hunts point interstate access improvement project pin x731 ... · 1 use accidents per million...
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Appendix E
Nonstandard Features
Volume 2 4/5/19 Appendix - Page - 4643
Justification Number
Exhibit 2-15Nonstandard Feature Justification
Rev. 04/24/17
PIN: Route No. and Name:
Project Type:
Functional Class: Design Classification (AASHTO Class):
ADT: % Trucks: Terrain:
1. Description of Nonstandard Feature
Type of Feature:
Location:
Latitude and Longitude (Linear Feature) FROM Lat: Long: TO Lat: Long:
Latitude and Longitude (Point Feature) Lat: Long:
Standard Value: Design Speed:
Existing Value: Recommended Speed - Existing:
Proposed Value: Recommended Speed - Proposed:
2. Accident Analysis
Current Accident Rate1: Statewide Accident Rate:
From to Is the Nonstandard Feature a contributing factor?
Anticipated accident rates, severity, and costs:
3. Cost Estimates
Cost to fully meet standards: Cost(s) for incremental improvements:
4. Mitigation
e.g., increased superelevation and speed change lane length for a non-standard ramp radius
5. Compatibility with Adjacent Segments and Future Plans
6. Other Factors e.g., social, economic, and environmental
7. Proposed Treatment (i.e., recommendation)
1 Use accidents per million vehicle miles (acc/mvm) for linear highway segments; use accidents per million entering vehicles (acc/meh) for intersections.
I-278 Bruckner Expressway
Reconstruction
133,000
X731.55
Bronx River Drawbridge (Eastern Boulevard Bridge)
40.822615
12 feet wide lane 60 mph
11 feet wide lane 50 mph
0.57 acc/mvm acc/mev 1.26
Yes No
The existing accident rate with the nonstandard feature is lower than the statewide accident rate. No increases in accident rates, severity, and costs are expected due to the nonstandard feature. The application of the proposed mitigation measures including: additional signage, pavement markings, improved lighting and the attendant crash reduction factors would decrease the crash rate at this location to 0.211 acc/mvm.
$ 150 Million $ 50 Million
Provide additional signage, pavement markings and improve lighting on the bridge.
Adjacent segments will have standard 12' lanes. Retaining 11' lanes at Bronx River Drawbridge will not have adverse impact on future drawbridge plans. Investigate the use of pedestrian bridges parallel to existing to provide wider vehicle lanes.
Providing 12' lanes and shoulders will require bridge replacement including: mechanical equipment, existing abutments and providing adequate navigational clearance. Properties and parks access will be impacted. Retaining existing bridge structure will have no adverse impact to any demographic characteristics of the area. No impact to existing wildlife and marine life in the Bronx River.
Recommend retaining existing lane width at drawbridge and transition to adjacent segments. Recommend to provide additional signage and pavement markings.
NHS Non-NHS
Interstate
Level
11 feet wide lane 50 mph
-73.884748 40.822760 -73.883900
acc/mvm acc/mev
9%
11/01/2013 10/31/2016
National Network/Qualifying Highway Access Highway
Urban Principal Arterial - Interstate
Lane Width
Volume 2 4/5/19 Appendix - Page - 4644
Justification Number
Exhibit 2-15Nonstandard Feature Justification
Rev. 04/24/17
PIN: Route No. and Name:
Project Type:
Functional Class: Design Classification (AASHTO Class):
ADT: % Trucks: Terrain:
1. Description of Nonstandard Feature
Type of Feature:
Location:
Latitude and Longitude (Linear Feature) FROM Lat: Long: TO Lat: Long:
Latitude and Longitude (Point Feature) Lat: Long:
Standard Value: Design Speed:
Existing Value: Recommended Speed - Existing:
Proposed Value: Recommended Speed - Proposed:
2. Accident Analysis
Current Accident Rate1: Statewide Accident Rate:
From to Is the Nonstandard Feature a contributing factor?
Anticipated accident rates, severity, and costs:
3. Cost Estimates
Cost to fully meet standards: Cost(s) for incremental improvements:
4. Mitigation
e.g., increased superelevation and speed change lane length for a non-standard ramp radius
5. Compatibility with Adjacent Segments and Future Plans
6. Other Factors e.g., social, economic, and environmental
7. Proposed Treatment (i.e., recommendation)
1 Use accidents per million vehicle miles (acc/mvm) for linear highway segments; use accidents per million entering vehicles (acc/meh) for intersections.
I-278 Bruckner Expressway
Reconstruction
133,000
X731.55
Full length of the Project
40.805969
Left: 10ft, Right: 10ft 60 mph
Varies, Left: 0 ft to 4ft and Right 0 ft to 3ft-5in 50 mph
0.92 acc/mvm acc/mev 1.26
Yes No
The existing accident rate with the nonstandard features is lower than the statewide accident rate. Increasing the right shoulder width to the standard value where possible is expected to decrease accident rates, severity, and costs in these sections. The crash reduction factor associated with the shoulder widening is expected to reduce the accident rate to 0.479 acc/mvm.
$500 Million Not applicable
Primary purpose of project is to improve access to Hunts Point Food Distribution Center and to rehabilitate existing expressway (including deck replacement and repairs). Widening of existing structure to meet standard for shoulder widths would not be feasible due to physical constraints (private property, buildings, railroad tracks, etc.) on both sides of the expressway. Provide support for breakdowns and emergencies through incident management system (VMS/ITS), standby oncall towing service.
Bridge structure is compatible with adjacent segments. Widening of structures would impact future plans to build a Metro North Station by Hunts Point Ave.
Widening of the bridge structure will impact adjacent railroads (Amtrak - Northeast Corridor, CSX and NYCT #6 line). Modification of existing piers will impact Bruckner Blvd below, which includes a bicycle facility.
Maintain existing bridge width with proposed shoulders of 4ft left and 4ft-6in right shoulder widths from E141st Street to Tiffany Street. Provide 4ft left and standard 10ft right shoulder from Tiffany Street to Bruckner-Sheridan Interchange. Provide 0 ft left and 8 ft right on EB direction and 8ft left and 0ft right WB direction at Bruckner-Sheridan Interchange. No shoulders on drawbridge see non-standard justification on lane width for drawbridge. Proposed 0 ft left and 6 ft right shoulders on the Bronx River Ave Viaduct.
NHS Non-NHS
Interstate
Level
Varies, Left: 0 ft to 8ft and Right 0 ft to 10ft 50 mph
-73.909094 40.823544 -73.878869
acc/mvm acc/mev
9%
11/01/2013 10/31/2016
National Network/Qualifying Highway Access Highway
Urban Principal Arterial - Interstate
Shoulder Width
Volume 2 4/5/19 Appendix - Page - 4645
Justification Number
Exhibit 2-15Nonstandard Feature Justification
Rev. 04/24/17
PIN: Route No. and Name:
Project Type:
Functional Class: Design Classification (AASHTO Class):
ADT: % Trucks: Terrain:
1. Description of Nonstandard Feature
Type of Feature:
Location:
Latitude and Longitude (Linear Feature) FROM Lat: Long: TO Lat: Long:
Latitude and Longitude (Point Feature) Lat: Long:
Standard Value: Design Speed:
Existing Value: Recommended Speed - Existing:
Proposed Value: Recommended Speed - Proposed:
2. Accident Analysis
Current Accident Rate1: Statewide Accident Rate:
From to Is the Nonstandard Feature a contributing factor?
Anticipated accident rates, severity, and costs:
3. Cost Estimates
Cost to fully meet standards: Cost(s) for incremental improvements:
4. Mitigation
e.g., increased superelevation and speed change lane length for a non-standard ramp radius
5. Compatibility with Adjacent Segments and Future Plans
6. Other Factors e.g., social, economic, and environmental
7. Proposed Treatment (i.e., recommendation)
1 Use accidents per million vehicle miles (acc/mvm) for linear highway segments; use accidents per million entering vehicles (acc/meh) for intersections.
I-278 Bruckner Expressway
Reconstruction
133,000
X731.55
Bruckner-Sheridan Interchange / Bridges carrying Bruckner Expressway over Amtrak/CSX
1200 ft for emax = 8% 60 mph
250 ft 25 mph
0.81 acc/mvm acc/mev 1.26
Yes No
The existing accident rate with the nonstandard feature is lower than the statewide accident rate. Increasing the horizontal curve radius and shoulder width at the sharp curve would improve stopping sight distance. The proposed mitigation to increase stopping sight distance is expected to decrease accident rates, severity, and costs at this location, resulting in a projected accident rate of 0.583 acc/mvm after application of the appropriate crash reduction factor.
$ 700 Million Not applicable
Primary purpose of project is to improve access to Hunts Point Food Distribution Center and to rehabilitate existing expressway (including deck replacement and repairs). Widening of existing structure to meet standard for shoulder widths would not be feasible due to physical constraints (private property, buildings, railroad tracks, etc.) on both sides of the expressway. Provide advanced warning signage of sharp curve and increase shoulder width at the sharp curve to improve stopping sight distance.
Widening the expressway from two lanes to three lanes and the removal of non-redundant truss bridges will allow for continuous three lanes expressway. Rebuilding the curve and bridge over the railroads will allow for improved vertical clearance over the railroads. Proposed flatter radius, grades and wider shoulders will improve interchange safety and operations.
Achieving standard values would not be feasible due to physical constraints (private property, buildings, businesses, school, etc.) on both sides of the expressway. Achieving standard values will also impact adjacent railroads (Amtrak-Northeast Corridor, CSX and NYCT #6 subway line).
Project goal is to provide 6 continuous lanes from Hunts Point Ave to Whittier Street along with reconfiguring the Bruckner Sheridan interchange to remove the left hand entrance ramp. Several improvements are proposed including flatter horizontal curvature, wider shoulders, improved Sight distance, improved grades, removal of non-redundant truss bridge and improved vertical clearance over the railroad.
NHS Non-NHS
Interstate
Level
490 ft 35 mph
40.822387 -73.887069
acc/mvm acc/mev
9%
11/01/2013 10/31/2016
National Network/Qualifying Highway Access Highway
Urban Principal Arterial - Interstate
Horizontal Curve Radius
Volume 2 4/5/19 Appendix - Page - 4646
Justification Number
Exhibit 2-15Nonstandard Feature Justification
Rev. 04/24/17
PIN: Route No. and Name:
Project Type:
Functional Class: Design Classification (AASHTO Class):
ADT: % Trucks: Terrain:
1. Description of Nonstandard Feature
Type of Feature:
Location:
Latitude and Longitude (Linear Feature) FROM Lat: Long: TO Lat: Long:
Latitude and Longitude (Point Feature) Lat: Long:
Standard Value: Design Speed:
Existing Value: Recommended Speed - Existing:
Proposed Value: Recommended Speed - Proposed:
2. Accident Analysis
Current Accident Rate1: Statewide Accident Rate:
From to Is the Nonstandard Feature a contributing factor?
Anticipated accident rates, severity, and costs:
3. Cost Estimates
Cost to fully meet standards: Cost(s) for incremental improvements:
4. Mitigation
e.g., increased superelevation and speed change lane length for a non-standard ramp radius
5. Compatibility with Adjacent Segments and Future Plans
6. Other Factors e.g., social, economic, and environmental
7. Proposed Treatment (i.e., recommendation)
1 Use accidents per million vehicle miles (acc/mvm) for linear highway segments; use accidents per million entering vehicles (acc/meh) for intersections.
I-278 Bruckner Expressway
Reconstruction
133,000
X731.55
Bruckner-Sheridan Interchange / Bridges carrying Bruckner Expressway over Amtrak/CSX
8 % 60 mph
6% 25 mph
0.81 acc/mvm acc/mev 1.26
Yes No
The existing accident rate with the nonstandard feature is lower than the statewide accident rate. Increasing the horizontal curve radius and shoulder width at the sharp curve would improve stopping sight distance. The proposed increase in stopping sight distance is expected to decrease accident rates, severity, and costs at this location, resulting in a projected accident rate of 0.583 acc/mvm after application of the appropriate crash reduction factor.
$ 1 Billion Not applicable
Provide additional signage, pavement markings and improve lighting on the bridge.
Widening the expressway from two lanes to three lanes and the removal of non-redundant truss bridges will allow for continuous three lanes expressway. Rebuilding the curve and bridge over the railroads will allow for improved vertical clearance over the railroads. Proposed flatter radius, wider grades and shoulders will improve interchange safety and operations.
Achieving standard values would not be feasible due to physical constraints (New York State Route 895 Viaduct above and railroads below) Achieving standard values will also impact adjacent railroads (Amtrak-Northeast Corridor, CSX and NYCT #6 subway line).
Project goal is to provide 6 continuous lanes from Hunts Point Ave to Whittier Street along with reconfiguring the Bruckner Sheridan interchange to remove the left hand entrance ramp. Several improvements are proposed including flatter horizontal curvature, wider shoulders, improved Sight distance, improved grades, removal of non-redundant truss bridge and improved vertical clearance over the railroad.
NHS Non-NHS
Interstate
Level
6% 35 mph
40.822387 -73.887069
acc/mvm acc/mev
9%
11/01/2013 10/31/2016
National Network/Qualifying Highway Access Highway
Urban Principal Arterial - Interstate
Superelevation
Volume 2 4/5/19 Appendix - Page - 4647
Justification Number
Exhibit 2-15Nonstandard Feature Justification
Rev. 04/24/17
PIN: Route No. and Name:
Project Type:
Functional Class: Design Classification (AASHTO Class):
ADT: % Trucks: Terrain:
1. Description of Nonstandard Feature
Type of Feature:
Location:
Latitude and Longitude (Linear Feature) FROM Lat: Long: TO Lat: Long:
Latitude and Longitude (Point Feature) Lat: Long:
Standard Value: Design Speed:
Existing Value: Recommended Speed - Existing:
Proposed Value: Recommended Speed - Proposed:
2. Accident Analysis
Current Accident Rate1: Statewide Accident Rate:
From to Is the Nonstandard Feature a contributing factor?
Anticipated accident rates, severity, and costs:
3. Cost Estimates
Cost to fully meet standards: Cost(s) for incremental improvements:
4. Mitigation
e.g., increased superelevation and speed change lane length for a non-standard ramp radius
5. Compatibility with Adjacent Segments and Future Plans
6. Other Factorse.g., social, economic, and environmental
7. Proposed Treatment (i.e., recommendation)
1 Use accidents per million vehicle miles (acc/mvm) for linear highway segments; use accidents per million entering vehicles (acc/meh) for intersections.
I-278 Bruckner Expressway
Reconstruction
133,000
X731.55
Bruckner-Sheridan Interchange / Bridges carrying Bruckner Expressway over Amtrak/CSX
570 ft 60 mph
125ft (Horizontal) and 293ft (Vertical) 25 mph
0.81 acc/mvm acc/mev 1.26
Yes No
The existing accident rate with the nonstandard feature is lower than the statewide accident rate. Increasing the horizontal curve radius and shoulder width at the sharp curve would improve stopping sight distance. The increase in stopping sight distance is expected to decrease accident rates, severity, and costs at this location, resulting in a projected accident rate of 0.583 acc/mvm after application of the appropriate crash reduction factor.
$ 1 Billion Not applicable
For horizontal stopping sight distance, post advanced warning signage of sharp curve similiar to existing conditions. At the sharp curve increase the shoulder width from 1ft to 8ft to improve stopping sight distance. For vertical stopping sight distance, post speed reduction signs and improve lighting conditions.
Widening the expressway from two lanes to three lanes and the removal of non-redundant truss bridges will allow for continuous three lanes expressway. Rebuilding the curve and bridge over the railroads will allow for improved vertical clearance over the railroads. Proposed flatter radius, grades and wider shoulders will improve interchange safety and operations.
Achieving standard values would not be feasible due to physical constraints (private property, buildings, businesses, school, etc.) on both sides of the expressway. Achieving standard values will also impact adjacent railroads (Amtrak-Northeast Corridor, CSX and NYCT #6 subway line).
Project goal is to provide 6 continuous lanes from Hunts Point Ave to Whittier Street along with reconfiguring the Bruckner Sheridan interchange to remove the left hand entrance ramp. Several improvements are proposed including flatter horizontal curvature, wider shoulders, improved Sight distance, improved grades, removal of non-redundant truss bridge and improved vertical clearance over the railroad.
NHS Non-NHS
Interstate
Level
240ft (Horizontal) and 295ft (Vertical) 35 mph
40.820063 -73.890546
acc/mvm acc/mev
9%
11/01/2013 10/31/2016
National Network/Qualifying Highway Access Highway
Urban Principal Arterial - Interstate
Stopping Sight Distance (Horizontal and Vertical)
Volume 2 4/5/19 Appendix - Page - 4648
Justification Number
Exhibit 2-15Nonstandard Feature Justification
Rev. 04/24/17
PIN: Route No. and Name:
Project Type:
Functional Class: Design Classification (AASHTO Class):
ADT: % Trucks: Terrain:
1. Description of Nonstandard Feature
Type of Feature:
Location:
Latitude and Longitude (Linear Feature) FROM Lat: Long: TO Lat: Long:
Latitude and Longitude (Point Feature) Lat: Long:
Standard Value: Design Speed:
Existing Value: Recommended Speed - Existing:
Proposed Value: Recommended Speed - Proposed:
2. Accident Analysis
Current Accident Rate1: Statewide Accident Rate:
From to Is the Nonstandard Feature a contributing factor?
Anticipated accident rates, severity, and costs:
3. Cost Estimates
Cost to fully meet standards: Cost(s) for incremental improvements:
4. Mitigation
e.g., increased superelevation and speed change lane length for a non-standard ramp radius
5. Compatibility with Adjacent Segments and Future Plans
6. Other Factors e.g., social, economic, and environmental
7. Proposed Treatment (i.e., recommendation)
1 Use accidents per million vehicle miles (acc/mvm) for linear highway segments; use accidents per million entering vehicles (acc/meh) for intersections.
I-278 Bruckner Expressway
Reconstruction
133,000
X731.55
Bruckner-Sheridan Interchange / Bridge over Hunts Point Ave
570 ft 60 mph
250ft (Vertical) 25 mph
0.81 acc/mvm acc/mev 1.26
Yes No
The existing accident rate with the nonstandard feature is lower than the statewide accident rate. Increasing the vertical curve would improve stopping sight distance. The increase in stopping sight distance is expected to decrease accident rates, severity, and costs at this location, resulting in a projected accident rate of 0.583 acc/mvm after application of the appropriate crash reduction factor.
$ 1 Billion Not applicable
Provide advance warning signage for drivers to reduce speed in advance of changes to grade, similar to existing conditions. Improve grades at the Bruckner-Sheridan Interchange from existing 7% to 5%. Improve superelevation at the Bruckner-Sheridan Interchange from 1% at truss bridge to 4%
Widening the expressway from two lanes to three lanes and the removal of non-redundant truss bridges will allow for continuous three lanes expressway. Rebuilding the curve and bridge over the railroads will allow for improved vertical clearance over the railroads. Proposed flatter radius, grades and wider shoulders will improve interchange safety and operations.
Achieving standard values would not be feasible due to physical constraints (private property, buildings, businesses, school, etc.) on both sides of the expressway. Achieving standard values will also impact adjacent railroads (Amtrak-Northeast Corridor, CSX and NYCT #6 subway line).
Project goal is to provide 6 continuous lanes from Hunts Point Ave to Whittier Street along with reconfiguring the Bruckner Sheridan interchange to remove the left hand entrance ramp. Several improvements are proposed including flatter horizontal curvature, wider shoulders, improved Sight distance, improved grades, removal of non-redundant truss bridge and improved vertical clearance over the railroad.
NHS Non-NHS
Interstate
Level
360ft (Vertical) 35 mph
acc/mvm acc/mev
9%
11/01/2013 10/31/2016
National Network/Qualifying Highway Access Highway
Urban Principal Arterial - Interstate
Stopping Sight Distance (Vertical)
Volume 2 4/5/19 Appendix - Page - 4649
Justification Number
Exhibit 2-15Nonstandard Feature Justification
Rev. 04/24/17
PIN: Route No. and Name:
Project Type:
Functional Class: Design Classification (AASHTO Class):
ADT: % Trucks: Terrain:
1. Description of Nonstandard Feature
Type of Feature:
Location:
Latitude and Longitude (Linear Feature) FROM Lat: Long: TO Lat: Long:
Latitude and Longitude (Point Feature) Lat: Long:
Standard Value: Design Speed:
Existing Value: Recommended Speed - Existing:
Proposed Value: Recommended Speed - Proposed:
2. Accident Analysis
Current Accident Rate1: Statewide Accident Rate:
From to Is the Nonstandard Feature a contributing factor?
Anticipated accident rates, severity, and costs:
3. Cost Estimates
Cost to fully meet standards: Cost(s) for incremental improvements:
4. Mitigation
e.g., increased superelevation and speed change lane length for a non-standard ramp radius
5. Compatibility with Adjacent Segments and Future Plans
6. Other Factors e.g., social, economic, and environmental
7. Proposed Treatment (i.e., recommendation)
1 Use accidents per million vehicle miles (acc/mvm) for linear highway segments; use accidents per million entering vehicles (acc/meh) for intersections.
I-278 Bruckner Expressway
Reconstruction
133,000
X731.55
Bruckner Expressway over Bronx River Avenue
570 ft 60 mph
500 ft (Vertical) 50 mph
0.57 acc/mvm acc/mev 1.26
Yes No
The existing accident rate with the nonstandard feature is lower than the statewide accident rate. No increases in accident rates, severity, and costs are expected due to the nonstandard feature. The application of the proposed mitigation measures including: additional signage, pavement markings, improved lighting and the attendant crash reduction factors would decrease the crash rate at this location to 0.211 acc/mvm.
$ 500 million Not applicable
Provide additional signage, pavement markings and improve lighting on the roadway.
Proposing standard vertical stopping sight distance on the overpass would require a complete reconstruction of the bridge superstructure. Vertical clearance over Bronx River Avenue would be an issue. Retaining existing feature will not have an adverse impact on operations.
Achieving standard values would not be feasible without replacing the bridge superstructure.
Recommend to retain existing features and to not modify existing bridge superstructure.
NHS Non-NHS
Interstate
Level
500 ft (Vertical) 50 mph
acc/mvm acc/mev
9%
11/01/2013 10/31/2016
National Network/Qualifying Highway Access Highway
Urban Principal Arterial - Interstate
Stopping Sight Distance (Vertical)
Volume 2 4/5/19 Appendix - Page - 4650
Justification Number
Exhibit 2-15Nonstandard Feature Justification
Rev. 04/24/17
PIN: Route No. and Name:
Project Type:
Functional Class: Design Classification (AASHTO Class):
ADT: % Trucks: Terrain:
1. Description of Nonstandard Feature
Type of Feature:
Location:
Latitude and Longitude (Linear Feature) FROM Lat: Long: TO Lat: Long:
Latitude and Longitude (Point Feature) Lat: Long:
Standard Value: Design Speed:
Existing Value: Recommended Speed - Existing:
Proposed Value: Recommended Speed - Proposed:
2. Accident Analysis
Current Accident Rate1: Statewide Accident Rate:
From to Is the Nonstandard Feature a contributing factor?
Anticipated accident rates, severity, and costs:
3. Cost Estimates
Cost to fully meet standards: Cost(s) for incremental improvements:
4. Mitigation
e.g., increased superelevation and speed change lane length for a non-standard ramp radius
5. Compatibility with Adjacent Segments and Future Plans
6. Other Factors e.g., social, economic, and environmental
7. Proposed Treatment (i.e., recommendation)
1 Use accidents per million vehicle miles (acc/mvm) for linear highway segments; use accidents per million entering vehicles (acc/meh) for intersections.
I-278 Bruckner Expressway
Reconstruction
133,000
X731.55
Bruckner-Sheridan Interchange, Ramp after Hunts Point Ave
3%, allowable 4% in Urban Areas 60 mph
7% 25 mph
1.62 acc/mvm acc/mev 1.26
Yes No
Decreasing the existing grade from 7% to 5% and improving the superelevation at the Bruckner-Sheridan Interchange is expected to decrease accident rates, severity, and costs at this location. Upon application of the appropriate crash reduction factor for the proposed mitigation measures, an accident rate of 0.927 is anticipated.
$300 Million Not applicable
Provide advanced warning signage of sharp curve similar to existing conditions. Improve grades at the Bruckner-Sheridan Interchange from existing 7% to 5%. Improve superelevation at the Bruckner-Sheridan Interchange from 1% at truss bridge to 4%
Widening the expressway from two lanes to three lanes and the removal of non-redundant truss bridges will allow for continuous three lanes expressway. Rebuilding the curve and bridge over the railroads will allow for improved vertical clearance over the railroads. Proposed flatter radius, grades and wider shoulders will improve interchange safety and operations.
Achieving standard values would not be feasible due to physical constraints (private property, buildings, businesses, school, etc.) on both sides of the expressway. Achieving standard values will also impact adjacent railroads (Amtrak-Northeast Corridor, CSX and NYCT #6 subway line).
Project goal is to provide 6 continuous lanes from Hunts Point Ave to Whittier Street along with reconfigure the Bruckner Sheridan interchange to remove the left hand entrance ramp. Several improvements are proposed including flatter horizontal curvature, wider shoulders, improved Sight distance, improved grades, removal of non-redundant truss bridge and improved vertical clearance over the railroad.
NHS Non-NHS
Interstate
Level
5% 35 mph
40.820573 -73.889812
acc/mvm acc/mev
9%
11/01/2013 10/31/2016
National Network/Qualifying Highway Access Highway
Urban Principal Arterial - Interstate
Maximum Grade
Volume 2 4/5/19 Appendix - Page - 4651
Justification Number
Exhibit 2-15Nonstandard Feature Justification
Rev. 04/24/17
PIN: Route No. and Name:
Project Type:
Functional Class: Design Classification (AASHTO Class):
ADT: % Trucks: Terrain:
1. Description of Nonstandard Feature
Type of Feature:
Location:
Latitude and Longitude (Linear Feature) FROM Lat: Long: TO Lat: Long:
Latitude and Longitude (Point Feature) Lat: Long:
Standard Value: Design Speed:
Existing Value: Recommended Speed - Existing:
Proposed Value: Recommended Speed - Proposed:
2. Accident Analysis
Current Accident Rate1: Statewide Accident Rate:
From to Is the Nonstandard Feature a contributing factor?
Anticipated accident rates, severity, and costs:
3. Cost Estimates
Cost to fully meet standards: Cost(s) for incremental improvements:
4. Mitigation
e.g., increased superelevation and speed change lane length for a non-standard ramp radius
5. Compatibility with Adjacent Segments and Future Plans
6. Other Factors e.g., social, economic, and environmental
7. Proposed Treatment (i.e., recommendation)
1 Use accidents per million vehicle miles (acc/mvm) for linear highway segments; use accidents per million entering vehicles (acc/meh) for intersections.
Ramp from Edgewater Road to Route-895 (Ramp ESN and ESS)
New Ramp Construction
ESN: 8,400; ESS:12,000
X731.55
From ES 23+50 to end
18 ft 25 mph
N/A N/A
N/A acc/mvm acc/mev
Yes No
Not applicable. This is a new ramp.
$300 Million Not applicable
Provide wider shoulders at the curves to improve stopping sight distance. Provide advance warning signs at curves and advise use of a slower speed.
Future provisions could remove the median barrier to convert the ramp into a two-way ramp to provide a wide traveled way width.
Widening of the bridge structure will impact adjacent railroads (Amtrak-Northeast Corridor, CSX and NYCT #6 subway line). Route-895 (Sheridan) will also need to be widened to acommodate a wider ramp. Severe ROW impacts will affect several businesses along Edgewater Road and on Bruckner Blvd. Park access to Garrison Park will be affected as well.
Since Route-895 (Sheridan) is located between NYCT-#6 Line and Amtrak-Northeast Corridor there are ROW limitations, an 18 ft wide lane cannot be accommodated to fit all 4 ramps (ESN, ESS, SN and SS) within the ROW limits.
NHS Non-NHS
Ramps for Grade-Separated Highways
Level
16 ft 25 mph
acc/mvm acc/mev
ESN: 22%; ESS: 28%
N/A N/A
National Network/Qualifying Highway Access Highway
Other Roadways - Urban Turning Roadways
Traveled Way Width
Volume 2 4/5/19 Appendix - Page - 4652
Justification Number
Exhibit 2-15Nonstandard Feature Justification
Rev. 04/24/17
PIN: Route No. and Name:
Project Type:
Functional Class: Design Classification (AASHTO Class):
ADT: % Trucks: Terrain:
1. Description of Nonstandard Feature
Type of Feature:
Location:
Latitude and Longitude (Linear Feature) FROM Lat: Long: TO Lat: Long:
Latitude and Longitude (Point Feature) Lat: Long:
Standard Value: Design Speed:
Existing Value: Recommended Speed - Existing:
Proposed Value: Recommended Speed - Proposed:
2. Accident Analysis
Current Accident Rate1: Statewide Accident Rate:
From to Is the Nonstandard Feature a contributing factor?
Anticipated accident rates, severity, and costs:
3. Cost Estimates
Cost to fully meet standards: Cost(s) for incremental improvements:
4. Mitigation
e.g., increased superelevation and speed change lane length for a non-standard ramp radius
5. Compatibility with Adjacent Segments and Future Plans
6. Other Factors e.g., social, economic, and environmental
7. Proposed Treatment (i.e., recommendation)
1 Use accidents per million vehicle miles (acc/mvm) for linear highway segments; use accidents per million entering vehicles (acc/meh) for intersections.
Ramp from Edgewater Road to Route-895 (Ramp ESS)
New Ramp Construction
ESS:12,000
X731.55
From ES 23+50 to ES 26+50
29 ft 25 mph
N/A N/A
N/A acc/mvm acc/mev
Yes No
Not applicable. This is a new ramp.
$300 Million Not applicable
Provide wider shoulders at the curves to improve stopping sight distance. Provide advance warning signs at curves and advise use of a slower speed.
Future provisions could remove the median barrier to convert the ramp into a two-way ramp to provide a wide traveled way width.
Widening of the bridge structure will impact adjacent properties and railroad facilities - CSX Spur line to Hunts Point Food Market.
There are ROW limitations, standard travel way widths cannot be accommodated with in ROW-limits.
NHS Non-NHS
Ramps for Grade-Separated Highways
Level
24 ft 25 mph
acc/mvm acc/mev
ESS: 28%
N/A N/A
National Network/Qualifying Highway Access Highway
Other Roadways - Urban Turning Roadways
Traveled Way Width
Volume 2 4/5/19 Appendix - Page - 4653
Justification Number
Exhibit 2-15Nonstandard Feature Justification
Rev. 04/24/17
PIN: Route No. and Name:
Project Type:
Functional Class: Design Classification (AASHTO Class):
ADT: % Trucks: Terrain:
1. Description of Nonstandard Feature
Type of Feature:
Location:
Latitude and Longitude (Linear Feature) FROM Lat: Long: TO Lat: Long:
Latitude and Longitude (Point Feature) Lat: Long:
Standard Value: Design Speed:
Existing Value: Recommended Speed - Existing:
Proposed Value: Recommended Speed - Proposed:
2. Accident Analysis
Current Accident Rate1: Statewide Accident Rate:
From to Is the Nonstandard Feature a contributing factor?
Anticipated accident rates, severity, and costs:
3. Cost Estimates
Cost to fully meet standards: Cost(s) for incremental improvements:
4. Mitigation
e.g., increased superelevation and speed change lane length for a non-standard ramp radius
5. Compatibility with Adjacent Segments and Future Plans
6. Other Factors e.g., social, economic, and environmental
7. Proposed Treatment (i.e., recommendation)
1 Use accidents per million vehicle miles (acc/mvm) for linear highway segments; use accidents per million entering vehicles (acc/meh) for intersections.
Ramp from Edgewater Road to Route-895 (Ramp ESS and ESN)
New Ramp Construction
ESN: 8,400; ESS:12,000
X731.55
ES16+00 to ES 23+50
29 ft 25 mph
N/A N/A
N/A acc/mvm acc/mev
Yes No
Not applicable. This is a new ramp.
$300 Million Not applicable
Provide additional signage, pavement markings and improve lighting on roadway.
Section will taper to wider section with a Concrete Median Barrier.
Widening of the roadway will require removal of travel lanes on Edgewater Road. Impacts to adjacent businesses. Sidewalk and pedestrian access may be impacted affecting access into Garrison Park. CSX Freight line can be be affected as well.
Due to impact to adjacent roadway, standard shoulders cannot be accommodated. Recommend to provide standard travel lanes without shoulders.
NHS Non-NHS
Ramps for Grade-Separated Highways
Level
27 ft 25 mph
acc/mvm acc/mev
ESN: 22%; ESS: 28%
N/A N/A
National Network/Qualifying Highway Access Highway
Other Roadways - Urban Turning Roadways
Travel Lane Width
Justification Number
Exhibit 2-15Nonstandard Feature Justification
Rev. 04/24/17
PIN: Route No. and Name:
Project Type:
Functional Class: Design Classification (AASHTO Class):
ADT: % Trucks: Terrain:
1. Description of Nonstandard Feature
Type of Feature:
Ramp from Edgewater Road to Route-895 (Ramp ESN and ESS)
New Ramp Construction
ESN: 8,400; ESS:12,000
X731.55
NHS Non-NHS
Ramps for Grade-Separated Highways
LevelESN: 22%; ESS: 28%
National Network/Qualifying Highway Access Highway
Other Roadways - Urban Turning Roadways
Traveled Way Width
Volume 2 4/5/19 Appendix - Page - 4654
Justification Number
Exhibit 2-15Nonstandard Feature Justification
Rev. 04/24/17
PIN: Route No. and Name:
Project Type:
Functional Class: Design Classification (AASHTO Class):
ADT: % Trucks: Terrain:
1. Description of Nonstandard Feature
Type of Feature:
Location:
Latitude and Longitude (Linear Feature) FROM Lat: Long: TO Lat: Long:
Latitude and Longitude (Point Feature) Lat: Long:
Standard Value: Design Speed:
Existing Value: Recommended Speed - Existing:
Proposed Value: Recommended Speed - Proposed:
2. Accident Analysis
Current Accident Rate1: Statewide Accident Rate:
From to Is the Nonstandard Feature a contributing factor?
Anticipated accident rates, severity, and costs:
3. Cost Estimates
Cost to fully meet standards: Cost(s) for incremental improvements:
4. Mitigation
e.g., increased superelevation and speed change lane length for a non-standard ramp radius
5. Compatibility with Adjacent Segments and Future Plans
6. Other Factors e.g., social, economic, and environmental
7. Proposed Treatment (i.e., recommendation)
1 Use accidents per million vehicle miles (acc/mvm) for linear highway segments; use accidents per million entering vehicles (acc/meh) for intersections.
Ramp from Edgewater Road to Route-895 (Ramp ESN and ESS)
New Ramp Construction
ESN: 8,400; ESS:12,000
X731.55
ES 23+50 to end
Left: 4ft, Right: 6ft 25 mph
N/A N/A
N/A acc/mvm acc/mev
Yes No
Not applicable. This is a new ramp.
$300 Million Not applicable
Provide wider shoulders at the curves to improve stopping sight distance. Provide advance warning signs at curves and advise use of a slower speed.
Future provisions could remove the median barrier to convert the ramp into a two-way ramp to provide a wide traveled way width.
Widening of the bridge structure will impact adjacent railroads (Amtrak-Northeast Corridor, CSX and NYCT #6 subway line). Route-895 (Sheridan) will also need to be widened to acommodate a wider ramp. Severe ROW impacts will affect several businesses along Edgewater Road and on Bruckner Blvd. Park access to Garrison Park will be affected as well.
Since Route-895 (Sheridan) is located between NYCT-#6 Line and Amtrak-Northeast Corridor there are ROW limitations, standard shoulder widths cannot be accommodated to fit all 4 ramps (ESN, ESS, SN and SS) within the ROW limits.
NHS Non-NHS
Ramps for Grade-Separated Highways
Level
Left: 1 to 4 ft, Right: 2 ft to 6ft 25 mph
acc/mvm acc/mev
ESN: 22%; ESS: 28%
N/A N/A
National Network/Qualifying Highway Access Highway
Other Roadways - Urban Turning Roadways
Shoulder Width
Volume 2 4/5/19 Appendix - Page - 4655
Justification Number
Exhibit 2-15Nonstandard Feature Justification
Rev. 04/24/17
PIN: Route No. and Name:
Project Type:
Functional Class: Design Classification (AASHTO Class):
ADT: % Trucks: Terrain:
1. Description of Nonstandard Feature
Type of Feature:
Location:
Latitude and Longitude (Linear Feature) FROM Lat: Long: TO Lat: Long:
Latitude and Longitude (Point Feature) Lat: Long:
Standard Value: Design Speed:
Existing Value: Recommended Speed - Existing:
Proposed Value: Recommended Speed - Proposed:
2. Accident Analysis
Current Accident Rate1: Statewide Accident Rate:
From to Is the Nonstandard Feature a contributing factor?
Anticipated accident rates, severity, and costs:
3. Cost Estimates
Cost to fully meet standards: Cost(s) for incremental improvements:
4. Mitigation
e.g., increased superelevation and speed change lane length for a non-standard ramp radius
5. Compatibility with Adjacent Segments and Future Plans
6. Other Factors e.g., social, economic, and environmental
7. Proposed Treatment (i.e., recommendation)
1 Use accidents per million vehicle miles (acc/mvm) for linear highway segments; use accidents per million entering vehicles (acc/meh) for intersections.
Ramp from Edgewater Road to Route-895 (Ramp ESS and ESN)
New Ramp Construction
ESN: 8,400; ESS:12,000
X731.55
ES16+00 to ES 23+50
Left: 4ft, Right: 6ft 25 mph
N/A N/A
N/A acc/mvm acc/mev
Yes No
Not applicable. This is a new ramp.
$300 Million Not applicable
Provide additional signage, pavement markings and improve lighting on roadway.
Section will taper to wider section with a Concrete Median Barrier.
Widening of the roadway will require removal of travel lanes on Edgewater Road. Impacts to adjacent businesses. Sidewalk and pedestrian access may be impacted affecting access into Garrison Park. CSX Freight line can be be affected as well.
Due to impact to adjacent roadway, standard shoulders cannot be accommodated. Recommend to provide standard travel lanes without shoulders.
NHS Non-NHS
Ramps for Grade-Separated Highways
Level
No Shoulders 25 mph
acc/mvm acc/mev
ESN: 22%; ESS: 28%
N/A N/A
National Network/Qualifying Highway Access Highway
Other Roadways - Urban Turning Roadways
Shoulder Width
Volume 2 4/5/19 Appendix - Page - 4656
Justification Number
Exhibit 2-15Nonstandard Feature Justification
Rev. 04/24/17
PIN: Route No. and Name:
Project Type:
Functional Class: Design Classification (AASHTO Class):
ADT: % Trucks: Terrain:
1. Description of Nonstandard Feature
Type of Feature:
Location:
Latitude and Longitude (Linear Feature) FROM Lat: Long: TO Lat: Long:
Latitude and Longitude (Point Feature) Lat: Long:
Standard Value: Design Speed:
Existing Value: Recommended Speed - Existing:
Proposed Value: Recommended Speed - Proposed:
2. Accident Analysis
Current Accident Rate1: Statewide Accident Rate:
From to Is the Nonstandard Feature a contributing factor?
Anticipated accident rates, severity, and costs:
3. Cost Estimates
Cost to fully meet standards: Cost(s) for incremental improvements:
4. Mitigation
e.g., increased superelevation and speed change lane length for a non-standard ramp radius
5. Compatibility with Adjacent Segments and Future Plans
6. Other Factors e.g., social, economic, and environmental
7. Proposed Treatment (i.e., recommendation)
1 Use accidents per million vehicle miles (acc/mvm) for linear highway segments; use accidents per million entering vehicles (acc/meh) for intersections.
Ramp from Bruckner Expressway to Route 895 (Ramp SN)
New Ramp Construction
20,000
X731.55
From SN 120+00 to End
27 ft 40 mph
N/A N/A
N/A acc/mvm acc/mev
Yes No
Not applicable. This is a new ramp.
$300 Million Not applicable
Provide additional signage, pavement markings and improve lighting on roadway.
Compatible with bridge structures and Route 895 roadway.
Widening of the retaining wall structure will impact adjacent railroads (Amtrak-Northeast Corridor, CSX and NYCT #6 subway line).
Since Ramp SN is located between NYCT-#6 Line and Amtrak-Northeast Corridor there are ROW limitations, standard lane widths cannot be accommodated to fit all 4 ramps (ESN, ESS, SN and SS) within the ROW limits.
NHS Non-NHS
Ramps for Grade-Separated Highways
Level
25 ft 30 mph
acc/mvm acc/mev
9%
N/A N/A
National Network/Qualifying Highway Access Highway
Other Roadways - Urban Turning Roadways
Traveled Way Width
Volume 2 4/5/19 Appendix - Page - 4657
Justification Number
Exhibit 2-15Nonstandard Feature Justification
Rev. 04/24/17
PIN: Route No. and Name:
Project Type:
Functional Class: Design Classification (AASHTO Class):
ADT: % Trucks: Terrain:
1. Description of Nonstandard Feature
Type of Feature:
Location:
Latitude and Longitude (Linear Feature) FROM Lat: Long: TO Lat: Long:
Latitude and Longitude (Point Feature) Lat: Long:
Standard Value: Design Speed:
Existing Value: Recommended Speed - Existing:
Proposed Value: Recommended Speed - Proposed:
2. Accident Analysis
Current Accident Rate1: Statewide Accident Rate:
From to Is the Nonstandard Feature a contributing factor?
Anticipated accident rates, severity, and costs:
3. Cost Estimates
Cost to fully meet standards: Cost(s) for incremental improvements:
4. Mitigation
e.g., increased superelevation and speed change lane length for a non-standard ramp radius
5. Compatibility with Adjacent Segments and Future Plans
6. Other Factors e.g., social, economic, and environmental
7. Proposed Treatment (i.e., recommendation)
1 Use accidents per million vehicle miles (acc/mvm) for linear highway segments; use accidents per million entering vehicles (acc/meh) for intersections.
Ramp from Bruckner Expressway to Route 895 (Ramp SN)
New Ramp Construction
20,000
X731.55
From SN 120+00 to End
Left: 4 ft, Right: 6 ft 40 mph
N/A N/A
N/A acc/mvm acc/mev
Yes No
Not applicable. This is a new ramp.
$300 Million Not applicable
Provide additional signage, pavement markings and improve lighting on roadway.
Compatible with bridge structures and Route 895 roadway.
Widening of the retaining wall structure will impact adjacent railroads (Amtrak-Northeast Corridor, CSX and NYCT #6 subway line).
Since Ramp SN is located between NYCT-#6 Line and Amtrak-Northeast Corridor there are ROW limitations, standard shoulders cannot be accommodated to fit all 4 ramps (ESN, ESS, SN and SS) within the ROW limits.
NHS Non-NHS
Ramps for Grade-Separated Highways
Level
Left and Right: 2 ft 30 mph
acc/mvm acc/mev
9%
N/A N/A
National Network/Qualifying Highway Access Highway
Other Roadways - Urban Turning Roadways
Shoulder Width
Volume 2 4/5/19 Appendix - Page - 4658
Justification Number
Exhibit 2-15Nonstandard Feature Justification
Rev. 04/24/17
PIN: Route No. and Name:
Project Type:
Functional Class: Design Classification (AASHTO Class):
ADT: % Trucks: Terrain:
1. Description of Nonstandard Feature
Type of Feature:
Location:
Latitude and Longitude (Linear Feature) FROM Lat: Long: TO Lat: Long:
Latitude and Longitude (Point Feature) Lat: Long:
Standard Value: Design Speed:
Existing Value: Recommended Speed - Existing:
Proposed Value: Recommended Speed - Proposed:
2. Accident Analysis
Current Accident Rate1: Statewide Accident Rate:
From to Is the Nonstandard Feature a contributing factor?
Anticipated accident rates, severity, and costs:
3. Cost Estimates
Cost to fully meet standards: Cost(s) for incremental improvements:
4. Mitigation
e.g., increased superelevation and speed change lane length for a non-standard ramp radius
5. Compatibility with Adjacent Segments and Future Plans
6. Other Factors e.g., social, economic, and environmental
7. Proposed Treatment (i.e., recommendation)
1 Use accidents per million vehicle miles (acc/mvm) for linear highway segments; use accidents per million entering vehicles (acc/meh) for intersections.
Ramp from NB Route 895 to Westchester Avenue
Reconstruction
12,000
X731.55
Full length of the Ramp
29 ft 30 mph
12 ft (Single Lane) + Shoulders 25 mph
1.09 acc/mvm acc/mev 0.18
Yes No
The reconstructed ramp would include one additional lane as compared to the existing ramp. The reduction in queue lengths and the addition of the new lane is anticipated to reduce accident rates, severity, and costs, resulting in a projected accident rate of 0.77 acc/mev after application of the appropriate crash reduction factor.
$500 Million Not applicable
Use of proper signage and pavement markings to direct drivers to the intended travel path and destination.
Due to the geometry at Westchester Avenue, it is not recommended to widen the ramp to standard widths including shoulders to avoid impact to NYCT elevated structure and Westchester Avenue bridge spanning over Sheridan Boulevard.
Widening of the structure will impact adjacent roadway, Sheridan Boulevard, requiring removal of travel lanes. Will impact adjacent railroads (Amtrak-Northeast Corridor, CSX and NYCT #6 subway line).
Due to impact to adjacent roadway, standard shoulders cannot be accommodated. Given that one travel lane is not enough to accommodate the traffic through the ramp, two lanes will be recommended.
NHS Non-NHS
Ramps for Grade-Separated Highways
Level
2 x 11 ft lanes = 22 ft 25 mph
acc/mvm acc/mev
10%
8/1/2011 7/31/2014
National Network/Qualifying Highway Access Highway
Other Roadways - Urban Turning Roadways
Traveled Lane Width
Volume 2 4/5/19 Appendix - Page - 4659
Justification Number
Exhibit 2-15Nonstandard Feature Justification
Rev. 04/24/17
PIN: Route No. and Name:
Project Type:
Functional Class: Design Classification (AASHTO Class):
ADT: % Trucks: Terrain:
1. Description of Nonstandard Feature
Type of Feature:
Location:
Latitude and Longitude (Linear Feature) FROM Lat: Long: TO Lat: Long:
Latitude and Longitude (Point Feature) Lat: Long:
Standard Value: Design Speed:
Existing Value: Recommended Speed - Existing:
Proposed Value: Recommended Speed - Proposed:
2. Accident Analysis
Current Accident Rate1: Statewide Accident Rate:
From to Is the Nonstandard Feature a contributing factor?
Anticipated accident rates, severity, and costs:
3. Cost Estimates
Cost to fully meet standards: Cost(s) for incremental improvements:
4. Mitigation
e.g., increased superelevation and speed change lane length for a non-standard ramp radius
5. Compatibility with Adjacent Segments and Future Plans
6. Other Factors e.g., social, economic, and environmental
7. Proposed Treatment (i.e., recommendation)
1 Use accidents per million vehicle miles (acc/mvm) for linear highway segments; use accidents per million entering vehicles (acc/meh) for intersections.
Ramp from Route 895 to Bruckner Expressway (Ramp SS)
New Ramp Construction
17,000
X731.55
From SS 120+00 to End
Left: 4 ft, Right: 6 ft 40 mph
N/A N/A
N/A acc/mvm acc/mev
Yes No
Not applicable. This is a new ramp.
$300 Million Not applicable
Provide additional signage, pavement markings and improve lighting on roadway.
Compatible with bridge structures and Route 895 roadway.
Widening of the retaining wall structure will impact adjacent railroads (Amtrak-Northeast Corridor, CSX and NYCT #6 subway line).
Since Ramp SN is located between NYCT-#6 Line and Amtrak-Northeast Corridor there are ROW limitations, standard shoulders cannot be accommodated to fit all 4 ramps (ESN, ESS, SN and SS) within the ROW limits.
NHS Non-NHS
Ramps for Grade-Separated Highways
Level
Left: 1ft -0 in Right: 6 ft 30 mph
acc/mvm acc/mev
12%
N/A N/A
National Network/Qualifying Highway Access Highway
Other Roadways - Urban Turning Roadways
Shoulder Width
Volume 2 4/5/19 Appendix - Page - 4660
Justification Number
Exhibit 2-15Nonstandard Feature Justification
Rev. 04/24/17
PIN: Route No. and Name:
Project Type:
Functional Class: Design Classification (AASHTO Class):
ADT: % Trucks: Terrain:
1. Description of Nonstandard Feature
Type of Feature:
Location:
Latitude and Longitude (Linear Feature) FROM Lat: Long: TO Lat: Long:
Latitude and Longitude (Point Feature) Lat: Long:
Standard Value: Design Speed:
Existing Value: Recommended Speed - Existing:
Proposed Value: Recommended Speed - Proposed:
2. Accident Analysis
Current Accident Rate1: Statewide Accident Rate:
From to Is the Nonstandard Feature a contributing factor?
Anticipated accident rates, severity, and costs:
3. Cost Estimates
Cost to fully meet standards: Cost(s) for incremental improvements:
4. Mitigation
e.g., increased superelevation and speed change lane length for a non-standard ramp radius
5. Compatibility with Adjacent Segments and Future Plans
6. Other Factors e.g., social, economic, and environmental
7. Proposed Treatment (i.e., recommendation)
1 Use accidents per million vehicle miles (acc/mvm) for linear highway segments; use accidents per million entering vehicles (acc/meh) for intersections.
Ramp from I-278 Bruckner Expressway to Leggett Ave (Ramp BL)
New Construction
25,000
X731.55
Full length of the Ramp
Left: 4ft, Right: 6ft 40 mph
N/A N/A
N/A acc/mvm acc/mev
Yes No
Not applicable. This is a new ramp.
$200 Million Not applicable
Use of proper signage and pavement markings to direct drivers to the intended travel path and destination.
Restricting width of the ramp will allow for a proposed share use path in the Bruckner Boulevard median which will provide a significantly safer area for cyclists.
Widening of the structure will impact adjacent roadway, Bruckner Blvd, requiring removal of travel lanes and/or parking impacting businesses access to parking and/or loading areas.
Due to impact to adjacent roadway, standard shoulders cannot be accommodated. Given that one travel lane is not enough to accommodate the traffic through the ramp, two lanes will be recommended.
NHS Non-NHS
Ramps for Grade-Separated Highways
Level
Left: 2 to 6 ft and Right 1 to 2 ft 30 mph
acc/mvm acc/mev
10%
National Network/Qualifying Highway Access Highway
Other Roadways - Urban Turning Roadways
Shoulder Width
Volume 2 4/5/19 Appendix - Page - 4661
Justification Number
Exhibit 2-15Nonstandard Feature Justification
Rev. 04/24/17
PIN: Route No. and Name:
Project Type:
Functional Class: Design Classification (AASHTO Class):
ADT: % Trucks: Terrain:
1. Description of Nonstandard Feature
Type of Feature:
Location:
Latitude and Longitude (Linear Feature) FROM Lat: Long: TO Lat: Long:
Latitude and Longitude (Point Feature) Lat: Long:
Standard Value: Design Speed:
Existing Value: Recommended Speed - Existing:
Proposed Value: Recommended Speed - Proposed:
2. Accident Analysis
Current Accident Rate1: Statewide Accident Rate:
From to Is the Nonstandard Feature a contributing factor?
Anticipated accident rates, severity, and costs:
3. Cost Estimates
Cost to fully meet standards: Cost(s) for incremental improvements:
4. Mitigation
e.g., increased superelevation and speed change lane length for a non-standard ramp radius
5. Compatibility with Adjacent Segments and Future Plans
6. Other Factors e.g., social, economic, and environmental
7. Proposed Treatment (i.e., recommendation)
1 Use accidents per million vehicle miles (acc/mvm) for linear highway segments; use accidents per million entering vehicles (acc/meh) for intersections.
Ramp from WB I-278 Bruckner Expressway to Bronx River Avenue (Ramp Y)
Reconstruction
4,300
X731.55
Full length of the Ramp
Left: 4ft, Right: 6ft 40 mph
Left: 2ft and Right: 2ft 30 mph
N/A acc/mvm acc/mev 0.18
Yes No
The reconstructed ramp will provide a standard width travel lane and wider shoulders as compared to the existing ramp. The removal of the safety sidewalk and replacement of non-conforming curbs with single-slope concrete barriers is anticipated to reduce accident rates, severity, and costs, resulting in a lowered accident rate.
$200 Million Not applicable
Use of proper signage and pavement markings to direct drivers to the intended travel path and destination.
Restricting width of the ramp will impact operations along Bruckner Boulevard.
Widening of the structure will impact adjacent roadway, Bruckner Blvd, requiring removal of travel lanes and/or parking, impacting nearby school and playground, access to businesses, parking lanes and/or loading areas.
Due to impact to adjacent roadway, standard shoulders cannot be accommodated. Given that the provided travel lane width is above standards (Refer to HDM Section 2 Exhibit 2-9) it is recommended to narrow the right shoulder.
NHS Non-NHS
Ramps for Grade-Separated Highways
Level
Left: 4 ft and Right 4 ft 30 mph
acc/mvm acc/mev
12%
National Network/Qualifying Highway Access Highway
Other Roadways - Urban Turning Roadways
Shoulder Width
Volume 2 4/5/19 Appendix - Page - 4662
Justification Number
Exhibit 2-15Nonstandard Feature Justification
Rev. 04/24/17
PIN: Route No. and Name:
Project Type:
Functional Class: Design Classification (AASHTO Class):
ADT: % Trucks: Terrain:
1. Description of Nonstandard Feature
Type of Feature:
Location:
Latitude and Longitude (Linear Feature) FROM Lat: Long: TO Lat: Long:
Latitude and Longitude (Point Feature) Lat: Long:
Standard Value: Design Speed:
Existing Value: Recommended Speed - Existing:
Proposed Value: Recommended Speed - Proposed:
2. Accident Analysis
Current Accident Rate1: Statewide Accident Rate:
From to Is the Nonstandard Feature a contributing factor?
Anticipated accident rates, severity, and costs:
3. Cost Estimates
Cost to fully meet standards: Cost(s) for incremental improvements:
4. Mitigation
e.g., increased superelevation and speed change lane length for a non-standard ramp radius
5. Compatibility with Adjacent Segments and Future Plans
6. Other Factors e.g., social, economic, and environmental
7. Proposed Treatment (i.e., recommendation)
1 Use accidents per million vehicle miles (acc/mvm) for linear highway segments; use accidents per million entering vehicles (acc/meh) for intersections.
Bruckner Boulevard
Reconstruction
38,000
X731.55
Full Length of Project (East 141st Street to Wheeler Avenue)
40.822615
13 feet wide lane 30 mph
11 feet wide lane 25mph
4.35 acc/mvm acc/mev 4.7
Yes No
The existing accident rate with the nonstandard feature is lower than the statewide accident rate. No increases in accident rates, severity, and costs are expected due to the nonstandard feature. The application of the proposed mitigation measures including: additional signage, pavement markings, and improved lighting and the attendant crash reduction factors would decrease the crash rate at this location to 2.05 acc/mvm.
$750 Million Not applicable
Provide additional signage, pavement markings and improve lighting on roadway. A proposed share used path to be constructed along the median of Bruckner Boulevard from Southern Boulevard to Lafayette Avenue and on the west side of Bruckner Boulevard from Whitlock Avenue to Bronx River Avenue.
Adjacent and existing segments have 11' lanes. Retaining 11' will not have any impact on adjacent segments. Using 11' travel lanes along Bruckner Blvd provide traffic calming and applies to NYC Vision Plans.
Widening of the roadway will impact parking lanes , requiring removal of travel lanes and/or parking, impacting businesses access requiring parking and/or loading areas. Sidewalk and pedestrian access may be impacted as well. Modifications to Bruckner Expressway Viaduct substructure may be required as columns are located on the median of Bruckner Blvd.
Recommend retaining existing roadway width. Recommend to provide additional signage and pavement markings.
NHS Non-NHS
Arterial - Urban
Level
11 feet wide lane 25 mph
-73.884748 40.822760 -73.883900
acc/mvm acc/mev
15%
11/01/2013 10/31/2016
National Network/Qualifying Highway Access Highway
Urban Principal Arterial - Other
Lane Width
Volume 2 4/5/19 Appendix - Page - 4663
Justification Number
Exhibit 2-15Nonstandard Feature Justification
Rev. 04/24/17
PIN: Route No. and Name:
Project Type:
Functional Class: Design Classification (AASHTO Class):
ADT: % Trucks: Terrain:
1. Description of Nonstandard Feature
Type of Feature:
Location:
Latitude and Longitude (Linear Feature) FROM Lat: Long: TO Lat: Long:
Latitude and Longitude (Point Feature) Lat: Long:
Standard Value: Design Speed:
Existing Value: Recommended Speed - Existing:
Proposed Value: Recommended Speed - Proposed:
2. Accident Analysis
Current Accident Rate1: Statewide Accident Rate:
From to Is the Nonstandard Feature a contributing factor?
Anticipated accident rates, severity, and costs:
3. Cost Estimates
Cost to fully meet standards: Cost(s) for incremental improvements:
4. Mitigation
e.g., increased superelevation and speed change lane length for a non-standard ramp radius
5. Compatibility with Adjacent Segments and Future Plans
6. Other Factors e.g., social, economic, and environmental
7. Proposed Treatment (i.e., recommendation)
1 Use accidents per million vehicle miles (acc/mvm) for linear highway segments; use accidents per million entering vehicles (acc/meh) for intersections.
Bruckner Boulevard
Reconstruction
38,000
X731.55
Full Length of Project (East 141st Street to Wheeler Avenue)
40.822615
8 feet 30 mph
7 feet 25mph
acc/mvm acc/mev
Yes No
$750 Million Not applicable
Provide additional signage, pavement markings to indicate parking lane.
Adjacent and existing segments have 7' lanes. Retaining existing feature will not have any impact on adjacent segments.
Widening of the roadway will impact travel lanes requiring removal of travel lanes and/or parking, impacting businesses access requiring parking and/or loading areas. Sidewalk and pedestrian access may be impacted as well. Modifications to Bruckner Expressway Viaduct substructure may be required as columns are located on the median of Bruckner Blvd.
Recommend retaining existing parking lane width. Recommend to provide additional signage and pavement markings.
NHS Non-NHS
Arterial - Urban
Level
7 feet 25 mph
-73.884748 40.822760 -73.883900
acc/mvm acc/mev
15%
National Network/Qualifying Highway Access Highway
Urban Principal Arterial - Other
Parking Lane Width
Volume 2 4/5/19 Appendix - Page - 4664
Justification Number
Exhibit 2-15Nonstandard Feature Justification
Rev. 04/24/17
PIN: Route No. and Name:
Project Type:
Functional Class: Design Classification (AASHTO Class):
ADT: % Trucks: Terrain:
1. Description of Nonstandard Feature
Type of Feature:
Location:
Latitude and Longitude (Linear Feature) FROM Lat: Long: TO Lat: Long:
Latitude and Longitude (Point Feature) Lat: Long:
Standard Value: Design Speed:
Existing Value: Recommended Speed - Existing:
Proposed Value: Recommended Speed - Proposed:
2. Accident Analysis
Current Accident Rate1: Statewide Accident Rate:
From to Is the Nonstandard Feature a contributing factor?
Anticipated accident rates, severity, and costs:
3. Cost Estimates
Cost to fully meet standards: Cost(s) for incremental improvements:
4. Mitigation
e.g., increased superelevation and speed change lane length for a non-standard ramp radius
5. Compatibility with Adjacent Segments and Future Plans
6. Other Factors e.g., social, economic, and environmental
7. Proposed Treatment (i.e., recommendation)
1 Use accidents per million vehicle miles (acc/mvm) for linear highway segments; use accidents per million entering vehicles (acc/meh) for intersections.
Bruckner Boulevard
Reconstruction
38,000
X731.55
Full Length of Project (East 141st Street to Wheeler Avenue)
40.822615
5 feet Right Shoulder 30 mph
No Shoulders 25mph
4.35 acc/mvm acc/mev 4.7
Yes No
The existing accident rate with the nonstandard feature is lower than the statewide accident rate. No increases in accident rates, severity, and costs are expected due to the nonstandard feature. The application of the proposed mitigation measures including: additional signage, pavement markings, and improved lighting and the attendant crash reduction factors would decrease the crash rate at this location to 2.05 acc/mvm.
$750 Million Not applicable
Provide additional signage, pavement markings and improve lighting on roadway. A proposed share used path to be constructed along the median of Bruckner Boulevard from Southern Boulevard to Lafayette Avenue and on the west side of Bruckner Boulevard from Whitlock Avenue to Bronx River Avenue.
Adjacent and existing segments do not have shoulders. Retaining features will not have any impact on adjacent segments.
Widening of the roadway will impact parking lanes , requiring removal of travel lanes and/or parking impacting businesses access requiring parking and/or loading areas. Sidewalk and pedestrian access may be impacted as well. Modifications to Bruckner Expressway Viaduct substructure may be required as columns are located on the median of Bruckner Blvd.
Recommend retaining existing roadway width. Recommend to provide additional signage and pavement markings.
NHS Non-NHS
Arterial - Urban
Level
No Shoulders 25 mph
-73.884748 40.822760 -73.883900
acc/mvm acc/mev
15%
11/01/2013 10/31/2016
National Network/Qualifying Highway Access Highway
Urban Principal Arterial - Other
Shoulder Width
Volume 2 4/5/19 Appendix - Page - 4665
Justification Number
Exhibit 2-15Nonstandard Feature Justification
Rev. 04/24/17
PIN: Route No. and Name:
Project Type:
Functional Class: Design Classification (AASHTO Class):
ADT: % Trucks: Terrain:
1. Description of Nonstandard Feature
Type of Feature:
Location:
Latitude and Longitude (Linear Feature) FROM Lat: Long: TO Lat: Long:
Latitude and Longitude (Point Feature) Lat: Long:
Standard Value: Design Speed:
Existing Value: Recommended Speed - Existing:
Proposed Value: Recommended Speed - Proposed:
2. Accident Analysis
Current Accident Rate1: Statewide Accident Rate:
From to Is the Nonstandard Feature a contributing factor?
Anticipated accident rates, severity, and costs:
3. Cost Estimates
Cost to fully meet standards: Cost(s) for incremental improvements:
4. Mitigation
e.g., increased superelevation and speed change lane length for a non-standard ramp radius
5. Compatibility with Adjacent Segments and Future Plans
6. Other Factors e.g., social, economic, and environmental
7. Proposed Treatment (i.e., recommendation)
1 Use accidents per million vehicle miles (acc/mvm) for linear highway segments; use accidents per million entering vehicles (acc/meh) for intersections.
Bruckner Boulevard
Reconstruction
38,000
X731.55
Bridges carrying Bruckner Expressway over Amtrak/CSX
200 ft 30 mph
110 ft (Horizontal) 25 mph
0.43 acc/mvm acc/mev 4.7
Yes No
The existing accident rate with the nonstandard features is lower than the statewide accident rate. Increasing the horizontal curve radius would improve stopping sight distance and is expected to decrease accident rates, severity, and costs at this location, with an anticipated accident rate of 0.313 acc/mvm after application of the improved sight distance crash reduction factor.
$ 120 Million Not applicable
Provide advanced warning signage of sharp curve similar to existing conditions, however the proposed HSSD will be improved from existing condition.
Rebuilding the bridge over the railroads to provide adequate clearance over the railroad.
Achieving standard values will impact adjacent railroads (Amtrak-Northeast Corridor and CSX) Severe ROW impacts will occur affecting several businesses and a school.
Improve clearance over the railroad. Provide several improvements to the sharp curve and bridges over the railroad.
NHS Non-NHS
Urban Arterial
Level
140ft (Horizontal) 25 mph
40.822387 -73.887069
acc/mvm acc/mev
15%
11/01/2013 10/31/2016
National Network/Qualifying Highway Access Highway
Urban Principal Arterial - Other
Stopping Sight Distance (Horizontal)
Volume 2 4/5/19 Appendix - Page - 4666
Justification Number
Exhibit 2-15Nonstandard Feature Justification
Rev. 04/24/17
PIN: Route No. and Name:
Project Type:
Functional Class: Design Classification (AASHTO Class):
ADT: % Trucks: Terrain:
1. Description of Nonstandard Feature
Type of Feature:
Location:
Latitude and Longitude (Linear Feature) FROM Lat: Long: TO Lat: Long:
Latitude and Longitude (Point Feature) Lat: Long:
Standard Value: Design Speed:
Existing Value: Recommended Speed - Existing:
Proposed Value: Recommended Speed - Proposed:
2. Accident Analysis
Current Accident Rate1: Statewide Accident Rate:
From to Is the Nonstandard Feature a contributing factor?
Anticipated accident rates, severity, and costs:
3. Cost Estimates
Cost to fully meet standards: Cost(s) for incremental improvements:
4. Mitigation
e.g., increased superelevation and speed change lane length for a non-standard ramp radius
5. Compatibility with Adjacent Segments and Future Plans
6. Other Factors e.g., social, economic, and environmental
7. Proposed Treatment (i.e., recommendation)
1 Use accidents per million vehicle miles (acc/mvm) for linear highway segments; use accidents per million entering vehicles (acc/meh) for intersections.
Edgewater Road
3R
16,000
X731.55
Full Length of Project (Bruckner Blvd to Lafayette Avenue)
40.822486
13 feet wide lane 30 mph
12 feet wide lane 25mph
5.17 acc/mvm acc/mev 3.95
Yes No
Providing additional signage, pavement markings, and improved lighting is expected to decrease accident rates, severity, and costs at this location. Upon application of the appropriate crash reduction factor for the proposed mitigation measures, an accident rate of 2.78 acc/mvm is anticipated.
$500 Million Not applicable
Provide additional signage, pavement markings and improve lighting on roadway. A proposed share used path to be constructed on the west side of Edgewater Road for the entire length of the project area.
Adjacent and existing segments will be restriped to match proposed 11 ft lanes.
Widening of the roadway will impact parking lanes , requiring removal of travel lanes and/or parking impacting businesses access requiring parking and/or loading areas. Sidewalk and pedestrian access may be impacted as well. Impact to adjacent CSX freight line. Access into parks (Garrison Park and Hunts Point Riverside Park) will be affected.
Recommend to provide additional signage and pavement markings.
NHS Non-NHS
Arterial - Urban
Level
11 feet wide lane 25 mph
-73.885088 40.817317 -73.883260
acc/mvm acc/mev
20%
11/01/2013 10/31/2016
National Network/Qualifying Highway Access Highway
Urban Principal Arterial - Other
Lane Width
Volume 2 4/5/19 Appendix - Page - 4667
Justification Number
Exhibit 2-15Nonstandard Feature Justification
Rev. 04/24/17
PIN: Route No. and Name:
Project Type:
Functional Class: Design Classification (AASHTO Class):
ADT: % Trucks: Terrain:
1. Description of Nonstandard Feature
Type of Feature:
Location:
Latitude and Longitude (Linear Feature) FROM Lat: Long: TO Lat: Long:
Latitude and Longitude (Point Feature) Lat: Long:
Standard Value: Design Speed:
Existing Value: Recommended Speed - Existing:
Proposed Value: Recommended Speed - Proposed:
2. Accident Analysis
Current Accident Rate1: Statewide Accident Rate:
From to Is the Nonstandard Feature a contributing factor?
Anticipated accident rates, severity, and costs:
3. Cost Estimates
Cost to fully meet standards: Cost(s) for incremental improvements:
4. Mitigation
e.g., increased superelevation and speed change lane length for a non-standard ramp radius
5. Compatibility with Adjacent Segments and Future Plans
6. Other Factors e.g., social, economic, and environmental
7. Proposed Treatment (i.e., recommendation)
1 Use accidents per million vehicle miles (acc/mvm) for linear highway segments; use accidents per million entering vehicles (acc/meh) for intersections.
Edgewater Road
3R
16,000
X731.55
Full Length of Project (Bruckner Blvd to Lafayette Avenue)
40.822486
8 feet 30 mph
8 feet 25mph
acc/mvm acc/mev
Yes No
$500 Million Not applicable
Provide additional signage, pavement markings to indiciate parking lane.
Adjacent and existing segments will be restriped to match proposed 11 ft lanes.
Widening of the roadway will impact travel lanes , requiring removal of travel lanes and/or parking impacting businesses access requiring parking and/or loading areas. Sidewalk and pedestrian access may be impacted as well. Impact to adjacent CSX freight line. Access into parks (Garrison Park and Hunts Point Riverside Park) will be affected.
Recommend to provide additional signage and pavement markings.
NHS Non-NHS
Arterial - Urban
Level
7 feet 25 mph
-73.885088 40.817317 -73.883260
acc/mvm acc/mev
20%
National Network/Qualifying Highway Access Highway
Urban Principal Arterial - Other
Parking Lane Width
Volume 2 4/5/19 Appendix - Page - 4668
Justification Number
Exhibit 2-15Nonstandard Feature Justification
Rev. 04/24/17
PIN: Route No. and Name:
Project Type:
Functional Class: Design Classification (AASHTO Class):
ADT: % Trucks: Terrain:
1. Description of Nonstandard Feature
Type of Feature:
Location:
Latitude and Longitude (Linear Feature) FROM Lat: Long: TO Lat: Long:
Latitude and Longitude (Point Feature) Lat: Long:
Standard Value: Design Speed:
Existing Value: Recommended Speed - Existing:
Proposed Value: Recommended Speed - Proposed:
2. Accident Analysis
Current Accident Rate1: Statewide Accident Rate:
From to Is the Nonstandard Feature a contributing factor?
Anticipated accident rates, severity, and costs:
3. Cost Estimates
Cost to fully meet standards: Cost(s) for incremental improvements:
4. Mitigation
e.g., increased superelevation and speed change lane length for a non-standard ramp radius
5. Compatibility with Adjacent Segments and Future Plans
6. Other Factors e.g., social, economic, and environmental
7. Proposed Treatment (i.e., recommendation)
1 Use accidents per million vehicle miles (acc/mvm) for linear highway segments; use accidents per million entering vehicles (acc/meh) for intersections.
Edgewater Road
3R
16,000
X731.55
Full Length of Project (Bruckner Blvd to Lafayette Avenue)
40.822486
5 feet right shoulder 30 mph
no shoulders 25mph
5.17 acc/mvm acc/mev 3.95
Yes No
Providing additional signage, pavement markings, and improved lighting is expected to decrease accident rates, severity, and costs at this location. Upon application of the appropriate crash reduction factor for the proposed mitigation measures, an accident rate of 2.78 acc/mvm is anticipated.
$500 Million Not applicable
Provide additional signage, pavement markings and improve lighting on roadway. A proposed share used path to be constructed on the west side of Edgewater Road for the entire length of the project area.
Adjacent and existing segments will be restriped to match proposed 11 ft lanes.
Widening of the roadway will impact parking lanes , requiring removal of travel lanes and/or parking impacting businesses access requring parking and/or loading areas. Sidewalk and pedestrian access may be impacted as well. Impact to adjacent CSX freight line. Access into parks (Garrison Park and Hunts Point Riverside Park) will be affected.
Recommend to provide additional signage and pavement markings.
NHS Non-NHS
Arterial - Urban
Level
no shoulders 25 mph
-73.885088 40.817317 -73.883260
acc/mvm acc/mev
20%
11/01/2013 10/31/2016
National Network/Qualifying Highway Access Highway
Urban Principal Arterial - Other
Shoulder Width
Volume 2 4/5/19 Appendix - Page - 4669