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Final Environmental Impact Statement Section II.C

Kosciuszko Bridge Project II-71 September 2008

C.1.n. Traffic Control Devices

Traffic control devices on the BQE include pavement markings, directional signs, and regulatory signs which regulate, warn or guide expressway traffic. Within the project limits there are no unusual or sophisticated devices such as ramp entrance metering signals, reversible lanes, or Bus/HOV lanes. All ramps intersect with local streets at traffic signals and access to entrance ramps is clearly delineated.

The general condition of the overhead and bridge-mounted signs is satisfactory. The reflective surfacing is also satisfactory. The ground-mounted signs have minor damage, and some reference markers appear to be missing or are damaged.

Signalized intersections along Meeker Avenue have not yet been connected to the NYCDOT Vehicular Traffic Control System (VTCS), thus they continue to operate mechanically. Traffic signals have clear displays. Pavement markings, in general, are in good condition except the pedestrian crossings, which need to be restriped. Regulatory signs for speed and parking are provided along the roadway.

C.1.o. Structures

This section describes the existing structures that comprise the Kosciuszko Bridge and summarizes their condition based on recent inspections.

DESCRIPTION OF EXISTING STRUCTURES

The Kosciuszko Bridge (Bridge Identification Number [BIN] 1-07569-9) carries the BQE across Newtown Creek and is located between Morgan Avenue in Brooklyn and the LIE/BQE interchange in Queens. The bridge has 103 spans and is 1,689.7 m (5,543′-7″) long. The bridge is constructed of several different structure types along the length of the project, consisting of the Brooklyn Ramps, Brooklyn Connector, Brooklyn Approach, Main Span, Queens Approach, and LIE/BQE interchange. Details of the structures are described in Table II-32 and illustrated in Figures II-36 through II-38, “Existing Structure Plan and Elevation,” and Figures II-39 and II-40, “Existing Structure Sections.”

TABLE II-32: DETAILS OF EXISTING STRUCTURES

Location/BIN Spans Features Crossed Length Superstructure Type Substructure Type

Vandervoort Avenue Entrance Ramp (VA)

BIN 1-07569- B

25 Varick Avenue 173 m (567’-7”)

Reinforced concrete deck slab Concrete piers on spread footings with concrete closure walls with brick veneer (except at street crossings)

Meeker Avenue/ Morgan Avenue Exit Ramp (AS)

BIN 1-07569- A

25 Varick Street 173 m (567’-7”)

Reinforced concrete deck slab Concrete piers on spread footings with concrete closure walls with brick veneer (except at street crossings)

Brooklyn Connector

BIN 1-07569-9

1 through 78

Morgan Avenue Vandervoort Avenue Varick Avenue

534.7 m (1754’-3”)

Reinforced concrete deck slab (spans 1-7, 9-30, 32-70, 72-78)

Concrete rigid frame (spans 8 and 71)

Prestressed concrete box beam (spans 30 and 31)

Concrete piers on spread footings with concrete closure walls with brick veneer (except at street crossings)

Brooklyn Approach

BIN 1-07569-9

79 through 88

Stewart Avenue Gardner Avenue Scott Avenue

475.7 m (1560’-8”)

Steel Warren deck truss with concrete filled steel grating

Concrete piers on spread footings (bents 78 through 84)

Concrete piers on pile foundations (bents 85 through 87)

Main Span

BIN 1-07569-9

89 Newtown Creek 91.4 m (300’-0”)

Steel Warren through truss with concrete filled steel grating

Steel pier on spread footing (bent 88)

Steel pier on pile foundation (bent 89)

Queens Approach

BIN 1-07569-9

90 through 100

LIRR 56th Road 54th Road

506.6 m (1662’-0”)

Steel Warren deck truss with concrete filled steel grating

Concrete piers on pile foundations (bents 90 through 93)

Concrete piers on spread footings (bents 94 through 100)

LIE/BQE Interchange

BIN 1-07569-9

101 through 103

54th Avenue 79.9 m (261’-11”)

Reinforced Concrete Deck Slab (span 101)

Composite Concrete Deck and Steel stringers (spans 102 & 103)

Concrete piers on spread footings

Final Environmental Im

pact Statement

Section II.C

Kosciuszko B

ridge Project II-72

September 2008



The horizontal and vertical geometry of the existing structure includes several non-standard features that result in poor driving conditions. The width of the structure is insufficient to carry the required number of travel lanes or to provide adequate lane widths or shoulder widths. Also, steep grades exist on the Brooklyn and Queens approaches to the Main Span and there are several locations at which there is inadequate sight distance resulting in a high accident rate. Additional information relating to the existing bridge section and non-standard features are included in Sections II.C.1.e and II.C.1.j, respectively.

The Kosciuszko Bridge spans over Newtown Creek, several local streets, and three tracks of the LIRR. The vertical clearance under the bridge at each crossing is shown in Table II-33. Note the vertical clearance at Vandervoort Avenue, 54th Road, and 54th Avenue does not meet the 4.4 m (14'-5") minimum clearance established in the design criteria adopted for the project.

TABLE II-33: EXISTING VERTICAL CLEARANCE UNDER THE KOSCIUSZKO BRIDGE

Crossing Minimum Clearance

Morgan Avenue 4.7 m +/- (15'-4"+/-)

Vandervoort Avenue 4.3 m +/- (14'-2"+/-)

Varick Street 6.4 m +/- (21'-0"+/-)

Stewart Avenue 8.8 m +/- (29'-0"+/-)

Gardner Avenue 15.5 m +/- (51'-0"+/-)

Newtown Creek 38.0 m +/- (124'-6"+/-)

LIRR Tracks 22.6 m +/- (74'-0"+/-)

54th Road 4.1 m +/- (13'-4"+/-)

54th Avenue 4.3 m +/- (14'-0"+/-)

STRUCTURAL CONDITION

The bridge was originally completed in 1939 and underwent extensive rehabilitation between 1967 and 1972 and again between 1993 and 1995. The 1967 rehabilitation included the replacement of the deck slab with a concrete filled steel grating, the elimination of the sidewalks on the approaches and Main Span, roadway widening, and the repair of the concrete piers. Under the 1993–1996 Interim Bridge Rehabilitation Project the concrete piers were rehabilitated by removing and replacing the deteriorated surface concrete, and providing jacketing concrete around the entire column. Several truss members and the north face of the west abutment were also repaired under this contract. Numerous other repair projects have been completed over the last two decades and are described in more detail in Section II.B.2.

The information in this section, relating to the structure’s condition and vulnerability, is a summary of the findings presented in the 2006 Biennial Inspection Report, 1995 Diving Inspection Report, Steel Details Vulnerability Assessment by Iffland Kavanagh Waterbury (1996-1997), Concrete Details Vulnerability Assessment by Frederic R. Harris Inc. (1999-2000), Collision Vulnerability Assessment by Weidlinger Associates Inc. (1997), Structural Integrity Evaluation Report by Iffland Kavanagh Waterbury (1999), and the Addendum to the 1999 Structural Integrity Evaluation Report by Frederic R. Harris Inc. (2000).



Despite these interim repairs the structural condition of the bridge is deteriorating. The 2006 Biennial Inspection Report indicates that several structural elements of the bridge exhibit severe deterioration and require repair or full replacement. The longitudinal joint under the median barrier between the eastbound and westbound roadways, as well as all of the transverse roadway joints have failed, allowing water leakage through the deck and to the structural members below. This water leakage has led to the severe deterioration of the deck along the entire length of the project. The superstructure of the Brooklyn Connector requires replacement due to potholes, cracks, and spalls with exposed rebar on the top side of the deck and extensive map cracking and water and rust stains on the underside of the deck. The deck on the approach trusses and Main Span, which is concrete filled steel grid flooring, is severely deteriorated. As described in Section II.C.1.l, without full rehabilitation or replacement overlays such as the one that was recently applied to the bridge will deteriorate in an accelerated manner, requiring frequent repair. Full replacement of the damaged and misaligned median barrier, all roadway joints, the deck slab, and all cross beams beneath the deck is required. This water leakage has also caused corrosion in many of the steel stringers and floorbeams requiring extensive repairs to several members. In addition, several of the concrete columns along the length of the project exhibit areas of hollow sounding concrete with cracks and spalls in the pier cap beams, which also require repair.

In order to comply with the state seismic design policy all expansion and fixed bearings need to be replaced with elastomeric type bearings. The foundations of the steel piers (piers 88 and 89), which support the Main Span, are exposed to water on three sides and are protected from ship and ice damage by timber fenders and dolphins. A diving inspection was performed in 1995 and the foundations were found to be in sound condition but the timber fenders and dolphins require replacement.

NYSDOT uses a flagging system to identify bridge deficiencies that require attention. Safety flags indicate a condition which presents a clear and present danger to vehicular or pedestrian traffic but no danger of structural failure. A yellow structural flag indicates a potentially hazardous condition or an incident of actual failure of a non-critical structural component where such failure may reduce the redundancy of the bridge but would not result in a structural collapse. The Meeker Avenue/Morgan Avenue exit ramp in Brooklyn has one active safety flag and the mainline has thirteen active safety flags and thirteen active yellow structural flags. The conditions at the bridge’s active safety flags include broken light fixtures and bridge rail connections, and areas of concrete delamination and hollow concrete in overhangs of the Brooklyn Connector. The majority of the bridge’s active yellow structural flags have been issued due to cracks in the crossbeams.

The Biennial Inspection Report provides a general recommendation, summarizing the structure’s overall condition (with 7 being new condition). The rating is calculated so that the condition of the most important members has a greater influence on the general recommendation than that of the less important members. Based on the 2006 Biennial Inspection Report the general recommendation for the structure is 4, which indicates that there is moderate deterioration of primary and secondary members and the substructure, and that considerable rehabilitation is required.

In addition to a condition rating, vulnerability ratings are assigned to the bridge. The vulnerability ratings indicate the likelihood and consequence of a structural failure and establish what corrective actions need to be taken and with what urgency these actions need to occur. Table II-34 shows the six categories in which vulnerability assessments are performed and their respective ratings for the Kosciuszko Bridge. Items recommended for the Safety Program



(vulnerability rating 2) are in need of evaluation and appropriate action within one to two years. Items receiving this rating (in addition to those receiving the more severe Safety Priority rating) also require the completion of a Structural Integrity Evaluation.

TABLE II-34: VULNERABILITY RATINGS

Category Vulnerability Rating Recommended Program

Hydraulics Not Available —

Overload 2 (Safety Program)

Steel Details 2 (Safety Program)

Collision 2 (Safety Program)

Concrete Details 2 (Safety Program)

Seismic Not Available —

The concrete details, overload, collision, and steel details vulnerability ratings are 2, which indicates that the structure is vulnerable to failure from loads that may occur and action should be taken to reduce the structure’s vulnerability. The Concrete Details Vulnerability Assessment (1999-2000) recommends immediate repair to the superstructure of spans 8, 31 and 75 and also calls for the repair of the hollow sounding concrete areas in the concrete piers. Improving the low operating rating would remediate the structure’s vulnerability with respect to overload. The as-inspected load rating for the superstructure was performed by Iffland Kavanagh Waterbury in 1990. The controlling inventory rating of the existing structure is MS18 (HS 20). This rating indicates that a three axle truck weighing a maximum of 36 tons can safely utilize the existing structure for an indefinite period of time. There is no posted loading on the bridge. The Collision Vulnerability Assessment Report (1997) recommends that the vertical clearance be increased under the bridge at 54th Road and 54th Avenue (spans 100 and 103). The recommendations from the Steel Details Vulnerability Report (1997) include the retrofit of the welded connections between the crossbeams and the steel deck, between the crossbeams and the stringers on the Brooklyn and Queens Approaches and Main Span, and between the truss members connected by rivets on both the Brooklyn and Queens Approaches.

C.1.p. Hydraulics of Bridges and Culverts

The location of the piers and the height of the Main Span above Newtown Creek provide sufficient clear area for Newtown Creek to flow beneath the bridge without affecting the hydraulics of the creek. The relationship between the bridge, Newtown Creek and flood elevations established for the area are summarized below:

The 100-year flood elevation is 2.5 meters (8 feet) above mean sea level measured in National Geodetic Vertical Datum (NGVD);

The depth of Newtown Creek at the bridge crossing varies from 1.2 m (4′-0″) to 8.5 m (28′-0″) NGVD. The width of the creek (shoreline to shoreline) varies from 84.9 m (279′-0″) to 89.3 m (293′-0″) on the west and east sides of the bridge, respectively;

A lateral opening of 76.2 m (250′-0″) is provided (pier foundation to pier foundation) through which the creek flows; and



The elevation of the travelway above the creek is 42.1 m (138′-1″) at the center of the creek and 41.5 m (136′-2″) at the piers. The bottom of the truss is 39.4 m (129’-3″) at the center of the creek and 37.9 m (124′-6″) at the piers.

Similarly, the creek does not appear to be affecting the foundation system of the bridge. Based on diving inspections performed in 1995, there were no visible signs of scour that would affect the pile or foundation integrity. The pier foundation on the Brooklyn side of the creek is a spread footing extending approximately 16.5 m (54′-0″) below grade or 6.1 m (20′-0″) below the lowest elevation of the creek bed. The pier on the Queens side of the creek is supported by a pile foundation. The piles extend approximately 27.7 m (91′-0″) below grade or 17.4 m (57′-0″) below the lowest elevation of the creek bed. Both piers are configured so that one face and two sides of each foundation are exposed to the creek, the remaining face is land bound.

C.1.q. Drainage Systems

The drainage for the structure consists of three separate systems that collect storm water run-off from the deck and discharge it to New York City Department of Environmental Protection (NYCDEP) storm sewers or Newtown Creek. These systems and the amount of storm water run-off (calculated by multiplying the deck area by a coefficient of run-off of 0.9 and a storm intensity of 168 mm [6.6”] of rainfall/hour) from each drainage system are described below:

The drainage for the Brooklyn Connector between Morgan Avenue and Porter Avenue (spans 1 – 52) consists of roadway scuppers, drain pipes and collection pipes that connect underground to a NYCDEP storm sewer located beneath Meeker Avenue. The total estimated storm run-off from this deck area is 0.83 m3/s (29.3 cubic feet per second [cfs]);

The drainage between the LIE and 54th Road (spans 100 –103), the at-grade ramp areas, and Laurel Hill Boulevard consists of scuppers, catch basins, drain pipes, and collection pipes that connect underground to NYCDEP storm sewers located beneath Laurel Hill Boulevard and 43rd Street. The total estimated storm run-off from these areas is 2.32 m3/s (82.0 cfs); and

The deck drainage for the Brooklyn Approach, Main Span and Queens Approach (spans 79 – 100) originally consisted of roadway scuppers, drain gutters beneath expansion joints and drain pipes located in the center of the concrete piers which connected to an underground pipe system that discharged to Newtown Creek. During the 1967 reconstruction project, the gutters under expansion joints and drain pipe systems for the Brooklyn Approach, Main Span and Queens Approach were demolished and the downspouts in the center of the columns were abandoned. As a result deck storm water run-off is collected in scuppers and downspouts and free-falls off the bridge onto local streets below, flowing overland to the creek. The total estimated storm run-off from this deck area and a portion of the Brooklyn Connector between Porter Avenue and Stewart Avenue is 1.19 m3/s (42.0 cfs).

C.1.r. Soil and Foundation Conditions

The general geology of eastern Brooklyn and western Queens, including the study area is Pleistocene soil deposits associated with glacial and post-glacial geologic events. There is evidence that the Wisconsin glacier advancing in a southerly direction deposited, as a plow pushes, soil materials (moraine) in a berm known as the terminal moraine. The soil materials



are mixtures of sand, gravel, silt, clay, cobbles and boulders. As the glacier receded the meltwater deposited stratified granular soils that exist at shallow locations along the alignment. Subsequent glaciation overrode and consolidated the stratified deposits and first moraine and also deposited soil material known as glacial till in depressions between the moraine deposits. These deposits are dense to very dense heterogeneous soil mixtures with cobbles and boulders.

Based on the findings of geotechnical studies and boring information prepared for the project, groundwater is located within 0.61 m (2′-0″) of the MHW elevation at Newtown Creek. See Section II.C.1.o for existing foundation information. See Section III.C.2.i for further information regarding the soil properties and its potential impact on the design and construction of the alternatives.

C.1.s. Utilities

The utilities carried on the viaduct include electrical supply for street lighting, a police emergency telephone system, and communications and power for a variable message system (VMS). The VMS is controlled by the Joint Traffic Operation Center made up of NYSDOT, NYCDOT and the New York City Police Department (NYPD) with operations managed in Long Island City. This VMS is part of an overall system, which serves the western Queens sub-region including the BQE, LIE, Grand Central Parkway, and the Van Wyck Expressway.

Utilities serving the adjacent developed properties are located within the right-of-way of at-grade streets that parallel and/or cross beneath the bridge. Based on a review of record drawings those utilities include:

City-owned storm sewers, sanitary sewers and water mains under the jurisdiction of NYCDEP Bureau of Water Supply and Waste Water Collection;

Gas and both underground and overhead electric distribution systems under the jurisdiction of KeySpan and Consolidated Edison;

Both underground and overhead telephone/communication systems under the jurisdiction of Verizon;

Underground cable facilities under the jurisdiction of Cablevision; and

The Buckeye fuel pipeline.

Figures showing the location of existing utilities are included in Appendix D.

C.1.t. Railroads

The Montauk Branch of LIRR passes under the bridge on the Queens side of Newtown Creek and terminates at the Long Island City Yard. Three tracks, which carry both passenger and freight trains, cross under the bridge. LIRR communication cables run overhead, parallel to the tracks.

New York & Atlantic Railway operates freight trains on these tracks Monday through Saturday from Long Island City to the Fresh Pond Yard. Typically service consists of two locomotives and ten to fifteen freight cars at approximately 6:00 a.m. and again at approximately 12:00 p.m.



LIRR operates passenger trains on these tracks Monday through Friday, serving Long Island City and Jamaica. The typical service consists of one locomotive and four or five passenger cars. Between ten and twelve passenger trains travel on these three tracks each weekday.

The existing minimum vertical clearance under the bridge at the railroad is approximately 22.6 m (74'-0") and the minimum horizontal clearance between the centerline of track and the closest bridge column is approximately 6.1 m (20'-0").

C.1.u. Visual Environment

This section discusses the existing visual environment of the project area including the existing visual resources of the area, established districts, key viewpoints, and user groups within the project area. A more comprehensive discussion of the visual environment and visual impacts is provided in Appendix J, Visual Resource Assessment (VRA).

PROJECT AREA

The project area for this analysis encompasses the areas adjacent to the bridge that are viewed by motorists, residents, and workers from adjacent streets, residences, and industrial areas and while traveling over the bridge. These views include the approach and Main Span trusses, structural columns and closure walls. Visual districts within the project area were also established. These areas include the Kosciuszko Bridge and other areas adjacent to the bridge where changes in land use, topography and development levels are distinguishable by motorists traveling across the bridge. The limits of the visual resources study area and established districts are illustrated in Figure II-41, “Visual Districts”. These districts include:

Bridge District – includes the Kosciuszko Bridge itself, an elevated structure that extends from Morgan Avenue in Brooklyn to the LIE/BQE interchange in Queens. Throughout the 1.1-mile corridor that encompasses this district the bridge consists of the Brooklyn Connector (concrete viaduct), the Brooklyn Approach (deck truss), the Main Span (through truss) over Newtown Creek, and the Queens Approach (deck truss). Throughout the corridor, the bridge varies from six to eight lanes in width. Access ramps are provided to/from Vandervoort Avenue in Brooklyn and to/from the LIE in Queens.

Residential/Commercial District of Greenpoint and East Williamsburg – includes the communities of Greenpoint and East Williamsburg, which border the western limit of the project area. They consist of established, densely populated residential communities with supporting commercial businesses.

Newtown Creek Industrial Area District – includes areas located in both the Boroughs of Brooklyn and Queens that are adjacent to or near the shorelines of Newtown Creek. It is essentially a flat area with varied land uses, but predominately supports manufacturing, industrial, warehouse, storage yards, freight forwarding and some evidence of commercial and residential uses. Above ground storage tanks and railroad tracks are also notable features within this district.

Newtown Creek Waterway District - includes Newtown Creek as it separates the Boroughs of Brooklyn and Queens and passes beneath the Main Span of the Kosciuszko Bridge.

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