Chapter 2: Entrance Alternatives 2.1 INTRODUCTIONweb.mta.info/capital/sas_docs/ea/02...

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Chapter 2: Entrance Alternatives

2.1 INTRODUCTION

This chapter describes the alternatives that are evaluated in this Supplemental Environmental Assessment (EA) for the 72nd Street Station and 86th Street Station entrance modifications. For each station, preliminary designs for a range of alternatives were developed and evaluated for their ability to meet the purpose and need and goals and objectives described in Chapter 1 of this EA. Those alternatives that were found to meet the purpose and need and to best meet the goals and objectives in comparison to other alternatives are evaluated in detail in this EA.

Section 2.2 of this chapter describes the entrance alternatives evaluated for the 72nd Street Station and section 2.3 describes the entrance alternatives evaluated for the 86th Street Station. These include the “No Action” Alternative, which is the approved design for the station, and three potential “Build” alternatives. In addition, for each station the chapter identifies the other alternatives considered but eliminated because they did not meet the purpose and need described in Chapter 1 of this EA, or they did not sufficiently meet the goals and objectives for the station entrances, also described in Chapter 1, in comparison to the other alternatives. Appendix A of this EA provides further information on the alternatives that were considered but were eliminated from further analysis in this EA.

2.2 72ND STREET STATION ENTRANCE ALTERNATIVES

MTA New York City Transit has developed alternatives to the No Action Alternative for the northern entrances at the 72nd Street Station. As shown in Table 2-1, eight new alternatives were developed, based on the site selection process for entrances (see section 1.3.3 in Chapter 1 of this EA, “Purpose and Need”). These alternatives were also developed with input from the community. These alternatives were then evaluated for their ability to meet the purpose and need (siting requirements) and their ability to best meet the goals and objectives for the station entrances in comparison to other alternatives. As a result of that evaluation, five alternatives were eliminated.

As described in Chapter 1, “Purpose and Need” (section 1.3.1), the 72nd Street Station will include an entrance on the northeast corner of East 69th Street and Second Avenue, an ancillary building on the northwest corner of East 69th Street and Second Avenue, and an entrance and ancillary building on the northwest corner of East 72nd Street and Second Avenue. The location and design of these structures would not be changed by the Build alternatives for the 72nd Street Station described below. Therefore, the descriptions that follow focus on proposed changes in station entrances on the northeast and southeast corners of 72nd Street and Second Avenue.

Supplemental EA to the Second Avenue Subway FEIS: 72nd and 86th Street Stations Entrance Alternatives

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Table 2-172nd Street Station Entrance Alternatives

Alternative

Entrance Location: Second Avenue at

72nd Street Vertical

Circulation Property Acquisition and

Sidewalk Bump-Outs Preliminary Review

No Action Northeast corner 1 stair leading to escalator bank to mezzanine

Permanent easement in Block 1447, Lot 7501; Permanent subsurface easement, Block 1446, Lots 51 and 7502; 6-foot bump-out on north sidewalk of 72nd Street extending 95 feet east of Second Avenue; 6-foot bump-out on south side-walk of 72nd Street extending 80 feet east of Second Avenue.

Alternative would require complex construction and utility relocation that would present a risk to the Second Avenue Subway project’s construction schedule and budget (see section 1.3.1.4) but is carried forward as the baseline condition for detailed analysis in this EA.

Southeast corner 2 elevators to mezzanine

1 (Preferred)


Acquisition of Block 1446, Lot 51; No sidewalk bump-out.

Meets purpose and need and is carried forward for detailed evaluation in this EA.

2 Northeast corner: east sidewalk of Second Avenue between 72nd and 73rd Streets

2 Escalators Acquisition of Block 1446, Lot 51;At least a 6-foot bump-out of east sidewalk of Second Avenue extending 144 feet north of 72nd Street.

Would not meet purpose and need because it would not meet passenger demand with two escalators.

Southeast corner 2 Elevators

3 Northeast corner: west canopy—north sidewalk of 72nd Street between Second and First Avenues

1 escalator, 1 stair leading to escalator bank to mezzanine

Acquisition of Block 1446, Lot 51;6-foot bump-out of north sidewalk of 72nd Street extending 270 feet east of Second Avenue.


Northeast corner: east canopy—north sidewalk of 72nd Street between Second and First Avenues

2 escalators leading to escalator bank to mezzanine


4 Northeast corner: north sidewalk of 72nd Street between Second and First Avenues


Acquisition of Block 1446, Lot 51;6-foot bump-out of north sidewalk of 72nd Street extending 150 feet east of Second Avenue 6-foot bump-out of east sidewalk of Second Avenue extending 100 feet north of 72nd Street.


Northeast corner: east sidewalk of Second Avenue between 72nd and 73rd Streets




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Table 2-1 (Cont’d)72nd Street Station Entrance Alternatives

Alternative

Entrance Location: Second Avenue at

72nd Street Vertical

Circulation Property Acquisition and Sidewalk

Bump-Outs Preliminary Review

5 Northeast corner within existing building at 305 East 72nd Street; accessible from east sidewalk of Second Avenue between 72nd and 73rd Streets

3 Stairs Acquisition of Block 1446, Lot 51 and permanent easement of Block 1447, Lot 7501; No sidewalk bump-out.

Would not meet purpose and need because the proximity of Second Avenue entrance to the station cavern would result in inadequate rock pillar to maintain station stability. Thus, this alternative would not be constructible in accordance with good engineering practice.


6 Northeast corner: east sidewalk of Second Avenue between 72nd and 73rd Streets

2 Escalators Acquisition of Block 1446, Lot 51;6-foot bump-outs of east sidewalk of Second Avenue extending 100 feet north and south of 72nd Street.

Would not meet the goal of maintaining traffic flows, unlike other alternatives. This alternative would require a bump-out of the east sidewalk of Second Avenue south of 72nd Street into moving traffic lane, resulting in a permanent constraint on traffic flows on Second Avenue.

Southeast corner: east sidewalk of Second Avenue between 71st and 72nd Streets

2 Escalators


7 Southeast corner 2 Elevators Acquisition of Block 1446, Lot 51;6-foot bump-out of south sidewalk of 72nd Street extending 50 feet east of Second Avenue.

Would not meet purpose and need because it would require relocation of Con Edison high-pressure transmission steam main and present a risk to the Second Avenue Subway’s construction schedule and budget.

3 Escalators

8 Northwest corner 4 Escalators (1 more than in No Action)

Acquisition of Block 1446, Lot 51 and permanent subsurface easement of Block 1426, Lots 25 and 27; No sidewalk bump-out.

Would not meet purpose and need because there would be insufficient space to accommodate fourth escalator in ancillary building. Thus, the entrance would not be large enough to accommodate the anticipated ridership.


Note: The No Action Alternative and Alternatives 1 through 8 will include an ancillary building on the northwest corner of 69th Street and Second Avenue, an entrance on the northeast corner of 69th Street and Second Avenue, and an ancillary building and entrance on the northwest corner of 72nd Street and Second Avenue. The location and configuration of the entrance and ancillary building at 69th Street would be the same for the No Action Alternative and Alternatives 1 through 8. The location and configuration of the ancillary building and entrance on the northwest corner of 72nd Street and Second Avenue would be the same for the No Action Alternative and Alternatives 1 through 7; however, Alternative 8 would include an additional escalator at this location.

The three Build alternatives would fully avoid the use of space within 305 East 72nd Street by relocating the subway entrance to another location. All three Build alternatives would also relocate the elevator entrance at the southeast corner of Second Avenue and 72nd Street from the sidewalk to a location within a new building at the southeast corner (300 East 72nd Street). The existing four-story building at that location would be acquired and replaced with a new structure that would house the station’s elevators. (The number of elevators at this location would vary depending on the alternative that is selected and implemented.) Figure 2-1 illustrates the No Action Alternative and the three Build alternatives for the 72nd Street Station entrance, and these alternatives are described in more detail below.


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2.2.1 72ND STREET STATION NO ACTION ENTRANCE ALTERNATIVE

The 72nd Street Station will include an entrance on the northeast corner of East 69th Street and Second Avenue, an ancillary building on the northwest corner of East 69th Street and Second Avenue, and an entrance and ancillary building on the northwest corner of East 72nd Street and Second Avenue.

In the No Action Alternative, the 72nd Street Station would have an entrance to the north end of the station located within commercial space at the base of the existing condominium apartment building on the northeast corner of Second Avenue and 72nd Street (305 East 72nd Street). Figure 2-2 illustrates the layout of this entrance. This entrance was anticipated in the FEIS, but revised as a result of design changes evaluated in Technical Memorandum No. 1 in November 2006. Space on the ground floor (occupied by a CVS pharmacy) and in the basement would be acquired for use by this entrance. The entrance would have stairs from street level to an upper-level landing in the building’s basement. From the upper-level landing, escalators would connect to the station mezzanine, passing beneath 72nd Street. To allow enough headroom for the upper-level landing and top of the escalator without interference with utilities and the subgrade portions of 72nd Street, the existing sidewalk along the north side of 72nd Street would be widened, or “bumped out,” by approximately 6 feet into the parking lane for a length of approximately 95 feet from the intersection. The bump-out along the north side of 72nd Street has been reviewed and approved by the New York City Department of Transportation (NYCDOT).

In addition, two elevators in the sidewalk on the south side of 72nd Street east of Second Avenue would connect the street level with the station mezzanine (see Figure 2-2). These elevators, required to meet the Americans with Disabilities Act, were incorporated into the Second Avenue Subway project as part of the design changes evaluated in Technical Memorandum No. 1. The two elevators together would be approximately 22 feet tall, 18 feet long, and 12 feet wide. To accommodate the new elevators in the sidewalk on the south side of 72nd Street, the existing sidewalk would be widened in this area by approximately 6 feet, for a length of 80 feet from the intersection.1 The bump-out along the south side of 72nd Street has been reviewed and approved by NYCDOT.

None of the station entrances will be used to ventilate the station, since the station would have an active ventilation system. Rather, station ventilation functions will be located within the ancillary building on the northwest corner of Second Avenue and 69th Street and the ancillary building on the northwest corner of Second Avenue and 72nd Street. All Second Avenue Subway stations will have adequate emergency access to meet the National Fire Protection Association’s guidance for transit stations (NFPA 130, “Standard for Fixed Guideway Transit and Passenger Rail Systems”), and this access includes additional staircases not normally available for passengers to enter and exit the station. For example, at the 72nd Street Station, emergency stairs will be located in the ancillary building at the northwest corner of Second Avenue and 72nd Street.

As discussed in Chapter 1, “Purpose and Need” (section1.3.1.4), the design for these entrances in the No Action Alternative presents complex property acquisition, utility relocation, and

1 Please note that the text of Technical Memorandum No. 1 incorrectly identified this bump-out as 95

feet long. The correct length of 80 feet was reviewed and approved by the New York City Department of Transportation.

2 Elevators72ND ST.

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3 Es

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Alternative 1 - Preferred Alternative

Alternative 3

No Action Alternative

Alternative 4

72nd Street Station Entrance AlternativesEvaluated in EA

Figure 2-1

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SECOND AVENUE SUBWAY

Curb Bump Out

Below-Grade Portion of Station

Escalator to/from Street Level

Elevator to/from Street Level

Stairs to/from Street Level

Below-Grade Escalator Bank

Direction of Passenger Flow Entering Station (at street level)

Direction of Passenger Flow Entering Station (below grade)

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construction difficulties and would result in substantial risk to the Second Avenue Subway’s overall schedule and budget.. For this reason, alternatives to the No Action Alternative have been developed, as discussed below.

2.2.2 72ND STREET STATION ENTRANCE ALTERNATIVE 1 (ELEVATORS AT THE SOUTHEAST CORNER AT 300 EAST 72ND STREET)—PREFERRED ALTERNATIVE

Alternative 1 would eliminate the subway entrance from within the building at 305 East 72nd Street and would relocate the entrance from this corner. At the southeast corner, no elevators would be constructed in the sidewalk on the south side of 72nd Street; instead, the four-story building at 300 East 72nd Street would be acquired and replaced with a new subway entrance building that would house five elevators that would comply with ADA requirements. Figure 2-3 shows plans and a section of the entrance.

As described in Chapter 1, “Purpose and Need,” 40 percent of the passengers who will use the north end of the station will come from/go to the northeast of the intersection of Second Avenue and 72nd Street, and 14 percent will come from/go to the southeast of the intersection. Those passengers going from/to the northeast would have to cross either 72nd Street or Second Avenue to enter the station with Alternative 1. However, since they would have the option of entrances on both the northwest and southeast corners, they could choose their entrance based on the permitted pedestrian crossing (“walk” sign) when they arrive at the intersection, and as a result, they would not have to wait long for a “walk” signal to cross the street and enter the station.

With Alternative 1, the street-level station access to the mezzanine level from the east side of Second Avenue would be via elevator from the southeast corner. The entrance would include five elevators. Based on the ridership estimates described in Chapter 1, “Purpose and Need” (see section 1.3.1.2) four elevators would be needed to meet peak demand; however, five would be provided to allow for one elevator to be out of service for maintenance or repairs. All passengers would enter the elevators from Second Avenue, and the elevators would take passengers directly to the mezzanine level. At the mezzanine level, passengers from the elevators would merge with those from the northwest entrance. All passengers would proceed through the turnstiles and then to the stairs, escalators, or elevators that lead to the platform.

In subway stations, straight passages with clear sightlines from areas where people congregate and/or areas where station personnel are present are preferred by passengers. In Alternative 1, the area at the base of the elevators would be open to the fare array area and station service area. In addition, the waiting area at street level and the elevators would be monitored by security cameras.

The elevator entrance would be located on the southeast corner of 72nd Street and Second Avenue. The existing four-story building at 300 East 72nd Street would be demolished and a new building would be constructed. The new building would be no taller than the existing building. It would be open onto Second Avenue, with a canopy over the sidewalk beyond the building line. Within the building, space would be provided for passengers waiting for the elevators. No bump-outs would be required along the Second Avenue or 72nd Street sidewalks for the elevator.

As noted earlier, none of the station entrances, including the proposed entrance on the southeast corner of 72nd Street and Second Avenue, would be used to ventilate the station. All Second Avenue Subway stations will have adequate emergency access to meet the National Fire Protection Association’s guidance (NFPA 130) for transit stations; at the 72nd Street Station, additional


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emergency staircases will be provided in the station’s ancillary building at the northwest corner of Second Avenue and 72nd Street.

As described later in this EA (see Chapter 12, “Recommendation of the Preferred Alternative”), 72nd Street Alternative 1 has been identified as the preferred alternative for the 72nd Street entrance modification.

2.2.3 72ND STREET STATION ENTRANCE ALTERNATIVE 3 (ESCALATORS ON THE NORTH SIDE OF 72ND STREET EAST OF SECOND AVENUE)

Alternative 3 would relocate the subway entrance at the northeast corner of 72nd Street and Second Avenue from within the building at 305 East 72nd Street to two new locations in the sidewalk on the north side of East 72nd Street east of Second Avenue. At the southeast corner, no elevators would be constructed in the sidewalk on the south side of 72nd Street; instead, the building at 300 East 72nd Street would be acquired and replaced with a new subway entrance building housing two ADA-compliant elevators. Figure 2-4 shows plans and a section of the design for Alternative 3.

In Alternative 3, two escalator entrances to the new subway station would be provided on the north side of 72nd Street within the sidewalk. One, with a stair and an escalator, would be located in front of 305 East 72nd Street with its entrance and exit oriented westward toward Second Avenue. The other, with two escalators, would be located in front of the apartment buildings at 311 and 315 East 72nd Street with its entrance and exit oriented eastward toward First Avenue. These entrances are shown in the street-level plan provided in Figure 2-4.

These entrances would converge at a common upper-level landing. From the upper-level landing, passengers would descend to the station mezzanine via a bank of three escalators. As shown in Figure 2-4, this escalator bank would cross diagonally beneath 72nd Street. The escalator bank would reach the mezzanine level in the rock beneath the building at 300 East 72nd Street. Passengers would then continue a short distance to the fare control (turnstile) area, located on the mezzanine level beneath Second Avenue. Figure 2-4 provides a plan of the mezzanine level near the escalator bank and fare control (turnstile) area.

Canopies above the subway entrances are required by code to protect the escalator equipment.1 Each pair of escalators or stairs and escalator would be covered by a canopy located on the public sidewalk. Each canopy would have a granite base with a glass enclosure above and would be approximately 41 feet long and 14 feet wide. The canopies would be approximately 16 feet high at the entrance and would slope downward to a height of approximately 6 feet at the rear.

The west canopy would be close to Second Avenue in front of the service entrance for the building at 305 East 72nd Street. The east canopy would be located in front of portions of the two buildings at 311 and 315 East 72nd Street, straddling the property line between these buildings. The building at 305 East 72nd Street is a large apartment building, 17 stories tall and with 85 feet of frontage on East 72nd Street, with ground-floor retail space that opens onto Second Avenue. The buildings at 311 and 315 East 72nd Street are 17 and 20 stories tall, respectively, with frontages of 115 feet and 100 feet along East 72nd Street, respectively. The entrance canopies would not block or interfere with the main entrances to the buildings or the doctor’s office entrance at 311 East 72nd Street. 1 American Society of Mechanical Engineers (ASME) Elevator and Escalator Code, ASME A17.1 –

2004 Section 6.1.8 Outdoor Escalators.

72ND

ST.

SECOND AVE.

SECOND AVE.

72ND

ST.

Street Level Plan

Mezzanine Level Plan

Section Looking North

ESCALATORS

ANCILLARY BUILDING

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OUTLINE OFBELOW-GRADE

STRUCTURE

ELEVATORS

EMER

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MEZZANINE LEVEL

STREET LEVEL

72ND

ST.SECOND AVE.

5 Elevators

3 Escalators

KEY MAP(see Figure 2-1 for Legend)

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72nd Street EntranceAlternative 1

Figure 2-3

NN


NOT TO SCALE

Alternative 1

72ND

ST.

Street Level Plan


Section Looking South

ENTER FROMSIDEWALK

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ESCALATOR AND STAIR TO/FROM72ND STREET

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Figure 2-4SECOND AVENUE SUBWAY

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NOT TO SCALE

Alternative 3


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To accommodate the new subway entrances, the sidewalk would be widened (bumped out) by 6 feet along the north side of East 72nd Street for a total of 270 feet from the intersection (longer than the 95 feet with the No Action Alternative). This “bump-out” would provide sidewalk capacity for the pedestrians using the new subway entrance here and would ensure that adequate sidewalk space would be available for pedestrians passing the entrance. (The FEIS notes on page 2-19 that in certain locations where space and traffic levels permit, entrances could include locations where the sidewalk is widened into the parking lane. These bump-outs would create enough sidewalk space to allow entrances that would be wide enough to accommodate escalators and stairs needed to access the new stations.) With the bump-out, the sidewalk would be 12.5 feet wide alongside the proposed entrance canopies. NYCDOT has reviewed preliminary plans for the lengthened bump-out and indicated its acceptance of this design concept in a letter dated October 15, 2007. Additional information was subsequently provided for review by NYCDOT in March 2008; after reviewing this information, NYCDOT again indicated its acceptance of this design concept in a letter dated March 27, 2008. Copies of these letters are provided in Appendix B.

The elevator entrance would be located on the southeast corner of 72nd Street and Second Avenue. The existing four-story building at 300 East 72nd Street would be demolished and a new building would be constructed there. The new building would be no taller than the existing building. It would be open onto Second Avenue, with a metal and glass awning over the sidewalk beyond the building line. Within the building, two elevators and a waiting area for passengers would be provided. No bump-outs would be required along the Second Avenue or 72nd Street sidewalks for the elevator. The elevators would open into the mezzanine level within the passageway that links the mezzanine to the escalators beneath 72nd Street.

Providing a new entrance on the north side of 72nd Street east of Second Avenue would be convenient for the passengers projected to arrive at and depart from the station from northeast of the intersection (of the passengers who will use the north end of the station,40 percent will come from northeast of the intersection). Therefore, many passengers using the station would not need to cross Second Avenue or 72nd Street to reach the station entrance.

In subway stations, straight passages with clear sightlines from areas where people congregate and/or areas where station personnel are present are preferred by passengers. In Alternative 3, the two escalator banks from street level would directly access the upper-level landing, and the long escalator to the mezzanine level would connect directly to the fare array area and station service area.

2.2.4 72ND STREET STATION ENTRANCE ALTERNATIVE 4 (ESCALATORS ON THE EAST SIDE OF SECOND AVENUE NORTH OF 72ND STREET AND NORTH SIDE OF 72ND STREET EAST OF SECOND AVENUE)

Alternative 4 would relocate the subway entrance at the northeast corner of 72nd Street and Second Avenue from within the building at 305 East 72nd Street to two sidewalk locations alongside 305 East 72nd Street. One escalator entrance would be on the north side of East 72nd Street east of Second Avenue, and the other would be on the east side of Second Avenue north of 72nd Street. Both of these entrances would have two escalators. At the southeast corner, no elevators would be constructed in the sidewalk on the south side of 72nd Street; instead, the building at 300 East 72nd Street would be acquired and replaced with a new subway entrance building housing two ADA-compliant elevators. Figure 2-5 shows plans and a section of the design for Alternative 4.


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With Alternative 4, passengers entering the station from the northeast corner of Second Avenue and 72nd Street could enter from either of the two new escalator entrances. The entrance on the north sidewalk of 72nd Street would be oriented westward toward Second Avenue, and the entrance on Second Avenue would be oriented northward toward 73rd Street. Both entrances would have two escalators that would lead passengers from street-level to a common landing area. Passengers who enter from the east side of Second Avenue would descend southward via escalator to the common upper-level landing. Those entering from 72nd Street would descend eastward via escalator to an intermediate landing, make a 180-degree turn, and proceed down a second escalator in a westward direction to the common landing. All passengers would then descend from the common landing via a bank of three escalators beneath 72nd Street to the station’s mezzanine level.

As required by code, each pair of escalators would be covered by a canopy at street level. Each canopy would have a granite base with a glass enclosure above and would be approximately 41 feet long and 14 feet wide. The canopies would be approximately 16 feet high at the entrance and would slope downward to a height of approximately 6 feet at the rear.

To accommodate the pedestrians passing by on the sidewalk and the anticipated passengers entering and exiting the station at the new entrances, Alternative 4 would require a six-foot bump-out of the north sidewalk of 72nd Street into the parking lane for 150 feet from the corner of Second Avenue (longer than the 95 feet required for the No Action Alternative) and a six-foot bump-out on the east sidewalk of Second Avenue into the parking lane for 100 feet north from the corner of 72nd Street. These bump-outs would provide sidewalk capacity for the pedestrians using the sidewalk and passengers entering and exiting the subway entrances. With the bump-outs, the sidewalk on the north side of 72nd Street would be 12.5 feet wide alongside the proposed entrance canopies, and the Second Avenue sidewalk would be 9.5 feet wide. MTA New York City Transit would need to seek concurrence by NYCDOT for these proposed bump-outs if Alternative 4 is selected as the Preferred Alternative.

As in Alternative 3, the elevator entrance would be located on the southeast corner of 72nd Street and Second Avenue. The existing four-story building at 300 East 72nd Street would be demolished and a new building would be constructed that would house two ADA-compliant elevators and a passenger waiting area. The new structure would be no taller than the existing building. It would be open onto Second Avenue, with a canopy over the sidewalk beyond the building line. No bump-outs would be required along the Second Avenue or 72nd Street sidewalks for the elevator. The elevators would open into the mezzanine level within the passageway that links the mezzanine to the escalators beneath 72nd Street.

Providing a new entrance on the east side of Second Avenue north of 72nd Street and the north side of 72nd Street east of Second Avenue would be convenient for the passengers projected to arrive at and depart from the station from northeast of the intersection (40 percent of the passengers who will use the north end of the station). In this alternative, entrances would be provided to the station at three corners of the intersection—the northeast, southeast, and northwest.

As noted earlier, in subway stations, straight passages with clear sightlines from areas where people congregate and/or areas where station personnel are present are preferred by passengers. In Alternative 4, several switchbacks, intermediate landings, and turns would be less convenient for passengers and would limit visibility in the entrance passages, which would be harder for station personnel to monitor.

72ND

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SECOND AVE.

Street Level Plan

Upper Landing Level Plan


SECOND AVE.


SECOND AVE.

ENTER FROMSIDEWALK

ESCALATORTO/FROMSTREET



ESCALATORSTO/FROM

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ESCALATORTO/FROM

UPPER LEVEL

ESCALATORSTO/FROM

NORTHWEST CORNER

ESCALATORSESCALATORS

TO/FROMPLATFORM


STRUCTURE

ELEVATORS

ELEVATORS

ELEVATORS

STREETLEVEL


72ND

ST.SECOND AVE.

2 Escalators

2 Escalators

2 Elevators

3 Escalators


3.27.09


Figure 2-5

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NOT TO SCALE

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2.3 86TH STREET STATION ENTRANCE ALTERNATIVES

MTA New York City Transit has developed alternatives to the No Action Alternative for entrances at the north end of the 86th Street Station. As shown in Table 2-2, seven new alternatives were developed, based on the site selection process for entrances (see section 1.3.3 of Chapter 1 of this EA, “Purpose and Need”). These alternatives were also developed with input from the community. These alternatives were then evaluated for their ability to meet the purpose and need (siting requirements) and their ability to best meet goals and objectives for station entrances in comparison to other alternatives. As a result of that evaluation, four alternatives were not carried forward for further evaluation, and the No Action Alternative and the three remaining “Build” Alternatives—Alternatives 2, 5, and 7—were carried forward for detailed analysis in this EA. The alternatives that were eliminated are described in Appendix A to this EA.

Table 2-286th Street Station Entrance Alternatives

Alternative

Entrance Location: Second Avenue and 86th

Street Vertical



No Action Northeast corner 3 escalators leading directly to mezzanine

Permanent easement in Block 1549, Lot 1; Permanent subsurface easement of Block 1548, Lots 49 and 148; 6-foot bump-out of south sidewalk of 86th Street extending 150 feet east of Second Avenue.

Alternative would present significant difficulties during construction that would result in risk to the Second Avenue Subway project’s budget and schedule (see section 1.3.2.4) but is carried forward as the baseline condition for detailed analysis in this EA.

Southeast corner 1 elevator to mezzanine

1 Southeast corner of 86th Street

1 Elevator Permanent subsurface easement of Block 1548, Lot 49 and Block 1549, Lot 1; 6-foot bump-out of south sidewalk of 86th Street extending 270 feet east of Second Avenue.

This alternative is a design option to Alternative 7. It would require structural modifications to 305 East 86th Street and would not provide any additional benefit greater than Alternative 7. Therefore this design option was not further evaluated.

Northeast corner: north sidewalk of 86th Street between Second and First Avenues

2 Stairs

2 Southeast corner: west canopy—south sidewalk of 86th Street between Second and First Avenues


Permanent subsurface easement of Block 1548, Lot 49; 6-foot bump-out of south sidewalk of 86th Street extending 330 feet east of Second Avenue.


Southeast corner: east canopy—south sidewalk of 86th Street between Second and First Avenues




1 Elevator Permanent subsurface easement of Block 1548, Lot 49; 6-foot bump-out of north sidewalk of 86th Street extending 250 feet east of Second Avenue; 6-foot bump-out of south sidewalk of 86th Street extending 150 feet east of Second Avenue; 6-foot bump-out of east sidewalk extending 80 feet of Second Avenue north of 86th Street.

Would not meet the purpose and need because Second Avenue entrance would be too close to station cavern. Thus, this alternative would not be constructible in accordance with good engineering practice.

Northeast corner: East sidewalk of Second Avenue between 86th and 87th Streets

1 Escalator

Northeast corner: north sidewalk of 86th Street between Second and First Avenues

2 Escalators


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Table 2-2 (Cont’d)86th Street Station Entrance Alternatives

Alternative

Entrance Location: Second Avenue and 86th

Street Vertical




1 Elevator Permanent subsurface easement of Block 1548, Lots 49 and 148; 6-foot bump-out of north sidewalk of 86th Street extending 100 feet east of Second Avenue; 6-foot bump-out of south sidewalk of 86th Street extending150 feet east of Second Avenue.

Would not meet the purpose and need because does not meet minimum capacity requirements for station design.

Northeast corner of 86th Street

2 Escalators

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Acquisition of Block 1548, Lots 49 and 50; No sidewalk bump-out.



1 Elevator Acquisition and demolition of Block 1548, Lot 1 and permanent subsurface easement of Block 1547, Lot 49, Block 1548, Lots 1, 2, 4, 49, 50, 51, 52; 6-foot bump-out of south sidewalk of 86th Street extending 150 feet east of Second Avenue.

The escalator entrance would not be located at intersection of 86th Street and Second Avenue. It would permanently block the main entrance to 300 East 85th Street and would require acquisition and demolition of a residential building only to facilitate construction. Therefore, this alternative would not meet the purpose and need or the goals and objectives.

Southeast corner of 85th Street

3 Escalators

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Permanent subsurface easement of Block 1548, Lots 49; 6-foot bump-out of north sidewalk of 86th Street extending 270 feet east of Second Avenue; 6-foot bump-out of south sidewalk of 86th Street extending 150 feet east of Second Avenue..


Northeast corner: east canopy—north sidewalk of 86th Street between Second and First Avenues



Note: The 86th Street Station will include an entrance on the northeast corner of East 83rd Street and Second Avenue, an ancillary building on the northwest corner of East 83rd Street and Second Avenue, and an ancillary building on the northwest corner of East 86th Street and Second Avenue. The location and design of these structures would not be changed by the No Action Alternative or Alternatives 1 through 7.

As described in Chapter 1, “Purpose and Need” (section 1.3.2), the 86th Street Station will include an entrance on the northeast corner of East 83rd Street and Second Avenue, an ancillary building on the northwest corner of East 83rd Street and Second Avenue, and an ancillary building on the northwest corner of East 86th Street and Second Avenue. The location and design of these structures would not be changed by the Build alternatives for the 86th Street Station described below. Therefore, the descriptions that follow focus on proposed changes in station entrances on the east side of Second Avenue at 86th Street.

The three 86th Street Build alternatives carried forward for detailed evaluation in this EA would fully avoid the use of space within 305 East 86th Street by relocating the subway entrance to another location. All three Build alternatives would also provide an ADA-compliant elevator entrance at the southeast corner of Second Avenue and 86th Street. The No Action Alternative and the three 86th Street Build alternatives are illustrated in Figure 2-6 and discussed in more detail below.

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2.3.1 86TH STREET STATION NO ACTION ENTRANCE ALTERNATIVE

The 86th Street Station will include an entrance on the northeast corner of East 83rd Street and Second Avenue, an ancillary building on the northwest corner of East 83rd Street and Second Avenue, and an ancillary building on the northwest corner of East 86th Street and Second Avenue.

In the No Action Alternative, the 86th Street Station would have an entrance to the north end of the station within commercial space at the base of the existing apartment building at the northeast corner of Second Avenue and 86th Street (305 East 86th Street). Figure 2-7 illustrates the layout of this entrance. This entrance was anticipated in the FEIS, but revised as a result of design changes evaluated in Technical Memorandum No. 1 in November 2006. Space on the ground floor and in the basement (currently occupied by a Food Emporium supermarket) would be acquired for use by this entrance. Escalators in this entrance would lead from Second Avenue directly to the station mezzanine. The escalators from the entrance to the mezzanine would pass southward beneath 86th Street as they descended toward the mezzanine level.

In addition, an elevator in the sidewalk on the south side of 86th Street east of Second Avenue would connect the street level with the station mezzanine. This elevator, required to meet ADA, was incorporated into the Second Avenue Subway project as part of the design changes evaluated in Technical Memorandum No. 1. The elevator would be 22 feet high and approximately 12 feet long by 12 feet wide. To accommodate the elevator, the sidewalk on the south side of 86th Street would be widened by approximately six feet in a “bump-out” extending 150 feet east of the intersection. The bump-out along the south side of 86th Street has been reviewed and approved by NYCDOT.1

The entrance at the northeast corner of 86th Street and Second Avenue is the entrance now proposed for modification. As discussed in Chapter 1, “Purpose and Need” (section1.3.2.4), the design for this entrance in the No Action Alternative is no longer proposed, because construction of an entrance within the building at 305 East 86th Street would require major structural modifications to the building, including in residential apartments, and would likely require the Food Emporium to close entirely because of the amount of space needed for temporary construction easements and for permanent subway structures. For this reason, alternatives to the No Action Alternative have been developed, as discussed below.

None of the station entrances will be used to ventilate the station, since the station would have an active ventilation system. Rather, station ventilation functions will be located within the ancillary building on the northwest corner of Second Avenue and 83rd Street and the ancillary building on the northwest corner of Second Avenue and 86th Street. All Second Avenue Subway stations will have adequate emergency access to meet the National Fire Protection Association’s guidance for transit stations (NFPA 130), and this access includes additional staircases not normally available for passengers to enter and exit the station.

1 During review, NYCDOT requested that the bump-out constructed on the south side of 86th Street be

extended for a total distance of 150 feet to accommodate a bus stop, rather than the 95 feet proposed in Technical Memorandum No. 1. Therefore, the bump-out would extend 150 feet along the south side of 86th Street east of Second Avenue.


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2.3.2 86TH STREET STATION ENTRANCE ALTERNATIVE 2 (ESCALATORS ON THE SOUTH SIDE OF 86TH STREET EAST OF SECOND AVENUE)

Alternative 2 would relocate the subway entrance at the northeast corner of 86th Street and Second Avenue from within the building at 305 East 86th Street to two new locations in the sidewalk on the south side of East 86th Street east of Second Avenue. A total of four escalators would be provided, two at each location (see Figure 2-8). The elevator entrance in the sidewalk on the south side of 86th Street would not be changed from the No Action Alternative. With Alternative 2, no entrance to the 86th Street Station would be provided on the north side of 86th Street.

With Alternative 2, passengers entering the station from the southeast corner of Second Avenue and 86th Street could enter from either of two new escalator entrances (or via the elevator entrance). From either entrance, passengers would travel down the escalator to one common upper-level landing. Passengers entering from the west entrance would descend eastward on the escalator; those entering from the east entrance would descend westward on the escalator to reach the same upper-level landing beneath the sidewalk on the south side of 86th Street.

Passengers would then use the upper-level landing to travel northward (beneath 86th Street) to reach the escalator bank that descends to the station mezzanine. The upper-level landing must extend beneath 86th Street in order to allow enough space for the inclined escalator bank to the mezzanine level. At the mezzanine level, passengers would then continue a short distance to the fare control (turnstile) area, located on the mezzanine level beneath Second Avenue (see Figure 2-8).

As required by code, each pair of escalators would be covered by a canopy located on the sidewalk. Each canopy would have a granite base with a glass enclosure above and would be approximately 41 feet long and 14 feet wide. The canopies would be approximately 16 feet high at the entrance and would slope downward to a height of approximately 6 feet in the rear.

Figure 2-8 shows a plan and section of Alternative 2 for the 86th Street Station entrance. One sidewalk entrance with two escalators would be located in front of 300-302, 304, and 306 East 86th Street and the other would be located in front of 316, 320, 322, and 324 East 86th Street. These are four- and five-story buildings with narrow frontage (15.5 to 22 feet wide) on 86th Street and ground-floor retail space on 86th Street. Construction of Alternative 2 would require modifications to these and other existing buildings that front the south side of East 86th Street. These modifications would include the temporary removal of stoops from 310 and 312 East 86th Street, which would be replaced. During the early phases of the cut-and-cover construction, sidewalk access to these buildings would be fully restricted, meaning that businesses and residents would be temporarily displaced for up to eight months.

Cellar doors for 300-302, 304, 306, 308, and 322 East 86th Street would be permanently removed. Since the cellar doors currently provide a means of egress from the cellars, sprinklers would need to be installed within the cellars of buildings where they are not currently present or where two means of egress cannot currently provided to meet the fire code.

In addition to the escalators, the elevator in the south sidewalk of 86th Street east of Second Avenue (included as part of the No Action Alternative) would remain in this alternative. To accommodate the escalators, the elevator would be moved slightly to the west, but would still be on the south side of 86th Street. The relocated elevator would be in front of the north side of the

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Figure 2-8

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building at the corner, 1656 Second Avenue (also known as 300-302 East 86th Street), a four-story building with ground-level retail that fronts Second Avenue.

To accommodate the escalator entrances and elevator, the sidewalk would be widened (bumped out) by 6 feet along the south side of East 86th Street for a total of 330 feet from the intersection, farther than the 150-foot-long bump-out required for the No Action Alternative. This bump-out would provide additional sidewalk capacity for the pedestrians using the new subway entrance and would ensure that adequate sidewalk space would be available for pedestrians passing the entrance. With the bump-out, a 12.5-foot-wide sidewalk would remain alongside the elevator and a 9.5- and 10-foot-wide sidewalk would remain alongside the escalator entrances.

Of the passengers who enter or exit at the north end of the station, 68 percent are predicted to come to/from the northeast and 8 percent to/from the southeast, with the remaining 24 percent coming to/from west of Second Avenue. Providing a new entrance on the south side of 86th Street east of Second Avenue would be convenient for the 8 percent who would come from that direction; the other 92 percent would have to cross 86th Street and/or Second Avenue to reach the station entrance, since no entrances would be provided on the other corners of the intersection.

In subway stations, straight passages with clear sightlines from areas where people congregate and/or areas where station personnel are present are preferred by passengers. In Alternative 2, the upper-level landing would have a long passageway with a turn leading to the escalator bank connecting to the mezzanine. This would be less convenient for passengers and would limit visibility in the entrance passages and be harder for station personnel to monitor.

2.3.3 86TH STREET STATION ENTRANCE ALTERNATIVE 5 (ELEVATORS AT SOUTHEAST CORNER)

Alternative 5 would eliminate the entrance at the northeast corner and the elevator from the sidewalk on the south side of 86th Street. In this alternative, a new building would be constructed at the southeast corner of Second Avenue and 86th Street that would house elevators connecting to the subway station mezzanine (see Figure 2-9). This alternative would require the full acquisition and demolition of two buildings at that corner: 1656 Second Avenue (also known as 300-302 East 86th Street) and 1654 Second Avenue. The new entrance at the southeast corner would provide five elevators and an emergency egress stairway within the newly constructed building. No entrance to the 86th Street Station would be provided on the north side of 86th Street in this alternative.

Providing a new entrance on the south side of 86th Street east of Second Avenue would be convenient for the 8 percent of projected passengers who would come from/go to that direction; the other 92 percent would have to cross 86th Street and/or Second Avenue to reach the station entrance, since no entrances would be provided on the other corners of the intersection.

With Alternative 5, the street-level access to the station mezzanine would be via one of five elevators from the southeast corner. Five elevators are needed to meet the anticipated morning peak hour ridership while allowing for one elevator to be out of service for maintenance at any given time. The elevators would take passengers directly to the mezzanine level.

At the mezzanine level, an elevator lobby would provide queuing space for passengers waiting to board elevators. The west end of this room would open to the main portion of the mezzanine


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where the turnstiles would be located. The elevators themselves would be located along the south wall of the elevator lobby (see Figure 2-9).

In subway stations, straight passages with clear sightlines from areas where people congregate and/or areas where station personnel are present are preferred by passengers. In Alternative 5, the area at the base of the elevators would have a limited view to the fare array area and station service area. In addition, the waiting area at street level and the elevators would be monitored by security cameras.

Two existing four-story buildings on the southeast corner would be demolished and a new building would be constructed to house the elevators. The structure would also have an emergency egress stairway that would exit to either 86th Street or Second Avenue. The new structure would be no taller than the existing building. It would be open onto Second Avenue and 86th Street, with a canopy over the sidewalk beyond the building line. Within the building, adequate space would be provided for queuing capacity to accommodate passengers waiting for the elevators. Since the elevator building would not be within the sidewalk, it would not be necessary to increase the widths of sidewalks along Second Avenue or the south side of 86th Street for the elevator.

In this alternative, no escalators would be provided for access to and from the north end of the station. An escalator entrance would be at the southern end of the station, near 83rd Street.

2.3.4 86TH STREET STATION ENTRANCE ALTERNATIVE 7 (ESCALATORS ON THE NORTH SIDE OF 86TH STREET EAST OF SECOND AVENUE)—PREFERRED ALTERNATIVE

Alternative 7 would relocate the subway entrance at the northeast corner of 86th Street and Second Avenue from within the building at 305 East 86th Street to two new locations in the sidewalk on the north side of East 86th Street east of Second Avenue. In the new design, a total of four escalators—two escalators per entrance—would be provided at street level (see Figure 2-10).

As noted earlier, of the passengers who enter or exit at the north end of the station, 68 percent are predicted to come to/from the northeast and 8 percent to/from the southeast. Providing a new entrance on the north side of 86th Street east of Second Avenue would be most convenient for the majority of the passengers.

With Alternative 7, two entrances, both with escalators, would be constructed on the north side of 86th Street within the sidewalk in front of 305 East 86th Street. These entrances would flank the building’s curved driveway. The western entrance would be oriented toward Second Avenue and the eastern entrance would be oriented toward First Avenue. From either entrance, passengers would travel down the escalator to one common upper-level landing.

From this upper level landing, a bank of escalators would cross beneath 86th Street to connect with the station mezzanine. As shown in Figure 2-10, this escalator bank would cross diagonally beneath 86th Street and would reach the mezzanine level in the rock beneath the building at the southeast corner of Second Avenue and 86th Street. Passengers would then continue a short distance to the fare control (turnstile) area, located on the mezzanine level beneath Second Avenue. In Alternative 7, the two escalators from street level would connect directly to the upper-level landing, and the long escalator to the mezzanine level would connect directly to the fare array area and station service area, without switchbacks or long passages.

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As required by code, each pair of escalators would be covered by a canopy located on the sidewalk. Each canopy would have a granite base with a glass enclosure above and would be approximately 41 feet long and 14 feet wide. The canopies would be approximately 16 feet high at the entrance and would slope downward to a height of approximately 6 feet in the rear.

Figure 2-10 shows a plan and section of Alternative 7. Both new canopies would be located in front of 305 East 86th Street, a large, 21-story apartment building that extends from 86th to 87th Street and occupies the western third of the block. This building has ground-floor retail space that fronts on Second Avenue. The building’s residential entrance is from East 86th Street, via a curved drive. The canopies would be located west and east of the curved driveway.

To accommodate the new subway canopies, the sidewalk would be widened (bumped out) by 6 feet along the north side of East 86th Street for a total of 270 feet from the intersection. This bump-out would provide additional sidewalk capacity for the pedestrians using the new subway entrance here. NYCDOT has reviewed the plans for the lengthened bump-out and has indicated agreement with this design element (see the letter dated May 18, 2007 provided in Appendix B to this EA).

In addition to the escalators, the elevator in the south sidewalk of 86th Street east of Second Avenue (included as part of the No Action Alternative) would remain in this alternative.

As described later in this EA (see Chapter 12, “Recommendation of the Preferred Alternative”), 86th Street Alternative 7 has been identified as the preferred alternative for the 86th Street entrance modification.

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