Draft Design Report Bruckner-Hutch Environmental Assessment Mobility Improvement Project November 2020 Draft Section 4(f) Evaluation PIN X731.27

CHAPTER 2 - PROJECT CONTEXT: HISTORY, TRANSPORTATION PLANS, CONDITIONS AND NEEDS

This chapter addresses the history and existing context of the Project site, including the existing conditions, deficiencies, and needs for the Interstate Route 95 (I-95) corridor between Wilkinson Avenue and the Hutchinson River Parkway.

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Exhibit 2.1-1 Ramp Nomenclature

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Draft Design Report Bruckner-Hutch Environmental Assessment Mobility Improvement Project November 2020 Draft Section 4(f) Evaluation PIN X731.27

2.1 Project History

The Project Area consists of three highway or parkways: the Hutchinson River Parkway, Pelham Parkway (Bronx and Pelham Parkway)/Shore Road, and I-95 (Bruckner Expressway/New England Thruway).

The Hutchinson River Parkway was designed in 1924 as an alternative to Boston Post Road (US 1), which had become congested with automobile and truck traffic. Designed as a parkway, the Hutchinson River Parkway provided a scenic alternative to automobiles traveling north from New York City into Westchester County and Connecticut. The full extent of the Hutchinson River Parkway was completed as a limited- access parkway in 1937 terminating at the New York-Connecticut border. By 1940, the Merritt Parkway (CT 15) was constructed in Connecticut, extending the Hutchinson River Parkway. Although truck traffic was not allowed on the Hutchinson River Parkway, automobile traffic grew rapidly, leading to numerous calls to reconstruct the parkway to accommodate higher volumes of traffic. The interchange of the Cross Bronx Expressway, the Bruckner Expressway, and the Hutchinson River Parkway south of the Project Area was reconstructed in 2002 to address the growth in traffic volumes at this key connection point.

The Pelham Parkway is a landscaped boulevard extending from Bronx Park at the Bronx River Parkway to Pelham Bay Park at the I-95/Pelham Parkway Interchange, where Pelham Parkway becomes Shore Road. Pelham Parkway was completed in 1937 and designed as a limited-access parkway in the 1960s to limit commercial vehicle traffic using the parkway. Pelham Parkway and Shore Road provide access throughout Pelham Bay Park both on the west and east sides of the Hutchinson River.

The New England Thruway section of I-95 extends north from the Pelham Parkway Interchange in the Bronx to the Connecticut border, where it becomes the Governor John Davis Lodge Turnpike. The New England Thruway was completed in 1958 to ease automobile congestion on the Hutchinson River Parkway and automobile and truck congestion on Boston Post Road (US 1). At that point, US 1 was the only highway capable of facilitating truck traffic between New York City and the rest of New England through Connecticut. The Bruckner Expressway extends for seven miles from the Robert F. Kennedy (RFK) Bridge to the Pelham Parkway Interchange where it becomes the New England Thruway. This section is designated as Interstate 278 (I-278) and becomes I-95 at the interchange of the Bruckner Expressway, Cross Bronx Expressway, and the Hutchinson River Parkway in the Bronx. The Bruckner Expressway was built alongside Bruckner Boulevard to accommodate the growing amount of traffic traveling from New York City through Westchester County and Connecticut. With the completion of the Bruckner Expressway in 1973, a continuous highway corridor was created from New York City through Westchester County and Connecticut.

The history of the Project is described below:

• An Initial Project Proposal (IPP) was approved in 2006 for this Project. The preliminary project objective as per the IPP was to implement a fourth lane on the northbound I-95 between Pelham Parkway and East Gun Hill Road • Preliminary Design was authorized in November 2008. • A Traffic Study was initiated in 2009 by the NYSDOT and completed in 2012 to identify the congestion issues within a broad Study Area around the Project Area. The Traffic Study was updated in 2020 to reflect current traffic data within the limits of this project. This study was titled Bruckner Expressway/New England Thruway Traffic Study (Appendix X4). The traffic study also identified the need to reconfigure the existing I-95/Pelham Parkway Interchange and construct an exit ramp from the Hutchinson River Parkway in the northbound direction to improve access

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between the Hutchinson River Parkway and the Co-op City neighborhood. The 2020 updates to the traffic study and appendices are the basis of this Project and are referred to throughout this document. • A Project Change Notification (PCN) was prepared and approved in September 2014 to modify the Project scope, cost and schedule to cover solutions identified in the 2012 Traffic Study.

2.2 Transportation Plans and Land Use

See Section 4.2.1 Land Use for a detailed discussion of the land uses within the Study Area, which accounts for the areas within Co-op City, Baychester, Pelham Gardens, and Pelham Bay that could be affected due to changes in traffic patterns from the Project. The Study Area is consistent with the General Study Area defined in Section 1.2.2 General Study Area. The land uses in the Study Area consist of residential, commercial, industrial, recreational, and public facilities. The land uses adjacent to the Project’s highway segments are summarized below.

• I-95 between Wilkinson Avenue and Pelham Parkway is a mix of residential, commercial and public facilities to the west, with open space and recreational area to the east. A pedestrian bridge (Bridge Identification Number (BIN) 1066620) over I-95 connects the Pelham Bay Park Station at the end of the MTA Subway 6-line along Westchester Avenue on the west side of I-95 to pedestrian paths in Pelham Bay Park. The Bronx Victory Memorial monument is approximately 1,375 feet northeast of the Pelham Bay Park Station via the pedestrian bridge and paved paths through Pelham Bay Park. The Westchester Avenue bridge (BIN 1066630) over I-95 provides an additional pedestrian connection between Pelham Bay to the west of I-95 and Pelham Bay Park to the east of I-95. Multiple shared-use paths crisscross the Study Area in the vicinity of I-95 and Pelham Parkway/Shore Road, which are part of a broader greenway network connecting neighborhoods to the west of I-95 to Pelham Bay Park and Co-op City. These shared-use paths are used for both recreation and transportation for pedestrians and bicyclists to travel between Co-op City and the neighborhoods and Pelham Bay Park MTA subway station west of I-95. A detailed discussion of Pelham Bay Park and the shared-use paths is provided in Section 4.4.12 Parks and Recreational Resources.

• I-95 between the Pelham Parkway and overpass over the Amtrak railroad tracks, consists of open space and recreational area to the east and west. Shared-use paths within the interchange roadside area are located generally parallel with the northbound and southbound lanes of I-95 and eastbound and westbound lanes of Pelham Parkway/Shore Road. Separate pedestrian bridges, immediately east of I-95, carry shared-use paths over Pelham Parkway/Shore Road and Amtrak railroad tracks. The following are the pedestrian bridges carrying shared use paths:

• BIN 5524040: Pedestrian bridge over Pelham Parkway/Shore Road • BIN 5524050: Pedestrian bridge over Amtrak railroad tracks • The Hutchinson River Parkway between I-95 and the Hutchinson River Parkway Bridge (BIN 2075859) is a mix of residential, commercial and public facilities to the west, open space and residential area to the east. There is a shared-use path (Hutchinson River Greenway) for pedestrians and bicyclists used for recreation and transportation throughout Co-op City and Pelham Bay Park. The shared-use path is located within the roadside area of the northbound exit from I-95 to northbound Hutchinson River Parkway connecting the pedestrian bridge over the Pelham Parkway/Shore Road (BIN 5524040) adjacent to northbound I-95 to the roadside area to the east of the northbound Hutchinson River Parkway (see Section 4.4.12 Parks and Recreational

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Resources for a discussion of shared-use paths).

2.2.1 Local Plans for the Project Area

2.2.1.1 Local Comprehensive Plans (“Master Plan”)

Local comprehensive plans were reviewed for the Study Area and the City of New York. These include:

• PlaNYC: A Greener, Greater New York • One New York: The Plan for a Strong and Just City (OneNYC) • New York State Complete Streets Report • NYC DOT Sustainable Streets • Bronx Pedestrian Safety Action Plan-Vision Zero • Hutchinson River Parkway Transportation Corridor Study • Plan 2045: Maintaining the Vision for a Sustainable Region

See Section 4.2.1 Land Use for a discussion of local comprehensive plans.

2.2.1.2 Local Private Development Plans

There are no approved developments planned within the Study Area that will impact traffic operations.

2.2.2 Transportation Corridor

2.2.2.1 Importance of the Project Route Segment

2.2.2.1.1 I-95 (Bruckner Expressway and New England Thruway)

I-95 is an interstate highway and part of the National Highway System. It carries approximately 135,000 vehicles per day. I-95 is an important route that facilitates commerce, industry, and residents in the New York tri-state area. It also provides connection to many of the other major highways in New York City, namely I-87, I-278, I-295, I-678, I- 695, NY-895 and the Bronx River Parkway, allowing motorists from New York City and Long Island to travel north towards Connecticut. I-95 connects to the Hutchinson River Parkway and Pelham Parkway/Shore Road via interchanges within the Project Area (See Exhibit 1.2-2).

2.2.2.1.2 Hutchinson River Parkway

The Hutchinson River Parkway carries approximately 108,000 vehicles per day. It is a transportation route between the Bronx and Connecticut for passenger vehicles; trucks are not allowed on the parkway. Starting at the I-95, I-278, I-295 and I-678 interchange in East Bronx, the Hutchinson River Parkway extends to Connecticut where it turns into the Merritt Parkway. Approximately 10 miles north of the Bronx County line, the Hutchinson River Parkway connects with I-287 and I-684 via an interchange allowing travel westwards to New Jersey and northwards to upstate New York. In addition, the Hutchinson River Parkway forms interchanges with I-95 and Pelham Parkway/Shore Road within the Project Area (See Exhibit 1.2-2).

2.2.2.1.3 Pelham Parkway/Shore Road

The Pelham Parkway carries approximately 45,000 vehicles per day. Pelham Parkway is a relatively short parkway just under 3 miles in length. It is classified as an urban principal arterial. Pelham Parkway connects with the Bronx River Parkway and East Fordham Road to the west of the Project Area and continues to

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Shore Road east of the Project Area. Pelham Parkway/Shore Road serves mostly local traffic in the Bronx, and it serves a few buses including Metropolitan Transportation Authority (MTA)-operated Bx4, Bx12, Bx29, and BxM8, and the Westchester County Department of Transportation-operated Bee-Line 45. The Pelham Parkway connects with the Hutchinson River Parkway and I-95, as mentioned above. The Pelham Parkway/Shore Road is also part of the only New York City Truck route to/from City Island, a neighborhood located east of Pelham Bay Park. As Pelham Parkway ends at the I-95/Pelham Parkway Interchange and continues as Shore Road, the truck route continues as Shore Road and then City Island Road, which connects to the Shore Road Bridge (BIN 2240200), the only bridge connecting City Island to the mainland of the Bronx. Trucks are only permitted on Shore Road east of I-95 (See Exhibit 1.2-2).

2.2.2.2 Alternate Routes

There are no suitable alternative routes located in the Bronx that can accommodate the number of vehicles per day that I-95 and the Hutchinson River Parkway do (135,000 and 108,000 vehicles per day, respectively). Likewise, Pelham Parkway/Shore Road is the only east/west urban arterial that extends to the eastern end of the Bronx near the Hutchinson River to the center in the vicinity of Bronx Park and the Bronx River Parkway. Therefore, there is no major route that can serve as a permanent detour for the Pelham Parkway/Shore Road.

2.2.2.3 Corridor Deficiencies and Needs

Mobility is limited within the Project Area due to traffic congestion during the morning and evening peak periods. As discussed in Section 2.3.1.8 Safety Considerations, Crash History and Analysis, a substantial number of crashes occur within the Study Area due to high volumes, congestion and the interchange- related weaving movements on this segment of I-95.

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

• A reduction in lanes on the I-95 mainline from four lanes to three lanes after Exit 8B, which decreases the capacity of the mainline; • Four consecutive ramps within a distance of 1,400 feet (Exit 8B, entrance from Bruckner Boulevard, entrance from eastbound Pelham Parkway, and Exit 8C); • A stop condition with stop sign at the entrance from eastbound Pelham Parkway with no acceleration lane, which provides a poor merge with traffic on northbound Bruckner Boulevard leading to the northbound I-95 mainline; and • A short weaving length (less than 500 feet) on northbound I-95 between the entrance from Pelham Parkway and Exit 8C, with a high number of weaving vehicles.

Congestion also occurs on the ramp from eastbound Pelham Parkway to northbound I-95 and local roads, caused by the stop sign at the end of the ramp yielding the right-of-way to traffic coming from northbound Bruckner Boulevard, which enters the mainline just 150 feet before. With the substantial volume of traffic from northbound Bruckner Boulevard, motorists from Pelham Parkway may have to wait for a gap in traffic large enough to merge and enter into the mainline. The high traffic volumes on the boulevard are partly due to motorists using it as an alternative to the congested I-95 mainline.

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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 bridge over the Amtrak railroad tracks (BIN 5075309). There are several locations 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 Boulevard to northbound I-95 and the I-95 overpass over Pelham Parkway (BIN 5066649). Most of the crashes that occur at those high crash locations are rear-end and side-swipe crashes. 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.

In addition to relieving congestion and improving safety, a new and more direct connection to the Co-op City neighborhood is needed. Currently there is no direct connection to the Co-op City neighborhood from the Hutchinson River Parkway; the nearest connection is on the I-95. Motorists on the Hutchinson River Parkway destined for the Co-op City neighborhood currently need to take an indirect route using I-95 which results in longer travel times.

2.2.2.4 Transportation Plans

This Project is included in the Regional Transportation Plan (RTP), Plan 2045: Maintaining the Vision for a Sustainable Region. The transportation plan was adopted by NYMTC in June 2017. The purpose of the transportation plan is to build sustainable growth in the region and transportation network. NYMTC anticipates a growth in population and thus an increase in demand for the transportation network, Plan 2045 intends to improve and maintain the transportation network. The Transportation Improvement Plan (TIP) is included within the regional plan, and the TIP documents the short- term improvements to transportation for 2020-2024. The TIP shares the same goals as the RTP and those that relates to transportation is as follows:

• Provide a convenient and flexible transportation system within the region; • Enhance the safety and security of the transportation system for both motorized and non- motorized users; and • Improve the resiliency of the regional transportation system.

The current project is included in the TIP for 2020 to 2024 and the 2020-2023 STIP.

2.2.2.5 Abutting Highway Segments and Future Plans for Abutting Highway Segments

The abutting roadway segments of the Project Area are described in the sub-sections below. Posted speed limits for the roadways are included in the description. The abutting expressway and parkway segments do not have bicycle lanes or sidewalks. Pedestrian and bicycle access through the Project Area largely is provided through shared-use paths through Pelham Bay Park and the I-95/Pelham Parkway Interchange and alongside Hutchinson River Parkway East and Bartow Avenue.

2.2.2.5.1 I-95 (Bruckner Expressway and New England Thruway)

The abutting segment of I-95 south of the Project Area extends from the Wilkinson Avenue overpass (BIN 1066610) in the north to the merge between I-95 and I-695 in the south, a distance of approximately 0.8 miles. There are four 12-foot travel lanes in both directions with 12-foot right shoulder and 5-foot left shoulder. The horizontal alignment in this segment is relatively straight with minor curves. The vertical alignment matches the terrain in the area which is considered rolling terrain. The two directions of travel

2-7 Draft Design Report Bruckner-Hutch Environmental Assessment Mobility Improvement Project November 2020 Draft Section 4(f) Evaluation PIN X731.27 lanes are separated by a median concrete barrier. The pavement and shoulders are in good condition. The posted speed in the segment is 50 mph.

Two pedestrian bridges (BIN 1066600 and BIN 1066620) and Wilkinson Avenue bridge (BIN 1066610) 3 connect residential neighborhoods west of I-95 to Pelham Bay Parkland. Shared-use paths2F within Pelham Bay Park run roughly parallel to northbound I-95 and connect the bridges to each other and to athletic fields and a large playground in the vicinity of these overpasses.

The abutting segment of the I-95 north of the Project Area extends from the interchange between the Hutchinson River Parkway and I-95 to the southwest of the Co-op City neighborhood and the interchange between the two highways to the northeast of the Co-op City neighborhood, a distance of 2.4 miles. I-95 carries three 12-foot travel lanes in both directions. The right shoulder varies from 2 feet to 12 feet and the left shoulder varies from 2 feet to 11 feet. Within this segment, the median is approximately 115 feet wide or less. Since the horizontal alignment is on a curve, the sight distance is reduced as compared to a roadway that is on a tangent, which limits sight distance to a small extent compared to tangent roadways where the driver’s vision is not obstructed by rails or trees. The vertical alignment is relatively flat in most of the area, except near bridges where the roadway will have fluctuations in the vertical alignment in order to provide adequate vertical clearance for vehicles. The travel lanes are generally in fair condition and the shoulders are generally in good condition. The posted speed in the segment is 50 mph.

There was a pavement reconstruction project on this segment of I-95 which was started in 2002 and the construction was completed in 2006. The limits of the reconstruction project extended from the merge between I-95 and I-695 located to the south to the I-95/Pelham Parkway Interchange. The old roadway surface was removed and replaced by a 12-inch top course cement concrete pavement. Along with the pavement, lighting, signage and drainage systems were all replaced. Another project, maintenance of concrete pavement (PIN XM15.49/ NYSDOT Contract Number D263099), was completed in 2016. The goal of the project was to conduct spot repairs of the concrete pavement at different highway segments. One of the locations included in the project is the segment of I-95 from the I-95/I-695 merge to the I- 95/Pelham Parkway Interchange. This project was constructed between April 2016 and June 2017.

There is a mobility project on the northbound Bruckner Expressway from Brush Avenue to Pelham Parkway in . The Project, listed as NYCBX1669C, will improve access to the Bruckner Expressway. The expected completion date is in 2020, which will be completed before PIN X731.27.

Plan 2045 also includes a bridge rehabilitation project on the Shore Road Bridge (BIN 2240200) over the Hutchinson River. This is just to the east of the Project Area. The bridge rehabilitation project will construct a new bridge to replace the current bridge over the Hutchinson River. The expected completion date is in 2023 which will be after the construction of this project.

2.2.2.5.2 Pelham Parkway/Shore Road

The abutting segment of Shore Road east of the Project Area starts at the west end of the Shore Road Bridge (BIN 2240200) over the Hutchinson River and extends to the intersection with City Island Road, a distance of approximately 0.5 miles. There are two 10-foot travel lanes in the eastbound and westbound directions except for the intersection with City Island Road, where the westbound direction has three 12- foot travel lanes and transitions to two 10-foot lanes before the Shore Road Bridge. This segment has a right shoulder width varying from 1 and 2 feet and no left shoulder. The condition of the travel lanes and

3 Shared-use paths are defined in the 2012 AASHTO Guide for the Development of Bicycle Facilities.

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The abutting segment of Pelham Parkway west of the Project Area starts at the overpass over the Hutchinson River Parkway and extends westward to the intersection with Stillwell Avenue, a distance of approximately 0.2 miles. There are three 11-foot travel lanes in the eastbound and westbound direction. The right shoulder width varies from 1 to 3 feet with no left shoulder. The travel lanes and the shoulders are in good condition. The median for this segment varies from 0 feet on the overpass over the railroad tracks to 8 feet-wide on the overpass over the Hutchinson River Parkway. Eight- to 10-foot wide sidewalks exist on both sides of the roadway from the intersection with Stillwell Avenue and extend to the east of the Amtrak railroad tracks overpass; the sidewalk becomes lightly used paved paths for pedestrians and bicyclists on NYC Parks right-of-way for the Hutchinson River Parkway and NYS Thruway Authority right- of-way for I-95 to the east of the overpass. The paved paths do not follow the alignment of the Pelham Parkway/Shore Road. The horizontal alignment for this section of Pelham Parkway/Shore Road is straight, and the vertical alignment is relatively flat. The posted speed is 40 mph.

The Pelham Parkway/Shore Road within the Project Area was resurfaced in 2010. The top course of pavement was milled and repaved with an asphalt layer. As mentioned, the Shore Road Bridge (BIN 2240200), which connects from Shore Road on the east side of the Hutchinson River to Pelham Parkway/Shore Road on the west side of the Hutchinson River will be replaced in 2023. That project will construct a new bridge to replace the existing Shore Road Bridge.

2.2.2.5.3 Hutchinson River Parkway

The abutting segment of the Hutchinson River Parkway northeast of the Project Area begins from the southwest side of the bridge over the Hutchinson River and extends north to the interchange between I-95 and the Hutchinson River Parkway, a distance of approximately 1 mile. This parkway has three 11-foot travel lanes in the northbound and southbound directions. The travel lanes are separated by a median varying from 5 to 12 feet wide; there is a concrete median barrier in the median on the bridge over Hutchinson River and to the northeast of the bridge, guide rails are used instead of the barrier. There are little to no shoulders on both sides of the roadway. The roadway pavement is in good condition. There is a shared-use path next to the southbound travel lanes over the bridge. The path connects Bartow Avenue to City Island/Orchard Beach and the park/recreational area and is accessible to pedestrians and bicyclists. The path is aligned next to the Hutchinson River Parkway on the bridge; there are no sidewalks/pedestrian paths immediately next to the Hutchinson River Parkway in other areas or in the segment of the Hutchinson River Parkway northeast of the Project Area. Both the horizontal and vertical alignments of this segment of the Hutchinson River Parkway are relatively flat with only minor curves. There is a minor curve just northeast of the bridge over Hutchinson River. The posted speed limit in this segment is 50 mph.

4 A shared-use path3F occupies Hutchinson River Parkway’s vegetated roadside area for the entire Project Area. South of Bartow Avenue, the shared-use path is to the east of the Hutchinson River Parkway, next to the northbound travel lanes, and continues southeastward alongside the northbound lanes of I-95 to Pelham Parkway where it connects to the Pelham Bay neighborhood, Bronx Victory Memorial, Pelham Bay Park Nature Center, many ball fields, and a track, all within Pelham Bay Park. At Bartow Avenue, the shared-use path crosses under the Hutchinson River Parkway, then follows curving switchbacks upward to occupy the west side of the Hutchinson River Parkway (alongside its southbound travel lanes) as it crosses

4 Shared-use paths are defined in the 2012 AASHTO Guide for the Development of Bicycle Facilities.

2-9 Draft Design Report Bruckner-Hutch Environmental Assessment Mobility Improvement Project November 2020 Draft Section 4(f) Evaluation PIN X731.27 over the Hutchinson River and continues northward into Pelham Bay Park. Within Pelham Bay Park, the shared-use path departs from the alignment alongside the Hutchinson River Parkway to follow Orchard Beach Road southeast to Shore Road, Shore Road southwest to cross the Hutchinson River and northeast to the Pelham Bay and Split Rock Golf Courses and to Park Lane in the Sutton Manor neighborhood north of the golf course, and City Island Road southeast to the City Island neighborhood, and Park Drive northeast to Orchard Beach and Pelham Bay.

The abutting segment of the Hutchinson River Parkway southwest of the Project Area extends from the I- 95 overpass to just before the interchange with Pelham Parkway/Shore Road, a distance of approximately 0.3 miles. There are three 11-foot lanes on both directions of the Hutchinson River Parkway. The travel lanes are separated by a median that varies from 10 feet on the overpass over railroad tracks to 20 feet near the I-95 overpass. There are no shoulders on either side of the parkway and less than a foot between the edge of travel lanes to the curb. The pavement of the parkway is in good condition. The horizontal alignment is straight and the vertical alignment is relatively flat. The posted speed limit of the segment is 50 mph.

There was an Intelligent Transportation Systems (ITS) project completed on the Hutchinson River Parkway. The project put into place a Tracking Intrusion Warning System that detects over-height vehicles and directs them off the Hutchinson River Parkway at the designated exit. The system, which includes an infra-red beam detection unit, 3 cameras and a Variable-Message Sign (VMS), was completed in 2017. There was another ITS project that replaced an existing traffic monitoring camera on the side of the parkway, which was also completed in 2017.

2.2.2.5.4 Bruckner Boulevard

The Bruckner Boulevard runs next to the I-95 mainline from beyond the southern limit of the Project Area to Westchester Avenue where Bruckner Boulevard ends. The boulevard serves as the service road to I-95 allowing for access between the local street network and I-95. The northbound and southbound directions are separated by the I-95 mainline. Bruckner Boulevard provides two 12-foot travel lanes in each direction and parking is permitted on the right side along most of the roadway. The pavement is in good condition. The posted speed limit is 30 mph.

2.2.2.5.5 Bartow Avenue

Bartow Avenue intersects I-95 approximately 0.5 mile north of the interchange between I-95 and the Hutchinson River Parkway. Bartow Avenue runs east/west ward and travels under the Hutchinson River Parkway at the southern end of the drawbridge over Hutchinson River. To the west of I-95, Bartow Avenue generally has 29 feet of pavement in each direction of travel allowing for two 10-foot travel lanes and parking on the right side of the roadway. To the east of I- 95, Bartow Avenue has three travel lanes in both directions, with a median that varies in width from 6 feet with a dedicated left-turn lane to 16 feet without a left-turn lane. In the eastbound direction, each travel lane has a width of 11 feet and parking is mostly not permitted next to the curb. In the westbound direction, the width of travel lanes varies between 10 and 11 feet and parking is permitted on the right side of the road. Both directions include a 9-foot wide left-turn lane in the median that does not affect through lanes. The pavement on Bartow Avenue is in good condition, but the pavement markings are difficult to see on the westbound direction. There is no posted speed limit on Bartow Avenue, thus the NYC’s citywide 25 mph speed limit applies. Sidewalks are located on both sides of Bartow Avenue.

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2.2.2.5.6 Hutchinson River Parkway East Service Road

Hutchinson River Parkway East service road runs east of and parallel to the Hutchinson River Parkway, connecting Bartow Avenue and Palmer Avenue. There are two travel lanes, one in each direction (north/south). The travel lanes width varies from 12 feet under the Hutchinson River Parkway overpass to approximately 18 feet near the southwest end of the roadway. The horizontal alignment includes a sharp curve just to the east of the Hutchinson River Parkway. In the curve portion, the travel lanes are separated by a median barrier; south of the curve the opposing direction travels lanes are separated with a yellow double solid line. Parking is permitted on both sides of the road. The pavement condition is good and the pavement marking condition is fair with faded marking at certain spots. There is a posted advisory speed limit of 15 mph on the curve and no posted speed limit in other locations. A sidewalk is on the east (residential) side of Hutchinson River Parkway East from opposite Einstein Loop North at its southern end to the southern end of the sharp curve. There is a shared-use path on the west side of Hutchinson River Parkway East, at the south side of the sharp curve, the path curves westward, away from the edge of the roadway. The shared-use path aligns immediately adjacent to Bartow Avenue just southeast of the Hutchinson River Parkway Bridge (BIN 2075859) carrying Hutchinson River Parkway over the Hutchinson River.

2.3 Transportation Conditions, Deficiencies and Engineering Considerations

2.3.1 Operations (Traffic and Safety) & Maintenance

2.3.1.1 Functional Classification and National Highway System (NHS)

Classification data for the roadways within the Project Area are shown in Exhibit 2.3.1.1-1 and Exhibit 2.3.1.1-2.

The principal arterials are part of the National Highway System (NHS). The National Highway System is a set of roadways that are important to the nation’s economy, defense and mobility. The NHS includes the following subsystems, Interstate, Other Principal Arterials, Strategic Highway Network (STRAHNET), Major Strategic Highway Network Connectors, and Intermodal Connectors. A Qualifying Highway is designated as part of the Surface Transportation Assistance Act (STAA) of 1982 which allows STAA vehicles (tractor trailers combination greater than 65 feet, tractor with 28-foot tandem trailers, maxi-cubes, triple saddle mounts, stinger-steered auto carriers and boat transporters) and 53-foot trailers to use that highway and any other highway within one linear mile of the Qualifying Highway.

I-95 is a Qualifying Highway and part of the 16-foot clearance network in New York City. Within the Project Area, the roadways that are part of the NYC Truck Routes network include I-95, Bruckner Boulevard and part of the Pelham Parkway/Shore Road. The segment of Pelham Parkway/Shore Road to the east of Ramp C is a NYC truck route as it is the major access roadway to City Island.

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Exhibit 2.3.1.1-1 Highway Classification Data

National Designated Within 1 Within the 16 Qualifying feet vertical Route(s) Functional Classification Highway Truck mile of a System Access Highway Qualifying clearance (NHS) Route Highway network

Urban Principal Arterial I-95 Yes Yes Yes No Yes Interstate

Hutchinson River Urban Principal Arterial Yes No No Yes No Parkway Expressway

Pelham Parkway/Shore Urban Principal Arterial Other Yes No* No Yes No Road * East of Ramp C, Pelham Parkway is a NYC truck route, as it is a major access roadway to City Island. Exhibit 2.3.1.1-2 Local Street Classification Data Hutchinson River Parkway Route(s) Bruckner Boulevard East/Bartow Avenue Functional Urban Major Collector Urban Principal Arterial Other Classification National Highway System (NHS) No Yes Designated Truck Access Route No No Qualifying No No Highway Within 1 mile of a Qualifying Yes Yes Highway Within the 16 feet vertical No Yes clearance network

2.3.1.2 Control of Access

I-95 is a fully-controlled highway. Control of access is defined as “the regulation of public access to and from properties and roads abutting highway facilities to preserve safety and capacity. These regulations are categorized as full control of access, partial control of access, and driveway or intersection approach 5 regulations.”4F A fully controlled highway or parkway “gives preference to through traffic by providing access 6 connections only with selected public roads utilizing interchanges.” 5F Access to and from the interstate highway is provided through entry and exit points along the length of the highway. The interchange ramp from eastbound Pelham Parkway to northbound I-95 is stop-controlled. The Hutchinson River Parkway is also a fully-controlled highway with designated entry and exit points. Access to the Pelham Parkway/Shore Road is partially-controlled, with a mixture of access ramps and intersections.

5 See Section 5.7.17 Access Control of the NYSDOT Highway Design Manual. Chapter 5 was last updated on 03/16/2020, https://www.dot.ny.gov/divisions/engineering/design/dqab/hdm. 6 See Section 5.7.17 Access Control of the NYSDOT Highway Design Manual. Chapter 5 was last updated on 03/16/2020, https://www.dot.ny.gov/divisions/engineering/design/dqab/hdm.

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2.3.1.3 Traffic Control Devices

There are four signalized intersections within the Project Area, as specified below (see Exhibit 2.3.1.3-1). For all signalized intersections, the cycle length is 90 seconds. The locations of the traffic signals, as listed below, are also shown in Appendix X2.

• Northbound Bruckner Boulevard at Wilkinson Avenue • Southbound Bruckner Boulevard at Wilkinson Avenue • Southbound Bruckner Boulevard at Westchester Avenue • Westbound Pelham Parkway/Shore Road at Road X/Shore Road (Road X allows for a left turn from Shore Road to westbound Pelham Parkway)

Exhibit 2.3.1.3-1 Traffic Signal Summary

Southbound Northbound Southbound Westbound Pelham Bruckner Boulevard Bruckner Boulevard Bruckner Boulevard Parkway/Shore Road at Westchester at Wilkinson Avenue at Wilkinson Avenue at Road X/Shore Road Avenue

Ownership NYCDOT NYCDOT NYCDOT NYCDOT Maintenance Jurisdiction NYCDOT NYCDOT NYCDOT NYCDOT Signal Head Mast arm Mast arm Mast arm Mast arm and Pole mounted Mounting Cabinet & Controller ASTC-6 ASTC-6 ASTC-6 ASTC-6 Type Phasing 2-Phase 3-Phase 2-Phase 2-Phase Actuation No No No No Coordination Yes Yes Yes No Pedestrian Signal Yes Yes Yes No Pedestrian Detectors No No No No Street Lighting In vicinity In vicinity In vicinity In vicinity Good, by visual Good, by visual Good, by visual Good, by visual Overall Condition inspection inspection inspection inspection

There are nine (9) overhead sign structures within the Project Area and vicinity and three (3) overhead signs mounted on the Westchester Avenue Bridge over I-95 (looking northbound). Their locations are shown in Appendix X2 and described below. Northbound I-95:

• SIN N2161 – Two directional span truss at Griswold Avenue • SIN N2165 – Cantilever truss located approximately 450 feet south of Wilkinson Avenue • S600.27 – Span truss at Exit 8C (owned by NYSTA) • S600.45 – Span truss at Exit 9 (owned by NYSTA) Northbound Bruckner Boulevard:

• SIN N2166 – Span truss at ramp from northbound Bruckner Boulevard to northbound I-95.

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Northbound I-95 Bridge Mounted Signs:

• Westchester Avenue Bridge over I-95 (BIN 1066630) Hutchinson River Parkway:

• SIN N2037 – Cantilever truss located on the northbound Hutchinson River Parkway, approximately 750 feet south of I-95/Hutchinson River Parkway interchange. • SIN N2039 – Two-directional span truss located to the north of entrance ramp from northbound I- 95. • SIN N2040 – Two-directional span truss located between I-95 and Orchard Beach Road.

Reports for sign inspections completed between 2012 and 2016 were reviewed and the results are summarized in Exhibit 2.3.1.3-2. Rating range from 7 (New Condition) to 1 (Totally Deteriorated). As shown, four (4) structures have a general recommendation of 5 (a rating of 5 means “Do Nothing, Recommend Further Investigation”), two (2) have a general recommendation of 6, and one (1) has not been inspected or rated yet. The only structure with a flag has an overall recommendation of 6, which means the general condition ranges between new condition and minor deterioration. In terms of reflectivity, the overhead sign panels are generally in fair to good condition.

Exhibit 2.3.1.3-2 Overhead Sign Structures Summary Minimum Vertical General Flag SIN (*) Type Number of Sign Flag Description Panels Clearance Recommendation Issue (feet) 2 (northbound) 6 N2161 Span 21.58 No 3 (southbound) (2014) This structure was built as part of contract D260347 N2165 Cantilever 1 (completed in 2010) – Structure has not been inspected yet 5 S600.27 Span 3 18.88 No (2013) 5 S600.45 Span 2 17.54 No (2013) Crack along the weld between 6 N2166 Span 2 20.67 Yes the back right (2014) post lower chord shelf 6 N2037 Cantilever 2 18.83 No (2016) 5 N2039 Span 3 (southbound) 17.78 No (2016)

2 (southbound) 17.50 5 N2040 Span No 2 (northbound) (from As Built) (2016) (*) SIN starting with letter “N” are owned by the NYSDOT and SIN starting with “S” are owned by NYSTA.

In 2003, signing improvements were made on the Hutchinson River Parkway under contract D258191. In 2010 contract D260347 was completed, which included signing improvements on I-95, south of the I- 95/Pelham Parkway Interchange. In addition, NYSDOT project XM19.65 is under construction and will be completed in 2022. This project will replace sign panels on state highways in Bronx, Kings, Queens and

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Richmond Counties to provide travelling motorists with adequate retroreflectivity for night time visibility. Sign panels will be replaced on Pelham Parkway/Shore Road as part of this Project.

In general, mainline and ramp pavement markings are in fair condition throughout the Project Area. Project XM15.49 was completed in 2017, which included pavement maintenance repairs and pavement marking on the mainline I-95, south of the I-95/Pelham Parkway Interchange and on exit ramp 8B. Pavement markings on Pelham Parkway/Shore Road and Bartow Avenue/Hutchinson River Parkway East are also in good condition. Project XM17.48, completed in January 2020, included pavement maintenance repairs and pavement marking on Pelham Parkway/Shore Road.

2.3.1.4 Intelligent Transportation Systems (ITS)

There are a number of ITS devices within the Project Area. The units include Closed Circuit Television (CCTV), Fixed Network Video Analytics Camera, Trigg Infra-Red Height Detection System, Variable Message Signs and Travel Time Antennas. These devices provide surveillance and notification information of traffic operations and specifically, surveillance of heavy vehicles on the Hutchinson River Parkway and directing them away from the mainline to truck designated routes. The devices listed below are owned and operated by NYSDOT through the Joint Transportation Management Center (JTMC).

Closed Circuit Television Cameras (CCTV) Within the Project Area: 1. Hutchinson River Parkway southbound, on right side of the roadway, 775 feet south of bridge over Hutchinson River 2. I-95 southbound, on right side of roadway at Westchester Avenue overpass 3. I-95 northbound, at Exit 9 to the Hutchinson River Parkway Adjacent to Project Area: 1. Bruckner Boulevard northbound, at Middletown Road 2. Bruckner Boulevard southbound, at Buhre Avenue/Pedestrian Overpass 3. I-95 northbound, on right side of roadway at Bartow Avenue Overpass 4. I-95 southbound, on right side of roadway at Conner Street

Underpass Traffic Data System

Adjacent to Project Area: 1. I-95 northbound, south of exit ramp to Baychester Avenue /Bartow Avenue 2. I-95 northbound, at entrance ramp from Baychester Avenue 3. I-95 northbound, at exit ramp to Tillotson Avenue 4. I-95 southbound, south of entrance ramp from Edson Avenue 5. I-95 southbound, at exit ramp to Edson Avenue 6. I-95 southbound, at Conner St. Underpass

Highway Advisory Radio (HAR) Sign

Adjacent to Project Area: 1. I-95 northbound, at Bartow Avenue Overpass

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Highway Advisory Radio (HAR) Transmitter

Adjacent to Project Area: 1. I-95 southbound, at ramp to Hollers Avenue

Fixed Network Video Analytics Camera

Within Project Area: 1. Hutchinson River Parkway southbound, two (2) cameras on sign structure 775 feet south of bridge over Hutchinson River

Adjacent to Project Area: 1. Hutchinson River Parkway southbound, two (2) cameras on sign structure 1900 feet south of Pelham Parkway overpass

Trigg Infra-red Height Detection System

Within Project Area: 1. Hutchinson River Parkway southbound, on sign structure 775 feet south of bridge over Hutchinson River

Variable Message Signs

Within Project Area: 1. Hutchinson River Parkway southbound, 775 feet south of bridge over Hutchinson River

Adjacent to Project Area: 1. Hutchinson River Parkway southbound, near Wilkinson Avenue 2. Hutchinson River Parkway northbound, near Westchester Avenue (not functional) 3. I-95 northbound, on Country Club Road overpass 4. I-95 southbound, on entrance ramp from Edson Avenue

Travel Time Antenna

Within Project Area: 1. Hutchinson River Parkway southbound, four (4) units on the sign structure 775 feet south of the bridge over Hutchinson River.

The two (2) Fixed Network Video Analytics Cameras are set up on the sign structure approximately 775 feet south of the bridge over Hutchinson River. The purpose of the cameras is to detect the height of vehicles on the Hutchinson River Parkway in the southbound direction. A heavy vehicle exceeding the height threshold and the system would send a signal to the VMS to direct the vehicle to exit the parkway. The calibrations of the cameras were completed in 2017.

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2.3.1.5 Speeds and Delay

Posted regulatory speed limits, operating speed and delay for the roadway segments within the Project Area are listed in Exhibit 2.3.1.5-1. The speed information was obtained from the travel time study performed in 2019. The speed data was processed to calculate the off-peak 85th percentile speed, which represents the operating speed shown below (Refer to Appendix X4 for calculations).

Exhibit 2.3.1.5-1 Speed and Delay Data Hutchinson River Pelham Parkway/Shore Route I-95 Parkway Road Existing Speed Limit 50 MPH 50 MPH 40 MPH Northbound – 69.3 Westbound – 56.5 th Northbound – 66 MPH Operating Speed (Off peak 85 MPH MPH ~ 65 MPH percentile speed) ~ 70 MPH ~ 55 MPH AM Peak Hour: AM Peak Hour: AM Peak Hour: Eastbound – 1 Vehicle Northbound – 133 Northbound – 10 Hours Vehicle Hours Vehicle Hours Westbound – 0 Vehicle Hours Average Vehicle Hours of Delay for Existing Conditions PM Peak Hour: PM Peak Hour: PM Peak Hour: Eastbound– 1 Vehicle Northbound – 134 Northbound – 10 Hours Vehicle Hours Vehicle Hours Westbound – 0 Vehicle Hours

AM Peak Hour: AM Peak Hour: AM Peak Hour: Eastbound – 1 Vehicle Northbound – 156 Northbound – 11 Hours Vehicle Hours Vehicle Hours Westbound – 0 Vehicle Hours Average Vehicle Hours

of Delay for 2023 No- Build Condition PM Peak Hour: PM Peak Hour: PM Peak Hour: Eastbound– 1 Vehicle Northbound – 178 Northbound – 11 Hours Vehicle Hours Vehicle Hours Westbound – 0 Vehicle Hours AM Peak Hour: AM Peak Hour: AM Peak Hour: Eastbound – 2 Vehicle Northbound – 212 Northbound – 16 Hours Vehicle Hours Vehicle Hours Westbound – 0 Average Vehicle Hours Vehicle Hours of Delay for 2043 No- Build Condition PM Peak Hour: PM Peak Hour: PM Peak Hour: Eastbound– 2 Vehicle Northbound – 239 Northbound – 16 Hours Vehicle Hours Vehicle Hours Westbound – 0 Vehicle Hours Posted speed limits on ramps within the Project Area are listed in Exhibit 2.3.1.5-2. Ramps that are not included in the exhibit do not have a posted speed limit.

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Exhibit 2.3.1.5-2 Ramp Speed Data From To Posted Speed Northbound I-95 Westbound Pelham Parkway 20 MPH Northbound I-95 Eastbound Pelham Parkway 25 MPH Northbound I-95 Northbound Hutchinson River Parkway 25 MPH

2.3.1.5.1 Existing Peak Hours Operating Speeds

The 2019 field-collected operating spot speed results for the peak hours are averaged and summarized in Exhibit 2.3.1.5-3 on different highway segments. The travel speeds are typically slower in the northbound direction during the morning and evening peak hours than the southbound direction. The operating speeds for the different segments vary with lower speeds in the vicinity of I-95/Pelham Parkway Interchange due to complex weaving and merging operations occurring in both the morning and evening peak hours.

Exhibit 2.3.1.5-3 Peak Hours Operating Speed (MPH) AM Peak Hour (7:30am PM Peak Hour (5pm – Segment Direction of Travel – 8:30am) 6pm) I-95 at south of Wilkinson Avenue Northbound 9.25 11.8 I-95 at north of Pelham Parkway Exit Northbound 25.3 21.8 8C I-95 at Baychester Avenue Exit Northbound 56.3 57.9 I-95 at Jarvis Avenue Southbound 52.7 46.9 I-95 north of East Gun Hill Road Southbound 42.5 10.0

I-95 south of Edson Avenue Exit 11 Southbound 50.6 14.6

Hutchinson River Parkway at I-95 Northbound 51.8 50.6 Hutchinson River Parkway at I-95 Southbound 54.9 39.3 Pelham Parkway at I-95 Eastbound 44.6 46.8 Pelham Parkway at I-95 Westbound 46.7 42.7

2.3.1.5.2 Travel Time and Delay

VISSIM, a traffic microsimulation software, was used to analyze the freeways, ramps, and local streets and intersections in a combined network and to provide travel speeds and densities.

Since this Project involved updating previously developed microsimulation models, the same VISSIM software was utilized. The previous study was performed using an older VISSIM version 5.1, which is no longer supported by the software vendor. As a result, the more recent VISSIM version 11.8.0 was utilized. The original traffic study is included in Appendix X4.

The VISSIM model was then updated with traffic data collected in 2019 and a limited recalibration effort was undertaken. The calibration report documenting the effort is included in Appendix X4.

VISSIM is a robust traffic microsimulation package that has the ability of not only providing delay/level of service (LOS) information, but also determining the diversion effects caused by different operation condition such as volume increase or geometric design change. By employing VISSIM, this traffic analysis was able

2-18 Draft Design Report Bruckner-Hutch Environmental Assessment Mobility Improvement Project November 2020 Draft Section 4(f) Evaluation PIN X731.27 to evaluate traffic operations for the No-Build Condition and Build Alternative and to identify refinements to the geometric design and signal timings within the study network.

To be consistent with the original traffic study model, the dynamic traffic assignment (DTA) approach was used in the updated model calibrated to 2019 traffic conditions. The purpose of this analysis is to capture existing traffic patterns and calibrate the model parameters to existing operations and then evaluate the performance of the Build Alternative compared to the No-Build Conditions. In order to capture the traffic diversions associated with the Build Alternative, which removes Ramp B and C along northbound I-95 and adds a new exit ramp from northbound Hutchinson River Parkway to Bartow Avenue, DTA was determined advantageous in transportation modeling because the method takes account of the spatial and temporal effects of congestion in determining route choice. The future conditions volumes were developed using the regional metropolitan planning organization – New York Metropolitan Transportation Council (NYMTC) the New York Best Practices Model (NYBPM).

The intersection analysis software Synchro 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 speeds and densities.

The travel times for different interstate/parkway ramps in the Project Area are summarized in Exhibit 2.3.1.5-4. The travel times are shown for the existing conditions, Estimated Time of Completion (ETC) and ETC+20 No Build scenarios. ETC was set as 2023 and ETC+20 is 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. On the other hand, Pelham Parkway/Shore Road and the Hutchinson River Parkway have additional capacity to accommodate the added future travel volumes, thus their travel times do not increase by more than 30 seconds between the three different analysis years.

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Exhibit 2.3.1.5-4 Travel Time and Delay Study – Average Peak Hour Travel Times VISSIM Travel Time Travel Outputs Distance Time From To Condition (mm:ss) (miles) Segment AM PM Peak Peak Hour Hour Existing 2019 07:43 05:54 I-95 north of merge I-95 north of Bartow 2.0 No-Build ETC 08:36 07:01 of I-95 and I-695 Avenue No-Build ETC + 10:42 08:46 20 Existing 2019 05:03 02:56 I-95 northbound Bruckner Boulevard Ramp from Bruckner south of Jarvis 0.9 No-Build ETC 05:17 03:03 Boulevard Avenue No-Build ETC + 07:07 03:14 20 Existing 2019 05:44 03:26 I-95 south of Jarvis I-95 north of off-ramp Avenue-Country to eastbound Pelham 0.9 No-Build ETC 06:40 04:30 Club Boulevard Parkway No-Build ETC + 08:54 06:20 Northbound 20 I-95 Existing 2019 01:20 01:02 I-95 north of off-ramp I-95 north of off-ramp to eastbound Pelham to westbound 0.3 No-Build ETC 01:20 01:07 Parkway Pelham Parkway No-Build ETC + 01:22 01:12 20 Existing 2019 00:14 00:19 I-95 north of off-ramp I-95 north of off-ramp to eastbound to westbound 0.2 No-Build ETC 00:14 00:19 Hutchinson River Pelham Parkway Parkway No-Build ETC + 00:15 00:22 20 Existing 2019 00:39 00:38 I-95 north of off-ramp to eastbound I-95 north of Exit 11 0.5 No-Build ETC 00:39 00:38 Hutchinson River to Bartow Avenue Parkway No-Build ETC + 00:40 00:38 20 Existing 2019 02:46 03:44 I-95 south of off- I-95 south of Jarvis ramp to Bartow Avenue-Country 2.0 No-Build ETC 02:48 04:25 Avenue Club Road No-Build ETC + 03:31 06:01 20 Southbound Existing 2019 00:37 01:08 I-95 I-95 north of off-ramp I-95 south of Bartow to eastbound 0.5 No-Build ETC 00:38 01:33 Avenue Hutchinson River Parkway No-Build ETC + 00:49 00:39 20 0.4 Existing 2019 00:32 00:39

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VISSIM Travel Time Travel Outputs Distance Time From To Condition (mm:ss) (miles) Segment AM PM Peak Peak Hour Hour I-95 north of off-ramp I-95 south of off- No-Build ETC 00:32 00:39 to eastbound ramp to Westchester Hutchinson River No-Build ETC + Avenue 00:34 00:39 Parkway 20 Existing 2019 01:07 01:15 I-95 south of off- I-95 north of Jarvis ramp to Westchester Avenue-Country 0.8 No-Build ETC 01:08 01:16 Avenue Club Boulevard No-Build ETC + 01:35 01:17 20 Existing 2019 01:48 01:48 Hutchinson River Hutchinson River Parkway south of Parkway north of 1.4 No-Build ETC 01:49 01:49 Exit 3E to Pelham Bartow Avenue Parkway No-Build ETC + 01:53 01:54 20 Existing 2019 00:33 00:32 Hutchinson River Hutchinson River Parkway north of Exit Parkway north of 0.4 No-Build ETC 00:34 00:32 3E to eastbound Roberts Avenue Pelham Parkway No-Build ETC + 00:35 00:33 20 Existing 2019 00:27 00:27 Northbound Hutchinson River Hutchinson River Hutchinson Parkway north of Exit Parkway north of Exit 0.3 No-Build ETC 00:27 00:28 River 3E to eastbound 3W to westbound Parkway Pelham Parkway Pelham Parkway No-Build ETC + 00:28 00:30 20 Existing 2019 00:16 00:15 Hutchinson River Hutchinson River Parkway north of Exit Parkway south of on- 0.2 No-Build ETC 00:16 00:16 3W to westbound ramp from Pelham Parkway southbound I-95 No-Build ETC + 00:16 00:16 20 Existing 2019 00:46 00:45 Hutchinson River Hutchinson River Parkway south of on- Parkway north of 0.6 No-Build ETC 00:46 00:46 ramp from Einstein Loop southbound I-95 No-Build ETC + 00:48 00:47 20 Existing 2019 01:50 01:47 Hutchinson River Hutchinson River Parkway north of Parkway at Wilkinson 1.4 No-Build ETC 01:50 01:47 Bartow Avenue Avenue Southbound No-Build ETC + 02:28 02:10 Hutchinson 20 River Existing 2019 00:37 00:37 Parkway Hutchinson River Hutchinson River Parkway south off Parkway north of 0.5 No-Build ETC 00:38 00:37 off-ramp to Einstein Loop southbound I-95 No-Build ETC + 01:02 00:51 20

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VISSIM Travel Time Travel Outputs Distance Time From To Condition (mm:ss) (miles) Segment AM PM Peak Peak Hour Hour Hutchinson River Existing 2019 00:39 00:39 Hutchinson River Parkway south off Parkway south off off-ramp to 0.5 No-Build ETC 00:40 00:39 off-ramp to eastbound Pelham southbound I-95 No-Build ETC + Parkway 00:40 00:40 20 Existing 2019 02:35 02:20 Eastbound Pelham Parkway Pelham Parkway at Pelham south of City Island 1.4 No-Build ETC 02:34 02:20 Stillwell Avenue Parkway Road No-Build ETC + 02:43 02:26 20 Existing 2019 03:03 02:23 Westbound Pelham Parkway Pelham Parkway Pelham south of City Island west of Stillwell 1.4 No-Build ETC 03:02 02:26 Parkway Road Avenue No-Build ETC + 03:14 02:29 20 Note: ETC is the project’s Estimated Time of Completion

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2.3.1.6 Traffic Volumes

Refer to Appendix X2 for traffic flow diagrams.

2.3.1.6.1 Existing traffic volumes

Due to the age of the initial set of traffic data, a new program of traffic counts was collected in the Fall of 2019. The traffic data were collected between the following limits:

• I-95 – between I-695/I-95 merge and I-95/Hutchinson River Parkway interchange northeast of Co- Op City. • Pelham Parkway – between Stillwell Avenue and Bartow Circle/Orchard Beach Road. • Hutchinson River Parkway – between Westchester Avenue and I-95/Hutchinson River Parkway interchange northeast of Co-op City. • Bruckner Boulevard from Country Club Road to Shore Road • Bartow Avenue from Edson Place to Bay Plaza Driveway

Ramps, ramp terminal intersections with local streets and part of the local street network parallel to I-95 and near the proposed off-ramp to Hutchinson River Parkway along Bartow Avenue were included in the data collection area. The part of the local street network included are Bruckner Boulevard, Bartow Avenue, and Hutchinson River Parkway East.

In addition, the pedestrian/bicycle counts were performed for the greenways located within the Project Area.

As part of the count program, continuous 24-hour machine counts, intersection turning movement counts, classification counts, and travel times were conducted. Continuous 24-hour machine counts were conducted in 15-minute intervals for a period of nine (9) days at 3 ATR locations. Along with volume information, five (5) classifications of vehicles were recorded at eight (8) selected highway locations. Turning movement counts were collected in 15-minute intervals at 19 intersections and 21 shared-use path/ramps. The turning movement counts were conducted from 6:00 AM – 10:00 AM and 3:30 PM – 7:30 PM. The counts were separated into five categories: automobiles, light trucks, heavy trucks, buses and bicyclists. Detailed traffic information is available in Appendix X2.

Heavy vehicle percentages were used in a combination of the initial set of traffic data and the newly collected in 2019. For the movements where heavy vehicle counts were unavailable, a value of 2% was used.

The initial set of traffic data was collected in 2007; a new set of data was collected in 2009 with a portion of locations being a repeat of those in 2007 and the rest being new locations. The traffic data sets were adjusted and combined to form the 2009 traffic data mentioned in the original traffic study in Appendix X4.

The summation of all November 2019 counts indicate the AM peak hour is 7:15 – 8:15 AM, which is only a fifteen-minute shift from the original 2009 peak hour of 7:30 – 8:30 AM. It was decided to maintain the original AM peak hour due to the model’s larger network that contains additional roads outside of the project traffic study limits that were not recounted in 2019. The 2019 counts are consistent with the 2009 volumes for the PM peak hour, which was identified as 5:00 – 6:00 PM in both years.

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Traffic flow diagrams showing the Existing Conditions (2019) traffic volumes can be found in Appendix X2. The Annual Average Daily Traffic (AADT) and peak hour volumes are summarized below in Exhibit 2.3.1.6- 1 at selected locations within the Study Area.

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Exhibit 2.3.1.6-1 Existing Condition Traffic Volume (2019) Existing Condition (2019) Route Segment Direction of Travel AADT Peak Hour Exit 8B ramp to entrance I-95 (Bruckner AM – 3698 ramp from Bruckner Northbound 68897 Expressway) PM – 3856 Boulevard I-95 (New England AM – 5801 Bridge over Amtrak Northbound 81504 Thruway) PM – 5554 AM – 648 Eastbound 5960 PM – 659 Pelham Parkway East of cloverleaf ramps AM – 780 Westbound 9416 PM – 1062 Between I-95 entrance Hutchinson River AM – 4556 ramp and Bridge over Northbound 62478 Parkway PM – 4431 Hutchinson River North of Westchester AM – 1527 Bruckner Boulevard Northbound 17291 Avenue PM – 1053 AM – 343 Hutchinson River Northbound 4210 Hutchinson River PM – 273 Parkway overpass to Parkway East AM – 258 Einstein Loop North Southbound 4427 PM – 353 Eastbound Pelham AM – 810 Ramp A Parkway to Northbound I- Eastbound 9976 PM – 779 95 Northbound I-95 to AM – 270 Ramp B Westbound Pelham Northbound 4298 PM – 270 Parkway Westbound Pelham AM – 378 Ramp C Parkway to Northbound I- Westbound 3386 PM – 316 95 Northbound Bruckner AM – 1187 Ramp D Boulevard to Northbound Northbound 10250 PM – 874 I- 95 Northbound I-95 to AM – 808 Hutchinson River Northbound 17367 PM – 692 Parkway On-Ramp Northbound I-95 to AM – 369 Ramp H Eastbound Pelham Northbound 4636 PM – 285 Parkway Westbound Pelham AM – 556 Ramp J Parkway to Southbound I- Westbound 10210 PM – 904 95 Southbound I-95 to AM – 690 Ramp K Westbound Pelham Southbound 7365 PM – 402 Parkway Exit 11 off ramp to AM – 644 Baychester Avenue from I- Northbound 9683 PM – 785 95 Note: ETC is the project’s Estimated Time of Completion; AADT is Annual Average Daily Traffic

Buses and other heavy vehicles travel along I-95, Bruckner Boulevard, Bartow Avenue, and Pelham Parkway/Shore Road east of I-95 daily to transport passengers and goods. The mix of heavy vehicles on the roadway varies depending on the time and direction of travel. The peak hour and daily percent of heavy vehicles are summarized in Exhibit 2.3.1.6-2. The exhibit also shows the distribution of traffic in the direction of travel and the peak hour factor for the morning and evening peak hours.

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Exhibit 2.3.1.6-2 Directional Distribution, Peak Hour Factor and Percent Heavy Vehicles (AM Peak and PM Peak) Hutchinson Hutchinson Pelham Bruckner River Parkway I-95 River Parkway/Shore Direction of Boulevard East/Bartow Route Parkway Road Travel Avenue AM PM AM PM AM PM AM PM AM PM Peak Peak Peak Peak Peak Peak Peak Peak Peak Peak Northbound 52% 44% 53% 54% 64% 56% 75% 73% 57% 44% Directional /eastbound Distribution Southbound 48% 56% 47% 46% 36% 44% 25% 27% 43% 56% /westbound Northbound 0.92 0.96 0.95 0.99 0.94 0.96 0.96 0.95 0.90 0.89 Peak Hour /eastbound Factor Southbound 0.95 0.96 0.95 0.99 0.86 0.94 0.95 0.95 0.85 0.86 /westbound Northbound 12% 6% 1% 1% 7% 2% 8% 9% 15% 17% % of Heavy /eastbound Vehicles in Southbound Peak Hour 9% 6% 0% 0% 5% 2% 13% 12% 22% 22% /westbound Northbound 9% 1% 4% 9% 16% % of Heavy /eastbound Vehicles Southbound Daily 7% 0% 3% 12% 22% /westbound Note: ETC is the project’s Estimated Time of Completion; AADT is Annual Average Daily Traffic

2.3.1.6.2 Future No-Build Design Year Traffic Volume Forecasts

The Estimated Time of Completion (ETC) is 2023. The year 2043, ETC+20, was selected as the design year per HDM 5.2.2.3.

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 (7) 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 (7) classes were combined into two classes of vehicles- auto and trucks. The first five (5) 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

2-26 Draft Design Report Bruckner-Hutch Environmental Assessment Mobility Improvement Project November 2020 Draft Section 4(f) Evaluation PIN X731.27 negative growth rate for auto trips between 2017 and 2025, the growth rate from 2025 to 2040 of 0.6% for auto trips 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.

Exhibit 2.3.1.6-3 shows a summary of the peak hour and daily traffic volumes at selected locations within the Project Area. Also, the figure shows annual growth rates percentages used for all locations.

Exhibit 2.3.1.6-3 Traffic Volume for No Build Condition (ETC+20) Direction of ETC+20(2043) Annual Growth Rate (%) Route Segment Travel AADT Peak Hour AADT Peak Hour Exit 8B ramp to I-95 (Bruckner AM – 4242 Car – 0.58% entrance ramp from Northbound 79080 0.58% Expressway) PM – 4425 Truck – 0.56% Bruckner Boulevard I-95 (New AM – 6658 Car – 0.58% England Bridge over Amtrak Northbound 93550 0.58% PM – 6374 Truck – 0.56% Thruway) AM – 744 Car – 0.58% Eastbound 6841 0.58% Pelham East of cloverleaf PM – 756 Truck – 0.56% Parkway ramps AM – 895 Car – 0.58% Westbound 10807 0.58% PM - 1218 Truck – 0.56% Between I-95 Hutchinson entrance ramp and AM – 5229 Car – 0.58% Northbound 71712 0.58% River Parkway Bridge over PM – 5086 Truck – 0.56% Hutchinson River Between Wilkinson Bruckner Avenue to AM – 1752 Car – 0.58% Northbound 19847 0.58% Boulevard Westchester PM – 1208 Truck – 0.56% Avenue Hutchinson River AM – 393 Car – 0.58% Hutchinson Northbound 4833 0.58% Parkway overpass PM – 313 Truck – 0.56% River Parkway to Einstein Loop AM – 296 Car – 0.58% East Southbound 5081 0.58% North PM – 405 Truck – 0.56% Eastbound Pelham AM – 929 Car – 0.58% Ramp A Parkway to Eastbound 11221 0.58% Truck – 0.56% Northbound I-95 PM – 894 Northbound I-95 to AM – 310 Car – 0.58% Ramp B Westbound Pelham Northbound 4933 0.58% Truck – 0.56% Parkway PM – 310 Westbound Pelham AM – 434 Car – 0.58% Ramp C Parkway to Westbound 3886 0.58% Truck – 0.56% Northbound I-95 PM – 363 Northbound AM – 1362 Car – 0.58% Ramp D Bruckner Boulevard Northbound 11765 0.58% PM – 1003 Truck – 0.56% to Northbound I-95 Northbound I-95 to AM – 928 Car – 0.58% Hutchinson River Northbound 19934 0.58% PM – 795 Truck – 0.56% Parkway On-Ramp Northbound I-95 to AM – 424 Car – 0.58% Ramp H Eastbound Pelham Northbound 5322 0.58% Truck – 0.56% Parkway PM – 327 Westbound Pelham AM – 638 Car – 0.58% Ramp J Parkway to Westbound 11719 0.58% Truck – 0.56% Southbound I-95 PM – 1038 Southbound I-95 to AM – 1038 Car – 0.58% Ramp K Southbound 8454 0.58% Westbound Pelham PM – 792 Truck – 0.56%

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Direction of ETC+20(2043) Annual Growth Rate (%) Route Segment Travel AADT Peak Hour AADT Peak Hour Parkway

Exit 11 off ramp to AM – 739 Car – 0.58% Baychester Avenue Northbound 11114 0.58% PM – 901 Truck – 0.56% from I-95 Note: ETC is the project’s Estimated Time of Completion; AADT is Annual Average Daily Traffic

2.3.1.7 Level of Service and Mobility

2.3.1.7.1 Existing Condition and Future No Build Level of Service and Capacity Analysis

Level of Service (LOS) is a qualitative measure describing operational conditions within a traffic stream as perceived by motorists. LOS is represented by a letter grade from A to F, with A being the free-flow condition and F being heavily congested with breakdown and queuing frequently occurring. The methodology for performing capacity and LOS analyses is described in the Highway Capacity Manual (HCM) 6th edition.

Highway segments are analyzed according to the different types of highway, mainline, weaving, merging or diverging segments. The LOS is determined through the density of passenger cars per lane per mile. The minimum LOS requirement for interstate highways is LOS D or better in urban areas.

The Level of Service analysis was done by lane group, which is defined as a set of lanes on an intersection approach. Lanes of the same lane group are accommodated with a common stop-line and a capacity that is shared by all vehicles.

The density and LOS for each mainline segment is listed in Exhibit 2.3.1.7-1. The delay and LOS for each intersection is listed in Exhibit 2.3.1.7-2 and Exhibit 2.3.1.7-3.

In the existing conditions during morning and evening peak hours, I-95 experiences congestion resulting in LOS E and some LOS F in the majority of segments analyzed. For the Hutchinson River Parkway in the northbound direction, LOS varies between C and D during the morning peak hour and evening peak hour.

Of the local intersections in the traffic study area, most operated between LOS A and D in the existing conditions. Only the congested intersection of Baychester Avenue and Bartow Avenue had several lane groups that reported LOS E in the AM and PM peak hours, and one lane group that reported a LOS F in the AM peak hour.

With future growth, the No Build ETC and ETC+20 highway segments will realize increased densities; however, most segments reported the same LOS as the existing conditions. The only locations expected to report a decreasing LOS are those along southbound I-95 where many segments change from LOS C to LOS D in 2023 and E in 2043 based on projected growth. The northbound and southbound Hutchinson River Parkway also experienced changes in LOS from C to D and D to E between the existing and future years.

In 2043, the local intersections reported multiple lane groups with LOS F including Bruckner Boulevard, Country Club Road, Baychester Avenue and northbound I-95 off-ramp.

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Exhibit 2.3.1.7-1 Existing and No-Build Condition Level of Service and Density (veh/ln/h) (AM Peak Hour/PM Peak Hour)

Existing No Build ETC No Build ETC + 20 Segment Route From To Type Density Density Density LOS LOS LOS (vphplm) (vphplm) (vphplm)

Merge/ Merge of I-95 and Country Club Road 62/32.4 E/D 78.8/49.4 E/E 148.5/113.6 F/F Diverge I-695

South of North of Basic 102/57.4 F/F 123.7/87.7 F/F 163/136.8 F/F Middletown Road Middletown Road On-ramp from northbound Off-ramp to Basic Bruckner eastbound Pelham 108.2/65.1 F/E 131.8/97.2 F/E 157.5/138.5 F/F Boulevard near Parkway (Exit 8B) Middletown Road On-ramp from northbound On-ramp from Bruckner Weave eastbound Pelham 120.1/80.8 F/E 121.5/87.4 F/E 125.8/93.4 F/E Boulevard near Parkway Westchester Avenue On-ramp from Off-ramp to Weave eastbound Pelham westbound Pelham 46.8/74.5 E/E 47/76.7 E/E 49.5/78.1 E/E Northbound I-95 Parkway Parkway (Exit 8C) Off-ramp to On-ramp from westbound Weave westbound Pelham 23.5/63.5 B/E 24/63.3 B/E 24.9/71.1 C/E Pelham Parkway Parkway (Exit 8C) Off-ramp to On-ramp from northbound Weave westbound 36.2/49.3 E/E 36.9/50.4 E/E 39.8/57.7 E/E Hutchinson River Pelham Parkway Parkway (Exit 9) Off-ramp to Off-ramp to East northbound Weave Gun Hill Road (Exit 36.9/41.2 E/E 37.1/42.2 E/E 39.6/43.8 E/E Hutchinson River 10) Parkway (Exit 9) Off-ramp to East Exit 11 to Bay Merge/Diverge Gun Hill Road Plaza Shopping 25.2/27.2 C/C 25.4/27.7 C/C 26.1/28.3 C/D (Exit 10) Center Exit 11 to Bay Exit 12 to Merge/Diverge Plaza Shopping 23.4/22.9 C/C 23.7/23.2 C/C 24.5/23.6 C/C Baychester Avenue Center

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Existing No Build ETC No Build ETC + 20 Segment Route From To Type Density Density Density LOS LOS LOS (vphplm) (vphplm) (vphplm)

Exit 12 to On-ramp from Basic Baychester 15.5/15.2 B/B 15.8/15.4 B/B 16.9/15.8 B/B Baychester Avenue Avenue

Off-ramp to Bartow On-ramp from Weave 23.5/29 B/C 24/37 B/E 27.4/128.6 C/F Avenue (Exit 11) Edson Avenue

On-ramp from On-ramp from East Weave 25.1/48.7 C/E 26/74.8 C/E 35.8/100.8 D/F Edson Avenue Gun Hill Road Off-ramp to On-ramp from northbound Weave East Gun Hill 42.2/64.4 E/E 45.5/73.7 E/E 67.8/80 E/E Hutchinson River Road Parkway (Exit 9) Off-ramp to northbound On-ramp from Weave 43.4/52.2 E/E 45/54.5 E/E 53.5/55.3 E/E Hutchinson River Erskine Place Parkway (Exit 9) Off-ramp to On-ramp from Weave westbound Pelham 34.2/44.4 D/E 35.5/45.9 D/E 42.3/47.8 E/E Erskine Place Southbound I-95 Parkway (Exit 8C) Off-ramp to On-ramp from westbound Weave westbound Pelham 38.3/49.3 E/E 39.2/50.8 E/E 45.4/51.3 E/E Pelham Parkway Parkway (Exit 8C) On-ramp from Off-ramp to Weave westbound eastbound Pelham 30.5/37.6 C/E 31/39.1 C/E 35.4/40.6 D/E Pelham Parkway Parkway (Exit 8B) Off-ramp to Off-ramp to southbound Weave eastbound Pelham Bruckner Boulevard 28.6/34.1 C/D 29/35.4 C/D 33.1/37 D/E Parkway (Exit 8B) at Westchester Avenue (Exit 8A) Off-ramp to On-ramp from southbound southbound Basic 27.3/32.6 D/D 27.9/33.6 D/D 32.5/35 D/D Bruckner Bruckner Boulevard Boulevard at at Buhre Avenue

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Existing No Build ETC No Build ETC + 20 Segment Route From To Type Density Density Density LOS LOS LOS (vphplm) (vphplm) (vphplm) Westchester Avenue (Exit 8A)

On-ramp from southbound North of Jarvis Weave Bruckner Avenue-Country 24.3/30.7 C/C 24.8/32.1 C/D 44/33.7 E/D Boulevard at Club Road Buhre Avenue On-ramp from On-ramp from Weave Hutchinson River eastbound Pelham 21.9/19.1 B/B 22.6/20.1 B/B 26.2/23.5 C/B Parkway East Parkway On-ramp from Off-ramp to Weave eastbound Pelham westbound Pelham 29.5/26.9 C/C 30.7/28.9 C/C 36.3/36.2 E/E Parkway Parkway Northbound Off-ramp to On-ramp from Hutchinson River Basic westbound 24.6/24.7 C/C 25.3/25.3 C/C 29/29 D/D southbound I-95 Parkway Pelham Parkway On-ramp from On-ramp from Merge/Diverge 26.6/25.5 C/C 27.2/26.2 C/C 31.4/30 D/D southbound I-95 northbound I-95

On-ramp from Proposed Off-ramp Merge/Diverge 25.8/24 C/C 26.3/24.7 C/C 31/28.8 D/D northbound I-95 to Bartow Avenue On-ramp from Off-ramp Exit 4N to Merge/Diverge Orchard Beach 32.8/28.9 D/D 34/29.7 D/D 65/48.1 E/E northbound I-95 Road Off-ramp Exit 4N Off-ramp Exit 4S to Weave 28/27.1 C/C 28.8/27.8 C/C 63.4/47.1 E/E to northbound I-95 southbound I-95 Southbound Off-ramp Exit 4S On-ramp from East Hutchinson River Basic 21.3/18.2 C/C 22/18.8 C/C 24.5/23 C/C to southbound I-95 Gun Hill Road Parkway On-ramp from Off-ramp to Weave East Gun Hill westbound Pelham 20.7/17.9 B/B 21.2/18.4 B/B 22.9/22 B/B Road Parkway Off-ramp to Off-ramp to Weave westbound eastbound Pelham 21.3/18.7 B/B 21.9/19.3 B/B 24.3/23.3 C/B Pelham Parkway Parkway

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Existing No Build ETC No Build ETC + 20 Segment Route From To Type Density Density Density LOS LOS LOS (vphplm) (vphplm) (vphplm) Off-ramp to On-ramp from Basic eastbound Pelham eastbound Pelham 25.7/18.8 C/C 26.4/19.2 D/C 30/22.8 D/C Parkway Parkway Note: (1) vphplm is vehicles per hour per lane miles (2) The density results reported above are based on average of 10 model runs using VISSIM version 11.08 (3) The LOS determination is as follows: Density LOS Basic Weave Merge/Diverge A <=11 <=12 <=10 B 11-18 12-24 10-20 C 18-26 24-32 20-28 D 26-35 32-36 28-35 E 35-45 36-100* 35-100* F >45 >100* >100* (4) The official HCM does not define LOS F for weave or merge/density segment. For this analysis any density value above 100 is designated with a LOS F.

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Exhibit 2.3.1.7-2 AM Peak Hour Intersection Delays (spv) and Level of Service

Existing (2019) ETC (2023) No Build ETC (2043) No Build Direction Movement Delay Delay LOS Delay (Sec) LOS LOS (Sec) (Sec)

Intersection of Pelham Parkway South and Continental Avenue

Eastbound T 16.8 C 17.6 C 23.7 C Northbound R 8.4 A 8.5 A 8.8 A Overall 15.7 C 16.4 C 21.7 C

Intersection of Jarvis Avenue/Country Club Road and Bruckner Boulevard

Eastbound RT 26.9 C 27.0 C 29.1 C L 14.7 B 14.7 B 15.7 B Westbound T 28.7 C 30.9 C 55.2 E Southbound LTR 24.0 C 24.2 C 25.1 C Overall 25.1 C 26.1 C 37.0 D

Intersection of Country Club Road and Bruckner Boulevard/Macdonough Place

Eastbound LT 19.3 B 19.6 B 22.6 C Westbound RT 35.1 D 35.5 D 39.7 D Northbound LTR 42.0 D 49.0 D 87.2 F Overall 36.1 D 40.3 D 64.2 E

Intersection of Amendola Place and Wilkinson Avenue/ Bruckner Boulevard

Eastbound RT 39.9 D 41.1 D 49.9 D Southbound (Amendola LT 19.3 B 27.4 C 20.4 C Place) Southbound (Bruckner LT 36.6 D 37.3 D 41.1 D Boulevard) Overall 32.8 C 35.6 D 37.8 D

Intersection of Charles J Crimi Place and Bruckner Boulevard/Wilkinson Avenue

Eastbound L 13.3 B 14.0 B 18.3 B Northbound T 30.0 C 30.1 C 35.4 D Overall 25.8 C 26.0 C 31.0 C

Intersection of Charles J Crimi Place and Bruckner Boulevard at Westchester Avenue

Westbound LT 4.0 A 4.0 A 3.8 A Southbound TR 30.9 C 31.5 C 35.9 D Overall 22.9 C 23.3 C 26.4 C

Intersection of Baychester Avenue and Bay Plaza Entrance North of Parking Structure

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Existing (2019) ETC (2023) No Build ETC (2043) No Build Direction Movement Delay Delay LOS Delay (Sec) LOS LOS (Sec) (Sec) Westbound LR 8.9 A 8.9 A 9.0 A Northbound TR 0.0 A 0.0 A 0.0 A L 7.5 A 7.5 A 7.6 A Southbound T 0.0 A 0.0 A 0.0 A Overall 2.1 A 2.0 A 2.1 A

Intersection of Baychester Avenue and I-95 Off-Ramp

L 11.2 B 11.3 B 11.7 B Eastbound LT 10.3 B 10.3 B 10.6 B R 9.1 A 9.1 A 9.2 A Westbound R 8.8 A 8.8 A 8.8 A Northbound TR 31.8 C 31.9 C 32.1 C Overall 13.3 B 13.4 B 13.7 B

Intersection of Bartow Avenue and Baychester Avenue

L 79.9 E 89.3 F 159.5 F Eastbound LT 7.1 A 7.3 A 9.0 A Westbound TR 39.4 D 39.8 D 42.8 D L 34.2 C 34.3 C 34.7 C Northbound TR 67.3 E 72.4 E 104.0 F L 48.4 D 48.3 D 49.0 D Southbound R 103.2 F 109.1 F 150.8 F Overall 49.0 D 51.7 D 70.7 E Intersection of Bartow Avenue and Asch Loop L 28.4 C 29.6 C 38.4 D Eastbound T 17.7 B 17.6 B 17.0 B R 14.6 B 14.5 B 13.7 B L 13.4 B 13.4 B 13.6 B Westbound TR 14.9 B 14.9 B 15.3 B Northbound LTR 25.7 C 25.8 C 26.1 C L 27.0 C 27.1 C 27.6 C Southbound TR 32.9 C 33.3 C 35.2 D

Overall 20.8 C 21.0 C 22.2 C

Intersection of Bartow Avenue and Bartow Mall Entrance

L 12.8 B 13.0 B 14.2 B Eastbound T 11.1 B 11.1 B 11.4 B Westbound TR 9.8 A 9.9 A 10.0 B

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Existing (2019) ETC (2023) No Build ETC (2043) No Build Direction Movement Delay Delay LOS Delay (Sec) LOS LOS (Sec) (Sec) Southbound TR 21.3 C 21.3 C 21.5 C Overall 11.4 B 11.4 B 11.7 B

Intersection of Bartow Avenue and Co Op City Boulevard

L 26.4 C 27.3 C 34.3 C Eastbound T 13.7 B 13.7 B 13.8 B R 5.7 A 5.7 A 5.7 A L 15.6 B 15.7 B 15.6 B Westbound T 16.0 B 15.9 B 16.0 B R 19.8 B 22.0 C 23.9 C L 33.9 C 34.1 C 34.8 C Northbound T 31.7 C 31.7 C 32.1 C R 30.0 C 30.0 C 30.2 C TL 36.9 D 37.4 D 38.1 D Southbound R 37.2 D 36.8 D 42.8 D Overall 24.5 C 24.9 C 26.6 C

Intersection of Bartow Avenue and Bay Plaza Entrance

T 7.6 A 7.6 A 7.8 A Eastbound R 6.4 A 6.4 A 6.4 A L 10.3 B 10.3 B 10.6 B Westbound T 13.6 B 13.7 B 14.5 B Northbound LR 19.8 B 19.8 B 19.8 B Overall 10.3 B 10.4 B 10.7 B

Intersection of Baychester Avenue and On-Ramp North of Aldrich Street

L 19.4 B 20.8 C 29.6 C Northbound T 10.7 B 10.6 B 10.7 B Southbound TR 26.6 C 26.9 C 28.6 C Overall 19.0 B 19.4 B 21.5 C Intersection of Bartow Avenue and Edson Avenue Eastbound TR 45.8 D 46.9 D 56.9 E L 48.9 D 49.7 D 58.0 E Westbound T 8.4 A 8.4 A 8.7 A L 46.9 D 47.6 D 53.0 D Southbound LTR 43.2 D 43.8 D 48.1 D Overall 36.2 D 36.9 D 42.5 D Intersection of Pelham Parkway and Off-Ramp from Northbound I-95 to Westbound Pelham Parkway/Road X

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Existing (2019) ETC (2023) No Build ETC (2043) No Build Direction Movement Delay Delay LOS Delay (Sec) LOS LOS (Sec) (Sec) Westbound T 34.3 C 35.2 D 43.3 D Southbound T 16.3 B 16.7 B 18.2 B Overall 23.9 C 24.5 C 28.8 C Note: (1) spv is seconds per vehicle; sec is seconds (2) Movement: L is left-turn; T is through; R is right-turn; LT is shared left-through; TR is shared through-right; LR is shared left-right; LTR is shared left-through-right

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Exhibit 2.3.1.7-3 PM Peak Hour Intersection Delays (spv) and Level of Service

Existing (2019) ETC (2023) No Build ETC (2043) No Build Direction Movement Delay Delay LOS LOS Delay (Sec) LOS (Sec) (Sec)

Intersection of Pelham Parkway South and Continental Avenue

Eastbound T 12.4 B 12.7 B 14.8 B Northbound R 8.0 A 8.1 A 8.4 A Overall 11.7 B 12.0 B 13.8 B

Intersection of Jarvis Avenue/Country Club Road and Bruckner Boulevard

Eastbound RT 40.8 D 42.1 D 51.9 D L 28.9 C 29.9 C 30.3 C Westbound T 29.9 C 30.2 C 30.1 C Southbound LTR 19.8 B 20.3 C 21.3 C Overall 29.3 C 30.0 C 32.6 C

Intersection of Country Club Road and Bruckner Boulevard/Macdonough Place

Eastbound LT 19.5 B 20.0 B 23.1 C Westbound RT 28.8 C 28.9 C 29.3 C Northbound LTR 25.4 C 26.6 C 44.2 D Overall 24.3 C 25.1 C 36.8 D

Intersection of Amendola Place and Wilkinson Avenue/ Bruckner Boulevard

Eastbound RT 32.5 C 32.8 C 34.2 C Southbound (Amendola LT 22.6 C 19.2 B 24.3 C Place) Southbound (Bruckner LT 27.5 C 28.3 C 31.4 C Boulevard)

Overall 26.8 C 26.1 C 29.5 C

Intersection of Charles J Crimi Place and Bruckner Boulevard/Wilkinson Avenue

Eastbound L 4.2 A 4.5 A 6.8 A Northbound T 21.8 C 27.1 C 26.5 C Overall 16.6 B 20.5 C 20.7 C

Intersection of Bruckner Boulevard and Westchester Avenue/I-95 Southbound Off-Ramp

Westbound LT 5.7 A 5.6 A 5.3 A Southbound TR 25.7 C 26.0 C 27.2 C Overall 20.4 C 20.6 C 21.5 C

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Existing (2019) ETC (2023) No Build ETC (2043) No Build Direction Movement Delay Delay LOS LOS Delay (Sec) LOS (Sec) (Sec)

Intersection of Baychester Avenue and Bay Plaza Entrance North of Parking Structure

Westbound LR 9.5 A 9.5 A 9.6 A Northbound TR 0.0 A 0.0 A 0.0 A L 7.9 A 7.9 A 8.1 A Southbound T 0.0 A 0.0 A 0.0 A Overall 2.6 A 2.6 A 2.6 A

Intersection of Baychester Avenue and I-95 Off-Ramp

L 10.6 B 10.7 B 11.0 B Eastbound LT 10.0 A 10.0 B 10.3 B R 10.0 B 10.0 B 10.3 B Westbound R 10.9 B 10.9 B 11.3 B Northbound TR 34.6 C 34.8 C 35.4 D Overall 15.6 B 15.6 B 16.0 B

Intersection of Bartow Avenue and Baychester Avenue

L 35.8 D 37.6 D 55.2 E Eastbound LT 8.9 A 9.4 A 11.6 B Westbound TR 35.4 D 35.7 D 39.0 D L 35.1 D 35.5 D 37.7 D Northbound TR 35.8 D 36.1 D 38.3 D L 53.3 D 53.5 D 55.6 E Southbound R 79.5 E 81.9 F 100.6 F Overall 33.4 C 34.1 C 39.3 D Intersection of Bartow Avenue and Asch Loop L 21.2 C 21.2 C 21.8 C Eastbound T 20.5 C 20.2 C 19.4 B R 16.6 B 16.3 B 15.2 B L 14.4 B 14.5 B 15.3 B Westbound TR 15.2 B 15.3 B 15.7 B Northbound LTR 26.3 C 26.3 C 26.8 C L 25.6 C 25.7 C 26.0 C Southbound TR 28.0 C 28.1 C 28.8 C Overall 19.4 B 19.3 B 19.2 B

Intersection of Bartow Avenue and Bartow Mall Entrance

L 13.3 B 13.5 B 15.0 B Eastbound T 11.5 B 11.6 B 11.9 B

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Existing (2019) ETC (2023) No Build ETC (2043) No Build Direction Movement Delay Delay LOS LOS Delay (Sec) LOS (Sec) (Sec) Westbound TR 6.9 A 6.9 A 7.0 A Southbound TR 23.0 C 23.1 C 23.6 C Overall 11.0 B 11.1 B 11.4 B

Intersection of Bartow Avenue and Co Op City Boulevard

L 21.9 C 22.4 C 25.0 C Eastbound T 14.3 B 14.4 B 14.5 B R 6.5 A 6.5 A 6.7 A L 19.3 B 19.5 B 21.2 C Westbound T 16.6 B 16.6 B 17.0 B R 19.8 B 19.9 B 21.0 C L 42.9 D 43.4 D 48.1 D Northbound T 37.6 D 38.0 D 40.2 D R 32.3 C 32.4 C 32.9 C TL 33.7 C 37.7 D 40.8 D Southbound R 30.6 C 35.8 D 37.1 D Overall 25.0 C 26.1 C 27.7 C

Intersection of Bartow Avenue and Bay Plaza Entrance

T 7.8 A 7.9 A 8.0 A Eastbound R 6.1 A 6.1 A 6.0 A L 11.1 B 11.3 B 11.8 B Westbound T 14.2 B 14.4 B 15.4 B Northbound LR 20.3 C 20.3 C 20.4 C Overall 10.8 B 10.8 B 11.2 B

Intersection of Baychester Avenue and On-Ramp North of Aldrich Street

L 14.2 B 14.1 B 13.3 B Northbound T 11.3 B 11.2 B 10.7 B Southbound TR 22.7 C 22.7 C 22.7 C

Overall 16.0 B 16.0 B 15.6 B

Intersection of Bartow Avenue and Edson Avenue Eastbound TR 42.3 D 43.0 D 48.4 D L 36.4 D 37.2 D 43.2 D Westbound T 6.3 A 6.5 A 7.0 A L 46.7 D 47.5 D 53.1 D Southbound LTR 44.6 D 45.4 D 50.8 D

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Existing (2019) ETC (2023) No Build ETC (2043) No Build Direction Movement Delay Delay LOS LOS Delay (Sec) LOS (Sec) (Sec) Overall 31.8 C 32.4 C 36.6 D

Intersection of Pelham Parkway and Off-Ramp from Northbound I-95 to Northbound Pelham Parkway

Westbound T 28.1 C 28.6 C 31.4 C Southbound T 17.4 B 17.6 B 19.9 B Overall 20.9 C 21.3 C 23.7 C Note: (1) spv is seconds per vehicle; sec is seconds (2) Movement: L is left-turn; T is through; R is right-turn; LT is shared left-through; TR is shared through-right; LR is shared left-right; LTR is shared left-through-right

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2.3.1.8 Safety Considerations, Crash History and Analysis

A crash analysis was performed in 2020 in accordance with the Highway Design Manual Chapter 5. Non- reportable crashes with limited information were excluded from the study.

The most recent three (3) years of available MV-104 accident reports (7/1/2016 to 5/31/2019) were gathered from the NYSDOT Safety Information Management System (SIMS). A crash history summary analysis was prepared with detailed information, such as the date and time of the crash; number and type of vehicles involved, number of injuries or fatalities, weather, pavement, light conditions, vehicle travel direction, and contributing factors. The complete crash analysis report including the crash history summary forms and recommendations for improvements can be found in Appendix X3.

The crash rate has been calculated at six (6) major locations (See Appendix X3 for a map showing the Crash Study Area):

A. Northbound I-95 Bruckner Expressway/ New England Thruway Limits from Reference Marker 95IX1M21061 to Bartow Avenue B. Northbound Hutchinson River Parkway (NYS Route 908A) Limits from Reference Marker 908AX1M11015 to 908AX1M11035 C. Pelham Parkway (NYS Route 907F) Limits from Stillwell Avenue to Shore Road D. Northbound Bruckner Boulevard at Westchester Avenue Limits are intersection E. Shore Road Limits from merge of I-95 off-ramp and Bruckner Boulevard to Road X F. Bartow Avenue/Hutchinson River Parkway East Limits from Einstein Loop Road South to Bay Plaza Driveway

Each roadway was separated into smaller segments, and the crash rates were calculated for each segment. The overall crash rate for each roadway was also calculated. The comparisons between each roadway and statewide average rate have been shown in Exhibit 2.3.1.8-1.

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Exhibit 2.3.1.8-1 Comparisons of Crash Rate for Major Locations vs Statewide Average State Average Access Control Crash Rate Calculated Crash Segments Limits Category (for Mainline & Rate (Urban) Juncture Accidents) Northbound I-95 From RM. Bruckner Full access control 95IX1M21061 to 2.109 C/mvm 1.55 C/mvm Expressway/ New Divided 6 lanes 95IX1M21092 England Thruway

Northbound From RM. Full access control Hutchinson River 908AX1M11015 to 1.253 C/mvm 1.55 C/mvm Divided 6 lanes Parkway 908AX1M11035

From Stillwell Full access control Pelham Parkway Avenue to Shore 0.767 C/mvm 1.55 C/mvm Divided 6 lanes Road

Northbound No control all lanes Bruckner Boulevard Limits at intersection 0.559 C/mev with 4 legs and 0.14 C/mev at Westchester more Avenue

From merge of I-95 off-ramp and Shore Road 0 C/mvm - - Bruckner Boulevard to Road X

Bartow Avenue/ From Einstein Loop Partial access Hutchinson River South to Bay Plaza 2.701 C/mvm control 2.12 C/mvm Parkway East Driveway Divided 4 lanes

Note: (1) State Average Crash rate Source: New York State (NYS) Department of Transportation (DOT) 2017-2018 Average Accident Rates. (2) Partial access control for divided 4 lanes have been used for Bartow Avenue/Hutchinson River Parkway East because no partial access control for divided 2 lanes available in NYS DOT 2017-2018 Average Accident Rates. (3) C/mvm: crashes per million vehicle mile (4) C/mev: crashes per million entering vehicle Within the Crash Study Area, northbound I-95 has crash rates higher than the statewide average rate while northbound Hutchinson River Parkway and Pelham Parkway/Shore Road have overall crash rates lower than the statewide average.

Along northbound I-95, the specific segment between Exit 7C to Exit 8C (Ref. Marker 95I1M21061 to 95IX1M21073) has a high crash rate. From Exit 7C to the on-ramp at Middletown Road (Ref. Marker 95I1M21061 to 95IX1M21067), the crash rate is 2.92 on I-95. From the on-ramp at Middletown Road to Exit 8B (Ref. Marker 95I1M21067 to 95IX1M21070), the crash rate is 1.49. From Exit 8B to Exit 8C (Ref. Marker 95I1M21070 to 95IX1M21073) on I-95, the crash rate is 3.53.

This last NYSDOT segment was designated a Priority Incident Location (PIL) for 2018 (Priority Incident Location can be found in Exhibit 2.3.1.8-3). The Highway Safety Investigation Report #N16004 was conducted on March 2017 for the northbound and southbound Cross Bronx Expressway/Bruckner

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Expressway from the Alexander Hamilton Bridge to the Pelham Parkway. The Priority Incident Location along northbound I-95 limits from Ref. Marker 95I1M21071 to 95IX1M21073 was included.

In this section, I-95 has four (4) 12-foot lanes, a right shoulder that varies from 8 feet to 24 feet, a 6-foot left shoulder and travels over the Pelham Parkway. At RM 1071, the right lane exits to Exit 8B: Orchard Beach/City Island, and three (3) through lanes continue on I-95. At RM 1072, the entrance ramp from Westchester Avenue enters I-95 as an auxiliary lane, which connects to the Exit 8C: Pelham Parkway exit ramp at RM 1073. The weaving section between RM 1072 and RM 1073 measures approximately 590- feet, which does not meet AASHTO’s recommended length of 1,600-feet for a service road to service road weaving condition. Also, at RM 1073, the stop-controlled entrance ramp from Pelham Parkway is part of a cloverleaf interchange providing a 350-foot auxiliary lane between ramp terminals. Many lane changes were observed in this focus area, due to the frequency of entrances and exits. It was noted that sections of the pavement between RM 1072 and RM 1073 are in poor condition. Also, based on field observations, the pavement markings have faded along this roadway section and there are unlit luminaires within this cluster.

For northbound Hutchinson River Parkway, the segment between (Ref. Marker 908AX1M11030 to 908AX1M11035) has a high crash rate at 3.54 C/ mvm, while the crash rate of other parts is lower than the state average.

The majority of accidents on Pelham Parkway within the Crash Study Area are near the interchange with I- 95. The westbound segment between Ramp B and Ramp J, as well as the eastbound segment between Ramp A and Ramp I, have lower crash rates than statewide average.

The intersection of northbound Bruckner Boulevard and Westchester Avenue with a crash rate of 0.559 C/mev is higher than the statewide average. On the limited segment between Bay Plaza Driveway and Einstein Loop South, the crash rate along Bartow Avenue/Hutchinson River Parkway East is also higher than the statewide average. No crash has been reported along Shore Road between the study period 2016 to 2019.

The crash rate for selected ramps has been listed in Exhibit 2.3.1.8-2.

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Exhibit 2.3.1.8-2 Crash Rate for Selected Ramps based on NYSDOT Safety Information Management System (SIMS) Data from 2016 to 2019 Total Crash Ramp Notation Location Crash Rate (C/mev) Number

On-Ramp from Northbound Bruckner Boulevard to Ramp D Northbound I-91 Bruckner Expressway / New 0 0.00 England Thruway

Ramp from Eastbound Bronx and Pelham Parkway Ramp A to Northbound I-95 Bruckner Expressway / New 5 0.49 England Thruway

Ramp from Northbound I-95 Bruckner Expressway / Ramp B New England Thruway to Westbound Bronx and 0 0.00 Pelham Parkway

Ramp from Westbound Bronx and Pelham Parkway Ramp C to Northbound I-95 Bruckner Expressway / New 2 0.54 England Thruway

Ramp from Westbound Bronx and Pelham Parkway Ramp I to Southbound I-95 Bruckner Expressway / New 0 0.00 England Thruway

Ramp from Southbound I-95 Bruckner Expressway / Ramp J New England Thruway to Eastbound Bronx and 2 0.22 Pelham Parkway

Ramp from Northbound I-95 Bruckner Expressway / - New England Thruway to Northbound Hutchinson 2 0.10 River Parkway Note: (1) State Average Crash Rate Source: NYSDOT 2017-2018 Average Accident Rates. (2) C/mev: crashes per million entering vehicles (3) Ramp locations on Exhibit 2.1-1 Ramp Nomenclature.

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Exhibit 2.3.1.8-3 Priority Incident Location Map (Year 2018)

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2.3.1.9 Existing Police, Fire Protection and Ambulance Access

The New York Police Department (NYPD), Fire Department of the City of New York (FDNY) and the FDNY Emergency Medical Services (EMS) cover the entire Project Area. For the NYPD, the 45th and 49th Precincts cover the area. For the FDNY, the two closest stations are Engine 97 and Engine 66, Ladder 61. For FDNY EMS, Station 20 is the closest. None of the stations are located within the Project Area, but they do use the highways in the Project Area routinely.

There are hospitals with ambulance services in close proximity to the study area including Citywide Ambulance, American Access Care Bronx and Montefiore Einstein Campus Non-Emergency Ambulance Entrance. These hospitals are located southwest of the Project Area.

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Exhibit 2.3.1.9-1 Existing Police, Fire Protection and Ambulance Map

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2.3.1.10 Parking Regulations and Parking Related Conditions

Parking on Interstate highways is restricted by law within the Project Area along I-95. Parking is also restricted along the Hutchinson River Parkway and the Pelham Parkway/Shore Road. Parking is allowed on Bruckner Boulevard, Bartow Avenue and Hutchinson River Parkway East.

2.3.1.11 Lighting

Bruckner Expressway (I-95) – There is lighting on the right side of the roadway in both directions of travel. The lighting consists of luminaires supported by aluminum poles. Lighting is also provided under the Westchester Avenue overpass, however, in this case, the luminaries are supported off the bridge sub- structure. For the ramps connecting I-95 to Bruckner Boulevard and Pelham Parkway/Shore Road, the lighting provided is cobra-head luminaires supported by aluminum poles.

New England Thruway (I-95) – Lighting is provided by luminaires mounted on aluminum poles which sit atop of the concrete median barrier. At some locations along the Interstate and ramps, high-mast lighting is provided instead of the luminaires on aluminum poles.

Pelham Parkway/Shore Road – The lighting consists of luminaires supported by aluminum poles. Lighting is provided in the median or the right side of the roadway. The lights are placed in the median where the median width is relatively narrow and the lighting can adequately illuminate both directions of travel.

Hutchinson River Parkway – The lighting consists of aluminum poles, arms and cobra-head luminaires. Lights are placed on both side of the roadway and in the median. The lights are generally placed on two sides of the roadway; but the lights are within the median in areas where roadside lighting would obstruct signs or variable-message signs (VMS) and where the roadside is occupied by other features.

Bruckner Boulevard – The lighting is located on both side of the roadway. Most of the lights are cobra-head luminaires supported by aluminum poles. In some cases, the lights don’t have an aluminum pole and the arm and cobra-head luminaire are secured to the aluminum pole of the Bruckner Expressway lighting.

Bartow Avenue – The lighting consists of cobra-head luminaires supported by aluminum poles. The lighting is located in the median where a median exists and on the right side of the roadway where no median is in place. The lighting in the median has dual mast arms to accommodate the lighting in both directions of travel.

Hutchinson River Parkway East – The lighting consists of luminaires supported by aluminum poles which are located on both sides of the roadway. Existing shared use path on Hutchinson River Parkway East does not have separate lighting in this area

2.3.1.12 Ownership and Maintenance Jurisdiction

An existing maintenance jurisdiction table is included in Exhibit 2.3.1.12-2. Refer to Exhibit 2.3.1.12-1 for a maintenance jurisdiction map depicting the maintenance jurisdiction boundaries for agencies maintaining roadway features within the Project Area. The numbers on the map are references to Part No. in the table. There are many roadway, bridge, and shared-use path elements within the Project Area, but only the elements within the I-95/Pelham Parkway Interchange and the in the vicinity of the Hutchinson River Parkway and Bartow Avenue are included below. The owner and maintaining agencies for the roadway and shared-use path elements within the Project Area include:

• NYSTA owns and maintains I-95 (New England Thruway) north of where D merges onto I-95, including Ramps A, B, C, D, J, K, and I. These ramps connect Pelham Parkway/Shore Road to I- 95 within the I-95/Pelham Parkway Interchange.

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• The NYSDOT owns I-95 (Bruckner Expressway) and the Pelham Parkway/Shore Road. The NYC DOT maintains I-95 (Bruckner Expressway) and Pelham Parkway/Shore Road. • The City of New York owns and maintains the Hutchinson River Parkway, Bartow Avenue, and Hutchinson River Parkway East. The NYC DOT maintains these roadways. • The City of New York owns and maintains Pelham Bay Park and the shared-use paths within Pelham Bay Park. In addition, the City of New York owns and maintains the shared-use path that runs adjacent to the Hutchinson River Parkway. NYC Parks maintains the shared-use paths within Pelham Bay Park and running alongside the Hutchinson River Parkway. • NYC Parks and NYC DOT maintain the landscape features within Pelham Bay Park. NYC DOT maintains the landscape features adjacent to the Hutchinson River Parkway and Bartow Avenue.

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Exhibit 2.3.1.12-1 Existing Maintenance Jurisdiction Map

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Exhibit 2.3.1.12-2 Existing Maintenance Jurisdiction Highway/Bridge Feature(s) Part Identification Limits being Centerline Lane Jurisdiction Maintaining No. Number Maintained (mile) (mile) Agency Agency I-95 Pavement, New England Pelham Drainage, Thruway Parkway/Shore Guide Rail, 1 (including Road to Signs, Snow 1.75 4.20 NYSTA NYSTA interchange Hutchinson River and Ice ramps and Parkway Control, auxiliary lanes) Lighting

Pavement, Drainage, I-95 Wilkinson Avenue to Guide Rail, 2 Bruckner Pelham Signs, Snow 0.35 1.95 NYSDOT NYC DOT Expressway Parkway/Shore Road and Ice Control, Lighting

Pavement, Hutchinson Drainage, River Parkway I-95 to Hutchinson Guide Rail, 3 (including ramps River Parkway Bridge Signs, Snow 0.60 3.60 NYC DOT NYC DOT and auxiliary (PIN 2075859) and Ice lanes) Control, Lighting

Pavement, Drainage, Bronx & Pelham Hutchinson River Guide Rail, 4 Parkway and Parkway to Pelham Signs, Snow 0.45 2.70 NYSDOT NYC DOT Shore Road Bay Bridge (2240200) and Ice Control, Lighting

Pavement, Drainage, Guide Rail. Hutchinson River Northbound I-95 to 5 Signs, Snow -- -- NYC DOT NYC DOT Parkway East Bartow Avenue and Ice Control, Lighting

Pavement, Drainage, Hutchinson River Guide Rail, 6 Bartow Avenue Parkway Overpass 0.20 0.40 NYC DOT NYC DOT Signs, Snow and vicinity and Ice Control

Pavement, Drainage, Ramp to Shore Ramp H to Shore Guide Rail, 7 ---- NYC DOT NYC DOT Road Road Signs, Snow and Ice Control

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Highway/Bridge Feature(s) Part Identification Limits being Centerline Lane Jurisdiction Maintaining No. Number Maintained (mile) (mile) Agency Agency

Shared-Use Pavement and 8 ------NYC Parks NYC Parks Paths Lighting

Bronx & Pelham 9 Parkway and -- Traffic Signals -- -- NYC DOT NYC DOT Shore Road

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2.3.2 Multimodal

2.3.2.1 Pedestrians

Pedestrians are prohibited on Expressways, Thruways and Parkways by New York State Law, which applies to I-95, the Hutchinson River Parkway, and Pelham Parkway/Shore Road (New York State Senate Law 1150). There are separate pedestrian facilities within the Project Area. There are pedestrian crossings and other provisions at all of the I-95/Pelham Parkway Interchange ramps. There are several pedestrian crossings at mid-ramp locations. A Complete Streets Checklist is included in Appendix X2. Refer to Section 3.3.2.1 Pedestrians for additional information on pedestrian routes and Section 2.3.2.5 Access to Recreation Areas for additional information about pedestrian shared-use paths to recreation facilities.

Pedestrians using the Hutchinson River Greenway are subject to crossing three mid-ramp crossings at the I-95/Pelham Parkway Interchange and one mid-ramp crossing Shore Road near Road X. Greenway users will conflict with vehicles taking the northbound I-95 to eastbound Pelham Parkway ramp, westbound Pelham Parkway to northbound I-95 ramp and southbound I-95 to westbound Pelham Parkway. They will also conflict with northbound I-95 to eastbound Pelham Parkway along Shore Road near Road X. There are three mid-ramp crossings at the Pelham Parkway/Hutchinson River Parkway interchange. Pedestrians will conflict with vehicles taking the westbound Pelham Parkway to southbound I-95 ramp, southbound Hutchinson River Parkway to westbound Pelham Parkway, and the westbound Pelham Parkway to southbound I-95/Hutchinson River Parkway E exit ramp.

Additionally, there are unofficial mid-ramp crossings of shared-use paths near the I-95/Pelham Parkway Interchange and the Pelham Parkway/Hutchinson River Parkway interchange. These mid-ramp crossings along shared-use paths do not have ADA compliant ramps and are often not wholly paved.

There are twelve (12) unofficial mid-ramp or standard crossings accessible via shared use paths and eleven (11) greenway crossings within the area. The shared use paths and their respective unofficial mid-ramp crossings, greenway paths and their mid-ramp crossings and the volumes are included in Appendix X2.4

2.3.2.2 Bicyclists

Bicyclists are prohibited on Interstate Freeways by New York State Law, which applies to I-95. Bicyclists share the same routes as pedestrians near the I-95/Pelham Parkway Interchange and the entrance/exit ramps on the Hutchinson River Parkway. Bicyclists may legally use the paved shoulder along Bartow Avenue; refer to Section 2.3.2.5 Access to Recreation Areas for details about shared-use paths and to Section 3.3.2.2 Bicyclists for additional information on bicycle routes and greenways near the I-95/Pelham Parkway Interchange and Shore Road.

Bicyclists traveling along the Hutchinson River Greenway are subject to crossing three mid-ramp crossings at the I-95/Pelham Parkway Interchange and one mid-ramp crossing Shore Road near Road X. Greenway users will conflict with vehicles taking the northbound I-95 to eastbound Pelham Parkway ramp, westbound Pelham Parkway to northbound I-95 ramp and southbound I-95 to westbound Pelham Parkway. They will also conflict with northbound I-95 to eastbound Pelham Parkway/Shore Road along Shore Road near Road X. There are three mid-ramp crossings at the Pelham Parkway/Hutchinson River Parkway interchange. The bicyclists will conflict with vehicles taking the westbound Pelham Parkway to southbound I-95 ramp, southbound Hutchinson River Parkway to westbound Pelham Parkway, and the westbound Pelham Parkway to southbound I-95/Hutchinson River Parkway East exit ramp.

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Additionally, the unofficial mid-ramp crossings of shared-use paths near the I-95/Pelham Parkway Interchange and Pelham Parkway/Hutchinson River Parkway interchange do not have ramps and could pose safety issues for bicyclists. The shared use paths and their respective unofficial mid-ramp crossings, greenway paths and their mid-ramp crossings and the volumes are included in Appendix X2.4.

2.3.2.3 Transit

The Metropolitan Transportation Authority (MTA) provides public bus and subway services within New York City through its MTA New York City Transit and MTA Bus Company operating entities. The Lexington Avenue Local/Pelham Bay Park Express (i.e., the 6 line) of MTA New York City Transit’s subway system has its northern terminal station at Pelham Bay Park in Pelham Bay, at the southwest periphery of the Project Area. There are a number of MTA bus routes that travel through or within close proximity to the Project Area; those bus routes are the Bx5, Bx12, Bx12 SBS, Bx23, Bx24, Bx26, Bx28, Bx29, Bx30, Bx38, BxM7, BxM8 and Q50 LTD. There is also a Bee-Line bus route that travels through the Project Area, Bee- Line 45. The Bee-Line Bus system is operated by the Westchester County Department of Transportation, and the system serves passengers that travel within Westchester County as well as between Westchester County and The Bronx. The routes and service areas of each of the bus lines are listed below. The schedules and maps for all the bus routes can be found in Appendix X2.

• Bx5 Pelham Bay Park – Hunts Point via Bruckner Boulevard/Story Avenue – This route provides east/west service within the southern parts of The Bronx. This route connects the Hunts Point area with the Pelham Bay Park subway station (the 6 line’s terminal), at the southern periphery of the Project Area. On weekday evenings, service only operates as far east as Turnbull Avenue, and therefore does not serve the study area. On weekends, the route is extended northward and connects the Pelham Bay Park subway station with Co-op City/Bay Plaza Shopping Center. The Bx5 does not operate during the overnight period. This route travels on Bruckner Boulevard, Baychester Avenue, Bay Plaza Boulevard, Co-op City Boulevard, Bartow Avenue, Edson Avenue and I-95 within or in proximity to the Project Area. • Bx12 Pelham Bay Park – University Heights via Pelham Parkway/Fordham Road and Bx12 SBS Bay Plaza – Inwood via 207th Street/Fordham Road/Pelham Parkway – These routes provide east/west service primarily along Fordham Road and Pelham Parkway between Inwood and the Pelham Bay Park subway station (the 6 line’s terminal). The full Bx12 route operates between the Bay Plaza Shopping Center in Co-op City and Broadway/West 207th Street in Inwood (in Manhattan). The Bx12 SBS (i.e., the “Select Bus Service” variation, which makes fewer stops and has off-board fare collection) operates the full route. When the Bx12 SBS is operating (i.e., at all times with the exception of the overnight period), the Bx12 local service operates only between the Pelham Bay Park subway station and Fordham Road/Sedgwick Avenue in University Heights. During the summer months, some Bx12 local buses are extended between the Pelham Bay Park subway station and Orchard Beach. • The Bx12 local route uses the I-95/Pelham Parkway Interchange to loop around and reverse the direction of travel. The Bx12 local route operates along Pelham Parkway, Pelham Parkway Service Road South, Burr Avenue, Bruckner Boulevard, Wilkinson Avenue, Bruckner Boulevard East, New England Thruway Service Road East, Westchester Avenue, Amendola Plaza, New England Thruway Service Road West, and Pelham Parkway Service Road North within or in proximity to the Project Area. During the overnight period, the Bx12 local route uses I-95, Baychester Avenue, Bay Plaza Boulevard, Co-op City Boulevard, Bartow Avenue and Edson Avenue to extend service between the Pelham Bay Park subway station and Co-op City/Bay Plaza Shopping Center. During

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the summer months, some Bx12 local service is extended between the Pelham Bay Park subway station and Orchard Beach via Shore Road, City Island Road and Park Drive. • The Bx12 SBS route also uses the I-95/Pelham Parkway Interchange to loop around and reverse the direction of travel. Within or in proximity to the Project Area, the Bx12 SBS route operates via Pelham Parkway, Pelham Parkway Service Road South, Burr Avenue, Bruckner Boulevard, Wilkinson Avenue, Bruckner Boulevard East, New England Thruway Service Road East, Westchester Avenue, Amendola Plaza, New England Thruway Service Road West, Pelham Parkway Service Road North, I-95, Baychester Avenue, Bay Plaza Boulevard, Co-op City Boulevard, Bartow Avenue and Edson Avenue to serve the Pelham Bay Park subway station and Co-op City/Bay Plaza Shopping Center. • Bx23 Pelham Bay – Co-op City Loop – This route provides service between Co-op City and the Pelham Bay Park subway station (the 6 line’s terminal). The Bx23 does not operate during the overnight period. Within or in proximity to the Project Area, this route operates as a loop route connecting the Pelham Bay Park subway station and Co-op City via Westchester Avenue, Wilkinson Avenue, Bruckner Boulevard, I-95, De Reimer Avenue, Erskine Place, Earhart Lane, Hunter Avenue, Boller Avenue, Hutchinson River Parkway East, Bartow Avenue, Asch Loop, Co- op City Boulevard, Dreiser Loop, Baychester Avenue and Edson Avenue. All Bx23 buses are equipped with bicycle racks. It should be noted that the Bx23 is operated by MTA Bus Company, and not by MTA New York City Transit. • Bx24 Country Club – Hutchinson Metro Center via Westchester Avenue – This route provides service between the Country Club area of The Bronx and Hutchinson Metro Center via the Pelham Bay Park subway station (the 6 line’s terminal) and Westchester Square. Within or in proximity to the Project Area, this route operates via Bruckner Boulevard and Westchester Avenue to serve the Pelham Bay Park subway station. • Bx26 Co-op City – Bedford Park via Allerton Avenue – This route provides east-west service primarily along Allerton Avenue between Harris Park in the Bedford Park area and Co-op City. The Bx26 does not operate during the overnight period. Within or in proximity to the Project Area, the route uses Bartow Avenue, Asch Loop, Co-op City Boulevard, Hutchinson River Parkway East, Boller Avenue, Hunter Avenue and Earhart Lane to the southern section of Co-op City east of the Hutchinson River Parkway. • Bx28 Co-op City – Fordham via East Gun Hill Road – This route provides east-west service primarily along East Gun Hill Road between Fordham and Co-op City. During the overnight period, the Bx28 only operates as far west as Bainbridge Avenue and East 206th Street in Norwood. Within or in proximity to the Project Area, the route uses Bartow Avenue, Asch Loop, Co-op City Boulevard, Hutchinson River Parkway East, Boller Avenue, Hunter Avenue and Earhart Lane to the southern section of Co-op City east of the Hutchinson River Parkway. However, during the overnight period, the Bx28 replicates the Bx38 route alignment through Co-op City (described subsequently), as the Bx38 does not operate during the overnight period. • Bx29 City Island – Co-op City/Bay Plaza Shopping Center – This route provides service between City Island and the Bay Plaza Shopping Center in Co-op City via the Pelham Bay Park subway station (the 6 line’s terminal). The Bx29 does not operate during the overnight period. The Bx29 uses the I-95/Pelham Parkway Interchange to change the direction of travel between Co-op City and City Island. Within or in proximity the Project Area, the Bx29 operates along City Island Avenue, the City Island Bridge, City Island Road, Shore Road, Bruckner Boulevard, Wilkinson Avenue, Bruckner Boulevard East, New England Thruway Service Road East, Westchester Avenue, Amendola Plaza, New England Thruway Service Road West, I-95, Palmer Avenue, Hutchinson River Parkway East, the Bay Plaza Access Road, Co-op City Boulevard, Bartow Avenue, Stillwell Avenue, De Reimer Avenue and Erskine Place.

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• Bx30 Co-op City – Norwood via Boston Road and East Gun Hill Road – This route provides east-west service primarily along Boston Road and East Gun Hill Road between the Norwood area and Co-op City. The Bx30 does not operate during the overnight period. Within or in proximity to the Project Area, the route uses Conner Street, Peartree Avenue, Co-op City Boulevard, Dreiser Loop, Baychester Avenue, Bartow Avenue, Asch Loop, Hutchinson River Parkway East, Hunter Avenue and Earhart Lane to the southern section of Co-op City east of the Hutchinson River Parkway. • Bx38 Co-op City/Bay Plaza Shopping Center – Norwood – This route provides east-west service primarily along East Gun Hill Road between Norwood and Co-op City. Some late evening trips operate past Norwood into Fordham, but the Bx38 does not operate during the overnight period. Within or in proximity to the Project Area, the route uses Bartow Avenue, Baychester Avenue, Co- op City Boulevard and Dreiser Loop for access to and from the Bay Plaza Shopping Center. • BxM7 Co-op City - Midtown Manhattan – This route provides premium-fare express bus service between Co-op City in the Bronx and Midtown Manhattan. Within or in proximity to the Project Area, buses on the route operate via I-95, Palmer Avenue, Hutchinson River Parkway East, Einstein Loop, Bartow Avenue, Asch Loop, Co-op City Boulevard and Dreiser Loop. The BxM7 utilizes I-95 and I-278 to connect Co-op City with Midtown Manhattan. This route is an express service route; during weekdays, the buses are scheduled to accommodate commuters traveling from The Bronx to Midtown Manhattan during the morning peak period and from Midtown Manhattan to The Bronx during the evening peak period. During weekends, fewer trips are scheduled (i.e., the frequency of service is reduced), but the headways (i.e., the interval between buses) are more evenly distributed throughout the day. The BxM7 does not operate during the overnight period. It should be noted that the BxM7 is operated by MTA Bus Company, and not by MTA New York City Transit. • BxM8 Pelham Bay - Midtown Manhattan – This route provides premium-fare express bus service between Pelham Bay in The Bronx and Midtown Manhattan. This route’s Pelham Bay terminal is at the Pelham Bay Park subway station (the 6 line’s terminal). During weekdays, two peak period/peak direction trips are extended between the Pelham Bay Park subway station and City Island. Within or in proximity to the Project Area, buses on the route operate via Westchester Avenue; the BxM8 trips extended to and from City Island use Amendola Plaza, Wilkinson Avenue, Shore Road, City Island Road, the City Island Bridge, City Island Avenue, Pelham Parkway, I-95 and Westchester Avenue. The BxM8 utilizes Bruckner Boulevard and I-278 to connect Pelham Bay with Midtown Manhattan. This route is an express service route; during weekdays, the buses are scheduled to accommodate commuters traveling from the Bronx to Midtown Manhattan during the morning peak period and from Midtown Manhattan to The Bronx during the evening peak period. During weekends, fewer trips are scheduled (i.e., the frequency of service is reduced), but the headways (i.e., the interval between buses) are more evenly distributed throughout the day. The BxM8 does not operate during the overnight period. It should be noted that the BxM8 is operated by MTA Bus Company, and not by MTA New York City Transit. • Q50 LTD Flushing, Queens - Co-op City, The Bronx – This limited-stop (i.e., “LTD”) bus route travels between Main Street in Flushing, Queens (where it serves both the Flushing-Main Street subway station – which is the terminal of the 7 line – and the MTA Long Island Rail Road’s Flushing station on the Port Washington Branch) and the Co-op City neighborhood in The Bronx. Within or in proximity to the study area, the route serves only limited stops and operates via Bruckner Boulevard (with a stop serving the Pelham Bay Park subway station, which is the terminal of the 6 line), I-95, Edson Avenue, Baychester Avenue, Co-op City Boulevard, Bartow Avenue, Hutchinson River Parkway East, Boller Avenue, Hunter Avenue and Earhart Lane to the southern section of Co-op City east of the Hutchinson River Parkway. Buses on this route will use Bruckner Boulevard and the Bronx-Whitestone Bridge to travel between The Bronx and Queens. The Q50 LTD does

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not operate during the overnight period. All Q50 LTD buses are equipped with bicycle racks. It should be noted that the Q50 LTD is operated by MTA Bus Company, and not by MTA New York City Transit. • Bee-Line Route 45 – Eastchester-New Rochelle-Pelham Bay – This route provides service between Eastchester and New Rochelle in Westchester County and the Pelham Bay Park subway station (the 6 line’s terminal) in The Bronx. Within or in proximity to the Project Area, the route uses Bruckner Boulevard, Wilkinson Avenue, Shore Road, Pelham Parkway and I-95. The Bee-Line Route 45 does not operate during the overnight period.

The northern terminal station of MTA New York City Transit’s subway system Lexington Avenue Local/Pelham Bay Park Express service (i.e., the 6 line) – Pelham Bay Park – is located at the southern periphery of the Project Area. The 6 line provides service between Pelham Bay Park in the Bronx and Brooklyn Bridge-City Hall in Lower Manhattan. The 6 line’s Pelham Bay Park station is located on Westchester Avenue at Bruckner Boulevard. According to the MTA, the Pelham Bay Park subway station served 7,001 riders per day during weekdays in 2018, totaling 2,146,552 riders for the year (2018). The map of all the subway stations on the 6 line can be found in Appendix X2.

Amtrak provides intercity passenger rail services on an east-west railroad line (i.e., the Hell Gate Line) crossing the Project Area north of Pelham Parkway and south of Co-op City. Amtrak services utilizing the Hell Gate Line for access between New England and New York City’s Pennsylvania Station include the Northeast Regional, Acela, Valley Flyer and Vermonter.

2.3.2.4 Airports, Railroad Stations, and Ports

There are no airports, railroad stations or port entrances within or in the vicinity of the Project Area. There is an Amtrak railroad that passes under the I-95 between Hutchinson River Parkway and Pelham Parkway. There is a proposed Metro North station to be built over existing Amtrak rail tracks near the Co-op City neighborhood, in the vicinity of the I-95/Metro North Bridge (BIN 5075309).

2.3.2.5 Access to Recreation Areas (Parks, Trails, Waterways, State Lands)

There are no motorized vehicle entrances to recreation areas within the Project Area. The Bronx Victory Memorial and Pelham Bay Park can be accessed on foot via shared-use paths from Co-op City and Middletown-Pelham Bay. The green space in the vicinity of the memorial can also be accessed the same way, with shared-use paths within the area.

Pelham Bay Park is accessible by transit, both bus and subway. The Bx5 and Bx29 stop on Charles J Crimi Place at the Bruckner Boulevard/Wilkinson Avenue bus stop and Charles Crimi Boulevard/Subway Overpass stop, respectively. These stops are east of Bruckner Boulevard and southwest of the Bronx Victory Memorial and Memorial Grove. Farther south on Bruckner Boulevard just beyond the Project Area, the Bx5, Bx24, and Q50 buses stop at Bruckner Boulevard/Buhre Avenue, which provides access to the Aileen B. Ryan Recreational Complex and Playground for All Children in Pelham Bay Park. The MTA subway 6 line terminates at Pelham Bay Park Station on Westchester Avenue and provides access to Pelham Bay Park using the pedestrian bridge (BIN 1066620) over I-95.

Pedestrians and bicyclists can access Pelham Bay Park using shared-use paths, including greenways. The Hutchinson River Greenway provides north/south pedestrian and bicycle access from Co-op City, through Pelham Bay Park, and to the Pelham Bay neighborhood west of Pelham Bay Park. The Mosholu-Pelham Greenway provides east/west pedestrian and bicycle access parallel to Pelham Parkway, travels through

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Pelham Bay Park, and crosses into Pelham Bay Park on the east side of I-95. Pedestrians and bicyclists can also access Pelham Bay Park using sidewalks along Bruckner Boulevard and the I-95 Ramp to Shore Road, which has a connection to Bruckner Boulevard.

2.3.3 Infrastructure

2.3.3.1 Existing Highway Section

See typical sections, plan and profile sheets in Appendix X1.

Exhibit 2.3.3.1-1 identifies the key existing features of the highways and ramps within the Project Area.

Exhibit 2.3.3.1-1 Key Existing Highway Features Speed Shoulder Maximum Minimum Horizontal Clear Highway Lane Width Limit Width Grade Curve Zone Bruckner Expressway/ 10’ right New England Thruway 50 mph 12’ 2.3% 2,000’ 22’ 4’ left (I-95)

Pelham Parkway (NYS 40 mph 12’ 0’ 1.35% 2,488’ 16’ Route 907F)

Hutchinson River Parkway 50 mph 12’ 0’ 3.6% 6,000’ 10’ (NYS Route 908A) Bartow Avenue 15 mph 11’ to 13’ 4’ to 9’ 1% 135’ 11’ I-95/Pelham Parkway 6’ right 25 mph 14’ 3.5% 132’ 3’ Interchange – Ramp A 3’ left I-95/Pelham Parkway 6’ right 25 mph 14’ 3.6% 152’ 3’ Interchange – Ramp J 3’ left Snow storage is accommodated with the shoulders. Sidewalks in the Project Area are located on Hutchinson River Parkway East/Bartow Avenue. There are shared-use paths within the Project Area. There are no turnouts or transit/pedestrian shelters in the Project Area. There are no driveways in the Project Area.

2.3.3.2 Geometric Design Elements Not Meeting Minimum Standards

Existing design elements were compared with the minimum standards used by the NYSDOT to make capital infrastructure improvement decisions (Standards from NYS Highway Design Manual Chapter 2, March 16, 2020 and AASHTO Blue Book 1954).

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2.3.3.2.1 Critical Design Elements

Exhibit 2.3.3.2-1 Existing Nonstandard Features Adverse Critical Design Design Existing Crash Standard Remarks Element Speed Condition History? (Yes/No) The non-standard shoulder width is present only on the bridge over Pelham Parkway. I-95 – Shoulder The bridge was identified to be a location Width (Bridge 10-foot right 8.75-foot right with high crash rate, but the non-standard over Pelham 60 mph shoulder shoulder YES shoulder width was not identified to be a Parkway) contributing factor to crashes. I-95 – Shoulder 10-foot left 4-foot left -- Width 60 mph shoulder shoulder NO The minimum horizontal curvature is 2000 ft. I-95 – 6% 2.5% max NO Superelevation of 6% is for roadways with Superelevation 60 mph LOS E or F at ETC. I-95 Stopping 570 feet min. 476 feet min -- Sight Distance 60 mph NO Ramp A – 25 mph 4-foot left 3-foot left NO -- Shoulder Width shoulder shoulder Ramp A – 18 feet min. 14 feet min. Traveled Way 25 mph NO The horizontal curvature is 132 ft within ramp. on a curve on a curve Width

Ramp A – 25 mph 8% max 8.5% max NO -- Superelevation

Ramp A – Non-standard stopping sight distance is Stopping Sight 25 mph 155 feet min. 136 feet min. NO near the merge between the ramp Distance (SSD) and northbound I-95. Ramp J – 4-foot left 3-foot left 25 mph -- Shoulder Width shoulder shoulder NO Ramp J – Stopping Sight 25 mph 155 feet min. 144 feet min. NO -- Distance (SSD)

Ramp J – 25 mph 8% max 7.0% max NO -- Superelevation

6-foot right 0-foot right The ramp has a traveled lane width of 21 Ramp H – feet without shoulders, which is sufficient 35 mph shoulder 4- shoulder 0- NO Shoulder Width foot left foot left for one lane, one-way operation with shoulder shoulder provision for passing a stalled vehicle.

Ramp H – 35 mph 8% 7.9% NO -- Superelevation

Pelham Parkway – 45 mph 13 feet 12 feet NO -- Lane Width

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Adverse Critical Design Design Existing Crash Standard Remarks Element Speed Condition History? (Yes/No) Pelham Parkway – 4 feet min. for 0 feet for -- Shoulder 45 mph auxiliary lane auxiliary lane NO Width Hutchinson 0 feet right River Parkway 8 feet min. No shoulder is provided on the left side of the right shoulder shoulder 0 parkway. On the right side of the parkway, – 60 mph NO 4 feet min. feet left there is grass area that can be used during Shoulder left shoulder shoulder emergency. Width

2.3.3.2.2 Other Design Parameters (Parameters from NYS HDM Chapter 5 and 2018 AASHTO Green Book)

The existing non-critical geometric design elements within the Project Area that do not conform to normally accepted practice were identified as follows:

Level of Service on I-95 The recommended value for interstate freeways and ramps requires a minimum of LOS D. The existing interstate has the following non-conforming peak period level of service. The detailed density and LOS for each mainline segment is listed in Section 2.3.1.7.1 Existing Condition and Future No Build Level of Service and Capacity Analysis.

Exhibit 2.3.3.2-2 Non-conforming peak period levels of service on I-95 Number of Segments Operating at LOS E or F

Segment Type AM peak PM peak Basic 2 2 Weave 7 11 Merge/Diverge 1 0

Horizontal Clearance The recommended value for horizontal clearance is a minimum distance of 4 feet where a barrier is present and 15 feet without a barrier. The horizontal clearance on the Hutchinson River Parkway is 1 foot where a barrier is present and 10 feet where no barrier is present.

Median Width The minimum median width on the Hutchinson River Parkway is 4 feet. The recommended value is a minimum of 10 feet.

Interchange Spacing The spacing on I-95 between the interchanges with the Pelham Parkway and the Hutchinson River Parkway is 0.3 miles. The AASHTO Green Book recommends at least 1 mile between interchanges in urban areas.

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Ramp Terminal Spacing Ramp terminal spacing was evaluated based on the values shown in Exhibit 10-68 in the AASHTO Green Book. Refer to Exhibit 2.1-1 for a map showing the ramp nomenclature.

Exhibit 2.3.3.2-3 Ramp Terminal Spacing Element Recommended Spacing Existing Condition Successive Entrance Terminals Ramp D to Ramp A 1000 feet 230 feet Ramp O to Ramp I 1000 feet 460 feet Exit to Entrance Terminal Ramp H to Ramp D 500 feet 475 feet Ramp B to Ramp C 500 feet 430 feet Entrance to Exit Terminal (Weave) Ramp C to Ramp E/F 2000 feet 665 feet Auxiliary Lanes Length Ramp A has no acceleration lane, and because of this, there is a STOP sign for vehicles entering I-95 from this ramp.

2.3.3.3 Pavement and Shoulder

The roadway pavement condition within the Project Area was evaluated based on the NYSDOT 2017 Pavement Data Report. The pavement condition rating for I-95 ranges from 7 to 8 with an IRI between 143 and 216. The pavement condition rating for the Pelham Parkway/Shore Road is 6 with an IRI 149. The pavement condition rating for the Hutchinson River Parkway is 6 with an IRI between 111 and 142. These ratings show that the condition of the pavement in the Project Area is in fair to rough ride quality.

Based on as-built plans and field observations, I-95 is comprised of a 9-inch cement concrete pavement on top of an 8-inch subbase; the Hutchinson River Parkway has a 2-inch thick asphalt overlay on top of an 8- inch cement concrete pavement and an 8-inch subbase; the Pelham Parkway/Shore Road has a varying thickness asphalt overlay on top of a 9-inch thick cement concrete pavement and 8-inch subbase. The thickness and material of the pavement will be verified with results from pavement cores in the next phase of the project.

There are multiple pavements issues on each of the roadway segments. On the Hutchinson River Parkway, there are transverse cracks across or propagating through the three northbound travel lanes of the parkway spaced approximately 60 feet apart. They are likely to be cracks formed at the joints between reinforced concrete slab. There is also evidence of a few cracks propagating from the edge of catch basins. In the I- 95/Pelham Parkway Interchange, the asphalt pavement on Pelham Parkway/Shore Road is in fair condition. The longitudinal joints are beginning to deteriorate; the pavement is chipped away on several stretches of the joint. On the northbound I-95 near the interchange, the pavement is generally worse on the right two lanes with multiple transverse cracks through the lanes. The interchange ramps pavement is generally in good condition except for the pavement on Ramp H and J. For Ramp J, the joint between Pelham Parkway and Ramp J is rough, the pavement is chipped at multiple spots. On Ramp H, the concrete pavement is nearing the end of its life cycle. There are multiple locations where the pavement was popped out due to the oxidization of the reinforcement material in the pavement, multiple transverse and longitudinal cracks and multiple chipped corners on repaired/patched locations. The concrete pavement ends at the merge

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2.3.3.4 Drainage Systems

The existing drainage system within the Project Area is a closed system, utilizing mainly catch basins and piping. The New York City Department of Environmental Protection (NYCDEP) maintains the drainage system within the Project Area, with the exception of the I-95 (New England Thruway) portion of this project, which is maintained by the NYSTA, including the I-95/Pelham Parkway Interchange ramps.

There are no apparent drainage deficiencies observed. The drainage system is in fair condition. See Appendix X8 Drainage Report and Section 4.4.8 Stormwater Management for more information about drainage.

2.3.3.5 Geotechnical

Geotechnical borings were progressed in December 2015. The Regional Geotechnical Group has confirmed that there are no rock slope potential problems within the Project Area.

At the Hutchinson River Parkway project site (between I-95 and Bartow Ave,) there is a gulley with unsuitable material ranging from 2-foot to 5-foot depth. In order to build in this area, undercutting would be necessary to remove unsuitable material.

Other than what is specified above, there are no special geotechnical concerns with the soils or rock slopes within the Project Area.

2.3.3.6 Structure

2.3.3.6.1 Description

The bridge structures within the Project Area are listed in Exhibit 2.3.3.6-1.

The bridge carrying I-95 over the Pelham Parkway (BIN 5066649) shows signs of corrosion and cracking in the sub-structure; specifically, some bearings and pedestals are corroded and cracks are forming on a few concrete support columns. NYSTA is currently progressing a project to perform repair work to the sub- structure, and the work was expected to take place during Fall 2019. However, the project is still in progress and is not yet under construction.

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Exhibit 2.3.3.6-1 Bridge Structures within Project Area Bridge Future Conditions Feature Carried and Type of Width of Utilities State Condition Identification Sidewalks Clearances Restrictions (year reaches rating of Crossed Bridge Travel Lanes Carried Rating Number 4)

I-95 on ramp over I- 95 5.441 1075800 Steel 28 feet No Lighting 14’-8” under None 20 plus years off ramp (2017)

908A over Bartow Ave/ 16’-5” 4.806 Steel Movable 11 feet Yes Lighting None 20 plus years 2075859 Hutchinson River under (2017) Electric, 4.089 5066649 Steel Multi- telephone, I-95 over 907F 12 feet No 14’-3” under (2016) None 20 plus years Girder lighting 6.538 5066651 I-95 over 908A Concrete Arch 12 feet No Electric 12’-3” under None 20 plus years (2016)

6.333 5066652 I-95 over 908A Concrete Arch 12 feet No Electric 12’-6” under None 20 plus years (2016)

Water line, I-95 over Amtrak/ Steel Multi- 4.536 5075309 12 feet No electric, 16’-8” under None 20 plus years Erskine Place Beam (2016) telephone Pedestrian Bridge Steel 6.058 5524040 along I-95 over 8 feet No Electric 20’-7” under None 20 plus years Truss (2019) 907F Pedestrian Bridge Steel 5.892 5524050 along I-95 over 8 feet No None 25’-1” under None 20 plus years Truss (2019) Erskine Place Steel Wilkinson Ave over 4.778 1066610 Multi- 12 feet Yes Other Visible 15’-6” under None 20 plus years I-95 (2018) Beam Pedestrian Bridge 4.357 1066620 along Steel 15.5 No None 17’-1” under None 20 plus years Westchester Ave Girder feet (2018) over I-95 Steel Electric, Fire Westchester Ave 5.667 1066630 Multi- 12 feet Yes Alarm, 14’-8” under None 20 plus years over I-95 (2018) Beam Police Call

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2.3.3.7 Hydraulics of Bridges and Culverts

BIN 2075859 carries Hutchinson River Parkway over Bartow Avenue and is a drawbridge located in the northeastern limits of the Project Area. There are no plans to do work on this structure. There are no reported flooding issues at this bridge. There are no dams in the vicinity of the project that would be adversely affected. There are no culverts larger than 5 feet.

2.3.3.8 Guide Railing, Median Barriers and Impact Attenuators

All guide railing and median barriers shown in Exhibit 2.3.3.8-1 are in good condition.

Exhibit 2.3.3.8-1 Existing Guide Railing, Median Barriers and Impact Attenuators Type Location/Side Length Condition Standard I-95 and associated Concrete Barrier and Concrete Median Barrier 12380 feet Good Standard ramps/Both sides Non- I-95 & Hutchinson standard Corrugated Guide Railing River Parkway/Both 12774 feet Good height and sides post spacing Non- Hutchinson River standard Corrugated Median Barrier 1192 feet Good Parkway/Left height and post spacing Non- Throughout Project 4 standard in 2 Impact Attenuator Good Area locations locations (sand barrel)

A map showing the different types of guide rail and median barriers used at different locations can be found in Exhibit 2.3.3.8-2.

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Exhibit 2.3.3.8-1 Guide Rail

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2.3.3.9 Utilities

Utilities within the Project Area are summarized in Exhibit 2.3.3.9-1:

Exhibit 2.3.3.9-1 Existing Utilities Owner Type Location/Side Length Condition/Conflict I-95/Pelham Parkway Interchange and Hutchinson NYC DOT Light poles Continuous No obvious conflicts River Parkway Exit ramp area NYSTA Light poles Along median on I-95 Continuous No obvious conflicts I-95/Pelham Parkway Interchange and Hutchinson NYCDEP Water Line Continuous Possible conflict River Parkway Exit ramp area Southbound Bruckner Continues to Verizon Cable Boulevard/Westchester No obvious conflicts the south Avenue Power lines throughout the I- Gas Main Underground Power 95/Pelham Parkway ConEd Line Interchange and Proposed Continuous Possible conflict OH Power Line Hutchinson River Parkway Exit ramp I-95/Pelham Parkway Interchange and Hutchinson NYSDOT Sewer Line Continuous Possible conflict River Parkway Exit ramp area Along Hutchinson River NYSDOT Fiber Optic Parkway between I-95 & Continuous Possible conflict Hutchinson River Bridge Drainage NYSTA Along I-95 mainline Continuous Possible conflict Stormwater Drainage I-95/Pelham Parkway NYSDOT Continuous Possible conflict Stormwater Interchange Drainage Hutchinson River Parkway NYC DOT Continuous Possible conflict Stormwater Exit ramp area

2.3.3.10 Railroad Facilities

Amtrak operates an east/west passenger rail line through the Project Area, crossing underneath the Pelham Parkway, the Hutchinson River Parkway, and I-95. There are no at-grade railroad crossings with the Pelham Parkway, the Hutchinson River Parkway, and I-95 within the Project Area or within one (1) mile that could impact traffic conditions. These roadways cross the Amtrak railroad on bridges. Exhibit 2.3.3.10-1 lists the railway companies that own portions of the rail line operated by Amtrak within the General Study Area.

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Exhibit 2.3.3.10-1 Existing Railroad Tracks Owner Location Crossing Side Length Condition New York, New Haven and No at-grade Hartford Railroad (NY, NH BIN 2229560 Continuous Continuous Good crossing & HR) BIN 2229560 to BIN No at-grade Owasco River Railway Continuous Continuous Good 5075309 crossing

BIN 5075309 to No at-grade Penn Central Company Continuous Continuous Good Hutchinson River crossing

2.3.4 Potential Enhancement Opportunities

This section focuses on areas within the Project Area that present potential enhancement opportunities for the Project while avoiding and minimizing impacts. Chapter 4 Environmental Considerations focuses on the potential impacts of those enhancements and mitigation to address identified impacts .

2.3.4.1 Landscape

2.3.4.1.1 Terrain

• I-95 within the Project Area is level and does not have any major change in grade. • The Pelham Parkway/Shore Road within the Project Area is level and does not have any major change in grade. • The Hutchinson River Parkway within the Project Area is level and does not have any major change in grade.

2.3.4.1.2 Unusual Weather Conditions

There are no unusual weather conditions within the Project Area.

2.3.4.1.3 General Ecology and Wildlife Resources

Section 4.4.9 General Ecology and Wildlife Resources discusses the vegetation, particularly the trees located in Pelham Bay Park and the Bronx Victory Memorial that are located within the Project Area.

2.3.4.1.4 Parks and Recreational Resources

Section 4.4.13 Parks and Recreational Resources discusses parkland in Pelham Bay Park and the shared- use paths throughout Pelham Bay Park and connecting into Co-op City.

2.3.4.1.5 Visual Resources

Section 4.4.13 Visual Resources discusses the views of the Project Area from key historic sites and parks and recreational resources.

2.3.4.2 Opportunities for Environmental Enhancements

Opportunities for environmental enhancements include establishing native vegetation in the areas previously occupied by pavement surfaces, and the reestablishment or improvement of existing shared- use paths for bicyclists and pedestrians visiting park areas or using these paths to travel between neighborhoods within the General Study Area.

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