Vibration Monitoring Summary

BQE Atlantic to Sands

Vibration Monitoring Summary (Columbia Heights) 1

THE REHABILITATION OF BQE (I‐278) FROM SANDS STREET TO ATLANTIC AVENUE BOROUGH OF BROOKLYN CONTRACT NO.: HBKBQE

Vibration Monitoring Summary

25 Middagh Street

73 Columbia Heights

184 Columbia Heights

1 Grace Court

8 Remsen Street

Measurements taken on

February 21st, 2020 to March 9th, 2020

Prepared by:



Introduction

In 2017, the New York City Department of Transportation (NYCDOT) monitored five private residences

located near the BQE Triple Cantilever for vibrations. In 2019, following requests from nearby residents,

17 private residences were monitored for vibrations, including the 5 NYCDOT monitored in 2017. NYCDOT

also placed vibration monitors on the BQE structure. The purpose of the monitoring program was to

determine if traffic from the BQE was causing vibrations in nearby buildings. The summary report of all

buildings is available to view on the BQE project website (https://bqe‐i278.com/en/library).

NYCDOT has also completed the first of a two‐phased vibration study of the structure, focusing at the

Columbia Heights Bridge and neighboring buildings in the Northern Heights. The purpose of this study was

to determine whether the vibrations were coming from the BQE in a uniform manner or if there was a

specific portion, or portions, of the structure which could be causing the vibrations.

The first phase was to conduct a structural vibration monitoring effort by putting in an expanded

array of vibration sensors on the Columbia Heights structure to determine if the vibrations were

uniform or coming from a specific portion of the structure. This phase also included monitoring

the vibrations inside five buildings in the Northern Heights:

o 25 Middagh Street

o 73 Columbia Heights

o 184 Columbia Heights

o 1 Grace Court

o 8 Remsen Street

The second, future, phase will be to construct a series of test pits on the behind the south

abutment of the Columbia Heights structure to investigate the structure. No private residences

will be included in this future phase.

Methodology

Multiple monitors were set up along the BQE in the Columbia Heights vicinity and in several adjacent

residences. These monitors were left in place for approximately two weeks. During the monitoring period,

traffic on the triple cantilever section of the BQE was shut down and a test truck of a known weight was

run over both levels of the cantilevered section of the BQE for two passes through. Each level was run

once on the inside lane and once on the outside lane at a controlled speed. Table 1 shows the approximate

timetable of the truck passes:

Table 1: Truck Pass Timetable

Direction First Pass (Outer Lane) Second Pass (Inner Lane)

Queens‐Bound 1:21 AM 1:33 AM

Staten Island‐Bound 1:16 AM 1:28 AM



The data collection was performed from February 21st, 2020 to March 9th, 2020. The traffic shutdown was

implemented on early morning of February 29th, 2020.

This study involved installation of seven sensors (D1 through D7) along the south abutment of the

Columbia Heights Bridge, one in each of the segments that are separated by expansions joints. In addition,

two sensors were installed along the left curb on the cantilever edge of the BQE Queens‐bound (QB)

Roadway deck slab (D3‐ Edge and D5‐Edge) and two more sensors on the wall that supports the QB deck

adjacent to the BQE Staten Island bound roadway (D3‐SIB Wall and D5‐SIB Wall). The arrangement is

shown in Figure 2. Sensor D1 through D6 successfully collected data. Sensor D7 was left out of the data

analysis due to a malfunction with the monitor.

Figure 1: Sensor Layout at Columbia Heights

Figure 2: Sensor Layout at Columbia Heights ‐ Plan View

The vibration study also included vibration monitoring at the following residential locations that are the

closest to the Columbia Heights structure as shown in Figure 3:

25 Middagh Street



73 Columbia Heights Street

Figure 3: Sensors locations adjacent to and on Columbia Heights Overpass

Additional vibration monitoring sensors were installed at buildings further south of Columbia Heights

structure and along BQE QB wall near Remsen Street – see Figure 4. These buildings are:

184 Columbia Heights Street (midway between Grace Street and Columbia Heights)

8 Remsen St. (Building as well as on BQE)

1 Grace Court

Figure 4 ‐ Additional Sensor Locations

One goal of the study was to see if the vibrations observed in these building are related to traffic traveling

on the BQE structure. To do that, the BQE from Atlantic Avenue to Old Fulton Street was closed to all

traffic for a total of 30 minutes. During the full closure of the traffic a calibrated NYCDOT truck

(approximately 90,000 lbs.) drove across the BQE from Atlantic Avenue to Old Fulton Street while all of

the vibration monitors on the structure and within the buildings continued to collect data. Two runs were

made on each level of the structure, and in each direction, one when the test truck was on the outer lane

(cantilevered section) and the second when the test truck was in the inner lane.

Vibrations were monitored on February 29th, 2020 at a higher rate such that data was collected more

frequently than previous data collection windows so that a sufficient variety of traffic conditions on the

BQE were captured before and after the traffic was shutdown. Data was continuously collected and

monitored through a website in real‐time.



The data collected by the sensors in the vibration monitoring stations shows the velocity of the vibration

in the Vertical, Longitudinal, and Transverse directions which are abbreviated as V, L, and T.

V stands for vertical vibrations and points upward.

L stands for lateral vibrations and is parallel to the BQE, and to the direction of traffic.

T stands for transverse vibrations and is perpendicular to the BQE, and to the direction of traffic.

Vibrations can be classified into two types: “ground‐borne vibrations” and “non‐ground borne vibrations”.

Sources of ground‐borne vibrations can include heavy construction activities such as pile driving, soil

compacting, or the passage of trains or traffic on rough roads. Sources of non‐ground‐borne vibrations

can include wind or construction activities within the building itself. The Peak Particle Velocity (PPV) was

recorded for each of the three directions. In general, a PPV value of 0.02 in/sec is a conservative threshold

for a vibration to be perceptible. While a PPV value of 0.15 in/sec can be felt and is often perceived as

annoying. A PPV of 0.8 represents the approximate threshold for vibrations that could cause potential

structural damage.

Figure 5‐ Vibration Scale

Observations from Columbia Heights Structure and Selected Building Vibration

Monitoring

The data collected from the vibration monitors along the BQE does not show an isolated point of failure

for the structure. This means that there is no single point of failure for the structure, making long term

mitigation of the vibrations is difficult. There is no single point on the structure to repair in order to reduce

the vibrations; a long‐term fix will need to address the entire structure.

Overall, the vibrations recorded on the BQE appear to be evenly distributed across sensors D1‐D6

(locations shown in Figures 1 and 2). D1, the sensor closest to Middagh Street shows higher vibration

readings in the transverse direction compared to the sensors D2‐D6. Sensor D1 is at the far eastern end

of the abutment where the portion of the Columbia Heights structure was removed in the mid‐1990s,

which allows for more movement in the structure.



The vibration levels observed at the building roof levels may be due to vibration amplification affected by

structural properties of the building and other sources such as wind loads etc.

Single lane loading data from the truck runs shows that vibration levels caused by the truck run in the outer lane are higher than the vibration levels during the inner truck lane pass.

Summary of Observations (Residential)

Graphs 1‐5 are the structural results. Graphs 6‐10 show results for individual buildings.

In this study the maximum PPV at various locations can be summarized as follows:

A. 25 Middagh Street – Graph 6

To measure the vibrations, monitoring stations were placed at the ground level (basement), and at a

higher level within the building (3rd and 4th floors) in addition to the BQE. Vibrations were monitored at

a higher resolution rate on February 29th, 2020 so that a sufficient variety of traffic conditions on the

BQE were captured before and after the traffic was shutdown. Data was continuously collected and

monitored through a website in real‐time. The data collected by the sensors in the vibration monitoring

stations shows the velocity of the vibration in the Vertical, Longitudinal, and Transverse directions.

The PPV measured when the normal traffic was on BQE in the all three direction are in the range of 0.02

in/sec and occasional vibration spikes ranging up to 0.03 in/sec. This was mostly at the 3rd and 4th floor

of the building. Key observations:

a. The basement unit recorded vibrations over 0.02 in/sec in all directions. Correlation can be

seen between some of the basement readings and Columbia Heights South Abutment (D1)

monitoring point. The maximum values of PPV show lower vibration values in the basement

than vibration recorded at the BQE.

b. The vibrations recorded on the 3rd and 4th floor unit shows amplification of the basement

level vibration in the lateral and transverse directions and vibrations of almost 0.05 in/sec

in the vertical direction are as frequent as one per every hour.

c. As seen in the attached graph 6, with no traffic on BQE, there is a noticeable reduction in

the measured vibrations at all floors.

B. 73 Columbia Heights – Graph 7

73 Columbia Heights is located in very close proximity to the south abutment of the Columbia Heights

Structure. To measure the vibrations, monitoring stations were placed at the ground level (basement) and

at higher level within the building (roof) and on the BQE. Key observations:

a. The vibration readings at the basement level in all three directions are slightly lower than

the readings at Columbia Heights Structure (D6).



b. The PPV measured when the normal traffic was on BQE in the vertical direction at the roof

are in the range of 0.01 to 0.02 in/sec is slightly higher than the readings at Columbia

Heights Structure (D6). However in the longitudinal and transverse directions, the PPV

range in the order of 0.05 in/sec as a maximum and higher than the readings at Columbia

Heights Structure (D6).

c. As seen in the attached graph 7, particularly with no traffic on BQE, there is a noticeable

reduction in the measured vibrations especially at the roof level in both Transverse and

Longitudinal directions.

d. During the test truck runs, the vibrations levels resumed and are higher when the truck was

in the outer lane (over the cantilever) as opposed to when the test truck was in the inner

lane.

C. 184 Columbia Heights – Graph 8

184 Columbia Heights is located adjacent to the Promenade between Pierrepont Street and Clark Street

which are to the south of the Columbia Heights Structure. To measure the vibrations, monitoring stations

were placed at the ground level (basement) and at a higher level within the building (roof) and on the

BQE. Key observations:

a. The vibration readings at the basement level in all three directions are much lower than the

readings at Columbia Heights Structure (D6).


level are in the range 0.02 in/sec to 0.05 in/sec which is higher than the readings at

Columbia Heights Structure (D6).

c. However in the longitudinal and transverse directions, the PPV range in the range of 0.02

in/sec to 0.06 in/sec as a maximum and higher than the readings at Columbia Heights

Structure (D6).

d. As seen in the attached graph 8, particularly with no traffic on BQE, there is a noticeable

reduction in the measured vibrations especially at the roof level in all three directions.

e. During the test truck runs, the vibrations levels resumed and are higher when the truck was


lane.

D. 8 Remsen St. – Graph 9

8 Remsen is located at the cul‐de‐sac end of Remsen Street. To measure the vibrations, monitoring

stations were placed at the ground level and at a higher level within the building (roof) and on the QB wall

on BQE near Remsen Street. The vibration monitoring unit at the ground level stopped recording data at

1:27AM due to technical issues. The loss of data will not change the outcome as enough data has been

collected. Key observations:

a. The vibration readings at the ground level in all three directions are slightly higher or similar

to the readings at BQE wall (A3).




level are in the range 0.02 in/sec to 0.05 in/sec which is higher than the readings at BQE

wall (A3).

c. In the longitudinal and transverse directions, the PPV range in the range of 0.02 in/sec to

0.03 in/sec and is higher than the readings at BQE wall (A3).

d. As seen in the attached graph 9, particularly with no traffic on BQE, there is a noticeable


e. During the test truck runs, the vibrations levels resumed and are higher when the truck was


lane.

E. 1 Grace Court – Graph 10

1 Grace Court is located at the cul‐de‐sac end of Grace Court. To measure the vibrations, monitoring

stations were placed at the ground level (basement), at a higher level within the building (roof) and on

the QB wall on BQE (A3) near Remsen Street. Key observations:

a. The vibration readings at the basement level in all three directions are lower or similar to

the readings at BQE wall (A3).


level are in the range 0.02 in/sec to 0.03 in/sec which is slightly higher than the readings at

BQE wall (A3).

c. In the longitudinal direction, the PPV range at the roof level is in the range of 0.01 in/sec to

0.02 in/sec and is higher than the readings at BQE wall (A3).

d. In the transverse direction, the PPV range at the roof level is in the range of 0.02 in/sec to

0.1 in/sec and is much higher than the readings at BQE wall (A3).

e. As seen in the attached graph 9, particularly with no traffic on BQE, there is a noticeable


f. During the test truck runs, the vibrations levels resumed and are higher when the truck was


lane.

Summary of Observations

The data collected during the calibrated truck runs show a strong correlation between the vibration

recorded in the residences and the adjacent BQE. Overall, the vibrations recorded on the BQE appear to

be evenly distributed among the sensors D1‐D6 and the sensor closest to Middagh Street, D1, exhibits

higher vibration readings compared to sensors D2‐D6, especially in the transverse direction. The increased

vibration readings are due to the removal of the bay during constructions in the 1990s, allowing for more

movement in the structure. The vibration levels observed in the buildings at the roof levels may be due to

vibration amplification affected by structural properties of the building and other sources such as wind

loads etc. Data from the truck runs show that the vibrations from weighted truck driving on outside lane



of each level are higher than the vibrations from the weighted truck driving on the inside lanes of each

level.

Next Steps

Phase 2 will take place in the spring of 2020 and will include test pits, along the BQE structure. Additional

analysis will follow.

x

0

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2/29/20 12:00 AM 2/29/20 1:00 AM 2/29/20 2:00 AM

PPV(in/sec)

D1 to D6 Comparison ‐ V Direction

29‐Feb 12:00AM till 2:00AM

D1 ‐ V Direction D2‐ V Direction D3‐ V Direction D4‐ V Direction D5‐ V Direction D6‐ V Direction

LANE CLOSURETRUCK RUNS

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2/29/20 12:00 AM 2/29/20 1:00 AM 2/29/20 2:00 AM

PPV(in/sec)

D1 to D6 Comparison ‐ L Direction


D1 ‐ L Direction D2‐ L Direction D3‐ L Direction D4‐ L Direction D5‐ L Direction D6‐ L Direction


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2/29/20 12:00 AM 2/29/20 1:00 AM 2/29/20 2:00 AM

PPV(in/sec)

D1 to D6 Comparison ‐ T Direction


D1 ‐ T Direction D2‐ T Direction D3‐ T Direction D4‐ T Direction D5‐ T Direction D6‐ T Direction


Observations:

1.With no traffic on BQE, there is a noticeable reduction in the measured vibrations.

2.Sensor D1, located at North End of the abutment exhibits the highest transverse vibrations.

3.Possible reasons for D1 - higher vibrationsa)Existing Framing was removed in 1998 at

this location. The abutment does not have any lateral restraint provided by the superstructure.

b)There is likely presence of "perched" water behind the abutment wall. Test pits are proposed to further investigate

4.These higher vibrations (D1) may be the source of the vibrations observed atthe adjacent building such as 25 Middagh, and 73 Columbia Heights. These buildings are closest to the Columbia Heights abutment.

GRAPH - 1

D1 to D6 Vibration Measurements

Page 17 of 37

CHB QB Edge - V Direction29-Feb 12:00AM till 3:00AM

2/29/20 3:00 AM2/29/20 2:00 AM2/29/20 1:00 AM2/29/20 12:00 AM0

0.1

0.2

0.3

0.4

0.5

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0.8

PPV(

in/s

ec)

D3 QB Edge- V Direction D5 QB Edge- V Direction


CHB QB Edge - L Direction29-Feb 12:00AM till 3:00AM

2/29/20 3:00 AM2/29/20 2:00 AM2/29/20 1:00 AM2/29/20 12:00 AM0

0.02

0.04

0.06

0.08

0.1

0.12

0.14

PPV(

in/s

ec)

D3 QB Edge- L Direction D5 QB Edge- L Direction


CHB QB Edge - T Direction29-Feb 12:00AM till 3:00AM

2/29/20 3:00 AM2/29/20 2:00 AM2/29/20 1:00 AM2/29/20 12:00 AM0

0.05

0.1

0.15

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0.25

0.3

PPV(

in/s

ec)

D3 QB Edge- T Direction D5 QB Edge - T Direction


Observations:

1. With no traffic on BQE, there is a significantreduction in the measured vibrations.

2. Possible reasons for D3/D5 - higher vibrationsis anticipated at the cantilevered end

3. Truck Runs:1:16 AM - Staten Island Bound - Outside lane1:21 AM - Queens Bound - Outside lane1:28 AM - Staten Island Bound - Inside lane1:33 AM - Queens Bound - Inside lane

1:231:17 1:301:35

1:23

1:23

GRAPH - 2

D3-Edge to D5-Edge Vibration Measurements

Page 18 of 37

SIB Wall - V Direction29-Feb 12:00AM till 3:00AM

2/29/20 3:00 AM2/29/20 2:00 AM2/29/20 1:00 AM2/29/20 12:00 AM0

0.005

0.01

0.015

0.02

0.025

0.03

0.035

PPV(

in/s

ec)

D5-SIB Wall- V Direction D3- V Direction


SIB Wall - L Direction29-Feb 12:00AM till 3:00AM

2/29/20 3:00 AM2/29/20 2:00 AM2/29/20 1:00 AM2/29/20 12:00 AM0

0.005

0.01

0.015

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0.025

0.03

0.035

PPV(

in/s

ec)

D5-SIB Wall- L Direction D3- L Direction


SIB Wall - T Direction29-Feb 12:00AM till 3:00AM

2/29/20 3:00 AM2/29/20 2:00 AM2/29/20 1:00 AM2/29/20 12:00 AM0

0.005

0.01

0.015

0.02

0.025

0.03

0.035

PPV(

in/s

ec)

D5-SIB Wall- T Direction D3- T Direction


Observations:

1. With no traffic on BQE, there is a significantreduction in the measured vibrations.

2. Truck Runs:1:16 AM - Staten Island Bound- Outside lane 1:21 AM - Queens Bound - Outside lane 1:28 AM - Staten Island Bound - Inside lane 1:33 AM - Queens Bound - Inside lane

1:12 1:171:23

1:301:35

1:23 1:351:17

1:12 1:17 1:23 1:35

GRAPH - 3

D3-SIB Wall and D5-SIB Wall Vibration Measurements

Page 19 of 37

V Direction29-Feb 12:00AM till 3:00AM

2/29/20 3:00 AM2/29/20 2:00 AM2/29/20 1:00 AM2/29/20 12:00 AM0

0.005

0.01

0.015

0.02

0.025

0.03

PPV(

in/s

ec)

8 Remsen - BQE Wall- V Direction D1 - V Direction A4- V Direction A1 - Soush Abutment (Original)


L Direction29-Feb 12:00AM till 3:00AM

2/29/20 3:00 AM2/29/20 2:00 AM2/29/20 1:00 AM2/29/20 12:00 AM0

0.005

0.01

0.015

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0.025

0.03

PPV(

in/s

ec)

8 Remsen - BQE Wall- L Direction D1 - L Direction A4- L Direction A1 - South Abutment (Original)


T Direction29-Feb 12:00AM till 3:00AM

2/29/20 3:00 AM2/29/20 2:00 AM2/29/20 1:00 AM2/29/20 12:00 AM0

0.005

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in/s

ec)

8 Remsen - BQE Wall- T Direction D1 - T Direction A4- T Direction A1 - South Abutment (Original)


Observation:

1. With no traffic on BQE, there is a significantreduction in the measured vibrations on the southabutment

2. Truck Runs:1:16 AM - Staten Island Bound- Outside lane 1:21 AM - Queens Bound - Outside lane1:28 AM - Staten Island Bound - Inside lane 1:33 AM - Queens Bound - Inside lane

1:34am

South Abutment - Vibration Measurements

1:17am 1:21am 1:30am

1:34am1:17am 1:21am 1:30am

1:34am1:17am 1:21am 1:30am

GRAPH - 4Page 20 of 37

Observations:

With no traffic on BQE, there is a significant reduction in the measured vibrations on the south abutment

Truck Runs:

1:34am

South Abutment - Vibration Measurements

1:17am 1:21am 1:30am

1:34am1:34am1:17am1:17am 1:21am1:21am 1:30am1:30am

1:34am1 341:17am1 17 1:21am 1:30am


25 Middagh - L DirectionFeb 29 ~ 00:00 till 03:00

2/29/2020 03:00:002/29/2020 02:00:002/29/2020 01:00:002/29/2020 00:00:000

0.005

0.01

0.015

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0.025

0.03

PPV(

in/s

ec)

25 Middagh - 4th FL 25 Middagh - 3rd FL D1 - CHB QB Wall 25 Middagh - Basement


25 Middagh - T DirectionFeb 29 ~ 00:00 till 03:00

2/29/2020 03:00:002/29/2020 02:00:002/29/2020 01:00:002/29/2020 00:00:000

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PPV(

in/s

ec)

D1 - CHB QB Wall 25 Middagh - 4th FL 25 Middagh - 3rd FL 25 Middagh - Basement


25 Middagh - V DirectionFeb 29 ~ 00:00 till 03:00

2/29/2020 03:00:002/29/2020 02:00:002/29/2020 01:00:002/29/2020 00:00:000

0.01

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ec)

25 Middagh - 4th FL 25 Middagh - 3rd FL D1 - CHB QB Wall 25 Middagh - Basement


GRAPH - 6

Observations:

1. With no traffic on BQE, there is a noticeable reduction in the measured vibrations.

2. The maximum vibration recorded are on the 3rd and 4th floor of the building.

3. Truck Runs:1:16 AM - Staten Island Bound - Outside lane1:21 AM - Queens Bound - Outside lane1:28 AM - Staten Island Bound - Inside lane 1:33 AM - Queens Bound - Inside lane

25 Middagh Street - Vibration Measurements

1:16am 1:20am 1:33am

1:30am

1:16am 1:20am 1:33am1:30am

1:16am 1:20am 1:33am1:30am

Page 22 of 37

73 Columbia Heights - V DirectionFeb 29 ~ 00:00 till 03:00

2/29/2020 03:002/29/2020 02:002/29/2020 01:002/29/2020 00:000

0.01

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0.05

PPV(

in/s

ec)

73 CH Roof BQE - D6 73 CH - Basement

73 Columbia Heights - L DirectionFeb 29 ~ 00:00 till 03:00

2/29/2020 03:002/29/2020 02:002/29/2020 01:002/29/2020 00:000

0.01

0.02

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0.05

PPV(

in/s

ec)


LANE CLOSURETRUCK TEST

73 Columbia Heights -T DirectionFeb 29 ~ 00:00 till 03:00

2/29/2020 03:002/29/2020 02:002/29/2020 01:002/29/2020 00:000

0.01

0.02

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0.05

PPV(

in/s

ec)




Observations:

1. With no traffic on BQE, there is a noticeablereduction in the measured vibrations.

2. The maximum vibration recorded are on the rooffloor of the building.


73 Columbia Heights - Vibration Measurements

1:16am 1:22am1:30am

1:16am 1:22am1:30am

1:16am 1:22am1:30am

1:34am

1:34am

1:34am


184 Columbia Heights - V Direction29-Feb 12:00AM till 3:00AM

2/29/2020 03:002/29/2020 02:002/29/2020 01:002/29/2020 00:000

0.01

0.02

0.03

0.04

0.05

0.06

PPV(

in/s

ec)

184 CH Basement BQE - D6 184 CH Roof

184 Columbia Heights - L Direction29-Feb 12:00AM till 3:00AM

2/29/2020 03:002/29/2020 02:002/29/2020 01:002/29/2020 00:000

0.01

0.02

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0.1

PPV(

in/s

ec)


184 Columbia Heights - T Direction29-Feb 12:00AM till 3:00AM

2/29/2020 03:002/29/2020 02:002/29/2020 01:002/29/2020 00:000

0.01

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0.06

PPV(

in/s

ec)





Observations:1. With no traffic on BQE, there is a significant reduction in the measured vibrations at 184 CH (especially at the Roof Level)


GRAPH - 8

184 Columbia Heights - Vibration Measurements

1:17am 1:21am 1:34am1:30am

1:17am 1:21am 1:34am1:30am

1:17am 1:21am 1:34am1:30am

Page 24 of 37

2/29/2020 03:00:002/29/2020 02:00:002/29/2020 01:00:002/29/2020 00:00:000

0.01

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PPV(

in/s

ec)

8 Remsen Roof 8 Remsem Ground Level* (available data till 1:27am) 8 Remsen BQE Wall


8 Remsen St - L DirectionFeb 29 - 00:00 till 03:00

2/29/2020 3:002/29/2020 2:002/29/2020 1:002/29/2020 0:000

0.01

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0.03

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0.05

PPV(

in/s

ec)

8 Remsen Ground Level* 8 Remsen Roof 8 Remsen - BQE Wall

8 Remsen St - T DirectionFeb 29 - 00:00 till 03:00

2/29/2020 3:002/29/2020 2:002/29/2020 1:002/29/2020 0:000

0.01

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PPV(

in/s

ec)

8 Remsen Ground Level* 8 Remsen Roof 8 Remsen - BQE Wall



GRAPH - 9

Observations:1. With no traffic on BQE, there is a significant reduction in the measured vibrations at8 Remsen Street (especially at the Roof Level)

2. Truck Runs:1:16 AM - Staten Island Bound - Outside lane

8 Remsen St. - Vibration Measurements

8 Remsen St - V DirectionFeb 29 - 00:00 till 03:00

1:17am 1:21am 1:34am1:30am

1:17am 1:21am 1:34am1:30am

1:17am 1:21am 1:34am1:30am

Page 25 of 37

1:21 AM - Queens Bound - Outside lane

1:28 AM - Staten Island Bound - Inside lane 1:33 AM - Queens Bound - Inside lane

3.Sideyard unit's last transmitted data was at 1:27am

* 8 Remsen Ground Level Vibration Monitoring Unit was installed on the side-yard of the building.

1 Grace Court - L DirectionFeb 29 00:00 till 03:00

2/29/2020 3:002/29/2020 2:002/29/2020 1:002/29/2020 0:000

0.02

0.04

0.06

0.08

0.1

0.12

PPV(

in/s

ec)

1 Grace Ct Basement 1 Grace Ct Roof A3 BQE


1 Grace Court - T DirectionFeb 29 00:00 till 03:00

2/29/2020 3:002/29/2020 2:002/29/2020 1:002/29/2020 0:000

0.02

0.04

0.06

0.08

0.1

0.12

PPV(

in/s

ec)

1 Grace Basement 1 Grace Roof A3 BQE


2/29/2020 3:002/29/2020 2:002/29/2020 1:002/29/2020 0:000

0.02

0.04

0.06

0.08

0.1

0.12

PPV(

in/s

ec)

1 Grace Ct Basement A3 BQE 1 Grace Ct Roof


Observations:

1. With no traffic on BQE, there is a significant reduction in the measured vibrations at

1 Grace Street (especially at the Roof Level)

2. Truck Runs:1:16 AM - Staten Island Bound - Outside lane1:21 AM - Queens Bound - Outside lane1:28 AM - Staten Island Bound - Inside lane 1:33 AM - Queens Bound - Inside lane

GRAPH - 10

1 Grace Ct. - Vibration Measurements

1 Grace Court - V DirectionFeb 29 00:00 till 03:00

1:17am 1:21am 1:34am1:30am

1:17am 1:21am 1:34am1:30am

1:17am 1:21am 1:34am1:30am

Page 26 of 37

Vibration Monitoring Summary

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