DESIGN REPORT/ DRAFT ENVIRONMENTAL IMPACT STATEMENT · 2008. 8. 23. · DESIGN REPORT/ DRAFT ENVIRONMENTAL IMPACT STATEMENT PIN 0339.12, 0339.13 Long Island Truck-Rail Intermodal

DESIGN REPORT/ DRAFT ENVIRONMENTAL

IMPACT STATEMENT

PIN 0339.12, 0339.13 Long Island Truck-Rail Intermodal Facility

Town of Islip Suffolk County

May 21, 2007

U.S. Department of Transportation Federal Highway Administration

NEW YORK STATE DEPARTMENT OF TRANSPORTATION ELIOT SPITZER, Governor Astrid C. Glynn, Acting Commissioner

It is the policy of the NYSDOT to use metric units for all projects to be let for construction after September 30, 1996. This project is being designed using metric units and the text of this report uses metric units. The following table of approximate conversion factors provides the relationship between metric and inch-pound units for some of the more frequently used units in highway design. The table allows one to calculate the Inch-Pound Unit by multiplying the corresponding Metric Unit by the given factor.

Metric Unit x Factor = Inch-Pound Unit

Length kilometer (km) x 0.621 = miles (mi)

meter (m) x 3.281 = feet (ft.)

Area hectare (ha) x 2.471 = acres (a)

square meter (m2) x 1.196 = square yards (sy)

square meter (m2) x 10.764 = square feet (sf)

Volume cubic meter (m3) x 1.308 = cubic yards (cy)

cubic meter (m3) x 35.315 = cubic feet (cf)

Speed kilometer per hour (km/h) x 0.621 = miles per hour (mph)

meter per second (m/s) x 3.281 = feet per second (ft/s)

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Long Island Truck-Rail Intermodal Facility I-1 May 2007

INTRODUCTION This Design Report/Draft Environmental Impact Statement (DR/Draft EIS) for the Long Island Truck-Rail Intermodal (LITRIM) Facility project describes the existing conditions, the need for the project, the project goals and objectives, the project alternatives, and the social, environmental, and economic consequences associated with the project alternatives.

The Preliminary Design activities will include obtaining input from advisory agencies and the community. This DR/Draft EIS will be distributed to local, state, and federal agencies. The project is subject to one public hearing. The agency comments, hearing statements, and written post hearing statements will be reviewed, analyzed, and resolved as part of the final decision making process.

The Draft EIS has been prepared in accordance with the requirements of both Federal ("Environmental Impact and Related Procedures", 23CFR771, and "Guidance for Preparing and Processing Environmental and Section 4(f) Documents", T6640.8A, October 30, 1987) and the New York State Department of Transportation (NYSDOT) (State Environmental Quality Review Act (SEQR) 6NYCRR617, DEC Statewide Regulations, and 17 NYCRR 15, NYSDOT Procedures for Implementation of SEQR) guidelines. SEQR and NYSDOT implementing regulations require that the Department study and evaluate the consequences of the proposed project actions on social, economic, and environmental considerations. These regulations also require that the project proposals be modified to the maximum extent practicable, to minimize or avoid adverse environmental impacts. The 17 NYCRR Part 15 establishes a process for SEQR that corresponds to, and is integrated with procedures for compliance with, the National Environmental Policy Act (NEPA).

The project is classified as a NEPA Class I project in accordance with 23 CFR 771 and a SEQR Non-Type II (EIS) project in accordance with 17 NYCRR Part 15. The Federal Highway Administration (FHWA) is the lead agency for NEPA and NYSDOT is the lead agency for SEQR. The U.S. Environmental Protection Agency (EPA) will be a cooperating agency under NEPA, and the New York State Department of Environmental Conservation (NYSDEC) will be a SEQR involved agency.

This Draft EIS has been prepared to serve as the basis for making a determination of significance. Pursuant to §15.11 of the NYSDOT's implementing regulations, factors which must be evaluated in determining the project's significance include impact on air quality, ground or surface water quality or quantity, traffic or noise levels, fauna, wildlife, and important social and cultural resources. The documentation of the analyses performed for each of the relevant factors listed above, is summarized in the body of the Draft EIS and detailed in the enclosed appendices.

Draft Environmental Impact Statement Introduction

Long Island Truck-Rail Intermodal Facility I-2 May 2007

If the determination, based on the completed environmental assessment and the comments received, is that the project will not have a significant environmental effect, a Negative Declaration will be prepared and filed. The filing of the Notice of Negative Declaration concludes the SEQR process. A recommended alternative based on an evaluation of the engineering, social, economic, and environmental considerations and analysis of comments will be chosen. A Final Design Report/Final Environmental Impact Statement (FDR/Final EIS) and Design Recommendation will be prepared and distributed as requested. A Record of Decision (ROD) will be made and filed, and copies will be sent to the involved agencies.

CONTACT

Further information regarding this project or the contents of this report may be obtained by contacting:

Joseph Zacharia, P.E. Project Manager - Design New York State Department of Transportation 250 Veterans Memorial Highway Hauppauge, NY 11788

Correspondence regarding this project should refer to PIN 0339.12 and 0339.13.

Long Island Truck-Rail Intermodal Facility S-1 May 2007

S.0 EXECUTIVE SUMMARY The New York State Department of Transportation (NYSDOT), in cooperation with the Federal Highway Administration (FHWA), proposes to construct and operate the Long Island Truck-Rail Intermodal (LITRIM) Facility to improve the efficiency of freight service to central Long Island and reduce the region’s dependency on long-haul trucking.

Currently, freight movement on Long Island is handled almost exclusively by trucks. Only one percent of freight delivered to Long Island is currently handled by rail, compared to a national average of almost 15 percent. With a population of 2.8 million people, Long Island has a significant consumer market that demands the shipping and receiving of an estimated 45.2 million tons of commodity annually. The LITRIM Facility project proposes to deliver freight by rail in conjunction with short-haul trucking for local distribution to improve the efficiency, quality, and cost of freight service on Long Island.

The proposed site is located in central Long Island in the Town of Islip. The site, which is currently owned by the State of New York, consists of approximately 105 acres of land on property previously occupied by the Pilgrim State Hospital (Figure S-1).

S.1 PROJECT ORIGIN AND HISTORY

At the beginning of the twentieth century, railroads were the primary movers of freight throughout the region and the country. By the end of that century trucking had become the preferred means of shipping. Today, with deregulation, new shipping technologies, and congestion on the nation’s highways, railroads have made a comeback. In many parts of the nation, long-haul railroad and short-haul trucking have combined as an effective means of shipping freight.

Over the past several decades, the railroad industry in the United States has undergone major changes in order to be cost-competitive with the trucking industry. Since the Staggers Rail Act of 1980 removed many of the regulatory constraints on the rail industry, railroads have divested themselves of unprofitable spurs, sidings, and operations and have forged synergistic relationships with companies, freight handlers, and truckers to provide cost effective long-haul operations. These operations utilize the best efficiencies of railroads—i.e., cost effective movement of large loads over long distances—in conjunction with the efficiencies of trucks—i.e., specific loads delivered to specific facilities. This intermodal approach to freight handling has also changed the rail operations themselves. Where years ago rail operators constructed sidings serving specific companies and delivered freight along their own rights-of-way for direct unloading onto warehouse platforms or into facilities, today trailers on flat cars (TOFC) and containers on flat cars (COFC) are delivered to large yards where the containers and trailers are efficiently transferred to highway vehicles that deliver the freight to companies in dispersed locations.

Draft Environmental Impact Statement Executive Summary


An analysis of potential freight markets in the region indicates that there is significant market potential for intermodal containers and bulk commodities. Construction of a truck-rail intermodal freight facility at the Pilgrim site is forecasted to process one million tons of freight by rail per year in 2010. That tonnage is predicted to consist of a mix of bulk and intermodal freight. Bulk goods will include 398,000 tons of bulk transload and 54,000 tons of bulk carload. Freight transport using TOFC and COFC are forecast to be approximately 354,000 tons. Between 2010 and 2030, rail tonnage at the Pilgrim site is forecast to increase by approximately 52 percent.

S.2 PURPOSE AND NEED FOR ACTION

The purpose of the LITRIM Facility is to increase the percentage of freight delivery to Long Island by rail in conjunction with short-haul trucking for local distribution to improve the efficiency, quality, and cost of freight service on Long Island. The LITRIM Facility was initiated to address four problems related to freight movement on Long Island:

Increased Long-Haul Truck Traffic – Long-haul truck traffic continues to increase on Long Island roadways.

Highway Congestion – Recent growth on Long Island has resulted in delays in the transportation of freight due to increased highway congestion.

Rising Costs of Freight Transport – The cost of shipping freight via long-haul trucking continues to rise as trip travel time increases and schedule reliability decreases.

No Alternative to Truck Freight – Currently, freight movement on Long Island is handled almost exclusively by trucks.

S.3 ALTERNATIVES CONSIDERED

Several analyses were completed prior to and during the Long Island Truck-Rail Intermodal Facility project to determine the market potential for intermodal freight in central Long Island, as well as to examine potential sites that could support such an intermodal facility. A forecast of the market conditions and potential for freight traffic for an intermodal center at the Pilgrim Site showed that there is an excellent market for intermodal freight on Long Island. This analysis helped to define the necessary facility attributes and determine physical and operational requirements.

The sites evaluated prior to selecting the Pilgrim Site for the Build Alternative include those considered prior to the start of the LITRIM Project, options cited by the public and agencies during project scoping, and efforts by the Long Island Truck-Rail Intermodal Facility Project Team to locate any additional sites that were not identified previously. The 19 sites are shown in Figure S-2.

LONG ISLAND TRUCK-RAILINTERMODAL (LITRIM) FACILITY

Crooked Hill Rd

Grand Blvd

Northern Pkwy

Crooked Hill Rd

Long Island Ave.

Sagt

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Wicks Rd.

Long Island Expressway

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Figure S-1Proposed Project Site

0 1,100 2,200Feet

0 300 600Meters

LONG ISLAND TRUCK-RAIL INTERMODAL (LITRIM) FACILITYPROJECT New York State

Department of Transportation

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BrookhavenNational Laboratory

Belmont Park

Mitchel Field

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Pine Aire Terminal

LIPA Shoreham

Hicksville Post Office

Garden CityTeam Track

JFK International Airport

Kings Park State Hospital

Republic Property

Pinter Brothers

Heartland Business Center

Prima Asphalt/PAVCO

Suffolk

Nassau

Fairfield

Westchester

Queens

Bronx

Figure S-2Site Alternatives Considered

0 3.25 6.5Miles

0 4 8Kilometers





The 19 sites were evaluated by the LITRIM Project Team to determine the recommended alternative. Five criteria were developed to screen the list of possible sites in a step-by-step process, to progressively shorter lists of feasible sites:

Sufficient available land;

Rail system access;

Suitability of site;

Access to major east-west truck routes; and

Centrally located to effectively distribute goods.

The 19 sites evaluated and their performance relative to the above criteria are listed in Table S-1. The Pilgrim State Hospital (highlighted) site is the only site that meets all five selection criteria.

TABLE S-1: SITE SELECTION DECISION MATRIX

Sites

Criterion 1: Sufficient Available

Land Criterion 2: Rail Access

Criterion 3: Site

Suitability

Criterion 4: Access to Major

East-West Truck Route

Criterion 5: Central

Location

JFK Airport X

Belmont Park X X

Garden City Team Track X

Mitchel Field X X

Roosevelt Field X X X

Hicksville Post Office X X

Grumman Bethpage X X X

Republic X X

Pinter Brothers X X X

Heartland Business Center X X X

Pilgrim State Hospital X X X X X

Pine Aire Terminal X X X

Kings Park State Hospital X X X X

MacArthur Airport X X X

Prima Asphalt/PAVCO X X

Brookhaven National Laboratory X X X X

LIPA Shoreham

Grumman Calverton X X X X

Gabreski Airport X X X X



S.4 ALTERNATIVES EVALUATED IN THE DRAFT EIS

Two alternatives, the No Build Alternative and Build Alternative, were evaluated in this Draft EIS.

The No Build Alternative represents future conditions in the project area without the construction of the Build Alternative. The No Build scenario is used as the benchmark against which the Build Alternative is compared. It includes all roadway improvements that are expected to exist at the estimated time of completion of the project in 2010, as well as approved development projects in the vicinity of the proposed facility.

The Build Alternative includes the intermodal facility and its associated rail and roadway mitigations on the former Pilgrim State Hospital site (Figure S-3). The site is located 1.8 miles south of the Long Island Expressway Exit 53, and north of the Long Island Rail Road (LIRR) Main Line, along an existing siding that once served the Hospital’s coal-fed power plant. By utilizing this abandoned rail spur and the existing Long Island Rail Road (LIRR) Main Line freight would be delivered via train to the facility where it would be transferred to trucks for delivery to businesses in Nassau and Suffolk counties.

The LITRIM Facility would be designed to handle both containerized intermodal freight and bulk freight such as lumber, building materials, and paper goods. The facility would include: loading tracks, where containers or freight are removed from or placed on flat cars; a trailer and container storage area; a storage and loading area for bulk freight; an equipment maintenance area; and an administrative building and control gate. Receiving yard rail tracks connecting the southeastern corner of the project site with the LIRR Main Line would be constructed in the same location as an existing rail spur that once serviced the Pilgrim State Hospital (Figures S-4 and S-5).

S.5 ROADWAY MITIGATIONS

The LITRIM Facility would require roadway improvements to establish a preferred route for trucks to travel between the intermodal facility and the Long Island Expressway and ensure the protection of residential streets.

The Expressway has several access/egress points in the vicinity of the site; however, Crooked Hill Road was determined to be the best access route to the site. To encourage the use of Crooked Hill Road by trucks traveling to and from the facility, several roadway improvements are planned to facilitate movement between the site and the Long Island Expressway. These include new ramps at the Long Island Expressway/Sagtikos Parkway interchange to provide direct access between the Expressway and Crooked Hill Road. The new improvements and the use of Crooked Hill Road in the immediate vicinity of the site minimize the project’s impact to the surrounding community.

LONG ISLAND TRUCK-RAILINTERMODAL (LITRIM) FACILITY

Crooked Hill Rd

Grand Blvd

Northern Pkwy

Long Island Ave.

Sagt

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Pkw

y

Wicks Rd.


Com

mac

k R

d HeartlandBusiness

Center

EdgewoodPreserve

LIRR

PilgrimPsychiatric

Center

Crooked Hill Rd

Figure S-3Build Alternative

0 1,100 2,200Feet

0 300 600Meters



LIRR TracksProposed Project Site Roadway Mitigations

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Gravel Asphalt Concrete Rubber Crossing Pads Ballast Berms New Landscaping S-5

Existing Landscape to be Maintained

New Landscape Buffer

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S.6 SUMMARY OF PROJECT BENEFITS AND ENVIRONMENTAL EFFECTS

Operation of the LITRIM Facility is expected to provide substantial benefits to the economy of Long Island. Operation of a truck-rail intermodal facility will provide greater efficiency, flexibility, and accessibility for the transportation of goods and services to and from Long Island. This will in turn, generate potential consumer savings of $1.1 million to $7.6 million annually. The LITRIM Facility will lower the costs of transportation and increase the reliability of delivery by providing a seamless rail connection for long distance transport of freight. Estimates for savings for goods production on Long Island alone range from $670,000 to $4.6 million annually. The total cumulative cost savings for the goods passing through the LITRIM Facility each year will be $33.4 million.

Other annual savings relate to lower traffic service costs ($86,000), reduction in roadway operations and maintenance costs ($643,000), and reduction in congestion ($943,000) that are an indirect result of the large reduction in regional vehicle miles traveled for trucks. Another important benefit of lowering the number of truck vehicle miles traveled is the contribution this makes to improving regional air quality conditions.

The impacts of the LITRIM Facility relate primarily to clearing the site of its remaining natural vegetation. More than 40 acres of pitch pine oak forest and pitch pine scrub oak forest, unique natural habitat types, will be cleared. This effect is lessened by the fact that these communities are not contiguous on the site, that they show many signs of disturbance, and that a great deal of this type of habitat is preserved locally. While some rare and threatened species and some species of special concern could occur near the proposed LITRIM facility, they would not be affected. Clearing the land will result in the displacement of most of the animals currently using the site. It appears that sufficient suitable habitat exists on adjacent parcels for them.

Two Critical Environmental Areas, a sole source aquifer and the Edgewood Preserve, are located in proximity to the proposed facility. Mitigation to offset potential impacts to these resources has been built into the project. This includes strict adherence to local regulations, connection to the local sewer authority, clean up/containment of existing contamination on the property, strict adherence to state and local regulations for stormwater management and hazardous materials management, including a vegetated buffer around the facility, limiting lighting, and use of “dark sky” type lighting.

Visual effects would range from minor (motorists’ views on LIE and Crooked Hill Road) to moderate (motorists’ views on Sagtikos State Parkway). Noise and visual effects from the increased truck traffic and the operation of the facility would be minimal. Predicted noise levels are below those that would require abatement. No effects to Waters of the U.S., including wetlands, would occur, nor would affects to cultural resources.

Over the long term, regional air quality would improve as mobile source air pollutants would decrease over time as a result of the lower vehicle miles traveled for trucks in the New York metropolitan area. A small increase in nitrogen oxides would occur along the receiving tracks as a result of the locomotive use. However, this level is expected to drop due to the forthcoming EPA fuel standards. Within proximity to the yard, air quality impacts from mobile sources and yard operations would be minimal. Thresholds for carbon monoxide and particulate matter (both PM2.5 and PM10) would not be exceeded.



The anticipated benefits and effects of the No Build and Build Alternatives are summarized in more detail below (see Table S-2).

TABLE S-2: SUMMARY OF EFFECTS

Measure No Build Alternative Build Alternative1

COSTS

Costs

Capital Costs (Millions of $) 0 90 to 110

TRANSPORTATION EFFECTS

Freight and Passenger Railroad Effects

Effect on Freight Movement to and from Long Island Decreasing accessibility and efficiency due to

increasing roadway congestion

Limited mode choice

Greater efficiency, flexibility, accessibility

Effect on Regional Freight Service and Capacity None Minimal

Effects to Passenger Rail Service on LIRR None Minimal

Roadways

Regional Highway Operations Increased vehicle miles traveled (VMT) due to

future growth

Reduction in regional VMT

Local Roadway Level of Service Decline due to future growth in traffic

Slightly worse than No Build

Local Intersection Level of Service Decline due to future growth in traffic

Decline due to future growth in traffic

Increase in Accident Rate Slight increase due to future traffic volumes

Fewer highway accidents due to lower truck VMT

Other Transportation Facilities

Bus Service None None

Bicycle and Pedestrian Facilities None None

SOCIAL EFFECTS

Land Use

Compatible with Existing Land Use Yes Yes

Compatible with Planned Development Yes Yes

Consistent with Special Groundwater Protection Area Plan

Yes Yes

Consistent with Local Comprehensive Plans Yes Yes

Neighborhoods and Community Effects

Access Changes to Neighborhoods None Minimal

Community Facilities Impacted2 None Minimal

Private Residential Properties Acquired None None

Residential Displacements None None

Private Commercial Properties Acquired None None





Business Displacements None None

Government Properties Acquired None None

Safety and Security

Safety Effects None Fewer highway accidents due to lower truck VMT

Security Effects None Improved security at the Pilgrim property

Reduced reliance on automobile bridges and tunnels to transport

goods to Long Island

Environmental Justice3

Disproportionately High and Adverse Effects on Minority And Ethnic Populations

None None

Disproportionately High and Adverse Effects on Low-Income Populations

None None

ENVIRONMENTAL EFFECTS

Geologic Resources

Topography and Soils None Minor effects due to cutting and grading

Prime Farmland (number of acres impacted) 0 0

Aquifers, Wells and Reservoirs

Groundwater Quantity and Flow None Minimal

Groundwater Quality None Minimal

Wells within 500 Feet of Proposed Site None None

Reservoirs None None

Surface Water Resources

Wild, Scenic, and Recreational Rivers

Streams None None

Floodplain Encroachments None None

Regulated Wetlands Impacted None None

Tidal Wetlands Affected None None

Consistent with Coastal Zone Management -- Not applicable; the proposed site is not within New York’s Coastal

Zone

Ecology and Wildlife

Vegetation Effects None Most vegetation within the study area will be removed increasing

potential for invasive species along new edges created where

contiguous forest existed





Avifauna Effects None Displacement of avifauna from study area during, and

decreased diversity and abundance of species after

construction Potential increases in predation

and changes to habitat along newly created edge habitat

effects avifauna residing along the outer perimeter of the study

area and in adjacent parcels

Mammals None Displacement of mammals from study area and decreased

diversity and abundance of species after construction

Increased predation potential along newly created edge

habitats Sensitive interior species along

the new forest edges likely to abandon these areas and be

replaced with more tolerant habitat generalists

Herpetiles None Most herpetiles currently utilizing the study area would be lost

during construction Some recolonization would occur

after construction in vegetated buffer and new retention pond

Butterflies, Moths, and Dragonflies None Few species will be lost, given their inherent mobility and

sufficient habitat in the surrounding area

Some incidental losses may occur for individuals that are in

less mobile life stages (i.e. eggs, larvae, caterpillars)

Invasive Plants Effects Invasive plant observed within the study area

would potentially spread

Measures to eradicate populations planned prior to

construction to eliminate potential for spreading or new

populations

Rare, Threatened, and Endangered Species

Federal Rare, Threatened, and Endangered Species None None

State Endangered Species None None

State Threatened Species (New England Blazing Star)

None Blazing Star not present within study area.





State Species of Special Concern (Coastal Barrens Buckmoth, Coopers Hawk, Sharp-shinned Hawk, and Horned Lark)

None Buckmoth observed. No effects anticipated; suitable sufficient

habitat would remain in vicinity Coopers Hawk (not observed)

and Sharp-shinned Hawk (observed flying over study area)

not likely to breed within study area. Likely to utilize future areas in rail yard and along receiving tracks for hunting

grounds Horned Lark (observed flying over study area) may use old

field area of study area for foraging; sufficient suitable

habitat remains in surrounding area

State Exploitably Vulnerable Plants None Loss of most populations observed within study area

Significant Plant Communities None Loss of 3.7 acres pitch pine scrub oak forest.

Cultural and Historic Resources

Adverse Effects on Archaeological Sites None None

Adverse Effects on Historic Architectural Sites None None

Use of Section 4(f) Resources4 None None

Parklands and Recreation Areas

Adverse Effects on Parklands and Recreation Areas None None

Resources Experiencing Minor Proximity Impacts None None

Use of Section 4(f) Resources4 None None

Visual and Aesthetic Conditions

Pilgrim Campus Area Visual District None Moderate effects to workers’ and residents’ view from Pilgrim

Campus

Heartland Business Center Visual District None Minimal Effects

Area Roadway Corridor Visual District None Minor effect to motorists’ views on LIE and Crooked Hill Road Moderate effects to motorists’

views on Sagtikos State Parkway

Air Quality5

Air Quality Impacts from Mobile Source CO Emissions

None Minimal; impact threshold not exceeded

Air Quality Impacts from Mobile Source PM2.5 and PM10 Concentrations

None Minimal; impact threshold not exceeded

Air Quality Impacts from Yard Operation PM2.5

Concentrations None Minimal; impact threshold not

exceeded





Regional Air Quality Impacts from Criteria Pollutants (tons per year)

None Increase in NOx Decreases in CO, VOC, PM

Regional Air Quality Impacts from Mobile Source Air Toxins

None Decrease in MSAT emissions

Air Quality Conformity Effects Increase in mobile source air pollutants

Decrease in mobile source air pollutants

Noise and Vibration6

FHWA/NYSDOT Noise Impacts (for noise along roadways)

1 3

FTA Noise Impacts (for noise from rail yard operations)

None None

Vibration Impacts None None

Hazardous Materials

Number of Potentially Contaminated Areas within Study Area for Facility and Roadway Improvements

-- 7

Energy and Infrastructure7

Direct Energy Consumption -- Decrease of 163 billion Btu per year

Fuel Consumption -- Decrease of 1,285,000 gallons per year

Indirect Energy Consumption from LITRIM Construction

-- Increase of 2,068 billion Btu

Direct Greenhouse Emissions -- Decrease of 3,448 tons of carbon per year

Indirect Greenhouse Emissions from LITRIM Construction

-- Increase of 45,013 tons of carbon

ECONOMIC EFFECTS AND BENEFITS8

Potential Consumer Benefits (million dollars of savings per year)

0 $1.1 to $7.6

Warehousing and Distribution Benefits None Lower transportation costs Increased reliability of delivery

Seamless rail connection for long distance transport of goods

Potential Cost Savings for Goods Production on Long Island (annual production cost savings)

0 $670,000 to $4,600,000

Total Cumulative Cost Savings for Goods and Materials Passing through LITRIM Facility (annual savings)

-- $33,400,000

Savings in Traffic Service Costs (annual savings in cost of law enforcement, emergency services, etc.)

-- $86,000

Reduction in Roadway Operations and Maintenance Costs (annual cost reduction)

-- $643,000





Total Savings from Reduction in Congestion (annual savings)

-- $943,000

Notes: 1 The Build Alternative includes the construction of the proposed LITRIM Facility, plus the proposed roadway mitigations as described in Chapter 3. 2 The study area for social effects included the Towns of Islip, Babylon, Huntington, and Smithtown. Effects on community facilities considered schools, community centers, places of worship, recreational areas and facilities, parks, police and fire stations, and hospitals. 3 Details of the Environmental Justice analysis are provided in Section 4.5. 4 The Section 4(f) Evaluation is presented in Chapter 12. 5 Details of the air quality analysis are provided in Section 5.8 and Appendix L. 6 Details of the noise analysis are provided in Section 5.9 and Appendix M. 7 Details of the energy analysis are provided in Section 5.12 and Appendix P. 8 The economic effects analysis is discussed in Chapter 6.



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