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

CHAPTER 2 Project Context

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

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Project Context

2.1 PROJECT HISTORY

As part of a post-World War II $200-million development program, and in anticipation of an increased population size, the City of New York sought to expand its highway and parkway system to allow for greater movement throughout the five boroughs. The six-lane Van Wyck Expressway (VWE) was envisioned to help carry passengers quickly from the newly constructed Idlewild Airport (present-day John F. Kennedy International Airport [JFK Airport]) to Midtown Manhattan.

In 1945, the City of New York developed a plan to expand the then-existing Van Wyck Boulevard into an expressway. The City of New York acquired the necessary land in 1946 and construction began in 1948, lasting until 1953. The Long Island Rail Road (LIRR) bridges for Jamaica Station, which were originally constructed in 1910, were reconstructed in 1950 to accommodate the widened roadway. The designation of the VWE as an interstate highway started with the northern sections of the roadway between the Whitestone Expressway and Kew Gardens Interchange (KGI) in the 1960s. By 1970, the entire expressway was a fully designated interstate: I-678 (the VWE).

In 1998, the Port Authority of New York and New Jersey (PANYNJ) began work on AirTrain JFK, an elevated automated guideway transit system linking downtown Jamaica to JFK Airport. AirTrain JFK utilizes the middle of the VWE roadway to create an unimpeded link, connecting two major transportation hubs in Queens. As part of the AirTrain JFK project, portions of the VWE were repaved, entrance and exit ramps were reconstructed, and retaining walls were added.

Currently, the VWE consists of three unrestricted general-use lanes in each direction. A service road runs parallel to the expressway on each side, connecting to the entrance and exit ramps.

In January 2017, Governor Cuomo presented the Airport Advisory Panel’s A Vision Plan for John F. Kennedy International Airport: Recommendations for a 21st Century Airport for the State of New York (JFK Vision Plan),1 which recommends improving road access to the airport.

On June 1, 2017, the Federal Highway Administration (FHWA) published a Notice of Intent in the Federal Register to prepare an Environmental Impact Statement for the Van Wyck Expressway Capacity and Access Improvements to JFK Airport Project (the Project). The Project Scoping Report was released to the public on April 20, 2018 (https://www.dot.ny.gov/vwe/reports-documents).

2.2 TRANSPORTATION PLANS AND LAND USE

The Project is included in the currently conforming Transportation Improvement Program (TIP) and Regional Transportation Plan (RTP), as adopted by the New York Metropolitan Transportation Council (NYMTC) on June 28, 2018, and found to conform to the State Implementation Plan (SIP) for Air Quality by the FHWA and Federal Transit Administration (FTA) on August 24, 2018.

1 https://www.governor.ny.gov/sites/governor.ny.gov/files/atoms/files/JFKVisionPlan.pdf`

Van Wyck Expressway Capacity and Access Improvements to JFK Airport Project DDR/DEIS PIN X735.82 CHAPTER 2. PROJECT CONTEXT

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The Project is reflected as a vision element in the NYMTC regional transportation plan, Plan 2045: Maintaining the Vision for a Sustainable Region (Plan 2045).2 NYMTC is the metropolitan planning organization for New York City, Long Island, and the Lower Hudson Valley. Plan 2045 serves as a long-range transportation plan for the region.

In addition, the Project is part of the JFK Vision Plan, which lays out a comprehensive, airport-wide framework to create a unified, world-class airport that will accommodate expected growth at the airport in the coming decades. The JFK Vision Plan addresses three key areas:

• Transforming JFK into a unified, interconnected, world-class airport

• Improving road access to the airport

• Expanding rail mass transit to meet projected passenger growth

2.2.1 Local Plans for the Project Area

The following local comprehensive plans and private development plans were reviewed for the Study Area and New York City:

• OneNYC: The Plan for a Strong and Just City

• Jamaica Now Action Plan

• Jamaica Rezoning Plan

• Jamaica Capacity Improvements Project

• Mayor’s Office of Data Analytics (MODA) Project (mixed-use development)

• Station Plaza Redevelopment (realignment of Archer Avenue at Jamaica Station)

• Sutphin Underpass Project

• Atlantic Avenue Extension Project

• Downtown Jamaica Transportation Study

• New York State Complete Streets

• New York City Sustainable Streets Strategic Plan

See Section 4.2.1 (Land Use) for a discussion of local plans, including local development plans and zoning, and Section 3.4.5 (Miscellaneous) for a discussion of New York State Smart Growth and Complete Streets policies.

2 https://www.nymtc.org/Required-Planning-Products/Regional-Transportation-Plan-RTP/Plan-2045-Maintaining-

the-Vision-for-a-Sustainable-Region

https://www.nymtc.org/Required-Planning-Products/Regional-Transportation-Plan-RTP/Plan-2045-Maintaining-the-Vision-for-a-Sustainable-Region

https://www.nymtc.org/Required-Planning-Products/Regional-Transportation-Plan-RTP/Plan-2045-Maintaining-the-Vision-for-a-Sustainable-Region

PIN X735.82 Van Wyck Expressway Capacity and Access Improvements to JFK Airport Project DDR/DEIS CHAPTER 2. PROJECT CONTEXT

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2.2.2 Transportation Corridor

2.2.2.1 Importance of the Project Route Segment The VWE is a vital link in the transportation network within the five boroughs of New York City and Long Island. The VWE connects JFK Airport and Manhattan via Long Island Expressway, which is the primary vehicular route between the airport and Midtown Manhattan. Nearly 170,000 vehicles per day travel on the VWE from the KGI to JFK Airport, which has a six-lane capacity and is congested for extended hours every day. The expected overall airport growth is anticipated to result in additional traffic volumes on the VWE, and thus, worsen the roadway congestion.

The VWE also serves as the major route for commercial truck traffic to get to and from the airport, with trucks accounting for 8 percent of morning peak volume and 5 percent of evening peak volume. The VWE is a Qualifying Highway on the National Network of roadways designated by the Surface Transportation Assistance Act of 1982. Qualifying Highways accommodate large trucks, including tractor-trailer combinations with trailers up to 53 feet long. The VWE is also a part of the National Highway System, which is a network of approximately 160,000 miles of roadways important to the nation’s economy, defense, and mobility.

The corridor provides critical connections to major interstates. At the KGI, the VWE continues north while also connecting to the Grand Central Parkway and Jackie Robinson Parkway. This interchange provides connections to routes leading to western Queens, Brooklyn, the Bronx, and Long Island. To the south, the VWE connects to the Belt Parkway, which crosses southern Brooklyn and eastern Queens and Nassau Expressway as a connecting east-west interstate. The VWE is also a crossroads for several major rail lines and AirTrain JFK utilizes the VWE median between 94th Avenue/Atlantic Avenue and 133rd Avenue.

2.2.2.2 Alternative Routes No alternate routes exist between Hoover Avenue and JFK Airport that would be suitable as a permanent detour.

2.2.2.3 Abutting Highway Segments and Future Plans for Abutting Highway Segments The northern limit of the project corridor is Hoover Avenue. North of Hoover Avenue is the KGI, which connects the VWE to Grand Central Parkway, Jackie Robinson Parkway, and Union Turnpike. The VWE continues north through the interchange, turning into Whitestone Expressway north of CitiField and crossing the East River into the Bronx on the Whitestone Bridge. The New York State Department of Transportation (NYSDOT) is making operational improvements at the KGI to enhance safety and improve traffic flow. These improvements include replacing the existing deteriorated two-lane VWE southbound viaduct over the Grand Central Parkway with a continuous three-lane viaduct; constructing new exits to the westbound Union Turnpike and Jackie Robinson Parkway; realigning and widening the mainline Grand Central Parkway within the KGI project limits to address alignment deficiencies; and reconstructing the ramps connecting the Grand Central Parkway, Union Turnpike, Jackie Robinson Parkway and VWE to provide operational improvements.

At the southern limit of the project corridor, the abutting highway segment continues into JFK Airport, eventually turning into the JFK Airport access road. The JFK Vision Plan for a future airport roadway system will change the current network of roads connecting the terminals into a “ring road” to allow for easier and quicker access to all terminals.


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Except for the proposed improvements noted above, there are no current plans to reconstruct or widen the adjoining segments of the project corridor within the next 20 years.

2.3 TRANSPORTATION CONDITIONS, DEFICIENCIES AND ENGINEERING CONSIDERATIONS

2.3.1 Operations (Traffic and Safety) and Maintenance

2.3.1.1 Functional Classification and National Highway System (NHS) The functional class of the VWE within the Study Area is Principal Arterial Interstate and a Qualifying Highway (Table 2-1). The southern limit of the VWE (I-678) is the central terminal area of JFK Airport approximately 2.3 miles south of the Nassau Expressway. As a Qualifying Highway, special dimension vehicles (tractor-trailer combinations with trailers up to 53 feet long) are allowed to travel a maximum of one mile from the VWE to complete deliveries. Per the NYSDOT Statewide Policy on Large Truck Freight Movement, large trucks should utilize the National Network for all travel except to access terminals or to reach food, fuel, rest, or repair locations.

Other roadways in the Study Area comprise the following functional classes:

• Van Wyck Expressway/Northbound and Southbound Service Roads: Local Street

• Nassau Expressway (east of VWE): Principal Arterial Interstate

• Belt Parkway and Nassau Expressway (west of the VWE): Principal Arterial Expressway

• Queens Boulevard, Hillside Avenue, Jamaica Avenue, Atlantic Avenue, 101st Avenue, Linden Boulevard, Rockaway Boulevard, North Conduit Avenue, South Conduit Avenue: Principal Arterial, Other

• Liberty Avenue: Minor Arterial

• 109th Avenue, Foch Boulevard, 133rd Avenue: Local Street

• The roadways in the Study Area on the NHS are as follows: Queens Boulevard, Hillside Avenue, Jamaica Avenue, Atlantic Avenue, 101st Avenue, Linden Boulevard, Rockaway Boulevard, North Conduit Avenue, Belt Parkway, South Conduit Avenue, and Nassau Expressway.

Table 2-1. Van Wyck Expressway Classification Data

Route(s) Interstate Route 678 Functional Classification Urban Principal Arterial Interstate National Highway System (NHS) Yes Designated Truck Access Route No Qualifying Highway Yes Within 1 mile (1.6 km) of a Qualifying Highway No Within the 16 ft (4.9 m) vertical clearance network No


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2.3.1.2 Control of Access North of the Nassau Expressway, the VWE is a fully controlled access highway. South of the Nassau Expressway, there are several nonconforming access points in the southbound direction, as identified in Table 2-43. JFK Airport is on land leased to the PANYNJ by the City of New York.

Access to local streets and driveways is provided through ramps, service roads, and collector-distributor (C-D) roads. The north and south C-D roads are fully controlled access roadways, while the north and south service roads are uncontrolled access roadways within the Study Area.

2.3.1.3 Traffic Control Devices Existing traffic control devices on the VWE mainline consist of permanent and variable signing and pavement markings maintained by the NYSDOT. Traffic signals at the following 10 cross streets (north to south) intersect each of the two service roads: • Hillside Avenue • Jamaica Avenue • Atlantic Avenue/94th Avenue • 101st Avenue • Liberty Avenue • 109th Avenue • Linden Boulevard • Foch Boulevard • Rockaway Boulevard • 133rd Avenue

The traffic signals are all non-actuated and maintained by the New York City Department of Transportation (NYCDOT).

2.3.1.4 Intelligent Transportation Systems Intelligent Transportation Systems (ITS) are in the Study Area. Underground ITS power and fiber-optic communication conduits, communication pull boxes, cabinets, and ITS devices, such as variable message signs, surveillance cameras, and traffic detectors, are present from the northern end of the Study Area to near the Belt Parkway. The ITS facilities are found along the east side, west side, and center of the VWE. The ITS facilities also run along the west side of the northbound service road and the east side of the southbound service road. In addition, several ITS conduits are carried by bridges crossing over the VWE in the east-west direction. ITS devices and cabinets are near 87th Avenue, Hillside Avenue, 90th Avenue, 91st Avenue, 94th Avenue/Atlantic Avenue, 101st Avenue, Liberty Avenue, 109th Avenue, 115th Avenue, Foch Boulevard, Rockaway Boulevard, Alwick Road, 133rd Avenue, and South Conduit Avenue.

2.3.1.5 Speeds and Delay The posted speed limit for the VWE mainline is 50 mph. Existing speeds for the VWE mainline were determined from an aerial traffic survey conducted in spring 2017 for 12 segments in the northbound and southbound directions for both the AM and PM peak periods of 7:00 a.m. to 9:00 a.m. and 4:00 p.m. to 6:00 p.m. In the southbound direction, the segments were from the Grand Central Parkway exit ramp to the eastbound Belt Parkway / Nassau Expressway exit ramp (Exit 1). In the northbound direction, the segments were from the Federal Circle entrance ramp to the Grand Central


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Parkway exit ramp (Exit 10). Table 2-2 through Table 2-5 show the speeds for the southbound and northbound segments per 15-minute intervals between 7:00 a.m. and 9:00 a.m. and between 4:00 p.m. and 6:00 p.m.

Table 2-2. Existing: VWE Mainline Speeds (AM Peak Period Southbound)

Table 2-3. Existing: VWE Mainline Speeds (PM Peak Period Southbound)

Table 2-4. Existing: VWE Mainline Speeds (AM Peak Period Northbound)

Table 2-5. Existing: VWE Mainline Speeds (PM Peak Period Northbound)


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In the southbound direction in the AM peak period, seven segments experienced slow speeds, with an average speed under 30 mph during a 15-minute interval. The seven segments were between the Grand Central Parkway exit ramp and the Linden Boulevard exit ramp (Exit 3). The segment that had the lowest speed was between the Hillside Avenue exit ramp (Exit 6) and Main Street entrance ramp where the speed was below or at 16 mph from 8:15 a.m. to 9:00 a.m. In the PM peak period, seven segments also experienced slow speeds. The segments experiencing slow speeds were the same as in the morning peak period (i.e., those between the Grand Central Parkway exit ramp and the Linden Boulevard exit ramp [Exit 3]). The segments with the lowest speeds were from the Grand Central Parkway exit ramp to the Atlantic Avenue exit ramp (Exit 5) where speeds ranged from 8 mph to 21 mph from 4:00 p.m. to 6:00 p.m.

In the northbound direction in the AM peak period, nine segments experienced slow speeds. The slow speeds were observed between the eastbound Nassau Expressway entrance ramp and the Main Street exit ramp (Exit 8). The segment with the lowest speeds observed was between the Linden Boulevard exit ramp (Exit 3) and the Linden Boulevard entrance ramp, where the speeds ranged between 5 and 10 mph during the whole AM peak period. The speeds were below 18 mph, with much of the corridor traveling at less than 10 mph, for the segments between the eastbound Nassau Expressway entrance ramp and the Hillside Avenue entrance ramp for the entire AM peak period (7:00 a.m.–9:00 a.m.). In the PM peak period, the same segments as the AM peak period showed slow speeds, but not as low as the speeds in the AM peak period. The PM speeds between the eastbound Nassau Expressway entrance ramp and the Hillside Avenue entrance ramp were between 10 and 20 mph for most of the PM peak period.

Spot speed surveys were also performed for both the mainline VWE and the service roads in both the northbound and southbound directions to determine the free-flow (design) speed of the roadway. A random sample of speeds was collected for each location using a handheld radar device. In each sample, speeds were noted separately for passenger vehicles, trucks, and buses. Speeds for the mainline were taken in three locations during off-peak travel periods having free-flow traffic conditions: Jamaica Avenue, Liberty Avenue, and Foch Boulevard. Table 2-6 shows the findings of the observed 50th and 85th percentile free-flow speeds at all three mainline locations. This resulted in the selection of a 60 mph design speed for the mainline VWE.

Table 2-6. Existing: VWE Mainline Free-Flow Speed

Location Direction 50th Percentile Speed (mph) 85th Percentile Speed (mph) Van Wyck Expressway at Jamaica Avenue

Northbound 46 51 Southbound 52.5 56.5

Van Wyck Expressway at Liberty Avenue

Northbound — — Southbound 51.5 57.5

Van Wyck Expressway at Foch Boulevard

Northbound 51 56.5 Southbound 44.5 50.5

Sample spot speeds were also collected on the southbound direction of the service road using a similar method as the mainline. These samples were taken while standing on the side of the road adjacent to approaching traffic, and were recorded for approximately 25 minutes during free-flow traffic conditions.


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The speed limit on the service roads is 30 mph. Table 2-7 provides a summary of the findings of 50th and 85th percentile speeds for this location measured for the VWE southbound service road.

Table 2-7. Existing: VWE Service Road Free-Flow Speed (Southbound)

Location Direction 50th Percentile Speed 85th Percentile Speed Van Wyck Expressway Service Road1 Southbound 34 40 Van Wyck Expressway Service Road2 Southbound 33 40

1. June 18, 2017, data collected 6:00 a.m. to 9:00 a.m. 2. June 11, 2017, data collected 6:00 a.m. to 9:00 a.m.

2.3.1.6 Traffic Volumes

Existing Traffic Volumes Continuous 24-hour traffic counts were available at five key VWE mainline segments as part of the NYSDOT’s ongoing count program for March of 2017. Figure 2-1 summarizes the average weekday hourly traffic volumes for the VWE mainline between Atlantic Avenue/94th Avenue and Jamaica Avenue for both the northbound and the southbound directions. For most of the day (between 5 a.m. and 11 p.m.), the hourly traffic in both directions was over 4,000 vehicles per hour. The highest hourly volume at this segment was observed in the northbound direction in the AM with just over 5,000 vehicles per hour. This segment showed the highest overall average daily traffic for the corridor.

Figure 2-1. Existing: VWE Mainline Hourly Volumes between Atlantic Avenue/94th Avenue and Jamaica Avenue

There were 108 count locations surveyed by the aerial surveys that included the VWE mainline ramp and service road traffic counts, turning movements, classifications, speeds, and origin-destination information to be collected. To analyze the mainline, volumes were counted for each of the designated ramp and mainline locations in the AM and PM peak periods.


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Vehicles that were counted were also classified as two-unit trucks (tractor-trailers), single-unit trucks, buses, or autos (including vans, small service trucks). Table 2-8 and Table 2-9 summarize the vehicle classification counts for the VWE mainline at Hoover Avenue coming into and leaving the corridor. In the southbound direction, 9 percent and 10 percent were trucks and tractor-trailers during the AM and PM peak periods, respectively. In the northbound direction, 8 percent were trucks and tractor-trailers during the AM and PM peak periods. Only 1 to 2 percent of the traffic in either direction during the peak periods were buses.

Table 2-8. Existing: VWE Mainline Mode Share (AM Peak Hour)

Table 2-9. Existing: VWE Mainline Mode Share (PM Peak Hour)

Aerial survey data were used to determine the actual traffic flows and the traffic demand through the corridor. When traffic demand exceeds the capacity of a roadway segment, traffic bottlenecks occur and queues form, which slows traffic speeds. The aerial survey data show that traffic bottlenecks exist in both directions at the 101st Avenue overpass where there is a short weaving segment in both directions. In addition, a bottleneck exists in the northbound direction at the Hillside Avenue overpass where four lanes merge into three lanes followed closely by a weaving section on the mainline between the Hillside Avenue entrance ramp and the Main Street exit ramp. With the demand exceeding the

7-8 AM 8-9 AM Total (7-9AM) 7-8 AM 8-9 AM Total (7-9AM)

Auto 2016 2395 4411 89% 90% 90%Truck 145 139 284 7% 5% 6%

Tractor-Trailer 79 73 152 3% 3% 3%Bus 21 40 61 1% 2% 1%

Total 2261 2647 4908 100% 100% 100%

Auto 2213 1919 4132 92% 89% 90%Truck 86 132 218 4% 6% 5%


Total 2412 2154 4566 100% 100% 100%

Traffic Volumes Percentage (%)

VWE at GCP on-ramp (SB)

VWE at GCP off-ramp (NB)

Vehicle Type

4-5 PM 5-6 PM Total (4-6PM) 4-5 PM 5-6 PM Total (4-6PM)

Auto 1748 1879 3627 89% 91% 90%Truck 176 163 339 9% 8% 8%


Total 1975 2076 4051 100% 100% 100%

Auto 2250 2491 4741 89% 92% 90%Truck 174 144 318 7% 5% 6%


Total 2525 2707 5232 100% 100% 100%

Traffic Volumes Percentages (%)

VWE at GCP on-ramp (SB)

VWE at GCP off-ramp (NB)

Vehicle Type


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capacity, queues form during the peak periods and continue to grow until they reach Hoover Avenue in the southbound direction and JFK Federal Circle in the northbound direction.

For this project, queues, volumes, travel time, and mainline bottlenecks are used for calibration purposes for the existing analysis. For a full description of the calibration process, see Appendix B.

During the AM peak hour in the southbound direction, the VWE mainline traffic flow varies from 2,100 to 5,700 vehicles between the entrance ramp from Grand Central Parkway in the north and JFK Federal Circle in the south. During the AM peak hour in the northbound direction, the VWE mainline traffic flow varies from 1,350 to 6,250 vehicles between JFK Federal Circle in the south and the exit ramp to Grand Central Parkway (Exit 10) in the north. During this peak hour, several ramps and one section of the VWE mainline experience queuing. The VWE mainline section with queuing during the AM is northbound between 133rd Avenue and Hillside Avenue. Queuing was also identified at the following locations:

• Northbound entrance ramp from Belt Parkway / Nassau Expressway

• Northbound exit ramp to Linden Boulevard (Exit 3)

• Northbound entrance ramp from Liberty Avenue

• Northbound entrance ramp from Atlantic Avenue

• Southbound exit ramp to Liberty Avenue (Exit 4)

• Southbound exit ramp to Linden Boulevard (Exit 3)

• Southbound exit ramp to westbound Belt Parkway (Exit 1W)

During the PM peak hour between JFK Federal Circle and the Grand Central Parkway exit ramp (Exit 10), the VWE mainline traffic flow varies from 2,550 to 5,700 vehicles in the southbound direction and varies from 1,850 to 5,900 vehicles in the northbound direction, following a similar pattern as in the AM peak hour. During this peak hour, several ramps and sections of the VWE mainline experience queuing. The VWE mainline sections with queuing during the PM peak period are northbound between Rockaway Boulevard and Hillside Avenue, and southbound between Queens Boulevard and 101st

Avenue, as well as the northbound exit ramp to Rockaway Boulevard (Exit 2), the northbound exit ramp to Linden Boulevard (Exit 3), and southbound entrance ramp from Main Street.

Refer to Appendix B for existing traffic-flow diagrams.

Intersections The following 20 signalized intersections were considered as a major part of the primary traffic-flow network affecting where vehicles travel and what routes are used on the parallel service roads and local street system:

• Southbound VWE service road and Hillside Avenue

• Northbound VWE service road and Hillside Avenue

• Southbound VWE service road and Jamaica Avenue


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• Northbound VWE service road and Jamaica Avenue

• Southbound VWE service road and Atlantic Avenue

• Northbound VWE service road and Atlantic Avenue/94th Avenue

• Southbound VWE service road and 101st Avenue

• Northbound VWE service road and 101st Avenue

• Southbound VWE service road and Liberty Avenue

• Northbound VWE service road and Liberty Avenue

• Southbound VWE service road and 109th Avenue

• Northbound VWE service road and 109th Avenue

• Southbound VWE service road and Linden Boulevard

• Northbound VWE service road and Linden Boulevard

• Southbound VWE service road and Foch Boulevard

• Northbound VWE service road and Foch Boulevard

• Southbound VWE service road and Rockaway Boulevard

• Northbound VWE service road and Rockaway Boulevard

• Southbound VWE service road and 133rd Avenue

• Northbound VWE service road and 133rd Avenue

Future Traffic Volumes Future No Build Alternative demand traffic forecasts were developed for both the year 2025 Estimated Time of Completion (ETC) and 2045 Design Year (ETC + 20) by utilizing a multi-resolution modeling process (see Figure 2-2). Forecasts were developed for 2025 and 2045 AM and PM peak-hour traffic flow along the VWE using NYMTC’s Best Practice Model (BPM) together with flight schedule information from the PANYNJ. The existing (2017) AM and PM peak-hour balanced traffic flows were used to develop the existing peak-hour demand volumes. The BPM was then employed to forecast local and regional demand volumes that were used for background traffic-flow growth from existing to 2025 and 2045. The 2010 BPM update included a special JFK Airport Air Cargo and Air Passenger trip generator, which was removed and replaced with data provided by the PANYNJ. BPM subarea trip tables within the Study Area were then developed and loaded into the subarea regional model, VISUM, for assignment to generate the forecasted AM and PM peak-hour traffic demand volumes for 2025 and 2045. The volumes developed using BPM and VISUM were fed into VISSIM and Synchro to perform the micro-level analysis. The forecast memo in Appendix B provides more information on how the future demand traffic forecasts were developed.


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Figure 2-2. Multi-resolution Modeling Process Flow Map

When analyzing the forecast traffic demand volumes for 2025 and 2045, it was determined that the traffic growth forecasts for the corridor would begin to overload the approach roadways, causing traffic entering the corridor to be constrained somewhere between 2025 and 2045 due to the available roadway capacity. In 2045, the traffic assignment models showed that there would be a northbound queue on the VWE mainline from JFK Federal Circle to just south of the KGI during most of the day, thereby blocking traffic from entering both the service road and the VWE mainline at the southern end of the corridor.

Based on the VISSIM models, the 2045 VWE mainline volumes would be slightly higher than the existing VWE mainline volumes and the VWE service road volumes would be lower than the existing VWE service road volumes. The northbound service road, which is an alternative route to the mainline between 133rd Avenue and Hillside Avenue, shows lower volumes in 2045 than in the existing condition. This results from the future forecasted VWE mainline queue in the northbound direction extending to JFK Federal Circle and constraining vehicles from entering the VWE corridor northbound.

The VISSIM models show similar conditions in 2045 on the VWE mainline in the southbound direction. Traffic in the No Build Alternative would be blocked from getting through the KGI area by the traffic bottleneck at the weaving section on the VWE mainline between Atlantic Avenue and Liberty Avenue. Therefore, the 2025 ETC demand volumes were used and the 2025 No Build Alternative traffic conditions were analyzed in this section. Appendix B provides existing and future No Build Alternative ETC year (2025) traffic-flow diagrams.

During the AM peak hour, in the southbound direction, the 2025 No Build Alternative traffic flow on the VWE mainline between the Grand Central Parkway entrance ramp and JFK Federal Circle would vary between 2,650 and 5,350 vehicles. The segment with the highest traffic in the southbound direction would be between the Linden Boulevard entrance ramp and the Rockaway Boulevard exit ramp (Exit 2). The northbound traffic flow would vary between 1,600 and 5,900 vehicles. The segment with the highest traffic in the northbound direction would be between the Hillside Avenue entrance ramp and the Main Street exit ramp (Exit 8).


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During the PM peak hour, in the southbound direction, the 2025 No Build Alternative VWE mainline traffic flow would vary between 2,700 and 5,400 vehicles. The segment with the highest traffic in the southbound direction would be between the Atlantic Avenue entrance ramp and the Liberty Avenue exit ramp (Exit 4). The northbound VWE mainline traffic demand would vary between 2,400 and 6,100 vehicles. The segment with the highest traffic would be the same as the AM peak hour (between the Hillside Avenue entrance ramp and the Main Street exit ramp [Exit 8]).

2.3.1.7 Level of Service and Mobility

Existing Level of Service and Capacity Analysis Level of service (LOS) is a measure describing operational conditions on a transportation facility and motorists’ perceptions of those conditions. LOS generally describes these conditions in terms of such factors as speed and travel time, density or freedom to maneuver, traffic interruptions, comfort and convenience, and safety and provides an index to the quality of traffic flow. LOS ratings range from A (no congestion on the road) to F (roadways that are over-capacity). Basic freeway segments were analyzed for the VWE mainline in the Study Area and the criteria used to define LOS for basic freeway segments are described below. Signalized intersections along the northbound and southbound service roads were also analyzed in the Study Area using Synchro, a software application for optimizing traffic signal timing and performing capacity analysis, and the criteria used to define LOS for intersections are described below.

VWE Mainline (Basic Freeway Segment) For freeway segments, LOS is estimated based on the density of the vehicles (a measure that quantifies the proximity of vehicles to each other within the traffic stream) and indicates the degree of maneuverability within the traffic stream. The LOS criteria for freeway segments are provided in Table 2-10 and defined as follows:

• LOS A describes completely free-flow conditions with densities of up to 11 passenger cars per mile per lane.

• LOS B describes reasonably free-flow conditions; maneuverability within the traffic stream is slightly restricted. The lowest average vehicle spacing is about 330 feet or 16 car lengths. Motorists still have a high level of physical and psychological comfort.

• LOS C describes a stable flow condition and is considered desirable for peak- or design-hour traffic flow.

• LOS D describes approaching unstable flow. Speeds slightly decrease as traffic volume slightly increases. Freedom to maneuver within the traffic stream is much more limited and driver comfort levels decrease. Vehicles are spaced approximately 160 feet or eight car lengths.

• LOS E describes a roadway operating at capacity. • LOS F represents forced breakdown flow with densities of more than 45 passenger cars per mile

per lane.


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Table 2-10. Basic Freeway Segment Level of Service Criteria

Level of Service Density Range

(passenger cars per mile per lane) A 0 to 11 B >11 to 18 C >18 to 26 D >26 to 35 E >35 to 45 F >45

Source: Highway Capacity Manual 2010.

For the mainline, existing LOS was calculated using the aerial traffic survey density for each of the segments in both directions. LOS was determined based on the density determined for the AM and PM peak periods. The results of the analysis were from observed data, not from baseline conditions of the traffic analysis model. Table 2-11 through Table 2-14 show these results using the color code shown in Table 2-10.

Table 2-11. Existing: VWE Mainline Level of Service (AM Southbound)

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

Table 2-12. Existing: VWE Mainline Level of Service (PM Southbound)


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



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Table 2-13. Existing: VWE Mainline Level of Service (AM Northbound)


Table 2-14. Existing: VWE Mainline Level of Service (PM Northbound)


For the southbound direction, during the AM peak period, Table 2-11 shows that 10 segments, from the Grand Central Parkway entrance ramp to the North Conduit Avenue entrance ramp, failed (LOS F) for at least one of the 15-minute periods. The poorest LOS were observed on the segments between the entrance ramp from Main Street to the exit ramp to Liberty Avenue (Exit 4) and on the segment between the Linden Boulevard exit ramp (Exit 3) and the Linden Boulevard entrance ramp. These segments of the southbound mainline showed LOS F for the whole peak period.

Similarly, for the southbound direction during the PM peak period, 10 segments, from the Grand Central Parkway entrance ramp to the North Conduit Avenue entrance ramp, failed (LOS F) for at least one of the 15-minute periods, as shown in Table 2-12. The poorest LOS were observed on the segments between the Grand Central Parkway entrance ramp and the Linden Boulevard entrance ramp with LOS F over the whole peak period.

For the northbound direction during the AM peak period, Table 2-13 shows that 10 segments, from the eastbound Nassau Expressway entrance ramp to the Queens Boulevard exit ramp (Exit 9), failed with LOS F for at least one of the 15-minute intervals. Most of the corridor in the northbound direction,




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between the eastbound Belt Parkway entrance ramp and the Hillside Avenue entrance ramp, showed the poorest LOS with LOS F over the whole PM peak period.

Similarly, for the northbound direction during the PM peak period, 10 segments, from the eastbound Nassau Expressway entrance ramp to the Queens Boulevard exit ramp (Exit 9), failed with LOS F for at least one of the 15-minute intervals as presented in Table 2-14. LOS F were observed during the whole PM peak period on eight segments from the eastbound Belt Parkway entrance ramp to the Main Street exit ramp (Exit 8).

Table 2-15 shows the existing average travel times, average speeds and average queues occurring in the northbound morning where average travel times are nearly 20 minutes and can occasionally exceed 30 minutes. The southbound queue was measured from the Liberty Avenue exit ramp (Exit 4) and the northbound queue was calculated from the Hillside Avenue overpass (where four lanes merge into three).

Table 2-15. Existing Average Queue, Average Speed, and Travel Time Along the VWE between the KGI and JFK Federal Circle during the Peak Periods (2017)

Average Queue

(miles) Average Speed

(mph) Average Travel Time

(minutes) Average Delay

(minutes)

AM Northbound 2.5 12.4 19.8 15.2 Southbound 0.0* 28.6 8.6 4.0

PM Northbound 2.2 16.7 14.7 10.1 Southbound 2.3 19.2 12.8 8.2

* Although the highway traffic-flow survey did not identify a southbound queue in the AM peak period, the mainline speeds and levels of service showed that some sporadic queuing can occur between the Grand Central Parkway entrance ramp and the Main Street entrance ramp.

VWE Service Roads (Intersections) Signalized intersections along the northbound and southbound service roads were analyzed using Synchro. Synchro LOS is based on the 2010 Highway Capacity Manual (HCM) methodology. The HCM methodology defines six levels of service, from A to F. LOS A represents optimal traffic conditions and minimal vehicular delay, while LOS F represents very poor traffic conditions and very high vehicular delay. Table 2-16 shows the association of HCM LOS and control delay (seconds per vehicle) for signalized intersections.

Table 2-16. Intersection Level of Service Criteria

Level of Service Control Delay (s/veh)

Signalized Intersection A 0 to10 B >10 to 20 C >20 to 35 D >35 to 55 E >55 to 80 F >80

Source: Highway Capacity Manual 2010.


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In urban areas, LOS D or better is the desired LOS. In the existing peak hours, one southbound intersection failed at LOS F (133rd Avenue), and three northbound intersections fell below LOS D (Rockaway Boulevard AM only, Linden Boulevard and Liberty Avenue). In both peak hours, several movements failed, even if the overall LOS was D or better. Table 2-17 and Table 2-18 show the full LOS and delay results.


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Table 2-17. Existing Service Road Level of Service and Delay (Southbound)

Intersection Name Approach

Lane Group

AM PEAK PERIOD PM PEAK PERIOD Lane Group Approach Intersection Lane Group Approach Intersection

Delay (seconds) LOS

Delay (seconds) LOS

Delay (seconds) LOS

Delay (seconds) LOS

Delay (seconds) LOS

Delay (seconds) LOS

Southbound Van Wyck Expy Service

Rd and Hillside Ave

Southbound L 34 C

32 C

28 C

26 C 29 C

28 C

T 30 C 30 C TR 30 C 30 C

Eastbound T 35 C

35 C 34 C

34 C TR 35 C 34 C

Westbound L 34 C

17 B 36 D

19 B T 9 A 9 A


Rd and Jamaica Ave

Southbound LT 42 D

42 D

38 D

50 D 50 D

36 D

T 42 D 50 D TR 42 D 50 D

Eastbound TR 18 B 18 B 18 B 18 B

Westbound L 86 F

47 D 65 E

34 C T 15 B 15 B


Rd and Atlantic Ave

Southbound LT 74 E

74 E

49 D

79 E 79 E

51 D

T 74 E 79 E TR 74 E 79 E

Eastbound T 25 C

25 C 32 C

32 C TR 25 C 32 C

Westbound L 20 C

11 B 27 C

18 B LT 8 A 15 B

Southbound Van Wyck Expy Service Rd and 101st Ave

Southbound LT 13 B

13 B

25 C

15 B 15 B

16 B

T 13 B 15 B TR 13 B 15 B

Eastbound TR 45 D 45 D 26 C 26 C

Westbound LT 18 B

18 B 13 B

13 B T 18 B 13 B

L = Left; T = Through; LT = Share Left & Through; TR = Share Through & Right * For Service Road intersections, LOS is determined from Synchro which uses HCM methodology


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Table 2-17. Existing Service Road Level of Service and Delay (Southbound) (continued)


Lane Group


Delay (seconds) LOS

Delay (seconds) LOS

Delay (seconds) LOS

Delay (seconds) LOS

Delay (seconds) LOS

Delay (seconds) LOS

Southbound Van Wyck Expy Service Rd and Liberty Ave

Southbound LT 19 B

19 B

32 C

20 C 20 C

29 C

T 19 B 20 C TR 19 B 20 C

Eastbound T 61 E

61 E 42 D

42 D TR 61 E 42 D

Westbound L 28 C

21 C 33 C

31 C LT 18 B 30 C

Southbound Van Wyck Expy Service Rd and 109th Ave

Southbound LT 14 B

14 B

25 C

15 B 15 B

19 B

T 14 B 15 B TR 14 B 15 B

Eastbound TR 27 C 27 C 24 C 24 C

Westbound L 57 E

36 D 37 D

23 C T 28 C 14 B


Rd and Linden Blvd

Southbound LT 21 C

21 C

21 C

22 C 22 C

20 C

T 21 C 22 C TR 21 C 22 C

Eastbound T 29 C

29 C 27 C

27 C TR 29 C 27 C

Westbound L 21 C

14 B 17 B

12 B T 11 B 8 A

Southbound Van Wyck Expy Service Rd and Foch Blvd

Southbound LT 13 B

13 B

28 C

13 B 13 B

18 B

T 13 B 13 B TR 13 B 13 B

Eastbound T 20 B

20 B 19 B

19 B TR 20 B 19 B

Westbound LT 39 D

39 D 23 C

23 C T 39 D 23 C



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Table 2-17. Existing Service Road Level of Service and Delay (Southbound) (continued)


Lane Group


Delay (seconds) LOS

Delay (seconds) LOS

Delay (seconds) LOS

Delay (seconds) LOS

Delay (seconds) LOS

Delay (seconds) LOS

Southbound Van Wyck Expy Service Rd and Rockaway

Blvd

Southbound LT 23 C

23 C

32 C

22 C 22 C

21 C

T 23 C 22 C TR 23 C 22 C

Eastbound T 28 C

28 C 27 C

27 C TR 28 C 27 C

Westbound L 40 D

39 D 20 C

12 B T 39 D 10 B


Rd d and 133rd Ave

Southbound LT 8 A

8 A

82 F

8 A 8 A

73 E

T 8 A 8 A TR 8 A 8 A


Westbound L 116 F

112 F 37 D

101 F T 110 F 114 F

Southbound Van Wyck Expy Exit 1W at N Conduit

Road

Southbound R 32 C 32 C 34 C

53 D 53 D 38 D

Westbound T 35 C 35 C 28 C 28 C



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Table 2-18. Existing Service Road Level of Service and Delay (Northbound)


Lane Group


Delay (seconds) LOS

Delay (seconds) LOS

Delay (seconds) LOS

Delay (seconds) LOS

Delay (seconds) LOS

Delay (seconds) LOS

Northbound Van Wyck Expy Service

Rd and Hillside Ave

Northbound LT 43 D

42 D

28 C

42 D 42 D

25 C

T 43 D 42 D R 40 D 42 D

Eastbound L 56 E

23 C 32 C

13 B T 13 B 4 A

Westbound T 23 C

23 C 20 C

20 C TR 23 C 20 C


Rd and Jamaica Ave

Northbound LT 49 D

49 D

29 C

60 E 60 E

35 D

T 49 D 60 E TR 49 D 60 E

Eastbound L 5 A

5 A 7 A

4 A T 5 A 2 A

Westbound T 18 B

18 B 19 B

19 B TR 18 B 19 B


Rd and Atlantic Ave

Northbound LT 37 D

37 D

41 D

68 E 68 E

58 E

T 37 D 68 E TR 37 D 68 E

Eastbound L 117 F

62 E 88 F

51 D T 7 A 3 A

Westbound T 30 C

30 C 35 C

35 C TR 30 C 35 C

Northbound Van Wyck Expy Service Rd and 101st Ave

Northbound LT 19 B

19 B

23 C

17 B 17 B

20 C

T 19 B 17 B TR 19 B 17 B

Eastbound LT 30 C

30 C 19 B

19 B T 30 C 19 B

Westbound TR 27 C 27 C 29 C 29 C L = Left; T = Through; LT = Share Left & Through; TR = Share Through & Right * For Service Road intersections, LOS is determined from Synchro which uses HCM methodology


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Table 2-18. Existing Service Road Level of Service and Delay (Northbound) (continued)


Lane Group


Delay (seconds) LOS

Delay (seconds) LOS

Delay (seconds) LOS

Delay (seconds) LOS

Delay (seconds) LOS

Delay (seconds) LOS

Northbound Van Wyck Expy Service Rd and Liberty Ave

Northbound LT 27 C

27 C

49 C

41 D 41 D

37 D

T 27 C 41 D TR 27 C 41 D

Eastbound L 86 F

81 F 40 D

21 C LT 79 E 15 B

Westbound T 58 E

58 E 40 D

40 D TR 58 E 40 D

Northbound Van Wyck Expy Service Rd and 109th Ave

Northbound LT 22 C

22 C

23 C

20 C 20 C

21 C

T 22 C 20 C TR 22 C 20 C

Eastbound L 21 C

21 C 22 C

19 B T 22 C 18 B

Westbound TR 29 C 29 C 26 C 26 C


Rd and Linden Blvd

Northbound LT 58 E

58 E

50 D

45 D 45 D

38 D

T 58 E 45 D TR 58 E 45 D

Eastbound L 53 D

43 D 30 C

25 C T 39 D 24 C

Westbound T 33 C

33 C 30 C

30 C TR 33 C 30 C

Northbound Van Wyck Expy Service Rd and Foch Blvd

Northbound LT 20 C

20 C

24 C

17 B 17 B

19 B

T 20 C 17 B TR 20 C 17 B

Eastbound LT 30 C

30 C 23 C

23 C T 30 C 23 C

Westbound T 26 C

26 C 21 C

21 C TR 26 C 21 C



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Table 2-18. Existing Service Road Level of Service and Delay (Northbound) (continued)


Lane Group


Delay (seconds) LOS

Delay (seconds) LOS

Delay (seconds) LOS

Delay (seconds) LOS

Delay (seconds) LOS

Delay (seconds) LOS

Northbound Van Wyck Expy Service Rd and Rockaway

Blvd

Northbound LT 31 C

31 C

34 C

30 C 30 C

25 C

T 31 C 30 C TR 31 C 30 C

Eastbound L 132 F

44 D 25 C

16 B T 13 B 14 B

Westbound T 32 C

33 C 21 C

21 C TR 32 C 21 C

Northbound Van Wyck Expy Service Rd and 133rd Ave

Northbound LT 12 B

12 B

17 B

12 B 12 B

13 B

T 12 B 12 B TR 12 B 12 B

Eastbound LT 19 B 19 B 16 B 16 B Westbound TR 58 E 58 E 25 C 25 C Westbound T 35 C 35 C 28 C 28 C



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Future Level of Service and Capacity Analysis (2025 No Build Alternative) VWE Mainline (Basic Freeway Segment) The VWE mainline 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. Table 2-19 through Table 2-22 show the results for the mainline during the AM and PM peak periods in the southbound and northbound directions for the 2025 No Build Alternative.

Table 2-19. 2025 No Build Alternative: VWE Mainline Level of Service (AM Southbound)


Table 2-20. 2025 No Build Alternative: VWE Mainline Level of Service (PM Southbound)


Table 2-21. 2025 No Build Alternative: VWE Mainline Level of Service (AM Northbound)






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Table 2-22. 2025 No Build Alternative: VWE Mainline Level of Service (PM Northbound)


For the southbound direction during the AM peak period, Table 2-19 shows that eight segments, from the Grand Central Parkway entrance ramp to the Rockaway Boulevard exit ramp (Exit 2) failed with LOS F for at least one of the 15-minute periods. The poorest LOS on the VWE mainline were observed on the segments between the Hillside Avenue exit ramp (Exit 6) and the Liberty Avenue exit ramp (Exit 4) with LOS F for the whole AM peak period. Furthermore, the 2025 No Build Alternative LOS on the segments upstream from the Liberty Avenue exit ramp (Exit 4) were worse than the existing LOS, while the 2025 No Build Alternative LOS on the segments downstream of that exit ramp were slightly better than the existing LOS. This shows that the heavy congestion on the short weaving segment between the Atlantic Avenue entrance ramp and the Liberty Avenue exit ramp (Exit 4) would reduce the downstream traffic flow resulting in fewer vehicles that could get through the oversaturated weaving segment and continue on the VWE mainline in the southbound direction.

For the southbound direction during the PM peak period, Table 2-20 shows that five segments, from the Grand Central Parkway entrance ramp to the Liberty Avenue entrance ramp, failed with LOS F for at least one of the 15-minute intervals. Similar during the AM peak period, the density results in the 2025 No Build Alternative show that the short weaving segment between the Atlantic Avenue entrance ramp and the Exit 4 to Liberty Avenue reduces traffic flow on the VWE mainline downstream of Exit 4 since fewer vehicles could get through the weaving segment as a result of the congestion at that location.

In the northbound direction during the AM peak period (Table 2-21), 11 segments, from the eastbound Nassau Expressway entrance ramp to the Grand Central Parkway exit ramp (Exit 10), failed with a LOS F for at least one of the 15-minute periods. Compared to the existing LOS, the 2025 No Build Alternative LOS F extends farther north, encompassing the VWE mainline from Rockaway Boulevard through the Grand Central Parkway exit ramp (Exit 10) during most of the peak period.

In the northbound direction in the PM peak period, all the 12 segments, from JFK Federal Circle to the Grand Central Parkway exit ramp (Exit 10), failed with a LOS F at some point during the peak period (Table 2-22). The segments between the eastbound Belt Parkway entrance ramp and the Queens Boulevard exit ramp (Exit 9) showed LOS F for the whole PM peak hour. The poor LOS northbound on the VWE mainline in the 2025 No Build Alternative extends farther north and farther south compared with the existing traffic conditions.



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Table 2-23 shows the 2025 No Build Alternative average queues, average speeds, average travel times, and average delays measured from the VISSIM model for both directions and both peak periods.

Table 2-23. Average Queue, Average Speed, and Travel Time Along VWE between the KGI and JFK Federal Circle during the Peak Periods in 2025

Average Queue




(minutes)

AM Northbound 3.6 11.4 22.4 17.8 Southbound 1.9 13.3 19.2 14.6

PM Northbound 4.0* 8.7 29.4 24.8 Southbound 2.5* 11.0 23.4 18.8

*Queue extended outside of the VISSIM model.

The 2025 No Build Alternative model considered the KGI roadway improvements, which adds a third through lane on the VWE in the southbound direction. As a result, the southbound queue shifted from the VWE to Grand Central Parkway in the 2025 No Build Alternative. The southbound average queue was measured from the Liberty Avenue exit ramp. The northbound average queue was measured from the Hillside Avenue overpass (where four lanes merge in three). The longest average queues were observed in the PM peak period, where both average queues extended outside of the VISSIM network (up to 72nd Avenue in the southbound direction and up to JFK Federal Circle in the northbound direction). The greatest average queue increase was in the southbound AM queue with a 1.9-mile queue increase. In terms of average travel times and delays, the northbound direction in the PM peak period showed the greatest increase compared with the existing travel time and delay, with an increase of 14.7 minutes in average travel time and delay. The southbound direction during the AM and PM peak period showed a 10.6-minute increase compared with the existing travel time and delay. The 2025 No Build Alternative average travel times and delays included the latent delay along the Van Wyck corridor when the queue extended outside of the VISSIM model.

Table 2-24 shows the 2045 No Build Alternative average queues, average speeds, average travel times, and average delays measured from the VISSIM model for both directions and both peak periods.

Table 2-24. Average Queue, Average Speed, and Travel Time Along VWE between the KGI and JFK Federal Circle during the Peak Periods in 2045

Average Queue




(minutes)

AM Northbound 4.0* 5.5 46.7 42.1 Southbound 2.5* 5.3 48.6 44.0

PM Northbound 4.0* 4.6 56.3 51.7 Southbound 2.5* 5.1 50.0 45.4

*Queue extended outside of the VISSIM model.

In 2045, the average queue would extend outside of the VISSIM network (up to 72nd Avenue in the southbound direction and up to JFK Federal Circle in the northbound direction) during both peak periods. The average travel time would exceed 46 minutes during both peak periods, resulting in a delay higher than 42 minutes in both peak periods. The 2045 No Build Alternative average travel times


2-27

and delays included the latent delay along the Van Wyck corridor when the queue extended outside of the VISSIM model. As mentioned in Section 2.3.1.6, in 2045, the queues would constrain vehicles from entering the Van Wyck corridor in both directions and would yield high latent delay.

VWE Service Roads (Intersections) Synchro models were also developed for the 2025 No Build Alternative and the LOS are computed directly from Synchro. These models include the same network as the existing intersections, but with updated traffic volumes to reflect the future year 2025. Table 2-25, Table 2-26, and Table 2-27 provide the full LOS and delay results. During the AM peak period, one southbound intersection (133rd Avenue) operated at LOS F, and five northbound intersections (Hillside Avenue, Jamaica Avenue, Atlantic Avenue, Liberty Avenue and Rockaway Boulevard) operated at LOS E or F. In the PM peak period, two southbound intersections (Atlantic Avenue and 133rd Avenue) operated at LOS E or F, and five northbound intersections (Atlantic Avenue, Liberty Avenue, Linden Boulevard, Rockaway Boulevard and 133rd Avenue) operated at LOS E or F.


2-28

Table 2-25. 2025 No Build Alternative: Service Road Level of Service and Delay (Southbound)

Intersection Name Approach Lane

Group


Delay (seconds) LOS

Delay (seconds) LOS

Delay (seconds) LOS

Delay (seconds) LOS

Delay (seconds) LOS

Delay (seconds) LOS

Southbound Van Wyck Expy Service Rd and Hillside Ave

Southbound L 36 D

33 C

28 C

26 C 30 C

33 C

T 32 C 31 C TR 32 C 31 C

Eastbound T 35 C

35 C 34 C

34 C TR 35 C 34 C

Westbound L 32 C

15 B 80 E

34 C T 9 A 9 A

Southbound Van Wyck Expy Service Rd and Jamaica Ave

Southbound LT 43 D

43 D

41 D

59 E 59 E

43 D

T 43 D 59 E TR 43 D 59 E

Eastbound TR 20 B 20 B 20 C 20 C

Westbound L 111 F

58 E 100 F

43 D T 17 B 18 B

Southbound Van Wyck Expy Service Rd and Atlantic Ave

Southbound LT 75 E

75 E

50 D

87 F 87 F

56 E

T 75 E 87 F TR 75 E 87 F

Eastbound T 25 C

25 C 32 C

32 C TR 25 C 32 C

Westbound L 26 C

13 B 29 C

19 B LT 9 A 16 B

Southbound Van Wyck Expy Service Rd and 101st Ave

Southbound LT 14 B

14 B

41 D

15 B 15 B

18 B

T 14 B 15 B TR 14 B 15 B

Eastbound TR 88 F 88 F 27 C 27 C

Westbound LT 20 C

20 C 15 B

15 B T 20 C 15 B



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Table 2-26. 2025 No Build Alternative: Service Road Level of Service and Delay (Southbound)


Group


Delay (seconds) LOS

Delay (seconds) LOS

Delay (seconds) LOS

Delay (seconds) LOS

Delay (seconds) LOS

Delay (seconds) LOS

Southbound Van Wyck Expy Service Rd and Liberty Ave

Southbound LT 19 B

19 B

37 D

22 C 22 C

33 C

T 19 B 22 C TR 19 B 22 C

Eastbound T 72 E

72 E 49 D

49 D TR 72 E 49 D

Westbound L 32 C

24 C 34 C

38 D LT 21 C 40 D

Southbound Van Wyck Expy Service Rd and 109th Ave

Southbound LT 14 B

14 B

26 C

16 B 16 B

20 B

T 14 B 16 B TR 14 B 16 B


Westbound L 56 E

38 D 39 D

24 C T 31 C 14 B

Southbound Van Wyck Expy Service Rd and Linden Blvd

Southbound LT 21 C

21 C

21 C

23 C 23 C

21 C

T 21 C 23 C TR 21 C 23 C

Eastbound T 30 C

30 C 27 C

27 C TR 30 C 27 C

Westbound L 34 C

15 B 18 C

12 B T 11 B 9 B

Southbound Van Wyck Expy Service Rd and Foch Blvd

Southbound LT 13 B

13 B

30 C

14 B 14 B

18 B

T 13 B 14 B TR 13 B 14 B

Eastbound T 20 B

20 B 19 B

19 B TR 20 B 19 B

Westbound LT 43 D

43 D 24 C

24 C T 43 D 24 C



2-30

Table 2-26. 2025 No Build Alternative: Service Road Level of Service and Delay (Southbound) (continued)


Group


Delay (seconds) LOS

Delay (seconds) LOS

Delay (seconds) LOS

Delay (seconds) LOS

Delay (seconds) LOS

Delay (seconds) LOS

Southbound Van Wyck Expy Service Rd and Rockaway Blvd

Southbound LT 23 C

23 C

44 D

23 C 23 C

21 C

T 23 C 23 C TR 23 C 23 C

Eastbound T 28 C

28 C 27 C

27 C TR 28 C 27 C

Westbound L 48 D

63 E 21 C

13 B T 66 E 11 B

Southbound Van Wyck Expy Service Rd and 133rd Ave

Southbound LT 8 A

8 A

81 F

8 A 8 A

69 E

T 8 A 8 A TR 8 A 8 A


Westbound L 117 F

111 F 38 D

97 F T 108 F 110 F

Southbound Van Wyck Expy Exit 1W at N Conduit Road

Southbound R 72 E 72 E 56 E

42 D 42 D 36 D

Westbound T 28 C 28 C 33 C 33 C L = Left; T = Through; LT = Share Left & Through; TR = Share Through & Right * For Service Road intersections, LOS is determined from Synchro which uses HCM methodology


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Table 2-27. 2025 No Build Alternative: Service Road Level of Service and Delay (Northbound)


Lane Group


Delay (seconds) LOS

Delay (seconds) LOS

Delay (seconds) LOS

Delay (seconds) LOS

Delay (seconds) LOS

Delay (seconds) LOS


Rd and Hillside Ave

Northbound LT 51 D

49 D

38 D

48 D 48 D

30 C

T 51 D 48 D R 42 D 45 D

Eastbound L 132 F

43 D 48 D

18 B T 14 B 5 A

Westbound T 24 C

24 C 22 C

22 C TR 24 C 22 C


Rd and Jamaica Ave

Northbound LT 69 E

69 E

38 D

106 F 106 F

56 E

T 69 E 106 F TR 69 E 106 F

Eastbound L 8 A

5 A 13 B

6 A T 4 A 2 A

Westbound TR 18 B

18 B 20 B

20 B 18 B 20 B


Rd and Atlantic Ave

Northbound LT 58 E

58 E

59 E

110 F 110 F

82 E

T 58 E 110 F TR 58 E 110 F

Eastbound L 157 F

86 F 89 F

46 D T 7 A 4 A

Westbound T 31 C

31 C 35 C

35 C TR 31 C 35 C

Northbound Van Wyck Expy Service Rd and 101st Ave

Northbound LT 20 B

20 C

29 C

19 B 19 B

22 C

T 20 B 19 B TR 20 B 19 B

Eastbound LT 51 B

51 D 21 B

21 B T 51 B 21 B

Westbound TR 27 C

27 C 30 C

30 C 27 C 30 C



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Table 2-27. 2025 No Build Alternative: Service Road Level of Service and Delay (Northbound) (continued)


Lane Group


Delay (seconds) LOS

Delay (seconds) LOS

Delay (seconds) LOS

Delay (seconds) LOS

Delay (seconds) LOS

Delay (seconds) LOS

Northbound Van Wyck Expy Service Rd and Liberty Ave

Northbound LT 34 C

34 C

52 D

52 D 52 D

54 D

T 34 C 52 D TR 34 C 52 D

Eastbound L 89 F

82 F 67 E

65 E LT 79 E 64 E

Westbound T 56 E

56 E 50 D

50 D TR 56 E 50 D

Northbound Van Wyck Expy Service Rd and 109th Ave

Northbound LT 23 C

23 C

24 C

22 C 22 C

22 C

T 23 C 22 C TR 23 C 22 C

Eastbound L 21 C

22 C 23 C

20 B T 22 C 19 B

Westbound TR 29 C

29 C 26 C

26 C 29 C 26 C


Rd and Linden Blvd

Northbound LT 78 E

78 E

62 E

78 E 78 E

59 E

T 78 E 78 E TR 78 E 78 E

Eastbound L 54 D

46 D 30 C

26 C T 43 D 25 C

Westbound T 33 C

33 C 30 C

30 C TR 33 C 30 C

Northbound Van Wyck Expy Service Rd and Foch Blvd

Northbound LT 22 C

22 C

24 C

18 B 18 B

20 B

T 22 C 18 B TR 22 C 18 B

Eastbound LT 30 C

30 C 24 C

24 C T 30 C 24 C

Westbound T 26 C

26 C 21 C

21 C TR 26 C 21 C



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Table 2-27. 2025 No Build Alternative: Service Road Level of Service and Delay (Northbound) (continued)


Lane Group


Delay (seconds) LOS

Delay (seconds) LOS

Delay (seconds) LOS

Delay (seconds) LOS

Delay (seconds) LOS

Delay (seconds) LOS

Northbound Van Wyck Expy Service Rd and Rockaway

Blvd

Northbound LT 40 D

40 D

45 D

36 D 36 D

29 C

T 40 D 36 D TR 40 D 36 D

Eastbound L 139 F

46 D 21 C

17 B T 13 B 13 B

Westbound T 52 D

52 D 21 C

21 C TR 52 D 21 C

Northbound Van Wyck Expy Service Rd and 133rd Ave

Northbound LT 12 B

12 B

22 C

13 B 13 B

14 B

12 B 13 B TR 12 B 13 B

Eastbound 23 C

23 C 16 B

16 B LT 23 C 16 B

Westbound TR 95 F

95 F 25 C

25 C 95 F 25 C



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2.3.1.8 Safety Considerations, Crash History and Analysis Crash history was collected over a three-year period from January 1, 2014, to December 31, 2016. All the crashes were reviewed and assigned to the nearest milepost markers. Four categories were used to evaluate the type of crash: overtaking, rear-end, other, and unknown. Four categories were also used to break down the data into time periods: 7 p.m. – 6 a.m. (overnight), 6 a.m. – 10 a.m. (AM peak period), 10 a.m. – 3 p.m. (midday), and 3 p.m. – 7 p.m. (PM peak period). Crashes were analyzed for the VWE mainline and both service roads. All crash rates were compared with the statewide average rate, which is 1.1 per million vehicle miles (MVM) travelled.

VWE Mainline Crash Analysis There were 135 total crashes in the southbound direction during the study period (January 1, 2014, through December 31, 2016). Of the southbound crashes, one crash involved a fatality, 80 involved injuries, 51 involved property damage only, and three were non-reportable. The type with the highest percentage of crashes in the southbound direction was “rear-end” with 45 crashes (33 percent). “Other” type crashes accounted for 33 percent of the crashes, or 43 total crashes (Table 2-28). Rear-end crashes are generally attributable to congestion-related stop-and-go traffic.

Table 2-28. VWE Mainline: Crash Data Summary (2014–2016)

Crash Type Overtaking Rear-End Other Unknown Total Direction No. % No. % No. % No. %

Southbound 32 24% 45 33% 43 33% 14 10% 135 Northbound 43 18% 88 36% 65 27% 48 19% 244

Timeframe = January 1, 2014, through December 31, 2016

There were 244 total crashes in the northbound direction during the study period (January 1, 2014 through December 31, 2016). Of the northbound crashes, 150 involved an injury, 89 involved property damage only, and five were non-reportable. Of the northbound crashes, the predominant type was rear-end crashes, with 88 (36 percent) crashes (Table 2-28). These crashes are generally also attributable to congestion-related stop-and-go traffic. Table 2-29 and Table 2-30 provide a summary of the crashes by type in each direction.

When looking at the time of day, a larger percentage of crashes occurred during the day in both the southbound and northbound directions, and a large percentage of these crashes were rear-end crashes. The total number of daytime crashes equates to 74.2 percent of the southbound crashes and 59.3 percent of the northbound crashes. Table 2-29 and Table 2-30 provide a summary of the crashes by type and are separated by daytime and nighttime crashes.

Table 2-31 provides a summary of total crashes for the VWE mainline in both the northbound and southbound directions.

The crash analysis determined that the most prevalent type of crash is rear-end crashes, and that the crash rates are highest during congested periods. Many locations are noted as having an adverse crash history. Areas with adverse crash history are defined as those areas having crash rates higher than the statewide average, and/or are included in the NYSDOT Safety Priortiy Investigation List (PIL) and Safety Deficient Location List (SDL). Crashes are safety concerns, contribute to congestion, and can cause secondary incidents. These factors reveal that there is a need to improve safety by reducing congestion and alerting drivers to stopped vehicles ahead. More northbound segments than southbound segments are higher than the statewide average.


2-35

Table 2-29. VWE Mainline Southbound: Crash Summary by Crash Type and Time of Day (2014–2016)

Crash Type Total Crashes

Reported 6 AM–10 PM

(Day) % of Total 10 PM–6 AM

(Night) % of Total Rear-End 91 76 83.5% 15 16.5% Overtaking 44 38 86.4% 6 13.6% Left Turn (with other car) 1 0 0.0% 1 100.0% Right Turn (with other car) 1 1 100.0% 0 0.0% Right Angle 2 1 50.0% 1 50.0% Unknown 42 31 73.8% 11 26.2% Other 63 34 54.0% 29 46.0%

TOTAL 244 181 74.2% 63 25.8% Timeframe = January 1, 2014, through December 31, 2016

Table 2-30. VWE Mainline Northbound: Crash Summary by Crash Type and Time of Day (2014–2016)

Crash Type Total Crashes

Reported 6 AM–10 PM

(Day) % of Total 10 PM–6 AM

(Night) % of Total Rear-End 46 32 69.6% 14 30.4% Overtaking 32 16 50.0% 16 50.0% Right Turn (against other car) 1 0 0.0% 1 100.0% Right Turn (with other car) 1 0 0.0% 1 100.0% Right Angle 3 2 66.7% 1 33.3% Unknown 13 9 69.2% 4 30.8% Other 37 21 56.8% 16 43.2% Head-on 1 0 0.0% 1 100.0% Sideswipe 1 0 0.0% 1 100.0%

TOTAL 135 80 59.3% 55 40.7% Timeframe = January 1, 2014, through December 31, 2016

Table 2-31. VWE Mainline: Million Vehicle Miles Comparison (2014–2016)

Direction

Segment Length (miles)

Total No. of Crashes

Crashes (per million vehicle miles)

NY State Average Crashes (per million vehicle miles)

Southbound 4.3 135 0.4 1.1 Northbound 4.3 244 0.8 1.1

Timeframe = January 1, 2014, through December 31, 2016


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Figure 2-3 and Figure 2-4 show the total crashes by type along the VWE mainline for both the northbound and southbound directions. The crashes are plotted by mile marker, and location descriptors are shown on the graphs for reference. Both directions are split into two graphs: from JFK Airport to Liberty Avenue and from Liberty Avenue to Grand Central Parkway. Most of the crashes were clustered in three locations in each direction.

The following three highest crash locations are within the project limits in the southbound direction:

• From the entrance ramp to Main Street to the ramp from Atlantic Avenue (RM 6781-X5M1-2031 through RM 6781-X5M1-2029) (several high-traffic on-ramps merge with the mainline in this area)

• Prior to the ramp from Linden Boulevard through the exit to Rockaway Boulevard (RM 6781-X5M1-2015 through RM 6781-X5M1-2014) (this area is where southbound speeds begin to increase after the bottleneck is passed by traffic)

• Near the ramps from and to North Conduit Avenue and Belt Parkway (RM 6781-X5M1-2004 through RM 6781-X5M1-2002) (several high-traffic on-ramps merge with the mainline in this area)

Table 2-32 shows the crash data for these locations. Of the three highest crash locations southbound, only one has a crash rate that is greater or equal to the statewide average: between the entrance ramp from Main Street to the entrance ramp from Atlantic Avenue. All other locations in the southbound direction do not show crash rates higher than the statewide average.

Table 2-32. VWE Mainline Southbound: High Crash Locations (2014–2016)

Location

Segment Length (mile)

Total No. of

Crashes

Crashes (per million vehicle

miles)

NY State Average Crashes

(per million vehicle miles)

1 – Main Street/Atlantic Avenue 0.3 13 0.6 1.1 2 – Linden / Rockaway Boulevards 0.2 17 1.1 1.1 3 – North Conduit Avenue/Belt Parkway 0.3 31 1.8 1.1

Source: New York City Department of Transportation

The following three highest crash locations are within the project limits in the northbound direction:

• From JFK Airport to North Conduit Boulevard (RM 6781-X5M1-1001 through RM 6781-X5M1-1004) (generally in the interchange area with the Belt Parkway, Nassau Expressway, and both North and South Conduit Avenues)

• From the on-ramp from Atlantic Avenue through the exit ramp to Main Street (RM 6781-X5M1-1028 through RM 6781-X5M1-1031) (the other northbound bottleneck location)

• Near the exit ramp to the Grand Central Parkway and Jackie Robinson Parkway (RM 6781-X5M1-1038 through RM 6781-X5M1-1041) (the northern limits of the Study Area)


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Figure 2-3. VWE Mainline Crashes Southbound

Note: The crashes are plotted by mile marker, and location descriptors are shown on the graphs for reference.


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Figure 2-3. VWE Mainline Crashes Southbound (continued)



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Figure 2-4. VWE Mainline Crashes Northbound



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Figure 2-4. VWE Mainline Crashes Northbound (continued)



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Table 2-33 shows the crash data for these locations. All three of these northbound segments show a crash rate higher than the statewide average.

Table 2-33. Northbound VWE High Crash Locations, 2014–2016

Location

Segment Length (miles)

Total No. of Crashes

Crashes (per million

vehicle miles)

NY State Average Crashes|

(per million vehicle miles)

1 – JFK Airport to North Conduit Avenue 0.4 39 2.1 1.1 2 – Atlantic / Hillside Avenue 0.4 32 1.1 1.1 3 – Grand Central Parkway Exit 0.4 104 3.3 1.1

Source: New York City Department of Transportation

The northbound segment between JFK Airport and North Conduit Avenue contains many exit and entrance ramps and weaving sections. The segment between Atlantic Avenue and Hillside Avenue contains a short weaving section around 90th Avenue, as well as many exits and entrances for Queens Boulevard and the KGI, which has a high-traffic volume.

VWE Service Road Crash Analysis A crash analysis was also performed for both the northbound and the southbound service roads. Crashes for these roadways were collected for the same three-year period as the VWE mainline, from January 1, 2014, to December 31, 2016. A total of 839 crashes were reported along side streets in the Study Area during the study period. Of these crashes, 118 were at intersections along the southbound service road, and 127 were at intersections along the northbound service road. The most prominent type of crash were collisions with other motor vehicle along both roadways. Figure 2-5 shows crash types on the service roads. Of the 551 crashes on the northbound service road intersections, 1 crash involved a fatality, 394 involved injuries, 142 reported property damage only and 14 were non-reportable. Of the 170 crashes on the southbound corridor intersections, none involved fatalities, while 121 involved injuries, 44 reported property damage only, and 5 were non-reportable collisions. The following 10 intersections (eight along the northbound service road and two along the southbound service road) were found to have crash rates higher than the statewide average of 0.5 crashes per million entering vehicles (MEV) for a three-legged intersection:

• Northbound service road at 133rd Avenue ......................................................................... 1.30 MEV

• Northbound service road at Foch Boulevard ..................................................................... 0.84 MEV

• Northbound service road at Linden Boulevard .................................................................. 2.85 MEV

• Northbound service road at 109th Avenue ......................................................................... 1.17 MEV

• Northbound service road at Liberty Avenue ...................................................................... 4.06 MEV

• Northbound service road at 101st Avenue ......................................................................... 1.15 MEV

• Northbound service road at Jamaica Avenue ................................................................... 2.98 MEV

• Northbound service road at Hillside Avenue ..................................................................... 2.05 MEV

• Southbound service road at Rockaway Boulevard ........................................................... 2.56 MEV


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• Southbound service road at Atlantic Avenue .................................................................... 0.82 MEV

There were 37 pedestrian- or bicycle-related crashes reported along the service roads during the study period (January 1, 2014 through December 31, 2016). Of these crashes, 31 (25 with pedestrians and 6 with bicycles) occurred along the northbound service road, and 6 pedestrian and no bicycle crashes occurred along the southbound service road. Two of the pedestrian crashes on the northbound service road and none on the southbound service road were fatal crashes. The intersection at Jamaica Avenue and the northbound service road had the most number of pedestrian crashes with 11. No other location had more than two recorded pedestrian and bicycle crashes.

Figure 2-5. Service Road Crash Types

Pedestrian Fatalities Along Van Wyck Expressway

Additional police reports were obtained from New York City documenting a pattern of pedestrian fatalities along the mainline of the VWE, between Jamaica Avenue and 101st Avenue. Overall, four additional pedestrian fatalities were recorded in this area during the study period in addition to one included in the mainline analysis. The four additional crashes were outside the original data set of this crash analysis and are not included in the calculations outside of this section.

Of the five crashes, all pedestrians entered the expressway at unauthorized locations between the hours of 10:00 PM and 3:00 AM. Pedestrian’s error or confusion was noted as an apparent contributing factor for four of the five crashes.

Two crashes occurred near Atlantic Avenue, and one crash occurred near 101st Avenue, where pedestrians may safely cross on the overpasses. The expressway is lower than the adjacent service roads at these locations, with retaining walls and narrow shoulders on either side. It is unclear how or


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why the pedestrians entered the expressway. Another crash was caused when a pedestrian climbed a fence and jumped from the Jamaica Avenue overpass.

The final crash occurred just north of the Atlantic Avenue overpass, in the southbound direction. The pedestrian was crossing the expressway when a vehicle in the middle lane collided with the pedestrian. At this location, the service roads and expressway are similar elevations. The entrance and exit ramps for Atlantic Avenue have little separation from the service road and mainline. A median barrier separates northbound and southbound traffic, and a fence separates the southbound service road and southbound expressway. Shoulders are narrow on the service roads and mainline. The nearest crossings are Atlantic Avenue or Jamaica Avenue, both of which are less than a quarter mile away from the crash location.

2.3.1.9 Existing Police, Fire Protection and Ambulance Access The VWE is served by the New York Police Department and the New York City Fire Department. The closest police and firehouse facilities are at 12501 Queens Blvd, Kew Gardens, NY, and 14406 94th Avenue, Jamaica, NY.

2.3.1.10 Parking Regulations and Parking Related Conditions

VWE Mainline Parking on interstate highways is restricted by law within the project limits.

VWE Service Roads Both the northbound and southbound service roads, as well as other cross streets in the area, allow parking, with some restrictions. Restrictions vary by day and time, but are mainly restricted along the service roads during peak periods and are due to street cleaning on the cross streets.

2.3.1.11 Lighting There is street lighting within the highway limits. Light poles are along the center median of the VWE and along the service roads and ramps. The VWE and service road lighting systems are maintained by NYCDOT, Division of Traffic, Bureau of Street Lighting.

2.3.1.12 Ownership and Maintenance Jurisdiction The NYSDOT owns the VWE mainline and the northbound service road. The NYCDOT owns the southbound service road. From approximately the point at the ramp from southbound I-678 to eastbound Nassau Expressway, the VWE mainline is on PANYNJ right-of-way. Under current maintenance jurisdiction agreements, the NYCDOT maintains the VWE mainline, access ramps, and the service roads.

2.3.2 Multimodal

2.3.2.1 Pedestrians Pedestrians are prohibited on interstate highways by state law, which applies to the mainline of the VWE. Pedestrians are allowed on the service roads and local streets within the Study Area. All signalized intersections along the service roads include crosswalks and pedestrian signal heads.


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Sidewalks are located on the east side of the northbound service road and along the west side of the southbound service road for the entirety of the Study Area, as well as along most cross streets.

There are numerous pedestrian generators in the Study Area, including schools, places of worship, community facilities, parks, several subway stations, bus stops, and commercial establishments. More information on the specific types of generators is provided in Sections 4.2.5 (Schools and Places of Worship) and 4.4.13 (Parks and Recreational Resources). These generators are distributed throughout the Study Area with concentrations along Hillside Avenue, Jamaica Avenue, Queens Boulevard, and Rockaway Boulevard. The most concentrated area of pedestrian activity is surrounding the Jamaica Station.

One pedestrian bridge crosses the VWE within the northern end of the Project. The 86th Avenue pedestrian bridge has an 8-foot-wide pedestrian path to cross the VWE. Following a review of the as-built drawings and a field verification for the access ramps to the 86th Avenue pedestrian bridge, it has been determined that the ramps remain in compliance with the Highway Design Manual, Chapter 18, for Pedestrian Facility Design (Table 2-34). The ramps were built with a width of 8 feet, which well exceeds the minimum width for ADA passing zones, and a slope of 1:12 at the maximum allowable slope. The ramps are stepped with multiple intermediate ramp landings of 5-foot lengths, which match the ADA standard, and the horizontal projections between these landings are 29.5 feet, which is below the maximum projection of 30 feet.

Table 2-34. 86th Avenue Pedestrian Bridge – Americans with Disabilities Act Compliance

Feature Limits for Work Acceptance Field Verification Measurement Compliance Clear Width 36-inch 96-inch Yes Cross Slope 2% maximum Approx. 0 Yes Grade (Running Slope) 5% minimum

8.3% maximum 8.3% Yes

Vertical Rise (btw. Landings) 30-inch maximum 30-inch Yes Landing Width (Passing) 60-inch minimum 96-inch Yes Landing Length 60-inch minimum 60-inch Yes Landing Slope 2% max. Approx. 0% Yes Handrail Height Minimum = 34 inches

Maximum = 38 inches 34-3/8 to 36-1/4 inches Yes

All the bridges between Hillside Avenue and 133rd Avenue have sidewalks with crosswalks to allow for pedestrian access.

See Section 2.3.3.2 (Geometric Design Elements Not Meeting Minimum Standards) for a list of nonstandard features, including curb ramps that are non-ADA compliant. At all the roadways intersecting the north and south service roads, ADA-compliant curb ramps are missing.

A Complete Streets Checklist is discussed in Section 3.4.5.2 (Complete Streets Policies).


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2.3.2.2 Bicycles As with pedestrians, bicycles are prohibited on the VWE mainline, but allowed along the service roads and local streets. Several areas of the service roads include markings and signing for shared roadways with bicycles, but there are no separate bicycle lanes along the service roads.

There are numerous bicycle traffic generators in the Study Area, including those mentioned in Section 2.3.2.1 (Pedestrians). New York City published a Sustainable Streets Strategic Plan in 2008, which is updated annually. The plan includes information on safety, bus service, public spaces, and bicycle facilities. There are several bicycle facilities in the Study Area, including a shared bicycle route that crosses the northern portion of the Study Area at 83rd Avenue, north of Maple Grove Cemetery. There are also bicycle racks and paths along 88th and 89th Avenues. These paths extend from Forest Park through the Study Area toward Flushing Meadows-Corona Park. Near JFK Airport, a bicycle lane runs along 130th Place and Bergen Road.

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.

2.3.2.3 Transit Four subway lines run through the Study Area in the north: the E, F, J, and Z trains. Several stations are within a half-mile from the project corridor: Jamaica-Van Wyck (E train), Sutphin Boulevard (F train), and Sutphin Boulevard–Archer Ave – JFK Jamaica (E, J, and Z trains).

AirTrain JFK from Jamaica Station to JFK Airport runs through the Study Area along the median of the VWE mainline between 94th Avenue/Atlantic Avenue and 133rd Avenue, where it continues south to the airport. The JFK Vision Plan (see Section 2.1 [Project History]) identifies the expansion of rail mass transit as a priority and includes two options for consideration. One option would expand AirTrain JFK service by increasing its capacity (from two to four cars per train) and frequency, allowing AirTrain JFK to roughly double its capacity and handle more than 40 million passengers annually. This option would improve the ease of connection from the subway and LIRR at Jamaica and Sutphin Boulevard Stations with a complete overhaul of the connections to AirTrain JFK. The second option would provide a one-seat ride between Manhattan and JFK Airport.

Bus routes also run through the Study Area as follows:

• Q7 (local bus) – route crosses Rockaway Boulevard over the VWE in both directions.

• Q8 (local bus) – route crosses 101st Avenue over the VWE in both directions.

• Q9 (local bus) – route crosses Liberty Avenue over the VWE in both directions and runs along the southbound service road between Liberty Avenue and 111th Avenue towards South Ozone Park.

• Q24 (local bus) – route crosses Atlantic Avenue over the VWE in the eastbound direction, then turns north onto the northbound service road to Archer Avenue, and crosses Jamaica Avenue over the VWE in the westbound direction, then turns south onto the southbound service road to Atlantic Avenue.

• Q41 (local bus) – route crosses Atlantic Avenue/94th Avenue over the VWE in both directions.


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• Q54 / Q56 (local buses) – routes cross Jamaica Avenue over the VWE in both directions.

• Q112 (local bus) – route crosses Liberty Avenue over the VWE in both directions.

• QM21 (express bus) – route runs along the southbound VWE mainline between Queens Boulevard and Linden Boulevard, then crosses Linden Boulevard over the VWE in the eastbound direction towards Rochdale Village, and runs along the northbound VWE mainline between Linden Boulevard and Jamaica Avenue, then runs along the northbound service road and 138th Street to Queens Boulevard.

• X63 (express bus) – route runs along both the northbound and southbound VWE mainline between Linden Boulevard and Queens Boulevard, and crosses Linden Boulevard over the VWE in the eastbound direction towards Rosedale.

• X64 (express bus) – route runs along both the northbound and southbound VWE mainline between Liberty Avenue and Queens Boulevard, and crosses Liberty Avenue over the VWE in the eastbound direction towards Cambria Heights.

2.3.2.4 Airports, Railroad Stations, and Ports The Study Area is located to the north of JFK Airport. LIRR’s Jamaica Station is also in the Study Area and is on the east side of the VWE between Archer Avenue and 94th Avenue. The railroad tracks access this station by way of a bridge structure over the VWE mainline and service roads, which is located north of Atlantic Avenue/94th Avenue. There are no ports within the Study Area.

2.3.2.5 Access to Recreation Areas (Parks, Trails, Waterways, State Lands) There are no entrances to recreation areas along the VWE mainline. Recreational areas are accessible from the service roads, including Maple Grove Cemetery located along the southbound service road north of Hillside Avenue; Norelli-Hargreaves Playground located along the northbound service at 106th Avenue; Dr. Charles R. Drew Park located along the northbound service road between 116th Avenue and 115th Avenue; Foch Sitting Area located along the northbound VWE service road between 139th Street and Foch Boulevard; and Playground One Forty located along the northbound service at Rockaway Boulevard.

2.3.3 Infrastructure

2.3.3.1 Existing Highway Section Appendix A provides typical sections, general plan sheets, and profiles.

2.3.3.2 Geometric Design Elements Not Meeting Minimum Standards This section compares the existing geometric standards for critical design elements with the minimum standards used to make capital infrastructure improvements. Roadway components that do not meet the design standards for critical design elements are nonstandard features.

Nonstandard features exist within the Study Area. To identify nonstandard features, the existing geometry of the VWE mainline, C-D roads, service roads, and ramps within the Study Area were reviewed, compared to applicable design standards, and checked against the available record plans for the VWE. Table 2-35 through Table 2-40 list the existing nonstandard features.


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In addition to critical design elements, other design elements with established values or parameters must be considered when developing a project. The decision to vary from recommended values or practice for these elements needs to be identified. These elements are considered nonconforming features. Existing nonconforming features exist in the Study Area (Table 2-42 through Table 2-44). These features are identified because they can have an impact on the safety and operation of the corridor.


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Table 2-35. Existing Nonstandard Features – Mainline (Lane and Shoulder Widths)

Critical Design Element

Design Speed

(50 mph posted) Standard Existing Condition

Adverse Crash

History? (Yes/No) Remarks

Lane Width SB Kew Gardens Interchange Main Street Entrance

60 mph 12 feet (minimum)

Varies: 11 feet (minimum)

Yes HDM

Section 2.7.1.1 B

Lane Width NB Kew Gardens Interchange Main Street Exit Lane Width NB: FCN1 Entrance Ramp to NEN2 Exit Ramp

No

Left and Right Shoulder Width Main Street Exit to Hoover Ave.


NB Right Shoulder = Varies 2 – 16 feet SB Right Shoulder = Varies 2 – 8.5 feet NB Left Shoulder= 3 feet (minimum) SB Left Shoulder = 3 feet (minimum)

Yes (NB) No (SB)

HDM Section

2.7.1.1 C, Exhibit 2-2

Left and Right Shoulder Width Near SB Main Street Ramp

NB Right Shoulder = Varies 3 – 25 feet SB Right Shoulder = Varies 3 feet (minimum) NB Left Shoulder= 3 feet (minimum) SB Left Shoulder = 3 feet (minimum)

Yes (NB) No (SB)

Left and Right Shoulder Width 87th Avenue to 91st Avenue

NB Right Shoulder = Varies 3 – 10 feet SB Right Shoulder = 5 feet (minimum) NB Left Shoulder= 3 feet (minimum) SB Left Shoulder = 1 feet (minimum)

Yes (NB) No (SB)

Left and Right Shoulder Width 91st Avenue to Archer Avenue

NB Right Shoulder = 1 feet (minimum) SB Right Shoulder = 5 feet (minimum) NB Left Shoulder= 3 feet (minimum) SB Left Shoulder= 3 feet (minimum)

Yes

Left and Right Shoulder Width LIRR to 105th Avenue

NB Right Shoulder = Varies 5 – 9.5 feet SB Right Shoulder = Varies 5 – 9.5 feet NB Left Shoulder= 1 feet (minimum) SB Left Shoulder = 1 feet (minimum)

No

Left and Right Shoulder Width 105th to 133rd Avenue

NB Right Shoulder = 6 feet (minimum) SB Right Shoulder = 6 feet (minimum) NB Left Shoulder= 3 feet (minimum) SB Left Shoulder = 2.5 feet (minimum)

Yes

Left and Right Shoulder Width 133rd Avenue to Belt Parkway

NB Right Shoulder = Varies 9 – 12 feet SB Right Shoulder = Varies 5 – 7 feet NB Left Shoulder= Varies 2 – 3.5 feet SB Left Shoulder = Varies 2 – 3 feet

Yes

Left and Right Shoulder Width Belt Parkway to Federal Circle

NB Right Shoulder = 0 feet (minimum) SB Right Shoulder = 0 feet (minimum) NB Left Shoulder= 0 feet (minimum) SB Left Shoulder = 0 feet (minimum)

Yes


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Table 2-35. Existing Nonstandard Features – Mainline (Lane and Shoulder Widths) (continued)


Design Speed


Adverse Crash


Left and Right Shoulder Width Federal Circle


NB Right Shoulder = 0 feet SB Right Shoulder = 0 feet NB Left Shoulder= 2 feet (minimum) SB Left Shoulder = 4 feet (minimum) N/A

HDM Section

2.7.1.1 D Exhibit 2-2

Left and Right Shoulder Width Westbound Belt Parkway

Right Shoulder = 1 foot

Horizontal Curve Radius NB, Federal Circle to South Conduit Ave

60 mph 1,200 feet

838 feet No

Horizontal Curve Radius NB, Federal Circle to South Conduit Ave

800 feet No


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Table 2-36. Existing Nonstandard Features – Mainline (Horizontal/Vertical Stopping Sight Distance)

Critical Design Element Design Speed

(50 mph posted)

Standard Existing Condition

Adverse Crash

History? (Yes/No)

Remarks

Horizontal Stopping Sight Distance SB, between 82nd Ave. and Hoover Ave.

60 mph 570 feet

480 feet No

HDM Section 2.7.1.1 F, Exhibit 2-2

Horizontal Stopping Sight Distance SB, Queens Blvd. to Main Street (under QB)

435 feet No

Horizontal Stopping Sight Distance SB, Queens Blvd. to Main Street 520 feet No

Horizontal Stopping Sight Distance SB, Federal Circle 495 feet No

Horizontal Stopping Sight Distance NB, Queens Blvd. to Main Street (under QB)

515 feet No

Horizontal Stopping Sight Distance NB under Rockaway Blvd. 490 feet No

Horizontal Stopping Sight Distance NB, Nassau Expy. To Federal Circle 195 feet Yes

Horizontal Stopping Sight Distance NB, Nassau Expy. to Federal Circle 335 feet No

Vertical Stopping Sight Distance NB/SB, Main Street to Hillside Ave.

SSD = 492 feet (crest curve) Yes – NB

Vertical Stopping Sight Distance NB/SB, Jamaica Ave. to LIRR

SSD = 465 feet (crest curve) Yes – SB

Vertical Stopping Sight Distance NB/SB, Linden Blvd. to Foch Blvd.

SSD = 528 feet (crest curve) Yes

Vertical Stopping Sight Distance NB/SB, Rockaway Blvd. to 133rd Ave.

SSD = 534 feet (crest curve) No

Vertical Stopping Sight Distance NB/SB, 133rd Ave. to North Conduit Ave.


Vertical Stopping Sight Distance NB, South Conduit Ave. to Federal Circle



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Table 2-37. Existing Nonstandard Features – Mainline (Superelevation)


Design Speed


Adverse Crash


Superelevation NB/SB, Federal Circle

60 mph

e = 5.0% e = 1.0% (NB) e = 2.0% (SB)

(R = 3,058.00 feet)

No

HDM Exhibit 2-14a

Superelevation NB, Federal Circle to South Conduit Ave

e = 8.0% e = 6.2% (R = 838 feet)

No


e = 8.0% e = 5.2% (R = 800.00 feet)

No


e = 7.5% e = 5.2% (R = 1,600.00 feet)

No


e = 7.5% e = 5.2% (R = 1,600.00 feet)

No

Superelevation SB, south of Nassau Expressway

e = 6.0% e = 2.0% (R = 2,408.00 feet)

Yes


e = 6.0% e = 2.0% (R = 2,485.00 feet)

Yes

Superelevation NB/SB, S. Conduit Ave to N. Conduit Ave

e = 3.0% e = NC (R = 6,500.00 feet)

Yes

Superelevation NB/SB, North Conduit Ave to 133rd Ave

e = 3.5% e = NC (R = 4,674.51 feet)

Yes

Superelevation NB/SB, North Conduit Ave to 133rd Ave

e = 4.0% e = NC (R = 4,500.00 feet)

Yes

Superelevation NB/SB, 133rd Ave to Rockaway Ave

e = 2.0% e = NC (R = 10,000.00 feet)

No


e = 5.5% e = 1.0% (R = 2,750.00 feet)

No


e = 5.0% e = 1.0% (R = 3,250.00 feet)

No

Superelevation NB/SB, Linden Blvd to 109th Ave

e = 2.0% e = NC (R = 10,000.00 feet)

Yes

Superelevation NB/SB, 101st Ave to Atlantic Ave

e = 3.0% e = NC (NB) e = 1.0% (SB)

(R = 6,500.00 feet)

Yes

Superelevation NB/SB, Atlantic Ave to LIRR

e = 4.5% e = NC (NB) e = -1.0% (SB)

(R = 3,853.57 feet)

No

Superelevation NB/SB, Hillside Ave to 87th Ave

e = 3.5% e = NC (NB) e = 2.0% (SB)

(R = 4,757.22 feet)

Yes

Superelevation NB, Main Street to Queens Blvd

e = 7.0% e = 5.7% (R = 1,881.11 feet)

Yes


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Table 2-37. Existing Nonstandard Features – Mainline (Superelevation) (continued)


Design Speed


Adverse Crash


Superelevation NB, Queens Blvd to Hoover Ave

60 mph

e = 6.0% e = 5.2% (R = 2,320.21 feet)

No

HDM Exhibit 2-14a


e = 6.0% e = 5.1% (R = 2,438.94 feet)

No


e = 7.0% e = 5.6% (R = 1,968.50 feet)

No

Superelevation NB, south of Ramp Split to WB GCP

e = 6.0% e = 5.1% (R = 2,462.57 feet)

No

Superelevation SB, Main Street to Queens Blvd

e = 2.0% e = NC (R = 8,951.09 feet)

No


e = 3.5% e = 3.2% (R = 4,921.26 feet)

No


e = 7.0% e = 5.7% (R = 1,947.39 feet)

No

Superelevation SB, Queens Blvd to Hoover Ave

e = 5.5% e = 4.6% (R = 2,919.95 feet)

No

Superelevation SB, Queens Blvd to Hoover Ave

e = 6.0% e = 5.2% (R = 2,377.95 feet)

No

Note: The standard superelevation rates are based on the following: emax = 8%, Vd = 60 mph, HDM Exhibit 2-14a (NHS).


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Table 2-38. Existing Nonstandard Features – Ramps

Critical Design Element Design Speed Standard

Existing Condition

Adverse Crash


Left and Right Shoulder Widths HAN1, Slip ramp connecting North Service Road (at Hillside Ave) to Northbound VWE

30 mph

Left: 4 feet (minimum)

Right: 6 feet (minimum)

0 feet (Left Shoulder)

3.75 feet (Right Shoulder)

Yes

HDM Section 2.7.5.3

C Exhibit 2-10a

Left and Right Shoulder Widths HAS2, Slip ramp connecting South Service Road to C-D Road Southbound

30 mph 1 foot (Left and Right) No

Left and Right Shoulder Widths MSS1, Slip ramp connecting C-D Road Southbound (at Hillside Ave) to Southbound VWE

30 mph

3 feet minimum (Left Shoulder) 2 feet minimum (Right Shoulder)

No

Left and Right Shoulder Widths AAS2, Slip ramp connecting Southbound VWE (Auxiliary lane exit between Jamaica Ave and LIRR) to South Service Road

30 mph

0 feet (Left Shoulder) 1 foot minimum (Right Shoulder)

No

Left and Right Shoulder Width LINS2, Slip ramp connecting Southbound VWE (at Linden Blvd) to South Service Road

30 mph

2 feet (minimum) (Left Shoulder)

4 feet (minimum) (Right Shoulder)

Yes

Left and Right Shoulder Widths RBS2, Slip ramp connecting Southbound VWE (at Rockaway Blvd) to South Service Road

30 mph


Varies 5.5 feet to 6 feet

(Right Shoulder)

No

Left and Right Shoulder Widths RBN2, Slip ramp connecting Northbound VWE (at Rockaway Blvd) to North Service Road

30 mph


6 feet (Right Shoulder)

Yes

Left and Right Shoulder Widths NCN1, Slip ramp connecting Northbound VWE (at Belt Parkway) to C-D Road Northbound

40 mph

3 feet minimum (Left Shoulder) 2 feet minimum (Right Shoulder)

Yes

Left and Right Shoulder Width NCS2, Slip ramp connecting Southbound VWE to N. Conduit Ave

30 mph

0.5 feet (Left Shoulder)


No

Left and Right Shoulder Widths NES1, Loop Ramp connecting Nassau Expressway to Southbound VWE

30 mph 0 feet (Left and Right) Yes


2-54

Table 2-38. Existing Nonstandard Features – Ramps (continued)


Existing Condition

Adverse Crash


Left and Right Shoulder Widths FCN1, Slip ramp connecting Federal Circle to Northbound VWE

30 mph

Left: 4 feet (minimum) Right: 6 feet (minimum)

Varies 2 feet to 5.5 feet

(Left Shoulder) Varies 0 feet to


No

HDM Section 2.7.5.3 C

Exhibit 2-10a

Left Shoulder Width LIBN2, Slip ramp connecting Northbound VWE (at Liberty Ave) to North Service Road

30 mph

Varies: 1 foot

(minimum) (Left Shoulder)

Yes

Left Shoulder Width LINN1, Slip ramp connecting North Service Road (at Linden Blvd) to Northbound VWE

30 mph

3 feet (Left Shoulder) Yes

Left Shoulder Width LINN2, Slip ramp connecting Northbound VWE (at Linden Blvd) to North Service Road

30 mph

Varies: 1 foot to 3 feet (Left Shoulder)

Yes

Left Shoulder Width LINS1, Slip ramp connecting South Service Road (at Linden Blvd) to Southbound VWE

30 mph

Varies 3 feet to 4 feet

(Left Shoulder) Yes

Left Shoulder Width LINS2, Slip ramp connecting Southbound VWE (at Linden Blvd) to South Service Road

30 mph

2 feet (minimum)

(Left Shoulder) Yes

Left Shoulder Width NCS2, Slip ramp connecting Southbound VWE to N. Conduit Ave

30 mph

0.5 feet (Left Shoulder) No

Left Shoulder Width NEN2, Slip ramp connecting Northbound VWE to Nassau Expressway

30 mph


(Left Shoulder) No

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

40 mph


(Right Shoulder) No


2-55



Existing Condition

Adverse Crash


Right Shoulder Width NEN1, Loop ramp connecting Nassau Expressway to Northbound VWE

25 mph


0 feet minimum (Right Shoulder) Yes


Exhibit 2-10a

Right Shoulder Width NCN2, Loop ramp connecting Northbound VWE to North Conduit Ave

25 mph


0 feet (Right Shoulder) Yes


Exhibit 2-10a

Right Shoulder Width NCS1, Loop ramp connecting North Conduit Ave to Southbound VWE

25 mph


0 feet (Right Shoulder) Yes


Exhibit 2-10a

Horizontal Curve Radius NCN2, Loop ramp connecting Northbound VWE to North Conduit Ave

25 mph 134 feet

Multiple curve radii 100 feet 120 feet

No HDM

Section 2.7.5.3 D Exhibit 2-10a

Horizontal Curve Radius NCS1, Loop ramp connecting North Conduit Ave to Southbound VWE

25 mph 134 feet

Multiple curve radii 87 feet 74 feet

118 feet

Yes HDM

Section 2.7.5.3 D Exhibit 2-10a

Horizontal Stopping Sight Distance NCN2, Loop ramp connecting Northbound VWE to North Conduit Ave

25 mph 155 feet 116 feet No

HDM Section 2.7.5.3 F

Exhibit 2-10a

Ramp Lane Width HAN1, Slip ramp connecting North Service Road (at Hillside Ave) to Northbound VWE

30 mph

15 feet (for radii ≥500 feet) 12 feet Yes HDM

Exhibit 2-9

Ramp Lane Width LIBN2, Slip ramp connecting Northbound VWE (at Liberty Ave) to North Service Road

30 mph


Exhibit 2-9

Ramp Lane Width LINN1, Slip ramp connecting North Service Road (at Linden Blvd) to Northbound VWE

30 mph

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

Exhibit 2-9

Ramp Lane Width LINN2, Slip ramp connecting Northbound VWE (at Linden Blvd) to North Service Road

30 mph


Exhibit 2-9


2-56



Existing Condition

Adverse Crash


Ramp Lane Width RBN1, Slip ramp connecting North Service Road (at Rockaway Blvd) to Northbound VWE

30 mph


Exhibit 2-9

Ramp Lane Width CDN2, Slip ramp connecting Northbound VWE (at Belt Parkway) to C-D Road Northbound

30 mph

15 feet (for radii ≥500 feet) 12.5 feet Yes HDM

Exhibit 2-9

Ramp Lane Width NCN2, Loop ramp connecting Northbound VWE to North Conduit Ave

25mph

18 feet (for radii 100 feet to

150 feet) 17 feet

(for radii 150 feet to 200 feet) 16 feet


(for radii ≥ 500 feet

16 feet No HDM Exhibit 2-9

Ramp Lane Width NEN1, Loop ramp connecting Nassau Expressway to Northbound VWE

25 mph


500 feet) 15 feet

(for radii ≥ 500 feet

14 feet Yes HDM Exhibit 2-9

Ramp Lane Width FCN1, Slip ramp connecting Federal Circle to Northbound VWE

30 mph


Exhibit 2-9

Ramp Lane Width MSS2, Slip ramp connecting Main Street to C-D Road Southbound

30 mph


Exhibit 2-9

Ramp Lane Width HAS2, Slip ramp connecting Southbound VWE to C-D Road Southbound (at Hillside Ave)

30 mph


Exhibit 2-9

Ramp Lane Width MSS1, Slip ramp connecting C-D Road Southbound to Southbound VWE

30 mph


Exhibit 2-9


2-57



Existing Condition

Adverse Crash


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

30 mph


Exhibit 2-9

Ramp Lane Width LINS2, Slip ramp connecting Southbound VWE (at Linden Blvd) to South Service Road

30 mph


Exhibit 2-9

Ramp Lane Width LINS1, Slip ramp connecting South Service Road (at Linden Blvd) to Southbound VWE

30 mph


Exhibit 2-9

Ramp Lane Width RBS2, Slip ramp connecting Southbound VWE (at Rockaway Blvd) to South Service Road

30 mph


Exhibit 2-9

Ramp Lane Width NCS1, Loop ramp connecting North Conduit Ave to Southbound VWE

25 mph


100 feet) 18 feet




(for radii ≥500 feet)

15 feet Yes HDM Exhibit 2-9

Ramp Traveled Way Width NEN2, Slip ramp connecting Northbound VWE to Nassau Expressway

30 mph

27 feet traveled way (2 lanes) for radii ≥1000

feet 24 feet No HDM

Exhibit 2-9

Ramp Traveled Way Width SB Exit Ramp to Nassau Expressway

40 mph

27 feet traveled way (2 lanes) for radii ≥1000

feet 24 feet Yes HDM

Exhibit 2-9

Superelevation LIBN1- Slip ramp connecting North Service Road (at Liberty Ave) to Northbound VWE

30 mph e = 6.0% e = 3.0%

(R = 560.00 feet) Yes HDM Exhibit 2-14a


2-58



Existing Condition

Adverse Crash


Superelevation LINN1- Slip ramp connecting North Service Road (at Linden Blvd) to Northbound VWE

30 mph e = 2.5% e = 1.7%

(R = 1970.00 feet) No HDM Exhibit 2-14a

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

30 mph e = 3.0% e = 1.9%

(R = 1,500.00 feet) No HDM Exhibit 2-14a

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

40 mph e = 8.0% e = 2.5%


Superelevation NEN1- Loop ramp connecting Nassau Expressway to Northbound VWE

25 mph e = 6.5% e = 6.0%


Superelevation FCN1- Slip ramp connecting Federal Circle to Northbound VWE

30 mph e = 6.0% e = 1.0%


Superelevation FCN1- Slip ramp connecting Federal Circle to Northbound VWE

30 mph e = 6.0% e = 1.6%


Superelevation HAS2- Slip ramp connecting Southbound VWE (at Hillside Ave) to South Service Road

30 mph e =4.5% e = 1.7%


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

30 mph e = 3.5% e = 2.7%


Superelevation NCS2- Slip ramp connecting Southbound VWE to North Conduit Ave

30 mph e = 7.5% e = 6.0%



2-59



Existing Condition

Adverse Crash


Superelevation NCS1- Loop ramp connecting North Conduit Ave to Southbound VWE

25 mph e = 8.0% e = 6.0%



40 mph e = 8.0% e = 6.0%



2-60

Table 2-39. Existing Nonstandard Features – Service Roads


Existing Condition

Adverse Crash


Lane Width West Service Road between Archer Ave. and Atlantic Ave. (Industrial Area)

30 mph

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

10 feet Yes

HDM Section

2.7.4.3 B Exhibit 2-8

Lane Width East Service Road between Jamaica Ave. and Atlantic Ave. (Industrial Area)

Varies 9 feet to 10 feet Yes

Lane Width East Service Road between Jamaica Ave. and Hillside Ave. (Industrial Area)

<11 feet Yes

Vertical Stopping Sight Distance West Service Road crossing 133rd Ave. (crest curve)

30 mph 175 feet Did not meet

required vertical length based on

175 feet SSD

No HDM

Section 2.7.4.3 F

Exhibit 2-8 Vertical Stopping Sight Distance West Service Road 94th Ave. (crest curve)

Yes (Atlantic

Ave)


2-61

Table 2-40. Existing Nonstandard Features – Service Roads (ADA Compliance)

Roadway Intersecting

Roadway

Meets HDM Chapter 18

Requirements Remarks

VWE North Service Road 133rd Avenue

Southeast Corner, Opening to North Service Road

No Missing ADA-compliant ramps


Southeast Corner, Opening to 133rd Avenue



Northeast Corner, Opening to North Service Road



Northeast Corner, Opening to 133rd Avenue


VWE North Service Road

133rd Avenue Southwest Corner, Diagonal

Opening to North Service Road and 133rd Avenue



Northwest Corner, Diagonal Opening to North Service Road and 133rd Avenue


VWE South Service Road 133rd Avenue

Southwest Corner, Opening to South Service Road



Southwest Corner, Opening to 133rd Avenue



Northwest Corner, Opening to South Service Road



Northwest Corner, Opening to 133rd Avenue


VWE South Service Road

133rd Avenue Southeast Corner, Diagonal Opening to South Service Road and 133rd Avenue



133rd Avenue Northeast Corner, Diagonal Opening to South Service Road and 133rd Avenue


VWE North Service Road Rockaway Boulevard

Southeast Corner, Diagonal to North Service Road and

Rockaway Boulevard No Missing ADA-compliant ramps





2-62

Table 2-40. Existing Nonstandard Features – Service Roads (ADA Compliance) (continued)


Roadway




Northeast Corner, Opening to Rockaway Boulevard



Northwest Corner, Opening to North Service Road



Southwest Corner, Opening to North Service Road


VWE South Service Road Rockaway Boulevard




Southwest Corner, Opening to Rockaway Boulevard






Northwest Corner, Opening to Rockaway Boulevard



Northeast Corner, Opening to South Service Road



Southeast Corner, Opening to South Service Road


VWE North Service Road Foch Boulevard

Southeast Corner, Diagonal Opening to North Service Road and Foch Boulevard



Foch Boulevard Northeast Corner, Diagonal Opening to North Service Road and Foch Boulevard









Foch Boulevard Southwest Corner, Diagonal

Opening to South Service Road and Foch Boulevard



2-63



Roadway



VWE South Service Road Foch Boulevard

Northwest Corner, Diagonal Opening to South Service Road and Foch Boulevard








VWE North Service Road Linden Boulevard




Southeast Corner, Opening to Linden Boulevard






Northeast Corner, Opening to Linden Boulevard








VWE South Service Road Linden Boulevard




Southwest Corner, Opening to Linden Boulevard






Northwest Corner, Opening to Linden Boulevard









2-64



Roadway



VWE North Service Road 109th Avenue




Southeast Corner, Opening to 109th Avenue






Northeast Corner, Opening to 109th Avenue








VWE South Service Road 109th Avenue




Southwest Corner, Opening to 109th Avenue






Northwest Corner, Opening to 109th Avenue









Liberty Avenue Southeast Corner, Diagonal

Opening to North Service Road and Liberty Avenue



Liberty Avenue Northeast Corner, Diagonal Opening to North Service Road and Liberty Avenue


VWE South Service Road Liberty Avenue




2-65



Roadway




Southwest Corner, Opening to Liberty Avenue






Northwest Corner, Opening to Liberty Avenue








VWE North Service Road 101st Avenue




Southeast Corner, Opening to 101st Avenue






Northeast Corner, Opening to 101st Avenue



Southwest Corner, Opening to 101st Avenue





VWE South Service Road 101st Avenue

Southwest Corner, Opening to 101st Avenue






Northwest Corner, Opening to 101st Avenue






2-66



Roadway









VWE North Service Road 102nd Avenue South Corner No Missing ADA-compliant ramps

VWE North Service Road 102nd Avenue North Corner No Missing ADA-compliant ramps

VWE North Service Road Lloyd Road South Corner No Missing ADA-compliant ramps

VWE North Service Road Lloyd Road North Corner No Missing ADA-compliant ramps

VWE South Service Road 97th Avenue South Corner No Missing ADA-compliant ramps

VWE South Service Road 97th Avenue North Corner No Missing ADA-compliant ramps


Atlantic Avenue/94rth Avenue Southeast Corner,

Opening to North Service Road


VWE North Service Road Atlantic Avenue/94rth Avenue

Southeast Corner, Opening to Atlantic Avenue



Atlantic Avenue/94rth Avenue Northeast Corner,



VWE North Service Road Atlantic Avenue/94rth Avenue

Northeast Corner, Opening to Atlantic Avenue



Atlantic Avenue/94rth Avenue Southwest Corner,




Atlantic Avenue/94rth Avenue Northwest Corner,




Atlantic Avenue/94rth Avenue Southeast Corner,

Opening to South Service Road



2-67



Roadway




Atlantic Avenue/94rth Avenue Northeast Corner,

Opening to South Service Road


VWE South Service Road 95th Avenue South Corner No Missing ADA-compliant ramps

VWE South Service Road 95th Avenue North Corner No Missing ADA-compliant ramps

VWE North Service Road Archer Avenue South Corner No Missing ADA-compliant ramps

VWE North Service Road Archer Avenue North Corner No Missing ADA-compliant ramps

VWE North Service Road 90th Avenue South Corner No Missing ADA-compliant ramps

VWE North Service Road 90th Avenue North Corner No Missing ADA-compliant ramps

VWE North Service Road 91st Avenue South Corner No Missing ADA-compliant ramps

VWE North Service Road 91st Avenue North Corner No Missing ADA-compliant ramps

VWE South Service Road 91st Avenue South Corner No Missing ADA-compliant ramps

VWE South Service Road 91st Avenue North Corner No Missing ADA-compliant ramps

VWE North Service Road Jamaica Avenue

Southeast Corner, Diagonal Opening to North Service

Road and Jamaica Avenue No Missing ADA-compliant ramps


Jamaica Avenue Northeast Corner, Diagonal Opening to North Service

Road and Jamaica Avenue No Missing ADA-compliant ramps





Northwest Corner, Opening to Jamaica Avenue






Southwest Corner, Opening to Jamaica Avenue


VWE South Service Road Jamaica Avenue

Southwest Corner, Diagonal to Jamaica Avenue



2-68



Roadway




Northwest Corner, Parallel to Jamaica Avenue



Jamaica Avenue Northwest Corner,

Perpendicular to Jamaica Avenue






Northeast Corner, Opening to Jamaica Avenue






Southeast Corner, Opening to Jamaica Avenue


VWE North Service Road Hillside Avenue




Southeast Corner, Opening to Hillside Avenue






Northeast Corner, Opening to Hillside Avenue








VWE South Service Road Hillside Avenue




Southwest Corner, Opening to Hillside Avenue






2-69



Roadway




Northwest Corner, Opening to Hillside Avenue








Table 2-41. Existing Nonstandard Features – Collector-Distributor (Horizontal/Vertical Stopping Sight Distance)


Design Speed (50 mph posted) Standard Existing Condition

Adverse Crash


Lane Width C-D Road SB, (MSS) 50 mph 12 feet

10.5 feet (left lane); 11 feet (center lane); 10.5 feet (right lane)

No HDM Section 2.7.1.1

Right Shoulder Width C-D Road SB, (MSS) 50 mph 6 feet 0 feet (min) No

HDM Section 2.7.1.1 C, Exhibit 2-2; Section 2.7.5.4

Stopping Sight Distance C-D Road SB, (MSS) 50 mph 425 feet 306 feet No

HDM Section 2.7.5.6;

Exhibit 2-10a


2-70

In addition to critical design elements, other design elements with established values or parameters must be considered when developing a project. The decision to vary from recommended values or practice for these elements needs to be identified. These elements are considered nonconforming features. Existing nonconforming features exist in the Study Area (Table 2-42 through Table 2-44). These features are identified because they can have an impact on the safety and operation of the corridor.

Table 2-42. Existing Nonconforming Features – Mainline

Design Element Design Speed Standard

Existing Condition

Adverse Crash


Auxiliary Lane Lengths NB between Queens Blvd. and Hillside Ave.

60 mph 1,600 feet Entrance - Exit

835 feet

Yes

AASHTO Fig. 10-68

Auxiliary Lane Lengths SB between Main Street ramp to Hillside Ave.

290 feet

Auxiliary Lane Lengths SB under 101st Ave. Bridge 140 feet

Auxiliary Lane Lengths NB under 101st Ave. Bridge 350 feet

Auxiliary Lane Lengths NB between 105th Ave. and 111th Ave.

990 feet No

Auxiliary Lane Lengths SB between 105th Ave. and 111th Ave 1,320 feet No

Auxiliary Lane Lengths NB between 115th Ave. and Foch Blvd.

1,140 feet Yes

Auxiliary Lane Lengths SB from between 115th Ave and 120th Ave.

1,070 feet Yes

Auxiliary Lane Lengths NB from Nassau Expwy Entrance Ramp to North Conduit Exit Ramp

700 feet Yes

Auxiliary Lane Length Entrance Ramp from Nassau Expwy to SB VWE Mainline

400 feet N/A

Auxiliary Lane Lengths NB from N. Service Road Entrance Ramp to Nassau Expwy Exit Ramp

800 feet N/A


2-71

Table 2-42. Existing Nonconforming Features – Mainline (continued)


Existing Condition

Adverse Crash


Lane Drop Between 130th Ave. and 131st Ave.

60 mph

720 feet = 12 feet* 60 mph

L=WS 275 feet No MUTCD

Table 6C-4

Compound Curves NB, Sutter Ave. and 133rd Ave. 1.5:1 3.6:1 No

HDM 5.7.3.5 AASHTO pg. 3-84

Median Width Queens Blvd. to Hillside Ave.

10 feet 8 feet

Yes HDM Exhibit 5-18 Median Width

135th Ave. to South Conduit Ave. 7 feet

(minimum) Horizontal Clearance Left Shoulder for NB and SB, Main Street to Federal Circle

4 feet Varies <4 feet Yes HDM

Exhibit 5-20 Horizontal Clearance Right Shoulder for NB and SB, Main Street to Hoover Ave. Horizontal Clearance Right Shoulder for NB and SB, 91st Ave. to Archer Ave.

4 feet Varies <4 feet Yes HDM

Exhibit 5-20 Horizontal Clearance Right Shoulder for NB and SB, 133rd Ave. to End of Project Vertical Stopping Sight Distance SB, GCP Split to Hoover Ave.

570 feet

SSD = 428 feet (sag curve) N/A

HDM Section 2.7.1.1 F

Exhibit 2-2

Vertical Stopping Sight Distance NB/SB, Hillside to Jamaica Ave.

SSD = 412 feet (sag curve) Yes - SB

Vertical Stopping Sight Distance NB/SB, LIRR to 94th Ave.

SSD = 400 feet (sag curve) Yes - SB

Vertical Stopping Sight Distance NB/SB, Linden Blvd. to Foch Blvd.

SSD = 559 feet (sag curve) Yes

Vertical Stopping Sight Distance NB/SB, Rockaway Blvd. to 133rd Ave.

SSD = 413 feet (sag curve) No

Vertical Stopping Sight Distance NB/SB, 133rd Ave. to North Conduit Ave.

SSD = 462 feet (sag curve) Yes


SSD = 412 feet (sag curve)

Yes


SSD = 385 feet (sag curve)

Yes


2-72

Table 2-43. Existing Nonconforming Features – Access Control

Location Standard Existing Condition

Adverse Crash History? (Yes/No)

Mainline Entrance VWE south of Nassau Expressway (SB VWE & Bergen Rd)

Grade Separated At Grade No

Mainline Exit VWE south of Nassau Expressway (SB VWE & Bergen Rd)

Grade Separated At Grade No

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

50 feet after end of ramp opening 0 ft Yes

LIBN1- Slip ramp connecting North Service Road (at Liberty Ave) to Northbound VWE

100 feet before start of ramp opening 50 ft Yes

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

100 feet after end of ramp opening 90 ft No

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

100 feet before start of ramp opening 0 ft No

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


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



2-73

Table 2-44. Existing Nonconforming Features – Ramps


Existing Condition

Adverse Crash


Broken Back Curves NCS1, Loop ramp connecting N. Conduit Ave to Southbound VWE

25 mph Tangent Length

between Curve = 1,500 feet

125 feet Yes HDM 5.7.3.5

Deceleration Length NB Exit Ramp to Queens Blvd.

30 mph

430 feet (Design Speed:

Mainline = 60 mph; Ramp = 30 mph)

343 feet

Yes AASHTO

Tables 10-4 & 10-5

Deceleration Length NB Exit Ramp to Jamaica Ave. (ramp will be removed)

430 feet (Design Speed:


305 feet

Acceleration Length NCS1, Loop ramp connecting N. Conduit Ave to Southbound VWE 25 mph

1,110 feet (Design Speed:


970 feet

Vertical Stopping Sight Distance SB exit ramp at Liberty Ave. (ramp will be removed) (sag curve)

30 mph 200 feet

Did not meet required curve length based on 200 feet

SSD

Yes

HDM Section

2.7.5.3 F Exhibit 2-10a

Vertical Stopping Sight Distance NB Exit Ramp at Atlantic Ave. (ramp will be removed) (sag curve)

No

Vertical Stopping Sight Distance LIBS1, Slip ramp connecting South Service Road (at Liberty Ave) to Southbound VWE (sag curve)

Yes

Vertical Stopping Sight Distance NB Entrance Ramp at 101st Ave. (ramp will be removed) (sag curve)

Yes

Table 2-45. Existing Nonconforming Features – Service Roads

Design Element Design Speed Standard Existing Condition

Adverse Crash


Vertical Stopping Sight Distance North Conduit Roadway between Belt Parkway and Rockaway Blvd. (sag curve)

40 mph 271 feet Did not meet required vertical length based on 271 feet

SSD

No HDM Section

2.7.2.3 F Exhibit 2-4


2-74

Pavement and Shoulder The existing pavement on the VWE within the project limits was originally installed in the late 1940s, when the expressway was initially constructed. Currently, much of the existing expressway consists of standard New York City composite pavement as indicated on the record plans from the AirTrain JFK contracts constructed in the early 2000s (i.e., 3 inches of asphalt on 9 inches of Portland cement concrete (PCC) base on 12-inch subbase).

The VWE mainline was recently resurfaced in 2016 as part of a regular pavement maintenance program. This resurfacing project milled off the existing asphalt overlay top course only, without exposing the underlying PCC pavement. As part of a previous resurfacing project on the VWE mainline from Main Street to Belt Parkway in 2012, the existing asphalt overlay (top and binder courses) was milled, exposing the PCC pavement. Full depth PCC pavement repairs were not performed under the 2012 resurfacing contract, and only minimal partial depth repairs were performed. Once the partial pavement repairs were performed, the entire mainline between Main Street and Belt Parkway was resurfaced with an asphalt overlay.

2.3.3.3 Drainage Systems The existing drainage system consists of a closed system that is both separate and combined. The main conveyance trunk line runs down the center of the existing VWE southbound lanes and was installed prior to 1948. The stormwater runoff from Hoover Avenue to Main Street is collected in one major trunk line that drains to the north towards the Kew Gardens Interchange. The stormwater trunk line draining to the south to Bergen Basin begins south of Queens Boulevard and runs primarily under the southbound service road. A combined sewer system runs down the southbound service road from 87th Avenue to Liberty Avenue and drains west to a wastewater treatment plant. A diversion/overflow structure is in the southbound service road/Liberty Avenue intersection with the overflow draining into the main conveyance trunk line.

In the early 2000s, a bridge replacement project widened the VWE under the Jamaica Avenue and Hillside Avenue bridges and updated the collection system to the trunk line. In the mid 2000s, a PANYNJ project added AirTrain JFK down the center median from Atlantic Avenue to JFK Airport, widened the VWE, improved ramp connections, and updated the collection system to the trunk line. The as-built plans indicate that the existing drainage system was built for the current lane and width configurations of the VWE and adjacent service roads. The trunk line operates under pressure flow conditions (fully submerged pipes) due to a tidal tailwater condition in Bergen Basin (tributary to Jamaica Bay).

During dry weather conditions, the diversion structure directs all combined flows (sewer and storm water) to the Jamaica Wastewater Treatment Plant. There is no known history of large-scale flooding; however, during wet weather conditions, combined sewer overflows are diverted to a stormwater CSO event trunk line and ultimately to outfall JAM-006 located in Bergen Basin, Waterbody Index No. (MW8.5a) JB-247, which drains into Jamaica Bay. Due to the age and nature of the existing infrastructure, the existing trunk line will have to be cleaned and maintained.


2-75

2.3.3.4 Geotechnical

Soil Sampling and Subsurface Conditions A preliminary geotechnical subsurface investigation program was conducted, consisting of geotechnical borings and laboratory tests. Fifty (50) borings were drilled from September 11, 2017, to November 10, 2017. Depths of borings ranged from approximately 52 to 122 feet. Six groundwater monitoring wells were also installed in accordance with the standards of the American Society for Testing and Materials and the NYSDOT Geotechnical Engineering Manual and standard specifications. As-drilled boring elevations were surveyed with respect to the North American Vertical Datum of 1988 (NAVD88) in feet, and all horizontal coordinates to the North American Datum of 1983 (NAD83) datum.

The project site lies within the Coastal Plain physiographic province and is underlain by geologic units consisting of Pleistocene and Cretaceous sediments and Precambrian crystalline bedrock. The bedrock surface is located approximately between 500 and 600 feet below ground surface. Overlying the bedrock is a sequence of Cretaceous sediments, over 400 feet in thickness, that consist of interbedded sands, silt, clay, and some gravel beds. Above the Cretaceous sediments are thick Pleistocene glacial deposits, thin recent alluvium, and man-made fill. Man-made fill and glacial deposits were encountered in all borings. No bedrock was encountered in any boring.

Based on the borings performed, underlying the existing pavement is a layer of fill that covers most of the project area. Fill thickness ranges from 6 to 10 feet. The fill consists predominantly of brown, medium-to-fine sand with varying amounts of silt, clay, and gravel. The SPT N-values range from 2 to 53 blows per foot, indicating a loose to very dense condition. The sand layer consists of predominantly sand with varying amounts of silt and gravel. Localized at boring DM-W-33 near JFK Airport, a layer of miscellaneous refuse fill was encountered between 10 and 22 feet below ground surface. This layer consists of waste, wood ash, and metal fragments.

Percolation In addition to the 50 borings and six groundwater monitoring wells, an additional four percolation tests were performed and two groundwater observation wells were installed along the VWE between 115th and 116th Avenues and near the Belt Parkway for initial feasibility testing of proposed bioretention areas and ponds intended as stormwater management systems.

Percolation test data were used to determine infiltration rates and the suitability of the soil for the installation of stormwater management systems. The average infiltration rate for the two percolation tests performed along the VWE between 115th and 116th Avenues for the proposed bioretention areas were 1.2 and 1.6 inches per hour, respectively. Groundwater level was measured at approximately El. 11.6 feet in this area. The average infiltration rate for the two percolation tests performed near the VWE and Belt Parkway for the proposed pond areas were 3.4 and 4.0 inches per hour. Groundwater level was measured at approximately El. 4.4 feet in this area. The groundwater levels are subject to variations, depending on the dates and times that the measurements were taken, and are expected to vary seasonally depending on climatologic patterns.


2-76

Regional Groundwater Conditions Based on observations of the water level taken between September 21, 2017, and January 24, 2018, the groundwater at the site was measured at approximately between El. 17 to 19 feet for DM-W-1 and DM-W-7, El. 6 to 14 feet for DM-W-11 and DM-W-17, and El. 5 to 10 feet for DM-W-20 and DM-W-30. In general, there appears to be a gentle gradient of the groundwater table from north to south along the project corridor. Monitoring wells were installed to approximately 45 feet below existing ground and terminated in the sand (Stratum 2). However, the groundwater level is expected to vary seasonally, depending on climatologic patterns.


2-77

2.3.3.5 Structures There are 22 structures within the Study Area as described below.

BIN 1076449 – VWE over Southbound Main Street • Feature carried and crossed: VWE over Main Street southbound

• Type of bridge, number and length of spans, etc.:

− Steel multi-girder

− One Span: Span 1 length = 87 feet 9 inches.

• Width of travel lanes, parking lanes, and shoulders:

− 11-foot 9.75-inch travel lanes

− Shoulder width varies

• Sidewalks: None.

• Utilities carried: ITS and electrical conduits on fascia girder, on abutments and wingwalls.

• Clearances (Horizontal/Vertical):

− Horizontal: Varies, Maximum 2 feet

− Vertical: Minimum 14 feet 2 inches

• History: The original bridge structure was built in 1950 under Contract FAVWE 50-03 with beams perpendicular to traffic. The superstructure was replaced with stringers parallel to traffic, new bearings and a new concrete deck under contract D258865 in 2002. In 2006, the abutments were modified and new backwalls and bridge seats were built. In 2009, the superstructure and substructure were widened by approximately 33 feet along the east fascia using new variable depth built-up girders to provide sufficient underclearance under contract D261344. The existing bridge foundations consist of reinforced concrete cantilever abutments that are supported by spread footings. Vulnerability Assessments for this bridge were not available.

• Inspection:

− Federal Sufficiency Rating: 89.0

− State Condition Rating: 6.443

− Summary of Condition and Inspection Reports and In-depth Inspection: The structure was most recently inspected on April 3, 2016. The inspection confirmed the widening of the bridge on the east side. Four steel girders were installed to connect the existing steel frame with the widening section. The wearing surface has been replaced, as well as a previously flagged deteriorated joint header at the end abutment.

− Restrictions: None

• Waterway: None


2-78

BIN 1055720 – 86th Avenue Pedestrian Bridge over VWE • Feature carried and crossed: 86th Avenue pedestrian bridge over VWE


− Single Trapezoid Steel Girder

− Two Spans

Span 1 length = 118.6 feet



− No travel lanes

− Pedestrian walkway width is 8 feet 0 inches

• Sidewalks: None

• Utilities carried: (2) 1-inch electrical conduits


− Vertical: 17 feet 6.63 inches (minimum)

• History: This structure was built in 1949 under Contract FAVWE 49-01 and replaced in 2003, under contract D258865, as a steel girder with concrete deck, including new substructure elements and new approach ramps, which were made to be ADA-compliant.

• Inspection:

− Federal Sufficiency Rating: N/A


− Summary of Condition and Inspection Reports and In-depth Inspection: This structure was most recently inspected on October 4, 2016. Span No. 8 concrete wearing surface exhibits multiple cracks.

• Restrictions: N/A

• Waterway: None


2-79

BIN 1055710 – Hillside Avenue over VWE • Feature carried and crossed: Hillside Avenue over VWE


− Steel multi-girder

− Two spans




− 11-foot travel lanes

− 2-foot shoulder

• Sidewalks: 17 feet 5.5 inches on both sides

• Utilities carried:

− Con Edison – 2 sets of (4) 5.5-inch steel conduits

− National Grid – (2) 12-inch steel pipes, plate number 24-168

− NYCDEP – (2) 12-inch steel water mains

− Verizon – (2) multiple clay ducts, plate number 2124 and (1) 3-inch or 4-inch conduit, plate number 2124

− Fire Department of New York (FDNY) – (2) 3-inch wrought iron/galvanized steel conduit communication and alarm cable, plate number 54

• Clearances (Horizontal/Vertical)

− Vertical: 14 feet 6 inches (minimum)

• History: This structure was built in 1949 under Contract FAVWE 49-01 and reconstructed in 2005, under contract D259284, as a steel girder with concrete deck.

• Inspection:



− Summary of Condition and Inspection Reports and In-depth Inspection if done: This structure was inspected on February 1, 2018. Armorless joints are starting to show deterioration of the filler material, and there are signs of water leakage through the joints.

• Restrictions: None

• Waterway: None


2-80

BIN 1055700 – Jamaica Avenue over VWE • Feature carried and crossed: Jamaica Avenue over VWE.

• Type of bridge, number and length of spans, etc.

− Steel Multi-girder

− Two spans:



• Width of travel lanes, parking lanes, and shoulders: 11-foot travel lanes; no shoulder

• Sidewalks: 16 feet 1.5 inches on both sides.


− Con Edison – (4) 5.6-inch steel pipes

− National Grid – (2) 12-inch wrapped steel pipes, plate number 24-165

− NYCDEP – (1) 12-inch ductile iron water main and (1) 12-inch cast iron pipe

− Verizon Duct Banks – (1) multiple tile duct with 36 tiles, plate number 381

(1) multiple tile duct with 24 tiles, plate number unknown

(1) spare duct bank, plate number unknown


− Vertical: 15 feet 5.5 inches (minimum)

• History: This structure was built in 1949 under Contract FAVWE 49-01 and reconstructed in 2003, under contract D259824, as a steel girder with concrete deck.

• Inspection:



− Summary of Condition and Inspection Reports and In-depth Inspection if done: This structure was most recently inspected on January 12, 2016. Below deck there are signs of water leakage through the joints.


• Waterway: None


2-81

BIN 7066687 – LIRR Atlantic and Morris Park Yard Tracks over VWE

• Feature carried and crossed: LIRR Atlantic and Morris Park Yard Tracks over VWE mainline and service roads


− Girder and Floorbeam System − Five spans Span 1 length = 22 feet Span 2 length = 33 feet Span 3 length = 49 feet Span 4 length = 48 feet Span 5 length = 46 feet

• Width of travel lanes, parking lanes, and shoulders: N/A

• Sidewalks: None

• Utilities carried: LIRR signal and communication conduits


− Horizontal Span 1 clearance not applicable Span 2 clearance = 2 feet (left); 4.7 feet (right) Span 3 clearance = 2.5 feet (left); 4.7 feet (right) Span 4 clearance = 2.5 feet (left), 4.5 feet (right) Span 5 clearance = 2.1 feet (left), 12 feet (right)

− Vertical Span 1 clearance not applicable Span 2 clearance = 11 feet minimum Span 3 clearance = 15 feet 8 inches minimum Span 4 clearance = 13 feet 8 inches minimum Span 5 clearance = 13 feet 9 inches minimum

• History: Spans 1 and 2 of the bridge were built in 1910 under the LIRR Contract 52-0-087. In 1948, Span 2 was replaced, and Spans 3, 4, and 5 were added as part of Contract FAVWE 48-01.

• Inspection:

− Federal Sufficiency Rating: N/A − State Condition Rating: 5.054 − Summary of Condition and Inspection Reports and In-depth Inspection: This structure

was inspected on November 7, 2017. The bottom flange of girders located in Span 1 exhibits corrosion, with section loss and paint loss. Column encasements are partially spalled off at Bent 12. The west abutment bridge seats exhibit spalling, exposing corroded bearing plates with up to 10 percent of thickness lost.


• Waterway: None


2-82

BIN 7066688 – LIRR Mainline Tracks 2 and 4 and Montauk Tracks over VWE • Feature carried and crossed: LIRR mainline tracks and Montauk tracks over VWE mainline and

service roads




• Sidewalks: None

• Utilities carried: LIRR signal and communication conduits

• Clearances (Horizontal/Vertical): − Horizontal Span 1 clearance not applicable. Span 2 clearance = 2 feet (left); 4.7 feet (right) Span 3 clearance = 2.2 feet (left); 4.6 feet (right) Span 4 clearance = 2.2 feet (left), 4.6 feet (right) Span 5 clearance = 2.1 feet (left), 12 feet (right)

− Vertical Span 1 clearance not applicable. Span 2 clearance not available. Span 3 clearance = 34 feet (minimum) Span 4 clearance = 35 feet (minimum) Span 5 clearance not available.

• History: Spans 1 and 2 of the bridge were built in 1910 under the LIRR Contract 52-0-087. In 1948, Span 2 was replaced, and Spans 3, 4, and 5 were added as part of Contract FAVWE. 48-01.

• Inspection:


was inspected on November 7, 2017. The underside of the structure deck exhibits spalls with minor cracks, efflorescence and scaling at random locations. The bottom flanges of the floor beams show minor rusting and complete loss of protective coating. Three steel columns at the west abutment exhibit localized corrosion in web with through holes. The deck joint at the west abutment shows signs of water seepage throughout.


• Waterway: None


2-83

BIN 7076800 – LIRR Mainlines Tracks 1 and 3 over VWE • Feature carried and crossed: LIRR Mainline Tracks 1 and 3 over VWE mainline and service

roads


− Girder and Floorbeam System

− Five spans

Span 1 length = 22 feet Span 2 length = 35 feet Span 3 length = 51 feet Span 4 length = 50 feet Span 5 length = 47 feet


• Sidewalks: None

• Utilities carried: None


− Horizontal

Span 1 clearance not applicable. Span 2 clearance = 4.8 feet (left), 0.4 foot (right) Span 3 clearance = 2.2 feet (left); 4.6 feet (right) Span 4 clearance = 2 feet (left), 4.6 feet (right) Span 5 clearance = 2.2 feet (left), 12 feet (right)

− Vertical

Span 1 clearance not applicable. Span 2 clearance = 16 feet 3 inches (minimum) Span 3 clearance = 18 feet 7 inches (minimum) Span 4 clearance = 18 feet 7 inches (minimum) Span 5 clearance = 18 feet (minimum)

• History: Spans 1 and 2 of the bridge were built in 1910 under the LIRR Contract 52-0-087. In 1948, Span 2 was replaced, and Spans 3, 4, and 5 were added as part of Contract FA VWE 48-01.

• Inspection:

− Federal Sufficiency Rating: N/A


− Summary of Condition and Inspection Reports and In-depth Inspection: This structure was inspected on November 7, 2017. Span 1 angles and cover plates of the bottom flanges exterior outstanding leg near the west abutment bearings exhibit severe corrosion and 100 percent section loss. Furthermore, the vertical leg of the bottom flange has an area of corrosion with up to 40 percent section loss. Bent 12 columns exhibit diagonal bracing


2-84

corrosion with through holes, impact damage to the bottom end gusset plate, moderate corrosion near gusset plate connections at the diagonal angle bracing, and missing concrete encasement. The west abutment, and left and right cheekwalls exhibit deep scaling. The east abutment stem exhibits deep spalling with exposed reinforcement, while the backwall exhibits vertical cracks and deep spalls with exposed reinforcement. The east abutment bearing masonry plate anchor bolt nuts exhibit section loss, and the pedestal mortar along the edges of the masonry plate is deteriorated.


• Waterway: None


2-85

BIN 7076810 – LIRR4: LIRR Atlantic 6 Track over VWE • Feature carried and crossed: LIRR Atlantic 6 Track over mainline and service roads




• Sidewalks: None.

• Utilities carried: LIRR Signal and Communication conduits


− Horizontal Span 1 clearance not applicable. Span 2 clearance = 2.1 feet (left); 0.6 foot (right) Span 3 clearance = 2.5 feet (left); 4.8 feet (right) Span 4 clearance = 2 feet (left); 2.2 feet (right) Span 5 clearance = 2 feet (left); 11 feet (right)

− Vertical Span 1 clearance not applicable. Span 2 clearance = 11 feet 11 inches (minimum) Span 3 clearance = 22 feet 3 inches (minimum) Span 4 clearance = 22 feet 4 inches (minimum) Span 5 clearance = 14 feet 8 inches (minimum)

• History: Spans 1 and 2 of the bridge were built in 1910 under the LIRR Contract 52-0-087. In 1948, Span 2 was replaced, and Spans 3, 4, and 5 were added as part of Contract FAVWE. 48-01.

• Inspection:


was inspected on November 7, 2017. In Span 1, the reinforced concrete deck slab underside exhibits spalls with exposed corroded rebar. Bent 1 column brackets show impact damage and missing concrete encasement. The west abutment bearing exhibit pack rust and concrete pedestals are spalled. Span 2 reinforcement concrete deck slab exhibits several spalls with exposed corroded rebars.


• Waterway: None


2-86

BIN 1055699 – 94th Avenue and Atlantic Avenue over VWE • Feature carried and crossed: 94th Avenue and Atlantic Avenue over VWE.


− Steel Continuous Multi-Girder − Two spans Span 1 length = 58 feet Span 2 length = 58 feet

• Width of travel lanes, parking lanes, and shoulders: 11-foot travel lanes with no shoulder

• Sidewalks: 16 feet 6 inches (minimum) on both sides


− Con Edison electrical ducts − National Grid gas mains − NYCDEP water mains − Verizon ducts − FDNY fire alarm conduits


− Horizontal: Span 1 clearance = 1.7 feet (left) Span 1 clearance = 2.8 feet (right) Span 2 clearance = 2 feet (left) Span 2 clearance = 11.40 feet (right)

− Vertical: Span 1 clearance = 14 feet 5 inches (minimum) Span 2 clearance = 14 feet 9 inches (minimum)

• History: The rolled multi-girder, continuous structure was constructed in 1948 under Contract FAVWE. 48-04. Repairs were performed under Contract D254489 in 1995, including bearing, joint system, and wearing surface replacement, and substructure repairs.

• Inspection:



− Summary of Condition and Inspection Reports and In-depth Inspection: This structure was inspected on March 2, 2016. The pier and abutments exhibit spalls with exposed rebar and full heights vertical cracks. The west abutment armor joint exhibits cracks on the concrete header and compression seal is torn in sections. Underside of concrete deck exhibits several isolated spalls with exposed rusted rebar, map cracking, and contains hollow-sounded concrete.


• Waterway: None


2-87

BIN 1055680 – 101st Avenue over VWE and under AirTrain JFK • Feature carried and crossed: 101st Avenue over VWE and under AirTrain JFK

• Type of bridge, number and length of spans, etc.: − Steel Continuous – Multi-Girder, 2 spans Span 1 length = 61 feet Span 2 length = 61 feet

• Width of travel lanes, parking lanes, and shoulders: 12-foot 6-inch travel lanes with no shoulder

• Sidewalks: 15 feet (minimum) on both sides

• Utilities carried: − Con Edison electrical conduits − National Grid gas mains − NYCDEP water main − Verizon ducts − FDNY fire alarm conduit − Time Warner Cable conduits


− Horizontal Span 1 clearance = 1.7 feet (left) Span 1 clearance = 10 feet (right) Span 2 clearance = 2 feet (left) Span 2 clearance = 7.9 feet (right)

− Vertical Span 1 clearance = 14 feet 10 inches (minimum)

Span 2 clearance = 14 feet 4 inches (minimum) AirTrain JFK clearance = 16.85 feet

• History: The rolled multi-girder, continuous structure was constructed in 1948 under Contract FAVWE 48-04. Repairs were performed under Contract D254050 in 1993/1994, including joint system and wearing surface replacement, and substructure repairs.

• Inspection:

− Federal Sufficiency Rating: 74.50 − State Condition Rating: 5.29

− Summary of Condition and Inspection Reports and In-depth Inspection: This structure was inspected on March 24, 2016. The concrete deck under Span 1 exhibits spalls with exposed corroded rebars. Span 2 right curb exhibits spalls with/without exposed concrete. East abutment armored joint exhibits spalls and is missing joint seal. Leaking underneath the joints is evident by rust stains in Bays 1, 2, 9, and 10.


• Waterway: None


2-88

BIN 1055670 – Liberty Avenue over VWE and under AirTrain JFK • Feature carried and crossed: Liberty Avenue over VWE and under AirTrain JFK


− Steel Continuous Multi-Girder − Two spans Span 1 length = 53 feet Span 2 length = 53 feet


• Sidewalks: 16 feet 6 inches (minimum) on both sides

• Utilities carried

− Con Edison electrical conduits − National Grid gas mains − NYCDEP water mains − Verizon telephone conduits − FDNY fire alarm conduit


− Horizontal Span 1 clearance = 1.7 feet (left) Span 1 clearance = 7.6 feet (right) Span 2 clearance = 1.8 feet (left) Span 2 clearance = 12 feet (right)

− Vertical Span 1 clearance = 14 feet 10 inches (minimum) Span 2 clearance = 16 feet 6 inches (minimum) AirTrain JFK clearance = 16.97 feet

• History: The rolled multi-girder, continuous structure was constructed in 1948 under Contract FAVWE. 48-04. Repairs were performed under Contract D254489 in 1996, including bearing, joint system, wearing surface replacement and substructure repairs.

• Inspection:


− Summary of Condition and Inspection Reports and In-depth Inspection: This structure was inspected on March 24, 2016. The underside of the concrete deck and the haunch exhibit spalls with exposed rebar. The sidewalk and curb in Spans 1 and 2 exhibit spalls with exposed rebars. Furthermore, the west abutment stem exhibits spalls.


• Waterway: None


2-89

BIN 1055660 – 109th Avenue over VWE and under AirTrain JFK • Feature carried and crossed: 109th Avenue over VWE and under AirTrain JFK

• Type of bridge, number and length of spans, etc. − Steel Continuous Multi-Girder − Two spans Span 1 length = 66 feet Span 2 length = 66 feet


• Sidewalks: 18 feet 4.5 inches on both sides

• Utilities carried: − Con Edison electrical ducts − National Grid gas mains − NYCDEP water main − Verizon telephone conduits − FDNY fire alarm conduit − Time Warner Cable conduits − Traffic signal conduit


− Horizontal: Span 1 clearance = 3.4 feet (left) Span 1 clearance = 8.1 feet (right) Span 2 clearance = 3.1 feet (left) Span 2 clearance = 7.8 feet (right)

− Vertical (over VWE): Span 1 clearance = 14 feet 9 inches (minimum) Span 2 clearance = 14 feet 8 inches (minimum)

− Vertical to AirTrain JFK: 16.83 feet

• History: The rolled multi-girder, continuous structure was constructed in 1948 under Contract FAVWE. 48-02. The bridge was replaced in 2002 as part of the JFK-LRS Airport Access Program conducted by the PANYNJ.

• Inspection:



− Summary of Condition and Inspection Reports and In-depth Inspection: This structure was inspected on June 6, 2017. The west abutment joint exhibits evidence of leakage on most of the backwall. The west abutment and Pier 1 bearings exhibit areas of 100 percent paint loss with minor surface rust.


• Waterway: None


2-90

BIN 1055650 – Linden Boulevard over VWE • Feature carried and crossed: Linden Boulevard over VWE


− Two-span continuous, multi-girder composite steel rolled beam

− Two spans Span 1 length = 53 feet Span 2 length = 53 feet

• Width of travel lanes, parking lanes, and shoulders: Four 12-foot 6-inch travel lanes; no shoulders

• Sidewalks: 16 feet 6 inches (minimum) wide with steel railings and chain-link fences on both sides


− NYCDEP Water Main − Con Edison Electric Ducts − National Grid Gas Pipe − Verizon Ducts


− Horizontal: Varies, maximum horizontal clearance 2 feet 0 inches − Vertical: 14 feet 2 inches (minimum) − Vertical to AirTrain: 16.72 feet

• History: This structure was built in 1948 (under Contract FAVWE 48-02) to carry H-20 live load, during the construction of the VWE, and rehabilitated in 1996 under Contract D254489. The rehabilitation included repairs to the concrete slab, replacement of the asphalt, expansion joints, bearings and installing steel-faced concrete curbs. In 2005, the bridge was reported as being moderately seismically vulnerable. All of the foundations are supported on spread footings. The abutments and fixed center pier have insufficient seismic reinforcement. Installing seismic seat restrainers were a recommended improvement.

• Inspection



− Summary of Condition and Inspection Reports and In-depth Inspection: The structure was inspected on April 13, 2016. The concrete haunches, underside of deck, pier walls, and abutments exhibited spalling, exposed rebar, and cracking. Impact damage to the stringers from vehicular traffic was noted. The utility conduit exhibited exposed wires.

• Restrictions: None.

• Waterway: None.


2-91

BIN 1055640 – Foch Blvd over VWE • Feature carried and crossed: Foch Boulevard over VWE


− Two-span continuous, multi-girder composite steel rolled beam Span 1 length = 65.08 feet Span 2 length = 65.08 feet

• Width of travel lanes, parking lanes, and shoulders: Four 12-foot 6-inch travel lanes; no shoulders

• Sidewalks: 16 feet 6 inches wide with a concrete parapet wall and steel fence on both north and south bridge fascia


− NYCDEP Water Main − Con Edison Electric Ducts − National Grid Gas Pipe − Verizon Ducts − FDNY Conduits − Traffic Signal Conduits


− Horizontal: Varies, maximum horizontal clearance 2 feet 0 inches − Vertical: 15 feet 2 inches (minimum)

− Vertical to AirTrain: 20.58 feet • History: The original bridge was built in 1948 (under Contract FAVWE 48-02) to carry H-20 live

load, during the construction of the VWE. In the mid-1990s, the bridge was rehabilitated under contract D254489, but retained the existing spread footing foundations and steel girders. The rehabilitation included replacing the concrete slab, asphalt, expansion joints and installing steel-faced concrete curbs. The original bridge and abutments were completely replaced in 2003 under JFK-LRS Airport Access Program conducted by the PANYNJ; however, the 1948 center pier footing was re-used. The bridge has low seismic vulnerability.

• Inspection:


− State Condition Rating: 5.896 − Summary of Condition and Inspection Reports and In-depth Inspection: The structure

was inspected on August 3, 2017. Both abutment’s joint sealers were damaged and water and rust stains were noted. Minor spalling was present at the concrete header, and the stay-in-place forms exhibited corrosion and efflorescence.


• Waterways: None


2-92

BIN 1055630 – Rockaway Boulevard over VWE • Feature carried and crossed: Rockaway Boulevard over VWE


− Two-span continuous, multi-girder composite steel rolled beam − Two spans Span 1 length = 59.1 feet Span 2 length = 59.09 feet

• Width of travel lanes, parking lanes, and shoulders: Six 10-foot travel lanes; no shoulders

• Sidewalks: 21 feet 6 inches (minimum) wide with steel railings and chain-link fences on both sides


− NYCDEP Water Main − Con Edison Electric Ducts − National Grid Gas Pipe − Verizon Ducts − FDNY Conduits


− Horizontal: Varies, maximum horizontal clearance = 2 feet − Vertical: 14 feet 0 inches (minimum) − Vertical to AirTrain JFK: 16.55 feet

• History: This structure was built in 1948 (under Contract FAVWE 48-02) to carry H-20 live load, during construction of the VWE. In the mid-1990s, the bridge was rehabilitated under contract D254489. The rehabilitation included repairs to the concrete slab, replacement of the asphalt, expansion joints, and installing steel-faced concrete curbs. In 2005, the bridge was reported as being highly seismically vulnerable. All of the foundations are supported on spread footings. The center pier and footing have insufficient seismic reinforcement. Installing keeper plates to restrict transverse movement, moving the fixed bearings from the center pier to the abutment, and replacing the spread footings with pile footings were recommended improvements.

• Inspection:


− State Condition Rating: General Recommendation - 5.069 − Summary of Condition and Inspection Reports and In-depth Inspection: The structure

was inspected on April 22, 2016. Impact damage to the stringers from vehicular traffic was noted. The pier walls and abutments exhibited spalled concrete, vertical cracking through anchor bolts and portions of the stem, and exposed rebar. The concrete deck exhibited spalling and debonded rebar. Some abandoned utility pipes carried by the bridge were loose and/or deteriorating.


• Waterway: None


2-93

BIN 1055620 – 133rd Avenue over VWE • Feature carried and crossed: 133rd Avenue over VWE, northbound and southbound collectors


− Four-span continuous, multi-girder composite steel rolled beam

− Four spans Span 1 length = 54.60 feet Span 2 length = 53.33 feet Span 3 length = 53.33 feet Span 4 length = 54.60 feet

• Width of travel lanes, parking lanes, and shoulders: Two 15-foot-wide travel lanes; no shoulders.

• Sidewalks: 10 feet wide with a concrete parapet wall and steel fence on both the north and south bridge fascia.


− NYCDEP Water Main

− Con Edison Electric Ducts

− Verizon Ducts − FDNY Conduits


− Horizontal: Varies; maximum horizontal clearance is 2 feet.


− Vertical to AirTrain: 16.85 feet • History: This structure was built in 1948 (under Contract FAVWE 48-02) during the construction

of the VWE. The bridge was completely reconstructed under Contract D251974 in 1990/1991 to carry HS-20 live load. In 2005, the bridge was reported as being moderately seismically vulnerable. All of the foundations are supported on spread footings. The center pier and footing have insufficient seismic reinforcement. Installing keeper plates to restrict transverse movement, moving the fixed bearings form the center pier to the abutment, and replacing the spread footings with pile footings were recommended.

• Inspection


− Summary of Condition and Inspection Reports and In-depth Inspection: The structure was inspected on August 16, 2017. Some bearing anchor bolts were missing or not properly tightened. Some portions of the utilities carried by the bridge were broken and had heavy pack rust.


• Waterway: None


2-94

BIN 1076499 – VWE over North Conduit Avenue • Feature carried and crossed: VWE over North Conduit Avenue


− Concrete - Arch – Deck

− One Span: Varies from 62 feet 4 inches to 68 feet 11 inches



− Shoulder widths: 6 feet 6 inches to 10 feet 8 inches (west); 7 feet 10 inches to 8 feet 8 inches (east)

• Sidewalks: None


− National Grid

− Verizon Wireless

− Con Ed


− Horizontal: 10 feet (north abutment); 6 feet 3-5/8 inches (south abutment)

− Vertical: 14 feet 1 inch (minimum)

• History: This structure is concrete arch bridge built in 1948 under Contract FAVWE 48-03. Safety improvements on the bridge were performed in 1980 under Contract D95569.

• Inspection



− Summary of Condition and Inspection Reports and In-depth Inspection: The latest bridge inspection was conducted on April 27, 2016. The underdeck exhibits large deep spalls with exposed rebars. The south abutment stem exhibits several spalls with exposed rebars.


• Waterway: None


2-95

BIN 1055619 – VWE over Belt Parkway • Feature carried and crossed: VWE over Belt Parkway


− Concrete - Arch - Deck

− Two Spans

Span 1 length = 44 feet 5-5/8 inches Span 2 length = 39 feet 7.25 inches



− Shoulder widths: 11 feet 10 inches to 12 feet 3 inches (west); 8 feet 9 inches to 8 feet 11 inches (east)

• Sidewalks: None


− National Grid


− Con Ed


− Horizontal:

Westbound Belt Parkway 4 feet (north abutment) and 1 foot (Pier 1)

Eastbound Belt Parkway 1 foot (south abutment) and 1 foot (Pier 1)


• History: This structure is a concrete arch bridge built in 1948 during the construction of the VWE, under original Contract FAVWE 48-03. Safety improvements on the bridge were performed in 1980 under Contract D95569.

• Inspection:



− Summary of Condition and Inspection Reports and In-depth Inspection: The latest bridge inspection was conducted on March 4, 2016. The concrete underdeck exhibits deep spalls with exposed corroded rebars. Vertical clearance under the bridge was reported as 10 feet 4 inches.

• Restrictions: Nonstandard vertical clearance of 10 feet 4 inches.

• Waterway: None.


2-96

BIN 1076489 – VWE over South Conduit Avenue • Feature carried and crossed: VWE over South Conduit Avenue


− Concrete - Arch - Deck

− One Span: Span 1 length = 58 feet 5-5/8 inches



− Shoulder widths =9 feet 5 inches to 10 feet 10 inches (west), 8 feet 8 inches to 9 feet 2 inches (east)

• Sidewalks: None


− National Grid


− Con Ed


− Horizontal:

2 feet (north abutment)

8 feet (south abutment)

− Vertical: 15 feet 1 inch (minimum)

• History: This structure is a concrete arch bridge built in 1948 under Contract FAVWE 48-03. Safety improvements on the bridge were performed in 1980 under Contract D95569.

• Inspection:



− Summary of Condition and Inspection Reports and In-depth Inspection: The latest bridge inspection was conducted on June 2, 2016. The concrete underdeck, as well as the concrete parapet, exhibited spalls with exposed rebars. The underdeck was covered with steel wire mesh.

• Restrictions: Nonstandard vertical clearance of 10 feet 4 inches

• Waterway: None


2-97

BIN 1075630 – Nassau Expressway over VWE • Feature carried and crossed: Nassau Expressway over VWE


− Stringer/Multi-Beam or Girder System

− Four Spans

Span 1 length = 30.531 feet to 30.833 feet Span 2 length = 72.579 feet to 82.352 feet Span 3 length = 60.896 feet to 63.858 feet Span 4 length = 30.633 feet to 30.656 feet



− Shoulder widths: 4 feet 5 inches to 4 feet 10 inches (north); 9 feet 4 inches to 10 feet 0 inches (south)

• Sidewalks: None



− Horizontal:

VWE northbound: 6 inches at left lane and 1 foot at right lane

VWE southbound: 1 foot at left lane and 1 foot at right lane

− Vertical: 15 feet 1 inch minimum

• History: This structure was constructed in 1967 under Contract FINE 65-03. The superstructure was replaced and the substructure repaired in 2011 under Contract D260717.

• Inspection:



− Summary of Condition and Inspection Reports and In-depth Inspection: The latest bridge inspection was conducted on August 10, 2017. The piers exhibited minor spalled and hollow sounding areas.


• Waterway: None


2-98

BIN 1075710 – VWE Northbound over Nassau Connection for Southbound VWE • Feature carried and crossed: VWE northbound over VWE southbound exit ramp to Nassau

Expressway



− Three Spans

Span 1 length = 38 feet 9.75 inches to 40 feet 9 inches Span 2 length = 94 feet 3/8 inch to 95 feet 8-3/16 inches Span 3 length = 44 feet 1/8 inch to 45 feet 8-3/16 inches



− No shoulder

• Sidewalks: None



− Horizontal: VWE ramp = 4 feet (right lane); 1 foot (left lane)

− Vertical: 15 feet 3 inches

• History: This structure is a steel stringer/multi-beam system with concrete deck. It was constructed in 1967 under Contract FINE 65-01. Rehabilitation work was performed on the original structure under Contract D254959 in 1995. The rehabilitation work included new bridge bearings and railings, in addition to joint repairs and miscellaneous steel and concrete repairs.

• Inspection:



− Summary of Condition and Inspection Reports and In-depth Inspection: The latest bridge inspection was conducted on January 21, 2016. The concrete fascia exhibited several deep spalls with exposed rebars. The abutments’ backwalls and wingwalls exhibited deep spall areas with exposed rebars.

• Restrictions: N/A

• Waterway: None


2-99

BIN 5522079 – VWE over North Federal Circle • Feature carried and crossed: VWE northbound and southbound over Federal Circle



− One Span: Span 1 length = 70 feet


− Six 11’-10” travel lanes

• Sidewalks: Two sidewalks; width varies, 10-foot minimum



− Horizontal: VWE North and South= 25 feet (right lane); 13 feet (left lane).

− Vertical: 13 feet 1/8 inches

• History: This structure is a steel stringer/multi-beam system with concrete deck. It was constructed in 1946 under Contract 32. In 1996, structural improvements were made on the entire VWE corridor under PANYNJ Contract JFK0134.075. This included a change of barrier type on the bridge. Rehabilitation work was also performed on the original structure under PANYNJ Contract JFK-895 in 2000. This rehabilitation work included new bridge bearings, diaphragm repair, pressure relief joint installation, and joint repairs.

• Inspection:



− Summary of Condition and Inspection Reports and In-depth Inspection: The latest bridge inspection was conducted on January 21, 2016. The concrete fascia exhibited several deep spalls with exposed rebars. The abutments’ backwalls and wingwalls exhibited deep spall areas with exposed rebars.


• Waterway: None


2-100

Hydraulics of Bridges and Culverts No bridges or culverts exist over waterways within the Study Area and no dams exist near the project corridor.

2.3.3.6 Guide Railing, Median Barriers and Impact Attenuators A median barrier is installed for the length of the corridor to separate the northbound and southbound VWE mainlines. A combination of guiderail and barrier exists on the right edge of the VWE mainline as well as both sides of the service roads and ramps. The bridges are protected by either a bridge parapet wall or a steel bridge railing with fencing in front of it. Impact attenuators are in place at the ramp terminals.

The existing condition of the roadside treatment was not assessed.

2.3.3.7 Utilities In the section of the VWE corridor between Hoover Avenue and JFK Federal Circle, there are 16 utilities present, as listed below, most of which run along the two service roads or are attached to the overpass bridges.

• NYCDEP Bureau of Water and Sewer Operations

• Time Warner Cable

• Empire City Subway (Verizon)

• Con Edison Electric and Gas

• Calpine Kennedy

• Fire Department of the City of New York

• National Grid

• New York City Police Department (NYPD)

• NYSDOT ITS

• Buckeye Partners

• AT&T

• Transit Wireless

• Lightower Fiber NY

• RCN

• Unified Court System

• MCI

Existing information on the location, size and type of utilities within the Study Area was obtained from the owners. Based on the information received from the utility companies, field surveys (Quality Level B for those underground) were conducted that included topographic and Subsurface Utility


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Engineering surveys. (See Appendix D for more details on utilities.) A description of the larger utilities running in the corridor are described below.

NYCDEP Water The NYCDEP has the following underground facilities that run throughout the corridor:

• A water main originates at Queen Boulevard, runs south along the southbound service road, crosses the VWE mainline north of 87th Avenue and continues east along 87th Avenue. Other water mains run down the southbound service road to just south of Hillside Avenue. There is also a water main that runs along the northbound service road between 86th Avenue and Hillside Avenue.

• On the northbound service road between Hillside Avenue and 94th Avenue, there are water main lines. On the southbound service road, there is a water main between Jamaica Avenue and 109th Avenue.

• There is a large water main that runs east along Liberty Avenue, turns south down the southbound service road, and crosses the VWE mainline and east down 104th Avenue.

• Starting at Liberty Avenue and running south on the northbound service road are two water mains; one terminates near 104th Avenue, and the other terminates at 106th Avenue.

• Between 104th Avenue and 106th Avenue, a water main runs east/west from the southbound service road to the northbound service road across the VWE mainline.

• Along the southbound service road, there are water main lines between 109th Avenue and Rockaway Boulevard. One continues from Rockaway Boulevard to 135th Avenue along the southbound service road.

• A water main runs between 111th and 116th Avenue on the northbound service road. There are also water main lines from Sutter Avenue to 135th Avenue.

The following water main lines also run on the bridges across the VWE:

• Hillside Avenue

• Jamaica Avenue

• Atlantic Avenue/94th Avenue

• 101st Avenue

• 109th Avenue

• Linden Boulevard

• Foch Boulevard

• Rockaway Boulevard

• 133rd Avenue


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NYCDEP Sewer Within the Study Area, the following storm and sanitary sewer underground facilities run throughout the corridor:

• On the northern end of the project corridor, sanitary and stormwater sewer lines run along and through both service roads.

• On the VWE mainline (northbound side) between Queens Boulevard and 87th Avenue, a 42-inch reinforced concrete pipe (RCP) storm sewer transitions to a 42-inch pipe around 87th Avenue, then to a 54-inch RCP between 87th Avenue and Hillside Avenue.

• On the northbound service road, sanitary sewer lines and a storm sewer line run from Queens Boulevard to 107th Avenue.

• On the southbound service road, a sanitary sewer line runs from Queens Boulevard to 107th Avenue, along with storm sewer lines.

• The 54-inch RCP storm sewer along the VWE mainline shifts from the northbound side to the southbound side just north of Hillside Avenue, and transitions to a 54-inch sewer by Jamaica Avenue.

• On the southbound service road, a 36-inch RCP storm sewer shifts to the VWE mainline.

• From Jamaica Avenue to 90th Avenue, on the northbound service road there are various sanitary sewer and storm sewer lines.

• On the VWE mainline, the 54-inch storm sewer continues to Atlantic Avenue, then transitions to a 72-inch storm sewer that continues into a 78-inch CSO by Liberty Avenue.

• A 42-inch sanitary sewer line on the southbound service road by 95th Avenue transitions to a 54-inch sanitary sewer by Liberty Avenue and then continues west on Liberty Avenue. The sanitary sewer changes from a 54-inch to 30-inch RCP by Liberty Avenue, then combines into the 78-inch combined sewer on the VWE mainline south of Liberty Avenue. The 78-inch combined sewer goes from Liberty Avenue to 111th Avenue on the VWE mainline and transitions to a 96-inch by 78-inch reinforced concrete CSO. The 96-inch by 78-inch reinforced concrete CSO continues from 111th Avenue and transitions to a 96-inch by 96-inch reinforced concrete CSO on the VWE mainline, continuing all the way to South Conduit Avenue, at which point it transitions to a 108-inch by 96-inch reinforced concrete CSO. After this point, it continues to the area south of Nassau Expressway and north of the cargo service road on the northbound side of VWE.

• By Lakewood Avenue on the northbound service road, a sanitary sewer runs down to 116th Avenue and a storm sewer runs to 115th Avenue from Foch Boulevard on the northbound service road. A storm sewer and a sanitary sewer run down to 135th Avenue.

Time Warner Cable Time Warner Cable has the following facilities within the Study Area:

• A line is attached to the subway tunnel across the VWE.

• Overhead cables run along the south sides of 101st Avenue, Liberty Avenue, 109th Avenue, Foch Boulevard, Rockaway Boulevard, and 133rd Avenue.


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• Overhead cable runs along the north side of Atlantic Avenue and along the southbound service road between 95th Avenue and 97th Avenue.

• Cables run along the southbound service road starting from Liberty Avenue to 107th Avenue and along the southbound service road within the vicinity of 120th Avenue and between Rockaway Boulevard and 130th Avenue.

• Crossing the VWE, there are cables across the 109th Avenue bridge.

Empire City Subway (Verizon) Verizon has ducts running in underground conduits along the northbound service road and southbound service road from north to south between 86th Avenue and the Belt Parkway. Ducts cross underneath almost all the bridges over the VWE mainline, including Hillside Avenue, Jamaica Avenue, Atlantic Avenue, 101st Avenue, Liberty Avenue, 109th Avenue, Linden Boulevard, Foch Boulevard, Rockaway Boulevard, and 133rd Avenue, as well the mainline at several sections.

Con Edison Electric and Gas Con Edison has various underground facilities that run along and across the VWE mainline, ramps, service roads, and intersecting streets, as follows:

• An underground critical facility runs along the southbound service road and changes direction near 86th Avenue, crossing the VWE and continuing south (between 86th and 87th Avenues) into the entrance ramp and along the northbound service road.

• Along the northbound service road, electrical services run north–south in underground conduits from both ends of the project corridor. These facilities are along the west and the east curb lines of the northbound service road.

• Facilities also run along the west and east curb lines of the southbound service road.

• Several underground facilities run across the VWE, which extend from the southbound service road to the northbound service road within the vicinity of following intersections: 86th Avenue, 87th Avenue, 90th Avenue, 91st Avenue, Archer Avenue, 107th Avenue, 115th Avenue, and South Conduit Avenue.

• Underground facilities are along the north side of Hillside Avenue and run through the Hillside Avenue bridge over the VWE. An existing facility on the south side of the bridge terminates near the abutments.

• Underground facilities run along the north side of Jamaica Avenue and through the Jamaica Avenue bridge over the VWE. Similarly, an existing Con Edison facility on the south side of the bridge terminates near the abutments.

• Existing electric conduits on the north fascia and the south fascia of the 94th Avenue, 101st Avenue, Liberty Avenue, Linden Boulevard, Rockaway Boulevard and 133rd Avenue bridges over VWE run through the bridge from east to west.

• Facilities run along the north fascia of the 109th Avenue and Foch Boulevard bridges over the VWE.

• Underground facilities continue south from the northbound service road and extend underground toward the VWE over the Belt Parkway bridge and are carried along the east and west sides of the bridge.


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Calpine Kennedy Calpine Kennedy Critical Facility has electric transmission lines and conduits along the northbound service road starting from 91st Avenue to Rockaway Boulevard.

Fire Department of the City of New York The FDNY has underground facilities within the Study Area. These facilities include conduits, manholes and fire alarm posts, as listed below:

• In the northern limit of the project, the FDNY has conduit running from Queens Boulevard and extending south along the center of the southbound service road.

• The FDNY has conduit running along the south side of 87th Avenue in (east-west) direction and extending underground across the VWE mainline.

• Along the south side of Hillside Avenue, conduits run beneath the Hillside Avenue bridge over the VWE.

• Facilities run along the east side of the northbound service road from Jamaica Avenue to Liberty Avenue and along the west side of the southbound service road from Jamaica Avenue to 89th Avenue.

• Conduits run along the south side of Jamaica Avenue Bridge over the VWE and are carried through the Verizon duct line at the center of the bridge.

• Facilities are on the following bridges: Atlantic Avenue, 101st Avenue, Liberty Avenue, 109th Avenue, Linden Boulevard, Foch Boulevard, Rockaway Boulevard, and 133rd Avenue.

National Grid National Grid has a gas line pipe system running in underground conduit along the northbound and southbound service roads from 86th Avenue north to the Belt Parkway south, across all bridges crossing the VWE mainline within the project corridor, encompassing Hillside Avenue, Jamaica Avenue, Atlantic Avenue, 101st Avenue, Liberty Avenue, 109th Avenue, Linden Boulevard, Foch Boulevard, Rockaway Boulevard, and 133rd Avenue and across the mainline at several sections.

NYC Police Department The NYPD has call boxes within the Study Area.

NYSDOT ITS ITS facilities are in the Study Area. Record plans indicate that ITS conduits, communication pull boxes, cabinets, and ITS devices are present from the northern project limit to near the Belt Parkway. The ITS facilities run primarily along the east side of the VWE, the west side of the VWE, and along the center of the VWE. The ITS facilities also run along the west side of the northbound service road and the east side of the southbound service road. In addition, several ITS conduits are carried by bridges crossing over the VWE in the east-west direction. ITS devices and cabinets are located near 87th Avenue, Hillside Avenue, 90th Avenue, 91st Avenue, 94th Avenue/Atlantic Avenue, 101st Avenue, Liberty Avenue, 109th Avenue, 115th Avenue, Foch Boulevard, Rockaway Boulevard, Alwick Road, 133rd Avenue, and South Conduit Avenue.


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Miscellaneous Utilities Miscellaneous utilities within the Study Area consist of the following:

• By the LIRR bridges between Archer Avenue and Atlantic Avenue, various signal and communication ducts, including fiber ducts, continue through the abutments on the northbound and southbound service roads. Fiber ducts also run along the northbound service road.

• On 101st Avenue, a small electric conduit runs through the bridge on the north fascia and the south fascia.

• Along the northbound service road south toward 107th Avenue is a vitrified clay pipe sanitary sewer line that record plans show is owned by PVT_PRE64.

• Along the northbound service road between 111th Avenue and Linden Boulevard is a sanitary sewer line, which record plans show is owned by Work Projects Administration.

• On the 133rd Avenue bridge, lightning conduits are on the underside of the bridge as well as by the east abutment on the underside of the bridge.

• Along the southbound service road between 130th and 133rd Avenues, there is a sanitary sewer line, which record plans show is owned by PVT_PRE64.

Transit Wireless Transit Wireless has 2-inch-diameter galvanized rigid-steel duct fiber optics in the northwest/southeast direction near Queens Boulevard and the southbound service road.

The following utility companies do not have any facilities located within the Study Area:

• Buckeye Partners

• AT&T

• Lightower Fiber NY

• RCN

• Unified Court System

• MCI

2.3.3.8 Railroad Facilities The LIRR is a regional commuter transit service operated by the Metropolitan Transportation Authority. The tracks crossing the VWE are part of the mainline that connects Penn Station New York to Jamaica Station. AirTrain JFK is a people-mover system and elevated railway that serves JFK Airport and is operated by Bombardier Transportation under contract to the PANYNJ.

Long Island Rail Road Bridge Structures Four bridges carry the LIRR over the VWE within the Study Area. The bridges lie just west of Jamaica Station and carry mainline tracks, Atlantic Tracks, Montauk tracks, and yard tracks. The four bridges include the northern single-level Mainline 1 and 3 structure, the southern single-level Atlantic 6 structure, and the central double-deck structure.


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The existing double-deck Mainline 1 and 3 and Atlantic 6 structures over the VWE each consist of five spans designated as Spans 13 through 17. The structures were originally built in 1910 and had three spans over the then-Van Wyck Boulevard. The bridges were reconstructed in 1950 and lengthened from three to five spans over the new VWE, which was built at that time. The two western Spans 13 and 14 of each structure (including both levels of the double-deck structure) are original 1910 construction. The three remaining Spans 15 through 17 of each structure, including both levels for the double-deck structure, were built in 1950. The current lane configuration below the bridge includes three lanes northbound and southbound on the VWE, plus two service roads and two sidewalks.

Mainline 1 and 3 – BIN 7076800 The Mainline 1 and 3 structure carries two westbound mainline tracks designated as Track Nos. 1 and 3 over the VWE. This structure is situated north of the double-deck and Atlantic 6 structures. The five-span structure consists of three built-up, riveted, through plate girders with closely spaced intermediate rolled transverse floorbeams framed between the girders. The girders are aligned with the tracks and designed to reduce the superstructure depth over the VWE. The transverse floorbeams are encased in concrete with 2 inches of cover over the top flange forming the base of the deck needed to carry the ballast and track.

The structure varies from 27 feet 6 inches to 32 feet 6.75 inches wide as measured from the centerline of the exterior girders. The northernmost girder at the east abutment is flared to accommodate a turnout for track leading from the D yard. The total span length for the five spans is 197 feet 8.5 inches.

Double-Deck Structure – BIN 7066687 and BIN 7066688 The double-deck LIRR bridge over the VWE is a steel sawtooth structure carrying 10 tracks. In the sawtooth arrangement, the upper-level tracks cross at a skew to the lower-level tracks. The LIRR Montauk and Mainline structures west of the west abutments are outside the project limits.

The lower-level structure carries Atlantic Tracks 1 through 4 and two Morris Yard tracks (Receiving Yard and westbound Montauk) with an approximate span length of 194 feet. The out-to-out structure width varies from approximately 85 feet to 110 feet. The lower-level tracks are parallel to the girders. The lower-level girders are concrete encased, built-up riveted through girders aligned with the tracks and designed to reduce the superstructure depth over the VWE. The floorbeams frame into the sides of the through girders, are encased within the deck concrete, and carry ballasted tracks.

The upper-level structure carries Mainline Tracks 2 and 4, and Montauk Tracks 1 and 2 with an approximate span length of 197 feet. The out-to-out structure width varies from approximately 65 feet to 110 feet. The upper-level framing is aligned with the lower-level framing, but the tracks cross at a skew to the framing. The upper-level girders are exposed steel deck girders (the exception being the outside faces of the exterior girders, which are concrete encased). The floorbeams seated on top of the deck girders are encased within the deck concrete and carry ballasted tracks.

Atlantic 6 (Freight) – BIN 7076810 The Atlantic 6 structure carries one track that was originally designated for freight traffic over the VWE. However, as part of the East Side Access project, this structure will be designated to carry shuttle traffic between Atlantic Terminal and the new Platform F of Jamaica Station. This structure is situated south of the double-deck and Mainline 1 and 3 structures. The five-span structure consists of two built-


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up riveted deck girders spaced at 6 feet 6 inches apart as measured from the girder centerlines supporting a 10-inch-thick concrete deck. Diaphragms consisting of X-bracing are framed between the two deck girders. A third steel riveted built-up deck girder of similar depth runs parallel to the south deck girder that is used to carry eighteen 4-inch-diameter utility ducts. The 16-foot-wide concrete deck in turns carries ballast and the one track. The total span length for the five spans is 197 feet 8.5 inches.

AirTrain JFK AirTrain JFK is a three-line, 8.1-mile-long people-mover system and elevated railway that serves JFK Airport. The system runs 24/7 service year round and stops at 10 stations, connecting six terminals at the airport with the subway and LIRR at Howard Beach and Jamaica. The Jamaica Station route begins and ends at Jamaica, adjacent to the LIRR with a connection available to Sutphin Boulevard–Archer Avenue–JFK Airport on the New York City subway Archer Avenue Line (E, J, and Z trains). The AirTrain JFK and LIRR stations are connected to the subway station by an elevator bank. Nassau Inter-County Express, MTA, and private buses are available at the station. Heading west from Jamaica, the line towers above the north side of 94th Avenue before curving southward onto the VWE. The segment of line from Jamaica to Federal Circle is approximately 3.1 miles long, mostly running along the median of the VWE.

On the VWE mainline northbound, the minimum vehicle clearance is 16.72 feet, which is between the mainline to the bottom of the AirTrain JFK pier. If the paved raised shoulder is included, the minimum vehicle clearance is 16.60 feet. The column capital for Air Train JFK Pier HBO-51 sticks out into the shoulder slightly in this area. Minimum vehicle clearance at this point is 8.78 feet.

2.3.4 Potential Enhancement Opportunities

This section identifies existing landscape elements within the Study Area to assist in the development of potential enhancement opportunities.

2.3.4.1 Landscape Vegetation within the Study Area is varied, ranging from roadside plantings, community gardens, and large neighborhood parks. The contextual landscape of the project corridor is heavily constructed with a built-up urban fabric and a series of overpasses and transportation infrastructure dominated by the expressway.

Terrain The terrain in the Study Area is rolling terrain.

Unusual Weather Conditions No unusual weather conditions exist within the Study Area that would affect the design and construction of the Project. Snow and ice events experienced within the Study Area during the winter months are typical of the New York region.

Visual Resources Appendix P provides a Visual Impact Assessment Report, which includes a description of the existing visual environment.


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2.3.4.2 Opportunities for Environmental Enhancements There are opportunities for aesthetic enhancements and landscaping within the project corridor.

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