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SHERIDAN SWAP

 

Consultant Review

Between 2004-2006, SBRWA put a great deal of time and energy into working with the New York State Department of Transportation (NYSDOT) through the formal stakeholder process it was conducting for its Bruckner-Sheridan Environmental Impact Statement (EIS). In particular, the traffic model used by the Department has proven to be problematic. This “Best Practices Model” was intended to predict traffic flow throughout the NYC region for the year 2030, but it included a coding error that exaggerated traffic levels and also focused solely on transportation efficiency.

At the June 2006 stakeholder meeting held by the NYSDOT, the model’s flaws became even more apparent to the Alliance. The data that the NYSDOT presented the preliminary modeling results of 4 alternatives in comparison to a No-Build option, which would have left the Bruckner-Sheridan area as is. Two of these four alternatives included the option of demapping, or deconstructing, the Sheridan Expressway. NYSDOT's findings were far from conclusive and the agency’s presentation was confusing and misleading. After looking at the data more closely, the Alliance saw that all four alternatives showed a reduction in vehicle and truck hours traveled for the entire study area in the morning and evening rush hour periods, compared to the No-Build alternative. Since that was the case, the Alliance decided to hire a technical consultant to help us analyze this data in more detail and to see what were the effects of leaving the Sheridan vs. demapping it.

Smart Mobility was chosen due to its exceptional experience working with both community-based and national environmental groups. The firm had also already done a thorough critique of the NYC-area traffic model that the NYSDOT was using.

Below you will find summaries and full reports in .pdf format:

Traffic Assessment

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Economic Assessment

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