STATEN ISLAND EXPRESSWAY BUS/HOV LANE EXTENSION PROJECT SLOSSON AVENUE TO VICTORY BOULEVARD I-278 Staten Island (Richmond County) New York Type of Project – Multimodal (Highway/Bus Transit/Truck Freight) Congressional District – NY13 Length – 3.2 miles Requested TIGER II Grant: $17 Million
A. Warde, NYSDOT 518-457-5121 [email protected] 50 Wolf Road Colonie, NY 12232
Staten Island Expressway Bus/HOV Lane Extension Project Slosson Avenue to Victory Boulevard/I-278
Table of Contents
PROJECT DESCRIPTION AND NEED ...... 1 GENERAL PROJECT INFORMATION ...... 1 PROJECT DESCRIPTION ...... 1 PROJECT NEED ...... 1 PROJECT PARTIES ...... 6 PROJECT SCHEDULE, ENVIRONMENTAL AND LEGISLATIVE APPROVALS ...... 7 PROJECT SCHEDULE ...... 7 GRANT FUNDS AND SOURCES ...... 10 LONG-TERM OUTCOME REQUIREMENTS ...... 11 STATE OF GOOD REPAIR ...... 11 ECONOMIC COMPETITIVENESS ...... 11 LIVABILITY ...... 12 SUSTAINABILITY ...... 14 SAFETY ...... 14 LONG-TERM OUTCOMES, BENEFIT/COST ANALYSIS ...... 16 ECONOMIC/LIVABILITY ...... 16 SUSTAINABILITY ...... 16 SAFETY ...... 17 PRESENT WORTH OF BENEFIT ...... 17 JOB CREATION & ECONOMIC STIMULUS ...... 18 SECONDARY BENEFITS ...... 20 INNOVATION ...... 20 PARTNERSHIP ...... 20 PROJECT READINESS AND NEPA ...... 21 NEPA REQUIREMENTS ...... 21 EVALUATION OF PROJECT PERFORMANCE ...... 22 CERTIFICATIONS ...... ERROR! BOOKMARK NOT DEFINED. BENEFIT COST APPENDIX
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Staten Island Expressway Bus/HOV Lane Extension Project Slosson Avenue to Victory Boulevard/I-278
PROJECT DESCRIPTION AND NEED
General Project Information
1. Name: Staten Island Expressway Bus/HOV Lane Extension /Slosson to Victory
2. Project Type: Highway/Transit/Truck (multi-modal)
3. Location: New York/New York/Richmond/C.D. #13
4. Location Type: Urban
5. Application Amount: $17 million (construction only) out of a total construction cost of $86 million
6. Ownership: New York State
Project Description
1. Name: Staten Island Expressway Bus/HOV Lane Extension /Slosson to Victory
2. Description: Construction of a Bus/HOV lane in the median of the Staten Island Expressway from its present western terminus at Slosson Avenue to a new terminus in the vicinity of Victory Boulevard. The project will also include the construction of new continuous auxiliary lanes in both directions for a distance of one mile between Clove Road and Bradley Avenue.
Project Need
Background
The Staten Island Expressway (SIE) is an Interstate highway (I-278) connecting New Jersey on the west via the Goethals Bridge with Queens, Brooklyn and Long Island on the east via the Verrazano Narrows Bridge and Gowanus Expressway and Belt Parkway. The Staten Island Expressway was originally constructed in 1964 as a 6-lane highway with three 12-foot width lanes in each direction. The Staten Island Expressway is classified as an Urban Interstate. The highway is on the National Highway System (NHS). The Staten Island Expressway is also a Qualifying or Access Highway on the National Network of Designated Truck Access Highways. Access to local streets is provided through a system of service roads throughout much of the expressway’s length. The SIE currently carries approximately 130,000 vehicles per day through western and central parts of the Expressway and up to 160,000 vehicles per day at the eastern end. Based on recent travel time studies conducted on this corridor, travel speeds during the morning peak period in the peak direction average less than 9 mph. In the evening peak period speeds average less than 25 mph in both directions. There are no alternative highway routes that are suitable as a permanent alternative to the SIE corridor.
1 Staten Island Expressway Bus/HOV Lane Extension Project Slosson Avenue to Victory Boulevard/I-278
The section of SIE between the Verrazano-Narrows Bridge on the east and the Goethals Bridge on the west is officially designated as an Interstate through-truck route in the City of New York. The SIE is part of a southern bypass truck route from New Jersey and points south, to New York City and Long Island. The SIE provides major interchange service with other Interstate highways (i.e., I-95, I-495, I-287 and I-678), as well as numerous connections with local truck routes such as Hylan Boulevard, Richmond Avenue, Victory Boulevard, and South Avenue in Richmond County.
Staten Island is the only New York City borough that does not have subway service that connects with Manhattan, the principle employment center for New York City. Accordingly, commuters who live on Staten Island can access Manhattan only by car, ferry or express bus services. Bus transit, and in particular express bus service is a significant alternative that is used by almost 20% of Staten Island’s commuters1—a percentage that is well above the national average. In 2009, the combined ridership of the MTA New York City Transit bus services in Staten Island (39,447,401) and the ridership of MTA Staten Island Railroad (4,127,072) were 43,574,473 and on a nationwide basis, these transit services would rank within the top 30 of the largest USA transit operations. Right now the existing Staten Island Expressway bus lane to the east of this project carries over 210 buses during the four hour morning peak period with over 9,000 daily passengers and 185 to 190 buses with over 8,000 daily passengers during the evening peak period, and this is a usage level that is comparable to other bus lanes within the USA. Almost all of the buses using the current Staten Island Expressway bus lane will also utilize the proposed extension to the bus lane that is the subject of this application.
The growth of express bus passengers over the last five years for services that use the existing bus lane has been dramatic and has averaged over 5% per year since the latest segment was opened in 20052. In part because of the significantly increasing ridership on these routes, the MTA New York City Transit will be purchasing 124 new Express buses to augment its Express Bus fleet over the next two years. Express Bus service accounted for 23% of total Staten Island bus transit riders in 2009.
In addition to being a significant conduit for express bus services, the Staten Island Expressway is also a major truck route. Based on traffic surveys conducted in 2009, in the eastbound direction of the Staten Island Expressway, commercial vehicles including buses and heavy trucks are estimated to be approximately 14%, 20% and 10% during the AM, midday and PM peak hours, respectively. In the westbound direction, commercial vehicles are estimated to be approximately 9%, 12% and 6% during the AM, midday and PM peak hours, respectively.
Steep grades on the SIE within the project limits, in the Todt Hill area force reductions in the speed of large trucks, which contribute to the major congestion in this area. Additionally, there
1 2000 U.S. Census Journey to Work Survey 2 This level of sustained ridership growth is significant, especially for mature routes such as those that utilize the Bus Lane. This rate of growth has been sustained through the recent recession when even MTA New York City Transit’s overall bus ridership has decreased.
2 Staten Island Expressway Bus/HOV Lane Extension Project Slosson Avenue to Victory Boulevard/I-278 are several tight clusters of multiple entrance and exit ramps, as well as multiple weaving sections that also contribute to the daily congestion. For example, there are six eastbound entrance/exit ramps and seven westbound entrance/exit ramps in a 1.3-mile section of the Expressway.
Land use near the corridor is primarily characterized by low density, residential development with a mix of institutional, commercial, and parkland uses. One- and two-family homes dominate the areas directly north and south of the SIE while a mix of institutional, commercial/office and open space uses are interspersed throughout the study area along major roadways. Staten Island in general has been experiencing growth from a continued in-migration of new residents and because of this, New York City has proactively revised its zoning practices to promote the infill of residential development in a manner that preserves existing green space. Local transit service is very extensive both in geographical coverage as well as in the frequency of service. Very few locations within Staten Island are not within walking distance of often multiple bus routes.
Proposed Improvements
Under the Staten Island Expressway Improvement Project, New York State DOT is proposing the following:
Extension of the existing Bus/HOV lane in the Expressway median from its present terminus at Slosson Avenue, to the vicinity of Victory Blvd. Construction of Auxiliary lanes in either direction approaching Todt Hill—the largest bottleneck and highest accident location on the Expressway Removal of the abandoned interchange over the Expressway between Slosson and Renwick Avenues Minor shifts to the alignment of the Expressway to eliminate several non-standard geometric features Improvement of safety conditions along the corridor through geometric modifications that will improve sight distance, horizontal alignment, inadequate merge lengths and inadequate lane and shoulder widths.
These improvements will address the movement of transit and trucks along the corridor as well as address a major bottleneck on the Staten Island Expressway, which includes delays due to weaving traffic entering and exiting the highway at the Bradley Avenue, Slosson Avenue and Clove Road access points. Slosson Avenue is a major bus access point to the existing bus lane to the east of this project. Continuous auxiliary lanes in both directions will provide the distance needed to maneuver through the Todt Hill area. The removal of the abandoned interchange will create the width necessary to construct the auxiliary lanes the 1.04-mile length between the ramp entrance and exit points. This section of the SIE, as shown on Figure 1, has the highest accident locations in the corridor.
3 Staten Island Expressway Bus/HOV Lane Extension Project Slosson Avenue to Victory Boulevard/I-278
FIGURE 1 Project Location and Project Details
Figure #1-Project Location and Elements
Appr. Western Boundary
Sunnyside Interchange to be removed
Auxiliary Lanes Project Limits
Most of the bridges on the SIE have non-standard shoulders that do not meet present design criteria, requiring full width shoulders on bridges. The establishment of the bus/HOV lane will require the unconstructed median sections of the bridges to be filled in, with appropriate buffers and shoulders. The bridge reconstruction will also include the outside shoulders of the bridges. Many of the accidents occur in the areas where inadequate outside shoulders are now present. There are 23 locations where the SIE mainline has outside shoulder widths that do not meet present design criteria. These deficiencies primarily occur at the approaches to bridges that have non-standard shoulders
Safety Concerns
Based on the ―Highway Safety Investigation Report,‖ prepared as part of the preliminary design studies for this project, a total of 722 accidents in this area were recorded during a recent two year period. Nearly 50% of the eastbound roadway experiences accidents rates that exceed the State average of 1.19 accidents/million vehicle miles with the worst section occurring at the vertical curve near Renwick Avenue where the rate is nearly four times the Statewide average accident rate. In the westbound direction only about 15% of the roadway section has rates that exceed the statewide average accident rate. Nearly 30% of the eastbound accident occurrences resulted in injury. In the westbound direction a total of four (4) fatal accidents were reported and 46% of the total accidents were reported as injury. Commercial vehicles, consisting of heavy trucks and buses, accounted for over 21% of the total weekday accident occurrences. Most of these accidents are related to the existing geometry in conjunction with the congestion occurring in this section of the SIE. Generally, over 70% of the accidents occur on weekdays and nearly 66% occur during the peak travel periods adding to passenger and freight delay.
4 Staten Island Expressway Bus/HOV Lane Extension Project Slosson Avenue to Victory Boulevard/I-278
Project Need & Intent
The need for this project was originally identified by NYSDOT (Staten Island Expressway Corridor Major Investment Study, Final Report, NYSDOT, December 2002). The following objectives for this SIE project were further defined based on input from the public, local government agencies, transportation organizations, focus groups, elected officials, and the New York City DOT:
Increase transit ridership Improve mobility on the Staten Island Expressway corridor by providing a multi-modal facility that carries more people in fewer vehicles (buses and HOV’s) Reduce travel time by reducing congestion and incident-related delay Improve air quality and contribute to regional conformity goals Reduce person-hours and ton-hours (goods movement) of delay Reduce traffic accidents and incidents Reduce congestion at the worst bottleneck locations through operational improvements
The major intent of the project is to improve overall mobility, especially local transit mobility, through the Staten Island Corridor. The project will encourage public transportation use, thereby reducing congestion on the Staten Island Expressway and local service roads. Based on the latest Census information nearly one quarter of automobile commuters within the study area spent approximately 60 to 89 minutes in travel time to work. With project implementation, users of the SIE, both private and commercial, will benefit from this project as a result of decreased congestion. Based on the forecasts and traffic simulation studies prepared for the preliminary engineering studies, bus users and HOV’s can be expected to save more than fifteen (15) minutes in the morning peak period while they will save about eight (8) minutes in the evening peak period.
It is estimated that the construction duration will be about two and a half years. There will be minor impacts to residential, local, commercial and light industrial businesses along the Staten Island Expressway service roads and street crossings during construction. All construction will take place within the existing state highway right-of-way. It is anticipated that access to public and private properties will remain open at all times during construction.
5 Staten Island Expressway Bus/HOV Lane Extension Project Slosson Avenue to Victory Boulevard/I-278
PROJECT PARTIES
The New York State Department of Transportation (NYSDOT) is the sponsor of this project and will be responsible for the construction of the project. Under existing maintenance jurisdiction agreements maintenance responsibility will continue to be shared by the NYSDOT and New York City DOT.
6 Staten Island Expressway Bus/HOV Lane Extension Project Slosson Avenue to Victory Boulevard/I-278
PROJECT SCHEDULE, ENVIRONMENTAL AND LEGISLATIVE APPROVALS
Project Schedule
The project schedule is:
Design Approval: Fall 2010
PS&E: Fall 2010
Project Letting: Fall 2010
Project Award: Early 2011
Project Completion: Summer/Early Fall 2013
Shown below is a summary of the numbers of people expected to be employed on the project per quarter.
2011 2012 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 120 220 230 250 200 305 315 240 2013 Q1 Q2 Q3 270 210 105
Environmental Approvals
Under USDOT Regulations, this project is considered a NEPA Categorical Exclusion with Documentation in accordance with Section 117(d) of CFR 771.
The following agency has been identified as the Lead Agency in accordance with 23 CFR 771:
Federal Highway Administration (FHWA)
The following agencies have been identified as Involved and Interested Agencies under SEQR:
New York State Office of Parks, Recreation and Historic Preservation (NYSOPRHP) New York State Department of Environmental Conservation (NYSDEC) New York State Department of State (NYSDOS) New York City Department of Transportation New York City Department of Environmental Protection (NYCDEP) MTA-NYCT/Surface
7 Staten Island Expressway Bus/HOV Lane Extension Project Slosson Avenue to Victory Boulevard/I-278
A design approval document was prepared in support of the CE determination. A review of the project indicates that the project will have no significant environmental impact. It does not individually nor cumulatively have a significant environmental impact, and is excluded from the requirement to prepare an Environmental Impact Statement (EIS) or an Environmental Assessment (EA). For classification under the New York State Environmental Quality Review Act (SEQRA) Part 15, Title 17 of the Official Compilation of Codes, Rules, and Regulation of New York State (17NYCRR Part 15), this project is considered Type II. Type II actions do not require an environmental review under State Environmental Review Act. Type II actions, defined as part of NYSDOT SEQR, implementing regulations.
Environmental determination is expected to be completed in Fall, 2010. The last Public Meeting was held on July 27, 2010 which related to the future operation of the Bus/HOV Lane. Other public meetings were held relating to the use of Noise Walls. Presentations, open to the Public were also made to both Community Boards that reviewed the overall project plan.
Legislative Approval
No special legislative approvals are anticipated to be needed for this project.
Legislative/Stakeholder Support
In July 2009 New York State Department of Transportation Acting Commissioner Stanley Gee was joined by Congressman Michael McMahon, State Senators Diane Savino and Andrew Lanza, Assembly Members Michael Cusick and Janele Hyer-Spencer, New York City Councilmen Kenneth Mitchell and James Oddo, and Staten Island Borough President James Molinaro in announcing improvements to the Staten Island Expressway (Interstate 278) that are expected to relieve persistent congestion in both directions along the highway.
―One of the greatest quality-of-life issues for Staten Islanders is traffic congestion,‖ said Governor David A. Paterson. ―The improvements announced today by the New York State Department of Transportation will resolve a long- standing complaint along the Staten Island Expressway, easing the commutes for thousands of Island residents every day. I commend Acting Commissioner Gee, department staff and all of the Staten Island elected officials who have worked together to make these crucial enhancements possible.‖
At the most recent Public Meeting held on July 27 2010, Political and local citizen support for the project continued to be strong and positive. Agreements were reached on the use of the Lane for Buses and 3+ occupant HOVs, 24 hours a day, 7 days a week.
State and Local Planning
This project is consistent with the principles and strategies for safety, mobility and reliability and environmental sustainability in the New York State Transportation Master Plan; in particular the Safety strategy ―Making System Related Safety Improvements‖ on p. 57, the Mobility and Reliability strategies ―Managing Travel Demand‖ on p. 37, ―Managing the System Through
8 Staten Island Expressway Bus/HOV Lane Extension Project Slosson Avenue to Victory Boulevard/I-278
Improved Operational Techniques on p. 40, ―Capacity and Service Improvements for Passenger Travel in the Downstate Regions‖ on p. 47, and the Environmental Sustainability strategy, ―Implementing the State Energy Plan and Ensuring Air Quality Conformity with the SIP‖ on p.68 (https://www.nysdot.gov/portal/page/portal/main/transportation-plan/repository/masterplan-111406.pdf)
The project is also consistent with the guiding principles in the NYSDOT March 2008 Multimodal Program Submission (https://www.nysdot.gov/programs/repository/NYSDOT-Capital-Plan- March2008.pdf in particular the principles on pages 8 and 9, ―Enhanced Mobility for People and Goods‖, ―Stewardship of the State’s Environment‖ and ―Safety for the Travelling Public.‖ )
The project is considered to be a congestion relief measure. It has been included as a component of the New York Metropolitan Transportation Council (NYMTC) Transportation Improvement Plan (TIP) and on the NYSDOT STIP. The Bus/HOV Lane is also part of the MPO’s Regional Transportation Plan.
Technical Feasibility
Preliminary engineering was completed in July 2009 with the design approval process expected to be completed by Summer/Fall, 2010. Once preliminary design was complete final design started Final design plans are scheduled to be delivered in September 2010. No ROW will be required as all work is in the existing limits of the SIE.
Financial Feasibility
NYSDOT’s Region 11(―Region‖) has identified the necessary funding to complete this project. At this stage of completion, a contingency budget line has been built into the cost estimate. This contingency diminishes as the project nears PS&E and Letting. The Region also sets aside approximately 10% of its capital program allocations for project work orders once the project is in construction. The Region has considerable experience with funding large projects. For example, an award was made for the Alexander Hamilton Bridge reconstruction, for approximately $405 million (the largest letting in the Department’s history). The Region also awarded a project for the reconstruction or a segment of the Brooklyn-Queens Expressway that was let approximately 3 years ago for approximately $140 million. Additionally, the Department recently awarded a $65 million contract for the eastern section for the Staten Island Expressway.
9 Staten Island Expressway Bus/HOV Lane Extension Project Slosson Avenue to Victory Boulevard/I-278
GRANT FUNDS AND SOURCES
TIGER Federal funds State Funds Funds Local Funds Total (requested) (source) (source) (source) Funds Project Approval/ $0.650M $5.85M $6.5M Environmental SDF IM Document Plans, Specifications & $0.93M $8.34M $9.27M Estimate SDF IM Right of Way (capital and support) Construction (capital $17.0M $16.2M $25.8M $95.3M and support) SDF IM $12.0M NHS $24.3M STPU Total $17.0M $17.78M $76.29M $111.07M
SDF: State Dedicated Fund
IM: Interstate Maintenance
NHS: National Highway System
STPU: Surface Transportation Program - Urban
10 Staten Island Expressway Bus/HOV Lane Extension Project Slosson Avenue to Victory Boulevard/I-278
LONG-TERM OUTCOME REQUIREMENTS
State of Good Repair
This section of the Staten Island Expressway was constructed in 1960 and thus was designed to standards of that time. Without the proposed elimination of many non-standard features, accidents will continue to occur on a regular basis affecting both goods movements and transit as well as imposing non-recurring delays on all the motorists in the corridor.
Pavement evaluation studies have indicated that from the distress data and deflection tests a large percentage of the pavement in this SIE section will need remediation. The heaviest deterioration in both asphalt and concrete pavements occurred between Slosson Avenue and Bradley Ave, directly in the middle of this section of the corridor. Visual pavement scoring using 2009 data indicates the pavement is in ―fair‖ condition—pavement in this condition is generally considered for remediation. Depending on the direction, as much as 65% of the pavement will require replacement. The project will replace over a mile of realigned roadway with 50-year concrete pavement and will repair the remaining pavement to increase the life span of the existing pavement. Without these proposed improvements, conditions will continue to deteriorate and affect transit and commercial vehicle travel through the corridor.
The majority of the bridges within the project limits are over 45 years old as they were constructed at the time the highway was originally built. Most of the bridges are in their original form and have not been replaced or rehabilitated to date. Some bridges have undergone minor maintenance repairs but now require deck replacement. As part of this project, all three mainline structures will have super structure replacement as well as widening to provide full width shoulders.
Economic Competitiveness
While this project is not located in an area officially designated as economically distressed it impacts one of the two primary east-west access corridors for trucks and autos moving through the Region. It is a key access corridor to the region and thus has regional economic impacts. The SIE is part of one of two primary access corridors from points west and south into New York City and Long Island. The Northern Gateway includes the George Washington Bridge and Cross Bronx Expressway. This corridor suffers from congestion for much of the day. Over 94% of this 9.5-mile northern corridor experiences congestion with Level of Service F. Thus, the Northern Gateway does not provide efficient or effective truck access and through movement capacity.
The Southern Gateway consists of the Goethals and Outerbridge Crossing and the SIE to the Verrazano Narrows Bridge. As with the Northern Gateway, the Southern Gateway is highly constrained and congested. However, the proposed project will relieve some of the congestion in the corridor and thus provide an overall access improvement to New York City and points beyond.
On the SIE, 7% to 14% of traffic during the peak hours is commercial (Source: SIE Traffic Studies 2007–2009). Staten Island itself is the destination of 24% of the trucks crossing the
11 Staten Island Expressway Bus/HOV Lane Extension Project Slosson Avenue to Victory Boulevard/I-278
Goethals Bridge while 43% of all commercial vehicles are destined for Brooklyn and 27% for Queens and Long Island. The SIE Corridor MIS estimated that the total hours of commercial vehicle delay during the peak hours will grow by approximately 150% by 2020. Thus, relieving congestion on the SIE is critical to sustained commercial mobility and regional access. Since one of the region’s largest intermodal trucking facilities—the Howland Hook Marine Termina—is located at the western end of the SIE, there will be continued growth of truck volume through this corridor. Based on recent studies prepared by the Port Authority’s Ports group, truck traffic into and out of this container terminal is expected to double over the next 20 years as the facility increases in size and activity. Improved goods movement will contribute to increased productivity in the delivery of goods.
Livability
Support Existing Communities
Based on the latest forecast developed by the New York Metropolitan Transportation Council (NYMTC), the Staten Island population is expected to grow by over 35% over the next 25 years; therefore, public transportation (bus, ferry, and rail) will serve an increasingly important role in people movement for commuting and recreational purposes. Improvements to the Staten Island Expressway would support commuters in a community that is already very transit oriented. The proposed project would provide an operational fix for the worst bottleneck location on Staten Island. The SIE experiences heavy traffic volumes during peak hours. The segment of the SIE within the project limits operates at poor levels of service during both peak periods, but especially during the AM peak period (see figure above) Travel speeds are low (less than 25 mph) and associated motorist and transit delays are high.
Provide More Reliable and Economical Transportation Choices
There are five primary MTA New York City Transit Express Bus routes that will operate over the current Bus Lane, and virtually all of the ridership of these routes will be carried over the proposed Bus Lane extension. The annual ridership for these routes for 2009 was:
Express Bus Route X10 X11 X17 X19 X31 Total
2009 Ridership 856,895 243,281 1,454,682 310,987 195,459 3,061,224
The annual ridership from these five routes account for slightly more than 1/3 of the total Staten Island Express Bus Service ridership of 9,006,947 for 2009 and accounts for some 24% of the total MTA New York City Transit Express Bus ridership of 11,720,783.3 As was noted earlier,
3 These figures also underscore the importance of Express Bus service to Staten Island’s connectivity to Manhattan. All of MTA New York City Transit’s Express Bus services have Manhattan as their morning peak direction destination and evening peak direction origin.
12 Staten Island Expressway Bus/HOV Lane Extension Project Slosson Avenue to Victory Boulevard/I-278 these five routes have seen ridership increase at an average of 5% per year since the last segment of the bus lane was constructed in 2005. The five routes serve a wide and diverse set of residential areas on Staten Island, ranging from the Port Richardson neighborhood to the north to the Annadale neighborhood in the south, central portion of Staten Island as well as many points in between. The neighborhood character of Staten Island has been identified as an important to land use development and accordingly zoning regulations have been enacted to promote the preservation of existing neighborhoods. Development which may result through the increased attractiveness of the express bus services due to the proposed project will be subject to smart growth oriented zoning regulations. A summary of current Staten Island Growth Management initiatives can be found at http://www.nyc.gov/html/dcp/html/sigrowth/index.shtml .
Express bus travel is forecast to increase by as much as 50% over 2009 levels by 2035. Extension of the existing bus/HOV lanes would satisfy the need for a dedicated transit-way through the Staten Island–Brooklyn commuter corridor. The intent of this project is to improve local transit mobility within this region of Staten Island. The project will extend new bus/HOV lanes to encourage public transportation and carpool use, thereby reducing congestion on the SIE and local service roads. Travel time through this section of the SIE will improve by as much as 15 minutes for buses and carpools. This magnitude of time savings will make express bus services directly competitive with morning peak SOV travel times—even when the scheduled stop times for the bus services are taken into account.4 This will greatly enhance the convenience of using express bus service to and from Manhattan by Staten Islanders. With over 17,000 daily express bus riders using the current bus lane, the time savings to these riders from the bus lane extension as well as to additional, future riders attracted because of the reduced bus travel time will be very significant.
The proposed project will not require any property acquisition or relocation of any residences or businesses. The proposed project will not result in any increase in through travel lanes. The only additional lanes will be for buses and carpools and for a short section for an auxiliary lane in each direction. The changes to travel patterns within the adjacent community are expected to have a positive impact to the local community, public health facilities and emergency service routes as it will shorten the travel time required on the service road and keep vehicular traffic on the SIE mainline for longer durations.
Promote Equitable, Affordable Housing
In 2006, average home values in Staten Island were lower than the New York Citywide average, and lower than all other boroughs except the Bronx.5 Improving the safety, reliability, and
4 For example, during the morning peak the scheduled trip time for the X17 Express Bus between the Staten Island bus stop at Annadale/Drumgoole and the Manhattan Express Bus stop at Worth Street/Broadway is 80 minutes while the comparable trip time for a SOV is 70 minutes. With a 15-minute bus trip time savings from the bus lane extension, the express bus trip would take 65 minutes which is faster than the SOV travel time. (Auto travel times are ―in traffic‖ estimates from Google Maps that have been confirmed by TRANSCOM, a regional Transportation Management Center that monitors traffic speeds in the Staten Island/Manhattan area). 5 Staten Island: Economic Development and the State of the Borough Economy. March 2005. Report 14-2005. Office of the State Deputy Comptroller for the City of New York.
13 Staten Island Expressway Bus/HOV Lane Extension Project Slosson Avenue to Victory Boulevard/I-278 mobility of the SIE through the improvements proposed in this project would expand the housing options for commuters from Manhattan and other surrounding areas.
Within the study area, 6.9% of the population reported incomes below the 1999 poverty level compared to Richmond County as a whole (10%). Within the study area, this proportion ranges from 3.9% (Census Tract 169.02) to 16.4% (Census Tract 173). Extending the Bus/HOV lanes on the SIE will provide a link in the I-278 corridor, which already has a network of Bus/HOV lanes through Brooklyn and on the eastern part of the corridor. This additional link will support the future redevelopment and rebirth of downtown Manhattan and provide commuters with more reliable bus service. It will also ultimately be tied into New York City’s regional BRT system. The link will aid in providing a safer, more efficient movement of people and goods within the project area and benefit the surrounding residents without creating significant environmental impacts. No disproportionately high and adverse effect on minority and low-income populations is predicted.
Sustainability
Several aspects of the project focus on the improved sustainability of the area resulting from the project. From an air quality perspective total study area emissions were developed as part of the environmental studies prepared for the preliminary design of the project, for the No Build and the Build Alternative for the average daily, AM peak, and PM peak periods. The results of these analyses showed that:
Study area CO emissions will be slightly lower for the project than with No Build. Study area NOx emissions are also slightly lower for the project for the year of opening and is at the same level for future years in both the No Build and Build scenarios Study area VOC emissions are slightly lower for the project than for the No Build scenario.
Study area PM2.5 emissions are the same for both No Build and the project
From a water-quality perspective. two new wetlands areas will be created to help to manage and improve the quality of the storm water runoff resulting from the project. One is a proposed 27-acre pond that will be located south of the SIE near the abandoned interchange. The pond will collect and detain runoff from the highway and portions of a major watershed area. New plant life that will help treat the water is part of the design. In addition, an 8-acre wetland area with new plantings will be located north of the SIE, east of the abandoned interchange. The basin will collect and detain runoff from north of the SIE mainline.
Safety
The potential benefits that could be derived from the proposed improvements along this section of the SIE at several of the high accident locations were determined using the systematic highway safety investigation procedure developed by NYSDOT in the DOT’s Highway Safety Investigation Manual. In addition the extent and magnitude of accident reduction factors
14 Staten Island Expressway Bus/HOV Lane Extension Project Slosson Avenue to Victory Boulevard/I-278 associated with the proposed improvements were estimated based upon the NYSDOT Traffic Engineering and Safety Division data and the FHWA Desktop Reference for Crash Reduction Factors, Report No. FHWA-SA-07-015.
For this project it was determined that the proposed improvements will result in an annual reduction of 95 accidents or almost two accidents per week. This is a reduction of slightly over 26% of the more than 360 accidents a year that occur in this section of the SIE. Besides the safety benefits that will accrue as a result of this reduction, this improvement will have a measurable effect on the non-recurring congestion that occurs almost daily in this section of the corridor since generally over 70% of the accidents occur on weekdays and nearly 66% occur during the peak travel periods.
15 Staten Island Expressway Bus/HOV Lane Extension Project Slosson Avenue to Victory Boulevard/I-278
LONG-TERM OUTCOMES, BENEFIT/COST ANALYSIS
A Benefit/Cost analysis was prepared for the proposed project to demonstrate that the project will provide a ratio greater than 1.0 when compared to No Build. This project would provide a wide range of benefits for the user.
The resulting benefit/cost ratio for the proposed project is 4.57.
Specific dollar benefits are outlined below.
Economic/Livability
Presently, about 125 buses use the SIE during the peak period (6:00 to 10:00 AM eastbound and 3:00 to 7:00 PM westbound). Based on estimates prepared by the NYC Transit Authority as part of the NYMTC forecasting process this is expected to grow to over 150 buses in the future. Generally each of these buses has an average of 40 passengers and will save about 12 to 15 minutes of travel time. Similarly, the trucking industry should realize similar benefits with peak period trucks saving of about eight (8) minutes. Travel time savings should also be realized for the autos from the auxiliary lane operational improvement that would be about six (6) minutes. Overall, average annual travel time savings will be $23.1 million. In addition, all vehicles should benefit from the accident reductions as this will significantly reduce non-recurring congestion. Over 270 incidents a year have durations that exceed 20 minutes and with a 26% reduction in incidents, the non-recurring congestion annual savings will exceed $1.5 million.
Sustainability
Generally, when operating conditions improve, there is a reduction in the operating costs for the vehicles using this corridor. With stop-and-go conditions often present during peak hours, improving speeds to 40 mph to 50 mph will provide an operating benefit. On a facility like the SIE with a free-flow speed of 55 mph to 60 mph, excess fuel consumed ranges from 0.037 gallons per minute of delay for a small car to 0.073 gallons per minute of delay for a sports utility vehicle (SUV). Based on the Annual vehicle emissions resulting from peak period recurring congestion reductions were estimated for volatile organic compounds (VOC), nitrogen oxides (NOx), particulate matter (PM10, PM2.5), and carbon dioxide (CO2). Emission damage costs listed in Final Regulatory Impact Analysis: Corporate Average Fuel Economy for MY 2011 Passenger Cars and Light Trucks (Office of Regulatory Analysis and Evaluation, National Center for Statistics and Analysis, March 2009) were used to convert the estimated tonnages of each emission into dollars.
These emissions damages costs were:
VOC: $1,700/ton
NOX: $4,000/ton PM: $168,000/ton
CO2: $33.00/metric ton
16 Staten Island Expressway Bus/HOV Lane Extension Project Slosson Avenue to Victory Boulevard/I-278
The overall change in operating conditions, operating cost savings will also accumulate. The resulting savings due to the project will be approximately $1.2 million per year.
Safety
The average economic value of each motor vehicle accident on the MUL high priority corridors was based upon data presented in the NYSDOT Safety Information Management System, Average Accident Costs/Severity Distribution, State Highways, 2009. The average cost for reportable and non-reportable non-intersection accidents, including Injury, Fatal/Injury, and Property Damage Only, for 6 Lane, Full Access Controlled Urban Divided Highways was $45,700. For incidents, the value of $3,800 was used, corresponding to the 2009 Property- Damage Only (PDO) accident cost. Significant accident reduction savings should also occur. Based on the safety analysis performed, a $2.79 Million annual accident cost savings can be expected from this project.
Construction and Operations Cost
The cost estimate for the project was broken down into its major components including bridges, retaining and noise walls, earthwork, drainage pavement, MPT, mobilization and field changes. The total construction cost is estimated to be $86.3 million. Annual operating costs for the HOV Lane are estimated to be $450,000.
Present Worth of Benefit
The total value of the annual benefits for the project amounts to $28.6 million. Using a discount rate of 3% and a life span of 20 years for the project, the present worth of the annual benefits comes to $425 million.
In addition, rebuilding the roadway pavement, rebuilding the bridges, correcting many of the non-standard features, repaving the road, rehabilitating the bridges, and reducing the number of vehicles will result in potentially significant annual maintenance cost savings.
17 Staten Island Expressway Bus/HOV Lane Extension Project Slosson Avenue to Victory Boulevard/I-278
JOB CREATION & ECONOMIC STIMULUS
Project construction expenditures will generate a short-term increase in demand for engineering and technical services, as well as construction-related labor and materials. To quantify the near- term economic benefits, an analysis was conducted utilizing Bureau of Economic Analysis (BEA) RIMS II multipliers. RIMS II multipliers classify each capital cost category according to industrial sectors (using NAICS industry codes) and can vary widely depending on the geographic region being analyzed. This particular analysis utilizes RIMS II data for the State of New York and Staten Island (aka Richmond County). The multipliers were used to determine the quantity and industry composition of benefits generated by the project resulting in estimations of short-term job creation, earnings, and economic output as a result of the project. The multipliers estimate two types of impacts:
Direct Impacts: Direct impacts represent new spending, hiring, and production by civil engineering construction companies to accommodate the demand for resources in order to complete the project. Indirect/Induced Impacts: Indirect impacts result from the quantity of inter-industry purchases necessary to support the increase in production from the construction industry experiencing new demand for its goods and services. All industries that produce goods and services consumed by the construction industry will also increase production and, if necessary, hire new workers to meet the additional demand. The level of inter-industry trade within the area will determine the size of the indirect impact. Induced impacts stem from the re-spending of wages earned by workers benefiting from the direct and indirect activity within area. For example, if an increase in demand leads to new employment and earnings in a set of industries, workers in these industries will spend some proportion of their increased earnings at local retail shops, restaurants, and other places of commerce, further stimulating economic activity.
In addition to measuring the effects of the project on the Staten Island economy, the economic impacts that will accrue to the rest of the state due to the project were also quantified. These impacts, referred to as ―spillover‖ benefits, reflect the inter-county trade that occurs to supply industries in Staten Island with the goods and services they need to increase production. The degree of these out-of-county ―spillover‖ benefits depends on the size and composition of the local economy for a given county. Counties that have large, diverse workforces and a broad industry base often rely less on inter-county trade to support local production than smaller, less diverse county economies.
Beginning in 2011, the project is expected to generate significant economic benefits for the region. An estimated average of 420 jobs will be created annually by the project, including an average of 240 direct jobs per year. At the peak of spending, in the second and third quarters of 2012, approximately 520 FTE persons will be employed as a result of the project, including 315 direct jobs. In total, the project is projected to create 1,050 person years of employment, including 600 direct job person years.
18 Staten Island Expressway Bus/HOV Lane Extension Project Slosson Avenue to Victory Boulevard/I-278
The results of the short-term economic impacts are shown below:
Summary of Near-Term Economic Impacts Resulting from the Project
Direct Impacts Employment (Average Annual FTE Employment) 240 Earnings (2010 $) $32,000,000 Output (2010 $) $91,100,000 Indirect/Induced Impacts Employment (Average Annual FTE Employment) 180 Earnings (2010 $) $21,400,000 Output (2010 $) $137,300,000 Total Impacts Employment (Average Annual FTE Employment) 420 Earnings (2010 $) $53,400,000 Output (2009 $) $228,400,000
While the project is not located in an economically distressed area the New York State Department of Transportation (NYSDOT) has an On the Job Training (OJT) program to address the current under-representation and future needs for minorities and females on NYSDOT construction projects. The OJT program is an affirmative action program pursuant to federal regulations [Federal Aid Policy Guide (FAPG) 230.111], related to but distinct from contract equal employment opportunity (EEO) goals. In essence, the regulation and the OJT plan establish contract provisions (Training Special Provisions [TSP]) under which contractors may be required to provide training and/or apprenticeship programs for their workforce.
There are two components to the TSP for construction contracts, affirmative action (AA) and race gender neutral (RGN). Under the AA component, pay items require the contractor to hire apprentices/trainees in certain trades and locations designated as having programmatic under- representation of minorities and/or females. Under the RGN component, contractors are required to hire apprentices/trainees but are not restricted to which trade or type of employee they must employ. Guidance stipulates including it in contracts over 5 million dollars ($5M) if reasonable training opportunities are expected to exist. The Department also has DBE goals for each federally assisted construction contract. In addition, for Recovery Act projects that are submitted for certification with a DBE Goal of 0%, the NYSDOT is performing additional reviews to ensure proper DBE Goals have been established. Each project is reviewed prior to certification by the Governor. Work items which could potentially be subcontracted for DBEs are identified in the locality of that specific contract to do the work. Those items identified and confirmed as having available DBE firms to do the work are added together and divided by the total contract amount to produce the proposed DBE Goal.
19 Staten Island Expressway Bus/HOV Lane Extension Project Slosson Avenue to Victory Boulevard/I-278
SECONDARY BENEFITS
Innovation
The Staten Island Expressway was originally designed to accommodate 8 lanes. The project takes advantage of that design feature to create an intermodal facility. The Bus/HOV median lane has already demonstrated its ability to reduce both total travel time from Staten Island to the CBD and to reduce travel time variation from trip to trip. This project takes advantage of a number of other initiatives to include:
Existing available capacity on the Verrazano Bridge (a 12-lane facility connecting two 6- lane facilities) The existing bus/HOV lane on the Gowanus Expressway, which currently only operates inbound in the AM peak period but will become reversible after completion of the next Gowanus Deck Replacement project, expected in 2015 The existing bus/HOV lane in the Battery Tunnel to Lower Manhattan The planned replacement of the antiquated Goethals Bridge with a new bridge with Special Use Lane capability
Staten Island commuters have traditionally been burdened with the longest commute (time wise) in the city and one of the longest in the region. This important intermodal project will significantly relieve much of this burden.
In addition, the State Department of Transportation is taking advantage of the need to address bridge conditions to utilize the median for Special Use Lane purposes and thus achieve both a mobility benefit and infrastructure benefit via a single project action.
Partnership
The project is being realized through partnerships with several other agencies:
State DOT is working with City DOT regarding local street changes and TSM type improvements at local street connections with Expressway entrances and exits State DOT is working with the MTA/NYCT-Surface to reconfigure bus routes so as to maximize the use of the bus/HOV lane. Several routes that currently operate from Staten Island to Manhattan via New Jersey and the Holland Tunnel may be re-routed via the bus/HOV lanes on the SIE and Gowanus Expressway State DOT is coordinating with the Port Authority as it moves forward with the Goethals Bridge replacement project, which connects directly with the SIE.
20 Staten Island Expressway Bus/HOV Lane Extension Project Slosson Avenue to Victory Boulevard/I-278
PROJECT READINESS AND NEPA
NEPA Requirements
The Design Report for this project was prepared in accordance with the New York State Department of Transportation (NYSDOT) Project Development Manual, 17 NYCRR Part 15, and 23 CFR 771. This report follows the templates, outlines, and formats included in PDM Appendix 7, Scoping & Design Approval Documents, and Appendix 8, Interstate & Other Freeway Access Control & Modifications. The subject project is classified as a Categorical Exclusion (CE) with documentation, in accordance with the Federal Highway Administration’s (FHWA) regulations 23 CFR 771.117(d). FHWA is the NEPA lead agency for the project. The report was prepared in support of the CE determination. The project is also classified as a SEQR Type II in accordance with 17 NYCRR Part 15. NYSDOT is the SEQR lead agency. Type II actions do not require further environmental review under the State Environmental Review Act.
The completed NEPA Assessment Checklist showed that the project would have no significant environmental impact. It does not individually or cumulatively have a significant environmental impact, and is excluded from the requirement to prepare an Environmental Impact Statement (EIS) or an Environmental Assessment (EA).
Thus, the design alternative as documented in the Design Report will have no significant environmental impacts. The approved Final Report should be ready in September 2010. Anticipated permits/certifications/coordination include:
NYSDEC: • State Pollutant Discharge Elimination System (SPDES) General Permit Coordination: • Coordination with NYSDEC pursuant to the ―NYSDEC/NYSDOT Memorandum of Understanding Regarding ECL Article 15 & 24‖ • Federal Highway Administration (FHWA) Certifications: • New York State Department of Labor (NYSDOL): Asbestos Variances, pursuant to NYSDOT Environmental Procedures Manual, Chapter 1.3 Asbestos Management
21 Staten Island Expressway Bus/HOV Lane Extension Project Slosson Avenue to Victory Boulevard/I-278
EVALUATION OF PROJECT PERFORMANCE
Performance evaluation will consist of the following actions:
Impacts of Bus/HOV Lane-evaluation to consist of continued before/after data collection (use of the existing lane has been monitored for two years now) for • Travel speed • Overall peak period volume changes • Number of multiple occupant vehicles on the SIE • Transit usage/changes in the number of bus patrons on routes using the SIE and on total transit ridership to the rest of NYTC (In coordination with NYCT-Surface) • Accident/incident experience on the SIE Impacts of Auxiliary Lanes-evaluation to consist of: • Overall SIE travel speed changes and changes specifically at lane locations • Travel volume changes
The Region carries on an ongoing traffic data collection program for the entire State Designated System in New York City. Data required for the evaluation of the project elements will be collected primarily under this program except for information to be requested from NYCT- Surface.
Using the before/after data will help the Department to make decisions about extending the lane beyond the Victory/Richmond terminus to the Goethals Bridge and tying in to the Port Authority Bridge replacement project.
In terms of jobs creation, NYSDOT has already put in place a program to monitor the effects of Stimulus investment in its infrastructure. Actual employment will be estimated based on reporting form FHWA 1587 information, which provides information on direct employment and a reporting requirement of State DOT contractors. Indirect employment creation will be estimated through protocols developed by USDOT.
22 Staten Island Expressway Bus/HOV Lane Extension Project Slosson Avenue to Victory Boulevard/I-278
FEDERAL WAGE RATE CERTIFICATE
23
Staten Island Expressway Bus/HOV Lane Extension Project Slosson Avenue to Victory Boulevard/I-278
BENEFIT-COST APPENDIX
Staten Island Expressway Bus/HOV Lane Extension Project Slosson Avenue to Victory Boulevard/I-278
Benefit-Cost Appendix
METHODOLOGY
The following Measures of Effectiveness (MOEs) have been used to estimate the economic values of the benefits expected to be realized from the implementation of the Bus/HOV Lane and the two auxiliary lanes on the mainline:
Value of Annual Peak Period Passenger Vehicle Person Hours Travel Time Reduction Single- and two-occupant vehicles (SOVs) 3+ occupant vehicles (HOV3) Value of Annual Peak Period Bus Transit Passenger Hours Travel Time Reduction Value of Annual Commercial Vehicle Travel Time Reduction Value of Annual Accident Reductions Value of Annual Incident Reductions Value of Annual Vehicle Emissions Reductions
New York State DOT’s updated (June 2009) Cost Calculator (COCA) spreadsheet was the source of the estimated cost per hour of delay.
These costs were:
Sa = Value of Time of person in vehicle = $23.84
St = Value of Time of person in truck = $21.00
Ft = Value of Freight in truck = $39.00
Ga = Gt = Value of Fuel in vehicle or truck = $3.77
These values were applied to the estimated annual vehicle hours of reduced travel times during AM and PM peak periods for each of the vehicle and occupant categories, direction, and strategy.
The average economic value of each motor vehicle accident on the MUL high priority corridor was based upon data presented in the NYSDOT Safety Information Management System, Average Accident Costs/Severity Distribution, State Highways, 2009. The average cost for reportable and non-reportable non-intersection accidents, including Injury, Fatal/Injury, and Property Damage Only, for 6 Lane, Full Access Controlled Urban Divided Highways was $45,700. For incidents, the value of $3,800 was used, corresponding to the 2009 Property- Damage Only (PDO) accident cost.
Appendix - 1 Staten Island Expressway Bus/HOV Lane Extension Project Slosson Avenue to Victory Boulevard/I-278
Annual vehicle emissions resulting from peak period recurring congestion reductions were estimated for volatile organic compounds (VOC), nitrogen oxides (NOx), particulate matter (PM10, PM2.5), and carbon dioxide (CO2). Emission damage costs listed in Final Regulatory Impact Analysis: Corporate Average Fuel Economy for MY 2011 Passenger Cars and Light Trucks (Office of Regulatory Analysis and Evaluation, National Center for Statistics and Analysis, March 2009) were used to convert the estimated tonnages of each emission into dollars.
These emissions damages costs were:
VOC: $1,700/ton
NOX: $4,000/ton PM: $168,000/ton
CO2: $33.00/metric ton
The annual benefit-cost (B/C) ratio for each corridor was calculated by comparing all of the benefits to all of the costs for the proposed strategies.
Average Annual benefits have been converted to Present Worth (PW) using the twenty (20) year design life of the project and the Present Worth factor with a 3% real discount interest rate.
Appendix - 2 Staten Island Expressway Bus/HOV Lane Extension Project Slosson Avenue to Victory Boulevard/I-278
STATEN ISLAND EXPRESSWAY BUS LANE EXTENSION CONSTRUCTION COST ESTIMATE FOR I-278
EARTHWORK Item # Description Unit Quantity Unit Price Amount 201.07 CLEARING AND GRUBBING HA 6 $85,000 $ 493,000 203.02 UNCLASSIFIED EXCAVATION CM 56270 $42 $ 2,364,000 203.03 EMBANKMENT IN PLACE CM 71485 $12 $ 858,000 EARTHWORK TOTAL $ 3,715,000
PAVEMENT (FROM SUBGRADE UP) Item # Description Unit Quantity Unit Price Amount 304.11 12" SUBBASE COURSE, TYPE 1 CM 34771 $95 $ 3,304,000 402.017901 TRUING AND LEVELING COURSE MT 7657 $140 $ 1,072,000 11402.1251 40 MM F1 SUPERPAVE HMA, 50 SERIES COMPACTION MT 16212 $124 $ 2,011,000 11402.125111 PLANT PRODUCTION QUALITY ADJUSTMENT TO 402.400101 QU 810 $75 $ 61,000 11402.125121 PAVEMENT DENSITY QUALITY ADJUSTMENT TO 402.400101 QU 810 $75 $ 61,000 11402.1959 50 MM F9 SUPERPAVE HMA, 50 SERIES COMPACTION MT 14713 $126 $ 1,854,000 11402.125111 PLANT PRODUCTION QUALITY ADJUSTMENT TO 402.400101 QU 736 $75 $ 56,000 11402.125121 PAVEMENT DENSITY QUALITY ADJUSTMENT TO 402.400101 QU 736 $75 $ 56,000 407.0101 TACK COAT L 2764 $2.50 $ 7,000 502.0001 PCC TREATED PERMEABLE BASE CM 6977 $275 $ 1,919,000 502.91 CONSTRUCTING TRANSVERSE JOINTS M 22275 $22 $ 491,000 502.91xx CONSTRUCTING LONGITIDUNAL JOINTS M 26224 $30 $ 787,000 502.0212 PCC PAVEMENT CM 22777 $350 $ 7,972,000 503.101 PCC FOUNDATION FOR PAVEMENT, CLASS C CM 4688 $275 $ 1,290,000 PAVEMENT REPAIRS LS 1 $400,000 $ 400,000 PAVEMENT TOTAL $ 21,341,000
DRAINAGE Item # Description Unit Quantity Unit Price Amount 203.07 SELECT GRANULAR BACKFILL CM 8001 $50 $ 401,000 203.18 CLEANING CLOSED DRAINAGE SYSTEMS M 4539 $15 $ 69,000 203.19 CLEANING DRAINAGE STRUCTURES & MANHOLES EA 234 $250 $ 59,000 206.02 TRENCH AND CULVERT EXCAVATION CM 20527 $55 $ 1,129,000 206.0302 ROCK EXCAVATION FOR CULVERT PLACEMENT, NON-EXPLOSIVE CM 44 $200 $ 9,000 552.16 EXCAVATION PROTECTION SYSTEM SM 20979 $15 $ 315,000 603.6002 REINFORCED CONCRETE PIPE, 375 MM M 554 $192 $ 107,000 603.6003 REINFORCED CONCRETE PIPE, 450 MM M 388 $195 $ 76,000 603.6005 REINFORCED CONCRETE PIPE, 600 MM M 616 $218 $ 135,000 603.6007 REINFORCED CONCRETE PIPE, 750 MM M 155 $263 $ 41,000 603.6009 REINFORCED CONCRETE PIPE, 900 MM M 12 $308 $ 4,000 603.6010 REINFORCED CONCRETE PIPE, 1050 MM M 565 $364 $ 206,000 603.6012 REINFORCED CONCRETE PIPE, 1200 MM M 64 $410 $ 27,000 603.7302 REINFORCED CONCRETE PIPE END SECTIONS, 375 MM EA 2 $1,000 $ 2,000 603.7305 REINFORCED CONCRETE PIPE END SECTIONS, 600 MM EA 2 $1,750 $ 4,000 603.9532 DUCTILE IRON PIPE, 300 MM M 658 $350 $ 231,000 603.9905 CONCRETE PLUGS FOR SEWER PIPE EA 46 $500 $ 23,000 604.0202 NYC TYPE 2 CATCH BASIN M 379 $900 $ 342,000 604.0402 NYC PRECAST MANHOLE, 1.22 M M 98 $2,000 $ 196,000 604.0403 NYC PRECAST MANHOLE, 1.53 M M 6 $2,500 $ 15,000 604.0404 NYC PRECAST MANHOLE, 1.83 M M 41 $3,000 $ 122,000 604.0406 NYC PRECAST MANHOLE, 2.44 M M 79 $4,000 $ 317,000 604.0724 CONVERSION OF DRAINAGE STRUCTURE EA 3 $2,000 $ 6,000 604.13 ABANDONING DRAINAGE STRUCTURES EA 60 $500 $ 30,000 604.501131 SPECIAL DRAINAGE STRUCTURE M 58 $3,000 $ 175,000 605.0901 UNDERDRAIN FILTER TYPE 1 CM 2798 $60 $ 168,000 605.1501 OPTIONAL UNDERDRAIN PIPE, 100 MILLIMETER DIAMETER M 8380 $10 $ 84,000 655.0001 CAST FRAME FOR CATCH BASIN (REGION 11) EA 124 $500 $ 62,000 655.0004 CAST GRATE FOR CATCH BASIN (NYCDEP) EA 124 $400 $ 50,000 655.0005 CAST FRAME FOR MANHOLE (NYCDEP) EA 53 $500 $ 27,000 655.0006 CAST COVER FOR MANHOLE EA 53 $225 $ 12,000 656.01 MISCELLANEOUS METALS (HOOD FOR CATCH BASIN) KG. 7430 $5 $ 38,000 DRAINAGE TOTAL $ 4,482,000
Appendix - 3 Staten Island Expressway Bus/HOV Lane Extension Project Slosson Avenue to Victory Boulevard/I-278
STATEN ISLAND EXPRESSWAY BUS LANE EXTENSION CONSTRUCTION COST ESTIMATE FOR I-278
INCIDENTAL ITEMS Item # Description Unit Quantity Unit Price Amount 490.10 MILLING OF ASPHALT SURFACE SM 116247 $7.00 $ 814,000 520.5014--08 SAWCUTTING M 7666 $10 $ 77,000 606.3041 SINGLE SLOPE MEDIAN BARRIER M 2950 $343 $ 1,012,000 606.304201--08 SINGLE SLOPE TRAFFIC BARRIER ASYMMETRIC (OPTIONAL) M 69 $480 $ 34,000 606.304202--08 SINGLE SLOPE TRAFFIC BARRIER WITH MOMENT SLAB M 131 $1,380 $ 181,000 606.3061 SINGLE SLOPE HALF SECTION BARRIER M 1906 $309 $ 589,000 606.32 GUIDE RAILING ALLOWANCE M 4871 $81 $ 395,000
606.71 REMOVING AND DISPOSING CORRUGATED BEAM GUIDE RAILING M 13386 $20 $ 268,000 REMOVE AND STORE EXISTING PRECAST CONCRETE NOISE 607.9966--11 BARRIER SM 860 $125 $ 108,000 ASPHALT CONCRETE SIDEWALK DRIVEWAYS AND BICYCLES 608.020101 PATHS (100MM) MT 1049 $240 $ 252,000 608.020110 PLANT PRODUCTION QUALITY ADJUSTMENT TO 608.020101 QU 52 $120 $ 7,000 609.0407 CONCRETE CURB M 3712 $65 $ 242,000 610.0203 ESTABLISHING TURF SM 37216 $3 $ 112,000 613.0101--11 TOPSOIL URBAN PLANTING MIX (100MM) CM 3722 $50 $ 187,000 TRUSSED ARM CANTILEVER SIGN STRUCTURE (10 M ARM, 20 SM 644.42102 SIGN AREA) EA 14 $60,000 $ 840,000 SINGLE SPAN SIGN STRUCTURES (30 M MAX. SPAN, 60 M MAX. 644.43306 SIGN AREA) EA 3 $115,000 $ 345,000 SINGLE SPAN SIGN STRUCTURES (60 M MAX. SPAN, 90 M MAX. 644.43609 SIGN AREA) EA 1 $275,000 $ 275,000 INCIDENTAL ITEMS TOTAL $ 5,738,000
RETAINING WALL Item # Description Unit Quantity Unit Price Amount 632.1104 PRECAST MODULAR RETAINING WALL SM 3638 $760.00 $ 2,765,000 RETAINING WALL TOTAL $ 2,765,000
SUMMARY TOTAL EARTHWORK $ 3,715,000 PAVEMENT $ 21,341,000 DRAINAGE $ 4,482,000 INCIDENTAL ITEMS $ 5,738,000 RETAINING WALL $ 2,765,000 HIGHWAY SUBTOTAL $ 38,041,000
Appendix - 4 Staten Island Expressway Bus/HOV Lane Extension Project Slosson Avenue to Victory Boulevard/I-278
STATEN ISLAND EXPRESSWAY BUS LANE EXTENSION CONSTRUCTION COST ESTIMATE FOR I-278
RIGHT OF WAY COST No ROW as per Region If there is no ROW cost on the project indicate ―No ROW‖ in the box
SUMMARY Contingency (Items not quantified) $ 5,706,150 15.0%
Highway Subtotal + Contingency $ 43,747,150
Traffic Stripes, Signs & Delineators $ 1,093,679 2.5%
Utility Relocations $ 1,093,679 2.5%
MPT $ 3,062,301 7.0%
Mobilization and Survey $ 1,312,415 3.0%
HIGHWAY TOTAL $ 50,309,223
MLK EXPRESSWAY CONNECTOR RAMP $ - Median Fill-in MLK EXPRESSWAY $ - Median Fill-in VICTORY BOULEVARD $ - Median Fill-in MANOR ROAD $ 6,300,000 Fill-in, Deck Replace. & Widening SLOSSON AVENUE $ 4,342,000 Complete Reconstruction RENWICK AVENUE $ 4,463,800 Deck/Median Replace & Widening ABANDONED INTERCHANGE $ 1,707,475 Demolition ABANDONED INTERCHANGE (RAMP BRIDGE) $ 653,600 Demolition
BRIDGE TOTAL $ 17,466,874
Total Bridge + Highway $ 67,777,000
Contingency $ - 0%
Sub-Total $ 67,777,000
Noise Barriers $ 12,628,263 Bt. Victory Blvd to Slosson Ave.
ITS Allowance $ 2,717,305 Bt. Victory Blvd to Clove Ave.
Lighting Allowance $ 3,232,180 Bt. Victory Blvd to Clove Ave.
TOTAL $ 86,354,748
**Some values are rounded to nearest thousand for clarity.
Appendix - 5 Staten Island Expressway Bus/HOV Lane Extension Project Slosson Avenue to Victory Boulevard/I-278
TRAFFIC DATA
Peak Peak Peak Period, Peak Period, Peak Period, Period, Period, Peak Peak Peak Peak Peak Peak Peak Peak Direction Peak Peak Direction Period, Peak Period, Period, Direction Period, Direction Direction HOPVs (3+) Period, Period, Travel Peak Directi Length, Total Traffic Peak Peak Peak Bus + Truck Peak Bus Volume SOVs + Incl. Taxis & Peak Peak Time, Period on Miles Volume Direction Direction Direction % Direction (Source: HOVs + Limos Direction Direction Minutes (PVs, HOVs, Buses & Truck % Traffic of Total Trucks Traffic LOVs (Source: LOVs Traffic LOS Buses & Trucks Speed Traffic Counts Incl. Taxis / Traffic Counts Trucks) File) Limos File)
AM EB 0.21 13,754 18% 2,462 17% 2,352 110 11,292 149 11,143 32 E 0.39
AM EB 0.70 11,252 14% 1,519 13% 1,452 68 9,733 196 9,537 28 E/F 1.50
AM EB 0.19 13,041 14% 1,858 14% 1,774 85 11,183 146 11,037 12 F 0.95
AM EB 1.85 14,880 15% 2,232 14% 2,128 104 12,648 252 12,396 11 F 10.09
AM EB 0.95 18,130 14% 2,611 13% 2,357 254 15,519 225 15,294 14 F 4.07
AM EB 1.85 13,116 13% 1,640 12% 1,587 52 11,477 210 11,267 10 F 11.10
PM EB 0.21 16,744 7% 1,189 7% 1,105 84 15,555 228 15,327 34 E 0.37
PM EB 0.70 14,488 7% 1,043 7% 942 101 13,445 334 13,111 30 E 1.40
PM EB 0.19 15,085 8% 1,252 7% 1,041 211 13,833 295 13,538 16 F 0.71
PM EB 1.85 19,925 9% 1,873 7% 1,455 418 18,052 449 17,603 17 F 6.53
PM EB 0.95 17,983 11% 1,888 8% 1,421 468 16,095 368 15,727 38 D 1.50
PM EB 1.85 16,723 9% 1,438 9% 1,421 17 15,285 356 14,929 35 D 3.17
PM WB 0.21 16,364 6% 1,047 5% 867 180 15,317 335 14,982 42 D 0.30
PM WB 0.70 13,038 7% 874 5% 678 196 12,164 270 11,894 40 D 1.05
PM WB 0.19 17,919 7% 1,245 5% 977 269 16,674 293 16,381 29 F 0.39
PM WB 1.85 20,942 7% 1,508 6% 1,194 314 19,434 423 19,011 22 F 5.05
PM WB 0.95 21,105 6% 1,309 4% 844 464 19,796 336 19,460 18 F 3.17 PM WB 1.85 16,648 6% 1,049 6% 999 50 15,599 317 15,282 16 F 6.94
Appendix - 6 Staten Island Expressway Bus/HOV Lane Extension Project Slosson Avenue to Victory Boulevard/I-278
SUMMARY OF ANNUAL SAFETY BENEFITS*
Annual Safety Benefits CAL Site SIE Reference Marker Short-Term Long-Term Eastbound A 278IX6M1 3022 - 3025 $0 $352,210 B 278IX6M1 3028 - 3031 $0 $469,611 D 278IX6M1 3035 - 3039 $0 $0 E 278IX6M1 3040 - 3043 $0 $0 G 278IX6M1 3049 - 3053 $0 $616,366 H 278IX6M1 3054 - 3058 $0 $821,821 TOTAL $0 $2,260,008 Westbound I 278IX6M1 4052 - 4058 $0 $469,614 K 278IX6M1 4044 - 4047 $0 $58,702 M 278IX6M1 4035 - 4039 $0 $0 TOTAL $0 $528,316 COMBINED TOTAL $0 $2,788,324
* Taken from Highway Safety Investigation Report Staten Island Expressway Bus Lane Extension July 2009
Appendix - 7 Staten Island Expressway Bus/HOV Lane Extension Project Slosson Avenue to Victory Boulevard/I-278
STATEN ISLAND EXPRESSWAY TRAVEL TIME AND EMMISSION BENEFITS TRAVEL TIME TOTAL $S REDUCED
TRAVEL TIME EMMISSIONS SOV TRUCK BUS HOPV
Length, Peak From To Direction IN GPL IN HOVL IN GPL IN HOVL Miles Period 1 START RT 440 OLAP RICHMOND AVE EXIT 0.20 EB AM $136,000 $52,000 $9,000 $0 $1,000 $0 $198,000 $11,000 PM $47,000 $12,000 $7,000 $0 $2,000 $0 $68,000 $15,000 2 RICHMOND AVE EXIT VICTORY BLVD EXIT 0.70 EB AM $388,000 $108,000 $4,000 $172,000 $1,000 $43,000 $716,000 $31,000 PM $134,000 $36,000 $6,000 $259,000 $2,000 $74,000 $511,000 $39,000 3 START RT 278I OLAP END RT 278I OLAP 0.20 EB AM $296,000 $88,000 $2,000 $810,000 $0 $147,000 $1,343,000 $10,000 PM $135,000 $24,000 $4,000 $325,000 $0 $98,000 $586,000 $10,000 END RT 440 OLAP SLOSSON AVE TODT 4 1.90 EB AM $1,604,000 $504,000 $18,000 $3,230,000 $4,000 $252,000 $5,612,000 $112,000 BAYONNE BRID HILL RD EXI PM $569,000 $172,000 $74,000 $1,204,000 $7,000 $149,000 $2,175,000 $155,000 SLOSSON AVE TODT RICHMOND RD HYLAN 5 1.00 EB AM $254,000 $71,000 $115,000 $0 $9,000 $0 $449,000 $81,000 HILL RD EXI BLVD EXIT PM $128,000 $36,000 $0 $0 $0 $0 $164,000 $78,000 RICHMOND RD HYLAN LILY POND AVE SOUTH 6 1.90 EB AM $364,000 $94,000 $46,000 $0 $16,000 $0 $520,000 $101,000 BLVD EXIT BEACH BA PM $0 $0 $0 $0 $0 $0 $0 $107,000 7 START RT 440 OLAP RICHMOND AVE EXIT 0.20 WB PM $0 $0 $0 $0 $0 $0 $0 $12,000 8 RICHMOND AVE EXIT VICTORY BLVD EXIT 0.70 WB PM $0 $0 $0 $187,000 $0 $44,000 $231,000 $35,000 9 START RT 278I OLAP END RT 278I OLAP 0.20 WB PM $0 $0 $0 $755,000 $0 $205,000 $960,000 $14,000 END RT 440 OLAP SLOSSON AVE TODT 10 1.90 WB PM $862,000 $205,000 $0 $1,203,000 $0 $282,000 $2,552,000 $152,000 BAYONNE BRID HILL RD EXI SLOSSON AVE TODT RICHMOND RD HYLAN 11 1.00 WB PM $1,938,000 $208,000 $378,000 $844,000 $52,000 $188,000 $3,608,000 $84,000 HILL RD EXI BLVD EXIT RICHMOND RD HYLAN LILY POND AVE SOUTH 12 1.90 WB PM $2,964,000 $236,000 $176,000 $0 $0 $0 $3,376,000 $128,000 BLVD EXIT BEACH BA $9,819,000 $1,846,000 $839,000 $8,989,000 $94,000 $1,482,000 $23,069,000 $1,175,000
Appendix - 8 Staten Island Expressway Bus/HOV Lane Extension Project Slosson Avenue to Victory Boulevard/I-278
BENEFIT COST SUMMARY
BENEFIT-COST ANALYSIS $ millions Construction Cost $ 86.4 Annual O & M Costs $ 0.45 Annual Benefits $ 28.6 Present Worth of Annual O & M Costs $ 6.7 Present Worth of Annual Benefits $ 425.5 Benefit/Cost Ratio 4.57
Planning Horizon: 20 years Discount Interest Rate: 3.00%
Appendix - 9