Access Modification Report

Home , Bruckner Expressway, Hutchinson River, Hutchinson River Parkway, Pelham Bay Bridge

Bruckner-Hutch Mobility Improvement Project I-95 and NY 908A PIN X731.27 Bronx County, New York

DRAFT APPENDIX X7: ACCESS MODIFICATION REPORT

Prepared for:

New York State Department of Transportation

Prepared by:

November 2020 Appendix X7 August 2020 Draft Access Modification Report PIN X731.27

Table of Contents

I. INTRODUCTION ...... 1 A. Project Purpose ...... 3 B. Project Need ...... 3 C. FHWA’s Policy Statement ...... 6

II. PROPOSED CHANGES TO ACCESS POINTS ...... 6

III. COMPLIANCE WITH POLICY POINTS ...... 8 A. Study Methodology ...... 8 B. Policy Point 1: Operational and Safety Analysis ...... 8 1. Policy Point 1A: Operational and Safety Analysis on the Interstate ...... 8 2. Policy Point 1B: Operational and Safety Analysis on the State/Local System ...... 10 3. Policy Point 1C: Effects of Project on Adjacent Interchanges ...... 11 C. Policy Point 2: Connection to a Public Road and Accommodation of all Interchange Movements12

IV. CONCEPTUAL SIGNING PLAN ...... 12

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I. INTRODUCTION

The New York State Department of Transportation (NYSDOT) is proposing to address the existing geometrical, operational and safety issues on Northbound I-95 in the vicinity of the I-95 (Bruckner Expressway/New England Thruway) and Bronx and Pelham Parkway Interchange in Bronx County, New York. The purpose of the Project is to provide improved mobility and safety on Northbound I-95 (Bruckner Expressway/New England Thruway) and Pelham Parkway Interchange while also addressing geometric and operational deficiencies within the Project Area. In addition, the Project will also provide improved access to Co-Op City neighborhood.

The Project is located along a 0.6-mile segment on the I-95 in the vicinity of Pelham Bay Park and a 0.6- mile segment on the Hutchinson River Parkway to the southwest of the Hutchinson River in Bronx County. The project consists of two different locations; the first location is the northbound direction at the interchange between I-95 and Pelham Parkway; the second location is on the Hutchinson River Parkway northbound direction between I-95 and Bartow Avenue. The project area boundary and study limits are shown in Figure 1.

The study limits for both the operational and safety analysis for this project, extends well beyond the Project Area. Figure 1 illustrates the study limits in northeast Bronx County. The study limits include:

• Northbound I-95, Bruckner Expressway and New England Thruway from the interchange with I-695, Throgs Neck Expressway, to the interchange with the Hutchinson River Parkway near the Westchester County Line. • Hutchinson River Parkway from the interchange with Pelham Parkway to Bartow Avenue, adjacent to the Hutchinson River. • Bronx and Pelham Parkway from Stillwell Avenue to the Pelham Bay Bridge on Shore Road.

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A. Project Purpose The purpose of this project is to alleviate traffic congestion in the I-95/Pelham Parkway interchange area, by addressing geometric and operational deficiencies to improve safety and mobility; and, by providing NB Hutchinson River Parkway traffic direct access to the Co-Op City. Providing direct access to Co-op City community from NB Hutchinson Parkway will further help meet the purpose of the project, since traffic will no longer need to travel through the I-95/Pelham Parkway interchange from Hutchinson River Parkway to get to Co-Op.

The following objectives have been established to further refine the project purpose: • Reduce travel times on the northbound I-95 within the Project Area; • Improve access to the Co-op City neighborhood; • Improve pedestrian and bicycle crossings at the interstate ramps; and • Improve geometric and operational deficiencies associated with the I-95 ramps.

B. Project Need The need for this Project developed due to heavy traffic congestion and high crash rates within the study limits. As discussed in Chapter 2 of this DDR/EA, a substantial amount of crashes occurs within the Study Area due to high volumes, congestion and the interchange-related weaving movement on this segment of I-95.

Mobility is limited within the Project Area due to traffic congestion during morning and evening peak periods. Congestion occurs during the morning and evening peak periods on northbound I-95, with the morning having the highest congestion. The congestion starts on northbound I-95, exit to Hutchinson River Parkway and sometimes extends 1.5 miles southward to the merge area between I-95 and Throgs Neck Expressway (I-695). The congestion in this section is the result of multiple operational and geometric deficiencies of the interstate highway and ramps entering and exiting I-95.

The fourth travel lane drops from I-95 at Exit 8B to Pelham Parkway/Orchard Beach/City Island. Thus, the capacity of the mainline decreases but a relatively low volume of traffic uses the exit, resulting in an unbalanced demand and capacity on the mainline. There are four consecutive ramps on northbound I-95 within a distance of 1,400 feet from Exit 8B to Exit 8C. Just north of the lane drop at Exit 8B, there are two weaving segments with less than 500 feet of weaving distance, with a high number of weaving vehicles causing significantly lower speeds than the free flow speed.

Congestion also occurs on the ramp from eastbound Pelham Parkway to northbound I-95 and local roads. The congestion on the ramp is caused by the stop sign at the end of the ramp yielding the right-of-way to traffic coming from northbound Bruckner Blvd which enters the mainline just 150 feet before. The volume of traffic from northbound Bruckner Blvd is also quite high, so oftentimes motorist from Pelham Parkway have to wait for an acceptable gap to enter into the mainline. The high traffic volumes on Bruckner Blvd are partly due to motorists using it as an alternative to the congested I-95 mainline.

The congestion, geometric conditions and traffic control devices on northbound I-95 contribute to the number of crashes on the I-95 mainline. There is a high crash rate on northbound I-95 from Wilkinson Avenue to the Amtrak railroad overpass. There are several locations observed where crashes are more likely to occur; specifically, just south of the exit to Pelham Parkway/Orchard Beach/City Island, south of the entrance ramp from northbound Bruckner Blvd. to northbound I-95 and the I-95 Overpass over Pelham Parkway. Most of the crashes that occur at those high crash locations are rear-ends and side-swipes. The high number of crashes at those locations is likely due to the lane drop at the Orchard Beach/City Island exit, merging and weaving movements to/from entrance and exit ramps and the congestion on northbound I-95.

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In addition to relieving congestion and improving safety, a new and more direct connection to Co-Op City is needed. Currently there is no connection to Co-Op City neighborhood on the Hutchinson River Parkway; the nearest connection is on the I-95. Motorists on the Hutch destined for Co-Op City currently need to take an indirect route passing through I-95, which results in longer travel times. Motorist on northbound Hutchinson River Parkway with destinations in Co-Op City must use eastbound Pelham Parkway and northbound I-95 to access either Palmer Ave (Exit 9) or Bartow Ave (Exit 11) exits to reach the Co-Op City community, as shown in red in Figure 2.

For further information about the project, please refer to information in the body and appendices of this Draft Design Report/Environmental Assessment/Draft Section 4(f).

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C. FHWA’s Policy Statement

The statement below has been prepared by applying the outline in the Federal Highway Administration (FHWA) Policy on Access to the Interstate System and following the Considerations and Requirements provided therein.

1. An operational and safety analysis has concluded that the proposed change in access does not have a significant adverse impact on the safety and operation of the Interstate facility (which includes mainline lanes, existing, new, or modified ramps, and ramp intersections with crossroad) or on the local street network based on both the current and the planned future traffic projections. The analysis should, particularly in urbanized areas, include at least the first adjacent existing or proposed interchange on either side of the proposed change in access (Title 23, Code of Federal Regulations (CFR), paragraphs 625.2(a), 655.603(d) and 771.11 1(f)). The crossroads and the local street network, to at least the first major intersection on either side of the proposed change in access, should be included in this analysis to the extent necessary to fully evaluate the safety and operational impacts that the proposed change in access and other transportation improvements may have on the local street network (23 CFR 625.2 (a) and 655.603(d)). Requests for a proposed change in access should include a description and assessment of the impacts and ability of the proposed changes to safely and efficiently collect, distribute, and accommodate traffic on the Interstate facility, ramps, intersection of ramps with crossroad, and local street network (23 CFR 625.2(a) and 655.603(d)). Each request should also include a conceptual plan of the type and location of the signs proposed to support each design alternative (23 U.S.C. 109(d) and 23 CFR 655.603(d)).

2. The proposed access connects to a public road only and will provide for all traffic movements. Less than "full interchanges" may be considered on a case-by-case basis for applications requiring special access, such as managed lanes (e.g., transit or high occupancy vehicle and high occupancy toll lanes) or park and ride lots. The proposed access will be designed to meet or exceed current standards (23 CFR 625.2(a), 625.4(a) (2), and 655.603(d)). In rare instances where all basic movements are not provided by the proposed design, the report should include a full-interchange option with a comparison of the operational and safety analyses to the partial-interchange option. The report should also include the mitigation proposed to compensate for the missing movements, including wayfinding signage, impacts on local intersections, mitigation of driver expectation leading to wrong-way movements on ramps, etc. The report should describe whether future provision of a full interchange is precluded by the proposed design.

II. PROPOSED CHANGES TO ACCESS POINTS As described in Chapter 3 of this DDR/EA, the Build Alternative (Section 3.2.1.2) will improve vehicular traffic flow on northbound I-95 and improve geometric and operational deficiencies associated with the I-95 ramps. It will also improve access to Co-Op City neighborhood with the addition of Hutchinson River Parkway northbound exit ramp at Bartow Avenue. The I-95/Pelham Parkway Interchange will be reconfigured to accommodate all traffic movements from westbound and eastbound Pelham Parkway to northbound and southbound I-95. Geometric and operational deficiencies of the I-95 entrance and exit ramps will be addressed by relocating or closing some ramps and lengthening the weaving sections.

New Ramp AC/D will be constructed to allow access for traffic from eastbound Pelham Parkway, traffic from westbound Pelham Parkway and traffic from Bruckner Blvd to access northbound I-95. New Ramp JE will allow for eastbound Pelham Parkway movement to southbound I-95, in addition to the current westbound Pelham Parkway movement which exists. Additionally, the Build Alternative will improve vehicular access to Co-op City neighborhood from Hutchinson River Parkway.

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It is anticipated that the proposed improved geometry of northbound I-95 segment on Pelham Parkway Interchange will result in a lower crash rate and reduce delays, since the geometric deficiencies will be improved.

The changes to access that require FHWA approval include the following new features:

• Ramp A - Exit ramp from the eastbound Pelham Parkway which will provide connection to northbound I-95. The existing ramp will be replaced with two right-turn only lanes to accommodate high volumes of traffic during peak periods coming from eastbound Pelham Parkway and will merge on with Ramp AC.

• Ramp AC - This exit ramp will replace existing Ramp C and will accommodate traffic from westbound Pelham Parkway providing connection to northbound I-95. Traffic from westbound Pelham Parkway will make a left turn on proposed signalized intersection to access Ramp AC. Proposed Ramp AC will also accommodate NYC truck route.

• Ramp AC/D – This entrance ramp will combine traffic coming in from Ramp A and Ramp AC (eastbound and westbound Pelham Parkway, respectively) and local traffic from Ramp D (traffic from Bruckner Blvd onto northbound I-95). Traffic from the ramps merge onto a two-lane ramp configuration and will enter northbound I-95 as a two-lane entrance.

• Ramp JE – This entrance ramp will accommodate traffic from eastbound Pelham Parkway destined for southbound I-95 through a signalized left-turn only lane. This will replace the existing difficult U- turn that is made on eastbound Pelham Parkway to get onto westbound Pelham Parkway and later using Ramp J to access sounthbound I-95.

Changes in access to Hutchinson River Parkway include the following new features:

• Ramp U – Exit ramp to provide access to Co-op City neighborbood at Bartow Ave. This will replace the current and indirect access of Co-op City neighborhood of vehicles originating from Hutchinson River Parkway.

As described further in Chapter 3 of this DDR/EA, the I-95/Pelham Parkway interchange will be reconstructed to improve geometric deficiencies and provide an additional lane on northbound I-95. To accommodate the fourth travel lane, the existing bridge structure over Pelham Parkway would be reconfigured to four travel lanes plus an acceleration lane without a shoulder at entrance of Ramp AC/D. On the bridge structure over Pelham Parkway, the two left-most travel lane widths will be reduced to 11 feet wide, the remaining two travel lanes (including the proposed fourth lane) would be approximately 12 feet wide, and the proposed acceleration lane will be 11 feet wide. The fourth lane would continue over the existing Amtrak / Erskine Place bridge and end at Exit 9 (Ramps E and F) to northbound Hutchinson River Parkway and Palmer Ave. It is anticipated that the proposed geometry of the Bruckner Expressway/New England Thruway within this segment would result in lower crash rate and reduce delays in traffic on northbound direction, as the geometric deficiencies will be improved.

The entrance ramps D, A and C on northbound I-95 will be reconfigured into Ramp AC/D to provide one access point onto northbound I-95 to mitigate the short weaving sections and stop-controlled conditions which exists on northbound I-95. Ramp B will be removed to provide additional lengthening of weave sections. Motorists who are currently utilizing Ramp B to access westbound Pelham Parkway will be rerouted to Exit 8B in the Build Alternative and then travel east on Shore Road to Road X, where they will turn left to westbound Pelham Parkway

Direct access to the Co-op City neighborhood from the northbound Hutchinson River Parkway is provided by building an exit Ramp U to Bartow Avenue. Therefore, a new intersection on Bartow Avenue at this location is required as part of the Build Alternative.

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III. COMPLIANCE WITH POLICY POINTS

A. Study Methodology Future year traffic volumes were developed for both the design year 2043 (ETC+20) and estimated time of completion year 2023 (ETC). The version of the New York Best Practices Model (2010R Series) provided by the metropolitan planning organization known as New York Metropolitan Transportation Council (NYMTC), was utilized to derive traffic growth rates that incorporate regional employment and population forecasts. The first step in the development of traffic growth rates using the NYBPM was extraction of a subarea for the base and future years that focused on the study area. The traffic assignments were conducted using the subarea networks and trip tables for three model years (2017, 2025 and 2040) and two time periods (6-10 AM and 4-8 PM).

The NYBPM trips are arranged into seven vehicle classes: Single Occupancy Vehicles (SOV), High Occupancy Vehicles (HOV2, HOV3+), Taxi, Commercial Vans, Medium Trucks and Heavy Trucks. For the traffic growth rate calculations, the seven classes were combined into two classes of vehicles- auto and trucks. The first five classes of vehicles from the NYBPM trip tables were combined into the auto category, and medium and heavy trucks were combined into the truck category.

The subarea trip tables for AM and PM peak periods were combined as a single growth factor that would be applied to existing 2019 AM and PM traffic counts, however still maintaining auto and truck volumes separately. From 2017 to 2025, the auto trips are projected to change at a -0.3% average annual growth rate and then at a rate of 0.6% between 2025 and 2040. The truck trips would grow at an annual rate of 0.7% between 2017 and 2025 and 0.5% between 2025 and 2040. Due to the NYBPM model showing a negative growth rate for auto trips between 2017 and 2025, the growth rate from 2025 to 2040 of 0.6% for auto trips was used for all future years. To provide a uniform comparison, growth factors were calculated to develop the 2019 existing counts to the Year 2023 (ETC) and Year 2043 (ETC+20).

VISSIM models were developed using the recommended growth forecasts. It was determined from initial VISSIM model assignments that without the Build Alternative, the traffic growth forecasts developed for the corridor would begin to overload traffic trying to enter the corridor somewhere between 2023 and 2043. Travel times tend to increase from Existing Conditions to ETC to ETC+20 in both the morning and evening peak hours. The biggest changes can be seen on the ramps that serve I-95. In other words, the heavily congested interstate will be used by more travelers and the traffic movement will become increasingly slower, leading to longer travel times through the Project Area.

The intersection analysis software Synchro/SimTraffic was then used to evaluate the operations of the proposed signals, and geometric modifications and provide intersection Levels of Service (LOS). The VISSIM traffic microsimulation models were used to analyze the freeways, ramps, and local streets and intersections in a combined network and to provide travel times. B. Policy Point 1: Operational and Safety Analysis

1. Policy Point 1A: Operational and Safety Analysis on the Interstate As described in the earlier section of this report and in Chapter 3 of the DDR/EA, the Build Alternative will improve geometric and operational deficiencies associated with I-95 ramps at the Bruckner Expressway/Pelham Parkway Interchange and the congestion issue on northbound I-95. With the proposed changes to the access points on northbound I-95, there will be improved traffic flow on the northbound I-95 within the project area to provide improved level of service for a design period of 20 years.

When comparing the evaluated alternatives with the No-Build alternative, the Build Alternative for ETC+20 will provide better operational performance in terms of level of service, improved average speed and decreased queue lengths. The freeway densities will improve substantially along I-95 from the merge with I-695 to the diverge at Exit 8B (eastbound Pelham Parkway) as the densities decrease by 120 vphplm (vehicles per hour per lane-mile) and 85 vphplm in the 2043 AM and PM peak hours, respectively. This

Appendix X7 August 2020 Draft Access Modification Report PIN X731.27 project would improve the average speed from 6 mph to 35 mph on the segment from the Country Club Road interchange (Exit 7C) to Exit 8B. From the Westchester Avenue overpass to the bridge over the Hutchinson River Parkway the average speed will improve from 11 mph to 40 mph. The northbound I-95 queue length that starts between the exit to Shore Road/Eastbound Pelham Parkway and the Eastbound Pelham Parkway on-ramp will improve from more than 5,300 feet to less than 130 feet in the 2043 AM and PM peak hours.

The proposed exit ramp from the northbound Hutchinson River Parkway to Bartow Avenue will provide a necessary direct access point from the northbound Hutchinson River Parkway to the Co-op City neighborhood and The Bay Plaza Shopping Center, New York City’s largest shopping center. Currently, traffic traveling on the northbound Hutchinson River Parkway wanting to access the referred area needs to exit to Pelham Parkway, via Exit 3E, travel on eastbound Pelham Parkway, then enter the northbound I-95 to exit either at Exit 9 or Exit 11. The traffic study found that the highest levels of local congestion occur at Baychester Avenue and Bartow Avenue, which is immediately to the north of the northbound I-95 exit ramp to Baychester Avenue and the southern areas of Co-op City. Therefore, besides providing a needed access to the Co-op City neighborhood and The Bay Plaza Shopping Center, the proposed exit ramp to Bartow Avenue will improve mobility on the northbound I-95.

The Build Conditions LOS along I-95 during the morning and evening peak hours is generally higher than LOS D throughout the Project Area. There are several locations that are LOS E or F under the Build Alternative; however, there is overall improvement in LOS along I-95 under Build Alternative. For the Hutchinson River Parkway in the northbound direction, LOS varies between C and D during the morning peak hour and improves to levels B/C during the evening peak hour. The density and LOS for each mainline segment is listed in Exhibit 3.3.1.7-1 in Chapter 3 of DDR/EA.

With the new northbound Hutchinson River Parkway exit ramp to Bartow Avenue, an additional 60 vehicles in the AM and 130 vehicles in the PM peak hour originating from northbound I-95 will utilize Exit 9 to reach Bartow Avenue via the new northbound Hutchison River Parkway and thus cause weaving density to increase by approximately 17 vphplm between Ramp AC/D and the exit to northbound Hutchinson River Parkway in 2043 AM peak hour. Similarly, northbound Hutchinson River Parkway under the Build Alternative reports slightly higher densities (approximately 3 vphplm) due to the additional volume exiting at the new ramp.

The proposed roadway speed limits are summarized in Exhibit 3.3.1.5-1 in Chapter 3 of DDR/EA. Peak hour travel speeds were extracted from the VISSIM models, and travel speeds for both the 2043 No-Build Alternative and the Build Alternative along project-focus roadways are shown in Exhibit 3.3.1.5-2 in Chapter 3 of DDR/EA. Generally, Build condition travel times will decrease substantially for northbound I-95 between the merge with I-695 and Exit 8B from the No-Build condition to the Build condition. However, there will be a small increase in travel time for vehicles north of the new combined Ramp AC/D to the diverge to Exit 9 as over 100 additional vehicles during the peak hour will use Exit 9 to access the new Hutchinson River Parkway exit ramp to Bartow Avenue. This section will experience a maximum of 10 additional seconds in travel time, of which impacts are deemed small compared to the volume that uses the northbound I-95. Motorists who are currently utilizing Ramp B to access westbound Pelham Parkway will be rerouted to Exit 8B in the Build Alternative and then travel east on Shore Road to Road X, where they will turn left to westbound Pelham Parkway. Even though there is an increase in travel time for those motorists, the overall network will see a decrease in travel time, specifically northbound I-95. Northbound Hutchinson River Parkway between the on-ramp from northbound I-95 and the new Bartow Avenue exit ramp will have a slight decrease in speed of 2 mph in 2043 due to the volume exiting the roadway in a new weave configuration.

Crashes are expected to reduce by correcting non-conforming geometric conditions and reducing recurring congestion. Northbound I-95 Bruckner Expressway/New England Thruway has a crash rate higher than the statewide average crash rate with the segment between Exit 8B to Exit 8C (Ref. Marker 95IX1M21071- 95IX1M21073) identified as a Priority Incident Location (PIL) in Year 2018.

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The proposed long-term capital improvements include extending acceleration and deceleration lanes at several locations to conform to the AASHTO recommended distances, redesign of the I-95/Pelham Parkway Interchange to reduce the number of potential conflict points and improve weaving conditions, the addition of a fourth lane in the northbound direction of I-95 to increase overall capacity to serve as an auxiliary lanes at a key location. The geometric conditions discussed in Section 2.3.1.8 (lane drop, shifting lanes, merging vehicles, traffic congestion, and short distance between ramps) are the contributing factors to most crashes between Exits 8B and 8C. Addressing the conditions above are expected to reduce the number of crashes considerably. The following safety improvements are proposed to be implemented by the project:

• Adding the fourth travel lane between Ramp AC/D and Exit 9 with an additional acceleration lane that ends before the bridge carrying I-95 over Amtrak/Erskine Avenue. • Reconfiguring the I-95/Pelham Parkway Interchange to minimize weaving and lane changes. • Update signing and pavement marking accordingly.

The proposed changes to northbound I-95 will include the addition of a fourth travel lane from the merge of Ramp AC/D onto northbound I-95 to the deceleration lane of Exit 9, the removal of two short weaving segments (between the Pelham Parkway and Amtrak overpasses), the addition of an acceleration lane to the northbound I-95 reconfigured entrance ramp AC/D from Pelham Parkway/Shore Road and Bruckner Boulevard and the reduction of the total access points on northbound I-95 from six (6) to three (3) between Exit 8B and Exit 9, a segment of approximately 2,500 feet. Even though the proposed changes are strictly between Exit 8B to Exit 9, safety is expected to improve south of the construction limits up to the I-95/I-695 merge due to the associated reductions in northbound I-95 congestion and queuing.

As a result of the proposed changes, the crash rate along northbound I-95 Bruckner Expressway/New England Thruway between Ref. Markers 95IX1M21061 to 95IX1M21092 is expected to decrease from 2.109 crashes per million vehicle miles to 1.157 crashes per million vehicle miles.

In summary, the proposed changes will address existing substandard geometry at a PIL, which will improve traffic flows thereby reducing congestion and congestion-related crashes on northbound I-95 within the Project Area.

Roadway improvements including street lighting upgrades, road resurfacing with skid resistant pavement and restriping will be installed along northbound I-95 between Exit 8B to Exit 9, northbound Hutchinson River Parkway from Ref. Marker 908AX1M11020 to 908AX1M11027. In addition to the previously mentioned northbound I-95 crash rate reductions, the project is expected to cause the northbound Hutchinson River Parkway to experience a decrease from 1.253 crashes per million vehicle miles to 1.173 crashes per million vehicle miles. The full Crash Analysis report with accompanying figures and diagrams can be found in Appendix X3.

2. Policy Point 1B: Operational and Safety Analysis on the Local System The Build Alternative will reduce traffic volumes on Bruckner Boulevard as it will experience volume shifts from service road to I-95, as discussed in Section 3.3.1.6 of the DDR/EA and northbound service road Bruckner Blvd will experience improved operations. In the Existing AM peak period, the severe congestion on northbound I-95 resulted in traffic bypassing the mainline by exiting through Exit 7C and re-entering the mainline downstream at the on-ramp near Pelham Parkway. With the mainline congestion alleviated in Build conditions, vehicles previously taking this bypass (are observed to remain on northbound I-95 instead. In the AM peak period, 89 and 164 vehicles have shifted from the service road -Bruckner Blvd to remaining on mainline I-95 in ETC and ETC+20 year, respectively.

Another major volume shift along northbound I-95 occurs at the on-ramp near Middletown Road. In the Existing Conditions, northbound I-95 experiences major congestion resulting in local traffic from Middletown Road and its vicinity to bypass the Middletown Road on-ramp and continue along northbound Bruckner Boulevard to avoid congestion until the on-ramp from Westchester Avenue. With reduced congestion in

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Build conditions, the traffic is observed to enter northbound I-95 via the Middletown Road on-ramp thereby alleviating the congestion along Bruckner Boulevard north of Middletown Road and at the on-ramp from Westchester Avenue. In the AM peak period, 766 and 793 vehicles have shifted from northbound service road Bruckner Blvd to remaining on mainline I-95 in ETC and ETC+20 year, respectively; and in PM peak periods, 479 and 500 vehicles have shifted from northbound service road Bruckner Blvd to remaining on mainline I-95 in ETC and ETC+20 year, respectively. With these traffic volumes remaining on mainline I- 95, is it expected that crash rates will reduce. Furthermore, as indicated by Table 3.3.1.7-3 of the DDR/EA, od the five intersections analyzed along Bruckner Boulevard and intersection north of project limits, the Build Alternative will result in higher LOS in one intersection and no changes or less than 20 seconds in delay during ETC and ETC+20.

With the addition of the new entrance ramp on northbound Hutchinson River Parkway at Bartow Ave, travel speeds will decrease slightly and there will be slight increases in delay on northbound Hutchinson River Parkway. But since proposed Ramp U will provide a direct route to Co-op City on the Hutchinson River Parkway, it will encourage motorists destined for Co-op City to stay on the parkway rather than take the longer route, using Pelham Parkway and I-95 to get to Co-op City. As a result, the volume on the Hutchinson River Parkway to the east of the entrance ramp from northbound I-95 will also increase by approximately 450 vehicles and density will increase from 33.3 veh/hr/lane to 37.9 veh/hr/lane.

A new signal is proposed at the intersection. This intersection is expected to have overall LOS B and higher during both AM and PM peak periods. The current crash rate at Bartow Ave/Hutchinson River Parkway East is 2.701 C/mvm. With the new signalized intersection, proper signage and proposed pavement markings on Bartow Avenue safety is expected to improve.

In summary, based on the analysis from Chapter 3 of DDR/EA, the Build Alternative does not have significant adverse impact on safety and operation of the Interstate (I-95) facility or the local system.

3. Policy Point 1C: Effects of Project on Adjacent Interchanges The first interchange external to the Project to the south is at a major merge with Bruckner Expressway (I- 95) and end of the Throgs Neck Expressway (I-695). This interchange south of Exit 7C: Country Club Rd and is a major merge. This interchange is not a typical interchange as the ramp connections are freeway to freeway and not freeway to local streets. The level of service improves when comparing No Build to the Build Alternative. Serious congestion and queuing occur on northbound I-95 Bruckner Expressway during the weekday AM and PM peak periods, beginning at the Pelham Parkway interchange and extending back as far as the junction with I-695 Throgs Neck Expressway, due to capacity constraints in the vicinity of Pelham Parkway interchange

The freeway segment capacity analysis shows that as part of the Build Alternative, northbound I-95 between the start of the model (at the merge of I-95 and I-695) and Exit 8B (eastbound Pelham Parkway) will experience substantial reductions in congestion with multiple segments improving from LOS E (No Build ETC and ETC+20) to LOS B or C (Build ETC and ETC+20).

The first interchange external to the Project to the north is at the off-ramp to northbound Hutchinson River Parkway, where Hutchinson River Parkway is connected with I-95/New England Thruway as a slip ramp. This interchange (Exit 9) is also not a typical interchange as the ramp provides freeway to freeway connection. The Build Alternative will slightly decrease travel speeds to northbound Hutchinson River Parkway as higher densities are reported due to the additional volume exiting at the new ramp from northbound Hutchinson River Parkway to Bartow Ave.

Although there is a slightly increased delay in the segment before Exit 9, the proposed ramp reconfiguration on northbound I-95 reduces total access points from 6 to 3 between Exit 8B and 9, within a segment of 2,500 feet and improves safety along northbound I-95 at this interchange with northbound Hutchinson River Parkway.

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In summary, the proposed changes will help streamline traffic on the Interstate, thereby reducing congestion and congestion related crashes on northbound I-95 within the Project Area and to the south of it as well.

C. Policy Point 2: Connection to a Public Road and Accommodation of all Interchange Movements The new reconfigured I-95/Pelham Parkway interchange will provide two new ramps and two modified ramps to make connections to and from I-95 and Pelham Parkway. The combination of existing ramps and proposed ramps accommodate all traffic movements as a full interchange. Proposed Ramp AC/D provide connection to northbound I-95 through reconfigured Ramp A (from eastbound Pelham Parkway), Ramp AC (from westbound Pelham Parkway) and Ramp D (from Bruckner Blvd). New curve warning and speed advisory signs will be provided on the northbound I-95 reconfigured entrance ramp from Pelham Parkway/Shore Road and Bruckner Boulevard.

Ramp JE provides connection from eastbound Pelham Parkway to southbound I-95, previously users from eastbound Pelham Parkway that needed to access southbound I-95 would have to travel down eastbound Pelham Parkway/Shore Rd and make a U-turn to get onto westbound Pelham Parkway and use existing Ramp J. Both Ramps J and JE will provide both movements from Pelham Parkway to southbound I-95.

With the removal of exit ramp to westbound Pelham Parkway, users will have to utilize proposed Exit 8: Pelham Parkway/Orchard Beach/City Island to access westbound Pelham Parkway by using ramp to Shore Rd and making a left turn from Road X onto westbound Pelham Parkway with All-Way Stop signage. Proposed signing on mainline I-95 and Pelham Parkway will provide proper direction to locations of new entrance and exit ramps to access both directions of I-95 and Pelham Parkway. The proposed signing on Bruckner Expressway/New England Thruway are provided in Conceptual Signing Plans in the next section.

In summary, the proposed reconfigured ramps on the interchange accommodates all traffic movements to and from I-95 and wayfinding signage will allow drivers to clearly locate the ramps that leads them to and from the interstate and Pelham Parkway.

IV. CONCEPTUAL SIGNING PLAN Refer to the following Conceptual Signing Plan for the signs proposed to support the Build Alternative.

Access Modification

ACCESS MODIFICATION GUIDE SIGNAGE

Access Modification

ACCESS MODIFICATION GUIDE SIGNAGE

NEW MODIFIED PROPOSED RAMP ACD CONNECTING ENTRANCE RAMP BRUCKNER BLVD, EASTBOUND FROM BRUCKNER PELHAM PARKWAY AND BLVD WESTBOUND PELHAM PARKWAY

Access Modification

PROPOSED TWO-LANE MODIFIED ENTRANCE RAMP FROM EASTBOUND PELHAM PARKWAY TO NORTHBOUND I-95

EXISTING EXIT RAMP TO WESTBOUND PELHAM PARKWAY CLOSED

Access Modification

EXISTING ENTRANCE RAMP TO NORTHBOUND I-95 Access Modification CLOSED

PROPOSED ENTRANCE FROM WESTBOUND PEHLAM PARKWAY TO NORTHBOUND I-95 Access Modification Access Modication

Access Modification

Access Modification Access Modification

ACCESS MODIFICATION GUIDE SIGNAGE Access Modification

ACCESS MODIFICATION GUIDE SIGNAGE FILE NAME = DATE/TIME = 01-JUL-2020 16:05 USER = kdesai

DESIGN SUPERVISOR M. VARGHESE JOB MANAGER M. SONI DESIGN K. DESAI CHECK K. DESAI DRAFTING I. ISYPOVA CHECK K. DESAI PROJECT MANAGER M. VARGHESE ON: AFFIX SEAL:

MATCH LINE H-H (SEE DWG. SLP-9)

I 1 4+00 I-1

S P A

1 7 + 0 0

I 1 5 + 0 0

ON: ALTERED BY: 1

S A

P C

1 8

8 +

+ 0

0 0

0 I-2

0 I-3

SHALL STAMP THE DOCUMENT AND INCLUDE NOTATION "ALTERED BY" FOLLOWED BY THEIR SIGNATURE, DATE OF SUCH ALTERATION, A SPECIFIC DESCRIPTION ALTERATION. TO ALTER AN ITEM IN ANY WAY. IF BEARING THE STAMP OF A LICENSED PROFESSIONAL IS ALTERED, ALTERING ENGINEER, ARCHITECT, LANDSCAPE OR LAND SURVEYOR IT IS A VIOLATION OF LAW FOR ANY PERSON, UNLESS THEY ARE ACTING UNDER THE DIRECTION LICENSED PROFESSIONAL ENGINEER, ARCHITECT, LANDSCAPE OR LAND SURVEYOR, DESCRIPTION OF ALTERATIONS: AS-BUILT REVISIONS

S S

P P S

A A P

C A

1 C

9 1

+ 9 1

0 + 9 0 0 +

0 3

I-4

+ 0 0

0 0

+ S

1 P

A 2

0 8-1E

P +

I-6 0

8-3E

I-5

+ A 0 0

MATCH LINE STA. P 115+75 (SEE DWG. SLP-2)

I 1 9 + 0 0 N

COUNTY: I-95 AND NY 908A BRUCKNER-HUTCH MOBILITY IMPROVEMENT PROJECT

P 115+00 1 P 114+00 P 113+00 P 112+00 +

2 BRONX

(

- J 1 11 0 +00

) JE 10+00 8-2E J

1 2 + 0 0 REGION: 8-4E JE-1

JE 11+00 11

PIN 8-1W J-2 X731.27

0 J-1 0

BRIDGES

0 0

CULVERTS

0 0 WITH BLUE BACKGROUND FOR M3-X, M4-X, M5-X, AND M6-X PLAQUES. 8. LOC 8-2E, 8-4E, 8-1W SIGN PANEL COLOR SHALL HAVE WHITE LEGEND/SYMBOL LEGEND/SYMBOL WITH YELLOW BACKGROUND. 7. WARNING SIGN PANEL ON BICYCLE AND PEDESTRIAN PATH SHALL HAVE BLACK WILL BE PAID UNDER ITEM 645.81020003. "STOP", "YIELD", AND "WRONG WAY" SIGN POSTS AS PER MUTCD. THE WORK 6. RETROREFLECTIVE STRIPS (RED) SHALL BE PROVIDED ON ALL "DO NOT ENTER", 646.22, 646.31 AND 647.83001002.. STANDARD SHEETS 646-15 AND 646-16. WORK WILL BE PAID UNDER ITEMS ACCORDANCE WITH THE MUTCD, OR AS ORDERED BY ENGINEER. PLEASE SEE 5. STANDARD DELINEATOR SHALL BE INSTALLED ALONG RAMP AS SHOWN AND IN 4. SEE DRAWING NO. SGN-1 FOR SIGNING NOTES. 3. SEE APPROPRIATE DRAWING NO. SDS-01 TO SDS-16 FOR WORK ITEM NUMBER/S. SPECIFICATIONS AND STANDARD SHEET BD-OS1, BD-OS14. 2. SIGN PANEL SHALL BE INSTALLED IN ACCORDANCE WITH NYSDOT STANDARD 1. SEE APPROPRIATE SIGN FACE LAYOUTS FOR PANEL DETAILS. NOTES: 9. CROSSING WARNING SIGNS IN ADVANCE OF CROSSWALK. RETROREFLECTIVE STRIPS SHALL BE INSTALLED ON POST FOR ALL PEDESTRIAN

ALL DIMENSIONS IN ft UNLESS OTHERWISE NOTED

BRONX AND PELHAM PARKWAY 3 +

H T

R O

SIGN LOCATION PLAN N

30 R G

M E

A 1

+ T

4 C 0

1 6 +

S T

A .

1" = 60'

+ 1

(

SHEET NO. DRAWING NO.

CONTRACT NUMBER D W

S 14

L P

SLP-8

3 120' ) ACCESS MODIFICATION GUIDE SIGNAGE

NEW ENTRANCE RAMP FROM NORTHBOUND HUTCHINSON RIVER PARKWAY