Van Wyck Expressway Capacity and Access Improvements to JFK Airport Project FDR/FEIS

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

CHAPTER 2 Project Context

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

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 The JFK Vision Plan identified the need to improve and increase transportation access to and from JFK Airport. Regarding roadway improvements, the plan specifically includes the recommendation to expand the VWE from three lanes to four lanes in each direction (utilizing existing right-of-way), with the fourth lane potentially utilized as a managed-use lane dedicated exclusively to airport traffic, such as express bus service and other high-occupancy vehicles.

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). The Draft Design Report/Draft Environmental Impact Statement (DDR/DEIS) was released to the public on February 1, 2019 (https://www.dot.ny.gov/vwe/reports-documents).

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

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2.2 TRANSPORTATION PLANS AND LAND USE

The Project is included in the currently conforming Transportation Improvement Program (TIP) and Regional Transportation Plan (RTP), per 40 CFR 93.109 and 40 CFR 93.115, 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.

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 • LIRR 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

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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 the 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 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 Northbound 46 51 Jamaica Avenue Southbound 52.5 56.5 Van Wyck Expressway at Northbound — — Liberty Avenue Southbound 51.5 57.5 Van Wyck Expressway at Northbound 51 56.5 Foch Boulevard 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) Traffic Volumes Percentage (%) Vehicle Type 7-8 AM 8-9 AM Total (7-9AM) 7-8 AM 8-9 AM Total (7-9AM) VWE at GCP on-ramp (SB) 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% VWE at GCP off-ramp (NB) Auto 2213 1919 4132 92% 89% 90% Truck 86 132 218 4% 6% 5% Tractor-Trailer 63 69 132 2% 3% 3% Bus 50 34 84 2% 2% 2% Total 2412 2154 4566 100% 100% 100%

Table 2-9. Existing: VWE Mainline Mode Share (PM Peak Hour) Traffic Volumes Percentages (%) Vehicle Type 4-5 PM 5-6 PM Total (4-6PM) 4-5 PM 5-6 PM Total (4-6PM) VWE at GCP on-ramp (SB) Auto 1748 1879 3627 89% 91% 90% Truck 176 163 339 9% 8% 8% Tractor-Trailer 43 25 68 2% 1% 2% Bus 8 9 17 0% 0% 0% Total 1975 2076 4051 100% 100% 100% VWE at GCP off-ramp (NB) Auto 2250 2491 4741 89% 92% 90% Truck 174 144 318 7% 5% 6% Tractor-Trailer 53 41 94 2% 2% 2% Bus 48 31 79 2% 1% 2% Total 2525 2707 5232 100% 100% 100%

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

2-9 Van Wyck Expressway Capacity and Access Improvements to JFK Airport Project FDR/FEIS PIN X735.82 CHAPTER 2. PROJECT CONTEXT 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 • 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

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• 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 apart. • 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 Density Range Level of Service (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)

LOS A LOS B LOS C LOS D LOS E LOS F * 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 * For Mainline, LOS is determined from VISSIM, and may not be a true representation of HCM methodology LOS

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

LOS A LOS B LOS C LOS D LOS E LOS F * For Mainline, LOS is determined from VISSIM, and may not be a true representation of HCM methodology LOS

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

LOS A LOS B LOS C LOS D LOS E LOS F * For Mainline, LOS is determined from VISSIM, and may not be a true representation of HCM methodology LOS

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,

2-15 Van Wyck Expressway Capacity and Access Improvements to JFK Airport Project FDR/FEIS PIN X735.82 CHAPTER 2. PROJECT CONTEXT 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 Average Speed Average Travel Time Average Delay (miles) (mph) (minutes) (minutes) Northbound 2.5 12.4 19.8 15.2 AM Southbound 0.0* 28.6 8.6 4.0 Northbound 2.2 16.7 14.7 10.1 PM 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 Control Delay (s/veh) Level of Service 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 one northbound intersection fell below LOS D (Atlantic 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. The City Environmental Quality Review (CEQR) analysis results for city owned intersections are presented in Appendix B.

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Table 2-17. Existing Service Road Level of Service and Delay (Southbound) AM PEAK PERIOD PM PEAK PERIOD Lane Group Approach Intersection Lane Group Approach Intersection Intersection Lane Delay Delay Delay Delay Delay Delay Name Approach Group (seconds) LOS (seconds) LOS (seconds) LOS (seconds) LOS (seconds) LOS (seconds) LOS L 34 C 26 C Southbound T 31 C 32 C 30 C 29 C Southbound Van TR 31 C 30 C Wyck Expy Service T 35 C 29 C 34 C 28 C Rd and Hillside Eastbound 35 C 34 C Ave TR 35 C 34 C L 35 C 37 D Westbound 17 B 20 B T 9 A 9 A LT 43 D 52 D Southbound T 43 D 43 D 52 D 52 D Southbound Van Wyck Expy Service TR 43 D 52 D 41 D 39 D Rd and Jamaica Eastbound TR 19 B 19 B 19 B 19 B Ave L 101 F 77 E Westbound 54 D 38 D T 14 B 14 B LT 76 E 83 F Southbound T 76 E 76 E 83 F 83 F Southbound Van TR 76 E 83 F Wyck Expy Service T 25 C 50 D 33 C 53 D Rd and Atlantic Eastbound 25 C 33 C Ave TR 25 C 33 C L 20 C 27 C Westbound 11 B 17 B LT 8 A 15 B LT 13 B 15 B Southbound T 13 B 13 B 15 B 15 B Southbound Van TR 13 B 15 B Wyck Expy Service 25 C 17 B Rd and 101st Ave Eastbound TR 45 D 45 D 26 C 26 C LT 17 B 13 B Westbound 17 B 13 B T 17 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) AM PEAK PERIOD PM PEAK PERIOD Lane Group Approach Intersection Lane Group Approach Intersection Intersection Lane Delay Delay Delay Delay Delay Delay Name Approach Group (seconds) LOS (seconds) LOS (seconds) LOS (seconds) LOS (seconds) LOS (seconds) LOS LT 19 B 20 C Southbound T 19 B 19 B 20 C 20 C Southbound Van TR 19 B 20 C Wyck Expy Service T 110 F 46 D 95 D 41 D Eastbound 110 F 95 F Rd and Liberty Ave TR 110 F 95 D L 27 C 34 C Westbound 19 B 27 C LT 15 B 24 C LT 14 B 15 B Southbound T 14 B 14 B 15 B 15 B Southbound Van TR 14 B 15 B Wyck Expy Service 26 C 20 B Rd and 109th Ave Eastbound TR 27 C 27 C 24 C 24 C L 60 E 40 D Westbound 37 D 25 C T 28 C 14 B LT 21 C 22 C Southbound T 21 C 21 C 22 C 22 C Southbound Van TR 21 C 22 C Wyck Expy Service T 29 C 20 C 27 C 20 B Rd and Linden Eastbound 29 C 27 C Blvd TR 29 C 27 C L 20 C 16 B Westbound 13 B 11 B T 10 B 8 A LT 13 B 14 B Southbound T 13 B 13 B 14 B 14 B Southbound Van TR 13 B 14 B Wyck Expy Service T 20 B 31 C 19 B 14 B Eastbound 20 B 19 B Rd and Foch Blvd TR 20 B 19 B LT 46 D 12 B Westbound 46 D 12 B T 46 D 12 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) AM PEAK PERIOD PM PEAK PERIOD Lane Group Approach Intersection Lane Group Approach Intersection Intersection Lane Delay Delay Delay Delay Delay Delay Name Approach Group (seconds) LOS (seconds) LOS (seconds) LOS (seconds) LOS (seconds) LOS (seconds) LOS LT 23 C 22 C Southbound T 23 C 23 C 22 C 22 C Southbound Van TR 23 C 22 C Wyck Expy Service T 29 C 29 C 27 C 21 C Rd and Rockaway Eastbound 29 C 27 C Blvd TR 29 C 27 C L 39 D 20 B Westbound 33 C 12 B T 32 C 10 A LT 8 A 8 A Southbound T 8 A 8 A 8 A 8 A Southbound Van TR 8 A 8 A Wyck Expy Service 81 F 72 E Rd d and 133rd Ave Eastbound TR 27 C 27 C 26 C 26 C L 115 F 36 D Westbound 111 F 100 F T 109 F 113 F Southbound Van Southbound R 32 C 32 C 53 D 53 D Wyck Expy Exit 34 C 38 D 1W at N Conduit Westbound T 35 C 35 C 28 C 28 C Road 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) AM PEAK PERIOD PM PEAK PERIOD Lane Group Approach Intersection Lane Group Approach Intersection Intersection Lane Delay Delay Delay Delay Delay Delay Name Approach Group (seconds) LOS (seconds) LOS (seconds) LOS (seconds) LOS (seconds) LOS (seconds) LOS LT 43 D 42 D Northbound T 43 D 42 D 42 D 42 D Northbound Van R 40 D 42 D Wyck Expy Service L 119 F 34 C 32 C 26 C Rd and Hillside Eastbound 38 D 13 B Ave T 13 B 4 A T 23 C 20 C Westbound 23 C 20 C TR 23 C 20 C LT 51 D 63 E Northbound T 51 D 51 D 63 E 63 E Northbound Van TR 51 D 63 E Wyck Expy Service L 5 A 30 C 8 A 36 D Rd and Jamaica Eastbound 5 A 4 A Ave T 5 A 3 A T 18 B 19 B Westbound 18 B 19 B TR 18 B 19 B LT 37 D 68 E Northbound T 37 D 37 D 68 E 68 E Northbound Van TR 37 D 68 E Wyck Expy Service L 117 F 42 D 91 F 58 E Rd and Atlantic Eastbound 62 E 52 D Ave T 7 A 3 A T 30 C 35 C Westbound 30 C 35 C TR 30 C 35 C LT 19 B 17 B Northbound T 19 B 19 B 17 B 17 B Northbound Van TR 19 B 17 B Wyck Expy Service 23 C 20 C st LT 30 C 19 B Rd and 101 Ave Eastbound 30 C 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) AM PEAK PERIOD PM PEAK PERIOD Lane Group Approach Intersection Lane Group Approach Intersection Intersection Lane Delay Delay Delay Delay Delay Delay Name Approach Group (seconds) LOS (seconds) LOS (seconds) LOS (seconds) LOS (seconds) LOS (seconds) LOS LT 28 C 42 D Northbound T 28 C 28 C 42 D 42 D Northbound Van TR 28 C 42 D Wyck Expy Service L 86 F 57 E 38 D 49 D Eastbound 80 E 21 C Rd and Liberty Ave LT 78 E 14 B T 92 F 94 F Westbound 92 F 94 F TR 92 F 94 F LT 22 C 20 C Northbound T 22 C 22 C 20 C 20 C Northbound Van TR 22 C 20 C Wyck Expy Service 23 C 21 C th L 21 C 23 C Rd and 109 Ave Eastbound 22 C 19 B T 22 C 18 B Westbound TR 29 C 29 C 27 C 27 C LT 58 E 45 D Northbound T 58 E 58 E 45 D 45 D Northbound Van TR 58 E 45 D Wyck Expy Service L 51 D 49 D 29 C 38 D Rd and Linden Eastbound 39 D 24 C Blvd T 34 C 22 C T 33 C 30 C Westbound 33 C 30 C TR 33 C 30 C LT 20 C 18 B Northbound T 20 C 20 C 18 B 18 B Northbound Van TR 20 C 18 B Wyck Expy Service LT 29 C 24 C 21 C 19 B Eastbound 29 C 21 C Rd and Foch Blvd T 29 C 21 C T 26 C 20 B Westbound 26 C 20 B TR 26 C 20 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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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)

LOS A LOS B LOS C LOS D LOS E LOS F * For Mainline, LOS is determined from VISSIM, and may not be a true representation of HCM methodology LOS

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

LOS A LOS B LOS C LOS D LOS E LOS F * For Mainline, LOS is determined from VISSIM, and may not be a true representation of HCM methodology LOS

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

LOS A LOS B LOS C LOS D LOS E LOS F * For Mainline, LOS is determined from VISSIM, and may not be a true representation of HCM methodology LOS

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

LOS A LOS B LOS C LOS D LOS E LOS F * For Mainline, LOS is determined from VISSIM, and may not be a true representation of HCM methodology LOS

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 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 of 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 Average Speed Average Travel Time Average Delay (miles) (mph) (minutes) (minutes) Northbound 3.6 11.4 22.4 17.8 AM Southbound 1.9 13.3 19.2 14.6 Northbound 4.0* 8.7 29.4 24.8 PM 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 add 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 into 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 VWE 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 Average Speed Average Travel Time Average Delay (miles) (mph) (minutes) (minutes) Northbound 4.0* 5.5 46.7 42.1 AM Southbound 2.5* 5.3 48.6 44.0 Northbound 4.0* 4.6 56.3 51.7 PM 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

2-26 PIN X735.82 Van Wyck Expressway Capacity and Access Improvements to JFK Airport Project FDR/FEIS CHAPTER 2. PROJECT CONTEXT and delays included the latent delay along the VWE 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 VWE 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 and Table 2-26 provide the full LOS and delay results. During the AM peak period, two southbound intersections (133rd Avenue and Exit 1W at North Conduit Road) operated at LOS E or F, and three northbound intersections (Atlantic Avenue, Liberty Avenue and Linden 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 four northbound intersections (Jamaica Avenue, Atlantic Avenue, Liberty Avenue, Linden Boulevard) operated at LOS E or F. The City Environmental Quality Review (CEQR) analysis results for city owned intersections are presented in Appendix B.

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

AM PEAK PERIOD PM PEAK PERIOD Lane Group Approach Intersection Lane Group Approach Intersection Lane Delay Delay Delay Delay Delay Delay Intersection Name Approach Group (seconds) LOS (seconds) LOS (seconds) LOS (seconds) LOS (seconds) LOS (seconds) LOS L 36 D 26 C Southbound T 32 C 33 C 31 C 30 C TR 32 C 31 C Southbound Van Wyck Expy Service Rd and T 35 C 29 C 34 C 34 C Hillside Ave Eastbound 35 C 34 C TR 35 C 34 C L 33 C 84 F Westbound 16 B 37 D T 9 A 9 A LT 44 D 64 E Southbound T 44 D 44 D 64 E 64 E Southbound Van Wyck Expy Service Rd and TR 44 D 64 E 41 D 45 D Jamaica Ave Eastbound TR 21 C 21 C 21 C 21 C L 110 F 101 F Westbound 57 E 43 D T 16 B 16 B LT 77 E 86 F Southbound T 77 E 77 E 86 F 86 F TR 77 E 86 F Southbound Van Wyck Expy Service Rd and T 25 C 51 D 33 C 56 E Atlantic Ave Eastbound 25 C 33 C TR 25 C 33 C L 26 C 28 C Westbound 13 B 18 B LT 9 A 16 B LT 14 B 15 B Southbound T 14 B 14 B 15 B 15 B Southbound Van Wyck Expy Service Rd and TR 14 B 15 B 41 D 18 B 101st Ave Eastbound TR 88 F 88 F 27 C 27 C LT 20 B 15 B Westbound 20 B 15 B T 20 B 15 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 2-25. 2025 No Build Alternative: Service Road Level of Service and Delay (Southbound) (continued)

AM PEAK PERIOD PM PEAK PERIOD Lane Group Approach Intersection Lane Group Approach Intersection Lane Delay Delay Delay Delay Delay Delay Intersection Name Approach Group (seconds) LOS (seconds) LOS (seconds) LOS (seconds) LOS (seconds) LOS (seconds) LOS LT 19 B 22 C Southbound T 19 B 19 B 22 C 22 C TR 19 B 22 C Southbound Van Wyck Expy Service Rd and T 121 F 52 D 59 E 34 C Liberty Ave Eastbound 121 F 59 E TR 121 F 59 E L 73 E 100 F Westbound 25 C 34 C LT 7 A 9 A LT 14 B 16 B Southbound T 14 B 14 B 16 B 16 B Southbound Van Wyck Expy Service Rd and TR 14 B 16 B 27 C 20 C 109th Ave Eastbound TR 27 C 27 C 24 C 24 C L 62 E 43 D Westbound 40 D 26 C T 31 C 14 B LT 21 C 23 C Southbound T 21 C 21 C 23 C 23 C TR 21 C 23 C Southbound Van Wyck Expy Service Rd and T 30 C 21 C 27 C 21 C Linden Blvd Eastbound 30 C 27 C TR 30 C 27 C L 23 C 16 B Westbound 14 B 11 B T 10 A 8 A LT 13 B 14 B Southbound T 13 B 13 B 14 B 14 B TR 13 B 14 B Southbound Van Wyck Expy Service Rd and T 20 B 34 C 19 B 18 B Foch Blvd Eastbound 20 B 19 B TR 20 B 19 B LT 50 D 24 C Westbound 50 D 24 C T 50 D 24 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 2-25. 2025 No Build Alternative: Service Road Level of Service and Delay (Southbound) (continued)

AM PEAK PERIOD PM PEAK PERIOD Lane Group Approach Intersection Lane Group Approach Intersection Lane Delay Delay Delay Delay Delay Delay Intersection Name Approach Group (seconds) LOS (seconds) LOS (seconds) LOS (seconds) LOS (seconds) LOS (seconds) LOS LT 23 C 23 C Southbound T 23 C 23 C 23 C 23 C TR 23 C 23 C Southbound Van Wyck Expy Service Rd and T 29 C 43 D 27 C 21 C Rockaway Blvd Eastbound 29 C 27 C TR 29 C 27 C L 48 D 20 C Westbound 62 E 12 B T 65 E 10 B LT 8 A 8 A Southbound T 8 A 8 A 8 A 8 A Southbound Van Wyck Expy Service Rd and TR 8 A 8 A 81 F 68 E 133rd Ave Eastbound TR 27 C 27 C 27 C 27 C L 116 F 37 D Westbound 111 F 96 F T 107 F 109 F Southbound Van Wyck Expy Exit 1W at N Southbound R 72 E 72 E 42 D 42 D 56 E 36 D Conduit Road 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 2-26. 2025 No Build Alternative: Service Road Level of Service and Delay (Northbound) AM PEAK PERIOD PM PEAK PERIOD Lane Group Approach Intersection Lane Group Approach Intersection Intersection Lane Delay Delay Delay Delay Delay Delay Name Approach Group (seconds) LOS (seconds) LOS (seconds) LOS (seconds) LOS (seconds) LOS (seconds) LOS LT 51 D 48 D Northbound T 51 D 49 D 48 D 48 D Northbound Van R 44 D 47 D Wyck Expy Service L 132 F 38 D 49 D 30 C Rd and Hillside Eastbound 43 D 18 B Ave T 14 B 5 A T 24 C 22 C Westbound 24 C 22 C TR 24 C 22 C LT 80 E 105 F Northbound T 80 E 80 E 105 F 105 F Northbound Van TR 80 E 105 F Wyck Expy Service L 8 A 44 D 14 B 56 E Rd and Jamaica Eastbound 6 A 6 A Ave T 4 A 3 A T 18 B 20 C Westbound 18 B 20 C TR 18 B 20 C LT 58 E 111 F Northbound T 58 E 58 E 111 F 111 F Northbound Van TR 58 E 111 F Wyck Expy Service L 160 F 60 E 92 F 82 F Rd and Atlantic Eastbound 87 F 47 D Ave T 7 A 4 A T 31 C 35 C Westbound 31 C 35 C TR 31 C 35 C LT 20 C 19 B Northbound T 20 C 20 C 19 B 19 B Northbound Van TR 20 C 19 B Wyck Expy Service 29 C 22 C st LT 52 D 21 C Rd and 101 Ave Eastbound 52 D 21 C T 52 D 21 C Westbound TR 27 C 27 C 30 C 30 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 2-26. 2025 No Build Alternative: Service Road Level of Service and Delay (Northbound) (continued) AM PEAK PERIOD PM PEAK PERIOD Lane Group Approach Intersection Lane Group Approach Intersection Intersection Lane Delay Delay Delay Delay Delay Delay Name Approach Group (seconds) LOS (seconds) LOS (seconds) LOS (seconds) LOS (seconds) LOS (seconds) LOS LT 34 C 70 E Northbound T 34 C 34 C 70 E 70 E Northbound Van TR 34 C 70 E Wyck Expy Service L 87 F 58 E 66 E 59 E Eastbound 75 E 34 C Rd and Liberty Ave LT 71 E 23 C T 91 F 56 E Westbound 91 F 56 E TR 91 F 56 E LT 23 C 22 C Northbound T 23 C 23 C 22 C 22 C Northbound Van TR 23 C 22 C Wyck Expy Service 24 C 22 C th L 21 C 23 C Rd and 109 Ave Eastbound 22 C 20 B T 22 C 19 B Westbound TR 29 C 29 C 27 C 27 C LT 78 E 78 E Northbound T 78 E 78 E 78 E 78 E Northbound Van TR 78 E 78 E Wyck Expy Service L 52 D 61 E 29 C 58 E Rd and Linden Eastbound 41 D 25 C Blvd T 37 D 23 C T 33 C 30 C Westbound 33 C 30 C TR 33 C 30 C LT 22 C 18 B Northbound T 22 C 22 C 18 B 18 B Northbound Van TR 22 C 18 B Wyck Expy Service LT 29 C 24 C 24 C 20 B Eastbound 29 C 24 C Rd and Foch Blvd T 29 C 24 C T 26 C 21 C Westbound 26 C 21 C TR 26 C 21 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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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 2-27). Rear- end crashes are generally attributable to congestion-related stop-and-go traffic.

Table 2-27. VWE Mainline: Crash Data Summary (2014–2016) Crash Type Overtaking Rear-End Other Unknown Direction No. % No. % No. % No. % Total 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 crashes (36 percent) (Table 2-27). 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.

Regarding 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 have crash rates that are higher than the statewide average.

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Table 2-28. VWE Mainline Southbound: Crash Summary by Crash Type and Time of Day (2014–2016) Total Crashes 6 AM–10 PM 10 PM–6 AM Crash Type Reported (Day) % of Total (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 2-29. VWE Mainline Northbound: Crash Summary by Crash Type and Time of Day (2014–2016)

Total Crashes 6 AM–10 PM 10 PM–6 AM Crash Type Reported (Day) % of Total (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 2-30. VWE Mainline: Million Vehicle Miles Comparison (2014–2016) Segment Length Total No. of Crashes NY State Average Crashes Direction (miles) Crashes (per million vehicle miles) (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 three highest crash locations within the project limits in the southbound direction are:

• 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 does not have a crash rate that is greater than or equal to the statewide average: between the entrance ramp from Main Street to the entrance ramp from Atlantic Avenue.

Table 2-31. VWE Mainline Southbound: High Crash Locations (2014–2016) NY State Average Segment Total Crashes Crashes Length No. of (per million vehicle (per million vehicle Location (mile) Crashes miles) 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 three highest crash locations within the project limits in the northbound direction are:

• 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)

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

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Figure 2-4. VWE Mainline Crashes Northbound

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

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

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

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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 or equal to the statewide average.

Table 2-32. Northbound VWE High Crash Locations, 2014–2016 NY State Average Segment Crashes Crashes| Length Total No. of (per million (per million Location (miles) Crashes vehicle miles) 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 • Southbound service road at Atlantic Avenue ...... 0.82 MEV

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

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The remaining 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 the 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. 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.

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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 was determined that the ramps are 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 2-33. 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% Yes 8.3% maximum 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 34-3/8 to 36-1/4 inches Yes Maximum = 38 inches

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).

2.3.2.2 Bicycles 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.

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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. • 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.

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• 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. Ten (10) of the 11 LIRR branches, with approximately 270,000 commuters per day, as well as New York & Atlantic Railway rail-freight service, which is Long Island's sole link to the national rail freight system, access this station by way of four bridge structures over the VWE mainline and service roads, which are 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 2-41 list the existing nonstandard features.

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Table 2-34. Existing Nonstandard Features – Mainline (Lane and Shoulder Widths) Design Adverse Speed Crash (50 mph History? Critical Design Element posted) Standard Existing Condition (Yes/No) Remarks Lane Width SB Kew Gardens Interchange Main Street Entrance Yes HDM Lane Width 12 feet Varies: 60 mph Section NB Kew Gardens (minimum) 11 feet (minimum) 2.7.1.1 B Interchange Main Street Exit Lane Width NB: FCN1 Entrance Ramp to No NEN2 Exit Ramp Left and Right Shoulder NB Right Shoulder = Varies 2 – 16 feet Width SB Right Shoulder = Varies 2 – 8.5 feet Yes (NB) Main Street Exit to Hoover NB Left Shoulder= 3 feet (minimum) No (SB) Ave. SB Left Shoulder = 3 feet (minimum) Left and Right Shoulder NB Right Shoulder = Varies 3 – 25 feet Width SB Right Shoulder = Varies 3 feet Near SB Main Street Ramp (minimum) NB Left Shoulder= 3 feet (minimum) Yes (NB) SB Left Shoulder = 3 feet (minimum) No (SB)

Left and Right Shoulder NB Right Shoulder = Varies 3 – 10 feet Yes (NB) Width SB Right Shoulder = 5 feet (minimum) No (SB) 87th Avenue to 91st Avenue NB Left Shoulder= 3 feet (minimum) SB Left Shoulder = 1 feet (minimum) Left and Right Shoulder NB Right Shoulder = 1 feet (minimum) Yes HDM Width 10 feet SB Right Shoulder = 5 feet (minimum) Section 60 mph 91st Avenue to Archer (minimum) NB Left Shoulder= 3 feet (minimum) 2.7.1.1 C, Avenue SB Left Shoulder= 3 feet (minimum) Exhibit 2-2 Left and Right Shoulder NB Right Shoulder = Varies 5 – 9.5 feet No Width SB Right Shoulder = Varies 5 – 9.5 feet LIRR to 105th Avenue NB Left Shoulder= 1 feet (minimum) SB Left Shoulder = 1 feet (minimum) Left and Right Shoulder NB Right Shoulder = 6 feet (minimum) Yes Width SB Right Shoulder = 6 feet (minimum) 105th to 133rd Avenue NB Left Shoulder= 3 feet (minimum) SB Left Shoulder = 2.5 feet (minimum) Left and Right Shoulder NB Right Shoulder = Varies 9 – 12 feet Yes Width SB Right Shoulder = Varies 5 – 7 feet 133rd Avenue to Belt NB Left Shoulder= Varies 2 – 3.5 feet Parkway SB Left Shoulder = Varies 2 – 3 feet Left and Right Shoulder NB Right Shoulder = 0 feet (minimum) Yes Width SB Right Shoulder = 0 feet (minimum) Belt Parkway to Federal NB Left Shoulder= 0 feet (minimum) Circle SB Left Shoulder = 0 feet (minimum)

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Table 2-35. Existing Nonstandard Features – Mainline (Lane and Shoulder Widths) (continued) Design Adverse Speed Crash (50 mph History? Critical Design Element posted) Standard Existing Condition (Yes/No) Remarks Left and Right Shoulder NB Right Shoulder = 0 feet Width SB Right Shoulder = 0 feet Federal Circle NB Left Shoulder= 2 feet (minimum) 10 feet 60 mph SB Left Shoulder = 4 feet (minimum) N/A (minimum) Left and Right Shoulder Right Shoulder = 1 foot Width HDM Westbound Belt Parkway Section 2.7.1.1 D Horizontal Curve Radius Exhibit 2-2 NB, Federal Circle to South 838 feet No Conduit Ave 60 mph 1,200 feet Horizontal Curve Radius NB, Federal Circle to South 800 feet No Conduit Ave

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Table 2-35. Existing Nonstandard Features – Mainline (Horizontal/Vertical Stopping Sight Distance) Adverse Design Speed Existing Crash Critical Design Element (50 mph Standard Remarks Condition History? posted) (Yes/No) Horizontal Stopping Sight Distance 480 feet No SB, between 82nd Ave. and Hoover Ave. Horizontal Stopping Sight Distance SB, Queens Blvd. to Main Street (under 435 feet No QB) Horizontal Stopping Sight Distance 520 feet No SB, Queens Blvd. to Main Street Horizontal Stopping Sight Distance 495 feet No SB, Federal Circle Horizontal Stopping Sight Distance NB, Queens Blvd. to Main Street (under 515 feet No QB) Horizontal Stopping Sight Distance 490 feet No NB under Rockaway Blvd. Horizontal Stopping Sight Distance HDM 195 feet Yes NB, Nassau Expy. To Federal Circle 60 mph 570 feet Section 2.7.1.1 F, Exhibit 2-2 Horizontal Stopping Sight Distance 335 feet No NB, Nassau Expy. to Federal Circle Vertical Stopping Sight Distance SSD = 492 feet Yes – NB NB/SB, Main Street to Hillside Ave. (crest curve) Vertical Stopping Sight Distance SSD = 465 feet Yes – SB NB/SB, Jamaica Ave. to LIRR (crest curve) Vertical Stopping Sight Distance SSD = 528 feet Yes NB/SB, Linden Blvd. to Foch Blvd. (crest curve) Vertical Stopping Sight Distance SSD = 534 feet No NB/SB, Rockaway Blvd. to 133rd Ave. (crest curve) Vertical Stopping Sight Distance SSD = 517 feet Yes NB/SB, 133rd Ave. to North Conduit Ave. (crest curve) Vertical Stopping Sight Distance SSD = 447 feet Yes NB, South Conduit Ave. to Federal Circle (crest curve)

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Table 2-36. Existing Nonstandard Features – Mainline (Superelevation) Design Adverse Speed Crash (50 mph History? Critical Design Element posted) Standard Existing Condition (Yes/No) Remarks Superelevation e = 5.0% e = 1.0% (NB) No NB/SB, Federal Circle e = 2.0% (SB) (R = 3,058.00 feet) Superelevation e = 8.0% e = 6.2% No NB, Federal Circle to South Conduit Ave (R = 838 feet) Superelevation e = 8.0% e = 5.2% No NB, Federal Circle to South Conduit Ave (R = 800.00 feet) Superelevation e = 7.5% e = 5.2% No NB, Federal Circle to South Conduit Ave (R = 1,600.00 feet) Superelevation e = 7.5% e = 5.2% No NB, Federal Circle to South Conduit Ave (R = 1,600.00 feet) Superelevation e = 6.0% e = 2.0% Yes SB, south of Nassau Expressway (R = 2,408.00 feet) Superelevation e = 6.0% e = 2.0% Yes SB, south of Nassau Expressway (R = 2,485.00 feet) Superelevation e = 3.0% e = NC Yes NB/SB, S. Conduit Ave to N. Conduit Ave (R = 6,500.00 feet) Superelevation e = 3.5% e = NC Yes NB/SB, North Conduit Ave to 133rd Ave (R = 4,674.51 feet) Superelevation e = 4.0% e = NC Yes HDM rd 60 mph NB/SB, North Conduit Ave to 133 Ave (R = 4,500.00 feet) Exhibit 2-14a Superelevation e = 2.0% e = NC No NB/SB, 133rd Ave to Rockaway Ave (R = 10,000.00 feet) Superelevation e = 5.5% e = 1.0% No NB/SB, 133rd Ave to Rockaway Ave (R = 2,750.00 feet) Superelevation e = 5.0% e = 1.0% No NB/SB, 133rd Ave to Rockaway Ave (R = 3,250.00 feet) Superelevation e = 2.0% e = NC Yes NB/SB, Linden Blvd to 109th Ave (R = 10,000.00 feet) Superelevation e = 3.0% e = NC (NB) Yes NB/SB, 101st Ave to Atlantic Ave e = 1.0% (SB) (R = 6,500.00 feet) Superelevation e = 4.5% e = NC (NB) No NB/SB, Atlantic Ave to LIRR e = -1.0% (SB) (R = 3,853.57 feet) Superelevation e = 3.5% e = NC (NB) Yes NB/SB, Hillside Ave to 87th Ave e = 2.0% (SB) (R = 4,757.22 feet) Superelevation e = 7.0% e = 5.7% Yes NB, Main Street to Queens Blvd (R = 1,881.11 feet)

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Table 2-37. Existing Nonstandard Features – Mainline (Superelevation) (continued) Design Adverse Speed Crash (50 mph History? Critical Design Element posted) Standard Existing Condition (Yes/No) Remarks Superelevation e = 6.0% e = 5.2% No NB, Queens Blvd to Hoover Ave (R = 2,320.21 feet) Superelevation e = 6.0% e = 5.1% No NB, Queens Blvd to Hoover Ave (R = 2,438.94 feet) Superelevation e = 7.0% e = 5.6% No NB, Queens Blvd to Hoover Ave (R = 1,968.50 feet) Superelevation e = 6.0% e = 5.1% No NB, south of Ramp Split to WB GCP (R = 2,462.57 feet) Superelevation e = 2.0% e = NC No HDM 60 mph SB, Main Street to Queens Blvd (R = 8,951.09 feet) Exhibit 2-14a Superelevation e = 3.5% e = 3.2% No SB, Main Street to Queens Blvd (R = 4,921.26 feet) Superelevation e = 7.0% e = 5.7% No SB, Main Street to Queens Blvd (R = 1,947.39 feet) Superelevation e = 5.5% e = 4.6% No SB, Queens Blvd to Hoover Ave (R = 2,919.95 feet) Superelevation e = 6.0% e = 5.2% No SB, Queens Blvd to Hoover Ave (R = 2,377.95 feet) 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 2-37. Existing Nonstandard Features – Ramps Adverse Crash Design Existing History? Critical Design Element Speed Standard Condition (Yes/No) Remarks Left and Right Shoulder Widths 0.5 feet N/A HAN1, Slip ramp connecting North (Left Shoulder) 30 mph Service Road (at Hillside Ave) to 3.75 feet Northbound VWE (Right Shoulder) Left and Right Shoulder Widths HAS2, Slip ramp connecting South 1 foot minimum 30 mph N/A Service Road to C-D Road (Left and Right) Southbound Left and Right Shoulder Widths 3 feet minimum MSS1, Slip ramp connecting C-D (Left Shoulder) 30 mph N/A Road Southbound (at Hillside Ave) to 2 feet minimum Southbound VWE (Right Shoulder) Left and Right Shoulder Widths 0 feet minimum AAS2, Slip ramp connecting (Left Shoulder) Southbound VWE (Auxiliary lane exit 30 mph N/A 1 foot minimum between Jamaica Ave and LIRR) to (Right Shoulder) South Service Road Left and Right Shoulder Widths 3.5 feet minimum LIBN1, Slip ramp connecting North (Left Shoulder) 30 mph Left: 4 feet N/A Service Road (at Liberty Ave) to 3.0 feet minimum HDM (minimum) Northbound VWE (Right Shoulder) Section 2.7.5.3 C Right: 6 feet Left and Right Shoulder Width 2 feet (minimum) Exhibit 2-10a (minimum) LINS2, Slip ramp connecting (Left Shoulder) 30 mph N/A Southbound VWE (at Linden Blvd) to 4 feet (minimum) South Service Road (Right Shoulder) Left and Right Shoulder Widths 4 feet RBS2, Slip ramp connecting (Left Shoulder) Southbound VWE (at Rockaway 30 mph Varies 5.5 feet to N/A Blvd) to South Service Road 6 feet (Right Shoulder) Left and Right Shoulder Widths 3 feet minimum NCN1, Slip ramp connecting (Left Shoulder) 40 mph N/A Northbound VWE (at Belt Parkway) 2 feet minimum to C-D Road Northbound (Right Shoulder) Left and Right Shoulder Width 0.5 feet NCS2, Slip ramp connecting 30 mph N/A (Left and Right) Southbound VWE to N. Conduit Ave Left and Right Shoulder Widths NES1, Loop Ramp connecting 0.5 feet 30 mph N/A Nassau Expressway to Southbound (Left and Right) VWE Left and Right Shoulder Widths 3 feet minimum CDN2, Slip Ramp connecting (Left Shoulder) 30 mph N/A Northbound VWE (at Belt Parkway) 2 feet minimum to C-D Road Northbound (Right Shoulder)

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Table 2-38. Existing Nonstandard Features – Ramps (continued) Adverse Crash Design Existing History? Critical Design Element Speed Standard Condition (Yes/No) Remarks Left and Right Shoulder 2 feet minimum Widths 30 (Left Shoulder) FCN1, Slip ramp connecting N/A mph 2 feet minimum Federal Circle to Northbound (Right Shoulder) VWE Left Shoulder Width Varies: LIBN2, Slip ramp connecting 30 1 foot N/A Northbound VWE (at Liberty mph (minimum) Ave) to North Service Road (Left Shoulder) Left Shoulder Width LINN1, Slip ramp connecting 30 3 feet North Service Road (at N/A mph (Left Shoulder) Linden Blvd) to Northbound VWE Left Shoulder Width Varies: LINN2, Slip ramp connecting 30 1 foot to 3 feet N/A Northbound VWE (at Linden mph (Left Shoulder) Blvd) to North Service Road Left Shoulder Width LINS1, Slip ramp connecting Varies 3 feet 30 HDM South Service Road (at Left: 4 feet (minimum) minimum N/A mph Section 2.7.5.3 C Right: 6 feet (minimum) (Left Shoulder) Linden Blvd) to Southbound Exhibit 2-10a VWE Left Shoulder Width RBN1, Slip ramp connecting Varies 2 feet 30 North Service Road (at minimum N/A mph Rockaway Blvd) to (Left Shoulder) Northbound VWE Left Shoulder Widths RBN2, Slip ramp connecting 30 0.5 feet Northbound VWE (at N/A mph (Left Shoulder) Rockaway Blvd) to North Service Road Left Shoulder Width Varies 1.5 feet NEN2, Slip ramp connecting 30 minimum N/A Northbound VWE to Nassau mph (Left Shoulder) Expressway Right Shoulder Width CDN1, Slip ramp connecting Varies 2.5 feet 40 C-D Road Northbound (btw minimum N/A mph Rockaway Blvd and 133rd (Right Shoulder) Ave) to Northbound VWE

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Table 2-38. Existing Nonstandard Features – Ramps (continued) Adverse Crash Design Existing History? Critical Design Element Speed Standard Condition (Yes/No) Remarks Right Shoulder Width HDM NEN1, Loop ramp connecting 25 Left: 4 feet (minimum) 0.5 feet Section 2.7.5.3 C N/A Nassau Expressway to mph Right: 6 feet (minimum) (Right Shoulder) Exhibit 2-10a Northbound VWE Right Shoulder Width HDM NCN2, Loop ramp connecting 25 Left: 4 feet (minimum) 0.5 feet Section 2.7.5.3 C N/A Northbound VWE to North mph Right: 6 feet (minimum) (Right Shoulder) Exhibit 2-10a Conduit Ave Right Shoulder Width HDM NCS1, Loop ramp connecting 25 Left: 4 feet (minimum) 0.5 feet Section 2.7.5.3 C N/A North Conduit Ave to mph Right: 6 feet (minimum) (Right Shoulder) Exhibit 2-10a Southbound VWE Horizontal Curve Radius Multiple curve radii HDM NCN2, Loop ramp connecting 25 134 feet 100 feet N/A Section 2.7.5.3 D Northbound VWE to North mph 120 feet Exhibit 2-10a Conduit Ave Horizontal Curve Radius Multiple curve radii HDM NCS1, Loop ramp connecting 25 87 feet 134 feet N/A Section 2.7.5.3 D North Conduit Ave to mph 74 feet Exhibit 2-10a Southbound VWE 118 feet Horizontal Stopping Sight Distance HDM 25 NCN2, Loop ramp connecting 155 feet 116 feet N/A Section 2.7.5.3 F mph Northbound VWE to North Exhibit 2-10a Conduit Ave Horizontal Stopping Sight Distance HDM 40 NCN1, Slip ramp connecting 305 feet 225 feet N/A Section 2.7.5.3 F mph North Conduit Ave to C-D Exhibit 2-10a Road Northbound Horizontal Stopping Sight Distance HDM 30 NCS2, Slip ramp connecting 200 feet 116 feet N/A Section 2.7.5.3 F mph Southbound VWE to North Exhibit 2-10a Conduit Ave Ramp Lane Width HAN1, Slip ramp connecting 30 15 feet HDM North Service Road (at 12 feet N/A mph (for radii ≥500 feet) Exhibit 2-9 Hillside Ave) to Northbound VWE Ramp Lane Width LIBN2, Slip ramp connecting 30 15 feet HDM 12 feet N/A Northbound VWE (at Liberty mph (for radii ≥500 feet) Exhibit 2-9 Ave) to North Service Road

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Table 2-38. Existing Nonstandard Features – Ramps (continued) Adverse Crash Design Existing History? Critical Design Element Speed Standard Condition (Yes/No) Remarks Ramp Lane Width LINN1, Slip ramp connecting 30 15 feet HDM North Service Road (at 12 feet N/A mph (for radii ≥500 feet) Exhibit 2-9 Linden Blvd) to Northbound VWE Ramp Lane Width LINN2, Slip ramp connecting 30 15 feet HDM 12 feet N/A Northbound VWE (at Linden mph (for radii ≥500 feet) Exhibit 2-9 Blvd) to North Service Road Ramp Lane Width RBN1, Slip ramp connecting 30 15 feet HDM North Service Road (at 12 feet N/A mph (for radii ≥500 feet) Exhibit 2-9 Rockaway Blvd) to Northbound VWE Ramp Lane Width CDN2, Slip ramp connecting 30 15 feet HDM Northbound VWE (at Belt 12.5 feet N/A mph (for radii ≥500 feet) Exhibit 2-9 Parkway) to C-D Road Northbound Ramp Lane Width 18 feet NCN2, Loop ramp connecting (for radii 100 feet to Northbound VWE to North 150 feet) Conduit Ave 17 feet (for radii 150 feet to HDM 25mph 200 feet) 16 feet N/A Exhibit 2-9 16 feet (for radii 200 feet to 500 feet) 15 feet (for radii ≥ 500 feet Ramp Lane Width 16 feet NEN1, Loop ramp connecting (for radii 200 feet to 25 HDM Nassau Expressway to 500 feet) 14 feet N/A mph Exhibit 2-9 Northbound VWE 15 feet (for radii ≥ 500 feet Ramp Lane Width FCN1, Slip ramp connecting 30 15 feet HDM 14 feet N/A Federal Circle to Northbound mph (for radii ≥500 feet) Exhibit 2-9 VWE Ramp Lane Width MSS2, Slip ramp connecting 30 17 feet HDM 13 feet N/A Main Street to C-D Road mph (for radii ≥500 feet) Exhibit 2-9 Southbound

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Table 2-38. Existing Nonstandard Features – Ramps (continued) Adverse Crash Design Existing History? Critical Design Element Speed Standard Condition (Yes/No) Remarks Ramp Lane Width HAS2, Slip ramp connecting 30 19 feet HDM Southbound VWE to C-D 11 feet N/A mph (for radii ≥500 feet) Exhibit 2-9 Road Southbound (at Hillside Ave) Ramp Lane Width MSS1, Slip ramp connecting 30 15 feet HDM 11 feet N/A C-D Road Southbound to mph (for radii ≥500 feet) Exhibit 2-9 Southbound VWE Ramp Lane Width AAS2, Slip ramp connecting Southbound VWE (Auxiliary 30 15 feet HDM 12 feet N/A lane exit between Jamaica mph (for radii ≥500 feet) Exhibit 2-9 Ave and LIRR) to South Service Road Ramp Lane Width LINS2, Slip ramp connecting 30 15 feet HDM 14 feet N/A Southbound VWE (at Linden mph (for radii ≥500 feet) Exhibit 2-9 Blvd) to South Service Road Ramp Lane Width LINS1, Slip ramp connecting 30 15 feet HDM South Service Road (at 13 feet N/A mph (for radii ≥500 feet) Exhibit 2-9 Linden Blvd) to Southbound VWE Ramp Lane Width RBS2, Slip ramp connecting 30 15 feet HDM Southbound VWE (at 13 feet N/A mph (for radii ≥500 feet) Exhibit 2-9 Rockaway Blvd) to South Service Road Ramp Lane Width 19 feet NCS1, Loop ramp connecting (for radii 75 feet to North Conduit Ave to 100 feet) Southbound VWE 18 feet (for radii 100 feet to 150 feet) 25 17 feet HDM 15 feet N/A mph (for radii 150 feet to Exhibit 2-9 200 feet) 16 feet (for radii 200 feet to 500 feet) 15 feet (for radii ≥500 feet) Ramp Traveled Way Width 27 feet traveled way (2 NEN2, Slip ramp connecting 30 HDM lanes) for radii ≥1000 24 feet N/A Northbound VWE to Nassau mph Exhibit 2-9 feet Expressway

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Table 2-38. Existing Nonstandard Features – Ramps (continued) Adverse Crash Design Existing History? Critical Design Element Speed Standard Condition (Yes/No) Remarks Ramp Traveled Way Width 27 feet traveled way (2 40 HDM SB Exit Ramp to Nassau lanes) for radii ≥1000 24 feet N/A mph Exhibit 2-9 Expressway feet Superelevation LIBN1- 30 e = 3.0% HDM e = 6.0% N/A Slip ramp connecting North mph (R = 560.00 feet) Exhibit 2-14a Service Road (at Liberty Ave) to Northbound VWE Superelevation LINN1- 30 e = 1.7% HDM e = 2.5% N/A Slip ramp connecting North mph (R = 1,970.00 feet) Exhibit 2-14a Service Road (at Linden Blvd) to Northbound VWE Superelevation RBN1- 30 e = 1.9% HDM e = 3.0% N/A Slip ramp connecting North mph (R = 1,500.00 feet) Exhibit 2-14a Service Road (at Rockaway Blvd) to Northbound VWE Superelevation NCN2- 25 e = 2.0% to 6.0% HDM e = 8.0% N/A Loop ramp connecting mph (R =100.00 feet) Exhibit 2-14a Northbound VWE to North Conduit Ave Superelevation NCN1- 40 e = 2.0% HDM e = 8.0% N/A Slip ramp connecting North mph (R = 376.00 feet) Exhibit 2-14a Conduit Ave to C-D Road Northbound Superelevation NCN1- 40 e = 2.0% HDM e = 4.5% N/A Slip ramp connecting North mph (R = 410.00 feet) Exhibit 2-14a Conduit Ave to C-D Road Northbound Superelevation NEN1- 25 e = 6.0% HDM e = 6.5% N/A Loop ramp connecting mph (R = 287.00 feet) Exhibit 2-14a Nassau Expressway to Northbound VWE Superelevation FCN1- 30 e = 1.0% HDM e = 6.0% N/A Slip ramp connecting Federal mph (R = 590.00 feet) Exhibit 2-14a Circle to Northbound VWE Superelevation FCN1- 30 e = 1.6% HDM e = 6.0% N/A Slip ramp connecting Federal mph (R = 540.00 feet) Exhibit 2-14a Circle to Northbound VWE

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Table 2-38. Existing Nonstandard Features – Ramps (continued) Adverse Crash Design Existing History? Critical Design Element Speed Standard Condition (Yes/No) Remarks Superelevation HAS2- 30 e = 1.7% HDM e =4.5% N/A Slip ramp connecting mph (R = 900.00 feet) Exhibit 2-14a Southbound VWE (at Hillside Ave) to South Service Road Superelevation RBS2- 30 e = 2.7% HDM Slip ramp connecting e = 3.5% N/A Southbound VWE (at mph (R = 1,250.00 feet) Exhibit 2-14a Rockaway Blvd) to South Service Road Superelevation NCS2- 30 e = 6.0% HDM e = 7.5% N/A Slip ramp connecting mph (R = 330.00 feet) Exhibit 2-14a Southbound VWE to North Conduit Ave Superelevation NCS1- 25 e = 5.0% HDM e = 8.0% N/A Loop ramp connecting North mph (R = 74.00 feet) Exhibit 2-14a Conduit Ave to Southbound VWE Superelevation NES1- 30 e = 6.5% HDM e = 8.0% N/A Loop ramp connecting mph (R = 31,900 feet) Exhibit 2-14a Nassau Expressway to Southbound VWE Superelevation 40 e = 6.0% HDM SB, south of Nassau e = 8.0% N/A mph (R = 522.00 feet) Exhibit 2-14a Expressway

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Table 2-38. Existing Nonstandard Features – Service Roads Adverse Crash Design Existing History? Critical Design Element Speed Standard Condition (Yes/No) Remarks Lane Width West Service Road between 10 feet Yes Archer Ave. and Atlantic Ave. 9 feet (minimum); (Industrial Area) 10 feet (desirable) residential area with Lane Width severe right-of-way HDM East Service Road between Varies 9 feet to 10 Section 30 mph limitations Yes Jamaica Ave. and Atlantic Ave. feet 2.7.4.3 B

(Industrial Area) Exhibit 2-8 11 feet (minimum) Lane Width industrial area with severe East Service Road between right-of-way limitations <11 feet Yes Jamaica Ave. and Hillside Ave. (Industrial Area) Vertical Stopping Sight Distance No West Service Road crossing Did not meet HDM 133rd Ave. (crest curve) required vertical Section 30 mph 175 feet Vertical Stopping Sight length based on 2.7.4.3 F Yes Distance 175 feet SSD Exhibit 2-8 (Atlantic West Service Road 94th Ave. Ave) (crest curve)

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Table 2-39. Existing Nonstandard Features – Service Roads (ADA Compliance) Meets HDM Intersecting Chapter 18 Roadway Roadway Requirements Remarks 133rd Avenue VWE North Service Road Southeast Corner, Opening to No Missing ADA-compliant curb ramps North Service Road 133rd Avenue VWE North Service Road Southeast Corner, Opening to No Missing ADA-compliant curb ramps 133rd Avenue 133rd Avenue VWE North Service Road Northeast Corner, Opening to No Missing ADA-compliant curb ramps North Service Road 133rd Avenue VWE North Service Road Northeast Corner, Opening to No Missing ADA-compliant curb ramps 133rd Avenue 133rd Avenue Southwest Corner, Diagonal VWE North Service Road No Missing ADA-compliant curb ramps Opening to North Service Road and 133rd Avenue 133rd Avenue Northwest Corner, Diagonal VWE North Service Road No Missing ADA-compliant curb ramps Opening to North Service Road and 133rd Avenue 133rd Avenue VWE South Service Road Southwest Corner, Opening to No Missing ADA-compliant curb ramps South Service Road 133rd Avenue VWE South Service Road Southwest Corner, Opening to No Missing ADA-compliant curb ramps 133rd Avenue 133rd Avenue VWE South Service Road Northwest Corner, Opening to No Missing ADA-compliant curb ramps South Service Road 133rd Avenue VWE South Service Road Northwest Corner, Opening to No Missing ADA-compliant curb ramps 133rd Avenue 133rd Avenue Southeast Corner, Diagonal VWE South Service Road No Missing ADA-compliant curb ramps Opening to South Service Road and 133rd Avenue 133rd Avenue Northeast Corner, Diagonal VWE South Service Road No Missing ADA-compliant curb ramps Opening to South Service Road and 133rd Avenue Rockaway Boulevard Southeast Corner, Diagonal to VWE North Service Road No Missing ADA-compliant curb ramps North Service Road and Rockaway Boulevard Rockaway Boulevard VWE North Service Road Northeast Corner, Opening to No Missing ADA-compliant curb ramps North Service Road

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Table 2-40. Existing Nonstandard Features – Service Roads (ADA Compliance) (continued) Meets HDM Intersecting Chapter 18 Roadway Roadway Requirements Remarks Rockaway Boulevard VWE North Service Road Northeast Corner, Opening to No Missing ADA-compliant curb ramps Rockaway Boulevard Rockaway Boulevard VWE North Service Road Northwest Corner, Opening to No Missing ADA-compliant curb ramps North Service Road Rockaway Boulevard VWE North Service Road Southwest Corner, Opening to No Missing ADA-compliant curb ramps North Service Road Rockaway Boulevard VWE South Service Road Southwest Corner, Opening to No Missing ADA-compliant curb ramps South Service Road Rockaway Boulevard VWE South Service Road Southwest Corner, Opening to No Missing ADA-compliant curb ramps Rockaway Boulevard Rockaway Boulevard VWE South Service Road Northwest Corner, Opening to No Missing ADA-compliant curb ramps South Service Road Rockaway Boulevard VWE South Service Road Northwest Corner, Opening to No Missing ADA-compliant curb ramps Rockaway Boulevard Rockaway Boulevard VWE South Service Road Northeast Corner, Opening to No Missing ADA-compliant curb ramps South Service Road Rockaway Boulevard VWE South Service Road Southeast Corner, Opening to No Missing ADA-compliant curb ramps South Service Road Foch Boulevard Southeast Corner, Diagonal VWE North Service Road No Missing ADA-compliant curb ramps Opening to North Service Road and Foch Boulevard Foch Boulevard Northeast Corner, Diagonal VWE North Service Road No Missing ADA-compliant curb ramps Opening to North Service Road and Foch Boulevard Foch Boulevard VWE North Service Road Southwest Corner, Opening to No Missing ADA-compliant curb ramps North Service Road Foch Boulevard VWE North Service Road Northwest Corner, Opening to No Missing ADA-compliant curb ramps North Service Road Foch Boulevard Southwest Corner, Diagonal VWE South Service Road No Missing ADA-compliant curb ramps Opening to South Service Road and Foch Boulevard

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Table 2-40. Existing Nonstandard Features – Service Roads (ADA Compliance) (continued) Meets HDM Intersecting Chapter 18 Roadway Roadway Requirements Remarks Foch Boulevard Northwest Corner, Diagonal VWE South Service Road No Missing ADA-compliant curb ramps Opening to South Service Road and Foch Boulevard Foch Boulevard VWE South Service Road Southeast Corner, Opening to No Missing ADA-compliant curb ramps South Service Road Foch Boulevard VWE South Service Road Northeast Corner, Opening to No Missing ADA-compliant curb ramps South Service Road Linden Boulevard VWE North Service Road Southeast Corner, Opening to No Missing ADA-compliant curb ramps North Service Road Linden Boulevard VWE North Service Road Southeast Corner, Opening to No Missing ADA-compliant curb ramps Linden Boulevard Linden Boulevard VWE North Service Road Northeast Corner, Opening to No Missing ADA-compliant curb ramps North Service Road Linden Boulevard VWE North Service Road Northeast Corner, Opening to No Missing ADA-compliant curb ramps Linden Boulevard Linden Boulevard VWE North Service Road Southwest Corner, Opening to No Missing ADA-compliant curb ramps North Service Road Linden Boulevard VWE North Service Road Northwest Corner, Opening to No Missing ADA-compliant curb ramps North Service Road Linden Boulevard VWE South Service Road Southwest Corner, Opening to No Missing ADA-compliant curb ramps South Service Road Linden Boulevard VWE South Service Road Southwest Corner, Opening to No Missing ADA-compliant curb ramps Linden Boulevard Linden Boulevard VWE South Service Road Northwest Corner, Opening to No Missing ADA-compliant curb ramps South Service Road Linden Boulevard VWE South Service Road Northwest Corner, Opening to No Missing ADA-compliant curb ramps Linden Boulevard Linden Boulevard VWE South Service Road Southeast Corner, Opening to No Missing ADA-compliant curb ramps South Service Road Linden Boulevard VWE South Service Road Northeast Corner, Opening to No Missing ADA-compliant curb ramps South Service Road

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Table 2-40. Existing Nonstandard Features – Service Roads (ADA Compliance) (continued) Meets HDM Intersecting Chapter 18 Roadway Roadway Requirements Remarks 109th Avenue VWE North Service Road Southeast Corner, Opening to No Missing ADA-compliant curb ramps North Service Road 109th Avenue VWE North Service Road Southeast Corner, Opening to No Missing ADA-compliant curb ramps 109th Avenue 109th Avenue VWE North Service Road Northeast Corner, Opening to No Missing ADA-compliant curb ramps North Service Road 109th Avenue VWE North Service Road Northeast Corner, Opening to No Missing ADA-compliant curb ramps 109th Avenue 109th Avenue VWE North Service Road Northwest Corner, Opening to No Missing ADA-compliant curb ramps North Service Road 109th Avenue VWE North Service Road Southwest Corner, Opening to No Missing ADA-compliant curb ramps North Service Road 109th Avenue VWE South Service Road Southwest Corner, Opening to No Missing ADA-compliant curb ramps South Service Road 109th Avenue VWE South Service Road Southwest Corner, Opening to No Missing ADA-compliant curb ramps 109th Avenue 109th Avenue VWE South Service Road Northwest Corner, Opening to No Missing ADA-compliant curb ramps South Service Road 109th Avenue VWE South Service Road Northwest Corner, Opening to No Missing ADA-compliant curb ramps 109th Avenue 109th Avenue VWE South Service Road Northeast Corner, Opening to No Missing ADA-compliant curb ramps South Service Road 109th Avenue VWE South Service Road Southeast Corner, Opening to No Missing ADA-compliant curb ramps South Service Road Liberty Avenue Southeast Corner, Diagonal VWE North Service Road No Missing ADA-compliant curb ramps Opening to North Service Road and Liberty Avenue Liberty Avenue Northeast Corner, Diagonal VWE North Service Road No Missing ADA-compliant curb ramps Opening to North Service Road and Liberty Avenue Liberty Avenue VWE South Service Road Southwest Corner, Opening to No Missing ADA-compliant curb ramps South Service Road

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Table 2-40. Existing Nonstandard Features – Service Roads (ADA Compliance) (continued) Meets HDM Intersecting Chapter 18 Roadway Roadway Requirements Remarks Liberty Avenue VWE South Service Road Southwest Corner, Opening to No Missing ADA-compliant curb ramps Liberty Avenue Liberty Avenue VWE South Service Road Northwest Corner, Opening to No Missing ADA-compliant curb ramps South Service Road Liberty Avenue VWE South Service Road Northwest Corner, Opening to No Missing ADA-compliant curb ramps Liberty Avenue Liberty Avenue VWE South Service Road Southeast Corner, Opening to No Missing ADA-compliant curb ramps South Service Road Liberty Avenue VWE South Service Road Northeast Corner, Opening to No Missing ADA-compliant curb ramps South Service Road 101st Avenue VWE North Service Road Southeast Corner, Opening to No Missing ADA-compliant curb ramps North Service Road 101st Avenue VWE North Service Road Southeast Corner, Opening to No Missing ADA-compliant curb ramps 101st Avenue 101st Avenue VWE North Service Road Northeast Corner, Opening to No Missing ADA-compliant curb ramps North Service Road 101st Avenue VWE North Service Road Northeast Corner, Opening to No Missing ADA-compliant curb ramps 101st Avenue 101st Avenue VWE North Service Road Southwest Corner, Opening to No Missing ADA-compliant curb ramps 101st Avenue 101st Avenue VWE North Service Road Northwest Corner, Opening to No Missing ADA-compliant curb ramps North Service Road 101st Avenue VWE South Service Road Southwest Corner, Opening to No Missing ADA-compliant curb ramps 101st Avenue 101st Avenue VWE South Service Road Southwest Corner, Opening to No Missing ADA-compliant curb ramps South Service Road 101st Avenue VWE South Service Road Northwest Corner, Opening to No Missing ADA-compliant curb ramps 101st Avenue 101st Avenue VWE South Service Road Northwest Corner, Opening to No Missing ADA-compliant curb ramps South Service Road

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Table 2-40. Existing Nonstandard Features – Service Roads (ADA Compliance) (continued) Meets HDM Intersecting Chapter 18 Roadway Roadway Requirements Remarks 101st Avenue VWE South Service Road Southeast Corner, Opening to No Missing ADA-compliant curb ramps South Service Road 101st Avenue VWE South Service Road Northeast Corner, Opening to No Missing ADA-compliant curb ramps South Service Road 102nd Avenue VWE North Service Road No Missing ADA-compliant curb ramps South Corner 102nd Avenue VWE North Service Road No Missing ADA-compliant curb ramps North Corner Lloyd Road VWE North Service Road No Missing ADA-compliant curb ramps South Corner Lloyd Road VWE North Service Road No Missing ADA-compliant curb ramps North Corner 97th Avenue VWE South Service Road No Missing ADA-compliant curb ramps South Corner 97th Avenue VWE South Service Road No Missing ADA-compliant curb ramps North Corner Atlantic Avenue/94rth Avenue Southeast Corner, VWE North Service Road No Missing ADA-compliant curb ramps Opening to North Service Road Atlantic Avenue/94rth Avenue VWE North Service Road Southeast Corner, No Missing ADA-compliant curb ramps Opening to Atlantic Avenue Atlantic Avenue/94rth Avenue Northeast Corner, VWE North Service Road No Missing ADA-compliant curb ramps Opening to North Service Road Atlantic Avenue/94rth Avenue VWE North Service Road Northeast Corner, No Missing ADA-compliant curb ramps Opening to Atlantic Avenue Atlantic Avenue/94rth Avenue Southwest Corner, VWE North Service Road No Missing ADA-compliant curb ramps Opening to North Service Road Atlantic Avenue/94rth Avenue Northwest Corner, VWE North Service Road No Missing ADA-compliant curb ramps Opening to North Service Road Atlantic Avenue/94rth Avenue Southeast Corner, VWE South Service Road No Missing ADA-compliant curb ramps Opening to South Service Road

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Table 2-40. Existing Nonstandard Features – Service Roads (ADA Compliance) (continued) Meets HDM Intersecting Chapter 18 Roadway Roadway Requirements Remarks Atlantic Avenue/94rth Avenue Northeast Corner, VWE South Service Road No Missing ADA-compliant curb ramps Opening to South Service Road 95th Avenue VWE South Service Road No Missing ADA-compliant curb ramps South Corner 95th Avenue VWE South Service Road No Missing ADA-compliant curb ramps North Corner Archer Avenue VWE North Service Road No Missing ADA-compliant curb ramps South Corner Archer Avenue VWE North Service Road No Missing ADA-compliant curb ramps North Corner 90th Avenue VWE North Service Road No Missing ADA-compliant curb ramps South Corner 90th Avenue VWE North Service Road No Missing ADA-compliant curb ramps North Corner 91st Avenue VWE North Service Road No Missing ADA-compliant curb ramps South Corner 91st Avenue VWE North Service Road No Missing ADA-compliant curb ramps North Corner 91st Avenue VWE South Service Road No Missing ADA-compliant curb ramps South Corner 91st Avenue VWE South Service Road No Missing ADA-compliant curb ramps North Corner Jamaica Avenue Southeast Corner, Diagonal VWE North Service Road No Missing ADA-compliant curb ramps Opening to North Service Road and Jamaica Avenue Jamaica Avenue Northeast Corner, Diagonal VWE North Service Road No Missing ADA-compliant curb ramps Opening to North Service Road and Jamaica Avenue Jamaica Avenue VWE North Service Road Northwest Corner, Opening to No Missing ADA-compliant curb ramps North Service Road Jamaica Avenue VWE North Service Road Northwest Corner, Opening to No Missing ADA-compliant curb ramps Jamaica Avenue Jamaica Avenue VWE North Service Road Southwest Corner, Opening to No Missing ADA-compliant curb ramps North Service Road Jamaica Avenue VWE North Service Road Southwest Corner, Opening to No Missing ADA-compliant curb ramps Jamaica Avenue Jamaica Avenue VWE South Service Road Southwest Corner, Diagonal No Missing ADA-compliant curb ramps to Jamaica Avenue

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Table 2-40. Existing Nonstandard Features – Service Roads (ADA Compliance) (continued) Meets HDM Intersecting Chapter 18 Roadway Roadway Requirements Remarks Jamaica Avenue VWE South Service Road Northwest Corner, Parallel to No Missing ADA-compliant curb ramps Jamaica Avenue Jamaica Avenue Northwest Corner, VWE South Service Road No Missing ADA-compliant curb ramps Perpendicular to Jamaica Avenue Jamaica Avenue VWE South Service Road Northeast Corner, Opening to No Missing ADA-compliant curb ramps South Service Road Jamaica Avenue VWE South Service Road Northeast Corner, Opening to No Missing ADA-compliant curb ramps Jamaica Avenue Jamaica Avenue VWE South Service Road Southeast Corner, Opening to No Missing ADA-compliant curb ramps South Service Road Jamaica Avenue VWE South Service Road Southeast Corner, Opening to No Missing ADA-compliant curb ramps Jamaica Avenue Hillside Avenue VWE North Service Road Southeast Corner, Opening to No Missing ADA-compliant curb ramps North Service Road Hillside Avenue VWE North Service Road Southeast Corner, Opening to No Missing ADA-compliant curb ramps Hillside Avenue Hillside Avenue VWE North Service Road Northeast Corner, Opening to No Missing ADA-compliant curb ramps North Service Road Hillside Avenue VWE North Service Road Northeast Corner, Opening to No Missing ADA-compliant curb ramps Hillside Avenue Hillside Avenue VWE North Service Road Northwest Corner, Opening to No Missing ADA-compliant curb ramps North Service Road Hillside Avenue VWE North Service Road Southwest Corner, Opening to No Missing ADA-compliant curb ramps North Service Road Hillside Avenue VWE South Service Road Southwest Corner, Opening to No Missing ADA-compliant curb ramps South Service Road Hillside Avenue VWE South Service Road Southwest Corner, Opening to No Missing ADA-compliant curb ramps Hillside Avenue Hillside Avenue VWE South Service Road Northwest Corner, Opening to No Missing ADA-compliant curb ramps South Service Road

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Table 2-40. Existing Nonstandard Features – Service Roads (ADA Compliance) (continued) Meets HDM Intersecting Chapter 18 Roadway Roadway Requirements Remarks Hillside Avenue VWE South Service Road Northwest Corner, Opening to No Missing ADA-compliant curb ramps Hillside Avenue Hillside Avenue VWE South Service Road Northeast Corner, Opening to No Missing ADA-compliant curb ramps South Service Road Hillside Avenue VWE South Service Road Southeast Corner, Opening to No Missing ADA-compliant curb ramps South Service Road

Table 2-40. Existing Nonstandard Features – Collector-Distributor (Horizontal/Vertical Stopping Sight Distance) Adverse Design Speed Crash (50 mph History? Critical Design Element posted) Standard Existing Condition (Yes/No) Remarks 10.5 feet (left lane); Lane Width HDM 50 mph 12 feet 11 feet (center lane); No C-D Road SB, (MSS) Section 2.7.1.1 10.5 feet (right lane) HDM Right Shoulder Width Section 2.7.1.1 50 mph 6 feet 0 feet (min) No C-D Road SB, (MSS) C, Exhibit 2-2; Section 2.7.5.4 HDM Stopping Sight Distance 50 mph 425 feet 306 feet No Section 2.7.5.6; C-D Road SB, (MSS) Exhibit 2-10a

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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.

Table 2-41. Existing Nonconforming Features – Mainline Adverse Crash Design Existing History? Design Element Speed Standard Condition (Yes/No) Remarks Auxiliary Lane Lengths NB between Queens Blvd. and 835 feet Hillside Ave. Auxiliary Lane Lengths SB between Main Street ramp to 290 feet Hillside Ave. Yes Auxiliary Lane Lengths 140 feet SB under 101st Ave. Bridge Auxiliary Lane Lengths 350 feet NB under 101st Ave. Bridge Auxiliary Lane Lengths NB between 105th Ave. and 111th 990 feet No Ave. Auxiliary Lane Lengths 1,320 feet No SB between 105th Ave. and 111th Ave 1,600 feet AASHTO 60 mph Auxiliary Lane Lengths Entrance - Exit Fig. 10-68 NB between 115th Ave. and Foch 1,140 feet Yes Blvd. Auxiliary Lane Lengths SB from between 115th Ave and 120th 1,070 feet Yes Ave. Auxiliary Lane Lengths NB from Nassau Expwy Entrance 700 feet Yes Ramp to North Conduit Exit Ramp Auxiliary Lane Length Entrance Ramp from Nassau Expwy 400 feet N/A to SB VWE Mainline Auxiliary Lane Lengths NB from N. Service Road Entrance 800 feet N/A Ramp to Nassau Expwy Exit Ramp

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Table 2-42. Existing Nonconforming Features – Mainline (continued) Adverse Crash Design Existing History? Design Element Speed Standard Condition (Yes/No) Remarks Lane Drop 720 feet = MUTCD Between 130th Ave. and 131st Ave. 12 feet* 60 mph 275 feet No Table 6C-4 L=WS Compound Curves HDM 5.7.3.5 NB, Sutter Ave. and 133rd Ave. 1.5:1 3.6:1 No AASHTO pg. 3-84 Median Width 8 feet Queens Blvd. to Hillside Ave. HDM 10 feet Yes Median Width 7 feet Exhibit 5-18 135th Ave. to South Conduit Ave. (minimum) Horizontal Clearance Left Shoulder for NB and SB, Main Street to Federal Circle Varies HDM 4 feet Yes Horizontal Clearance <4 feet Exhibit 5-20 Right Shoulder for NB and SB, Main Street to Hoover Ave. Horizontal Clearance Right Shoulder for NB and SB, 91st Ave. to Archer Ave. Varies HDM 4 feet Yes Horizontal Clearance <4 feet Exhibit 5-20 Right Shoulder for NB and SB, 133rd 60 mph Ave. to End of Project Vertical Stopping Sight Distance SSD = 428 feet N/A SB, GCP Split to Hoover Ave. (sag curve) Vertical Stopping Sight Distance SSD = 412 feet Yes - SB NB/SB, Hillside to Jamaica Ave. (sag curve) Vertical Stopping Sight Distance SSD = 400 feet Yes - SB NB/SB, LIRR to 94th Ave. (sag curve) Vertical Stopping Sight Distance SSD = 559 feet Yes NB/SB, Linden Blvd. to Foch Blvd. (sag curve) Vertical Stopping Sight Distance SSD = 413 feet HDM No NB/SB, Rockaway Blvd. to 133rd Ave. 570 feet (sag curve) Section 2.7.1.1 F Exhibit 2-2 Vertical Stopping Sight Distance SSD = 462 feet NB/SB, 133rd Ave. to North Conduit Yes (sag curve) Ave. Vertical Stopping Sight Distance SSD = 412 feet Yes NB, South Conduit Ave. to Federal (sag curve) Circle Vertical Stopping Sight Distance SSD = 385 feet Yes NB, South Conduit Ave. to Federal (sag curve) Circle

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Table 2-42. Existing Nonconforming Features – Access Control Adverse Crash History? Location Standard Existing Condition (Yes/No) Mainline Entrance VWE south of Nassau Expressway Grade Separated At Grade No (SB VWE & Bergen Rd) Mainline Exit VWE south of Nassau Expressway Grade Separated At Grade No (SB VWE & Bergen Rd) JAN1- Slip ramp connecting North Service Road 50 feet after end of ramp 0 ft Yes (btw Archer Ave and Jamaica Ave) to opening Northbound VWE LIBN1- 100 feet before start of Slip ramp connecting North Service Road (at 50 ft Yes ramp opening Liberty Ave) to Northbound VWE AAS2- Slip ramp connecting Southbound VWE 100 feet after end of 90 ft No (Auxiliary lane exit between Jamaica Ave and ramp opening LIRR) to South Service Road R101S1- 100 feet before start of Slip ramp connecting South Service Road (at 0 ft No ramp opening 101st Ave) to Southbound VWE R101S2- 100 feet after end of Slip ramp connecting Southbound VWE (at 55 ft No ramp opening 101st Ave) to South Service Road RBS1- 50 feet after end of ramp Slip ramp connecting South Service Road (at 10 ft No opening Rockaway Blvd) to Southbound VWE

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Table 2-43. Existing Nonconforming Features – Ramps Adverse Crash Design Existing History? Design Element Speed Standard Condition (Yes/No) Remarks Broken Back Curves Tangent Length HDM NCS1, Loop ramp connecting N. 25 mph between Curve = 125 feet Yes 5.7.3.5 Conduit Ave to Southbound VWE 1,500 feet Deceleration Length 430 feet NB Exit Ramp to Queens Blvd. (Design Speed: 343 feet Mainline = 60 mph; Ramp = 30 mph) 30 mph Deceleration Length 430 feet AASHTO NB Exit Ramp to Jamaica Ave. (Design Speed: 305 feet Yes Tables 10-4 (ramp will be removed) Mainline = 60 mph; & 10-5 Ramp = 30 mph) Acceleration Length 1,110 feet NCS1, Loop ramp connecting N. (Design Speed: 25 mph 970 feet Conduit Ave to Southbound VWE Mainline = 60 mph; Ramp = 20 mph) Vertical Stopping Sight Distance SB exit ramp at Liberty Ave. (ramp Yes will be removed) (sag curve) Vertical Stopping Sight Distance NB Exit Ramp at Atlantic Ave. (ramp No will be removed) Did not meet HDM (sag curve) required curve Section 30 mph 200 feet length based Vertical Stopping Sight Distance 2.7.5.3 F on 200 feet LIBS1, Slip ramp connecting South Exhibit 2-10a Service Road (at Liberty Ave) to SSD Yes Southbound VWE (sag curve) Vertical Stopping Sight Distance NB Entrance Ramp at 101st Ave. Yes (ramp will be removed) (sag curve)

Table 2-44. Existing Nonconforming Features – Service Roads Adverse Crash Design History? Design Element Speed Standard Existing Condition (Yes/No) Remarks Vertical Stopping Sight 40 mph 271 feet Did not meet required vertical No HDM Distance length based on 271 feet Section North Conduit Roadway SSD 2.7.2.3 F between Belt Parkway and Exhibit 2-4 Rockaway Blvd. (sag curve)

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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 the 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 KGI. 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 of the VWE 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 (CSO) 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.

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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.

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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.

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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, minimum 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 under clearance 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

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

• Type of bridge, number and length of spans, etc.: − Two-span continuous, single trapezoidal composite box girder . Span 1 length = 118.6 feet . Span 2 length = 56.9 feet

• Width of travel lanes, parking lanes, and shoulders: No travel lanes; One 8-foot pedestrian walkway

• Sidewalks: None • Utilities carried: − None • Clearances (Horizontal/Vertical): − Horizontal: Varies − 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 − State Condition Rating: 6.493 − Summary of Condition and Inspection Reports and In-depth Inspection: This structure was inspected on October 4, 2016. Span No. 8 concrete wearing surface exhibits multiple cracks.

• Restrictions: None • Waterway: None

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BIN 1055710 – Hillside Avenue over VWE • Feature carried and crossed: Hillside Avenue over VWE • Type of bridge, number and length of spans, etc.: − Two-span continuous, multi-girder composite steel rolled beam . Span 1 length = 68.36 feet . Span 2 length = 68.36 feet • Width of travel lanes, parking lanes, and shoulders: Six 11-foot travel lanes; 2-foot shoulders • Sidewalks: 17 feet 5.5 inches wide with a concrete parapet wall and steel fence on both north and south bridge fascia

• Utilities carried: − Con Edison electrical ducts − National Grid gas mains − NYCDEP water mains − FDNY fire alarm ducts

• Clearances (Horizontal/Vertical) − Horizontal: Varies − 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: − Federal Sufficiency Rating: 73.2 − State Condition Rating: 5.305 − 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

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BIN 1055700 – Jamaica Avenue over VWE • Feature carried and crossed: Jamaica Avenue over VWE. • Type of bridge, number and length of spans, etc. − Two-span continuous, multi-girder composite steel rolled beam . Span 1 length = 69.23 feet . Span 2 length = 69.23 feet • Width of travel lanes, parking lanes, and shoulders: Four 11-foot travel lanes; no shoulders • Sidewalks: 16 feet 1.5 inches wide with a concrete parapet wall and steel fence on both north and south bridge fascia

• Utilities carried: − Con Edison electrical ducts − National Grid gas mains − NYCDEP water mains − Verizon duct banks − FDNY fire alarm ducts • Clearances (Horizontal/Vertical): − Horizontal: Varies − 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 D259284, as a steel girder with concrete deck.

• Inspection: − Federal Sufficiency Rating: 75.2 − State Condition Rating: 5.85 − Summary of Condition and Inspection Reports and In-depth Inspection if done: This structure was inspected on January 12, 2016. Below deck there are signs of water leakage through the joints. • Restrictions: None • Waterway: None

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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 • Type of bridge, number and length of spans, etc. − 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, power, communication and other cables • Clearances (Horizontal/Vertical): − Horizontal (Roadway) . 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 (Roadway) . 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 − Horizontal (Railroad): . The existing horizontal railroad clearances at the track level measured from the centerline of track to the structure are as follows: . 6 feet 6 inches (WB Montauk Track) . 6 feet 6 inches (WB Atlantic Avenue Track 1) . 6 feet 6 inches (EB Atlantic Avenue Track 2) . 6 feet 7 inches (WB Atlantic Avenue Track 3) . 6 feet 10 inches (EB Atlantic Avenue Track 4) . 7 feet 6 inches (Yard Track 1) − Vertical (Railroad): . The existing vertical railroad clearances at the track level measured from the top of rail to the structure above are as follows: . Not available (WB Montauk Track) . 17 feet 3 inches (WB Atlantic Ave. Track 1) . 16 feet 9 inches (EB Atlantic Ave. Track 2)

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. 17 feet 2 inches (WB Atlantic Ave. Track 3) . 16 feet 7 inches (EB Atlantic Ave. Track 4) . Not available (Yard Track 1) . The existing horizontal and vertical railroad clearances are non-conforming to New York State Railroad Law Section 51-a.

• History: This structure was originally built in 1910 spanning over the then-existing Van Wyck Boulevard. In 1950, when Van Wyck Boulevard was expanded and the Van Wyck Expressway was constructed as part of Contract FAVWE 48-01, Spans 1 and 2 of the original structure were retained and Spans 3 and 4 were replaced by new Spans 3, 4, and 5. • 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. • Restrictions: Vertical and horizontal clearances at the track level restrict the type of rail equipment that can access the bridge. • Waterway: None

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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 • Type of bridge, number and length of spans, etc. − Girder and Floorbeam System − Five spans . Span 1 length = 19 feet . Span 2 length = 34 feet . Span 3 length = 48 feet . Span 4 length = 49 feet . Span 5 length = 46 feet • Width of travel lanes, parking lanes, and shoulders: N/A • Sidewalks: None • Utilities carried: LIRR signal, power, communication, and other cables • Clearances (Horizontal/Vertical): − Horizontal (Roadway) . 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 (Roadway) . 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. − Horizontal (Railroad): . The existing horizontal clearances at the track level measured from the centerline of track to the structure are as follows: . 8 feet 6 inches (Mainline 2 Track) . 8 feet 6 inches (Mainline 4 Track) . 8 feet 6 inches minimum (WB Freight Track) . 8 feet 6 inches minimum (Montauk 2 Track) − Vertical (Railroad) . The existing vertical clearances at the track level measured from the top of rail to the structure above are as follows: . 22 feet (Mainline 2 Track) . 22 feet (Mainline 4 Track) . 22 feet minimum (WB Freight Track) . 22 feet minimum (Montauk 2 Track)

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The existing horizontal and vertical railroad clearances conform to New York State Railroad Law Section 51-a. • History: This structure was originally built in 1910 spanning over the then-existing Van Wyck Boulevard. In 1950, when Van Wyck Boulevard was expanded and the Van Wyck Expressway was constructed as part of Contract FAVWE 48-01, Spans 1 and 2 of the original structure were retained and Spans 3 and 4 were replaced by new Spans 3, 4, and 5. • Inspection: − Federal Sufficiency Rating: N/A − State Condition Rating: 5.017 − Summary of Condition and Inspection Reports and In-depth Inspection: This structure 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. • Restrictions: Vertical and horizontal clearances at the track level restrict the type of rail equipment that can access the bridge. • Waterway: None

2-83 Van Wyck Expressway Capacity and Access Improvements to JFK Airport Project FDR/FEIS PIN X735.82 CHAPTER 2. PROJECT CONTEXT

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

• Type of bridge, number and length of spans, etc. − 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 • Width of travel lanes, parking lanes, and shoulders: N/A • Sidewalks: None • Utilities carried: LIRR signal, power, communications, and other cables. • Clearances (Horizontal/Vertical): − Horizontal (Roadway) . 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 (Roadway) . 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 5 inches (minimum) . Span 5 clearance = 18 feet (minimum)

− Horizontal (Railroad): . The existing horizontal railroad clearances at the track level measured from the centerline of track to the structure are as follows: . 5 feet 6 inches (WB Mainline Track 1) . 5 feet 6 inches (WB Mainline Track 3) . The existing horizontal railroad clearances are non-conforming to New York State Railroad Law Section 51-a.

− Vertical (Railroad): . The existing vertical railroad clearances at the track level measured from the top of rail to the structure above are as follows: . 22 feet minimum (WB Mainline Track 1) . 22 feet minimum (WB Mainline Track 3)

2-84 PIN X735.82 Van Wyck Expressway Capacity and Access Improvements to JFK Airport Project FDR/FEIS CHAPTER 2. PROJECT CONTEXT

. The existing vertical railroad clearances conform to New York State Railroad Law Section 51-a. • History: This structure was originally built in 1910 spanning over the then-existing Van Wyck Boulevard. In 1950, when Van Wyck Boulevard was expanded and the Van Wyck Expressway was constructed as part of Contract FAVWE 48-01, Spans 1 and 2 of the original structure were retained and Spans 3 and 4 were replaced by new Spans 3, 4, and 5.

• Inspection: − Federal Sufficiency Rating: N/A − State Condition Rating: 4.557 − 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 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. • Restrictions: Vertical and horizontal clearances at the track level restrict the type of rail equipment that can access the bridge.

• Waterway: None

2-85 Van Wyck Expressway Capacity and Access Improvements to JFK Airport Project FDR/FEIS PIN X735.82 CHAPTER 2. PROJECT CONTEXT

BIN 7076810 – LIRR4: LIRR Atlantic 6 Track over VWE • Feature carried and crossed: LIRR Atlantic 6 Track over mainline and service roads • Type of bridge, number and length of spans, etc. − Girder and Floorbeam System − Five spans . Span 1 length = 22 feet . Span 2 length = 34 feet . Span 3 length = 50 feet . Span 4 length = 50 feet . Span 5 length = 48 feet • Width of travel lanes, parking lanes, and shoulders: N/A • Sidewalks: None. • Utilities carried: LIRR signal, power, communication, and other cables • Clearances (Horizontal/Vertical) − Horizontal (Roadway) . 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 (Roadway) . 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) − Horizontal (Railroad): . The existing horizontal railroad clearances at the track level measured from the centerline of track to the structure are as follows: . 8 feet 6 inches minimum (Atlantic 6 Track) − Vertical (Railroad): . The existing vertical railroad clearances at the track level measured from the top of rail to the structure above are as follows: . 22 feet minimum (Atlantic 6 Track) The existing horizontal and vertical railroad clearances conform to New York State Railroad Law Section 51-a.

2-86 PIN X735.82 Van Wyck Expressway Capacity and Access Improvements to JFK Airport Project FDR/FEIS CHAPTER 2. PROJECT CONTEXT

− Federal Sufficiency Rating: N/A − State Condition Rating: 4.115 − Summary of Condition and Inspection Reports and In-depth Inspection: This structure 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 exhibits pack rust and concrete pedestals are spalled. Span 2 reinforcement concrete deck slab exhibits several spalls with exposed corroded rebars. • Restrictions: Vertical and horizontal clearances at the track level restrict the type of rail equipment that can access the bridge. • Waterway: None

2-87 Van Wyck Expressway Capacity and Access Improvements to JFK Airport Project FDR/FEIS PIN X735.82 CHAPTER 2. PROJECT CONTEXT

BIN 1055699 – 94th Avenue and Atlantic Avenue over VWE • Feature carried and crossed: 94th Avenue and Atlantic Avenue over VWE. • Type of bridge, number and length of spans, etc.: − 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 • Utilities carried: − Con Edison electrical ducts − National Grid gas mains − NYCDEP water mains − Verizon ducts − FDNY fire alarm conduits • Clearances (Horizontal/Vertical): − 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: − Federal Sufficiency Rating: 73.00 − State Condition Rating: 5.61 − 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. • Restrictions: None • Waterway: None

2-88 PIN X735.82 Van Wyck Expressway Capacity and Access Improvements to JFK Airport Project FDR/FEIS CHAPTER 2. PROJECT CONTEXT

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 • Clearances (Horizontal/Vertical): − 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) − Vertical to AirTrain JFK: 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. • Restrictions: None • Waterway: None

2-89 Van Wyck Expressway Capacity and Access Improvements to JFK Airport Project FDR/FEIS PIN X735.82 CHAPTER 2. PROJECT CONTEXT

BIN 1055670 – Liberty Avenue over VWE and under AirTrain JFK • Feature carried and crossed: Liberty 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 = 53 feet . Span 2 length = 53 feet

• Width of travel lanes, parking lanes, and shoulders: 11-foot 6-inch travel lanes with no shoulder

• 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 • Clearances (Horizontal/Vertical): − 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) − Vertical to AirTrain JFK: 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: − Federal Sufficiency Rating: 92.80 − State Condition Rating: 6.31 − 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. • Restrictions: None • Waterway: None

2-90 PIN X735.82 Van Wyck Expressway Capacity and Access Improvements to JFK Airport Project FDR/FEIS CHAPTER 2. PROJECT CONTEXT

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 • Width of travel lanes, parking lanes, and shoulders: 12-foot 6-inch travel lanes with no shoulder • 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 • Clearances (Horizontal/Vertical) − 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: − Federal Sufficiency Rating: 75.50 − State Condition Rating: 6.06 − 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. • Restrictions: None • Waterway: None

2-91 Van Wyck Expressway Capacity and Access Improvements to JFK Airport Project FDR/FEIS PIN X735.82 CHAPTER 2. PROJECT CONTEXT

BIN 1055650 – Linden Boulevard over VWE • Feature carried and crossed: Linden Boulevard over VWE • Type of bridge, number and length of spans, etc. − 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 • Utilities carried: − NYCDEP Water Main − Con Edison Electric Ducts − National Grid Gas Pipe − FDNY Conduit − Verizon Ducts • Clearances (Horizontal/Vertical): − Horizontal: Varies, minimum horizontal clearance 2 feet 0 inches − Vertical: 14 feet 2 inches (minimum) − Vertical to AirTrain JFK: 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 was 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 do not have sufficient seismic reinforcement. Installing seismic seat restrainers was a recommended improvement.

• Inspection − Federal Sufficiency Rating: 67.9 − State Condition Rating: 5.403 − 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.

2-92 PIN X735.82 Van Wyck Expressway Capacity and Access Improvements to JFK Airport Project FDR/FEIS CHAPTER 2. PROJECT CONTEXT

BIN 1055640 – Foch Blvd over VWE • Feature carried and crossed: Foch Boulevard over VWE • Type of bridge, number and length of spans, etc. − 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

• Utilities carried: − NYCDEP Water Main − Con Edison Electric Ducts − National Grid Gas Pipe − Verizon Ducts − FDNY Conduits − Traffic Signal Conduits • Clearances (Horizontal/Vertical) − Horizontal: Varies, minimum horizontal clearance 2 feet 0 inches − Vertical: 14 feet 6 inches (minimum) − Vertical to AirTrain JFK: 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, and 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: − Federal Sufficiency Rating: 75.5 − 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. • Restrictions: None • Waterways: None

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BIN 1055630 – Rockaway Boulevard over VWE • Feature carried and crossed: Rockaway Boulevard over VWE • Type of bridge, number and length of spans, etc.: − 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 • Utilities carried: − NYCDEP Water Main − Con Edison Electric Ducts − National Grid Gas Pipe − Verizon Ducts − FDNY Conduits • Clearances (Horizontal/Vertical): − Horizontal: Varies, minimum 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 do not have sufficient 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: − Federal Sufficiency Rating: 75.2 − 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. • Restrictions: None • Waterway: None

2-94 PIN X735.82 Van Wyck Expressway Capacity and Access Improvements to JFK Airport Project FDR/FEIS CHAPTER 2. PROJECT CONTEXT

BIN 1055620 – 133rd Avenue over VWE • Feature carried and crossed: 133rd Avenue over VWE, northbound and southbound collectors • Type of bridge, number and length of spans, etc.: − 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.

• Utilities carried: − NYCDEP Water Main − Con Edison Electric Ducts − Verizon Ducts − FDNY Conduits • Clearances (Horizontal/Vertical): − Horizontal: Varies; minimum horizontal clearance is 2 feet. − Vertical: 15 feet 9 inches (minimum) − Vertical to AirTrain JFK: 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 do not have sufficient 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 − Federal Sufficiency Rating: 77.7 − State Condition Rating: 5.847 − 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. • Restrictions: None • Waterway: None

2-95 Van Wyck Expressway Capacity and Access Improvements to JFK Airport Project FDR/FEIS PIN X735.82 CHAPTER 2. PROJECT CONTEXT

BIN 1076499 – VWE over North Conduit Avenue • Feature carried and crossed: VWE over North Conduit Avenue • Type of bridge, number and length of spans, etc.: − Concrete - Arch - Deck − One Span: Varies from 62 feet 4 inches to 68 feet 11 inches • Width of travel lanes, parking lanes, and shoulders: − 12-foot travel lanes − Shoulder widths: 6 feet 6 inches to 10 feet 8 inches (west); 7 feet 10 inches to 8 feet 8 inches (east)

• Sidewalks: None • Utilities carried: − National Grid − Verizon Wireless − Con Ed

• Clearances (Horizontal/Vertical): − Horizontal: 10 feet (north abutment); 6 feet 3-5/8 inches (south abutment) − Vertical: 14 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 − Federal Sufficiency Rating: 49.6 − State Condition Rating: 4.115 − 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.

• Restrictions: None • Waterway: None

2-96 PIN X735.82 Van Wyck Expressway Capacity and Access Improvements to JFK Airport Project FDR/FEIS CHAPTER 2. PROJECT CONTEXT

BIN 1055619 – VWE over Belt Parkway • Feature carried and crossed: VWE over Belt Parkway • Type of bridge, number and length of spans, etc. − Concrete - Arch - Deck − Two Spans . Span 1 length = 44 feet 5-5/8 inches . Span 2 length = 39 feet 7.25 inches

• Width of travel lanes, parking lanes, and shoulders: − 12-foot travel lanes − Shoulder widths: 11 feet 10 inches to 12 feet 3 inches (west); 8 feet 9 inches to 8 feet 11 inches (east) • Sidewalks: None • Utilities carried: − National Grid − Verizon Wireless − Con Ed • Clearances (Horizontal/Vertical): − 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)

− Vertical: 10 feet 4 inches (minimum) • 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: − Federal Sufficiency Rating: 85.8 − State Condition Rating: 5.13 − 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.

2-97 Van Wyck Expressway Capacity and Access Improvements to JFK Airport Project FDR/FEIS PIN X735.82 CHAPTER 2. PROJECT CONTEXT

BIN 1076489 – VWE over South Conduit Avenue • Feature carried and crossed: VWE over South Conduit Avenue • Type of bridge, number and length of spans, etc.: − Concrete - Arch - Deck − One Span: Span 1 length = 58 feet 5-5/8 inches • Width of travel lanes, parking lanes, and shoulders: − 12-foot travel lanes − Shoulder widths: 9 feet 5 inches to 10 feet 10 inches (west), 8 feet 8 inches to 9 feet 2 inches (east)

• Sidewalks: None • Utilities carried: − National Grid − Verizon Wireless − Con Ed

• Clearances (Horizontal/Vertical): − 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: − Federal Sufficiency Rating: 75.0 − State Condition Rating: 6.2 − 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

2-98 PIN X735.82 Van Wyck Expressway Capacity and Access Improvements to JFK Airport Project FDR/FEIS CHAPTER 2. PROJECT CONTEXT

BIN 1075630 – Nassau Expressway over VWE • Feature carried and crossed: Nassau Expressway over VWE • Type of bridge, number and length of spans, etc.: − 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 • Width of travel lanes, parking lanes, and shoulders: − 12-foot travel lanes − Shoulder widths: 4 feet 5 inches to 4 feet 10 inches (north); 9 feet 4 inches to 10 feet 0 inches (south)

• Sidewalks: None • Utilities carried: None • Clearances (Horizontal/Vertical): − 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: − Federal Sufficiency Rating: 92.6 − State Condition Rating: 5.95 − 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. • Restrictions: None • Waterway: None

2-99 Van Wyck Expressway Capacity and Access Improvements to JFK Airport Project FDR/FEIS PIN X735.82 CHAPTER 2. PROJECT CONTEXT

BIN 1075710 – VWE Northbound over Nassau Connection for Southbound VWE • Feature carried and crossed: VWE northbound over VWE southbound exit ramp to Nassau Expressway • Type of bridge, number and length of spans, etc.: − Stringer/Multi-Beam or Girder System − 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 • Width of travel lanes, parking lanes, and shoulders: − 12-foot travel lanes − No shoulder

• Sidewalks: None • Utilities carried: None • Clearances (Horizontal/Vertical): − 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: − Federal Sufficiency Rating: 58.8 − State Condition Rating: 4.5 − 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

2-100 PIN X735.82 Van Wyck Expressway Capacity and Access Improvements to JFK Airport Project FDR/FEIS CHAPTER 2. PROJECT CONTEXT

BIN 5522079 – VWE over North Federal Circle • Feature carried and crossed: VWE northbound and southbound over Federal Circle • Type of bridge, number and length of spans, etc.: − Stringer/Multi-Beam or Girder System − One Span: Span 1 length = 70 feet • Width of travel lanes, parking lanes, and shoulders: − Six 11’-10” travel lanes

• Sidewalks: Two sidewalks; width varies, 10-foot minimum • Utilities carried: None • Clearances (Horizontal/Vertical): − Horizontal: Varies; minimum horizontal clearance is 2 feet − 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: − Federal Sufficiency Rating: 87.4 − State Condition Rating: 5.656 − 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: None • Waterway: None

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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 on 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. The larger utilities in the corridor are described below.

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

• A water main that 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.

Water main lines are also located on the following bridges over 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, storm and sanitary sewer underground facilities run throughout the corridor as follows:

• 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. Verizon has a fiber‐ optic trunk line that crosses aerially over the VWE directly south of the LIRR bridge carrying track A6.

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 the 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 the VWE run through the bridges from east to west. • Facilities run along the north fascia of the 109th Avenue and Foch Boulevard bridges over the VWE.

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• 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.

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 an 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 the 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

2-106 PIN X735.82 Van Wyck Expressway Capacity and Access Improvements to JFK Airport Project FDR/FEIS CHAPTER 2. PROJECT CONTEXT 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.

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 and 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

2.3.3.8 Railroad Facilities The LIRR is a regional commuter transit service operated by the Metropolitan Transportation Authority (MTA). The tracks crossing the VWE are part of the mainline that connects Penn Station New York (and, starting in August 2022, Grand Central 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.

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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, the second busiest LIRR station in the system, and carry Mainline tracks, Atlantic Tracks, Montauk tracks, and Yard tracks. Ten (10) of the 11 LIRR branches, with approximately 270,000 commuters per day, as well as New York & Atlantic Railway rail-freight service, which is Long Island's sole link to the national rail freight system, cross these bridges every day.

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 four spans over the then-Van Wyck Boulevard. The bridges were reconstructed in 1950 and lengthened from four 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, but will be assessed to mitigate any potential structural impacts.

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

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Atlantic 6 (Eastward Atlantic Freight Track) – BIN 7076810 The Atlantic 6 structure carries one track. 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-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.

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Unusual Weather Conditions No unusual weather conditions exist within the Study Area that will 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.

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

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