nymtc regional freight plan - New York Metropolitan Transportation ...
nymtc regional freight plan - New York Metropolitan Transportation ... nymtc regional freight plan - New York Metropolitan Transportation ...
A Freight Plan for the NYMTC Region to transit the roadway due to chronic congestion during much of the day. NYSDOT currently is conducting an EIS to assess long-term investment options aimed at improving conditions on the Gowanus. One possible near-term solution would be to allow trucks to use the Expressway’s HOV lane during off-peak periods. This policy shift would provide extra capacity for trucking on the Gowanus, and could reduce incidents by segmenting commercial traffic out of the general traffic stream. This improvement also could be beneficial in the medium/long term, where improvements as part of the Gowanus rehabilitation program could be used to further separate passenger and commercial vehicles. As part of the EIS, NYSDOT also is evaluating new ramps from the South Brooklyn waterfront to the Gowanus at 65 th Street. These ramps also could be incorporated as part of a package of freight movement improvements. As shown in Figure 5.12, there are overhead obstructions on both sides of the Brooklyn- Queens Expressway in the Brooklyn Heights area. The eastbound (northbound) roadway runs on top of the westbound (southbound) roadway in this area, and the Brooklyn Heights Esplanade and Brooklyn and Manhattan Bridges represent the overhead clearance constraints for the eastbound roadway. The westbound Brooklyn-Queens Expressway has no posted height limitations. The eastbound roadway is posted with a 12-foot two-inch height restriction south of Brooklyn Heights warning large trucks to exit at Exit 27 (Atlantic Avenue) or 28A (Cadman Plaza/Brooklyn Bridge). Navy Street (Exit 29B) is the point where eastbound trucks generally return to the Brooklyn-Queens Expressway. Transportation Impacts Allowing trucks to use the Gowanus HOV lane would significantly benefit truck operations, as over 600 trucks per day would shift from the general use to the HOV lanes. Regional truck movement would benefit from the use of the less congested HOV lanes during periods of no commuter use. One limitation of the HOV lanes is that they are oriented toward accessing the Brooklyn-Battery Tunnel; as such, the benefit for Queensbound trucks on the I-278 corridor would be minimal. In addition, the facility would have limited use as a freight facility unless it could be expanded to provide two-directional travel (NYSDOT is studying a two-directional HOV facility as part of Gowanus reconstruction/rehabilitation projects currently being developed). The 65 th Street ramps would improve connectivity between the South Brooklyn waterfront (for which there are several freight-related development plans, including an auto port) and the Gowanus. However, absent additional truck capacity on the Gowanus, these improvements would not necessarily improve traffic operations as the Gowanus lacks the capacity to accommodate additional truck trips. Removing the physical constraint on the Brooklyn-Queens Expressway would reduce truck diversion to local streets and further improve truck operations on the Southern Crossing and Eastern corridors. Increasing truck throughput on the Gowanus without solving the clearance problem on the Brooklyn-Queens would simply increase diversion of trucks to local streets off of the latter, underscoring the need for a corridor-wide solution to the problem of congestion. Cambridge Systematics, Inc. 5-47
A Freight Plan for the NYMTC Region Figure 5.12 Brooklyn Queens Expressway Clearance Restrictions Cambridge Systematics, Inc. 5-48
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A Freight Plan for the NYMTC Region<br />
Figure 5.12 Brooklyn Queens Expressway Clearance Restrictions<br />
Cambridge Systematics, Inc. 5-48
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