The Bronx Zoo Access Improvements

PIN X110.23 THE BRONX ZOO ACCESS IMPROVEMENTS

PROJECT SCOPING REPORT

APRIL 2006

PREPARED BY:

NEW YORK STATE DEPARTMENT OF TRANSPORTATION, REGION 11 IN COLLABORATION WITH TAMS, an Earth Tech company

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TABLE OF CONTENTS

Section Page No.

I. Project Evolution/Introduction/Project Summary...... 1 II. Project Identification, Evolution, Conditions and Needs, and Objectives A. Project Identification 1. Project Type...... 8 2. Project Location...... 8 B. Project Evolution ...... 8 C. Conditions and Needs 1. Transportation Conditions and Engineering Considerations a. Functional Classifications and FA System...... 9 b. Ownership and Maintenance Jurisdiction...... 9 c. Culture, Terrain and Climatic Conditions ...... 9 d. Control and Access...... 10 e. Existing Highway Section...... 10 f. Abutting Highway Segments and Plans for Abutting Highways Segments..... 12 g. Speed and Delay...... 14 h. Traffic Volumes ...... 14 i. Level of Service ...... 18 j. Non Standard features ...... 23 k. Safety Considerations, Accident History and Analysis ...... 26 l. Pavement and Shoulder Conditions...... 33 m. Guide Railing, Median Barriers, Impact Attenuators ...... 33 n. Traffic Control Devices...... 33 o. Structures ...... 34 p. Hydraulics and Bridges and Culverts ...... 34 q. Drainage Systems...... 34 r. Soil and Foundation Conditions ...... 34 s. Utilities...... 34 t. Railroads and Buses ...... 34 u. Landscaping ...... 35 v. Provisions for Pedestrians and Bicyclists...... 35 w. Planned Development for Area ...... 36 x. System Elements and Conditions ...... 36 y. Community Participation ...... 36

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2. Needs

a. Pavement Deficiencies...... 36 b. Safety Deficiencies...... 36 c. Bridges Structural Deficiencies ...... 37 d. Capacity Deficiencies ...... 37 e. Modal Interrelationship...... 38 f. System Deficiencies...... 38 g. Mobility Deficiencies ...... 38 h. Social Demand and Economic Development ...... 39 i. Transportation Plans ...... 39

D. Project Problem Identifications and Project Goals and Objectives ...... 39

III. Alternatives

A. Design Criteria ...... 44

B. Feasible Alternatives

1. Description of Feasible Alternatives...... 50 2. Engineering Conditions and Feasible Alternatives (a) Geometries ...... 82 (b) Traffic Forecasts, Level of Service and Safety Considerations...... 82 (c) Pavement...... 82 (d) Structures ...... 82 (e) Hydraulics...... 82 (f) Drainage...... 82 (g) Maintenance Responsibility...... 83 (h) Maintenance and Protection of Traffic ...... 83 (i) Soil Foundation...... 83 (j) Utilities...... 83 (k) Railroads and Buses...... 83 (l) Right-Of-Way ...... 83 (m) Landscaping Development...... 83 (n) Provisions for Pedestrians, including Persons with Disabilities...... 84 (o) Provisions for Bicycling ...... 84 (p) Lighting...... 84

C. Project Costs and Schedule

1. Costs...... 84 2. Schedule...... 84

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IV. Social Economic and Environmental considerations

A. Environmental Action Plan (EAP/NEPA) Classification ...... 84 B. State Environmental Quality Review (SEQR) Classification...... 85 C. List of Anticipated Cooperating Agencies ...... 85 D. Identification of Potential Social, Economic and Environmental Issues ...... 85 E. Anticipated Permits and Approval Required...... 85 F. List of Sources Reviewed ...... 86 G. Early Coordination Requirements...... 86

V. Evaluation and Comparison of Alternatives

A. Evaluation and Comparison ...(Table N)...... 88

VI. Minutes of Meetings, Correspondence and Comments...... 90

Appendix. (The Bronx Zoo Access Improvement Study report prepared in 24©2 includes an appendix which includes supporting traffic data, accident data, etc. for this PSR. This appendix can be examined in the NYSDOT office)

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Final PSR, April 26, 2006

List of Figures

Figure Description Following Page No. 1. Project Location Map...... 8 2. Project Study Area ...... 8 3. Signalized Intersection at Eastbound Pelham Parkway/Boston Road...... 11 4. Signalized Intersection at Boston Road/Bronx Park East...... 13 5. Unsignalized T-Intersection at Boston Road/NB Bronx River Parkway ...... 13 6. Unsignalized T-Intersection at Boston Road/Bronx Zoo Entrance ...... 17 7. Existing (2042) AM (8-9 am) Hourly Volumes...... 17 8. Existing (2002) Mid-day (12-1 pm) Hourly Volumes and LOS Results...... 17 9. Existing (2002) PM (5-6 p m) Hourly Volumes and LOS Results...... 17 9A. Future No-Build (2026) AM (8-9 am) Hourly Volumes ...... 17 9B. Future No-Build (2026) Mid-day (12-lpm) Hourly Volumes and LOS Results ...... 17 9C. Future No-Build (2026) PM (5-6pm) Hourly Volumes and LOS Results ...... 17 9D. Automatic Traffic Recorder (ATR) Count Locations...... 17 10. Accident Rate/Statewide Average Ratio...... 17 10A. Bus Map for Project Area ...... 35 11 Alternative Features (Alternative 1A) ...... 50 12. Alternative Feature (Alternative 1B) ...... 52 13. Alternative Features (Alternative 2) ...... 53 14. Alternative Features (Alternative 3) ...... 54 15. Alternative Features (Alternative 4) ...... 55 16. Alternative Features (Alternative 5) ...... 56 17. Alternative Features (Alternative 6) ...... 57 18. Alternative Features (Alternative 7) ...... 57 19. Alternative Features (Alternative 8) ...... 59 19A. Alternative Features (Alternative 8A) ...... 61 20. Alternative Features (Alternative 9) ...... 61 21. Alternative Features (Alternative 10) ...... 62 22. Alternative Features (Alternative 11) ...... 63 23. Alternative Features (Alternative 12) ...... 65

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Final PSR, April 26, 2006

List of Tables

Table Description On page

A. Existing (2002) Annual Average Daily Traffic (AADT) ...... 16 B. Wildlife Conservation Society/Bronx Zoo Bronxdale Gate Arrival Rate ...... 20 C. LOS Results - Existing and Future (No Build) Weekday Condition...... Following.22 D. LOS Results - Existing and Future (No Build) "Weekend Condition...... Following.22 E. Existing Accident Rates Analyses - Local Street ...... 29 F. Existing Accident Rates Analyses - Bronx River Parkway...... 30 G. Mainline Element Design Criteria ...... 44 H. Ramp Element Design Criteria ...... 47 I. Alternative Features Considered...... 66 J. LOS Results Future (Build) Weekday Condition...... Following 81 K. LOS Results Future (Build) Weekend Condition...... Following.81 L. Weaving Analysis Results - Future (Build) Weekday Condition...... Following.81 M. Weaving Analysis Results - Future (Build) Weekend Condition...... Following.81 N. Summary of Alternatives

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Project Evolution

The project originated from a request by the Wildlife Conservation Society for improved access from the Bronx River Parkway (BRP) to the Bronxdale Gate of the Bronx Zoo (see Figure 1 & 2). A feasibility study was initiated to develop and evaluate alternative that could enhance accessibility and safe for travelers accessing to the Bronx Zoo from the northbound BRP.

At the beginning of the study, NYSDOT team members met with representatives of the Wildlife Conservation Society (WCS), the NYPD, representatives of elected officials, and community board members. At that time, it was made clear that the problems of accessibility and safety at the BRP/Boston Road/Bronxdale Gate interchange were related to congestion and safety issues at nearby local streets. As a result, the study scope was expanded to include both a primary and a secondary study area (see Fig 2). The primary study area includes the BRP/Boston Road/Bronxdale gate interchange. The secondary study area includes the BRP/Pelham Parkway interchange, Boston Road/Bronx Park East interchange and the Boston Road/Pelham Parkway interchange.

Subsequent to the completion and circulation of the study report, the decision was made to expand the project scope to address both the NB & SB BRP at the Boston Road interchange as well as the related local street network. As a result, an additional alternative was added Also, NYCDOT while progressing the reconstruction of Pelham Parkway (East of Boston Road) has developed an alternative, which reconfigures the ramp between NB BRP and Pelham Pkwy. This PSR includes that alternative.

I. Introduction/Project Summary

This project focuses on the development and evaluation of alternative improvements that will enhance the mobility, safety, and accessibility of the Bronx Zoo in the vicinity of the Bronx River Parkway (BRP)/Pelham Parkway interchange. Due to the proximity and connectivity of the Bronx River Parkway to the surrounding local street network, the proposed access improvements to the Bronx Zoo will most likely affect the local travel patterns within the project study area as well as the east-west corridor along Pelham Parkway. However, because of constraints on consultant resources and time, the study was not able to fully address the problems of safety and congestion for the surrounding local streets and for the southbound BRP/Boston Road interchange. The primary study area remained limited to the area accessible to the zoo only. This Project Scoping Report (PSR) now extends the primary study area to include the interchanges of Boston Road/NB and SB Bronx River Parkway (BRP), Boston Road /EB Pelham Parkway and Boston Road/Bronx Park East. This project identifies a series of alternatives which address various problems in the study area. Alternatives were then assembled into packages for advancement to Preliminary Design Summaries and figures of the strong alternative are included in this Project Summary.

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Details of all the alternatives considered in this study are fully discussed in Section III C of this report. Since this project was developed to address safety, operational, and accessibility issues on the study area roadway network, with respect to vehicle volumes generated by the location of the Bronxdale gate of the Bronx Zoo, all traffic analysis for this project correspond with the peak arrival and departure periods for the Zoo. Based on the Bronxdale gate information provided by the zoo, the peak Zoo arrival period is 12:00-1:00 pm and the peak departure period is 5:00-6:00 pm, and are referred to throughout the report as AMid-day@ and APM@ respectively.

In 1982, the Bronx Zoo completed the Traffic Access and Improvement Study for the Bronxdale Gate and Parking Area. The 1982 study identified the existing and potential future operational problems at the immediate access to the Bronxdale Gate and parking area. The current project study area extends from Boston Road to the east, the Bronxdale parking lot to the west, Bronx River Parkway Interchange 7 (Pelham Parkway) to the north, and Bronx River Parkway Interchange 6 to the south.

In August, 2000, NYSDOT completed an Expanded Project Proposal (EPP) under PIN X110.18.101 for the Interchange Improvements at Bronx River Parkway and East 177th Street. Similar to the current project , the primary focus of the EPP was to develop feasible alternatives to improve safety, mobility and access on the various roadways of East 177th Street, including Bronx River Parkway(BRP).The project area of the BRP/East 177th Street EPP was just south of the project area of this Bronx Zoo Access Improvement Study. Although no origin/destination data were collected in this study, based on the existing traffic data collected in 2002, approximately 5% of the weekend Mid-day traffic along the northbound Bronx River Parkway is destined to the Bronx Zoo during the peak Zoo arrival hour. Furthermore, the Bronx River Parkway is the primary source of vehicles entering the zoo and the primary initial destination route of vehicles departing from the zoo. Based on the findings identified in the 1982 study and meetings with the zoo and local law enforcement officials, the following deficiencies within the project area have been identified:

Excessive vehicle delays and roadway congestion along the local street network; High accident rates Non-standard roadway features.

The primary goal of this Project Scoping Report (PSR) is to identify feasible Bronx Zoo access improvements and to improve safety and operations in the vicinity of the BRP/Boston Road Interchange. The following goals have been identified for this project as a result of meetings with the NYPD, community and Bronx Zoo officials:

1. Reduce congestion at accesses to the Bronxdale Gate of the Bronx Zoo

2. Improve traffic safety at accesses to the Bronxdale Gate of the Bronx Zoo 2

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3. Provide a transportation system which supports the Bronx Zoo plan for increased utilization of the Bronxdale Gate and promotes Zoo patronage

4. Reduce congestion and increase mobility on the local street network in the vicinity of the Bronx Zoo including the interchanges of BRP/Boston Road, Boston Road/Bronx Park East and Boston Road/EB Pelham Pkwy.

5. Improve safety and reduce accidents on the local streets in the vicinity of the Bronx Zoo including the interchanges of BRP/Boston Road, Boston Road/Bronx Park East and Boston Road/EB Pelham Pkwy.

6. Reduce congestion and increase mobility within the project limits on the BRP mainline and ramps.

7. Improve safety and reduce accidents with the project limits on the BRP mainline and ramps.

8. Minimize socio-economic and environmental impacts

An iterative process was used in the development of alternative components and composite alternatives which incorporated the results of multiple series of capacity analyses performed using the latest version of Highway Capacity Analyses (Version 4.1b), to determine the levels- of-service for the various signalized and un-signalized intersections, and freeway and weaving segments of the existing conditions (year 2002) and design year of 2026 (ETC year +20) for the no-build condition and the proposed alternative components and composite alternative configurations.

The development of the alternative components and composite alternatives was also guided by the need to address conditions contributing to high accident locations within the study area. The latest available two-years of historic accident data were gathered from NYSDOT and NYPD for the project study area. Accident types and rates were summarized and collision diagrams developed using the Highway Safety Analysis (Version 2.1). The accident rates calculated were compared with the corresponding NYSDOT Statewide Accident Averages for similar highway facility types to determine the high accident locations.

Alternative components considered in this PSR range from minor operational changes such as signal re-timing, pavement re-striping, and addition of signs to low-cost capital improvements such as fence relocation and zoo entrance booth relocation, to capital-intensive construction improvements such as roadway widening, interchange ramp relocation, and intersection reconfiguration. The estimated costs of the construction for the various alternative components

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and composite alternatives, not including right-of-way costs, range approximately from $15,000 to $6.2 million in 2002 dollars. This project will be funded by City, State and/or Federal funds.

Alternative Description Figure Components

1A Reconfigure Boston Road/Pelham Parkway 11 Intersection, widen NB exit to Pelham Pkwy. 1B Reconfigure NB BRP Exit to Pelham Pkwy. to Include 12 Additional Branch and Underpass Beneath EB Pelham Parkway 2 Close Portion of Boston Road Between NB BRP and 13 Bronx Park East to Vehicular Traffic; widen NB Exit to Pelham Pkwy. 2 Close Portion of Boston Road Between NB BRP and 14 Bronx Park East to Vehicular Traffic; widen NB Exit to Pelham Pkwy. 3 Reconfigure NB BRP Ramps at the BRP/Boston Road 15 Interchange (Interchange 6) 4 Reconfigure Zoo Entrance 16 5 Reconfigure Zoo Exit and Zoo Parking Lot Fence 17 6 Re-Time Traffic Signal and Provide Warning Signage at 18 Boston Road/Bronx Park East 7 Widen Boston Road between Bronx Park East and Bronx Zoo Entrance 8 Reconfigure Intersection of Boston Road and Bronx 19 Park East and Eliminate NB BRP Exit to Pelham Pkwy (Ramp 7E). 8A Reconfigure Intersection of Boston Road and Bronx 19A Park East and Eliminate NB BRP Exit to Pelham Pkwy. (Ramp 7E,) Improve SB BRP/Boston Road Interchange

9 Direct Access Ramps from NB BRP to Bronx Zoo 20 10 Composite Alternative with Alternative Components 21 1A,2,3,4,and 5 11 Composite Alternative with Alternative Components 3,8, 22 and 9 12 Reconfigure NB BRP Exit to Pelham Pkwy to create 23 weaving section Pelham Pkwy

These project alternatives will most likely be classified as NEPA Class II and SEQRA Type II actions. Future stages of this project will be prepared in compliance with the level of documentation required for the State Environmental Quality Review Act (SEQRA) and the New York State Environmental Action Plan (EAP). An Environmental Assessment (EA) or Environmental Impact Statement (EIS) is not anticipated as part of the preliminary design for any alternatives of this project.

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After a series of evaluations and analyses of the initial alternative components considered (Alternatives 1 to 9 See Figure 1-20), composite alternatives 10 and 11 (Figures 21 and 22) were developed which combine various alternative components. Table N of this report illustrates the comparison of the various alternative components and composite alternatives considered based on their ability to meet the goals developed for this study.

A brief summary of three of the strongest alternatives follows: (For a complete detailed description of these alternatives, see Section III.B.1)

Alternative 10 (See Figure 21 after Section I-Introduction/Project Summary) In this composite alternative, the segment of Boston Road between Bronx Park East and the terminus of the northbound Interchange 6 ramp is closed to vehicular traffic. The Northbound exit to EB PelhambPkwy/Boston Road (7E) is widened to two lanes to accommodate additional volume reassigned from Interchange 6, which is destined to northbound Boston Road. The intersection of Boston Road and eastbound Pelham Parkway is operationally reconfigured as a five-legged intersection with a separate signal phase for ramp 7E. The northbound exit and entrance ramp at Interchange 6 are reconfigured to extend the weaving length on northbound Bronx River Parkway. On the Zoo property, a portion of the parking lot fence is relocated to improve sight distance and the entrance toll plaza is relocated to the west to increase vehicle queue storage.

The estimated construction cost of Alternative 10 is approximately $3,568,000.

A disbenefit of the proposed configuration of Alternative 10 is that local vehicle access to and from the Zoo via Boston Road is eliminated. Vehicles originating from Bronx Park East or eastbound Pelham Parkway must utilize one existing loop ramp of Interchange 7 (BRP/Pelham Parkway) and one existing ramp from southbound BRP at Interchange 6 (Boston Road)in order gain access to Bronxdale gate of the Bronx Zoo, and the reconfigured entrance ramp to northbound BRP at Interchange 6 and all three remaining loop ramps of Interchange 7 (BRP/Pelham Parkway) for egress back to Bronx Park East thus increasing the travel time and the vehicle miles traveled of this group of travelers. In addition, the reconfigured northbound entrance and exit ramp of Interchange 6 encroach on two baseball fields and a soccer field in the recreational park area east of the Bronx River Parkway.

Alternative 11 (See Figure 22 after Section I-Introduction/Project Summary) In this composite alternative, direct access is provided to the Bronx Zoo from the northbound Bronx River Parkway via a new loop ramp connection to westbound Boston Road which segregates the zoo-bound traffic from the local street traffic that in the current configuration share the northbound BRP exit ramp at Interchange 6. The northbound BRP exit ramp at Interchange 6 is realigned and terminates at the signalized intersection at Bronx Park East/Boston Road. The reconfigured signalized intersection is aligned with the existing north-

Alternative 10 – Figure 21

Alternative 11 – Figure 22

Alternative 8A – Figure 23

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south geometry along Boston Road with a 15 ft. wide pedestrian sidewalk along the west side of Boston Road.

The estimated construction cost of Alternative 11 is approximately $5,415,000.

Disbenefits of the proposed configuration of Alternative 11 are that the proposed loop ramp from northbound BRP to westbound Boston Road crosses the only pedestrian route to the Bronxdale gate. In addition, the reconfigured northbound entrance and exit ramp of Interchange 6 encroach on two baseball fields and a soccer field in the recreational park area east of the Bronx River Parkway, and approximately 24 existing on street parking spaces are eliminated. For this alternative to be advanced the sport field would need to be re-configured. Also the radius of the proposed on-ramp from EB Boston Road is only 100 ft.

Alternative 8A (New Alternative, Figure Attached)

After completion of the study an additional alternative; Alternative 8A has been developed which includes the addition of several ramps located on the west side (SB side) of BRP to satisfy all goals and NEPA and SEQRA. The description and cost etc. of this new alternative are attached. Alternative 8A is a variation of Alternative 8 (already described) with the addition of improvements to the SB BRP. Alternative 8 and 8A reconfigure the intersection of Boston Road/Bronx Park East to improve the geometry and vehicular capacity. Alternative 8 and 8A both eliminate the existing Bronx River Parkway NB Exit to EB Pelham Pkwy. (Ramp 7E) allowing signal phase time for a leading pedestrian interval in the signal phasing and improving level of service of Pelham Parkway and Boston Road. A difference is that Alternative 8A has a signalized intersection at the end of the ramps intersection with Boston Road, instead of a slip ramp into Boston Road. This offers one more at grade crossing option for people walking and cycling to the Bronx Zoo, calms traffic on Boston Road coming from the Parkway, and offers a much safer distance for lane changes between the intersections.

Alternative 8A adds lane channelization and a pedestrian refuge island on eastbound Pelham Parkway at Boston Road. The channelization is possible due to the elimination of Ramp 7E and creates shorter crossing distances in addition to a much more intuitive geometry leading into eastbound Pelham Parkway service road right turn on to Boston Road.

This alternative also adds a roundabout on Boston Road, west of the parkway to more safely handle traffic to and from the Bronx Zoo parking area as well as traffic using the southbound Bronx River Parkway entrance and exit ramps. A roundabout has several advantages over other traffic control devices at this location including its safety statistics over signalized or signed intersection when properly utilized; the lack of pedestrian conflict leading to into the Zoo causes crossings not to be an issue , there is not enough space under the Bronx River Parkway Bridge over Boston Road for adequate lanes or sight distance, it should have an improved level of service over a signalized intersection in this context , it offers traffic calming into the 6

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neighborhood and Zoo parking for the existing traffic from southbound Bronx River Parkway, and can potentially be designed as a beautiful gateway leading into the Bronx Zoo.

The estimated construction cost of Alternative 8A in 2004 dollars is approximately $15M.

Using data collected for the study, NYSDOT performed a preliminary modeling effort to determine the effectiveness of Alternatives 10 and 11. A CORSIM simulation model, suitable for freeways and surface streets was used. Though the model has not been calibrated yet, both alternatives have been found to be feasible from the perspective of traffic operations. Additional data can be collected and the modeling task can be further progressed during Design stages.

The Wildlife Conservation Society (Bronx Zoo) attended several coordination meetings and provided input, including possible additional project alternatives, while the project was progressing. In a site meeting elected officials and NYPD highlighted the access problems to the zoo and also identified accident prone areas surrounding the Bronx Zoo. The final draft report was circulated to NYCDOT Traffic Planning and NYC Department of Parks and Recreation. Parks representatives were briefed on the project alternatives. NYC Department of Parks and Recreation and NYCDOT Traffic Planning offered their comments which are included in Chapter VI, Minutes of Meetings, Correspondence, and Comments.

The comments and concerns of the NYC Department of Parks and Recreation and NYSDOT Traffic Engineering and Safety unit were not addressed in this report primarily because of funding constraints. However, they will be addressed along with revisiting all alternatives in the subsequent design phase of the project. An electronic copy of this report is available through the NYSDOT, Region11, Planning Department.

Additional information regarding the project can be obtained from:

Larry T. Malsam NYSDOT - Region 11 Planning & Development Hunters Point Plaza Long Island City, NY 11101 (718) 482-4559 Attn: Fred Libove, P.E.

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II. Project Identification, Evolution, Conditions and Needs, and Objectives

A. Project Identification

1. Project Type

This project involves traffic safety, operations and access improvements intended to maximize utilization of existing facilities and enhance the connectivity of the various roadways as needed in the vicinity of Bronx River Parkway, Boston Road and Pelham Parkway.

2. Project Location

This project location is in the Borough of Bronx, as shown in Figure 1. The project study areas, as shown in Figure 2, extend from Boston Road to the east, Bronx River Parkway (and its service road) to the west, Bronx River Parkway Interchange 7 (Pelham Parkway) to the north and Bronx River Parkway Interchange 6 to the south.

The overall project area for this study is separated into two study areas - Primary and Secondary study areas (See Figure 2). The primary study area is comprised of the transportation roadway link and nodes immediate to the Bronxdale Gate parking lot.

B. Project Evolution

The Bronx Zoo completed the Traffic Access and Improvement Study for The Bronxdale Gate and Parking Area in December 1982. The 1982 study addressed accessibility and mobility issues in dealing with the vehicular access to the Bronxdale Gate entrance to the Bronx Zoo. A few minor improvements were implemented by the Zoo as a result of the 1982 study, including increasing the number of Zoo entrance gates from two to four. In this study, many of the problems and recommendations identified in the 1982 study have been revisited in conjunction with the evaluation of roadway system connectivity needs and impacts to Bronx River Parkway and local roadway network (Boston Road, Pelham Parkway, and Bronx Park East). Representatives of the zoo have identified the need to increase usage for the Bronxdale Gate by enhancing the accessibility of the Zoo via the nearby highway and local street network. It is anticipated that the zoo=s needs can be met.

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Figure 1 Project Location Map TWS

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The Wildlife Conservation Society-Bronx Zoo and NYSDOT R11-Planning and Development Unit identified the need for this access improvement study. Since NYSDOT maintains jurisdiction over Bronx River Parkway and NYCDOT over Boston Road, Pelham Parkway, Bronx Park East, and the surrounding local streets, any capital improvement in the vicinity of the Bronx Zoo must be coordinated with the corresponding agencies. A project kick-off scoping meeting was held in January, 2002. Subsequent meeting with NYSDOT further defined the scope of this study. In April 2002 a field visit and meeting was conducted and attended by the State, NYPD, community and Bronx Zoo officials.

C. Conditions and Needs

The primary historic data source for the project is the 1982 Bronx Zoo Study. The latest available traffic and accident data, along with existing field condition data, were collected for this study.

1. Transportation Conditions and Engineering Considerations

a. Functional Classifications and Federal Aid System

Pelham Parkway and Boston Road (US-1) are most closely classified and function as Urban Arterials under the State=s functional classification system. They provide local access and traffic circulation within the project study area while serving as connectors for freeway-to-freeway traffic between the Major Deegan Expressway (I-87), Bronx River Parkway, Hutchinson River Parkway (I-678) and New England Thruway (I-95). Boston Road (US-1) is also a federal designated local truck route by the NYCDOT providing truck access and goods transportation movement to the local communities.

The Bronx River Parkway is a designated State highway with commercial vehicle restriction. It meets the Bruckner Expressway (I-278) to the south and the Sprain Brook Parkway and Taconic State Parkway to the north.

b. Ownership and Maintenance Jurisdiction

Roadway Ownership / Maintenance Jurisdiction Boston Road/Bronx Park East NYCDOT / NYCDOT Bronx River Parkway and Ramps NYSDOT / NYCDOT Pelham Parkway NYCDOT / NYCDOT

c. Culture, Terrain and Climatic Conditions

Land use in the primary study area is entirely NYC Department of Parks and Recreation. The adjacent land use primarily consists of urban residential, commercial, automobile repair facilities, and gas station. Areas west of Bronx Park East are designated as park

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areas (Ben Abrams Park) by the NYC Department of Parks and Recreation. The Bronx River Parkway and Pelham Parkway run through areas designated as park property.

Based on field observations, the terrain along the existing roadway of Boston Road, Pelham Parkway and Bronx Park East is generally level, with the exception of the various grade separated interchange approaches to/from the Bronx River Parkway.

No unusual climatic conditions are expected within this project study area.

d. Control of Access

The Bronx River Parkway is a fully controlled access facility in the project area. The local street network, namely Boston Road, Bronx Park East and Pelham Parkway, provides uncontrolled access from secondary streets and commercial driveways such as auto service and gas stations, and other traffic generators and destinations.

e. Existing Highway Section

1- Eastbound Pelham Parkway

This segment of Pelham Parkway is also known as Fordham Road (west of Boston Road). Pelham Parkway is a divided roadway with wide grassy median segregating the eastbound and westbound roadway. The secondary focus of this study, however, deals only with the eastbound Pelham Parkway intersection with Boston Road. The intersection of the westbound Pelham Parkway with Boston Road is beyond the scope of this current study.

The Bronx River Parkway is a six-lane north-south non-commercial controlled access principal urban arterial providing direct connection between the Bruckner Expressway (I-278) and Cross Bronx Expressway (I-95) to the south and Sprain Brook Parkway and Cross County Parkway to the north.

Pelham Parkway (also known as Fordham Road west of Boston Road) serves as a major east-west arterial roadway connecting the Major Deegan Expressway (I-87) to the west and Hutchinson River Parkway and I-95 to the east. Pelham Parkway also serves as a critical transportation link across the Bronx serving various facilities such as the Bronx Zoo, Fordham University, Jacobi Medical Center, and Pelham Bay Park. There are three approaches to this signalized intersection serving both the north and southbound traffic on Boston Road and the eastbound traffic from Fordham Road and the northbound Bronx River Parkway exit (See Figure 3). The eastbound

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approach consists of four lanes. Three lanes (11-12ft. each) approach from eastbound Fordham Road and one merging lane (12 ft.) from the exit ramp from northbound Bronx River Parkway at Interchange 7. The existing eastbound approach creates movement conflicts between vehicles coming off the exit ramp and those from Fordham Road.

2- Boston Road (US-1) from Bronx Park East to Pelham Parkway

This segment of Boston Road is an undivided roadway carrying two lanes of traffic in each direction. The width of each travel lane is approximately 11 ft. with 8 ft. parking lanes on both side of the roadway. This segment of Boston Road serves as the connector between the Bronx River Parkway and Pelham Parkway and Bronx Park East. Curbside parking is permitted in both directions of Boston Road south of Pelham Parkway, with the exception of the bus stops and driveway access to the gas station at the southeast corner of Boston Road/Eastbound Pelham Parkway (See Figure 4).

3- Boston Road (US-1) from Bronx Zoo to Bronx Park East

This segment of Boston Road is an undivided roadway carrying a single lane of traffic in each direction. The width of each travel lane is approximately 12 ft. Boston Road traverses underneath the Bronx River Parkway east of the Bronxdale Gate parking lot to the Zoo. Boston Road not only serves as the connector between the Bronx River Parkway and Pelham Parkway and Bronx Park East to the east, it also serves as the entrance and exit to the Bronxdale Gate of the Bronx Zoo. Curbside parking is prohibited in both directions of Boston Road between Bronx Park East and the Zoo gate (See Figure 5).

4- Bronx River Parkway

The Bronx River Parkway is a six-lane divided roadway carrying three lanes of non- commercial traffic in each direction. Lane widths are approximately 3.6 m (11 ft). This segment of the Bronx River Parkway consists of a full cloverleaf interchange at Pelham Parkway (Interchange 7), and a special all direction grade separated interchange at Boston Road (Interchange 6).

GREEN 3 SEO 3 SEC S SEC -, YELLOW 3 SEC SEC FCD- 4O SEC 50 A11-PEO 2 SEC 2 SEC

MOVEMENS

CYCLE LENGTH ' 90 SEC

IGNAllZED INTERSECTION AT EH PET.RAM PARKWAY/BOSTON ROAD

FIGURE 3 .

NEW YORK STATE DEPARTMENT OFTRANSPORTACON RONX 200 ACCES S PiN %110 .23 ISIPROV2MFST5 YSR 1M9. nn Tea'CM TecL Cempevy PSR April 24, 2006 Zoorepor.doc

roadway connecting the Major Deegan Expressway (I-87) to the west and Hutchinson River Parkway and I-95 to the east. Pelham Parkway also serves as a critical transportation link across the Bronx serving various facilities such as the Bronx Zoo, Fordham University, Jacobi Medical Center, and Pelham Bay Park.

f. Abutting Highway Segments and plans for Abutting Highway Segments

1- Interchange Improvements at Bronx River Parkway and East 177th Street (PIN X110.18.101)

The Expanded Project Proposal for the Interchange Improvements at Bronx River Parkway and East 177th Street study was completed in August, 2000. Due to the relative close proximity and roadway connectivity of this current study, the recommended interchange improvement at BRP/East 177th Street will greatly benefit mobility and accessibility to all visitors to the Bronx Zoo who originated from the south or the west. The interchange improvement at BRP/East 177th Street will provide direct freeway-to-freeway movements between Arthur Sheridan Expressway and Bronx River Parkway. However, the improvements recommended under PIN X110.18 has not been advanced.

2-Bruckner/Sheridan Expressway Interchange Improvement (PIN X730.39)

Due to the close proximity of the Bruckner/Sheridan Expressway Interchange to the East 177th Street/Bronx River Parkway Interchange, both projects must be coordinated with each other in terms of project development as well as the maintenance and protection of traffic (MPT) scheme and environmental processing. The EPP for the Bruckner/Sheridan Expressway Interchange Improvement study was approved by NYSDOT in October of 1997. This project is currently in the preliminary design phase.

3-Interim and Full Rehabilitation Programs for the CBE (PIN X726.81 & X726.80)

As part of the overall rehabilitation program for the CBE, interim and full rehabilitation (PIN X726.81 and X726.80) fis programmed or the interchanges between the northbound and southbound ASE and the CBE. The existing northbound ASE ramp to the westbound CBE is geometrically non-standard. Interim rehabilitation work was performed in the summer of 1998 at these locations.

4- Bronx River Greenway Project (PIN X027.05)

PSR April 24, 2006 Zoorepor.doc

NYSDOT is currently developing the Bronx River Greenway Project along the Arthur Sheridan Expressway. The proposed Greenway will enhance recreational facilities along the Bronx River by providing a bicycle and pedestrian path through the current project area.

5- Bronx River Parkway Bridge Rehabilitation Project (PIN X110.19.121)

The project includes the replacement of three bridges carrying the Bronx River Parkway over Amtrak/CSX, east Tremont Ave., and East 180th St. /Morris Park Ave. /NYCTA Unionport Yard. These bridges are located between the subject project and the BRP/E. 177th Street project referred to in the EPP. Letting is currently scheduled for March 2007.

6- Pelham Parkway Reconstruction, BRP to Stillwell Ave., NYCDOT

Phase I of this Project is for the portion of Pelham Pkwy East of Boston Road. Phase I is schedule to start construction in Fiscal Year 2008. Phase II, west of Boston Road is scheduled to start construction in Fiscal Year 2010. As the Pelham Pkwy reconstruction project directly interfaces with PIN X110.23, an ongoing coordination effort will be needed.

7- Potential Parking Garage at the Bronx Zoo Bronxdale Gate (pending funding approval)

The wildlife Conservation Society (WCS) in partnership with the NYC Department of Cultural Affairs has proposed an intermodal parking structure at the Boston Road entrance to the zoo. It is roughly estimated that the facility (pending funding approval from FTA) will have 1000 parking spaces.

8- Bronx Arterial Needs Major Investment Study (BANMIS)

The BAN-MIS was completed in March 2004. The study recommended various mobility and operational improvements to the Major Deegan Expressway (MDE) and Cross Bronx Expressway (CBE). The short list of improvements recommended for advancement to the preliminary Design phase includes: - MDE Auxiliary lanes at selected locations. - CBE Connector road for Bus and HOV use

The CBE Connector Roads are currently being considered for inclusion in the CBE structural rehabilitation projects.

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g. Speed and Delay

Based on the field observation and existing data collected through the turning movement counts, the operations at the various signalized and unsignalized intersections can be assessed through the intersection approach delays experienced by the vehicles. The posted speed limit for Bronx River Parkway is 50 mph. However, at the respective ramp entrances and exits, the posted speed limits are reduced to 20-25 mph. For the local street network (i.e., Boston Road, Bronx Park East, and Pelham Parkway), the 30 mph city street speed limit prevails.

For the eastbound approach of Boston Road, the delay queue can be observed extended past the Bronx River Parkway overpass towards the Zoo entrance during the peak PM periods. The delays can be attributed to high volume demand exiting the southbound Bronx River Parkway in conjunction with failure condition experienced along Boston Road. In general, motorists must remain in the queue beyond one signal phase (90 seconds cycle length at Boston Road/Bronx Park East). Such delay experienced along Boston Road created a domino effect to the exiting volumes from the northbound Bronx River Parkway. Queuing along the exit ramp was also observed to extend into the deceleration lane but just short of the northbound Bronx River Parkway mainline. This creates a potentially unsafe condition for vehicles traveling along the mainline exiting at Interchange 6 as well as the previously exited and queued vehicles.

The existing intersection volumes, level-of-service results and delays are presented in Tables C and D.

h. Traffic Volumes

In order to assess the existing (2002) traffic operation and safety conditions in the vicinity of the Bronx River Parkway and access to and from the Bronx Zoo, a data collection program was developed which included the following:

7-day 24-hour Automatic Traffic Recorder (ATR) counts at 24 locations; Manual turning movement counts at strategic locations (signalized and unsignalized intersections) within the project study area; and Manual vehicle classification counts.

The above traffic data were collected to assess the existing operating conditions within the defined project study area limit. Due to its broad proximity, the project study area was further defined into primary and secondary study areas for the data classification and alternative development purposes. The primary study area encompasses the Bronx Zoo entrance and exit at Boston Road to both northbound and southbound Bronx River

PSR April 24, 2006 Zoorepor.doc

Parkway and the intersections of Boston Road/Bronx Park East, Boston Road/Eastbound Pelham Parkway, The secondary study area contains the cloverleaf interchange between Bronx River Parkway and Pelham Parkway.

Traffic data collection effort encompassed both the primary and secondary project study areas. The schematic alternative development, however, is concentrated within the primary study area immediate to the access between the Bronx Zoo and the Bronx River Parkway.

1) 24-Hour 7-Day Automatic Traffic Recorder (ATR) Counts

24-Hour 7-Day Automatic Traffic Recorder (ATR) counts were conducted in 2002 during the period of Monday, 4/29 to Monday, 5/5. Locations of ATR counters (See Figure 9D) were strategically identified to assess the existing traffic flow pattern along the Bronx River Parkway mainline and its surrounding local street network during the data collection period. The Annual Average Daily Traffic (AADT) were determined for each roadway segment indicating vehicular usage along the roadways (See Table A). ADT is the average 24-hour traffic volume at a given location for period of time less than a year. AADT is the average 24-hour traffic volume at a given location over a full 365-day year (i.e., total number of vehicles passing the site in a year divided by 365. The peak hourly volumes for the AM, Mid- day, or PM periods were also determined based on the existing ATR data (See Figures 7, 8, and 9). No level of service analysis was performed for AM peak hour traffic. ATR counts of the existing traffic flow patterns at each location are tabulated in Appendix A of this report. During the Preliminary Design Stage, additional ATR counts will be needed to cover SB BRP exit to Boston Road.

PSR April 24, 2006 Zooreport.doc Table A Existing (2002) Annual Average Daily Traffic (AADT)

ATR Estimated 2002 AADT Location ATR Locations in Vehicles/Day (vpd)* 1 Zoo Exit to SB BRP N.A.

2 SB BRP Entrance Ramp 3,937 (SB) SB BRP Exit Ramp 5,251 (NB) 3 NB BRP Mainline (North of Exit 6) 52,939 (NB) 4 NB BRP Exit Ramp 4,863 (NB) 5 NB BRP Entrance Ramp 284 (NB) 6 Bronx Park East 12,961 (NB) 7 (South of Boston Road) 13,022 (SB) 8 Boston Road (Between Bronx Park East 13,533 (NB) and EB Pelham Parkway) 7,879 (SB) 9 NB Boston Road 16,813 (NB) (Between EB and WB Pelham Parkway) 5,515 (SB) 10 WB Pelham Parkway (West of Boston 27,349 (WB) 11 EB Pelham Parkway (West of Boston 24,629 (EB)

12 Rd)NB BRP Exit to EB Pelham Parkway 4,990 (EB)

13 NB BRP Entrance from 10,179 (NB) WB Pelham Parkway 14 NB BRP Exit to WB Pelham Parkway 8,844 (WB) 15 NB BRP Entrance from 7,056 (NB) EB Pelham Parkway 16 NB BRP at Pelham Parkway 48,325 (NB) 17 SB BRP at Pelham Parkway 50,953 (SB) 18 SB BRP Exit to WB Pelham Parkway 6,587 (WB) 19 SB BRP Entrance from 6,965 (SB) WB Pelham Parkway 20 SB BRP Exit to EB Pelham Parkway 6,754 (EB)

21 EB Pelham Parkway 24,044 (EB)

22 SB BRP Entrance from EB Pelham 9,360 (SB) * AADT Data BasedPk on 2002 7-Day 24 Hours ATR Data from locations on Figure 9D.

- - 16 PSR April 24, 2006 Zooreport.doc

2) Manual Turning Movement Counts

Manual Turning Movement Counts were conducted for one mid-week day (Wednesday, 5/1/02) and one weekend day (Sunday, 5/5/02). The purpose of the manual turning movement counts was to assess the existing travel pattern along the local street network. Two 3-hour turning movement counts were conducted during the mid-day peak zoo arrival and PM peak zoo departure periods. Wednesday represents the peak mid-week zoo visit day, based on gate data provided from the Bronx Zoo. Admission to the zoo is free on Wednesdays.

Since the primary objective of this study is to improve access to/from the Bronx Zoo, the data collection periods were determined to reflect the peak arrival (Mid-day) and departure (PM) periods of the zoo. Based on historic gate entrance and departure periods from the prior study (Bronx Zoo Traffic Access and Improvement Study dated December, 1982), the data collection periods were determined to be from 10:30am-1:30pm and from 3:00-6:00pm. The manual turning movement counts were conducted at the following signalized and unsignalized intersections:

a- Signalized Intersection Turning Movement Locations

Eastbound Pelham Parkway/Boston Road Boston Road/Bronx Park East

b- Unsignalized Intersection Turning Movement Locations

• Northbound Bronx River Parkway Exit to/Entrance from Boston Road • Service Road to and from Southbound Bronx River Parkway/Boston Road

There are two unsignalized T-intersections within this segment of Boston Road. At the intersection of Boston Road/Northbound Bronx River Parkway Exit and Entrance, there exists a STOP sign controlling the northbound approach of this intersection. Vehicles coming off the northbound Bronx River Parkway must turn either left (west) to the Bronx Zoo or right (east) to Bronx Park East, Pelham Parkway or continue on Boston Road (See Figure 5).

The unsignalized T-intersection of Boston Road/Bronx Zoo Gate serves not only the Zoo entering vehicles, but it also serves vehicles that are originated or en route to the southbound Bronx River Parkway (See Figure 6). The northbound approach of this unsignalzed T-intersection is also controlled by STOP sign. Vehicles entering 17

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the Zoo generally stop at this intersection and turn left to access the next available toll plaza at the Zoo entrance gate. Pedestrian crossing at this intersection is sparse, except for the unimpeded pedestrian sidewalk along the north side of Boston Road. Furthermore, the ingress and egress vehicle movements for the Bronxdale Gate were monitored to assess the immediate origin and destination (i.e., Bronx River Parkway or local street network) during the peak arrival and departure periods of the Zoo.

Results of the turning movement counts are tabulated in Appendix A of this report.

003) Vehicle Classification Counts

Vehicle classification counts were conducted at the two signalized intersections (Eastbound Pelham Parkway/Boston Road and Boston Road/Bronx Park East). Classification counts were conducted at the same time as the turning movement counts during the weekday and weekend data collection periods, as determined at the January 15, 2002 project meeting. Only three types of vehicles (passenger cars, trucks, and buses) were classified as part of this vehicle classification study. Results of the vehicle classification counts are tabulated in Appendix A of this report.

i. Level of Service

The capacity analyses performed for this report were based on procedures described in the 2000 Highway Capacity Manual (HCM) by Transportation Research Board, Special Report 209. The analyses of traffic operations on Boston Road, Bronx Park East, Pelham Parkway, and Bronx River Parkway addressed the four main components of the roadways:

Basic Freeway Segments - mainline segments that are unaffected by merging or diverging vehicles at ramps or by weaving movements;

Weaving Areas - roadway sections where merge areas are closely followed by diverge areas, if the two ramps are connected by one or more continuous auxiliary lanes; and

Signalized Intersections - roadway junctions where conflicting traffic movements are controlled by traffic signals.

Unsignalized Intersections - roadway junctions where conflicting traffic movements are controlled by traffic signs. 18

PSR April 24, 2006 Zooreport.doc

For the existing (2002) condition, selected signalized and unsignalized intersection, freeway and weaving analyses immediate to the Bronx River Parkway and its surrounding roadway network were performed using Highway Capacity Analysis Version 4.1b. The ATR, turning movement, and vehicle classification data collected provided the basis for determining the level of service and capacity conditions for the various freeway segments, signalized and unsignalized intersections within the project study area. Since this study is being conducted primarily for the purpose of analyzing the accessibility and mobility of the Bronx Zoo visitors, the capacity analyses are performed for the peak arrival and departure periods of the zoo, as discussed at the April 4, 2002 project meeting. It is important to note that the peak arrival and departure periods for the zoo may not necessarily fall within the peak periods for the surrounding roadway network. Based on the entrance gate data provided by the Zoo, the peak periods selected for the analyses are 12:00-1:00pm and 5:00-6:00pm, for both the weekday and weekend analyses. The 7-day 24-hour ATR data were collected continuously during the week of 4/29-5/5-2002. The manual turning movement and vehicle classification counts were conducted simultaneously for two 3-hour periods (10:30am-1:30pm and 3:00pm- 6:00pm) on Wednesday, May 1, 2002 and Sunday, May 5, 2002.

PSR April 24, 2006 Zooreport.doc Table B Wildlife Conservation Society/Bronx Zoo Bronxdale Gate Arrival Rate (April 29 to May 5, 2002)

Time Periods Monday Tuesday Wednesday1 Thursday2 Friday Saturday Sunday (4/29) (4/30) (5/1) (5/2) (5/3) (5/4) (5/5)

9-10am N/A N/A 13 N/A N/A 32 41 10-11am 46 32 42 4 41 157 187

11am-12pm 36 29 60 3 45 235 229

12-1pm 26 25 65* 2 43 209 277*

1-2pm 27 27 64 1 18 185 275

2-3pm 10 6 35 4 15 197 100

3-4pm 4 1 16 2 8 81 59

4-5pm 0 0 3 0 0 22 16

5-6pm 0 0 0 0 0 0 0

Total 149 120 298 16 170 1118 1184 Note: 1Free Admission Day 2Poor Weather All gate admission data provided by WCS/Bronx Zoo (May, 2002) *Peak arrival periods for the weekday and weekend

- - 20 PSR April 24, 2006 Zooreport.doc

Figures 8 and 9 present the results of the weekday and weekend level of service analyses, respectively. The existing LOS results were used as the baseline data for comparison to the LOS results for the future build conditions.

1-Basic Freeway Segments

The 2000 Highway Capacity Manual defines the levels of service for basic freeway segments in terms of density (passenger cars per mile per lane). Density is a measure of the driver=s freedom to maneuver and the proximity to other vehicles. In addition to volumes, various adjustment factors, such as lane width, lateral clearance, heavy vehicle percentage, and driver population are considered in determining the level of service for particular freeway segments under ideal conditions. Ideal conditions assume the following:

3.6 m (12 ft) wide lanes and 1.8 m (6 ft) of lateral clearance on travel lanes; All passenger cars - no trucks or buses in the traffic stream; and Weekday commuters or other regular users who are familiar with the freeway.

Results of the existing conditions (2002) freeway analyses performed along the Bronx River Parkway are presented in Figures 8 and 9. The segment of the Bronx River Parkway just south of Pelham Parkway performs below capacity (LOS B and C) levels for both northbound and southbound directions during the Mid-day (12-1 pm) peak analysis period. Likewise during the PM (5-6pm) peak period, this segment of Bronx River Parkway was performing near capacity (LOS D) level.

Heavy vehicles (i.e., trucks and buses) have a significant impact on the operation and traffic flow of the roadways. Heavy vehicles do not have the capability to accelerate and to maintain the operating speed at which passenger cars are traveling. In addition, heavy vehicles occupy more roadway space than passenger cars. Boston Road (US-1) is a designated truck and bus route. Based on the vehicle classification counts conducted at the two signalized intersections along Boston Road, approximately 6% and 2% of the vehicles traveling along Boston Road are classified as heavy vehicles (trucks and buses) during the Mid-day and PM peak periods respectively. The percentage of heavy vehicles on the roadway affects the mobility and operation of the roadway, especially during the peak travel periods.

- - 21 PSR – April 24, 2006 Zooreport.doc

2-Weaving Areas

Levels of service for the weaving areas are defined in terms of the weaving and non- weaving vehicle speeds. Unlike basic freeway sections in which speed is relatively constant over a wide range of flow rates, speed in a weaving analysis area is sensitive to flow rates due to the additional turbulence caused by the lane changing maneuvers of the weaving vehicles. In general, the speed of weaving vehicles is expected to be somewhat lower than that of non-weaving vehicles even when balanced or unconstrained operation occurs. Weaving analyses were performed using traffic data collected for this study.

The Highway Capacity Manual defines weaving as, A the crossing of two or more traffic streams traveling in the same general direction along a significant length of highway, without the aid of traffic control devices. Weaving areas are formed when a merge area is closely followed by a diverge area, or when an on-ramp is closely followed by an off-ramp and the two are joined by an auxiliary lane. @

Within the primary study area, the weaving segment between the northbound Bronx River Parkway entrance from Boston Road and exit to eastbound Pelham Parkway is identified as non-standard (approximately 450 ft). Weaving analyses were performed for the existing non-standard weaving conditions along the northbound Bronx River Parkway. Results of the weaving analyses indicate that despite the non-standard weaving distance, this weaving segment operates at LOS C or better for both Mid-day and PM peak periods on weekdays and weekends primarily due to low weaving volume from the entrance ramp from Boston Road. A detailed description of each level of service and the calculations for the weaving analysis are included in Appendix A.

3-Signalized Intersections

Vehicle turning movement counts and intersection physical inventories were conducted at critical intersections within the project study area. Vehicle turning movement data, along with traffic signal timing data obtained from the field were used as input to the signalized intersection analyses to determine the average stopping delay per vehicle and the corresponding levels of service at the selected intersections. The average queue lengths for the various lane approaches were calculated using a spreadsheet analysis based on the Institute of Traffic Engineers (ITE) =s Transportation and Traffic Engineering Handbook. The level of service for signalized intersections is defined in terms of delay, specifically the average stopping delay per vehicle. The average stopping delay is defined as the duration of

PSR – April 24, 2006 Zooreport.doc

the interval when a vehicle comes to a complete stop at the queue until it resumes motion. Intersection diagrams for the two signalized intersections along Boston Road at Eastbound Pelham Parkway and Bronx Park East Avenue are included as Figures 3 and 4. Results of the Mid-day and PM peak hours signalized intersection analyses, including the volume to capacity (v/c) ratio, delay, and level of service for each approach and lane group are presented in Tables C and D. A detailed description of each level of service and the calculations for the queuing analysis are included in Appendix A.

4-Unsignalized Intersections

Intersection diagrams for the two unsignalized T-intersections on Boston Road (at Northbound BRP Exit/Entrance and at Zoo Entrance) within the primary study area are included as Figures 5 and 6. Both of these unsignalized intersections are located immediate to the existing Zoo entrance. All Zoo entering vehicles must pass through these unsignalized intersections along Boston Road. Both of these unsignalized intersections are controlled by STOP signs at the minor road approach. Vehicle turning movement counts and intersection physical inventories were conducted at these unsignalized intersections. The average delays for the minor approaches were determined based on the unsignalized intersection analyses. The level of service for unsignalized intersections is defined in terms of control delay per vehicle for the minor approaches. Results of the LOS analyses for the two unsignalized intersections along Boston Road are presented in Figures 8 and 9. Results of the Mid-day, and PM peak hours unsignalized intersection analyses, including the volume to capacity (v/c) ratio, delay, and level of service for each approach and lane group are presented in Tables C and D. A detailed description of the level of service analyses is included in Appendix A.

j. Non-Standard Features

Various design elements are identified as either critical or non-critical as per NYSDOT=s Highway Design Manual (HDM). Critical and non-critical design elements found not to be in conformance with the criteria established by the HDM and AASHTO are categorized as Anon-standard@ and Adeficient@, respectively, in this report. Detailed topographic data was not available for evaluation of vertical geometric design elements, and as such no discussion of vertical design elements is included.

The geometric design elements analyzed are those which are identified in the HDM to be the critical design elements for Urban Arterials (Pelham Parkway and Boston Road) and Principal Urban Arterials (Bronx River Parkway). The minimum design criteria for each element from the HDM, Section 2.7.2.2, and the 1994 edition of A

Table C LOS Results " Existing and Future (No-Build) Weekday Conditions

Intersection Existing 2002 Conditions » MD Existing 2002 Conditions -.PM Future TC+2p No Build Conditions " MD `utur e TC+20 No Build Condtoons - FM Approaches Approach VfC Stopped LOS Approach VIC Stopped LOS Approach V/C Stopped LOS Approach V/C Stopped Q Volume Ratio Asia Volute . Ratio bola Volume Ratio Delay Volume Redo bola r aet u EB Left Its 0,32 2015 C 284 0.49 23 .5 C 221 0,39 21 .5 C 340 0.59 25 .9 C EB Thnalllight 960 0A1 23 .7 C 1126 0.70 23 .4 C 1149 0.73 26.3 C 1347 0.84 29 .9 C NO 7?uu/Right 734 0,58 17 .5 B 1132 0.85 16.0 C 878 0.69 "20.0 8 1354 1,01 80.1 F SB Left 70 0,37 18 .6 B 46 0,54 37.6 p 84 0.58 30,8 C 55 0.74 81 .1 F SB '1hru 159 0.20 12 .8 8 261 0.19 12 .7 B 310 a.23 13.1 H 312 0.23 13 0 Overall 19 .9 H 24 .5 C 22.4 C 48 .7 p ~iru~tctti'R Y... E0 Lemight 414 0.10 26 .4 C 727 1.20 401.4 F 495 0,84 35.4 i 869 1.43 814.7 . F N8 LelU7hrn 710 0,82 29 .9 C 911 1.06 157.5 F 849 1.03 120,4 F 1090 1.36 676.3 F S8 T1a~Right 413 0,3E 17 .3 B 527 0.44 18 .4 B 494 0.43 18.3 B 630 0.53 19,7 B Oveaxil 25 .6 C 205.6 F 70.1 E $62.9 F

1+[B Lef4Right 284 0.911 1 12.7 8 346 0.62 21 .5 C' 340 0.49 14.9. . 13 414 0.84 47 .4 E Overall 12.7 B 14.9 H 47A E .I I ,A ~8 LctV11 241 0.a9 7.4 A ~ a.11 7.5 A 24{1 0.11 7.5 A 239 0.15 7.6 A NO Lcf01ei81tt 2~ 0x7 10.0 ~ 5a3 a,53 12.1 a 318 a.33 la.br a E99 4,64 14 .1 Overall 10 A 12,1 B 10.6 B 14,1 B ..~,~ - EBLeraRiglet WA Overall .1 ...... M ...... ------....__® .._ .

Note- MD- Zoo Midday Peak Hour (12;00pm-1 c00pm) PM-Zoo PM Peak Hour (s ;00$ ;tltlpln)

"LOS result Is rneanin0ltare due to falluro condition at the downstrasrn ltrteraectlon of Boston RoaWBromc Park bast, Table U LOS Results - Existing and Future (No-Build) Weekend Condi s

Intersection xistin 21)02 Conditions - MD Existing 002 Conditions- PM Future C+2U too Build Conditions -MD Future TC+2p No Build Condittous - PM Approaches Approach V/C Stopped ~ Approach. RatioVIC Stopped Loa Approach VIC Stopped LOS Approach ViC Slapped BUS Volume Ratio Delay Volume Dela Volume Ratio Delay Volume Ratio Dela

ED Left 308 0.53 24.4 C 403 0.69 29.2 C 368 0,64 27.3 C 482 0.83 37 .8 D ES Th"ight 1118 0.68 25,0 C 1535 0.93 39.0 D 1338 0,82 29.1 C 1837 1.12 247.3 F NB TIaultht 578 0.43 15 .2 B 721 0.54 16.8 8 692 0.51 16.4 8 863 0.64 18,7 8 So Lcf 56 0.21 14.3 B 43 0.11 14 .7 8 67 0.31 16.7 B 51 0,33 18,5 13 SB Thru 229 0.16 12.5 B 261 0.19 12.7 B 274 0.20 12.8 B 312 0.23 13 B E7vcrA11 21 .0 C 29 .6 C 23 .7 C 139.3 F a

E8 LCivRight -_ f 416 0.69 26.1 C 520 0.85 36 .4 D 498 0.83 34.7 C 622 1.01 108.9 F N8 Lcftffhru 724 0.91 41 .5 D 770 0,89 36 .6 D 867 1 .16 335.3 F 921 1.13 167,3 F So ThMdRight 530 4.45 18.5 B 445 0.37 17.4 0 634 0.54 19.9 B 532 0.44 18 .4 B f3vct 11 30.4 C 31 .6 C 160.5 F 156,0 8 tM , No L.eMtight 459 0.71 _.. . . 13,4 .. . C 244 0.42 15.4 C 549 0.93 68 .3 F 298 0.37 24.8 C ClvMI1 23.4 C 15 .4 C 6s.3 F 20.8 C ... WB Lefvlhu 472 0.12 7.5 A 225 0.14 7.6 A 564 0.15 -.-7.6' A 269 0.16 7.6 A NB LCfVRight 387 0,67 23 .3 C $35 0.49 11 .5 a 463 0,93 74.8 F 640 0.59 13.0 B B [3"rd*11 ~ 23,2 C 11,5 B 74.8 F 13.0

47 E E:8 WVRight NIA 661 0.74 20.2 C NIA 191 0.92 .2 C 47.2 1"C1YCfi11 j 28.2

Note : UDw Zoo Midday Paak "out" {12:00{11-1 .00pm) PM*Z*o Pat Poak Flour (5.00"B:00m) PSR – April 24, 2006 Zooreport.doc

Policy on Geometric Design of Highway and Streets by AASHTO are included in Table G for mainline elements and Table H for ramp elements. These tables are included in Section 3.A.1 and 3.A.2, respectively.

The following horizontal geometric mainline design elements have been evaluated and found to be Anon-standard@:

Design Element (Mainline) a- Lane Width (critical) b- Weaving Distance (critical)

1) Mainline Features

a- Lane Width

The lane widths are 3.3 m (11 ft) for the BRP and vary from 3.0 m (10 ft) to 3.6 m (12 ft) along Pelham Parkway, Boston Road, and Bronx Park East.

The above conditions meet the minimum criteria set forth by AASHTO on p. 335 of 3.3 m (11 ft) wide lanes for arterial roadways in urban areas with right-of- way and existing adjacent development constraints, but do not fully meet the HDM requirements of Section 2.7.2.2.B of 3.6 m (12 ft) wide lanes.

b- Minimum Weaving Distance

According to the HDM, the minimum weaving lane distance for principal urban arterials shall be 550 m (1,805 ft). The existing weaving distance on the northbound Bronx River Parkway between entrance and exit ramps at Interchange 6 is 119 m (390 ft.) and at Interchange 7 is 176 m (579 ft.) and is therefore considered non-standard.

2) Ramp Features

The following horizontal geometric ramp design elements have been evaluated and found to be Anon-standard@:

Design Element (Ramp) a- Consecutive Ramp Spacing (critical) b- Acceleration Lanes (critical) c- Deceleration Lanes (critical)

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a- Consecutive Ramp Spacing

Based on Table X-72 (p. 943) of AASHTO, the minimum spacing required between successive entrance ramps is 300 m (984 ft) for full freeway segments. The length of the highway segments between the northbound Bronx River Parkway entrance ramps from Boston Road and the exit to eastbound Pelham Parkway is less than the minimum required ramp spacing and is subject to complex weaving movements. Also, deficient spacing between those ramps constrains the ability of the system to accommodate the traffic flow and results in greater likelihood of accidents.

Ramp spacing on the northbound Bronx River Parkway at Interchange 6 was evaluated, and found to be non-standard. Improvements will be further investigated.

b- Acceleration Lanes

Acceleration lane length varies depending upon ramp design speed and other controlling factors such as acceleration from a stop condition, a merge with a service road, and grade. The acceleration lane length is determined based on the highway design speed and the initial curve design speed. The values may be obtained by interpolation using Table X-4 (p. 945) of AASHTO. The required length of an acceleration lane from a 50 km/h ramp design speed to an 80 km/h (50 mph) highway design speed is 100 m (328 ft). The required entrance taper is 90 m (295 ft).

Two entrance ramps at interchange 6 and 7 do not provide the minimum acceleration length along the Bronx River Parkway. Both ramps follow an exit ramp with an auxiliary lane between them. Therefore, the operation of these ramps are discussed in the Minimum Weaving Distance Section.

As per p. 944 of AASHTO, a 90 m (295 ft) taper should be provided in addition to the required acceleration lane length for highway design speeds up to 113 km/h (70 mph).

c- Deceleration Lanes

Deceleration lane length depends upon ramp design speed and other controlling factors such as deceleration to a stop condition, a merge with a service road, and grade. The deceleration lane length is determined based on the highway design speed and the exit curve design speed. The values may be obtained by

PSR – April 24, 2006 Zooreport.doc

interpolation using Table X-6 (p. 949) of AASHTO.

According to AASHTO, the recommended deceleration length is 130 m (427 ft) for deceleration from an 80 km/h (50 mph) highway design speed to a stop condition on level roadway. Likewise, the recommended lane length is 90 m (295 ft) for deceleration from an 80 km/h (50 mph) highway design speed to 50 km/h (31 mph) on a level roadway.

For the deceleration lane length from an 80 km/h (50 mph) highway design speed to a 50 km/h (31 mph) ramp design speed on a level roadway, the recommended deceleration length is 90 m (295 ft) and the recommended taper length is 75 m (246 ft.).

The existing NB BRP Exit ramp at Interchange 6 has a deceleration lane length of 91 m (300 ft.) and 40 m (128 ft.) taper. The taper length is 35 meters shorter then the required length and is considered to be non-conforming.

As per p. 952 of AASHTO, a 1:15 to 1:25 taper length ratio (lateral to longitudinal) should be provided in addition to the required deceleration lane length. A shorter taper length is considered more desirable in terms of providing a better a target@ to the approaching driver; consequently, the standard taper length used in this analysis is 55 m (164 ft).

k. Safety Considerations, Accident History and Analysis

As part of the accident analysis for this study, the latest available two-year period of accident data were collected and analyzed. Copies of the Police Accident Reports (MV-104AN) were obtained from NYSDOT and NYPD 49th Precinct for accidents occurred along Bronx River Parkway and adjacent local streets in the vicinity of the primary and secondary study area. The accident rates for the various locations within the project study area were calculated and compared with the respective Statewide Accident Averages. Highway Safety Analysis Version 2.1 was used to perform the accident analyses, including compilation of accident database entries, computation of the accident rates, accident summary table, and collision diagrams. This information is included in Appendix A. Safety Benefit Evaluation forms (TE 164) were not prepared for this PSR due to time and resources limitations. (Safety benefits will be calculated in the Design Report as part of the evaluation of alternatives.)

Based on field observation, curbside parking is permitted along Boston Road (between Bronx Park East and Pelham Parkway) and along Bronx Park East. 26

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Traffic flow is impeded when a vehicle is illegally double-parked along Boston Road, especially near the Zoo entrance gate. Double parked vehicles along Bronx Park East also reduce the capacity and increase the risk of accidents of the local streets.

Based on the available accident data retrieved from NYSDOT and the NYPD 49th Precinct, spot intersection accident rates were developed for the various critical signalized intersections within the project study area. The accident rate is calculated based on the following:

Intersection Accident Rate = Number of Accidents/Year x 1,000,000 365 days/yr X Total AADT (entering vehicles/day)

NYSDOT collects, summarizes, and interprets information on the volume of traffic traveling the State=s highway system. The AADT (Annual Average of Daily Traffic) entry represents the number of vehicles traveling over a designated section of highway. The Total AADT is the combined AADT from all directions entering a given intersection. The unit for the intersection accident rate is expressed in Accidents/Million Entering Vehicles. Both signalized intersections at Boston Road/Eastbound Pelham Parkway and Bronx Park East, are considered high accident locations due to the movement conflicts among traveling vehicles and local pedestrians. As noted above, both of these signalized intersections within the project study area experience significantly higher (2.5 and 5.6 times) accident rates than the respective statewide accident rates. Both of these locations are considered critical nodes within the local traffic network with high vehicular and pedestrian traffic demands.

Based on the available accident data retrieved from NYSDOT and the NYPD 49th Precinct, accident rates were developed for the segments of roadway between Reference Marker 11021 and 11026. The accident rate is calculated based on the following:

Mainline Accident Rate = Number of Accidents/Year x 1,000,000 Section Length (Miles) X 365 days/yr X Total AADT (entering vehicles/day)

The unit for the mainline accident rate is: Accidents/Million Vehicle Miles. The Total AADT is the combined AADT from all directions entering a given segment of roadway.

The Statewide Averages by facility types and Spot Averages per NYSDOT Engineering Bulletin 97-018 and the Mean Rate Book are presented for the various 27

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roadway links and intersections. The accident rates for most of the links and intersections are above the corresponding Statewide Averages. The high accident locations noted in this study can be attributed to the excessive traffic volume demands, especially during peak periods and also the number of potential conflict points within the various interchanges and intersections of the local street system. The weaving area on the northbound Bronx River Parkway also contributed to the high accident rates on the links. Accidents can be attributed to a number of factors, including non-standard geometries, high traveling speed, and conflicting weaving movements.

PSR April 24, 2006 Zooreport.doc Table E Existing Accident Rates Analyses-Local Street

Intersections Data Average Estimated Accident Mean Rate Actual Accident Period Number Total AADT2 Rates Statewide Rates vs. Statewide of (Entering (Acc per Accident Average 3 4 Accident Average Accidents vehicles/day) MEV ) in MEV (a)/(b) per year1 (a) (b)

Eastbound Pelham 1/99- 24 48,667 1.35 0.54 2.5 Parkway/Boston Road 12/01* Bronx Park East/Boston 1/98-12/99 19 23,341 2.23 0.4 5.6 Road Note: Accident data received from NYSDOT and NYPD 49th Precinct (1/96-12/98) * Excluding data from 2000 (No data were received for the year 2000) 1Average number of accidents per year rates is based on latest available 2-year accident data 2 AADT is derived based on the ATR data collected from NYSDOT (5/2002) 3MEV= Millions of Entering Vehicle 4NYSDOT Average Accident Rates for State Highways by Facility Type from NYSDOT Safety Information Management System- 2000

- - 29 PSR April 24, 2006 Zooreport.doc Table F Existing Accident Rates Analyses-Bronx River Parkway

Highway Segment Data Period No. of Accidents Estimated Accident Mean Rate Actual Accident Rates Reference Marker per year1 Total AADT2 Rates Statewide vs. Statewide Accident (RM) (Entering (per MVM3) Accident Average 4 Average vehicles/day) (a) in ACC/MVM (a)/(b) Two-Way (b)

RM 907H 11021 9/97-8/99 (NB) (26+10)/2 = 18 108,212 4.56 2.26 2.02 RM 907H 11022 1/98-12/99 (SB) (23+27)/2 = 25 113,747 6.02 2.26 2.66 RM 907H 11023 (3+4)/2 = 3.5 99,489 0.96 2.26 0.43 RM 907H 11024 (21+35)/2 = 28 113,299 6.77 2.26 3.00 RM 907H 11025 (2+19)/2 = 11 97,490 3.09 2.26 1.37 RM 907H 11026 (9+2 )/2 = 5.5 114,256 1.32 2.26 0.58 Note: Accident data received from NYSDOT and NYPD 49th Precinct (1/96-12/98) 1Accident per year rates are based on latest available 2-year accident data 2 AADT is derived based on the ATR data collected from NYSDOT (5/2002) 3MVM= Million Vehicle Miles 4NYSDOT Average Accident Rates for State Highways by Facility Type from NYSDOT Safety Information Management System-2000

- - 30 PSR April 24, 2006 Zooreport.doc

The following roadway links exhibit the highest accident rates:

1) Signalized Intersection at Boston Road and Eastbound Pelham Parkway (1.35 Acc/MEV; 2.5x above Statewide Average)

At the signalized intersection at Boston Road and Eastbound Pelham Parkway, there were 24 accidents average per year reported at this intersection, for the latest available two-year accident data period. Based on field observations, heavy movement conflict between the traffic from the eastbound Pelham Parkway and the northbound Bronx River Parkway exit may have been the primary factor at the terminal junction between the northbound Bronx River Parkway ramp and the eastbound Pelham Parkway. This condition was worsened by the pedestrian crossing at Boston Road. This location=s accident rate is approximately 2.5 times higher than the statewide average for a similar roadway facility. Approximately 35% of the accidents are categorized as Rear End, 19% Left Turn, 10% Right Turn, 10% Overtaking.

2) Signalized Intersection at Boston Road and Bronx Park East (2.23 Acc/MEV; 5.58x above Statewide Average)

At the signalized intersection at Boston Road and Bronx Park East, there were 19 accidents average per year reported at this intersection, for the latest available two-year accident data period. Based on field observations, horizontal sight distance and drivers inattention causing rear-end collision may have been the primary contributing factors for the accidents which occurred at this signalized intersection. This condition was worsened by the pedestrian movement across Boston Road in three directions. The pedestrian crossing movement occurred simultaneously as the eastbound signal phase, causing turning vehicles from eastbound Boston Road to yield the right-of-way to the crossing pedestrians. The sudden stoppage by motorists may also contributed to the high percentage of rear-end and left- turn accidents. This location=s accident rate is approximately 5.6 times the statewide average for a similar roadway facility. Approximately 19% of the accidents are categorized as Rear End, 19% Left Turn, 11% Right Turn, 11% Overtaking. Parked vehicles were involved with 24% of accidents occurred at this signalized intersection. Approximately 31% of accident occurred in the southbound direction and 23% in the northbound direction of Boston Road/Bronx Park East.

- - 31 PSR April 24, 2006 Zooreport.doc

3) Northbound and Southbound Bronx River Parkway (RM 11021 to RM 11026)

Table F presented the number of accidents occurred at the specific reference markers along Bronx River Parkway in both northbound and southbound directions. Reference markers 11022 and 11024 experienced the highest number of accidents for the latest available two-year accident data. As expected, both of these high accident locations are directly correlated with the corresponding the Pelham Parkway exits and entrances. For the northbound Bronx River Parkway, approximately 50% of accidents were reported as Rear End and 20% Fixed Object at these two high accident locations. Similarly for the southbound Bronx River Parkway, approximately 50% of accidents were reported as Rear End, 23% as Overtaking and 17% as Fixed Object at these two high accident locations.

Currently the only existing exit from the Bronxdale Gate Parking Lot is at the southeast corner of the lot and discharges directly onto the southbound Bronx River Parkway exit ramp and entrance ramp of Interchange 6. The existing configuration of the zoo fence on the property line blocks the sight line from the drivers of exiting vehicles to vehicles approaching from the north on the southbound Bronx River Parkway entrance ramp. As a result, exiting vehicles headed to the southbound Bronx River Parkway slowly creep out into the entrance ramp lane until the exiting vehicle driver is satisfied with the line of sight achieved before accelerating onto the entrance ramp. Likewise, exiting vehicles headed to northbound Bronx River Parkway or the local street network must also creep out to achieve satisfactory line of sight to vehicles approaching from the north on the southbound Bronx River Parkway entrance ramp before accelerating across the entrance ramp and directly into the southbound Bronx River Parkway exit ramp. Achieving the sight line for either of these two moves requires that the front end of the vehicle that is exiting the zoo be in the traveled way of the entrance ramp.

Further, vehicles approaching the location of the zoo exit on either the southbound Bronx River Parkway exit or entrance ramp are not expecting vehicles to be entering or crossing the ramps. Many near-misses were observed in the field as a result of both of these conditions. Collision diagrams, accident summary sheets, and accident history for the northbound and southbound Bronx River Parkway are included in Appendix A.

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l. Pavement & Shoulder Conditions

Evaluation of pavement and shoulder conditions was not performed in this study. A complete pavement evaluation will be performed as part of preliminary design (Phases I-IV).

m. Guide Railing, Median Barriers, Impact Attenuators

Evaluation of guide railing, median barriers, impact Attenuators was not performed in this study. A complete evaluation will be performed as part of preliminary design (Phases I-IV).

n. Traffic Control Devices

Although a full signage inventory and evaluation was not performed, signing within the project study area appears to be adequate and in good condition. However, based on the field observation, signage for pedestrian visitors to the zoo could be improved along the pedestrian route from the nearest subway station (No. 5 train at Pelham Parkway) to the zoo entrance along Boston Road. Many visitors to the zoo asked project staff collecting traffic data at the site for directions to the zoo. Adequate signage to the Bronx Zoo should be provided for pedestrians. Overhead directional signage exists in advance of the entrance and exit ramps of the Bronx River Parkway and Pelham Parkway.

There are two signalized intersections along Boston Road (at eastbound Pelham Parkway and Bronx Park East) within the project study area. There are also two unsignalized T-intersections along Boston Road, at the northbound Bronx River Parkway Entrance/Exit and at the Bronx Zoo entrance. Detailed descriptions and diagrams, including traffic control devices at these intersections are provided in Section II.C.1.e of this report.

At the intersection of Boston Road/Eastbound Pelham Parkway, two eastbound approaches (one from eastbound Pelham Parkway and one from northbound Bronx River Parkway Exit 7E) merge together at the west side of the intersection. Under the existing condition, both eastbound approaches operate on the same signal phases thus creating movement conflicts between right turning vehicles en route to southbound Boston Road and thru vehicles en route to eastbound Pelham Parkway.

No storage lanes for turning vehicles exist on the roadways within the project limit.

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vehicle entrance gate plaza, especially during the peak periods. BxM-11 bus line is operated by private bus operator (Liberty Line Express, Inc.) and provides direct services to and from mid-town Manhattan. The bus operates on Bronx River Parkway via special permit authorized by NYCDOT and NYSDOT.

u. Landscaping

The areas adjacent to Bronx River Parkway, Boston Road, and Pelham Parkway are turfed with grass and trees. The City maintains jurisdiction along the right-of-way of Boston Road, Pelham Parkway, Bronx Park East and the Bronx River Parkway.

v. Provisions for Pedestrians and Bicyclists

The signalized intersection at Boston Road/Bronx Park East not only serves the local residents but it also serves pedestrians accessing the Bronx Zoo via the subway on White Plain Road. Based on field observation, most pedestrians utilize the eastern sidewalk of Boston Road and cross at the intersection of Boston Road and Bronx Park East. Pedestrian traffic across Pelham Parkway and Boston Road is generally light. Pedestrian crossing on the west side of the Boston Road/Pelham Parkway intersection is prohibited due to the vehicular movement conflicts described earlier between the eastbound through traffic on Pelham Parkway and right-turning traffic onto Boston Road.

The existing pedestrian facilities within the project study area include sidewalks of varying widths (approximately 10-12 ft) along both sides of Boston Road, north of Bronx Park East. West of Bronx Park East, the concrete walkway (approximately 15-20 ft wide) runs only on the north side of Boston Road between Bronx Park East and the zoo entrance. This segment of walkway along Boston Road serves as the main pedestrian access to the zoo, especially those who access the zoo via public transportation (buses or subway). All pedestrian Zoo visitors must travel along the north side of Boston Road in order to access the Zoo entrance gate. Inadequate signage is an issue as problems as pedestrians are currently not guided by signs directing them to the Zoo from the nearest subway station at Pelham Parkway/White Plain Road. At the intersection of Boston Road/Eastbound Pelham Parkway, a pedestrian crosswalk facilitating the crossing of Pelham Parkway exists on the east side of the signalized intersection.

There exists a designated bicycle route through the park area just west of Boston Road and Bronx Parkway East. Alternatives developed in this PSR will include consideration of the existing and future improved bicycle route within the project study area.

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o. Structures

The only structure within the project study area is the Bronx River Parkway overpass over Boston Road. This stone arch structure carries the six-lane of traffic for both northbound and southbound Bronx River Parkway. The arch structure also spans the pedestrian sidewalk along the north side of Boston Road.

Evaluation of the existing structure was not performed in this PSR.

p. Hydraulics of Bridges and Culverts

There are no hydraulic bridges or culverts in this project area.

q. Drainage Systems

Evaluation of drainage systems was not performed in this PSR

r. Soil and Foundation Conditions

Evaluation of soil and foundation conditions was not performed in this study. A complete pavement evaluation will be performed as part of preliminary design (Phases I-IV).

s. Utilities

Evaluation of utilities was not performed in this PSR.

t. Railroads and Buses

The Pelham Parkway station of the No. 5 subway, which runs along White Plains Road, is the nearest subway stop to the Zoo.

There are a number of local bus routes which serve the local residents in the area (See Bus Map). The Bx22 runs along Boston Road and Bronx Park East. It provides services between Fordham University and Castle Hill Road. Bus stops are situated along Boston Road and Bronx Park East. Bx22 provides bus services between Fordham University and Castle Hill Avenue in the South Bronx. Special accordion type bus fleets are used along this bus route to accommodate additional passengers and to maneuver tight turning radii through the Bronx. In addition, a privately operated bus route BxM11 provides direct bus services to the Bronx Zoo entrance. There exists a bus stop just east of the toll plaza at the entrance to the Zoo on Boston Road. The location of the existing bus stop impedes the operation of the unsignalized T-intersection and the entrance to the Zoo’s 34

RIiS MAP FOR PRO.IECT AREA

BRONX ZOO ACCESS 1DiPROVR!NENTS PSR F~~ITDV IAA PSR April 24, 2006 Zooreport.doc

w. Planned Development for Area

Evaluation of planned development for area was not performed in this PSR. See Section II.C.f for descriptions of nearby related plans for transportation system development.

x. System Elements and Conditions

The basic problem identified by stakeholders in the study area is the congestion on the main zoo access road, Boston Road. Zoo representatives noted that the congestion has a negative effect on access to the Bronxdale Gate. Reduction of the vehicle congestion will improve access to the Zoo, possibly attract additional zoo patronage, and improve safety and operational efficiency on the roadway network in the immediate area.

y. Community Participation

NYSDOT has identified the importance of community participation in this project. At this stage of the project, the local community, Bronx Zoo, NYPD, NYCDPR (who owns the park property that the Zoo occupies), and NYCDOT representatives have been involved in providing information on existing problems. It is expected that these groups will continue to be involved in the development of improvements in the project area.

2. Needs a. Pavement Deficiencies

Based on field observations, the pavement along the local streets is generally in fair condition. It appears the stretch of Boston Road west of Bronx Park East was repaved recently.

b. Safety Deficiencies

As presented in Section II.C.1.k, most local links have above average accident rates when compared with statewide averages for similar roadway facilities. The local roadway network immediate to the Zoo is currently being used by vehicles that are entering and exiting both the zoo and the Bronx River Parkway at Interchange 6.

The existing zoo exit operation and configuration needs to be revised to address the issues identified in Section II.C.1.k. Improvements for the existing limited line of sight for drivers of vehicles exiting the zoo, and for the unsafe maneuvers currently required for exiting vehicles headed to northbound Bronx River Parkway and the local street network are discussed in section III.B of this report. 36

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c. Bridge Structural Deficiencies

No identification of needs is included for the bridge which carries Bronx River Parkway over Boston Road since bridge reconstruction is beyond the scope of this project.

d. Capacity Deficiencies

In Section II.C.1.i, the capacity deficiencies of the overall roadway network were analyzed under four categories (Freeway, Weaving Areas, Signalized and Un- signalized Intersections). Numerous local street locations within the project study area, namely the intersections of Boston Road/Bronx Park East, are expected to experience failure (LOS F or worse) conditions especially during the PM peak period. The capacity deficiencies can be attributed to the excessive travel demand for local roadway usage. The existing constrained conditions are expected to worsen if no improvements are implemented on the existing roadway network. Under the proposed build alternatives, notable improvements will be included at the Boston Road/Eastbound Pelham Parkway intersection, Boston Road/Bronx Park East intersection, and along Boston Road east of Bronx Park East. The safety, accessibility, mobility, and roadway capacity for Zoo-bound or local street-bound traffic are expected to be improved with the proposed roadway re-configurations and proposed traffic pattern.

Tables C and D present results of the LOS for the existing and future (no build) for both weekday and weekend conditions. The future analyses were performed based on the no-build alternative scenario. The future background traffic growth is based on the growth rate of 0.75% (for Bronx County) developed from the regional transportation planning model developed by the New York Metropolitan Transportation Council.

In general, capacity deficiencies can be addressed through roadway construction, signal optimization, or strategic travel demand management through local or regional roadway improvements. Due to the high travel demands and close proximity of the two intersections of Boston Road/Bronx Park East and Boston Road/Northbound Bronx River Parkway entrance and exit ramps, during the existing (2002) and future no-build (2026) PM peak period, both experienced failure (LOS F) conditions. Based on the field observations, excessive delays and queuing extended westward along Boston Road, nearly reaching the zoo entrance, and onto the deceleration lane of the northbound Bronx River Parkway exit ramp at Interchange 6. Tables J and K present the various LOS results for the future build (2026) conditions, under the relevant developed alternatives of this study.

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e. Modal Interrelationship

Nearby bus and subway routes are used to access the Bronx Zoo. There is a potential parking garage project which has been proposed for the Bronxdale gate of the Bronx Zoo. This parking garage, if it is approved for FTA funding could have the potential to be used as an intermodal hub with some spaces reserved for bus/carpool park & ride.

f. System Deficiencies

No evaluation of system deficiencies was performed in thisPSR. A complete system deficiencies evaluation in relationship with the local travel corridors such as the Cross Bronx Expressway or Pelham Parkway corridor will be performed as part of preliminary design (Phases I-IV). The movement of traffic between the various major roadways can also be managed more efficiently by utilizing Intelligence Transportation System (ITS) applications.

g. Mobility Deficiencies

Based on field observations and results of signalized and unsignalized intersection analyses performed, the mobility of the intersections can be assessed. At the signalized intersection of Boston Road/Eastbound Pelham Parkway, the mobility of eastbound traffic is greatly impeded by the movement conflict between the right- turning vehicles from Pelham Parkway to southbound Boston Road and the through vehicles exiting off the northbound Bronx River Parkway at Exit 7E. Such movement conflict reduces the speed and the number of vehicles processed through this intersection and undermines the mobility of this intersection. Currently both eastbound approaches operate at the same eastbound signal phase, thus creating the movement conflicts at this location. The conflicting movements need to be segregated through exclusive signal phases in order to improve mobility through this problematic intersection. Signal optimization will also improve the mobility at this intersection. Alternatives 1A, 1B, and 2 address the mobility deficiencies experienced at the signalized intersections at Boston Road and eastbound Bronx River Parkway.

Similarly, at the signalized intersection at Boston Road/Bronx Park East, the existing and future analyses warrant adjustment of signal phasing in order to improve mobility through this intersection. Based on the field observation, there exists a traffic queue along the eastbound Boston Road extended beyond the northbound Bronx River Parkway exit/entrance ramps during the weekday PM peak period.

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Under Alternative 6, the signal phasing would be adjusted to optimize the number of vehicles which the intersection can process, thus improving mobility through this intersection without adding roadway capacity.

h. Social Demand and Economic Development

No evaluation of social demand and economic development was made as part of this PSR, However, the improvement of safety and accessibility to the Bronx Zoo and the surrounding neighborhood is expected to have a positive impact on the economy and quality of life in the community.

i. Transportation Plans

In addition to NYSDOT=s Interchange Improvements at Bronx River Parkway/East 177th Street (PIN X110.18.101), just south of the current study=s project study area along Bronx River Parkway, NYSDOT has also prepared a similar Expanded Project Proposal study for the Bruckner/Sheridan Expressway Interchange Improvement Study (PIN X730.39) in October, 1997. That project provides interchange improvements along the Bruckner/Sheridan Expressway interchange. It is expected that the overall mobility along the Arthur Sheridan Expressway/Bruckner Expressway/Bronx River Parkway Corridor will be enhanced with the implementation of these two improvement projects in the future, enabling the respective corridors to operate more efficiently.

Furthermore, there have been ongoing studies by NYSDOT to implement Transportation System Management (TSM) and Transportation Demand Management (TDM) strategies as part of the overall Cross Bronx Expressway Corridor Study (PIN X726.86). Due to the relative proximity of the various roadways, any improvement on one roadway will affect the performance of the others.

New York City is currently progressing a reconstruction project for Pelham Parkway. Coordination with this project is critical since it overlaps the project limits of the Bronx Zoo Access improvement Project.

D. Project Problem Identifications and Project Goals and Objectives

1) Problem Identification Various problems have been identified within the primary and secondary areas based on review of prior Zoo study field visits and meetings with zoo officials, elected officials and community boards.

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a. PRIMARY PROJECT AREA

1- Congestion on the eastbound and westbound travel lanes of Boston Road between Bronx Park East and the Bronxdale Gate impedes access to the Zoo.

2- Congestion on the eastbound and westbound travel lanes of Boston Road between Bronx Park East and the Bronxdale Gate restricts traffic flow to and from the BRP.

3- Current movement restriction at Boston Road/Eastbound Pelham Parkway lead to high non-zoo traffic volumes currently using Interchange 6 to access Boston Road. High non-zoo traffic volumes lead to congestion, delay along the main access route (Boston Road) of the Zoo.

4- Existing northbound Bronx Park East guide signage directs motorists headed for the southbound Bronx River Parkway to use Interchange 6 ramp, instead of the clover-leaf connection ramp of Interchange 7 at Pelham Parkway, which sends a large volume of non-zoo vehicles through the Bronxdale Gate access route of Boston Road.

5- Lack of queue storage area at the Bronxdale Gate results in a back-up of the queue onto Boston Road at peak Zoo entry periods.

6- Lack of signage at the Bronxdale Gate results in inefficient use of the existing queue storage area, resulting in a back-up of the queue onto Boston Road at peak Zoo entrance periods.

7- Lack of sufficient line of sight for motorists from the southbound service road and exiting zoo visitors exiting the Bronxdale Gate of the zoo resulting in near-miss situations and unsafe conditions.

8- High accident rate (5.6 times higher than the Statewide Accident Average) experienced in the vicinity of Boston Road/Bronx Park East due to high traffic volume and limited stopping sight distance.

b. SECONDARY PROJECT AREA

1- Congestion on the Pelham Parkway corridor and local street network surrounding the Zoo impedes access to the Zoo.

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2- Existing configuration and traffic signal phasing of the exit from Northbound Bronx River Parkway to Eastbound Pelham Parkway at the intersection of Boston Road and Pelham Parkway does not efficiently provide for the existing heavy volumes of conflicting vehicle movements (e.g. northbound Bronx River Parkway to eastbound Pelham Parkway vs. eastbound Pelham Parkway to southbound Boston Road).

3- Information on regulatory and guide signage not followed by motorists resulting in misplaced vehicles, illegal vehicle movements and accidents, particularly at the intersection of Pelham Parkway and Boston Road, and to a lesser extent at the intersection of Boston Road and Bronx Park East.

4- High accident rate (2.5 times higher than the Statewide Accident Average) experienced in the vicinity of Boston Road/Eastbound Pelham Parkway due to high traffic volume and limited stopping sight distance.

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2) Project Goals and Strategies

Goal #1: Reduce congestion on accesses to Bronxdale Gate of the Bronx Zoo

Strategy A: Minimize non-Zoo related vehicle volume on Boston Road within the primary study area and on the Bronx River Parkway Ramps at Interchange 6 (Boston Road).

Goal #2: Improve traffic safety accesses to Bronxdale Gate of the Bronx Zoo

Strategy A: Eliminate non-standard features and geometric deficiencies on Boston Road within the primary study area and on the Bronx River Parkway ramps of Interchange 6.

Strategy B: Improve traffic signs and circuitous movement of traffic in the study areas.

Goal #3: Provide a transportation system which supports the Bronx Zoo plan for increased utilization of the Bronxdale Gate and increases Zoo patronage.

Strategy A: Maximize utilization of existing system capacities of the Bronxdale Gate, Bronx River Parkway ramps and local street network within the primary project area.

Strategy B: Reduce potential conflict between vehicles and pedestrians within the primary project area.

Strategy C: Provide facilities compatible with effective pedestrian and bicycle routing within the primary project area.

Goal #4: Reduce congestion and increase mobility on the local street network in the vicinity of Bronx Zoo including the interchanges of BRP/Boston Road, Boston Road/ Bronx Park East and Boston/EB Pelham Pkwy.

Strategy A: Eliminate non-standard features and geometric deficiencies on Boston Road, Bronx Park East and Pelham Parkway within the study area.

Goal #5: Improve Safety and reduce accidents on the local streets in the vicinity of the Bronx Zoo including the interchange of BRP/Boston Road, Boston Road/ Bronx Park East and Boston/EB Pelham Pkwy.

Strategy A: Eliminate non-standard features and geometric deficiencies

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on Boston Road, Bronx Park East and Pelham Parkway within the study area.

Strategy B: Improve traffic signs and circuitous movements of traffic in the local streets around the study areas.

Goal #6: Reduce congestion and increase mobility within the project limits on BRP mainline and ramps.

Strategy A: Eliminate non-standard features and geometric deficiencies on BRP mainline and ramps within the study areas.

Strategy B: Improve traffic signs separating non-zoo and zoo-related traffic volume on BRP and ramps within the study areas.

Goal #7: Improve safety and reduce accidents within the project limits on BRP mainline and ramps.

Strategy A: Eliminate non-standard features and geometric deficiencies on BRP mainline and ramps within the study areas.

Strategy B: Eliminate weaving and Improve traffic signs on BRP mainline and ramps.

Goal #8: Minimize socio-economic and environmental impacts.

Strategy A: Facilitate accesses to permanent and/or temporary commercial and social activity centers

Strategy B: Minimize impacts to undeveloped wooded/grassy areas in the project areas

Strategy C: Reduce idling traffic on Boston Road within the primary project area and Bronx River Parkway ramps

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III. Alternatives

A. Design Criteria

The design element criteria presented in the following tables and text have been established for this project based on a thorough review of the applicable design standards, for each project roadway classification and ramp type listed in the tables. The design standards reviewed include, but are not limited to:

2001 AASHTO’s A Policy on Geometric Design of Highways and Streets, (AASHTO); 1989 AASHTO=s Roadside Design Guide, (RDG); 1996 NYSDOT=s Highway Design Manual, (HDM); and

Based on a review of the roadway classification definitions of AASHTO and the HDM, the project involves the reconstruction of, and alterations to Minor and Principal Urban Arterial roadways and the ramps which connect them.

1) Mainline Element Design Criteria Table G Mainline Element Design Criteria

Design Principal Urban Arterial NYSDOT HDM Element (Bronx River Parkway, Determination Pelham Parkway, Boston Road)

HDM AASHTO

Design Speed 80 km/h 100 km/h Critical (P.2-15 and P.2-19) (P.556)

Posted Speed 80 km/h (50mph) 80 km/h(50mph) Non Critical (P.7-13) (P.70)

Lane Width 3.6 m 3.0 - 3.6 m Critical (P.2-15) (P.515)

Shoulder 3.0 m Rt./1.2 m Lt. (P.2-16 and 3.0 m Rt./3.0 m Lt. Critical Width1 P.7-11) (P.576)

Maximum 5% 6% Rolling Critical Grades (P.2-19) (P.559)

Minimum 250 m 435 m Critical Radius (P.2-19) (P.156)

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Table G (Continued)

Design Element Principal Urban Arterial NYSDOT HDM (Bronx River Parkway, Pelham Parkway Boston Road) Determination

HDM AASHTO Maximum 6% 6% Critical Super elevation (P.2-16) (P.558)

Stopping Sight 120 m 160 m Critical Distance (P.2-19) (P.120)

Clear Zone 2.7-7.9 m 3.3-9.0 m Non-Critical Table 10-1 (P.3-4 RDG) (P.10-7)

Lateral Clearance Shoulder Width Clear Zone or shoulder width and barrier Critical 1.2 m min. (P.560) (P.2-16)

Vertical Clearance 4.3 m Critical 4.9 m (New) GDPFB 4.3 m (Exist.) (Sect. IV.A.1) (P.559)

6.71 m Railroad 6.6 m Railroad (Sect. IV.C) (P.574)

Pavement 1.5% - 2% 1.5 - 2% Critical Cross Slope (P.2-17 and P.7- (P.332) 18)

Median Width 3 m min. 3.0 m - 6.6 m Critical (P.2-18) (P.576)

Minimum 550 m 600m Non-Critical Weaving Distance (P.6-48) (P.943)

Parking Lane N/A N/A Non-Critical

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Table G (Continued)

Design Principal Urban Arterial NYSDOT HDM Element (Bronx River Parkway, Pelham Parkway, Boston Road) Determination

HDM AASHTO Storage Lane for Turning N/A N/A Non-Critical Vehicles Rollover Between Travel Lanes 4% max. Critical At Pavement Edge 8% max. (AASHTO Section 2.7.2.2.L P. 2-28 and 2-17)

Clear Width for Width of the full approach roadway Critical bridges (AASHTO P.559) (curb to curb)

Minimum Crest Curve K=49 Non-Critical Length of Sag Curve K=32 vertical curve L=A K A=g1-g2

1 Non-mountable curb without shoulder must be offset from the travel lane 0.3 m or 0.6 m. When design speed exceeds 80 km/h the maximum height of curb is 75 mm. 2 RDG= AASHTO Roadside Design Guide, 1989 3 GDPFB= NYSDOT Geometric Design Policy for Bridges, 1996 Conversion to English System 1 m = 3.28 ft.

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2) Ramp Element Design Criteria

Table H Ramp Element Design Criteria1 (See next page for table notes)

Design Element Loop Ramp NYSDOT HDM Determin ation

UA B PUAP2

HDM AASHTO

Design Vehicle PSU PSU Non- Critical

Design Speed 40 km/h(25mph) 40 km/h(25mph) Critical (P.2-43) (P.918)

Posted Speed 30 km/h(20mph) 30 km/h(20mph) Non (P.2-43) (P.918) Critical

Lane Width3 4.2 m 4.2 m Critical (P.2-45) (P.935)

Shoulder Width 1 m Lt. 0.6 m Lt. Critical 2 m Rt. 2.4 m Rt. (P.2-43) (P.936)

Grades 7% (P.2-46) 7% (P.922) Critical

Horizontal Curvature 50m 60m Critical (P.6-25) (P.145)

Consecutive Ramp 122 m (P.6-41) 240 m(P.943) Non- Spacing Critical

Accel. Lanes4, 5 110 m (P.945) 110 m (P.945) Non- Critical

Decel. Lanes4, 5 92 m (P.949) 92 m Non- (P.949) Critical

Stopping Sight 50 m 44.4 m Critical Distance (P.2-46) (P.120)

Maximum 6% 6% Critical Super elevation (P.2-46) (P.730)

Rollover Between Travel Lanes 4% max. At Pavement Critical Edge 8% max. (AASHTO Section 2.7.5.2.L P.2-44) Table Legend: UA - Urban Arterial (All Traffic) (Boston Road, Pelham Parkway, and Bronx Park East) PUAP - Principal Urban Arterial (Passenger Cars, Single Unit Trucks, or Buses Only) (Bronx River Parkway)

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Table H Notes

1 Ramps should have the same vertical clearance as the higher functional classification of the interchanging roadways (HDM P.2-44).

2 All connection types are not represented, only those which currently exist or will be proposed within the project study area are in included. 3 Structures carrying ramps should provide a clear width equal to the ramp width and shoulder (HDM P.2-43).

4 Multiply the length by grade adjustment factor if grade exceeds 2%. Acceleration and deceleration lanes have the same lane width as the adjacent travel lanes. The minimum shoulder width = 1.8 m for Interstates and other freeways. Roadways other than the freeways have a minimum shoulder width of 1.2 m. All other design elements are the same as apply for the adjacent roadway.

5 As per HDM, the deceleration lengths for Semi-Direct PUAP-UA and Loop Ramp PUAP- UA are 80 m and 92 m (P.949) respectively. The acceleration length for Semi-Direct UA- PUAP is 53 m (P.945)

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3) Structural Design Criteria The structural design criteria presented in this section have been established for this project based on a review of the project site and general requirements. The conceptual bridge layouts for the various alternatives will be developed to satisfy the following standards:

a. 1996 AASHTO=s Standard Specifications for Highway Bridges, 16th Edition;

b. 1991 NYSDOT=s Standard Specifications for Highway Bridges, (Modifies AASHTO);

c. 1989 NYSDOT=s Standard Details for Highway Bridges;

d. 1981 NYSDOT=s Steel Construction Manual, with Addendum 1, April 1984;

e. 1995 NYSDOT=s Standard Specifications for Construction and Materials (Metric Units);

f. NYSDOT=s Bridge Design Drawings (BDD=s) and Guide Line Drawings (GLD=s); and

g. NYSDOT=s Standard Specification for Highway Bridge Design-Seismic Criteria (EI 90-8).

The major structural topics to be considered during the alternative development stage are listed with the proposed criteria below.

Loading Criteria: AASHTO HS-20 loading will be assumed.

Structure Type: Structure type of steel beam with concrete deck will be assumed.

Foundations Spread footings for abutments will be assumed for cost estimating purposes.

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B. Feasible Alternatives

A wide range of alternative solutions, from minor operational to major capital intensive improvements, have been considered for the improvement of existing conditions in the primary study area.

The traffic volume re-assignments are based on limited field data regarding existing local destination/origin direction collected from turning movement counts, not an origin/destination study. Traffic signal timing/phase adjustments utilized in alternative analyses do not take into consideration whether study area signals are currently timed in sequence with other corridor signals outside the study area.

Although developed independently, these alternatives incorporate some of the same ideas developed in the 1982 Traffic Access and Improvement Study for the Bronxdale Gate and Parking Area, developed for the Bronx Zoo. Detailed evaluation of the alternatives developed will be warranted during preliminary design of this project.

1. Description of Feasible Alternatives

Table I, which follows the detailed descriptions, presents the highlights of the alternatives as well as the benefits and potential disbenefits of each.

As per discussions at April 4, 2002 meeting, LOS analyses are performed only for the existing (2002) and future build (2026, ETC+20) conditions. The LOS comparisons discussed for each alternative below are between the calculated LOS values of these two conditions. An alternative idea received from the Wildlife Conservation Society (WCS) based on alternatives presented at the July 8, 2002 project development meeting is included in Appendix A with the WCS cover letter. No analyses have been performed for the WCS alternative idea.

a) Alternative 1A (Reconfigure Boston Road/Pelham Parkway Intersection) - Figure 11

Alternative 1A addresses the issues of safety, mobility and operational efficiency in the primary study area by re-assigning Boston Road bound volumes to Interchange 7 from Interchange 6. Existing movement conflicts observed at the eastbound approach at the intersection of Boston Road/Eastbound Pelham Parkway are addressed by setting the eastbound Pelham Parkway stop line further west to accommodate the left-turn movement from the northbound Bronx River Parkway exit 7E. This alternative provides for protected exclusive left-turns from the northbound Bronx River Parkway exit to northbound Boston Road and through movement to eastbound Pelham Parkway or the northbound Boston Road. If necessary,

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Alternative 1 – Figure 11 PSR April 24, 2006 Zooreport.doc

adequate space is available to widen the northbound exit ramp at Exit 7E to accommodate additional vehicle storage volume.

Based on the future 2026 (ETC+20) build level-of-service (LOS) analyses performed with the exclusive left/through phase, this signalized intersection will operate at no worse than LOS D during the Mid-day and PM peak periods for both weekday and weekend. The future build condition analysis incorporates the exclusive left- turn/through signal phase. The re-assignment of traffic onto the Pelham Parkway intersection serves to reduce the demand on the nearby signalized and unsignalized intersections along Boston Road and Bronx Park East, and improve the LOS there.

Under Alternative 1A, LOS analysis incorporates optimization of traffic signals to accommodate the proposed variation in travel pattern during the various periods of the day for the weekday and weekend. Currently the signal phasing is identical during the Mid-day (12:00-1:00 pm) and PM (5:00-6:00 pm) peak periods for both weekday and weekend days. Based on the turning movement data collected on Boston Road, travel pattern demand differs for the weekday and weekend travel. The north/south traffic on Boston Road is the more dominant flow during the weekday but the east/west traffic on Pelham Parkway is the more dominant flow during the weekend. In the 2026 build analyses, the signal timing was adjusted accordingly in favor of the more dominant traffic flow during the weekday or weekend periods.

In Alternative 1A, at the intersection of Boston Road/Bronx Park East, the LOS remains as F in the 2026 build condition analyses during the weekday PM peak period. The failure condition is primarily to due to high travel demand along Boston Road from the exits of Bronx River Parkway to destinations south of the Boston Road/Bronx Park East intersection and from the zoo. Tables J and K present the results of the future (2026) build LOS analyses for Alternative 1A.

The existing northbound Bronx River Parkway consists of a non-standard (approximately 450 ft) weaving segment between the entrance from Boston Road and the exit to eastbound Pelham Parkway. This weaving segment is currently operating at LOS B for the weekday Mid-day and weekend Mid-day/PM period, due to low weave-in volumes from the northbound entrance from Boston Road. During the weekday PM peak period, this weaving segment operates at LOS D due to higher weaving volumes from the mainline to Exit 7E to Pelham Parkway and from the northbound entrance from Boston Road, assuming the weaving segment remains the same as the existing configuration. The existing weaving length is approximately 450 ft from the gore nose of the entrance ramp at Interchange 6 to the gore nose of the exit ramp at Exit 7E. It is anticipated that

PSR April 24, 2006 Zooreport.doc

the weaving volumes will be increased under Alternative 1A. This weaving volume currently uses Interchange 6 to access northbound Boston Road.

The estimated construction cost of Alternative 1A in Year 2002 dollars is approximately $903,000.

A break down of the preliminary cost estimate is included in Appendix A.

b) Alternative 1B (Reconfigure Northbound Bronx River Parkway Exit 7E to include additional branch and underpass beneath EB Pelham Parkway) - Figure 12 Alternative 1B addresses the same issues of safety, mobility and operational efficiency as Alternative 1A, while adding an infrastructure component intended to address long-term signalized intersection capacity limitations. The major difference between Alternative 1A and 1B is an additional branch provided for the existing ramp from the northbound Bronx River Parkway at Interchange 7 that passes underneath the eastbound Pelham Parkway and joins the eastbound Pelham Parkway/Boston Road intersection on the north side of eastbound Pelham Parkway. This additional ramp branch layout eliminates the left-turn movement across the three lanes of eastbound Pelham Parkway traffic for vehicles en route to the northbound Boston Road from the northbound Bronx River Parkway.

Under Alternative 1B, the signal phasing for the eastbound approach from the Bronx River Parkway will be segregated from the eastbound approach from Pelham Parkway. Each approach will receive its dedicated green time to eliminate movement conflicts that currently exist. Results of the future 2026 build LOS analyses for this alternative are almost identical as those of Alternative 1a, with the exception that the two-lane exit of Alternative 1a at the eastbound approach of the intersection is replaced in the analyses by a single-lane ramp north (underpass) and south (existing) of the eastbound Pelham Parkway. Based on the future 2026 (ETC+20) build level-of- service (LOS) analyses performed, with the north and south single-lane approaches operating in the same exclusive phase, the signalized intersection operates no worse than LOS C during the Mid-day/PM peak periods for both weekday and weekday. The future build condition also incorporates the necessary signal phasing optimization to achieve the acceptable LOS (D or better) results at this intersection. The existing (2002) LOS for the existing conditions at this intersection is C for the weekday PM and weekend Mid-day and PM peak periods for Alternative 1B. During the weekday Mid-day peak period, this intersection is currently operating at LOS B. Tables J and K present the results of the future-build (ETC+20 2026) LOS analyses.

The estimated construction cost of Alternative 1B in Year 2002 dollars is approximately $6,197,000.

A break down of the preliminary cost estimate is included in Appendix A.

Alternative 1B – Figure 12 PSR April 24, 2006 Zooreport.doc

c) Alternative 2 (Close Portion of Boston Road between Northbound Bronx River Parkway and Bronx Park East to vehicular traffic, widen NB Exit Ramp to EB Pelham Pkwy.) - Figure 13

Alternative 2 re-assigns non-zoo local traffic volumes using Interchange 6 to the higher capacity, full-cloverleaf Interchange 7, and eliminates vehicular use along Boston Road between the northbound Bronx River Parkway exit at Interchange 6 and Bronx Park East. Pedestrian movement is maintained along Boston Road. This alternative separates zoo-bound and local traffic that currently utilize Bronx River Parkway Interchange 6. This alternative provides exclusive zoo entrance/exit access through Interchange 6 for motorists arriving and departing from the Zoo, without delays from non-zoo local traffic. Under this alternative, the non-zoo local traffic en route to Bronx Park East or Pelham Parkway will utilize Interchange 7 at Pelham Parkway. This alternative re-assigns non-zoo traffic volumes that are currently using Boston Road. It is anticipated that overall travel time and delay will be reduced for non-zoo vehicles, as well as for zoo-bound vehicles due to elimination of congestion on Boston Road at the un-signalized intersection at the northbound Bronx River Parkway exit at Interchange 6 and at the signalized intersection at Bronx Park East. Under Alternative 2, the northbound exiting volume at Interchange 6 will be diverted to the exit at Interchange 7 at Pelham Parkway. The proposed signal timing used in the future (2026) capacity analyses at Boston Road/Eastbound Pelham Parkway takes the change in local travel pattern of this alternative into account.

Furthermore, Alternative 2 will also eliminate the traffic signal at Boston Road/Bronx Park East, which currently is identified as a high accident location with an accident rate 5.6 times greater than the Statewide Accident Average for intersections of this type. The primary accident types at the intersection of Boston Road/Bronx Park East are Rear End and Left-Turn. Elimination of the traffic signal at Bronx Park East will reduce the likelihood of rear end (19%), left-turn (19%), and pedestrian related (3%) accidents. The elimination of traffic signal will also improve mobility along Boston Road and Bronx Park East allowing smooth traffic flow between Pelham Parkway and Lydig Avenue to the south. Signalized pedestrian crossings will be maintained at Lydig Avenue and Bronx Park East.

Based on the future 2026 build LOS analyses performed, which include traffic volumes re- assignment from the existing conditions, the signalized intersection at Boston Road/eastbound Pelham Parkway will operate at no worse than LOS D during the Mid-day/PM peak periods for both weekday and weekend. The 2002 LOS for the existing condition at the intersection of Boston Road/Eastbound Pelham Parkway is LOS C for the weekday PM and weekend Mid-day/PM peak periods. During the existing weekday Mid-day peak period, this intersection is operating at LOS B. The future build condition also accounts for the protected left/through signal phase for the vehicles existing northbound Bronx River Parkway at exit 7E. The re-assigned traffic from Interchange 6 to Interchange 7 is also taken into consideration for the future build LOS analyses. Under this alternative, the Boston Road closure will also eliminate the unsignalized intersection at the approach to/from the northbound Bronx River Parkway ramps at Interchange 6.

Alternative 2 – Figure 13 PSR April 24, 2006 Zooreport.doc

Under Alternative 2, the closure of Boston Road west of Bronx Park East was designed to reassigned traffic to the Boston Road/Pelham Parkway interchange. Due to the closure of Boston Road under this alternative, additional traffic will be re-assigned onto the northbound Bronx River Parkway mainline. The existing weaving segment between the entrance to the northbound Bronx River Parkway at Interchange 6 and the exit to the eastbound Pelham Parkway at Interchange 7 will experience higher weaving and non-weaving volumes. The existing weaving analysis indicate that the weaving segment along the northbound Bronx River Parkway is currently operating at LOS B/C for the weekday Mid-day/PM peak periods and LOS B/B for the weekend Mid-day/PM peak periods, respectively. The existing weaving length is approximately 450 ft from the gore nose of the entrance ramp at Interchange 6 to the gore nose of the exit ramp at Exit 7E. Under this alternative, series of future-build weaving analyses were performed with the anticipated diverted traffic movement volumes. The future weaving analysis indicate that, under the existing weaving configuration, the weaving segment along the northbound Bronx River Parkway will operate at LOS B/E for the weekday Mid-day/PM peak periods and LOS C/C for the weekend Mid-day/PM peak periods. Results of the weaving analyses, however, can be improved with the modified ramp configuration. Under the theoretical maximum weaving distance of 2,500 ft, the worst LOS will remain at AE@. The maximizing the weaving length along this northbound Bronx River Parkway segment. Full evaluation of the attainable improvements regarding lengthening this weaving section is addressed in Alternative 3. Tables J and K present the results of the future (2026) build LOS analyses.

The estimated construction cost of Alternative 2 in Year 2002 dollars is approximately $1,440,000.

A break down of the preliminary cost estimate is included in Appendix A.

d) Alternative 3 (Reconfigure Northbound Bronx River Parkway Ramps at Interchange 6) - Figure 14

Alternative 3 focuses primarily on the southeast quadrant of the project study area at the existing northbound Bronx River Parkway exit to and entrance from Boston Road at Interchange 6. This interchange currently serves as the main access point to the Zoo from the south and also as a major exit for local street traffic headed to Bronx Park East and Boston Road. Based on the ATR and turning movement data collected, approximately 81% (Mid-day) and 95% (PM) of the northbound Bronx River Parkway exit ramp volumes at Interchange 6 are destined for Bronx Park East or Boston Road during the weekday periods. During the weekend, approximately 47% (Mid- day and 93% (PM)

Alternative 3 - Figure 14 PSR April 24, 2006 Zooreport.doc

of the northbound Bronx River Parkway exit ramp volumes at Interchange 6 are destined for the local street network via Bronx Park East or Boston Road.

Alternative 3 consists of the realignment of the existing northbound exit to and entrance from Boston Road at Interchange 6. Both of the ramps are extended southward to accommodate additional weaving distance between the northbound Bronx River Parkway entrance from Boston Road and exit to eastbound Pelham Parkway. A 305 m (1,000 ft) of weaving length is provided compared to the existing 137 m (450 ft). Proper acceleration and deceleration lengths for the northbound Bronx River Parkway mainline are also incorporated into this alternative. However, a 100-foot radius, equivalent to a 20 mph design speed, is introduced in the reconfigured entrance ramp from Boston Road to the NB BRP. The use of existing recreational-use park area will be required to accommodate the proposed ramp extensions east of Bronx River Parkway and the areas of the existing ramps will be returned to a natural state. The existing (2002) weaving analysis indicates that the existing weaving segment (approximately 450 ft long) is currently operating at LOS B/C for the weekday Mid-day/PM peak periods and LOS B/B for the weekend Mid-day/PM peak periods, respectively.

The future (2026) build weaving analysis on the northbound Bronx River Parkway segment assume the segment of Boston Road to remain open as the existing travel pattern. Under Alternative 3, the entrance and exit ramps to/from the northbound Bronx River Parkway are relocated southward to provide additional weaving length on the mainline. The future build weaving analysis results indicate the northbound mainline segment will operate at LOS D or better for the weekday and weekend, Mid-day/PM peak periods under Alternative 3. Tables J and K present the results of the future (2026) build LOS analyses for this alternative

The estimated construction cost of Alternative 3 in Year 2002 dollars is approximately $1,598,000.

A break down of the preliminary cost estimate is included in Appendix A.

e) Alternative 4 (Reconfigure Existing Entrance to Zoo) - Figure 15

Alternative 4 addresses the observed result of inefficient use of the four existing zoo parking entrance toll gates. Currently the two southbound Bronx River Parkway access ramps intersect Boston Road at an un-signalized T-intersection with STOP sign control from the northbound approach. To address the congestion at the entrance to the Bronxdale Gate toll plaza, as described in Section II.c.2.g, the existing row of four toll collection booths are relocated westward to accommodate additional storage space in the zoo toll plaza approach. Provision of improved signage which instructs zoo visitors to use all toll booths is also part of Alternative 4.

Alternative 4 – Figure 15 PSR April 24, 2006 Zooreport.doc

Currently the observed process time per entering vehicle as measured at the gate is approximately 20 seconds per vehicle. During the peak gate arrival period on weekend Mid-day (12-1), 277 vehicles entered through the Bronxdale Gate. Based on the observed process rate of 20 second per vehicle per booth, it can be assumed the Bronxdale Gate can process up to 720 vehicles per hour, assuming all four toll booths are in full operation and motorists spread the utilization of all four available gates. The maximum vehicle process rate capacity far exceeds the existing (2002) vehicle arrival rate during the weekend Mid-day peak arrival period. Increase storage space would reduce zoo vehicle queuing onto Boston Road and avoid impedance to the non-zoo traffic en route to the southbound Bronx River Parkway or along Boston Road to the north.

The estimated construction cost of Alternative 4 in Year 2002 dollars is approximately $107,000.

A break down of the preliminary cost estimate is included in Appendix A.

f) Alternative 5 (Reconfigure Zoo Exit and Zoo Parking Lot Fence) - Figure 16

Alternative 5 addresses the impacts to mobility, safety and operational efficiency in the immediate vicinity of the existing zoo exit, of vehicles exiting the zoo parking lot, as discussed in Section II.C.1.k. and the needs identified in Section II.c.2.b.

In this alternative the fence line along the east edge of the zoo parking lot is straightened and moved west approximately 3-5 m (10-15 ft) to allow motorists exiting from the southeast parking lot exit to the southbound Bronx River Parkway to see at least 77 m (250 ft) upstream on the ramp to safely enter the ramp, based on the assumed vehicle travel speed along the service road east of the Bronxdale parking lot.

This alternative includes a revision to the operation of the southernmost entrance toll lane such that through the peak zoo entry period the lane is used as an entrance until after the peak entry time has passed and three entrance lanes can handle the incoming volume, as this time the lane is used as an exit for vehicles exiting the zoo heading for northbound Bronx River Parkway or the local street network to eliminate the unsafe existing maneuver these vehicles currently are required to make.

Based on the turning movement counts conducted during the PM peak period at the exit gate, approximately 321 (41%) of the zoo exiting traffic turned left to head for destinations to the north via either the northbound Bronx River Parkway or Boston Road. Approximately 470 (59%) of the zoo existing traffic turned right to head for destinations to the south via the southbound Bronx River Parkway.

The estimated construction cost of Alternative 5 in Year 2002 dollars is approximately $272,000.

Alternative 5 – Figure 16 PSR April 24, 2006 Zooreport.doc

A break down of the preliminary cost estimate is included in Appendix A.

g) Alternative 6 (Re-time Traffic Signal and Provide Warning Signage at Boston Road/Bronx Park East) - Figure 17

Alternative 6 addresses the mobility, safety and operational efficiency at the intersection of Boston Road/Bronx Park East. This signalized intersection experiences the highest accident rate within the project study area with 2.23 acc/mev (5.6 times higher than the respective Statewide Average Accident Rate). Congestion and extended queuing (LOS F) is experienced along eastbound Boston Road during the weekday and weekend PM peak periods due to background peak travel demand and peak zoo departure. Based on the field observation, the queuing extends beyond the un-signalized intersection with the northbound Bronx River Parkway entrance/exit ramps towards the entrance to the zoo. Two of the three approaches (eastbound and northbound) failed at the intersection of Boston Road/Bronx Park East. Congestion along eastbound Boston Road creates a domino effect on the adjacent roadways such as the northbound exit ramp from the northbound Bronx River Parkway and the southbound Bronx River Parkway service road adjacent to the zoo. Alternative 6 consists of optimizing the existing signal phase in order to reduce congestion currently experienced at this signalized intersection. Re-timing the signal is the lowest cost effective means to improve the operation of a signalized intersection without increasing roadway capacity. Signal optimization was run for this signalized intersection for the future (2026) build condition. Results of the future (2026) build signalized intersection indicate that failure condition will persist, despite signal optimization during the peak condition. This is primarily due to the excessive travel demand and limited roadway capacity available for this intersection. Other alternative measures to increase roadway capacity or vehicle trip re-assignment will need to be considered in order to ease the failure condition currently experienced at the intersection of Boston Road and Bronx Park East.

Due to the excessive number of accidents experienced along Boston Road near the intersection of Bronx Park East, Alternative 6 also recommends installation of ASignal Ahead@ flash warning signals especially for the southbound Boston Road approach, as vehicles come around the curve and can be warned of the traffic signal ahead. Based on the accident data collected at this roadway junction, 35.4% of accidents that occurred at this intersection were rear-end accidents. The installation of the flash warning signal can alert motorists as they approach the signalized intersection at Boston Road/Bronx Park East.

The estimated construction cost of Alternative 6 in Year 2002 dollars is approximately $15,000.

A break down of the preliminary cost estimate is included in Appendix A.

h) Alternative 7 (Widen Boston Road between Bronx Park East and Bronx Zoo Entrance) - Figure 18

Alternative 7 addresses the mobility, safety and operational efficiency along Boston Road between

Alternative 6 – Figure 17

Alternative 7 – Figure 18 PSR April 24, 2006 Zooreport.doc

Bronx Park East and the Bronxdale Gate entrance to the zoo. Currently this stretch of Boston Road experiences congestion at both (east and west) ends-at the eastbound approach to the Bronx Park East intersection and at the westbound approach at the zoo entrance. Alternative 7 consists of widening this segment of Boston Road, thus increasing roadway capacity and alleviating congestion that is currently experienced, by reducing the width of the existing sidewalk on the north side of Boston Road.

At the two-lane eastbound approach to the Boston Road/Bronx Park East intersection, the movement to northbound Boston Road is served by one travel lane only. The existing turning movement data shows that approximately 35% of the eastbound approach volume makes a left turn while 65% make a right turn at this intersection during the weekday Mid-day and PM peak and the weekend Mid-day peak period. During the weekend PM peak period, approximately 45% of the eastbound approach volume makes a left turn while 55% make a right turn at this intersection. Currently there is only one travel lane which serves both left-turning and right-turning vehicles at the eastbound approach.

Furthermore, due to the existing intersection configuration, vehicular turning movement conflicts with the pedestrian crossing at Bronx Park East. When a pedestrian crosses over Bronx Park East, vehicles that are making either the left-turn onto northbound Boston Road or the right-turn onto southbound Bronx Park East must yield right-of-way to the pedestrians. By increasing the approach roadway capacity, a dedicated turning lane can accommodate both left-turn and right-turn movements thus alleviating traffic congestion currently experienced along the eastbound approach at the intersection of Boston Road/Bronx Park East. It is expected that the movement conflict with crossing pedestrians will remain. However, with the extra travel lane, the queuing from one turning approach will not affect the movement of the other. The additional road width also provides additional storage for the eastbound approach, thus reducing the queue length which in the current condition extends beyond the terminus of the exit from the northbound Bronx River Parkway.

Currently both the eastbound and northbound approaches to the Boston Road/Bronx Park East intersection are operating at LOS F with 563 seconds of overall intersection delay during the weekday PM peak period. Under Alternative 7, with the implementation of the additional turning lane, the LOS remains at LOS F with improved delay during the weekday (310 sec) and weekend (130 sec.) PM peak periods. The LOS results also indicate that the proposed eastbound left/right turn approach on Boston Road improves from LOS F to LOS B and C, as a result of the separation of vehicle turning movements and additional lane capacity. The reduction in congestion along the eastbound Boston Road will greatly alleviate the queuing which currently extends past the northbound Bronx River Parkway exit as well as towards the gate the zoo. The northbound approach from Bronx Park East, however, remains at failure condition due to the high left-turn volume and limited lane capacity along Bronx Park East. At the western portion of Boston Road, a similar problem is experienced at the zoo entrance gate. Currently the westbound Boston Road is being served by one travel lane only. This condition is worsened by the presence of a bus stop just east of the zoo entrance plaza. Currently this un-signalized intersection is operating at LOS C or

PSR April 24, 2006 Zooreport.doc

better during all peak periods. However, based on the field observation, when a bus is stopped along the westbound Boston Road to pick up or drop off passengers, all westbound traffic movement must come to a halt. A few aggressive motorists would risk the opposing traffic flow to pass ahead of the stopped bus by traveling along the eastbound roadway. Once the bus departs, the queue that develops behind it resolves quickly. One noted problem was the period prior to the zoo gate=s opening. This problem is noticeable and became a potential hazard to other non-zoo traffic during the weekend AM period. Early zoo visitors wait at the zoo entrance gate along the westbound Boston Road prior to the opening of the zoo gate at 10:00 am. As a result, westbound vehicles on Boston Road en route to the southbound Bronx River Parkway must attempt to maneuver partially across the centerline and in the eastbound travel lane. By constructing an extra westbound travel/storage lane, queuing vehicles waiting for the opening of the zoo gates can utilize the right-most lane as storage and buses can utilize the area as a drop-off lane. While through traffic that is destined to the southbound Bronx River Parkway can utilize the left lane, which would be dedicated for the left-turn movement just east of the zoo gates. This AM queuing issue at the zoo gate, as observed, was quickly resolved once the zoo gates were opened and began to process the vehicles that were queued waiting to enter the zoo through the Bronxdale gate.

The proposed widening of Boston Road under Alternative 7 will greatly benefit the operational efficiency, safety, enhance mobility and improve access and experiences for all zoo visitors. This also segregates the zoo bound and non-zoo bound vehicles during the peak zoo arrival and departure peak periods.

The estimated construction cost of Alternative 7 in Year 2002 dollars is approximately $700,000.

A break down of the preliminary cost estimate is included in Appendix A.

i) Alternative 8 (Reconfigure Intersection of Boston Road and Bronx Park East and Eliminate Ramp 7E) - Figure 19

Alternative 8 addresses the mobility, safety and operational efficiency in the vicinity of the Bronx Zoo. In this alternative component, the signalized intersection of Boston Road/Bronx Park East is reconfigured to improve geometry and increase vehicle flow capacity. The northbound BRP exit ramp at Interchange 6 is reconfigured to add a branch which terminates at the signalized intersection of Bronx Park East/Boston Road which is aligned with the existing north-south geometry along Boston Road with a 15 ft. wide pedestrian sidewalk along the west side of Boston Road. The existing T-intersection of the northbound BRP exit ramp of Interchange 6 remains for vehicles headed to the Zoo to make the left turn. The existing ramp 7E is also removed in this alternative.

One of the main features considered during capacity analyses of this alternative was providing adequate capacity at the Boston Road/Bronx Park East intersection such that the left turn movement to the Zoo at the T-intersection of the northbound BRP exit ramp of Interchange 6

Alternative 8 – Figure 19 PSR April 24, 2006 Zooreport.doc

remains clear of the end of the queue of vehicles from the Boston Road/Bronx Park East intersection, such that access to the Zoo is not blocked. Based on the results of the capacity analyses, the southbound Boston Road and northbound Bronx Park East approaches to the intersection of Boston Road/Bronx Park East will require additional turning lane capacity. This additional capacity is required to accommodate the traffic volume that is reassigned through this intersection from the existing ramp 7E, which is eliminated in this alternative to improve the safety at the intersection of Boston Road/Eastbound Pelham Parkway.

The northbound and southbound Boston Road approaches to the intersection, as well as the northbound Bronx Park East approach all require three lanes. Double turning lanes and exclusive turning phases are warranted for the southbound left-turn and northbound right-turn from Boston Road to southbound Bronx Park East and northbound right-turn from Bronx Park East to northbound Boston Road. In addition to the turning lanes, each Boston Road approach requires a dedicated through lane and the Bronx Park East approach requires a dedicated left-turn lane.

Currently Boston Road and Bronx Park East permit curb side parking on both (east and west) sides of the roadway. In lieu of constructing additional roadway width, approximately 300 ft (12 parking spaces) along both the west side of the southbound Boston Road approach and the east side of the northbound Bronx Park East approach to the Bronx Park East/Boston Road intersection is utilized for the additional turning lanes. With the additional lane capacity and optimized signal timing design, a level-of-service of D or better for the Mid-day and PM peak periods can be achieved for the future 2026 build condition at the signalized intersections at both Bronx Park East/Boston Road and Boston Road/Eastbound Pelham Parkway. The reconfigured signalized intersection eliminates the skewed geometry and related safety issues of the existing intersection.

Disbenefits of the proposed configuration of Alternative 8 are that approximately 24 existing on street parking spaces are eliminated.

The estimated construction cost of Alternative 8 in Year 2002 dollars is approximately $2,276,000.

A break down of the preliminary cost estimate is included in Appendix A.

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iA) Alternative 8A (Reconfigure Intersection of Boston Road and Bronx Park East and Eliminate Ramp 7E, Improve SB BRP/Boston Road Interchange) - Figure 8A

This alternative was added later at near completion of the EPP. Alternative 8A is an elaboration of Alternative 8 with additional improvements to the S/B BRP. Both alternatives are similar; however, Alternative 8A has a signalized intersection at the end of the ramps intersection with Boston Road, instead of a slip into Boston Road. This offers more at-grade crossing option for people walking and cycling to the Bronx Zoo.

The cost of construction is $15M.

j) Alternative 9 (Direct Access Ramps from NB BRP to Bronx Zoo) - Figure 20 (From Wildlife Conservation Society - Bronx Zoo)

Alternative 9 addresses the mobility, safety and operational efficiency at the intersection of Boston Road/Bronx Park East and along the portion of Boston Road east of Bronx Park East. This alternative provides direct access to the Bronx Zoo from the northbound Bronx River Parkway via a new loop ramp connection to westbound Boston Road. A modified version of the existing northbound exit ramp of Interchange 6 carries local traffic en route to northbound Boston Road and Bronx Park East and carries traffic en route to eastbound Pelham Parkway. The proposed direct access ramp carries traffic en route to the zoo only, and thus provides for segregation of the zoo- bound traffic from the local traffic.

Under Alternative 9: The eastbound Boston Road approach to the Boston Road/Bronx Park East intersection becomes a one-way, eastbound extension of the northbound exit ramp from BRP at Interchange 6 since the section of Boston Road at the existing terminus of the ramp is eliminated. The now one-way eastbound Boston Road utilizes the existing roadway pavement width to accommodate a dedicated left-turn and right-turn lane onto northbound Boston Road and southbound Bronx Park East. The right-turn movement from southbound Boston Road and left-turn movement from northbound Bronx Park East to go westbound on Boston Road is prohibited. The existing un-signalized T-intersection at the terminus of the existing northbound BRP exit ramp of Interchange 6 with Boston Road and the existing northbound BRP exit ramp to eastbound Pelham Parkway is eliminated under Alternative 9.

Disbenefits of the proposed configuration of Alternative 9 are that local vehicle access to and from the Zoo via Boston Road are eliminated. Vehicles originating from Bronx Park East or eastbound Pelham Parkway must utilize one existing loop ramp of Interchange 7 (BRP/Pelham Parkway) and one existing ramp from southbound BRP at Interchange 6 in order gain access to Bronxdale gate of the Bronx Zoo, and the reconfigured entrance ramp to northbound BRP at Interchange 6 and all three remaining loop ramps of Interchange 7 (BRP/Pelham Parkway) for egress back to Bronx Park East thus increasing the travel time and the vehicle miles traveled of this group of travelers. In

Alternative 8A – Figure 19A

Alternative 9 – Figure 20 PSR April 24, 2006 Zooreport.doc

addition, the loop ramp from northbound BRP to westbound Boston Road crosses the only pedestrian route to the Bronxdale gate. Also the substandard weave on the NB BRP between the on-ramp from Boston Road and the new off-ramp to Bronx Zoo will be retained.

Under Alternative 9, the southbound Boston Road and northbound Bronx Park East approaches to the intersection of Boston Road/Bronx Park East require additional lane capacity in order to accommodate the traffic volume destined for eastbound Pelham Parkway which is reassigned through this intersection from the existing ramp 7E connection to eastbound Pelham Parkway, which is eliminated in this alternative.

The estimated construction cost of Alternative 9 in Year 2002 dollars is approximately $1,438,000.

A break down of the preliminary cost estimate is included in Appendix A.

k) Alternative 10 (Composite Alternative with Components from Alternatives 1A, 2, 3, 4, and 5) - Figure 21 at the end of Section I-Introduction/Project Summary on P. 5

Alternative 10 addresses the mobility, safety and operational efficiency at the intersection of Boston Road/Bronx Park East by combining various alternative components developed for this study. Under Alternative 10, the segment of Boston Road between Bronx Park East and the terminus of the northbound Interchange 6 ramp is closed to vehicular traffic. Northbound exit 7E is widened to two lanes to accommodate additional volume reassigned from Interchange 6 which is destined to northbound Boston Road. The intersection of Boston Road and eastbound Pelham Parkway is operationally reconfigured five-legged intersection with a separate signal phase for ramp 7E. The northbound exit and entrance ramp at Interchange 6 are reconfigured to extend the weaving length on northbound Bronx River Parkway. On the Zoo property, a portion of the parking lot fence is relocated to improve sight distance and the entrance toll plaza is relocated to the west to increase vehicle queue storage.

Under Alternative 10, the southbound right-turn from Boston Road and northbound left-turn from Bronx Park East is prohibited to allow for the closure Boston Road. The elimination of the eastbound approach from Boston Road to the intersection of Boston Road/Bronx Park East enables the elimination of the existing traffic light at Boston Road/Bronx Park East, thus providing uninterrupted traffic flow between Pelham Parkway and Lydig Avenue. Currently the signalized intersection at this location operates at failure (LOS F) conditions during the weekday PM peak period primarily due to high vehicle demand from all approaches. Elimination of the un-signalized T-intersection at the northbound BRP exit ramp with Boston Road and the northbound BRP exit ramp 7E to eastbound Pelham Parkway improves the local traffic flow and improves the safety of the pedestrian crossing of Boston Road at eastbound Pelham Parkway.

Alternative 10 – Figure 21 PSR April 24, 2006 Zooreport.doc

The various alternative components are incorporated in Alternative 10:

Widen NB BRP exit ramp 7E, as necessary, to accommodate diverted traffic due to Boston Road closure (Alternate Component 1A); Close Boston Road between Bronx Park East and NB BRP exit ramp at Interchange 6; (Alternate Component 2); Reconfigure exit and entrance ramps to/from the NB BRP at Interchange 6 to increase weaving distance between the NB BRP entrance at Interchange 6 and the NB BRP exit at Interchange 7 (Alternative Component 3); Relocate the zoo entrance plaza further west to accommodate additional vehicle storage (Alternative Component 4); and Relocate the fence line along the existing zoo parking lot (Alternative Component 5);

Disbenefits of the proposed configuration of Alternative 10 are that local vehicle access to and from the Zoo via Boston Road is eliminated. Vehicles originating from Bronx Park East or eastbound Pelham Parkway must utilize one existing loop ramp of Interchange 7 (BRP/Pelham Parkway) and one existing ramp from southbound BRP at Interchange 6 in order gain access to Bronxdale gate of the Bronx Zoo, and the reconfigured entrance ramp to northbound BRP at Interchange 6 and all three remaining loop ramps of Interchange 7 (BRP/Pelham Parkway) for egress back to Bronx Park East thus increasing the travel time and the vehicle miles traveled of this group of travelers. In addition, the reconfigured northbound entrance and exit ramp of Interchange 6 encroach on two baseball fields and a soccer field in the recreational park area east of the Bronx River Parkway. In addition there is a 100 foot radius curve equivalent to a 20 mph design speed, on the entrance ramp from Boston Road to NB BRP.

The estimated construction cost of Alternative 10 in Year 2002 dollars is approximately $3,568,000.

A break down of the preliminary cost estimate is included in Appendix A.

l) Alternative 11 (Composite Alternative with Components from Alternatives 3, 8, and 9) - Figure 21

Alternative 11 addresses the mobility, safety and operational efficiency in the vicinity of the Bronx Zoo by combining various alternative components developed for this study. This alternative provides direct access to the Bronx Zoo from the northbound Bronx River Parkway via a new loop ramp connection to westbound Boston Road which segregates the zoo-bound traffic from the local street traffic that in the current configuration share the northbound BRP exit ramp at Interchange 6. The northbound BRP exit ramp at Interchange 6 is realigned and terminates at the signalized intersection at Bronx Park East/Boston Road. The reconfigured signalized intersection is aligned with the existing north-south geometry along Boston Road with 15 ft. wide pedestrian sidewalk along the west side of Boston Road.

Alternative 11 – Figure 22 PSR April 24, 2006 Zooreport.doc

Based on the results of capacity analyses, the southbound Boston Road and northbound Bronx Park East approaches to the intersection of Boston Road/Bronx Park East will require additional turning lane capacity. This additional capacity is required to accommodate the traffic volume that is reassigned through this intersection from the existing ramp 7E, which is eliminated in this alternative to improve the safety at the intersection of Boston Road/Eastbound Pelham Parkway. The northbound and southbound Boston Road approaches to the intersection, as well as the northbound Bronx Park East approach all require three lanes. Double turning lanes and exclusive turning phases are warranted for the southbound left-turn and northbound right-turn from Boston Road to southbound Bronx Park East and northbound right-turn from Bronx Park East to northbound Boston Road. In addition to the turning lanes, each Boston Road approach requires a dedicated through lane and the Bronx Park East approach requires a dedicated left-turn lane.

Currently Boston Road and Bronx Park East permit curb side parking on both (east and west) sides of the roadway. In lieu of constructing additional roadway width, approximately 300 ft (12 parking spaces) along both the west side of the southbound Boston Road approach and the east side of the northbound Bronx Park East approach to the Bronx Park East/Boston Road intersection is utilized for the additional turning lanes. With the additional lane capacity and optimized signal timing design, a level-of-service of D or better for the Mid-day and PM peak periods can be achieved for the future 2026 build condition at the signalized intersections at both Bronx Park East/Boston Road and Boston Road/EB Pelham Parkway. The reconfigured signalized intersection eliminates the skewed geometry and related safety issues of the existing intersection.

In addition to the reconfiguration of the Boston Road/Bronx Park East intersection and relocating the Zoo exit further north along the existing service road, various alternative components are incorporated in Alternative 11 including the following:

$ Reconfigure exit and entrance ramps to/from the NB BRP at Interchange 6 to increase weaving distance between the NB BRP entrance at Interchange 6 and the NB BRP exit at Interchange 7 (Alternative Component 3); and

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The estimated construction cost of Alternative 11 in Year 2002 dollars is approximately $5,415,000.

A break down of the preliminary cost estimate is included in Appendix A.

m) Alternative 12 - Realigned NB Exit to Pelham Parkway

Alternative 12 includes realignment of Exit 7E from Bronx River parkway NB to Pelham Parkway introducing two reverse curves so that the gore area on Pelham Parkway EB will be located further west from the intersection of Pelham Parkway and Boston Road. The benefit of this layout includes an additional increment of weave distance to reduce conflict between ramp traffic traveling straight onto Pelham Parkway and the traffic attempting to turn right on to southbound Boston Road. The other advantages include low cost of construction which is about one million dollars and a minimal impact on Parkland. The disbenefits include, the short weaving section thus developed on Pelham Parkway could encourage ramp traffic to cut across three lanes of traffic to turn left onto northbound Boston Road. By encouraging vehicles to use a short weave, a new potential safety problem is created. Therefore this alternative is not recommended.

PSR April 24, 2006 Zooreport.doc Table I Alternative Features Considered

Alternative Description Alternative Features Benefits Possible Disbenefits Alternative Type (1A) Provide exclusive Eliminate existing Reduced green-phase $ Study Area - Secondary Reconfigure Boston signal phase for NB restriction on left- and prolonged red-phase Road/Pelham Parkway BRP (Exit 7E) turn from ramp to for north-south $ Operational - Minor Intersection exiting volume at the NB Boston Road movement on Boston (See Figure 11) intersection of EB Road $ Capital - Medium Pelham Reduce potential Parkway/Boston accidents from Signal phasing conflicts Road currently difficult to with other intersections enforce restricted along Pelham Parkway Maintain segregation left-turn movement of EB Pelham Parkway volume $ Reduce travel time from NB BRP exiting for vehicles coming volume from NB BRP to NB Boston Road by Set EB Pelham eliminating two Parkway stop line intersections-(one further west to signalized and one accommodate the unsignalized) exclusive movements from NB Reduce the number BRP exit 7E of vehicles through Boston Road/Bronx Widen exit to EB Park East Pelham Parkway to intersection by two lanes (as diverting vehicles necessary to bound for NB Boston accommodate Road and EB additional volume) Pelham Parkway to Exit 7E

- - 66 PSR April 24, 2006 Zooreport.doc

Table I Alternative Features Considered

Alternative Description Alternative Features Benefits Possible Disbenefits Alternative Type Increase queue storage on ramp

Change NB and SB BRP signage to identify Exit 7E as Boston Road/EB Pelham Parkway Exit (instead of Exit 6)

Change NB and SB BRP signage to identify Exit 6 as Bronx Zoo/Bronx Park East Exit Reconfigure NB BRP Exit Add directional ramp Eliminates Boston Construction stage $ Study Area - Secondary 7E to Include Additional underneath EB Road bound volume impacts to traffic Branch an Underpass Pelham Parkway from Bronx Park operations at EB Pelham $ Operational - Major Beneath EB Pelham with terminus East/Boston Road Parkway Parkway adjacent to and intersection $ Capital - Major (See Figure 12) north of existing EB Excavation of rock to Pelham Parkway Provides direct construct tunnel area lanes access to Boston Road without EB Permanent impacts to Sign Exit 7E for Pelham Parkway undeveloped park areas Pelham Parkway traffic conflict and Boston Road

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Table I Alternative Features Considered

Alternative Description Alternative Features Benefits Possible Disbenefits Alternative Type

(1B) Add directional ramp Eliminates Boston Construction stage $ Study Area - Secondary Reconfigure NB BRP Exit underneath EB Road bound volume impacts to traffic 7E to Include Additional Pelham Parkway from Bronx Park operations at EB Pelham $ Operational - Major Branch an Underpass with terminus East/Boston Road Parkway Beneath EB Pelham adjacent to and intersection $ Capital - Major Parkway north of existing EB Excavation of rock to (See Figure 12) Pelham Parkway Provides direct construct tunnel area lanes access to Boston Road without EB Permanent impacts to Sign Exit 7E for Pelham Parkway undeveloped park areas Pelham Parkway traffic conflict and Boston Road

(2) Restrict vehicular Provides exclusive Increase traffic demands $ Study Area - Primary Close Portion of Boston access along Boston and direct Zoo on NB BRP exit to EB Road Between NB BRP and Road between BRP access to and from Pelham Parkway $ Operational - Major Bronx Park East to and Bronx Park NB and SB BRP Vehicular Traffic East, while Increase traffic demand $ Capital - Minor (See Figure 13) maintaining Eliminate traffic on SB BRP exit to EB pedestrian access signal at Boston Pelham Parkway Road/Bronx Park Change NB and SB East intersection Increase vehicle miles BRP signage to traveled and travel time identify NB Exit 7E Redirect local traffic for exiting Zoo traffic en

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Table I Alternative Features Considered

Alternative Description Alternative Features Benefits Possible Disbenefits Alternative Type as Boston volumes to major route to EB Pelham Road/Pelham interchange at Parkway or Boston Road Parkway exit Boston Road/Pelham Increase pedestrian Parkway traffic crossing Boston Road at the signalized Widen exit to EB intersection of Pelham Pelham Pkwy to 2 Parkway/Boston Road lanes Increase pedestrian traffic crossing Bronx Park East at the signalized intersection of Bronx Park East/Lydig Avenue

(3) Reconfigure NB BRP Realign entrance Increase weaving Possible encroachment Study Area - Primary Ramps at Interchange 6 ramp from Boston distance along NB onto existing park facilities Capital - Medium (See Figure 14) Road to NB BRP BRP between and exit ramp from entrance from Substandard curve (100’ NB BRP to Boston Boston road and exit radius, 15 mph design Road in the SE to Pelham Parkway speed) on new on ramp quadrant of project from Boston Road to NB area. Reduce accidents on BRP BRP mainline

Increase acceleration

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Table I Alternative Features Considered

Alternative Description Alternative Features Benefits Possible Disbenefits Alternative Type lane length for NB BRP from Boston Road

Increase deceleration length of NB BRP exit to Pelham Park

Increase off – parkway storage length for NB exiting vehicles

(4) Reconfiguration of Improve non-Zoo Relocation of parking Study Area B Reconfigure Existing existing islands at traffic flow, reduce spaces in the Zoo Primary Entrance to Zoo the intersection of traffic congestion, parking lot (See Figure 15) Boston Road/Zoo delay by eliminating Zoo Operations B entrance vehicle queue onto Adjustment of traffic flow Minor Boston Road at the pattern in Bronxdale Zoo Relocate existing Zoo entrance gates parking lot Capital B Minor Zoo entrance toll plaza further west Minimize driver Additional Zoo staff effort into the Zoo property confusion at Zoo required to entrance move/maintain cones Accommodate and direct traffic within greater queuing Zoo parking lot storage area at the

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Table I Alternative Features Considered

Alternative Description Alternative Features Benefits Possible Disbenefits Alternative Type approach to Zoo entrance toll plaza

Improve Zoo entrance signage to attain balanced utilization of all open entrance gates

(5) Reconfigure Zoo Exit Re-align fence at Reduce accident Relocation of existing Study Area - Primary and Zoo Parking Lot Fence Ablind@ curve along potential at the SB parking spaces in the (See Figure 16) SB entrance ramp BRP entrance parking lot Zoo Operations - ramp/Zoo Exit Minor Improve horizontal Additional Zoo staff effort sight distance for Reduce delay at the required to move cones Capital - Minor Zoo exiting and SB south Zoo exit for use of one entrance entrance ramp caused by existing lane as an exit during the vehicles zoo Ablind@ curve PM peak period north of the exit Install AVehicles Entering From Improve Zoo exit Right@ warning sign signage to direct for SB traffic on exiting Zoo visitors entrance ramp to proper exit based on their destinations Utilize existing entrance-only gates Eliminate left-turn as exits during the option from existing

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Table I Alternative Features Considered

Alternative Description Alternative Features Benefits Possible Disbenefits Alternative Type PM peak period Zoo exit

(6) Adjust signal timing Reduce traffic Signal timing conflicts Study Area - Primary Re-time Traffic Signal and to optimize traffic queuing along EB with north/south signal Provide Warning Signage at flow through Boston Road thus phase at the intersection Operational - Minor Boston Road/Bronx Park intersection reduce queuing onto of Boston Road/Bronx East NB BRP Park East (See Figure 17) Provide ASignal Ahead@ flash warning signal for the southbound Boston Road approach

(7) Widen EB Boston Improve non-Zoo Existing pedestrian path Study Area - Primary Widen Boston Road Road between NB traffic flow and width reduced under between Bronx Park East BRP exit and Bronx reduce travel delay BRP overpass Operational - Minor and Bronx Zoo entrance Park East to and congestion (See Figure 18) accommodate two along Boston Road Encroached onto existing Capital - Major EB travel lanes (One in both directions park facilities west of exclusive right- Bronx Park East turning and one shared left-right turning lane)

Widen WB Boston

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Table I Alternative Features Considered

Alternative Description Alternative Features Benefits Possible Disbenefits Alternative Type Road between NB BRP exit and Bronx Zoo gate to accommodate two WB travel lanes (One exclusive left- turning and one zoo entrance storage/bus turnout lane)

Improve Zoo entrance signage to attain balanced utilization of all open entrance gates

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Table I Alternative Features Considered

Alternative Description Alternative Features Benefits Possible Disbenefits Alternative Type (8) Close and remove Eliminate non- Large left-turn traffic Study Area - Primary Reconfigure Intersection of Exit Ramp NB 7E standard weaving volume from EB Boston Boston Road and Bronx distance along NB Road to SB Bronx Park Operational - Major Park East and Eliminate Reconfigure BRP between East Ramp 7E signalized entrance from Capital - Major (See Figure 19) intersection of Bronx Boston Road and Encroachment on park Park East and demolished exit to property, not currently Boston Road to Pelham Parkway used for transportation create a T- facilities intersection Reduce accidents on NB BRP mainline Reconfigure Boston Road (3-lanes and Reduce traffic pedestrian walkway) queuing along NB to extend from BRP and Boston modified intersection Road due to with Bronx Park East improved operation to meet the existing of reconfigured Boston Road at intersection of intersection with NB Boston Road/Bronx BRP Exit ramp at Park East Interchange 6 Improve safety of Reconfigure NB pedestrian crossing BRP Exit ramp at at Boston Interchange 6 to split Road/Bronx Park into two separate East Intersection lanes, one for each direction of travel Eliminate heavy

PSR April 24, 2006 Zooreport.doc

Table I Alternative Features Considered

Alternative Description Alternative Features Benefits Possible Disbenefits Alternative Type conflicting traffic volume movements at Boston Road/EB Pelham Parkway/NB BRP Exit 7E Intersection

(8A) Add a signal at the Offers one more at Same as Alternative 8 Study area – Reconfigure Intersection of end of ramps grade primary and Boston Road and Bronx intersection with crossing option for The roundabout may secondary Park East. Provide a Boston Road people walking and interfere with pedestrian Round-about at Bronxdale cycling to Bronx Zoo traffic Capital intensive Gate. Eliminate amp &E Add a roundabout because of near signalization More expensive than Bronxdale Alt. 8 Calms traffic on Add a lane Boston channelization Road because of and a pedestrian channelization refuge island on EB Pelham Pkwy. At Safely handles the Boston Road traffic

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Table I Alternative Features Considered

Alternative Description Alternative Features Benefits Possible Disbenefits Alternative Type to and from the Zoo. Other features A roundabout is remain same as safer than a signal Alternative 8

(9) Eliminate Exit Ramp Provide exclusive Zoo bound pedestrian Study Area - Primary Direct Access Ramp from NB 7E to EB Pelham direct access exit movement conflicts with NB BRP to Bronx Zoo Parkway ramp from NB BRP to vehicles exiting the ramp Operational - Major Bronx Zoo via Boston from NB BRP From WCS-Bronx Zoo Eliminate stop sign Road Capital - Major (See Figure 20) exit ramp at the Encroachment on park unsignalized Provide exclusive property, not currently intersection of NB direct access exit used for transportation BRP ramp and Boston ramp from NB BRP to facilities Road Boston Road via Interchange 6 Divert local access to the Eliminate SB right turn Zoo from Boston Road or from Boston Road Eliminate heavy Bronx Park East onto WB conflicting traffic Pelham Parkway and SB Eliminate NB left turn volume movements Bronx River Parkway from Bronx Park East at Boston Road/EB Pelham Parkway/NB Eliminate parking (approx. Provide exclusive BRP Exit 7E 300 ft) along the east side turning lanes for EB Intersection of Bronx Park East left turn and right

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Table I Alternative Features Considered

Alternative Description Alternative Features Benefits Possible Disbenefits Alternative Type turn from Boston Substandard weaving section on NB BRP at Road Interchange 8 is retained.

(10) Widen existing exit Eliminate traffic signal Divert pedestrian crossing Study Area - Primary Composite Alternative with ramp NB 7E to EB at the intersection of of Boston Road at the Components from Pelham Parkway, as Boston Road and signalized intersection of Operational - Major Alternatives 1A, 2, 3, 4 and necessary to Bronx Park East EB Pelham 5 accommodate Parkway/Boston Road or Capital - Major reassigned traffic Eliminate heavy Lydig Avenue/Bronx Park (See Figure 21) conflicting traffic East Re-time signal at volume movements at

Boston Road and Boston Road/EB Encroachment on park

EB Pelham Parkway Pelham Parkway/NB property, not currently

BRP Exit 7E used for transportation

Relocate stop line Intersection facilities west of the existing intersection to Provide exclusive Divert local access to the provide exclusive direct access exit Zoo from Boston Road or left-turning ramp from NB BRP to Bronx Park East onto WB movement from NB Boston Road via Pelham Parkway and SB BRP exit ramp to NB Interchange 6 Bronx River Parkway Boston Road Provide additional Divert exiting zoo traffic Eliminate stop sign usage of Boston Road onto NB Bronx River exit ramp at the for zoo-bound Parkway to access Pelham unsignalized pedestrian and local Parkway or Boston Road intersection of NB park users

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Table I Alternative Features Considered

Alternative Description Alternative Features Benefits Possible Disbenefits Alternative Type BRP ramp and Eliminate approximately 16 Boston Road Gain additional parking spaces in the zoo parking spaces parking lot along the west side Increase NB BRP of Boston Road Alter internal traffic flow weaving distance pattern within the zoo between entrance Improve safety along parking lot from Boston Road the NB BRP weaving and exit to EB segment Pelham Parkway Improve line of sight Restrict vehicular for zoo exiting access along Boston vehicles and SB Road for zoo-bound service road traffic en traffic ONLY route to SB BRP

Relocate fence line Improve traffic flow for along the zoo zoo exiting vehicles parking line adjacent to the service road

Eliminate left-turning movement out

of the existing zoo exit

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Table I Alternative Features Considered

Alternative Description Alternative Features Benefits Possible Disbenefits Alternative Type (11) Close and remove Eliminate non- Large left-turn traffic Study Area - Primary Composite Alternative with Exit Ramp NB 7E standard weaving volume from EB Boston Components from distance along NB Road to SB Bronx Park Operational - Major Alternatives 3, 8, and 9 Construct new exit BRP between East (See Figure 22) loop ramp from NB entrance from Capital - Major BRP to WB Boston Boston Road and Encroachment on park Road, exclusively for demolished exit to property not currently zoo-bound traffic Pelham Parkway used for transportation facilities Reconfigure Reduce accidents signalized on NB BRP mainline Pedestrian movement intersection of Bronx conflict along the north Park East and Reduce traffic side of Boston Road Boston Road to queuing along NB between exiting NB BRP create a T- BRP and Boston ramp traffic and zoo- intersection Road due to bound pedestrians improved operation Reconfigure Boston of reconfigured Relocate approximately Road (3-lanes and intersection of 15 parking spaces in the pedestrian walkway) Boston Road/Bronx zoo parking lot to extend from Park East modified intersection Alter internal traffic flow with Bronx Park East Improve safety of pattern within the zoo to meet the existing pedestrian crossing parking lot Boston Road at at Boston intersection with NB Road/Bronx Park BRP Exit ramp at East Intersection Interchange 6 Eliminate parking Eliminate heavy (approx. 300 ft) along the

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Table I Alternative Features Considered

Alternative Description Alternative Features Benefits Possible Disbenefits Alternative Type Reconfigure NB conflicting traffic east side of Bronx Park BRP Exit ramp at volume movements East and west side of Interchange 6 to split at Boston Road/EB Boston Road into two separate Pelham Parkway/NB lanes, one for each BRP Exit 7E direction of travel Intersection

Relocate zoo exit Improve line of sight north of existing for traffic along location service road and zoo exit Widen Boston Road to accommodate three (two right-turn and one thru) NB travel lanes

Widen Boston Road to accommodate three (two right-turn and one thru) NB travel lanes

PSR April 24, 2006 Zooreport.doc

Table I Alternative Features Considered

Alternative Description Alternative Features Benefits Possible Disbenefits Alternative Type Alternative 12 Introducing a $Increase weaving No benefit to Zoo traffic Can be integrated to Realignment of Ramp at realigned ramp to distance and reduce congestion or safety other alternatives Exit 7E from BRP to Pelham possible a weaving conflict between Pkwy section in advance traffic to Pelham Reverse curves on ramp Secondary study of the EB Pelham Pkwy and turning area Pkwy/Boston Road traffic to Boston Short weave presents a Intersection Road safety problem

Low Cost

PSR April 24, 2006 Zooreport.doc

\ 2. Engineering Considerations of Feasible Alternatives

a. Geometrics

All build alternatives have been developed to address the respective operational needs in order to meet the goals and objectives established earlier in this, PSR. The build alternatives have been developed to meet the design criteria, as described in Section III.A.

b. Traffic Forecasts, Level of Service and Safety Considerations

The existing traffic data is based on the latest 24-hour 7-day Automatic Traffic Recorder (ATR) counts conducted in May, 2002 in conjunction with the manual turning movement counts conducted at the selected critical signalized and unsignalized intersections within the project study area. Since this access improvement PSR was originally developed to address the problems and needs identified by the Bronx Zoo, the peak hours selected for analysis coincided with the peak arrival and departure periods at the Bronxdale gate parking lot. The peak arrival periods at the Bronxdale gate was provided by the Bronx Zoo and are presented in Table B. The peak departure period was determined based on field observation.

Although a traffic model was not developed in this PSR, various components of the build alternatives were analyzed based on traffic data projected from the existing (2002) ATR and manual turning movement counts. The Estimated Time of Completion (ETC) for this study was agreed to be 2006. The future analysis period was agreed to be ETC+20 (2026). Traffic growth rate of 0.75% per year was obtained through NYSDOT from NYMTC. The growth rate was applied to project the base traffic volumes for the analysis year 2026 under the build conditions. Respective traffic volumes were projected and distributed to simulate the future build traffic pattern along the project study area. A detail description and discussion of traffic distributors and results of the various level- of-service analyses for the individual build alternatives are presented in Section III.C.1 of this report.

c. Pavement

All of the alternatives, except alternatives 5 and 6 have impact on the existing pavement. Details are described in the description of alternatives. Pavement evaluation and design will be performed as part of preliminary design (Phases I-IV).

d. Structures

No existing structures are affected by the alternative layouts.

e. Hydraulics

No hydraulic features are affected by the alternative layouts.

f. Drainage

Evaluation of impacts from the alternatives to existing drainage was not performed. Drainage system impact evaluation and design will be performed as part of preliminary design (Phases I-IV).

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g. Maintenance Responsibility

Roadway Ownership / Maintenance Jurisdiction Boston Road and Bronx Park East NYCDOT / NYCDOT Bronx River Parkway and Ramps NYSDOT / NYCDOT Pelham Parkway NYCDOT / NYCDOT

h. Maintenance and Protection of Traffic

Evaluation of the maintenance and protection of traffic (MPT) required for the various capital improvement alternatives was not performed for this PSR Coordination with NYCDOT on the proposed MPT schemes will be performed during preliminary design (Phases I-IV)

i. Soil and Foundation

Evaluation of soil and foundation conditions was not performed for this PSR. Soil and foundation evaluation and design will be performed as part of the preliminary design (Phase I-IV).

j. Utilities

Evaluation of impacts from the alternatives on existing utilities was not performed for this PSR. Utility impact evaluation and design will be performed as part of preliminary design (Phases I-IV).

k. Railroads

The developed alternatives for this PSR are not expected to affect any nearby railroads in the vicinity of the project study area.

l. Right-of-Way

Evaluation of impacts from the alternatives on existing right-of-way was not performed for this PSR. A complete right-of-way impact evaluation will be performed as part of preliminary design (Phases I-IV).

However, the existing right-of-way immediate to the Bronx River Parkway is under the jurisdiction of NYSDOT. Areas beyond the NYSDOT right-of-way are most likely under the jurisdiction of the NYC Department of Parks and Recreation.

m. Landscaping Development

Evaluation of landscaping development was not performed for this PSR. Landscape evaluation and design will be performed as part of preliminary design (Phases I-IV) with coordination with the NYSDOT Region 11's Landscape Engineer.

PSR April 24, 2006 Zooreport.doc

n. Provisions for Pedestrians, Including Persons with Disabilities

Impact of the build alternatives to pedestrians cannot be fully evaluated since a pedestrian survey was not conducted in this PSR. A pedestrian survey will be included in the preliminary design phases of this project.

Most of the developed build alternatives will affect existing traffic patterns on the local street network. The proposed traffic pattern changes will reduce local traffic conflicts between pedestrians, bicyclists and vehicles, particularly along Boston Road and Bronx Park East. The existing pedestrian access to the zoo along the north side of Boston Road will be maintained from the intersection of Boston Road and eastbound Pelham Parkway. The existing sidewalks along Boston Road and Bronx Park East are equipped with the ramp curb cuts to benefit persons with disabilities. Curb cut locations will be revised in coordination with the various alternatives.

o. Provisions for Bicycling

Evaluation of provisions for bicycling was not performed for this PSR. Bicycle facility evaluation and design of incorporation with the alternatives will be performed as part of preliminary design (Phases I-IV) to ensure that the intent of the Bronx River Greenway is maintained through the project area.

p. Lighting

Evaluation of the existing lighting condition was not performed for this project. Lighting system impacts and design will be assessed as part of preliminary design (Phases I-IV).

C. Project Costs and Schedule

1. Costs A summary of all alternatives along with their order-of-magnitude construction cost estimates are presented in Table N of this report, in Section V. Detail coat estimates are shown in Appendix A. The costs include factors for mobilization at 4% (includes demobilization), Construction Inspection and Support (C.I. &S) at 15%, Maintenance and Protection of Traffic (MPT) at 5%, and a contingency of 15%.

2. Schedule

Project Phases Projected Completion Dates PSR April 2006 Design Report/Design Approval July 2007 Final Design July 2008 PS & E October 2008 Letting January 2009

IV. Social, Economic and Environmental Considerations

A. Environmental Action Plan (EAP)/NEPA Classification

This project will most likely be classified as Class II. It will follow Class II procedures identified in the NYSDOT Environmental Action Plan (EAP) and the Design Procedure Manual.

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B. SEQRA Classification

NYSDOT regulations in 17 NYCRR Part 15, as reprinted in the Environmental Procedures Manual (EPM), identify actions or classes of actions that would not be expected to generate significant environmental impacts. The SEQRA classification is determined based on the scale of construction activities and the environmental impact thresholds specified in 17 NYCRR 15.14(d). An Environmental Assessment (EA) or Environmental Impact Statement (EIS) is not anticipated for this study in pursuant to SEQRA Type II actions.

C. List of Anticipated Cooperating Agencies

The following is a list of anticipated cooperating agencies likely, but not limited to, be involved throughout the development stages of this project:

- Wildlife Conservation Society - NYS Department of Transportation - NYS Department of Environmental Conservation - NYC Department of Transportation - NYC Department of City Planning - NYC Department of Environmental Protection - NYC Department of Parks and Recreation - Bronx Borough President=S Office - Community District 6 - Community District 11

D. Identification of Potential Social, Economic and Environmental Issues

Due to resource limitations, a full identification of potential social, economic, and environmental issues was not included in this PSR. The main environmental issue will involve coordination with the parkland within the project area.

E. Anticipated Permits and Approvals Required

Environmental regulations have been established to prevent or minimize adverse environmental impacts that could potentially result from a project. A regulatory profile can provide useful insight into the degree of environmental sensitivity that a particular alternative may have relative to others. In addition, it is important to recognize that compliance with the review requirements of many environmental regulations involves time and a review period that could delay the project. Therefore, identification of the environmental permits, reviews and approvals that may be expected to apply to each of the alternatives provides an indication of each alternative=s comparative environmental sensitivity and consequent regulatory complexity.

Anticipated permits and approvals required include:

FEDERAL

NEPA determination for federal-aid Effects on parklands, historic properties or wildlife (Section 4(f))

PSR April 24, 2006 Zooreport.doc

STATE

SEQRA determination State Pollutant Discharge Elimination System Permit (SPEDES)

Air Quality Conformity Determination Noise analysis and abatement plan

LOCAL

This project will not require City Environmental Quality Review (CEQR) or the Uniform Land Use Review Procedure (ULURP), because it will be advanced under SEQRA and NEPA

F. List of Sources Reviewed

The following studies and documents were consulted for relevant information to be used in making the EAP and SEQRA classification recommendation.

NYSDOT Design Procedure Manual, 10/97 (Revised 1/99) Bronx Zoo Traffic Access and Improvement Study for the Bronxdale Gate and Parking Area, 12/82

G. Early Coordination Requirements

Early coordination among the various NYSDOT project teams, the Bronx Zoo, NYPD, and other local elected official are pivotal to the successful development of these projects.

V. Evaluation and Comparison of Alternatives

The following preliminary evaluations describe the levels to which the various feasible alternatives meet the projects goals, as identified in Section III.C.1 of this report. Detailed construction staging and MPT schemes for each alternative have not yet been determined to further assess how well each alternative meets the projects defined goals and objectives. A more comprehensive evaluation should be conducted upon selection of the preferred alternative during preliminary design (Phases I-IV).

A. Evaluation and Comparison

The projects goals, objectives and complete descriptions of each alternative were identified in Section II.D and Section III.C.1 of this report. Table N compares the various alternatives potentials to meet the projects goals and objectives. Each of the identified alternatives will be evaluated and compared based on the following goals:

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Goal #1: Reduce congestion on accesses to Bronxdale Gate of the Bronx Zoo

Goal #2: Improve traffic safety accesses to Bronxdale Gate of the Bronx Zoo

Goal #3: Provide transportation system which supports the Bronx Zoo plan for increased utilization of the Bronxdale Gate and Zoo patronage

Goal #4: Reduce congestion and increase mobility on local street network

Goal #5: Improve safety and reduce accidents on the local streets in the vicinity of the Bronx Zoo including the interchange of BRP/Boston Road, Boston Road/Bronx Park East/EB Pelham Pkwy.

Goal #6: Reduce congestion and increase mobility within the project limits on BRP mainline and ramps.

Goal #7: Improve safety and reduce accidents within the project limits on BRP mainline and ramps

Goal #8: Minimize socio-economic and environmental impacts

PSR April 24, 2006 Zooreport.doc TABLE N Summary of Alternatives

Alt. Alternatives Titles Goal #1 Goal #2 Goal #3 Goal # 4 Nos. Reduce Congestion Improve Traffic Provide for Increased Reduce Congestion and at access to Safety at access to Utilization of the Increase mobility on local Bronxdale gate Bronxdale gate Bronxdale gate & promote Zoo street network Patronage

No Build 1A Reconfigure Boston/Pelham Parkway Intersection ◙ ◙ ◙ } 1B Reconfigure NB BRP Exit 7E to include Additional ◙ ◙ ◙ } Branch and Underpass beneath EB Pelham Pkway 2 Close Portion of the Boston Road between NB BRP and BPE 9 9 ◙ { to vehicular traffic 3 Reconfigure NB BRP Ramps at Interchange 6 } } } { 4 Reconfigure Zoo Entrance 9 ◙ 9 } 5 Reconfigure Zoo Exit and Zoo Parking Lot Fence } 9 ◙ } 6 Re-Time Traffic Signal and Provide Warning Signage at } 9 } } Boston Road/BPE 7 Widen Boston Road between Bronx Park East and Bronx 9 ◙ ◙ } Zoo Entrance 8 Reconfigure Intersection of Boston Road and Bronx Park 9 9 } } East and Eliminate Ramp 7E 8A Reconfigure Intersection of Boston Road and Bronx Park 9 9 9 } East and Eliminate Ramp 7E Improve SB BRP /Boston road interchange 9 Direct Access Ramp from NB BRP to Bronx Zoo } 9 } { (from WCS- Bronx Zoo) 10 Composite Alternative with Alternative 9 9 ◙ } Components 1A, 2, 3, 4, and 5 11 Composite Alternative with Alternative 9 9 9 9 components 3, 8, 9 12 Reconfigure NB BRP Exit to Pelham Pkway to create { { { } weaving section on Pelham Parkway Legend: ◙ Goal Essentially Met } Goal Partially Met 9 Goal Fully met { Goal Not Met

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TABLE N Summary of Alternatives

Alt. Alternatives Titles Goal # 5 Goal # 6 Goal # 7 Goal # 8 Estimated Nos. Improve Safety on local Reduce Congestion Improve Safety on Minimize Socio- Construction street network and Increase mobility BRP mainline and Economic and Cost on BRP mainline and ramps Environmental ramps Impacts

No Build 1A Reconfigure Boston/Pelham Parkway Intersection } } { } $903,000 1B Reconfigure NB BRP Exit 7E to include Additional } } } } $6,197,000 Branch and Underpass beneath EB Pelham Pkway 2 Close Portion of the Boston Road between NB BRP and BPE } { { } $1,440,000 to vehicular traffic 3 Reconfigure NB BRP Ramps at Interchange 6 { } } { $1,598,000 4 Reconfigure Zoo Entrance { { { 9 $107,000 5 Reconfigure Zoo Exit and Zoo Parking Lot Fence } { { 9 $272,000 6 Re-Time Traffic Signal and Provide Warning Signage at } { { 9 $15,000 Boston Road/BPE 7 Widen Boston Road between Bronx Park East and Bronx } } { } $700,000 Zoo Entrance 8 Reconfigure Intersection of Boston Road and Bronx Park } } } { $2,276,000 East and Eliminate Ramp 7E 8A Reconfigure Intersection of Boston Road and Bronx Park } } } { $15,000,000 East and Eliminate Ramp 7E Improve SB BRP /Boston road interchange 9 Direct Access Ramp from NB BRP to Bronx Zoo } { { } $1,438,000 (from WCS- Bronx Zoo) 10 Composite Alternative with Alternative } } } { $3,568,000 Components 1A, 2, 3, 4, and 5 11 Composite Alternative with Alternative } } } { $5,415,000 components 3, 8, 9 12 Reconfigure NB BRP Exit to Pelham Pkway to create { { { } $1,000,000 weaving section on Pelham Parkway Legend: ◙ Goal Essentially Met } Goal Partially Met 9 Goal Fully met { Goal Not Met

PSR April 24, 2006 Zooreport.doc

Section VI Minutes of Meetings, Correspondence and Comments

- - 90

DGM63 BFGIONAL DESIGN SERVICES AGRN'li MENT

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Section VI Minutes of Meetings, Correspondence and Comments

DOOS633 RLGIONAL DESIGN SERVICES AGREEMENT

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DearMt .Y.ing'.

On behalf of the Wildlife Conservation Society ftjwr 7 tvat to thank sell fit giving us the oppvttmwy to bast an active tolc ;n the IItonx Rive: Pa,kwayay ojeet Aflu ecv,e,ving TAMS pselimiouy w,er,wtiees we have some r~8pestio,u we hope Yav will wvsider. the Alternative Ile tmsiagthe aoo's gate, does nat mret ell oa ecsls bczuse h does Jot addreu change eol,rtmg volume of traffic woug InletehzC 6. cs Orion waJld iNol «elite svTkmntially erd more funding would M ncuswuy to acdsigv'be mny auto tsa~c now wvhiv the pa,k w accomvedeu this solo on

Aheme ve k5 ,c onhgme 7 o and puking lot, does now mcc, ovr goela bcuvse we will lost a avbsv ie7 amom,t of pn:k'mg ape es which m f,m reduces mvevve.

Alternet th02 Baanethiz Zoo era only, ¢ m goals. We as" eoggcecc en ahm,ate to this ptgnsal ovdined on the the pr map y area mhcec modi5caom, h of lef le, will tvaivtlfh v waastaM how of traffic within the primary Only area and allows (ot bane, ua of fhetl adjveM parkland_

We believethxt combinedn with tigeage and tatt< signals, ghemmive lA x91 owtt cuspcehens,ve so lMio m the h Wit sat ly,s vas m Lmd .

Once agaic, taunt you far Yom spPPon, we appreciate tM oPpoma¢ity tv panicipale v, this do=ign pro ass and we loot fitwud,v wJ:A'g with yv on tha very iMPortam ytojM.

Sincerely,

lanJp. calanui Semor via ytes:dem Public nrt,'a

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FACSIMILE TRANSNII I I'AL =aRM

Tp- James Van SYkels, TAMS Consultants

Nayan K BM PlaruaiRg & Development, A-I I

FA=MNENIJ1ABQ : (212) 6916754

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fyMMABlISOd ic fi includes an e-mail copy of comments Roan Aizea(Tra1Fc &Se!ery) and Ai chnm(Design) an the UP. Pecan's comments include mostly on the text, howeva, he has raised a concern on widcl6ng ofN!B eat ramp 7E on parkland. Please see how Each WucanaccommodateAbba'scarnations without efforts . At this jcncrure am first priority is to develop a reconmmonded Iryom.

Please develop one twocommaneM Isyouts slab in a line diagem picpng the the best elements 6pm .Itemathas already dcvdoped. Our nmmmmded alternativeincludesa ). Ahrtionof ss:N oseapor6anaf bycoHd.,widen ME Ron). ramp to hmm), AX. 2(irlereesease NH wnving distanceby calso n ramps). Alre 9( Pmmen zoo E O rmtt), and At. 5(rcete !en You also Pianoplease develop e recommended ahatnmYa combining WCS's layoutout if possible, and s.Please!u1llesetwDleyoutsrovsASAP, chat ~K l

t 1 PLEASE ACYJiowtmDE /Ei :ziprf: (71 BI ~-45Fi

t l PI REVIEW AND COMMENT BY

FAaIMItE NUMBER AT 'H£ NYCTCC: 17181 aHZ 6 686

IF YOU HAVE OUE~ONS. CALL I71B1482-465B .",

EPA .. . . NpYAN 8ASU Re Bren fs Bm4a Zp0ACeu Immmvsmanl Study .__-Peoel7

From: RICHARD STEMPEL Tx SASU,NAVAN Oetr 711IQ EIZPM Subject : Re: AaftEPPbarMaiZooAc05slmpr0reman7SWy

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NVSDOTCoutractW0863 FINXIIB.le.lm Bronx River Parkway/Brum, Zao Study Shown, County

MIN'CTFb OF MEETING

DATE: Novcmberl8.21R12 RAMSJOB : 5967 PLACE: WSDOT 1111 . Pleasing 1-firm, TIME: Idwa.m. SUBJECT! ftseipi of Comnrems on Doll Acoew bnprovement Study from Smkebnlder Agencies and ~nrernnl NYSh OT Functional Groups

ATTETOKDS: F King NYSWT RI I M ai Is ds NYSDOT .RI I Planrniceng M EndsUn NYSDOLRII Planning .eL NYSDOT-RII Planning Insurers YSDOT-RII Planning F. L.& NYSDOT-RIPlenaiog SU Elvloennsa NSDORI IDcslgn YNSDOERII Design WeldruAbmed MYSIX7T-III]I I TelRic W eLuca NYSDOT-R Rwl Estate RD CS Bronx E:,ax L. Smmmnmmn YCDOT Planning 1. Van Siskds TAN19 Consultants, Ins. (TAMS)

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coaxNNis Iingwtu "il oYSDOTaammenlsfiomHied.DenvignamdonthReManlsfsmmfromon. VICSBLcoax .NY Somy turning" T p meAOCeaImprovemntSmdyrepondalatOClober9,2002pfavidedlalbempnonoWs meellsg.

P. King summarized the imponana of this Access In:pmvemen : Study and e brief verbal su rcaryotprealtemmivesdevdopcdl0dalewesg

R. DeLucommmvdzed WLS Bronx Znnwmn¢vls is fomuhzed M bvCClobm27,2002 ree to somstronondnee . LN addfiion to glmmatiINs 10 and 9 (asidepoespo In bet Correspondence as the pest allemalives from WCS Bronx Zoo perspedive). Allematt ors Sand 11 were diwussed and could be Nrlburmnsidorcd .

1 . S Wmnan ind'saed Na; h'YCDOT Plannis;y bad no moments a; ;bitime but«quested TAMSWYSDOT m nddbional Iwu(2) copies be prmided byIJYSDOT.

R.DelueenoledIhnWGSHronxZcaw0lbemeetinBwiIbASSemblymm7 . RIcF:undwill presen NYSDOT ideas toraccess impmvemns w Aim.

W. Scann"A poled mat anY)uyrny ucqulsilions will mke a Pruhmum Of 19 Months If NYCDPR Is in favor of Lae acquisilims-longer ifnm in favor. via %77P160MaLvryMlwIVNmaro:n18, 1W1 -I-

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R. Weld offered in discussion an raucrnadve gA to atemadve e presented by pto"imn g -PCestdae, table amts at all robot aplnnarhes to the Bronx Park BostfBOSmn Ranged intersection : -Asignalized iv onfixtheGreenwaycm gofBeameRomnetweenUmax Park Fort and the Bmnx RieerPVkway, -A vehicle roundabout at the Bronx 75w gates', and -Relocation of theTrades Zonabuse fatthuyear with i n theZenparking let. hand was A aketrJl of me modi6cations prcparcd at me annealing and is included In these mal discussed oan pp was for any defeating it. numbasumme ofmvlng¢asvnsan, .ssed.

meorna donwasra whet l eAlteeaI mfi RoatoadatbautWeenensirm me ornamented axis romp to, awl Pa w termmfm Firm the lBoston he of Bronx River Parkway salwy andnd operations,opermlom, dm atmslao of then tamps is required.

R Da aotcd that Itle kcal Community Bands should be imolvW. CB 7 Dispim Manager R ho Unable and C9It Nuarict Manager john From,

M .Patel rmamll titionaliemake fur aldl a networkeovnrk is Almost M R Additional traffic data issue collated at esthound Pelham Parkway and Boson Road ialeaation. M. Peml alad6ed Nal am COASIM does require origin and dmtinatian data.

NYSDOt wIlNmeommenmreccio heAcis mrednga mnNe in am u tAMS ofiis meet g,ng,wol e e phase of the Access bereavement Study in Secure vi to late M fowatded on to next phase of designdesign,.

NYSDOt will trend a messing with NYfDPR want ft . Lteluca be able N=PR N`YSD(YBMCS cnmmenle.

RespxtfullyBuaMned,

lames Van sickels trz0r0y VC File 5967RI

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