Designated Debris Material Assessment Plan

LaGuardia Airport Central Terminal Building Replacement Project

Prepared for

The Port Authority of New York and New Jersey

Prepared by

Skanska/Walsh Joint Venture

October 2015

Introduction

This document presents the Skanska Walsh Joint Venture (SWJV) Designated Debris Material Assessment Plan for the construction activities associated with the Redevelopment of the Central Terminal Building and the New Improvements at LaGuardia Airport (the Project). The Designated Debris Material Assessment Plan will be included in contract packages for distribution.

SWJV has made a commitment to achieve the high levels waste diversion from landfills throughout the duration of the Project. While the overall requirement of the Project is to achieve greater than 75% waste diversion from landfills (pursuing 2 credits under Leadership in Energy and Environmental Design), SWJV has a target to achieve greater than 98% waste diversion.

This plan will detail Applicability, the Waste Reduction Strategy, Handling and Transportation Procedures, Construction and Demolition Waste Tracking, Material Recycling projections, Waste Container details, and Reporting Procedures. All recycling containers will be clearly labeled and lists of acceptable/unacceptable materials will be posted throughout the site.

In order to ensure that the appropriate methods and procedures are in place and implemented to meet the goals of the waste management plan, the controls detailed in this plan will be communicated to all employees working on the Project. All employees, subcontractor employees, and suppliers will be trained on proper waste management procedures through project kick off meetings and pre-job orientations. The designated debris program status will be reviewed regularly at project team meetings and monthly environment, health, and safety meetings.

Within the Demolition section of the Project’s Requirements and Provisions for Work (RPW) there are requirements for the recycling of “Construction Debris Material”. For the purposes of this plan, “Construction Debris Material” shall mean construction and demolition wastes as defined by the New York State Department of Environmental Conservation (NYSDEC). Non-construction and demolition wastes (e.g. asbestos waste) will be managed as part of SWJV’s Waste Management Plan. Soil wastes, specifically, will be managed as part of SWJV’s Soil Management Plan. The wastes managed as part of this plan are further defined in the Applicability section below.

Project Description

Location of Work

LaGuardia Airport (LGA) is located in the northern portion of the Borough of Queens, eight miles east of midtown Manhattan. LGA consists of 680 acres bordered by Flushing Bay and Bowery Bay to the north and the Grand Central Parkway to the south. North and east of the airport, the Riker’s Island correctional facility is located across Riker’s Island Channel and the College Point neighborhood is across Flushing Bay. South and west of the airport are the neighborhoods of Astoria, Jackson Heights and East Elmhurst. The project site is bounded by the airfield to the north and the Grand Central Parkway to the south. Airport access/egress is available using the Grand Central Parkway and local surface roads 82nd Street, 94th Street and 102nd Street.

Project Overview

The LGA Redevelopment Program is comprised of two major Parts: the CTB Replacement Project delivered by a Public Private Partnership (P3) and the LGA Capital Infrastructure Program delivered by the PANYNJ. The CTB Replacement Project will be comprised of the P3 portion which includes a new Central Terminal Building (CTB) (which is composed of a new Head House facility and two new concourses A and B) with a total of 35 gate common use terminals, 70 acres of aeronautical ramps, frontage roads, cooling and heating plant and integrated receiving and delivery functions. The P3 will design, build, partially finance, operate and maintain the new terminal and related facilities until 2050. It will also design and construct several elements for the PA including the west garage, landside utilities and a new road and bridge system in the central terminal area. The LGA Capital Infrastructure Program includes design and construction of a new 24 MW electrical substation, east garage, infrastructure and the demolition of Hangar 2 and 4.

P3 Overview

The P3 project for the new LGA Redevelopment Program will consist of a new design proposal to be constructed by SWJV. The elements in this proposal will be broken up into two major components as the P3 project and the New Improvements (NI) project. The P3 portion consists of the construction of a new CTB (head house facility + two new concourses A and B), a new Central Heating and Refrigeration Plant (CHRP), two connecting pedestrian bridges from the new headhouse facility to the new concourses, new Frontage Road structure for HOV, Departures and Arrivals, and reconstructed taxi aprons. The NI project consists of a new roadway network throughout the existing airport facility, new utility trunk line installation containing power, water, storm drain, sanitary and communications, and a new West Parking Garage situated at the existing P1 parking lot. The SWJV proposal will fully transition all existing airport operations to the new CTB facilities in only six major phases.

The P3 project will commence with the demolition and clearing of the existing P2 parking garage where the new CTB head house will be situated. Due to the logistical constraints present on the project involved with maintaining existing airport operations of Terminal B, the new CTB head house construction will be phased, coordinated and adapted to minimize any impacts to ongoing airport operations. With the phasing strategy set forth, the new CTB head house will transition overnight into full usage once completed providing a seamless integration for airport operations and the travelling public. The new CTB houses a ground transportation center, arrivals & baggage claim, departures ticketing and security, terminal operations, baggage handling operations, a Consolidated Receiving Warehouse and Distribution facility (CRWD) and a post-security retail marketplace. The two new holding concourses A and B will also follow into the construction phasing plan sequence. SWJV will construct the new concourses in sections to provide enough new active gates prior to advancing the demolition of the existing terminal piers A through D and closing the existing airline gates at these piers. This will allow for continuous airline operations at all times during the construction of the new facilities. The new concourses are connected back to the head house by means of two pedestrian bridges over one of the leasehold taxi lanes.

Pedestrian Connecting Bridges – Concourses A and B

The pedestrian bridges will contain escalators from the new head house leading up to the main span which has moveable walkways leading to escalators leading down to the concourses. The pedestrian bridges will also carry the utility services for the concourses within the structural framework.

Central Heating and Refrigeration Plant (CHRP)

The new CHRP will be located at a point nearly adjacent to the new CTB. The finished construction of the overall Project will present the CTB, the CHRP and the vacant space in between as one continuous structure. The CHRP will be accessed via a connector bridge to the new CTB to allow for movement between the two structures. The new CHRP location allows for construction simplification through improved phasing, staging and schedule, thus allowing earlier use of the new plant facilities.

Frontage Roadway

The new Frontage Road levels will be sequenced and constructed in conjunction with maintaining the existing airport loop roadway access and coordinating with the construction of the New Improvements roadway and new CTB opening. The new airside layout includes an optimized network of taxi lanes, offering flexibility in aircraft maneuvering, start-up locations and RON positions, and optimized airside ops for the CTB and all other terminals. The taxi aprons will sequenced to construct the new utilities and jet bridge foundations ahead of the concrete and asphalt operations. The concrete and asphalt operations will be scheduled and coordinated accordingly due to the seasonal restrictions for these products.

New Improvements Overview

The NI project involves a new roadway network throughout the existing airport facility that will allow for normal airport access/egress during the construction phases. The SWJV design and construction minimizes the need for temporary works and detours. Temporary works and detours will be necessary at locations where new footings will be installed at existing roadways and where the new utility trunk line components will be installed at existing roadways. The NI roads will consist of pile supported foundations supporting new surface roads, ramps and bridges. All new and temporary utilities for the new trunkline will be installed after exploratory measures are utilized to locate all existing utilities. The new utility trunk line installation contains power, High Pressure and Low Pressure water, storm drain, sanitary and communications. A new West Parking Garage situated at the existing P1 parking lot will be installed to upgrade the parking spaces required following the demolition of the existing P2 garage.

Roadway Network

The NI roadway network will involve constructing new surface streets, elevated ramps, roadway bridges and retaining walls. The roadway network will construct twenty new bridges. These will have new reinforced concrete columns situated atop pile supported concrete footings. The columns will support new reinforced concrete cap header beams where the roadway girders will sit atop new bridge bearings. The roadway deck will be a cast in place concrete deck enclosed in with cast-in-place concrete barriers. The roadway network will construct sixteen new retaining walls at all ramps and roadway curvatures required to hold in the subbase soil situated under the new constructed road pavement. The roadway network will be constructed and scheduled in conjunction with the opening of the new headhouse.

Utility Trunkline

There are numerous utilities in the utility trunk line segment. They include gas, HP Water, LP Water, sanitary, storm, communication, 5kV electric and 600v electric. The existing utilities will be identified and located via a subsurface utility survey.There are some existing utilities to be removed including existing storm sewer, catch basins, manholes, and electric and communication ductbanks. The storm drain trunk line will be installed in segments and will be the first constructed as this is the deepest utility in the utility trunk line.

Part of the utility trunk line installation will require tie-ins to existing utilities including sanitary and HP/LP water to support the new CTB, CHRP and existing Terminal D. There will also be connections from the new sanitary force main to new sanitary lift stations and gas main tie in to the new gas gates and governors’ station.

Building 30

The NI Package involves the built-up and fit out of existing Building 30 located east of Hangar 7. This will be required for relocation of the existing CTB airport operations personnel currently located on the third floor offices of Terminal B.

West Parking Garage

The new west parking garage will be comprised of a precast building situated atop pile supported footings. The west garage will be overlayed around the existing footprint of parking lot P1. The new west garage will have six levels and provide 3,187 parking spaces. This garage will have a pedestrian connecting bridge joining the west garage to the new headhouse. Surface street access will also be available from the west garage.

Airside Apron Modifications

Following the construction of the new airside taxiway aprons, a smaller portion of work will be required as part of the NI scope. The airside apron transition zones from new airside apron to existing taxi runway queues will be constructed with hot mixed asphalt and striped as required for proper airline identification.

Applicability

NYSDEC defines construction and demolition debris as:uncontaminated solid waste resulting from the construction, remodeling, repair and demolition of utilities, structures and roads; and uncontaminated solid waste resulting from land clearing. Such waste includes, but is not limited to:

  • Bricks, concrete and other masonry materials
  • Corrugated container board
  • Soil (discussed in Soil Management Plan)
  • Rock
  • Wood (including painted, treated and coated wood and wood products)
  • Land clearing debris
  • Wall coverings, plaster, drywall, plumbing fixtures, non-asbestos insulation
  • Roofing shingles and other roof coverings
  • Asphaltic pavement
  • Glass
  • Plastics that are not sealed in a manner that conceals other wastes
  • Empty buckets ten gallons or less in size and having no more than one inch of residue remaining on the bottom
  • Electrical wiring and components containing no hazardous liquids, and pipe and metals that are incidental to any of the above.

The following are solid wastes that are not construction and demolition wastes and the requirements of this plan do not apply:

  • Asbestos waste
  • Garbage
  • Electrical fixtures containing hazardous liquids such as fluorescent light ballasts or transformers
  • Fluorescent lights
  • Carpeting, furniture
  • Appliances
  • Tires
  • Drums
  • Containers greater than ten gallons in size, any containers having more than one inch of residue remaining on the bottom and fuel tanks.

Further, NYSDEC defines “uncontaminated” as construction and demolition debris “that is not mixed or commingled with other solid waste at the point of generation, processing or disposal, and that is not contaminated with spills of a petroleum product, hazardous waste or industrial waste. Contamination from spills of a petroleum product does not include asphalt or concrete pavement that has come into contact with petroleum products through normal vehicle use of the roadway.”

The CTB RPW requires that no less than 75% by weight of the following types of designated debris material, to the extent arising from the Construction Work, will be transported to recycling facilities or re-used and recycled on site, as applicable:

  • Asphalt Concrete;
  • Portland Cement Concrete;
  • Steel; and
  • Excess Unrestricted Soil – i.e., soil not defined as “restricted” as per Section 7 of the Design and Construction Requirements (addressed in the Soil Management Plan).

Waste Reduction

The project will utilize several options to meet our goals of diverting waste from landfills. Demolition and construction debris will be salvaged, recycled or disposed when the following options are available:

Salvage Materials for Sale: Materials recovered from the project that will be sold to licensed recycling companies.

Recycled Materials: Materials recovered from the project demolition or construction that will have subsequent processing in preparation for reuse.

Disposed Material (Landfilled): Materials from construction or demolition which are routed to a landfill because they are unable to be salvaged or recycled.

Handling, Storage and Transportation Procedures

All construction and demolition debris will be evaluated and/or sampled as required the Project’s Environmental Requirements contained in the Lease and RPW. All construction and demolition wastes will be visually inspected to verify they are not contaminated with spills of a petroleum product prior to being placed into containers designated for transportation to a construction and demolition waste facility. All excavated soils will be sampled in accordance with SWJV’s Soil ManagementPlan prior to being taken off-site for reuse or disposal.

No excavated materials or demolition debris will be combined, mixed, stored together or otherwise comingled with other excavated materials, demolition debris, or other waste materials unless such waste classification has been completed and such materials fall into the same regulatory classification. Source separation generally yields the highest recycling rate and the best price for materials. Where space allows, SWJV will use separate containers to sort our recyclable materials and have each source collected to be transported to the processing facility when full. Certain areas may be difficult to accommodate separate roll off containers. In these areas, construction and demolition wastes will comingled with other construction and demolition wastes , and transported to a processing facility as a mixed material.

Waste Containers will be available on site for use by all workers:

-Cardboard recycling

-Metal recycling

-Wood recycling

-Concrete and Asphalt

Co-mingled (recyclable and non-recyclable mixed materials)

Location of containers:

-On the project:

  • In all SWJV office spaces
  • Delineated spaces throughout the project site
  • Parking Lot 1
  • Parking Lot 3
  • Areas within the LEED Project Boundary

During the Preliminary Notice to Proceed Period (PNTP), it is expected that construction and demolition debris containers will be kept in the Parking Lot 1 area provided to SWJV.All waste containers will be visually inspected on a frequent basis for condition and needs of service. Waste shall not be allowed to excessively aggregate on the project and will be picked up as needed.Construction and demolition material disposal will also be monitored for compliance; waste storage areas will be kept in a neat and orderly fashion, in accordance with SWJV’s Health and Safety Plan. SWJV, as the generator of construction and demolition wastes, may also choose to inspect designated debris disposal facilities for compliance with DEC rules for construction and demolition waste landfills.