TIGER Grant Application   

8006.72: Route 17, Exit 122 Interchange Reconstruction  

Highway Reconstruction Project Town of Wallkill Orange County 

New York  

(22nd Congressional District)  

Sub‐Urban Location  

$60 million Request for TIGER Grant Funds     

This project is sponsored by the  New York State Department of Transportation 

                      

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Table of Contents Table of Contents ………………………………………………………………………………………………………………………………….  2 

Project Description ……………………………………………………………………………………………………………………………….        3 

  Project Name  …………………………………………………………………………………………………………………………        3 

  Description  …………………………………………………………………………………………………………………………….        3 

  Project Need  ………………………………………………………………………………………………………………………….        4 

  Sponsor  ………………………………………………………………………………………………………………………………….        4 

   Cost and amount of TIGER Grant Request  ………………………………………………………………………………        4 

  Synopsis of Long‐Term Outcome and Job Creation Benefits  …………………………………………………..        4 

  Project Map  ……………………………………………………………………………………………………………………………        6 

Project Parties Description Requirements  …………………………………………………………………………………………….       7 

Shovel Ready Criteria Summary Requirements  ……………………………………………………………………………………..      7 

  Project Schedule  ……………………………………………………………………………………………………………………..      7 

  Environmental Approvals  ………………………………………………………………………………………………………..      8 

  Legislative Approvals  ……………………………………………………………………………………………………………….      8 

  State and Local Planning  ………………………………………………………………………………………………………….      8 

  Technical Feasibility  …………………………………………………………………………………………………………………      9 

  Financial Feasibility  ………………………………………………………………………………………………………………….      9 

Grant Fund Description and Table Format  ……………………………………………………………………………………………..   10 

Long‐Term Outcomes Requirements  ……………………………………………………………………………………………………..   11 

  State of Good Repair  ……………………………………………………………………………………………………………….   11 

  Economic Competitiveness  ……………………………………………………………………………………………………..   13 

  Livability …………………………………………………………………………………………………………………………………..   14 

  Sustainability  …………………………………………………………………………………………………………………………..   15 

  Safety ……………………………………………………………………………………………………………………………………….   16 

Long‐Term Outcomes, Benefit/Cost Analysis Requirements  ………………………………………………………………….   18 

Job Creation and Economic Stimulus  …………………………………………………………………………………………………….   20 

On the Job Training  ………………………………………………………………………………………………………………..    20 

Construction  …………………………………………………………………………………………………………………………..    21 

Consultant Agreements  ………………………………………………………………………………………………………….    21 

DBE Goal Setting Construction  ……………………………………………………………………………………………….    21 

Secondary Benefit Discussion  ………………………………………………………………………………………………………………     22 

Contact Information  …………………………………………………………………………………………………………………………….     24 

  Application Contact  ……………………………………………………………………………………………………………….     24 

  Project Contact  ………………………………………………………………………………………………………………………     24 

Appendices   

 Appendix 1 – ALTERNATIVE 2C(1), FIGURE 2 

Appendix 2 – Record of Decision (ROD) 

Appendix 3 – JOB CREATION SCHEDULE 

Appendix 4 – DESIGN AND CONSTRUCTION SCHEDULES 

Appendix 5 –PLANNNED AND PROJECTED DEVELOPMENT FOR THE ROUTE 17, EXIT 122 AREA 

Appendix 6 – ROAD USER ANALYSIS REPORT AND AIR EMISSIONS COST BENEFITS 

Appendix 7–  CERTIFICATIONS 

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Project Description  

Project Name  This project is named the Route 17, Exit 122 Interchange Reconstruction Project, and is identified by the New York State Department of Transportation Project Identification Number (PIN) 8006.72.    

Description  This Project is located in the Town of Wallkill in Orange County, New York. (Refer to page 6, General Location Map)  Exit 122 is a primary route to main commercial and industrial areas in the Town of Wallkill and also to the City of Middletown.  The project proposes to completely reconstruct the Route 17, Exit 122 Interchange on new alignment. (Refer to Appendix, Figure 2)  Upon completion, the project will provide operational, safety and capacity improvements to the Exit 122 Interchange at Crystal Run Road and East Main Street as well as prepare this interchange and a portion of NYS Route 17 for future interstate designation.  The project will replace the existing non‐standard interchange with a symmetrically configured interchange with ramps connected to East Main Street.  Crystal Run Road will also be realigned to directly connect to East Main Street.  The bridge carrying Crystal Run Road over NYS Route 17 will be replaced with a new bridge.  Two additional bridges will be constructed to create grade separated auxiliary ramps that will provide direct access between Crystal Run Road at Exit 122 and Interstate 84 at Exit 121.  The project will also provide access to fifty eight (58) acres of future commercially zoned private development that is currently not easily accessible.  Other transportation system improvements included in the project include new sidewalks and bikeways and a new commuter parking lot with local and commuter bus access.  New wetlands and improvements to area streams will help to improve the local environment.  This project will accommodate forecasted regional traffic growth and compliment local and regional master plans.      NYS Route 17 is part of the National Highway System (NHS) and is a qualifying highway on the national network of truck access highways.  NYS Route 17 is a four lane facility that is one of the primary east‐west highways traversing southern New York State and serves in excess of 60,000 vehicles average annual daily traffic (AADT).  This section of Route 17 is currently classified as a rural principal arterial.  New York State is actively pursuing a program to convert the 613 kilometer (381 mile) facility to interstate 86.  The western most 297 kilometers (185 miles) of Route 17 have already been designated as I‐86 and the remaining sections are being progressed using urban principal arterial interstate standards.  Although this project is located in a section which has not yet received I‐86 designation, Route 17 in this area is currently signed as “Future I‐86”.  A nine (9) mile section of Route 17 immediately to the west of the Exit 122 interchange is currently under construction and will receive I‐86 designation when construction is complete in 2011.    The relative priority of the project is high, since federal designation for Interstate 86 has occurred for NYS Route 17 from the Pennsylvania State line to East Corning (Exit 43). The Transportation Equity Act for the 21st Century (TEA‐21) authorizes federal surface transportation programs for highways, highway safety and transit for the period of 1998‐2003. TEA‐21 provides language for Future I‐86 designation for the remainder of NYS Route 17 upon satisfactorily upgrading it to interstate standards.  Exit 122 does not currently meet interstate standards.  

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Project Need  This project was initiated to address several non‐standard roadway features which have created operational, capacity and significant traffic safety problems.  The portion of NYS Route 17 in the immediate vicinity of the Exit 122 interchange has been designated as a Priority Investigation Location (PIL), which indicates significant accidents.  NYS Route 17 is in the process of being converted to Interstate 86 and all attributes will be designed to meet current urban principal arterial interstate standards.   Extensive development is planned within the project area by the design year, including an estimated 1,430,000 square feet of business development and 1,100 units of residential development.  Land use development includes the addition and expansion of businesses that will generate significant heavy vehicle traffic volumes.  Distribution centers and other facilities will utilize the Exit 122 interchange.  In addition, the Orange Regional Medical Center is constructing a new 700,000 square foot Regional hospital with 1,650 parking spaces and approximately 375‐400 beds.  The medical center is located on the north side of East Main Street just south of the Interchange and just west of the Midway Road intersection.  These planned developments, in addition to the already existing Tetz asphalt and concrete plants, various distribution centers, hotels, restaurants and significant business/medical office buildings, will all heavily depend on the new interchange.     Since the projects inception, a Community Task Force was created and has been involved in data collection, analyses and review, goal setting, prioritization of project objectives, and evaluating alternatives. The Task Force membership is broad‐based, including residents, business owners, developers, public officials, environmental groups and other organizations that have an interest in this project. Their combined input has provided a balance of viewpoints and ideas that has been incorporated into the design of this project.  An important component to future growth and development in and around the Town of Wallkill is safe and efficient access to NYS Route 17 and Interstate 84 via the Exit 122 interchange.  The safety and operational problems outlined herein restrict the ability of the area to grow as desired.  

Sponsor  New York State Department of Transportation (NYSDOT) is the sponsor.  The NYSDOT Region 8 (Mid‐Hudson Valley) office is completing the design and will manage the construction, inspection and will perform maintenance on NYS Route 17 at the Exit 122 Interchange.  

Cost and amount of TIGER Grant Request  The Engineer’s Estimate for the construction cost of this project is ninety (90) million dollars.   The State of New York is currently engaged in reconstructing a nine (9) mile length of NYS Route 17 immediately west of Exit 122 at a cost of sixty five (65) million dollars.  The need for this work, and New York State’s belief in the transportation and economic benefits this project will yield, is such that the State of New York will invest an additional thirty (30) million dollars to the NYS Route 17 at Exit 122 Interchange project.  The amount of TIGER Grant Request for this ninety (90) million dollar project is sixty (60) million dollars.   

Synopsis of Long­Term Outcome and Job Creation Benefits   The NYS Route 17 at Exit 122 Interchange project is on a roadway whose designation is being upgraded, in stages, to Interstate 86.  NYS Route 17 is being designed to meet current urban principal arterial Interstate standards (Future I‐86).  As a result, existing non‐standard roadway features that create operational, capacity and significant 

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traffic safety problems will be greatly improved.  Over the long term this will yield substantial benefits in operations and safety, as this section of NYS Route 17 in the vicinity of Exit 122 has been designated as a Priority Investigation Location (PIL), which indicates that the accident rates in these areas are significantly higher than the statewide average accident rate on other similar roadways.   Extensive development currently exists on the project site.  The existing development is varied in nature as it includes business developments in the form of office space, several hotels and restaurants, as well as an asphalt plant and warehouses/distribution centers.  Residential development also exists within the project site.  The New York State Police Troop F headquarters is also located on Crystal Run Road, within the project site.  Planned development within the project area by the design year includes an estimated 1,430,000 square feet of business development and 1,100 units of residential development. Land use development includes the addition and expansion of businesses that generate significant volumes of heavy vehicles, such as distribution centers, that will utilize Exit 122. Orange Regional Medical Center is constructing a new 700,000 square foot Regional hospital, in addition to more hotels, eateries and a fueling station. These existing, ongoing and future developments rely on the Orange County Comprehensive Plan, the Town Master Plan as well as our NYS DOT Exit 122 Interchange improvement plan for expected safe reliable and efficient access to this area.  In fact, The Town of Wallkill Master Plan specifically cites our NYSDOT Exit 122 Interchange improvement project as ‘needed in order to adequately meet the needs of future roadway connections and travel patterns’.  The Orange County Comprehensive Plan identifies the Exit 122 Interchange improvement project as being in a ‘Priority Growth Area’.    Within a 2 kilometer (1.3 mile) radius of this Exit 122 Interchange lies a very large retail center that includes various strip malls as well as the Middletown Galleria Mall, a regionally major shopping attraction.  Within a 1.6 kilometer (1.0 mile) radius of this project there is a Metro North Commuter Railroad station with service to New York City through Hoboken New Jersey.  Along the NYS Route 17 (Future I‐86) corridor existing Park and Ride lots are at or near capacity and newer lots are expected to reach capacity over the next several years. NYSDOT Region 8 Planning, Orange County and the Orange County Transportation Council all agree that long range planning should provide for commuter ‘Park and Ride’ lots at all NYS Route 17 (Future I‐86) interchanges.  This project proposes a Commuter Bus Station including parking lot for commuter access to this growing area.  Proximity to commuter bus and rail not only provides local residents access to other business districts, such as New York City and Westchester, but also provides the local business, commercial, retail, office and hospital facilities with access to workers.  Sidewalks and shoulders are planned providing pedestrian and bicycle connection along Crystal run Road, across the proposed bridge over NYS Route 17, and along East Main Street.  With other longer range plans such as possible Casinos in Sullivan County just west along NYS Route 17, the benefits, both immediate and long term, of this project are significant.  Without this project, this location’s poor operations and high accident rate will not support the new regional hospital currently being constructed just off the ramps to this Exit 122 Interchange.  New Development would be stunted and the Town Comprehensive Plan would be more difficult to implement due to the poor performance of the Exit 122 interchange.  With this project, safe, reliable, efficient access will be provided for the existing businesses, asphalt plant, distribution centers, and ongoing development of various types.  Emergency vehicle access will be significantly enhanced at this location.  Emergency access is an important feature at a location where a major Hospital is being built and where the New Your State Police, Troop F Headquarters is currently located. The Town Master Plan can be implemented easier as access to undeveloped area would be enhanced.  Finally, commuter access via existing local facilities and through the addition of a commuter bus stop/park and ride facility would be enhanced. 

       

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Orange County, NY Town of Wallkill

NYS Route 17 at Exit 122

PIN 8006.72

Town of Wallkill, Orange County

General Location Map

Date: August 2009

Scale: Not to Scale

New York State

Department of Transportation

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Project Parties Description Requirements  The grant recipient will be The New York State Department of Transportation (NYSDOT).  The project is a Capitol Investment by the New York State Department of Transportation on the States Surface Transportation Infrastructure.    The NYSDOT manages many multi‐million dollar capital construction projects on a daily basis.  On any given day, the Hudson Valley Regional Office has hundreds of millions of dollars worth of active construction operations.  The Design and Construction, and Right‐ Of‐Way / Real Estate units perform this work routinely, year round.  As grantee, the NYSDOT has the expertise, experience, personnel and ability to complete this project.  Additionally, the NYSDOT has a consultant agreement in place for Detailed Design and we anticipate extending that consultant agreement to include Construction Support for this project.  

Shovel Ready Criteria Summary Requirements 

Project Schedule  The NYS Route 17 at Exit 122 Interchange Project received design approval according to the NEPA process, obtaining a Record of Decision (ROD) in December 2008.  Report is available in Appendix or can be viewed at: https://www.nysdot.gov/regional‐offices/region8/projects/route17‐exit122/repository/800672%20%20Record%20of%20Decision%20Dec%202008.pdf     The Environmental Impact Statement (EIS), dated April 2008, is available to view at: https://www.nysdot.gov/portal/page/portal/regional‐offices/region8/projects/route17‐exit122/reports    The EIS also addresses all SEQR requirements per NYS 17 NYCRR Part 15.  Since then, the project has been in the detailed design phase of development and progress is well under way.  Right‐of‐Way property acquisitions are also currently under way.  Final construction plans, specifications and estimate will be ready for submission by September 2, 2010 and a bid opening is scheduled for December 2, 2010.  Obligation of federal construction funds is expected by October 11, 2010.  Construction would begin by January 17, 2011 and the TIGER funded portion of the project would be complete by February 17, 2012.    Preliminary contract plans (60% complete including highway design, bridge design, retaining wall design wetland design, preliminary storm water management, drainage and hydraulic analyses, phasing for work zone traffic control and detailed estimate) will be complete by the end of 2009.  Advance Detail plans (90% completeness level) will be available in mid 2010.    The project schedules for final design and construction and the quarterly costs during construction are available in the appendix.   Jobs that are created either by the construction firms that work directly on the project or by the firms that provide direct inputs (paving materials, steel, concrete, etc.) to the construction project are estimated in the “Jobs Creation and Economic Stimulus” section of this application (see Appendix also).  The average annual number of jobs created or sustained during construction of this project is 420.  A more detailed estimate of job creation per quarter as related to the proposed construction activity schedule is as follows:  

2011  2012

Q1  Q2  Q3  Q4  Q1 Q2 Q3 Q4

186  477  530  424  265 477 530 365

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Environmental Approvals  The Federal Highway Administration (FHWA) has determined that the requirements of the National Environmental Policy Act (NEPA) of 1969 were satisfied for the proposed project and signed the title sheet of the April, 2008 version of the Final Design Report/Final Environmental Impact Statement (FDR/FEIS) and the Executive Order 11990, “Wetlands Statement of Findings” statement on July 21, 2008.  On December 18, 2008 a “Record of Decision” for the project was signed by the Federal Highway Administration.  A copy of the approved “Record of Decision” is available in the appendix.  On‐going agency consultation and coordination efforts are geared toward securing the anticipated permits and approvals in a timely and collaborative manner.   The following permit applications will be prepared and submitted for approval during the Detailed Design phase: 

• U.S. Army Corps of Engineers, Section 404 Individual Permit (Federal wetland mitigation) • NYS Department of Environmental Conservation Section 401/Title 5 Water Quality Certification • NYS Department of Environmental Conservation, State Pollutant Discharge Elimination System (SPDES)  • Executive Order 11988, Flood Plain Management 

 All permit approvals are anticipated to be in place by submission of the Final construction plans, specifications and estimate by December 24, 2010.  All project coordination meetings and correspondence are identified in the project’s Final EIS (https://www.nysdot.gov/regional‐offices/region8/projects/route17‐exit122/repository/08_Chapter_7.pdf ) under Chapter VII, Project Coordination.  Legislative Approvals  No legislative approvals are needed.     State and Local Planning  This project was developed in collaborative effort in the scoping stage with NYSDOT, Orange County, the Town of Wallkill, the Orange County Transportation Council (OCTC), and the Community Task Force established for this project.     This project is consistent with the principles and strategies for safety, mobility/reliability and environmental sustainability in the New York State Transportation Master Plan; in particular the Safety strategy “Making System Related Safety Improvements” on p. 57, the Mobility/Reliability strategy “Managing to Achieve a State of Good Repair” on p. 36 and the Environmental Sustainability strategy “Implementing a Positive Environmental Program by Going Beyond Mitigation” on p. 71.  https://www.nysdot.gov/portal/page/portal/main/transportation‐plan/repository/masterplan‐111406.pdf  The project is also consistent with the guiding principles in the NYSDOT March 2008 Multimodal Program Submission https://www.nysdot.gov/programs/repository/NYSDOT‐Capital‐Plan‐March2008.pdf In particular the principles on pages 8 and 9,  ”Preservation of Transportation Assets”, “Support for the State’s Economic Vitality and Quality of Life”, “Enhanced Mobility for People and Goods”, “Stewardship for the State’s Environment” and “Safety for the Travelling Public.”    This project is also shown on the Orange County Transportation Council (OCTC) TIP and on the STIP under the Project Identification Number (PIN) 8006.72, utilizing federal funds https://www.nysdot.gov/programs/stip/files/R8.pdf.  The project is on the TIP with a combination of federal funds and state funds.  The members of the OCTC have approved this project as one that is important for the transportation needs of the County as well as the wider region.  The OCTC TIP was adopted on September 25, 

8  

2007, http://www.orangecountygov.com/orgmain.asp?storyID=3482&orgID=227&storytypeID=1&sid and the STIP was approved on December 10, 2007.  This project is also consistent with the Orange County Comprehensive Plan, 2003, and the Town of Wallkill Comprehensive Plan, 2005.  Technical Feasibility  Since the inception of The NYS Route 17 at Exit 122 Interchange Project’s planning process, a Community Task Force was created and has been involved in data collection, analyses and review, goal setting, prioritization of project objectives, and evaluating alternatives. The Task Force membership is broad‐based, including residents, business owners, developers, local public officials, environmental groups and other organizations that have an interest in this project. Their combined input has provided a balance of viewpoints and ideas that has been incorporated into the design of this project.  The NYS Route 17 at Exit 122 Interchange Project team has completed the preliminary engineering work stage.  This stage concluded formally upon issuance of Design Approval.  The NEPA/SEQR processes have culminated in a Record of Decision (ROD) on the Environmental Impact Statement (EIS) dated December 2008.  The project has been in the detailed design phase for 8 months now.  The Real Estate Acquisition phase also began early in 2009 and it is well underway to obtain the required maps.  We will require approximately 32 taking maps on this project, including 8 relocations (5 full acquisitions requiring 8 relocations).  Our NYSDOT Real Estate Unit’s work on this project is focusing initially on the 8 relocations, as they take a longer time to complete.  These are anticipated to be complete by the Spring of 2010.  The remaining partial acquisitions will be complete by the Plans specifications and Estimate (PS&E) submittal date of December, 2010.  The NYSDOT manages multi million dollar capital construction projects on a daily basis.  On any given day, the Hudson Valley regional Office has hundreds of millions of dollars worth of active construction operations.  The Design and Construction, and Right‐ Of‐Way / Real Estate units perform this work routinely, year round.  As grantee, the NYSDOT has the expertise, experience, personnel and ability to complete this project.  Additionally, the NYSDOT has a consultant agreement in place for Detailed Design and we anticipate extending that consultant agreement to include Construction Support for this project.   This project consists of standard highway and bridge construction techniques and environmental mitigations.  The project’s design elements have been approved and there are no work attributes that are not technically feasible.  Construction would begin by June 1, 2011 and the TIGER funded portion of the project would be complete by February 17, 2012.    Financial Feasibility  The NYS Route 17 at Exit 122 Interchange Project’s planning process included the creation of a Community Task Force whose membership is broad‐based, including residents, business owners, developers, local public officials, environmental groups and other organizations that have an interest in this project.  Comments and concerns from the business leadership (The Crystal Run Road Landowner/Business Coalition), as well as the Town Of Wallkill and the New York State Police, Troop F Headquarters, lead to continued dialogue and cooperation between NYSDOT and all involved parties.  Ultimately, a change in preferred alternative resulted and Final Record of Decision (ROD) was granted for a design option that offered the best combination of operations, safety, cost efficiency and environmental impact, for all parties involved.  Assuming the receipt of a TIGER Grant, this project’s construction would be fully funded.  Ongoing design activities and Right–of–Way acquisitions are currently fully funded with other funds.  Additionally, roughly thirty (30) million dollars of the estimated construction costs are being funded by means other than TIGER Grant funds.  Receiving the sixty (60) million dollar TIGER Grant being requested by this application would complete our construction funding, as the estimated construction cost for this project is approximately ninety (90) million dollars.  Please refer to the Grant Fund Description Table for exact funding and breakdown.    

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The department is carrying ‘contingency’ in the estimate because the project is still in final design.  However, the contingency is adjusted periodically as the details of the design and real costs become more defined.  At delivery (PS&E), contingency reserve will not be part or the design estimate because design will be complete and there will be no unknown material quantities, or operations.  However, all NYSDOT construction contracts are required to go to bid with a certain percentage of cost reserved for construction order‐on‐contracts.  In the case of this project, that amount will be approximately 2.4 percent or $2.16 million.  The NYSDOT Region 8 regional office has a yearly capital construction budget of over one hundred (100) million dollars.   Region 8 is currently managing the construction of a one hundred and sixty (160) million dollar reconstruction project on I‐287 in Westchester County.   This large construction project was designed by in‐house (Regional) staff and as such, NYSDOT does not rely on consultants for construction support tasks (other than inspection duties) on this project.  The NYSDOT Region 8 office is also managing the construction of the sixty five (65) million dollar reconstruction of NYS Route 17, between Exit 121 and 116.  This was also an in‐house design effort with NYSDOT construction support.  This large construction project is located on the very same roadway as the NYS Route 17 at Exit 122 Interchange project and is proceeding nicely and will be completed in the fall of 2010.  

 

 

Grant Fund Table    

8006.72 – Exit 122 Interchange Middletown, NY 

 TIGER funds (requested) 

State Funds (source) 

Federal Funds (source) 

Local Funds (source) 

Total Funds 

Project Approval/ Environmental Document 

  $2.413 SDF $2.413

Plans, Specifications & Estimate 

  $0.400 Bond$0.402 SDF 

$3.208 NHS $4.010

Right of Way (capital and support) 

  $10.000 Bond $1.040 SDF 

$3.870 NHS $14.910

Construction (capital and support) 

$60.853 $29.600 Bond 

$90.453

Total   

$60.853 $40.000 Bond $3.855 SDF $43.855 Total 

$7.078 NHS $111.786

 

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Long –Term Outcomes Requirements  

State of Good Repair  The following paragraphs provide a narrative that discusses and quantifies the facility’s (or system’s) current and projected condition and performance.    Bridges  

BIN 1013980: (NYS Route 17 over Wallkill River) Critical Design Elements For upgrade: Widening for auxiliary lanes  Discussion: This bridge is relatively new (2007 construction), and in very good condition.  This bridge will be widened to accommodate acceleration and deceleration lanes for the new proposed interchange configuration at NYS Route 17 at exit 122.    

BIN  1013980 

FEATURE CARRIED  Crystal Run Road 

FEATURE CROSSED  NYS Route 17 

BRIDGE TYPE Prestressed Concrete Bulb Tees 

No. of SPANS  2 MIN/MAX SPANS  54.8 m YEAR BUILT  2007 STATE CONDITION RATING  New FED. SUFFICIENCY  New 

    BIN 3345140: (East Main Street over Phillipsburg Creek) 

Critical Design Elements For upgrade: Realignment of East Main Street  Discussion: This bridge is very old.  Built in 1957, it has been in service over 50 years and has deficient features.  It services a 2 lane road (East Main Street).  A new 5 lane bridge with sidewalks is being proposed along a new alignment for East Main Street.   Proposed replacement bridge will be new and as such will require only basic maintenance such as cleaning.     

BIN  3345140 

FEATURE CARRIED  East Main Street 

FEATURE CROSSED  Phillipsburg Creek REFERENCE MARKER  17 8310 1257 BRIDGE TYPE  Steel Girder No. of SPANS  1 MIN/MAX SPANS  9.75 YEAR BUILT  1957 LAST MAJOR REHAB.  None Documented STATE CONDITION RATING  5.469 FED. SUFFICIENCY  73.5 

 BIN 1013970: (Crystal Run Road over NYS Route 17) 

Critical Design Elements For upgrade: Realignment of Crystal Run Road  Discussion: This bridge is very old.  Built in 1947, this bridge is in deficient condition (4.91 cond. Rating).  Proposed replacement bridge will be new and as such will require only basic maintenance such as cleaning.    

BIN  1013970 

FEATURE CARRIED  Crystal Run Road 

FEATURE CROSSED  NYS Route 17 BRIDGE TYPE  Steel Girder No. of SPANS  2 YEAR BUILT  1947 LAST MAJOR REHAB  1975 STATE CONDITION RATING  4.91 FED. SUFFICIENCY  55 

 Note:  The New York State bridge condition rating system is based on a numerical scale from 1 to 7 used to describe the condition of the structure compared to its original designed capacity and function. A rating of 1 is the worst meaning that the bridge is totally deteriorated or in a failed condition. Seven is the best rating meaning the bridge is in a new condition of no deterioration. The overall condition rating or “general recommendation” accounts for the rating of each of the structure’s individual elements with the most weight given to critical 

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structural elements such as primary beams and pier columns.  Bridges with an overall rating less than 5 are considered to be deficient. The federal sufficiency rating is on a scale of 0 to 100. It is used to determine eligibility of a bridge for federal money for rehabilitation (rating of 50‐80) or replacement (rating less than 50).  The project bridge work strategy is designed to minimize lifecycle costs.  Bridge BIN 1013980 is not being replaced, only modified (widened) because it is relatively new.    Traffic Signals  

Intersection  Type of Control  

Crystal Run Road/Ballard Road  Signalized, actuated Crystal Run Road/Blue Shield Entrance  Signalized, actuated Crystal Run Road/Crystal Run Crossing  Signalized, actuated NYS Route 17 Westbound Ramps/Crystal Run Crossing  Signalized, actuated NYS Route 17 Eastbound Ramps/East Main Street  Signalized, actuated 

 There are five signals in this section of the NYS Route 17 corridor project area.  The existing system of signals within the project area is in need of updating. The current system is not interconnected and utilizes queuing loops at a critical distance back from the signal in order to adjust timing.  This existing system of signal is dated and in need of modernization.  The current system will often take three or more cycles for it to re‐synchronize after a loop has been activated and, without interconnection or coordination, the signals do not operate together as one system for more efficient traffic flow.  This often results in additional traffic delays.  The new signals will have updated signal controllers and signal controller software, they will be fully interconnected and include energy saving LED signal heads.   This will improve the flow of traffic through the area and reduce energy demands.   Pavement Condition  

Road  Score  Description  

NYS Route17  5  Fair – The dominant pavement distress symptom identified was the presence of major cracks in all directions, many of which were previously sealed. 

East Main Street  NA  Fair‐ Distress is clearly visible.  Minor longitudinal cracking along the cold joints in the asphalt pavement has occurred but has been sealed with bituminous filler. 

Crystal Run Road  NA  Fair‐ Distress is clearly visible.  Minor longitudinal cracking along the cold joints in the asphalt pavement has occurred but has been sealed with bituminous filler. 

  The existing Route 17 pavement sufficiency rating is 5.  Maintenance costs to maintain the pavement with its current sufficiency rating amount to approximately $5,000.00 per lane mile annually.  Site inspections reveal that the existing drainage system within the project area is in need of repair.  The existing interchange design in the 1940's did not provide for closed drainage systems.  As a result of development through the years there is a mix of open and closed drainage which has not been well coordinated into a uniform system.  Existing closed drainage is in various states of disrepair and open drainage systems are showing signs of erosion.  Heavy runoff appears to inundate the roadway systems during larger storms and route 17 has been known to have localized flooding conditions.  The new drainage system provided under this project will correct these problems as well as provide stormwater attenuation and runoff treatment benefitting the Wallkill River.   New York’s maintenance and operations investments are established in several recurring programs (State highway and bridge maintenance and operations, local highway and bridge maintenance and operations) that have been incorporated as regular components of the transportation planning and budgeting process. The programs are 

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funded principally from statutorily dedicated revenue sources that provide approximately $5 billion per year for balanced operating, maintenance and capital programs. 

 New York State conducts annual and multi‐year planning and budgeting that identifies costs and reserves resources for maintenance and operation of the transportation system, including Federal aid highways and public transportation systems. These steps are consistent with the guiding principle for preservation of transportation assets that is stated in the March 2008 NYSDOT Multimodal Transportation Program Submission for the proposed 2009‐2014 capital program:  

“Proven asset management principles such as balanced preventive maintenance and capital investments are the key to preserving the system. Priorities will be determined by the functional importance of an asset, regardless of who owns the asset.” 

 

Economic Competitiveness Although the location of this project does not qualify as an Economically Distressed Area, this project does impact a key access corridor and has significant regional impacts.    NYS Route 17 (Future I‐86) is a primary east‐west facility serving southern New York State from the Hudson River Valley just north of New York City at its east end, through the southern tier of New York State to Lake Erie at its western end.   Improvements to the existing highway network incorporating Interstate 84 and Route 17 (future Interstate 86) will facilitate the movement of people, traffic and goods both within and thru New York State and the surrounding States of the Northeast and throughout the country.  The project area’s proximity to northern New Jersey and New York City, as well as its accessibility to the northeastern United States via highways and railroads has contributed to its residential and commercial growth in recent decades.  While the project location itself is a bustling commercial center, the NYS Rote 17 corridor connects directly with economically distressed areas just 1.0 mile east and another 7.5 miles west of the project location.  Construction of a commuter parking lot/ transit hub and sidewalks encourages energy conservation, promotes a central pedestrian civic focus and can create a center of activity.  Additionally, the transit hub will accommodate bus service between population centers and employment areas making the service a competitive alternative to single‐occupancy vehicles.  Interchange improvements will assist in the viability of and access to the new Orange Regional Medical Center (ORMC).  This project was a large factor in the decision to relocate the Orange Regional Medical Center to this interchange area.   These improvements to the transportation system will also foster development that can be expected to accompany the construction of ORMC.  This includes development such as medical support facilities, restaurants and hotels/motels.  The transportation improvements will encourage development within this transportation node that will connect rather than separate otherwise auto‐oriented uses adjacent to the interchange.  The strategy of economic development trends is moving towards growth driven by services and industries and individuals becoming increasingly mobile.  Locations that can accommodate these trends will increasingly provide: an educated workforce, a well developed transportation and communications infrastructure, and a high “quality of life”.  The project improvements to the transportation infrastructure will assist in strengthening the economy of a Town and County by attracting and supporting business that will enhance their economic base and provide jobs, tax revenues, and an orderly and sustainable land use pattern that accommodates the existing economy yet provides attributes needed to build the future economy of the area.    The planned and projected development resulting from the reconstruction of the Route 17, Exit 122 interchange will provide new jobs over the long‐term.  The table below identifies those jobs. (See Appendix for analysis of Planned and Projected Development for the Route 17, Exit 122 Area) 

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Development Type 

Sq. Ft./1000  Employment 

Medical Office  240.00  720 

Office  12.20  3463 

Motel  35.10  123 

Manufacturing  0.90  3 

Total Potential Employment  4309 

Livability  This project is designed to deliver the aforementioned transportation benefits while complementing local master plans in order to have a positive overall impact on the quality of community life.  Long term benefits of this project will reach beyond typical motorized vehicle users to include pedestrian and bicyclists.  Commuting functions as well as recreational functions will be served by the full complement of road and ramp network, by the full ADA compliant sidewalks and crosswalks, by the provisions for bicyclists and by the canoe boat launch to the Wallkill River.  All of these features are included in the project in order to connect the bustling development along the two sides of NYS Route 17 and to encourage additional commercial growth by enhancing current access and by providing convenient access to commercially zoned developable lands.  To the North of the NYS Route 17 corridor exists many offices, including medial support offices, eateries, hotels, residential developments, commuter transit points and the NYS Police Troop F Headquarters.  To the south of the NYS Route 17 corridor there exists many offices and the new Orange County Regional Medical Center (a regional 375‐400 bed Hospital) that is under construction.  This project strives to provide modal choice opportunities both to and from the NYS Route 17 exit 122 interchange location, but also between the north and south sides of the future interstate.    Sidewalks and bicycle access will be provided between the northern and southern developments, currently separated by the NYS Route 17 corridor.  Specifically, the sidewalk and bike friendly shoulder will connect the eateries, offices, hotels and commuter parking and bus stop on the north, across a new bridge over NYS Route 17, to the offices and the new Hospital on the south side of the NYS Route 17 corridor.   Though currently connected by the existing bridge over NYS Route 17, this existing facility lacks adequate pedestrian and bicycle accommodations and cannot adequately handle projected volume efficiently or safely, given the current level of development in the area.   Through the creation of these modal options, the new connection will significantly enhance user mobility through and within the project area.  Additionally, the project will improve existing transportation choices by introducing a ‘park and ride’ lot /local and commuter bus station. The Main Line Trolley Bus, operated by Coach USA Short Line Bus Company, provides local service and travels on Route 211, Crystal Run Road, and NYS Route 17.  Connecting the “Miracle Mile” to the “Medical Mile”, the Main Line Trolley service currently runs five daily trips in each direction on weekdays and two each on weekends.  Longer range commuter bus service into Central Business Districts in Westchester (City of White Plains) and New York City also operates along the NYS Route 17 Corridor and this proposed bus station and Park and Ride lot will greatly enhance these transit services       This project proposes to enhance the safety and operations of the NYS Route 17 Exit 122 Interchange, as well as enhance connectivity along the local roads that connect to the new ramp system in a way that has been coordinated with local government officials and a local task force with representation from residents, local 

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businesses, and local and municipal entities.  This, together with our NEPA/SEQR EIS process – which included a public hearing and various public information meetings and which we have concluded by securing a ROD ‐  has resulted in a planning and design process that coordinated transportation and land‐ use planning decisions and encouraged community participation.  The design that we are detailing now, in preparation for construction, has resulted from this interactive coordinated public involvement approach and it complements the existing approved Town of Wallkill Comprehensive Plan and the Orange County Comprehensive Plan for the area.  The Community  Comprehensive Plans can be accessed at the following websites:  Town of Wallkill Comprehensive Plan 2005  http://www.townofwallkill.com/html/menu_master_plan.html  Orange County Comprehensive Plan 2003   http://www.co.orange.ny.us/documentView.asp?docID=353   

Sustainability  This project seeks to “achieve a balance between population and resource use which will permit high standards of living and a wide sharing of life’s amenities”; a National goal, which is expressed in the National Environmental Policy Act (NEPA) in section 101 (42 USC, 4331).  The project will construct new sidewalks connecting existing restaurants, hotels, several office parks to a new Park and Ride lot and a new Regional Medical Center.  No sidewalks currently exists along the local roadway and pedestrians regularly use off roadway trails.  There exists sidewalk to several of the restaurants and hotels on the side road but the sidewalk does not connect to a system of sidewalk for pedestrian activity.  The proposed sidewalk along the main roadway will establish that connectivity for a pedestrian system.  Provisions for bicyclists will be made on the local roadway in the form of a shared‐use 14 ft. wide travel lane with offset curb.  This will provide a safer environment for bicyclists and help to encourage bicycle use.  The project also includes a “Park and Ride” facility which will provide multi modal transportation opportunities and encourage reduction in the use of energy for the community.  The NYSDOT has entered into a Memorandum of Agreement with FHWA and the NYS Historic Preservation Office to implement a Data Recovery Plan for recovering information and artifacts from archaeological sites identified within the project area.  These sites comprise an archaeological district known as the Wallkill Prehistoric Archaeological District which is eligible for the National Register of Historic Places.  This is an opportunity to obtain significant data of value chiefly for the information on the prehistory and history of our Nation and society.  The aquatic habitat of Phillipsburg Creek will be improved by the project.  Classified as a trout stream, the current culvert carrying the creek under NYS Route 17 is a box culvert with a flat concrete bottom that includes a 4.6 foot vertical drop which blocks upstream movement by fish.  A new culvert will include a natural stream bottom, sediment retention sills, and other features designed to improve the aquatic habitat of the creek.  The culvert will also be oversized to promote improved wildlife connectivity.  Where feasible, all culverts are being designed with a natural stream bottom to promote aquatic ecology and wildlife connectivity.  Mitigation for stream impacts will also include establishing a riparian buffer with locally occurring plant and tree species along Phillipsburg Creek and the Wallkill River.    The project will include improved access to the Wallkill River by the public through the construction of a canoe launch in the project area.  This was included in the project at the suggestion of the NYS Department of Environmental Conservation.  This is in response to a need to provide the public with more and better access to the Wallkill River and its resources (recreation, education, etc).    The canoe launch parking will be constructed with permeable pavement, which will minimize water quality impacts.  Furthermore, it will promote open space as described above with regard to energy and greenhouse gases.   

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A Biological Assessment Report is included as Appendix M of the FDR/FEIS.  It includes a review of potential impact to the Indiana bat (Myotis sodalis), a federally protected and state‐listed endangered species.  Avoidance of bat habitat includes limitation of tree removal in potential summer roosting Indiana bat habitat to the period of October 1 through March 31, prevention of incidental tree removal during construction activities through protective fencing and plan notations, and minimization of trees being removed through steeper slopes and reduced curve radii.  Enhancements to bat habitat to be incorporated into this project will include incorporating preferred roosting trees and hedgerows into final landscape plans, and placement of artificial bat roosts (bat boxes) in accordance with project conservation measures identified in the project Biological Assessment Report.  One of the primary functions of this project is to improve the sustainability of this community and the transportation corridor by improving energy efficiency, reducing dependency on oil and reducing greenhouse gas emissions.  To meet this goal the project will reduce both car and truck operations in the project area.  The Road User Analysis which was prepared for this project (see Appendix) indicates the overall savings from reduced vehicle operation was estimate to be $168,918 for the year 2013.  This estimate is based on determining all of the vehicle operating costs which include: 

• Financing (8% annually) 

• Fuel costs 

• Vehicle life and salvage value  This analysis shows a saving of approximately 45,700 gallons of fuel per year (year 2013) will be saved if this project is implemented.   Therefore, over the expected bonding period of project (30 years) this project would reduce our dependency on oil by approximately 1.4 million gallons of fuel.  This project will result in a 0.7%, 0.5%, 2.0%, and 1.8% reduction in carbon monoxide (CO), nitrous oxide (NOx), particulate matter 2.5 (PM2.5), and particulate matter 10 (PM10) emissions respectively in comparison to future conditions without the project.  These reductions are realized due to the change in vehicle speeds and vehicle miles traveled.   A Benefit /Cost analysis for reduction in above emission is included in the Appendix of this application.   An annual benefit for the year 2010 of constructing the proposed improvements at the Exit 122 interchange was estimated to be $7,919.  The proposed Park & Ride facility within the project area will improve the transportation sustainability by encouraging bus usage allowing commuters access to buses. The Park and Ride facility will lower the overall commuter vehicle miles traveled in the area and reduce congestion on the highways all with the goal of improving energy efficiency, reducing need for oil and reducing green house gas emissions.       This project was also a large factor in the decision to relocate the Orange Regional Medical Center to the interchange area. This new hospital consolidates a number of older, smaller, less sustainable facilities into one newer, more efficient and sustainable central facility in Orange County.  This project also provides efficient access to the interstate system for employees and emergency service providers, reducing car and truck traffic on the less energy efficient local road systems.   

Safety  The proposed interchange configuration dramatically improves the safety and operational characteristics of the interchange by eliminating the non‐standard weave movements between Exit 121 and 122 and improving the geometry within the interchange to the meet current interstate design standards.   Additional lane capacity on Crystal Run Road and providing left turn lanes at the adjacent streets will reduce accidents and improve safety along Crystal Run Road.   These proposed improvements will significantly reduce the accident potential and improve safety to the traveling public within  the  Exit  122  interchange  area.    A  quantitative  analysis  of  the  proposed  safety  improvements  is provided in the benefit‐cost analysis which included in the  Appendix of this application.  

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An accident analysis for the Exit 122 interchange area was prepared and revealed that 214 accidents occurred in a three period within the project area.  The accident analysis showed that Route 17 corridor was 1.4 times the statewide average accident rate for similar facilities and Crystal Run Road had an accident rate that was 1.2 times the average accident rate (see table below).   

ACCIDENT RATES, NYS ROUTE 17 AT EXIT 122 

LOCATION LENGTH(KM) 

NO. OF ACCIDENTS 

ACCIDENT RATE ACC/MVkm 

STATWIDE RATEACC/MV/km 

NYS Route 17 Exit 122 Area 

2.1  91 0.99 0.68

East Main Street (Dunning Road to Route 17)  

2.6  31 0.97 1.78

Crystal Run Road (Route 17 to Ballard Road) 

1.1  92 4.02 3.74

Acc/MVkm = accidents per million vehicle kilometers   The current safety problems associated with the Exit 122 interchange area include;   

• Clusters of accidents on Route 17 related to vehicles attempting to weave between the Exit 122 and 121 on and off ramps and vehicles attempting to merge in heavy traffic or vehicles attempting to avoid vehicles that were stopped as a result of congestion. 

• Clusters of accidents on Crystal Run Road were related to rear end and left turning accidents occurring most often at the intersections. 

 A major contributing factor of many of these accidents is that geometric features within the interchange do not meet current interstate design criteria.  These features are briefly described below:  

• Route 17 design speed, stopping sight distance, grades  and level of service  • Direct connection ramp design speed, horizontal curves, stopping sight distance, level of service  • Interchange ramp design speed, horizontal curves, lane and shoulder widths, stopping sight distance, 

superelevation and level of service • East Main Street design speed, lane and shoulder widths, grades, horizontal curves, super elevation, 

stopping sight distance  • Crystal Run Road lane and shoulder widths 

 The following Table estimates the number of accidents anticipated to occur in 2013 with the reconstructed interchange. 

AVERAGE ACCIDENTS PER YEAR – 2013  

ROAD  SEGMENT  ACCIDENT TYPE 

TOTAL  INJURY PROPERTY 

DAMAGE ONLY Route 17  Between Exits 122 & 121 21.0 17.9 7.1E. Main St.  Between Midway & Exit 122 10.3 8.4 1.9Crystal Run Rd  Between Exit 122 & Ballard Rd.  33.7 21.5 12.2

This represents a reduction of 29 accidents/ year on Route 17 and a total of 17 accidents/ year combined on Crystal Run Road and East Main Street. 

  

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Long­Term Outcomes, Benefit/Cost Analysis requirements  Today, a section of Route 211 (under a mile from NYS Route 17 Exit 122) in the Town of Wallkill has been dubbed the “Miracle Mile” due to the abundant retail stores in the area.  Currently, the Town of Wallkill is focused on developing the area immediately surrounding Exit 122 as a “Medical Mile” because of its proximity to existing medical industries such as the new Orange County Medical Center, Blue Cross Blue Shield, several medical offices, and the availability of vacant lands for development of additional medical offices. The increasing safety and congestion problems associated with the current interchange configuration needed to be addressed to improve the safety and mobility to the traveling public.  To address these concerns the proposed reconfiguration of the Exit 122 interchange is estimated to cost approximately $90 M at the mid‐point of construction (2013).  These improvements will yield long term benefits to the region by improving vehicle mobility and safety, improving quality of life for commuters and residents, improve energy efficiency and reduce our dependency on oil.  The tangible quantifiable benefits associated with these improvements are shown in the benefit cost analysis in the Appendix and are summarized below:   

‐ 98% reduction in accidents in the Route 17 east bound weave area (reduction of 29 accidents/yr.)   ‐ 31% reduction in accidents on Crystal Run Road and East Main Street (reduction of 17 accidents/yr.) ‐ Overall savings from the reduction of accidents is $3,700,000 per year ‐ Overall savings from reduced user travel time is $3,400,000 per year (approx. 127,000 hours/yr)  ‐ Reduction of 45,700 gallons of fuel burned per year from vehicles which reduces green house gases and 

improves our environment   These benefits were estimated to provide a total annual benefit to the traveling public of $7,190,000.  To complete the benefit cost analysis, the cost of construction was annualized for varying years and interest rates. Using the Department’s present bonding policy of 30 years and 3 percent interest, a 1.34 ratio of benefit to cost ratio was realized.  Similarly, by using the Department’s present bonding policy of 30 years and 7 percent interest, a 0.85 ratio of benefit to cost ratio was realized.  Additional details of the benefit‐cost Analysis are provided in the Appendix of this application.  In addition to the benefits noted above there are several benefits from this project that are difficult to quantify such as improvement in quality of life, benefits from maintaining a transportation corridor in good repair, future development potential in the community.     The reduction in congestion and user travel time significantly improves the quality of life of the people who live and work in this community.  The inclusion of new sidewalks along East Main Street, a park and ride lot and canoe launch which provides Wallkill River recreational opportunities all improve the livability, walkability and sustainability of this area.    The anticipation of the new and improved interchange at this location has already spurred development in the interchange area such as a new 380 bed hospital adjacent to the interchange.  This hospital is the first newly constructed hospital in the state in many years and having a safe and efficient access to the interstate system was instrumental in it’s siting.  In addition to the new hospital 3 new hotels and 3 new restaurants are already built in anticipation of the new interchange.   Also, numerous developers have been inquiring about future development opportunities adjacent to the interchange area.  All of this development has already created jobs (hotel and restaurant workers) and stimulated the local economy of the area.  Once the project is complete, with it’s improved safety and accessibility, additional development will likely soon follow, creating more jobs and improving the vitality of the community.    Five alternatives were considered to address the operational issues at Exit 122.  Alternative 2C1 was selected as the preferred alternative since it will significantly improve the safety and reduce the accident potential that exists with the current interchange configuration. This alternative includes; eliminating the dangerous weave movements on Route 17, improving the interchange ramp geometry, extension/realignment of E. Main Street and Crystal Run 

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Road and center turn lanes for E. Main Street and Crystal Run Road. New signalization and coordination will be integrated into the E. Main Street/Crystal Run Road corridor between the Orange County Medical complex to the west and Ballard Road to the east.  The current traffic operational and safety problems associated with the Exit 122 interchange area include; alleviating weaving issues on Route 17, reconfiguration of the interchange ramps to meet interstate standards and improve safety, providing additional lane capacity on Crystal Run Road and providing connections to the adjacent street system. The forecasted volume on Route 17 and Crystal Run Road currently exceed the lane capacity of each facility.    

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Job Creation & Economic Stimulus:  The total amount of funds that will be expended on construction and construction‐related activities by all of the entities participating in the project is 90M in construction cost. 

 

The Department has chosen 24 jobs per $1 million dollars ($1M) of construction value to calculate the estimated number of direct, indirect and induced jobs created or saved.  Based on this estimate, the Route 17, Exit 122 Interchange Project will create the following jobs: 

• Construction oriented:  720 jobs directly created for the project construction 

This equates to approximately 420 jobs created per year on average.  A more detailed estimate of job creation per quarter as related to the proposed construction activity schedule is as follows: 

2011  2012

Q1  Q2  Q3  Q4  Q1 Q2 Q3 Q4

186  477  530  424  265 477 530 365

• Supporting industries:  360 jobs created indirectly as a result of the project construction  

• Induced:  1080 jobs created as a result of construction employees spending income on consumer goods and services. 

The Federal Highway Administration (FHWA) has periodically estimated the employment impacts of highway capital expenditures. For 2007, on average, a $1 billion of Federal highway expenditure supported 30,000 jobs. The employment estimate includes direct, supporting, and induced positions, defined as: 

• Construction oriented employment, including all jobs that are created either by the construction firms that work directly on the project or by the firms that provide direct inputs (paving materials, steel, concrete, etc.) to the construction project  

• Supporting industries' employment, including jobs in firms that provide inputs to the industries that directly provide materials and equipment used in highway construction.  

• Induced employment, which includes all of the jobs supported by consumer expenditures resulting from wages to 'construction oriented' and 'supporting industries' employment.  

The 2007 estimate shows $1 billion of Federal‐aid expenditure supported 10,300 construction oriented jobs; 4,675 supporting industries' jobs; and 15,094 induced employment jobs. The analysis also estimated that the total jobs equated to employment income of $1.15 billion.  This roughly translates into a 2:1:3 ratio of direct, indirect and induced jobs.  The 24 jobs per $1M estimate was based upon a review of several references where estimates range from 11 direct to 38 direct/indirect jobs per $1 million of construction spending.  NYSDOT chose to use a more conservative number within this range.  Estimated Jobs Created or Saved is used as a benchmark to gauge probable effects resulting from spending on transportation projects.  

On the Job Training  This project will make every effort to  implement best practices  for ensuring that all  individuals benefit  from the Recovery Act.    The New  York  State Department  of  Transportation  (NYSDOT)  has  an On  the  Job  Training  (OJT) program  to  address  the  current under‐representation  and  future needs  for minorities  and  females on NYSDOT construction  projects.    It  is  the  objective  of NYSDOT  to  implement On  the  Job  Training  requirements  on  this construction project in order to provide training opportunities to minorities, women and disadvantaged persons to address  current  under‐representation  of minorities  and  women  in  skilled  trades,  and  to  maintain  a  pool  of 

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qualified minorities, women and disadvantaged persons to compete for those journeyman worker positions which are created as others leave the workforce.  The OJT program is an affirmative action program pursuant to federal regulations  [Federal Aid Policy Guide  (FAPG) 230.111],  related  to, but distinct  from, contract equal employment opportunity (EEO) goals. This practice is consistent with our nation’s Civil Rights and Equal Opportunity laws, and consists  of  the  meaningful  and  effective  training  of  apprentices/trainees  leading  to  their  qualification  as journeyman workers  in trades for the Highway Construction  Industry.   NYSDOT will require OJT for this project’s construction.  In essence, the regulation and the OJT plan establish contract provisions (Training Special Provisions [TSP])  under  which  contractors  are  required  to  provide  training  and/or  apprenticeship  programs  for  their workforce.  

Construction  Contract provisions for this project will include the previously described Training Special Provisions (TSP).  There are two components to the TSP for construction contracts; affirmative action (AA) and race gender neutral (RGN).  Under the AA component, the NYSDOT pay item (691) requires the contractor to hire apprentices/trainees in certain trades and locations designated as having programmatic under‐representation of minorities and/or females.  Under the RGN component, contractors are required to hire apprentices/trainees but are not restricted to which trade or type of employee they must employ.  The NYSDOT include as a Requirement the 691 pay item for this construction contract.  This item stipulates that the required training effort by the contractor that is awarded this contract will be 6 for apprentices/trainees positions (3 AA + 3 RGN).    

Consultant Agreements  As with construction contracts, training requirements for consultant agreements are implemented to address the current under‐representation and future needs for minorities and females in consultant inspection, engineering, and related transportation professional services.    NYSDOT has training requirements for minorities, females, and economically disadvantaged persons on construction inspection consultant agreements.  This requirement will be part of the consultant agreement for construction inspection of this project.  The training effort is determined by the duration of the project as well as the total number of labor hours estimated for the project.  It is anticipated that at least two (2) training positions will be required in the consultant agreement for the New York State Route 17 at Exit 122 Interchange consultant construction inspection contract.      

DBE Goal Setting Construction  It is the goal of the NYSDOT to provide maximum practicable opportunities for small businesses and disadvantaged business enterprises.  The NYSDOT’s Disadvantaged Business Enterprises (DBE) goal for each federally assisted construction contract is assigned in accordance with the DBE goal table that is contained in Section 21.9.3 Design Phase VI Final PS&E Submission of Chapter 21 “Contract Plans, Specifications and Estimate” of the NYSDOT’s Highway Design Manual.  The goal table is arrayed by location, contract dollar value, and contract scope.  For this project, the Construction DBE goal will be 10% of the total cost of the construction contract.   

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Secondary Benefit Discussion:   The NYS Route 17 at Exit 122 Interchange project is the result of collaboration with partners and stakeholders, and innovation to resolve challenges encountered during project development.  The following are various innovations incorporated into the project to mitigate impacts and enhance system operation and the associated partnerships formed to accomplish these innovative approaches.  

Innovations New York State Thruway Exit 4 Interchange (Middletown exit) is located in very close proximity to the NYS Route 17 Exit 122 interchange.  This short distance between major roadways results in a high volume weaves over short distances.  This condition necessitated the introduction of grade separated auxiliary lanes between NYS Route 17 and I‐84, thereby replacing the current weaving lanes with an arrangement that will separate the weaving movements and function more efficiently and safely 

  In order to create a more conventional loop ramp system (the existing ramp system is severely substandard) a realignment of the local approach roadway was necessary.  This was a good opportunity to partner with the Town of Wallkill and the County of Orange in order to incorporate elements of the Orange County and Town of Wallkill approved Master Plans.  During the EIS public process, and through interaction with a local Task force created for this project, the final design for the interchange was able to complement the local Master Plans.  Significantly, this project will facilitate access to available undeveloped lands – that are zoned commercial – that lie within the project location.  Pedestrian, recreational and bicycle provisions have been made in the form of sidewalks, signalized pedestrian crosswalks, wide shoulders and a canoe launch for recreational access to the Wallkill River.  A commuter bus stop with Park and Ride facilities will serve to add modal choice and to increase accessibility to and from this bustling center.  Signal coordination through inter‐connection and actuated turn lanes further enhance mobility through the local street system’s approach to the NYS Route 17 Exit 122 interchange.   Construction:  This project is being design so that a full 3 dimensional digital terrain model (DTM) will be available to the contractor.  Innovative construction techniques, such as the implementation of automated grading equipment will be accommodated by this project.  Additionally, Incentive / disincentive bidding will be incorporated into this project on a very specific basis.  That is, instead of incorporating incentive/disincentive clauses for an early finish of the entire project, this project will target very specific critical features for early completion.  By systematically targeting specific functional features ‐ that drive the construction schedule‐ for early completion, we simplify the administration and oversight of the incentive/disincentive program.  Selecting only specific critical features for incentive/disincentive clauses increase the chances for success because targeting specific items (i.e. a completion of particular bridge) for early completion involves a lesser number of construction operations and therefore less risk when compared to incentives based on larger scale milestones.    

 Wetlands: The project’s wetland mitigation sites are designed to meet United States Army Corps of Engineers regulations and design guidance.  In addition to expanding existing, isolated wetlands along the corridor, this project proposes to construct a large off‐site wetland at a Town Park along the Wallkill in the neighboring Town of Montgomery.  This new wetland would be within the same Wallkill River Watershed as our project site, but it location at a town park will provide for educational opportunities with walking paths and descriptive signing.  Additionally, since this location is far removed from major roadways, it makes a more functional water retention area and wildlife habitat.  The proposed site will have an increased chance of successfully establishing itself as a fully functioning wetland. It will have greater value as a runoff retention area and be better able to reduce peak stream flows and alleviate flooding. It is highly unlikely to be impacted by any future roadway construction and its proximity (abutting) to an existing vernal pool further increases its value for wildlife.  

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Operational and Life Cycle Components: Should this project be selected as a TIGER candidate, it will include innovative features in the following areas: 

 Intelligent Transportation Systems (ITS): An ITS scheme will be incorporated into the project that provides traffic detection and variable message signs with connections to the Hudson Valley Traffic Management Center (HVTMC) to increase peak hour reliability, manage capacity and limit delays due to congestion and roadway system incidents.  Stainless Steel Rebar: Bridge decks and other exposed concrete elements in the project’s proposed structures will be built with stainless steel reinforcement.  The corrosion resistant steel will lead to a longer service life of the structures.  Life cycle costs will be reduced by the decrease frequency of rehabilitations and reduced user cost to the traveling public in the form of construction delays. 

 Partnerships All project coordination meetings and correspondence are identified in the project’s Final EIS (https://www.nysdot.gov/regional‐offices/region8/projects/route17‐exit122/repository/08_Chapter_7.pdf ) under Chapter VII, Project Coordination.  Water Quality – As stated above, NYSDOT partnered with the US Army Corp of Engineers and the NYS Department of Environmental Conservation to build replacement wetlands in a location that is better for the watershed and the wildlife. 

 Evaluation of Project Performance Stated benefits from previous sections are listed below with a discussion of the performance measure applicable to monitoring project performance 

 State of Good Repair 

 The performance of this project with respect to a state of good repair will be measured over the life of the project by tracking maintenance and capital costs as well as the point in time at which the first major rehabilitation of the TIGER project bridges is required. 

 Travel Time Savings 

  The impact of the project improvements will be measured in terms of reduction in time periods task force operations are enacted.  The Hudson Valley Traffic operations center will also monitor traffic conditions through traffic camera systems and other data collection devices.  Post project travel time reductions will also be measured by the NYSDOT. 

     Employment  

Monitoring of employment for Orange County will be accomplished through the use of future employment statistics with an emphasis on per capita income and unemployment rates. 

   Livability 

   A full utilization of the newly added commuter bus station and park and ride facility is expected when the project is completed.  Utilization rates of commuter bus station with park and ride facilities is monitored by the NYSDOT in concert with Orange County and area bus service providers.     

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Safety  

NYSDOT’s Highway Safety Improvement Program provides for a continuous monitoring of accident data to determine if a specific location on any highway is experiencing a higher than statistically normal number of accidents.  Under this program the NYSDOT will monitor the completed Exit 122 project to determine if anticipated accident reductions are being achieved.   

Contact Information 

Application Contact  Scott C. Geiger 845‐431‐5742  sgeiger@dot.state.ny.us NYSDOT  4 Burnett Boulevard, Poughkeepsie, NY 12603   

Project Contact:  George Santana 845‐431‐5948  gsantana@dot.stste.ny.us  NYSDOT  4 Burnett Boulevard, Poughkeepsie, NY 12603   

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APPENDICES            

 

APPENDIX 1  

ALTERNATIVE  2C(1), FIGURE 2 

 

 

APPENDIX 2  

RECORD OF DECISION  (ROD) 

 

 

APPENDIX 3  

JOB CREATION SCHEDULE 

 

Direct Job Creation WorksheetConstruction Estimate 90 MilContract Duration 1.75 YrsDirect Jobs Created 713Ave. Jobs Created per Year 407

Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4

Prime ContractorAdministration, Submittals, Procurement 12 32 35 28 18 32 35 21Survey & Control 9 23 25 20 13 23 25 15Construction (Highway) 28 72 80 64 40 72 80 48Construction (Bridge) 21 54 60 48 30 54 60 36Construction (other) 32 81 90 72 45 81 90 54Post‐construction admin, Project Cleanup & Demobilization 11 27 30 24 15 27 30 65

0 0 0 0 0 0 0 0Construction Inspection 11 27 30 24 15 27 30 18

0 0 0 0 0 0 0 0Suppliers 28 72 80 64 40 72 80 48

0 0 0 0 0 0 0 0Sub‐Contractors 35 90 100 80 50 90 100 60

Total per Quarter 186 477 530 424 265 477 530 365

YEAR 1 YEAR 2Tiger Funded Portion of Contract

8006.72 ‐ Route 17, Exit 122

Total per Quarter 186 477 530 424 265 477 530 365

Direct Job Creation Worksheet

 

APPENDIX 4 

‐DESIGN SCHEDULE  

‐CONSTRUCTION SCHEDULE 

  ‐QUARTERLY CONSTRUCTION COSTS 

Tentative Begin Construction Date:Tentative End Construction Date

Feb

Mar

Apr

May

Jun

Jul

Aug

Sep

Oct

Nov

Dec

Jan

Feb

Mar

Apr

May

Jun

Jul

Aug

Sep

Task Description Start Date End Date 13 20 27 6 13 20 27 3 10 17 24 1 8 15 22 29 5 12 19 26 3 10 17 24 31 7 14 21 28 4 11 18 25 2 9 16 23 30 6 13 20 27 4 11 18 25 1 8 15 22 29 5 12 19 26 4 11 18 25 1 8 15 22 29 6 13 20 27 3 10 17 24 1 8 15 22 29 5 12 19 26 2 9 16 23 30

General Construction February 17, 2011 September 15, 2012 82.0Clearing and Grubbing February 17, 2011 April 2, 2011 6.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Erosion Control February 17, 2011 September 15, 2012 82.0 1 1 1Survey and Stakeout February 17, 2011 June 23, 2012 70.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Drainage System April 3, 2011 August 4, 2012 70.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Landscaping June 3, 2012 September 15, 2012 15.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

Phase 1A 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Work Zone Traffic Control February 20, 2011 June 18, 2011 17.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Utility Relocation February 20, 2011 April 30, 2011 10.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Construct Temporary Crossovers and Ramps to NYS Route 17 EB February 20, 2011 March 19, 2011 4.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Build Ramp D over Ramp K Structure March 6, 2011 May 28, 2011 12.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

September 17, 2012February 17, 2011

Dur

atio

n (w

ks)

Anticipated Construction Critical Path Schedule

N.Y.S. Route 17 at Exit 122P.I.N. 8006.72Town of Wallkill, Orange County

N.Y.S. Department of Transportation Region 8

2011 2012

August 27, 2009

Build Ramp D over Ramp K Structure March 6, 2011 May 28, 2011 12.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Excavation of Ramp D and DD March 6, 2011 May 28, 2011 12.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Excavation of Ramp K March 6, 2011 October 1, 2011 30.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Embankment on Ramps A, B, AA, and East Main Street March 6, 2011 October 1, 2011 30.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Build EB Side of the Phillipsburg Creek Culvert under NYS Route 17 July 3, 2011 October 1, 2011 13.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Reconstruct EB NYS Route 17 with Temporary Widening March 6, 2011 July 23, 2011 20.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Widen EB Side of the Wallkill River Bridge March 6, 2011 July 23, 2011 20.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Widen EB Side of the Wallkill River Overflow Culvert March 6, 2011 July 23, 2011 20.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Build EB Side of the East Main St Bridge over NYS Route 17 March 6, 2011 July 23, 2011 20.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Build East Main St Bridge over Phillipsburg Creek March 6, 2011 July 23, 2011 20.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Build Retaining Walls on EB Side of NYS Route 17 March 6, 2011 July 23, 2011 20.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Construct Temporary Walls on Ramp D and East Main Street May 15, 2011 June 18, 2011 5.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Construct Temporary Ramps to Ramp D and Ramp C, and Signal May 29, 2011 June 18, 2011 3.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Placement of Subbase and Asphalt Pavement on Ramps D and DD May 29, 2011 June 18, 2011 3.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

Phase 1B 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Work Zone Traffic Control June 19, 2011 July 23, 2011 5.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Excavation of Ramp C June 19, 2011 July 23, 2011 5.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Placement of Subbase and Asphalt Pavement on Ramp C June 19, 2011 July 23, 2011 5.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Construct Temporary Connection to Ramp C June 19, 2011 July 23, 2011 5.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Construct Temporary Crossovers and Ramps June 19, 2011 July 23, 2011 5.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Construct Temporary Pavement on New East Main Street Bridge over Phillipsburg Creek June 19, 2011 July 23, 2011 5.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

Phase 1C 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Work Zone Traffic Control July 24, 2011 December 10, 2011 20.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Work Zone Traffic Control July 24, 2011 December 10, 2011 20.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Reconstruct/Widen Crystal Run Road, Crystal Run Crossing, Ballard Road, Sullivan Lane July 24, 2011 September 15, 2012 60.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Build WB Side of the East Main St Bridge over NYS Route 17 July 24, 2011 December 10, 2011 20.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Placement of Subbase and Asphalt Pavement on East Main Street October 2, 2011 November 26, 2011 8.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Placement of Subbase and Asphalt Pavement on Ramp K October 2, 2011 November 26, 2011 8.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Install EB Overhead Sign Structures November 13, 2011 December 10, 2011 4.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Install Traffic Signals November 13, 2011 December 10, 2011 4.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Install Permanent Signing November 13, 2011 September 15, 2012 44.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Construct Temporary Connections to Ramps C and D November 20, 2011 December 10, 2011 3.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

Phase 1D 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Work Zone Traffic Control December 11, 2011 March 3, 2012 12.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Remove Existing East Main Street Bridge over NYS Route 17 December 11, 2011 March 3, 2012 12.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Reconstruct Midway Road and Tie into East Main Street March 4, 2012 May 26, 2012 12.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

Phase 2A 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Work Zone Traffic Control March 4, 2012 August 4, 2012 22.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Construct Temporary Crossovers and Ramps to NYS Route 17 EB March 4, 2012 March 17, 2012 2.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Excavation of Ramp A, AA, and B March 18, 2012 June 23, 2012 14.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Build Ramp A over Ramp J Structure March 18, 2012 June 23, 2012 14.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Reconstruct WB NYS Route 17 March 18, 2012 August 4, 2012 20.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Excavation of Ramp J March 18, 2012 August 4, 2012 20.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Widen WB Side of the Wallkill River Bridge March 18, 2012 August 4, 2012 20.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Widen WB Side of the Wallkill River Overflow Culvert March 18, 2012 August 4, 2012 20.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Build WB Side of the Phillipsburg Creek Culvert under NYS Route 17 March 18, 2012 August 4, 2012 20.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Build WB Side of the Phillipsburg Creek Culvert under NYS Route 17 March 18, 2012 August 4, 2012 20.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Build Retaining Walls on WB Side of NYS Route 17 March 18, 2012 August 4, 2012 20.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Construct Temporary Ramps to Ramp A and Ramp B July 15, 2012 August 4, 2012 3.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Placement of Subbase and Asphalt Pavement on Ramps B, A, and AA June 24, 2012 August 4, 2012 6.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

Phase 2B 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Work Zone Traffic Control August 5, 2012 September 15, 2012 6.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Finish Crystal Run Crossing August 5, 2012 September 1, 2012 4.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Placement of Subbase and Asphalt Pavement on Ramp J August 5, 2012 September 1, 2012 4.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Install WB Overhead Sign Structures August 5, 2012 September 15, 2012 6.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Final Top Course Asphalt Pavement on All Ramps and East Main Street August 19, 2012 September 15, 2012 4.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1Install Pavement Markings August 19, 2012 September 15, 2012 4.0 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

Quarterly Construction Costs Table for Route 17, Exit 122 ( in Million Dollars) 

    

2011 2012

Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4

5.145 13.193 14.659 11.727 7.329 13.193 14.659 10.095  

 

APPENDIX 5  

PLANNED AND PROJECTED DEVELOPMENT FOR THE ROUTE 17, 

EXIT 122 AREA  

 

Planned Development for the Route 17, Exit 122 Area 

 Extensive Development is planned and expected to occur around the project area. This development has been taken into account when projecting the future traffic volumes and the design elements of any build alternative. A list of planned and projected new developments, shown in Table II‐29, was developed 8in a collaborative effort in the scoping phase with NYSDOT, Orange County, Town of Wallkill, the MPO, and the Community Task Force established for this project. This information was incorporated into the OCTC traffic demand model to estimate the design year (2030) traffic volumes.   PLANNED AND PROJECTED FUTURE DEVELOPMENTS IN THE PROJECT STUDY AREA THROUGH THE DESIGN YEAR (2030)  

Name   Location  Square Meters 

Square Feet Units Type  Status

Crystal Run Ambulatory  

Crystal Run Road 

Unknown Unknown Office Approved

Dunkelman Medical Office 

Rykowski Lane  22,297 240,00 Office Complete

Elderly Woman Professional LLC 

Rykowski Lane  1,133 12,200 Office Approved

Fairway Condominiums 

Golf Links Road    220 SF & Multi‐Family 

Under Construction 

Hudson Heritage Federal Credit Union 

Rykowski Lane  2,430 26,160 Office Complete

Microtel Hotel  Crystal Run Crossing 

  35,100 Hotel Under Construction 

Orange Regional Medical Center 

East Main Street 

56,315 606,172 Hospital  Planned/pending

Mt. Joy Road  Mount Joy Road 

  12 SF Residential  Complete

Tetz Asphalt  Cemetery Road  84 900 Manufacturing  Planned/pendingWallkill Industrial Park 

Rykowski Lane  1,133 12,200 Office/Retail  Approved

Wallkill Corporate Park 

Crystal Run Road 

46,452 500,000 Office Speculative

Golden Triangle  Silverlake Scotchtown Rd.  

  90 Townhouse/SF Residential 

Planned/pending

Kabro  Cottage St. Ext.    283 SF Residential  Under Construction 

Scotch Valley  Silverlake Scotchtown Rd. 

  39  

Tower Ridge  Tower Drive    192 MF residential  Under Const.

Wallkill Manor Apartments 

2nd St.     62 MF residential  Planned/ pending 

MKA Woodside Knolls 

Cottage Street Extension 

  216 MF and SF residential 

Planned/ pending 

    129,844 1,432,732 1,114  

   *Table compiled as of November 29, 2006   

 Development

Name Type Sq.

Ft./1000 Multiplier/1,00

0 Employm

ent Dunkelman Medical

Office 240.00 3.00 720

Elderly Women Office 12.20 3.12 38 Hudson Heritage Office 26.16 3.12 82 Microtel Motel 35.10 per motel 123 Orange Regional

Medical Office 606.17 2.98 1806

Tetz Manufacturing

0.90 3.00 3

Wallkill Industrial Office 12.20 3.00 37 Wallkill Corp Office 500.00 3.00 1500 Total Potential Employment 4309

 

 

APPENDIX 6 

 

ROAD USER ANALYSIS REPORT  

AND  

AIR EMISSIONS COST BEBEFITS 

 

ROAD USER ANALYSIS REPORT

August 2009

NEW YORK STATE DEPARTMENT OF TRANSPORTATION

NYS ROUTE 17 at EXIT 122

P.I.N. 8006.72 TOWN OF WALLKILL

ORANGE COUNTY, NEW YORK

August 2009 Road User Analysis Report Project – PIN 8006.72

ROUTE 17 at EXIT 122

ROAD USER BENEFIT-COST ANALYSIS

SUMMARY

The New York State Department of Transportation conducted a study of NYS Route 17 at Exit 122 in Orange County. The purpose of the study was to investigate the need to reconstruct Exit 122 based on traffic and safety operations and Interstate standards within the area of the interchange. Traffic was forecasted for target year 2030 representing Estimated Time of Completion plus 20 years. It was utilized to analyze future traffic operations and determine the effectiveness of proposed improvements to alleviate operational problems. Operational problems were highlighted in the study for Route 17, Exit 122, Crystal Run Road, E. Main Street and Ballard Road during the AM and PM peak periods. The focus of operational issues pertained to the reconfiguring ramps of Exit 122, providing connections to the adjacent street system, alleviating weaving issues on Route 17 and providing more lane capacity on Crystal Run Road. The forecasted volume on Route 17 and Crystal Run Road exceeded the lane capacity of each facility. Five alternatives were considered to address the operational issue at Exit 122. Alternative 2C1 is the preferred alternative and is being progressed to design. It includes the extension/realignment of E. Main Street and Crystal Run Road connection to comply with geometric standards, ramps of Exit 122 that comply with current standards for Interstates, and center turn lanes for E. Main Street and Crystal Run Road. New signalization and coordination will be integrated into the E. Main Street/Crystal Run Road corridor between the Orange County Medical complex to the west and Ballard Road to the east. The cost of constructing the new configuration of Exit 122 was estimated to be $105.0M in terms of the mid-year of construction, year 2013. An annual benefit for target year 2013 of constructing Exit 122 was estimated to be $7,190,342. Cost of construction was annualized for varying years and interest rates. With the Department’s present bonding policy of 30 years and 3 percent interest, a 1.34 ratio of benefit to annualized cost occurs. Similarly, by using the Department’s present bonding policy of 30 years and 7 percent interest, a 0.85 ratio of benefit to cost ratio was realized. Additional details of the Benefit-Cost Analysis are provided in the following sections of this document.

2

August 2009 Road User Analysis Report Project – PIN 8006.72

ROUTE 17 at EXIT 122

ROAD USER BENEFIT-COST ANALYSIS

Target Year – 2013

1. INTRODUCTION The New York State Department of Transportation conducted a study of NYS Route 17 at Exit 122 in Orange County. The purpose of the study was to investigate the need to reconstruct Exit 122 based on traffic and safety operations, and Interstate standards within the area of the interchange. Traffic was forecasted for target year 2030 representing Estimated Time of Completion plus 20 years. It was utilized to analyze future traffic operations and determine the effectiveness of proposed improvements to alleviate operational problems. Operational problems were highlighted in the study for Route 17, Exit 122, Crystal Run Road, E. Main Street and Ballard Road during the AM and PM peak periods. The focus of operational issues pertained to the reconfiguring ramps of Exit 122, providing connections to the adjacent street system, alleviating weaving issues on Route 17 and providing more lane capacity on Crystal Run Road. The forecasted volume on Route 17 and Crystal Run Road exceeded the lane capacity of each facility. Five alternatives were considered to address the operational issue at Exit 122. Alternative 2C1 is the preferred alternative and is being progressed to design. It includes the extension/realignment of E. Main Street and Crystal Run Road connection to comply with geometric standards, ramps of Exit 122 that comply with current standards for Interstates, and center turn lanes for E. Main Street and Crystal Run Road. New signalization and coordination will be integrated into the E. Main Street/Crystal Run Road corridor between the Orange County Medical complex to the west and Ballard Road to the east. The cost of constructing the new configuration of Exit 122 for Alternative 2C1 was estimated to be $105.0M. The cost represents the mid-point of construction, year 2013. A Road User Benefit Analysis was conducted to determine benefits to road users of constructing the new interchange and associated highway infrastructure to Route 17, E. Main Street and Crystal Run Road. The benefits are based on a comparison to the roadway configuration of the do-nothing (NULL) condition to Alternative 2C1. Assumptions and Results of the analysis are presented in the following sections of this document.

3

August 2009 Road User Analysis Report Project – PIN 8006.72

2. ASSUMPTIONS Assumptions made for the analysis to determine benefits to road users are described in the following paragraphs.

A. BACKGROUND: A new interchange configuration of NYS Route 17 at Exit 122 is proposed to be constructed in Alternative 2C1. It is to be constructed for Route 17 and provide improved accessibility and mobility to the proposed reclassification of Route 17 to Interstate standards and improvement to connecting streets of E. Main Street and Crystal Run Road. An economic analysis was conducted to determine the benefits to road users of reconstructing Exit 122 and connecting streets at the interchange. The analysis determined benefits to road users for: • Travel Time (including delay) • Vehicle Operating Costs • Accident Costs Sections that follow identify the following parameters utilized to calculate road user benefits:

Target year of analysis. Travel speeds of vehicles without and with auxiliary lane. Value of travel time of road user. Costs of various vehicle operating parameters. Volumes for target year. Accidents for target year. Average Accident costs.

B. ANALYSIS YEAR:

The midyear to complete construction of Exit 122 is 2013. Construction is estimated to cost, in terms of year 2013 dollars, $105.0M. This represents an additive cost compared to do-nothing (NULL).

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August 2009 Road User Analysis Report Project – PIN 8006.72

C. TRAVEL SPEED: Operating speeds of vehicles for the target year are affected positively by the construction of Exit 122 of Alternative 2C1. The improvement of operating speeds occurs because of increases to capacity to serve Route 17, Crystal Run Road, E. Main Street and other intersecting streets with intersection improvements. For Alternative 2C1, the existing weave section of Route 17 between Exits 122 and 121 is eliminated. The configuration provides a separation of weaving traffic and traffic passing through the interchange area. See Figure 1 for proposed configuration of Route 17 between Exits 122 and 121. The present 2-lane segment of E. Main Street between Midway and Exit 122 experiences congestion during peak periods of traffic. Forecasted traffic will continue to exacerbate peak hour traffic operations. The new configuration of Exit 122 and widening of E. Main Street will provide two travel lanes in each direction and a center turn lane. A similar improvement to Crystal Run Road between Exit 122 and Ballard Road will be made as that to E. Main Street described above. Two travel lanes and a center turn lane to be constructed for Crystal Run Road as part of the Exit 122 reconstructed project will alleviate present and forecasted traffic operation congestion. See Figure 1 for lane configurations of E. Main Street and Crystal Run Road. With the addition of travel lanes and center turn lanes for E. Main Street and Crystal Run Road of Alternative 2C1, less congestion and more nominal operating speeds will occur and thus travel speeds will improve throughout the corridor. New traffic signals and a coordinated system, and turn lanes with sufficient length to accommodate forecasted peak hour volumes to be constructed as part of the Exit 122 project will improve overall traffic speed and reduce delays. For the segment of Route 17 between Exit 122 and 121, vehicles passing through and those weaving are separated. This aspect of the new Exit 122 will greatly improve traffic speeds, reduce delays and improve traffic safety. Traffic flows will be more uniform in terms of operating speed during peak periods of volumes. Year 2013 travel speeds were estimated by utilizing travel time and delay information collected during 2002, Level of Service results for the base year and target years 2010 and 2020. Final speeds utilized in the analysis were based on consideration of existing speeds (year 2002) from field measurements for each road in the project area,

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August 2009 Road User Analysis Report Project – PIN 8006.72

speed limits, proposed traffic signal coordination, and results of the Highway Capacity analysis for existing conditions and forecasted year 2010 and 2020 traffic. In summary, year 2013 speeds are summarized in the Table 1 for selected roadway segments.

FIGURE 1

ALTERNATIVE 2C1

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August 2009 Road User Analysis Report Project – PIN 8006.72

Table 1

YEAR 2013 OPERATING SPEEDS

YEAR 2013 OPERATING SPEEDS

ROAD SEGMENT ALTERNATIVE Null 2C1

Route 17 Between Exits 122 & 121 45 60

Crystal Run

Road Between Exit 122 & Ballard 20 35

E. Main Street Between Midway Road & Exit 122 20 35

D. VALUE OF TIME: Reference is AASHTO User Benefit Analysis For Highway, August 2003, Table 5-2. Data is for year 2000. Year 2000 Autos = $18.56/hr Trucks = $20.23/hr Consumer Price Index increase from 2000 to 2007 for transportation is 1.2047, or an average of 0.02924 per year. Using the same growth per year between 2000 and 2013, the CPI is 1.380 - from 2000 to 2014 - (0.02924*13 yrs + 1 = 1.380). Year 2014 Autos: $18.56/hr * 1.380 = $25.61/hr Trucks: $20.23/hr * 1.380 = $27.92/hr

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August 2009 Road User Analysis Report Project – PIN 8006.72

E. VEHICLE OPERATING COSTS: Reference is AASHTO User Benefit Analysis For Highway, August 2003, Table 5-2. Data is for year 2000. Assumed Finance Rate: 8.0 percent annually. Fuel Cost per Gallon – Year 2013:

Gasoline - $2.69 (assumed $2.69 for summer of 2009 for No Lead, 0.02924 increase per year for 4 years to 2013 = $2.69 * 1.117 = $3.01).

Diesel Fuel - $2.69 (assumed $2.69 for summer of 2009 = $2.69 * 1.117 = $3.01).

Vehicle Life: Autos = 10 years Trucks = 8 years Reference is AASHTO User Benefit Analysis For Highway, August 2003 Salvage Value at End of Life: Autos = $2,000. Trucks = $5,000. Reference is AASHTO User Benefit Analysis For Highway, August 2003 Miles Driven per Year: Autos = 15,000 Trucks = 50,000 Reference is AASHTO User Benefit Analysis For Highway, August 2003 Fuel Consumption per Mile: Table 5-5 of reference document Other Operating Costs per Mile: Table 5-4 of reference document. F. YEAR 2013 VOLUMES Daily and Average Hourly Volumes were utilized in the Road User Analysis. Each is identified in the subsequent paragraphs.

1. Daily Volumes Year 2010 and 2020 Average Daily Volumes were developed for the project. Year 2013 volumes were linearly interpolated between year 2010

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August 2009 Road User Analysis Report Project – PIN 8006.72

and forecasted year 2020 volumes. Volumes for key segments of the Exit 122 project area are summarized in the Table 2.

Table 2

YEAR 2013 AVERAGE DAILY VOLUMES

HIGHWAY SEGMENT DAILY VOLUME Route 17 - Two-Way Between Exit 122 & 121 61,280 Crystal Run Road – Between Exit 122 & Ballard 32,613 Crystal Run Road – Between Midway & Exit 122 28,247

2. Average Hourly Volumes

AM and PM peak hour volumes were forecasted for the project. Forecasts were made for year 2010 and 2020. Year 2013 volumes were linearly interpolated between years 2010 and 2020. Hourly distribution of daily traffic was determined from continuous count data collected at the onset of the project study. The hourly distribution was applied to forecasted year 2013 peak hour volumes to produce Average Hourly Volumes during a two hour AM and PM peak travel period respectively.

Volumes were developed for the following primary road segments:

1. NYS Route 17 between Exits 122 and 121 2. Crystal Run Road between Exit 122 and Ballard Road. 3. E. Main Street between Midway Road and Exit 122.

Year 2013 Average Hourly Volumes for each segment by hour are listed in the Table 3.

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August 2009 Road User Analysis Report Project – PIN 8006.72

Table 3

YEAR 2013 AVERAGE PEAK HOUR VOLUMES

ROAD SEGMENT HOUR

AM PM Route 17 – Eastbound 2365 1936 Route 17 – Westbound 1384 3116 E. Main Street – between Midway Rd & EB Ramps - NB 609 870 E. Main Street – between Midway Rd & EB Ramps - SB 632 1018 E. Main Street – between EB & WB Ramps - NB 985 820 E. Main Street – between EB & WB Ramps - SB 617 725 Crystal Run Road – between Crystal Run Crossing & BC/BS driveway - NB 1203 886

Crystal Run Road – between Crystal Run Crossing & BC/BS driveway - SB 600 1687

G. YEAR 2013 ACCIDENTS: Collision reports were provided by the New York State Department of Transportation for a three year period when data was available - 2001 through 2003. The collision information revealed annual accident rates per million vehicle miles of travel and frequency of collisions by type for the primary roadways in the project area. This average accident rate was assumed to stay constant for the period of the road user analysis and applied to forecasted 2013 daily volumes to produce the annual accidents by type. Accident Reduction Factor data retained by the New York State Department of Transportation indicates the addition of a center lane to a roadway without median on the same alignment- E. Main Street and Crystal Run Road - provides an estimated 31% reduction in collisions. Elimination of the weaving section of Route 17 between Exit 122 and 121 was assumed to eliminate all but 2 percent of collisions within that segment. This information was utilized to estimate the number of collisions occurring in target year 2013 with the reconfigured Exit 122 compared to the present configuration.

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August 2009 Road User Analysis Report Project – PIN 8006.72

A summary of collisions by target year is contained in the Table 4.

Table 4

AVERAGE ACCIDENTS PER YEAR – 2013

ROAD

SEGMENT ACCIDENT TYPE

TOTAL INJURY PROPERTY DAMAGE

ONLY Route 17 Between Exits 122 & 121 21.0 17.9 7.1 E. Main St. Between Midway & Exit 122 10.3 8.4 1.9 Crystal Run Rd Between Exit 122 & Ballard Rd. 33.7 21.5 12.2

H. ACCIDENT COSTS: Average costs of accidents by type of collision are retained by the New York Department of Transportation. Data for year 2007 and the annual increase of the consumer price index (CPI) of transportation related elements between 2000 and 2007 was utilized to determine cost of accidents by severity. A CPI of 1.1754 was applied to year 2007 costs to develop 2013 costs of accidents A summary of costs by type of collision by target year is provided in the Table 5.

Table 5

AVERAGE COST OF ACCIDENTS BY TYPE

TARGET YEAR INJURY PROPERTY DAMAGE ONLY

2007 $96,800 $3,800

2013 $113,779 $4,467

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August 2009 Road User Analysis Report Project – PIN 8006.72

3. RESULTS

Annual benefits, annualized costs of construction and benefit –cost ratio are presented in the following paragraphs.

A. BENEFITS Annual benefits for target year 2013 of constructing Exit 122 of Alternative 2C1 compared to not constructing it of the NULL are summarized in Table 6.

Table 6

ROAD USER BENEFITS

BENEFIT DOLLARS – YEAR 2013

Reduced Travel Time $3,383,998

Reduced Vehicle Operation $168,918

Reduced Accidents $3,637,426

TOTAL $7,190,342

B. ANNUALIZED COST The cost of constructing Exit 122 was estimated to be $105.0M in year 2013 dollars. This cost was annualized to determine uniform annual payments using a Capital Recovery Factor (CRF). The procedure is based on assumed interest rates over specified period of years. A summary of the annualized costs are contained in Table 7.

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August 2009 Road User Analysis Report Project – PIN 8006.72

13

Table 7

ANNUALIZED COST AND BENEFIT-COST RATIO

NUMBER

OF YEARS INTEREST RATE (%)

ANNUAL PAYMENT ($)

BENEFIT/COST RATIO

20 3 $7,056,000 1.02 20 4 $7,725,900 0.93 20 5 $8,421,000 0.85 20 6 $9,153,900 0.79 20 7 $9,912,000 0.73 20 8 $12,267,150 0.59

25 3 $6,027,000 1.19 25 4 $6,721,050 1.07 25 5 $7,449,750 0.97 25 6 $8,214,150 0.88 25 7 $9,009,000 0.80 25 8 $9,836,400 0.73

30 3 $5,355,000 1.34 30 4 $6,072,150 1.18 30 5 $6,830,250 1.05 30 6 $7,628,250 0.94 30 7 $8,463,000 0.85 30 8 $9,327,150 0.77

C. BENEFIT-COST RATIO Benefit-cost ratio based on the annualized cost contained in Table 6 and annual payments for specific number of years and interest rates were determined. The ratios are summarized in Table 7. A bonding strategy of 30 year pay back at a 3 percent interest rate indicates a benefit-cost ratio of 1.34. Similarly, by using the Department’s present bonding policy of 30 years and 7 percent interest, a 0.85 ratio of benefit to cost ratio was realized.

ROAD USER BENEFITS - YEAR 2013

IMPROVEMENT - Rte 17 Exit 122 Improvement - Alt 2C1

User BenefitsBased on User Time, Delay, Vehicle Operating & Accident Costs

USER TIME COST BENEFITS

ALTERNATIVE 2C1 vs NULL

Facility TIME MILES COMPONENT TRAVEL

OF COST LANE TOTAL AUTOS TRUCKS AUTOS TRUCKS AUTOS TRUCKSRamp A AM 0.22 Travel Time Entrance 587 517 70 $0.3052 $0.7818 $34.70 $12.12

PM 0.22 Travel Time Entrance 1498 1423 75 $0.3052 $0.7818 $95.56 $12.88$130.26 $25.01 $155.27

Ramp B AM 0.2 Travel Time Exit 1005 885 121 $0.3052 $0.7818 $59.41 $20.75 PM 0.2 Travel Time Exit 1285 1221 64 $0.3052 $0.7818 $82.00 $11.05 $141.40 $31.81 $173.21

Ramp C AM 0.15 Travel Time Entrance 664 624 40 $0.3052 $0.7818 $41.89 $6.85PM 0.15 Travel Time Entrance 1171 1089 82 $0.3052 $0.7818 $73.12 $14.10

$115.00 $20.95 $135.95

Ramp D AM 0 25 Travel Time Exit 1215 1142 73 $0 3052 $0 7818 $76 66 $12 53

DOLLARS / VEH-MILEVOLUME FOR PERIOD USER COST / PERIOD

Ramp D AM 0.25 Travel Time Exit 1215 1142 73 $0.3052 $0.7818 $76.66 $12.53PM 0.25 Travel Time Exit 629 585 44 $0.3052 $0.7818 $39.28 $7.57

$115.94 $20.11 $136.05

Rte 17 AM 0.46 Travel Time SB 4300 4042 258 $0.1252 $0.2443 $111.33 $13.87PM 0.46 Travel Time SB 3520 3274 246 $0.1252 $0.2443 $90.17 $13.24

$201.50 $27.11 $228.61

Rte 17 AM 0.57 Travel Time NB 2516 2214 302 $0.1252 $0.2443 $60.99 $16.23PM 0.57 Travel Time NB 5665 5382 283 $0.1252 $0.2443 $148.25 $15.22

$209.24 $31.45 $240.69

Crystal Run AM 0.15 Travel Time Dunning to Midway - EB 1192 1145 48 $0.3924 $1.1168 $98.82 $11.72PM 0.15 Travel Time Dunning to Midway - EB 1740 1687 52 $0.3924 $1.1168 $145.67 $12.82

$244.50 $24.54 $269.04

Crystal Run AM 0.16 Travel Time Mid-way to EB Ramps - EB 1149 1103 46 $0.3924 $1.1168 $95.23 $11.29PM 0.16 Travel Time Mid-way to EB Ramps - EB 1642 1592 49 $1.9044 $3.5376 $667.11 $38.33

$762.34 $49.62 $811.95

Crystal Run AM 0.16 Travel Time Mid-way to EB Ramps - WB 1192 1133 60 $0.3924 $1.1168 $97.79 $14.65PM 0.16 Travel Time Mid-way to EB Ramps - WB 1921 1902 19 $1.9044 $3.5376 $796.69 $14.95

$894.48 $29.60 $924.08

Crystal Run AM 0.41 Travel Time EB to WB Ramps - EB 1858 1784 74 $0.3924 $1.1168 $154.02 $18.26PM 0.41 Travel Time EB to WB Ramps - EB 1547 1501 46 $0.3924 $1.1168 $129.56 $11.40

$283.58 $29.67 $313.25

Crystal Run AM 0.41 Travel Time EB to WB Ramps - WB 1164 1106 58 $0.3924 $1.1168 $95.47 $14.30PM 0.41 Travel Time EB to WB Ramps - WB 1368 1354 14 $0.3924 $1.1168 $116.91 $3.36

$212.38 $17.66 $230.05$212.38 $17.66 $230.05

Crystal Run AM 0.12 Travel Time WB Ramps to Crossing - EB 2270 2179 91 $0.3924 $1.1168 $188.11 $22.31PM 0.12 Travel Time WB Ramps to Crossing - EB 1672 1622 50 $0.3924 $1.1168 $139.98 $12.32

$328.10 $34.63 $362.72

Crystal Run AM 0.12 Travel Time WB Ramps to Crossing - WB 1132 1075 57 $0.3924 $1.1168 $92.84 $13.91PM 0.12 Travel Time WB Ramps to Crossing - WB 3183 3151 32 $0.3924 $1.1168 $272.04 $7.82

$364.88 $21.73 $386.61

Crystal Run AM 0.27 Travel Time Crossing to BC/BS - EB 2270 2179 91 $2.3761 $4.2927 $1,139.06 $85.74PM 0.27 Travel Time Crossing to BC/BS - EB 1672 1622 50 $0.3924 $1.1168 $139.98 $12.32

$1,279.05 $98.07 $1,377.12

Crystal Run AM 0.27 Travel Time Crossing to BC/BS - WB 1132 1075 57 $0.3924 $1.1168 $92.84 $13.91PM 0.27 Travel Time Crossing to BC/BS - WB 3183 3151 32 $0.3924 $1.1168 $272.04 $7.82

$364.88 $21.73 $386.61

Crystal Run AM 0.13 Travel Time BC/BS to Ballard - EB 1049 1007 42 $0.3924 $1.1168 $86.94 $10.31PM 0.13 Travel Time BC/BS to Ballard - EB 2002 1942 60 $0.3924 $1.1168 $167.63 $14.76

$254.57 $25.07 $279.64

Crystal Run AM 0.13 Travel Time BC/BS to Ballard - WB 1485 1411 74 $0.3924 $1.1168 $121.78 $18.24PM 0.13 Travel Time BC/BS to Ballard - WB 1785 1767 18 $0.3924 $1.1168 $152.55 $4.39

$274.33 $22.63 $296.95

Crystal Run AM 0.15 Travel Time Toward Ballard - WB 909 864 45 $0.3924 $1.1168 $74.58 $11.17PM 0.15 Travel Time Toward Ballard - WB 1013 1003 10 $0.3924 $1.1168 $86.59 $2.49

$161.18 $13.66 $174.84

Ballard Rd AM 0.25 Travel Time I-84 to Crystal Run - SB 628 597 31 $0.3924 $1.1168 $51.53 $7.72PM 0.25 Travel Time I-84 to Crystal Run - SB 1157 1145 12 $0.3924 $1.1168 $98.85 $2.84

$150.38 $10.56 $160.94

Midway AM 0.15 Travel Time Wallkill River to CRR - NB 157 141 16 $0.3924 $1.1168 $12.17 $3.85PM 0.15 Travel Time Wallkill River to CRR - NB 189 187 2 $4.6511 $7.9350 $191.13 $3.29

$203.30 $7.14 $210.44

BC/BS AM 0.1 Travel Time South Driveway - NB 73 71 2 $0.3924 $1.1168 $6.14 $0.54PM 0.1 Travel Time South Driveway - NB 757 735 23 $9.9086 $16.3522 $1,601.38 $81.73

$1,607.52 $82.28 $1,689.79

BC/BS AM 0.1 Travel Time North Driveway - SB 85 83 3 $0.3924 $1.1168 $7.15 $0.63PM 0.1 Travel Time North Driveway - SB 667 647 20 $2.1264 $3.8929 $302.52 $17.13

$309.66 $17.76 $327.42

TOTAL PER DAY $9,271.23

TOTAL PER YEAR $3,383,998

VEHICLE OPERATING COST BENEFITS

ALTERNATIVE 2C1 vs NULL

WESTBOUND DIRECTIONFacility TIME MILES TRAVEL

LANE TOTAL AUTOS TRUCKS AUTOS TRUCKS AUTOS TRUCKSRamp A AM 0.22 Entrance 587 517 70 $0.0211 $0.3010 $2.40 $4.67

PM 0.22 Entrance 1498 1423 75 $0.0211 $0.3010 $6.61 $4.961940 145 $9.01 $9.63 $18.63

Ramp B AM 0.2 Exit 1005 885 121 $0.0211 $0.3010 $4.11 $7.99 PM 0.2 Exit 1285 1221 64 $0.0211 $0.3010 $5.67 $4.26

$9.78 $12.25 $22.02

Ramp C AM 0.15 Entrance 664 624 40 $0.0211 $0.3010 $2.90 $2.64PM 0.15 Entrance 1171 1089 82 $0.0211 $0.3010 $5.05 $5.43

$7.95 $8.06 $16.02

Ramp D AM 0.25 Exit 1215 1142 73 $0.0211 $0.3010 $5.30 $4.83PM 0.25 Exit 629 585 44 $0.0211 $0.3010 $2.72 $2.92

$8.02 $7.74 $15.76

Rte 17 AM 0.46 SB 4300 4042 258 $0.0090 $0.0963 $8.00 $5.47PM 0.46 SB 3520 3274 246 $0.0090 $0.0963 $6.48 $5.22

$14.48 $10.69 $25.17

Rte 17 AM 0.57 NB 2516 2214 302 $0.0090 $0.0963 $4.38 $6.40PM 0.57 NB 5665 5382 283 $0.0090 $0.0963 $10.66 $6.00

$15 04 $12 40 $27 44

USER COST / PERIODDOLLARS / VEH-MILEVOLUME FOR PERIOD

$15.04 $12.40 $27.44

Crystal Run AM 0.15 Dunning to Midway - EB 1192 1145 48 0.0271 0.4334 $6.83 $4.55PM 0.15 Dunning to Midway - EB 1740 1687 52 0.0271 0.4334 $10.06 $4.98

$16.89 $9.52 $26.41

Crystal Run AM 0.16 Mid-way to EB Ramps - EB 1015 974 41 0.0271 0.4334 $5.81 $3.87PM 0.16 Mid-way to EB Ramps - EB 1450 1407 44 0.0271 0.4334 $8.39 $4.15

$14.19 $8.02 $22.21

Crystal Run AM 0.16 Mid-way to EB Ramps - WB 1053 1001 53 0.0271 0.4334 $5.97 $5.02PM 0.16 Mid-way to EB Ramps - WB 1697 1680 17 0.0271 0.4334 $10.01 $1.62

$15.98 $6.64 $22.62

Crystal Run AM 0.41 EB to WB Ramps - EB 1642 1576 66 0.0271 0.4334 $9.40 $6.26PM 0.41 EB to WB Ramps - EB 1367 1326 41 0.0271 0.4334 $7.90 $3.91

$17.30 $10.17 $27.47

Crystal Run AM 0.41 EB to WB Ramps - WB 1028 977 51 0.0271 0.4334 $5.82 $4.90PM 0.41 EB to WB Ramps - WB 1208 1196 12 0.0271 0.4334 $7.13 $1.15

$12.96 $6.05 $19.01

Crystal Run AM 0.12 WB Ramps to Crossing - EB 2005 1925 80 0.0271 0.4334 $11.48 $7.65PM 0.12 WB Ramps to Crossing - EB 1477 1432 44 0.0271 0.4334 $8.54 $4.22

$20.02 $11.87 $31.89

Crystal Run AM 0.12 WB Ramps to Crossing - WB 1000 950 50 0.0271 0.4334 $5.66 $4.77PM 0.12 WB Ramps to Crossing - WB 2812 2784 28 0.0271 0.4334 $16.60 $2.68

$22.26 $7.45 $29.71

Crystal Run AM 0.27 Crossing to BC/BS - EB 2005 1925 80 0.0271 0.4334 $11.48 $7.65PM 0.27 Crossing to BC/BS - EB 1477 1432 44 0.0271 0.4334 $8.54 $4.22PM 0.27 Crossing to BC/BS EB 1477 1432 44 0.0271 0.4334 $8.54 $4.22

$20.02 $11.87 $31.89

Crystal Run AM 0.27 Crossing to BC/BS - WB 1000 950 50 0.0271 0.4334 $5.66 $4.77PM 0.27 Crossing to BC/BS - WB 2812 2784 28 0.0271 0.4334 $16.60 $2.68

$22.26 $7.45 $29.71

Crystal Run AM 0.13 BC/BS to Ballard - EB 927 890 37 0.0271 0.4334 $5.30 $3.53PM 0.13 BC/BS to Ballard - EB 1768 1715 53 0.0271 0.4334 $10.23 $5.06

$15.53 $8.59 $24.12

Crystal Run AM 0.13 BC/BS to Ballard - WB 1312 1246 66 0.0271 0.4334 $7.43 $6.25PM 0.13 BC/BS to Ballard - WB 1577 1561 16 0.0271 0.4334 $9.31 $1.50

$16.74 $7.76 $24.49

Crystal Run AM 0.15 Toward Ballard - WB 909 864 45 0.0271 0.4334 $5.15 $4.34PM 0.15 Toward Ballard - WB 1013 1003 10 0.0271 0.4334 $5.98 $0.97

$11.13 $5.30 $16.43

Ballard Rd AM 0.25 I-84 to Crystal Run - SB 628 597 31 0.0271 0.4334 $3.56 $3.00PM 0.25 I-84 to Crystal Run - SB 1157 1145 12 0.0271 0.4334 $6.83 $1.10

$10.39 $4.10 $14.48

Midway AM 0.15 Wallkill River to CRR - NB 157 141 16 0.0271 0.4334 $0.84 $1.49PM 0.15 Wallkill River to CRR - NB 189 187 2 0.0271 0.4334 $1.11 $0.18

$1.95 $1.67 $3.63

BC/BS AM 0.1 South Driveway - NB 73 71 2 0.0271 0.4334 $0.42 $0.21PM 0.1 South Driveway - NB 757 735 23 0.0271 0.4334 $4.38 $2.17

$4.80 $2.38 $7.18

BC/BS AM 0.1 North Driveway - SB 85 83 3 0.0271 0.4334 $0.49 $0.24PM 0.1 North Driveway - SB 667 647 20 0.0271 0.4334 $3.86 $1.91y

$4.35 $2.15 $6.50

TOTAL PER DAY $462.79

TOTAL PER YEAR $168,918

VEHICLE ACCIDENT COST BENEFITS

ALTERNATIVE 2C1 vs NULL

FACILITY SEGMENTNULL ALT C1

RTE 17 NB & SB

TOTAL 21.00 30.40 0.61INJURY 13.90 20.10 0.40

PDO 7.10 10.30 0.21

INJURY - Yr 2007 $96,800 $113,779 $113,779PDO - Yr 2007 $3,800 $4,467 $4,467

INJURY $1,345,520 $2,286,952 $45,739PDO $26,980 $46,005 $920

TOTAL $1,372,500 $2,332,957 $46,659

ANNUAL ACCIDENT COST SAVINGS $2,286,298

CRYSTAL WB RAMPS TOAVERAGE DAILY

VOLUME 25,402 32,613 32,613

ANNUAL COST OF ACCIDENTS

2002

2007 TO 2013 1.1754 1.1754

ACCIDENTS PER YEAR**

CONSUMER PRICE INDEX:

COST PER ACCIDENT

AVERAGE DAILY VOLUME

2013 CHANGE

42,375 61,28061,280

YEAR

CRYSTAL WB RAMPS TOBALLARD

TOTAL 33.70 43.30 29.88INJURY 21.50 27.60 19.04

PDO 12.20 15.70 10.83

INJURY $96,800 $113,779 $113,779PDO $3,800 $4,467 $4,467

INJURY $2,081,200 $3,140,293 $2,166,802PDO $46,360 $70,124 $48,386

TOTAL $2,127,560 $3,210,417 $2,215,188

ANNUAL ACCIDENT COST SAVINGS $995,229

E. MAIN MIDWAY TOWB RAMPS

TOTAL 10.30 12.30 8.49INJURY 8.40 10.00 6.90

PDO 1.90 2.30 1.59

INJURY $96,800 $113,779 $113,779PDO $3,800 $4,467 $4,467

ACCIDENTS PER YEAR*

CONSUMER PRICE INDEX: 2007 TO 2013 1.1754 1.1754

COST PER ACCIDENT

COST PER ACCIDENT

ANNUAL COST OF ACCIDENTS

AVERAGE DAILY VOLUME 23,628 28,247 28,247

VOLUME , , ,

ACCIDENTS PER YEAR*

CONSUMER PRICE INDEX: 2007 TO 2013 1.1754 1.1754

INJURY $813,120 $1,137,787 $785,073PDO $7,220 $10,273 $7,088

TOTAL $820,340 $1,148,060 $792,162

ANNUAL ACCIDENT COST SAVINGS $355,899

TOTAL $3,637,426

** - Accident Reduction Factor for ELIMINATION OF WEAVE SECTION ASSUMED TO BE 98%

* - Accident Reduction Factor for ADD ADDITIONAL LANES W/O MEDIAN, SAME ALIGNMENT. = 31%.

Source: NYSDOT Traffic Engineering and Safety Division, Safety Program Management Bureau (2006-2007)

SUMMARY OF ANNUAL (YEAR 2013) ROAD USER BENEFITSROUTE 17 at EXIT 122

FORALTERNATIVE 2C1 vs NULL

DOLLARS

ANNUAL COST OF ACCIDENTS

BENEFIT$3,383,998

$168,918

$3,637,426

$7,190,342TOTAL

REDUCED TRAVEL TIME

REDUCED ACCIDENTS

REDUCED VEHICLE OPERATION COSTS

Air Emissions Cost Benefits The benefit for the reduction in emissions of select air quality parameters from the project was estimated for the year 2010. This is based on the air quality analysis documented in Appendix L to the Final Design Report//Final Environmental Impact Statement (FDR/FEIS), April 2008. The year 2010 was used, as this was the year used in calculating the change in air quality emissions. To calculate the air emissions cost benefit of the project (Alternative 2C1), the emissions were compared to the No Build Alternative. The AM & PM peak hour air emissions were reported in Chapter IV and in Appendix L of the April 2008 FDR/FEIS. Analysis of the traffic data determined that the combined AM and PM traffic volumes are approximately 13.5% of the Average Annual Daily Traffic (AADT) Volumes. It was assumed that the combined air emissions of the AM and PM peak hour traffic, which was reported in the FDR/FEIS, would be equal to 13.5% of the Daily Emissions. The daily emissions were multiplied by 365 days to calculate the Annual Emissions.

Annual CO, NOx, VOC, and PM10 Emissions for 2010

Emission

2010 AM Emissions by

Alternative (g/AM peak)

2010 PM Emissions by

Alternative (g/PM peak)

2010 Combined AM & PM

Emissions by Alternative

(g/peak hours)

2010 Daily Emissions by Alternative1

(g/day)

2010 Annual Emissions by Alternative

(g/year)

No Build 2C1 No

Build 2C1 No Build 2C1 No

Build 2C1 No Build 2C1

CO 264,120 263,932 381,033 379,435 645,153 643,367 4,778,911 4,765,681 1,744,302,556 1,739,473,741 NOx 16,636 16,577 23,637 23,373 40,273 39,950 298,319 295,926 108,886,259 108,012,963 VOC 9,107 9,061 13,875 13,730 22,982 22,791 170,237 168,822 62,136,519 61,620,111 PM10 648 645 918 913 1,566 1,558 11,600 11,541 4,234,000 4,212,370

1 Combined Peak AM & PM traffic volumes equal 13.5% of the AADT. The Annual Emissions were then converted from grams/year to tons/year, using 1 g = 0.00000110231 ton.

Annual CO, NOx, VOC, and PM10 Emissions for 2010

Emission 2010 Annual Emissions by Alternative

(g) 2010 Annual Emissions Burden by

Alternative (ton)

No Build 2C1 No Build 2C1 CO 1,744,302,556 1,739,473,741 1922.8 1917.4 NOx 108,886,259 108,012,963 120.0 119.1 VOC 62,136,519 61,620,111 68.5 67.9 PM10 4,234,000 4,212,370 4.7 4.6

The 2007 emission damage cost for each of the emissions was provided in Table VIII-5 of the Corporate Average Fuel Economy for MY 2011 Passenger Cars and Light Trucks (NHTSA, March 2009) report. These 2007 costs were then increased to 2010 costs using a 3% annual interest rate. The Alternative 2C1 Cost savings for each emission was calculated by subtracting the cost of emissions for Alternative 2C1 from the No Build Alternative.

Annual CO, NOx, VOC, and PM10 Emissions Costs for 2010

Emission

2010 Annual Emissions Burden by Alternative

(ton) 2007 Emission Damage Cost2

2010 Emission Damage Cost3

2010 Emission Damage Cost by Alternative

2010 Cost Savings of Alternative

2C1 No Build 2C1 ($/ton) ($/ton) No Build 2C1 CO 1922.8 1917.4 $0 $0 $0 $0 -- NOx 120.0 119.1 $1,700 $1,858 $204,045 $202,408 $1,636 VOC 68.5 67.9 $4,000 $4,371 $273,975 $271,698 $2,277 PM10 4.7 4.6 $168,000 $183,578 $784,086 $780,081 $4,006

2 Corporate Average Fuel Economy for MY 2011 Passenger Cars and Light Trucks (NHTSA, March 2009), Table VIII-5 3 An annual increase of 3% to air emission damage costs was applied.

 

APPENDIX 7  

CERTIFICATIONS: 

‐SECTION 1511 CERTIFICATION 

‐FEDERAL WAGE RATE REQUIREMENT 

 

 

 

    Certifications:  Section 1511 Certification  The Governor’s Section 1511 Certification for this project will be executed after grant approval.  It will indicate that the project has received the full review and vetting required by law and that the investment is an appropriate use of taxpayer dollars.  It will also indicate that the specific information required by Section 1511 concerning the investment (a description of the investment, the estimated total cost, and the amount of ARRA funds to be used) is provided on the New York Statewide Transportation Improvement Program (STIP).