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Draft April 2019
CHAPTER 4
CONSTRUCTION MEANS AND METHODS
This chapter describes the potential means and methods for constructing the
Viaduct and Community Grid Alternatives. It presents the anticipated construction
schedule, the phases of construction, estimates of equipment to be used and the
number of construction employees, and measures that may be implemented to
minimize disruptions to the traveling public and the surrounding communities
during construction. The information presented in this chapter was used to assess
construction effects, which are documented in Chapter 5, Transportation and
Engineering and Considerations and Chapter 6, Social, Economic, and
Environmental Considerations.
4.1 INTRODUCTION
To minimize the duration of construction effects of the Interstate 81 (I- 81 ) Viaduct Project (the “Project”), the New York State Department of Transportation (NYSDOT) has established schedules that assume the completion of the Viaduct Alternative construction in six years, and the completion of the Community Grid Alternative construction in five years.
The construction means and methods presented in this chapter are based on the current level of engineering design for the Project alternatives, discussions with construction specialists, and experience on similar projects. The techniques, phasing, and schedules ultimately implemented during the actual construction of the Project may vary to some degree from those presented here; however, the process described below presents the most likely scenario for construction of the Project. Phases of this Project may be advanced as Design-Bid-Build contracts or as Design-Build contracts. If elements of the project developed during final design substantially vary from the boundaries of this evaluation, additional environmental documentation may be necessary.
Most construction activities and associated disturbance would occur within NYSDOT’s right-of-way and would be subject to the standard requirements, specifications, and policies of a NYSDOT project. As construction contracts are awarded, different contractors may arrange for use of properties outside of NYSDOT’s right-of-way for various uses, such as construction staging areas, office/administrative and support space, disposal and borrow sites, temporary batch plants, bridge demolition, new bridge substructure construction, and new bridge superstructure construction. In these instances, the Contractor would be subject to normal city, county, and state building and zoning regulations and be fully responsible for obtaining any necessary permits and environmental approvals for the proposed use. In addition, numerous street rehabilitation projects within the city (refer to Chapter 5, Transportation and Engineering Considerations ) are in the planning phase. The scope and/or timing of these other projects is not anticipated to affect the construction phasing or work zone traffic control (WZTC) plans developed for the I-81 Viaduct Project, although coordination with the City of Syracuse will continue.
Draft April 2019
Construction equipment types, the durations of use, and the estimated number of construction workers anticipated to be required for the construction of each alternative are quantified to enable the assessment of construction-related air quality and noise effects and short-term economic benefits in Chapter 6, Social, Economic, and Environmental Considerations and of traffic effects in Chapter 5, Transportation and Engineering Considerations. In the text that follows, the specific roadway elements to be constructed during each phase, the duration of each phase, the work zone traffic control requirements during each phase, and general estimates of equipment and construction workers are presented first for the Viaduct Alternative and then for the Community Grid Alternative.
4.2 NO BUILD ALTERNATIVE
The No Build Alternative would maintain the highway in its existing configuration. To keep the highways and bridges in a state of good repair and ensure the safety of the traveling public, continual maintenance and repairs would be performed, requiring ongoing construction. Structural deficiencies and safety considerations would be addressed as part of NYSDOT’s ongoing maintenance program. Routine maintenance efforts, which would be undertaken as part of NYSDOT’s annual maintenance program, would include filling pavement cracks, patching holes in bridge decks, cleaning drainage systems, and operational considerations (e.g., signage and other low-cost improvements). The maintenance and repair program would comply with NYSDOT’s existing construction specifications and protocols.
As the facility continues to deteriorate, the level of effort and associated costs would increase. Over time, the maintenance may be costlier than NYSDOT’s budgets can tolerate, making continued operation unreasonable.
4.3 VIADUCT ALTERNATIVE
4.3.1 CONSTRUCTION PHASING AND WORK ZONE TRAFFIC CONTROL
(WZTC)
The Viaduct Alternative would involve the reconstruction of I-81 between Dr. Martin Luther King, Jr. East (MLK, Jr. East) and Hiawatha Boulevard, including the removal and replacement of the existing viaduct between the New York, Susquehanna and Western (NYS&W) Railway Bridge near Renwick Avenue and I-690. The portion of I-690 between Leavenworth Avenue and Lodi Street, including the I-690/I-81 interchange, would also be reconstructed.
To achieve a six-year construction schedule while minimizing impacts, segments of I-81 and I- 690 would be closed during select periods. The preliminary construction phasing plan sets forth a construction sequence consisting of three phases:
During Phase 1 , the preparatory phase, several improvements would be undertaken that are designed to enable the maintenance of traffic during subsequent phases of construction.
During Phase 2 the reconstruction of I- 690 would occur, consisting of two sub-phases (Phases 2A and 2B). This work would include the I- 690 construction through the complex I-81/I- 690 interchange, which would occur while a minimum of two lanes of traffic in each direction is
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Figure 4-
Viaduct Alternative:
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Figure 4-
Viaduct Alternative: Construction Phasing Overview
I-81 Viaduct Project
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Figure 4-
Viaduct Alternative: Preliminary Construction Schedule
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Almond St. utility relocations, Van Buren to Fayette Sts. PHASE 2B
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Prepare Phase 3 Detour PHASE 3
Open and Maintain Phase 3 DetourComplete and open SB I-81 to Harrison St and SB I-81 to EB I-690 rampsReconstruct I-81 Viaduct, MLK, Jr. East to I-690Northern Segment
Complete Northern Segment construction Local Streets
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Viaduct Alternative – Preliminary Construction Schedule
Figure 4-
I-81 Viaduct Project
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Figure 4-
Viaduct Alternative: Phase 1
Year 1 Year 2 Year 3 Year 4 Year 5 Year 6 PHASE 1 Construct MLK Interchange Construct Catherine St. Interchange West Street Interchange Temporary widening of EB off-ramp Construct WB Bypass Northern Segment Replace Butternut and Court St. bridges, begin mainline widening Reconstruct North Clinton Street Construct Northern Segment ramp consolidation Local Streets Prepare Phase 2 Detour Reconstruct MLK, Jr. East,Van Buren St. & Crouse Ave. Reconstruct Almond Street, Fayette St. to I- Convert Crouse Ave. to two-way street
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Figure 4- Viaduct Alternative: Phase 1
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I-81 Viaduct Project
Draft April 2019
North Clinton Street, and the construction of the new Butternut Street and Court Street overpasses on I- 81. All interstate mainline lanes and ramps would remain open; for example, the existing southbound I-81 on-ramp from Genant Drive would remain open until the new ramp from North Clinton Street is open to traffic. Replacement of the Court Street and Butternut Street bridges would facilitate the widening and realignment of I-81. During replacement of these bridges, the existing Court and Butternut Street bridges would be closed and east-west local traffic across I-81 would use the Bear Street and Spencer Street overpasses as well as local streets, such as Clinton Street, Sunset Avenue, State Street, and Salina Street.
I- 690 at West Street (Interchange 11 ) and West Genesee Street (Interchange 12)
Although most of the I-690/West Street interchange would be reconstructed in subsequent phases (2A and 2B) during the closure of I- 690 , preparation activities required for those improvements would occur during this first phase. During Phase 1, West Street would remain open to traffic at all times. The temporary improvements listed in Table 4- 1 and described below would be constructed to maintain traffic and interstate connections during subsequent phases:
A temporary, two-lane westbound I- 690 bypass on the north side of Interchange 11 /12 (West Street/West Genesee Street) would be constructed to accommodate westbound I-690 traffic during subsequent phases. To construct this bypass, the existing two-lane northbound West Street to westbound I-690 on-ramp would be partially demolished and reduced to one lane. While temporary closures of shoulders and lane shifting may be needed on westbound I-690 where the bypass would connect to the existing westbound I- 690 mainline, existing lanes on westbound I- 690 would remain open throughout this phase.
The eastbound I-690 off-ramp to West Genesee Street (Interchange 12) would be widened temporarily, from one lane to two lanes, in preparation for the next phase of construction. Construction of this ramp would require temporary closures of shoulders, but the existing eastbound I-690 travel lanes, the existing Interchange 11 (West Street) off-ramp, and the existing Interchange 12 (West Genesee Street) off-ramp would remain open at all times. A short section of Belden Avenue near the ramp would need to be temporarily narrowed from two lanes to one lane; however, since traffic volumes on this section are very low, it would be possible to maintain two-way traffic with the installation of a temporary signal.
Preparation of Eastbound I- 690 Phase 2 Detour
As explained in greater detail in Chapter 5 , Transportation and Engineering Considerations, the entire city grid network was analyzed for its ability to accommodate the temporary traffic increases anticipated to occur as a result of the closure of eastbound I- 690. Based on this analysis, a primary detour route was evaluated and established, as shown in Figures 4 - 4 and 4 - 5 , which would be used during Phases 2A and 2B. (Refer to Chapter 5, Transportation and Engineering Considerations , for a detailed discussion of traffic impacts during construction and to Chapter 6, Social, Economic, and Environmental Considerations for more detailed discussion of any additional environmental impacts anticipated to occur during construction.) As a result of this analysis, a number of temporary improvements were identified that would need to be implemented along the detour route and at other select locations to enable adequate traffic operations during construction. All other local streets were determined to have enough capacity, without any improvements, to accommodate the projected
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Figure 4-
Viaduct Alternative: Phase 2B
PHASE 2B Open and Maintain Phase 2 Detour Reconstruct Westbound I- Construct new WB I-690 to NB I-81 ramp West Street Interchange Complete Interchange construction Local Streets Prepare Phase 3 Detour
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Figure 4- Viaduct Alternative: Phase 2B
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0' 500' 1000' 2000'
I-81 Viaduct Project
Draft April 2019
increases in traffic demand during construction. The required temporary improvements are listed in Table 4- 1 and would be made during Phase 1.
The primary eastbound I- 690 detour route would follow West Street to West Genesee Street, to James Street, to Oswego Boulevard, to Erie Boulevard, and to Catherine Street, at which point traffic could re-enter eastbound I-690. This detour route would also support eastbound traffic headed into Downtown, as well as Downtown traffic headed west via the westbound I-690 on-ramp at West Street.
Additionally, any potential truck diversions that would occur during Phase 2B were analyzed, and the necessary temporary improvements to accommodate these are included in Table 4 - 1. A separate analysis of truck diversions during Phase 3 of the Viaduct Alternative is described under Phase 3 Detour below.
Local Street Improvements
In addition to the local street improvements needed for the Phase 2 detour route, Table 4- 1 lists other local streets that would be improved during Phase 1 to facilitate maintenance of traffic in later phases. Improvements would include the temporary reconfiguration of travel lanes, addition of turn bays, installation of temporary signals, and ramp modifications. Permanent improvements either initiated or completed during this phase would include the rehabilitation of Van Buren Street, the conversion of Crouse Avenue from one- to two-way traffic, and other minor improvements. Short-term local traffic detours as well as lane shifts would be implemented.
Draft April 2019
provide access to I-690 to and from the west, and the Catherine Street ramps constructed in Phase 1 would provide I-690 access to and from the east.
As previously described, the primary detour route has been analyzed for its ability to adequately handle this traffic during construction (refer to Chapter 5, Transportation and Engineering Considerations , for a detailed discussion of traffic impacts during construction) as well as any additional environmental impacts during construction (see Chapter 6, Social, Economic, and Environmental Consideration ). Locations identified as needing temporary improvements are listed in Table 4- 1 ; all other local streets were determined to have enough capacity, without improvements, to accommodate the projected increases in traffic demand during construction.
These improvements and associated WZTC plans are described below and are presented in Figure 4 - 4.
Eastbound I- 690
Reconstruction of the eastbound I-690 mainline and associated ramps would be performed during this phase, with completion of the eastbound mainline anticipated by the end of the phase. Shifting of traffic lanes along eastbound I-690 would be required at both ends of the detour zone to direct traffic to the local streets. Eastbound traffic would exit I- 690 before or at the West Street interchange. Traffic destined for Downtown or University Hill would continue south on West Street or travel eastward along West Genesee Street and Erie Boulevard. Traffic headed north of I-690 would take either the Bear Street/Geddes Street interchange or the West Street interchange to Genesee Street and turn north on Salina Street. Traffic headed to East Syracuse would access eastbound I- 690 via the new Catherine Street on-ramp or continue along Erie Boulevard to the Teall Avenue interchange. These detours would be in effect during both Phases 2A and 2B (see Figure 4- 4 ).
I- 690 at West Street (Interchange 11) and West Genesee Street (Interchange 12): Westbound I- 690 between Plum and North Franklin Streets (the section adjacent to the temporary bypass constructed during Phase 1) would be reconstructed. The eastbound I- 690 ramps to and from West Street/Genesee Street would be fully constructed and the westbound I-690 ramps to and from West Street/Genesee Street would be partially constructed. The full West Street/Genesee Street intersection, except for a proposed parking area on the west side, would be constructed. Finally, a portion of the ramp connecting eastbound I-690 to southbound I-81 would be constructed.
During this phase, westbound I-690 traffic between Clinton Street and Leavenworth Avenue would be shifted onto a two-lane temporary bypass. West Street and I-690 access to and from the west would be maintained at all times. During this phase, the following ramps also would be closed or modified:
West Street On-Ramp to Eastbound I-690: This ramp, as well as the spur to Herald Place, would be closed starting early in Phase 2A. Motorists generally would use the same detour routes, described above, as would eastbound I-690 traffic.
Westbound I- 690 Off-Ramp to West Street: This ramp would be closed following the shift of traffic from westbound I- 690 onto the temporary bypass. Vehicles traveling from the east would use either the new off-ramp to Catherine Street or the existing off-ramp to Geddes Street and then travel along local streets to Downtown.
Draft April 2019
Eastbound I- 690 Off-Ramp to West Street: The at-grade portion of this ramp, which would serve as the last access point for Downtown traffic during the closure of I-690, would remain open throughout Phases 2A and 2B. The spur to Genesee Street would be temporarily widened from a one- to a two-lane ramp, and the new eastbound I- 690 off-ramp would be configured to temporarily serve as the westbound on-ramp during Phase 2B.
West Street On-Ramp to Westbound I-690: This ramp, which would be the primary interstate access point for motorists traveling west from Downtown and University Hill during the closure of I-690, would be striped as a two-lane ramp and remain open throughout Phases 2A and 2B. Once constructed, the new eastbound I-690 off-ramp to West Street would temporarily serve as the westbound I- 690 on-ramp, which would allow for the demolition of the existing westbound on-ramp. Construction of the I-690 bridges over West Street would also occur.
West Street: Both directions of West Street would remain open during this phase, but some shifting of traffic would be necessary. Traffic would be shifted initially to the southbound lanes and then to the northbound lanes while the removal of the overpass bridges and embankments takes place.
I-81 Northern Segment between Clinton Street/Salina Street (Interchange 19 ) and Westbound Route 370 to Liverpool (Interchange 24)
The reconstruction of North Clinton Street would be completed. Once the new southbound I-81 on- ramp from North Clinton Street (constructed in Phase 1) is open, the section of Genant Drive just south of Bear Street would be closed and the new southbound I-81 off-ramp to North Clinton Street would be constructed and opened. The existing Bear Street and Spencer Street overpasses on I- 81 would be closed and reconstructed during this phase. Motorists traveling east-west across I-81 would use the newly completed Butternut Street and Court Street overpasses and local streets such as Clinton Street, Sunset Avenue, State Street, and Salina Street. In addition, any roadway grading, widening, ramp realignments, and construction of retaining walls that could be undertaken while I-81 is fully open would take place during this phase. While the I- 81 mainline would remain open, some ramps may be closed for one- or two-week periods as traffic is shifted to the new ramps.
Southbound I- 81 within the I-690 Interchange
Portions of southbound I-81 and the ramp connecting eastbound I-690 to southbound I-81 would be constructed during Phase 2A. Since most of this work is outside the limits of existing I-81, it would not impact maintenance of traffic on the existing I-81.
I-81 Off-Ramp at Harrison Street
The existing ramp from southbound I-81 to Harrison Street and Almond Street would remain open throughout Phase 2A, and the portion of the new I-81 ramp that serves westbound Harrison Street would be built. The existing ramp to westbound Harrison Street would be temporarily widened and the shoulders closed during construction.
Draft April 2019
use the new off-ramp at Catherine Street and continue south, via Almond Street or Townsend Street, to MLK, Jr. East, where they would use the on-ramp to rejoin southbound I-81.
I- 690 at West Street (Interchange 11) and West Genesee Street (Interchange 12 )
The new at-grade interchange at West Street and West Genesee Street would be completed and opened during Phase 2B. Once westbound traffic is shifted onto the new eastbound I- 690 section, the temporary westbound bypass would be removed and the new westbound on- and off-ramps would be constructed. Evans Street would be realigned, and the Evans Street bridge over Onondaga Creek would be constructed. Construction of westbound I-690 near the West Street interchange area would also be completed. Ramps would be reconfigured and/or closed as follows:
West Street On-Ramp to Westbound I-690: Traffic would continue using the new eastbound I-690 off-ramp to West Street to access westbound I- 690 until the opening of the new westbound on-ramp. Once the new westbound on-ramp is opened, the eastbound off-ramp would be reopened in its permanent condition as the eastbound off-ramp.
Eastbound I-690 to West Street Off-Ramp: Eastbound traffic would continue using the temporary spur to Genesee Street until the new westbound I- 690 on-ramp is opened and the new eastbound off-ramp can be opened as an eastbound off-ramp. Once opened, the temporary spur to Genesee Street would be removed.
West Street: West Street would remain open while the West Street/I- 690 interchange is under construction. Some travel lanes would be temporarily shifted during construction of the western edge of West Street later in this phase.
Southbound I- 81 within the I-690 Interchange
Once westbound I- 690 traffic is shifted onto the new eastbound highway section, and reconstruction of westbound I-690 is under way, an additional segment of new southbound I- 81 could also be constructed in the area of westbound I- 690. This additional segment would further extend the portion of new southbound I-81 that was completed during Phase 2A. Since this new section of southbound I-81 is on new alignment, there would be no impacts to existing southbound I- 81 traffic.
Southbound I- 81 Off-Ramp at Clinton Street
The construction of the realigned off-ramp from southbound I-81 to Clinton Street, initiated during Phase 2A, would largely occur during this phase. The off-ramp would be widened from one to two lanes, and a connection to existing Franklin and Salina Street off-ramps would be constructed to facilitate traffic movement during Phase 3. Construction would be sequenced and the existing I- 81 off-ramps at Clinton Street, Salina Street, and Franklin Street would be maintained.
Phase 3—Closure of the Existing I- 81 Viaduct and Construction of the New I-81 Viaduct
Phase 3 , which would take approximately 24 months to complete, would include the replacement of the I- 81 viaduct between the NYS&W Railway and the I-81/I- 690 interchange, additional improvements to I-81 north of I- 690 , and improvements along Almond Street.
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To facilitate accelerated construction of the new viaduct, existing I- 81 would be closed between MLK, Jr. East and Butternut Street during Phase 3. Prior to this closure, the Phase 3 detour, described below, would be activated. Maintaining traffic during the closure of I-81 would be facilitated by the elements completed during previous construction phases. For example, by the beginning of this phase, the westbound I-690 to northbound I- 81 ramp, and the eastbound I- 690 to southbound I- 81 ramp, would be open, with the latter providing access only to the Harrison Street off-ramp. The southbound I- 81 to eastbound I-690 ramp would also be completed and opened early in this phase, as described below. Additionally, the I-690 interchanges at West Street and Catherine Street would be fully open, as would all other existing I-690 interchanges (i.e., the Teall Avenue and Midler Avenue interchanges to the east and the Geddes Street, Bear Street, and Hiawatha Boulevard interchanges to the west). The segment of I- 81 north of Butternut Street also would remain open (see description below). Phase 3 improvements are described below and depicted in Figure 4- 6.
Phase 3 Detour
Prior to the closure of the I- 81 viaduct, I-481 between Exit 16A (the I-81/I-481 south interchange) and Exit 29 (the I-81/I-481 north interchange) would be improved. These improvements, listed in Table 4- 1 , would include restriping of existing ramps connecting I-81 to I-481 to temporarily provide at least two lanes of traffic in both directions and the installation of temporary signage along I- 481. Following completion of these I-481 improvements, I-81 through traffic would be rerouted to I- 481. Local traffic heading to Downtown would use a combination of interchanges and local streets, improved in prior phases.
As explained in greater detail in Chapter 5 , Transportation and Engineering Considerations , the entire city grid network was analyzed for its ability to accommodate the temporary traffic increases anticipated to occur as a result of the closure of I-81 between MLK, Jr. East and Butternut Street. (Refer to Chapter 5, Transportation and Engineering Considerations , for a detailed discussion of traffic impacts during construction and to Chapter 6, Social, Economic, and Environmental Considerations , for more detailed discussion of any additional environmental impacts anticipated to occur during construction.) This analysis resulted in the identification of a number of temporary improvements on city streets that would need to be implemented to support traffic during construction. All other local streets were determined to have enough capacity, without any improvements, to accommodate the projected increases in traffic demand during construction. The required temporary improvements are listed in Table 4- 1.
While the I- 81 viaduct is closed, traffic to and from the south destined to Downtown, adjacent neighborhoods, and University Hill would use the new partial interchange at MLK, Jr. East and would primarily use Salina Street to access Downtown and adjacent neighborhoods, or would use Renwick Avenue, Van Buren Street, and Irving Avenue to access the University Hill area. In addition, portions of Almond Street would remain open, providing access to the various east-west streets connecting to Downtown and University Hill, as well as to the new I- 690 Catherine Street ramps.
Traffic destined to Downtown and adjacent neighborhoods to and from the north would use the reconfigured Clinton Street off-ramp and the reconfigured Pearl Street on-ramp. Access to Downtown would also be provided via the new southbound ramps at North Clinton Street and the existing northbound on-ramps at Butternut, State, and Court Streets. Additionally, the new southbound I-81 to eastbound I-690 ramp would provide access to the existing Teall Avenue
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interchange as an option for traffic to and from the north. The Teall Avenue interchange would provide access to the eastern side of University Hill via Teall Avenue and Erie Boulevard.
Traffic destined to and from the west would primarily use the new I- 690 /West Street interchange to reach western Downtown and adjacent neighborhoods and the I- 690 /Teall Avenue interchange to access the University Hill area. Traffic to and from the east would primarily use the I- 690 interchanges at Teall Avenue and Catherine Street for access to University Hill and eastern Downtown, and the new I- 690 /West Street interchange for western Downtown. Many of the temporary improvements made to accommodate the Phase 2 detour would remain in place in Phase 3, and some signals would be retimed.
Three of the six existing ramps between I-81 and I- 690 (westbound I-690 to southbound I-81, northbound I-81 to eastbound I- 690 , and northbound I-81 to westbound I-690) would be closed during most of Phase 3. Traffic that normally would use these ramps would instead use the interchanges and local streets described above and depicted on Figure 4- 6.
For the Viaduct Alternative, a potential truck diversion analysis was performed for Phase 3, which was identified as the worst-case scenario during construction. As described above, during Phase 3, I- 81 would be shut down between MLK, Jr. East and I- 690. The analysis determined the maximum diversion potentials for truck traffic would be diverted from I-81 to other parallel roadways. Depending on the trip origins and destinations (O-D), some of the I- 81 truck traffic would be diverted to I-481 and I-690, some would be diverted to local roads, and some truck traffic between specific O- D pairs might not involve route diversion during construction. Refer to the detailed analysis in Chapter 5, Transportation and Engineering Considerations , which identifies the temporary improvements and mitigation measures necessary to facilitate maintaining truck traffic during construction.
I- 81 Viaduct over Almond Street between MLK, Jr. East and East Genesee Street
The viaduct demolition and reconstruction would commence upon closure of the segment of I- 81 between MLK, Jr. East and I- 690. Reconstruction of Almond Street would continue concurrently with the removal of the existing I-81 viaduct and construction of the new structure. While Almond Street would remain open, temporary lane shifts and lane closures would be necessary, but at a minimum, three lanes (one lane southbound and two lanes northbound) would be maintained from Adams Street northward, and two lanes (one lane in each direction) of traffic would be maintained between Burt and Adams Streets. Traffic detours, described above, would be in place. In the latter part of Phase 3, sections of I-81 could potentially reopen to traffic as they are completed. The existing I- 81 ramps at Adams and Harrison Streets, except for the eastbound I-690 to southbound I-81 off-ramp to Harrison Street, would be closed during Phase 3. Vehicles that normally travel on these ramps would be directed to the next open interchange.
Northbound I- 81 between East Genesee and Butternut Streets
Most of the section of northbound I-81 between East Genesee Street and Butternut Street would be built early in Phase 3. The opening of the northbound I- 81 portion near the I-81/I- 690 interchange, and the opening of the Harrison Street on-ramp, would allow traffic to enter the Harrison Street on- ramp and access northbound I-81 and westbound I-690, which would reduce the pressure on the Pearl Street ramp. In addition, the portion of northbound I- 81 adjacent to the Pearl Street ramp would be
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completed. The Phase 3 detour routes, described earlier, would be in effect. As soon as the remaining work on the I-81 viaduct was completed, through traffic would be able to use northbound I-81.
Southbound I- 81 between Genesee and Butternut Streets
Most of the new section of southbound I- 81 between Genesee Street and Butternut Street would be on a new alignment. By Phase 3, most of its construction would be complete, but it would not be opened to traffic. Early in Phase 3, existing southbound I- 81 would be closed to traffic, and the connection between existing southbound I-81 and new southbound I- 81 would be constructed. During this closure, southbound traffic would use one of the northern segment ramps described above (i.e., Clinton Street, Pearl Street, North Clinton Street, and the existing northbound on-ramps at Butternut, State, and Court Streets). Once the connection between existing southbound I-81 and new southbound I- 81 is complete, access would be available from southbound I- 81 to Downtown destinations by way of the new Harrison Street off-ramp. Additionally, the ramp connection between southbound I-81 and eastbound I- 690 would also be completed early in this phase, restoring access between the northern I- 81 segment and University Hill via the Teall Avenue interchange. The temporary two-lane width of the Clinton Street off-ramp and the Salina Street off-ramp would remain in place until completion of the Harrison Street off-ramp. Once the remaining work on the I- 81 viaduct is completed, through traffic would be able to use southbound I-81.
Clinton Street Off-Ramp
The Clinton Street off-ramp from southbound I- 81 , which would serve as the last southbound exit during Phase 3, would be modified from a one- to a two-lane ramp. The two-lane ramp would remain in service until the new southbound I-81 off-ramp to Harrison Street is reopened, and then it would become a one-lane ramp. The existing southbound off-ramp to Butternut Street/Franklin Street, the temporary southbound off-ramp to Salina Street, and the temporary signal at the intersection of the southbound I-81 off-ramp and Salina Street (see Table 4- 1 ) would remain until the completion of the southbound off-ramp to Harrison Street, the southbound I-81 to eastbound I- 690 ramp, and the Clinton Street off-ramp.
I-81 Northern Segment between Clinton Street/Salina Street (Interchange 19) and Westbound Route 370 to Liverpool (Interchange 24)
Three lanes of traffic in each direction would be available during the sequenced reconstruction of the I- 81 northern segment mainline. The outer portion of southbound I- 81 would be constructed first, followed by the outer edge of northbound I- 81. Concurrently, the ramp connections to Bear Street, Court Street, Spencer Street, Park Street, State Route 370, and Old Liverpool Road would be finalized. The pavement along the median area of I-81 would then be reconstructed. The existing access ramps from Pearl Street and Butternut Street/State Street to northbound I-81 and from southbound I-81 to Butternut Street/Franklin Street, Clinton Street, and Salina Street would be open to traffic with minor modifications until the section of I-81 through Downtown Syracuse is open.
Southbound I- 81 to Eastbound I- 690 Ramp
Most of this ramp would be constructed during Phase 2, but it cannot be finished until the removal of the existing I-81 mainline over James Street. Once southbound I- 81 is demolished, early in this
