Goethals Bridge
Current major road and bridge projects include:
FDR Drive Reconstruction Project - The New York State Department of Transportation (NYSDOT) is currently reconstructing the FDR Drive from E. 54th St. to E. 63rd St in Manhattan.
Thruway History - The NYS Thruway reaches the mid-century mark.
Whitestone Expressway - The New York State Department of Transportation is progressing on the replacement of the northbound Whitestone Expressway (I-678) over the Flushing River in Queens.
Also, the following Major Investments Studies are underway:
Goethals Bridge
The Port Authority in conjunction with the United States Coast Guard is working on an Environmental Impact Statement to evaluate the proposed Goethals Bridge replacement. The 76-year old bridge has narrow substandard lanes, no emergency breakdown shoulders and inadequate capacity, as well as serious seismic and security deficiencies. The EIS will evaluate the proposed bridge replacement, and other alternatives that may also satisfy the purpose and need for the project and the project goals.
The types of alternatives that will be considered in the DEIS include:
- Bridge replacement south of the existing Goethals Bridge
- Bridge rehabilitation for significant extension of the existing Bridge's life span
- Structural replacement or improvement alternatives (alternatives that would require construction of transportation infrastructure)
- Non-structural improvement alternatives (alternatives that would not require construction of transportation infrastructure, such as charging higher tolls during rush hour to encourage travel during other periods to rush-hour reduce congestion)
- Other reasonable alternatives identified through the scoping process.
The EIS process will be completed in early 2006. The projected date for a Record of Decision has not yet been announced.
Tappan Zee Bridge
The New York State Thruway Authority and Metro-North Railroad are conducting a study to identify and evaluate alternative proposals to address the transportation needs of the Tappan Zee Bridge/I-287 Corridor. The study began in 2002 and is now currently in the Alternatives Analysis phase. The long list of hundreds of possible alternatives has been narrowed down to five plus a "No Build" alternative.
The following list of alternatives was taken from the New York State Thruway Authority's Tappan Zee Bridge/I-287 Environmental Review website at
www.tzbsite.com.
Alternative 1: No Build
This alternative is required as part of the EIS process. The seven-lane Tappan Zee Bridge and I-287 would be maintained in existing condition in order to avoid unacceptable levels of deterioration. The No Build Alternative also includes transportation improvements in this corridor that have already been approved. Cost estimate in 2004 dollars: $0.5 - 0.7 billion
Alternative 2: Rehabilitation of the existing Tappan Zee Bridge with some new low-cost transportation improvements
This alternative would include rehabilitation and seismic retrofit of the seven-lane Tappan Zee Bridge and some relatively low cost highway and bus transit improvements, such as new park-and-ride facilities, ramp metering, and bus priority access. Cost estimate in 2004 dollars: $2.0 - 2.5 billion
Alternative 3: New bridge with highway improvements in Rockland County and a Bus Rapid Transit (BRT) system that runs from Suffern to Port Chester
This alternative would replace the current facility with a new bridge featuring 8 general- purpose (mixed-traffic) lanes, shoulder lanes for breakdowns, and 2 special lanes for high occupancy vehicles (Bus Rapid Transit, carpools, vanpools) and other vehicles willing to pay a higher toll to cross the bridge faster. (These are commonly called HOT lanes, or High Occupancy Toll lanes.) BRT would provide service between Orange and Rockland Counties and employment centers/office parks in Westchester County and Connecticut, as well as serve intra-county trips. Transfers at Tarrytown, White Plains, and Port Chester would increase access from Orange, Rockland, and Westchester Counties to Metro-North's rail lines serving Manhattan. The new bridge could also include a pedestrian/bike path and wider areas that could allow for viewing, fishing, or picnicking and new climbing lanes (for slow moving uphill traffic) in Rockland County. Cost estimate in 2004 dollars: $5.0 - 6.5 billion
Alternative 4A: New bridge with highway improvements in Rockland County and a Commuter Rail Line that runs from Suffern to Port Chester
A new Commuter Rail Transit (or CRT) line would connect to the Hudson Line in the Tarrytown area, as well as run across Westchester County through White Plains, connecting to the New Haven Line at Port Chester. It would offer Orange and Rockland County riders a one-seat ride to employment centers and office parks in Westchester, Connecticut, and Manhattan. A new station would be built near the current Tappan Zee Bridge toll plaza to serve this new line. A transfer would be provided at White Plains to allow passengers to access the Harlem Line. The new rail line would cross the Hudson River on a new bridge featuring 8 general-purpose (mixed-traffic) lanes, shoulder lanes for breakdowns, 2 HOT lanes, and two commuter rail tracks. Cost estimate in 2004 dollars: $11.5 - 14.5 billion
Alternative 4B: New bridge with highway improvements in Rockland County, a Commuter Rail Line that runs from Suffern to Tarrytown, and a Light Rail Line (LRT) from Tarrytown to Port Chester
This alternative would include the same new bridge facility described in Alternative 4A and a CRT extending from Suffern through the new rail station near the existing Tappan Zee Bridge toll plaza with a connection to the Hudson Line. This commuter rail service would allow for a one-seat ride from Orange and Rockland Counties to Manhattan, and a transfer to a new cross-corridor light rail line at the new Tappan Zee rail station for travel eastward to White Plains and Port Chester, serving employment centers and office parks in Westchester and Connecticut. A transfer at White Plains would be provided to access the Harlem Line, and at Port Chester for the New Haven Line. LRT in Westchester County would provide for increased mobility within the county, as well as increased access to Metro-North's rail lines serving Manhattan. Upper Hudson Line customers would transfer to the light rail at the existing Tarrytown Station, where the light rail would originate. Cost estimate in 2004 dollars: $10.0 - 12.5 billion
Alternative 4C: New bridge with highway improvements in Rockland County, a Commuter Rail Line from Suffern to Tarrytown, and a Bus Rapid Transit System (BRT) from Tarrytown to Port Chester
This alternative is the same as Alternative 4B but with direct rail service from Orange and Rockland Counties to Manhattan and a transfer to a new cross-corridor BRT service at the new Tappan Zee rail station for travel eastward to White Plains and Port Chester serving employment centers and office parks in Westchester and Connecticut. BRT in Westchester County would provide for increased mobility within the county, as well as increased access to Metro-North's rail lines serving Manhattan. It would also allow Upper Hudson Line customers to transfer to the BRT at the existing Tarrytown Station, where the BRT would originate. Cost estimate in 2004 dollars: $9.0 - 11.5 billion
The Draft Environmental Impact Statement (DEIS) process will analyze all relevant environmental impacts of these alternatives. However, in the course of the analysis, there may be a real benefit to travelers and/or communities in combining elements of one alternative with those of another alternative. In that event, the environmental impacts of one or more "hybrid" alternatives will be fully analyzed.
The final record of decision on the project is expected by 2007.
Bronx Major Investment Study
The New York State Department of Transportation (NYSDOT) has recently completed a Major Investment Study (MIS) in the Bronx, focusing primarily on the Cross Bronx Expressway and the Major Deegan Expressway. The study outlines several proposals to improve mobility in the borough. Included are auxiliary lanes on the Cross Bronx Expressway between the Sheridan Expressway and Third Avenue, as well as between Castle Hill and Rosedale Avenues. It also calls for a local road to be constructed above and alongside the current Cross Bronx Expressway that would also serve as a Bus Rapid Transit and bicycle route. The reopening of tunnels under West 178
th and 179
th Streets and/ or the construction of a new Bridge over the Harlem River is outlined as a way to relieve the bottleneck at the interchange of the Cross Bronx and Major Deegan Expressways. The Major Deegan Interchanges at E 135
th, E138th, W 179
th,W234th and Fordham Road are recommended to be modified or reconstructed in order to meet current standards and improve traffic flow. No timetable has yet been set for implementing these proposals.
LITP 2000
This study conducted jointly by the New York State Department of Transportation and the New York Metropolitan Transportation Council (NYMTC) was commissioned to find solutions to the long-term transportation needs of Long Island. Among the possible solutions included in the study were Travel Demand Management (TDM), Intelligent Transportation Systems (ITS), High Occupancy Vehicle (HOV) lanes, Physical roadway improvements such as wider shoulders and interchange upgrades, transit system improvements including an island-wide Bus Rapid Transit (BRT) system, alternatives to freight movement by truck and the enhancement of bicycle and pedestrian access.
Kosciuszko Bridge
The New York State Department of Transportation is examining possible solutions for the rehabilitation or replacement of the Kosciuszko Bridge, focusing on a 1.1-mile segment of the Brooklyn-Queens Expressway (BQE, I-278), from Morgan Avenue in Brooklyn to the Long Island Expressway interchange in Queens. The project is focusing on solving the three primary problems identified with this segment of the BQE: traffic congestion, traffic safety and structural conditions.
A screening process was recently conducted that eliminated project alternatives that either had too much impact on neighborhood residents or failed to meet the objectives of the project. At the present time the selection process has narrowed the list to six alternatives, each of which will be looked at in more depth in the Draft Environmental Impact Statement (DEIS). These six include three options that involve rehabilitation of the existing bridge with the addition of auxiliary lanes, and three, which replace the current structure with a new bridge. A record of decision is expected late in 2006.
Bruckner/Sheridan Expressway Interchange
The NYSDOT is progressing on a Preliminary Design/Environmental Impact Statement on the reconstruction of the interchange of the Bruckner Expressway (Interstate 278) and the Sheridan Expressway (Interstate 895). The focus of the project is to relieve the traffic bottleneck at this interchange, and to improve access to the Hunts Point Peninsula. A screening process is now underway to narrow down the following five alternatives to two or three that will be studied in depth in the Draft Environmental Impact Statement. A Record of Decision is due in late 2006.
Alternative 1
The Sheridan Expressway is demapped, and its right-of-way made available for other uses. There is also direct access to Hunts Point via the on and off ramps at Leggett Avenue in both directions on the Bruckner Expressway. The westbound off ramp at 138th Street is modified to accommodate the on ramp from Leggett Avenue.
Alternative 2
The Sheridan Expressway is demapped, and its right-of-way made available for other uses. The alternative provides access to Hunts Point at Leggett Avenue via ramps on the Bruckner Expressway to/from the west, serving trips via the Triborough Bridge and Major Deegan Expressway. A full intersection of Edgewater Road and Bruckner Boulevard provides access to the Markets and easterly Hunts Point. A ramp eastbound from Bruckner Boulevard (east of Hunts Point Avenue) to Bruckner Expressway carries traffic over this intersection.
Alternative 3
Provides various connections between the Bruckner and Sheridan Expressways, and extends Edgewater Road to the Sheridan Expressway. It includes an interchange at Leggett Avenue to/from the west, and the westbound off-ramp at 138th Street is modified to accommodate the on-ramp from Leggett Avenue. Two existing ramps that now carry the mainline Bruckner Expressway would be reconstructed: westbound Bruckner Boulevard to the Bruckner Expressway and the eastbound Bruckner Expressway to Bruckner Boulevard. A ramp eastbound from Bruckner Boulevard to the Bruckner Expressway carries traffic over the Edgewater Road intersection.
Alternative 4
The same as Alterative 3 except that there is no Leggett Avenue interchange.
Alternative 5
Similar to Alternative 4, but also provides rail access to Hunts Point via a rail line from Harlem River Yard along Oak Point and East Bay Avenues to existing tracks in the Produce Market.
