Page 1 of 12

Finding of No Significant Impact 

FINDING OF NO SIGNIFICANT IMPACT 

Supplemental Environmental Assessment for Construction of a Concrete Casing Extension 

in the Hudson Yards, New York, New York 

Federal Railroad Administration 

Introduction:

For purposes of right-of-way (ROW) preservation, the National Railroad Passenger Corporation 

(Amtrak) is currently constructing an underground concrete casing in the Eastern Rail Yard of 

the John D. Caemmerer West Side Yard (also referred to as the Hudson Yards) in New York, 

NY. Amtrak is proposing to extend this underground concrete casing into the Western Rail Yard 

of the Hudson Yards (the Extension) in order to ensure that the ROW under Hudson Yard is 

effectively preserved. This ROW is necessary to preserve the possibility of future expansion of 

rail service between New Jersey and New York (via a tunnel under the Hudson River) and would 

further support Amtrak’s efforts to improve resiliency in response to potential future disasters, 

such as flooding, in Amtrak’s North East Corridor. 

The Federal Railroad Administration (FRA) and Amtrak prepared a Supplemental 

Environmental Assessment (SEA) in August 2014 to examine the potential environmental 

impacts associated with the Extension. The SEA supplemented the March 2013 Environmental 

Assessment (EA) and May 2013 Finding of No Significant Impact (FONSI), which examined the 

potential environmental impacts of constructing the underground concrete casing in the Eastern 

Rail Yard and found that the construction would have no foreseeable significant impacts on the 

quality of the environment. In order to support the common environmental analyses, the SEA 

incorporated by reference the March 2013 EA and the May 2013 FONSI. 

The proposed action site—the Hudson Yards Western Rail Yard—is owned by the Metropolitan 

Transportation Authority (MTA) and used by the Long Island Rail Road (LIRR). Amtrak is the 

proposed action sponsor and would design and construct the Extension. Amtrak anticipates 

constructing the proposed action using Federal funding managed through the FRA. 

This FONSI prepared for the proposed Extension does not amend or preclude the conclusions 

presented in the May 2013 FONSI. Construction of the Extension would not affect the March 

2013 EA or May 2013 FONSI determination previously made for the underground concrete 

casing through the Eastern Rail Yard of the Hudson Yards in New York, NY. 

Purpose and Need:

An underground concrete casing from 10th Avenue to 11th Avenue is currently being constructed 

in the Eastern Rail Yard, and the purpose of the proposed action is to preserve additional 

underground ROW extending from underneath the 11th Avenue bridge to 30th Street in the 

Western Rail Yard of the Hudson Yards (See Figure 1). Preserving the ROW in Hudson Yards is 

needed to maintain opportunities to expand rail services to meet future demand and to improve 

intercity and commuter rail system safety and reliability. As discussed in the May 2013 FONSI 

and incorporated by reference into the SEA, studies have shown that Hudson Yards is the only 
 	

	




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Finding of No Significant Impact 

clear alignment on the west side of Manhattan that would allow a rail tunnel under the Hudson 

River to fully connect to New York Penn Station from the west (see May 2013 FONSI, p. 1-2). 

The proposed action also supports Amtrak’s effort to improve resiliency in the passenger rail 

system in response to disasters, particularly flooding. 

There is an urgent need to preserve this ROW because, in December of 2012, Related 

Companies (the “Developer”) began construction of a large-scale development, referred to as the 

“Overbuild Project” in the area above Hudson Yards. If the underground ROW is not preserved 

while the Overbuild Project foundations are being constructed, the use of this location under 

Hudson Yards would be permanently lost as a possible alignment for future expansion of rail 

service between New York and New Jersey via a rail tunnel under the Hudson River. The timing 

of construction under the 11th Avenue bridge is also dependent on the reconstruction schedule of 

the LIRR’s Maintenance of Equipment (MOE) building and its ancillary tracks, which have been 

demolished and removed as part of the construction of the concrete casing in the Eastern Rail 

Yard. 

Description of Proposed Action:

The proposed action is to construct an underground concrete casing extension to preserve a 

ROW beneath the 11th Avenue bridge and in the Western Rail Yard for possible future 

expansion of rail service via a tunnel under the Hudson River into New York Penn Station. 

Construction Timing and Schedule:

The Extension is proposed to be constructed in two stages. Construction of the Extension under 

the 11th Avenue bridge needs to start prior to construction of one of the residential towers 

proposed in the Eastern Rail Yard (Tower D) as part of the Overbuild Project. Construction of 

Tower D would require access along 11th Avenue, and the building may be occupied by 2016. 

Construction of the Extension under the 11th Avenue bridge must also be completed before 

LIRR’s MOE building and its ancillary tracks are scheduled to be reconstructed in October 2015. 

Therefore, construction of the Extension portion under the 11th Avenue bridge would be 

anticipated to begin between December 2014 and February 2015 and last approximately 10 

months. Conducting work under the 11th Avenue bridge for the proposed action prior to 

construction and occupation of the residential tower would allow for proper timing and access 

and would avoid noise, traffic, and access disruptions to residents from construction of the 

Extension after the building is occupied. It would also permit LIRR’s MOE building and 

ancillary tracks to be reconstructed in October 2015 as scheduled. 

Construction of the Extension from the 11th Avenue bridge extending diagonally southwest to 

30th Street is anticipated to begin in 2017 after the portion underneath the 11th Avenue bridge is 

complete and based on funding availability. Construction for this portion is estimated to last 

between 12 and 15 months. Construction schedule and timing would be coordinated with the 

Overbuild Project schedule and the City of New York (City). 
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Finding of No Significant Impact 

Description of Alternatives:

No Action: 

Under the no action alternative, Amtrak would not construct the Extension to preserve the ROW 

in the Western Rail Yard. 

Construction of Concrete Casing Extension: 

The action alternative includes construction of a concrete casing extension that would be 

approximately 605 feet long, between 50 to 65 feet wide, and between 27 to 38 feet tall. The 

Extension would originate at the western end of the underground concrete casing currently under 

construction in the Eastern Rail Yard, extend under the 11th Avenue bridge, and continue 

diagonally across approximately two-thirds of the Western Rail Yard, underneath a portion of an 

historic elevated freight rail line the Freight Railroad viaduct (referred to as the High Line), and 

end at 30th Street. The High Line is a public aerial greenway. 

Construction of the Extension would require:

 Tracks 0 and 1 that lead to LIRR’s MOE building are currently out of service and have 

been removed due to construction of the concrete casing in the Eastern Rail Yard. These 

tracks would need to remain out of service until construction of the portion of the 

Extension under the 11th Avenue bridge is complete. 

 Temporary relocation and replacement of utilities supported by and under the 11th 

Avenue bridge (storm/sanitary sewer, electric, water, gas) and signals/communications. 

 Excavation of approximately 66,000 cubic yards of soil and 14,000 cubic yards of rock. 

 Demolition of LIRR’s Emergency Services Building in the Western Rail Yard, temporary 

relocation of Emergency Services Building functions, and reconstruction of the building 

to its original condition following completion of the Extension. 

 Demolition of the structural support system (two roadway spans and one pier) for the 

11th Avenue bridge along with restriction of traffic over half of the bridge at a time and 

reconstruction of the bridge supports and restoration of traffic. 

 Temporary underpinning of the High Line. 

No permanent operational components, such as tracks, lighting, ventilation, or electrical systems, 

would be constructed as part of the proposed action. Minor, temporary systems, such as sump 

pumps, lighting, and ventilation, would be installed in the Extension during construction. 

Evaluation of Alternatives:

No Action: 

Under this alternative, construction of the Overbuild Project would still occur, preventing 

Amtrak, New Jersey Transit (NJT), or any other rail service from utilizing a ROW underneath 

the Overbuild Project that would support expanded intercity and NJT commuter rail services and 

improve intercity and commuter rail system safety and reliability in the Hudson Yards. 

Therefore, if the Extension is not constructed before or at the same time as the Overbuild Project 

foundations, the ROW for the Extension beneath the Overbuild Project would be permanently 
Page 5 of 12

Finding of No Significant Impact 

lost as a potential alignment for the future expansion of rail service between New York and New 

Jersey via a rail tunnel under the Hudson River. 

Construction of Concrete Casing: 

Construction of the Extension would preserve an important underground location for expanding 

intercity and NJT commuter rail services. In addition, the proposed action supports Amtrak’s 

effort to improve resiliency in the passenger rail system in response to potential disasters, 

particularly flooding. 

Preserving the ROW would maintain opportunities to expand rail services to meet future demand 

and improve intercity and commuter rail system safety and reliability. The proposed action 

would not change or add to existing rail operations and would not become operational unless and 

until this ROW is selected in a future study for the construction of a rail tunnel under the Hudson 

River into New York Penn Station. 

Environmental Consequences and Mitigation Measures:

FRA has analyzed the current environmental conditions and the consequences of the proposed 

action's environmental impacts as described in the SEA. Measures to avoid and minimize 

impacts have been incorporated into the project design and construction. Amtrak will continue 

to coordinate the final design, construction schedule, and construction monitoring plans with 

New York City and the Friends of the High Line. Based upon the environmental analyses, 

summarized below, FRA has concluded that construction of the Extension would have no 

foreseeable significant environmental impacts. 

This FONSI does not discuss resources that are not located within the proposed action area or 

would otherwise not be affected by the proposed action. These resources include: surface water 

and wetlands, vegetation and habitat, wildlife, threatened and endangered species, and coastal 

zone resources. 

Geology: There would be no substantial adverse environmental impacts from the removal of 

14,000 cubic yards of bedrock from the proposed action site. Bedrock excavation would only 

occur for the portion of the Extension under the 11th Avenue bridge and would last between 2 to 

3 months. Amtrak’s construction contractor would handle, stage, transport, and dispose of all 

removed rock in accordance with applicable Federal, State, and local regulations. Amtrak’s 

construction contractor would use industry standard practices for New York City and excavation 

would be coordinated with LIRR, New York City Transit Authority (NYCTA), MTA and New 

York City Department of Transportation (DOT) regarding agency vibration and/or strain 

limitation requirements and would obtain permits as needed from the City’s Department of 

Buildings. Amtrak’s construction contractor would obtain excavation and rock splitting and 

blasting permits from the City’s Buildings Department. The removal of bedrock would not affect 

future LIRR, MTA, NYCTA, High Line, or New York City DOT operations because the surface 

of the Western Rail Yard and the 11th Avenue bridge would be restored following construction 

of the Extension and would be adequate to support LIRR, MTA, NYCTA, High Line, and New 

York City DOT operations. 
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Finding of No Significant Impact 

Soils: No adverse impacts from the excavation or handling of the estimated 66,000 cubic yards 

of urban fill and native soils that would be removed from the proposed action site are anticipated. 

Trucks would haul all soil and fill material excavated from the proposed action site to licensed 

disposal facilities. Although the soils and fill material in the proposed action site are not expected 

to be classified as hazardous waste under the Resource Conservation and Recovery Act (RCRA), 

Amtrak’s construction contractor would complete verification testing in accordance with RCRA 

regulations and disposal facility acceptance requirements when soils are excavated. Amtrak’s 

construction contractor would develop a Soil Management Plan to ensure that contaminated 

materials are handled, staged, transported, and disposed of in accordance with Federal, State, and 

local regulations. 

Groundwater: Impacts to groundwater are anticipated to be temporary and minor and no adverse 

impacts from the handling of groundwater are expected. Excavation for the Extension trench 

would occur in the water table; therefore, construction dewatering would be required. Amtrak’s 

construction contractor would prepare a Groundwater Management/Dewatering Plan with 

procedures for handling groundwater encountered during construction. Amtrak’s construction 

contractor would be required to conduct verification testing of the groundwater, and the 

Dewatering Plan would describe procedures to ensure that Amtrak’s construction contractor 

would treat or dispose of any contaminated groundwater released during dewatering operations 

in accordance with Federal, State, and local regulations. Construction dewatering of the 

excavated Extension trench would be discharged into the LIRR storm sewer system and to the 

Hudson River at an outfall that is regulated under the New York State Department of 

Environmental Conservation (NYSDEC) General Permit for Stormwater Discharges from 

Municipal Separate Storm Sewer Systems, of which LIRR is an existing permittee. Groundwater 

that is discharged into LIRR’s storm sewer system would be treated by Amtrak’s construction 

contractor for the removal of sediment before entering the storm sewer system. 

Air Quality: Air pollutant emissions associated with the proposed action would be temporary 

and minor, and would not adversely impact air quality. Annual emissions generated as a result of 

the proposed action are not expected to exceed threshold levels established in the Clean Air 

Act’s general conformity regulations. Fugitive dust as a result of site clearing and earthmoving 

activities would temporarily increase during construction of the proposed action. Amtrak’s 

construction contractor would minimize fugitive dust as needed through measures such as the 

application of water to disturbed areas and haul roads, and speed controls on earthmoving 

equipment and haul trucks. Carbon dioxide (CO2) is the only greenhouse gas (GHG) considered 

in the SEA because emissions from other GHGs would be negligible. As shown in the SEA, 

annual CO2 emissions from the proposed action are expected to be 5,053 metric tons, or 0.011 

percent of the total annual CO2 emissions generated in New York City. Therefore, the relative 

contribution of GHGs from the proposed action compared to those generated in New York City 

would be negligible. 

Cultural Resources: The SEA assessed the effects of the proposed action on cultural resources 

in accordance with Section 106 of the National Historic Preservation Act. The properties in the 

proposed action area are not considered historic because they either date to the 1980s rail yard 

redevelopment or were substantially altered as part of the 1980s rail yard development project. 

However, one historic property is located in the Hudson Yards and the above-ground Area of 

Potential Effect: the High Line Freight Railroad viaduct in the vicinity of 10th Avenue from 
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Finding of No Significant Impact 

Gansevoort Street to West 34th Street (High Line), which has been converted to a public aerial 

greenway. Temporary visual obstructions created by construction equipment associated with the 

proposed action could result in temporary loss of context for the High Line. However, based on 

available documentation located in the files of the New York State Historic Preservation Office 

(SHPO) (Final Generic Environmental Impact State for the proposed No. 7 Subway Extension 

and Hudson Yards Rezoning and Development Program [2004] and Final Environmental Impact 

Statement for the Western Rail Yard [2009]) and data gathered during a field investigation of the 

Hudson Yards, the proposed action would have no adverse effect on the historic High Line. As 

part of the proposed action, installation of temporary underpinnings for structural supports of the 

High Line would not adversely impact the character-defining features or associative attributes 

that qualify the structure for listing in the National Register of Historic Places. As determined 

through consultation with the SHPO, FRA would require Amtrak to implement protection 

measures such as monitoring of the High Line to avoid accidental damage during construction. 

Based on previous work done at the Hudson Yards and from New York State Office of Park, 

Recreation and Historic Preservation research, there is low potential for archaeological resources 

to be present in the archaeological area of potential effect. 

In a letter dated July 22, 2014, the New York SHPO concurred with FRA’s determination that 

the proposed action would have no adverse effects on historic properties provided that 

monitoring of the High Line would occur per the New York City Building Code Technical 

Policy and Procedure Notice #10/88. 

Parks - High Line Freight Railroad Viaduct: 

FRA reviewed the conceptual design proposed to support the High Line during excavation and 

construction of the concrete casing. As discussed in the SEA, the supports for the High Line will 

not impact the operations of the park or require closure. The concept plan indicates that 17 

underground High Line foundation supports would be removed and replaced with the 

construction of the Extension. The underground foundations would be removed where necessary 

to construct the concrete casing. Bedrock drops rapidly deeper west of 11th Avenue thus the 

depth to bedrock increases rapidly west of 11th Avenue so no blasting will be needed in the 

vicinity of the High Line. There would be no impact or change to the viaduct structure since the 

foundation removal and replacement work would be at or below final grade. After construction, 

the High Line structure would be supported by the Extension with no change in the viaduct. 

Precise numbers and the final design of the temporary removal and the supporting structure of 

the High Line during construction will be subject to approval by the Friends of the High Line 

and NYC Parks. 

Amtrak will develop a monitoring plan in coordination with NYC and the Friends of the High 

Line and will implement the plan during construction to ensure there are no potential impacts to 

the High Line. Strain gauges, vibration monitors, geophones, and surveys are typical monitoring 

devices and are currently being utilized during the construction in the Eastern Rail Yard. No 

impacts to nearby structures were noted during the continuous monitoring in the Eastern Rail 

Yard and none are anticipated for the proposed Extension construction in the Western Rail Yard. 

Amtrak also understands that no portion of the High Line would need to be closed during the 

placement and removal of the temporary support structures. Because the Western Rail Yard 
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Finding of No Significant Impact 

would be restored to its current configuration and the Extension would be underground, there 

would be no long-term visual impacts to the High Line visitors. 

Visual Resources: Construction activities associated with the proposed action would result in 

negligible short-term impacts on views of the Hudson Yards. Visual impacts to the Hudson 

Yards would likely be indistinguishable to High Line visitors and the surrounding community 

and businesses when compared to the existing surrounding construction, which will continue 

long after the Extension would be completed. Because existing buildings and tracks would be 

restored to their current configurations and the Extension would be buried below ground, no 

long-term direct or indirect visual impacts from the proposed action are anticipated. 

Hazardous Materials Health and Safety: Hazardous materials could be encountered during 

excavation activities through exposure to soils and fill, exposure to groundwater, or during 

demolition of the Emergency Services Building. However, with implementation of the hazardous 

materials and hazardous waste best management practices and adhering to Federal, State, and 

local requirements for handling of hazardous materials and wastes, no direct or indirect adverse 

impacts are anticipated as a result of the proposed action.

A 2004 testing of soils in the Western Rail Yard, outlined in the Final Environmental Impact 

Statement for the Western Rail Yard (2009), determined that soils throughout the Western Rail 

Yard are typical of soils in the New York urban environment and contain concentrations of 

benzene, ethylbenzene, semivolatile organic compounds, and metals that exceed NYSDEC’s 

recommended soil cleanup objective thresholds. However, none of the samples exhibited 

concentrations in excess of RCRA standards. The contaminated samples raise no unique 

environmental concerns, are indicative of background conditions in urban fill, and require no 

specific precautions beyond the typical measures used during construction at redevelopment sites 

in New York City. Groundwater in the Western Rail Yard was also tested in 2004, as outlined in 

the Final Environmental Impact Statement for the Western Rail Yard (2009), which determined 

that groundwater in the Western Rail Yard had metals in exceedance of NYSDEC Water Quality 

Standards. The elevated metal concentration is likely an attribute, however, of the metals in 

suspended particles in the Western Rail Yard’s turbid groundwater, which is common in urban 

areas with historic urban fill. 

Amtrak’s construction contractor would complete verification testing in accordance with RCRA 

regulations and disposal facility acceptance requirements when soils are excavated. Amtrak’s 

construction contractor would develop a Soil Management Plan, a Groundwater Management 

Plan, and a Dewatering Plan to ensure that contaminated materials are handled, staged, 

transported, treated, and disposed of in accordance with Federal, State, and local regulations. 

Additionally, dust control best management practices would suppress any potential for 

contaminated dust generated by the construction activities, such as spraying water, thorough 

cleaning of on-site vehicles, placing gravel on exposed soil, and covering transport vehicles with 

tarps. 

Before demolition of the Emergency Services Building, Amtrak’s construction contractor would 

complete an asbestos-containing material and lead-based paint survey of the building. Removal 

of any residual contents of the oil and water separators and the separators themselves would be 

handled and disposed of in accordance with all Federal, State, and local requirements. Diesel fuel 

currently stored in the Emergency Services Building would be placed in appropriate containers 
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Finding of No Significant Impact 

and transported according to Federal, State, and local regulations for disposal or reuse. 

Construction activities would include the use of hazardous materials and hazardous waste 

generation from construction equipment, but no impacts on worker and public safety are 

expected. Amtrak’s construction contractor would implement appropriate safety measures, such 

as preparing a Health and Safety Plan, along with procedures for the handling, storage, and 

disposal of hazardous materials and wastes during construction activities to limit worker, public, 

and environmental exposure. 

Noise and Vibration: With implementation of monitoring (per the New York City Building 

Code Technical Policy and Procedure Notice #10/88), noise and vibration control measures, and 

compliance with city, State, and Federal noise regulations, noise and vibration impacts from the 

proposed action on buildings and operations would be short-term and within acceptable limits. 

Construction activities associated with the proposed action would cause temporary increases in 

noise levels, although these increases would be indistinguishable from existing construction 

noises already occurring in and surrounding the Hudson Yards. The section of the High Line 

surrounding the Hudson Yards is opened in fall of 2014; therefore, people will be visiting the 

High Line park adjacent to the Western Rail Yard while the proposed action is under 

construction. Although construction noise from the proposed action may disturb people visiting 

the High Line, the noise from the proposed action would be short-term and would blend in with 

the noise from other ongoing construction in the Hudson Yards (such as the Overbuild 

Project),which will continue well beyond the completion of the proposed action. Amtrak’s 

construction contractor would comply with the New York City Noise Control Code to minimize 

impacts from noise, limit rock splitting, blasting, and/or pounding hours to minimize disruptions 

to nearby buildings, and would implement good engineering practices such as proper 

maintenance and operation by muffling devices and shutting off idling machinery when not in 

use. 

Vibrations from rock excavation and construction can travel into the soil and rock and potentially 

into the foundations and walls of nearby buildings and facilities. Special excavation techniques, 

such as rock splitting, would be used to reduce vibration impacts so that no adverse impacts on 

nearby facilities, buildings, tracks, and railroad systems would occur. Amtrak’s construction 

contractor would obtain excavation and rock splitting and blasting permits from the City’s 

Buildings Department. Amtrak would monitor vibration levels at the No. 7 line tunnel, the 11th 

Avenue bridge, LIRR facilities (as identified by LIRR), and along the High Line to determine if 

vibration from the proposed action would cause adverse impacts on these structures and 

facilities. Strain gauges, vibration monitors, geophones, and surveys are typical monitoring 

devices and are currently being utilized during the construction in the Eastern Rail Yard. Amtrak 

would coordinate with property owners when mitigating the vibrations to acceptable levels. 

Access and Traffic: The proposed action would have direct impacts on access and traffic in and 

around the Hudson Yards, but these would be temporary. Impacts may occur from construction 

workers traveling to the Hudson Yards, from trucks transporting concrete to and haul trucks 

transporting excavated materials from the proposed action site, and from delivery of 

construction-related equipment to the proposed action site. These direct impacts would be most 

noticeable during times of existing traffic congestion, but would otherwise be minimal when 

compared to the existing traffic conditions in and around the proposed action area. Adherence to 
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Finding of No Significant Impact 

truck routes for haul trucks associated with the proposed action and employee and construction 

equipment parking in designated areas would minimize impacts on access and traffic from the 

proposed action. Attachments 3 and 4 on the Comment and Response Matrix (included as an 

appendix to this FONSI) tabulate predicted employee routes and local truck routes, respectively. 

Because road closures would be required on the 11th Avenue bridge between 30th and 33rd 

Streets during construction of the Extension underneath the bridge, there would be temporary, 

adverse impacts to motorists and pedestrians using the bridge during construction of the 

Extension thereunder. Lane closures on the 11th Avenue bridge currently exist, and have existed 

for approximately one year, due to construction associated with the High Line and Overbuild 

Project. Currently, the 11th Avenue bridge is partially closed, with two travel lanes and one 

pedestrian sidewalk accessible. Construction activities associated with the Overbuild Project, and 

other surrounding construction, are anticipated to maintain this partial closure and two travel lane 

minimum on the 11th Avenue bridge during the period of the proposed Extension construction 

(through 2015 and beyond). Thus, pedestrians and motorists traveling on the 11th Avenue bridge 

during the proposed Extension construction would likely not notice a difference from the current 

configuration. Safety measures on the 11th Avenue bridge such as a temporary concrete barrier 

and lighting would be used to maintain safe roadway conditions. The portion of the Extension 

west of the 11th Avenue bridge is not anticipated to require any roadway lane closures. Amtrak 

would coordinate with the New York City DOT and New York City Department of Design and 

Construction during any roadway closures or traffic maintenance. 

Worker and equipment access to the Hudson Yards would be provided by an existing entrance at 

30th Street and in coordination with MTA and LIRR. All construction vehicles and equipment 

would be stored or parked in the staging areas located in the southern portion of the Western Rail 

Yard or in the smaller staging areas in portions of the Eastern Rail Yard closest to 11th Avenue. 

Minor impacts from construction workers parking personal vehicles on City streets near the 

Hudson Yards would occur. 

Utilities, Infrastructure, and LIRR Operations: Temporary moderate direct and indirect adverse 

impacts to LIRR and MTA operations would occur as a result of the proposed action. With the 

implementation of mitigation measures, however, impacts on LIRR and MTA operations would 

be minimized. Amtrak would make provisions to maintain MTA and LIRR operations 

throughout construction of the Extension. Amtrak would coordinate a detailed Site Logistics 

Plan with the LIRR and MTA during the design phase of the proposed action. Listed below are 

the utilities and infrastructure that the proposed action would affect: 

 Temporary removal and rerouting of 300 feet of the existing Western Rail Yard storm 

drainage system and temporary removal of three manholes, 

 Temporary removal and relocation of two electrical AC duct banks,

 Temporary relocation of 400 linear feet each of potable water and fire suppression lines, 

 Demolition and reconstruction of the Emergency Services Building, and 

 Continued lack of service at Yard tracks 0 and 1. 

Amtrak’s construction contractor would rebuild all utilities in original locations after completion 

of the proposed action and restore the utilities to full pre-construction functions and capacities. 
Page 11 of 12

Finding of No Significant Impact 

Section 4(f) Evaluation of Impacts to the High Line: 

FRA reviewed the design proposed to support the High Line during excavation and construction 

of the Extension in relation to the potential "use" of the High Line as a Section 4(f) resource 

under the U.S. Department of Transportation Act of 1966 (amended and codified in 49 U.S.C. § 

303(c)). In accordance with Section 4(f), FRA has determined that there would be no "use" of the 

resource. FRA made this determination because the temporary supports installed for the 

construction of the Extension would not impact the High Line at a magnitude to substantially 

impair the features and attributes of the resource as a park or historic resource. 

The proposed action will not require closure of the High Line or preclude the public from using 

the High Line. The High Line and its features (egress points, walkways, benches, etc.) would not 

be closed or inaccessible to the public for any amount of time during the Extension construction. 

All work on the Extension portion below the High Line would be underground and on MTA 

property. The underground foundation would be replaced but the High Line structure itself 

would not be altered. The proposed action would not preclude the public from using the High 

Line park during construction of the Extension, nor would it have any short- or long-term 

impacts on the public’s ability to use the park or on the High Line structure itself. 

FRA would require Amtrak to implement protection measures, such as monitoring, to avoid 

accidental damage to the High Line during construction. Monitoring of the High Line would 

occur per the New York City Building Code Technical Policy and Procedure Notice #10/88.

Exact monitoring measures utilized during construction would be subject to detail design review 

and approval by Friends of the High Line and NYC Parks. 

Cumulative Impacts: All impacts from the proposed action would be temporary, lasting part or 

all of the approximate 30 months of construction. The scale of the proposed action is minor when 

compared to the scale and magnitude of the Overbuild Project, and therefore the proposed 

action’s contribution to cumulative impacts, when combined with the Overbuild Project impacts, 

would be minimal. Cumulative impacts from the proposed action when combined with other 

reasonably foreseeable future actions in the area would be limited to the proposed action 

construction phase and include an increase in traffic, air and noise pollution, soil and 

groundwater disturbance, disturbances to nearby buildings and facilities from vibration, impacts 

on visual resources from the presence of construction equipment, the potential for contact with 

hazardous materials, and impacts on LIRR and MTA utilities and operations. Any cumulative 

impacts would be temporary and are anticipated to be minimal. 

Notice of Availability and Comments Received on the Draft SEA:

Letters announcing the start of the public comment period for the draft SEA were sent to 

associated agencies and community groups on August 22, 2014. The SEA public comment 

period ended on September 18, 2014. During the comment period, the draft SEA was available 

for review at the New York Public Library in New York, NY and online at FRA’s website. FRA 

and Amtrak met with Friends of the High Line and NYC Parks on September 18, 2014 to 

coordinate future monitoring efforts and provide an opportunity for Friends of the High Line and 

NYC Parks representatives to verbally comment on the SEA. Three agencies provided written 

comments on the SEA: The Association for a Better New York, The General Contractors 

COMMENTORAFFILIATION PARAPHRASED COMMENT RESPONSE

Association for a BetterNewYork

Supportthe completion of the Extension. Support

Amtrak'seffortsto putthe Extension in place before

additionalwork inHudson Yardsresumes. Critical

thatright‐of‐way ispreserved so thatthe Gateway

Project can be completed. Strengthing and

preserving City'stransportation network istop

priority forthe Association for a BetterNewYork. Noted.

The GeneralContractorsAssociation of NewYork

Projectisan essentialelementin preserving right‐of‐

way forfuture Northeast Corridorrailservice. TheExtension would allowAmtrak to begin addressing

damage done to existing tunnelsfrom Superstorm

Sandy. Adelay in advancing thisfirst element of the

Gateway project could seriously jeopardize a

critically important element of the nation'stransportation system. The NY‐NJ‐CT tri‐stateregion, and allstatesalong Eastern Seaboard, and infact entire county, needsadditionalrailcapacitythatthisproject willbegin to facilitate. Noted.

Friendsof the High Line

Concernsabout modifying the structure of the HighLine since the foundationsand columnssupporting

the High Line are the originalsand have never been

remediated orrepaired before.

The concept plan indicatesthat 17 High Line foundation supportsare anticipated to be affected by constructi

foundationswould be removedwhere necessary and replaced in‐kind, or better. Foundation removaland rep

belowfinalgrade. The High Line structure would be able to be supported by the Extension. Precise numbersan

removalof the High Line foundationswould be subjectto detaildesign and approvalby the Friendsof the High 

(ie: drawings) thatillustrate the underpinning were received by Friendsof the High Line andNYC Parksreprese

Friendsof the High Line

What would the viewbe from the High Line during

construction of the Extension? It would look similarto the construction currently occurring in the Eastern RailYard. It would look like an open 

Friendsof the High Line Would the Extension continue under 30th Street?

No, the Extension would not be continuing under 30th Street atthistime. Any future work forthe tunnelwould 

casing, underground, and isolated from above‐ground structuresorfacilities.

Friendsof the High Line

What would be the duration and timing of

construction?

Construction under 11thAvenue isanticipated to begin betweenDecember 2014 and February 2015. Forthe 

11thAvenue designwould startsometime in 2015 and constructionmight occurin 2017 orlater, afterthe por

completed. Construction forthe portion under 11thAvenue would last approximately 10 months, and betwee

west of 11thAvenue, of which only a part would involve the High Line. Construction schedule and timing would 

Related’sOverbuild Projectschedule. Timing of construction could be discussed further during the NYC review

NYC Parks

What would be the mitigationmeasuresimplemented during the Extension construction?

Currently the monitoring plan isproposed, butthere are not any specific mitigationmeasuresproposed forthe 

are considered temporary associatedwith construction. The monitoring plan would be provided during constr

to the High Line do not occur. Strain gauges, vibrationmonitors, geophones, and surveysare typicalmonitori

utilized during the construction in the Eastern RailYard. The City of NewYork andNYC Parkswould be notified i

impactswasidentified during the monitoring. Any noise and/or vibrationmitigationmethodswould be coordin

standardsand allappropriate permitswould be obtained. No impactsto nearby structureswere noted during t

Friendsof the High Line

Provide an explanation of measurementson

engineering drawings[provided inmeeting].

Depth of excavation isapproximately 65 feet belowsurface. The Extension would be 605 feetlong, 50 to 65 f

when completed.

NYC Parks

What would be the duration of rock excavation

during the Extension construction?

Rock excavation forthe 11thAvenue portion would occur between 2 to 3 months. The area nearthe High Lin

excavation of soil.

Friendsof the High Line Would acceleration of construction be possible? The portion under 11thAvenue isa ready‐to‐go design. Any acceleration of the portion west of 11thAvenue w

Appendix: Comment andResponse Matrix

SEA forthe Constructionof a Concrete Casing Extensioninthe HudsonYards, NewYork, NY

Page 1 of 6
COMMENTORAFFILIATION PARAPHRASED COMMENT RESPONSE

Appendix: Comment andResponse Matrix

SEA forthe Constructionof a Concrete Casing Extensioninthe HudsonYards, NewYork, NY

NYC Parks

NYC Parkswould have to reviewand approve plans

before the City can sign off on the construction

plans. An engineering reviewby the Parks'

departmentis critical. Amtrak would be expected to

pay forthisreview. Noted. Future coordination withNYC Parksisanticipated andwould continue throughout design.

City of NewYork

Overall, we recognize FRAandAmtrak'sneed to

preserve the ROWand the importance of

sequencing construction. We are confident with

close coordination we willbe able tominimize

impactson the High Line and surrounding

community. Future coordination with the City of NewYork isanticipated andwould continue throughout design and constr

City of NewYork

We remain concerned that without close monitoring

and targetedmitigationmeasures, the blasting anddrilling underthe High Line may affect one of the

city'smost used and popular areas, aswellasthe

surrounding area, during the High Line'sbusiest

season.

Monitoring during construction willbe implemented and isexpected to be coordinated with the City of NewYo

throughout design and construction. Because bedrock at and nearthe High Line isbelowthe anticipated exca

rock excavation activitiesare anticipated to occur beneath orin close proximity to the High Line. Itisanticipa

excavated beneath orin close proximity to the High Line.

City of NewYork

There isa lack of specific data on the potential

impactson the High Line andwe do not concur with

the finding thatthe action would notresultin a use ofa Section 4(f) property. We ask thatspecific

mitigationmeasuresforthe period of construction

be incorporated into the environmentaldocuments.We also ask that you coordinate through thisoffice,asthe impactson the area involve a number of city

agencies.

FRAmade the determination thatthere isno use of the High Line forthe purpose of Section 4(f) because the t

the Extension construction would notimpactthe park qualitiesorfeaturesof the High Line, require closure of 

public from using the High Line. The High Line and itsfeatures(egresspoints, walkways, benches, etc. ) would 

public for any amount of time during the Extension construction. Allwork on the Extension in the vicinity of the 

and on MTAproperty andwould not alterthe structure. Afterthe concrete casing is constructed it willbe unde

usersof the High Line. The monitoring plan would be provided to the City, and Friendsof the High Line priorto 

the High Line do not occur. Noise and vibrationmitigationmethodswould be coordinated with the City to adhe

appropriate permitswould be obtained. Strain gauges, vibrationmonitors, geophones, and surveysare typica

currently being utilized during the construction in the Eastern RailYard. No impactsto nearby structureswere 

monitoring in the Eastern RailYard and none are anticipated forthe proposed Extension construction in the We

maintain coordination with the City of NewYork throughout design and construction.

City of NewYork

The SEAlargely ignoresthe High Line in it's

assessment of potentialimpacts. We feelthe SEAshould also analyze impactson the surroundingcommunity, including residentsand localbusinesses,

due to construction activity.

Potentialimpactsto the High Line were analyzed in the SEAunder CulturalResources, VisualResources, Noise, 

the design proposed to supportthe High Line during excavation and construction of the concrete casing in rela

and the potential "use"of a Section 4(f) resource. FRAdetermined in accordance with Section 4(f) of the U.S. 

of 1966 (amended and codified in 49U.S.C. § 303 (c)) thatthere would be no "use"and no further evaluation 

made thisdetermination because the temporary supportsinstalled during the Extension construction would noof the High Line, require closure of the High Line, or preclude the public from using the High Line. The High Lin

walkways, benches, etc. ) would not be closed orinaccessible to the public for any amount of time during the E

the Extension portion belowthe High Line would be underground and on MTAproperty andwould not alterthe 

High Line underpinning processisprovided on page 8 of the SEA. Concept plans(ie: drawings) thatillustrate the 

Friendsof the High Line andNYC Parksrepresentativesatthe September 18th, 2014 meeting. Potentialimpa

affectthe surrounding community (residents, businesses) were visualresources, noise and vibration, and acce

Hudson Yardswould be indistinguishable to the surrounding community and businesseswhen compared to the 

construction that willcontinue long afterthe Extension would be completed. Because the Western RailYardw

configuration, and the Extension would be underground, there would be no long‐term visualimpactson the co

no noise‐sensitive receptors(churches, schools, etc. ) exist within hearing range of the Hudson Yards. Localbu

nearthe Hudson Yardswould likely not be able to distinguish the noise from the proposed Extension constructio

unrelated to the Hudson Yards. Noise impactswould last only during the duration of construction andwould no

construction could potentially travelthrough soiland rock and into the foundationsandwallsof nearby building

reducedwith specialexcavation techniques(ie: rock splitting), monitoring, permit approval, and coordination 

the impactsto accessand traffic can be found in the response to Comment #26. Impactsto community mem

Page 2 of 6
COMMENTORAFFILIATION PARAPHRASED COMMENT RESPONSE

Appendix: Comment andResponse Matrix

SEA forthe Constructionof a Concrete Casing Extensioninthe HudsonYards, NewYork, NY

City of NewYork

The Section 4(f) finding ismissing the requirement

underDOT rulesthat a 4(f) determination should

include allpossible planning tominimize harm to the

High Line. There isno signed finding by the

Administratorthatthere isno constructive use, noris

there enough of a basisorshowing of factsbeyond a

conclusory statementto showthere would not beone. Without more information and analysis, we

have no basisto concur with such a finding.

FRAunderstandsthe importance of protecting the High Line and reviewed the preliminary designsfortempor

determined in accordance with Section 4(f) of the U.S. Department of TransportationAct of 1966 (amended 

(c)) thatthere would be no "use"and no further evaluation for Section 4(f) wasneeded. FRAmade thisdeterm

supportsinstalled during the Extension construction would notimpactthe qualitiesorfeaturesof the High Line

or preclude the public from using the High Line. The High Line and itsfeatures(egresspoints, walkways, bench

inaccessible to the public for any amount of time during the Extension construction. Allwork on the Extension 

be underground and on MTAproperty andwould not alterthe structure.The Project willnot permantely ortem

isno conversion of property to a transporation use. Amtrak willdevelop the design plans, construction schedu

Plan in coordination withNY City Parksand Friendsof the High Line to ensure impactsare avoided.

City of NewYork

SEAshould fully explainmeasuresto be undertaken

in orderto ensure the construction work and

associated vibrationsdo not damage the High Line,

supporting structures, or disrupt public visitation. Itis

our understanding that no portion of the High Line

would need to be closed during the placement and

removalof the temporary supportstructures.

The monitoring plan would be provided to the City and Friendsof the High Line forreivewpriorto construction 

High Line do not occur. Noise and vibrationmitigationmethodswould be coordinated with the City to adhere t

permitswould be obtained. Strain gauges, vibrationmonitors, geophones, and surveysare typicalmonitoring 

utilized during the construction in the Eastern RailYard. No impactsto nearby structureswere noted during the 

Eastern RailYard and none are anticipated forthe proposed Extension construction in the Western RailYard. F

NewYork isanticipated andwould continue throughout design and construction. Amtrak also understandstha

need to be closed during the placement and removalof the temporary supportstructures.

City of NewYork

With respectto potentialimpactsto the High Line,

close coordination betweenAmtrak andNYC Parks

and Friendsof the High Line willbe necessary. We

also suggest close coordination withNYCDOT and

other agencies. The City appreciatesyourreaching

outtoNYC Parksand Friendsof the High Line to

initiate the coordination on September 18, 2014.

Future coordination withNYC Parks, Friendsof the High Line, City of NewYork, NYCDOT, and other applicable 

continue throughout design and construction.

City of NewYork

The City recommendsan additionalgraphic that

helpsillustrate the project'srelationship tosurrounding elementssuch asthe No. 7 Subway

Line, the High Line, and the Overbuild Project.

Figure 2 on page 6 illustratesthe action'srelationship to the High Line. The Overbuild Projectisexpansive and is 

and on top of the Hudson Yards. The No. 7 Subway Line runsunderneath 11th Street. The No. 7 Subway Line 

running underneathwhere the Extension isproposed to be. Please refertoAttachment 1 for a graphic of the E

to the No. 7 Subway Line.

City of NewYork

The duration of construction activitiesshould bemore fully explained.

Construction underneath 11thAvenue isanticipated to last approximately 10 monthsbeginning betweenDec

Rock excavation forthe 11thAvenue portion would occur between 2 to 3 months. Construction west of 11thA

between 12 to 15 monthsand begin in 2017 orlater, after construction under 11thAvenue is complete. Rock 

forthisportion. Construction schedule and timing would have to be coordinated with Related’sOverbuild Proje

City of NewYork

The first paragraph states "Because depth to

bedrock along the alignmentincreasesrapidly wet

of 11thAvenue..."and other areasstate "Depth to

bedrock dropsrapidly west of 11thAvenue...".

Please reviewandmodify asappropriate. Bedrock dropsrapidly deeper west of 11thAvenue thusthe depth to bedrock increasesrapidly west of 11thAv

City of NewYork

With respecttoAirQuality, the Methodology forGeneralConformity wasnot provided in the SEAand

actionstominimize dust are notfully explained.

Page 21, Section 3.8.2, forHazardousMaterials

discussesmore robust dust controlmeasuresthe

could be referenced and repeated inAirQuality

section for additional clarity.

The methodology used forthe generalconformity calculationswas consistent with the GeneralConformity Ru

Section 3.5.2, page 16 providesdetailson howemissionswere classified (ie: indirect, direct), whatspecificswe

calculations, andwhatresourceswere used forthe determination. Generalconformity calculationsare provid

the same dust controlmeasuresasdescribed in Section 3.8.2 (spraying water, thorough cleaning of on‐site ve

soil, and covering transport vehicleswith tarps) could be transcribed into the AirQuality section asactionsthat 

Page 3 of 6
COMMENTORAFFILIATION PARAPHRASED COMMENT RESPONSE

Appendix: Comment andResponse Matrix

SEA forthe Constructionof a Concrete Casing Extensioninthe HudsonYards, NewYork, NY

City of NewYork

The first paragraph indicatesthatthere are no noise‐

sensitive receptorswithin hearing range of the

projectsite. However, the High Line isa public

resource within close proximity and fallswithin the

definition of a noise‐sensitive receptor.

The High Line isa noise‐sensitive receptor andwasevaluated. Noise impactsto the High Line are expressed in 

ProposedAction.

City of NewYork

The fourth paragraph indicatesthatrock splitting,

blasting and/or pounding would be limited to 7am to

10pm. Thisincludesevening periodsoutside of

typicalconstruction hoursof 7am to 6pm. The SEA

doesnot clearly explain whetherthere willbe work

on the weekends, and, if so, during whattime

period. Please confirm the anticipated constructionwork schedule and extent of after‐hourswork

anticipated, aswellasnoise levelsanticipated and

the specific attenuationmeasuresthat willbe

employed. Consideration should be given tomitigatethe impactto construction.

The work schedule would primarily be during normalbusinesshours, Monday through Friday, between 7am an

work could be possible during the Extension construction assome construction activities could be performed o

schedule. Thistype of schedule is currently being implemented in the Eastern RailYard to reduce the overallpe

forlessdisruptive truck deliveriesduring non‐peak hours. Noise levelsduring the Extension construction are an

than the noise levels currently occurring in the Eastern RailYard. Noise levelsare anticipated to be mostly indis

construction noisesoccurring in and surrounding the Hudson Yards, such asthe noise from the Overbuild Proje

continue wellafterthe Extension was completed. Noise mitigationmeasureswould be similarto those being em

RailYard. These measuresinclude, but are notlimited to, limiting rock splitting, blasting and/or pounding hours

equipment, and shutting off idling machinery.

City of NewYork

The environmentalconsequencesdiscussion forvibration should describe a commitmentfor

monitoring in compliance withNewYork City

Department of BuildingsTechnicalPolicy andProcedure Notice #10/88. The earlier discussion onpage 19 notesthat FRAwould require Amtrak toimplement protectionmeasuresto avoid accidentaldamage. The geotechnicalstudy referenced in the

SHPO supporting materialsalso statesthat at a

minimum the High Line willrequire monitoring. The

specific monitoring and protectionmeasurescontemplated to be employed should be further

explained. These measuresare mentioned inSection 3.6.2 and should be reflected in the

environmentalconsequencessection aswell. Please

explain if additionalmeasuresbeyondwhatis

described here are anticipated.

Asdescribed in Section 3.6.2, page 19, conducting monitoring perthe NewYork City Department of Buildings

Notice #10/88 isa requirement of the SHPO concurrence andwould be followed. Monitoring of the High Line 

outlined in Section 3.6.2. Currently the monitoring plan isproposed but, there are not any specific mitigationm

since the potentialimpactsare associatedwith construction. The monitoring plan would be developed during t

would coordinate with the Friendsof the High Line andNYC Parksduring design to develop an acceptable plan 

them. Future coordination with the City of NewYork and other applicable agencieson the monitoring and pro

anticipated andwould continue throughout design and construction. Strain gauges, vibrationmonitors, geoph

monitoring devicesand are currently being utilized during the construction in the Eastern RailYard. No impact

during the continuousmonitoring in the Eastern RailYard and none are anticipated forthe proposed Extension 

Yard.

Page 4 of 6
COMMENTORAFFILIATION PARAPHRASED COMMENT RESPONSE

Appendix: Comment andResponse Matrix

SEA forthe Constructionof a Concrete Casing Extensioninthe HudsonYards, NewYork, NY

City of NewYork

The language here statesthere would be direct

adverse impactson traffic in the regionsand traffic

and pedestriansusing the 11thAvenue bridge. Itis

unclearfrom the document whatthe impactswillbe

andwhatspecific measureswillbe implemented to

minimize those impacts. Accordingly, please provide

further elaboration on these pedestrian and trafficimpacts.

Traffic in the regionwould experience temporary, adverse traffic impactsbecause of increased congestion fr

related vehiclestraveling to and from the proposed construction site. Traffic impactsfrom the increased num

noticeable during the morning and evening commute when traffic isalready congested. Asdescribed on page 

noticeable around the intersection of 11thAvenue at West 34th Street during the morning peak traffic period

Street with both 11th and 10thAvenuesduring mid‐day traffic peaks, and at 12thAvenue/West 34th Street d

Predicted numbersof and routesfor worker and construction related vehicles can be found in the responsesto 

congestion would be mitigated by requiring trucksto adhere to specific truck routesand construction equipm

designated to certain areaswithin the Hudson Yards. Motoristsand pedestriansusing the 11thAvenue Bridge w

adverse impactsdue to road and sidewalk closures. Lane closureson the 11thAvenue bridge are currently exi

approximately 1 year, due to construction associatedwith the High Line andOverbuild Project. Currently, the 

closed, with two travellanesand one pedestrian sidewalk accessible. Construction activitiesassociatedwith th

surrounding construction, are anticipated tomaintain thispartialclosure and two travellane minimum on the 

period of the proposed Extension construction (through 2015 and beyond). Thus, pedestriansandmotoriststr

during the proposed Extension construction would likely not notice a difference from the current configuratio

construction signage, lighting, and concrete barriersbetween the accessible and non‐accessible sideswould b

Only the construction of the Extension portion underthe 11thAvenue bridge would require lane closures; the p

11thAvenue isnot anticipated to require any roadway lane closures. Coordination withNYCDOT andNYCDep

City of NewYork

Asa statusupdate, Phase 3 of the High Line opened

on September 21, 2014. Noted. Atthe time of the SEAcomposition, the date of Phase 3'sopening wasunknown.

City of NewYork

The potentialcumulative impactsanalysisdoesnot

fully disclose or analyze the potentialimpactsfrom

proposed action and other planned developmentsin

the vicinity, such aslocalbusinesses.

The potentialcumulative impactswould include the impact of the Extension construction when combined wit

projects, which includesplanned developmentsin the vicinity. Reasonably‐foreseeable projectswithin the vici

presented in Section 3.13.1, page 30. When the proposed Extension construction is compared to the reasona

which isthe expansive Overbuild Project, the scale of the proposed action isminor and the contribution of the 

impactsismoderate. Besidesthe reasonably‐foreseeable projects, variousentities, some of whichmay be loc

conceptualproposalsand plansfor newbuildingsand renovations. However, no specific, concrete planswere 

City of NewYork

The conclusion in cumulative impactsindicatesthat

cumulative impactswould be temporary andwith

the implementation of mitigationmeasuressuch as

traffic controland adherence to applicable

regulation, impactsare anticipated to be minor. Itis

unclear what mitigationmeasuresorspecific traffic

controlsmethodswillbe implemented and isunclear

if the impactswillbe minor.

Construction of the concrete casing from 10thAvenue to 11thAvenue in the Eastern RailYardwillbe near com

constuction under 11thAvenue begins. The cumulative impactswould be temporary, lasting allor part of the 

construction. Itisanticipated that measurestominimize potentialimpactswould be similartowhatis currently 

construction in the Eastern RailYard. These measures, such as concrete barriersfortraffic controland sprayin

control, are expressed in corresponding impact areasin Chapter 3 of the SEA. Coordination with LIRR, MTA, N

Developer), the City of NewYork, and other applicable agencieswillcontinue throughoutfinaldesign and con

City of NewYork

Provide additionaldetailsregarding the construction

schedule and phasing including a table that details

number of workers, workerrelated vehicles, trucks,

and other construction related vehicles.

Since the proposed Extension isa smallerscale project when compared to the ROWportion in the Eastern RailY

the Eastern RailYard versusthe proposed 605 foot concrete casing extension in the Western RailYard) the num

related vehiclesisanticipated to be significantly lessthan the numbersassociatedwith the work in the Eastern 

and typesof construction equipment anticipated to be used during construction are provided inAppendix Bof 

utilized to complete the air quality conformity calculations. Please see Attachment 2 forthe typesand numbe

City of NewYork

Please provide the work schedule, temporal

distribution, and trip assignmentsfortrucksand

construction workers'personalvehicles.

The work schedule would primarily be during normalbusinesshours, Monday through Friday, between 7am an

activities could be performed on a 6‐day per week, 2‐shift per day schedule, asis currently being implemente

Eastern RailYard portion, to reduce the overallperiod of construction and to allowforlessdisruptive truck deliv

Distribution and anticipated employee and truck travelroutesare incorporated by reference to the March 20

isanticipated to followthe same routesthat surrounding traffic associatedwith construction unrelated to the 

Project) follows. Traffic associatedwith construction in and surrounding the Hudson Yardsprimarily travelsalo

9th, 10th, 11th, and 12th) and three bi‐directional crosstown streets(23rd, 34th, and 42nd). Attachment 3 in

employee commuterroutesto the Hudson Yardsfrom outside Manhattan. Localtrucks, those that deliver, lo

Manhattan, are restricted to routesperNewYork City Traffic Rulesand Regulations(2012), asshown inAttach

excavatedmaterialand traveling outside of Manhattan for disposalare anticipated to use the Lincoln Tunnel. 

Page 5 of 6
COMMENTORAFFILIATION PARAPHRASED COMMENT RESPONSE

Appendix: Comment andResponse Matrix

SEA forthe Constructionof a Concrete Casing Extensioninthe HudsonYards, NewYork, NY

City of NewYork

The project willgenerate atleast 38 truck trips/day

(19 in/19 out) and some deliverieswillbe over 100

milesaway. Please identify in whattime periodsthis

truck activity isprojected to take place.

Asdescribed in Section 3.10.2, page 25, disposaltransporttruckswould only operate during the day and durin

Friday) asdisposalfacilitiesare only operationalduring normalbusinesshours. Some construction activities, su

placement, could be performed on a 6‐day per week, 2‐shift per day schedule, asis currently being implemen

Eastern RailYard portion, to reduce the overallperiod of construction and to allowforlessdisruptive truck deliv

City of NewYork

The applicantshould conduct a weekday AM,

midday, and PM Levelsof Service analysisat

locationsthat willbe affected by the partialbridge

closure andwould resultin diversions. Please providethe diversionmapsand explain howthey were

developed.

Lane closureson the 11thAvenue bridge are currently existing, and have been for approximately 1 year, due 

High Line andOverbuild Project. Currently, the 11thAvenue bridge ispartially closed, with two travellanesand 

accessible. Construction activitiesassociatedwith the Overbuild Project, and othersurrounding construction, 

partialclosure and two travellane minimum on the 11thAvenue bridge during the period of Extension constru

Thus, pedestriansandmotoriststraveling on the 11thAvenue bridge during the proposed Extension constructi

difference from the current configuration. Only the construction of the Extension portion underthe 11thAve

closures; the portion of the Extension west of 11thAvenue isnot anticipated to require any roadway lane closu

andNYCDepartment of Design and Construction during the proposed Extension construction isanticipated. B

construction occurring in the area from the Overbuild and other projects, bi‐weekly "30‐10"meetingshosted 

City of NewYork

Since there are other construction projectsin the

area, the applicantshould consult withNYCDOT

Office of Construction Mitigation and Coordinationand coordinate thisproject with other construction

projects.

Future coordination withNYCDOT isanticipated andwould continue throughout construction. The proposed a

Related'sOverbuild Project and other construction projectsin the surrounding area.

City of NewYork

The detailed design and constructionmanagementplan to be developed forthe western portion of the

projectshould ensure thatthe commitmentto keepthe High Line open asexpressed in the SEAismet.

Future coordination regarding the High Line withNYC Parks, Friendsof the High Line, and the City of NewYork 

throughout design, planning, and construction. The High Line would be able to remain open and operationald

construction.

City of NewYork

The projectshould avoid interference with the High

Line stair on 30th Street at 11thAvenue. Thisstairis

a required egresspath from the High Line and should

remain open during High Line operating hours.

The High Line would be able to remain open and operationalduring the proposed Extension construction. The 

not be affected during the proposed Extension construction.

City of NewYork

NYC Parksand Friendsof the High Line have a

processfor approvalof alladjacent construction

projects. The processrequiresthe submittalof

drawing forreviewby a third‐party engineer. NYC

Parksapprovalprocessisrequired aspart of the NYC

Department of Building approvalprocess. Giventhatthe projectisnot only nearthe High Line, but

proposesto alterthe High Line structure, and that

the 85‐year‐old structure hasnot been repaired, the

reviewisanticipated to take additionaltime. We

recommendAmtrak submit drawingsearly in eth

design. The cost of the third party reviewshould bepaid by Amtrak. (See Comment #11). Future coordination withNYC Parkson thisisanticipated.

City of NewYork

NYCDepartment of Buildings, NYC Parks, and

Friendsof the High Line willlikely require a seriesof

protective measuresduring construction including,

but notlimited to, vibrationmonitoring, in orderto

ensure the structuralintegrity of the High Line.

Noted and anticipated. Monitoring and protectionmeasuresregarding the High Line would be coordinated wiNYC Parks, and Friendsof the High Line throughout design and construction.

Page 6 of 6
Attachment 1

Relationship of the Extension (Future Design) to the No. 7 Subway Line
Specific Equipment Equipment Type No. of Units

Manlift Forklifts 1

855 Liebherr Crane Cranes 1

777 Manitowoc Crane Cranes 2

Atlas ROC D3 Drill Rig Bore/Drill Rigs 2

KR‐803‐1 Rock Anchor Drill Bore/Drill Rigs 1

Bauer B28 Drill Bore/Drill Rigs 1

Dump Truck Dumpers/Tenders

5 in CY2015

and 10 in

CY2016‐17

Generator Generator Sets 1

Mobile Crane Cranes 1

Pay Loader Rubber Tire Loaders 1

Pay Loader 980 CAT Rubber Tire Loaders 2

Hydraulic Drill Rig BG 28 Bore/Drill Rigs 2

Track Drill Bore/Drill Rigs 1

Concrete Mixer Truck Cement & Motor Mixers 3

Excavator 322C CAT Excavators 1

Excavator 318E CAT Excavators 3

Excavator 336 CAT Excavators 1

Impact Hammer CAT H160E Crushing/Processing Equipment 1

Vibratory Hammer 1412B ICE Crushing/Processing Equipment 1

Air Compressor Air Compressors

1 in CY2015

and 2 in

CY2016‐17

Hoe Ram Other Construction Equipment 1

Compactor Plate Compactors 1

Paver Pavers 1

Welder 400 amp Welders 1

Grout Plant Pumps 1

Pickup Truck Off‐Highway Trucks 2

Attachment 2

Predicted Types and Numbers of Construction Equipment
Traveling From Route

The Bronx and Westchester 12th Avenue/Route 9A North to Henry Hudson Parkway

Brooklyn and Staten Island 12th Avenue/Route 9A South to Brooklyn‐Battery Tunnel

Queens and Long Island West 34th Street East to Queens Midtown Tunnel

New Jersey via George Washington Bridge 12th Avenue/Route 9A North to Henry Hudson Parkway

New Jersey via Holland Tunnel 12th Avenue/Route 9A South

New Jersey via Lincoln Tunnel 11th Avenue (at West 40th Street) Entrance

Attachment 3

Predicted Employee Commuter Routes to Hudson Yards from Outside Manhatten

Source: Metropolitian Transit Authority (MTA) and New York City Planning Commission (NYCPC). 2004. Final

General Environmental Impact Statement for the Proposed No. 7 Subway Extension and Hudson Yards Rezoning

and Development Program .
Traveling From Route

‐‐‐‐ 8th, 9th, 10th, 11th, and 12th Avenues

First Avenue to Twelfth Avenue 23rd Street, 34th Street, or 42nd Street

Broadway to Eleventh Avenue West 30th Street

Third Avenue to Tenth Avenue 31st Street

Lincoln Tunnel entrance to Elevnth Avenue West 40th Street

Ninth Avenue to Lincoln Tunnel entrance West 41st Street

Source: City of New York. 2012. New York City Traffic Rules and Regulations.

Attachment 4

Local Truck Routes per New York City Traffic Rules and Regualtions