1 October 2022

U.S. Department of Transportation

Federal Railroad Administration

FINDING OF NO SIGNIFICANT IMPACT

and

FINAL SECTION 4(f) DETERMINATION

Livingston Avenue Bridge Replacement Project

Albany and Rensselaer Counties, New York

October 2022

1 Introduction

The New York State Department of Transportation (NYSDOT) is proposing to undertake the Livingston 

Avenue Bridge Project (the Project) to replace the Livingston Avenue Bridge, which spans the Hudson 

River between the cities of Albany and Rensselaer, providing a critical rail link on New York State’s 

Empire Corridor. The bridge, which CSX Transportation Inc. (CSX) owns and the National Railroad 

Passenger Corporation (Amtrak) maintains and operates, was constructed in 1901-1903 on a 

substructure that dates to the 1860s and is nearing the end of its serviceable life. Amtrak uses the 

bridge for intercity passenger trains traveling on the Empire Corridor route and CSX and Canadian 

Pacific (CP) use the bridge for freight rail service.

Since Federal funds and Federal permits are necessary for the Project, compliance with the National 

Environmental Policy Act of 1969 (42 USC § 4321 et seq.) (NEPA) is required. The Federal Railroad 

Administration (FRA) is the lead Federal agency for review under NEPA. FRA and NYSDOT as Project 

sponsor completed an Environmental Assessment (EA) and draft Section 4(f) Evaluation in May 2022 

evaluating the potential environmental effects of the Project. FRA and NYSDOT prepared the EA in 

accordance with NEPA, the Council on Environmental Quality’s NEPA implementing regulations (40 

CFR Parts 1500-1508), and FRA’s Procedures for Considering Environmental Impacts (64 FR 28545, 

[May 26, 1999] and 78 FR 2713 [January 14, 2013]), and other related laws and requirements. FRA 

and NYSDOT have coordinated with the U.S Army Corps of Engineers (USACE) and U.S. Coast 

Guard (USCG), both of which must issue permits for the Project before it can proceed. The EA 

documents the effects of the Project on the environment and the measures that will be implemented 

to avoid, reduce, and mitigate the Project’s adverse effects on social, economic, and environmental 

resources. 

The EA was made available for review by agencies and the public for a 38-day review and comment 

period between May 9, 2022 and June 15, 2022. A notice of availability of the EA was distributed via 

email and postcard to the Project mailing list and residents of the Project area. The EA was available 

on FRA’s website1 and NYSDOT’s website2 and its availability was advertised in the Albany TimesUnion. Public informational meetings were held virtually on May 31, 2022 and in person at the Palace Theater 

in Albany on June 1, 2022. Summaries of comments received on the EA and responses to those 

comments are provided in Attachment D; the full text of all comments is provided in Attachment E. 

This Finding of No Significant Impact (FONSI) is made based on the information in the EA to comply 

with NEPA, 42 U.S.C. §§ 4321 et seq., and its implementing regulations, 40 C.F.R. Parts 1500-1508; 

FRA’s NEPA Procedures; and other applicable laws, including Section 106 of the National Historic 

Preservation Act (Section 106) and Section 4(f) of the U.S. Department of Transportation Act of 1966 

(Section 4(f)).

1 https://railroads.dot.gov/environment/environmental-reviews/livingston-avenue-bridge-replacement-project. 

2 https://www.dot.ny.gov/livingstonavebridge.
 

 

 

 

 

 

 

2.1 Need to Address Structural Deficiencies and Substandard Conditions 

 

 

 

 

 

 

2.2 Need to Improve Capacity 

 

 

 

 

 

 

 

2.3 Navigational Need 

 

 

 

 

2.4 Project Goals 

 

 

 

 

 

 

Livingston Avenue Bridge Replacement 

2 Purpose and Need 

The purpose of the Project is to improve reliability and reduce passenger and freight train delays along 

this segment of the Empire Corridor; achieve (at a minimum) a long-term state-of-good-repair for the 

bridge; eliminate existing bridge and track deficiencies; and maintain or improve navigation near the 

bridge. This will ensure that the Livingston Avenue Bridge meets modern passenger and freight rail 

capacity and load (weight) standards, maintains acceptable levels of safety, and supports the longterm utility and vitality of the Empire Corridor. The Project is essential to implementing future rail plans 

and improving state-wide rail transportation. 

The Livingston Avenue Bridge is more than 100 years old and is nearing the end of its serviceable life. 

Its superstructure and substructure are in fair to poor condition; the mechanical portions of the swing 

span are significantly worn and require near constant maintenance to remain operable; the swing span 

frequently malfunctions, resulting in delays to passenger trains, freight trains, and boat traffic; and the 

bridge does not meet current design standards related to load, speed, and horizontal and vertical 

clearance. Due to its deteriorated condition and obsolete design, the bridge cannot support train 

operations at speeds consistent with the speeds on adjacent rail segments and the two-track bridge 

can be used only by one train at a time. The bridge also has non-standard vertical and horizontal 

clearances, which limit the types of carriages and freight that can traverse the span. Moreover, the 

equipment controlling the bridge operations is obsolete. While Amtrak maintains the system by 

replacing parts as they are available, finding parts for the obsolete system has become difficult. 

The Livingston Avenue Bridge is a restrictive bottleneck along the Empire Corridor that impedes future 

High Speed Intercity Passenger Rail (HSIPR) plans for the corridor. The Empire Corridor is the only 

passenger rail route between New York City, Albany, Buffalo, and Niagara Falls; it also serves as a 

Class I freight rail route (as defined in 49 CFR 1201) that is a critical link in domestic and international 

goods movement. The current restrictions on bridge operations compromise the short- and long-term 

utility and vitality of New York’s passenger and freight rail service via the Empire Corridor. Improving 

the existing crossing is an essential component of developing a successful HSIPR corridor in New 

York State and providing ample connection to New York City. 

The Livingston Avenue Bridge is a swing span bridge over a navigable section of the Hudson River. It 

is operated by a bridge operator working in an operator’s house on the bridge above the center of the 

swing span. In recent years, the bridge has opened for ships an average of 300 times a year. Improving 

the reliability of the movable span is important for maintaining the navigation channel past Albany. 

To evaluate the Project alternatives developed as part of the environmental review process, NYSDOT 

established three goals for the Project related to the Project purpose and need: 

• Goal 1: Improve passenger rail operations, service reliability, and operational flexibility. 

• Goal 2: Improve the load capacity of the corridor and remove existing structural operational 

limitations. 

• Goal 3: Minimize conflicts with navigational traffic. 

3 Alternatives Considered 

FRA and NYSDOT considered a range of different alternatives for repairing, rehabilitating, or replacing 

the Livingston Avenue Bridge to identify alternatives that would meet the Project purpose and need 

October 2022 2 
 

 

 

 

 

 

 

 

 

 

 

Finding of No Significant Impact 

and be feasible and reasonable. Exhibit 1 provides a list of the alternatives considered and 

summarizes the conclusions of the alternatives evaluation. 

In the alternatives evaluation, FRA and NYSDOT first assessed the alternatives to identify whether 

they would meet the Project purpose and need. All alternatives that met the Project purpose and need 

were then evaluated to identify whether they were feasible and reasonable, based on their ability to 

meet the established Project goals and, where relevant, preliminary information on the potential cost, 

engineering factors, and likely environmental and transportation impacts. 

Exhibit 1 

Summary of Alternatives Considered 

Alternative Evaluation 

Permanent Detour: Use of 

Alternate Routes 

Not reasonable because it would not meet the Project purpose and need. 

Rehabilitation: Bridge 

Repairs 

Not reasonable because it would not meet the Project purpose and need. Also, would 

not satisfy the Project goal of improving service reliability and operational flexibility (Goal 

1), upgrading the load capacity of the bridge (Goal 2), or the Goal 2 objectives of 

improving the design life of the structure and eliminating the existing geometric 

deficiencies. 

Rehabilitation of Existing 

Bridge (Substructure and 

Superstructure) to 

Accommodate Mixed Rail 

Traffic 

Not reasonable because it would not meet the Project goal of removing existing 

structural operational limitations (Goal 2) or the goal of minimizing conflicts with river 

traffic (Goal 3); would also not meet Goal 1 objective of eliminating track deficiencies and 

Goal 2 objective of providing a river crossing with a design life of a minimum of 100 

years. Would have a cost ranging between 83 and 91 percent of the cost of replacing the 

structure. 

Rehabilitation of Existing 

Bridge for Passenger 

Trains Only 

Not reasonable because it would not meet the Project purpose and need. Also, would 

not meet Project objectives in Goal 2 of maintaining or improving freight movement 

across the bridge; improving the load rating of the structure to Cooper E-80 freight traffic; 

or supporting simultaneous two-track operation; and would not meet the goal of 

minimizing conflicts with river traffic (Goal 3). 

Rehabilitation of Existing 

Bridge – Superstructure 

Replacement 

Not reasonable because it would not meet the Project goal of minimizing conflicts with 

marine traffic (Goal 3); would not meet Goal 1 objective of eliminating track deficiencies 

or Goal 2 objective of providing a 100-year design life. Other goals and objectives would 

not be met in a cost-effective manner. 

Replacement Bridge on 

Existing Alignment 

Eliminated because it would have a higher cost and greater construction complexity than 

other replacement alternatives without providing any advantages. 

Replacement Bridge on 

New Alignment 

Not reasonable because it would not meet Project objective of improving freight and 

passenger rail capacity in a cost-effective manner (part of Goal 1); or the goal of 

minimizing conflicts with river traffic through improved clearances (Goal 3). Would have 

much greater cost, need substantially more property acquisition, and would have greater 

environmental, social, and construction impacts. 

Alternative Bridge Types A fixed span was eliminated because it would have construction complexities, much 

greater cost, need for substantially more property acquisition, and far greater 

environmental, social, and construction impacts for a lengthy new structure. 

A swing span was eliminated because it would have more complex mechanics that are 

more difficult to maintain and less reliable to operate than a lift span; a swing span also 

would not increase the width of the navigation channel. 

A bascule span was eliminated because it would not provide sufficient navigational 

clearance to meet Goal 3. 

No Action Alternative Would not meet Project purpose and need or any goals or objectives but retained to 

serve as a comparative baseline for the environmental analyses as required by NEPA. 

Build Alternative 1, 

Replacement on an 

Adjacent North Alignment 

Would meet the Project purpose and need and goals and objectives; evaluated in the 

EA. 

Build Alternative 2, 

Replacement on an 

Adjacent South Alignment 

Would meet the Project purpose and need and goals and objectives; evaluated in the 

EA. 

Using that approach, FRA and NYSDOT considered a number of different alternatives, including 

elimination of a bridge at the existing location, rehabilitation of the bridge, and replacement of the 

bridge on various alignments. FRA and NYSDOT also considered several different bridge types in the 

evaluation. In the alternatives evaluation, FRA and NYSDOT determined that discontinuation of a rail 

3 October 2022 
 

 

 

 

 

3.1 No Action Alternative 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

3.2 Build Alternative 1 – Replacement on an Adjacent North Alignment 

 

 

 

 

 

 

 

 

 

Livingston Avenue Bridge Replacement 

crossing between Albany and Rensselaer, repair and rehabilitation of the existing bridge, and 

replacement of the bridge within the existing bridge footprint would not be reasonable alternatives. 

FRA and NYSDOT concluded that two Build Alternatives that replace the existing bridge with a new 

lift bridge either just south or just north of the existing alignment would meet the purpose and need 

and be feasible and reasonable. The No Action Alternative was also retained for analysis in the EA to 

serve as a baseline against which to compare the impacts of the Build Alternatives. These alternatives 

are described below. 

In the No Action Alternative, the Livingston Avenue Bridge would remain in service as is, with 

continued routine maintenance and repairs. No major improvements to, or replacement of, the 

Livingston Avenue Bridge or its approach tracks would be undertaken with the No Action Alternative. 

The bridge’s live load capacity would not be improved, existing geometric deficiencies and vertical and 

horizontal clearance deficiencies would not be corrected, and the wye (a triangle of tracks allowing 

connection to a spur track) at the east approach to the bridge would not be realigned. With these 

substandard conditions, operations across the bridge would remain limited to single-track operation at 

15 mph. With the No Action Alternative, other rail improvements that are planned or programmed 

separately from the Project would occur. In addition, other improvements to the regional transportation 

system and development projects that are proposed by others in the vicinity of the Project site would 

occur. 

The No Action Alternative would result in the continued deterioration of the structure, resulting in 

increased maintenance, and eventually could require the bridge to be closed to rail traffic. If the bridge 

were to close in the future, trains would have to cross the Hudson River via an inefficient, longer route. 

In that situation, passenger trains could be diverted to lower class track and across another Hudson 

River crossing, the Alfred H. Smith Memorial Bridge, on the CSX Castleton Subdivision, which spans 

the river between Castleton-on-Hudson and Selkirk. Routes would be longer, and trains would either 

have to bypass the Albany-Rensselaer and Schenectady Stations completely or make circuitous 

routes to reach them that would add to the required detour. 

In addition to operational limitations, the No Action Alternative would adversely affect river traffic. 

Existing horizontal clearance limitations would not be improved. The mechanical features of the swing 

span would continue to be subject to failure due to age and deterioration, limiting the reliability of the 

navigation channel. 

The No Action Alternative would not meet the purpose and need for the Project or satisfy any of the 

Project goals and objectives or the programming goals of improving service reliability and operational 

flexibility, improving load capacity and reducing operational limitations, and minimizing conflicts with 

navigational traffic. Additionally, pedestrians and cyclists would continue to lack access between the 

Cities of Albany and Rensselaer at this location due to the closure of the pedestrian walkway on the 

existing bridge. 

Build Alternative 1 involves the complete replacement of the existing two-track Livingston Avenue 

Bridge with a new two-track movable bridge on a skewed alignment north of the existing bridge (see 

Figure 1). The skewed alignment would be necessary to connect to the existing alignment prior to 

passing under the eight-lane I-787 viaduct in Albany, while also providing a straight alignment for the 

movable span. The alignment would be approximately 200 feet north of the existing bridge on the east 

side of the river and would abut the existing bridge on the west side. The skewed alignment would 

require the same number of piers as the existing bridge; however, the piers would be wider. The new 

bridge would be a truss bridge, the same type of superstructure as the existing bridge, although with 

a different design. The top of rail elevation would be two feet higher than with the existing bridge, to 

accommodate a deeper floor system while maintaining the same clearance above the water when the 

bridge is closed. 

October 2022 4 
7.19.22

HUDSON RIVER 

Proposed North Alignment 

Proposed Shared Use Path 

Existing Livingston Avenue Bridge 

Quay St 

Broadway 

A L B A N Y 

Centre St 

Water

St 

N Lansing St 

Colonie St 

Erie Blvd 

N 

R E N S S E L A E R 

0 500 FEET 

Build Alternative 1 – Replacement on an Adjacent North Alignment 

NYSDOT LIVINGSTON AVENUE BRIDGE Figure 1 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Finding of No Significant Impact 

The new bridge would have a lift span instead of a swing span like the existing bridge. This would 

increase the width of the navigation channel from the current width of 100 feet to approximately 190 

feet wide. The vertical clearance of the lift span when open would be 60 feet above Mean High Water, 

which is the same clearance as the nearest bridges upstream and downstream of the Livingston 

Avenue Bridge. When the bridge is closed, the vertical clearance above the water would be the same 

as with the existing bridge, 25 feet above Mean High Water. No changes to the regulated navigation 

channel, which is approximately 600 feet wide in this portion of the Hudson River, would be required. 

At the lift span, a fender system would protect the bridge piers. 

The two towers supporting the lift span would be approximately 145 feet tall above Mean High Water, 

slightly shorter than the towers on the existing bridge that carry power cables and catenary wires, 

which are 151.5 feet above Mean High Water. On the east and west, the bridge’s approach girder 

spans would be ballasted deck girders. This would accommodate additional width for increased track 

spacing. 

A shared-use path would run along the south side of the new bridge on a cantilever extending from 

the bridge trusses and supported on an independent girder superstructure that shares piers and 

abutments with the deck girder approach spans of the rail bridge. The shared-use path would have a 

bicycle-height railing on the outboard side and a pedestrian security fence and bicycle-height railing 

on the inboard side to prevent unauthorized access from the walkway onto the railroad tracks. The 

walkway would include scenic overlooks at each end of the movable span to provide an area for 

pedestrians to collect and bicyclists to dismount when the bridge is opening/closing and the walkway 

gates are closed. On the east side of the river, the shared-use path would connect to the planned 

Rensselaer Riverfront Multi-Use Trail; on the west side of the river, it would connect to the MohawkHudson Bike-Hike Trail and the Albany Skyway. 

On the Rensselaer side of the river, new bridge approach tracks and reconfigured wye tracks would 

be installed so that the movement from the bridge south toward Albany-Rensselaer Station becomes 

the primary move, an improvement over the existing condition in which the primary move is to the 

north to the Troy Industrial Track. 

On the Albany side of the river, the western abutment of the bridge would be shifted to the west from 

its current location, which would improve sightlines along Quay Street where it passes beneath the 

bridge adjacent to the abutment. The rail bridges over Water and Centre Streets would be rehabilitated 

and reconfigured to accommodate the shift in the track alignment. At each of those bridges, the beam 

seats of the bridge abutments that support the bridge girders would be modified or replaced and 

several pairs of the existing deck girders (i.e., bridge beams) would be repositioned to support the new 

alignment. At the Water Street bridge, a set of existing deck girders would be removed to 

accommodate this shift. 

No change in the number of daily trains is planned as a result of the Project. With the new bridge, train 

operating speed on the bridge would be 40 mph for passenger trains and 35 mph for freight trains (an 

increase from 15 mph currently). The new bridge would have two tracks and could accommodate two 

trains operating across the bridge at the same time. As the new lift would operate more reliably than 

the existing bridge, the delays related to bridge malfunction would be eliminated. 

Build Alternative 2 involves the complete replacement of the existing two-track Livingston Avenue 

Bridge with a new two-track movable bridge located parallel to, and approximately 50 feet south of, 

the existing bridge (see Figure 2). The design and operational characteristics of Build Alternative 2 

would be similar to those described for Build Alternative 1 except that Build Alternative 2 would only 

have eight piers (one fewer than the existing bridge and Build Alternative 1). The truss bridge under 

Build Alternative 2 would also have a lift span and shared-use path. The approach track work would 

5 October 2022 

3.3 Build Alternative 2 – Replacement on an Adjacent South Alignment 
Water St

Centre St

Quay St

Colonie St

N Lansing St

d lv

B ier E

Broadway

NYSDOT LIVINGSTON AVENUE BRIDGE

Build Alternative 2 – Replacement on an Adjacent South Alignment

Figure 2

N

Existing Livingston Avenue Bridge

0 500 FEET

Proposed South Alignment

Proposed Shared Use Path

H U D S O N R I V E R

7.20.22

A L B A N Y

R E N S S E L A E R
 

 

3.4 Identification of Selected Alternative 

 

 

 

3.5 Changes to the Selected Alternative After Publication of the EA 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Livingston Avenue Bridge Replacement 

include improvements to the wye tracks and require a similar effort for the rehabilitation and 

reconfiguration of the rail bridges over Water and Centre Streets in Albany. 

Based on the environmental analysis in the EA as well as operational and engineering considerations, 

NYSDOT identified Build Alternative 2, Replacement on an Adjacent South Alignment, as the Selected 

Alternative. The Selected Alternative includes a shared-use path creating new access across the 

Hudson River, consistent with long-term plans to better connect the east and west shoreline 

communities along the Hudson River. 

Since the EA was published, NYSDOT has incorporated the following changes into the Selected 

Alternative in response to public comments on the EA: 

• Connection to Albany Skyway: In the EA, the western terminus of the shared-use path was 

described as providing a connection to the Albany Skyway, but it was not clear whether this 

connection would be direct, or via the Mohawk-Hudson Bike-Hike Trail in Corning Riverfront Park. 

Drawings attached to the EA showed the shared-use path touching down at the Hudson River 

waterfront, without a direct connection to the Albany Skyway. In response to public comments on 

the EA, NYSDOT has revised the design to incorporate a direct connection from the shared-use 

path to the Albany Skyway at the western terminus of the new bridge, where the two pathways 

will be at a similar elevation. 

FRA and NYSDOT have evaluated this change to the Selected Alternative and found that it would 

not result in any new adverse effects and would in fact result in beneficial effects. The connection 

to the Albany Skyway would result in a greatly reduced footprint for the shared-use path in Albany, 

eliminating the need for the previously planned touchdown in Corning Riverfront Park; that 

connection would now occur via the Albany Skyway, avoiding the need to construct a duplicative 

trail segment. As noted by several commenters on the EA, the direct connection to the Albany 

Skyway would result in an improvement to the functionality and usefulness of both trails and a 

better solution for regional bicycle and pedestrian connections, as it would save trail users the 

time and effort that would have been required to descend from the shared-use path to the 

waterfront and then climb back up to the same elevation on the Albany Skyway (or vice versa 

when traveling in the opposite direction). 

The connection to the Albany Skyway would not change impact determinations for the following 

resource categories analyzed in the EA: 

o Transportation: Aside from the benefits to pedestrian and bicycle connections noted above, 

this modification would not affect any elements of the transportation system (roads, rail lines, 

navigable waters, transit stops or routes, etc.). 

o Land Use, Social and Economic Conditions: This modification would not change land use 

or zoning, nor would it require any new acquisition of property. It would not displace any 

residents or businesses, divide communities, or have any other adverse social or economic 

effects. There would be a brief narrowing in the available width of the Albany Skyway during 

construction of the tie-in to the shared-use path, when construction workers are finalizing work 

at the tie-in point. This would involve light construction activity to finalize surface finishes of 

the shared-use path at the point where it meets the Skyway. NYSDOT and its contractor would 

use cones or construction fencing to prevent the public from entering the work zone, and 

would stage the work to ensure no disruption to bidirectional traffic on the Skyway. With these 

measures in place, this temporary, minor disruption to the Albany Skyway would not constitute 

a significant adverse effect on this open space. 

o Cultural Resources and Visual Resources: This modification would not directly impact any 

historic or cultural resources. As it would be in roughly the same location as the previously 

October 2022 6 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Finding of No Significant Impact 

planned shared-use path touchdown, but with a much smaller footprint, it would not have any 

greater effect on viewsheds than what was analyzed in the EA, and thus would not have an 

effect on historic resources. For the same reason, it would not adversely affect visual and 

aesthetic resources. 

o Water Resources and Ecology: The site of the connection to the Albany Skyway is a grassy 

lawn area that lacks significance as wildlife habitat, and contains no water resources; 

therefore, this modification to the Selected Alternative would not have any adverse effects on 

water resources or ecology. 

o Geology: This modification would not result in any change to effects on geological conditions 

because of the nature of the construction as minor, shallow, above-ground work. 

o Air Quality, Energy, Greenhouse Gas Emissions: This modification would not create a new 

source of air pollutant emissions or greenhouse gas emissions. It would not increase the 

operational energy requirements or the Selected Alternative. As mentioned earlier, the 

connection creates more streamlined access to the shared-use path that would likely 

encourage bicycle and pedestrian use, potentially minimizing the use of cars for transport and 

any associated greenhouse gas emissions. 

o Utilities and Infrastructure: This modification would not involve any new effects on utilities 

or infrastructure, as none are located on the site of the connection to the Albany Skyway. 

o Contaminated Materials: This modification would not involve the use of any new hazardous 

substances, nor would it increase the likelihood of exposure to contaminated materials already 

present in soils and structures at the Project Site. 

o Safety and Security: The shared-use path connection to the Albany Skyway would feature a 

bicycle-height railing and security lighting to ensure the safety and security of trail users. 

o Construction: As it would reduce the overall footprint of the Selected Alternative, this 

modification would slightly reduce the amount of construction disturbance associated with the 

Selected Alternative. As noted above, the brief, minor construction disruption to the Albany 

Skyway would not constitute an adverse effect on that resource. 

o Indirect and Cumulative Effects: This modification would not result in any new indirect 

effects; in combination with other planned and recently completed trail projects, including the 

Albany Skyway, it would contribute to a cumulative benefit to the regional trail network. 

o Environmental Justice: As described elsewhere in this section, this modification would not 

result in any adverse effects, and thus would not result in disproportionately high and adverse 

effects on environmental justice populations. It would result in benefits to the local community 

via more direct access to the shared-use path. 

o Section 4(f): FRA has determined, and the City of Albany has concurred, that the new 

connection to the Albany Skyway, which is a Section 4(f) property, would not constitute a 

Section 4(f) use of the Albany Skyway; instead, it would qualify for the exemption applied to 

temporary occupancies of land that are so minimal as to not constitute a use within the 

meaning of Section 4(f). This determination is documented in the Final Section 4(f) Evaluation, 

which is Attachment C to this FONSI. 

• Incorporation of Rensselaer Riverfront Multi-Use Trail: In the EA, the eastern terminus of the 

shared-use path was described as connecting to the proposed Rensselaer Riverfront Multi-Use 

Trail, which was to be constructed in the future as a separate project by the City of Rensselaer. In 

response to comments on the EA from the City of Rensselaer and others, NYSDOT has 

incorporated construction of a portion of this trail into the Livingston Avenue Bridge Replacement 

Project. The portion to be included in the Project will extend from the existing northern limit of the 

trail at DeLaet’s Landing to a point just north of the Livingston Avenue Bridge. NYSDOT’s 

construction contractor will already have established construction access and staging at the site 

of the trail and will be in an advantageous position to complete the additional work to construct the 

7 October 2022 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

4 

Livingston Avenue Bridge Replacement 

trail as part of the Project. The Rensselaer Riverfront Multi-Use Trail (PIN 1760.84) received 

federal funding through the Federal Highway Administration’s (FHWA) Transportation Alternatives 

Program (TAP) and Congestion Mitigation and Air Quality Improvement (CMAQ) Program, and 

FHWA and NYSDOT completed NEPA categorical exclusion documentation for the project on 

January 11, 2021. As described in the categorical exclusion documentation for the Rensselaer 

Riverfront Multi-Use Trail, that project would not result in any adverse impacts, and no mitigation 

measures would be required. For the portion of the trail project that will be constructed as part of 

the Selected Alternative, NYSDOT and its contractor will build the trail as presented in the 

categorical exclusion documentation and design documents prepared by the City of Rensselaer. 

FRA and NYSDOT considered whether this new element of the Selected Alternative could result 

in any effect on Section 4(f) resources, and determined that because the trail is a future resource 

that will be developed as part of the Selected Alternative, no use of a Section 4(f) property will 

result from NYSDOT’s construction of this trail segment. However, future projects (to which 

Section 4(f) applies) that would affect the trail may need to consider the trail a Section 4(f) property. 

Updated design drawings showing these two modifications to the Selected Alternative are presented 

in Attachment G. 

As noted in this section, FRA and NYSDOT have evaluated these modifications and found that they 

do not affect the impact determinations in the EA or Section 4(f) Evaluation upon which FRA relied in 

choosing the Selected Alternative. Accordingly, FRA and NYSDOT are incorporating these elements 

into the Selected Alternative. 

Affected Environment and Environmental Consequences 

In the EA, FRA and NYSDOT evaluated the social, economic, and environmental consequences of 

the Selected Alternative in accordance with the requirements of NEPA and FRA rules and procedures. 

The No Action Alternative served as a baseline against which to compare the impacts of the Selected 

Alternative. Based on the analyses contained in the EA, FRA concludes that the Selected Alternative, 

along with measures to mitigate potential Project-related adverse impacts, is not likely to result in 

significant adverse environmental impacts. Exhibit 2 summarizes the potential long-term impacts of 

the Selected Alternative and Exhibit 3 summaries the temporary construction impacts of the Selected 

Alternative. Measures to mitigate the potential for adverse impacts are addressed in both tables, as 

warranted. 

October 2022 8 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Finding of No Significant Impact 

Exhibit 2 

Summary of Potential Long-Term Impacts and Mitigation 

Analysis Area Long-Term Impacts of the Selected Alternative Mitigation/Commitment 

Transportation The Selected Alternative would eliminate an existing 

bottleneck on the Empire Corridor, improve reliability and 

reduce passenger and freight train delays by eliminating 

track deficiencies and providing a new bridge that would 

meet modern passenger and freight rail capacity and 

load standards. It would improve navigation by widening 

the navigation channel beneath the bridge to 190 feet 

from 100 feet and eliminating delays to river traffic 

resulting from bridge malfunctions. Pedestrians and 

bicyclists would benefit from the shared-use path, which 

would connect to the planned Rensselaer Riverfront 

Multi-Use Trail and the Albany Skyway and MohawkHudson Bike-Hike Trail in Albany. 

NYSDOT will coordinate operation and 

maintenance of the shared-use path on the 

bridge during final design with the Cities of 

Rensselaer and Albany as well as CSX, 

CP, and Amtrak. 

Land Use and Community 

Character 

The Selected Alternative requires acquisition of 5.4 

acres of land in Rensselaer by either fee acquisition 

or permanent easement, including approximately 1.4 

acres programmed for residential use within the 

proposed 18-acre Kiliaen’s Landing development. In 

Albany, the Selected Alternative would be built 

entirely on railroad property and land owned by New 

York State. 

The proposed shared-use path would provide for 

greater cohesion between the communities on both 

sides of the Hudson River and support plans for 

improved waterfront access. 

The Selected Alternative would enhance recreational 

resources in the study area by providing the shareduse path on the bridge. Pedestrians and bicycles are 

currently not permitted on the bridge. 

Property owners will be compensated under 

the Federal Uniform Relocation Assistance 

and Real Property Acquisition Policies Act of 

1970 (the Uniform Act) and its established 

equitable land acquisition procedures. 

NYSDOT will coordinate with the City of 

Rensselaer regarding the Kiliaen’s Landing 

development. 

Social Conditions The shared-use path would comply with the 

Americans with Disabilities Act (ADA) and be 

accessible to all social groups, thereby providing a 

benefit to the communities on both sides of the river. 

N/A 

Economic Conditions By maintaining passenger and freight rail along 

existing, but improved, routes, the Selected 

Alternative would positively affect the regional and 

local economies and employment in Albany and 

Rensselaer Counties. 

N/A 

Cultural Resources FRA and NYSDOT have determined that the 

Selected Alternative would have an adverse effect on 

the historic Livingston Avenue Bridge due to its 

demolition and replacement. FRA and NYSDOT 

have determined that no adverse effect would result 

from the modifications to the Water and Centre 

Street rail bridges, because the character-defining 

features of the Albany Railroad Viaduct would be 

unaffected. 

The Selected Alternative would not result in adverse 

effects to archaeological resources. 

As stated in the Section 106 Memorandum 

of Agreement among FRA, NYSDOT and 

the State Historic Preservation Office 

(SHPO) (see Attachment B for detailed list 

of mitigations incorporated herein), 

NYSDOT will document the Livingston 

Avenue Bridge following Historic American 

Engineering Record standards, install 

interpretive signage on both sides of the 

river, and design the new bridge as a truss 

bridge incorporating key visual elements 

relating to the existing Livingston Avenue 

Bridge (the pulley housing and operator’s 

building). NYSDOT will also actively seek 

new ownership of the existing Livingston 

Avenue Bridge for adaptive reuse, or, 

because of its overall size, partial reuse at a 

new location. 

9 October 2022 
 

 

Livingston Avenue Bridge Replacement 

Exhibit 2 (cont’d) 

Summary of Potential Long-Term Impacts and Mitigation 

Analysis Area 

Long-Term Impacts of the Selected 

Alternative Mitigation/Commitment 

Visual and Aesthetic The Selected Alternative would enhance visual N/A 

Considerations resources, creating more views of the Hudson 

River view corridor than exist today, and 

improving the experience of the viewers via the 

scenic overlooks on the shared-use path. 

Water Resources The Selected Alternative would require the 

placement of fill in the 100-year floodplain and 

waters of the U.S. under the jurisdiction of 

USCG and USACE. The Selected Alternative 

would have eight piers, one fewer than the 

existing bridge. The total pier footprint would be 

approximately 0.5 acres, compared to 0.42 

acres for the existing bridge. 

The Selected Alternative would place one 

support pier within an ephemeral stream; FRA 

and NYSDOT will consider this stream as 

jurisdictional Waters of the U.S. for permitting 

purposes. 

NYSDOT will acquire and adhere to all 

requirements and conditions associated with the 

permits and approvals for the Selected 

Alternative, including the USCG Section 9 and 

USACE Section 10/404 and Section 408 permits 

and federal coastal consistency review as 

required by the federal Coastal Zone 

Management Act. Other potential permits include 

SPDES and New York State Department of 

Environmental Conservation (NYSDEC) floodplain 

and water quality certification. 

A New York State Office of General Services 

(NYSOGS) permit for activities affecting the bed 

of the Hudson River may also be necessary. 

The NYSDOT Regional Hydraulics Engineer will 

perform a floodplain hydraulic analysis during the 

advance detail plan phase. 

FRA and NYSDOT will assess the need for 

stormwater treatment during final design. 

NYSDOT will employ green infrastructure 

techniques to manage and treat stormwater and 

maintain natural hydrology and ecological 

function. 

Ecology The Selected Alternative would result in the 

loss of 2 acres of woodland of marginal value. 

No impacts to significant habitat or the 

disturbance-tolerant wildlife that are found in 

the City of Rensselaer would occur. The 

minimal loss of bottom habitat and benthic 

invertebrates in the river due to the larger pier 

footprint would not result in adverse impacts. 

FRA and NYSDOT consulted with the National 

Marine Fisheries Service (NMFS) regarding 

Essential Fish Habitat (EFH) and threatened and 

endangered species and with the U.S. Fish and 

Wildlife Service (USFWS) regarding threatened 

and endangered species, birds protected under 

the Migratory Bird Treaty Act, and eagles 

protected under the Bald and Golden Eagle 

Protection Act. 

NYSDOT will use low-maintenance native plant 

material for landscaping. 

Geology None; the Selected Alternative will meet 

modern seismic codes, and engineering 

measures will address any unfavorable 

geological conditions. 

NYSDOT will perform a geotechnical investigation 

prior to construction to identify design and 

construction requirements for the new bridge. 

Air Quality None; the Selected Alternative would not 

change rail traffic volumes and would not move 

the rail alignment notably closer to existing 

sensitive receptors. 

N/A 

Energy and Greenhouse None; the Selected Alternative would improve N/A 

Gas Emissions the reliability of the freight rail network, a much 

more efficient mode of transport than trucks. In 

addition, the new connection to the Albany 

Skyway and expansion of the bicycle 

pedestrian system is likewise beneficial to 

reducing GHG emissions by encouraging 

alternate modes of transportation. 

October 2022 10 
 

Finding of No Significant Impact 

Exhibit 2 (cont’d) 

Summary of Potential Long-Term Impacts and Mitigation 

Analysis Area Long-Term Impacts of the Selected Alternative Mitigation/Commitment 

Noise and Vibration None; use of continuous welded rail on the new bridge 

would result in lower overall noise and vibration levels 

than existing infrastructure. 

N/A 

Utilities and Infrastructure None; all existing utilities in the study area would remain 

viable with the Selected Alternative. 

N/A 

Contaminated Materials None; with the Selected Alternative, rail operations 

would not result in any new sources of human or 

environmental exposure to contaminated materials. 

N/A 

Safety and Security The Selected Alternative would improve the structural 

reliability of the bridge, which would increase the safety 

of the freight and passenger trains traveling over the 

bridge. It would provide navigation channel fenders and 

a dolphin system and reduce the potential for boat 

collisions with an improved design. Vehicular safety 

conditions would be improved by better visibility along 

Quay Street, due to the westward shift of the bridge 

abutment. Pedestrian and bicycle safety would be 

improved due to the provision of the fenced shared-use 

path on the bridge, which would eliminate the current 

safety concern regarding trespassing. 

N/A 

Environmental Justice None. The potential adverse impacts associated with 

the Selected Alternative are not related to the built 

environment where the environmental justice 

communities are located and would not adversely affect 

the quality of life or public health conditions in the study 

area. Therefore, the Project would not result in 

disproportionately high and adverse effects on 

environmental justice populations. At the same time, the 

Selected Alternative would provide increased resilience 

for the Empire Corridor service and an ADA-compliant 

shared use path connecting the communities in 

Rensselaer and Albany via improved waterfront access, 

which is a permanent, long-term benefit to the local 

community. 

N/A 

Indirect and Cumulative 

Impacts 

No adverse effects. In combination with other waterfront 

development projects in the study area, the Selected 

Alternative would improve the non-motorized travel 

network in the study area and enhance waterfront 

access by providing a series of connected riverfront 

trails, scenic viewpoints, and waterfront uses. This 

would be a regional transportation and recreational 

benefit and fulfill long-term plans to better connect the 

east and west shoreline communities along the Hudson 

River. 

Replacement of the Livingston Avenue Bridge, together 

with a number of other planned improvements to the 

Empire Corridor, would enable full operation of the 

Empire Corridor High Speed Rail Program. 

N/A 

11 October 2022 
 

 

 

 

 

 

Livingston Avenue Bridge Replacement 

Exhibit 3 

Summary of Temporary Construction-Period Impacts and Mitigation 

Analysis Area 

Temporary Construction-Related Impacts of 

the Selected Alternative Mitigation/Commitment 

Transportation Two weekend track outages and periodic nighttime 

track outages that would affect passenger and freight 

rail traffic. One 2-day closure of the navigation 

channel that will affect boat traffic. 

During a two-month construction period for the west 

bridge abutment and west end span: Quay Street 

would be closed; access to the Corning Riverfront 

Park parking lot south of the railroad crossing would 

be restricted due to a one-way (northbound) traffic 

pattern; access to the Jennings Landing 

(amphitheater) parking facilities would be restricted 

from Quay Street; pedestrian and cyclist access to 

the Mohawk-Hudson Hike-Bike Trail may be 

interrupted during heavy lift operations or other 

operations that may present a risk to the public. 

During two 2-week periods for work on the Water 

Street and Centre Street rail bridges: Water Street 

and Centre Street would each be closed from Quay 

Street to Livingston Avenue and traffic would be 

redirected for access to parking (NYSOGS Lots 12A 

and 12B) and the street network beyond; large truck 

traffic would be restricted from using the Colonie 

Street exit from southbound I-787; the pedestrian 

walkway along Water Street would be relocated to 

Centre Street for the duration of the Water Street 

bridge construction; and Water and Centre Streets 

would be closed concurrently for bridge resetting 

over the span of two weekends. 

Partial closure of NYSOGS Lot 11 under the I-787 

overpass would be required and approximately 20 

parking spaces in the parking lot just north of the 

existing bridge would be displaced during the 

construction period. 

The Selected Alternative would involve construction 

of a temporary construction access road in 

Rensselaer from Tracy Street to the staging area 

north of the existing bridge. 

NYSDOT will use construction methods 

that minimize disruption to transportation 

services to the greatest extent 

practicable, including providing proper 

notice for closures; implementing a Work 

Zone Traffic Control Program; and 

maintaining pedestrian and cyclist access 

to the Mohawk-Hudson Hike-Bike Trail via 

erection of a canopy through the work 

area. 

NYSDOT will coordinate with the City of 

Albany to ensure continued access to 

events at Jennings Landing during the 

closure of Quay Street. 

Land Use and NYSDOT’s construction contractor would need to NYSDOT will ensure property owners are 

Community acquire temporary access easements for compensated under the Federal Uniform 

Character construction laydown areas and access routes. 

The Selected Alternative would require temporary 

access restrictions to certain parks and recreational 

resources as described above under 

“Transportation.” 

Relocation Assistance and Real Property 

Acquisition Policies Act of 1970. 

NYSDOT will coordinate with the City of 

Rensselaer regarding the Kiliaen’s 

Landing development. 

NYSDOT and its contractor will use 

cones or construction fencing to prevent 

the public from entering the work zone at 

the shared-use path tie-in point to the 

Albany Skyway, and will stage the work 

to ensure no disruption to bidirectional 

traffic on the Skyway. 

Social and 

Economic 

Conditions 

Construction activities would generate jobs, resulting 

in economic benefits to the local and regional 

economy. 

N/A 

October 2022 12 
 

 

 

 

 

 

Finding of No Significant Impact 

Exhibit 3 (cont’d) 

Summary of Temporary Construction-Period Impacts and Mitigation 

Analysis Area 

Temporary Construction-Related 

Impacts of the Selected Alternative Mitigation/Commitment 

Cultural None with implementation of mitigation To avoid accidental damage to adjacent resources, a 

Resources measures Construction Protection Plan (CPP) will be developed in 

consultation with SHPO and the property owners to set 

forth the specific measures to be used to protect 

architectural resources during the construction period. It 

will set forth protocols and specifications to prevent 

inadvertent damage during construction. 

Visual None. Construction of the Selected N/A 

Resources and Alternative would not substantially alter 

Aesthetic important views. During the construction 

Considerations period, cranes, barges, construction 

equipment, and staging areas would be 

visible, but these changes would be 

temporary and of short duration, and 

would not constitute an adverse effect 

on visual resources. 

Water None with implementation of mitigation NYSDOT will ensure the construction contractor 

Resources measures performs all work in accordance with USCG, USACE, 

and NYSDEC permit conditions. NYSDOT will use 

turbidity barriers and other measures to protect water 

quality as warranted and as specified by permit 

conditions. NYSDOT will implement a storm water 

pollution prevention plan (SWPPP) and comply with 

NYSDEC technical standards for erosion and sediment 

control. 

Ecology None with implementation of mitigation 

measures 

Prior to construction of the temporary pier, NYSDOT will 

undertake a survey of submerged aquatic vegetation 

and the pier will be installed so as to minimize the 

potential to affect submerged aquatic vegetation. 

NYSDOT will follow timing restrictions for construction 

work in the Hudson River to protect spawning shortnose 

and Atlantic sturgeon and their eggs and larvae: no inwater construction from March 1 through September 30 

(work could still occur within the cofferdam cells). 

Avoidance of this time period will also minimize impacts 

to migratory and breeding anadromous fish. NYSDOT 

will implement other construction best management 

practices developed in consultation with NMFS to 

reduce turbidity and noise due to in-water construction 

activities to minimize adverse impacts to sturgeon and 

anadromous fish. 

A mussel salvage/relocation will be completed before inwater work begins. 

NYSDOT will ensure that tree clearing will occur only 

between November 1 to March 31 to avoid potential 

impacts to northern long-eared bats. 

NYSDOT will ensure that the osprey nest on the existing 

bridge will be removed in winter when it is inactive per 

NYSDEC and USFWS requirements. 

NYSDOT will implement best management practices 

(such as washing construction equipment) to avoid 

introducing new invasive species to the area. 

13 October 2022 
 

 

 

 

 

 

 

 

Livingston Avenue Bridge Replacement 

Exhibit 3 (cont’d) 

Summary of Temporary Construction-Period Impacts and Mitigation 

Analysis Area 

Temporary ConstructionRelated Impacts of the Selected 

Alternative Mitigation/Commitment 

Air Quality Impacts are minimal with 

implementation of mitigation 

measures. Construction emissions 

would not exceed general 

conformity thresholds. 

NYSDOT will ensure that the construction contractor adheres 

to NYSDOT standard specifications that relate to air quality 

and employs best management practices to minimize air 

pollutant emissions during Project construction, including use 

of newer, low-emission equipment; dust control measures; use 

of ultra-low-sulfur fuel in diesel engines; and measures to 

control exposure to diesel exhaust, such as limiting heavy duty 

vehicle idling to five minutes or less. 

Energy and Construction of the Selected To minimize the energy use and greenhouse gas emissions 

Greenhouse Alternative would involve energy related to producing construction materials, NYSDOT will 

Gases use and emissions of greenhouse 

gases. The Selected Alternative is 

expected to reduce operational 

greenhouse gas emissions 

compared to the No Action 

Alternative, which would partially 

offset GHG emissions from 

construction. 

ensure that the existing bridge is recycled and reused to the 

fullest extent practicable. 

Noise and None with implementation of During track realignment construction for the wye tracks, 

Vibration mitigation measures NYSDOT will ensure the use of a portable noise barrier/curtain 

with a Sound Transmission Class (STC) rating of STC 30 or 

greater for work occurring within 60 feet of residences and no 

nighttime construction (10 PM – 7 AM) within this distance of 

residences. 

Utilities and The Selected Alternative would NYSDOT will coordinate with utility owners (including CSX, 

Infrastructure require the relocation of a fiber optic 

cable beneath the western bridge 

abutment and may affect other 

utilities in the area. 

the New York State Office of Technology, Niagara Mohawk 

Power Corporation, and Rensselaer County Sewer District) 

and will provide advance notice of any short-term outages that 

may occur as utilities are switched over to relocated lines. 

Contaminated None with implementation of NYSDOT will undertake sampling in coordination with the 

Materials mitigation measures geotechnical investigation program prior to construction to 

identify existing contamination in river sediments and upland 

soils, and will share sampling results with USEPA. Dredged 

material will be collected onto a barge, dewatered, and 

disposed of to reduce the potential for resuspension of 

polychlorinated biphenyls (PCBs) or other sediment 

contaminants in the Hudson River during the installation of the 

bridge piers. Dewatering effluent will be treated in accordance 

with NYSDEC requirements prior to being discharged back to 

the river. NYSDOT will implement measures to prevent or 

minimize floodplain soils from entering the Hudson River. 

NYSDOT will ensure that dredged materials and floodplain 

soils are handled and disposed of in accordance with 

regulatory standards and permit conditions. Phase II 

subsurface investigations and asbestos and lead surveys will 

be conducted prior to construction in areas where excavation 

will occur. Materials will be tested, handled, stored, 

transported, and disposed of in accordance with all applicable 

regulations. A Construction Health and Safety Plan will be 

developed based on sampling results to protect workers, the 

community, and the environment during construction. A 

Demolition Plan will be prepared, containing details of best 

management practices to be incorporated into Project 

construction. 

October 2022 14 
Finding of No Significant Impact 

Exhibit 3 (cont’d) 

Summary of Temporary Construction-Period Impacts and Mitigation 

Analysis Area 

Temporary ConstructionRelated Impacts of the Selected

Alternative Mitigation/Commitment 

Environmental No disproportionately high and N/A. Mitigation measures described above, in particular those 

Justice adverse effects. Some localized 

adverse effects, such as noise and 

potential dust, would be associated 

with construction of the Selected 

Alternative; these effects would 

occur throughout the study area in 

both environmental justice block 

groups and non-environmental 

justice block groups. Environmental 

justice communities closest to the 

Project site would be buffered from 

construction by distance and 

intervening vegetation. 

The closest construction activity to 

environmental justice communities 

(reconfiguration of the approach 

tracks in Rensselaer) would involve 

only limited work clearing and 

grading the new track alignment 

and placing new track. The 

Selected Alternative would require 

only a slight shift from existing track 

alignments. Mitigation measures 

described above would eliminate or 

minimize air quality and noise 

impacts from this construction work. 

Some road closures and detours 

would be located within 

environmental justice block groups; 

however, they would involve streets 

that are predominantly commercial 

or industrial in nature and would not 

affect residential areas. The detours 

would not substantially add to travel 

times and would maintain the 

current level of safe movement for 

pedestrians. 

Construction period effects would 

be temporary, and would be 

eliminated or minimized through the 

implementation of mitigation 

measures. 

for air quality and noise, would eliminate or minimize effects 

on environmental justice communities. 

15 October 2022 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Livingston Avenue Bridge Replacement 

5 Section 106 Determination 

FRA completed consultation in accordance with Section 106 of the National Historic Preservation Act 

and its implementing regulations (36 CFR Part 800), which require Federal agencies to: 1) take into 

account the effects of their undertakings on historic properties that are listed in, or meet the eligibility 

criteria for listing in, the National Register of Historic Places; and 2) afford the Advisory Council on 

Historic Preservation (ACHP) and the State Historic Preservation Office (SHPO) a reasonable 

opportunity to comment. Section 106 also requires that agency officials work with SHPO to identify 

parties to participate in the Section 106 process (consulting parties). Consulting parties may include, 

but are not limited to, local governments, Federally recognized Native American tribes, and individuals 

and organizations with a demonstrated interest in a project. 

On behalf of FRA, NYSDOT sent information about the Project to Tribal Historic Preservation Officers 

(THPOs) for the Saint Regis Mohawk Tribe, the Stockbridge Munsee Community Band of Mohicans, 

and the Delaware Tribe. FRA, as lead Federal agency responsible for Section 106 compliance for the 

Project, extended invitations to local preservation groups, local planning agencies, neighborhood 

associations, and other organizations to participate in consultation. The following organizations agreed 

to be consulting parties for the Project’s Section 106 consultation process: Capital District 

Transportation Committee, City of Rensselaer Historian, Historic Albany Foundation, Livingston 

Avenue Bridge Coalition, National Railway Historical Society Mohawk and Hudson Chapter, and New 

York Central Historical Society. 

FRA and NYSDOT concluded that removal of the historic Livingston Avenue Bridge would constitute 

an adverse effect under Section 106. FRA determined that the rehabilitation and reconfiguration of the 

Water Street and Centre Street rail bridges, which are components of the NR-eligible Albany Railroad 

Viaduct, would not result in an adverse effect because character-defining features of the viaduct would 

not be affected and the change in its overall appearance would be minimal. FRA and NYSDOT 

developed measures to mitigate the adverse effect of the Project on the NR-eligible Livingston Avenue 

Bridge in consultation with SHPO, THPOs, and other consulting parties; these measures include the 

following: 

• Documentation of the Livingston Avenue Bridge following HAER standards; 

• Interpretive signage in waterfront parks on both sides of the river that conveys the history of the 

bridge, the railroad, and the area; 

• A requirement that the new bridge be a truss bridge that incorporates key visual elements relating 

to the existing Livingston Avenue Bridge, the pulley housing and operator’s building, as requested 

by SHPO on April 14, 2021; 

• A requirement that NYSDOT actively seek new ownership of the Livingston Avenue Bridge for 

adaptive reuse or partial reuse at a new location. NYSDOT undertook marketing efforts for the 

bridge in coordination with publication of the EA in May 2022. These marketing efforts consisted 

of a combination of print and web-based ads that included an advertisement in the Albany TimesUnion, a local newspaper, for 14 days and an announcement posted on the internet3 for 2 months. 

NYSDOT would have considered only viable offers consistent with the MOA stipulations. If 

ownership of the bridge were to be transferred for reuse, the transfer deed would have included a 

preservation covenant that required the new owner to retain the feature intact for a specified period 

of time. However, NYSDOT did not receive any offers of new ownership. 

These measures, as well as additional details regarding mitigation, are included and further described 

in the Section 106 Memorandum of Agreement (MOA), executed by FRA, NYSDOT, and SHPO, which 

is provided as Attachment B and incorporated into this FONSI. 

3 Bridge marketing materials were posted on https://historicbridgefoundation.com and 

https://bridgehunter.com. 

October 2022 16 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Finding of No Significant Impact 

6 Section 4(f) Determination 

Pursuant to the requirements of Section 4(f), the EA included a Draft Section 4(f) Evaluation. 

FRA has determined that the Project will require the Section 4(f) use of the historic Livingston Avenue 

Bridge. There are no feasible and prudent alternatives to the Project’s use of the historic railroad bridge 

and, as documented in the Section 106 MOA provided in Attachment B, all possible planning to 

minimize harm has been identified as mitigation measures. Section 4(f) regulations (23 CFR § 

744.3(d)) provide the authority to develop programmatic Section 4(f) evaluations as a time-saving 

alternative to individual evaluations for certain types of uses. In January 2021, FRA adopted FHWA’s 

Nationwide Historic Bridges Programmatic Section 4(f) Evaluation. FRA has concluded that the 

Nationwide Historic Bridges Programmatic Section 4(f) Evaluation is applicable to the replacement of 

the Livingston Avenue Bridge. The Livingston Avenue Bridge Project qualifies for this evaluation 

because it will use a bridge that is eligible for the National Register of Historic Places (NR), there are 

no feasible and prudent alternatives to the use of the historic Livingston Avenue Bridge to be replaced 

as part of the Project, and the Project includes all possible planning to minimize harm resulting from 

such use. 

In addition, FRA has concluded that the Project will have a Section 4(f) de minimis impact on the NReligible Albany Railroad Viaduct. 

FRA made the Draft Section 4(f) Evaluation available for public and agency review and comment on 

May 9, 2022, concurrent with the EA. FRA received no public comments regarding the Draft Section 

4(f) Evaluation. Because the Nationwide Historic Bridges Programmatic Section 4(f) Evaluation is 

applicable to the replacement of the Livingston Avenue Bridge, concurrence from the U.S. Department 

of the Interior (USDOI) is not required. 

The Final Section 4(f) Evaluation is provided as Attachment C to this FONSI. 

7 Environmental Commitments 

As described in the sections above, FRA and NYSDOT have identified measures required to avoid, 

minimize, and mitigate environmental impacts of the Project. Exhibit 4 below itemizes the specific 

mitigation commitments that NYSDOT is required to implement as part of the Selected Alternative. 

The exhibit incorporates commitments that are new since publication of the EA, including 

commitments related to the new elements of the Selected Alternative described in Section 3.5 of this 

FONSI and new commitments added in response to public comments (see Attachment D). 

17 October 2022 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Livingston Avenue Bridge Replacement 

Exhibit 4 

List of Environmental Commitments 

Resource Commitments 

Transportation • During final design, NYSDOT will coordinate with the Cities of Rensselaer 

and Albany as well as CSX, CP, and Amtrak related to operation and 

maintenance of the shared-use path on the bridge. 

• NYSDOT will coordinate with the City of Albany to ensure continued 

access to events at Jennings Landing during the closure of Quay Street. 

• NYSDOT will ensure that the construction contractor uses construction 

methods that minimize disruption to transportation services to the greatest 

extent practicable, including the following measures: 

• Provide proper notice for closures. 

• Implement NYSDOT Work Zone Traffic Control Program. 

• Maintain pedestrian and cyclist access to the Mohawk-Hudson HikeBike Trail via erection of a canopy through the work area. 

Land Use and Community 

Character 

• NYSDOT will compensate owners of property to be acquired for the Project in 

accordance with the Federal Uniform Relocation Assistance and Real Property 

Acquisition Policies Act of 1970 (the Uniform Act) and its established equitable 

land acquisition procedures. 

• NYSDOT will coordinate with the City of Rensselaer regarding the Kiliaen’s 

Landing development to minimize impacts to the proposed development to the 

extent practicable. 

• NYSDOT and its contractor will use cones or construction fencing to prevent 

the public from entering the work zone at the shared-use path tie-in point to the 

Albany Skyway, and will stage the work to ensure no disruption to bidirectional 

traffic on the Skyway. 

Social Conditions None (no impacts identified) 

Economic Conditions None (no impacts identified) 

Cultural Resources • As stated in the Section 106 Memorandum of Agreement (MOA) among 

FRA, NYSDOT and SHPO (see Attachment B for detailed list of 

mitigations incorporated herein), NYSDOT will document the Livingston 

Avenue Bridge following Historic American Engineering Record standards, 

install interpretive signage on both sides of the river, and design the new 

bridge as a truss bridge incorporating key visual elements relating to the 

existing Livingston Avenue Bridge (the pulley housing and operator’s 

building). NYSDOT also actively sought new ownership of the existing 

Livingston Avenue Bridge for adaptive reuse, or, because of its overall 

size, partial reuse at a new location, in accordance with stipulations of the 

MOA. However, NYSDOT did not receive any serious offers of new 

ownership. 

• To avoid accidental damage to adjacent resources, NYSDOT will develop 

a Construction Protection Plan (CPP) in consultation with SHPO and the 

property owners to set forth the specific measures to be used to protect 

architectural resources during the construction period. The CPP will set 

forth protocols and specifications to prevent inadvertent damage during 

construction. 

Visual and Aesthetic 

Considerations 

None (no impacts identified) 

October 2022 18 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

Finding of No Significant Impact 

Exhibit 4 (cont’d) 

List of Environmental Commitments 

Resource Commitments 

Water Resources •

•

•

•

•

•

NYSDOT will acquire and adhere to all requirements and conditions associated 

with the permits and approvals for the project, including the USCG Section 9 and 

USACE Section 10/404 and Section 408 permits and federal coastal consistency 

review as required by the federal Coastal Zone Management Act. Other potential 

permits include SPDES and NYSDEC floodplain and water quality certification. 

NYSDOT will acquire and adhere to all requirements and conditions associated 

with a NYSOGS permit for activities affecting the bed of the Hudson River, if 

necessary. 

The NYSDOT Regional Hydraulics Engineer will perform a floodplain hydraulic 

analysis during the advance detail plan phase. 

FRA and NYSDOT will assess the need for stormwater treatment during final 

design. 

NYSDOT will ensure that the construction contractor performs all work in 

accordance with USCG, USACE, and NYSDEC permit conditions. This will include 

the use of turbidity barriers and other measures to protect water quality as 

warranted and as specified by permit conditions. This will also include 

implementation of a storm water pollution prevention plan (SWPPP) and 

compliance with NYSDEC technical standards for erosion and sediment control. 

NYSDOT will employ green infrastructure techniques to manage and treat 

stormwater and maintain natural hydrology and ecological function. 

Ecology •

•

•

•

•

•

•

•

Prior to construction of the temporary pier, NYSDOT will undertake a survey of 

submerged aquatic vegetation and the pier will be installed so as to minimize the 

potential to affect submerged aquatic vegetation. 

NYSDOT will ensure that the construction contractor follows timing restrictions for 

construction work in the Hudson River to protect spawning shortnose and Atlantic 

sturgeon and their eggs and larvae: no in-water construction from March 1 through 

September 30 (work could still occur within cofferdam cells that were installed 

outside the no-in-water-work window). Avoidance of this time period will also 

minimize impacts to migratory and breeding anadromous fish. 

NYSDOT will implement other construction best management practices developed 

in consultation with NMFS during final design to reduce turbidity and noise due to 

in-water construction activities to minimize adverse impacts to sturgeon and 

anadromous fish. Examples of measures that could be required include use of 

small-diameter piles that produce less underwater noise during installation; use of 

pre-drilling to install piles and vibratory hammering (if necessary, after pre-drilling) 

to the greatest extent practicable to minimize underwater noise levels; and tapping 

of piles prior to the start of impact hammering in order to give fish an opportunity 

to relocate before underwater sound levels become increasingly greater. 

NYSDOT will have a mussel salvage/relocation performed before in-water works 

begins. All mussels found will be relocated to avoid being impacted by construction 

equipment or sedimentation from construction. 

NYSDOT will ensure that tree clearing will occur only between November 1 to 

March 31 to avoid potential impacts to northern long-eared bats. 

NYSDOT will ensure that the construction contractor removes the osprey nest on 

the existing bridge in winter when it is inactive. 

NYSDOT will implement best management practices (such as washing 

construction equipment) to be established during final design to avoid introducing 

new invasive species to the area. 

NYSDOT will use low-maintenance native plant material for landscaping. 

19 October 2022 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Livingston Avenue Bridge Replacement 

Exhibit 4 (cont’d) 

List of Environmental Commitments 

Resource Commitments 

Geology • NYSDOT will perform a geotechnical investigation prior to construction to 

identify design and construction requirements for the new bridge. 

Air Quality • NYSDOT will ensure that the construction contractor adheres to NYSDOT 

standard specifications that relate to air quality and employs best 

management practices to minimize air pollutant emissions during Project 

construction, including use of newer, low-emission equipment; dust control 

measures; use of ultra-low-sulfur fuel in diesel engines; and measures to 

control exposure to diesel exhaust, such as limiting heavy duty vehicle 

idling to five minutes or less. 

Energy and Greenhouse 

Gas Emissions 

• To minimize the upstream energy use and greenhouse gas emissions 

associated with producing construction materials, NYSDOT will ensure 

that the existing bridge is recycled and reused to the fullest extent 

practicable. 

Noise and Vibration •

•

During track realignment construction for the wye tracks, NYSDOT will 

ensure that the construction contractor uses a portable noise barrier/ 

curtain with a Sound Transmission Class (STC) rating of STC 30 or greater 

for work occurring within 60 feet of residences 

During track realignment construction for the wye tracks, NYSDOT will 

ensure that the construction contractor does not undertake nighttime 

construction (10 PM – 7 AM) within 60 feet of residences. 

Utilities and Infrastructure • NYSDOT will coordinate with utility owners (including CSX, the New York 

State Office of Technology, Niagara Mohawk Power Corporation, and 

Rensselaer County Sewer District) and provide advance notice to affected 

utility customers of any short-term outages that may occur as utilities are 

switched over to relocated lines. 

Contaminated Materials •

•

•

•

NYSDOT will undertake environmental sampling in coordination with the 

geotechnical investigation program prior to construction to identify existing 

contamination in river sediments and upland soils; NYSDOT will share the 

results of this sampling program with USEPA. 

NYSDOT will ensure that dredged material will be collected onto a barge, 

dewatered, and disposed of to reduce the potential for resuspension of 

polychlorinated biphenyls (PCBs) or other sediment contaminants in the 

Hudson River during the installation of the bridge piers. NYSDOT will 

require that the construction contractor treat dewatering effluent in 

accordance with NYSDEC requirements prior to discharging it back to the 

river. NYSDOT will implement controls and best management practices to 

prevent or minimize floodplain soils from entering the Hudson River. 

NYSDOT will ensure that all dredged materials and floodplain soils are 

handled and disposed of in accordance with appropriate regulatory 

standards and pursuant to conditions of any permits issued for the 

Selected Alternative. 

Prior to construction, NYSDOT will conduct a Phase II subsurface 

investigation in areas where excavation would occur. This would include 

the collection and laboratory analysis of soil samples and groundwater 

samples to characterize subsurface conditions prior to construction. 

Water quality testing would be performed on any groundwater encountered 

during construction to ensure compliance with applicable discharge 

permit/approval requirements and, if necessary, pre-treatment would be 

conducted prior to discharge. Requirements could include treatment 

measures such as settling basins to separate sediments from the 

groundwater prior to their discharge to surface waters. 

October 2022 20 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

8 

Finding of No Significant Impact 

Exhibit 4 (cont’d) 

List of Environmental Commitments 

Resource Commitments 

Contaminated Materials 

(cont’d) 

• NYSDOT will ensure that construction is performed in accordance with 

Occupational Safety and Health Administration (OSHA) lead regulation (29 

CFR 1926.62) and NYSDOT Standard Specifications, including Section 

202 Demolition of Buildings and Structures, Section 570 Paint Removal 

Operations, and Section 571 Disposal of Paint Removal Waste. NYSDOT 

will ensure that the construction contractor will prepare a written LeadExposure Control Plan (LECP), with worker exposure assessment and 

engineering and work practice controls.NYSDOT will ensure that the 

construction contractor performs a comprehensive asbestos survey of any 

potential asbestos-containing materials prior to construction. 

• NYSDOT will ensure that the construction contractor handles and disposes 

of creosote-treated wood or other creosote products in accordance with 

ECL Article 27, Title 25. 

• NYSDOT will require that the construction contractor test, handle, store, 

transport, and dispose of materials in accordance with all applicable 

regulations. 

• NYSDOT will develop and implement a Construction Health and Safety 

Plan based on sampling results to protect workers, the community, and the 

environment during construction. 

• NYSDOT will require the construction contractor to prepare a Demolition 

Plan containing details of best management practices to be incorporated 

into Project construction. These best management practices may include 

environmental ground protection, environmental water protection, plans to 

contain and collect paint waste, dust control methods, and containment 

systems (such as cover panels, screens, tarps, scaffolds, supports, and 

shrouds). 

Safety and Security None (no impacts identified) 

Environmental Justice None (no impacts identified) 

Indirect and Cumulative 

Impacts 

None (no impacts identified) 

Public and Agency Coordination 

Throughout the NEPA process, FRA solicited input on the Selected Alternative from several 

government and transportation agencies including but not limited to: USACE, USCG, SHPO, and other 

Federal, state, and local government entities. Extensive coordination was conducted among FRA, 

NYSDOT, USACE, USCG, and SHPO prior to publication of the EA. 

The EA was distributed for a 38-day public and agency review and comment period between May 9, 

2022 and June 15, 2022. It was also posted to FRA’s website4 and NYSDOT’s website5 and advertised 

in the Albany Times-Union. A notice of availability of the EA was distributed via email and postcard to 

the Project mailing list and residents of the Project area. Public informational meetings were held virtually 

on May 31, 2022 and in person at the Palace Theater in Albany on June 1, 2022. 

4 https://railroads.dot.gov/environment/environmental-reviews/livingston-avenue-bridge-replacement-project. 

5 https://www.dot.ny.gov/livingstonavebridge. 

21 October 2022 
 

 

 

 

 

 

 

 

 

 

 

 

Livingston Avenue Bridge Replacement 

9 Public and Agency Comments 

Public and agency comments received on the EA are provided in Attachment E, “Comments 

Received on the EA,” and summaries of the comments with FRA and NYSDOT’s responses to those 

comments are provided in Attachment D, “Summary of and Responses to Comments Received 

on the EA.” 

10 Conclusion 

FRA has carefully considered the Project record, including the EA and associated technical reports 

and analysis; the Section 4(f) evaluation; the mitigation measures required including commitments 

made in the Section 106 MOA; and the written and oral comments offered by agencies, stakeholders, 

and the public on this record. Based on this consideration, FRA has determined the Project as 

presented and assessed in the attached EA satisfies the requirements of NEPA (42 U.S.C. §§ 4321 

et seq.), Council on Environmental Quality regulations (40 CFR Parts 1500-1508), and the FRA 

Procedures for Considering Environmental Impacts (FRA’s Environmental Procedures, 64 FR 28545, 

May 26, 1999), and the Selected Alternative would have no foreseeable significant impact on the 

quality of the human or natural environment provided it is implemented in accordance with the 

commitments identified in this FONSI. FRA has also satisfied requirements under Section 4(f) of the 

USDOT Act. FRA has determined that there is no prudent and feasible alternative to the proposed use 

of Section 4(f) properties and that the Project includes all measures to minimize harm. The EA provides 

sufficient evidence and analysis for FRA to determine that an environmental impact statement is not 

required for the Project as presented. 

October 2022 22 
Marlys Osterhues 

Acting Director 

Office of Environmental Program Management 

Federal Railroad Administration 

Finding of No Significant Impact 

l D /3 I / ()-;)__ 

Date 

This document has been prepared in accordance with . FRA's Procedures for Considering 

Environmental Impacts by the Office of Railroad Policy and Development (64 FR 28545, May 26, 

1999) and NEPA (42 USC § 4321 ), with assistance from the Office of Chief Counsel. This document 

was prepared in 2022. For further information regarding this document, please contact: 

Brandon Bratcher 

Environmental Protection Specialist 

Environment and Project Engineering Division 

Office of Railroad Policy and Development 

USDOT Federal Railroad Administration 

1200 New Jersey Avenue, SE 

Washington, DC 20590 

Attachments: 

Attachment A. Errata Sheet 

Attachment B. Section 106 Memorandum of Agreement 

Attachment C. Final Section 4(f) Evaluation 

Attachment D. Summary of and Responses to Comments Received on the EA 

Attachment E. Comments Received on the EA 

Attachment F. General Conformity and Greenhouse Gas Analysis 

Attachment G. Design Drawings 

23 October 2022 
Attachment A

Errata Sheet
1 October 2022

Livingston Avenue Bridge Replacement Project

Environmental Assessment

and Draft Section 4(f) Evaluation

Errata Sheet

DEPARTMENT OF TRANSPORTATION

Federal Railroad Administration (FRA), October 2022 

This Errata Sheet notes specific corrections to the Livingston Avenue Bridge Replacement Project 

Environmental Assessment and Draft Section 4(f) Evaluation (EA; issued May 2022). These corrections 

are provided as an attachment to FRA’s Finding of No Significant Impact for the Project, in response to 

public comments on the EA.

Where FRA has made changes to the text, they are shown below in bold. Deletions are shown in 

strikethrough, while newly added text is underlined. Where applicable, the entire paragraph from the 

EA has been included to provide context for the changes.

CORRECTIONS TO CHAPTER 3: TRANSPORTATION IMPACTS

FRA notes corrections to Chapter 3 of the EA related to (1) navigable waters and (2) pedestrians and 

bicyclists. 

NAVIGABLE WATERS

FRA notes corrections to the discussion of navigable waters to reflect the fact that the Federal navigation 

channel in the Hudson River is a Federal civil works project that is protected under Section 14 of the 

Rivers and Harbors Act of 1899. 

Affected Environment

In 3.3.2 of the EA, “Navigable Waters,” the first two paragraphs of the section are revised as follows to 

address comments from the U.S. Army Corps of Engineers (USACE). 

The Hudson River is a navigable waterway of the United States within the jurisdiction of the U.S. 

Coast Guard under Section 9 of the Rivers and Harbors Act of 1899, which seeks to preserve the 

public right of navigation and prevent interference with interstate and foreign commerce. In addition, 

Section 10 of the Rivers and Harbors Act of 1899 requires authorization from the Secretary of the 

Army acting through USACE for: 1) the construction of any structure in or affecting any navigable 

waters of the United States; 2) the excavation from or deposition of material in these waters; or 3) 

any obstruction or alteration in these waters (33 USC § 403). To ensure that civil works projects 

such as the Federal navigation channel within the Hudson River continue to provide their 

intended benefits to the public, Section 14 of the Rivers and Harbors Act of 1899, which has 

since been amended several times and is codified at 33 USC 408 (Section 408), requires that 

any use or alteration of these projects be approved by the USACE. The Hudson River is also a 

state-regulated navigable waterway under the jurisdiction of the NYSOGS. 

The Hudson River is a navigable waterway from the Battery in Manhattan (River Mile [RM] 0) to its 

source in the Adirondack Mountains. Navigation is unimpeded up to the Troy Dam north of 

Albany at RM 150. At the Troy Dam, the Troy Lock permits vessels to pass to and from the upper 

river and the New York State Canal System. The Livingston Avenue Bridge is located at RM 145. 

Although the Hudson is a freshwater river at this location, the river is tidally influenced as far north as 

the Troy Dam.
Livingston Avenue Bridge Replacement

October 2022 2 

Impacts of the Build Alternatives

FRA notes a correction to Section 3.5.2 of the EA, “Navigable Waters.” The second paragraph of the 

section is revised as follows to address a comment from USACE.

The Build Alternatives would widen the navigable channel beneath the bridge from 100 feet to 190 

feet by providing a lift span rather than a swing span (with a center pier). The Build Alternatives would 

provide a bridge with a vertical clearance of 60 feet when the bridge is open, which is less than the 

No Action Alternative (with a clearance of 135 feet) but the same as the adjacent upstream and 

downstream structures. Thus, no adverse impact on river traffic would occur with either Build 

Alternative as a result of the new structure. When the bridge is closed, the vertical clearance within 

the navigation channel would be the same as for the existing bridge—25 to 30 feet, depending on 

the tide. The Build Alternatives would require permits from the USCG and USACE for the new bridge 

in accordance with the requirements of Sections 9, and 10, and 14 of the Rivers and Harbors Act.

PEDESTRIANS AND BICYCLISTS

No Action Alternative

FRA notes corrections to the discussion of conditions related to bicycles and pedestrians. Specifically, 

FRA notes a correction to Section 3.4 of the EA, “Impacts of the No Action Alternative.” The final 

paragraph of the section is revised, and a new paragraph is added after the final paragraph, as follows 

to address a comment from the City of Rensselaer.

The No Action Alternative would not affect vehicular traffic or public transportation, nor would 

it affect pedestrians or bicyclists. With the No Action Alternative, pedestrian and bicyclists 

would continue to lack access between the Cities of Albany and Rensselaer at this location 

due to the closure of the pedestrian walkway on the existing bridge. No new shared use path 

across the Hudson River would be created, and pedestrians would likely continue to trespass across 

the existing Livingston Avenue Bridge. 

The No Action Alternative would not affect vehicular traffic or public transportation.

CORRECTIONS TO CHAPTER 4: SOCIAL, ECONOMIC, AND 

ENVIRONMENTAL CONSIDERATIONS

FRA notes corrections to Chapter 4 of the EA related to water resources (Section 4.7). 

SECTION 4.7: WATER RESOURCES

Affected Environment

FRA notes a correction to Section 4.7.3.3.1 of the EA, “Federal Wetlands.” The second paragraph of the 

section is revised as follows to address a comment from USACE.

FRA and NYSDOT evaluated the study area for the presence of unmapped wetlands in accordance 

with the criteria defined in the 1987 USACE Wetland Delineation Manual and the 2012 USACE 

Northcentral and Northeast Regional Supplement in September 2020. One wetland was delineated 

within the study area. “Wetland B” is along an unpaved path on the east side of the Hudson River 

(Rensselaer) approximately 450 feet north of the existing rail tracks and about 300 feet from the river 

shoreline (see Figure 4.7-5). As detailed in Appendix B-2, Wetland B is an approximately 3,050-

square-foot (0.07-acre) non-adjacent isolated wetland that occurs in a slight topographic 

depression. Hydrology indicators include surface water, soils saturated at the surface, a sparsely 

vegetated concave surface, a thin muck surface, and a shallow aquitard. The wetland is dominated 
Errata Sheet

3 October 2022

by Japanese stiltgrass (Microstegium vimineum), with lesser duckweed (Lemna minor) covering the 

water surface. FRA and NYSDOT will consider Wetland B as a jurisdictional wetland for the 

evaluation of wetland impacts, pending a response from USACE regarding an Approved or

Preliminary Jurisdictional Determination.

Avoidance, Minimization, and Mitigation

FRA notes a correction to Section 4.7.6 of the EA, “Avoidance, Minimization, and Mitigation.” The list of 

approvals and permits required for the Project in the first paragraph of the section is revised as follows to 

address a comment from USACE.

Implementation and construction of the Project would be subject to a number of Federal, New York, 

and local permits and approvals. The potential relevant permits are as follows:

• USCG Section 9 Permit

• USACE Section 404 Permit and Section 10 Permit

• USACE Section 408 Permit

• NYSDEC State Pollutant Discharge Elimination System (SPDES) General Permit for Stormwater

Discharges from Construction Activity (GP-0-20-001)

• NYSDEC Floodplain Variance

• NYSDEC Water Quality Certification (Section 401) of the Clean Water Act

• NYSDOS Coastal Zone Consistency Certification Statement and Local Waterfront Revitalization

Certification

• NYSOGS Grants or License of Land Underwater (New York State Public Lands Law § 6-75.7b)

CORRECTIONS TO CHAPTER 5: ENVIRONMENTAL JUSTICE 

In Chapter 5, FRA notes corrections to Section 5.5 of the EA, “Identification of Disproportionate Adverse 

Effects.” The fourth paragraph of the section is revised, and a new paragraph is added after the fourth 

paragraph, as follows to address comments from the U.S. Environmental Protection Agency.

While some localized adverse effects, such as noise and potential dust, would occur throughout the 

study area during the Project’s construction in both environmental justice block groups and nonenvironmental justice block groups, these effects would be temporary and would end once 

construction is complete. Moreover, construction would be managed to minimize the potential for 

adverse effects through the use of best management practices such as dust control. Noise impacts 

during construction would be avoided, as NYSDOT would require the construction contractor 

to use a portable noise barrier/curtain with a Sound Transmission Class (STC) rating of STC 

30 or greater during daytime construction within 60 feet of residences, and NYSDOT would 

prohibit construction activities within 60 feet of residences at night (Section 4.16. 11 provides 

further discussion of construction noise attenuation measures). Furthermore, environmental 

justice communities closest to the Project site would be buffered from construction by distance and 

intervening vegetation. Most construction activity would occur in the water, where the approach spans 

and movable span would be installed, working from limited onshore staging areas. This would limit 

the potential for disruption to nearby uses in Rensselaer and Albany, since the activities would not 

be immediately nearby. Some construction staging would occur on the east side of the bridge, which 

would be buffered from the residential community by distance and the presence of intervening 

vegetation that would block views of the construction. The reconfiguration of the approach tracks in 

Rensselaer would be the closest construction activity to the community;, and this would involve 

clearing and grading the new track alignment and placing new track. Build Alternative 2 would 
Livingston Avenue Bridge Replacement

October 2022 4 

require only a slight shift from existing track alignments; Build Alternative 1 would require a 

more substantial shift in the alignments, along with raising the elevation of the Troy Industrial 

Track. The measures described above in Section 4.16.10 (use of newer equipment and clean 

fuel, idling restrictions, and dust control measures) would ensure that no adverse air quality 

impacts would occur at nearby residences. The measures described earlier in this paragraph 

and in Section 4.16.11 related to construction noise attenuation would ensure that the track 

construction would not result in any adverse noise impacts at nearby residences. Because 

this work it would occur over a short time period, would involve the use of mitigation measures 

for construction noise and air pollutant emissions, and, with would only require limited activity

required, it would not be intensely disruptive. Although environmental justice communities are 

located on both sides of the bridge, the Project would not result in construction impacts on these 

communities which would be buffered from construction as stated above, and therefore, there would 

be no disproportionately high and adverse effects on environmental justice populations from the 

Project’s construction.

FRA and NYSDOT have developed a proposed work zone traffic control program to minimize 

the temporary impacts to vehicular, pedestrian, and bicycle traffic that would occur in Albany 

under both Build Alternatives. The work zone traffic control program and details on the 

detours that would be required are presented in Appendix A-3, “Conceptual Staging,” and 

Appendix A-4, “Detour Routes”. Quay Street would be closed during a two-month 

construction period for the west bridge abutment and west end span, and NYSDOT would 

install a detour via the NYS Route 5 connector to Broadway to North Ferry Street to Erie 

Boulevard. This route travels through areas that are dominated by commercial and warehouse 

uses, with very few residential properties along the route. In addition, for work on the Water 

Street and Centre Street bridges, Water Street and Centre Street would each be closed for a 

two-week period from Quay Street to Livingston Avenue and traffic would be redirected for 

access to several parking lots and the street network beyond. Large truck traffic would be 

restricted from using the Colonie Street exit from southbound I-787 during this time. The 

pedestrian walkway along Water Street would be relocated to Centre Street for the duration of 

the Water Street bridge construction. Water and Centre Streets would be closed concurrently 

for bridge resetting over the span of two weekends. While these road closures and detours 

would be located within environmental justice block groups, they would involve streets that 

are predominantly commercial or industrial in nature and would not affect residential areas. 

The detours would not substantially add to travel times and would maintain the current level 

of safe movement for pedestrians. Accident history analyzed for this EA does not indicate any 

existing safety deficiencies or accident-prone locations that would be exacerbated by Project 

construction or by increased traffic volumes on detour routes. Therefore, there would be no 

disproportionately high and adverse effects on environmental justice populations from road 

closures and associated work zone traffic control measures.

CORRECTIONS TO APPENDIX B-8: PUBLIC INVOLVEMENT PLAN

FRA notes corrections to Appendix B-8 of the EA related to the list of Project stakeholders. In the “Context 

Identification” section of the Public Involvement Plan, the list of Stakeholders is amended to include a 

new stakeholder group, “Federally Recognized Native American Tribes,” after the group entitled “Federal 

Agencies” and before the group entitled “State Agencies," as follows to address a comment from the U.S. 

Environmental Protection Agency. 

Federal Agencies 

Federal Railroad Administration* 

United States Coast Guard** 

United States Fish & Wildlife Service 

United States Army Corps of Engineers** 
Errata Sheet

5 October 2022

United States Environmental Protection Agency 

National Marine Fisheries Service 

* Lead Federal Agency 

** Cooperating Agencies. FRA will invite potential cooperating Federal agencies. 

Federally Recognized Native American Tribes

Delaware Tribe

Saint Regis Mohawk Tribe

Stockbridge Munsee Community Band of Mohicans

State Agencies 

NYS Department of Environmental Conservation 

NYS Office of General Services (Owner of riverbed and parking lots under and near the bridge in 

Albany) 

NYS Department of State (NYSDOS) 

NYSDOS Division of Coastal Resources 

NYS Office of Parks, Recreation and Historic Preservation 

Hudson River Valley Greenway
Attachment B 

Section 106 Memorandum of Agreement 
 

 

 

 

 

 

 

 

 

 

 

 

MEMORANDUM OF AGREEMENT 

AMONG 

THE FEDERAL RAILROAD ADMINISTRATION, 

THE NEW YORK STATE HISTORIC PRESERVATION OFFICE, 

THE NEW YORK STATE DEPARTMENT OF TRANSPORTATION 

REGARDING THE REPLACEMENT OF THE LIVINGSTON AVENUE BRIDGE 

CITY OF ALBANY & CITY OF RENSSELAER 

ALBANY & RENSSELAER COUNTIES, NEW YORK 

PURSUANT to 36 CFR § 800.6(a)(1)

PIN 1935.49 

BIN 7092890 

NYSOPRHP # 12PR00935 

WHEREAS, the Federal Railroad Administration (FRA) in coordination with the New York State Department of 

Transportation (NYSDOT) is progressing a federally funded project to remove and replace the Livingston Avenue 

Bridge (BIN 7092890) which spans the Hudson River between the Cities of Albany and Rensselaer, in Albany 

and Rensselaer Counties, to improve reliability and reduce passenger and freight train delays; achieve a longterm state of good repair for the bridge; eliminate existing bridge and track deficiencies; and maintain or improve 

waterway navigation near the bridge (the Project); and 

WHEREAS, the Project involves modifications to the approach tracks on the west and east sides of the Hudson 

River, including rehabilitation of the rail bridges of Water and Centre Streets in Albany and changes to the 

approach in Rensselaer; and 

WHEREAS, the Preferred Alternative replaces the Livingston Avenue Bridge with a new multi-span, multi-track, 

moveable bridge on a new, parallel southern alignment (approximately 50 feet south from the existing bridge 

location); and 

WHEREAS, the Area of Potential Effect (APE) is approximately 100 to 200 feet wide along the CSX/Amtrack 

tracks from Montgomery Street in Albany to the west abutment; 900 feet in length, 400 feet wide, and 1,272 feet 

in length across the river to Rensselaer; and 400 feet wide and 1,500 feet long on the east shore from the east 

abutment to its terminus along the existing track; and 

WHEREAS, the Project was selected for federal funding provided by the United States Department of 

Transportation through the FRA utilizing 2010 High Speed Intercity Passenger Rail grant funds and would be 

authorized through permits issued by the United States Army Corps of Engineers (USACE) and the United States 

Coast Guard (USCG); and 

WHEREAS, FRA funding of the Project is considered an Undertaking under the National Historic Preservation 

Act of 1966 (54 U.S.C. § 306108) (NHPA), as amended, and it’s implementing regulations at 36 Code of Federal 

Regulations [C.F.R.] § 800 (hereinafter collectively referred to as Section 106) and FRA is acting as the lead 

Federal Agency for compliance with Section 106; and 

WHEREAS, on April 28, 2021, USCG designated FRA as the lead Federal Agency for compliance with Section 

106 and agreed to serve as a Consulting Party; and on May 19, 2021 USACE designated FRA as lead agency 

and agreed to serve as a Consulting Party on the Project; and 

WHEREAS, FRA’s action requires review under the National Environmental Policy Act (NEPA) (42 U.S.C. § 

4321 et seq.); and 

WHEREAS, FRA and NYSDOT initiated consultation with the New York State Historic Preservation Office 

(NYSHPO), pursuant to 36 CFR § 800.3(c) via letter dated March 7, 2012; and 

WHEREAS, pursuant to 36 CFR § 800.4(b) FRA made a reasonable and good faith effort to identify historic 

properties that are listed in or determined eligible for listing in the National Register of Historic Places (NRHP) 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

PIN 1935.79 Livingston Avenue Bridge 

within a preliminary study area through development of a Cultural Resource Reconnaissance Survey Report 

(CRRSR) completed in two volumes in April and June 2011. The CRRSR identified the Livingston Avenue Bridge 

and the Albany Railroad Viaduct as eligible for the NRHP. The CRRSR identified no archaeological resources 

within the APE. NYSHPO concurred with the findings of this report on May 8, 2012; and 

WHEREAS, the Livingston Avenue Bridge (BIN 7092890) (Unique Site Number [USN] 00140.004481), was 

determined eligible under NRHP Criterion C as an intact example of an early 20th-century swing bridge. It is a 

Baltimore-truss bridge constructed in 1901, on cut limestone circa 1866 piers, 1272 feet long, 27.8 feet wide, 

carrying CSX/Amtrak Rail over the Hudson River, and consists of a 260-foot continuous truss swing span, four 

trusses that span the navigation channel, and four plate girder spans; and 

WHEREAS, the Project’s APE includes an area that contributes to the Albany Railroad Viaduct. This part of the 

Albany Railroad Viaduct, within the APE, includes two bridges; the Centre Street-Erie Boulevard Bridge [USN 

00140.004789; BIN 7709021]) and the Water Street Bridge [USN 00140.004788; BIN 7092900]). Both are 

through-girder bridges built in 1948 and were determined eligible under Criterion A, in the 2015 Cultural 

Resources Survey Report, for their association with the railroad right-of-way and spanning development of 

national rail service in the Hudson River from the Montgomery Street Railroad Bridge in the City of Albany on 

the west to Tracy Street on the north and Pine Street on the south in the City of Rensselaer. Pursuant to 36 CFR 

§ 800.4(a)(1), a Draft Finding Documentation was submitted to NYSHPO March 10, 2015 that recommended 

this undertaking would have a No Adverse Effect on the Albany Railroad Viaduct. NYSHPO concurred April 29, 

2015; and 

WHEREAS, on April 29, 2015, NYSHPO, in response to the Draft Finding Documentation, requested that an 

analysis of alternatives to removing the Livingston Avenue Bridge be conducted. The NYSHPO’s response did 

not include comment on FRA’s definition of the APE; and 

WHEREAS, in response to the NYSHPO’s request for additional information regarding alternatives to removing 

the Livingston Avenue Bridge, NYSDOT provided additional information on alternatives considered in a revised 

Finding Document submitted to the NYSHPO on June 17, 2015. On August 5, 2015 NYSDOT and NYSHPO met 

to discuss alternatives presented in the revised Finding Documentation and to discuss additional alternatives. On 

November 10, 2015, NYSDOT submitted to NYSHPO an Explanation of Alternatives evaluating the additional 

alternatives considered and measures to minimize harm; and 

WHEREAS, NYSDOT considered alternatives to avoid and minimize the adverse effect to the Livingston Avenue 

Bridge in accordance with 36 CFR 800.6 (as summarized in the Finding Documentation) and concluded that the 

adverse effect could not be avoided; and 

WHEREAS, in a letter dated August 24, 2020, FRA re-initiated consultation with NYSHPO, pursuant to 36 CFR 

§ 800.3(c), because several years had elapsed since the previous consultation. FRA provided an updated 

Finding Documentation and information about the Project. It included a reiteration of the definition of the APE 

pursuant to 36 CFR § 800.4(a)(1), a summary of historic property identification efforts within the APE pursuant 

to 36 CFR § 800.4(b) and a recommendation that the Undertaking would result in an Adverse Effect to the 

Livingston Avenue Bridge and that the Undertaking would have No Adverse Effect on the Albany Railroad 

Viaduct pursuant to 36 CFR § 800.5; and 

WHEREAS, in a letter dated September 23, 2020, NYSHPO concurred the Undertaking would have an Adverse 

Effect on the Livingston Avenue Bridge (BIN 7092890), that the Undertaking would have No Adverse Effect on 

the Albany Railroad Viaduct again, and requested that NYSDOT contact the City of Albany to determine if the City 

was interested in taking possession of the western end of the Livingston Avenue Bridge for use as a pedestrian 

pier; and 

WHEREAS, NYSDOT contacted the City of Albany on October 27, 2020 to determine if the City was interested 

in taking possession of the western end of the bridge, and the City of Albany responded on March 4, 2021 and 

declined to take possession of the Livingston Avenue Bridge; and 

2 
 

 

 

 

 

 

 

 

 

PIN 1935.79 Livingston Avenue Bridge 

WHEREAS, pursuant to 36 C.F.R. § 800(3)(f)(2), in a letter dated February 2, 2015, NYSDOT, on behalf of FRA, 

invited the Saint Regis Mohawk Tribe, the Stockbridge Munsee Community Band of Mohican Indians, and the 

Delaware Tribe to participate in the Section 106 process as Consulting Parties; and 

WHEREAS, FRA and NYSDOT met with Bonney Hartley of the Stockbridge-Munsee Community Band of 

Mohicans on June 26, 2015 to discuss the Project and resolve concerns raised by the tribe. The Saint Regis 

Mohawk Tribe and the Delaware Tribe responded that they had no concerns but requested that they be notified 

if human remains, or objects of cultural patrimony are encountered during construction of the Project; and 

WHEREAS, in a letter dated August 12, 2020, FRA re-initiated consultation with the Stockbridge-Munsee 

Community Band of Mohican Indians, the Saint Regis Mohawk Tribe, and the Delaware Tribe; and the 

Stockbridge Munsee Community Band of Mohican Indians and the Delaware Tribe responded that they had no 

concerns but requested that they be notified if human remains or objects of cultural patrimony are encountered 

during construction of the Project, while the Saint Regis Mohawk did not respond; and 

WHEREAS, pursuant to 36 CFR § 800.3(f), in letters dated May 26, 2017, NYSDOT, on behalf of FRA, invited 

the following organizations with a demonstrated interest in the Project to participate in the Section 106 process 

and be Consulting Parties: the Arbor Hill Neighborhood Association; the Bridge Line Historical Society; the City 

of Albany Historian; the City of Rensselaer Historian; the Historic Albany Foundation; the Livingston Avenue 

Bridge Coalition; the National Railway Historical Society, Mohawk and Hudson Chapter; the New York Central 

Historical Society; and Partners for Albany Stories; and 

WHEREAS, the City of Rensselaer Historian; the Historic Albany Foundation; the Livingston Avenue Bridge 

Coalition; the National Railway Historical Society, Mohawk and Hudson Chapter; and the New York Central 

Historical Society accepted FRA’s invitation; and the Capital District Transportation Committee requested and 

was granted Consulting Party status; and 

WHEREAS, the Arbor Hill Neighborhood Association; the Bridge Line Historical Society; and Partners for Albany 

Stories did not respond to FRA’s invitation, and the City of Albany Historian declined the invitation; and 

WHEREAS, FRA sought and considered the views of the public regarding Section 106 for this Project at public 

information meetings held virtually on May 31, 2022, and in person at the Palace Theater in Albany on June 1, 

2022. A recording of the virtual event was made available to the public online and information on the Project was 

provided on the Project website at: https://www.dot.ny.gov/livingstonavebridge. Comments were also accepted 

via postal and electronic mail and through the project website during the public comment period, which ran from 

May 9, 2022, through June 15, 2022; and 

WHEREAS, pursuant to 36 CFR § 800.6(a)(1), in a letter dated December 3, 2020, FRA notified the Advisory 

Council on Historic Preservation (ACHP) of the adverse effect determination, providing the specified 

documentation, and FRA’s intention to enter into a Memorandum of Agreement, and the ACHP chose not to 

participate in the consultation pursuant to 36 CFR § 800.6(a)(1)(iii) (Appendix C); and 

WHEREAS, NYSDOT actively sought to minimize effects to the historic Livingston Avenue Bridge by seeking 

new ownership of it for adaptive reuse, or, because of its overall size, partial reuse at a new location; and 

WHEREAS, NYSDOT’s marketing for a new bridge owner consisted of a combination of print and web-based 

ads that included an advertisement in the local newspaper for a minimum of fourteen (14) days and an 

announcement posted on the internet for a minimum of two (2) months. A signed affidavit from the newspaper 

was provided to NYSDOT as proof of publication to fulfill this stipulation. All inquiries and offers were due to 

NYSDOT on July 13, 2022; and 

WHEREAS, NYSDOT considered viable offers that meet the following criteria: A willing new owner must 

dismantle, transport, and provide a guaranteed future use at a new location. The prospective new owner should 

demonstrate financial feasibility, understanding of the bridges’ condition and explain how it will account for 

disassembly, transport, reassembly, and reuse of the bridge. The plan must include a timeline demonstrating 

the disassembly, relocation, and reassembly of the bridge within twelve (12) months of ownership. When the 

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PIN 1935.79 Livingston Avenue Bridge 

ownership of the bridge is transferred for reuse, the transfer deed would include a preservation covenant that 

requires the new owner to retain the feature intact for a minimum of twenty (20) years; and 

WHEREAS, after 2 months of marketing, no party was found to take possession of the existing bridge nor was 

a viable offer, as defined in the recital above received; and 

WHEREAS, NYSDOT notified all consulting parties, via email on August 5, 2022, that the bridge will be 

demolished as part of the Project; and 

WHEREAS, FRA and NYSDOT, along with NYSHPO, have determined that it is appropriate to enter into this 

Memorandum of Agreement (Agreement) pursuant to 36 CFR § 800.6, which will govern the implementation of 

the Project and satisfy FRA’s, USCG’s, and USACE’s obligation to comply with Section 106; and 

WHEREAS, NYSDOT, as the Project Sponsor, will have roles and responsibilities in the implementation of this 

MOA and FRA invited NYSDOT to sign this MOA as an Invited Signatory; and 

WHEREAS, NYSDOT on behalf of FRA, invited the Cites of Albany and Rensselaer to be Concurring Parties 

due their role in Stipulation I.B on August 10, 2022 and they acceptedthe invitation on August 15, 2022, and 

WHEREAS, FRA, NYSDOT, and NYSHPO will collectively be referred to as the Signatories; and 

NOW, THEREFORE, the Signatories agree that the Project shall be implemented in accordance with the 

following stipulations in order to take into account the effects of the Project on Historic Properties. 

STIPULATIONS 

NYSDOT, in coordination with FRA, shall ensure that the following measures are carried out: 

I. MITIGATION MEASURES FOR HISTORIC ARCHITECTURAL PROPERTIES 

To mitigate the adverse effect of the removal of the NRHP-eligible Livingston Avenue Bridge (BIN 

7092890): 

A. NYSDOT shall complete Level II Historic American Engineering Record (HAER) documentation 

(HAER Documentation) through the New York State Museum in accordance with the Secretary of the 

Interior’s Standards and Guidelines for Architectural and Engineering Documentation: HABS/HAER 

Standards (as originally published in the Federal Register, Vol. 48, No. 190, Thursday, September 

29, 1983, pp. 44730-34.). 

1. All documentation work shall be performed by an individual meeting the Secretary of the Interior’s 

Professional Qualification Standards (48 FR 44716, September 1983) for historic architect, 

architectural historian, or historian. 

2. All photography shall comply with the National Register Photo Policy Fact Sheet 

(http://www.nps.gov/nr/publications/guidance/Photo_Policy_final.pdf) and must be completed 

before demolition of the bridge. 

3. NYSDOT shall provide NYSHPO the opportunity to review and comment on the draft HAER 

documentation prior to demolition of the bridge. NYSDOT will revise the HAER documentation as 

necessary based on comments received from NYSHPO. NYSDOT shall provide the revised FinalDraft HAER documentation to NYSHPO for review. This review shall be limited to ensuring that 

NYSDOT addressed all comments provided during initial document review. All reviews will be 

completed in accordance with Stipulation II Timelines and Communications. 

4. Prior to the construction of the new bridge, NYSDOT shall prepare five (5) copies of the Final HAER 

documentation consisting of one hard copy and one electronic copy in Adobe pdf format on a CD. 

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PIN 1935.79 Livingston Avenue Bridge 

NYSDOT shall retain a copy of the documentation for its permanent records, one copy shall be 

submitted to each of the following organizations: NYSHPO, Rensselaer Historical Society, Albany 

County Historical Society, and the City of Albany.. NYSDOT shall also provide FRA a pdf of the 

Final HAER documentation. 

B. NYSDOT shall develop two Interpretive Signs that addresses the history of this unique Baltimore 

Truss swing, railroad bridge; the materials used in the bridge’s construction; growth of the railroad; 

and the history of the area. 

1. NYSDOT shall coordinate with the City of Albany to identify a location of one interpretive sign e.g. 

along the Mohawk-Hudson Bike-Hike Trail within Corning Riverfront Park and shall coordinate with 

the City of Rensselaer to identify a location of one interpretive sign on a similar trail or park in the 

City of Rensselaer. 

2. NYSDOT will provide a draft interpretive sign to NYSHPO and the Cites of Albany and Rensselaer 

for review and comment. NYSDOT will revise the interpretive sign based on NYSHPO and Cites of 

Albany and Rensselaer comments and will provide a revised Final-Draft to NYSHPO and the Cities 

of Albany and Rensselaer for a final round of review, as necessary. NYSDOT will revise the sign 

as necessary and provide a final electronic version of the interpretive sign to NYSHPO and the 

Cities of Albany and Rensselaer prior to fabrication and installation. All reviews shall be completed 

in accordance with Stipulation II Timelines and Communications. 

3. In the event that the interpretive signs are on City of Albany and/or City of Rensselaer property and 

the City of Albany and/or City of Rensselaer will not allow installation of the signs and/or accept 

responsibility to maintain the interpretive signage for reasons beyond the NYSDOT’s control, 

NYSDOT will notify NYSHPO and NYSDOT’s responsible party and this stipulation will be 

considered fulfilled. If one of the two cities approves installation and accepts maintenance 

responsibility for the sign the interpretive sign will be installed in that city. 

C. Bridge Design 

NYSDOT shall ensure that the design of the proposed new bridge is a truss bridge that incorporates 

key visual elements relating to the existing Livingston Avenue Bridge: the pulley housing and 

operator’s building, as requested by NYSHPO on April 14, 2021. If any of these elements would be 

substantially altered, NYSDOT shall request an Amendment to the MOA pursuant to Stipulation VII. 

II. TIMEFRAMES AND COMMUNICATIONS 

A. All time designations are in calendar days unless otherwise stipulated. If a review period ends on a 

Saturday, Sunday, or Federal holiday, the review period will extend until the first following business 

day. 

B. Unless otherwise stipulated in this Agreement, all review periods are thirty (30) calendar days, starting 

on the day a complete submission is provided by NYSDOT to the relevant parties via the specified 

notification processes. 

C. NYSDOT will consult with responding parties as appropriate to ensure that all comments received 

within the 30 calendar-day review period are considered. If NYSDOT does not receive comments 

within the 30 calendar-day review period, it is understood that the non-responding parties have no 

comments on the submittal, and NYSDOT may proceed to the next step of the consultation process. 

D. In exigent circumstances (e.g., concerns over construction suspensions or delays), all Signatories 

agree to expedite their respective document review within seven (7) calendar days. 

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PIN 1935.79 Livingston Avenue Bridge 

E. All official notices, comments, requests for further information, documentation, and other 

communications will be sent by e-mail or other electronic means. 

F. FRA is responsible for all government-to-government consultation with Tribes. 

G. NYSDOT shall provide an annual letter report to all Signatories and Consulting Parties on the 

anniversary date of execution of this Agreement. At a minimum the report shall include: a Project 

status summary to date, list of activities and mitigations completed in the previous year, and a list of 

activities and mitigations to be completed in the coming year. 

III. PROJECT MODIFICATION AND CHANGES 

If NYSDOT proposes changes to the Project that may result in additional or new effects on historic 

properties, NYSDOT will notify FRA and NYSHPO of such changes within 15 calendar days. Before 

NYSDOT takes any action that may result in additional or new effects to historic properties, NYSDOT, in 

coordination with FRA, will consult with NYSHPO and Consulting Parties and take appropriate steps to identify 

historic properties in accordance with 36 CFR 800.4 and assess effects in accordance with 36 CFR 800.5. If 

new adverse effects on historic properties are identified, NYSDOT, in coordination with FRA, will consult with 

NYSHPO and the Consulting Parties as appropriate, to determine the appropriate course of action. If FRA 

determines that an amendment to the MOA is required, it will proceed in accordance with Stipulation VII 

Amendments. 

IV. POST-REVIEW DISCOVERIES 

A. UNANTICIPATED ARCHEOLOGICAL DISCOVERIES DURING CONSTRUCTION 

If during construction, a previously unidentified archeological resource is discovered, NYSDOT will 

immediately halt construction in the vicinity of the discovery. If the NYSDOT in consultation with the 

FRA, NYSHPO, the Saint Regis Mohawk Tribe, the Delaware Tribe, and the Stockbridge Munsee 

Community Band of Mohican Indians determines that the Project will affect a previously unknown and 

unidentified archeological resource that may be eligible for the National Register or will affect a known 

archeological property in an unanticipated manner, the procedures in 36 CFR 800.13(b) will be 

followed. NYSDOT shall make a reasonable effort to avoid or minimize effects to such properties. 

B. UNANTICIPATED DISCOVERY OF HUMAN REMAINS 

The NYSDOT Procedures for Inadvertent Discovery of Human Remains during Construction 

(Appendix A) shall be implemented if human remains, or potential human remains, are discovered 

during construction. If a discovery consists of a burial site, human remains, or bones thought to be 

human remains, the Engineer-in-Charge (EIC) will report the discovery to the State Police. Work will 

be stopped, and measures will be taken to secure and protect the site from further disturbance. The 

NYSDOT will notify NYSHPO, the FRA, within 48 hours of the discovery. The FRA will contact the 

Saint Regis Mohawk Tribe, the Delaware Tribe, and the Stockbridge Munsee Community Band of 

Mohican Indians to initiate consultation regarding the discovery. 

If the human remains are identified as potentially Stockbridge Munsee (Mohican), the NYSDOT in 

coordination with the Stockbridge-Munsee Tribal Historic Preservation Officer and FRA will carry out 

procedures outlined in the Stockbridge-Munsee Community Band of Mohican Indians Policy for 

Treatment and Disposition of Human Remains and Cultural Items That May be Discovered 

Inadvertently during Planned Activities (Appendix B). 

V. DISPUTE RESOLUTION 

Any Signatory to this MOA or Tribe may object to any proposed action(s) or the manner in which the 

terms of this MOA are implemented by submitting its objection to FRA in writing, after which FRA will 

consult with all Signatories to resolve the objection. If FRA determines such objection cannot be 

resolved, FRA will, within thirty (30) days of such objection: 

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PIN 1935.79 Livingston Avenue Bridge 

Forward all documentation relevant to the dispute, including FRA’s proposed resolution, 

to the ACHP (with a copy to the Signatories). ACHP may provide FRA with its comments 

on the resolution of the objection within thirty (30) days of receiving documentation.

If the ACHP does not provide comment regarding the dispute within thirty (30) days, FRA

will make a final decision on the dispute and proceed accordingly. 

FRA will document this decision in a written response that takes into account any timely 

comments received regarding the dispute from ACHP and the Signatories and provide 

them with a copy of the response. 

FRA will then proceed according to its final decision.

The Signatories remain responsible for carrying out all other actions subject to the terms 

of this MOA that are not the subject of the dispute.

A Consulting Party to this MOA or a member of the public may object to the manner in which the 

terms of this MOA are being implemented by submitting its objection to FRA in writing. FRA will notify 

the other Signatories of the objection in writing and take the objection into consideration. FRA will 

consult with the objecting party, and if FRA determines it is appropriate, the other Signatories for not 

more than thirty (30) days. Within fifteen (15) days after closure of this consultation period, FRA will 

provide the Signatories, participating Tribes, Consulting Parties, and the objecting party with its final 

decision in writing. 

VI. AMENDMENTS 

Any Signatory to this Agreement may request in writing to the other Signatories that it be amended. The 

Signatories will consult for no more than thirty (30) calendar days (or another time period agreed upon 

by all Signatories) to consider such amendment. The amendment will be effective on the date the 

amendment is signed by all of the Signatories. FRA will file the executed amendment with the ACHP. 

VII.TERMINATION 

If any Signatory to this Agreement determines that the terms of the MOA will not or cannot be carried out, 

that Signatory will immediately notify the other Signatories in writing and consult with them to seek 

resolution or amendment pursuant to Stipulation V and VI of the Agreement. If within sixty (60) days a 

resolution or amendment cannot be reached, any Signatory may terminate the Agreement upon written 

notification to the other Signatories. 

Once the Agreement is terminated, and prior to work continuing the Project, FRA must either (a) execute 

a new Agreement pursuant to 36 CFR § 800.6 or (b) request, take into account, and respond to the 

comments of the ACHP under 36 CFR § 800.7. FRA will notify the Signatories as to the course of action 

it will pursue. 

VIII. DURATION 

This Agreement will expire when all its stipulations are complete or in five (5) years from the effective 

date, whichever comes first, unless the Signatories agree in writing to an extension in accordance with 

Stipulation VI Amendments. The Signatories to this MOA will consult six (6) months prior to expiration to 

determine if there is a need to extend or amend this MOA. 

IX. EFFECTIVE DATE 

This Agreement will become effective immediately upon execution by all Signatories. 

X. APPENDICES 

A. NYSDOT Procedures in the Event of the Inadvertent Discovery of Human Remains During Construction 

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PIN 1935.79 Livingston Avenue Bridge 

B. Stockbridge-Munsee Community Band of Mohicans Policy for Treatment and Disposition of Human 

Remains and Cultural Items That May be Discovered Inadvertently during Planned Activities 

C. Letter from the ACHP 

XI. EXECUTION AND IMPLEMENTATION 

Execution of this Agreement by the Signatories and its subsequent filing with the ACHP by FRA 

demonstrates that FRA has considered the effects of this Project on Historic Properties, afforded the 

ACHP a reasonable opportunity to comment, and satisfied its responsibilities under Section 106 of the 

NHPA and its implementing regulations. 

8 
     

   

             

           

             

           

   

     

   

PIN 1935.79  Livingston Avenue Bridge 

MEMORANDUM OF AGREEMENT 

AMONG 

THE FEDERAL RAILROAD ADMINISTRATION, 

THE NEW YORK STATE HISTORIC PRESERVATION OFFICE, 

THE NEW YORK STATE DEPARTMENT OF TRANSPORTATION 

REGARDING THE REPLACEMENT OF THE LIVINGSTON AVENUE BRIDGE 

CITY OF ALBANY & CITY OF RENSSELAER 

ALBANY & RENSSELAER COUNTIES, NEW YORK 

Signatory: 

FEDERAL RAILROAD ADMINISTRATION 

Name: Amanda Murphy 

8/31/2022 

8/31/2022 By:__________________________________________  Date:_________________ 

Title: Acting Federal Preservation Officer 

9 



     

   

             

           

             

           

   

  

     

PIN 1935.79  Livingston Avenue Bridge 

MEMORANDUM OF AGREEMENT 

AMONG 

THE FEDERAL RAILROAD ADMINISTRATION, 

THE NEW YORK STATE HISTORIC PRESERVATION OFFICE, 

THE NEW YORK STATE DEPARTMENT OF TRANSPORTATION 

REGARDING THE REPLACEMENT OF THE LIVINGSTON AVENUE BRIDGE 

CITY OF ALBANY & CITY OF RENSSELAER 

ALBANY & RENSSELAER COUNTIES, NEW YORK 

Concurring Party: 

CITY OF RENSSELAER 

Name Ketura Vics 

09/01/2022 

9/1/2022 By:_________________________________________  Date:_________________ 

Title: Director of Planning and Development 

13 
 

APPENDIX A 

NYSDOT PROCEDURES IN THE EVENT OF THE INADVERTENT 

DISCOVERY OF HUMAN REMAINS DURING CONSTRUCTION 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

New York State Department of Transportation (NYSDOT) 

Procedures in the Event of the Inadvertent Discovery of Human Remains 

1. If a burial site, human remains, or bones thought to be human remains, are encountered during archaeological 

investigations or during construction for a NYSDOT undertaking, the work will be stopped immediately and 

rescheduled to avoid disturbing the area. The remains will be left in place and protected from further damage. 

2. Discoveries during Construction: 

In accordance with the current NYSDOT Standard Specifications, Section 107-01 D. Archaeological Salvage1

, the 

Engineer-in-Charge (EIC) will, through proper channels, notify appropriate Department personnel and other 

authorities. The EIC will report the discovery of human remains to the local police and the county coroner having 

jurisdiction, or to the medical examiner, and will arrange immediate inspection of the site 2. 

Discoveries during Archaeological Investigations in Advance of Construction: 

If the discovery occurs during archaeological investigations prior to construction of the project, the Principal 

Investigator or his/ her designee will immediately notify the NYSDOT Regional Cultural Resources Coordinator 

(CRC) and report the discovery to the local police and the county coroner having jurisdiction, or to the medical 

examiner. 

3. If the site is determined to be part of a criminal investigation, the police will notify the EIC or Principal 

Investigator when work in the area may resume. 

4. If determined that the remains are not a police issue, the Regional CRC will notify the NYSDOT Office of 

Environment (OOE), the Federal Highway Administration (FHWA), the Office of Parks, Recreation and Historic 

Preservation/ State Historic Preservation Office (OPRHP/SHPO), appropriate Indian tribal contacts, and 

archaeologists, and arrange site visits accordingly. Work will be temporarily suspended in the area, and 

measures will be taken to secure the burial site and protect the remains from disturbance, including the 

placement of a twenty-five-foot protective buffer around the burial site. 

5. The NYSDOT OOE, in coordination with the Region, will arrange for a qualified physical anthropologist to examine 

the remains. The NYSDOT in coordination with FHWA will invite designated Indian tribal representative(s) to 

participate in the consultation process. Representatives will be determined on the basis of established 

Department contacts and identified areas of interest for tribal nations. The remains will not be removed until 

determined by the qualified physical anthropologist to be non-native. 

6. The NYSDOT, in consultation with the OPRHP/SHPO, Indian tribes and other identified consulting parties, will 

arrange for an archeologist to establish the horizontal and vertical extent of the burial(s) and assess measures for 

avoiding the human remains if possible. The avoidance of human remains is the preferred choice. 

7. Any new location or alignment developed to avoid the burial(s) will be subject to archaeological investigation, 

and the results will be provided to the OPRHP/SHPO, Indian tribes, and other consulting parties as appropriate for 

comment before the project proceeds in this area. 

8. If the alignment is unchanged, a plan will be developed in coordination with the FHWA, NYSHPO, the Indian tribal 

representatives, and other consulting parties as appropriate, to preserve the site and protect the burial(s) before 

the project proceeds in this area. 

1 https://www.dot.ny.gov/main/business-center/engineering/specifications/updated-standard-specifications-us 2 In Erie County, the discovery must be reported to the medical director. 

Updated January 2022 
 

NYSDOT Procedures in the Event of the Inadvertent Discovery of Human Remains 

9. If removal and reburial of the remains is necessary, it will be undertaken in a manner agreed to by all involved 

parties. Temporary disposition of the remains until reburial will be determined in consultation with the Indian 

tribes, and other consulting parties as appropriate. 

10. Any actions relating to the treatment, disposition, removal, or reburial of human remains will comply with all 

applicable State and Federal laws and regulations. 

2 

Updated January 2022 
 

APPENDIX B 

STOCKBRIDGE-MUNSEE COMMUNITY BAND OF MOHICANS POLICY FOR TREATMENT AND 

DISPOSITION OF HUMAN REMAINS AND CULTURAL ITEMS THAT MAY BE DISCOVERED 

INADVERTENTLY DURING PLANNED ACTIVITIES 
Stockbridge-Munsee Community 

Band of Mohican Indians 

Policy for 

Treatment and Disposition of Human Remains and Cultural Items 

That May be Discovered Inadvertently during Planned Activities 

Purpose 

The purpose of this policy is to describe the procedures that will be followed by all federal agencies, in the event there is an 

inadvertent discovery of human remains that are identified as potentially Stockbridge-Munsee (Mohican). 

Treatment and Disposition of Human Remains and Cultural Items 

1) The federal agency shall contact the Stockbridge-Munsee Community immediately, but no later than three days 

after the discovery of the remains, using the contact information below: updated Nov. 2020 

Nathan Allison, Tribal Historic 

Preservation Officer (THPO) 

Nathan.Allison@mohican-nsn.gov 413-884-6029 office 

 

 

 

 

 

 

 

 

 

If unavailable, contact: 

Bonney Hartley, Tribal Historic 

Preservation Manager 

Bonney.Hartley@mohican-nsn.gov 413-884-6048 office 

Heather Bruegl, Cultural Affairs Director Heather.Bruegl@mohican-nsn.gov 715-793-4270 office 

Linda Mohawk Katchenago, 

Administrator 

Linda.Katchenago@mohican-nsn.gov 715-793-4355 office 

2) Place tobacco with the remains and funeral objects. 

3) Cover remains and funeral objects with a natural fiber cloth such as cotton or muslin when possible. 

4) No photographs to be taken. 

5) The preferred treatment of inadvertently discovered human remains and cultural items is to leave human remains 

and cultural items in-situ and protect them from further disturbance. 

6) Non-destructive “in-field” documentation of the remains and cultural items will be carried out in consultation with 

the Tribe, who may stipulate the appropriateness of certain methods of documentation. 

7) If the remains and cultural items are left in-situ, no disposition takes place and the requirements of 43 CFR 10 

Section 10.4 – 10.6 will have been fulfilled. 

8) The specific locations of discovery shall be withheld from disclosure (with the exception of local law officials and 

tribal officials as described above) and protected to the fullest extent by federal law. 

9) If remains and funeral objects are to be removed from the site, consideration will begin between the StockbridgeMunsee Tribe and the federal agency. 
 

APPENDIX C 

LETTER FROM THE ADVISORY COUNCIL ON HISTORIC PRESERVATION (ACHP) 
   

     

  

  

  

  

   

January 6, 2021 

Ms. Katherine Zeringue 

Federal Preservation Officer 

U.S. Department of Transportation 

Federal Railroad Administration 

Office of Railroad Policy and Development 

1200 New Jersey Avenue, SE 

Washington, DC 20590 

Ref:    Proposed Livingston Avenue Bridge Project 

City and County of Albany; City and County of Rensselaer, New York 

(PIN 1935.49, BIN 7092890 

ACHP Project Number: 16277 

Dear Ms. Zeringue: 

On December 3, 2020, the Advisory Council on Historic Preservation (ACHP) received your notification 

and supporting documentation regarding the potential adverse effects of the referenced undertaking on a 

property or properties listed or eligible for listing in the National Register of Historic Places. Because the 

ACHP did not respond within 15 days with a decision regarding participation, the ACHP assumes that the 

Federal Railroad Administration has continued the consultation to resolve adverse effects. 

Pursuant to 36 CFR §800.6(b)(1)(iv), you will need to file the final Memorandum of Agreement (MOA) 

developed in consultation with the New York State Historic Preservation Office (SHPO) and any other 

consulting parties, and related documentation with the ACHP at the conclusion of the consultation 

process. The filing of the MOA and supporting documentation with the ACHP is required in order to 

complete the requirements of Section 106 of the National Historic Preservation Act. 

If you have any questions or require our further assistance, please contact Sarah Stokely at 202­517­0224 

or via e­mail at sstokely@achp.gov. 

Sincerely, 

LaShavio Johnson 

Historic Preservation Technician 

Office of Federal Agency Programs 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Attachment C: Final Section 4(f) Evaluation 

C.1 Introduction 

This attachment evaluates and documents the Livingston Avenue Bridge Project in terms of its 

compliance with the requirements of Section 4(f) of the USDOT Act of 1966 (49 USC § 303 and 

Title 23 USC § 138).

1 Section 4(f) governs the use of land from parks, recreation areas, and wildlife 

and waterfowl refuges and historic properties (sites that are listed on or determined eligible for 

listing on the National Register of Historic Places [NR-listed and NR-eligible]). Collectively, these 

are referred to as Section 4(f) properties. The requirements of Section 4(f) apply to the operating 

administrations of USDOT, including FRA. The following Section 4(f) properties located near the 

Livingston Avenue Bridge are discussed in this attachment: 

• Corning Riverfront Park (Albany) 

• Riverfront Preserve (Albany) 

• Mohawk–Hudson Bike–Hike Trail (Albany) 

• Albany Skyway (Albany) 

• Albany Railroad Viaduct (Albany) 

• Livingston Avenue Bridge (Albany and Rensselaer) 

C.2 Regulatory Context 

Section 4(f) protects parks and recreation areas of national, state, or local significance that are 

both publicly owned and open to the public; publicly owned wildlife and waterfowl refuges of 

national, state, or local significance that are open to the public; and historic sites of national, state, 

or local significance in public or private ownership, regardless of whether they are open to the 

public. Section 4(f) also protects Federally designated Wild and Scenic Rivers that are publicly 

owned and function as, or are designated in a management plan as, a significant park, recreation 

area, or wildlife and waterfowl refuge. 

Section 4(f) of the USDOT Act stipulates that FRA and other USDOT operating administrations 

may not approve the use of Section 4(f) properties unless they have determined that one of the 

following conditions applies: 

• There is no feasible and prudent alternative that would avoid the use of the Section 4(f) 

property and the action includes all possible planning to minimize harm to that property 

resulting from such use. 

• The use of the Section 4(f) property, including any measures(s) to minimize harm (such as 

any avoidance, minimization, mitigation, or enhancement measures) will have a de minimis 

impact, as defined in 23 CFR § 774.17, on the property. 

FRA uses the Federal Highway Administration’s (FHWA’s) Section 4(f) Policy Paper2 as guidance 

for complying with the regulations. 

1 In 1983, Section 4(f) of the USDOT Act was codified as 49 USC §303(c), but this law is still commonly 

referred to as Section 4(f). 

2 Section 4(f) Policy Paper, FHWA Office of Planning, Environment and Realty, July 20, 2012. 

C-1 October 2022 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Livingston Avenue Bridge Replacement 

C.2.1 Section 4(f) Use 

The Section 4(f) regulations define three types of “use” of Section 4(f) properties (23 CFR 

§ 774.17): 

• Land from the Section 4(f) property is permanently incorporated into a transportation facility; 

• There is a temporary occupancy of land that is adverse in terms of the statute’s preservation 

purpose, as determined by the criteria in 23 CFR § 774.13(d);

3 or 

• There is a “constructive” use of a Section 4(f) property, as defined in 23 CFR § 774.15(a).4 

Whenever a Section 4(f) property would be used for a transportation project, the responsible 

USDOT operating administration must demonstrate that there is no feasible and prudent 

alternative to the use of the Section 4(f) property, and that the project includes all possible planning 

to minimize harm to the Section 4(f) property. Additionally, if there is no feasible and prudent 

avoidance alternative to the use of a Section 4(f) resource, and multiple alternatives would use 

Section 4(f) resources, FRA may approve only the alternative that causes the least overall harm 

in light of Section 4(f)’s preservation purpose. The responsible USDOT operating administration 

must coordinate with the U.S. Department of the Interior (DOI), and if appropriate, with the U.S. 

Department of Housing and Urban Development (HUD) and the U.S. Department of Agriculture 

(USDA), and the appropriate official(s) with jurisdiction over the Section 4(f) property, prior to 

approving the use of a Section 4(f) resource (23 CFR § 774.5(a)).5 This coordination must be 

documented in a project’s Section 4(f) evaluation. 

C.2.2 De Minimis Impacts 

A de minimis impact involves the use of Section 4(f) property that is generally minor in nature. A 

de minimis impact is one that—after taking into account avoidance, minimization, mitigation, and 

enhancement measures that are committed to by the applicant—results in no adverse effect to a 

historic site and no adverse effect to the activities, features, or attributes qualifying a park, 

recreation area, or refuge for protection under Section 4(f). Once FRA, through appropriate 

consultation and public involvement, determines that a transportation use of a Section 4(f) property 

results in a de minimis impact, and documents that determination, analysis of avoidance 

alternatives is not required, and the Section 4(f) evaluation process is complete. 

C.2.3 Exceptions to the Requirement for Section 4(f) Approval 

The Section 4(f) regulations (23 CFR § 774.13) identify various exceptions to the requirement for 

Section 4(f) approval, including, among others: (1) restoration, rehabilitation, or maintenance of 

transportation facilities that are NR-listed or NR-eligible when adverse effects will not occur; 

(2) archaeological sites that are NR-listed or NR-eligible when the resource is important chiefly 

because of what can be learned by data recovery and has minimal value for preservation in place; 

3 Temporary occupancy results when Section 4(f) property, in whole or in part, is required for project 

construction-related activities. The property is not permanently incorporated into a transportation facility, 

but the activity is considered to be adverse in terms of the preservation purpose of Section 4(f). 

4 “A constructive use occurs when the transportation project does not incorporate land from a Section 4(f) 

property, but the project's proximity impacts are so severe that the protected activities, features, or 

attributes that qualify the property for protection under Section 4(f) are substantially impaired.” 

5 As defined in 23 CFR § 774.17, for public parks, recreation areas, and wildlife and waterfowl refuges, the 

official(s) with jurisdiction are the official(s) from the agency or agencies that own and/or administer the 

property in question, and who are empowered to represent the agency or agencies on matters related to 

the property. For historic sites, the official with jurisdiction is the relevant SHPO, as well as the ACHP if 

ACHP has chosen to participate in consultation in accordance with Section 106. There may be more than 

one official with jurisdiction for the same Section 4(f) property. 

Otober 2022 C-2 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Final Section 4(f) Evaluation 

and (3) temporary occupancies of land that are so minimal as to not constitute a use within the 

meaning of Section 4(f).6 

C.2.4 Nationwide Programmatic Section 4(f) Evaluations 

The Section 4(f) regulations (23 CFR § 744.3(d)) provide the authority to develop programmatic 

Section 4(f) evaluations as a time-saving alternative to individual evaluations for certain types of 

uses. An approved programmatic Section 4(f) evaluation may only be used if the project meets 

the specific conditions identified within the programmatic evaluation. FHWA developed the 

following five nationwide Section 4(f) programmatic evaluations: 

1. Independent Walkway and Bikeway Construction Projects 

2. Historic Bridges 

3. Minor Involvements with Historic Sites 

4. Minor Involvements with Parks, Recreation Areas and Waterfowl and Wildlife Refuges 

5. Net Benefits to a Section 4(f) Property 

On January 7, 2021, FRA and FTA adopted FHWA’s nationwide programmatic Section 4(f) 

evaluations for certain transportation projects having a net benefit to Section 4(f) properties 

(Nationwide Net Benefit Programmatic Evaluation) and for certain transportation projects that use 

historic bridges (Nationwide Historic Bridges Programmatic Evaluation). These nationwide Section 

4(f) programmatic evaluations provide the USDOT agencies with an alternative to the individual 

Section 4(f) evaluation process for demonstrating compliance with Section 4(f) requirements, as 

applicable.

7 

C.3 Proposed Action 

The proposed action would address the problems posed by the existing Livingston Avenue Bridge, 

which is near the end of its serviceable life, and improve reliability and reduce passenger and 

freight train delays along this segment of the Empire Corridor. 

C.3.1 Need, Purpose, Goals and Objectives 

The purpose of the Livingston Avenue Bridge Project is to improve reliability and reduce 

passenger and freight train delays along this segment of the Empire Corridor; achieve (at a 

minimum) a long-term state-of-good-repair for the bridge; eliminate existing bridge and track 

deficiencies; and maintain or improve navigation near the bridge. This will ensure that the 

Livingston Avenue Bridge meets modern passenger and freight rail capacity and load (weight) 

standards, maintains acceptable levels of safety, and supports the long-term utility and vitality of 

the Empire Corridor. 

6 Under the provisions of 23 CFR § 774.13(d), a temporary occupancy does not constitute a Section 4(f) 

use if the following conditions are met: (1) The duration is less than the time needed for the project’s 

construction and there is no change in ownership of land; (2) The scope of work is minor, in that both the 

nature and magnitude of changes to the 4(f) property are minimal; (3) No permanent, adverse physical 

impacts are anticipated, and there will be no temporary or permanent interference with the protected 

activities, features, or attributes of the property; (4) The land is fully restored, and returned to a condition 

at least as good as that which existed prior to the project; and (5) The agreement of the official(s) with 

jurisdiction over the Section 4(f) property regarding the above conditions is documented. one of more of 

these conditions is not met, there is a use of the Section 4(f) property, even though the duration of 

construction related activities is temporary. 

7 https://www.federalregister.gov/documents/2020/12/08/2020-26968/adoption-of-the-federal-highwayadministrations-nationwide-section-4f-net-benefit-and-historic. 

C-3 October 2022 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Livingston Avenue Bridge Replacement 

The superstructure of the existing bridge was erected in 1901-1903 on a substructure that dates 

to the 1860s and is near the end of its serviceable life. The bridge does not meet current design 

standards related to load, speed, and vertical clearance. The two-track bridge can be used only 

by one train at a time and the maximum authorized speed is 15 mph, which is slower than the 40-

mph maximum authorized speed on adjacent rail segments. The bridge essentially acts as a 

single-track bridge, restricting capacity. The vertical clearance for trains traveling across the bridge 

is nonstandard (18 feet 2 inches, compared to the 23-foot vertical clearance standard established 

by AREMA). 

Recent inspections have confirmed that the bridge has significant deterioration. The 

superstructure and substructure are in fair to poor condition, including some components with 

substantial corrosion and several piers that are in critical condition, including piers that have 

substantial undermining of the timber foundations that support the stone piers. The bridge was not 

designed for and does not meet modern seismic codes. 

The bridge also has non-standard vertical and horizontal clearances, which limit the types of 

carriages and freight that can traverse the span. The vertical clearance for trains traveling across 

the bridge is non-standard, at 18 feet 2 inches, compared to the 23-foot vertical clearance standard 

established by AREMA and used by Amtrak and CSX, and is not high enough to accommodate 

modern, double-stack freight trains. 

The swing span frequently malfunctions, resulting in delays to passenger trains, freight trains, and 

boat traffic. In recent years, Amtrak has kept a maintenance team on site to address issues with 

the swing span which has reduced delays associated with malfunctions. Failure of any component 

of the existing system would cause delays to trains or, if the bridge was stuck or indicated as 

unable to open, to river traffic. 

The current restrictions on bridge operations compromise the short- and long-term utility and 

vitality of New York’s passenger and freight rail service via the Empire Corridor. High-speed 

passenger rail service along the Empire Corridor is critical to New York State’s economic future 

and environmental sustainability. The Livingston Avenue Bridge is a restrictive bottleneck along 

the Empire Corridor that impedes future high-speed passenger rail service plans. 

Improving the reliability of the movable span, and therefore the ability to open and close the bridge, 

is important for maintaining the navigation channel past Albany. 

To evaluate the Project alternatives developed as part of the environmental review process, 

NYSDOT established Project goals. The Project goals, and related objectives that illustrate how 

those goals can be achieved, are listed in Exhibit C-1. 

C.3.2 Project Alternatives 

Numerous potential alternatives for the Project were evaluated to identify reasonable alternatives 

that would meet the Project’s purpose and need as well as some or all of its goals and objectives. 

These are described in Chapter 2, “Alternatives Considered,” of the Livingston Avenue Bridge 

Replacement Project Environmental Assessment (EA) prepared in accordance with the National 

Environmental Policy Act (NEPA). NYSDOT identified two Build Alternatives that would meet the 

Project purpose, need, goals, and objectives, which were progressed for detailed evaluation in the 

EA: a replacement bridge to the north of the existing bridge and a replacement bridge to the south 

of the existing bridge, which the EA identified as NYSDOT’s Preferred Alternative (see Figures 

C-1 through C-4). 

Otober 2022 C-4 

7.22.22

ALBANY 

RENSSEL

Water 

St 

Centre St 

Quay St 

Colonie St 

N Lansing St 

dvlBeirE

Existing Livingston Avenue Bridge 

Proposed North Alignment 

Proposed Shared Use Path 

HUDSON RIVER 

Build Alternative 1 – Replacement on an A

NYSDOT LIVINGSTON AVENUE BRIDGE 
7.22.22

Water 

St 

Centre St 

Quay St 

Colonie St 

N Lansing St 

dvlBeirE

Existing Livingston Avenue Bridge 

Proposed South Alignment Proposed Shared Use Path 

HUDSON RIVER 

A L B A N Y 

R E N S S E L 

Build Alternative 2 – Replacement on an A

NYSDOT LIVINGSTON AVENUE BRIDGE 
7.22.22

Proposed Replacement Bridge with Moveable Span in Raised Position 

Proposed Replacement Bridge with Moveable Span in Lowered Position 

Renderings of Proposed Replacement Bridge 

NYSDOT LIVINGSTON AVENUE BRIDGE Figure C-4 
 

 

 

C.3.2.1 No Action Alternative 

 

 

 

 

 

 

 

Final Section 4(f) Evaluation 

Exhibit C-1 

Project Goals and Objectives 

Project Goals Related Objectives 

Goal 1: Improve passenger rail • Improve the bridge such that it can support simultaneous two-track 

operations, service operation, thereby removing delays to rail traffic. 

reliability, and operational 

flexibility • Increase operational speeds along the bridge to a minimum of 30 

mph.* 

• Correct all identified track deficiencies on the bridge and its 

approaches to meet current design standards. 

• Improve operations by providing a signal system that meets current 

standards and is consistent with the signal systems recently 

completed on the two adjacent rail projects (Albany to Schenectady 

Double Track and Albany-Rensselaer 4th Track projects). 

• Ensure consistency with plans for the Empire Corridor and HSIPR 

program. 

• Accomplish Goal 1 in a cost-effective manner. 

Goal 2: Improve the load capacity • Maintain or improve freight movement across the bridge. 

of the corridor and remove 

existing structural

operational limitations 

• Provide a river crossing capable of meeting current AREMA liveload standards (Cooper E-80). 

• Provide a river crossing with a design life of a minimum of 100 

years. 

• Provide a river crossing that meets AREMA structural design 

criteria. 

• Provide a river crossing with a track vertical clearance of 23 feet 

and 14-foot track centers, which will comply with Amtrak standards. 

• Provide the geometric clearances required by AREMA, CSX, and 

Amtrak for dual-track operation. 

• Accomplish Goal 2 in a cost-effective manner. 

Goal 3: Minimize conflicts with • Provide a river crossing that meets or exceeds existing horizontal 

navigational traffic navigational clearances. 

• Avoid or minimize disruptions to river traffic during bridge 

construction. 

• Avoid or minimize delays to trains or river traffic during bridge 

operation. 

• Accomplish Goal 3 in a cost-effective manner. 

NEPA requires examination of a No Action Alter

Note: * 30 mph is the maximum feasible speed on the bridge, given the curve of the approach tracks. 

native, which is an alternative against which the 

potential benefits and impacts of Build Alternatives can be compared. In the No Action Alternative, 

the Livingston Avenue Bridge would remain in service as is, with continued routine maintenance 

and repairs. No major improvements to or replacement of the Livingston Avenue Bridge would be 

undertaken with the No Action Alternative. The No Action Alternative would not include any 

changes to the existing track configuration, including the track configuration of the wye to the east 

of the bridge. The bridge’s live load capacity would not be improved, existing geometric 

deficiencies and vertical and horizontal clearance deficiencies would not be corrected, and the 

wye at the east approach to the bridge would not be realigned. With these substandard conditions, 

operations across the bridge would remain limited to single-track operation at 15 mph. 

C-5 October 2022 
 

 

 

 

 

 

 

C.3.2.2 Build Alternative 1 – Replacement on an Adjacent North Alignment 

 

 

 

 

 

 

 

 

 

C.3.2.3 Build Alternative 2 - Replacement on Adjacent South Alignment 

 

 

 

 

 

 

 

 

 

 

 

Livingston Avenue Bridge Replacement 

The No Action Alternative would result in the continued deterioration of the structure, resulting in 

increased maintenance and eventually could require the structure to be closed to rail traffic. This 

alternative would not meet the purpose and need for the Project or satisfy the Project goals and 

objectives or the programming goals of improving service reliability and operational flexibility, 

improving the load capacity and reducing the operational limitations, and minimizing conflicts with 

navigational traffic. Additionally, pedestrians and cyclists would continue to lack access between 

the Cities of Albany and Rensselaer at this location due to the closure of the pedestrian walkway 

on the existing bridge. 

This alternative would remove the existing bridge and construct a new bridge, including a lift 

navigation span, on a skewed alignment adjacent to and north of the existing bridge. The skewed 

alignment is necessary for a bridge north of the existing bridge so that the tracks could connect 

back into the existing alignment on the west side of the Hudson River before it passes under the 

eight-lane I-787 viaduct, while also providing a straight alignment for the movable span. The 

alignment would be approximately 200 feet north of the existing bridge on the east side of the river 

and would abut the existing bridge on the west side. The new lift span navigational opening would 

be approximately 190 feet wide. The new bridge would be designed to accommodate two tracks 

with 30 mph operating speed. 

This alternative would include rehabilitation and reconfiguration of the rail bridges over Water and 

Centre Streets in Albany to accommodate the shift in the track alignment. Alternative 1 would 

include a shared use path for bicycles and pedestrians connecting the proposed Rensselaer 

Riverfront Multi-Use Trail on the east side of the river with the Albany Skyway and Mohawk– 

Hudson Bike–Hike Trail on the west side. The path would be a 12-foot-wide walkway to provide 

two-way pedestrian and bicycle traffic across the river. The walkway would include scenic 

overlooks at each end of the movable span to provide an area for pedestrians to collect and 

bicyclists to dismount when the bridge is opening/closing and the walkway gates are closed. 

Alternative 1 would also include construction of an unbuilt portion of the Rensselaer Riverfront 

Multi-Use Trail from the existing northern limit of the trail at DeLaet’s Landing to a point just north 

of the Livingston Avenue Bridge. 

This alternative would remove the existing bridge and construct a new bridge, including a lift 

navigation span, on an alignment parallel to and approximately 50 feet south of the existing bridge. 

The new bridge would be designed to accommodate two tracks of Cooper E-80 operating at 30 

mph. The new lift span navigational opening would be approximately 190 feet wide. The new bridge 

would be designed to accommodate two tracks with 30 mph operating speed. This alternative would 

also require rehabilitation and reconfiguration of the rail bridges over Water and Centre Streets in 

Albany to accommodate the shift in the track alignment. Build Alternative 2 would also include a 

shared use path for bicycles and pedestrians and construction of a portion of the Rensselaer 

Riverfront Multi-Use Trail, as described above for Build Alternative 1. 

C.4 Use of Section 4(f) Properties 

This section describes FRA’s determinations regarding the impacts of the Build Alternatives to 

Section 4(f) properties. 

There are no publicly owned wildlife and waterfowl refuges or Federally designated Wild and Scenic 

Rivers in the vicinity of the Project site. The portions of the Hudson River designated as a New York 

State wild, scenic, and/or recreational river are more than 40 miles upstream of the Project site. 

The following subsections discuss the impacts of the Build Alternatives on public parks and recreation areas and on historic properties. Exhibit C-2 summarizes the Section 4(f) properties near the 

Project site and FRA’s determination related to Section 4(f) use of those properties. 

Otober 2022 C-6 
 

 

 

 

Final Section 4(f) Evaluation 

C.4.1 Public Parks and Recreation Areas 

Construction activities for either Build Alternative would occur in close proximity to four existing 

public parks and recreation areas in Albany: Corning Riverfront Park, the Riverfront Preserve, the 

Mohawk–Hudson Bike–Hike Trail, and the Albany Skyway. These are considered Section 4(f) 

properties and are described in this section. 

Exhibit C-2 

Section 4(f) Properties FRA Evaluated 

Resource Type 

Section 4(f) 

Property Description 

Project Activities at or

Near Property 

FRA’s Determinations 

of Section 4(f) Use 

Park or Recreational 

Resource 

Corning Riverfront 

Park (Albany) 

18-acre waterfront park 

with playgrounds, trails, 

and picnic areas 

Construction activities near 

the park 

No Use 

Park or Recreational 

Resource 

Riverfront Preserve 

(Albany) 

Waterfront park and nature 

preserve extending 1.5 

miles along river 

Construction activities near 

the park 

No Use 

Park or Recreational 

Resource 

Mohawk–Hudson 

Bike–Hike Trail 

(Albany) 

Paved, off-road riverfront 

trail for biking and hiking 

Short-term, temporary 

closures to trail at 

construction site 

Section 4(f) exception 

applies: Temporary 

occupancies of land 

that are so minimal as 

to not constitute a use 

within the meaning of 

Section 4(f) 

Park or Recreational 

Resource 

Albany Skyway Paved, off-road biking and 

walking path connecting 

Corning Riverfront Park to 

Downtown Albany 

Short-term, temporary 

narrowing of pathway at 

construction site 

Section 4(f) exception 

applies: Temporary 

occupancies of land 

that are so minimal as 

to not constitute a use 

within the meaning of 

Section 4(f) 

Historic Property Albany Railroad 

Viaduct (Albany) 

Railroad viaduct west of 

the Livingston Avenue 

Bridge consisting of three 

separate viaducts over 

local streets; NR-eligible 

Minor modifications to the 

Centre Street and Water 

Street bridges designed to 

minimize the change in 

appearance of the bridges; 

no adverse effect under 

Section 106 

De minimis impact 

Historic Property Livingston Avenue 

Bridge (Albany and 

Rensselaer) 

Steel swing-span railroad 

bridge over the Hudson 

River; NR-eligible 

Demolition and 

replacement of bridge; 

adverse effect under 

Section 106 

Nationwide Historic 

Bridges Programmatic 

Section 4(f) Evaluation 

applies 

C-7 October 2022 
 

 

 

 

 

 

 

 

 

C.4.1.1 Corning Riverfront Park 

 

 

 

 

 

C.4.1.2 Riverfront Preserve 

 

 

 

 

 

 

 

 

 

 

 

 

 

8 

Livingston Avenue Bridge Replacement 

There is a future recreational facility in Rensselaer – the Rensselaer Riverfront Multi-Use Trail – 

which FRA has determined is not a Section 4(f) property. 8 As part of the Livingston Avenue Bridge 

Project, NYSDOT would construct a portion of this trail with either of the Build Alternatives. The 

portion to be included in the Project would extend from the existing northern limit of the trail at 

DeLaet’s Landing to a point just north of the Livingston Avenue Bridge. This trail segment would 

connect to the regional trail network via the shared-use path on the new Livingston Avenue Bridge 

and via the existing, built portion of the trail at DeLaet’s Landing. While not a Section 4(f) property 

for purposes of this Project (as it would not exist as a recreational resource until the Project is 

complete), the portion of the trail to be constructed as part of this Project may need to be 

considered as a Section 4(f) property for any future project affecting the trail segment. The 

remaining, unbuilt portion of the trail would continue not to be considered a Section 4(f) property 

for the reasons enumerated in the footnote. 

Corning Riverfront Park, an 18-acre City of Albany-owned park, extends along Albany’s Hudson 

River shoreline just south of the existing Livingston Avenue Bridge. It has a number of park 

amenities including playgrounds, walking and biking trails, and picnic areas. While construction 

activities associated with both Build Alternatives would occur close to this park, they would not 

physically affect the park. In addition, construction and operation of the Build Alternatives would 

not result in adverse impacts on this park because it is sufficiently distant from the Project site that 

construction activities and bridge operation would not disturb recreational use of the park. 

Consequently, there would be no use of Corning Riverfront Park. 

The Riverfront Preserve is a public park and nature preserve that extends along Albany’s Hudson 

River shoreline for approximately 1.5 miles beginning just north of the existing Livingston Avenue 

Bridge. The Riverfront Preserve has walking and biking trails and also contains a boat launch and 

boathouse for the Albany Rowing Center. Near the Project site, the Riverfront Preserve is located 

on NYSDOT-owned land but is operated by the City of Albany. While construction activities 

associated with both Build Alternatives would occur close to this park, they would not physically 

affect the park. In addition, construction and operation of the Build Alternatives would not result in 

adverse impacts on this park because it is sufficiently distant from the Project site that construction 

The City of Rensselaer is planning to construct a multi-use riverfront trail along its Hudson River waterfront 

from the esplanade at DeLaet’s Landing on the south, which is south of the Livingston Avenue Bridge, to 

the City’s boat launch north of Tracy Street on the north, which is north of the Livingston Avenue Bridge 

in Rensselaer’s Riverfront Park. The trail would be a paved, off-road trail for pedestrians and cyclists. The 

City of Rensselaer owns an easement for the trail right-of-way up to approximately 70 feet south of the 

existing Livingston Avenue Bridge; the City has not yet acquired the proposed trail right-of-way beneath 

and to the north of the existing Livingston Avenue Bridge, although it proposes to acquire this portion in 

the near future. The trail project is being funded in part through the Transportation Alternatives Program 

(TAP) and Congestion Mitigation and Air Quality Improvement (CMAQ) Program that NYSDOT 

administers. Projects that receive funding through those two programs must have a focus on nonmotorized transportation. Construction activities for the Build Alternative would affect the proposed rightof-way of the Rensselaer Riverfront Multi-Use Trail. However, the City of Rensselaer, which is the official 

with jurisdiction over this proposed trail, indicated during coordination with NYSDOT that it does not 

consider the future trail to be a Section 4(f) property, given its primary purpose for transportation. 

Considering this as well as the uncertainty regarding when the portion of the proposed trail that would 

remain unbuilt upon Project completion would be constructed and opened to the public and the lack of 

dedicated public ownership of a trail easement for the majority of the affected portion of the proposed trail 

right-of-way, FRA has determined that the Rensselaer Riverfront Multi-Use Trail is not a Section 4(f) 

property. 

Otober 2022 C-8 
 

 

C.4.1.3 Mohawk–Hudson Bike–Hike Trail 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

C.4.1.4 Albany Skyway 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Final Section 4(f) Evaluation 

activities and bridge operation would not disturb recreational use of the park. Consequently, there 

would be no use of the Riverfront Preserve. 

The Mohawk–Hudson Bike–Hike Trail runs parallel to the west side of the Hudson River, including 

through the Corning Riverfront Park and the Riverfront Preserve. It is part of the larger Canalway 

Trail, which, when complete, will follow the Erie Canal from Buffalo to Albany. Near the Project 

site, the Mohawk–Hudson Bike–Hike Trail is a paved off-road trail that NYSDOT owns and the 

City of Albany maintains.9 Short-term construction activities for the Livingston Avenue Bridge 

Project would occur at the Mohawk–Hudson Bike–Hike Trail for both Build Alternatives, where the 

trail passes beneath the existing Livingston Avenue Bridge and the right-of-way for the proposed 

replacement bridge. During brief periods when overhead work occurs, there may be temporary 

closures of a short segment of the trail. As necessary, detours would be clearly marked to divert 

pedestrians and cyclists around the construction zone to allow unimpeded continuity of the trail. 

Otherwise, the trail would remain open during construction of the new bridge under both Build 

Alternatives. The Project’s impacts on the Mohawk–Hudson Bike–Hike Trail would be temporary; 

work affecting the trail would be minor; land ownership changes would not occur; and the trail 

would be returned to a condition at least as good as that which existed prior to construction. 

Therefore, this temporary occupancy would not constitute a Section 4(f) use as per the criteria in 

23 CFR § 774.13(d). Instead, it would qualify for the exemption applied to temporary occupancies 

of land that are so minimal as to not constitute a use within the meaning of Section 4(f). 

NYSDOT and the City of Albany are the officials with jurisdiction for the Mohawk-Hudson BikeHike Trail. FRA and NYSDOT coordinated with the City of Albany and in a letter dated January 8, 

2021, the City of Albany concurred with this determination (see Appendix to this attachment). 

The Albany Skyway is a paved, off-road, multi-use walking and cycling path on a former highway 

ramp that extends from Quay Street to Broadway. Near the Project site, NYSDOT owns and the 

City of Albany maintains the Skyway, which provides a connection between downtown Albany and 

the Corning Riverfront Park across I-787. The shared-use path on the new Livingston Avenue 

Bridge would connect directly to the Albany Skyway at the bridge’s western terminus, where the 

two pathways will be at a similar elevation. This would not result in the physical incorporation of 

any portion of the Albany Skyway into the Project, nor would there be any proximity impact to the 

Albany Skyway that would constitute a constructive use. Short-term construction activities would 

occur at the tie-in point where the shared-use path meets the Albany Skyway. During a brief period 

when NYSDOT and its contractor are completing construction of this connection, there would be 

light construction activity to finalize surface finishes of the shared-use path at the point where it 

meets the Skyway. This would involve temporarily narrowing a short segment of the Albany 

Skyway. NYSDOT and its contractor would use cones or construction fencing to prevent the public 

from entering the work zone, and would stage the work to ensure no disruption to bidirectional 

traffic on the Albany Skyway, which would remain open throughout construction. 

The Project’s impacts on the Albany Skyway would be temporary; work affecting the trail would 

be minor; land ownership changes would not occur; and the trail would be returned to a condition 

at least as good as that which existed prior to construction. Therefore, this temporary occupancy 

would not constitute a Section 4(f) use as per the criteria in 23 CFR § 774.13(d). Instead, it would 

qualify for the exemption applied to temporary occupancies of land that are so minimal as to not 

constitute a use within the meaning of Section 4(f). 

https://www.cdtcmpo.org/mohhudns.pdf. 

C-9 October 2022 

9 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

C.4.2.1 Albany Railroad Viaduct 

 

 

 

 

 

 

 

 

 

 

 

 

Livingston Avenue Bridge Replacement 

NYSDOT and the City of Albany are the officials with jurisdiction for the Albay Skyway. FRA and 

NYSDOT coordinated with the City of Albany and in a letter dated October 18, 2022, the City of 

Albany concurred with this determination (see Appendix to this attachment). 

C.4.2 Historic Sites 

Section 4(f) applies to historic sites that are NR-listed or NR-eligible, unless one of the exceptions 

defined in the regulations (23 CFR § 774.13) applies. Section 4(f) historic sites are identified 

through the consultation process established under Section 106 of the National Historic 

Preservation Act and its implementing regulation, 36 CFR Part 800. Section 4.5, “Cultural 

Resources,” of the Livingston Avenue Bridge Replacement Project EA describes the results of 

the Section 106 consultation process for the Project. 

Section 4(f) applies to archeological sites that are NR-listed or NR-eligible, including those 

discovered during construction. However, Section 4(f) does not apply if FRA determines, after 

consultation with SHPO and Federally recognized tribes (as appropriate), and the ACHP (if 

participating) that the archaeological resource is important chiefly because of what can be learned 

by data recovery (even if it is agreed not to recover the resource) and has minimal value for 

preservation in place, and SHPO, Tribal Nation(s), and ACHP (if participating) do not object to this 

determination (23 CFR 774.13(b)). 

Based on investigations conducted, FRA and NYSDOT have concluded that the Area of Potential 

Effects (APE) is not sensitive for archaeological resources (i.e., it does not have the potential to 

contain buried archaeological resources). Therefore, no Section 4(f)-protected archaeological 

properties have been identified to date. If any archaeological resources are discovered prior to or 

during construction, they would undergo Section 4(f) evaluation to determine their eligibility as 

protected properties under Section 4(f) and, if necessary, to evaluate any feasible and prudent 

avoidance alternatives. 

Two historic architectural properties are within the Project’s APE, the NR-eligible Albany Railroad 

Viaduct and the NR-eligible Livingston Avenue Bridge, discussed below. Another historic property, 

the Central Warehouse and Centre Street railroad spur bridge, is immediately adjacent to the APE 

and would not be affected by the Project. 

This rail viaduct west of the Livingston Avenue Bridge includes the Water Street Railroad Bridge 

and the Centre Street-Erie Boulevard Railroad Bridge within the APE, and the Montgomery Street 

Railroad Bridge just outside the APE.10 The original viaduct was built as the western approach to 

an earlier Hudson River crossing built by the Hudson River Bridge Company according to designs 

by prominent engineer Julius W. Adams. The original viaduct approach structure in this location 

consisted of a wood trestle, which was replaced in the 1870s by an earthen causeway faced with 

limestone blocks and incorporating three trestle bridges. The spans were replaced in 1882, at 

which point the structure was raised in height and transformed to a viaduct. The superstructures 

of the viaduct were replaced once more in 1901-1902. The earlier masonry walls of the viaduct 

were retained but encased in concrete. The span over Water Street was replaced in 1947. 

Documentation notes that elements that embody the historic character of the viaduct include: the 

three spans over Water, Centre, and Montgomery Streets; the concrete-encased structure that 

connects them; and distinctive details such as early 20th century date plates in the concrete. The 

10 Two other bridges located outside of the APE (the North Pearl Street Bridge and the Broadway-Colonie 

Street Bridge) are commonly considered part of the Albany Railroad Viaduct structure; however, the 

Cultural Resources Survey for the Project did not identify these as part of the NR-eligible resource. The 

Broadway-Colonie Street Bridge is individually NR-listed and is a contributing element within the NRlisted Broadway- Livingston Avenue Historic District. 

Otober 2022 C-10 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Final Section 4(f) Evaluation 

Albany Railroad Viaduct was determined NR-eligible under Criterion A,11 due to the fact that its 

various construction episodes are associated with the development of early national freight travel 

and the consolidation and modernization of passenger and freight rail service. 

Both Build Alternatives would require modifications to the Centre Street and Water Street bridges 

of the Albany Railroad Viaduct. The bridges would be rehabilitated and reconfigured to 

accommodate the shift in the track alignment. At each of those bridges, the beam seats of the 

bridge abutments that support the bridge girders (i.e., the beam seats and girder bearings) would 

be modified or replaced and several pairs of the existing deck girders (i.e., bridge beams) would 

be repositioned to support the new alignment. At the Water Street bridge, a set of existing deck 

girders would be removed to accommodate this shift. 

The proposed modifications are designed to minimize the change in appearance of the bridges. 

At the Water Street bridge, an interior pair of girders would be removed, and an exterior pair would 

be shifted inward so that the appearance from the street would be maintained. This would leave 

an exposed portion of the bridge seats on the outside of the bridge abutments but would not 

otherwise change the appearance of the structure. At the Centre Street bridge, an interior pair of 

girders would be shifted, and the exterior girders would remain unchanged. No alterations to the 

Montgomery Street bridge (also part of the Albany Railroad Viaduct) would be required. 

Although the proposed changes would directly affect the Water Street rail bridge and the Centre 

Street rail bridge, and therefore the Albany Railroad Viaduct as a whole, FRA and NYSDOT have 

concluded, and SHPO concurred, that the change would not constitute a Section 106 adverse 

effect under either Build Alternative. In both alternatives, the existing fascia girders would be 

retained (though sometimes shifted along the bridge seat). No new girders would be used. The 

existing reinforced concrete bridge seats and girder bearing pedestals would be repaired and/or 

reconstructed to conform to the new alignment of the girders above. The existing reinforced 

concrete abutments would be retained in their entirety. Some partial depth or surface repairs to 

the abutments may be necessary based on a full condition inspection of the abutments during final 

design. Changes in the appearance of the component bridges and the larger viaduct that would 

result from the proposed alterations would be relatively minor and would not change the 

characteristics of the viaduct that qualify it for inclusion on the NR. The integrity of the property’s 

location, design, setting, materials, workmanship, feeling, or association would not be diminished 

to an extent that would disqualify the property for inclusion on the NR. 

FRA is making a Section 4(f) finding of de minimis impact related to the Project’s use of the Albany 

Railroad Viaduct. As defined in the Section 4(f) regulations, FRA may make a finding of de minimis 

impact on a historic site when FRA determines as part of the Section 106 process that the project 

would have no adverse effect on the historic site, or there would be no historic sites affected by 

the transportation project. SHPO and ACHP (if participating in the consultation process) must 

concur with this finding of no adverse effect in writing. In addition, FRA must consider the views 

of any consulting parties participating in Section 106 consultation. FRA must inform SHPO (and 

ACHP if participating) of its intent to make a de minimis impact determination based on their 

concurrence in the finding of “no adverse effect” or “no historic properties affected.” 

In a letter dated August 12, 2020, FRA notified SHPO of its finding of no adverse effect on the 

Albany Railroad Viaduct and its intention to make a de minimis impact finding to comply with 

Section 4(f) if SHPO concurred with the finding of no adverse effect. In a letter dated 

September 23, 2020, SHPO concurred with the finding of no adverse effect on the Albany Railroad 

Viaduct. 

11 NR Criterion A indicates that the property is associated with events that have made a significant 

contribution to the broad patterns of history. 

C-11 October 2022 
 

C.4.2.2 Livingston Avenue Bridge 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Livingston Avenue Bridge Replacement 

This railroad bridge was built for the New York Central Railroad in 1901-1903 by the American 

Bridge Company. It is the third successive bridge in this location, preceded by an iron truss bridge 

in 1872-1875 and the original wood truss bridge of 1864-1866. The current bridge was built on the 

abutments and piers of the original bridge, constructed in the 1860s. It is a riveted steel, Baltimoretruss swing bridge that is 1,272 feet long. A 260-foot continuous truss swing span and four fixed 

trusses span the navigable portion of the Hudson River. The piers are mortared cut limestone with 

continuous timber piles. The swing span pivots 90 degrees clockwise to open the navigation 

channel on each side of the pivot pier. The span is operated by electric motors from a control 

booth positioned on top of the swing span truss above the pivot pier. Electricity is provided to the 

booth by wires suspended from steel frame towers at the ends of the adjacent fixed spans. It is 

eligible under NR Criterion C.12 Both Build Alternatives would require demolition of the Livingston 

Avenue Bridge, which would constitute the use of a Section 4(f) property. FRA is applying the 

Nationwide Historic Bridges Programmatic Evaluation to evaluate the use of the Livingston 

Avenue Bridge, as discussed below. 

Historic bridges covered by the Nationwide Historic Bridges Programmatic Evaluation are unique 

because they are historic, yet also part of highway or railway systems that have continued to 

evolve over the years. Even though these structures are on or eligible for inclusion on the NR, 

they must perform as an integral part of a modern transportation system. When they do not or 

cannot, they must be rehabilitated or replaced in order to assure safety of the travelling public 

while maintaining system continuity and integrity. For the purpose of the Nationwide Historic 

Bridges Programmatic Evaluation, developed by FHWA and adopted by FRA in January 2021, a 

proposed action will “use” a bridge that is on or eligible for inclusion on the NR when the action 

will impair the historic integrity of the bridge either by rehabilitation or demolition. The 

programmatic evaluation applies when there are no feasible and prudent alternatives to the use 

of the historic bridge and the proposed rehabilitation or demolition project includes all possible 

planning to minimize harm resulting from such use. Additional information related to the 

applicability of this programmatic evaluation to the Livingston Avenue Bridge Project and FRA’s 

reliance on the Nationwide Historic Bridges Programmatic Evaluation is provided in Sections C.5 

and C.6. 

C.5 Nationwide Historic Bridges Programmatic Section 4(f) Evaluation and 

Applicability to the Livingston Avenue Bridge 

In order to apply the Nationwide Historic Bridges Programmatic Evaluation to a rail project, FRA 

must first determine that the project meets the following criteria:

13 

1. The bridge is to be replaced or rehabilitated with Federal funds. 

2. The project will require the use of a historic bridge structure that is on or is eligible for 

listing on the NR. 

3. The bridge is not a National Historic Landmark. 

4. FRA conducted an evaluation of specific alternatives that would not affect the historic 

integrity of the bridge (a No Action Alternative, a new location alternative, and a 

rehabilitation alternative) and found that none of those alternatives would be feasible 

12 NR Criterion C indicates that the property embodies the distinctive characteristics of a type, period, or 

method of construction; represents the work of a master; possesses high artistic values; or is otherwise 

distinguished. 

13 https://railroads.dot.gov/rail-network-development/environment/additional-information-section-4f-andprogrammatic-evaluations 

Otober 2022 C-12 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Final Section 4(f) Evaluation 

and prudent, and the Project includes specific measures to minimize harm set forth in 

the regulations. 

5. FRA, SHPO, and ACHP have reached agreement through procedures pursuant to 

Section 106. 

A summary of the applicability of each of these criteria to the Project is provided in Sections C.5.1 

to C.5.5 below. 

C.5.1 Federal Funding 

The Nationwide Historic Bridges Programmatic Evaluation may be applied only if the project would 

use Federal funds for the replacement or rehabilitation of the historic bridge. The Livingston 

Avenue Bridge Project would use Federal funding provided by the USDOT through FRA via the 

2010 High Speed Intercity Passenger Rail Grant Program. 

C.5.2 Use of a Historic Bridge Structure 

To apply the Nationwide Historic Bridges Programmatic Evaluation, the project must require the 

use of a historic bridge structure that is on or eligible for listing on the NR. The New York State 

Museum completed a Cultural Resources Survey Report for the Project in June 2011 to identify 

historic properties in the area near the Livingston Avenue Bridge. Based on the recommendations 

of that report, FRA determined that the Livingston Avenue Bridge was eligible for NR listing under 

NR Criterion C as an intact example of an early 20th century swing bridge. The SHPO concurred 

with FRA’s NR eligibility finding on May 8, 2012. Both Build Alternatives would require demolition 

of the NR-eligible Livingston Avenue Bridge. 

C.5.3 Not a National Historic Landmark 

The Nationwide Historic Bridges Programmatic Evaluation may not be applied if the historic bridge 

is a National Historic Landmark (NHL). NHLs are properties that have been identified by the 

Secretary of the Interior as being nationally significant and are of exceptional value in representing 

an important theme in the history of the nation. The Livingston Avenue Bridge has not been 

recognized as an NHL. 

C.5.4 Alternatives, Findings, and Mitigation 

Before applying the Nationwide Historic Bridges Programmatic Evaluation, FRA must consider 

and evaluate the following alternatives and reach a finding that they are not feasible and prudent: 

1. Do Nothing 

2. Build on a new location without affecting the historic integrity of the old bridge. 

3. Rehabilitate the historic bridge without affecting the historic integrity of the structure. 

FRA’s evaluation and findings for each of these alternatives is provided in Section C.5.6. 

Additionally, the project must include all possible planning to minimize harm. This occurs on 

projects involving the replacement of a historic bridge when: 

1. FRA ensures that, in accordance with the Historic American Engineering Record 

(HAER) standards, or other suitable means developed through consultation, fully 

adequate records are made of the bridge. 

2. The bridge is made available for an alternative use, provided a responsible party agrees 

to maintain and preserve the bridge; and 

3. FRA, SHPO, and ACHP reach agreement through the Section 106 process on 

measures to minimize harm and those measures are incorporated into the project. 

C-13 October 2022 
 

 

The incorporation of all possible planning to minimize harm into the Project is discussed in Section 

C.5.5 below. 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Livingston Avenue Bridge Replacement 

C.5.5 Agreement Through Section 106 on Measures to Minimize Harm 

To apply the Nationwide Historic Bridges Programmatic Evaluation to the Livingston Avenue 

Bridge Project, FRA, SHPO, and ACHP must reach an agreement on measures to minimize harm 

through the Section 106 process and these measures must be incorporated into Project design 

and implementation. Through consultation pursuant to the Section 106 regulations at 36 CFR 

800.6(c), FRA, NYSDOT, and SHPO have executed a Section 106 Memorandum of Agreement 

(MOA) to resolve the adverse effect of the Project on the NR-eligible Livingston Avenue Bridge 

(see Attachment B to the Finding of No Significant Impact). The MOA includes the following 

stipulations: 

• Documentation of the Livingston Avenue Bridge following HAER standards; 

• Interpretive signage in waterfront parks on both sides of the river that conveys the history of 

the bridge, the railroad, and the area; 

• A requirement that the new bridge be a truss bridge that incorporates key visual elements 

relating to the existing Livingston Avenue Bridge, the pulley housing and operator’s building, 

as requested by SHPO on April 14, 2021; 

• A requirement that NYSDOT actively seek new ownership of the Livingston Avenue Bridge for 

adaptive reuse or partial reuse at a new location. NYSDOT undertook marketing efforts for 

the bridge in coordination with publication of the EA in May 2022. These marketing efforts 

consisted of a combination of print and web-based ads that included an advertisement in the 

Albany Times-Union, a local newspaper, for 14 days and an announcement posted on the 

internet14 for 2 months. NYSDOT would have considered only viable offers consistent with the 

MOA stipulations. If ownership of the bridge were to be transferred for reuse, the transfer deed 

would have included a preservation covenant that required the new owner to retain the feature 

intact for a specified period of time. However, NYSDOT did not receive any offers of new 

ownership. 

The MOA includes a more detailed description of the full list of stipulations and mitigations agreed 

upon by the parties. See Attachment B. 

C.5.6 Avoidance Alternatives: Findings 

Consistent with the alternatives listed in Section C.5.4, FRA and NYSDOT considered the 

following alternatives to avoid the use of the Livingston Avenue Bridge and reached a finding that 

they are not feasible and prudent: 

• No Action Alternative: “Do nothing” alternative (Section C.5.6.1). 

• Build on a New Location Alternative: FRA and NYSDOT considered two options for this 

alternative (Section C.5.6.2). 

- Permanent Detour Option: Take the Livingston Avenue Bridge out of service, route train 

service to alternate routes, and leave the existing bridge in place for a non-rail use or as 

an unused monument (Section C.5.6.2.1). FRA and NYSDOT determined that this is not 

a reasonable option. 

- Replacement Bridge on New Alignment Option: Build a new bridge at a location farther 

from the existing bridge and leave the existing bridge in place for a non-rail use or as an 

unused monument (Section C.5.6.2.2). 

14 Bridge marketing materials were posted on https://historicbridgefoundation.com and 

https://bridgehunter.com. 

Otober 2022 C-14 
 

 

C.5.6.1 No Action Alternative 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Final Section 4(f) Evaluation 

• Rehabilitation Alternative/Bridge Repairs: Rehabilitate through repairs to the existing 

Livingston Avenue Bridge and continue its use for rail traffic (Section C.5.6.3). 

Under the No Action Alternative, the existing Livingston Avenue Bridge would not be removed and 

would remain in operation, with continued routine maintenance and upkeep. No major 

improvements to or replacement of the Livingston Avenue Bridge would occur. For reasons of 

maintenance and safety, as described below, this alternative is not prudent. 

Maintenance 

The No Action Alternative would not address the existing conditions that cause NYSDOT to 

consider the bridge to be structurally deficient and deteriorated. Normal, routine maintenance is 

not adequate. 

The No Action Alternative would not include any changes to the existing track configuration, 

including the track configuration of the wye to the east of the bridge. The bridge’s live load capacity 

would not be improved, existing geometric deficiencies and vertical and horizontal clearance 

deficiencies would not be corrected, and the wye at the east approach to the bridge would not be 

realigned. With these substandard conditions, operations across the bridge would remain limited 

to single-track operation at 15 mph. 

In addition to operational limitations, the No Action Alternative would adversely affect river traffic. 

Existing horizontal clearance limitations would not be improved. The mechanical features of the 

swing span would continue to be subject to failure due to age and deterioration, limiting the 

reliability of the navigation channel. 

Safety 

While the Livingston Avenue Bridge is currently safe for rail use, the No Action Alternative would 

result in the continued deterioration of the structure, which eventually could result in the bridge 

becoming unsafe for continued rail operations. 

The No Action Alternative would result in the continued deterioration of the structure which could 

require the structure to be closed to rail traffic due to safety concerns, resulting in substantial 

operational difficulties along the Empire Corridor. If the bridge were to close in the future, trains 

would have to cross the Hudson River via an inefficient, longer route. In that situation, passenger 

trains could be diverted to lower class track and across another Hudson River crossing, the Alfred 

H. Smith Memorial Bridge, on the CSX Castleton Subdivision, which spans the river between 

Castleton-on-Hudson and Selkirk. In this case, routes would be longer and trains would either 

have to bypass the Albany-Rensselaer and Schenectady Stations completely or make circuitous 

routes to reach them that would add to the required detour (see Section C.5.6.2.1, “Permanent 

Detour Option”), placing an intolerable restriction on transport and travel. 

Summary 

For the following reasons, the No Action Alternative would not be feasible and prudent. First, it 

would not meet the purpose and need for the Project or satisfy the Project goals and objectives of 

improving service reliability and operational flexibility, improving the load capacity and reducing 

the operational limitations, and minimizing conflicts with navigational traffic because it would not 

eliminate existing bridge and track deficiencies, nor would it meet modern passenger and freight 

rail standards, thereby causing significant safety concerns. Additionally, this approach could result 

in adverse social, economic, and environmental impacts related to the continued deterioration 

and, potentially, eventual closure of the bridge, with the associated deleterious impacts to 

C-15 October 2022 
 

 

C.5.6.2 Build on a New Location: 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Livingston Avenue Bridge Replacement 

passenger and freight rail operations and induced shift to less energy-efficient transportation 

modes, such as automobiles and freight trucks. 

The No Action Alternative also would not address the basic transportation need and would not 

correct the situation that causes the bridge to be considered structurally deficient and deteriorated. 

Because of these deficiencies the bridge places intolerable restriction on transport and travel. 

FRA and NYSDOT considered two options for building on a new location: a permanent detour 

option and a replacement bridge on new alignment option. 

C.5.6.2.1 Permanent Detour Option 

Because of limitations in design and function of railroad engineering, there are no alternative 

passenger or freight routes that would be reasonable as a permanent detour from the Livingston 

Avenue Bridge. For reasons of adverse social, economic, and environmental effects; engineering 

and economy; and preservation of the old bridge, as described below, this alternative is not 

prudent. 

This alternative would seriously disrupt established travel patterns, resulting in adverse social, 

economic, and environmental effects. The Livingston Avenue Bridge is one of two rail crossings 

of the Hudson River near Albany. The second crossing is the Alfred H. Smith Memorial Bridge on 

the CSX Castleton Subdivision, which spans the river between Castleton-on-Hudson and Selkirk 

approximately 10 miles south of Livingston Avenue Bridge. As an alternative to the Livingston 

Avenue Bridge, rail traffic could cross the Hudson River by way of the CSX route across this 

bridge, continuing northward using the CSX Selkirk Subdivision (see Figure C-5). However, this 

routing would bypass Amtrak’s Schenectady and Albany-Rensselaer Stations, which are 

important station stops for Amtrak (the Albany-Rensselaer Station is the ninth busiest Amtrak 

station in the country and serves the New York State capital at Albany). To route passenger trains 

in this manner would likely require new bypass track around the Selkirk Yard to avoid potential 

conflicts between passenger and freight train traffic. The diversion would increase travel times by 

roughly 2.5 hours for through passengers on the Empire Corridor due to restricted speeds through 

the yard and over the Alfred H. Smith Memorial Bridge, and would negatively affect ridership and 

Amtrak crew availability while requiring additional train sets. The cost of upgrading and placing 

new track within the existing rail right-of-way would be extensive. This routing would also make 

connections to CP’s Canadian Mainline more difficult, thereby increasing travel times between 

New York City and points north of Albany, including Montreal and Vermont. For freight rail, this 

routing does not serve Schenectady, Rensselaer, and other communities currently served by CSX 

tracks crossing the Livingston Avenue Bridge. 

Without a rail crossing at Albany, another alternative would be to reroute freight trains as noted 

above and eliminate passenger rail service north of Albany. Travelers could instead travel by 

passenger car using the New York State Thruway (I-87 and I-90), which is generally parallel to 

the Empire Corridor, and the Northway (I-87), which is generally parallel to Adirondack rail routes. 

Intercity buses are also available to most locations, but not all buses provide for the same pointto-point service as Amtrak. Travelers could also use airlines, which provide direct service between 

New York City and Albany, Syracuse, Rochester, and Buffalo. However, there is no direct air 

service between the upstate cities and many communities along Amtrak’s Adirondack and Ethan 

Allen Express routes do not have commercial air service. 

This alternative would result in the elimination of passenger rail services at some stations, 

including Albany-Rensselaer Station, one of the busiest stations in Amtrak’s network. It would 

increase travel times and negatively affect ridership and crew availability on the Empire Corridor. 

This alternative would also result in the elimination of freight rail service to existing customers. 

Passenger and freight trips that could no longer be served would either be cancelled entirely, or 

would have to switch to other, less environmentally-friendly modes such as passenger car or truck, 

Otober 2022 C-16 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Final Section 4(f) Evaluation 

resulting in additional pollutant emissions and roadway congestion. By complicating or eliminating 

passenger and freight rail connections to communities on the Empire Corridor and connecting rail 

corridors, this alternative could result in additional adverse social and economic effects on these 

areas by suppressing travel to and between these areas. 

As described above, this alternative would require substantial expense, including the cost to 

acquire land and construct new bypass track around the Selkirk Yard to avoid potential conflicts 

between passenger and freight rail traffic; costs associated with upgrading and placing new track 

within the existing freight rail right-of-way that would be converted for shared freight and passenger 

rail use; and the cost of purchasing additional train sets. 

It is not feasible and prudent to preserve the existing bridge, even if a permanent detour were to 

be implemented. The bridge has a number of deteriorated components that would require 

replacement or rehabilitation to remain in sufficient state of repair. As such, its historic integrity 

would be compromised. Further, the bridge would need to be transferred to a new owner who 

would be responsible for maintaining the structure, and despite advertisement no alternate owner 

has been identified. Moreover, the United States Coast Guard (USCG) may require the swing 

span to remain in the open position to accommodate river vessels which limits the feasibility of 

maintaining the bridge for some alternative functional use. 

Overall, directing trains to a route that is 2.5 hours longer or eliminating rail service north of Albany 

results in unacceptable rail service and operational problems; adverse social, economic, and 

environmental effects; and substantial added cost and is therefore not a reasonable option nor is 

it a prudent option. Furthermore, it would not necessarily avoid adverse effects on the existing 

Livingston Avenue Bridge. Finally, this alternative would not meet the Project’s stated purpose 

and need. For these reasons, FRA and NYSDOT determined that a permanent detour from the 

Livingston Avenue Bridge is not a reasonable option and not viable for consideration under Section 

4(f). Even under a Section 4(f) analysis this option would not be feasible or prudent for the reasons 

described above. 

C.5.6.2.2 Replacement Bridge on New Alignment Option 

Construction of a new crossing on another alignment and retaining the existing bridge in a manner 

that would preserve its historic integrity would avoid a use of the Livingston Avenue Bridge. Any 

replacement alternative that would tie into the existing bridge approaches (e.g., Build Alternatives 

1 and 2) would not allow the existing bridge to remain in place, as the existing swing span would 

not have enough clearance to remain open for river traffic; therefore, FRA and NYSDOT evaluated 

a replacement alternative farther away on an alignment with Colonie Street (see Figure C-6). With 

this alternative, a new rail crossing and approaches would be constructed approximately 500 feet 

north of the existing Livingston Avenue Bridge, aligned with Colonie Street in Albany. West of the 

Hudson River in Albany, the rail line would continue along present-day Colonie Street and tie in 

with the existing rail line between Montgomery Street and Broadway. On the east side of the 

Hudson River in Rensselaer, a new wye would be developed about 500 feet north of the existing 

wye to tie in with the existing north-south rail tracks. 

For reasons of adverse social, economic, and environmental effects; engineering and economy; 

and preservation of the old bridge, as described below, this alternative is not prudent. 

Adverse Social, Economic, and Environmental Effects 

In Albany, this alternative would require new rail right-of-way through a developed urban area, 

displacing the existing Colonie Street right-of-way and requiring realignment of surrounding streets 

and affecting access to properties. The existing street right-of-way would need to be widened to 

accommodate the dual-track rail right-of-way and adequate safety standards, thereby requiring 

extensive property acquisition. This alternative would also affect access to publicly accessible 

recreational facilities such as the existing Mohawk-Hudson Bike-Hike Trail and the existing boat 

C-17 October 2022 
7.22.22

Loudonville 

Rd 

Bridge St 

Broadway 

Mill St 

Tivoli St 

Erie Blvd 

rk St 

N Manning Blvd 

Lark 

Dr 

La

Pleasant St 

Marshall Pl 

Manor St 

Colonie St 

Thatcher St 

Kirk Plz Rathbone St 

Arbor 

Livingston Ave 

Dr 

Learned St 

Third St 

Lincoln Ter 

Forbes A ve 

N Swan St 

HUDSON RIVER 

N Lawrence St 

Second St 

Hunter S Aly 

Ten Broeck Pl 

Ten Broeck St 

Patten Ave Bellview Ter 

N

Washington Ave 

Ferry

Montgomery St 

8th St 

Clinton Ave 

Colonie St 

St 

Centre St 

Hall Pl 

9th St 

Birch St 

First St 

N Pearl St 

Chestnut St 

S Swan St 

7th St 

Ludlow Aly 

Central Ave 

Orange St 

Tracy St 

Dale St 

Road St 

4th S

Sheridan Ave 

t 

5th St 

Spencer St 

ter St 

Livingston Avenue Bridge 

Wa

Monroe St 

Short St 

Fowler Ave 

Columbia Pl 

St 

Chapel St 

St 

6th

N Hawk

Elk St 

Col

Mcnaughton Ave 

umbia 

5 St 

Pine 

Steuben St 

1st St 

St James St 

Corning Pl 

3rd St 

G a rd e n Pl 

State St 

Steuben Pl 

Park St 

Catherine St 

e St 

2nd St 

Eagle St 

Maiden 

Amtrak Way 

Lodg

Ln 

Howard St 

Dean St 

Norton St 

In

Glen St 

ters

Beaver St 

tate 787 CONN 

Hudson Ave 

John St 

Quay St 

Liberty St 

Dallius 

Div 

St 

ision St 

Harrison Ave 

Van 

Madison 

Zandt 

Hamilton 

St 

St Hudson St 

S t ree t 

Ave 

Harbour 

P r uyn St 

New 

Broadway 

Grand St 

Unnamed 

Rd 

Herkimer St 

Wilson St 

Green St 

Lawrence St 

Partition 

Cottage Hill St 

Trinity Pl

S 

United 

t Par t iti on St Extension 

S Pearl St 

Westerlo St 

States 

Dunn Memorial Bridge 

East St 

Route 20 

Willow St 

S Fe rr y St 

5th Ave 

Chu r ch 

St 

Wendell St 

Herrick St Elm St 

Rensselaer St 

Arch St 

90 

Riverfront 

Preserve 

787 

32

Troy 

Industrial 

Track 

9

Corning 

Riverfront 

Park 

Amtrak 

Maintenance 

Yard 

20

0 2,000 FEET 

New Colonie Street Alignment 

Build at a New Location Alternative 

NYSDOT LIVINGSTON AVENUE BRIDGE Figure C-6 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Livingston Avenue Bridge Replacement 

ramp at the Riverfront Preserve. The Broadway-Colonie Street Railroad Bridge (NR-listed) would 

be affected, potentially resulting in a Section 4(f) use of this property. In Rensselaer, the new 

alignment would require acquisition of vacant forested land, similar to the Build Alternatives. 

A nearby southerly alignment providing sufficient clearance for the swing span of the existing 

bridge would have comparable challenges. West of the Hudson River, this alignment would require 

the crossing to pass over or through Corning Riverfront Park, potentially affecting the character 

and access to this park and potentially resulting in a Section 4(f) use of this property. Similar to 

the Colonie Street alignment discussed above, this alignment would require displacement of 

properties and structures within a densely developed urban environment and is further constrained 

by piers of the existing I-787–U.S. Route 9 interchange, which limit the ability to tie the new rail 

alignment to existing rail tracks. East of the Hudson River, this alignment would require 

realignment of numerous rail tracks in the Amtrak Maintenance Facility and would complicate tiein with existing north-south rail tracks and the Albany-Rensselaer Station. 

More remote realignments would have potentially extensive environmental impacts. These 

alignments would not be practical as they would not take advantage of the already established 

east-west rail right-of-way that serves this heavily traveled freight and passenger rail corridor, 

thereby requiring extensive property acquisition and substantial additional expenditures. In 

addition, maintaining the existing bridge would perpetuate existing horizontal and vertical 

clearance limitations. 

Engineering and Economy 

As described above, this alternative would not take advantage of the existing east-west rail rightof-way between Albany and Rensselaer, and would therefore require extensive expenditure 

associated with property acquisition to develop a new rail right-of-way through a densely 

developed urban area. 

Preservation of the Existing Bridge 

It is not feasible and prudent to preserve the existing bridge, even if a new bridge were to be built 

at a new location. The bridge has a number of deteriorated components that would require 

replacement or rehabilitation to remain in sufficient state of repair. As such, its historic integrity 

would be compromised. Further, the bridge would need to be transferred to a new owner who 

would be responsible for maintaining the structure, and despite advertisement no alternate owner 

has been identified. Moreover, the USCG may require the swing span to remain in the open 

position to accommodate river vessels which limits the feasibility of maintaining the bridge for 

some alternative functional use. 

Summary 

This alternative is not feasible and prudent. Even if the Project could avoid the use of a Section 

4(f) property, it would fail to meet the Project objective of improving freight and passenger rail 

capacity in a cost-effective manner (part of Goal 1); or the goal of minimizing conflicts with river 

traffic through improved clearances (Goal 3). Therefore, it would not meet the Project’s stated 

purpose and need. It would also have a greater cost, require substantially more property 

acquisition, and would have greater environmental, social, and construction impacts. Furthermore, 

it would not necessarily avoid adverse effects on the existing Livingston Avenue Bridge. Structure 

replacement alignments that use the existing railroad right-of–way, such as the two Build 

Alternatives identified above, would achieve the benefits of this alternative without the 

environmental impacts. 

Otober 2022 C-18 
 

C.5.6.3 Rehabilitation Alternative/Bridge Repairs Without Affecting Historic 

Integrity 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Final Section 4(f) Evaluation 

This alternative would repair deficiencies and restore the existing Livingston Avenue Bridge to an 

as-built condition. Rehabilitation would include miscellaneous superstructure repairs; floor system 

repairs; bridge painting; pier repairs; new steel sheeting around piers for scour prevention; new 

fenders for pier protection; upgrading electrical, mechanical, and track systems; and safety 

improvements. 

Due to the structurally and geometrically deficient condition of the existing bridge, as described 

below, this alternative is not prudent. 

Structural and Geometric Deficiencies 

Because the bridge’s alignment and portions of the substructure and superstructure would remain 

unchanged and intact, the bridge’s live load capacity could not be improved and its existing 

geometric deficiencies and poor vertical and horizontal clearances could not be corrected. Also, 

because there would be no realignment of the bridge, the wye at the east approach to the bridge 

would not be realigned. With these substandard conditions, operations across the bridge would 

remain limited to single-track operation at 15 mph. In addition, the design life of this alternative 

would be only 15 years. 

Even with such a limited rehabilitation, this alternative would not avoid adverse effects on the 

historic Livingston Avenue Bridge. The bridge has a number of deteriorated components that 

would require replacement or rehabilitation to remain in sufficient state of repair. As such, its 

historic integrity would be compromised. 

Summary 

This would not be a feasible and prudent alternative for the following reasons. First. the alternative 

would not meet the Project’s stated purpose and need, because it would not eliminate existing 

bridge and track deficiencies nor would it meet modern passenger and freight rail standards. The 

bridge is so structurally and geometrically deficient that it cannot be rehabilitated to meet minimum 

acceptable engineering standards without affecting the historic integrity of the bridge. Therefore, 

this approach would also result in unacceptable operational problems. 

C.6 Conclusions 

In conclusion, FRA makes the following findings regarding the Project’s use of Section 4(f) 

properties: 

• Mohawk–Hudson Bike–Hike Trail: The Project’s short-term construction activities would 

occur at the Mohawk–Hudson Bike–Hike Trail for both Build Alternatives, where the trail 

passes beneath the existing Livingston Avenue Bridge and the right-of-way for the proposed 

replacement bridge. This activity qualifies for the exemption applied to temporary occupancies 

of land that are so minimal as to not constitute a use within the meaning of Section 4(f). 

• Albany Skyway: The Project’s short-term construction activities would occur at the Albany 

Skyway for both Build Alternatives, where the shared-use path on the proposed replacement 

bridge would connect directly to the Albany Skyway. This activity qualifies for the exemption 

applied to temporary occupancies of land that are so minimal as to not constitute a use within 

the meaning of Section 4(f). The City of Albany concurred via letter dated October 18, 2022. 

• Albany Railroad Viaduct: Both Build Alternatives would require modifications to the Centre 

Street and Water Street bridges of the Albany Railroad Viaduct, which is eligible for listing on 

the NR. The bridges would be rehabilitated and reconfigured to accommodate the shift in the 

track alignment. FRA determined, and SHPO concurred, that the change would not constitute 

C-19 October 2022 
 

 

 

 

 

 

 

 

 

 

 

 

Livingston Avenue Bridge Replacement 

a Section 106 adverse effect under either Build Alternative. FRA therefore makes a Section 

4(f) finding of de minimis impact related to the Project’s use of the Albany Railroad Viaduct. In 

a letter dated August 12, 2020, FRA notified SHPO of its finding of no adverse effect on the 

Albany Railroad Viaduct and its intention to make a de minimis impact finding to comply with 

Section 4(f) if SHPO concurred with the finding of no adverse effect. In a letter dated 

September 23, 2020, SHPO concurred with the finding of no adverse effect on the Albany 

Railroad Viaduct. 

• Livingston Avenue Bridge: Both Build Alternatives would require demolition of the 

Livingston Avenue Bridge, which is eligible for listing on the NR. FRA is applying the 

Nationwide Historic Bridges Programmatic Section 4(f) Evaluation to approve the Project’s 

use of the Livingston Avenue Bridge. The Project qualifies for this evaluation because it would 

use a bridge that is eligible for the NR, there are no feasible and prudent alternatives to the 

use of the historic Livingston Avenue Bridge to be replaced as part of the Project, and the 

Project includes all possible planning to minimize harm resulting from such use. 

FRA made the Draft Section 4(f) Evaluation available for public and agency review and comment 

on May 9, 2022, concurrent with the EA. FRA received no public comments regarding the Draft 

Section 4(f) Evaluation. Because the Nationwide Historic Bridges Programmatic Section 4(f) 

Evaluation is applicable to the replacement of the Livingston Avenue Bridge, concurrence from 

the U.S. Department of the Interior (USDOI) is not required. 

Otober 2022 C-20 
Appendix to Attachment C 

Section 4(f) Correspondence 
 

 

 

U.S. Department 1200 New Jersey Avenue, SE 

of Transportation Washington, DC 20590 

Federal Railroad 

Administration 

January 8, 2021

Christopher P. Spencer 

Planning Commissioner, City of Albany 

Department of Development and Planning 200 

Henry Johnson Boulevard 

Albany, NY 12210 

Re: Livingston Avenue Bridge Replacement 

Section 4(f) Temporary Occupancy Determination 

Dear Mr. Spencer: 

The U.S. Department of Transportation’s Federal Railroad Administration (FRA) seeks written 

concurrence from the City of Albany regarding potential effects to the Mohawk-Hudson Bike-Hike Trail 

that may occur during construction activities for the proposed replacement of the Livingston Avenue rail 

bridge over the Hudson River. As you know, the New York State Department of Transportation 

(NYSDOT) is proposing to replace the Livingston Avenue Bridge (the Project), which spans the Hudson 

River between the Cities of Albany and Rensselaer, providing a critical rail link on New York State’s 

Empire Corridor rail route. The bridge, which CSX Transportation Inc. (CSX) owns and the National 

Railroad Passenger Corporation (Amtrak) maintains and operates, is nearing the end of its serviceable 

life. Amtrak uses the bridge for intercity passenger trains traveling on the Empire Corridor route and CSX 

and Canadian Pacific use the bridge for freight rail service. 

NYSDOT is receiving Fiscal Year 2010 funding under FRA’s High Speed Intercity Passenger Rail Grant 

Program for preliminary engineering and environmental review for the Project. FRA and NYSDOT are 

preparing an Environmental Assessment (EA) in accordance with the National Environmental Policy Act 

(NEPA) to evaluate the potential environmental impacts of the Project. As part of the Federal 

environmental review process, FRA must also comply with the provisions of Section 4(f) of the U.S. 

Department of Transportation Act and related implementing regulations at 23 CFR Part 774, which 

require evaluation of the potential effects of transportation projects on public parks, recreation areas, 

wildlife and waterfowl refuges, and historic sites, and coordination with agencies with jurisdiction over 

those resources. The Project would temporarily affect the Mohawk-Hudson Bike Hike Trail during 

construction. NYSDOT owns the affected segment of the trail and the City of Albany maintains it. 

Therefore, NYSDOT and the City of Albany have been identified as the agencies with jurisdiction over 

the Mohawk-Hudson Bike-Hike Trail. 

The Livingston Avenue Bridge’s superstructure and substructure are in fair to poor condition, and the 

mechanical portions of the movable swing span are significantly deteriorated. The swing span frequently 

malfunctions, resulting in delays to passenger trains, freight trains, and boat traffic, and the bridge does 

not meet modern seismic codes or current Amtrak, CSX, or American Railway Engineering and 

Maintenance-of-Way Association design standards related to load, speed, and vertical clearance. The 

existing bridge contributes to delays in the movement of freight and passengers throughout New York 

State, and its replacement is essential to implementing future rail plans and improving state-wide 
 

 

 

 

 

 

 

 

 

 

Livingston Avenue Bridge 

Section 4(f) Temporary Occupancy 

transport. The purpose of the Project is to improve reliability and reduce passenger and freight train delays 

along this segment of the Empire Corridor; achieve (at a minimum) a long-term state-of-good-repair for 

the bridge; eliminate existing bridge and track deficiencies; and maintain or improve navigation near the 

bridge. This will ensure that the Livingston Avenue Bridge meets modern passenger and freight rail 

capacity and load (weight) standards, maintains acceptable levels of safety, and supports the long-term 

utility and vitality of the Empire Corridor. 

In the EA, FRA and NYSDOT are evaluating two Build Alternatives for replacement of the bridge: 

Replacement on an Adjacent North Alignment (Build Alternative 1) and Replacement on an Adjacent 

South Alignment (Build Alternative 2). Both Build Alternatives would require brief construction-related 

closures of a segment of the Mohawk-Hudson Bike-Hike Trail, where the trail passes beneath the existing 

Livingston Avenue Bridge and the right-of-way for the proposed replacement bridge. The MohawkHudson Bike-Hike Trail runs along the Mohawk and Hudson Rivers between Rotterdam and Albany, 

New York. The trail provides connections and access to other biking and hiking trails in the Albany area 

and throughout New York State, and extends over more than 35 miles of trail (including both on- and 

off-road sections). Where the trail passes beneath the Livingston Avenue Bridge, it is a paved off-road 

trail. 

Impacts to the Mohawk-Hudson Bike-Hike Trail from the Project would include the temporary closure 

of the trail segment that passes beneath the existing Livingston Avenue Bridge and the proposed 

replacement bridge for brief periods to accommodate overhead work during bridge construction and 

demolition. In general, pedestrian and cyclist access on the Mohawk-Hudson Hike-Bike Trail would be 

maintained during construction by erecting a pedestrian canopy through the work area under the railroad 

bridge. Access would only be interrupted during heavy lift operations or other operations that may present 

a risk to the public, including when there is active structural lifting overhead, most of which could be 

done at night. With the pedestrian canopy in place, the trail would only experience a few short closures 

lasting several hours each time. The exact magnitude of these closures would depend in part on the 

selected span arrangement and the placement of the new piers. The purpose of this letter is to request 

your concurrence, as the official with jurisdiction from the City of Albany, that, considering the limited 

and temporary nature of Project effects on this resource, the proposed temporary closures of the MohawkHudson Bike-Hike Trail would not constitute a “use” of the trail as defined in Section 4(f) of the U.S. 

Department of Transportation Act and 23 CFR Part 774.17. 

Per the Section 4(f) regulations, FRA may not approve the use of land from a publicly owned park, 

recreation area, or wildlife or waterfowl refuge, or a significant historic site unless a determination is 

made that: (i) there is no feasible and prudent alternative to the use of the land from the property; and (ii) 

the action includes all possible planning to minimize harm to the property resulting from such use, or (iii) 

the Section 4(f) use is de minimis. The Section 4(f) regulations identify various exceptions to the 

requirement for Section 4(f) approval, including temporary occupancies of land that are so minimal as to 

not constitute a use within the meaning of Section 4(f). 

A temporary occupancy results when Section 4(f) property, in whole or in part, is required for project 

construction-related activities. Under the provisions of 23 CFR § 774.13(d), a temporary occupancy does 

not constitute a Section 4(f) use if the following conditions are met: (1) The duration is less than the time 

needed for the project’s construction and there is no change in ownership of land; (2) The scope of work 

is minor, in that both the nature and magnitude of changes to the 4(f) property are minimal; (3) No 

permanent, adverse physical impacts are anticipated, and there will be no temporary or permanent 

2 
 

 

 

 

 

 

 

Livingston Avenue Bridge 

Section 4(f) Temporary Occupancy 

interference with the protected activities, features, or attributes of the property; (4) The land is fully 

restored, and returned to a condition at least as good as that which existed prior to the project; and (5) 

The agreement of the official(s) with jurisdiction over the Section 4(f) property regarding the above 

conditions is documented. 

Under either Build Alternative, the Project would require a temporary occupancy of the Mohawk-Hudson 

Bike-Hike Trail, a Section 4(f) property, related to construction of the replacement bridge and demolition 

of the existing bridge. Neither Build Alternative would substantively alter the use or character of the trail. 

During construction of either alternative, the trail would largely remain open, except for brief periods 

when overhead work may require temporary closures of a short segment of the trail. As necessary, detours 

would be clearly marked to divert pedestrians and cyclists around the construction zone to allow 

unimpeded continuity of the trail. The Project’s effects on the Mohawk-Hudson Bike-Hike Trail would 

be temporary; work affecting the trail would be minor; land ownership changes would not occur; and the 

trail would be fully restored, and returned to a condition at least as good as that which existed prior to 

construction. Therefore, FRA and NYSDOT have determined that this temporary occupancy meets the 

criteria in 23 CFR §774.13(d) and would not constitute a Section 4(f) use of the Mohawk-Hudson BikeHike Trail. 

If you agree with FRA’s determination, please indicate your concurrence on the signature line on the 

attached page. Should you have any questions or concerns regarding this request or the Project, please 

contact Brandon Bratcher, FRA Environmental Protection Specialist, at (202) 493-0844 or 

brandon.bratcher@dot.gov, or Mark Jakubiak, NYSDOT Project Manager, at (518) 485-9331 or 

mark.jakubiak@dot.ny.gov. 

Sincerely, 

Laura Shick 

Supervisory Environmental Protection Specialist 

Environmental & Corridor Planning Division 

Office of Railroad Policy & Development 

Enclosures 

cc: Brandon Bratcher, FRA 

Mark Jakubiak, NYSDOT 

3 

U.S. Department 1200 New Jersey Avenue, SE 

of Transportation Washington, DC 20590 

Federal Railroad 

Administration 

October 18, 2022 

Bradley Glass 

Director of Planning, City of Albany 

Department of Planning and Development 

200 Henry Johnson Boulevard 

Albany, NY 12210 

Dear Mr. Glass: 

The purpose of this letter is to request your concurrence, as the official with jurisdiction from the 

City of Albany, that, considering the limited and temporary nature of Project effects on this 

resource, the proposed temporary construction work at the Albany Skyway would not constitute a 

“use” of the Skyway as defined in Section 4(f) of the U.S. Department of Transportation Act and 

23 CFR Part 774.17 

The New York State Department of Transportation (NYSDOT) proposes to replace the Livingston 

Avenue Bridge (the Project), which spans the Hudson River between the Cities of Albany and 

Rensselaer, providing a critical rail link on New York State’s Empire Corridor rail route. The 

bridge, which CSX Transportation Inc. (CSX) owns and the National Railroad Passenger 

Corporation (Amtrak) maintains and operates, is nearing the end of its serviceable life. Amtrak 

uses the bridge for intercity passenger trains traveling on the Empire Corridor route and CSX and 

Canadian Pacific use the bridge for freight rail service. NYSDOT is requesting Federal funding 

for the Project from the U.S. Department of Transportation (USDOT), through the Federal 

Railroad Administration (FRA). 

Prior to issuing permits or approvals for a project, including approval of funding, Federal agencies 

must consider the environmental effects of their actions in accordance with the National 

Environmental Policy Act (NEPA). FRA and NYSDOT prepared an Environmental Assessment 

(EA) in accordance with NEPA to evaluate the potential environmental impacts of the Project. The 

EA with project details was available for public review earlier this year. As part of the Federal 

environmental review process, FRA must also comply with the provisions of Section 4(f) of the 

U.S. Department of Transportation Act and related implementing regulations at 23 CFR Part 774, 

which require evaluation of the potential effects of transportation projects on public parks, 

recreation areas, wildlife and waterfowl refuges, and historic sites, and coordination with agencies 

with jurisdiction over those resources. In response to comments from the City on the EA, minor 

changes to the project would now have a connection to and therefore result in potential impacts to 

the Albany Skyway. This would result in a temporarily affect or use the Albany Skyway during 

construction. NYSDOT owns the affected segment of the Skyway, and the City of Albany 

maintains it. Therefore, NYSDOT and the City of Albany have been identified as the agencies 

with jurisdiction over the Albany Skyway. 
 

2 October 18, 2022 

Impacts to the Albany Skyway from the Project would occur at the tie-in point where the shareduse path meets the Albany Skyway. During a brief period when NYSDOT and its contractor are 

completing construction of this connection, there would be light construction activity to finalize 

surface finishes of the shared-use path at the point where it meets the Skyway. This would involve 

temporarily narrowing a short segment of the Albany Skyway. NYSDOT and its contractor would 

use cones or construction fencing to prevent the public from entering the work zone and would 

stage the work to ensure no disruption to bidirectional traffic on the Albany Skyway, which would 

remain open throughout construction. 

Per the Section 4(f) regulations, FRA may not approve the use of land from a publicly owned 

public park, recreation area or wildlife and waterfowl refuge, or any significant historic site unless 

a determination is made that: (i) there is no feasible and prudent alternative to the use of the land 

from the property; and (ii) the action includes all possible planning to minimize harm to the 

property resulting from such use, or (iii) the Section 4(f) use is de minimis. The Section 4(f) 

regulations identify various exceptions to the requirement for Section 4(f) approval, including 

temporary occupancies of land that are so minimal as to not constitute a use within the meaning of 

Section 4(f). 

A temporary occupancy results when Section 4(f) property, in whole or in part, is required for 

project construction-related activities. Under the provisions of 23 CFR § 774.13(d), a temporary 

occupancy does not constitute a Section 4(f) use if the following conditions are met: 

(1) The duration is less than the time needed for the project’s construction and there is no 

change in ownership of land; 

(2) The scope of work is minor, in that both the nature and magnitude of changes to the 

4(f) property are minimal; 

(3) No permanent, adverse physical impacts are anticipated, and there will be no temporary 

or permanent interference with the protected activities, features, or attributes of the 

property; 

(4) The land is fully restored, and returned to a condition at least as good as that which 

existed prior to the project; and 

(5) The agreement of the official(s) with jurisdiction over the Section 4(f) property 

regarding the above conditions is documented. 

Under either Build Alternative, the Project would require a temporary occupancy of the Albany 

Skyway, a Section 4(f) property, related to construction of a direct connection between the shareduse path and the Albany Skyway. Neither Build Alternative would substantively alter the use or 

character of the Skyway. During construction of either alternative, the Skyway would remain open, 

and would only be narrowed for a brief period when NYSDOT and its contractor are completing 

construction of the tie-in. NYSDOT and its contractor would use cones or construction fencing to 

prevent the public from entering the work zone and would stage the work to ensure no disruption 

to bidirectional traffic on the Albany Skyway, which would remain open throughout construction. 

The Project’s effects on the Albany Skyway would be temporary; work affecting the Skyway 

would be minor; land ownership changes would not occur; and the Skyway would be fully restored 

and returned to a condition at least as good as that which existed prior to construction. Therefore, 

FRA and NYSDOT have determined that this temporary occupancy meets the criteria in 23 CFR 

2 
 

3 October 18, 2022 

§774.13(d) and would not constitute a Section 4(f) use of the Albany Skyway. We have consulted 

with NYDOT as the other agency with jurisdiction and have their concurrence. 

If you agree with FRA’s determination, please indicate your concurrence on the signature line on 

the attached page. Should you have any questions or concerns regarding this request or the Project, 

please contact Brandon Bratcher, FRA Environmental Protection Specialist, at (202) 493-0844 or 

brandon.bratcher@dot.gov, or Mark Jakubiak, NYSDOT Project Manager, at (518) 485-9331 or 

mark.jakubiak@dot.ny.gov. 

Sincerely, 

SUCIU SMITH -04'00'

Date: 2022.10.18 11:23:33 

DEBORAH L DEBORAH L SUCIU SMITH 

Digitally signed by 

Deborah Suciu-Smith 

Supervisory Environmental Protection Specialist 

Environmental Review- Major Projects 

Office of Environmental Program Development 

Enclosures 

cc: Brandon Bratcher, FRA 

Mark Jakubiak, NYSDOT 

3 

D-1 October 2022

Attachment D: Summary of and Responses to Comments Received

on the Environmental Assessment

D.1 INTRODUCTION

This document summarizes and responds to substantive comments received during the public 

comment period for the Environmental Assessment (EA) for the Livingston Avenue Bridge 

Replacement Project (the Project). The U.S. Department of Transportation (USDOT) Federal Railroad 

Administration (FRA) and the New York State Department of Transportation (NYSDOT) made the EA 

available for review by agencies and the public on May 9, 2022.

The EA was made available for review by agencies and the public for a 38-day review and 

comment period between May 9, 2022 and June 15, 2022. A notice of availability of the EA was 

distributed via email and postcard to the Project mailing list and local residents in the Project area. 

The EA was available on FRA’s website1 and NYSDOT’s website,

2 and its availability was 

advertised in the Albany Times-Union. Public informational meetings on the EA were held virtually on 

May 31, 2022 and in person at the Palace Theater in Albany on June 1, 2022. The comment period 

remained open until 5:00 PM on June 15, 2022.

Section D.2 lists the organizations and individuals providing comments relevant to the EA. The full 

text of all oral and written comments is included as Attachment E to the Finding of No Significant 

Impact (FONSI).

Section D.3 contains a summary of substantive comments on the EA, with a response to each. 

These summaries convey the substance of the comments made, but do not necessarily quote the 

comments verbatim. Comments are organized by subject matter and generally parallel the section 

and subsection structure of the EA. Where more than one commenter expressed similar views, 

those comments have been grouped and addressed together.

Where relevant, in response to comments on the EA, changes have been made and are noted in 

an Errata Sheet for the EA, which is included as Attachment A to the FONSI. 

D.2 LIST OF ORGANIZATIONS AND INDIVIDUALS WHO 

COMMENTED ON THE ENVIRONMENTAL ASSESSMENT

D.2.1 ELECTED OFFICIALS

1. Common Council of the City of Albany, resolution dated May 23, 2022 (CCA) 

2. Seth Harris, Deputy Mayor, Village of Menands, oral testimony delivered June 1, 2022 (Harris) 

3. John McDonald, New York State Assembly, oral testimony delivered June 1, 2022 (McDonald) 

4. Kathy Sheehan, Mayor, City of Albany, oral testimony delivered June 1, 2022 (Sheehan)

1 https://railroads.dot.gov/environment/environmental-reviews/livingston-avenue-bridgereplacement-project. 

2 https://www.dot.ny.gov/livingstonavebridge.
Livingston Avenue Bridge Project

October 2022 D-2

5. Michael Stammel, Mayor, City of Rensselaer, letter dated May 27, 2022, oral testimony 

delivered May 31, 2022, and oral testimony delivered June 1, 2022 (Stammel)

D.2.2 GOVERNMENT AGENCIES

6. Mark Austin, Team Lead, Environmental Review Team, U.S. Environmental Protection 

Agency, letter dated June 8, 2022 (USEPA-Austin)

7. Christine Delorier, US Army Corps of Engineers, email dated June 6, 2022 (USACEDelorier)

8. Sandra Misiewicz, Executive Director, Capital District Transportation Committee, letter 

dated June 15, 2022 (CDTC-Misiewicz)

D.2.3 BUSINESSES AND ORGANIZATIONS

9. Ed Brennan, President, Albany Bicycle Coalition, oral testimony delivered May 31, 2022 

(Brennan)

10. Martin Daley Livingston Avenue Bridge Coalition, oral testimony delivered May 31, 2022 and 

email dated June 17, 2022 (Daley)

11. Robin Dropkin, Executive Director, Parks & Trails New York, letter dated June 14, 2022 

(Dropkin)

12. Ashley Mohl, Vice President, Capitalize Albany Corporation, oral testimony delivered May 31, 

2022 (Mohl)

13. Johann Moore, Rail Passengers Association, email dated May 14, 2022 and oral testimony 

delivered May 31, 2022 (J. Moore)

14. Gary Prophet, President, Empire State Passengers Association, oral testimony delivered June 

1, 2022 (Prophet)

15. Carol Shobrook, Construction Business Development Director, Weeks Marine, Inc., email 

dated May 18, 2022 (Shobrook)

16. David Szyszka, Champion Fiberglass, email dated May 19, 2022 (Szyszka)

17. Ivan Vamos, New York State Bicycle Coalition, email dated May 28, 2022 and oral testimony 

delivered May 31, 2022 (Vamos)

D.2.4 GENERAL PUBLIC

18. Jacob Adams, oral testimony delivered May 31, 2022 (Adams)

19. Andrea J. Becker, emails dated June 9, 2022 and June 14, 2022 (A. Becker)

20. Bruce Becker, oral testimony delivered May 31, 2022 (B. Becker)

21. Pamela Bentien, email dated June 15, 2022 (Bentien)

22. Gregg Blaszak, email dated May 16, 2022 (Blaszak)

23. Peter Crasto-Donnelly, email dated June 4, 2022 (Crasto-Donnelly)

24. Virginia Hammer, email dated May 9, 2022 (Hammer)

25. Janet Hollocher, emails dated June 7, 2022 and letter dated June 7, 2022 (Hollocher)

26. Meghan Keegan, email dated May 10, 2022 (Keegan)

27. Charles Lomino, oral testimony delivered May 31, 2022 (Lomino)

28. Richard Marriott, comment sheet submitted June 1, 2022 and oral testimony delivered June 

1, 2022 (Marriott)

29. Andrew Matrai, email dated June 15, 2022 (Matrai)

30. Greg Moore, email dated June 14, 2022 (G. Moore)

31. Nathanael, email dated June 14, 2022 (Nathanael)

32. Gary G. Nelson, email dated May 16, 2022 (Nelson)

33. Martin Robinson, email dated June 15, 2022 (Robinson)

34. Erica Schneider, comment sheet submitted June 1, 2022 (Schneider)

35. Bert Schou, oral testimony delivered June 1, 2022 (Schou)

36. Steve Strauss, letter dated June 14, 2022 (Strauss)

37. Carmela Triolo, email dated May 12, 2022 (Triolo)
Response to Comments on the Environmental Assessment

D-3 October 2022

38. Benjamin Turon, email dated May 31, 2022 (Turon)

39. John Van Raalte, comment sheet submitted June 1, 2022 (Van Raalte)

40. Daniel S. Wing, oral testimony delivered June 1, 2022 (Wing)

D.3 COMMENTS AND RESPONSES

D.3.1 GENERAL

Comment G-1: Commenters expressed support for the Project overall. Commenters 

noted that the Project is critical for passenger rail service in New York 

State as well as national and international passenger rail services, and 

will allow for better, faster, and more dependable service and the potential 

for additional future service to points west and north of Albany, including 

high-speed service. By improving access for pedestrians and cyclists as 

well as rail, the Project will support climate-friendly transportation options. 

The Project will also reduce delays to Hudson River shipping and improve 

public safety by replacing an old and deteriorated structure. Commenters 

noted that the Project fulfills a goal of regional planning efforts, including 

the Hudson River Crossing Study (CDTC, 2008), the Regional Freight 

and Goods Movement Plan (CDTC, 2016), and the I-787/Hudson 

Waterfront Corridor Study (CDTC, 2018), among others. Commenters 

stated that considering the age and condition of the existing bridge, the 

frequency of its use, and its key location in the Northeast transportation 

network, the need for a bridge replacement is clear, urgent, and a top 

priority for the region, and suggested that the Project should move 

forward as expeditiously as possible. (Adams, B. Becker, CCA, CDTCMisiewicz, Hammer, Hollocher, Lomino, McDonald, Mohl, G. Moore, J. 

Moore, Nathanael, Nelson, Prophet, Robinson, Sheehan, Stammel, 

Strauss)

Response G-1: Comments noted. Recognizing the importance and urgency of this 

Project, NYSDOT is committed to moving forward in an expeditious 

manner.

Comment G-2: Commenters asked for details of the procurement process, including 

whether an engineering firm has been selected to design the new bridge, 

and whether the procurement method has been defined. Some 

commenters expressed interest in working in support of future phases of 

the Project. Commenters also recommended specific supply companies 

and vendors to be used in the construction. (Blaszak, Shobrook,

Szyszka)

Response G-2: Following completion of environmental review for the Project, final design 

will begin, followed by construction. Specific details on the timing for the 

construction and the procurement are not yet available. Federal and New 

York State procurement regulations include requirements for competitive 

bidding. Proprietary products cannot be included in the specifications and 

specific manufacturers cannot be required to the exclusion of all other 

suppliers. Contract documents prepared for the Project will be based on 
Livingston Avenue Bridge Project

October 2022 D-4

Federal and New York State procurement rules, NYSDOT procedures 

and requirements, and industry standards, performance characteristics 

of the products, and materials.

Comment G-3: A commenter noted that while NYSDOT has stated that there was 

inadequate Federal funding for this Project, that has been inaccurate for 

several years. Intercity passenger rail funding is available from the 

Federal government, and the Livingston Avenue Bridge should be the 

first in a pipeline of projects across the state to improve intercity 

passenger rail service. (Strauss)

Response G-3: The Governor has committed funding for the Project through a 

combination of state and federal funds. NYSDOT also intends to pursue 

competitive intercity passenger rail grant opportunities that the Project 

would qualify for under the federal infrastructure package later in 2022 to 

help offset the costs of the Project, as well as other potential funding 

sources.

D.3.2 CHAPTER 1: PURPOSE AND NEED

Comment 1-1: Several commenters requested that the Project goals and objectives be 

revised to include a new goal of reestablishing a safe and modern bicycle 

and pedestrian connection between Albany and Rensselaer in the form 

of a shared-use path across the new bridge. Historically, the Livingston 

Avenue Bridge provided this connection, but it was lost over time with 

lack of proper maintenance. (CDTC-Misiewicz, Daley, Sheehan,

Stammel)

Response 1-1: The Project goals and objectives are meant to support the Project 

purpose, which is to improve reliability and reduce passenger and freight 

train delays along this segment of the Empire Corridor; achieve (at a 

minimum) a long-term state-of-good-repair for the bridge; eliminate 

existing bridge and track deficiencies; and maintain or improve navigation 

near the bridge. This will ensure that the Livingston Avenue Bridge meets 

modern passenger and freight rail capacity and load (weight) standards, 

maintains acceptable levels of safety, and supports the long-term utility 

and vitality of the Empire Corridor.

FRA and NYSDOT are committed to the inclusion of a shared-use path 

on the new bridge and will continue to work together with the Cities of 

Albany and Rensselaer, local organizations and stakeholders, and the 

public on the design of this critical element of the Project. The shareduse path was an integral part of both Build Alternatives evaluated in the 

EA, including the Preferred Alternative, and the impacts to the 

environment resulting from the shared-use path's inclusion in the Project

are documented within the EA as written. At this time, adding the path to 

the Project purpose, goals, and objectives would not change the resulting 

environmental analysis and its inclusion would negatively impact the 

Project schedule by reopening the alternatives analysis which is based 
Response to Comments on the Environmental Assessment

D-5 October 2022

on the purpose, need, goals, and objectives. That process is now 

complete, and the shared-use path is included in the design of the 

Preferred Alternative. For these reasons, it is not necessary to modify the 

Project goals and objectives.

D.3.3 CHAPTER 2: PROJECT ALTERNATIVES

SUPPORT FOR SELECTED PREFERRED ALTERNATIVE

Comment 2-1: Several commenters expressed support for the selection of Alternative 2 

as the Preferred Alternative for the Project. Commenters noted that it 

would provide better connectivity between the local trail system and the 

shared-use path on the new bridge relative to Alternative 1. (B. Becker, 

CDTC-Misiewicz, Dropkin, Hammer, Lomino, Schneider, Stammel, 

Vamos)

Response 2-1: Comments noted.

PROJECT DEFINITION

Comment 2-2: Since the City of Rensselaer is coordinating with NYSDOT and agreeing 

to delay the completion of the Rensselaer Riverfront Trail until after the 

completion of the Livingston Avenue Bridge Project, the City would like 

to see NYSDOT formally include the completion of the trail through the 

Project Limits (DeLaet’s Landing to Tracy Street) as part of the 

construction. As the Project contractor will have disturbed the majority of 

this area and would be mobilized to easily complete this minor 

construction as part of the restoration of the area, it would be a minor 

addition to the overall Project. Building the trail at the conclusion of the 

Project would also help keep pedestrians and bicyclists from accessing 

the construction area should the City continue with current plans to 

extend the existing trail towards the bridge. (Stammel)

We would like to have a path that runs both north and south of the bridge 

along the Rensselaer riverfront and I hope that this would be included in 

the Project. (Marriott)

Response 2-2: NYSDOT recognizes the benefits of connecting the shared-use path to 

the network of bicycle and pedestrian infrastructure in Rensselaer. 

NYSDOT has incorporated a portion of the Rensselaer Riverfront Trail 

into the Project. The portion to be included in the Project will extend from 

the existing northern limit of the trail at DeLaet’s Landing to a point just 

north of the Livingston Avenue Bridge; updated design drawings 

illustrating this change are provided in Attachment G to the FONSI. 

NYSDOT will construct the trail segment at the conclusion of the Project.

NYSDOT’s ongoing coordination with the City of Rensselaer regarding 

the trail will continue.
Livingston Avenue Bridge Project

October 2022 D-6

Comment 2-3: Will the bridge be replaced in place? The website does not show the 

proposed footprint. How will the location, path, dimensions, and footprint 

of the current bridge differ from that of the proposed bridge (entrances 

and exits for rail, foot, and motor vehicle)? How will the height of the 

bridge over the water be different from the current bridge? How will traffic 

(rail, foot, water, and motor vehicle) patterns and daily loads projected to 

change (quantify)? Will the proposed bridge include a public walkway 

between Albany and Rensselaer? Will the proposed bridge include a 

roadway/railway for public transportation between Albany and 

Rensselaer? (Triolo)

Response 2-3: Information on the Project, including the details requested by the 

commenter, is provided in the EA, which is available on the Project 

website (https://www.dot.ny.gov/livingstonavebridge). In particular, see 

Chapter 2, “Project Alternatives,” Section 2.4.2. The Preferred Alternative 

for the Project, as illustrated in the EA (which is available on the website), 

FRA and NYSDOT have identified Alternative 2 as the Preferred 

Alternative for the Project. Alternative 2 will replace the existing bridge on 

a parallel alignment just south of the existing alignment. The new bridge 

will provide two tracks for freight and passenger rail, and a shared-use 

path for pedestrians and cyclists; the path will connect to the Albany 

Skyway on the west and the Rensselaer Waterfront Trail on the east. The 

bridge will not include any facilities for motor vehicles. The height of the 

bridge over water at the fixed spans will be the same as the existing 

bridge (25 feet), while at the moveable span, it will provide a 60-foot 

clearance in the open position, the same as existing upstream and 

downstream highway bridges. There will be no projected change in rail, 

water, or motor vehicle traffic with the Project, although by eliminating 

existing deficiencies, the new bridge could allow for a future increase in 

passenger rail service as part of a separate project. There is currently no 

crossing for pedestrians or cyclists on the bridge. 

Comment 2-4: Several commenters asked whether the bridge would be designed to 

accommodate potential future electrification of the Empire Corridor. In 

particular, commenters asked whether the new bridge would provide 

sufficient vertical clearance for future overhead catenary. (Hollocher, 

G. Moore, Turon)

Response 2-4: Coordination with Project stakeholders during the preliminary design 

phase determined that overhead electrification of this rail corridor is not 

planned or likely during the lifespan of the bridge due to other limitations 

on the corridor. However, design requirements do not preclude future 

electrification of the bridge using third rail. Amtrak’s Empire Corridor 

rolling stock already have third rail capability, which is required for 

operation in the tunnels leading to Penn Station in New York City, and

the Empire Corridor is currently supplied with third rail south of CrotonHarmon Station, so future electrification of the full Empire Corridor using 

third rail could build on this existing capability.
Response to Comments on the Environmental Assessment

D-7 October 2022

Comment 2-5: Renderings for the Project show cribwork and sheet piles around 

concrete for protecting the piers in the Hudson River. This design may be 

problematic, if it truly represents the bridge protection design. During ice 

flows and perhaps even during high current events, ice and debris would 

build up on and against such a surface. The existing piers on the old 

bridge are well armored stonework with a pointy design, somewhat 

resembling the prow of a ship. The newly built Crown Point to Chimney 

Point bridge crossing southern Lake Champlain has smooth, curved piers 

that allow ice to ride up and break, so the ice (or debris) will flow past the 

bridge (similar to the upside-down bottom design of an ice breaker). The 

US Army Cold Regions Research and Engineering Labs (CRREL) can 

help suggest similar design options. (Vamos)

Response 2-5: All NYSDOT bridges are designed and detailed with ice flow protection 

and nosing similar to the Lake Champlain bridge piers; the plans and 

renderings included in the EA show these nosings. The pier 

protection/dolphin/fender system for the Livingston Avenue Bridge will be 

designed to minimize the impact of ice flows and vessel collisions, but 

these incidents cannot be fully eliminated. NYSDOT will ensure that the 

design of the bridge piers and vessel collision fender system will comport 

with all applicable standards.

Comment 2-6: The proposed tower roofs are not as interesting as they could be. Some 

suggestions are an open steel tower with spires, similar to the lift bridge 

in Duluth, MN, or if that is not possible, use of black siding instead of 

white, since white will never look clean and is house‐like. In addition, 

consider standing seam roofs and not using a shed roof ‐ roof line. For a 

lighthouse look consider hip roofs and faux windows/lighting. (A. Becker)

Response 2-6: The architectural design of the bridge, including the tower roofs, will be 

coordinated with the Project stakeholders during final design of the 

structure. NYSDOT will consider the architectural elements proposed by 

the commenter on balance with the needs of the current Project, as well 

as cost and other factors. Note that the aerial lift bridge in Duluth is a 

unique structure with unique requirements different from those of the 

Livingston Avenue Bridge.

Comment 2-7: A commenter expressed concerns about the maintenance regimen on 

the new bridge and the cost of ongoing maintenance, noting that while it 

can be easy to fund a new project, funds for ongoing maintenance may 

not be available. The commenter noted that maintenance on the existing 

bridge was neglected in the past, leading to closure of the shared-use 

path, and also asserted that the Dunn Memorial Bridge’s shared-use path 

has not been properly maintained, which presents a worrisome precedent 

for the new Livingston Avenue Bridge. (Marriott)

Response 2-7: NYSDOT will ensure that routine maintenance will be included as part of 

the operation and maintenance agreement of the shared-use path to 

ensure ongoing use for the full service life of the bridge. NYSDOT will 
Livingston Avenue Bridge Project

October 2022 D-8

also ensure that durable materials are used in construction of the new 

bridge. Maintenance for the new bridge is provided for under the terms of 

existing agreements between NYSDOT and Amtrak. These agreements 

are funded with an annual appropriation in the New York State Budget.

Comment 2-8: A commenter asked how fast trains will travel through the Rensselaer 

train station and how much time will be saved due to increased speeds 

as a result of the Project on a trip from Rensselaer to Schenectady. The 

commenter suggested that resulting travel time savings would not be

large enough to merit the investment in the Project and also that there is 

not enough traffic over the proposed bridge to justify two tracks. (Marriott)

Response 2-8: The Project will not change speeds through the Albany-Rensselaer 

Amtrak Station, as the station lies outside the Project area. The Project 

will increase speeds over the Livingston Avenue Bridge from 15 mph to 

35 mph for freight trains and 40 mph for passenger trains. 

Increasing speeds on a trip between Rensselaer and Schenectady is only 

one element of the Project’s purpose and need. The purpose of the 

Project is to improve reliability and reduce passenger and freight train 

delays along this segment of the Empire Corridor; achieve (at a minimum) 

a long-term state-of-good-repair for the bridge; eliminate existing bridge 

and track deficiencies; and maintain or improve navigation near the 

bridge. This will ensure that the Livingston Avenue Bridge meets modern 

passenger and freight rail capacity and load (weight) standards, 

maintains acceptable levels of safety, and supports the long-term utility 

and vitality of the Empire Corridor.

The superstructure of the existing bridge was erected in 1901-1903 on a 

substructure that dates to the 1860s. Recent inspections have confirmed 

that the bridge has significant deterioration. The bridge was not designed 

for and does not meet modern seismic codes. The mechanical portions 

of the swing span are significantly worn and require near constant 

maintenance to remain operable. The swing span frequently 

malfunctions, resulting in delays to passenger trains, freight trains, and 

boat traffic using the Hudson River. In addition, the bridge does not meet 

current design standards related to load, speed, and vertical clearance; 

therefore, passenger and freight trains operating over the bridge must 

comply with restrictions related to weight and speed. The bridge also has 

non-standard vertical and horizontal clearances that limit the types of 

carriages and freight that can traverse the span. In addition to the 

obsolete design of the bridge, its current deteriorated state further limits 

train weight and speed on the crossing.

The existing Livingston Avenue Bridge contributes to delays in the 

movement of freight and passengers throughout New York State. The 

Project is essential to implementing future rail plans and improving statewide rail transportation. The Livingston Avenue Bridge is at the end of its 

service life. This bridge provides a critical link for passenger rail service 

from New York City to Western New York. Should the condition of the 
Response to Comments on the Environmental Assessment

D-9 October 2022

bridge cause closure, the detour for trains westbound from AlbanyRensselaer Station would add approximately 2.5 hours to the trip and 

would bypass the newly constructed Schenectady Station.

The new bridge will have two tracks in order to match the track 

arrangement of the existing bridge and adjacent rail segments on both 

sides of the bridge, and to accommodate two trains operating across the 

bridge at the same time.

Comment 2-9: A commenter asked about the number of weekly trips by freight trains 

between the existing bridge and Troy along the Troy Industrial Track, and 

the amount of time that would be saved by realigning the wye track in 

Rensselaer. The commenter noted that NYSDOT proposes to take 

property to realign that section of track, but there are too few trips on the 

industrial line to justify taking land and realigning the track. (Marriott)

Response 2-9: While freight service on the Troy Industrial Track is limited (approximately 

one train per day), the wye track is heavily used each weekday by Amtrak 

Empire Service trains. Trains that have completed a trip from New York 

City to Albany use the wye track to turn around for the return trip south to

New York City; in 2019, there were approximately eight such movements 

on the wye track each weekday. The Project will only realign the wye 

track to the extent required to allow continued use of the track by these 

Amtrak turning operations.

SHARED-USE PATH

Comment 2-10: Commenters expressed support for the proposed shared-use path. They 

stated that the proposed path will reconnect the cities of Albany and 

Rensselaer and restore an important transportation link in the Capital 

District that is not well served by current infrastructure and has been 

missing for many years. Commenters noted that the nearby shared-use 

path on the Dunn Memorial Bridge is inadequate and does not offer safe 

standards for bicycling or meet ADA requirements, as it is too steep and 

not accessible to individuals who may be walking a bike or using a 

wheelchair. They supported including a shared use path with multimodal 

access for pedestrians and cyclists, including those with mobility 

impairments. Commenters also noted that the new shared-use path will 

be an important link in connecting components of regional alternative 

transportation routes, including the recently completed Empire State Trail 

and Albany Skyway, and creating a more walkable and bikeable Capital 

Region.

Commenters further expressed support for the proposed scenic 

overlooks on the shared-use path at both sides of the lift span.

Commenters noted that inclusion of the shared-use path on the new 

bridge would comport with the national “Reconnecting Communities” 

program and the FRA publication, Rails with Trails (FTA-MA-26-0052-04-
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October 2022 D-10

1, 2002). (Bentien, Brennan, CCA, CDTC-Misiewicz, Crasto-Donnelly,

Daley, Dropkin, Harris, Hollocher, Keegan, Lomino, McDonald, Matrai, 

G. Moore, Robinson, Schneider, Sheehan, Schou, Stammel, Vamos,

Van Raalte)

Response 2-10: Comments noted.

Comment 2-11: Commenters requested that the design of the shared-use path be 

modified to provide a direct connection to the Albany Skyway at the 

western end of the bridge in Albany, rather than touching down at the 

waterfront in the Corning Preserve. (Brennan, CCA, CDTC-Misiewicz, 

Daley, Dropkin, Mohl, Schou, Vamos)

Response 2-11: NYSDOT recognizes the benefits of connecting the shared-use path to 

the new Albany Skyway and the design of the shared-use path on the 

Albany side of the river will provide a direct connection to the Albany 

Skyway. Updated design drawings illustrating this change are provided 

in Attachment G to the FONSI.

Comment 2-12: Commenters expressed support for a direct connection from the 

Livingston Avenue Bridge shared-use path to the Rensselaer Waterfront 

Trail on the east side of the Hudson River. (CDTC-Misiewicz)

Response 2-12: Comment noted. As described in Section 2.4.2.9 of the EA, the Project 

will include a direct connection between the new shared-use path and the 

Rensselaer Waterfront Trail.

Comment 2-13: NYSDOT must build the shared-use path to a standard that ensures it will 

be a safe, functional part of the regional and statewide trails network. The 

width of the pathway must be at least 12 feet to provide bicyclists and 

pedestrians the full amount of space needed to safely accommodate 

bidirectional traffic on what is expected to be an incredibly popular 

amenity. (Dropkin)

The shared-use path should be made as wide as possible to 

accommodate bike/ped traffic in both directions. (Schneider)

Response 2-13: NYSDOT is committed to providing a safe and functional shared-use path 

on the Livingston Avenue Bridge. The proposed shared-use path will be 

a minimum of 12 feet wide for its entire length, which will safely 

accommodate bidirectional traffic.

Comment 2-14: Commenters requested that NYSDOT provide opening hours for the 

shared-use path. They noted that as a key community amenity and 

transportation link, the walkway is only effective if it is open for public use 

as much as possible and ideally at all times, 24 hours a day, 7 days a 

week, during all 12 months of the year, other than when the bridge must 

be opened for boat traffic. To ensure the shared-use path remains usable 
Response to Comments on the Environmental Assessment

D-11 October 2022

in the winter months, snow clearance must be included in the 

maintenance plan for the path. (Daley, Dropkin, Marriott, Schou)

Response 2-14: Discussions between New York State, Amtrak, and the Cities of Albany 

and Rensselaer are ongoing regarding the operation and maintenance of 

the shared-use path. NYSDOT understands the community interest in a 

well-maintained path, and will endeavor to keep the path open as much 

as possible throughout the day and in all seasons.

Comment 2-15: We strongly encourage that attractive architectural and lighting features 

be incorporated into the bridge to make it both inviting and comfortable 

for cyclists and pedestrians. If the bridge is not attractive it may 

discourage use or give the incorrect impression that the bridge is 

somehow dangerous for pedestrians and cyclists. Some commenters felt 

that the shared-use path on the Dunn Memorial Bridge is unattractive, 

citing the chain link fencing along the side of the path as one feature that 

detracts from the experience of using the path. (Brennan, Daley)

Response 2-15: NYSDOT intends to provide an aesthetically pleasing final design of the 

bridge, including the shared-use path, that also provides necessary 

components related to safety and security. The safety and security of all 

users of the bridge, including pedestrians and cyclists on the path and 

railroad passengers and employees, will require fencing, gates at the 

moveable span, and security lighting; NYSDOT will make these features 

as attractive as possible while ensuring safety and security criteria are 

achieved.

Comment 2-16: A commenter requested that sitting areas be included at the scenic 

overlooks on both ends of the moveable span. (Schou)

Response 2-16: The design of the Preferred Alternative includes scenic overlooks on the 

shared-use path on either side of the moveable (lift) span. These will 

serve both aesthetic and practical purposes, as they will provide space 

for users of the shared-use path to wait while the bridge is open for 

navigational purposes. The exact size and shape of these areas is yet to 

be determined.

Comment 2-17: A commenter suggested that the Project include an amenity at the level 

of the river, on the south side of the new bridge with access from the 

shared-use path. This amenity could be located on the piers or dolphins 

at both ends of the navigation channel beneath the new bridge’s 

moveable span. It could include benches so that visitors could sit and 

view the river or fish in the river. This would be a valuable new way for 

residents to experience their region and the river beyond what the 

shared-use path can offer. (Wing)

Response 2-17: Given the tidal nature of the Hudson River, a lower-level amenity at any 

of the bridge piers would likely be subject to frequent flooding. Access to 

such an amenity by maintenance equipment and personnel, or to repair 
Livingston Avenue Bridge Project

October 2022 D-12

the amenity after damage from storms, flood conditions, or vessel strikes 

would be costly and difficult to achieve. It would be difficult for NYSDOT 

to ensure that safety of visitors to such an amenity, particularly during 

storm or flood conditions, and with regard to the potential for vessel 

strikes on the bridge piers. Access to such an amenity would be 

cumbersome, requiring vertical circulation from the shared-use path; 

providing full accessibility in compliance with the Americans with 

Disabilities Act would be complex and potentially infeasible. For these 

reasons, NYSDOT will not be able to provide an amenity at the level of 

the river as part of the Project. Please note, however, that the shared use 

path will include scenic overlooks on the shared-use path on either side 

of the moveable (lift) span. These will serve an aesthetic purpose similar 

to the amenity suggested by the commenter.

Comment 2-18: The shared use path must connect to existing pathways on the east end 

of the bridge. The current waterfront pathway in Rensselaer must be 

extended north to connect to the proposed shared use path. As part of 

completing the Project, wayfinding signage should be installed indicating 

the connections to other destinations along the regional trails network and 

on the Empire State Trail and indicating the availability of nearby 

amenities for trail users, including restaurants, lodging, restrooms, and 

drinking water. The new connection should be designated the official 

route of the Empire State Trail, and NYSDOT should work with the NYS 

Office of Parks, Recreation and Historic Preservation to ensure that all 

Empire State Trail trailblazes are updated accordingly, and that all digital 

Empire State Trail promotional resources are appropriately updated.

(Dropkin)

Response 2-18: NYSDOT recognizes the benefits of connecting the shared-use path to 

the network of bicycle and pedestrian infrastructure in Rensselaer. 

NYSDOT has incorporated a portion of the Rensselaer Riverfront Trail 

into the Project. The portion to be included in the Project will extend from 

the existing northern limit of the trail at DeLaet’s Landing to a point just 

north of the Livingston Avenue Bridge. NYSDOT will construct the trail at 

the conclusion of the Project. NYSDOT will coordinate with the Office of 

Parks, Recreation and Historic Preservation regarding the potential for 

designating the shared-use path as the official route of the Empire State 

Trail after the shared-use path and the portion of the Rensselaer 

Riverfront Trail to be built as part of the Project are complete.

D.3.4 CHAPTER 3: TRANSPORTATION IMPACTS

Comment 3-1: A commenter proposed that the Project accommodate the Troy 

Rensselaer Albany Commuter (TRAC) service, which would restore a 

regional rail passenger service that would emulate the former "Belt Line" 

service provided by the mainline railroads to the Albany and Troy areas, 

using existing track from Troy to Rensselaer and across to Albany and 

Schenectady. This proposal would provide continuity of rail to Troy; 
Response to Comments on the Environmental Assessment

D-13 October 2022

alleviate the problem of parking and deficiency in transit access to the 

present Albany-Rensselaer Amtrak station; foster transit-oriented 

development in South Troy; and restore rail service among the three core 

cities as well as Rensselaer. The commenter suggested that the Project 

should reserve an area at the Albany bridgehead for a station location for 

future regional rail passenger service, or at a minimum, preserve the 

future possibility of a station at this location. Such a location would serve 

the North Albany area and interchange with frequent bus service to 

Albany and Menands/Watervliet. With a rail spine between Schenectady, 

Albany and Troy, the urban cores would restore the access they once 

had and facilitate inter‐core trips and access to the intercity rail hub at 

Rensselaer. (Nelson)

Response 3-1: The Project will reconstruct the Livingston Avenue Bridge and wye track, 

restore double-track service across the Livingston Avenue Bridge, and 

establish signal-controlled use of the wye track. These improvements 

could support a future project to restore passenger rail service between 

Troy, Albany, and Schenectady, such as the proposal cited by the 

commenter. The Project will not reserve space at the Albany bridgehead 

for a new station location, but it will preserve the future possibility of such 

a station, as several large sites will remain adjacent to the rail corridor 

near the Albany bridgehead after implementation of the Livingston 

Avenue Bridge Project. The Project will not preclude future 

implementation of the proposed commuter service in any way.

Comment 3-2: Section 3.4 – The City of Rensselaer would like to suggest that the No 

Action Alternative identify the continued lack of pedestrian and bicycle 

accessibility as a negative impact for that alternative. (Stammel)

Response 3-2: The Errata Sheet for the EA includes a revision to Section 3.4 of the EA 

to identify this adverse existing condition as part of the baseline 

conditions represented by the No Action Alternative.

D.3.5 CHAPTER 4: SOCIAL, ECONOMIC, AND ENVIRONMENTAL 

CONSIDERATIONS

LAND USE AND COMMUNITY CHARACTER

Comment 4-1: Why is replacement of the bridge going to require use of eminent domain 

and purchase of property? Will the Project displace any residential units 

or require the use of properties currently zoned or utilized for residential 

use? How will any displaced residents be accommodated to ensure that 

they will be able to obtain comparable or better housing within the 

community? (Triolo)

Response 4-1: The Project will require purchase of vacant, wooded property in 

Rensselaer to accommodate the location of the new bridge and shareduse path and for the realignment of the wye track. Easements on Amtrak 

property will also be required for the shared-use path alignment in 
Livingston Avenue Bridge Project

October 2022 D-14

Rensselaer. In Albany, NYSDOT may acquire portions along the north 

side of the rail corridor that are no longer useful for rail purposes once the 

bridge is realigned. Section 4.2.5 of the EA notes that the Project will not 

displace any existing residential units, and no relocation of residents will 

occur with the Project. Some of the parcels that will be acquired in 

Rensselaer are part of the proposed Kiliaen’s Landing development, a 

development that would include construction of new residential uses. 

FRA and NYSDOT have chosen Alternative 2 as the Preferred Alternative 

in part because it will result in less property acquisition from the Kiliaen’s 

Landing site than Alternative 1. NYSDOT will coordinate with the City of 

Rensselaer and the team chosen to develop the site to minimize the 

encroachment on the Kiliaen’s Landing site and ensure seamless 

connectivity with the proposed riverfront trail system.

Comment 4-2: Section 4.2.3.1.2 – The City of Rensselaer suggests the EA acknowledge 

that although providing a staging area on the Rensselaer side of the river 

will delay completion of the Rensselaer Riverfront Trail for several years, 

it will be beneficial to maintain the existing recreational activities at the 

Corning Preserve on the Albany side and will eventually provide a longterm benefit on the Rensselaer side through completion of the trail 

through the Project limits. (Stammel)

Response 4-2: NYSDOT acknowledges the benefits of providing a staging area in 

Rensselaer that are described by the commenter. Construction staging 

for the Project will be coordinated with the respective municipalities and 

ongoing projects in the vicinity.

Comment 4-3: Section 4.2.5 – The City of Rensselaer would like to see 

acknowledgement that NYSDOT intends to secure a permanent 

easement (or Use & Occupancy Permit) for the Rensselaer Riverfront 

Trail through the lands occupied by the Livingston Avenue Bridge as part 

of the Project. In addition, the City would like to see acknowledgement 

that any required trail canopy is incorporated into the bridge design and 

construction as part of the Project. (Stammel)

Response 4-3: NYSDOT will coordinate connections in the vicinity of the Project area to 

create a logical terminus for pedestrian and bicycle traffic utilizing the 

shared-use path.

Note that NYSDOT design specifications do not require a trail canopy,

and one will not be included in the design.

CULTURAL RESOURCES

Comment 4-4: Commenters suggested that the historic bridge be preserved in place and 

given new use as a pedestrian and bicycle connection, or reused 

elsewhere in the state as a pedestrian and bicycle bridge. A commenter 

suggested that NYSDOT reach out to local municipalities to coordinate 
Response to Comments on the Environmental Assessment

D-15 October 2022

on such an effort and to seek funding for preservation and reuse of the 

bridge. (Harris, Marriott, Schneider)

Response 4-4: Section 2.3.3 of the EA describes Project alternatives that would preserve 

the historic bridge in place. FRA and NYSDOT determined that this would 

not be feasible, as any replacement alternatives that would tie into 

existing bridge approaches (i.e., Build Alternatives 1 and 2) would not 

allow the existing bridge to remain in place, as the existing swing span 

would not have enough clearance to remain open for river traffic. FRA 

and NYSDOT considered several alternative alignments for the new 

bridge that would allow the existing bridge to remain in place and found 

that they would fail to meet certain Project goals and objectives; increase 

Project cost; require extensive property acquisition; and have greater

environmental, social, and construction impacts. In addition, such an

alternative would not necessarily avoid adverse effects to the historic 

bridge or allow the bridge to be used as a bicycle and pedestrian 

crossing. The bridge could remain in place for future non-rail use, such 

as recreation or tourism, but the deteriorated components would need to 

be replaced or rehabilitated to meet safety requirements. As such, the 

historic integrity of the bridge could be compromised. FRA and NYSDOT 

would need to transfer the bridge to a new owner who would be 

responsible for maintaining the structure. The U.S. Coast Guard may 

require the swing span to remain in the open position to accommodate 

river vessels, which would limit the practicality of maintaining the bridge 

for some alternative functional use, such as a bicycle and pedestrian 

connection. For these reasons, FRA and NYSDOT have concluded that 

retaining the existing bridge is not feasible.

FRA, NYSDOT, and the New York State Historic Preservation Office 

(SHPO) have completed a Memorandum of Agreement (MOA) in 

accordance with Section 106 of the National Historic Preservation Act 

that details measures that NYSDOT will take to address the loss of the 

Livingston Avenue Bridge. The MOA includes a requirement that 

NYSDOT actively seek new ownership of the Livingston Avenue Bridge 

for adaptive reuse or partial reuse at a new location. Accordingly, 

NYSDOT undertook marketing efforts for the bridge in coordination with 

publication of the EA. These marketing efforts consisted of a combination 

of print and web-based ads that included an advertisement in the Albany 

Times-Union, a local newspaper of record, for 14 days and an 

announcement posted on the internet for 2 months. NYSDOT only 

considered viable offers that were consistent with the MOA stipulations. 

The MOA stipulates that if ownership of the bridge were to be transferred 

for reuse, the transfer deed would include a preservation covenant that 

requires the new owner to retain the feature intact for a specified period 

of time. However, NYSDOT did not receive any offers of new ownership.

The Preferred Alternative features a shared-use path for use by 

pedestrians and cyclists.
Livingston Avenue Bridge Project

October 2022 D-16

Comment 4-5: Commenters suggested that if the bridge cannot be reused in its entirety, 

either in-place or at a new location, that its components be reused for 

cultural or artistic purposes. One commenter proposed reuse of the 

bridge elements to design a gateway, trellis, faux truss, or art sculpture 

on each end of the new bridge, or along connecting local trails. Such a 

project could involve the community by soliciting submissions to a design 

competition for New York residents including artists, college students, 

ironworkers, and other makers. The resulting artwork could be lit at night 

for all to enjoy. (A. Becker, Schneider)

Response 4-5: NYSDOT will evaluate the feasibility of reuse for artistic purposes as part 

of final design.

Comment 4-6: The City of Rensselaer is supportive of the interpretive sign and agrees 

to take over the maintenance responsibility for it. We would like to 

suggest that the location be designed into the area where the multi-use 

path from the bridge ties into the Rensselaer Riverfront Trail as this is 

envisioned to be a gathering/meeting space for years to come. (Stammel)

Response 4-6: NYSDOT is committed to working with the City of Rensselaer during final 

design regarding the details of the design of the shared-use path and 

signage.

VISUAL RESOURCES AND AESTHETIC CONSIDERATIONS

Comment 4-7: The new bridge will be a centerpiece of the Albany skyline and its visual 

identity for a century. Thus, it is critical the bridge is as attractive as 

possible as it will be a prominent feature of marketing material, regional 

branding, and surely thousands of photos taken each year by residents 

and visitors. This is a bridge that NYSDOT can point to as a beautiful 

success story. Let’s make sure it will look as good as its price-tag should 

command. (Daley)

Response 4-7: NYSDOT intends to provide an aesthetically pleasing final design of the 

bridge while ensuring the bridge meets the established design criteria and 

safety and security criteria. The visual characteristics of the new bridge 

are established by the Section 106 MOA, which includes a requirement 

that the new bridge be a truss bridge that incorporates key visual 

elements relating to the existing Livingston Avenue Bridge, the pulley 

housing and operator’s building. These design elements are required by 

the SHPO as mitigation for the removal of the existing historic bridge. In 

addition, the Project will provide an enhancement for visual resources by 

providing new scenic overlooks of the Hudson River from the shared-use 

pathway on the new bridge.
Response to Comments on the Environmental Assessment

D-17 October 2022

WATER RESOURCES

Comment 4-8: The EA did not mention the required Section 408 review required for work 

in/affecting federal navigation channel. (USACE-Delorier)

Response 4-8: Exhibit S-3 of the EA states that NYSDOT will acquire and adhere to all 

requirements and conditions associated with the permits and approvals 

for the Project, including the USCG Section 9 and USACE Section 10/404

and Section 408 permits. Section 2.6 of the EA identifies the USACE 

Section 408 Permit in the list of potential permits and approvals required 

for the Project. The Errata Sheet for the EA notes that Sections 3.3.2,

3.5.2, and 4.7.6 of the EA should include reference to a need for permits 

in accordance with Section 14 of the Rivers and Harbors Act and Section 

408. 

Comment 4-9: The USACE considers the entire length of the Hudson River as a 

navigable waterway subject to Section 10 of the Rivers and Harbors Act 

(so all the way up to its source). The EA mentioned it’s only navigable to 

the Troy Dam, so I’d recommend qualifying what that statement means. 

(USACE-Delorier)

Response 4-9: The Errata Sheet for the EA includes a revision to Section 3.3.2 of the EA 

to indicate that the Hudson River is navigable from the Battery in 

Manhattan to its source in the Adirondack Mountains.

Comment 4-10: It was noted that an ephemeral stream may be in the work area and that 

it may not be jurisdictional. That appears to meet an old definition of 

waters of the United States that is no longer in place. If it is actually 

ephemeral, it would either be presumed jurisdictional (if no jurisdictional 

determination [JD] or a preliminary JD is requested), or a significant 

nexus evaluation on the waterway reach would be needed to determine 

if it jurisdictional through an approved JD. (USACE-Delorier)

Response 4-10: Section 4.7.3.3.1 states that the FRA and NYSDOT will consider the 

ephemeral stream as jurisdictional Waters of the United States for 

permitting purposes.

Comment 4-11: Make sure that temporary and permanent impacts to waters of the United 

States will be addressed. (USACE-Delorier)

Response 4-11: The EA evaluates permanent impacts to waters of the United States in 

Section 4.7.5 and temporary impacts in Section 4.16.8.

GENERAL ECOLOGY AND WILDLIFE RESOURCES

Comment 4-12: USEPA appreciates coordination with various agencies including U.S. 

Fish and Wildlife Service, National Marine Fisheries Service and NYS 

Department of Environmental Conservation on the evaluation of wildlife 
Livingston Avenue Bridge Project

October 2022 D-18

and terrestrial and aquatic resources. We commend implementation of 

time-of-year considerations to minimize any potential impacts to 

endangered, threatened or species of special concern.

USEPA recommends that the Final EA explain any potential measures to 

be implemented to minimize impacts to the various species and aquatic 

resources particularly during the construction phase, especially during 

the installation of bridge piers or other structural components which may 

include the need for vibration attenuation measures. (USEPA-Austin)

Response 4-12: Exhibits S-3 and S-4 of the EA describe mitigation measures that have 

been developed for operational and construction period effects to ecology 

and wildlife, and Section 4.16.9 provides a narrative discussion of the 

various measures that will be put in place during the construction period 

to minimize and mitigate effects on these resources. Exhibit 4 of the 

FONSI also provides a detailed description of mitigation measures.

AIR QUALITY

Comment 4-13: USEPA commented that the Project is within the New York-New JerseyLong Island non-attainment area for the ozone National Ambient Air 

Quality Standard and maintenance area for the fine particulate matter 

standard. Any federal action within a non-attainment or maintenance area 

must undergo a general conformity applicability analysis (see 40 CFR 

93.153) to ensure that the action will not (1) cause or contribute to any 

new violation of any air quality standard, (2) increase the frequency or 

severity of any existing violation of any air quality standard, or (3) delay 

timely attainment of any standard or any required interim emission 

reductions or other milestones in any area.

The Livingston Avenue Bridge Replacement Project DEA concludes that 

general conformity de minimis thresholds will not be exceeded during the 

construction phase of the Project; however, it does not provide any 

supporting information. FRA indicates that this conclusion was based on 

an analysis for the Portal Bridge Capacity Enhancement Project Final EIS 

using estimates based on emissions per dollar value of construction. 

USEPA does not agree with the use of dollar value of construction as a 

surrogate for emissions for a project of this size, cost, and construction 

duration.

This DEA should account for emissions from the construction equipment, 

dredging equipment and activities associated with the disposal of 

dredged material, increase in truck traffic through community, idling of 

construction equipment, and barge/tugboat activity.

We encourage FRA to commit to using clean diesel or low- or zeroemission equipment to reduce the emissions impact of the Project on 

nearby communities. (USEPA-Austin)

Response 4-13: Please see Attachment F, “General Conformity and Greenhouse Gas 

Analysis.” In response to this comment, FRA and NYSDOT quantitatively 
Response to Comments on the Environmental Assessment

D-19 October 2022

analyzed the Project’s direct and indirect construction emissions and 

documented the results. The analysis shows that emissions associated 

with the Project’s construction would be well below any of the de minimis

levels specified in 40 CFR §93.153(b). Therefore, a conformity 

determination is not warranted.

Note that the Project is not within the New York-New Jersey-Long Island 

non-attainment area; it is within the Albany-Schenectady-Troy “orphan” 

non-attainment area for the revoked 1997 ozone standard.

Section 105-03 of the NYSDOT Standard Specifications, which apply to 

the Project, requires the use of ultra-low-sulfur diesel and low-emission 

equipment, and Section 107-11 of the standard specifications requires 

measures to control exposure to diesel exhaust.

ENERGY AND GREENHOUSE GAS EMISSIONS

Comment 4-14: The USEPA commented that the DEA states that detailed energy and 

greenhouse gas (GHG) analyses are only performed for regionally 

important projects. As it was determined that the Project is not regionally 

important, the DEA does not incorporate a thorough discussion of GHG 

emissions. Executive Order 13990 (E.O. 13990, 86 FR 7037; January 20, 

2021) urges agencies to “consider all available tools and resources in 

assessing GHG emissions and climate change effects of their proposed 

actions, including as appropriate and relevant, the 2016 GHG Guidance”. 

While USEPA acknowledges the policies referenced in Section 4.11.12, 

we urge FRA to expand the current discussion of impacts of the build 

alternatives to disclose the direct and indirect emissions associated with 

construction and operations. Estimated emissions serve as a useful proxy 

for assessing effects and comparing alternatives. Useful tools that can be 

applied to estimate GHG emissions can be found at 

https://ceq.doe.gov/guidance/ghg-accounting-tools.html. 

The DEA indicates that there will be emissions associated with 

construction, but these emissions would be offset over the lifetime of the 

Project by increased efficiencies, newer equipment and reduction of 

emissions due to improving passage of boats beneath the bridge. Given 

the lack of quantitative information on GHG emissions provided, it is not 

clear how this determination was reached. Consistent with the previous 

comment, USEPA reiterates our recommendation to disclose GHG 

emissions quantitatively in the Final EA to further support these claims.

Additionally, Section 4.11.6 does not consider GHG emissions 

associated with construction of the bridge. GHG Emissions should be 

added to Table S-4, Summary of Temporary Construction-Period Impacts 

and Mitigation as section 4.11.5 explicitly indicates that there will be direct 

and indirect emissions associated with construction. (USEPA-Austin) 

Response 4-14: Please see Attachment F, “General Conformity and Greenhouse Gas 

Analysis.” In response to this comment, FRA and NYSDOT quantitatively 
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October 2022 D-20

analyzed the Project’s greenhouse gas emissions and energy 

consumption and documented the results. The analysis concludes that 

the Project would be consistent with the long-term federal and state goals 

of reducing GHG emissions.

Comment 4-15: The acceleration to achieve increased speed over the proposed bridge

will burn more diesel fuel into CO2. (Marriott)

Response 4-15: The Project will increase speeds over the Livingston Avenue Bridge from 

15 mph to 35 mph for freight trains and 40 mph for passenger trains. As 

discussed in Section 4.11.5 of the EA, the ability to increase speed across 

the bridge could result in increased fuel used to power locomotives, and 

therefore, increased energy use and greenhouse gas emissions. 

However, the new bridge would substantially improve the reliability of the 

freight rail network, and freight rail is a much more efficient mode of 

transport than trucks or barges. A shift in the mode of transport from truck 

or barge to rail would likely represent reduced net energy use and 

greenhouse gas emissions. Overall, any changes in fuel consumption 

associated with the Build Alternatives would be small but beneficial.

Comment 4-16: Section 4.11.1 of the DEA references that FRA and NYSDOT considered 

Project resilience and the ability of the new infrastructure to withstand the 

impacts of future severe weather events. We were not able to identify this 

evaluation, or any discussion related to infrastructure resiliency in the 

DEA. Please rectify this discrepancy.

USEPA recommends that the DEA include a discussion of reasonably 

foreseeable effects that changes in the climate (for instance, sea level 

rise or increased precipitation) may have on the proposed Project and the 

Project area. This could help inform the development of measures to 

improve the resilience of the proposed Project. Climate change can make 

ecosystems, resources and communities more susceptible as well as 

lessen resilience to other environmental impacts apart from climate 

change. In some instances, this may exacerbate the environmental 

effects of the proposed action. If projected changes could notably 

exacerbate the environmental impacts of the Project, we recommend 

these impacts also be considered as part of the NEPA analysis. (USEPAAustin)

Does the current proposed design of the new bridge take global warming 

climate induced sea-level rise into account, as the Hudson River is a tidal 

estuary to the federal lock in Troy? Studies predict that in a worst-case 

scenario that sea levels could rise by the end of this century by as much 

as seven feet, with a two‐foot rise being the likely scenario if carbon 

emissions by human civilization are greatly reduced. Now even a seven‐

foot rise with the planned 25‐foot vertical clearance above the water 

(same as the existing bridge) of the fixed spans would still leave over 15‐

foot of clearance, although the design of the piers should take this range 

of sea-level rise into account. However, this would be an issue for the 
Response to Comments on the Environmental Assessment

D-21 October 2022

movable lift‐span over the navigation channel. While the EA stated that 

the planned 60‐foot vertical clearance of the planned lift span when open 

matched that of the bridges adjacent to the north and south, these 

highway bridges (which are less heavily built than railroad bridges and 

consequently have shorter service lives) and are likely to be replaced in 

the next several decades, and as such they will likely take sea‐level rise 

into account for navigational clearance. I will also note that the vertical 

clearances for the bridges south of Albany are all well over 100 feet. It is 

therefore my opinion that a 70‐foot vertical clearance for the lift span over 

the navigational channel would ensure that maritime shipping would not 

be adversely affected by even dramatic sea‐level rise. (Turon)

Response 4-16: As presented in the Navigation Study included in Appendix D to the EA, 

the proposed replacement bridge structure requires a nominal 2-foot 

raise in the profile grade to accommodate the deeper structure required 

for larger trains and maintain the existing closed vertical clearance. 

Increasing the closed vertical clearance of the bridge would require an 

additional increase in the profile of the bridge, and therefore, increased 

height in the approach tracks connecting to the bridge on both sides of 

the Hudson River. Given the proximity of overhead obstructions in Albany 

and the Amtrak station in Rensselaer, any increase in profile beyond the 

2-foot raise resulting from an increased bridge height was determined not 

to be feasible.

The Livingston Avenue Bridge design criteria include a design life of 100 

years. Design calculations, specifications and material choices will be 

driven by the 100-year design lifespan criterion and will incorporate sealevel rise projections for the full design lifespan. 6 NYCRR Part 490 

establishes projected sea-level rise within specific geographic regions of 

New York. In the mid-Hudson region, where the Project is located, 

projected sea level rise for the 2100s ranges from 11 inches to 71 inches. 

The new bridge foundations would not be affected by this projected sea 

level rise and the tracks would remain well above the water elevation. A 

review of the vessel data collected for the Navigation Study included in 

Appendix D to the EA shows that a 60-foot vertical clearance provides 

greater clearance than even the largest identified vessel requires. Even 

with a 71-inch increase due to sea level rise, there would be sufficient 

separation between mean high water and the bottom of the bridge to 

allow vessels to pass.

NYSDOT will continue to consider design elements that could add 

resiliency to the bridge during final design.

CONTAMINATED MATERIALS

Comment 4-17: USEPA notes that it is estimated that more than 90,000 bridges in the US 

are coated with lead paint (See Federal Highway Administration's 

Publication No. FHWA-RD-98-18, Lead Abatement on Bridges and Steel 

Structures), which may be mobilized during demolition and constitute a 
Livingston Avenue Bridge Project

October 2022 D-22

source of exposure for workers and the adjacent community. USEPA 

recommends the Final EA address the potential exposure to lead in 

ambient dust that may result from demolition of the current bridge. This 

should include a discussion of containment and mitigation measures 

should lead-based paint be encountered. (USEPA-Austin)

Response 4-17: NYSDOT’s lead paint standard is referenced in Section 4.16.13 of the 

EA. NYSDOT will ensure that construction is performed in accordance 

with Occupational Safety and Health Administration (OSHA) lead 

regulation (29 CFR 1926.62) and NYSDOT Standard Specifications, 

including Section 202 Demolition of Buildings and Structures, Section 

570 Paint Removal Operations, and Section 571 Disposal of Paint 

Removal Waste. NYSDOT will ensure that the construction contractor will 

prepare a written Lead-Exposure Control Plan (LECP), with worker 

exposure assessment and engineering and work practice controls. 

NYSDOT will require the Project contractor to prepare a Demolition Plan 

detailing means and methods to control dust, contain and collect paint 

waste, and protect the environment from contamination.

Comment 4-18: Further discussion of demolition best management practices should be 

included in the Final EA. Possible plans to mitigate impacts of debris or 

hazardous dust released during demolition should be described.

(USEPA-Austin)

Response 4-18: During final design, NYSDOT will require the Project contractor to 

prepare a Demolition Plan containing details of best management 

practices to be incorporated into Project construction. These best 

management practices may include environmental ground protection, 

environmental water protection, plans to contain and collect paint waste, 

dust control methods, and containment systems (such as cover panels, 

screens, tarps, scaffolds, supports, and shrouds). The types of protection 

will depend on the Project means and methods, such as the use of 

hydraulic shears or torch cutting.

Comment 4-19: USEPA would like the parties involved to be aware and consider that the 

Project is located (in part) within the National Priorities List (NPL) Hudson 

River PCBs Superfund Site which spans 200 miles of river between 

Hudson Falls and the Battery in New York City. As required by USEPA, 

General Electric (GE) is conducting ongoing extensive monitoring of fish, 

sediment, and water in the Hudson River. GE is also conducting 

investigations in the Upper Hudson River floodplain from Hudson Falls to 

the Federal Dam at Troy. PCBs and potential other contaminants are 

present throughout the Hudson River Superfund site. USEPA is 

overseeing all of GE’s work. The New York State Environmental 

Conservation (NYSDEC) also conducts sampling in the Hudson River. 

USEPA is coordinating its work with NYSDEC.

Accordingly, any disturbance of the river bottom sediments or floodplain 

soils associated with the work should include the following:
Response to Comments on the Environmental Assessment

D-23 October 2022

• Appropriate sampling (as applicable) of sediment, soil, and/or water. 

Sampling may be needed prior to, during and/or following the work.

• Controls and Best Management Practices (BMPs) to prevent or 

minimize resuspension of contaminated sediment (including potential 

river resuspension monitoring during the work).

• Controls and BMPs to prevent or minimize floodplain soils from 

entering the river.

• Handling and disposal of any dredged materials or floodplain soils in 

accordance with the appropriate regulatory standards and pursuant 

to the conditions of any permits issued for the Project.

Environmental samples collected associated with any phase of the 

Project should be provided to USEPA following quality assurance/quality 

control (QA/QC) review. USEPA requests that advance notice be 

provided regarding the schedule of the proposed work, or any changes 

to the schedule of the proposed work, in part to ensure that such work 

does not conflict with the ongoing work being conducted under USEPA 

authority. Also please provide USEPA copies of documents relevant to 

the items mentioned above. (USEPA-Austin)

Response 4-19: Comment noted. The EA describes the presence of PCB contamination 

in the Hudson River and the river’s listing on the NPL in Sections 4.7.3.2 

and 4.14.3, and the analysis throughout the EA incorporates this 

information, where relevant. Section 4.16.13 notes that during 

construction, to prevent potential resuspension of PCBs or other 

sediment contaminants in the Hudson River during the installation of the 

bridge piers, dredged material would be collected onto a barge, 

dewatered, and then transported for disposal in compliance with 

applicable regulations. Dewatering effluent would be treated in 

accordance with NYSDEC requirements prior to being discharged back 

to the river.

NYSDOT is in the process of performing preliminary environmental 

sampling concurrently with geotechnical sampling, and the results of the 

preliminary sampling will be provided to USEPA. Additional sampling will 

likely be required during final design or before construction begins. 

NYSDOT will submit work plans for future environmental sampling to 

NYSDEC prior to undertaking the sampling work. 

SAFETY AND SECURITY

Comment 4-20: Section 4.15.5.1 – The City of Rensselaer acknowledges the width of the 

multi-use path on the bridge as 12 feet, but would like to note that the 

Rensselaer Riverfront Trail is and will continue to be 10 feet wide; 

therefore, the Department may want to maintain the 12-foot width of the 

connector trail rather than widen it out to 14 feet on the Rensselaer side. 

(Stammel)

Response 4-20: Comment noted. NYSDOT will maintain a 14-foot width for the connector 

trail to conform with the American Association of State Highway and 
Livingston Avenue Bridge Project

October 2022 D-24

Transportation Officials (AASHTO) Guide for the Development of 

Pedestrian Facilities and the Americans with Disabilities Act.

Comment 4-21: Not maintaining the walkway on the current bridge has created an unsafe 

avenue for people to still go across the bridge. One of the biggest 

problems we have is people still crossing the bridge along the railway 

tracks. This condition needs to be addressed. (Stammel)

Response 4-21: FRA and NYSDOT recognize the safety concern related to individuals 

trespassing on the existing bridge, which is closed to pedestrian traffic. 

The Project will address this condition by replacing the existing bridge 

with a new bridge that will include a safe, modern shared-use path 

designated for use by pedestrians and cyclists. As described in Section 

2.4.2.9 of the EA, the shared-use path would have a bicycle-height railing 

on the outboard side and a pedestrian security fence and bicycle-height 

railing on the inboard side to prevent unauthorized access from the 

walkway onto the railroad tracks.

CONSTRUCTION IMPACTS

Comment 4-22: USEPA encourages FRA to use green construction practices whenever 

possible including recycling of construction material for both use and 

disposal, environmentally friendly landscaping, green infrastructure and 

incorporation of energy-efficient technologies. (USEPA-Austin)

Response 4-22: FRA and NYSDOT are committed to using green construction practices. 

The existing bridge will be recycled and reused to the fullest extent 

practical. In order to reduce diesel emissions, the contractor will be 

required to use Ultra Low Sulfur Diesel fuel in all non-road diesel 

construction equipment. Landscaping will include the use of lowmaintenance native plant material. Green infrastructure techniques will 

be used to manage and treat stormwater and maintain natural hydrology 

and ecological function by infiltration, capture and reuse of stormwater, 

and establishment of natural vegetative features.

INDIRECT AND CUMULATIVE IMPACTS

Comment 4-23: The CEQ NEPA regulations (Section 1508.1 (g)) effective as of May 2022 

define effects or impacts to mean “changes to the human environment 

from the proposed action or alternatives that are reasonably foreseeable.” 

This definition includes cumulative effects, which are “effects on the 

environment that result from the incremental effects of the action when 

added to the effects of other past, present and reasonably foreseeable 

actions regardless of what agency (Federal or non-Federal) or person 

undertakes such actions.”

Section 4.17 discusses additional development planned for the 

Rensselaer side of the river. Section 4.16 explains that one of the 
Response to Comments on the Environmental Assessment

D-25 October 2022

properties to be developed would act as a staging area for construction 

during implementation of the preferred alternative if available for the 

duration of the Project construction. Coordination with the City of 

Rensselaer on the timing of this development should be continued so 

impacts from alternative staging areas can be minimized if necessary.

(USEPA-Austin)

Response 4-23: Comment noted. NYSDOT continues to coordinate with the City of 

Rensselaer with regard to the referenced project (the Kiliaen’s Landing 

development) to ensure that impacts from construction staging are 

minimized.

D.3.6 CHAPTER 5: ENVIRONMENTAL JUSTICE

Comment 5-1: The Council on Environmental Quality, which oversees implementation 

of the National Environmental Policy Act, has promulgated a guidance 

document to assist agencies in implementing environmental justice 

principles (See Environmental Justice Guidance under the National 

Environmental Policy Act, Council on Environmental Quality, December 

10, 1997).

USEPA commends NYSDOT and FRA for conducting targeted outreach 

to the nearby communities. It is suggested that communication continue 

throughout project development and implementation to ensure that there 

are no adverse impacts to these nearby communities.

The report indicates “Although environmental justice communities are 

located on both sides of the bridge, the Project would not result in 

construction impacts on these communities which would be buffered from 

construction as stated above, and therefore, there would not be 

disproportionately high and adverse effects on environmental justice 

populations from the Project’s construction.” Descriptions of impacts in 

Section 4.16.4.3 – street closures, relocation of pedestrian walkways and 

paths as well as the vibrations from dredging and boring activities should 

be discussed in the EJ Section along with planned mitigation methods. 

Additionally changes in traffic patterns could reroute traffic through 

nearby communities, potential impacts to the affected communities 

should be discussed.

• Noise and vibration effects on communities with EJ concerns:

− Noise pollution has been directly linked to health effects. 

Problems related to noise include stress-related illnesses, high 

blood pressure, speech interference, hearing loss, sleep 

disruption, and lost productivity (USEPA’s Noise Effects 

Handbook, 1991). Discussion of the noise assessment 

conducted in Appendix B-3 should be included in the text of the 

EA to further support the statement that “Project would not result 

in construction impacts on these communities which would be 

buffered from construction.”
Livingston Avenue Bridge Project

October 2022 D-26

− Although the evaluation for the build alternatives concluded that 

there would be no impacts from noise and vibration to nearby 

receptors, noise levels are above thresholds for moderate 

impacts and in some cases severe impacts. Further discussion 

of how additional mitigation could be incorporated into the design 

should be included. Community feedback on the existing noise 

could be solicited for further consideration of actual impacts and 

future potential solutions. 

• Linguistic Isolation within communities with EJ concerns:

− USEPA recommends that translation services be made available 

in languages other than English to engage linguistically isolated 

populations. This should not be restricted to a translation request 

process prior to the meeting. (USEPA-Austin) 

Response 5-1: The environmental justice analysis was prepared in accordance with the 

referenced CEQ guidance, as discussed in Section 5.1 of the EA. The 

Errata Sheet for the EA includes a revision to Section 5.5. of the EA to 

include information about street closures and construction noise that are 

relevant to the environmental justice analysis.

NYSDOT recognizes and supports the recommendation of translation 

services. New York State’s language access policy requires Executive 

State agencies that provide direct public services to offer interpretation 

services in the language requested and provide important forms and 

documents in at least the top 12 most commonly spoken languages in 

New York State, in addition to English. This helps the State to overcome 

language barriers to public services and programs for people with Limited 

English Proficiency. At this time, the top twelve languages are Spanish, 

Chinese, Russian, Yiddish, Bengali, Korean, Haitian Creole, Italian, 

Arabic, Polish, French, and Urdu. NYSDOT offers language assistance 

services (live translation and interpretation that can be accessed ondemand without the need to make an appointment or prior request) to 

people with Limited English Proficiency. 

Comment 5-2: I want to commend the environmental justice review that is contained in 

this document. I live in the environmental justice area that was studied, 

so it was of particular interest to me, and I think it addressed the concerns 

that residents would have. The analysis provides an opportunity for local 

elected officials to speak with our residents about their concerns and how 

they've been addressed. We truly appreciate that. (Sheehan) 

Response 5-2: Comment noted.

D.3.7 CHAPTER 7: AGENCY COORDINATION AND PUBLIC INVOLVEMENT

Comment 7-1: The DEA discusses prior outreach conducted with Saint Regis Mohawk 

Tribe, the Stockbridge Munsee Community Band of Mohicans, and the 

Delaware Tribe. USEPA recommends continued outreach to the Indian 

Nations and notes that they were not listed as stakeholders in the Public 
Response to Comments on the Environmental Assessment

D-27 October 2022

Involvement Plan. Notification as discussed on page 4-15 of Chapter 4 

should be added to the Plan. (USEPA-Austin)

Response 7-1: FRA and NYSDOT note this omission from the Public Involvement Plan, 

and the Errata Sheet for the EA includes a revision to Appendix B-8 of 

the EA to identify these stakeholders. As noted by the commenter, the 

EA documents outreach to Native American tribes. FRA and NYSDOT 

are committed to continued outreach to tribes, and the MOA provides for 

ongoing coordination with tribes related to their areas of interest.

Comment 7-2: Commenters noted that documents, presentations, and other materials 

provided on the Project website and at the in-person public informational 

meeting held on June 1, 2022 were informative and easy to understand. 

A commenter thanked NYSDOT for holding the public informational 

meetings with the community and noted that such public engagement is 

very important to the community. (Prophet, Sheehan, Stammel)

Response 7-2: Comment noted.

Comment 7-3: A commenter requested that NYSDOT regularly update the Project 

website, add the Project to the State TIP and the Capital District TIP, 

publish a schedule and budget for the Project, and inform the public and 

legislative leaders which USDOT discretionary grant programs it will seek 

funding from. This will help prove to New Yorkers that NYSDOT can 

successfully complete the final design, seek desired federal construction 

funding, and award a construction contract. (Strauss)

Response 7-3: Comment noted. Section 2.4.2.11 of the EA provides information 

regarding the Project cost; Sections 1.7 and 4.16.3 provide preliminary 

information about the Project schedule. NYSDOT will continue to engage 

the public and provide information about Project cost and schedule as the 

project progresses through final design and construction. For New York 

State funded projects, NYSDOT apportions funding through the 

Passenger & Freight Rail Assistance Program (PFRAP), which 

distributes funding to projects through competitive grants. Federally 

funded projects are also selected for funding by FRA through competitive 

grants. Given these parameters, identifying specific projects that will be 

chosen to receive funding in advance of State and Federal Grant 

programs is not possible.


Attachment E 

Comments Received on the EA 
Elected Officials
Council Members Adams, Balarin, Farrell, Hoey, Keegan, Zamer, Kimbrough, Love and Flynn

introduced the following:

RESOLUTION 61.61.22R 

A RESOLUTION OF THE COMMON COUNCIL OF THE CITY OF ALBANY IN 

SUPPORT OF THE INCLUSION OF MULTIMODAL ACCESS TO THE LIVINGSTON 

AVENUE BRIDGE AND CONNECTION OF THE LIVINGSTON AVENUE BRIDGE TO 

THE ALBANY SKYWAY 

WHEREAS, the Livingston Avenue Bridge was constructed in 1902 with a pedestrian 

walkway that provided access to both sides of the Hudson River allowing people to cross on foot 

between the Cities of Albany and Rensselaer; and 

WHEREAS, multimodal access to the Livingston Avenue Bridge has been closed for 

decades due to a lack of investment that lead to unsafe conditions for pedestrians and cyclists; and

WHEREAS, the City of Albany has affirmed its support for the reconstruction of the 

Livingston Avenue Bridge and the inclusion of pedestrian and cyclist access with the project in 

the Albany 2030 Comprehensive Plan and Albany Bicycle Master Plan; and 

WHEREAS, the Capital Region Transportation Plan has included rehabilitating the 

Livingston Avenue Bridge, emphasizing the need for multimodal access to the Livingston Avenue 

Bridge; and 

WHEREAS, numerous studies have supported the inclusion of multimodal access to the 

Livingston Avenue Bridge crossing; and 

WHEREAS, the inclusion of multimodal access to the Livingston Avenue Bridge would 

enhance travel, tourism, and trail connection for communities on both sides of the Hudson River; 

and

WHEREAS, the Albany Common Council supported the rebuilding of the Livingston 

Avenue Bridge and the inclusion of multimodal access in 2014; and 

WHEREAS, the current proposal from the New York State Department of Transportation 

includes multimodal access to the Livingston Avenue Bridge; and 

WHEREAS, the current proposal from the New York State Department of Transportation 

connects multimodal access to the Livingston Avenue Bridge to the Albany Skyway; 

NOW, THEREFORE, BE IT RESOLVED, that the Albany Common Council supports 

the current plan to invest in the Livingston Avenue Bridge and provide improved access for rail, 

pedestrians, and cyclists; and 
BE IT FURTHER RESOLVED, that the Albany Common Council emphasizes the need 

for multimodal access that provides inclusive access for pedestrians and cyclists, including those 

with mobility impairments, to remain within the Livingston Avenue Bridge project; and 

BE IT FURTHER RESOLVED, that the Albany Common Council supports connecting 

the Livingston Avenue Bridge to the Albany Skyway; and 

BE IT FURTHER RESOLVED, that this resolution be sent to Governor Kathy Hochul; 

the New York State Department of Transportation Office of Design; Assemblyman William 

Magnarelli, Assembly Transportation Committee Chair; Assemblywoman Patricia Fahy; 

Assemblyman John McDonald; Senator Timothy Kennedy, Senate Transportation Committee 

Chair; Congressman Paul Tonko; Senator Charles Schumer; and Senator Kirsten Gillibrand. 
To: Danielle Gillespie, City Clerk 

From: Council Member Meghan Keegan, 9th Ward

John-Raphael Pichardo, Esq., Research Counsel 

Re: Common Council Legislation 

Supporting Memorandum 

Date: May 23, 2022 

SPONSOR Council Members Keegan, Adams, Balarin, Farrell, Hoey, and Zamer

RESOLUTION NUMBER 61.61.22R 

TITLE

A RESOLUTION OF THE COMMON COUNCIL OF THE CITY OF ALBANY EXPRESSING 

ITS SUPPORT OF THE INCLUSION OF MULTIMODAL ACCESS TO THE LIVINGSTON 

AVENUE BRIDGE AND CONNECTION OF THE LIVINGSTON AVENUE BRIDGE TO THE 

ALBANY SKYWAY 

GENERAL PURPOSE OF LEGISLATION 

Expressing support for the inclusion of multimodal access to the Livingston Avenue Bridge and 

connection of the bridge to the Albany Skyway.

FISCAL IMPACT(S) 

None.


Government Agencies 
Thank you for the reminders Mark. Wished I could have par4cipated in the one of the mee4ngs. So busy

here as usual.

Hope they went well, and please let me know if you need anything from us as you progress this project.

I never received the full drae EA; only the beginning por4on.

I did want to be sure to point out the following:

1. It did not men4on the required Sec4on 408 review required for work in/affec4ng federal naviga4on

channel.

2. The USACE considers the en4re length of the Hudson River as a navigable waterway subject to

Sec4on 10 of the Rivers and Harbors Act (so all the way up to it’s source). The EA men4oned it’s only

navigable to the Troy Dam, so I’d recommend qualifying what that statement means.

3. It was noted that an ephemeral stream may be in the work area and that it may not be jurisdic4onal.

That appears to meet an old defini4on of waters of the United States that is no longer in place. If it is

actually ephemeral, it would either be presumed jurisdic4onal (if no JD or a preliminary JD is

requested), or a significant nexus evalua4on on the waterway reach would be needed to determine

if it is jurisdic4onal through an approved jurisdic4onal determina4on (JD).

4. Make sure that temporary and permanent impacts to waters of the United States will be addressed.

Please let me know when you hear more from the USCG on the extent of their role in reviewing/approving

this project.

Thanks again!

Sincerely,

Chris4ne Delorier

Geologist/Sr. Project Manager

N.Y. District, U.S. Army Corps of Engineers

From: Delorier, Chris4ne CIV USARMY CENAN (USA) <> 

Sent: Monday, June 6, 2022 10:54 AM

To: Jakubiak, Mark (DOT) <Mark.Jakubiak@dot.ny.gov>

Subject: RE: Livingston Avenue Bridge No4ce of Public Hearing and No4ce of Availability of Environmental

Assessment
UNITED STATES ENVIRONMENTAL PROTECTION AGENCY

REGION 2

290BROADWAY

NEW YORK, NY 10007-1866

Internet Address (URL) • http://www.epa.gov

June 8, 2022

VIA EMAIL

Brandon Bratcher

Environmental Protection Specialist 

Federal Railroad Administration (FRA)

RE: Livingston Avenue Bridge Replacement

Dear Mr. Bratcher,

The U.S. Environmental Protection Agency (EPA) has reviewed the Draft Environmental 

Assessment (DEA) prepared by the Federal Railroad Administration (FRA) and New York State 

Department of Transportation (NYSDOT). This review was conducted in accordance with the 

National Environmental Policy Act (NEPA), the Council on Environmental Quality (CEQ) 

regulations (40 CFR Parts 1500 - 1508), and Section 309 of the Clean Air Act. 

The DEA evaluated a range of alternatives including repairing, rehabilitating and replacing the 

Livingston Avenue Bridge. The DEA has been developed to address potential environmental 

impacts from the proposed action to replace the bridge to the south and parallel to the existing 

bridge. EPA understands that the project is necessary to improve reliability and eliminate 

deficiencies of passenger and freight train routes along this segment of the Empire Corridor as well 

as improving navigation in the area. EPA offers the attached comments on the DEA. 

Thank you for the opportunity to provide comments on this DEA. EPA looks forward to the receipt 

and review of the Final EA, and we are committed to continuing to work with your team throughout

the NEPA process and in the future, especially as full projects come to fruition. Should you have 

questions on our comments related to this project, please contact Anne Rosenblatt Schaffer at 212-

637-4347 or rosenblatt.anne@epa.gov.

Sincerely, 

Mark Austin, Team Lead

Environmental Review Team
EPA Detailed Comments 

Livingston Avenue Bridge Replacement

June 8, 2022 

General Comments 

EPA commends the clear layout of the report including how the potential impacts and mitigation 

measures are clearly identified in Exhibit S-4. 

Air Quality 

This project is within the New York-New Jersey-Long Island non-attainment area for the ozone 

National Ambient Air Quality Standard and maintenance area for the fine particulate matter 

standard. Any federal action within a non-attainment or maintenance area must undergo a general 

conformity applicability analysis (see 40 CFR 93.153) to ensure that the action will not (1) cause or 

contribute to any new violation of any air quality standard, (2) increase the frequency or severity of 

any existing violation of any air quality standard, or (3) delay timely attainment of any standard or 

any required interim emission reductions or other milestones in any area. 

The Livingston Avenue Bridge Replacement Project DEA concludes that general conformity de 

minimis thresholds will not be exceeded during the construction phase of the project; however, it 

does not provide any supporting information. FRA indicates that this conclusion was based on an 

analysis for the Portal Bridge Capacity Enhancement Project Final EIS using estimates based on 

emissions per dollar value of construction. EPA does not agree with the use of dollar value of 

construction as a surrogate for emissions for a project of this size, cost, and construction duration. 

This DEA should account for emissions from the construction equipment, dredging equipment and 

activities associated with the disposal of dredged material, increase in truck traffic through 

community, idling of construction equipment, and barge/tugboat activity. 

We encourage FRA to commit to using clean diesel or low- or zero- emission equipment to reduce 

the emissions impact of the project on the near-by communities. 

Greenhouse Gas (GHG) Emissions 

The DEA states that detailed energy and GHG analyses are only performed for regionally important 

projects. As it was determined that the Project is not regionally important, the DEA does not 

incorporate a thorough discussion of GHG emissions. Executive Order 13990 (E.O. 13990, 86 FR 

7037; January 20, 2021) urges agencies to “consider all available tools and resources in assessing 

GHG emissions and climate change effects of their proposed actions, including as appropriate and 

relevant, the 2016 GHG Guidance”. While EPA acknowledges the policies referenced in Section 

4.11.12, we urge FRA to expand the current discussion of impacts of the build alternatives to 

disclose the direct and indirect emissions associated with construction and operations. Estimated 

emissions serve as a useful proxy for assessing effects and comparing alternatives. Useful tools that 

can be applied to estimate GHG emissions can be found at https://ceq.doe.gov/guidance/ghgaccounting-tools.html. 

The DEA indicates that there will be emissions associated with construction, but these emissions 

would be offset over the lifetime of the project by increased efficiencies, newer equipment and 

reduction of emissions due to improving passage of boats beneath the bridge. Given the lack of 

quantitative information on GHG emissions provided, it is not clear how this determination was 
reached. Consistent with the previous comment, EPA reiterates our recommendation to disclose 

GHG emissions quantitatively in the Final EA to further support these claims. 

Additionally, Section 4.11.6 does not consider GHG emissions associated with construction of the 

bridge. GHG Emissions should be added to Table S-4, Summary of Temporary Construction-Period 

Impacts and Mitigation as section 4.11.5 explicitly indicates that there will be direct and indirect 

emissions associated with construction. 

Climate Change & Resiliency 

Section 4.11.1 of the DEA references that FRA and NYSDOT considered project resilience and the 

ability of the new infrastructure to withstand the impacts of future severe weather events. We were 

not able to identify this evaluation, or any discussion related to infrastructure resiliency in the DEA. 

Please rectify this discrepancy. 

EPA recommends that the DEA include a discussion of reasonably foreseeable effects that changes 

in the climate (for instance, sea level rise or increased precipitation) may have on the proposed 

project and the project area. This could help inform the development of measures to improve the 

resilience of the proposed project. Climate change can make ecosystems, resources and 

communities more susceptible as well as lessen resilience to other environmental impacts apart 

from climate change. In some instances, this may exacerbate the environmental effects of the 

proposed action. If projected changes could notably exacerbate the environmental impacts of the 

project, we recommend these impacts also be considered as part of the NEPA analysis. 

General Ecology and Wildlife Resources

EPA appreciates coordination with various agencies including U.S. Fish and Wildlife Service, 

National Marine Fisheries Service and NYS Department of Environmental Conservation on the 

evaluation of wildlife and terrestrial and aquatic resources. We commend implementation of timeof-year considerations to minimize any potential impacts to engendered, threatened or species of 

special concern. 

EPA recommends that the Final EA explain any potential measures to be implemented to minimize 

impacts to the various species and aquatic resources particularly during the construction phase, 

especially during the installation of bridge piers or other structural components which may include 

the need for vibration attenuation measures. 

Construction Means & Methods 

EPA encourages FRA to use green construction practices whenever possible including recycling of 

construction material for both use and disposal, environmentally friendly landscaping, green 

infrastructure and incorporation of energy-efficient technologies.

It is estimated that more than 90,000 bridges in the US are coated with lead paint (See Federal 

Highway Administration's Publication No. FHWA-RD-98-18, Lead Abatement on Bridges and 

Steel Structures), which may be mobilized during demolition and constitute a source of exposure for 

workers and the adjacent community. EPA recommends the Final EA address the potential 

exposure to lead in ambient dust that may result from demolition of the current bridge. This should 

include a discussion of containment and mitigation measures should lead-based paint be 

encountered. 
Further discussion of demolition best management practices should be included in the Final EA.

Possible plans to mitigate impacts of debris or hazardous dust released during demolition should be 

described. 

Superfund/Contaminated Materials 

The EPA Region 2 Superfund and Emergency Management Division (R2 SEMD) has the following 

comments related to Superfund and contaminated materials: 

EPA would like the parties involved to be aware and consider that the project is located (in part) 

within the National Priorities List (NPL) Hudson River PCBs Superfund Site which spans 200 miles 

of river between Hudson Falls and the Battery in New York City. As required by EPA, General 

Electric (GE) is conducting ongoing extensive monitoring of fish, sediment, and water in the 

Hudson River. GE is also conducting investigations in the Upper Hudson River floodplain from 

Hudson Falls to the Federal Dam at Troy. PCBs and potential other contaminants are present 

throughout the Hudson River Superfund site. EPA is overseeing all of GE’s work. The New York 

State Environmental Conservation (NYSDEC) also conducts sampling in the Hudson River. EPA is 

coordinating its work with NYSDEC. 

Accordingly, any disturbance of the river bottom sediments or floodplain soils associated with the 

work should include the following: 

• Appropriate sampling (as applicable) of sediment, soil, and/or water. Sampling may be 

needed prior to, during and/or following the work. 

• Controls and Best Management Practices (BMPs) to prevent or minimize resuspension of 

contaminated sediment (including potential river resuspension monitoring during the work). 

• Controls and BMPs to prevent or minimize floodplain soils from entering the river. 

• Handling and disposal of any dredged materials or floodplain soils in accordance with the 

appropriate regulatory standards and pursuant to the conditions of any permits issued for the 

project. 

Environmental samples collected associated with any phase of the project should be provided to 

EPA following quality assurance/quality control (QA/QC) review. EPA requests that advance 

notice be provided regarding the schedule of the proposed work, or any changes to the schedule of 

the proposed work, in part to ensure that such work does not conflict with the ongoing work being 

conducted under EPA authority. Also please provide EPA copies of documents relevant to the items 

mentioned above. Such documents and notifications should be provided to: 

Gary Klawinski 

Project Director 

U.S. EPA Region 2 

Superfund and Emergency Management Division 

Hudson River Office 

187 Wolf Rd 

Albany, NY 12205 

518-407-0400 (Office) 

518-514-8571 (Cell) 

klawinski.gary@epa.gov
Since EPA is not the lead agency for this project, EPA (R2 SEMD) does not plan to provide formal 

comments on this project and reserves its rights under the Comprehensive Environmental Response, 

Compensation and Liability Act of 1980 (CERCLA), as amended. If you have any questions related 

to the Hudson River PCBs Superfund site, please contact Gary Klawinski. 

Indian Nation Issues and Coordination 

The DEA discusses prior outreach conducted with Saint Regis Mohawk Tribe, the Stockbridge 

Munsee Community Band of Mohicans, and the Delaware Tribe. EPA recommends continued 

outreach to the Indian Nations and notes that they were not listed as stakeholders in the Public 

Involvement Plan. Notification as discussed on page 4-15 of Chapter 4 should be added to the Plan. 

Environmental Justice (EJ) and Impacted Communities 

The Council on Environmental Quality, which oversees implementation of the National 

Environmental Policy Act, has promulgated a guidance document to assist agencies in 

implementing environmental justice principles (See Environmental Justice Guidance under the 

National Environmental Policy Act, Council on Environmental Quality, December 10, 1997).

EPA commends NYSDOT and FRA for conducting targeted outreach to the nearby communities. It 

is suggested that communication continue throughout project development and implementation to 

ensure that there are no adverse impacts to these nearby communities. 

The report indicates “Although environmental justice communities are located on both sides of the 

bridge, the Project would not result in construction impacts on these communities which would be 

buffered from construction as stated above, and therefore, there would not be disproportionately 

high and adverse effects on environmental justice populations from the Project’s construction.” 

Descriptions of impacts in Section 4.16.4.3 – street closures, relocation of pedestrian walkways and 

paths as well as the vibrations from dredging and boring activities should be discussed in the EJ 

Section along with planned mitigation methods. Additionally changes in traffic patterns could 

reroute traffic through nearby communities, potential impacts to the affected communities should be 

discussed. 

Noise and vibration effects on communities with EJ concerns: 

• Noise pollution has been directly linked to health effects. Problems related to noise 

include stress-related illnesses, high blood pressure, speech interference, hearing 

loss, sleep disruption, and lost productivity (EPA’s Noise Effects Handbook, 1991). 

Discussion of the noise assessment conducted in Appendix B-3 should be included in 

the text of the EA to further support the statement that “Project would not result in 

construction impacts on these communities which would be buffered from 

construction.”

• Although the evaluation for the build alternatives concluded that there would be no 

impacts from noise and vibration to nearby receptors, noise levels are above 

thresholds for moderate impacts and in some cases severe impacts. Further 

discussion of how additional mitigation could be incorporated into the design should 

be included. Community feedback on the existing noise could be solicited for further 

consideration of actual impacts and future potential solutions. 
Linguistic Isolation within communities with EJ concerns: 

• EPA recommends that translation services be made available in languages other than 

English to engage linguistically isolated populations. This should not be restricted to 

a translation request process prior to the meeting. 

Analysis of Indirect and Cumulative Impacts 

The CEQ NEPA regulations (Section 1508.1 (g)) effective as of May 2022 define effects or impacts 

to mean “changes to the human environment from the proposed action or alternatives that are 

reasonably foreseeable.” This definition includes cumulative effects, which are “effects on the 

environment that result from the incremental effects of the action when added to the effects of other 

past, present and reasonably foreseeable actions regardless of what agency (Federal or non-Federal) 

or person undertakes such actions.”

Section 4.17 discusses additional development planned for the Rensselaer side of the river. Section 

4.16 explains that one of the properties to be developed would act as a staging area for construction 

during implementation of the preferred alternative if available for the duration of the Project 

construction. Coordination with the City of Rensselaer on the timing of this development should be 

continued so impacts from alternative staging areas can be minimized if necessary. 


Organizations and Businesses 
From: Martin Daley <>  

Sent: Friday, June 17, 2022 9:28 AM

To: dot.sm.r01.LivingstonAveBridge <livingstonavebridge@dot.ny.gov>

Subject: Re: Livingston Ave. Bridge project comments from the Livingston Ave Bridge Coalition

Mark Jakubiak

Project Manager

NY State DOT

Main Office Rail Projects Group

livingstonavebridge@dot.ny.gov

Mr. Jakubiak,

Thank you for the opportunity to comment on the Livingston Ave. Bridge project. We want to 

emphasize, right from the top, that we could not be more proud of NYSDOT and we are grateful 

the agency supports a bike and pedestrian walkway on both design alternatives for the Livingston 

Ave bridge replacement. We commend NYSDOT for responding to public input and advancing a 

bridge replacement that will meet the needs of all New Yorkers for the next 100 years. 

The Livingston Avenue Bridge Coalition, a truly grass roots effort that’s been working since 2012, 

was formed to echo and amplify a unanimous public support for restoration of the walkway on a 

new or rebuilt bridge structure.

We stand firm that the walkway will pay enormous dividends for local businesses, residents, 

tourism and people that may commute on bike or by foot across the bridge. Development 

immediately adjacent to the bridge on both sides of the Hudson River is booming and we believe 

this bridge will be an enormous benefit to both communities as they grow. The reconstruction of 

the Livingston Avenue presents a once in a lifetime opportunity to provide enjoyable and costeffective access for people, to cross the Hudson River safely and quickly on bike or foot. We 

cannot afford to waste this opportunity to rebuild a better bridge. The recent completion of the 
Empire State Trail and opening of the new Skyway has only underscored the importance for a safe, 

accessible bike and pedestrian river crossing on a new bridge.

We could not be more pleased that both alternatives feature the walkway, however, the alignment 

of the connection of the walkway’s western approach remains unclear. A new, curving structure 

east of I-787 is represented by single lines in the schematics, descending from the bridge to a 

section of open space, then crossing Quay Street to connect to the trail system in the Corning 

Preserve. In all likelihood these design options were proposed before the new “Skyway” multi-use 

trail was developed along the former Clinton St. northbound I-787 exit. ramp. 

A better alternative for this west side bridge-trail connection would be located directly to the west 

of I-787. At this location the bridge and the new “Skyway” come within about 25’ of each other 

and are at nearly the same elevation. This should replace the depicted new trail exit/entrance ramp 

and would facilitate a direct link into Albany and the Corning Preserve via the Skyway. 

We want to see an operations plan for when the walkway is open – recognizing that as a critical 

transportation link, the walkway is only effective if it is open as much as possible, preferably 24/7 

and year-round. 

We strongly encourage that attractive architectural and lighting features be incorporated into the 

bridge to make it both inviting and comfortable for bike and pedestrian users. If the bridge is not 

attractive it may discourage use or give the incorrect impression that the bridge is somehow 

dangerous for pedestrians and cyclists. Furthermore, the new bridge will be a centerpiece of the 

Albany skyline and its visual identity for a century. Thus, it is critical the bridge is as attractive as 

possible as it will be a prominent feature of marketing material, regional branding, and surely 

1000’s of photos taken each year by residents and visitors. We’re sure the agency would agree this 

is a bridge that DOT can point to as a beautiful success story. Let’s make sure it will look as good 

as its price-tag should command.

Thank you again for the opportunity to provide comments and an enormous “thank you” to 

NYSDOT and everyone involved in this project.

-Martin Daley

Livingston Avenue Bridge Coalition

*(thanks for the opportunity to fix the typos!)
 

Board of Directors

Jeffrey Bender, Chair

David E. Bronston, Vice Chair

Angela Julien, Vice Chair

Nadine Lemmon, Secretary 

Stephen Pagano, Treasurer

Robert Basch

Ed Bergstraesser

B. Deborah Cohen

Erin Crotty

Veronica Fitzgerald

Alpa Inamdar

JP Laqueur

Charlie Lester

Elizabeth Martyn

Richard H. Remmer

Alexander T. Rogers

A. Joseph Scott

Susan C. Stashower

Gregory Stevens 

Michael Tannen

Steven Tomb

Advisory Council

Edward A. Ames 

Kent L. Barwick

Anne Perkins Cabot 

Joan K. Davidson 

Douglas Durst

John Hanna, Jr. 

Barnabas McHenry 

Lynden B. Miller 

Frederick Osborn III 

Larry Rockefeller

Anne Sidamon-Eristoff

Diana L. Taylor

Robin Dropkin

Executive Director

33 Elk Street

Albany, NY 12207

518.434.1583

www.ptny.org

ptny@ptny.org

June 14, 2022 

Livingston Avenue Bridge Project 

New York State Department of Transportation

Office of Design

50 Wolf Road – POD-24 

Albany, NY 12232 

Re: Livingston Avenue Bridge Project

To whom it may concern: 

On behalf of Parks & Trails New York (PTNY), I write to express my support for 

a proposal to include a shared use path on the replacement for the Livingston 

Avenue Bridge between Albany and Rensselaer Counties, and specifically for 

Build Alternative Two as described in the environmental assessment, with 

specific caveats noted below. 

PTNY is New York’s leading statewide advocate for parks and trails, working to 

expand, protect and promote a network of open spaces for use and enjoyment by 

all. For more than 30 years, PTNY has focused on advocating for safe, accessible 

connections to the outdoors that enhance the positive impact parks and trails have 

on mental and physical health, eco-tourism, civic engagement, natural resource 

protection, the economy, and overall quality of life. 

A walkway on the current Livingston Avenue Bridge provided a link between 

Albany and Rensselaer for nearly four generations before being allowed to 

deteriorate and being closed to the public. Creating a safe, accessible shared use 

path along the replacement bridge that serves both cyclists and pedestrians will 

add a critical transportation link between the two communities and the 

surrounding area and will contribute substantially to attracting new visitors and 

could serve as the designated crossing of the Hudson River for the Empire State 

Trail, the State’s premier world-class recreational destination. The Livingston 

Avenue Bridge connection will improve access to the Capital region’s waterfront 

at Corning Preserve, further enhance the relationship between both cities while 

providing access for Albany’s reemerging downtown population to Rensselaer’s 

greenway and the Rensselaer Rail Station. 

In finalizing the plans for the bicycle and pedestrian access pathway over the 

bridge, we encourage NYSDOT to ensure that the pathway is built to a standard 

that ensures it will be a safe, functional part of the regional and statewide trails 

network. This will include ensuring that the width of the pathway is at least 12 

feet to provide bicyclists and pedestrians the full amount of space needed to safely 

use what is expected to be an incredibly popular amenity.

As a key community amenity, it is also essential that the pathway is designed with 

the intent of having it remain open for public use at all times, other than when the 

bridge must be opened for marine traffic. A key connector for transportation and 
for recreation, the shared use path should have 24 hour a day, 7 day a week access during all 12 

months of the year when complete. 

Of the two design alternatives presented in the environmental assessment, the preferred 

alignment, Build Alternative Two, also has a preferrable design for the shared use path, with a 

more direct descent on the eastern end of the bridge. However, in the preliminary drawings 

released as part of the environmental assessment, the western end of the bridge appears to 

connect down to the waterfront rather than directly connecting, roughly at level, to the newly 

opened Albany Skyway. We strongly encourage the final design drawings to include a direct 

connection to the Skyway, and not to include a duplicative parallel connection to the waterfront 

trail. The potential for a direct connection between the Livingston Avenue Bridge and the 

Albany Skyway was a significant factor supporting the investment in creating the Skyway. From 

that connection, users would have more direct access to the city of Albany and would retain the 

ability to connect to the Mohawk-Hudson Bike-Hike Trail in Corning Preserve and the 

northward route of the Empire State Trail. 

Finally, the shared use path will be of no use if it does not connect to existing pathways on the 

east end of the bridge. The current waterfront pathway in Rensselaer must be extended north to 

connect to the proposed shared use path. As part of completing the project, wayfinding signage 

should be installed indicating the connections to other destinations along the regional trails 

network and on the Empire State Trail and indicating the availability of nearby amenities for trail 

users, including restaurants, lodging, restrooms, and drinking water. The new connection should 

be designated the official route of the Empire State Trail, and NYSDOT should work with the 

NYS Office of Parks, Recreation and Historic Preservation to ensure that all Empire State Trail 

trailblazes are updated accordingly, and that all digital Empire State Trail promotional resources 

are appropriately updated. 

PTNY strongly believes that the inclusion of a shared use path will create and strengthen the 

local economy and offer added recreation and health benefits for area residents. The 

improvements would promote a better relationship between the two counties by enhancing the 

physical connection for pedestrians and cyclists that are not well served by current infrastructure. 

For many decades the walkway along the Livingston Avenue Bridge safely carried pedestrians 

from one side of the river to another. It’s time to safely reconnect the cities of Albany and 

Rensselaer. We are excited to support this proposed project and urge NYSDOT to support Build 

Alterative Two as proposed in the draft environmental assessment, with the modifications noted 

above. 

Sincerely,

Robin Dropkin 

Executive Director
From: Johann Moore <>  

Sent: Saturday, May 14, 2022 5:09 PM

To: dot.sm.r01.LivingstonAveBridge <livingstonavebridge@dot.ny.gov>

Subject: PUBLIC COMMENT

Re. PIN 1935.49  

Please accept my submission in support of the replacement of the Albany‐Rensselaer railroad bridge. I am a part‐time

resident of New Hamburg, NY and regularly travel by train, including to visit family in Oregon and Vermont as well as a

frequent visitor by train to Canada. This bridge carries no fewer than four interstate/provincial passenger lines, two of

which international and with imminent restoration of through‐service from Rutland to Burlington, this bridge

replacement project will not just permit faster speeds upon departing Albany‐Rensselaer station northbound but will

ensure this critical service remains unthreatened by interruptions due to age‐related wear and damage to the current

ancient span. The north and south alternatives each have apparent advantages but my support is not conditioned on the

option chosen. The historic, archaeological and environmental impacts appear minimal with protections for the

Muhheakantuck/Hudson River and its aquatic fauna being provided for and as it appears that there are no issues

withstanding, I urge that the project be approved and move forward expeditiously.

Johann Moore‐Goldring(member Rail Passenger Association)
From: Carol Shobrook <>  

Sent: Wednesday, May 18, 2022 10:20 AM

To: dot.sm.r01.LivingstonAveBridge <livingstonavebridge@dot.ny.gov>

Subject: Question re Livingston Ave Bridge Replacement  

Good morning,

Could you please tell me who to contact with a procurement‐related question regarding the Livingston Ave Bridge

Replacement?

I would like to know if the procurement method is defined.

Will it be Design‐Bid ‐Build or Design‐Build?   

Will there be prequalification requirement(s), and will it be best value or low bid?

Thank you.

Best regards,

Carol Shobrook

Construction Business Development Director

Weeks Marine, Inc.
From: David Szyszka <>  

Sent: Thursday, May 19, 2022 12:35 PM

To: dot.sm.r01.LivingstonAveBridge <livingstonavebridge@dot.ny.gov>

Subject: Livingston Avenue Bridge Project

A good afternoon to you, hope your week has gone well. I was hoping I could get your assistance as I’m trying to 

gather information pertaining to the Livingston Avenue Bridge Project which has gradually been moving 

forward. Champion Fiberglass manufactures an electrical conduit system that is utilized within tunnels and along 

bridges all across the country so we are very interested in being a part of this project. With our products light weight 

yet rigid design, Champion Fiberglass could provide a substantial savings to not only material costs but also with 

installation and labor costs. I understand that the project is still in the early stages however I wanted to be diligent 

in making our interests in the project known. 

Any information you could share at this time would be appreciated. Just to give you an idea of how our product is 

utilized on bridge applications, the image below is that of a bridge right outside of Atlanta, GA where our conduit 

and hangers are being used. Should you have any questions please don’t hesitate to contact me. 

I look forward to speaking with you further and hope you have a blessed Thursday.
From: ivan vamos <>  

Sent: Saturday, May 28, 2022 3:34 PM

To: dot.sm.r01.LivingstonAveBridge <livingstonavebridge@dot.ny.gov>

Cc: Jen Ceponis <jceponis@cdtcmpo.org>

Subject: Livingston Ave. Bridge project comments

Mark Jakubiak

Project Manager

NY State DOT

Main Office Rail Projects Group

livingstonavebridge@dot.ny.gov

Dear Mr. Jakubiak,

Thank you for the opportunity to comment on the Livingston Ave Bridge project. I have been involved in discussions 

regarding the replacement or rehabilitation of this important bridge and its walkway for decades. I attended an early 

meeting regarding the bridge replacement project at CDTC offices, including Richard Filkins DOT, Quentin Johnson from 

Modjeski and Masters and others on Sept. 30, 2010. I represented NY(State) Bicycling Coalition (NYBC) and also 

advocated for pedestrians.

Decades before this 2010 meeting, it became clear to us, as well as many at NYS DOT that closing the walkway 

component of the bridge because of its poor maintenance, closed off an important transportation link in the Capital 

District. The inadequate pedestrian route on the Dunn Memorial Bridge, regarded by some as an alternative route, did 

not offer safe standards for bicycling or meet ADA requirements. The recent completion of the Empire State Trail system 

has only made apparent the need for a safe, well designed crossing serving pedestrians, bicyclists and the handicapped 

at this strategic location. Recent national programs entitled “Reconnecting Communities” also would further support 

reestablishing this intercity transportation link. The FRA publication, Rails with Trails (FTA-MA-26-0052-04-1, 2002), also 

supports the trail facility on the rail bridge.

Consequently, we were delighted to see that the replacement of the trail component of the Livingston Ave Bridge will be 

a part of the options for replacing the century old Livingston Ave. Bridge. Both the north or south alignment options for 

the bridge would serve the river crossing multi use trail needs well.

We do have an important suggestion for the trail connection’s alignment shown on the west side of the bridge. A new 

curving structure east of I-787 is represented by single lines in the schematics, 

descending from the bridge to a section of open space, then crossing Quay Street to connect to the trail system in the 

Corning Preserve. Probably these design options were proposed before the new “Skyway” multi-use trail was developed 

along the former Clinton St. northbound I-787 exit. ramp. 

A better alternative for this west side bridge-trail connection would be located directly to the west of I-787. At this location 

the bridge and the new “Skyway” come within about 25’ of each other and are at nearly the same elevation. This would 

replace the depicted new trail exit/entrance ramp and would facilitate a direct link into Albany and the Corning Preserve via 

the Skyway. Fewer new structures would be needed in the park’s open space, only a single crossing of Quay Street would 

be needed, and perhaps this suggested option may even save some construction and maintenance costs.

Regarding an entirely different issue, I offer a personal observation: The cribwork and sheet piles around concrete is 

shown for protecting the piers in the Hudson River in the rendering representing the project. This design may be 

problematic, if it truly represents the bridge protection design. During ice flows and perhaps even during high current 

events ice and debris would build up on and against such a surface. The existing piers on the old bridge are well armored 

stonework with a pointy design, somewhat resembling the prow of a ship. The newly built Crown Point to Chimney Point 

bridge crossing southern Lake Champlain has smooth, curved pier designs that allows ice to ride up and break, so the ice 

(or debris) will flow past the bridge (similar to the upside-down bottom design of an ice breaker). The US Army Cold 

Regions Research and Engineering Labs (CRREL) can help suggest similar design options.

Thank you again for the opportunity to provide comments.

Ivan Vamos AICP

Board Member Emeritus NYBC
Individuals 
From: no-reply@dot.ny.gov <no-reply@dot.ny.gov>

Sent: Thursday, June 9, 2022 9:14 AM

To: dot.sm.r01.LivingstonAveBridge <livingstonavebridge@dot.ny.gov>

Subject: Livingston Ave. Bridge Project Comments

Name:

 Andrea J Becker

Comment Topic:

 Livingston Ave. Bridge Project Comments

Comments:

 Reuse Idea:

Reuse of such a large historic structure is problemaWc. First its large, dismantling damages it, and no one can afford to

move it or even maintain it. Then there is the fact that no one wants it.

If the structure cannot be used in its enWrety (highly unlikely) reuse the steel or other parts to design a GATEWAY,

TRELIS, FAUX TRUSS or ART SCULPTURE on each end of the bridge. Involve the community by having New York

residents compete for the 2 spots. One for Albany and one for Rensselaer. It could be for arWsts, 2 college student(s),

ironworkers, or other makers to design each bridge end?s creaWon. Detailed parameters of the design could be

provided. This could be mainly for the pedestrian users and not so much for the train passengers but could be lit at

night for all to enjoy.
From: no‐reply@dot.ny.gov <no‐reply@dot.ny.gov>  

Sent: Tuesday, June 14, 2022 10:00 AM

To: dot.sm.r01.LivingstonAveBridge <livingstonavebridge@dot.ny.gov>

Subject: Livingston Ave. Bridge Project Comments

Name:  

  Andrea J Becker

Comment Topic:  

  Livingston Ave. Bridge Project Comments

Comments:  

  The proposed tower roofs are not as interesting as they could be. Some suggestions are; Look at the lift bridge in

DULUTH, MN that has an open steel tower with spires. OR if we can't have an open wheel house consider Black siding

instead of White, white will never look clean and is house‐like.

Consider standing seam roofs.  

Consider not using a shed roof ‐ roof line.  

For a lighthouse look consider hip roofs and faux windows/lighting. Thank you for reading these ideas.   
From:no‐reply@dot.ny.gov<no‐reply@dot.ny.gov>  

Sent:Wednesday,June 15, 20 5:8AM

To: dot.sm.r01.LivingstonAveBridge <livingstonavebridge@dot.ny.gov>

Subject:Livingston Ave. Bridge Project Coments

Name:   

  Pamela Bentien   

Coment Topic:   

  Livingston Ave. Bridge Project Coments

Coments:  

  PublicComent on Livingston Ave Bridge project Istrongly support includinga bike/pedestrian path on the new

Livingston Ave Bridge.  As a resident of Troy who rides on al the local bike paths,this wil be an important link in

connectingcomponents of regional alternative transportation routes.  Looking forwardto ridingandwalking this

newstructure!
From: no‐reply@dot.ny.gov <no‐reply@dot.ny.gov>  

Sent: Monday, May 16, 2022 1:00 PM

To: dot.sm.r01.LivingstonAveBridge <livingstonavebridge@dot.ny.gov>

Subject: Livingston Ave. Bridge Project Comments

Name:   

  Gregg Blaszak

Address:  

Comment Topic:   

  Livingston Ave. Bridge Project Comments

Comments:   

  Has NYSDOT selected an engineering firm to design the new bridge?
From: Peter Crasto‐Donnelly <>  

Sent: Saturday, June 4, 2022 3:08 PM

To: dot.sm.r01.LivingstonAveBridge <livingstonavebridge@dot.ny.gov>

Subject: Public Comment

To Whom It May Concern,  

Thank you very much for all the work that was done for the options for the replacement of the Livingston Avenue

Bridge. I wanted to add my voice in support of having a multi‐use path for a biking and walking path included in the

design of the bridge.  

I am a cyclist that rides year round, including commuting to and from work. Having the ability to safely travel by bike is

valuable to me for the following reasons:

 It keeps me active and healthy

 The money I would have spent on a car allows me to pay down other bills (student loans, mortgage) and save for

retirement.

 I cause less wear and tear on the roads, meaning that there is less public maintenance costs to my travel when

compared to a car.

I see the pedestrian multi‐use path as another opportunity for me to be able to explore and get around the capital

region. It would also be helpful to have another alternative for crossing the bridge into Rensselaer as the Memorial

Bridge is rather steep.  

I also want to note that when my friends visited Albany, they were amazed at how walkable the city was. We started our

day at the Corning Preserve, walked downtown to enjoy the architecture, stopped by the NYS museum, ate on Lark

Street, walked Washington Park, bought items from a shop on Lark Street, and took the Skyway back to the Corning

Preserve. Out of all the cities in the region, Albany is the one they are most excited to return to. Having the walkway on

the Livingston Ave Bridge would give another opportunity for my friends and I to start at the Corning Preserve and walk

a loop to enjoy the day.  

Thank you for your consideration.

Peter Crasto‐Donnelly, Albany Resident
From: Virgina Hammer <>  

Sent: Monday, May 9, 2022 6:17 PM

To: dot.sm.r01.LivingstonAveBridge <livingstonavebridge@dot.ny.gov>

Subject: PIN 1935.49

I support the Build 2 alternative for replacement of the Livingston Avenue Bridge.  .  

This project is way overdue.   

Virginia Hammer
From:no‐reply@dot.ny.gov<no‐reply@dot.ny.gov>  

Sent: Tuesday,June 7, 20 8:16AM

To: dot.sm.r01.LivingstonAveBridge <livingstonavebridge@dot.ny.gov>

Subject: Livingston Ave. Bridge Project Coments

Name:   

  Janet Holocher

Coment Topic:   

  Livingston Ave. Bridge Project Coments

Coments:  

  As a Schenectady County resident,andan AMTRK rider to Massachusetts and the Hudson Valey, Istrongly support

the replacement of the Livingston Avenue Bridge and the construction of bike andpedestrian acess on the newbridge.  

Considering the age and condition of this bridge, the frequency of use,and its key location in the Northeast

transportation network,replacement of this bridge is an urgent matter for railtransportation,publicsafety,and climate‐

friendly transportation options.   Replacingthis bridge is a top priority for our region!  Thank you for the opportunity to

coment.

Janet Holocher
From: no‐reply@dot.ny.gov <no‐reply@dot.ny.gov>  

Sent: Tuesday, June 7, 2022 9:03 AM

To: dot.sm.r01.LivingstonAveBridge <livingstonavebridge@dot.ny.gov>

Subject: Livingston Ave. Bridge Project Comments

Name:  

  Janet Hollocher

Comment Topic:  

  Livingston Ave. Bridge Project Comments

Comments:  

  Electrification of transport has the potential to reduce the climate impact of rail transport.  Will the new Livingston

Avenue Bridge be designed to accommodate trains that run on electricity, as these are introduced into the system?

I support bridge replacement with bike and pedestrian access.

Thank you.

From: no-reply@dot.ny.gov <no-reply@dot.ny.gov> 

Sent: Tuesday, May 10, 2022 3:00 PM 

To: dot.sm.r01.LivingstonAveBridge <livingstonavebridge@dot.ny.gov>

Subject: Livingston Ave. Bridge Project Comments

Name:

Meghan Keegan

Address:

Comment Topic:

Livingston Ave. Bridge Project Comments

Comments:

I support the inclusion of a walking path in the Livingston Ave Bridge project. Allowing an accessible walking/cycling

path o er the river in this location would be a game changer for both Albany and Rensselaer.


From:no‐reply@dot.ny.gov<no‐reply@dot.ny.gov>  

Sent:Wednesday,June 15, 20 4:21PM

To: dot.sm.r01.LivingstonAveBridge <livingstonavebridge@dot.ny.gov>

Subject:Livingston Ave. Bridge Project Coments

Name:   

  AndrewMatrai

Coment Topic:   

  Livingston Ave. Bridge Project Coments

Coments:  

  I love the idea of a mixed use pathway on the bridge! lets get more walkability in Albany!
From:no‐reply@dot.ny.gov<no‐reply@dot.ny.gov>

Sent: Tuesday,June 14, 20 3:20PM

To: dot.sm.r01.LivingstonAveBridge <livingstonavebridge@dot.ny.gov>

Subject: Livingston Ave. Bridge Project Coments

Name:

  GregMoore

Coment Topic:

  Livingston Ave. Bridge Project Coments

Coments:

  Make this happen as quickly as possible!

But do two things:

1) Make sure it's built with a pedestrian/bicycle path. The current Dunn walkway is a horrible solution for pedestrians

and bicyclists.

2) Plan ahead: make sure there's room for catenary at some point! We need to electrify the Empire Route to cut

emissions and increase aceleration curves.
From: no‐reply@dot.ny.gov <no‐reply@dot.ny.gov>

Sent: Tuesday, June 14, 2022 5:37 PM

To: dot.sm.r01.LivingstonAveBridge <livingstonavebridge@dot.ny.gov>

Subject: Livingston Ave. Bridge Project Comments

Name:

  Nathanael

Comment Topic:

  Livingston Ave. Bridge Project Comments

Comments:

  Good plan.  EA looks thorough and complete.  Build the bridge as described in the EA.  Thank you.
From: no‐reply@dot.ny.gov <no‐reply@dot.ny.gov>  

Sent: Monday, May 16, 2022 5:31 AM

To: dot.sm.r01.LivingstonAveBridge <livingstonavebridge@dot.ny.gov>

Subject: Livingston Ave. Bridge Project Comments

Name:  

  Gary G. Nelson

Address:  

Comment Topic:  

  Livingston Ave. Bridge Project Comments

Comments:  

  Dear NYSDOT,

I submit comment on reconstruction of the Livingstone Ave. railroad bridge.

I fully endorse structural renewal and functional enhancement of the bridge, including for pedestrian and bicyclist

crossing.  But the bridge is primarily an essential link in northeast rail passenger traffic.

I specifically comment on the possibility of restoring a regional rail passenger service that would emulate the former

"Belt Line" service provided by the mainline railroads to the Albany and Troy areas.

The possibility of using existing track from Troy to Rensselaer and across to Albany and Schenectady  has been mooted

recently to the CDTC.  Within the last few years a group of us have renewed this proposal as the Troy Rensselaer Albany

Commuter (TRAC) service.

I point out the merit of this proposal to at least provide continuity of rail to Troy and so alleviating the problem of

parking and deficiency in transit access to the present Rensselaer Amtrak station.  However the service has greatest

merit in terms of fostering transit oriented development in South Troy and restoring rail service among the three core

cities as well as Rensselaer.

The role of the Bridge in such a service is critical.  The immediate commitment of the Bridge reconstruction should be as

follows:

Reserve an area at the Albany bridgehead for a station location for future regional rail passenger service. Such a location

would serve the North Albany area and interchange with frequent bus service to Albany and Menands/Watervliet.  With

a rail spine between Schenectady, Albany and Troy, the urban cores would restore the access they once had and

facilitate inter‐core trips and access to the intercity rail hub at Rensselaer.

Any investment in the bridge should at least preserve the option for an Albany station stop to partly restore the error of

moving the rail station out of the Albany downtown.

Sincerely,

Gary Nelson
From: no‐reply@dot.ny.gov <no‐reply@dot.ny.gov>

Sent: Wednesday, June 15, 2022 5:03 AM

To: dot.sm.r01.LivingstonAveBridge <livingstonavebridge@dot.ny.gov>

Subject: Livingston Ave. Bridge Project Comments

Name:

  Martin Robinson

Comment Topic:

  Livingston Ave. Bridge Project Comments

Comments:

  I support the rebuilding of the Livingston Avenue Bridge that includes pedestrian and bicycle access.
In Person Public Informational Meeting and Public Hearing

Written Comments

Livingston Avenue Bridge Project

June 1, 2022

Comment #1 

Name: Erica Schneider, 12208 

The pedestrian/bicycle bridge as part of this project is so important. It should be made as wide 

as possible to accommodate bike/ped traffic in both directions. The southern alignment is 

preferable as it provides better access to both trails on either side. The connection to the Albany 

skyway in the renderings looks good and will provide easy access to the Empire State Trail. This 

will be a crucial connection and better bike/ped option and will be a great candidate for 

realignment of the Empire State Trail away from Dunn Memorial Bridge. 

The old bridge should be uses as a bike/ped bridge somewhere else in the state, or the 

component used for local art along the riverfront/trail. 

From: no‐reply@dot.ny.gov <no‐reply@dot.ny.gov>  

Sent: Thursday, May 12, 2022 11:28 PM

To: dot.sm.r01.LivingstonAveBridge <livingstonavebridge@dot.ny.gov>

Subject: Livingston Ave. Bridge Project Comments

Name:  

  Carmela Triolo

Address:  

Comment Topic:  

  Livingston Ave. Bridge Project Comments

Comments:  

Will the bridge be replaced in place?

The website does not show the proposed footprint.

Why is replacement of the bridge going to require use of eminent domain and purchase of property?  

Will the project displace any residential units or require the use of properties currently zoned or utilized for residential

use?  

How will any displaced residents be accommodated to ensure that will be able to obtain comparable or better housing

within the community which they can afford.

How will the location, path, dimensions and footprint of the current bridge differ from that of the proposed bridge

(entrances and exits for rail, foot, and motor vehicle)?

How will the height of the bridge over the water be different from the current bridge?

How will traffic (rail, foot, water, and motor vehicle) patterns and daily loads projected to change‐ quantify?    

Will the proposed bridge include a public walkway between Albany and Rensselaer?

Will the proposed bridge include a roadway/railway for public transportation between Albany and Rensselaer?  
From: Benjamin Turon   

Sent: Tuesday, May 31, 2022 10:46 PM

To: dot.sm.r01.LivingstonAveBridge <livingstonavebridge@dot.ny.gov>

Subject: Subject: Public Comment

Overall, I’m very happy with what NYSDOT has come up with to replace the Livingston Ave Bridge, with only two points

of concern to make about the current plans, both concerning future proofing the new structure which likely will serve

well over a century, as the current bridge has done.

First is electrification: will the new bridge’s superstructure have sufficient clearance over the rails for future overhead

catenary? While electrification seems a remote possibility today due to the cost and complexity, it is the best way to

move rail to a carbon neutral zero‐emission mode of transportation.  

The stated 23‐foot clearance should be enough for installing catenary to power future electric passenger trains; however

double‐stack intermodal freight would require a much higher clearance. For example, India is building a new network of

electrified long‐distance freight railways to accommodate double‐stack freight as catenary with a 26‐foot clearance

between the rails and the energized wires of the catenary.

Second is sea‐level rise: does the current proposed design of the new bridge take global warming climate induced sea‐

level rise in account, as the Hudson River is a tidal estuary to the federal lock in Troy? Studies predict that in a worse

case scenario that sea levels could rise by the end of this century by as much as seven feet, with a two‐foot rise being

the likely scenario if carbon emissions by human civilization is greatly reduced.

Now even a seven‐foot rise with the planned 25‐foot vertical clearance above the water (same as the existing bridge) of

the fixed spans would still leave over 15‐foot of clearance, although the design of the piers should take this range of sea‐

level rise into account. However, this would be an issue for the movable lift‐span over the navigation channel.  

While the EIS report stated that the planned 60‐foot vertical clearance of the planned lift span when open matched that

of the bridges adjacent to the north and south, these highway bridges (which are less heavily built than railroad bridges

and consequently have shorter service lives) and are likely to be replaced in the next several decades, and as such they

will likely take sea‐level rise into account for navigational clearance. I will also note that the vertical clearances for the

bridges south of Albany are all well over 100‐feet.

It is therefore my opinion that a 70‐foot vertical clearance for the lift span over the navigational channel would ensure

that maritime shipping would not be adversely affected by even dramatic sea‐level rise.

Benjamin J Turon
In Person Public Informational Meeting and Public Hearing

Written Comments

Livingston Avenue Bridge Project

June 1, 2022

Comment #2 

Name: John Van Raalte, 12054 

Please ensure ped/bike path is included on this bridge for the next 100 years of use/

connectivity. More bike routes needed, separated from traffic. Safety should not be used as an 

excuse not to include along with liability, see Portland, OR. Steel Bridge bike/ped crossing, with 

heavy traffic all day on lift bridge. 
Public Informational Meeting Transcripts 
Page 1

1 5/31/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 STATE OF NEW YORK 

3 DEPARTMENT OF TRANSPORTATION 

4 IN COOPERATION WITH 

5 THE FEDERAL RAILROAD ADMINISTRATION, F.R.A. 

6 In compliance with the New York State D.O.T. 

7 Procedures for implementation of the State 

8 Environmental Quality Review Act at 17 New York 

9 Codes, Rules and Regulations, Part 15. 

10 PUBLIC STATEMENT HEARING 

11 DATE: May 31, 2022 

12 TIME: 10:06 a.m. 

13 BEFORE: MAURA FITZPATRICK 

14 

15

16

17

18

19

20

21

22

23

24

25
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1 5/31/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 (The hearing commenced at 10:06 a.m.) 

3 MS. FITZPATRICK: Okay. Well, welcome 

4 back and it's now time to begin the hearing for the 

5 State's Eminent Domain Procedure. And following the 

6 hearing all are invited to provide their verbal 

7 comments. The comments will be limited to three 

8 minutes, and we will be counting that. Speakers will 

9 be muted if they use inappropriate language. 

10 Substantive comments will be responded to as part of 

11 the NEPA, SECRA and E.D.P.L. processes, and this 

12 hearing is being recorded. And the official 

13 transcript of the hearing will become part of the 

14 project record. 

15 And so before we begin the 

16 public comment portion, we're going to show you 

17 another video about the E.D.P.L. 

18 The New York State 

19 Department of Transportation, New York State D.O.T., 

20 in cooperation with the Federal Railroad 

21 Administration, F.R.A. published an environmental 

22 assessment for the project on May 9th, 2022. The 

23 project has been advanced in accordance with the 

24 requirements of the National Environmental Policy 

25 Act, NEPA codified as Title 40 Code of Federal 
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Page 3

1 5/31/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 Regulations, Parts 1500 to 1508, F.R.A.'s 

3 environmental regulations at 23 C.F.R. Part 771 and 

4 774, the New York State D.O.T. procedures for 

5 implementation of the State Environmental Quality 

6 Review Act at 17 New York Codes Rules and Regulations 

7 Part 15. 

8 And in accordance with the 

9 provision of Article 2 of the New York State Eminent 

10 Domain Procedure Law, E.D.P.L. The publication of 

11 the environmental assessment began the public comment 

12 period on the document which will extend until five 

13 p.m. eastern daylight time on June 15th, 2022. This 

14 public hearing is being conducted to obtain comments 

15 on the project's environmental assessment and the 

16 right-of-way acquisition process. 

17 The environmental assessment 

18 is available for review at this hearing, on the 

19 project's website, 

20 www.dot.ny.gov/livingstonavebridge. And at the New 

21 York State D.O.T. Main Office, 50 Wolf Road, Albany, 

22 New York 12332 and at the Albany City Hall and the 

23 Rensselaer City hall. The environmental assessment 

24 documents compliance with other applicable federal, 

25 New York State and local environmental laws and 
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1 5/31/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 regulations including Section 106 of the National 

3 Historic Preservation Act, the conformity 

4 requirements of the Clean Air Act, the Clean Water 

5 Act, the Rivers and Harbors Act of 1899, Section 4F 

6 of the Department of Transportation Act of 1966, 

7 Section 4F, the Endangered Species Act, Executive 

8 Order 11988 and U.S. Department of Transportation 

9 Order 5650.2 on flood plain management. 

10 Executive Order 11990 on 

11 protection of wetlands. The Magnuson-Stevens Act 

12 related to essential fish habitat, the Coastal Zone 

13 Management Act, and Executive Order 12898 on 

14 Environmental Justice. It describes the project, the 

15 consideration of social economic and environmental 

16 effects that would result from implementation of the 

17 project and measures to mitigate adverse effects. 

18 This hearing provides the 

19 public an opportunity to make formal statements of 

20 positions before any final project decisions are 

21 made. The agencies will review and consider public 

22 comments submitted by the comment deadline. 

23 Substantial comments received will be addressed after 

24 the meeting as part of the NEPA and E.D.P.L. 

25 processes. The determinations and findings for the 
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1 5/31/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 public hearing will be published within ninety days 

3 of the hearing date. 

4 This presentation will cover 

5 materials specific to the project as it relates to 

6 the eminent domain procedure law. We will discuss 

7 the hearing purpose and the project location, goals, 

8 description and impacts. Then we will discuss the 

9 right-of-way acquisition process and how to submit 

10 comments. 

11 During the development of 

12 the project alternatives for the environmental 

13 analysis, several properties were identified that may 

14 be required for the construction of the preferred 

15 alternative. Property acquisition by New York State 

16 D.O.T. would occur in accordance with the New York 

17 State Eminent Domain Procedure Law. Today's hearing 

18 is a requirement under this law. 

19 The Livingston Avenue Bridge 

20 is located in the Cities of Albany and Rensselaer, 

21 New York and spans the Hudson River. As a part of 

22 the rail network, this project is located on the 

23 Hudson line section of the Empire corridor. The 

24 current service across the bridge includes twelve 

25 Amtrak passenger trains and roughly two to six 
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1 5/31/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 freight trains, Canadian Pacific Railway and C.S.X. 

3 daily. 

4 The bridge is a critical 

5 link for passenger rail service as no detour is 

6 available without creating substantial delays upwards 

7 of two and a half hours. The bridge has a movable 

8 swing span to allow larger ships to pass and opens 

9 about four hundred times each year. This mechanism 

10 has become unreliable and sticks in the open position 

11 causing delays to passenger rail service when the 

12 bridge cannot be closed in a timely manner. 

13 This bridge is more than a 

14 hundred years old with the bridge piers built in 1865 

15 and the bridge spans built in 1903. Due to its age, 

16 it is in a deteriorated state and trains are limited 

17 to crossing one at a time at only fifteen miles per 

18 hour. Also the clearances for height and width do 

19 not meet modern standards, and the bridge does not 

20 meet current seismic design codes. 

21 The goals for this project 

22 relate to addressing substandard conditions and 

23 improving operations for rail and river traffic. As 

24 shown on the slide, the three goals are to, number 

25 one, improve passenger rail operations, service 
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1 5/31/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 reliability and operational flexibility. Number two, 

3 improve the load capacity of the corridor and remove 

4 existing structural operational limitations. And, 

5 number three, minimize conflicts with ship traffic. 

6 The project goals were used 

7 to develop the alternatives evaluated in the 

8 environmental assessment. The environmental 

9 assessment for the project was prepared in accordance 

10 with the National Environmental Policy Act as well as 

11 related laws and regulations. It includes an 

12 evaluation of the potential permanent impacts of the 

13 project during operation and temporary impacts during 

14 construction. 

15 It evaluates a full range of 

16 environmental topics covering issues related to the 

17 human and built environment such as land use, 

18 community character, social and economic conditions 

19 and historic resources and visual considerations. It 

20 also includes an evaluation of the project's effects 

21 on the natural environment including terrestrial 

22 resources and water resources. 

23 As previously discussed, 

24 this document is available to the public for review 

25 and comment. Based on the analysis in the 
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1 5/31/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 environmental assessment as well as operational and 

3 engineering considerations, the preferred 

4 alternative, a full replacement approximately sixty 

5 feet to the south of the existing bridge, was 

6 identified. Shown in the profile at the bottom of 

7 the slide, a lift span is proposed to accommodate 

8 ships instead of a swing span. 

9 It will allow for a sixty 

10 foot vertical clearance when raised which matches the 

11 clearances at upstream and downstream bridges, and 

12 will be centrally located in the river channel. Also 

13 proposed is a shared use path for pedestrians and 

14 bicyclists to cross the Hudson River connecting local 

15 and regional trail networks in Albany and Rensselaer. 

16 The construction costs for 

17 the proposed bridge are estimated at four hundred 

18 million dollars. This figure shows a view looking 

19 down from above the proposed bridge. The new track 

20 alignments are shown in red and the shared use path 

21 in green. On the Albany side, the rail bridges over 

22 Water and Center Streets will be rehabilitated to 

23 accommodate track alignments for the new Livingston 

24 Avenue Bridge. 

25 On the Rensselaer side, the 
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1 5/31/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 Y tracks will be realigned to match the new 

3 Livingston Avenue Bridge alignment and facilitate 

4 train turning movements. These new alignments off 

5 the bridge and the new bridge structure will support 

6 increased speeds for passenger trains. Eastbound 

7 passenger trains heading toward Rensselaer will have 

8 a maximum speed of thirty miles per hour. And 

9 westbound passenger trains heading toward Albany will 

10 have a maximum speed of forty miles per hour. 

11 In addition to higher 

12 speeds, the new bridge typical section will support 

13 two trains using the structure at the same time which 

14 is not possible today. The cross section shows 

15 updated vertical and horizontal train clearances and 

16 shows how the new shared use path will be 

17 accommodated across the bridge. 

18 The next few slides will 

19 discuss the proposed right-of-way impacts of the 

20 preferred alternative on both the Albany and 

21 Rensselaer sides of the river. These acquisitions 

22 are necessitated by the new rail alignments to tie 

23 into the new bridge location and to construct the new 

24 shared use path. Property acquisitions would occur 

25 in accordance with the eminent domain procedures law, 
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1 5/31/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 a process that will be discussed at the end of this 

3 presentation. 

4 This proposed acquisition 

5 area is on the Rensselaer side of the river just 

6 north of the bridge where the new tracks will tie 

7 into the lines running north. It includes one larger 

8 parcel owned by First Rensselaer Corporation that 

9 measures one point one four acres. There are also 

10 five smaller parcels owned by Pulcinella Realty 

11 Corporation that total zero point two seven acres in 

12 size. 

13 South of the bridge on the 

14 Rensselaer side there is a triangular shaped property 

15 owned by New York Central or C.S.X. where the shared 

16 use path will diverge from bridge alignment and turn 

17 south. This property may need to be acquired as part 

18 of the project. After the shared use path turns 

19 south, it will gradually slope downward to connect 

20 with the proposed Rensselaer Riverfront Trail. The 

21 highlighted area is a permanent easement that may 

22 need to be acquired from Amtrak. 

23 On the Albany side of the 

24 river there are three parcels that will no longer be 

25 needed for railroad use. These have the potential to 
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1 5/31/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 be acquired to facilitate future access to the 

3 tracks. After properties have been identified during 

4 the design process, the first step in the right-of5 way acquisition process is sending out an 

6 introductory letter and a packet with a preliminary 

7 copy of the acquisition maps. A New York State 

8 D.O.T. representative will then set up an appointment 

9 by phone or in person to explain the acquisition 

10 process and the project in more detail. 

11 The next step is the 

12 determination of compensation. New York State 

13 D.O.T.'s appraisal unit will send out a letter 

14 providing the property owners the opportunity to 

15 accompany the appraiser on their inspection of the 

16 property. The appraisal will establish fair market 

17 value for the subject lands. Once established, the 

18 offer of just compensation will be made. The offer 

19 may be made by mail or in person. The offer will 

20 include an agreement for the owner to review and 

21 sign. 

22 A second contact will be 

23 made by New York State D.O.T. within two weeks of the 

24 offer to answer any questions the owner may have or 

25 address any concerns. Once contact has been made 
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1 5/31/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 with the property owner, the state proceeds to 

3 acquire title to the area depicted on the acquisition 

4 map by filing a copy of the map with the county 

5 clerks. Notice of this filing will be sent to the 

6 property owner via certified mail. Once an agreement 

7 and all required closing papers have been signed and 

8 have completed legal review, payment will be issued 

9 by the state comptroller within approximately eight 

10 weeks. 

11 The next steps after the 

12 public hearing and the public comment period have 

13 ended will be for the Federal Railroad Administration 

14 to make their environmental determination. This will 

15 be based on the analysis presented in the 

16 environmental assessment and a review of the comments 

17 received. We expect the F.R.A. to make this 

18 determination later this fall. Real estate 

19 acquisitions will follow in the winter of 2022 and 

20 into early 2023. Construction will begin at the end 

21 of 2023 and is anticipated to be complete at the end 

22 of 2026. 

23 I will now review how to 

24 comment on the environmental assessment. Comments 

25 will be accepted through June 15th, 2022. Comments 
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1 5/31/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 via e-mail may be sent to 

3 Livingstonavebridge@dot.ny.gov. Subject, public 

4 comment. Comment through the project website, 

5 wwww.dot.ny.gov/livingstonavebridge/contact. 

6 Subject, public comment. Comment via U.S. Mail. 

7 Livingston Avenue Bridge Project, New York State 

8 Department of Transportation, Office of Design, 50 

9 Wolf Road, P.O.D.-24, Albany, New York 12232. 

10 MS. FITZPATRICK: Okay. We will now 

11 begin the public comment portion of tonight's 

12 meeting, and I just have a few more instructions and 

13 then we'll get to the heart of the matter. My role 

14 as hearing moderator is to provide members of the 

15 public an opportunity to provide comments in an 

16 organized, fair, professional and orderly manner. 

17 Agency representatives will not be answering 

18 questions or responding to comments. 

19 Responses to substantive 

20 comments will be addressed as part of the NEPA, SECRA 

21 and E.D.P.L. processes. As a reminder, if you have 

22 questions about Zoom webinar technology, please use 

23 the chat box to send a message to Kelsey Khan who is 

24 serving as our technical support this evening. You 

25 can also contact Kelsey at Kkhan, that's K-K-H-A-N @ 
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1 5/31/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 F-H-I Studio. Com. Or you can call her at Nine one 

3 seven nine nine four eight two five five with any 

4 Zoom webinar technology questions. Again, do not put 

5 your comments in the chat as they will not be 

6 included in the project record. 

7 If you are disconnected at 

8 any point during this meeting or having bandwidth 

9 issues with your Internet, there is an option to call 

10 into the meeting via phone. You can use the toll 

11 free number on your screen to access the meeting if 

12 you are disconnected or if joining by a phone is 

13 simply a better option for you. Call Six four six 

14 five five eight eight six five six when -- and when 

15 prompted enter the webinar I.D. which is Eight seven 

16 one three one one four seven four five three. 

17 If you would like to make -- 

18 there you go. We're in the right slide. Okay. If 

19 you'd like to make a public statement, please use the 

20 raise hand function in the Zoom toolbar at the bottom 

21 of your screen. And or press Star Nine on your phone 

22 to alert the host that you would like to comment. If 

23 you're not seeing the raise hand in your Zoom toolbar 

24 you may need to click on participant in your Zoom 

25 toolbar. 
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2 The button will then show up 

3 at the bottom of the window in the participant's 

4 pane. On mobile devices you may need to click the 

5 three dots to access more features. When you are 

6 called on to speak, the host will give you permission 

7 to unmute yourself so all participants can hear you. 

8 If you log on by computer or the Zoom app you will 

9 receive a notification to unmute. 

10 Speaker icons are located in 

11 the top left of Android and IOS -- I.O.S. devices. 

12 Please click the unmute button before you begin 

13 speaking. If you are dialing in by phone, when the 

14 moderator calls on you to speak, press Star Six. 

15 Press Star Six again to mute when you are done 

16 speaking. 

17 A stenographer will record 

18 the proceedings of this meeting verbatim and a 

19 written transcript will be prepared. Please state 

20 and spell your name and identify any organization you 

21 represent. To ensure all are heard, comments will be 

22 limited to three minutes after introductions. There 

23 will be a countdown clock on the screen and I will 

24 provide a verbal warning when thirty seconds remain. 

25 At this time we will hear 
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1 5/31/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 from those who wish to make oral statements. I 

3 remind you that if you would like to comment please 

4 use the raise hand function in Zoom or press Star 

5 Nine if participating by phone. In accordance with 

6 New York State D.O.T. policy, elected and appointed 

7 officials will be given the first opportunity to 

8 speak and we'll give them a few more minutes of time 

9 to speak. 

10 Others will be called to 

11 make their statements in the order they are listed in 

12 the queue and you'll see that queue on the screen. I 

13 will call two names at a time so you are prepared 

14 when it is your turn to speak, and I apologize in 

15 advance if I mispronounce anyone's name. All right. 

16 So let's get started and we'll see on the screen the 

17 list of speakers. 

18 So our first speaker is 

19 Mayor Mike Stammel from the City of Rensselaer 

20 followed by Mayor Kathy Sheehan from the City of 

21 Albany. So Mayor Stammel, if you will please unmute 

22 yourself and go right to your statement. 

23 MS. VICS: Hi. Can you hear me? 

24 MS. FITZPATRICK: Yes. 

25 MS. VICS: Okay. This is Ketura Vics 
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2 the director of planning from the City of Rensselaer 

3 speaking on behalf of Mayor Stammel. 

4 MS. FITZPATRICK: Welcome. Thank you. 

5 MS. VICS: Yes. So --. 

6 MS. FITZPATRICK: Excuse me. If you 

7 wouldn't mind please stating and spelling your first 

8 and last name for the record please? 

9 MS. VICS: Oh, sorry. Ketura Vics. 

10 K-E-T-U-R-A. Last name Vics V-I-C-S representing the 

11 City of Rensselaer on behalf of Mayor Stammel. 

12 MS. FITZPATRICK: Thank you. 

13 MS. VICS: Yes. So the City of 

14 Rensselaer would like to thank the New York State 

15 Department of Transportation for continuing to 

16 coordinate with the city on the Livingston Avenue 

17 Bridge replacement project. As noted as an 

18 environmental assessment or E.A. and discussed as 

19 part of our ongoing meetings, although the bridge 

20 replacement project will have impacts to our 

21 Rensselaer Riverfront Multiuse Trail Project, (PIN) 

22 One seven six zero point eight four, which is 

23 currently under design and right-of-way incidentals 

24 and acquisitions, with careful coordination the 

25 project could also be a tremendous benefit to the 
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2 city. Please accept the following comments as part 

3 of the record. 

4 Regarding the executive 

5 summary, the city is pleased to acknowledge the 

6 department's commitment to the pedestrian and bicycle 

7 connections facilitated by this project. The city 

8 wholeheartedly supports the inclusion of the multiuse 

9 path alongside the new bridge and also the scenic 

10 overlooks at the junctions with the lift span for 

11 instances when the connection must be lifted. 

12 In addition, the city 

13 supports the department's designation of alternate 

14 two as the preferred alternative. Regarding the 

15 project's purpose and need. The City of Rensselaer 

16 would like to suggest consideration be given to 

17 formalizing the reestablishment of the pedestrian and 

18 bicycle connection between the City of Rensselaer and 

19 the City of Albany as an objective of this project. 

20 Historically the Livingston 

21 Avenue Bridge has provided this connection but it has 

22 been lost through time with lack of proper 

23 maintenance. The city cannot stress enough how 

24 important this vital, non-motorized link between 

25 these two cities is to the success of the project. 
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1 5/31/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 Regarding Draft Section 106 

3 of the M.O.A. or memorandum of agreement, the city is 

4 supportive of the interpretive sign and agrees to 

5 take over the maintenance responsibility for it. We 

6 would like to suggest that the location be designed 

7 into the area where the multiuse path from the bridge 

8 ties into the Rensselaer Riverfront Trail. And this 

9 is envisioned to be a public gathering space for 

10 years to come. 

11 Regarding Section 3.4. The 

12 city would like to suggest that the no action 

13 alternative identify the continued lack of pedestrian 

14 and bicycle accessibility identified as a negative 

15 impact for that alternative. 

16 Regarding Section 3.5.5. 

17 Since the city is coordinating with the New York 

18 State D.O.T. and agreeing to delay the completion of 

19 the Rensselaer Riverfront Trail until after the 

20 completion of the Livingston Avenue Bridge Project, 

21 the city would like to see the E.A. formally include 

22 the completion of the trail through the project's 

23 limits from DeLaet's Landing to Tracy Street as part 

24 of the construction. As the contractor will have 

25 disturbed the majority of this area and would be 
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2 mobilized to easily complete this minor construction 

3 as part of the restoration of the area, it would be a 

4 minor addition to the overall bridge project. 

5 Building the trail at the 

6 conclusion of the bridge project would also help keep 

7 pedestrians and cyclists from accessing the 

8 construction area should the city continue with 

9 current plan to extend the existing trail towards the 

10 bridge. 

11 Regarding Section 4.2.3.1.2. 

12 The city suggests that E.A. acknowledge that although 

13 providing a staging area on the Rensselaer side of 

14 the river will delay completion of the Rensselaer 

15 Riverfront Trail for several years, it will be 

16 beneficial to maintain the existing recreational 

17 activities at the Corning Preserve on the Albany side 

18 and will eventually provide a long term benefit on 

19 the Rensselaer side through the completion of the 

20 trail through project limits. 

21 Regarding Section 4.2.5. The 

22 city would like to see acknowledgement the New York 

23 State D.O.T. intends to secure a permanent easement 

24 or use an occupancy permit for the Rensselaer 

25 Riverfront Trail through the lands occupied by the 
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1 5/31/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 Livingston Avenue Bridge as part of this project. In 

3 addition, the city would like to see acknowledgement 

4 of any required trail canopy incorporated into the 

5 bridge design and construction as part of the 

6 project. 

7 And finally regarding Section 

8 4.15.5.1 the city acknowledges the width of the 

9 multiuse path on the bridge is twelve feet, but would 

10 like to note that the Rensselaer Riverfront Trail is 

11 and will continue to be ten feet wide. Therefore, 

12 the department may want to maintain the twelve foot 

13 width of the connector trail rather than widen it out 

14 to fourteen feet on the Rensselaer side. 

15 MS. FITZPATRICK: And you have thirty 

16 seconds please. 

17 MS. VICS: Thank you. Coordination 

18 and mitigation in place, the city would like to offer 

19 our full support to the project as this coordination 

20 would eliminate any permanent negative environmental 

21 effects in the City of Rensselaer. We sincerely 

22 appreciate the opportunity to partner on this 

23 exciting, once in a lifetime project, and look 

24 forward to its successful completion. On behalf of 

25 Mayor Stammel and the City of Rensselaer. Thank you. 
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1 5/31/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 MS. FITZPATRICK: Thank you. Three 

3 seconds to spare. Very good. Thank you so much. So 

4 our next speaker is Mayor Kathy Sheehan of the City 

5 of Albany followed by New York State Assembly Member 

6 Patricia Fahy. So, Mayor Sheehan, if -- you should 

7 be able to unmute yourself now. Mayor Sheehan, you 

8 may need to unmute yourself on your end. 

9 UNIDENTIFIED SPEAKER: Does not appear 

10 that the mayor -- Mayor Sheehan is in the audience 

11 right now. 

12 MS. FITZPATRICK: All right. Thank 

13 you, Nick. Okay. So we'll circle back. We'll leave 

14 the mayor on the list in case she joins us. So our 

15 next speaker will be New York State Assembly Member 

16 Patricia Fahy followed by Martin Daley. So Assembly 

17 Member Fahy you should be able to unmute yourself 

18 now. 

19 UNIDENTIFIED SPEAKER: It also appears 

20 that we do not have Assembly Member Fahy at this 

21 time. 

22 MS. FITZPATRICK: Okay. Thank you. 

23 Again, we'll leave them on the list and they might 

24 join -- be able to rejoin us. So our next speaker is 

25 Martin Daley followed by Ivan Famos. So Martin 
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2 Daley, I know you're here because we have seen your -

3 - I've seen some of your chats. So if you wouldn't 

4 please state and spell your first and last name for 

5 us and any affiliation and then we'll begin the 

6 timing. And you should be able to unmute yourself 

7 now. Martin Daley, are you with us? 

8 MR. DALEY: Hello. 

9 MS. FITZPATRICK: Yes, hi, how are 

10 you. 

11 MR. DALEY: Okay. Sorry. Some 

12 problems with my audio here. Thank you. I'll make 

13 my comments brief. My first thought is I want to 

14 recognize the department --. 

15 MS. FITZPATRICK: At this point I'd 

16 like you to please state your --. 

17 MR. DALEY: Oh, I'm sorry, yes. 

18 Martin Daley, M-A-R-T-I-N D-A-L-E-Y. Lead organizer 

19 for the Livingston Avenue Bridge Coalition which is a 

20 very grassroots coalition of more than fifty 

21 community organizations that have been advocating for 

22 the past ten years for the inclusion of the walkway 

23 to be added to the -- the replacement Livingston 

24 Avenue Bridge. 

25 My -- my first comment is I want 
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2 to thank and commend the department for their vision, 

3 for including this walkway in the bridge. It has 

4 been several decades since this bridge has provided 

5 the opportunity for not only residents in the City of 

6 Albany but also from the City of Rensselaer and 

7 throughout the region to be able to use this as a 

8 crossing point. 

9 I think this is an important 

10 opportunity to build a connection in New York State's 

11 Empire State Trail which crisscrosses the state and 

12 is a very significant draw for tourism for not only 

13 our region but our nation and world. So I'm excited 

14 that this could provide that opportunity and I wish 

15 that -- I -- I hope that the department acknowledges 

16 that in the environmental impact analysis. 

17 My comments are I'd like the 

18 impact analysis to consider -- to communicate when 

19 the bridge will be -- the pathway will be open as far 

20 as hours of operation will be open all season. I 

21 think those are important questions as to the value 

22 of that resource. My second comment is that in the -

23 - the site plan and in the renderings there are 

24 conflicting, I'll say, renderings, for lack of better 

25 term, on where the walkway will connect on the 
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2 western side of the bridge. 

3 Some of the renderings have the 

4 walkway connecting into the Skyway and some of the 

5 rendering -- renderings have the walkway on a 

6 separated berm curving back into the waterfront 

7 trail. Believe that the better connection would be 

8 that the walkway connect directly into the Skyway 

9 that would optimize the use of the Skyway as a 

10 connection onto the bridge and eliminate the 

11 necessity for perhaps a costly and burdensome walkway 

12 that may not be accessible by people accessing the 

13 trail from the bridge. 

14 So I would strongly encourage the 

15 department to look at the alternative that connects 

16 the bridge to the Skyway. But, again, I do want to 

17 underscore that residents of Albany County and 

18 Rensselaer County and both the City of Albany and 

19 City of Rensselaer along with both those cities and 

20 counties leadership have been steadfast in their 

21 support for the walkway and I'm very excited to see 

22 this project continue to advance. 

23 And I cannot overstate how 

24 pleased I am that New York State has carried this 

25 vision forward. So a big pat on the back to everyone 
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2 involved in advancing this project with the walkway. 

3 So thank you very much. 

4 MS. FITZPATRICK: Thank you. Okay. 

5 Terrific. So our next speaker is Ivan Vamos followed 

6 by Bruce Becker. So Ivan, again, you should be able 

7 to unmute yourself now and I'll ask you to state and 

8 spell your first and last name and to tell us your 

9 affiliation, and then we'll begin the timer. 

10 MR. VAMOS: Thank you. My first name 

11 is Ivan, I-V-A-N. Second name is Vamos, V-A-M-O-S. 

12 I represent the New York State Bicycle Coalition a 

13 statewide organization of bicyclists and bicycle 

14 organizations. And we have had the opening of a 

15 multipurpose path across the Livingston Avenue Bridge 

16 as a primary goal since the N.Y.B.C. was first 

17 formulated for -- formed thirty years ago. 

18 Other projects had been such as 

19 the current Mario Cuomo Bridge which does now have a 

20 bicycle pedestrian route. This is a needed route not 

21 only connecting the two cities, Albany and 

22 Rensselaer, but also because the current connection 

23 is -- does not meet standards for safe bicycling. 

24 The current connection being on the Dunn Memorial 

25 Bridge. It also does not meet A.D.A. standards for 
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2 people using wheelchairs. 

3 So this would be the only safe 

4 connection if -- when it's established and I hope 

5 that it's soon. We support alternative two and we 

6 agree with Martin Daley that connection to the Skyway 

7 would make the connection more easily used not only 

8 for getting to the trails but in getting through 

9 Albany itself. I had been a bicycle commuter in the 

10 Albany area for about forty years, and the change of 

11 getting -- chance of getting across the river and the 

12 chance of getting into Albany center, for example, to 

13 going to the -- from a office in Albany to the 

14 railroad station would be a -- enhanced greatly by 

15 connection directly to the Skyway. 

16 It may also save a little bit of 

17 money in the construction. Thank you. That -- 

18 that's the end of my suggestion -- suggestions. 

19 MS. FITZPATRICK: Thank you very much. 

20 So next on our list is Bruce Becker followed by 

21 Johann Moore. So Bruce Becker, you should be able to 

22 unmute yourself now and I'll ask you to state and 

23 spell your first and last name and tell us your 

24 affiliation. 

25 MR. BECKER: Thank you. First name 
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2 Bruce, B-R-U-C-E. Last name Becker, B-E-C-K-E-R. 

3 I'm immediate past president of the Empire State 

4 Passengers Association. And in that role I have 

5 helped advocate for improved ... of rail service 

6 across New York State for over twenty-five years. 

7 And I currently reside in the Buffalo area and use 

8 Amtrak service east to New York -- east to Albany New 

9 York City frequently. 

10 In addition, I've had the 

11 opportunity to ride over the Hudson River on trains 

12 for sixty-four years on both the previous Maiden Lane 

13 Bridge and now on the Livingston Avenue Bridge. The 

14 need for a bridge replacement is clear. Certainly a 

15 bridge the age of the Livingston Avenue Bridge prone 

16 for a breakdown for both train traffic and marine 

17 traffic demonstrates the need for that. 

18 In addition, a new modern bridge 

19 will allow for higher speeds and will allow for 

20 additional service to be instituted in the future to 

21 points west and north of Albany which is critical for 

22 the movement of passengers into the future. Our 

23 organization fully supports the preferred 

24 alternative, the number two south of the current 

25 bridge option. 
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2 And I want to conclude by 

3 thanking Governor Hochul for her leadership and for 

4 the entire staff including Commissioner Dominguez at 

5 New York State D.O.T. for advancing this project to 

6 this point. We look forward to partnering with the 

7 department as the bridge project continues and 

8 certainly look forward to riding across the new 

9 bridge as quickly as possible. Thank you. 

10 MS. FITZPATRICK: Thank you very much. 

11 Okay. Our next speaker is Johann Moore followed by 

12 Jacob Adams. So, Johann Moore, you should be able to 

13 unmute yourself and, again, I'll ask you to state and 

14 spell your first and last name and tell us your 

15 affiliation and then we'll start the clock. 

16 MR. MOORE: My name is Johann Moore. 

17 J-O-H-A-N-N. Last name M-O-O-R-E. I'm a member of 

18 Rail Passengers Association. I'm also a Miami Beach 

19 commissioner's appointee to the Miami Beach 

20 sustainability committee, and I'm a seasonal resident 

21 of Miami Beach and the mid-Hudson Valley. 

22 I want to support this project 

23 and I want to point out that no fewer than four 

24 interstate and or interprovincial international rail 

25 lines go across this bridge including a route that 
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2 we're much looking forward to the extension of namely 

3 to Burlington from Rutland. We also frequently 

4 travel to the west coast via the Empire builder and 

5 obviously -- or I shouldn't say obviously -- we 

6 prefer to go via the Lakeshore Limited. 

7 This project will enable better, 

8 faster service and I was so taken by the specific 

9 reference to the alignment being appropriate for 

10 future high speed service. Imagine being able to 

11 walk or bike from downtown Albany across the bridge 

12 to the train station and getting on a high speed 

13 train. This is an excellent project and I want to 

14 urge everyone to support it. My support is not 

15 dependent on the preferred alignment but option two 

16 sounds quite well thought through. Thank you very 

17 much. 

18 MS. FITZPATRICK: Thank you so much. 

19 Okay. Our next speaker is Jacob Adams followed by 

20 Ashley Mohl. So Jacob Adams, you should be able to 

21 unmute yourself and, again, please state and spell 

22 your first and last name and your affiliation and we 

23 will start the timer. 

24 MR. ADAMS: So hi. I'm -- my name is 

25 Jacob Adams. I'm also a member of --. 
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2 MS. FITZPATRICK: And I'm going to ask 

3 you to spell it. 

4 MR. ADAMS: Sorry. Jacob Adams, J-A5 C-O-B, B as in boy, A-D as in David, A-M as in Mary S 

6 as in Sam. 

7 MS. FITZPATRICK: Thank you. 

8 MR. ADAMS: Again, my name is Jacob 

9 Adams. I -- I live in Rochester, New York. I also 

10 want to speak to the train part of this. I am a 

11 member of the Rail Passenger Association and the 

12 Empire State Passenger Association, but I do not 

13 speak on behalf of them. I speak as a private 

14 individual. 

15 I also want to thank the D.O.T. 

16 and our government for advancing this project. This 

17 is a critical link, again, not only for cross state 

18 services but also services from Boston. And as 

19 someone who grew up in Chicago and frequently takes 

20 ... limited it's critical link to Chicago as well 

21 because it's unlikely if the service to -- if the 

22 train cannot continue to Boston or New York City that 

23 they would continue the train and more likely suspend 

24 the train. Amtrak that is. 

25 I also want to make a friendly 
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2 amendment actually prepandemic. There were two 

3 international routes that crossed the bridge. One to 

4 the Adirondack to Montreal as well as the Toronto -- 

5 Toronto train to Maple Leaf as well as the Lakeshore 

6 Limited to Chicago or in Boston and New York City. 

7 I -- finally I want to thank -- 

8 thank -- thank the government for planning not only 

9 to replace this clearly outdated bridge but to 

10 actually improve the capacity, to improve speed even 

11 if it doesn't include -- really improve running time 

12 it will certainly improve dependability which is very 

13 important. As someone who frequently took the -- the 

14 corridor is Lakeshore Limited there are enough other 

15 delays, so it's good to get -- get rid of another 

16 choke point. So thank you again for allowing me to 

17 speak and thank you for advancing this project. 

18 MS. FITZPATRICK: Thank you. Okay. 

19 So our next speaker is Ashley Mohl followed by 

20 Charles Lomino. Ashley Mohl you should be able to 

21 unmute yourself and, again, I'll ask you to spell 

22 your first and last name for us and tell us your 

23 affiliation. 

24 MS. MOHL: Hello. 

25 MS. FITZPATRICK: Yes. 
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1 5/31/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 MS. MOHL: Okay. This is Ashley Mohl. 

3 My name is spelled A-S-H-L-E-Y M-O-H-L. And I am the 

4 vice president of Capitalize Albany Corporation. 

5 Capitalize Albany is the city's economic development 

6 (N.V.) for the City of Albany and I will keep my 

7 comments tonight brief, but I wanted to express our 

8 full support of this important project and thank the 

9 department for moving forward with this. 

10 A project which creates a 

11 critical and multi modal connection from Albany to 

12 Rensselaer, amplifying the impacts of recent 

13 transformational projects through a direct connection 

14 to the Albany Skyway. So with that I wanted to echo 

15 the sentiments of the earlier statements from Martin 

16 Daley and another commenter I missed the name of. 

17 But the direct connection to the Skyway would be the 

18 preferred alternative or preferred option on the 

19 design so we would strongly encourage that 

20 alternative if possible. 

21 In any event, it's great to see 

22 this wonderful project moving forward. And thank you 

23 for the opportunity to share our support of it and, 

24 again, for advancing this project. Thank you. 

25 MS. FITZPATRICK: Thank you. So our 
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1 5/31/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 next speaker is Charles Lomino and then we'll check 

3 in again with the mayor and with the assembly member. 

4 But Charles Lomino, if you're here you should be able 

5 to unmute yourself now and, again, I'll ask you to 

6 spell your first and last name for us and your 

7 affiliation. 

8 MR. LOMINO: Hi, my name is Charles 

9 Lomino spelled C-H-A-R-L-E-S L-O-M as in Mary I-N as 

10 in Nancy O, III. I am just a citizen of Albany 

11 County who finds it really important that we start 

12 investing in modes of transportation that aren't just 

13 motor vehicles. And I think the improvement of rail 

14 infrastructure and the inclusion of the pedestrian 

15 infrastructure this project was a great step in the 

16 right direction for Albany and New York State. 

17 These are two forms of 

18 transportation that we should really be investing 

19 more time and money on. The current walkway on the 

20 Dunn Memorial Bridge does not meet A.D.A. standards 

21 as stated by Ivan from the Albany Biking Coalition. 

22 And it's not really a worthy link to take people over 

23 New York's longest river to its state capitol on the 

24 Empire State Trail. 

25 I also think the improved rail 
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1 5/31/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 service will be an excellent asset to our public 

3 transportation. So, just once again, as a citizen of 

4 Albany County I just wholeheartedly support 

5 alternative number two in this project ... this 

6 hearing. 

7 MS. FITZPATRICK: Thank you. So we're 

8 going to check back in if the -- if Mayor Sheehan or 

9 a representative of the mayor's office is with us, 

10 please use the raise hand that you'll see at the 

11 bottom of your Zoom bar to let us know that you're 

12 here. Similarly, if there's the assembly member is 

13 here or her representative is here, let us know. And 

14 otherwise if we don't hear from you we will assume 

15 that you have not joined us this evening and we'll 

16 look forward to the submission of comments through 

17 the other means that we've stated earlier in the 

18 meeting. 

19 And it looks like we do not have 

20 any more speakers right now. We will be here until 

21 eight p.m. That's when this hearing is concluding. 

22 We have a speaker coming up. All right. Great. In 

23 real time you're watching. So we now have Ed Brennan 

24 on our list to speak. So, Ed Brennan, you should be 

25 able to unmute yourself now, and as usual, I'll ask 
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1 5/31/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 you to state and spell your first and last name for 

3 us. 

4 MR. BRENNAN: Hello. Can you hear me? 

5 MS. FITZPATRICK: Yes. 

6 MR. BRENNAN: My name is Ed Brennan, 

7 E-D, Ed Brennan, B-R-E-N-N-A-N. I'm president of the 

8 Albany Bicycle Coalition. I just want to first just 

9 echo thank -- thank everybody for the -- for finally 

10 getting this -- this underway and including the -- 

11 the bicycle pedestrian trail. I personally -- I 

12 can't speak for the whole A.B.C. organization yet but 

13 I personally would like to see the connection to the 

14 Skyway. 

15 I do want to say that, you know, 

16 I agree. The -- the Dunn Memorial it's unsafe and it 

17 -- it's just terrible esthetically. And I wanted to 

18 just say that I hope that esthetically we don't turn 

19 out a bicycle pedestrian trail across this bridge 

20 that looks like the bike -- the -- the pathway across 

21 the Dunn Memorial with the chain link fencing along 

22 the side. 

23 I realize that that chain link 

24 fencing is there for security purposes, but I hope 

25 that -- that in an investment or, you know, you find 
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1 5/31/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 some way to do that that it's as -- that it's a -- 

3 that it contributes to the environment and the 

4 experience crossing the Hudson River rather than a 

5 detriment as we have now with the Dunn Memorial. 

6 Thank you very much. 

7 MS. FITZPATRICK: Thank you. And 

8 we'll see if others have signed up to speak. And 

9 just to remind everyone, if you'd like to speak you 

10 can use the raise hand function or you can press Star 

11 Nine on your phone if you're participating by 

12 telephone. 

13 And we will stay there until 

14 eight p.m. when we close down the hearing. So what 

15 we will do is I'm not seeing from the registrar that 

16 there's any other speakers right now. So what we're 

17 going to do is we're going to leave these 

18 instructions here on the screen. If anybody changes 

19 their mind we'll see the hand raised or we'll be 

20 notified that there's a phone only participant. And 

21 we'll come back on and I will call on them. 

22 So with that I'm going to take 

23 off my video and my audio but I'm here and as is the 

24 rest of the team and the department. And we're happy 

25 to hear any additional comments. Otherwise, we'll be 
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1 5/31/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 back at about a few minutes before eight and to shut 

3 down the hearing. Okay. So thank you for everybody 

4 who spoke and participated but we'll be here till 

5 eight o'clock. 

6 Okay. So it looks like we have 

7 no additional speakers so we will now end the public 

8 comment session. Thank you to everyone who attended 

9 and participated in these meetings today. We will be 

10 posting a recording of the meeting on the project 

11 website in the coming weeks. As a reminder, comments 

12 will be accepted through June 15th, 2022. 

13 Comments via e-mail may be sent 

14 to Livingstonavebridge@dot.ny.gov with the subject 

15 public comment. Comments will be accepted through 

16 the project website at 

17 https://www.dot.ny.gov/livingstonavebridge/contact 

18 with the subject, public comment. Comments by U.S. 

19 Mail may be sent to Livingston Avenue Bridge Project, 

20 New York State Department of Transportation, Office 

21 of Design, 50 Wolf Road, P.O.D.-24, Albany, New York 

22 12232. 

23 And we will be closing this 

24 meeting at eight p.m. But I wanted to just thank 

25 everybody and we will leave this information up here 
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1 5/31/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 on the screen just for any last participants who want 

3 to take it down. And I just want to assure everyone 

4 that all comments are equally weighted so if you send 

5 it in by e-mail or by mail that's equally as 

6 important as if you said it to us tonight. 

7 So thank you. We're just going 

8 to keep an eye on the clock until we get to eight 

9 p.m. But safe trip home for those of you who are 

10 still traveling, and thanks again for your 

11 participation. 

12 Just -- we just got a question in 

13 the Q and A which I can respond to. So the comments 

14 that were made will be part of the transcript for 

15 this meeting that we will be sending it to a 

16 stenographer. And -- and a recording of the meeting 

17 will be posted on the project website. So there will 

18 be both the recording to view as well as the meeting 

19 transcript which will become part of the project 

20 record. So you'll have two ways to -- to have that 

21 information. 

22 Okay. Thank you and good night. 

23 This hearing is officially closed. 

24 (The hearing concluded.) 

25 
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1 5/31/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 STATE OF NEW YORK 

3 

I, Judith Spriggs, court approved Transcriber, certify 

4

that the foregoing is a correct transcription from the 

5

official electronic sound recording of the proceeding in 

6

the above-entitled matter. 

7

 IN WITNESS WHEREOF, I have hereunto 

8

subscribed my name, this the 16th day of June, 2022. 

9

10

________________________________x 

11

Judith Spriggs 

12

Associated Reporters Int’l., Inc. 

13

14

15

16

17

18

19

20

21

22

23

24

25
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A

A-D 31:5

A-M 31:5

A-S-H-L-E-Y 33:3

A.B.C 36:12

A.D.A 26:25 34:20

a.m 1:12 2:2

able 22:7,17,24 23:6 24:7 26:6

27:21 29:12 30:10,20 32:20

34:4 35:25

above-entitled 40:6

accept 18:2

accepted 12:25 38:12,15

access 11:2 14:11 15:5

accessibility 19:14

accessible 25:12

accessing 20:7 25:12

accommodate 8:7,23

accommodated 9:17

accompany 11:15

acknowledge 18:5 20:12

acknowledgement 20:22 21:3

acknowledges 21:8 24:15

acquire 12:3

acquired 10:17,22 11:2

acquisition 3:16 5:9,15 10:4

11:5,7,9 12:3

acquisitions 9:21,24 12:19

17:24

acres 10:9,11

Act 1:8 2:25 3:6 4:3,4,5,5,6,7

4:11,13 7:10

action 19:12

activities 20:17

Adams 29:12 30:19,20,24,25 31:4

31:4,8,9

added 23:23

addition 9:11 18:12 20:4 21:3

28:10,18

additional 28:20 37:25 38:7

address 11:25

addressed 4:23 13:20

addressing 6:22

Adirondack 32:4

Administration 1:5 2:21 12:13

advance 16:15 25:22

advanced 2:23

advancing 26:2 29:5 31:16 32:17

33:24

adverse 4:17

advocate 28:5

advocating 23:21

affiliation 23:5 26:9 27:24

29:15 30:22 32:23 34:7

age 6:15 28:15

agencies 4:21

Agency 13:17

ago 26:17

agree 27:6 36:16

agreeing 19:18

agreement 11:20 12:6 19:3

agrees 19:4

Air 4:4

Albany 3:21,22 5:20 8:15,21 9:9

9:20 10:23 13:9 16:21 18:19

20:17 22:5 24:6 25:17,18

26:21 27:9,10,12,13 28:8,21

30:11 33:4,5,6,11,14 34:10,16

34:21 35:4 36:8 38:21

alert 14:22

alignment 9:3 10:16 30:9,15

alignments 8:20,23 9:4,22

allow 6:8 8:9 28:19,19

allowing 32:16

alongside 18:9

alternate 18:13

alternative 5:15 8:4 9:20 18:14

19:13,15 25:15 27:5 28:24

33:18,20 35:5

alternatives 5:12 7:7

amendment 32:2

amplifying 33:12

Amtrak 5:25 10:22 28:8 31:24

analysis 5:13 7:25 12:15 24:16

24:18

Android 15:11

answer 11:24

answering 13:17

anticipated 12:21

anybody 37:18

anyone's 16:15

apologize 16:14

app 15:8

appear 22:9

appears 22:19

applicable 3:24

appointed 16:6

appointee 29:19

appointment 11:8
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appraisal 11:13,16

appraiser 11:15

appreciate 21:22

appropriate 30:9

approved 40:3

approximately 8:4 12:9

area 10:5,21 12:3 19:7,25 20:3

20:8,13 27:10 28:7

Article 3:9

Ashley 30:20 32:19,20 33:2

assembly 22:5,15,16,20 34:3

35:12

assessment 2:22 3:11,15,17,23

7:8,9 8:2 12:16,24 17:18

asset 35:2

Associated 40:12

Association 28:4 29:18 31:11,12

assume 35:14

assure 39:3

attended 38:8

audience 22:10

audio 23:12 37:23

available 3:18 6:6 7:24

Avenue 5:19 8:24 9:3 13:7 17:16

18:21 19:20 21:2 23:19,24

26:15 28:13,15 38:19

B

B 31:5

B-E-C-K-E-R 28:2

B-R-E-N-N-A-N 36:7

B-R-U-C-E 28:2

back 2:4 22:13 25:6,25 35:8

37:21 38:2

bandwidth 14:8

bar 35:11

based 7:25 12:15

Beach 29:18,19,21

Becker 26:6 27:20,21,25 28:2

began 3:11

behalf 17:3,11 21:24 31:13

Believe 25:7

beneficial 20:16

benefit 17:25 20:18

berm 25:6

better 14:13 24:24 25:7 30:7

bicycle 18:6,18 19:14 26:12,13

26:20 27:9 36:8,11,19

bicycling 26:23

bicyclists 8:14 26:13

big 25:25

bike 30:11 36:20

Biking 34:21

bit 27:16

Boston 31:18,22 32:6

bottom 8:6 14:20 15:3 35:11

box 13:23

boy 31:5

breakdown 28:16

Brennan 35:23,24 36:4,6,6,7

bridge 5:19,24 6:4,7,12,13,14

6:15,19 8:5,17,19,24 9:3,5,5

9:12,17,23 10:6,13,16 13:7

17:17,19 18:9,21 19:7,20 20:4

20:6,10 21:2,5,9 23:19,24

24:3,4,19 25:2,10,13,16 26:15

26:19,25 28:13,13,14,15,15,18

28:25 29:7,9,25 30:11 32:3,9

34:20 36:19 38:19

bridges 8:11,21

brief 23:13 33:7

Bruce 26:6 27:20,21 28:2

Buffalo 28:7

build 24:10

builder 30:4

Building 20:5

built 6:14,15 7:17

burdensome 25:11

Burlington 30:3

button 15:2,12

C

C-H-A-R-L-E-S 34:9

C-O-B 31:5

C.F.R 3:3

C.S.X 6:2 10:15

call 14:2,9,13 16:13 37:21

called 15:6 16:10

calls 15:14

Canadian 6:2

canopy 21:4

capacity 7:3 32:10

Capitalize 33:4,5

capitol 34:23

careful 17:24

carried 25:24

case 22:14

causing 6:11

center 8:22 27:12

Central 10:15
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centrally 8:12

certainly 28:14 29:8 32:12

certified 12:6

certify 40:3

chain 36:21,23

chance 27:11,12

change 27:10

changes 37:18

channel 8:12

character 7:18

Charles 32:20 34:2,4,8

chat 13:23 14:5

chats 23:3

check 34:2 35:8

Chicago 31:19,20 32:6

choke 32:16

circle 22:13

cities 5:20 18:25 25:19 26:21

citizen 34:10 35:3

city 3:22,23 16:19,20 17:2,11

17:13,16 18:2,5,7,12,15,18,19

18:23 19:3,12,17,21 20:8,12

20:22 21:3,8,18,21,25 22:4

24:5,6 25:18,19 28:9 31:22

32:6 33:6

city's 33:5

Clean 4:4,4

clear 28:14

clearance 8:10

clearances 6:18 8:11 9:15

clearly 32:9

clerks 12:5

click 14:24 15:4,12

clock 15:23 29:15 39:8

close 37:14

closed 6:12 39:23

closing 12:7 38:23

coalition 23:19,20 26:12 34:21

36:8

coast 30:4

Coastal 4:12

Code 2:25

codes 1:9 3:6 6:20

codified 2:25

Com 14:2

come 19:10 37:21

coming 35:22 38:11

commenced 2:2

commend 24:2

comment 2:16 3:11 4:22 7:25

12:12,24 13:4,4,6,6,11 14:22

16:3 23:25 24:22 38:8,15,18

commenter 33:16

comments 2:7,7,10 3:14 4:22,23

5:10 12:16,24,25 13:15,18,20

14:5 15:21 18:2 23:13 24:17

33:7 35:16 37:25 38:11,13,15

38:18 39:4,13

Commissioner 29:4

commissioner's 29:19

commitment 18:6

committee 29:20

communicate 24:18

community 7:18 23:21

commuter 27:9

compensation 11:12,18

complete 12:21 20:2

completed 12:8

completion 19:18,20,22 20:14,19

21:24

compliance 1:6 3:24

comptroller 12:9

computer 15:8

concerns 11:25

conclude 29:2

concluded 39:24

concluding 35:21

conclusion 20:6

conditions 6:22 7:18

conducted 3:14

conflicting 24:24

conflicts 7:5

conformity 4:3

connect 10:19 24:25 25:8

connecting 8:14 25:4 26:21

connection 18:11,18,21 24:10

25:7,10 26:22,24 27:4,6,7,15

33:11,13,17 36:13

connections 18:7

connector 21:13

connects 25:15

consider 4:21 24:18

consideration 4:15 18:16

considerations 7:19 8:3

construct 9:23

construction 5:14 7:14 8:16

12:20 19:24 20:2,8 21:5 27:17

contact 11:22,25 13:25

continue 20:8 21:11 25:22 31:22

31:23
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continued 19:13

continues 29:7

continuing 17:15

contractor 19:24

contributes 37:3

cooperation 1:4 2:20

coordinate 17:16

coordinating 19:17

coordination 17:24 21:17,19

copy 11:7 12:4

Corning 20:17

Corporation 10:8,11 33:4

correct 40:4

corridor 5:23 7:3 32:14

costly 25:11

costs 8:16

countdown 15:23

counties 25:20

counting 2:8

county 12:4 25:17,18 34:11 35:4

court 40:3

cover 5:4

covering 7:16

creates 33:10

creating 6:6

crisscrosses 24:11

critical 6:4 28:21 31:17,20

33:11

cross 8:14 9:14 31:17

crossed 32:3

crossing 6:17 24:8 37:4

Cuomo 26:19

current 5:24 6:20 20:9 26:19,22

26:24 28:24 34:19

currently 17:23 28:7

curving 25:6

cyclists 20:7

D

D-A-L-E-Y 23:18

D.O.T 1:1,6 2:1,19 3:1,4,21 4:1

5:1,16 6:1 7:1 8:1 9:1 10:1

11:1,8,23 12:1 13:1 14:1 15:1

16:1,6 17:1 18:1 19:1,18 20:1

20:23 21:1 22:1 23:1 24:1

25:1 26:1 27:1 28:1 29:1,5

30:1 31:1,15 32:1 33:1 34:1

35:1 36:1 37:1 38:1 39:1 40:1

D.O.T.'s 11:13

daily 6:3

Daley 22:16,25 23:2,7,8,11,17

23:18 27:6 33:16

date 1:11 5:3

David 31:5

day 40:8

daylight 3:13

days 5:2

deadline 4:22

decades 24:4

decisions 4:20

DeLaet's 19:23

delay 19:18 20:14

delays 6:6,11 32:15

demonstrates 28:17

department 1:3 2:19 4:6,8 13:8

17:15 21:12 23:14 24:2,15

25:15 29:7 33:9 37:24 38:20

department's 18:6,13

dependability 32:12

dependent 30:15

depicted 12:3

describes 4:14

description 5:8

design 6:20 11:4 13:8 17:23

21:5 33:19 38:21

designation 18:13

designed 19:6

detail 11:10

deteriorated 6:16

determination 11:12 12:14,18

determinations 4:25

detour 6:5

detriment 37:5

develop 7:7

development 5:11 33:5

devices 15:4,11

dialing 15:13

direct 33:13,17

direction 34:16

directly 25:8 27:15

director 17:2

disconnected 14:7,12

discuss 5:6,8 9:19

discussed 7:23 10:2 17:18

disturbed 19:25

diverge 10:16

document 3:12 7:24

documents 3:24

dollars 8:18

domain 2:5 3:10 5:6,17 9:25
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Dominguez 29:4

dots 15:5

downstream 8:11

downtown 30:11

downward 10:19

Draft 19:2

draw 24:12

Due 6:15

Dunn 26:24 34:20 36:16,21 37:5

E

E-D 36:7

e-mail 13:2 38:13 39:5

E.A 17:18 19:21 20:12

E.D.P.L 2:11,17 3:10 4:24 13:21

earlier 33:15 35:17

early 12:20

easement 10:21 20:23

easily 20:2 27:7

east 28:8,8

Eastbound 9:6

eastern 3:13

echo 33:14 36:9

economic 4:15 7:18 33:5

Ed 35:23,24 36:6,7

effects 4:16,17 7:20 21:21

eight 12:9 14:3,14,14,15 17:22

35:21 37:14 38:2,5,24 39:8

elected 16:6

electronic 40:5

eliminate 21:20 25:10

eminent 2:5 3:9 5:6,17 9:25

Empire 5:23 24:11 28:3 30:4

31:12 34:24

enable 30:7

encourage 25:14 33:19

Endangered 4:7

ended 12:13

engineering 8:3

enhanced 27:14

ensure 15:21

enter 14:15

entire 29:4

environment 7:17,21 37:3

environmental 1:8 2:21,24 3:3,5

3:11,15,17,23,25 4:14,15 5:12

7:8,8,10,16 8:2 12:14,16,24

17:18 21:20 24:16

envisioned 19:9

equally 39:4,5

essential 4:12

establish 11:16

established 11:17 27:4

estate 12:18

esthetically 36:17,18

estimated 8:17

evaluated 7:7

evaluates 7:15

evaluation 7:12,20

evening 13:24 35:15

event 33:21

eventually 20:18

everybody 36:9 38:3,25

example 27:12

excellent 30:13 35:2

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Livingstonavebridge@dot.ny.gov

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31:13,13 32:17 35:24 36:12

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speaker 15:10 16:18 22:4,9,15

22:19,24 26:5 29:11 30:19

32:19 34:2 35:22

speakers 2:8 16:17 35:20 37:16

38:7

speaking 15:13,16 17:3

Species 4:7

specific 5:5 30:8

speed 9:8,10 30:10,12 32:10

speeds 9:6,12 28:19

spell 15:20 23:4 26:8 27:23

29:14 30:21 31:3 32:21 34:6

36:2

spelled 33:3 34:9

spelling 17:7

spoke 38:4

Spriggs 40:3,11

staff 29:4

staging 20:13

Stammel 16:19,21 17:3,11 21:25

standards 6:19 26:23,25 34:20

Star 14:21 15:14,15 16:4 37:10

start 29:15 30:23 34:11

started 16:16

state 1:2,6,7 2:18,19 3:4,5,9

3:21,25 5:15,17 6:16 11:7,12

11:23 12:2,9 13:7 15:19 16:6

17:14 19:18 20:23 22:5,15

23:4,16 24:11,11 25:24 26:7

26:12 27:22 28:3,6 29:5,13

30:21 31:12,17 34:16,23,24

36:2 38:20 40:2

State's 2:5 24:10

stated 34:21 35:17

statement 1:1,10 2:1 3:1 4:1

5:1 6:1 7:1 8:1 9:1 10:1 11:1

12:1 13:1 14:1,19 15:1 16:1

16:22 17:1 18:1 19:1 20:1

21:1 22:1 23:1 24:1 25:1 26:1

27:1 28:1 29:1 30:1 31:1 32:1

33:1 34:1 35:1 36:1 37:1 38:1

39:1 40:1

statements 4:19 16:2,11 33:15

statewide 26:13

stating 17:7

station 27:14 30:12

stay 37:13
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steadfast 25:20

stenographer 15:17 39:16

step 11:4,11 34:15

steps 12:11

sticks 6:10

Street 19:23

Streets 8:22

stress 18:23

strongly 25:14 33:19

structural 7:4

structure 9:5,13

Studio 14:2

subject 11:17 13:3,6 38:14,18

submission 35:16

submit 5:9

submitted 4:22

subscribed 40:8

substandard 6:22

substantial 4:23 6:6

substantive 2:10 13:19

success 18:25

successful 21:24

suggest 18:16 19:6,12

suggestion 27:18

suggestions 27:18

suggests 20:12

summary 18:5

support 9:5,12 13:24 21:19

25:21 27:5 29:22 30:14,14

33:8,23 35:4

supportive 19:4

supports 18:8,13 28:23

suspend 31:23

sustainability 29:20

swing 6:8 8:8

T

take 19:5 34:22 37:22 39:3

taken 30:8

takes 31:19

team 37:24

technical 13:24

technology 13:22 14:4

telephone 37:12

tell 26:8 27:23 29:14 32:22

temporary 7:13

ten 21:11 23:22

term 20:18 24:25

terrestrial 7:21

terrible 36:17

Terrific 26:5

thank 17:4,12,14 21:17,25 22:2

22:3,12,22 23:12 24:2 26:3,4

26:10 27:17,19,25 29:9,10

30:16,18 31:7,15 32:7,8,8,16

32:17,18 33:8,22,24,25 35:7

36:9,9 37:6,7 38:3,8,24 39:7

39:22

thanking 29:3

thanks 39:10

think 24:9,21 34:13,25

thirty 9:8 15:24 21:15 26:17

thought 23:13 30:16

three 2:7 6:24 7:5 10:24 14:16

14:16 15:5,22 22:2

tie 9:22 10:6

ties 19:8

till 38:4

time 1:12 2:4 3:13 6:17 9:13

15:25 16:8,13 18:22 22:21

32:11 34:19 35:23

timely 6:12

timer 26:9 30:23

times 6:9

timing 23:6

title 2:25 12:3

today 9:14 38:9

Today's 5:17

toll 14:10

tonight 33:7 39:6

tonight's 13:11

toolbar 14:20,23,25

top 15:11

topics 7:16

Toronto 32:4,5

total 10:11

tourism 24:12

track 8:19,23

tracks 9:2 10:6 11:3

Tracy 19:23

traffic 6:23 7:5 28:16,17

trail 8:15 10:20 17:21 19:8,19

19:22 20:5,9,15,20,25 21:4,10

21:13 24:11 25:7,13 34:24

36:11,19

trails 27:8

train 9:4,15 28:16 30:12,13

31:10,22,23,24 32:5

trains 5:25 6:2,16 9:6,7,9,13

28:11
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Transcriber 40:3

transcript 2:13 15:19 39:14,19

transcription 40:4

transformational 33:13

transportation 1:3 2:19 4:6,8

13:8 17:15 34:12,18 35:3

38:20

travel 30:4

traveling 39:10

tremendous 17:25

triangular 10:14

trip 39:9

turn 10:16 16:14 36:18

turning 9:4

turns 10:18

twelve 5:24 21:9,12

twenty-five 28:6

two 5:25 6:7 7:2 9:13 10:11

11:23 14:3 16:13 18:14,25

26:21 27:5 28:24 30:15 32:2

34:17 35:5 39:20

typical 9:12

U

U.S 4:8 13:6 38:18

underscore 25:17

underway 36:10

UNIDENTIFIED 22:9,19

unit 11:13

unmute 15:7,9,12 16:21 22:7,8

22:17 23:6 26:7 27:22 29:13

30:21 32:21 34:5 35:25

unreliable 6:10

unsafe 36:16

updated 9:15

upstream 8:11

upwards 6:6

urge 30:14

use 2:9 7:17 8:13,20 9:16,24

10:16,18,25 13:22 14:10,19

16:4 20:24 24:7 25:9 28:7

35:10 37:10

usual 35:25

V

V-A-M-O-S 26:11

V-I-C-S 17:10

Valley 29:21

value 11:17 24:21

Vamos 26:5,10,11

vehicles 34:13

verbal 2:6 15:24

verbatim 15:18

vertical 8:10 9:15

vice 33:4

Vics 16:23,25,25 17:5,9,9,10,13

21:17

video 2:17 37:23

view 8:18 39:18

vision 24:2 25:25

visual 7:19

vital 18:24

W

walk 30:11

walkway 23:22 24:3,25 25:4,5,8

25:11,21 26:2 34:19

want 21:12 23:13,25 25:16 29:2

29:22,23 30:13 31:10,15,25

32:7 36:8,15 39:2,3

wanted 33:7,14 36:17 38:24

warning 15:24

watching 35:23

water 4:4 7:22 8:22

waterfront 25:6

way 11:5 37:2

ways 39:20

we'll 13:13 16:8,16 22:13,13,23

23:5 26:9 29:15 34:2 35:15

37:8,19,19,21,25 38:4

we're 2:16 14:18 30:2 35:7

37:16,17,24 39:7

we've 35:17

webinar 13:22 14:4,15

website 3:19 13:4 38:11,16

39:17

weeks 11:23 12:10 38:11

weighted 39:4

welcome 2:3 17:4

west 28:21 30:4

westbound 9:9

western 25:2

wetlands 4:11

wheelchairs 27:2

WHEREOF 40:7

wholeheartedly 18:8 35:4

wide 21:11

widen 21:13

width 6:18 21:8,13

window 15:3
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winter 12:19

wish 16:2 24:14

WITNESS 40:7

Wolf 3:21 13:9 38:21

wonderful 33:22

world 24:13

worthy 34:22

wouldn't 17:7 23:3

written 15:19

www.dot.ny.gov/livingstonav...

3:20

wwww.dot.ny.gov/livingstona...

13:5

X

x 40:10

Y

Y 9:2

year 6:9

years 6:14 19:10 20:15 23:22

26:17 27:10 28:6,12

York 1:2,6,8 2:18,19 3:4,6,9,21

3:22,25 5:15,16,21 10:15 11:7

11:12,23 13:7,9 16:6 17:14

19:17 20:22 22:5,15 24:10

25:24 26:12 28:6,8,9 29:5

31:9,22 32:6 34:16 38:20,21

40:2

York's 34:23

Z

zero 10:11 17:22

Zone 4:12

Zoom 13:22 14:4,20,23,24 15:8

16:4 35:11

0

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10:06 1:12 2:2

106 4:2 19:2

11988 4:8

11990 4:10

12232 13:9 38:22

12332 3:22

12898 4:13

15 1:9 3:7

1500 3:2

1508 3:2

15th 3:13 12:25 38:12

16th 40:8

17 1:8 3:6

1865 6:14

1899 4:5

1903 6:15

1966 4:6

2

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2022 1:11 2:22 3:13 12:19,25

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23 3:3

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3.4 19:11

3.5.5 19:16

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24:1 25:1 26:1 27:1 28:1 29:1

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Page 1

1 6/1/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 STATE OF NEW YORK 

3 DEPARTMENT OF TRANSPORTATION 

4 IN COOPERATION WITH 

5 THE FEDERAL RAILROAD ADMINISTRATION, F.R.A. 

6 In compliance with the New York State D.O.T. 

7 Procedures for implementation of the State 

8 Environmental Quality Review Act at 17 New York 

9 Codes, Rules and Regulations, Part 15, regarding the 

10 Livingston Avenue Railroad Bridge Project. 

11 PUBLIC STATEMENT HEARING 

12 DATE: June 1, 2022 

13 TIME: 6:12 p.m. 

14 BEFORE: MAURA FITZPATRICK, Hearing Administrator 

15 LOCATION: Palace Theater 

16 19 Clinton Avenue 

17 Albany, New York 

18 

19

20

21

22

23

24

25
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1 6/1/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 (The hearing commenced at 6:12 p.m.) 

3 THE MODERATOR: Maura Fitzpatrick and 

4 I'm your moderator this evening. And we're going to 

5 make a little bit of adjustment because there's so 

6 many of you and we're all trying to watch a video, 

7 I'm having trouble hearing it. 

8 So what we’re going to do now is we’re 

9 going to turn up the sound, start the video over 

10 again from the beginning. We'll go for about 

11 eighteen to twenty minutes, then we'll take a break, 

12 people can go back up and mingle with ... so you can 

13 ask questions and then we'll check ... video and then 

14 we start our formal hearing at seven p.m., how does 

15 that sound? Good. All right. 

16 (Video played) 

17 Well, Livingston Avenue Bridge spans 

18 the Hudson River, connecting the cities of Albany and 

19 Rensselaer, New York. As a part of the rail network, 

20 this project is located on the Empire Corridor. The 

21 Empire Corridor is one of the eleven federally 

22 designated high speed rail corridors in the United 

23 States. 

24 The corridor accommodates passenger 

25 rail service between New York City and Niagara Falls. 
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1 6/1/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 With station stops in Poughkeepsie, Rhinecliff, 

3 Hudson, Rensselaer, Schenectady, Amsterdam, Utica, 

4 Syracuse, Rochester, and Buffalo. The Livingston 

5 Avenue Bridge is located on the Hudson line section 

6 of the Empire Corridor. It's the only Upstate 

7 passenger rail crossing of the Hudson River. 

8 The current service across the bridge 

9 includes twelve Amtrak passenger trains and roughly 

10 two to six freight trains, Canadian Pacific Railway 

11 and CSX, daily. The bridge is the critical link for 

12 passenger rail service, as no detour is available 

13 without creating substantial delays, upwards of two14 and-a-half hours. 

15 The bridge has a movable swing span to 

16 allow ships to pass. This swing span opens about 

17 four hundred times each year. The bridge is more 

18 than a hundred years old with the bridge piers built 

19 in 1865 and the bridge spans built in 1903. Due to 

20 its age, the existing Livingston Avenue Bridge is in 

21 a deteriorated state and trains are limited to 

22 crossing one at a time at only fifteen miles per 

23 hour. 

24 Also, the clearance for height and 

25 width do not meet modern standards and the bridge 
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1 6/1/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 does not meet current seismic design codes. This 

3 photo shows the existing bridge in the open position. 

4 The movable span has become unreliable and sticks at 

5 the open position. This causes delays to passenger 

6 rail service when the bridge cannot be closed in a 

7 timely manner. 

8 The goals for this project which were 

9 used to guide development of the project relate to 

10 addressing substandard conditions and improving 

11 operations for rail and river traffic. As shown in 

12 the slide, the three goals are to, number one, 

13 improved passenger rail operations, service 

14 reliability and operational flexibility. 

15 Number two, improve the load capacity 

16 of the corridor and remove existing structural 

17 operational limitations. And number three, minimize 

18 conflicts with ship traffic. For each of the three 

19 projects goals, F.R.A. and New York State D.O.T. also 

20 established objectives that help guide how the 

21 project should meet the goals. 

22 For goal one, the objectives describe 

23 the specific improvements that should occur to rail 

24 operations across the bridge, including allowing use 

25 of the two-track bridge by two trains at the same 
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1 6/1/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 time, which cannot occur today due to its condition 

3 and increasing train speeds across the bridge. 

4 For goal two, the objectives really 

5 primarily to design criteria that should be met for 

6 rail operations on the bridge, including objectives 

7 related to the loads that the bridge should support, 

8 the distance between the tracks and the vertical 

9 clearance for trains on the bridge. 

10 For goal three, objectives relate to 

11 minimizing impacts to and improving operations for 

12 boats in the Hudson River that pass beneath the 

13 bridge is include providing at least the same 

14 clearance as the existing bridge and minimizing 

15 delays to boats during construction and after 

16 completion of the bridge. 

17 This project will provide additional 

18 connections to regional trail systems by providing a 

19 new pedestrian bicycle crossing over the Hudson 

20 River, a new connection for which we recognize there 

21 is key community interest. The project will enhance 

22 connections with the Mohawk-Hudson bike-hike trail, 

23 the Albany Skyway, the Empire State Trail, and the 

24 future Rensselaer Riverfront Trail, which is being 

25 progressive by the City of Rensselaer under a 
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1 6/1/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 separate project as part of their master plan. 

3 We will go over more information about 

4 the project sharing these paths and subsequent 

5 slides. The environmental review process that must 

6 be followed for the project, as well as the historic 

7 preservation laws that apply in the project require 

8 that New York State D.O.T. and F.R.A. consider a 

9 range of alternatives in developing the project. 

10 This allows them to identify the 

11 approach for addressing the project need and goals 

12 and objectives that results in the smallest impact to 

13 the environment and to historic properties. There 

14 were several alternatives evaluated by New York State 

15 D.O.T. and the F.R.A. 

16 They include the no action alternative 

17 which provides a baseline comparison for the other 

18 alternatives and represents conditions if no work was 

19 undertaken. A permanent detour using alternate 

20 routes was considered. But resulted in significant 

21 changes to the Empire Corridor routes and bypassed 

22 major stations, including Rensselaer and Schenectady, 

23 rehabilitating the existing bridge including minimal 

24 repairs, rehabilitating to accommodate freight and 

25 passenger rail and rehabilitation for passenger 
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1 6/1/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 trains only. 

3 Replacing the existing bridge with a 

4 new bridge, using existing alignment on new 

5 alignment, on an adjacent alignment to the north of 

6 the existing bridge, and on an adjacent alignment to 

7 the south of the existing bridge. After this 

8 analysis, which is described in the environmental 

9 assessment, New York State D.O.T. and F.R.A. 

10 determined that only the replacement on adjacent 

11 alignment alternatives would meet the project purpose 

12 need, goals, and objectives. 

13 There are two replacements on adjacent 

14 alignment alternatives that were further evaluated in 

15 the environmental assessment. Alternative one, as 

16 shown on the left, would construct a new bridge to 

17 the north of the existing bridge and alternative two, 

18 shown on the right, would construct a new bridge to 

19 the south of the existing bridge. 

20 While the two replacement alternatives 

21 have different alignments, a number of design 

22 features are included in both alternatives. This 

23 includes the construction of a shared use path for 

24 pedestrians and bicyclists across the new bridge. 

25 Addressing the existing bridge deficiencies, 
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1 6/1/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 providing a one-hundred-year design life for the new 

3 bridge, using a lift span instead of a swing span, 

4 improving track geometry and providing fourteen feet 

5 tracks centers, which is the minimum spacing required 

6 between the tracks on the new bridge. 

7 Both alternatives also include 

8 modifications to the railroad bridges over Water 

9 Street and Center Street in Albany to allow the 

10 tracks on these bridges to connect to the new track 

11 alignment of the replacement bridge. Both 

12 alternatives include the same improvements related to 

13 the navigational channel in the Hudson River, 

14 consisting of a one hundred- and ninety-feet wide 

15 channel opening, twenty-five feet vertical clearance 

16 within the navigation channel under the fixed new 

17 bridge spans and sixty feet of vertical clearance 

18 when the bridge is raised for ship traffic. 

19 This would match the vertical 

20 clearance at the upstream and downstream bridges over 

21 the Hudson River. Both alternatives would require 

22 temporary easements on both riverbanks during 

23 construction for contractor access to the bridge 

24 construction site. The North alignment, alternative 

25 one, is located approximately two hundred feet north 
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1 6/1/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 of the existing bridge on the Rensselaer side and 

3 skews closer to the existing bridge on the Albany 

4 side. 

5 The majority of the structure and 

6 approach work could be constructed offsite with this 

7 alternative. However, this alignment requires wider 

8 piers due to its skewed alignment across the Hudson 

9 River. The north alignment requires more approach 

10 work along the railroad tracks and more property 

11 acquisition along the north approach track in 

12 Rensselaer. 

13 The estimated cost for the north 

14 alignment alternative one is four hundred and thirty 

15 million dollars in 2024 dollars. For alternative 

16 two, the south alignment, the new bridge would be 

17 located approximately sixty feet to the south of the 

18 existing bridge. Since the new bridge for this 

19 alignment would be perpendicular to the Hudson River. 

20 All piers could be constructed 

21 parallel to river flow, making them narrower than the 

22 piers required for the north alignment. The south 

23 alignment would provide for superior access and 

24 connections to adjacent shared use paths and trails, 

25 including the Albany skyway, the Mohawk-Hudson bike-
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1 6/1/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 hike trail and other elements of the Empire State 

3 Trail. 

4 The estimated cost of the south 

5 alignment alternative two is four hundred million 

6 dollars in 2024 dollars. Based on the analysis of 

7 the environmental assessment, as well as operational 

8 and engineering considerations, alternative two has 

9 been identified as the preferred alternative. 

10 The next few slides will discuss this 

11 alternative in more detail. This image shows an 

12 illustration of the profile view of the proposed new 

13 bridge. The proposed bridge will be approximately 

14 one thousand three hundred and seventy feet long and 

15 have multiple spans. Because of improved loading, it 

16 would remove the current risk speed limitations of 

17 fifty miles per hour for passenger trains. 

18 Train speeds will be governed by the 

19 track geometry on either side of the bridge, with 

20 speeds up to thirty miles per hour achievable for 

21 traveling east into Rensselaer and speeds up to forty 

22 miles per hour for traveling west. In addition, the 

23 bridge could be used by two trains at the same time, 

24 which is not possible today due to its condition. 

25 A new structure would also include a 
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1 6/1/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 lift span for ship traffic, showing you the center of 

3 the diagram, where the higher towers are located, the 

4 new lift span would be able to open and close more 

5 reliably than the existing bridge. Improving bridge 

6 operation and coordination with fewer delays between 

7 ship and train traffic. 

8 This illustration shows the proposed 

9 cross section of the proposed new bridge is wider 

10 than the existing bridge with two tracks and a share 

11 used pedestrian and bicycle path, physically 

12 separated from the train traffic. The proposed 

13 bridge would also support heavier freight boats. 

14 The taller and wider cross section 

15 will meet current railroad design standards and 

16 accommodate larger rail cars. This figure shows a 

17 view looking down from above the proposed bridge. 

18 The new track alignments are shown in red and the 

19 shared use path in green. On the Albany side, the 

20 rail bridges over Water and Center streets will be 

21 rehabilitated to accommodate track alignments for the 

22 new Livingston Avenue Bridge. 

23 On the Rensselaer side, the Y tracks 

24 will be realigned to match the new Livingston Avenue 

25 Bridge alignment and facilitate train turning 
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1 6/1/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 movements. This slide shows the existing bridge 

3 profile as the top figure and the proposed bridge 

4 profile on the bottom. Both of these images are 

5 looking north with Albany on the left and Rensselaer 

6 on the right. 

7 The images show that the proposed 

8 bridge, the movable span is located more toward the 

9 center of the Hudson River. This slide shows the map 

10 of the connections of the proposed shared use path on 

11 the new bridge to the existing and planned trail 

12 systems in the surrounding area. The path on the new 

13 bridge would connect the Albany skyway on the Albany 

14 side to the east side of the river, where the City of 

15 Rensselaer is currently developing a multi-use trail 

16 along the waterfront. 

17 And now, let's look at some renderings 

18 of what the proposed bridge will look like when the 

19 project is complete. This first rendering shows a 

20 bird's-eye view of the proposed bridge over the 

21 Hudson River from the Albany side looking north. You 

22 can see the New Albany skyway on the left. This next 

23 rendering shows a close up of the moveable span for 

24 the proposed bridge and the raised position to allow 

25 for ship passage. 
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1 6/1/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 And finally, this rendering shows the 

3 proposed bridge from the Rensselaer side looking 

4 toward Albany. The shared used path can be seen 

5 diverging to the south from the bridge to connect 

6 with the proposed Riverfront Trail. The 

7 environmental assessment for the project was prepared 

8 in accordance with the National Environmental Policy 

9 Act, as well as related laws and regulations. 

10 It includes an evaluation of the 

11 potential permanent impacts of the project during 

12 operation and temporary impacts during construction. 

13 It evaluates a full range of environmental topics, 

14 covering issues related to the human and built 

15 environment, such as land use, community character, 

16 social and economic conditions and historic resources 

17 and visual considerations. 

18 It also includes an evaluation of the 

19 project's effects on the natural environment, 

20 including terrestrial resources and water resources. 

21 The E.A. evaluates the project's potential effects on 

22 historic resources to comply with NEPA. And also, 

23 with Section 106 of the National Historic 

24 Preservation Act. 

25 There are three historic properties 
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1 6/1/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 within the study area for the project, including the 

3 bridge itself and two additional properties on the 

4 Albany side of the river. Two bridges and an 

5 adjacent warehouse structure on the rail spur. All 

6 of these properties have been determined to be 

7 eligible for the National Register of Historic 

8 Places. 

9 The evaluation of historic resources 

10 was conducted in consultation with the New York State 

11 Historic Preservation Office and other consulting 

12 parties as part of the Section 106 process. The 

13 consultation determined that removal of the 

14 Livingston Avenue Bridge for this project would 

15 constitute an adverse effect to historic properties. 

16 Mitigation for this effect has been 

17 developed through Section 106 consultation. There 

18 will be no adverse effect on the two other historic 

19 properties in the study area, the central warehouse 

20 and Center Street railroad spur and the Albany 

21 railroad viaduct. 

22 To mitigate the adverse effect on the 

23 National Register Eligible Livingston Avenue Bridge, 

24 a memorandum of agreement M.O.A. among Federal 

25 Railroad Administration, New York State D.O.T. and 
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1 6/1/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 New York State Historic Preservation Office was 

3 developed in accordance with Section 106 of the 

4 National Historic Preservation Act. 

5 The proposed mitigation includes 

6 documentation of the bridge, following Historic 

7 American Engineering Record, H.A.E.R. standards, 

8 interpretive science related to the history of the 

9 bridge along public walkways nearby, use of truss 

10 spans for the replacement bridge and an active search 

11 for a new owner of the existing Livingston Avenue 

12 Bridge for adaptive reuse or partial reuse at a new 

13 location. 

14 It should be noted that no new owner 

15 has been identified at this time. The mitigation 

16 would also include development of a construction 

17 protection plan to avoid accidental damage to nearby 

18 historic properties during construction. A draft 

19 M.O.A. is included in the E.A. It will be finalized 

20 following review of any public comments on the 

21 project and its effect on historic resources that are 

22 received during the public comment period on the E.A. 

23 The E.A. documents the projects 

24 expected impacts on water resources and ecology. The 

25 analysis explores effects for both construction and 
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1 6/1/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 the proposed new permanent structure. The E.A. 

3 identified several potential effects from the new 

4 bridge, including effects on the floodplain, effects 

5 of the bridge piers on the bottom of the river and in 

6 the wetland area and effects due to construction 

7 activities on aquatic vegetation. 

8 The evaluation was prepared in 

9 coordination with the U.S. Fish and Wildlife Service 

10 and the National Marine Fisheries Service. In 

11 compliance with the Endangered Species Act and other 

12 related laws and regulations. Construction crews 

13 will implement mitigation measures during 

14 construction to avoid adverse effects on water 

15 resources and ecology. 

16 These will be finalized in 

17 consultation with the U.S. Coast Guard, U.S. Army 

18 Corps of Engineers, and New York State Department of 

19 Environmental Conservation, as part of the permitting 

20 process for the bridge. Based on completed 

21 consultation with the National Marine Fisheries 

22 Service, construction crews will comply with a number 

23 of requirements to limit adverse effects on protected 

24 species. 

25 These will include limits to when 
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1 6/1/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 construction activities can occur in the water and 

3 when tree clearing can occur. The E.A. also 

4 evaluates the potential for other impacts during 

5 construction and identifies measures to avoid adverse 

6 effects to neighbors and construction workers. 

7 These include using best management 

8 practices to limit dust at the construction site, 

9 limiting nighttime construction work and using 

10 barriers to block transmission of noise as well as 

11 further environmental investigation and management to 

12 avoid exposure to contaminated materials, including 

13 on land and in the river. 

14 The preferred alternative proposes 

15 some acquisitions of private property for the new 

16 track alignment. These acquisitions are necessitated 

17 by the new rail alignments to tie into the new bridge 

18 location and to construct a new shared ... path. New 

19 York State D.O.T. will discuss the real estate 

20 acquisition process further during the public 

21 hearing, following this NEPA information session. 

22 The next step for the depot public 

23 comment period will be for the Federal Railroad 

24 Administration to make their environmental 

25 determination based on the analysis presented in the 
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1 6/1/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 environmental assessment and the review of the 

3 comments received. We expect the F.R.A. to make this 

4 determination later this fall. 

5 A public hearing after this NEPA 

6 information session will review the real estate 

7 process. Construction will begin at the end of 2023. 

8 And is anticipated to be complete at the end of 2026. 

9 Comments on the environmental assessment will be 

10 accepted through June 15th, 2022. Comments will be 

11 accepted by email at livingstonavebridge@dot.ny.gov. 

12 Please include the subject public 

13 comment, as well as, through the project website, 

14 www.dot.ny.gov/livingstonavebridge/contact. Comment 

15 via U.S. mail should be sent to Livingston Avenue 

16 Bridge Project, New York State Department of 

17 Transportation, Office of Design 50 Wolf Road, POD-24 

18 Albany, New York 12232. 

19 THE MODERATOR: Well, I have all of 

20 your attention, thank you. We are going to break and 

21 invite you to go back to the slide boards, ask your 

22 questions of the people with the badges. These 

23 conversations are not part of the record but they’re 

24 an opportunity for you to learn more than it's -- 

25 we're going to take a little bit break ... public 
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1 6/1/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 hearing starts and if any of you are interested in 

3 making a statement in front of the audience, please 

4 let me know at the desk. 

5 We also have our stenographer here. 

6 She can take the live statement and as you saw at the 

7 front desk, we have ... to take with you and so we 

8 will read ... 

9 (The hearing adjourned at 6:32 p.m.) 

10 

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15

16

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2 STATE OF NEW YORK 

3 

I, ANNETTE LAINSON, court approved Transcriber, certify 

4

that the foregoing is a correct transcription from the 

5

official electronic sound recording of the proceeding in 

6

the above-entitled matter. 

7

 IN WITNESS WHEREOF, I have hereunto 

8

subscribed my name, this the 23rd day of June, 2022. 

9

10

________________________________x 

11

ANNETTE LAINSON 

12

Associated Reporters Int’l., Inc. 

13

14

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A

able 11:4

above-entitled 20:6

accepted 18:10,11

access 8:23 9:23

accidental 15:17

accommodate 6:24 11:16,21

accommodates 2:24

achievable 10:20

acquisition 9:11 17:20

acquisitions 17:15,16

Act 1:8 13:9,24 15:4 16:11

action 6:16

active 15:10

activities 16:7 17:2

adaptive 15:12

addition 10:22

additional 5:17 14:3

addressing 4:10 6:11 7:25

adjacent 7:5,6,10,13 9:24 14:5

adjourned 19:9

adjustment 2:5

Administration 1:5 14:25 17:24

Administrator 1:14

adverse 14:15,18,22 16:14,23

17:5

age 3:20

agreement 14:24

Albany 1:17 2:18 5:23 8:9 9:3

9:25 11:19 12:5,13,13,21,22

13:4 14:4,20 18:18

alignment 7:4,5,5,6,11,14 8:11

8:24 9:7,8,9,14,16,19,22,23

10:5 11:25 17:16

alignments 7:21 11:18,21 17:17

allow 3:16 8:9 12:24

allowing 4:24

allows 6:10

alternate 6:19

alternative 6:16 7:15,17 8:24

9:7,14,15 10:5,8,9,11 17:14

alternatives 6:9,14,18 7:11,14

7:20,22 8:7,12,21

American 15:7

Amsterdam 3:3

Amtrak 3:9

analysis 7:8 10:6 15:25 17:25

and-a-half 3:14

ANNETTE 20:3,11

anticipated 18:8

apply 6:7

approach 6:11 9:6,9,11

approved 20:3

approximately 8:25 9:17 10:13

aquatic 16:7

area 12:12 14:2,19 16:6

Army 16:17

assessment 7:9,15 10:7 13:7

18:2,9

Associated 20:12

attention 18:20

audience 19:3

available 3:12

Avenue 1:10,16 2:17 3:5,20

11:22,24 14:14,23 15:11 18:15

avoid 15:17 16:14 17:5,12

B

back 2:12 18:21

badges 18:22

barriers 17:10

based 10:6 16:20 17:25

baseline 6:17

beginning 2:10

beneath 5:12

best 17:7

bicycle 5:19 11:11

bicyclists 7:24

bike- 9:25

bike-hike 5:22

bird's-eye 12:20

bit 2:5 18:25

block 17:10

boards 18:21

boats 5:12,15 11:13

bottom 12:4 16:5

break 2:11 18:20,25

bridge 1:10 2:17 3:5,8,11,15,17

3:18,19,20,25 4:3,6,24,25 5:3

5:6,7,9,13,14,16 6:23 7:3,4,6

7:7,16,17,18,19,24,25 8:3,6

8:11,17,18,23 9:2,3,16,18,18

10:13,13,19,23 11:5,5,9,10,13

11:17,22,25 12:2,3,8,11,13,18

12:20,24 13:3,5 14:3,14,23

15:6,9,10,12 16:4,5,20 17:17

18:16

bridges 8:8,10,20 11:20 14:4

Buffalo 3:4
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built 3:18,19 13:14

bypassed 6:21

C

Canadian 3:10

capacity 4:15

cars 11:16

causes 4:5

center 8:9 11:2,20 12:9 14:20

centers 8:5

central 14:19

certify 20:3

changes 6:21

channel 8:13,15,16

character 13:15

check 2:13

cities 2:18

City 2:25 5:25 12:14

clearance 3:24 5:9,14 8:15,17

8:20

clearing 17:3

Clinton 1:16

close 11:4 12:23

closed 4:6

closer 9:3

Coast 16:17

codes 1:9 4:2

commenced 2:2

comment 15:22 17:23 18:13,14

comments 15:20 18:3,9,10

community 5:21 13:15

comparison 6:17

complete 12:19 18:8

completed 16:20

completion 5:16

compliance 1:6 16:11

comply 13:22 16:22

condition 5:2 10:24

conditions 4:10 6:18 13:16

conducted 14:10

conflicts 4:18

connect 8:10 12:13 13:5

connecting 2:18

connection 5:20

connections 5:18,22 9:24 12:10

Conservation 16:19

consider 6:8

considerations 10:8 13:17

considered 6:20

consisting 8:14

constitute 14:15

construct 7:16,18 17:18

constructed 9:6,20

construction 5:15 7:23 8:23,24

13:12 15:16,18,25 16:6,12,14

16:22 17:2,5,6,8,9 18:7

consultation 14:10,13,17 16:17

16:21

consulting 14:11

contaminated 17:12

contractor 8:23

conversations 18:23

COOPERATION 1:4

coordination 11:6 16:9

Corps 16:18

correct 20:4

corridor 2:20,21,24 3:6 4:16

6:21

corridors 2:22

cost 9:13 10:4

court 20:3

covering 13:14

creating 3:13

crews 16:12,22

criteria 5:5

critical 3:11

cross 11:9,14

crossing 3:7,22 5:19

CSX 3:11

current 3:8 4:2 10:16 11:15

currently 12:15

D

D.O.T 1:1,6 2:1 3:1 4:1,19 5:1

6:1,8,15 7:1,9 8:1 9:1 10:1

11:1 12:1 13:1 14:1,25 15:1

16:1 17:1,19 18:1 19:1 20:1

daily 3:11

damage 15:17

DATE 1:12

day 20:8

deficiencies 7:25

delays 3:13 4:5 5:15 11:6

Department 1:3 16:18 18:16

depot 17:22

describe 4:22

described 7:8

design 4:2 5:5 7:21 8:2 11:15

18:17

designated 2:22
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desk 19:4,7

detail 10:11

deteriorated 3:21

determination 17:25 18:4

determined 7:10 14:6,13

detour 3:12 6:19

developed 14:17 15:3

developing 6:9 12:15

development 4:9 15:16

diagram 11:3

different 7:21

discuss 10:10 17:19

distance 5:8

diverging 13:5

documentation 15:6

documents 15:23

dollars 9:15,15 10:6,6

downstream 8:20

draft 15:18

due 3:19 5:2 9:8 10:24 16:6

dust 17:8

E

E.A 13:21 15:19,22,23 16:2 17:3

easements 8:22

east 10:21 12:14

ecology 15:24 16:15

economic 13:16

effect 14:15,16,18,22 15:21

effects 13:19,21 15:25 16:3,4,4

16:6,14,23 17:6

eighteen 2:11

either 10:19

electronic 20:5

elements 10:2

eleven 2:21

eligible 14:7,23

email 18:11

Empire 2:20,21 3:6 5:23 6:21

10:2

Endangered 16:11

engineering 10:8 15:7

Engineers 16:18

enhance 5:21

environment 6:13 13:15,19

environmental 1:8 6:5 7:8,15

10:7 13:7,8,13 16:19 17:11,24

18:2,9

established 4:20

estate 17:19 18:6

estimated 9:13 10:4

evaluated 6:14 7:14

evaluates 13:13,21 17:4

evaluation 13:10,18 14:9 16:8

evening 2:4

existing 3:20 4:3,16 5:14 6:23

7:3,4,6,7,17,19,25 9:2,3,18

11:5,10 12:2,11 15:11

expect 18:3

expected 15:24

explores 15:25

exposure 17:12

F

F.R.A 1:5 4:19 6:8,15 7:9 18:3

facilitate 11:25

fall 18:4

Falls 2:25

features 7:22

Federal 1:5 14:24 17:23

federally 2:21

feet 8:4,15,17,25 9:17 10:14

fewer 11:6

fifteen 3:22

fifty 10:17

figure 11:16 12:3

finalized 15:19 16:16

finally 13:2

first 12:19

Fish 16:9

Fisheries 16:10,21

Fitzpatrick 1:14 2:3

fixed 8:16

flexibility 4:14

floodplain 16:4

flow 9:21

followed 6:6

following 15:6,20 17:21

foregoing 20:4

formal 2:14

forty 10:21

four 3:17 9:14 10:5

fourteen 8:4

freight 3:10 6:24 11:13

front 19:3,7

full 13:13

further 7:14 17:11,20

future 5:24

G
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geometry 8:4 10:19

go 2:10,12 6:3 18:21

goal 4:22 5:4,10

goals 4:8,12,19,21 6:11 7:12

going 2:4,8,9 18:20,25

Good 2:15

governed 10:18

green 11:19

Guard 16:17

guide 4:9,20

H

H.A.E.R 15:7

hearing 1:1,11,14 2:1,2,7,14

3:1 4:1 5:1 6:1 7:1 8:1 9:1

10:1 11:1 12:1 13:1 14:1 15:1

16:1 17:1,21 18:1,5 19:1,2,9

20:1

heavier 11:13

height 3:24

help 4:20

hereunto 20:7

high 2:22

higher 11:3

hike 10:2

historic 6:6,13 13:16,22,23,25

14:7,9,11,15,18 15:2,4,6,18

15:21

history 15:8

hour 3:23 10:17,20,22

hours 3:14

Hudson 2:18 3:3,5,7 5:12,19

8:13,21 9:8,19 12:9,21

human 13:14

hundred 3:17,18 8:25 9:14 10:5

10:14

hundred- 8:14

I

identified 10:9 15:15 16:3

identifies 17:5

identify 6:10

illustration 10:12 11:8

image 10:11

images 12:4,7

impact 6:12

impacts 5:11 13:11,12 15:24

17:4

implement 16:13

implementation 1:7

improve 4:15

improved 4:13 10:15

improvements 4:23 8:12

improving 4:10 5:11 8:4 11:5

include 5:13 6:16 8:7,12 10:25

15:16 16:25 17:7 18:12

included 7:22 15:19

includes 3:9 7:23 13:10,18 15:5

including 4:24 5:6 6:22,23 9:25

13:20 14:2 16:4 17:12

increasing 5:3

information 6:3 17:21 18:6

Int’l 20:12

interest 5:21

interested 19:2

interpretive 15:8

investigation 17:11

invite 18:21

issues 13:14

J

June 1:12 18:10 20:8

K

key 5:21

know 19:4

L

LAINSON 20:3,11

land 13:15 17:13

larger 11:16

laws 6:7 13:9 16:12

learn 18:24

left 7:16 12:5,22

let's 12:17

life 8:2

lift 8:3 11:2,4

limit 16:23 17:8

limitations 4:17 10:16

limited 3:21

limiting 17:9

limits 16:25

line 3:5

link 3:11

little 2:5 18:25

live 19:6

Livingston 1:10 2:17 3:4,20

11:22,24 14:14,23 15:11 18:15

livingstonavebridge@dot.ny.gov

18:11
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load 4:15

loading 10:15

loads 5:7

located 2:20 3:5 8:25 9:17 11:3

12:8

location 1:15 15:13 17:18

long 10:14

look 12:17,18

looking 11:17 12:5,21 13:3

M

M.O.A 14:24 15:19

mail 18:15

major 6:22

majority 9:5

making 9:21 19:3

management 17:7,11

manner 4:7

map 12:9

Marine 16:10,21

master 6:2

match 8:19 11:24

materials 17:12

matter 20:6

Maura 1:14 2:3

measures 16:13 17:5

meet 3:25 4:2,21 7:11 11:15

memorandum 14:24

met 5:5

miles 3:22 10:17,20,22

million 9:15 10:5

mingle 2:12

minimal 6:23

minimize 4:17

minimizing 5:11,14

minimum 8:5

minutes 2:11

mitigate 14:22

mitigation 14:16 15:5,15 16:13

moderator 2:3,4 18:19

modern 3:25

modifications 8:8

Mohawk-Hudson 5:22 9:25

movable 3:15 4:4 12:8

moveable 12:23

movements 12:2

multi-use 12:15

multiple 10:15

N

N.Y.S 1:1 2:1 3:1 4:1 5:1 6:1

7:1 8:1 9:1 10:1 11:1 12:1

13:1 14:1 15:1 16:1 17:1 18:1

19:1 20:1

name 20:8

narrower 9:21

National 13:8,23 14:7,23 15:4

16:10,21

natural 13:19

navigation 8:16

navigational 8:13

nearby 15:9,17

necessitated 17:16

need 6:11 7:12

neighbors 17:6

NEPA 13:22 17:21 18:5

network 2:19

new 1:2,6,8,17 2:19,25 4:19

5:19,20 6:8,14 7:4,4,9,16,18

7:24 8:2,6,10,16 9:16,18

10:12,25 11:4,9,18,22,24

12:11,12,22 14:10,25 15:2,11

15:12,14 16:2,3,18 17:15,17

17:17,18,18 18:16,18 20:2

Niagara 2:25

nighttime 17:9

ninety-feet 8:14

noise 17:10

north 7:5,17 8:24,25 9:9,11,13

9:22 12:5,21

noted 15:14

number 4:12,15,17 7:21 16:22

O

objectives 4:20,22 5:4,6,10

6:12 7:12

occur 4:23 5:2 17:2,3

Office 14:11 15:2 18:17

official 20:5

offsite 9:6

old 3:18

one-hundred-year 8:2

open 4:3,5 11:4

opening 8:15

opens 3:16

operation 11:6 13:12

operational 4:14,17 10:7

operations 4:11,13,24 5:6,11

opportunity 18:24

owner 15:11,14
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P

p.m 1:13 2:2,14 19:9

Pacific 3:10

Palace 1:15

parallel 9:21

part 1:9 2:19 6:2 14:12 16:19

18:23

partial 15:12

parties 14:12

pass 3:16 5:12

passage 12:25

passenger 2:24 3:7,9,12 4:5,13

6:25,25 10:17

path 7:23 11:11,19 12:10,12

13:4 17:18

paths 6:4 9:24

pedestrian 5:19 11:11

pedestrians 7:24

people 2:12 18:22

period 15:22 17:23

permanent 6:19 13:11 16:2

permitting 16:19

perpendicular 9:19

photo 4:3

physically 11:11

piers 3:18 9:8,20,22 16:5

Places 14:8

plan 6:2 15:17

planned 12:11

played 2:16

please 18:12 19:3

POD-24 18:17

Policy 13:8

position 4:3,5 12:24

possible 10:24

potential 13:11,21 16:3 17:4

Poughkeepsie 3:2

practices 17:8

preferred 10:9 17:14

prepared 13:7 16:8

presented 17:25

preservation 6:7 13:24 14:11

15:2,4

primarily 5:5

private 17:15

Procedures 1:7

proceeding 20:5

process 6:5 14:12 16:20 17:20

18:7

profile 10:12 12:3,4

progressive 5:25

project 1:10 2:20 4:8,9,21 5:17

5:21 6:2,4,6,7,9,11 7:11

12:19 13:7,11 14:2,14 15:21

18:13,16

project's 13:19,21

projects 4:19 15:23

properties 6:13 13:25 14:3,6,15

14:19 15:18

property 9:10 17:15

proposed 10:12,13 11:8,9,12,17

12:3,7,10,18,20,24 13:3,6

15:5 16:2

proposes 17:14

protected 16:23

protection 15:17

provide 5:17 9:23

provides 6:17

providing 5:13,18 8:2,4

public 1:1,11 2:1 3:1 4:1 5:1

6:1 7:1 8:1 9:1 10:1 11:1

12:1 13:1 14:1 15:1,9,20,22

16:1 17:1,20,22 18:1,5,12,25

19:1 20:1

purpose 7:11

Q

Quality 1:8

questions 2:13 18:22

R

rail 2:19,22,25 3:7,12 4:6,11

4:13,23 5:6 6:25 11:16,20

14:5 17:17

railroad 1:5,10 8:8 9:10 11:15

14:20,21,25 17:23

Railway 3:10

raised 8:18 12:24

range 6:9 13:13

read 19:8

real 17:19 18:6

realigned 11:24

really 5:4

received 15:22 18:3

recognize 5:20

record 15:7 18:23

recording 20:5

red 11:18

regarding 1:9
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regional 5:18

Register 14:7,23

regulations 1:9 13:9 16:12

rehabilitated 11:21

rehabilitating 6:23,24

rehabilitation 6:25

relate 4:9 5:10

related 5:7 8:12 13:9,14 15:8

16:12

reliability 4:14

reliably 11:5

removal 14:13

remove 4:16 10:16

rendering 12:19,23 13:2

renderings 12:17

Rensselaer 2:19 3:3 5:24,25

6:22 9:2,12 10:21 11:23 12:5

12:15 13:3

repairs 6:24

replacement 7:10,20 8:11 15:10

replacements 7:13

Replacing 7:3

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represents 6:18

require 6:7 8:21

required 8:5 9:22

requirements 16:23

requires 9:7,9

resources 13:16,20,20,22 14:9

15:21,24 16:15

resulted 6:20

results 6:12

reuse 15:12,12

review 1:8 6:5 15:20 18:2,6

Rhinecliff 3:2

right 2:15 7:18 12:6

risk 10:16

river 2:18 3:7 4:11 5:12,20

8:13,21 9:9,19,21 12:9,14,21

14:4 16:5 17:13

riverbanks 8:22

Riverfront 5:24 13:6

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Rochester 3:4

roughly 3:9

routes 6:20,21

Rules 1:9

S

saw 19:6

Schenectady 3:3 6:22

science 15:8

search 15:10

section 3:5 11:9,14 13:23 14:12

14:17 15:3

see 12:22

seen 13:4

seismic 4:2

sent 18:15

separate 6:2

separated 11:12

service 2:25 3:8,12 4:6,13 16:9

16:10,22

session 17:21 18:6

seven 2:14

seventy 10:14

share 11:10

shared 7:23 9:24 11:19 12:10

13:4 17:18

sharing 6:4

ship 4:18 8:18 11:2,7 12:25

ships 3:16

show 12:7

showing 11:2

shown 4:11 7:16,18 11:18

shows 4:3 10:11 11:8,16 12:2,9

12:19,23 13:2

side 9:2,4 10:19 11:19,23 12:14

12:14,21 13:3 14:4

significant 6:20

site 8:24 17:8

six 3:10

sixty 8:17 9:17

skewed 9:8

skews 9:3

skyway 5:23 9:25 12:13,22

slide 4:12 12:2,9 18:21

slides 6:5 10:10

smallest 6:12

social 13:16

sound 2:9,15 20:5

south 7:7,19 9:16,17,22 10:4

13:5

spacing 8:5

span 3:15,16 4:4 8:3,3 11:2,4

12:8,23

spans 2:17 3:19 8:17 10:15

15:10

species 16:11,24

specific 4:23
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speed 2:22 10:16

speeds 5:3 10:18,20,21

spur 14:5,20

standards 3:25 11:15 15:7

start 2:9,14

starts 19:2

state 1:2,6,7 3:21 4:19 5:23

6:8,14 7:9 10:2 14:10,25 15:2

16:18 17:19 18:16 20:2

statement 1:1,11 2:1 3:1 4:1

5:1 6:1 7:1 8:1 9:1 10:1 11:1

12:1 13:1 14:1 15:1 16:1 17:1

18:1 19:1,3,6 20:1

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station 3:2

stations 6:22

stenographer 19:5

step 17:22

sticks 4:4

stops 3:2

Street 8:9,9 14:20

streets 11:20

structural 4:16

structure 9:5 10:25 14:5 16:2

study 14:2,19

subject 18:12

subscribed 20:8

subsequent 6:4

substandard 4:10

substantial 3:13

superior 9:23

support 5:7 11:13

surrounding 12:12

swing 3:15,16 8:3

Syracuse 3:4

systems 5:18 12:12

T

take 2:11 18:25 19:6,7

taller 11:14

temporary 8:22 13:12

terrestrial 13:20

thank 18:20

Theater 1:15

they’re 18:23

thirty 9:14 10:20

thousand 10:14

three 4:12,17,18 5:10 10:14

13:25

tie 17:17

time 1:13 3:22 5:2 10:23 15:15

timely 4:7

times 3:17

today 5:2 10:24

top 12:3

topics 13:13

towers 11:3

track 8:4,10 9:11 10:19 11:18

11:21 17:16

tracks 5:8 8:5,6,10 9:10 11:10

11:23

traffic 4:11,18 8:18 11:2,7,12

trail 5:18,22,23,24 10:2,3

12:11,15 13:6

trails 9:24

train 5:3 10:18 11:7,12,25

trains 3:9,10,21 4:25 5:9 7:2

10:17,23

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transcription 20:4

transmission 17:10

Transportation 1:3 18:17

traveling 10:21,22

tree 17:3

trouble 2:7

truss 15:9

trying 2:6

turn 2:9

turning 11:25

twelve 3:9

twenty 2:11

twenty-five 8:15

two 3:10 4:15,25 5:4 7:13,17,20

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undertaken 6:19

United 2:22

unreliable 4:4

Upstate 3:6

upstream 8:20

upwards 3:13

use 4:24 7:23 9:24 11:19 12:10

13:15 15:9

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vegetation 16:7

vertical 5:8 8:15,17,19

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warehouse 14:5,19

watch 2:6

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we'll 2:10,11,13

we're 2:4,6 18:25

we’re 2:8,8

website 18:13

west 10:22

wetland 16:6

WHEREOF 20:7

wide 8:14

wider 9:7 11:9,14

width 3:25

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WITNESS 20:7

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work 6:18 9:6,10 17:9

workers 17:6

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Page 1

1 6/1/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 STATE OF NEW YORK 

3 DEPARTMENT OF TRANSPORTATION 

4 IN COOPERATION WITH 

5 THE FEDERAL RAILROAD ADMINISTRATION, F.R.A. 

6 In compliance with the New York State D.O.T. 

7 Procedures for implementation of the State 

8 Environmental Quality Review Act at 17 New York 

9 Codes, Rules and Regulations, Part 15, regarding the 

10 Livingston Avenue Railroad Bridge Project. 

11 PUBLIC STATEMENT HEARING 

12 DATE: June 1, 2022 

13 TIME: 7:00 p.m. 

14 BEFORE: MAURA FITZPATRICK, Hearing Administrator 

15 LOCATION: Palace Theater 

16 19 Clinton Avenue 

17 Albany, New York 

18 

19

20

21

22

23

24

25
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1 6/1/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 (The hearing commenced at 7:00 p.m.) 

3 THE MODERATOR: And thank you for 

4 attending the Livingston Avenue Bridge Project public 

5 information meeting and public hearing. I think 

6 you've all met me. My name is Maura Fitzpatrick and 

7 I am serving as your host for this evening and this 

8 presentation. 

9 On behalf of Marie Therese Dominguez, 

10 who is the Commissioner of the New York State 

11 Department of Transportation, and Amit Bose, the 

12 Administrator for the Federal Railroad 

13 Administration. I welcome you to this two-part 

14 public meeting and public hearing on Livingston 

15 Avenue Bridge Project. 

16 Hopefully, everyone took advantage of 

17 the opportunity to speak with the staff and the 

18 project boards and the open house portion of this 

19 meeting was intended to answer any general project 

20 questions regarding the environmental assessment, the 

21 document that was prepared to present the project 

22 purpose, goals, and objectives to evaluate project 

23 alternatives and to evaluate the environmental 

24 impacts. 

25 If anyone has a formal statement 
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1 6/1/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 regarding environmental assessment, that they have 

3 not already given to the stenographer, there will be 

4 a comment period following the eminent domain 

5 procedure law presentation to have this recorded for 

6 the project record and you'll see that presentation 

7 shortly. 

8 The second portion of tonight that we 

9 are about to begin is a public hearing to satisfy 

10 Article 2 of the New York State Eminent Domain 

11 Procedure Law. This ... project summary, right of 

12 way impacts and D.O.T. deposition process. As 

13 mentioned, this will be followed by the formal 

14 comment session where attendees will have time to 

15 make public statement and will be recorded to public 

16 record. 

17 During public testimony for formal 

18 comments session, comments will be accepted for 

19 anything project-related that could be material 

20 presented in the open house format tonight, the 

21 environmental assessment document or the E.D.P.L. 

22 hearing. 

23 Substantive comments will be addressed 

24 as part of the NEPA, that’s the National 

25 Environmental Policy Act, and SEQRA, which is State 
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1 6/1/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 Environmental Quality Review Act processes, whereas 

3 part of the determinations and findings documented. 

4 All of these comments will become part of the project 

5 record. 

6 Now I'd like to introduce the 

7 representatives from New York State Department of 

8 Transportation executive team in attendance for 

9 tonight's session. We have the New York State D.O.T. 

10 ... who is the chief engineer, who is not at the 

11 table with me and raising his hand ... 

12 We have Stephanie Winkelhake, who is 

13 the deputy chief engineer. Stephanie is also -- there 

14 she is, hi Stephanie. And then the next ... is Pat 

15 Barnes, who is the Regional Director for Region One. 

16 Also with me at the table is part of the project's 

17 technical team and it's Susan Andrews P.E., who is 

18 the director of the rail projects group. 

19 We also have with us Bryan Viggiani, 

20 who is the Public Information Officer for Region One. 

21 And ... who is the project manager for this effort. 

22 Corinne Miller is with the real estate liaison for 

23 Region One, and then we have several representatives 

24 from the consulting team with us as well. 

25 ... Johnson P.E. who is the 
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1 6/1/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 engineering consultant with ... We have Tom Cole 

3 (phonetic spelling) ... who is the project manager 

4 ... and we have Julie ... and -- who is the 

5 environmental consultant with A.K.R.F. as well as ... 

6 from A.K.R.F. And then we have several people here 

7 from ... 

8 So slide -- this project may require 

9 property acquisition by New York State Department of 

10 Transportation, which would ... in accordance with 

11 the New York State Eminent Domain Procedure Law. 

12 Today's hearing is a requirement within that law. So 

13 we're now going to show you a relatively short video 

14 about that process. 

15 (Video played) 

16 The New York State Department of 

17 Transportation, New York State D.O.T., in cooperation 

18 with the Federal Railroad Administration, F.R.A. 

19 published an environmental assessment for the project 

20 on May 9th, 2022. The project has been advanced in 

21 accordance with the requirements of the National 

22 Environmental Policy Act, NEPA codified as Title 40, 

23 Code of Federal Regulations, Parts 1500 to 1508. 

24 F.R.A.s environmental regulations at 

25 23CFR Parts 771 and 774, the New York State D.O.T. 
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1 6/1/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 procedures for implementation of the State 

3 Environmental Quality Review Act at 17 New York 

4 Codes, Rules and Regulations Part 15. And in 

5 accordance with the provision of Article 2 of the New 

6 York State Eminent Domain Procedure Law, E.D.P.L. 

7 The publication of the environmental 

8 assessment began the public comment period on the 

9 document, which will extend until five p.m. Eastern 

10 Daylight Time on June 15th, 2022. This public 

11 hearing is being conducted to obtain comments on the 

12 project's environmental assessment and the right of 

13 way acquisition process. 

14 The environmental assessment is 

15 available for review at this hearing on the project's 

16 website, www.dot.ny.gov/livingstonavebridge. And at 

17 the New York State D.O.T. main office 50 Wolf Road, 

18 Albany New York, 12332, and at the Albany City Hall 

19 and the Rensselaer City Hall. The environmental 

20 assessment documents compliance with other applicable 

21 federal, New York State, and local environmental laws 

22 and regulations. 

23 Including Section 106 of the National 

24 Historic Preservation Act, the conformity 

25 requirements of the Clean Air Act, the Clean Water 
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1 6/1/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 Act, the Rivers and Harbors Act of 1899, Section 4(f) 

3 of the Department of Transportation Act of 1966, 

4 Section 4(f). The Endangered Species Act, Executive 

5 Order 11988. The U.S. Department of Transportation 

6 order 5650.2 on Floodplain Management, Executive 

7 Order 11990 on Protection of Wetlands. 

8 The Magnuson-Stevens Act, related to 

9 Essential Fish Habitat, the Coastal Zone Management 

10 Act and Executive Order 12898 on environmental 

11 justice. It describes the project, the consideration 

12 of social, economic and environmental effects that 

13 would result from implementation of the project and 

14 measures to mitigate adverse effects. 

15 This hearing provides the public an 

16 opportunity to make formal statements of positions 

17 before any final project decisions are made. The 

18 agencies will review and consider public comments 

19 submitted by the Comment Deadline. Substantial 

20 comments received will be addressed after the meeting 

21 as part of the NEPA and E.D.P.L. processes. 

22 The determinations and findings for 

23 the public hearing will be published within ninety 

24 days of the hearing date. This presentation will 

25 cover material specific to the project as it relates 
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1 6/1/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 to the Eminent Domain Procedure Law. We will discuss 

3 the hearing purpose and the project location, goals, 

4 description and impacts. Then we will discuss the 

5 right of way acquisition process and how to submit 

6 comments. 

7 During the development of the project 

8 alternatives for the environmental analysis, several 

9 properties were identified that may be required for 

10 the construction of the preferred alternative. 

11 Property acquisition by New York State D.O.T. would 

12 occur in accordance with the New York State Eminent 

13 Domain Procedure Law. 

14 Today's hearing is a requirement under 

15 this law. The Livingston Avenue Bridge is located in 

16 the cities of Albany and Rensselaer, New York, and 

17 spans the Hudson River. As a part of the rail 

18 network, this project is located on the Hudson line 

19 section of the Empire Corridor. The current service 

20 across the bridge includes twelve Amtrak passenger 

21 trains and roughly two to six freight trains, 

22 Canadian Pacific Railway and C.S.X. daily. 

23 The bridge is a critical link for 

24 passenger rail service as no detour is available 

25 without creating substantial delays, upwards of two-
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1 6/1/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 and-a-half hours. The bridge has a moveable swing 

3 span to allow larger ships to pass and opens about 

4 four hundred times each year. This mechanism has 

5 become unreliable and sticks in the open position, 

6 causing delays to passenger rail service when the 

7 bridge cannot be closed in a timely manner. 

8 This bridge is more than a hundred 

9 years old, with the bridge piers built in 1865 and 

10 the bridge spans built in 1903. Due to its age, it 

11 is in a deteriorated state and trains are limited to 

12 crossing one at a time, at only fifteen miles per 

13 hour. Also, the clearances for height and width do 

14 not meet modern standards and the bridge does not 

15 meet current seismic design codes. 

16 The goals for this project relate to 

17 addressing substandard conditions and improving 

18 operations for rail and river traffic. As shown on 

19 the slide, the three goals are to, number one, 

20 improve passenger rail operations, service 

21 reliability and operational flexibility. 

22 Number two, improve the load capacity 

23 of the corridor and remove existing structural 

24 operational limitations. And number three, minimize 

25 conflicts with ship traffic. The project goals were 
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1 6/1/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 used to develop the alternatives evaluated in the 

3 environmental assessment. The environmental 

4 assessment for the project was prepared in accordance 

5 with the National Environmental Policy Act, as well 

6 as related laws and regulations. 

7 It includes an evaluation of the 

8 potential permanent impacts of the project during 

9 operation and temporary impacts during construction. 

10 It evaluates a full range of environmental topics, 

11 covering issues related to the human and built 

12 environment, such as land use, community character, 

13 social and economic conditions and historic resources 

14 and visual considerations. 

15 It also includes an evaluation of the 

16 project's effects on the natural environment, 

17 including terrestrial resources and water resources. 

18 As previously discussed, this document is available 

19 to the public for review and comment. Based on the 

20 analysis of the environmental assessment, as well as 

21 operational and engineering considerations. 

22 The preferred alternative, a full 

23 replacement approximately sixty feet to the south of 

24 the existing bridge, was identified. Shown in the 

25 profile at the bottom of the slide, a lift span is 
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1 6/1/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 proposed to accommodate ships instead of a swing 

3 span. It will allow for a sixty-foot vertical 

4 clearance when raised, which matches the clearances 

5 at upstream and downstream bridges and will be 

6 centrally located in the river channel. 

7 Also proposed is a shared use path for 

8 pedestrians and bicyclists to cross the Hudson River, 

9 connecting local and regional trail networks in 

10 Albany and Rensselaer. The construction costs for 

11 the proposed bridge are estimated at four hundred 

12 million dollars. This figure shows a view looking 

13 down from above the proposed bridge. 

14 The new track alignments are shown in 

15 red and the shared use path in green. On the Albany 

16 side, the rail bridges over Water and Center streets 

17 will be rehabilitated to accommodate track alignments 

18 for the new Livingston Avenue Bridge. On the 

19 Rensselaer side, the Y tracks we realign to match the 

20 new Livingston Avenue Bridge alignment and facilitate 

21 train turning minutes. 

22 This new alignments off the bridge and 

23 the new bridge structure will support increased 

24 speeds for passenger trains. Eastbound passenger 

25 trains heading toward Rensselaer will have a maximum 
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1 6/1/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 speed of thirty miles per hour and westbound 

3 passenger trains heading toward Albany will have a 

4 maximum speed of forty miles per hour. 

5 In addition to higher speeds, the new 

6 bridge typical sections will support two trains using 

7 the structure at the same time, which is not possible 

8 today. The cross section shows updated vertical and 

9 horizontal train clearances and shows how the new 

10 shared use path will be accommodated across the 

11 bridge. 

12 The next few slides will discuss the 

13 proposed right of way impacts of the preferred 

14 alternative on both the Albany and Rensselaer sides 

15 of the river. These acquisitions are necessitated by 

16 the new railways to tie into the new bridge location 

17 and to construct the new shared use path. 

18 Property acquisitions would occur in 

19 accordance with the Eminent Domain Procedure Law, a 

20 process that will be discussed at the end of this 

21 presentation. This proposed acquisition area is on 

22 the Rensselaer side of the river just north of the 

23 bridge where the new tracks will tie into the lines 

24 running north. It includes one larger parcel owned 

25 by First Rensselaer Corporation that measures one 
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1 6/1/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 point one four acres. 

3 There are also five smaller parcels 

4 owned by ... Realty Corporation that totaled zero 

5 point two seven acres in size. South of the bridge 

6 on the Rensselaer side, there's a triangular shaped 

7 property owned by New York Central or C.S.X., where 

8 the shared use path will diverge from bridge 

9 alignment and turn south. This property may need to 

10 be acquired as part of the project. 

11 After the shared used path turn south, 

12 it would gradually slope downward to connect with the 

13 proposed Rensselaer River front trial. The 

14 highlighted area is a permanent easement that may 

15 need to be acquired from Amtrak. On the Albany side 

16 of the river, there are three parcels that were no 

17 longer be needed for railroad use. 

18 East have the potential to be acquired 

19 to facilitate future access to the tracks. After 

20 properties have been identified during the design 

21 process, the first step in the right of way 

22 acquisition process is sending out an introductory 

23 letter in a packet with a preliminary copy of the 

24 acquisition maps. 

25 A New York State D.O.T. representative 
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1 6/1/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 will then set up an appointment by phone or in-person 

3 to explain the acquisition process and the project in 

4 more detail. The next step is the determination of 

5 compensation. New York State D.O.T.'s appraisal unit 

6 will send out a letter, providing the property owners 

7 the opportunity to accompany the appraisal on their 

8 inspection of the property. 

9 The appraisal will establish fair 

10 market value for the subject lands, once established, 

11 the offer of just compensation will be made. The 

12 offer may be made by mail or in-person. The offer 

13 will include an agreement for the owner to review and 

14 sign. A second contact will be made by New York 

15 State D.O.T. within two weeks of the offer to answer 

16 any questions the owner may have or address any 

17 concerns. 

18 Once contact has been made to the 

19 property owner, the state proceeds to acquire title 

20 to the area depicted on the acquisition map by filing 

21 a copy of the map with the county clerks. Notice of 

22 this filing would be sent to the property owner via 

23 certified mail. Once an agreement and all required 

24 closing papers have been signed and have completed 

25 legal review, payment will be issued by the state 
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1 6/1/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 comptroller within approximately eight weeks. 

3 The next steps after the public 

4 hearing and the public comment period have ended, 

5 will be for the federal railroad administration to 

6 make their environmental determination. This will be 

7 based on the analysis presented in the environmental 

8 assessment and the review of the comments received. 

9 We expect the F.R.A. to make this 

10 determination later this fall. Real estate 

11 acquisitions will follow in the winter of 2022 and 

12 into early 2023. Construction will begin at the end 

13 of 2023 and is anticipated to be complete at the end 

14 of 2026. I will now review how to comment on the 

15 environmental assessment. 

16 Comments will be accepted through June 

17 15, 2022. Comments via email may be sent to 

18 livingstonavebridge@dot.ny.gov. Subject to public 

19 comment. Comment through the project website 

20 www.dot.ny.gov/livingstonavebridge/contact, subject 

21 to public comment. Comment via U.S. mail, Livingston 

22 Avenue Bridge Project, New York State Department of 

23 Transportation Office of Design, 50 Wolf Road, POD-24 

24 Albany, New York 12232. 

25 THE MODERATOR: Okay. It's now time 
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2 to begin the public comment session. During this 

3 time, all are invited to provide verbal comments on 

4 any of the material for tonight's meeting, or 

5 previously available environmental assessment 

6 document. Comments will be limited to three minutes, 

7 substantive comments will be responded to as part of 

8 the NEPA and SEQRA processes and then the 

9 determination and finding documents is part of 

10 E.D.P.L. 

11 The official transcript of the meeting 

12 will become part of the project record. My role as 

13 hearing moderator is to provide members of the public 

14 an opportunity to provide comments and organize, 

15 prepare in a professional manner. Agency 

16 representatives will not be answering your questions 

17 or responding to comments during this hearing. 

18 Responses to substantive comments will 

19 be included in the project record in the 

20 determination confinements. Testimony is being 

21 recorded by our stenographer. So please state and 

22 spell your name and identify the organization you 

23 represent. To ensure all record, comments will be 

24 limited to three minutes after the introduction. 

25 There will be a countdown clock on the 
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1 6/1/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 screen, and I will provide a verbal warning when 

3 thirty seconds remain. At this time, we will hear 

4 from those which make oral statements. And if you 

5 have not signed up and you change your mind, you can 

6 just go to the front desk and Marie will give you one 

7 of these cards just you -- you haven't filled this 

8 out for the record and ... take advantage of that. 

9 We also, as I said, we -- earlier we have a 

10 stenographer available to make comments. 

11 And in accordance with agency policy 

12 elected and appointed officials will be given the 

13 first opportunity to speak ... Others will be called 

14 to make their statements in the order they’re listed 

15 in the queue and I will call two names at a time ... 

16 to speak and I apologize in advance if I mispronounce 

17 any names. 

18 When I call your name, I'd like you to 

19 come up to this microphone in the center of the room. 

20 If you have any concern about that or any difficulty, 

21 just raise your hand, and we'll bring the microphone 

22 to you ... I also wanted to state that all the 

23 comments are weighted the same, whether you’ve 

24 written us a comment form or you’re speaking tonight 

25 or you’ve spoken with the stenographer. It’s all ... 
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2 So with that, I'm going to call our 

3 first speaker who is New York State Assemblymember 

4 John McDonald and Assemblymember McDonald will be 

5 followed by Mayor Sheehan, the City of Albany. Thank 

6 you. 

7 MR. MCDONALD: Well, good evening and 

8 thank you. This is such an exciting time. To be 

9 honest with you, I am representing the City of Albany 

10 and the City of Rensselaer for the last ten years and 

11 I ... Hopefully, the next year the funding will be 

12 there. Fortunately, the funding is there thanks in 

13 part, of course the federal government ... the state 

14 budget Governor Hochul ... What I'd like to just say 

15 ... Yes, obviously we know the importance of this 

16 area in regards to commerce, in regards to 

17 transportation in Upstate New York. 

18 We know how busy the Rensselaer 

19 station is. We also know the importance of what’s 

20 being transmitted. Obviously safety is our number 

21 one priority. At a hundred years old I get concerned 

22 every time. I drive by that bridge as we all should. 

23 At the same token this presents ... for both the City 

24 of Rensselaer and the City of Albany both Mayor 

25 Sheehan ... have worked hard on plans to liven up the 
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1 6/1/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 waterfront. I do know the skyway was just opened up 

3 a couple weeks ago a project that has been years in 

4 the making. Rensselaer itself has been working on 

5 trails. And as transportation has demonstrated the 

6 past, it's important to continue the business 

7 transporting people and materials. But it also leads 

8 to one of the most important opportunities here is 

9 the legitimacy of putting in a true pedestrian, bike 

10 pedestrian trail across this bridge. Obviously, we 

11 support that and we’re very excited. We thank the 

12 department for starting this process. And as one 

13 who’s been through these processes before, it looks 

14 like it's a long process because everyone has the 

15 opportunity to contribute, to address any concerns 

16 that they have. 

17 But at the same token 2026 will be 

18 here before we know it. So thank you. 

19 THE MODERATOR: Thank you 

20 Assemblymember John. Next, Mayor Sheehan and 

21 followed by Mayor Stammel of Rensselaer. 

22 MS. SHEEHAN: Thank you so much and we 

23 truly appreciate your coming here and talking about 

24 this project with the community. It's really 

25 important. I am also grateful to Senator Schumer for 
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1 6/1/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 making this a priority project and Governor Hochul, 

3 to Commissioner Dominguez and to everyone at D.O.T. 

4 for all the work they put into this, as well as the 

5 applicants that we have here in the City of Albany 

6 and across the region, who have been working so hard 

7 diligently for decades, really, since the pedestrian 

8 access on this bridge is closed for safety reasons 

9 understandably. 

10 I also want to commend the 

11 environmental justice review that is contained in 

12 this document, as somebody who lives in the 

13 environmental justice area that was studied, it was 

14 of particular interest to me and I think ... 

15 addressed the concerns that residents would have. 

16 this is an opportunity for us to be able to go back 

17 to our residents to Talk about what their concerns 

18 would be and how they've been addressed. So we truly 

19 appreciate that. 

20 One of the things that was talked 

21 about that has been driving this process from the 

22 very beginning, is the reconnection and the 

23 pedestrian and bicycle access across the river. And 

24 all of the things that are in this report which I 

25 reviewed and that I commend, there was one thing that 
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2 I would love to see in this is you have -- you have 

3 articulated three goals. 

4 And those goals understandably are 

5 related to improving passenger rail operations, 

6 improving the load capacity, and minimizing conflicts 

7 with navigational traffic. I would love to see a 

8 fourth goal as being the goal of reconnecting the -- 

9 the two sides of the river with safe and modern life 

10 and pedestrian assess. 

11 As New York State Department of 

12 Transportation, you've been on the forefront of 

13 recognizing and acknowledging that when we think 

14 about our transportation infrastructure, we have to 

15 think about bikes, we have to think about people who 

16 are walking, it is an important part of who you are 

17 and what you've done and the investments that you've 

18 made. 

19 And I see that this plan that includes 

20 the bike and pedestrian infrastructure, we are 

21 appreciative of it. And I think that New York State 

22 put itself on the map by taking us to the next level 

23 and actually having it be a goal of this project, 

24 that is laid out here so that we can lead the nation 

25 in acknowledging and recognizing the transformational 
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2 power that this project can have when we include and 

3 think about walkers, bikers and people in wheelchairs 

4 and those who actually live in and work in and want 

5 to engage in this community. 

6 So thank you so much for your hard 

7 work. I commend you. I commend the thoroughness of 

8 the review and I am so grateful that you're moving 

9 forward with this project and I fully support it. 

10 Thank you. 

11 THE MODERATOR: Thank you, Mayor 

12 Sheehan. Mayor Stammel will be next followed by Gary 

13 Prophet. 

14 UNIDENTIFIED SPEAKER: Yes, thank you 

15 very much. First of all, I'd like to congratulate 

16 and thank the D.O.T. for such a great project. As 

17 far as the presentation goes and the people you’ve 

18 brought with you in order to speak. We were looking 

19 at posterboards that are up, very informative. The 

20 presentation with the PowerPoint is very important as 

21 well. 

22 And it just complements the efforts 

23 that you put forth in order to make this public 

24 hearing easy to understand, so I appreciate that. I 

25 want to say that I definitely support the comments 
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1 6/1/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 made by Mayor Sheehan and ... McDonald as well. I 

3 myself was part of Assemblymember McDonald over ten 

4 years ago and Senator Schumer was down here in 

5 Riverfront, speaking about doing something with this 

6 bridge. 

7 And just after that we allocate 

8 fifteen -- allocated fifty thousand dollars, I think 

9 into D.O.T. where it was on paper but nobody could 

10 find the money. I'm glad to see now that there's -- 

11 there's money definitely dedicated to it. And I 

12 truly support it. As a youth I was able to walk over 

13 the bridge. To me it was thrilling to be able to get 

14 downtown Albany. 

15 It was easier, easy to do from where I 

16 live and still live in the City of Rensselaer and it 

17 was a thrill to be on that bridge when -- when they 

18 opened it for the boats to go by and we still –- 

19 still let us sit on the bridge as long as we stayed 

20 where we were, they -- they moved the –- opened the 

21 bridge up. And you know we could watch the boats go 

22 by and then close it again. So it can be done 

23 safely. And at least with some of the illustrations 

24 that I've seen, it will be done safely with 

25 separation of the trail walkway, which I would hope 
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1 6/1/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 it would stay in the rail traffic. 

3 What is happening with not maintaining 

4 the walkway that’s on the current bridge is we 

5 created an unsafe avenue for people to still go 

6 across the bridge. I've worked with Amtrak, forty7 one years recently before I retired and in safety, as 

8 well as emergency management. And one of the biggest 

9 problems we have is people still crossing the bridge, 

10 crossing the bridge by going over the railway track 

11 section. 

12 And that needs to be addressed, for 

13 sure. And so -- so and I also want to see this 

14 bridge, obviously the trail to connect. But we're 

15 trying to do it with the riverfront trail and we want 

16 to have a complimentary type of trail in Rensselaer 

17 side that would complement as well what's going on in 

18 the Albany side. 

19 And so that pedestrians can walk back 

20 and forth, Rensselaer city, Rensselaer get to Albany, 

21 which is a state capital and we -- we should have 

22 easy access to the capital. But you can’t go over, 

23 you can’t go over the I-90 bridge if you’re walking 

24 a bike. And it's very difficult to go over the 

25 bridge to do the same thing, this would make access 
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1 6/1/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 so much easier and so much safer. So I wish you 

3 would consider that as well. 

4 One of the other things is on the 

5 railroad, I know how unsafe it was, when we were 

6 changing the ties on that bridge years ago, both 

7 sections of track one and track two and very 

8 dangerous. And it's hard to get parts for that 

9 bridge as well now has to be manufacture or you just 

10 can't get anywhere. That's the bottom line so which 

11 makes it very difficult to -- to get parts of the 

12 bridge as well. So overall, I know the residents in 

13 the City of Rensselaer support this acquisition for 

14 property as well as the walkway and bridge being 

15 replaced. 

16 And I look forward to its completion. 

17 I don't know if I’ll still be an elected official at 

18 the time but I'll be sure to be happy when it's done. 

19 So I want to be a part of that as well. And again, I 

20 want to say I appreciate all your efforts. And I 

21 know my office will work with the office of D.O.T. 

22 and the other office as much as possible in order to 

23 continue the process of moving this thing forward. 

24 So again, I want to thank you for this 

25 opportunity and continue the good work and we all 
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1 6/1/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 looking forward to the day when we can all walk 

3 across ... the same time and rejoin the river front 

4 with the City of Rensselaer. Thank you. 

5 THE MODERATOR: Thank you, Mayor 

6 Stammel. Our next speaker is Gary Prophet followed 

7 by Seth Harris and I'd like to remind people to state 

8 and spell your first and last name, please for the 

9 record. 

10 MR. PROPHET: So it's Gary Prophet. 

11 It's G-A-R-Y, last name is Prophet, P-R-O-P-H-E-T. 

12 And I'm the President of the Empire State Passengers 

13 Association or statewide organizations looking at 

14 improving both local, regional and city 

15 transportation, especially public transportation bus 

16 and Amtrak and local transit across all of New York 

17 State. 

18 So first, I'd like to especially thank 

19 D.O.T. and Commissioner – Commissioner Dominguez and 

20 Governor Hochul for giving this project to the 

21 primary areas that should be to have hearings like 

22 this with the money aside for this. This is an 

23 absolutely critical to rail transportation across New 

24 York State, anybody traveling from the Hudson Valley 

25 or New York City to go to Schenectady, to go to 
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2 Saratoga, all the way to Buffalo or Chicago. 

3 This bridge is the only way that you 

4 can have, inner city rail passenger space. The 

5 entire network depends on what is currently a 

6 hundred-year-old bridge. So replacing this bridge is 

7 absolutely critical and something that we've been 

8 pushing for for years and it's finally gotten to the 

9 level of funding the priority is what we can get this 

10 -- sorry, to get this done and get it funded, which 

11 is the most important thing to do. 

12 So thanks for everybody at the 

13 Governor’s office and the D.O.T. which helped to 

14 finally do that. Also looking at all the materials 

15 earlier this week, I would say whoever put the 

16 information together on the website, everything is 

17 very clear, very understandable. So I want to thank 

18 anybody who was responsible for that, D.O.T. to 

19 obviously some ... 

20 And as a bonus from our standpoint it 

21 also helps for the transit of pedestrians and 

22 bicyclists locally as we already heard from the prior 

23 speakers between Rensselaer and Albany. So being 

24 able to have one -- one bridge to take care of all 

25 these features needed for both local transit and 
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2 local pedestrian, along with inner city rail across 

3 all of New York state and in connecting New York and 

4 Chicago as the train that does go daily from New York 

5 to Chicago also uses this bridge. 

6 So it's absolutely critical and I want 

7 to thank everybody for all the work they've done to 

8 get us to this level. And so we can get it done and 

9 completed and phased in as soon as possible based on 

10 the schedule that we saw earlier. So we're totally 

11 support of it, organization is support of it –- we’re 

12 in support of it and it seems like the mayors and 

13 most other people are in support of it too. 

14 So thank you for all your work to get 

15 everybody on the same page. Like nowadays, it's hard 

16 for everyone to agree on a project, this seems to be 

17 one project that everybody seems to agree on so far. 

18 Thank you. 

19 THE MODERATOR: Okay. Seth Harris is 

20 next followed by Daniel S. Wing. 

21 MR. HARRIS: My name is Seth Harris, 

22 S-E-T-H H-A-R-R-I-S. I'm the Deputy Mayor in the 

23 Village of Menands, our neighbor to the north. I 

24 again also wanted to say that I am representing the 

25 residents of the Village of Menands fully support 
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1 6/1/2022 - N.Y.S. D.O.T. Public Statement Hearing 

2 this project, especially recently, with other 

3 connections that D.O.T. has worked with our village 

4 to create, such as our bike path connector, I see 

5 residents from Menands all the time biking, ... 

6 reserve and even onto -- toward Delmore to 

7 Voorheesville. 

8 I think these connections that you've 

9 worked with -- with local governments to create are 

10 fantastic. We need more of it. The fact that every 

11 day after work, I can go from my house and come all 

12 the way down in Albany and bike all the way to 

13 Voorheesville and only cross one street while doing 

14 that. That's pretty awesome. 

15 As I said, I see -- I see the 

16 beautiful green bikes, from our bike stations in 

17 Menands down here all the time. And that tells you 

18 that because of the connection that D.O.T. has 

19 created, over seventy-seven our residents were using 

20 that, I know they would like to continue, they’d love 

21 to crossover into Rensselaer, continue biking down 

22 there. 

23 I just think -- I think that's 

24 wonderful to talk about a healthy community that 

25 we're trying to create. One thing that I would like 
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2 to encourage -- encourage D.O.T. to do is to reach 

3 out more to some of the local municipalities to try 

4 to find a way for the old bridge to be repurposed 

5 maybe in creating more connections. 

6 I know, for example, the Village of 

7 Menands, looking to do some projects. I have no idea 

8 whether it's in our budget but certainly there may be 

9 grant money and maybe it won't be the Village of 

10 Menands, maybe it will be another local government. 

11 But I would love to see the old bridge somehow 

12 preserved and repurposed for a pedestrian and mixed13 use access. 

14 I encourage you to reach out to the 

15 New York conference of mayors to see who might be 

16 looking at a project like this, trying to make these 

17 connections. But certainly, I would love to be part 

18 of that discussion. So thank you, please continue 

19 the great planning and I look forward to seeing it 

20 into fruition. 

21 THE MODERATOR: Thank you. Daniel S. 

22 Wing next, followed by Richard Marriott. 

23 MR. WING: So good evening. I'm 

24 Daniel S. Wing, W-I-N-G, I'm a resident of Delmore 

25 and I was wanting to advocate for not only design but 
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2 this consideration of on the Rensselaer side and the 

3 Albany side to the ship channel. There'll be some 

4 sort of on the river amenity for people to sit on 

5 benches or something. So that they can view the 

6 river from the river. 

7 And so it turns and not just a very 

8 valuable charity's. It's obviously valuable but if 

9 there could be some sort of on the river amenity on 

10 both sides of the ship channel that would be a 

11 valuable new way to experience their region and the 

12 river in addition to just crossing the river. 

13 And so I think that it could extend 

14 all the way to the end of those –- those bumpers for 

15 the barges or it could be some -- but something to 

16 make it on both sides of the river like ... channel 

17 if there could be some way to sit down on a bench or 

18 have a place to sit or -- to actually be on the river 

19 fishing maybe, I don't know if that’s possible. I 

20 don't fish myself but that might be something that 

21 other people might consider and that would be 

22 interesting addition to the shared use path. 

23 They'd be able to not just go over it 

24 but to arrive at the river and experience the area 

25 from the river. And so that was my idea and on the 
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2 south side obviously shared use. Thank you very 

3 much. 

4 THE MODERATOR: Thank you. Thank you. 

5 Next is Richard Marriott followed by Bert Schou. 

6 MR. MARRIOTT: It's capital R-I-C-H-A7 R-D, Capital M-A-R-R-I-O-T-T. I hear you say you 

8 don't need question from us. 

9 THE MODERATOR: Correct. ... not at 

10 this hearing. 

11 MR. MARRIOTT: All right. So –-. 

12 THE MODERATOR: Your questions will be 

13 part of the record. 

14 MR. MARRIOTT: Okay. I wanted to know 

15 how much has the railroad spent on maintenance of 

16 this bridge for the last few years, I'd like to know 

17 how fast through the Rensselaer train station do you 

18 expect trains to go. I'd like to know how much time 

19 you say ... increase speed on a trip from Rensselaer 

20 to Schenectady. 

21 How many trips are there a week from 

22 the existing bridge to Troy and from Troy to this 

23 existing bridge because I live right near there and 

24 are you going to be taking property to realign that 

25 section of track. And the other question is how much 
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2 time would be saved on the trip from Troy to this 

3 bridge based on minimal line. 

4 Because we had it all ... property and 

5 ... saving only a few minutes per year, I think on 

6 that on -- on that new line having an increased speed 

7 but ... to supply that the existing track does match 

8 the proposed tracks. This whole -- I’m concerned 

9 about the maintenance that is so easy to have a big 

10 ... project, but when it comes to maintenance, the 

11 money is -- is usually missing. 

12 The pedestrian access at the memorial 

13 bridge and fairly often and it's always pretty there, 

14 it looks like the sand from the winter snow and ice 

15 control is still on that path so that you really need 

16 to spend money on maintenance and they're suggesting 

17 bridge, bridge has a pedestrian path on it and it has 

18 not been maintained. 

19 So we really need to have spent a lot 

20 of ... and likewise the electric trolley pad that 

21 goes over the bridge is not handicapped accessible. 

22 As Mayor Stammel said we would like to have – a path 

23 along the riverfront and I certainly hope that this 

24 would be appropriated into this project so that we 

25 don't have all the huge amounts of paperwork trying 
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2 to get being involved with -- with that other path 

3 going out to the boat launch to be a part of this 

4 project. 

5 THE MODERATOR: Few more seconds. And 

6 our last speaker who signed up now is Bert Schou. 

7 MR. SCHOU: Good evening. Bert Schou, 

8 S-C-H-O-U, first and foremost, thank you. I can't 

9 believe that ... years ago. I know it's argument 

10 that ... what's going to happen. And secondly ... 

11 not just to break it ... very, very important. 

12 And ... comment about the sitting 

13 areas, like bridge ... but it needs to be oriented 

14 the city ... at least one of each side ... But 

15 again, I think New York State is heading the right 

16 direction ... new pathways and I just can't believe 

17 what was done and opened up as a member just ... New 

18 York State, I can't believe ... 

19 THE MODERATOR: Okay. Thank you so 

20 much. So right now, we do not have any other 

21 speakers who have signed up. We will be here till 

22 eight p.m. when this hearing closes. But I encourage 

23 you to go back to our workstation, asking additional 

24 questions and -- and otherwise we will close this 

25 officially at eight p.m. but ... 
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2 MR. STAMMEL: ... 

3 (The hearing concluded at 7:43 p.m.) 

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2 STATE OF NEW YORK 

3 

I, ANNETTE LAINSON, court approved Transcriber, certify 

4

that the foregoing is a correct transcription from the 

5

official electronic sound recording of the proceeding in 

6

the above-entitled matter. 

7

 IN WITNESS WHEREOF, I have hereunto 

8

subscribed my name, this the 23rd day of June, 2022. 

9

10

________________________________x 

11

ANNETTE LAINSON 

12

Associated Reporters Int’l., Inc. 

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A

A.K.R.F 5:5,6

able 20:16 23:12,13 27:24 31:23

above-entitled 36:6

absolutely 26:23 27:7 28:6

accepted 3:18 15:16

access 13:19 20:8,23 24:22,25

30:13 33:12

accessible 33:21

accommodate 11:2,17

accommodated 12:10

accompany 14:7

acknowledging 21:13,25

acquire 14:19

acquired 13:10,15,18

acquisition 5:9 6:13 8:5,11

12:21 13:22,24 14:3,20 25:13

acquisitions 12:15,18 15:11

acres 13:2,5

Act 1:8 3:25 4:2 5:22 6:3,24,25

7:2,2,3,4,8,10 10:5

addition 12:5 31:12,22

additional 34:23

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attendees 3:14

attending 2:4

available 6:15 8:24 10:18 16:5

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avenue 1:10,16 2:4,15 8:15

11:18,20 15:22 24:5

awesome 29:14

B

back 20:16 24:19 34:23

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Barnes 4:15

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29:16

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bikes 21:15 29:16

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boards 2:18

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bridge 1:10 2:4,15 8:15,20,23

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12:23 13:5,8 15:22 18:22

19:10 20:8 23:6,13,17,19,21

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33:17,17,21 34:13

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Central 13:7

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codes 1:9 6:4 9:15

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come 17:19 29:11

comes 33:10
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coming 19:23

commenced 2:2

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22:25

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D

D.O.T 1:1,6 2:1 3:1,12 4:1,9

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D.O.T.'s 14:5

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Daylight 6:10

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Deadline 7:19

decades 20:7

decisions 7:17

dedicated 23:11

definitely 22:25 23:11
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document 2:21 3:21 6:9 10:18

16:6 20:12

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domain 3:4,10 5:11 6:6 8:2,13

12:19

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Due 9:10

E

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3:21,25 4:2 5:5,19,22,24 6:3

6:7,12,14,19,21 7:10,12 8:8

10:3,3,5,10,20 15:6,7,15 16:5

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example 30:6

excited 19:11

exciting 18:8

executive 4:8 7:4,6,10

existing 9:23 10:24 32:22,23
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expect 15:9 32:18

experience 31:11,24

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extend 6:9 31:13

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findings 4:3 7:22

first 12:25 13:21 17:13 18:3

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followed 3:13 18:5 19:21 22:12

26:6 28:20 30:22 32:5

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G

G-A-R-Y 26:11

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31:23 32:18 34:23

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21:4

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going 5:13 18:2 24:10,17 32:24

34:3,10

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government 18:13 30:10

governments 29:9

Governor 18:14 20:2 26:20

Governor’s 27:13

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grateful 19:25 22:8

great 22:16 30:19

green 11:15 29:16

group 4:18

H

H-A-R-R-I-S 28:22

Habitat 7:9

Hall 6:18,19
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hand 4:11 17:21

handicapped 33:21

happen 34:10

happening 24:3

happy 25:18

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helps 27:21

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historic 6:24 10:13

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honest 18:9

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Hopefully 2:16 18:11

horizontal 12:9

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hours 9:2

house 2:18 3:20 29:11

Hudson 8:17,18 11:8 26:24

huge 33:25

human 10:11

hundred 9:4,8 11:11 18:21

hundred-year-old 27:6

I

I-90 24:23

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identify 16:22

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impacts 2:24 3:12 8:4 10:8,9

12:13

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important 19:6,8,25 21:16 22:20

27:11 34:11

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21:19

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increased 11:23 33:6

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informative 22:19

infrastructure 21:14,20

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introduce 4:6

introduction 16:24

introductory 13:22

investments 21:17

invited 16:3

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issued 14:25

issues 10:11

It’s 17:25

J

John 18:4 19:20

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justice 7:11 20:11,13

K

know 18:15,18,19 19:2,18 23:21

25:5,12,17,21 29:20 30:6

31:19 32:14,16,18 34:9
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L

laid 21:24

LAINSON 36:3,11

land 10:12

lands 14:10

larger 9:3 12:24

launch 34:3

law 3:5,11 5:11,12 6:6 8:2,13

8:15 12:19

laws 6:21 10:6

lead 21:24

leads 19:7

legal 14:25

legitimacy 19:9

letter 13:23 14:6

level 21:22 27:9 28:8

liaison 4:22

life 21:9

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limited 9:11 16:6,24

line 8:18 25:10 33:3,6

lines 12:23

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listed 17:14

live 22:4 23:16,16 32:23

liven 18:25

lives 20:12

Livingston 1:10 2:4,14 8:15

11:18,20 15:21

livingstonavebridge@dot.ny.gov

15:18

load 9:22 21:6

local 6:21 11:9 26:14,16 27:25

28:2 29:9 30:3,10

locally 27:22

located 8:15,18 11:6

location 1:15 8:3 12:16

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longer 13:17

look 25:16 30:19

looking 11:12 22:18 26:2,13

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lot 33:19

love 21:2,7 29:20 30:11,17

M

M-A-R-R-I-O-T-T 32:7

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main 6:17

maintained 33:18

maintaining 24:3

maintenance 32:15 33:9,10,16

making 19:4 20:2

management 7:6,9 24:8

manager 4:21 5:3

manner 9:7 16:15

manufacture 25:9

map 14:20,21 21:22

maps 13:24

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market 14:10

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match 11:19 33:7

matches 11:4

material 3:19 7:25 16:4

materials 19:7 27:14

matter 36:6

Maura 1:14 2:6

maximum 11:25 12:4

Mayor 18:5,24 19:20,21 22:11,12

23:2 26:5 28:22 33:22

mayors 28:12 30:15

McDonald 18:4,4,7 23:2,3

measures 7:14 12:25

mechanism 9:4

meet 9:14,15

meeting 2:5,14,19 7:20 16:4,11

member 34:17

members 16:13

memorial 33:12

Menands 28:23,25 29:5,17 30:7

30:10

mentioned 3:13

met 2:6

microphone 17:19,21

miles 9:12 12:2,4

Miller 4:22

million 11:12

mind 17:5

minimal 33:3

minimize 9:24

minimizing 21:6

minutes 11:21 16:6,24 33:5

mispronounce 17:16

missing 33:11
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mitigate 7:14

mixed- 30:12

moderator 2:3 15:25 16:13 19:19

22:11 26:5 28:19 30:21 32:4,9

32:12 34:5,19

modern 9:14 21:9

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33:16

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municipalities 30:3

N

N.Y.S 1:1 2:1 3:1 4:1 5:1 6:1

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19:1 20:1 21:1 22:1 23:1 24:1

25:1 26:1 27:1 28:1 29:1 30:1

31:1 32:1 33:1 34:1 35:1 36:1

name 2:6 16:22 17:18 26:8,11

28:21 36:8

names 17:15,17

nation 21:24

National 3:24 5:21 6:23 10:5

natural 10:16

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necessitated 12:15

need 13:9,15 29:10 32:8 33:15

33:19

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needs 24:12 34:13

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networks 11:9

new 1:2,6,8,17 2:10 3:10 4:7,9

5:9,11,16,17,25 6:3,5,17,18

6:21 8:11,12,16 11:14,18,20

11:22,23 12:5,9,16,16,17,23

13:7,25 14:5,14 15:22,24 18:3

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28:3,3,4 30:15 31:11 33:6

34:15,16,17 36:2

ninety 7:23

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nowadays 28:15

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operations 9:18,20 21:5

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opportunity 2:17 7:16 14:7

16:14 17:13 19:15 20:16 25:25

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25:22

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overall 25:12

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owners 14:6

P

P-R-O-P-H-E-T 26:11

P.E 4:17,25

p.m 1:13 2:2 6:9 34:22,25 35:3

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packet 13:23

pad 33:20

page 28:15

Palace 1:15

paper 23:9

papers 14:24

paperwork 33:25
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parcel 12:24

parcels 13:3,16

part 1:9 3:24 4:3,4,16 6:4 7:21

8:17 13:10 16:7,9,12 18:13

21:16 23:3 25:19 30:17 32:13

34:3

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11:24 12:3 21:5 27:4

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29:4 31:22 33:15,17,22 34:2

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21:10,20 28:2 30:12 33:12,17

pedestrians 11:8 24:19 27:21

people 5:6 19:7 21:15 22:3,17

24:5,9 26:7 28:13 31:4,21

period 3:4 6:8 15:4

permanent 10:8 13:14

phased 28:9

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plan 21:19

planning 30:19

plans 18:25

played 5:15

please 16:21 26:8 30:18

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point 13:2,5

policy 3:25 5:22 10:5 17:11

portion 2:18 3:8

position 9:5

positions 7:16

possible 12:7 25:22 28:9 31:19

posterboards 22:19

potential 10:8 13:18

power 22:2

PowerPoint 22:20

preferred 8:10 10:22 12:13

preliminary 13:23

prepare 16:15

prepared 2:21 10:4

present 2:21

presentation 2:8 3:5,6 7:24

12:21 22:17,20

presented 3:20 15:7

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Preservation 6:24

preserved 30:12

President 26:12

pretty 29:14 33:13

previously 10:18 16:5

primary 26:21

prior 27:22

priority 18:21 20:2 27:9

problems 24:9

procedure 3:5,11 5:11 6:6 8:2

8:13 12:19

procedures 1:7 6:2

proceeding 36:5

proceeds 14:19

process 3:12 5:14 6:13 8:5

12:20 13:21,22 14:3 19:12,14

20:21 25:23

processes 4:2 7:21 16:8 19:13

professional 16:15

profile 10:25

project 1:10 2:4,15,18,19,21,22

3:6,11 4:4,21 5:3,8,19,20

7:11,13,17,25 8:3,7,18 9:16

9:25 10:4,8 13:10 14:3 15:19

15:22 16:12,19 19:3,24 20:2

21:23 22:2,9,16 26:20 28:16

28:17 29:2 30:16 33:10,24

34:4

project's 4:16 6:12,15 10:16

project-related 3:19

projects 4:18 30:7

properties 8:9 13:20

property 5:9 8:11 12:18 13:7,9

14:6,8,19,22 25:14 32:24 33:4

Prophet 22:13 26:6,10,10,11

proposed 11:2,7,11,13 12:13,21

13:13 33:8

Protection 7:7

provide 16:3,13,14 17:2

provides 7:15

providing 14:6

provision 6:5

public 1:1,11 2:1,4,5,14,14 3:1

3:9,15,15,17 4:1,20 5:1 6:1,8

6:10 7:1,15,18,23 8:1 9:1

10:1,19 11:1 12:1 13:1 14:1
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15:1,3,4,18,21 16:1,2,13 17:1

18:1 19:1 20:1 21:1 22:1,23

23:1 24:1 25:1 26:1,15 27:1

28:1 29:1 30:1 31:1 32:1 33:1

34:1 35:1 36:1

publication 6:7

published 5:19 7:23

purpose 2:22 8:3

pushing 27:8

put 20:4 21:22 22:23 27:15

putting 19:9

Q

Quality 1:8 4:2 6:3

question 32:8,25

questions 2:20 14:16 16:16

32:12 34:24

queue 17:15

R

R-D 32:7

R-I-C-H-A- 32:6

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11:16 21:5 24:2 26:23 27:4

28:2

railroad 1:5,10 2:12 5:18 13:17

15:5 25:5 32:15

railway 8:22 24:10

railways 12:16

raise 17:21

raised 11:4

raising 4:11

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reach 30:2,14

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realign 11:19 32:24

really 19:24 20:7 33:15,19

Realty 13:4

reasons 20:8

received 7:20 15:8

recognizing 21:13,25

reconnecting 21:8

reconnection 20:22

record 3:6,16 4:5 16:12,19,23

17:8 26:9 32:13

recorded 3:5,15 16:21

recording 36:5

red 11:15

regarding 1:9 2:20 3:2

regards 18:16,16

region 4:15,20,23 20:6 31:11

regional 4:15 11:9 26:14

regulations 1:9 5:23,24 6:4,22

10:6

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rejoin 26:3

relate 9:16

related 7:8 10:6,11 21:5

relates 7:25

relatively 5:13

reliability 9:21

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remind 26:7

remove 9:23

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11:25 12:14,22,25 13:6,13

18:10,18,24 19:4,21 23:16

24:16,20,20 25:13 26:4 27:23

29:21 31:2 32:17,19

replaced 25:15

replacement 10:23

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report 20:24

Reporters 36:12

represent 16:23

representative 13:25

representatives 4:7,23 16:16

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repurposed 30:4,12

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requirement 5:12 8:14

requirements 5:21 6:25

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resident 30:24

residents 20:15,17 25:12 28:25

29:5,19

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responded 16:7

responding 16:17

Responses 16:18

responsible 27:18

result 7:13

retired 24:7

review 1:8 4:2 6:3,15 7:18

10:19 14:13,25 15:8,14 20:11

22:8

reviewed 20:25

Richard 30:22 32:5

right 3:11 6:12 8:5 12:13 13:21
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32:11,23 34:15,20

river 8:17 9:18 11:6,8 12:15,22

13:13,16 20:23 21:9 26:3 31:4

31:6,6,9,12,12,16,18,24,25

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Rivers 7:2

Road 6:17 15:23

role 16:12

room 17:19

roughly 8:21

Rules 1:9 6:4

running 12:24

S

S 28:20 30:21,24

S-C-H-O-U 34:8

S-E-T-H 28:22

safe 21:9

safely 23:23,24

safer 25:2

safety 18:20 20:8 24:7

sand 33:14

Saratoga 27:2

satisfy 3:9

saved 33:2

saving 33:5

saw 28:10

schedule 28:10

Schenectady 26:25 32:20

Schou 32:5 34:6,7,7

Schumer 19:25 23:4

screen 17:2

second 3:8 14:14

secondly 34:10

seconds 17:3 34:5

section 6:23 7:2,4 8:19 12:8

24:11 32:25

sections 12:6 25:7

see 3:6 21:2,7,19 23:10 24:13

29:4,15,15 30:11,15

seeing 30:19

seen 23:24

seismic 9:15

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sending 13:22

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separation 23:25

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service 8:19,24 9:6,20

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session 3:14,18 4:9 16:2

set 14:2

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31:22 32:2

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23:2

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shown 9:18 10:24 11:14

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24:17,18 31:2,3 32:2 34:14

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sign 14:14

signed 14:24 17:5 34:6,21

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sitting 34:12

six 8:21

sixty 10:23

sixty-foot 11:3

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space 27:4

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speak 2:17 17:13,16 22:18

speaker 18:3 22:14 26:6 34:6

speakers 27:23 34:21

speaking 17:24 23:5

Species 7:4
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specific 7:25

speed 12:2,4 32:19 33:6

speeds 11:24 12:5

spell 16:22 26:8

spelling 5:3

spend 33:16

spent 32:15 33:19

spoken 17:25

staff 2:17

Stammel 19:21 22:12 26:6 33:22

35:2

standards 9:14

standpoint 27:20

starting 19:12

state 1:2,6,7 2:10 3:10,25 4:7

4:9 5:9,11,16,17,25 6:2,6,17

6:21 8:11,12 9:11 13:25 14:5

14:15,19,25 15:22 16:21 17:22

18:3,13 21:11,21 24:21 26:7

26:12,17,24 28:3 34:15,18

36:2

statement 1:1,11 2:1,25 3:1,15

4:1 5:1 6:1 7:1 8:1 9:1 10:1

11:1 12:1 13:1 14:1 15:1 16:1

17:1 18:1 19:1 20:1 21:1 22:1

23:1 24:1 25:1 26:1 27:1 28:1

29:1 30:1 31:1 32:1 33:1 34:1

35:1 36:1

statements 7:16 17:4,14

statewide 26:13

station 18:19 32:17

stations 29:16

stay 24:2

stayed 23:19

stenographer 3:3 16:21 17:10,25

step 13:21 14:4

Stephanie 4:12,13,14

steps 15:3

sticks 9:5

street 29:13

streets 11:16

structural 9:23

structure 11:23 12:7

studied 20:13

subject 14:10 15:18,20

submit 8:5

submitted 7:19

subscribed 36:8

substandard 9:17

substantial 7:19 8:25

substantive 3:23 16:7,18

suggesting 33:16

summary 3:11

supply 33:7

support 11:23 12:6 19:11 22:9

22:25 23:12 25:13 28:11,11,12

28:13,25

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Susan 4:17

swing 9:2 11:2

T

table 4:11,16

take 17:8 27:24

talk 20:17 29:24

talked 20:20

talking 19:23

team 4:8,17,24

technical 4:17

tells 29:17

temporary 10:9

ten 18:10 23:3

terrestrial 10:17

testimony 3:17 16:20

thank 2:3 18:5,8 19:11,18,19,22

22:6,10,11,14,16 25:24 26:4,5

26:18 27:17 28:7,14,18 30:18

30:21 32:2,4,4 34:8,19

thanks 18:12 27:12

that’s 3:24 24:4 31:19

Theater 1:15

Therese 2:9

They'd 31:23

they’d 29:20

they’re 17:14

thing 20:25 24:25 25:23 27:11

29:25

things 20:20,24 25:4

think 2:5 20:14 21:13,15,15,21

22:3 23:8 29:8,23,23 31:13

33:5 34:15

thirty 12:2 17:3

thoroughness 22:7

thousand 23:8

three 9:19,24 13:16 16:6,24

21:3

thrill 23:17

thrilling 23:13

tie 12:16,23

ties 25:6
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till 34:21

time 1:13 3:14 6:10 9:12 12:7

15:25 16:3 17:3,15 18:8,22

25:18 26:3 29:5,17 32:18 33:2

timely 9:7

times 9:4

title 5:22 14:19

today 12:8

Today's 5:12 8:14

token 18:23 19:17

Tom 5:2

tonight 3:8,20 17:24

tonight's 4:9 16:4

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totaled 13:4

totally 28:10

track 11:14,17 24:10 25:7,7

32:25 33:7

tracks 11:19 12:23 13:19 33:8

traffic 9:18,25 21:7 24:2

trail 11:9 19:10 23:25 24:14,15

24:16

trails 19:5

train 11:21 12:9 28:4 32:17

trains 8:21,21 9:11 11:24,25

12:3,6 32:18

Transcriber 36:3

transcript 16:11

transcription 36:4

transformational 21:25

transit 26:16 27:21,25

transmitted 18:20

transportation 1:3 2:11 4:8

5:10,17 7:3,5 15:23 18:17

19:5 21:12,14 26:15,15,23

transporting 19:7

traveling 26:24

trial 13:13

triangular 13:6

trip 32:19 33:2

trips 32:21

trolley 33:20

Troy 32:22,22 33:2

true 19:9

truly 19:23 20:18 23:12

try 30:3

trying 24:15 29:25 30:16 33:25

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turning 11:21

turns 31:7

twelve 8:20

two 8:21 9:22 12:6 13:5 14:15

17:15 21:9 25:7

two- 8:25

two-part 2:13

type 24:16

typical 12:6

U

U.S 7:5 15:21

understand 22:24

understandable 27:17

understandably 20:9 21:4

UNIDENTIFIED 22:14

unit 14:5

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updated 12:8

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upstream 11:5

upwards 8:25

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uses 28:5

usually 33:11

V

Valley 26:24

valuable 31:8,8,11

value 14:10

verbal 16:3 17:2

vertical 11:3 12:8

video 5:13,15

view 11:12 31:5

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village 28:23,25 29:3 30:6,9

visual 10:14

Voorheesville 29:7,13

W

W-I-N-G 30:24

walk 23:12 24:19 26:2

walkers 22:3

walking 21:16 24:23

walkway 23:25 24:4 25:14

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25:19,20,24 27:17 28:6

wanted 17:22 28:24 32:14

wanting 30:25

warning 17:2
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water 6:25 10:17 11:16

waterfront 19:2

way 3:12 6:13 8:5 12:13 13:21

27:2,3 29:12,12 30:4 31:11,14

31:17

we'll 17:21

we're 5:13 24:14 28:10 29:25

we've 27:7

we’re 19:11 28:11

website 6:16 15:19 27:16

week 27:15 32:21

weeks 14:15 15:2 19:3

weighted 17:23

welcome 2:13

westbound 12:2

Wetlands 7:7

what’s 18:19

wheelchairs 22:3

WHEREOF 36:7

who’s 19:13

width 9:13

Wing 28:20 30:22,23,24

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winter 15:11 33:14

wish 25:2

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wonderful 29:24

work 20:4 22:4,7 25:21,25 28:7

28:14 29:11

worked 18:25 24:6 29:3,9

working 19:4 20:6

workstation 34:23

written 17:24

www.dot.ny.gov/livingstonav...

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15:20

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x 36:10

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year 9:4 18:11 33:5

years 9:9 18:10,21 19:3 23:4

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5:9,11,16,17,25 6:3,6,17,18

6:21 8:11,12,16 13:7,25 14:5

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17 1:8 6:3

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2 3:10 6:5

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50 6:17 15:23
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6

6/1/2022 1:1 2:1 3:1 4:1 5:1

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Attachment F : General Conformity and Greenhouse Gas Analysis 

A. INTRODUCTION 

The New York State Department of Transportation (NYSDOT) is proposing to replace the existing 

rail bridge across the Hudson River between the Cities of Albany and Rensselaer. This bridge, 

known as the Livingston Avenue Bridge, is a critical link on the Empire Corridor passenger and 

freight rail route in New York State and in the state’s wider freight rail network, and is nearing the 

end of its serviceable life. The U.S. Department of Transportation (USDOT) Federal Railroad 

Administration (FRA) and NYSDOT prepared an EA in accordance with the Council on 

Environmental Quality’s (CEQ) regulations implementing the National Environmental Policy Act 

(40 CFR Parts 1500-1508), FRA’s Procedures for Considering Environmental Impacts (64 FR 

28545 [May 26, 1999] and 78 FR 2713 [January 14, 2013]), and NYSDOT’s SEQRA regulations 

at 17 NYCRR Part 15. 

On May 9, 2022, FRA and NYSDOT made the EA available for public review, and on June 8, 

2022, the U.S. Environmental Protection Agency (USEPA) submitted comments on the EA, 

requesting a quantitative analysis of direct and indirect construction emissions. In response to 

USEPA’s comment, FRA has prepared this General Conformity Evaluation and Greenhouse Gas 

Emissions Analysis as an attachment to the Finding of No Significant Impact (FONSI). 

Emissions from stationary sources, mobile sources, and construction sources all have the 

potential to affect air quality. This attachment presents the analysis of the potential constructionrelated effects on air quality emissions in accordance with general conformity requirements of the 

Clean Air Act (CAA). The analysis shows that emissions associated with the construction of the 

project would be below de minimis levels specified in 40 CFR Part 93.153(b). Therefore, a general 

conformity determination is not required. 

Additionally, this attachment estimates the effect that the Project will have on climate change by 

evaluating the energy consumption and greenhouse gas (GHG) emissions generated by 

construction. 

B. REGULATORY CONTEXT 

The CAA, as amended in 1990, defines non-attainment areas (NAA) as geographic regions that 

have been designated as not meeting one or more of the National Ambient Air Quality Standards 

(NAAQS). When an area is designated an NAA by USEPA, the state is required to develop and 

implement a State Implementation Plan (SIP), which delineates how a state plans to achieve air 

quality that meets the NAAQS under the deadlines established by the CAA, followed by a plan for 

maintaining attainment status once the area is in attainment. Both Albany and Rensselaer counties 

are currently in attainment for all standards of criteria pollutants. 

Effective June 15, 2004, USEPA designated Albany and Rensselaer counties as a marginal NAA 

for the 1997 8-hour average ozone standard. In March 2008, USEPA strengthened the 8-hour 

ozone standards, but certain requirements remain in areas that were either NAAs or maintenance 

areas for the 1997 ozone standard (‘anti-backsliding’). USEPA designated the same NAA as in 

attainment for the 2008 ozone NAAQS, effective July 20, 2012. 

The general conformity requirements of the CAA and its implementing regulations (40 CFR Part 

93 Subpart B) limit the ability of federal agencies to assist, fund, permit, and approve projects in 

F-1 October 2022 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Livingston Avenue Bridge Replacement 

non-attainment and maintenance areas where the action’s direct and indirect emissions have the 

potential to impact one or more of the six criteria air pollutants or their precursor pollutants at rates 

equal to or exceeding prescribed de minimis thresholds. For the Project, the prescribed annual 

rates are 50 tons of volatile organic compounds (VOCs) and 100 tons of nitrogen oxides (NOx) 

(ozone precursors, for an ozone NAA within the ozone transport region). 

The regulation assumes that a proposed federal action whose criteria pollutant emissions have 

already been included in the local SIP’s attainment or maintenance demonstrations conforms to 

the SIP. 

Each federal agency taking action is responsible, separately, for assessing and determining, if 

required, conformity of its action. General conformity applies to the Project. Therefore, region-wide 

emissions were calculated on an annual basis for each year of the Project’s construction period. 

GREENHOUSE GASES 

GHGs are those gaseous constituents of the atmosphere, both natural and anthropogenic, which 

absorb and emit radiation at specific wavelengths within the spectrum of infrared radiation emitted 

by the Earth’s surface, the atmosphere, and clouds. This phenomenon causes the general 

warming of the Earth’s atmosphere, also known as the “greenhouse effect.” Water vapor, carbon 

dioxide (CO2), nitrous oxide (N2O), methane, and ozone are the primary greenhouse gases in the 

Earth’s atmosphere. 

CO2 is the primary GHG of concern from anthropogenic sources. Although not the GHG with the 

strongest effect per molecule, CO2 is by far the most abundant and, therefore, the most influential 

GHG. Methane and N2O also play an important role since the removal processes for these 

compounds are limited and because they have a relatively high impact on global climate change 

as compared with an equal quantity of CO2. Emissions of these compounds, therefore, are 

included in GHG emissions analyses when the potential for substantial emission of these gases 

exists. 

To present a complete inventory of all GHGs, component emissions are added together and 

presented as carbon dioxide equivalent (CO2e) emissions—a unit representing the quantity of 

each GHG weighted by its effectiveness in contributing to global warming, using CO2 as a 

reference. This is achieved by multiplying the quantity of each GHG emitted by a factor called 

global warming potential (GWP). The GWPs for the main GHGs discussed here are presented in 

Table 1. 

Table 1 

Global Warming Potential (GWP) for Major GHGs 

Greenhouse Gas 10 -year Horizon GWP 

Carbon Dioxide (CO2) 1 

Methane (CH4) 25 

Nitrous Oxide (N2O) 298 

Source: USEPA. 2021. 

C. METHODOLOGY 

Emissions from on-site construction equipment, on-road construction vehicles, and marine 

vessels have the potential to affect air quality. The analysis of potential construction air quality 

impacts will include consideration of regional (mesoscale) construction period emissions for the 

Project for the combination of both on-site and on-road/marine sources of air emissions. 

October 2022 F-2 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

General Conformity and Greenhouse Gas Analysis 

EQUIPMENT AND VEHICLE EMISSIONS 

FRA estimated the sizes, types, and number of units of construction equipment based on the 

representative construction activity schedule developed for the Project (see Appendix to this 

attachment). Emission factors for NOx and VOCs from on-site construction engines, which include 

exhaust and crankcase emissions, were developed using the NONROAD emission module 

included in the USEPA Motor Vehicle Emission Simulator (MOVES3) emission model. 

GHG emissions from non-road construction engines were based on estimated total fuel 

consumption throughout the duration of construction activities using fuel consumption rate data 

from USEPA’s MOVES3 model. FRA estimated that non-road construction engines would require 

approximately 44,000 gallons of diesel and 2,000 gallons of gasoline throughout the duration of 

construction. FRA then multiplied the quantity of fuel by emission factors of 10.36 kilograms CO2e 

per gallon of diesel fuel and 9.18 kilograms CO2e per gallon of gasoline fuel.

1 

Off-site vehicular engine emission factors were computed using the MOVES3 emission model. 

While construction vehicles would not run throughout an 8-hour work shift, the analysis 

conservatively assumed that concrete trucks and heavy trucks, such as dump trucks and tractors, 

would operate for the entire time they are on site. A total of 10,491 truck trips would occur during 

the construction period and would result in 83,926 hours of truck idle time and 584,486 miles 

traveled. Additionally, the analysis included 268,884 vehicle miles traveled by workers traveling to 

and from the site. 

Barges are expected to be used during construction of the Project for the removal of dredged 

material from the Project Site. A maximum 19,500 cubic yards of dredged material is anticipated 

to be removed from the Project Site and would require approximately 2 barge trips per month 

during 1 year of the construction period. Barge trips were assumed to be performed by a 

representative 788 horsepower tugboat traveling a one-way distance of 30 miles. Therefore, 

tugboat emissions were estimated according to the latest emission factors and methodologies 

delineated by USEPA.

2 

EMBEDDED EMISSIONS 

Emissions embedded in the extraction or recycling, production, and transport of materials, 

including upstream emissions from steel, rebar, aluminum, and cement used for construction were 

estimated based on quantity estimates for the Project and on carbon intensity information for steel 

and cement from available life-cycle analyses and other information as noted below. 

Construction of the Project is estimated to require 7,153 metric tons of cement. An emission factor 

of 0.928 metric tons of CO2e per metric ton of cement produced was used to estimate emissions 

associated with energy consumption and process emissions for cement production.3 

Similarly, construction is estimated to require 5,347 metric tons of steel and other metals (e.g., 

structural, rebar, aluminum). Emission factors of 0.6 metric tons of CO2e per metric ton of steel 

product produced (to estimate emissions associated with production energy consumption),4 and 

1 USEPA. Emission Factors for Greenhouse Gas Inventories. April 2022. 

2 USEPA. Current Methodologies in Preparing Mobile Source Port-Related Emission Inventories. April 2022. 

3 The Portland Cement Association. Life Cycle Inventory of Portland Cement Manufacture. 2006. 

4 Arpad Horvath et al. Pavement Life-cycle Assessment Tool for Environmental and Economic Effects, 

Consortium on Green Design and Manufacturing. University of California, Berkeley. 2007. 

F-3 October 2022 
 

 

 

 

 

 

 

 

Livingston Avenue Bridge Replacement 

0.65 metric tons of CO2e per metric ton of steel product produced (for process emissions 

associated with steel production) were applied to estimate GHG emissions.1 

D. RESULTS AND CONCLUSIONS 

GENERAL CONFORMITY 

FRA estimated the annual on-site and on-road construction-related emissions for the scheduled 

construction duration and are presented in Table 2. The values presented in the table are the total 

of direct and indirect emissions (including indirect emissions associated with construction truck 

and worker vehicle trips and the removal of dredged material by barge), consistent with general 

conformity requirements. 

Table 2 

Mesoscale Emissions from Construction Activities (ton/yr) 

NOx VOCs 

De Minimis Criteria 100 50 

Year 1 3.00 0.29 

Year 2 9.82 * 0.97 * 

Year 3 6.19 0.78 

Year 4 1.83 0.19 

Notes: 

* Highest annual emissions 

Construction of the Project would occur over a 3-year duration but span four calendar years. 

The pollutant emissions associated with construction would be well below any of the de minimis 

criteria. Therefore, the Project would conform to the SIP and does not require a conformity 

determination. 

GREENHOUSE GASES 

A summary of GHG emissions by source type for the Preferred Alternative is presented in Table 

3. Total GHG emissions associated with Project construction, including direct emissions and 

upstream emissions associated with construction materials, would be approximately 16,000 metric 

tons over the 3-year construction period.

2 

Table 3 

Summary of GHG Emissions (metric tons CO2e) 

Use Total 

On-Site 479 

On-Road Transportation 2,133 

Marine Transportation 152 

Embedded Emissions 13,298 

Total 16,03 

Note: Totals may not sum due to rounding. 

The purpose of the Project is to improve reliability and reduce passenger and freight train delays 

along this segment of the Empire Corridor; achieve (at a minimum) a long-term state-of-goodrepair for the bridge; eliminate existing bridge and track deficiencies; and maintain or improve 

1 Based on 42.3 teragrams of CO2e emitted and 65,460,000 tons produced. Source: USEPA. Inventory of 

U.S. Climate Change and Sinks: 1990–2009. April 15, 2011. 

2 Note that construction of the Project would occur over a 3-year duration but span four calendar years. 

October 2022 F-4 
 

 

 

 

 

 

 

 

 

General Conformity and Greenhouse Gas Analysis 

navigation near the bridge. This will ensure that the Livingston Avenue Bridge meets modern 

passenger and freight rail capacity and load (weight) standards, maintains acceptable levels of 

safety, and supports the long-term utility and vitality of the Empire Corridor. The Project is essential 

to implementing future rail plans and improving state-wide rail transportation. The Project will also 

provide recreational and transportation benefits for pedestrians and bicyclists by creating new 

access across the Hudson River, consistent with long-term plans to better connect the east and 

west shoreline communities along the Hudson River. 

Given that the Project would support efficient passenger and freight transportation by improving 

reliability and reducing delays along the affected segment of the Empire Corridor, operational GHG 

emissions from locomotives using the Livingston Avenue Bridge are anticipated to be reduced 

when compared to the No Action Alternative. Operational emission reductions would partially 

offset the GHG emissions during construction presented in Table 3. Therefore, the Project would 

be consistent with the long-term federal and state goals of reducing GHG emissions and would 

also support a variety of other federal and state public policy goals. 

F-5 October 2022 
Appendix to Attachment F 

Backup Assumptions and Calculations 
 

Livingston Avenue Bridge

Regional Emission Analysis

General Conformity Summary

Nox

VOC

2024

3.00

0.29

Annual Totals

2025 2026

9.82 6.19

0.97 0.78

2027

1.83

0.19

Nox 0.27 0.90 0.18 0.38

VOC 0.02 0.08 0.07 0.02

On Site

Off Site

Nox 2.09 7.02 6.01 1.45

VOC 0.25 0.84 0.72 0.17

Barges

Nox 0.63 1.90 0.00 0.00

VOC 0.02 0.05 0.00 0.00
 

 

 

 

 

 

 

 

Livingston Avenue Bridge

Regional Emission Analysis

Greenhouse Gas Summary

Greenhouse Gas Emissions (metric ton)

Total Duration

479

152

2,133

13,298

16,063

State 2023 2024 2025 2026 2027 2028

On Site - 74 236 88 80 -

Marine - 38 114 - - -

On Road - 272 908 764 190 -

Embedded Material

Project Total - 384 1,258 852 270 -
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Livingston Avenue Bridge Regional Emission Analysis

Equipment hp-hr (or veh) 31 28 31 30 31 30 31 31 30 31 30 31 31 28 31 30 31 30 31 31 30 31 30 31 31 28 31 30 31 30 31 31 30 31 30 31 31 29 31 30 31 30 31 31 30 31 30 31

2024 2025 2026 2027

Start Date

Finish

Date Non Road Equipment Equipment Type

Engine

Type Size (hp)

% Non-Road

Equipment Usage

(Long Term)

% Non-Road

Equipment Usage

(Short Term)

Number of Trucks

per Day

123456789 10 11 12123456789 10 11 12123456789 10 11 12123456789 10 11 12

Bridge Piers 10/1/24 10/1/25 Sheetpile vibratory hammer Cranes 300 Diesel 300 63% 100%--------- 4,152 4,018 4,152 4,152 3,750 4,152 4,018 4,152 4,018 4,152 4,152 4,018---------------------------

Cofferdom 10/1/24 10/1/25 Barge mounted 500 Ton Ringer Crane Cranes 600 Diesel 450 50% 100%--------- 4,982 4,821 4,982 4,982 4,500 4,982 4,821 4,982 4,821 4,982 4,982 4,821---------------------------

10/1/24 10/1/25 Pile vibratory hammer Cranes 300 Diesel 300 50% 100%--------- 3,321 3,214 3,321 3,321 3,000 3,321 3,214 3,321 3,214 3,321 3,321 3,214---------------------------

10/1/24 10/1/25 Pump - general, water Light Commercial Pumps 11 Gasoline8 100% 100%--------- 177 171 177 177 160 177 171 177 171 177 177 171---------------------------

10/1/24 10/1/25 Dredgers, Mechanical Cranes 600 Diesel 600 75% 100%--------- 9,964 9,643 9,964 9,964 9,000 9,964 9,643 9,964 9,643 9,964 9,964 9,643---------------------------

Bridge Piers 10/1/24 10/1/25 Barge mounted 500 Ton Ringer Crane Cranes 600 Diesel 450 50% 100%--------- 4,982 4,821 4,982 4,982 4,500 4,982 4,821 4,982 4,821 4,982 4,982 4,821---------------------------

Assembly 10/1/24 10/1/25 Barge mounted 200 Ton Crane Cranes 600 Diesel 340 63% 100%--------- 4,705 4,554 4,705 4,705 4,250 4,705 4,554 4,705 4,554 4,705 4,705 4,554---------------------------

10/1/24 10/1/25 Barge mounted 100 Ton Crane Cranes 300 Diesel 230 75% 100%--------- 3,820 3,696 3,820 3,820 3,450 3,820 3,696 3,820 3,696 3,820 3,820 3,696---------------------------

10/1/24 10/1/25 Generator - large Light Commercial Generator Sets 600 Diesel 426 100% 100%--------- 9,433 9,129 9,433 9,433 8,520 9,433 9,129 9,433 9,129 9,433 9,433 9,129---------------------------

10/1/24 10/1/25 Generator - mid Light Commercial Generator Sets 175 Diesel 110 100% 100%--------- 2,436 2,357 2,436 2,436 2,200 2,436 2,357 2,436 2,357 2,436 2,436 2,357---------------------------

10/1/24 10/1/25 Pump - general, water Light Commercial Pumps 11 Gasoline8 100% 100%--------- 177 171 177 177 160 177 171 177 171 177 177 171---------------------------

Bridge Piers 10/1/24 10/1/25 Pile vibratory hammer Cranes 300 Diesel 300 50% 100%--------- 3,321 3,214 3,321 3,321 3,000 3,321 3,214 3,321 3,214 3,321 3,321 3,214---------------------------

Pile Installation 10/1/24 10/1/25 Pile driving hammer– 500 kJ Cranes 1000 Diesel 1000 50% 100%--------- 11,071 10,714 11,071 11,071 10,000 11,071 10,714 11,071 10,714 11,071 11,071 10,714---------------------------

10/1/24 10/1/25 Pile driving hammer– 800 kJ Cranes 1200 Diesel 1500 50% 100%--------- 16,607 16,071 16,607 16,607 15,000 16,607 16,071 16,607 16,071 16,607 16,607 16,071---------------------------

10/1/24 10/1/25 Rock Socket Drilling Rig Bore/Drill Rigs 300 Diesel 209 75% 100%--------- 3,471 3,359 3,471 3,471 3,135 3,471 3,359 3,471 3,359 3,471 3,471 3,359---------------------------

10/1/24 10/1/25 Freeze pipe rotary drilling rig Bore/Drill Rigs 300 Diesel 200 13% 100%--------- 554 536 554 554 500 554 536 554 536 554 554 536---------------------------

10/1/24 10/1/25 Generator - large Light Commercial Generator Sets 600 Diesel 426 100% 100%--------- 9,433 9,129 9,433 9,433 8,520 9,433 9,129 9,433 9,129 9,433 9,433 9,129---------------------------

10/1/24 10/1/25 Generator - mid Light Commercial Generator Sets 175 Diesel 110 100% 100%--------- 2,436 2,357 2,436 2,436 2,200 2,436 2,357 2,436 2,357 2,436 2,436 2,357---------------------------

10/1/24 10/1/25 Pump - general, water Light Commercial Pumps 11 Gasoline8 100% 100%--------- 177 171 177 177 160 177 171 177 171 177 177 171---------------------------

Bridge Piers 10/1/24 10/1/25 Compressors - surface tools Light Commercial Air Compressors 30Diesel 275 88% 100%--------- 5,328 5,156 5,328 5,328 4,813 5,328 5,156 5,328 5,156 5,328 5,328 5,156---------------------------

Pile Cap 10/1/24 10/1/25 Concrete pump - general Other Construction Equipment 300 Diesel 250 50% 100%--------- 2,768 2,679 2,768 2,768 2,500 2,768 2,679 2,768 2,679 2,768 2,768 2,679---------------------------

10/1/24 10/1/25 Generator - mid Light Commercial Generator Sets 175 Diesel 110 100% 100%--------- 2,436 2,357 2,436 2,436 2,200 2,436 2,357 2,436 2,357 2,436 2,436 2,357---------------------------

1/1/26 10/1/26 Compressors - surface tools Light Commercial Air Compressors 30Diesel 275 25% 100%------------------------ 1,522 1,375 1,522 1,473 1,522 1,473 1,522 1,522 1,473---------------

1/1/26 10/1/26 Concrete pump - general Other Construction Equipment 300 Diesel 250 25% 100%------------------------ 1,384 1,250 1,384 1,339 1,384 1,339 1,384 1,384 1,339---------------

Abutments& Track Work 1/1/26 10/1/26 Crane - all-terrain (80t) Cranes 175 Diesel 175 25% 100%------------------------ 969 875 969 938 969 938 969 969 938---------------

1/1/26 10/1/26 Excavator - long reach, tracked Excavators 300 Diesel 203 38% 100%------------------------ 1,686 1,523 1,686 1,631 1,686 1,631 1,686 1,686 1,631---------------

1/1/26 10/1/26 Front-end loader - wheeled, large Tractors/Loaders/Backhoes 300 Diesel 349 25% 100%------------------------ 1,932 1,745 1,932 1,870 1,932 1,870 1,932 1,932 1,870---------------

1/1/26 10/1/26 Generator - large Light Commercial Generator Sets 600 Diesel 426 13% 100%------------------------ 1,179 1,065 1,179 1,141 1,179 1,141 1,179 1,179 1,141---------------

1/1/26 10/1/26 Pump - general, water Light Commercial Pumps 11 Gasoline8 25% 100%------------------------ 44 40 44 43 44 43 44 44 43---------------

1/1/26 10/1/26 Telescopic forklift handler Forklifts 175 Diesel 101 25% 100%------------------------ 559 505 559 541 559 541 559 559 541---------------

1/1/26 10/1/26 Paver Pavers 300 Diesel 224 50% 100%------------------------ 2,480 2,240 2,480 2,400 2,480 2,400 2,480 2,480 2,400---------------

1/1/26 10/1/26 Vibratory Compactor Roller Rollers 25 Diesel 18 50% 100%------------------------ 199 180 199 193 199 193 199 199 193---------------

Superstructure 10/1/25 10/1/26 Compressors - surface tools Light Commercial Air Compressors 30Diesel 275 88% 100%--------------------- 5,328 5,156 5,328 5,328 4,813 5,328 5,156 5,328 5,156 5,328 5,328 5,156---------------

Column 10/1/25 10/1/26 Generator - mid Light Commercial Pumps 11 Gasoline 110 100% 100%--------------------- 2,436 2,357 2,436 2,436 2,200 2,436 2,357 2,436 2,357 2,436 2,436 2,357---------------

Superstructure 10/1/25 10/1/26 Generator - mid Light Commercial Generator Sets 175 Diesel 110 100% 100%--------------------- 2,436 2,357 2,436 2,436 2,200 2,436 2,357 2,436 2,357 2,436 2,436 2,357---------------

Deck 10/1/25 10/1/26 Deck segment erection gantry Cranes 300 Diesel 194 75% 100%--------------------- 3,222 3,118 3,222 3,222 2,910 3,222 3,118 3,222 3,118 3,222 3,222 3,118---------------

10/1/25 10/1/26 Jacking T-Cranes (pylons) Cranes 300 Diesel 194 100% 100%--------------------- 4,296 4,157 4,296 4,296 3,880 4,296 4,157 4,296 4,157 4,296 4,296 4,157---------------

10/1/25 10/1/26 Telescopic boom - self-propelled Aerial Lifts 75 Diesel 75 50% 100%--------------------- 830 804 830 830 750 830 804 830 804 830 830 804---------------

10/1/25 10/1/26 Telescopic forklift handler Forklifts 175 Diesel 101 50% 100%--------------------- 1,118 1,082 1,118 1,118 1,010 1,118 1,082 1,118 1,082 1,118 1,118 1,082---------------

Existing Bridge Decommissioning and Removal 10/1/26 4/1/27 Crane - crawler (100t) Cranes 750 Diesel 603 38% 100%--------------------------------- 5,007 4,846 5,007 5,007 4,684 5,007---------

10/1/26 4/1/27 Compressors - surface tools Light Commercial Air Compressors 30Diesel 275 75% 100%--------------------------------- 4,567 4,420 4,567 4,567 4,272 4,567---------

10/1/26 4/1/27 Generator - large Light Commercial Generator Sets 600 Diesel 426 75% 100%--------------------------------- 7,075 6,846 7,075 7,075 6,618 7,075---------

10/1/26 4/1/27 Telescopic boom - self-propelled Aerial Lifts 75 Diesel 75 38% 100%--------------------------------- 623 603 623 623 583 623---------

10/1/26 4/1/27 Telescopic forklift handler Forklifts 175 Diesel 101 25% 100%--------------------------------- 559 541 559 559 523 559---------

10/1/26 4/1/27 Front-end loader - wheeled, mid Tractors/Loaders/Backhoes 300 Diesel 197 63% 100%--------------------------------- 2,726 2,638 2,726 2,726 2,550 2,726---------

Channels and Fenders 1/1/27 4/1/27 Pile vibratory hammer Cranes 300 Diesel 300 50% 100%------------------------------------ 3,321 3,107 3,321---------

1/1/27 4/1/27 Pile driving hammer– 500 kJ Cranes 1000 Diesel 1000 50% 100%------------------------------------ 11,071 10,357 11,071---------

1/1/27 4/1/27 Pile driving hammer– 800 kJ Cranes 1200 Diesel 1500 50% 100%------------------------------------ 16,607 15,536 16,607---------

1/1/27 4/1/27 Rock Socket Drilling Rig Bore/Drill Rigs 300 Diesel 209 75% 100%------------------------------------ 3,471 3,247 3,471---------

1/1/27 4/1/27 Freeze pipe rotary drilling rig Bore/Drill Rigs 300 Diesel 200 13% 100%------------------------------------ 554 518 554---------

1/1/27 4/1/27 Generator - large Light Commercial Generator Sets 600 Diesel 426 100% 100%------------------------------------ 9,433 8,824 9,433---------

1/1/27 4/1/27 Generator - mid Light Commercial Generator Sets 175 Diesel 110 100% 100%------------------------------------ 2,436 2,279 2,436---------

1/1/27 4/1/27 Pump - general, water Light Commercial Pumps 11 Gasoline8 100% 100%------------------------------------ 177 166 177---------

10/1/27 1/1/28 Pile vibratory hammer Cranes 300 Diesel 300 50% 100%--------------------------------------------- 3,321 3,214 3,321

10/1/27 1/1/28 Pile driving hammer– 500 kJ Cranes 1000 Diesel 1000 50% 100%--------------------------------------------- 11,071 10,714 11,071

10/1/27 1/1/28 Pile driving hammer– 800 kJ Cranes 1200 Diesel 1500 50% 100%--------------------------------------------- 16,607 16,071 16,607

10/1/27 1/1/28 Rock Socket Drilling Rig Bore/Drill Rigs 300 Diesel 209 75% 100%--------------------------------------------- 3,471 3,359 3,471

10/1/27 1/1/28 Freeze pipe rotary drilling rig Bore/Drill Rigs 300 Diesel 200 13% 100%--------------------------------------------- 554 536 554

10/1/27 1/1/28 Generator - large Light Commercial Generator Sets 600 Diesel 426 100% 100%--------------------------------------------- 9,433 9,129 9,433

10/1/27 1/1/28 Generator - mid Light Commercial Generator Sets 175 Diesel 110 100% 100%--------------------------------------------- 2,436 2,357 2,436

10/1/27 1/1/28 Pump - general, water Light Commercial Pumps 11 Gasoline8 100% 100%--------------------------------------------- 177 171 177

On-Site Trucks 10/1/24 10/1/25 Raw Material Trucks Truck1 Truck 2.0--------- 44 43 44 44 40 44 43 44 43 44 44 43---------------------------

10/1/24 10/1/25 Raw Material Trucks Truck1 Truck 2.0--------- 44 43 44 44 40 44 43 44 43 44 44 43---------------------------

10/1/24 10/1/25 Concrete Trucks Truck1 Truck 2.0--------- 44 43 44 44 40 44 43 44 43 44 44 43---------------------------

10/1/24 10/1/25 General Deliveries Truck1 Truck 2.0--------- 44 43 44 44 40 44 43 44 43 44 44 43---------------------------

10/1/24 10/1/25 Raw Material Trucks Truck1 Truck 2.0--------- 44 43 44 44 40 44 43 44 43 44 44 43---------------------------

10/1/24 10/1/25 Concrete Trucks Truck1 Truck 4.0--------- 89 86 89 89 80 89 86 89 86 89 89 86---------------------------

10/1/24 10/1/25 Raw Material Trucks Truck1 Truck 2.0--------- 44 43 44 44 40 44 43 44 43 44 44 43---------------------------

10/1/24 10/1/25 Concrete Trucks Truck1 Truck 4.0--------- 89 86 89 89 80 89 86 89 86 89 89 86---------------------------

1/1/26 10/1/26 Muck Trucks Truck1 Truck 3.0------------------------ 66 60 66 64 66 64 66 66 64---------------

1/1/26 10/1/26 Raw Material Trucks Truck1 Truck 1.0------------------------ 22 20 22 21 22 21 22 22 21---------------

1/1/26 10/1/26 Concrete Trucks Truck1 Truck 2.0------------------------ 44 40 44 43 44 43 44 44 43---------------

1/1/26 10/1/26 General Deliveries Truck1 Truck 1.0------------------------ 22 20 22 21 22 21 22 22 21---------------

1/1/26 10/1/26 Muck Trucks Truck1 Truck 1.0------------------------ 22 20 22 21 22 21 22 22 21---------------

1/1/26 10/1/26 Raw Material Trucks Truck1 Truck 1.0------------------------ 22 20 22 21 22 21 22 22 21---------------

1/1/26 10/1/26 Concrete Trucks Truck1 Truck 1.0------------------------ 22 20 22 21 22 21 22 22 21---------------

1/1/26 10/1/26 General Deliveries Truck1 Truck 1.0------------------------ 22 20 22 21 22 21 22 22 21---------------

10/1/25 10/1/26 Concrete Trucks Truck1 Truck 4.0--------------------- 89 86 89 89 80 89 86 89 86 89 89 86---------------

10/1/25 10/1/26 Concrete Trucks Truck1 Truck 4.0--------------------- 89 86 89 89 80 89 86 89 86 89 89 86---------------

10/1/26 4/1/27 Muck Trucks Truck1 Truck 2.0--------------------------------- 44 43 44 44 41 44---------

1/1/27 4/1/27 Raw Material Trucks Truck1 Truck 2.0------------------------------------ 44 41 44---------

1/1/27 4/1/27 Concrete Trucks Truck1 Truck 2.0------------------------------------ 44 41 44---------

1/1/27 4/1/27 General Deliveries Truck1 Truck 2.0------------------------------------ 44 41 44---------

10/1/27 1/1/28 Raw Material Trucks Truck1 Truck 2.0--------------------------------------------- 44 43 44

10/1/27 1/1/28 Concrete Trucks Truck1 Truck 2.0--------------------------------------------- 44 43 44

10/1/27 1/1/28 General Deliveries Truck1 Truck 2.0--------------------------------------------- 44 43 44
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Livingston Avenue Bridge Regional Emission Analysis

Nitrogen Dioxide Emissions 31 28 31 30 31 30 31 31 30 31 30 31 31 28 31 30 31 30 31 31 30 31 30 31 31 28 31 30 31 30 31 31 30 31 30 31 31 29 31 30 31 30 31 31 30 31 30 31

2024 2025 2026 2027

Start Date

Finish

Date Non Road Equipment EF lookup

Engine

Type 2024 2025 2026 2027

123456789 10 11 12123456789 10 11 12123456789 10 11 12123456789 10 11 12

10/1/24 10/1/25 Sheetpile vibratory hammer Cranes 300 Diesel 0.164 0.158 0.130 0.103--------- 680 658 680 657 594 657 636 657 636 657 657 636---------------------------

10/1/24 10/1/25 Barge mounted 500 Ton Ringer Cra Cranes 600 Diesel 0.420 0.409 0.345 0.300--------- 2,093 2,025 2,093 2,038 1,841 2,038 1,973 2,038 1,973 2,038 2,038 1,973---------------------------

10/1/24 10/1/25 Pile vibratory hammer Cranes 300 Diesel 0.164 0.158 0.130 0.103--------- 544 527 544 526 475 526 509 526 509 526 526 509---------------------------

10/1/24 10/1/25 Pump - general, water Light Commercial Pum Gasoline 0.987 1.151 1.151 1.151--------- 175 169 175 204 184 204 197 204 197 204 204 197---------------------------

10/1/24 10/1/25 Dredgers, Mechanical Cranes 600 Diesel 0.420 0.409 0.345 0.300--------- 4,186 4,051 4,186 4,077 3,682 4,077 3,945 4,077 3,945 4,077 4,077 3,945---------------------------

10/1/24 10/1/25 Barge mounted 500 Ton Ringer Cra Cranes 600 Diesel 0.420 0.409 0.345 0.300--------- 2,093 2,025 2,093 2,038 1,841 2,038 1,973 2,038 1,973 2,038 2,038 1,973---------------------------

10/1/24 10/1/25 Barge mounted 200 Ton Crane Cranes 600 Diesel 0.420 0.409 0.345 0.300--------- 1,977 1,913 1,977 1,925 1,739 1,925 1,863 1,925 1,863 1,925 1,925 1,863---------------------------

10/1/24 10/1/25 Barge mounted 100 Ton Crane Cranes 300 Diesel 0.164 0.158 0.130 0.103--------- 626 606 626 605 546 605 585 605 585 605 605 585---------------------------

10/1/24 10/1/25 Generator - large Light Commercial Gen Diesel 0.993 1.076 0.999 0.912--------- 9,365 9,063 9,365 10,153 9,170 10,153 9,825 10,153 9,825 10,153 10,153 9,825---------------------------

10/1/24 10/1/25 Generator - mid Light Commercial Gen Diesel 1.121 1.223 1.140 1.045--------- 2,730 2,642 2,730 2,978 2,690 2,978 2,882 2,978 2,882 2,978 2,978 2,882---------------------------

10/1/24 10/1/25 Pump - general, water Light Commercial Pum Gasoline 0.987 1.151 1.151 1.151--------- 175 169 175 204 184 204 197 204 197 204 204 197---------------------------

10/1/24 10/1/25 Pile vibratory hammer Cranes 300 Diesel 0.164 0.158 0.130 0.103--------- 544 527 544 526 475 526 509 526 509 526 526 509---------------------------

10/1/24 10/1/25 Pile driving hammer– 500 kJ Cranes 1000 Diesel 1.311 1.447 1.389 1.347--------- 14,517 14,049 14,517 16,017 14,467 16,017 15,500 16,017 15,500 16,017 16,017 15,500---------------------------

10/1/24 10/1/25 Pile driving hammer– 800 kJ Cranes 1200 Diesel 1.311 1.447 1.389 1.347--------- 21,776 21,074 21,776 24,025 21,700 24,025 23,250 24,025 23,250 24,025 24,025 23,250---------------------------

10/1/24 10/1/25 Rock Socket Drilling Rig Bore/Drill Rigs 300 Diesel 0.848 0.908 0.838 0.773--------- 2,943 2,848 2,943 3,151 2,846 3,151 3,049 3,151 3,049 3,151 3,151 3,049---------------------------

10/1/24 10/1/25 Freeze pipe rotary drilling rig Bore/Drill Rigs 300 Diesel 0.848 0.908 0.838 0.773--------- 469 454 469 503 454 503 486 503 486 503 503 486---------------------------

10/1/24 10/1/25 Generator - large Light Commercial Gen Diesel 0.993 1.076 0.999 0.912--------- 9,365 9,063 9,365 10,153 9,170 10,153 9,825 10,153 9,825 10,153 10,153 9,825---------------------------

10/1/24 10/1/25 Generator - mid Light Commercial Gen Diesel 1.121 1.223 1.140 1.045--------- 2,730 2,642 2,730 2,978 2,690 2,978 2,882 2,978 2,882 2,978 2,978 2,882---------------------------

10/1/24 10/1/25 Pump - general, water Light Commercial Pum Gasoline 0.987 1.151 1.151 1.151--------- 175 169 175 204 184 204 197 204 197 204 204 197---------------------------

10/1/24 10/1/25 Compressors - surface tools Light Commercial AirCDiesel 0.291 0.290 0.243 0.198--------- 1,551 1,501 1,551 1,547 1,397 1,547 1,497 1,547 1,497 1,547 1,547 1,497---------------------------

10/1/24 10/1/25 Concrete pump - general Other Construction Eq Diesel 0.249 0.239 0.207 0.174--------- 689 667 689 662 598 662 641 662 641 662 662 641---------------------------

10/1/24 10/1/25 Generator - mid Light Commercial Gen Diesel 1.121 1.223 1.140 1.045--------- 2,730 2,642 2,730 2,978 2,690 2,978 2,882 2,978 2,882 2,978 2,978 2,882---------------------------

1/1/26 10/1/26 Compressors - surface tools Light Commercial AirCDiesel 0.291 0.290 0.243 0.198------------------------ 370 334 370 358 370 358 370 370 358---------------

1/1/26 10/1/26 Concrete pump - general Other Construction Eq Diesel 0.249 0.239 0.207 0.174------------------------ 286 258 286 277 286 277 286 286 277---------------

1/1/26 10/1/26 Crane - all-terrain (80t) Cranes 175 Diesel 0.204 0.201 0.170 0.135------------------------ 164 148 164 159 164 159 164 164 159---------------

1/1/26 10/1/26 Excavator - long reach, tracked Excavators 300 Diesel 0.078 0.077 0.068 0.063------------------------ 115 104 115 111 115 111 115 115 111---------------

1/1/26 10/1/26 Front-end loader - wheeled, large Tractors/Loaders/BackDiesel 0.796 0.804 0.663 0.527------------------------ 1,281 1,157 1,281 1,239 1,281 1,239 1,281 1,281 1,239---------------

1/1/26 10/1/26 Generator - large Light Commercial Gen Diesel 0.993 1.076 0.999 0.912------------------------ 1,177 1,064 1,177 1,140 1,177 1,140 1,177 1,177 1,140---------------

1/1/26 10/1/26 Pump - general, water Light Commercial Pum Gasoline 0.987 1.151 1.151 1.151------------------------ 51 46 51 49 51 49 51 51 49---------------

1/1/26 10/1/26 Telescopic forklift handler Forklifts 175 Diesel 0.075 0.085 0.084 0.084------------------------ 47 43 47 46 47 46 47 47 46---------------

1/1/26 10/1/26 Paver Pavers 300 Diesel 0.127 0.118 0.093 0.078------------------------ 230 208 230 223 230 223 230 230 223---------------

1/1/26 10/1/26 Vibratory Compactor Roller Rollers 25 Diesel 1.624 1.881 1.882 1.882------------------------ 375 339 375 363 375 363 375 375 363---------------

10/1/25 10/1/26 Compressors - surface tools Light Commercial AirCDiesel 0.291 0.290 0.243 0.198--------------------- 1,547 1,497 1,547 1,294 1,169 1,294 1,252 1,294 1,252 1,294 1,294 1,252---------------

10/1/25 10/1/26 Generator - mid Light Commercial Pum Gasoline 0.987 1.151 1.151 1.151--------------------- 2,803 2,712 2,803 2,803 2,532 2,803 2,713 2,803 2,713 2,803 2,803 2,713---------------

10/1/25 10/1/26 Generator - mid Light Commercial Gen Diesel 1.121 1.223 1.140 1.045--------------------- 2,978 2,882 2,978 2,777 2,509 2,777 2,688 2,777 2,688 2,777 2,777 2,688---------------

10/1/25 10/1/26 Deck segment erection gantry Cranes 300 Diesel 0.164 0.158 0.130 0.103--------------------- 510 494 510 420 380 420 407 420 407 420 420 407---------------

10/1/25 10/1/26 Jacking T-Cranes (pylons) Cranes 300 Diesel 0.164 0.158 0.130 0.103--------------------- 680 658 680 560 506 560 542 560 542 560 560 542---------------

10/1/25 10/1/26 Telescopic boom - self-propelled Aerial Lifts 75 Diesel 1.546 1.743 1.698 1.650--------------------- 1,447 1,401 1,447 1,410 1,274 1,410 1,365 1,410 1,365 1,410 1,410 1,365---------------

10/1/25 10/1/26 Telescopic forklift handler Forklifts 175 Diesel 0.075 0.085 0.084 0.084--------------------- 95 92 95 94 85 94 91 94 91 94 94 91---------------

10/1/26 4/1/27 Crane - crawler (100t) Cranes 750 Diesel 0.422 0.411 0.347 0.301--------------------------------- 1,736 1,680 1,736 1,506 1,409 1,506---------

10/1/26 4/1/27 Compressors - surface tools Light Commercial AirCDiesel 0.291 0.290 0.243 0.198--------------------------------- 1,109 1,073 1,109 903 845 903---------

10/1/26 4/1/27 Generator - large Light Commercial Gen Diesel 0.993 1.076 0.999 0.912--------------------------------- 7,065 6,837 7,065 6,449 6,033 6,449---------

10/1/26 4/1/27 Telescopic boom - self-propelled Aerial Lifts 75 Diesel 1.546 1.743 1.698 1.650--------------------------------- 1,057 1,023 1,057 1,028 961 1,028---------

10/1/26 4/1/27 Telescopic forklift handler Forklifts 175 Diesel 0.075 0.085 0.084 0.084--------------------------------- 47 46 47 47 44 47---------

10/1/26 4/1/27 Front-end loader - wheeled, mid Tractors/Loaders/BackDiesel 0.796 0.804 0.663 0.527--------------------------------- 1,807 1,749 1,807 1,437 1,344 1,437---------

1/1/27 4/1/27 Pile vibratory hammer Cranes 300 Diesel 0.164 0.158 0.130 0.103------------------------------------ 343 321 343---------

1/1/27 4/1/27 Pile driving hammer– 500 kJ Cranes 1000 Diesel 1.311 1.447 1.389 1.347------------------------------------ 14,909 13,948 14,909---------

1/1/27 4/1/27 Pile driving hammer– 800 kJ Cranes 1200 Diesel 1.311 1.447 1.389 1.347------------------------------------ 22,364 20,921 22,364---------

1/1/27 4/1/27 Rock Socket Drilling Rig Bore/Drill Rigs 300 Diesel 0.848 0.908 0.838 0.773------------------------------------ 2,683 2,510 2,683---------

1/1/27 4/1/27 Freeze pipe rotary drilling rig Bore/Drill Rigs 300 Diesel 0.848 0.908 0.838 0.773------------------------------------ 428 400 428---------

1/1/27 4/1/27 Generator - large Light Commercial Gen Diesel 0.993 1.076 0.999 0.912------------------------------------ 8,598 8,043 8,598---------

1/1/27 4/1/27 Generator - mid Light Commercial Gen Diesel 1.121 1.223 1.140 1.045------------------------------------ 2,545 2,381 2,545---------

1/1/27 4/1/27 Pump - general, water Light Commercial Pum Gasoline 0.987 1.151 1.151 1.151------------------------------------ 204 191 204---------

10/1/27 1/1/28 Pile vibratory hammer Cranes 300 Diesel 0.164 0.158 0.130 0.103--------------------------------------------- 343 332 343

10/1/27 1/1/28 Pile driving hammer– 500 kJ Cranes 1000 Diesel 1.311 1.447 1.389 1.347--------------------------------------------- 14,909 14,428 14,909

10/1/27 1/1/28 Pile driving hammer– 800 kJ Cranes 1200 Diesel 1.311 1.447 1.389 1.347--------------------------------------------- 22,364 21,643 22,364

10/1/27 1/1/28 Rock Socket Drilling Rig Bore/Drill Rigs 300 Diesel 0.848 0.908 0.838 0.773--------------------------------------------- 2,683 2,596 2,683

10/1/27 1/1/28 Freeze pipe rotary drilling rig Bore/Drill Rigs 300 Diesel 0.848 0.908 0.838 0.773--------------------------------------------- 428 414 428

10/1/27 1/1/28 Generator - large Light Commercial Gen Diesel 0.993 1.076 0.999 0.912--------------------------------------------- 8,598 8,321 8,598

10/1/27 1/1/28 Generator - mid Light Commercial Gen Diesel 1.121 1.223 1.140 1.045--------------------------------------------- 2,545 2,463 2,545

10/1/27 1/1/28 Pump - general, water Light Commercial Pum Gasoline 0.987 1.151 1.151 1.151--------------------------------------------- 204 197 204

10/1/24 10/1/25 Raw Material Trucks Truck1 Truck 1.607 1.607 1.607 1.607--------- 71 69 71 71 64 71 69 71 69 71 71 69---------------------------

10/1/24 10/1/25 Raw Material Trucks Truck1 Truck 1.607 1.607 1.607 1.607--------- 71 69 71 71 64 71 69 71 69 71 71 69---------------------------

10/1/24 10/1/25 Concrete Trucks Truck1 Truck 1.607 1.607 1.607 1.607--------- 71 69 71 71 64 71 69 71 69 71 71 69---------------------------

10/1/24 10/1/25 General Deliveries Truck1 Truck 1.607 1.607 1.607 1.607--------- 71 69 71 71 64 71 69 71 69 71 71 69---------------------------

10/1/24 10/1/25 Raw Material Trucks Truck1 Truck 1.607 1.607 1.607 1.607--------- 71 69 71 71 64 71 69 71 69 71 71 69---------------------------

10/1/24 10/1/25 Concrete Trucks Truck1 Truck 1.607 1.607 1.607 1.607--------- 142 138 142 142 129 142 138 142 138 142 142 138---------------------------

10/1/24 10/1/25 Raw Material Trucks Truck1 Truck 1.607 1.607 1.607 1.607--------- 71 69 71 71 64 71 69 71 69 71 71 69---------------------------

10/1/24 10/1/25 Concrete Trucks Truck1 Truck 1.607 1.607 1.607 1.607--------- 142 138 142 142 129 142 138 142 138 142 142 138---------------------------

1/1/26 10/1/26 Muck Trucks Truck1 Truck 1.607 1.607 1.607 1.607------------------------ 107 96 107 103 107 103 107 107 103---------------

1/1/26 10/1/26 Raw Material Trucks Truck1 Truck 1.607 1.607 1.607 1.607------------------------ 36 32 36 34 36 34 36 36 34---------------

1/1/26 10/1/26 Concrete Trucks Truck1 Truck 1.607 1.607 1.607 1.607------------------------ 71 64 71 69 71 69 71 71 69---------------

1/1/26 10/1/26 General Deliveries Truck1 Truck 1.607 1.607 1.607 1.607------------------------ 36 32 36 34 36 34 36 36 34---------------

1/1/26 10/1/26 Muck Trucks Truck1 Truck 1.607 1.607 1.607 1.607------------------------ 36 32 36 34 36 34 36 36 34---------------

1/1/26 10/1/26 Raw Material Trucks Truck1 Truck 1.607 1.607 1.607 1.607------------------------ 36 32 36 34 36 34 36 36 34---------------

1/1/26 10/1/26 Concrete Trucks Truck1 Truck 1.607 1.607 1.607 1.607------------------------ 36 32 36 34 36 34 36 36 34---------------

1/1/26 10/1/26 General Deliveries Truck1 Truck 1.607 1.607 1.607 1.607------------------------ 36 32 36 34 36 34 36 36 34---------------

10/1/25 10/1/26 Concrete Trucks Truck1 Truck 1.607 1.607 1.607 1.607--------------------- 142 138 142 142 129 142 138 142 138 142 142 138---------------

10/1/25 10/1/26 Concrete Trucks Truck1 Truck 1.607 1.607 1.607 1.607--------------------- 142 138 142 142 129 142 138 142 138 142 142 138---------------

10/1/26 4/1/27 Muck Trucks Truck1 Truck 1.607 1.607 1.607 1.607--------------------------------- 71 69 71 71 67 71---------

1/1/27 4/1/27 Raw Material Trucks Truck1 Truck 1.607 1.607 1.607 1.607------------------------------------ 71 67 71---------

1/1/27 4/1/27 Concrete Trucks Truck1 Truck 1.607 1.607 1.607 1.607------------------------------------ 71 67 71---------

1/1/27 4/1/27 General Deliveries Truck1 Truck 1.607 1.607 1.607 1.607------------------------------------ 71 67 71---------

10/1/27 1/1/28 Raw Material Trucks Truck1 Truck 1.607 1.607 1.607 1.607--------------------------------------------- 71 69 71

10/1/27 1/1/28 Concrete Trucks Truck1 Truck 1.607 1.607 1.607 1.607--------------------------------------------- 71 69 71

10/1/27 1/1/28 General Deliveries Truck1 Truck 1.607 1.607 1.607 1.607--------------------------------------------- 71 69 71

Emission Factors (g/hp-hr| g/veh)

000000000 82844.05 80171.66 82844.05 88858.27 80259.09 88858.27 85991.88 88858.27 85991.88 88858.27 88858.27 85991.88 10344.5 10010.81 10344.5 14131.4 12763.84 14131.4 13675.55 14131.4 13675.55 14131.4 14131.4 13675.55 12892.44 12476.56 12892.44 63728.11 59616.62 63728.11000000 52288.04 50601.33 52288.04

000000000 0.09132 0.088374 0.09132 0.097949 0.088471 0.097949 0.09479 0.097949 0.09479 0.097949 0.097949 0.09479 0.011403 0.011035 0.011403 0.015577 0.01407 0.015577 0.015075 0.015577 0.015075 0.015577 0.015577 0.015075 0.014211 0.013753 0.014211 0.070248 0.065716 0.070248000000 0.057638 0.055778 0.057638

2024 2025 2026 2027

245859.7 813225.9 162708.9 342250.3

0.271014 0.896428 0.179356 0.377266
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Livingston Avenue Bridge Regional Emission Analysis

Volatile Organix Compound Emissions 31 28 31 30 31 30 31 31 30 31 30 31 31 28 31 30 31 30 31 31 30 31 30 31 31 28 31 30 31 30 31 31 30 31 30 31 31 29 31 30 31 30 31 31 30 31 30 31

2024 2025 2026 2027

Start Date

Finish

Date Non Road Equipment EF lookup

Engine

Type 2024 2025 2026 2027

123456789 10 11 12123456789 10 11 12123456789 10 11 12123456789 10 11 12

10/1/24 10/1/25 Sheetpile vibratory hammer Cranes 300 Diesel 0.013 0.013 0.010 0.008--------- 54 53 54 53 48 53 51 53 51 53 53 51---------------------------

10/1/24 10/1/25 Barge mounted 500 Ton Ringer Cra Cranes 600 Diesel 0.026 0.025 0.021 0.018--------- 130 126 130 125 113 125 121 125 121 125 125 121---------------------------

10/1/24 10/1/25 Pile vibratory hammer Cranes 300 Diesel 0.013 0.013 0.010 0.008--------- 44 42 44 42 38 42 41 42 41 42 42 41---------------------------

10/1/24 10/1/25 Pump - general, water Light Commercial Pum Gasoline 1.816 2.117 2.118 2.117--------- 322 311 322 375 339 375 363 375 363 375 375 363---------------------------

10/1/24 10/1/25 Dredgers, Mechanical Cranes 600 Diesel 0.026 0.025 0.021 0.018--------- 260 251 260 250 226 250 242 250 242 250 250 242---------------------------

10/1/24 10/1/25 Barge mounted 500 Ton Ringer Cra Cranes 600 Diesel 0.026 0.025 0.021 0.018--------- 130 126 130 125 113 125 121 125 121 125 125 121---------------------------

10/1/24 10/1/25 Barge mounted 200 Ton Crane Cranes 600 Diesel 0.026 0.025 0.021 0.018--------- 123 119 123 118 107 118 114 118 114 118 118 114---------------------------

10/1/24 10/1/25 Barge mounted 100 Ton Crane Cranes 300 Diesel 0.013 0.013 0.010 0.008--------- 50 48 50 48 44 48 47 48 47 48 48 47---------------------------

10/1/24 10/1/25 Generator - large Light Commercial Gen Diesel 0.068 0.073 0.067 0.060--------- 642 621 642 686 619 686 664 686 664 686 686 664---------------------------

10/1/24 10/1/25 Generator - mid Light Commercial Gen Diesel 0.096 0.103 0.095 0.087--------- 233 226 233 252 227 252 244 252 244 252 252 244---------------------------

10/1/24 10/1/25 Pump - general, water Light Commercial Pum Gasoline 1.816 2.117 2.118 2.117--------- 322 311 322 375 339 375 363 375 363 375 375 363---------------------------

10/1/24 10/1/25 Pile vibratory hammer Cranes 300 Diesel 0.013 0.013 0.010 0.008--------- 44 42 44 42 38 42 41 42 41 42 42 41---------------------------

10/1/24 10/1/25 Pile driving hammer– 500 kJ Cranes 1000 Diesel 0.048 0.049 0.044 0.040--------- 534 516 534 544 491 544 527 544 527 544 544 527---------------------------

10/1/24 10/1/25 Pile driving hammer– 800 kJ Cranes 1200 Diesel 0.048 0.049 0.044 0.040--------- 800 775 800 816 737 816 790 816 790 816 816 790---------------------------

10/1/24 10/1/25 Rock Socket Drilling Rig Bore/Drill Rigs 300 Diesel 0.069 0.074 0.068 0.063--------- 241 233 241 257 232 257 249 257 249 257 257 249---------------------------

10/1/24 10/1/25 Freeze pipe rotary drilling rig Bore/Drill Rigs 300 Diesel 0.069 0.074 0.068 0.063--------- 38 37 38 41 37 41 40 41 40 41 41 40---------------------------

10/1/24 10/1/25 Generator - large Light Commercial Gen Diesel 0.068 0.073 0.067 0.060--------- 642 621 642 686 619 686 664 686 664 686 686 664---------------------------

10/1/24 10/1/25 Generator - mid Light Commercial Gen Diesel 0.096 0.103 0.095 0.087--------- 233 226 233 252 227 252 244 252 244 252 252 244---------------------------

10/1/24 10/1/25 Pump - general, water Light Commercial Pum Gasoline 1.816 2.117 2.118 2.117--------- 322 311 322 375 339 375 363 375 363 375 375 363---------------------------

10/1/24 10/1/25 Compressors - surface tools Light Commercial AirCDiesel 0.020 0.020 0.017 0.015--------- 108 105 108 108 98 108 105 108 105 108 108 105---------------------------

10/1/24 10/1/25 Concrete pump - general Other Construction Eq Diesel 0.018 0.018 0.016 0.014--------- 51 50 51 50 45 50 49 50 49 50 50 49---------------------------

10/1/24 10/1/25 Generator - mid Light Commercial Gen Diesel 0.096 0.103 0.095 0.087--------- 233 226 233 252 227 252 244 252 244 252 252 244---------------------------

1/1/26 10/1/26 Compressors - surface tools Light Commercial AirCDiesel 0.020 0.020 0.017 0.015------------------------ 27 24 27 26 27 26 27 27 26---------------

1/1/26 10/1/26 Concrete pump - general Other Construction Eq Diesel 0.018 0.018 0.016 0.014------------------------ 22 20 22 21 22 21 22 22 21---------------

1/1/26 10/1/26 Crane - all-terrain (80t) Cranes 175 Diesel 0.014 0.014 0.011 0.008------------------------ 11 10 11 10 11 10 11 11 10---------------

1/1/26 10/1/26 Excavator - long reach, tracked Excavators 300 Diesel 0.006 0.006 0.006 0.005------------------------989999999---------------

1/1/26 10/1/26 Front-end loader - wheeled, large Tractors/Loaders/BackDiesel 0.124 0.123 0.100 0.078------------------------ 194 175 194 188 194 188 194 194 188---------------

1/1/26 10/1/26 Generator - large Light Commercial Gen Diesel 0.068 0.073 0.067 0.060------------------------ 78 71 78 76 78 76 78 78 76---------------

1/1/26 10/1/26 Pump - general, water Light Commercial Pum Gasoline 1.816 2.117 2.118 2.117------------------------ 94 85 94 91 94 91 94 94 91---------------

1/1/26 10/1/26 Telescopic forklift handler Forklifts 175 Diesel 0.004 0.004 0.004 0.004------------------------222222222---------------

1/1/26 10/1/26 Paver Pavers 300 Diesel 0.010 0.009 0.007 0.006------------------------ 18 17 18 18 18 18 18 18 18---------------

1/1/26 10/1/26 Vibratory Compactor Roller Rollers 25 Diesel 0.152 0.176 0.176 0.176------------------------ 35 32 35 34 35 34 35 35 34---------------

10/1/25 10/1/26 Compressors - surface tools Light Commercial AirCDiesel 0.020 0.020 0.017 0.015--------------------- 108 105 108 93 84 93 90 93 90 93 93 90---------------

10/1/25 10/1/26 Generator - mid Light Commercial Pum Gasoline 1.816 2.117 2.118 2.117--------------------- 5,157 4,991 5,157 5,158 4,659 5,158 4,992 5,158 4,992 5,158 5,158 4,992---------------

10/1/25 10/1/26 Generator - mid Light Commercial Gen Diesel 0.096 0.103 0.095 0.087--------------------- 252 244 252 232 210 232 225 232 225 232 232 225---------------

10/1/25 10/1/26 Deck segment erection gantry Cranes 300 Diesel 0.013 0.013 0.010 0.008--------------------- 41 40 41 34 31 34 33 34 33 34 34 33---------------

10/1/25 10/1/26 Jacking T-Cranes (pylons) Cranes 300 Diesel 0.013 0.013 0.010 0.008--------------------- 55 53 55 45 41 45 44 45 44 45 45 44---------------

10/1/25 10/1/26 Telescopic boom - self-propelled Aerial Lifts 75 Diesel 0.176 0.188 0.173 0.156--------------------- 156 151 156 143 130 143 139 143 139 143 143 139---------------

10/1/25 10/1/26 Telescopic forklift handler Forklifts 175 Diesel 0.004 0.004 0.004 0.004---------------------545545454554---------------

10/1/26 4/1/27 Crane - crawler (100t) Cranes 750 Diesel 0.025 0.024 0.020 0.018--------------------------------- 101 98 101 88 83 88---------

10/1/26 4/1/27 Compressors - surface tools Light Commercial AirCDiesel 0.020 0.020 0.017 0.015--------------------------------- 80 77 80 68 64 68---------

10/1/26 4/1/27 Generator - large Light Commercial Gen Diesel 0.068 0.073 0.067 0.060--------------------------------- 470 455 470 426 398 426---------

10/1/26 4/1/27 Telescopic boom - self-propelled Aerial Lifts 75 Diesel 0.176 0.188 0.173 0.156--------------------------------- 108 104 108 97 91 97---------

10/1/26 4/1/27 Telescopic forklift handler Forklifts 175 Diesel 0.004 0.004 0.004 0.004---------------------------------222222---------

10/1/26 4/1/27 Front-end loader - wheeled, mid Tractors/Loaders/BackDiesel 0.124 0.123 0.100 0.078--------------------------------- 274 265 274 214 200 214---------

1/1/27 4/1/27 Pile vibratory hammer Cranes 300 Diesel 0.013 0.013 0.010 0.008------------------------------------ 28 26 28---------

1/1/27 4/1/27 Pile driving hammer– 500 kJ Cranes 1000 Diesel 0.048 0.049 0.044 0.040------------------------------------ 439 410 439---------

1/1/27 4/1/27 Pile driving hammer– 800 kJ Cranes 1200 Diesel 0.048 0.049 0.044 0.040------------------------------------ 658 615 658---------

1/1/27 4/1/27 Rock Socket Drilling Rig Bore/Drill Rigs 300 Diesel 0.069 0.074 0.068 0.063------------------------------------ 217 203 217---------

1/1/27 4/1/27 Freeze pipe rotary drilling rig Bore/Drill Rigs 300 Diesel 0.069 0.074 0.068 0.063------------------------------------ 35 32 35---------

1/1/27 4/1/27 Generator - large Light Commercial Gen Diesel 0.068 0.073 0.067 0.060------------------------------------ 568 531 568---------

1/1/27 4/1/27 Generator - mid Light Commercial Gen Diesel 0.096 0.103 0.095 0.087------------------------------------ 211 197 211---------

1/1/27 4/1/27 Pump - general, water Light Commercial Pum Gasoline 1.816 2.117 2.118 2.117------------------------------------ 375 351 375---------

10/1/27 1/1/28 Pile vibratory hammer Cranes 300 Diesel 0.013 0.013 0.010 0.008--------------------------------------------- 28 27 28

10/1/27 1/1/28 Pile driving hammer– 500 kJ Cranes 1000 Diesel 0.048 0.049 0.044 0.040--------------------------------------------- 439 424 439

10/1/27 1/1/28 Pile driving hammer– 800 kJ Cranes 1200 Diesel 0.048 0.049 0.044 0.040--------------------------------------------- 658 637 658

10/1/27 1/1/28 Rock Socket Drilling Rig Bore/Drill Rigs 300 Diesel 0.069 0.074 0.068 0.063--------------------------------------------- 217 210 217

10/1/27 1/1/28 Freeze pipe rotary drilling rig Bore/Drill Rigs 300 Diesel 0.069 0.074 0.068 0.063--------------------------------------------- 35 34 35

10/1/27 1/1/28 Generator - large Light Commercial Gen Diesel 0.068 0.073 0.067 0.060--------------------------------------------- 568 550 568

10/1/27 1/1/28 Generator - mid Light Commercial Gen Diesel 0.096 0.103 0.095 0.087--------------------------------------------- 211 204 211

10/1/27 1/1/28 Pump - general, water Light Commercial Pum Gasoline 1.816 2.117 2.118 2.117--------------------------------------------- 375 363 375

10/1/24 10/1/25 Raw Material Trucks Truck1 Truck 0.414 0.414 0.414 0.414--------- 18 18 18 18 17 18 18 18 18 18 18 18---------------------------

10/1/24 10/1/25 Raw Material Trucks Truck1 Truck 0.414 0.414 0.414 0.414--------- 18 18 18 18 17 18 18 18 18 18 18 18---------------------------

10/1/24 10/1/25 Concrete Trucks Truck1 Truck 0.414 0.414 0.414 0.414--------- 18 18 18 18 17 18 18 18 18 18 18 18---------------------------

10/1/24 10/1/25 General Deliveries Truck1 Truck 0.414 0.414 0.414 0.414--------- 18 18 18 18 17 18 18 18 18 18 18 18---------------------------

10/1/24 10/1/25 Raw Material Trucks Truck1 Truck 0.414 0.414 0.414 0.414--------- 18 18 18 18 17 18 18 18 18 18 18 18---------------------------

10/1/24 10/1/25 Concrete Trucks Truck1 Truck 0.414 0.414 0.414 0.414--------- 37 35 37 37 33 37 35 37 35 37 37 35---------------------------

10/1/24 10/1/25 Raw Material Trucks Truck1 Truck 0.414 0.414 0.414 0.414--------- 18 18 18 18 17 18 18 18 18 18 18 18---------------------------

10/1/24 10/1/25 Concrete Trucks Truck1 Truck 0.414 0.414 0.414 0.414--------- 37 35 37 37 33 37 35 37 35 37 37 35---------------------------

1/1/26 10/1/26 Muck Trucks Truck1 Truck 0.414 0.414 0.414 0.414------------------------ 27 25 27 27 27 27 27 27 27---------------

1/1/26 10/1/26 Raw Material Trucks Truck1 Truck 0.414 0.414 0.414 0.414------------------------989999999---------------

1/1/26 10/1/26 Concrete Trucks Truck1 Truck 0.414 0.414 0.414 0.414------------------------ 18 17 18 18 18 18 18 18 18---------------

1/1/26 10/1/26 General Deliveries Truck1 Truck 0.414 0.414 0.414 0.414------------------------989999999---------------

1/1/26 10/1/26 Muck Trucks Truck1 Truck 0.414 0.414 0.414 0.414------------------------989999999---------------

1/1/26 10/1/26 Raw Material Trucks Truck1 Truck 0.414 0.414 0.414 0.414------------------------989999999---------------

1/1/26 10/1/26 Concrete Trucks Truck1 Truck 0.414 0.414 0.414 0.414------------------------989999999---------------

1/1/26 10/1/26 General Deliveries Truck1 Truck 0.414 0.414 0.414 0.414------------------------989999999---------------

10/1/25 10/1/26 Concrete Trucks Truck1 Truck 0.414 0.414 0.414 0.414--------------------- 37 35 37 37 33 37 35 37 35 37 37 35---------------

10/1/25 10/1/26 Concrete Trucks Truck1 Truck 0.414 0.414 0.414 0.414--------------------- 37 35 37 37 33 37 35 37 35 37 37 35---------------

10/1/26 4/1/27 Muck Trucks Truck1 Truck 0.414 0.414 0.414 0.414--------------------------------- 18 18 18 18 17 18---------

1/1/27 4/1/27 Raw Material Trucks Truck1 Truck 0.414 0.414 0.414 0.414------------------------------------ 18 17 18---------

1/1/27 4/1/27 Concrete Trucks Truck1 Truck 0.414 0.414 0.414 0.414------------------------------------ 18 17 18---------

1/1/27 4/1/27 General Deliveries Truck1 Truck 0.414 0.414 0.414 0.414------------------------------------ 18 17 18---------

10/1/27 1/1/28 Raw Material Trucks Truck1 Truck 0.414 0.414 0.414 0.414--------------------------------------------- 18 18 18

10/1/27 1/1/28 Concrete Trucks Truck1 Truck 0.414 0.414 0.414 0.414--------------------------------------------- 18 18 18

10/1/27 1/1/28 General Deliveries Truck1 Truck 0.414 0.414 0.414 0.414--------------------------------------------- 18 18 18

Emission Factors

000000000 5737.787 5552.697 5737.787 6054.78 5468.833 6054.78 5859.464 6054.78 5859.464 6054.78 6054.78 5859.464 5846.538 5657.94 5846.538 6374.132 5757.28 6374.132 6168.514 6374.132 6168.514 6374.132 6374.132 6168.514 1053.039 1019.07 1053.039 3498.499 3272.79 3498.499000000 2584.61 2501.235 2584.61

000000000 0.006325 0.006121 0.006325 0.006674 0.006028 0.006674 0.006459 0.006674 0.006459 0.006674 0.006674 0.006459 0.006445 0.006237 0.006445 0.007026 0.006346 0.007026 0.0068 0.007026 0.0068 0.007026 0.007026 0.0068 0.001161 0.001123 0.001161 0.003856 0.003608 0.003856000000 0.002849 0.002757 0.002849

2024 2025 2026 2027

17028.27 70672.14 59258.63 17940.24

0.01877 0.077903 0.065321 0.019776
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Livingston Avenue Bridge Regional Emission Analysis

Fuel Consumption 31 28 31 30 31 30 31 31 30 31 30 31 31 28 31 30 31 30 31 31 30 31 30 31 31 28 31 30 31 30 31 31 30 31 30 31 31 29 31 30 31 30 31 31 30 31 30 31

2024 2025 2026 2027

Start Date

Finish

Date Non Road Equipment EF lookup

Engine

Type 2024 2025 2026 2027 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12

10/1/24 10/1/25 Sheetpile vibratory hammer Cranes 300 Diesel 0.023 0.023 0.023 0.023 - - - - - - - - - 94 91 94 94 85 94 91 94 91 94 94 91 - - - - - - - - - - - - - - - - - - - - - - - - - - -

10/1/24 10/1/25 Barge mounted 500 Ton Ringer Cra Cranes 600 Diesel 0.023 0.023 0.023 0.023 - - - - - - - - - 113 109 113 113 102 113 109 113 109 113 113 109 - - - - - - - - - - - - - - - - - - - - - - - - - - -

10/1/24 10/1/25 Pile vibratory hammer Cranes 300 Diesel 0.023 0.023 0.023 0.023 - - - - - - - - - 75 73 75 75 68 75 73 75 73 75 75 73 - - - - - - - - - - - - - - - - - - - - - - - - - - -

10/1/24 10/1/25 Pump - general, water Light Commercial PumGasoline 0.051 0.051 0.051 0.051 - - - - - - - - - 9 9 9 9 8 9 9 9 9 9 9 9 - - - - - - - - - - - - - - - - - - - - - - - - - - -

10/1/24 10/1/25 Dredgers, Mechanical Cranes 600 Diesel 0.023 0.023 0.023 0.023 - - - - - - - - - 225 218 225 225 203 225 218 225 218 225 225 218 - - - - - - - - - - - - - - - - - - - - - - - - - - -

10/1/24 10/1/25 Barge mounted 500 Ton Ringer Cra Cranes 600 Diesel 0.023 0.023 0.023 0.023 - - - - - - - - - 113 109 113 113 102 113 109 113 109 113 113 109 - - - - - - - - - - - - - - - - - - - - - - - - - - -

10/1/24 10/1/25 Barge mounted 200 Ton Crane Cranes 600 Diesel 0.023 0.023 0.023 0.023 - - - - - - - - - 106 103 106 106 96 106 103 106 103 106 106 103 - - - - - - - - - - - - - - - - - - - - - - - - - - -

10/1/24 10/1/25 Barge mounted 100 Ton Crane Cranes 300 Diesel 0.023 0.023 0.023 0.023 - - - - - - - - - 86 84 86 86 78 86 84 86 84 86 86 84 - - - - - - - - - - - - - - - - - - - - - - - - - - -

10/1/24 10/1/25 Generator - large Light Commercial Gen Diesel 0.022 0.022 0.022 0.022 - - - - - - - - - 212 205 212 212 191 212 205 212 205 212 212 205 - - - - - - - - - - - - - - - - - - - - - - - - - - -

10/1/24 10/1/25 Generator - mid Light Commercial Gen Diesel 0.022 0.022 0.022 0.022 - - - - - - - - - 55 53 55 55 49 55 53 55 53 55 55 53 - - - - - - - - - - - - - - - - - - - - - - - - - - -

10/1/24 10/1/25 Pump - general, water Light Commercial PumGasoline 0.051 0.051 0.051 0.051 - - - - - - - - - 9 9 9 9 8 9 9 9 9 9 9 9 - - - - - - - - - - - - - - - - - - - - - - - - - - -

10/1/24 10/1/25 Pile vibratory hammer Cranes 300 Diesel 0.023 0.023 0.023 0.023 - - - - - - - - - 75 73 75 75 68 75 73 75 73 75 75 73 - - - - - - - - - - - - - - - - - - - - - - - - - - -

10/1/24 10/1/25 Pile driving hammer – 500 kJ Cranes 1000 Diesel 0.023 0.023 0.023 0.023 - - - - - - - - - 250 242 250 250 226 250 242 250 242 250 250 242 - - - - - - - - - - - - - - - - - - - - - - - - - - -

10/1/24 10/1/25 Pile driving hammer – 800 kJ Cranes 1200 Diesel 0.023 0.023 0.023 0.023 - - - - - - - - - 375 363 375 375 339 375 363 375 363 375 375 363 - - - - - - - - - - - - - - - - - - - - - - - - - - -

10/1/24 10/1/25 Rock Socket Drilling Rig Bore/Drill Rigs 300 Diesel 0.023 0.023 0.023 0.023 - - - - - - - - - 78 76 78 78 71 78 76 78 76 78 78 76 - - - - - - - - - - - - - - - - - - - - - - - - - - -

10/1/24 10/1/25 Freeze pipe rotary drilling rig Bore/Drill Rigs 300 Diesel 0.023 0.023 0.023 0.023 - - - - - - - - - 13 12 13 13 11 13 12 13 12 13 13 12 - - - - - - - - - - - - - - - - - - - - - - - - - - -

10/1/24 10/1/25 Generator - large Light Commercial Gen Diesel 0.022 0.022 0.022 0.022 - - - - - - - - - 212 205 212 212 191 212 205 212 205 212 212 205 - - - - - - - - - - - - - - - - - - - - - - - - - - -

10/1/24 10/1/25 Generator - mid Light Commercial Gen Diesel 0.022 0.022 0.022 0.022 - - - - - - - - - 55 53 55 55 49 55 53 55 53 55 55 53 - - - - - - - - - - - - - - - - - - - - - - - - - - -

10/1/24 10/1/25 Pump - general, water Light Commercial PumGasoline 0.051 0.051 0.051 0.051 - - - - - - - - - 9 9 9 9 8 9 9 9 9 9 9 9 - - - - - - - - - - - - - - - - - - - - - - - - - - -

10/1/24 10/1/25 Compressors - surface tools Light Commercial Air CDiesel 0.022 0.022 0.022 0.022 - - - - - - - - - 120 116 120 120 108 120 116 120 116 120 120 116 - - - - - - - - - - - - - - - - - - - - - - - - - - -

10/1/24 10/1/25 Concrete pump - general Other Construction Eq Diesel 0.023 0.023 0.023 0.023 - - - - - - - - - 63 61 63 63 57 63 61 63 61 63 63 61 - - - - - - - - - - - - - - - - - - - - - - - - - - -

10/1/24 10/1/25 Generator - mid Light Commercial Gen Diesel 0.022 0.022 0.022 0.022 - - - - - - - - - 55 53 55 55 49 55 53 55 53 55 55 53 - - - - - - - - - - - - - - - - - - - - - - - - - - -

1/1/26 10/1/26 Compressors - surface tools Light Commercial Air CDiesel 0.022 0.022 0.022 0.022 - - - - - - - - - - - - - - - - - - - - - - - - 34 31 34 33 34 33 34 34 33 - - - - - - - - - - - - - - -

1/1/26 10/1/26 Concrete pump - general Other Construction Eq Diesel 0.023 0.023 0.023 0.023 - - - - - - - - - - - - - - - - - - - - - - - - 32 29 32 31 32 31 32 32 31 - - - - - - - - - - - - - - -

1/1/26 10/1/26 Crane - all-terrain (80t) Cranes 175 Diesel 0.023 0.023 0.023 0.023 - - - - - - - - - - - - - - - - - - - - - - - - 22 20 22 21 22 21 22 22 21 - - - - - - - - - - - - - - -

1/1/26 10/1/26 Excavator - long reach, tracked Excavators 300 Diesel 0.023 0.023 0.023 0.023 - - - - - - - - - - - - - - - - - - - - - - - - 38 35 38 37 38 37 38 38 37 - - - - - - - - - - - - - - -

1/1/26 10/1/26 Front-end loader - wheeled, large Tractors/Loaders/Back Diesel 0.027 0.027 0.027 0.027 - - - - - - - - - - - - - - - - - - - - - - - - 51 47 51 50 51 50 51 51 50 - - - - - - - - - - - - - - -

1/1/26 10/1/26 Generator - large Light Commercial Gen Diesel 0.022 0.022 0.022 0.022 - - - - - - - - - - - - - - - - - - - - - - - - 26 24 26 26 26 26 26 26 26 - - - - - - - - - - - - - - -

1/1/26 10/1/26 Pump - general, water Light Commercial PumGasoline 0.051 0.051 0.051 0.051 - - - - - - - - - - - - - - - - - - - - - - - - 2 2 2 2 2 2 2 2 2 - - - - - - - - - - - - - - -

1/1/26 10/1/26 Telescopic forklift handler Forklifts 175 Diesel 0.023 0.023 0.023 0.023 - - - - - - - - - - - - - - - - - - - - - - - - 13 12 13 12 13 12 13 13 12 - - - - - - - - - - - - - - -

1/1/26 10/1/26 Paver Pavers 300 Diesel 0.023 0.023 0.023 0.023 - - - - - - - - - - - - - - - - - - - - - - - - 57 51 57 55 57 55 57 57 55 - - - - - - - - - - - - - - -

1/1/26 10/1/26 Vibratory Compactor Roller Rollers 25 Diesel 0.025 0.025 0.025 0.025 - - - - - - - - - - - - - - - - - - - - - - - - 5 5 5 5 5 5 5 5 5 - - - - - - - - - - - - - - -

10/1/25 10/1/26 Compressors - surface tools Light Commercial Air CDiesel 0.022 0.022 0.022 0.022 - - - - - - - - - - - - - - - - - - - - - 120 116 120 120 108 120 116 120 116 120 120 116 - - - - - - - - - - - - - - -

10/1/25 10/1/26 Generator - mid Light Commercial PumGasoline 0.051 0.051 0.051 0.051 - - - - - - - - - - - - - - - - - - - - - 124 120 124 124 112 124 120 124 120 124 124 120 - - - - - - - - - - - - - - -

10/1/25 10/1/26 Generator - mid Light Commercial Gen Diesel 0.022 0.022 0.022 0.022 - - - - - - - - - - - - - - - - - - - - - 55 53 55 55 49 55 53 55 53 55 55 53 - - - - - - - - - - - - - - -

10/1/25 10/1/26 Deck segment erection gantry Cranes 300 Diesel 0.023 0.023 0.023 0.023 - - - - - - - - - - - - - - - - - - - - - 73 70 73 73 66 73 70 73 70 73 73 70 - - - - - - - - - - - - - - -

10/1/25 10/1/26 Jacking T-Cranes (pylons) Cranes 300 Diesel 0.023 0.023 0.023 0.023 - - - - - - - - - - - - - - - - - - - - - 97 94 97 97 88 97 94 97 94 97 97 94 - - - - - - - - - - - - - - -

10/1/25 10/1/26 Telescopic boom - self-propelled Aerial Lifts 75 Diesel 0.030 0.030 0.030 0.030 - - - - - - - - - - - - - - - - - - - - - 25 24 25 25 22 25 24 25 24 25 25 24 - - - - - - - - - - - - - - -

10/1/25 10/1/26 Telescopic forklift handler Forklifts 175 Diesel 0.023 0.023 0.023 0.023 - - - - - - - - - - - - - - - - - - - - - 26 25 26 26 23 26 25 26 25 26 26 25 - - - - - - - - - - - - - - -

10/1/26 4/1/27 Crane - crawler (100t) Cranes 750 Diesel 0.023 0.023 0.023 0.023 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 113 109 113 113 106 113 - - - - - - - - -

10/1/26 4/1/27 Compressors - surface tools Light Commercial Air CDiesel 0.022 0.022 0.022 0.022 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 103 99 103 103 96 103 - - - - - - - - -

10/1/26 4/1/27 Generator - large Light Commercial Gen Diesel 0.022 0.022 0.022 0.022 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 159 154 159 159 149 159 - - - - - - - - -

10/1/26 4/1/27 Telescopic boom - self-propelled Aerial Lifts 75 Diesel 0.030 0.030 0.030 0.030 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 18 18 18 18 17 18 - - - - - - - - -

10/1/26 4/1/27 Telescopic forklift handler Forklifts 175 Diesel 0.023 0.023 0.023 0.023 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 13 12 13 13 12 13 - - - - - - - - -

10/1/26 4/1/27 Front-end loader - wheeled, mid Tractors/Loaders/Back Diesel 0.027 0.027 0.027 0.027 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 73 70 73 73 68 73 - - - - - - - - -

1/1/27 4/1/27 Pile vibratory hammer Cranes 300 Diesel 0.023 0.023 0.023 0.023 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 75 70 75 - - - - - - - - -

1/1/27 4/1/27 Pile driving hammer – 500 kJ Cranes 1000 Diesel 0.023 0.023 0.023 0.023 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 250 234 250 - - - - - - - - -

1/1/27 4/1/27 Pile driving hammer – 800 kJ Cranes 1200 Diesel 0.023 0.023 0.023 0.023 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 375 351 375 - - - - - - - - -

1/1/27 4/1/27 Rock Socket Drilling Rig Bore/Drill Rigs 300 Diesel 0.023 0.023 0.023 0.023 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 78 73 78 - - - - - - - - -

1/1/27 4/1/27 Freeze pipe rotary drilling rig Bore/Drill Rigs 300 Diesel 0.023 0.023 0.023 0.023 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 13 12 13 - - - - - - - - -

1/1/27 4/1/27 Generator - large Light Commercial Gen Diesel 0.022 0.022 0.022 0.022 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 212 198 212 - - - - - - - - -

1/1/27 4/1/27 Generator - mid Light Commercial Gen Diesel 0.022 0.022 0.022 0.022 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 55 51 55 - - - - - - - - -

1/1/27 4/1/27 Pump - general, water Light Commercial PumGasoline 0.051 0.051 0.051 0.051 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 9 8 9 - - - - - - - - -

10/1/27 1/1/28 Pile vibratory hammer Cranes 300 Diesel 0.023 0.023 0.023 0.023 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 75 73 75

10/1/27 1/1/28 Pile driving hammer – 500 kJ Cranes 1000 Diesel 0.023 0.023 0.023 0.023 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 250 242 250

10/1/27 1/1/28 Pile driving hammer – 800 kJ Cranes 1200 Diesel 0.023 0.023 0.023 0.023 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 375 363 375

10/1/27 1/1/28 Rock Socket Drilling Rig Bore/Drill Rigs 300 Diesel 0.023 0.023 0.023 0.023 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 78 76 78

10/1/27 1/1/28 Freeze pipe rotary drilling rig Bore/Drill Rigs 300 Diesel 0.023 0.023 0.023 0.023 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 13 12 13

10/1/27 1/1/28 Generator - large Light Commercial Gen Diesel 0.022 0.022 0.022 0.022 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 212 205 212

10/1/27 1/1/28 Generator - mid Light Commercial Gen Diesel 0.022 0.022 0.022 0.022 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 55 53 55

10/1/27 1/1/28 Pump - general, water Light Commercial PumGasoline 0.051 0.051 0.051 0.051 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 9 9 9

10/1/24 10/1/25 Raw Material Trucks Truck 1 Truck 0.000 0.000 0.000 0.000 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

10/1/24 10/1/25 Raw Material Trucks Truck 1 Truck 0.000 0.000 0.000 0.000 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

10/1/24 10/1/25 Concrete Trucks Truck 1 Truck 0.000 0.000 0.000 0.000 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

10/1/24 10/1/25 General Deliveries Truck 1 Truck 0.000 0.000 0.000 0.000 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

10/1/24 10/1/25 Raw Material Trucks Truck 1 Truck 0.000 0.000 0.000 0.000 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

10/1/24 10/1/25 Concrete Trucks Truck 1 Truck 0.000 0.000 0.000 0.000 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

10/1/24 10/1/25 Raw Material Trucks Truck 1 Truck 0.000 0.000 0.000 0.000 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

10/1/24 10/1/25 Concrete Trucks Truck 1 Truck 0.000 0.000 0.000 0.000 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

1/1/26 10/1/26 Muck Trucks Truck 1 Truck 0.000 0.000 0.000 0.000 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

1/1/26 10/1/26 Raw Material Trucks Truck 1 Truck 0.000 0.000 0.000 0.000 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

1/1/26 10/1/26 Concrete Trucks Truck 1 Truck 0.000 0.000 0.000 0.000 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

1/1/26 10/1/26 General Deliveries Truck 1 Truck 0.000 0.000 0.000 0.000 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

1/1/26 10/1/26 Muck Trucks Truck 1 Truck 0.000 0.000 0.000 0.000 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

1/1/26 10/1/26 Raw Material Trucks Truck 1 Truck 0.000 0.000 0.000 0.000 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

1/1/26 10/1/26 Concrete Trucks Truck 1 Truck 0.000 0.000 0.000 0.000 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

1/1/26 10/1/26 General Deliveries Truck 1 Truck 0.000 0.000 0.000 0.000 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

10/1/25 10/1/26 Concrete Trucks Truck 1 Truck 0.000 0.000 0.000 0.000 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

10/1/25 10/1/26 Concrete Trucks Truck 1 Truck 0.000 0.000 0.000 0.000 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

10/1/26 4/1/27 Muck Trucks Truck 1 Truck 0.000 0.000 0.000 0.000 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

1/1/27 4/1/27 Raw Material Trucks Truck 1 Truck 0.000 0.000 0.000 0.000 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

1/1/27 4/1/27 Concrete Trucks Truck 1 Truck 0.000 0.000 0.000 0.000 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

1/1/27 4/1/27 General Deliveries Truck 1 Truck 0.000 0.000 0.000 0.000 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

10/1/27 1/1/28 Raw Material Trucks Truck 1 Truck 0.000 0.000 0.000 0.000 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

10/1/27 1/1/28 Concrete Trucks Truck 1 Truck 0.000 0.000 0.000 0.000 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

10/1/27 1/1/28 General Deliveries Truck 1 Truck 0.000 0.000 0.000 0.000 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

Consumption Factors (gal/hp-hr)

0 0 0 0 0 0 0 0 0 2400.431 2322.998 2400.431 2400.431 2168.132 2400.431 2322.998 2400.431 2322.998 2400.431 2400.431 2322.998 518.5718 501.8437 518.5718 799.4337 722.0691 799.4337 773.6455 799.4337 773.6455 799.4337 799.4337 773.6455 478.3473 462.9167 478.3473 1545.103 1445.419 1545.103 0 0 0 0 0 0 1066.756 1032.345 1066.756

0 0 0 0 0 0 0 0 0 2400.431 2322.998 2400.431 2400.431 2168.132 2400.431 2322.998 2400.431 2322.998 2400.431 2400.431 2322.998 518.5718 501.8437 518.5718 799.4337 722.0691 799.4337 773.6455 799.4337 773.6455 799.4337 799.4337 773.6455 478.3473 462.9167 478.3473 1545.103 1445.419 1545.103 0 0 0 0 0 0 1066.756 1032.345 1066.756

2024 2025 2026 2027

7123.86069 22678.27 8459.785 7701.482

7123.86069 22678.27 8459.785 7701.482

45,963.40

0 0 0 0 0 0 0 0 0 2373.312 2296.753 2373.312 2373.312 2143.636 2373.312 2296.753 2373.312 2296.753 2373.312 2373.312 2296.753 394.2742 381.5557 394.2742 672.8761 607.759 672.8761 651.1704 672.8761 651.1704 672.8761 672.8761 651.1704 478.3473 462.9167 478.3473 1536.063 1436.963 1536.063 0 0 0 0 0 0 1057.716 1023.596 1057.716

7043.37705 22070.56 7345.262 7648.118

44,107.32

0 0 0 0 0 0 0 0 0 27.11949 26.24467 27.11949 27.11949 24.49502 27.11949 26.24467 27.11949 26.24467 27.11949 27.11949 26.24467 124.2977 120.288 124.2977 126.5576 114.3101 126.5576 122.4751 126.5576 122.4751 126.5576 126.5576 122.4751 0 0 0 9.039829 8.456614 9.039829 0 0 0 0 0 0 9.039829 8.748222 9.039829

80.4836405 607.7098 1114.523 53.36415

1,856.08
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Livingston Avenue Bridge Regional Emission Analysis

Greenhouse Gas Emissions 31 28 31 30 31 30 31 31 30 31 30 31 31 28 31 30 31 30 31 31 30 31 30 31 31 28 31 30 31 30 31 31 30 31 30 31 31 29 31 30 31 30 31 31 30 31 30 31

Emission Factors (mt/gal) 2024 2025 2026 2027

Start Date

Finish

Date Non Road Equipment EF lookup

Engine

Type

123456789 10 11 12123456789 10 11 12123456789 10 11 12123456789 10 11 12

10/1/24 10/1/25 Sheetpile vibratory hammer Cranes 300 Diesel 0.010---------111111111111---------------------------

10/1/24 10/1/25 Barge mounted 500 Ton Ringer Cra Cranes 600 Diesel 0.010---------111111111111---------------------------

10/1/24 10/1/25 Pile vibratory hammer Cranes 300 Diesel 0.010---------111111111111---------------------------

10/1/24 10/1/25 Pump - general, water Light Commercial Pum Gasoline 0.009---------000000000000---------------------------

10/1/24 10/1/25 Dredgers, Mechanical Cranes 600 Diesel 0.010---------222222222222---------------------------

10/1/24 10/1/25 Barge mounted 500 Ton Ringer Cra Cranes 600 Diesel 0.010---------111111111111---------------------------

10/1/24 10/1/25 Barge mounted 200 Ton Crane Cranes 600 Diesel 0.010---------111111111111---------------------------

10/1/24 10/1/25 Barge mounted 100 Ton Crane Cranes 300 Diesel 0.010---------111111111111---------------------------

10/1/24 10/1/25 Generator - large Light Commercial Gen Diesel 0.010---------222222222222---------------------------

10/1/24 10/1/25 Generator - mid Light Commercial Gen Diesel 0.010---------111111111111---------------------------

10/1/24 10/1/25 Pump - general, water Light Commercial Pum Gasoline 0.009---------000000000000---------------------------

10/1/24 10/1/25 Pile vibratory hammer Cranes 300 Diesel 0.010---------111111111111---------------------------

10/1/24 10/1/25 Pile driving hammer– 500 kJ Cranes 1000 Diesel 0.010---------333323333333---------------------------

10/1/24 10/1/25 Pile driving hammer– 800 kJ Cranes 1200 Diesel 0.010---------444444444444---------------------------

10/1/24 10/1/25 Rock Socket Drilling Rig Bore/Drill Rigs 300 Diesel 0.010---------111111111111---------------------------

10/1/24 10/1/25 Freeze pipe rotary drilling rig Bore/Drill Rigs 300 Diesel 0.010---------000000000000---------------------------

10/1/24 10/1/25 Generator - large Light Commercial Gen Diesel 0.010---------222222222222---------------------------

10/1/24 10/1/25 Generator - mid Light Commercial Gen Diesel 0.010---------111111111111---------------------------

10/1/24 10/1/25 Pump - general, water Light Commercial Pum Gasoline 0.009---------000000000000---------------------------

10/1/24 10/1/25 Compressors - surface tools Light Commercial AirCDiesel 0.010---------111111111111---------------------------

10/1/24 10/1/25 Concrete pump - general Other Construction Eq Diesel 0.010---------111111111111---------------------------

10/1/24 10/1/25 Generator - mid Light Commercial Gen Diesel 0.010---------111111111111---------------------------

1/1/26 10/1/26 Compressors - surface tools Light Commercial AirCDiesel 0.010------------------------000000000---------------

1/1/26 10/1/26 Concrete pump - general Other Construction Eq Diesel 0.010------------------------000000000---------------

1/1/26 10/1/26 Crane - all-terrain (80t) Cranes 175 Diesel 0.010------------------------000000000---------------

1/1/26 10/1/26 Excavator - long reach, tracked Excavators 300 Diesel 0.010------------------------000000000---------------

1/1/26 10/1/26 Front-end loader - wheeled, large Tractors/Loaders/BackDiesel 0.010------------------------101111111---------------

1/1/26 10/1/26 Generator - large Light Commercial Gen Diesel 0.010------------------------000000000---------------

1/1/26 10/1/26 Pump - general, water Light Commercial Pum Gasoline 0.009------------------------000000000---------------

1/1/26 10/1/26 Telescopic forklift handler Forklifts 175 Diesel 0.010------------------------000000000---------------

1/1/26 10/1/26 Paver Pavers 300 Diesel 0.010------------------------111111111---------------

1/1/26 10/1/26 Vibratory Compactor Roller Rollers 25 Diesel 0.010------------------------000000000---------------

10/1/25 10/1/26 Compressors - surface tools Light Commercial AirCDiesel 0.010---------------------111111111111---------------

10/1/25 10/1/26 Generator - mid Light Commercial Pum Gasoline 0.009---------------------111111111111---------------

10/1/25 10/1/26 Generator - mid Light Commercial Gen Diesel 0.010---------------------111111111111---------------

10/1/25 10/1/26 Deck segment erection gantry Cranes 300 Diesel 0.010---------------------111111111111---------------

10/1/25 10/1/26 Jacking T-Cranes (pylons) Cranes 300 Diesel 0.010---------------------111111111111---------------

10/1/25 10/1/26 Telescopic boom - self-propelled Aerial Lifts 75 Diesel 0.010---------------------000000000000---------------

10/1/25 10/1/26 Telescopic forklift handler Forklifts 175 Diesel 0.010---------------------000000000000---------------

10/1/26 4/1/27 Crane - crawler (100t) Cranes 750 Diesel 0.010---------------------------------111111---------

10/1/26 4/1/27 Compressors - surface tools Light Commercial AirCDiesel 0.010---------------------------------111111---------

10/1/26 4/1/27 Generator - large Light Commercial Gen Diesel 0.010---------------------------------222222---------

10/1/26 4/1/27 Telescopic boom - self-propelled Aerial Lifts 75 Diesel 0.010---------------------------------000000---------

10/1/26 4/1/27 Telescopic forklift handler Forklifts 175 Diesel 0.010---------------------------------000000---------

10/1/26 4/1/27 Front-end loader - wheeled, mid Tractors/Loaders/BackDiesel 0.010---------------------------------111111---------

1/1/27 4/1/27 Pile vibratory hammer Cranes 300 Diesel 0.010------------------------------------111---------

1/1/27 4/1/27 Pile driving hammer– 500 kJ Cranes 1000 Diesel 0.010------------------------------------323---------

1/1/27 4/1/27 Pile driving hammer– 800 kJ Cranes 1200 Diesel 0.010------------------------------------444---------

1/1/27 4/1/27 Rock Socket Drilling Rig Bore/Drill Rigs 300 Diesel 0.010------------------------------------111---------

1/1/27 4/1/27 Freeze pipe rotary drilling rig Bore/Drill Rigs 300 Diesel 0.010------------------------------------000---------

1/1/27 4/1/27 Generator - large Light Commercial Gen Diesel 0.010------------------------------------222---------

1/1/27 4/1/27 Generator - mid Light Commercial Gen Diesel 0.010------------------------------------111---------

1/1/27 4/1/27 Pump - general, water Light Commercial Pum Gasoline 0.009------------------------------------000---------

10/1/27 1/1/28 Pile vibratory hammer Cranes 300 Diesel 0.010---------------------------------------------111

10/1/27 1/1/28 Pile driving hammer– 500 kJ Cranes 1000 Diesel 0.010---------------------------------------------333

10/1/27 1/1/28 Pile driving hammer– 800 kJ Cranes 1200 Diesel 0.010---------------------------------------------444

10/1/27 1/1/28 Rock Socket Drilling Rig Bore/Drill Rigs 300 Diesel 0.010---------------------------------------------111

10/1/27 1/1/28 Freeze pipe rotary drilling rig Bore/Drill Rigs 300 Diesel 0.010---------------------------------------------000

10/1/27 1/1/28 Generator - large Light Commercial Gen Diesel 0.010---------------------------------------------222

10/1/27 1/1/28 Generator - mid Light Commercial Gen Diesel 0.010---------------------------------------------111

10/1/27 1/1/28 Pump - general, water Light Commercial Pum Gasoline 0.009---------------------------------------------000

10/1/24 10/1/25 Raw Material Trucks Truck1 Truck 0.000---------000000000000---------------------------

10/1/24 10/1/25 Raw Material Trucks Truck1 Truck 0.000---------000000000000---------------------------

10/1/24 10/1/25 Concrete Trucks Truck1 Truck 0.000---------000000000000---------------------------

10/1/24 10/1/25 General Deliveries Truck1 Truck 0.000---------000000000000---------------------------

10/1/24 10/1/25 Raw Material Trucks Truck1 Truck 0.000---------000000000000---------------------------

10/1/24 10/1/25 Concrete Trucks Truck1 Truck 0.000---------000000000000---------------------------

10/1/24 10/1/25 Raw Material Trucks Truck1 Truck 0.000---------000000000000---------------------------

10/1/24 10/1/25 Concrete Trucks Truck1 Truck 0.000---------000000000000---------------------------

1/1/26 10/1/26 Muck Trucks Truck1 Truck 0.000------------------------000000000---------------

1/1/26 10/1/26 Raw Material Trucks Truck1 Truck 0.000------------------------000000000---------------

1/1/26 10/1/26 Concrete Trucks Truck1 Truck 0.000------------------------000000000---------------

1/1/26 10/1/26 General Deliveries Truck1 Truck 0.000------------------------000000000---------------

1/1/26 10/1/26 Muck Trucks Truck1 Truck 0.000------------------------000000000---------------

1/1/26 10/1/26 Raw Material Trucks Truck1 Truck 0.000------------------------000000000---------------

1/1/26 10/1/26 Concrete Trucks Truck1 Truck 0.000------------------------000000000---------------

1/1/26 10/1/26 General Deliveries Truck1 Truck 0.000------------------------000000000---------------

10/1/25 10/1/26 Concrete Trucks Truck1 Truck 0.000---------------------000000000000---------------

10/1/25 10/1/26 Concrete Trucks Truck1 Truck 0.000---------------------000000000000---------------

10/1/26 4/1/27 Muck Trucks Truck1 Truck 0.000---------------------------------000000---------

1/1/27 4/1/27 Raw Material Trucks Truck1 Truck 0.000------------------------------------000---------

1/1/27 4/1/27 Concrete Trucks Truck1 Truck 0.000------------------------------------000---------

1/1/27 4/1/27 General Deliveries Truck1 Truck 0.000------------------------------------000---------

10/1/27 1/1/28 Raw Material Trucks Truck1 Truck 0.000---------------------------------------------000

10/1/27 1/1/28 Concrete Trucks Truck1 Truck 0.000---------------------------------------------000

10/1/27 1/1/28 General Deliveries Truck1 Truck 0.000---------------------------------------------000

000000000 25.03275 24.22524 25.03275 25.03275 22.61023 25.03275 24.22524 25.03275 24.22524 25.03275 25.03275 24.22524 5.302144 5.131107 5.302144 8.312367 7.507944 8.312367 8.044226 8.312367 8.044226 8.312367 8.312367 8.044226 4.976409 4.815879 4.976409 16.07782 15.04054 16.07782000000 11.10141 10.7433 11.10141

000000000 25.03275 24.22524 25.03275 25.03275 22.61023 25.03275 24.22524 25.03275 24.22524 25.03275 25.03275 24.22524 5.302144 5.131107 5.302144 8.312367 7.507944 8.312367 8.044226 8.312367 8.044226 8.312367 8.312367 8.044226 4.976409 4.815879 4.976409 16.07782 15.04054 16.07782000000 11.10141 10.7433 11.10141

2024 2025 2026 2027

74.29074 236.1851 87.97115 80.14231

74.29074 236.1851 87.97115 80.14231
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Livingston Avenue Bridge Regional Emission Analysis

Truck Trips 31 28 31 30 31 30 31 31 30 31 30 31 31 28 31 30 31 30 31 31 30 31 30 31 31 28 31 30 31 30 31 31 30 31 30 31 31 29 31 30 31 30 31 31 30 31 30 31

2024 2025 2026 2027

Location/Activity

Start

Mo.

End

Mo. Truck Trip Category

Averge Daily Truck

Number

123456789 10 11 12123456789 10 11 12123456789 10 11 12123456789 10 11 12

Bridge Piers/Cofferdam 10/1/24 10/1/25 Raw Material Trucks2000000000 44 43 44 44 40 44 43 44 43 44 44 43000000000000000000000000000

Bridge Piers/Assembly 10/1/24 10/1/25 Raw Material Trucks2000000000 44 43 44 44 40 44 43 44 43 44 44 43000000000000000000000000000

Bridge Piers/Assembly 10/1/24 10/1/25 Concrete Trucks2000000000 44 43 44 44 40 44 43 44 43 44 44 43000000000000000000000000000

Bridge Piers/Assembly 10/1/24 10/1/25 General Deliveries2000000000 44 43 44 44 40 44 43 44 43 44 44 43000000000000000000000000000

Bridge Piers/Pile Installation 10/1/24 10/1/25 Raw Material Trucks2000000000 44 43 44 44 40 44 43 44 43 44 44 43000000000000000000000000000

Bridge Piers/Pile Installation 10/1/24 10/1/25 Concrete Trucks4000000000 89 86 89 89 80 89 86 89 86 89 89 86000000000000000000000000000

Bridge Piers/Pile Cap 10/1/24 10/1/25 Raw Material Trucks2000000000 44 43 44 44 40 44 43 44 43 44 44 43000000000000000000000000000

Bridge Piers/Pile Cap 10/1/24 10/1/25 Concrete Trucks4000000000 89 86 89 89 80 89 86 89 86 89 89 86000000000000000000000000000

Abutments& Track WorkSurface Work 1/1/26 10/1/26 Muck Trucks3000000000000000000000000 66 60 66 64 66 64 66 66 64000000000000000

Abutments& Track WorkSurface Work 1/1/26 10/1/26 Raw Material Trucks1000000000000000000000000 22 20 22 21 22 21 22 22 21000000000000000

Abutments& Track WorkSurface Work 1/1/26 10/1/26 Concrete Trucks2000000000000000000000000 44 40 44 43 44 43 44 44 43000000000000000

Abutments& Track WorkSurface Work 1/1/26 10/1/26 General Deliveries1000000000000000000000000 22 20 22 21 22 21 22 22 21000000000000000

Abutments& Track WorkTrack Work 1/1/26 10/1/26 Muck Trucks1000000000000000000000000 22 20 22 21 22 21 22 22 21000000000000000

Abutments& Track WorkTrack Work 1/1/26 10/1/26 Raw Material Trucks1000000000000000000000000 22 20 22 21 22 21 22 22 21000000000000000

Abutments& Track WorkTrack Work 1/1/26 10/1/26 Concrete Trucks1000000000000000000000000 22 20 22 21 22 21 22 22 21000000000000000

Abutments& Track WorkTrack Work 1/1/26 10/1/26 General Deliveries1000000000000000000000000 22 20 22 21 22 21 22 22 21000000000000000

Superstructure/Columns 10/1/25 10/1/26 Concrete Trucks4000000000000000000000 89 86 89 89 80 89 86 89 86 89 89 86000000000000000

Superstructure/Deck 10/1/25 10/1/26 Concrete Trucks4000000000000000000000 89 86 89 89 80 89 86 89 86 89 89 86000000000000000

Existing Bridge Decommissioning and Removal 10/1/26 4/1/27 Muck Trucks2000000000000000000000000000000000 44 43 44 44 41 44000000000

Channels and Fenders 1/1/27 4/1/27 Raw Material Trucks2000000000000000000000000000000000000 44 41 44000000000

Channels and Fenders 1/1/27 4/1/27 Concrete Trucks2000000000000000000000000000000000000 44 41 44000000000

Channels and Fenders 1/1/27 4/1/27 General Deliveries2000000000000000000000000000000000000 44 41 44000000000

Channels and Fenders 10/1/27 1/1/28 Raw Material Trucks2000000000000000000000000000000000000000000000 44 43 44

Channels and Fenders 10/1/27 1/1/28 Concrete Trucks2000000000000000000000000000000000000000000000 44 43 44

Channels and Fenders 10/1/27 1/1/28 General Deliveries2000000000000000000000000000000000000000000000 44 43 44

Muck Trucks000000000000000000000000 89 80 89 86 89 86 89 89 86 44 43 44 44 41 44000000000

Raw Material Trucks000000000 177 171 177 177 160 177 171 177 171 177 177 171000 44 40 44 43 44 43 44 44 43000 44 41 44000000 44 43 44

Concrete Trucks000000000 221 214 221 221 200 221 214 221 214 221 221 214 177 171 177 244 220 244 236 244 236 244 244 236000 44 41 44000000 44 43 44

General Deliveries000000000 44 43 44 44 40 44 43 44 43 44 44 43000 44 40 44 43 44 43 44 44 43000 44 41 44000000 44 43 44
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Livingston Avenue Bridge Regional Emission Analysis

Truck VMT 31 28 31 30 31 30 31 31 30 31 30 31 31 28 31 30 31 30 31 31 30 31 30 31 31 28 31 30 31 30 31 31 30 31 30 31 31 29 31 30 31 30 31 31 30 31 30 31

2024 2025 2026 2027

Location/Activity

Start

Mo.

End

Mo.

Average

Deliveries Per

Day Truck Trip Category

Approximate

Round Tip

Distance (Miles)

123456789 10 11 12123456789 10 11 12123456789 10 11 12123456789 10 11 12

Bridge Piers/Cofferdam 10/1/24 10/1/252 Raw Material Trucks 70000000000 3,100 3,000 3,100 3,100 2,800 3,100 3,000 3,100 3,000 3,100 3,100 3,000000000000000000000000000000

Bridge Piers/Assembly 10/1/24 10/1/252 Raw Material Trucks 70000000000 3,100 3,000 3,100 3,100 2,800 3,100 3,000 3,100 3,000 3,100 3,100 3,000000000000000000000000000000

Bridge Piers/Assembly 10/1/24 10/1/252 Concrete Trucks 50000000000 2,214 2,143 2,214 2,214 2,000 2,214 2,143 2,214 2,143 2,214 2,214 2,143000000000000000000000000000

Bridge Piers/Assembly 10/1/24 10/1/252 General Deliveries 50000000000 2,214 2,143 2,214 2,214 2,000 2,214 2,143 2,214 2,143 2,214 2,214 2,143000000000000000000000000000

Bridge Piers/Pile Installation 10/1/24 10/1/252 Raw Material Trucks 70000000000 3,100 3,000 3,100 3,100 2,800 3,100 3,000 3,100 3,000 3,100 3,100 3,000000000000000000000000000000

Bridge Piers/Pile Installation 10/1/24 10/1/254 Concrete Trucks 50000000000 4,429 4,286 4,429 4,429 4,000 4,429 4,286 4,429 4,286 4,429 4,429 4,286000000000000000000000000000

Bridge Piers/Pile Cap 10/1/24 10/1/252 Raw Material Trucks 70000000000 3,100 3,000 3,100 3,100 2,800 3,100 3,000 3,100 3,000 3,100 3,100 3,000000000000000000000000000000

Bridge Piers/Pile Cap 10/1/24 10/1/254 Concrete Trucks 50000000000 4,429 4,286 4,429 4,429 4,000 4,429 4,286 4,429 4,286 4,429 4,429 4,286000000000000000000000000000

Abutments& Track WorkSurface Work 1/1/26 10/1/263 Muck Trucks 55000000000000000000000000 3,654 3,300 3,654 3,536 3,654 3,536 3,654 3,654 3,536000000000000000

Abutments& Track WorkSurface Work 1/1/26 10/1/261 Raw Material Trucks 70000000000000000000000000 1,550 1,400 1,550 1,500 1,550 1,500 1,550 1,550 1,500000000000000000

Abutments& Track WorkSurface Work 1/1/26 10/1/262 Concrete Trucks 50000000000000000000000000 2,214 2,000 2,214 2,143 2,214 2,143 2,214 2,214 2,143000000000000000

Abutments& Track WorkSurface Work 1/1/26 10/1/261 General Deliveries 50000000000000000000000000 1,107 1,000 1,107 1,071 1,107 1,071 1,107 1,107 1,071000000000000000

Abutments& Track WorkTrack Work 1/1/26 10/1/261 Muck Trucks 55000000000000000000000000 1,218 1,100 1,218 1,179 1,218 1,179 1,218 1,218 1,179000000000000000

Abutments& Track WorkTrack Work 1/1/26 10/1/261 Raw Material Trucks 70000000000000000000000000 1,550 1,400 1,550 1,500 1,550 1,500 1,550 1,550 1,500000000000000000

Abutments& Track WorkTrack Work 1/1/26 10/1/261 Concrete Trucks 50000000000000000000000000 1,107 1,000 1,107 1,071 1,107 1,071 1,107 1,107 1,071000000000000000

Abutments& Track WorkTrack Work 1/1/26 10/1/261 General Deliveries 50000000000000000000000000 1,107 1,000 1,107 1,071 1,107 1,071 1,107 1,107 1,071000000000000000

Superstructure/Columns 10/1/25 10/1/264 Concrete Trucks 50000000000000000000000 4,429 4,286 4,429 4,429 4,000 4,429 4,286 4,429 4,286 4,429 4,429 4,286000000000000000

Superstructure/Deck 10/1/25 10/1/264 Concrete Trucks 50000000000000000000000 4,429 4,286 4,429 4,429 4,000 4,429 4,286 4,429 4,286 4,429 4,429 4,286000000000000000

Existing Bridge Decommissioning and Removal 10/1/26 4/1/272 Muck Trucks 55000000000000000000000000000000000 2,436 2,357 2,436 2,436 2,279 2,436000000000

Channels and Fenders 1/1/27 4/1/272 Raw Material Trucks 70000000000000000000000000000000000000 3,100 2,900 3,100000000000

Channels and Fenders 1/1/27 4/1/272 Concrete Trucks 50000000000000000000000000000000000000 2,214 2,071 2,214000000000

Channels and Fenders 1/1/27 4/1/272 General Deliveries 50000000000000000000000000000000000000 2,214 2,071 2,214000000000

Channels and Fenders 10/1/27 1/1/282 Raw Material Trucks 70000000000000000000000000000000000000000000000 3,100 3,000 3,100

Channels and Fenders 10/1/27 1/1/282 Concrete Trucks 50000000000000000000000000000000000000000000000 2,214 2,143 2,214

Channels and Fenders 10/1/27 1/1/282 General Deliveries 50000000000000000000000000000000000000000000000 2,214 2,143 2,214

Muck Trucks 55000000000000000000000000 4,871 4,400 4,871 4,714 4,871 4,714 4,871 4,871 4,714 2,436 2,357 2,436 2,436 2,279 2,436000000000

Raw Material Trucks 70000000000 12,400 12,000 12,400 12,400 11,200 12,400 12,000 12,400 12,000 12,400 12,400 12,000000 3,100 2,800 3,100 3,000 3,100 3,000 3,100 3,100 3,000000 3,100 2,900 3,100000000 3,100 3,000 3,100

Concrete Trucks 50000000000 11,071 10,714 11,071 11,071 10,000 11,071 10,714 11,071 10,714 11,071 11,071 10,714 8,857 8,571 8,857 12,179 11,000 12,179 11,786 12,179 11,786 12,179 12,179 11,786000 2,214 2,071 2,214000000 2,214 2,143 2,214

General Deliveries 50000000000 2,214 2,143 2,214 2,214 2,000 2,214 2,143 2,214 2,143 2,214 2,214 2,143000 2,214 2,000 2,214 2,143 2,214 2,143 2,214 2,214 2,143000 2,214 2,071 2,214000000 2,214 2,143 2,214

584,486
Livingston Avenue Bridge

Regional Emission Analysis

Vehicle Activity 31 28 31 30 31 30 31 31 30 31 30 31 31 28 31 30 31 30 31 31 30 31 30 31 31 28 31 30 31 30 31 31 30 31 30 31 31 29 31 30 31 30 31 31 30 31 30 31

2024 2025 2026 2027

1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12

Workforce

Trips

Daily Workers (Cofferdam) 8 8 8 8 8 8 8 8 8 8 8 8

Daily Workers (Assembly) 13 13 13 13 13 13 13 13 13 13 13 13

Daily Workers (Pile Installation) 15 15 15 15 15 15 15 15 15 15 15 15

Daily Workers (Pile Cap) 10 10 10 10 10 10 10 10 10 10 10 10

Daily Workers (Surface Work) 18 18 18 18 18 18 18 18 18

Daily Workers (Track Work) 10 10 10 10 10 10 10 10 10

Daily Workers (Columns) 10 10 10 10 10 10 10 10 10 10 10 10

Daily Workers (Deck) 16 16 16 16 16 16 16 16 16 16 16 16

Daily Workers (Decommissioning) 20 20 20 20 20 20

Daily Workers (Channels and Fenders) 15 15 15 15 15 15

Daily Workers (Total) - - - - - - - - - 46 46 46 46 46 46 46 46 46 46 46 46 26 26 26 54 54 54 54 54 54 54 54 54 20 20 20 35 35 35 - - - - - - 15 15 15

1.30 <-Average Vehicle Occupancy (US Census Data)

48% <-Auto Share % (US Census Data)

12.64 <-Average One-Way Trip Distance in Miles 

Total Monhtly VMT

 268,884 Daily Workers - - - - - - - - - 9,508 9,201 9,508 9,508 8,587 9,508 9,201 9,508 9,201 9,508 9,508 9,201 5,374 5,200 5,374 11,161 10,081 11,161 10,801 11,161 10,801 11,161 11,161 10,801 4,134 4,000 4,134 7,234 6,767 7,234 - - - - - - 3,100 3,000 3,100

Trucks

Total Trips

 10,491 Muck Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 89 80 89 86 89 86 89 89 86 44 43 44 44 41 44 0 0 0 0 0 0 0 0 0

Raw Material Trucks 0 0 0 0 0 0 0 0 0 177 171 177 177 160 177 171 177 171 177 177 171 0 0 0 44 40 44 43 44 43 44 44 43 0 0 0 44 41 44 0 0 0 0 0 0 44 43 44

Concrete Trucks 0 0 0 0 0 0 0 0 0 221 214 221 221 200 221 214 221 214 221 221 214 177 171 177 244 220 244 236 244 236 244 244 236 0 0 0 44 41 44 0 0 0 0 0 0 44 43 44

General Deliveries 0 0 0 0 0 0 0 0 0 44 43 44 44 40 44 43 44 43 44 44 43 0 0 0 44 40 44 43 44 43 44 44 43 0 0 0 44 41 44 0 0 0 0 0 0 44 43 44

Total Monthly Idle Hours

 83,926 Muck Trucks - - - - - - - - - - - - - - - - - - - - - - - - 709 640 709 686 709 686 709 709 686 354 343 354 354 331 354 - - - - - - - - -

Raw Material Trucks - - - - - - - - - 1,417 1,371 1,417 1,417 1,280 1,417 1,371 1,417 1,371 1,417 1,417 1,371 - - - 354 320 354 343 354 343 354 354 343 - - - 354 331 354 - - - - - - 354 343 354

Concrete Trucks - - - - - - - - - 1,771 1,714 1,771 1,771 1,600 1,771 1,714 1,771 1,714 1,771 1,771 1,714 1,417 1,371 1,417 1,949 1,760 1,949 1,886 1,949 1,886 1,949 1,949 1,886 - - - 354 331 354 - - - - - - 354 343 354

General Deliveries - - - - - - - - - 354 343 354 354 320 354 343 354 343 354 354 343 - - - 354 320 354 343 354 343 354 354 343 - - - 354 331 354 - - - - - - 354 343 354

Total VMT

 584,486 Muck Trucks - - - - - - - - - - - - - - - - - - - - - - - - 4,871 4,400 4,871 4,714 4,871 4,714 4,871 4,871 4,714 2,436 2,357 2,436 2,436 2,279 2,436 - - - - - - - - -

Raw Material Trucks - - - - - - - - - 12,400 12,000 12,400 12,400 11,200 12,400 12,000 12,400 12,000 12,400 12,400 12,000 - - - 3,100 2,800 3,100 3,000 3,100 3,000 3,100 3,100 3,000 - - - 3,100 2,900 3,100 - - - - - - 3,100 3,000 3,100

Concrete Trucks - - - - - - - - - 11,071 10,714 11,071 11,071 10,000 11,071 10,714 11,071 10,714 11,071 11,071 10,714 8,857 8,571 8,857 12,179 11,000 12,179 11,786 12,179 11,786 12,179 12,179 11,786 - - - 2,214 2,071 2,214 - - - - - - 2,214 2,143 2,214

General Deliveries - - - - - - - - - 2,214 2,143 2,214 2,214 2,000 2,214 2,143 2,214 2,143 2,214 2,214 2,143 - - - 2,214 2,000 2,214 2,143 2,214 2,143 2,214 2,214 2,143 - - - 2,214 2,071 2,214 - - - - - - 2,214 2,143 2,214

Nox - - - - - - - - - 639,440 618,813 639,440 639,440 577,559 639,440 618,813 639,440 618,813 639,440 639,440 618,813 249,299 241,257 249,299 598,156 540,270 598,156 578,860 598,156 578,860 598,156 598,156 578,860 63,376 61,332 63,376 254,399 237,987 254,399 - - - - - - 191,023 184,861 191,023

VOC - - - - - - - - - 77,121 74,633 77,121 77,121 69,658 77,121 74,633 77,121 74,633 77,121 77,121 74,633 29,305 28,359 29,305 71,032 64,158 71,032 68,741 71,032 68,741 71,032 71,032 68,741 7,886 7,632 7,886 30,835 28,846 30,835 - - - - - - 22,949 22,209 22,949

CO2e - - - - - - - - - 91,547,228 88,594,092 91,547,228 91,547,228 82,687,819 91,547,228 88,594,092 91,547,228 88,594,092 91,547,228 91,547,228 88,594,092 34,199,550 33,096,339 34,199,550 83,448,385 75,372,735 83,448,385 80,756,502 83,448,385 80,756,502 83,448,385 83,448,385 80,756,502 9,954,352 9,633,243 9,954,352 37,133,574 34,737,859 37,133,574 - - - - - - 27,179,222 26,302,473 27,179,222

Nox - - - - - - - - - 0.705 0.682 0.705 0.705 0.637 0.705 0.682 0.705 0.682 0.705 0.705 0.682 0.275 0.266 0.275 0.659 0.596 0.659 0.638 0.659 0.638 0.659 0.659 0.638 0.070 0.068 0.070 0.280 0.262 0.280 - - - - - - 0.211 0.204 0.211

VOC - - - - - - - - - 0.085 0.082 0.085 0.085 0.077 0.085 0.082 0.085 0.082 0.085 0.085 0.082 0.032 0.031 0.032 0.078 0.071 0.078 0.076 0.078 0.076 0.078 0.078 0.076 0.009 0.008 0.009 0.034 0.032 0.034 - - - - - - 0.025 0.024 0.025

CO2e - - - - - - - - - 91.547 88.594 91.547 91.547 82.688 91.547 88.594 91.547 88.594 91.547 91.547 88.594 34.200 33.096 34.200 83.448 75.373 83.448 80.757 83.448 80.757 83.448 83.448 80.757 9.954 9.633 9.954 37.134 34.738 37.134 - - - - - - 27.179 26.302 27.179

2024 2025 2026 2027

Nox 2.092 7.023 6.014 1.448

VOC 0.252 0.845 0.715 0.175

Co2e 271.689 907.702 764.426 189.666
 

 

 

 

 

Livingston Avenue Bridge Regional Emission Analysis

Tugboat Emissions

30 Average one-way trip distance (miles) 31 28 31 30 31 30 31 31 30 31 30 31 31 28 31 30 31 30 31 31 30 31 30 31 31 28 31 30 31 30 31 31 30 31 30 31 31 29 31 30 31 30 31 31 30 31 30 31

8.1 Round Trip Travel Time per Tug (hr) 2024 2025 2026 2027 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1

23456789 10 11 12

Alternative3

Location/Activity

Start

Mo.

End

Mo. Tugs Monthly Tug/ Barge Trips

In-Water 10/1/24 10/1/25 Tug Boat 2.08000000000 17 17 17 17 17 17 17 17 17 17 17 17000000000000000000000000000

Tug Boats (Total Monthly Hours)000000000 17 17 17 17 17 17 17 17 17 17 17 17000000000000000000000000000

Emissions (ton)

Nox000000000 0.211102 0.211102 0.211102 0.211102 0.211102 0.211102 0.211102 0.211102 0.211102 0.211102 0.211102 0.211102000000000000000000000000000

VOC000000000 0.005799 0.005799 0.005799 0.005799 0.005799 0.005799 0.005799 0.005799 0.005799 0.005799 0.005799 0.005799000000000000000000000000000

CO2e000000000 14.00645 14.00645 14.00645 14.00645 14.00645 14.00645 14.00645 14.00645 14.00645 14.00645 14.00645 14.00645000000000000000000000000000

Emissions (mton)

CO2e000000000 12.70644 12.70644 12.70644 12.70644 12.70644 12.70644 12.70644 12.70644 12.70644 12.70644 12.70644 12.70644000000000000000000000000000

Emissions (ton/yr) 2024 2025 2026 2027

Nox 0.633305 1.89991400

VOC 0.017398 0.05219300

CO2e 42.01934 126.05800

Emissions (mton/yr)

CO2e 38.11931 114.357900
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Livingston Avenue Bridge

Regional Emission Analysis

Embedded Emissions

MATERIALS

Steel

42.3 TG CO2e emitted from iron and steel production proccess. US GHG Inventory, 2009 (EPA 2011)

65,460,000 tons of crude steel produced in 2009 (EPA, ibid)

0.65 tons direct (IP) CO2 per ton steel produced (2009)

0.6 tons CO2 per ton from energy used for production (Horvath, PaLATE model data, via TRB draft model)

1.25 total tons CO2e per ton of steel

Concrete

Portland cement lifecycle emissions (includes fuel, process, and transport):

927 kg CO2/mt cement

0.0395 kg CH4/mt cement

928 kg CO2e/mt cement

0.928 mt CO2e/mt cement

SOURCE: Life Cycle Inventory of Portland Cement Manufacture, PCA, 2006

Site 4A/4B

Total ton CO2e kg CO2e MT CO2e

Total Steel ton 4,851 6,043 --- 6,661

mton 5,347

Total Concrete CY 35,795

Assumes concrete density: kg/cu. m 2371

metric tons/CY 1.81

Assumes cement content: 10%

Total Cement ton 6,489

Total Cement mton 7,153 --- 6,637,566 6,638

13,298.39

Piles 64,170 LF

Steel 6,290,000 LB

Concrete 35,795 CY

Reinforcement 3,411,125 LB

Excavation 27,000 CY

Fill 52,500 CY

Track 6,433 LF

Duration 3 YR

Est Total Cost $ 460,480,000

Quantity Assumptions

Emissions

LAB Estimated Quantities
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Livingston Avenue Bridge Regional Emission Analysis

Emission Factors

VOC Emission Factors (g/hp-hr)

ID Equipment Engine SCC Code HPmin HPmax Equipment Load 2024 2025 2026 2027

Aerial Lifts 75 Diesel 2270003010 51 75 Aerial Lifts 75 21% 0.176 0.188 0.173 0.156

Bore/Drill Rigs 300 Diesel 2270002033 176 300 Bore/Drill Rigs 300 43% 0.069 0.074 0.068 0.063

Cranes 1000 Diesel 2270002045 751 1000 Cranes 1000 43% 0.048 0.049 0.044 0.040

Cranes 1200 Diesel 2270002045 1001 1200 Cranes 1200 43% 0.048 0.049 0.044 0.040

Cranes 175 Diesel 2270002045 101 175 Cranes 175 43% 0.014 0.014 0.011 0.008

Cranes 300 Diesel 2270002045 176 300 Cranes 300 43% 0.013 0.013 0.010 0.008

Cranes 600 Diesel 2270002045 301 600 Cranes 600 43% 0.026 0.025 0.021 0.018

Cranes 750 Diesel 2270002045 601 750 Cranes 750 43% 0.025 0.024 0.020 0.018

Excavators 300 Diesel 2270002036 176 300 Excavators 300 59% 0.006 0.006 0.006 0.005

Forklifts 175 Diesel 2270003020 101 175 Forklifts 175 59% 0.004 0.004 0.004 0.004

Light Commercial Air Compressors 300 Diesel 2270006015 176 300 Light Commercial Air Compresso 43% 0.020 0.020 0.017 0.015

Light Commercial Generator Sets 175 Diesel 2270006005 101 175 Light Commercial Generator Set 43% 0.096 0.103 0.095 0.087

Light Commercial Generator Sets 600 Diesel 2270006005 301 600 Light Commercial Generator Set 43% 0.068 0.073 0.067 0.060

Light Commercial Pumps 11 Gasoline 2265006010 0 11 Light Commercial Pumps 11 69% 1.816 2.117 2.118 2.117

Other Construction Equipment 300 Diesel 2270002081 176 300 Other Construction Equipment 3 59% 0.018 0.018 0.016 0.014

Pavers 300 Diesel 2270002003 176 300 Pavers 300 59% 0.010 0.009 0.007 0.006

Rollers 25 Diesel 2270002015 17 25 Rollers 25 59% 0.152 0.176 0.176 0.176

Tractors/Loaders/Backhoes 300 Diesel 2270002066 176 300 Tractors/Loaders/Backhoes 300 21% 0.124 0.123 0.100 0.078

Truck 1 0.414 0.414 0.414 0.414 g/veh

NOx Emission Factors (g/hp-hr)

ID Equipment Engine SCC Code HPmin HPmax Equipment Load 2024 2025 2026 2027

Aerial Lifts 75 Diesel 2270003010 51 75 Aerial Lifts 75 21% 1.546 1.743 1.698 1.650

Bore/Drill Rigs 300 Diesel 2270002033 176 300 Bore/Drill Rigs 300 43% 0.848 0.908 0.838 0.773

Cranes 1000 Diesel 2270002045 751 1000 Cranes 1000 43% 1.311 1.447 1.389 1.347

Cranes 1200 Diesel 2270002045 1001 1200 Cranes 1200 43% 1.311 1.447 1.389 1.347

Cranes 175 Diesel 2270002045 101 175 Cranes 175 43% 0.204 0.201 0.170 0.135

Cranes 300 Diesel 2270002045 176 300 Cranes 300 43% 0.164 0.158 0.130 0.103

Cranes 600 Diesel 2270002045 301 600 Cranes 600 43% 0.420 0.409 0.345 0.300

Cranes 750 Diesel 2270002045 601 750 Cranes 750 43% 0.422 0.411 0.347 0.301

Excavators 300 Diesel 2270002036 176 300 Excavators 300 59% 0.078 0.077 0.068 0.063

Forklifts 175 Diesel 2270003020 101 175 Forklifts 175 59% 0.075 0.085 0.084 0.084

Light Commercial Air Compressors 300 Diesel 2270006015 176 300 Light Commercial Air Compresso 43% 0.291 0.290 0.243 0.198

Light Commercial Generator Sets 175 Diesel 2270006005 101 175 Light Commercial Generator Set 43% 1.121 1.223 1.140 1.045

Light Commercial Generator Sets 600 Diesel 2270006005 301 600 Light Commercial Generator Set 43% 0.993 1.076 0.999 0.912

Light Commercial Pumps 11 Gasoline 2265006010 0 11 Light Commercial Pumps 11 69% 0.987 1.151 1.151 1.151

Other Construction Equipment 300 Diesel 2270002081 176 300 Other Construction Equipment 3 59% 0.249 0.239 0.207 0.174

Pavers 300 Diesel 2270002003 176 300 Pavers 300 59% 0.127 0.118 0.093 0.078

Rollers 25 Diesel 2270002015 17 25 Rollers 25 59% 1.624 1.881 1.882 1.882

Tractors/Loaders/Backhoes 300 Diesel 2270002066 176 300 Tractors/Loaders/Backhoes 300 21% 0.796 0.804 0.663 0.527

Truck 1 1.607 1.607 1.607 1.607 g/veh

Fuel Consumption Factors (g/hp-hr)

ID Equipment Engine SCC Code HPmin HPmax Equipment Load 2024 2025 2026 2027

Aerial Lifts 75 Diesel 2270003010 51 75 Aerial Lifts 75 21% 94.208 109.089 109.089 109.089

Bore/Drill Rigs 300 Diesel 2270002033 176 300 Bore/Drill Rigs 300 43% 71.839 83.234 83.234 83.234

Cranes 1000 Diesel 2270002045 751 1000 Cranes 1000 43% 71.839 83.234 83.234 83.234

Cranes 1200 Diesel 2270002045 1001 1200 Cranes 1200 43% 71.839 83.234 83.234 83.234

Cranes 175 Diesel 2270002045 101 175 Cranes 175 43% 71.839 83.234 83.234 83.234

Cranes 300 Diesel 2270002045 176 300 Cranes 300 43% 71.839 83.234 83.234 83.234

Cranes 600 Diesel 2270002045 301 600 Cranes 600 43% 71.839 83.234 83.234 83.234

Cranes 750 Diesel 2270002045 601 750 Cranes 750 43% 71.839 83.234 83.234 83.234

Excavators 300 Diesel 2270002036 176 300 Excavators 300 59% 72.622 84.141 84.141 84.141

Forklifts 175 Diesel 2270003020 101 175 Forklifts 175 59% 72.664 84.141 84.141 84.141

Light Commercial Air Compressors 300 Diesel 2270006015 176 300 Light Commercial Air Compresso 43% 71.377 83.234 83.234 83.234

Light Commercial Generator Sets 175 Diesel 2270006005 101 175 Light Commercial Generator Set 43% 71.377 83.234 83.234 83.234

Light Commercial Generator Sets 600 Diesel 2270006005 301 600 Light Commercial Generator Set 43% 71.377 83.234 83.234 83.234

Light Commercial Pumps 11 Gasoline 2265006010 0 11 Light Commercial Pumps 11 69% 142.949 166.695 166.695 166.695

Other Construction Equipment 300 Diesel 2270002081 176 300 Other Construction Equipment 3 59% 72.622 84.141 84.141 84.141

Pavers 300 Diesel 2270002003 176 300 Pavers 300 59% 72.622 84.141 84.141 84.141

Rollers 25 Diesel 2270002015 17 25 Rollers 25 59% 80.648 93.440 93.440 93.440

Tractors/Loaders/Backhoes 300 Diesel 2270002066 176 300 Tractors/Loaders/Backhoes 300 21% 84.758 98.203 98.203 98.203

Truck 1 0.000 0.000 0.000 0.000 g/veh

Fuel Consumption Factors (gal/hp-hr)

ID Equipment Engine SCC Code HPmin HPmax Equipment HP 2024 2025 2026 2027

Aerial Lifts 75 Diesel 2270003010 51 75 Aerial Lifts 75 0.030 0.034 0.034 0.034

Bore/Drill Rigs 300 Diesel 2270002033 176 300 Bore/Drill Rigs 300 0.023 0.026 0.026 0.026

Cranes 1000 Diesel 2270002045 751 1000 Cranes 1000 0.023 0.026 0.026 0.026

Cranes 1200 Diesel 2270002045 1001 1200 Cranes 1200 0.023 0.026 0.026 0.026

Cranes 175 Diesel 2270002045 101 175 Cranes 175 0.023 0.026 0.026 0.026

Cranes 300 Diesel 2270002045 176 300 Cranes 300 0.023 0.026 0.026 0.026

Cranes 600 Diesel 2270002045 301 600 Cranes 600 0.023 0.026 0.026 0.026

Cranes 750 Diesel 2270002045 601 750 Cranes 750 0.023 0.026 0.026 0.026

Excavators 300 Diesel 2270002036 176 300 Excavators 300 0.023 0.026 0.026 0.026

Forklifts 175 Diesel 2270003020 101 175 Forklifts 175 0.023 0.026 0.026 0.026

Light Commercial Air Compressors 300 Diesel 2270006015 176 300 Light Commercial Air Compressors 300 0.022 0.026 0.026 0.026

Light Commercial Generator Sets 175 Diesel 2270006005 101 175 Light Commercial Generator Sets 175 0.022 0.026 0.026 0.026

Light Commercial Generator Sets 600 Diesel 2270006005 301 600 Light Commercial Generator Sets 600 0.022 0.026 0.026 0.026

Light Commercial Pumps 11 Gasoline 2265006010 0 11 Light Commercial Pumps 11 0.051 0.060 0.060 0.060

Other Construction Equipment 300 Diesel 2270002081 176 300 Other Construction Equipment 300 0.023 0.026 0.026 0.026

Pavers 300 Diesel 2270002003 176 300 Pavers 300 0.023 0.026 0.026 0.026

Rollers 25 Diesel 2270002015 17 25 Rollers 25 0.025 0.029 0.029 0.029

Tractors/Loaders/Backhoes 300 Diesel 2270002066 176 300 Tractors/Loaders/Backhoes 300 0.027 0.031 0.031 0.031

Truck 1 0.000 0.000 0.000 0.000 g/veh

MOVES TRUCKS FACTORS NOx VOC CO2e

2024- Truck Idling (g/hr) 147.2117272 12.75 9838.17

2024 - Truck Cruising - 5mph (g/veh) 1.61 0.41 418.21

2024 - Truck Cruising - 5mph (g/mi) 16.07 4.14 4182.12

2024 - Truck Cruising - 25mph (g/mi) 4.58 1.21 2081.98

2024 - Auto Cruising - 25mph (g/mi) 0.01 0.10 338.13

Distance Traveled On-site: 0.10 mile per truck

NOx VOC CO2e

Tug Boats ton/hr 0.0124 0.0003 0.8253

Fuel Properties

Densities kg/L g/gal lb/gal

Diesel 0.84 3,179.75 7.01

Gasoline 0.74 2,801.21 6.18

LPG 0.54 2,044.12 4.51

GHG Emissions

https://www.epa.gov/system/files/documents/2022-04/ghg_emission_factors_hub.pdf

Diesel GWP

CO2 10.21 kg/gal CO2 1

CH4 0.94 g/gal CH4 25

N2O 0.44 g/gal N2O 298

Gasoline

CO2 8.78 kg/gal

CH4 12.11 g/gal

N2O 0.34 g/gal

mt/gal

CO2 CH4 N2O CO2e CO2e

Diesel 10210 0.94 0.44 10364.62 0.01036462 10.36462

Gasoline 8780 12.11 0.34 9184.07 0.00918407 9.18407

Albany county

level input

data

g/gal

Emission Factor
   

           

 

   

Livingston Avenue Bridge 

Regional Emission Analysis 

Barge Parameters 

Barge Parameters 

Upland 

Auxiliary 

hp 

2091 

130 

LF 

0.68 

0.43 

30 miles (one way) per trip 

Avg spd (knots)  Time [h per round trip] 

6.4  8.1 

N/A  N/A 

PM2.5 PM10 NOx VOC CO SO2 CO2eq

g/hp­hr  0.15  0.15  7.64  0.21  1.23  0.005  506.68 

0.21  0.22  7.52  0.23  1.17  0.005  506.68 

g/hr  225.31  232.25  11283.62  309.97  1819.84  6.88  748660.38 

ton/hr  0.0002  0.0003  0.0124  0.0003  0.0020  0.0000  0.8253 

EPA. Ports Emissions Inventory Guidance: Methodologies for Estimating Port­Related and Goods Movement Mobile Source Emissions 

Table H.6. Average Harbor Craft Emission Factors by Engine Group, Power Range, and Model Year (Pre-1999 Engines Propulsion: 600 < kW ≤ 1000, Aux, 37 < kW ≤ 600)

assumed from Tappan Zee analysis 

Tugboats Main Engine 

Tugboats Auxiliary Engine 

Tugboats Main Engine 

Tugboats 

Dredged Material Summary 

19,500 CY  Alternative 1 

14,500 CY  Alternative 2 

25 trips  Max Disposal Trips 

Trips would occur over a 1 year period 
Attachment G 

Design Drawings