appendix s: pavement evaluation§ g road (also called hospital road): g road from the crooked hill...

APPENDIX S: PAVEMENT EVALUATION Pavement Evaluation Treatment Selection Report (PETSR)

Pavement Type Selection Analysis (PTSA)

DESIGN REPORT /

DRAFT ENVIRONMENTAL IMPACT STATEMENT

PINs 0339.12, 0339.13 Long Island Truck-Rail Intermodal Facility

Town of Islip Suffolk County

April 2007

APPENDIX S PAVEMENT EVALUATION

U.S. Department of Transportation Federal Highway Administration

NEW YORK STATE DEPARTMENT OF TRANSPORTATION ELIOT SPITZER, Governor Astrid Glynn., Acting Commissioner

Long Island Truck-Rail Intermodal Facility i April 24, 2007

TABLE OF CONTENTS

COVER PAGE

TABLE OF CONTENTS ................................................................................................................... I

SECTION I. PAVEMENT EVALUATION TREATMENT SELECTION REPORT (PETSR)

1.0 BACKGROUND ...............................................................................................................1-1

2.0 COLLECTION AND REDUCTION ..................................................................................2-1

3.0 PAVEMENT EVALUATION.............................................................................................3-13.1 Roadway History...................................................................................................3-1

3.1.1 Crooked Hill Road.....................................................................................3-13.1.2 G Road......................................................................................................3-23.1.3 LIE North Service Road............................................................................3-23.1.4 Ramp CHA to Northbound Sagtikos Parkway..........................................3-23.1.5 Ramp E from Northbound Sagtikos Parkway...........................................3-23.1.6 Ramp B.....................................................................................................3-23.1.7 Ramp Q ....................................................................................................3-2

3.2 Pavement Condition Summary.............................................................................3-23.2.1 Crooked Hill Road, Section A...................................................................3-33.2.2 Crooked Hill Road, Section B...................................................................3-33.2.3 G Road from C Road to Crooked Hill Road .............................................3-33.2.4 LIE North Service Road............................................................................3-43.2.5 Ramp CHA to the Northbound Sagtikos Parkway ...................................3-43.2.6 Ramp E from the Northbound Sagtikos Parkway ....................................3-43.2.7 Ramp B.....................................................................................................3-43.2.8 Ramp Q ....................................................................................................3-4

3.3 Pavement Foundation...........................................................................................3-53.3.1 Crooked Hill Road.....................................................................................3-53.3.2 G Road......................................................................................................3-53.3.3 LIE North Service Road............................................................................3-53.3.4 Ramp CHA to the Northbound Sagtikos Parkway ...................................3-53.3.5 Ramp E from the Northbound Sagtikos Parkway ....................................3-53.3.6 Ramp B.....................................................................................................3-5

Pavement Evaluation Report Table of Contents

Long Island Truck-Rail Intermodal Facility ii April 24, 2007

3.3.7 Ramp Q ....................................................................................................3-53.4 Drainage................................................................................................................3-5

3.4.1 Crooked Hill Road.....................................................................................3-53.4.2 G Road......................................................................................................3-63.4.3 LIE North Service Road............................................................................3-63.4.4 Ramp CHA to the Northbound Sagtikos Parkway ...................................3-63.4.5 Ramp E from the Northbound Sagtikos Parkway ....................................3-63.4.6 Ramp B.....................................................................................................3-63.4.7 Ramp Q ....................................................................................................3-6

3.5 Maintenance .........................................................................................................3-63.5.1 Crooked Hill Road.....................................................................................3-63.5.2 G Road......................................................................................................3-63.5.3 LIE North Service Road............................................................................3-63.5.4 Ramp CHA to the Northbound Sagtikos Parkway ...................................3-73.5.5 Ramp E from the Northbound Sagtikos Parkway ....................................3-73.5.6 Ramp B.....................................................................................................3-73.5.7 Ramp Q ....................................................................................................3-7

3.6 Pavement Cores ...................................................................................................3-73.6.1 Crooked Hill Road.....................................................................................3-73.6.2 G Road......................................................................................................3-73.6.3 LIE North Service Road............................................................................3-73.6.4 Ramp CHA to the Northbound Sagtikos Parkway ...................................3-73.6.5 Ramp E from the Northbound Sagtikos Parkway ....................................3-73.6.6 Ramp B.....................................................................................................3-73.6.7 Ramp Q ....................................................................................................3-8

4.0 RECOMMENDATIONS....................................................................................................4-14.1 Crooked Hill Road.................................................................................................4-14.2 G Road..................................................................................................................4-14.3 LIE North Service Road........................................................................................4-24.4 Ramp CHA to Northbound Sagtikos Parkway......................................................4-24.5 Ramp E from the Northbound Sagtikos Parkway ................................................4-24.6 Ramp B.................................................................................................................4-34.7 Ramp Q ................................................................................................................4-3

SECTION II PAVEMENT TREATMENT SELECTION ANALYSIS (PTSA)

5.0 PAVEMENT TYPE SELECTION AND RECOMMENDATIONS.....................................5-15.1 G Road and G Road Extension............................................................................5-15.2 Ramp E1...............................................................................................................5-15.3 Ramp Q1 ..............................................................................................................5-15.4 Ramp B1...............................................................................................................5-2

Pavement Evaluation Report Table of Contents

Long Island Truck-Rail Intermodal Facility iii April 24, 2007

APPENDICES

APPENDIX S1 Pavement Condition Report and Pavement Distress Data FormsAPPENDIX S2 Equivalent Single Axle Loading (ESAL) Calculations

Long Island Truck- Rail Intermodal Facility 1-1 April 24,2007

SECTION I. PAVEMENT EVALUATION TREATMENTSELECTION REPORT (PETSR)

1.0 BACKROUND

The New York State Department of Transportation (NYSDOT) has initiated the Long IslandTruck-Rail Intermodal Facility project to study the development of an intermodal freight facilityadjacent to the Pilgrim Psychiatric Center in the Town of Islip, New York. The project’s goal is toimprove freight access to Long Island, promote economic development, and reduce the region’sdependency on long haul trucking.

Pavement distress surveys of various local roads and ramps were conducted in consideration ofingress and egress into the proposed facility. Pavement Distress Data Forms and the results ofdistress surveys for all roadway segments inspected are summarized in further detail in thePavement Condition Report (Appendix S1). This Pavement Evaluation Report assumes that themain vehicle ingress and egress for the intermodal facility will be the following route:

§ Crooked Hill Road: Crooked Hill Road from the Long Island Expressway (LIE) NorthService Road to the intersection of G Road, including the existing bridge structurecarrying Crooked Hill Road over the Sagtikos Parkway.

§ North Service Road: North Service Road between Crooked Hill Road and entranceto westbound LIE, just west of Commack Road.

§ G Road (also called Hospital Road): G Road from the Crooked Hill Roadintersection west to C Road in the vicinity of the entrance to the proposed intermodalfacility. An existing bridge structure currently carries G Road over the SagtikosParkway.

The limits of these pavement evaluations are shown in Figure S-1.

The existing pavement of Crooked Hill Road, North Service Road and G Road, which currentlycarries truck traffic, would be subjected to an increase in truck traffic loading under this projectalternative. In addition, the existing bridge structures of Crooked Hill Road and G Road, whichcurrently permits truck traffic, and Ramp Q would be subjected to additional truck traffic loading.

LONG ISLAND TRUCK-RAILINTERMODAL (LITRIM) FACILITY

Headline Rd.

Crooked Hill Rd

Grand Blvd

Northern Pkwy

Crooked Hill Rd

Long Island Ave.

Sagt

ikos

Pkw

y Wicks Rd.

Long Island Expressway

Com

mac

k R

d

Ramp B Ramp E

Ramp CHA

G Road

North Service RoadRamp Q

Figure S-1Pavement Evaluation Area

0 1,350 2,700Feet

0 350 700Meters

LONG ISLAND TRUCK-RAIL INTERMODAL (LITRIM) FACILITYPROJECT New York State

Department of Transportation

Pavement Evaluation Area

Long Island Truck-Rail Intermodal Facility 2-1 April 24, 2007

2.0 COLLECTION AND REDUCTIONThe pavement evaluation procedure employed was from the latest version of the NYSDOTComprehensive Pavement Design Manual (CPDM), Pavement Rehabilitation Manual, Volume I:Pavement Evaluation. The evaluation procedure was employed to study the following local,Suffolk County, and New York State roads:

§ Crooked Hill Road (C.R. 13) from CR 106 Campus Road to the Long IslandExpressway North Service Road;

§ G Road between C Road and Crooked Hill Road;

§ LIE Ramps to southbound Sagtikos Parkway:

§ Ramp B - from the eastbound LIE Collector Distributor Road, Express DriveSouth, to southbound Sagtikos Parkway

§ Ramp Q - from the westbound LIE CD Road, Express Drive North, to southboundSagtikos Parkway

§ LIE North Service Road between Crooked Hill Road and Commack Road

§ Sagtikos Parkway Ramps:

§ Ramp CHA - from northbound Crooked Hill Road to the northbound SagtikosParkway

§ Ramp E - from the northbound Sagtikos parkway to eastbound LIE

The procedure requires recording the mile-marker for the half-mile sections to be evaluated.Suffolk County roadways have no mile markers. The first step was to measure half-milesections using the survey vehicle odometer. To be consistent with conventional stationing, thesections began at the south or west limit.

On the first pass through, at the posted speed limit, it was noted that most of the sections alongeach of the roads were uniform within the study area. Crooked Hill Road has a change ofpavement type within one of the half-mile sections, so an additional sample unit wasestablished.

The second drive through of each half-mile section, at approximately 5 mph, found theappearance of the distresses within the half-mile sections to be uniform.

After the second drive through, detailed distress data was collected, and the evaluation of the150m (500’) long sample units within each half-mile section was completed. The field data were

Pavement Evaluation Report PETSR


totaled and, where appropriate, expressed as percentages. A Pavement Condition Report(Appendix S1) was prepared to summarize the pavement distresses recorded for the roadsegments described above. Field distress data forms are also included in the PavementCondition Report (Appendix S1). This information, as well as that from isolated distress areas,was analyzed and used to develop the maintenance and rehabilitation strategies presented laterin this report.

The local roads initially evaluated and subsequently summarized in the Pavement ConditionReport, were generally found to be in good condition. As stated earlier, Crooked Hill Road,North Service Road and G Road currently represent the probable routes preferred to provideaccess to and from the proposed intermodal facility.


3.0 PAVEMENT EVALUATION

3.1 ROADWAY HISTORY

3.1.1 Crooked Hill Road

Record research at both the Town of Islip and Suffolk County yielded limited success inobtaining record plan information of this segment of Crooked Hill Road. Available records didsuggest that at one time Crooked Hill Road was originally a Town of Islip owned and maintainedroadway. However, at some point in time Suffolk County and the Suffolk County Department ofPublic Works (SCDPW) assumed ownership and maintenance responsibilities. Record plansobtained from SCDPW for Project No. 5108, dated December 1979, with completion date ofJuly 2, 1980, entitled “Construction of C.R. 106-Campus Road from the vicinity of C.R. 13-Crooked Hill Road to C.R. 7-Wicks Road,” contained a typical section for a portion of thepavement within the study limits along Crooked Hill Road. Under the aforementioned contract,Suffolk County widened Crooked Hill Road approximately 8 feet on the east side, from thesouth-side of the Sagtikos Parkway bridge, to a point approximately 200 feet south of itsintersection with Campus Road. The plan typical section for this improvement indicates thewidening to consist of multiple asphalt courses totaling 6” thick, placed on a 6” thick stabilizedsoil aggregate sub-base course. The widening was placed adjacent to existing 8” thick (scaled)concrete pavement. The typical section did not indicate whether the concrete was reinforced orun-reinforced. The typical section indicated nominal asphalt overlay of the entire roadway widthand length of approximately 2”. The typical section also indicates that the original pavementsection of Crooked Hill Road consisted of two 22’-0” wide concrete panels, each doweled to a2’ wide concrete center median slab, making the original curb to curb pavement width, 46’-0”.The work limits along Crooked Hill Road, as described by the widening improvements, currentlymaintains a minimum pavement width of 54’-0”.

Crooked Hill Road between Campus Road and the Long Island Expressway North ServiceRoad, evaluated as part of this report, is approximately 1,523m (0.95 miles) in length (excludingthe bridge crossing the Sagtikos Parkway). Within this segment of roadway, two distinctpavement sections (Section A & B) were observed.

Section A has been identified as a composite (flexible/rigid) pavement, consisting ofapproximately 2” thick asphalt over 8” thick concrete. It is noted that Section A consists ofapproximately 1,270m (0.79 miles) of discontinuous composite pavement. Section A-1 consistsof 738m of composite pavement located at the northern survey limit, the Long IslandExpressway North Service Road, south. This section of roadway is striped for two lanes and hasa variable width shoulder. The pavement appears to be uniform across its width, suggesting theshoulder is part of the roadway. Section A-2 consists of 532m of composite pavement locatedfrom the south side of the Sagtikos Parkway bridge to Campus Road. This section of roadway

Pavement Evaluation PETSR


corresponds to the section of roadway improved under SCDPW Project No. 5108, describedpreviously, and is striped for four travel lanes.

Section B has been identified as a rigid concrete pavement, and is approximately 253m (0.16miles) in length. Section B is located between the north side of the Sagtikos Parkway bridge andthe south end of Section A-1 composite pavement described above. It is striped for four travellanes, at an approximate total roadway width of 48 feet.

3.1.2 G Road

Record research at both SCDPW and NYSDOT was unsuccessful in obtaining record planinformation of G Road. The age of this roadway segment is unknown. The pavement isconcrete, however its depth and reinforcement are unknown. The roadway generally consists oftwo lanes. G Road, between C Road and Crooked Hill Road, is approximately 1,206m (0.75miles) in length (excluding the bridge crossing the Sagtikos Parkway). Record plans for theconstruction of the Sagtikos Parkway # NSAGSP-51-1, 1951, show the Pilgrim PsychiatricCenter existed at the time of construction in 1951. Therefore, G Road is at least 57 years old.

3.1.3 LIE North Service Road

Record research at NYSDOT yielded record plans for the construction of North Service Road.The North Service Road was constructed under contract # D253532 North CD road in 1991.The pavement is asphalt at 10-1/2” thick.

3.1.4 Ramp CHA to the northbound Sagtikos Parkway

The ramp from northbound Crooked Hill Road to northbound Sagtikos Parkway (Ramp CHA)was constructed under the contract to build the Sagtikos Parkway contract # NSAGSP-51-1,1951. The ramp was constructed of concrete at 9” thick.

3.1.5 Ramp E from the northbound Sagtikos Parkway

Record research at NYSDOT yielded record plans for the construction of the ramp (Ramp E)from the northbound Sagtikos Parkway to the LIE under contract # FALIE 61-3 completed in1964. The ramp was constructed of concrete at 8” thick.

3.1.6 Ramp B

Record research at NYSDOT yielded record plans for the construction of Ramp B. Ramp B wasconstructed under the contract #0500773 South CD road in 1989. The pavement is asphalt at10-1/2” thick. Ramp Q was constructed under contract # D253532 North CD road in 1991. Thepavement is asphalt at 10-1/2” thick.

3.1.7 Ramp Q



Ramp Q was constructed under contract # D253532 North CD Road in 1991. The pavement isasphalt at 10-1/2” thick.

3.2 PAVEMENT CONDITION SUMMARY

The following section describes existing distresses as observed and recorded in the field for theroad segments described above. Distress types are summarized in the same order as theyappear on the field distress data forms contained in the Pavement Condition Report (AppendixS1).

3.2.1 Crooked Hill Road, from G Road to Long Island Expressway North Service Road,Section A

The condition of this roadway pavement generally appears to be in fair to good condition, asevidenced by the recorded distresses and their low to moderate severity, as reported in thePavement Condition Report, Appendix S1. The asphalt overlay of the concrete pavement canbe seen to have a high percentage of low severity wheel path cracking and longitudinalcracking. Additionally, wheel path rutting and transverse cracks were also recorded in low tomoderate severity. The longitudinal and transverse cracking observed is indicative of reflectivecracking of the existing concrete pavement joints below. Reflective cracking is mainly causedby thermal or moisture induced movement of the concrete slab beneath the asphalt surface.Wheel path rutting is a permanent deformation in any of the asphalt layers above the concretepavement caused by the consolidation or lateral movement of the asphalt materials due to trafficloads. Wheel path cracking may be caused by oxidation of the asphalt pavement. Oxidationreduces the asphalt cement content of the pavement, causing the asphalt to become brittle, lessflexible, and prone to cracking.

3.2.2 Crooked Hill Road, from Campus Rd to Long Island Expressway North ServiceRoad, Section B

The condition of this roadway pavement generally appears to be in fair to good condition, asevidenced by the recorded distresses and their low to moderate severity shown above. It can beseen however that transverse joint distress is occurring at approximately 80 percent of alltransverse joint locations, at a recorded low severity, with 100 percent joint sealer failure.Blowups have been recorded in one partial panel width. Blowups can be attributed to thedeteriorating condition of the transverse joints. The insufficient width of the transverse jointcaused by infiltration of incompressible materials into the deteriorated joints, is preventing slabexpansion in hot weather conditions. When thermal pressures within the concrete pavementcause expansion of the panels and incompressible materials present in the transverse jointprevent expansion of the concrete panels, a localized upward movement of the slab edges, orblowups may occur. Additionally, it is noted that transverse joint faulting is occurring in lowseverity in approximately 50 percent of the transverse joints inspected. These conditions willcontinue to deteriorate without the implementation of corrective measures.



The wearing surface of the concrete pavement has been worn down, exposing some largeaggregate. There has been some loss of aggregate (aggregate popping) observed in all travellanes. Consequently, cross-slope drainage should not be seriously affected.

3.2.3 G Road, from C Drive to Crooked Hill Road

The condition of this roadway pavement generally appears to be in fair to poor condition, asevidenced by the recorded distresses and their severity, as reported in the Pavement ConditionReport, Appendix S1. It can be seen, however, that transverse joint distress is occurring atapproximately 86 percent of all transverse joint locations, at a recorded 72 percent low severity,14 percent moderate severity, with 100 percent joint sealer failure. Blowups have been recordedin five partial panel widths. Blowups can be attributed to the deteriorating condition of thetransverse joints, as described in Section 3.2.2 above. Additionally, it is noted that transversejoint faulting is occurring in low severity in approximately 100 percent of the transverse jointsinspected. It was also noted that some of the slab cracks have faulting occurring in low severity.These conditions will continue to deteriorate without the implementation of corrective measures.

The wearing surface of the concrete pavement has been compromised, exposing some largeaggregate. There has been some loss of aggregate (aggregate popping) observed in all travellanes. Field measurements indicate some wheel path wear is occurring. Cross-slope drainagemay be slightly affected.


This roadway pavement was found to be in good condition as indicated in the few recordeddistresses. The wheel path cracking has progressed to a moderate severity level. The goodcondition of the pavement is due, in part, to the fact it is relatively new.


The condition of the ramp pavement approaching the Sagtikos Parkway is generally in fair togood condition. The transverse joints have spalling at 70 percent of the joints and 100 percentjoint sealer failure. Slab cracking is limited to 26 percent of the slabs. The pavement is over 50years old, yet it appears to be holding up very well.


The condition of the roadway pavement exiting the Sagtikos Parkway to the eastbound LIE is ingood condition. The transverse joints have been resealed and the surface has been retextured.All of the slabs in the surveyed sample have cracks, ranging from light to heavy severity. Theasphalt shoulders along each side of the ramp are showing moderate levels of deterioration,lane/shoulder separation, drop off and deformation.

3.2.7 Ramp B



The condition of the ramp pavement generally appears to be in good condition. There are fewsigns of deterioration along the pavement. There is a longitudinal crack, which runs the length ofthe ramp, of low severity. This crack may be the joint between the roadway paving and theshoulder. The lane edge line is approximately two feet to the right of the longitudinal crack.There is cracking over roughly eighty percent of the pavement which may be wheel pathcracking, although this cracking crosses the centerline of the pavement, outside the typicalwheel path. The shoulders of this ramp are in good condition, with only some low severity singlecracks noted.

3.2.8 Ramp Q

The condition of the pavement of this ramp appears to be in good condition. There are fewdistresses recorded along this pavement. The most frequent distress is cracking (other) whichoccurs over about twenty percent of the pavement. The shoulders are also in good condition,with no distresses noted on the survey forms found in the Pavement Condition Report,Appendix S1.

3.3 PAVEMENT FOUNDATION


Field observation that the general condition of the concrete pavement and composite pavementalong Crooked Hill Road is good suggests the condition of the existing pavement foundation(subbase) is in good condition for most of this roadway segment.

3.3.2 G Road

Field observation that the general condition of the concrete pavement and composite pavementalong G Road is fair to poor suggests the condition of the existing pavement foundation(subbase) is in fair to poor condition for most of this roadway segment. The transverse jointsand slab cracks with faulting also support the assumption the foundation is in fair to poorcondition.


Given the condition of the North Service Road, none of the noted distresses indicate anyproblem with the foundation of the pavement.


The noted distresses of the ramp pavement do not indicate any problem with the foundation ofthe pavement.





3.3.6 Ramp B


3.3.7 Ramp Q


3.4 DRAINAGE


During a rainy day survey of Crooked Hill Road within the limits described above, no floodingwas observed. Based on review of the record plans obtained from SCDPW for Project No. 5108,previously discussed in section 3.1.2 above, the existing drainage along Crooked Hill Roadconsists of curbside catch basins, transversely connected to individual off road leaching basins.The presence of a positive drainage system is not apparent based on the information availableat the time of this writing.

3.4.2 G Road

During a rainy day survey of G Road within the limits described above, ponding of water wasobserved at the Crooked Hill Road and C Road intersections. Record research at both SCDPWand NYSDOT was unsuccessful in obtaining record plan information of this roadway segment.Based on field observations, existing catch basin structures were observed along the edges ofthe roadway at regular intervals along its entire length. An existing recharge basin locatedapproximately 2,000 feet to the south, on Pilgrim State grounds, was noted. However, theexisting drainage system configuration is unknown at this time.


There was no evidence of any drainage problems noted during the pavement survey.







3.4.6 Ramp B


3.4.7 Ramp Q


3.5 MAINTENANCE


The SCDPW highway maintenance department supervisor reported that there is nomaintenance work scheduled for Crooked Hill Road, within the limits of this study, in the nearfuture. The only reported maintenance within the study area has been routine maintenance andthe filling of potholes with hot mix asphalt as the need arises.

3.5.2 G Road

Private owner shall continue to perform the routine scheduled maintenance activities.


NYSDOT shall continue to perform the routine scheduled maintenance activities.

3.5.4 Ramp CHA to the Northbound Sagtikos Parkway


3.5.5 Ramp E from the Northbound Sagtikos Parkway


3.5.6 Ramp B


3.5.7 Ramp Q




3.6 PAVEMENT CORES


The history provided from the as-built plans and the small increase in truck volumes, providesadequate information to evaluate the existing sections. Pavement cores therefore are notrequired.

3.6.2 G Road

Given the existing condition of G Road there is no need to take pavement cores. The pavementis in such poor condition the cores would only verify thickness.


The history provided from the as-built plans and the small increase in truck volumes, providesadequate information to evaluate the existing sections. Pavement cores therefore are notrequired.


The history provided from the as-built plans provides adequate information to evaluate theexisting sections. Pavement cores therefore are not required.



3.6.6 Ramp B


3.6.7 Ramp Q


Long Island Truck- Rail Intermodal Facility 4-1 April 24, 2007

4.0 RECOMMENDATIONSPavement treatment alternatives were developed separately for each roadway pavements typeand thickness within the study area and are described herein.

4.1 Crooked Hill Road

The existing pavement has been evaluated for two pavement types. The first is a compositepavement consisting of 203mm (8”) of concrete with a 50mm (2”) asphalt overlay on a 150mm(6”) subbase. This pavement type was found to be in good condition. The other section is a203mm (8”) concrete pavement, in fair to good condition.

In order to determine if these existing sections will support the increased traffic from theproposed Intermodal facility they were compared to the capacity of new pavement sections ofapproximately equal thickness. The procedure in the New York State Comprehensive PavementDesign Manual, Revision 1, July 2,2002 (CPDM) was utilized.

The traffic volume projected for the year 2010 was calculated and determined to be an AADT of16,992 including the projected 300 trucks from the proposed facility. The percentage of truckswas calculated to be 7%. This information was used to calculate the 80Kn Equivalent SingleAxle Loading (ESAL) using the Simple Method. The calculated ESAL for a 30-year service lifeequals 11 million. The CPDM Table 4-4 PCC Thickness Table lists a minimum thickness of225mm, which will support up to 22 million ESAL. The existing 203mm concrete pavement withan asphalt overlay of 50mm will be capable of supporting the projected 11 million ESAL.

Therefore the existing pavement on Crooked Hill Road does not require any treatment toprovide for the increased traffic projected from the proposed facility. The existing SCDPWmaintenance program should be continued.

4.2 G Road

The existing, 57 year old, concrete pavement was found to be in poor condition. The transversejoints and some of the slab cracks are faulting. It has been determined that the existing roadneeds to be widened to accommodate the proposed truck traffic. The treatment options torehabilitate this pavement and widen will not completely address the distresses and futuremaintenance problems. The joint between the widening and the existing pavement as well asthe existing longitudinal and transverse joints will be a continual maintenance problem. Thewidening joint may be in the wheel path, which could cause differential settlement between theexisting and new pavement.



The recommended treatment for this roadway is to reconstruct the entire road. The pavementtype and thickness will be determined and described in Section II Pavement Type SelectionAnalysis (PTSA) of this document.

4.3 LIE North Service Road

The North Service Road was found to be in good condition, with moderate wheel path crackingas the most common distress noted. The as-built plans showed the pavement was constructedof 267mm (10 ½”) of asphalt on 150mm (6”) of subbase. The traffic volume projected for theyear 2010 was calculated and determined to be an AADT of 38,250 including the projected 300trucks from the proposed facility. The percentage of trucks was calculated to be 6%. Thisinformation was used to calculate the 80Kn Equivalent Single Axle Loading (ESAL) using theSimple Method. The calculated ESAL for a 30-year service life equals 21.3 million per lane. Inthe CPDM, Table 4-5 HMA Thickness Table lists a thickness of 250mm, on 150mm of subbaseconstructed on a subgrade with a resilient modulus of 41MPa will support up to 60 million ESAL.The existing asphalt pavement will be capable to support the projected 21.3 million ESAL.

The recommended treatment option for North Service Road is to do nothing more than continuethe existing scheduled pavement maintenance program.

4.4 Ramp CHA to the Northbound Sagtikos Parkway

The existing condition of the ramp was found to be in fair to good condition. The ramp enteringthe Sagtikos Parkway has joint related distress and some slab cracking. The as-built plansindicate the pavement is 203mm (8”) thick Portland cement concrete. Traffic volume on thisramp projected to the year 2010 and the ESAL for a 30-year service life were calculated. Thecalculated ESAL for a 30-year service life of Ramp CHA equals 3.7 million. The CPDM Table 4-4 PCC Thickness Table lists a thickness of 225mm will support up to 22 million ESAL.Therefore, it is expected that the existing pavement will support the projected loading from theproposed facility, as the projected ESAL at 3.7 million is substantially less than the 22 millionESAL that can be supported by a pavement thickness of 225mm.

4.5 Ramp E from the Northbound Sagtikos Parkway

The existing condition of the ramp was found to be in fair to good condition. The existingpavement of Ramp E has minor cracking and retexturing. The transverse joints are in goodcondition and remain sealed. The as-built plans indicate the pavement is 203mm (8”) thickPortland cement concrete. Traffic volume on this ramp projected to the year 2010 and the ESALfor a 30-year service life were calculated. The ESAL for a 30-year service life for the rampequals 3.7 million. The CPDM Table 4-4 PCC Thickness Table lists a thickness of 225mm willsupport up to 22 million ESAL. Therefore, it is expected that the existing pavement will supportthe projected loading from the proposed facility, as the projected ESAL at 3.7 million issubstantially less than the 22 million ESAL that can be supported by a pavement thickness of225mm.



The proposed roadway mitigations build a new ramp between Ramp CHA and Ramp E. Thisnew ramp is Ramp E1 and shall be parallel to the existing auxiliary lane along the northboundSagtikos Parkway. Ramp E1’s new pavement will be separated from the existing auxiliary lane’spavement via a concrete median barrier. Therefore the recommended treatment for the existingramp is to do nothing. The pavement type and thickness for the new parallel ramp will bedetermined and described in Section II Pavement Type Selection Analysis (PTSA) of thisdocument.

4.6 Ramp B

Ramp B is in good condition with moderate cracking in the right wheel path. This crack extendsacross the center of the pavement. As-built record plans indicate the pavement was constructedof 267mm(10 ½”) of asphalt on 150mm (6”) of subbase. Traffic volume on this ramp projected tothe year 2010 and the ESAL for a 30-year service life were calculated. The projected ESAL for a30-year service life for this ramp plus the added 300 trucks from the proposed facility, is 5.8million. In the CPDM, Table 4-5 HMA Thickness Table lists a thickness of 250mm, on 150mm ofsubbase constructed on a subgrade with a resilient modulus of 41MPa, will support up to 60million ESAL. Thus, the existing pavement section will support the projected loading.

The proposed roadway mitigations reconstruct Ramp B and provide a direct connection toCrooked Hill Road via new ramps named Ramp B1 and Ramp Q1. Reconstruction of Ramp B isrequired to lower the existing profile and maintain minimum vertical clearance between Ramp Band Ramp Q1 in the proposed roadway mitigation. The reconstructed portion Ramp B will meetthe existing Ramp Q just prior to the merge with the Sagtikos Parkway. The recommendedpavement treatment is to reconstruct Ramp B. The pavement type and thickness for the newRamp B and reconstructed section is described in Section II Pavement Type Selection Analysis(PTSA) of this report.

4.7 Ramp Q

Ramp Q was found to be in good condition with minimal distresses noted. The record plansindicate the pavement section is 267mm(10 ½”) of asphalt on 150mm (6”) of subbase. Trafficvolume on this ramp projected to the year 2010 and the ESAL for a 30-year service life weredetermined to be 6.5 million. In the CPDM, Table 4-5 HMA Thickness Table lists a thickness of250mm, on 150mm of subbase constructed on a subgrade with a resilient modulus of 41MPa,will support up to 60 million ESAL. Therefore the existing pavement section will support theprojected traffic loading. The treatment recommendation for this ramp is to do nothing more thancontinue the pavement maintenance program already in place.

The proposed roadway mitigations involve constructing the new Ramp Q1. This new rampconnects Ramp Q to Crooked Hill Road. The pavement type and thickness for the newconstruction will be described in Section II Pavement Type Selection Analysis (PTSA) of thisreport.

Overall, the existing pavements of the roads and ramps discussed above have pavementsections capable of handling the projected increase in traffic and ,thus, alternative pavment



treatments were not analyzed. Therefore, a life- cycle cost analysis was not required to analyzealternative pavement treatments, for the various roadways evaluated.

Lastly, the maintenance schedules and strategies employed by the owning jurisdictions shouldbe maintained.

Long Island Truck- Rail Intermodal Facility 5-1 April 24, 2007

SECTION II. PAVEMENT TYPE SELECTION ANALYSIS(PTSA)

5.0 PAVEMENT TYPE SELECTION ANDRECOMMENDATIONS

Pavement type selection for the proposed new roads is based upon the CPDM ESAL’s simplemethod, calculated for a service life of 30-years.

5.1 G Road and G Road Extension

The 30-year service life calculation of the ESAL’s is 14.7 million. The CPDM Table 4-4 PCCThickness Table shows a minimum thickness of 225mm, which will support up 22 millionESAL’s. The CPDM Table 4-5 HMA Thickness Table shows a thickness of 200mm built on asubgrade soil with a resilient modulus of 41MPa will support up to 20 million ESAL’s. The cost ofconstruction of the concrete pavement is $3,296,381.00 and the cost of the asphalt road is$1,159,515.00. The cost difference makes it a clear choice to build the road in asphalt.

The asphalt pavement section of 200mm has the capacity to support 20 million ESAL. Providedthe growth rate is constant, this number of ESAL is projected to happen at the 40th-year ofservice.

5.2 Ramp E1

This proposed ramp has an AADT volume of 480 projected for the year 2010. The 30-yearservice life calculation of the ESAL for this low volume is 5.7million due to the high percentage(65%) of trucks. The CPDM Table 4-5 HMA Thickness Table shows that an asphalt pavementsection of 175 mm constructed on a subgrade soil with a resilient modulus of 41MPa willsupport up t 11 million ESAL.

The proposed pavement for this ramp is asphalt at a depth of 267mm (10 ½”) on a subbase of150mm (6”), to match the section of existing ramps in the area.

5.3 Ramp Q1

This proposed ramp has an AADT volume of 1820 projected to the year 2010. The 30-yearservice life calculation of the ESAL’s for this volume is 7.1 million due to the high percentage(21%) of trucks. The CPDM Table 4-5 HMA Thickness Table shows that an asphalt pavement

Pavement Evaluation PTSA


section of 175 mm constructed on a subgrade soil with a resilient modulus of 41MPa willsupport up t 11 million ESAL.

The proposed pavement for this ramp is asphalt at a depth of 267mm (10 ½”) on a subbase of150mm (6”), to match the section of the existing pavement at the limits of construction.

5.4 Ramp B1

This proposed ramp has an AADT volume of 440 projected to the year 2010. The 30-yearservice life calculation of the ESAL’s for this volume is 5.7 million due to the high percentage(70%) of trucks. The CPDM Table 4-5 HMA Thickness Table shows that an asphalt pavementsection of 175 mm constructed on a subgrade soil with a resilient modulus of 41MPa willsupport up t 11 million ESAL’s.

The proposed pavement for this ramp is asphalt at a depth of 267mm (10 ½”) on a subbase of150mm (6”), to match the adjacent section and the section of the existing pavement at the limitsof construction.

APPENDIX S1: Pavement Condition Report andPavement Distress Data Forms

• Crooked Hill Road

• G Road

• LIE North Service Road

• Ramp B

• Ramp Q

• Ramp CHA

• Ramp E

PAVEMENT CONDITION REPORT(April 2007)

The pavement evaluation procedure employed was from the latest version of theNYSDOT Comprehensive Pavement Design Manual (CPDM), Pavement RehabilitationManual, Volume I: Pavement Evaluation. The procedure requires recording the milemarker for the ½ mile sections of pavement to be evaluated. Suffolk County roads haveno mile markers. Therefore, the first step was to measure ½ mile sections using thesurvey vehicle odometer. To be consistent with standard stationing practices, all thesections inventoried began at the southern or westerly limit of each roadway segmentsurveyed within the study area.

The first pass through, at the posted speed limit, was to determine if thepavement is consistent in appearance through out the study area. Crooked Hill Road(CR-13) has changes in pavement type and therefore was divided into extra sampleunits. During the second drive through at approximately 5 MPH, major forms of distresswere noted. Each half-mile section was found to have uniform distresses within thesection. The ramps evaluated with one survey sample area each.

The next step was to collect detail condition data of pavement distresses forpavement and shoulders at the first one-tenth mile section (approximately 500 feet), ineach ½ mile interval of the roads evaluated. The evaluation of this 500 feet sample unitwas then done. The results of which are tabulated herein:

I. PAVEMENT

Crooked Hill Road (CR13) – From Campus Rd to LIE N. Service Road.

Pavement type: Flexible/rigid

1. Corrugations None2. Settlement and Heaves 2 Ea. (at approach to

intersection)3. Asphalt Concrete Overlay or Spray Patch None

Severity

Asphalt Distress type None Low Moderate High4. Wheel PathCracking

34% 66% --- ---

5. Transverse Cracks --- --- 11 Ea. ---6. LongitudinalCracking

27% 73% --- ---

7. Edge Cracking 100% --- --- ---8. Cracking Other 87% 10% 3% ---9. Wheel Path Rutting 33.3% 33.3% 33.3% ---

Crooked Hill Road (CR13) – North of the bridge over Sagtikos Parkway to beginexisting overlay (approximately 252m).

Pavement type: Rigid

1. Settlement and Heaves None2. Blowups 1 partial width3. Asphalt Concrete Overlay or Spray Patch None4. Joint Sealer Failure 100% failed

SeverityConcrete Distress type None Low Moderate High5. Transverse joint faulting 50% 50% --- ---6. Transverse joint distress 14% 79% --- 7%7. Longitudinal joint distress 75% 17% 8% ---8. Slab Cracking 17% 42% 33% 8%9. Wheel Path Rutting 100% --- --- ---10. Scaling/non-joint spalling 42% 42% 16% ---

“G” Rd. (Hospital Road)– From “C” Road to Crooked Hill Rd.


1. Settlement and Heaves 1 present2. Blowups 5 partial width3. Asphalt Concrete Overlay or Spray Patch None4. Joint Sealer Failure 100% failed

Severity

Concrete Distress type None Low Moderate High5. Transverse joint faulting 50% 50% --- ---6. Transverse joint distress 14% 79% --- 7%7. Longitudinal joint distress 75% 17% 8% ---8. Slab Cracking 17% 42% 33% 8%9. Wheel Path Rutting 100% --- --- ---10. Scaling/non-joint spalling 42% 42% 16% ---

LIE N. Service Road Crooked Hill Road to Commack Road

Pavement type: Flexible

1. Corrugations None

2. Settlement and Heaves None3. Asphalt Concrete Overlay or Spray Patch None

SeverityAsphalt Distress type None Low Moderate High4. Wheel Path Cracking 10% 30% 60% ---5. Transverse Cracks 100% --- --- ---6. LongitudinalCracking

20% 70% 10% ---

7. Edge Cracking 100% --- --- ---8. Cracking Other 87% 10% 3% ---9. Wheel Path Rutting --- 100% --- ---

Ramp “B” – From the south CD Road to merge with Ramp “Q”


1. Corrugations None2. Settlement and Heaves None3. Asphalt Concrete Overlay or Spray Patch None

SeverityAsphalt Distress type None Low Moderate High4. Wheel PathCracking

100% --- --- ---

5. Transverse Cracks 100% --- --- ---6. LongitudinalCracking

--- 100% --- ---

7. Edge Cracking 70% 30% --- ---8. Cracking Other 20% --- 80% ---9. Wheel Path Rutting 100% --- --- ---

Ramp “Q” – From the north CD Road to the merge with the Sagtikos Parkway


1. Corrugations None2. Settlement and Heaves None3. Asphalt Concrete Overlay or Spray Patch None

Severity

Asphalt Distress type None Low Moderate High4. Wheel PathCracking

--- --- --- ---

5. Transverse Cracks --- --- --- ---6. LongitudinalCracking

90% 10% --- ---

7. Edge Cracking 100% --- --- ---8. Cracking Other 80% 20% --- ---9. Wheel Path Rutting --- --- --- ---

Ramp “CHA” Entering North Bound Sagtikos Parkway from Crooked Hill Road CR13


1. Settlement and Heaves None2. Blowups 1 full width3. Asphalt Concrete Overlay or Spray Patch 1 in fair condition4. Joint Sealer Failure 100% failed

SeverityConcrete Distress type None Low Moderate High5. Transverse joint faulting 100% --- --- ---6. Transverse joint distress 31% 54% 13% 2%7. Longitudinal joint distress 100% --- --- ---8. Slab Cracking 74% 4% 14% 8%9. Wheel Path Rutting 100% --- --- ---

10. Scaling/non-joint spalling 100% --- --- ---

Ramp “E” Exiting Sagtikos Parkway to East Bound LIE


1. Settlement and Heaves None2. Blowups None3. Asphalt Concrete Overlay or Spray Patch None4. Joint Sealer Failure None

Severity

Concrete Distress type None Low Moderate High5. Transverse joint faulting --- 100% --- ---6. Transverse joint distress 78% 22% --- ---7. Longitudinal joint distress DNA* --- --- ---8. Slab Cracking 0% 25% 50% 25%9. Wheel Path Rutting 100% --- --- ---

10. Scaling/non-joint spalling 88% 12% --- ---*Ramp is only a single panel wide

Shoulder condition Asphalt shoulder on both sides of the ramp

11. Shoulder Deterioration Multiple cracks 12. Lane/Shoulder Separation Moderate (1/4”-1” ) 13. Lane/Shoulder Drop-off Light (< 1” ) 14. Shoulder Deformation Present

PAVEMENT CONDITION

Crooked Hill Road (CR13) is in good condition with the exception of the concrete sectionbetween the Sagtikos Parkway bridge and the overlaid section to the north. This area isin fair to poor condition due to the number and severity of cracks and the failure of thejoint sealer.

“G” Road is in fair to poor condition due to the number of severe cracks (some withfaulting), the failure of the joint sealer and the surface has been worn down exposing thelarge aggregate. There is also some loss of aggregate (aggregate popping) in both

lanes. The joints between the panels (transverse and longitudinal) have opened togreater than one inch and the concrete is spalling along the joint edge.

The ramps (“B” & “Q”) from the LIE to southbound Sagtikos Parkway are in goodcondition. The distresses on these ramps are of light severity. Ramp “B” has somemoderate “other” type cracking which maybe wheel path related, but the crackingextends across the centerline for the pavement.

The LIE North Service Road is in good condition. The most common distress is thewheel path cracking in both lanes, which is moderate in severity.

Ramp “E” from northbound Crooked Hill Road to the northbound Sagtikos Parkway is infair to good condition. The joint sealer has failed and there is spalling at 70% of thetransverse joints.

The ramp from the northbound Sagtikos Parkway to eastbound on the LIE is in goodcondition. The joints have been resealed and the surface has been retextured. There issome slab cracking of light severity. The transverse saw cutting to retexture the rampsurface makes low severity cracking difficult to detect. The retexturing extends throughthe horizontal curve and ends at the tangent section. The joints in the concretepavement beyond the retexturing are not sealed and the concrete surface is wornexposing the large aggregate.

Foundation

There was evidence of foundation problems noted in the sample units taken on“G” Road. The number and severity of cracks, some with faulting, in the concretepavement in this area indicate a possible foundation problem. All the other roadssurveyed do not display any foundation problems.

Drainage

During a rain event, a survey of the drainage function was performed. There weresome areas of localized flooding on the pavement of the Suffolk County roads. Refer tothe Ponding Location Maps #’s 1-3 for locations.

APPENDIX S2: Equivalent Single Axle Loading(ESAL) Calculations

• Crooked Hill Road

• G Road

• LIE North Service Road

• Ramp E1

• Ramp B1

• Ramp Q

• Ramp Q1

80 Kn EQUIVALENT SINGLE AXLE LOADING: CROOKED HILL ROAD

Based on New York State Comprehensive Pavement Design Manual-New & Reconstructed PavementRevision 1, July 2, 2002

SIMPLE METHOD

INPUT PARAMETERS

1 DESIGN LIFE 30

2 INITIAL AADT 16992

3 PERCENT HEAVY TRUCK ( CLASS 4 OR GREATER) 7.00%

4 PERCENT TRUCKS IN DESIGN DIRECTION 50.00%

5 PERCENT TRUCKS IN DESIGN LANE 100.00%

6 TRUCK EQUIVALENCY FACTOR 1.35

7 ANNUAL TRUCK VOLUME GROWTH RATE 1.17%

8 ANNUAL TRUCK WEIGHT GROWTH RATE 0.50%

TRAFFIC ANALYSIS FOR PAVEMENT DESIGN

9 TRAFFIC VOLUME GROWTH FACTOR [1 + ITEM 7] ^(ITEM 1-1) 1.40

10 TRUCK GROWTH FACTOR [1 + ITEM 8] ^(ITEM 1-1) 1.16

11 DESIGN YEAR AADT [ITEM 1- 1) * ITEM 2 * ITEM 7] + ITEM 2 22757

12 AVERAGE AADT (ITEM 2 + ITEM 9)/2 19875

13 DESIGN YEAR TRUCK FACTOR [ITEM 1- 1) * ITEM 6 * ITEM 8] + ITEM 6 1.546

14 AVERAGE TRUCK FACTOR (ITEM 6 + ITEM 13)/2 1.448

15 AADT IN ONE DIRECTION ITEM 12 * ITEM 4 9937

16 TRUCK AADT IN ONE DIRECTION ITEM 15 * ITEM 3 696

17 DAILY 80 kN ESAL COUNT ITEM 16 * ITEM 14 1007

18 TOTAL 80 kN ESAL COUNT ITEM 17 * 365 * ITEM 1 * ITEM 5 11028429

ASSUMPTIONS:

All traffic volume data obtained from SCDPW WEB SITE FOR Crooked Hill Road 2004adjusted for growth to 2010

The traffic volumes contained in the DEIS prepared by Parson/Simco.For this analysis a design year of ETC+20.

S/HOW TO/BARRETT/ESALCALCULATION2002CROOKEDHILL30yr

80 Kn EQUIVALENT SINGLE AXLE LOADING: "G" ROAD at LITRIM


SIMPLE METHOD

INPUT PARAMETERS

1 DESIGN LIFE 30

2 INITIAL AADT 9876


















ASSUMPTIONS:

All traffic volume data obtained from the DEIS prepared for "G" Roadby Greenman-Pedersen, Inc.

The traffic volumes contained in the DEISR prepared by Parsons/Simco.For this analysis a design year of ETC+30.

S/HOW TO/BARRETT/ESALCALCULATION2002GRoad30yr

80 Kn EQUIVALENT SINGLE AXLE LOADING: NORTH SERVICE RD. @ LITRIM


SIMPLE METHOD

INPUT PARAMETERS

1 DESIGN LIFE 30




5 PERCENT TRUCKS IN DESIGN LANE 2 LANES 50.00%















ASSUMPTIONS:

All traffic volume data obtained from the DEIS prepared for Ramp Qby Greenman-Pedersen, Inc.


S/HOW TO/BARRETT/ESALCALCULATION NORTH SERVICE RD

80 Kn EQUIVALENT SINGLE AXLE LOADING: Ramp E1at LITRIM


SIMPLE METHOD

INPUT PARAMETERS

1 DESIGN LIFE 30

2 INITIAL AADT 480


















ASSUMPTIONS:

All traffic volume data obtained from the DEIS prepared for Ramp Q1by Greenman-Pedersen, Inc.


S/HOW TO/BARRETT/ESALCALCULATION2002RampE130yr

80 Kn EQUIVALENT SINGLE AXLE LOADING: Ramp B1at LITRIM


SIMPLE METHOD

INPUT PARAMETERS

1 DESIGN LIFE 30

2 INITIAL AADT 440


















ASSUMPTIONS:

All traffic volume data obtained from the DEIS prepared for Ramp B1by Greenman-Pedersen, Inc.


80 Kn EQUIVALENT SINGLE AXLE LOADING: Ramp Q at LITRIM


SIMPLE METHOD

INPUT PARAMETERS

1 DESIGN LIFE 30



















ASSUMPTIONS:

All traffic volume data obtained from the DEIS prepared for Ramp Qby Greenman-Pedersen, Inc.


S/HOW TO/BARRETT/ESALCALCULATION2002RampQ30yr

80 Kn EQUIVALENT SINGLE AXLE LOADING: Ramp Q1at LITRIM


SIMPLE METHOD

INPUT PARAMETERS

1 DESIGN LIFE 30

2 INITIAL AADT 1820


















ASSUMPTIONS:

All traffic volume data obtained from the DEIS prepared for Ramp Q1by Greenman-Pedersen, Inc.


O:\2002\2002313\Highway\Pavement Evaluation\2007\[ESALCALCULATION2002RampQ130yr.xls]Sheet1

appendix s: pavement evaluation§ g road (also called hospital road): g road from the crooked hill...

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