Executive Summary
The Federal Highway Administration (FHWA), in cooperation with the New York State Department of Transportation (NYSDOT), has prepared this Final Environmental Impact Statement (FEIS) to identify Alternative BR-5 as the preferred alternative to address the needs and meet the goals and objectives established for the Kosciuszko Bridge Project. The Kosciuszko Bridge carries a 1.1-mile segment of the Brooklyn-Queens Expressway (BQE, Interstate 278) from Morgan Avenue in the borough of Brooklyn (Kings County) to the Long Island Expressway (LIE, Interstate 495) interchange in the borough of Queens (Queens County), as shown in Figure ES-1. The bridge carries BQE traffic over Newtown Creek, which forms the border between Brooklyn and Queens in this area. While the BQE is signed as an east-west route, the highway is one of New York City’s few north-south interstates, serving a high volume of commuter and local traffic as well as a significant amount of truck traffic, which is prohibited from neighboring parkways. Improvements are needed to address safety, operational, and structural deficiencies currently affecting the bridge.
A. INTRODUCTION
This FEIS has been prepared to meet all the requirements of both the federal National Environmental Policy Act of 1969 (NEPA) and New York’s State Environmental Quality Review Act (SEQR). This document also fulfills all requirements of the following regulations:
Section 4(f) (49 USC 303) of the U.S. Department of Transportation Act of 1966;
Section 6(f) (16 USC 4601-4 to 4601-11) of the Land and Water Conservation Fund Act of 1965; and
Section 106 of the National Historic Preservation Act.
The implementation of each of the Build Alternatives has the potential to significantly affect the environment. As such, this project is a Class I project under NEPA as defined in Title 23 of the Code of Federal Regulations (CFR) 771, Section 771.115 and a Non-Type II (EIS) project under SEQR as defined in Title 17 of the New York Codes, Rules and Regulations (NYCRR) Part 15.
A Draft Environmental Impact Statement (DEIS), published in March 2007, summarized the need for improvements to the Kosciuszko Bridge and evaluated the potential impacts associated with a No Build Alternative and five Build Alternatives.
The purpose of the NEPA process is to examine and consider the potential impact on the human and natural environment of all federally funded projects so that informed decisions can be made regarding the commitment of resources. Following publication of the DEIS, all interested parties had the opportunity to comment upon its findings. These comments were reviewed and considered in the selection of the preferred alternative. The FEIS serves as
Kosciuszko Bridge Project ES-1 September 2008 Final Environmental Impact Statement Executive Summary
NYSDOT’s recommendation of an alternative to FHWA for final approval in a Record of Decision (ROD).
The FEIS for the Kosciuszko Bridge Project has been widely distributed to interested and affected agencies, organizations, and individuals and to all parties that provided substantive comments on the DEIS. Copies have also been placed in each of the project’s repositories (see Table ES-1). Additional copies may be requested by contacting Robert Adams, P.E., Project Manager, NYSDOT, 47-40 21st Street, Long Island City, NY 11101; (718) 482-4683; [email protected]. The document is also available on the NYSDOT website: https://www.nysdot.gov/portal/page/portal/regional-offices/region11/projects/kosciuszko-bridge- project.
TABLE ES-1: PROJECT REPOSITORIES TO WHICH FEIS WAS SENT Location Contact Name Phone Brooklyn Borough President’s Office Alvin Goodman 718-802-3816
Brooklyn Community Board #1 Gerald Esposito, District Manager 718-389-0009
Brooklyn Public Library - Greenpoint Branch Mel Gooch, Branch Librarian 718-349-8504
Brooklyn Public Library - Leonard Branch Morris Denmark, Branch Librarian 718-486-3365
Queens Borough President’s Office Mark Scott 718-286-2828
Queens Community Board #2 Debra Markell, District Manager 718-533-8773
Queens Community Board #5 Gary Giordano, District Manager 718-366-1834
Queens Borough Public Library – Maspeth Branch Usha Pinto, Community Library Manager 718-639-5228
Queens Borough Public Library – Sunnyside Branch Anne Bagnall, Community Library 718-784-3033 Manager
New York State Department of Transportation Robert Adams, P.E., Project Manager 718-482-4683
Parsons Corporation Anthony Lee, AICP, Consultant Team 212-266-8523 Project Manager, c/o Catherine Zacchea, Planner Note: Call for library hours or to schedule an appointment to view the documents at the other sites. All sites are handicapped accessible.
B. PREFERRED ALTERNATIVE
Based on the analysis presented in the DEIS and comments received following its publication, NYSDOT has identified Alternative BR-5 as the project’s preferred alternative. Alternative BR- 5 would replace the existing bridge by building two new parallel bridges on the eastbound side of the existing bridge. The existing bridge would then be demolished and a new bridge structure would be built in its place. When completed, the three new bridges would carry five lanes of eastbound traffic and four lanes of westbound traffic and have standard lane widths and shoulders. The new bridge would also include a bikeway/walkway on the north side of the bridge. Construction of this alternative would take approximately 60 months and cost $630 million (2005/2006 dollars).
This alternative best addresses the project’s goals and objectives, as developed in conjunction with the project’s Stakeholders Advisory Committee (SAC). Comments received from the
Kosciuszko Bridge Project ES-2 September 2008 Final Environmental Impact Statement Executive Summary general public, elected officials, and agencies indicate strong, broad-based support for this alternative.
Any of the Bridge Replacement Alternatives would provide superior safety, operational, and structural improvements over the Rehabilitation Alternatives. Each of the Bridge Replacement Alternatives would meet the project’s purpose and need by providing standard lane widths, standard shoulders, and significantly improved grades across the entire facility. They would also provide the most substantial improvements to traffic operations. Finally, because they would consist of entirely new structures that take advantage of modern engineering technology and construction techniques, their design life and future maintenance needs are superior to alternatives that would rehabilitate the existing 68 year old bridge, while eliminating the structural vulnerability of the deck and through trusses on the existing bridge.
Alternative BR-5 stands out from the other two Bridge Replacement Alternatives in a number of areas. Its design includes construction of two new bridges on the eastbound side of the existing bridge to carry traffic during demolition of the existing bridge and construction of a third bridge in its place. This design allows for simplified construction staging and minimizes the need for temporary structures, resulting in a shorter construction duration than Alternative BR-2 (1 year longer) and lower cost than both Alternatives BR-2 ($82 million more) and BR-3 ($62 million more).
Alternative BR-5 also provides the greatest benefit and fewest impacts to the surrounding community. In Brooklyn, Alternative BR-5 shifts the highway to the south, moving it further away from residences on Meeker Avenue between Van Dam Street and Hausman Street, providing noise reduction and visual benefits to these residences. This alternative also provides the greatest opportunity for new and improved parkland; Alternative BR-5 will create over 15,000 m2 (161,000 ft2, 3.7 acres) of new parkland in Brooklyn and Queens. With the exception of one of the Rehabilitation Alternatives, Alternative BR-5 has the least impact on nearby businesses and employees.
C. PUBLIC OUTREACH AND AGENCY COORDINATION
The public outreach and agency coordination program for the Kosciuszko Bridge Project was established to ensure that the project would be supported by a comprehensive and extensive program of public outreach and involvement activities. The program’s principal objective was to facilitate open lines of communication and information-sharing, active engagement, and maximum participation of the public throughout the scoping process, Alternatives Analysis, and development of the DEIS and FEIS. This was achieved through a cooperative approach that involved city, state, regional and federal agencies; elected officials; community boards; civic organizations; residents; business interests; regional transportation and environmental groups; and other interested stakeholders and constituencies.
Early in the project, NYSDOT created a SAC of interested constituencies and potentially affected stakeholders to advise the Project Team throughout the EIS process. The committee includes representatives of elected officials, key agencies, civic organizations, business associations, community boards, and regional transportation interests. The committee, which has met 35 times since the project’s inception, has assisted the Project Team in the development of goals and objectives for the project, screening alternatives, reviewing project data, and providing input into a wide range of project design issues. Finally, the SAC has
Kosciuszko Bridge Project ES-3 September 2008 Final Environmental Impact Statement Executive Summary played a crucial role in the public outreach program, serving as ambassadors to the community at large and sharing local concerns with the Project Team.
Coordination with other agencies has included an Inter-Agency Advisory Committee (IAAC) and numerous meetings and correspondence. The IAAC includes representatives of federal, regional, state, and local agencies; utility companies; and the SAC. It has met roughly annually during the scoping and Alternatives Analysis phases of the project to discuss progress, raise issues, and facilitate inter-agency coordination. In addition to the IAAC, when relevant, the Project Team met individually with agencies to discuss specific issues under their jurisdiction. More than 20 meetings and 20 letters have kept agencies up-to-date on the project and ensured that the DEIS and FEIS would meet their regulatory needs.
In an effort to gather information from as many stakeholders as possible, the Project Team reached out to the public by means of a wide variety of techniques. In addition to the SAC, interactive components of the program included public scoping meetings (two), open houses (nine), small group meetings (42), community bus tours (three), and outreach to potentially affected businesses (34 site visits and meetings).
Public access to project documents was provided through regular updates of the project website and the 11 project repositories. Informational components of the program also included widespread distribution of two project newsletters, a fact sheet, and meeting notifications to a mailing list of over 800 individuals and organizations. Flyers and Frequently Asked Questions documents were distributed to residents and businesses in the vicinity of the Kosciuszko Bridge by mail and by hand. In order to provide opportunities for maximum participation by stakeholders and constituencies in this diverse project area, numerous materials were prepared multi-lingually, in Polish, Spanish, and Italian, as well as English.
In April 2007, following publication of the DEIS, NYSDOT held two Public Hearings, one each in Brooklyn and Queens, to present the findings of the DEIS and receive comment from the public and other agencies. The widely advertised Public Hearings included formal presentations that provided an overview of the DEIS and a comparison of the alternatives and opportunities for attendees to provide oral testimony. Each Public Hearing was accompanied by a continuous Open House that provided an informal opportunity for the public to review exhibits and discuss the project on a one-on-one basis with agency and consultant staff. Over 200 people attended the two meetings and 19 provided oral testimony. An additional 43 written statements were received during the 85-day comment period.
D. PROJECT HISTORY AND BACKGROUND
The Kosciuszko Bridge, named after the Polish-born Revolutionary War hero Thaddeus Kosciuszko, was completed and opened to traffic on August 24, 1939. Built prior to the BQE and the LIE, the bridge connected to Meeker Avenue between Morgan and Kingsland Avenues in Brooklyn and to Laurel Hill Boulevard near 54th Road in Queens. The first section of the BQE, between the Williamsburg and Kosciuszko Bridges, was completed in 1950, with the rest of the highway completed by 1960. Reconstruction efforts in the 1960s created the existing ramp configuration at the BQE-LIE interchange and eliminated the two sidewalks on the bridge.
Over the past two decades, NYSDOT has spent considerable time and effort maintaining the Kosciuszko Bridge in safe working order, resulting in both significant expenditures and disruption to traffic operations. Most recently, between July 2005 and December 2006,
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NYSDOT completed a $6 million resurfacing and deck repair project in an effort to keep the bridge operating safely until a more permanent solution could be implemented.
Based on biennial inspections that found the overall condition of the viaduct to be “poor” to “fair,” NYSDOT initiated the Kosciuszko Bridge Traffic Operations Study in 1995, to consider alternatives to rehabilitate the bridge, with and without the construction of a new adjacent bridge. The study found that, while, from a structural standpoint, the bridge could be rehabilitated in thirds by closing two lanes at a time, the local street network was incapable of handling the diverted traffic. It also found that, without any additional capacity, operating conditions on the existing bridge would continue to deteriorate, resulting in severe congestion on the highway and several ramps. Upon its review of the potential impacts of the proposed project, FHWA and NYSDOT concluded that it was appropriate to prepare a DEIS to identify and evaluate the transportation, social, economic, and environmental impacts of possible solutions.
E. PROJECT SETTING
The Kosciuszko Bridge is located within a dense urban area, with a mix of industrial, manufacturing, and residential land uses. In Brooklyn, the area south of the Kosciuszko Bridge is predominantly industrial and manufacturing from Kingsland Avenue to Newtown Creek, with a few clusters of row houses south of Lombardy Street. There is also a public park, Sergeant William Dougherty Playground, located at the corner of Vandervoort Avenue and Cherry Street. North of the Kosciuszko Bridge, between Kingsland Avenue and Van Dam Street, residential uses dominate, with some ground floor retail uses in the properties fronting on Meeker Avenue. East of Van Dam Street, land uses are entirely industrial and manufacturing. In Queens, land uses are predominantly manufacturing and industrial, with a handful of residential properties scattered throughout the area and Old Calvary Cemetery located to the west of the Kosciuszko Bridge. Forming the border between Brooklyn and Queens in this area is Newtown Creek, a navigable waterway lined with industrial uses.
The existing roadway section on the Kosciuszko Bridge is a divided travelway with a total of six through lanes (three eastbound and three westbound). The bridge is constructed of several different structure types and includes the following segments:
Brooklyn Connector – low level concrete viaduct with closure walls, between Morgan Avenue and Varick Avenue;
Brooklyn Approach – steel section, between Varick Avenue and Newtown Creek;
Main Span – steel section over Newtown Creek; and
Queens Approach – steel section, between Newtown Creek and the LIE interchange.
F. NEED FOR THE PROJECT
The Kosciuszko Bridge, which is over 68 years old, no longer functions as initially intended. In its original configuration, it connected Meeker Avenue in Brooklyn, a 4-lane arterial, to Laurel Hill Boulevard in Queens, also a 4-lane arterial. With the construction of the BQE a decade later, the Kosciuszko Bridge became an integral part of the interstate highway system, and later
Kosciuszko Bridge Project ES-5 September 2008 Final Environmental Impact Statement Executive Summary was modified during the 1960’s to carry six lanes of traffic (three lanes in each direction). Currently, over 160,000 vehicles use the bridge each day. The bridge’s high traffic volumes, when combined with an existing vertical profile that is not in compliance with modern standards for an interstate highway, results in unacceptably high accident rates and excessive delays to traffic.
The project’s needs fall into four broad categories: Safety, Structural, Operational, and Environment/Community. While the DEIS notes that the first need, Safety, focuses upon lowering accident rates, two other needs, Structural and Operational, are essential in reaching the overall goal of improving safety for all bridge users and the general public. In meeting these safety and operational needs, the project would also meet the local community’s stated objectives to minimize property takings and impacts during construction and post-construction. These needs, summarized below, guided the Alternatives Analysis Process described in the DEIS and the following section.
F.1. Safety Needs The existing vertical profile results in an unacceptably high accident rate – as much as six and a half times the statewide average for similar facilities. Over ninety percent of the accidents analyzed on the Kosciuszko Bridge were either rear-end or overtaking accidents, which can be attributed to a non-standard vertical stopping sight distance combined with heavy traffic volume (and the resultant driver behavior problems). These two types of accidents are strong indicators of congested conditions where traffic is either being forced to slow down or make abrupt lane changes. Additional contributing non-standard features include inadequate horizontal stopping sight distance, insufficient shoulders, narrow lane widths, and insufficient acceleration/deceleration lanes.
F.1.a. Vertical Profile and Non-Standard Vertical Stopping Sight Distance Sight distance is the length of the roadway ahead that is visible to a driver. Stopping sight distance combines this distance with the design speed of the roadway to determine how far in advance a driver must see an obstruction (e.g. a stopped vehicle in his or her path) in order to stop before hitting it.
The existing vertical stopping sight distance on the Main Span (95 m [312’-0”]) falls well short of the current interstate highway standard (185 m [607’-0”]). The bridge, which has a vertical clearance of 38 m (125’-0”), was originally designed to accommodate the early 20th century needs of maritime traffic on Newtown Creek, a need that no longer exists. Therefore, excessively long grades exist on the approach or deck truss spans, which negatively affect traffic safety and operational conditions, as discussed in the next section.
Combined with frequent obstructions caused by accidents and inconsistent traffic flow due to congestion, this unacceptable vertical profile and stopping sight distance exacerbate the propensity for accidents on the highway and bridge.
F.1.b. Insufficient Shoulders and Non-Standard Horizontal Stopping Sight Distance Throughout the project limits, the shoulders on the BQE and ramps are insufficient to provide safe refuge for disabled vehicles. While the standard is 3.0 m (10 ft), the right shoulder of the BQE ranges from 1.52 m (5’-0”) on the Brooklyn and Queens Approaches to as little as 152 mm
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(6”) on the Main Span. The left shoulder is consistently 0.3 m (1’-0”), instead of the standard 1.2 m (4 ft). Similar conditions exist on the ramps, where shoulders are generally 0.61 m (2’-0”) or less. Incidents on the bridge therefore result in disabled vehicles remaining in the travel lanes. This impedes traffic flow and endangers both the occupants of the disabled vehicle and other vehicles on the BQE. In addition, the curving nature of the horizontal alignment of the BQE in this area and the absence of shoulders (which provide a broader field of vision) result in unacceptable horizontal stopping sight distance along much of the roadway within the project limits.
F.1.c. Narrow Lane Widths The travel lanes on the Kosciuszko Bridge narrow from standard 3.6 m (12 ft) wide lanes on the approaches to 3.3 m (10’-10”) on the Main Span. The reduced lane widths, combined with non- standard shoulders and sight distances, are the main contributing factors to frequent accidents.
F.1.d. Insufficient Acceleration/Deceleration Lanes Insufficient acceleration/deceleration lanes increase the likelihood of accidents, because vehicles are forced to merge into or out of traffic traveling at significantly different speeds. The inadequate acceleration lanes at the Vandervoort Avenue entrance ramp, 38 m (124′-8"), and at the westbound BQE entrance ramp from the LIE, 27 m (88′-7"), which are 15% and 11%, respectively, of the recommended 255 m (838’-7”) length, contribute to the high accident rates at these locations. The Vandervoort Avenue entrance ramp has an accident rate 30 times the statewide average for similar entrance ramps; accidents at the westbound entrance ramp from the LIE are five times the state average. The situation at the existing deceleration lane at the Meeker Avenue/Morgan Avenue exit ramp is similar. The length of the ramp, 20 m (65′-7"), is 15 percent of the recommended 135 m (443’-11”) length, and accident rates at this location are nine times the state-wide average.
F.2. Operational Needs Three specific needs have been identified as directly related to operational conditions within the project limits: level of service, vehicle hours of delay, and steep grades.
F.2.a. Improve Level of Service The BQE and local street network in the Kosciuszko Bridge Project study area currently operate with appreciable delay during peak hours. Level of Service (LOS) is a qualitative measure of the operational conditions of a roadway, based on service measures such as speed and travel time, freedom to maneuver, traffic interruptions, comfort, and convenience. Letters are used to designate service, from A to F, with LOS A representing the best operating conditions and LOS F the worst. Most locations on the mainline BQE operate at LOS D or worse during both peak hours, with LOS E or F prevailing at many locations. Many of the ramps in this area also operate at LOS E or F during both the a.m. and p.m. peak hours. In addition, many turning movements and approaches along Meeker Avenue currently operate at unacceptable levels of service.
Future operating conditions are expected to further deteriorate with more locations operating at unacceptable levels of service. Delays and travel time would increase as demand for the already congested highway facilities grows. Additional highway and ramp elements would operate at LOS E or F, and existing areas of poor operation would worsen.
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The poor operating conditions on the bridge result from both capacity and non-standard geometric deficiencies. Many of the factors related to safety concerns also contribute to operational problems: steep grades, insufficient shoulders and acceleration/deceleration lanes, narrow lanes, and non-standard stopping sight distance all result in lower speeds and increased congestion. The poor operating conditions, in turn, compromise safety by contributing to the high number of rear-end and overtaking collisions. In addition, medium and heavy trucks, which represent as much as 18 percent of vehicles that enter the BQE within the project limits during peak hours, require wider lanes and lower grades to operate safely and efficiently.
F.2.b. Vehicle Hours of Delay The poor levels of service directly result in excessively high number of vehicle hours of delay, estimated to be approximately 705 hours in the a.m. peak hour and 816 hours in the p.m. peak hour. The vehicle hours of delay can, in turn, be both an indicator of operating conditions and to a certain extent, a measure of the infrastructure’s ability to support and promote economic development in the immediate area and region.
F.2.c. Reduce Steep Grades/Excessive Climbing Length Because of the steep grade of the existing roadway (over 4 percent in some areas) and its excessive length, it is difficult for large trucks on the BQE to maintain speed and for those entering the highway to accelerate. This effect, combined with the inadequate lane widths and substandard entrance lane length forces all traffic to slow down.
F.3. Structural Needs The change in use over the last half century has taken its toll on the structure. Despite comprehensive repairs by NYSDOT over the last two decades requiring $60 million, the structural condition of the Kosciuszko Bridge is deteriorating. The 2006 Biennial Inspection Report indicates that many structural elements of the bridge exhibit severe deterioration and require extensive repair or full replacement, such as the concrete filled steel grid deck and floor system members, including stringers and cross beams. Among the floor beams, steel towers of the main span, and truss diagonals, it is anticipated that approximately 10-20% of those members and connections will require replacement although the full extent of the repairs cannot be determined without an in-depth inspection. With such extensive deterioration, the bridge requires a yearly inspection effort of 1.5 months with three weeks of lane closures and impacts to traffic.
Other structural deficiencies are noted in the report as well. The failure of the longitudinal joint under the median barrier and all the transverse joints in the roadway has allowed water to leak through the deck causing its deterioration and the corrosion of many of the steel members below. In addition, many of the steel stringers and floor beams need significant repairs. Similarly, the concrete superstructure of the Brooklyn Connector shows signs of severe deterioration and requires replacement. Most of the structural deterioration has been caused by the leaking roadway joints, which occur at every span of the bridge.
In addition to the continuing deterioration, the bridge is vulnerable to fatigue. Fatigue is a failure of structural steel members under repeated load (such as traffic loads), which is progressive in nature. It starts with a failure in the crystalline structure of the metal, followed by the development of a crack, which gradually increases in size until the member fails. Crack initiation
Kosciuszko Bridge Project ES-8 September 2008 Final Environmental Impact Statement Executive Summary usually occurs at a point of stress concentration, such as a hole or weld. Old riveted steel members and welded connections are particularly prone to fatigue. A structural integrity evaluation found that various components are susceptible to failure. This evaluation identified a significant number of steel members and details with a remaining safe fatigue life ranging from 0 to 10 years. Specifically, there are non-redundant diagonal members with zero safe life remaining in all of the steel trusses, which support 21 approach spans and the main span of the bridge. Additionally, fatigue problems were noted in the crossbeams and crossbeam connections to the deck and to the stringers in all of the steel spans of the bridge. The vulnerable members can be strengthened, or replaced in some cases. However, since the bridge has been in service for over 68 years, and accumulated damage would remain, fatigue would remain a concern and extensive inspections will be required on an ongoing basis.
The vertical clearance under the Queens Approach at 54th Road (4.1 m [13’-4”]) and 54th Avenue (4.3 m [14’-0”]) do not meet the minimum vertical clearance of 4.4 m (14’-5”), indicating that the spans are vulnerable to failure due to a vehicular collision.
In addition to repair and maintenance needs, the bridge does not meet current seismic standards and would need to be retrofitted.
F.4. Environmental/Community Needs In 1998, NYSDOT implemented an Environmental Initiative to foster a new ethic in the department. NYSDOT has moved from a policy of simple regulatory compliance to one where the department is now using its engineering and construction capabilities to become an important part of the state's efforts to enhance its environment. As a result of the initiative, NYSDOT now incorporates major contributions to the improvement of New York's environment as a part of its normal work, often with little or no additional dollar cost.
The Greenpoint community in Brooklyn and the West Maspeth community in Queens both provide opportunities for enhancements to be incorporated into each of the Build Alternatives under consideration. Both areas are underserved by passive and active recreation facilities and are lacking in visual quality and streetscaping amenities. Additionally, with the removal of the pedestrian walkway from the existing bridge in 1967, non-motorized connections across Newtown Creek are limited. That reconstruction effort also disconnected the drainpipes on most of the bridge from the underground sewer line that carried the stormwater to Newtown Creek; today the drainpipes release the water onto the ground where it flows across the ground to the creek.
G. PROJECT GOALS AND OBJECTIVES
Working closely with the SAC, the Project Team developed a series of goals and objectives for the project. The following seven broad goals were identified and provided the basis for developing and evaluating the alternatives:
For all modes of transportation, improve mobility, safety and access, and reduce congestion within the study area.
Protect and/or enhance the environment, including natural resources and open space.
Protect and/or enhance the integrity of residential neighborhoods.
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Maintain the viability of institutional and business communities.
Protect and/or enhance cultural, historic and archaeological resources.
Recognize the interrelationships between land use and transportation.
Provide an open, inclusive, transparent and responsive EIS process that includes a proactive, comprehensive and ongoing public participation program.
H. COMPARISON/DESCRIPTION OF ALTERNATIVES
NYSDOT conducted an Alternatives Analysis process that was designed to identify alternatives consistent with the project’s goals and objectives, in accordance with NEPA’s requirement that all reasonable alternatives be considered in the DEIS. As indicated below, the Alternatives Analysis process considered a wide range of alternatives and ultimately narrowed these down to a manageable number for detailed study in the DEIS.
H.1. Alternatives Considered During the public scoping process (November 2001 to July 2002), NYSDOT gathered comments and suggestions for alternatives through Public Scoping Meetings and small group meetings with elected officials, community groups, and business organizations. These suggestions were combined with recommendations from the Project Team’s internal studies to create an original “Long List” of alternatives. The following guidelines were considered in developing the Long List of alternatives:
Each alternative should maintain all present access locations and highway connections, or their equivalents.
Each alternative must maintain a minimum of six lanes of traffic (three in each direction) during most of the day and evening throughout construction. These six lanes could be on the existing structure, on a new structure, or on a temporary structure.
Property impacts should be minimized as much as practical, potentially by locating temporary or new structures over existing streets.
The Long List of alternatives consisted of 26 alternatives – the required No Build Alternative and 25 Build Alternatives. These included:
No Build Alternative – serves as a baseline for comparison;
Rehabilitation Alternatives (3) – would rehabilitate the existing structure in kind;
Rehabilitation with Auxiliary Lanes Alternatives (7) – would rehabilitate the existing structure and add lanes between the entrance and exit ramps in Brooklyn and Queens by widening the existing structure or constructing a new permanent structure on one side of the existing bridge;
Bridge Replacement Alternatives (12) – would replace the existing bridge with a new bridge; and
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Tunnel Alternatives (3) – would replace the existing bridge with a tunnel.
The Long List of alternatives was evaluated through a two-step process designed to select the alternatives most likely to meet the project’s purpose and need. The SAC was an active participant in this iterative evaluation process, which focused on increasingly detailed analysis of progressively fewer alternatives. The alternatives that emerged at the end of the screening process (Alternatives RA-5, RA-6, BR-2, BR-3 and BR-5) were analyzed in detail in the DEIS.
H.2. DEIS Alternative Development With the list of Build Alternatives narrowed to five, further engineering, traffic, and environmental studies could be completed and the alternatives developed to a preliminary design level.
H.2.a. No Build Alternative The No Build Alternative, shown in Figure ES-2, would make no physical or operational improvements to the Kosciuszko Bridge but would continue NYSDOT’s ongoing maintenance program. The existing bridge, with its three eastbound and three westbound lanes, steep grades, narrow lane widths, and non-standard shoulders, would remain as it is today. Provisions for pedestrians and bicyclists would not be provided.
H.2.b. Build Alternatives Because each of the Build Alternatives was designed to address the project’s goals and objectives, many of the elements are similar or identical. The following are features common to the Build Alternatives:
Any new structures would be built approximately 11 m (35 ft) lower than the existing bridge at the Main Span over Newtown Creek, allowing grades and vertical sight distance to be improved;
A temporary bridge would be built over the travel lanes of eastbound Meeker Avenue between Morgan Avenue and Porter Avenue to allow for the reconstruction of the Brooklyn Connector;
A two lane Vandervoort Avenue entrance ramp to the eastbound BQE and at least one eastbound auxiliary lane would be constructed to improve merging between the entrance ramp and the LIE interchange;
At least one westbound auxiliary lane would be constructed to improve merging between the LIE interchange and the Meeker Avenue/Morgan Avenue exit ramp;
Construction materials and equipment would be barged to temporary loading platforms on each side of Newtown Creek in order to minimize traffic impacts on local streets; and
“From above” construction techniques, which use cranes attached to previously constructed sections of the bridge, would minimize the need to place cranes either on private property or on local streets.
Specific details of each Build Alternative are described below:
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ALTERNATIVE RA-5 Alternative RA-5, shown in Figure ES-3, would rehabilitate the existing bridge and construct a new parallel bridge on the eastbound side. When completed, the new bridge would carry three lanes of eastbound traffic with standard lane widths and shoulders. The existing bridge would be rehabilitated and continue to carry six lanes of traffic (two eastbound, four westbound), maintaining the existing narrow lane widths, non-standard (narrow) shoulders and steep grades. The parallel bridge would be built first, so that six lanes of traffic could be maintained while the existing bridge is rehabilitated, half at a time. A temporary bridge would be required in Queens over Laurel Hill Boulevard between 54th Avenue and 55th Avenue. Construction of this alternative would take approximately 45 months and cost $610 million (2005/2006 dollars).
ALTERNATIVE RA-6 Alternative RA-6, shown in Figure ES-4, would rehabilitate the existing bridge and construct a new parallel bridge on the westbound side. When completed, the new bridge would carry three lanes of westbound traffic with standard lane widths and shoulders. The existing bridge would be rehabilitated and continue to carry six lanes of traffic (two westbound, four eastbound), maintaining the existing narrow lane widths, non-standard (narrow) shoulders and steep grades. The parallel bridge would be built first, so that six lanes of traffic could be maintained while the existing bridge is rehabilitated, half at a time. A temporary bridge would be required in Queens adjacent to the eastbound side of the bridge between 54th Avenue and 55th Avenue. Construction of this alternative would take approximately 45 months and cost $565 million (2005/2006 dollars).
ALTERNATIVE BR-2 Alternative BR-2, shown in Figure ES-5, would replace the existing bridge by building new parallel bridges on both sides of the existing bridge – one temporary, one permanent. The existing bridge would then be demolished and new bridge structures would be built in its place. When completed, the three new bridges would carry five lanes of eastbound traffic and four lanes of westbound traffic and have standard lane widths and shoulders. Construction of the parallel bridges would allow six lanes of traffic to be maintained while the existing bridge is demolished and the alternative completed. Construction of this alternative would take approximately 72 months and cost $712 million (2005/2006 dollars).
ALTERNATIVE BR-3 Alternative BR-3, shown in Figure ES-6, would replace the existing bridge by building new parallel bridges on both sides of the existing bridge. The existing bridge would then be demolished and new bridge structures would be built in its place. When completed, the three new bridges would carry five lanes of eastbound traffic and four lanes of westbound traffic and have standard lane widths and shoulders. Construction of the parallel bridges would allow six lanes of traffic to be maintained while the existing bridge is demolished and the alternative completed. Construction of this alternative would take approximately 60 months and cost $692 million (2005/2006 dollars).
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ALTERNATIVE BR-5 Alternative BR-5, shown in Figure ES-7, would replace the existing bridge by building two new parallel bridges on the eastbound side of the existing bridge. The existing bridge would then be demolished and a new bridge structure would be built in its place. When completed, the three new bridges would carry five lanes of eastbound traffic and four lanes of westbound traffic and have standard lane widths and shoulders. Construction of the parallel bridges would allow six lanes of traffic to be maintained while the existing bridge is demolished and the alternative completed. A temporary bridge would be required in Queens over Laurel Hill Boulevard between 54th Avenue and 55th Avenue. Construction of this alternative would take approximately 60 months and cost $630 million (2005/2006 dollars). As noted in Section B of this summary, NYSDOT has identified Alternative BR-5 as the preferred alternative.
The Year 2005/2006 project cost estimate of $630 million is accounted for in New York Metropolitan Transportation Council‘s (NYMTC) 2005-2030 Regional Transportation Plan (RTP) and the 2008-2012 Transportation Improvement Program (TIP), two primary planning documents for transportation projects in the New York City region by including the estimate for final design, right-of-way costs and approximately $391 million in construction funds (FY 2011 and FY 2012). Since the remaining cost of construction beyond $391 million would occur beyond the TIP’s 2012 planning horizon only a portion of the project cost is included in the current 2008-2012 TIP. It is acknowledged additional funds required for construction of the preferred alternative (approximately $239 million) must be included in the TIP for 2010 to 2014.
Subsequent to the identification of Alternative BR-5 as the preferred alternative, NYSDOT and FHWA conducted a cost review in accordance with the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU). This review utilized a risk-based analysis to estimate the project cost range in “year-of-expenditure” dollars. (“Year-of- expenditure” is defined as the mid-point year of construction.) The model estimated with 80 percent certainty that the cost of this alternative will be between $1.378 and $1.734 billion when it is constructed starting in 2011 or later. The primary factor in both the increase in total cost from that presented in Table III-44 and the variability in the projected cost range is the rate of escalation (increase in labor and materials over time) since the 2005/2006 dollars cost estimate. Escalation, increased cost in the same amount of labor and materials estimated in 2005/2006, accounts for approximately 90 percent of the potential variability in cost estimated to be between $1.378 and $1.734 billion (year-of-expenditure dollars). Because the primary use of this forecasted cost is in the FHWA and NYSDOT capital programming processes and due to the similarities between the Build Alternatives, the 2005/2006 cost estimate for Alternative BR-5 ($630 million) is used throughout this FEIS.
However, this cost review will require FHWA and NYSDOT, in conjunction with NYMTC, to provide another update to the TIP that more accurately reflects the predicted project cost range. (In addition, another planning document, the Statewide Transportation Improvement Program (STIP), would also require an update. The STIP is a compilation of regional TIPs that serves as a comprehensive list of all highway and transit projects that propose to use Federal funds.) It is noted that the different project cost estimating method resulting in an increased project cost estimate may result in programming and funding implications for transportation improvements in New York State and the region.
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I. POTENTIAL IMPACTS
This section briefly describes the potential transportation, social, economic and environmental impacts of each alternative. Table ES-4, located at the end of this section, summarizes these findings.
I.1. Transportation Impacts Each of the Build Alternatives would add auxiliary lanes to the bridge, connecting the entrance and exit ramps in Brooklyn with the corresponding ramps in Queens, either through construction of a new bridge parallel to the existing one, or through the complete replacement of the bridge. This would result in significant operational improvements on the BQE within the project limits. These auxiliary lanes would help remove the existing bottleneck that occurs between the Brooklyn ramps and the LIE interchange in Queens, by reducing merging and weaving movements, reducing congestion and increasing average speeds. This would also result in fewer delays.
Significant improvements would also be achieved at Meeker Avenue intersections between McGuinness Boulevard/Humboldt Street and Vandervoort Avenue/Apollo Street, where improved operations on the BQE and the Vandervoort Avenue entrance ramp, combined with mitigation measures included in the Build Alternatives, would have positive effects on travel on Meeker Avenue. The most significant improvements would be realized at the McGuinness Boulevard/Humboldt Street and Vandervoort Avenue/Apollo Street intersections. The improvements in operations on the BQE and Meeker Avenue would have a significant cumulative effect on minimizing overall delay experienced by vehicles in this corridor.
To the extent that the Build Alternatives eliminate non-standard features and reduce congestion, it can be expected that accidents would be reduced. Alternatives RA-5 and RA-6, which retain the existing bridge, also retain the non-standard and non-conforming features of the existing bridge (non-standard shoulders, sight distance, grade, and lane widths). However, the new parallel bridge built with each of these alternatives would address most of the non-standard features and, therefore, should contribute to a reduction in accidents. Alternatives BR-2, BR-3, and BR-5, which replace the existing bridge with new bridges with fewer non-standard features, are expected to provide the greatest reduction in accidents.
By improving merging and weaving, the addition of auxiliary lanes in each Build Alternative should contribute to reducing rear-end and overtaking accidents near the ramps. Each of the Build Alternatives would add a second lane on the Vandervoort Avenue entrance ramp to the BQE. This second lane, in combination with the increased length of the acceleration lane, is expected to reduce accidents at this location. Improvements to the flow of traffic and a reduction in levels of congestion would also contribute to lower accident rates.
Along Meeker Avenue, improved signal timing and geometric changes would help to relieve the congestion that is a principal cause of rear-end and overtaking accidents, as well as reduce right-angle accidents, which are generally caused by drivers running through red traffic signals.
I.2. Social Impacts Social impacts include all those changes to a community that, while frequently not physical in nature, can change the character of the community. Projects that change the makeup of the
Kosciuszko Bridge Project ES-14 September 2008 Final Environmental Impact Statement Executive Summary community, whether it is changes in population (number of residents, income level, etc.), land use, or travel patterns, can have significant long-term effects on the quality, character, and vitality of the community.
Because each of the Build Alternatives improves an existing highway with minimal increase in vehicle capacity, the project is not expected to have any impact on overall development patterns. Planned development in the area, particularly along the Greenpoint/Williamsburg waterfront, will occur with or without improvements to the Kosciuszko Bridge. Many local plans call for improvements that are included in the Kosciuszko Bridge Project, such as improved stormwater handling, improved waterfront access, and rehabilitated and expanded parks.
The project would not affect any community facilities (schools, churches, senior centers, etc.), with the exception of Sergeant William Dougherty Playground, which would be impacted by all of the Build Alternatives. Mitigation of these impacts would result in reconstruction and expansion of the playground, as well as creation of additional parkland in the project area. Each of the Build Alternatives would also enhance the pedestrian environment, including improved access to the playground and other community facilities for residents required to cross under the BQE (see Table ES-4 for details).
One potential impact to emergency services was averted through coordination with the New York City Fire Department, which led to modification of the project’s design to maintain Cherry Street beyond Vandervoort Avenue to Stewart Avenue. This allows emergency vehicles more direct access to the industrial areas east of Vandervoort Avenue.
In accordance with Executive Order 12898, the Kosciuszko Bridge Project was evaluated for its potential to have disproportionate impacts on minority and low-income communities, also referred to as environmental justice (EJ) populations. Assessment was based on the project study area, which extends from approximately Kingsland Avenue to the LIE interchange. Within this area, four census block groups in Queens met one of the two criteria for identification as an EJ community: 50% of the population is minority or living below the poverty level, or the minority or below-poverty-level population is 10% higher than the reference population for the project.
The EJ evaluation found that there would be no disproportionate project impacts on populations in any of these block groups from any of the Build Alternatives. Regardless of these findings, significant outreach activities were designed to involve stakeholders and constituencies from the EJ areas. This included representation on the SAC, inclusion on the project mailing list, invitations to large public forums (Scoping Meetings, open houses), participation in small group meetings, distribution of informational materials (Scoping Memorandum, newsletters, flyers, and Frequently Asked Questions documents) and information on the availability of project materials on the project website and at 11 repositories (including a library that serves all four EJ areas).
In addition, public forums were announced in community and foreign language newspapers (Spanish, Polish, and Italian), and informational materials were translated into these languages, as appropriate, and widely distributed. At the formal Scoping Sessions, translators were available to assist attendees speaking Spanish, Polish and Italian. Meeting sites were elderly and handicapped accessible, convenient to all EJ areas, and reachable by car and public transportation.
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I.3. Economic Impacts Each of the Build Alternatives would require the acquisition of right-of-way to complete the construction of the new or temporary structures and the realignment of local streets. Table ES-2 presents a list of properties (by Block and Lot) that would require full or partial acquisition to complete the alternative. Each of the Build Alternatives would have both positive and negative effects on the local economy. Positive economic impacts include jobs generated both directly and indirectly by the construction project (between 12,000 and 16,000 temporary jobs) and productivity benefits resulting from reduced congestion on the BQE. Negative economic impacts result from the relocation of businesses and jobs and the loss of tax revenue from property that would become state-owned right-of-way. Estimated business relocations range from 15 to 30. Estimated employee relocations range from 260 to 368. Alternatives RA-6 and BR-5 would have the least impact on local businesses and employees. However, Alternative BR-5 is the only alternative that would require the relocation of residences (3) (see Table ES-4 for details).
TABLE ES-2: RIGHT-OF-WAY ACQUISITION (FULL OR PARTIAL) REQUIRED FOR BUILD ALTERNATIVES Alternative
Block-Lot Address Reputed Owner RA-5 RA-6 BR-2 BR-3 BR-5 2515-16 54th Avenue Robert Andruk Full Partial Full Full Full
2515-22 54-08 43rd Street Miller Method LLC Partial Partial Partial Partial
2515-25 54-14 43rd Street Bellcap LLC Full Full Full Full
2515-28 54-18 43rd Street Miller Method LLC Full Full Full Full
2515-33 54th Road Robert Andruk Full Full Full Full
2515-35 54th Avenue NYC Dept of Parks and Recreation Full Partial Full Full Full
2516-13 54-30 43rd Street 54-30 43rd Street LLC Full Full Full Full Full
2516-22 54-38 43rd Street Sema M. Choudri Full
2516-23 43rd Street Akhtar Choudri Full
2516-24 54-42 43rd Street Akhtar Choudri Full
2516-25 43rd Street Tes Choudri Full
2516-27 42-21 54th Drive Nena Choudri Partial Full
2516-28 54th Drive Laurel Hill Properties Partial Partial Partial Full
2517-25 54-54 43rd Street Karp Associates Inc Full Full Full Full Full
2517-28 43rd Street Karp Associates Inc Partial
2517-34 55th Avenue Karp Associates Inc Partial
2519-1 55-54 56th Road Phelps Dodge Refining Co Partial Partial Partial Partial
th Greenrock Holdings, LLC 2519-29 42-20 55 Avenue Full (Formerly Techno Acoustics Inc)
2520-60 42-02 56th Road Phelps Dodge Refining Co Partial Partial Partial Partial
2521-1 57th Avenue MTA/LIRR Partial Partial Partial
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Alternative
Block-Lot Address Reputed Owner RA-5 RA-6 BR-2 BR-3 BR-5 2529-1 44-02 57th Avenue Sagres 10 LLC Partial Partial Partial Partial
2799-1 494 Scott Avenue New York Acquisition Partial Partial
2802-1 548 Gardner Avenue New York Acquisition Partial Partial Partial
2802-10 46 Townsend Street New York Acquisition Full Full Full
2802-11 58 Townsend Street New York Acquisition Full Full Full
2802-14 60 Townsend Street New York Acquisition Full Full Full
2803-14 Thomas Street New York Acquisition Partial Partial Partial Partial
2803-25 121 Thomas Street New York Acquisition Partial Partial Partial Full
2803-7 Townsend Street New York Acquisition Partial Partial Full
2805-12 814 Meeker Avenue Lin, Yu Reng Full Full Full Full
2805-17 850 Meeker Avenue E & J Caputo, LLC Full Full Full Full
2805-25 858 Meeker Avenue E & J Caputo, LLC Partial
2805-5 810 Meeker Avenue Conch USA Incorporated Full Full Full Full
2806-15 30 Thomas Street J P Realty Inc Partial Partial Partial
2806-18 36 Thomas Street J P Realty Inc Partial Partial Partial
2806-20 40 Thomas Street J P Realty Inc Partial Partial Partial
2806-7 542 Varick Avenue IESI NY Corp Partial Partial Partial
2807-10 541 Gardner Avenue Emil Realty Inc Full Full Full
2807-5 538 Stewart Avenue J P Realty Inc Full Full Full
2808-1 530 Gardner Avenue Emil Realty Inc Full Full Full Full
2808-25 473 Scott Avenue New York Acquisition Full Full Full Full
2808-30 465 Scott Avenue Joyce Gajeski-Dorish Partial Partial Partial Partial
Mortimer Korchin 1998 Family 2810-24 23 Anthony Street Partial Partial Partial Partial Full Trust
Mortimer Korchin 1998 Family 2810-29 750 Meeker Avenue Full Trust
Mortimer Korchin 1998 Family 2810-34 19 Anthony Street Full Trust
2811-1 510 Vandervoort Ave NYC Dept of Parks and Recreation Partial Partial Partial Partial Partial
NYC Industrial Development Agency (Holding Company: 2811-14 513 Porter Ave Full Full Full Full Full Whitehead Company: ACME Architectural)
2812-1 95 Anthony Street Ronald Krakauer Partial Partial Partial Partial Partial
2812-26 521 Varick Avenue Planet Development Corp Partial
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Alternative
Block-Lot Address Reputed Owner RA-5 RA-6 BR-2 BR-3 BR-5 2812-3 66 Cherry Street Elite Promotion System Full Full Full Full Full
2812-5 68 Cherry Street Planet Development Corp. Full Full Full Full Full
2813-1 Varick Avenue NYC Dept Of General Services Partial Partial Partial Partial Partial
2814-10 140 Cherry Street Andrea Realty LLC Full Full Full Full
2814-18 515 Gardner Avenue Mcaley Associates Ltd Partial Partial
2814-6 520 Stewart Avenue Casalino Carting Full Full Full Full
2815-2 500 Gardner Avenue FMC Company Partial
I.4. Environmental Impacts The very nature of the Kosciuszko Bridge, an elevated section of highway, spanning a navigable waterway in a dense urban environment with a long history of industrial use, creates the potential for significant impacts to the environment.
I.4.a. Water and Wildlife The Kosciuszko Bridge spans the 90 m (300 ft) width of Newtown Creek approximately two miles east of where the creek enters the East River. Each of the Build Alternatives, which would construct one or more new structures across the creek, would take advantage of the project’s location on the creek, using it as the primary means for transporting materials and equipment to the project site during construction. While this would eliminate a significant number of truck trips that would otherwise use the local street network, it would have several effects on the creek. Existing water depths are sufficient for barges to reach the bridge without dredging. However, in order to dock the barges and off-load materials and equipment, temporary platforms would be required along the shoreline on both sides of the creek. Installation of these platforms requires the replacement of the existing bulkheads, which are in poor condition, and dredging of sediment to allow the barges adequate clearance to dock. The dredging would remove contaminated sediment from the creek and, with the use of silt curtains and silt screens, would have minimal impact on water quality or fish living in the creek. Based on coordination with the New York State Department of Environmental Conservation (NYSDEC), the bulkheads would be replaced with riprap (broken stone), which creates additional habitat for fish and wildlife. By removing the existing bridge and its Main Span piers, which are partially located in the creek, the Bridge Replacement Alternatives would also create additional habitat and floodplain.
In accordance with Executive Order 11990, the Kosciuszko Bridge Project was also evaluated for potential impacts on wetlands. As there are no inland wetlands or vegetated tidal wetlands in the project area, no impacts are anticipated. During construction, temporary impacts to near- shore waters (Littoral Zone) would be minimized by using construction methods and best management practices to reduce sedimentation and control the release of contaminated materials. Dredging, placement of riprap, and removal of the existing piers would each provide long-term benefits by removing contaminated materials from Newtown Creek, improving habitat along the bank of the creek, and providing additional habitat in the creek.
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A rehabilitation project in the 1960s disconnected the downspouts that drained stormwater from the majority of the bridge to the sewer that carried it to Newtown Creek. As a result, stormwater is now collected in downspouts and free falls off the bridge onto the local streets below, flowing overland to the creek. Each of the Build Alternatives includes the construction of a new stormwater handling system that would collect the water in a closed system, passing it through settling tanks designed to remove suspended solids and pollutants, before conveying it to Newtown Creek.
I.4.b. Historical and Cultural Resources Human settlements have been present in the project area for centuries, and its location near a water source increased the attractiveness of this area to native and non-native settlers. Based on research completed for the project, a number of blocks have moderate or high potential for buried historic or prehistoric resources. Each of the Build Alternatives would affect several of these blocks. However, because the area is a highly developed, urban environment, and some of the potential resources may be buried under many feet of fill, the identification and evaluation of archaeological resources would be accomplished during the final design phase prior to construction.
Two architectural resources that may be affected by the project were determined to be eligible for the National Register of Historic Places (NRHP): Old Calvary Cemetery in Queens and the Kosciuszko Bridge itself.
Old Calvary Cemetery could be affected by ground disturbing activities associated with the permanent or temporary construction of all Build Alternatives. Construction activities causing vibration effects (vibration in excess of 65 VdB, the threshold for impacts to historic structures) include pile driving, excavation, and demolition. Stone mortuary art and sculpture, headstones, and mausoleums which are contributing elements to this NRHP-eligible site may be displaced, toppled or cracked by vibration impacts from construction activities occurring close by. Different construction methods such as use of low-impact equipment and minimizing multiple construction operations in the same time period to reduce cumulative vibration effects, and special control measures such as a pre-construction vibration survey and vibration monitoring program during construction may minimize vibration effects. The Rehabilitation Alternatives, which retain the existing bridge and construct a new bridge at a lower elevation adjacent to it, would have a visual impact on the Old Calvary Cemetery viewshed. However, details of design, use of materials and colors of materials selected for the existing and new bridge during the final design phase of the project would minimize visual impacts to the cemetery’s viewshed. These visual effects would not alter the character of Old Calvary Cemetery’s setting (which has been previously compromised by urban development) and therefore would not result in any effect on the viewshed of this NRHP-eligible resource. The Bridge Replacement Alternatives would have a visual impact on the cemetery viewshed by constructing a new, lower bridge and removing the steel sections. Details of design applied to the new bridge during the final design phase of the project would minimize the visual impacts to the cemetery’s viewshed and thereby not alter the character of its setting. Vibration effects from pile-driving, excavation, and demolition during construction activities may displace, topple, or crack stone mortuary art and sculpture, headstones, and mausoleums that are contributing elements to this NRHP-eligible site.
Alternatives BR-2, BR-3, and BR-5 would require demolition of the existing Kosciuszko Bridge, resulting in an adverse effect to this NRHP-eligible resource. Alternatives RA-5 and RA-6 would result in no adverse effect to the existing bridge.
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Mitigation for the demolition of the existing Kosciuszko Bridge may include coordination with the NPS on documentation to Historic American Engineering Record (HAER) standards, HAER documentation including bridge history, photodocumentation and measured drawings, dissemination of this documentation to the appropriate state and national repositories (i.e. the Library of Congress), and/or interpretive displays on-site associated with the new bridge.
Alternatives RA-5 and RA-6, which retain the existing bridge, albeit with rehabilitations, would have no impact on the Kosciuszko Bridge. Alternatives BR-2, BR-3, and BR-5, which remove the existing bridge entirely, would have an adverse effect on this resource.
I.4.c. Visual Resources For all of the Build Alternatives, the new bridge structures, either as new parallel structures in the Rehabilitation Alternatives or as new bridges replacing the existing structure in the Bridge Replacement Alternatives, would have a visual impact on at-grade and BQE motorists, pedestrians and bicyclists, as well as residents, boaters, and retail, industrial, and warehouse employees.
For the Rehabilitation Alternatives, the new parallel structure built at a lower elevation adjacent to the existing bridge could have either negative or positive impacts, depending upon the location of the viewer. Similarly, for the Bridge Replacement Alternatives, a new bridge structure could have either positive or negative impacts, depending upon the location of the viewer. However, details of design, use of materials and colors of materials selected for the existing and new bridge structures during the final design phase of the project would minimize visual impacts.
I.4.d. Parks and Recreational Facilities Each Build Alternative adds a second lane to the Vandervoort Avenue entrance ramp to the BQE and realigns Cherry Street to the south to maintain access to the industrial area, resulting in a negative impact on Sergeant William Dougherty Playground in Brooklyn. Section 4(f) of the U.S. Department of Transportation Act of 1966 requires that federally funded or approved transportation projects may not use land from a publicly owned park, recreation area, wildlife or waterfowl refuge, or from a significant historic site, unless there is no feasible or prudent alternative to the use. Such use requires documentation that the proposed action includes all possible planning to minimize harm to the protected properties. As part of the proposed mitigation for impacts to Sergeant William Dougherty Playground, each of the Build Alternatives would reconstruct the existing playground to include passive and active recreational areas and create additional park area north of the BQE. This would result in a net increase in park area and greater accessibility for residents on the north side of the BQE (see Table ES-4). Each Build Alternative also includes new parkland adjacent to the BQE in Queens, as well as a boat launch on each side of Newtown Creek.
I.4.e. Air Quality The project’s air quality analysis considered the potential for impacts at both the local (microscale) and area-wide (mesoscale) levels due to changes in traffic volumes and travel patterns. Both analyses focused on impacts from increased emissions of carbon monoxide and particulate matter (PM). The mesoscale analysis considered increased emissions resulting from changes in traffic volumes or travel patterns in the Secondary Traffic Study Area in 2015, 2025,
Kosciuszko Bridge Project ES-20 September 2008 Final Environmental Impact Statement Executive Summary and 2035. It defined an impact as an increase in carbon monoxide or PM of 2.0 percent or greater over the No Build Alternative. This analysis showed that no impact would result from the project in either 2015 or 2025. However, carbon monoxide emissions would be 2.03 percent higher than the No Build with Alternatives RA-5, BR-2, and BR-5 in 2035, and PM emissions would increase by 2.52 to 2.75 percent with all Build Alternatives in that year. Although these impacts do not affect the project’s conformity with regional requirements, they do constitute a project impact that cannot effectively be mitigated due to the large area over which the impacts occur.
The microscale analysis evaluated the potential for air quality impacts at specific intersections where idling and acceleration might increase the concentration of carbon monoxide emissions. Six intersections considered to have the greatest likelihood of impact were selected to screen for carbon monoxide: Meeker Avenue at McGuinness Boulevard/Humboldt Street, Meeker Avenue at Vandervoort Avenue, Vandervoort Avenue at Grand Street, Fresh Pond Road between Flushing Avenue and Eliot Avenue, McGuinness Boulevard between Meeker Avenue eastbound and Meeker Avenue westbound (under the BQE), and Metropolitan Avenue between Marcy Avenue and Meeker Avenue. The analysis found that while each intersection exceeded the LOS criterion, none exceeded the overall volume threshold set by NYSDOT. It was therefore determined that there is no potential for impact and that no further analysis is required. The 2008-2012 Transportation Improvement Plan (TIP) includes final design, right-of-way acquisition, and approximately $391 million in construction funds (FY2011 and FY2012) for the replacement of the Kosciuszko Bridge. The additional funds required for construction of the preferred alternative (approximately $239 million) must be included in the TIP for 2010 to 2014.
Impacts at the regional level are examined through the New York Metropolitan Transportation Council’s TIP, a semi-annual analysis that is conducted for the upcoming four-year period. TIP analysis applies to hydrocarbons and nitrogen oxides, which are precursors to ozone that are emitted by vehicles. Because these substances must react chemically in order to form ozone, their effects are realized far downwind from their release points. Analysis for the Kosciuszko Bridge Project has been included in the 2008-2012 TIP, since construction is not expected to begin before 2011.
Two other pollutants that were historically emitted by vehicles, lead and sulfur dioxide, have been eliminated as concerns for highway-related projects, due to controls on the content of gasoline.
A qualitative analysis was conducted for Mobile Source Air Toxics (MSATs) identifying and comparing the potential differences among MSAT emissions from the various alternatives. For each alternative in this FEIS, the amount of MSATs emitted would be proportional to the VMT assuming that other variables such as fleet mix are the same for each alternative. The VMT estimated for each of the Build Alternatives is slightly higher than that for the No Build Alternative, because, as described in Section III.C.2.b, the auxiliary lanes would increase the efficiency of the roadway and would attract rerouted trips from elsewhere in the transportation network. This increase in VMT would lead to higher MSAT emissions for the Build Alternatives along the highway corridor, along with a corresponding decrease in MSAT emissions along the parallel routes. The emissions increase is offset somewhat by lower MSAT emission rates due to increased speeds; according to USEPA’s MOBILE6 emissions model, emissions of all of the priority MSATs except for diesel particulate matter decrease as speed increases. The extent to which these speed-related emissions decreases will offset VMT-related emissions increases cannot be reliably projected due to the inherent deficiencies of technical models.
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Because the estimated VMT under each of the Build Alternatives are nearly the same, varying by less than three percent, it is expected there would be no appreciable difference in overall MSAT emissions among the Build Alternatives. Also, regardless of the alternative chosen, emissions will likely be lower than present levels in the design year as a result of USEPA’s national control programs that are projected to reduce MSAT emissions by 57 to 87 percent between 2000 and 2020.
I.4.f. Noise FHWA has established Noise Abatement Criteria (NAC) to set forth the noise level at which noise abatement measures must be considered. For all land uses potentially impacted by the Kosciuszko Bridge Project, the NAC is 67 decibels (dBA). Because regulations require consideration of abatement when noise levels “approach or exceed” the appropriate NAC (within one dBA, as per FHWA interpretation), abatement measures must be considered for the Kosciuszko Bridge Project for all exceedances above 66 dBA. In addition, consideration of abatement is required wherever the project would raise predicted future sound levels above existing levels by 6 dBA or more (even if the NAC are not exceeded).
In evaluating the potential for the Build Alternatives to cause noise impacts to residences, parks, and other receptors in the project area, it was recognized that the existing environment is generally noisy. In Brooklyn, Meeker Avenue, rather than the BQE, generates the majority of noise for adjacent receptors. In Queens, the BQE is the dominant source, but 43rd Street, Laurel Hill Boulevard, and the surrounding industrial uses contribute as well. In Brooklyn, existing noise levels for receptors along Meeker Avenue are as high as 75 dBA, with most above 70 dBA. In Queens, without an adjacent arterial, existing noise levels are lower; the highest levels are 68 dBA.
Noise modeling completed as part of the study predicted that without the project (i.e., with the No Build Alternative), changes to noise levels would range between no change (0 dBA) to an increase of 3 dBA by 2045. Depending on the location, the change in sound levels with the Build Alternatives, relative to existing conditions, would range from a decrease of 1 dBA to an increase of 4 dBA.
Sound levels during construction were also evaluated. For receptors on the north side of the BQE in Brooklyn, construction activities associated with Alternatives RA-6 and BR-3 would have the greatest potential for noise impacts due to the proposed alignments of the two alternatives shifting north of the existing alignment, closer residences north of the BQE.
In the Brooklyn study area, construction activities associated with Alternatives RA-6 and BR-3 would have the greatest potential for noise impacts upon receptors on the north side of the BQE due to the alternatives shifting north of the existing alignment and closer to residences north of the BQE. However, the alignment shifts to the north would also likely to have the least noise impacts upon Sgt. William Dougherty Playground on the south side of the BQE.
For Alternative BR-5, the likelihood of impacts would be reversed with an alignment shift to the south. Alternative BR-5 would have the greatest impact upon receptors on the south side of the BQE, especially upon Sgt. William Dougherty Playground, while likely having the least noise impacts upon the residences to the north of the BQE.
Potentially significant, temporary noise impacts would occur at some point during construction period at 22 of the 27 receptor locations in the Brooklyn and Queens study areas. It is noted
Kosciuszko Bridge Project ES-22 September 2008 Final Environmental Impact Statement Executive Summary that at various locations existing noise levels are already at high levels (and above CEQR criteria) primarily due to existing local street traffic. Traffic from the BQE, especially at locations along Meeker Avenue, contributes to the noise levels, as well as occasional noise from stationary sources.
Federal regulations require that noise impacts be identified. This is done by quantifying the number of properties that would be impacted with each project alternative. None of the Build Alternatives resulted in an impact based on the substantial increase (6 dBA or more) criterion. However, every alternative, including the No Build Alternative, would have impacts to receptors based on the NAC. Each of the Build Alternatives, except BR-5, would modestly increase the number of impacted dwelling units relative to the No Build Alternative. Alternative BR-5 would reduce the number of impacted locations by shifting the BQE’s alignment to the south, away from the more densely populated residential areas in Brooklyn (see Table ES-3 for details).
TABLE ES-3: ESTIMATED NUMBER OF IMPACTED PROPERTIES Number of Impacted Dwelling Units or Properties Property Location / Type Build Alternatives Brooklyn No Build RA-5 RA-6 BR-2 BR-3 BR-5 Residential (# Dwelling Units) 426 432 444 432 432 414
Other (Park/Open Space) 2 3 3 3 3 4 Queens No Build RA-5 RA-6 BR-2 BR-3 BR-5 Residential (# Dwelling Units) 27 27 27 27 27 26
Other (Calvary Cemetery) 1 0 0 0 0 0
Although FHWA has established several acceptable abatement measures, most involve shifting the highway away from receptors (in this case requiring substantial acquisition of private property) or acquiring vacant land so that new receptors cannot be located near the project. These are not reasonable in the highly developed urban setting of the Kosciuszko Bridge Project. Therefore, the only acceptable method of abatement considered for this project involved noise modeling to evaluate the effectiveness of constructing noise barriers. Based on the model, it was determined that even very tall noise barriers installed on the BQE would not achieve adequate sound level reduction to warrant further consideration. The maximum benefit at any residence was 4 dBA; NYSDOT requires a minimum reduction of 7 dBA for barriers to be an option.
There are, however, other actions that, while not qualifying as noise abatement measures, could be incorporated into the Build Alternatives to help create a more comfortable auditory environment. Replacing the deck of the BQE throughout the project limits would eliminate the existing uneven joints that cause noise when heavy vehicles pass over them. Each of the Build Alternatives would also include a range of streetscaping improvements, including the placement of trees between the sidewalk and local street. In addition, the use of sound-absorptive paneling in areas where the BQE has solid enclosure walls (e.g., existing brick enclosure walls on the Brooklyn Connector) will be evaluated during final design as a means of reducing noise from Meeker Avenue traffic that reflects back towards residences.
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I.4.g. Contaminated Materials Located in an area with a long history of industrial uses, contamination is common in the soil within the project area. Of particular concern during the investigation was the underground oil plume in Brooklyn associated with the former ExxonMobil processing facility. Other sites of concern include the former Phelps Dodge site in Queens, current and historic gasoline stations and storage facilities, and historic manufacturing facilities. Contaminated materials evaluated in this investigation included soil, soil gas, groundwater, Newtown Creek sediment, and building materials associated with the existing roadway, bridge, and underground utilities.
A historic map review, environmental database search, and site reconnaissance identified over 30 sites in the immediate project area that may be contaminated. Based on this information, soil and groundwater samples were collected for laboratory analysis from soil borings (35 total samples) and groundwater monitoring wells (7 total samples). Soil gas was also sampled (12 total samples).
Metals (including arsenic, lead, and mercury) and semi-volatile organic compounds (SVOCs) were detected at concentrations above regulatory reference values set by the New York State Department of Environmental Conservation (NYSDEC) in the majority of soil samples. Volatile organic compounds (VOCs) were detected above reference values at two soil boring locations in Brooklyn: the corner of Meeker Avenue and Morgan Avenue and the corner of Gardner Avenue and Thomas Street. No Polychlorinated Biphenyls (PCBs) were detected above reference values in any of the soil samples.
Groundwater samples were collected for analysis from five ExxonMobil monitoring wells and from two of the soil borings. The majority of groundwater samples contained VOCs above NYSDEC’s regulatory reference values, and four samples contained metals above these values. VOCs at concentrations that exceed their New York City Department of Environmental Protection Sewer Discharge Limitations were detected in two wells, and the SVOC naphthalene was detected above sewer discharge limits in the groundwater sample from one well. No additional contaminants were detected above sewer discharge limits in any of the groundwater samples.
Measurable free-phase petroleum product was observed in wells ranging from a sheen to a thickness of 0.35 m (1’-2”). The limits of the free-phase petroleum plume appear to extend beneath the BQE in the vicinity of Van Dam and Varick Streets. As a result, excavation dewatering fluids generated during construction in some areas of the project are likely to require treatment prior to discharge to a sanitary sewer or Newtown Creek.
One of the soil gas samples, at the intersection of Van Dam Street and Meeker Avenue, exceeded standards for total VOCs and for benzene. Total VOCs at this location exceeded the New York State Department of Health (NYSDOH) standard. BTEX (benzene, toluene, ethylbenzene, and xylenes) compounds, which make up a portion of the total VOC concentration and are of greater concern, were found to be minimally above the NYSDOH standard.
Sediment samples taken as part of the investigation of the former Phelps Dodge site, as well as studies conducted by NYSDEC in the vicinity of the bridge, found sediment containing contaminants, including arsenic, cadmium, chromium, copper, lead, mercury, nickel, silver, zinc, PCBs, and various polycyclic aromatic hydrocarbons at potentially hazardous waste levels.
Kosciuszko Bridge Project ES-24 September 2008 Final Environmental Impact Statement Executive Summary
Material dredged from the creek for construction of the temporary barge docking areas is likely to contain elevated levels of similar contaminants and will require mitigation.
The free-phase petroleum plume in the vicinity of Varick Street and Van Dam Street in Brooklyn was found at depths ranging from approximately 12 to 15 m (40 to 50 ft) below grade. Deep placement of structural support columns in this area could result in penetration of the petroleum layer by the columns. However, a review of available geologic cross sections suggests that placing columns that impact the petroleum layer would not cause cross contamination of a lower hydrologic unit.
Similar to other major construction projects in an urban area, the Kosciuszko Bridge Project would exercise care during construction to control the risks that could be associated with the mobilization of contaminants in soil, groundwater, building materials, or equipment. Construction of any of the Build Alternatives would require removal or containment of contaminated materials from soil, groundwater, and sediment. This work would be done in accordance with site-specific Health and Safety and Community Air Monitoring plans developed prior to construction to protect workers and the surrounding community from exposure to hazardous materials during excavation and construction. These documents would also include action levels and response mechanisms to protect residents, workers, and the general public if action levels are exceeded. Contaminated materials encountered during excavation would be handled, transported, and disposed of according to all applicable federal, state, and local rules and regulations, and in accordance with the Health and Safety Plan and soil and groundwater management plans. Properties proposed for new parkland uses would be tested and, if contaminated, abated before transfer to NYCDPR.
I.4.h. Construction Impacts Construction impacts, the consequences of activities undertaken during the construction phase of a project, are considered temporary and are distinct from permanent impacts resulting from the project. The consideration of potential construction impacts in an FEIS is necessarily general, due to the conceptual nature of the alternatives at this stage. A detailed construction approach is typically developed during the design phase of the project, after selection of a specific alternative. This ensures that the project can be built in a manner that avoids or minimizes temporary adverse effects on the natural and built environments to the greatest extent possible.
The construction methodology for the Kosciuszko Bridge Project will emphasize the need to:
Avoid or minimize impacts to natural resources;
Implement a construction phasing and traffic control plan that coordinates construction activities, minimizes disruption of traffic movements, and avoids the diversion of traffic to local streets;
Protect the health and safety of surrounding communities by minimizing noise, air quality and other impacts; and
Ensure maximum community understanding of construction activities and potential impacts by providing a full-time on-site community liaison, maintaining ongoing dialogue with the SAC and other interested stakeholders and constituencies, and distributing informational materials in a timely manner and through a range of accessible techniques.
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I.4.i. Permits Construction of any of the Build Alternatives would require NYSDOT to obtain permits from federal, state, and local agencies. Permits would be required from the U.S. Coast Guard, U.S. Army Corps of Engineers, NYSDEC, New York City Department of Transportation, New York City Department of City Planning, and New York City Department of Parks and Recreation due to the following activities:
Construction of a new bridge across a navigable waterway;
Dredging and other construction activities in Newtown Creek;
Handling, storage, and transportation of hazardous and non-hazardous soil, water, and dredged material encountered during construction;
Release of stormwater (after pre-treatment) to Newtown Creek;
Short-term closure of highway lanes and local streets during construction;
Maintenance of the existing connection of the stormwater system at the western end of the project to the New York City sanitary sewer system; and
Removal or pruning of street trees and construction within Sergeant William Dougherty Playground.
I.4.j. Indirect/Secondary and Cumulative Effects Transportation projects most frequently cause indirect impacts when a road or transit service is expanded or built, thereby providing improved access to an area that subsequently experiences a change in use or intensity of use. While each of the Build Alternatives would improve traffic operations in the area, due to constraints such as existing dense development and limited capacity on abutting highway segments, the project is not §§expected to have an effect on population or development patterns in the area.
Cumulative impacts may not be detectible or significant when considered for a single project, but when added to impacts of other actions can lead to a measurable impact. Based on a review of projects proposed and planned for the project’s study area, three areas for potential cumulative impact were identified: traffic, air quality, and economics. The project’s traffic study incorporated additional trips associated with other planned projects in the Kosciuszko Bridge area and considered any cumulative traffic impacts. Similarly, the project’s air quality study, which was based on data provided by the project’s traffic study, incorporated any cumulative effects into its analysis. Finally, each of the Build Alternatives would generate significant positive economic impacts (12,000 to 16,000 jobs) during the construction period. Although estimates were not made of the employment benefits of other areawide projects, they would only enhance the employment opportunities created by the Kosciuszko Bridge Project.
I.5. Comparison of Alternatives Table ES-4 summarizes the positive and negative impacts of each alternative described in the preceding sections.
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Kosciuszko Brid TABLE ES-4: COMPARISON OF MAJOR ELEMENTS OF ALTERNATIVES Summary Executive Statement Impact Environmental Final No Build Alternative Alternative RA-5 Alternative RA-6 Alternative BR-2 Alternative BR-3 Alternative BR-5 Operations/Safety Lane Configuration 3 Eastbound 5 Eastbound 4 Eastbound 5 Eastbound 5 Eastbound 5 Eastbound g e Pro 3 Westbound 4 Westbound 5 Westbound 4 Westbound 4 Westbound 4 Westbound j ect Separation of Eastbound No Yes No Yes Yes Yes Traffic
Eastbound Entrance Ramp 1 lane 2 lanes 2 lanes 2 lanes 2 lanes 2 lanes
Shoulders 0.30 m to 1.52 m Existing Bridge/ Existing Bridge/ Brooklyn Brooklyn Brooklyn (1’-0” to 5’-0”) Brooklyn Brooklyn Connector: 0.30 m Connector: 0.30 m Connector: 0.30 m (non-standard) Connector: 0.30 m Connector: 0.30 m to 1.52 m to 1.52 m to 1.52 m to 1.52 m to 1.52 m (1’-0” to 5’-0”) (1’-0” to 5’-0”) (1’-0” to 5’-0”) (1’-0” to 5’-0”) (1’-0” to 5’-0”) (non-standard) (non-standard) (non-standard) (non-standard) (non-standard) New Main Span New Main Span New Main Span
S2 Se ES-27 New Main Span New Main Span and Approaches: and Approaches: and Approaches: and Approaches: and Approaches: 3.05 m (10’-0”) 3.05 m (10’-0”) 3.05 m (10’-0”) 3.05 m (10’-0”) 3.05 m (10’-0”) right 1.22 m (4’-0”) right 1.22 m (4’-0”) right 1.22 m (4’-0”) right, 1.22 m (4’-0”) right, 1.22 m (4’-0”) left (standard) left (standard) left (standard) left (standard) left (standard)
Main Span Lane Widths 3.30 m (10’-10”) Existing Bridge: Existing Bridge: 3.66 m (12’-0”) 3.66 m (12’-0”) 3.66 m (12’-0”) (non-standard) 3.30 m (10’-10”) 3.30 m (10’-10”) (standard) (standard) (standard) (non-standard) (non-standard)
New Bridge: 3.66 New Bridge: 3.66 m (12’-0”) m (12’-0”) (standard) (standard)
Grades Up to 4% (non- Existing Bridge: up Existing Bridge: up 2% (standard)1 2% (standard)1 2% (standard)1 standard) to 4% (non- to 4% (non- standard) standard)
New Bridge: 2% New Bridge: 2% 1 1 p (standard) (standard) tember 2008 Level of Service (2045) Varies: C to F Varies: B to F Varies: C to F Varies: B to F Varies: B to F Varies: B to F
Kosciuszko Brid No Build Summary Executive Statement Impact Environmental Final Alternative Alternative RA-5 Alternative RA-6 Alternative BR-2 Alternative BR-3 Alternative BR-5 Average Speed (2045)
A.M. Peak Hour km/h mph km/h mph km/h mph km/h mph km/h mph km/h mph
g Eastbound 18.9 11.7 62.5 38.9 34.7 21.6 67.5 41.9 67.5 41.9 67.5 41.9 e Pro Westbound 27.6 17.1 40.9 25.4 52.2 32.4 46.9 29.2 46.9 29.2 46.9 29.2 j ect P.M. Peak Hour
Eastbound 11.3 7.0 66.9 41.6 47.5 29.5 72.4 45.0 72.4 45.0 72.4 45.0
Westbound 11.4 7.1 39.6 24.6 49.9 31.0 47.2 29.3 47.2 29.3 47.2 29.3
Vehicle Hours of Delay (2045)
A.M. Peak Hour 705 hours 314 hours 387 hours 235 hours 235 hours 235 hours
P.M. Peak Hour 816 hours 285 hours 328 hours 206 hours 206 hours 206 hours Construction/Maintenance S2 Se ES-28 Construction Duration N/A 3 years, 9 months 3 years, 9 months 6 years 5 years 5 years
Project Cost $0 $610 million $565 million $712 million $692 million $630 million
Estimated Time Before Major 6 years 25 years 25 years 75 years 75 years 75 years Repairs Required
Maintenance Cost over 75- $300 million (50- $232 million $232 million $40 million $40 million $40 million year Lifespan year Lifespan) Economic Construction-Related 0 13,695 12,685 15,984 15,535 14,143 Employment
Annual Property Tax Revenue 0 $486,086 $469,876 $667,808 $665,994 $550,778 Loss due to Right-of-Way Acquisition p ebr2008 tember Businesses Relocated 0 28 15 30 30 26
Employees Affected 0 330 260 368 368 305
Residences Relocated 0 0 0 0 0 3
Kosciuszko Brid No Build Summary Executive Statement Impact Environmental Final Alternative Alternative RA-5 Alternative RA-6 Alternative BR-2 Alternative BR-3 Alternative BR-5 Environmental Parkland
Permanent Use Existing:3,056 m2 601 m2 297 m2 445 m2 445 m2 1,299 m2 g e Pro (0.76 acres) (0.15 acres) (0.07 acres) (0.11 acres) (0.11 acres) (0.32 acres)
2 2 2 2 2
j Net Increase after 13,351 m 11,040 m 13,383 m 13,247 m 13,715 m ect Mitigation (3.30 acres) (2.73 acres) (3.31 acres) (3.27 acres) (3.39 acres)
Streetscaping Improvements No Yes Yes Yes Yes Yes
Bikeway/Walkway No Yes No Yes Yes Yes
Boat Launches 0 2 2 2 2 2
Increased/Improved Water None Moderate Moderate Substantial Substantial Substantial Habitat
Impacts to Wetlands None Long term benefits Long term benefits Long term benefits Long term benefits Long term benefits S2 Se ES-29 Noise Receptors Impacted
Post Construction 456 462 474 462 462 444
Air Quality Impacts None Microscale: None Microscale: None Microscale: None Microscale: None Microscale: None Mesoscale: 2.52% Mesoscale: 2.75% Mesoscale: 2.52% Mesoscale: 2.52% Mesoscale: 2.52% increase in PM2.5 increase in PM2.5 increase in PM2.5 increase in PM2.5 increase in PM2.5 emissions emissions emissions emissions emissions Impact on Contaminated Materials
Soil None Moderate Moderate High Moderate Moderate Groundwater None Moderate Moderate High Moderate Moderate Brooklyn oil plume None Moderate High High High Low Creek Sediment None Low Low Moderate Moderate Moderate p ebr2008 tember Impact to Historic Properties
Kosciuszko Bridge None None None Removed Removed Removed Old Calvary Cemetery None Visual (mixed) Visual (mixed) Visual (mixed) Visual (mixed) Visual (mixed) Note: (1) A small section (less than 200m [660ft]) of the Brooklyn Connector would retain non-standard grades.
Final Environmental Impact Statement Executive Summary
J. FUTURE ACTIONS
All interested parties are encouraged to review and comment on the material contained in this FEIS. Comments must be submitted by January 23, 2009 and may be submitted by mail, email, or fax to:
Norik Tatevossian, P.E. Director of Structures New York State Department of Transportation Hunters Point Plaza 47-40 21st Street Long Island City, NY 11101 Fax: (718) 482-6319 Email: [email protected]
or
Jeffrey Kolb, P.E. Division Administrator Federal Highway Administration Leo W. O’Brien Federal Building, 7th Floor Clinton Avenue and North Pearl Street Albany, NY 12207
Upon concurrence with the preferred alternative, FHWA will issue a ROD documenting this decision and allowing NYSDOT to proceed with final design and construction. With the ROD expected by early 2009 and final design estimated to take three years for any of the Build Alternatives, construction would not begin before 2012.
NYSDOT has committed to continuing their aggressive outreach program, via the SAC and other outreach and information activities, throughout final design and construction. Involvement of stakeholders and constituencies during these phases is essential to ensure that they are fully engaged and informed, as details that will directly affect them during construction are finalized.
K. STATUTE OF LIMITATIONS REGARDING DECISION
A federal agency may publish a notice in the Federal Register, pursuant to 23 USC §139(l), indicating that one or more Federal agencies have taken final action on permits, licenses, or approvals for a transportation project. If such notice is published, claims seeking judicial review of those Federal agency actions will be barred unless such claims are filed within 180 days after the date of publication of the notice, or within such shorter time period as is specified in the Federal laws pursuant to which judicial review of the Federal agency action is allowed. If no notice is published, then the periods of time that otherwise are provided by Federal laws governing such claims will apply. It should be noted that FHWA-NY Division intends to pursue this provision by advertising in the Federal Register.
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