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Fact Sheet Number 1 · April 2002

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Fact Sheet Number 1 · April 2002 Fact Sheet Number 1 · April 2002 The New York State Department of Transportation (NYSDOT) is about to begin preparation of an Alternatives Analysis/ Environmental Impact Statement to identify the best option to rehabilitate or replace the Kosciuszko Bridge. The study will focus on a 1.1-mile section of the Brooklyn-Queens Expressway (BQE), from Morgan Avenue in Brooklyn to the interchange with the Long Island Expressway in Queens, which includes the Kosciuszko Bridge. As part of Interstate 278, the BQE car- ries large numbers of commercial vehicles. It is a vital link in the region’s transportation network, connecting Brooklyn and Queens and intersecting with the Long Island Expressway, the region’s major east-west highway. The elevated segment of the BQE near the Kosciuszko Bridge, which crosses Kosciuszko Bridge over Newtown Creek Newtown Creek, carries over 190,000 vehi- and rehabilitated in the late 1960s, has best possible way to rehabilitate or replace cles on a typical weekday. In some periods, required frequent road and structural repairs the bridge and this part of the BQE. This up to 30 percent of traffic in this section is since the late 1980s. The concrete deck is must be done while maintaining traffic on trucks. This segment of highway and its worn and the deteriorated steel structure of the highway and avoiding major traffic entrance and exit ramps operate at or near the bridge has needed constant repair. diversions to the local streets and surround- capacity during the morning and afternoon Despite three large repair contracts in the ing communities. rush hours. last 12 years to address these problems, the bridge continues to require aggressive Traffic Conditions Condition of the Bridge maintenance. Recognizing the worsening condition of The Kosciuszko Bridge, opened in 1939 The goal of this study is to identify the the bridge and the need for a long-term solution, NYSDOT conducted a compre- hensive, in-depth study that explored sever- al rehabilitation concepts and their probable r effects on traffic. e v i The Traffic Operations Study, complet- R New N L ed in 1995, documented the high level of e on wt g Calvary ow n C Cem etary congestion on both the Kosciuszko Bridge r Isl M e an ek d c t G and on the nearby local streets. This is large- s 278 u . a i -, n E n Calvary ly due to the high volume of traffic on the e s e nu Cem etary E ve xp Mt. Zion A ress bridge and local streets and the design of the t L way Cem etary Greenpoin IRR bridge and its ramps. B Kosciuszko l v 495 d Bridge -,. When the bridge was built, it was . designed to enable battleships and other Project large ships to pass under. As a result, the ay Limits w bridge soars 120 feet above Newtown ss M McCarren re o p r Park x g Creek, and the BQE rises sharply to meet E a n the bridge. This steep grade causes the large s n e A e u v nue Q e ve percentage of trucks on the highway to slow n A W u i e lliam down substantially, which in turn causes sbu Traffic Br rg idge and Study Area backups for commuter vehicles. Because n Gr y l k Newtown Creek handles few large vessels, o o r B the 120-foot clearance may no longer be required. New York State Department of Transportation Joseph H. Boardman, Commissioner Douglas A. Currey, P.E., Regional Director In addition, the wide range of speeds natives likely to be considered include con- (from commuters traveling at the speed tinued maintenance, full rehabilitation, limit to slow trucks creeping up to the rehabilitation with increases in capacity bridge) leads to an unusually high number (e.g., additional lanes), or an entirely new of accidents. These accidents, and the high- structure, as well as other concepts brought way’s narrow lanes and the lack of shoul- out in the public scoping process. Different ders where vehicles can pull over during ways to phase the construction to minimize breakdowns, create substantial congestion impacts on surrounding communities will and delays. As a result, vehicles leave the also be considered. highway in favor of the local streets, which The initial screen will eliminate those cut through residential communities and are alternatives that clearly could not meet the already crowded. project’s goals and objectives, as developed The 1995 traffic study concluded that in the scoping process. The remaining alter- the local streets would not be able to accom- natives will undergo further engineering, modate diverted traffic during any major transportation, and environmental analyses construction work on the bridge. To mini- and a second round of screening to deter- mize diversions of traffic into the surround- mine which ones will be advanced for study ing communities and to maintain through in the Draft EIS. traffic on the BQE, the study recommended Environmental Analysis that three lanes of traffic on the BQE, in The Draft EIS will evaluate the project each direction, must be maintained during alternatives for a wide range of potential the day for construction to take place. impacts, including traffic and transporta- The current study will focus on finding tion, environmental, and socioeconomic. solutions to these traffic problems and to the After review of the Draft EIS by the public, bridge’s deteriorated condition. NYSDOT will present the preferred alterna- tive in a Final EIS based on public com- The EIS Process ments and the findings of the EIS. As a major transportation project, the Kosciuszko Bridge Project is subject to the Public Involvement regulations of the National Environmental The public will have ample opportunity Policy Act (NEPA) and the New York State to comment on the selection and analysis of Environmental Quality Review Act alternatives during this process. Public (SEQRA). Both laws require preparation of EIS phases. input will be gathered through open houses, an Environmental Impact Statement (EIS) NYSDOT will hold public scoping public hearings, and meetings with commu- to examine the project’s potential impacts to meet-ings in Queens and Brooklyn to nity groups and elected officials. the environment. explain the goals and objectives of the study In addition, a Stakeholders Advisory The EIS process will also include an and allow members of the public—as well Committee will be formed to help advise Alternatives Analysis phase, whose goal is as interested groups, elected officials, and NYSDOT on the development, selection to ensure extensive public involvement in agencies—to submit their ideas and com- and evaluation of study alternatives, up to the selection of the project alternatives. ments. the selection of the study’s preferred alter- Scoping Alternatives Selection Process native. The scoping process is designed to To select the alternatives to be analyzed This committee will consist of represen- determine the “scope,” or range, of issues to in the Draft EIS, NYSDOT has developed a tatives from NYSDOT, the Federal High- be considered within the Draft EIS. As part two-step alternatives selection process. way Administration, other involved agen- of this process, the public may recommend First, using feedback from the scoping cies, local elected officials, civic and envi- additional project alternatives for consider- process, NYSDOT will develop a broad list ronmental organizations, and user groups ation in the Alternatives Analysis and Draft of potential alternatives. The types of alter- that could be affected by the project. Get Involved We welcome your comments. To develop the best possible alternatives, public input is critical. To contact us or for more information, please write or call: Mr. Joseph Brown New York State Department of Transportation Hunters Point Plaza 47-40 21st Street Long Island City, NY 11101 Be sure to watch your local paper for Phone: (718) 482-4683 Fax: (718) 482-6319 advertisements of the public scoping Email: [email protected] meetings coming up in May!!!.
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