nymtc regional freight plan - New York Metropolitan Transportation ...

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A Freight Plan for the NYMTC Region Transportation Impacts The mid-term improvement to the Highbridge Interchange would not significantly improve traffic flow in the Northern Crossing corridor. The long-term improvement would be expected to eliminate difficult westbound weave movements and accidents on the Alexander Hamilton Bridge, and to relieve congestion on the Highbridge Interchange helix ramps, thereby improving traffic flow on the Northern Crossing and the Major Deegan Expressway (I-87) corridors. Because the project definition is still evolving, these improvements could not be analyzed for this report. Local truck delivery traffic would be attracted to the new CBE connector roads from both the CBE mainline and East Tremont Avenue, the only viable east-west alternative route across the Bronx. The connector roads would gain up to 1,500 truck trips per direction per day, of which about half would be diverted from East Tremont Avenue. About 800 nonfreight truck trips and about 140 freight truck trips per day would be diverted from the CBE mainline. The connector road improvements would have a significant impact on freight mobility because of the diversion of truck trips from two heavily congested corridors, the CBE mainline and East Tremont Avenue. The Bruckner-Sheridan project would improve local access to Hunts Point Market. Since the alternative definition has changed since the original analysis was completed for this report, regional impacts could not be assessed here. Other Impacts The projects face major physical barriers to construction such as confined geometries at the Highbridge Interchange and dense development around the CBE. Closures during construction could cause adverse environmental impacts. Adverse impacts to nearby cultural, historic and visual resources also would be likely. An environmental justice study would likely be required. Hazardous material could be disturbed during construction. The capacity increases would lead to improved traffic flow, which could have environmental benefits, including air quality improvements in northern Manhattan and in the Bronx due to the diversion of truck traffic off East Tremont Avenue, and in the neighborhoods surrounding Hunts Point Market. Improved traffic flow in the Northern Crossing corridor could strengthen regional connections and give a boost to the regional economy. Institutional barriers are significant, including financing and community support. The projects do not involve the introduction of new technologies. Responsible Organizations/Action Plans 1. NYSDOT – Complete Highbridge Interchange EIS. 2. NYSDOT – Bronx Arterials Needs Study (completed). Cambridge Systematics, Inc. 5-41
A Freight Plan for the NYMTC Region Action 2 – The Southern Crossing Corridor – Coordinate Proposed Improvements Description Like the Northern Crossing corridor, the Southern Crossing corridor is an extremely important transportation system that serves many travel markets. The Southern Crossing corridor includes three major bridges and several major regional highways that carry high volumes of traffic and are often severely congested. It carries traffic to and from many parts of the region, including Newark and JFK airports; the seaport facilities in Newark/ Elizabeth and Staten Island; and communities in Brooklyn, northern New Jersey, Staten Island, Queens, and Long Island. Two important transportation studies already are underway by the agencies responsible for these facilities that would impact travel in this corridor: 1. The Goethals Bridge EIS – Working with the U.S. Coast Guard as the lead Federal agency, the PANYNJ is initiating a NEPA DEIS to examine strategies for improving the interstate crossing at the Goethals Bridge to address its functional obsolescence and improve safety, reliability, and level of service. 2. The Staten Island Expressway MIS – NYSDOT has completed a study of the feasibility of constructing a bus/HOV lane system and other improvements along the Staten Island Expressway. A corridor-wide study would bring together the results of these studies and evaluate their overall impacts on the corridor. It also would permit the agencies conducting the facility studies to work together to identify an overall plan for assessing transportation problems in the corridor. The Goethals Bridge EIS is intended to address substandard features and improve levels of service. Increasing traffic volumes and wider standard vehicles accentuate the deficiencies of the existing bridge. Its two 10-foot-wide lanes in each direction are two feet narrower than current design standards. The bridge lacks shoulder lanes and has steep approach ramps. These features contribute to worsening congestion, recurring delays and above-average accident rates. Its sister Outerbridge Crossing faces similar traffic pressures and physical constraints. PANYNJ’s Goethals Bridge Modernization Plan will include among the alternatives to be assessed the replacement of the Goethals Bridge with a new structure. The original bridge deck will undergo major rehabilitation in the near term to extend its service life for seven to 10 years while the DEIS and plans for eventual implementation of a capital improvement go forward. The Staten Island Expressway runs east-west and carries three travel lanes in each direction, separated by a median. As shown in Figure 5.10, the Staten Island Arterial Needs Study identified a number of proposed improvements along this corridor, including the addition of a bus/HOV or BRT lane in each direction on the Expressway and the Cambridge Systematics, Inc. 5-42
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