Attachment 1 Revised DEIS Tables, Figures, and 

Additional Appendix Materials 
Attachment 1 Revised DEIS Tables 
Table 4-1 

Affected Enviornment – Transportation and Infrastructure Projects

Inside or 

Map 

ID 

No.*

Address/

Name

Outside 1⁄2-

Mile Study 

Area? Block Lot Program

Build 

Year†

A Hudson 

Tunnel Inside N/A N/A New rail tunnel, associated ventilation infrastructure, and full rehabilitation of the NRT 2026‡

B 

NYCDOT 

ParkingProtected 

Bicycle Lane

Inside N/A N/A

A parking-protected bicycle lane on the east 

curb of Ninth Avenue will be installed between 

West 31st and West 33rd Streets. A mid-block 

crossing will be installed on Ninth Avenue 

between West 31st and West 33rd Streets.

2022

C 

Moynihan 

Station – 

Train Hall and

Platform 

Access

Inside 755 40

Includes 297,809 gsf of transportation 

infrastructure improvements, including platform 

access, and new Train Hall

2021

D 

NRT Interim 

Reliability 

Improvements

Inside N/A N/A

Various reliability Improvements for the NRT in 

advance of planned complete rehabilitation 

connected with the Hudson Tunnel Project.

TBD 

E 

West Side 

Yard/Hudson 

Yards 

Perimeter 

Protection

Inside

676 

and 

702

5, 

125, 

150, 

175, 

180

Resiliency project to construct protection for the 

West Side Yard 2026

F 

NYCEDC W. 

33rd Street 

Viaduct

Inside N/A N/A

West 33rd Street will be regraded between 

Eleventh and Twelfth Avenues in order to 

accommodate construction over Hudson Yards. 

2026

G 

NYCDOT 

Street 

Modifications

Outside N/A N/A

The west sidewalk on Eighth Avenue, between 

West 33rd and West 39th Streets, will be 

widened, and the roadway will be narrowed to 

two travel lanes with left-turn bays.

2021

H 

NYCDOT 

Bicycle Lane 

Extension

Outside N/A N/A

The existing bicycle lane on Seventh Avenue 

will be extended north of West 30th Street, and 

the adjacent taxi stand will be modified. 

2022

I 

East Side 

Access 

Project

Outside N/A N/A

The project provides for LIRR trains to travel to 

travel to Grand Central Terminal in addition to 

New York Penn Station

2022

J 

Metro-North 

Penn Station 

Access

Outside N/A N/A The project provides for Metro-North trains to 

travel to travel to New York Penn Station TBD 

K 

Dock Bridge 

Replacement 

Project

Outside N/A N/A

The Dock Bridge Project would replace a pair 

of vertical lift bridges crossing the Passaic 

River. 

2024

L 

High Line 

Moynihan 

Connector 

Civic Project

Inside 728 1 The project will connect the High Line to the 

New Moynihan Train Hall 2022

Notes: 

* See Figure 4-1.

† Projects for which an expected date of completion is not available are assumed to be complete by 2026. Assumptions 

of completion dates provide for a conservative analysis of potential project effects. 

‡ Completion of the Hudson Tunnel project has been delayed from the 2026 completion indicated in the DEIS, but 

construction would still overlap with construction of the Preferred Alternative. This EIS has retained the earlier 

completion date for a conservative analysis of potential impacts. 

Reader Note: This table has been modified from what was in the DEIS in response to comments from “MOEC_001,” Comment 

#7, 8, & 9. Changes are shown as double-underlined text. Appendix C3 contains the comments received on the DEIS and 

responses to those comments.
Table C2-4A 

24-Hour Distribution of Truck Trips

Hours

Platform: 

Truck 

Trips In

Platform: 

Truck Trips 

Out

Concrete 

Casing: 

Truck 

Trips In

Concrete 

Casing: 

Truck Trips 

Out

6-7 AM 14 14 9 9

7-8 AM 3 3 3 3

8-9 AM 3 3 3 3

9-10 AM 3 3 3 3

10-11 AM 3 3 3 3

11-12 PM 3 3 3 3

12-1 PM 3 3 3 3

1-2 PM 3 3 3 3

2-3 PM 3 3 2 2

3-4 PM 3 3 0 0

4-5 PM 3 3 0 0

5-6 PM 3 3 0 0

6-7 PM 3 3 0 0

7-8 PM 3 3 0 0

8-9 PM 3 3 0 0

9-10 PM 3 3 0 0

10-11 PM 0 0 0 0

11-12 PM 0 0 0 0

12-1 AM 0 0 0 0

1-2 AM 0 0 0 0

2-3 AM 0 0 0 0

3-4 AM 0 0 0 0

4-5 AM 0 0 0 0

5-6 AM 0 0 0 0

24-Hour Totals 55 55 34 34

Reader Note: This table is new to the FEIS, added in response to “MOEC_001,” Comment #16. 

Appendix C3 contains the comments received on the DEIS and responses to those comments.

Table 8-4 

CEQR Criteria and Preferred Alternative Noise Levels in dB(A) 

Total Noise Level Preferred 

Receptor Site

Existing Noise Level 

(Leq1h)

with the Preferred 

Alternative

Alternative Noise 

Level Increment

CEQR Level 

of Impact*

2a: 15 Hudson Yards 66.5 66.6 0.1 No Impact

2c: 35 Hudson Yards 66.5 66.6 0.1 No Impact

3b: 610 West 30th Street 62.9 63.1 0.2 No Impact

Notes:

* Total Build increment for the Preferred Alternative was compared to the CEQR Technical 

Manual thresholds to determine the potential for an adverse impact.

Reader Note: Table 8-4 is new to the FEIS, added in response to “MOEC_001,” Comment #27. 

Appendix C3 contains the comments received on the DEIS and responses to those comments.
Table 13-4 

Preferred Alternative Energy Consumption

Use Size

Average Annual Energy Rate 

(Thousand BTUs/sf/year)

Energy Consumption 

(Thousand BTUs/Year)

LIRR Service Facilities 39,422 sf 216.3* 8,526,979

Ventilation System N/A N/A† 9,800,000

Total 18,326,979

Notes: 

* Rate is from the CEQR Technical Manual Table 15-1; proposed LIRR facilities assumed to consume 

energy at the rates of commercial office space for purposes of analysis, excluding energy consumption for 

the traction power system or Platform ventilation system.

† Ventilation system annual energy consumption estimate is based on operational assumptions developed 

by Ove Arup & Partners P.C. These assumptions are being used only for NEPA analysis purposes, with 

the understanding that the final estimated energy consumption figures are subject to change based upon 

MTA’s review and approval of the Western Rail Yard platform design to ensure conformance with the 

Project Sponsor’s contractual requirements, including without limitation, applicable design criteria and 

LIRR operations.

Reader Note: Table 13-4 has been modified from what was in the DEIS in response to comments 

from “MOECl_001,” Comment #41. Changes are shown as double-underlined text. Appendix C3 

contains the comments received on the DEIS and responses to those comments.

Table D-4 

Fugitive Dust Emissions from Excavated Material Transfer

Short- ShortShort-Term Annual Peak Transfer/Drop Term Term Annual PM2.5

Peak Period Period Dump PM10 Emission Emission Emission Emission 

Dump Trucks Trucks Factor Rate PM10 Rate PM2.5 Rate

Location (veh/day) (veh/day) (lb/ton soil) *,† (g/s)‡ (g/s)‡ (g/s)‡

Area 1A: Tracks 27-30 0 0 2.97E-04 0.00E+00 0.00E+00 0.00E+00

Area 1B: Tracks 23-26 20 14 2.97E-04 2.43E-03 3.69E-04 2.61E-04

Area 1C: Tracks 19-22 0 3 2.97E-04 0.00E+00 0.00E+00 4.61E-05

Building C (Substation) 0 2 2.97E-04 0.00E+00 0.00E+00 3.07E-05

Tunnel 20 20 2.97E-04 2.43E-03 3.69E-04 3.69E-04

Notes:

The number of trucks are presented for the short-term and annual peak periods selected for analysis, and 

may not reflect the maximum number of trucks.

* Emission factors for soil transfer operations are based on Equation 1 from Section 13.2.4 of AP-42. 

Calculations used a 5-year average mean wind speed of 11.5 miles per hour from observed 

meteorological data and an 11 percent material moisture content as specified in Table 13.2.4-1 of AP-42 

(for overburden).

† The empirical constant of 0.35 for PM10 was used to estimated dust emission factors presented. PM2.5

dust emissions were estimated by scaling the PM10 emission factor using the PM2.5 empirical constant of 

0.053 compared to the PM10 empirical constant (a scaling ratio of 0.151).

‡ Emission rates were estimated assuming a dump truck maximum capacity of 20 CY, a soil density of 2.6 

tons per CY, and all emissions would occur within an 8-hour per day work shift.

Fugitive dust emissions associated with on-site truck movements over unpaved and paved surfaces 

were estimated (see Tables D-5 and D-6) assuming average vehicle weights of 17.5 tons for dump 

trucks and 20 tons for both concrete trucks and tractor trailer trucks. It was assumed that all dump 

trucks would travel over unpaved surfaces and concrete and tractor trailer trucks would travel over 

paved surfaces.
Table D-5 

Fugitive Dust Emissions from Unpaved Surfaces

Short- ShortTerm Term

Short-Term Annual Peak Emission Emission Annual PM2.5

Peak Period Period Dump PM10 Travel Rate Rate Emission 

Dump Trucks Trucks Emission Factor (g/s)‡ (g/s)‡ Rate

Location (veh/day) (veh/day) (lb/VMT)*,† PM10 PM2.5 (g/s)‡

Area 1A: Tracks 27-30‡ 0 0 2.43 0.00E+00 0.00E+00 0.00E+00

Area 1B: Tracks 23-26‡ 20 14 2.43 1.31E-02 1.31E-03 9.25E-04

Area 1C: Tracks 19-22‡ 0 3 2.43 0.00E+00 0.00E+00 1.63E-04

Building C (Substation)‡ 0 2 2.43 0.00E+00 0.00E+00 1.09E-04

Tunnel§ 20 20 2.43 7.25E-03 7.25E-04 7.25E-04

Notes:

The number of trucks are presented for the short-term and annual peak periods selected for analysis, and 

may not reflect the maximum number of trucks.

* Emission factors for vehicle travel over unpaved surfaces are based on Equation 1a from Section 13.2.2 

of AP-42. Calculations used a surface material silt content of 8.5 percent silt for a construction site 

(selected from AP-42 Table 13.2.2-1) and empirical constant elected from AP-42 Table 13.2.2-2.

† The empirical constant, k, of 1.5 lb/VMT for PM10 was used to estimate dust emission factors. The 

remaining empirical constants of 0.9 and 0.45 (a and b, respectively) were used for both PM10 and 

PM2.5. Therefore, PM2.5 dust emissions were estimated by scaling the PM10 emission factor using the 

PM2.5 empirical constant, k, of 0.15 lb/VMT compared to the PM10 empirical constant (a scaling ratio of 

0.1).

‡ Emission rates were calculated assuming a vehicle round trip distance of 180 feet.

§ Emission rates were calculated assuming a vehicle round trip distance of 50 feet.

Table D-6 

Fugitive Dust Emissions from Paved Surfaces

ShortShort- Annual Short- Term Annual 

Term Peak Peak PM10 Travel Term Emission PM2.5

Period Period Emission Emission Rate Emission 

Trucks* Trucks* Factor Rate (g/s)‡ (g/s)‡ Rate

Location (veh/day) (veh/day) (lb/VMT)†‡ PM10 PM2.5 (g/s)‡

Area 1A: Tracks 27-30§ 8 11 1.04E-01 2.23E-04 5.46E-05 7.65E-05

Area 1B: Tracks 23-26§ 10 12 1.04E-01 2.78E-04 6.83E-05 8.14E-05

Area 1C: Tracks 19-22§ 0 0 1.04E-01 0.00E+00 0.00E+00 0.00E+00

Building C (Substation§ 0 0 1.04E-01 0.00E+00 0.00E+00 0.00E+00

Tunnel¶ 16 14 1.04E-01 2.47E-04 6.07E-05 5.37E-05

Notes:

The number of trucks are presented for the short-term and annual peak periods selected for analysis, and 

may not reflect the maximum number of trucks.

* All concrete and tractor trailer trucks were assumed to travel over paved surfaces.

† Emission factors for vehicle travel over unpaved surfaces are based on Equation 1a from Section 13.2.1 

of AP-42. Calculations used a road surface silt loading of 2.4 g/m2 (selected from AP-42 Table 13.2.1-2) 

and empirical constant elected from AP-42 Table 13.2.1-1.

‡ The empirical constant of 0.0022 lb/VMT for PM10 was used to estimate dust emission factors presented. 

PM2.5 dust emissions were estimated by scaling the PM10 emission factor using the PM2.5 empirical 

constant of 0.00054 lb/VMT compared to the PM10 empirical constant (a scaling ratio of 0.25).

§ Emission rates were calculated assuming a vehicle round trip distance of 180 feet.

¶ Emission rates were calculated assuming a vehicle round trip distance of 100 feet.

Reader Note: Tables D-4, D-5, and D-6 and the associated text are new to the FEIS, added in 

response to “EPA_004,” Comment #22. Appendix C3 contains the comments received on the DEIS 

and responses to those comments.
Table 22-1 

Summary of Mitigation Measures and Project Commitments

Environmental Category Operational and Construction Effects

Land Use, Land Planning, and 

Property 

Contain construction staging and construction activities within the Project Site and adjacent roadways.

Coordinate with LIRR on the relocation of LIRR maintenance and operations facilities on the Project Site as they would be relocated during 

construction. The facilities would be housed in temporary facilities under the Construction Agreement between the Project Sponsor 

and LIRR. 

Coordinate with MTA and LIRR to provide interim facilities to enable the Yard to be functional during construction.

Transportation 

The Project Sponsor would develop MPT plans for submission to NYCDOT for review and approval. Review of the plans and implementation 

of the best practices highlighted in the MPT would be coordinated with NYCDOT’s OCMC. After NYCDOT has approved the MPT 

plans, the Project Sponsor and its contractors would be responsible for maintaining the provisions of the plans. Common MPT 

measures for a large-scale construction project in New York City would likely require: 

Temporary closure of curb lanes, and temporary closure, reduction in width, or relocation of sidewalks along segments of the streets and 

avenues bordering the Project Site. 

Based on the preliminary construction logistics plan developed by the Project Sponsor, construction trucks such as dump trucks or concrete 

trucks are anticipated to enter the “construction area” via West 33rd Street and Eleventh Avenue throughout the duration of Platform 

construction, and via West 30th Street for the construction of the substation. 

Pedestrian circulation adjacent to the Project Site would be temporarily closed throughout Platform construction on Eleventh Avenue and 

West 33rd Street. However, at no time would access to occupied buildings be closed, nor would access to the Western Rail Yard and 

other Caemmerer Rail Yard facilities be closed to LIRR personnel and equipment. 

No streets would be completely closed to vehicular traffic nor transit buses due to construction of the Preferred Alternative. However, the 

segment of West 33rd Street between Eleventh and Twelfth Avenues would be completely closed to non-emergency vehicles during 

the Preferred Alternative’s construction period because of the NYCEDC West 33rd Street Viaduct project’s construction. 

The timing of the West 33rd Street reconstruction work would be coordinated with the schedule and construction of the Platform. 

Nearby vehicle detour routes would include West 34th Street, West 30th Street, and West 29th Street and none of the streets are likely to 

be disrupted by the detour, nor would other nearby projects during the construction period. 

In areas where temporary sidewalk closure is required, the sidewalk would be relocated to the curb lane and a barrier could be erected to 

separate motor vehicle traffic from pedestrian traffic. Furthermore, 34th and 29th Streets would be available as alternative pedestrian 

routes to 33rd and 29th Streets, respectively. 

In areas where access to bordering lots is not needed—along segments of the streets and avenues bordering the Project Site—the sidewalk 

and/or curb lane may be closed. In such instances, pedestrians would be routed to the opposite side of the street at the nearest 

crosswalk. 

Sidewalk modification may include the construction of a protective shed over segments of sidewalk bordering construction sites. The width 

of any relocated or modified sidewalks would be at least five feet, as specified in the 2009 Restrictive Declaration.
Table 22-1 (cont’d) 

Summary of Mitigation Measures and Project Commitments

Environmental Category Operational and Construction Effects

Air Quality, Greenhouse Gas 

Emissions, and Resilience

The Project Sponsor would implement measures to reduce both criteria pollutant and GHG emissions during construction in accordance 

with all applicable laws, regulations, and building codes. In addition, the Project Sponsor would implement an emissions reduction 

program to minimize the air quality effects from construction under the Preferred Alternative, consisting of the following components:

• Clean Fuel. Only ULSD fuel would be used for all diesel engines throughout the construction site.

• Diesel Equipment Reduction. Electrically powered equipment such as welders and saws would be used instead of diesel-powered 

versions of that equipment, to the extent feasible and practicable. 

• Dust Control Measures. Contract specifications would require a dust control plan, including a watering program, to minimize dust 

emissions from construction activities. For example, all trucks hauling loose material would be equipped with tight-fitting tailgates and 

their loads securely covered prior to leaving the Project Site and water sprays would be used for all demolition, excavation, and 

transfer of soils to ensure that materials would be dampened as necessary to avoid the suspension of dust into the air. 

• Idling Restriction. As required by local law, all stationary vehicles on roadways adjacent to the Project Site would be prohibited from 

idling for more than three minutes. The idling restriction excludes vehicles that are using their engines to operate a loading, unloading, 

or processing device (e.g., concrete-mixing trucks) or otherwise required for the proper operation of the engine. 

• Engine Retrofits. Non-road diesel engines with a power rating of 50 horsepower (hp) or greater and controlled truck fleets (i.e., truck 

fleets under long-term contract with the Preferred Alternative), including but not limited to, concrete mixing and pumping trucks would 

utilize the best available technology (BAT) (e.g., diesel particulate filters) for reducing diesel particulate matter emissions. 

• Utilization of Newer Equipment. USEPA’s Tier 1 through 4 standards for non-road engines regulate the emission of criteria 

pollutants from new engines, including PM, CO, NOx, and hydrocarbons (HC). All diesel-powered non-road construction equipment 

with a power rating of 50 hp or greater would meet at least the Tier 3 emissions standard.

The Project Sponsor would also develop a stormwater management plan and identify measures to address risk from potential flooding 

due to precipitation. 

The Preferred Alternative would include a new ventilation system with several fan plants which would ventilate daily emissions and 

emergency smoke events from the Western Rail Yard to maintain air quality under operational conditions. The new ventilation system 

would be designed in compliance with all applicable laws, regulations, and building codes to ensure no adverse air quality effects 

from operation of these systems.
Table 22-1 (cont’d) 

Summary of Mitigation Measures and Project Commitments

Environmental Category Operational and Construction Effects

Noise and Vibration 

Noise from construction equipment would comply with New York City noise emission standards. These standards mandate that certain 

classifications of construction equipment and motor vehicles meet specified noise emission standards, and construction material be 

handled and transported in such a manner to not create unnecessary noise. 

Construction of the Preferred Alternative would include sufficient mitigation to meet the New York City Noise Control Code construction 

noise limit of an Lmax of 85 dB(A) at the exteriors of any adjacent residential properties. 

The Project Sponsor would be required to obtain NYCDOB approval for construction outside of weekdays 7 AM to 6 PM, which is prohibited 

by the NYC Noise Control Code. 

To the extent practicable given space constraints at the work sites, construction would use acoustical noise tent and/or enclosures 

surrounding hoe rams, jackhammers, or pavement breakers that can provide up to 15 dB(A) of noise reduction during any demolition 

activities. For additional noise reduction, jackhammer noise mufflers that can provide up to an additional 10 dB(A) of noise reduction can 

also be used. 

To minimize the noise from the backup warning alarms on trucks, vehicles would be routed through the construction sites to minimize the 

use of alarms. In addition, vehicles would also be equipped with Occupational Safety and Health Administration (OSHA)-approved quieter 

backup alarms. 

Any blasting activities associated with excavation of rock during construction of the Tunnel Encasement would be coordinated and 

conducted with permission from the FDNY. The Project Sponsor would provide a blasting schedule to neighboring building owners and 

occupants. Construction vibration monitoring would be required during blasting activities to ensure that vibration does not exceed a level 

that could result in damage to any nearby buildings or structures. 

Consistent with the protection and monitoring procedures developed for the High Line, construction vibration monitoring would be required 

whenever construction would occur within 90 feet of the High Line structure to ensure that construction activities do not result in vibration 

levels that would be capable of causing damage. 

The Project Sponsor would develop a CPP for the construction of the Platform and Tunnel Encasement in order to protect the NRT and 

High Line. The CPP would be required to meet the guidelines set forth in the NYCDOB TPPN #10/88, the Protection for Landmarked 

Buildings guidance document of the LPC, and the National Park Service’s Preservation Tech Notes, Temporary Protection #3: Protecting 

a Historic Structure during Adjacent Construction. 

The Project Sponsor would incorporate sufficient noise control measures in the final design of the ventilation system plans to ensure 

operation of the Preferred Alternative would be in compliance with the NYCNCC noise limits at all surrounding residential receptors.

Cultural Resources 

The Project Sponsor would be required by SHPO to develop a CPP for protection of the NRT and High Line during the construction of the 

Preferred Alternative. The CPP for the protection of the High Line and NRT would be incorporated into the overarching CEPP that would 

be developed for the Preferred Alternative (see Section 22.3). The CPP would be required to meet the guidelines set forth in the NYCDOB 

TPPN #10/88, the Protection for Landmarked Buildings guidance document of the LPC, and the National Park Service’s Preservation 

Tech Notes, Temporary Protection #3: Protecting a Historic Structure during Adjacent Construction. The CPP(s) would set forth the specific 

protection and monitoring measures that would be implemented during construction to avoid inadvertent damage to these historic 

properties and would be implemented in coordination with NYSHPO and NYCLPC. 

The LOR requires continued consultation under Section 14.09 regarding aspects of the development’s design that could affect the High 

Line (specifically, review of preliminary and pre-final design plans). As part of the Federal consultation process, SHPO would require the 

Project Sponsor to meet all requirements set forth in the SEQRA process including compliance with the LOR.
Table 22-1 (cont’d) 

Summary of Mitigation Measures and Project Commitments

Environmental Category Operational and Construction Effects

To ensure that potential construction-related effects to the High Line are not adverse, FRA would include conditions as part of its environmental 

decision regarding the Preferred Alternative, i.e., in the ROD for the EIS in accordance with NEPA. These conditions include requiring the 

Project Sponsor to develop a CEPP for the construction of the Platform and Tunnel Encasement in order to protect the High Line. FRA is 

coordinating with NYC Parks to determine appropriate minimization measures to address impacts to the High Line. Design plans for the 

Platform would be submitted at the preliminary and pre-final design stages. If NYC Parks identifies substantive concerns with maintenance 

and operation access, the Project Sponsor would continue coordination with NYC Parks to mitigate those concerns. The practices that would 

be used to reduce noise and vibration levels associated with construction of the Preferred Alternative, to the extent feasible and practicable, are 

detailed above.

Parks and Recreation Areas FRA would include conditions as part of its environmental decision regarding the Preferred Alternative, i.e., in the ROD for the EIS in accordance 

with NEPA, to ensure that the potential effects to the High Line from construction vibration are not adverse. These conditions include requiring 

the Project Sponsor to develop a CPP for the construction of the Platform and Tunnel Encasement in order to protect the High Line. The CPP 

would be required to meet the guidelines set forth in the NYCDOB TPPN #10/88, the Protection for Landmarked Buildings guidance document 

of the LPC, and the National Park Service’s Preservation Tech Notes, Temporary Protection #3: Protecting a Historic Structure during Adjacent 

Construction. 

The Project Sponsor would consult with NYC Parks regarding those aspects of the Platform design that relate to the High Line. Design plans for

the Platform would be submitted at the preliminary and pre-final design stages. If NYC Parks identifies substantive concerns with maintenance 

and operation access, the Project Sponsor would continue coordination with NYC Parks to mitigate those concerns.

The Project Sponsor would consult with NYC Parks regarding aspects of the Platform design that relate to the High Line. The Project Sponsor 

would coordinate with NYC Parks on the design plans for the Platform at the preliminary and pre-final design stages. If NYC Parks identifies 

substantive concerns with maintenance and operation access, the Project Sponsor would continue to coordinate with NYC Parks to mitigate 

those concerns.

The Project Sponsor would adhere to the terms of the Amended, Modified, and Restated High Line Easement Agreement among WRY Tenant LLC, the 

City of New York, the Metropolitan Transportation Authority, and the Long Island Rail Road Company (see FEIS Attachment 1, Appendix F4), which 

provides for, but is not limited to the following:

• Perpetual easements over the Western Rail Yard for the High Line structure, including “any alterations, replacements, substitutions 

and renewals thereof” and for structural supporting elements. 

• Reciprocal easements as between the City of New York and the owners of the Western Rail Yard parcels to enter the Western Rail 

Yard parcels and the High Line easement area, respectively. The access easement benefiting the City of New York provides explicitly 

for access for City personnel “to perform any inspections, repairs, maintenance, construction, restoration, improvements, alterations 

or capital improvements” to the High Line and related support facilities. 

• The City’s review of any work that involves the Western Rail Yard developer’s exercise of its rights under the Easement Agreement 

(e.g., construction of the Platform that affects the High Line). 

• The Western Rail Yard developer’s responsibility for the restoration of any High Line structures damaged in the course of the

developer’s exercise of its rights under the Easement Agreement; and 

• Construction-period coordination between the City and the Western Rail Yard developer to ensure that the Western Rail Yard mixeduse development (which included the Platform that is the subject of the current DEIS) and the restoration and use of the High Line 

as a park proceed in a timely and safe manner. 

In addition, the High Line Easement Agreement includes a perpetual easement that would apply to Amtrak’s ownership rights of the Tunnel 

Encasement. The Tunnel Encasement would be 15-20 feet below grade and Amtrak’s use and operations of the tunnel will not affect the 

City’s ability to inspect and maintain the High Line. Those activities would be governed by the terms of the attached High Line Easement 

Agreement (see Appendix O3). 

To address potential noise impacts during construction of the Preferred Alternative, the Project Sponsor would consult with NYC Parks and Friends 

of the High Line to determine the necessary steps to protect park users, such as providing signage alerting park users to the potential for 

increased noise levels of certain portions of the park where high noise levels are anticipated.
Table 22-1 (cont’d) 

Summary of Mitigation Measures and Project Commitments

Environmental Category Operational and Construction Effects

Aesthetics and Visual Quality No avoidance, minimization, or mitigation measures are proposed.

Contaminated Materials 

A Subsurface (Phase II) Investigation would be conducted in areas of proposed disturbance to characterize subsurface conditions. Since 

an RD was assigned to the Project Site based on the 2009 SEQRA/CEQR FEIS, the Phase II must be conducted with NYCOER 

approval. The investigation may also include coordination with NYSDEC, as a portion of the Project Site is listed in the SHWS due 

to coal tar contamination noted in prior investigations and/or coordination with USEPA. 

Prior to any excavation or construction activity, a site-specific RAP and CHASP would be prepared and incorporated into the Preferred 

Alternative’s construction documents. The RAP and CHASP would describe precautionary measures and safety procedures to be 

followed to minimize pathways of exposure to contaminants, including a Materials Handling Plan identifying specific protocols and 

procedures to be employed to manage soil and groundwater at the Project Site in accordance with applicable regulations during 

construction. The requirement for a CHASP was also included in the RD that pertains to the Project Site. 

Information in the NY Spills database indicated that additional remedial activities would be required to address known or potential residual 

contamination on the southwestern portion of the Project Site related to Spill #1802063 and on the northwestern portion of the Project 

Site under the NYSDEC SHWS program (ID #231083). Remedial activities in these areas would continue to be conducted in coordination 

with NYSDEC and NYCOER, as required. 

Any USTs encountered during redevelopment would be properly closed and removed, along with any contaminated soil, in accordance 

with federal, state, and local regulations, including NYSDEC for registration and, if applicable, spill reporting. 

During any future subsurface disturbance, excavated soil would be handled and disposed of properly in accordance with all applicable 

regulatory requirements, with spill reporting as required. Transportation of material leaving the Project Site for off-site disposal would 

be in accordance with federal, state, and local requirements covering licensing of haulers and trucks, placarding, truck routes, 

manifesting, etc. 

The appropriate vapor mitigation systems would be installed to protect buildings on the terra firma portion of the Project Site. If required, 

the design of new buildings would consider soil vapor mitigation measures to prevent any volatile contaminants that may remain 

present in the soil and groundwater from migrating into the new buildings. The RD includes these vapor mitigation requirements. This 

document specifies that, based upon further testing and review of any additional analytical data, the Project Sponsor would have the 

opportunity to demonstrate to the satisfaction of the NYCDEP and the NYCOER which of these measures are required. 

Any building materials, equipment, or utilities containing suspect PCBs, LBP, and/or ACM would be properly handled and disposed of, in 

accordance with the applicable regulations, prior to demolition or construction which may disturb them. LBP and ACM Management 

Plans would be implemented for existing structures and utilities prior to disturbance. 

Dewatering activities would be conducted in accordance with NYCDEP requirements, including pre-treatment as required during 

construction. 

Appropriate permanent ventilation systems would be installed during construction of the Preferred Alternative, as necessary, (to be 

operated post-construction) for areas under the Platform at the Project Site in accordance with LIRR’s engineering design criteria for 

yard ventilation.
Table 22-1 (cont’d) 

Summary of Mitigation Measures and Project Commitments

Environmental Category Operational and Construction Effects

Utilities and Energy 

During construction of the Platform, the Project Sponsor would be required to reroute and/or reconstruct portions of the Western Rail 

Yard’s existing utility infrastructure on the Project Site and would make temporary infrastructure improvements to maintain utility 

services at the railyard. This would include temporary and permanent on-site sewer improvements. The existing storm sewers on 

the Project Site would be diverted to the sanitary sewer system to accommodate the Platform support piles, and temporary 

drainage provision (such as pits and pumps) would be installed as temporary bypasses if needed during construction to maintain 

stormwater drainage in the rail yard. The existing sanitary sewer system and potable water mains would be relocated in order to 

avoid conflicts with the Platform support piles; however, sanitary service and water supply to the rail yard would continue to 

function during and after construction. In addition, the AC duct banks that service the rail yard’s lighting would be removed or 

abandoned during construction of Platform foundations, and the Project Sponsor would provide temporary power and lighting 

system provided to maintain lighting on the rail yard during construction. The Project Sponsor would reroute the DC feeders that 

supply energy to the rail yard’s traction power system around foundations in compliance with LIRR practices and standards as 

needed to avoid conflicts with the Platform support piles. 

The storm sewer currently serving the rail yard would continue to operate following construction of the Platform in order to convey 

stormwater collected on the terra firma portion of the Project Site; this sewer operates in accordance with an MS4 permit and would 

continue to meet the permit requirements (no additional detention and/or onsite treatment measures are required). The drainage 

system in the railyard and on the Platform would discharge to the NYCDEP sewers adjacent to the Project Site and would be 

designed to meet all NYCDEP permit requirements.

Soils and Geology 

FUGITIVE DUST CONTROL PLAN

• The Project Sponsor would develop a fugitive dust control plan. These measures would include, at a minimum, the following 

provisions: 

• Controlling fugitive dust through water spraying or use of a biodegradable dust suppressant solution; 

• Maintaining large piles of soil, rock or sediment in a wet condition, coated with a dust suppressant and/or covered to prevent wind 

erosion and fugitive dust and covering longer-term stockpiles with weighted tarps. 

• Performing concrete- and rock-grinding, drilling, and saw-cutting operations with a wet blade or using mist if the activity is generating 

significant dust. Such operations in an enclosed space would utilize vacuum collection or extraction fans. 

• Stabilizing or wetting loose material during loading and unloading if the activity is generating dust plumes, and covering this material 

during transportation to and from the Project Site. 

DEWATERING PLAN 

The dewatering plan would require pumping of dewatering water into sedimentation tanks for removal of sediments prior to reuse on the 

sites or discharge into the City’s sewer system or the Hudson River via the existing LIRR outfall that serves the rail yard. The Project 

Sponsor would periodically test water and particles in such tanks for pH and contaminants. Depending on test results, the Project 

Sponsor would treat the water for contaminants prior to disposal, as per NYSDEC, or NYCDEP regulations, and depending on point 

of discharge (i.e., City sewers or stormwater conveyance pipe to the Hudson River).
Table 22-1 (cont’d) 

Summary of Mitigation Measures and Project Commitments

Environmental Category Operational and Construction Effects

Soils and Geology (cont’d) 

NOISE MITIGATION PLAN

Construction practices that would be used to the extent feasible and practicable to reduce noise and vibration levels associated with 

construction of the Preferred Alternative are listed above under the Noise and Vibration environmental category. 

LIRR/MTA COORDINATION 

The Project Sponsor would conduct construction work in accordance with LIRR guidelines and design/construction criteria, which require 

persons engaged in pre-construction or construction activities located on or near the tracks, or with the potential of fouling a track in 

the Western Rail Yard to attend the LIRR Contractor Roadway Worker and Safety Training in accordance with provisions of 48 CFR 

Part 214 and LIRR Rules and Regulations. LIRR regulations also require that MTA and LIRR receive and approve plans—to result 

in a construction agreement entered into between MTA and LIRR and the Project Sponsor—for construction activities related to work 

at the Western Rail Yard. 

UTILITY PROTECTION 

The Project Sponsor has undertaken an inventory of underground utilities on the Project Site through a review of existing utility drawings 

and information, as well as performing geotechnical surveys. The Project Sponsor performed this work as part of the engineering 

and design of the Preferred Alternative. The Project Sponsor’s contractor would confirm location of underground utility lines to ensure 

avoidance by digging test pits at each caisson location. The Project Sponsor’s contractor would likely conduct additional geotechnical 

surveys if necessary. The Project Sponsor or Contractor may conduct additional soil and groundwater testing to characterize more 

fully soil constituents for disposal purposes.

Water and Natural Resources 

GROUNDWATER 

To avoid exposing construction workers and the general public to existing groundwater contaminants and to minimize potential adverse 

impacts to groundwater resources, the Project Sponsor would perform demolition, disposal, excavation, dewatering, and other 

construction activities in accordance with all applicable federal, state, and local regulations and guidelines. As such, the Project 

Sponsor would implement a site-specific CHASP during ground disturbance to protect workers, the public, and the environment 

from exposure to groundwater contaminants. 

WETLANDS 

To minimize potential adverse impacts to NYSDEC littoral zone tidal wetlands of the Hudson River due to discharge of sediment during 

construction, the Project Sponsor would implement the erosion and sediment control measures contained in the SWPPP prepared 

for the Project. 

AQUATIC RESOURCES 

To minimize potential adverse impacts to water quality and aquatic biota of the Hudson River during construction, the Project Sponsor 

would treat all groundwater recovered during dewatering in accordance with NYCDEP requirements prior to discharge to the 

municipal sewer. Additionally, to minimize the potential for discharge of sediment to the Hudson River during construction, the Project 

Sponsor would implement erosion and sediment control measures contained in the SWPPP prepared for the Project in accordance 

with SPDES requirements.
Table 22-1 (cont’d) 

Summary of Mitigation Measures and Project Commitments

Environmental Category Operational and Construction Effects

Coastal Zone Consistency 

The Project Sponsor would implement erosion and sediment control measures identified in the SWPPP prepared in accordance with a 

SPDES permit for the Preferred Alternative. 

The Project Sponsor would pump, test, and treat any groundwater recovered during dewatering of excavation sites before disposal to the 

New York City stormwater or combined sewer system under an NYCDEP Discharge Permit from the Bureau of Wastewater Treatment 

and in conformance with applicable discharge limits. 

The Project Sponsor would treat any groundwater recovered during dewatering activities prior to discharge to the Hudson River through 

existing stormwater outfalls within the Western Rail Yard in accordance with NYSDEC requirements. 

The Project Sponsor would implement the following remedial and protective measures to avoid, minimize, or mitigate exposure pathways 

to these potential contaminants during construction and operation: 

• A Phase II Investigation would be conducted in areas of proposed disturbance (above the bedrock interface) to characterize 

subsurface conditions. 

• Prior to any excavation or construction activity, the Project Sponsor would prepare a site-specific RAP and CHASP. 

• Remedial activities in areas of known spills would continue to be conducted in coordination with NYSDEC and OER, as required. 

• Any USTs encountered during redevelopment would be properly closed and removed, along with any contaminated soil, in 

accordance with federal, state, and local regulations, including NYSDEC for registration and, if applicable, spill reporting. 

• During subsurface disturbance, excavated soil would be handled and disposed of properly in accordance with all applicable regulatory 

requirements, with spill reporting as required. Transportation of material for off-site disposal would be in accordance with federal, 

state, and local requirements covering licensing of haulers and trucks, placarding, truck routes, manifesting, etc. 

• The appropriate vapor mitigation systems would be installed to protect buildings on the terra firma portion of the Project Site. If 

required, the design of new buildings would consider soil vapor mitigation measures to prevent any volatile contaminants that may 

remain present in the soil and groundwater from migrating into the new buildings. 

• Any building materials, equipment, or utilities containing suspect PCBs, LBP, and/or ACM would be properly handled and disposed 

of, in accordance with the applicable regulations, prior to demolition or construction which may disturb them. 

• Appropriate permanent ventilation systems would be installed during redevelopment (to be operated post-construction) for areas 

under the platform at the Project Site in accordance with LIRR’s engineering design criteria for yard ventilation. 

FRA would include conditions as part of its environmental decision regarding the Preferred Alternative, i.e., in the ROD for the EIS in 

accordance with NEPA, and in any funding agreement between the USDOT and the Project Sponsor, requiring the Project Sponsor 

to develop a CPP for the construction of the Platform and Tunnel Encasement in order to protect the NRT and High Line. The CPP 

would be required to meet the guidelines set forth in the NYCDOB TPPN #10/88, the Protection for Landmarked Buildings guidance 

document of the LPC, and the National Park Service’s Preservation Tech Notes, Temporary Protection #3: Protecting a Historic 

Structure during Adjacent Construction.

Socioeconomics 

The Project Sponsor has committed to provide interim MTA LIRR facilities to enable the railyard to be fully functional during construction.

The Project Sponsor would develop MPT plans to ensure the safety of pedestrian, bicyclist, and vehicle circulation near the Project Site 

during construction of the Preferred Alternative as required by NYCDOT.
Table 22-1 (cont’d) 

Summary of Mitigation Measures and Project Commitments

Environmental Category Operational and Construction Effects

Public Health 

The Project Sponsor would install appropriate permanent ventilation systems during construction of the Preferred Alternative (to be 

operated post-construction) for areas under the Platform at the Project Site, in accordance with LIRR’s engineering design criteria 

for yard ventilation. 

Prior to any excavation or construction activity, a site-specific RAP and CHASP would be prepared. 

During any subsurface disturbance, the Project Sponsor would handle and dispose of excavated soil properly in accordance with all 

applicable regulatory requirements, with spill reporting as required. 

The Project Sponsor would treat any groundwater recovered during dewatering in accordance with NYCDEP requirements prior to 

discharge to the municipal sewer. 

The Project Sponsor would transport all material leaving the Site for off-site disposal in accordance with federal, state, and local 

requirements covering licensing of haulers and trucks, placarding, truck routes, manifesting, etc. 

The Project Sponsor would incorporate sufficient noise control measures in the final design of the ventilation system plans to ensure 

compliance with the NYCNCC at all surrounding residential receptors. 

Construction of the Preferred Alternative would include sufficient mitigation to meet the New York City Noise Control Code construction 

noise limit of an Lmax of 85 dB(A) at the exteriors of any adjacent residential properties.

Environmental Justice 

With respect to potential vibration and other construction-related impacts to the High Line, the Project Sponsor would develop a CPP to 

protect this resource during construction of the Platform and Tunnel Encasement. The CPP would include vibration monitoring 

whenever construction would occur within 90 feet of the High Line structure to ensure that construction activities do not result in 

vibration levels that would be capable of causing damage. 
Table 22-1 (cont’d) 

Summary of Mitigation Measures and Project Commitments

Environmental Category Operational and Construction Effects

FRA would require the Project Sponsor to develop a CPP for the construction of the Platform and Tunnel Encasement in order to protect 

the High Line and the NRT. As described in Section 22.3, the CPP for the protection of the High Line and NRT is a component of 

the overarching CEPP that would be developed for the Preferred Alternative. 

FRA is consulted with NYC Parks to determine the appropriate steps to protect High Line park users and the agency’s ability to maintain 

the High Line (see Appendix O3). The Project Sponsor would consult with NYC Parks regarding those aspects of the Platform design 

that relate to the High Line. Design plans for the Platform would be submitted at the preliminary and pre-final design stages. If NYC 

Parks identifies substantive concerns with maintenance and operations access, the Project Sponsor would continue coordination with 

NYC Parks to mitigate those concerns. The Project Sponsor would consult with NYC Parks regarding aspects of the Platform design 

that relate to the High Line. The Project Sponsor would coordinate with NYC Parks on the design plans for the Platform at the 

preliminary and pre-final design stages. If NYC Parks identifies substantive concerns with maintenance and operation access, the 

Project Sponsor would continue to coordinate with NYC Parks to mitigate those concerns. 

The Project Sponsor would adhere to the terms of the Amended, Modified, and Restated High Line Easement Agreement among WRY Tenant 

LLC, the City of New York, the Metropolitan Transportation Authority, and the Long Island Rail Road Company, (see FEIS Attachment 1, 

Appendix F4), which provides for, but is not limited to the following: 

• Perpetual easements over the Western Rail Yard for the High Line structure, including “any alterations, replacements, substitutions 

and renewals thereof” and for structural supporting elements. 

• Reciprocal easements as between the City of New York and the owners of the Western Rail Yard parcels to enter the Western Rail Section 4(f) Yard parcels and the High Line easement area, respectively. The access easement benefiting the City of New York provides explicitly 

for access for City personnel “to perform any inspections, repairs, maintenance, construction, restoration, improvements, alterations 

or capital improvements” to the High Line and related support facilities. 

• The City’s review of any work that involves the Western Rail Yard developer’s exercise of its rights under the Easement Agreement 

(e.g., construction of the Platform that affects the High Line). 

• The Western Rail Yard developer’s responsibility for the restoration of any High Line structures damaged in the course of the 

developer’s exercise of its rights under the Easement Agreement; and 

• Construction-period coordination between the City and the Western Rail Yard developer to ensure that the Western Rail Yard mixeduse development (which included the Platform that is the subject of the current DEIS) and the restoration and use of the High Line 

as a park proceed in a timely and safe manner. 

The High Line Easement Agreement includes a perpetual easement that would apply to Amtrak’s ownership rights of the Tunnel 

Encasement. The Tunnel Encasement would be 15-20 feet below grade and Amtrak’s use and operations of the tunnel would not 

affect the City’s ability to inspect and maintain the High Line. Those activities would be governed by the terms of the High Line 

Easement Agreement (Appendix F4). 

To address potential noise impacts during construction of the Preferred Alternative, the Project Sponsor would consult with NYC Parks 

and Friends of the High Line to determine the necessary steps to protect park users, such as providing signage alerting park users 

to the potential for increased noise levels of certain portions of the park where high noise levels are anticipated. 
Table 22-1 (cont’d) 

Summary of Mitigation Measures and Project Commitments

Environmental Category Operational and Construction Effects

Section 4(f) 

The following practices would be used to the extent feasible and practicable to reduce noise and vibration levels associated with 

construction of the Preferred Alternative: 

• Noise from construction equipment would comply with New York City noise emission standards. These standards mandate that 

certain classifications of construction equipment and motor vehicles meet specified noise emission standards, and construction 

material be handled and transported in such a manner to not create unnecessary noise. 

• Construction of the Preferred Alternative would include sufficient mitigation to meet the NYCNCC construction noise limit of an L max

of 85 dB(A) at the exteriors of any adjacent residential properties. 

• The Project Sponsor would be required to obtain NYCDOB approval for construction outside of weekdays 7 AM to 6 PM, which is 

prohibited by the NYCNCC. The Project Sponsor expects discretionary approval would be granted to reduce interference with LIRR 

operations. 

• To the extent practicable given space constraints at the work sites, construction would use acoustical noise tent and/or enclosures 

surrounding hoe rams, jackhammers, or pavement breakers that can provide up to 15 dB(A) of noise reduction during any demolition 

activities. For additional noise reduction, jackhammer noise mufflers that can provide up to an additional 10 dB(A) of noise reduction 

can also be used. 

• To minimize the noise from the backup warning alarms on trucks, vehicles would be routed through the construction sites to minimize 

the use of alarms. In addition, vehicles would also be equipped with OSHA-approved quieter backup alarms. 

• Any blasting activities associated with excavation of rock during Tunnel Encasement would be coordinated and conducted with 

permission from the FDNY. The Project Sponsor would provide a blasting schedule to neighboring building owners and occupants. 

Construction vibration monitoring would be required during blasting activities to ensure that vibration does not exceed a level that 

could result in damage to any nearby buildings or structures. 

• Consistent with the protection and monitoring procedures developed for the High Line, construction vibration monitoring would be 

required whenever construction would occur within 90 feet of the High Line structure to ensure that construction activities do not result 

in vibration levels that would be capable of causing damage. 

The Project Sponsor has committed to include a specification in construction documents indicating the following: the only allowable 

construction work hours on the High Line structure and columns for underpinning work (column load transfer) are between 11 PM 

and 7 AM—when the High Line is not open—unless otherwise approved by NYC Parks and Friends of the High Line.

Reader Note: This table has been modified from what was in the DEIS in response to comments from “USDOI_003,” Comment #53, and updates 

to mitigation measures for Parks and Recreation Areas and Section 4(f) Evaluation, identified during consultation with NYC Parks. Changes are 

shown as double-underlined text. Appendix C3 contains the comments received on the DEIS and responses to those comments.
Attachment 1 Revised DEIS Figures 
!

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!

W 34th St

W 25th St

W 35th St

Joe Dimaggio Hwy

W 31st St

Ninth Ave

W 26th St

Tenth Ave

W 22nd St

W 33rd St

Dyer Av

e

Eighth Ave

W 40th St

W 24th St

W 37th St

W 30th St

W 29th St

W 43rd St

Lincoln Tunnel

W 44th St

Eleventh Ave

W 38th St

W 27th Dr

W 21st St

W 41st St

W 36th St

W 42nd St

W 39th St

W 20th St

W 28th St

W 23rd St

W 27th St

Hudson Blvd E HUDSON RIVER

Chelsea

Park

Hudson

River

Park

E

A

I

C

B

H

G

D

F

J

K

WESTERN RAIL YARD INFRASTRUCTURE PROJECT

Transportation and Infrastructure Projects

Figure 4-1

8.12.21 Data source: NYC Dept. of City Planning

Project Site (Western Rail Yard) A

Study Area (1/2-mile perimeter)

!

Transportation and Infrastructure Project 0 1,000 FEET
F

!

F

F

!

F

F

F

!

F

!

F

!

F

F

!

F

F

F

!

F

F

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F

!

F

F

F

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F

F

!

F

F

!

F

!

F

F

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F

F

F

!

F

F

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F

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F

F

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F

F

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F

F

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F

F

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F

F

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F

F

F

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F

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F

F

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F

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F

F

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F

F

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F

F

F

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F

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F

F

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F

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F

F

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F

Eastern

Rail Yard

Hudson

Yards

W 34th St

W 35th St

W 31st St

W 26th St

Ninth Ave

W 33rd St Dyer Ave

W 37th St

W 30th St

W 29th St

W 38th St

W 27th Dr

W 36th St

Lincoln Tunnel Exit

W 28th St

HUDSON

RIVER

Convention

Center

Western

Rail Yard

1

2

3

4

5 6 7

8

10 9

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12

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25

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33

WESTERN RAIL YARD INFRASTRUCTURE PROJECT

Aesthetics and Visual Quality

Project Location and Area of Visual Effect

Figure 11-1

8.2.21

0 400 FEET

Data source: NYS ITS GIS Program Offce; Nearmap, 2020 imagery

Photograph View Direction and Reference Number

F

F

!

Existing High Line Park (Remains Unaltered)

Proposed Tunnel Encasement

Existing Concrete Encasement

Proposed Platform

Area of Visual Effect

Approximate Terra Firma Area

Hudson Yards

Project Site (Western Rail Yard)

1

* Photographs appear in Appendix H.
W 34th St

W 25th St

W 35th St

W 31st St

Ninth Ave

W 26th St

Tenth Ave

W 22nd St

W 33rd St

Dye

r

Av

e

Eighth Ave

W 40th St

Joe Dimaggio Hwy

W 24 th St

W 37th St

Lincoln Tunnel

W 30th St

W 29th St

W 43rd St

W 44th St

Eleventh Ave

Twelfth Ave

W 38th St

W27th

D

r

W 21st St

W 41st St

W 36th St

W 42nd St

W 39th St

W 20th St

W 28th St

W 23rd St

Hudson Blvd E

W 27th St

Zone X

Zone X

Zone X

Zone X

Zone X

Zone X

Zone X

Zone X

Zone X

HUDSON RIVER

Zone VE

(EL 15

Feet)

Zone VE

(EL 16

Feet)

Zone AE

(EL 12 Feet)

Zone AE

(EL 10

Feet)

Zone VE

(EL 14

Feet)

Zone AE

(EL 13

Feet)

Zone AE

(EL 11

Feet)

WESTERN RAIL YARD INFRASTRUCTURE PROJECT

FEMA Preliminary FIRM

Figure 15-1

Project Site (Western Rail Yard)

1% Annual Chance of Flooding

0.2% Annual Chance of Flooding

8.2.21 Data source: FEMA, December 2013 / NYS GIS Program Offce. New York City Orthoimagery, 6-inch resolution, captured April 2018

0 1,000 FEET
TOP OF PLATFORM 

8.11.21

WESTERN RAIL YARD INFRASTRUCTURE PROJECT

Relationship of Platform to High Line 

Figure H-19 
Attachment 1 Appendix F4 























































































Attachment 1 Appendix L 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Rebecca Kriss

From: Allan Zaretsky (DCP) <AZARETSKY@planning.nyc.gov>

Sent: Tuesday, August 10, 2021 10:29 AM

To: Blatnica, Rebecca (Volpe)

Cc: Poole, Andrea (FRA); Stephen Holley; Keri Cibelli; Rebecca Kriss; Osterhues, Marlys (FRA);

Ferres, Rebecca (DOS); Michael Marrella (DCP)

Subject: WRP Concurrence Review: Western Railyard Infrastructure Project (WRP #21-087)

Hello,

We have completed the review of the project as described below for consistency with the policies and intent of the

New York City Waterfront Revitalization Program (WRP).

Western Railyard Infrastructure Project (DOS #F-2021-0402): FRA is evaluating potential financial assistance for

the Western Rail Yard (WYR) Infrastructure Project (Proposed Action), which would consist of a new, approximately

9.8-acre Platform above the MTA’s existing rail yard, which is used and operated by Long Island Rail Road (LIRR) as a

commuter railroad storage yard and maintenance facility. The yard contains storage tracks for 12-car trains, a car

cleaning platform, and other maintenance facilities for LIRR’s commuter rail service into Penn Station. The Platform

would include building foundations which would keep interruptions of yard operations to a minimum. The construction

of the Platform would require the reconstruction and upgrades to approximately 20,000 square feet of railroad staff

facilities and other LIRR support services including existing emergency electrical equipment, and rail car cleaning

services. The Tunnel Encasement in WYR would extend from Eleventh Avenue to 30th Street. Amtrak estimates the

concrete casing extension would be 605 feet long, between 50 and 65 feet wide and between 27 and 38 feet high under

the Western Rail Yard. The Tunnel Encasement in WYR would extend from the recently completed encasement under

Eleventh Avenue and the Eastern Rail Yard. Together, the encasement below both rail yards (WYR and Eastern Rail

Yard) would preserve a total right-of-way of approximately 1,400 feet. No permanent operational components, such as

tracks, lighting, ventilation, or electrical system, would be constructed within the Tunnel Encasement as part of the

Proposed Action.

Based on the information submitted, the Waterfront Open Space Division, on behalf of the New York City Coastal

Commission, having reviewed the waterfront aspect of this action, finds that the actions will not substantially hinder the

achievement of any Waterfront Revitalization Program (WRP) policy and provides its finding to the New York State

Department of State (DOS). Please note that the proposed action(s) are subject to consistency review and approval by

the New York State Department of State (DOS) in accordance with the New York State Coastal Management Program.

This determination is only applicable to the information received and the current proposal. Any additional information

or project modifications would require an independent consistency review.

For your records, this project has been assigned WRP # 21-087. If there are any questions regarding this review, please

contact me.

Allan Zaretsky, AICP

Senior Planner | WATERFRONT & OPEN SPACE DIVISION

Waterfront Revitalization Program Consistency Review

NYC DEPT. OF CITY PLANNING

120 Broadway, 31st Floor • NEW YORK, NY 10271

t 212.720.3448 • azaretsky@planning.nyc.gov

http://www1.nyc.gov/site/planning/applicants/wrp/wrp.page

1
 

 

 

 

STATE OF NEW YORK 

DEPARTMENT OF STATE 

O NE C O M M E R C E P LAZA ANDREW M. CUOMO 

99 W A S H I N G T O N A V E N U E GOVERNOR 

ALBANY, NY 12231-0001 RO S S A N A R O S A D O 

WWW.DOS.NY.GOV SECRETARY OF STATE 

 

 

August 10, 2021 

Marlys Osterhues 

Federal Railroad Administration 

1200 New Jersey Avenue, SE 

Washington DC 20590 

Re: F-2021-0402 (DA) 

Federal Railroad Administration submission of a 

consistency determination - A new 9.8-acre platform above 

the MTA's existing rail yard and reconstruction and 

upgrades to railroad staff facilities and other LIRR support 

services and a 605-foot-long Tunnel Encasement under the 

Western Rail Yard. 

Concurrence with Consistency Determination 

Dear Marlys Osterhues: 

The Department of State has completed its review of the Corps’ consistency determination regarding the 

proposed installation of a new 9.8 acre platform in the West Hudson Rail Yard and a tunnel encasement under 

the Western Rail Yard near the Hudson River, with the New York City Waterfront Revitalization Program. 

Based upon the information submitted, the Department of State concurs with the Corps’ consistency 

determination regarding this matter. 

Please feel free to contact Rebecca Ferres at (518) 419-7490 or e-mail at: rebecca.ferres@dos.ny.gov and 

reference file no. F-2021-0402 (DA). 

Sincerely, 

Gregory L. Capobianco 

Office of Planning, Development and 

Community Infrastructure 

GLC/rf 

cc: DEC Region 2 

NYC LWRP- Chris Wassif and Allan Zaretsky 
Attachment 1 Appendix O3 
 

 

 

 

 

 

 

 

 

 

 

United States Department of the Interior 

OFFICE OF THE SECRETARY 

Office of Environmental Policy and Compliance 

5 Post Office Square, Suite 18011 

Boston, Massachusetts 02109 

July 23, 2021 

9043.1 

ER 21/0229 

Andrea Poole 

USDOT Federal Railroad Administration 

Environment and Project Engineering Division 

1200 New Jersey Ave SE 

Washington, DC 20590 

Subject: Draft Environmental Impact Statement and Draft Section 4 (f) Evaluation 

Western Rail Yard Infrastructure Project 

New York County, New York 

Dear Ms. Poole: 

The U.S. Department of the Interior (Department) has reviewed the Draft Environmental Impact 

Statement and Draft Section 4(f) Evaluation for the Western Rail Yard Infrastructure Project in 

New York County, New York. The proposed project consists of covering and protecting the 

active railroad tracks in the Western Rail Yard and preserving a right-of-way through the 

Western Rail Yard to support the future construction of a trans-Hudson passenger rail crossing 

into New York Penn Station. The following comments on this project are offered for your 

consideration. 

Section 4(f) Evaluation Comments 

The Department concurs with the Federal Railroad Administration (FRA) determination that 

noise levels at portions of the High Line Park (High Line) during construction activities for the 

Preferred Alternative and the temporary underpinning of the High Line would be a de minimis 

impact under Section 4(f). Since New York City (NYC) Parks is the official with jurisdiction for 

the High Line as a park resource, they must concur that the project will not adversely affect the 

activities, features, or attributes that make the High Line eligible for Section 4(f) protection, 

before FRA may finalize the de minimis impact determination. We understand that FRA is 

consulting with NYC Parks and have informed them of their intent to find the impacts are de 

minimis under Section 4(f). In addition, we understand that FRA has proposed measures to 

avoid, minimize, and mitigate harm to the High Line. 

The FRA has also determined there will be no adverse effect to any historic properties in the area 

under Section 106, provided they complete a construction protection plan for the historic 
 

 

 

2 

properties in the area, which include the North River Tunnel and the High Line. In a letter dated 

February 11, 2021, the New York State Historic Preservation Office concurred with the Section 

106 finding, and FRA is using this concurrence to support their de minimis finding. 

The Department encourages FRA to complete their coordination with NYC Parks and provide 

NYC Parks concurrence with the de minimis finding in the final Section 4(f) Evaluation. The 

Department has no objection to the Section 4(f) approval, provided that a letter from NYC Parks, 

with their concurrence, be included in the final Section 4(f) Evaluation. 

Thank you for the opportunity to review and comment on this project. If you have questions 

regarding these comments, please contact Mark Eberle, National Park Service, at (215) 597-

1258, or mark_eberle@nps.gov. Please contact me at (617) 223-8565 if I can be of further assistance. 

Sincerely, 

Andrew L. Raddant 

Regional Environmental Officer 

cc: SHPO-NY (daniel.mackay@parks.ny.gov) 




Attachment 1 

Letter from Related dated July 21, 2021 
RELATED

July 21, 2021

Via FedEx

Ms. Andrea Poole

Environmental Protection Specialist

Office of Railroad Policy and Development

U.S. DOT Federal Railroad Administration

1200 New Jersey Avenue, SE.

Washington, D.C. 20590

Re: NYC Parks Comments on Western Rail Yard Infrastructure Project DEIS

Dear Ms. Poole:

I am writing in response to a letter dated June 18, 2021 (the “Letter”) that the New York

City Department of Parks & Recreation (“NYC Parks”) submitted regarding the draft

Environmental Impact Statement (the “DEIS”) for the Western Rail Yard Infrastructure Project

(the “Project”). As you know, the Project is a joint venture between WRY Tenant LLC (“Related”)

and National Railroad Passenger Corporation to construct and operate a structural platform and a

railroad right-of-way preservation tunnel encasement in the western half of the Metropolitan

Transportation Authority Long Island Rail Road John D. Caemmerer Yard, which is bounded by

West 30th and West 33rd streets and between 11th and 12th avenues (such area, the “Western Rail

Yard”).

The DEIS evaluated the effects of the Project on the High Line — a public park owned by

the City of New York and under the jurisdiction of NYC Parks (the “High Line”) — located within

the Western Rail Yard. Based on the required implementation of a Construction Protection Plan

(which would be required to meet the guidelines set forth in the New York City Department of

Buildings’ Technical Policy and Procedure Notice #10/88, the New York City Landmark

Preservation Commission’s “Protection Programs for Landmarked Buildings” guidance

document, and the National Park Service’s Preservation Tech Notes, Temporary Protection #3:

Protecting a Historic Structure during Adjacent Construction), measures to reduce noise and

vibration levels, and a limited construction work schedule, the DEIS correctly stated that the

Federal Railroad Administration expects to determine that the Project would have de minimis

impacts on the High Line.

The Letter contended that additional mitigation measures were needed because the Project

and the construction of the Project will make it more difficult to access the High Line for

inspection, maintenance, painting, and repair. Specifically, NYC Parks claimed that the Project’s

proximity to the High Line will affect NYC Parks’ ability to maintain the High Line structure and

make it less efficient and more costly to undertake site preparation work (“lead paint removal and

painting of the structure, concrete and steel repairs, and drainage improvements”) that will be

needed in connection with the completion of the third phase of the High Line. NYC Parks
July 21, 2021

Page 2

requested that the mitigations be revised to include an inspection of the High Line structure in the

areas where the Project construction will affect High Line access and completion of any structural

repairs and painting prior to the commencement of the Project construction.

While we share NYC Parks’ commitment to preserving and protecting the High Line, we

respectfully disagree that additional mitigations are needed to avoid more than de minimis impacts

to the High Line. The effects of development under and around the High Line at the Western Rail

Yard have been vetted extensively over the past twelve years, including extensive engagement by

NYC Parks. Numerous existing protections for the High Line outlined below, together with the

measures identified in the DEIS, will provide sufficient protection for the High Line during the

construction and operation of the Project so as to avoid anything more than de minimis impacts on

the use and operation of the High Line.

A prior Environmental Impact Statement for the Western Rail Yard mixed-use

development (which included the platform that is the subject of the DETS) issued in October 2009

(CEQR No. O9DCPOO7M) (the “First ETS”) assessed the effects of construction under and around

the High Line, both as an open space resource and a historic architectural resource. The First ETS

did not identify any open space impacts with respect to the High Line.’ The First ETS did, however,

require the lead agencies and Related to develop a Letter of Resolution with the New York State

Office of Parks, Recreation, and Historic Preservation providing for the implementation of a

construction protection plan to protect the High Line from any potential construction-related

adverse physical impacts, such as ground-borne construction-period vibrations, falling debris, and

damage from heavy machinery.2 This commitment is also set forth in that certain Restrictive

Declaration dated April 10, 2014 and recorded at City Register File Number 2014000154631 (the

“Restrictive Declaration”) recorded against the Western Rail Yard property.3 As a result of these

measures, the First ETS determined that there would be no significant adverse impacts on the High

Line as a result of the proposed development.

Subsequently, the City of New York negotiated and agreed to specific rights and

protections with respect to the High Line in the Western Rail Yard to ensure that there would be

coordination between NYC Parks and Related to allow for the rehabilitation, operation, and

maintenance of the High Line for public recreational use side-by-side with the construction,

operation, and maintenance of the platform and mixed-use development by Related at the Western

Rail Yard. The Amended, Modified, and Restated High Line Easement Agreement dated April 10,

2013 and recorded at City Register File Number 2013000276097 (the “Easement Agreement”), to

which the City of New York is a party, provides for, among other things:

Perpetual easements over the Western Rail Yard for the High Line structure, including

“any alterations, replacements, substitutions and renewals thereof’ and for structural

supporting elements;

‘See First EIS, Chapter 6 Open Space.

2 First EIS, Chapter 8 Historic Resources p. 8-16 and Chapter 21 Construction Impacts pp. 21-3 - 21-4.

Restriction Declaration Section 3.0 1(h).
July 21, 2021

Page 3

• Reciprocal easements as between the City of New York and the owners of the Western

Rail Yard parcels to enter the Western Rail Yard parcels and the High Line easement area,

respectively. The access easement benefiting the City of New York provides explicitly for

access for City personnel “to perform any inspections, repairs, maintenance, construction,

restoration, improvements, alterations or capital improvements” to the High Line and

related support facilities;

• The City’s review of any work that involves the Western Rail Yard developer’s exercise

of its rights under the Easement Agreement (e.g., construction of the platform that affects

the High Line);

• The Western Rail Yard developer’s responsibility for the restoration of any High Line

structures damaged in the course of the developer’s exercise of its rights under the

Easement Agreement; and

• Construction-period coordination between the City and the Western Rail Yard developer

to ensure that the Western Rail Yard mixed-use development (which included the platform

that is the subject of the DEIS) and the restoration and use of the High Line as a park

proceed in a timely and safe manner.

Importantly, the foregoing rights of the City of New York (and NYC Parks as the City agency with

jurisdiction over the High Line) were specifically granted by Related and the Metropolitan

Transportation Authority to ensure that the NYC Parks has the rights to undertake the site

preparation work referenced in the Letter in coordination with Related’s development of the

Western Rail Yard.

In summary, the effects of development under and around the High Line have been studied

carefully and accounted for in the First EIS and have been implemented, with the extensive

involvement and consent of the City of New York and NYC Parks, in the Restrictive Declaration

and Easement Agreement. These items were omitted from the Letter and are conclusive that

additional mitigation measures are not needed to avoid more than de minimis impacts to the High

Line.

Thank you for your attention to this matter.

Sincerely,

Andrew Rosen

WRY Tenant LLC do The Related Companies LP

cc: Tal Golomb, Fried, Frank, Harris, Shriver & Jacobson LLP
Attachment 2 

High Line Easement Agreement, City Register File Number 2013000276097 























































































Attachment 3 

Amtrak’s Construction Specification for the Project 
Protection of Existing Facilities, Structures, Utilities, 

Section 02254 and Railroad Infrastructure 

PART 1 - GENERAL 

1.01 SECTION INCLUDES 

A. Requirements for furnishing all labor, materials, tools, and equipment and 

performing all operations necessary to maintain, protect, secure and, if necessary, 

safely support (such as underpinning by ground treatment methods) existing 

facilities, and structures including bridges, tunnels, utilities and Railroad 

infrastructure in the vicinity of the Project affected by the Work hereunder. 

B. This Section covers existing facilities, structures, utilities and Railroad 

infrastructure including, but not limited to: 

1. High Line Structure 

2. 11th Avenue Viaduct Structure 

3. Hudson Yards Tunnel 

4. NYCT No. 7 Line Subway Tunnels 

5. Substations, Switch Gear and Appurtenances 

6. Underground Utilities: 

a. Key Control Cables 

b. Cables 

c. Compressed Air 

d. Gas 

e. Water 

f. Power 

g. Communications 

h. Cablevision 

i. Drainage/Sewage 

j. Cable/Utility Channels 

k. Manholes 

7. Railroad Systems: 

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a. Tracks and third rail facilities including switches and point operating 

equipment 

b. Power Supply systems 

c. Signal systems 

d. Control systems 

8. Existing Monitoring Wells 

C. This section also specifies the requirements for performing, and the elements 

included in, a Pre-Construction Survey and a Post-Construction Survey of existing 

facilities and structures within the zone of influence of the Work. 

D. Any facility that is complete or partially complete at time of Contractor’s 

construction activities shall be protected in accordance with the requirements of 

this Section. 

E. Definitions: 

1. Action Level Plan: Detailed plan for corrective measures to be implemented 

should the Response Levels be reached or exceeded, as specified herein. 

2. Alert Level: The second and greater instrument reading that may stop the 

construction and necessitates mitigative action to halt settlement or other 

movement and avoid damage to existing structures and facilities. 

3. Facility: Building, bridge, roadway, railroad infrastructure, structure, 

tunnel, or element of a utility system. This does not include new tunnels, 

shafts, or related ancillary structures to be built under this Contract. 

4. Protection: Work required for maintaining required operation of, and/or 

structural integrity for, existing facilities which may be achieved by 

methods such as but not limited to effective control of support of excavation 

systems, dewatering, excavation and construction staging. Any 

remediation, improvement or repairs required to improve the existing 

condition prior to construction to ensure continued operation and structural 

integrity, are also included in this definition. 

5. Response Levels: These are “Alert Level” and “Review Level”. 

6. Response Ranges: Comparable to Response Levels, but for railroad tracks. 

See additional information herein below. 

7. Review Level: The instrumentation value range above which will trigger 

the evaluation of current construction methodology and if necessary, 

implementation of mitigative action to avoid detrimental effect on the 

surrounding facilities. 

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8. Zone of Influence: A theoretical zone of potential ground movements due 

to excavation activities and blasting. The zone of influence is dependent on 

the Contractor’s means and methods and may include ground movements 

due to support of excavation (SOE) wall installation, excavation, blasting, 

vibrations, or groundwater control activities. 

1.02 REFERENCED SECTIONS 

A. Section 01540 – Safety Planning and Supervision 

B. Section 01555 – Maintenance and Protection of Traffic 

C. Section 02240 - Dewatering 

D. Section 02485 – Secant Pile Walls 

E. Section 02495 – Instrumentation 

F. Section 03300 – Cast-in-Place Concrete 

G. Section 05120 – Structural Steel 

1.03 CITED STANDARDS 

A. New York City Department of Transportation Standard Highway (NYCDOT) 

Specifications 

1.04 NOTED RESTRICTIONS 

A. Protection of all Railroad facilities shall be coordinated with the appropriate 

Railroad. 

B. Do not begin Maintenance and Protection Work until the following conditions have 

been met: 

1. Required submittals have been made and the Owner’s Representative has 

reviewed submittals. 

2. Contractor performs a pre-construction survey of existing structures, 

facilities, utilities and Railroad infrastructure, including but not limited to 

Railroad facilities, switches, third-rail and catenary structures, and other 

structures adjacent to the excavation areas prior to the start of work, and 

shall submit a pre-construction survey report to the Owner’s Representative 

for review not less than 14 days before beginning support of excavation wall 

installation. 

3. Installation of geotechnical instrumentation and monitoring program 

(subsurface, surface and building) has been completed and base lined, in 

accordance with Section 02495. 

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4. All issues related to health and safety have been met and all submittals have 

been made in accordance with Occupational Safety & Health 

Administration (OSHA) requirements, Section 01540, and other applicable 

codes and regulations of Federal, State, City, and local agencies having 

jurisdiction. 

5. Required personnel with qualifications specified in the referenced Sections 

and herein are available on the Work Site to perform the Work. 

6. Maintenance and protection Work shall adhere to schedule restrictions due 

to train and traffic movements, Work Site access constraints, and safety 

policies in force at the time. 

7. The maintenance and protection methods shall not contaminate or degrade 

the groundwater quality on the Work Site. The method has to be compatible 

with Amtrak, MTA/LIRR and NYCDOT access and protection restrictions 

and closure requirements. 

8. All permits and permissions for maintenance and protection Works have 

been obtained from property owners including Amtrak, MTA/LIRR and 

NYCDOT, and submitted to the Owner’s Representative. Permits not 

included in the bid documents are the Contractor’s responsibility. 

C. Assume financial responsibility for repairs to be made by the Railroads and utility 

companies for damage to their facilities and structures caused by the Contractor’s 

operations. Do not make repairs to utility facilities without written direction from 

the Owner’s Representative and facility owner. 

D. No structure or part of a structure shall be modified, removed or demolished 

without prior review of Work plan by the Owner’s Representative. No modification 

of bridge piers below existing ground surface shall take place without prior 

inspection of partially exposed footing by Owner’s Representative. 

1.05 QUALITY CONTROL 

A. Regulatory Requirements: 

1. Amtrak’s Track Safety Standards: 

a. AMTRAK MW 1000 – Limits and Specifications for the Safety, 

Maintenance, and Construction of Track 

2. Code of Federal Regulations (CFR) 

a. 29 CFR 1926 – Safety and Health Regulations for Construction 

(OSHA) 

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Protection of Existing Facilities, Structures, Utilities, 

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B. Employ a superintendent for this Work with a minimum of six (6) months 

experience in responsible charge of similar operations during the three (3) years 

preceding start of construction. 

C. The Work shall comply with applicable Federal, State, City, and local regulatory 

requirements. 

D. Contractor’s designer shall be a Professional Engineer licensed in the State of New 

York. Establish to the satisfaction of the Owner’s Representative that Contractor’s 

designer has suitable experience in the type of Work specified herein. 

E. Pre- and post-construction surveys shall be conducted and reported by Contractor’s 

designer. Establish to satisfaction of Owner’s Representative that Contractor’s 

designer has at least ten years’ relevant experience, and has performed condition 

assessment on buildings, buried structures and utilities for at least one project of 

comparable scope within the last five years. 

F. Contractor shall be responsible for safety and any damage due to its Work and for 

any corrective action or repairs needed to restore any damaged structure or facility 

to its condition that existed before the start of Work. 

G. Assess ground movement and damage to facilities, structures, utilities, and Railroad 

infrastructure, caused by the Work. Verify the adequacy of the response/ threshold 

levels and if necessary propose more stringent response/ threshold levels, to match 

Contractor’s chosen means and methods of construction. Ensure the adequacy, 

stability and safety of the identified facilities, structures, utilities and Railroad 

infrastructure affected by Contractor‘s chosen means and methods of construction. 

1.06 COORDINATION FOR PRE-CONSTRUCTION AND POST-CONSTRUCTION 

SURVEYS 

A. Make arrangements for access to buildings and facilities through the Owner’s 

Representative or directly with owner of building or facility, as applicable. Provide 

documentation of direct coordination. 

B. The Owner’s Representative may participate in the structures surveys. Notify the 

Owner’s Representative not less than 48 hours prior to performing the inspections, 

and perform these inspections at times convenient to the Owner’s Representative. 

C. Coordinate the requirements of Section 02495 Instrumentation, which requires 

monitoring to detect possible movement of structures and other facilities. 

Document placement of monitoring devices and existing conditions at the time of 

placement of devices in a Pre-Construction Condition Survey Report as specified 

herein. 

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1.07 SUBMITTALS 

A. Qualification: A minimum of 60 days before commencement of the Work, submit 

documentation for review to the Owner’s Representative demonstrating that the 

assigned superintendent proposed to perform the Work covered by this Section 

meets requirements specified herein. 

B. A minimum of 45 days before commencement of the Work, submit the following: 

1. Assessment of potential ground movements and potential damage caused 

by the Work on facilities, structures, utilities, and Railroad infrastructure. 

Assessments shall include computations and Shop Drawings. 

2. Work plan for protecting existing facilities, structures, utilities and Railroad 

infrastructure, which shall include the following as a minimum: 

a. Methods, staging, and necessary details for maintenance and 

protection measures. 

b. Design computations to support Shop Drawings. 

c. Maintenance and protection of Work schedule shall be coordinated 

with Railroad operations as required. Schedule shall show times for 

mobilization and installation of protective measures as related to the 

tunnel driving and shaft/ open-cut excavation activities. 

d. Copies of required permits to be obtained by Contractor. 

e. Action Level Plans: Detailed plans for corrective measures to be 

implemented should the Response Levels or ranges be reached. The 

Action Level Plans shall include an Emergency Response Plan, 

which shall describe in detail the contingency plans for disabling 

tracks/ diverting traffic and notifying emergency services should 

alert levels or “red” range values be exceeded (or any other 

emergency situation caused by construction activities that 

influences structures, utilities or Railroad infrastructure). 

f. Together with Action Level Plans, submit proposed Review and Alert 

Level movement limits for instruments to be installed outside of the 

facilities where such movement limits have been specified herein. 

C. Pre-Construction Condition Survey Report: Submit Pre-Construction Condition 

Survey Reports no later than 90 days before commencement of Work. 

D. Post-Construction Condition Survey Report: Submit Post-Construction Condition 

Survey Reports within 30 days of completing the post-construction condition 

surveys. 

E. Owner’s Representative to review and approve all submittals. 

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1.08 DELIVERABLES 

None Listed 

PART 2 - PRODUCTS 

2.01 MATERIALS 

A. Provide materials conforming to the applicable requirements for each system for 

which they are required or, if not specified, conform to the requirements of the 

respective utility or structure owner. 

B. All lumber and plywood used for the protection of existing facilities shall be fire 

retardant. 

C. Cast-in-Place Concrete shall conform to the Section 03300. 

PART 3 - EXECUTION 

3.01 GENERAL 

A. Verify in the field all dimensions, locations, and elevations of existing structures 

shown on the Contract Drawings, on As-Built drawings and/ or data supplied by 

the Owner’s Representative for existing facilities, structures or installations before 

commencement of any Work that may require modification of these facilities. 

Notify the Owner’s Representative of any discrepancies between Contract 

Drawings and documentation provided by the Owner’s Representative, and actual 

conditions that may exist before performing related Work. 

B. It is the responsibility of the Contractor and its Designer to determine measures and 

develop engineering designs, and implement those measures necessary to protect 

the stability and integrity of every facility, structure, utility, and Railroad 

infrastructure that might be affected by the Work. 

C. As a minimum, maintenance and protection measures are to be designed and 

installed to limit movement to facilities, structures, utilities, and Railroad 

infrastructure, identified herein, to not exceed response (review/alert) levels that 

conform to Sections 02240 and 02495 specified herein. 

D. Repair or replace, with the same materials in place, any structure or portion thereof 

that is damaged by the Work subject to the approval of the property owner. 

E. Notify the Owner’s Representative and the owners of utilities that are not indicated 

on the Contract Drawings or marked in the field. 

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F. Notify the Owner’s Representative to permit facility and utility owners, and 

personnel engaged by them, access to the Work Site in order to maintain, relocate 

or inspect their facilities, and cooperate with them in performing this Work. Access 

to NYCT tunnels shall be per additional requirements shown on the Contract 

Drawings. 

G. Provide and maintain safeguards necessary to protect persons and property from 

injury or damage during the performance of the Work. This includes protective 

fencing that may be required by the operating Railroads. 

H. Before the start of construction, verify the location of project control markers/ 

benchmarks and obtain sufficient information to confirm coordinate and elevation 

values of each Project control marker. Protect and maintain project control markers 

during construction. 

I. Conduct the Work so that no equipment, material, or debris will be placed on or be 

allowed to fall upon Railroad, bridges or private property in the vicinity of the Work 

unless acceptance from the Owner’s Representative and the owner of the adjacent 

property is obtained. 

J. Comply with Owner’s requirements for minimum clearance of all proposed Work 

with active railroad tracks, during the construction period. 

K. During construction, all affected pedestrian and vehicular traffic crossings shall be 

maintained and protected as indicated in Section 01555 and as shown on the 

Contract Drawings. 

L. Maintain, clean, and sweep all pedestrian walkways and vehicular roadways 

adjacent to the Work Site as required. 

M. Minimum Grouting/Ground Treatment Monitoring Requirements: 

1. General: As specified in Section 02495 and the Contract Drawings. 

2. During Grouting/Ground Treatment: A grid of surface monitoring points 

Type 1 (S1) to monitor heave or settlement shall be established over any 

area of ground treatment. The spacing between points in both directions 

shall not be more than 15 feet. This grid shall extend at least 30 feet beyond 

the edges of the ground treatment zone. For structures/facilities, the 

minimum instrumentation shall be as shown on the Contract Drawings. 

3. Prior to Grouting/Ground Treatment, all manholes and other sub-surface 

chambers with 30 feet of grouting operations shall be opened, inspected and 

potential ingress pathways for grout shall be sealed using methods agreed 

with the Owner’s Representative and the owner of the manhole/chamber. 

N. Frequency of Monitoring: 

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Protection of Existing Facilities, Structures, Utilities, 

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1. General requirements for facilities, structures, utilities, and Railroad 

infrastructure to be monitored by the Contractor shall be as specified in 

Section 02495 and the Contract Drawings. 

2. During Ground Treatment: Continuous monitoring, recording and reporting 

of movements during ground treatment trials and production treatment 

installation by Contractor. 

O. Conduct the Work so that no equipment, material, or debris will be placed on, drive 

across or otherwise come into contact with surface utilities, shallow buried utilities, 

manholes, duct banks, cable troughs or other similar facilities unless acceptance 

from the Owner’s Representative is obtained. Physical barriers and surface markers 

shall be installed for the duration of the Works in the area to prevent such loading. 

P. Before the start of construction, complete any repairs or improvements to the 

condition of the existing facility, structure, utility or infrastructure, in accordance 

with the Work plan, required to ensure continued operation and stability during the 

Works. 

3.02 ALLOWABLE SETTLEMENT AND HORIZONTAL DISPLACEMENT 

A. Non-Railroad Infrastructure: Maximum structure movement and/or angular 

distortion shall not to exceed the limits shown below: 

1. Buildings: 

Review Level Alert Level 

Total Settlement (in.) 0.5 1.0 

Angular Distortion 1:1000 1:750 

Horizontal Displacement (in.) 0.25 0.50 

2. High Line Structure: 

Review Level Alert Level 

Total Settlement (in.) 0.5 1.0 

Angular Distortion 1/1000 1/750 

Horiz. Displacement (in.) 0.50 0.75 

B. Railroad Infrastructure: Maximum movement and/or angular distortion based on 

structural or track monitoring and/ or adjacent ground monitoring shall not exceed 

the limits shown below: 

1. Tracks, Turnouts, and Switches: See Paragraph 3.05 and table at the end of 

this Section. 

2. Reinforced Retaining Walls: 

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Review Level Alert Level 

Total Settlement (in.) 0.50 1.0 

Angular Face Distortion 1/1000 1/750 

Horiz. Displacement (in.) 0.50 1.0 

3. Masonry and Unreinforced Retaining Walls: 

Review Level Alert Level 

Total Settlement (in.) 0.30 0.60 

Angular Face Distortion 1/1600 1/1400 

Horiz. Displacement (in.) 0.30 0.60 

4. Subway and Railroad Tunnel Structures: 

Review Level Alert Level 

Total Settlement (in.) 0.25 0.50 

Horiz. Displacement (in.) 0.25 0.50 

5. All Railroad utilities such as signals, lighting, catenary, and communication 

systems shall be maintained in operating condition. 

3.03 ALLOWABLE GROUNDWATER DRAWDOWN 

A. Maximum groundwater drawdown outside the limits of the excavation shall be as 

specified in Section 02240. 

3.04 RESPONSE LEVELS 

A. At Review Level, Contractor shall immediately undertake the measures defined in 

the Action Level Plan. 

B. Alert Level: Take all necessary steps so that the Alert Level is not reached. 

Contractor may be directed to suspend activities in the affected area with the 

general exception of those actions necessary to avoid reaching or exceeding the 

Alert Level. 

3.05 RESPONSE RANGES FOR TRACKS, TURNOUTS, AND SWITCHES 

A. The limits of the Response Ranges are based on the Class III track rating (operating 

speed to 60-mph) for all rail tracks. See table at the end of this Section. 

B. Green Range: No response action required. 

C. Yellow Range: The lower limit of the Yellow Range is the Review Level, and is 

set at 75 percent of the Alert Level. When track movement reaches the Review 

Level, Contractor will immediately undertake the measures defined in the Action 

Level 

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D. Red Range: PPV above 2.0 in/sec. Values in this range are not permitted. For PPV 

above 2.0 in/sec., MTA/NYCT shall be consulted for appropriate corrective action. 

E. Red Range: The lower limit of the Red Range is the Alert Level. This is set at the 

maintenance limit in accordance with Amtrak MW 1000. When track movement 

reaches the Alert Level, contingency measures must be implemented to 

immediately bring the track back into tolerance and assure safe operation. The 

upper limit of the Red Range is the maximum permitted out-of-tolerance for the 

operating track. This is set at the safety limit in accordance with Amtrak MW 1000. 

3.06 RESPONSE RANGES FOR NO. 7 LINE SUBWAY TUNNELS 

A. The limits of the Response Ranges are based upon requirements of New York City 

Transit, and are set forth in this section. These values are pertinent for vibration 

generated by either blasting or pile driving. 

B. Green Range: Peak Particle Velocity (PPV) up to 0.5 in/sec above ambient. No 

response action required. 

C. Yellow Range: PPV above 0.5 in/sec above ambient up to 2.0 in/sec. If values are 

recorded in this range, review and evaluation will be conducted by Owner’s 

Representative and NYCT Engineer. Mitigation procedures will be initiated for 

either blast design or pile driving procedures as appropriate. 

D. Red Range: PPV above 2.0 in/sec. Values in this range are not permitted. 

3.07 RESPONSE RANGES FOR 11TH AVENUE VIADUCT STRUCTURE 

A. The limits of the Response Ranges are based upon requirements of New York City 

Department of Transportation, and are set forth in this section. 

B. Green Range: Dynamic Strain measured on the supports of the 11th Avenue Viaduct 

up to 150 microstrains. No response action required. 

C. Yellow Range: Dynamic Strain measured on the supports of the 11th Avenue 

Viaduct above 150 microstrains up to 500 microstrains. If values are recorded in 

this range, review and evaluation will be conducted by Owner’s Representative. 

Mitigation procedures will be initiated for blast design. 

D. Red Range: Dynamic Strain measured on the supports of the 11th Avenue Viaduct 

above 500 microstrains. Values in this range are not permitted. 

3.08 RESPONSE RANGES FOR HUDSON TUNNEL 

A. The limits of the Response Ranges are based upon recommendations described by 

the International Society of Explosives Engineers, and are set forth in this section. 

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B. Green Range: Peak Particle Velocity (PPV) up to 2.0 in/sec. No response action 

required. 

C. Yellow Range: PPV above 2.0 in/sec up to 4.0 in/sec. If values are recorded in this 

range, review and evaluation will be conducted by Owner’s Representative. 

Mitigation procedures will be initiated for either blast design or pile driving 

procedures as appropriate. 

D. Red Range: PPV above 4.0 in/sec. Values in this range are not permitted. 

3.09 RESPONSE RANGES FOR HIGH LINE STRUCTURE 

A. The limits of the Response Ranges are based upon recommendations described by 

the International Society of Explosives Engineers, and are set forth in this section. 

B. Green Range: Peak Particle Velocity (PPV) up to 1.5 in/sec. No response action 

required. 

C. Yellow Range: PPV above 1.5 in/sec up to 2.0 in/sec. If values are recorded in this 

range, review and evaluation will be conducted by Owner’s Representative. 

Mitigation procedures will be initiated for either blast design or pile driving 

procedures as appropriate. 

D. Red Range: PPV above 2.0 in/sec. Values in this range are not permitted. 

3.10 ACTION LEVEL PLANS 

A. The Action Level Plan shall be a live document continuously updated to reflect 

changes in contact details for all key members of the organizations, including, but 

not limited to Amtrak Senior Management, Owner’s Representative, Emergency 

Services, Railroad Operators, Utility Owners, Adjacent Structure Owners, 

Contractor, and Subcontractors. 

B. The Action Level Plan shall identify the actions to be taken at each response 

level/range for each element of the Work which may cause movement or member 

loads to exceed the response levels/ ranges and shall include as a minimum, the 

names of the responsible person for the activity currently being undertaken and the 

measures to be taken. The Action Level Plan, as a minimum, shall also identify all 

key structures and utilities throughout the Site and define the party responsible for 

each structure. The Action Level Plan shall also identify the resources required for 

each Alert Level including the notification required if action is taken at each level. 

C. The plans of action shall include proposed Response Levels for instruments on 

facilities for which limits have not been specified in Section 02254. 

D. The general Action Level Plan shall form the basis of meetings with the Owner’s 

Representative to discuss response action(s) as specified elsewhere herein. This 

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Protection of Existing Facilities, Structures, Utilities, 

Section 02254 and Railroad Infrastructure 

plan of action shall be positive measures by Contractor to perform any or all of the 

followings as applicable: 

1. Limit further excavation-induced structure, Railroad facility, utility and 

ground movements. 

2. Limit further drop in groundwater and piezometric levels. 

3. Control vibrations. 

4. Maintain loads in structural members within design limits. 

5. Maintain the structural integrity of adjacent structures and utilities. 

6. Maintain Railroad operations and roadway traffic. 

E. As a minimum, the measures identified in Division 1 shall be incorporated in the 

Action Level Plan. Review and propose additional measures that are considered 

necessary to meet the requirements of the Work for the review of the Owner’s 

Representative. 

F. At a minimum, one copy of the Action Level Plan shall be held at each excavation 

face and at Contractor’s Office. 

G. Conduct a workshop before starting micro-tunneling, before installing an 

excavation support system at a location, before commencing ground treatment at a 

location, and as otherwise required, to inform and train project staff to ensure 

understanding of plans that delineate the actions to be taken when settlement 

indicators and other instrument show that response levels have been reached. 

Include key management and supervisory staff from Contractor, specialty 

Subcontractor(s), Railroads, and Owner’s Representative. 

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Protection of Existing Facilities, Structures, Utilities, 

Section 02254 and Railroad Infrastructure 

Railroad Infrastructure Response Ranges 

Values For Green Values For Yellow Values For Red 

Range (in) Range (in) Range (in) 

Turnouts Turnouts Turnouts 

& & & 

Tracks Switches Tracks Switches Tracks Switches 

Track The runoff in any 31’ 0 to 0 to 1-1/8 1-1/8 to 1-1/8 to 1-1/2 to 1-1/2 to 2 

Surface of rail at the end of a 1-1/8 1-1/2 1-1/2 2 

raise may not be more 

than 

The deviation from 0 to 0 to 7/8 1-1/4 to 7/8 to 1-5/8 to 1-1/8 to 

uniform profile on 1-1/4 1-5/8 1-1/8 2-1/4 2-1/4 

either rail at the midordinate of a 62’ chord 

may not be more than 

The deviation from 0 to 7/8 0 to 5/8 7/8 to 5/8 to 7/8 1-1/4 to 7/8 to 

zero crosslevel at any 1-1/4 1-3/4 1-3/4 

point on a tangent may 

not be more than 

The reverse elevation 0 to 1 0 to 5/8 1 to 5/8 to 7/8 1-3/8 to 7/8 to 

on curves may not be 1-3/8 1-3/4 1-3/4 

more than 

The difference in 0 to 0 to 3/4 1-1/8 to 3/4 to 1 1-1/2 to 1 to 2 

crosslevel between any 1-1/8 1-1/2 2 

two points less than 62’ 

apart may not be more 

than 

Alignment The deviation of the 

mid-ordinate from a 

0 to 7/8 0 to 5/8 7/8 to 

1-1/4 

5/8 to 7/8 1-1/4 to 

1-3/4 

7/8 to 

1-3/4 

62’ chord may not be 

more than 

For curved track, the 0 to 5/8 0 to 1/2 5/8 to 1/2 to 5/8 7/8 to 5/8 to 

deviation of the 7/8 1-1/4 1-1/4 

midordinate from a 31’ 

chord may not be more 

than 

Note: Refer to Amtrak MW 1000 for a more detailed description/illustration of the maximum allowable 

movements in various track geometries. Measured movement values exceeding the Review Level 

during excavations/construction will be reviewed and evaluated by the Owner’s Representative. 

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Protection of Existing Facilities, Structures, Utilities, 

Section 02254 and Railroad Infrastructure 

3.11 PRE-CONSTRUCTION CONDITION SURVEY 

A. Prior to construction, conduct a pre-construction condition inspection survey of all 

existing structures and facilities within the Zone of Influence of the Work. Expand 

the scope of the surveys to include existing tunnels, structures, manholes, and 

facilities that may be impacted by construction activities. The inspection forms the 

basis from which negative impacts such as new cracks, new damage, new 

settlement, and worsening of existing progressive cracks will be measured. 

B. Prepare a Condition Survey Form in a format approved by the Owner’s 

Representative. The Form shall provide a unique identity control number for each 

structure and facility, and provide space for listing general information, such as 

location details and structure type, as well as particular information on materials, 

condition, existing damage, aperture and persistence of cracks, and disrepair 

observed during visual inspection. The Form shall also facilitate recording postconstruction inspection information. The Form shall be signed by the Contractor’s 

design engineer, as well as the owner of the building or facility. 

C. Inspect both external and internal conditions, where applicable. 

D. Document the existing pre-construction condition of existing structures and 

facilities by identifying, measuring and recording all visible cosmetic and structural 

defects using sketches, photographs and videos. Videos may include audio 

commentary. Document length, size, thickness and type of the defects. 

E. Document the existing inclinations of building façades and retaining walls. 

F. Video storm drains, sanitary lines, and other non-pressure utilities. 

G. Document the pre-construction conditions of sewers using methods approved by 

the Owner’s Representative. 

H. Video each project area, which will be excavated or which has the potential to be 

disturbed by the Contractor’s operations. Specific areas include, but are not limited 

to: 

1. Areas requiring utility work. 

2. Paved and unpaved areas, which will be entered by vehicles or equipment. 

3. Other areas that may be impacted by the Work, including work staging areas 

and field offices, as determined by the Owner’s Representative. 

I. Photographs to be accompanied by sketches or descriptions that indicate the 

location and direction of each photograph. 

J. Use high definition video documentation, and show existing conditions and 

highlight, where possible, existing cracks, deteriorated concrete, exposed or 

corroded reinforcement, cracked or broken brick or mortar, and other signs of 

distress. For utilities, conduct the visual survey when the greatest extent of interior 

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Protection of Existing Facilities, Structures, Utilities, 

Section 02254 and Railroad Infrastructure 

is exposed. Provide supplementary artificial lighting as needed. Include annotation 

with location and facility nomenclature, which describes any areas of distress over 

the video and time code superimposed on the video. 

K. For each existing structure and facility inspected, provide a Pre-Construction 

Survey Report following completion of the survey, which will contain all 

documentation associated with the survey, and is signed and sealed by Contractor’s 

designer and the owner of the inspected facility. As a minimum include the 

following data: 

1. Date surveyed. 

2. Type of structure or facility, and use. 

3. Key plan indicating the location of the structure or facility with respect to 

the Work. 

4. Year constructed. 

5. Foundation type, where applicable. 

6. Description of structure or facility. 

7. Description of interior finishes, where applicable. 

8. Sketches, photographic and video record of all existing damages with 

detailed description of any damage and its locations. 

9. Number, location and photo of crack displacement gages installed, where 

applicable. 

10. Obstructions limiting the condition survey. 

11. Record of access denied, where applicable. 

12. Inclinations of the building façades and retaining walls. 

3.12 POST-CONSTRUCTION CONDITION SURVEY 

A. Following substantial completion of construction, conduct Post-Construction 

Condition Surveys to compare the post-construction conditions with the conditions 

of the pre-construction survey. 

B. Conduct the Post-Construction Survey at each structure and facility where a PreConstruction Survey was conducted. 

C. Perform Post-Construction Condition Surveys using the same methods, scope and 

requirements as the Pre-Construction Condition Surveys. 

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Protection of Existing Facilities, Structures, Utilities, 

Section 02254 and Railroad Infrastructure 

D. Prepare a Post-Construction Survey Report for each structure and facility inspected, 

comparing the conditions with those observed during the Pre-Construction 

Condition Survey. 

3.13 RECTIFICATION OF DAMAGE 

A. Immediately notify the Owner’s Representative when damage is identified. 

B. Perform borings, probes, test pits, CCTV inspections, testing and other work, as 

required, to identify and locate known or suspected damage to a utility or other 

facility. Contractor shall be responsible for the damage, unless it can prove to the 

satisfaction of the Owner’s Representative a pre-existing damaged condition or 

damage by others. 

C. Damage shall be rectified as rapidly as possible in accordance with Detailed Work 

Plan (or prior to submission by agreement with the Owner’s Representative). Make 

available all necessary materials, equipment, and personnel 

END OF SECTION 

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Section 02259 Underpinning High Line Structure 

PART 1 - GENERAL 

1.01 SECTION INCLUDES 

A. Requirements for furnishing all labor, materials, tools and equipment, and 

performing all operations necessary for underpinning the existing High Line 

Structure. 

B. At all times, Contractor shall be solely responsible for maintaining the safety, 

stability, and integrity of the structure. Contractor shall be responsible for any 

damage due to the Work and for any corrective action or repairs needed to restore 

any damaged structure or facility to its condition before the start of Work. 

1.02 REFERENCED SECTIONS 

A. Section 03300 – Cast in Place Concrete 

B. Section 05120 – Structural Steel 

C. Section 02495 – Instrumentation 

D. Section 02266 – Slurry Walls 

E. Section 02485 – Secant Pile Walls 

F. Section 03100 - Concrete Formwork 

G. Section 03200 - Concrete Reinforcement 

H. Section 02465 - Drilled Shaft Foundations 

I. Section 09900 - Painting and Finishing 

1.03 CITED STANDARDS 

None Noted 

1.04 NOTED RESTRICTIONS 

Do not begin work before the following conditions have been met: 

1. Required submittals have been reviewed by the Owner’s Representative. 

2. Pre-construction survey of the High Line Structure has been completed 

and submitted for review by the Owner’s Representative. 

3. Installation of geotechnical instrumentation monitoring program has been 

completed and initialized in accordance with Section 02495. 

4. The allowable construction work hours on the High Line structure and 

columns for column load transfer is 11PM to 7AM, unless otherwise 

approved of by NYC Parks/Friends of the High Line. 

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Section 02259 Underpinning High Line Structure 

1.05 QUALITY CONTROL 

A. The Work of this Section is specialized. Underpinning work shall be done by an 

organization regularly engaged in underpinning work. The organization shall have 

a minimum of five years’ experience and shall have successfully completed a 

minimum of five similar projects. Assign an experienced engineer who has been 

in responsible charge of underpinning operations for a minimum of five years. 

The engineer shall be present at the Work Site at all times during the 

underpinning operations. Do not commence Work until the organization and field 

engineer have been approved. 

B. The contractor shall engage the services of a Professional Engineer licensed in the 

State of New York to design and detail the underpinning work. The PE shall be 

available for consultation in interpreting his plans and in the resolution of 

problems which may arise during the performance of the work. 

C. Provide the services of a Land Surveyor licensed in the State of New York to 

conduct a precision survey as part of the underpinning jacking/installation 

monitoring program. The survey shall be to an accuracy of 0.001-foot. 

D. Take all necessary precautions for the protection of personnel and perform the 

Work in a manner to prevent settlement of, or damage to the High Line Structure 

and adjacent railways, roadway, sidewalks, walls, utilities, ducts, sewers, and 

structures on the properties contiguous to the Work Site. 

E. Provide necessary equipment and personnel to make instrument readings during 

excavation and underpinning. 

1.06 SUBMITTALS 

A. All submittals including, but not limited to, Contractor-prepared drawings and 

computations, including loads shall be signed and sealed by a Professional 

Engineer licensed in the State of New York. 

B. Work Force: A minimum of 60 working days before commencement of any 

operations related to the underpinning, submit documentation demonstrating that 

the organization proposed to perform the underpinning work and the proposed 

underpinning supervisor meet the experience requirements herein. 

C. At least 60 days before commencement of Work, submit the following: 

1. Scheduling of the times and durations of any outages of utility and other 

services to affected properties as well as of the operation of systems within 

the Work Site. 

2. Schedule of required High Line Structure closings during the jacking 

operation. 

D. At least 60 days before commencement of Work, submit shop and working 

drawings: Shop and working drawings shall include, but not be limited to, the 

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Section 02259 Underpinning High Line Structure 

following: 

1. A detailed separate underpinning schedule in CPM format giving 

sequence of construction and proposed start and completion dates. Show 

interface with other construction activities; update to reflect changes as the 

underpinning work progresses. 

2. Show method, staging, and necessary details for the construction of all 

underpinning and temporary and permanent supports. 

3. Submit analysis and design computations to support working and shop 

drawings. 

4. Details of proposed enclosure to keep unauthorized persons out of Work 

Site. 

5. Details of temporary relocation of underground utilities affected by the 

underpinning work, and for maintenance of services. 

6. Details of proposed underpinning jacking/installation monitoring program 

including description of all equipment and gauges. 

7. Bearing details to indicate how loads from jacks will be distributed. 

8. Details of proposed method for temporarily supporting the columns during 

the times that jacking is not being performed. Show details of shims or 

wedges to be used. 

9. Data on jacks including capacities, details of monitoring of gauges and 

elevations, and method of obtaining fixed reference points. 

10. Details and methods of bracing the column against horizontal 

displacement. 

11. Details and methods of bracing the affected structures against horizontal 

movement. 

12. Details of procedures for transfer of the column loads onto the excavation 

walls, and for transfer of the column loads to the final structure. 

13. Details for monitoring Highline Structure, as specified herein and in 

Section 02495, and as shown on the Contract Drawings. 

14. In addition, shop and work drawings shall include any necessary or 

required related work including, but not limited to, electrical or 

mechanical construction, renovations, cutting and/or packing, temporary 

support, waterproofing, safety measures, and associated items of Work. 

E. Jacking Gauge Calibration: 

1. Submit the qualifications for a calibration testing laboratory 

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Section 02259 Underpinning High Line Structure 

2. No more than 14 days before start of use for underpinning, submit 

calibration curve of each pressure gauge and jack combination certified by 

the accepted testing laboratory. 

F. Where additional underpinning is required, prepare detailed shop and working 

drawings outlining proposed procedures and submit to the Owner’s 

Representative. 

1.07 DELIVERABLES 

A. Records of jacking as specified herein. 

B. Provide a copy of each jacking load plot to the Engineer. 

C. Provide copies of instrumentation readings to the Engineer within 24 hours after 

readings and measurements have been made. 

PART 2 - PRODUCTS 

2.01 JACKS 

A. Jacks shall be of the hydraulic type and shall have a capacity equal to not less than 

two times the required jacking load. 

1. Coordinate and integrate the jacks and all the accompanying hydraulic 

components in a manner that allows the jacks to be used individually or 

simultaneously. 

2. Equip jacks with a mechanical piston-locking device capable of 

maintaining the piston in any position at the full-jack capacity. 

3. Provide on-site the required number of jacks to perform the underpinning 

work. 

4. Provide an additional complete set of jacks including all required pumps, 

hoses, valves, and gauges as standby. 

B. Calibrate all jacks in a qualified testing laboratory before they are put into service. 

1. Repeat this calibration if any jacks are taken out of service that may 

potentially be reused. 

2. When not in use, protect jacks from damage due to construction activities 

and weather conditions. 

PART 3 - EXECUTION 

3.01 GENERAL 

A. Construction methods shall follow the procedures indicated on the reviewed 

working and shop drawings. 

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Section 02259 Underpinning High Line Structure 

B. In addition to the requirements of the Contract, consult the records of adjacent 

construction and of existing utilities and their connections, and perform a field 

condition survey on the structure to be underpinned in accordance with the 

requirements specified herein, and document actual dimensions and existing 

physical condition. 

1. The start of underpinning shall be contingent on the results of the 

investigation of existing conditions. 

2. Be cognizant of conditions and limitations that may influence the 

underpinning work and take proper measures to account for these 

conditions. 

C. Do not proceed with underpinning work until unsatisfactory conditions have been 

corrected in an acceptable manner. 

D. Be responsible for providing shoring and bracing as may be needed for prevention 

of movement and to protect affected structures. 

E. A Pre-Construction Condition Survey shall be conducted by the contractor. The 

results of the survey shall be submitted to the Owner’s Representative. 

F. All work related to support of excavation shall comply with section 02266 – 

Slurry Walls, section 02465 – Drilled Shaft Foundations, and section 02485 – 

Secant Pile Walls. 

3.02 MATERIALS 

A. Construction methods and materials for cap beam work shall be as specified in 

section 03300 - Cast In Place Concrete, section 03100 – Concrete Formwork, and 

section 03200 – Concrete Reinforcement. 

B. Construction methods and materials for structural steel work shall be as specified 

in Section 05120. 

3.03 MONITORING REQUIREMENTS DURING JACKING 

A. Establish fixed reference points not subject to movement and not part of the 

underpinned structure. 

B. Use dial gauges with accuracy of 0.01-inch and a gauge range of plus or minus 2-

inches to monitor the jacking operation. 

C. Use a minimum total of five dial gauges per jacking column. Use one dial gauge 

to measure the vertical movement at the column baseplate; two dial gauges to 

measure the vertical movement at the column, and one dial gauge to measure the 

horizontal movement in each direction above the jacking bracket. Provide 

additional dial gauges, as needed, to monitor the top of the support of excavation 

wall at the location where the underpinning load is applied. 

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Section 02259 Underpinning High Line Structure 

D. All dial gauges shall be calibrated by an accepted calibration laboratory. 

E. During jacking operations, read and record all dial gauges after each jacking load 

increment is applied to the column. 

F. Make a plot of load versus displacement for each dial gauge. 

G. Monitoring during jacking shall be performed by the contractor in accordance 

with Section 02495 and the data shall be submitted to the Owner’s 

Representative. 

3.04 LONG-TERM MONITORING REQUIREMENTS AFTER LOAD TRANSFER 

A. Long term monitoring shall be performed by the contractor and the data will be 

submitted to the Engineer in accordance with Section 02495. 

3.05 CONDITIONS OF LOAD TRANSFER 

A. Jacks shall only be used for transferring the load; at all other times, use positive 

means to support the columns. 

B. Perform each jacking of piers simultaneously in increments of 25-, 25-, 15-, 15-, 

10-, and 10-percent of the estimated load until either 100-percent of the load is 

achieved, or lifting of the pier occurs. 

1. In case the jacking force reaches the estimated load with no sign of pier 

movement, increase the jacking force in increments of 5-percent of the 

estimated load until the first sign of the pier lifting appears or 125-percent 

of the estimated load, whichever occurs first. 

2. Lifting of the piers are defined as when the piers moves upward by 1/32-

inch. 

3. Perform monitoring continuously during jacking, and keep wedges tight to 

provide full support in case of jack malfunctioning. 

4. At the conclusion of the load transfer operation, place wedges tight and 

secure. 

C. During jacking and transfer of load the Owner's Representative shall be present. 

D. Take readings continually to detect immediately any horizontal or vertical 

movement during jacking operations. 

E. Upward or horizontal movement in excess of the allowable limit for the existing 

structure will be cause for immediate termination of the jacking operation. 

F. Inform the Owner's Representative if any movement is detected, and all steps 

taken in response. 

G. Stop Work, notify the Owner's Representative, and take immediate remedial 

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Section 02259 Underpinning High Line Structure 

action if movement or deflection in excess of 1/8-inch of the existing column or 

interconnecting members occurs during progress of the Work, or if there is any 

evidence of damage to or overstressing of the High Line Structure. 

H. Upon completion of jacking, take daily readings of the measurement points for a 

period of 30 days; thereafter, once a week for the duration of the Work or as 

required if any movement is detected. 

3.06 PROTECTION OF STRUCTURAL STEEL 

A. Repaint existing steel upon completion of the removal of all underpinning 

components in conformance with Section 09900. 

3.07 RESTORATION 

A. Repair any damage resulting from the Work. 

B. Add requirements for removal and disposal of underpinning elements after the 

column loads are transferred to the final structure. 

END OF SECTION 

Gateway – Phase II Design ROW Preservation - West Rail Yard 02259-7 

August 17th, 2018 Final Submission – Revision 1 
Attachment 4 

Letter from Silman on behalf of Friends of the High Line 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

March 28, 2018 

Salmaan Kahn 

Friends of the High Line 

820 Washington Street 

New York, N.Y. 10014 

RE: Amtrak Gateway Project 

Silman Project No 17514 

Dear Salmaan: 

This letter is in reference to our final review of the revised construction documents for the 

Amtrak Gateway project adjacent to and below the High Line. Previously in our March 14, 

2018 letter, we requested clarification on the column on drawing S 901 that appeared to be 

hanging off the tunnel wall. We missed the transfer beam in the detail and plan that clearly 

makes it shown that these columns are in fact properly supported. We apologize for any 

confusion. They have also added further documentation to the notes reminding the 

contractor that they must submit final temporary works designs to us for approval prior to 

implementation. Based on these clarifications, we can now approve the design as to how it 

impacts the High Line structure. 

Please note that this approval does not warrant any responsibility on our part for the 

construction of the Gateway Project and how it may ultimately affect the High Line as 

actual construction practices may vary at the time of construction. Ultimate responsibility 

for safely constructing next to the High Line and protecting it adequately, firmly lies with 

the Gateway Design and Construction team. 

If we can be of any further assistance on this matter, please do not hesitate to contact us. 

Sincerely, 

Joseph F. Tortorella 

President 

CC: Michael Bradley (Parks) 

Q:\17000\17514\design correspondence\reports\17514 2018-03-14 Amtrak Gateway final review.asd.docx 

N E W Y O R K W A S H I N G T O N D C B O S T O N 
Attachment 5 

FRA’s letter to NYC Parks dated April 19, 2021 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

U.S. Department 1200 New Jersey Avenue, SE 

of Transportation Washington, DC 20590 

Federal Railroad 

Administration 

April 19, 2021 

Mr. David Cuff 

Director of Environmental Review 

NYC Parks 

803 5th Avenue 

New York, NY 10065 

Re: Western Rail Yard Infrastructure Project, New York County, NY 

Coordination for Draft Section 4(f) Evaluation and De Minimis Impact 

Dear Mr. Cuff: 

This letter is in follow up to our conversation on April 13, 2021 and continues the U.S 

Department of Transportation (USDOT) Federal Railroad Administration’s (FRA) consultation 

with your office pursuant for the Western Rail Yard Infrastructure Project for the Western Rail 

Yard Infrastructure Project (Project). The Project Sponsor, a joint venture between WRY Tenant 

LLC1 and the National Railroad Passenger Corporation (Amtrak), is seeking federal financial 

assistance to aid in the design and construction of the project through the Department of 

Transportation (DOT). The FRA is preparing a Draft Environmental Impact Statement (DEIS) in 

accordance with the National Environmental Policy Act (NEPA) to evaluate potential 

environmental impacts. The Project consists of construction of (1) a structural platform 

(Platform) and (2) a railroad right-of-way preservation tunnel encasement (Tunnel Encasement). 

Construction of this infrastructure would ensure future transportation-related interests, and allow 

for privately-funded mixed-use development and public open space (Overbuild) to be 

constructed above the Platform. The Overbuild is not part of the Project. 

The purpose of this letter is to notify NYC Parks regarding FRA’s proposed findings related to 

the Project’s potential impacts to the High Line, which is a protected property under Section 4(f) 

of the USDOT Act of 1966 (49 U.S.C. 303 and 23 U.S.C. 138) (Section 4(f)). This letter defines 

the scope of the Project as it pertains to the High Line; identifies the requirements of Section 4(f) 

and the characteristics that qualify the High Line for Section 4(f) protection; provides a draft predecisional description of the potential impacts to the High Line resulting from the Project; and 

discusses the opportunities for further coordination between FRA and NYC Parks. 

1 WRY Tenant is an affiliate of Related Companies, LP. 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Section 4(f) 

Section 4(f) is a federal law that protects publicly-owned parks, recreation areas, wildlife and 

waterfowl refuges and public or private historic sites. Under Section 4(f), a USDOT agency may 

only approve the use of land from a property protected by Section 4(f) if there is no prudent and 

feasible alternative to using the land and the project includes all possible planning to minimize 

harm, unless it is a de minimis impact, or an exception applies. An impact to a publicly-owned 

park, recreation area, or wildlife and waterfowl refuge may be determined to be de minimis if the 

transportation use of the Section 4(f) property, including incorporation of any measure(s) to 

minimize harm (such as any avoidance, minimization, mitigation, or enhancement measures) 

does not adversely affect the activities, features, or attributes that qualify the resource for 

protection under Section 4(f). For historic sites, a de minimis impact means that FRA has 

determined (in accordance with 36 CFR part 800) that either no historic property is affected by 

the project or that the project will have “no adverse effect” on the historic property (23 CFR 

774.17). FRA can make a de minimis impact finding in accordance with 23 CFR 774.3(b) when 

the requirements outlined in 23 CFR 774.5(b) are fulfilled. 

The High Line is a publicly-owned park and National Register of Historic Places (NRHP) 

eligible historic site that extends 1.45 miles along the viaduct structure of a former rail freight 

line, originally constructed by the New York Central Railroad. For the purposes of Section 4(f), 

the officials with jurisdiction are NYC Parks and the New York State Historic Preservation 

Office. The activities, features, and attributes that qualify the High Line for Section 4(f) 

protection as a park include paved walking area, access points, seating, and landscaped areas of 

native plantings evocative of the plants that grew on the abandoned freight right-of-way prior to 

its conversion to a park. The features and attributes that qualify the High Line for protection 

under Section 4(f) as an historic site are continued presence of the High Line and its historic 

integrity, which serve as physical reminders of one of Manhattan’s important industrial 

transportation corridors. 

Potential Impacts 

As described in the attached draft excerpt from the working pre-decisional draft of the Section 

4(f) Evaluation, elements of the Project scope would result in potential impacts to the High Line. 

These impacts would be temporary, occur during construction, and would not result in 

permanent physical alterations. 

Construction activities would include temporary underpinning of a segment of the High Line, 

where the Tunnel Encasement would pass beneath it along West 30th Street, between Eleventh 

and Twelfth Avenues. Underpinning is a process in which structural support (often using piles) 

is added to support an existing foundation to allow for safe construction adjacent or below the 

supported structure. The anticipated temporary underpinning would affect one approximately 

100-foot long portion of the High Line within the Project site boundaries. The temporary support 

would be removed once the load-transfer to the new permanent support for the Tunnel 

Encasement is complete. All underpinning work below the High Line would be underground. 

The duration of the underpinning construction would be approximately four months, comprising 

two months for underpinning installation and two months for removal. The underpinning would 

be in place for an additional 16 months, during excavation and construction of the Tunnel 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

Encasement. The underpinning work would likely be carried out through a local construction 

permit. There would be no change in ownership of the land or the High Line structure. 

Other construction activities would occur in close proximity to the High Line; these include 

staging areas within the Project site, for approximately five years; cut-and-cover excavation of 

soil and rock for the Tunnel Encasement, and construction of the concrete Tunnel Encasement, 

for approximately 28 months; and installation of deep footings (caisson drilling), reinforced 

building foundations, and a concrete slab for the Platform, for approximately five years. During 

these construction activities, the High Line and its protected park features (egress points, 

walkways, and benches) would not be closed to the public during typical park hours, and 

construction of the Project would not preclude the public from using the High Line. These other 

temporary activities would occur in close proximity to the High Line and could be visible from 

the park, but would not be staged from or result in physical alternations to or occupation of the 

park. The construction activities would be noticeable to people on nearby portions of the High 

Line and could be temporarily disruptive; however, in the same period while the Project is under 

construction, extensive construction would also be occurring in the surrounding area for other 

projects. 

Worst-case noise levels at the High Line resulting from construction of the Preferred Alternative, 

projected using the FTA general assessment methodology, would be up to 94 dB(A) during 

construction for the Tunnel Encasement and up to 82 dB(A) during Platform construction. The 

maximum predicted noise level increment at this receptor is 23 dB(A) and would occur during 

hoe ram use periods for the first 20 months of excavation for Tunnel Encasement. During nonhoe ram use periods and the remaining 14 months of Tunnel Encasement construction, maximum 

predicted noise level increments would be approximately 18 dB(A) resulting from the use of drill 

rigs. The worst-case noise levels during Tunnel Encasement construction would not extend 

throughout the full 1.45-mile length area of the High Line, most of which would be substantially 

distanced from the construction. An approximately 0.5-mile-long portion of the High Line would 

experience elevated noise levels. Construction of the Project would not alter any of the historic 

or public park features of the High Line, and the underpinning of the High Line underground 

foundations would not preclude the public from using the High Line during construction. 

Coordination Process 

Because the High Line is both a historic site and a park resource, FRA must find that the criteria 

for both parks and historic sites are met in order to reach a conclusion that the impacts are de 

minimis. The New York State Historic Preservation Officer (NYSHPO) concurred on February 

11, 2021, that the Project would result in a Section 106 finding of no adverse effect on historic 

properties, provided certain conditions imposed on the Project are met, including developing a 

construction plan to protect the High Line and NYSHPO review of the design for construction 

activities that may affect the High Line. In addition, after taking into account measures to avoid, 

minimize, and mitigate harm to the High Line park, FRA proposes that the Project would not 

adversely affect the activities, features, and attributes of the park. 

FRA’s Section 4(f) regulations provide the public an opportunity to comment on de minimis 

impacts to public parks. The comment period for the de minimis impact to the High Line will 
 

 

 

 

 

 

 

 

coincide with the 45-day public comment period on the DEIS. The public comment period is 

anticipated to be May through June 2021. After consideration of public comments and 

consultation with NYC Parks, FRA would request concurrence from NYC Parks on FRA’s de 

minimis impact finding. 

Prior to publication of the DEIS, FRA is providing NYC Parks with the attached section of the 

working pre-decisional draft of portions of the Section 4(f) Evaluation related to the High Line 

for review. FRA seeks to continue consultation with NYC Parks regarding Section 4(f) and the 

High Line at the scheduled meeting on April 27, 2021. 

Should you have any questions or concerns regarding this letter, please contact Andrea Poole at 

WRYProject@dot.gov. 

Sincerely, 

Marlys Osterhues 

Chief, Environment and Project Engineering Division 

Federal Railroad Administration 

Attachment 

cc: Colleen Alderson, NYC Parks 

Mike Bradley, NYC Parks 

Peter Schlicker, NYC Parks (Attorney Advisor) 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Attachment 1 

the working pre-decisional draft of the Section 4(f) Evaluation, which comprises Chapter 21 of the Draft 

EIS.21.4 POTENTIAL USE OF SECTION 4(F) PROPERTIES 

21.4.1 High Line 

The High Line is a NRHP-eligible historic site under the jurisdiction of the NYSHPO, as well as a park and 

recreational resource under the jurisdiction of NYC Parks. It has been determined NRHP-eligible by 

NYSHPO as a significant transportation structure important to New York City’s 20th century industrial 

development. The section of the High Line within the Study Area is a predominantly paved walkway with 

limited plantings, some seating areas, and egress points. Recreational activities occurring within the 

High Line include walking and running. 

Construction activities for the Preferred Alternative would include temporary underpinning of a segment 

of the High Line, where the Tunnel Encasement alignment would cross beneath the portion of the High 

Line that runs along West 30th Street between Eleventh and Twelfth Avenues (see Figure 21-2). 

Underpinning is a process in which structural support (often using piles) is added to support an existing 

foundation to allow for safe construction adjacent to or below the supported structure. The Preferred 

Alternative would include temporarily underpinning the High Line at this location to protect the 

structural integrity of the resource during construction of the Tunnel Encasement. The duration of the 

underpinning construction would be approximately four months, comprising two months for 

underpinning installation and two months for underpinning removal. The underpinning would be in 

place for an additional 16 months, during excavation and construction of the Tunnel Encasement. During 

the time of constructing the Tunnel Encasement, the High Line is envisioned to be supported on steel 

beams spanning the open cut for the Tunnel Encasement. The anticipated temporary underpinning 

would affect only one approximately 100-foot-long portion of the High Line within the Project Site 

boundaries, and for the limited period defined above; the remainder of the 1.45-mile-long, 6.73-acre 

resource would not be affected by project construction. 

The temporary support would be removed once the load-transfer to the new permanent support for the 

Tunnel Encasement is complete. All underpinning work below the High Line would be underground. The 

foundations for the viaduct structure are part of the resource, for which NYC Parks has jurisdiction; 

however, the land within which the foundations are located is owned by MTA. The underpinning work 

would likely be carried out through a construction permit from NYC Parks. There would be no change in 

ownership of the land or the High Line structure. The High Line would remain open and publicly 

accessible during this temporary construction activity. 

The portion of the High Line subject to underpinning would be inaccessible during construction activities 

related to the underpinning; however, the underpinning work is anticipated to occur during hours when 

the High Line is closed to the public. Construction activities would be less than one week in duration, 

throughout the two month periods for installation and removal of the underpinning. The Project 

Sponsor, has committed to include a specification in construction documents indicating the following: 

the only allowable construction work hours on the High Line structure and columns for underpinning 

work (column load transfer) are between 11 PM and 7 AM—when the High Line is not open—unless 

otherwise approved by NYC Parks and Friends of the High Line. As a result, it is likely the Project Sponsor 

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will need to apply to NYCDOB for approval of the hours for the underpinning work. Therefore, the High 

Line and its park features within the Study Area (egress points, walkways, and benches) would not be 

closed to the public during typical park hours (currently 7 AM to 7 PM Monday through Friday with no 

reservations required, and 10 AM to 6 PM Saturday/Sunday with reservations required). The 

underpinning for the Preferred Alternative would not preclude the public from using the High Line. 

Other construction activities for the Preferred Alternative would occur in close proximity to the High 

Line; these include staging areas within the Project Site, for approximately five years; cut-and-cover 

excavation of soil and rock for the Tunnel Encasement, and construction of the concrete Tunnel 

Encasement, for approximately 28 months; and installation of deep footings (caisson drilling), reinforced 

building foundations, and a concrete slab for the Platform, for approximately five years. During these 

construction activities, the High Line and its protected park features within the Study Area (egress 

points, walkways, and benches) would not be closed to the public during typical park hours, and 

construction of the Preferred Alternative would not preclude the public from using the High Line. 

These other temporary construction activities for the Preferred Alternative would occur in close 

proximity to the High Line and could be visible from the park, but would not be staged from or result in 

physical alterations to or occupation of the park. The Eleventh Avenue access point to the High Line 

would not be affected. The construction activities would be noticeable to people on nearby portions of 

the High Line and could be temporarily disruptive; however, in the same period while the Preferred 

Alternative is under construction, extensive construction would also be occurring in the surrounding 

area for other projects. Overall, construction activities for the Preferred Alternative would not result in 

an adverse visual quality impact (see Chapter 11, “Aesthetics and Visual Quality”). 

As detailed in Chapter 8, “Noise and Vibration,” worst-case noise levels at the High Line resulting from 

construction of the Preferred Alternative, projected using the FTA general assessment methodology, 

would be up to 94 dB(A) during construction for the Tunnel Encasement and up to 82 dB(A) during 

Platform construction. The maximum predicted noise level increment at this receptor is 23 dB(A) and 

would occur during hoe ram use periods for the first 20 months of excavation for Tunnel Encasement. 

During non-hoe ram use periods and the remaining 14 months of Tunnel Encasement construction, 

maximum predicted noise level increments would be approximately 18 dB(A) resulting from the use of 

drill rigs. These maximum predicted incremental changes in noise levels would occur at the High Line 

west of Eleventh Avenue, as shown in Figure 8-2, and would not affect the entire length of the High Line. 

As noted in Chapter 8, the predicted construction noise levels would exceed nuisance levels, as defined 

by the CEQR Technical Manual, and may interfere with speech while construction equipment is in use. 

While the High Line would not experience construction noise levels exceeding FTA construction noise 

impact thresholds for commercial/industrial areas, the construction noise levels at the High Line would 

constitute an adverse noise impact under CEQR Technical Manual guidelines. 

The worst-case noise levels during Tunnel Encasement construction would not extend throughout the 

full 1.45-mile length / approximately 6.73-acre area of the High Line, most of which would be 

substantially distanced from the construction work areas associated with the Preferred Alternative. An 

approximately 0.5-mile-long portion / 1.2-acre portion, of the High Line would experience elevated 

noise levels. In addition to the historic significance of the viaduct structure itself, the features and 

activities that qualify the portion of High Line within the Study Area for protection under Section 4(f) are 

the walking and running that occur on the paved walkway; these active recreational uses are not noiseDraft, Deliberative, Pre-Decisional 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

sensitive. The High Line has not been identified as a publicly-accessible outdoor area requiring serenity 

and quiet.2 At portions of the High Line south of 30th Street (i.e., 630 feet from the center of the nearest 

work area), noise levels would not exceed 74 dB(A) and would no longer exceed nuisance levels or have 

the potential to interfere with speech communication. 

Tunnel Encasement construction is not anticipated to occur on weekends, leaving the High Line available 

for use without the effects of Tunnel Encasement construction noise during weekend times. 

Upon completion of construction, the Preferred Alternative would include one permanent below-grade 

structure (the Tunnel Encasement) and one new above-grade structure (the Platform) in proximity to 

the portion of the High Line that extends through the Project Site. A portion of the Tunnel Encasement 

would be located directly beneath one segment of the High Line along West 30th Street on the Project 

Site, and the Platform would be located directly adjacent to the segment of the High Line along Twelfth 

Avenue on the Project Site. As described in Chapter 3, “Alternatives,” the Tunnel Encasement would be 

a buried structure, and its presence would not be visible from the High Line or affect the protected 

features and activities in the park (paved walkway, egress points, and benches). The Platform would be 

minimally visible above-grade separate from the Overbuild, which would be constructed above it. The 

Platform would be set back from the edge of the High Line park by approximately five feet (per a 

requirement of the New York City Zoning Resolution), and thus may also be minimally visible in elevated 

views from adjacent portions of the High Line. Furthermore, as described in detail in Chapter 5, “Land 

Use, Land Planning, and Property,” the area around the Project Site and the High Line is currently 

undergoing substantial redevelopment, and by the completion of the Preferred Alternative, many highrise buildings would be present within this area, changing the visual context of this resource. The 

operational Tunnel Encasement and Platform would not result in air quality or noise impacts on the High 

Line. 

The CEPP would be required to meet the guidelines set forth in NYCDOB’s TPPN #10/88, the Protection 

for Landmarked Buildings guidance document of the LPC, and the National Park Service’s Preservation 

Tech Notes, Temporary Protection #3: Protecting a Historic Structure during Adjacent Construction. 

Construction of the Preferred Alternative would not alter any of the public park features of the High 

Line, and the underpinning of the High Line underground foundations would not preclude the public 

from using the High Line during construction. In consideration of the avoidance, minimization, and 

mitigation measures identified for the temporary underpinning and the projected noise at the High Line 

during construction of the Preferred Alternative, as discussed in Section 21.7, FRA intends to apply 

Section 4(f) de minimis for impacts to the High Line. 

21.7 Avoidance, Minimization, and Mitigation Measures 

2 The CEQR Technical Manual identifies “outdoor areas requiring serenity and quiet” as a receptor type for noise 

exposure guidelines. “Outdoor areas requiring serenity and quiet” are further defined as “Tracts of land where 

serenity and quiet are extraordinarily important and serve as important public need, and where the preservation 

of these qualities is essential for the area to serve its intended purpose. Such areas could include amphitheaters, 

particular parks or portions of parks, or open spaces dedicated to or recognized by appropriate local officials for 

activities requiring special qualities of serenity and quiet. Examples are grounds for ambulatory hospital patients 

and patients and residents of sanitariums and nursing homes.” (2014 CEQR Technical Manual, Chapter 19, Table 

19-2) 

Draft, Deliberative, Pre-Decisional 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

To ensure that potential construction-related effects on the High Line and the North River Tunnel are 

not adverse, FRA would include a condition as part of its environmental decision regarding the Preferred 

Alternative, requiring the Project Sponsor to develop a CEPP for the construction of the Platform and 

Tunnel Encasement in order to avoid the potential for construction-related effects (including vibration 

effects) on the High Line and the North River Tunnel. The CPP would set forth the specific protection and 

monitoring measures that would be implemented during construction to avoid inadvertent damage to 

the High Line and the North River Tunnel and would be implemented in coordination with the NYSHPO 

and LPC. The CPP would be required to meet the guidelines set forth in NYCDOB’s TPPN #10/88, the 

Protection for Landmarked Buildings guidance document of the New York Landmarks Preservation 

Commission, and the National Park Service’s Preservation Tech Notes, Temporary Protection #3: 

Protecting a Historic Structure during Adjacent Construction. 

The following practices would be used to the extent feasible and practicable to mitigate impacts 

associated with construction of the Preferred Alternative (see also Chapter 8). 

• Noise from construction equipment would comply with noise emission standards of New York City. 

These requirements mandate that certain classifications of construction equipment and motor 

vehicles meet specified noise emission standards, and construction material be handled and 

transported in such a manner to not create unnecessary noise. 

• Construction of the Preferred Alternative would include sufficient mitigation to meet the NYCNCC 

construction noise limit of an Lmax of 85 dB(A) at the exteriors of any adjacent residential properties. 

• The Project Sponsor would be required to obtain NYCDOB approval for construction outside of 

weekdays 7AM to 6PM, which is prohibited by the NYCNCC. The Project Sponsor expects discretionary 

approval would be granted to reduce interference with LIRR operations. 

• To the extent practicable given space constraints at the work sites, construction would use acoustical 

noise tent and/or enclosures surrounding hoe rams, jackhammers, or pavement breakers that can 

provide up to 15 dB(A) of noise reduction during any demolition activities. For additional noise 

reduction, jackhammer noise mufflers that can provide up to an additional 10 dB(A) of noise reduction 

can also be used. 

• To minimize the noise from the backup warning alarms on trucks, vehicles would be routed through 

the construction sites to minimize the use of alarms. In addition, vehicles would also be equipped with 

OSHA-approved quieter backup alarms. 

• FRA is consulting with NYC Parks to determine the appropriate steps to protect park users and ability 

to maintain the High Line. Proposed mitigation includes during design of the Platform, the Project 

Sponsor would consult with NYC Parks regarding those aspects of the design that relate to the High 

Line. Designs would be submitted at the preliminary and pre-final design stages, concurrent with 

SHPO review. If NYC Parks identifies substantive concerns with maintenance and operation access, 

the Project Sponsor will continue to coordination with NYC Parks to mitigate those concerns. 

• Consistent with the protection and monitoring procedures that FRA would develop for the North River 

Tunnel, construction vibration monitoring would be required whenever construction would occur 

within 90 feet of the High Line structure to ensure that construction activities do not result in vibration 

levels that would be capable of causing damage. 

• Any blasting activities associated with excavation of rock during Tunnel Encasement would be 

coordinated and conducted with permission from the Fire Department of the City of New York 

(FDNY). The Project Sponsor would provide a blasting schedule to neighboring building owners and 

Draft, Deliberative, Pre-Decisional 
 

occupants. Construction vibration monitoring would be required during blasting activities to ensure 

that vibration does not exceed a level that could result in damage to any nearby buildings or 

structures. 

(end) 

Draft, Deliberative, Pre-Decisional 
Draft, Deliberative, Pre-Decisional 
Draft, Deliberative, Pre-Decisional 
Attachment 6 

Letter from U.S. Department of Interior dated July 23, 2021 
 

 

 

 

 

 

 

 

 

 

 

United States Department of the Interior 

OFFICE OF THE SECRETARY 

Office of Environmental Policy and Compliance 

5 Post Office Square, Suite 18011 

Boston, Massachusetts 02109 

July 23, 2021 

9043.1 

ER 21/0229 

Andrea Poole 

USDOT Federal Railroad Administration 

Environment and Project Engineering Division 

1200 New Jersey Ave SE 

Washington, DC 20590 

Subject: Draft Environmental Impact Statement and Draft Section 4 (f) Evaluation 

Western Rail Yard Infrastructure Project 

New York County, New York 

Dear Ms. Poole: 

The U.S. Department of the Interior (Department) has reviewed the Draft Environmental Impact 

Statement and Draft Section 4(f) Evaluation for the Western Rail Yard Infrastructure Project in 

New York County, New York. The proposed project consists of covering and protecting the 

active railroad tracks in the Western Rail Yard and preserving a right-of-way through the 

Western Rail Yard to support the future construction of a trans-Hudson passenger rail crossing 

into New York Penn Station. The following comments on this project are offered for your 

consideration. 

Section 4(f) Evaluation Comments 

The Department concurs with the Federal Railroad Administration (FRA) determination that 

noise levels at portions of the High Line Park (High Line) during construction activities for the 

Preferred Alternative and the temporary underpinning of the High Line would be a de minimis 

impact under Section 4(f). Since New York City (NYC) Parks is the official with jurisdiction for 

the High Line as a park resource, they must concur that the project will not adversely affect the 

activities, features, or attributes that make the High Line eligible for Section 4(f) protection, 

before FRA may finalize the de minimis impact determination. We understand that FRA is 

consulting with NYC Parks and have informed them of their intent to find the impacts are de 

minimis under Section 4(f). In addition, we understand that FRA has proposed measures to 

avoid, minimize, and mitigate harm to the High Line. 

The FRA has also determined there will be no adverse effect to any historic properties in the area 

under Section 106, provided they complete a construction protection plan for the historic 
 

 

 

2 

properties in the area, which include the North River Tunnel and the High Line. In a letter dated 

February 11, 2021, the New York State Historic Preservation Office concurred with the Section 

106 finding, and FRA is using this concurrence to support their de minimis finding. 

The Department encourages FRA to complete their coordination with NYC Parks and provide 

NYC Parks concurrence with the de minimis finding in the final Section 4(f) Evaluation. The 

Department has no objection to the Section 4(f) approval, provided that a letter from NYC Parks, 

with their concurrence, be included in the final Section 4(f) Evaluation. 

Thank you for the opportunity to review and comment on this project. If you have questions 

regarding these comments, please contact Mark Eberle, National Park Service, at (215) 597-

1258, or mark_eberle@nps.gov. Please contact me at (617) 223-8565 if I can be of further assistance. 

Sincerely, 

Andrew L. Raddant 

Regional Environmental Officer 

cc: SHPO-NY (daniel.mackay@parks.ny.gov)