LIRR President Helena Williams held a special meeting last week for the officials of the Village of New Hyde Park. The main topic of the meeting was to address the request of the village officials to research the feasibility of elevating or depressing the tracks as an alternative to what the LIRR officially calls the Main Line Corridor Improvement Project.

Prior to addressing the requests made by the village, Williams gave a brief update on the status of the third track construction to date.

She explained that the only area of third track construction currently under way is the DOT (Department of Transportation) Roslyn Road grade crossing elimination project. The new grade separated bridge, which includes a third bay for future track, was installed in August of '07. DOT anticipates completion of the Roslyn Road highway construction this spring.

Williams explained, "During the past 15 years important sections of the third track infrastructure have been built including third track requirements at the Herricks Road overpass and the Mineola Boulevard Bridge. Other infrastructure that already accommodates the third track include the Grand Boulevard Bridge; the bridge over the Wantagh State Parkway; Charlotte Avenue Bridge and Hicksville Station.

"Pursuant to the CPRB (Capital Program Review Board) resolution adopted on July 13, 2005, the LIRR will not begin construction under the Main Line Corridor Improvements Project until the FTA (Federal Transportation Authority) issues a record of decision (ROD) and the CPRB review requirements are met.

"The Main Line Corridor Improvement Project covers a 10 mile stretch of track east of the Floral Park Station to the Hicksville Station and focuses on a number of areas for improvements. The following are listed, according to priority, though actual phasing will be determined at a later date."

Williams continued, "Grade crossing eliminations will significantly enhance safety, improve traffic flow within villages and alleviate rush hour delays along north-south arterials. The Urban Avenue/Bond Street grade crossing elimination will improve truck traffic and eliminate backups, and the Village of Westbury tentatively supports this effort.

"The New Hyde Park grade crossing eliminations will also improve safety and alleviate traffic delays. Also, road rerouting at New Hyde Park Road will eliminate traffic delays and will eliminate dangerous left-hand turns just south of the tracks, and the Village of Garden City tentatively supports his effort.

"The preliminary draft Environmental Impact Statement (EIS) proposes to eliminate the New Hyde Park Road grade crossing and notes that the LIRR will commit to elimination of the crossing at Covert Avenue if the village supports it. The Village of New Hyde Park has not indicated support for these two grade crossing eliminations at this time and requested an evaluation of tunneling or track elevation."

Williams then launched into a detailed explanation, complete with a PowerPoint presentation and a written explanation, complete with diagrams, as to why both the tunneling and track elevation are not feasible.

With a concept of a Bored Tunnel the LIRR found that a station at New Hyde Park may not be feasible.

Further, steep approach grades reduce operating speed, lower capacity and defeat service reliability goals of the Main Line Corridor project.

Detour tracks would be required around the open trenches and launch boxes, and there would be substantial impacts to Plainfield Avenue in Floral Park and Denton Avenue in Garden City.

Further, there would be large recharge basins required for trench and tunnel drainage.

There would be substantial LIRR service and community disruption for at least five years.

Plus there would be one million cubic yards of fill excavated to (65,000 tractor trailers) and thousands of tons of construction materials delivered to the area.

There would be massive and concentrated property impacts to Floral Park, New Hyde Park and Garden City.

Total property impacts would be 122 in a 2.9 mile analysis area:

Partial residential taking: 59

Full residential taking: 22

Partial Commerical/Public taking: 19

Full Commerical/Public taking: 22

There would be 1,356 percent increase over the nine impact in the LIRR alternatives for the same segment.

There would be a 13,000 foot long open trench from Floral Park to Garden City including approach ramps on east and west sides.

Stations at New Hyde Park and Merillon Avenue would be below grade.

Detour tracks would be required from Floral Park to Garden City.

Substantial LIRR service and community disruption for 4 to 5 years.

There would be 450,000 cubic yards of fill excavated to fill 30,000 tractor-trailers.

Plus substantial and concentrated property impacts to Floral Park, New Hyde Park and Garden City.

Total Property Impacts: 125 in 2.9 mile analysis area.

Full residential: 2

Partial residential taking: 75

Partial Commerical/Public taking: 18

Full Commercial/Public taking: 30

There would be a 1,389 percent increase over the nine impacts in LIRR alternative for the same segment.

The LIRR reported that no known similar project has ever been attempted.

They found it an unacceptable safety risk to railroad operations and customers.

Further, it is a potentially uninsurable construction project.

Detour tracks would be required at each end of the viaduct in both Floral Park and Garden City.

Substantial LIRR service and community disruption for three to four years.

Would require heavy-duty construction equipment and 15-story high cranes.

Substantial concentrated property impacts to Floral Park, New Hyde Park and Garden City.

Total property impacts: 108 in 2.9 mile analysis area.

Partial residential taking: 60

Full residential taking: 0

Partial Commercial/Public taking: 12

Full Commercial/Public taking: 36

There would be a 1,200 percent increase over the nine impacts in the LIRR alternative for the same segment.

A 12,000-foot long viaduct from Floral Park to Garden City, including approach ramps on east and west sides.

Stations at New Hyde Park and Merillon Avenue would be elevated.

Detour tracks required from Floral Park to Garden City.

Substantial LIRR service and community disruption for 3 to 4 years.

Heavy duty construction equipment and 15-story high cranes.

Substantial and concentrated property impacts to Floral Park, New Hyde Park and Garden City.

Total Property Impacts: 81 in 2.9 mile analysis area.

Partial Residential taking: 35

Full Residential taking: 0

Partial Commercial/public taking: 28

Full Commerical/Public taking: 18

There would be a 900 percent increase over the nine impacts in LIRR alternative for the same segment.

LIRR President Helena Williams then went into the proposed plan known as the Main Line Corridor Improvement Project.

She pointed out that the total property impact would be 9 over a 2.9-mile analysis area.

Full residential taking: 0

Partial residential taking: 0

Partial Commercial/Public taking: 3 (one in New Hyde Park and two in Garden City)

Full Commercial/Public taking: 6 (one in New Hyde Park and five in

Garden City.)

Note: The LIRR will include the grade crossing elimination of Covert Avenue at the request of the Village of New Hyde Park.

Covert Avenue Grade Crossing Elimination Property Impacts:

Full Residential taking: 5

Partial Residential taking: 2

Partial Commerical/Public taking: 1

Full Commercial/Public taking: 2

In answer to an inquiry regarding a time frame, Williams explained the timeline for the Environmental Impact Statement (EIS) to the FTA. A preliminary draft was submitted to the FTA on Jan. 31. After an initial meeting with the FTA on March 8, she said that it appears that the FTA review will not be complete until the fourth quarter of '08. Upon the release by the FTA, the draft EIS would be available for circulation and comment by local officials and members of the public. Public hearings will then be scheduled, comments incorporated and the final EIS would be resubmitted to the FTA. Upon final approval, MTA would request an FTA Record of Decision, and then seek to meet CPRB requirements.

It was also asked what would be the anticipated timeline for the full project completion. It was explained that full completion of the many aspects of the Main Line Corridor would be sometime around 2020. This timeline, however, is dependent upon the balance of funds for the project becoming available in 2014-2018 Capital program.

The anticipated cost of the project is $1.5 billion with current funding of Capital programs of LIRR 2005-2008-$203.7 million; 2008-2013-$250 million- NYSDOT-Current-$80 million. No new funding. Total $533.7 million. Future funding needed from 2013 to 2018 and from 2018 to 2023-$966.3 million.

The meeting ended with the village officials going over some of the material presented.

The next meeting with the LIRR it seems will be a hearing to present the draft of the EIS and to get comments by the public. No date has been anticipated at this time for that meeting.