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June 2009 FINAL DESIGN REPORT PIN 9067.17

APPENDIX G Stakeholder and Public Input

• Public involvement plan • Correspondence • June 27, 2007 public information meeting brochure • April 28, 2009 Public Hearing Transcripts • Public Hearing Comment Response

Public Involvement PlanPIN 9067 17 Rte 17 Over the Neversink

State of New YorkDepartment of Transportation

44 Hawley StreetBinghamton, N.Y. 13901-3200

htt2:ffwww.doLstatenyus

John R. Williams Thomas J. Madison, Jr.Regional Director Acting Commissioner

August 2, 2005

Honorable Anthony Cellini, SupervisorTown of Thompson4052 Route 42Monticello, New York 12701

Dear Supervisor Cellini:

RE: PIN 906717, ROUTE 17 OVER THE NEVERSINK RIVERTOWN OF THOMPSON, SULLIVAN COUNTY

Our Department seeks your assistance in planning the above-referenced capital project.This project as proposed seeks to replace the existing bridge BIN 1013799 on Route 17 overthe Neversink River located between Interchanges 107 and 108 in the Town of Thompson,Sullivan County see attached map.

Constructed in 1953, this bridge has deteriorated beyond the point where it can bemamtamed by normal maintenance activities. This project proposes to replace the bridge on anew alignment just north of the current location. It is proposed to build twin structures whichwill better accommodate current and future traffic volumes that use this section ofRoute 17 eachday. During consnuction, traffic will be maintained on the existing structures.

Our Department is currently engaged in the scoping phase of the project, whereby alimited concept, as described above, is progressed to a project scoping report with sufficientdetail to minimize major changes in scope, cost, and schedule during later phases of the project’sdevelopment. The scoping phase is followed by preliminary design, detailed design, bidding,and assignment of a construction contract. Construction is tentatively scheduled to begin in2007.

Currently, the construction cost is estimated to he 515 million. Cost and schedule aresubject to change pending completion of project scoping and are subject to further adjustments asdetailed design and overall capital program resources may dictate.

Public Involvement PlanPIN 9067 17 Rte 17 Over the Neversink

Honorable Anthony Cellini, SupervisorAugust 2, 2005Page Two

At this point in our project planning process we would appreciate input from you, otherrepresentatives of local government and concerned agencies. Please provide any informationthat may be important for our Department to consider while the project is in this formativescoping phase. For example, we are interested in land development plans and other public worksprojects planned for the area. To help us maintain the project schedule, please provide commentsby August 26, 2005.

Additionally, in the interest of capital project programming and long-range masterplanning, we invite you and other local officials to identify any other transportation problems inthe project area, in the respective area of local jurisdiction, or of a regional nature. Do nothesitate to express your ideas to address specific needs or solutions to problems. OurDepartment seeks input on a continuous basis for planning improvements and initiatives for allmodes of transportation.

By copy of this letter, we are soliciting your input. Your participation in our projectscoping and transportation planning process is appreciated. If you would like to providecomments for the referenced project or would like to discuss the ject in more detail, pleasecontact the Project Manager, Pete Larson at 07 721-8206 /1 plarson4ot.state.ny.us

DAy E S,P.Reonal P1 and Program Manager

DL1CM IjabATTACHMENT

PIN 9067.17NYS Route 17 - over the

Neversink River

Visualization of preferred alternative C-2

Feasible Alternatives

Alternative C-2 (preferred alternative) This alternative maintains the existing bridge as an on-site detour, while a new bridge is built on new alignment to

the north side. Traffic will be shifted to the new bridge, the existing bridge removed and a second bridge built on theexisting alignment.

The existing approach grades will be improved to 5%, and the vertical alignment would be lowered at Interchange107 to minimize right-of-way and environmental impacts, and to facilitate the design of the west bound on and offramps.

Right-of-way - 2.1 acres Wetland - 0.7 acres Estimated Construction Cost - $23.5 M

PLAN VIEW

PROFILE5:1 VERTICAL EXAGGERATION

County Rte 161 bridgeat Interchange 107

Interchange 108

County Rte 173

Proposed bridges overthe Neversink River


Proposed bridge

Existing bridge

Proposed vertical alignment

Existing vertical alignment

Page 4 PIN 9067.17

Existing view of the Neversink Bridgelooking west toward Interchange 107

Proposed view of the Neversink Bridgelooking west toward Interchange 107

Rte 17 EB

Rte 17 WB

Alternative C-4 This alternative shares the same horizontal alignment as the preferred alternative C-2. The existing bridge would

be maintained as an on-site detour while a new bridge is built on new alignment to the north side. Traffic will beshifted to the new bridge, the existing bridge removed and a second bridge built on the existing alignment.

The existing approach grades would be improved to the Interstate Standard of 4%, and the vertical alignmentwould be lowered at Interchange 107 to minimize right-of-way and environmental impacts, and to facilitate thedesign of the west bound on and off ramps.

Right-of-way - 3.8 acres Wetland - 1.3 acres Estimated Construction Cost - $ 25.2 M

PIN 9067.17Page 2 Page 3 PIN 9067.17

Eliminated AlternativesAlternative B This alternative would construct two new struc-

tures to the north leaving the existing bridge inplace due to it’s eligibility for the historic register based on its unique use of a below deck truss.

Improve existing non-standard grades to 4%. Right-of-way - 6.6 acres Wetland - 1.9 acres Estimated Construction Cost - $23.4 MReason for elimination:The realignment of the approaches to the newbridges would require large impacts to wetlands andright-of-way, and require the removal of at least tworesidential buildings.

Alternative C-1 This alternative shares the same horizontal alignment as the preferred alternative C-2. The existing approach grades will be improved to the Interstate Standard of 4% without lowering the NYS Route 17 profile at Inter-

change 107. Right-of-way - 4.5 acres Wetland - 1.5 acres Estimated Construction Cost - $24.3 MReason for elimination:Obtaining acceptable vertical grades for the west bound off ramp at Interchange 107 in order for designation as I-86 requires loweringof the NYS Route 17 vertical alignment at the County Route 161 bridge. This alternative would also have more impacts to right-of-wayand wetlands than the preferred alternative.

Alternative C-3 This alternative shares the same horizontal alignment as the preferred alternative C-2. The existing approach grades would be improved to 5% without lowering the NYS Route 17 profile at Interchange 107. Right-of-way - 2.7 acres Wetland - 1.0 acres Construction Cost - $20.3 MReason for elimination:Obtaining acceptable vertical grades for the west bound off ramp at Interchange 107 in order for designation as I-86 requires loweringof the NYS Route 17 vertical alignment at the County Route 161 bridge. This alternative would also have more impacts to right-of-wayand wetlands than the preferred alternative.

County Rte 161 bridgeat Interchange 107 Proposed vertical alignment

for Alt C-4

Proposed vertical alignmentfor Alt C-2 (preferred)Existing vertical alignment


County Rte 173

Interchange 108

Proposed bridges overthe Neversink River

Alt C-2 (preferred) cut and filllines shown for comparison


PLAN VIEW

Proposed vertical alignmentfor Alt C-1


Proposed vertical alignmentfor Alt C-2 (Preferred)




Proposed vertical alignmentfor Alt C-2 (Preferred)

Proposed vertical alignmentfor Alt C-3



Feasible Alternatives Continued

Rte 17 EB

Rte 17 WB

In The Matter Of:NEW YORK STATE

DEPARTMENT OF TRANSPORTATION

Neversink River Bridge Replacement, PIN 9067.17

April 28, 2009

Jeric Corporation

Court Reporting Services

P.O. Box 385

Narrowsburg, NY 12764

(845) 252-3515

Original File DOT.txt

Min-U-Script® with Word Index

NEW YORK STATE DEPARTMENT OF TRANSPORTATION REGION 9 - - - - - - - - - - - - - - - - - - - - - - - - - - - X Public Hearing in the Matter of: THE NEVERSINK RIVER BRIDGE REPLACEMENT PROJECT PIN 9067.17 - - - - - - - - - - - - - - - - - - - - - - - - - - - X Town of Thompson Town Hall April 28, 2009 6:34 P.M. DEPARTMENT OF TRANSPORTATION STAFF Bill Naylor,P.E., Project Manager Pete Larson, P.E, Job Manager Daniel Odigie,P.E, Project Engineer Jillian Draper, Planning Office Sandi Scarlett, Real Estate Office Elizabeth French, Real Estate Office Denise Orzekel, Planning Department Shah Zaman, P.E., Resident Engineer Himabindu Samudrala, Design Team Peter St. Louis, Design Team Mark Jakubiak, R.L.A., Design Team Brad Bortnick,P.E., Design Team JERIC CORPORATION Court Reporting Services P.O. Box 385 Narrowsburg, New York 12764 Reported By: Rosemary A. Meyer

2 1 - NEVERSINK BRIDGE REPLACEMENT PROJECT -

2 MR. ODIGIE: Ladies and gentlemen, good afternoon.

3 Please try to have our seats.

4 My name if Daniel Odigie and I'm a project engineer with

5 the New York State Department of Transportation Region 9

6 Office in Binghamton. I want to welcome you to the Public

7 Hearing for the replacement of the New York State Route 17

8 Bridge over the Neversink River in the Town of Thompson,

9 Sullivan County, Project Identification Number 9067.17.

10 The Department Staff is on hand to help people

11 understand the display materials and answer questions during

12 an open house period that began at 6:00 p.m. The time is

13 6:34 p.m., and we are starting the comment portion of this

14 hearing.

15 This hearing is being conducted in accordance with the

16 with the requirements of the National Environmental Policy

17 Act, the State Environmental Quality Review and the New York

18 State Eminent Domain Procedure Law.

19 The objective of this meeting is to inform the public

20 and the stakeholders of the progress made and to receive

21 comments on the proposed feasible alternative being

22 considered.

23 This hearing was advertised in the legal notices

24 published in the Times-Herald Record and Sullivan County

25 Democrat. Notices were sent to public offices. Letters were


2 sent to property owners with property that may be acquired by

3 the Department of Transportation. Letters were also sent to

4 nearby residents and to people to had previously expressed

5 interest in the project.

6 A stenographer is present to record these proceedings.

7 A transcript of the presentation and your comments will be

8 prepared as part of the official project documentation.

9 The following representatives of the New York State

10 Department of Transportation are with us tonight. Kindly

11 briefly stand up when your name is called, or wave your hand.

12 Pete Larson, the Job Manager; Bill Naylor, the Project

13 Manager; Jillian Draper, with our Planning Office; Sandi

14 Scarlett and Elizabeth French, with our Real Estate Office.

15 Denise Orzelek, with our Planning Department will with assist

16 in the sign-in. Sullivan County DOT Resident Engineer, Shah

17 Zaman.

18 Thank you.

19 Present here from our main office in Albany are some

20 members of the design team responsible for the project. We

21 have here Himabindu Samudrala. Thank you. Peter St. Louis,

22 Mark Jakubiak and Brad Bortnick.

23 Brad leads the team and will be making a presentation to

24 us soon.

25 I'm pleased to also introduce Anthony Cellini,


2 Supervisor in the Town of Thompson; Richard Benjamin, Highway

3 Superintendent, Town of Thompson; Robert Meyer, Commissioner

4 of Public Works, Sullivan County; Ed Mc Andrew, of Sullivan

5 County Public Works.

6 In case of emergency, you can exit through the doors you

7 entered, or listen to instructions.

8 Restrooms are available off the corridor.

9 This a no smoking facility. We ask that you abide by

10 its regulations.

11 This project will replace the bridge that is near the

12 end of its useful life and can no longer be maintained with

13 reasonable expense. The project also intends to reduce the

14 steep vertical grade approaches to the bridges; reduce the

15 accident rate associated with those grades; and provide for

16 future increases to the traffic capacity. The improvements

17 are designed in accordance with interstate standards to

18 permit the future designation of New York State Route 17 as

19 Interstate 86.

20 A Draft Design Report, DDR, for the project has been

21 completed and copies are available at the Thompson Town Hall,

22 the public library in Monticello, DOT Regional Office in

23 Binghamton, as well as on-line at

24 www.nysdot.gov/neversinkbridge. This link is shown in the

25 handout you received when you came in.

5 1 - PRESENTATION -

2 This project has received the Federal Highway

3 Authority's concurrence that we have followed the

4 requirements of the National Environmental Policy Act, NEPA;

5 and is in compliance with the provisions of Section 36 of the

6 Code of Federal Regulations, CFR 800.6, which addresses an

7 adverse effect on the bridge eligible for the National

8 Register of Historic Places. The construction phase of the

9 Neversink River Bridge Project is scheduled to start in

10 summer, 2011, and to be completed in summer, 2013.

11 Brad Bortnick will now begin the technical presentation.

12 We ask that you hold your comments until after the technical

13 presentation is completed.

14 Brad.

15 UNIDENTIFIED SPEAKER: When did you say it would

16 commence?

17 MR. BORTNICK: We'll get to that. I'm going to go over

18 the project schedule, as well. But it was supposed to

19 commence in the spring of 2011.

20 UNIDENTIFIED SPEAKER: Thank you.

21 MR. BORTNICK: All right. Good evening. Again, I'm

22 Brad Bortnick. I work for the main office, New York State

23 Department of Transportation main office. Thank you for

24 coming tonight.

25 And we will now go through the design presentation for


2 the project which proposes to reconstruct the bridge over the

3 Neversink River and the east and westbound approaches between

4 the interchanges 107 and 108.

5 Okay. The project summary: We will start by going over

6 the project location, the existing conditions out on Route

7 17. We'll go over the project objectives and what we hope to

8 accomplish with this project. We'll go over the accident

9 analysis that was performed, as well as a traffic analysis.

10 We'll go over the alternatives that were considered as part

11 of this project, including the eliminated alternatives, as

12 well as our preferred. And we will go over the environmental

13 concerns associated with our third alternative.

14 The project is located in the Town of Thompson and just

15 southeast of Monticello along Route 17 between interchanges

16 107 and 108. Here we have an aerial view of the project

17 site. You can see Interchange 107, and that's the County

18 Route 161 bridge. Interchange 108, the existing Neversink

19 Bridge and the Neversink River. And this is County Route

20 173.

21 The existing bridge was built in 1953 and is listed as

22 eligible for the Historic Register based on its unique use of

23 a warren truss below deck as you see here, excuse me, as you

24 see here, sorry, flicker, as opposed to the more common

25 through. So the truss would be up top. So because of that,


2 it's considered historic and is listed on the National

3 Register.

4 Now, the bridge has a poor condition rating. And you

5 can see some of that here with the deterioration of the

6 concrete on the lower side of the piers, and the spalling of

7 the concrete on the deck.

8 Now, a condition rating, you give each bridge a value

9 between one and seven, one being very poor and seven being

10 excellent. This bridge is about a 3.8 so it is in poor

11 shape. And we inspect it regularly, though, and it is

12 completely safe. But the high cost of maintenance puts this

13 bridge on a list of high priority for the Region to replace.

14 Okay. Now, there are nonstandard vertical grades on

15 both approaches. There's the westbound approach that you see

16 coming in here is steeper, is seven percent. And the back

17 side is five percent. Now, interstate standard would be four

18 percent. Okay?

19 Now, there's also a nonstandard stopping sight distance,

20 and I put a slide together to sort of show you, explain what

21 stopping sight distance is. Now, in this case, we have two

22 downgrades, which is the case out at the Neversink River.

23 Now, when you have a steep downgrade, our stopping sight

24 distance refer to as headlight sight distance because at

25 night you're not going to be able to see this because your


2 headlights are not going shine on that. So we use the term

3 "headlight sight distance" to sort of correspond with our

4 stopping sight distance. Now, you can see in the steep grade

5 the headlight sight distance is pretty short. But if you

6 flatten out those grades, which we hope to do in this

7 project, you see your headlight sight distance will increase.

8 Now, your headlight sight distance should be sufficient for

9 the driver driving at design speed, to stop before he sees an

10 object in the road, or a deer in this case. And as part of

11 this project, we hope to bring that up to an interstate

12 standard of 720 feet. Again, the existing is 348 feet so

13 it's quite a difference.

14 Other existing conditions, the shoulder and median

15 widths are also nonstandard. The narrowest section is at the

16 Neversink River Bridge with one foot on the right shoulder

17 and six foot on the left. Here's left. And interstate

18 standards should be four feet on the left and ten feet on the

19 right. The existing median width is as narrow as six and a

20 half feet currently. Interstate standard calls for 36 feet.

21 And there's also deficient side gutters and ditches. And you

22 see that pavement falling apart there in that gutter.

23 Here we see the existing wetlands on the project. And

24 if we disturb any of these wetlands as part of this project,

25 we have to mitigate them at a rate of one and half to two


2 times. So that would mean for every acre of wetland we

3 impact we need to create one and a half to two acres of new

4 wetlands. So, of course, we try to minimize that as much as

5 possible because there's not a lot of area to put new

6 wetlands.

7 There's also a historic eligible home located in the

8 southeast corner by the County Route 161 bridge. Now, there

9 will be some work done in this area as part of another

10 project where we will be cutting back the slope here, but it

11 should not affect that house.

12 We'll go through our project objectives. We would hope

13 to bring the segment of New York State Route 17 up to

14 interstate standards for future designation as I-86,

15 Interstate 86; restore the functional condition and

16 structural vulnerability rating of the bridge; establish a

17 safe and efficient corridor and provide an acceptable level

18 of service for a design period of 30 years. And what level

19 of service is, it's basically a term that we at NYSDOT use to

20 measure traffic flow, and it's based on, as well as other

21 factors, speed, travel time and maneuverability. And

22 basically, we'll assign a letter from A to F, A being the

23 best and free flow, and F being the worst at stop and go

24 traffic. Now, interstate standard is B, which is reasonably

25 free flow, which we will hope to meet.


2 We also hope to provide geometric improvements to the

3 vertical grades, flatten slopes where possible, and set back

4 cut slopes and remove trees to minimize icing conditions on

5 the roadway; and upgrade deficient pavement guide rail, signs

6 and roadside pertinence for overall improved safety.

7 Okay. We did perform an accident analysis for the

8 project on a 1.8 mile segment of Route 17 encompassing the

9 project area. A three-year period of accident data was

10 evaluated from March 1, 2004 to February 28, 2007. You see

11 we had a total of 45 accidents during that period. Sixteen

12 resulted in injuries and 29 were property damage only.

13 Our breakdown of accidents were environmental, 42

14 percent. And under environmental, that would be accidents

15 that occur because of slippery pavement, weather related

16 accidents and animal strikes. Forty percent were human,

17 which would be unsafe speed, alcohol or drug use or driver

18 inattention. And 18 percent were vehicle problems such as

19 bad brakes. And I think one of them was a defective tow

20 hitch, things of that nature, but vehicle related. And that

21 yielded an accident rate of 1.15 accidents per million

22 vehicle mile, which probably doesn't mean anything to you,

23 but we can compare that to the statewide average of .84

24 accidents per million vehicle mile for this type of facility.

25 So it is a little higher.


2 As a result of the accident analysis, two accident

3 clusters were identified. The first cluster is located at

4 the 107 interchange, here. And we realized that the 107

5 eastbound on ramp had a nonstandard length. Now, that will

6 be lengthened under a proposed project, PIN 9666.96, which

7 our office is also working on, at a later date. But it's

8 pertinent in preliminary design, and it's going to improve

9 the interchanges from 102 through 108 to New York State, to

10 upgrade to interstate standards. They will also be cutting

11 back the slopes in that area because there is steep rock cuts

12 there which is contributing to icing on the roadway. So

13 hopefully, that accident cluster will be addressed in that

14 project.

15 The second cluster, which is at the bottom of the steep

16 grade of the western approach approaching the Neversink

17 Bridge, is a seven percent grade and is at a section where

18 the shoulders and median widths are narrowing at the bridge.

19 Now, our project should address these. It will address these

20 issues by widening the shoulders, give more room to avoid

21 accidents and flatten the vertical grade so it's not as

22 steep.

23 Recommendations from the accident analysis: Reduce the

24 vertical grades as feasible; flatten slopes to eliminate rail

25 where possible; cut back the trees and rock slopes to reduce


2 the icing on the pavement; improve the roadway drainage to

3 keep the water off the road and thus reduce icing; improve

4 horizontal curves as practical; and bring shoulder widths up

5 to standard.

6 We performed a traffic analysis for the project. And we

7 found that the traffic is seasonal with the highest volumes

8 occurring in the summer months. And there is heavy

9 directional traffic occurring on the weekends which is

10 probably caused, which is caused by motorists traveling to

11 and from the New York City area to seasonal homes located

12 adjacent to Route 17. The heavy directional movement is

13 westbound on Fridays as the people are coming out from the

14 New York City area; and then again, eastbound on Sunday as

15 they return back.

16 Traffic volumes from 2004 were used to forecast out a

17 30-year period from the estimated time of construction.

18 Because this is a bridge, an interstate project, that's our

19 standard. And we used a one percent, 1.7 percent per year

20 growth rate, and that yielded this table. And I'll just

21 explain a couple of things. The AADT, which is the annual

22 average daily traffic, which is basically the average number

23 of cars traveling on the road in a particular day.

24 Now, the proposed project will be constructed to allow

25 for future expansion of the Route 17 corridor to three lanes


2 in each direction. Until that expansion is necessary, the

3 project will be striped for two lanes. This table is based

4 on two lanes of travel in each direction. We also have

5 climbing lanes on each approach. And you can see that in the

6 design here, we meet the interstate standard level of service

7 of B.

8 We will now go through the alternatives, the different

9 alternatives that were considered for this project, and we'll

10 start with the alternatives that we eliminated.

11 Alternative A was the rehabilitation alternative. And

12 basically, we retain the existing bridge and fix it. And

13 there was a couple of reasons why we decided this was not a

14 good alternative. And we had our Regional Structures group

15 do an estimate and they found that the rehab cost would be

16 greater than 85 percent of the replacement cost. Now, that's

17 not the only factor we look at, but it's a guide that tells

18 us that this might not be a cost effective alternative. The

19 other reasons would be even after doing that, we would still

20 be left with the nonstandard grades and shoulder widths, and

21 thus the high accident rate. And the alternative wouldn't

22 meet any of the project objectives.

23 The next alternative would be realignment. Basically,

24 we looked at this alternative because of the bridge's, it's

25 historic and is listed on the National Register eligible. So


2 we need to look at alternatives that would avoid the existing

3 bridge. So what we did was we put the two new bridges to the

4 north of the existing, leaving the existing bridge in place.

5 We improved the vertical grades to an interstate standard of

6 four percent, as well.

7 Now, here's the aerial view. And we have what that

8 might look like. We can see the existing bridge here, and

9 two proposed bridges to the north. And you see, there is

10 quite a bit of impact to the wetlands here and to the

11 business. This business and residence would be hit, as well

12 as this residence, right here, would have to the acquired.

13 So it would be two residential structures and a commercial

14 business.

15 So the impacts are pretty significant: 10.3 acres of

16 right-of-way acquisitions; two acres of wetland impacts so we

17 would have to create four acres of new wetland; and a total

18 project cost of 39 million dollars. Now, again, the reason

19 for elimination was the substantial environmental impacts,

20 the large amounts of right-of-way. And on top of that, we'd

21 still be left continuing to maintain and inspect the existing

22 bridge. So we eliminated that alternative.

23 Now we get to our C alternatives. Now, we group these

24 together because they all share the same horizontal

25 alignment, but each one, C-1 through C-4, has a different


2 vertical alignment.

3 The existing bridge will be used as a on site detour

4 while the new westbound bridge is built on the north side.

5 The new westbound bridge would have to be built wide enough

6 to accommodate two 12-foot lanes in each direction during

7 construction so that we could shift traffic over to the new

8 westbound bridge. The existing bridge would then be removed

9 and a new eastbound bridge built on the existing alignment.

10 Okay, and here's an aerial view of that. And that

11 would be just the horizontal alignment of what it might look

12 like. You can see we're building the new bridge to the

13 north. And then the eastbound bridge would be on the

14 existing alignment.

15 Now, all the C alternatives will do the same thing as

16 far as the layout. They will increase the shoulder widths to

17 interstate standards, widen the existing median widths to a

18 20-foot minimum. And they will both be, both eastbound and

19 westbound, will be built to accommodate three 12-foot lanes

20 in each direction. And the horizontal curve will be

21 flattened.

22 Okay. Now, what you're looking at here is the profile

23 of the existing New York State Route 17. I'll just point out

24 a few features to make this a little more clear. Here's the

25 County Route 161 bridge and here is the westbound approach


2 which is your seven percent grade, the steeper one. Here you

3 see the Neversink Bridge and the Neversink River here, and

4 then our five percent slope out. Now, this profile is

5 exaggerated five times vertically for illustrative purposes

6 just so you can see what's going on here a little easier.

7 Now, here would be our first alternative. And

8 basically, that would be four percent grades and no cut at

9 the existing County Route 161 bridge. And I'll get into that

10 a little more, why that's important. But that would be four

11 percent on each side.

12 C-2 alternative would be a compromise to five percent

13 grades on each side and a lowering the profile approximately

14 eight feet at the County Route 161 bridge.

15 Alt C-3 would be five percent slopes on each side but no

16 lowering at the County Route 161 bridge.

17 And our final alternative was Alternative C-4, which is

18 four percent grades on each side and an eight foot lowering

19 at the County Route 161 bridge.

20 Now we'll zoom in on the bridge area so you can get a

21 better look at that, at what these elevation differences are,

22 and we'll start from the lowest and work our way up. So

23 Alternative C-2 would be the lowest one, and that is still 23

24 feet higher than the existing bridge. C-3 would be the next

25 highest at 28 feet. That's C-4, and that would be 38 feet.


2 And the highest was the C-1 alternative, which is 44 feet.

3 So there's quite a difference between this alternative and

4 this alternative. It's another 20 feet so it's significant.

5 Okay. And now I want to zoom in on the County Route 161

6 area, County Route Bridge 161. And you can see here, that

7 here is the existing County Route 161 bridge, and this is

8 where the proposed one which will be done under another

9 project, PIN 9666.96, as I explained earlier. But we had to

10 coordinate that design with our design to make this

11 worthwhile.

12 Now, what you can see here is this is the C-2 and C-4

13 alternative that does have the eight foot cut at the bridge.

14 And what happens is that allows this proposed bridge to be

15 lowered in elevation and still maintain a vertical clearance.

16 But lowering that bridge makes the grade of the ramps leading

17 up to that an acceptable slope because they were too steep.

18 If we had to make that vertical clearance from here, the

19 bridge would be up higher. And to get those ramps to match

20 in, the slope would be higher, would be steeper. So because

21 much that, Alt C-1 and C-3 does not help the design of the

22 other project being proposed, County Route 161 bridge. So we

23 pretty much eliminated them for further consideration. But

24 we'll take a look at the impacts from C-1 and C-3.

25 The right-of-way impacts from C-1 and C-3, we would have


2 8.9, nearly nine acres of right-of-way impacts, and that

3 would include one residence and two commercial structures.

4 Alternative C-3 would be six and a half acres of right-of-way

5 takes, and that would include two commercial structures. C-1

6 was the one that was significantly higher, higher in

7 elevation, so you should see more right-of-way and wetland

8 impact. So you see one and a half acres and one acre.

9 Total project costs for these alternatives, as expected,

10 the higher one is going to be more costly, 39.9 million, and

11 33.6 million for Alt C-3.

12 So the main reason for elimination was profile, it needs

13 to be lower to accommodate the Interchange 107 design. But

14 it also has more right-of-way acquisitions and environmental

15 impacts than the preferred alternative. And both

16 alternatives also have a higher project cost.

17 So that brings us to our other, last eliminated

18 alternative, C-4. Under this alternative, we would

19 reconstruct the bridge, of course, and we would construct the

20 four percent grades on both approaches of the bridge. But

21 importantly, we would lower the profile of the County Route

22 161 bridge.

23 Now, I have the aerial view of what that will look like,

24 and I will zoom in a little to show you. So basically, for

25 this, you can see this line right here, this green line.


2 That would be the comparative hill slope to the preferred

3 Alternative C-2. So you can see how much farther the fill

4 comes out with the C-4 alternative. We would be impacting

5 this commercial business here. And you can see our fill line

6 go over County Route 173 so we'd have to build a retaining

7 wall. And we would also affect this commercial structure

8 here.

9 So impacts for Alternative C-4: Seven acres of

10 right-of-way acquisition, including the two commercial

11 structures; 1.25 acres of wetland impacts; a total project

12 cost of 35.2 million dollars. And we eliminated this based

13 on there was more right-of-way acquisitions, more

14 environmental impacts and higher project cost than the

15 preferred alternative.

16 So that brings us to our preferred alternative. And

17 while this is our preferred alternative, it will not be

18 finalized until comments from the hearing are addressed and

19 FHWA grants approval. We're still in the preliminary design

20 process at this stage.

21 Okay. So as part of Alternative C-2, we would

22 reconstruct the bridge but we would compromise to a five

23 percent grade instead of the interstate standard four

24 percent. Now, the five percent grade is consistent with the

25 butting segments of New York State Route 17. And FHWA, at


2 this point, has expressed agreement with going this route.

3 And this one, you can see the bridge building to the

4 westbound lanes built to the north of the existing bridge.

5 And we'll zoom in a little bit on that. So we can see the

6 impacts would be this commercial structure would be impacted

7 but there would be no other impacts. We would avoid impacts

8 here and to the other residence. And you can see County

9 Route 173 is not impacted anymore. Now, we do impact some

10 wetlands and we will have to mitigate those, and we have a

11 preliminary mitigation area shown up here. You can see this

12 area here. So there would be 6.25 acres of right-of-way

13 acquisitions, including the acquisition of one commercial

14 structure; .75 acres of wetland impact. The total project

15 cost would be 31.3 million dollars.

16 And the reason for selecting this as our preferred

17 alternative was it all meets the project goals of improving

18 the segment of Route 17 to allow for designation as

19 Interstate 86. It restores the condition of the bridge;

20 provides for future traffic capacity; improves the geometrics

21 and the vertical grades; cuts back the slopes and the trees

22 to reduce icing; and improves overall safety by providing new

23 guide rail, signs and drainage facilities. It also has the

24 least amount of right-of-way acquisitions and environmental

25 impacts and is the least expensive alternative.


2 So here you can see the summary of the alternatives.

3 You can see for all the categories, right-of-way, wetland,

4 structures impacted and total cost, the preferred alternative

5 has the least impacts.

6 Now, to build this, what we'll do is during construction

7 we will have two 12-foot travel lanes in each direction and

8 we'll put that on the existing eastbound lanes during Stage

9 1. And on the existing bridge, as well, there will be two

10 travel lanes, two 12-foot lanes in each direction while we

11 build the westbound lanes and the westbound structure.

12 Now, to be able to build this new elevation, the new

13 profile which is a higher elevation, we'll have to use what

14 is called a GRES wall, which is a geosynthetic reinforcer

15 system. And basically how that happens, you have

16 geosynthetic strips that extend into the embankment, and

17 you'll have a bunch of those. And what is it, the weight of

18 the embankment itself on those strips creates a friction

19 force which will hold up that embankment and allow us to

20 build it where it's supposed to be and still have lanes next

21 to it.

22 In Stage 2 traffic would then be shifted to the newly

23 constructed westbound lane and westbound bridge. The

24 westbound bridge would be built wide enough to accommodate

25 two lanes in each direction during construction of the


2 eastbound lanes and the eastbound bridge.

3 Environmental concerns: This alternative will have

4 minor amounts of wetland impacts that will have to be

5 mitigated as explained earlier. The wetland mitigation will

6 be done on site. One business will need to be relocated.

7 And there a New York State Department of Environmental

8 Conservation parking lot which is located on the east side of

9 the Neversink River near the existing bridge. That will have

10 to be relocated south. But we will move that down on Edward

11 Islands Road a little ways.

12 Okay. Now we'll go through a little bit of the project

13 schedule. So at this point the Draft Design work has been

14 put out and given to agencies for comments. The Draft Design

15 Report documents the project history, existing conditions,

16 design criteria, alternatives considered and environmental

17 impacts. And that has been completed and made available to

18 the public for review and comment. So after tonight, after

19 the public hearing, the comments will be compiled and

20 addressed, and then the Design Report will be finalized. And

21 then design approval will be sought from FHWA. We expect

22 design approval to be granted in June of this year and then

23 we can go into final design. Now, at this point, the

24 right-of-way acquisition process can begin, and affected

25 property owners will be contacted by Regional Real Estate


2 representatives to get that process moving.

3 Okay. Then we will be in final design. And Main Office

4 Structures will be designing new bridges, and my design squad

5 will design the highway approaches and prepare the final

6 plans, specifications and estimate package. We hope to have

7 that completed by January of 2011.

8 The project will then be let out for bid and a

9 contractor will be selected. We expect the letting and award

10 to occur in the spring of 2011. Then construction will begin

11 that spring, 2011. And we expect two full years of

12 construction. So the construction will end somewhere in the

13 spring to summer of 2013.

14 Now, we have a visualization of what the new bridge, as

15 far as elevation wise, might look like. Now, the bridge type

16 and the pier placement at this point, we're just doing this

17 for illustrative purposes. And would be decided in final

18 design by our Main Office Structures group. But I'll go

19 back. And you can see that it's quite a difference in

20 elevation. That's 23 feet.

21 Thank you. That concludes my presentation. And we have

22 contact information, and this information is also available

23 in the brochures. But Bill Naylor, who is our Project

24 Manager, he has his mailing address and e-mail and phone

25 number up there.


2 At this point, I'd like to turn it back over to Daniel,

3 Daniel Odigie. Thank you very much.

4 MR. ODIGIE: Thank you, Brad.

5 We have presented an overview of the project and the

6 studies that have gone into the preliminary engineering.

7 The New York State Department of Transportation

8 encourages you to make comments and observations on this

9 project. Your comments and observations will be taken into

10 consideration as we progress with the project. These will be

11 additional recommendations that will define the Final Design

12 Report.

13 The Real Estate Division of the New York State

14 Department of Transportation will acquire the necessary

15 right-of-ways for this project. Although a number of

16 properties will be affected, we have identified one

17 commercial property that will be acquired and the occupant

18 displaced. While performing our relocation study, we found

19 seven commercial properties for sale or lease to accommodate

20 the displaced occupant. Acquisition of property will

21 commence only after the federal design approval is obtained.

22 We have two booklets available which describes our

23 acquisition and relocation procedures. The first booklet is

24 "If You Must Move, We Can Help." It outlines the services

25 and financial benefits available to eligible occupants who


2 will be required to move. The second one, "How Your State

3 Acquires Property For Public Purposes." It contains a resume

4 of the questions most frequently asked by affected property

5 owners. In addition, a representative of our Real Estate

6 group is available to answer your individual inquiries.

7 We have also included our mailing address and phone

8 number in the booklets. If you have more questions or

9 additional information after this meeting, please feel free

10 to call upon us.

11 We will now begin the formal comment portion of this

12 hearing. We invite the Job Manager, Pete Larson, to conduct

13 this part of the hearing.

14 Pete.

15 MR. LARSON: All comments given tonight will be recorded

16 and become part of the Public Hearing record. In addition to

17 this comment period, you may submit written comments using

18 the pre-addressed comment forms that were available with the

19 brochure. There are extra copies available out front. You

20 may also submit it on your stationery. Just please be sure

21 to send those comments to the same address that's on that

22 pre-printed form or in the brochure. Written comments may be

23 handed in this evening or mailed to that address. Comments

24 received or postmarked prior to May 12, 2009 will become part

25 of the Public Hearing record. Comments received or

26 1 - PUBLIC COMMENT -

2 postmarked after that date will still become part of the

3 project record but not part of the Public Hearing report.

4 During tonight's comment period we'll first take

5 comments from those who have filled out the comment cards at

6 the front desk. If you have not filled out a card and would

7 like to comment, you will still have a chance to do so. When

8 called on, please begin by stating your name, spelling it if

9 necessary, and providing your address. Make sure to speak

10 clearly so that the stenographer can understand what you are

11 saying and get it down into the record. Please keep your

12 initial comments to two to three minutes so that everyone

13 gets a turn. If you have additional comments, you'll have

14 another opportunity once everybody has had a chance.

15 We will not be able to answer questions during this

16 phase of the formal hearing. This is strictly an opportunity

17 for you to have your comments and concerns added to the

18 public record as a statement. We will be available after the

19 formal portion of the hearing is over to answer any of your

20 questions and talk with you individually.

21 At this point, do we have any comment cards filled out?

22 MS. UNIDENTIFIED SPEAKER: No, we do not.

23 MR. LARSON: Then is there anyone in the audience who

24 would like to make a comment on the project? Sir.

25 MR. LOCASCIO: I thought I filled one out. When I

27 1 - VINNIE LOCASCIO -

2 filled out my name I thought that was it.

3 My name is Vinnie Locascio. I'm pretty near a lifetime

4 member of the people who live here. And I'm an operating

5 engineer. I run heavy equipment. I run heavy equipment that

6 builds these roads. I've been doing it all my life, 48

7 years. Anyway, I've been part of four sections of Route 17 I

8 helped build. I paved the one up in Livingston Manor in

9 1963.

10 And I've seen a lot of bad accidents. I've almost got

11 involved in a few right here in Bridgeville. And I'm here

12 because I'd like to see that you guys -- can you get a

13 picture, the overhead, so I can show you what I'm talking

14 about? In other words, an aerial view? Because I'd like to

15 see this change for the better. I'll tell you why.

16 In my lifetime here, and the rest of you guys who live

17 here, I'm sure you've seen a lot of this, there's some bad

18 accidents in Bridgeville. I almost got run over by a

19 tractor-trailer about, in the early 1970's. It was coming

20 down eastbound and I was going westbound. He just missed me.

21 And I thought he was going to be all right, but he ran over a

22 couple behind me and killed them, before there was a median

23 there. But it's kind of a poor design, the road.

24 There's a friend of mine named Al Mitchell who you guys

25 might know. He was coming down with a tractor-trailer down


2 this hill one time with a load of gas tanks, a load of

3 bottled gas tanks. A bunch of Hasidic guys that had a

4 station wagon, they dropped something out of the station

5 wagon. They were covering both lanes. He missed them

6 without killing them. He went down over the bridge and he

7 got pretty well hurt. And if you look at over here now, the

8 guard rails are down from somebody who went through there

9 this winter.

10 A couple of years ago, coming this way here, Route 17

11 was blocked because there were two tractor-trailers there for

12 half a day.

13 So this is a turn. It has to be taken out over here.

14 My idea would be to take some of this out and put your road

15 through here. Cut out this here and put it. There's only

16 woods and rock here. Take out those few buildings there, put

17 Old 17 over here someplace, and take out this turn over here.

18 And the real reason why the bridge is low, I was here

19 when they built it, was because they ran out of money with

20 the project. It was supposed to be 20 foot higher, that

21 bridge. But they didn't have the money to do it anymore so

22 they made it 20 foot lower. The bridge has got to be a lot

23 higher. And I don't think you have to have any piers in the

24 water. If you build massive piers on each side of the river

25 in case anything ever happens with the Neversink River so it


2 doesn't flood and break the piers, like it could happen, and

3 build it higher like it should be, you wouldn't have to worry

4 about five percent grade and six percent grade because it

5 wouldn't be that steep. And like I said, if you take this

6 turn out so the people can see, and take this road and put it

7 right through here, you won't have to worry about the wetland

8 over here. There's only one over here, I think.

9 And this road is not that important. The few businesses

10 there on that sharp curve, that was always a problem in the

11 50's anyway, that road. And put this further in here. In

12 other words, you build Old 17 and put this where it belongs,

13 right here, and straighten out that curve, and you wouldn't

14 have to disrupt much traffic and you'd save lives. If you

15 don't do that, your design over here is making it more of a

16 curve, further on the outside, which is going to make the

17 conditions worse for safety. And I don't think that's the

18 right way to go. And I've been doing this all my life, I

19 lived here all my life, so I know what I'm talking about. I

20 think you've got to take some of this curve out of here and

21 make this better. And that's all I have to stay.

22 MR. LARSON: Did you get the gentleman's name?

23 STENOGRAPHER: Yes.

24 MR. LARSON: Okay. For the record, because the

25 stenographer can't record where you're pointing on the


2 screen, I'm just going to point out that you suggested

3 straightening out the curve on the east side of the river and

4 moving 17 southward.

5 MR. LOCASCIO: Yes. And making it safe, because what

6 you guys are doing is not going to make it safer. You're

7 going to have a sharper turn than what we got now, and it's

8 already a problem. Go look at the guard rails when you leave

9 here and see. They're all down yet from the winter, on the

10 outside. That's now. And then on the inside, there's no

11 accidents now, but I've seen them. Almost been part of them.

12 It's too steep. It's just not right. If you're going to

13 make an interstate road from that, you got to do a better job

14 than what we got there. Okay?

15 MR. LARSON: Thank you for your comments.

16 Anyone else?

17 (No verbal response.)

18 MR. LARSON: If no one else wishes to make a comment for

19 the record, then we will conclude the formal portion of this

20 hearing. Department Staff will remain and answer questions

21 on an individual basis until everybody's had a chance to talk

22 with us.

23 Thank you for coming tonight.

24 (Time noted: 7:18 p.m.)

25 * * * * *

31 1

2 REPORTER'S CERTIFICATION

3

4

5 I, ROSEMARY A. MEYER, a Shorthand Reporter and

6 Notary Public in and for the State of New York, do

7 hereby certify:

8 That the foregoing transcript is an accurate record

9 of the proceedings herein, to the best of my knowledge

10 and belief, having been stenographically recorded by me

11 and transcribed under my supervision.

12 I further certify that I am in no way related to

13 any of the parties to this action and that I have no

14 personal interest whatsoever in the outcome thereof.

15

16

17

18 ______________________________________

19 ROSEMARY A. MEYER

20

21

22

23 Date Transcribed: May 17, 2009

24

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9 PUBLIC COMMENTS

10 Locascio, Vinnie .......... 26 25

11 * * * * *

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NEW YORK STATE DEPARTMENT OF TRANSPORTATION

Neversink River Bridge Replacement, PIN 9067.17April 28, 2009

1

1 (2) 10:10;21:91.15 (1) 10:211.25 (1) 19:111.7 (1) 12:191.8 (1) 10:810.3 (1) 14:15102 (1) 11:9107 (6) 6:4,16,17;11:4,4; 18:13108 (4) 6:4,16,18;11:912 (1) 25:2412-foot (4) 15:6,19;21:7,10161 (12) 6:18;9:8;15:25; 16:9,14,16,19;17:5,6, 7,22;18:2217 (16) 2:7;4:18;6:7,15; 9:13;10:8;12:12,25; 15:23;19:25;20:18; 27:7;28:10,17;29:12; 30:4173 (3) 6:20;19:6;20:918 (1) 10:181953 (1) 6:211963 (1) 27:91970's (1) 27:19

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Min-U-Script® Jeric Corporation (845) 252-3515 (1) 1 - Authority's



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concurrence (1) 5:3condition (4) 7:4,8;9:15;20:19conditions (5) 6:6;8:14;10:4; 22:15;29:17conduct (1) 25:12conducted (1) 2:15Conservation (1) 22:8consideration (2) 17:23;24:10considered (5) 2:22;6:10;7:2; 13:9;22:16consistent (1) 19:24construct (1) 18:19constructed (2) 12:24;21:23construction (8) 5:8;12:17;15:7; 21:6,25;23:10,12,12contact (1) 23:22contacted (1) 22:25contains (1) 25:3continuing (1) 14:21contractor (1) 23:9contributing (1) 11:12coordinate (1) 17:10copies (2) 4:21;25:19corner (1) 9:8correspond (1) 8:3corridor (3) 4:8;9:17;12:25cost (10) 7:12;13:15,16,18; 14:18;18:16;19:12, 14;20:15;21:4costly (1) 18:10costs (1) 18:9County (20) 2:9,24;3:16;4:4,5; 6:17,19;9:8;15:25; 16:9,14,16,19;17:5,6, 7,22;18:21;19:6;20:8couple (4)

Min-U-Script® Jeric Corporation (845) 252-3515 (2) available - couple



12:21;13:13; 27:22;28:10course (2) 9:4;18:19covering (1) 28:5create (2) 9:3;14:17creates (1) 21:18criteria (1) 22:16currently (1) 8:20curve (6) 15:20;29:10,13,16, 20;30:3curves (1) 12:4cut (5) 10:4;11:25;16:8; 17:13;28:15cuts (2) 11:11;20:21cutting (2) 9:10;11:10

D

daily (1) 12:22damage (1) 10:12Daniel (3) 2:4;24:2,3data (1) 10:9date (2) 11:7;26:2day (2) 12:23;28:12DDR (1) 4:20decided (2) 13:13;23:17deck (2) 6:23;7:7deer (1) 8:10defective (1) 10:19deficient (2) 8:21;10:5define (1) 24:11Democrat (1) 2:25Denise (1) 3:15Department (10) 2:5,10;3:3,10,15; 5:23;22:7;24:7,14; 30:20

describes (1) 24:22design (27) 3:20;4:20;5:25; 8:9;9:18;11:8;13:6; 17:10,10,21;18:13; 19:19;22:13,14,16, 20,21,22,23;23:3,4,5, 18;24:11,21;27:23; 29:15designation (3) 4:18;9:14;20:18designed (1) 4:17designing (1) 23:4desk (1) 26:6deterioration (1) 7:5detour (1) 15:3difference (3) 8:13;17:3;23:19differences (1) 16:21different (2) 13:8;14:25direction (7) 13:2,4;15:6,20; 21:7,10,25directional (2) 12:9,12displaced (2) 24:18,20display (1) 2:11disrupt (1) 29:14distance (9) 7:19,21,24,24;8:3, 4,5,7,8disturb (1) 8:24ditches (1) 8:21Division (1) 24:13documentation (1) 3:8documents (1) 22:15dollars (3) 14:18;19:12;20:15Domain (1) 2:18done (3) 9:9;17:8;22:6doors (1) 4:6DOT (2) 3:16;4:22down (8)

22:10;26:11; 27:20,25,25;28:6,8; 30:9downgrade (1) 7:23downgrades (1) 7:22Draft (3) 4:20;22:13,14drainage (2) 12:2;20:23Draper (1) 3:13driver (2) 8:9;10:17driving (1) 8:9dropped (1) 28:4drug (1) 10:17during (8) 2:11;10:11;15:6; 21:6,8,25;26:4,15

E

earlier (2) 17:9;22:5early (1) 27:19easier (1) 16:6east (3) 6:3;22:8;30:3eastbound (9) 11:5;12:14;15:9, 13,18;21:8;22:2,2; 27:20Ed (1) 4:4Edward (1) 22:10effect (1) 5:7effective (1) 13:18efficient (1) 9:17eight (3) 16:14,18;17:13elevation (7) 16:21;17:15;18:7; 21:12,13;23:15,20eligible (5) 5:7;6:22;9:7; 13:25;24:25eliminate (1) 11:24eliminated (6) 6:11;13:10;14:22; 17:23;18:17;19:12elimination (2)

14:19;18:12Elizabeth (1) 3:14else (2) 30:16,18e-mail (1) 23:24embankment (3) 21:16,18,19emergency (1) 4:6Eminent (1) 2:18encompassing (1) 10:8encourages (1) 24:8end (2) 4:12;23:12engineer (3) 2:4;3:16;27:5engineering (1) 24:6enough (2) 15:5;21:24entered (1) 4:7Environmental (13) 2:16,17;5:4;6:12; 10:13,14;14:19; 18:14;19:14;20:24; 22:3,7,16equipment (2) 27:5,5establish (1) 9:16Estate (4) 3:14;22:25;24:13; 25:5estimate (2) 13:15;23:6estimated (1) 12:17evaluated (1) 10:10even (1) 13:19evening (2) 5:21;25:23everybody (1) 26:14everybody's (1) 30:21everyone (1) 26:12exaggerated (1) 16:5excellent (1) 7:10excuse (1) 6:23existing (27) 6:6,18,21;8:12,14,

19,23;13:12;14:2,4, 4,8,21;15:3,8,9,14, 17,23;16:9,24;17:7; 20:4;21:8,9;22:9,15exit (1) 4:6expansion (2) 12:25;13:2expect (3) 22:21;23:9,11expected (1) 18:9expense (1) 4:13expensive (1) 20:25explain (2) 7:20;12:21explained (2) 17:9;22:5expressed (2) 3:4;20:2extend (1) 21:16extra (1) 25:19

F

facilities (1) 20:23facility (2) 4:9;10:24factor (1) 13:17factors (1) 9:21falling (1) 8:22far (2) 15:16;23:15farther (1) 19:3feasible (2) 2:21;11:24features (1) 15:24February (1) 10:10Federal (3) 5:2,6;24:21feel (1) 25:9feet (13) 8:12,12,18,18,20, 20;16:14,24,25,25; 17:2,4;23:20few (4) 15:24;27:11; 28:16;29:9FHWA (3) 19:19,25;22:21fill (2)

Min-U-Script® Jeric Corporation (845) 252-3515 (3) course - fill



19:3,5filled (5) 26:5,6,21,25;27:2final (6) 16:17;22:23;23:3, 5,17;24:11finalized (2) 19:18;22:20financial (1) 24:25first (4) 11:3;16:7;24:23; 26:4five (8) 7:17;16:4,5,12,15; 19:22,24;29:4fix (1) 13:12flatten (4) 8:6;10:3;11:21,24flattened (1) 15:21flicker (1) 6:24flood (1) 29:2flow (3) 9:20,23,25followed (1) 5:3following (1) 3:9foot (6) 8:16,17;16:18; 17:13;28:20,22force (1) 21:19forecast (1) 12:16form (1) 25:22formal (4) 25:11;26:16,19; 30:19forms (1) 25:18Forty (1) 10:16found (3) 12:7;13:15;24:18four (10) 7:17;8:18;14:6,17; 16:8,10,18;18:20; 19:23;27:7free (3) 9:23,25;25:9French (1) 3:14frequently (1) 25:4friction (1) 21:18Fridays (1)

12:13friend (1) 27:24front (2) 25:19;26:6full (1) 23:11functional (1) 9:15further (3) 17:23;29:11,16future (5) 4:16,18;9:14; 12:25;20:20

G

gas (2) 28:2,3gentleman's (1) 29:22gentlemen (1) 2:2geometric (1) 10:2geometrics (1) 20:20geosynthetic (2) 21:14,16gets (1) 26:13given (2) 22:14;25:15goals (1) 20:17good (3) 2:2;5:21;13:14grade (11) 4:14;8:4;11:16,17, 21;16:2;17:16;19:23, 24;29:4,4grades (12) 4:15;7:14;8:6; 10:3;11:24;13:20; 14:5;16:8,13,18; 18:20;20:21granted (1) 22:22grants (1) 19:19greater (1) 13:16green (1) 18:25GRES (1) 21:14group (4) 13:14;14:23; 23:18;25:6growth (1) 12:20guard (2) 28:8;30:8

guide (3) 10:5;13:17;20:23gutter (1) 8:22gutters (1) 8:21guys (5) 27:12,16,24;28:3; 30:6

H

half (6) 8:20,25;9:3;18:4, 8;28:12Hall (1) 4:21hand (2) 2:10;3:11handed (1) 25:23handout (1) 4:25happen (1) 29:2happens (3) 17:14;21:15;28:25Hasidic (1) 28:3headlight (5) 7:24;8:3,5,7,8headlights (1) 8:2Hearing (14) 2:7,14,15,23; 19:18;22:19;25:12, 13,16,25;26:3,16,19; 30:20heavy (4) 12:8,12;27:5,5help (3) 2:10;17:21;24:24helped (1) 27:8Here's (4) 8:17;14:7;15:10, 24high (3) 7:12,13;13:21higher (13) 10:25;16:24; 17:19,20;18:6,6,10, 16;19:14;21:13; 28:20,23;29:3highest (3) 12:7;16:25;17:2Highway (3) 4:2;5:2;23:5hill (2) 19:2;28:2Himabindu (1) 3:21Historic (5)

5:8;6:22;7:2;9:7; 13:25history (1) 22:15hit (1) 14:11hitch (1) 10:20hold (2) 5:12;21:19home (1) 9:7homes (1) 12:11hope (7) 6:7;8:6,11;9:12, 25;10:2;23:6hopefully (1) 11:13horizontal (4) 12:4;14:24;15:11, 20house (2) 2:12;9:11human (1) 10:16hurt (1) 28:7

I

I-86 (1) 9:14icing (5) 10:4;11:12;12:2,3; 20:22idea (1) 28:14Identification (1) 2:9identified (2) 11:3;24:16illustrative (2) 16:5;23:17impact (5) 9:3;14:10;18:8; 20:9,14impacted (3) 20:6,9;21:4impacting (1) 19:4impacts (17) 14:15,16,19;17:24, 25;18:2,15;19:9,11, 14;20:6,7,7,25;21:5; 22:4,17important (2) 16:10;29:9importantly (1) 18:21improve (3) 11:8;12:2,3improved (2)

10:6;14:5improvements (2) 4:16;10:2improves (2) 20:20,22improving (1) 20:17inattention (1) 10:18include (2) 18:3,5included (1) 25:7including (3) 6:11;19:10;20:13increase (2) 8:7;15:16increases (1) 4:16individual (2) 25:6;30:21individually (1) 26:20inform (1) 2:19information (3) 23:22,22;25:9initial (1) 26:12injuries (1) 10:12inquiries (1) 25:6inside (1) 30:10inspect (2) 7:11;14:21instead (1) 19:23instructions (1) 4:7intends (1) 4:13Interchange (4) 6:17,18;11:4; 18:13interchanges (3) 6:4,15;11:9interest (1) 3:5interstate (17) 4:17,19;7:17;8:11, 17,20;9:14,15,24; 11:10;12:18;13:6; 14:5;15:17;19:23; 20:19;30:13into (6) 16:9;21:16;22:23; 24:6,9;26:11introduce (1) 3:25invite (1) 25:12

Min-U-Script® Jeric Corporation (845) 252-3515 (4) filled - invite



involved (1) 27:11Islands (1) 22:11issues (1) 11:20

J

Jakubiak (1) 3:22January (1) 23:7Jillian (1) 3:13Job (3) 3:12;25:12;30:13June (1) 22:22

K

keep (2) 12:3;26:11killed (1) 27:22killing (1) 28:6kind (1) 27:23Kindly (1) 3:10

L

Ladies (1) 2:2lane (1) 21:23lanes (16) 12:25;13:3,4,5; 15:6,19;20:4;21:7,8, 10,10,11,20,25;22:2; 28:5large (1) 14:20Larson (8) 3:12;25:12,15; 26:23;29:22,24; 30:15,18last (1) 18:17later (1) 11:7Law (1) 2:18layout (1) 15:16leading (1) 17:16leads (1) 3:23lease (1)

24:19least (3) 20:24,25;21:5leave (1) 30:8leaving (1) 14:4left (5) 8:17,17,18;13:20; 14:21legal (1) 2:23length (1) 11:5lengthened (1) 11:6letter (1) 9:22Letters (2) 2:25;3:3letting (1) 23:9level (3) 9:17,18;13:6library (1) 4:22life (4) 4:12;27:6;29:18, 19lifetime (2) 27:3,16line (3) 18:25,25;19:5link (1) 4:24list (1) 7:13listed (3) 6:21;7:2;13:25listen (1) 4:7little (8) 10:25;15:24;16:6, 10;18:24;20:5;22:11, 12live (2) 27:4,16lived (1) 29:19lives (1) 29:14Livingston (1) 27:8load (2) 28:2,2LOCASCIO (7) 26:25;27:1,3;28:1; 29:1;30:1,5located (5) 6:14;9:7;11:3; 12:11;22:8location (1) 6:6

longer (1) 4:12look (10) 13:17;14:2,8; 15:11;16:21;17:24; 18:23;23:15;28:7; 30:8looked (1) 13:24looking (1) 15:22lot (5) 9:5;22:8;27:10,17; 28:22Louis (1) 3:21low (1) 28:18lower (4) 7:6;18:13,21; 28:22lowered (1) 17:15lowering (4) 16:13,16,18;17:16lowest (2) 16:22,23

M

mailed (1) 25:23mailing (2) 23:24;25:7main (6) 3:19;5:22,23; 18:12;23:3,18maintain (2) 14:21;17:15maintained (1) 4:12maintenance (1) 7:12makes (1) 17:16making (3) 3:23;29:15;30:5Manager (4) 3:12,13;23:24; 25:12maneuverability (1) 9:21Manor (1) 27:8March (1) 10:10Mark (1) 3:22massive (1) 28:24match (1) 17:19materials (1)

2:11may (5) 3:2;25:17,20,22,24Mc (1) 4:4mean (2) 9:2;10:22measure (1) 9:20median (5) 8:14,19;11:18; 15:17;27:22meet (3) 9:25;13:6,22meeting (2) 2:19;25:9meets (1) 20:17member (1) 27:4members (1) 3:20Meyer (1) 4:3might (5) 13:18;14:8;15:11; 23:15;27:25mile (3) 10:8,22,24million (7) 10:21,24;14:18; 18:10,11;19:12; 20:15mine (1) 27:24minimize (2) 9:4;10:4minimum (1) 15:18minor (1) 22:4minutes (1) 26:12missed (2) 27:20;28:5Mitchell (1) 27:24mitigate (2) 8:25;20:10mitigated (1) 22:5mitigation (2) 20:11;22:5money (2) 28:19,21months (1) 12:8Monticello (2) 4:22;6:15more (11) 6:24;11:20;15:24; 16:10;18:7,10,14; 19:13,13;25:8;29:15

most (1) 25:4motorists (1) 12:10move (3) 22:10;24:24;25:2movement (1) 12:12moving (2) 23:2;30:4much (6) 9:4;17:21,23;19:3; 24:3;29:14Must (1) 24:24

N

name (6) 2:4;3:11;26:8; 27:2,3;29:22named (1) 27:24narrow (1) 8:19narrowest (1) 8:15narrowing (1) 11:18National (5) 2:16;5:4,7;7:2; 13:25nature (1) 10:20Naylor (2) 3:12;23:23near (3) 4:11;22:9;27:3nearby (1) 3:4nearly (1) 18:2necessary (3) 13:2;24:14;26:9need (3) 9:3;14:2;22:6needs (1) 18:12NEPA (1) 5:4NEVERSINK (15) 2:1,8;3:1;4:1;5:9; 6:3,18,19;7:22;8:16; 11:16;16:3,3;22:9; 28:25New (29) 2:5,7,17;3:9;4:18; 5:22;9:3,5,13;11:9; 12:11,14;14:3,17; 15:4,5,7,9,12,23; 19:25;20:22;21:12, 12;22:7;23:4,14; 24:7,13

Min-U-Script® Jeric Corporation (845) 252-3515 (5) involved - New



newly (1) 21:22next (3) 13:23;16:24;21:20night (1) 7:25nine (1) 18:2nonstandard (5) 7:14,19;8:15;11:5; 13:20north (5) 14:4,9;15:4,13; 20:4noted (1) 30:24notices (2) 2:23,25Number (5) 2:9;12:22;23:25; 24:15;25:8NYSDOT (1) 9:19

O

object (1) 8:10objective (1) 2:19objectives (3) 6:7;9:12;13:22observations (2) 24:8,9obtained (1) 24:21occupant (2) 24:17,20occupants (1) 24:25occur (2) 10:15;23:10occurring (2) 12:8,9ODIGIE (4) 2:2,4;24:3,4off (2) 4:8;12:3Office (10) 2:6;3:13,14,19; 4:22;5:22,23;11:7; 23:3,18offices (1) 2:25official (1) 3:8Old (2) 28:17;29:12once (1) 26:14one (26) 7:9,9;8:16,25;9:3; 10:19;12:19;14:25;

16:2,23;17:8;18:3,6, 8,8,10;20:3,13;22:6; 24:16;25:2;26:25; 27:8;28:2;29:8; 30:18on-line (1) 4:23only (5) 10:12;13:17; 24:21;28:15;29:8open (1) 2:12operating (1) 27:4opportunity (2) 26:14,16opposed (1) 6:24Orzelek (1) 3:15out (28) 6:6;7:22;8:6; 12:13,16;15:23;16:4; 19:4;22:14;23:8; 25:19;26:5,6,21,25; 27:2;28:4,13,14,15, 16,17,19;29:6,13,20; 30:2,3outlines (1) 24:24outside (2) 29:16;30:10over (22) 2:8;5:17;6:2,5,7,8, 10,12;15:7;19:6; 24:2;26:19;27:18,21; 28:6,7,13,17,17;29:8, 8,15overall (2) 10:6;20:22overhead (1) 27:13overview (1) 24:5owners (3) 3:2;22:25;25:5

P

package (1) 23:6parking (1) 22:8part (13) 3:8;6:10;8:10,24; 9:9;19:21;25:13,16, 24;26:2,3;27:7;30:11particular (1) 12:23paved (1) 27:8pavement (4) 8:22;10:5,15;12:2

people (5) 2:10;3:4;12:13; 27:4;29:6per (3) 10:21,24;12:19percent (24) 7:16,17,18;10:14, 16,18;11:17;12:19, 19;13:16;14:6;16:2, 4,8,11,12,15,18; 18:20;19:23,24,24; 29:4,4perform (1) 10:7performed (2) 6:9;12:6performing (1) 24:18period (7) 2:12;9:18;10:9,11; 12:17;25:17;26:4permit (1) 4:18pertinence (1) 10:6pertinent (1) 11:8Pete (3) 3:12;25:12,14Peter (1) 3:21phase (2) 5:8;26:16phone (2) 23:24;25:7picture (1) 27:13pier (1) 23:16piers (4) 7:6;28:23,24;29:2PIN (2) 11:6;17:9place (1) 14:4placement (1) 23:16Places (1) 5:8Planning (2) 3:13,15plans (1) 23:6Please (5) 2:3;25:9,20;26:8, 11pleased (1) 3:25pm (3) 2:12,13;30:24point (8) 15:23;20:2;22:13, 23;23:16;24:2;

26:21;30:2pointing (1) 29:25Policy (2) 2:16;5:4poor (4) 7:4,9,10;27:23portion (4) 2:13;25:11;26:19; 30:19possible (3) 9:5;10:3;11:25postmarked (2) 25:24;26:2practical (1) 12:4pre-addressed (1) 25:18preferred (8) 6:12;18:15;19:2, 15,16,17;20:16;21:4preliminary (4) 11:8;19:19;20:11; 24:6prepare (1) 23:5prepared (1) 3:8pre-printed (1) 25:22present (2) 3:6,19presentation (27) 3:7,23;5:1,11,13, 25;6:1;7:1;8:1;9:1; 10:1;11:1;12:1;13:1; 14:1;15:1;16:1;17:1; 18:1;19:1;20:1;21:1; 22:1;23:1,21;24:1; 25:1presented (1) 24:5pretty (5) 8:5;14:15;17:23; 27:3;28:7previously (1) 3:4prior (1) 25:24priority (1) 7:13probably (2) 10:22;12:10problem (2) 29:10;30:8problems (1) 10:18Procedure (1) 2:18procedures (1) 24:23proceedings (1) 3:6

process (3) 19:20;22:24;23:2profile (6) 15:22;16:4,13; 18:12,21;21:13progress (2) 2:20;24:10PROJECT (60) 2:1,4,9;3:1,5,8,12, 20;4:1,11,13,20;5:2, 9,18;6:2,5,6,7,8,11, 14,16;8:7,11,23,24; 9:10,12;10:8,9;11:6, 14,19;12:6,18,24; 13:3,9,22;14:18; 17:9,22;18:9,16; 19:11,14;20:14,17; 22:12,15;23:8,23; 24:5,9,10,15;26:3, 24;28:20properties (2) 24:16,19property (8) 3:2,2;10:12;22:25; 24:17,20;25:3,4proposed (7) 2:21;11:6;12:24; 14:9;17:8,14,22proposes (1) 6:2provide (3) 4:15;9:17;10:2provides (1) 20:20providing (2) 20:22;26:9provisions (1) 5:5Public (14) 2:6,19,25;4:4,5,22; 22:18,19;25:3,16,25; 26:1,3,18published (1) 2:24purposes (3) 16:5;23:17;25:3put (11) 7:20;9:5;14:3; 21:8;22:14;28:14,15, 16;29:6,11,12puts (1) 7:12

Q

Quality (1) 2:17quite (4) 8:13;14:10;17:3; 23:19

R

Min-U-Script® Jeric Corporation (845) 252-3515 (6) newly - quite



rail (3) 10:5;11:24;20:23rails (2) 28:8;30:8ramp (1) 11:5ramps (2) 17:16,19ran (2) 27:21;28:19rate (5) 4:15;8:25;10:21; 12:20;13:21rating (3) 7:4,8;9:16Real (5) 3:14;22:25;24:13; 25:5;28:18realignment (1) 13:23realized (1) 11:4reason (4) 14:18;18:12; 20:16;28:18reasonable (1) 4:13reasonably (1) 9:24reasons (2) 13:13,19receive (1) 2:20received (4) 4:25;5:2;25:24,25Recommendations (2) 11:23;24:11reconstruct (3) 6:2;18:19;19:22Record (10) 2:24;3:6;25:16,25; 26:3,11,18;29:24,25; 30:19recorded (1) 25:15reduce (6) 4:13,14;11:23,25; 12:3;20:22refer (1) 7:24Region (2) 2:5;7:13Regional (3) 4:22;13:14;22:25Register (4) 5:8;6:22;7:3;13:25regularly (1) 7:11regulations (2) 4:10;5:6rehab (1) 13:15rehabilitation (1)

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12:15Review (2) 2:17;22:18Richard (1) 4:2right (11) 5:21;8:16,19; 14:12;18:25;27:11, 21;29:7,13,18;30:12right-of-way (13) 14:16,20;17:25; 18:2,4,7,14;19:10, 13;20:12,24;21:3; 22:24right-of-ways (1) 24:15River (11) 2:8;5:9;6:3,19; 7:22;8:16;16:3;22:9; 28:24,25;30:3road (10) 8:10;12:3,23; 22:11;27:23;28:14; 29:6,9,11;30:13roads (1) 27:6roadside (1) 10:6roadway (3) 10:5;11:12;12:2Robert (1) 4:3rock (3) 11:11,25;28:16room (1) 11:20Route (29) 2:7;4:18;6:6,15,18, 19;9:8,13;10:8; 12:12,25;15:23,25; 16:9,14,16,19;17:5,6, 7,22;18:21;19:6,25; 20:2,9,18;27:7;28:10run (3) 27:5,5,18

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Min-U-Script® Jeric Corporation (845) 252-3515 (7) rail - spalling



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STATE OF NEW YORKDEPARTMENT OF TRANSPORTATION

REGION NINE44 HAWLEY STREET

BINGHAMTON, NEW YORK 13901-3200WWW. NYSDOT.GOV

JOHN R. WILLIAMS, P.E. STANLEY GEE

REGIONAL DIRECTOR ACTING COMMISSIONER

28 May 2009

Mr. Vincent LocascioUnion of International Operating Engineers141 Pleasant St. Ext.Monticello, New York 12701

Dear Mr. Locascio:

RE: PIN 9067.17ROUTE 17 OVER THE NEVERSINK RIVERPUBLIC HEARING COMMENTS

Thank you for your comments at the public hearing for PIN 9067.17 -

Reconstruction of Route 17 over the Neversink River. Receiving public input is avery important part of the design process and helps improve the constructedproject.

In your comments at the hearing, you recommended raising the elevation ofthe proposed bridge to reduce the vertical grades of the approaches andconstructing the proposed bridge piers on either side of the Neversink River asopposed to retaining a pier in the center of the river. We agree with yourrecommendation to raise the elevation of the proposed bridge. Our preferreddesign alternative will raise the bridge approximately 23 ft. higher than the existingbridge. This will allow us to reduce the 7% vertical grade on the western approachto 5%. We also agree the proposed piers should be constructed outside of theNeversink River if financial constraints allow. In preliminary investigations done byour structures group, it was determined this may be a feasible option.

You also recommended shifting the horizontal alignment to the south of theexisting bridge to help flatten the horizontal curve on the eastern approach.Shifting the horizontal alignment to the south of the existing bridge would extendthe project limits, require the realignment of County Route 1 73 and the removal ofseveral residential structures located along this route. Additionally, a National

Mr. Vincent LocascioPage Two28 May 2009

Register Eligible archeological site, located to the southeast of the existing bridge,would be impacted. This alternative was eliminated from further consideration dueto the estimated cost and the social, economic and environmental impacts. Underthe preferred alternative, the existing 1935 ft. radius horizontal curve on theeastern approach will be flattened to 1970 ft. for the eastbound alignment and2067 ft. for the westbound. In comparison, the minimum curvature required forinterstate standard is 1 650 ft.

If you have any further comments or questions regarding this project, pleasecontact Bill Naylor of this office at 607 721-8631 or by e-mail:[email protected].

Sincerely,

J3OSE3IA. FOGLIETTA, P.E.r’megional Design Engineer

JA F/WNlayc: W. Naylor, Project Manager, Region 9

R. Wilder, P.E., Design Services Bureau, POD 2-4B. Bortnick, P.E., Design Services Bureau, POD 2-4D. Odigie, P.E., Design Job Manager, Region 9File 2

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