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The Metropolitan Transportation Authority Acting by the MTA Capital Construction Company

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The Metropolitan Transportation Authority Acting by the MTA Capital Construction Company THIS DOCUMENT HAS BEEN REDACTED FOR PUBLIC DISTRIBUTION The Metropolitan Transportation Authority Acting By The MTA Capital Construction Company MTA CONTRACT #6240 DESIGN-BUILD SERVICES FOR LIRR EXPANSION PROJECT FROM FLORAL PARK TO HICKSVILLE CONFORMED DOCUMENTS VOLUME 1 - DESIGN-BUILD AGREEMENT EXHIBIT C - PART 3 (Book 5 of 9) #54768271_vl THIS DOCUMENT HAS BEEN REDACTED FOR PUBLIC DISTRIBUTION VOLUME 2: TECHNICAL PACKAGE 2: PROJECT DESIGN LIRR CONTRACT #6240 Design-Build Services for LIRR Expansion Project from Floral Park to Hicksville In association with Stantec THIS DOCUMENT HAS BEEN REDACTED FOR PUBLIC DISTRIBUTION VOLUME 2: Package 2: Project Design What’s 2.1 Project Basis inside 2.2 Project Challenges, Risks and Opportunities 2.3 Design Approach 2.4 Landscaping and Aesthetics 2.5 Reliability and Maintainability 2.6 Graphics 2.7 Video 2.8 Project Components 2.9 Ingenuity THIS DOCUMENT HAS BEEN REDACTED FOR PUBLIC DISTRIBUTION VOLUME 2 - Package 2: Project Design 2.1 Project Basis 2.1 Project Basis THIS DOCUMENT HAS BEEN REDACTED FOR PUBLIC DISTRIBUTION CONTRACT #6240 Design-Build Services for LIRR Expansion Project from Floral Park to Hicksville The proposed Project is responding to several Long Island Volume 2 - demographic and economic trends that indicate a need for greater mass transit options. According to the New York Metropolitan Transportation Council, Long Island Package 2: is projected to experience a 12% rise in population and 135,500 new jobs by 2040. These projections of Project Design population and job increases, coupled with the reduced barriers to enter the transit system (i.e., rise of transit- oriented development, TransitChek/commuter benefits, 2.1 Project Basis smartphone fare integration) support the Rail Road’s projections of increased ridership. Within the project’s 2.1.1) Understanding of the overall operation of the Main Line segment, ridership exceeds 100,000 people Rail Road and the implications of the new third track. per day. By 2020, background growth on the system will be approximately 7% westbound and over 8% Background eastbound. Factor in planned future service growth Since its inception in 1834, the Rail Road has been to Manhattan Terminals, increased service for reverse instrumental in the development of Long Island and the and intra-island commutes and the Rail Road should New York Metropolitan area. Throughout the twentieth see increased ridership of 65% westbound and 76% century and into the twenty-first, the population of eastbound by 2040. Long Island has relied on the Rail Road for access to jobs, shopping and entertainment. As Long Island has In addition to accommodating an increased population continued to develop and the population of Nassau and and employment, and providing commuter relief through Suffolk Counties continue to increase, commuter rail improvements in train headways, peak hour reliability service has grown and expanded with it. The Mainline and operational flexibility, the Project will provide a is the backbone of the commuter rail system. viable rail option for non-peak hour, non-work-related trips to and from New York City. Currently, options for Based on the projected demand for future services Nassau County residents who want to travel by train and the constraints of the existing two-track Main Line east in the AM peak period to their jobs or schools are corridor, the Rail Road seeks to add a third track to severely limited. Similarly, Suffolk County residents who meet the operational needs of the future. The Rail Road want to travel by train west, including to New York City, Expansion Project from Floral Park to Hicksville (the in the PM peak period, also have limited service. Project) will allow express service between Jamaica and Hicksville during rush hour and provide capacity necessary to accommodate reverse commuter service and the ability to move trains from the west end to eastern terminals to accommodate the operational needs in the later part of the peak periods. Ridership Over the past 30 years, Rail Road system-wide ridership has grown by 18%. Non-commutation ridership (discretionary trips such as for summer, leisure, as well as the sports and entertainment travel) has climbed by 66% over the past 30 years, while commutation ridership has shown a small decline in overall growth. The Rail Road through its Jamaica hub continues to serve as an integral access route to the Port Authority’s Air Train to JFK International Airport. This Project will continue to support and grow this vital link. VOLUME 2 - PACKAGE 2: PROJECT DESIGN THIS DOCUMENT HAS BEEN REDACTED FOR PUBLIC DISTRIBUTION CONTRACT #6240 Design-Build Services for LIRR Expansion Project from Floral Park to Hicksville The Mainline Interlocking, located between the Queens Village and Bellerose stations, the Main Line splits into the two-track The Rail Road’s Mainline runs from Long Island City east Main Line and the two-track Hempstead Branch. These to Greenport. Trains operating in Amtrak’s Northeast four tracks continue parallel to the Floral Park station Corridor utilizing the East River Tunnels from Penn Station where the Hempstead Branch turns southward. and join the Mainline at the Sunnyside Yard. The Rail Road Mainline is powered by an electrified The two-track Main Line continues east to Mineola where third rail from Penn Station to Ronkonkoma. At the the two track Oyster Bay Branch begins and curves to Mainline split at Hicksville, the electrified line continues the north. The two-track Main Line continues east from on the Port Jefferson Branch to Huntington. Mineola to Hicksville where the two track Port Jefferson Branch begins and curves to the north. Train movements in Amtrak’s jurisdiction are controlled by the Penn Station Control Center (PSCC) that is run The Project, whose genesis dates back to 1959, is jointly by the Rail Road and Amtrak. The PSCC controls located within the heavily-utilized 2-track Main Line train movements to the Harold interlocking located in segment between Floral Park and Hicksville that services the Sunnyside Yard in Queens. Train movements around the Hempstead, Ronkonkoma, Oyster Bay, Port Jefferson the Rail Road ’s central hub in Jamaica are controlled Branches and some Montauk Branch trains with more by the Jamaica Control Center and its direct control of than 250 trains carrying approximately 107,000 riders interlockings. through this segment on a typical weekday. The Main Line extends from just east of Long Island City This two-track Mainline segment is problematic for to the Harold Interlocking where the Northeast Corridor several reasons, including: from Penn Station in Manhattan joins the Main Line after ● Severe congestion during peak periods passing through the East River Tunnels. East of the Harold ● Frequent delays with rippling effects to other branches Interlocking, the Main Line runs adjacent to the Port due to bottlenecks caused by emergency repair, a Washington Branch until the Woodside station, where the disabled train or other disruptions that would not Port Washington Branch splits northeastward. The Main allow trains to bypass during peak periods Line continues southeast to the Jay Interlocking where it ● Insufficient track capacity to operate both eastbound meets the Atlantic Branch and Montauk Branch at the and westbound service during peak periods west end of Jamaica station. At the Hall Interlocking, just ● Safety concerns related to railroad traffic, roadway east of Jamaica station, Montauk Branch trains split from traffic and pedestrians at grade crossings the Main Line tracks and head southeast. At the Queens VOLUME 2 - PACKAGE 2: PROJECT DESIGN THIS DOCUMENT HAS BEEN REDACTED FOR PUBLIC DISTRIBUTION CONTRACT #6240 Design-Build Services for LIRR Expansion Project from Floral Park to Hicksville ● Traffic delays due to grade crossings (gate down times are as much as 50% during peak commuting times). This has a devastating effect on the north- south movement of vehicles during these periods with its associated loss of personal and business productivity, loss of non-renewable fuels and impacts to the environment ● Noise issues due to required horn blasts at grade crossings ● Local traffic congestion due to high volumes at times of train arrival and departure New Third Track (The Project) The Project, which extends approximately 9.8 miles from the village of Floral Park to the Hamlet of Hicksville, entails the installation of a third track within the existing As a system, the Rail Road operates at speeds of almost ROW, elimination of seven street-level grade crossings, 80 mph moving over 300,000 people per day on station improvements and modifications and related approximately 750 trains. In addition, the Rail Road improvements to railroad infrastructure, including signal, accommodates a limited number of freight movements power, and communication systems. by the New York and Atlantic Railway during off-peak periods. The most complex systems challenge is to Overall the Project will reduce severe congestion ensure that the Rail Road continues to operate safely during peak periods, provide operational flexibility, with minimal impact to commuters, revenue service accommodate reverse and intra-island commuting and adjacent communities. Consequently, constructing service through this corridor, and provide additional within the ROW of the nation’s busiest commuter rail capacity to service Grand Central Terminal and the east service poses some unique challenges. side of Manhattan that is currently under construction. The Rail Road impacts will be limited to weekday off- The Project goals, based on improving rail service and peak hours and weekends. Some mid-day off-peak public safety, are as follows: weekday outages may be required during construction ● Reduce delays, add operation flexibility eastbound activities. Bus service will be utilized during the limited and westbound number of allowable weekend double track outages ● Provide additional track capacity to accommodate and these needs to be coordinated and scheduled with projected system-wide growth the Rail Road far in advance to provide for notification ● Improve public safety and roadway conditions to the public.
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