CHAPTER II - PROJECT IDENTIFICATION, EVOLUTION ...CHAPTER II PROJECT IDENTIFICATION, EVOLUTION,...

CHAPTER II PROJECT IDENTIFICATION, EVOLUTION,

CONDITIONS AND NEEDS, AND OBJECTIVES PIN 1306.50 • Rt. 7 over I-87

Town of Colonie • Albany County May 2007

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CHAPTER II - PROJECT IDENTIFICATION, EVOLUTION, CONDITIONS AND NEEDS, AND OBJECTIVES II.A. PROJECT IDENTIFICATION II.A.1. Project Type

This project is a Bridge Replacement project. II.A.2. Project Description/Location

The project includes two separate work locations. The main project location is the replacement of the Route 7 bridge over I-87, work on and adjacent to Route 7 / Route 2, and work on and along I-87 north and south of the Exit 6 interchange. This location is depicted on Figure II-1 as the “Project Site” and on the Project Location Map, Figure II-2. The second location is the compensatory wetland mitigation site where effects to existing wetlands from the work progressed within the project limits of the Project Site will be compensated for. This separate location is depicted on the Compensatory Wetland Mitigation Location Map, Figure II-3. The compensatory wetland mitigation site is located entirely within State owned and maintained lands and adjacent to State owned and maintained roadways. No work on any of these adjacent roadways is proposed as part of the wetland compensation. The proposed work at the compensatory wetland mitigation site will not include any alternation, additions, or upgrades to any roadway. There will be no significant changes to the hydraulics, drainage facilities, or hydrology at the site. Due to these reasons, no further discussion of the existing conditions at the compensatory wetland mitigation site will be included in Chapter II of this report. Further, since the compensation site is common to all alternatives explored in this report, no separate discussions of the compensatory wetland mitigation site will be included in Chapter III. A complete discussion of all social, economic, and environmental considerations associated with the compensatory wetland mitigation site is included in Chapter IV.

II.A.2.a. Description

II.A.2.a.(1) Route Number Route 7 / Route 2 and Interstate Route 502 (I-87)

II.A.2.a.(2) Route Name Troy-Schenectady Road (Route 7 / Route 2) and Interstate 87




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II.A.2.a.(3) SH number and official highway description SH 604 (Route 7 / Route 2), SH 57-17 (I-87 from RM 2039 to RM 2048) and SH 58-3 (I-87 from RM 2048 to RM 2052)

II.A.2.a.(4) BIN Number and Feature Crossed BIN 1004250, Route 7 over I-87

II.A.2.a.(5) Municipality Town of Colonie

II.A.2.a.(6) County Albany

II.A.2.a.(7) Length 1 km (Route 7 / Route 2) and 2.1 km (I-87)

II.A.2.a.(8) Termini RM 7 1108 1028 to RM 7 1108 1033 (Route 7) and RM 7 1108 1033 to RM 7 1108 1034 (Route 2). Note that the Route 7 route markers continue along Route 2, and that Route 7 overlaps I-87 beginning at the Exit 6 northbound entrance ramp (RM 7 1108 1033). RM 87I 1108 2039 to RM 87I 1108 2052 (I-87) The project location is shown in Figures II-1, II-2, and II-3 of this report.

II.B. PROJECT EVOLUTION

Route 7 / Route 2 (SH 604), within the project limits, was originally constructed of bituminous macadam in 1909 with an overall width of 4.88 m (16 ft). In 1926, under RC 1490 / RC 3142, the road was reconstructed with concrete pavement and widened to 5.48 m (18 ft). In 1950 and 1959, under RC 48-157 and RC 57-13 respectively, the majority of the road was widened to two lanes in each direction. Also in 1959, under FISH 58-3, I-87 and the bridge carrying Route 7 over I-87 were constructed and the remainder of Route 7 / Route 2 was widened to two lanes in each direction. In 1973 the bridge was widened under FIRC 72-4 and FARC 72-5. In 1980 and 1983, 63.5 mm (2.5 in) of asphalt concrete overlay was placed under D96242 and D250473, respectively. In 1987, D500484 widened the pavement on Route 2 from an overall width of 14.63 m (48 ft) to 18.9 m (62 ft). In 1994 the bridge was rehabilitated under D256089. In 2006 the pavement on Route 7 / Route 2 underwent a mill and fill from Wade Road to east of Latham Circle under D260286.




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The need for the proposed bridge replacement was identified during the review of the 1990 inspection report of the bridge. The need for this project was programmed by the NYSDOT Region One Planning and Program Management Office and was included in the Transportation Improvement Plan. The Initial Project Proposal (IPP) was approved by the Regional Director on November 14, 1991. A copy of the IPP is included in Appendix B. I-87, within the project limits, was originally constructed in 1958 under F.I.S.H. 57-17 and F.I.S.H. 58-3. Three concrete travel lanes with bituminous shoulders were constructed in each direction. In 1988, the shoulders and travel lanes were overlayed with approximately 75 mm of asphalt concrete under D252172. In 1999, the I-87 northbound and southbound lanes from RM 2047 (just south of Exit 6) to RM 2062 (Albany County line) were milled and inlayed with 45 mm of asphalt under D257098. In 2005, the I-87 travel lanes and portions of the shoulders along with the Exit 6 ramps were milled and inlayed with approximately 50 mm of asphalt under D259612. The I-87 bridges over Watervliet-Shaker Road (Route 155), located at the southern limit of this project, are currently being replaced under D260210. The replacement of the Exit 5 bridges will be completed prior to the start of construction for the Exit 6 project, only minor resurfacing under the Exit 5 project is planned within the project limits for the Exit 6 project. There is a proposed capital project (PIN 1721.89) whose scope includes rehabilitation or reconstruction of the existing I-87 pavement from Exit 1 to the Saratoga County Line. The current schedule for this project calls for construction to begin in 2011. This project is being administered by NYSDOT Region One.

II.C. CONDITIONS AND NEEDS II.C.1. Transportation Conditions, Deficiencies and Engineering Considerations II.C.1.a. Functional Classification and National Highway System II.C.1.a.(1) Functional Class

Route 7 and Route 2 are classified as an Urban Principal Arterial Other. I-87 is classified as an Urban Principal Arterial Interstate. The Exit 6 ramps are classified as Ramps (Turning Roadways for Grade-Separated Highways). Forts Ferry Road and Erin Street are classified as Urban Collector Roads. Rensselaer Avenue, Utica Avenue, and Waterford Avenue are classified as Local Urban Streets.

II.C.1.a.(2) National Highway System (NHS) I-87, Route 7, the interchange ramps, and turning roadways are part of the National Highway System (NHS). None of the other project area roadways are part of the NHS.




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II.C.1.a.(3) Qualifying or Access Highway Route 7 and I-87 are Qualifying Highways on the National Highway Network of Designated Truck Access Highways. Route 2 is an Access Highway. None of the other project area roadways are a Qualifying or Access Highway.

II.C.1.a.(4) Interstate System I-87 is part of the Strategic Highway Corridor Network System (STRAHNET). It is on the Interstate System and is part of the 4.9 m vertical clearance network. None of the other project area roadways are part of the interstate system.

II.C.1.b. Ownership and Maintenance Jurisdiction

Route 7 / Route 2 and I-87 are owned by the People of the State of New York and maintained by the New York State Department of Transportation Highway Maintenance forces. Forts Ferry Road, Rensselaer Avenue, Erin Street, Utica Avenue, and Waterford Avenue are all owned and maintained by the Town of Colonie.

II.C.1.c. Culture, Terrain, and Climatic Conditions II.C.1.c.(1) Area Type

The project area is urban commercial. The primary land use is commercial. A map of the existing land use in the project area is included in Appendix C.

II.C.1.c.(2) Terrain The terrain in the project area is rolling.

II.C.1.c.(3) Unusual Weather Conditions There are no unusual climatic conditions that would affect the design of the roadway.

II.C.1.d. Control of Access

There is no access control on Forts Ferry Road, Rensselaer Avenue, Erin Street, Utica Avenue, or Waterford Avenue within the project limits. There is also no access control on Route 7 / Route 2 except in the immediate vicinity of I-87 and the Exit 6 ramps, from approximately 190 m west of I-87 to 230 m east of I-87. Access on I-87 is fully controlled. The Town of Colonie’s NY 7 / NY 2 Corridor Transportation and Land Use Study – December 2005 recommends the use of raised medians along Route 7 / Route 2 to prevent left-turn movements and to provide refuge for pedestrians crossing this roadway. The study suggests that this limitation on access could be offset through the establishment of internal street networks as new development occurs. Pedestrian safety would also be improved by the completion of the sidewalk system in this area. Accordingly, the study’s recommended action plan for the project area includes:




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• Pursuing access management improvements as part of future development projects,

and retrofit improvements to existing projects. • Pursuing right in, right out access to / from future development. • Pursuing raised medians between Exit 6 and Wade Road.

II.C.1.e. Existing Highway Section

Refer to Appendix C for typical sections of the existing roadways. II.C.1.e.(1) Right of Way Width

The existing right-of-way width along Route 7 / Route 2 within the project limits varies between 29 m and 48 m. The existing right-of-way width along I-87 within the project limits is approximately 111 m along the mainline, but gets wider as it approaches the interchange. The existing right-of-way width within the project limits is approximately 10.5 m along Forts Ferry Road, 10 m along Rensselaer Avenue, 17 m along Utica Avenue, and 28.3 m along Erin Street. The right-of-way width within the project limits for Waterford Avenue is included in the width for Route 2.

II.C.1.e.(2) Lanes and Shoulders

The existing lane widths on Route 7 are between 3.6 and 4.2 m. In general, there are no existing shoulders on Route 7. Any additional width beyond 3.6 m is incorporated into a wide travel lane. The lane widths on Route 7 across the existing bridge are between 3.3 m and 3.6 m with 0.3 m shoulders. The existing lane width on Route 2 is 3.6 m. The existing shoulder widths on Route 2 between the bridge and the Route 2 / Erin Street (Latham Farms) intersection vary between 2.1 m and 3.0 m. There are no existing shoulders or wide travel lanes on Route 2 east of the Route 2 / Erin Street (Latham Farms) intersection. The I-87 northbound and southbound mainlines have three, 3.6 m wide travel lanes, a 3.0 m right shoulder, and a 1.8 m left shoulder. The Exit 6 ramps have an existing lane width varying between 3.6 m and 4.2 m, a 3.0 m right shoulder and a 1.2 m left shoulder. Within the project limits, Forts Ferry Road is a one-way street. It has one lane with an existing width of 4.0 m, a left shoulder width of 2.0 m, and a right shoulder width of 1.2 m. Rensselaer Avenue has one lane in each direction with an existing lane width of 3.1 m and a shoulder width of 0.6 m. Erin Street has two lanes in each direction within the project limits. The existing lanes have a width varying between 3.3 m and 3.6 m and a curb offset of 0.3 m. Utica Avenue has one lane in each direction with an existing lane width of 4.0 m and a shoulder width of 1.2 m. Waterford Avenue has one lane in each direction with an existing lane width of 3.0 m and a shoulder width of 0.3 m.




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II.C.1.e.(3) Curb

In general, Route 7 / Route 2 has a 150 mm non-mountable concrete curb on both sides of the roadway. Forts Ferry Road has a concrete curb on the northern side of the roadway, and Erin Street also has concrete curbs. I-87, the Exit 6 ramps, Rensselaer Avenue, Utica Avenue, and Waterford Avenue are all uncurbed.

II.C.1.e.(4) Median

Route 7 has a 3.6 m wide two-way left turn lane flush median. Route 2 has a 4.3 m wide two-way left turn lane flush median. These medians become left-turn lanes at the intersections. I-87 has a grassed median that varies in width between 11.0 m at the Exit 6 interchange to 46.5 m near Exit 5. The Exit 6 ramps, Forts Ferry Road, Rensselaer Avenue, Erin Street, Utica Avenue, and Waterford Avenue do not have a median.

II.C.1.e.(5) Grades and Curves

The maximum existing grade on Route 7 / Route 2 is 4.62% and the minimum existing radius is 873 m. The maximum existing grade on I-87 is 1.8% and the minimum existing radius is 1746 m. The maximum existing grade on the Exit 6 ramps is 4.0% and the minimum existing radius is 265 m. The maximum existing grade on Forts Ferry Road is 1.5%. The maximum existing grade on Rensselaer Avenue is 1.2%. The maximum existing grade on Waterford Avenue is 4.3%. There are no existing horizontal curves within the project limits on Forts Ferry Road, Rensselaer Avenue, or Waterford Avenue. The maximum existing grade on Erin Street is 3.3% and the minimum existing radius is 60 m. The maximum existing grade on Utica Avenue is 8.4% and the minimum existing radius is 39 m.

II.C.1.e.(6) Intersection Geometry and Conditions

The I-87 / Route 7 / Route 2 interchange (Exit 6) consists of 4 diagonal ramps which form a diamond interchange with two signalized intersections on Route 7 / Route 2 at the northbound and southbound ramps. The following signalized intersections are located within the project limits:

• Route 7 at Wade Road • Route 7 at I-87 southbound ramps




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• Route 7 / Route 2 at I-87 northbound ramps • Route 2 at Utica Avenue / Latham Farms

The following unsignalized intersections are also located within the project limits:

• Route 7 at Wade Road North • Route 7 at Forts Ferry Road • Route 7 at Rensselaer Avenue

The skew angle for the Wade Road North / Route 7 intersection is 6 degrees. The skew angle for the Forts Ferry Road / Route 7 intersection is 66 degrees. The skew angle for the Rensselaer Avenue / Route 7 intersection is 22.6 degrees. The skew angles for the Exit 6 southbound exit, southbound entrance, northbound exit, and northbound entrance ramps are 22.5, 25.5, 9, and 9 degrees, respectively. The skew angle for the Waterford Avenue / Utica Avenue intersection is 25 degrees. The Route 2 / Utica Avenue and Route 2 / Erin Street intersections are right angle intersections, and do not have a skew angle. Route 7 / Route 2, I-87, and the Exit 6 ramps can accommodate a tractor trailer (WB 20) design vehicle. Forts Ferry Road and Erin Street can accommodate a tractor trailer (WB-15) design vehicle. The remaining roadways in the project area can accommodate a single unit truck (SU) design vehicle. See plans in Appendix A for additional information on the existing intersection configurations.

II.C.1.e.(7) Parking Regulations and Parking Related Conditions No roadside parking is allowed on Route 7, Route 2, I-87, the Exit 6 ramps, Forts Ferry Road, or Erin Street within the project limits. Parking is not restricted on Rensselaer Avenue, Utica Avenue, or Waterford Avenue within the project limits.

II.C.1.e.(8) Roadside Elements

(a) Snow Storage, Sidewalks, Utility Strips, Bikeways, Bus Stops There are no separate snow storage areas within the project limits. A short section of a 1.525 m wide concrete sidewalk and a grass utility strip that varies from 1.4 m to 2.8 m exists in the northeast quadrant of the Route 2 / Erin Street intersection. This existing sidewalk is approximately 280 m in length along Route 2 between Sunset Drive and Erin Street and wraps around the corner and continues approximately 85 m along the eastern side of Erin Street. There are also curb ramps on all four corners of the Route 7 / Wade Road intersection; however, there are no sidewalks along Route 7 east of Wade Road. There are no other sidewalks or utility strips located within the project limits. Bicycles on Route 7 must share the travel lanes with vehicles. There are no pedestrian or bicycle accommodations on I-87 or the Exit 6 ramps.




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Two existing bus routes have stops at Latham Farms at the eastern end of the project limits. Bus Route 70 and 90 operations are run by the Capital District Transportation Authority (CDTA). Bus Route 70 also stops on Route 7 near Rensselaer Avenue. (b) Lighting Street lighting exists along Route 7 / Route 2 on both sides of the Exit 6 interchange. West of I-87, street lighting is located on the north and south side of the roadway near Rensselaer Avenue at the existing CDTC bus stops. There is no other existing street lighting within the project limits west of I-87. East of I-87, street lighting is located on the north and south side of the roadway from the northbound ramps to the eastern project limit. There is no pedestrian scale lighting within the project limits. (c) Driveways There are ten existing driveways on Route 7 / Route 2, one on Forts Ferry Road, four on Rensselaer Avenue, and one on Utica Avenue within the project limits. Table II-1 summarizes the existing driveways located within the project limits and access control on Route 7 / Route 2 is discussed in Section II.C.1.d. of this report.

Table II-1 Summary of Existing Driveways

Movements Allowed Business / Address Station &

Offset In Out Conform Comments

King’s Buffet 5+540, Lt. All None Y Entrance Only National Grid 5+575, Rt. All All Y

678 Commerce Building 5+650, Rt. All All N Width > 9.1 m

Friendly’s / Super 8 5+638, Lt. All Right Only N Width > 9.1 m Subway (Route 7) 5+740, Lt. All All N Width > 9.1 m

Subway (Forts Ferry Road) FF1+080, Lt. Left Only Left Only Y

Quality Inn 5+925, Lt. All All N Width > 9.1 m Mobil 5+950, Rt. All All N

Mobil 5+970, Rt. All All N

Only 1 two-way driveway per property allowed

Carpet Master 6+485, Rt. All All Y

Residential (Rensselaer Avenue)

R1+035, Rt. R1+042, Rt. R1+065, Rt.

All All Y

Some of the existing driveways are not in conformance with the NYSDOT “Policy and Standards for Entrances to State Highways,” (1998). These areas will be evaluated and revised to bring into conformance where possible. These driveways will also be




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evaluated for conformance with the recommendations of the Town of Colonie’s NY 7 / NY 2 Corridor Transportation and Land Use Study (see Section II.C.1.d.).

(d) Clear Zone The existing clear zone along the Route 7 / Route 2 corridor is typically 3.6 m wide. This clear zone width is also typical on Route 7 west of the project limits. Four locations on Route 7 / Route 2 have a clear zone less than 3.6 m: three trees are located in the utility strip between 1.0 m and 1.7 m from the front face of curb at Sta. 6+468, lt., Sta. 6+471, lt., and Sta. 6+480, lt.; and a utility pole is located 0.3 m from the front face of curb at Sta. 6+471, rt. The existing clear zone on I-87 is 9.0 m wide. The existing clear zone on the Exit 6 ramps is 5.7 m wide. Within the project limits, the existing clear zones on Forts Ferry Road, Rensselaer Avenue, Erin Street, Utica Avenue, and Waterford Avenue are 3.0 m, 3.0 m, 1.2 m, 3.6 m, and 1.9 m, respectively.

II.C.1.f. Abutting Highway Segments and Future Plans for Abutting Highway Segments

Route 7 currently consists of two travel lanes in each direction and a two-way left-turn median. The median was converted from a raised median to a flush median in 1992 in order to improve safety along the corridor. Since that time, traffic has increased and the NY 7 / NY 2 Corridor Transportation and Land Use Study recommends that a landscaped, raised median be constructed from Exit 6 to Wade Road, or beyond Wade Road. According to the Transportation Research Board’s Committee on Access Management, two-way continuous left-turn lanes tend to lose their effectiveness on roadways carrying more than 24,000 to 28,000 vehicles per day, especially in areas with numerous driveways. Route 7 currently carries approximately 44,000 vehicles per day. West of Wade Road, there are 0.9 m wide utility strips and 1.525 m wide sidewalks on Route 7. As part of the Wade Road extension project, the Route 7 approaches to the intersection of Route 7 and Wade Road were constructed to accommodate two through travel lanes in each direction and two left-turn lanes on the westbound approach. The existing intersection is only striped for one left-turn lanes on the westbound approach, but the second left-turn lane will be striped when improvements are made to Route 7 east of this intersection. There are no existing projects or plans for any portion of Route 7 adjacent to the project limits west of Wade Road. The Town of Colonie’s NY 7 / NY 2 Corridor Transportation and Land Use Study states that there could soon be an opportunity to consider redevelopment of the Latham Circle Mall area. One concept that is proposed is a hybrid mall. Redevelopment of the mall area could have significant affects on Route 2 in the proximity of the mall. Planned improvements to this section of Route 2 will not be considered by NYSDOT until this possible redevelopment at Latham Circle Mall is more definitive. Therefore, there are no




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existing projects or plans for any portion of Route 2 adjacent to the project limits east of Erin Street. Although there are no existing projects or plans for any abutting highway segments, the Town of Colonie’s NY 7 / NY 2 Corridor Transportation and Land Use Study recommends the following transportation needs be addressed in the project area:

• The Study reaffirms the need to improve Exit 6. • Signal coordination and other ITS technologies to maximize the capacity and

efficiency of through traffic. • Pursue access management improvements as part of future development projects,

and retrofit improvements to existing projects. • Pursue right in, right out access to / from future development. • Pursue raised medians between Exit 6 and Wade Road. • Coordinate with CDTA regarding infrastructure improvements including stop

locations, shelters, and pedestrian improvements. • Pursue pedestrian improvements between transit stops and major service areas to

better serve transit riders and reinforce the transit trunk service. • Improve pedestrian accommodations at street crossings where partial crossings

currently exist at Exit 6 and Latham Farms. • Provide well-defined ADA compliant crosswalks, with street print, pedestrian count

down timers and street lighting for better nighttime visibility. • Fill gaps in existing sidewalk system by providing sidewalks in the vicinity of Exit

6 (as part of the Exit 6 project) and on both sides of Route 2 between Exit 6 and the Latham Circle Mall.

The I-87 Exit 5 Bridge over Route 155 is currently being replaced (PIN 1721.78) during the 2006 / 2007 construction seasons. The Exit 5 project is a bridge replacement project and it does not alter the configuration of I-87 within the project limits of this project. The Exit 5 project will be completed prior to the start of this project. Three projects located on I-87 in the vicinity of the Exit 6 area are currently listed on the Capital District Transportation Improvement Program (TIP): I-87 from Western Avenue to the Saratoga County Line – Rehabilitation (PIN 1721.89); I-87 Bridges over Mohawk River – Replacement of Two Bridges “Twin Bridges” (PIN 1721.88); and I-87 Exit 3 or 4 Airport Connector (PIN 1721.51).

II.C.1.g. Speeds and Delay II.C.1.g.(1) Existing Speed Limit(s)

The current posted speed limit for Route 7 / Route 2 within the project limits is 45 mph (72 km/h). The current posted speed limit for I-87 within the project limits is 55 mph (88 km/hr).




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II.C.1.g.(2) Operating Speed(s) A speed study conducted by the Regional Traffic Operations Group showed that the off-peak 85th percentile operating speed on Route 7 / Route 2 is 80 km/h (50 mph). The 85th percentile speeds on I-87 were not estimated because the highest design speed (110 km/hr) for the functional classification of the highway as defined for the NYSDOT Highway Design Manual is being used as the design speed for this roadway.

II.C.1.g.(3) Travel Speed and Delay Runs for Existing Conditions

Route 7 / Route 2 and I-87 exhibit congestion during peak hours due to increased peak hour traffic volumes within the project limits. Due to the number and close proximity of signalized intersections, along with the significant number of traffic flow patterns, a travel speed and delay analysis was not performed. A detailed level of service analysis of the corridor using traffic simulation software was completed to investigate and document the existing level of service and delay throughout the project limits. This model was calibrated through field observations to match existing conditions, and the calculated queue lengths and delays were commensurate with the existing conditions.

II.C.1.g.(4) Travel Time and Delay Estimates

A calibrated traffic simulation model was created and the results verified for the existing conditions throughout the project limits. In order to investigate and compare feasible interchange configuration alternatives along with the null alternative, each feasible alternative, including the null alternative, was modeled using the same traffic simulation software. Estimated Time of Completion and Design Year analyses were completed. The queues, intersection approach delay, and level of service, and overall intersection delay and level of service were compared for each alternative to aid in the choice of the preferred alternative for the project.

II.C.1.h. Traffic Volumes

The annual average daily traffic (AADT) volumes on Route 7 / Route 2 were derived from traffic volume data published by NYSDOT. The AADTs on I-87 were derived from peak hour volumes provided by NYSDOT for the Exit 6 area and published traffic volume data. Traffic volumes for Route 7 / Route 2 are included in Table II-2.




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Table II-2 Route 7 / Route 2

Existing and Forecast Traffic Volumes

Year Route 7 AADT

Route 2 AADT

Existing (2006) 44,200 22,900

ETC1 (2007) 44,400 23,000

ETC+101 (2017) 46,700 24,150

ETC+201 (2027) 49,100 25,400

ETC+301 (2037) 51,600 26,700

1 Subsequent to the initial development of traffic volumes, the opening year (ETC) and design year (ETC+30) for the proposed project were revised to be 2009 and 2039, respectively. Although new traffic volumes were not generated, it is anticipated that in general volumes during the revised opening and design years will be similar to the volumes originally forecast for 2007 and 2037.

Other Data: Directional Distribution = 51% eastbound, 49% westbound Peak Hour Percent Trucks = 3% eastbound, 4% westbound Daily Trucks = 5.7% (estimated) ETC = Estimated Time of Completion




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Traffic volumes for I-87 are included in Table II-3.

Table II-3 I-87 Existing and Forecast

Traffic Volumes Year AADT

Existing (2006) 137,500

ETC1 (2007) 139,500

ETC+101 (2017) 144,900

ETC+201 (2027) 150,500

ETC+301 (2037) 156,200

1 Subsequent to the initial development of traffic volumes, the opening year (ETC) and design year (ETC+30) for the proposed project were revised to be 2009 and 2039, respectively. Although new traffic volumes were not generated, it is anticipated that in general volumes during the revised opening and design years will be similar to the volumes originally forecast for 2007 and 2037.

Other Data: Directional Distribution = 46% northbound, 54% southbound Peak Hour Percent Trucks = 3% northbound, 3% southbound Daily Trucks = 7.0% (estimated) ETC = Estimated Time of Completion

Due to the many segments and traffic patterns throughout the project limits, design hour volumes (DHV) have not been included in these tables. DHV diagrams for the Route 7 / Route 2 corridor and I-87 are included in Appendix D. Only traffic volumes for Existing, ETC, and ETC+30 are included in these diagrams due to the small projected growth factor (0.5%) for much of the Exit 6 area. The truck percentage during the peak hour on Route 7 / Route 2 is 3% eastbound and 4% westbound. The estimated daily truck percentage on Route 7 / Route 2 is 5.7%. The estimated truck percentage on I-87 during the peak hour is 3% northbound and 3% southbound and the daily truck percentage is 7%.




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II.C.1.i. Level of Service

Level of service and delay were derived from CORSIM traffic simulation model outputs. CORSIM is a microscopic traffic simulation model that considers the system as a whole, instead of isolated intersections in the network. Existing condition information such as traffic volumes, queues, and traffic signal timings were collected in order to calibrate the base model to represent the existing conditions. The calibrated base model was then used to create all of the future condition models. Because these analyses are based on field calibrated data, the level of service (LOS) and delay values reported may differ from those calculated for the Town of Colonie’s NY 7 / NY 2 Corridor Transportation and Land Use Study.

II.C.1.i.(1) Existing Level of Service and Capacity Analysis / Future No-Action Design Year Level of Service

The LOS and delays for each approach of the signalized intersections along Route 7 / Route 2 are summarized in Table II-4 and diagrams of the LOS and delays by individual lane group movement are included in Appendix E. The tabulated results shown include data for Existing, ETC and ETC+30 design year conditions. However, the existing conditions are not directly comparable to the future conditions (ETC and ETC+30). The existing conditions presented are based on raw data collected in the field, while future conditions are base on traffic volumes that have been seasonally adjusted to represent the average annual peak hour traffic condition. Since calibration of a traffic simulation model, such as CORSIM, depends heavily on synchronizing observed volumes with observed queues and/or travel times, adjusting the volumes in the existing conditions model would have resulted in erroneous calibration factors that didn’t match field conditions. An urban street LOS analysis was not completed for Route 7 / Route 2. Computation of LOS based on average travel speed criteria is not suited for application to Route 7 / Route 2 due to the close proximity of the signalized intersections and the high traffic volumes during peak hours. Computation of a LOS based on average travel speeds through the corridor would not provide an accurate model of the conditions that are experienced by vehicles traveling through the corridor since the majority of the delay experienced through the corridor is due to delay at the various signalized intersections. Therefore, intersection LOS with computation of LOS and delay for lane groups and individual movements is used for comparisons of capacity on Route 7 / Route 2. Specific ramp LOS was not conducted for the free flow sections of the ramps as per the Highway Capacity Manual, 2000, Chapter 25.II. Ramp Roadways. The LOS reported for the ramps applies to the ramp terminal intersections and ramp merges and diverges to properly assess the operation of the ramps at the interchange.




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Table II-4 Route 7 / Route 2 Level of Service Summary

Roadway Existing (2006)

ETC1 (2007)

ETC+301 (2037)

AM PM AM PM AM PM Route 7 at Wade Road

Eastbound F (97.9)* D (53.6) F (340.5) F (137.2) F (513.0) F (243.4)

Westbound D (47.6) C (34.5) F (80.7) D (36.9) F (102.6) D (39.1) Northbound C (34.8) F (90.4) C (34.8) F (218.4) D (36.4) F (397.6)

Southbound D (48.1) D (50.8) D (50.1) E (58.6) D (50.7) F (92.7)

Overall E (62.5) E (56.8) F (150.6) F (119.4) F (206.1) F (200.8)Route 7 at I-87 Exit 6 Interchange Eastbound at SB Ramp B (19.2) E (57.2) C (22.2) F (103.9) C (28.3) F (120.6)

Westbound at SB Ramp C (33.8) F (82.3) F (89.3) F (93.6) F (115.9) F (120.3)

Southbound at SB Ramp B (16.5) C (31.3) C (22.8) C (34.6) C (24.7) E (61.6)

Eastbound at NB Ramp D (42.7) E (65.2) F (81.4) E (76.3) F (98.7) E (76.0)

Westbound at NB Ramp C (22.3) E (69.2) E (60.0) F (88.6) F (118.8) F (135.2)Northbound at NB Ramp C (21.8) D (41.1) C (29.9) D (54.5) D (41.1) E (74.9)

Overall D (39.5) F (93.2) E (76.4) F (124.1) F (100.6) F (150.7)Route 2 at Utica Avenue / Latham Farms

Eastbound B (11.1) C (21.5) B (15.6) C (24.0) C (21.9) C (28.0)

Westbound D (35.6) F (102.2) F (173.5) F (198.6) F (381.3) F (374.4)Northbound C (20.8) D (41.9) C (28.6) D (47.7) D (41.9) D (50.5)

Southbound A (9.5) D (37.5) C (25.2) E (60.7) E (68.9) F (130.3)

Overall C (22.8) D (47.7) F (88.0) E (76.7) F (161.0) F (120.1)* Level of Service (Control Delay in seconds per vehicle) 1 Subsequent to the initial analysis, the estimated time of completion for the proposed project was revised to be 2009.

No significant changes in traffic volumes are anticipated during the two year difference between the analyzed and proposed ETC and ETC+30 design years due to the low growth rate of the area and the natural traffic fluctuations of a largely developed urban area, Since a significant traffic volume change predicating changes to level of service and delay are not anticipated, new level of service and delay analyses were not completed for the new ETC and ETC+30 years.




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The level of service and density for the I-87 mainline are summarized in Table II-5.

Table II-5 I-87 Level of Service Summary

Northbound Southbound AM X F (*) 2006

(Existing) PM E (42.6) X AM X F (*) 2007

(ETC) 1 PM E (43.3) X AM X F (*) 2017

(ETC+10) 1 PM F (*) X AM X F (*) 2027

(ETC+20) 1 PM F (*) X AM X F (*) 2037

(ETC+30) 1 PM F (*) X LOS (density in pc/mi/ln) * Segment over capacity X - LOS not calculated for this period 1 Subsequent to the initial analysis, the estimated time of completion for the proposed project was

revised to be 2009. No significant changes in traffic volumes are anticipated during the two year difference between the analyzed and proposed ETC and ETC+30 design years due to the low growth rate of the area and the natural traffic fluctuations of a largely developed urban area, Since a significant traffic volume change predicating changes to level of service and delay are not anticipated, new level of service and delay analyses were not completed for the new ETC and ETC+30 years.

The level of service and density for the Exit 6 northbound exit ramp diverge and southbound entrance ramp merge are summarized in Table II-6. The southbound exit ramp diverge was not analyzed because it is outside of the project limits (approximately 1 km north). The northbound entrance ramp merge was not analyzed because the proposed condition will not alter the geometry of the entrance ramp merge area or weave between this ramp and the Exit 7 northbound exit ramp; therefore, the proposed condition at this location will be the same as the No-Build condition and the project will not affect the I-87 northbound mainline operations. As seen in the table, the merge and diverge operate at LOS E or worse for ETC and both operate at LOS F for ETC+30.




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Table II-6 Exit 6 Ramp and I-87 Merge and Diverge

Level of Service Summary

Northbound Exit Ramp

Southbound Entrance Ramp

AM X F (37.5) 2006 (Existing) PM E (36.4) X

AM X F (38.8) 2007 (ETC) 1 PM E (36.7) X

AM X F (42.2) 2037 (ETC+30) 1 PM F (40.5) X

LOS (density in pc/mi/ln) X - LOS not calculated for this period 1 Subsequent to the initial analysis, the estimated time of completion for the

proposed project was revised to be 2009. Although new traffic analyses were not completed for 2009 (ETC) or 2039 (ETC+30), it is anticipated that conditions would be the same as the no-build LOS conditions that resulted in 2007 and 2037.

II.C.1.j. Non-Standard Features and Other Non-Conforming Features II.C.1.j.(1) Non Standard Features

The following non-standard features exist within the project limits: Route 7

• Stopping Sight Distance – Headlight sight distance for sag curve at Rensselaer Avenue is 83 m. The recommended minimum design standard is 130 m.

• Bridge Roadway Width – Roadway width on existing bridge is 24.5 m. If the bridge were not reconfigured with additional lanes for capacity, the recommended minimum design standard width (based on Table 2-1 of the NYSDOT Bridge Manual) would be 25.5m.

• Travel Lane Width - The minimum existing travel lane width is 3.3 m and the recommended minimum design standard is 3.6 m.

• Superelevation (Horizontal Curve West of Bridge) – The superelevation on the existing horizontal curve west of the bridge, near Friendly’s, does not meet the current recommended design standard. The existing curve is not superelevated (normal crown) and the recommended standard is 1.8%.

• Superelevation (Horizontal Curve East of Bridge) – The superelevation on the existing horizontal curve east of the bridge, near Pizzeria Uno, does not meet the current recommended design standard. The existing curve is superelevated with a reverse crown (2.0%), and the recommended standard is 2.7%.




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• Horizontal Clearance – The existing horizontal clearance for the utility pole at Sta. 6+471, Rt. is 0.3 m. The recommended design standard is 0.5 m without a barrier.

• Pedestrian Accommodations – There are currently no pedestrian accommodations across the bridge structure.

• Pedestrian Accommodations – The existing sidewalks are not continuous throughout the project corridor.

I-87

• Vertical Clearance – The existing minimum vertical clearance is 4.34 m from I-87 SB to the bridge girders. The minimum design standard for roadways that are part of the STRAHNET is 4.9 m.

• Level of Service – The existing level of service for I-87 mainline within the project limits is F/E during the peak hours. The recommended minimum level of service is LOS C. See Table II-5 for level of service data on I-87.

Ramps

• Level of Service – The existing level of service for the Exit 6 ramps is F/E. The recommended minimum level of service is LOS C. See Table II-6 for level of service data.

• Exit 5 Lane Width – Exit 5 has ramps that contain individual lane and shoulder widths which do not conform to standards. However, the existing total width of the ramps (lane(s) and shoulders) in all cases meets or exceeds the Design Criteria. Since the total width of the ramps meets or exceeds the total width standard, the individual lane and shoulder widths are not considered non-standard features.

Intersecting Roadways

• Shoulder Width (Forts Ferry Road) – The existing right shoulder width on Forts Ferry Road is 1.2 m. The existing left shoulder width is 2.0 m. The recommended minimum design standard for urban collectors without curbs and with an ADT over 2,000 vehicles per day is 2.4 m.

• Shoulder Width (Waterford Avenue) – The existing shoulder width on Waterford Avenue is 0.3 m. The recommended minimum design standard for local urban streets without curbs and an ADT less than 400 vehicles per day is 0.6 m.

• Horizontal Curvature (Erin Street) – The existing minimum horizontal curve radius on Erin Street is 60 m and the recommended minimum design standard is 86 m.

• Horizontal Curvature (Utica Avenue) – The existing minimum horizontal curve radius on Utica Avenue is 45.7 m and the recommended minimum design standard is 86 m.




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• Stopping Sight Distance (Utica Avenue) – The existing headlight sight distance for the sag curve on the Utica Avenue approach to Route 2 is 23 m and the recommended minimum design standard is 65 m.

II.C.1.j.(2) Non-Conforming Features

The following non-conforming features exist within the project limits: Route 7

• Curb Type – Mountable or traversable barrier curb is preferred along roadways with 80 km/hr design speeds, as is the case for Route 7. The existing curb type along the Route 7 / Route 2 corridor is barrier curb.

• Level of Service – Route 7 has intersections within the project limits that operate below a LOS D. See Table II-4 and Appendix E for LOS data.

• Superelevation Transition (Horizontal Curve East of Bridge) – The superelevation transition on the existing horizontal curve east of the bridge does not meet the current recommended design standard. Specifically, the existing superelevation transition on the eastbound approach to the horizontal curve east of the bridge, near Pizzeria Uno, is located completely within the horizontal curve. The normally accepted practice states that superelevation transitions should typically be located a minimum of 50% off of the horizontal curve.

• Superelevation Transition (Horizontal Curve East of Bridge) – The superelevation transition on the westbound approach to the existing horizontal curve east of the bridge, near Pizzeria Uno, does not meet the recommended design standard. Specifically, the superelevation transition on the westbound travel lanes at the eastern end of the existing horizontal curve is located with less than 50% of the transition off of the horizontal curve. The normally accepted practice states that superelevation transitions should typically be located a minimum of 50% off of the horizontal curve.

• Clear Zone – Four features along Route 7 / Route 2 are located within the clear zone of the roadway. Three trees are located in the utility strip between 1.0 m and 1.7 m from the front face of curb at Sta. 6+468, lt., Sta. 6+471, lt., and Sta. 6+480, lt.; and a utility pole is located 0.3 m from the front face of curb at Sta. 6+471, rt. These trees, although located outside the minimum horizontal clearance for the roadway, are located within the design clear zone of 3.6 m from the front face of curb (edge of traveled way). The normally accepted practice states that the clear zone should be clear and safe for use by errant vehicles.

Ramps

• Acceleration Lane Length (Exit 5) – The existing Exit 5 northbound entrance ramp acceleration lane has an existing length of approximately 190 m and the recommended minimum design standard is 290 m.




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Intersecting Roadways • Waterford Avenue Design Vehicle Accommodation – A Single Unit truck

traveling east along Route 2 in the rightmost lane and making a right 180 degree turn onto Waterford Avenue will enter the opposing Waterford Avenue lane. The single unit truck will encroach approximately 2.75 m into the eastbound Waterford Avenue travel lane.

II.C.1.k. Safety Considerations, Accident History and Analysis

An accident analysis was originally performed for the project area with a study period from 1/1/98 to 4/30/01. The study limits extend from RM 1027 to RM 1142 on Route 7, and continue along Route 2 (RM 1033 to 1036) between the Northway and the Latham Traffic Circle. The I-87 study limits extend from RM 2036 to 2055. The I-87 study limits had 182 total accidents during the study period. The accident rate was 0.76 acc/mvm (accidents per million vehicle miles), which is less than the statewide average of 2.26 acc/mvm for six lane divided highways. There were 52 total accidents on the section of Route 7 from RM 1027 to 1029. The accident rate for this section is 3.45 acc/mvm, which is less than the average statewide accident rate of 5.07 acc/mvm for four lane divided urban principal arterial highways. Of the 48 accidents with roadway surface condition reported there were 15 accidents on wet pavement (31%) and 4 accidents on snow/ice pavement (8%). There were 188 total accidents on the 0.64 mile PIL (Priority Investigation Location) section of Route 7 evaluated (RM 1029 to RM 1033). The accident rate during the study period was 8.77 acc/mvm, which is greater than the average rate of 5.07 acc/mvm for four lane divided urban principal arterials with free access statewide. There was one accident involving a pedestrian and one accident involving a bicyclist. The pedestrian accident was one of the two fatalities. Of the 180 accidents with roadway surface condition reported, there were 71 accidents on wet pavement (39%) and 8 accidents (4%) on snow/ice pavement. See Appendix F for the Highway Safety Investigation Report. There were 40 total accidents on Route 7 from RM 1133 to 1142, the segment of Route 7 that overlaps the Northway (I-87). The calculated accident rate for this segment is 0.41 acc/mvm, which is less than the average statewide average accident rate of 1.52 acc/mvm for four lane divided urban principal arterial interstate highways. Of the 39 accidents with roadway surface condition reported there were 8 accidents on wet pavement (20%) and 9 accidents on snow/ice pavement (23%). There were 80 total accidents on the 0.48 km section of Route 2 (RM 1033 to RM 1036). The calculated accident rate of 10.16 acc/mvm is greater than the average accident rate of 5.07 acc/mvm for four lane divided urban principal arterial highways. The predominant




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accident types were rear end and turning accidents at the two signalized intersections. There were no accidents involving pedestrians or bicyclists. Of the 74 accidents with roadway surface condition reported there were 14 accidents on wet pavement (19%) and 2 accidents on snow/ice pavement (3%). An update to the accident analysis was performed for the project area with a study period from 1/1/00 to 12/31/02. This analysis confirmed that the accident types, frequency, and/or locations have not changed since the previous study. There were no safety recommendations made for the project at the time of the original accident study or the subsequent accident study update. Refer to Appendix F for the complete accident analysis, including collision diagrams and accident summary tables.

II.C.1.l. Pavement and Shoulder Conditions

Route 7 / Route 2 and the Exit 6 Ramps

The pavement on Route 7 and the Exit 6 ramps is generally in fair condition. As the scope of this project is a bridge replacement, a formal Pavement Evaluation is not warranted. It is anticipated due to the configuration changes proposed for Route 7 / Route 2 and the interchange, the majority of the pavements at the interchange will require reconstruction. The Regional Materials Engineer will be consulted regarding the pavement design selection for the pavement reconstruction that abuts the bridge replacement. An existing typical pavement section of Route 7 across the bridge is included in Appendix C.

I-87 The I-87 northbound and southbound pavement was recently rehabilitated in 2004 through a mill and fill throughout the project limits for the proposed project. There is a proposed capital project (PIN 1721.89) whose scope includes rehabilitation or reconstruction of the existing I-87 pavement from Western Avenue to the Saratoga County Line. The current schedule for this project calls for construction to begin in 2011. Since the I-87 pavement has been recently rehabilitated and there is a scheduled capital project to address the overall condition of the pavement, no investigations into the condition of the I-87 pavement within the project limits is planned for this project.




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II.C.1.m. Guide Railing, Median Barriers and Impact Attenuators Route 7 / Route 2

The bridge currently has a four rail steel bridge railing which transitions into box beam guide rail and cable guide rail along the ramps. Box beam guide rail is also located along the westbound lanes of Route 7 between the Exit 6 southbound exit ramp and Quality Inn driveway. Corrugated beam guide rail is located along the eastbound lanes of Route 7 between the Mobil station and Exit 6 southbound entrance ramp. The bridge rail and guide rail along Route 7 / Route 2 are in good condition.

I-87 The guide rail along I-87 generally consists of cable guide rail. Box beam guide rail is also located around the Exit 6 bridge piers, in the median at the overhead sign structure over the northbound mainline lanes near the Exit 6 northbound exit ramp, and on the approaches to the Exit 5 bridge and ramps. The guide rail along I-87 is in good condition. No median guide railing exists from approximately Sta. 10+400 north through the project limits to approximate Sta. 12+600, just south of Pollack Road and from Sta. 14+000, north of Pollack Road, to approximately Sta. 15+200 where the approach rail to the Twin Bridges over the Mohawk River begins. The median width in this area is less than 22 m. NYSDOT Engineering Directive 05-001 states that median barrier shall be considered for all traversable median locations up to 22 m in width and that each Region should begin to install barrier protection at unprotected locations as part of other project work or as a stand alone safety improvements project.

Exit 6 Ramps

Cable guide rail is located along the left shoulder of the Exit 6 northbound exit ramp. Corrugated beam guide rail is located along the right shoulder of the Exit 6 northbound entrance ramp, the left shoulder of the southbound exit ramp, and along the right shoulder of the southbound entrance ramp and right-turn lane for this ramp on Route 7. Box beam guide railing is located along the left shoulder of the Exit 6 northbound entrance ramp, right shoulder of the southbound exit ramp, and left shoulder of the southbound entrance ramp. The guide rail along the Exit 6 ramps is in good condition.

II.C.1.n. Traffic Control Devices

The intersections along Route 7 / Route 2 are controlled with traffic signals or stop signs. There are four signalized intersections within the project limits. Wade Road at Route 7

This is a fully vehicle actuated signal that was rebuilt in 2004 when two intersections were realigned into one. Left turns from each approach are “protected only”. The




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signal is part of a 4 intersection closed loop system along Wade Road that includes the NYS owned and operated signal at Forts Ferry Road and two Town of Colonie owned & operated signals at the Mall Driveway and Sparrowbush Road. The signals communicate with each other via spread spectrum radio.

I-87 Southbound at Route 7 and I-87 Northbound at Route 7 / Route 2 These two intersections are controlled by a single fully vehicle actuated controller. The signal is also hardwired to the Route 2 / Latham Farms signal to provide an “offset-hold”, which makes it so the eastbound left turns at the I-87 northbound ramp occur at the same time as the eastbound left turns into Latham Farms. The eastbound and westbound left turns are “protected only”.

Route 2 at Utica Ave / Erin Street (Latham Farms) This is a fully vehicle actuated signal with a hardwire connection to the adjacent I-87 signal as described above. The eastbound and westbound left turns are “protected only”.

Existing pavement markings on Route 7 / Route 2, I-87, and the Exit 6 ramps are generally in good condition. The existing traffic signs are generally in fair condition. I-87 Overhead Signs

Deterioration has been identified during routine inspection on the existing overhead sign structure located over the I-87 northbound mainline at centerline station A10+560. The Regional Maintenance Engineer and Regional Structures Engineer have determined the deterioration on the structure warrants replacement of the structure.

The NYSDOT also uses the following Intelligent Transportation System (ITS) technologies on I-87: variable message signs (VMS), closed circuit television surveillance system (CCTV), traffic detection stations (TDS), and fiber optic conduit. These systems are connected to the State Transportation Management Center (TMC) and provide real-time information about traffic in the Capital District. A CCTV camera is located at Exit 6 to view I-87 north of the interchange and a TDS is located on the northbound and southbound lanes between Exit 5 and 6. The fiber optic conduit is part of the Elantic fiber optic conduit system that runs parallel to I-87 along the east edge of the northbound mainline. This conduit is not currently utilized, but is planned to be connected and used when the TMC is moved to the State Police Troop G Headquarters at the George’s Market site on Route 7 west of Exit 6. No permanent VMS are located within the project limits; however, portable VMS have been used in this area.

II.C.1.o. Structures The Route 7 over I-87 bridge is the only bridge within the project limits.




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II.C.1.o.(1) Description (a) BIN 100425-0 (b) Feature carried and crossed - The existing bridge carries Route 7 over I-87. (c) Type of bridge, number of spans, etc. - The existing bridge is a four span, simple

span, multi-girder bridge founded on pile supported reinforced concrete substructures. The abutments are cantilevered stub abutments. The original piers were concrete multi-column (three, 0.914 m (3 ft) diameter columns spaced at 5.994 m (19 ft-8 in) centers). However, in 1995 the original piers were retrofitted to solid stem piers: reinforced concrete support walls were poured between the existing columns from the top of the footing to the underside of the cap beam. The existing span lengths are (from west to east): 13.9 m, 20 m, 20 m, and 18.6m.

(d) Width of travel lanes and shoulders - The existing structure carries two 3.34 m

travel lanes in each direction, two eastbound left turn lanes at 3.55 m and 3.65 m, a 3.34 m westbound left turn lane, and a 0.3 m shoulder in each direction.

(e) Sidewalks - A 0.8 m wide safety walk is located on both sides of bridge. The

existing safety walk is used by pedestrians to cross the bridge. (f) Utilities carried - The existing bridge carries the following utilities:

• National Grid – one, 112.5 mm outside diameter steel conduit • Verizon communication line – twelve, 100 mm outside diameter steel conduit • NYSDOT traffic – two, 100 mm outside diameter steel conduit

II.C.1.o.(2) Clearances (Horizontal/Vertical)

The existing lateral clearance on Route 7 across the bridge is 1.113 m, consisting of a 0.3 m shoulder / curb offset and a 0.813 m safety walk. The existing lateral clearance on I-87 under the bridge is 5.27 m. The existing vertical clearance on I-87 under the bridge is a minimum of 4.34 m, along southbound travel lane, and a maximum of 5.32 m, along northbound travel lane.

II.C.1.o.(3) History & Deficiencies Constructed in 1959, the bridge’s existing structural deficiencies include cracked,and spalled concrete, deteriorated and leaking deck joints at the piers, overextended and frozen bearings, and impact damage to the steel members. The bridge possesses numerous structural deficiencies and needs to be replaced. Although the structure is not currently load posted, the deficiencies in the structure are serious and need to be addressed. Deck joints are cracked and missing seals are allowing water (and salts) to deteriorate concrete at the piers and abutments. The underside of the deck is currently




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planked to prevent concrete debris from the deterioration of the underside of the deck from falling onto I-87 traffic below. The bridge has been struck several times by over height vehicles damaging the northern southbound I-87 fascia beam. Load postings, major repairs, or lane restrictions will be required in the future if the condition of the structure continues to deteriorate. The existing concrete piers and steel bearings were not designed to meet current seismic requirements. Additionally, the configuration of the bridge, four individual simple spans, does not satisfy current design standards with respect to seismic, collision, and overload vulnerability.

II.C.1.o.(4) Inspection A copy of the October 2004 Bridge Inspection Report is included in Appendix G. The inspection concluded the following: (a) Federal Sufficiency Rating: 50 (b) State Condition Rating:

General Recommendation 5 Computed Condition 4.344

(c) Summary of Condition and Inspection Reports and In-Depth Inspection if done: The bridge is part of the New York State Biennial Bridge Inspection Program and receives a routine structural and safety evaluation every two years. The bridge has a General Recommendation of 5 (the best possible rating is 7), a 2004 State Computed Condition Rating of 4.344 (the best possible rating is 7) and a Federal Sufficiency rating of 50 (the best possible rating is 100). The following deficiencies were reported in the 2004 inspection report: Structural Deck – All spans exhibit widespread moderate map cracking with isolated regions of spalling with exposed reinforcement. There is also widespread evidence of leakage in the form of efflorescence staining. As noted above, the underside of the deck is currently planked over the traffic lanes to prevent spalling concrete from landing on the I-87 traffic below. Primary Member – Girders 1, 2, 5 and 7 in span 2 have sustained repeated impact damage over the years. The bottom flanges and webs of these beams have been repeatedly repaired by heat straightening; however, they still remain out-of-plane and dinged at regions of impact. Girder has been impacted the most and is currently 700 mm out-of-plane. Paint - All spans exhibit moderate to heavy flaking and peeling to the webs, bottom flanges, and cover plates throughout the spans.




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Joints – Deck joints exhibit heavy leakage at the curblines and have isolated regions of slightly deformed or missing extrusions. Span 2 is worst with heavy spalling of the header concrete with rebar exposed and an approximately 6 m area of missing extrusion with daylight visible from below. Bearings – Bearings in all spans have moderate to heavy corrosion. Several bearings in span 1, span 2, and span 4 are in over contracted position and most of the expansions bearings at pier 3 are in the over expanded position. Approximately 50 percent of the fixed bearing anchor bolts are severed at pier 2.

II.C.1.o.(5) Restrictions

The existing bridge does not have any posted loading, nor will one be required in the near future. The existing bridge has a posted southbound height restriction of 13’-6” (4.1 m). Vehicles traveling southbound that exceed this height must exit I-87 at Exit 6 / Exit 7 and may re-enter I-87 using the Exit 6 southbound entrance ramp.

II.C.1.o.(6) Future Conditions Although the structure is not currently load posted, the existing bridge will continue to deteriorate at an increasing rate if the deficiencies are not corrected. Minor repairs would only be temporary fixes that will increase in scope and cost as the structure’s service life nears its end. Load postings, major repairs, or lane restrictions will be required in the future as the condition of the structure continues to deteriorate.

II.C.1.o.(7) Waterway There are no bridges within the project limits that cross over a waterway. A Coast Guard jurisdiction checklist is not required.

II.C.1.p. Hydraulics of Bridges and Culverts

There are no bridges within the project limits that cross a stream or drainage channel. There are four stream crossings within the project limits. All other roadway cross culverts carrying highway drainage are considered part of the highway drainage system and are addressed in Section II.C.1.q. of this report. Three of the streams are unnamed tributaries to the Shaker Creek. Two of the unnamed tributaries cross I-87 from east to west at approximately RM 2042 (I-87 centerline stations A&B 9+650± and A&B 9+750±). The southernmost stream crosses under the I-87 northbound mainline in a 1.2 m diameter culvert and under the I-87 southbound mainline in a 1.37 m diameter culvert. The northern streams cross both I-87 mainlines in 1.2 m diameter reinforced concrete pipes. The flows from both stream join on the west side of the




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southbound mainline and become one tributary. The third stream crossing occurs at I-87 RM 2045 (I-87 centerline station A&B 10+200±) and is carried by a 0.9 m diameter reinforced concrete pipe under I-87 southbound and a 0.76 m diameter reinforced concrete pipe under I-87 northbound. All of the culvert pipes associated with these streams are in good condition and there are no hydraulic deficiencies noted for the culverts. The fourth stream is the headwaters of the Delphus kill located at approximate I-87 centerline station A&B 11+380 +/-, and SW ramp station 5+000 +/-. The stream is carried under I-87 northbound and southbound in a 900 mm diameter reinforced concrete pipe. Investigation on the condition of this culvert has identified substantial erosion at the outlet of the existing 900 mm diameter reinforced concrete pipe cross culvert. The outlet is located adjacent to the I-87 southbound mainline and approximately 20 m from the right shoulder of the Route 7 southbound exit ramp. The erosion at the pipe outlet has undermined the existing concrete end section and the highway embankment surrounding the outlet. The stream banks have been heavily eroded and there is extensive erosion of the existing stream channel downstream of the culvert end section. At this time there does not appear to be any danger to the adjacent I-87 ramps and mainlines; although, left uncorrected, potential damage to the existing pipe and end section along with further downstream erosion is expected. Neither a flood plain study nor a detailed hydraulic analysis is required for the four streams. As part of the State Pollution Discharge Elimination System (SPDES) Permit requirements for the project, the potential effects of the proposed project on the existing streams will be investigated.

II.C.1.q. Drainage Systems

II.C.1.q.(1) Type The existing drainage system within the project limits consists of a closed drainage system on Route 7 / Route 2 west of I-87 and east of Erin Street, and an open drainage system of ditches and cross culverts on Route 7 / Route 2 between I-87 and Erin Street, on I-87, and on the Exit 6 ramps. These cross culverts consist of reinforced concrete pipes with concrete headwalls. The drainage systems along Route 7 / Route 2 have been modified and / or added to by adjacent developments and roadway projects subsequent to their original construction. The drainage system on Route 7 / Route 2 has been altered significantly since its original construction. Adjacent developments have altered the original system by either adding onto the existing system at points where the private systems enter or exit the right of way or by changing the existing system along Route 7 / Route 2 to facilitate new access points to the roadway. Drainage alterations have also resulted from the numerous highway and bridge contracts completed on Route 7 / Route 2 and the existing bridge.




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II.C.1.q.(2) Condition/Deterioration

The drainage system within the project limits appears functional. The drainage systems on I-87 and the culverts across Route 7 / Route 2 near the Exit 6 interchange were originally constructed in 1958 and consist of reinforced concrete pipes with concrete headwalls. The typical design life for a concrete pipe in this area is 70 years. The proposed alternatives all require the majority of the existing drainage systems on Route 7 / Route 2 to be completely replaced or substantially altered. Therefore, a complete description of the existing drainage system characteristics and configuration is not warranted and is not included in this report. All elements of the existing drainage system that will remain as part of the proposed project will be inspected and rehabilitated as necessary.

II.C.1.q.(3) Deficiencies/Needs Culverts and drainage structures are filled with silt and debris and require cleaning. Ditch lines have become overgrown and will require re-establishment to enhance positive drainage. It is anticipated that the existing drainage system on Route 7 / Route 2 and on the ramps at the interchange will require major modifications and / or replacement due to the proposed roadway configuration changes proposed by the project. A detailed investigation into the condition, sufficiency, and needs of the existing drainage system will not be completed until final design of the project. However, no significant deficiencies have been identified at this time. As part of the SPDES permit requirements for the project, the potential effects of the proposed project on the existing drainage system will be investigated and documented.

II.C.1.r. Geotechnical Conditions A layer of sand and silt and gravel are found in the vicinity of Shaker Creek and its floodplain. Three soil borings were taken in July 2005 near the existing bridge. These borings confirm the presence of sand, silt and gravel which is approximately 12.2 m thick. The water table was not encountered in any of the soil borings. The soil boring logs are located in Appendix H. There are no unusual soil conditions at the site. A preliminary foundations analysis has been conducted and determined that there will be consolidation and some settlement of the existing soils if the proposed structure were founded on spread footings. Due to this a determination to found the proposed structure on piles has been made. Consolidation and settlement from proposed embankments for new ramps is also expected. In order to determine the time and extent of the potential settlement, additional soil borings are currently being completed. Once the additional soil investigations are complete, the




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potential settlement and its potential affects on the design, construction schedule, and cost will be determined.

II.C.1.s. Utilities There are numerous overhead and underground utilities within the project limits. Utility verification and location of all underground utilities have been performed by Underground Services, Inc. (SoftDig). Table II-7 summarizes all of the utilities within the project limits and their general location and description.

Table II-7 Summary of Existing Utilities

Utility Type Location Overhead on utility poles parallel to Route 7 on north side from Route 7 intersection with Forts Ferry Rd to Rensselaer Ave Underground parallel to Route 7 / Route 2 on north side (Sta. 5+477 to 5+556). Underground carried on north underside of structure (Sta. 5+597 to 6+357). Underground parallel to Route 7 / Route 2 on north side (Sta. 6+272 to 6+518). Additional underground crossings (2) of Route 7 at intersection of Wade Rd Ext. (Sta. 5+558 & 5+583) Existing poles along intersecting roads (Forts Ferry Rd, Rensselaer Ave, Utica Ave, Waterford Ave, & Erin St) Existing overhead crossing of I-87 at Sta. A&B 9+050±.

Overhead and Underground

Electric

Underground electric service to existing light poles on east side of structure along Route 2 north and south sides. 200 mm plastic gas main located parallel to Route 7 / Route 2 under existing EB travel lane, shoulder, or adjacent to road along south side of roadway (Sta. 5+505 to 6+000). Underground main (200 mm plastic or 200 mm metal) continues along south side of Route 7 / Route 2, under I-87 and ramps and along south side of Route 2 / north side of Waterford Ave (Sta. 6+000 to 6+490. 100 mm metal gas main parallel to Rensselaer Ave along west side of roadway. Services to existing houses branch from main. Main branches from 200 mm plastic gas line parallel to south side of Route 7 at Rensselaer Ave. 250± mm gas main running along south side of Forts Ferry Rd parallel to roadway. Main turns east along north side of Route 7 parallel to roadway. Main is located under WB Route 7 travel lanes and ends at Route 7 Sta. 8+970. Test holes show diameter ranging from ± 250 mm to ± 200 mm depending on section 450 mm metal gas main crossing Route 7 at Sta. 5+575±. 200 mm metal gas main crossing Route 7 at Sta. 5+886±.

National Grid

Underground Natural Gas

Existing underground crossing of I-87 at Sta. A&B 9+050±. Time Warner

Cable Overhead

Cable Cable located on existing utilities poles along Forts Ferry Rd, Route 7 between Forts Ferry Rd and Rensselaer Ave on north side of Route 7.




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Table II-7 Summary of Existing Utilities

Utility Type Location Underground duct bank parallel to Route 7 / Route 2 on north side of Route 7 / Route 2 along curb line or north of shoulder (Sta. 5+505 to 6+485. Duct bank carried on structure over I-87. Major underground utility vaults located at Sta. 5+587±, 5+716±, 5+916±, 6+370±, & 6+392±. Underground service running along south side of Route 7 between 678 Troy-Schenectady Road and Rensselaer Ave (Sta. 5+695± lt. to 5+915±, Pole NYT 461-1).

Verizon

Overhead and underground

copper telephone

cable, underground fiber optic Aerial telephone located on existing utilities poles along Forts Ferry Rd, Route 7

between Forts Ferry Rd and Rensselaer Ave on north side of Route 7. Elantic Telecom

Inc., Telcove Underground Fiber Optic Parallel to I-87 east of I-87 NB within R.O.W.

200 mm metal main running parallel to Route 7 under WB travel lanes from intersection of Route 7 and Wade Rd to east of intersection of Route 7 and Rensselaer Ave (Sta. 5+505 ± to 5+970±). Main services hydrants along both sides of Route 7. 405 mm main running parallel to Route 7 / Route 2, under ramps and I-87 from Sta. 5+860 ± to 6+485±. Main branches from north side of Route 7 water main. 300 mm metal water main running parallel to Forts Ferry Rd along north side of roadway. Main joins water line running parallel to Route 7 along north side at intersection of Forts Ferry Rd and Route 7. 405 metal water main crossing Route 7 at Sta. 5+850±. Main connects north and south Route 7 parallel mains. Unknown size metal water main crossing at Sta. 5+925± connecting parallel north and south Route 7 mains. 400 mm main crossing Route 7 at Sta. 6+360±, turning ninety degrees after the crossing on the south side of Route 2 and running north adjacent to the south side of Route 2 (Sta. 6+360± to 6+420±). 300 mm metal water main running along north side of Route 2 from Sta. 5+360± to east of project limits. Main located under or just north of existing curb line. Unknown size metal water main running down middle of Erin St teeing from 300 mm north Route 2 parallel main.

Latham Water District

Municipal Water

Misc. water main appurtenances such as valves and hydrants throughout the project limits.

Town of Colonie Pure Waters

Sanitary Sewer

Sanitary sewer system elements (manholes and pipes) exist at various locations within the project limits. The complete system has not been mapped at this time, but preliminary investigations have identified the intersection of Route 7 and Rensselaer Ave and the areas east and west of Rensselaer Ave as the primary locations where sanitary sewer elements are located with the project limits.

II.C.1.t. Railroads

There are no railroads in the vicinity of this project.




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II.C.1.u. Visual Environment The existing visual resources have been analyzed in accordance with the NYSDOT Visual Resource Analysis Procedure contained in NYSDOT’s Engineering Instruction (EI) 02-025 and Engineering Bulletin (EB) 03-052. The main project area type is urban commercial. The primary land use is commercial on rolling terrain. The primary visual elements of the project include the Route 7 / Route 2 highway corridor (including adjacent structures), the Route 7 bridge and associated highway and bridge features, the I-87 corridor, the two major highway signalized intersections at Wade Road and Utica Avenue / Erin Street (Latham Farms), and the vegetation within and adjacent to Route 7 / Route 2. Views of I-87, Route 7 bridge, Latham Farms, and Latham Center are dominant within the eastern and central portions of the project. The intersection of Route 7 and Wade Road is the dominant view at the westernmost portion of the project corridor. West of the interchange, the visual corridor is generally contained by commercial development and undeveloped woodland along the southern side of Route 7. East of the interchange, commercial development on the north side and residential development on the south side of Route 7 / Route 2 contain the corridor views. The residential properties on the side streets are visible from the corridor, but they do not abut the Route 7 / Route 2 right-of-way. The vegetation present is typical of a suburban commercial development. Recently planted street trees and shrubs exist in front of and within the developed properties. The I-87 corridor consists of three 3.6 m wide travel lanes with two varying width shoulders. A grass median separates the southbound and northbound lanes. The Exit 6 ramps have an existing lane width varying between 3.6 m and 4.2 m with varying width shoulders. Natural vegetation is growing along I-87. An open drainage system carries highway runoff to one of the streams within the project limits. The project location, physical characteristics of the corridor, and the scale and type of the development has an affect on the number of people that will view the project corridor. The main viewer groups related to this project are:

• Highway Users of Route 7 / Route 2 and I-87 (commuters, tourists, pedestrians, and bicyclists)

• Residents adjacent to the corridor • Employees / Patrons of the various businesses within the corridor

The views within the Route 7 / Route 2 corridor are limited, due to vegetation, topography, and commercial and residential development. The views become more expansive at the interchange when looking north and south along I-87. Large stands of common reed (Phragmites australis) are growing along I-87, in the existing ditches and on the embankments of the structure. The majority of the invasive plant species will be removed during the construction of the project.




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Visual Character

A viewer's understanding or cognition of the view is based on the visual character, or the relationship of the objects in the view. The attributes of visual character include pattern elements (line, form, color and texture) and pattern character (dominance, scale, diversity and continuity). Visual character is a measure of how a view is seen and does not relate to the viewer’s preferences. These attributes are used to assess the project’s compatibility with the existing visual setting. The visual character of the project area is primarily defined by the lines, forms, colors, textures man-made objects associated with suburban commercial development and the strong lines and forms of multi-lane highways and highway-related features. Patterns of vegetation are sporadic and spread through out the visual environment. Adjacent buildings and parking lots are large in scale and there is no real continuity of architectural shapes or types. There are no dominating visual features in the foreground, middle ground or distant views from the road.

Visual Quality The viewer’s enjoyment of a view, or interpretation of the visual experience, is based on the visual quality of the view. Attributes used to rate visual quality of a visual setting are vividness, intactness and unity. Vividness, or the memorability of the visual environment, is low. Views of the road and from the road are similar to many other areas of commercial development in and around the Capital District. There are no distinguishing features for motorists exiting or entering I-87 from Route 7 or Route 2. Intactness, or the integrity of the visual order in the man-made or natural environment, is low to moderate as a result of the mixture of views of different sizes and shapes of buildings and parking lots. Intervening vegetation in the view of the adjacent land use assists with improving the intactness of the area. Unity, or the visual composition of coherent, harmonious visual patterns, is low to moderate. The lines, forms, colors and textures of the various man-made elements in the visual environment vary and are not consistent or coherent. The overall visual quality of the project area is low to moderate.

II.C.1.v. Provisions for Pedestrians and Bicyclists

Route 7 / Route 2

There are limited sidewalks within the project area. They are located at the eastern and western limits and are not contiguous through the project limits. However, paths have




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been worn along the sides of Route 7 / Route 2 throughout the project area indicating that pedestrians use this route. There are existing crosswalks and pedestrian buttons for all four approaches to the Route 7 / Wade Road intersection. There is also a crosswalk and pedestrian button on the Route 2 eastern approach to the Route 2 / Erin Street intersection. There are no existing pedestrian crossings on Route 7 / Route 2 between Wade Road and Erin Street. Pedestrians must currently use the ±0.8 m wide safety walks to cross the Route 7 bridge over I-87. The width of the safety walk does not meet the recommended standard sidewalk width of 1.525 m. A figure of the existing pedestrian facilities on Route 7 / Route 2 is included in Appendix C. Several businesses along the Route 7 / Route 2 corridor generate pedestrian traffic including the Capital Region Health Park at the corner of Route 7 and Wade Road, Latham Retail Center, and Latham Farms. In addition, residential properties are located off of Forts Ferry Road, Rensselaer Avenue, Utica Avenue, and Waterford Avenue. A pedestrian generator checklist is included in Appendix I. CDTC developed a Pedestrian Accommodations Index to evaluate the “friendliness” of intersection to pedestrians throughout the Capital District. The index ranges from A to F with level A representing the highest level of pedestrian accommodation and level F representing the lowest level of pedestrian accommodation. The Town of Colonie’s NY 7 / NY 2 Corridor Transportation and Land Use Study scored three intersections within the project limits. The Route 7 / Wade Road intersection received an index score of B while the Route 7 / I-87 Exit 6 ramp intersections both received an index score of E. The Study recommends the following action items:

• Pursue pedestrian improvements between transit stops and major service areas to better serve transit riders and reinforce the transit trunk service.

• Improve pedestrian accommodations at street crossings where partial crossings currently exist, at a minimum include Vly Road, British American, Mill Road, Exit 6, Latham Farms, and Herbert Road.

• Provide well defined ADA compliant crosswalks, with street print, pedestrian count down timers and street lighting for better nighttime visibility.

• Fill gaps in existing sidewalk system by providing sidewalks in the vicinity of Exit 6 (as part of the Exit 6 project) and on both sides of Route 2 between Exit 6 and the Latham Circle Mall.

Two bus routes travel through the project area and stop along Route 7 / Route 2 and at Latham Farms. The project has been coordinated with the Capital District Transportation Authority (CDTA) and the Capital District Transportation Committee (CDTC) to address pedestrian accommodations related to the following mass transit needs:




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• Additional pedestrian accommodation along Route 2 between the Erin Street / Utica Avenue intersection and the Latham Circle would allow additional bus stops to service the Latham Circle Mall and Latham Farms and eliminate the need for the existing buses to travel off the Route 2 mainline and stop in Latham Farms and the Latham Circle Mall.

• CDTA and CDTC identified the need for bus stops along Route 2. Without additional pedestrian accommodations, the introduction of those new bus stops would not be possible.

• Pedestrian accommodations along Route 7 / Route 2 between Wade Road and Erin Street (Latham Farms) to better service the existing bus stops located on Route 7 at the intersection of Route 7 and Rensselaer Avenue.

• An additional Route 7 / Route 2 pedestrian crossing accommodation to service the two existing bus stops located on opposite sides of Route 7.

• CDTA stated they do not want to include the construction of bus turn outs or shelters at any of the existing bus stops within the project limits.

• CDTA and CDTC stated there is a possibility of including a new bus stop eastbound on Route 2 just east of the Route 2 / Utica Avenue intersection to better service Latham Farms.

Bicyclists on Route 7 / Route 2 are currently accommodated by riding within the outside travel lane. There is no bike path within the project limits. Bicyclists are currently accommodated on 4.2 m wide travel lanes along Route 7 between Wade Road and the Exit 6 bridge over I-87. They are accommodated on a 300 mm shoulder over the existing bridge and on shoulders ranging in width from 2.1 m to 3.0 m between the bridge and Erin Street (Latham Farms). East of the Route 2 / Erin Street intersection, bicyclists are accommodated in the 3.6 m travel lanes on Route 2. The Town of Colonie’s NY 7 / NY 2 Corridor Transportation and Land Use Study also scored bicycle level of service within the project limits. The criteria are similar to those used for pedestrian accommodations. Route 7 between Wade Road and the Exit 6 southbound ramps received an index score of E for eastbound traffic and D for westbound traffic. Route 7 / Route 2 between the Exit 6 southbound ramps and Erin Street received an index score of D in both directions. These scores are the same throughout the entire Route 7 / Route 2 corridor included in the Town of Colonie study. Accident analyses were performed for the project area covering a study period from 1/1/98 to 12/31/02. The study limits extend from RM 1027 to RM 1142 on Route 7, and continue along Route 2 (RM 1033 to 1036) between the Northway and the Latham Traffic Circle. The studies found that during this five year period, only one accident involving a pedestrian and one accident involving a bicyclist occurred within the project limits, indicating that these were isolated incidents and there is no pattern of pedestrian accidents within the corridor.




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I-87 Pedestrians and bicyclists are not allowed on I-87 or the Exit 6 ramps.

II.C.1.w. Planned Development for Area

Typical residential, commercial, and industrial development is expected to continue in the areas surrounding the project. However, most of the available land within and surrounding the project limits is currently developed. In the short term there are several developments currently being proposed within the project limits. An overview of the developments and the proposed schedule are as follows:

• Proposed retail development at 650 Troy Schenectady Road – Currently there is a

proposal before the Town of Colonie Planning Department proposing a small retail development along the south side of Route 7 just to the west of the Route 7 / Rensselaer Avenue intersection (currently part of the property at 686 Troy-Schenectady Road). The planned development’s access will be from Route 7 and the access will be limited to right in, right out only. The driveway to the parcel is currently proposed to allow for additional access to potential developments to the south of the parcel. The schedule for this project is not known at this time.

• Proposed development located at the south end of Rensselaer Avenue – There are currently tentative plans to develop the undeveloped land located at the southern end of Rensselaer Avenue. Concept plans have been submitted for approval to the Town of Colonie for this development. Coordination with the Town of Colonie and NYSDOT will be required as this project evolves.

• Redevelopment of existing Medical / Dental property located at 694 Troy Schenectady Road – Consultations with the Town of Colonie have identified this parcel as having the potential of redevelopment into a retail / restaurant space. The existing access is not to / from Route 7, and redevelopment is not anticipated to affect the Exit 6 project. Due to the parcel’s proximity to the Route 7 / Wade Road intersection, it is unlikely access to Route 7 will be proposed or approved as part of the redevelopment.

• Redevelopment of 760 Troy Schenectady Road (George’s Market) – The State of New York is in the process of acquiring this parcel for the future relocation of the State Police Troop G Headquarters from its current location in Loudonville. In addition to the State Police, there are plans to relocate the NYSDOT Transportation Management Center (TMC) to this location. The NYSDOT TMC operates the Intelligent Transportation Systems (ITS) throughout the Capital Region. There are currently plans to link the TMC throughout the Capital Region using fiber optic conduits located along the I-87 corridor. The existing conduits were installed under a pervious permit contract and are located along the east side of I-87 throughout the limits of the Exit 6 project. Coordination of the proposed Exit 6 project with the planned development being managed by the State Office of General Services will be required in order to provide a communications link between the existing fiber optics




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conduit along I-87, the new State Police Troop G Headquarters, and NYSDOT TMC.

II.C.1.x. System Elements and Conditions

This project is a bridge replacement project necessitated by deficiencies in the existing Route 7 bridge over I-87 and traffic operations on the project area roadways. The project is not related to any other existing transportation problems in the area of the region. This section of Route 7 / Route 2 serves as a link between Schenectady, Watervliet, and Troy along with connection to Interstate 87 and areas north and south. As such, this route is used for commuters and the transport of goods and services. Any improvement in mobility as a result of this project along this corridor would greatly improve the flow of goods and services to and from these areas. The system mobility will not be adversely affected as a final result of this project; however, during construction minor and temporary delays can be expected during peak hour traffic periods. An existing NYSDOT bridge replacement project (D260210 / PIN 1721.78) is currently underway at I-87 over Watervliet-Shaker Road (I-87 Exit 5). This project will be completed prior to the start of the construction for this project. Improvements to the interchange, including longer deceleration lanes on I-87 northbound and resurfacing Watervliet-Shaker Road, will increase safety for traffic utilizing Exit 5 during the construction of the Exit 6 project. There is currently a project (PIN 1721.89) whose scope is to rehabilitate or reconstruct the existing I-87 pavement within Albany County. At this time, the scope of the project has not been determined. The project is scheduled to be constructed starting in 2011. It is not anticipated that the replacement of the Route 7 bridge over I-87 will affect the I-87 rehabilitation / reconstruction project.

II.C.1.y. Environmental Integration The Town of Colonie’s NY 7 / NY 2 Corridor Transportation and Land Use Study identified the creation of a gateway to the corridor from I-87 though the use of a landscaped, raised median from Exit 6 to Wade Road as a means to improve the overall character of the corridor. Raised medians, with low planting or other appropriate landscaping, would soften the visual character that is currently dominated by large expanses of pavement in this area. The creation of enhanced landscaping and a roadside buffer made of trees, shrubs, and other vegetation should be encouraged. A consistent continual tree line would add order and clarity to the roadside. Other possible aesthetic




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improvements include the removal of sign clutter, minimizing parking close to the road, and placing power lines and other utilities underground. Illustrated design standards and guidelines should be established for all commercial and mixed use zoning districts that encourage or require that certain design elements are addressed as new development, or substantial altering of existing structures are reviewed and approved. Design standards and guidelines should address site organization, site design, and architecture.

II.C.2. Needs II.C.2.a Project Level Needs

II.C.2.a.(1) Pavement Needs

Route 7 / Route 2 and Exit 6 Ramps

The pavement on Route 7 and the Exit 6 ramps is generally in fair condition. It is anticipated due to the substantial configuration changes proposed for Route 7 / Route 2 and the interchange, the majority of the pavements at the interchange will require reconstruction.

I-87 The I-87 northbound and southbound pavement was recently rehabilitated in 2004 through a mill and fill throughout the project limits for the proposed project. There is a proposed capital project (PIN 1721.89) whose scope is to rehabilitate or reconstruct the existing I-87 pavement from Western Avenue to the Saratoga County Line. The current schedule for this project calls for construction to begin in 2011. Since the pavement has been recently rehabilitated and there is a capital project scheduled to address the overall condition of the pavement, no I-87 pavement needs are identified for this project. The proposed deceleration and acceleration ramps along I-87 require a design which will be compatible with the existing pavement and the potential treatment for the upcoming I-87 project.

II.C.2.a.(2) Safety Needs

The existing bridge has a posted southbound height restriction of 13’-6” (4.1 m). Vehicles traveling southbound that exceed this height must exit I-87 at Exit 6 / Exit 7 and may re-enter I-87 using the Exit 6 southbound entrance ramp. The proposed project is necessary to address the existing vertical clearance deficiencies of the bridge over the I-87 southbound travel lanes.




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In general, the accident rates are less than the statewide average rates for similar type roadways. However, there is a 0.64 km PIL section of Route 7 within the project limits. Although, there were no safety recommendations made for the project at the time of the accident study, the accident rate in the PIL section during the study period was 8.77 acc/mvm, which is greater than the average rate of 5.07 acc/mvm for four lane divided urban principal arterials with free access statewide. Deterioration has been identified during the routine inspection of the existing overhead sign structure located over the I-87 northbound mainline at centerline station A10+560. The Regional Maintenance Engineer and Regional Structures Engineer have determined the deterioration warrants replacement of the structure.

II.C.2.a.(3) Bridge Structural Needs The proposed project is necessary to address existing bridge structural deficiencies. The structural deficiencies include cracked and spalled concrete, deteriorated deck joints at pier, section loss, and rusting of the steel members. The bridge possesses numerous structural deficiencies and needs to be replaced. Although the structure is not currently load posted, the deficiencies in the structure are serious and need to be addressed. Deck joints are cracked and missing seals are allowing water (and salts) to deteriorate concrete at the piers and abutments. The bridge has been struck several times by over height vehicles damaging the northern southbound I-87 fascia beam. Load postings, major repairs, or lane restrictions will be required in the future if the condition of the structure continues to deteriorate. Refer to Section II.C.1.o. for additional descriptions of the identified bridge deficiencies. The project’s objectives include maintaining the bridge as a functional infrastructure element and providing a 75-year unposted service life. The existing concrete piers and steel bearings were not designed to meet current seismic requirements. Additionally, the configuration of the bridge, four individual simple spans, does not satisfy current design standards with respect to seismic, collision, and overload vulnerability. Minor repairs would not satisfy the project’s needs and objectives. In addition, rehabilitation would not be an economic solution. The existing bridge will continue to deteriorate at an increasing rate if the deficiencies are not corrected. Minor repairs would only be temporary fixes that will increase in scope and cost as the structure’s service life nears its end. Although the structure is not currently load posted, the deficiencies need to be addressed. Implementation of the proposed project would provide a bridge that complies with current design standards.




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II.C.2.a.(4) Capacity Needs Route 7 / Route 2

Based on the current traffic projections, capacity deficiencies are expected at the major intersections in the project area if no improvements are made. The estimated growth rate for the Exit 6 interchange is relatively small at 0.5% per year. Although the interchange and surrounding intersections during the existing 2006 year operate between LOS C and EF, by the estimated time of completion (ETC) of the project (2009), those same levels of service are projected to degrade to between LOS D E and EF. By the design year of the project (2039), the majorityall of the intersections at and surrounding the interchange are projected to function at LOS F. Observing the projected traffic volume growth rate and the LOS degradation, it can be inferred that the majorityall of the intersections at and surrounding the interchange will likely function at LOS F soon after the ETC (2009) for the project. Level of service F represents the worst traffic condition (typically stop and go progression, low speeds, intersection delays, and high congestion). See Section II.C.1.i. for a detailed description of the level of service analysis for the project. Operation needs on Route 7 / Route 2 and the Exit 6 ramps are evident. Meeting these needs will provide an improved level of service and additional safety within the project area. These include:

• Additional storage and turn lanes for westbound Route 7 / Route 2 traffic turning left onto I-87 southbound.

• Additional storage for eastbound Route 7 traffic turning left onto I-87 northbound.

• Improved access control along Route 7 / Route 2 within the project limits. • Additional turn lane for westbound Route 7 traffic turning left onto Wade

Road southbound. • Signal coordination throughout the project limits to improve traffic flow by

interconnecting adjacent signals and traffic detection. Without satisfying these traffic capacity needs, the unacceptable levels of service will only continue to worsen as the area expands and develops. The Town of Colonie’s NY 7 / NY 2 Corridor Transportation and Land Use Study has identified the following transportation needs / actions with respect to capacity at the Exit 6 interchange:

• The Study reaffirms the need to improve Exit 6 which is currently being designed by the NYSDOT.




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• Signal coordination and other ITS technologies to maximize the capacity and efficiency of through traffic.

I-87

The capacity of I-87 within the project limits is presently near its maximum and below standard for an urban interstate. At times during peak flow, the existing northbound and southbound sections of I-87 function at LOS E. However, at ETC and beyond, the I-87 northbound section is projected to function at LOS F, and the southbound section of I-87 will still function at LOS E. By the design year of the project (ETC+30), both of the I-87 mainlines are project to function at LOS F.

In addition, the Exit 6 southbound entrance ramp merge operates at a LOS F under existing conditions during the AM peak hour and is anticipated to continue operating at the level of service during the AM peak hour. The northbound exit ramp diverge is forecast to operate at a LOS F during the PM peak hour by ETC+30. See Section II.C.1.i. for a detailed description of the level of service analysis for the ramps.

II.C.2.a.(5) Environmental Needs

The Town of Colonie’s NY 7 / NY 2 Corridor Transportation and Land Use Study has identified the following environmental needs to provide opportunities to enhance the visual appeal of the project area:

• Encourage the creation of a “green roadway” through enhanced landscaping, roadside buffer made of trees, shrubs, and other vegetation. A consistent continual tree line adds order and clarity to the roadside. The type of landscaping in place at the Route 7 / Albany Shaker Road intersection should be used as the model for the corridor. Other good examples include the Jiffy Lube west of Wade Road, Broadway in Saratoga Springs, and Route 50 / Northline Road.

• Other possible aesthetic improvements include the removal of sign clutter, minimizing parking close to the road, and placing power lines and other utilities underground.

II.C.2.b Area or Corridor Level Needs II.C.2.b.(1) Modal Interrelationship

Several bus routes are located within this corridor. Anticipated incremental improvements in traffic flow along the project limits will serve to benefit mass transit.




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The project has been coordinated with the Capital District Transportation Authority (CDTA) and the Capital District Transportation Committee (CDTC). The following mass transit needs were identified:

• Additional pedestrian accommodation along Route 2 between the Erin Street / Utica Avenue intersection and the Latham Circle would allow additional bus stops to service the Latham Circle Mall and Latham Farms and eliminate the need for the existing buses to travel off the Route 2 mainline and stop in Latham Farms and the Latham Circle Mall.

• CDTA and CDTC identified the need for bus stops along Route 2. Without additional pedestrian accommodations, the introduction of those new bus stops would not be possible.

• Pedestrian accommodations along Route 7 / Route 2 between Wade Road and Erin Street (Latham Farms) to better service the existing bus stops located on Route 7 at the intersection of Route 7 and Rensselaer Avenue.

• An additional Route 7 / Route 2 pedestrian crossing accommodation to service the two existing bus stops located on opposite sides of Route 7.

• CDTA stated they do not want to include the construction of bus turn outs or shelters at any of the existing bus stops within the project limits.

• CDTA and CDTC stated there is a possibility of including a new bus stop eastbound on Route 2 just east of the Route 2 / Utica Avenue intersection to better service Latham Farms.

The Town of Colonie’s NY 7 / NY 2 Corridor Transportation and Land Use Study recommends the following action items:

• Coordinate with CDTA regarding infrastructure improvements including stop locations, shelters, and pedestrian improvements.

• Pursue pedestrian improvements between transit stops and major service areas to better serve transit riders and reinforce the transit trunk service.

II.C.2.b.(2) System Needs

Route 7 / Route 2 is an essential element between Schenectady and points east and north. Route 7 / Route 2 is a vital link in the delivery of goods and services and the truck volume is high within the project limits. The proposed project will not significantly change the existing roadway system. The resolution of the needs outlined in Section II.C.2. will compliment the existing roadway system.

II.C.2.b.(3) Mobility Needs Congestion in this location affects the traffic along the adjoining local roads as well as nearby Route 9 and I-87. Access management and reconfigured intersection designs




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will be evaluated during Final Design to improve mobility needs along the Route 7 / Route 2 corridor. The Town of Colonie’s NY 7 / NY 2 Corridor Transportation and Land Use Study has identified the following needs to be considered within the project limits:

• Opportunities for roundabouts should be explored at other Route 7 intersections including Old Niskayuna Road, British American Boulevard, Mill Road, Latham Farms, and Sunset Drive.

• Pursue access management improvements as part of future development projects, and retrofit improvements to existing projects.

• Pursue right in, right out access to / from future development. • In the short term, pursue raised medians in three areas of the corridor – 1) west

of the Latham Circle, 2) between Exit 6 and Wade Road, and 3) between Vly Road and British American Boulevard. In the long term, pursue raised medians near Mill Road and along Route 7 for the entire corridor.

• Explore feasibility of creating a north-south local road underpass on the west side of the Exit 6 interchange project as part of the NYSDOT bridge project.

• As property develops, provide an access road between Sunset Lane and Utica Avenue on the south side of Route 2.

• Pursue internal site access between the existing Latham Retail Center and the developable land fronting on Forts Ferry Road.

• Implement additional channelization improvements on Forts Ferry Road, where it transitions from one-way to two-way travel.

• Provide a roadway connection east of Wade Road and south of Route 7 connecting Rensselaer Avenue and Wade Road.

II.C.2.b.(4) Social Demands and Economic Development

The Town of Colonie’s NY 7 / NY 2 Corridor Transportation and Land Use Study - December 2005 (see Appendix J for the executive summary) noted that capacity improvements were needed at the Exit 6 Interchange with Route 7. Possible zoning changes were also proposed. These proposed land use changes along with access management were modeled on the existing and proposed transportation network. The proposed model had less traffic volume and congestion along Route 7 than the existing model. This was in part because of the interconnection of properties as a result of the proposed access management. The specific recommendations made as part of the NY 7 / NY 2 Corridor Transportation and Land Use Study for system improvements within the project limits can be found in subsections of Section II.C.2. In the short term there are several developments currently being proposed within the project limits. An overview of the developments and the proposed schedule are as follows:




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• Proposed retail development at 650 Troy Schenectady Road – Currently there is a proposal before the Town of Colonie Planning Department proposing a small retail development along the south side of Route 7 just to the west of the Route 7 / Rensselaer Avenue intersection (currently part of the property at 686 Troy-Schenectady Road). The planned development’s access will be from Route 7 and the access will be limited to right in, right out only. The driveway to the parcel is currently proposed to allow for additional access to potential developments to the south of the parcel. The schedule for this project is not known at this time.

• Proposed development located at the south end of Rensselaer Avenue – There are currently tentative plans to develop the undeveloped land located at the southern end of Rensselaer Avenue. Concept plans have been submitted for approval to the Town of Colonie for this development. Coordination with the Town of Colonie and NYSDOT will be required as this project evolves.

• Redevelopment of existing Medical / Dental property located at 694 Troy Schenectady Road – Consultations with the Town of Colonie have identified this parcel as having the potential of redevelopment into a retail / restaurant space. The existing access is not to / from Route 7 and redevelopment is not anticipated to affect the Exit 6 project. Due to the parcel’s proximity to the Route 7 / Wade Road intersection, it is unlikely access to Route 7 will be proposed or approved as part of the redevelopment.

• Redevelopment of 760 Troy Schenectady Road (George’s Market) – The State of New York is in the process of acquiring this parcel for the future relocation of the State Police Troop G Headquarters from its current location in Loudonville. In addition to the State Police, there are plans to relocate the NYSDOT Transportation Management Center (TMC) to this location. The NYSDOT TMC operates the Intelligent Transportation Systems (ITS) throughout the Capital Region. There are currently plans to link the TMC throughout the Capital Region using fiber optic conduits located along the I-87 corridor. The existing conduits were installed under a pervious permit contract and are located along the east side of I-87 throughout the limits of the Exit 6 project. Coordination of the proposed Exit 6 project with the planned development being managed by the State Office of General Services will be required in order to provide a communications link between the existing fiber optics conduit along I-87, the new State Police Troop G Headquarters, and NYSDOT TMC.

II.C.2.c Transportation Plans

This project is part of the Capital District Transportation Committee Area Plan and is on its Transportation Improvement Plan (TIP# A198).




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Plans to improve capacity on I-87 are currently not included in the Department’s proposed capital project (PIN 1721.89) whose scope is to rehabilitate or reconstruct the existing I-87 pavement. This project is currently scheduled to be constructed in 2011. Although this upcoming transportation project will not increase capacity on I-87, the Exit 6 project included planning so that improvements made to Exit 6 would not preclude future improvements on I-87. An extensive transportation study was conducted as part of the Exit 6 project during preliminary design to determine the minimum bridge opening and configuration necessary to accommodate future improvements to I-87. The necessary bridge opening to accommodate the following possible I-87 improvement scenarios were investigated:

• The addition of one travel lane on I-87 in each direction (northbound and southbound).

• The addition of one separated directional lane on I-87 in each direction (northbound and southbound).

• The addition of a separated two reversible lane configuration in addition to keeping the existing three mainline lanes on I-87 in each direction (northbound and southbound).

• The addition of light rail in combination with any of the above I-87 improvements. An economic bridge configuration was developed for this project utilizing a center pier and asymmetrical spans to allow for all of the possible I-87 improvements listed above. Standard lane and shoulder widths were used to establish the minimum required structure opening. An I-87 Multimodal Corridor Study was conducted from January 2003 through August 2005 with limits from the Tappan Zee Bridge to Montreal. See Appendix K for the Corridor Study Executive Summary. This project meets the goals and objectives of the study, which are:

1. Protect and enhance the environment and quality of life. 2. Enhance person and goods movement and intermodal operations. 3. Support sustainable growth and economic development. 4. Promote safety and security.

This project also meets the goals and objectives of the Town of Colonie’s NY 7 / NY 2 Corridor Transportation and Land Use Study.




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II.D. PROJECT OBJECTIVES Primary Project Objectives

1. Eliminate deficiencies in the existing bridge structure to provide a minimum 75 year unposted service life.

2. Provide at least the AASHTO and STRAHNET system minimum vertical clearance for Route 7 over I-87 (Northway).

3. Correct existing pavement deficiencies and restore the structural integrity of the pavement to provide a useful service life of 20 years using cost effective pavement treatments having low life cycle costs.

4. Correct existing sidewalk deficiencies, provide pedestrian access where currently missing, and make pedestrian facilities ADA compliant.

Secondary Project Objectives

5. Provide incremental traffic operational and safety improvements at the Route 7 and

I-87 (Northway) interchange (Exit 6 and the Route 7 / Route 2 roadway segments east and west of the interchange) consistent with the bridge improvements and based on NYSDOT’s and CDTC’s adopted congestion management practices, and the Town of Colonie’s Master Plan for the project area.

6. Allow for future expansion or rehabilitation of the I-87 corridor by maintaining

areas adjacent to the existing I-87 mainlines that are unrestricted by the Route 7 bridge opening width.

7. Minimize adverse social, economic, and environmental effects where possible and

provide compensation for those unavoidable effects. 8. Coordinate the project with the Town of Colonie’s NY 7 / NY 2 Corridor

Transportation and Land Use Study – December 2005.

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