Appendix A: Level of Service

Appendix A: Level of Service METHODOLOGY NOTES FOR DENSITIES This workbook contains findings pursuant to Skycomp's 2017 survey of highway traffic flow along the Van Wyck Expressway (VWE) between the Kew Gardens Interchange and JFK Airport. Three helicopters using Skycomp's "Wide-area video" (WAV) digital imaging system in the multi-camera configuration captured image archives suitable for the collection of traffic flow data to include: origin-destination data, turning movement counts, volume counts, densities and queue lengths.

According to the 2000 Highway Capacity Manual, the measure used to provide an estimate of level of service is density, measured in units of passenger-cars per lane per mile (pcplpm). While densities are commonly calculated from speed and volume data, another method is to measure densities directly from aerial photographs. This was the method used for the VWE.

The tabs below depict densities and level-of-service on the VWE mainline for both the morning and evening survey periods (7:00-9:00 a.m. and 4:00-6:00 p.m.).

The tables read from left to right following the flow of traffic. For example, from Exit 2 Entrance Ramp (EB Nassau Expwy) to Exit 3 Entrance Ramp (Svc Rd from Belt), the LOS is D and the density is 35 pcplpm at 7:00 a.m.

Another deliverable provided separately is an electronic version of the Survey Database (built in Microsoft Access). This database contains all of the collected data to include vehicle counts, road segmentation and the variables used to calculate densities. Using this database, a number of reports can be displayed or printed, including segment densities (averaged or by individual observation). Since all data are saved in a relational database format, it is possible to customize an unlimited number of queries and reports.

Questions: Please direct questions to Jasper Craig at [email protected]. The Highway Capacity Manual (HCM) and American Association of State Highway and Transportation Officials (AASHTO) Geometric Design of Highways and Streets ("Green Book") use letters A through F as standards for level of service (LOS) on highways, with A being the best and F being the worst.:

A: free flow. Traffic flows at or above the posted speed limit and motorists have complete mobility between lanes.

B: reasonably free flow. LOS A speeds are maintained, maneuverability within the traffic stream is slightly restricted.

C: stable flow, at or near free flow. Ability to maneuver through lanes is noticeably restricted and lane changes require more driver awareness. This is the target LOS for some urban and most rural highways.

D: approaching unstable flow. Speeds slightly decrease as traffic volume slightly increase. Freedom to maneuver within the traffic stream is much more limited and driver comfort levels decrease.

E: unstable flow, operating at capacity. Flow becomes irregular and speed varies rapidly because there are virtually no usable gaps to maneuver in the traffic stream and speeds rarely reach the posted limit.

F: forced or breakdown flow. Every vehicle moves in lockstep with the vehicle in front of it, with frequent slowing required. Travel time cannot be predicted, with generally more demand than capacity. Van Wyck Expressway Northbound - Morning (7:00-9:00 a.m.) Thursday, March 23, 2017

NORTHBOUND NORTHBOUND Time 1 LOS / DENSITY 2 LOS / DENSITY 3 LOS / DENS 4 LOS / DENS 5 LOS / DENSITY6 LOS / DEN 7 LOS / DENSITY 8 LOS / DENSITY 9 LOS / DENSITY 10 LOS / D 11 LOS / DEN 12 LOS / DEN 13 7:00 a.m. A 3 D 35 F 106 F 99 F 105 F 70 F 132 F 81 F 104 F 63 E 39 C 20 7:15 a.m. B 12 E 44 F 104 F 130 F 130 F 86 F 102 F 80 F 114 F 60 E 38 D 27 7:30 a.m. B 12 F 60 F 92 F 125 F 134 F 94 F 123 F 90 F 124 F 63 F 48 D 30 7:45 a.m. B 12 F 94 F 154 F 142 F 69 F 112 F 126 F 101 F 139 F 51 E 45 C 22 8:00 a.m. A 5 F 65 F 138 F 145 F 127 F 120 F 144 F 118 F 146 F 52 D 29 D 32 8:15 a.m. A 11 F 68 F 119 F 155 F 130 F 120 F 148 F 112 F 127 F 55 D 27 B 16

8:30 a.m. A 9 F 81 F 123 F 142 F 139 F 115 F 131 F 114 F 138 E 38Exit Ramp (Main St) C 22 C 23 Exit Ramp (Liberty Ave) Exit Ramp (Linden Blvd) Exit Ramp (Atlantic Ave) Exit Ramp (Queens Blvd) Entrance Ramp (Linden Blvd) Entrance Ramp (Hillside Ave)

8:45 a.m. A 10 F 65 F 131 F 130 F 139 F 112 F 136 F 128 Entrance Ramp (Atlantic Ave) F 132 F 48 E 39 D 29 Exit Ramp (Grand Central Pkwy) Entrance Ramp (Rockaway Blvd) Entrance Ramp (Svc Rd from Belt) Entrance Ramp (EB Naasau Expwy) 9:00 a.m.Entrance Ramp (JFK Federal Circle) A 10 F 69 F 131 F 118 F 123 F 89 F 126 F 81 F 121 F 61 E 40 D 34

COLORS DENSITY LOS DENSITY (white) < 31 pcplpm A 0-11 31-40 B 12-18 41-62 C 19-26 > 62 D 27-35 E 36-45 F 46+ Van Wyck Expressway Southbound - Morning (7:00-9:00 a.m.) Thursday, March 23, 2017

Time 13 LOS / DENSITY 12 LOS / D 11 LOS / DENSITY10 LOS / DENSITY 9 LOS / DENS 8 LOS / DENSITY 7 LOS / DENSITY6 LOS / DENSITY 5 LOS / DENSITY 4 LOS / DENSITY3 LOS / DENSITY2 LOS / DENSITY 1 7:00 a.m. A 10 C 19 F 50 F 64 E 40 F 74 F 54 F 67 F 73 F 116 F 92 C 26 7:15 a.m. A 6 D 28 D 32 F 46 E 38 F 67 F 64 F 56 F 78 F 113 E 37 D 30 7:30 a.m. C 20 C 21 E 36 F 61 F 47 F 72 F 59 F 76 F 55 F 89 F 63 D 29 7:45 a.m. A 8 D 29 E 41 F 51 F 60 F 71 F 63 F 47 F 50 F 56 D 29 C 20 8:00 a.m. A 6 C 23 D 31 E 42 D 35 F 46 E 36 F 51 F 68 F 80 E 45 C 25 8:15 a.m. A 7 C 23 D 33 E 43 E 36 F 49 D 30 D 33 F 94 F 107 E 45 C 20 8:30 a.m. B 12 B 12 F 48 F 49 E 40 F 55 D 30 F 52 F 68 F 114 F 101 F 47 Exit Ramp (Belt Pkwy) Exit Ramp (Liberty Ave) Exit Ramp (Atlantic Ave) Exit Ramp (Linden Blvd) Exit Ramp ( Hillside Ave) Exit Ramp (Nassau Expwy) Exit Ramp (Rockaway Blvd) Entrance Ramp (Liberty Ave)

8:45 a.m. A 6 A 11 E 36 F 48 E 38 Entrance Ramp (Linden Blvd) F 80 F 70 F 72 F 77 F 120 F 89 E 40 Exit Ramp (JFK Federal Circle) Entrance Ramp (N. Conduit Ave) Entr Ramp (Svc Rd S. of Mian St) Entrance Ramp (JFK Federal Circle)

9:00 a.m. A 6 C 26 E 42 F 48 E 41 F 61 F 46 F 48 F 82 F 126 F 117 F 72 Entrance Ramp (Grand Central Pkwy) SOUTHBOUND SOUTHBOUND

COLORS DENSITY LOS DENSITY (white) < 31 pcplpm A 0-11 31-40 B 12-18 41-62 C 19-26 > 62 D 27-35 E 36-45 F 46+ Van Wyck Expressway Northbound - Evening (4:00-6:00 p.m.) Thursday, March 23, 2017

NORTHBOUND NORTHBOUND Time 1 LOS / DENSITY 2 LOS / DENSITY 3 LOS / DENS4 LOS / DENS 5 LOS / DENSITY6 LOS / DEN7 LOS / DENSITY 8 LOS / DENSITY 9 LOS / DENSITY 10 LOS / D 11 LOS / DEN12 LOS / DEN 13 4:00 p.m. A 8 F 50 F 103 F 68 F 102 F 84 F 111 F 79 F 110 F 61 D 35 D 35 4:15 p.m. B 18 F 73 F 96 F 104 F 81 F 73 F 121 F 74 F 93 F 57 E 36 C 25 4:30 p.m. B 18 F 78 F 86 F 83 F 97 F 77 F 106 F 70 F 104 F 71 F 47 C 25 4:45 p.m. A 11 F 63 F 97 F 105 F 104 F 87 F 94 F 82 F 112 F 63 E 39 C 22 5:00 p.m. B 15 E 44 F 91 F 84 F 92 F 77 F 90 F 72 F 110 F 50 E 38 C 25 5:15 p.m. B 14 E 41 F 87 F 90 F 83 F 51 F 82 F 68 F 103 F 69 E 38 C 24

5:30 p.m. C 25 F 60 F 112 F 101 F 85 F 56 F 85 F 72 F 110 F 55Exit Ramp (Main St) D 31 C 23 Exit Ramp (Liberty Ave) Exit Ramp (Linden Blvd) Exit Ramp (Atlantic Ave) Exit Ramp (Queens Blvd) Exit Ramp (Federal Circle) Entrance Ramp (Linden Blvd) Entrance Ramp (Hillside Ave)

5:45 p.m. C 23 F 49 F 89 F 97 F 75 F 62 F 71 F 71 Entrance Ramp (Atlantic Ave) F 98 F 61 E 40 C 24 Entrance Ramp (Federal Circle) Exit Ramp (Grand Central Pkwy) Entrance Ramp (Rockaway Blvd) Entrance Ramp (Svc Rd from Belt) Entrance Ramp (EB Naasau Expwy) 6:00 p.m.Entrance Ramp (JFK FederalEntrance Circle) Ramp (JFK Federal Circle) B 16 F 47 F 86 F 96 F 79 F 72 F 93 F 75 F 96 F 46 E 37 C 24

COLORS DENSITY LOS DENSITY (white) < 31 pcplpm A 0-11 31-40 B 12-18 41-62 C 19-26 > 62 D 27-35 E 36-45 F 46+ Van Wyck Expressway Southbound - Evening (4:00-6:00 p.m.) Thursday, March 23, 2017

Time 13 LOS / DENSITY 12 LOS / D 11 LOS / DENSITY10 LOS / DENSITY 9 LOS / DENS 8 LOS / DENSITY 7 LOS / DENSITY6 LOS / DENSITY 5 LOS / DENSITY 4 LOS / DENSITY3 LOS / DENSITY2 LOS / DENSITY 1 4:00 p.m. C 22 C 21 E 41 F 71 E 41 F 71 F 70 F 77 F 82 F 125 F 133 F 108 4:15 p.m. B 18 C 21 E 43 F 53 E 37 F 73 F 48 F 62 F 86 F 124 F 123 F 125 4:30 p.m. B 17 D 32 F 46 F 66 E 36 F 64 F 50 F 78 F 86 F 133 F 135 F 138 4:45 p.m. C 25 B 15 D 33 D 35 D 33 F 57 F 71 F 91 F 81 F 136 F 113 F 112 5:00 p.m. D 28 C 26 D 27 F 66 D 30 F 56 F 53 F 76 F 89 F 138 F 119 F 107 5:15 p.m. C 26 C 22 F 52 F 54 F 50 F 65 F 49 F 63 F 108 F 130 F 115 F 122 5:30 p.m. B 13 B 17 F 48 F 68 F 48 F 70 F 64 F 81 F 94 F 123 F 123 F 116 Exit Ramp (Belt Pkwy) Exit Ramp (Liberty Ave) Exit Ramp (Atlantic Ave) Exit Ramp (Linden Blvd) Exit Ramp ( Hillside Ave) Exit Ramp (Federal Circle) Exit Ramp (Nassau Expwy) Exit Ramp (Rockaway Blvd) Entrance Ramp (Liberty Ave)

5:45 p.m. C 20 B 15 E 39 F 51 F 47 Entrance Ramp (Linden Blvd) F 67 F 46 F 56 F 92 F 118 F 114 F 126 Exit Ramp (JFK Federal Circle) Exit Ramp (JFK Federal Circle) Entrance Ramp (Federal Circle) Entrance Ramp (N. Conduit Ave) Entr Ramp (Svc Rd S. of Mian St) Entrance Ramp (JFK Federal Circle)

6:00 p.m. B 12 C 19 E 38 E 40 E 36 F 68 F 46 F 68 F 80 F 143 F 106 F 110 Entrance Ramp (Grand Central Pkwy) SOUTHBOUND SOUTHBOUND

COLORS DENSITY LOS DENSITY (white) < 31 pcplpm A 0-11 31-40 B 12-18 41-62 C 19-26 > 62 D 27-35 E 36-45 F 46+ Appendix B: Existing Corridor Geometry and Accident Analysis Report

New York State Department of Transportation PIN X735.82 REGION 11 QUEENS COUNTY

VAN WYCK EXPRESSWAY CAPACITY AND ACCESS IMPROVEMENTS TO JFK AIRPORT ACCIDENT ANALYSIS REPORT August 2017

New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

REVIEW COVER SHEET

CLIENT: ____NYSDOT______

PROJECT: VAN WYCK EXPRESSWAY CAPACITY AND ACCESS IMPROVEMENTS TO JFK AIRPORT

PROJECT NUMBER: _X735.82______

SUBJECT: ACCIDENT ANALYSIS REPORT______REV: ____2______

PREPARED BY: _ KELLI CAPKA______DATE: _8/1/2017

REVIEWED BY: __JAMIL YOUSEF______DATE: 8/7/2017

VERIFIED BY: ___JAMIL YOUSEF______DATE: __8/7/2017

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Table of Contents 1. Introduction ...... 1 2. Analysis Approach ...... 1 3. Van Wyck Expressway (I-678) Accident Analysis ...... 2 3.1 Summary ...... 2 3.2 Van Wyck Expressway Northbound Segments with Accident Rates Higher Than Statewide Average ...... 8 3.3 Van Wyck Expressway Southbound Segment with Accident Rates Higher Than Statewide Average ...... 18 4. Van Wyck Expressway Service Road Accident Analysis ...... 25 4.1 Summary ...... 25 4.2 Van Wyck Expressway Northbound Service Road Intersections with Accident Rates Higher Than Statewide Average ...... 28 4.3 Van Wyck Expressway Southbound Service Road Intersections with Accident Rates Higher Than Statewide Average ...... 46 4.4 Off-Ramp/On-Ramp Access Locations along the Northbound Service Road ...... 51 4.5 Off-Ramp/On-Ramp Access Locations along the Southbound Service Road ...... 66 5. Areas Identified in the NYSDOT Statewide Priority Investigation List and Safety Deficient Location List ...... 79 5.1 Summary ...... 79 5.2 Van Wyck Expressway Northbound Segments Included in SDL List ...... 81 5.3 Van Wyck Expressway Southbound Segments Included in SDL List ...... 84 6. Areas with Accidents Likely Due to Ramp Geometry ...... 91 6.1 Summary ...... 91 6.2 Van Wyck Expressway Northbound Segments with Accidents Likely Due to Ramp Geometry...... 91 6.3 Van Wyck Expressway Southbound Segments with Accidents Likely Due to Ramp Geometry...... 93 6.4 Van Wyck Expressway Northbound Service Road Intersections with Accidents Likely Due to Ramp Geometry ...... 94 6.5 Van Wyck Expressway Southbound Service Road Intersections with Accidents Likely Due to Ramp Geometry ...... 98 6.6 Van Wyck Expressway Ramps with Sub-Standard Geometry ...... 99 7. Safety Improvement Recommendations ...... 100 References ...... 101

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Appendix A "Total Accident Summary Charts & High Accident Rate Locations Summary Tables" Appendix B "High Accident Locations Summary Sorted by Time of Day" Appendix C “Total Accident Data Sorted by Each Year of Study Period” Appendix D “Accident Rate Calculations” Appendix E “NYSDOT Accident Data Summary”

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

List of Figures Figure 1: Reference Marker Location Map for Van Wyck Expressway ...... 6 Figure 3: Collision Diagram at RM 678I X5M11002 ...... 8 Figure 4: Total Accidents Reported at Reference Marker 678IX5MI1002 ...... 9 Figure 5: Collision Diagram at RM 678I X5M11003INT (Exit 2 & Exit 1B) ...... 10 Figure 6: Total Accidents Reported at Reference Marker 678IX5MI1003 (Exit Ramp) ...... 11 Figure 7: Collision Diagram at Reference Marker 678IX5M11015 ...... 12 Figure 8: Total Accidents Reported at Reference Marker 678IX5MI1015 ...... 13 Figure 9: Collision Diagram at RM 678I X5M11031 ...... 14 Figure 10: Total Accidents Reported at Reference Marker 678IX5M11031 ...... 15 Figure 11: Collision Diagram of Segment RM 678I X5M11040 to 678I X5M11041 ...... 16 Figure 12: Total Accidents Reported at Reference Marker 678IX5MI1041 ...... 17 Figure 13: Collision Diagram of Segment RM678IX5M12002 – Off-Ramp ...... 18 Figure 14: Total Accidents Reported at Reference Marker 678IX5MI2002 - Off-Ramp ...... 19 Figure 15: Collision Diagram of Segment RM678IX5M12004 – On-Ramp ...... 20 Figure 16: Total Accidents Reported at Reference Marker 678IX5MI2004 ...... 21 Figure 17: Collision Diagram at Reference Marker 678IX5M12015 ...... 22 Figure 18: Total Accidents Reported at Reference Marker 678IX5M12015 ...... 22 Figure 19: Collision Diagram of Segment RM 678IX5M12041 ...... 23 Figure 20: Total Accidents Reported at Reference Marker 678IX5MI2041 ...... 24 Figure 21: Major Intersections Locations on Van Wyck Expressway Service Roads ...... 27 Figure 22: Intersections with Accident Rates Higher than the Statewide Average on NB SR .... 28 Figure 23: Collision Diagram of Van Wyck Expressway Service Road (NB) and 133rd Ave. Intersection ...... 29 Figure 24: Total Accidents Reported at Van Wyck Expressway SR (NB) and 133rd Ave. Intersection ...... 30 Figure 25: Collision Diagram at Van Wyck Expressway SR (NB) and Foch Blvd. Intersection 31 Figure 26: Total Accidents Reported at Van Wyck Expressway Service Road (NB) and Foch Blvd. Intersection ...... 32 Figure 27: Collision Diagram of Van Wyck Expressway SR (NB) and Linden Blvd. Intersection ...... 33 Figure 28: Total Accidents Reported at Van Wyck Expressway SR (NB) and Linden Blvd. Intersection ...... 34 Figure 29: Collision Diagram of Van Wyck Expressway Service Road (NB) and 109th Ave. .... 35 Figure 30: Total Accidents Reported at Van Wyck Expressway SR (NB) and 109th Ave. Intersection ...... 36 Figure 31: Collision Diagram of Van Wyck Expressway SR (NB) and Liberty Ave...... 38 Figure 32: Total Accidents Reported at Van Wyck Expressway SR (NB) and Liberty Ave. Intersection ...... 39 Figure 33: Collision Diagram of Van Wyck Expressway SR (NB) and 101st Ave...... 40 Figure 34: Total Accidents Reported at Van Wyck Expressway SR (NB) and 101st Ave. Intersection ...... 41 Figure 35: Collision Diagram of Van Wyck Expressway SR (NB) and Jamaica Ave...... 42

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Figure 36: Total Accidents Reported at Van Wyck Expressway SR (NB) and Jamaica Ave. Intersection ...... 43 Figure 37: Collision Diagram of Van Wyck Expressway SR (NB) and Hillside Ave...... 44 Figure 38: Total Accidents Reported at Van Wyck Expressway SR (NB) and Hillside Ave. Intersection ...... 45 Figure 39: Intersection Locations with Accident Rates More than Two Times Higher than the Statewide Average on Southbound Service Road ...... 46 Figure 40: Collision Diagram of Van Wyck Expressway SR (NB) and Rockaway Blvd...... 47 Figure 41: Total Accidents Reported at Van Wyck Expressway SR (NB) and Rockaway Blvd. Intersection ...... 48 Figure 42: Collision Diagram of Van Wyck Expressway Service Road (SB) and Atlantic Ave. 49 Figure 43: Total Accidents Reported at Van Wyck Expressway SR (SB) and Atlantic Ave. Intersection ...... 50 Figure 44: Ramp Merge and Diverge Sections on Van Wyck Expressway SR (NB) Reported with Accidents ...... 51 Figure 45: Collision Diagram of Van Wyck Expressway SR (NB) and N. Conduit Ave. Ramp. 52 Figure 46: Total Accidents Reported at Van Wyck Expressway SR (NB) and N. Conduit Ave. Ramp ...... 53 Figure 47: Collision Diagram of Van Wyck Expressway SR (NB) and On-Ramp (near Archer Ave.)...... 54 Figure 48: Total Accidents Reported at Van Wyck Expressway SR (NB) and On-Ramp (near Archer Ave.) ...... 55 Figure 49: Collision Diagram of Van Wyck Expressway SR (NB) and Off-Ramp Exit 6 ...... 56 Figure 50: Total Accidents Reported at Van Wyck Expressway SR (NB) and Off-Ramp Exit 6 57 Figure 51: Collision Diagram of Van Wyck Expressway SR (NB) and On-Ramp (near Liberty Ave.)...... 58 Figure 52: Total Accidents Reported at Van Wyck Expressway SR (NB) and On-Ramp (near Liberty Ave.) ...... 59 Figure 53: Collision Diagram of Van Wyck Expressway SR (NB) and On-Ramp (near Hillside Ave.)...... 60 Figure 54: Total Accidents Reported at Van Wyck Expressway Northbound SR and On-Ramp (near Hillside Ave.) ...... 61 Figure 55: Collision Diagram of Van Wyck Expressway Northbound SR and Off-Ramp Exit 2 62 Figure 56: Total Accidents Reported at Van Wyck Expressway Northbound SR and Off-Ramp Exit 2 ...... 63 Figure 57: Collision Diagram of Van Wyck Expressway Northbound SR and On-Ramp (near Rockaway Blvd.)...... 64 Figure 58: Total Accidents Reported at Van Wyck Expressway Northbound SR and On-Ramp (near Rockaway Blvd.) ...... 65 Figure 59: Ramp Merge and Diverge Sections on Van Wyck Expressway SR (SB) Reported with Accidents...... 66 Figure 60: Collision Diagram of Van Wyck SR SB and Off-Ramp Exit 2 ...... 67 Figure 61: Total Accidents Reported at Van Wyck SR SB and Off-Ramp Exit 2 ...... 68

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Figure 62: Collision Diagram of Van Wyck SR SB and Exit 3...... 69 Figure 63: Total Accidents Reported at Van Wyck SR SB and Exit 3...... 70 Figure 64: Collision Diagram of Van Wyck SR SB and On-Ramp (near 105th Ave.) ...... 71 Figure 65: Total Accidents Reported at Van Wyck SR SB and On-Ramp (near 105th Ave.) ...... 72 Figure 66: Collision Diagram of Van Wyck SR SB and Exit 4...... 73 Figure 67: Total Accidents Reported at Van Wyck SR SB and Exit 4...... 74 Figure 68: Collision Diagram of Van Wyck SR SB and On-Ramp (near 95th Ave.) ...... 75 Figure 69: Total Accidents Reported at Van Wyck SR SB and On-Ramp (near 95th Ave.) ...... 76 Figure 70: Collision Diagram at Van Wyck SR SB and Exit 6 ...... 77 Figure 71: Total Accidents reported at Van Wyck SR SB and Exit 6 ...... 78 Figure 72: Key Map of SDL Areas ...... 80 Figure 73: Total Accidents Reported between Reference Marker 678IX5MI1001 and 678IX5MI1005 ...... 81 Figure 74: Collision Diagram of Van Wyck Expressway SR (NB) from RM 678I X5M11001 through RM 678IX5M11005 (part 1 of 2) ...... 82 Figure 75: Total Accidents Reported between Reference Marker 678IX5MI2000 and 678IX5MI2004 ...... 84 Figure 77: Total Accidents Reported between Reference Marker 678IX5MI2020 and 678IX5MI2023 ...... 87 Figure 78: Collision Diagram of Van Wyck Expressway SR (SB) from RM 678I X5M12020 through RM 678IX5M12023 ...... 88 Figure 79: Total Accidents Reported between Reference Marker 678IX5MI2028 and 678IX5MI2030 ...... 89 Figure 80: Collision Diagram of Van Wyck Expressway SR (SB) from RM 678I X5M12028 through RM 678IX5M12030 ...... 90 Figure 81: Collision Diagram at RM 678IX5M11032 and RM 678IX5M11032INT ...... 93 Figure 82: Collision Diagram at Van Wyck Service Road (NB) and 135th Avenue ...... 94 Figure 83: Total Accidents Reported Van Wyck Expressway Service Road and 135th Avenue Intersection ...... 95 Figure 84: Collision Diagram at Van Wyck Service Road (NB) and 95th Avenue ...... 96 Figure 85: Total Accidents Reported Van Wyck Expressway Service Road (NB) and 95th Avenue Intersection ...... 97 Figure 86: Collision Diagram at Van Wyck Service Road (SB) and 105th Avenue ...... 98

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

1. Introduction This accident analysis task is performed as part of the design study for the Van Wyck Expressway (I-678) capacity and access improvements between Kew Gardens Interchange and JFK Airport, a distance of approximately 4.3 miles. The study corridor includes the Van Wyck Expressway along with the northbound and southbound service roads and all cross streets to a point 200 feet beyond the service roads. The Van Wyck Expressway is the major route to JFK International Airport and is classified as an Urban Principal Arterial – Interstate, 6-Lanes, Divided, Full Controlled Access facility.

2. Analysis Approach  The accident analysis was performed for both the Van Wyck Expressway/ I-678 main line and the service roads. The analysis included accident data collected between reference markers 678I X5M1 1001 and 678I X5M1 1041 for the northbound roadway and between reference markers 678I X5M1 2001 and 678I X5M1 2041 for the southbound roadway, for a total of 4.1 miles. Accidents collected on Van Wyck Expressway Service Roads (northbound and southbound) between North Conduit Ave. and Queens Blvd. were also analyzed. The length of the service roads between these limits is approximately 3.2 miles.  The collected data utilized in the analysis was provided by NYSDOT Region 11 and present the latest available three-year accident database for the Queens County section where the project limits are located. The database consisted of accident severity summaries, accident category summary reports, and segment and/or intersection summary reports. Police accident reports were not obtained for this accident study.  The accident analysis methodology employed in this report is based on the systematic evaluation procedures prescribed in NYSDOT’s “Highway Design Manual, Chapter 5 Basic Design” dated April 13, 2011 (1).  The accident rate per million vehicle miles (accident/MVM or acc/MVM) for all locations within the project location was calculated using the following formula:

Number of Accidents at Reference Marker x 1,000,000 Accident Rate per MV = days AADT of entering vehicles x n years x 365 x length of analysis segment year

 The accident rate per million entering vehicles (accident/MEV or acc/MEV) for all intersections within the project location was calculated using the following formula:

Number of Accidents at Intersection x 1,000,000 Accident Rate per MV = days AADT of intersection x n years x 365 year Based on the guidelines provided in NYSDOT’s Highway Design Manual, the AADT for an intersection was calculated as the sum of AADTs on all approaches divided by 2.

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

 The calculated accident rates were compared to statewide accident rates in order to determine whether a location has a safety record poorer than average when compared to similar locations statewide. The statewide average accident rate was obtained from “NYDSOT 2014-2015 Average Accident Rates” (2).  Annual Average Daily Traffic (AADT) volumes were taken from NYSDOT’s Traffic Data Viewer interface (3).

3. Van Wyck Expressway (I-678) Accident Analysis 3.1 Summary The Van Wyck Expressway/I-678 between the project limits (Kew Gardens Interchange to JFK International Airport) is located in a heavily populated area along the entire length of the project. The Expressway serves as a primary gateway for JFK International Airport. The Van Wyck Expressway runs north/south from JFK International Airport on Jamaica Bay to Northern Blvd./NYS Route 25A, also known as the Whitestone Expressway. The Expressway consists of three lanes in each direction with additional acceleration/deceleration lanes for entrance and exit ramps. The posted speed limit is 50 mph.

The accident data was analyzed at all 41 reference markers within the project limits, between reference marker 678I X5M1 1001 and 678I X5M1 1041 on the northbound and between 678I X5M1 2001 and 678I X5M1 2041 on the southbound. Reference marker locations are shown in Figure 1. The total number of accidents and accident data at each reference marker is presented in Appendix A in a bar chart format (Figures 87 and 89) indicating the number of accidents involving fatalities, injuries, property damage only, and non-reportable information. A total of 244 accidents were reported along the northbound corridor within the project limits during the three-year study period (from January 1, 2014 through December 31, 2016), and a total of 135 accidents were reported along the southbound corridor during the same period. Of the 244 accidents on the northbound corridor, 150 accidents involved injuries, 89 involved property damage only, and 5 were non-reportable. Of the 135 accidents on the southbound corridor, 1 accident involved a fatality, 80 involved injuries, 51 involved property damage only, and 3 were non-reportable. Approximately 65% of all northbound accidents occurred during clear or cloudy weather with dry road surface conditions and 52% of the accidents occurred under daylight conditions. Similarly, 77% of all southbound accidents occurred during clear or cloudy weather with dry road surface conditions and 37% accidents occurred under daylight conditions. The most common type of accident along the northbound corridor involved collision with another vehicle, with 55% of these collisions consisting of rear-end or overtaking. The most common type of accident along the southbound corridor involved collision with another vehicle, with 58% of these collisions consisting of rear-end or overtaking. The remainder of the accidents involved collision with other objects, including medians, guiderails, and curbs.

The total number of accidents associated with each reference marker was plotted on the corridor map to determine any relation to existing roadway geometry and/or design parameters. The distribution pattern indicated that a cluster of accidents is typically present at reference markers near or at the intersection of the Van Wyck Expressway with other major crossings.

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

The accident rate per million vehicle miles (accidents/MVM or acc/MVM) at all reference markers within the study area were calculated and compared to the statewide accident rates in order to determine the safety level at each reference marker when compared to similar locations statewide. The average accident rate for the Van Wyck Expressway was based on the accident data collected by the State between November 1, 2013 and October 31, 2015 and was determined to be 1.1 acc/MVM. Similarly, the statewide average accident rate for on-ramp segments merging into three lanes or more was determined to be 0.01 acc/MVM and for off-ramp segments merging into three lanes or more was determined to be 0.02 acc/MVM. Comparing the actual rates calculated for this study period (from January 1, 2014 through December 31, 2016) at the reference markers to the state average indicated that a total of 12 out of 40 segments on the northbound corridor have accident rates higher than the statewide average, and a total of 6 segments have accident rates two times higher than the statewide average. These results are illustrated graphically on bar charts in Appendix A (Figure 88). Similarly, a total of 6 out of 37 segments on the southbound corridor have accident rates higher than the statewide average. These results are illustrated graphically on bar charts in Appendix A (Figure 90).

Based on the results of the actual accident rate determined at each reference marker and the locations that exhibit clustering of reported accidents, we found that a condition of clustering of accidents and actual accident rates significantly higher than the state average exist within 10 of the segments along the study corridor (6 segments on the northbound and 4 on the southbound). These segments are discussed individually in Sections 3.1 and 3.2 and summarized in the “High Accident Rate Sections Summary Table” in Appendix A (Table 2 and Table 3).

When the total number of accidents during the three-year study period (January 1, 2014 to December 31, 2016) at all segments, including the ten (10) above average locations were sorted out by each year of the study period, we found that the number of accidents at most of the segments, including the high average locations discussed in Sections 3.2 and 3.3 are uniformly distributed. Refer to “By-Year” distribution included in Appendix C of this report.

The total number of accidents during the three-year study period (January 1, 2014 to December 31, 2016) at all segments, including the ten (10) above average locations were also sorted out based on the time of day when the accidents took place:

Evening Off-Peak (7PM – 6AM) AM-Peak (6 AM -10AM) Day Off-Peak (10AM-3PM) PM-Peak (3PM-7PM)

The result demonstrates that 30% to 60% of the accidents at most of the segments, including the high average locations discussed in Sections 3.2 and 3.3 took place during the Evening Off-Peak period, indicating that high speed is the probable cause. Refer to “By-Time of day” distribution included in Appendix D of this report.

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

It should also be noted that NYSDOT – Safety Management has conducted a Safety Deficient Location (SDL), two-year study1 between reference markers:

678IX5M11000 through 678IX5M11005 along the VWE -Northbound 678IX5M12001 through 678IX5M12004 along the VWE -Southbound 678IX5M12020 through 678IX5M12023 along the VWE -Southbound 678IX5M12028 through 678IX5M12030 along the VWE -Southbound

Since the SDL study was performed for various two-year periods (refer to comparison table below, Table 1), we considered the average number of accidents per year in the SDL study as it compares to the average of the three-year analysis in our study in order to draw any pattern over a longer period of time. We found that at some locations the average number of accidents remained consistent, while it decreased at others. The accident rates at some locations remained above the statewide average, but the accident rates were lower than the statewide average at others. This difference is due to the different time periods of the data. No major capital improvements were made in these areas between the SDL study and this study. Detailed discussion of this part of the analysis is included in Section 5 of this report.

Additionally, some locations near entrance and exit ramps were noted as having sub-standard geometry or weave lengths which are likely contributing to accidents. Section 6 of this report explores those areas in further detail.

1 The listed locations for the two-year SDL study were performed during different periods as shown in the comparison with current analysis table. Accident Analysis Report 4 | P a g e

New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Table 1 - Comparison of NYSDOT Safety Management’s SDL and Current Accident Analysis Northbound NYSDOT Safety Management SDL Current Accident Analysis from 1st Jan. 2014 to 31st Dec. 2016 Begin End Accident Begin End Avg. Seg. Total Avg. Seg. Total Accident Period Reference Reference per Reference Reference AADT Length Accident AADT Length Accident per year Marker Marker year Marker Marker 1st Aug. 2012 to 678IX5 678IX5 43928 0.6 30 15.0 31st July 2014 M11000 M11005 678IX5 678IX5 46592 0.4 46 15.33 1st Nov. 2013 to 678IX5 678IX5 M11001 M11005 44167 0.6 29 14.5 31st Oct. 2015 M11000 M11005 1st Jan. 2015 to 678IX5 678IX5 678IX5 678IX5 65226 0.3 26 13.0 54787 0.3 35 11.66 31st Dec. 2016 M11003 M11005 M11003 M11005

Southbound NYSDOT Safety Management SDL Current Accident Analysis from 1st Jan. 2014 to 31st Dec. 2016 Begin End Accident Begin End Avg. Seg. Total Avg. Seg. Total Accident Period Reference Reference per Reference Reference AADT Length Accident AADT Length Accident per year Marker Marker year Marker Marker 678IX5 678IX5 678IX5 678IX5 69343 0.4 22 11.0 53605 0.4 35 11.66 M12001 M12004 M12000 M12004 678IX5 678IX5 678IX5 678IX5 1st Aug. 2012 to 73739 0.4 25 12.5 69382 0.4 9 3.0 M12020 M12023 M12020 M12023 31st Jul. 2014

678IX5 678IX5 678IX5 70694 0.3 18 9.0 678IX5 65689 0.3 10 3.33 M12028 M12028 M12030 M12030

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Figure 1: Reference Marker Location Map for Van Wyck Expressway (The location map is for reference. Every 5th reference marker is only shown for clarity.)

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Figure 2: Reference Markers (NB and SB) with Accident Rates Higher than Statewide Average

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

3.2 Van Wyck Expressway Northbound Segments with Accident Rates Higher Than Statewide Average Segment RM 678I X5M11002 This segment lies in the Van Wyck Expressway-Nassau Expressway-Belt Pkwy. Interchange. This segment includes traffic from JFK International Airport and also includes traffic merging from Nassau Expressway through an entrance ramp. The entrance merges with Van Wyck Expressway near the Reference Marker 678I X5M1 1002 and includes a taper length of approximately 310 feet from the gore area. There is also an exit ramp (Exit 2 and Exit 1B) located downstream of this segment at approximately 400 feet, which is discussed further in the following section.

Figure 3: Collision Diagram at RM 678I X5M11002 A total of 10 accidents were reported within this segment during the three-year study period January 1, 2014 through December 31, 2016. None of the 10 accidents involved fatalities; 80% involved injuries, 10% reported property damage only, and 10% were non-reportable collisions. The most common type of accident within this segment was rear-end or overtaking, accounting for approximately 40% of the 10 total accidents. Since 3 out of 10 total accidents were reported as “unknown,” it was assumed that they would most likely fall under the most common type, which

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport will lead to the rear-end or overtaking types being substantially higher than 40% of the total. The average calculated accident rate per MVM is 4.15, which is considerably higher than the statewide average of 1.1. Unsafe speed, following too closely, unsafe lane change, and slippery pavement were reported as the common contributing factors for collisions within this segment. In addition, the presence of entrance and exit ramps in close proximity results in heavy-weaving maneuvers on a short (substandard) acceleration/deceleration lane, contributing to the high number of collisions within this segment.

8 Total Accidents Fatalities 6 Injuries PDO 4 NR

0 678I X5M1 1002

Figure 4: Total Accidents Reported at Reference Marker 678IX5MI1002

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Segment RM 678I X5M11003INT (Exit 2 & Exit 1B) This segment comprises an exit ramp from Van Wyck Expressway to Belt Parkway and Rockaway Boulevard. It is a single lane ramp which splits into Exit 2 and Exit 18 for Rockaway Boulevard and Belt Parkway, respectively. This ramp acts as a gateway for traffic going to Beltway Parkway from JFK International airport. An entrance ramp with traffic coming from Nassau Expressway is located approximately 0.1 mile ahead of this ramp.

Figure 5: Collision Diagram at RM 678I X5M11003INT (Exit 2 & Exit 1B) A total of 24 accidents were reported within this segment during the three-year study period. None of the 24 accidents involved fatalities; 63% involved injuries, and 37% reported property damage only collisions. The most common type of accident was rear-end or overtaking, accounting for approximately 50% of the 24 total accidents. Since 5 out of 24 total accidents were reported as “unknown,” it was assumed that they would most likely fall under the most common type, which will lead to the rear-end or overtaking types being substantially higher than 50% of the total. The average calculated accident rate per MVM is 4.0, significantly higher than the statewide average Accident Analysis Report 10 | P a g e

New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport of 1.1. Following too closely, slippery pavement, improper lane usage, and unsafe speed were reported as the common contributing factors for collisions within this segment. Also, the high volume of traffic merging into Van Wyck Expressway from Nassau Expressway and diverging from Van Wyck Expressway towards Exit 2 or 1B is a considerable factor to the large number of rear-end and overtaking collision types.

25 Total Accidents

Fatalities 20 Injuries

15 PDO

NR 10

0 678I X5M1 1003 INT Figure 6: Total Accidents Reported at Reference Marker 678IX5MI1003 (Exit Ramp)

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Segment RM 678I X5M11015 This segment of Van Wyck Expressway is between 115th Ave. and Linden Ave.

Figure 7: Collision Diagram at Reference Marker 678IX5M11015

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

A total of 17 accidents were reported within this segment during the three-year study period. None of the 17 accidents involved fatalities; 65% involved injuries, and 35% reported property damage only collisions. The most common type of accident was rear-end or overtaking, accounting for approximately 71% of the 17 total accidents. The average calculated accident rate per MVM is 2.25, more than twice the statewide average of 1.1. Following too closely, inattentive driving, and improper lane usage were the common contributing factors for collisions reported within this segment.

12 Total Accidents 10 Fatalities Injuries 8 PDO 6 NR

0 678I X5M1 1015 Figure 8: Total Accidents Reported at Reference Marker 678IX5MI1015

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Segment RM 678I X5M11031 This segment of Van Wyck Expressway is near Hillside Avenue in the north section of the project.

Figure 9: Collision Diagram at RM 678I X5M11031 A total of 22 accidents were reported within this segment during the three-year study period. None of the 22 accidents involved fatalities; 59% involved injuries, 36% reported property damage only, and 5% were non-reportable collisions. The most common type of accident was rear-end or overtaking, accounting for approximately 50% of the total accidents. Since the cause of 36% of the total reported accidents within this segment was “unknown,” it was assumed that they would most likely fall under the most common type, which will lead to the rear-end or overtaking types being substantially higher than 50% of the total. The average calculated accident rate per MVM is 2.67, significantly higher the statewide average of 1.1. Following too closely, inattentive driving, and unsafe lane change were the common contributing factors for collision reported in this segment.

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Total Accidents 15 Fatalities Injuries 10 PDO NR

0 678I X5M1 1031 Figure 10: Total Accidents Reported at Reference Marker 678IX5M11031

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Segment RM 678I X5M1 1040 to 678I X5M11041 This segment on the northbound corridor lies at the Kew Gardens Interchange where the Van Wyck Expressway splits into Van Wyck Expressway Northbound thru lanes and a ramp veering west to connect to Grand Central Parkway, beyond which point both the Van Wyck and the ramp continue due north, each consisting of two traffic lanes.

Figure 11: Collision Diagram of Segment RM 678I X5M11040 to 678I X5M11041 A total of 88 accidents were reported within this segment during the three-year study period. None of the 88 accidents involved fatalities; 62% involved injuries, and 38% reported property damage only collisions. The most common type of accident was rear-end, accounting for approximately 36% of the total accidents. Since the cause of 15 out of the 88 total accidents reported within this segment was reported “unknown,” it was assumed that they would most likely fall under the most common type, which will lead to the rear-end being higher than 50% of the total. The average calculated accident rate per MVM is 5.52, significantly higher than the statewide average of 1.1. Following too closely, inattentive driving, unsafe lane change, passing or improper lane usage, unsafe speed and slippery pavement were the common contributing factors for collision reported in this segment.

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

The high volume of traffic and the highway splitting into reduced number of lanes are considered contributing factors to the excessive delays and congestion experienced by this section, which in turn is associated with the high number of accidents within this segment.

40 Total Accidents Fatalities 30 Injuries PDO NR 20

0 678I X5M1 1040 678I X5M1 1041

Figure 12: Total Accidents Reported at Reference Marker 678IX5MI1041

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

3.3 Van Wyck Expressway Southbound Segment with Accident Rates Higher Than Statewide Average Segment RM678IX5M12002 – Off-Ramp This segment includes exit ramp from Van Wyck Expressway (SB) to eastbound Belt Parkway. The exit ramp splits into Exit 1 and Exit 1E toward the Nassau Expressway entrance and Belt Parkway entrance, respectively.

Figure 13: Collision Diagram of Segment RM678IX5M12002 – Off-Ramp A total of 6 accidents were reported within this segment during the three-year study period. None of the 6 accidents involved fatalities; 33% involved injuries, and 67% reported property damage only collisions. The most common type of accident was rear-end or overtaking, accounting for approximately 50% of the total accidents. The average calculated accident rate per MVM is 1.75, higher than the statewide average of 1.1. Passing or improper lane usage, inattentive or distracted driving, and following too closely were the common contributing factors for collision reported in this segment.

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

5 Total Accidents 4 Fatalities Injuries 3 PDO 2 NR 1

0 678I X5M1 2002 - Off Ramp

Figure 14: Total Accidents Reported at Reference Marker 678IX5MI2002 - Off-Ramp

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Segment RM678IX5M12004 – On-Ramp This segment includes an entrance ramp from North Conduit Avenue, just north of the Belt Parkway to Van Wyck Expressway (SB). This ramp is also the main entrance ramp for traffic from the Westbound Nassau Expressway, which merges with North Conduit traffic heading to JFK International Airport.

Figure 15: Collision Diagram of Segment RM678IX5M12004 – On-Ramp A total of 10 accidents were reported within this segment during the three-year study period. None of the 10 accidents involved fatalities; 90% involved injuries, and 10% reported property damage only collisions. The most common types of accident were overtaking and collision with other, each type accounting for approximately 30% of the total accidents. The average calculated accident rate per MVM is 1.2, higher than the statewide average of 1.1. Passing or improper lane usage, inattentive or distracted driving, and following too closely were the common contributing factors for collision reported in this segment.

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

The high volume of vehicles merging into the entrance ramp and the substandard length of the acceleration lane are considered contributing factors to the large number of rear-end or overtaking collisions at this location.

8 Total Accidents Fatalities 6 Injuries PDO 4 NR

0 678I X5M1 2004 - INT Figure 16: Total Accidents Reported at Reference Marker 678IX5MI2004

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Segment RM 678IX5M12015 This segment of Van Wyck Expressway is near 111th Avenue in the south section of the project.

Figure 17: Collision Diagram at Reference Marker 678IX5M12015 A total of 14 accidents was reported within this segment during the three-year study period. None of the 14 accidents involved fatalities; 71% involved injuries, and 29% reported property damage only collisions. The most common type of accident was noted as an “other” type of collision, accounting for approximately 43% of the total accidents. The second most common type was overtaking, accounting for 21% of the total accidents. The average calculated accident rate per MVM is 1.84, higher than the statewide average of 1.1. Disregarding traffic control devices, unsafe lane change, inattentive or distracted driving, and following too closely were the common contributing factors for collision reported in this segment.

16 14 12 Total Accidents 10 Fatalities 8 Injuries 6 PDO 4 2 NR 0 678I X5M1 2015 Figure 18: Total Accidents Reported at Reference Marker 678IX5M12015 Accident Analysis Report 22 | P a g e

New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Segment RM 678IX5M12041 This section of the expressway lies in the Kew Gardens Interchange where southbound traffic from the Van Wyck Expressway thru lanes and Grand Central Parkway merge to continue as three lanes of traffic heading toward JFK Airport. The exit-only lane splits into two off-ramps – Exit 8 and Exit 7.

Figure 19: Collision Diagram of Segment RM 678IX5M12041 A total of 13 accidents were reported within this segment during the three-year study period. None of the 13 accidents involved fatalities; 69% involved injuries, and 31% reported property damage only collisions. The most common type of accident was rear-end or overtaking, accounting for approximately 54% of the total accidents. The average calculated accident rate per MVM is 2.12, more than two times higher than the statewide average of 1.1. Unsafe lane change, following too closely, and defective pavement were reported as the common contributing factors for collision in this segment. As the through lane becomes an exit-only lane, it increases the weaving maneuvers of vehicles utilizing the same lane to enter and exit, which may have contributed to the high number of accidents in this section. Accident Analysis Report 23 | P a g e

New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

10 Total Accidents 8 Fatalities Injuries 6 PDO 4 NR

0 678I X5M1 2041

Figure 20: Total Accidents Reported at Reference Marker 678IX5MI2041

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

4. Van Wyck Expressway Service Road Accident Analysis 4.1 Summary The Van Wyck Service Roads run parallel to Van Wyck Expressway (I-678) in the north/south directions, connecting the expressway with entrance and exit ramps. Each service road consists of three lanes of traffic with a posted speed limit of 25 mph. The Van Wyck Service Road is classified as Minor Arterial, 3-Lanes, No Access Control facility.

The total number of accidents and accident data at each intersection were analyzed throughout the length of the Van Wyck Expressway Service Roads from N. Conduit Ave. to Queens Boulevard. The collected data is graphically presented in Appendix A in a bar chart format (Figures 76 and 78) indicating the number of accidents involving fatalities, injuries, property damage only and non-reportable information. A total of 628 accidents were reported along the northbound service road within the project limits during the three-year study period (from January 1, 2014 through December 31, 2016), and a total of 196 accidents were reported along the southbound service road within the project limits during the same period. Of the 628 accidents in the northbound corridor, 551 accidents were reported as intersection collisions. Similarly, the 196 accidents in the southbound corridor included 170 accidents classified as intersection collisions. Of the 551 accidents on the northbound service road intersections, 1 accidents involved fatalities, 394 involved injuries, 142 reported property damage only and 14 were non-reportable. Of the 170 accidents on the southbound corridor intersections, none involved fatalities, while 121 involved injuries, 44 reported property damage only, and 5 were non-reportable collisions. Approximately 66% of all northbound accidents occurred during clear or cloudy weather with dry road surface conditions and 49% occurred under daylight conditions. Similarly, 67% of all southbound accidents occurred during clear or cloudy weather with dry road surface conditions, and 46% occurred under daylight conditions.

The most common type of accident in the northbound intersections involved another vehicle, with 45% of those accidents consisting of rear-end or overtaking collisions. Since the cause of 118 out of the 551 reported accidents within this segment was marked “unknown/not entered,” it was assumed that they would most likely fall under the most common type, which will lead to the rear- end or overtaking types being substantially higher than 45% of the total. The remainder of the accidents involved collision with other objects such as medians, guiderails, sign-posts, and pedestrians. Similarly, for the southbound intersections the most common type of accident involved collision with another vehicle with 37% of those accidents consisting of rear-end or overtaking collisions. The remainder of the accidents involved collision with other objects and right-angle collisions. The cause of 32 out of the 170 accidents on the southbound service road was reported “unknown/not entered.” It is therefore assumed that they would most likely fall under the most common type, which will lead to rear-end or overtaking types being substantially higher than 37% of the total.

The accident rate per million entering vehicles (accidents/MEV or acc/MEV) for the service road intersections were calculated at each crossing and compared to the statewide accident rates in order

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport to determine the safety level when compared to similar locations statewide. Figure 16 below shows the location of major crossings/intersections along the service roads.

The average accident rates for the Van Wyck Expressway Service Roads were based on the accident data collected by the state between November 1, 2013 and October 31, 2015, and was determined to be 0.5 acc/MEV for four-legged signalized intersections, and 0.17 acc/MEV for three-legged, stop-controlled intersections (for locations discussed under Sections 4.2 and 4.3). The statewide average accident rate for on-ramp and off-ramp segments merging into two lanes was determined to be 0.04 acc/MEV, while the statewide average rate for a three-legged uncontrolled intersection is 0.05 (for locations discussed under Sections 4.4 and 4.5). Comparison between the actual rates calculated for this study period (from January 1, 2014 through December 31, 2016) to the state average are illustrated graphically on bar charts in Appendix A (Figure 77 and Figure 79).

Conditions of clustering of accidents combined with actual accident rates significantly higher than the state average were then identified at 10 crossings along the service roads (8 Intersections on the southbound and 2 intersections on the northbound). These locations are discussed individually in Sections 4.2 and 4.3, and summarized in the “High Accident Rate Sections Summary Table” in Appendix A (Table 4 and Table 5). Locations with accidents related to on- and off-ramps between the main line and service roads (merging into or diverging from service road traffic) are discussed in Sections 4.4 and 4.5.

When the total number of accidents during the three-year study period (from January 1, 2014 through December 31, 2016) at all intersections, including the ten (10) above average locations were sorted out by each year of the study period, we found no increasing or decreasing patterns, the number of accidents at most of the intersections, including the high average locations discussed in Sections 4.2 and 4.3 are uniformly distributed. Refer to “By-Year” distribution included in Appendix C of this report.

The total number of accidents during the three-year study period (from January 1, 2014 through December 31, 2016) at all intersections, including the ten (10) above average locations were also sorted out based on the time of day when the accidents took place:

Evening Off-Peak (7PM – 6AM) AM-Peak (6 AM -10AM) Day Off-Peak (10AM-3PM) PM-Peak (3PM-7PM)

The result demonstrates that 30% to 60% of the accidents at most of the intersections, including the high average locations discussed in Sections 4.2 and 4.3 took place during the Evening Off- Peak period, indicating that high speed is the probable cause. Refer to “By-Time of day” distribution included in Appendix D of this report.

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Figure 21: Major Intersections Locations on Van Wyck Expressway Service Roads (Note: All intersections are not shown on the map for clarity)

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

4.2 Van Wyck Expressway Northbound Service Road Intersections with Accident Rates Higher Than Statewide Average

Figure 22: Intersections with Accident Rates Higher than the Statewide Average on NB SR

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Van Wyck Expressway Service Road (NB) and 133rd Ave This signalized intersection lies on the east side of the 133rd Avenue bridge over Van Wyck Expressway (I-678) in the residential neighborhood of South Jamaica. The service road becomes a three-lane roadway north of this intersection.

Figure 23: Collision Diagram of Van Wyck Expressway Service Road (NB) and 133rd Ave. Intersection A total of 20 accidents were reported within this intersection during the three-year study period (January 1, 2014 through December 31, 2016). Of the 20 accidents, no accident involved fatalities; 75% involved injuries, and 25% reported property damage only collisions. The most common type of accident was rear-end or overtaking, accounting for 35% of the total. The second most common accident was collision with other objects accounting for 25% of the 20 total accidents. Since the cause of 5 out of the reported 20 accidents was indicated as “unknown,” they were assumed to fall under the most common type, making the rear-end or overtaking percentage higher than 35%.

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

The average calculated accident rate per MEV is 1.30 which is significantly higher than the statewide average of 0.5. Distracted or inattentive driving, unsafe lane change, failure to yield right of way were reported as the most common contributing factors for collisions at this intersection. Also, the observed lack of proper lane striping on the approach roads to the intersection may be an additional factor to the high number of overtaking accidents.

Total Accidents 15 Fatalities Injuries 10 PDO NR 5

0 VAN WYCK EXPY & 133RD AVE

Figure 24: Total Accidents Reported at Van Wyck Expressway SR (NB) and 133rd Ave. Intersection

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Van Wyck Expressway Service Road (NB) and Foch Blvd This signalized intersection lies on the East side of the Foch Blvd Bridge over Van Wyck Expressway (I-678) in the residential area of Jamaica, New York. The intersection with Foch Blvd is a four-legged signalized intersection. A one-way stop controlled intersection at Foch Blvd and 139th Street is located at approximately 92 feet from this intersection.

Figure 25: Collision Diagram at Van Wyck Expressway SR (NB) and Foch Blvd. Intersection A total of 16 accidents were reported at this intersection during the three-year study period. Of the 16 accidents, no accident involved fatalities; 75% involved injuries, and 25% reported property damage only collisions. The most common type of accidents were right-angle collision, and rear- end or overtaking collisions, each accounting for 31% of the 16 total accidents. The average calculated accident rate per MEV is 0.84, higher than the statewide average rate of 0.5. Unsafe speed, improper turning, failure to yield right of way, and inattentive driving were reported as the most common contributing factors for collisions at this intersection. A total of 12 accidents were reported at the intersection of Foch Blvd and 139th Street. All reported accidents at this location

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport involved injuries. The details of the types of accidents at this double intersection are shown in Figure 25.

12 Total Accidents

10 Fatalities

8 Injuries PDO 6 NR 4

0 VAN WYCK EXPY & FOCH BLVD Figure 26: Total Accidents Reported at Van Wyck Expressway Service Road (NB) and Foch Blvd. Intersection

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Van Wyck Expressway Service Road (NB) and Linden Blvd This signalized intersection lies on the east side of Linden Blvd Bridge over Van Wyck Expressway in the residential area of Jamaica Section. An off-ramp from the main line Van Wyck Expressway northbound (Exit 3) is located approximately 200 feet south of the center of the intersection, with an approximate 185 feet taper (measured from the gore) for vehicles merging into the service road traffic. Another on-ramp for vehicles from the service road onto the northbound main line is located approximately 350 feet north of the centerline of the intersection, with an approximate 170 feet taper (measured from the gore) and a yield sign posted for diverting traffic from the service road toward the northbound main line.

Figure 27: Collision Diagram of Van Wyck Expressway SR (NB) and Linden Blvd. Intersection A total of 64 accidents were reported in this intersection during the three-year study period. Of the 64 accidents, no accident involved fatalities; 79% involved injuries, 19% reported property damage only, and 2% were non-reportable collisions. The most common type of accident was rear- end or overtaking, accounting for 53% of the total accidents. Since the cause of 10 out of the reported 64 accidents was indicated as “unknown,” they were assumed to fall under the most common type, making the rear-end or overtaking percentage higher than 53%. The average Accident Analysis Report 33 | P a g e

New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport calculated accident rate per MEV is 2.85, which is significantly higher than the statewide average. Improper turning, unsafe speed, unsafe lane change, failure to yield right of way, and following too closely were the most common contributing factors reported within this segment.

40 Total Accidents Fatalities Injuries 30 PDO NR 20

0 VAN WYCK EXPY & LINDEN BLVD

Figure 28: Total Accidents Reported at Van Wyck Expressway SR (NB) and Linden Blvd. Intersection

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Van Wyck Expressway Service Road (NB) and 109th Ave This intersection is located on the East side of the 109th Ave. Bridge over Van Wyck Expressway in the residential neighborhood of Jamaica.

Figure 29: Collision Diagram of Van Wyck Expressway Service Road (NB) and 109th Ave. A total of 20 accidents were reported within this intersection during the three-year study period. Of the 20 accidents, no accident involved fatalities; 80% involved injuries, 15% reported property damage only, and 5% were non-reportable collisions. The most common type of accident was rear- end or overtaking, accounting for 30% of the total accidents. The second most common type of accident reported was right-angle collision, accounting for 25% of the total. Since the cause of 4 out of the reported 20 accidents was indicated as “unknown/not entered,” they were assumed to fall under the most common type, raising the possibility that the rear-end or overtaking percentage is higher than 30%.

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

The average calculated accident rate per MEV is 1.17, which is considerably higher than the statewide average rate of 0.5. Unsafe speed and lane change, failure to yield right of way, obstructed view, and improper turning were reported as the most common contributing factors in this intersection. In addition, on-street parking permitted on both sides of 109th Avenue may be obstructing vision of drivers making right turns resulting in increased risk of accidents at this location.

Total Accidents 15 Fatalities

Injuries 10 PDO

0 VAN WYCK EXPY & 109TH AVE

Figure 30: Total Accidents Reported at Van Wyck Expressway SR (NB) and 109th Ave. Intersection

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Van Wyck Expressway Service Road (NB) and Liberty Ave This intersection is located on the east side of the Liberty Avenue bridge over Van Wyck Expressway. The intersection is a signalized four-legged intersection. An on-ramp for vehicles from the service road onto the northbound main line is located north of the intersection, with an approximate 100 feet taper (measured from the gore) for diverting traffic from the service road toward the northbound main line. Approximately 235 feet south of this intersection, 142nd Street and 104th Avenue merge onto the service road as shown in the collision diagram below. Traffic from the service road is currently allowed to turn onto 142nd Street via a sharp right turn controlled by stop sign. In addition, the off-ramp traffic coming from Exit 4 merges into the service road traffic approximately 260 feet south of the stop controlled sharp right turn to 142nd Street. A significant number of accidents were reported within this section are attributed to the close proximity of the Liberty Avenue Intersection to the ramp with substandard taper length (approximately 120 feet measured from gore) and access points to 142nd Street and 104th Ave. A total of 74 accidents were reported within this intersection during the three-year study period. Of the 74 accidents, no accident involved fatalities; 73% involved injuries, 23% reported property damage only, and 4% were non-reportable collisions. The most common type of accident was rear- end or overtaking, accounting approximately 49% of the total. Since the cause of 16 out of the reported 74 accidents was indicated as “unknown,” they were assumed to fall under the most common type, raising the possibility that the rear-end or overtaking percentage is higher than 49%.

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Figure 31: Collision Diagram of Van Wyck Expressway SR (NB) and Liberty Ave.

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

The average calculated accident rate per MEV is 4.06, which is considerably higher than the statewide average of 0.5. Unsafe speed and lane change, failure to yield right of way, following too closely, and inattentive driving were reported as the most common contributing factors in this intersection.

50 Total Accidents Fatalities 40 Injuries

30 PDO NR 20

0 VAN WYCK EXPY & LIBERTY AVE

Figure 32: Total Accidents Reported at Van Wyck Expressway SR (NB) and Liberty Ave. Intersection

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Van Wyck Expressway Service Road (NB) and 101st Ave This intersection is located on the East side of the 101st Ave. Bridge over Van Wyck Expressway within the diverse commercial/residential neighborhood of Jamaica. The intersection is a signalized four-legged intersection.

Figure 33: Collision Diagram of Van Wyck Expressway SR (NB) and 101st Ave. A total of 21 accidents were reported in this intersection during the three-year study period. Of the 21 accidents, 5% involved fatalities, 76% involved injuries, 14% reported property damage only, and 5% were non-reportable collisions. The most common type of accident reported is “other” classified under collision with another motor vehicle category accounting for 24% of the total. The second most common type of accident was right-angle collision accounting for 14% of the total. Since the cause of 8 out of the reported 21 accidents was indicated as “unknown/not entered,” they were assumed to fall under the most common type, raising the possibility that the percentage of “other and/or right angle” type accidents are higher. The average calculated accident rate per MEV is 1.15, which is considerably higher than the statewide average rate of 0.5. Unsafe speed, unsafe lane change, failure to yield right of way,

Accident Analysis Report 40 | P a g e

New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport following too closely, and disregarding of traffic control devices were reported as the most common contributing factors in this intersection. The type of the single accident that involved fatality was reported as “collision with pedestrian,” indicating pedestrians’ error or confusion being the contributing factor.

Total Accidents 15 Fatalities Injuries 10 PDO NR 5

0 VAN WYCK EXPY & 101ST AVE Figure 34: Total Accidents Reported at Van Wyck Expressway SR (NB) and 101st Ave. Intersection

Accident Analysis Report 41 | P a g e

New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Van Wyck Expressway Service Road (NB) and Jamaica Ave This signalized four-legged intersection is located in the east side of the Jamaica Ave. Bridge over Van Wyck Expressway in the commercial neighborhood of Jamaica section. This intersection experiences heavy traffic volume for most of the hours of the day due to close proximity to major traffic generators such as Jamaica Hospital Medical Center and Jamaica Train Stations. In addition, traffic from the main line Van Wyck Expressway exit and merge into this section of the service road approximately 190 feet south of the center of the intersection. The taper length for weaving movement at this exit is approximately 120 feet measured from the gore area.

Figure 35: Collision Diagram of Van Wyck Expressway SR (NB) and Jamaica Ave. A total of 67 accidents were reported at this intersection during the three-year study period. Of the 67 accidents, 70% involved injuries, and 30% reported property damage only collisions. The most common type of accident was rear-end or overtaking, accounting for approximately 39% of the 67 total accidents. Since the cause of 14 out of the reported 67 accidents was indicated as “unknown,” they were assumed to fall under the most common type, raising the possibility that the percentage of rear-end or overtaking type accidents are higher than 39%.

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

The average calculated accident rate per MEV is 2.98, which is significantly higher than the statewide average. Unsafe speed, unsafe lane change, failure to yield right of way, following too closely, and inattentive driving were reported as the most common contributing factors in this intersection.

50 Total Accidents Fatalities 40 Injuries 30 PDO NR 20

0 VAN WYCK EXPY & JAMAICA AVE Figure 36: Total Accidents Reported at Van Wyck Expressway SR (NB) and Jamaica Ave. Intersection

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Van Wyck Expressway Service Road (NB) and Hillside Ave This intersection is four-legged signalized intersection located in the east side of the Hillside Ave. Bridge over Van Wyck Expressway. 138th Street merges with the Van Wyck Expressway Northbound service Road approximately 80 feet south of the centerline of the intersection. Traffic merging into the service road from 138th Street is controlled by a yield sign. The junction of Van Wyck Expressway and 138th Street is not signalized.

Figure 37: Collision Diagram of Van Wyck Expressway SR (NB) and Hillside Ave. A total of 69 accidents were reported at this intersection during the three-year study period. Of the 69 accidents, 75% involved injuries, and 22% reported property damage only, and 3% were non-reportable collisions. The most common type of accident was rear-end or overtaking, accounting for 60% of the total. Since the cause of 7 out of the reported 69 accidents was indicated as “unknown,” they were assumed to fall under the most common type, raising the possibility that the percentage of “rear-end or overtaking” type accidents are higher than 60%.

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

The average calculated accident rate per MEV is 2.05, which is significantly higher than the statewide average. The weaving length for both traffic approaching the intersection from the service road and 138th Street is short, approximately 80 feet. This could be one of the major factors contributing to the high accident rate.

Total Accidents 50 Fatalities 40 Injuries 30 PDO NR 20

0 VAN WYCK EXPY & HILLSIDE AVE Figure 38: Total Accidents Reported at Van Wyck Expressway SR (NB) and Hillside Ave. Intersection

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

4.3 Van Wyck Expressway Southbound Service Road Intersections with Accident Rates Higher Than Statewide Average

Figure 39: Intersection Locations with Accident Rates More than Two Times Higher than the Statewide Average on Southbound Service Road Accident Analysis Report 46 | P a g e

New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Van Wyck Expressway Service Road (SB) and Rockaway Blvd This intersection is located at the west side of Rockaway Boulevard Bridge over Van Wyck Expressway. The intersection is a four-legged signalized intersection located in the mixed commercial/residential neighborhood of Jamaica. An off-ramp for traffic exiting the main line and merging into the right side of the service road is located approximately 200 feet north of the centerline of the intersection, with a 130 feet taper length from the gore area.

Figure 40: Collision Diagram of Van Wyck Expressway SR (NB) and Rockaway Blvd. A total of 65 accidents were reported at this intersection during the three-year study period. Of the 65 accidents, 75% involved injuries, and 25% reported property damage only collisions. The most common type of accident was rear-end or overtaking, accounting approximately 42% of the 65 total accidents. Since the cause of 8 out of the reported 65 accidents was indicated as “unknown,” they were assumed to fall under the most common type, raising the possibility that the percentage of “rear-end or overtaking” type accidents is higher than 42%.

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

The average calculated accident rate per MEV is 2.56, which is significantly higher than the statewide average. Inattentive driving, unsafe lane change, disregarding traffic control devices, improper lane usage, and unsafe speed were reported as the most common contributing factors for collisions in this intersection.

Total Accidents 40 Fatality Injury 30 PDO Non Reportable 20

0 VAN WYCK EXPY AND ROCKAWAY BLVD

Figure 41: Total Accidents Reported at Van Wyck Expressway SR (NB) and Rockaway Blvd. Intersection

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Van Wyck Expressway Service Road (SB) and Atlantic Ave This intersection is located at the west side of Atlantic Ave. Bridge and lies in the commercial neighborhood of Jamaica, NY. The intersection is a four-legged signalized intersection and is one of the busiest intersections along the corridor. It experiences heavy traffic mostly during peak periods. Long Island Rail Road (LIRR) Parking lot and Jamaica Station are located at the northeast corner of Northbound SR and Atlantic Ave, approximately 150 feet from the intersection. Jamaica Hospital Medical Center is also located approximately 0.2 mile downstream of the intersection, and considered one of the main traffic generators resulting in heavy vehicular and pedestrian traffic at this intersection.

Figure 42: Collision Diagram of Van Wyck Expressway Service Road (SB) and Atlantic Ave. A total of 24 accidents were reported in this intersection during the three-year study period. Of the 24 accidents, 71% involved injuries, 21% reported property damage only, and 8% were non reportable collisions. The most common type of accident was rear-end or overtaking, accounting for 38% of the total.

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

The average calculated accident rate per MEV is 0.82, which is considerably higher than the statewide average. Failure to yield right of way, following too closely, inattentive driving, and unsafe speed were reported as the most common contributing factors for collisions in this intersection.

Total Accidents 15 Fatality Injury 10 PDO Non Reportable 5

0 VAN WYCK EXPY AND ATLANTIC AVE Figure 43: Total Accidents Reported at Van Wyck Expressway SR (SB) and Atlantic Ave. Intersection

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

4.4 Off-Ramp/On-Ramp Access Locations along the Northbound Service Road

Figure 44: Ramp Merge and Diverge Sections on Van Wyck Expressway SR (NB) Reported with Accidents

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Van Wyck Expressway Northbound SR and N Conduit Ave. Ramp This section includes an on-ramp to Van Wyck Expressway from N. Conduit Avenue, which splits into two separate roadways, one toward 135th Ave. and the other merging into Van Wyck Expressway (NB) Main Line.

Figure 45: Collision Diagram of Van Wyck Expressway SR (NB) and N. Conduit Ave. Ramp One (1) accident was reported at this intersection during the three-year study period. The accident was reported as injury collision with motor vehicle. The manner of collision was reported as “other.” The average calculated accident rate per MEV is 0.10, which is significantly higher than the statewide average for ramps merging into two moving lanes, i.e. 0.04, and is also higher than statewide average rate for three-legged uncontrolled intersection, i.e. 0.05. Inattentive driving was reported as the main factor contributing to the accident.

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

1.2

0.8 Total Accidents Fatality 0.6 Injury

0.4 PDO Non-Reported 0.2

0 N Conduit Ave Ramp and 138th St

Figure 46: Total Accidents Reported at Van Wyck Expressway SR (NB) and N. Conduit Ave. Ramp

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Van Wyck Expressway Northbound SR and On-Ramp (near Archer Ave) This section consists of an on-ramp to Van Wyck Expressway Main Line from the northbound service road. The ramp diverges from a service road between Archer Ave. and 91st Ave. The taper length is approximately 200 feet and lacks proper pavement marking towards the end of taper.

Figure 47: Collision Diagram of Van Wyck Expressway SR (NB) and On-Ramp (near Archer Ave.)

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Three (3) accidents were reported at this intersection during the three-year study period. The accidents were reported as property damage only collisions. The manner of collisions was noted as “other.” The average calculated accident rate per MEV is 0.30, which is significantly higher than the statewide average for a ramp merging into two moving lanes, i.e. 0.04, and is also higher than statewide average rate for a three-legged uncontrolled intersection, i.e. 0.05. The contributing factors for the accidents were not reported.

3.5

2.5 Total Accidents 2 Fatality Injury 1.5 PDO 1 Non-Reported

0.5

0 Van Wyck Expy SR NB and Ramp (Archer Ave) Figure 48: Total Accidents Reported at Van Wyck Expressway SR (NB) and On-Ramp (near Archer Ave.)

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Van Wyck Expressway Northbound SR and Off-Ramp Exit 6 This location includes traffic exiting from the Van Wyck Expressway Main Line and merging into the Northbound Service Road, approximately 190 feet south of Jamaica Ave. intersection. The taper length for weaving movement at this exit is approximately 120 feet, measured from the gore area.

Figure 49: Collision Diagram of Van Wyck Expressway SR (NB) and Off-Ramp Exit 6 Two (2) accidents were reported at this intersection during the three-year study period. One of the accidents was reported as an injury accident, while the other was reported as a property damage accident. The circumstances of the accidents were noted as overtaking and “other” collisions. The average calculated accident rate per MEV is 0.20, which is significantly higher than the statewide average for a ramp merging into two moving lanes, i.e. 0.04, and is also higher than statewide Accident Analysis Report 56 | P a g e

New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport average rate for a three-legged uncontrolled intersection, i.e. 0.05. Failure to yield right of way was reported the main contributing factor for the collisions.

2.5 Total Accidents

2 Fatality

Injury 1.5 PDO 1 Non-Reported 0.5

0 Van Wyck SR NB and Off Ramp Exit 6 (Jamaica Ave)

Figure 50: Total Accidents Reported at Van Wyck Expressway SR (NB) and Off-Ramp Exit 6

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Van Wyck Expressway Northbound SR and On-Ramp (near Liberty Ave) This section includes an on-ramp for vehicles from the service road onto the northbound main line and is located north of the Service Road and Liberty Ave. intersection. The taper length measured from the gore is approximately 100 feet for traffic diverting from the service road toward the northbound main line.

Figure 51: Collision Diagram of Van Wyck Expressway SR (NB) and On-Ramp (near Liberty Ave.)

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Four (4) accidents were reported at this location during the three-year study period. Three (3) out of these 4 accidents were reported as injury collisions, and 1 was reported as a property damage only collision. Rear-end type accidents accounted for 75% of the total. The average calculated accident rate per MEV is 0.40, which is significantly higher than the statewide average for a ramp merging into two moving lanes, i.e. 0.04, and is also higher than statewide average rate for three- legged uncontrolled intersection, i.e. 0.05. Following too closely was reported as a main contributing factor for the collisions.

4.5 Total Accidents 4 3.5 Fatality

3 Injury 2.5 PDO 2 1.5 Non-Reported 1 0.5 0 Van Wyck SR (NB) and On-Ramp (Liberty Ave)

Figure 52: Total Accidents Reported at Van Wyck Expressway SR (NB) and On-Ramp (near Liberty Ave.)

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Van Wyck Expressway Northbound SR and On-Ramp (near Hillside Ave) This section includes an on-ramp for vehicles from the service road onto the northbound main line and is located north of the service road and Hillside Ave. intersection. The taper length measured from the gore is approximately 300 feet for traffic diverting from the service road toward the northbound main line.

Figure 53: Collision Diagram of Van Wyck Expressway SR (NB) and On-Ramp (near Hillside Ave.)

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Three (3) accidents were reported at this location during the three-year study period. All 3 of the accidents were reported as injury collisions and rear-end type accidents. The average calculated accident rate per MEV is 030, which is higher than the statewide average for a ramp merging into two moving lanes, i.e. 0.04, and is also higher than statewide average rate for a three-legged uncontrolled intersection, i.e. 0.05. Following too closely and inattentive driving were reported as main contributing factors for the collisions.

3.5

3 Total Accidents

2.5 Fatality

2 Injury PDO 1.5 Non-Reported 1

0.5

0 Van Wyck SR (NB) and On-Ramp (Hillside Ave)

Figure 54: Total Accidents Reported at Van Wyck Expressway Northbound SR and On-Ramp (near Hillside Ave.)

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Van Wyck Expressway Northbound SR and Off-Ramp Exit 2 This section includes an off-ramp for vehicles exiting the northbound main line onto the service road and is located south of the Service Road and Rockaway Boulevard intersection.

Figure 55: Collision Diagram of Van Wyck Expressway Northbound SR and Off-Ramp Exit 2 Only 1 accident was reported in this section during the three-year study period. The accident was reported as injury collision, rear-end type. The average calculated accident rate per MEV is 0.10, which is higher than the statewide average for ramp merging into two moving lanes, i.e. 0.04, and is also higher than statewide average rate for three-legged uncontrolled intersection i.e. 0.05. The contributing factor for the accident was reported as unknown.

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

1.2

1 Total Accidents Fatality 0.8 Injury 0.6 PDO Non-Reported 0.4

0.2

0 VAN WYCK EXPY AND Off-Ramp Exit 2 (Rockaway Blvd) Figure 56: Total Accidents Reported at Van Wyck Expressway Northbound SR and Off-Ramp Exit 2

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Van Wyck Expressway Northbound SR and On-Ramp (near Rockaway Blvd) This section includes an on-ramp for vehicles entering from the service road into the northbound main line and is located north of the service road and Rockaway Boulevard intersection. The length of taper is approximately 290 feet as measured from the gore area.

Figure 57: Collision Diagram of Van Wyck Expressway Northbound SR and On-Ramp (near Rockaway Blvd.) Only 1 accident was reported at this location during the three-year study period. The accident was reported as property damage only, rear-end type of collision. The average calculated accident rate

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport per MEV is 0.1, which is higher than the statewide average for a ramp merging into two moving lanes, i.e. 0.06, and is also higher than statewide average rate for a three-legged uncontrolled intersection, i.e. 0.05. The contributing factor for the accident was reported as unknown.

1.2

1 Total Accidents

0.8 Fatality

Injury 0.6 PDO 0.4 Non-Reported

0.2

0 VAN WYCK EXPY AND On-Ramp (Rockaway Blvd)

Figure 58: Total Accidents Reported at Van Wyck Expressway Northbound SR and On-Ramp (near Rockaway Blvd.)

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

4.5 Off-Ramp/On-Ramp Access Locations along the Southbound Service Road

Figure 59: Ramp Merge and Diverge Sections on Van Wyck Expressway SR (SB) Reported with Accidents

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Van Wyck SR SB and Off-Ramp Exit 2 Traffic merging from Exit 2 off-ramp is located just north of the intersection of the Van Wyck Southbound Service Road and Rockaway Boulevard, approximately 200 feet north of the centerline of the intersection. The taper length for this merger is approximately 130 feet measured from the gore.

Figure 60: Collision Diagram of Van Wyck SR SB and Off-Ramp Exit 2 Three (3) accidents were reported at this location during the three-year study period. Of the 3 reported accidents, 2 involved injuries and were noted as “unknown” type collision, while 1 was reported as a property damage only collision and noted as rear-end type. The average calculated accident rate per MEV is 0.30, which is significantly higher than the statewide average for a ramp merging into two moving lanes, i.e. 0.04, and is also higher than Accident Analysis Report 67 | P a g e

New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport statewide average rate for a three-legged uncontrolled intersection, i.e. 0.05. The contributing factors for accidents were reported unknown.

3.5 Total Accidents 3

2.5 Fatality 2 Injury 1.5 1 PDO

0.5 Non-Reported 0 Van Wyck SR SB and Exit 2 Ramp

Figure 61: Total Accidents Reported at Van Wyck SR SB and Off-Ramp Exit 2

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Van Wyck SR SB and Off-Ramp Exit 3 (near Linden Blvd) Traffic merging from Exit 3 off-ramp is located just north of the intersection of the Van Wyck Southbound Service Road and Linden Boulevard, approximately 300 feet north of the centerline of the intersection. The taper length for this merger is approximately 260 feet measured from the gore.

Figure 62: Collision Diagram of Van Wyck SR SB and Exit 3 Only 1 accident was reported at this location during the three-year study period. The accident was reported as an injury collision and noted as an “other” type. The average calculated accident rate per MEV is 0.10, which is significantly higher than the statewide average for ramps merging into two moving lanes, i.e. 0.04, and is also higher than statewide average rate for three-legged uncontrolled intersection, i.e. 0.05. Following too closely was reported as the main contributing factor for the accident.

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

1.2 Total Accidents 1 Fatality 0.8

0.6 Injury

0.4 PDO

0.2 Non-Reported 0 Van Wyck SR and Exit 3 Ramp

Figure 63: Total Accidents Reported at Van Wyck SR SB and Exit 3

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Van Wyck SR SB and On-Ramp (near 105th Ave) This location is approximately 105 feet south of 105th Ave. and Van Wyck Service Road intersection. The length of taper on the service road is approximately 260 feet measured from the gore.

Figure 64: Collision Diagram of Van Wyck SR SB and On-Ramp (near 105th Ave.) Only 1 accident was reported at this section during the three-year study period. The accident was reported as an injury collision and noted as an “other” type. The average calculated accident rate per MEV is 0.10, which is significantly higher than the statewide average for ramps merging into two moving lanes, i.e. 0.04, and is also higher than statewide average rate for three-legged

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport uncontrolled intersection, i.e. 0.05. Unsafe speed was reported as the main contributing factor for the accident.

1.2 Total Accidents 1 Fatality 0.8

0.6 Injury

0.4 PDO

0.2 Non-Reported 0 Van Wyck SR SB AND On- Ramp (105th Ave)

Figure 65: Total Accidents Reported at Van Wyck SR SB and On-Ramp (near 105th Ave.)

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Van Wyck Southbound Service Road at Off-Ramp Exit 4 (near Liberty Ave) This location is approximately 100 feet, as measured from gore north of Liberty Ave. and Van Wyck Service Road intersection. The taper length for merging traffic ends at the intersection, approximately 100 feet away. The number of accidents at the intersection and near the access point may be attributed to the very short, substandard length of taper in close proximity to the intersection. Collisions reported at the intersection and near the ramp access point are shown in the collision diagram below.

Figure 66: Collision Diagram of Van Wyck SR SB and Exit 4 Accident Analysis Report 73 | P a g e

New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Two (2) accidents were reported near the ramp during the three-year study period. Both accidents involved injury collisions, and one was reported as rear-end collision type, while the other accident was reported as “unknown.” The average calculated accident rate per MEV is 0.20, which is higher than the statewide average for a ramp merging into two moving lanes, i.e. 0.04, and is also higher than statewide average rate for a three-legged uncontrolled intersection, i.e. 0.05. The contributing factors for accidents were reported unknown.

2.5 Total Accidents 2 Fatality 1.5 Injury 1 PDO 0.5 Non-Reported 0 Van Wyck SR and Exit 4 Ramp (Liberty Ave)

Figure 67: Total Accidents Reported at Van Wyck SR SB and Exit 4

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Van Wyck SR SB and On-Ramp (95th Ave) This location is just south of 95th Avenue and Van Wyck Service Road intersection. The taper length for the traffic diverging from the Service Road into the ramp is approximately 170 feet.

Figure 68: Collision Diagram of Van Wyck SR SB and On-Ramp (near 95th Ave.) One (1) accident was reported at this location during the three-year study period. The accident was reported as a property damage only, overtaking type collision. The average calculated accident rate per MEV is 0.10, which is significantly higher than the statewide average for ramps merging into two moving lanes, i.e. 0.04, and is also higher than statewide average rate for three-legged uncontrolled intersection, i.e. 0.05. The contributing factor for the accident was not reported.

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

1.2 Total Accidents 1 Fatality 0.8

0.6 Injury

0.4 PDO

0.2 Non-Reported 0 VAN WYCK EXPY AND On-Ramp (95th Ave)

Figure 69: Total Accidents Reported at Van Wyck SR SB and On-Ramp (near 95th Ave.)

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Van Wyck SR SB and Exit 6 Off-Ramp (Hillside Ave) This location is north of Hillside Ave. and the service road intersection. This on-ramp/off-ramp access consists of Exit 6 (off-ramp) from the main line to the service road and an entrance ramp from the service road to the main line. Both exit and entrance ramp traffic from the north end merge and run parallel to the main line and service road for approximately 960 feet, as measured from the north gore to the south gore. Then traffic diverges into the south end entrance and exit ramps to merge with the main line and service road traffic.

Figure 70: Collision Diagram at Van Wyck SR SB and Exit 6 Accident Analysis Report 77 | P a g e

New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Two (2) accidents were reported at this location during the three-year study period. One (1) of the 2 accidents involved an injury, and the other involved a property damage only collision. Both the accidents were noted to be the overtaking collision type. The average calculated accident rate per MEV is 0.20, which is higher than the statewide average for a ramp merging into two moving lanes, i.e. 0.04, and is also higher than statewide average rate for a three-legged uncontrolled intersection, i.e. 0.05. Unsafe lane change and unsafe speed were reported as the main contributing factors for collisions in this section.

2.5 Total Accidents 2 Fatality 1.5 Injury 1 PDO 0.5 Non-Reported 0 Van Wyck SR SB and Exit 6 Ramp

Figure 71: Total Accidents reported at Van Wyck SR SB and Exit 6

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

5. Areas Identified in the NYSDOT Statewide Priority Investigation List and Safety Deficient Location List 5.1 Summary The NYSDOT Priority Investigation List (PIL) and Safety Deficient Location List (SDL) (Appendix E) highlights the following reference markers as shown in Figure 72: 678IX5M11000 through 678IX5M11005 along the VWE -Northbound 678IX5M12001 through 678IX5M12004 along the VWE -Southbound 678IX5M12020 through 678IX5M12023 along the VWE -Southbound 678IX5M12028 through 678IX5M12030 along the VWE -Southbound Since the SDL study was performed for various two-year periods (refer to comparison table, Table 1 in Section 1 of this report), we considered the average number of accidents per year in the SDL study as it compares to the average of the three-year analysis in our study in order to draw any pattern over a longer period of time. We found that at some locations the average number of accidents remained consistent, while it decreased at others. The accident rates at some locations remained above the statewide average, but the accident rates were lower than the statewide average at others. This difference is due to the different time periods of the data. No major capital improvements were made in these areas between the SDL study and this study. Detailed discussion of this part of the analysis follows.

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Figure 72: Key Map of SDL Areas

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5.2 Van Wyck Expressway Northbound Segments Included in SDL List Segment from RM 678I X5M11001 through RM 678IX5M11005 This segment of northbound Van Wyck Expressway spans from 0.2 mile past Exit 1A to the 133rd Avenue underpass and lies within the Van Wyck Expressway-Nassau Expressway-Belt Parkway Interchange. This segment includes traffic from JFK International Airport and also includes traffic merging from Nassau Expressway through an entrance ramp. The entrance merges with Van Wyck Expressway near Reference Marker 678I X5M1 1002 and includes a taper length of approximately 310 feet from the gore area. An exit ramp from Van Wyck Expressway to Belt Parkway and Rockaway Boulevard is located at Reference Marker 678I X5M1 1003. It is a single lane ramp which splits into Exit 2 and Exit 1B for Rockaway Boulevard and Belt Parkway, respectively. This ramp acts as a gateway for traffic going to Beltway Parkway from JFK International airport. The NYSDOT SDL list highlights the area between 678I X5M1 1000 and 678I X5M1 1005 throughout three different two-year periods between August 2012 and December 2016 with an average of 14 accidents per year. The NYSDOT SDL list time period partially overlaps with the period during which data was recorded for this study (from January 1, 2014 through December 31, 2016). A total of 46 accidents were reported within this segment during the three-year study period, which is an average of 15 accidents per year. None of the 46 accidents involved fatalities; 72% involved injuries, 26% reported property damage only, and 2% were non-reportable collisions. The most common type of accident within this section was other, accounting for approximately 30% of the 46 total accidents. The next most common types of accident were overtaking and rear end, accounting for 26% and 24% of the total accidents respectively. Since 9 total accidents were reported as “unknown,” it was assumed that they would most likely fall under the next most common types, which will lead to the rear-end or overtaking types accounting for 70% of the total collectively.

50 45 40 35 30 25 20 15 10 5 0 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 Section Totals 1001 1002 1003 1003 INT 1004 1005 Total Accidents Fatalities Injuries PDO NR Figure 73: Total Accidents Reported between Reference Marker 678IX5MI1001 and 678IX5MI1005

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Figure 74: Collision Diagram of Van Wyck Expressway SR (NB) from RM 678I X5M11001 through RM 678IX5M11005 (part 1 of 2)

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Figure 74: Collision Diagram of Van Wyck Expressway SR (NB) from RM 678I X5M11001 through RM 678IX5M11005 (part 2 of 2) The average calculated accident rate per MVM is 1.60, which is considerably higher than the statewide average of 1.1. Following too closely, driver inattention, and slippery pavement were reported as the three most common contributing factors for collisions within this section. In addition, the presence of entrance and exit ramps in close proximity results in heavy-weaving maneuvers on a short (substandard) acceleration/deceleration lane, contributing to the high number of collisions within this segment. Also, the high volume of traffic merging into Van Wyck Expressway from Nassau Expressway and diverging from Van Wyck Expressway towards Exit 2 or 1B is a considerable factor to the large number of rear-end and overtaking collision types.

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

5.3 Van Wyck Expressway Southbound Segments Included in SDL List Segment from RM 678I X5M12001 through RM 678I X5M12004 This segment of southbound Van Wyck Expressway spans from 0.1 miles past the 133rd Avenue underpass to approximately 350’ north of the 150th Avenue off-ramp and lies within the Van Wyck Expressway-Nassau Expressway-Belt Parkway Interchange. This segment includes traffic toward JFK International Airport and also includes traffic merging from Nassau Expressway and Rockaway Boulevard from entrance ramp 1W. According to the NYSDOT SDL list, a total of 22 accidents were reported at this location over a two-year period from August 1, 2012 to July 31, 2014, which is an average of 11 accidents per year. According to the data reported within this segment during the three-year study period from January 1, 2014 through December 31, 2016, 35 accidents occurred at this location, which is an average of 11.67 accidents per year. None of the 35 accidents involved fatalities; 66% involved injuries, 34% reported property damage only, and none were non-reportable collisions.

40 35 30 25 20 15 10 5 0 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 SECTION 2000 2002 2002 - Off 2003 2004 2004 - INT TOTALS Ramp

Total Accidents Fatalities Injuries PDO NR

Figure 75: Total Accidents Reported between Reference Marker 678IX5MI2000 and 678IX5MI2004 The most common type of accident within this section was other, accounting for approximately 29% of the 35 total accidents. The next most common types of accident were rear end and overtaking, accounting for 26% and 23% of the total accidents respectively. Since 6 total accidents were reported as “unknown,” it was assumed that they would most likely fall under the most common type; however, the top three most common types are not significantly different from each other in this section. Therefore, the 6 “unknown” accident types can be divided evenly between the three most common types, which leads to other, rear end, and overtaking accounting for 34%, 31%, and 29% of total accidents respectively.

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Figure 76: Collision Diagram of Van Wyck Expressway SR (SB) from RM 678I X5M12000 through RM 678IX5M12004 (part 1 of 2)

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Figure 76: Collision Diagram of Van Wyck Expressway SR (SB) from RM 678I X5M12000 through RM 678IX5M12004 (part 2 of 2) The average calculated accident rate per MVM is 1.49, which is considerably higher than the statewide average of 1.1. Driver inattention and following too closely were the most commonly reported contributing factors for collisions within this section. In addition, the presence of entrance and exit ramps in close proximity results in heavy-weaving maneuvers on a short (substandard) acceleration/deceleration lane, contributing to the high number of collisions within this segment. Also, the high volume of traffic merging onto Van Wyck Expressway from Nassau Expressway and diverging from Van Wyck Expressway towards the airport is a considerable factor to the large number of rear-end and overtaking collision types.

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Segment from RM 678I X5M12020 through RM 678I X5M12023 This segment of southbound Van Wyck Expressway spans from where Exit Ramp 4 departs the main line to approximately 400 feet before the Liberty Avenue on-ramp meets the main line of the expressway. According to the NYSDOT SDL list, a total of 25 accidents were reported at this location over a two-year period from August 1, 2012 to July 31, 2014, which is an average of 12.5 accidents per year. A total of 9 accidents were reported within this segment during the three-year study period January 1, 2014 through December 31, 2016, which is equivalent to 3 accidents per year, significantly lower than the NYSDOT SDL accident total. All nine accidents were injury accidents.

10 9 8 7 6 5 4 3 2 1 0 678I X5M1 2020 678I X5M1 2021 678I X5M1 2022 678I X5M1 2023 Section Totals

Total Accidents Fatalities Injuries PDO NR

Figure 77: Total Accidents Reported between Reference Marker 678IX5MI2020 and 678IX5MI2023 The most common type of accident within this section was other, accounting for approximately 44% of the 9 total accidents. The next most common types of accident were rear end and overtaking, accounting for 33% and 22% of the total accidents respectively. None of the accident types were reported as “unknown.” The average calculated accident rate per MVM is 0.30, which is considerably lower than the statewide average of 1.1. Following too closely was the most commonly reported contributing factor for collisions within this section.

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Figure 78: Collision Diagram of Van Wyck Expressway SR (SB) from RM 678I X5M12020 through RM 678IX5M12023 Accident Analysis Report 88 | P a g e

New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Segment from RM 678I X5M12028 through RM 678I X5M12030 This segment spans from 400 feet past the Hillside Avenue underpass to Exit 5. This segment includes traffic toward Jamaica Hospital. A lane drop occurs at Exit 5, reducing the lanes in this section from four to three. According to the NYSDOT SDL list, a total of 18 accidents were reported at this location over a two-year period from August 1, 2012 to July 31, 2014, which is an average of 9 accidents per year. A total of 10 accidents were reported within this segment during the three-year study period January 1, 2014 through December 31, 2016, which is equivalent to 3 accidents per year, significantly lower than the NYSDOT SDL accident total. None of the 10 accidents involved fatalities; 50% involved injuries, 40% reported property damage only, and 10% were non- reportable collisions.

0 678I X5M1 2028 678I X5M1 2029 678I X5M1 2030 Section Totals

Total Accidents Fatalities Injuries PDO NR

Figure 79: Total Accidents Reported between Reference Marker 678IX5MI2028 and 678IX5MI2030 The most common type of accident within this section was rear end, accounting for 50% of the 10 total accidents. The next most common types of accident was overtaking, accounting for 30% of the reported accidents. The remaining 20% of accidents were reported as other or unknown.

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Figure 80: Collision Diagram of Van Wyck Expressway SR (SB) from RM 678I X5M12028 through RM 678IX5M12030 The average calculated accident rate per MVM is 0.46, which is considerably lower than the statewide average of 1.1. Following too closely and unsafe speed were the most commonly reported contributing factors for collisions within this section.

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6. Areas with Accidents Likely Due to Ramp Geometry 6.1 Summary Evaluation of ramps revealed locations with non-standard design elements. All locations identified as having accidents potentially due to ramp geometry are discussed in the following sections. Note that this geometric analysis is not all-encompassing. In addition to the locations discussed in this report, there may be other locations within the project area with non-standard design elements. Several of the following locations overlap with other criteria used in this report and are discussed in further detail in previous sections. 6.2 Van Wyck Expressway Northbound Segments with Accidents Likely Due to Ramp Geometry Segment RM 678I X5M1002 This segment lies in the Van Wyck Expressway-Nassau Expressway-Belt Parkway Interchange. This segment includes traffic from JFK International Airport and also includes traffic merging from Nassau Expressway through an entrance ramp. The entrance merges with Van Wyck Expressway near the Reference Marker 678I X5M1 1002 and includes a taper length of approximately 310 feet from the gore area. There is also an exit ramp (Exit 2 and Exit 1B) located approximately 400 feet downstream of this segment. This segment was found to have an accident rate of 4.15 accidents per MVM, which is significantly higher than the statewide average of 1.1 for similar roadways. The presence of entrance and exit ramps in close proximity results in heavy- weaving maneuvers on a short (substandard) acceleration/deceleration lane, contributing to the high number of collisions within this segment. Reference Section 3.2 and Section 5 of this report for further discussion of accidents at this location. Segment RM 678I X5M11003INT (Exit 2 & Exit 1B) This segment includes an exit ramp from Van Wyck Expressway to Belt Parkway and Rockaway Boulevard. It is a single lane ramp which splits into Exit 2 and Exit 1B for Rockaway Boulevard and Belt Parkway, respectively. This ramp acts as a gateway for traffic going to Beltway Parkway from JFK International airport. An entrance ramp with traffic coming from Nassau Expressway is located approximately 0.1 miles ahead of this ramp. This segment was found to have an accident rate of 4.00 accidents per MVM, which is significantly higher than the statewide average of 1.1 for similar roadways. The high volume of traffic merging into Van Wyck Expressway from Nassau Expressway and diverging from Van Wyck Expressway towards Exit 2 or 1B is a considerable factor to the large number of rear-end and overtaking collision types reported at this location. Reference Section 3.2 and Section 5 of this report for further discussion of accidents at this location.

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Segment RM 678IX5M11032 and RM 678IX5M11032INT This segment lies on northbound Van Wyck Expressway and includes traffic merging onto the main line from the service road at the Hillside Avenue entrance ramp. Immediately downstream of this segment is Exit 8 leading toward Main Street / Union Turnpike. The length of the auxiliary lane between the entrance ramp and exit ramp is approximately 780 feet. The ramp length is approximately 320 feet. The taper length as measured from the gore area is approximately 160 feet. The short auxiliary lane length and heavy merge movements from the entrance and exit ramps may contribute significantly to accidents at this location. A total of two (2) accidents were reported within this segment during the three-year study period January 1, 2014 through December 31, 2016. None of the 2 accidents involved fatalities; 100% involved injuries, none reported property damage only, and none were non-reportable collisions. The most common type of accident within this section was rear end, accounting for 100% of the 2 total accidents. The average calculated accident rate per MVM is 0.12, which is considerably lower than the statewide average of 1.1. Following too closely, driver inattention, and slippery pavement were the most commonly reported contributing factors for collisions within this segment. The short auxiliary lane length and heavy merge movements from the entrance and exit ramps may contribute significantly to accidents at this location.

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Figure 81: Collision Diagram at RM 678IX5M11032 and RM 678IX5M11032INT 6.3 Van Wyck Expressway Southbound Segments with Accidents Likely Due to Ramp Geometry Segment RM 678IX5M12002 through RM 678IX5M12004 This segment of southbound Van Wyck Expressway spans from Entrance Ramp 1W to Exit 1 and lies within the Van Wyck Expressway-Nassau Expressway-Belt Parkway Interchange. This segment includes traffic toward JFK International Airport and also includes traffic merging from Nassau Expressway and Rockaway Boulevard from entrance ramp 1W. This area largely overlaps with areas highlighted in Section 3.3 and Section 5 of this report. For further discussion, see those detailed sections of this report.

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6.4 Van Wyck Expressway Northbound Service Road Intersections with Accidents Likely Due to Ramp Geometry Van Wyck Expressway Service Road (NB) and 135th Ave This partially yield-controlled intersection lies at the beginning of the northbound Van Wyck Service Road in Jamaica with residential to the north of 135th Avenue and hotels to the south of 135th Avenue. A ramp from North Conduit Avenue joins with Van Wyck Expressway Service Road at the intersection. A total of 6 accidents were reported within this intersection during the three-year study period (January 1, 2014 through December 31, 2016). Of the 6 accidents, none involved fatalities; 33% involved injuries, and 67% reported property damage only collisions. The most common type of accident was unknown, accounting for 50% of the total. The second most common accident was collision with other objects accounting for 33% of the 6 total accidents. The third most common type was overtaking, accounting for 17% of the total accidents. Since the cause of 3 out of the reported 6 accidents was indicated as “unknown,” they were assumed to fall under the next most common type, making collision with other accounting for 83% of the total accidents.

Figure 82: Collision Diagram at Van Wyck Service Road (NB) and 135th Avenue Accident Analysis Report 94 | P a g e

New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

The average calculated accident rate per MEV is 0.50 which is significantly higher than the statewide average of 0.17. Unsafe lane change, passing too closely, following too closely, pavement slippery, alcohol involvement, and unsafe speed were reported as the most common contributing factors for collisions at this intersection. The triangle island in the intersection may be contributing to the high number of collisions with fixed objects. Also, the observed lack of proper lane striping on the approach roads and the angle of the road compared to sight distance for vehicles turning to/from 135th Avenue may be an additional factor to the high number of accidents.

0 VAN WYCK EXPY & 135TH AV

Total Accidents Fatalities Injuries PDO NR

Figure 83: Total Accidents Reported Van Wyck Expressway Service Road and 135th Avenue Intersection Van Wyck Expressway Service Road (NB) and Linden Blvd This signalized intersection lies on the east side of Linden Blvd Bridge over Van Wyck Expressway in the residential area of Jamaica Section. An off-ramp from the main line Van Wyck Expressway northbound (Exit 3) is located approximately 200 feet south of the center of the intersection, with an approximate 185 feet taper (measured from the gore) for vehicles merging into the service road traffic. Another on-ramp for vehicles from the service road onto the northbound main line is located approximately 350 feet north of the centerline of the intersection, with an approximate 170 feet taper (measured from the gore) and a yield sign posted for diverting traffic from the service road toward the northbound main line. See Section 4.2 of this report for more detailed discussion of the accidents at this intersection. Van Wyck Expressway Service Road (NB) and 104th Ave / 142nd St and Liberty Ave This intersection is discussed in further detail in Section 4.2 of this report. Van Wyck Expressway Service Road (NB) and Liberty Ave Similar to the Van Wyck Expressway Service Road (NB) and 104th Avenue / 142nd Street intersection, this intersection is discussed in further detail in Section 4.2 of this report.

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Van Wyck Expressway Service Road (NB) and 95th Ave This is a partially stop-controlled intersection. An off-ramp (Exit 5) from the northbound main line Van Wyck Expressway merges with the service road approximately 50 feet north of the center of the intersection with 95th Avenue. The exit ramp has a taper length of approximately 100 feet as measured from the gore area. The center of the Van Wyck Service Road and Atlantic Avenue intersection lies approximately 300 feet north of the center of the intersection with 95th Avenue. The short taper length from the ramp and the weaving for turn movements required at Atlantic Avenue may contribute significantly to the number of accidents at this intersection. A total of 13 accidents were reported within this intersection during the three-year study period (January 1, 2014 through December 31, 2016). Of the 13 accidents, no accident involved fatalities; 54% involved injuries, 38% reported property damage only collisions, and 7% were non- reportable. The most common types of accident were rear end and overtaking, each accounting for 31% of the total. The next most common type was unknown, accounting for 23% of the total accidents. Since the cause of 4 out of the reported 13 accidents was indicated as “unknown,” they were assumed to fall under the next most common type, making the rear end and overtaking account for 85% of the total accidents.

Figure 84: Collision Diagram at Van Wyck Service Road (NB) and 95th Avenue The average calculated accident rate per MEV is 1.07 which is significantly higher than the statewide average of 0.17. Unsafe lane change and following too closely were reported as the most Accident Analysis Report 96 | P a g e

New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport common contributing factors for collisions at this intersection. The heavy merge movement from the off-ramp may contribute significantly to accidents near this intersection.

0 VAN WYCK EXPY & 95TH AV Total Accidents Fatalities Injuries PDO NR

Figure 85: Total Accidents Reported Van Wyck Expressway Service Road (NB) and 95th Avenue Intersection Van Wyck Expressway Service Road (NB) and Jamaica Ave This intersection is discussed in detail in Section 4.2 of the report.

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

6.5 Van Wyck Expressway Southbound Service Road Intersections with Accidents Likely Due to Ramp Geometry Van Wyck Expressway Service Road (SB) and Rockaway Blvd This intersection is discussed in detail in Section 4.3 of this report. Van Wyck Expressway Service Road (SB) and 105th Ave This is a partially stop-controlled intersection approximately 470 feet south of the Liberty Avenue intersection on southbound Van Wyck Expressway Service Road. An entrance ramp toward the main line of Van Wyck Expressway lies approximately 250 feet south of the intersection. The entrance ramp has a taper length of approximately 100 feet as measured from the gore area for diverting traffic from the service road to the main line of the expressway. A total of 4 accidents were reported within this intersection during the three-year study period (January 1, 2014 through December 31, 2016). Of the 4 accidents, no accident involved fatalities; 75% involved injuries, and 25% reported property damage only collisions. The most common type was collision with other fixed object, accounting for 75% of the total accidents. The next most common type was sideswipe, accounting for 25% of the total accidents.

Figure 86: Collision Diagram at Van Wyck Service Road (SB) and 105th Avenue The average calculated accident rate per MEV is 0.38 which is approximately twice the statewide average of 0.17. Unsafe speed and failure to yield right of way were reported as the most common contributing factors for collisions at this intersection.

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6.6 Van Wyck Expressway Ramps with Sub-Standard Geometry Van Wyck Expressway Northbound Off-Ramp Exit 6 (Jamaica Avenue) This location includes traffic exiting from the Van Wyck Expressway Main Line and merging into the Northbound Service Road, approximately 190 feet south of Jamaica Avenue intersection. The taper length for weaving movement at this exit is approximately 120 feet, measured from the gore area. The merge length for traffic approaching this exit ramp is 370 feet, and it coincides with traffic entering the Main Line Van Wyck Expressway from Atlantic Avenue. This heavy merge movement may contribute significantly to the high accident rate at this location. For further discussion of the accidents at this location, see Section 4.4 of the report. Van Wyck Expressway Southbound Off-Ramp Exit 4 (Liberty Avenue) This location includes traffic exiting from the Van Wyck Expressway main line and merging into the Southbound Service Road. See Section 4.5 of this report for further discussion. The merge length for traffic approaching this exit ramp is very short at 180 feet, and it coincides with the traffic entering the Main Line Van Wyck Expressway from Atlantic Avenue. This heavy merge movement may contribute significantly to accidents at this location. The short weave length at the entrance to this ramp may also be contributing to the accidents at RM 678IX5M12022 through 678IX5M12023, which is discussed in Section 5 of this report.

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New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

7. Safety Improvement Recommendations Inattentive driving, failure to yield right of way, following too closely, unsafe speed, slippery pavement, and unsafe lane change were the most common reported contributing factors to accidents recorded over the three-year study period along the entire corridor, including the main line Van Wyck Expressway and service roads. Individual locations discussed in this analysis, where the condition of clustering of accidents combined with the actual accident rate are significantly higher than the state average, suggest the heavy traffic density on the main line combined with substandard geometric design elements are also major factors. Therefore: Main Line Van Wyck Expressway:  Widening the main line of the Van Wyck by adding an additional lane in each direction within the project limits will reduce the current traffic density on the roadways and improve safety.

 The proposed widening should eliminate or reduce substandard geometric features such as acceleration/deceleration weaving lengths at exit and entrance ramps.

 Inventory of existing signage and objects that may impair drivers’ vision should be inventoried, and an improved signage system should be incorporated in the proposed design.

 Pedestrian safety condition should be improved on the service roads.

Van Wyck Expressway Service Roads:  Analysis of the accidents on the service roads revealed that significant number of accidents, whether located at the intersection or near the points of access to and from the main line ramps, are related to the substandard length of taper associated with the ramps and the close proximity of their location to the controlled intersections. Therefore, we recommend a geometric and traffic analysis focusing on the ramp locations and justification in attempt to bring the geometry of ramps merging into and diverging from the service roads to or near the acceptable standard.

 The locations along the service road corridors that NYSDOT – Safety Management has included in their two-year period Safety Deficient Location (SDL) monitoring program were found to be partially consistent with our analysis; however, the referenced locations in the SDL program should be considered as a sample of numerous other locations, as indicated in our analysis.

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References

1. NYSDOT. 2011. Highway Design Manual. 2. NYSDOT. 2014-2015 Average Accident Rates for State and Highways by Facility Type. https://www.dot.ny.gov/divisions/operating/osss/highway- repository/Average_Accident_Rates_14_15.pdf. Accessed March 2017. 3. NYSDOT. Traffic Data Viewer. http://gis3.dot.ny.gov/html5viewer/?viewer=tdv. Accessed March 2017.

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VAN WYCK EXPRESSWAY CAPACITY AND ACCESS IMPROVEMENTS TO JFK AIRPORT ACCIDENT ANALYSIS REPORT August 2017

Appendix A Total Accident Summary Charts & High Accident Rate Locations Summary Tables New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Van Wyck Expressway Northbound Total Accident Summary

Figure 87: Total Accidents - 1 of 4

Total Accidents Fatalities Injuries PDO NR 30

0 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 1001 1002 1003 1003 INT 1004 1005 1006 1007 1008 1009

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Figure 87: Total Accidents - 2 of 4 Total Accidents Fatalities Injuries PDO NR 18

0 678I 678I 678I 678I 678I 678I 678I 678I 678I 678I 678I X5M1 X5M1 X5M1 X5M1 X5M1 X5M1 X5M1 X5M1 X5M1 X5M1 X5M1 1011 1012 1013 1015 1016 1018 1019 1021 1022 1023 1023 INT

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Figure 87: Total Accidents - 3 of 4 Total Accidents Fatalities Injuries PDO NR 25

0 678I 678I 678I 678I 678I 678I 678I 678I 678I 678I X5M1 X5M1 X5M1 X5M1 X5M1 X5M1 X5M1 X5M1 X5M1 X5M1 1024 1026 1027 1028 1028 INT 1029 1030 1031 1032 1032 INT

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Figure 87: Total Accidents - 4 of 4 Total Accidents Fatalities Injuries PDO NR 70

0 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 1033 1034 1035 1035 INT 1036 1038 1039 1040 1041

Figure 87: Van Wyck Expressway Northbound Total Accident Summary

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Figure 88: Accident Rates vs. NYS Accident Average Rate - 1 of 4

ACCIDENT RATE per MVM NYS ACCIDENT RATE 4.50

4.00

3.50

3.00

2.50

2.00

1.50 Accident Rate per MVM 1.00

0.50

0.00 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 1001 1002 1003 1003 INT 1004 1005 1006 1007 1008 1009 Reference Markers

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Figure 88: Accident Rates vs. NYS Accident Average Rate - 2 of 4 ACCIDENT RATE per MVM NYS ACCIDENT RATE 2.50

2.00

1.50

1.00 Accident Rate per MVM

0.50

0.00 678I 678I 678I 678I 678I 678I 678I 678I 678I 678I 678I X5M1 X5M1 X5M1 X5M1 X5M1 X5M1 X5M1 X5M1 X5M1 X5M1 X5M1 1011 1012 1013 1015 1016 1018 1019 1021 1022 1023 1023 INT Reference Markers

Figure 88: Accident Rates vs. NYS Accident Average Rate - 3 of 4 ACCIDENT RATE per MVM NYS ACCIDENT RATE 3.00

2.50

2.00

1.50

1.00 Accident Rate per MVM

0.50

0.00 678I 678I 678I 678I 678I 678I 678I 678I 678I 678I X5M1 X5M1 X5M1 X5M1 X5M1 X5M1 X5M1 X5M1 X5M1 X5M1 1024 1026 1027 1028 1028 INT 1029 1030 1031 1032 1032 INT Reference Markers Accident Analysis Report 6| P a g e

New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Figure 88: Accident Rates vs. NYS Accident Average Rate - 4 of 4 ACCIDENT RATE per MVM NYS ACCIDENT RATE 9.00

8.00

7.00

6.00

5.00

4.00

3.00 Accident Rate per MVM 2.00

1.00

0.00 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 1033 1034 1035 1035 INT 1036 1038 1039 1040 1041 Reference Markers

Figure 88: Van Wyck Expressway Northbound Accident Rates

Accident Analysis Report 7| P a g e

New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Table 2 - Van Wyck Expressway Northbound Corridor High Accident Rate Sections Summary Total Accidents Accident Conditions Expressway Avg. Property Northbound Section Average Non- Accident Section Description Total Fatalities Injuries Damage Average Reportable Rate per # % % Only Dry Daylight Dry Daylight % MVM % Conditions Conditions Conditions Conditions % % % % Segment Van Wyck Expy- RM 678I Nassau Expy-Belt 10 0% 80% 10% 10% 4.15 50% 30% X5M1 Pkwy Interchange 1002 RM 678I Off-Ramp from X5M1 Van Wyck Expy to 1003 Int. 24 0% 63% 37% 0% 4.0 71% 67% Belt Pkwy & Exit 2 & Rockaway Blvd Exit 1B Between Off- Segment Ramp to Linden RM 678I Boulevard (Exit 3) 17 0% 65% 35% 0% 2.25 59% 59% X5M1 and entrance ramp 65% 52% 1015 from Linden Boulevard Segment Between Hillside RM 678I Ave. and 87th 22 0% 59% 36% 5% 2.67 68% 55% X5M1 Ave. Interchange 1031 RM 678I Kew Gardens X5M1 Interchange 1040 to between Grand 88 0% 62% 38% 0% 5.52 61% 43% RM 678I Central Parkway X5M1 and Union 1041 Turnpike Accident Analysis Report 8 | P a g e

New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Table 2 - Van Wyck Expressway Northbound Corridor High Accident Rate Sections Summary (cont.) Types of Accidents Manner of Collision 2nd Most 2nd Most Section Most Common Most Common 3rd Most Common Common Common Type % Type % Type % Type % Type % Collision Coll. W/Earth Segment RM 678I with Motor 80% Ele./Rock 10% Other 30% Rear End 20% Overtaking 20% X5M1 1002 Vehicle Cut/Ditch Collision RM 678I X5M1 Collision with with Motor 88% 4% Rear End 29% Other 29% Overtaking 21% 1003 Int. Exit 18 Guide Rail Vehicle Collision Segment RM 678I with Motor 100% - - Rear End 53% Overtaking 18% Unknown 18% X5M1 1015 Vehicle Collision Segment RM 678I with Motor 95% Not Reported 5% Rear End 36% Unknown 36% Overtaking 14% X5M1 1031 Vehicle RM 678I X5M1 Collision Collision with 1040 to RM 678I with Motor 76% 8% Rear End 36% Other 36% Unknown 17% Median/Barrier X5M1 1041 Vehicle

Accident Analysis Report 9 | P a g e

New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Van Wyck Expressway Southbound Total Accident Summary

Figure 89: Total Accidents - 1 of 4 12 Total Accidents Fatalities Injuries PDO NR

0 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 2000 2002 2002 - INT 2003 2004 2004 - INT 2005 2007 2007 - INT

Figure 89: Total Accidents - 2 of 4 16 Total Accidents Fatalities Injuries PDO NR

0 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 2009 2010 2011 2011 - INT 2014 2015 2016 2017 2018

Accident Analysis Report 10 | P a g e

New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Figure 89: Total Accidents - 3 of 4 6 Total Accidents Fatalities Injuries PDO NR

0 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 2020 2021 2022 2023 2024 2025 2026 2028 2029

Figure 89: Total Accidents - 4 of 4 14 Total Accidents Fatalities Injuries PDO NR 12

0 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 2030 2031 2032 2033 2033 - INT 2035 2037 2038 2040 2041

Figure 89: Van Wyck Expressway Southbound Total Accident Summary

Accident Analysis Report 11 | P a g e

New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Figure 90: Accident Rates vs. NYS Accident Average Rate - 1 of 4 2.00 ACCIDENT 1.80 RATE per… 1.60

1.40

1.20

1.00

0.80

0.60 Accident Rate per MVM 0.40

0.20

0.00 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 2000 2002 2002 - Off 2003 2004 2004 - INT 2005 2007 2007 - INT Ramp Reference Markers

Figure 90: Accident Rates vs. NYS Accident Average Rate - 2 of 4 2.00 ACCIDENT 1.80 RATE per MVM

1.60

1.40

1.20

1.00

0.80

Accident Rate per MVM 0.60

0.40

0.20

0.00 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 2009 2010 2011 2011 - INT 2014 2015 2016 2017 2018 Reference Markers

Accident Analysis Report 12 | P a g e

New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Figure 90: Accident Rates vs. NYS Accident Average Rate - 3 of 4 ACCIDENT RATE per MVM NYS ACCIDENT RATE 1.20

1.00

0.80

0.60

0.40 Accident Rate per MVM

0.20

0.00 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 2020 2021 2022 2023 2024 2025 2026 2028 2029 Reference Markers

Figure 90: Accident Rates vs. NYS Accident Average Rate - 4 of 4 ACCIDENT RATE per MVM NYS ACCIDENT RATE 2.50

2.00

1.50

1.00 Accident Rate per MVM 0.50

0.00 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 678I X5M1 2030 2031 2032 2033 2033 - INT 2035 2037 2038 2040 2041 Reference Markers

Figure 90: Van Wyck Expressway Southbound Accident Rates

Accident Analysis Report 13 | P a g e

New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Table 3 - Van Wyck Expressway Southbound Corridor High Accident Rate Sections Summary Total Accidents Accident Conditions Expressway Avg. Property Northbound Section Average Non- Accident Section Description Total Fatalities Injuries Damage Average Reportable Rate per # % % Only Dry Daylight Dry Daylight % MVM % Conditions Conditions Conditions Conditions % % % % RM 678I Exit ramp from X5M1 Van Wyck 2002 INT Expressway (SB) 6 0% 33% 67% 0% 1.75 83% 17% – Off- to Eastbound Belt Ramp Parkway RM 678I X5M1 On-Ramp from N 2004 INT 10 0% 90% 10% 0% 1.20 80% 50% Conduit Ave. – On- Ramp 77% 37% Segment RM 678I Near 111th 14 0% 71% 29% 0% 1.84 100% 50% X5M1 Avenue 2015 Kew Gardens Segment Interchange RM 678I between Grand 13 0% 69% 31% 0% 2.12 62% 38% X5M1 Central Parkway 2041 and Union Turnpike

Accident Analysis Report 14 | P a g e

New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Table 3 - Van Wyck Expressway Southbound Corridor High Accident Rate Sections Summary (cont.) Types of Accidents Manner of Collision 2nd Most Section Most Common Most Common 2nd Most Common 3rd Most Common Common Type % Type % Type % Type % Type % RM 678I X5M1 Collision Collision With 2002 INT – Off- with Motor 83% 17% Rear End 33% Unknown 33% Overtaking 17% Median/Barrier Ramp Vehicle RM 678I X5M1 Collision Coll. W/Light 2004 INT – Exit with Motor 90% Support/Utility 10% Overtaking 30% Other 30% Unknown 20% Ramp Vehicle Pole Collision Segment RM Collision with Right with Motor 79% 7% Other 43% Overtaking 21% 14% 678I X5M1 2015 Guide Rail Angle Vehicle Collision Segment RM Collision with with Motor 77% 15% Rear End 46% Other 31% Unknown 15% 678I X5M1 2041 Guide Rail Vehicle

Accident Analysis Report 15 | P a g e

New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Van Wyck Expressway Service Road Northbound Total Accident Summary

Figure 91: Total Accidents - 1 Total Accidents Fatalities Injuries PDO NR 25

0 VAN WYCK VAN WYCK VAN WYCK VAN WYCK Van Wyck Expy VAN WYCK VAN WYCK VAN WYCK EXPY & 135TH EXPY & 134TH EXPY & 133RD EXPY & 130TH & SUTTER AV EXPY & EXPY & 120TH EXPY & FOCH AV AV AV AV ROCKAWAY AV BLVD BLVD

Figure 91: Total accidents - 2 Total Accidents Fatalities Injuries PDO NR 70

0 139TH ST & VAN WYCK VAN WYCK VAN WYCK VAN WYCK VAN WYCK VAN WYCK VAN WYCK VAN WYCK FOCH BLVD EXPY & EXPY & EXPY & EXPY & EXPY & EXPY & EXPY & EXPY & 116TH AV 115TH AV LINDEN 111TH AV LAKEWOOD 109TH AV 107TH AV 106TH AV BLVD AV

New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Figure 91: Total accidents - 3 Total Accidents Fatalities Injuries PDO NR 80

0 VAN WYCK VAN WYCK VAN WYCK VAN WYCK VAN WYCK VAN WYCK VAN WYCK VAN WYCK VAN WYCK VAN WYCK EXPY & EXPY & EXPY & EXPY & EXPY & EXPY & EXPY & EXPY & EXPY & EXPY & 142ND ST 104TH AV LIBERTY AV LLOYD RD 102ND AV 101ST AV 97TH AV 95TH AV 94TH AV ARCHER AV (ATLANTIC AV) Figure 91: Total accidents - 4 Total Accidents Fatalities Injuries PDO NR 80

0 VAN WYCK VAN WYCK VAN WYCK VAN WYCK VAN WYCK VAN WYCK VAN WYCK QUEENS BLVD EXPY & 91ST EXPY & 90TH EXPY & EXPY & EXPY & 87th EXPY & 86TH EXPY & & MAIN ST AV AV JAMAICA AV HILLSIDE AV AV AV QUEENS BLVD

Figure 91: Van Wyck Expressway Service Road Northbound Total Accident Summary

Accident Analysis Report 17 | P a g e

New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Figure 92: Accident Rates vs NYS Accident Rates - 1 ACCIDENT RATE PER MVM NYS ACCIDENT RATE 1.40

1.20

1.00

0.80

0.60

0.40

0.20

0.00 VAN WYCK VAN WYCK VAN WYCK VAN WYCK Van Wyck VAN WYCK VAN WYCK VAN WYCK EXPY & 135TH EXPY & 134TH EXPY & 133RD EXPY & 130TH Expy & EXPY & EXPY & 120TH EXPY & FOCH AV AV AV AV SUTTER AV ROCKAWAY AV BLVD BLVD

Figure 92: Accident Rates vs NYS Accident Rates - 2

ACCIDENT RATE PER MVM NYS ACCIDENT RATE 3.00

2.50

2.00

1.50

1.00

0.50

0.00 139TH ST & VAN WYCK VAN WYCK VAN WYCK VAN WYCK VAN WYCK VAN WYCK VAN WYCK VAN WYCK FOCH BLVD EXPY & EXPY & EXPY & EXPY & EXPY & EXPY & EXPY & EXPY & 116TH AV 115TH AV LINDEN 111TH AV LAKEWOOD 109TH AV 107TH AV 106TH AV BLVD AV

Accident Analysis Report 18 | P a g e

New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Figure 92: Accident Rates vs NYS Accident Rates - 3 ACCIDENT RATE PER MVM NYS ACCIDENT RATE 4.50

4.00

3.50

3.00

2.50

2.00

1.50

1.00

0.50

0.00 VAN WYCK VAN WYCK VAN WYCK VAN WYCK VAN WYCK VAN WYCK VAN WYCK VAN WYCK VAN WYCK VAN WYCK EXPY & EXPY & EXPY & EXPY & EXPY & EXPY & EXPY & EXPY & EXPY & EXPY & 142ND ST 104TH AV LIBERTY AV LLOYD RD 102ND AV 101ST AV 97TH AV 95TH AV 94TH AV ARCHER (ATLANTIC AV AV) Figure 92: Accident rates vs NYS Accident Rates - 4

ACCIDENT RATE PER MVM NYS ACCIDENT RATE 3.50

3.00

2.50

2.00

1.50

1.00

0.50

0.00 VAN WYCK VAN WYCK VAN WYCK VAN WYCK VAN WYCK VAN WYCK VAN WYCK QUEENS BLVD EXPY & 91ST EXPY & 90TH EXPY & EXPY & EXPY & 87th EXPY & 86TH EXPY & & MAIN ST AV AV JAMAICA AV HILLSIDE AV AV AV QUEENS BLVD

Figure 92: Van Wyck Expressway Service Road Northbound Accident Rates

Accident Analysis Report 19 | P a g e

New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Table 4 - Van Wyck Expressway Northbound Service Road High Accident Rate Intersections Summary Total Accident Accident Conditions Avg. Service Road (NB) Intersection Average Property Non- Accident Average Intersection Total Fatalities Injuries Damage Reportable Rate per Dry Daylight Dry Daylight # % % Only % % MEV Conditions Conditions Conditions Conditions % % % % Van Wyck Expy & 133rd 20 0% 75% 25% 0% 1.30 60% 55% Ave Van Wyck Expy & Foch 16 0% 75% 25% 0% 0.84 75% 56% Blvd Van Wyck Expy & 64 0% 79% 19% 2% 2.85 61% 45% Linden Blvd Van Wyck Expy & 109th 20 0% 80% 15% 5% 1.17 55% 55% Ave Van Wyck 66% 50% Expy & 74 0% 73% 23% 4% 4.06 61% 38% Liberty Ave Van Wyck Expy & 101st 21 5% 76% 14% 5% 1.15 71% 43% Ave Van Wyck Expy & 67 0% 70% 30% 0% 2.98 64% 48% Jamaica Ave Van Wyck Expy & 69 0% 75% 22% 3% 2.05 61% 41% Hillside Ave

Accident Analysis Report 20 | P a g e

New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Table 4 - Van Wyck Expressway Northbound Service Road High Accident Rate Intersections Summary (Contd.) Types of Accidents Manner of Collision 2nd Most 2nd Most Intersection Most Common Most Common 3rd Most Common Common Common Type % Type % Type % Type % Type % Collision Van Wyck Expy & Collision with 80% with Other 10% Overtaking 25% Other 25% Unknown 25% 133rd Ave Motor Vehicle Barrier Van Wyck Expy & Collision with Right 100% - - 31% Rear End 19% Other 19% Foch Blvd Motor Vehicle Angle Collision Van Wyck Expy & Collision with 89% with Guide 3% Rear End 34% Other 23% Overtaking 19% Linden Blvd Motor Vehicle Rail Collision Van Wyck Expy & Collision with Right 75% with 10% Rear End 25% 25% Other 20% 109th Ave Motor Vehicle Angle Bicyclist Van Wyck Expy & Collision with 93% Not Entered 4% Rear End 35% Unknown 18% Other 15% Liberty Ave Motor Vehicle Van Wyck Expy & Collision with Right 95% Not Entered 5% Unknown 33% Other 24% 14% 101st Ave Motor Vehicle Angle Collision Van Wyck Expy & Collision with 81% with 16% Rear End 31% Other 31% Unknown 21% Jamaica Ave Motor Vehicle Pedestrian Collision Van Wyck Expy & Collision with 96% with 3% Rear End 42% Overtaking 17% Other 17% Hillside Ave Motor Vehicle Pedestrian

Accident Analysis Report 21 | P a g e

New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Van Wyck Expressway Service Road Southbound Total Accident Summary

Figure 93: Total Accidents - 1

Total Accidents Fatality Injury PDO Non Reportable 70

0 135th AVE VAN WYCK VAN WYCK VAN WYCK VAN WYCK VAN WYCK VAN WYCK VAN WYCK AND 135TH EXPY AND AND SUTTER EXPY AND EXPY AND EXPY AND EXPY AND AND 115TH PL 133RD AVE AVE ALWICK RD ROCKAWAY 120TH AVE FOCH BLVD AVE BLVD

Figure 93: Total Accidents - 2

Total Accidents Fatality Injury PDO Non Reportable 14

0 VAN WYCK EXPYVAN WYCK EXPY VAN WYCK AND VAN WYCK EXPYVAN WYCK EXPYVAN WYCK EXPYVAN WYCK EXPY AND LINDEN AND 111TH AVE 109TH AVE AND 107TH AVE AND 105TH AVE AND LIBERTY AND 101ST AVE BLVD AND LINCOLN ST AVE

Accident Analysis Report 22 | P a g e

New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Figure 93: Total Accidents - 3

Total Accidents Fatality Injury PDO Non Reportable 30

0 VAN WYCK VAN WYCK VAN WYCK VAN WYCK VAN WYCK VAN WYCK VAN WYCK VAN WYCK EXPY AND EXPY AND EXPY AND EXPY AND EXPY AND EXPY AND EXPY AND EXPY AND 97TH AVE ATLANTIC AVE 91ST AVE 89TH AVE JAMAICA AVE HILLSIDE AVE KEW QUEENS BLVD GARDENS RD

Figure 93: Van Wyck Expressway Service Road Southbound Total Accident Summary

Figure 94: Accident Rates vs. NYS Accident Rate - 1

ACCIDENT RATE PER MVM NYS ACCIDENT RATE 3.00

2.50

2.00

1.50

1.00

0.50

0.00 135th AVE VAN WYCK VAN WYCK VAN WYCK VAN WYCK VAN WYCK VAN WYCK VAN WYCK AND 135TH EXPY AND AND SUTTER EXPY AND EXPY AND EXPY AND EXPY AND AND 115TH PL 133RD AVE AVE ALWICK RD ROCKAWAY 120TH AVE FOCH BLVD AVE BLVD

Accident Analysis Report 23 | P a g e

New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Figure 94: Accident Rates vs. NYS Accident Rate - 2

ACCIDENT RATE PER MVM NYS ACCIDENT RATE 0.60

0.50

0.40

0.30

0.20

0.10

0.00 VAN WYCK VAN WYCK VAN WYCK AND VAN WYCK VAN WYCK VAN WYCK VAN WYCK EXPY AND EXPY AND 109TH AVE EXPY AND EXPY AND EXPY AND EXPY AND LINDEN BLVD 111TH AVE AND 107TH AVE 105TH AVE LIBERTY AVE 101ST AVE LINCOLN ST

Figure 94: Accident Rates vs. NYS Accident Rate - 3

ACCIDENT RATE PER MVM NYS ACCIDENT RATE 0.90

0.80

0.70

0.60

0.50

0.40

0.30

0.20

0.10

0.00 VAN WYCK VAN WYCK VAN WYCK VAN WYCK VAN WYCK VAN WYCK VAN WYCK VAN WYCK EXPY AND EXPY AND EXPY AND EXPY AND EXPY AND EXPY AND EXPY AND EXPY AND 97TH AVE ATLANTIC AVE 91ST AVE 89TH AVE JAMAICA AVE HILLSIDE AVE KEW QUEENS BLVD GARDENS RD

Figure 94: Van Wyck Expressway Service Road Southbound Accident Rates

Accident Analysis Report 24 | P a g e

New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Table 5 - Van Wyck Expressway Southbound Service Road High Accident Rate Intersections Summary Total Accidents Accident Conditions Avg. Expressway Property Section Average Non- Accident Northbound Average Intersection Total Fatalities Injuries Damage Reportable Rate per Dry Daylight Dry Daylight # % % Only % MEV Conditions Conditions Conditions Conditions % % % % %

Van Wyck Expy and 65 0 75% 25% 0% 2.56 71% 52% Rockaway Blvd 66% 45% Van Wyck Expy and 24 0 71% 21% 8% 0.82 67% 42% Atlantic Ave

Table 5 - Van Wyck Expressway Southbound Service Road High Accident Rate Intersections Summary (contd...) Types of Accidents Manner of Collision Most Most Common 2nd Most Common 2nd Most Common 3rd Most Common Intersection Common Type % Type % Type % Type % Type %

Collision Van Wyck Expy and Collision with with Motor 94% 3% Rear End 28% Other 23% Overtaking 14% Rockaway Blvd Pedestrian Vehicle Collision Van Wyck Expy and with Motor 88% Not Entered 8% Rear End 21% Other 21% Overtaking 17% Atlantic Ave Vehicle

Accident Analysis Report 25 | P a g e

New York State Department of Transportation PIN X735.82 REGION 11 QUEENS COUNTY

VAN WYCK EXPRESSWAY CAPACITY AND ACCESS IMPROVEMENTS TO JFK AIRPORT

ACCIDENT ANALYSIS REPORT August 2017

Appendix B High Accident Locations Summary Sorted by Time of Day

New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Table 6 –Van Wyck Expressway NB High Accident Segments Summary by Time of Day

Accident Accident Accident Accident Reported Total Reported Reported Reported % of % of 10 AM - 3 % of % of Segment Accidents 7 PM-6 AM 6 AM - 10 3 PM - 7 Total Total PM Total Total Reported (Evening AM PM (Day Off- Off-Peak) (AM Peak) (PM Peak) Peak) RM 678I X5M1 1002 10 6 60.0% 1 10.0% 2 20.0% 1 10.0% RM 678I X5M1 1003 24 6 25.0% 7 29.2% 5 20.8% 6 25.0% RM 678I X5M1 1015 17 4 23.5% 4 23.5% 3 17.6% 6 35.3% RM 678I X5M1 1031 22 4 18.2% 6 27.3% 6 27.3% 6 27.3% RM 678I X5M1 1040 22 10 45.5% 4 18.2% 3 13.6% 5 22.7% RM 678I X5M1 1041 66 33 50.0% 8 12.1% 14 21.2% 11 16.7%

Table 7 - Van Wyck Expressway SB High Accident Segments Summary by Time of Day

Accident Accident Accident Accident Reported Total Reported Reported Reported % of % of 10 AM - 3 % of % of Segment Accidents 7 PM-6 AM 6 AM - 10 3 PM - 7 Total Total PM Total Total Reported (Evening AM PM (Day Off- Off-Peak) (AM Peak) (PM Peak) Peak) RM 678I X5M1 2002 6 2 33.3% 1 16.7% 3 50.0 0 0.0% RM 678I X5M1 2004 10 3 30.0% 2 20.0% 1 10.0 4 40.0% RM 678I X5M1 2015 14 8 57.1% 2 14.3% 2 14.3 2 14.3% 678I X5M1 2041 13 7 53.8% 1 7.7% 4 30.8 1 7.7%

Accident Analysis Report 1| P a g e New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Table 8 - Van Wyck Expressway NB SR High Accident Intersections Summary by Time of Day

Accident Accident Accident Accident Reported Reported Total Reported Reported 7 PM-6 % of % of 10 AM - 3 % of % of Intersection Accidents 6 AM - 10 3 PM - 7 AM Total Total PM Total Total Reported AM PM (Evening (Day Off- (AM Peak) (PM Peak) Off-Peak) Peak) SR NB & 133rd Ave. 20 6 30.0% 6 30.0% 3 15.0% 5 25.0% SR NB & Foch Blvd. 16 6 37.5% 1 6.3% 1 6.3% 8 50.0% SR NB & Linden Blvd. 64 24 37.5% 14 21.9% 18 28.1% 8 12.5% SR NB & 109th Ave. 20 7 35.0% 3 15.0% 5 25.0% 5 25.0% SR NB & Liberty Ave. 74 31 41.9% 15 20.3% 14 18.9% 14 18.9% SR NB & 101st Ave. 21 9 42.9% 6 28.6% 4 19.0% 2 9.5% SR NB & Jamaica Ave. 67 19 28.4% 9 13.4% 20 29.9% 19 28.4% SR NB & Hillside Ave. 69 30 43.5% 16 23.2% 13 18.8% 10 14.5%

Table 9 - Van Wyck Expressway SB SR High Accident Intersections Summary by Time of Day

Accident Analysis Report 2| P a g e New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Table 10 – Northbound Off-Ramp/On-Ramp Access Locations Accident Summary by Time of Day

Accident Accident Accident Accident Total Reported % of Reported % of Reported % of Reported % of Ramp Accidents 7 PM-6 AM Total 6 AM – 10 AM Total 10 AM - 3 PM Total 3 PM - 7 PM Total Reported (Evening (AM Peak) (Day Off-Peak) (PM Peak) Off-Peak) Van Wyck Expy NB SR 1 1 100.0% 0 0.0% 0 0.0% 0 0.0% & N Conduit Ave. Ramp Van Wyck Expy NB SR & On-Ramp (near Archer 3 0.0% 0.0% 1 33.3% 2 66.7% Ave.) Van Wyck Expy NB SR 2 1 50.0% 0.0% 1 50.0% 0.0% & Off-Ramp Exit 6 Van Wyck Expy NB SR & On-Ramp (near Liberty 4 1 25.0% 0.0% 1 25.0% 2 50.0% Ave.) Van Wyck Expy NB SR & On-Ramp (near Hillside 3 0.0% 1 33.3% 1 33.3% 1 33.3% Ave.) Van Wyck Expy NB SR 1 0.0% 0.0% 0.0% 1 100.0% & Off-Ramp Exit 2 Van Wyck Expy NB SR & On-Ramp (near 1 1 100.0% 0.0% 0.0% 0.0% Rockaway Blvd.)

Accident Analysis Report 3| P a g e New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Table 11 – Southbound Off-Ramp/On-Ramp Access Locations Accident Summary by Time of Day Accident Accident Accident Accident Total Reported % of Reported % of Reported % of Reported % of Ramp Accidents 7 PM-6 AM Total 6 AM – 10 AM Total 10 AM - 3 PM Total 3 PM - 7 PM Total Reported (Evening (AM Peak) (Day Off-Peak) (PM Peak) Off-Peak) Van Wyck SR SB 3 0 0.0% 1 33.3% 0 0.0% 2 66.7% & Off-Ramp Exit 2

Van Wyck SR SB & Off-Ramp Exit 3 (near 1 0 0.0% 0 0.0% 0 0.0% 1 100.0% Linden Blvd.)

Van Wyck SR SB & On-Ramp (near 1 1 100.0% 0 0.0% 0 0.0% 0 0.0% 105th Ave.) Van Wyck SR SB at Off-Ramp Exit 4 (near 2 0 0.0% 0 0.0% 1 50.0% 1 50.0% Liberty Ave.) Van Wyck SR SB 1 0 0.0% 0 0.0% 1 100.0% 0 0.0% & On-Ramp (95th Ave.) Van Wyck SR SB & Exit 6 Off-Ramp 2 0 0.0% 0 0.0% 0 0.0% 2 100.0% (Hillside Ave.)

Accident Analysis Report 4| P a g e New York State Department of Transportation PIN X735.82 REGION 11 QUEENS COUNTY

VAN WYCK EXPRESSWAY CAPACITY AND ACCESS IMPROVEMENTS TO JFK AIRPORT ACCIDENT ANALYSIS REPORT August 2017

Appendix C Total Accident Data Sorted by Each Year of Study Period New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Table 12 – Van Wyck Expressway Mainline NB Accidents Summary Report by Year and Location Year 2014 2015 2016

Non- Non- Non- Total Reference Marker Fatal Injury PDO Total Fatal Injury PDO Total Fatal Injury PDO Total Reportable Reportable Reportable Accident

678I X5M1 1001 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1 678I X5M1 1002 0 2 0 1 3 0 3 1 0 4 0 3 0 0 3 10 678I X5M1 1003 0 2 0 0 2 0 0 0 0 0 0 0 1 0 1 3 678I X5M1 1003 0 2 5 0 7 0 9 2 0 11 0 4 2 0 6 24 – Off Ramp 678I X5M1 1004 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1 678I X5M1 1005 0 0 0 0 0 0 2 0 0 2 0 4 1 0 5 7 678I X5M1 1006 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 1 678I X5M1 1007 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1 678I X5M1 1008 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 1 678I X5M1 1009 0 1 0 0 1 0 0 0 0 0 0 0 1 0 1 2 678I X5M1 1011 0 1 1 0 2 0 0 0 0 0 0 2 1 0 3 5 678I X5M1 1012 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1 678I X5M1 1013 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1 678I X5M1 1015 0 2 2 0 4 0 2 1 0 3 0 7 3 0 10 17 678I X5M1 1016 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1 678I X5M1 1018 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 1 678I X5M1 1019 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 1 678I X5M1 1021 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1 678I X5M1 1022 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 2 678I X5M1 1023 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 2 678I X5M1 1023 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1 – On Ramp 678I X5M1 1024 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1 678I X5M1 1026 0 0 1 0 1 0 0 0 0 0 0 2 1 1 4 5

Accident Analysis Report 1 | P a g e New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Year 2014 2015 2016

Non- Non- Non- Total Reference Marker Fatal Injury PDO Total Fatal Injury PDO Total Fatal Injury PDO Total Reportable Reportable Reportable Accident

678I X5M1 1027 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 1 678I X5M1 1028 0 0 0 0 0 0 0 0 0 0 0 1 1 0 2 2 678I X5M1 1028 0 0 1 0 1 0 0 0 0 0 0 0 1 0 1 2 - On Ramp 678I X5M1 1029 0 0 0 0 0 0 0 0 0 0 0 3 2 0 5 5 678I X5M1 1030 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1 678I X5M1 1031 0 3 2 1 6 0 4 3 0 7 0 6 3 0 9 22 678I X5M1 1032 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1 678I X5M1 1032 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1 – On Ramp 678I X5M1 1033 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1 678I X5M1 1034 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 1 678I X5M1 1035 0 1 2 0 3 0 3 0 0 3 0 2 1 0 3 9 678I X5M1 1035 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 1 – Off Ramp 678I X5M1 1036 0 0 1 0 1 0 1 0 0 1 0 0 1 0 1 3 678I X5M1 1038 0 1 0 0 1 0 0 2 0 2 0 5 6 1 12 15 678I X5M1 1039 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 1 678I X5M1 1040 0 5 4 0 9 0 3 1 0 4 0 6 3 0 9 22 678I X5M1 1041 0 12 8 0 20 0 12 8 0 20 0 17 9 0 26 66 Totals 0 34 28 2 64 0 42 19 0 61 0 74 42 3 119 244

Accident Analysis Report 2 | P a g e New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Table 13 – Van Wyck Expressway Mainline SB Accidents Summary Report by Year and Location Year 2014 2015 2016

Non- Non- Non- Total Reference Marker Fatal Injury PDO Total Fatal Injury PDO Total Fatal Injury PDO Total Reportable Reportable Reportable Accident

678I X5M1 2000 0 1 1 0 2 0 1 1 0 2 0 0 0 0 0 4 678I X5M1 2002 0 0 0 0 0 0 0 1 0 1 0 1 1 0 2 3 678I X5M1 2002 - 0 0 0 0 0 0 0 1 0 1 0 2 3 0 5 6 Off Ramp 678I X5M1 2003 0 4 0 0 4 0 2 1 0 3 0 1 2 0 3 10 678I X5M1 2004 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 2 678I X5M1 2004 - 0 1 0 0 1 0 4 0 0 4 0 4 1 0 5 10 On Ramp 678I X5M1 2005 0 1 1 0 2 0 0 0 0 0 0 0 0 0 0 2 678I X5M1 2007 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 1 678I X5M1 2007 - 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1 Off Ramp 678I X5M1 2009 0 0 0 0 0 0 1 0 0 1 0 2 1 0 3 4 678I X5M1 2010 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1 678I X5M1 2011 0 0 1 0 1 0 1 0 0 1 0 0 3 0 3 5 678I X5M1 2011 - 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 1 Off Ramp 678I X5M1 2014 0 0 0 0 0 0 1 2 0 3 0 0 0 0 0 3 678I X5M1 2015 0 5 4 0 9 0 2 0 0 2 0 3 0 0 3 14 678I X5M1 2016 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1 678I X5M1 2017 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 1 678I X5M1 2018 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 2 678I X5M1 2020 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1 678I X5M1 2021 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1 678I X5M1 2022 0 0 0 0 0 0 1 0 0 1 0 3 0 0 3 4

Accident Analysis Report 3 | P a g e New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Year 2014 2015 2016

Non- Non- Non- Total Reference Marker Fatal Injury PDO Total Fatal Injury PDO Total Fatal Injury PDO Total Reportable Reportable Reportable Accident

678I X5M1 2023 0 0 0 0 0 0 2 0 0 2 0 1 0 0 1 3 678I X5M1 2024 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 1 678I X5M1 2025 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 1 678I X5M1 2026 0 0 0 0 0 0 1 0 0 1 1 3 0 0 4 5 678I X5M1 2028 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 2 678I X5M1 2029 0 0 0 0 0 0 0 0 0 0 0 1 2 0 3 3 678I X5M1 2030 0 0 0 0 0 0 0 0 0 0 0 2 2 1 5 5 678I X5M1 2031 0 0 0 0 0 0 0 0 0 0 0 3 2 0 5 5 678I X5M1 2032 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 1 678I X5M1 2033 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 1 678I X5M1 2033 - 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1 Off Ramp 678I X5M1 2035 0 0 0 0 0 0 0 0 0 0 0 3 4 0 7 7 678I X5M1 2037 0 0 1 0 1 0 0 0 0 0 0 1 0 0 1 2 678I X5M1 2038 0 0 0 0 0 0 0 1 0 1 0 1 1 1 3 4 678I X5M1 2040 0 0 0 1 1 0 0 1 0 1 0 0 2 0 2 4 678I X5M1 2041 0 2 0 0 2 0 2 3 0 5 0 5 1 0 6 13 1 Totals 0 17 9 27 0 19 12 0 31 1 44 30 2 77 135

Accident Analysis Report 4 | P a g e New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Table 14 – Van Wyck Expressway SR NB Intersections Accidents Summary Report by Year and Location Year 2014 2015 2016 Total Non- Non- Non- Intersection Fatal InjuryPDO Total Fatal InjuryPDO Total Fatal InjuryPDO Total Accidents Reportable Reportable Reportable Van Wyck Expy & 135th 0 1 1 0 2 0 0 2 0 2 0 1 1 0 2 6 Ave Van Wyck Expy & 134th 0 1 0 0 1 0 1 0 0 1 0 1 0 0 1 3 Ave Van Wyck Expy & 133rd 0 5 2 0 7 0 3 3 0 6 0 7 0 0 7 20 Ave Van Wyck Expy & 130th 0 2 1 0 3 0 1 0 0 1 0 1 0 1 2 6 Ave Van Wyck Expy & Sutter 0 0 0 0 0 0 1 0 1 2 0 0 0 0 0 2 Ave Van Wyck Expy & 0 2 0 0 2 0 1 0 0 1 0 4 1 0 5 8 Rockaway Blvd Van Wyck Expy & 120th 0 2 0 0 2 0 1 0 0 1 0 0 0 0 0 3 Ave Van Wyck Expy & Foch 0 7 1 0 8 0 5 1 0 6 0 1 1 0 2 16 Blvd 139th St & Foch Blvd 0 5 0 0 5 0 1 0 0 1 0 6 0 0 6 12 Van Wyck Expy & 116th 0 2 2 0 4 0 0 1 0 1 0 3 1 1 5 10 Ave Van Wyck Expy & 115th 0 0 0 0 0 0 1 1 0 2 1 2 2 0 5 7 Ave Van Wyck Expy & Linden 0 16 5 1 22 0 16 4 0 20 0 19 3 0 22 64 Blvd Van Wyck Expy & 111th 0 2 1 0 3 0 1 1 0 2 0 2 0 0 2 7 Ave Van Wyck Expy & 0 1 1 0 2 0 2 0 0 2 0 1 0 1 2 6 Lakewood Ave Van Wyck Expy & 109th 0 6 1 1 8 0 7 2 0 9 0 3 0 0 3 20 Ave

Accident Analysis Report 5 | P a g e New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Year 2014 2015 2016 Total Non- Non- Non- Intersection Fatal InjuryPDO Total Fatal InjuryPDO Total Fatal InjuryPDO Total Accidents Reportable Reportable Reportable Van Wyck Expy & 107th 0 3 2 0 5 0 4 0 0 4 0 4 0 0 4 13 Ave Van Wyck Expy & 106th 0 1 1 0 2 0 2 1 0 3 0 2 1 0 3 8 Ave Van Wyck Expy & 142nd St 0 0 2 0 2 0 0 0 0 0 0 0 0 0 0 2 Van Wyck Expy & 104th 0 1 1 0 2 0 1 0 0 1 0 1 1 0 2 5 Ave Van Wyck Expy & Liberty 0 22 4 1 27 0 19 5 0 24 0 13 8 2 23 74 Ave Van Wyck Expy & Lloyd 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1 Rd Van Wyck Expy & 102nd 0 1 1 0 2 0 0 0 0 0 0 1 0 0 1 3 Ave Van Wyck Expy & 101st 0 9 2 0 11 0 5 2 0 7 0 2 0 1 3 21 Ave Van Wyck Expy & 97th Ave 0 1 1 0 2 0 1 0 0 1 0 2 2 0 4 7 Van Wyck Expy & 95th Ave 0 2 3 1 6 0 1 1 0 2 0 4 1 0 5 13 Van Wyck Expy & Atlantic 0 2 2 0 4 0 2 1 0 3 0 5 2 0 7 14 Ave Van Wyck Expy & Archer 0 3 0 0 3 0 0 2 0 2 0 1 0 0 1 6 Ave Van Wyck Expy & 91st Ave 0 4 3 1 8 0 5 3 0 8 0 7 3 0 10 26 Van Wyck Expy & 90th Ave 0 2 0 0 2 0 1 1 0 2 0 4 0 0 4 8 Van Wyck Expy & Jamaica 0 21 9 0 30 0 14 3 0 17 0 12 8 0 20 67 Ave Van Wyck Expy & Hillside 0 26 5 2 33 0 17 2 0 19 0 9 8 0 17 69 Ave Van Wyck Expy & 87th Ave 0 1 0 0 1 0 4 3 0 7 0 0 0 0 0 8 Van Wyck Expy & 86th Ave 0 4 1 0 5 0 1 4 0 5 0 0 0 0 0 10 Van Wyck Expy & Queens 0 0 1 0 1 0 0 0 0 0 0 0 1 0 1 2 Blvd

Accident Analysis Report 6 | P a g e New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Year 2014 2015 2016 Total Non- Non- Non- Intersection Fatal InjuryPDO Total Fatal InjuryPDO Total Fatal InjuryPDO Total Accidents Reportable Reportable Reportable Queens Blvd & Main St 0 1 0 0 1 0 1 1 0 2 0 0 1 0 1 4 Totals 0 157 53 7 217 0 119 44 1 164 1 118 45 6 170 551

Table 15 – Van Wyck Expressway SR SB Intersections Accidents Summary Report by Year and Location Year 2014 2015 2016 Total Non- Non- Non- Intersection Fatal Injury PDO Total Fatal Injury PDO Total Fatal Injury PDO Total Accidents Reportable Reportable Reportable 135th Ave & 135th Pl 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 2 Van Wyck Expy & 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1 133rd Ave Van Wyck Expy & 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 1 Sutter Ave Van Wyck Expy & 0 0 1 0 1 0 0 1 0 1 0 0 0 0 0 2 Alwick Rd Van Wyck Expy & 0 13 4 0 17 0 17 3 0 20 0 19 9 0 28 65 Rockaway Blvd Van Wyck Expy & 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1 120th Ave Van Wyck Expy & 0 2 0 0 2 0 0 0 0 0 0 2 0 0 2 4 Foch Blvd Van Wyck Expy & 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1 115th Ave Van Wyck Expy & 0 2 0 0 2 0 2 0 0 2 0 4 1 0 5 9 Linden Blvd Van Wyck Expy & 0 2 1 0 3 0 1 0 0 1 0 2 0 0 2 6 111th Ave Van Wyck Expy & 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1 109th Ave

Accident Analysis Report 7 | P a g e New York State Department of Transportation Van Wyck Expressway Capacity and Access Improvements to JFK Airport

Year 2014 2015 2016 Total Non- Non- Non- Intersection Fatal Injury PDO Total Fatal Injury PDO Total Fatal Injury PDO Total Accidents Reportable Reportable Reportable Van Wyck Expy & 0 1 0 0 1 0 1 0 0 1 0 0 1 0 1 3 107th Ave Van Wyck Expy & 0 2 1 0 3 0 0 0 0 0 0 1 0 0 1 4 105th Ave Van Wyck Expy & 0 1 1 1 3 0 3 2 0 5 0 4 0 0 4 12 Liberty Ave Van Wyck Expy & 0 0 0 0 0 0 0 1 1 2 0 1 0 0 1 3 101st Ave Van Wyck Expy & 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1 97th Ave Van Wyck Expy & 0 5 0 1 6 0 2 2 0 4 0 10 3 1 14 24 Atlantic Ave Van Wyck Expy & 91st 0 1 0 0 1 0 1 1 0 2 0 0 0 0 0 3 Ave Van Wyck Expy & 0 1 1 0 2 0 0 0 1 1 0 3 0 0 3 6 89th Ave Van Wyck Expy & 0 1 2 0 3 0 0 0 0 0 0 0 4 0 4 7 Jamaica Ave Van Wyck Expy & 0 4 0 0 4 0 3 1 0 4 0 3 1 0 4 12 Hillside Ave Van Wyck Expy & 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 1 Kew Gardens Rd Van Wyck Expy & 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 1 Queens Blvd Totals 0 38 12 2 52 0 32 12 2 46 0 51 20 1 72 170

Accident Analysis Report 8 | P a g e New York State Department of Transportation PIN X735.82 REGION 11 QUEENS COUNTY

VAN WYCK EXPRESSWAY CAPACITY AND ACCESS IMPROVEMENTS TO JFK AIRPORT ACCIDENT ANALYSIS REPORT August 2017

Appendix D Accident Calculations NB Mainline Accident Rate Calcs

Reference Marker 678I X5M1 1001 678I X5M1 1002 678I X5M1 1003 678I X5M1 1003 INT 678I X5M1 1004 678I X5M1 1005 678I X5M1 1006 678I X5M1 1007 Total Accidents 1 10 3 24 1 7 1 1 Total Fatalities 0 0 0 0 0 0 0 0 Accidents Injuries 1 8 2 15 1 6 0 1 Chart PDO 0 1 1 9 0 1 1 0 NR 0 1 0 0 0 0 0 0

Accident NYSDOT AADT 22006 22006 54787 54787 54787 54787 54787 54787 Rate Calcs ACCIDENT RATE per MVM 0.41 4.15 0.50 4.00 0.17 1.17 0.17 0.17 NYS ACCIDENT RATE 1.1 1.1 1.1 1.1 1.1 1.1 1.1 1.1

Dry Road 1 5 1 17 1 3 1 1 Accident Daylight Conditions 1 3 2 16 1 2 0 1 Conditions Dry Conditions % 100% 50% 33% 71% 100% 43% 100% 100% Chart Daylight Conditions % 100% 30% 67% 67% 100% 29% 0% 100%

COLLISION WITH MOTOR VEHICLE 1 8 2 21 1 5 1 0 COLL. W/EARTH ELE./ROCK CUT/DITCH 1 COLLISION WITH GUIDE RAIL 1 1 1 COLLISION WITH MEDIAN/BARRIER 1 COLLISION WITH BUILDING/WALL 1 OVERTURNED 1 Type of RAN OFF ROAD ONLY 1 Accident COLLISION WITH FENCE COLLISION WITH OTHER FIXED OBJECT COLLISION WITH PEDESTRIAN COLLISION WITH CURBING COLLISION WITH OTHER BARRIER COLLISION WITH OTHER NOT REPORTED 1

Appendix D Page 1 of 39 NB Mainline Accident Rate Calcs

Reference Marker 678I X5M1 1001 678I X5M1 1002 678I X5M1 1003 678I X5M1 1003 INT 678I X5M1 1004 678I X5M1 1005 678I X5M1 1006 678I X5M1 1007 COLLISION WITH COLLISION WITH COLLISION WITH COLLISION WITH MOTOR COLLISION WITH COLLISION WITH COLLISION WITH COLLISION WITH Most Common Type MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE VEHICLE MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE GUIDE RAIL % of most common type 100% 80% 67% 88% 100% 71% 100% 100% COLL. W/EARTH COLLISION WITH COLLISION WITH GUIDE 2nd Most Common Type ELE./ROCK OVERTURNED GUIDE RAIL RAIL CUT/DITCH % of 2nd most common type 10% 33% 4% 14% 0% COLLISION WITH RAN OFF ROAD 3rd Most Common Type NOT REPORTED MEDIAN/BARRIER ONLY % of 3rd most common type 10% 4% 14% Formula Check: Check Accident Total:

REAR END 1 2 1 7 0 1 0 0 OVERTAKING 2 1 5 1 2 1 UNKNOWN 3 5 1 Manner of OTHER 3 1 7 3 1 Collision RIGHT ANGLE RIGHT TURN (WITH OTHER CAR) LEFT TURN (WITH OTHER CAR) Most Common Type REAR END OTHER REAR END REAR END OVERTAKING OTHER OVERTAKING OTHER % of most common type 100% 30% 33% 29% 100% 43% 100% 100% 2nd Most Common Type UNKNOWN OVERTAKING OTHER OVERTAKING % of 2nd most common type 30% 33% 29% 0% 29% 0% 0% 3rd Most Common Type REAR END OTHER OVERTAKING REAR END % of 3rd most common type 20% 33% 21% 14% Formula Check: Check Accident Total:

Appendix D Page 2 of 39 NB Mainline Accident Rate Calcs

Reference Marker 678I X5M1 1008 678I X5M1 1009 678I X5M1 1011 678I X5M1 1012 678I X5M1 1013 678I X5M1 1015 678I X5M1 1016 678I X5M1 1018 678I X5M1 1019 Total Accidents 1 2 5 1 1 17 1 1 1 Total Fatalities 0 0 0 0 0 0 0 0 0 Accidents Injuries 0 1 3 1 1 11 1 0 0 Chart PDO 0 1 2 0 0 6 0 1 1 NR 1 0 0 0 0 0 0 0 0

Accident NYSDOT AADT 54787 68930 68930 68930 68930 68930 68930 68930 68930 Rate Calcs ACCIDENT RATE per MVM 0.17 0.26 0.66 0.13 0.13 2.25 0.13 0.13 0.13 NYS ACCIDENT RATE 1.1 1.1 1.1 1.1 1.1 1.1 1.1 1.1 1.1

Dry Road 1 1 3 0 1 10 1 1 0 Accident Daylight Conditions 1 1 4 1 0 10 0 1 0 Conditions Dry Conditions % 100% 50% 60% 0% 100% 59% 100% 100% 0% Chart Daylight Conditions % 100% 50% 80% 100% 0% 59% 0% 100% 0%

COLLISION WITH MOTOR VEHICLE 1 2 4 1 1 17 1 1 1 COLL. W/EARTH ELE./ROCK CUT/DITCH COLLISION WITH GUIDE RAIL COLLISION WITH MEDIAN/BARRIER COLLISION WITH BUILDING/WALL OVERTURNED Type of RAN OFF ROAD ONLY Accident COLLISION WITH FENCE 1 COLLISION WITH OTHER FIXED OBJECT COLLISION WITH PEDESTRIAN COLLISION WITH CURBING COLLISION WITH OTHER BARRIER COLLISION WITH OTHER NOT REPORTED

Appendix D Page 3 of 39 NB Mainline Accident Rate Calcs

Reference Marker 678I X5M1 1008 678I X5M1 1009 678I X5M1 1011 678I X5M1 1012 678I X5M1 1013 678I X5M1 1015 678I X5M1 1016 678I X5M1 1018 678I X5M1 1019 COLLISION WITH COLLISION WITH COLLISION WITH COLLISION WITH COLLISION WITH COLLISION WITH COLLISION WITH COLLISION WITH COLLISION WITH Most Common Type MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE % of most common type 100% 100% 80% 100% 100% 100% 100% 100% 100%

COLLISION WITH 2nd Most Common Type FENCE

% of 2nd most common type 20%

3rd Most Common Type

% of 3rd most common type Formula Check: Check Accident Total:

REAR END 1 0 2 1 0 9 1 1 0 OVERTAKING 1 1 3 1 UNKNOWN 1 3 Manner of OTHER 1 1 Collision RIGHT ANGLE 1 1 RIGHT TURN (WITH OTHER CAR) 1 LEFT TURN (WITH OTHER CAR) Most Common Type REAR END OTHER REAR END REAR END OVERTAKING REAR END REAR END REAR END OVERTAKING % of most common type 100% 50% 40% 100% 100% 53% 100% 100% 100% 2nd Most Common Type UNKNOWN OVERTAKING OVERTAKING % of 2nd most common type 50% 20% 0% 18% 0% 3rd Most Common Type OTHER UNKNOWN % of 3rd most common type 0% 20% 18% Formula Check: Check Accident Total:

Appendix D Page 4 of 39 NB Mainline Accident Rate Calcs

Reference Marker 678I X5M1 1021 678I X5M1 1022 678I X5M1 1023 678I X5M1 1023 INT 678I X5M1 1024 678I X5M1 1026 678I X5M1 1027 678I X5M1 1028 Total Accidents 1 2 2 1 1 5 1 2 Total Fatalities 0 0 0 0 0 0 0 0 Accidents Injuries 1 2 2 1 1 2 0 1 Chart PDO 0 0 0 0 0 2 1 1 NR 0 0 0 0 0 1 0 0

Accident NYSDOT AADT 68930 68930 68930 68930 68930 68930 64409 64409 Rate Calcs ACCIDENT RATE per MVM 0.13 0.26 0.26 0.13 0.13 0.66 0.14 0.28 NYS ACCIDENT RATE 1.1 1.1 1.1 1.1 1.1 1.1 1.1 1.1

Dry Road 1 2 1 1 1 4 0 1 Accident Daylight Conditions 1 2 0 0 1 5 0 0 Conditions Dry Conditions % 100% 100% 50% 100% 100% 80% 0% 50% Chart Daylight Conditions % 100% 100% 0% 0% 100% 100% 0% 0%

COLLISION WITH MOTOR VEHICLE 1 2 2 1 1 5 1 1 COLL. W/EARTH ELE./ROCK CUT/DITCH COLLISION WITH GUIDE RAIL COLLISION WITH MEDIAN/BARRIER COLLISION WITH BUILDING/WALL OVERTURNED Type of RAN OFF ROAD ONLY Accident COLLISION WITH FENCE COLLISION WITH OTHER FIXED OBJECT 1 COLLISION WITH PEDESTRIAN COLLISION WITH CURBING COLLISION WITH OTHER BARRIER COLLISION WITH OTHER NOT REPORTED

Appendix D Page 5 of 39 NB Mainline Accident Rate Calcs

Reference Marker 678I X5M1 1021 678I X5M1 1022 678I X5M1 1023 678I X5M1 1023 INT 678I X5M1 1024 678I X5M1 1026 678I X5M1 1027 678I X5M1 1028 COLLISION WITH COLLISION WITH COLLISION WITH COLLISION WITH COLLISION WITH COLLISION WITH COLLISION WITH COLLISION WITH Most Common Type MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE % of most common type 100% 100% 100% 100% 100% 100% 100% 50% COLLISION WITH 2nd Most Common Type OTHER FIXED OBJECT % of 2nd most common type 50%

3rd Most Common Type

% of 3rd most common type Formula Check: Check Accident Total:

REAR END 0 2 2 0 1 3 1 1 OVERTAKING 1 UNKNOWN Manner of OTHER 1 2 1 Collision RIGHT ANGLE RIGHT TURN (WITH OTHER CAR) LEFT TURN (WITH OTHER CAR) Most Common Type OVERTAKING REAR END REAR END OTHER REAR END REAR END REAR END REAR END % of most common type 100% 100% 100% 100% 100% 60% 100% 50% 2nd Most Common Type OTHER OTHER % of 2nd most common type 0% 0% 40% 50% 3rd Most Common Type % of 3rd most common type Formula Check: Check Accident Total:

Appendix D Page 6 of 39 NB Mainline Accident Rate Calcs

Reference Marker 678I X5M1 1028 INT 678I X5M1 1029 678I X5M1 1030 678I X5M1 1031 678I X5M1 1032 678I X5M1 1032 INT Total Accidents 2 5 1 22 1 1 Total Fatalities 0 0 0 0 0 0 Accidents Injuries 0 3 1 13 1 1 Chart PDO 2 2 0 8 0 0 NR 0 0 0 1 0 0

Accident NYSDOT AADT 64409 64409 64409 75304 75304 75304 Rate Calcs ACCIDENT RATE per MVM 0.28 0.71 0.14 2.67 0.12 0.12 NYS ACCIDENT RATE 1.1 1.1 1.1 1.1 1.1 1.1

Dry Road 1 4 1 15 1 0 Accident Daylight Conditions 1 2 0 12 1 0 Conditions Dry Conditions % 50% 80% 100% 68% 100% 0% Chart Daylight Conditions % 50% 40% 0% 55% 100% 0%

COLLISION WITH MOTOR VEHICLE 2 5 1 21 1 1 COLL. W/EARTH ELE./ROCK CUT/DITCH COLLISION WITH GUIDE RAIL COLLISION WITH MEDIAN/BARRIER COLLISION WITH BUILDING/WALL OVERTURNED Type of RAN OFF ROAD ONLY Accident COLLISION WITH FENCE COLLISION WITH OTHER FIXED OBJECT COLLISION WITH PEDESTRIAN COLLISION WITH CURBING COLLISION WITH OTHER BARRIER COLLISION WITH OTHER NOT REPORTED 1

Appendix D Page 7 of 39 NB Mainline Accident Rate Calcs

Reference Marker 678I X5M1 1028 INT 678I X5M1 1029 678I X5M1 1030 678I X5M1 1031 678I X5M1 1032 678I X5M1 1032 INT COLLISION WITH COLLISION WITH COLLISION WITH COLLISION WITH COLLISION WITH COLLISION WITH Most Common Type MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE % of most common type 100% 100% 100% 95% 100% 100%

2nd Most Common Type NOT REPORTED

% of 2nd most common type 5%

3rd Most Common Type

% of 3rd most common type Formula Check: Check Accident Total:

REAR END 0 3 0 8 1 1 OVERTAKING 2 1 3 UNKNOWN 8 Manner of OTHER 1 1 3 Collision RIGHT ANGLE RIGHT TURN (WITH OTHER CAR) LEFT TURN (WITH OTHER CAR) Most Common Type OVERTAKING REAR END OTHER REAR END REAR END REAR END % of most common type 100% 60% 100% 36% 100% 100% 2nd Most Common Type OVERTAKING UNKNOWN % of 2nd most common type 0% 20% 0% 36% 3rd Most Common Type OTHER OVERTAKING % of 3rd most common type 20% 14% Formula Check: Check Accident Total:

Appendix D Page 8 of 39 NB Mainline Accident Rate Calcs

Reference Marker 678I X5M1 1033 678I X5M1 1034 678I X5M1 1035 678I X5M1 1035 INT 678I X5M1 1036 678I X5M1 1038 678I X5M1 1039 678I X5M1 1040 Total Accidents 1 1 9 1 3 15 1 22 Total Fatalities 0 0 0 0 0 0 0 0 Accidents Injuries 1 0 6 0 1 6 0 14 Chart PDO 0 1 3 1 2 8 1 8 NR 0 0 0 0 0 1 0 0

Accident NYSDOT AADT 75304 75304 75304 75304 73022 73022 73022 73022 Rate Calcs ACCIDENT RATE per MVM 0.12 0.12 1.09 0.12 0.38 1.88 0.13 2.75 NYS ACCIDENT RATE 1.1 1.1 1.1 1.1 1.1 1.1 1.1 1.1

Dry Road 1 0 7 0 2 12 1 15 Accident Daylight Conditions 1 0 4 0 1 12 1 8 Conditions Dry Conditions % 100% 0% 78% 0% 67% 80% 100% 68% Chart Daylight Conditions % 100% 0% 44% 0% 33% 80% 100% 36%

COLLISION WITH MOTOR VEHICLE 1 1 7 1 3 14 1 15 COLL. W/EARTH ELE./ROCK CUT/DITCH COLLISION WITH GUIDE RAIL 2 COLLISION WITH MEDIAN/BARRIER 1 4 COLLISION WITH BUILDING/WALL 1 OVERTURNED Type of RAN OFF ROAD ONLY Accident COLLISION WITH FENCE COLLISION WITH OTHER FIXED OBJECT COLLISION WITH PEDESTRIAN 1 COLLISION WITH CURBING COLLISION WITH OTHER BARRIER COLLISION WITH OTHER NOT REPORTED 1

Appendix D Page 9 of 39 NB Mainline Accident Rate Calcs

Reference Marker 678I X5M1 1033 678I X5M1 1034 678I X5M1 1035 678I X5M1 1035 INT 678I X5M1 1036 678I X5M1 1038 678I X5M1 1039 678I X5M1 1040 COLLISION WITH COLLISION WITH COLLISION WITH COLLISION WITH COLLISION WITH COLLISION WITH COLLISION WITH COLLISION WITH Most Common Type MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE % of most common type 100% 100% 78% 100% 100% 93% 100% 68% COLLISION WITH 2nd Most Common Type MEDIAN/BARRIE NOT REPORTED R % of 2nd most common type 11% 7% 18% COLLISION WITH COLLISION WITH 3rd Most Common Type PEDESTRIAN GUIDE RAIL % of 3rd most common type 11% 9% Formula Check: Check Accident Total:

REAR END 0 0 4 0 1 4 0 9 OVERTAKING 2 1 1 6 1 1 UNKNOWN 1 1 1 3 4 Manner of OTHER 1 2 2 8 Collision RIGHT ANGLE RIGHT TURN (WITH OTHER CAR) LEFT TURN (WITH OTHER CAR) Most Common Type OTHER UNKNOWN REAR END OVERTAKING REAR END OVERTAKING OVERTAKING REAR END % of most common type 100% 100% 44% 100% 33% 40% 100% 41% 2nd Most Common Type OVERTAKING OVERTAKING REAR END OTHER % of 2nd most common type 0% 0% 22% 0% 33% 27% 0% 36% 3rd Most Common Type OTHER UNKNOWN UNKNOWN UNKNOWN % of 3rd most common type 22% 33% 20% 18% Formula Check: Check Accident Total:

Appendix D Page 10 of 39 NB Mainline Accident Rate Calcs

Reference Marker 678I X5M1 1041 Total Accidents 66 Total Fatalities 0 Accidents Injuries 41 Chart PDO 25 NR 0

Accident NYSDOT AADT 73022 Rate Calcs ACCIDENT RATE per MVM 8.25 NYS ACCIDENT RATE 1.1

Dry Road 39 Accident Daylight Conditions 30 Conditions Dry Conditions % 59% Chart Daylight Conditions % 45%

COLLISION WITH MOTOR VEHICLE 52 COLL. W/EARTH ELE./ROCK CUT/DITCH COLLISION WITH GUIDE RAIL 5 COLLISION WITH MEDIAN/BARRIER 4 COLLISION WITH BUILDING/WALL 1 OVERTURNED Type of RAN OFF ROAD ONLY Accident COLLISION WITH FENCE COLLISION WITH OTHER FIXED OBJECT COLLISION WITH PEDESTRIAN COLLISION WITH CURBING 1 COLLISION WITH OTHER BARRIER 2 COLLISION WITH OTHER 1 NOT REPORTED

Appendix D Page 11 of 39 NB Mainline Accident Rate Calcs

Reference Marker 678I X5M1 1041 COLLISION WITH Most Common Type MOTOR VEHICLE % of most common type 79%

COLLISION WITH 2nd Most Common Type GUIDE RAIL

% of 2nd most common type 8% COLLISION WITH 3rd Most Common Type MEDIAN/BARRIER % of 3rd most common type 6% Formula Check: Check Accident Total:

REAR END 23 OVERTAKING 7 UNKNOWN 11 Manner of OTHER 24 Collision RIGHT ANGLE RIGHT TURN (WITH OTHER CAR) LEFT TURN (WITH OTHER CAR) 1 Most Common Type OTHER % of most common type 36% 2nd Most Common Type REAR END % of 2nd most common type 35% 3rd Most Common Type UNKNOWN % of 3rd most common type 17% Formula Check: Check Accident Total:

Appendix D Page 12 of 39 SB Mainline Accident Rate Calcs

Reference Marker 678I X5M1 2000 678I X5M1 2002 678I X5M1 2002 - Off Ramp 678I X5M1 2003 678I X5M1 2004 678I X5M1 2004 - INT 678I X5M1 2005 Total Accidents 4 3 6 10 2 10 2 Total Fatalities 0 0 0 0 0 0 0 Accidents Injuries 2 1 2 7 2 9 1 Chart PDO 2 2 4 3 0 1 1 NR 0 0 0 0 0 0 0

Accident NYSDOT AADT 31291 31291 31291 75918 75918 75918 75918 Rate Calcs ACCIDENT RATE per MVM 1.17 0.88 1.75 1.20 0.24 1.20 0.24 NYS ACCIDENT RATE 1.1 1.1 1.1 1.1 1.1 1.1 1.1

Dry Road 2 3 5 6 2 8 1 Accident Daylight Conditions 1 1 1 2 1 5 1 Conditions Dry Conditions % 50% 100% 83% 60% 100% 80% 50% Chart Daylight Conditions % 25% 33% 17% 20% 50% 50% 50%

COLLISION WITH MOTOR VEHICLE 4 3 5 8 2 9 2 COLLISION WITH MEDIAN/BARRIER 1 COLLISION WITH OTHER BARRIER 1 COLLISION WITH CRASH CUSHION 1 Type of COLL. W/LIGHT SUPPORT/UTILITY POLE 1 Accident COLLISION WITH GUIDE RAIL COLLISION WITH PEDESTRIAN NON-REPORTABLE COLLISION WITH SIGN POST

Appendix D Page 13 of 39 SB Mainline Accident Rate Calcs

Reference Marker 678I X5M1 2000 678I X5M1 2002 678I X5M1 2002 - Off Ramp 678I X5M1 2003 678I X5M1 2004 678I X5M1 2004 - INT 678I X5M1 2005

COLLISION WITH COLLISION WITH COLLISION WITH MOTOR COLLISION WITH COLLISION WITH COLLISION WITH COLLISION WITH Most Common Type MOTOR VEHICLE MOTOR VEHICLE VEHICLE MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE % of most common type 100% 100% 83% 80% 100% 90% 100% COLLISION WITH COLLISION WITH COLL. W/LIGHT 2nd Most Common Type MEDIAN/BARRIER OTHER BARRIER SUPPORT/UTILITY POLE % of 2nd most common type 17% 10% 10%

3rd Most Common Type COLLISION WITH CRASH CUSHION % of 3rd most common type 10%

REAR END 2 2 2 2 1 1 OVERTAKING 2 1 2 3 UNKNOWN 1 2 1 2 Manner of OTHER 2 1 4 3 Collision RIGHT ANGLE 1 HEAD ON RIGHT TURN (WITH OTHER CAR) 1 RIGHT TURN (AGAINST OTHER CAR) 1 SIDESWIPE Most Common Type REAR END OVERTAKING REAR END OTHER REAR END OVERTAKING REAR END % of most common type 50% 67% 33% 40% 100% 30% 50% 2nd Most Common Type UNKNOWN UNKNOWN REAR END OTHER RIGHT ANGLE % of 2nd most common type 50% 33% 33% 20% 30% 50% 3rd Most Common Type OVERTAKING OVERTAKING UNKNOWN % of 3rd most common type 17% 20% 20% Formula Check: Check Accident Total:

Appendix D Page 14 of 39 SB Mainline Accident Rate Calcs

Reference Marker 678I X5M1 2007 678I X5M1 2007 - INT 678I X5M1 2009 678I X5M1 2010 678I X5M1 2011 678I X5M1 2011 - INT 678I X5M1 2014 Total Accidents 1 1 4 1 5 1 3 Total Fatalities 0 0 0 0 0 0 0 Accidents Injuries 0 1 3 1 1 0 1 Chart PDO 1 0 1 0 4 1 2 NR 0 0 0 0 0 0 0

Accident NYSDOT AADT 75918 75918 69382 69382 69382 69382 69382 Rate Calcs ACCIDENT RATE per MVM 0.12 0.12 0.53 0.13 0.66 0.13 0.39 NYS ACCIDENT RATE 1.1 1.1 1.1 1.1 1.1 1.1 1.1

Dry Road 3 1 3 1 2 Accident Daylight Conditions 0 0 1 0 2 0 0 Conditions Dry Conditions % 0% 0% 75% 100% 60% 100% 67% Chart Daylight Conditions % 0% 0% 25% 0% 40% 0% 0%

COLLISION WITH MOTOR VEHICLE 1 1 4 1 4 1 3 COLLISION WITH MEDIAN/BARRIER COLLISION WITH OTHER BARRIER COLLISION WITH CRASH CUSHION Type of COLL. W/LIGHT SUPPORT/UTILITY POLE Accident COLLISION WITH GUIDE RAIL 1 COLLISION WITH PEDESTRIAN NON-REPORTABLE COLLISION WITH SIGN POST

Appendix D Page 15 of 39 SB Mainline Accident Rate Calcs

Reference Marker 678I X5M1 2007 678I X5M1 2007 - INT 678I X5M1 2009 678I X5M1 2010 678I X5M1 2011 678I X5M1 2011 - INT 678I X5M1 2014

COLLISION WITH COLLISION WITH COLLISION WITH COLLISION WITH COLLISION WITH COLLISION WITH COLLISION WITH Most Common Type MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE % of most common type 100% 100% 100% 100% 80% 100% 100% COLLISION WITH 2nd Most Common Type GUIDE RAIL % of 2nd most common type 20%

3rd Most Common Type

% of 3rd most common type

REAR END 1 1 1 2 1 OVERTAKING 1 2 2 UNKNOWN 1 1 Manner of OTHER 2 Collision RIGHT ANGLE HEAD ON RIGHT TURN (WITH OTHER CAR) RIGHT TURN (AGAINST OTHER CAR) SIDESWIPE 1 Most Common Type REAR END OVERTAKING OVERTAKING REAR END REAR END UNKNOWN OVERTAKING % of most common type 100% 100% 50% 100% 40% 100% 67% 2nd Most Common Type REAR END OTHER REAR END % of 2nd most common type 25% 40% 33% 3rd Most Common Type UNKNOWN % of 3rd most common type 25% 20% Formula Check: Check Accident Total:

Appendix D Page 16 of 39 SB Mainline Accident Rate Calcs

Reference Marker 678I X5M1 2015 678I X5M1 2016 678I X5M1 2017 678I X5M1 2018 678I X5M1 2020 678I X5M1 2021 678I X5M1 2022 678I X5M1 2023 Total Accidents 14 1 1 2 1 1 4 3 Total Fatalities 0 0 0 0 0 0 0 0 Accidents Injuries 10 1 0 2 1 1 4 3 Chart PDO 4 0 1 0 0 0 0 0 NR 0 0 0 0 0 0 0 0

Accident NYSDOT AADT 69382 69382 69382 69382 69382 69382 69382 69382 Rate Calcs ACCIDENT RATE per MVM 1.84 0.13 0.13 0.26 0.13 0.13 0.53 0.39 NYS ACCIDENT RATE 1.1 1.1 1.1 1.1 1.1 1.1 1.1 1.1

Dry Road 14 1 2 1 1 4 2 Accident Daylight Conditions 7 0 1 0 1 0 3 0 Conditions Dry Conditions % 100% 0% 100% 100% 100% 100% 100% 67% Chart Daylight Conditions % 50% 0% 100% 0% 100% 0% 75% 0%

COLLISION WITH MOTOR VEHICLE 11 1 1 2 1 1 4 2 COLLISION WITH MEDIAN/BARRIER 1 1 COLLISION WITH OTHER BARRIER COLLISION WITH CRASH CUSHION Type of COLL. W/LIGHT SUPPORT/UTILITY POLE Accident COLLISION WITH GUIDE RAIL 1 COLLISION WITH PEDESTRIAN 1 NON-REPORTABLE COLLISION WITH SIGN POST

Appendix D Page 17 of 39 SB Mainline Accident Rate Calcs

Reference Marker 678I X5M1 2015 678I X5M1 2016 678I X5M1 2017 678I X5M1 2018 678I X5M1 2020 678I X5M1 2021 678I X5M1 2022 678I X5M1 2023

COLLISION WITH COLLISION WITH COLLISION WITH COLLISION WITH COLLISION WITH COLLISION WITH COLLISION WITH COLLISION WITH Most Common Type MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE % of most common type 79% 100% 100% 100% 100% 100% 100% 67% COLLISION WITH COLLISION WITH 2nd Most Common Type GUIDE RAIL MEDIAN/BARRIER % of 2nd most common type 7% 33% COLLISION WITH 3rd Most Common Type PEDESTRIAN % of 3rd most common type 7%

REAR END 2 1 1 1 2 1 OVERTAKING 3 1 1 UNKNOWN 1 Manner of OTHER 6 1 1 1 2 Collision RIGHT ANGLE 2 HEAD ON RIGHT TURN (WITH OTHER CAR) RIGHT TURN (AGAINST OTHER CAR) SIDESWIPE Most Common Type OTHER REAR END REAR END REAR END OTHER OVERTAKING REAR END OTHER % of most common type 43% 100% 100% 50% 100% 100% 50% 67% 2nd Most Common Type OVERTAKING OTHER OVERTAKING REAR END % of 2nd most common type 21% 50% 25% 33% 3rd Most Common Type RIGHT ANGLE OTHER % of 3rd most common type 14% 25% Formula Check: Check Accident Total:

Appendix D Page 18 of 39 SB Mainline Accident Rate Calcs

Reference Marker 678I X5M1 2024 678I X5M1 2025 678I X5M1 2026 678I X5M1 2028 678I X5M1 2029 678I X5M1 2030 678I X5M1 2031 678I X5M1 2032 Total Accidents 1 1 5 2 3 5 5 1 Total Fatalities 0 0 1 0 0 0 0 0 Accidents Injuries 0 0 4 2 1 2 3 0 Chart PDO 1 1 0 0 2 2 2 1 NR 0 0 0 0 0 1 0 0

Accident NYSDOT AADT 69382 69382 69382 65689 65689 65689 69672 69672 Rate Calcs ACCIDENT RATE per MVM 0.13 0.13 0.66 0.28 0.42 0.70 0.66 0.13 NYS ACCIDENT RATE 1.1 1.1 1.1 1.1 1.1 1.1 1.1 1.1

Dry Road 1 4 2 3 2 4 1 Accident Daylight Conditions 0 0 2 0 1 0 2 0 Conditions Dry Conditions % 100% 0% 80% 100% 100% 40% 80% 100% Chart Daylight Conditions % 0% 0% 40% 0% 33% 0% 40% 0%

COLLISION WITH MOTOR VEHICLE 1 1 4 1 3 4 5 1 COLLISION WITH MEDIAN/BARRIER COLLISION WITH OTHER BARRIER COLLISION WITH CRASH CUSHION 1 Type of COLL. W/LIGHT SUPPORT/UTILITY POLE Accident COLLISION WITH GUIDE RAIL COLLISION WITH PEDESTRIAN 1 NON-REPORTABLE 1 COLLISION WITH SIGN POST

Appendix D Page 19 of 39 SB Mainline Accident Rate Calcs

Reference Marker 678I X5M1 2024 678I X5M1 2025 678I X5M1 2026 678I X5M1 2028 678I X5M1 2029 678I X5M1 2030 678I X5M1 2031 678I X5M1 2032

COLLISION WITH COLLISION WITH COLLISION WITH COLLISION WITH COLLISION WITH COLLISION WITH COLLISION WITH COLLISION WITH Most Common Type MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE % of most common type 100% 100% 80% 50% 100% 80% 100% 100% COLLISION WITH NON- 2nd Most Common Type COLLISION WITH PEDESTRIAN REPORTABLE CRASH CUSHION % of 2nd most common type 20% 50% 20%

3rd Most Common Type

% of 3rd most common type

REAR END 1 1 2 3 2 OVERTAKING 1 2 1 1 1 1 UNKNOWN 1 Manner of OTHER 1 1 3 Collision RIGHT ANGLE HEAD ON 1 RIGHT TURN (WITH OTHER CAR) RIGHT TURN (AGAINST OTHER CAR) SIDESWIPE Most Common Type REAR END OVERTAKING OVERTAKING OVERTAKING REAR END REAR END OTHER OVERTAKING % of most common type 100% 100% 40% 50% 67% 60% 60% 100% 2nd Most Common Type REAR END OTHER OVERTAKING OVERTAKING REAR END % of 2nd most common type 20% 50% 33% 20% 40% 3rd Most Common Type HEAD ON UNKNOWN % of 3rd most common type 20% 20% Formula Check: Check Accident Total:

Appendix D Page 20 of 39 SB Mainline Accident Rate Calcs

Reference Marker 678I X5M1 2033 678I X5M1 2033 - INT 678I X5M1 2035 678I X5M1 2037 678I X5M1 2038 678I X5M1 2040 678I X5M1 2041 Total Accidents 1 1 7 2 4 4 13 Total Fatalities 0 0 0 0 0 0 0 Accidents Injuries 0 1 3 1 1 0 9 Chart PDO 1 0 4 1 2 3 4 NR 0 0 0 0 1 1 0

Accident NYSDOT AADT 69672 69672 69672 72245 72245 72245 55997 Rate Calcs ACCIDENT RATE per MVM 0.13 0.13 0.92 0.25 0.51 0.51 2.12 NYS ACCIDENT RATE 1.1 1.1 1.1 1.1 1.1 1.1 1.1

Dry Road 1 1 6 2 4 3 8 Accident Daylight Conditions 0 1 6 2 2 2 5 Conditions Dry Conditions % 100% 100% 86% 100% 100% 75% 62% Chart Daylight Conditions % 0% 100% 86% 100% 50% 50% 38%

COLLISION WITH MOTOR VEHICLE 1 5 2 4 3 10 COLLISION WITH MEDIAN/BARRIER 1 1 COLLISION WITH OTHER BARRIER 1 COLLISION WITH CRASH CUSHION Type of COLL. W/LIGHT SUPPORT/UTILITY POLE Accident COLLISION WITH GUIDE RAIL 2 COLLISION WITH PEDESTRIAN NON-REPORTABLE 1 COLLISION WITH SIGN POST 1

Appendix D Page 21 of 39 SB Mainline Accident Rate Calcs

Reference Marker 678I X5M1 2033 678I X5M1 2033 - INT 678I X5M1 2035 678I X5M1 2037 678I X5M1 2038 678I X5M1 2040 678I X5M1 2041

COLLISION WITH COLLISION WITH COLLISION WITH COLLISION WITH COLLISION WITH COLLISION WITH Most Common Type MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE % of most common type 100% 100% 71% 100% 100% 75% 77% COLLISION WITH NON- COLLISION WITH 2nd Most Common Type MEDIAN/BARRIER REPORTABLE GUIDE RAIL % of 2nd most common type 14% 25% 15% COLLISION WITH COLLISION WITH 3rd Most Common Type OTHER BARRIER SIGN POST % of 3rd most common type 14% 8%

REAR END 1 1 1 2 2 6 OVERTAKING 4 2 1 UNKNOWN 1 2 Manner of OTHER 1 2 1 1 4 Collision RIGHT ANGLE HEAD ON RIGHT TURN (WITH OTHER CAR) RIGHT TURN (AGAINST OTHER CAR) SIDESWIPE Most Common Type OTHER REAR END OVERTAKING REAR END REAR END REAR END REAR END % of most common type 100% 100% 57% 50% 50% 50% 46% 2nd Most Common Type OTHER OTHER OVERTAKING UNKNOWN OTHER % of 2nd most common type 29% 50% 50% 25% 31% 3rd Most Common Type REAR END OTHER UNKNOWN % of 3rd most common type 14% 25% 15% Formula Check: Check Accident Total:

Appendix D Page 22 of 39 NB SR Accident Rate Calcs

VAN VAN VAN WYCK Van Wyck WYCK VAN WYCK EXPY VAN WYCK EXPY VAN WYCK EXPY VAN WYCK EXPY & WYCK 139TH ST & FOCH VAN WYCK EXPY Intersection EXPY & Expy & EXPY & & 135TH AV & 134TH AV & 130TH AV ROCKAWAY BLVD EXPY & BLVD & 116TH AV 133RD AV SUTTER AV FOCH 120TH AV BLVD Total Accidents 6 3 20 6 2 8 3 16 12 10 Fatalities 0 0 0 0 0 0 0 0 0 0 Total Accidents Injuries 2 3 15 4 1 7 3 12 12 5 Chart PDO 4 0 5 1 0 1 0 4 0 4 NR 0 0 0 1 1 0 0 0 0 1

Note AADT NA AADT NA AADT NA AADT NA AADT NA AADT NA AADT 11065 9624 14036 9624 9624 23226 9624 17381 8454 13645 Accident Rate ACCIDENT RATE PER MEV 0.50 0.28 1.30 0.57 0.19 0.31 0.28 0.84 1.30 0.67 NYS ACCIDENT RATE 0.17 0.17 0.5 0.17 0.17 0.5 0.17 0.5 0.28 0.17

DAYLIGHT 4 1 11 2 1 3 1 9 7 6 Accident DRY ROAD 2 0 12 4 1 6 3 12 7 6 Conditions Chart DAYLIGHT % 67% 33% 55% 33% 50% 38% 33% 56% 58% 60% DRY ROAD % 33% 0% 60% 67% 50% 75% 100% 75% 58% 60%

COLLISION WITH MOTOR VEHICLE 4 3 16 4 1 5 3 16 12 8 COLLISION WITH PEDESTRIAN NOT ENTERED 1 1 1 COLLISION WITH SIGN POST COLLISION WITH BUILDING/WALL COLLISION WITH BICYCLIST 1 COLL. W/LIGHT SUPPORT/UTILITY POLE 1 UNKNOWN 1 Type of Accident COLLISION WITH CURBING 1 COLLISION WITH OTHER BARRIER 1 2 1 COLLISION WITH MEDIAN/BARRIER 1 1 COLLISION WITH OTHER FIXED OBJECT COLLISION WITH FENCE OTHER NON-COLLISION COLLISION WITH GUIDE RAIL COLLISION WITH CRASH CUSHION 1

Appendix D Page 23 of 39 NB SR Accident Rate Calcs

VAN VAN VAN WYCK Van Wyck WYCK VAN WYCK EXPY VAN WYCK EXPY VAN WYCK EXPY VAN WYCK EXPY & WYCK 139TH ST & FOCH VAN WYCK EXPY Intersection EXPY & Expy & EXPY & & 135TH AV & 134TH AV & 130TH AV ROCKAWAY BLVD EXPY & BLVD & 116TH AV 133RD AV SUTTER AV FOCH 120TH AV BLVD COLLISION COLLISIO COLLISIO COLLISION COLLISION WITH COLLISION WITH WITH COLLISION WITH COLLISION WITH N WITH N WITH COLLISION WITH COLLISION WITH Most Common Type WITH MOTOR MOTOR VEHICLE MOTOR VEHICLE MOTOR MOTOR VEHICLE MOTOR VEHICLE MOTOR MOTOR MOTOR VEHICLE MOTOR VEHICLE VEHICLE VEHICLE VEHICLE VEHICLE % of most common type 67% 100% 80% 67% 50% 63% 100% 100% 100% 80% COLLISION COLL. W/LIGHT COLLISION WITH COLLISION WITH 2nd Most Common Type WITH OTHER UNKNOWN NOT ENTERED SUPPORT/UTILITY OTHER BARRIER OTHER BARRIER BARRIER POLE % of 2nd most common type 17% 10% 17% 50% 13% 10% COLLISION COLLISION WITH COLLISION WITH 3rd Most Common Type WITH NOT ENTERED NOT ENTERED MEDIAN/BARRIER CRASH CUSHION BICYCLIST % of 3rd most common type 17% 5% 17% 13% 10% Formula Check:

REAR END 2 1 1 1 1 3 3 1 RIGHT ANGLE 2 5 7 LEFT TURN (WITH OTHER CAR) 1 2 1 1 OVERTAKING 1 1 5 2 1 1 2 2 OTHER 2 5 1 3 1 3 2 Manner of HEAD ON 1 Collision RIGHT TURN (AGAINST OTHER CAR) 1 LEFT TURN (AGAINST OTHER CAR) NOT ENTERED 1 1 1 SIDESWIPE 1 RIGHT TURN (WITH OTHER CAR) UNKNOWN 3 1 5 1 1 1 1 3 RIGHT Most Common Type UNKNOWN OVERTAKING OVERTAKING OVERTAKING REAR END OTHER REAR END RIGHT ANGLE UNKNOWN ANGLE % of most common type 50% 33% 25% 33% 50% 38% 33% 31% 58% 30% LEFT TURN (WITH OVERTAKI 2nd Most Common Type OTHER HEAD ON OTHER REAR END NOT ENTERED REAR END REAR END OVERTAKING OTHER CAR) NG % of 2nd most common type 33% 33% 25% 17% 50% 25% 33% 19% 25% 20% LEFT TURN (WITH 3rd Most Common Type OVERTAKING UNKNOWN UNKNOWN OTHER REAR END OTHER OTHER OTHER OTHER CAR) % of 3rd most common type 17% 33% 25% 17% 13% 33% 19% 8% 20%

AADT NA = AADT Not Available in DOT's Traffic Viewer Website. The values are taken from similar facility type . Majority of the streets that crosses over Van Wyck Expy Mainline are available with AADT.

Appendix D Page 24 of 39 NB SR Accident Rate Calcs

VAN VAN VAN VAN WYCK WYCK VAN WYCK EXPY WYCK VAN WYCK EXPY WYCK VAN WYCK EXPY VAN WYCK EXPY VAN WYCK EXPY VAN WYCK EXPY Intersection EXPY & EXPY & & 115TH AV EXPY & & LAKEWOOD AV EXPY & & 107TH AV & 106TH AV & 142ND ST & 104TH AV LINDEN LIBERTY 111TH AV 109TH AV BLVD AV Total Accidents 7 64 7 6 20 13 8 2 5 74 Fatalities 1 0 0 0 0 0 0 0 0 0 Total Accidents Injuries 3 51 5 4 16 11 5 0 3 54 Chart PDO 3 12 2 1 3 2 3 2 2 17 NR 0 1 0 1 1 0 0 0 0 3

Note AADT NA AADT NA AADT NA AADT NA AADT NA AADT NA AADT 10107 20484 13645 9387 15620 9624 9624 9624 9624 16638 Accident Rate ACCIDENT RATE PER MEV 0.63 2.85 0.47 0.58 1.17 1.23 0.76 0.19 0.47 4.06 NYS ACCIDENT RATE 0.28 0.5 0.17 0.28 0.5 0.17 0.17 0.17 0.17 0.5

DAYLIGHT 2 29 4 3 11 8 5 1 2 28 Accident DRY ROAD 5 39 6 4 11 9 6 2 4 45 Conditions Chart DAYLIGHT % 29% 45% 57% 50% 55% 62% 63% 50% 40% 38% DRY ROAD % 71% 61% 86% 67% 55% 69% 75% 100% 80% 61%

COLLISION WITH MOTOR VEHICLE 5 57 7 5 15 12 8 2 4 69 COLLISION WITH PEDESTRIAN 2 1 1 1 1 NOT ENTERED 1 1 1 3 COLLISION WITH SIGN POST 1 COLLISION WITH BUILDING/WALL 1 COLLISION WITH BICYCLIST 2 COLL. W/LIGHT SUPPORT/UTILITY POLE UNKNOWN Type of Accident COLLISION WITH CURBING COLLISION WITH OTHER BARRIER COLLISION WITH MEDIAN/BARRIER 1 1 COLLISION WITH OTHER FIXED OBJECT COLLISION WITH FENCE 1 OTHER NON-COLLISION 1 COLLISION WITH GUIDE RAIL 2 COLLISION WITH CRASH CUSHION

Appendix D Page 25 of 39 NB SR Accident Rate Calcs

VAN VAN VAN VAN WYCK WYCK VAN WYCK EXPY WYCK VAN WYCK EXPY WYCK VAN WYCK EXPY VAN WYCK EXPY VAN WYCK EXPY VAN WYCK EXPY Intersection EXPY & EXPY & & 115TH AV EXPY & & LAKEWOOD AV EXPY & & 107TH AV & 106TH AV & 142ND ST & 104TH AV LINDEN LIBERTY 111TH AV 109TH AV BLVD AV COLLISION COLLISIO COLLISION COLLISION COLLISION WITH WITH N WITH COLLISION WITH WITH COLLISION WITH COLLISION WITH COLLISION WITH COLLISION WITH WITH Most Common Type MOTOR VEHICLE MOTOR MOTOR MOTOR VEHICLE MOTOR MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE VEHICLE VEHICLE VEHICLE % of most common type 71% 89% 100% 83% 75% 92% 100% 100% 80% 93% COLLISION COLLISION COLLISION WITH WITH COLLISION WITH COLLISION WITH NOT 2nd Most Common Type NOT ENTERED WITH PEDESTRIAN GUIDE PEDESTRIAN SIGN POST ENTERED BICYCLIST RAIL % of 2nd most common type 29% 3% 17% 10% 8% 20% 4% COLLISION COLLISION COLLISION WITH WITH WITH 3rd Most Common Type PEDESTRI PEDESTRI PEDESTRI AN AN AN % of 3rd most common type 2% 5% 1% Formula Check:

REAR END 22 4 2 5 5 3 1 3 26 RIGHT ANGLE 4 5 7 LEFT TURN (WITH OTHER CAR) 1 OVERTAKING 1 12 1 2 1 2 1 10 OTHER 1 15 4 3 1 11 Manner of HEAD ON 4 1 Collision RIGHT TURN (AGAINST OTHER CAR) LEFT TURN (AGAINST OTHER CAR) 1 1 NOT ENTERED 1 1 1 1 3 SIDESWIPE 1 RIGHT TURN (WITH OTHER CAR) 1 UNKNOWN 9 2 1 3 3 4 1 1 13 Most Common Type HEAD ON REAR END REAR END REAR END REAR END REAR END UNKNOWN REAR END REAR END REAR END % of most common type 57% 34% 57% 33% 25% 38% 50% 50% 60% 35% UNKNOW RIGHT UNKNOW 2nd Most Common Type OVERTAKING OTHER OVERTAKING OTHER REAR END UNKNOWN OTHER N ANGLE N % of 2nd most common type 14% 23% 29% 33% 25% 23% 38% 50% 20% 18% OVERTAKI OVERTAKI 3rd Most Common Type OTHER NOT ENTERED OTHER UNKNOWN OVERTAKING HEAD ON OTHER NG NG % of 3rd most common type 14% 19% 14% 17% 20% 23% 13% 20% 15%

Appendix D Page 26 of 39 NB SR Accident Rate Calcs

VAN VAN VAN VAN WYCK WYCK WYCK VAN WYCK EXPY VAN WYCK EXPY WYCK VAN WYCK EXPY VAN WYCK EXPY EXPY & VAN WYCK EXPY VAN WYCK EXPY Intersection EXPY & EXPY & & LLOYD RD & 102ND AV EXPY & & 97TH AV & 95TH AV 94TH AV & 91ST AV & 90TH AV ARCHER JAMAICA 101ST AV (ATLANTIC AV AV AV) Total Accidents 1 3 21 7 13 14 6 26 8 67 Fatalities 0 0 1 0 0 0 0 0 0 0 Total Accidents Injuries 1 2 16 4 7 9 4 16 7 47 Chart PDO 0 1 3 3 5 5 2 9 1 20 NR 0 0 1 0 1 0 0 1 0 0

Note AADT NA AADT NA AADT NA AADT NA AADT NA AADT NA AADT NA AADT 9624 9624 16638 11065 11065 26770 24557 11065 11065 20528 Accident Rate ACCIDENT RATE PER MEV 0.09 0.28 1.15 0.58 1.07 0.48 0.22 2.15 0.66 2.98 NYS ACCIDENT RATE 0.17 0.17 0.5 0.17 0.17 0.5 0.17 0.17 0.17 0.5

DAYLIGHT 1 2 9 4 10 7 3 13 5 32 Accident DRY ROAD 0 2 15 4 11 11 4 20 6 43 Conditions Chart DAYLIGHT % 100% 67% 43% 57% 77% 50% 50% 50% 63% 48% DRY ROAD % 0% 67% 71% 57% 85% 79% 67% 77% 75% 64%

COLLISION WITH MOTOR VEHICLE 1 2 20 7 12 13 6 24 7 54 COLLISION WITH PEDESTRIAN 1 11 NOT ENTERED 1 1 1 COLLISION WITH SIGN POST 1 COLLISION WITH BUILDING/WALL COLLISION WITH BICYCLIST 2 COLL. W/LIGHT SUPPORT/UTILITY POLE 1 UNKNOWN Type of Accident COLLISION WITH CURBING COLLISION WITH OTHER BARRIER COLLISION WITH MEDIAN/BARRIER COLLISION WITH OTHER FIXED OBJECT COLLISION WITH FENCE 1 OTHER NON-COLLISION COLLISION WITH GUIDE RAIL COLLISION WITH CRASH CUSHION

Appendix D Page 27 of 39 NB SR Accident Rate Calcs

VAN VAN VAN VAN WYCK WYCK WYCK VAN WYCK EXPY VAN WYCK EXPY WYCK VAN WYCK EXPY VAN WYCK EXPY EXPY & VAN WYCK EXPY VAN WYCK EXPY Intersection EXPY & EXPY & & LLOYD RD & 102ND AV EXPY & & 97TH AV & 95TH AV 94TH AV & 91ST AV & 90TH AV ARCHER JAMAICA 101ST AV (ATLANTIC AV AV AV) COLLISIO COLLISION COLLISIO COLLISION COLLISION WITH COLLISION WITH N WITH COLLISION WITH COLLISION WITH WITH N WITH COLLISION WITH COLLISION WITH WITH Most Common Type MOTOR VEHICLE MOTOR VEHICLE MOTOR MOTOR VEHICLE MOTOR VEHICLE MOTOR MOTOR MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE VEHICLE VEHICLE VEHICLE % of most common type 100% 67% 95% 100% 92% 93% 100% 92% 88% 81% COLLISION COLLISION COLL. W/LIGHT COLLISION WITH NOT WITH COLLISION WITH WITH 2nd Most Common Type NOT ENTERED SUPPORT/UTILITY SIGN POST ENTERED PEDESTRI FENCE PEDESTRI POLE AN AN % of 2nd most common type 33% 5% 8% 7% 4% 13% 16% COLLISION 3rd Most Common Type NOT ENTERED WITH BICYCLIST % of 3rd most common type 4% 3% Formula Check:

REAR END 1 3 4 3 1 7 3 21 RIGHT ANGLE 3 1 2 LEFT TURN (WITH OTHER CAR) 1 OVERTAKING 1 1 2 3 3 3 3 1 5 OTHER 2 5 1 2 10 3 21 Manner of HEAD ON Collision RIGHT TURN (AGAINST OTHER CAR) 2 LEFT TURN (AGAINST OTHER CAR) 1 4 NOT ENTERED 1 1 2 1 SIDESWIPE 1 RIGHT TURN (WITH OTHER CAR) UNKNOWN 7 2 4 3 2 4 1 14 UNKNOW OVERTAKI Most Common Type OVERTAKING OTHER REAR END REAR END REAR END OTHER REAR END REAR END N NG % of most common type 100% 67% 33% 43% 31% 21% 50% 38% 38% 31% OVERTAKI UNKNOW 2nd Most Common Type REAR END OTHER OVERTAKING UNKNOWN REAR END OTHER OTHER NG N % of 2nd most common type 33% 24% 29% 31% 21% 33% 27% 38% 31% RIGHT UNKNOW UNKNOW 3rd Most Common Type UNKNOWN OVERTAKING REAR END UNKNOWN OVERTAKING ANGLE N N % of 3rd most common type 14% 29% 23% 21% 17% 15% 13% 21%

Appendix D Page 28 of 39 NB SR Accident Rate Calcs

VAN WYCK VAN WYCK EXPY VAN WYCK EXPY VAN WYCK EXPY QUEENS BLVD & Intersection EXPY & & 87th AV & 86TH AV & QUEENS BLVD MAIN ST HILLSIDE AV Total Accidents 69 8 10 2 4 Fatalities 0 0 0 0 0 Total Accidents Injuries 52 5 5 0 3 Chart PDO 15 3 5 2 1 NR 2 0 0 0 0

Note AADT NA AADT NA AADT NA AADT NA AADT 30673 11065 11065 44613 44613 Accident Rate ACCIDENT RATE PER MEV 2.05 0.66 0.83 0.04 0.08 NYS ACCIDENT RATE 0.5 0.17 0.29 0.05 0.5

DAYLIGHT 28 6 7 2 4 Accident DRY ROAD 42 8 7 2 4 Conditions Chart DAYLIGHT % 41% 75% 70% 100% 100% DRY ROAD % 61% 100% 70% 100% 100%

COLLISION WITH MOTOR VEHICLE 66 7 10 2 3 COLLISION WITH PEDESTRIAN 2 1 NOT ENTERED 1 COLLISION WITH SIGN POST COLLISION WITH BUILDING/WALL COLLISION WITH BICYCLIST COLL. W/LIGHT SUPPORT/UTILITY POLE UNKNOWN Type of Accident COLLISION WITH CURBING COLLISION WITH OTHER BARRIER COLLISION WITH MEDIAN/BARRIER COLLISION WITH OTHER FIXED OBJECT 1 COLLISION WITH FENCE OTHER NON-COLLISION COLLISION WITH GUIDE RAIL COLLISION WITH CRASH CUSHION

Appendix D Page 29 of 39 NB SR Accident Rate Calcs

VAN WYCK VAN WYCK EXPY VAN WYCK EXPY VAN WYCK EXPY QUEENS BLVD & Intersection EXPY & & 87th AV & 86TH AV & QUEENS BLVD MAIN ST HILLSIDE AV COLLISION WITH COLLISION WITH COLLISION WITH COLLISION WITH COLLISION WITH Most Common Type MOTOR MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE VEHICLE % of most common type 96% 88% 100% 100% 75% COLLISION COLLISION WITH WITH COLLISION WITH 2nd Most Common Type OTHER FIXED PEDESTRI PEDESTRIAN OBJECT AN % of 2nd most common type 3% 13% 25%

NOT 3rd Most Common Type ENTERED

% of 3rd most common type 1% Formula Check:

REAR END 29 3 4 1 RIGHT ANGLE 5 LEFT TURN (WITH OTHER CAR) OVERTAKING 12 2 1 OTHER 12 3 2 1 Manner of HEAD ON 1 Collision RIGHT TURN (AGAINST OTHER CAR) 1 1 LEFT TURN (AGAINST OTHER CAR) 2 NOT ENTERED 1 SIDESWIPE RIGHT TURN (WITH OTHER CAR) UNKNOWN 7 2 1 2 Most Common Type REAR END REAR END REAR END REAR END UNKNOWN % of most common type 42% 38% 40% 50% 50% OVERTAKI 2nd Most Common Type OTHER OVERTAKING OVERTAKING OTHER NG % of 2nd most common type 17% 38% 20% 50% 25%

3rd Most Common Type OTHER UNKNOWN OTHER HEAD ON

% of 3rd most common type 17% 25% 20% 25%

Appendix D Page 30 of 39 SB SR Accident Rate Calcs

VAN WYCK VAN WYCK VAN WYCK VAN WYCK EXPY VAN WYCK VAN WYCK VAN WYCK 135th AVE AND VAN WYCK EXPY AND Intersection EXPY AND AND SUTTER EXPY AND AND ROCKAWAY EXPY AND EXPY AND AND 115TH 135TH PL LINDEN BLVD 133RD AVE AVE ALWICK RD BLVD 120TH AVE FOCH BLVD AVE Total Accidents 2 1 1 2 65 1 4 1 9 Fatality 0 0 0 0 0 0 0 0 0 Total Accidents Injury 2 1 0 0 49 1 4 1 8 Chart PDO 1 2 16 1 Non Reportable

Note AADT NA AADT NA AADT 4968 14026 5454 9624 23226 10477 17381 12154 20484 Accident Rate ACCIDENT RATE PER MEV 0.37 0.07 0.17 0.19 2.56 0.09 0.21 0.08 0.40 NYS ACCIDENT RATE 0.17 0.5 0.17 0.17 0.5 0.17 0.5 0.17 0.5

Dry Road 1 1 2 46 1 3 1 6 Accident Daylight Conditions 0 1 34 1 5 Conditions Dry Road % 50% 0% 100% 100% 71% 100% 75% 100% 67% Chart Daylight Conditions % 0% 0% 0% 50% 52% 0% 25% 0% 56%

COLLISION WITH MOTOR VEHICLE 2 1 1 2 61 1 4 1 8 COLLISION WITH MEDIAN/BARRIER 1 COLLISION WITH OTHER BARRIER COLLISION WITH CRASH CUSHION COLL. W/LIGHT SUPPORT/UTILITY POLE COLLISION WITH GUIDE RAIL 1 Type of Accident COLLISION WITH PEDESTRIAN 2 NON-REPORTABLE COLLISION WITH SIGN POST COLLISION WITH OTHER OTHER NON-COLLISION NOT ENTERED COLLISION WITH OTHER FIXED OBJECT 1

Appendix D Page 31 of 39 SB SR Accident Rate Calcs

VAN WYCK VAN WYCK VAN WYCK VAN WYCK EXPY VAN WYCK VAN WYCK VAN WYCK 135th AVE AND VAN WYCK EXPY AND Intersection EXPY AND AND SUTTER EXPY AND AND ROCKAWAY EXPY AND EXPY AND AND 115TH 135TH PL LINDEN BLVD 133RD AVE AVE ALWICK RD BLVD 120TH AVE FOCH BLVD AVE COLLISION COLLISION COLLISION COLLISION COLLISION COLLISION COLLISION WITH WITH WITH WITH COLLISION WITH WITH WITH WITH COLLISION WITH Most Common Type MOTOR VEHICLE MOTOR MOTOR MOTOR MOTOR VEHICLE MOTOR MOTOR MOTOR MOTOR VEHICLE VEHICLE VEHICLE VEHICLE VEHICLE VEHICLE VEHICLE % of most common type 100% 100% 100% 100% 94% 100% 100% 100% 89% COLLISION WITH COLLISION WITH 2nd Most Common Type PEDESTRIAN OTHER FIXED OBJECT % of 2nd most common type 3% 11% COLLISION WITH 3rd Most Common Type MEDIAN/BARRIER % of 3rd most common type 2% REAR END 1 1 18 1 1 2 OVERTAKING 9 UNKNOWN 1 8 1 1 1 OTHER 1 15 3 RIGHT ANGLE 5 1 2 HEAD ON 1 1 Manner of Collision RIGHT TURN (WITH OTHER CAR) 1 1 RIGHT TURN (AGAINST OTHER CAR) 4 SIDESWIPE LEFT TURN (AGAINST OTHER CAR) 1 3 LEFT TURN (WITH OTHER CAR) 2 NOT ENTERED Most Common Type HEAD ON REAR END OTHER REAR END REAR END REAR END REAR END UNKNOWN OTHER % of most common type 50% 100% 100% 50% 28% 100% 25% 100% 33% LEFT TURN RIGHT 2nd Most Common Type (AGAINST OTHER UNKNOWN OTHER REAR END ANGLE CAR) % of 2nd most common type 50% 50% 23% 25% 22% 3rd Most Common Type OVERTAKING HEAD ON RIGHT ANGLE % of 3rd most common type 14% 25% 22% Formula Check: AADT NA = AADT Not Available in DOT's Traffic Viewer Website. The values are taken from similar facility type . Majority of the streets that crosses over Van Wyck Expy Mainline are available with AADT.

Appendix D Page 32 of 39 SB SR Accident Rate Calcs

VAN WYCK EXPY VAN WYCK VAN WYCK VAN WYCK VAN WYCK VAN WYCK EXPY VAN WYCK EXPY AND VAN WYCK EXPY Intersection AND 111TH AVE AND 109TH EXPY AND EXPY AND EXPY AND AND ATLANTIC 105TH AVE AND LIBERTY AVE AND LINCOLN ST AVE 107TH AVE 101ST AVE 97TH AVE AVE Total Accidents 6 1 3 4 12 3 1 24 Fatality 0 0 0 0 0 0 0 0 Total Accidents Injury 5 1 2 3 8 1 1 17 Chart PDO 1 1 1 3 1 5 Non Reportable 1 1 2

Note AADT NA AADT NA AADT NA AADT NA AADT 13645 14540 9966 9624 31211 10028 12154 26747 Accident Rate ACCIDENT RATE PER MEV 0.40 0.06 0.27 0.38 0.35 0.27 0.08 0.82 NYS ACCIDENT RATE 0.17 0.5 0.17 0.17 0.5 0.5 0.17 0.5

Dry Road 5 1 1 2 5 2 1 16 Accident Daylight Conditions 2 1 2 1 4 2 10 Conditions Dry Road % 83% 100% 33% 50% 42% 67% 100% 67% Chart Daylight Conditions % 33% 100% 67% 25% 33% 67% 0% 42%

COLLISION WITH MOTOR VEHICLE 6 3 2 10 3 21 COLLISION WITH MEDIAN/BARRIER 1 COLLISION WITH OTHER BARRIER COLLISION WITH CRASH CUSHION COLL. W/LIGHT SUPPORT/UTILITY POLE 1 COLLISION WITH GUIDE RAIL Type of Accident COLLISION WITH PEDESTRIAN 1 1 1 NON-REPORTABLE COLLISION WITH SIGN POST COLLISION WITH OTHER 1 OTHER NON-COLLISION NOT ENTERED 1 2 COLLISION WITH OTHER FIXED OBJECT

Appendix D Page 33 of 39 SB SR Accident Rate Calcs

VAN WYCK EXPY VAN WYCK VAN WYCK VAN WYCK VAN WYCK VAN WYCK EXPY VAN WYCK EXPY AND VAN WYCK EXPY Intersection AND 111TH AVE AND 109TH EXPY AND EXPY AND EXPY AND AND ATLANTIC 105TH AVE AND LIBERTY AVE AND LINCOLN ST AVE 107TH AVE 101ST AVE 97TH AVE AVE COLLISION COLLISION COLLISION COLLISION COLLISION WITH WITH COLLISION WITH MOTOR COLLISION WITH COLLISION WITH Most Common Type WITH WITH MOTOR WITH MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE MOTOR VEHICLE PEDESTRIAN VEHICLE OTHER VEHICLE % of most common type 100% 100% 100% 50% 83% 100% 100% 88% COLLISION WITH COLLISION WITH 2nd Most Common Type NOT ENTERED MEDIAN/BARRIER PEDESTRIAN % of 2nd most common type 25% 8% 8% COLL. W/LIGHT COLLISION WITH 3rd Most Common Type NOT ENTERED SUPPORT/UTILITY POLE PEDESTRIAN % of 3rd most common type 25% 8% 4% REAR END 2 1 4 5 OVERTAKING 1 1 4 UNKNOWN 2 3 1 2 OTHER 2 1 1 3 2 1 5 RIGHT ANGLE 1 1 1 2 HEAD ON Manner of Collision RIGHT TURN (WITH OTHER CAR) RIGHT TURN (AGAINST OTHER CAR) SIDESWIPE 1 LEFT TURN (AGAINST OTHER CAR) 3 LEFT TURN (WITH OTHER CAR) 1 NOT ENTERED 1 2 Most Common Type REAR END OTHER REAR END OTHER REAR END OVERTAKING OTHER REAR END % of most common type 33% 100% 33% 75% 33% 33% 100% 21%

2nd Most Common Type OTHER OTHER SIDESWIPE UNKNOWN RIGHT ANGLE OTHER

% of 2nd most common type 33% 33% 25% 25% 33% 21% RIGHT 3rd Most Common Type UNKNOWN OTHER UNKNOWN OVERTAKING ANGLE % of 3rd most common type 33% 33% 17% 33% 17% Formula Check: AADT NA = AADT Not Available in DOT's Traffic Viewer Website. The values are taken from similar facility type . Majority of the streets that crosses over Van Wyck Expy Mainline are available with AADT.

Appendix D Page 34 of 39 SB SR Accident Rate Calcs

Note AADT NA AADT NA AADT NA AADT NA AADT 17143 17143 20527.5 31596 16811 39547 Accident Rate ACCIDENT RATE PER MEV 0.16 0.32 0.31 0.35 0.05 0.02 NYS ACCIDENT RATE 0.17 0.17 0.5 0.5 0.17 0.5 0.24 Dry Road 2 4 5 7 1 1 Accident Daylight Conditions 4 3 6 1 1 Conditions Dry Road % 67% 67% 71% 58% 100% 100% Chart Daylight Conditions % 0% 67% 43% 50% 100% 100%

COLLISION WITH MOTOR VEHICLE 2 5 7 12 1 1 COLLISION WITH MEDIAN/BARRIER COLLISION WITH OTHER BARRIER COLLISION WITH CRASH CUSHION COLL. W/LIGHT SUPPORT/UTILITY POLE COLLISION WITH GUIDE RAIL Type of Accident COLLISION WITH PEDESTRIAN 1 NON-REPORTABLE COLLISION WITH SIGN POST COLLISION WITH OTHER OTHER NON-COLLISION 1 NOT ENTERED COLLISION WITH OTHER FIXED OBJECT

Appendix D Page 35 of 39 SB SR Accident Rate Calcs

VAN WYCK VAN WYCK VAN WYCK VAN WYCK EXPY VAN WYCK VAN WYCK EXPY Intersection EXPY AND EXPY AND EXPY AND AND KEW EXPY AND AND 91ST AVE 89TH AVE JAMAICA AVE HILLSIDE AVE GARDENS RD QUEENS BLVD COLLISION COLLISION COLLISION COLLISION COLLISION WITH WITH COLLISION WITH Most Common Type WITH MOTOR WITH MOTOR WITH MOTOR MOTOR VEHICLE MOTOR MOTOR VEHICLE VEHICLE VEHICLE VEHICLE VEHICLE % of most common type 67% 83% 100% 100% 100% 100% COLLISION WITH OTHER NON- 2nd Most Common Type PEDESTRIAN COLLISION % of 2nd most common type 33% 17% 3rd Most Common Type % of 3rd most common type REAR END 1 4 OVERTAKING 1 1 2 2 1 UNKNOWN 1 1 2 4 1 OTHER 1 2 1 1 RIGHT ANGLE 1 HEAD ON Manner of Collision RIGHT TURN (WITH OTHER CAR) RIGHT TURN (AGAINST OTHER CAR) 1 SIDESWIPE LEFT TURN (AGAINST OTHER CAR) 2 LEFT TURN (WITH OTHER CAR) NOT ENTERED Most Common Type OVERTAKING OTHER OVERTAKING REAR END UNKNOWN OVERTAKING % of most common type 33% 33% 29% 33% 100% 100% LEFT TURN 2nd Most Common Type OTHER REAR END (AGAINST UNKNOWN OTHER CAR) % of 2nd most common type 33% 17% 29% 33% 3rd Most Common Type UNKNOWN OVERTAKING UNKNOWN OVERTAKING % of 3rd most common type 33% 17% 29% 17% Formula Check: AADT NA = AADT Not Available in DOT's Traffic Viewer Website. The values are taken from similar facility type . Majority of the streets that crosses over Van Wyck Expy Mainline are available with AADT.

Appendix D Page 36 of 39 NB SR Ramp Accident Rate Calcs

N Conduit Van Wyck Van Wyck SR Van Wyck SR Van Wyck SR VAN WYCK EXPY VAN WYCK EXPY Ave Ramp Expy SR NB NB and Off (NB) and On- (NB) and On- AND Off-Ramp Ramps AND On-Ramp and 138th and Ramp Ramp Exit 6 Ramp (Liberty Ramp (Hillside Exit 2 (Rockaway (Rockaway Blvd) St (Archer Ave) (Jamaica Ave) Ave) Ave) Blvd) Total Accidents 1 3 2 4 3 1 1 Fatality Total Accidents Chart Injury 1 1 3 3 1 PDO 3 1 1 1 Non-Reported

AADT 9149 9149 9149 9149 9149 9149 9149 Accident Rate per MEV 0.10 0.30 0.20 0.40 0.30 0.10 0.10 Accident Rate NYS Accident Rate (3-Legged) 0.04 0.04 0.04 0.04 0.04 0.04 1.04 NYS Accident Rate (Uncontrolled Intersection) 0.05 0.05 0.05 0.05 0.05 0.05 0.05

Appendix D Page 37 of 39 SB SR Ramp Accident Rate Calcs

Van Wyck Van Wyck SR Van Wyck SR VAN WYCK Van Wyck Van Wyck SR SR SB and SB AND On- and Exit 4 EXPY AND Ramps SR and Exit SB and Exit 6 Exit 2 Ramp (105th Ramp (Liberty On-Ramp 3 Ramp Ramp Ramp Ave) Ave) (95th Ave) Total Accidents 3 1 1 2 1 2 Fatality Total Accidents Chart Injury 2 1 1 2 1 PDO 1 1 1 Non-Reported

AADT 9149 9149 9149 9149 9149 9149 Accident Rate per MEV 0.30 0.10 0.10 0.20 0.10 0.20 Accident Rate NYS Accident Rate (3-Legged) 0.04 0.04 0.04 0.04 0.04 0.04 NYS Accident Rate (Uncontrolled 0.05 0.05 0.05 0.05 0.05 0.05 Intersection)

Appendix D Page 38 of 39 PIL & SDL Table

Northbound NYSDOT Safety Management SDL Current Accident Analysis from 1st Jan 2014 to 31st Dec 2016

Begin Reference End Reference Avg Segment Total Accident Begin Reference End Reference Avg Segment Total Accident Year Marker Marker AADT Length Accident per year Marker Marker AADT Length Accident per year 1st Aug 2012 to 31st July 2014 678IX5M11000 678IX5M11005 43928 0.6 30 15 678IX5M11001 678IX5M11005 46592 0.4 46 15.33 1st Nov 2013 to 31st Oct 2015 678IX5M11000 678IX5M11005 44167 0.6 29 14.5 1st Jan 2015 to 31st Dec 2016 678IX5M11003 678IX5M11005 65226 0.3 26 13 678IX5M11003 678IX5M11005 54787 0.3 35 11.67

Southbound Based on PIL and SDL Report Based on Provided data

Begin Reference End Reference Avg Segment Total Accident Begin Reference End Reference Avg Segment Total Accident Year Marker Marker AADT Length Accident per year Marker Marker AADT Length Accident per year 678IX5M12001 678IX5M12004 69343 0.4 22 11 678IX5M12000 678IX5M12004 53605 0.4 35 11.67 1st Aug 2012 to 31st Jul 2014 678IX5M12020 678IX5M12023 73739 0.4 25 12.5 678IX5M12020 678IX5M12023 69382 0.4 9 3.00 678IX5M12028 678IX5M12030 70694 0.3 18 9 678IX5M12028 678IX5M12030 65689 0.3 10 3.33

Appendix D Page 39 of 39 New York State Department of Transportation PIN X735.82 REGION 11 QUEENS COUNTY

VAN WYCK EXPRESSWAY CAPACITY AND ACCESS IMPROVEMENTS TO JFK AIRPORT ACCIDENT ANALYSIS REPORT August 2017

Appendix E NYSDOT Accident Data Summary Program: sass1703 NYSDOT Safety Information Management System Date: 03/22/17 14:23 Summary Report By Accident Category Page: 1 Intersection & Non-Intersection Accidents Complete Accident Data From NYSDMV Is Only Available thru 31-DEC-2016

ROUTE: 678I HIGHWAY LOCATION 678I X5M1 1000 - 678I X5M1 1041 DATES: JAN-01-2014 - DEC-31-2016

REPORTABLE ACCIDENTS BY YEAR AND SEVERITY

TIME PERIOD FATAL INJURY P-D-O NON-REPORTABLE TOTALS

JAN-01-2014 - DEC-31-2014 0 35 28 2 65 JAN-01-2015 - DEC-31-2015 0 42 19 0 61 JAN-01-2016 - DEC-31-2016 0 73 42 3 118

TOTALS 0 150 89 5 244 Program: sass1703 NYSDOT Safety Information Management System Date: 03/22/17 14:23 Summary Report By Accident Category Page: 2 Intersection & Non-Intersection Accidents Complete Accident Data From NYSDMV Is Only Available thru 31-DEC-2016

ROUTE: 678I HIGHWAY LOCATION 678I X5M1 1000 - 678I X5M1 1041 DATES: JAN-01-2014 - DEC-31-2016

REPORTABLE ACCIDENTS BY SEVERITY AND MANNER OF COLLISION

MANNER OF COLLISION FATAL INJURY P-D-O/NR** TOTALS

REAR END 0 65 26 91

OVERTAKING 0 19 25 44

LEFT TURN (AGAINST OTHER CAR) 0 0 0 0

LEFT TURN (WITH OTHER CAR) 0 0 1 1

RIGHT ANGLE 0 2 0 2

RIGHT TURN (WITH OTHER CAR) 0 0 1 1

RIGHT TURN (AGAINST OTHER CAR) 0 0 0 0

HEAD ON 0 0 0 0

SIDESWIPE 0 0 0 0

UNKNOWN 0 64 38 102

T O T A L S 0 150 91 241

REPORTABLE ACCIDENTS BY SEVERITY AND ROAD SURFACE CONDITION

ROAD SURFACE CONDITION FATAL INJURY P-D-O/NR** TOTALS

DRY 0 102 57 159

WET 0 24 14 38

MUDDY 0 0 0 0

SNOW/ICE 0 4 6 10

SLUSH 0 0 0 0

FLOODED WATER 0 0 0 0

OTHER/UNKNOWN 0 20 14 34

T O T A L S 0 150 91 241

**NOTE: P-D-O/NR may include non-reportable accidents if they are fully-coded. Program: sass1703 NYSDOT Safety Information Management System Date: 03/22/17 14:23 Summary Report By Accident Category Page: 3 Intersection & Non-Intersection Accidents Complete Accident Data From NYSDMV Is Only Available thru 31-DEC-2016

ROUTE: 678I HIGHWAY LOCATION 678I X5M1 1000 - 678I X5M1 1041 DATES: JAN-01-2014 - DEC-31-2016

REPORTABLE ACCIDENTS BY SEVERITY AND WEATHER CONDITION

WEATHER CONDITION FATAL INJURY P-D-O/NR** TOTALS

CLEAR 0 99 56 155

CLOUDY 0 14 6 20

RAIN 0 11 11 22

SNOW 0 4 2 6

SLEET/HAIL/FREEZING RAIN 0 0 1 1

FOG/SMOG/SMOKE 0 0 1 1

OTHER/UNKNOWN 0 22 14 36

T O T A L S 0 150 91 241

REPORTABLE ACCIDENTS BY SEVERITY AND LIGHT CONDITION

LIGHT CONDITION FATAL INJURY P-D-O/NR** TOTALS

DAYLIGHT 0 73 54 127

DAWN 0 4 0 4

DUSK 0 3 2 5

DARK-ROAD LIGHTED 0 49 16 65

DARK-ROAD UNLIGHTED 0 1 3 4

OTHER/UNKNOWN 0 20 16 36

T O T A L S 0 150 91 241

**NOTE: P-D-O/NR may include non-reportable accidents if they are fully-coded. Program: sass1703 NYSDOT Safety Information Management System Date: 03/22/17 14:23 Summary Report By Accident Category Page: 4 Intersection & Non-Intersection Accidents Complete Accident Data From NYSDMV Is Only Available thru 31-DEC-2016

ROUTE: 678I HIGHWAY LOCATION 678I X5M1 1000 - 678I X5M1 1041 DATES: JAN-01-2014 - DEC-31-2016

CONTRIBUTING FACTORS BY NUMBER OF OCCURRENCES

CONTRIBUTING NUMBER OF CONTRIBUTING NUMBER OF FACTOR OCCURRENCES FACTOR OCCURRENCES DRIVER FACTORS: NONE 0 ALCOHOL INVOLVEMENT 1

BACKING UNSAFELY 0 DRIVER INATTENTION 60

DRIVER INEXPERIENCE 6 DRUGS (ILLEGAL) 0

FAILURE TO YIELD RIGHT OF WAY 0 FELL ASLEEP 3

FOLLOWING TOO CLOSELY 71 FATIGUED/DROWSY 2

LOST CONSCIOUSNESS 0 ILLNESS 0

PASSING OR LANE USAGE IMPROPERLY 13 PASSENGER DISTRACTION 1

PHYSICAL DISABILITY 0 PEDESTRIAN'S ERROR/CONFUSION 0

TRAFFIC CONTROL DEVICES DISREGARDED 1 PRESCRIPTION MEDICATION 0

UNSAFE SPEED 18 TURNING IMPROPER 1

UNSAFE LANE CHANGE 20 CELL PHONE (HAND HELD) 0

CELL PHONE (HANDS FREE) 0 OTHER ELECTRONIC DEVICE 0

OUTSIDE CAR DISTRACTION 1 REACTION TO OTHER UNINVOLVED VEHICL 10

FAILURE TO KEEP RIGHT 0 AGGRESSIVE DRIVING/ROAD RAGE 1

OTHER (HUMAN) 0

VEHICLE FACTORS: ACCELERATOR DEFECTIVE 0 BRAKES DEFECTIVE 1

HEADLIGHTS DEFECTIVE 0 OTHER LIGHTING DEFECTS 0

OVERSIZED VEHICLE 1 STEERING FAILURE 1

TIRE FAILURE/INADEQUATE 2 TOW HITCH DEFECTIVE 0

WINDSHIELD INADEQUATE 0 DRIVERLESS/RUNAWAY VEHICLE 0

OTHER (VEHICLE) 4

ENVIRONMENTAL FACTORS:

ANIMAL'S ACTION 0 GLARE 0

LANE MARKING IMPROPER/INADEQUATE 0 OBSTRUCTION/DEBRIS 0

PAVEMENT DEFECTIVE 0 PAVEMENT SLIPPERY 32

SHOULDERS DEFECTIVE/IMPROPER 0 TRAF CNTRL DEV IMPROPER/NON-WRKING 2

VIEW OBSTRUCTED/LIMITED 1 OTHER (ENVIRONMENTAL) 0

UNKNOWN/NOT RECORDED 722 Program: sass1703 NYSDOT Safety Information Management System Date: 03/22/17 14:23 Summary Report By Accident Category Page: 5 Intersection & Non-Intersection Accidents Complete Accident Data From NYSDMV Is Only Available thru 31-DEC-2016

ROUTE: 678I HIGHWAY LOCATION 678I X5M1 1000 - 678I X5M1 1041 DATES: JAN-01-2014 - DEC-31-2016

REPORTABLE ACCIDENTS BY SEVERITY AND TYPE OF ACCIDENT

T Y P E * F I R S T E V E N T * SECOND EVENT O F * NUMBER OF OCCURRENCES * NUMBER OF A C C I D E N T * FATAL INJURY P-D-O/NR** TOTALS * OCCURRENCES

COLLISION WITH MOTOR VEHICLE 0 130 78 208 63 COLLISION WITH PEDESTRIAN 0 1 0 1 0

COLL. W/BICYCLIST/IN-LINE SKATER 0 0 0 0 0 COLL. W/ANIMAL INCLUDES DEER 0 0 0 0 0

COLLISION WITH RAILROAD TRAIN 0 0 0 0 0 COLLISION WITH OTHER 0 0 1 1 0

COLL. W/LIGHT SUPPORT/UTILITY POLE 0 0 0 0 0 COLLISION WITH GUIDE RAIL 0 4 6 10 3

COLLISION WITH GUIDERAIL - END 0 0 0 0 0 COLLISION WITH CRASH CUSHION 0 0 0 0 1

COLLISION WITH SIGN POST 0 0 0 0 0 COLLISION WITH TREE 0 0 0 0 0

COLLISION WITH BUILDING/WALL 0 3 0 3 1 COLLISION WITH CURBING 0 0 1 1 0

COLLISION WITH FENCE 0 1 0 1 0 COLLISION WITH BRIDGE STRUCTURE 0 0 0 0 0

COLLISION WITH CULVERT/HEADWALL 0 0 0 0 0 COLLISION WITH MEDIAN/BARRIER 0 6 4 10 11

COLLISION WITH MEDIAN/BARRIER - END 0 0 0 0 0 COLLISION WITH OTHER BARRIER 0 2 0 2 1

COLLISION WITH SNOW EMBANKMENT 0 0 0 0 0 COLL. W/EARTH ELE./ROCK CUT/DITCH 0 1 0 1 0

COLLISION WITH FIRE HYDRANT 0 0 0 0 0 COLLISION WITH OTHER FIXED OBJECT 0 0 1 1 0

OVERTURNED 0 1 0 1 3 FIRE/EXPLOSION 0 0 0 0 0

SUBMERSION 0 0 0 0 0 RAN OFF ROAD ONLY 0 1 0 1 0

OTHER NON-COLLISION 0 0 0 0 0 ACC TYPE UNKNOWN 0 0 0 0 407

T O T A L S 0 150 91 241 490

**NOTE: P-D-O/NR may include non-reportable accidents if they are fully-coded. Program: sass1703 NYSDOT Safety Information Management System Date: 03/22/17 14:33 Summary Report By Accident Category Page: 1 Intersection & Non-Intersection Accidents Complete Accident Data From NYSDMV Is Only Available thru 31-DEC-2016

ROUTE: 678I HIGHWAY LOCATION 678I X5M1 2000 - 678I X5M1 2041 DATES: JAN-01-2014 - DEC-31-2016

REPORTABLE ACCIDENTS BY YEAR AND SEVERITY

TIME PERIOD FATAL INJURY P-D-O NON-REPORTABLE TOTALS

JAN-01-2014 - DEC-31-2014 0 17 9 1 27 JAN-01-2015 - DEC-31-2015 0 19 12 0 31 JAN-01-2016 - DEC-31-2016 1 44 30 2 77

TOTALS 1 80 51 3 135 Program: sass1703 NYSDOT Safety Information Management System Date: 03/22/17 14:33 Summary Report By Accident Category Page: 2 Intersection & Non-Intersection Accidents Complete Accident Data From NYSDMV Is Only Available thru 31-DEC-2016

ROUTE: 678I HIGHWAY LOCATION 678I X5M1 2000 - 678I X5M1 2041 DATES: JAN-01-2014 - DEC-31-2016

REPORTABLE ACCIDENTS BY SEVERITY AND MANNER OF COLLISION

MANNER OF COLLISION FATAL INJURY P-D-O/NR** TOTALS

REAR END 0 31 15 46

OVERTAKING 0 15 17 32

LEFT TURN (AGAINST OTHER CAR) 0 0 0 0

LEFT TURN (WITH OTHER CAR) 0 0 0 0

RIGHT ANGLE 0 3 0 3

RIGHT TURN (WITH OTHER CAR) 0 1 0 1

RIGHT TURN (AGAINST OTHER CAR) 0 0 1 1

HEAD ON 0 1 0 1

SIDESWIPE 0 0 1 1

UNKNOWN 1 29 18 48

T O T A L S 1 80 52 133

REPORTABLE ACCIDENTS BY SEVERITY AND ROAD SURFACE CONDITION

ROAD SURFACE CONDITION FATAL INJURY P-D-O/NR** TOTALS

DRY 1 64 39 104

WET 0 9 4 13

MUDDY 0 0 0 0

SNOW/ICE 0 1 3 4

SLUSH 0 0 0 0

FLOODED WATER 0 0 0 0

OTHER/UNKNOWN 0 6 6 12

T O T A L S 1 80 52 133

**NOTE: P-D-O/NR may include non-reportable accidents if they are fully-coded. Program: sass1703 NYSDOT Safety Information Management System Date: 03/22/17 14:33 Summary Report By Accident Category Page: 3 Intersection & Non-Intersection Accidents Complete Accident Data From NYSDMV Is Only Available thru 31-DEC-2016

ROUTE: 678I HIGHWAY LOCATION 678I X5M1 2000 - 678I X5M1 2041 DATES: JAN-01-2014 - DEC-31-2016

REPORTABLE ACCIDENTS BY SEVERITY AND WEATHER CONDITION

WEATHER CONDITION FATAL INJURY P-D-O/NR** TOTALS

CLEAR 1 61 41 103

CLOUDY 0 6 1 7

RAIN 0 6 3 9

SNOW 0 0 1 1

SLEET/HAIL/FREEZING RAIN 0 1 0 1

FOG/SMOG/SMOKE 0 0 0 0

OTHER/UNKNOWN 0 6 6 12

T O T A L S 1 80 52 133

REPORTABLE ACCIDENTS BY SEVERITY AND LIGHT CONDITION

LIGHT CONDITION FATAL INJURY P-D-O/NR** TOTALS

DAYLIGHT 0 29 21 50

DAWN 0 0 2 2

DUSK 0 4 0 4

DARK-ROAD LIGHTED 1 41 23 65

DARK-ROAD UNLIGHTED 0 0 0 0

OTHER/UNKNOWN 0 6 6 12

T O T A L S 1 80 52 133

**NOTE: P-D-O/NR may include non-reportable accidents if they are fully-coded. Program: sass1703 NYSDOT Safety Information Management System Date: 03/22/17 14:33 Summary Report By Accident Category Page: 4 Intersection & Non-Intersection Accidents Complete Accident Data From NYSDMV Is Only Available thru 31-DEC-2016

ROUTE: 678I HIGHWAY LOCATION 678I X5M1 2000 - 678I X5M1 2041 DATES: JAN-01-2014 - DEC-31-2016

CONTRIBUTING FACTORS BY NUMBER OF OCCURRENCES

CONTRIBUTING NUMBER OF CONTRIBUTING NUMBER OF FACTOR OCCURRENCES FACTOR OCCURRENCES DRIVER FACTORS: NONE 0 ALCOHOL INVOLVEMENT 3

BACKING UNSAFELY 2 DRIVER INATTENTION 39

DRIVER INEXPERIENCE 8 DRUGS (ILLEGAL) 0

FAILURE TO YIELD RIGHT OF WAY 4 FELL ASLEEP 1

FOLLOWING TOO CLOSELY 37 FATIGUED/DROWSY 1

LOST CONSCIOUSNESS 0 ILLNESS 0

PASSING OR LANE USAGE IMPROPERLY 6 PASSENGER DISTRACTION 0

PHYSICAL DISABILITY 0 PEDESTRIAN'S ERROR/CONFUSION 2

TRAFFIC CONTROL DEVICES DISREGARDED 2 PRESCRIPTION MEDICATION 0

UNSAFE SPEED 8 TURNING IMPROPER 0

UNSAFE LANE CHANGE 14 CELL PHONE (HAND HELD) 0

CELL PHONE (HANDS FREE) 0 OTHER ELECTRONIC DEVICE 0

OUTSIDE CAR DISTRACTION 1 REACTION TO OTHER UNINVOLVED VEHICL 6

FAILURE TO KEEP RIGHT 0 AGGRESSIVE DRIVING/ROAD RAGE 3

OTHER (HUMAN) 0

VEHICLE FACTORS: ACCELERATOR DEFECTIVE 0 BRAKES DEFECTIVE 1

HEADLIGHTS DEFECTIVE 0 OTHER LIGHTING DEFECTS 0

OVERSIZED VEHICLE 0 STEERING FAILURE 1

TIRE FAILURE/INADEQUATE 2 TOW HITCH DEFECTIVE 0

WINDSHIELD INADEQUATE 0 DRIVERLESS/RUNAWAY VEHICLE 0

OTHER (VEHICLE) 6

ENVIRONMENTAL FACTORS:

ANIMAL'S ACTION 0 GLARE 0

LANE MARKING IMPROPER/INADEQUATE 2 OBSTRUCTION/DEBRIS 0

PAVEMENT DEFECTIVE 1 PAVEMENT SLIPPERY 7

SHOULDERS DEFECTIVE/IMPROPER 0 TRAF CNTRL DEV IMPROPER/NON-WRKING 0

VIEW OBSTRUCTED/LIMITED 1 OTHER (ENVIRONMENTAL) 0

UNKNOWN/NOT RECORDED 386 Program: sass1703 NYSDOT Safety Information Management System Date: 03/22/17 14:33 Summary Report By Accident Category Page: 5 Intersection & Non-Intersection Accidents Complete Accident Data From NYSDMV Is Only Available thru 31-DEC-2016

ROUTE: 678I HIGHWAY LOCATION 678I X5M1 2000 - 678I X5M1 2041 DATES: JAN-01-2014 - DEC-31-2016

REPORTABLE ACCIDENTS BY SEVERITY AND TYPE OF ACCIDENT

T Y P E * F I R S T E V E N T * SECOND EVENT O F * NUMBER OF OCCURRENCES * NUMBER OF A C C I D E N T * FATAL INJURY P-D-O/NR** TOTALS * OCCURRENCES

COLLISION WITH MOTOR VEHICLE 0 68 48 116 38 COLLISION WITH PEDESTRIAN 1 1 0 2 0

COLL. W/BICYCLIST/IN-LINE SKATER 0 0 0 0 0 COLL. W/ANIMAL INCLUDES DEER 0 0 0 0 0

COLLISION WITH RAILROAD TRAIN 0 0 0 0 0 COLLISION WITH OTHER 0 0 0 0 0

COLL. W/LIGHT SUPPORT/UTILITY POLE 0 1 0 1 0 COLLISION WITH GUIDE RAIL 0 2 2 4 2

COLLISION WITH GUIDERAIL - END 0 0 0 0 0 COLLISION WITH CRASH CUSHION 0 2 0 2 0

COLLISION WITH SIGN POST 0 1 0 1 0 COLLISION WITH TREE 0 0 0 0 0

COLLISION WITH BUILDING/WALL 0 0 0 0 1 COLLISION WITH CURBING 0 0 0 0 1

COLLISION WITH FENCE 0 0 0 0 0 COLLISION WITH BRIDGE STRUCTURE 0 0 0 0 0

COLLISION WITH CULVERT/HEADWALL 0 0 0 0 0 COLLISION WITH MEDIAN/BARRIER 0 4 1 5 5

COLLISION WITH MEDIAN/BARRIER - END 0 0 0 0 0 COLLISION WITH OTHER BARRIER 0 1 1 2 3

COLLISION WITH SNOW EMBANKMENT 0 0 0 0 0 COLL. W/EARTH ELE./ROCK CUT/DITCH 0 0 0 0 0

COLLISION WITH FIRE HYDRANT 0 0 0 0 0 COLLISION WITH OTHER FIXED OBJECT 0 0 0 0 0

OVERTURNED 0 0 0 0 0 FIRE/EXPLOSION 0 0 0 0 0

SUBMERSION 0 0 0 0 0 RAN OFF ROAD ONLY 0 0 0 0 0

OTHER NON-COLLISION 0 0 0 0 0 ACC TYPE UNKNOWN 0 0 0 0 222

T O T A L S 1 80 52 133 272

**NOTE: P-D-O/NR may include non-reportable accidents if they are fully-coded. Page 1 of 2

Date: 03/24/17 Accident Location Information System (ALIS) 09:33 Summary Report By Street Page: 1 Date in this report covers the period - MM/DD/YYYY Complete Accident data from NYSDMV is only available thru 12/31/2016 12:00:00 AM Number Of Accidents AT WET FIXED PED& LIGHT CONDITION STREET TOTAL INT. FTL INJ PDO N/R ROAD OBJ BIKE TRUCK DWN/DSK DAY NIGHT VAN WYCK EXPY 466 421 3 326 122 15 46 19 17 54 19 232 117 JAMAICA AVE 23 23 0 19 4 0 1 0 6 1 2 9 4 ATLANTIC AVE 21 1 0 16 5 0 2 0 3 3 2 10 4 HILLSIDE AVE 17 17 0 10 7 0 3 0 1 1 1 6 6 LINDEN BLVD 17 17 0 13 4 0 3 0 0 0 0 9 2 LIBERTY AVE 17 15 0 12 4 1 0 0 0 4 0 4 5 FOCH BLVD 16 15 0 16 0 0 3 0 0 0 0 8 4 109TH AVE 6604111010 031 QUEENS BLVD 6603300010 060 133RD AVE 5504101010 050 91ST AVE 4401300100 030 95TH AVE 3302100001 030 101ST AVE 3302100000 001 RAMP 3203000000 120 139TH ST 3303000000 030 ROCKAWAY BLVD 2202000000 001 135TH AVE 2101101000 010 111TH AVE 2201100000 020 86TH AVE 2201100001 010 ARCHER AVE 1100100000 000 Note : Crashes for which location is unspecified are listed as *UNKNOWN. Date: 03/24/17 Accident Location Information System (ALIS) 09:33 Summary Report By Street Page: 2

http://alis.dot.ny.gov/sqra/Statistical_Reports/Default.aspx?printer=yes&Rows=20 3/24/2017 Page 1 of 2

Date: 03/23/17 Accident Location Information System (ALIS) 03:43 Summary Report By Street Page: 1 Date in this report covers the period - MM/DD/YYYY Complete Accident data from NYSDMV is only available thru 12/31/2016 12:00:00 AM Number Of Accidents AT WET FIXED PED & LIGHT CONDITION STREET TOTAL INT. FTL INJ PDO N/R ROAD OBJ BIKE TRUCK DWN/DSK DAY NIGHT VAN WYCK EXPY 136 119 0 93 39 4 16 6 2 14 7 60 42 ROCKAWAY BLVD 15 15 0 13 2 0 1 0 2 1 1 8 5 ATLANTIC AVE 9908102010 242 LINDEN BLVD 6505101001 032 HILLSIDE AVE 5505000000 022 FOCH BLVD 3303001000 012 JAMAICA AVE 3300300000 021 N CONDUIT AVE 2001100001 010 LIBERTY AVE 2201100000 000 RAMP 2101100000 001 109TH AVE 1101000010 010 I 678 1100101000 001 135TH ST 1101000000 010 94TH AVE 1100010000 000 135TH PL 1101000000 000 114TH AVE 1001000000 000 KEW GARDENS RD 1100100000 010 135TH AVE 1101000000 001 107TH AVE 1100101000 010 111TH AVE 1101000000 010 METROPOLITAN AVE 1001000000 010 101ST AVE 1100010001 010 89TH AVE 1101001000 010

http://alis.dot.ny.gov/sqra/Statistical_Reports/Default.aspx?printer=yes&Rows=35 3/23/2017 Prog Id: sass1801 NYSDOT - Safety Information Management System 10-MAY-2017 08:51:03 Statewide PIL and SDL Report Page 1 Ascending Route Sequence for HAL Year 2014 Route 678I From 678IX5M11000 To 678IX5M11029 Under 23 USC §409, this report and its analysis and data are privileged against being introduced into evidence, disclosed in pretrial discovery, or used for any other purpose in civil litigation. NYSDOT and the State of New York do not waive such privilege by disclosing this report under the NYS Freedom of Information Law (FOIL), or to USDOT and FHWA under 23 USC §148.

HAL Year Time Period PIL Accidents PIL LOC SDL Accidents SDL LOC PII LOC HAL Created 2014 01-AUG-2012 thru 31-JUL-2014 Linear&Intersection 99.9 Linear&Intersection 90.9 99.9 12-MAR-2015

Highway/Int Char. --- Number of Accidents --- Begins at Ends at Exposure Type Not Severe HAL Reference Reference Seg Hal Avg MVM or (Clsf Int Int At Total Accd Per Reduct Weight Year Route Marker Marker Int# Lgth Typ AADT MEV Cde) Cntl Config Fat Inj Pdo Int Int Accd Exposure UCL Index Rank

2014 678I 678IX5M11000 678IX5M11005 .6 SDL 43928 19.24 18 1 18 11 13 17 30 1.56 1.05 9.22 3.06

SPECIFIED: MAXIMUM ANALYSIS LENGTH 3 REFERENCE MARKERS, STEP BY 1, ADJACENT PILS AND SDLS ARE LINKED. INTERSECTION ACCIDENTS ARE INCLUDED. Prog Id: sass1801 NYSDOT - Safety Information Management System 10-MAY-2017 08:50:12 Statewide PIL and SDL Report Page 1 Ascending Route Sequence for HAL Year 2015 Route 678I From 678IX5M11000 To 678IX5M11029 Under 23 USC §409, this report and its analysis and data are privileged against being introduced into evidence, disclosed in pretrial discovery, or used for any other purpose in civil litigation. NYSDOT and the State of New York do not waive such privilege by disclosing this report under the NYS Freedom of Information Law (FOIL), or to USDOT and FHWA under 23 USC §148.

HAL Year Time Period PIL Accidents PIL LOC SDL Accidents SDL LOC PII LOC HAL Created 2015 01-NOV-2013 thru 31-OCT-2015 Linear&Intersection 99.9 Linear&Intersection 90.9 99.9 14-MAR-2016

2015 678I 678IX5M11000 678IX5M11005 .6 SDL 44167 19.35 18 0 21 8 16 13 29 1.50 1.07 7.72 2.20

SPECIFIED: MAXIMUM ANALYSIS LENGTH 3 REFERENCE MARKERS, STEP BY 1, ADJACENT PILS AND SDLS ARE LINKED. INTERSECTION ACCIDENTS ARE INCLUDED. Prog Id: sass1801 NYSDOT - Safety Information Management System 10-MAY-2017 08:49:38 Statewide PIL and SDL Report Page 1 Ascending Route Sequence for HAL Year 2016 Route 678I From 678IX5M11000 To 678IX5M11029 Under 23 USC §409, this report and its analysis and data are privileged against being introduced into evidence, disclosed in pretrial discovery, or used for any other purpose in civil litigation. NYSDOT and the State of New York do not waive such privilege by disclosing this report under the NYS Freedom of Information Law (FOIL), or to USDOT and FHWA under 23 USC §148.

HAL Year Time Period PIL Accidents PIL LOC SDL Accidents SDL LOC PII LOC HAL Created 2016 01-JAN-2015 thru 31-DEC-2016 Linear&Intersection 99.9 Linear&Intersection 90.9 99.9 29-MAR-2017

2016 678I 678IX5M11003 678IX5M11005 .3 SDL 65226 14.30 18 0 20 6 17 9 26 1.82 1.23 7.98 4.88

SPECIFIED: MAXIMUM ANALYSIS LENGTH 3 REFERENCE MARKERS, STEP BY 1, ADJACENT PILS AND SDLS ARE LINKED. INTERSECTION ACCIDENTS ARE INCLUDED. Prog Id: sass1801 NYSDOT - Safety Information Management System 10-MAY-2017 08:51:48 Statewide PIL and SDL Report Page 1 Ascending Route Sequence for HAL Year 2014 Route 678I From 678IX5M12000 To 678IX5M12029 Under 23 USC §409, this report and its analysis and data are privileged against being introduced into evidence, disclosed in pretrial discovery, or used for any other purpose in civil litigation. NYSDOT and the State of New York do not waive such privilege by disclosing this report under the NYS Freedom of Information Law (FOIL), or to USDOT and FHWA under 23 USC §148.

HAL Year Time Period PIL Accidents PIL LOC SDL Accidents SDL LOC PII LOC HAL Created 2014 01-AUG-2012 thru 31-JUL-2014 Linear&Intersection 99.9 Linear&Intersection 90.9 99.9 12-MAR-2015

2014 678I 678IX5M12001 678IX5M12004 .4 SDL 69343 20.25 22 0 14 8 4 18 22 1.09 1.07 -0.07 -0.03 2014 678I 678IX5M12020 678IX5M12023 .4 SDL 73739 21.53 18 0 14 11 0 25 25 1.16 1.06 1.75 0.57 2014 678I 678IX5M12028 678IX5M12030 .3 SDL 70694 15.48 18 0 14 4 0 18 18 1.16 1.05 1.28 0.76

SPECIFIED: MAXIMUM ANALYSIS LENGTH 3 REFERENCE MARKERS, STEP BY 1, ADJACENT PILS AND SDLS ARE LINKED. INTERSECTION ACCIDENTS ARE INCLUDED. Prog Id: sass1801 NYSDOT - Safety Information Management System 10-MAY-2017 08:52:13 Statewide PIL and SDL Report Page 1 Ascending Route Sequence for HAL Year 2015 Route 678I From 678IX5M12000 To 678IX5M12029 Under 23 USC §409, this report and its analysis and data are privileged against being introduced into evidence, disclosed in pretrial discovery, or used for any other purpose in civil litigation. NYSDOT and the State of New York do not waive such privilege by disclosing this report under the NYS Freedom of Information Law (FOIL), or to USDOT and FHWA under 23 USC §148.

HAL Year Time Period PIL Accidents PIL LOC SDL Accidents SDL LOC PII LOC HAL Created 2015 01-NOV-2013 thru 31-OCT-2015 Linear&Intersection 99.9 Linear&Intersection 90.9 99.9 14-MAR-2016

SPECIFIED: MAXIMUM ANALYSIS LENGTH 3 REFERENCE MARKERS, STEP BY 1, ADJACENT PILS AND SDLS ARE LINKED. INTERSECTION ACCIDENTS ARE INCLUDED. Prog Id: sass1801 NYSDOT - Safety Information Management System 10-MAY-2017 08:52:44 Statewide PIL and SDL Report Page 1 Ascending Route Sequence for HAL Year 2016 Route 678I From 678IX5M12000 To 678IX5M12029 Under 23 USC §409, this report and its analysis and data are privileged against being introduced into evidence, disclosed in pretrial discovery, or used for any other purpose in civil litigation. NYSDOT and the State of New York do not waive such privilege by disclosing this report under the NYS Freedom of Information Law (FOIL), or to USDOT and FHWA under 23 USC §148.

HAL Year Time Period PIL Accidents PIL LOC SDL Accidents SDL LOC PII LOC HAL Created 2016 01-JAN-2015 thru 31-DEC-2016 Linear&Intersection 99.9 Linear&Intersection 90.9 99.9 29-MAR-2017

SPECIFIED: MAXIMUM ANALYSIS LENGTH 3 REFERENCE MARKERS, STEP BY 1, ADJACENT PILS AND SDLS ARE LINKED. INTERSECTION ACCIDENTS ARE INCLUDED.

Appendix C: Bridge Inspection Report Summaries

BIN Bridge Name Year Built State Condition State General Federal NBI Rating Rating Recommendation Deck Superstructure Substructure 1055619 Belt Parkway 1948 - 5 8 8 7 1055620 133rd Ave Bridge 1988 5.486 5 8 8 7 1055630 Rockaway Boulevard 1948 - 5 5 6 5 1055640 Foch Boulevard 1948 5.681 6 8 8 8 1055650 Linden Boulevard 1948 - 5 6 7 5 1055660 109th Avenue 1948 6.097 6 8 8 8 1055670 Liberty Avenue 1948 - 5 7 7 7 1055680 101st Avenue 1948 - 5 7 8 7 1055699 94th Avenue and Atlantic 1948 - 5 6 7 7 1055700 Jamaica Avenue 2007 5.847 6 9 9 9 1055710 Hillside Avenue 2006 5.792 6 8 8 7 1055720 86th Avenue 2004 - 7 9 9 9 1075630 Nassau Expressway 1967 6.299 6 8 8 7 1075710 JFK Connector 1967 4.5 5 8 7 5 1076489 South Conduit Avenue 1948 - 5 5 5 7 1076499 North Conduit Avenue 1948 - 4 4 4 5 7066687 LIRR 1949 - 5 5 6 6 7066688 LIRR 1949 - 4 6 6 6 7076800 LIRR 1950 - 5 6 6 6 7076810 LIRR 1950 - 5 6 6 6 Notes: State Condition Rating is based on a scale of 1 through 9, rating each element: abutments, wingwalls, stream channel, approaches, decks, superstructures, piers and utilities. 9 = condition and/or existence unknown; 8 = not applicable; 7 = new condition, no deterioration; 5 = minor deterioration, but functioning as originally designed; 3 = serious deterioration, or not functioning as originally designed; 1 = totally deteriorated or in failed condition. State General Recommendation is the team leader’s assessment of the bridge condition overall, rating from 1 through 9. Ratings of 8 (not applicable and 9 (unknown) are never acceptable for the General Recommendation. 7 = new condition, no work is needed; 6 = only minor deterioration present; 5 = primary members and substructures are in good condition, bridge load capacity not reduced but other parts of the bridge may need extensive repairs; 4 = moderate deterioration of primaries, secondaries, and substructure has occurred, but bridge capacity is not substantially reduced; 3 = considerable deterioration of some or all bridge components; 2 = most bridge components are in poor condition; 1 = deterioration is so extensive that partial or total collapse is imminent. Federal Rating Scale is applied separately to the deck, superstructure, and substructure (piers, abutments, piles, fenders, footings, or other components). Scale is from 0 through 9 (N = Not Applicable). 9 = excellent condition; 8 = very good condition (no problems noted); 7 = good condition (some minor problems); 6 = satisfactory condition (structural elements show some minor deterioration); 5 = fair condition; 4 = poor condition (advanced section loss, deterioration, spalling or scour); 3 = serious condition; 2 = crucial condition (advanced deterioration of primary structural elements); 1 = “imminent” failure condition; 0 = failed condition (out of service beyond corrective action).

Appendix D: 2045 VISSIM Trip Table Development and Mode Splits Memo Memorandum

To: Glorimar Reyes, NYSDOT From: Luc Senh, Feng Lu (WSP) Date: January 17, 2018 Subject: 2045 VISSIM trip table development and mode splits for Van Wyck Corridor Study

This memorandum describes the process of developing 2045 AM and PM peak hour forecast demand traffic flow and O-D trip tables by mode for No Build, HOV2+, HOV3+, and GPL (General Purpose Lane) alternatives. The future demand forecast is based on the New York Best Practice Model (NYBPM) together with the latest Port Authority provided future JFK flight schedules. The forecasting process begins by using 2017 AM and PM peak hour balanced flow maps developed from the SKYCOMP aerial- based traffic survey as the base. A sub area extraction of the regional BPM model was conducted to project background traffic flow growth from 2017 to 2045; while vehicle trips based on air passenger growth was treated as Special Generator Trips and was added to the network assignment to develop final demand flow maps and trip tables for use in the VISSIM microsimulation.

1 Base Year (2017) BPM Model Calibration The recently updated NYBPM 2010 model was used as the starting point to calibrate 2017 base condition. The sub area corridor model was calibrated by matching link flow volume and modal split along the Van Wyck Expressway corridor. As a critical input for a travel demand model, socio-economic data (SED) of a Transportation Analysis Zone (TAZ) directly constrains the journey productions and attractions, and ultimately affects vehicle volumes on the network. The NYBPM uses NYMTC forecasts based on a 2010 base year for all SED inputs.

A substantial portion of Van Wyck traffic is to/from JFK Airport. Apart from employee traffic, this can be primarily categorized as air passenger traffic and cargo truck traffic. Both air passenger and cargo traffic were calibrated based on JFK Airport ATR data and vehicle classification counts conducted in May 2017.

Table 1 and 2 summarize the calibrated vehicle mode shares for JFK Airport inbound and outbound traffic. The target percentages are from vehicle classification count samples provided by the PANYNJ in August, 2017.

Table 1: JFK Airport Inbound Traffic Vehicle Classification

Peak Period Source Autos Yellow Taxi Shuttle Bus Bus Medium Truck Heavy Truck Count 89% 6% 0% 1% 3% 1% AM BPM 86% 9% 0% 0% 3% 1% Count 82% 12% 0% 2% 3% 1% PM BPM 77% 18% 0% 1% 3% 1% PIN X735.82

Table 2: JFK Airport Outbound Traffic Vehicle Classification

Peak Period Source Autos Yellow Taxi Shuttle Bus Bus Medium Truck Heavy Truck Count 85% 8% 0% 2% 3% 1% AM BPM 73% 18% 0% 1% 6% 2% Count 86% 10% 0% 1% 3% 1% PM BPM 85% 11% 0% 1% 2% 1%

2 Van Wyck Through Trips Calculation To further refine the link flow volume assignment, a Multi Resolution Modeling approach was employed by integrating the NYBPM with VISUM, a meso-scale model linked to the VISSIM Traffic Simulation Model. A subarea within the NYBPM was extracted and loaded into the VISUM model for assignment. Future demand volumes were developed by examining the incremental growth between 2017 and the future year 2045. Traffic flow differences between base and future (delta) for links and turning movements were calculated, and then added to 2017 balanced flow maps for each period. Table 3 summarizes Air Cargo and Air Passenger trips in 2017 and 2045. Table 4 summarizes vehicle classification (provided by PANYNJ). Table 5 summarizes existing and post processed future thru trips to/from JFK and KGI (Kew Gardens Interchange).

Table 3: JFK AM/PM Peak Periods Special Trip Generator Forecast (Air Cargo + Air Passengers, source: BPM)

AM Peak Period (6:00 - 10:00) PM Peak Period (4:00 - 8:00) 2017 Trips Growth % 2045 Trips 2017 Trips Growth % 2045 Trips Origin Air Cargo 305 98.36% 605 324 56.79% 508 Air Passengers 8,612 65.97% 14,293 11,791 62.53% 19,164 Total 8,917 14,898 12,115 19,672 Destination Air Cargo 251 118.73% 549 301 69.77% 511 Air Passengers 8,745 67.23% 14,624 11,965 65.09% 19,753 Total 8,996 15,173 12,266 20,264

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Table 4: JFK International Airport 2017 Inbound Traffic Vehicle Classification (Source: JFK 2017 Data Collection, PANYNJ)

JFK International Airport 2017 Inbound Traffic Vehicle Classification Peak Hour Approach Autos Yellow Taxi Shuttle Buses Buses Medium Truck Heavy Truck Total 5543 313 24 74 121 44 Airport 6,120 90.6% 5.1% 0.4% 1.2% 2.0% 0.7%

Van Wyck Expwy 90.3% 6.8% 0.0% 0.9% 1.3% 0.7% 38% AM JFK Expwy 95.2% 3.3% 0.5% 0.3% 0.7% 0.1% 21%

Nassau Expwy [1] 89.9% 7.8% 0.1% 0.0% 1.8% 0.4% 21%

Local Street 86.0% 0.6% 1.2% 4.2% 6.0% 2.0% 20% 5671 925 21 164 196 48 Airport 7,024 80.7% 13.2% 0.3% 2.3% 2.8% 0.7%

Van Wyck Expwy 84.6% 12.6% 0.1% 1.2% 1.3% 0.3% 30% PM JFK Expwy 87.2% 11.8% 0.2% 0.3% 0.3% 0.1% 15%

Nassau Expwy [1] 73.5% 25.6% 0.0% 0.2% 0.5% 0.2% 23%

Local Street 79.3% 0.3% 1.0% 7.9% 9.3% 2.2% 32% [1] Includes traffic to VW Expwy Southbound (Exit 1S) and traffic to JFK Expwy Southbound (Exit 2S)

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Table 5: Van Wyck Expressway AM/PM Peak Hour Through Volumes (2017, 2045)

AM Peak Hour PM Peak Hour From To (7:30 - 8:30) (4:30 - 5:30) 2017 2045 2017 2045 Through Through Through Through Volume Volume Volume Volume INBOUND GCP West JFK Airport via Van Wyck Expy 546 1,011 512 830 GCP West JFK Airport via Nassau Expy to JFK Expy 80 148 103 167 Van Wyck Expressway JFK Airport via Van Wyck Expy 264 490 455 739 Van Wyck Expressway JFK Airport via Nassau Expy to JFK Expy 67 125 81 132 Grand Toal (GCP+Van Wyck Expwy) JFK 957 1,773 1,151 1,868 OUTBOUND JFK Airport via Van Wyck Expressway GCP West 510 884 627 1,003 JFK Airport via Van Wyck Expressway Van Wyck Northern End 442 766 605 969 JFK Airport via Nassau Expressway to Van Wyck Expressway GCP West 206 356 677 1,083 JFK Airport via Nassau Expressway to Van Wyck Expressway Van Wyck Northern End 135 234 150 241 Grand Total (From JFK Airport to Van Wyck & GCP) Northern End (GCP + Van Wyck) 1,293 2,240 2,059 3,296 Based on Skycomp Survey for 2017, and BPM models 2017 & 2045 No Build

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3 Mode Splits Vehicle modes in 2045 include the following categories:

· Auto SOV · Auto HOV2 · Auto HOV3+ · Taxi SOV · Taxi HOV2+ · For-Hire SOV · For-Hire HOV2+ · Light Truck · Heavy Truck · Bus

Base Year vehicle mode split along the corridor is based on the SKYCOMP survey that includes Auto, Light Truck, Heavy Truck, and Bus modes. Auto model split was further refined based on JFK terminal frontage counts and dwell time survey from JFK 2015 CTIA Traffic Data Collection Program as follows: Private Autos (SOV, HOV2, HOV3+), Taxi (SOV, HOV2+), and For-Hire Vehicles (SOV, HOV2+). (see Table 6 to 9). Table 10 describes the mode split mentioned above.

Table 6: JFK Inbound and Outbound Private Auto Mode Splits (AM & PM Periods)

AM Period PM Period AM Period PM Period IN % OUT % IN % OUT % All % All % SOV 23.19% 76.81% 33.52% 66.48% 50.00% 50.00% HOV2 36.69% 11.82% 31.32% 15.22% 24.25% 23.27% HOV3+ 40.12% 11.37% 35.16% 18.30% 25.75% 26.73% Note: Based on JFK 2015 CTA Traffic Data Collection - Terminal Frontage Dwell Time Survey

Table 7: JFK Inbound and Outbound Taxi and For-Hire Mode Splits (AM & PM Periods)

AM Period PM Period AM Period PM Period IN % OUT % IN % OUT % All % All % Taxi SOV 39.94% 5.91% 47.05% 5.91% 17.13% 26.48% HOV2+ 60.06% 94.09% 52.95% 94.09% 82.87% 73.52% For- Hire SOV 10.22% 72.36% 17.67% 52.24% 41.29% 34.96% HOV2+ 89.78% 27.64% 82.33% 47.76% 58.71% 65.04% Note: Based on JFK 2015 CTA Traffic Data Collection - Terminal Frontage Counts Assumption based on LaGuardia Airport project approved by PANYNJ: Taxi: in AM, 30% of taxis to the hold area are deadheads; while in the PM, 50% of taxis are deadheads. For-Hire: for both AM/PM period, 37% of FHVs entering the Garage are deadheads. AM Taxi outbound SOV percentage share is negative; it was revised to match with PM outbound SOV percentage.

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Table 8: JFK Inbound and Outbound Mode Splits between Private Auto, Taxi, and For-Hire Vehicles (based on JFK 2015 CTA Traffic Data Collection Program: Vehicle Classification Counts) Inbound Outbound Peak Peak Peak Veh. Hour Hour Veh. Hour Peak Location Mode Volume % Location Mode Volume Hour % Private Private Van Wyck Auto 1,265 56.83% Van Wyck Auto 1,041 51.26% AM Expressway Taxi 182 8.18% Expressway Taxi 416 20.48% FHV 779 35.00% FHV 574 28.26% Private Private Van Wyck Auto 751 49.25% Van Wyck Auto 1,159 65.70% Expressway Taxi 590 38.69% Expressway Taxi 356 20.18% FHV 184 12.07% FHV 249 14.12% Peak Peak Peak Veh. Hour Hour Veh. Hour Peak Location Mode Volume % Location Mode Volume Hour % Private Private Van Wyck Auto 1,839 58.96% Van Wyck Auto 1,399 52.91% PM Expressway Taxi 293 9.39% Expressway Taxi 513 19.40% FHV 987 31.64% FHV 732 27.69% Private Private Van Wyck Auto 961 49.01% Van Wyck Auto 1,506 59.83% Expressway Taxi 741 37.79% Expressway Taxi 464 18.43% FHV 259 13.21% FHV 547 21.73% Private Private Auto 2,016 53.75% Auto 2,200 57.97% AM JFK Average JFK Average Taxi 772 20.58% Taxi 772 20.34% FHV 963 25.67% FHV 823 21.69% Private Private Auto 2,800 55.12% Auto 2,905 56.29% PM JFK Average JFK Average Taxi 1,034 20.35% Taxi 977 18.93% FHV 1,246 24.53% FHV 1,279 24.78%

6 PIN X735.82

Table 9: JFK Inbound and Outbound Mode Splits between Private Auto, Taxi, and For-Hire SOV and HOV Vehicles (calculated from Tables 6-8, based on PANYNJ JFK 2015 CTA Traffic Data Collection Program)

Auto Taxi For-Hire SOV SOV SOV HOV2 HOV2+ HOV3+ HOV2+ Taxi Total Auto Total

Time Period Location For-Hire Total AM Peak Hour (7:30 - 8:30) Inbound Van Wyck Expressway SB 13.18% 20.85% 22.80% 56.83% 3.27% 4.91% 8.18% 3.58% 31.42% 35.00% JFK Expressway SB 11.42% 18.07% 19.76% 49.25% 15.45% 23.24% 38.69% 1.23% 10.83% 12.07% Average 12.46% 19.72% 21.56% 53.75% 8.22% 12.36% 20.58% 2.62% 23.05% 25.67% Outbound Van Wyck Expressway NB 39.37% 6.06% 5.83% 51.26% 1.21% 19.27% 20.48% 20.45% 7.81% 28.26% JFK Expressway NB 50.47% 7.76% 7.47% 65.70% 1.19% 18.99% 20.18% 10.21% 3.90% 14.12% Average 44.53% 6.85% 6.59% 57.97% 1.20% 19.14% 20.34% 15.69% 5.99% 21.69% PM Peak Hour (4:30 - 5:30) Inbound Van Wyck Expressway SB 19.76% 18.47% 20.73% 58.96% 4.42% 4.97% 9.39% 5.59% 26.05% 31.64% JFK Expressway SB 16.43% 15.35% 17.23% 49.01% 17.78% 20.01% 37.79% 2.33% 10.87% 13.21% Average 18.48% 17.26% 19.38% 55.12% 9.58% 10.78% 20.35% 4.33% 20.19% 24.53% Outbound Van Wyck Expressway NB 35.18% 8.05% 9.68% 52.91% 1.15% 18.26% 19.40% 14.46% 13.22% 27.69% JFK Expressway NB 39.78% 9.11% 10.95% 59.83% 1.09% 17.35% 18.43% 11.35% 10.38% 21.73% Average 37.42% 8.57% 10.30% 56.29% 1.12% 17.81% 18.93% 12.95% 11.83% 24.78%

7 PIN X735.82

Table 10: JFK Inbound and Outbound Mode Splits (based on 2017 Skycomp Survey and PANYNJ JFK 2015 CTA Traffic Data Collection Program) Bus Truck HOV2+ TAXI SOV FOR-HIRE Auto SOV Auto HOV2 TAXI HOV2+ Auto HOV3+ FOR-HIRE SOV Time Period Location Tractor-Trailer AM Peak Hour (7:30 - 8:30) Inbound Van Wyck Expressway SB 13.03% 20.61% 22.54% 3.23% 4.85% 3.54% 31.06% 0.30% 0.00% 0.84% JFK Expressway SB 11.38% 18.01% 19.70% 15.40% 23.17% 1.23% 10.80% 0.00% 0.30% 0.00% Total 12.34% 19.52% 21.35% 8.14% 12.24% 2.60% 22.82% 0.25% 0.05% 0.70% Van Wyck Expressway Outbound NB 38.64% 5.94% 5.72% 1.19% 18.91% 20.07% 7.67% 0.00% 0.00% 1.87% JFK Expressway NB 50.28% 7.74% 7.44% 1.19% 18.92% 10.18% 3.89% 0.37% 0.00% 0.00% Total 43.88% 6.75% 6.49% 1.18% 18.86% 15.46% 5.91% 0.10% 0.00% 1.35% PM Peak Hour (4:30 - 5:30) Inbound Van Wyck Expressway SB 19.61% 18.32% 20.57% 4.38% 4.93% 5.55% 25.84% 0.00% 0.00% 0.80% JFK Expressway SB 16.22% 15.15% 17.01% 17.55% 19.75% 2.30% 10.73% 0.55% 0.55% 0.18% Total 18.31% 17.11% 19.21% 9.49% 10.68% 4.30% 20.01% 0.10% 0.10% 0.69% Van Wyck Expressway Outbound NB 34.95% 8.00% 9.62% 1.14% 18.14% 14.37% 13.14% 0.16% 0.00% 0.48% JFK Expressway NB 39.44% 9.03% 10.86% 1.08% 17.20% 11.26% 10.29% 0.74% 0.09% 0.00% Total 37.15% 8.51% 10.23% 1.11% 17.68% 12.85% 11.75% 0.38% 0.03% 0.31%

8 PIN X735.82

4 Balanced Demand Volume Flow Maps · 2045 No Build As mentioned earlier, the NYBPM model was used for background growth from which individual link volume growth was calculated for AM (6 – 10 AM) and PM (4 – 8 PM) peak periods. It was determined based on 2017 ATR counts that AM and PM peak hour ratios are 0.26, therefore, AM and PM individual link AM and PM peak hour volume growth was calculated, and added onto 2017 AM and PM peak hour flow maps. JFK bound via Van Wyck as through trips (to/from JFK) were added to the balanced flow maps to generate final 2045 No Build AM and PM peak hour flow maps.

· 2045 HOV3+ Alternative In HOV3+ alternative, one managed use lane will be added to Van Wyck Expressway NB and SB respectively with these restrictions: o All vehicles must be JFK-bound (Southbound) or bound for GCP/Points North (Northbound). o HOV 3+ lane for private autos o Occupied taxis and for-hire vehicles are allowed o Buses and vans are allowed o No Trucks at any time. NYBPM forecast models were developed to assess the modal split followed by a post processed procedure to develop demand volume flow maps and trip tables by mode. For HOV3+ trips (including Autos HOV3+, Taxi HOV2+, For-Hire Vehicle HOV2+, Buses) that travel via Van Wyck to the JFK Expressway approach were shifted to the Van Wyck Expressway. It was assumed that this would be handled with internal signing so they were relocated to the Van Wyck to allow them to access the only entrance and exit to the Managed Use Lane.

· 2045 HOV2+ Model In HOV2+ alternative, one managed use lane will be added to Van Wyck Expressway NB and SB respectively with these restrictions: o All vehicles must be JFK-bound (Southbound) or bound for GCP/Points North (Northbound). o HOV 2+ lane for private autos o Occupied taxis and for-hire vehicles are allowed o Buses and vans are allowed o No Trucks at any time. o No Trucks at any time. Again, the NYBPM forecast demand model was developed to assess the modal split followed by a post processed procedure to develop demand volume flow maps and trip tables by mode. For HOV2+ trips (including Autos HOV2+, Taxi HOV2+, For-Hire Vehicle HOV2+, Buses) that travel via Van Wyck to JFK expressway were shifted to Van Wyck Expressway were relocated to Van Wyck to allow better access to the Managed Use Lane.

9 PIN X735.82

· 2045 General Purpose Lane (GPL) Model In General Purpose Lane (GPL) alternative, one lane will be added to Van Wyck Expressway NB and SB respectively with no restrictions. Similarly, the NYBPM was conducted to assess any route diversion as well as any change in modal split.

5 2045 O-D Trip Tables for VISSIM · 2045 No Build The 2045 No Build peak hour trip tables were developed based on the 2017 peak hour trip tables with adjusted origin and destination volumes from 2045 No Build balanced flow maps, and doubly constrained matrix adjusted procedure in VISUM. Mode splits were later applied to the peak hour trip tables to create 30-minute interval trip tables for each mode across two hours for both AM (7:00 – 9:00) and PM (4:00 – 6:00) periods.

· 2045 HOV3+ Model 2045 HOV3+ peak hour trip tables were developed based on the incremental growth approach using the doubly constrained matrix adjusted procedure available in VISUM. Mode splits were later applied to the peak hour trip tables to create 30-minute interval trip tables for each mode across two hours for both AM (7:00 – 9:00) and PM (4:00 – 6:00) periods.

· 2045 HOV2+ Model 2045 HOV2+ peak hour trip tables were developed based on incremental growth approach using doubly constrained matrix adjusted procedure available in VISUM. Mode splits were later applied to the peak hour trip tables to create 30-minute interval trip tables for each mode across two hours for both AM (7:00 – 9:00) and PM (4:00 – 6:00) periods.

· 2045 GPL Model 2045 GPL peak hour trip tables were developed based on incremental growth approach using doubly constrained matrix adjusted procedure available in VISUM. Mode splits were later applied to the peak hour trip tables to create 30-minute interval trip tables for each mode across two hours for both AM (7:00 – 9:00) and PM (4:00 – 6:00) periods.

6 Corridor level peak period mode shifts Based on 30-minute interval trip tables by modes, corridor level peak period vehicles by mode trip tables were developed for 2045 No Build, GPL, HOV2+, and HOV3+ alternatives. For description purpose, Table and Table summarized corridor level trip by mode by direction for JKF bound and non-JFK bound tips.

10 PIN X735.82

Table 11: 2045 Corridor Level AM Peak Period Number of Vehicles by Mode (7:00 - 9:00)

For- For- Non- Auto Auto Auto Taxi Taxi Light Heavy Alternative Direction Hire Hire JFK Bus SOV HOV2 HOV3+ SOV HOV2+ Truck Truck SOV HOV2+ Autos

No Build JFK NB 1,349 208 200 41 660 701 268 33 2 54 SB 385 610 667 254 382 81 713 66 35 39 Non- JFK NB 19,138 390 82 272 SB 20,952 618 195 447 GUL JFK NB 1,357 209 201 42 664 705 269 35 2 54 SB 390 617 675 257 387 82 721 68 35 39 Non- JFK NB 20,301 422 88 300 SB 21,590 659 221 441 HOV2+ JFK NB 1,359 297 297 41 900 701 317 33 2 55 SB 118 820 793 254 450 81 831 66 35 45 Non- JFK NB 18,796 394 82 272 SB 20,758 628 200 443 HOV3+ JFK NB 1,339 205 304 41 899 701 317 33 2 55 SB 328 600 864 254 460 81 831 66 35 45 Non- JFK NB 18,864 393 82 272 SB 20,989 634 203 445

11 PIN X735.82

Table 12: 2045 Corridor Level PM Peak Period Number of Vehicles by Mode (4:00 - 6:00)

For- For- Non- Auto Auto Auto Taxi Taxi Light Heavy Alternative Direction Hire Hire JFK Bus SOV HOV2 HOV3+ SOV HOV2+ Truck Truck SOV HOV2+ Autos

No Build JFK NB 1,604 367 442 52 833 660 603 40 10 33 SB 595 556 624 308 347 139 650 170 28 9 Non- JFK NB 21,988 383 80 186 SB 20,104 603 89 252 GUL JFK NB 1,618 371 445 53 840 665 608 43 11 33 SB 601 561 630 311 351 141 657 173 29 9 Non- JFK NB 23,803 419 88 209 SB 21,040 673 101 249 HOV2+ JFK NB 1,499 685 720 52 1,304 660 882 40 10 36 SB 537 675 737 308 409 139 766 170 28 10 Non- JFK NB 20,732 384 80 183 SB 19,870 613 90 252 HOV3+ JFK NB 1,550 394 761 52 1,306 660 882 40 10 36 SB 572 565 743 308 412 139 766 170 28 10 Non- JFK NB 21,009 385 80 183 SB 19,930 610 90 251

12 Appendix E: Public Comments X735.82 - VWE Capacity and Access Improvements to JFK Airport PROJECT SCOPING COMMENTS AND RESPONSES

Response Main Topic Comment Summary Identification Response Summary Comment ID Number Number Alternatives Commenters asked that additional ALT1 As described in Section 4 of this Scoping Report, several concepts have 7, 9, 10b, 15c, 15e, 15g, 15k, 15n, alternatives be studied and considered or been developed and considered for this Project. Based on the project 15o, 15s, 15t, 17b stated that a reasonable range of alternatives purpose and objectives, a screening evaluation, and public input, the was not considered. Commenters also Build Alternative is being advanced for study in the DDR/DEIS. Pursuant requested improvements to public transit. to NEPA requirements, the No Build Alternative is also being advanced for evaluation in the DDR/DEIS to provide a baseline against which the potential effects of the Build Alternative can be compared. Improvements to public transit are outside the scope of this Project. However, this Project would not preclude improvements to public transit by other entities as separate, independent actions. Alternatives Commenters noted that High Occupancy ALT2 Comments noted. 15l, 15m, 15q, 15r Vehicle (HOV) lanes, busways, and transitways benefit the few at great public expense; any expenditure on variable messenging requires careful scrutiny and justification; and toll lanes should not be considered in New York City.

Alternatives Commenters noted the importance of the ALT3 Comments noted. 3, 4a project in serving the existing and future traffic on the VWE. Engagement Commenter noted that MTA NYC Transit ENG1 As described in Section 7 of this Scoping Report, the FHWA and NYSDOT 15f should be included in the Coordination Plan. have provided, and will continue to provide, opportunities for meaningful public and agency participation throughout the environmental review process. Cooperating and Participating Agencies have been identified and invited to participate in the EIS process. Participating agencies on the Project include several NYC agencies, including MTA NYC Transit.

1 Response Main Topic Comment Summary Identification Response Summary Comment ID Number Number Engagement Regarding the format of the public scoping ENG2 Section 7 of this Scoping Report describes public and agency involvement 2c, 6a, 8a, 10a, 11a, 11d, 12c, 13c, meeting, commenters expressed a preference opportunities to date, as well as those that are planned throughout the 14, 15b for a more traditional presentation, hearing, EIS process for the Project. A public scoping meeting for the Project was and/or question and answer session. Others held on September 27, 2017. Flyers advertising this meeting were sent to commented on the location of the meeting or and/or distributed at Community Board offices, elected officials’ offices, that the meeting was not properly introduced libraries, post offices, transit stops/stations, parking lots at JFK Airport, within the community. Others favored the and at commercial establishments along the corridor and at major open house format or asked to be notified of intersections. The NYSDOT has also presented the Project at Community future meetings. Board Meetings. A public hearing will be held for the Project after the release of the DDR/DEIS to the public. Public meeting locations and locations of meeting flyer distribution are shown in Figure 7-1 of this Scoping Report. Public meetings have been and will continue to be sited, scheduled and planned to provide opportunities for participation by minority and/or low-income populations. A project website has also been established, which provides current project information and a means for the public to submit comments. The NYSDOT will continue to consider public and agency input throughout the EIS process.

Environmental Commenters inquired about the construction ENV1 Construction-related effects of the Project, including those related to air 2a, 4b, 6c, 11b, 13b, 18c, 18e, 18f impacts associated with the Project, including quality, noise, traffic and waste removal/disposal, will be studied as part traffic-related impacts, noise, and dust; of the DDR/DEIS. requested hot spot air quality analysis for construction equipment; and encouraged the recycling of materials generated onsite. One commenter requested that the staging take into consideration the airport summer peak schedule and holiday season. Environmental Commenters inquired whether rents will rise; ENV2 As stated in Section 5.3 of this Scoping Report, the acquisition and/or 2b, 5, 6b, 8b, 12b residents will be displaced; the community relocation of occupied dwellings or businesses is not anticipated for the will be dispersed; their homes will be subject Project. As stated in Section 5 of this Scoping Report, the DDR/DEIS will to eminent domain; and property values will include an assessment of effects to neighborhood and community be impacted. cohesion, land use, and social groups. Environmental Ecological effects associated with the Project ENV3 As discussed in Section 5.1 of this Scoping Report, the project corridor lies 10c will be damaging. within a densely-populated and highly-developed area of Queens. The general landscape is characterized as terrestrial-urban, reflecting the effects of intense human disturbances to the naturally-occurring ecological systems. Effects to ecological and wildlife resources will be assessed as part of the DDR/DEIS. Environmental Ensure that jobs and impacts related to the ENV4 As stated in Section 5.3 of this Scoping Report, potential economic and 11c Project are beneficial to the community. fiscal impacts to businesses within the Study Area will be assessed as part of the DDR/DEIS. Effects to social groups will also be assessed.

2 Response Main Topic Comment Summary Identification Response Summary Comment ID Number Number Environmental Commenter noted that environmental justice ENV5 As discussed in Section 7.1 of this Scoping Report, the NYSDOT has and 13a, 18g communities surrounding the Project should will continue to provide meaningful opportunities for affected minority be adequately included in the Project's and/or low income (environmental justice) communities to provide input decision-making process. on the Project. The NYSDOT will continue to consider public and agency input throughout the EIS process. Environmental Commenters expressed the need to consider ENV6 The direct and indirect effects of the Project will be evaluated as part of 15h, 18a the indirect and cumulative effects of the the DDR/DEIS. Effects to traffic, land use, social conditions, economic Project. As the Project would increase the conditions and other topics will be studied. Section 5.3 of this Scoping capacity of the Van Wyck Expressway, the EIS Report identifies the key environmental topics of concern for the Project. should analyze any indirect or cumulative As stated in Section 5.3, impacts on the environment that would result impacts that an increase in capacity would from the incremental impact of the proposed action when added to past, have on the surrounding roadways and areas. present, and reasonably foreseeable actions will be identified in the DDR/DEIS. Environmental Commenters stated that the Project is located ENV7 As stated in Section 5.3 of this Scoping Report, the potential effects on 18b, 18d over the Brooklyn-Queens sole source aquifer; groundwater resources and wetlands will be assessed and documented efforts should be made to avoid any adverse in the DDR/DEIS. Regarding cultural resources, the Project is subject to impacts to groundwater; and the EIS should review under Section 106 of the National Historic Preservation Act of include any necessary mitigation related to 1966, as amended, and its implementing regulations. The effects of the wetlands, cultural resources, or other topics. Project on historic properties and archaeological resources will be evaluated under the Section 106 process during the development of the DDR/DEIS. Project Purpose The stated purpose of the project is “the PP1 As stated in Section 3 of this Scoping Report, the purpose of the Project is 15e needs for the Project are to provide increased to provide increased capacity on the VWE between the KGI and JFK capacity on the VWE to and from JFK Airport” Airport to improve vehicular access to and from JFK Airport. Access to JFK rather than to provide improved access to the Airport is limited, due to the inability of the VWE to accommodate both airport. current and anticipated future traffic volumes. By addressing capacity constraints, the Project would result in improved access to JFK Airport.

Project Scope Commenter expressed the need for PS1 Comment noted. 1 comprehensive planning in Jamaica. Project Scope Commenter noted that federal funding is not PS2 Comment noted. 15a an option due to NYS's non-compliance with the federal Manual of Uniform Traffic Control Devices. Traffic & Commenter requested that freight and truck TT1 A traffic study will be conducted as part of the DDR/DEIS and will include 15d Transportation traffic be considered in addition to the the requested information. impacts of general traffic.

3 Response Main Topic Comment Summary Identification Response Summary Comment ID Number Number Traffic & Commenter questioned the importance of the TT2 According to 2017 JFK Airport inbound traffic vehicle classification data, 17c Transportation VWE as a major route to the airport. the VWE accounts for 38 percent of inbound airport trips, during the AM peak hour and 30 percent, during the PM peak hour. The JFK Expressway and Nassau Expressway each account for 21 percent during the AM peak hour and 15 and 23 percent, respectively, during the PM peak hour. Local streets contribute 20 percent during the AM peak hour and 32 percent during the PM peak hour. Traffic & Commenters noted deficiencies in the existing TT3 The project objectives include addressing the geometric and operational 12a, 15i, 15j, 15p, 16, 17a Transportation transportation system, including roadways, deficiencies of the VWE exit/entrance ramps within the identified project interchanges, ramps, and local roads. limits and addressing the structural deficiencies on the bridges on or crossing over the VWE within the project limits. Existing transportation conditions, deficiencies and engineering considerations will be documented in the DDR/DEIS. Also, a traffic study will be conducted as part of the DDR/DEIS to assess the Project’s effects to the transportation system.

VANWYCK EXPRESSWAY (1-678) CAPACITY AND ACCESS IMPROVEMENTS TO JFK AIRPORT PROJECT PUBLIC SCOPING MEETING COMMENT SHEET

0 Name: _J____'.}J ____,,. ______n~ __ kf______.;:aa.....o... 1""""""-c..___l ------, Address: Phone Number:

E-mail: Affiliation (if applicable): . +-}o11'1(2, <[JA.)__) Thank you for your interest in the Van Wyck Expressway (l-678) Capacity and Access Improvements to JFK Airport Project. Your input is very important to us. We welcome your comments I concerns on the scope of our study, so please take a moment to complete this comment sheet. If you need more space, feel free to fill out additional sheets.

You may complete this comme sheet and leave it at the comment station, or yo1,r,p_~.JIJr:r\~JJ-- ·~'.J·, 11 to us (see pre-addressed mailer on reverse side). You may also e-mail your commeri:_.ti~'s:Tt-'.e _. ; U'\

VWE@dot. ny .gov "I'! acr s Pr-1:_3: 13

Comments are due by 5:00 PM on November 30, 2017

~ .~;,;'.,!'0 RK IDepartmen t of ~ "'.'""'" Transportati on . . . . ,. . . '

- - ~------

______

VAN WYCK EXPRESSWAY (I-678)

CAPACITY AND ACCESS IMPROVEMENTS

TO JFK AIRPORT

______

Project Scoping Public Meeting, held on

Wednesday, September 27, 2017, taken at the Greater

Jamaica Development Corporation, 90-49 160th Street,

Jamaica, New York, 14432, commencing at 4:30 p.m., before

Marie Triolo, a Court Reporter and Notary Public in and for the State of New York.

2 1 PROJECT SCOPING PUBLIC MEETING 2 PROJECT SCOPING PUBLIC MEETING

3 SEPTEMBER 27, 2017

4 FRANCIS A. Di MOLA

5 International Carrier of JFK Airport

6 Executive Director

7 Terminal 4 Airlines Consortium

8 Email:

9 MR. Di MOLA: I represent thirty

10 airlines, domestic and international in JFK

11 Airport.

12 I'm also here to speak to the same

13 concerns of all ninety airlines at JFK.

14 First of all, I would like to say

15 that the Kew Gardens Interchange construction

16 that was recently completed is a Godsend. I

17 think it's wonderful. It really does help

18 the flow of traffic.

19 We look forward to the widening of

20 this additional Van Wyck Expressway, the new

21 phase of additional widening of the Van Wyck

22 Expressway to the JFK Airport. It will help

23 tremendously serve the current volume of the

24 traffic to the airport as well as its

25 growth.

3 1 PROJECT SCOPING PUBLIC MEETING 2 The airport is planning to go from

3 it's current sixty million passengers to over

4 one hundred million in twenty years, and this

5 is desperately needed.

6 I would also say that from an

7 airline point of view, it also helps with

8 cargo activity. In terms of cargo vehicle

9 access to and from the airport, it's the

10 lifeline. The Van Wyck is the lifeline for

11 Kennedy Airport. That's how important this

12 project is.

13 I respectfully request that the

14 staging take into consideration the summer

15 peak schedule for the airport which is quite

16 busy. I would not want to see reduced

17 roadway access during that period or during

18 the Christmas holiday season. That should be

19 put into their planning formula if that can

20 be accommodated.

21 All I can say is thank you very

22 much for this opportunity to see the project.

4 1 PROJECT SCOPING PUBLIC MEETING 2 PHILIP J. MALEBRANCHE

3 Email:

4 MR. MALEBRANCHE: I live in South

5 Ozone Park, and I'm a member of the First

6 Presbyterian Church in Jamaica nearby.

7 I'm concerned that this project is

8 serving the interests of international and

9 national travelers and not the community.

10 I view this project as coming in the

11 context of a lack of affordable housing in

12 New York City and that the increased traffic

13 and the resultant real estate dynamics will

14 not be in the interest of the residents of

15 this area.

16 I believe that rents will rise and

17 the residents will be pushed out, that the

18 community will be dispersed and, therefore,

19 changed. So I have serious concerns about

20 what is afoot.

5 1 PROJECT SCOPING PUBLIC MEETING 2 DONNA REID

3 Homeowner

4 Email:

5 Phone:

6 MS. REID: One, they should have

7 somebody welcoming the people at the door.

8 People have no idea what they're coming into.

9 That's one.

10 Two, I am concerned about the Van

11 Wyck Expressway service road. I live on the

12 service road. So I need to know if any of

13 my property would be taken away due to this

14 project, or if any damages will happen to my

15 home while they're doing this project.

16 How long this project will take, I

17 need to know that, what kind of congestion

18 it will cause while doing this or if this is

19 something they will do at night as other

20 projects.

21 I want to know about the noise

22 factor.

23 I want to know would it be a

24 mandatory thing where we have to give up our

25 property because I know many, many years

6 1 PROJECT SCOPING PUBLIC MEETING 2 ago they had to move houses on the Van Wyck

3 and put it somewhere else.

4 Would this affect my property value?

7 1 PROJECT SCOPING PUBLIC MEETING 2 DALE DAVIDS

3 Local resident

4 Email:

5 Phone:

6 Phone:

7 MR. DAVIDS: I'm a local real estate

8 broker that lives in the area for over

9 twenty years. I'm familiar with the roads.

10 I think they should emphasize more

11 on the mass transit aspects of getting to

12 the airport, the train, take the AirTrain.

13 What else goes there? The A train goes

14 there.

15 I mean it's well and good they're

16 fixing the road and widening. They cannot

17 widen the Van Wyck enough to get enough

18 people. It's just not possible for that to

19 be widened enough to sustain the amount of

20 people using JFK.

21 Also, there are other regional

22 airports that can be expanded. The one in

23 Newburgh, they can do something with that.

24 JFK is never going to run out of

25 people. Those airports can be used.

8 1 PROJECT SCOPING PUBLIC MEETING 2 There's one in Long Island. I

3 forgot the name. Stewart. They can do

4 something with that.

5 It's good what I've seen. I thought

6 it was a good idea.

7 They should emphasize mass transit

8 over using the road because it's just not

9 going to happen. All the trucks need the

10 roads to bring cargo back and forth to the

11 airport, and those are my comments.

9 1 PROJECT SCOPING PUBLIC MEETING 2 JAMES HEYLIGER

3 Email:

4 Phone:

5 MR. HEYLIGER: I would like to say

6 that this current format is not conducive to

7 my community in terms of discussion and

8 dialogue.

9 Power point presentation, even if

10 there's one coming, should have been first.

11 There should have at least been a

12 microphone that the head person tonight could

13 speak to the people about the process of

14 what all the charts mean. Most of us do

15 not understand the charts.

16 And trying to find my house on here

17 to determine whether or not my house is

18 going to be subject to eminent domain is

19 very important to me.

20 I lived through the first eminent

21 domain to create the Van Wyck Expressway so

22 I go back a ways. I've seen houses picked

23 up and moved to Long Island and placed on

24 vacant lots. I'm sure it's not available.

25 Even if you purchase my house for a

10 1 PROJECT SCOPING PUBLIC MEETING 2 fair price, where do I go? My house is

3 paid for. I don't want to go no place.

4 What is the economic value to me and

5 my family based on your commercial expansion

6 for the benefit of travelers?

11 1 PROJECT SCOPING PUBLIC MEETING 2 SAMUEL SANTAELLA

3 Transportation Alternatives

4 Phone:

5 MR. SANTAELLA: I'm a bus rider and

6 I'm a bicycle rider, so I take the bus into

7 Jamaica in the mornings. I get held back

8 often by traffic on Liberty Avenue.

9 I haven't done insider research into

10 this. I'm going to guess it's due to the

11 highway congestion.

12 I have to go crosstown on my bike.

13 I live in St. Albans. I go west into Ozone

14 Park, City Line and Brooklyn. I got to

15 cross the highway.

16 So my concern is this, I've been

17 doing a little research into this, right.

18 Induced demand means, and I'm oversimplifying

19 it when I say this, you get what you build

20 for. And so our road space is limited.

21 When you give something away for

22 free, what happens? It becomes everyone

23 wants it. Everyone hoards it. Hey, it's

24 free.

25 I think that's what the problem with

12 1 PROJECT SCOPING PUBLIC MEETING 2 driving right now is. It's people drive for

3 free and then there's all this congestion on

4 top of that.

5 Transportation that is, you know,

6 trains and buses, are not as good as it is

7 in other parts of the city like Manhattan

8 and Brooklyn, and these two things induce

9 people to drive more.

10 And what I've heard about highway

11 expansion projects elsewhere in the country,

12 congestion hasn't gone down, it has gone up

13 because more people drive.

14 So as someone who lives in the area,

15 I don't want local streets to be more

16 congested and dangerous.

17 There are some parts of it that I

18 do like. They want to rebuild the bridges

19 and reconfigure the ramp. I do like that

20 idea. That makes the local streets right and

21 a bit safer. I give it a chance to make

22 it safer.

23 I would like to see bicycle

24 crossings on the new bridges over the

25 highway.

13 1 PROJECT SCOPING PUBLIC MEETING 2 And as far as the highway itself,

3 definitely try at least one lane where people

4 who really want to go faster should pay a

5 premium, whether it's by literally expanding

6 it to four lanes, that is three free and one

7 paid one, or try the current configuration of

8 two free lanes and one paid one.

9 Considering that it's the state, I

10 see that it realizes also that a real

11 connection to the airport is also important,

12 but I have little hope in it actually

13 happening.

14 The state government continues to not

15 fund the capital plan that enables MTA to

16 renew and modernize and maintain, let alone

17 expand.

18 I think that the best way to connect

19 people to the airport is additional public

20 transportation. I think that a good rail

21 connection would induce a very desirable and

22 convenient option. That's all I have to

23 say.

14 1 PROJECT SCOPING PUBLIC MEETING 2 ANTHONY RIVERS

3 Community activist

4 Email:

5 Phone:

6 MR. RIVERS: First of all, I'm very

7 disappointed at the introduction of this

8 project to the community and how it was

9 done. I think it was done in poor taste

10 and without proper notice to the community to

11 respond. That's number one.

12 Number two, after reviewing the

13 project and talking to the Deputy Director,

14 Harold Fink, I am disappointed in the actual

15 alterations they plan on making to the Van

16 Wyck. I feel it's going to be a costly

17 project which is destined for failure.

18 The challenge with the project is

19 spreading a highway open for four lanes in

20 and spreading a highway and exits for four

21 lanes out creates a bottleneck on the exit.

22 Eventually, those four lanes have to convert

23 back to three and you end up with the same

24 congestion.

25 I think the project failed to take

15 1 PROJECT SCOPING PUBLIC MEETING 2 into consideration all the new construction

3 taking place in this immediate area on which

4 they plan on expanding.

5 There are going to be an additional

6 eight high rise buildings with a minimum of

7 two hundred apartments in each building in

8 the immediate area which in itself is going

9 to add to congestion and additional usage to

10 the immediate roadway. Therefore, I can't

11 see this project, the way it is, actually

12 being helpful to the community.

13 I think the ecological effect is

14 more damaging than the project's production

15 will produce.

16 Please keep me informed and notified

17 of every stage of this project. Thank you.

16 1 PROJECT SCOPING PUBLIC MEETING 2 JOANN WHITEHEAD

3 St. Albans Civic Community 1st

4 Email:

5 Phone:

6 MS. WHITEHEAD: I would just like to

7 say that while this is supposed to be a

8 scoping meeting, that it seems that in order

9 to really have an effectively communicative

10 meeting, that there should have been some

11 type of presentation and then a question and

12 answer so people could really have the gist

13 of exactly where they are and where they

14 intend on going, and they could really hear

15 from the audience how the community feels

16 about the general impact that we're going to

17 have.

18 I'm concerned, and I don't even live

19 nearby, but I am very concerned with the

20 structure of the houses that are nearby

21 because the most recent construction the Van

22 Wyck had impacted on a lot of houses. When

23 they did the monorail, it impacted people.

24 Between that, the emission of gases,

25 and the fact that once again the community

17 1 PROJECT SCOPING PUBLIC MEETING 2 is having all sorts of things go through it,

3 but not really anything to help the people

4 within the community with their livelihoods,

5 their quality of life, and if these things

6 are coming into the community, the jobs as

7 well as the impact should be beneficial to

8 the community.

9 They say that there are apprentice

10 programs and things coming through for people

11 not already in the unions. Those things

12 should be highly advertised within the

13 community. It's not just do I know you.

14 And my e-mail and phone number are

15 there, and we should be contacted throughout

16 the process, not just as a let me know what

17 we're doing but how the community feels about

18 it, if they really think the community is

19 worthy of some basic consideration. Thank

20 you.

18 1 PROJECT SCOPING PUBLIC MEETING 2 OSTER BRYAN

3 St. Albans Civic

4 Email:

5 Phone:

6 MR. BRYAN: So my main interest is

7 that this project seems to run contradictory

8 to what they're doing in other parts of the

9 city, in other parts of the city where they

10 seem to be trying to discourage driving and

11 encourage things like bike riding and mass

12 transportation.

13 Even in Flushing. I work in

14 Flushing. I'm an adjunct professor. They

15 have reduced Main Street to two lanes so

16 that they can increase pedestrian traffic.

17 If you've been in Manhattan recently,

18 you can't even drive down Broadway. This is

19 contradictory to that initiative.

20 And I'm curious because, as a black

21 person, I've seen what happened to Harlem.

22 I've seen what happened to Brooklyn where

23 they've kind of moved large swaps of the

24 black population out. They've displaced the

25 population there. The populations that were

19 1 PROJECT SCOPING PUBLIC MEETING 2 there in the past are no longer there. And

3 it seems like that's one of the things that

4 pops up in my head.

5 If I see the other parts of the

6 city having a certain initiative and it runs

7 contradictory here, I'm assuming then that

8 might be one of the initiatives they're

9 trying to do here, misplace the population

10 here. That's a serious concern of mine.

11 I expected this to have a meeting or

12 a sit down. I'm told that none of the

13 executives are here from DOT. They don't

14 have business cards.

15 Basically, based on what I'm seeing

16 here, DOT doesn't really have a feeling of

17 the community.

18 I don't think any of these folks

19 that work with DOT in this meeting actually

20 live around here or are familiar with this

21 area, so that's problematic as well. You're

22 not connected to what you could be trying to

23 bring about.

24 I do understand that this is just

25 the opening stages, that anything is possible

20 1 PROJECT SCOPING PUBLIC MEETING 2 and you're just introducing an idea, but it

3 would have better to have more open dialogue

4 about some of these things as opposed to

5 show and tell.

21 1 PROJECT SCOPING PUBLIC MEETING 2 IVAN MOSSOP, JR.

3 Queens County Republican 32AD Leader

4 Rochdale Village Houses Congress Secretary

5 Candidate - Member City Council #28

6 Email:

7 MR. MOSSOP, JR.: First of all, the

8 32nd Assembly District as well as the 28th

9 City Council District are ground zero for

10 this initiative, the Van Wyck expansion.

11 If I look to one of the placards

12 over there, the only area that I don't cover

13 is Kew Gardens. Everything else is in my

14 district. So I'm very glad that I'm here.

15 I'm the son of a deceased civic

16 leader, Marilyn Mossop. She was a member of

17 the Community Planning Board 8 for many

18 years, and I recall her being involved with

19 the planning of the first expansion that I

20 know of. I guess that was like back in the

21 seventies where they set up the train to the

22 plane, probably the seventies into the

23 eighties probably, and Van Wyck has been a

24 constant reality of my life for fifty-eight

25 years. That's how old I am.

22 1 PROJECT SCOPING PUBLIC MEETING 2 So one of the things, as I was

3 going around, that dawned on me is one of

4 the best ways I would recommend to get

5 feedback would be to involve students at all

6 levels from K through high school, maybe even

7 York College which is part of the CUNY

8 system. That's the closest senior college to

9 the Van Wyck.

10 Queens College is at the other end

11 of the Van Wyck, but I think York College is

12 technically a little bit closer. Definitely

13 where the expansion is, York College is

14 almost near ground zero also.

15 So really, in a nutshell, I think my

16 best contribution would be that you would

17 invite K through college in the area to

18 write essays or independent studies, all

19 kinds of ways to make it a teachable moment

20 for students.

21 And by doing that, you pull in their

22 parents as well. It's a clever way to get

23 the adults' input through the students. You

24 get the students to interview their parents,

25 thing like that. So I mean that's the main

23 1 PROJECT SCOPING PUBLIC MEETING 2 thing.

3 I'm sure there already is a concern

4 about overdevelopment. We have the downtown

5 Jamaica area being developed, and we have a

6 lot of concern amongst people of color

7 because the area is predominantly residents

8 of people of color, African Americans,

9 Caribbean Americans, Guyanese, people of the

10 Hindu culture, whether they're from the

11 Caribbean or of Indian descent, southeast

12 Asians. That's another way to describe them.

13 All of those people are part of the

14 melting pot and there's a concern about

15 gentrification where development of any type

16 can displace people who are barely holding on

17 to their properties.

18 This area was also considered ground

19 zero to the foreclosure crisis. So many of

20 the properties in this area were under water.

21 It's the financial term for when you have

22 more debt than equity and you can't sell

23 because you just don't have enough equity.

24 You can't borrow either.

25 So given all that, there's a lot of

24 1 PROJECT SCOPING PUBLIC MEETING 2 concern about how this development as to the

3 overdevelopment of the area, and there's an

4 undue disruption to people's lives, you know,

5 all these things going on at the same time.

6 This area is also heavily populated

7 with special housing for halfway house people

8 recovering from drug problems, people trying

9 to transition back into society from being

10 incarcerated, veterans that have issues and

11 so on and so forth.

12 So the area has a lot of stress on

13 the normal basis. So the question is how

14 will this add to the overall stress, how

15 does it affect people, their emotional

16 well-being, their health.

17 Any construction has unintended

18 consequences of dust. I understand they have

19 rules about noise. They have rules about

20 dust. But even with the rules, often rules

21 are meant to be broken, especially when you

22 have contractors trying to make a buck, you

23 know.

24 Is government oversight going to be

25 enough to keep people from taking advantage?

25 1 PROJECT SCOPING PUBLIC MEETING 2 So I'm sure these are some of the

3 concerns I know that people have but may not

4 have time to come here.

5 But I do like how this was arranged.

6 I'm thumbs up about the setup. It's a lot

7 easier to talk this way than a normal public

8 hearing where you sit in the auditorium

9 waiting to be heard. This is very nice.

26 1 PROJECT SCOPING PUBLIC MEETING 2 THOMAS CRATER, JR.

3 The New York Page

4 Publisher & Editor

5 MR. CRATER, JR.: I would like to

6 be fully informed on this project and have

7 all future information forwarded to me so

8 that it can be published in The New York

9 Page to better serve the community.

27 1 PROJECT SCOPING PUBLIC MEETING 2 CERTIFICATE

4 I, MARIE TRIOLO, a Stenotype

5 Shorthand Reporter within and for the State

6 of New York, do hereby certify that the

7 foregoing is a true and accurate

8 transcription of my stenographic notes.

9 I further certify that I am not

10 employed by or related to any party to this

11 action.

12 IN WITNESS WHEREOF, I have hereunto

13 set my hand this 5th day of October, 2017.

17 Marie Triolo

18 Court Reporter

19 Notary Public

PROJECT SCOPING PUBLIC MEETING, SEPTEMBER 27, 2017 Page 28 A assuming 19:7 capital 13:15 access 1:53:9,17 audience 16:15 cards 19:14 accommodated 3:20 auditorium 25:8 cargo 3:8,88:10 accurate 27:7 available 9:24 Caribbean 23:9,11 action 27:11 Avenue 11:8 Carrier 2:5 cause 5:18 activist 14:3 B activity 3:8 certain 19:6 actual 14:14 back 8:109:2211:7 CERTIFICATE 27:2 add 15:924:14 14:2321:2024:9 certify 27:6,9 additional 2:20,21 barely 23:16 challenge 14:18 13:1915:5,9 based 10:519:15 chance 12:21 adjunct 18:14 basic 17:19 changed 4:19 adults 22:23 Basically 19:15 charts 9:14,15 advantage 24:25 basis 24:13 Christmas 3:18 advertised 17:12 believe 4:16 Church 4:6 affect 6:424:15 beneficial 17:7 city 4:1211:14 affordable 4:11 benefit 10:6 12:718:9,919:6 afoot 4:20 best 13:1822:4,16 21:5,9 African 23:8 better 20:326:5 civic 16:318:3 ago 6:2 bicycle 11:612:23 21:15 airline 3:7 bike 11:1218:11 clever 22:22 airlines 2:7,10,13 bit 12:2122:12 closer 22:12 airport 1:72:5,11 black 18:20,24 closest 22:8 2:22,243:2,9,11 Board 21:17 college 22:7,8,10 3:157:128:11 borrow 23:24 22:11,13,17 13:11,19 bottleneck 14:21 color 23:6,8 airports 7:22,25 bridges 12:18,24 come 25:4 AirTrain 7:12 bring 8:1019:23 coming 4:105:8 Albans 11:1316:3 Broadway 18:18 9:1017:6,10 18:3 broken 24:21 commencing 1:12 alterations 14:15 broker 7:8 comments 8:11 Alternatives 11:3 Brooklyn 11:1412:8 commercial 10:5 Americans 23:8,9 18:22 communicative 16:9 amount 7:19 BRYAN 18:2,6 community 4:9,18 answer 16:12 buck 24:22 9:714:3,8,10 ANTHONY 14:2 build 11:19 15:1216:3,15,25 apartments 15:7 building 15:7 17:4,6,8,13,17,18 apprentice 17:9 buildings 15:6 19:1721:1726:5 area 4:157:812:14 bus 11:5,6 completed 2:16 15:3,819:2121:12 buses 12:6 concern 11:1619:10 22:1723:5,7,18,20 business 19:14 23:3,6,1424:2 24:3,6,12 busy 3:16 concerned 4:75:10 16:18,19 arranged 25:5 C Asians 23:12 concerns 2:134:19 aspects 7:11 Candidate 21:5 25:3 Assembly 21:8 CAPACITY 1:5 conducive 9:6

PROJECT SCOPING PUBLIC MEETING, SEPTEMBER 27, 2017 Page 29 configuration 13:7 D downtown 23:4 congested 12:16 DALE 7:2 drive 12:2,9,13 congestion 5:17 daledavids@gmail... 18:18 11:1112:3,12 7:4 driving 12:218:10 14:2415:9 damages 5:14 drug 24:8 Congress 21:4 damaging 15:14 due 5:1311:10 connect 13:18 dangerous 12:16 dust 24:18,20 connected 19:22 DAVIDS 7:2,7 dynamics 4:13 connection 13:11,21 dawned 22:3 E consequences 24:18 day 27:13 consideration 3:14 debt 23:22 easier 25:7 15:217:19 deceased 21:15 ecological 15:13 considered 23:18 definitely 13:3 economic 10:4 Considering 13:9 22:12 Editor 26:3 Consortium 2:7 demand 11:18 effect 15:13 constant 21:24 Deputy 14:13 effectively 16:9 construction 2:15 descent 23:11 eight 15:6 15:216:2124:17 describe 23:12 eighties 21:23 contacted 17:15 desirable 13:21 either 23:24 context 4:11 desperately 3:5 Email 2:84:35:4 continues 13:14 destined 14:17 7:49:314:416:4 contractors 24:22 determine 9:17 18:421:6 contradictory 18:7 developed 23:5 eminent 9:18,20 18:1919:7 development 1:12 emission 16:24 contribution 22:16 23:1524:2 emotional 24:15 convenient 13:22 Di 2:4,9 emphasize 7:108:7 convert 14:22 dialogue 9:820:3 employed 27:10 Corporation 1:12 Director 2:614:13 enables 13:15 costly 14:16 disappointed 14:7 encourage 18:11 Council 21:5,9 14:14 equity 23:22,23 country 12:11 discourage 18:10 especially 24:21 County 21:3 discussion 9:7 essays 22:18 Court 1:1327:18 dispersed 4:18 estate 4:137:7 cover 21:12 displace 23:16 Eventually 14:22 CRATER 26:2,3 displaced 18:24 exactly 16:13 create 9:21 disruption 24:4 Executive 2:6 creates 14:21 district 21:8,9,14 executives 19:13 crisis 23:19 Dmeasjh1.1964@ya... exit 14:21 cross 11:15 5:4 exits 14:20 crossings 12:24 doing 5:15,1811:17 expand 13:17 crosstown 11:12 17:1718:822:21 expanded 7:22 culture 23:10 domain 9:18,21 expanding 13:515:4 CUNY 22:7 domestic 2:10 expansion 10:5 curious 18:20 DONNA 5:2 12:1121:10,19 current 2:233:3 door 5:7 22:13 9:613:7 DOT 19:13,16,19 expected 19:11

PROJECT SCOPING PUBLIC MEETING, SEPTEMBER 27, 2017 Page 30 Expressway 1:42:20 future 26:4 hearing 25:8 2:225:119:21 heavily 24:6 e-mail 17:14 G held 1:1111:7 Gardens 2:1521:13 help 2:17,2217:3 F gases 16:24 helpful 15:12 fact 16:25 general 16:16 helps 3:7 factor 5:22 gentrification hereunto 27:12 failed 14:25 23:15 Hey 11:23 failure 14:17 getting 7:11 HEYLIGER 9:2,5 fair 10:2 gist 16:12 [email protected] familiar 7:919:20 give 5:2411:21 9:3 family 10:5 12:21 high 15:622:6 far 13:2 given 23:25 highly 17:12 faster 13:4 glad 21:14 highway 11:11,15 fdimola@TFAX-JFK... go 3:29:2210:2,3 12:10,2513:2 2:8 11:12,1313:417:2 14:19,20 feedback 22:5 Godsend 2:16 Hindu 23:10 feel 14:16 goes 7:13,13 hoards 11:23 feeling 19:16 going 7:248:99:18 holding 23:16 feels 16:1517:17 11:1014:1615:5,8 holiday 3:18 fifty-eight 21:24 16:14,1622:324:5 home 5:15 financial 23:21 24:24 Homeowner 5:3 find 9:16 good 7:158:5,6 hope 13:12 Fink 14:14 12:613:20 house 9:16,17,25 first 2:144:59:10 government 13:14 10:224:7 9:2014:621:7,19 24:24 houses 6:29:22 fixing 7:16 Greater 1:11 16:20,2221:4 flow 2:18 ground 21:922:14 housing 4:1124:7 Flushing 18:13,14 23:18 hundred 3:415:7 folks 19:18 growth 2:25 foreclosure 23:19 guess 11:1021:20 I foregoing 27:7 Guyanese 23:9 idea 5:88:612:20 forgot 8:3 20:2 format 9:6 H immediate 15:3,8,10 formula 3:19 halfway 24:7 impact 16:1617:7 forth 8:1024:11 hand 27:13 impacted 16:22,23 forward 2:19 happen 5:148:9 important 3:119:19 forwarded 26:4 happened 18:21,22 13:11 four 13:614:19,20 happening 13:13 IMPROVEMENTS 1:5 14:22 happens 11:22 incarcerated 24:10 FRANCIS 2:4 Harlem 18:21 increase 18:16 free 11:22,2412:3 Harold 14:14 increased 4:12 13:6,8 head 9:1219:4 independent 22:18 fully 26:4 health 24:16 Indian 23:11 fund 13:15 hear 16:14 induce 12:813:21 further 27:9 heard 12:1025:9 Induced 11:18

PROJECT SCOPING PUBLIC MEETING, SEPTEMBER 27, 2017 Page 31 information 26:4 21:2024:4,2325:3 means 11:18 informed 15:1626:4 meant 24:21 initiative 18:19 L meeting 1:112:2 19:621:10 lack 4:11 16:8,1019:11,19 initiatives 19:8 lane 13:3 melting 23:14 input 22:23 lanes 13:6,814:19 member 4:521:5,16 insider 11:9 14:21,2218:15 microphone 9:12 intend 16:14 large 18:23 million 3:3,4 Interchange 2:15 leader 21:3,16 mine 19:10 interest 4:1418:6 levels 22:6 minimum 15:6 interests 4:8 Liberty 11:8 misplace 19:9 international 2:5 life 17:521:24 modernize 13:16 2:104:8 lifeline 3:10,10 MOLA 2:4,9 interview 22:24 limited 11:20 moment 22:19 introducing 20:2 Line 11:14 monorail 16:23 introduction 14:7 literally 13:5 mornings 11:7 invite 22:17 little 11:1713:12 Mossop 21:2,7,16 involve 22:5 22:12 move 6:2 involved 21:18 live 4:45:1111:13 moved 9:2318:23 Island 8:29:23 16:1819:20 MTA 13:15 issues 24:10 lived 9:20 IVAN 21:2 livelihoods 17:4 N I-678 1:4 lives 7:812:14 name 8:3 24:4 national 4:9 J local 7:3,712:15 near 22:14 J 4:2 12:20 nearby 4:616:19,20 Jamaica 1:12,124:6 long 5:168:29:23 need 5:12,178:9 11:723:5 longer 19:2 needed 3:5 JAMES 9:2 look 2:1921:11 never 7:24 JFK 1:72:5,10,13 lot 16:2223:6,25 new 1:12,132:20 2:227:20,24 24:1225:6 4:1212:2415:2 jf1whitehead@gma... lots 9:24 26:2,527:6 16:4 Newburgh 7:23 JOANN 16:2 M nice 25:9 jobs 17:6 main 18:6,1522:25 night 5:19 JR 21:2,726:2,3 maintain 13:16 ninety 2:13 making 14:15 noise 5:2124:19 K MALEBRANCHE 4:2,4 normal 24:1325:7 K 22:6,17 mandatory 5:24 Notary 1:1327:19 keep 15:1624:25 Manhattan 12:7 notes 27:8 Kennedy 3:11 18:17 notice 14:10 Kew 2:1521:13 Marie 1:1327:4,17 notified 15:16 kind 5:1718:23 Marilyn 21:16 number 14:11,12 kinds 22:19 mass 7:118:718:11 17:14 know 5:12,17,21,23 mean 7:159:14 nutshell 22:15 5:2512:517:13,16 22:25

PROJECT SCOPING PUBLIC MEETING, SEPTEMBER 27, 2017 Page 32 O PHILIP 4:2 projects 5:2012:11 October 27:13 philipmalebranch... project's 15:14 [email protected] 4:3 proper 14:10 18:4 phone 5:57:5,69:4 properties 23:17,20 old 21:25 11:414:516:5 property 5:13,25 once 16:25 17:1418:5 6:4 open 14:1920:3 picked 9:22 public 1:11,132:2 opening 19:25 placards 21:11 13:1925:727:19 opportunity 3:22 place 10:315:3 published 26:5 opposed 20:4 placed 9:23 Publisher 26:3 option 13:22 plan 13:1514:15 pull 22:21 order 16:8 15:4 purchase 9:25 OSTER 18:2 plane 21:22 pushed 4:17 overall 24:14 planning 3:2,19 put 3:196:3 overdevelopment 21:17,19 p.m 1:12 Please 15:16 23:424:3 Q oversight 24:24 point 3:79:9 oversimplifying poor 14:9 quality 17:5 11:18 pops 19:4 Queens 21:322:10 Ozone 4:511:13 populated 24:6 question 16:11 population 18:24,25 24:13 P 19:9 quite 3:15 populations 18:25 Page 26:2,5 R paid 10:313:7,8 possible 7:1819:25 parents 22:22,24 pot 23:14 rail 13:20 Park 4:511:14 Power 9:9 ramp 12:19 part 22:723:13 predominantly 23:7 real 4:137:713:10 parts 12:7,1718:8 premium 13:5 reality 21:24 18:919:5 Presbyterian 4:6 realizes 13:10 party 27:10 presentation 9:9 really 2:1713:4 passengers 3:3 16:11 16:9,12,1417:3,18 pay 13:4 price 10:2 19:1622:15 peak 3:15 probably 21:22,23 rebuild 12:18 pedestrian 18:16 problem 11:25 recall 21:18 people 5:7,87:18 problematic 19:21 recommend 22:4 7:20,259:1312:2 problems 24:8 reconfigure 12:19 12:9,1313:3,19 process 9:1317:16 recovering 24:8 16:12,2317:3,10 produce 15:15 reduced 3:1618:15 23:6,8,9,13,16 production 15:14 regional 7:21 24:7,8,15,2525:3 professor 18:14 REID 5:2,6 peoplefortheneig... programs 17:10 related 27:10 14:4 project 1:112:2 renew 13:16 people's 24:4 3:12,224:7,10 rents 4:16 period 3:17 5:14,15,1614:8,13 Reporter 1:1327:5 person 9:1218:21 14:17,18,2515:11 27:18 phase 2:21 15:1718:726:4 represent 2:9

PROJECT SCOPING PUBLIC MEETING, SEPTEMBER 27, 2017 Page 33 Republican 21:3 serve 2:2326:5 11:614:25 request 3:13 service 5:11,12 taken 1:115:13 research 11:9,17 serving 4:8 talk 25:7 resident 7:3 set 21:2127:13 talking 14:13 residents 4:14,17 setup 25:6 taste 14:9 23:7 seventies 21:21,22 teachable 22:19 respectfully 3:13 Shorthand 27:5 technically 22:12 respond 14:11 show 20:5 tell 20:5 resultant 4:13 sit 19:1225:8 term 23:21 reviewing 14:12 sixty 3:3 Terminal 2:7 rider 11:5,6 society 24:9 terms 3:89:7 riding 18:11 somebody 5:7 thank 3:2115:17 right 11:1712:2,20 son 21:15 17:19 rise 4:1615:6 sorts 17:2 thing 5:2422:25 RIVERS 14:2,6 South 4:4 23:2 road 5:11,127:16 southeast 23:11 things 12:817:2,5 8:811:20 space 11:20 17:10,1118:11 roads 7:98:10 speak 2:129:13 19:320:422:2 roadway 3:1715:10 special 24:7 24:5 Rochdale 21:4 spreading 14:19,20 think 2:177:10 rules 24:19,19,20 St 11:1316:318:3 11:2513:18,20 24:20 stage 15:17 14:9,2515:13 run 7:2418:7 stages 19:25 17:1819:1822:11 runs 19:6 staging 3:14 22:15 state 1:1313:9,14 thirty 2:9 S 27:5 THOMAS 26:2 safer 12:21,22 stenographic 27:8 thought 8:5 SAMUEL 11:2 Stenotype 27:4 three 13:614:23 samuelitooooo@gm... Stewart 8:3 thumbs 25:6 11:4 Street 1:1218:15 time 24:525:4 SANTAELLA 11:2,5 streets 12:15,20 told 19:12 schedule 3:15 stress 24:12,14 tonight 9:12 school 22:6 structure 16:20 top 12:4 scoping 1:112:2 students 22:5,20,23 traffic 2:18,24 16:8 22:24 4:1211:818:16 season 3:18 studies 22:18 train 7:12,1321:21 Secretary 21:4 subject 9:18 trains 12:6 see 3:16,2212:23 summer 3:14 transcription 27:8 13:1015:1119:5 supposed 16:7 transit 7:118:7 seeing 19:15 sure 9:2423:325:2 transition 24:9 seen 8:59:2218:21 sustain 7:19 transportation 11:3 18:22 swaps 18:23 12:513:2018:12 sell 23:22 system 22:8 travelers 4:910:6 senior 22:8 tremendously 2:23 September 1:112:3 T Triolo 1:1327:4,17 serious 4:1919:10 take 3:145:167:12 trucks 8:9

PROJECT SCOPING PUBLIC MEETING, SEPTEMBER 27, 2017 Page 34 true 27:7 widen 7:17 4 try 13:3,7 widened 7:19 4 2:7 trying 9:1618:10 widening 2:19,21 4:30 1:12 19:9,2224:8,22 7:16 433-6833 18:5 twenty 3:47:9 WITNESS 27:12 460-0318 14:5 two 5:1012:813:8 wonderful 2:17 14:1215:718:15 work 18:1319:19 5 type 16:1123:15 worthy 17:19 5th 27:13 write 22:18 552-8141 7:5 U Wyck 1:42:20,21 understand 9:15 3:105:116:27:17 6 19:2424:18 9:2114:1616:22 645 7:5 undue 24:4 21:10,2322:9,11 678 5:5 unintended 24:17 unions 17:11 Y 7 usage 15:9 years 3:45:257:9 709-8686 7:6 21:18,25 736-0199 5:5 V York 1:12,134:12 vacant 9:24 22:7,11,1326:2,5 8 value 6:410:4 27:6 8 21:17 Van 1:42:20,21 3:105:106:27:17 Z 9 9:2114:1516:21 zero 21:922:14 90-49 1:12 21:10,2322:9,11 23:19 917 9:4 vehicle 3:8 951-3513 9:4 veterans 24:10 # view 3:74:10 #28 21:5 Village 21:4 volume 2:23 1 1st 16:3 W 14432 1:12 waiting 25:9 160th 1:12 want 3:165:21,23 10:312:15,1813:4 2 wants 11:23 2017 1:112:327:13 water 23:20 231-6626 16:5 way 13:1815:11 27 1:112:3 22:2223:1225:7 28th 21:8 ways 9:2222:4,19 Wednesday 1:11 3 welcoming 5:7 32AD 21:3 well-being 24:16 32adlleader@gmai... west 11:13 21:6 we're 16:1617:17 32nd 21:8 WHEREOF 27:12 347 7:614:516:5 WHITEHEAD 16:2,6 18:5

PROJECT SCOPING PUBLIC MEETING, SEPTEMBER 27, 2017

1 3 1 1 2______2 The airport is planning to go from 3 3 it's current sixty million passengers to over 4 VAN WYCK EXPRESSWAY (I-678) 4 one hundred million in twenty years, and this 5 CAPACITY AND ACCESS IMPROVEMENTS 5 is desperately needed. 6 6 I would also say that from an 7 TO JFK AIRPORT 7 airline point of view, it also helps with 8 8 cargo activity. In terms of cargo vehicle 9______9 access to and from the airport, it's the 10 10 lifeline. The Van Wyck is the lifeline for 11 Project Scoping Public Meeting, held on 11 Kennedy Airport. That's how important this Wednesday, September 27, 2017, taken at the Greater 12Jamaica Development Corporation, 90-49 160th Street, 12 project is. Jamaica, New York, 14432, commencing at 4:30 p.m., before 13 I respectfully request that the 13Marie Triolo, a Court Reporter and Notary Public in and 14 staging take into consideration the summer for the State of New York. 15 peak schedule for the airport which is quite 14 16 busy. I would not want to see reduced 15 17 roadway access during that period or during 16 17 18 the Christmas holiday season. That should be 18 19 put into their planning formula if that can 19 20 be accommodated. 20 21 All I can say is thank you very 21 22 much for this opportunity to see the project. 22 23 23 24 24 25 25

2 4 1 1 2 PROJECT SCOPING PUBLIC MEETING 2 PHILIP J. MALEBRANCHE 3 SEPTEMBER 27, 2017 3 Email: 4 FRANCIS A. Di MOLA 4 MR. MALEBRANCHE: I live in South 5 International Carrier of JFK Airport 5 Ozone Park, and I'm a member of the First 6 Executive Director 6 Presbyterian Church in Jamaica nearby. 7 Terminal 4 Airlines Consortium 7 I'm concerned that this project is 8 Email: 8 serving the interests of international and 9 MR. Di MOLA: I represent thirty 9 national travelers and not the community. 10 airlines, domestic and international in JFK 10 I view this project as coming in the 11 Airport. 11 context of a lack of affordable housing in 12 I'm also here to speak to the same 12 New York City and that the increased traffic 13 concerns of all ninety airlines at JFK. 13 and the resultant real estate dynamics will 14 First of all, I would like to say 14 not be in the interest of the residents of 15 that the Kew Gardens Interchange construction 15 this area. 16 that was recently completed is a Godsend. I 16 I believe that rents will rise and 17 think it's wonderful. It really does help 17 the residents will be pushed out, that the 18 the flow of traffic. 18 community will be dispersed and, therefore, 19 We look forward to the widening of 19 changed. So I have serious concerns about 20 this additional Van Wyck Expressway, the new 20 what is afoot. 21 phase of additional widening of the Van Wyck 21 22 Expressway to the JFK Airport. It will help 22 23 tremendously serve the current volume of the 23 24 traffic to the airport as well as its 24 25 growth. 25

PROJECT SCOPING PUBLIC MEETING, SEPTEMBER 27, 2017

5 7 1 1 2 DONNA REID 2 DALE DAVIDS 3 Homeowner 3 Local resident 4 Email: . 4 Email: 5 Phone: 5 Phone: 6 MS. REID: One, they should have 6 Phone: 7 somebody welcoming the people at the door. 7 MR. DAVIDS: I'm a local real estate 8 People have no idea what they're coming into. 8 broker that lives in the area for over 9 That's one. 9 twenty years. I'm familiar with the roads. 10 Two, I am concerned about the Van 10 I think they should emphasize more 11 Wyck Expressway service road. I live on the 11 on the mass transit aspects of getting to 12 service road. So I need to know if any of 12 the airport, the train, take the AirTrain. 13 my property would be taken away due to this 13 What else goes there? The A train goes 14 project, or if any damages will happen to my 14 there. 15 home while they're doing this project. 15 I mean it's well and good they're 16 How long this project will take, I 16 fixing the road and widening. They cannot 17 need to know that, what kind of congestion 17 widen the Van Wyck enough to get enough 18 it will cause while doing this or if this is 18 people. It's just not possible for that to 19 something they will do at night as other 19 be widened enough to sustain the amount of 20 projects. 20 people using JFK. 21 I want to know about the noise 21 Also, there are other regional 22 factor. 22 airports that can be expanded. The one in 23 I want to know would it be a 23 Newburgh, they can do something with that. 24 mandatory thing where we have to give up our 24 JFK is never going to run out of 25 property because I know many, many years 25 people. Those airports can be used.

6 8 1 1 2 ago they had to move houses on the Van Wyck 2 There's one in Long Island. I 3 and put it somewhere else. 3 forgot the name. Stewart. They can do 4 Would this affect my property value? 4 something with that. 5 5 It's good what I've seen. I thought 6 6 it was a good idea. 7 7 They should emphasize mass transit 8 8 over using the road because it's just not 9 9 going to happen. All the trucks need the 10 10 roads to bring cargo back and forth to the 11 11 airport, and those are my comments. 12 12 13 13 14 14 15 15 16 16 17 17 18 18 19 19 20 20 21 21 22 22 23 23 24 24 25 25

PROJECT SCOPING PUBLIC MEETING, SEPTEMBER 27, 2017

9 11 1 1 2 JAMES HEYLIGER 2 SAMUEL SANTAELLA 3 Email: 3 Transportation Alternatives 4 Phone: 4 Phone: 5 MR. HEYLIGER: I would like to say 5 MR. SANTAELLA: I'm a bus rider and 6 that this current format is not conducive to 6 I'm a bicycle rider, so I take the bus into 7 my community in terms of discussion and 7 Jamaica in the mornings. I get held back 8 dialogue. 8 often by traffic on Liberty Avenue. 9 Power point presentation, even if 9 I haven't done insider research into 10 there's one coming, should have been first. 10 this. I'm going to guess it's due to the 11 There should have at least been a 11 highway congestion. 12 microphone that the head person tonight could 12 I have to go crosstown on my bike. 13 speak to the people about the process of 13 I live in St. Albans. I go west into Ozone 14 what all the charts mean. Most of us do 14 Park, City Line and Brooklyn. I got to 15 not understand the charts. 15 cross the highway. 16 And trying to find my house on here 16 So my concern is this, I've been 17 to determine whether or not my house is 17 doing a little research into this, right. 18 going to be subject to eminent domain is 18 Induced demand means, and I'm oversimplifying 19 very important to me. 19 it when I say this, you get what you build 20 I lived through the first eminent 20 for. And so our road space is limited. 21 domain to create the Van Wyck Expressway so 21 When you give something away for 22 I go back a ways. I've seen houses picked 22 free, what happens? It becomes everyone 23 up and moved to Long Island and placed on 23 wants it. Everyone hoards it. Hey, it's 24 vacant lots. I'm sure it's not available. 24 free. 25 Even if you purchase my house for a 25 I think that's what the problem with

10 12 1 1 2 fair price, where do I go? My house is 2 driving right now is. It's people drive for 3 paid for. I don't want to go no place. 3 free and then there's all this congestion on 4 What is the economic value to me and 4 top of that. 5 my family based on your commercial expansion 5 Transportation that is, you know, 6 for the benefit of travelers? 6 trains and buses, are not as good as it is 7 7 in other parts of the city like Manhattan 8 8 and Brooklyn, and these two things induce 9 9 people to drive more. 10 10 And what I've heard about highway 11 11 expansion projects elsewhere in the country, 12 12 congestion hasn't gone down, it has gone up 13 13 because more people drive. 14 14 So as someone who lives in the area, 15 15 I don't want local streets to be more 16 16 congested and dangerous. 17 17 There are some parts of it that I 18 18 do like. They want to rebuild the bridges 19 19 and reconfigure the ramp. I do like that 20 20 idea. That makes the local streets right and 21 21 a bit safer. I give it a chance to make 22 22 it safer. 23 23 I would like to see bicycle 24 24 crossings on the new bridges over the 25 25 highway.

PROJECT SCOPING PUBLIC MEETING, SEPTEMBER 27, 2017

13 15 1 1 2 And as far as the highway itself, 2 into consideration all the new construction 3 definitely try at least one lane where people 3 taking place in this immediate area on which 4 who really want to go faster should pay a 4 they plan on expanding. 5 premium, whether it's by literally expanding 5 There are going to be an additional 6 it to four lanes, that is three free and one 6 eight high rise buildings with a minimum of 7 paid one, or try the current configuration of 7 two hundred apartments in each building in 8 two free lanes and one paid one. 8 the immediate area which in itself is going 9 Considering that it's the state, I 9 to add to congestion and additional usage to 10 see that it realizes also that a real 10 the immediate roadway. Therefore, I can't 11 connection to the airport is also important, 11 see this project, the way it is, actually 12 but I have little hope in it actually 12 being helpful to the community. 13 happening. 13 I think the ecological effect is 14 The state government continues to not 14 more damaging than the project's production 15 fund the capital plan that enables MTA to 15 will produce. 16 renew and modernize and maintain, let alone 16 Please keep me informed and notified 17 expand. 17 of every stage of this project. Thank you. 18 I think that the best way to connect 18 19 people to the airport is additional public 19 20 transportation. I think that a good rail 20 21 connection would induce a very desirable and 21 22 convenient option. That's all I have to 22 23 say. 23 24 24 25 25

14 16 1 1 2 ANTHONY RIVERS 2 JOANN WHITEHEAD 3 Community activist 3 St. Albans Civic Community 1st 4 Email: 4 Email: 5 Phone: 5 Phone: 6 MR. RIVERS: First of all, I'm very 6 MS. WHITEHEAD: I would just like to 7 disappointed at the introduction of this 7 say that while this is supposed to be a 8 project to the community and how it was 8 scoping meeting, that it seems that in order 9 done. I think it was done in poor taste 9 to really have an effectively communicative 10 and without proper notice to the community to 10 meeting, that there should have been some 11 respond. That's number one. 11 type of presentation and then a question and 12 Number two, after reviewing the 12 answer so people could really have the gist 13 project and talking to the Deputy Director, 13 of exactly where they are and where they 14 Harold Fink, I am disappointed in the actual 14 intend on going, and they could really hear 15 alterations they plan on making to the Van 15 from the audience how the community feels 16 Wyck. I feel it's going to be a costly 16 about the general impact that we're going to 17 project which is destined for failure. 17 have. 18 The challenge with the project is 18 I'm concerned, and I don't even live 19 spreading a highway open for four lanes in 19 nearby, but I am very concerned with the 20 and spreading a highway and exits for four 20 structure of the houses that are nearby 21 lanes out creates a bottleneck on the exit. 21 because the most recent construction the Van 22 Eventually, those four lanes have to convert 22 Wyck had impacted on a lot of houses. When 23 back to three and you end up with the same 23 they did the monorail, it impacted people. 24 congestion. 24 Between that, the emission of gases, 25 I think the project failed to take 25 and the fact that once again the community

PROJECT SCOPING PUBLIC MEETING, SEPTEMBER 27, 2017

17 19 1 1 2 is having all sorts of things go through it, 2 there in the past are no longer there. And 3 but not really anything to help the people 3 it seems like that's one of the things that 4 within the community with their livelihoods, 4 pops up in my head. 5 their quality of life, and if these things 5 If I see the other parts of the 6 are coming into the community, the jobs as 6 city having a certain initiative and it runs 7 well as the impact should be beneficial to 7 contradictory here, I'm assuming then that 8 the community. 8 might be one of the initiatives they're 9 They say that there are apprentice 9 trying to do here, misplace the population 10 programs and things coming through for people 10 here. That's a serious concern of mine. 11 not already in the unions. Those things 11 I expected this to have a meeting or 12 should be highly advertised within the 12 a sit down. I'm told that none of the 13 community. It's not just do I know you. 13 executives are here from DOT. They don't 14 And my e-mail and phone number are 14 have business cards. 15 there, and we should be contacted throughout 15 Basically, based on what I'm seeing 16 the process, not just as a let me know what 16 here, DOT doesn't really have a feeling of 17 we're doing but how the community feels about 17 the community. 18 it, if they really think the community is 18 I don't think any of these folks 19 worthy of some basic consideration. Thank 19 that work with DOT in this meeting actually 20 you. 20 live around here or are familiar with this 21 21 area, so that's problematic as well. You're 22 22 not connected to what you could be trying to 23 23 bring about. 24 24 I do understand that this is just 25 25 the opening stages, that anything is possible

18 20 1 1 2 OSTER BRYAN 2 and you're just introducing an idea, but it 3 St. Albans Civic 3 would have better to have more open dialogue 4 Email: 4 about some of these things as opposed to 5 Phone: 5 show and tell. 6 MR. BRYAN: So my main interest is 6 7 that this project seems to run contradictory 7 8 to what they're doing in other parts of the 8 9 city, in other parts of the city where they 9 10 seem to be trying to discourage driving and 10 11 encourage things like bike riding and mass 11 12 transportation. 12 13 Even in Flushing. I work in 13 14 Flushing. I'm an adjunct professor. They 14 15 have reduced Main Street to two lanes so 15 16 that they can increase pedestrian traffic. 16 17 If you've been in Manhattan recently, 17 18 you can't even drive down Broadway. This is 18 19 contradictory to that initiative. 19 20 And I'm curious because, as a black 20 21 person, I've seen what happened to Harlem. 21 22 I've seen what happened to Brooklyn where 22 23 they've kind of moved large swaps of the 23 24 black population out. They've displaced the 24 25 population there. The populations that were 25

PROJECT SCOPING PUBLIC MEETING, SEPTEMBER 27, 2017

21 23 1 1 2 IVAN MOSSOP, JR. 2 thing. 3 Queens County Republican 32AD Leader 3 I'm sure there already is a concern 4 Rochdale Village Houses Congress Secretary 4 about overdevelopment. We have the downtown 5 Candidate - Member City Council #28 5 Jamaica area being developed, and we have a 6 Email: 6 lot of concern amongst people of color 7 MR. MOSSOP, JR.: First of all, the 7 because the area is predominantly residents 8 32nd Assembly District as well as the 28th 8 of people of color, African Americans, 9 City Council District are ground zero for 9 Caribbean Americans, Guyanese, people of the 10 this initiative, the Van Wyck expansion. 10 Hindu culture, whether they're from the 11 If I look to one of the placards 11 Caribbean or of Indian descent, southeast 12 over there, the only area that I don't cover 12 Asians. That's another way to describe them. 13 is Kew Gardens. Everything else is in my 13 All of those people are part of the 14 district. So I'm very glad that I'm here. 14 melting pot and there's a concern about 15 I'm the son of a deceased civic 15 gentrification where development of any type 16 leader, Marilyn Mossop. She was a member of 16 can displace people who are barely holding on 17 the Community Planning Board 8 for many 17 to their properties. 18 years, and I recall her being involved with 18 This area was also considered ground 19 the planning of the first expansion that I 19 zero to the foreclosure crisis. So many of 20 know of. I guess that was like back in the 20 the properties in this area were under water. 21 seventies where they set up the train to the 21 It's the financial term for when you have 22 plane, probably the seventies into the 22 more debt than equity and you can't sell 23 eighties probably, and Van Wyck has been a 23 because you just don't have enough equity. 24 constant reality of my life for fifty-eight 24 You can't borrow either. 25 years. That's how old I am. 25 So given all that, there's a lot of

22 24 1 1 2 So one of the things, as I was 2 concern about how this development as to the 3 going around, that dawned on me is one of 3 overdevelopment of the area, and there's an 4 the best ways I would recommend to get 4 undue disruption to people's lives, you know, 5 feedback would be to involve students at all 5 all these things going on at the same time. 6 levels from K through high school, maybe even 6 This area is also heavily populated 7 York College which is part of the CUNY 7 with special housing for halfway house people 8 system. That's the closest senior college to 8 recovering from drug problems, people trying 9 the Van Wyck. 9 to transition back into society from being 10 Queens College is at the other end 10 incarcerated, veterans that have issues and 11 of the Van Wyck, but I think York College is 11 so on and so forth. 12 technically a little bit closer. Definitely 12 So the area has a lot of stress on 13 where the expansion is, York College is 13 the normal basis. So the question is how 14 almost near ground zero also. 14 will this add to the overall stress, how 15 So really, in a nutshell, I think my 15 does it affect people, their emotional 16 best contribution would be that you would 16 well-being, their health. 17 invite K through college in the area to 17 Any construction has unintended 18 write essays or independent studies, all 18 consequences of dust. I understand they have 19 kinds of ways to make it a teachable moment 19 rules about noise. They have rules about 20 for students. 20 dust. But even with the rules, often rules 21 And by doing that, you pull in their 21 are meant to be broken, especially when you 22 parents as well. It's a clever way to get 22 have contractors trying to make a buck, you 23 the adults' input through the students. You 23 know. 24 get the students to interview their parents, 24 Is government oversight going to be 25 thing like that. So I mean that's the main 25 enough to keep people from taking advantage?

PROJECT SCOPING PUBLIC MEETING, SEPTEMBER 27, 2017

25 27 1 1 2 So I'm sure these are some of the 2 CERTIFICATE 3 concerns I know that people have but may not 3 4 have time to come here. 4 I, MARIE TRIOLO, a Stenotype 5 But I do like how this was arranged. 5 Shorthand Reporter within and for the State 6 I'm thumbs up about the setup. It's a lot 6 of New York, do hereby certify that the 7 easier to talk this way than a normal public 7 foregoing is a true and accurate 8 hearing where you sit in the auditorium 8 transcription of my stenographic notes. 9 waiting to be heard. This is very nice. 9 I further certify that I am not 10 10 employed by or related to any party to this 11 11 action. 12 12 IN WITNESS WHEREOF, I have hereunto 13 13 set my hand this 5th day of October, 2017. 14 14 15 15 16 16 17 17 Marie Triolo 18 18 Court Reporter 19 19 Notary Public 20 20 21 21 22 22 23 23 24 24 25 25

26 1 2 THOMAS CRATER, JR. The New York Page 3 Publisher & Editor MR. CRATER, JR.: I would like to 4 be fully informed on this project and have all future information forwarded to me so 5 that it can be published in The New York Page to better serve the community. 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25

Comments on the Van Wyck Expressway (I-678) Capacity and Access Improvements to JFK Airport Project Scoping Meeting

Submitted by Eugene Falik

The problems with this proposed project begin even before the announcement of the Project Scoping Meeting. Here they are:

1. The project is not eligible for federal funds because New York state is generally not in compliance with the federal Manual of Uniform Traffic Control Devices as amended by the New York state Supplement. Certainly New York city is not in compliance and, as evidenced by a visit to Kennedy Airport, the Port of New York Authority has not even seen the Manual. Based on this non-compliance, it is and would be unlawful for the Federal Highway Administration (FHWA) to provide any funds for this project. 2. This is a highway project yet the place for the meeting has minimal access by private automobile. And even more access was limited for the mobility impaired or merely somewhat older people who cannot walk great distances from available parking locations to the meeting’s location. 3. The meeting failed to comply with either the provisions for environmental Justice or Americans with Disabilities outreach. 4. There was no notification to many of the interested parties affected by the project in the Rockaways including Community Board 14 and elected officials much less the general public even though this route is a primary connection between the Rockaways and the rest of the city. This is much like NYS DOT ignoring the effect on Rockaway of partial closure of the Nassau Expressway (NY 878) during construction of that route even though that route, together with the VWE is used by police, fire, and EMS to provide emergency services to the Rockaways. 5. Staff at the meeting had grossly inadequate identification. Looking at the announcement, one might suppose that meeting staff (other than the stenographer) would be government employees but that was not the case. Nor were professional competencies identified: a. Contractors were not identified. b. Licensed Professional Engineers were not identified. Nor were areas of competence. No one was identified as a traffic professional.

NYSdot13.docx Page 1 of 5 Version of 11/26/2017 11:34 PM c. People staffing the various stations were not identified by their professional competencies. Indeed, it appeared that some of the project “experts” were public relations experts. d. State DOT management was not identified, and when they were pointed out, they refused all identification that was not on their name tag including full name, office address, telephone number, and e-mail address. This behavior is unconscionable on the part of government employees. 6. The meeting was not a “scoping meeting” at all in as much as the project’s scope appeared to have already been determined. i.e., add two lanes to the highway. a. There was no consideration of alternative modes (e.g., rail) of access to the airport. b. There was no consideration of alternative routes. c. There was no consideration of providing more than two additional lanes. d. There was no consideration of the “no build” alternative. 7. There was little opportunity to make use of the stenographer since there was only one person taking notes and a long line for her services. 8. An Open House is not a Public Hearing. A public hearing is a public session in which individuals speak on the record and every attendee hears every comment. 9. The project overview begins with the false statement that “the Van Wyck Expressway (VWE) is the major transportation corridor providing access to and from John F. Kennedy (JFK) International Airport.” The statement is entirely unsupported by any evidence. VWE is certainly an important route, but “the major” route / corridor? a. How many people get to JFK by rail either from the Long Island Railroad (LIRR) or the NYC Transit Authority’s “A” train? b. How many people arrive from Long Island and eastern Queens via the Belt Parkway? c. How many people arrive from western Queens, Brooklyn, Staten Island, and Manhattan via the Belt Parkway? d. How many arrive via the Nassau Expressway (NY 878)? 10. As previously noted, and as stated in the Coordination Plan (not provided at the meeting) the stated purpose of the project is “the needs for the Project are to provide increased capacity on the VWE to and from JFK Airport” rather than to provide improved access to the airport. This is a fundamental error which must be addressed before any further work is undertaken. 11. Contrary to the statement in the Coordination Plan that “reasonable range of alternatives is currently being developed” it appears that no alternatives were considered.

NYSdot13.docx Page 2 of 5 Version of 11/26/2017 11:34 PM 12. The Coordination Plan fails to include the New York City Transit Authority. Note that there is no such agency as “MTA NYS Transit, thus it can not participate in the project. 13. There appear to be no consideration of the effects on air quality of the build vs. QueensRail™ alternative. 14. There appear to be no consideration of the air quality effects of improving transportation on growth of Kennedy Airport and concomitant increase in aircraft operations. 15. There appear to be no consideration of the Indirect and Cumulative Effects of the project. 16. The proposal fails to address roadway deficiencies and capacity limitations caused by drains and other appliances in travel lanes that are above or below the pavement grade and cause erratic driver behavior, slow traffic and reduced roadway capacity. 17. The proposal fails to address the many deficiencies of the adjacent service roads in terms of geometry, drains and other appliances in travel lanes, and deliberate decisions by the New York city Department of Transportation [sic] to reduce roadway capacity and utilization. 18. The proposal fails to address deliberate decisions by the New York city Department of Transportation [sic] to reduce roadway capacity and utilization on alternative north / south routes such as Woodhaven Boulevard. 19. The proposal fails to address the unhealthful and dangerous conditions on the existing roadway caused by the state’s failure to ensure that trucks comply with existing laws (pollution controls, lighting, covering loads, weight, and safety equipment including brakes). 20. The proposal fails to consider implementing the QueensRail™ proposal to provide: a. A single seat ride to Manhattan. b. Significantly reduced travel time to Manhattan (approximately 30 minutes). c. Connection to the LIRR at Jamaica. d. Reduced road traffic to the airport. 21. The proposal projects the cost at $1.22 billion but fails to discuss the number of people helped by the project vs. the number helped by QueensRail™ and its cost which is estimated to be considerably less money. 22. The proposal fails to consider repurposing the AirTrain right of way for motor vehicle use after implantation of QueensRail™. 23. The proposal suggests that an HOV 2 lane is being considered. This would be a provision for the privileged few who use taxis (driver + passenger) at great public expense. 24. The proposal suggests that exclusive “busways” or “transitways” could be useful but fails to define them or explain how they would be used. Again, this seems like a special provision for a few at great public expense, particularly since the VWE is not a regular

NYSdot13.docx Page 3 of 5 Version of 11/26/2017 11:34 PM bus route. It seems like an extension of the Select Bus System which burdens the general motorist while providing little benefit to the bus rider. 25. The possibility of truck lanes seems like an interesting idea if trucks are limited to the truck lanes. 26. Express lanes also seem like they could be an interesting idea provided that they are available to the general public and not just those going to the airport. If implemented, they should be available to all vehicles traveling the length of the roadway whether terminating inside the airport, on the Nassau Expressway (NY 878) or the Belt Parkway. 27. There is no discussion of correcting serious problems that remain at the Kew Gardens Interchange: a. Flooding under the Union Turnpike overpass. b. The short exit ramp onto the Jackie Robinson Parkway that causes traffic bound for the VWE to back up onto the Grand Central Parkway (GCP) (eastbound). c. Abrupt change in attitude of the roadway surface in Van Wyck, northbound, before the Queens Boulevard underpass. 28. The proposal says that “all concepts will consider Active Traffic Management and enhanced traveler information.” But neither of these is defined. Of course the public is familiar with the many variable message signs installed on area roadways, but their usefulness is doubtful. They seem to be used mostly for PR messages such as “tomorrow is a gridlock alert day”, “bad air pollution” or “accident ahead” displayed 2 hours after the roadway is back to normal. Any expenditure for such devices requires careful scrutiny and justification. 29. The concept of toll lanes is an evil, anti-democratic, anti-social idea that should not even be considered in New York City. 30. Perhaps the most effective solution is to: a. Move catch basins and the like to the shoulders. b. Correct the many deficiencies of the service roads. c. Leave the basic road alone and simply add a second level onto VWE from Queens Boulevard / GCP to JFK thereby doubling the existing 6 lanes to 12. 31. Parenthetically, it is interesting to note that “existing” pictures show heavy traffic and “proposed” or “after” pictures show no traffic at all. A truly amazing result of the project! The preferred alternative would be to implement QueensRail™ and then either convert the AirTrain right of way to motor vehicle use or remove it and double deck the roadway for its entire length. Any physical changes to the roadway should include removal of drains and other hardware from the traveled roadway and placement on the shoulders. Shoulders should be paved with cobblestones to

NYSdot13.docx Page 4 of 5 Version of 11/26/2017 11:34 PM prevent motorists from using them as speedways and bypassing law abiding drivers.

Van Wyck Expressway Project Team NYS Department of Transportation 47-40 21st Street Long Island City, New York 11101 [email protected] NYSDOT PIN X735.82 https://www.dot.ny.gov/vwe/public-outreach https://www.dot.ny.gov/vwe/repository/x73582_mtg_09-27-17_ScopingMeetingBoards.pdf x735.82 Project Scoping Meeting Brochure x735.82 Project Scoping Meeting Comment Card x735.82 Project Scoping Meeting Flyer Coordination Plan (August 25, 2017)

NYSdot13.docx Page 5 of 5 Version of 11/26/2017 11:34 PM From: VICTOR COGBURN To: [email protected] Subject: Van Wyck Entrances and Exit Date: Monday, September 25, 2017 1:26:05 PM

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The southbound and northbound entrances and exits at Liberty Ave. and Jamaica Ave are HORRIBLE! They are too close to each other and are accidents waiting to happen and often do. These should be addressed in ANY renovation plan. Thank you.

Victor H. Cogburn NYCEDC

November 29, 2017

Van Wyck Expressway Project Team New York State Department of Transportation 47-40 21st St. Long Island City, NY 11101

Re: Scoping Comments for Van Wyck Expressway (1-678) Capacity and Access Improvements to JFK Airport Project

To Whom It May Concern:

Thank you for the opportunity to provide scoping comments on the Van Wyck Expressway Capacity and Access Improvements Project. The New York City Economic Development Corporation administers the lease that the City of New York holds with the Port Authority of New York and New Jersey for JFK International Airport. We recognize the airport not only for the access it provides for passengers and cargo, but also for the economic engine it is to the New York City economy. Improving access for both passengers and freight is a critical role to ensuring safe and efficient operations. EDC welcomes participating in the environmental review process. To this end, below are some specific items that should be included in your review, including project elements that would improve freight delivery.

Air cargo is a critical part of the City's freight economy. Cargo-related employment at JFK exceeded 34,000 in 2016; generating $2.2 billion in wages and $6.6 billion in sales. It is estimated that every additional thousand tons of air cargo handled at JFK creates up to 35 jobs in the Downstate region's supply chain industry. But access to JFK is constrained by chronic congestion that hampers both passenger cars and commercial vehicles. Since the Van Wyck is the only interstate highway with direct access to JFK, improving the efficiency of this link is crucial. To this end, last year the City legalized industry-standard 53 foot trailers on the Van Wyck to and from the George Washington Bridge.

To further address commercial vehicle access to JFK, we request that the scoping document include address several issues, as follows:

1. Any expansion should be designed to accommodate the industry standard 53 foot trailers that are using the corridor today. 2. The geometric and operational deficiencies of the exit and entrance ramps should be assessed as part of the project. Can a redesigned ramp system improve traffic flow? 3. The use of the service roads for cut through traffic should also be examined and careful attention paid to how they would operate in the future and whether they would have any deleterious effects on main lane operation or speeds.

110Wllllam St, New York, NY 10038 ■ 212.619.5000 ■ www.edc.nyc

NYSDOT Rll -ENGINEERING UN ITFD TATES ENVIRONMFNTAI PRO - _, TION AGENCY Long Island City, NY 11101 f-< l ·n! N ;> 2Y0 Hf-

RECEIVED

Harold Fink, PE Deputy Chief Engineer NYSDOT ~ Region 11 Hunters Point Plaza 4 740 2 ist Street Long Island City, NY 11101

RE: Scoping Comments for the Van Wyck Expressway Capacity and Access Improvements to JFK Airport Environmental Impact Statement, Queens County, New York

Dear Mr. Fink:

The U.S. Environmental Protection Agency (EPA) has reviewed both the New York State Department of Transportation's (NYSDOT) Draft Project Scoping meeting presentation and the June 1, 2017 Notice oflntent for the Van Wyck Expressway Capacity and Access Improvements to JFK Airport Project in Queens, New York. The purpose of the project is to provide increased capacity on the Van Wyck Expressway between the Kew Gardens Interchange and JFK Airport to improve vehicular access to and from the airport. In addition, the project will address operational, geometric, and structural deficiencies on the Van Wyck Expressway in that area.

While the NYSDOT has a focused list of issues that will be analyzed in the environmental impact statement (EIS), EPA has a few scoping comments.

• As the project will increase the capacity of the Van Wyck Expressway, the EIS should analyze any indirect or cumulative impacts an increase in capacity would have on the surrounding roadways and areas.

• The project is located over the Brooklyn-Queens sole source aquifer so efforts should be made to avoid any adverse impacts to groundwater. Once the project is further along in the design process, it must receive authorization from the EPA under Section 1424( e} of the.Safe Drinking Water Act of 1974 (Public Law 93-523, 42 U.S.C. 300 et seq.)

• The project must comply with project-level transportation conformity requirements (40 CFR 93 .109(b)), including undergoing interagency consultation to determine the need for a quantitative hot-spot analysis (93 .123(b)). In addition, EPA recommends that NYSDOT take steps to reduce diesel emissions from construction equipment to lessen the disproportionate health impacts on the communities impacted by the project.

Racyc:lu!I/H cy, lal>I . · ,, \111 "'' 11) • The EIS should include any necessary wetlands, cultural resources, or other mitigation plans.

• In 1993, the Council of Environmental Quality guidance, Pollution Prevention and the National Environmental Policy Act, encouraged federal agencies to include the concepts of pollution prevention in EISs during the scoping alternatives analysis, mitigation measure development, and decision-making processes. EPA has enclosed some greening information for your consideration. .

• To the maximum extent possible, EPA also encourages the recycling of materials generated onsite (i.e., demolition debris/materials). For more information, please see the following website: https://www.epa.gov/smm/sustainable-management-construction and-demolition-materials.

• The project area may include environmental justice communities. NYSDOT should ensure that environmental justice communities have equal access to the decision-making process for this project.

Thank you for the opportunity to comment. If you have any questions, please contact Lingard Knutson at (212) 637-3747 or [email protected].

Sincerely,

, \ j{ :if""f,(it !{ 1/ til}t ------/ _Grace Musumeci, Chief t - Environmental Review Section

Enclosure

cc: Ian Weibel, FHWA Federal Highway Administration New York Division Leo W. O'Brien Federal Building 1 lA Clinton Avenue, Suite 719 Albany, NY 12207 Robert Adams, Glorimar Reyes (NYSDOT) / Dan Hitt, NYSDOT [email protected] EPA Region 2 Green Recomm_endations

• Clean Diesel F~r new equipment utilize contract specifications requiring advanced pollution controls and clean fuels: http://www.northeastdiesel.org/pdf/NEDC-Construction-Contract-Spec.pdf and http://www.epa.gov/cleandiesel

Implement diesel controls, cleaner fuel, and cleaner construction practices for on-road and off-road equipment used for transportation, soil movement, or other construction activities, including: • Strategies and technologies that reduce unnecessary idling, including auxiliary power units, the use of electric equipment, and strict enforcement of idling limits; and • Use of clean diesel through add-on control technologies like diesel particulate filters and diesel oxidation catalysts, repowers, or newer, cleaner equipment. For more information on diesel emission controls in construction projects, please see: http://www.northeastdiesel.org/pdf/NEDC-Construction-Contract-Spec.pdf

• Utilizing recycled materials in construction projects Many industrial and construction byproducts are available for use in road, building or infrastructure construction. Use of these materials can save money and reduce environmental impacts. The Recycled Materials Resource Center has developed user guidelines for many recycled materials and compiled existing national specifications.

Additional information: http://rmrc.wisc.edu http://www.fhwa.dot.gov/pavement/recycling/rectools.cfm ·

• Consider Low Impact Development and Green Infrastructure to help manage stormwater Low Impact Development (LID) is an approach to land development ( ot re-development) that works with nature to manage-stormwater as close to its source as possible. LID employs principles such as preserving and recreating natural landscape features, minimizing effective imperviousness to create functional and appealing site drainage that treat stormwater as a resource rather than a waste product.

Implement site planning, design, construction, and maintenance strategies to maintain or restore, to the maximum extent technically feasible, the predevelopment hydrology of the building site with regard to the temperature, rate, volume, and duration of flow.

Additional information: Green infrastructure:http://www.epa.gov/green-infrastructure Soak Up the Rain Resource Index: https://www.epa.gov/soakuptherain/soak-rain-resource-index National St01mwater Calculator: http://www.epa.gov/nrmrl/wswrd/wq/models/swc/

• Encourage cost-efficient, environmentally friendly landscaping There are many benefits to making greener landscaping choices. For additional information, please see the following website: http://www2.epa.gov/greenerproducts/identifying-greener-landscaping-choices

• Green Building in Federal Agency Projects The Federal Green Construction Guide for Specifiers includes helpful information for procuring green building products and construction/renovation services within the Federal government: http://www.wbdg.org/design/greenspec.php NYSDOT Rl 1 ~ ENGINEERING Long Island City, NY 11101 . OCT O6 2017 l . . \. RECEIVED