Hampton Roads Bridge-Tunnel Expansion Feasibility Study. Design Considerations
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1 Hampton Roads Bridge-Tunnel Expansion Feasibility Study Tunnels Design Considerations The proposed location for the new tunnel crossing is about 250 feet away from the existing westbound tunnel. This matches the distance between the existing eastbound and westbound tubes. It allows for the excavation and placement of the new tunnel without impacting the existing tunnels while also providing flexibility in the future should the existing tubes need to be replaced. While it may be possible to place a two-lane tunnel between the existing tunnels, it is likely that the existing tunnels would be disturbed during the process. It also creates major complications if any of the tubes has to be replaced in the future. Use of a tunnel boring machine is not likely a practical solution as the regional soils are not conducive to boring due to the looseness of the upper layers. If tunnel boring were utilized, the tunnel would need to be much lower than the existing tunnels to provide adequate cover. This increased depth would result in a significantly longer tunnel. Given those considerations it is recommended that the new tunnel be placed as shown in the proposed alignments. Bridges While most of the structures over roads can be widened to the inside, the majority of structures over water will have to be widened to the outside. The necessity for outside widening is mostly due to the size and amount of the equipment required to drive the large piles
2 Hampton Roads Bridge-Tunnel Expansion Feasibility Study Alternative 1 Two additional lanes of bridge-tunnel capacity to provide a contiguous, six-lane facility From: Setter s Landing Road Interchange on the Peninsula To: I-64 / I-564 Interchange on the Southside existing eastbound tunnel would be converted to accommodate two-way traffic bridge sections before and after the existing eastbound tunnel would be widened existing westbound bridge-tunnel facility would remain unchanged new facility would be constructed for eastbound traffic existing Willoughby Bay bridge would be widened to the outside on each side o minimizes impacts to the Willoughby Spit Marina o results in impacts along the land adjacent to the westbound bridge Further Study Considerations: Critical issue - two-way traffic in the existing eastbound bridge-tunnel facility Results in a 4 mile section of undesirable two-way traffic Lower speed limit required for safety Likely to Negate much of the capacity improvement this alternative will offer Unlikely that this alternative will provide the desired relief Conceptual Construction Estimate: $2.2 Billion (2008 dollars)
3 Hampton Roads Bridge-Tunnel Expansion Feasibility Study Alternative 2 Two additional lanes of reversible bridge-tunnel capacity to provide greater peak period and evacuation capacity From: I-64 / I-664 Interchange on the Peninsula To: I-64 / I-564 Interchange on the Southside Barrier separated from the general lanes Operate as express lanes Could be converted to multimodal lanes if desired Existing eastbound bridge-tunnel no change New 2-lane bridge-tunnel constructed to carry eastbound traffic Requires all bridges from I-664 to I-564 to be modified Willoughby Bay bridge work accomplished on the water side of the existing structures o Little construction activity on land side o Minimal inconvenience to property owners o No private piers should be affected Further Study Considerations: Direct connections at I-664 and I-564 need to be further studied Incident management is more difficult with express lanes Does not address capacity problems of off-peak direction Conceptual Construction Estimate: $2.3 Billion (2008 dollars)
4 Hampton Roads Bridge-Tunnel Expansion Feasibility Study Alternative 3 Four additional lanes of bridge-tunnel capacity From: I-64 / I-664 Interchange on the Peninsula To: I-64 / I-564 Interchange on the Southside Existing westbound bridge-tunnel no change Existing eastbound bridge-tunnel converted to carry westbound traffic New 4-lane bridge-tunnel constructed to carry eastbound traffic Requires all bridges from I-664 to I-564 to be modified Willoughby Bay bridge work accomplished on the water side of the existing structures o Little construction activity on land side o Minimal inconvenience to property owners o No private piers should be affected Further Study Considerations: Mainline traffic split is not common, but not without precedent among Interstate roadways Mimics Baltimore s Fort McHenry Tunnel (I-95) traffic split Right of way impacts greater than 2-lane alternatives Conceptual Construction Estimate: $3.3 Billion (2008 dollars)
5 Hampton Roads Bridge-Tunnel Expansion Feasibility Study Alternative 4 Four additional lanes of bridge-tunnel capacity, including two multimodal lanes From: I-64 / I-664 Interchange on the Peninsula To: I-64 / I-564 Interchange on the Southside Existing westbound bridge-tunnel no change Existing eastbound bridge-tunnel converted to carry westbound traffic, one general lane and one multimodal lane New 4-lane bridge-tunnel constructed to carry eastbound traffic, three general lanes and one multimodal lane Requires all bridges from I-664 to I-564 to be modified Willoughby Bay bridge work accomplished on the water side of the existing structures o Little construction activity on land side o Minimal inconvenience to property owners o No private piers should be affected Further Study Considerations: Westbound traffic split is not common, but not without precedent among Interstate roadways Mimics Baltimore s Fort McHenry Tunnel (I-95) traffic split Right of way impacts greater than 2-lane alternatives 4 buffer between general lane and multimodal lane could not be provided through existing tunnels Conceptual Construction Estimate: $3.3 Billion (2008 dollars)
6 Hampton Roads Bridge-Tunnel Expansion Feasibility Study Alternative 5 Two additional lanes of bridge capacity to provide a contiguous, six-lane facility From: Setter s Landing Road Interchange on the Peninsula To: I-64 / I-564 Interchange on the Southside This alternative is the same as Alternative 1 except that the additional lanes over the channel are provided by a high level bridge as opposed to tunnels. As with Alternative 1 there would still be a reduced speed and two-way traffic in the existing eastbound tunnel. The benefit gained by adding two lanes will be reduced by changing one of the tunnels to two-way traffic. Using a two lane high rise bridge versus a four lane high rise bridge will generate a cost savings of only about 10%. The magnitude of this bridge is not effective unless it carries at least four lanes of traffic. Additionally, it is recommended that a two lane bridge not be attempted because of the adverse affect of the aerodynamics of such a narrow structure. Because of the reduced benefit and poor aerodynamics versus the minimum cost savings, Alternative 5 is eliminated from further consideration.
7 Hampton Roads Bridge-Tunnel Expansion Feasibility Study Alternative 6 Four additional lanes of bridge capacity From: I-64 / I-664 Interchange on the Peninsula To: I-64 / I-564 Interchange on the Southside This alternative is identical to Alternative 3 except that the additional lanes over the channel are provided by a high level bridge as opposed to tunnels. Existing westbound bridge-tunnel no change Existing eastbound bridge-tunnel converted to carry westbound traffic New 4-lane high-rise bridge constructed to carry eastbound traffic Requires all bridges from I-664 to I-564 to be modified Willoughby Bay bridge work accomplished on the water side of the existing structures o Little construction activity on land side o Minimal inconvenience to property owners o No private piers should be affected Further Study Considerations: Westbound traffic split is not common, but not without precedent among Interstate roadways Mimics Baltimore s Fort McHenry Tunnel (I-95) traffic split Right of way impacts greater than 2-lane alternatives Conceptual Construction Estimate: $3.2 Billion (2008 dollars)
8 Hampton Roads Bridge-Tunnel (HRBT) Expansion Feasibility Study October 22, 2008 Malcolm T. Kerley, PE Chief Engineer
9 Study Scope Augment currently planned regional improvements to reduce congestion at HRBT Augment regional improvements identified in HB 3202 and current, federally-approved long-range plan Use in-house expertise and external consultants to evaluate conceptual costs, benefits and feasibility of alternatives Perform high-level conceptual study; rely extensively on existing work products and traffic models Serve as basis for future policy-level analysis and decision making; study does not meet standards necessary for true, investment-grade decision 2
10 Study Expectations Review of six identified alternatives Develop sketch-level cost estimates of alternatives Develop estimates of congestion-reduction benefits of alternatives Provide policy-level guidance on feasibility and long-term benefits of alternatives Perform work in transparent and open manner accessible to public and federal, state and local officials 3
11 Study Alternatives 1. Add two additional lanes of bridge-tunnel capacity to provide a contiguous, six-lane facility 2. Add two additional lanes of reversible bridge-tunnel capacity to provide greater peak period and evacuation capacity 3. Add four additional lanes of bridge-tunnel capacity 4. Add four additional lanes of bridge-tunnel capacity, including two multimodal lanes 5. Add two additional lanes of bridge capacity to provide a contiguous, six lane facility 6. Add four additional lanes of bridge capacity 4
12 Alternative Screening Criteria Congestion reduction benefit traffic analysis Cost sketch level concept estimate Physical Impact right of way impact 5
13 Congestion Benefit Relief Traffic Analysis Analyze design years 2018 and 2030 Analyze with and without the Hampton Roads Third Crossing inplace Assume tolling at HRBT and Monitor Merrimac Memorial Bridge- Tunnel Traffic analysis to be coordinated with the Metropolitan Planning Organization and Virginia Modeling and Simulation Center (HJR 194) 6
14 Cost Sketch Level Concept Estimates Estimates in 2008 dollars Roadway costs calculated on a lane-mile basis Bridge costs calculated on a square foot basis Tunnel costs calculated using updated historical data Estimates do not include preliminary engineering, right of way, utilities or sound walls or any environmental mitigation Estimates based on year-of-expenditure dollars and including right of way, utilities and other costs would be substantially higher 7
15 Process Considerations Any commitment to expand the HRBT will need to meet all applicable state and federal standards for a critical component of the Interstate Highway System including: Environmental Document Navy Coordination U. S. Coast Guard Coordination U. S. Army Corps of Engineers Coordination EPA Coordination Virginia Port Authority Coordination Virginia Pilots Association Virginia Marine Resources Commission Coordination Virginia Department of Environmental Quality Coordination Regional Air Quality and Regional Traffic Impacts Life Cycle Costs Public Hearing Regulations 8
16 Bridge vs. Tunnel Bridge Requires less daily operations than tunnel Not susceptible to flooding and closing during high water events Provides full-width shoulders Does not limit future channel deepening Potential Navy issues regarding potential channel obstruction Requires more long-term maintenance due to direct exposure to the elements Susceptible to being closed during high wind events Requires specialty contractors and unique construction methods main span would be world s second longest Extends past the shoreline for a distance of about 300 to 400 feet before tying in to existing ground on the Peninsula side Requires ice and snow removal. 9
17 Bridge vs. Tunnel Tunnel Provides unrestricted vertical clearance above channel No potential Navy issues regarding potential channel obstruction Less visual or aesthetic impacts Better vertical alignment going under channel rather than over result in fuel savings and better air quality Uses existing emergency services if new tunnel islands are connected to existing tunnel islands Requires ventilation and pumping systems Potentially more difficult to fight fires due to confined space Requires Tide gates to protect from hurricanes / global warming sea level increase 10
18 Next Steps Coordinate Traffic Analysis with MPO and VMASC Hold Public Comment Sessions on Draft Report Finalize Concept Cost Estimates Deliver Final Report by 12/31/
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