 44 37 Total 895 1325 1725 1290


3-28

3.4.1.6 Speeds The VWE mainline speeds for the 2025 Build Alternative were based on the VISSIM model results for each of the 12 segments in both directions for the AM peak period (7:00 AM–9:00 AM) and PM peak period (4:00 PM–6:00 PM). Figure 3-9 through Figure 3-12 show the mainline speed in 2025 and Figure 3-13 through Figure 3-16 show the mainline speed in 2045. These figures show the mainline speed of the GUL only for every 15-minute interval in both peak periods for all segments. These figures follow the same color code as in Chapter 2.

Figure 3-9. 2025 Build Alternative: VWE Mainline Speeds (AM Southbound) – General-Use Lane Only

Figure 3-10. 2025 Build Alternative: VWE Mainline Speeds (PM Southbound) – General-Use Lane Only

Figure 3-11. 2025 Build Alternative: VWE Mainline Speeds (AM Northbound) – General-Use Lane Only


3-29

Figure 3-12. 2025 Build Alternative: VWE Mainline Speeds (PM Northbound) – General-Use Lane Only

In the 2025 Build Alternative, no segments experienced speeds under 40 mph during any 15-minute interval in both peak periods. In the southbound direction, the majority of the GUL segments had consistent speeds ranging from 47 mph to 52 mph during both peak periods. In the northbound direction, the GUL segments also had consistent speeds, which ranged from 46 mph to 50 mph, during the AM and PM peak periods. These speeds reflected the free flow conditions along the mainline in the northbound direction.

Figure 3-13. 2045 Build Alternative: VWE Mainline Speeds (AM Southbound) – General-Use Lane Only

Figure 3-14. 2045 Build Alternative: VWE Mainline Speeds (PM Southbound) – General-Use Lane Only


3-30

Figure 3-15. 2045 Build Alternative: VWE Mainline Speeds (AM Northbound) – General-Use Lane Only

Figure 3-16. 2045 Build Alternative: VWE Mainline Speeds (PM Northbound) – General-Use Lane Only

In the 2045 Build Alternative, in the southbound direction, the majority of the southbound GUL segments had speeds ranging from 46 mph to 52 mph during both peak periods. In the AM period, in the southbound direction, a few segments upstream from exit ramps had speeds of 40 mph, where the traffic signals on the Service Roads could be optimized to improve the traffic conditions. In the northbound direction, the GUL segments had consistent speeds, which ranged from 45 mph to 50 mph, during the AM and PM peak periods. These speeds reflected the free flow conditions along the majority of the mainline segments in both directions.

3.4.1.7 Level of Service and Mobility This section presents Build Alternative level of service and mobility. Data are presented for the year of construction completion (2025) and the design year (2045).

VWE Mainline (Basic Freeway Segment) For the VWE mainline, the level of service (LOS) was calculated directly from the VISSIM density outputs for the AM and PM peak periods. Note that these are comparable to the Highway Capacity Manual LOS, but are not adjusted for passenger car equivalencies. Figure 3-17 through Figure 3-20 provide the mainline LOS in 2025 and Figure 3-21 through Figure 3-24 provide the mainline LOS for 2045. These figures follow the same color code as in Chapter 2: LOS A colored in dark green, LOS B colored in light green, LOS C colored in yellow, LOS D colored in light orange, LOS E colored in dark orange, and LOS F colored in red.


3-31

Figure 3-17. 2025 Build Alternative: VWE Mainline Level of Service (AM Southbound) – General-Use Lane Only

* For Mainline, LOS is determined from VISSIM, and may not be a true representation of HCM methodology LOS

Figure 3-18. 2025 Build Alternative: VWE Mainline Level of Service (PM Southbound) – General-Use Lane Only


Figure 3-19. 2025 Build Alternative: VWE Mainline Level of Service (AM Northbound) – General-Use Lane Only


Figure 3-20. 2025 Build Alternative: VWE Mainline Level of Service (PM Northbound) – General-Use Lane Only


LOS A LOS B LOS C LOS D LOS E LOS F





3-32

Overall, in 2025, all segments showed LOS D or better in the southbound and northbound direction during both peak periods. In the southbound direction for the AM peak period, no segments failed (LOS F) for any of the 15-minute intervals, compared to eight segments in the No Build Alternative that failed at some point during the AM peak period. In the southbound direction in the PM peak period, none of the 12 segments failed, whereas five segments failed at some point in the No Build Alternative during the PM peak period. In the northbound direction in the AM peak period, none of the segments failed, whereas 11 segments in the No Build Alternative failed with LOS F for at least one 15-minute period during the AM peak period. In the northbound direction in the PM peak period, none of the segments failed, compared to all the 12 segments that failed in the No Build Alternative at some point during the peak period.

Figure 3-21. 2045 Build Alternative: VWE Mainline Level of Service (AM Southbound) – General-Use Lane Only


Figure 3-22. 2045 Build Alternative: VWE Mainline Level of Service (PM Southbound) – General-Use Lane Only





3-33

Figure 3-23. 2045 Build Alternative: VWE Mainline Level of Service (AM Northbound) – General-Use Lane Only


Figure 3-24. 2045 Build Alternative: VWE Mainline Level of Service (PM Northbound) – General-Use Lane Only


Overall, in 2045, most of the segments showed LOS C or D (based on future density derived from the VISSIM models) during both peak periods. In the southbound direction, the majority of segments showed LOS D or better in the AM peak period. A few segments, located upstream from exit ramps, showed a LOS E for one of the 15-minute intervals. The traffic signals downstream from the exit ramps on the Service Roads could be optimized to improve the traffic conditions on the exit ramps, and thus the VWE Mainline. In the southbound direction, during the PM peak period, all segments showed LOS D or better. In the northbound direction in both peak periods, all segments showed LOS D and better.

Table 3-13shows the 2025 Build Alternative average travel times, average speeds and average queues of the GUL measured from the VISSIM model for both directions and for both peak periods.

In 2025, in the Build Alternative, no average queues would occur in either direction during the AM and PM peak periods. Overall, the average GUL speeds vary between 49 mph and 50 mph and the average MUL speeds vary between 50 mph and 52 mph. In 2025, the GUL in the Build Alternative would have 0.2 minute of average delay per vehicle, compared to the No-Build, where the average delay per vehicle would range from 14 minutes to 25 minutes in the peak hours.




3-34

Table 3-13. Average Queue, Average Speed, and Travel Time Along Van Wyck Expressway between the Kew Gardens Interchange and JFK Federal Circle in 2025 during the AM and PM Peak Period – General-Use Lane and Managed-Use Lane

Average GUL

Queue (miles)

Average GUL

Speed (mph)

Average MUL

Speed (mph)

Average GUL

Travel Time

(minutes)

Average MUL

Travel Time

(minutes)

Average GUL Delay (minutes)

Average MUL Delay

(minutes)

Average No-Build

Delay (including

latent demand)

AM (7:30-8:30 AM) Northbound 0.0 49.4 51.4 5.2 5.0 0.2 0.0 17.8 Southbound 0.0 49.0 50.5 5.2 5.1 0.2 0.1 14.6

PM (4:50-5:50 PM)1

Northbound 0.0 49.3 50.9 5.2 5.0 0.2 0.0 24.8 Southbound 0.0 49.2 50.0 5.2 5.1 0.2 0.1 18.8

1Note that the PM peak hour shifted by 20 minutes in the Build Alternative.

Table 3-14 shows the 2045 Build Alternative average travel times, average speeds and average queues of the GUL measured from the VISSIM model for both directions and for both peak periods.

Table 3-14. Average Queue, Average Speed, and Travel Time Along Van Wyck Expressway between the Kew Gardens Interchange and JFK Federal Circle in 2045 during the AM and PM Peak Period – General-Use Lane and Managed-Use Lane

Average GUL

Queue (miles)

Average GUL

Speed (mph)

Average MUL

Speed (mph)

Average GUL

Travel Time

(minutes)

Average MUL

Travel Time

(minutes)

Average GUL Delay (minutes)

Average MUL Delay

(minutes)

Average No-Build

Delay (including

latent demand)

AM (7:30-8:30 AM) Northbound 0.0 49.2 51.2 5.2 5.0 0.2 0.0 42.1 Southbound 0.0 48.9 50.1 5.2 5.1 0.2 0.1 44.0

PM (4:50-5:50 PM)1

Northbound 0.0 48.5 50.6 5.3 5.1 0.3 0.1 51.7 Southbound 0.0 48.6 50.0 5.3 5.1 0.3 0.1 45.4

1Note that the PM peak hour shifted by 20 minutes in the Build Alternative.

In 2045, in the Build Alternative, no average queues would occur in either direction during the AM and PM peak periods. Overall, the average GUL speeds vary between 48 mph and 50 mph and the average MUL speeds vary between 50 mph and 52 mph. In 2045, the Build Alternative would have less than 0.4 minute of average delay per vehicle, compared to the No-Build, where the average delay per vehicle would exceed 42 minutes in both peak hours.

Figure 3-25 shows the projected comparative travel times between the No Build Alternative and the Build Alternative between the KGI and Federal Circle on the mainline. Figure 3-25 compares the travel times between the No Build Alternative and Build Alternative between the Hillside Avenue and 133rd Street on the service road. Figure 3-26 shows that the GUL travel times would substantially improve when the Build Alternative is constructed and operational. The Build Alternative travel times of the GULs and of the MULs would be between 14 and 25 minutes lower than the No Build Alternative travel times. As shown in Figure 3-26, service road travel times would also substantially improve. The Build Alternative travel times of the service roads would be between 3 and 9 minutes lower than the No Build Alternative travel times.


3-35

Figure 3-25. VWE Mainline: Average Travel Time Comparison – General-Use Lane and Managed-Use Lane

Figure 3-26. VWE Service Road: Average Travel Time Comparison

VWE Service Roads (Intersections) The Build Alternative intersection traffic operations were evaluated using 1) Project established traffic operations performance measures and 2) NYCDOT- preferred traffic operations guidelines. The Project traffic operations performance measures are not met if: 1) a worsening of approach or intersection LOS to E or F if the No Build was D or better; or 2) an increase in Build delay of ten seconds or more if the No Build already reported an approach or intersection LOS E or F.


3-36

The NYCDOT-preferred traffic guidelines are not met under the following conditions: an increase of five or more seconds of delay in a lane group over No Build levels beyond mid-LOS D. For No Build LOS E, a four second increase in delay is considered substantial. For No Build LOS F, a three-second increase in delay is considered substantial. Also, if the No-Build LOS F condition already corresponds with a delay in excess of 120 seconds, an increase of one or more seconds of delay is considered substantial. The NYCDOT guidelines are not met if levels of service decrease from acceptable LOS A, B, or C in the No Build condition to mid-LOS D, or unacceptable LOS E or F in the future Build Alternative.

During the AM peak period, only the 101st Avenue / southbound service road and Linden Boulevard / southbound service road intersections did not meet the Project traffic operation performance measures. These two intersections also did not meet the NYCDOT guidelines, during the AM peak. All other Build Alternative locations meet the Project traffic operations performance measures and the NYCDOT preferred traffic operations guidelines.

Synchro models were developed for the Build Alternative and the LOS are computed directly from Synchro. These models included the relocated ramps and all other geometric changes under the Build Alternative, with volumes that reflect the 2025 year. The MUL would have little or no effect on the service road intersections. Synchro models were developed for the Build Alternative with optimized signal timing and phasing.

In the AM and PM peak period for the Build Alternative, nearly all intersections operated at LOS D or better in the southbound and northbound direction, indicating no substantial impacts on the traffic conditions at the intersections at the ETC of the Build Alternative. Table 3-15 through Table 3-18 present the LOS and delay results. During the AM peak hour, southbound service road at 101st Ave is projected to operate at LOS F, this intersection can be improved by providing a protected left turn movement and/or an additional westbound thru lane.


3-37

Table 3-15. Service Road Delay and Level of Service (AM Southbound)

Intersection Name Approach Movement

Existing 2017 No Build 2025 Build 2025 Approach Intersection Approach Intersection Approach Intersection

Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS

Southbound Van Wyck Expy Service Rd and Hillside Ave

Southbound L

32 C

28 C

33 C

28 C

37 D

30 C

T R

Eastbound T

35 C 35 C 36 D R

Westbound L

17 B 15 B 15 B T

Southbound Van Wyck Expy Service Rd and Jamaica Ave

Southbound L

42 D

38 D

43 D

41 D

53 D

46 D

T R

Eastbound T

18 B 20 B 29 C R

Westbound L

47 D 58 E 52 D T

Southbound Van Wyck Expy Service Rd and Atlantic Ave

Southbound L

74 E

49 D

75 E

50 D

55 D

41 D

T R

Eastbound T

25 C 25 C 25 C R

Westbound L

11 B 13 B 12 B T

Southbound Van Wyck Expy Service Rd and 101st Ave

Southbound L

13 B

25 C

14 B

41 D

64 E

82 F

T R

Eastbound

T 45 D 88 F 114 F

R

Westbound L

18 B 20 B 119 F T

* For Service Road intersections, LOS is determined from Synchro which uses HCM methodology


3-38

Table 3-15. Service Road Delay and Level of Service (AM Southbound) (continued)




Southbound Van Wyck Expy Service Rd and Liberty Ave

Southbound L

19 B

32 C

19 B

37 D

43 D

40 D

T R

Eastbound T

61 E 72 E 50 D R

Westbound L

21 C 24 C 18 B T

Southbound Van Wyck Expy Service Rd and 109th Ave

Southbound L

14 B

25 C

14 B

26 C

24 C

25 C

T R

Eastbound T

27 C 27 C 23 C R

Westbound L

36 D 38 D 29 C T

Southbound Van Wyck Expy Service Rd and Linden Blvd

Southbound L

21 C

21 C

21 C

21 C

77 E

68 E

T R

Eastbound T

29 C 30 C 56 E R

Westbound L

14 B 15 B 51 D T

Southbound Van Wyck Expy Service Rd and Foch Blvd

Southbound L

13 B

28 C

13 B

30 C

16 B

19 B

T R

Eastbound T

20 B 20 B 20 B R

Westbound L

39 D 43 D 22 C T



3-39

Table 3-15. Service Road Delay and Level of Service (AM Southbound) (continued)




Southbound Van Wyck Expy Service Rd and Rockaway Blvd

Southbound L

23 C

32 C

23 C

44 D

53 D

30 C

T R

Eastbound T

28 C 28 C 22 C R

Westbound L

39 C 63 E 22 C T

Southbound Van Wyck Expy Service Rd d and 133rd Ave Southbound Van Wyck Expy Service Rd and Rockaway Blvd

Southbound L

8 A

82 F

8 A

81 F

9 A

36 D

T R

Eastbound

T 27 C 27 C 25 C

R

Westbound L

112 F 111 F 44 D T

Southbound Van Wyck Expy Exit 1W at N Conduit Road

Southbound R 32 C 34 C

28 C 56 E

34 C 45 D

Westbound T 35 C 72 E 51 D * For Service Road intersections, LOS is determined from Synchro which uses HCM methodology


3-40

Table 3-16. Service Road Delay and Level of Service (PM Southbound)




Southbound Van Wyck Expy Service Rd and Hillside Ave

Southbound L

29 C

28 C

30 C

33 C

33 C

27 C

T R

Eastbound T

34 C 34 C 33 C R

Westbound L

19 B 36 D 13 B T

Southbound Van Wyck Expy Service Rd and Jamaica Ave

Southbound L

50 D

36 D

59 E

43 D

55 D

46 D

T R

Eastbound T

18 B 20 C 24 C R

Westbound L

34 C 43 D 53 D T

Southbound Van Wyck Expy Service Rd and Atlantic Ave

Southbound L

79 E

51 D

87 F

56 E

50 D

38 D

T R

Eastbound T

32 C 32 C 32 C R

Westbound L

18 B 19 B 16 B T

Southbound Van Wyck Expy Service Rd and 101st Ave

Southbound L

15 B

16 B

15 B

18 B

33 C

37 D

T R

Eastbound

T 26 C 27 C 28 C

R

Westbound L

13 B 15 B 54 D T



3-41

Table 3-16. Service Road Delay and Level of Service (PM Southbound) (continued)




Southbound Van Wyck Expy Service Rd and Liberty Ave

Southbound L

20 C

29 C

22 C

33 C

29 C

30 C

T R

Eastbound T

42 D 49 D 32 C R

Westbound L

31 C 38 D 28 C T

Southbound Van Wyck Expy Service Rd and 109th Ave

Southbound L

15 B

19 B

16 B

20 B

20 B

29 C

T R

Eastbound T

24 C 24 C 23 C R

Westbound L

23 C 24 C 50 D T

Southbound Van Wyck Expy Service Rd and Linden Blvd

Southbound L

22 C

20 C

23 C

21 C

47 D

39 D

T R

Eastbound T

27 C 27 C 30 C R

Westbound L

12 B 12 B 24 C T

Southbound Van Wyck Expy Service Rd and Foch Blvd

Southbound L

13 B

18 B

14 B

18 B

16 B

18 B

T R

Eastbound T

19 B 19 B 20 B R

Westbound L

23 C 24 C 24 C T



3-42

Table 3-16. Service Road Delay and Level of Service (PM Southbound) (continued)




Southbound Van Wyck Expy Service Rd and Rockaway Blvd

Southbound L

22 C

22 C

23 C

21 C

24 C

22 C

T R

Eastbound T

27 C 27 C 28 C R

Westbound L

12 B 13 B 14 B T

Southbound Van Wyck Expy Service Rd and 133rd Ave Southbound Van Wyck Expy Service Rd and Rockaway Blvd

Southbound L

8 A

73 E

8 A

67 E

18 B

41 D

T R

Eastbound

T 26 C 27 C 13 B

R

Westbound L

101 F 97 F 54 D T

Southbound Van Wyck Expy Exit 1W at N Conduit Road

Southbound R 53 D 38 D

42 D 36 D

36 D 37 D

Westbound T 28 C 33 C 38 D * For Service Road intersections, LOS is determined from Synchro which uses HCM methodology


3-43

Table 3-17. Service Road Delay and Level of Service (AM Northbound)




Northbound Van Wyck Expy Service Rd and Hillside Ave

Northbound L

42 D

28 C

49 D

38 D

44 D

29 C

T R

Eastbound L

23 C 43 D 16 B T

Westbound T

23 C 24 C 28 C R

Northbound Van Wyck Expy Service Rd and Jamaica Ave

Northbound L

49 D

29 C

69 E

38 D

55 D

32 C

T R

Eastbound L

5 A 5 A 8 A T

Westbound T

18 B 18 B 19 B R

Northbound Van Wyck Expy Service Rd and Atlantic Ave

Northbound L

37 D

41 D

58 E

59 E

22 C

21 C

T R

Eastbound L

62 E 86 F 11 B T

Westbound T

30 C 31 C 31 C R

Northbound Van Wyck Expy Service Rd and 101st Ave

Northbound L

19 B

23 C

20 C

29 C

18 B

19 B

T R

Eastbound L

30 C 51 E 17 B T

Westbound T

27 C 27 C 25 C R



3-44

Table 3-17. Service Road Delay and Level of Service (AM Northbound) (continued)




Northbound Van Wyck Expy Service Rd and Liberty Ave

Northbound L

27 C

49 D

34 C

52 D

48 D

47 D

T R

Eastbound L

81 F 82 F 52 D T

Westbound T

58 E 59 E 38 D R

Northbound Van Wyck Expy Service Rd and 109th Ave

Northbound L

22 C

23 C

23 C

24 C

15 B

21 C

T R

Eastbound L

21 C 22 C 20 B T

Westbound T

29 C 29 C 32 C R

Northbound Van Wyck Expy Service Rd and Linden Blvd

Northbound L

58 E

50 D

78 E

62 E

26 C

37 D

T R

Eastbound L

43 D 46 D 52 D T

Westbound T

33 C 33 C 40 D R

Northbound Van Wyck Expy Service Rd and Foch Blvd

Northbound L

20 C

124 C

22 C

24 C

15 B

29 C

T R

Eastbound L

30 C 30 C 48 D T

Westbound T

26 C 26 C 28 C R



3-45

Table 3-17. Service Road Delay and Level of Service (AM Northbound) (continued)




Northbound Van Wyck Expy Service Rd and Rockaway Blvd

Northbound L

31 C

34 C

40 D

45 D

40 D

38 D

T R

Eastbound L

44 D 46 D 25 C T

Westbound T

32 C 52 D 45 D R

Northbound Van Wyck Expy Service Rd and 133rd Ave

Northbound L

12 B

17 B

12 B

22 C

11 B

19 B

T R

Eastbound L

19 B 23 C 50 D T

Westbound T

58 E 95 F 31 C R



3-46

Table 3-18. Service Road Delay and Level of Service (PM Northbound)

Intersection Name Approach Movement Existing 2017 No Build 2025 Build 2025

Approach Intersection Approach Intersection Approach Intersection Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS

Northbound Van Wyck Expy Service Rd and Hillside Ave

Northbound L

42 D

25 C

48 D

30 C

40 D

25 C

T R

Eastbound L

13 B 18 B 13 B T

Westbound T

20 C 22 C 22 C R

Northbound Van Wyck Expy Service Rd and Jamaica Ave

Northbound L

60 E

35 D

106 F

56 E

51 D

29 C

T R

Eastbound L

4 A 6 A 6 A T

Westbound T

19 B 20 B 20 B R

Northbound Van Wyck Expy Service Rd and Atlantic Ave

Northbound L

68 E

58 E

110 F

82 F

20 C

18 B

T R

Eastbound L

51 D 46 D 8 A T

Westbound T

35 C 35 C 35 C R

Northbound Van Wyck Expy Service Rd and 101st Ave

Northbound L

17 B

20 C

19 B

22 C

14 B

23 C

T R

Eastbound L

19 B 21 C 15 B T

Westbound T

29 C 30 C 41 D R



3-47

Table 3-18. Service Road Delay and Level of Service (continued)



Northbound Van Wyck Expy Service Rd and Liberty Ave

Northbound L

41 D

37 D

52 D

54 D

32 C

30 C

T R

Eastbound L

21 C 65 E 36 D T

Westbound T

40 D 50 D 21 C R

Northbound Van Wyck Expy Service Rd and 109th Ave

Northbound L

20 C

21 C

22 C

22 C

14 B

17 B

T R

Eastbound L

19 B 20 B 8 A T

Westbound T

26 C 26 C 29 C R

Northbound Van Wyck Expy Service Rd and Linden Blvd

Northbound L

45 D

38 D

78 E

59 E

23 C

32 C

T R

Eastbound L

25 C 26 C 45 D T

Westbound T

30 C 30 C 31 C R

Northbound Van Wyck Expy Service Rd and Foch Blvd

Northbound L

17 B

19 B

18 B

20 B

13 B

18 B

T R

Eastbound L

23 C 24 C 23 C T

Westbound T

21 C 21 C 21 C R



3-48

Table 3-18. Service Road Delay and Level of Service (continued)



Northbound Van Wyck Expy Service Rd and Rockaway Blvd

Northbound L

30 C

25 C

36 D

29 C

23 C

20 C

T R

Eastbound L

16 B 17 B 15 B T

Westbound T

21 C 21 C 22 C R

Northbound Van Wyck Expy Service Rd and 133rd Ave

Northbound L

12 B

13 B

13 B

14 B

10 B

13 B

T R

Eastbound L

16 B 16 B 23 C T

Westbound T

25 C 25 C 25 C R



3-49

3.4.1.8 Work Zone Safety & Mobility A coordinated plan for work zone traffic control (WZTC) construction would be developed during final design to allow for the safe and efficient flow of traffic along the VWE and its service roads, allow safe and efficient access to and from the expressway, and maintain east-west traffic flow during staged construction of bridges. Construction would be staged into three contracts, as described below. The duration for each contact would be determined during final design, with overlap anticipated. Staged construction along with lane shifts would allow traffic to be maintained on the VWE and bridges. Existing shoulders and/or proposed pavement widening (i.e., widening for the MUL) could be used for temporary travel lanes to facilitate the construction activities while maintaining the number of existing lanes. Existing shoulders could be reduced during construction to accommodate work zones throughout the project corridor. A minimum travel lane width of 11 feet would be used during construction, except in specific areas described below.

The WZTC plan would not decrease the number of existing VWE mainline travel lanes during peak periods. Lane closures would occur during off-peak, evening and nighttime hours in accordance with the NYCDOT Office of Construction Mitigation and Coordination stipulations (Table 3-19). It is not anticipated that off-site roadway detours or traffic diversions would be required for traffic on the VWE. Routes for emergency vehicles would be maintained and open during construction, and access for pedestrians crossing the corridor would be maintained at all times. Staging areas for construction could be provided at the northern and southern project limits in the VWE/Belt Parkway interchange area and in median areas to the north of the LIRR structures. The WZTC concept described below and shown in the drawings is a suggested plan based on the current design concept. The final WZTC could be modified based on further design development and preferred construction methods.

Table 3-19. Allowable Lane Closure Times per NYCDOT Office of Construction Mitigation and Coordination Stipulations

ONE-LANE CLOSURE Weekdays Saturday Sunday

Southbound VWE 10:00 AM–2:00 PM 11:00 PM–5:00 AM

12:01 AM–6:00 AM 12:01 AM–10:00 AM

Northbound VWE 10:00 AM–2:00 PM 11:00 PM–5:00 AM

12:01 AM–6:00 AM 12:01 AM–10:00 AM

TWO-LANE CLOSURE Weekdays Saturday Sunday

Southbound VWE 1:00 AM–5:00 AM 1:00 AM–5:00 AM 1:00 AM–6:00 AM Northbound VWE 1:00 AM–5:00 AM 1:00 AM–6:00 AM 1:00 AM–7:00 AM

THREE-LANE CLOSURE Southbound VWE Not permitted Detour Northbound VWE Not permitted Detour

Staged Construction and Work Zone Traffic Control Contract 1 (7 Overpass Bridges, Linden Boulevard Ramp) The WZTC scheme for Contract 1 would create work zones for the reconstruction of the seven overpass bridges between 101st Avenue and 133rd Avenue (101st Avenue, Liberty Avenue, 109th Avenue, Linden Boulevard, Foch Boulevard, Rockaway Boulevard, 133rd Avenue), and the Linden


3-50

Boulevard interim ramp relocation. WZTC for Contract 1 would be broken up into three stages. The goal of the staged WZTC scheme would be to set up work zones for multiple adjacent bridges to minimize the number of lane shifts required in the corridor. Breakdown of the stages (Appendix A) would be based on proximity of the bridges to each other and the final pier/abutment configurations. The staging would be done in conjunction with the staging of the bridge superstructures.

The general WZTC concept for these stages would use lane narrowing and lane shifts to allow for adequately sized work zones for construction of the bridge piers and foundations. Proposed abutments would generally be located behind existing abutments, and it is anticipated that much of the abutment work could be performed without impacts to traffic on the VWE mainline and service roads. Nighttime and off-peak lane closures would be used for demolition and other work requiring larger work zones under the structures. Most of the work for the construction of the Linden Boulevard ramp relocation could be performed without impacts to traffic on the mainline and service roads. Nighttime and off-peak closures could be required for ramp tie-ins.

WZTC staging on the overpass bridges would use lane shifts, lane narrowing and sidewalk modifications to maintain an adequate number of lanes during construction. At least one sidewalk would remain open and pedestrians would be detoured to the other side throughout the bridge staging to maintain pedestrian access during construction. Any adjustments required to service road intersections and signal timing would be coordinated with NYCDOT.

Unique circumstances at certain locations in the VWE corridor would require WZTC measures that are different from the lane narrowing and lane shifts described above. At 133rd Avenue, a shift of the bridge pier between the northbound mainline and northbound C-D road would likely be required to accommodate the mainline widening for the MUL. The width and placement of the work zone for construction of this pier could require reducing the C-D road to two travel lanes underneath the bridge.

Contract 2 (3 Overpass Bridges, LIRR Bridges) The WZTC scheme for Contract 2 would create work zones for the reconstruction of three overpass bridges (Atlantic Avenue, Jamaica Avenue and Hillside Avenue), and the four LIRR bridges over the VWE. Similar to Contract 1, the WZTC scheme for this contract would be staged to maintain traffic flow on the VWE mainline and service roads during construction. The staging would coincide with the staging of the bridge structures above and allow for construction of the new bridge substructures with minimum impacts to traffic and LIRR operations. Track outages for bridge superstructure replacement would require coordination with LIRR.

WZTC for Contract 2 would use lane shifts and lane narrowing on the VWE mainline and service roads to create work zones for the bridge reconstruction. Due to geometry constraints, a minimum temporary lane width of 10 feet could be required in the tangent sections under the LIRR structure on the VWE mainline for a length of approximately 400+ feet. Nighttime and off-peak lane closures would be used for demolition and other activities requiring larger work zones under the structures.

The proposed roadway configuration with the MUL would necessitate a shift in the column lines between the mainline and service roads underneath the LIRR structure. Temporarily reducing the northbound or southbound service roads to one lane could be required to maintain the existing structure during construction of the new piers. The northbound lane drop would be maintained in the permanent condition. Sidewalk closures, where required for construction, would be coordinated such


3-51

that one sidewalk would be maintained under the LIRR structure at any given time. Rerouting one lane of service road traffic through the area currently used as a sidewalk in the southbound direction could also be required. Pedestrian detours or a shuttle bus service could be required to maintain access across the corridor and along the service roads during sidewalk closures. Similarly, due to the existing NYCT subway structure adjacent to the southbound VWE between Hillside Avenue and Jamaica Avenue, the current design includes a shift of the proposed bridge piers to accommodate the widening for the MUL. As a result, a median crossover (contraflow lane) of the northbound VWE mainline left travel lane would likely be required in this area for bridge construction staging.

WZTC staging on the three overpass bridges would use lane shifts, lane narrowing and sidewalk modifications to maintain an adequate number of lanes during construction. At least one sidewalk would remain open and pedestrians would be detoured to the other side throughout the bridge staging to maintain pedestrian access during construction. Any adjustments required to service road intersections and signal timing would be coordinated with NYCDOT.

Contract 3 (Mainline widening for Managed-Use Lane, Mainline Bridges, 86th Avenue Pedestrian Bridge, VWE over Southbound Main Street) The WZTC scheme for Contract 3 would create work zones for the VWE mainline widening, reconstruction of VWE mainline bridges, reconstruction of the 86th Avenue Pedestrian Bridge, reconstructions of the VWE over southbound Main Street and construction of the MUL. Work in this contract would include construction of retaining walls, pavement widening, pavement reconstruction, new and reconstructed ramps, drainage systems, utilities, lighting ITS, signing, pavement markings, and landscaping. Additionally, this contract would include the reconstruction of several bridges in the corridor. This would include the bridges south of 133rd Avenue (VWE mainline bridges over South Conduit Avenue, Belt Parkway, and North Conduit Avenue); Nassau Expressway over the VWE; and the northbound VWE mainline over the southbound VWE exit ramp to Nassau Expressway/eastbound Belt Parkway. A new bridge would be constructed to carry the southbound MUL over the southbound VWE exit ramp to Nassau Expressway/eastbound Belt Parkway. At the northern portion of the project corridor, the 86th Avenue pedestrian overpass bridge and VWE mainline bridge over southbound Main Street would be widened to accommodate the mainline widening.

The WZTC for Contract 3 would be broken up into three major elements of work: mainline widening/MUL construction, reconstruction of VWE mainline bridges south of 133rd Avenue, reconstruction of the 86th Avenue pedestrian bridge and VWE mainline over southbound Main Street. The work would be performed in several stages throughout the corridor.

MAINLINE WIDENING/MUL CONSTRUCTION/EXIT 1W MODIFICATIONS The first stage of the WZTC for the Contract 3 mainline widening would include pavement widening and offline works, such as construction of new ramp locations and retaining walls. By constructing the pavement widening in the first stage, traffic could be shifted to the widened pavement to allow for pavement reconstruction in existing travel lanes in subsequent stages. Typical sections for lane shifts to accommodate pavement reconstruction are included in the plans in Appendix A, to be applied throughout the corridor for this contract.

The goal of the WZTC concept for this portion of the contract would be to complete as much of the work as possible using lane shifts on the existing and proposed pavement. Nighttime and off-peak lane closures could also be used to limit impacts to peak-hour traffic flow. Since many of the proposed


3-52

ramps are located on or near existing ramps, temporary ramp closures could be required during construction. Long-term lane closures on service roads could be required for retaining wall and utility construction. In locations where sidewalks exist on only one side of the service roads, pedestrians would be detoured. Such closures would require coordination and approval by the NYCDOT Office of Construction Mitigation and Coordination.

The first stage of the Contract 3 WZTC would also create work zones for the reconstruction of Exit 1W and the Belt Parkway entrance ramp from North Conduit Avenue. Similar to the mainline work, the initial phase of the work in the area would include the offline works, such as construction of new ramp pavement and intersection widening. Pavement reconstruction and ramp tie-ins could be completed in subsequent stages by shifting traffic onto the widened pavement.

RECONSTRUCTION OF VWE MAINLINE BRIDGES SOUTH OF 133RD AVENUE: WZTC staging on the VWE mainline bridges south of 133rd Avenue would use lane shifts, lane narrowing and sidewalk modifications to maintain an adequate number of lanes during construction. Temporary structures could be used in limited capacity if required to maintain traffic on the VWE mainline. At least one sidewalk would remain open and pedestrians would be detoured to the other side throughout the bridge staging to maintain pedestrian access during construction.

RECONSTRUCTION OF 86TH AVENUE PEDESTRIAN BRIDGE AND VWE MAINLINE OVER SOUTHBOUND MAIN STREET The general WZTC concept for this portion of Contract 3 would use lane narrowing and lane shifts to allow for adequately sized work zones for construction of the bridge piers and foundations. Proposed abutments would generally be modified in place or lengthened, and it is anticipated that much of the abutment work could be performed without impacts to traffic on the VWE mainline, service roads and Main Street. Nighttime and off-peak lane closures would be used for demolition and other work requiring larger work zones under the structures. Pedestrian accommodations would be required to maintain access during reconstruction of the 86th Avenue pedestrian bridge. A detour of approximately one-half mile could be provided via the Hillside Avenue overpass bridge. Due to the existing NYCT subway structure adjacent to the southbound VWE near the pedestrian bridge, the current design includes a shift of the proposed bridge piers to accommodate the widening for the MUL. As a result, a median crossover (contraflow lane) of the northbound VWE mainline left travel lane would likely be required in this area for bridge construction staging.

Significant Projects (per 23 CFR 630.1010) The Project is significant per 23 CFR 630.1010. A Transportation Management Plan (TMP) will be prepared for the Project consistent with 23 CFR 630.1012. The TMP will consist of the following:

• A Temporary Traffic Control plan • A Transportation Operations component • A Public Information component

3.4.1.9 Safety Considerations, Crash History, and Analysis The predominant type of crash in the VWE corridor is rear-end collision. These crashes are generally attributable to congestion-related stop-and-go traffic. The Build Alternative would be anticipated to mitigate most congestion-related crashes since the VWE would have a new fourth lane in each direction, which would alleviate congestion throughout the corridor. Using the crash reduction factors


3-53

established in NYSDOT’s Safety Information Management System (SIMS), approximately 40 percent or more of all crashes will be eliminated by the proposed improvements. In addition, several access ramps would be reconfigured to further reduce congestion.

Based upon results of the crash analysis (see Appendix B for the Crash Analysis Report), the following safety improvement strategies are included in the Build Alternative for the basic mainline segments previously identified in Section 2.3.1.8:

• Northbound direction (highest rear-end crash locations): − Reference Marker (RM) 678IX5M11017: Prior to the on-ramp from Linden Boulevard Provide standard right shoulder width Provide improved lighting system in this segment Relocate existing Linden Boulevard exit ramp approximately 400 feet south

− RM 678IX5M11022: Prior to the on-ramp from Liberty Boulevard Provide standard right shoulder width Close exit ramp to Atlantic Avenue Eliminate short auxiliary lane under 101st Avenue Provide acceleration lane for Liberty Boulevard on-ramp Provide standard lane width on service road at the on-ramp from Liberty Boulevard Provide standard shoulder widths on Liberty Boulevard on-ramp

− RM 678IX5M11032: At the on-ramp from Hillside Avenue Improve geometry of entrance ramp Improve horizontal curvature of mainline

• Southbound direction (highest rear-end crash locations): − RM 678IX5M12029: Prior to the on-ramp from Atlantic Avenue Remove existing on-ramp from Atlantic Avenue Eliminate short auxiliary lane under 101st Avenue

− RM 678IX5M12038: Entrance from Grand Central Parkway Operational improvements would be anticipated to alleviate congestion-related crashes

The overall operations of the existing corridor would be altered for the Build Alternative. Certain existing entrance and exit ramps would be closed, relocated, or moved farther from intersections to improve the circulation flow throughout the corridor. Overall, the improved traffic flow and geometry throughout the corridor would reduce the number of crashes at the high crash locations. Below is a list of existing ramps that would be altered from the existing condition.

• Northbound direction − Linden Boulevard exit ramp would be moved farther from the intersection. − Atlantic Avenue exit ramp would be closed. − The entrance and exit ramps between Jamaica Avenue and Archer Avenue would be relocated

such that the entrance ramp would be where the current exit ramp is, and vice versa.

• Southbound direction − Rockaway Boulevard exit ramp would be moved farther from the intersection. − Linden Boulevard exit ramp would be moved farther from the intersection.


3-54

− Liberty Avenue entrance ramp would be closed. − The entrance and exit ramps between Atlantic Avenue and Liberty Avenue would be relocated

such that the entrance ramp would be where the current exit ramp is and vice versa.

Pedestrian Injuries/Fatalities Along Van Wyck Expressway As discussed in Section 4.3 of the Crash Analysis Report in Appendix B, the intersection of Jamaica Avenue and the northbound service road had 13 reported accidents with pedestrians and bicyclists, the majority of which involved injuries. Most of the accidents involved vehicles making a left turn. The NYSDOT will coordinate with NYCDOT to consider potentially implementing a leading pedestrian interval (LPI) and installing larger signal heads and back plates at Jamaica Avenue. Pedestrian crossings would be consistent with the NYSDOT and NYCDOT Pedestrian Safety Action Plans.

Also, as reported in Chapter 2, Section 2.3.1.8 (Safety Considerations, Crash History and Analysis), additional police reports were obtained from New York City documenting the pattern of pedestrian fatalities along the mainline between Jamaica Avenue and 101st Avenue. Since these five crashes are not related to roadway geometry, traffic volume, and/or traffic patterns, and pedestrians are legally prohibited from being on the interstate, there are no correctable roadway design features to be analyzed for crash mitigation. However, to discourage the documented illegal pedestrian crossing attempts, NYSDOT is considering some type of restrictive physical measure, such as fencing, be considered where physically possible to deter pedestrians from entering the expressway at these locations in the future. In addition, signs could be installed at ramps in the vicinity of these incidents indicating that pedestrians are prohibited from entering onto the expressway at these locations. Pedestrians can safely cross the mainline on the overpasses at Jamaica Avenue, Atlantic Avenue, and 101st Avenue.

3.4.1.10 Impacts on Police, Fire Protection and Ambulance Access By reducing congestion, the Build Alternative would improve operations of emergency vehicles using the corridor. These vehicles would also be able to utilize the MUL. Access to Jamaica Hospital in the northbound direction would be facilitated by the shift of the exit farther south away from the Jamaica Avenue intersection. In the southbound direction, access would be facilitated by the two-lane entrance and auxiliary lane south of 101st Avenue.

3.4.1.11 Parking Regulations and Parking Related Issues Effects to parking were evaluated in areas along the northbound and southbound service roads where geometry changes are proposed. Table 3-20 presents the existing and proposed conditions for areas of potential parking effects. The Build Alternative would result in parking changes for two areas on the VWE southbound service road, as shown in Figure 3-27. The residential block between 101st Avenue and 102nd Avenue would be converted from peak period No Standing to No Standing Anytime. There would be up to 8 spaces eliminated during off peak times. The first 200 feet just south of Rockaway Boulevard towards Alwick Road would also be converted from peak period No Standing to No Standing Anytime. There would be up to 4 spaces eliminated during off peak times on this block with industrial land use.


3-55

Table 3-20. VWE Service Road Parking Effects

Location Direction Length

(ft)

Existing Parking

Regulation

Existing Maximum

Peak Period Volume Proposed Geometry Change

2025 Maximum

Peak Period Volume

2045 Maximum

Peak Period Volume

Number of Eliminated

Parking Spaces

Proposed Parking Regulation

Archer Avenue to 91st Avenue

Northbound 639

No Parking Anytime

No Standing (M-F 7AM-

10AM & 4PM-7PM)

2,195 Ramp reconfiguration 1,890 1,965 0 No Standing Anytime

90th Avenue to 91st Avenue

Northbound 461 No Standing (M-F 7AM-

10AM & 4PM-7PM)

856 Ramp reconfiguration 2,075 2,180 0 No Standing

(M-F 7AM-10AM & 4PM-7PM)

90th Avenue to Jamaica Avenue

Northbound 610 No Standing (M-F 7AM-

10AM & 4PM-7PM)

884 Ramp reconfiguration 950 1,010 0 No Standing (M-F

7AM-10AM & 4PM-7PM)

97th Avenue to 101st Avenue

Southbound 761


10AM & 4PM-7PM)

876 Ramp reconfiguration 2,155 2,335 0 No Standing (M-F

7AM-10AM & 4PM-7PM)

Rockaway Boulevard to Alwick Road

Southbound 214 No Standing (M-F 7AM-

10AM & 4PM-7PM)

931 * Neckdown to 2 lanes 885 1,055 4 No Standing Anytime

200 ft. from Rockaway Boulevard

101st Avenue to 102nd Avenue

Southbound 220


10AM & 4PM-7PM)

1,261 * Neckdown to 2 lanes 2,365 2,625 8 No Standing Anytime

102nd Avenue to Liberty Avenue

Southbound 460 No Standing Anytime 1,261 Two lanes 200 feet; three

lanes 260 feet 1,250 1,320 0 No Standing Anytime

Note: * The existing maximum Off-Peak period volume is approximately 724 veh/hr, which will increase in the future


3-56

Figure 3-27 Build Alternative Parking Changes


3-57

The neighborhood around these eliminated parking spaces is densely developed. There are no locations within the surrounding area to reasonably replace the 12 parking spaces. There are approximately 1,200 on-street parking spaces within ¼ mile of the 101st Avenue and 102nd Avenue location. There are approximately 1,100 on-street parking spaces within ¼ mile of the Rockaway Boulevard and Alwick Road location. The elimination of 8 spaces between 101st Avenue and 102nd Avenue would represent a permanent parking reduction of 1 percent, and the elimination of 4 spaces between Rockaway Boulevard and Alwick Road would represent a permanent parking reduction of less than 1 percent.

3.4.1.12 Lighting Existing lighting would be affected along sections of the VWE mainline, ramps, and service roads. Where the lighting is affected, new and relocated lighting would be installed. Additionally, temporary lighting would be provided during construction. Replacement lighting would be coordinated with the NYCDOT.

3.4.1.13 Ownership and Maintenance Jurisdiction Ownership of the VWE would remain with the NYSDOT. Maintenance responsibility would remain with the City of New York in accordance with current state and city maintenance agreements.

3.4.2 Multimodal

3.4.2.1 Pedestrians Pedestrians are prohibited on interstate highways by state law, and therefore are not allowed on the VWE mainline. The Build Alternative would not alter this restriction. There are no pedestrian crossings or other provisions proposed at the ramp relocations.

Pedestrians are allowed along the VWE service roads and local roads in the Study Area. As stated in Section 3.3.2 (Build Alternative), the service road shifts would result in a reduction of sidewalk widths of 2 to 5 feet to a minimum width of 8 feet, with the exception of two locations. Under the LIRR bridge structures, where the easterly sidewalk would be reduced to 5.5 feet for approximately 275 feet. Also, between 101st Avenue and Liberty Avenue, the easterly sidewalk would be reduced to 5.5 feet for 95 feet and 6 feet for 186 feet.

Table 3-21 presents the two-hour average peak week and weekend pedestrian counts. The counts were taken at the VWE bridge crossings north and south of the LIRR structures. Jamaica Avenue bridge is located north, and the Atlantic Avenue bridge is located south of the LIRR bridges. Since there are no side streets on the northbound service road between Atlantic Avenue and the LIRR structure, the counts at Atlantic Avenue were used to infer that the northbound service road sidewalk has an average count of five pedestrians per hour. The southbound service road Atlantic Avenue pedestrian counts show that the southbound sidewalk supports greater use than the northbound sidewalk, most likely due to Jamaica Hospital located north of the LIRR structure, with an average of 86 pedestrians per hour on weekdays and 54 pedestrians per hour on weekends.


3-58

Table 3-21. Pedestrian Counts

Street Name Intersecting Direction

Average Weekday Peak (2 hour) Weekend Morning Peak 7 AM to 9AM

Evening Peak 4 PM to 6 PM

10 AM to 1 PM

Jamaica Avenue

Northbound service road North to south and south to north 183 54 679

Southbound service road North to south and south to north 175 186 865

Cross Bridge East to west and west to east 508 552 998

Atlantic Avenue

Northbound service road North to south and south to north 8 10 10

Southbound service road North to south and south to north 163 179 160

Cross Bridge East to west and west to east 112 105 171

Access by pedestrians on the bridges carrying local streets and along the service roads would be maintained under the Build Alternative. The 86th Avenue pedestrian bridge overpass would be replaced. The east and west pedestrian ramps would remain and tie into the proposed overpass bridge. New pedestrian facilities would be compliant with the procedures set forth in HDM Chapter 18, which are consistent with the ADA.

The Build Alternative would replace approximately 57 curb ramps at service road intersections to comply with NYSDOT HDM Chapter 18. The Build Alternative would require the replacement of approximately 3,700 feet of sidewalk. The crosswalks at service road intersections would be replaced. Refer to Section 3.4.3.1 (Proposed Highway Section) under Roadside Elements for additional details on sidewalk work.

During construction, where sidewalk or curb ramp closures are needed, priority would be given to detouring pedestrians to the other side of the roadway. In cases where it would not be possible to detour pedestrians to the other side of the road, an alternate route would be provided. Temporary construction signage would be placed along the detour route to guide pedestrians through the route.

3.4.2.2 Bicyclists Access for bicyclists on the bridges carrying local streets and along the service roads would be maintained with the Build Alternative. According to the NYCDOT 2018 Bike Map, there are potential bicycle routes crossing the VWE at 94th and 133rd Avenues. As part of the Jamaica Bay Greenway Implementation Plan, bicycle paths are being proposed near Howard Beach and Ozone Park, with the proposed North Conduit Avenue extension overlapping with the southern portion of the Study Area. Safety improvements and enhancements are planned for the Queens Boulevard Yellow Boulevard to Union Turnpike Proposed Safety Corridor Improvements, which overlaps with the northwestern portion of the Study Area. The Build Alternative would not preclude these potential bicycle improvements, including future planned bicycle lanes on Atlantic Avenue and 133rd Avenue.


3-59

3.4.2.3 Transit No long-term effects to transit, including subway, AirTrain JFK, and bus services, would occur.

During construction, there would be no effect on access to NYCT subway stations. The Q24 bus route, which runs along the northbound service road between Atlantic Avenue and Archer Avenue and along the southbound service road between Jamaica Avenue and Atlantic Avenue, and the Q9 bus route, which runs along the southbound service road between Liberty Avenue and 111th Avenue, could experience delays as a result of temporary lane closures on the northbound or southbound service roads. In addition, one of the Q9 bus stops located on the southbound service road could be temporarily relocated within the same block, in coordination with the Metropolitan Transportation Authority.

3.4.2.4 Airports, Railroad Stations, and Ports The southern terminus of the Project is at the entrance to JFK Airport; however, there would be no changes to the airport or conflicts with operations. Proposed stormwater measures were designed in consideration of the guidance in Federal Aviation Administration Advisory Circular 150/5200-33B, Hazardous Wildlife Attractants On or Near Airports.

Jamaica Station, serving LIRR, is located immediately east of the VWE at Atlantic Avenue. The station serves the following lines: the LIRR, Main Line, Montauk Branch, Atlantic Branch, AirTrain JFK, NYC Subway lines E, J, and Z trains, 10 NYCT bus routes, 9 MTA bus Company routes, and Nassau Inter-County Express. During construction, track outages would be coordinated with LIRR to ensure that sufficient operating capacity is maintained to allow for the provision of an adequate level of train service. The retrofit/replacement of the LIRR bridges over the VWE would require a variety of complex track outages of varying durations to allow the required modification/strengthening of the structures while minimizing operational effects to passengers. Temporary passenger and train schedule effects associated with construction of the Build Alternative would include:

• During weekends and overnight hours only, when both tracks are out of service on BIN 7076800, Penn Station-New York bound trains could be routed to shorter platforms at Jamaica Station, requiring passengers in the rear cars to walk forward to exit the train. Main Line 1 and 3 tracks are anticipated to be out of service concurrently during weekdays overnight for approximately 18 weeks and for approximately 38 weekends.

• When the Atlantic 2 track west of Jamaica Station is out of service - for approximately 8 weeks full time, approximately 16 weeks during weekday overnight, and approximately 14 weekends - the following passenger impacts are anticipated:

− All passenger trains from Penn Station-New York, and Atlantic Terminal-Brooklyn that currently have a direct connection immediately across the platform at Jamaica Station would lose that direct connection. Passengers on these trains would have to use the stairs or elevators and overhead passageways to reach their connecting trains. The approximate number of eastbound trains losing the direct connection across the platform is as follows: 122 trains total on weekdays (42 trains during peak hours and 80 trains during off peak hours), and 156 trains total during weekends.


3-60

− All trains from Atlantic Terminal-Brooklyn would not stop at Locust Manor, Laurelton, and Rosedale. Passengers on these trains destined for these stations would have to transfer trains at Jamaica Station.

− Stops at Locust Manor, Laurelton, and Rosedale would be added to certain trains (to be determined during final design in coordination with LIRR) from Penn Station-New York, increasing their travel time by approximately six minutes.

The NYSDOT would coordinate with the LIRR during final design and construction to limit effects to rail passengers to the extent practical. Work would include long term track outages during some construction stages and overnight and weekend outages in other stages. Service for all passengers would be maintained throughout the construction period, with some delays.

There would be no changes to Jamaica Station or conflicts with railroad operations following construction.

There would be no changes or conflicts to ports as a result of the Build Alternative.

3.4.2.5 Access to Recreation Areas (Parks, Trails, Waterways, and State Lands) There would be no changes to access to recreation areas as a result of the Build Alternative.

3.4.3 Infrastructure

3.4.3.1 Proposed Highway Section The Build Alternative would add a fourth lane in each direction between Hoover Avenue and Federal Circle. The additional lane in each direction would be an MUL with HOV restrictions. Both new MULs would be on the left side of the highway, separated from the existing GULs by a 2-foot-wide striped buffer. Vehicles in the southbound MUL would enter the MUL south of Queens Boulevard and travel to JFK Airport, with no intermediate entrance or exit points to or from the MUL. Similarly, vehicles in the northbound MUL would travel from JFK Airport to KGI with no intermediate entrance or exit points to or from the MUL. Due to the widened roadway, the bridges in the corridor would be rebuilt and structural deficiencies addressed.

In the Build Alternative, the treatment of the VWE mainline would vary throughout the corridor. In the northern section of the Study Area, from approximately Hoover Avenue to Atlantic Avenue, the center median would shift slightly east of the existing center median. The roadway would be shifted east to avoid the existing subway infrastructure and vents on the southbound side near 87th Avenue. The northernmost limits of the Build Alternative would be integrated with the current reconstruction of the KGI.

For the middle section of the VWE, from approximately Atlantic Avenue to 133rd Avenue, the AirTrain JFK runs along the center median of the VWE. To avoid impacts to the AirTrain JFK, widening would take place in each direction of traffic. This widening would require the placement and relocation of several retaining walls along the adjacent side slopes. To ensure that drivers comply with the MUL, a police enforcement area would be included between Linden Boulevard and Foch Boulevard for both the northbound and southbound directions. This would require a wider left shoulder and spaces provided in the median barrier for enforcement vehicles to observe violators of the MUL. Based on


3-61

NYSDOT experience with the enforcement of HOV lanes on the Staten Island Expressway (I-278) and Long Island Expressway (I-495), the MUL on the VWE would function as intended through the presence of police. Enforcement could be enhanced in the future using ITS technology; however, this would require a change to NYS Traffic Law.

The southern section of the Build Alternative, from approximately 133rd Avenue to Federal Circle, would require separated horizontal alignments to avoid AirTrain JFK piers and meet the existing roadways. In this section, the AirTrain JFK no longer follows the median between the northbound and southbound VWE. Therefore, the roadways in this section would weave around the AirTrain JFK piers to avoid impacts. Unlike most of the corridor, the southbound MUL would no longer be buffer-separated and adjacent to the southbound VWE; instead, it would break off and run closer to the alignment of the northbound MUL until it meets the southbound VWE near Federal Circle.

The existing C-D roads would be impacted by the addition of the MULs. The northbound C-D road would be shifted east to accommodate the widened VWE mainline and ramps, but the existing connections would be maintained. South of Rockaway Boulevard, there is a major diverge between the VWE southbound mainline and the connections to the eastbound Belt Parkway/Nassau Expressway. At the major diverge, traffic heading to the airport would stay to the right in two lanes and traffic heading to the eastbound Belt Parkway /Nassau Expressway would stay left, also in two lanes. There is a second diverge point between the VWE southbound mainline and the eastbound Belt Parkway/Nassau Expressway. Local traffic would be able to reach their destinations from the Rockaway Boulevard on-ramp, using the second diverge point. The Build Alternative would maintain connections to the existing destinations, and would be designed to avoid the AirTrain JFK straddle bents near 133rd Avenue. Straddle bents are used in this location to support the AirTrain as it moves from the middle of the VWE to the outside of the southbound VWE. A straddle bent spans the roadway and supports the AirTrain JFK with two columns on each side of the roadway.

In the Build Alternative, the ramps would be reconfigured to meet the proposed VWE mainline alignments and improve the operational deficiencies throughout the corridor. The closing and relocation of ramps would improve traffic flow by lengthening weaving sections and moving ramps farther from intersections on the service roads.

The additional lane in each direction on the expressway would be within the existing transportation right-of-way. Trees would be removed from right-of-way in front of residential and commercial properties along both the northbound and southbound service roads and both service roads would be shifted closer to existing properties in a few locations (see Section 3.2.2). The service road shifts would result in the curb line being realigned and some of the existing sidewalk widths being reduced by 2 to 5 feet, but maintaining a minimum City of New York sidewalk width of 8 feet except in two locations. The sidewalk on the east service road under the LIRR bridge structure would be reduced to 5.5 feet for a short distance to retain the existing bridge abutment. In addition, between 101st Avenue and Liberty Avenue, the easterly sidewalk would be reduced to 5.5 feet for 95 feet and 6 feet for 186 feet. The NYSDOT minimum sidewalk width is 5 feet.

The widening of the mainline and ramp relocations would not result in the permanent acquisition of private property. Refer to Appendix A for typical sections throughout the corridor.


3-62

Right-of-Way The bed of the VWE and ramps consists of both City of New York- and State of New York-owned parcels. The Build Alternative would include the filing of a bed of street map to acquire the VWE mainline and access ramps to be within the right-of-way of the State of New York.

Permanent easements would be acquired from the City of New York for all local bridges and bridge approaches over the VWE mainline.

A permanent easement would be acquired from LIRR along the northbound VWE mainline and service road for expressway purposes.

The land on which the proposed relocated ramp from North Conduit Avenue to the westbound Belt Parkway would be constructed is owned by the City of New York, specifically under NYCDEP jurisdiction. To obtain the ROW clearance to construct this portion of the project, the NYSDOT is facilitating a NYCDEP transfer of the land jurisdiction to NYCDOT, which would avoid the need for an acquisition and only require a permit from the NYCDOT to progress the work. When construction is completed, NYCDOT would have maintenance jurisdiction over the new ramp. No ROW acquisition would be required.

Curb Mountable and/or traversable curb for drainage control would be provided along the VWE mainline, ramps, service roads, and C-D roads. The curb would not be provided adjacent to retaining walls since the retaining walls would be protected by half section barriers.

Grades The proposed maximum grade on the VWE mainline would be 4.05 percent. The grade would not warrant a climbing lane.

Intersection Geometry and Conditions The proposed intersections would reflect the existing intersection geometry. The 133rd Avenue bridge would add a left-turn bay for vehicles turning left onto the northbound service road. The Atlantic Avenue bridge would remove the raised center median and add a left-turn bay for each direction of traffic.

At all intersections, the crosswalks and pedestrian curb ramps would be compliant with the procedures set forth in HDM Chapter 18, which is consistent with the ADA.

Roadside Elements • Snow Storage, Sidewalks, Utility Strips, Bikeways, Bus Stops

− Existing sidewalks on the service roads between Jamaica Avenue and Liberty Avenue would be modified by the proposed design. Some of the existing sidewalk width would be reduced by 2 to 5 feet along the service roads. The City of New York standard minimum width of 8 feet would be maintained at all locations except for two locations. Under the LIRR bridge structures, the easterly sidewalk would be reduced to 5.5 feet for approximately 275 feet. The reduction is necessary to retain the location of the existing bridge abutment. In addition, between 101st


3-63

Avenue and Liberty Avenue, the easterly sidewalk would be reduced to 5.5 feet for 95 feet and 6 feet for 186 feet. Although the sidewalk width would not meet City of New York’s standard minimum for this short distance, it would meet NYSDOT’s minimum sidewalk width of 5 feet.

− Utility impacts are included in the utility plans in Appendix D.

− Bikeways access along the service roads would not change as a result of the Build Alternative.

− Bus stops along the northbound and southbound service roads serving commuter buses would not experience long-term effects as a result of the Build Alternative. During construction, the Q24 bus route, which runs along the northbound service road between Atlantic Avenue and Archer Avenue and along the southbound service road between Jamaica Avenue and Atlantic Avenue, and the Q9 bus route, which runs along the southbound service road between Liberty Avenue and 111th Avenue, could experience delays as a result of temporary lane closures on the northbound or southbound service roads. In addition, one of the Q9 bus stops located on the southbound service road could be temporarily relocated within the same block, in coordination with the Metropolitan Transportation Authority.

− Snow storage areas would be impacted on the mainline and service roads. On the mainline, the widened roadway would narrow the space for snow storage. On the service roads, the snow storage area would be narrowed, where the sidewalk is replaced, due to the shifted service road and the removal of the grass buffer between the service road and the sidewalk.

• Driveways – No driveways would be affected by the Build Alternative.

• Clear Zone – The clear zone would be affected by the Build Alternative. Where the clear zone width is not met, the roadside would be protected by concrete barrier or guiderail.

3.4.3.2 Special Geometric Design Elements

Nonstandard Features Nonstandard features are roadway components that do not meet the design criteria for critical design elements. To identify nonstandard features, the proposed geometry of the VWE mainline, ramps, C-D roads and service roads within the Study Area were reviewed and compared to applicable design standards.

The design of the Build Alternative has, wherever feasible, improved or eliminated non-standard horizontal and vertical geometry. The Build Alternative proposes to include approximately 150 non-standard features on the mainline, ramps and the service and C-D roads. Of the 80 proposed non-standard features on the mainline VWE, 65 meet or exceed the criteria for vehicle operation at or exceeding the 50 mph posted speed of the highway. On the mainline VWE, fifteen (15) features have recommended speeds < 50 mph (30-45 mph); of these 15 NSFs, 7 match existing conditions; 3 are being improved over existing conditions; 3 are being degraded over existing and 2 features are related to the new SB MUL alignment (SB3).

Due to the very constrained environment in the VWE corridor, there are some non-standard features proposed that are farther from meeting standard than the existing conditions. One of these features is the mainline shoulder width. The VWE southbound right shoulder width is being decreased to less than 6 feet in width from Hoover Ave to Jamaica Ave, a distance of approximately 0.85 miles. Within this segment, the exit ramp to the service road near Hillside Ave (Ramp HAS2) provides a usable


3-64

refuge area as a substitute for the shoulder. The shoulder reduction is necessary to construct the MUL, which would significantly reduce congestion-related crashes. Given that congestion occurs on the VWE from 6AM to 10PM each weekday, the decision to use the shoulder width for the MUL is expected to produce an overall reduction in crashes on this segment of the highway.

Although the Build Alternative would retain the nonstandard features identified, some of these features would be improved over the existing conditions and all of the non-standard features are mitigated by the additional capacity and improved operations proposed in the Build Alternative. The Build Alternative would provide improvements in capacity, LOS and traffic operations, and is not expected to increase the likelihood of crashes at any location in the corridor. Most areas are expected to experience a decrease in crash potential due to the corridor-wide improvements as stated above. The proposed design provides a balance between the limitations of the existing corridor and current-day design standards without requiring the acquisition of residential homes or commercial businesses, impacting the AirTrain, or requiring the relocation of the subway ventilation structures located immediately adjacent to the southbound VWE.

A description of the nonstandard design features is below and Appendix C provides the nonstandard justification forms.


3-65

Table 3-22 lists the ramp names used throughout this section.

Table 3-22. Ramp Designations

Ramp Designation Direction

Entrance/ Exit Description of the Ramp Locations

HAN1 Northbound Entrance Slip ramp connecting North Service Road (at Hillside Ave) to Northbound VWE

JAN1 Northbound Entrance Slip ramp connecting North Service Road (btw Archer Ave and Jamaica Ave) to Northbound VWE

JAN2 Northbound Exit Slip ramp connecting Northbound VWE (btw Archer Ave and Jamaica Ave) to North Service Road

LIBN1 Northbound Entrance Slip ramp connecting North Service Road (at Liberty Ave) to Northbound VWE LIBN2 Northbound Exit Slip ramp connecting Northbound VWE (at Liberty Ave) to North Service Road LINN1 Northbound Entrance Slip ramp connecting North Service Road (at Linden Blvd) to Northbound VWE LINN2 Northbound Exit Slip ramp connecting Northbound VWE (at Linden Blvd) to North Service Road

RBN1 Northbound Entrance Slip ramp connecting North Service Road (at Rockaway Blvd) to Northbound VWE

CDN1 Northbound Entrance Slip ramp connecting C-D Road Northbound (btw Rockaway Blvd and 133rd Ave) to Northbound VWE

RBN2 Northbound Exit Slip ramp connecting Northbound VWE (at Rockaway Blvd) to North Service Road

NCN1 Northbound Entrance Slip ramp connecting North Conduit Ave to C-D Road Northbound

CDN2 Northbound Exit Slip ramp connecting Northbound VWE (at Belt Parkway) to C-D Road Northbound

NCN2 Northbound Exit Loop ramp connecting Northbound VWE to North Conduit Ave NEN1 Northbound Entrance Loop ramp connecting Nassau Expressway to Northbound VWE NEN2 Northbound Exit Slip ramp connecting Northbound VWE to Nassau Expressway FCN1 Northbound Entrance Slip ramp connecting Federal Circle to Northbound VWE MSS2 Southbound Exit Slip ramp connecting Main Street to C-D Road Southbound HAS2 Southbound Exit Slip ramp connecting Southbound VWE to C-D Road SB (at Hillside Ave) MSS1 Southbound Entrance Slip ramp connecting C-D Road Southbound to Southbound VWE

AAS2 Southbound Exit Slip ramp connecting Southbound VWE (Auxiliary lane exit between Jamaica Ave and LIRR) to South Service Road

R101S2 Southbound Exit Slip ramp connecting Southbound VWE (at 101st Ave) to South Service Road R101S1 Southbound Entrance Slip ramp connecting South Service Road (at 101st Ave) to Southbound VWE

LINS2 Southbound Exit Slip ramp connecting Southbound VWE (at Linden Blvd) to South Service Road

LINS1 Southbound Entrance Slip ramp connecting South Service Road (at Linden Blvd) to Southbound VWE

RBS2 Southbound Exit Slip ramp connecting Southbound VWE (at Rockaway Blvd) to South Service Road

RBS1 Southbound Entrance Slip ramp connecting South Service Road (at Rockaway Blvd) to Southbound VWE

NCS2 Southbound Exit Slip ramp connecting Southbound VWE to North Conduit Ave NCS1 Southbound Entrance Loop ramp connecting North Conduit Ave to Southbound VWE NES1 Southbound Entrance Loop Ramp connecting Nassau Expressway to Southbound VWE SB Exit (SB) Southbound Exit Slip ramp connecting SB VWE to Nassau Expressway


3-66

VWE Mainline • Lane Width: In the northern section of the Study Area, the proposed northbound and southbound

VWE mainline would not meet the standards for lane width. The standard minimum lane width for the VWE mainline is 12 feet. The proposed lane widths would not be less than the existing lane widths in the VWE corridor. Table 3-23 lists those proposed locations that would have travel lane width(s) less than the standard.

Table 3-23. VWE Mainline – Lane Widths Less than Standard (Northbound/Southbound)

Mainline Start End Existing Lane

Width Proposed Lane

Width

Adverse Crash History? (Yes/No)1

Northbound VWE Queens Blvd Ramp Main Street Varies 11 feet to

12 feet Five 11-foot lanes Yes

Northbound VWE FCN1 Entrance Ramp NEN2 Exit Ramp 11 feet

Two 11-foot lanes (right and auxiliary)

No

Southbound VWE Hoover Ave 86th Ave 11 feet (minimum) Five 11-foot lanes No

1 Adverse Crash History: Existing crash data above the NYSDOT statewide average.

• Shoulder Width: The proposed northbound and southbound VWE mainline would not meet the standards for shoulder width. The standard minimum left shoulder width is 10 feet and the standard minimum right shoulder width is 10 feet. The minimum existing shoulder width on the left and/or right shoulders is zero feet. The proposed locations that would have shoulder widths less than the standard are presented in Table 3-24 and Table 3-25.

Table 3-24. VWE Mainline –Right Shoulder Widths Less Than Standard (Northbound/Southbound)

Mainline Start End Existing Right

Shoulder Proposed Right

Shoulder

Length of Nonstandard

Shoulder Width

Adverse Crash

History? (Yes/No)

Northbound VWE Union Turnpike Queens Boulevard Ramp

Varies: 8 feet minimum

Varies: 3.5 feet to 10 feet 850 feet No

Northbound VWE Queens Boulevard Ramp

Main Street Ramp Varies: 2.5 feet

minimum Varies: 1 foot

minimum 280 feet No

Northbound VWE Main Street Ramp

87th Avenue Varies: 2 feet minimum

Varies: 1 foot to 4 feet 650 feet Yes

Southbound VWE

Hoover Avenue 86th Avenue Varies: 3 feet minimum

Varies: 1 foot to 10 feet 2620 feet1 No

Southbound VWE

86th Avenue Hillside Avenue Varies: 3 feet minimum

1 foot 780 feet No

Northbound VWE Jamaica Avenue

91st Avenue Varies: 3 feet to 10 feet

Varies: 2 feet to 6 feet 840 feet No

Northbound VWE Archer Avenue Atlantic Avenue 5 feet minimum Varies: 3.5 feet to 10 feet 640 feet No


3-67

Table 3-24. VWE Mainline –Right Shoulder Widths Less Than Standard (Northbound/Southbound) (continued)

Mainline Start End Existing Right


Shoulder


Shoulder Width

Adverse Crash

History? (Yes/No)

Southbound VWE

Archer Avenue Atlantic Avenue 5 feet minimum 2 feet 625 feet No

Northbound VWE 95th Avenue 97th Avenue 10 feet minimum Varies: 1 feet to 6 feet 490 feet No

Southbound VWE

95th Avenue 97th Avenue Varies: 8 feet minimum


Southbound VWE

101st Avenue Liberty Avenue 8 feet minimum Varies: 2 feet to 10 feet 620 feet Yes

Northbound VWE 101st Avenue Liberty Avenue Varies: 6 feet minimum

Varies: 6.9 feet to 10 feet 450 feet No

Southbound VWE

Foch Boulevard

Sutter Avenue Varies: 6 feet minimum


Southbound VWE

Exit Ramp to Nassau Expressway

132nd Avenue Varies: 2 feet minimum

Varies: 3 feet to 10 feet 2,070 feet

No

Southbound VWE

Sutter Avenue 134th Avenue 10 feet Varies: 2 feet to 10 feet 1,500 feet No

Southbound VWE

134th Avenue North Conduit Loop Ramps 1 foot Varies: 1 foot to

10 feet 220 feet Yes

Northbound VWE Sutter Avenue Foch Boulevard 10 feet Varies 2 feet to 10 feet 143 feet No

Northbound VWE Entrance Ramp from Federal Circle

Exit Ramp to Nassau Expressway

Varies: 5 feet to 10 feet

Varies: 0 feet to 6 feet 285 feet

No

Southbound VWE

Federal Circle Nassau Expressway

Varies 0 to 5.5 feet

Varies: 0 to 4 feet 1,970 feet No

Note: 1) Exit ramp HAS2 to be used as a refuge area or as an area to pull off the highway due to a breakdown.

Table 3-25. VWE Mainline – Left Shoulder Widths Less Than Standard (Northbound/Southbound)

Mainline Start End Existing Left

Shoulder Proposed Left Shoulder


Shoulder Width

Adverse Crash

History? (Yes/No)

Northbound VWE

Hoover Avenue

Main Street


Varies: 1.5 feet to 10 feet

1,800 feet Yes

Northbound VWE

Federal Circle

Start of NB MUL

Varies: 1 foot to 2 feet

Varies: 0 foot to 5.5 feet

857 feet No

Southbound VWE

Hoover Avenue

87th Avenue


Varies: 1 foot to 8 feet

3,358 feet No

Southbound VWE

Sutter Avenue

Federal Circle



5,815 feet Yes


3-68

• Horizontal Curve Radius: The proposed northbound and southbound VWE mainline would not meet the standards for horizontal curve radius. The standard horizontal curve radius for 60 mph is 1,200 feet. The proposed locations that would have a horizontal curve radius less than the standard are presented in Table 3-26.

Table 3-26. VWE Mainline – Horizontal Curve Radius Less Than Standard (Northbound)

Mainline Start End

Existing Horizontal

Curve Radius (feet)

Proposed Horizontal

Curve Radius (feet)

Adverse Crash

History? (Yes/No)

Northbound VWE

NB PT 38+45.62

NB PC 29+68.22 800 feet 847 feet Yes

Northbound VWE

NB PT 27+38.45

Start of northbound managed-use lane NB PCC 23+66.38

838 feet 886 feet No

• Superelevation: Various curves along the proposed northbound and southbound VWE mainline would not meet the standards for superelevation based on design speed and emax=8%. The standard superelevation is based on the design speed (60 mph) and each individual curve radii. The proposed locations that would have a superelevation less than the standard are presented in Table 3-27. The general use lanes and the MUL both have superelevation less than standard except in Normal Crown sections where the general use lanes have a standard superelevation (2%) and the MUL has a nonstandard superelevation (-2%) or visa versa.Table 3-27

Table 3-27. VWE Mainline – Superelevations Less Than Standard (Northbound and Southbound)

Roadway Start End Standard Existing

Condition Proposed Condition

Adverse Crash

History? (Yes/No)

NB VWE PCC Sta NB 18+80.95

PCC Sta NB 23+66.38

e = 6.5% e = 1.0% (R = 3058.00’)

e = 6.0% (R = 2115.00’)

No

NB VWE PCC Sta NB 23+66.38

PT Sta NB 27+38.45

e = 8.0% e = 6.2% (R = 870.60’)

e = 6.0% (R = 886.00’)

No

NB VWE (see note

1)

PC Sta NB 44+16.90

PT Sta NB 48+53.76

e = 4.5% N/A e = 3.5% (R = 3466.00’)

Yes

NB VWE Sta NB 76+50.00

PT Sta NB 78+94.22

e = 5.0% e = 1.0% (R = 3250.00’)

e = RC (R = 3271.33’)

No

NB VWE PC Sta NB 167+00.78

PT Sta NB 170+39.82

e = 2.5% e = NC (R =3853.57’)

e = NC (R = 8186.00’)

No

NB VWE PC Sta NB 206+00.80

PRC Sta NB 210+25.00

e = 2.5% e = NC (tangent)

e = NC (R = 8198.00’)

No

NB VWE PRC Sta NB 210+25.00

PCC Sta NB 213+69.38

e = 2.5% e = transition area (tangent)

e = NC (R = 8150.00’)

Yes

SB VWE PC Sta

SB 166+40.64 PT Sta

SB 169+78.77 e = 2.5% e = -1.0%

(R = 3853.57‘) e = NC

(R = 8164.00‘) No

SB VWE PC Sta SB 172+13.07

PT Sta SB 179+04.94

e = 2.0% e = NC (R= 15000.00‘)

e = NC (R= 11019.00‘)

Yes


3-69

Table 3-27. VWE Mainline – Superelevations Less Than Standard (Northbound and Southbound) (continued)



Adverse Crash

History? (Yes/No)


PRC Sta SB 210+71.00

e = 2.5% e = NC (R = 20341.21’)

e = NC (R = 8162.00‘)

No


PT Sta SB 234+02.53

e = 5.5% e = 5.2% (R = 2377.95’)

e = 5.2% (R = 2611.00‘)

No

SB2 VWE Start Sta

SB2 9+97.56 PCC Sta

SB2 19+22.72 e = 5.0% e = 2.0%

(R = 3058.00’) e = RC

(R = 3089.00’) No

SB2 VWE PCC Sta SB2 19+22.72

PCC Sta SB2 22+72.48

e = 5.0% e = 2.0% (R=3058.00’)

e = RC (R = 3087.00’)

No

SB2 VWE PCC Sta SB2 22+72.48

PT Sta SB2 25+35.85

e = 5.0% e = 2.0% (R = 3058.00’)

e = RC (R = 3085.00’)

No

SB2 VWE PC Sta SB2 36+49.80

PT Sta SB2 40+96.45

e = 8.0% e = 2.0% (R = 2408.00’)

e = 6.6% (R = 1366.00’)

Yes

SB2 VWE PC Sta SB2 45+63.33

PT Sta SB2 54+30.65

e = 3.5% e = 2.1% (R = 5582.98‘)

e = 2.5% (R = 4988.00’)

Yes

Notes: 1) N/A since proposed design follows a separate alignment than existing. 2) The standard superelevation rates for the proposed radii are based on the following: emax = 8%, Vd = 60 mph,

HDM Exhibit 2-14a (NHS).

• Stopping Sight Distance (Horizontal and Vertical): The proposed northbound and southbound VWE mainline would not meet the standards for stopping sight distance. The standard stopping sight distance for 60 mph is 570 feet. The proposed locations that would have a stopping sight distance less than the standard are presented in Table 3-28.

Table 3-28. VWE Mainline – Stopping Sight Distances (Horizontal/Vertical) Less Than Standard (Northbound and Southbound)

HORIZONTAL STOPPING SIGHT DISTANCE (SSD)

Start End Existing Horizontal

SSD Proposed

Horizontal SSD Adverse Crash

History? (Yes/No) NB 229+62.00 NB 225+82.90 Standard – 570 feet 495 feet No NB 222+46.47 NB 213+69.38 515 feet 430 feet No NB 38+45.62 NB 29+68.22 195 feet 400 feet Yes NB 27+38.45 NB 23+66.38 335 feet 305 feet No SB 234+02.53 SB 225+99.00 480 feet 520 feet No SB 222+15.51 SB 216+76.10 435 feet 380 feet No SB 216+76.10 SB 210+71.00 520 feet 465 feet No SB 200+44.90 SB 195+19.03 Standard – 570 feet 535 feet No SB 78+76.73 SB 74+48.00 Standard - 570 feet 400 feet No

SB2 72+80.00 SB2 69+82.55 Standard -570 feet 400 feet No SB2 54+30.65 SB2 50+45.00 Standard - 570 feet 530 feet No SB2 40+96.45 SB2 36+32.27 Standard - 570 feet 505 feet No SB2 22+72.48 SB2 9+97.50 495 feet 495 feet No


3-70

Table 3-28. VWE Mainline – Stopping Sight Distances (Horizontal/Vertical) Less Than Standard (Northbound and Southbound) (continued)

VERTICAL STOPPING SIGHT DISTANCE

Roadway PVI Station Existing Condition Proposed Condition

Adverse Crash

History? (Yes/No)

NB VWE NB 211+00+ SSD = 492 feet (crest curve) SSD = 492 feet (crest curve)1 No NB VWE NB 177+54.00 SSD = 465 feet (crest curve) SSD = 459 feet (crest curve) No NB VWE NB 100+44.50 SSD = 528 feet (crest curve) SSD = 530 feet (crest curve) No NB VWE NB 65+75.00 SSD = 534 feet (crest curve) SSD = 529 feet (crest curve) No NB VWE NB 47+25.00 SSD = 824 feet (crest curve) SSD = 502 feet (crest curve) Yes

SB VWE SB 210+54 SSD = 492 feet (crest curve) SSD = 492 feet (crest curve)1 No SB VWE SB 177+59.50 SSD = 465 feet (crest curve) SSD = 452 feet (crest curve) No SB VWE SB 100+24.50 SSD = 528 feet (crest curve) SSD = 528 feet (crest curve) No

SB2 VWE SB2 45+75.00 SSD = 641 feet (crest curve) SSD = 502 feet (crest curve) Yes Notes: 1) Maintain existing profile grade and cross slope over the Main Street bridge.


3-71

VWE Managed-Use Lane • Shoulder Width: The proposed MULs would be barrier-separated in the median and buffer-

separated from the adjacent GULs. When the southbound MUL is not adjacent to the southbound VWE GULs, a right shoulder would be adjacent to the MUL.

The standard minimum left and right shoulder width is 10 feet. Where the southbound MUL is on a separate alignment from the southbound GULs, the standard minimum left shoulder width is 4 feet and the standard minimum right shoulder width is 10 feet.

The proposed northbound and southbound VWE MUL feet would not meet the standards for left and right shoulder widths. Table 3-29 presents the proposed locations that would have shoulder widths less than the standard.

Table 3-29. VWE Managed-Use Lane – Shoulder Widths Less Than Standard (Northbound and Southbound)

LEFT SHOULDER WIDTH

MUL Start End Proposed Left

Shoulder


Shoulder Width

Adverse Crash History? (Yes/No)

NB MUL Main Street Federal Circle Varies: 0 feet minimum 16,235 feet No

SB MUL 87th Avenue North Conduit Avenue

Varies: 0 feet minimum 15,600 feet No

SB MUL North Conduit Avenue Federal Circle Varies:

2 feet minimum 2,240 feet No

RIGHT SHOULDER WIDTH

MUL Start End Proposed Right

Shoulder


Shoulder Width


SB MUL AirTrain (near Belt Parkway) Federal Circle Varies:

2 feet minimum 315 feet No

• Horizontal Curve Radius: The standard horizontal curve radius for 60 mph is 1,200 feet. The non-standard horizontal curve radii are coincident with the VWE mainline curve radii shown in Table 3-26. Where the MUL is on a separate alignment, additional nonstandard curve radii are shown in Table 3-30.

Table 3-30. VWE Managed-Use Lane – Horizontal Curve Radius Less Than Standard (Southbound)

MUL Start End Proposed Horizontal Curve Radius (feet)


SB MUL SB MUL: SB3 39+17.07 SB MUL: SB3 31+44.11 833 feet No SB MUL SB MUL: SB3 26+91.18 SB MUL: SB3 23+14.24 926 feet No


3-72

• Stopping Sight Distance (Horizontal and Vertical): The proposed northbound and southbound VWE MUL would not meet the standards for stopping sight distance. The standard stopping sight distance for 60 mph is 570 feet. The non-standard features are in the same locations as the northbound and southbound VWE mainline stopping sight distances shown in Table 3-28in addition to the locations listed in Table 3-31.

Table 3-31. VWE Managed-Use Lane – Stopping Sight Distance (Horizontal/Vertical) Less Than Standard (Southbound)

HORIZONTAL STOPPING SIGHT DISTANCE

Start End Horizontal SSD Adverse Crash History?

(Yes/No) NB MUL: NB 78+94.22 NB MUL: NB 72+62.06 490 feet No NB MUL: NB 72+62.06 NB MUL: NB 69+73.86 470 feet No NB MUL: NB 38+45.62 NB MUL: NB 29+68.22 230 feet Yes-SDL only SB MUL: SB3 48+45.09 SB MUL: SB3 44+20.57 475 feet No SB MUL: SB3 39+17.07 SB MUL: SB3 31+44.11 336 feet No SB MUL: SB3 26+91.18 SB MUL:SB3 23+14.24 300 feet No


Roadway PVI Station Existing Condition Proposed Condition


SB3 MUL SB3 35+94.00 SSD = N/A SSD = 476 feet (crest curve) No SB3 MUL SB3 47+26.50 SSD = N/A SSD = 497 feet (crest curve) Yes


3-73

VWE Slip Ramps • Lane Width: Several proposed northbound and southbound VWE ramps would not meet the

standards for lane width. The standard minimum lane width is based on the geometry of the ramp and is found in HDM Table 2-9. For all of the direct connect ramps in this corridor, the standard lane width is 15 feet minimum or wider, depending on the shoulder width and ramp radius. The locations listed in Table 3-32 would have lane widths less than the standard.

Table 3-32. VWE Slip Ramps – Lane Width Less Than Standard

Ramp Name Standard Existing Lane

Width Proposed Lane

Width


CDN2 Exit from NB VWE North of Belt Parkway (near the NCN2 ramp)

15 feet (for radii ≥500 feet) 12.5 feet minimum 12 feet Yes

MSS2 Exit from Main Street to C-D Road Southbound

22 feet (for radii ≥500 feet) 13 feet minimum Varies: 11 feet to 17

feet No

HAS2- One Lane Exit to Hillside Ave

19 feet (for radii ≥500 feet) 11 feet minimum 10.5 feet to12 feet No

HAS2- Two Lane Exit to Hillside Ave

27 feet (for radii ≥1000

feet) 10 feet minimum 10.5 feet (left lane) &

10 feet (right lane) No

MSS1 Entrance from C-D Road Southbound

15 feet (for radii ≥500 feet) 11 feet minimum 12 feet No

AAS2 Exit to Atlantic Ave

15 feet (for radii ≥500 feet) 12 feet minimum 12 feet No

R101S1 – Two Lane Entrance from 101st Ave

29 feet (for radii 500 feet to

1000 feet)

N/A 24 feet No

R101S1 – One Lane Entrance from 101st Ave

15 feet (for radii ≥1000

feet)

N/A Varies 12 feet to 15 feet

No

SB: Exit ramp to Nassau Epwy

27 feet (for radii ≥1000 feet)

24 feet 24 feet No


3-74

• Shoulder Width: Several proposed northbound and southbound VWE ramps would not meet the standards for shoulder width. The standard minimum left shoulder width is 4 feet and the standard minimum right shoulder width is 6 feet. For direct connection ramps with design speeds over 40 mph, the minimum right shoulder width is 8 feet. The minimum existing shoulder width on the left and/or right shoulders is zero feet. The locations that would have shoulder widths less than the standard are presented in Table 3-33.

Table 3-33. VWE Slip Ramps – Shoulder Width Less Than Standard

Ramp name Existing Left

Shoulder Proposed Left

Shoulder Existing Right


Shoulder

Adverse Crash

History? (Yes/No)

HAN1 Entrance from Hillside

0 feet (minimum) Standard - 4 feet 3.75 feet

(minimum) Varies - 2.75 feet

to 6 feet No

JAN2 Exit from NB VWE to NB Service Rd

N/A 3 feet N/A 4 feet No

JAN1 Entrance from NB Service Rd to NB VWE

N/A Varies – 2 feet to 3 feet N/A Varies — 3 feet to

5 feet No

CDN1 Entrance from NB C-D Road to NB VWE

6 feet Varies – 0.85 feet to 4 feet

Varies 2.5 feet – 10 feet

Varies — 2.5 feet to 6 feet No

NEN2 Exit from NB VWE to Nassau Expressway

Varies – 1.5 feet to 6

feet Varies – 1.5 feet to

4 feet Varies –

0 feet to 12 feet Standard - 6 feet

(minimum) No

HAS2 Exit to Hillside Ave

1 foot (minimum)

Varies 1 foot (minimum)

Varies 1 foot (minimum)

Varies – 1 foot to 2 feet No

MSS1 Entrance from C-D Road Southbound

3 feet (minimum)

Varies – 1 foot to 2 feet 2 feet (minimum) Standard - 6 feet No

FCN1 Entrance from Federal Circle

Varies – 2 feet to 4 feet


Varies – 0 feet to 14.5 feet

Varies - 1 feet to 6 feet No

AAS2 Exit to Atlantic Ave 0 feet 0 feet Varies - 1 foot

minimum Standard - 6 feet No

R101S2 Exit to 101st Ave N/A Standard - 4 feet N/A Varies - 1.5 feet to

3 feet No

R101S1 Entrance from 101st Ave N/A 2 feet N/A Varies - 3 feet to

6 feet No

LINS2 Exit to Linden Blvd

2 feet (minimum) Standard – 4 feet Varies 4 feet to

6 feet Varies – 3 feet to

6 feet No

LINS1 Entrance from Linden Blvd

Varies – 3 feet to 4

feet Varies – 2 feet to 4

feet 6 feet Varies - 2 feet to 6 feet No

RBS2 Exit to Rockaway Blvd

1 foot 4 feet Standard - 4 feet Varies 5.5 feet to

6 feet Varies - 3 feet to

6 feet Yes

NCS2 Exit to North Conduit Ave

0.5 feet (minimum)

Varies – 0.5 foot to 8 feet

0.5 feet (minimum)

Varies – 0.5 feet to 8 feet No


3-75

Table 3-33. VWE Slip Ramps – Shoulder Width Less Than Standard (continued)

Ramp name Existing Left




Shoulder

Adverse Crash

History? (Yes/No)

SB: Exit ramp to Nassau Epwy

0 foot (minimum)

Varies - 0 feet (minimum)

3 feet (Sta SB 37+82 to SB

40+30)

0 feet (Sta. SB 40+30 to SB

51+90)

5 feet to 6 feet (Sta. SB 51+90 to SB 59+50)

3 feet (Sta SB 37+82 to SB

40+30)

2 feet to 6 feet (Sta. SB 40+30 to

SB 59+50)

No

• Superelevation: The proposed northbound and southbound VWE direct connect ramps would not meet the standards for superelevation based on design speed and emax=8%. The standard superelevation is based on the design speed (30 mph or 40 mph) and each individual curve radii. Table 3-34 presents the proposed locations that would have a superelevation less than the standard.

Table 3-34. VWE Slip Ramps – Superelevations Less Than Standard (Northbound and Southbound)

Roadway Start End

Standard (8.0%, 30 or 40

mph) Existing


Adverse Crash

History? (yes/no)

NCN1 PC Sta NCN1 11+15.00

PCC Sta NCN1 13+91.07 e = 8.0%

e = 2.0% (R = 376.00

feet)

e = 5.5% (R = 444.00

feet) Yes

NCN1 PCC Sta NCN1 13+91.07

PT Sta NCN1 14+83.57 e = 4.5% e = 2.0%

(R=410.00 feet) e = 2.0%

(R=1760.00 feet)

Yes

LIBN1 PC Sta LIBN1 10+00.00

PT Sta LIBN1 10+66.98 e = 8.0% e = 3.0

(R=560.00 feet) e = RC

(R=231.00 feet) Yes

SB Exit Ramp to Nassau

Expresway

Start Sta SB 37+82.00

PT Sta SB 40+33.66

e = 8.0% e = 6.0% (R = 522.00

feet)

e = 6.0% (R = 510.00

feet)

Yes

Notes: 1) The standard superelevation rates are based on the following: emax = 8%, HDM Exhibit 2-14a (NHS).


3-76

• Stopping Sight Distance (Horizontal and Vertical): Some of the proposed northbound and southbound VWE ramps would not meet the standards for stopping sight distance. The standard stopping sight distance for 30 mph is 200 feet, for 40 mph is 305 feet, and 60 mph is 570 feet. Table 3-35 presents the locations that would have a stopping sight distance less than the standard.

Table 3-35. VWE Slip Ramps – Stopping Sight Distance (Horizontal and Vertical) Less Than Standard


Start End Standard

Existing Horizontal

SSD Proposed

Horizontal SSD Adverse Crash

History? (Yes/No) NCN1

11+15.00 NCN1 14+83.57 305 feet 225 feet 206 feet Yes

NCS2 10+00.00

NCS2 12+43.71 200 feet 116 feet 181 feet No

SB 37+82.00

SB 40+33.66 305 feet 170 feet 170 feet No


Ramp PVI Station Standard Existing




Expressway

SB 65+65.00 570 feet SSD = 534 feet (crest curve)

SSD = 531 feet (crest curve)

No


Expressway SB 47+20.00

570 feet SSD = 641 feet (crest curve)

SSD = 502 feet (crest curve) Yes


3-77

VWE Loop Ramps • Lane Width: The standard minimum lane width is based on the geometry of the ramp and is found

in HDM Table 2-9. For this loop ramp, the standard lane width is 15 feet minimum or wider depending on shoulder width and ramp radius. Table 3-36 presents the proposed locations where lane widths would be less than the standard.

Table 3-36. VWE Loop Ramps – Lane Widths Less Than Standard

Ramp name Standard Existing Lane

Width Proposed Lane

Width


NCS1 Entrance to North Conduit Avenue

19 feet for radii 75 feet to 100 feet




15 feet for radii ≥500 feet

(HDM Section 2.7.5.3 B Exhibit 2-9 Case II-C)

15 feet Varies – 13 feet to 19 feet No

NCN2 18 feet for radii 100 feet to 150 feet 17 feet for radii 150 feet to 200 feet 16 feet for radii 200 feet to 500 feet

15 feet for radii ≥ 500 feet (HDM Section 2.7.5.3 B Exhibit 2-9

Case II-C)


Varies – 14 feet to 18 feet No


3-78

• Shoulder Width: Multiple proposed northbound and southbound VWE ramps would not meet the standards for shoulder width. The standard minimum left shoulder width is 4 feet and the standard minimum right shoulder width is 6 feet. The minimum existing shoulder width on the left and/or right shoulders is zero feet. Table 3-37 presents the locations that would have shoulder widths less than the standard.

Table 3-37. VWE Loop Ramps – Shoulder Widths Less Than Standard

Ramp Name Existing Left




Shoulder

Adverse Crash

History? (Yes/No)

NCN2 Exit ramp to North Conduit Avenue

7.5 feet minimum

Standard - 4 feet 0 feet Varies 1.5 feet to 6 feet No

NEN1 Entrance from Nassau Expressway

14 feet Standard - 10 feet 0 feet Varies 0 feet to 6 feet Yes

NCS1 Entrance from North Conduit Avenue

10 feet Standard - 10 feet 0 feet Varies – 1 foot 6 feet Yes

NES1 Entrance from Nassau Expressway

0 feet Varies – 0.5 feet

minimum 0 feet Varies – 0.5 feet

minimum No

• Horizontal Curve Radius: The proposed northbound and southbound VWE ramps would not meet the standards for horizontal curve radius. The standard horizontal curve radius for 25 mph is 134 feet and for 30 mph is 214 feet. Table 3-38 presents the locations that would have a horizontal curve radius less than the standard.

Table 3-38. VWE Loop Ramps – Horizontal Curve Radius Less Than Standard

Ramp Name Standard Existing Horizontal

Curve Radius Proposed Horizontal Curve Radius (feet)


NCN2 Exit to North Conduit Avenue 134 feet 100 feet to 120 feet 110 feet to 124 feet Yes

NCS1 Entrance from North Conduit Avenue

134 feet 74 feet (minimum) 80 feet (minimum) Yes


3-79

• Superelevation: The proposed northbound and southbound VWE loop ramps would not meet the standards for superelevation based on design speed and emax=8%. The standard superelevation is based on the design speed (25 mph or 30 mph) and each individual curve radius. Table 3-39 presents the proposed locations that would have a superelevation less than the standard.

Table 3-39. VWE Loop Ramps – Superelevations Less Than Standard (Northbound and Southbound)



Adverse Crash

History? (Yes/No)

NCN22 PCC Sta NCN2 12+76.13

PCC Sta NCN2 14+17.03

e = 8.0% (Curve Radius =

134 feet minimum)

Varies e = 2.00% to

6.00% (R = 100.00 feet)

Varies e = 2.00% to

7.70% (R = 110.00 feet)

Yes

NCS12 PC Sta NCS1 10+82.76

PT Sta NCS1 12+48.71


134 feet minimum)

e = 5.00% (R = 74.00 feet)

e = 7.00% (R = 80.00 feet) Yes

NES12 PC Sta NES1 10+00.00

PCC Sta NES1 11+28.41


319 feet)

e = 6.5% (R = 319 feet)

e = 6.5%1 (R = 319 feet) No

Notes: 1) Superelevation designed to tie into existing at the project limit. 2) The standard superelevation rates are based on the following: emax = 8%, Vd = 25 mph, HDM Exhibit 2-14a (NHS).

• Stopping Sight Distance (Horizontal and Vertical): The proposed northbound and southbound VWE ramps would not meet the standards for stopping sight distance. The standard stopping sight distance for 25 mph is 155 feet and for 30 mph it is 200 feet. Table 3-40 presents the locations that would have a stopping sight distance less than the standard.

Table 3-40. VWE Loop Ramps – Stopping Sight Distance (Horizontal) Less Than Standard


Start End Existing

Horizontal SSD Proposed

Horizontal SSD


NCN2 12+76.13 NCN2 13+80.00 116 feet 120 feet Yes NCS1 10+82.76 NCS1 12+48.71 Standard – 155 feet 100 feet Yes


3-80

Van Wyck Expressway Collector-Distributor Roads • Lane Width: The proposed VWE C-D roads would not meet the standards for lane width. The

standard lane width is 12 feet. The proposed lane widths would not be less than the existing lane widths on the C-D roads. Table 3-41 presents the locations that would have travel lane width(s) less than the standard.

Table 3-41. VWE Collector-Distributor Roads – Travel Lane Widths Less Than Standard

Road Standard Existing Lane Width Proposed Lane Width

Adverse Crash

History? (Yes/No)

Southbound (MSS) Left lane 86th Avenue to 87th Avenue 12 feet 10.5 feet 11 feet No

Southbound (MSS) Center lane 86th Avenue to 87th Avenue 12 feet 11 feet 10 feet No

Southbound (MSS) Right lane 86th Avenue to 87th Avenue 12 feet 10.5 feet 10 feet No

• Shoulder Width: The proposed VWE C-D roads would not meet the standards for right and left shoulder widths. The standard minimum left shoulder width is 4 feet and the standard right shoulder width is 6 feet. The minimum existing shoulder width on the left and/or right shoulders is zero feet. Table 3-42 presents the locations that would have shoulder widths less than the standard.

Table 3-42. VWE Collector-Distributor Roads –Shoulder Widths Less Than Standard (Southbound)

RIGHT SHOULDER WIDTH

C-D Road Start End Existing Right


Shoulder


Southbound (MSS) 86th Avenue 87th Avenue 0 feet 0 feet to 5 feet No LEFT SHOULDER WIDTH

C-D Road Start End Existing Left


Shoulder


Southbound (MSS) 86th Avenue 87th Avenue Varies 4 feet to 9 feet

0.5 feet No


3-81

Van Wyck Expressway Service Roads • Lane Width: The proposed VWE service roads would not meet the standards for lane width. The

standard minimum lane widths for the VWE service roads are 9 feet in residential areas with severe right-of-way limitations and 11 feet in industrial areas with severe right-of-way limitations. The proposed lane widths would not be less than the existing lane widths on the service roads. Table 3-43 presents the locations that would have travel lane width(s) less than the standard.

Table 3-43. VWE Service Roads – Lane Width Less Than Standard (Northbound and Southbound)

Service Road Start End Standard

Existing Lane Width

Proposed Lane Width

Adverse Crash

History? (Yes/No)

Northbound Jamaica Avenue 91st Avenue 11 feet

minimum (Industrial)

Varies 9 feet to 10

feet Varies 9 feet to

11 feet Yes

Southbound 89th Avenue Liberty Avenue 11 feet

minimum (Industrial)

10 feet 9 feet to 10 feet Yes


3-82

Nonconforming Features In addition to critical design elements, there are other design elements with established values or parameters that must be considered when developing a project. The decision to vary from recommended values or practice for these elements needs to be identified and these elements are considered nonconforming features. There would be nonconforming features in the Build Alternative. These features are identified because they can have an impact on the safety and operation of the corridor.

VWE Mainline/VWE Managed-Use Lane

AUXILIARY LANE LENGTHS The length of an auxiliary lane is determined from Figure 10-68 (Recommended Minimum Ramp Terminal Spacing) in AASHTO’s A Policy on Geometric Design of Highways and Streets. According to this figure, the recommended length of an auxiliary lane between an entrance and exit is 1,600 feet. To justify the proposed auxiliary lane lengths, traffic models were analyzed on a case-by-case basis to determine each individual required auxiliary lane length. Therefore, the auxiliary lanes are justified to the 2045 traffic demand. Table 3-44 presents the locations that would have an auxiliary lane length less than the recommended length.

Table 3-44. VWE Mainline/Managed-Use Lane – Auxiliary Lane Length Less than Recommended Length (Northbound and Southbound,)

Mainline From To Auxiliary Lane

Length NB Liberty Avenue Linden Avenue 825 feet NB Linden Avenue Rockaway Boulevard 1,112 feet SB Linden Avenue Rockaway Boulevard 1,144 feet NB Nassau Expressway Entrance Ramp North Conduit Exit Ramp 746 feet NB Federal Circle (FCN1) Nassau Expressway (NEN2) 732 feet

COMPOUND CURVES The proposed VWE mainline/MUL would not meet the recommended values for compound curves per the NYSDOT HDM 5.7.3.5A. The desirable ratio of curve radii is 1.5:1. Table 3-45 presents the locations that would have nonconforming compound curves.

Table 3-45. VWE Mainline/Managed-Use Lane – Nonconforming Compound Curves (Northbound, 2025)

Compound Curve (direction of travel) Ratio Northbound Managed-Use Lane PCC: Northbound 18+80.95 PCC: Northbound 23+66.38 PT: Northbound 27+38.45

2.4:1

Northbound Managed-Use Lane PCC: Northbound 58+50.68 PCC: Northbound 69+73.86 PCC: Northbound 72.62.06

3.6:1


3-83

MEDIAN WIDTH The proposed VWE mainline/MUL would not meet the recommended values for median width, per the NYSDOT HDM Exhibit 5-18. The recommended median value for an Urban Principal Arterial Interstate is 10 feet minimum. Table 3-46 presents the locations that would have a median width less than the recommended width.

Table 3-46. VWE Mainline/Managed-Use Lane – Median Widths Less than Recommended

Mainline Start End Width (feet)

Center Median

Queens Boulevard Hillside Avenue 4 feet minimum 90th Avenue Long Island Rail Road 6 feet minimum North Conduit Avenue Loop Ramps Area on VWE Managed-Use Lane Split Area 6 feet minimum

HORIZONTAL CLEARANCE The proposed VWE mainline/MUL would not meet the recommended values for horizontal clearance. According to NYSDOT HDM Exhibit 5-20, the recommended horizontal clearance for the VWE mainline/MUL is 15 feet without a barrier. With a barrier, the standard horizontal clearance is the larger of the actual shoulder width or 4 feet. Table 3-47 presents the locations that would have a horizontal clearance less than the recommended value.

Table 3-47. VWE Mainline/Managed-Use Lane – Horizontal Clearance Less than Recommended (Northbound and Southbound,)

Mainline Start End Right Horizontal Clearance Northbound VWE Union Turnpike Queens Boulevard ramp Varies: 3.5 feet minimum Northbound VWE 86th Avenue 87th Avenue Varies: 0 feet minimum Southbound VWE Hoover Avenue 86th Avenue Varies: 2 feet minimum Southbound VWE 86th Avenue Hillside Avenue 1 foot Northbound VWE Jamaica Avenue 91st Avenue 3 feet Northbound VWE Archer Avenue Atlantic Avenue 3.5 feet Southbound VWE Archer Avenue Atlantic Avenue 2 feet Southbound VWE 95th Avenue 97th Avenue Varies: 2 feet minimum Southbound VWE Remington Street Lloyd Road Varies: 2 feet minimum Southbound VWE Foch Boulevard Sutter Avenue Varies: 2 feet minimum Southbound VWE 134th Avenue North Conduit Loop Ramps Varies: 1 foot to 6 feet Northbound VWE Entrance Ramp from Federal

Circle Exit Ramp to Nassau Expressway

Varies: 0 feet minimum

Managed-Use Lane Start End Left Horizontal Clearance Northbound Main Street

Federal Circle Varies: 1 foot – 4.25 feet

Southbound 87th Avenue Varies: 1 foot – 4.25 feet


3-84

BROKEN BACK CURVES The proposed VWE mainline/MUL would not meet the recommended values for broken back curves, per the NYSDOT HDM 5.7.3.5B. The recommend tangent length between curves in the same direction is 1,500 feet. Table 3-48 presents the locations that would have nonconforming broken back curves.

Table 3-48. VWE Mainline/Managed-Use Lane – Nonconforming Broken Back Curves (Northbound and Southbound,)

Mainline Tangent Length between Curve Southbound 172+13.07 to Southbound 169+72.97 234 feet Northbound 173+10.51 to Northbound 170+34.02 271 feet Southbound 119+09.43 to Southbound 115+16.86 393 feet Southbound 87+72.57 to Southbound 78+76.73 896 feet Southbound 58+50.65 to Southbound 56+12.94 238 feet Northbound 58+50.68 to Northbound 56+12.94 238 feet Southbound2 56+95.30 to Southbound2 54+30.65 265 feet Southbound2 45+63.33 to Southbound2 40+96.45 467 feet

SUPERELEVATION TRANSITIONS The proposed VWE mainline/MUL would not meet the recommended values for superelevation transitions for a 60 mph design speed. Table 3-49 presents the locations that would have nonconforming superelevation transition for 60 mph.

Table 3-49. VWE Mainline/Managed-Use Lane – Nonconforming Superelevation Transitions (Northbound)

Roadway Station Curve Radius % of Transition

Runoff on Tangent Recommended %

Northbound VWE

PT Sta NB 27+38.45 886.00 feet 42% 60% - 90%

PC Sta NB 29+68.22 847.00 feet 31% 60% - 90%

PC Sta NB 194+48.89 5167.00 feet 40% 60% - 90%

PT Sta NB 222+27.11 2469.50 feet 50% 60% - 90%

PC Sta NB 225+82.90 3088.00 feet 50% 60% - 90%

The standard superelevation transition lengths are based on the following: 60mph design speed, number of lanes rotated and percent change in superelevation. Various superelevation transitions in/out of curves along the proposed northbound and southbound roadways do not conform to the standard length. They are summarized in Table 3-50.


3-85

Table 3-50. VWE Mainline/Managed-Use Lane – Nonconforming Superelevation Transition Lengths

Roadway

Start Transition

Station

Superelevation at Start

(%)

End Transition

Station

Superelevation at End

(%) No. of Lanes

Rotated

Proposed Superelevation

Transition Length (ft)

Standard Superelevation

Transition Length (ft)

NB VWE NB 22+70.00 -2.0% NB

24+63.00 -6.0% 3 lanes 193.00 215.00

NB VWE NB 25+78.00 -6.0% NB

28+54.00 0.0% 4 lanes 276.00 400.00

NB VWE NB 28+54.00 0.0% NB

32+21.00 +8.0% 3 lanes 367.00 429.00

NB VWE NB 37+17.00 +8.0% NB

41+99.00 (-2.0%) NC 3 lanes 482.00 536.00

NB VWE NB 43+97.00 -2.0% NB

44+87.00 -3.5% 4 lanes 90.00 100.00

NB VWE NB 48+01.00 -3.5% NB

49+59.00 0.0% 3 lanes 158.00 188.00

NB VWE NB 49+59.00 0.0% NB

50+95.00 +3.0% 3 lanes 136.00 161.00

NB VWE NB 55+65.00 +3.0% NB

58+06.00 (-2.0%) NC 3 lanes 241.00 268.00

SB VWE SB 47+63.53 -2.0% SB

47+85.00 -2.6% 2 lanes 21.47 24.00

SB VWE SB 55+82.00 -2.6% SB

57+47.00 NC 2 lanes 165.00 184.00

SB2 SB2 22+50.00 -2.0% SB2

23+94.00 NC 2 lanes 144.00 160.00

SB2 SB2 40+17.00 +6.6% SB2

43+27.00 (-2.0%) NC 2 lanes 310.00 344.00

SB2 SB2 44+31.00 (-2.0%) NC SB2

45+93.00 +2.5% 2 lanes 162.00 180.00

SB2 SB2 54+01.00 +2.5% SB2

55+63.00 (-2.0%) NC 2 lanes 162.00 180.00

SB3 SB3 22+97.04 -2.0% SB3

23+93.00 -6.0% 1 lane 95.96 107.00

SB3 SB3 25+80.00 -6.0% SB3

26+76.00 (-2.0%) NC 1 lane 96.00 107.00

SB3 SB3 29+68.00 (-2.0%) NC SB3

32+08.00 +8.0% 1 lane 240.00 267.00

SB3 SB3 38+53.00 +8.0% SB3

40+93.00 (-2.0%) NC 1 lane 240.00 267.00

SB3 SB3 44+13.00 (-2.0%) NC SB3

44+49.00 -3.5% 1 lane 36.00 40.00

SB3 SB3 48+15.00 -3.5% SB3

49+61.50 +2.6% 1 lane 146.50 163.00


3-86

• Control of Access: Access to the highway would be fully controlled for the majority of the project limits. See Section 6.2 of NYSDOT’s HDM to illustrate the control of access required. The areas listed in Table 3-51 do not conform to control of access requirements:

Table 3-51. VWE Mainline/Managed-Use Lane – Control of Access

Location Standard Proposed Condition

Adverse Crash

History? (Yes/No)

VWE south of Nassau Expressway (SB VWE & Bergen Rd) Grade Separated At Grade No

VWE south of Nassau Expressway (SB VWE & Bergen Rd) Grade Separated At Grade No

Jan1 – NB Entrance between Archer Ave and Jamaica Ave 100 feet before start of ramp opening 0 ft Yes

LIBN1 – NB Entrance from Liberty Ave 100 feet before start of ramp opening 0 ft Yes LIBN2 – NB Exit to Liberty Avenue 100 feet after end of ramp opening 0 ft Yes LINN2 – NB Exit to Linden Blvd 50 feet before start of ramp opening 0 ft Yes RBN1 – NB Entrance from Rockaway Blvd 50 feet after end of ramp opening 40 ft No AAS2 – SB Exit to Atlantic Ave 100 feet after end of ramp opening 0 ft No R101S2 – SB Exit to 101st Ave 50 feet before start of ramp opening 0 ft No R101S1 – SB Entrance from 101st Ave 100 feet before start of ramp opening 40 ft No R101S1 – SB Entrance from 101st Ave 50 feet after end of ramp opening 0 ft No LINS1 – SB Entrance from Linden Blvd 100 feet before start of ramp opening 25 ft No RBS2 – SB Exit to Rockaway Blvd 50 feet before start of ramp opening 20 ft Yes RBS1 – SB Entrance from Rockaway Blvd 100 feet before start of ramp opening 0 ft No RBS1 – SB Entrance from Rockaway Blvd 50 feet after end of ramp opening 45 ft No


3-87

• Stopping Sight Distance (Vertical): The proposed northbound and southbound VWE mainline would not meet the nonconforming standards for stopping sight distance. The nonconforming standard stopping sight distance for 60 mph is 570 feet. Table 3-52 presents the proposed locations that would have a stopping sight distance less than the standard.

Table 3-52. VWE Mainline/Managed-Use Lane – Nonconforming Vertical Stopping Sight Distance

Mainline PVI Station Standard Existing


Adverse Crash

History? (Yes/No)

Northbound VWE Northbound 24+53.00 570 feet SSD = 385 feet (sag curve)

SSD = 383 feet (sag curve) No


SSD = 445 feet (sag curve) Yes











Southbound VWE Southbound 57+00.00 570 feet SSD = 462 feet (sag curve)








Southbound2 VWE Southbound2 55+31.00 570 feet SSD = 542 feet

(sag curve) SSD = 467 feet

(sag curve) No

Managed-Use Lane PVI station Standard Existing Condition

Proposed Condition

Adverse Crash

History? (Yes/No)

Southbound3 MUL Southbound3 25+81.00 570 feet N/A SSD = 374 feet

(sag curve) No

Southbound3 MUL Southbound3 42+39.00 570 feet SSD = 412 feet

(sag curve) SSD = 445 feet

(sag curve) Yes


3-88

VWE Ramps

ACCELERATION LANE LENGTHS The length of acceleration lanes is determined from Table 10-3 (Minimum Acceleration Lengths for Entrance Terminals with Flat Grades of Two Percent or Less) in AASHTO’s A Policy on Geometric Design of Highways and Streets. Adjustments for ramp grades are included in AASHTO Table 10-4 (Speed Change Lane Adjustments Factors as a Function of Grade).

• NCS1: Entrance from North Conduit – The required length is 1,020 feet (60mph mainline design speed, 25 mph ramp design speed). The proposed length is 700 feet.

• The proposed nonconforming acceleration length of 450 feet corresponds to a mainline speed of 50 mph and a ramp speed of 30 mph.

DECELERATION LANE LENGTHS The length of deceleration lanes is determined from Table 10-5 (Minimum Deceleration Lengths for Exit Terminals with Flat Grades of Two Percent or Less) in AASHTO’s A Policy on Geometric Design of Highways and Streets. Adjustments for ramp grades are included in Table 10-4 (Speed Change Lane Adjustments Factors as a Function of Grade) of AASHTO’s A Policy on Geometric Design of Highways and Streets.

• Northbound Exit Ramp to Queens Boulevard – The required length is 423 feet (60mph mainline design speed, 30 mph ramp design speed). The existing length of 343 feet would be retained.

• Due to space constraints, the recommended declaration length would not be met. If the recommended length were met, the recently built Queens Boulevard bridge would need to be rebuilt to accommodate the widening.

• JAN2: Exit to Jamaica Service Road from northbound VWE – The required length is 430 feet (60 mph mainline design speed, 30 mph ramp design speed). The proposed length is 270 feet.

• Due to space constraints, the ramp would begin to diverge as soon as the road passes the LIRR structures. There is not enough length between the LIRR and the entrance ramp to provide the required deceleration length.

• Due to the significance of the deviation from the standard value, a nonstandard feature justification is included in Appendix C

BROKEN BACK CURVES There are proposed ramps with broken back curves. According to the NYSDOT HDM, broken back curves should be avoided. Table 3-53 presents the locations that would have nonconforming broken back curves.

Table 3-53. VWE Ramps – Nonconforming Broken Back Curves

Ramp Name Tangent Length Between Curve NCN1 375 feet LINS2 698 feet NCS1 100 feet


3-89

VERTICAL STOPPING SIGHT DISTANCE The proposed northbound and southbound slip ramps would not meet the nonconforming standards for vertical stopping sight distance. The standard stopping sight distance for 25 mph is 155 feet, 30 mph is 200 feet, and for 40 mph is 305 feet. Table 3-54 presents the locations that would have a vertical stopping sight distance less than the standard.

Table 3-54. VWE Ramps – Vertical Stopping Sight Distance: Slip Ramps

Ramp PVI Station Standard Proposed Condition Adverse Crash

History? (Yes/No)

HAN1 HAN1 10+52.50 200 feet SSD = 155.99 feet (sag curve) Yes

LIBN1 LIBN1 14+13.04 200 feet SSD = 128.78 feet (sag curve) Yes

LINN1 LINN1 13+66.92 200 feet SSD = 130.08 feet (sag curve) No

RBN1 RBN1 17+71.66 200 feet SSD = 136.33 feet (sag curve) No

RBN2 RBN2 13+89.71 200 feet SSD = 127.92 feet (sag curve) Yes

R101S2 R101S2 16+40.84 200 feet SSD = 131.80 feet (sag curve) No

R101S1 R101S1 14+45.55 200 feet SSD = 129.96 feet (sag curve) No

LINS1 LINS1 13+21.65 200 feet SSD = 129.48 feet (sag curve) No

RBS1 RBS1 13+75.00 200 feet SSD = 163.76 feet (sag curve) Yes

SUPERELEVATION TRANSITIONS The proposed VWE ramps would not meet the recommended values for superelevation transitions. Table 3-55 presents the locations that would have nonconforming superelevation transitions.

Table 3-55. VWE Ramps – Nonconforming Superelevation Transitions

Ramp Station Curve Radius % of Transition

Runoff on Tangent Recommended %

NCN2 PCC Sta NCN2 12+72.10 110.00 feet 48% 60% to 90%

NCS2 PC Sta NCS2 10+00 335.00 feet 45% 60% to 90%


3-90

VWE Service Roads

AUXILIARY LANE LENGTHS The length of an auxiliary lane is determined from Figure 10-68 (Recommended Minimum Ramp Terminal Spacing) in AASHTO’s A Policy on Geometric Design of Highways and Streets. According to AASHTO’s standards, the recommended length of an auxiliary lane between an entrance and exit is 1,000 feet. To justify the proposed auxiliary lane lengths, traffic models were analyzed using 2045 traffic demand to determine each individual required auxiliary lane length. Therefore, the auxiliary lanes are justified to the 2045 traffic demand. Table 3-56 presents the location that would have an auxiliary lane length less than the recommended length.

Table 3-56. VWE Service Roads – Auxiliary Lane Length Less Than Recommended (Northbound)

Service Road From To Auxiliary Lane Length Northbound 90th Avenue 91st Avenue 308 feet

INTERCHANGE SPACING Per the interchange spacing discussion in AASHTO’s General Design Considerations (Section 10.9.5 of AASHTO’s A Policy on Geometric Design of Highways and Streets), in general, the minimum interchange spacing in urban areas is one mile. AASHTO standards state that in areas of concentrated urban development, proper interchange spacing is difficult to attain because of the demand for frequent access. In these cases, AASHTO standards note that spacing of less than one mile may be developed by grade-separated ramps or C-D roads.

The existing interchange spacing along this portion of the VWE consists of less than one mile between interchanges. New/relocated interchanges are not included in the proposed improvements. Residential and commercial properties front both directions the VWE service roads. Relocating existing interchanges would affect residential properties in the vicinity of the intersection. Each intersection would be a unique case, but acquisition of homes would be required to eliminate this nonconforming feature; therefore, this nonconforming feature would remain.

Collector-Distributor Roads

AUXILIARY LANE LENGTHS The length of an auxiliary lane is determined from AASHTO’s Figure 10-68 (Recommended Minimum Ramp Terminal Spacing) in AASHTO’s A Policy on Geometric Design of Highways and Streets. According to AASHTO’s standards, the recommended length of an auxiliary lane between an entrance and exit is 1,000 feet. To justify the proposed auxiliary lane lengths, traffic models were analyzed with 2045 traffic demand to determine each individual required auxiliary lane length. Therefore, the auxiliary lanes are justified to the 2045 traffic demand. Table 3-57 presents the location that would have an auxiliary lane length less than the recommended length.

Table 3-57. VWE Collector-Distributor Roads – Auxiliary Lane Length Less Than Recommended (Southbound,)

Collector-Distributor Road From To Auxiliary Lane Length Southbound 86th Avenue 87th Avenue 370 feet


3-91

3.4.3.3 Pavement and Shoulder Under the Build Alternative, full-depth composite pavement widening of the VWE would match the existing pavement thicknesses except for the Hot Mix Asphalt course, which would increase to 3.5 inches based on current standards in the Comprehensive Pavement Design Manual for top and binder course thicknesses. Pavement restoration and/or widening of the C-D roads would consist of new Portland Concrete Cement (PCC) pavement with a 2–inch top course or a 2-inch overlay of existing PCC pavement. A 2-inch top course would allow the proposed pavement grades between the C-D roads and VWE mainline to better match. North of Hillside Avenue, the proposed pavement work would consist of an asphalt mill and overlay or a 2-inch overlay on existing PCC pavement. Apart from the southbound VWE between Main Street and Hillside Avenue and the northbound VWE between the Hillside Avenue bridge and entrance ramp from Hillside Avenue, no other pavement widening is planned north of Hillside Avenue.

Refer to Appendix A for the proposed pavement section.

3.4.3.4 Drainage Systems Existing drainage ditches/structures and pipes that could be retained would be cleaned and repaired as part of the Build Alternative. Other work would consist of new drainage structures and associated storm sewers in the median of the proposed VWE MUL lanes, the outside shoulders of the widened sections of the VWE, any newly constructed highway and ramp alignments, and new curb lines on the northbound and southbound service roads and bridge crossings. Portions of the existing drainage system along the inside and outside shoulders of the VWE would be replaced/modified with the new roadway typical section and tied into the existing storm sewer and combined sewer overflow (CSO) trunk line draining to the south under the center of the existing southbound VWE lanes. A new storm sewer collection system and trunk line under the outside shoulder of the northbound VWE and the northbound C-D Road are proposed for the northbound VWE improvements from north of Rockaway Boulevard to North Conduit Avenue. The existing combined sewer within the southbound service road from Hillside Avenue to Liberty Avenue would not experience any increase in runoff or negative impact from proposed drainage system modifications.

Two green infrastructure bio retention stormwater management practices (SMPs) are proposed in the existing roadside flat grassed areas between the VWE and the service roads, on the northbound and southbound sides, between Linden Avenue and Foch Boulevard. Two large infiltration basins SMPs with outlet flow control devices are proposed between the Nassau Expressway loop off-ramp to northbound VWE and on-ramp from VWE at the southeast quadrant of the VWE/Nassau Expressway interchange. All proposed SMPs would provide the required water quality treatment for the project improvements and required CSO trunk line capacity relief from Rockaway Boulevard to the connection to the three 19-foot by 9-foot reinforced concrete box culvert for the existing tidal influenced storm sewer.

3.4.3.5 Geotechnical Most of the project site is underlain by predominantly granular soils, loose to very dense fill and glacial sand with varying amounts of silt, clay, and gravel. Bedrock was not encountered in any borings. A localized layer of miscellaneous refuse fill, consisting of general waste, wood ash, and metal fragments, was encountered near JFK Airport. Groundwater observation wells were installed as part of the subsurface investigation and groundwater was observed to be below the elevation of the existing


3-92

roadway pavement. The groundwater levels are expected to vary seasonally depending on climatologic patterns.

Portions of the fill and underlying sand may not be suitable for the support of shallow spread footings because of potential for unacceptable total and differential settlements and possible susceptibility to liquefaction. New and existing foundations for bridge abutments, piers, and earth retaining walls would be assessed for vulnerability to seismic loading and stability against liquefaction-induced ground movements based on liquefaction potential analysis. At locations where spread footings would not provide acceptable performance, deep foundations, such as piles or drilled shafts, would be needed.

Due to the difference in grade between roadway pavement and the adjacent ground surface along much of the planned length of the widening, substantial excavation support systems (such as secant pile walls and diaphragm walls with multiple levels of supports, which are anticipated to typically be drilled tieback anchors, but could also include cross bracing) would be required. It is also possible that ground improvement, such as jet grouting or deep soil mixing, would become necessary for the support of excavations in some areas. The protection of existing structures, roadways, and utilities would be considered in the design and construction of support of excavation systems. Construction of the additional lanes, support of excavation, and potential ground improvement would consider the subsurface conditions at the locations of the work, and where miscellaneous fill is present, the variable density and strength of the material.

Where excavations extend below groundwater, sumps, and possibly well points, would be necessary for dewatering. Groundwater pumping rates would be limited to comply with the requirements of the New York State Department of Environmental Conservation regulations, or a Long Island Well Permit would be obtained for dewatering (applies to Queens County). The City of New York requires permits and charges fees for the disposal of groundwater in its sewers. If pumped groundwater may be contaminated, it could necessitate pre-treatment prior to disposal in sewers. If there are known plumes of contaminants, potential migration of the plumes caused by the dewatering operations would be evaluated.

Potential settlement induced by the soft ground excavation and dewatering could affect the adjacent structures, roadways, and utilities. In the urban setting of the project site, a comprehensive instrumentation and monitoring system would be required.


3-93

3.4.3.6 Structures This section describes the work associated with the 22 existing structures and one new bridge within the Study Area (Appendix A provides the plans.)

BIN 1076449 – VWE over Southbound Main Street Description of Work To accommodate the additional lanes and the revised alignment of the VWE, the existing bridge over Main Street would be widened along the west fascia. The existing abutments would remain in place and new abutment extensions would be built on the west side of the bridge and made integral with the existing abutments. The existing median barrier on the VWE would be relocated on the bridge to reflect the VWE revised alignment. The existing superstructure stringers and deck would also remain in place and the proposed superstructure would be modified to accommodate the widening. Fixed bearings would be used at the east abutment and expansion bearings would be utilized at the west abutment. To accommodate the required minimum vertical clearance, the proposed girders would consist of shallow depth girders. The retaining walls would be modified as required.

• Type of bridge, number of spans, etc. – One 114-foot 1.25-inch maximum variable length span simply supported, multi-girder composite with the reinforced concrete deck slab. The bridge widening span is substantially greater due to the heavy skew over Main Street at the west fascia.

• Width of travel lanes, shoulders, and sidewalks – Two additional 11-foot± travel lanes and a variable width shoulder.

• Utilities carried - Single ITS conduit on south fascia girder.

Clearance (Horizontal/Vertical) • Vertical: 14 feet

• Horizontal: Varies

Live Load The existing bridge structure would not be retrofitted or replaced to increase capacity. The bridge widening would be designed for AASHTO HL-93 and NYSDOT Design Permit Vehicle.

Associated Work The work would include auxiliary lane construction along VWE mainline.

Waterway Not applicable.


3-94

BIN 1055720 – 86th Avenue Pedestrian Bridge over VWE Description of Work The 86th Avenue pedestrian bridge would be rebuilt in order to conform to the new alignment of the widened VWE. The superstructure of the pedestrian bridge would be two spans with new expansion bearings set on the existing west and east piers that are supported on spread footings. The bridge would be accessed by the existing approach pedestrian ramps, which conform to HDM Chapter 18 standards for width of ramp, maximum horizontal projection, curb height, handrail height, and landing dimensions. The existing central pier would be demolished and replaced by a new central pier between the northbound and southbound travel lanes prior to construction of the superstructure. The proposed central pier would be two round pier columns supported on a new spread footing.

• Type of bridge, number of spans, etc. – Bridge Type: Single Trapezoid Steel Girder; Number of Spans: two spans; West Span = 101 feet 9 inches; East Span = 73 feet 9 inches

• Width of travel lanes, shoulders, and sidewalks – Pedestrian Walkway Width = 8 feet 0 inches; Curb Width = 1 feet 0 inches each side

• Utilities Carried: None

Clearance (Horizontal/Vertical) • Vertical: 17 feet 6 inches

• Horizontal: 13 feet 9 inches (west) and 10 feet (east)

Live Load The new bridge would be designed for AASHTO H-5 truck, pedestrian load (90 psf), and construction live load (10 psf).

Associated Work The below work would correspond to the potential replacement of the 86th Avenue Pedestrian Bridge:

• Widening of VWE and Construction of Expressway

• Retaining Walls



3-95

BIN 1055710 – Hillside Avenue over VWE Description of Work To provide room for widening the VWE, the bridge carrying Hillside Avenue over VWE would be rebuilt. There is a 76º angle between the traffic lanes on Hillside Avenue and the VWE. The current bridge, constructed in 2006, has two spans with a multi-steel girders superstructure system. The proposed plan for the bridge includes the reuse of the existing west support, including its abutment supported on drilled round piles and driven H-piles and its wingwalls on stepped spread footings. The existing center pier would be demolished and a new center pier would be constructed on a spread footing to accommodate the VWE alignment. Additionally, the east abutment and its corresponding wingwalls would be demolished and replaced by a new abutment to support the superstructure and associated wingwalls to support the soil behind the bridge. The superstructure system would be removed and replaced by 16 built-up steel girders and a new deck designed to handle the longer spans of the bridge to cover the widened VWE.

• Type of bridge, number of spans, etc. – Bridge Type: Steel Multi-girder; Number of Spans: two-spans; West Span = 76 feet 6 inches and East Span = 68 feet 9 inches

• Width of travel lanes, shoulders, and sidewalks – Four travel lanes = 11 feet; two turning lanes = 11 feet; Shoulder Width = 2 feet, No Parking Lane; Sidewalk Width: 17 feet 5.5 inches on north and south sides of the bridge

• Utilities Carried – Con Edison: National Grid; Verizon Duct Banks; New York City Department of Environmental Protection (NYCDEP) ; NYC Fire Alarm



Live Load The new bridge would be designed for AASHTO HL-93; NYSDOT Design Permit Vehicle.

Associated Work • Widening of VWE and Construction of Expressway

• Retaining Walls



3-96

BIN 1055700 – Jamaica Avenue over VWE Description of Work To provide room for widening the VWE, the bridge carrying Jamaica Avenue over VWE would be rebuilt. There is a 73° angle between the traffic lanes on Jamaica Avenue and the VWE. The current bridge, constructed in 2006, has two spans with a multi-steel girders superstructure system. The proposed plan for the bridge includes the reuse of the existing west support including its abutment supported on drilled, round piles and driven H-piles and its wingwalls on stepped spread footings. The existing center pier be demolished and a new center pier would be constructed on a spread footing to accommodate the VWE alignment. Additionally, the east abutment and its corresponding wingwalls would be demolished and replaced by a new abutment to support the superstructure and associated wingwalls to support the soil behind the bridge. The superstructure system would be removed and replaced by 16 built-up steel girders and a new deck designed to handle the longer spans of the bridge to cover the widened VWE.

• Type of bridge, number of spans, etc. – Bridge Type: Steel Multi-girder; Number of Spans: two-spans; West Span = 76 feet 8.5 inches; East Span = 76 feet 4 inches

• Width of travel lanes, shoulders, and sidewalks – two travel lanes = 11 feet; two turning lanes = 11 feet; No Shoulder; No Parking Lane; Sidewalk Width = 16 feet 1 inch on north and south sides of the bridge

• Utilities Carried – Con Edison, National Grid, Verizon Duct Banks, NYCDEP, NYC Fire Alarm



Live Load The new bridge would be designed for AASHTO HL-93; NYSDOT Design Permit Vehicle.

Associated Work • Widening of VWE and Construction of Expressway

• Retaining Walls



3-97

BIN 7066687 – LIRR Atlantic and Morris Park Yard Tracks over VWE Description of Work To accommodate the proposed widening of the VWE, Pier 13 would be removed, Pier 15 would be strengthened in place, and Piers 14 and 16 would be relocated. This would result in the need for the single- and double-deck structures to be retrofitted to accommodate the longer spans. For the double-deck sections, the superstructure would be strengthened, utilizing trusses between the upper and lower decks. The abutments and center pier foundations would be left in place and strengthened. In addition, the proposed footings for Piers 14A and 16A would be connected to adjacent existing foundations. An option to replace the superstructure was also considered but the retrofit option was chosen since it would minimize impacts to train operations and rail passengers during construction.

The design of the bridge would be performed in accordance with current American Railway Engineering and Maintenance of Way Association (AREMA) standards and LIRR requirements. The fatigue performance and load carrying capacity of the bridge’s structural elements would be maintained or improved. The feasibility of retrofitting the bridge has been determined using a structural model which utilized the results of a fatigue analysis furnished by the LIRR. The model would be updated pending the results of an ongoing strain gage program. This model would also be utilized during final design. Existing railroad profile and track alignment would be maintained, and the retrofit superstructure would consist of new steel girders, retrofitted existing girders, and supplementary trusses. The construction of the proposed columns, strengthening of the existing abutments, and removal of existing columns would be performed while maintaining vehicular traffic on VWE and northbound and southbound service roads. A sidewalk would be provided along at least one side of the service road during construction. Throughout the replacement of single-level lower-deck spans and the strengthening of the double-deck sections, overnight and weekend track outages would be required. Relocation of utilities on VWE and adjacent service roads would be required to relocate the proposed, new foundations and expressway widening work. The proposed work would minimize impacts on vehicular and pedestrian traffic on VWE and adjacent service roads. Furthermore, by keeping the upper-deck structure, track, signals, and electrical traction intact, the service impacts on the LIRR would be minimized.

• Type of bridge, number of spans, etc. – Girder and floorbeam system, structure with ballasted deck. Number of Spans: four, Span 1 = 42 feet, Span 2 = 60.25 feet, Span 3 = 61.25 feet, Span 4 = 33 feet

• Width of travel lanes, shoulders, and sidewalks – N/A

• Utilities Carried – LIRR Signal and Communication ducts, LIRR electric traction, LIRR air, and LIRR gas lines.

Clearances (Vertical/Horizontal) • Vertical:

− 14 feet 6 inches (Span 1) − 14 feet 6 inches (Span 2) − 14 feet 6 inches (Span 3) − 14 feet 6 inches (Span 4)


3-98

• Horizontal:

− 1 foot left and 8 feet right for (Span 1) − 1 foot left and 2 feet right for (Span 2) − 1 foot left and 3 feet 6 inches right (Span 3) − 2 feet left and 7 feet 6 inches right for (Span 4)

Live Load The components of the existing bridge that would be replaced would be designed to carry AREMA Cooper E80, LIRR (M7, DE30/C3) and NYRR 286k freight car loadings. The retrofitted components of the bridge would be designed to carry no less than AREMA Cooper E50.


3-99

BIN 7066688 – LIRR Mainline Tracks 2 & 4 and Montauk Tracks over VWE Description of Work The proposed widening of the VWE would require that Pier 13 be removed, Pier 15 be strengthened in place, and Piers 14 and 16 be relocated. This would result in the need for the double-deck structure to be retrofitted to accommodate the longer spans. The abutments and foundations of the center pier would be left in place and strengthened. The double-deck sections superstructure would be strengthened, utilizing trusses between the upper and lower decks. In addition, the proposed footings for column lines 14A and 16A would be connected to adjacent existing foundations. The existing steel columns at the west abutment support both BIN 7066688 and the LIRR structure to the west. These steel columns would be strengthened, and traction bracing would be installed to increase longitudinal force capacity. An option to replace the superstructure was also considered but the retrofit option was chosen since it would minimize impacts to train operations and rail passengers during construction.

The design of the bridge would be performed in accordance with current AREMA Standards and LIRR requirements. The fatigue performance and load carrying capacity of the bridge’s structural elements would be maintained or improved. The feasibility of retrofitting the bridge has been determined using a structural model which utilized the results of a fatigue analysis furnished by the LIRR. The model wouldbe updated pending the results of an ongoing strain gage program. This model would also be utilized during final design. Existing railroad profile and track alignment would be maintained, and the retrofitted superstructure would consist of new steel girders and supplementary trusses. The construction of the proposed columns, strengthening of the existing abutments, and removal of existing columns would be performed while maintaining vehicular traffic on VWE and northbound and southbound service roads. A sidewalk would be provided along at least one side of the service road during construction. Throughout the modification of the single-level upper-deck sections and double-deck section, limited overnight and weekend track outages would be required. Relocation of utilities on VWE and adjacent service roads would be required to relocate the proposed, new foundations and for the expressway widening work. The proposed work would minimize impacts on vehicular and pedestrian traffic on VWE and adjacent service roads. Furthermore, by keeping the upper-deck structure, track, signals, and electrical traction intact, the service impact on the LIRR would be minimized.

• Type of bridge, number of spans, etc. – Girder and floorbeam system structure. Number of Spans: four-spans, Span 1 = 42 feet, Span 2 = 60.25 feet, Span 3 = 61.25 feet, Span 4 = 33 feet.



Clearances (Vertical/Horizontal)

• Vertical: 14 feet 6 inches (Spans 2 and 3) • Horizontal:

− 1 foot left and 8 feet right (Span 1) − 1 foot left and 2 feet right (Span 2) − 1 foot left and 3 feet 6 inches right (Span 3) − 2 feet left and 7 feet 6 inches right (Span 4)


3-100

Live Load

The components of the existing bridge that would be replaced would be designed to carry AREMA Cooper E80, LIRR (M7, DE30/C3) and NYRR 286k freight car loadings. The retrofitted components of the bridge would be designed to carry no less than AREMA Cooper E50.

Associated Work The work associated with this bridge retrofit would be widening of the VWE (I-678) to include an MUL in each direction, including relocations and modifications of exit and entrance ramps on/from VWE, associated retaining walls, utilities, street lighting, and drainage.



3-101

BIN 7076800 – LIRR Mainlines Tracks 1&3 over VWE

Description of Work

The proposed widening of the VWE would require that Pier 13 be removed, Pier 15 be strengthened in place, and Piers 14 and 16 be relocated. The resulting changes in foundation locations dictate the need for the superstructure to be retrofitted and strengthened. The relocated steel piers, 14A and 16A, would rest on micropile supported footings. The existing footings could be incorporated in the final foundation as required. The abutments and center pier of the existing structure would be left in place and strengthened. An option to replace the superstructure was also considered but the retrofit option was chosen since it would minimize impacts to train operations and rail passengers during construction.

Design of the bridge would be performed in accordance with current AREMA Standards and LIRR requirements. The fatigue performance and load carrying capacity of the bridge’s structural elements would be maintained or improved. The feasibility of retrofitting the bridge has been determined using a structural model which utilized the results of a fatigue analysis furnished by the LIRR. The model would be updated pending the results of an ongoing strain gage program. This model wouldl also be utilized during final design. The existing girders would be strengthened and would be connected using splices at locations where the piers are being relocated or removed. The existing railroad profile and track alignment would be maintained. Decking would be used to retain the ballast. The construction of the proposed column bents, strengthening of the existing abutments, Pier 15, and superstructure, and removal of existing column bents would be performed while maintaining vehicular traffic on VWE and the northbound and southbound service roads. A sidewalk would be provided along at least one side of the service road during construction. Throughout construction, controlled overnight and weekend track outages would be required on Mainlines 1 and 3. Relocation of utilities below VWE and adjacent service roads would be required due to the locations of the new foundations and completed expressway widening work. The proposed work would minimize impact on vehicular and pedestrian traffic on VWE and adjacent service roads.

• Type of bridge, number of spans, etc. – Through girder and floorbeam system structure with ballasted deck, Number of Spans: four-spans, Span 1 = 42 feet, Span 2 = 6.25 feet, Span 3 = 61.25 feet, Span 4 = 33 feet.




• The minimum vertical clearances under the bridge would be 16 feet 3 inches for Span 1; 18 feet 7 inches for Span 2;18 feet 7 inches for Span 3; 18 feet 0 inches for Span 4.

• The minimum horizontal clearances under the bridge would be 1 feet 0 inches left and 8 feet 0 inches right for Span 1; 1 feet 0 inches left and 2 feet 0 inches right for Span 2; 1 feet 0 inches left and 3 feet 6 inches right for Span 3; 2 feet 0 inches left and 7 feet 6 inches right for Span 4.


3-102

Live Load

The components of the existing bridge that would be replaced would be designed to carry AREMA Cooper E80, LIRR (M7, DE30/C3) and NYRR 286k freight car loadings. The retrofitted components of the bridge would be designed to carry no less than AREMA Cooper E50.

Associated Work

The work associated with this bridge retrofit would be widening of the VWE to include an MUL in each direction, including relocations and modifications of exit and entrance ramps on/from VWE, associated retaining walls, utilities, street lighting, and drainage. Removal of existing billboard attached to the bridge would also be included.

Waterway

Not applicable.


3-103

BIN 7076810 – LIRR Atlantic 6 Track over VWE

Description of Work

The proposed widening of the VWE would require that Pier 13 be removed, Pier 15 be reconstructed in place, and Piers 14 and 16 be relocated. It is anticipated that the existing superstructure would be replaced with a four-span structure to accommodate the longer spans. The proposed relocated piers, 14A and 16A, would rest on micropile supported footings. The existing footings could be incorporated in the final foundation as required. Furthermore, the proposed Pier 15A would utilize the existing foundation, which would be strengthened with micropiles to support the larger loads. The east and west abutments of the existing structure would be left in place and strengthened.

Design of the new bridge would be performed in accordance with current AREMA Standards and LIRR requirements. Existing railroad profile and track alignment would be maintained, and the new superstructure would consist of new steel, girders with a new deck to retain the ballast. Alternatively, the existing girders would be strengthened and would be connected using splices at locations where piers are being relocated or removed. The proposed widening of the VWE would require that Piers 14 and 16 be relocated, resulting in the need for the superstructure to be replaced to be able to accommodate the longer spans. The existing girder supporting LIRR ducts would be maintained and temporarily supported during construction, and incorporated into the new structure. The construction of the proposed piers, strengthening of the existing abutments, and removal of existing piers would be performed while maintaining vehicular traffic on VWE and northbound and southbound service roads. A sidewalk would be provided along at least one side of the service road during construction. This bridge is currently out of service as a result of work on a separate, independent project. If the proposed work under the Build Alternative were accomplished before putting the bridge back in service, rail service would not need to be maintained. At a minimum, throughout construction, limited overnight and weekend track outages would be required. Relocation of utilities on VWE and adjacent service roads would be required to relocate the proposed, new foundations and for the expressway widening work. The proposed work would minimize impacts on vehicular and pedestrian traffic on VWE and adjacent service roads.

• Type of bridge, number of spans, etc. – Deck girder and floorbeam system structure with ballasted deck. Number of Spans: four-spans, Span 1 = 42 feet, Span 2 = 60.25 feet, Span 3 = 61.25 feet, Span 4 = 33 feet.


• Utilities Carrier – LIRR Signal and Communication ducts, LIRR electric traction, LIRR air, and LIRR gas lines.


• The minimum vertical clearances under the bridge would be14 feet 6 inches for Span 1; 22 feet 3 inches for Span 2; 22 feet 4 inches for Span 3; 14 feet 8 inches for Span 4.

• The minimum horizontal clearances under the bridge would be 1 feet 0 inches left and 8 feet 0 inches right for Span 1; 1 feet 0 inches left and 2 feet 0 inches right for Span 2; 1 feet 0 inches left and 3 feet 6 inches right for Span 3; 2 feet 0 inches left and 7 feet 6 inches right for Span 4.


3-104

Live Load

The components of the existing bridge that are retrofitted would be designed to carry AREMA Cooper, E80 LIRR (M7, DE30/C3) and NYRR 286k freight car loadings.

Associated Work

The work associated with the bridge replacement would the widening of the VWE to include an MUL in each direction, including relocations and modifications of exit and entrance ramps on/from VWE, associated retaining walls, utilities, street lighting, and drainage.

Waterway

Not applicable.


3-105

BIN 1055699 – 94th Avenue and Atlantic Avenue over VWE Description of Work Based on the proposed widening of the VWE, which requires lengthening the bridge spans, and the relative age and condition of the original structure, rehabilitation of the existing superstructure, abutments, pier, and wingwalls is not reasonable. The existing superstructure would be demolished and replaced with a two-span structure consisting of steel girders composite with reinforced concrete deck. Furthermore, the existing abutments would be replaced with new abutments to accommodate the relocation. Wingwalls would be constructed as necessary. The center pier would also be replaced in place and, if reasonable, the existing center pier footing would be utilized.

Existing bridge alignment would be maintained, and the new superstructure would consist of continuous, steel stringers with proposed spacing and depth matching that of the existing structure. Staged construction would be utilized to allow for all lanes to be maintained on the bridge and on VWE below. In addition, provisions for pedestrians would be provided for all stages of construction. Using a slightly wider proposed bridge width would facilitate staged construction and reduce the number of stages that would be necessary. The wider bridge width could be accomplished using the same number of girders as existing by increasing the girder spacing in 4 bays to match the spacing in the adjacent bays. The proposed bridge is 4 feet -8 inches wider than the existing width. The proposed work would minimize impact on existing utilities, local streets and highways, and could be performed without the need for detours.

• Type of bridge, number of spans, etc. – Multi-girder steel continuous structure. Number of Spans: two spans, Span 1 = 64.7 feet, Span 2 = 70.4 feet.

• Width of travel lanes, shoulders, and sidewalks – (5) 12-foot 0-inch travel lanes, (2) 14-foot 0-inch shared lanes, 10-foot 0-inch (minimum) left and right sidewalk widths.

• Utilities Carried – Con Edison electrical ducts, National Grid gas mains, NYCDEP water main, Verizon and ITS conduits, and New York City Fire Department (FDNY) fire alarm ducts.

Clearances (Vertical/Horizontal) • The minimum vertical clearances under the bridge would be 14 feet 6 inches.

• The minimum horizontal clearances under the bridge would be 1 feet 8 inches left and 2 feet 9 inches right for Span 1 and 2 feet 0 inches left and 11 feet 4 inches right for Span 2.

Live Load The new bridge would be designed to carry AASHTO HL-93 and NYSDOT Design Permit Vehicles.

Associated Work • The work associated with this bridge replacement would be the widening of the VWE to include

an MUL in each direction, including relocations and modifications of exit and entrance ramps on/from VWE, associated retaining walls, utilities, street lighting, and drainage.



3-106

BIN 1055680 – 101st Avenue over VWE and under AirTrain JFK Description of Work Based on the proposed widening of the VWE, which requires lengthening the bridge spans, and the relative age and condition of the original structure, rehabilitation of the existing superstructure, abutments, pier, and wingwalls is not reasonable. The existing superstructure would be demolished and replaced with a two-span continuous system consisting of steel girders composite with reinforced concrete deck. Furthermore, the existing abutments would be replaced with new abutments to accommodate the relocation. Wingwalls would be constructed as necessary. The center pier would also be replaced in place and, if reasonable, the existing center pier footing would be utilized.

The existing bridge alignment and profile would be maintained, and the new superstructure would consist of continuous, steel stringers with proposed spacing and depth matching that of the existing structure. Staged construction would be utilized to allow for all lanes to be maintained on the bridge and on VWE below. In addition, provisions for pedestrians would be provided for all stages of construction. The proposed work would minimize impact on existing utilities, local streets and highways, and could be performed without the need for detours.


• Width of travel lanes, shoulders, and sidewalks – 12 feet 6 inches lane width, 18 feet 6 inches (minimum) left and right sidewalk widths.

• Utilities Carrier – Con Edison electrical ducts, National Grid gas mains, NYCDEP water main, Verizon, ITS, and Time Warner Cable conduits, and FDNY fire alarm ducts.

Clearances (Vertical/Horizontal) • Vertical:

− 14 feet 7 inches (Span 1) − 16.27 feet (AirTrain)

• Horizontal:

− 1 foot 8 inches for the left lane and 10 feet for the right lane (Span 1) − 2 feet for the left lane and 7 feet 10 inches for the right lane (Span 2)


Associated Work The work associated with this bridge replacement would be the widening of the VWE to include an MUL in each direction, including relocations and modifications of exit and entrance ramps on/from the VWE, associated retaining walls, utilities, street lighting, and drainage.



3-107

BIN 1055670 – Liberty Avenue over VWE and under AirTrain JFK Description of Work Based on the proposed widening of the VWE, which requires lengthening the bridge spans, and the relative age and condition of the original structure, rehabilitation of the existing superstructure, abutments, pier, and wingwalls is not reasonable. The existing superstructure would be demolished and replaced with a two-span continuous system consisting of steel girders composite with reinforced concrete deck. Furthermore, the existing abutments would be replaced with new abutments to accommodate the relocation. Wingwalls would be constructed as necessary. The center pier would also be replaced in place and, if reasonable, the existing center pier footing would be utilized.

The existing bridge alignment and profile would be maintained, and the new superstructure would consist of continuous, steel stringers with proposed spacing and depth matching that of the existing structure. Staged construction would be utilized to allow for all lanes to be maintained on the bridge and on VWE below. In addition, provisions for pedestrians would be provided for all stages of construction. Using a slightly wider proposed bridge width would facilitate staged construction and reduce the number of necessary stages. The wider bridge width could be accomplished using the same number of girders as existing by increasing the girder spacing in 4 bays to match the spacing in the adjacent bays. The proposed bridge would be 2 feet 6 inches wider than the existing width. The proposed work would minimize the impact on existing utilities, local streets, and highways, and could be performed without the need for detours. • Type of bridge, number of spans, etc. – Multi-girder steel continuous structure. Number of Spans:

two spans, Span 1 = 83.9 feet, Span 2 = 70.3 feet.

• Width of travel lanes, shoulders, and sidewalks – 12 feet 0 inches lane width, 16 feet 9 inches (minimum) left and right sidewalk widths.

• Utilities Carried – Con Edison electrical ducts, National Grid gas mains, NYCDEP water main, Verizon and ITS conduits, and FDNY ducts.

Clearances (Vertical/Horizontal) • Vertical: 14 feet 10 inches

− AirTrain vertical: 16.93 feet

• Horizontal: − 1 foot 8 inches for the left lane and 7 feet 7 inches for the right lane (Span 1) − 1 foot 9 inches for the left lane and 12 feet for the right lane (Span 2)


Associated Work The work associated with the bridge replacement would be the widening of the VWE to include an MUL in each direction, including relocations and modifications of exit and entrance ramps on/from the VWE, associated retaining walls, utilities, street lighting, and drainage.



3-108

BIN 1055660 – 109th Avenue over VWE and under AirTrain JFK Description of Work Based on the proposed widening of the VWE, which requires lengthening the bridge spans, and the relative age and condition of the original structure, rehabilitation of the existing superstructure, abutments, pier, and wingwalls is not reasonable. The existing superstructure would be demolished and replaced with a two-span continuous system consisting of steel girders composite with reinforced concrete deck. Furthermore, the existing abutments would be replaced with new abutments to accommodate the relocation. Wingwalls would be constructed as necessary. The center pier would also be replaced in place and, if reasonable, the existing center pier footing would be utilized.

The existing bridge alignment and profile would be maintained, and the new superstructure would consist of continuous, steel stringers with proposed spacing and depth matching that of the existing structure. Staged construction would be utilized to allow for all lanes to be maintained on the bridge and on VWE below. In addition, provisions for pedestrians would be provided for all stages of construction. Using a slightly wider proposed bridge width would facilitate staged construction, eliminate the need for temporary bridges or brackets, and reduce the number of necessary stages. The wider bridge width could be accomplished using the same number of girders as existing by increasing the girder spacing in 4 bays to match the spacing in the adjacent bays. The proposed bridge would be 2 feet 1 3/8 inch wider than the existing width. The proposed work would minimize impact on existing utilities, local streets and highways, and could be performed without the need for detours.


• Width of travel lanes, shoulders, and sidewalks – 12-foot 6-inch lane width, 18-foot 4.5-inch (minimum) left and right sidewalk widths.

• Utilities Carried – Con Edison electrical ducts, National Grid gas mains, NYCDEP water main, Verizon, ITC, and Time Warner Cable conduits, and FDNY ducts.



• Horizontal: − 3 feet 5 inches for the left lane and 8 feet 1 inch for the right lane (Span 1) − 3 feet 1 inch for the left lane and 7 feet 9 inches for the right lane (Span 2)


Associated Work The work associated with the bridge replacement would be the widening of the VWE to include an MUL in each direction, including relocation and modification of exit and entrance ramps on/from the VWE, associated retaining walls, utilities, street lighting, and drainage.



3-109

BIN 1055650 – Linden Boulevard over VWE Description of Work To accommodate the additional lanes on the VWE, the spans would be lengthened. The existing abutments would be replaced with new abutments on spread footings set back from the existing abutments. Wingwalls would be used to support the soil behind the bridge. The center pier would also be replaced with a new, stronger pier on spread footing at the same location. Additionally, the age of the structure and the original design loading were considered. The existing superstructure stringers and deck would be demolished and replaced with longer built-up stringers capable of carrying the heavier loads. The proposed bridge would consist of a two-span continuous superstructure with multi-stringer steel beams composite with the reinforced concrete deck slab. New concrete sidewalks, parapet walls and fence would be used on the fascia for pedestrian access.

The superstructure and substructure would be built in stages while maintaining two 10-foot eastbound lanes, two 10-foot westbound lanes, and one sidewalk with a minimum clear width of five feet during construction. Utilities would be temporarily relocated during construction as needed. Upon completion of the bridge, the proposed bridge would provide the same number of lanes and the minimum sidewalk widths as the existing bridge.

• Type of bridge, number of spans, etc. - Two-span continuous, multi-girder beams composite with the reinforced concrete deck slab, supported on new abutments and center pier. West span 79 feet-5 inches, East span 79 feet-5 inches.

• Width of travel lanes, shoulders, and sidewalks – Four 12-foot 6-inch travel lanes, no shoulders. 16-foot 6-inch-wide sidewalk on both the north and south bridge fascia.

• Utilities carried – NYCDEP Water Main, Con Edison Electric Ducts, National Grid Gas Pipe, Verizon Ducts

Clearances (Horizontal/Vertical) • Vertical: 14 feet 9 inches

− AirTrain Vertical: 15.85 feet

• Horizontal: varies with a maximum of 2 feet

Live Load The new bridge would be designed for AASHTO HL-93 and NYSDOT Design Permit Vehicle.




3-110

BIN 1055640 – Foch Boulevard over VWE Description of Work To accommodate the additional lanes on the VWE, the current Foch Boulevard bridge spans would be lengthened and the entire structure would be removed and replaced. The existing abutments would be replaced with new abutments on spread footings set back from the existing abutments. Wingwalls would be used to support the soil behind the bridge. The center pier would also be replaced with a new pier on spread footing at the same location. The existing superstructure stringers and deck would be demolished and replaced with longer built-up stringers capable of carrying the heavier loads. The proposed bridge would consist of a two-span continuous superstructure with multi-stringer steel beams composite with the reinforced concrete deck slab. New concrete sidewalks, parapet walls and fences would be used on the fascia for pedestrian access.

The superstructure and substructure would be built in stages while maintaining two 10-foot eastbound lanes, two 10-foot westbound lanes, and one sidewalk with a minimum clear width of five feet during construction. Utilities would be temporarily relocated during construction as needed. Upon completion of the bridge, the proposed bridge would provide the same number of lanes and the minimum sidewalk widths as the existing bridge.

• Type of bridge, number of spans, etc. – Two-span continuous, multi-girder beams composite with the reinforced concrete deck slab, supported on new abutments and center pier. West Span =82 feet 0.5 inch, East Span = 87 feet 3.5 inches

• Width of travel lanes, shoulders, and sidewalks – Four 12-foot 6-inch travel lanes, no shoulders. Sidewalk with protective fence on both the north and south bridge fascia 16 feet 6 inches wide, symmetrical about bridge centerline.

• Utilities carried – NYCDEP Water Main, Con Edison Electric Ducts, National Grid Gas Pipe, Verizon Ducts, FDNY Conduit, Traffic Signal Conduit








3-111

BIN 1055630 – Rockaway Boulevard over VWE Description of Work To accommodate the additional lanes on the VWE, the spans would be lengthened. The existing west abutment would be replaced with a new abutment and wingwalls on spread footings set back from the existing abutments. The east abutment would be a new abutment on pile supported footing and wingwalls. The center pier would be replaced with a new, stronger pier on spread footing at the same location. Additionally, the age of the structure and the original design loading were considered. The existing superstructure stringers and deck would be demolished and replaced with longer built-up stringers capable of carrying the heavier loads. The proposed bridge would consist of a two-span continuous superstructure with multi-stringer steel beams composite with the reinforced concrete deck slab. New concrete sidewalks, parapet walls and fences would be used on the fascia for pedestrian access.

The superstructure and substructure would be built in stages while maintaining three 10-foot eastbound lanes, three 10-foot westbound lanes, and one sidewalk with a minimum clear width of five feet during construction. Utilities would be temporarily relocated during construction as needed. Upon completion of the bridge, the proposed bridge would provide the same number of lanes and the minimum sidewalk widths as the existing bridge.

• Type of bridge, number of spans, etc. – Two-span continuous, multi-girder beams composite with the reinforced concrete deck slab, supported on proposed new abutments and new center pier. West Span = 78 feet 1.5 inches; East Span = 87 feet 5.5 inches

• Width of travel lanes, shoulders, and sidewalks – Six 10-foot 0-inch travel lanes, no shoulders. 20-foot 8-inch sidewalk with protective fence on both the north and south bridge fascia.

• Utilities carried – NYCDEP Water Main, Con Edison Electric Ducts, National Grid Gas Pipe, Verizon Ducts








3-112

BIN 1055620 – 133rd Street over VWE Description of Work To accommodate the additional lanes on the VWE, the spans would be lengthened. The existing abutments would be replaced with new abutments on spread footings set back from the existing abutments. Wingwalls would be used to support the soil behind the bridge. The three intermediate piers and their footings would be replaced. In addition, one of the pier locations would be relocated to accommodate the new VWE roadway layout. The existing superstructure stringers and deck would be demolished and replaced with longer built-up stringers capable of carrying the heavier loads. The proposed bridge would consist of a four-span continuous superstructure with multi-stringer steel beams composite with the reinforced concrete deck slab. New concrete sidewalks, parapet walls, and fence would be used on the fascia for pedestrian access.

The superstructure and substructure would be built in stages while maintaining one 10-foot eastbound lane, one 10-foot westbound lane, and a temporary sidewalk with a minimum clear width of 5 feet during construction. Since the existing bridge width is too narrow to accommodate the shifting of traffic lanes during staged construction, the new bridge would be constructed 2 feet wider than the existing bridge. To maintain pedestrian access during staged construction, a temporary sidewalk would be utilized, supported by temporary beams cantilevered from the new built-up steel beam and would be designed to support this additional load. Utilities would be temporarily relocated during construction as needed. Upon completion, the proposed bridge would provide two travel lanes, a center turning lane, and sidewalks that match or exceed the existing sidewalk widths.

• Type of bridge, number of spans, etc. – Four-span continuous, multi-girder beams composite with the reinforced concrete deck slab, supported on proposed new abutments and three new piers. Span 1 – 58 feet 1 inch, Span 2 – 53 feet 4 inches, Span 3 – 67 feet 6.5 inches, Span 4 – 53 feet 0 inches.

• Width of travel lanes, shoulders, and sidewalks – Two 13-foot shared lanes, one 11-foot turning lane, and two 8-foot sidewalks with protective fence on both the north and south bridge fascia.

• Utilities carried – NYCDEP Water Main, Con Edison Electric Ducts, Verizon Ducts, FDNY Ducts



• Horizontal: Varies with a maximum of 2 feet





3-113

BIN 1076499 – VWE over North Conduit Avenue Description of Work The existing structure consists of a single-span concrete rigid frame without fill on top. The existing bridge structure would be replaced due to widening of the VWE roadway, and modification of the existing horizontal and vertical alignments. In addition, the existing bridge has substandard live loading capacity limited to H-20 Truck.

The replacement of this structure would consist of a simple-span, multi-steel girder and reinforced concrete/pre-cast panel deck system. The new abutments would be reinforced concrete. Geotechnical analysis would be performed to determine the type of foundation. The new structure would be designed for the standard HL-93 AASHTO; NYSDOT Design Permit Vehicle, and would provide standard 14-foot 6-inch vertical clearance over North Conduit Avenue.

• Type of bridge, number of spans, etc. – One simple-span length varying from 62 feet 4 inches to 68 feet 11 inches, multi-steel girder and reinforced concrete, or pre-cast panel deck system.

• Width of travel lanes, shoulders, and sidewalks – Five 12-foot 0-inch width southbound travel lanes, and one southbound 12-foot 0-inch MUL, four 12-foot 0-inch northbound travel lanes width, and one northbound MUL, 6-foot 0-inch (minimum) outside shoulder width, and varying shoulder width adjacent to the southbound MUL.

• Utilities carried – Con Ed, National Grid, and Verizon


• Horizontal: 6 feet 3 inches

Live Load The new bridge would be designed for AASHTO HL-93 Design Permit Vehicle.

Associated Work Not applicable.



3-114

BIN 1055619 – VWE over Belt Parkway Description of Work The existing structure consists of a two-span concrete rigid frame without fill on top. The existing bridge structure would be replaced due to widening of the VWE roadway and modification of the existing horizontal and vertical alignments. In addition, the existing bridge has substandard live loading capacity limited to H-20 trucks.

The replacement of this structure would consist of one simple-span, multi-steel girder and reinforced concrete/pre-cast panel deck system. The new abutments would be reinforced concrete. Geotechnical analysis would be performed to determine the type of foundation. The new structure would be designed for the standard HL-93 AASHTO; NYSDOT Design Permit Vehicle, and would provide standard 14-foot 6-inch vertical clearance over South Conduit Avenue.

• Type of bridge, number of spans, etc. – One simple-span length varying from 96 feet 2 inches to 97 feet, multi-steel girder and reinforced concrete, or pre-cast panel deck system.

• Width of travel lanes, shoulders, and sidewalks – Five 12-foot-wide southbound travel lanes, and one 12-foot 0-inch southbound MUL, four 12-foot northbound travel lanes width, and one northbound MUL, 6-foot (minimum) outside shoulder width, and varying shoulder width adjacent to the southbound MUL.

• Utilities carried – Con Edison, National Grid, and Verizon

Clearances (Vertical/Horizontal) • Vertical – 14 feet 1 inch

• Horizontal – 1 foot





3-115

BIN 1076489 – VWE over South Conduit Avenue Description of Work The existing structure consists of a single-span concrete rigid frame without fill on top. The existing bridge structure would be replaced due to widening of the VWE roadway, and modification of the existing horizontal and vertical alignments. In addition, the existing bridge has substandard live loading capacity limited to H-20 trucks.

The replacement of this structure would consist of one simple-span, multi-steel girder and reinforced concrete/pre-cast panel deck system. The new abutments would be reinforced concrete. Geotechnical analysis would be performed to determine the type of foundation. The new structure would be designed for the standard HL-93 AASHTO; NYSDOT Design Permit Vehicle, and would provide standard 14-foot 6-inch vertical clearance over South Conduit Avenue.

• Type of bridge, number of spans, etc. – One simple-span varying from 68 feet 2 inches to 68 feet 9 inches, multi-steel girder and reinforced concrete, or pre-cast panel deck system.

• Width of travel lanes, shoulders, and sidewalks – Five 12-foot 0-inch wide southbound travel lanes, and one 12-foot southbound MUL, four 12-foot northbound travel lanes width, and one northbound MUL, 6-foot (minimum) outside shoulder width, and 10-foot shoulder width adjacent to the southbound MUL.

• Utilities carried – Con Ed, National Grid, and Verizon


• Horizontal: 2 feet





3-116

BIN 1075630 – Nassau Expressway over VWE Description of Work The existing structure consists of a four-span continuous multi-steel girder system. The existing bridge structure would be replaced due to the widening of the VWE. Existing bridge Piers 1 and 3 interfere with the proposed additional traffic lane on the right of the north- and southbound VWE roadways.

Improvements to Nassau Expressway over the VWE would be designed to current AASHTO standards and the new bridge would consist of two-span continuous multi-steel girders, eliminating Piers 1 and 3. New east abutments would be located outward of the existing abutments and the west abutment would be located inward of the existing abutment. A new center pier would be east of the existing Pier 2 to accommodate the new roadway geometry of the VWE. The two-span structure geometry would accommodate the proposed VWE widening underneath.

• Type of bridge, number of spans, etc. – Multi-girder steel on reinforced concrete abutment, two spans (Span 1 varying from 105 feet 1 inch to 110 feet 3 inches, Span 2 varying from 117 feet 8 inches to 122 feet 8 inches).

• Width of travel lanes, shoulders, and sidewalks – 12-foot travel lane width, 4-foot to 6-foot (minimum) right shoulder width, 9-foot 5-inch (minimum) left shoulder width.

• Utilities carried – Lighting conduits on the bridge


• Horizontal: 9 feet

Live Load The new bridge would be designed for AASHTO HL-93; NYSDOT Permit Vehicle.




3-117

BIN 1075710 – VWE Northbound over Nassau Connection for Southbound VWE Description of Work The existing structure consists of a three simple-span multi-steel girder system, on a curved roadway alignment with 46o+ skew. The existing bridge structure would be replaced with two single-span bridges due to the widening of the northbound VWE, and new horizontal alignment and traffic lane configuration. The existing bridge roadway could not be extended to accommodate the additional traffic lane due to the hammerhead type piers supporting the structure, in addition to the sharp skew and curved geometry of the bridge roadway and curved geometry of the ramp roadway crossing underneath.

Improvements to the northbound VWE / southbound VWE exit ramp would be designed to current AASHTO standards, and the new bridge would consist of a single-span structure) consisting of multi-steel girders structure, eliminating the two piers. Two new abutments would be located inward of the existing abutments to shorten the span. The structure geometry would accommodate the proposed VWE roadway widening.

• Type of bridge, number of spans, etc. – Multi-girder steel on reinforced concrete abutment, single span (varying from 69 feet 9 inches to 71 feet 9 inches).

• Width of travel lanes, shoulders, and sidewalks – four 12-foot travel lane widths, 10-foot 0-inch (minimum) right shoulder width, 4-foot 0-inch (minimum) left shoulder width.

• Utilities carried – None


• Horizontal: 1 foot





3-118

BIN XXXXXXX (TBD) – VWE Southbound over Nassau Connection for Southbound VWE Description of Work This new structure would be part of the added MUL roadway diverting from the VWE mainline, just south of the intersection with the Belt Parkway, and rejoining the VWE Southbound main lines just north of Federal Circle. The structure would be one simple span crossing over the Southbound Exit Ramp. The new multi-steel girders structure would be designed to current AASHTO standards, and consist of a single-span bridge. The location of the two new abutments, and structure geometry would accommodate the proposed VWE roadway widening.

• Type of bridge, number of spans, etc. – Multi-girder steel on reinforced concrete abutment, single span (varying from 77 feet 8 inches to 78 feet 10 inches).

• Width of travel lanes, shoulders, and sidewalks – One 12-foot travel lane width, 11-foot 0-inch (minimum) right shoulder width, 2-foot 0-inch (minimum) left shoulder width.



• Horizontal: 1 foot





3-119

BIN 5522079 – VWE over North Federal Circle Description of Work The existing structure consists of a simple-span multi-steel girder system. To accommodate the additional lanes and the revised alignment of the VWE, the existing bridge over Federal Circle North would be widened along the west fascia. The existing abutments would remain in place and new abutment extensions would be built on the west side of the bridge and made integral with the existing abutments. The existing superstructure stringers and deck would remain in place and the proposed superstructure would be constructed to accommodate the widening. Fixed bearings would be used at the north abutment and expansion bearings would be utilized at the south abutment. Portions of the existing western wingwalls would be removed to accommodate the bridge extension. Existing wingwall footings would be left in place. New wingwalls aligned with the western bridge extension would be constructed. The new wingwalls would be designed to match the aesthetics of the existing wing walls. The new parapet along the western extension would be a single-slope style barrier.

• Type of bridge, number of spans, etc. – Multi-girder steel on reinforced concrete abutment, single span (70 feet).

• Width of travel lanes, shoulders, and sidewalks – six 11-foot 10-inch travel lane widths, two 10-foot 0-inch (minimum) sidewalks to the right of the travel lanes, left shoulder width varies.


Clearances (Vertical/Horizontal) • Vertical: 13 feet 1/8 inches

• Horizontal: Varies

Live Load The existing bridge structure would not be retrofitted or replaced to increase capacity. New structural elements would be designed for AASHTO HL-93; NYSDOT Permit Vehicle.




3-120

Hydraulics of Bridges and Culverts There are no bridges or culverts over waterways within the Study Area.

There are no dams near the Study Area.

3.4.3.7 Guide Railing, Median Barriers and Impact Attenuators All guiderails within the Study Area, including bridge railing, would be evaluated during final design for conformance to design standards and replaced or repaired, if necessary.

The proposed design would affect the median barriers. The median barrier protecting the AirTrain JFK piers would be retained. Existing median barriers in areas where the VWE mainline and MULs are shifted would be removed and replaced in the proposed location.

Proposed impact attenuators would be placed at ramp terminals where needed. Existing impact attenuators would be removed where existing ramps are removed or relocated.

3.4.3.8 Utilities The following owners have utilities within the Study Area that would be affected by the proposed widening, ramp reconfiguration, and retaining wall construction: • Con Edison • Calpine Kennedy • Verizon • FDNY • National Grid • Storm and Sanitary Sewer (NYCDEP and NYSDOT) • NYCDEP (Water) • Time Warner Cable • NYPD

The impacts to each utility company’s lines are outlined below. All impacts are shown in detail on owner-specific utility impact plans provided in Appendix D.

Con Edison Con Edison has utility lines crossing bridge structures at the following locations: • Hillside Avenue • Jamaica Avenue • 94th Avenue • 101st Avenue • Liberty Avenue • 109th Avenue • Linden Boulevard • Foch Boulevard • Rockaway Boulevard • 133rd Street and VWE over North Conduit Avenue • South Conduit Avenue • Belt Parkway


3-121

These lines would require temporary or permanent relocation during construction due to the proposed widening of the mainline and ramp reconfiguration. Where these lines extend into the bridge approaches, protection would be required for the duration of construction due to the proposed approach slab.

Along the northbound and southbound service roads, Con Edison has lines requiring permanent relocation at several locations due to the proposed widening of the mainline, ramp reconfiguration, bridge substructures, and retaining walls. Where these lines extend into the bridge approaches, protection would be required for the duration of construction due to the proposed approach slab.

Con Edison also has lines crossing beneath the VWE mainline at 107th Avenue and 115th Avenue, which would require permanent relocation due to the proposed widening of the mainline, ramp reconfiguration, bridge substructures, and retaining wall construction. Critical facilities that would be affected by the proposed design include the following:

• Two 8-inch HPP lines along the southbound service road south of Queens Boulevard, which cross the VWE near 86th Avenue and continue beneath the southbound service road to Archer Avenue

• One 8-inch HPP line beneath the northbound service road between Jamaica Avenue and Archer Avenue

• Two 8-inch HPP lines beneath the southbound service road between Metropolitan Avenue and Archer Avenue, crossing beneath the VWE mainline between Archer Avenue and 91st Avenue

Calpine Kennedy Calpine Kennedy has critical facilities located beneath the northbound service road: one 8-inch HPP line and two 3-inch PVC lines. At Archer Avenue, these lines would require permanent relocation due to the proposed LIRR bridge pier structure. These lines would require protection for the duration of construction at Lloyd Road, 104th Avenue, 106th Avenue, 107th Avenue (between 107th and 109th Avenue), 111th Avenue (between 111th Avenue and Linden Boulevard), 115th Avenue, and between 120th Avenue and Rockaway Boulevard due to widening of the mainline, ramp reconfiguration, and retaining wall construction.

Verizon Telecommunications Verizon has utility lines crossing bridge structures at the following locations:

• Hillside Avenue • Jamaica Avenue • 94th Avenue • 101st Avenue • Liberty Avenue • 109th Avenue • Linden Boulevard • Foch Boulevard • Rockaway Boulevard • 133rd Street and VWE over North Conduit Avenue • South Conduit Avenue • Belt Parkway


3-122


FDNY FDNY has utility lines crossing bridge structures at the following locations:

• Hillside Avenue • Jamaica Avenue • 94th Avenue • 101st Avenue • Liberty Avenue • 109th Avenue • Linden Boulevard • Foch Boulevard • Rockaway Boulevard • 133rd Street


National Grid National Grid has utility lines crossing bridge structures at the following locations:

• Hillside Avenue • Jamaica Avenue • 94th Avenue • 101st Avenue • Liberty Avenue • 109th Avenue • Linden Boulevard • Foch Boulevard • Rockaway Boulevard • 133rd Street and VWE over North Conduit Avenue • South Conduit Avenue • Belt Parkway



3-123

Along the northbound and southbound service roads, National Grid has lines requiring permanent relocation at several locations due to the proposed widening of the mainline, ramp reconfiguration, bridge substructures, and retaining wall construction. Where these lines cross the location of a proposed approach slab, they would require protection for the duration of construction. Critical facilities that would be affected by the proposed design include transmission mains running between 116th Avenue and Foch Boulevard, and at Liberty Avenue due to the proposed retaining walls.

Storm and Sanitary Sewer (NYCDEP and NYSDOT) Along the northbound and southbound service roads, NYCDEP and NYSDOT have storm and sanitary sewer lines at multiple locations requiring permanent relocation due to the proposed widening of the mainline, ramp reconfiguration, bridge substructures, and retaining wall construction. Where these lines cross the location of a proposed approach slab, they would require protection for the duration of construction.

Similarly, along the VWE mainline, NYCDEP and NYSDOT have storm and sanitary sewer lines at multiple locations requiring permanent relocation due to the proposed widening of the mainline, ramp reconfiguration, bridge substructures, and retaining wall construction. Where these lines cross the location of a proposed approach slab, they would require protection for the duration of construction.

At the south end of the corridor, NYCDEP and NYSDOT have storm and sanitary sewer lines requiring permanent relocation along North Conduit Avenue, South Conduit Avenue, and beneath the VWE southbound ramp to Belt Parkway due to the proposed bridge substructures and retaining walls. Permanent relocation would also be required for a 66-inch RCP NYCDEP storm sewer at 107th Avenue due to the proposed retaining wall.

NYCDEP (Water) NYCDEP has water lines crossing bridge structures at the following locations:

• Hillside Avenue • Jamaica Avenue • 94th Avenue • 101st Avenue • Liberty Avenue • 109th Avenue • Linden Boulevard • Foch Boulevard • Rockaway Boulevard • 133rd Street


Along the northbound and southbound service roads, NYCDEP has water lines that require protection during construction due to the proposed retaining walls. There are also lines requiring permanent


3-124

relocation due to the proposed retaining walls in several locations. NYCDEP also has water mains beneath the VWE mainline requiring permanent relocation.

Time Warner Cable Time Warner Cable has utility lines crossing bridge structures at 109th Avenue and Rockaway Boulevard. These lines would require temporary or permanent relocation during construction due to the proposed widening of the mainline and ramp reconfiguration. Where these lines extend into the bridge approaches, protection would be required for the duration of construction due to the proposed approach slab.

NYPD NYPD has callboxes located along the north and southbound service roads at the following locations:

• 97th Avenue between 105th Avenue and 106th Avenue • Between 111th Avenue and Linden Boulevard • Between 116th Avenue and Foch Boulevard • On the northbound service road, between Alwick Road and Sutter Avenue only

These callboxes would require permanent relocation due to the proposed widening of the mainline and retaining wall structures.

3.4.3.9 Railroad Facilities The LIRR crosses the VWE just east of Jamaica Station. This crossing is carried by four structures, all of which would be affected by the proposed VWE widening. Each of the bridges has five spans over the roadways. These five spans would be reconfigured to four spans. The spans over the VWE would be lengthened while minimizing interruptions to rail service. The tracks and railroad utilities would be maintained wherever reasonable and replaced in kind when necessary.

The overall construction phasing of the LIRR bridge work would maintain rail service to the maximum extent practical while minimizing impacts to traffic on the VWE and service roads below. Since it would not be possible to have all tracks in service all the time, phasing of the work would require careful planning so that specific tracks would not be concurrently out of service and certain operations would occur only during overnight or weekend periods.

The bridge work under the Project would be coordinated with the work being undertaken by the LIRR as part of the Jamaica Capacity Improvement Project.

BIN 7066687 – LIRR1: LIRR Atlantic Branch, Receiving Yard Lead Track and Westbound Montauk This railroad structure is the lower level of a double-deck bridge and carries four LIRR Atlantic Branch tracks (A1, A2, A3 and A4) and two tracks providing access to part of the Jamaica Storage Yard complex (Receiving Yard) and LIRR Secondary Track No. 1.

As part of the Jamaica Capacity Improvement Project, A4 is being truncated, and thus will no longer be available as a “through” running track. A6, and Platform F, has been used as an alternative for A4 in determining track outage scenarios. Although A6 crosses over the Van Wyck on a different structure


3-125

(BIN 7076810), it is referenced in the Atlantic operating criteria section immediately below since it becomes an integral part of the operating alternative.

The following operating criteria are assumed:

• Atlantic: (Tracks A1, A2, A3, A4 & A6) − A1 and A3 cannot be out of service simultaneously for an extended period - only during

overnight periods and on weekends.

− A2 and A6 cannot be out of service simultaneously for an extended period - only during overnight periods and on weekends.

− Two tracks in any other combination (A1/A2, A1/A6, A3/A2, A3/A6) can be out of service simultaneously for an extended period.

− During time periods when A2 is out of service, eastbound revenue Brooklyn trains must be able to use Platform F.

− Contractor can have unrestricted use of A4 East, which is assumed to be out of service for the duration of construction.

• Receiving Yard Lead Track and Westbound Montauk: − Either track, but not both, can be out of service for an extended period.

− Both tracks could be out of service for weekends or overnight as long as both the Hump Track and Advance Yard Lead Track are in service.

− Both tracks may be out of service for brief periods (i.e., foul shots) at other times, with special permission.

The retrofit of the lower level would be staged to minimize track outages. The 1910 portion of the lower-level superstructure would be replaced. The 1950 single-deck lower-level spans, where trusses are not being installed, would also be replaced. Modifying and retaining these spans would require extensive strengthening and moment splicing of the existing girders, which would increase construction duration. Approximately 700 linear feet of track on the Atlantic, Receiving Yard Lead and Westbound Montauk tracks would be replaced in conjunction with the span replacement. Existing signals would be maintained, or temporarily disconnected and later restored as construction progresses. Based on the preliminary work phasing, a series of extended 24/7 and overnight outages are anticipated, as outlined in Table 3-58.

Table 3-58. Staged Track Outage Summary: BIN 7066687, LIRR1: LIRR Atlantic Tracks 1–4(*)

Outage Type Atlantic 3 Atlantic 1 Atlantic 2 Atlantic 4

Continuous 35 Weeks 30 Weeks 8 Weeks Currently Out of Service (OOS) and will remain OOS for duration of the project

Weekday Overnight 1 Week 8 Weeks 16 Weeks N/A

52-Hour Weekend None 8 Weekends 14 Weeks N/A * The durations in this table are approximate


3-126

BIN 7066688 – LIRR2: LIRR Mainline Tracks 2 & 4 and Montauk Tracks 1 & 2 This railroad structure is the upper level of a double-deck bridge and carries LIRR Mainline Tracks 2 and 4, and Montauk Tracks 1 and 2 over the VWE.

The following operating criteria are assumed:

• Mainline: (Tracks 2 & 4) − No track outages during peak periods unless an acceptable alternate route (i.e., bypass tracks)

is provided

• Montauk: (Tracks 1 & 2) − Could be taken out of service for extended periods of time if an alternate route for freight trains

were provided

The existing structure would be retrofitted from below by installing trusses between the upper- and lower-level girders, thereby minimizing impacts to rail service by keeping the upper-deck structure, track, signals, and electric traction intact. From review of the existing inspection reports, the upper level does not exhibit any substantial deterioration. Additionally, the proposed trusses would increase the capacity of the upper-level girders. Limited overnight and weekend track outages would be required during construction.

BIN 7076800 – LIRR3: LIRR Mainlines Tracks 1 & 3 This railroad bridge carries LIRR Mainline Tracks 1 and 3 over the VWE.

The existing structure would be retrofitted as described in Section 3.4.3.6 (Structures). The potential impacts associated with this work will require a series of single and double-track outages of Mainline 1 and Mainline 3, but only during weekdays overnight and weekends. There will be no outages during any of the Peak Periods. It is anticipated that Mainline tracks 1 and 3 would be out of service during weekdays overnight for approximately 18 weeks and for approximately 38 weekends.

BIN 7076810 – LIRR4: LIRR Atlantic 6 Track The railroad bridge carries LIRR Atlantic 6 Track over the VWE and adjacent northbound and southbound service roads.

Atlantic 6 is currently out of service and the track has been removed. It is anticipated that the replacement of the structure would require a continuous outage for approximately 75 weeks. Once the new bridge is constructed on the existing alignment, Atlantic 6 would be returned to service. Atlantic 6 service would be restored prior to taking Atlantic 2 out of service as part of the BIN 706687 double-deck retrofit since Atlantic 6 would provide an alternate route for Atlantic 2 train traffic.

AirTrain JFK The AirTrain JFK, which was built in the median of the VWE between Atlantic Avenue and 133rd Avenue and parallels or crosses the alignment south of 133rd Avenue down to Federal Circle, would not be impacted by the Build Alternative. No straddle bents or columns would be relocated. The minimum vertical clearance for the AirTrain over the VWE would be 15.33 feet (compared to 16.72 feet today).


3-127

Metropolitan Transit Authority New York City Transit Subway Tunnels Three separate MTA New York City Transit subway tunnels lie within the Study Area. The F train passes under the VWE just north of Hillside Avenue; the E train follows the southbound service road from Queens Blvd to the point where it crosses the VWE at 90th Avenue; and the J/Z train passes under the VWE just north of the LIRR Bridges before proceeding along Archer Avenue. The F train was built in the 1930s as a cut-and-cover tunnel prior to construction of the VWE. The E train and J/Z trains pass through a bored tunnel built in the 1970s. Construction activities would be planned to avoid excess load surcharge or vibrations that could potentially affect the tunnels. Plans for the Project would be subject to review by New York City Transit.

The J/Z subway tunnel is just north of the LIRR Mainline Tracks 1 & 3 Bridge (BIN 7076800). Historical records show that foundations of BIN 7076800 were underpinned during construction of the subway tunnel. Underpinning included a combination of drilled piers and pipe piles filled with concrete. In addition, the area around sections of the tunnels under the VWE were grouted at the time of the tunnel construction.

In addition to these tunnels, at the northern end of the corridor, near Maple Grove Cemetery and west of the subway entrance, there is rectifier room underneath the highway with a ventilation shaft and emergency exit. The shaft would need to be relocated to accommodate the mainline widening. Coordination with the NYCT would be ongoing.

3.4.4 Landscape and Environmental Enhancements

The NYSDOT would provide and replace landscaping as a part of the overall enhancement and aesthetic improvement efforts for the Build Alternative. To buffer the contrast between the proposed ramps and service roads and the surrounding communities, supplemental planting would be provided to the extent practical, especially in those areas where the existing planting would be removed under the Build Alternative. Areas that would be temporarily affected during construction would be restored to their pre-construction conditions.

A preliminary planting plan is provided in Appendix S. The preliminary planting plan indicates replacement plantings to enhance the Study Area. Plant selection would include species that would sustain the landscape long-term and accentuate the corridor. The planting plan would restore the corridor with a park-like design approach, using open lawn space and a mix of canopy, ornamental, and evergreen trees for an overall unifying design. The design would adhere to standard right-of-way guidelines and provide shrub plantings on steep slopes and in limited tree plantings areas within 30-feet of the edge of the highway travel lane. In addition, due to the proximity of the project corridor to JFK Airport, the design would follow the guidelines outlined in the FAA Advisory Circular (FAA AC) No. 150/5200-33B, “Hazardous Wildlife Attractants On or Near Airports.” Turf grass would be minimized and, to the extent possible, the landscape would be restored to its previous quality, including naturalized forested areas, in order to reduce habitat for loafing large birds such as geese and gulls. A wildlife damage management biologist would review landscaping plans and NYSDOT would monitor landscaped areas on a continuing basis following construction for the presence of hazardous wildlife. In addition, the stormwater management practices were designed in consideration of the guidelines outlined in the FAA AC No. 150/5200-33B.


3-128

3.4.5 Miscellaneous

3.4.5.1 NYS Smart Growth Public Infrastructure Policy Act Pursuant to Environmental Conservation Law (ECL) Article 6 and the NYS Smart Growth Public Infrastructure Policy Act of 2010, the Project is compliant with the New York State Smart Growth Public Infrastructure Policy Act. NYSDOT’s Smart Growth Policy, Procedures and Screening Tool was used to assess the Project’s consistency and alignment with relevant Smart Growth criteria (included in Appendix F). To the extent practicable, the Project has met the relevant criteria as described in ECL § 6-0107.

3.4.5.2 Complete Streets Policies The New York State “Complete Streets Act” requires all state, county, and local agencies to consider the convenience and mobility of all users when developing transportation projects that receive federal and state funding. The improvements proposed under the Build Alternative are consistent with this policy. A Capital Projects Complete Streets Checklist is available in Appendix E. The ramp improvements and the increased capacity on the mainline would alleviate congestion on the mainline and on both service roads, which could reduce the number of crashes generally attributable to congestion-related stop-and-go traffic.

CHAPTER 3 Project Alternatives - NYSDOT Home · CHAPTER 3. PROJECT ALTERNATIVES . 3-3 . entrance or...

Documents

Transcript of CHAPTER 3 Project Alternatives - NYSDOT Home · CHAPTER 3. PROJECT ALTERNATIVES . 3-3 . entrance or...