C.1.G. Speeds and Delay This Section Discusses Travel Speed and Delay

Draft Environmental Impact Statement Section II.C

C.1.g. Speeds and Delay This section discusses travel speed and delay data within the project’s Traffic Study Areas, including existing conditions and forecasts for the No Build Alternative in 2015 and 2045. Travel speed and delay estimates for the Build Alternatives are presented in Section III.C.2.b.

TRAFFIC STUDY AREAS For the Kosciuszko Bridge Project, Primary and Secondary Traffic Study Areas, shown in Figure II-10, “Kosciuszko Bridge Project Traffic Study Areas,” were defined to delineate the portion of the surrounding highway and street network that may be affected by the project. The Primary Traffic Study Area includes the highways and streets roughly bounded by the LIE, Grand Street/Grand Avenue, and the East River. The larger Secondary Traffic Study Area extends outward from the Primary Traffic Study Area to Queens Boulevard and Flushing Avenue. The traffic data collection and analysis described throughout this DEIS focus on the Primary Traffic Study Area and key intersections in the Secondary Traffic Study Area.

METHODOLOGY As part of the project’s extensive traffic data collection effort, described in detail in Appendix B, travel time and delay surveys were conducted on 15 major routes in the study area using the “floating-car method,” in which the test vehicle is driven to “float” with traffic at prevailing speeds along the travel route. The travel time/speed data provides a general measure of prevailing traffic flow along the travel route. The delay data identifies the locations, the types, and the extent of traffic congestion on the travel routes in the study area.

Three runs were completed in each direction during the weekday a.m. (6:00-10:00 a.m.), midday (10:00 a.m.-3:00 p.m.), p.m. (3:00-7:00 p.m.), and Saturday midday (10:00 a.m.-3:00 p.m.) periods. Elapsed time and any en route delays (e.g. accident, signal, vehicle breakdown, etc.) were recorded for each segment along each route. The travel time and delay survey routes are described below and shown in Figure II-11, “Travel Time and Delay Run Routes.”

1. Brooklyn-Queens Expressway - Eastbound (EB) from Tillary Street entrance to exit to Queens Boulevard - Westbound (WB) from exit to Queens Boulevard WB to exit to Tillary Street/Manhattan Bridge

2. Long Island Expressway - EB from Queens Midtown Tunnel (QMT) entrance at toll plaza to exit to Queens Boulevard - WB from Queens Boulevard entrance to exit to Van Dam Street

3. BQE & LIE connections - BQE EB from Vandervoort Avenue entrance to entrance to EB LIE via LIE EB service road - BQE WB from exit to WB BQE via LIE WB service road to exit to Meeker Avenue/Morgan Avenue

4. Queens Midtown Tunnel (QMT) - LIE EB from Manhattan via QMT to Review Avenue via exit to Laurel Hill Boulevard. - LIE WB from Review Avenue via 37th Street/Van Dam Street entrance to Manhattan via QMT

5. Meeker Avenue - EB from Metropolitan Avenue to entrance to BQE after Vandervoort Avenue - WB from BQE exit to Meeker Avenue to Metropolitan Avenue

6. Metropolitan Avenue - EB from Kent Avenue to Vandervoort Avenue - WB from Vandervoort Avenue to Kent Avenue

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7. Grand Street/Grand Avenue - EB from Marcy Avenue to LIE - WB from LIE to Marcy Avenue

8. Flushing Avenue - EB from Classon Avenue/Rutledge Street to Grand Avenue - WB from Grand Avenue to Classon Avenue/Rutledge Street

9. Greenpoint Avenue - EB from Kent Avenue to Queens Boulevard - WB from Queens Boulevard to Kent Avenue

10. Kent Avenue - Northbound (NB) from Flushing Avenue to Dupont Street - Southbound (SB) from Dupont Street to Flushing Avenue

11. McGuinness Boulevard/Pulaski Bridge - NB from BQE/Meeker Avenue EB to Jackson Avenue - SB from Jackson Avenue to BQE/Meeker Avenue EB

12. Humboldt Street & Kingsland Avenue - Kingsland Avenue NB from Maspeth Avenue to Greenpoint Avenue - Humboldt Street SB from Greenpoint Avenue to Flushing Avenue

13. Vandervoort Avenue - NB from Grand Street to Meeker Avenue/BQE WB - SB from Meeker Avenue/BQE EB to Grand Street

14. Rust Street/56th Road/Review Avenue - EB from Greenpoint Avenue to Grand Avenue - WB from Grand Avenue to Greenpoint Avenue

15. Maurice Avenue/Page Place - EB from Grand Avenue to 69th Street - WB from 69th Street to Grand Avenue

The travel time and delay survey routes along the BQE and LIE extended significantly beyond the project limits in an attempt to identify congestion originating beyond but affecting the study area. This data was also used to calibrate the project’s forecasting model.

EXISTING CONDITIONS The following sections present the findings of the travel speed and delay analysis for existing conditions. Due to the variation in travel times and travel speeds between segments, average travel times and average travel speeds were computed for each segment to facilitate system- level comparisons. Detailed summaries of individual travel time surveys along these travel routes are provided in Appendix B.

BROOKLYN-QUEENS EXPRESSWAY

The posted speed limit on the BQE within the project limits is 45 mph (72 km/h). However, actual operating speeds in both the eastbound and westbound directions during peak periods are typically lower than the posted limit. The main contributing factor for this condition is the recurring congestion that normally extends from adjacent major interchanges (LIE to the east and Williamsburg Bridge to the west) into the study area. Other predominant factors include the high mainline and ramp traffic volumes, the lane direction/lane distribution (number of lanes provided on the East River bridges into and out of Manhattan) and the existing non-standard features such as narrow travel lanes, steep grades, poor sight distance, short merges and diverges, lack of shoulders, and the deteriorating pavement conditions. Tables II-3 and II-4

Kosciuszko Bridge Project II-12 March 2007 Draft Environmental Impact Statement Section II.C present the a.m., midday, and p.m. peak hour average travel time and average travel speed for the eastbound and westbound segments on the BQE, respectively.

TABLE II-3: 2002 EXISTING TRAVEL TIME AND SPEEDS - EASTBOUND BQE Average Travel Time Average Travel Speed Distance sec (min) km/h (mph) Meters Highway Segment (Feet) A.M. Midday P.M. A.M. Midday P.M. Tillary Street to Flushing Avenue 1,313 73.0 97.0 133.0 64.8 48.7 35.6 (4,309) (1.2) (1.6) (2.2) (40.2) (30.3) (22.1)

Flushing Avenue to Williamsburg Street 819 33.5 97.0 110.0 88.0 30.4 26.8 (2,688) (0.6) (1.6) (1.8) (54.7) (18.9) (16.7)

Williamsburg Street to Metropolitan 1,043 53.5 93.0 106.0 70.2 40.4 35.4 Avenue (3,421) (0.9) (1.6) (1.8) (43.6) (25.1) (22.0)

Metropolitan Avenue to Williamsburg 256 9.5 13.0 42.0 97.0 70.9 21.9 Bridge (840) (0.2) (0.2) (0.7) (60.3) (44.1) (13.6)

Williamsburg Bridge to McGuinness 990 79.5 82.0 221.0 44.8 43.4 16.1 Boulevard (3,247) (1.3) (1.4) (3.7) (27.8) (27.0) (10.0)

McGuinness Boulevard to Vandervoort 942 72.0 220.0 228.0 47.1 15.4 14.9 Avenue (3,089) (1.2) (3.7) (3.8) (29.3) (9.6) (9.2)

Vandervoort Avenue to EB/WB LIE 1,326 79.0 219.0 154.0 60.4 21.8 31.0 Service Road (4,351) (1.3) (3.7) (2.6) (37.6) (13.5) (19.3)

EB/WB LIE Service Road to EB LIE 338 14.0 19.0 33.0 86.9 64.0 36.9 Service Road (1,109) (0.2) (0.3) (0.6) (54.0) (39.8) (22.9)

EB LIE Service Road to Queens 1,920 103.0 113.0 128.0 67.1 61.2 54.0 Boulevard (6,300) (1.7) (1.9) (2.1) (41.7) (38.0) (33.6)

Total/Average 8,947 517.0 953.0 1,155.0 62.3 33.8 27.9 (29,354) (8.6) (15.9) (19.3) (38.7) (21.0) (17.3)

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TABLE II-4: 2002 EXISTING TRAVEL TIME AND SPEEDS - WESTBOUND BQE Average Travel Time Average Travel Speed Distance sec (min) km/h (mph) Meters Highway Segment (Feet) A.M. Midday P.M. A.M. Midday P.M. Queens Boulevard to WB LIE/QMT 1,312 231.0 57.0 247.0 20.4 82.8 19.1 (4,303) (3.9) (1.0) (4.1) (12.7) (51.5) (11.9)

WB LIE/QMT to EB/WB LIE 611 80.5 52.0 125.0 27.3 42.3 17.6 (2,006) (1.3) (0.9) (2.1) (17.0) (26.3) (10.9)

EB/WB LIE to Meeker Avenue/Morgan 1,099 137.0 105.0 288.0 28.9 37.7 13.7 Avenue (3,606) (2.3) (1.8) (4.8) (17.9) (23.4) (8.5)

Meeker Avenue/Morgan Avenue to 1,284 62.5 66.0 277.0 74.0 70.0 16.7 McGuinness Boulevard (4,213) (1.0) (1.1) (4.6) (46.0) (43.5) (10.4)

McGuinness Boulevard to Metropolitan 439 31.5 39.0 216.0 50.2 40.5 7.3 Avenue (1,441) (0.5) (0.7) (3.6) (31.2) (25.2) (4.5)

Metropolitan Avenue to Williamsburg 517 37.5 44.0 190.0 49.6 42.3 9.8 Bridge (1,695) (0.6) (0.7) (3.2) (30.8) (26.3) (6.1)

Williamsburg Bridge to Marcy Avenue 140 9.0 19.0 56.0 56.0 26.5 9.0 (459) (0.2) (0.3) (0.9) (34.8) (16.5) (5.6)

Marcy Avenue to Wythe Avenue/Kent 1,059 65.0 55.0 435.0 58.6 69.3 8.8 Avenue (3,474) (1.1) (0.9) (7.3) (36.4) (43.1) (5.4)

Wythe Avenue/Kent Avenue to Flushing 848 41.5 62.0 550.0 73.6 49.3 5.6 Avenue (2,783) (0.7) (1.0) (9.2) (45.7) (30.6) (3.5)

Flushing Avenue to Tillary Street 1,482 84.5 110.0 808.0 63.1 48.5 6.6 (4,863) (1.4) (1.8) (13.5) (39.2) (30.1) (4.1)

Total/Average 8,791 780.0 609.0 3,192.0 40.6 52.0 9.9 (28,843) (13.0) (10.2) (53.2) (25.2) (32.3) (6.2)

A comparison of travel speeds in the eastbound and westbound directions indicates that most segments in the eastbound direction have higher average travel speeds than the segments in the westbound direction. In addition, average travel speeds in the eastbound direction during the a.m. peak period (62.3 km/h, 38.7 mph) are substantially higher than average speeds in the westbound direction during the a.m. (40.6 km/h, 25.2 mph), midday (52.0 km/h, 32.3 mph), or p.m. (9.9 km/h, 6.2 mph) peak periods. This latter speed in the westbound direction is of particular note since it represents the average speed in the non-peak direction and travel speeds in non-peak directions are typically higher than speeds in peak directions. This low speed is attributed to downstream congestion caused by reduced capacity (lane reversals) at the various East River bridges into Manhattan during the p.m. peak period.

LONG ISLAND EXPRESSWAY

The posted speed limit on the LIE within the project limits is also 45 mph (72 km/h). Due to geometric constraints, ramp connections between the LIE and BQE have lower posted speed limits, typically 30 mph (48 km/h). Operating speeds on the LIE mainline and connections to the BQE are similar to those on the BQE mainline, where speeds are predominantly lower than the posted speeds during each peak period. Tables II-5 and II-6 present the a.m., midday, and p.m. peak hour average travel time and speed for the eastbound and westbound segments on the LIE, respectively.

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TABLE II-5: 2002 EXISTING TRAVEL TIME AND SPEEDS - EASTBOUND LIE Average Travel Time Average Travel Speed Distance sec (min) km/h (mph) Meters Highway Segment (Feet) A.M. Midday P.M. A.M. Midday P.M. QMT Toll Plaza to BQE Exit Ramp 1,964 101.0 86.0 102.0 70.0 82.2 69.3 (6,442) (1.7) (1.4) (1.7) (43.5) (51.1) (43.1)

BQE Exit Ramp to LIE Service Road 450 32.0 31.0 41.0 50.7 52.3 39.5 Entrance Ramp (1,478) (0.5) (0.5) (0.7) (31.5) (32.5) (24.6)

LIE Service Road Entrance Ramp to LIE 1,979 79.0 72.0 412.0 90.2 98.9 17.3 Service Road Merge/Maurice Avenue (6,494) (1.3) (1.2) (6.9) (56.0) (61.5) (10.7)

LIE Service Road Merge/Maurice Avenue 781 39.0 28.0 183.0 72.0 100.3 15.4 to 69th Street Overpass (2,561) (0.7) (0.5) (3.1) (44.8) (62.4) (9.5)

Total/Average 5,174 251.0 217.0 738.0 74.2 85.8 25.2 (16,795) (4.2) (3.6) (12.3) (46.1) (53.3) (15.7)

TABLE II-6: 2002 EXISTING TRAVEL TIME AND SPEEDS - WESTBOUND LIE Average Travel Time Average Travel Speed Distance sec (min) km/h (mph) Meters Highway Segment (Feet) A.M. Midday P.M. A.M. Midday P.M. Woodhaven Boulevard Entrance Ramp to 1,304 62.0 55.0 69.0 75.7 85.3 68.0 LIE Service Road Merge (4,277) (1.0) (0.9) (1.2) (47.0) (53.0) (42.3)

LIE Service Road Merge to LIE Service 1,379 78.0 60.0 64.0 63.6 82.7 77.6 Road Exit Ramp (4,525) (1.3) (1.0) (1.1) (39.6) (51.4) (48.2)

LIE Service Road Exit Ramp to BQE/LIE 2,203 184.0 82.0 88.0 43.1 96.7 90.1 Service Road Entrance Ramp (7,228) (3.1) (1.4) (1.5) (26.8) (60.1) (56.0)

BQE/LIE Service Road Entrance Ramp to 571 378.0 26.0 25.0 5.4 79.1 82.2 Van Dam Street Exit Ramp (1,874) (6.3) (0.4) (0.4) (3.4) (49.1) (51.1)

Total/Average 5,457 702.0 223.0 246.0 28.0 88.1 79.9 (17,904) (11.7) (3.7) (4.1) (17.4) (54.7) (49.6)

A comparison of the travel speeds in the eastbound and westbound directions reveals that travel speeds on the LIE are lowest westbound during the a.m. and eastbound during the p.m. peak hours, the peak directions. The average travel speed in the westbound direction during the a.m. peak period is 28.0 km/h (17.4 mph) and in the eastbound direction during the p.m. peak period is 25.2 km/h (15.7 mph). These are significantly lower than the midday and off- peak direction speeds which range between 74.2 km/h (46.1 mph) and 88.1 km/h (54.7 mph).

MEEKER AVENUE

Within the project limits, the posted speed limit on Meeker Avenue is 35 mph (56 km/h). Operating speeds on Meeker Avenue are typically low due to the effects of traffic signal control and the considerable levels of congestion. Travel on Meeker Avenue, especially in the eastbound direction is highly dependent on the operating conditions on the BQE, since during periods of congestion on the BQE, motorists use Meeker Avenue as a detour route to bypass the congestion. Tables II-7 and II-8 present the a.m., midday, and p.m. peak hour average

Kosciuszko Bridge Project II-15 March 2007 Draft Environmental Impact Statement Section II.C travel time and speed for the eastbound and westbound segments on Meeker Avenue, respectively.

TABLE II-7: 2002 EXISTING TRAVEL TIME AND SPEEDS - EASTBOUND MEEKER AVENUE Average Travel Time Average Travel Speed Distance sec (min) km/h (mph) Meters Roadway Segment (Feet) A.M. Midday P.M. A.M. Midday P.M. Manhattan Avenue to McGuinness 269 68.0 45.0 55.0 14.2 21.5 17.6 Boulevard/Humboldt Street (882) (1.1) (0.8) (0.9) (8.8) (13.4) (10.9)

McGuinness Boulevard/Humboldt 396 98.5 36.0 41.0 14.5 39.6 34.8 Street to Kingsland Avenue (1,299) (1.6) (0.6) (0.7) (9.0) (24.6) (21.6)

Kingsland Avenue to Morgan Avenue 200 23.0 54.0 32.5 31.2 13.3 22.1 (655) (0.4) (0.9) (0.5) (19.4) (8.3) (13.7)

Morgan Avenue to Vandervoort Avenue 176 23.0 70.0 30.5 27.5 9.0 20.7 (576) (0.4) (1.2) (0.5) (17.1) (5.6) (12.9)

Vandervoort Avenue to BQE Entrance 92 15.5 13.0 8.5 21.3 25.4 38.8 Ramp (301) (0.3) (0.2) (0.1) (13.2) (15.8) (24.1)

Total/Average 1,132 228.0 218.0 167.5 17.9 18.7 24.3 (3,713) (3.8) (3.6) (2.8) (11.1) (11.6) (15.1)

TABLE II-8: 2002 EXISTING TRAVEL TIME AND SPEEDS - WESTBOUND MEEKER AVENUE Average Travel Time Average Travel Speed Distance sec (min) km/h (mph) Meters Roadway Segment (Feet) A.M. Midday P.M. A.M. Midday P.M. BQE Exit Ramp to Apollo Street 95 32.0 50.0 22.0 10.7 6.8 15.6 (312) (0.5) (0.8) (0.4) (6.6) (4.3) (9.7)

Apollo Street to Morgan Avenue 183 44.5 31.0 19.0 14.8 21.3 34.8 (602) (0.7) (0.5) (0.3) (9.2) (13.2) (21.6)

Morgan Avenue to Kingsland Avenue 198 16.5 20.0 18.0 43.2 35.6 39.6 (649) (0.3) (0.3) (0.3) (26.8) (22.1) (24.6)

Kingsland Avenue to McGuinness 352 108.0 100.0 85.0 11.7 12.7 14.9 Boulevard (1,156) (1.8) (1.7) (1.4) (7.3) (7.9) (9.3)

McGuinness Boulevard to Manhattan 269 38.5 22.0 45.0 25.1 44.0 21.5 Avenue (882) (0.6) (0.4) (0.8) (15.6) (27.3) (13.4)

Total/Average 1,098 239.5 223.0 189.0 16.5 17.7 20.9 (3,601) (4.0) (3.7) (3.2) (10.3) (11.0) (13.0)

Comparisons of travel speeds along Meeker Avenue in both the eastbound and westbound directions indicate that speeds remain fairly constant during each of the peak periods. In the eastbound direction average travel speeds range from 17.9 km/h (11.1 mph) in the a.m. peak period to 24.3 km/h (15.1 mph) in the p.m. peak period. Similarly, speeds in the westbound direction did not vary significantly between peak periods ranging between 16.5 km/h (10.3 mph) in the a.m. peak period and 20.9 km/h (13.0 mph) in the p.m. peak period.

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OTHER MAJOR LOCAL STREETS

The posted speed limit on most major local streets in the study area is 30 mph (48 km/h). Operating speeds on these streets are also usually lower than the posted speeds due to high traffic volumes, turning maneuvers, commercial activities with numerous parking maneuvers, and other factors that impede traffic flow.

85TH PERCENTILE SPEED

The 85th percentile speed, which is often used as a measure of the upper limit of reasonable speeds for a particular location or stretch of roadway, reflects the range of speeds within which most vehicles travel and is an indicator of the adequacy of the design speed of the facility. The 85th percentile speed is typically developed through a spot speed survey, which measures the speed of vehicles at specific locations by the use of a radar gun. Since the BQE is an elevated structure with no overpasses and the Kosciuszko Bridge lacks available space to safely survey highway speed with a radar gun, no spot speed surveys were performed. However, travel time runs were performed in both directions of the BQE during off-peak hours (12 midnight to 3:00 a.m.) when traffic volumes are lower and traffic most resembles free flow conditions. It is estimated that the 85th percentile speed on the BQE in both directions ranges between 84 km/h (52 mph) and 93 km/h (58 mph). This is typical for urban interstates and consistent with other sections of the BQE. According to Section 2.7.1.1A of the NYSDOT Highway Design Manual, the recommended minimum design speed for an urban interstate is 80 km/h (50 mph) and the maximum design speed is 110 km/h (68 mph). The BQE falls within this range.

The 85th percentile speed along westbound and eastbound Meeker Avenue is estimated to be 50 km/h (31 mph) corresponding to the minimum design speed for urban arterials in Central Business District (CBD) areas.

VEHICLE HOURS OF DELAY

Traffic forecasting and analysis for the project was facilitated using the New York Metropolitan Transportation Council (NYMTC) Best Practice Model (BPM), a regional travel demand model, and VISSIM, a micro-simulation model. The BPM was developed to forecast and the VISSIM model to analyze and simulate traffic conditions for the project. For a detailed description of the BPM refer to Section II.C.1.h and Appendix B.

These models were used to predict vehicle hours of delay (VHD) for the regional (BPM) and local (VISSIM) roadway systems. Delay is the additional time experienced by motorists due to interruption in flow, friction caused by high traffic volume and congestion, incidents, and other adverse traffic conditions. Delay can be defined as the difference between actual travel time and free-flow travel time. The total VHD for an area can be calculated by summing the delay experienced by each vehicle during a specified time period. VHD for existing conditions were analyzed for two distinctive areas. The first area analyzed was the BQE project limits from the McGuinness Boulevard/Humboldt Street interchange to the LIE interchange, the core area of the project. This area also included eastbound and westbound Meeker Avenue between the McGuinness Boulevard/Humboldt Street interchange and the entrance and exit ramps near Vandervoort Avenue/Apollo Street. The second area of the analysis is much more comprehensive, covering the project’s entire Primary and Secondary Traffic Study Areas as an entire network.

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The VHD for the BQE in the core area was obtained from VISSIM. The results indicate a total of 65.61 VHD for the eastbound direction and 97.67 VHD for the westbound direction during the a.m. peak hour. VHD for the same BQE segments during the p.m. peak hour was estimated at 147.64 for the eastbound direction and 253.94 for the westbound direction. VHD for Meeker Avenue was also calculated for the combined eastbound and westbound directions, resulting in 30.02 and 164.19 VHD for the a.m. and p.m. peak hours, respectively.

The VHD for the Primary and Secondary Traffic Study Areas was obtained from the TransCAD subarea model. The analysis incorporated all the highways and local streets in the traffic model. The results indicate a total of 2,708 VHD for the a.m. peak hour and 1,610 VHD for the p.m. peak hour.

FUTURE CONDITIONS The following section presents projected travel speed and delay analysis for 2015, the project’s estimated time of completion (ETC) and for 2045, the project’s design year for the No Build Alternative. These results are based on calculations made using the VISSIM micro-simulation model with traffic volume projections from the BPM. Future analysis concentrates on peak hours that experience the most critical traffic conditions. Based on existing conditions, the most critical traffic conditions occur in the morning peak hour when the westbound BQE carries the highest traffic volumes, and in the afternoon peak hour when the eastbound BQE carries the highest traffic volumes. Detailed summaries of the results are provided in Appendix B. For projections of travel speeds and delay for the Build Alternatives see Section III.C.2.b.

TRAVEL TIME AND DELAY

Travel time and travel speed projections for the 2015 and 2045 No Build conditions were completed for five BQE segments within the Primary Study Area. Tables II-9 and II-10 present the results of this analysis for the a.m. and p.m. peak hours on the eastbound and westbound BQE, respectively.

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TABLE II-9: PROJECTED 2015 AND 2045 NO BUILD TRAVEL TIME AND SPEEDS - EASTBOUND BQE Average Travel Time Average Travel Speed sec (min) km/h (mph) Distance 2015 2045 2015 2045 Meters Highway Segment (Feet) A.M. P.M. A.M. P.M. A.M. P.M. A.M. P.M. Williamsburg Bridge to 869 94.4 237.1 223.5 228.7 33.1 13.2 14.0 13.7 McGuinness Boulevard (2,851) (1.6) (4.0) (3.7) (3.8) (20.6) (8.2) (8.7) (8.5)

McGuinness Boulevard to 1,207 110.2 465.6 333.4 710.7 39.4 9.3 13.0 6.1 Vandervoort Avenue (3,960) (1.8) (7.8) (5.6) (11.8) (24.5) (5.8) (8.1) (3.8)

Vandervoort Avenue to top of 499 33.1 62.0 41.5 72.5 54.2 29.0 43.3 24.8 Kosciuszko Bridge (1,637) (0.6) (1.0) (0.7) (1.2) (33.7) (18.0) (26.9) (15.4)

Top of Kosciuszko Bridge to 595 53.5 85.4 54.8 73.1 40.1 24.8 39.1 29.3 EB/WB LIE Service Road (1,954) (0.9) (1.4) (0.9) (1.2) (24.9) (15.4) (24.3) (18.2)

EB/WB LIE Service Road to 338 16.6 33.6 16.8 33.6 73.2 36.2 72.6 36.2 EB LIE Service Road (1,109) (0.3) (0.6) (0.3) (0.6) (45.5) (22.5) (45.1) (22.5)

Total/Average 3,508 307.8 884.8 669.9 1,118.7 41.0 14.3 18.9 11.3 (11,511) (5.1) (14.7) (11.2) (18.6) (25.5) (8.9) (11.7) (7.0)

TABLE II-10: PROJECTED 2015 AND 2045 NO BUILD TRAVEL TIME AND SPEEDS - WESTBOUND BQE Average Travel Time Average Travel Speed sec (min) km/h (mph) Distance 2015 2045 2015 2045 Meters Highway Segment (Feet) A.M. P.M. A.M. P.M. A.M. P.M. A.M. P.M. WB LIE/QMT to EB/WB LIE 612 108.7 126.8 109.5 134.2 20.3 17.4 20.1 16.4 (2,006) (1.8) (2.1) (1.8) (2.2) (12.6) (10.8) (12.5) (10.2)

EB/WB LIE to top of 595 88.2 154.8 95.1 164.4 24.3 13.8 22.5 13.0 Kosciuszko Bridge (1,954) (1.5) (2.6) (1.6) (2.7) (15.1) (8.6) (14.0) (8.1)

Top of Kosciuszko Bridge to 483 76.1 152.2 80.6 136.8 22.8 11.4 21.6 12.7 Meeker/Morgan Avenue (1,584) (1.3) (2.5) (1.3) (2.3) (14.2) (7.1) (13.4) (7.9)

Meeker Avenue/Morgan 1,287 114.3 405.6 118.5 423.5 40.5 11.4 39.1 10.9 Avenue to McGuinness (4,224) (1.9) (6.8) (2.0) (7.1) (25.2) (7.1) (24.3) (6.8) Boulevard

McGuinness Boulevard to 306 25.5 180.2 25.1 180.2 43.1 6.1 43.9 6.1 Metropolitan Avenue (1,003) (0.4) (3.0) (0.4) (3.0) (26.8) (3.8) (27.3) (3.8)

Total/Average 3,283 412.8 1,019.5 428.9 1,039.0 28.6 11.6 27.6 11.4 (10,771) (6.9) (17.0) (7.1) (17.3) (17.8) (7.2) (17.1) (7.1)

By the year 2015, travel on the BQE, when compared to current conditions, will be made at slower speeds and will require longer travel times. A comparison of average travel times during the a.m. peak period between 2002 existing conditions and 2015 projected No Build conditions indicates that BQE travel time in the eastbound direction will increase from 4.0 minutes to 5.1 minutes, with average speeds decreasing from 53.9 km/h (33.5 mph) to 41.0 km/h (25.5 mph). Average travel times in the westbound direction during the a.m. peak period are also expected to increase from 5.1 minutes to 6.9 minutes with speeds decreasing from 40.4 km/h (25.1 mph)

Kosciuszko Bridge Project II-19 March 2007 Draft Environmental Impact Statement Section II.C to 28.6 km/h (17.8 mph). Average travel times in the eastbound p.m. peak period are projected to increase from 10.7 to 14.7 minutes with a speed reduction from 20.2 km/h (12.5 mph) to 14.3 km/h (8.9 mph). Similarly, it is projected that average travel time in the westbound direction, during the p.m. peak period will increase from 15.1 to 17.0 minutes with an average speed reduction from 13.6 km/h (8.5 mph) to 11.6 km/h (7.2 mph). These results indicate that eastbound traffic conditions on the BQE in 2015 will be congested with average travel speeds below 33.1 km/h (20.6 mph) during both a.m. and p.m. peak periods.

Travel projections for 2045 indicate even lower speeds and longer travel times. By 2045 most BQE segments within the project study area will operate over capacity during each of the peak periods. The results indicate that the eastbound direction during the a.m. peak period will experience the greatest increase in travel time between 2015 and 2045. It will take an additional 6.1 minutes (120 percent increase) to travel the same BQE segments with a corresponding speed of 18.9 km/h (11.7 mph). Similarly, but not as severe, it will take an additional 3.9 minutes (27 percent increase) to travel the same BQE segments during the p.m. peak period with an average travel speed of 11.3 km/h (7.0 mph).

VEHICLE HOURS OF DELAY

The decreasing travel speeds and much longer travel times that have been projected for both 2015 and 2045 under the No Build Alternative would result in significant increases in the overall level of travel delays for the project roadways. The 2015 VHD projection for the combined expressways and local streets in the core project area is 403.67 and 724.96 for the a.m. and p.m. peak periods, respectively. These values are expected to increase to 705.20 and 816.33 VHD by the year 2045. VHD for the entire network area will also experience a large increase with 3,475 and 2,048 VHD for the 2015 a.m. and p.m. peak periods and 6,232 and 3,771 VHD for the 2045 a.m. and p.m. peak periods, respectively.

C.1.h. Traffic Volumes This section summarizes traffic volumes on the limited access highway system and at key study area intersections for existing conditions (2002) and for conditions under the No Build Alternative (2045). Vehicle classification, occupancy and pedestrian volumes at key locations and an origin-destination (O-D) study are also discussed. Appendix B includes additional detail on count locations and data obtained from these efforts. Traffic volume estimates for the Build Alternatives are presented in Section III.C.2.b.

METHODOLGY Historical traffic data from recent studies performed for projects within the Kosciuszko Bridge Project study area were researched, collected and evaluated. The evaluation focused on the type of data that was available, the limits and time periods of coverage and how recently the data was collected. However, the evaluation revealed that the available studies contained limited information that could be used in this project. Instead, the data collection plan that was used in the development of the Kosciuszko Bridge Traffic Operations Study was followed and further expanded to develop the current data needs of the project.

As part of the project’s extensive data collection program performed during a two-week period from November 11 to November 24, 2002, traffic volume, vehicle classification, occupancy and pedestrian crosswalk counts were collected along the project expressways, ramp connections, and key roadways within the project’s Primary and Secondary Traffic Study Areas.

Kosciuszko Bridge Project II-20 March 2007