hunts point interstate access improvement project pin x731.55: … · 2018-05-31 · 1 use...

Appendix E

Nonstandard Features

Volume 2 5/18/18 Appendix - Page - 3335

Justification Number

Rev. 04/24/17

PIN: Route No. and Name:

Project Type:

Functional Class: Design Classification (AASHTO Class):

ADT: % Trucks: Terrain:

Type of Feature:

Statewide Accident Rate:

Cost to fully meet standards:

e.g., social, economic, and environmental

1 Use accidents per million vehicle miles (acc/mvm) for linear highway segments; use accidents per million entering vehicles (acc/meh) for intersections.

6. Other Factors

7. Proposed Treatment (i.e., recommendation)

3. Cost Estimates

4. Mitigation

Cost(s) for incremental improvements:

Anticipated accident rates, severity, and costs:

5. Compatibility with Adjacent Segments and Future Plans

e.g., increased superelevation and speed change lane length for a non-standard ramp radius

Is the Nonstandard Feature a contributing factor? From to

Proposed Value:

Existing Value:

Standard Value:

Exhibit 2-15

Nonstandard Feature Justification

Latitude and Longitude (Linear Feature) FROM Lat: Long: TO Lat: Long:

Latitude and Longitude (Point Feature) Lat: Long:

2. Accident Analysis

Location:

1. Description of Nonstandard Feature

Design Speed:

Recommended Speed - Existing:

Current Accident Rate1:

Recommended Speed - Proposed:

I-278 Bruckner Expressway

Reconstruction

133,000

X731.55

Bronx River Drawbridge (Eastern Boulevard Bridge)

40.822615

12 feet wide lane 60 mph


0.57 acc/mvm acc/mev 1.26

Yes No

The existing accident rate with the nonstandard feature is lower than the statewide accident rate. No increases in accident rates, severity, and costs are expected due

to the nonstandard feature. The application of the proposed mitigation measures, including additional signage, pavement markings, and improved lighting and their

attendant crash reduction factors would decrease the crash rate at this location to 0.211 acc/mvm.

$ 150 Million $ 50 Million

Provide additional signage, pavement markings and improve lighting on the bridge.

Adjacent segments will have standard 12' lanes. Retaining 11' lanes at Bronx River Drawbridge will not have adverse impact on future Drawbridge plans. Investigate

the use of pedestrian bridges parallel to existing to provide wider vehicle lanes.

Providing 12' lanes and shoulders will require Bridge replacement including mechanical equipment, existing abutments and provide adequate navigational clearance.

Properties taking and parks access will be impacted. Retaining existing bridge structure will have no adverse impact to any demographic characteristics of the area. No

impact to exsting wildlife and marine life in the Bronx River.

Recommend retaining existing lane width at Drawbridge and transition to adjacent segments. Recommend to provide additional signing and pavement markings.

NHS Non-NHS

Interstate

Level


-73.884748 40.822760 -73.883900

acc/mvm acc/mev

9%

11/01/2013 10/31/2016

National Network/Qualifying Highway Access Highway

Urban Principal Arterial - Interstate

Lane Width


Lawrence.Tse

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Lawrence.Tse

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Exhibit 2-15Nonstandard Feature Justification

Rev. 04/24/17


Project Type:




Type of Feature:

Location:



Standard Value: Design Speed:

Existing Value: Recommended Speed - Existing:

Proposed Value: Recommended Speed - Proposed:


Current Accident Rate1: Statewide Accident Rate:

From to Is the Nonstandard Feature a contributing factor?


3. Cost Estimates

Cost to fully meet standards: Cost(s) for incremental improvements:

4. Mitigation



6. Other Factors e.g., social, economic, and environmental




Reconstruction

133,000

X731.55

Full length of the Project

40.805969

Left: 10ft, Right: 10ft 60 mph

Varies, Left: 0 ft to 4ft and Right 0 ft to 3 ft-5in 50 mph


Yes No

The existing accident rate with the nonstandard features is lower than the statewide accident rate. Increasing the right shoulder width to the standard value where possible is expected to decrease accident rates, severity, and costs in these sections. The crash reduction factor associated with the shoulder widening is expected to reduce the accident rate to 0.479 acc/mvm.

$500 Million Not applicable

Primary purpose of project is to improve access to Hunts Point Food Distribution Center and to rehabilitate existing expressway (including deck replacement and repairs). Widening of existing structure to meet standard for shoulder widths would not be feasible due to physical constraints (private property, buildings, railroad tracks, etc.) on both sides of the expressway. Provide support for breakdowns and emergencies through indcident management system (VMS/ITS), standby oncall towing service.

Bridge structure is compatible with adjacent segments. Widening of structures would impact future plans to build a Metro North Station by Hunts Point Ave.

Widening of the bridge structure will impact adjacent railroads (Amtrak - Northeast Corridor, CSX and NYCT #6 line). Modification of existing piers will impact Bruckner Blvd below, which includes a bicycle facility.

Maintain existing 4ft left and 4ft-6in right shoulder widths from E141st Street to Tiffany Street. Provide 4ft left and standard 10ft right shoulder from Tiffany Street to Hunts Point Ave. Provide 4ft left and 4ft-6in right shoulders from Hunts Point Ave to Longfellow Ave (Bruckner-Sheridan Interchange). At the sharp curve increase the inner curve from 1ft to 8ft to improve stopping sight distance. No shoulders on Drawbridge see non-standard justification on lane width for drawbridge. Retain existing elsewhere.

NHS Non-NHS

Interstate

Level

Varies, Left: 0 ft to 4ft and Right 0 ft to 10ft 50 mph

-73.909094 40.823544 -73.878869

acc/mvm acc/mev

9%

11/01/2013 10/31/2016



Shoulder Width



Rev. 04/24/17


Project Type:



Type of Feature:






4. Mitigation



6. Other Factors






3. Cost Estimates




Exhibit 2-15



Location:




Reconstruction

133,000

X731.55

Bruckner-Sheridan Interchange / Bridges carrying Bruckner Expressway over Amtrak/CSX

1200 ft for emax = 8% 60 mph

250 ft 25 mph


Yes No

The existing accident rate with the nonstandard feature is lower than the statewide accident rate. Increasing the horizontal curve radius and shoulder width at the

sharp curve would improve stopping sight distance. The proposed mitigation to increase stopping sight distance is expected to decrease accident rates, severity, and

costs at this location, resulting in a projected accident rate of 0.583 acc/mvm after application of the appropriate crash reduction factor.

$ 700 Million Not applicable

Primary purpose of project is to improve access to Hunts Point Food Distribution Center and to rehabilitate existing expressway (including deck replacement and

repairs). Widening of existing structure to meet standard for shoulder widths would not be feasible due to physical constraints (private property, buildings, railroad

tracks, etc.) on both sides of the expressway. Provide advanced warning signage of sharp curve, increase shoulder width at the sharp curve to improve stopping sight

distance.

Widening the expressway from two lanes to three lanes and the removal of non-redundant truss bridges will allow for continues three lanes expressway. Rebuilding

the curve and bridge over the railroads will allow for improved vertical clearance over the railroads. Proposed flatter radius, grades and shoulders will improve

interchange safety and operations.

Achieving standard values would not be feasible due to physical constraints (private property, buildings, businesses, school, etc.) on both sides of the expressway.

Achieving standard values will also impact adjacent railroads (Amtrak-Northeast Corridor, CSX and NYCT #6 subway line).

Project goal is to provide 6 continuous lanes from Hunts Point Ave to Whittier Street along with reconfigure the Bruckner Sheridan interchange to remove the left

hand entrance ramp. Several improvements are proposed including flatter horizontal curvature, shoulders, improved Sight distance, improved grades, removal of

non-redundant truss bridge and improved vertical clearance over the railroad.

NHS Non-NHS

Interstate

Level

490 ft 35 mph

40.822387 -73.887069

acc/mvm acc/mev

9%

11/01/2013 10/31/2016



Horiznotal Curve Radius


Lawrence.Tse

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Lawrence.Tse

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Rev. 04/24/17


Project Type:



Type of Feature:





Exhibit 2-15



Location:










3. Cost Estimates


4. Mitigation



6. Other Factors



Reconstruction

133,000

X731.55


8 % 60 mph

4% 25 mph


Yes No


sharp curve would improve stopping sight distance. The proposed increase in stopping sight distance is expected to decrease accident rates, severity, and costs at this

location, resulting in a projected accident rate of 0.583 acc/mvm after application of the appropriate crash reduction factor.

$ 1 Billion Not applicable

Provide additional signage, pavement markings and improve lighting on the bridge.




Achieving standard values would not be feasible due to physical constraints (New York State Route 895 Viaduct above and railroads below) Achieving standard values

will also impact adjacent railroads (Amtrak-Northeast Corridor, CSX and NYCT #6 subway line).




NHS Non-NHS

Interstate

Level

6% 35 mph

40.822387 -73.887069

acc/mvm acc/mev

9%

11/01/2013 10/31/2016



Superelevation


Lawrence.Tse

Snapshot

Lawrence.Tse

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Lawrence.Tse

Snapshot


Rev. 04/24/17


Project Type:



Type of Feature:





Exhibit 2-15



Location:










3. Cost Estimates


4. Mitigation



6. Other Factors



Reconstruction

133,000

X731.55


570 ft 60 mph

125ft (Horizontal) and 293ft (Vertical) 25 mph


Yes No


sharp curve would improve stopping sight distance. The increase in stopping sight distance is expected to decrease accident rates, severity, and costs at this location,

resulting in a projected accident rate of 0.583 acc/mvm after application of the appropriate crash reduction factor.


For horizontal stopping sight distance post advanced warning signage of sharp curve similar to existing conditions At the sharp curve increase the shoulder width from

1ft to 8ft to improve stopping sight distance. For vertical stopping sight distance post speed reduction signs and improve lighting conditions.




Achieving standard values would not be feasible due to physical constraints (private property, buildings, businesses, school, etc.) on both sides of the expressway.

Achieving standard values will also impact adjacent railroads (Amtrak-Northeast Corridor, CSX and NYCT #6 subway line).




NHS Non-NHS

Interstate

Level


40.822387 -73.887069

acc/mvm acc/mev

9%

11/01/2013 10/31/2016



Stopping Sight Distance (Horizontal and Vertical)


Lawrence.Tse

Snapshot

Lawrence.Tse

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Lawrence.Tse

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Rev. 04/24/17


Project Type:




Type of Feature:

Location:










3. Cost Estimates


4. Mitigation







Reconstruction

133,000

X731.55


570 ft 60 mph

250ft (Vertical) 25 mph


Yes No

The existing accident rate with the nonstandard feature is lower than the statewide accident rate. Increasing the vertical curve would improve stopping sight distance. The increase in stopping sight distance is expected to decrease accident rates, severity, and costs at this location, resulting in a projected accident rate of 0.583 acc/mvm after application of the appropriate crash reduction factor.


Provide advanced warning signage of changes to grad, similar to existing conditions. improve grades at the Bruckner-Sheridan Interchange from existing 7% to 5%. improve superelevation at the Bruckner-Sheridan Interchange from 1% at truss bridge to 4%

Widening the expressway from two lanes to three lanes and the removal of non-redundant truss bridges will allow for continues three lanes expressway. Rebuilding the curve and bridge over the railroads will allow for improved vertical clearance over the railroads. Proposed flatter radius, grades and shoulders will improve interchange safety and operations. For vertical stopping sight distance post speed reduction signs and improve lighting conditions.

Achieving standard values would not be feasible due to physical constraints (private property, buildings, businesses, school, etc.) on both sides of the expressway. Achieving standard values will also impact adjacent railroads (Amtrak-Northeast Corridor, CSX and NYCT #6 subway line).

Project goal is to provide 6 continuous lanes from Hunts Point Ave to Whittier Street along with reconfigure the Bruckner Sheridan interchange to remove the left hand entrance ramp. Several improvements are proposed including flatter horizontal curvature, shoulders, improved Sight distance, improved grades, removal of non-redundant truss bridge and improved vertical clearance over the railroad.

NHS Non-NHS

Interstate

Level

360ft (Vertical) 35 mph

40.820063 -73.890456

acc/mvm acc/mev

9%

11/01/2013 10/31/2016



Stopping Sight Distance (Vertical)




Rev. 04/24/17


Project Type:




Type of Feature:

Location:










3. Cost Estimates


4. Mitigation







Reconstruction

133,000

X731.55

Bruckner-Sheridan Interchange, Ramp after Hunts Point Ave

3%, allowable 4% in Urban Areas 60 mph

7% 25 mph


Yes No

Decreasing the existing grade from 7% to 5% and improving the superelevation at the Bruckner-Sheridan Interchange is expected to decrease accident rates, severity, and costs at this location. Upon application of the appropriate crash reduction factor for the proposed mitigation measures, an accident rate of 0.927 is anticipated.


Provide advanced warning signage of sharp curve similar to existing conditions. improve grades at the Bruckner-Sheridan Interchange from existing 7% to 5%. improve superelevation at the Bruckner-Sheridan Interchange from 1% at truss bridge to 4%

Widening the expressway from two lanes to three lanes and the removal of non-redundant truss bridges will allow for continues three lanes expressway. Rebuilding the curve and bridge over the railroads will allow for improved vertical clearance over the railroads. Proposed flatter radius, grades and shoulders will improve interchange safety and operations. For vertical stopping sight distance post speed reduction signs and improve lighting conditions.

Achieving standard values would not be feasible due to physical constraints (private property, buildings, businesses, school, etc.) on both sides of the expressway. Achieving standard values will also impact adjacent railroads (Amtrak-Northeast Corridor, CSX and NYCT #6 subway line).

Project goal is to provide 6 continuous lanes from Hunts Point Ave to Whittier Street along with reconfigure the Bruckner Sheridan interchange to remove the left hand entrance ramp. Several improvements are proposed including flatter horizontal curvature, shoulders, improved Sight distance, improved grades, removal of non-redundant truss bridge and improved vertical clearance over the railroad.

NHS Non-NHS

Interstate

Level

5% 35 mph

40.820573 -73.889812

acc/mvm acc/mev

9%

11/01/2013 10/31/2016



Maximum Grade



Rev. 04/24/17


Project Type:



Type of Feature:






4. Mitigation



6. Other Factors






3. Cost Estimates




Exhibit 2-15



Location:



Ramp from Edgewater Road to Route-895 (Ramp ESN and ESS)

New Ramp Construction

ESN: 8,400; ESS:12,000

X731.55

From ES 23+50 to end

18 ft 25 mph

N/A N/A

N/A acc/mvm acc/mev

Yes No

Not applicable. This is a new ramp.


Provide wider shoulders at the curves to improve stopping sight distance. Provide advance warning signs at curves and advise use of a slower speed.

Future provisions could remove the median barrier to convert the ramp into a two-way ramp to provide a wide traveled way width.

Widening of the bridge structure will impact adjacent railroads (Amtrak-Northeast Corridor, CSX and NYCT #6 subway line). Route-895 (Sheridan) will also need to be

widened to acommodate a wider ramp. Severe ROW impacts will affect several businesses along Edgewater Road and on Bruckner Blvd. Park access to Garrison Park

will be affected as well.

Since Route-895 (Sheridan) is located between NYCT-#6 Line and Amtrak-Northeast Corridor there are ROW limitations, a 18 ft wide lane cannot be accommodated to

fit all 4 ramps (ESN, ESS, SN and SS) with in the ROW limits.

NHS Non-NHS

Ramps for Grade-Separated Highways

Level

16 ft 20mph

acc/mvm acc/mev

ESN: 22%; ESS: 28%

N/A N/A


Other Roadways - Urban Turning Roadways

Traveled Way Width



Rev. 04/24/17


Project Type:



Type of Feature:





Exhibit 2-15



Location:










3. Cost Estimates


4. Mitigation



6. Other Factors




ESN: 8,400; ESS:12,000

X731.55

ES 17+00 to ES 23+50

27 ft 25 mph

N/A N/A

N/A acc/mvm acc/mev

Yes No



Provide additional signage, pavement markings and improve lighting on roadway.

Section wil taper to a wider section with a Concrete Median Barrier.

Widening of the roadway will require removal of travel lanes on Edgewater Road. Impacts to adjacent businesses. Sidewalk and pedestrian access may be impacted

affecting access into Garrison Park. CSX Freight line can be be affected as well.

Recommend to have 12 feet travel lanes and a wider shoulder width.

NHS Non-NHS


Level

24 ft 20mph

acc/mvm acc/mev

ESN: 22%; ESS: 28%

N/A N/A



Traveled Way Width



Rev. 04/24/17


Project Type:



Type of Feature:






4. Mitigation



6. Other Factors






3. Cost Estimates




Exhibit 2-15



Location:





ESN: 8,400; ESS:12,000

X731.55

ES 23+50 to end


N/A N/A

N/A acc/mvm acc/mev

Yes No



Provide wider shoulders at the curves to improve stopping sight distance. Provide advance warning signs at curves and advise use of a slower speed.

Future provisions could remove the median barrier to convert the ramp into a two-way ramp to provide a wide traveled way width.

Widening of the bridge structure will impact adjacent railroads (Amtrak-Northeast Corridor, CSX and NYCT #6 subway line). Route-895 (Sheridan) will also need to be

widened to acommodate a wider ramp. Severe ROW impacts will affect several businesses along Edgewater Road and on Bruckner Blvd. Park access to Garrison Park

will be affected as well.

Since Route-895 (Sheridan) is located between NYCT-#6 Line and Amtrak-Northeast Corridor there are ROW limitations, a 18 ft wide lane cannot be accommodated to

fit all 4 ramps (ESN, ESS, SN and SS) with in the ROW limits.

NHS Non-NHS


Level

Left: 1 to 4 ft, Right: 2 ft to 6ft 20mph

acc/mvm acc/mev

ESN: 22%; ESS: 28%

N/A N/A



Shoulder Width



Rev. 04/24/17


Project Type:



Type of Feature:






4. Mitigation



6. Other Factors






3. Cost Estimates




Exhibit 2-15



Location:



Ramp from Edgewater Road to Route-895 (Ramp ESS and ESN)


ESN: 8,400; ESS:12,000

X731.55

ES 17+00 to ES 23+50


N/A N/A

N/A acc/mvm acc/mev

Yes No




Section wil taper to a wider section with a Concrete Median Barrier.

Widening of the roadway will require removal of travel lanes on Edgewater Road. Impacts to adjacent businesses. Sidewalk and pedestrian access may be impacted

affecting access into Garrison Park. CSX Freight line can be be affected as well.

Recommend to have 12 feet travel lanes and a wider shoulder width.

NHS Non-NHS


Level

Median: 0 ft and Right: 3 ft 20mph

acc/mvm acc/mev

ESN: 22%; ESS: 28%

N/A N/A



Shoulder Width



Rev. 04/24/17


Project Type:



Type of Feature:






4. Mitigation



6. Other Factors






3. Cost Estimates




Exhibit 2-15



Location:



Ramp from Bruckner Expressway to Route 895 (Ramp SN)


20,000

X731.55

From SN 120+00 to End

Left: 4 ft, Right: 6 ft 40 mph

N/A N/A

N/A acc/mvm acc/mev

Yes No




Compatible with bridge structures and Route 895 roadway.

Widening of the retaining wall structure will impact adjacent railroads (Amtrak-Northeast Corridor, CSX and NYCT #6 subway line).

Since Ramp SN is located between NYCT-#6 Line and Amtrak-Northeast Corridor there are ROW limitations, standard shoulders cannot be accommodated to fit all 4

ramps (ESN, ESS, SN and SS) with in the ROW limits.

NHS Non-NHS


Level

Left and Right: 2 ft 35 mph

acc/mvm acc/mev

9%

N/A N/A



Shoulder Width




Rev. 04/24/17


Project Type:




Type of Feature:

Location:










3. Cost Estimates


4. Mitigation






Ramp from NB Route 895 to Westchester Avenue

Reconstruction

12,000

X731.55

Full length of the Ramp

27 ft 30 mph

12 ft (Single Lane) 25 mph


Yes No

The reconstructed ramp would include one additional lane as compared to the existing ramp. The reduction in queue lengths and the addition of the new lane is anticipated to reduce accident rates, severity, and costs, resulting in a projected accident rate of 0.77 acc/mev after application of the appropriate crash reduction factor.


Use of proper signage and pavement markings to direct drivers to the intended travel path and destination.

Due to the geometry at Westchester Avenue, it is not recommended to widen the ramp to standard widths including shoulders to avoid impact to NYCT elevated structure and Westchester Avenue bridge spanning over Sheridan Boulevard.

Widening of the structure will impact adjacent roadway, Sheridan Boulevard, requiring removal of travel lanes. Will impact adjacent railroads (Amtrak-Northeast Corridor, CSX and NYCT #6 subway line).

Due to impact to adjacent roadway, standard shoulders cannot be accommodated. Given that one travel lane is not enough to accommodate the traffic through the ramp, two lanes will be recommended.

NHS Non-NHS


Level

22 ft 25 mph

acc/mvm acc/mev

10%

8/1/2011 7/31/2014



Traveled Lane Width



Rev. 04/24/17


Project Type:



Type of Feature:






4. Mitigation



6. Other Factors






3. Cost Estimates




Exhibit 2-15



Location:



Ramp from Route 895 to Bruckner Expressway (Ramp SS)


17,000

X731.55

From SS 118+00 to End

Left: 4 ft, Right: 6 ft 40 mph

N/A N/A

N/A acc/mvm acc/mev

Yes No




Compatible with bridge structures and Route 895 roadway.

Widening of the retaining wall structure will impact adjacent railroads (Amtrak-Northeast Corridor, CSX and NYCT #6 subway line).

Since Ramp SN is located between NYCT-#6 Line and Amtrak-Northeast Corridor there are ROW limitations, standard shoulders cannot be accommodated to fit all 4

ramps (ESN, ESS, SN and SS) with in the ROW limits.

NHS Non-NHS


Level

Left: 1ft -6 in Right: 6 ft 35 mph

acc/mvm acc/mev

12%

N/A N/A



Shoulder Width



Rev. 04/24/17


Project Type:



Type of Feature:






4. Mitigation



6. Other Factors






3. Cost Estimates




Exhibit 2-15



Location:



Ramp from I-278 Bruckner Expressway to Leggett Ave

New Construction

25,000

X731.55



N/A

N/A acc/mvm acc/mev 0.18

Yes No




Restricting width of the ramp will allow for potential bicycle facilities along Bruckner Boulevard.

Widening of the structure will impact adjacent roadway, Bruckner Blvd, requiring removal of travel lanes and/or parking impacting businesses access requring parking

and/or loading areas.

Due to impact to adjacent roadway, standard shoulders cannot be accommodated. Given that one travel lane is not enough to accommodate the traffic through the

ramp, two lanes will be recommended.

NHS Non-NHS


Level

Left: 1 ft and Right 1 ft 30 mph

acc/mvm acc/mev

10%



Shoulder Width



Rev. 04/24/17


Project Type:



Type of Feature:






4. Mitigation



6. Other Factors






3. Cost Estimates




Exhibit 2-15



Location:



Ramp from Leggett Ave to I-278 Bruckner Expressway

New Construction

4,000

X731.55



N/A

N/A acc/mvm acc/mev 0.17

Yes No




Restricting width of the ramp will allow for potential bicycle facilities along Bruckner Boulevard.

Widening of the structure will impact adjacent roadway, Bruckner Blvd, requiring removal of travel lanes and/or parking impacting businesses access requring parking

and/or loading areas.

Due to impact to adjacent roadway, standard shoulders cannot be accommodated. Given that the provided travel lane width is above standards (Refer to HDM Section

2 Exhibit 2-9) It is recommended to narrow the left shoulder.

NHS Non-NHS


Level

Left: 3 ft and Right 4 ft 30 mph

acc/mvm acc/mev

38%



Shoulder Width



Rev. 04/24/17


Project Type:



Type of Feature:





Exhibit 2-15



Location:










3. Cost Estimates


4. Mitigation



6. Other Factors


Bruckner Bouelvard

Reconstruction

38,000

X731.55

Full Length of Project (East 141st Street to Wheeler Avenue)

40.822615


11 feet wide lane 25mph


Yes No






Adjacent and existing segments have 11' lanes. Retaining 11' will not have any impact on adjacent segments. Using 11' travel lanes along Bruckner Blvd provide traffic

calming and applies to NYC Vision Plans.

Widening of the roadway will impact parking lanes , requiring removal of travel lanes and/or parking impacting businesses access requiring parking and/or loading

areas. Sidewalk and pedestrian access may be impacted as well. Modifications to Bruckner Expressway Viaduct substructure may be required as columns are located

on the median of Bruckner Blvd.

Recommend retaining existing roadway width. Recommend to provide additional signing and pavement markings.

NHS Non-NHS

Arterial - Urban

Level


-73.884748 40.822760 -73.883900

acc/mvm acc/mev

15%

11/01/2013 10/31/2016


Urban Principal Arterial - Other

Lane Width


Lawrence.Tse

Snapshot

Lawrence.Tse

Snapshot

Lawrence.Tse

Snapshot


Rev. 04/24/17


Project Type:



Type of Feature:





Exhibit 2-15



Location:










3. Cost Estimates


4. Mitigation



6. Other Factors


Bruckner Bouelvard

Reconstruction

38,000

X731.55

Full Length of Project (East 141st Street to Wheeler Avenue)

40.822615

5 feet Right Shoulder 30 mph

No Shoulders 25mph


Yes No






Adjacent and existing segments does not have shoulders. Retaining features will not have any impact on adjacent segments.

Widening of the roadway will impact parking lanes , requiring removal of travel lanes and/or parking impacting businesses access requring parking and/or loading

areas. Sidewalk and pedestrian access may be impacted as well. Modifications to Bruckner Expressway Viaduct substructure may be required as columns are located

on the median of Bruckner Blvd.


NHS Non-NHS

Arterial - Urban

Level

No Shoulders 25 mph

-73.884748 40.822760 -73.883900

acc/mvm acc/mev

15%

11/01/2013 10/31/2016



Shoulder Width


Lawrence.Tse

Snapshot

Lawrence.Tse

Snapshot

Lawrence.Tse

Snapshot


Rev. 04/24/17


Project Type:



Type of Feature:






4. Mitigation



6. Other Factors






3. Cost Estimates




Exhibit 2-15



Location:



Bruckner Boulevard

Reconstruction

38,000

X731.55

Bridges carrying Bruckner Expressway over Amtrak/CSX

250ft for 65mph and emax = 4% 30 mph

167 ft 25 mph


Yes No

The existing accident rate with the nonstandard features is lower than the statewide accident rate. Increasing the horizontal curve radius would improve stopping

sight distance and is expected to decrease accident rates, severity, and costs at this location, with an anticipated accident rate of 0.313 acc/mvm after application of

the improved sight distance crash reduction factor.


Provide advanced warning signage of sharp curve similar to existing conditions, however The proposed horizontal curve radius will be improved from existing

condition.

Rebuilding the bridge over the railroads will provide continuous 6 lanes expressway and will reduce truck traffic on Bruckner Blvd.

Achieving standard values would not be feasible due to physical constraints (private property, buildings, businesses, school, Parks, Railroad etc.) on both sides of the

Bruckner Blvd. Project will provide enhanced pedestrian safety, bicycle facilities and improved access to parks.

Project goal is to provide highway access to Hunts Point Pennisula and reduce truck traffic on the Bruckner Blvd. Project will provide enhanced pedestrian safety,

bicycle facilities and improved access to parks.

NHS Non-NHS

Arterial - Urban

Level

232 ft 25 mph

40.822387 -73.887069

acc/mvm acc/mev

15%

11/01/2013 10/31/2016



Horizontal Curve Radius


Lawrence.Tse

Snapshot

Lawrence.Tse

Snapshot

Lawrence.Tse

Snapshot


Rev. 04/24/17


Project Type:



Type of Feature:






4. Mitigation



6. Other Factors






3. Cost Estimates




Exhibit 2-15



Location:



Bruckner Boulevard

Reconstruction

38,000

X731.55

Bridges carrying Bruckner Expressway over Amtrak/CSX

200 ft 30 mph

110 ft (Horizontal) and 250ft (Vertical) 25 mph


Yes No

The existing accident rate with the nonstandard features is lower than the statewide accident rate. Increasing the horizontal curve radius would improve stopping

sight distance and is expected to decrease accident rates, severity, and costs at this location, with an anticipated accident rate of 0.313 acc/mvm after application of

the improved sight distance crash reduction factor.


Provide advanced warning signage of sharp curve similar to existing conditions, however The proposed SSD will be improved from existing condition.

Rebuilding the bridge over the railroads to provide adequate clearance over the railroad.

Achieving standard values will impact adjacent railroads (Amtrak-Northeast Corridor and CSX) Severe ROW impacts will occur affecting several businesses and a

school.

Improve clearance over the railroad. Provide several improvements to the sharp curve and bridges over the railroad.

NHS Non-NHS

Urban Arterial

Level


40.822387 -73.887069

acc/mvm acc/mev

15%

11/01/2013 10/31/2016



Stopping Sight Distance (Horizontal and Vertical)


Lawrence.Tse

Snapshot

Lawrence.Tse

Snapshot

Lawrence.Tse

Snapshot


Rev. 04/24/17


Project Type:



Type of Feature:





Exhibit 2-15



Location:










3. Cost Estimates


4. Mitigation



6. Other Factors


Edgewater Road

3R

16,000

X731.55

Full Length of Project (Bruckner Blvd to Lafayette Avenue)

40.822486


12 feet wide lane 25mph


Yes No

Providing additional signage, pavement markings, and improved lighting is expected to decrease accident rates, severity, and costs at this location. Upon application

of the appropriate crash reduction factor for the proposed mitigation measures, an accident rate of 2.78 acc/mvm is anticipated.



Adjacent and existing segments have 12' lanes. Retaining 12' will not have any impact on adjacent segments.


areas. Sidewalk and pedestrian access may be impacted as well. Impact to adjacent CSX freight line. Access into parks (Garrison Park and Hunts Point Riverside Park)

well be affected.


NHS Non-NHS

Arterial - Urban

Level


-73.885088 40.817317 -73.883260

acc/mvm acc/mev

20%

11/01/2013 10/31/2016



Lane Width


Lawrence.Tse

Snapshot

Lawrence.Tse

Snapshot

Lawrence.Tse

Snapshot


Rev. 04/24/17


Project Type:



Type of Feature:





Exhibit 2-15



Location:










3. Cost Estimates


4. Mitigation



6. Other Factors


Edgewater Road

3R

16,000

X731.55

Full Length of Project (Bruckner Blvd to Lafayette Avenue)

40.822486

5 feet right shoulder 30 mph

no shoulders 25mph


Yes No

Providing additional signage, pavement markings, and improved lighting is expected to decrease accident rates, severity, and costs at this location. Upon application

of the appropriate crash reduction factor for the proposed mitigation measures, an accident rate of 2.78 acc/mvm is anticipated.



Adjacent and existing segments does not have shoulders. Retaining features will not have any impact on adjacent segments.


areas. Sidewalk and pedestrian access may be impacted as well. Impact to adjacent CSX freight line. Access into parks (Garrison Park and Hunts Point Riverside Park)

well be affected.


NHS Non-NHS

Arterial - Urban

Level

no shoulders 25 mph

-73.885088 40.817317 -73.883260

acc/mvm acc/mev

20%

11/01/2013 10/31/2016



Shoulder Width


hunts point interstate access improvement project pin x731.55: … · 2018-05-31 · 1 use...

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