final planning / feasibility study...april 2019 final planning / feasibility study pin 0059.28 1-1...

FINAL PLANNING / FEASIBILITY STUDY

April 2019

PIN 0059.28

Sunrise Highway (NY27) Oakdale Merge Planning / Feasibility Study

Heckscher State Parkway to Oakdale Bohemia Road

Town of Islip, Suffolk County

April 2019 Final Planning / Feasibility Study PIN 0059.28

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LIST OF PREPARERS Group Director Responsible for Production of the Design Approval Document: Karl Rubenacker, PE, Senior Principal, Stantec Description of Work Performed: Directed the preparation of the Study Report in accordance with established standards, policies, regulations and procedures, except as otherwise explained in this document.

Note: It is a violation of law for any person, unless they are acting under the direction of a licensed professional engineer, architect, landscape architect, or land surveyor, to alter an item in any way. If an item bearing the stamp of a licensed professional is altered, the altering engineer, architect, landscape architect, or land surveyor shall stamp the document and include the notation "altered by" followed by their signature, the date of such alteration, and a specific description of the alteration. NYSDOT staff: Joseph Zacharia, PE, Project Manager, NYSDOT, Region 10 Pragna Shah, PE, Project Supervisor, NYSDOT, Region 10


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COVER ............................................................................................................................................................ PROJECT APPROVAL SHEET ..................................................................................................................... i LIST OF PREPARERS .................................................................................................................................. ii TABLE OF CONTENTS ................................................................................................................................ iii

CHAPTER 1 - EXECUTIVE SUMMARY ................................................................................................... 1-1 1.1. Introduction ......................................................................................................................................... 1-1 1.2. Purpose and Need .............................................................................................................................. 1-1

1.2.1. Where is the Project Located? .................................................................................................. 1-1 1.2.2. Why is the Project Needed? ...................................................................................................... 1-4 1.2.3. What are the Goals and Objectives of the Project? .................................................................. 1-8

1.3. What Concept(s) Are Being Considered? ........................................................................................... 1-8 1.4 How will the Concept(s) Affect the Environment? .............................................................................. 1-10 1.5. What Are The Costs & Schedule? .................................................................................................... 1-11 1.6. Which Concepts are Proposed for Further Analysis? ....................................................................... 1-11 1.7. What are the Opportunities for Public Involvement? ........................................................................ 1-11

CHAPTER 2 - PROJECT CONTEXT: HISTORY, TRANSPORTATION PLANS, CONDITIONS AND NEEDS ....................................................................................................................................................... 2-1 2.1. Project History ..................................................................................................................................... 2-1 2.2. Transportation Plans and Land Use ................................................................................................... 2-1

2.2.1. Local Plans for the Project Area ................................................................................................ 2-1 2.2.2. Transportation Corridor ............................................................................................................. 2-3 2.3.1. Operations (Traffic and Safety) & Maintenance ........................................................................ 2-4 2.3.2. Multimodal ............................................................................................................................... 2-18 2.3.3. Infrastructure ........................................................................................................................... 2-22 2.3.4. Potential Enhancement Opportunities ..................................................................................... 2-30

CHAPTER 3 – CONCEPTS ....................................................................................................................... 3-1 3.1. Concepts Considered .......................................................................................................................... 3-1 3.2. Feasible Build Concepts ..................................................................................................................... 3-1

3.2.1. Description of Feasible Build Concepts ..................................................................................... 3-5 3.2.2 Concepts Considered but Eliminated from Further Consideration ............................................. 3-7 3.2.3. Design Criteria for Feasible Build Concept(s) ........................................................................... 3-7

3.3. Engineering Considerations .............................................................................................................. 3-11 3.3.1. Operations (Traffic and Safety) & Maintenance ...................................................................... 3-11 3.3.2. Multimodal ............................................................................................................................... 3-21 3.3.3. Infrastructure ........................................................................................................................... 3-22 3.3.4. Landscape and Environmental Enhancements ....................................................................... 3-24 3.3.5. Miscellaneous .......................................................................................................................... 3-24

CHAPTER 4 - SOCIAL, ECONOMIC AND ENVIRONMENTAL CONDITIONS AND CONSEQUENCES 4-1 4.1 Introduction .......................................................................................................................................... 4-1

4.1.1 Environmental Classification ...................................................................................................... 4-1 4.1.2 Coordination with Agencies ........................................................................................................ 4-1

4.2 Social.................................................................................................................................................... 4-1 4.2.1 Land Use .................................................................................................................................... 4-2 4.2.2 Neighborhoods and Community Cohesion ................................................................................. 4-4 4.2.3 Social Groups Benefited or Harmed ........................................................................................... 4-5 4.2.4 School Districts, Recreational Areas, and Places of Worship .................................................... 4-5

4.3 Economic ............................................................................................................................................. 4-6 4.3.1 Regional and Local Economies .................................................................................................. 4-6

TABLE OF CONTENTS


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4.3.2 Business District Impacts ........................................................................................................... 4-7 4.3.3 Specific Business Impacts .......................................................................................................... 4-7

4.4 Environmental ................................................................................................................................. 4-7 4.4.1 Wetlands ..................................................................................................................................... 4-7 4.4.2 Surface Waterbodies and Watercourses .................................................................................. 4-10 4.4.3 Wild, Scenic, and Recreational Rivers ..................................................................................... 4-13 4.4.4 Navigable Waters ..................................................................................................................... 4-14 4.4.5 Floodplains ............................................................................................................................... 4-15 4.4.6 Coastal Resources ................................................................................................................... 4-17 4.4.7 Groundwater Resources, Aquifers, and Reservoirs ................................................................. 4-17 4.4.8 Stormwater Management ......................................................................................................... 4-19 4.4.9 General Ecology and Wildlife Resources ................................................................................. 4-19 4.4.10 Critical Environmental Areas .............................................................................................. 4-1922 4.4.11 Historic and Cultural Resources ............................................................................................. 4-24 4.4.12 Parks and Recreational Resources ........................................................................................ 4-25 4.4.13 Visual Resources .................................................................................................................... 4-26 4.4.14 Farmlands ............................................................................................................................... 4-27 4.4.15 Air Quality ............................................................................................................................... 4-27 4.4.16 Energy .................................................................................................................................... 4-28 4.4.17 Noise ....................................................................................................................................... 4-28 4.4.18 Asbestos ................................................................................................................................. 4-29 4.4.19 Hazardous Waste and Contaminated Materials ..................................................................... 4-29

4.5 Construction Effects ...................................................................................................................... 4-30 4.5.1 Construction Impacts ................................................................................................................ 4-30 4.5.2 Mitigation Measures ................................................................................................................. 4-30

4.6 Indirect and Secondary Effects ..................................................................................................... 4-30 4.6.1 Indirect Socioeconomic Effects ................................................................................................ 4-30 4.6.2 Social Consequences ............................................................................................................... 4-30 4.6.3 Economic Consequences ......................................................................................................... 4-30

4.7 Cumulative Effects ............................................................................................................................. 4-30


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Appendices

A. Typical Sections

B. Public Involvement (PI) Plan and Input from Stakeholders including Public

C. Traffic Information

D. Existing Subsurface Information


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CHAPTER 1 - EXECUTIVE SUMMARY 1.1. Introduction This Planning / Feasibility Study was prepared in accordance with the NYSDOT Project Development Manual, 17 NYCRR (New York Codes, Rules and Regulations) Part 15, and 23 CFR (Code of Federal Regulations) 771. Transportation needs have been identified (section 1.2.2), objectives established (1.2.3) to address the needs, and cost-effective concepts have been developed (1.3). Future projects evolving from this study are expected to involve federal and state funding. NYSDOT initiated the study to assess the roadway operations at the “Oakdale Merge” section of the Sunrise Highway (NY27) between Heckscher State Parkway and Oakdale-Bohemia Road. The study was performed as existing areas experience congestion during peak travel hours, as well as other operational deficiencies. Therefore, the study identifies and describes both known and potential areas of deficiency and proposes transportation-related improvements to help mitigate the identified deficiencies.

1.2. Purpose and Need

1.2.1. Where is the Project Located?

Sunrise Highway (State Route 27) is an east-west 120-mile-long state highway, extending from Brooklyn in New York City to Montauk Point State Park on Long Island. (See Figure 1.1) East of the Heckscher State Parkway Interchange (Exit 46), in Islip Terrace, Suffolk County, NY27 acts as the primary east–west highway on southern Long Island and every town on the South Shore of Long Island is accessible from Sunrise Highway. The 2-Lane Service Roads that parallel the six-lane highway continuously from North Lindenhurst to Patchogue, and intermittently to the east into Southampton are officially designated, as New York State Route 906C (South Service Road) & 906D (North Service Road).

Figure 1.1: New York State Route 27 – Oakdale Merge Regional Map


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The “Oakdale Merge” section of NY27 is located at the convergence of Sunrise and Montauk Highways, between Connetquot Avenue (Exit 46A) and Pond Road (Exit 47A) in the Town of Islip, Suffolk County (See “Primary Study Area” in Figure 1.2). West of the Oakdale Merge, the Heckscher State Parkway parallels NY 27 and the two roadways have a cumulative 16 lanes of traffic (6 for Heckscher State Parkway, 6 for NY 27 mainline, and 4 for NY 27 Service Roads). This is reduced to a total of 10 lanes on NY 27 east of the Heckscher State Parkway Interchange but prior to reaching the Oakdale Merge. Within the Merge, the number of lanes is reduced to 6 lanes then returns to 10 lanes east of the merge. The merge area is approximately 1.4 miles long and consists of a roadway located at the southern edge of Connetquot River State Park Preserve. This narrow, constrained section of NY27, is a six-lane divided highway lacking the 2-lane service roads that exist at each end of the merge area. Within the study limits, NY27 has interchanges at Connetquot Ave / Heckscher State Parkway (Exit 46), NY27A Montauk Highway (Exit 46A), Pond Road (Exit 47), and Oakdale-Bohemia Road (Exit 48). The corridor is bordered to the north by Connetquot River State Park Preserve, and to the south by Bayard Cutting Arboretum, and there are commercial developments located along the Service Roads to the east near Pond Road. The Primary Study Area for the project is the Sunrise Highway itself, between Exits 46 & 48. A Secondary Study Area was established for purposes of verifying transportation, socio-economic and environmental conditions along the corridor (See Figure 1.2). There are no incorporated villages within the Primary Study Area. Within the study limits, NY Route 27 is a major east-west limited-access expressway which links the western and eastern areas of Long Island, handling approximately 126,200 vehicles per day (AADT), with connections to the Southern State Parkway, Sagtikos Parkway, the LIE and NY 454.

(1) Route number: NY 27 (2) Route name: Sunrise Highway (3) SH (state highway) number and official highway description

a. SH8460 (Heckscher State Parkway to Pond Road) b. SH 52-12 (Pond Road to Oakdale-Bohemia Road) Mainline NY 27: Principal Arterial Expressway Service Roads 906C & 906D: Minor Arterial

(4) BIN# 1059949, 1072300, 1073250 / Large Culverts: C04001, C04002, C04003, C04026 & C04027.

(5) City/Village/Township: Hamlets of Great River, North Great River, Bohemia & Oakdale in the Town of Islip

(6) County: Suffolk (7) Length: 3.0 miles (8) Mile Markers: From RM 27 0705 1145 to RM 27 0705 1165 (9) Other Pertinent Information: AADT 126,200 & 8% Trucks

Figure 1.2: Primary and Secondary Study Areas


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Figure 1.3: New York State Route 27 – Existing Conditions Map


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1.2.2. Why is the Project Needed? The planning / feasibility study is needed for the following reasons:

• To identify and evaluate existing areas of traffic congestion and safety concerns • To propose transportation related improvements to help mitigate identified deficiencies along the

Sunrise Highway (NY27) corridor at the convergence with Montauk Highway (NY27A) at the Oakdale Merge.

• The lack of continuous service roads and suitable nearby alternate routes result in poor traffic operations and capacity issues.

• A combination of ‘wetlands and waterbodies’, the Connetquot River State Park Preserve, a continuous east-west shared use path, the Bayard Cutting Arboretum, a narrow right-of-way (ROW), and the merge with NY 27A/Montauk Highway result in the reduction in capacity of Sunrise Highway (NY27) to three through Mainline lanes from the 5 travel lanes in each direction in this area.

The Oakdale Merge is located one mile east of the Connetquot Avenue interchange in the Town of Islip, Suffolk County, New York. At each end of the Oakdale Merge, the Sunrise Highway (NY27) mainline consists of three lanes in each direction separated by a median with parallel two-lane service roads to the north (NY 906D) and south (NY 906C). A lack of suitable nearby alternate routes further compounds the capacity constraints along the corridor. Veterans Memorial Highway (NY454) and Montauk Highway (NY27A) are the only available diversion routes to the north and south of Sunrise Highway (NY27) at the project location. However, these routes are less desirable since NY 454 intersects NY 27 a distant five miles to the east and NY 27A is a two-lane signalized roadway that passes through adjacent towns. At the approximately 1.4-mile long Oakdale Merge, the Sunrise Highway currently experiences significant congestion and delay during peak travel periods where motorists regularly encounter traffic backups in both the eastbound and westbound direction. Approximately 126,000 vehicles per day (AADT) travel through the Oakdale Merge and the congestion is more prevalent in the westbound direction in the morning peak hours and the eastbound direction in the evening peak hours. In addition, the significant levels of peak period traffic congestion along with poorly visible roadway signage and pavement markings have contributed to more than 600 accidents over the most recent three-year period (2015-2018). The congestion and non-standard and non-conforming features such as narrow shoulders, nonstandard stopping sight distance and non-conforming acceleration/deceleration lanes have contributed to accidents within the study area. Additional capacity and eliminating some of these non-standard and non-conforming features would improve the safety of the corridor. The existing non-standard and non-conforming features are discussed in Section 2.3.3.2. Figures 1.4, 1.5, and 1.6 below show the primary study area and general aerial views of the Oakdale Merge corridor.


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Figure 1.4: Primary Study Area


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Figure 1.5: Existing NY 27 looking west


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Figure 1.6: Existing NY 27 looking east


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1.2.3. What are the Goals and Objectives of the Project? The purpose of this project planning/feasibility study is to identify, evaluate, and document existing conditions and deficiencies along the Sunrise Highway (NY27) corridor between Heckscher Parkway and Oakdale-Bohemia Road in the Town of Islip and to propose feasible concepts that could be incorporated into a scoping document and advance into the design stage. The following objectives have been established to further refine the project goals: Objectives: Improve capacity, reduce congestion and delays by providing additional lanes through the Oakdale Merge, improving the LOS depending on the concept chosen. Minimize capital cost and minimize operational and maintenance cost by choosing the most cost-effective concepts that meet the goals and objectives. Goals: Improve Traffic Operations Develop Cost-effective Transportation Options

1.3. What Concept(s) Are Being Considered? Concepts of varying construction magnitude and cost are identified to address the existing and future transportation needs of the study area and to address the goals and objectives presented in Section 1.2.3. This report evaluates the No-Build Concept, At-Grade widening concepts, and grade separated Viaduct, Bridge and Tunnel Concepts. The concepts to varying degrees, would provide operational and safety improvements at areas where congestion and high accident rates are currently prevalent. Additional possible improvements applicable to all concepts have also been identified. All of these concepts would consider the future background growth projected for Suffolk County and improvements identified in the NYMTC’s Best Practice Model. A description of the concepts considered is summarized below: No-Build Concept: With the No-Build Concept the Sunrise Highway (NY27) corridor would remain unchanged. Traffic operations and safety deficiencies would not be improved, and the goals and objectives of the project would not be met. The No-Build concept is included to establish a baseline of existing and future year operations and to provide a basis for evaluating the effectiveness of the build concepts. Build Concepts: At-Grade Concepts: At-grade concepts that are at the same level of the existing highway have been identified for consideration. These concepts add capacity to the six-lane Oakdale Merge area between Wheeler Road and Pond Road by use of either reversible lanes or added lanes. The at-grade concepts vary in: number of added lanes (none, one, two or four); treatment (standard or non-standard/ shoulders), and configuration (with or without Service Roads). There are also concepts that extend outside the project limits beyond the Heckscher Parkway Interchange. As a result, impacts to adjoining park and wetland areas will vary depending on the concept chosen. Figure 1.7 graphically depicts the approximate limits of these concepts. For a more in-depth discussion of the design criteria see Chapter 3 of this report. Typical sections can be found in Appendix A of this report.


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Figure 1.7: Approximate Limits of At-Grade Concepts Viaduct, Bridge and Tunnel Concepts: These concepts extend from approximately Connetquot Avenue to Pond Road and provide added lanes and increased capacity with an elevated (or depressed) roadway above or below the level of the existing six-lane highway. These concepts also vary in the: number of added lanes (two or four); treatment (standard or non-standard/narrow shoulders), and configuration. There are also concepts that extend outside the project limits beyond the Heckscher Parkway Interchange. Bridge concepts would replace the existing culvert at West Brook Pond with a new bridge. Impacts to adjoining park and wetland areas will vary depending on the concept chosen. Figure 1.8 graphically depicts the approximate limits of these concepts. For a more in-depth discussion of the design criteria see Chapter 3 of this report. Typical sections can be found in Appendix A of this report.

Figure 1.8: Approximate Limits of Viaduct, Bridge and Tunnel Concepts


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Possible Improvements Applicable to all Concepts: Possible improvements have been identified that could be applied to each of the concepts noted above. They include raising the roadway grade at Lower Pond by several feet to reduce the risk of flooding during future major storm events; adding ramp metering and Intelligent Transportation Systems to facilitate traffic flow; lengthening and widening existing highway entrance and exit lanes for improved safety and traffic operations. ROW acquisitions will vary depending on the concept chosen and will be identified further as design is progressed. Discussions relating to critical design elements proposed for the concepts are presented in Section 3.2.6. Concepts to progress, should a project advance into the scoping and preliminary design phases: Each of the concepts was qualitatively screened to determine the effectiveness in meeting the project goals, and objectives, improving safety and improving traffic operations of the Sunrise Highway Corridor. Based on findings of the initial screening, agency input and public comments received during the public information meeting held on November 28th, at-grade, viaduct, and bridge concepts identified are recommended for further analysis in the next (scoping) phase.

1.4 How will the Concept(s) Affect the Environment? Environmental documentation for each of the Concepts will be prepared should a project progress through scoping phase and preliminary design phases I-IV. Anticipated Permits / Certifications / Coordination: The permits and certifications necessary with each concept type will be determined should a project advance further to scoping and preliminary design phases. Examples of the types of permits / coordination that could occur are summarized below: Permits: NYSDEC

• State Pollutant Discharge Elimination System (SPDES) General Permit (GP-0-15-002) • Article 25 Tidal Wetland Permit • Floodplain Variance • Wild, Scenic, Recreational Rivers Permit • Water Quality Certification (Sec 401) of the FWPCA

USACOE

• U.S. Army Corps of Engineers, Section 404 Nationwide Permit #3 - Maintenance Activities in all Waters of the U.S.

• U.S. Army Corps of Engineers, Section 404 Nationwide Permit #33 - Temporary Construction, Access, and Dewatering

• U.S. Army Corps of Engineers, Section 404 Nationwide Permit #14 - Linear Transportation Projects

• U.S. Army Corps of Engineers, Section 404 Nationwide Permit #13 - Bank Stabilization • U.S. Army Corps of Engineers, Section 401/ NYSDEC Title 5 Water Quality Certifications • U.S. Army Corps of Engineers Nationwide Permit #23 - Approved Categorical Exclusion • U.S. Army Corps of Engineers, Section 10 Permit

Coordination • New York State Department of Environmental Conservation (NYSDEC) • New York Natural Heritage Program • Metropolitan Transportation Authority (MTA) / Long Island Rail Road (LIRR) • Federal Highway Administration (FHWA) • New York State Office of Parks, Recreation, and Historic Preservation (SHPO)


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• US Fish and Wildlife Service • Suffolk County Planning Department • Suffolk County Department of Public Works (SCDPW) • Municipality (i.e. Town of Islip) • Public and Private Utility Companies • Coastal Zone Management Consistency (NYSDOS)

Others

• Aquifer Permit • Construction Staging Permit • Construction Solid Waste Disposal Permit • Local Permits • Coastal Zone Erosion Permit

1.5. What Are The Costs & Schedule? The estimated preliminary construction costs for the various concepts will vary depending on the concept chosen. A range of potential costs for the various categories of concepts is provided below: Possible Improvements Applicable to all Concepts: $500k-$10M At-Grade Widening Concepts: $25-250M Bridge and Viaduct Concepts: $250-700M Tunnel Concept: $2-5B ROW Acquisition: TBD (varies depending on the concept) Should a project advance further, schedules for the completion of the scoping phase, preliminary design and design approval phase, contract letting, construction start and construction completion for each concept type will be developed as concept options are evaluated for their feasibility.

1.6. Which Concepts are Proposed for Further Analysis? Further evaluations of the proposed concepts selected for further study will be completed should a project advance into the scoping and preliminary design phases. Concepts considered but eliminated from further consideration are discussed in Section 3.2.2.

1.7. What are the Opportunities for Public Involvement? Further meetings with stakeholders will be held should a project advance into the scoping and preliminary design phases. A public information meeting at the Oakdale-Bohemia Middle School was held on November 28, 2018 with a 30-day comment period to establish an open and ongoing communication with area residents and stakeholders to ensure that the study reflects local and community concerns and goals. Comment sheets were distributed to gain additional feedback on specific areas of concern, transportation-improvement concepts, and quality of life issues. A study website has been established and used as a resource depository, allowing the public to learn more about the study, participate in the online surveys, and gain access to study materials.


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A project hotline (631-952-6929), mailing address (NYSDOT, Region 10, 250 Veterans Memorial Highway, Room 5A-16, Hauppauge, NY 11788), a project e-mail address ([email protected]) and twitter at Twitter@nysdotli will also serve as a communication vehicle for the public to ask about the study and provide input. The following meetings have occurred:

Exhibit 1.7.1 Public Involvement Plan - Schedule of Milestone Dates

Activity Date Occurred / Tentative Elected Officials Briefing November 13, 2018 Public Informational Meeting November 28, 2018 30-Day Public Comment Deadline December 28, 2018 Planning / Feasibility Study Complete February 2019

Refer to Appendix B for Public Involvement (PI) Plan and Input from Stakeholders including Public. Further information regarding this project or contents of this report may be obtained by contacting:

Please include the six-digit Project Identification Number (PIN) 0059.28 Questions and comments Email: [email protected]

telephone: (631) 952-6929

Mailing Address: Oakdale Merge Project Team, PIN 0059.28

New York State Department of Transportation, Room 5A-16 250 Veterans Memorial Highway

Hauppauge, New York 11788

The remainder of this report is a detailed technical evaluation of the existing conditions, the proposed concepts, the impacts of the concepts, copies of technical reports and plans and other supporting information.


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CHAPTER 2 - PROJECT CONTEXT: HISTORY, TRANSPORTATION PLANS, CONDITIONS AND NEEDS This chapter addresses the history and existing context of the project site, including the existing conditions, deficiencies, and needs for this part of the Route 27 corridor.

2.1. Project History This study is being performed due to existing areas of concern, such as locations that consistently experience congestion during peak travel hours, as well as other geometric and operational deficiencies. Therefore, the study identifies and describes both known and potential areas of concern based on existing and anticipated conditions and proposes transportation-related improvements to help mitigate the identified deficiencies. Sunrise Highway (NY 27) at the Oakdale Merge section was originally constructed in the 1930s and upgraded in the 1970s and 1980s. The Oakdale Merge section is located where Sunrise Highway and Montauk Highway (NY 27A) converge near the Connetquot River State Park Preserve. A 1987 Environmental Assessment presented an “Interim” project to provide relief of traffic congestion at the Oakdale Merge until an “ultimate” reconstruction project is implemented. This study involves a Planning & Feasibility Study initiated by NYSDOT to identify and evaluate the existing traffic congestion and safety concerns. The study utilizes the NYMTC’s regional travel demand model, known as Best Practice Model (NYBPM or BPM), in developing future forecasts and assessing improvement concepts that optimize the movement of goods and people in the study area. Recommendations which were found to most effectively achieve the goals and objectives of the project were further defined using HCS traffic analysis, allowing for additional refinement of project concepts. Various concepts may be considered for further study during the scoping phases of preparing a Project Scoping Report (PSR) and Preliminary Design Phases (Phases I-IV).

2.2. Transportation Plans and Land Use

2.2.1. Local Plans for the Project Area 2.2.1.1. Local Comprehensive Plans (“Master Plan”) - This study has reviewed the local comprehensive plan prepared for the Town of Islip. 2.2.1.2. Local Private Development Plans – Islip Pines: Islip Pines is a proposed mixed-use development on approximately 136 acres of land in the Hamlet of Holbrook, Town of Islip, NY. The development is located on a mostly undeveloped plot of land located at the northeast corner of the intersection of NY 27 and NY 454. A final EIS for Islip Pines was filed in February 2013. Under the Conceptual Master Plan for the Town of Islip, the proposed development includes:

• 818,130 square feet of industrial/research space • 491,800 square feet of retail space • 302,820 square feet of office space • 350 residential units • A 200-room hotel • 51,218 square feet of Civic/Recreation Area


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Upon completion, this development is anticipated to generate 521 total trips within the study area during the AM peak hour and 418 total trips within the study area during the PM peak hour. Ronkonkoma Hub: Ronkonkoma Hub is a proposed Transit-Oriented Development on approximately 54 acres just north of the Long Island Railroad’s Ronkonkoma station in Lake Ronkonkoma in the Town of Brookhaven, NY. A final Generic EIS for Ronkonkoma Hub was submitted in April 2014, construction began in 2017 and the first phase of the development is expected to be completed by June 2020. A Maximum Density Plan has been prepared, which includes the following:

• 195,000 square feet of retail space • 360,000 square feet of office space • 1,450 residential units • 60,000 square feet of “flex space”, which may be used for a 120-room hotel

This development is anticipated to generate 155 total trips within the study area during the AM peak hour and 172 total trips within the study area during the PM peak hour period upon completion. Heartland Town Square: Heartland Town Square is a proposed mixed-use development on over 450 acres of land in the Hamlet of Brentwood, Town of Islip, NY. The development is located at the former Pilgrim State Psychiatric Center, east and west of the Sagtikos State Parkway, and south of the Long Island Expressway. A final Generic EIS for Heartland Town Square was submitted in February 2014. The fully built development will include the following:

• 1,030,000 square feet of retail space • 4,039,500 square feet of office space • 9,130 residential units • 215,500 square feet of residential units.

Upon completion, this development is anticipated to generate 223 total trips within the study area during the AM peak hour and 269 total trips within the study area during the PM peak hour. The above three private developments are considered as traffic generators and are included in the future traffic forecast. Figure 2.2.1.2-1 shows the location of the Ronkonkoma Hub, Islip Pines, and Heartland Town Square Developments relative to the project location.


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Figure 2.2.1.2-1 – Local Developments in Relation to the Project Location

2.2.2. Transportation Corridor 2.2.2.1. Importance of the Project Route Segment – Within the study limits, Sunrise Highway (NY27) is a major east-west limited-access expressway which links the western and eastern areas of Long Island with connections to Heckscher State Parkway, Southern State Parkway, Sagtikos Parkway, Montauk Highway and Veterans Memorial Highway (NY 454). The expressway is a major east-west limited access corridor used by commuters traveling between home and work and recreational areas along the South Shore. 2.2.2.2. Alternate Routes – NY 27 provides major access to the Sagtikos Parkway, the Southern State Parkway, NY 454 and Nicolls Road. NY 454 is an east-west connection between NY 27 and I-495 that partially runs to the east and north through the study area but is quite distant from the Oakdale Merge (5 miles) and long travel times make it unsuitable as an alternative route. Montauk Highway is the only local road that provides east-to-west access within the study area but is not suitable as an alternative route since it is only one lane in each direction and bordered by local development that restricts capacity. 2.2.2.3. Corridor Deficiencies and Needs – Due to the limited length of the project limits there are no opportunities for TSM (Transportation System Management) /TDM (Transportation Demand Management) type improvements.


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2.2.2.4. Transportation Plans - This is a planning / feasibility study. 2.2.2.5. Abutting Highway Segments and Future Plans for Abutting Highway Segments - The abutting highway segments of the NY 27 Oakdale Merge segment consist of 3 through lanes in each direction with 2-lane EB and WB service roads adjacent to the mainline. The Regional Planning Group has confirmed that there are no plans to reconstruct or widen the adjoining segments, within the next 20 years. 2.3. Transportation Conditions, Deficiencies and Engineering Considerations

2.3.1. Operations (Traffic and Safety) & Maintenance 2.3.1.1. Functional Classification and National Highway System (NHS) –

Exhibit 2.1 Classification Data

Route(s) NY 27 NY 906C & NY 906D (NY 27 Service Roads)

Functional Classification Urban Principal Arterial Expressway Urban Minor Arterial

National Highway System (NHS) Yes No

Designated Truck Access Route Yes No

Qualifying Highway No No

Within 1 mile (1.6 km) of a Qualifying Highway No No

Within the 16 ft (4.9 m) vertical clearance network

No No

2.3.1.2. Control of Access – Access along NY 27 to the west and east of the Oakdale Merge section is fully controlled with two adjacent service roads in both directions, with interchanges at Connetquot Ave to the west, and Oakdale-Bohemia Road to the east. In the Oakdale Merge Section, access is partially controlled with connections with the service roads, Montauk Highway (NY27A), Pond Road, Wheeler Road, Connetquot River State Park Preserve and the Suffolk County DPW Site. Other roadways within the project limits have partial control of access or uncontrolled access. Should a project advance into the next phases of scoping and preliminary design, the existing control of access, its potential impacts and appropriate course of action will need to be identified depending on the feasible concepts chosen. 2.3.1.3. Traffic Control Devices –


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There are traffic signs along the Sunrise Highway Corridor as well as traffic signals along the Service Roads or their ramps at Connetquot Avenue, Montauk Highway, and Oakdale-Bohemia Road. Exhibit 2.3.1.3.1 lists the traffic signal locations.

Exhibit - 2.3.1.3.1 Traffic Signal Data

Intersection Ownership Phases Coordinated? Pedestrian Crossing Signal?

Connetquot Ave at North Service Rd Ramps/E Roslyn St

Town of Islip

6 Yes No

Connetquot Ave at South Service Rd Ramps/Jericho St

Town of Islip

6 Yes Yes

NY 27 eastbound off ramp at Montauk Highway

NYSDOT 3 Yes No

North Service Rd at Oakdale-Bohemia Rd

NYSDOT 3 Yes

Yes

South Service Rd at Oakdale-Bohemia Rd

NYSDOT 3 Yes Yes

2.3.1.4. Intelligent Transportation Systems (ITS) – Proposed ITS work will be coordinated with the Regional ITS Coordinator when the preferred alternative has been identified (i.e.: Note connecting the ITS Facilities between the Heckscher and Pond Road Oakdale Merge Area will be a priority). NYSDOT Region 10 operates and maintains a state-of-the-art Traffic Information System called INFORM (INformation FOR Motorists) to help improve the mobility and safety of Long Island motorists. It is one of the nation’s largest and most comprehensive Traffic Management Systems and covers most of Long Island’s heavily traveled limited access highways, including the LIE, NSP, Southern State / Heckscher State Parkway and NY 27/Sunrise Highway. This ITS system utilizes road-embedded vehicle sensors as well as Radar, Acoustic, and Video Sensors, over 200 CCTV cameras, traffic signal systems, ramp meters, and other related technologies to provide real-time travel information to motorists via electronic Variable Message Signs (VMS) along the road and various other communication medias. The INFORM system helps motorists make educated traveling decisions, thereby helping to reduce traffic congestion, provide travel time savings, reduce fuel consumption and emissions, and decrease accident rates. The INFORM System is monitored and controlled from a secure Transportation Management Center (TMC) located at 140 Nicon Court in Hauppauge. There are nine weather stations located throughout the region to provide the TMC with real time information on the weather and roadway surface conditions for NYSDOT Highway Maintenance Crews. Supplementing these efforts are HELP (Highway Emergency Local Patrol) teams that provide roadside assistance to stranded motorists during peak travel times. Highway Advisory Radio (HAR), TV and various websites also provide the latest traffic related information to the public. The INFORM System is coordinated with State, County and Local Police, LIRR, MTA LI Bus, Long Beach Bus, Suffolk County Transit Bus, public and private airports and ferry service as well as numerous companies providing Intra-Long Island Service. The Region 10 INFORM System is also integrated with the NYC / NYS Region 11 Joint Traffic Management Center in Long Island City, Queens. The existing INFORM System on the Sunrise Highway (NY27) includes:

• Fiber Optic Trunk Backbone Cables within a 4” PVC with 72 Fiber Cables in a multi-cell intra-duct in the eastbound Sunrise Highway South Service Road shoulder that runs from Exit 47 Pond Road to Patchogue and points beyond. The Existing INFORM System at the NY27 Interchanges with Heckscher Sate Parkway and Connetquot Avenue is fed with a 6 and 12 pair fiber optic cables and coaxial cable drops from nearby PSE&G Poles.

• A Pole Mounted Variable Message Sign (VMS) exists on the westbound NY27 to northbound Heckscher State Parkway outer ramp (i.e.: Replaces a trailer mounted Variable Message Sign which informed motorists of the Heckscher State Parkway’s truck prohibition due to low bridge clearances).


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• Closed Circuit Television (CCTV Cameras) are located at the NY27 Interchanges with the Heckscher State Parkway, Connetquot Avenue and Oakdale-Bohemia Road.

• Adaptive NYSDOT Traffic Signals are located at the Oakdale-Bohemia Road interchange and at other intersections located to the east that can be controlled from the TMC in Hauppauge, and the timing can be modified based on real time traffic conditions.

• Ramp Metering Installations exist at the two NSR Entrance Ramps at Oakdale-Bohemia Road and at the Lakeland Avenue Entrance Ramp (See Attached Plans).

• Traffic Counting Loop Installations on the EB & WB Mainline just west of Westbrook Pond.

Refer to Chapter 3 for a discussion on potential changes to the ITS system under “Possible improvements applicable to all concepts”. 2.3.1.5. Speeds and Delay - Speed data was collected during April 2017 and April 2018. The Regional Traffic Engineer concurred with the design speed of 70 mph on the NY 27 mainline and 45 mph on the Service Roads on June 27, 2018. Peak hour speeds shown in Exhibit 2.3.1.5 are based on travel time runs conducted on April 11, 2018. Average speeds on the NY 27 Mainline and Service Roads are based on travel time runs covering 4.3 miles between Carleton Avenue and Locust Avenue. Service Road average speeds are based on Service Road mileage only; they do not include speeds through the Oakdale Merge where Service Roads do not exist. The Service Road does not exist for 1.3 miles in the eastbound direction and 0.9 miles in the westbound direction. Refer to Appendix C of this report for the design speed justification memo.

Exhibit - 2.3.1.5 Speed Data

Route NY 27 Mainline NY 27 Service Roads Direction Eastbound Westbound Eastbound Westbound

Existing Posted Speed Limit (mph) 55 45

Operating Speed (mph) and Method Used for Measurement

70 45 (85th Percentile Speed) (Maximum Functional

Class Design Speed)

Peak hour AM Speed (mph), 7-8 AM 62 47 41 43 Peak hour PM Speed (mph), 4:45-5:45

PM 26 39 31 51

2.3.1.6. Traffic Volumes – Traffic data was obtained in the year 2018 and supplemented by 2017 traffic data as well as traffic data from various years obtained from the NYSDOT Traffic Data Viewer. This report evaluates concepts at their estimated Time of Completion (ETC) and at their design year. The ETC analysis year of 2027 was selected based on typical durations for completing a project with similar complexity. The design year of ETC+20 (2047) was selected for the evaluation of at-grade concepts based on guidance from the NYSDOT Project Development Manual. Future year traffic volumes were developed using the New York Metropolitan Transportation Council’s Best Practice Model. A background growth rate of 0.69 percent per year was applied to 2018 traffic volumes to develop future traffic volumes in 2027 and 2047. Refer to Appendix C of this report for the selection of analysis years technical memo which was approved by NYSDOT’s Regional Planning Group on June 29, 2018.


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Future year traffic volumes also considered the opening of three planned developments in the town of Islip: Ronkonkoma Hub, Islip Pines, and Heartland Town Square. The traffic generation from the Environmental Impact Statements’ Traffic Impact Studies for these developments was added to the traffic flow diagrams after applying the background growth factor. Appendix C details the amount of traffic generated from these developments that enters the study area. East and west of the Merge, the NY 27 corridor has the capacity to serve its entire vehicular demand during peak periods. Without Service Roads at the Merge, however, the corridor’s capacity cannot satisfy the entire peak period demand. Figure 2.3.1.6 shows the estimated capacity of NY 27 eastbound within the study area and the weekday eastbound PM demand within and outside the Merge.

0

2000

4000

6000

8000

10000

Outside Merge Within Merge

Capa

city

(Veh

icles

/Hou

r)

Service Road

Mainline

2 Lanes

3 Lanes 3 Total Lanes

EB PM Demand(7600 vehicles/hour)

Figure 2.3.1.6 – Estimated Capacity of NY 27 eastbound within Study Area

Refer to Appendix C of this report for traffic flow diagrams. 2.3.1.6. (1) Existing traffic volumes and future No-Build design year traffic volume forecasts – Refer to Exhibits 2.3.1.6-1 through 2.3.1.6-3 for a summary of existing and forecasted traffic data. The hourly data in these exhibits is based on unconstrained demand at a free-flow location upstream of the merge. Refer to Appendix C for a summary of peak hour traffic data based on throughput volumes near the merge. The AM peak hour is 7-8 AM and the PM peak hour is 4:45-5:45 PM. A discussion of the peak hour determination is included in Appendix C. The Estimated Time of Completion (ETC)+20 design year was selected for the no-build scenario per PDM Appendix 5. School buses routinely pass through the Oakdale merge. Public school students typically live on the same side of the Oakdale merge as their school, indicating that most school buses using the merge are traveling without passengers between their routes and the depot.


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Exhibit - 2.3.1.6-1

Traffic Data Route NY 27 NY 27 Service Roads Directional Distribution (weekday) 53% eastbound, 47% westbound 50% eastbound, 50% westbound Peak Hour Factor 0.77 - 0.95 0.70 - 0.97 Peak Hour % Trucks 8% AM, 8% PM 4% AM, 4% PM % Daily Trucks 8% 5%

Exhibit - 2.3.1.6-2

Existing and Forecast Two-Way Traffic Demand - NY 271

Route From Heckscher State Pkwy to Connetquot Ave

From Providence Dr to Connetquot State Park At Oakdale-Bohemia Road

Year ADT AM Peak Hour

PM Peak Hour ADT AM Peak

Hour PM Peak

Hour ADT AM Peak Hour

PM Peak Hour

Existing (2018) 96600 7960 7180 152700 12550 13890 131700 10680 12100

ETC (2027) 103900 9110 8270 163900 14190 15580 141500 12190 13660

ETC+20 (2047) 117300 10210 9260 185000 15920 17490 159700 13660 15330

Exhibit - 2.3.1.6-3 Existing and Forecast Two-Way Traffic Demand - NY 27 Service Roads

Route NY 27 Service Roads at Connetquot Ave

NY 27 Service Roads At Oakdale-Bohemia Road

Year ADT AM

Peak Hour

PM Peak Hour ADT

AM Peak Hour

PM Peak Hour

Existing (2018) 65900 4450 5920 11500 1200 1260

ETC (2027) 70200 4850 6380 12200 1280 1360

ETC+20 (2047) 79200 5460 7200 13800 1450 1530

1 Forecasted traffic includes a 0.69% background annual linear growth rate plus additional traffic generated by three future developments: Islip Pines, Ronkonkoma Hub, and Heartland Town Square.


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Exhibit - 2.3.1.6-4 Existing and Forecast

Two-Way Traffic Volumes - NY 27A

Route NY 27A Montauk Hwy at Connetquot River State Park

Year ADT AM

Peak Hour

PM Peak Hour

Existing (2018) 18400 1210 1640

ETC (2027) 19500 1260 1760

ETC+20 (2047) 22100 1420 1990

2.3.1.7. Level of Service and Mobility - 2.3.1.7. (1) Existing level of service and capacity analysis – Capacity analysis, a procedure used to estimate the traffic-carrying ability of roadway facilities over a range of defined operating conditions, was performed using the Highway Capacity Manual 6th Edition (HCM v 6.0) and Highway Capacity Software, Version 7 (HCS7) for mainline and service road segments along the entire NY 27 corridor. These analyses include analyses of merge, diverge and weaving segments along the NY 27 corridor. Signalized intersections capacity analyses were performed using Synchro, Version 10. 2.3.1.7. (2) Future No-Build design year level of service – Capacity analyses were also performed for both 2027 (ETC) and 2047 (design year for at-grade concepts, ETC+20). Results of the existing and future year HCS capacity analyses on the NY 27 mainline and service roads are summarized in Exhibits 2.3.1.7.1a through 2.3.1.7.1d. Per the HCM v 6.0, demand flow rates were used for these capacity analyses. Congestion at the merge prevents some vehicles from reaching downstream segments during the peak hour, causing traffic volumes in these segments to be lower than demand. Appendix has capacity analysis results based on these lower volumes in segments downstream of the merge. Results of the existing and future year HCS capacity analyses at signalized intersections in the study area are summarized in Exhibits 2.3.1.7.2a through 2.3.1.7.2b.


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Exhibit - 2.3.1.7-1a Freeway Existing and Forecast Level of Service, AM Peak Hour/PM Peak Hour

NY 27 Sunrise Highway Corridor

LOCATION EXISTING

2018 (AM/PM)

ETC NO BUILD

2027 (AM/PM)

ETC+20 NO BUILD

2047 (AM/PM)

WESTBOUND - NY 27 Sunrise Highway Heckscher State Parkway D/D E/D E/E West of Lower Pond F/F F/F F/F Near Eagle Circle F/F F/F F/F At Oakdale-Bohemia Road F/D F/E F/F East of Oakdale-Bohemia Road E/D F/E F/E

EASTBOUND - NY 27 Sunrise Highway Heckscher State Parkway E/E F/F F/F West of Wheeler Road E/D F/E F/F West of Lower Pond E/F F/F F/F Near Sunrise Toyota E/F F/F F/F Near Meredith Lane D/F F/F F/F East of Oakdale-Bohemia Road D/F E/F F/F

WESTBOUND - NY 27 North Service Road West of Heckscher State Parkway B/B B/B B/B Between NB Heckscher State Parkway Ramps A/B A/B B/B Between Connetquot Avenue Ramps D/D D/D E/E

EASTBOUND - NY 27 South Service Road West of Heckscher State Parkway A/C A/C A/C Near Sunrise Toyota A/A A/A A/A


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Exhibit - 2.3.1.7-1b Merge Existing and Forecast Level of Service, AM Peak Hour/PM Peak Hour


LOCATION EXISTING

2018 (AM/PM)

ETC NO BUILD

2027 (AM/PM)

ETC+20 NO BUILD

2047 (AM/PM)

WESTBOUND - NY 27 Sunrise Highway Merge from Providence Drive F/F F/F F/F Merge from Pond Road F/F F/F F/F Merge from North Service Road near Cori Lane F/D F/E F/F Merge from North Service Road east of Oakdale-Bohemia Road E/D F/E F/F

EASTBOUND - NY 27 Sunrise Highway Merge from South Service Road east of Wheeler Road E/F F/F F/F

WESTBOUND - NY 27 North Service Road Merge from Connetquot Avenue C/C C/C D/D

EASTBOUND - NY 27 South Service Road Merge from Heckscher State Parkway NB C/D C/D C/F Merge from Wheeler Road B/C B/C B/D Merge from Montauk Highway B/B B/B B/B Merge from Sunrise Highway east of Oakdale-Bohemia Road A/A A/A A/B


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Exhibit - 2.3.1.7-1c Diverge Existing and Forecast Level of Service, AM Peak Hour/PM Peak Hour


LOCATION EXISTING

2018 (AM/PM)

ETC NO BUILD

2027 (AM/PM)

ETC+20 NO BUILD

2047 (AM/PM)

WESTBOUND - NY 27 Sunrise Highway Diverge to North Service Road near Providence Drive F/F F/F F/F

Diverge to Providence Drive F/F F/F F/F EASTBOUND - NY 27 Sunrise Highway

Diverge to Montauk Highway E/F F/F F/F Diverge to South Service Road near Montauk Place E/F F/F F/F

Diverge to South Service Road near Pond Road D/F E/F F/F WESTBOUND - NY 27 North Service Road

Diverge to Heckscher State Parkway NB C/C F/C F/D Diverge to Connetquot Avenue C/C C/C C/D Diverge to Pond Road A/A A/A A/A Diverge to Sunrise Highway near Christine Lane A/A A/A B/A

Diverge to Sunrise Highway east of Oakdale-Bohemia Road B/B B/B B/B

EASTBOUND - NY 27 South Service Road Diverge to Heckscher State Parkway SB A/B A/C A/C Diverge to Connetquot Avenue B/D C/D C/F

Exhibit - 2.3.1.7-1d

Weave Existing and Forecast Level of Service, AM Peak Hour/PM Peak Hour NY 27 Sunrise Highway Corridor

LOCATION EXISTING

2018 (AM/PM)

ETC NO BUILD

2027 (AM/PM)

ETC+20 NO BUILD

2047 (AM/PM)

EASTBOUND - NY 27 Sunrise Highway At Oakdale-Bohemia Road C/E D/E E/F

WESTBOUND - NY 27 North Service Road At Heckscher State Parkway A/A A/A A/B

EASTBOUND - NY 27 South Service Road At Heckscher State Parkway B/D B/E C/F From Heckscher State Parkway NB On-Ramp to Sunrise Highway EB C/F D/F F/F

Between Connetquot Avenue and Wheeler Road A/E B/E B/F

Near Meredith Lane A/A A/A A/A


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Exhibit - 2.3.1.7-2a Signalized Intersection Existing and Forecast Level of Service and Delays (sec)

(AM Peak Hour) YEAR EB WB NB SB Overall

Connetquot Avenue at East Roslyn Street Existing (2018) C (21.8) C (24.7) C (21.9) C (23.4) C (22.9) ETC No-Build (2027) C (20.6) C (24.0) C (25.8) C (29.7) C (26.7) ETC+20 No-Build (2047) C (20.5) C (24.5) C (34.3) D (38.6) C (33.3)

Connetquot Avenue at Jericho Street Existing (2018) C (20.9) C (21.6) C (24.6) C (28.6) C (26.0) ETC No-Build (2027) C (21.1) C (21.7) C (25.0) C (33.0) C (28.3) ETC+20 No-Build (2047) C (21.1) C (22.0) C (27.2) D (43.8) C (34.5)

Montauk Highway at Sunrise Highway EB Off-Ramp Existing (2018) C (21.0) A (5.8) A (8.2) A (9.9) ETC No-Build (2027) C (21.8) A (5.8) A (8.5) B (10.3) ETC+20 No-Build (2047) C (23.4) A (5.9) A (9.2) B (11.2)

Oakdale-Bohemia Road at North Service Road Existing (2018) B (16.7) B (14.3) B (11.2) B (14.7) ETC No-Build (2027) B (17.0) B (16.6) B (11.3) B (16.0) ETC+20 No-Build (2047) B (17.7) B (19.6) B (11.4) C (17.9)

Oakdale-Bohemia Road at South Service Road Existing (2018) C (20.3) B (12.1) B (11.8) B (14.7) ETC No-Build (2027) C (21.2) B (12.2) B (12.1) B (15.1) ETC+20 No-Build (2047) C (24.0) B (12.4) B (12.3) B (16.3)


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Exhibit - 2.3.1.7-2b Signalized Intersection Existing and Forecast Level of Service and Delays (sec)

(PM Peak Hour) YEAR EB WB NB SB Overall

Connetquot Avenue at East Roslyn Street Existing (2018) C (27.2) C (26.7) B (16.8) D (54.5) C (34.8) ETC No-Build (2027) C (28.6) C (27.2) B (17.2) E (72.0) D (42.0) ETC+20 No-Build (2047) C (32.5) C (28.4) B (19.4) F (143.1) E (71.2)

Connetquot Avenue at Jericho Street Existing (2018) C (27.4) C (26.6) C (22.4) E (55.2) D (39.5) ETC No-Build (2027) C (27.7) C (26.7) C (23.3) F (83.5) D (54.0) ETC+20 No-Build (2047) C (28.2) C (27.0) C (25.5) F (148.6) F (87.3)

Montauk Highway at Sunrise Highway EB Off-Ramp Existing (2018) C (27.8) A (5.9) A (4.8) A (8.7) ETC No-Build (2027) C (29.8) A (5.9) A (4.7) A (9.0) ETC+20 No-Build (2047) C (34.9) A (6.1) A (4.7) B (9.9)

Oakdale-Bohemia Road at North Service Road Existing (2018) B (18.6) B (12.8) B (11.6) B (14.8) ETC No-Build (2027) B (19.7) B (13.6) B (11.7) B (15.7) ETC+20 No-Build (2047) B (21.5) B (16.8) B (11.9) B (17.7)

Oakdale-Bohemia Road at South Service Road Existing (2018) B (18.6) B (12.2) B (11.5) B (13.9) ETC No-Build (2027) B (19.3) B (12.3) B (11.7) B (14.3) ETC+20 No-Build (2047) C (21.1) B (12.6) B (12.4) B (15.2)

2.3.1.8. Safety Considerations, Accident History and Analysis – Most recently available accident data from February 1, 2015 through January 31, 2018 were analyzed in accordance with NYS Highway Design Manual Chapter 5 in 2018 on NY 27 for 4.2 miles from reference marker 27 0705 1133 (Park Place) to reference marker 27 0705 1174 (Locust Avenue). The overall accident rate for this segment of the mainline NY 27 is 0.92 accidents per million vehicle miles (acc/mvm) during the aforementioned 3-year period. This is below the Statewide accident rate for similar facilities, which is 1.26 accidents per million vehicle miles (acc/mvm). There are eight accident locations with higher crash rates than the State average within the study area. All locations refer to a combination of eastbound and westbound traffic:

• NY 27 at Heckscher State Parkway (reference marker 27 07051139) • NY 27 at Connetquot Avenue (reference marker 27 07051143) • NY 27 west of West Brook (reference marker 27 07051150) • NY 27 near Twin River Drive (reference marker 27 07051155) • NY 27 near Sunrise Toyota (reference marker 27 07051158) • NY 27 west of Pond Road (reference marker 27 07051160) • NY 27 at Oakdale-Bohemia Road (reference marker 27 07051168) • NY 27 east of Ocean Avenue (reference marker 27 07051173)


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There are five Safety Deficient Locations within the study area: • NY 27 at Heckscher State Parkway (reference marker 27 07051139) • NY 27 east of Connetquot Avenue (reference marker 27 07051144) • NY 27 at east of Providence Drive (reference marker 27 07051149) • NY 27 at Diverge to Montauk Hwy (reference marker 27 07051152) • NY 27 at Smithtown Ave (reference marker 27 07051178)

Additionally, there is one Priority Investigation Location within the study area on NY 27 east of Providence Drive (reference marker 27 07051150). There are no Priority Investigation Intersections within the study area. Most accidents in the study area are rear end accidents, which are more likely on congested roadways such as NY 27 at the Oakdale Merge during peak hours. Overtaking and merging accidents are also common on congested roadways. Predominant accident types for the Sunrise Highway within the study area are shown in Exhibit 2.3.1.8.1. An accident analysis including an accident summary and recommendations for improvements is in Appendix C.

Exhibit - 2.3.1.8.1 Collision Summary

NY 27, From Park Place to Locust Avenue Type of Collision Number Percentage

Rear End 312 51 Collision with a Fixed Object/Other 162 27

Overtaking/Merging 133 22 Total Accidents 607 100

2.3.1.9. Existing Police, Fire Protection and Ambulance Access - There are a number of police buildings / institutions within the secondary study area, namely a Suffolk County Police Academy, Harbor Police Department, NY State Police Department, Suffolk County Police Department, Harbor Police Department and Islip Law Enforcement. There are a number of fire departments within the secondary study area, specifically: West Sayville, Islip Terrace, East Islip, and MacArthur Airport Fire Departments. Also, there are ambulance services within the secondary study area; Central Islip, Exchange, and Community Ambulance. See figure 2.3.1.9 for locations within project area of study.


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Figure 2.3.1.9: Existing Medical, Education and Emergency Facilities 2.3.1.10. Parking Regulations and Parking Related Conditions – There are no areas regulated by parking restrictions within the primary study area. Parking on limited access highways is restricted by law within the project limits. 2.3.1.11. Lighting – There is no street lighting on the mainline Sunrise Highway (NY27) or Service Roads within the primary study area except for limited street lighting at the following Interchanges:

• Heckscher State Parkway • Montauk Highway • Pond Road • Oakdale-Bohemia Road


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2.3.1.12. Ownership and Maintenance Jurisdiction –

Exhibit - 2.3.1.12.1 Existing Maintenance Jurisdiction - NYSDOT

Highway Limits Feature(s) being Maintained Agency Authority

NY27 Sunrise Highway Mainline

Heckscher State Parkway to Oakdale-

Bohemia Road

Pavement

New York State

Department of Transportation

Highway Law Section 12

Median Barrier and Guiderail Drainage System

Overhead Sign Structures Landscaping

Shoulders Pavement Markings

Culverts Snow and Ice Control ITS Inform Equipment

NY27 North Service

Road

Wheeler Road to Heckscher

State Parkway

Oakdale-Bohemia Road to Pond Road

Pavement and Markings

New York State




Shoulders Curbs

Drainage System Landscaping

Fencing and ROW Fencing Median Barrier and Guiderail

Signage Overhead Sign Structures

Snow and Ice Control

NY27 South Service

Road

Heckscher State

Parkway to Wheeler Road

Montauk

Highway to Oakdale-

Bohemia Road

Pavement and Markings

New York State




Shoulders Curbs

Drainage System Landscaping

Fencing and ROW Fencing Median Barrier and Guiderail

Signage Overhead Sign Structures

Snow and Ice Control


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Exhibit - 2.3.1.12.2 Existing Maintenance Jurisdiction - Town of Islip

Highway Limits Feature(s) being Maintained Agency Authority

NY27 North Service

Road

Wheeler Road to Heckscher

State Parkway

Oakdale-Bohemia Road to Pond Road

Sidewalks

Town of Islip



NY27 South Service

Road

Heckscher

State Parkway to Wheeler

Road

Montauk Highway to Oakdale-

Bohemia Road

Sidewalks

Town of Islip



2.3.2. Multimodal 2.3.2.1. Pedestrians – An existing 10’ wide shared use path (SUP) for pedestrians and bicyclists exists on the north side of the project corridor. From Connetquot Ave, the SUP runs parallel to the exit ramp from the WB Service Road, then along WB NY 27. It continues parallel to WB NY 27 within highway ROW and Park property through the Oakdale Merge Section until reaching Pond Road. The SUP crosses Pond Road and then runs along the North Service Road sidewalk and right shoulder for the remainder of the project limits. It is anticipated that widening or major rehabilitation of Oakdale Merge concepts will allow for an increased width of the SUP to 13’ or wider as recommended by Highway Design Manual chapter 17. ADA pedestrian specific accommodations will be provided. 2.3.2.2. Bicyclists – See section 2.3.2.1 for discussion. 2.3.2.3. Transit – The primary and secondary study areas are served by multiple public transit services, including the LIRR commuter rail and Suffolk Country Transit Bus (SCTB) services. LIRR is owned and operated by the Metropolitan Transportation Authority (MTA) and connects passengers to Manhattan, Brooklyn, Queens, and the Hamptons and eastern Long Island. Nearby stations include Great River and Oakdale. Large areas of the secondary study area are served by SCTB routes. These routes service major retail and employment centers in the study area, operating Monday through Saturday, with limited service on Sundays. Several bus routes connect to LIRR stations to allow for continuing service further east or west. No bus routes or stop are located on the Sunrise Highway (NY27) Mainline or Service Roads. There are


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two bus routes (3C and 40) that utilize Connetquot Avenue and Montauk Highway near the primary study area (see Figure 2.3.2.3 below)

Figure 2.3.2.3 – Suffolk County Transit Bus Route Map 2.3.2.4. Airports, Railroad Stations, and Ports – There are no airports or ports within the primary or secondary study areas; however, there are three nearby airports that serve the community.

• Long Island MacArthur Airport is a commercial airport owned and operated by the Town of Islip in Ronkonkoma located approximately 1 mile from the merge area to the north of Sunrise Highway (NY27). The airport serves over 5,000 passengers per day through two commercial airlines and multiple general aviation services. A dedicated shuttle bus connects the airport to the Ronkonkoma branch of LIRR.

• Brookhaven Calabro Airport is a general aviation airport located approximately 20 miles east of the primary study area in Shirley, NY. The airport is owned by the Town of Brookhaven and handles more than 135,000 annual operations. Three fixed-based operators (FBOs) offer services at the airport.

• Republic Airport is a general aviation airport located approximately 10 miles west of the primary study area in Farmingdale. The airport is owned by NYSDOT. There are over 180,000 annual operations at the airport, served by two FBOs and multiple aircraft and helicopter charters.

2.3.2.5. Access to Recreation Areas (Parks, Trails, Waterways, State Lands) – Within the primary study area, the Sunrise Highway (NY27) Corridor provides access to Connetquot River State Park Preserve, and Bubbles Falls (NYSDEC Fishing Access Site). The access to Connetquot River State Park Preserve has severe geometric deficiencies and would be improved as part of most concepts. Access to Bubbles Falls is provided by the adjacent Montauk Highway and would be maintained as part of all concepts. The Bayard Arboretum is located just to the south of the primary study area with access


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via the Montauk Highway. Heckscher State Park is located to the southwest of the primary study area and is accessed by the Heckscher Parkways. Coordination with NYS Parks and NYSDEC will continue through the design development phases. Figure 2.3.2.5 shows Fishing Sites located within the Connetquot River State Park Preserve.


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Figure 2.3.2.5: Connetquot River Fishing Sites


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2.3.3. Infrastructure 2.3.3.1. Existing Highway Section – Within the primary study area, there are three typical highway sections for NY 27/Sunrise Highway.

1) Heckscher Parkway to Wheeler Road and Pond Road to Oakdale-Bohemia Road: Three mainline lanes (EB & WB) and 2 two-lane service roads (EB & WB).

2) Exit 47 to Pond Road: Three mainline lanes (EB & WB) and a single two-lane service road in the eastbound direction.

3) Wheeler Road to Exit 47: Three mainline lanes in each direction (EB & WB). See Typical Sections in Appendix A.

Figure 2.3.3.1.1: Typical Section within “Oakdale Merge” area.

Figure 2.3.3.1.2: Typical Section within “Oakdale Merge” area.


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Figure 2.3.3.1.3: Typical Section outside “Oakdale Merge” area.

Figure 2.3.3.1.4: Critical Section at West Brook Pond.

Figure 2.3.3.1.5: Critical Section at Bubbles Falls. 2.3.3.2. Geometric Design Elements Not Meeting Minimum Standards – Along the Sunrise Highway (NY27) and the Sunrise Highway Service Roads there are several non-standard geometric design elements that range from shoulder widths to superelevation rates not meeting the desired criteria as follows: Sunrise Highway (NY 27) – Design Speed – 70 MPH Median and Left Shoulders: Along the corridor the median width varies between 6.5 and 16 feet based upon the median treatment (i.e. median barrier, guiderail, etc.) resulting in a less than minimum median left shoulder width of 2.5 feet to 7 feet. The standard left shoulder is 10 feet. Right Shoulders: The right shoulder width varies along the corridor due to adjacent constraints such as wetlands, culverts, and vegetation. Right shoulder width in both directions varies between 2 feet and 10 feet. The standard right shoulder is 10 feet.


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Lane width: Lane widths are generally 12’ wide but narrow to 11’ wide (both EB & WB) at West Brook Pond. The standard lane width is 12’. The deceleration and acceleration lanes at Connetquot State Park are a maximum of 9’ wide (and varies). Horizontal Stopping Sight Distance (SSD): Standard SSD for a 70-mph design speed is 730 feet. Due to narrow shoulders and concrete median barriers, the SSD at most horizontal curves (from the left lane) are non-standard. Stopping Sight Distance (SSD) at Crest Curves: Standard SSD for a 70-mph design speed is 730 feet. The stopping sight distance of crest curves on the existing Sunrise Highway fall into the range of 65-70 mph design speed (SSD of 645 feet and 730 feet, respectively). Cross Slope: The travel lane cross slope varies from the standard requirements of 3/16” /ft to 1/4” /ft (1.5% to 2%), with an existing cross slope that varies (including sections at 1/8”/ft) due to previous widening and reconfiguration projects. Superelevation Rate: The existing NY27 mainline does not meet current guidelines for superelevation at several locations as the existing pavement superelevation varies. Required super based on 70 mph design speed is in the range of 2% to 6%. Sunrise Highway (NY 27) – North and South Service Roads – Design Speed - 45 MPH Cross Slope: The travel lane cross slope varies from the standard requirements of 3/16” /ft to 5/16” /ft (1.5% to 2.5%), with an existing cross slope that varies due to previous widening and reconfiguration projects Superelevation Rate: The existing NY27 Service Roads do not meet current guidelines for superelevation at several locations as the existing pavement superelevation varies due to previous widening and reconfiguration projects. Required super based on 45 mph design speed is in the range of 2% to 4%. 2.3.3.2.(1) Other Design Parameters - Along the Sunrise Highway (NY27) and the Sunrise Highway Service Roads there are several non-conforming geometric design elements that include short acceleration and deceleration lengths and non-conforming sag curve stopping sight distance not meeting the desired criteria. There are also multiple access points to and from NY 27 including Wheeler Road and Providence Drive that have short acceleration and deceleration lengths. Horizontal Clearance: The existing horizontal clearance of NY 27 at West Brook Pond is less than the minimum requirements of 10 feet both right and left (1.5’-2.5’). The general requirement of 15 feet (without a barrier) and 10 feet (with barrier) at all other locations is often not met due to non-standard shoulder widths and adjacent barriers. 2.3.3.3. Pavement and Shoulder - Within study limits, the roadway is a combination of reinforced concrete, composite and full depth asphaltic pavement, which is currently being rehabilitated and resurfaced under Contract D263713 (2018). It should also be noted that in 1995 the merge area was reconstructed under Contract D256751 which included new guiderail, concrete median barrier, pavement repairs and up to 36” of asphalt to correct superelvation on the curved mainline roadway sections. In 2001 a 10’ wide Shared Use Path was constructed between Connetquot Avenue and Oakdale-Bohemia Road (i.e.: SUP pavement section was 4” Asphalt on 4” subbase).


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2.3.3.4. Drainage Systems -

The Connetquot River (AKA Great River) is six-miles-long, is recognized by the State as a wild, scenic and recreational river (See Chapter 4), and is particularly known for its brook, brown and rainbow trout fly fishing. The Connetquot River watershed is located both north and south of the Oakdale Merge / NY27 “pinch point”. This watershed area encompasses approximately 4,500 acres (7 square miles), which includes all the Connetquot River from Nicoll’s Bay to its headwaters just south of the LIE, in Lakeland County Park, where it is known as Connetquot Brook. The watershed includes all lands within the Connetquot River State Park Preserve, adjoining tidal wetlands to the south of NY 27, as well as undeveloped uplands outside of the park, including the State-owned Bayard Cutting Arboretum. The river is fed by several small natural cold-water streams originating from groundwater sources, including West Brook, Connetquot Brook and Rattlesnake Brook, which are all individually piped beneath NY27/Sunrise Highway within the merge area via large culvert structures. The entire Connetquot River watershed habitat represents the largest undeveloped contiguous area within Suffolk County and covers an entire river watershed including ponds, freshwater wetlands, and extensive forested areas. Salt marsh / tidal creek wetlands are found near the mouth of river at the Great South Bay.

Connetquot River Culvert Structures: There are several culvert structures that were constructed and modified between the 1930’s & 1990’s as the Merge Area transformed. These Culverts act as equalizers between the upper ponds / streams and the lower tidal wetlands. Of note are the shallow larger culverts under NY27 as follows:

1. West Brook Pond Culvert: 12.5” H x 10’ W constructed in the 1930’s and modified in 2001 under Contract D259005 to provide a Suspended Metal Catwalk to carry the LI Greenbelt Trail.

2. Middle Brook Pond Culvert: 6.5’ H x 18’W constructed in the 1930’s and lengthened in 1952, to accommodate the separation of the Sunrise & Montauk Highways (FASH 52-12).

3. Rattlesnake Creek Culvert: Single & Twin 60” RCP Pipes constructed in 1952 to accommodate the easterly Connetquot River Watershed when Sunrise Highway was extended to East Patchogue.

Drainage Systems: There are three separate NY27 / Sunrise Highway closed drainage systems within the Primary Oakdale Merge Study Area as follows:

1. Contract D964780: Wantagh Ave to Wheeler Road (1980): Enclosed Drainage System Drains to Recharge Basins #11 & #12 at the Connetquot / NY27 Interchange (No Discharge into Connetquot River Watershed).

2. Contract D256751: Wheeler Road to Pond Road (1995): Portion of NY27 & NY27A Drains to Recharge Basis at SB NY27 Exits 46A & 47. (Overflow Discharge into Connetquot River Watershed due to Existing Culvert Elevation Restrictions).

3. Contract D256477: Pond Road to Lakeland Avenue (1994): Enclosed Drainage System Drain to Red Maple Swamp & RCB #325 at Pond Road and RCB’s #297, 299 & 300 at Oakdale-Bohemia Road (No Discharge into Connetquot River Watershed).

2.3.3.5. Geotechnical – As-Built plans show that existing structures were founded on spread footings with a 2.5 Tons Per SF allowable soil bearing pressure for piers and a 3.0 Tons per SF allowable soil bearing pressure for abutments. Available Soil Boring Logs are included in Appendix D. The soil logs show mostly course to fine sand with some silt and fine gravel. The top 6” to 12” was recorded as top soil and at the time, ground water was noted approximately 5.5’ below the ground surface at the lower elevations near the Oakdale Merge area.


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2.3.3.6. Structures – There are four existing structures located within the primary study limits. See Exhibit 2.3.3.6 below.

No work is proposed on the existing bridges that span NY 27 within the project limits. Some of the various concepts would impact the existing shared use path structure – this bridge would be replaced in these concepts. For the possible improvements applicable to all concepts, no new bridge work is proposed. No new bridge work is proposed for the at-grade widening concepts. The viaduct and bridge concepts would construct new structures along the project corridor. See Chapter 3 for a further discussion of potential new structures. 2.3.3.7. Hydraulics of Bridges and Culverts – There are three culverts over waterways within the project limits. See Section 2.3.3.4 for a discussion of these culverts. These culverts are:

• West Pond (C040003) • Lower Pond (C040001) • East Pond (C040006)

There are no dams in the vicinity of the project that would be adversely affected. See Figure 2.3.3.7 for photos of the existing culverts.

Location Description BIN Year

Built Type Aesthetic

Treatment / Integrity

Vertical Clearance

(FT) No. of Spans

Bridge Length

(FT)

Total No. of Lanes

Sidewalk (Y / N)

Shoulder (FT)

State Condition

Rating

Heckscher State Pkwy over NY 27

1059860 1960

Steel- Continuous -

Stringer/Multi-Beam or Girder

Stone Facing 14'-9" 4 212 8 N 4 (Both) 6.016

Connetquot Ave over NY

27 1072300 1983

Steel Continuous -


None 15’-0” 3 269 3 Y None 6.222

Oakdale Bohemia Rd over NY 27

1073250 1997

Steel Continuous -


None 15’-6” 2 353 5 Y 2-3 (Both) 4.866

Shared Use Path over

West Brook Pond

None N/A 1 330 N/A Y N/A


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West Pond Culvert Headwall (Two 8” HP Gas Mains) West Pond 12.5’ H x 10’ W Culvert & Hung Metal Catwalk

Lower Pond Culvert Headwall (6.5’ H x 18’ W) Culverts at Lower Pond (LIRR & NY27 & 27A)

Twin 60” NY 27 RCP Culvert at East Pond (High Tide) Montauk Highway Culvert 4’ H x 8’ W (On Old Alignment)

Figure 2.3.2.7: Culverts within the Primary Study Area


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2.3.3.8. Guide Railing, Median Barriers and Impact Attenuators –

Exhibit - 2.3.3.8 Existing Guide Railing, Median Barriers and Impact Attenuators Location Side Median Barrier

Length Guide Rail

Length Heckscher State Parkway to Connetquot Avenue (STA 15+00)

Mainline Median 2,400 feet -

Heckscher State Parkway to Connetquot Avenue (STA 15+00)

Service Road Median Barrier Eastbound

2,400 feet -


Service Road Median Barrier Westbound

2,450 feet -


Service Road Right Shoulder Eastbound

- 150 feet


Service Road Right Shoulder West bound

- 100 feet

Connetquot Avenue (STA 15+00) to Montauk Highway- 27A (STA 57+00)




700 feet 650 feet



1,350 feet 1,000 feet



- 200 feet



- 1,700 feet

Montauk Highway- 27A (STA 57+00) to Pond Road South (STA 83+00)




1,900 feet 500 feet



- 2,450 feet



- -



- -

Pond Road South (STA 83+00) to Oakdale- Bohemia Road (MH2 STA 16+00)




2,150 feet -



- 1,300 feet



- -



- -


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2.3.3.9. Utilities – Based on utility plates and record plans there are various smaller underground sewer, gas and water mains, as well as overhead electric, cable TV & fiber optic lines that exist within the project area as follows: NY27 Storm Sewers: Sunrise Highway is drained utilizing a number of enclosed mini drainage systems consisting of catch basins & leaching basins that were originally constructed in the 1930’s and modified under subsequent contracts. Stormwater is generally discharged into eight existing recharge basins located throughout the project area (See § 2.3.3.4). Suffolk County Water Authority (SCWA) has an 8" water main that runs parallel to the WB NY27 / Connetquot Avenue exit ramp to the Providence Drive Apartment Complex. In addition, a 10” water main runs parallel to Montauk Highway that crosses NY27 near the Connetquot State Park Entrance (Station MN1 64+75). Another 12” water main crosses NY27 at Pond Road (Station MN2 21+50). National Grid: Has a 12” high pressure gas main crossing and adjacent to WB NY27 exit ramp to Connetquot Avenue where it eventually meets a cluster of gas valves at the ramp gore. At this point an 8” main in a 12” sleeve crosses NY 27 and continues east approximately 1000’ along the SSR. One 8” gas line continues west and two 8” HP gas mains continue east along the WB NY 27 Shared Use Path. Just east of the Connetquot State Park entrance, 1-8” HP + 1-2” service line cross NY27 within 12” steel sleeves. The 8” HP mains cross the Lower Pond / Bubbles Falls Culvert on both sides and continue eastward along the NSR and Montauk Highway. At Pond Road 1-8” HP + 1-4” service line cross NY27 within steel sleeves. Altice (Formerly Cablevision): Has two underground cable lines crossing NY27 at WB Exit 46 Connetquot Avenue. Two overhead Altice lines serve the Providence Housing Development / Connetquot State Park and NY27 aerial crossings exist at both Montauk Highway / West Brook Pond and Pond Road. Verizon has two underground duct banks (6-4” & 12-4” Conduits) that are located under the South Service Road sidewalk, between Pond & Oakdale Bohemia Roads. Nine Ducts also cross over the Oakdale-Bohemia Road Bridge. AT&T LNS (Teleport / TCS) Cable located in Verizon conduit, runs adjacent to Montauk Highway and Biltmore Avenue which serve the island residential community, south of the LIRR Montauk branch. This facility continues south along Main Street. Note that this falls within the secondary study area. Utility Poles: Utility pole lines are located on both Connetquot Avenue outer ramps, which service the Sunrise Business Center and the Providence Apartments / SCWA building. At the Exit 46 ramp gore there is an underground electrical cross connection. There are also utility pole lines located along Montauk Highway and Pond Road, with aerial connections crossing NY27 to feed Connetquot State Park and at Pond Road. The current pole heights vary from 35’ to 45’ and the double pole lines contain overhead primary conductors operating at a voltage of 13Kv which must remain energized at all times to provide power to the residences and businesses north and south of the Sunrise Highway Interchanges. Altice / Cablevision, Crown Castle and Sidera have overhead lines on these utility poles. INFORM Facilities – Fiber Optic Trunk Backbone Cables in a 4” Conduit, runs along the eastbound Sunrise Highway South Service Road shoulder from Exit 47 Pond Road to Oakdale-Bohemia Road. Ramp metering has also been recently installed on the North Service Road entrance to WB NY 27 at Pond Road. The Existing INFORM System at the NY27 Interchanges with Heckscher Sate Parkway and


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Connetquot Avenue is fed with a 6 and 12 pair fiber optic cables and coaxial cable drops from nearby PSE&G Poles. 2.3.3.10. Railroad Facilities – Two LIRR branches traverse the study area:

• The Ronkonkoma branch bisects the center/northern area of the secondary study area. It does not intersect with the primary study area.

• The Montauk branch is located south of NY 27, parallel throughout the length of the Sunrise Highway Corridor with stations at Great River and Oakdale. It does not intersect with the primary study area or cross NY 27.

Within the primary study area, there are no LIRR bridge railroad crossings.

2.3.4. Potential Enhancement Opportunities This section focuses on the existing areas to identify potential enhancement opportunities related to the project and to help avoid and minimize impacts. Chapter 4 focuses on the impacts, enhancements, and mitigation. 2.3.4.1. Landscape - In general, the existing landscape character of the area in which the Sunrise Highway (NY27) - Oakdale Merge project is located is mostly of a non-commercial, wooded appearance, primarily due to the surrounding dense vegetation of the immediately adjacent Connetquot River State Park Preserve and the Bayard Cutting Arboretum State Park though there are several motor dealerships and a retail strip mall located along the eastbound service road at the eastern end of the project. The aesthetic value of the landscaping of majority of the project corridor is high due to the scenic qualities of the views to the woods and ponds flanking the roadway. It becomes less valuable at the eastern end near the commercial areas on the eastbound side. The landscape’s functional value is also high as it provides habitat for the local fauna and pervious land cover. 2.3.4.1. (1) Terrain – The south shore of Long Island is quite flat with little variation in elevation that is not manmade. The overall difference of elevation found throughout the entire project corridor between the lowest point and the highest point is no more than ten feet. 2.3.4.1. (2) Unusual Weather Conditions- There are no unusual weather conditions within the project area. The project area can be vulnerable to occasional tropical storms or hurricanes that can impact the area, producing storm surge. 2.3.4.1. (3) Visual Resources - The existing visual environment of the project area is mostly of a non-commercial, wooded appearance, primarily due to the surrounding dense vegetation of the immediately adjacent Connetquot River State Park Preserve and the Bayard Cutting Arboretum though there are several motor dealerships and a retail strip mall located along the eastbound service road at the eastern end of the project. The visual quality is generally high.


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2.3.4.2. Opportunities for Environmental Enhancements – All the build concepts will include an improvement to the existing pedestrian underpass by either providing for a new underpass or a new pedestrian bridge depending on the concept chosen. Additional potential enhancements could include improvements to the access and infrastructure of the immediately adjacent Connetquot River State Park Preserve and the Bayard Cutting Arboretum State Park facilities, and improvement or replacement of the existing pedestrian bridge that currently carries the shared use path over West Brook Pond. It is also possible to improve/increase wetland areas and ponds, water circulation, and trout fishing facilities. Possible architectural treatment enhancements could also be included as a component of any viaduct structure through this area. These and other opportunities for environmental enhancements in the project limits will be identified and evaluated should a project advance into the scoping and preliminary design phases.


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CHAPTER 3 – CONCEPTS This chapter discusses the concepts considered and examines the engineering aspects for all concepts to address project objectives in Chapter 1 of this report.

3.1. Concepts Considered The No-Build concept will result in the continued deterioration of the expressway, resulting in additional congestion along with increased deterioration and maintenance requirements. Since the No Build concept does not satisfy the project objectives, it is not considered as feasible, but will be used for comparison with the feasible Build Concepts for the purpose of evaluating impacts.

3.2. Feasible Build Concepts Critical sections for the concepts can be found in Appendix A of this report. At-Grade Concepts: Six at-grade concepts have been identified which add capacity to the six-lane merge area by either the use of reversible lanes or increasing the number of lanes on NY 27 between Wheeler Road and Pond Road, the area without service roads. All these concepts address the capacity and congestion at the Oakdale Merge to a varying degree. Some modifications to the highway boundary may be required for these concepts and will be evaluated further in the next design phase. Additional details of the at-grade concepts are provided below. Concept A-1: 4-2, 2-4 or 3-3 configurations with moveable barrier – no lane increase This concept would replace the existing median barrier between Connetquot Ave and Pond Road with a moveable barrier in order to provide a center reversible lane. Lane configurations would be able to be switched between 4WB & 2EB in the AM peak, 3WB & 3EB off peak, and 2WB & 4EB in the PM peak period. No highway widening is anticipated as part of this concept. Concept A-2: Single Lane addition – 4-3 or 3-4 configuration with or without moveable barrier – add one lane This concept would widen NY 27 between Wheeler Road and Pond Road by a single additional lane. Where possible, this concept could convert shoulder areas to the added travel lane. At West Brook Pond a single lane widening is provided with minimal shoulder offsets. A moveable barrier could be provided as part of this concept to switch between a 4WB & 3EB in the AM peak period and a 3WB & 4EB configuration in the PM peak period. The culvert at West Brook Pond would need to be extended in this concept. Concept A-3: 4-4 Configuration with full shoulders – add two lanes This concept would widen NY 27 between Wheeler Road and Pond Road by two additional lanes, one in each direction. It would also provide full 10’ right shoulders in both directions. The culverts at West Brook Pond and Lower Pond would need to be extended in this concept. Additional environmental impacts to the Connetquot River State Park Preserve and adjacent wetlands/pond area are anticipated and would need to be mitigated in this concept. Concept A-4: 4-4 configuration with narrow shoulders – add two lanes This concept would widen NY 27 between Wheeler Road and Pond Road by two additional lanes, one in each direction. It would also provide a 2’ offset instead of a right shoulder in both directions to limit the


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widening footprint, reducing environmental impacts compared to Concept A-3. The culvert at West Brook Pond would need to be extended in this concept. Concept A-5: 3-3 mainline configuration with two – 2 lane service roads – narrow shoulders – add four lanes This concept would provide continuous service roads in both directions through the Oakdale Merge Section between Wheeler Road and Pond Road resulting in a total of 4 additional lanes. The existing 6-lane mainline NY 27 would remain. This concept would also reconfigure Interchanges 46, 46A, 47, and 47A with access provided from the new Service Roads including new signalized intersections. Montauk Highway would run concurrently with the new Service Roads between Interchanges 46A and 47. This concept would result in environmental impacts to the Connetquot River State Park Preserve, the shared use path, and adjacent wetlands/pond area. The culverts at West Brook Pond and Lower Pond would need to be extended at part of this concept. Concept A-6: 5-5 configuration with narrow shoulders – add four lanes This concept would widen NY 27 between Wheeler Road and Pond Road by 4 contiguous additional lanes. It would also provide a 2’ offset instead of a right shoulder in both directions to limit the widening footprint to reduce environmental impacts. This concept would result in significant environmental impacts to the Connetquot River State Park Preserve, shared use path, and adjacent wetlands/pond area. The culverts at West Brook Pond and Lower Pond would need to be extended at part of this concept. Viaduct, Bridge Concepts: One Bridge and Four Viaduct Concepts have been identified, all of which increase capacity by at least 2 additional lanes. These concepts would reduce long-term environmental impacts by limiting or eliminating widening within the Connetquot River State Park Preserve and adjacent wetlands/pond areas. These concepts would have the highest impacts during construction, would result in the highest costs and longest construction duration. All of these concepts would result in the reconfiguration of Interchanges 46, 46A, 47 and 47A. Some modifications to the highway boundary may be required for these concepts and will be evaluated further in the next design phase. Additional details of these concepts are provided below. Concept V-1: 4WB over 4EB configuration with narrow (or full) shoulders – add two lanes This concept would construct a viaduct carrying 4 WB Mainline lanes over 4 EB lanes along a similar alignment to the existing NY 27 mainline. EB NY 27 would be split into at-grade 2 EB mainline lanes with a parallel 2 lane service road to accommodate the viaduct structure. The viaduct would begin near Connetquot Avenue and continue east, touching down between Pond Road and Oakdale-Bohemia Road. Access to Connetquot River State Park Preserve would be provided from the at-grade EB Mainline. This concept would limit environmental impacts to the Connetquot River State Park Preserve, shared use path and adjacent wetlands. Concept V-2: 2WB & 2EB mainline over two – 2 lane service roads with narrow (or full) shoulders – add two lanes This concept would construct a viaduct carrying 2 WB & 2 EB Mainline lanes of NY 27 over two 2-lane Service Roads. The Service Roads would run at-grade underneath the viaduct in each direction. The viaduct would begin near Connetquot Avenue and continue east, touching down between Pond Road and Oakdale-Bohemia Road. The service roads would provide access to the various access roads and interchanges within the Oakdale Merge Section. This concept would limit environmental impacts to the Connetquot River State Park Preserve, shared use path and adjacent wetlands. Concept V-3: 3WB & 3EB mainline over two – 2 lane service roads with narrow (or full) shoulder – add four lanes


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This concept would construct a viaduct carrying 3 WB & 3 EB Mainline lanes of NY 27 over two 2-lane at-grade Service Roads. The viaduct would begin near Connetquot Avenue and continue east, touching down between Pond Road and Oakdale-Bohemia Road. The Service Roads would provide access to the various interchanges within the Oakdale Merge Section. This concept would limit environmental impacts to the Connetquot River State Park Preserve, shared use path and adjacent wetlands. Figure 3.2.1 shows a sample of Concept V-3 below:

Figure 3.2.1: Concept V-3 Concept V-4: 2 Express Car Lanes (1WB & 1EB) over 3WB & 3EB lanes – add two lanes This concept would construct a viaduct carrying 1 WB & 1 EB Express car only lanes of NY 27 over the existing 3WB & 3EB lanes of the NY 27 mainline. Access to the various interchanges would be maintained similar to the existing configuration. The express car lanes would run from Connetquot Avenue to east of Pond Road with no access to Interchanges 46, 46A, 47 or 47A. This concept would limit environmental impacts to the Connetquot River State Park Preserve, shared use path and adjacent wetlands. Concept B-1: New Bridge at West Brook Pond to replace existing culvert, 5-5 configuration – add four lanes This concept would be similar to Concept A-4 (add 2 contiguous additional lanes) but would also replace the existing culvert as West Brook Pond with a new Bridge. The approaches to the new bridge would be raised in order to provide clearance over a new pedestrian underpass. West Pond would be reconnected under this concept. Possible Improvements Applicable to all Concepts: Possible improvements applicable to all concepts have been identified for the corridor. These include resiliency improvements such as raising grade at a flood prone low point, ITS improvements, access road acceleration and deceleration improvements, and relocations of highway access points. Additional details of these improvements are provided below: RES: Resiliency Improvements – Raise Grade at one location This concept would raise the grade several feet above the 100-year storm and base flood elevation at the low point of the corridor at Lower Pond. This would include the raising and full reconstruction of NY 27 and the Montauk Highway for a limited length. The elevation of the road will be determined, should a project advance into the scoping and preliminary design phase.


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ITS: Additional Ramp Metering and ITS Improvements Ramp meters are being installed under PIN 0059.27 at 3 locations:

• Ramp to WB NY 27 at Pond Road • Ramp to WB NY 27 at Oakdale-Bohemia Road • Ramp to WB NY 27 east of Oakdale-Bohemia Road

This concept would evaluate the possibility of installing additional ramp metering in the primary study area. Other ITS improvements would be considered as well, which could help reduce congestion by adding VMS signs along the NY 27 corridor to highlight traffic conditions, etc. ACL-1: Lengthen Acceleration lane from Providence Drive The existing acceleration lane at Providence Drive and WB NY 27 is approximately 430’ long and varies in width from 9’ to 10’. This concept would lengthen the acceleration lane and widen the lane to 12’. ACL-2: Lengthen Acceleration lane from Wheeler Road The existing access from Wheeler Road to the EB NY 27 Service Road is currently a yield condition. Just east of this location, the EB NY 27 Service Road joins the mainline with a short acceleration lane and taper. This concept would reconfigure the access from Wheeler Road, providing an acceleration lane to the EB Service Road. This concept would also extend the acceleration lane from the EB Service Road to the EB NY 27 mainline. ACL-3: Lengthen Acceleration lane from Connetquot River State Park Preserve The existing acceleration lane at Connetquot River State Park Preserve and WB NY 27 is approximately 250’ long with a 9’ lane width. This concept would lengthen the acceleration lane and widen the lane to 12’. A 2’ shoulder offset with a concrete barrier separation from the Shared Use Path (SUP) would also be provided. Some minor modification of the SUP would be required. DCL-4: Lengthen Deceleration lane to Providence Drive/Connetquot Ave/Heckscher Parkway The existing WB NY 27 at the approach to Exit 46 is 3 lanes wide. At Exit 46, the expressway splits, with 2 lanes to the WB Service Road and 3 lanes continuing to the mainline NY 27. The access to and from Providence Drive is located 400’ east of the split to Exit 46. This concept would reconfigure the approach to Exit 46 and the access to Providence Drive. WB NY 27 would be widened to 4 lanes in advance of the approach. DCL-5: Lengthen Deceleration lane to Connetquot River State Park Preserve The existing deceleration lane at Connetquot River State Park Preserve and WB NY 27 is approximately 750’ long with a variable (10’ max) lane width. This concept would lengthen the deceleration length and widen the deceleration lane to 12’. A 2’ shoulder offset with a concrete barrier separation from the Shared Use Path (SUP) would also be provided. Some minor modification of the SUP would be required. DCL-6: Lengthen Deceleration lane to Pond Road The existing deceleration lane at Pond Road and EB NY 27 is currently a 300’ taper. This concept would lengthen the deceleration length and widen to a 12’ lane width. A 2’ shoulder offset would also be provided. This concept would require the relocation of the concrete barrier separating the EB NY 27 from the Montauk Highway. An overhead cantilever sign structure would also require relocation.


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RELOC-1: Relocate SCDPW (Providence Drive) WB Driveway Access The existing access to SCDPW at Providence Drive is located just 400’ to the east of Exit 46 – a major exit from NY 27 to Heckscher Parkway and Connetquot Avenue. This concept would either relocate the access to SCDPW or eliminate it (a secondary access point may be available from Connetquot Ave via Providence Apartments roadways). RELOC-2: Relocate Wheeler Road EB Access The existing ramp from Wheeler Road to EB NY 27 is located where the EB Service Road joins the EB NY 27 mainline. This concept would either relocate the access to Wheeler Road to the west from the service road or eliminate it. Alternative routes available include Connetquot Avenue and Montauk Highway. RELOC-3: Relocate Connetquot Park WB Access The existing access to Connetquot State Park Preserve contains non-standard acceleration and deceleration lane widths and non-conforming lengths. This concept would relocate access to the Preserve to another location at Pond Road. Extensive coordination with NYS Parks would be required to find a suitable routing in the park. RELOC-4: Lengthen Relocate EB Exit 46A to Montauk Highway The existing EB NY 27 Exist (46A) has a limited deceleration lane length. Providing a longer deceleration lane impacts the West Brook Pond. Shifting this exit to the east with tighter geometry or eliminating it completely are possibilities to be explored further.

3.2.1. Description of Feasible Build Concepts All concepts considered are presented in this study report. If the project moves forward, feasible build concepts considered will be further evaluated based on comments received at the Public Information Meeting held on November 28, 2018 for continuation into the next design phase. The following figures 3.2.1.1 and 3.2.1.2 depict the concepts and how each of them meet the goals and objectives to varying degrees.


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Figure 3.2.1.1: At-Grade Concepts

Figure 3.2.1.2: Viaduct and Bridge Concepts


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3.2.2 Concepts Considered but Eliminated from Further Consideration Concept T-1: 3WB & 3EB mainline below two-2 lane service roads – add four lanes This concept would construct a tunnel carrying 3 WB & 3 EB lanes of NY 27 below two 2-lane at-grade Service Roads. Access to the various interchanges would be maintained via the Service Roads. The tunnel would run from Connetquot Avenue to east of Pond Road. The Service Roads would provide access to access roads and Interchanges 46, 46A, 47 & 47A. This concept would limit environmental impacts to the Connetquot River State Park Preserve, shared use path and adjacent wetlands, however there would be additional challenges including disposal of slurry (from tunneling), location of tunnel portals and portal footprint, and extended project limits. Tunnel concept eliminated from further consideration due to: • Its high construction cost of $2 to $5 Billion. • The slurry disposal and thousands of truckloads that would be transported to a disposal site via barge

or other means; • Extensive construction duration; • Portal environmental impacts due to the size of the site needed to construct the tunnel and the

environmental impacts of the tunnel portals; and, • Portal locations within the floodplain that would be subject to flooding from hurricanes and other storms

and would limit evacuation and emergency response routes. Express Viaduct from Heckscher Parkway (Outside Project Limits) This concept (a viaduct concept) is a reversible two-lane roadway connecting the Heckscher State Parkway just south of Carleton Avenue with NY27 (Sunrise Highway) east of Oakdale Bohemia Road. It extends well beyond the 1.5-mile length of the Oakdale Merge and could only be used by parkway traffic (no commercial traffic) that would travel the full concept length. NY 27 traffic could not use the viaduct in the eastbound direction while NY 27 westbound traffic could only use it if destined for the parkway. A review of origin-destination data collected as part of our traffic data collection phase reveals that only 15% of the NY 27 AM westbound corridor traffic would use the exclusive roadway while only 11% would use it for eastbound PM corridor traffic. Therefore, this concept only partially achieves the project objectives since it limits the percentage of corridor traffic that can use the proposed lane additions. Additional widening of NY 27 at the merge area would still be required since this concept only accommodates a limited amount of corridor traffic. Due to these issues, and also due to extended project limits and impacts, poor traffic utilization, and very high costs, this concept has been eliminated from further consideration. Additional Access to EB NY 27 from EB Service Road at Heckscher Parkway (Outside Project Limits) This concept (an at-grade concept) would add a slip ramp to access EB NY 27 from the EB Service Road near Heckscher Parkway in order to utilize the 3rd EB mainline lane. Due to the location near exit and entrance ramps at Heckscher Parkway, this concept would add significant weaving issues if the ramp were added. A traffic signal at the loop ramp from SB Heckscher Parkway to the EB Service Road was considered but did not improve traffic operations. This concept extends beyond the project limits and due to these deficiencies (such as weaving issues), the extended project limits and lack of benefits, this concept was eliminated from further consideration.

3.2.3. Design Criteria for Feasible Build Concept(s) 3.2.3.1. Design Standards -


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The following exhibits 3.2.3.2.1 and 3.3.3.2.2 provide design criteria and standards for the NY 27 mainline and Service Roads. Criteria for ramps, crossroads and the Shared Use Path will be provided in the next design phase.


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3.2.3.2. Critical Design Elements -

Exhibit 3.2.3.2.1 Critical Design Elements for NY 27 (Sunrise Highway) - Mainline

PIN: 0059.28 NHS (Y/N): Yes Route No. &

Name: NY 27

Sunrise Highway Functional Classification: Urban Principal Arterial Expressway

Project Type: Highway and Bridge Work Design Classification: Other Freeways

% Trucks: 8 Terrain: Rolling

ADT: 150,000 (ETC+20) Truck Access/Qualifying Hwy.

Access-Yes; Qualifying-No

Element Standard Existing Condition

Proposed Condition2

1 Design Speed 70 mph1 HDM Section 2.7.1 55 mph posted 70 mph

2 Lane Width 12 ft 11 ft** 11 to 12 ft

3 Shoulder Width Left: 10’ Right 10’

LT: 2 ft to 7 ft** RT: 2 ft to 10 ft** TBD

4 Horizontal Curve Radius 2042 ft min. 3711 ft. TBD

5 Superelevation 6% Maximum 2.6%** TBD

6

Stopping Sight Distance

(Horizontal and Vertical)

730 ft min. Varies** TBD

7 Maximum Grade 4% 1.5% TBD

8 Cross Slope 1.5% Min. to 2.5% Max. HDM Section 2.7.1

Varies 1% to 2%** TBD

9 Vertical Clearance 14’ min. 14’ min. 14’ min.

10 Design Loading

Structural Capacity

NYSDOT LRFD Specifications AASHTO HL-93 Live Load and NYSDOT Design

Permit Vehicle BM Section 2.6, HDM 19.5.3

N/A

AASHTO HL-93 Live Load and the NYSDOT Design Permit

Vehicle

1 The Regional Traffic Engineer has concurred that the use of a Design Speed of 70 mph is consistent with the anticipated off-peak 85th percentile speed within the range of functional class speeds for the terrain and volume.

2 ** Denotes non-standard feature


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Exhibit 3.2.3.2.2 Critical Design Elements for NY 27 (Sunrise Highway) – EB & WB Service Roads

PIN: 0059.28 NHS (Y/N): No

Route No. & Name:

NY 906C & 906D Sunrise Highway Service Roads

Functional Classification: Urban Minor Arterial

Project Type: Highway and Bridge Work Design Classification: Urban Arterial, Non-NHS

% Trucks: 4% Terrain: Rolling

ADT: 79,200 (ETC+20) Truck Access/Qualifying Hwy.

Access-No; Qualifying-No

Element Standard Existing Condition

Proposed Condition2

1 Design Speed 45 mph1 HDM Section 2.7.2.3 45 mph posted 45 mph

2 Lane Width 11 ft min, 12 ft desirable. 12 ft 12 ft.

3 Shoulder Width Left: 0’ min, 2’ desirable Right 0’ min, 4’ desirable

LT: 0 ft to 8 ft RT: 0 ft to 10 ft TBD

4 Horizontal Curve Radius 466 ft min. 955 ft. TBD

5 Superelevation 4% Maximum 2.08%** TBD

6

Stopping Sight Distance

(Horizontal and Vertical)

327 ft min. Varies TBD

7 Maximum Grade 7% 3.838% TBD

8 Cross Slope 1.5% Min. to 3% Max. HDM Section 2.7.2.3

Varies 1% to 2%** TBD

9 Vertical Clearance 14’ min. 14’ min. 14’ min.

10 Design Loading

Structural Capacity

NYSDOT LRFD Specifications AASHTO HL-93 Live Load and NYSDOT Design

Permit Vehicle BM Section 2.6, HDM 19.5.3

N/A

AASHTO HL-93 Live Load and the NYSDOT Design Permit

Vehicle

11 Pedestrian Accommodations Comply with HDM Chapter 18 Sidewalks

(Width varies)

Complies with HDM Chapter

18

1 The Regional Traffic Engineer has concurred that the use of a Design Speed of 45 mph is consistent with the anticipated off-peak 85th percentile speed within the range of functional class speeds for the terrain and volume.

2 ** Denotes non-standard feature

3.2.3.3. Other Design Parameters -

Other design parameters would be identified as the selected concepts are progressed through the design development process.


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3.3. Engineering Considerations

3.3.1. Operations (Traffic and Safety) & Maintenance 3.3.1.1. Functional Classification and National Highway System - This project will not change the functional classification of the highway. 3.3.1.2. Control of Access - Access to the expressway will be fully controlled if service roads are provided. Access for SCDPW and Connetquot River State Park Preserve may remain with all non-Service Road concepts. 3.3.1.3. Traffic Control Devices - 3.3.1.3. (1) Traffic Signals - New traffic signal(s) are/is proposed with service road concepts. Other concepts may add or modify traffic signals at the various Interchanges within the primary study limits. 3.3.1.3. (2) Signs - Existing signs will be evaluated and replaced as necessary. New signs will be added where required. Curve warning and speed advisory signs will be added for areas with non-standard/non-conforming features. 3.3.1.4. Intelligent Transportation Systems (ITS) – ITS measures are proposed as one of the Possible Improvements Applicable to all Concepts. 3.3.1.5. Speeds and Delay - 3.3.1.5. (1) Proposed Speed Limit - The existing posted speed limit of 55 mph on the mainline and 45 mph on the Service Roads will be retained upon completion of the project. Refer to Section 2.3.1.5 for information on the design speed. 3.3.1.5. (2) Travel Time Estimates – Travel time estimates were not forecasted during this stage of concept development. A microsimulation of a concept is required to estimate future travel times for that concept and would be performed in future design phases. 3.3.1.6. Traffic Volumes – The traffic on the NY 27 corridor at the Oakdale Merge (including the mainline as well as Service Roads and express lanes where applicable) are not expected to change with any concept except A-5. This concept removes Montauk Highway to accommodate the new Service Roads. It is assumed that all traffic displaced from Montauk Highway would travel on the NY 27 Service Roads through the Merge. A background growth rate of 0.69 percent per year was applied to 2018 traffic volumes to develop future traffic volumes in 2027 and 2047. See Section 2.3.1.6 for existing traffic volumes. Refer to Exhibits 3.3.1.6-1a and 2.3.1.6-2b for a summary of the traffic data. Refer to Section 2.3.1.6 for a discussion of how forecasted traffic volumes were developed. The AM peak hour is from 7AM – 8AM, while the PM peak hour is from 4:45 PM – 5:45 PM.


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Exhibit - 3.3.1.6-1a

Forecast Traffic Demand (AM Peak Hour, 7AM – 8AM) at Merge NY 27 Sunrise Highway Corridor - Concept At-Grade Improvements

LOCATION NO BUILD

BUILD A-1

BUILD A-2

BUILD A-3

BUILD A-4

BUILD A-5

BUILD A-6

ETC (2027) Sunrise Highway Mainline EB at Lower Pond 6220 6220 6220 6220 6220 5270 6220 Sunrise Highway Mainline WB at Lower Pond 7970 7970 7970 7970 7970 6120 7970

South Service Road (EB) through Merge 950 North Service Road (WB) through Merge 1850

EB Mainline and Service Road Total 6220 6220 6220 6220 6220 6220 6220 WB Mainline and Service Road Total 7970 7970 7970 7970 7970 7970 7970

ETC+20 (2047) Sunrise Highway Mainline EB at Lower Pond 6960 6960 6960 6960 6960 5900 6960 Sunrise Highway Mainline WB at Lower Pond 8960 8960 8960 8960 8960 6880 8960



Exhibit - 3.3.1.6-1b

Forecast Traffic Demand (PM Peak Hour, 4:45PM – 5:45PM) at Merge NY 27 Sunrise Highway Corridor - Concept At-Grade Improvements

LOCATION NO BUILD

BUILD A-1

BUILD A-2

BUILD A-3

BUILD A-4

BUILD A-5

BUILD A-6

ETC (2027) Sunrise Highway Mainline EB at Lower Pond 8430 8430 8430 8430 8430 7200 8430 Sunrise Highway Mainline WB at Lower Pond 7140 7140 7140 7140 7140 5310 7140



ETC+20 (2047) Sunrise Highway Mainline EB at Lower Pond 9480 9480 9480 9480 9480 8100 9480 Sunrise Highway Mainline WB at Lower Pond 8020 8020 8020 8020 8020 5960 8020




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Exhibit - 3.3.1.6-2a Forecast Traffic Demand (AM Peak Hour, 7AM – 8AM) at Merge

NY 27 Sunrise Highway Corridor - Concept Viaduct & Bridge Improvements

LOCATION NO BUILD

BUILD V-1

BUILD V-2

BUILD V-3

BUILD V-4

BUILD B-1

ETC (2027) Sunrise Highway Mainline EB at Lower Pond 6220 5270 5270 5270 4660 6220 Sunrise Highway Mainline WB at Lower Pond 7970 7970 6120 6120 6170 7970 South Service Road (EB) through Merge 950 950 950 North Service Road (WB) through Merge 1850 1850 Sunrise Highway Express Lane EB at Lower Pond 1550

Sunrise Highway Express Lane WB at Lower Pond 1800

EB Mainline and Service Road Total 6220 6220 6220 6220 6210 6220 WB Mainline and Service Road Total 7970 7970 7970 7970 7970 7970

ETC+20 (2047) Sunrise Highway Mainline EB at Lower Pond 6960 5900 5900 5900 5220 6960 Sunrise Highway Mainline WB at Lower Pond 8960 8960 6880 6880 7160 8960 South Service Road (EB) through Merge 1060 1060 1060 North Service Road (WB) through Merge 2080 2080 Sunrise Highway Express Lane EB at Lower Pond 1740







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Exhibit - 3.3.1.6-2b Forecast Traffic Demand (PM Peak Hour, 4:45PM – 5:45PM) at Merge


LOCATION NO BUILD

BUILD V-1

BUILD V-2

BUILD V-3

BUILD V-4

BUILD B-1

ETC (2027) Sunrise Highway Mainline EB at Lower Pond 8430 7200 7200 7200 6630 8430 Sunrise Highway Mainline WB at Lower Pond 7140 7140 5310 5310 5360 7140 South Service Road (EB) through Merge 1230 1230 1230 North Service Road (WB) through Merge 1830 1830 Sunrise Highway Express Lane EB at Lower Pond 1800










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3.3.1.7. Level of Service and Mobility – 3.3.1.7 (1) At Project Completion & Design Year – Capacity analysis, a procedure used to estimate the traffic-carrying ability of roadway facilities over a range of defined operating conditions, was performed using the Highway Capacity Manual 6th Edition (HCM v 6.0). Analysis years were 2027 (ETC), 2047 (design year for at-grade concepts, ETC+20), and 2057 (design year for bridge and viaduct concepts, ETC+30) for bridge and viaduct concepts. Results of the existing and future year HCS capacity analyses on the NY 27 mainline and conceptual Services Roads and Express Lanes are summarized in Exhibits 3.3.1.7.1a through 3.3.1.7.2b. Exhibit 3.3.1.7-3 and Exhibit 3.3.1.7-4 show the change in number of lanes compared to the No Build Concept for the At-Grade and Bridge/Viaduct concepts, respectively. Traffic Analysis: All concepts have at least one peak hour LOS F by their respective design year except A-6. This concept has less congestion than the others because it is the only concept where four lanes are added to the NY-27 freeway mainline. Two other concepts (A-5 and V-3) also add four lanes to the corridor, some of which are added to the Service Roads. These concepts result in one or more segments with an LOS F because Service Road lanes provide less capacity per lane than freeway lanes. The additional capacity at the Oakdale Merge provided by these concepts would allow increased vehicular throughput to downstream segments on NY 27. This additional throughput may exacerbate congestion that currently exists during the PM peak hour on NY 27 eastbound from Pond Road through the eastern end of the study area. (A-1) 4-2, 2-4 or 3-3 configurations with moveable barrier; 0 net lanes This alignment provides one additional lane to one direction of traffic while reducing the number of lanes in the other direction during peak hours. Under the proposed concept there will be 4 WB and 2 EB lanes in the AM peak hour and 2 WB and 4 EB lanes in the PM peak hour. Under this configuration in 2027, the LOS for WB AM traffic improves to LOS E with this concept compared to the No Build concept while EB AM, WB PM, and EB PM traffic operate at LOS F. In 2047, EB and WB traffic during the AM and PM peak hours operate at LOS F. (A-2) 4-3 or 3-4 configuration with moveable barrier; +1 lane This alignment provides one additional lane to one direction of traffic while maintaining capacity in the other direction. Under the proposed concept there will be 4 WB and 3 EB lanes in the AM peak hour and 3 WB and 4 EB lanes in the PM peak hour. In 2027, the LOS for WB AM traffic improves to LOS E with this concept compared to the No Build concept while WB PM, EB AM, and EB PM traffic operate at LOS F. In 2047, EB and WB traffic during the AM and PM peak hours operate at LOS F. (A-3, A-4 and B-1) 4-4 Configuration; +2 lanes This alignment provides one additional mainline lane in each direction at the Oakdale Merge. By 2047, all peak hour traffic operates at LOS F except EB AM traffic. In 2027, WB AM traffic improves to LOS E while EB AM traffic improves to LOS D with this concept compared to the No Build concept. During the PM peak hour in 2027, WB traffic operates at LOS E while EB traffic operates at LOS F. In 2047, EB AM traffic improves to LOS E with these concepts compared to the No Build concept. WB AM, EB PM, and WB PM traffic operate at LOS F with these concepts in 2047. In 2057, EB and WB traffic during the AM and PM peak hours operate at LOS F for concept B-1.


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(A-5) 3-3 mainline configuration with two – 2 lane service roads; +4 lanes This alignment provides two additional Service Road lanes in each direction at the Oakdale Merge. For this study, no traffic was diverted between Montauk Highway and Sunrise Highway or its Service Roads for this alignment. By 2047, all directions will operate at LOS F during both peak hour periods except for the South Service Road. During the AM peak hour in 2027 with this concept, the EB mainline operates at LOS E and the South Service Road operates at LOS B. The WB mainline and the North Service Road, both serving the peak direction, operate at LOS F. During the PM peak hour in 2027 with this concept, the EB mainline and operates at LOS F while South Service Road operates at LOS B. The WB mainline and North Service Road operate at LOS E and LOS F, respectively. During the AM peak hour in 2047 with this concept, both mainline directions as well as the North Service Roads operate at LOS F while the South Service Road operates at LOS B. In the 2047 PM peak hour, all traffic operates at LOS F except the South Service Road, which operates at LOS C. (A-6) 5-5 configuration; +4 lanes This alignment provides two additional lanes in each direction to the Oakdale Merge. It is the only alignment in which neither the mainline nor a Service Road operates at LOS F in the Design Year for either the AM or PM peak hour. In 2027, WB AM traffic and EB AM traffic improve to LOS D with this concept compared to the No Build concept. During the 2027 PM peak hour, EB and WB traffic operate at LOS D. In 2047, WB AM traffic improves to LOS E while EB AM traffic improves to LOS D with this concept compared to the No Build concept. During the PM peak hour, EB traffic operates at LOS E while WB traffic operates at LOS D in 2047 with this concept. (V-1) 4 WB mainline lanes over 2 EB mainline lanes and 2 EB Service Road Lanes; +2 lanes This alignment adds one westbound mainline lane and two eastbound Service Road Lanes and removes one eastbound mainline lane. In the eastbound direction, the effect of the additional capacity is dampened by having one fewer mainline lane than the No Build concept. In 2027, WB AM traffic improves to LOS E while the EB AM traffic on the mainline operates at LOS F and the South Service Road operates at LOS B with this concept. During the PM peak hour, EB traffic operates at LOS F on the mainline and LOS B on the South Service Road in 2027, while WB traffic operates at LOS E on the mainline. In 2047 and 2057, the mainline operates at LOS F during the AM and PM peak hour. The South Service road operates at LOS B during the 2047 and 2057 AM peak hour, and LOS C during the 2047 and 2057 PM peak hours. (V-2) 2WB & 2EB mainline viaduct two – 2 lane service roads; +2 lanes This concept adds two lanes in each direction by extending the Service Roads through the Oakdale Merge. The effect of adding the Service Road capacity with this alignment is dampened by having one fewer mainline lane than the No Build concept in both directions. The WB mainline and North Service Road as well as the EB mainline operate at LOS F for the AM and PM peak hour for 2027, 2047, and 2057. The South Service Road operates at LOS B in 2027, 2047 and 2057 during the AM peak hour. The South Service Road operates at LOS B during the 2027 PM peak hour and LOS C during the PM peak hour for 2047 and 2057. (V-3) 3WB & 3EB mainline over two – 2 lane service roads; +4 lanes The Service Roads provide two additional lanes in each direction through the Oakdale Merge under this concept compared to the No Build concept.


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During the AM peak hour in 2027, 2047 and 2057 with this concept, the WB mainline and North Service Road operate at LOS F. In addition, during the AM peak hour, the EB mainline operates at LOS F in 2047 and 2057 while the South Service Road operate at LOS B in 2047 and 2057. During the PM peak hour in 2047 and 2057 with this concept, the WB mainline and North Service Road as well as the EB mainline operate at LOS F. The South Service Road operates at LOS C in 2047 and 2057 during the PM peak hour. (V-4) 2 Express Car Lanes (1WB & 1EB) over 3WB & 3EB lanes; +2 lanes This concept provides one new express lane in each direction, but express lane capacity is limited because there is only one lane per direction. There is no opportunity for express lane users to pass slow-moving vehicles in the express lanes. During the AM peak hour in 2027 with this concept, the WB and EB mainline operate at LOS D and F, respectively. Both express lanes operate at LOS F. During the PM peak hour in 2027 with this concept, the EB mainline operates at LOS F and the WB mainline operate at LOS E. The EB and WB express lanes operate at LOS F. During the AM peak hour in 2047 and 2057 with this concept, the WB mainline operates at LOS F, while the EB mainline operates at LOS E in 2047 and LOS F in 2057. Both express lanes operate at LOS F. During the PM peak hour in 2047 and 2057 with this concept, the EB and WB mainline as well as the EB and WB express lanes operate at LOS F.

Exhibit - 3.3.1.7.1a Highway Forecast Level of Service (AM Peak Hour) at Merge

NY 27 Sunrise Highway Corridor - Concept At-Grade Improvements

LOCATION NO BUILD

BUILD A-1

BUILD A-2

BUILD A-3

BUILD A-4

BUILD A-5

BUILD A-6

Change in number of Lanes 0 0 +1 +2 +2 +4 +4 ETC (2027)

Sunrise Highway Mainline EB at Lower Pond F F F D D E D Sunrise Highway Mainline WB at Lower Pond F E E E E F D

South Service Road (EB) through Merge B North Service Road (WB) through Merge F

ETC+20 (2047) Sunrise Highway Mainline EB at Lower Pond F F F E E F D Sunrise Highway Mainline WB at Lower Pond F F F F F F E



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Exhibit - 3.3.1.7.1b

Highway Forecast Level of Service (PM Peak Hour) at Merge NY 27 Sunrise Highway Corridor - Concept At-Grade Improvements

LOCATION NO BUILD

BUILD A-1

BUILD A-2

BUILD A-3

BUILD A-4

BUILD A-5

BUILD A-6

Change in number of Lanes 0 0 +1 +2 +2 +4 +4 ETC (2027)

Sunrise Highway Mainline EB at Lower Pond F F F F F F D Sunrise Highway Mainline WB at Lower Pond F F F E E E D


ETC+20 (2047) Sunrise Highway Mainline EB at Lower Pond F F F F F F E Sunrise Highway Mainline WB at Lower Pond F F F F F F D

South Service Road (EB) through Merge C North Service Road (WB) through Merge F


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Exhibit – 3.3.1.7.2a Highway Forecast Level of Service (AM Peak Hour) at Merge


LOCATION NO BUILD

BUILD V-1

BUILD V-2

BUILD V-3

BUILD V-4

BUILD B-1

Change in number of Lanes 0 +2 +2 +4 +2 +2 ETC (2027)

Sunrise Highway Mainline EB at Lower Pond F F F E D D Sunrise Highway Mainline WB at Lower Pond F E F F F E South Service Road (EB) through Merge B B B North Service Road (WB) through Merge F F Sunrise Highway Express Lane EB at Lower Pond F

Sunrise Highway Express Lane WB at Lower Pond F

ETC+20 (2047) Sunrise Highway Mainline EB at Lower Pond F F F F E E Sunrise Highway Mainline WB at Lower Pond F F F F F F South Service Road (EB) through Merge B B B North Service Road (WB) through Merge F F Sunrise Highway Express Lane EB at Lower Pond F


ETC+30 (2057) Sunrise Highway Mainline EB at Lower Pond F F F F F F Sunrise Highway Mainline WB at Lower Pond F F F F F F South Service Road (EB) through Merge B B B North Service Road (WB) through Merge F F Sunrise Highway Express Lane EB at Lower Pond F



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Exhibit - 3.3.1.7.2b Highway Forecast Level of Service (PM Peak Hour) at Merge


LOCATION NO BUILD

BUILD V-1

BUILD V-2

BUILD V-3

BUILD V-4

BUILD B-1

Change in number of Lanes 0 +2 +2 +4 +2 +2 ETC (2027)

Sunrise Highway Mainline EB at Lower Pond F F F F F F Sunrise Highway Mainline WB at Lower Pond F E F E E E South Service Road (EB) through Merge B B B North Service Road (WB) through Merge F F Sunrise Highway Express Lane EB at Lower Pond F


ETC+20 (2047) Sunrise Highway Mainline EB at Lower Pond F F F F F F Sunrise Highway Mainline WB at Lower Pond F F F F F F South Service Road (EB) through Merge C C C North Service Road (WB) through Merge F F Sunrise Highway Express Lane EB at Lower Pond F


ETC+30 (2057) Sunrise Highway Mainline EB at Lower Pond F F F F F F Sunrise Highway Mainline WB at Lower Pond F F F F F F South Service Road (EB) through Merge C C C North Service Road (WB) through Merge F F Sunrise Highway Express Lane EB at Lower Pond F


LOCATION BUILD A-1

BUILD A-2

BUILD A-3

BUILD A-4

BUILD A-5

BUILD A-6

Sunrise Highway Mainline EB at Lower Pond +1 AM / -1 PM

+1 AM / 0 PM 1 1 0 2

Sunrise Highway Mainline WB at Lower Pond -1 AM / +1 PM

0 AM / +1 PM 1 1 0 2

South Service Road (EB) through Merge 0 0 0 0 2 0North Service Road (WB) through Merge 0 0 0 0 2 0

Exhibit - 3.3.1.7-3Change in Number of Lanes from No Build

NY 27 Sunrise Highway Corridor - Concept At-Grade Improvements


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Exhibit - 3.3.1.7-4 Change in Number of Lanes from No Build

NY 27 Sunrise Highway Corridor - Concept Bridge & Viaduct Improvements

LOCATION BUILD V-1

BUILD V-2

BUILD V-3

BUILD V-4

BUILD B-1

Sunrise Highway Mainline EB at Lower Pond -1 -1 0 0 1 Sunrise Highway Mainline WB at Lower Pond 1 -1 0 0 1 South Service Road (EB) through Merge 2 2 2 0 0 North Service Road (WB) through Merge 0 2 2 0 0 Sunrise Highway Express Lane EB at Lower Pond 0 0 0 1 0 Sunrise Highway Express Lane WB at Lower Pond 0 0 0 1 0

3.3.1.8. Safety Considerations, Accident History and Analysis – Refer to Section 2.3.1.8 for discussion.

3.3.1.9. Impacts on Police, Fire Protection and Ambulance Access – Impacts on police, fire protection and ambulance access are not anticipated to be significant. A final determination of the impacts would be made during the design development process. 3.3.1.10. Parking Regulations and Parking Related Issues – Impacts on parking regulations and parking related issues are not anticipated to be significant. A final determination of the impacts would be made during the design development process. 3.3.1.11. Lighting – Improvement in corridor lighting would be provided for all concepts. Within the project limits of the proposed concept the existing lighting would be upgraded to LED full cutoff fixtures. 3.3.1.12. Ownership and Maintenance Jurisdiction – NYSDOT will continue ownership and maintenance responsibilities of the NY 27 mainline and service roads (along with the Town of Islip). Maintenance jurisdiction requirements will be coordinated with Suffolk County and the Town of Islip. 3.3.1.13. Constructability Review - Constructability reviews will be performed during the design development process.

3.3.2. Multimodal 3.3.2.1. Pedestrians – The existing Shared Use Path (SUP) located on the north side of the NY27/Sunrise Highway Right of Way and partially within the Connetquot River State Park Preserve would either be maintained in place or realigned as needed in all proposed concepts. The existing SUP is 10’ wide, it is anticipated that widening or major rehabilitation of Oakdale Merge concepts will allow for an increased width of the SUP to 13’ or wider as recommended by Highway Design Manual chapter 17. Sidewalks existing along the Service Roads would be retained and extended depending on the concept selected. No additional pedestrian or special provisions to accommodate bicyclists are warranted in addition to the existing SUP.


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3.3.2.2. Bicyclists – See section 3.3.2.1 above. 3.3.2.3. Transit – No changes are proposed to transit facilities. 3.3.2.4. Airports, Railroad Stations, and Ports – No changes are proposed; no conflicts are expected. 3.3.2.5. Access to Recreation Areas (Parks, Trails, Waterways, and State Lands) – Access to the Connetquot River State Park Preserve, Bayard Cutting Arboretum, Trout Pond, Bubbles Falls, and the LI greenbelt trail will be maintained and further developed during the next design phase.

3.3.3. Infrastructure 3.3.3.1. Proposed Highway Section – Refer to Appendix A for typical conceptual highway sections for the proposed concepts. 3.3.3.1. (1) Right of Way - ROW acquisitions will vary depending on the concept chosen and will be identified further as design is progressed. 3.3.3.1. (2) Curb – No curb is proposed for the mainline NY 27 corridor. Concrete barrier is provided at many locations. Service roads are proposed in several of the concepts and would have a curb on the right side, consistent with the existing service roads at the east and west ends of the primary study area. 3.3.3.1. (3) Grades – The proposed maximum grade will vary depending on the concept chosen – grades are generally flat within the primary study area. 3.3.3.1. (4) Intersection Geometry and Conditions – To be further identified and developed during the next design phase. 3.3.3.1. (5) Roadside Elements:

(a) Snow Storage, Sidewalks, Utility Strips, Bikeways, Bus Stops – Not applicable. (b) Driveways - The driveways will be modified to comply with the current NYSDOT “Policy and

Standards for Design of Entrances to State Highways.” (HDM Chapter 5, Appendix 5A) (c) Clear Zone – The desired clear zone for the Sunrise Highway (NY27) is 30’-36’ for a design

speed for 70 mph and will be reviewed further during preliminary and final design. Guide rail and median concrete barrier have been provided to protect the shared use path, side slopes, culverts and overhead sign structures.

3.3.3.2. Special Geometric Design Elements - 3.3.3.2. (1) Nonstandard Features – Non-Standard Features will be identified, and justification prepared for those concepts progressed through the design development process.


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3.3.3.2. (2) Non-Conforming Features – Non-Conforming Features will be identified, and justification prepared for those concepts progressed through the design development process. 3.3.3.3. Pavement and Shoulder – Pavement and Shoulder sections will be designed and constructed in accordance with the NYSDOT details and standards. The extent of the pavement and shoulder construction will vary based on the type of pavement selected. Specific details will be developed for those concepts progressed through the design development process. 3.3.3.4. Drainage Systems – Existing drainage structures and systems will be cleaned as part of all feasible concepts. For the At-Grade, Viaduct and Bridge Concepts, replacement and/or rehabilitation of the existing drainage systems will be required. Special attention will be required to address potential 100-year storm flooding areas (i.e.: low points at Lower Pond, etc.) 3.3.3.5. Geotechnical – Geotechnical investigations will be performed as necessary to facilitate the design of the selected concepts. All investigations will be coordinated with and be performed in accordance with the NYSDOT requirements and specifications. 3.3.3.6. Structures – The Shared Use Path bridge over West Brook Pond will be retained or replaced in all concepts. In the Viaduct Concepts, a proposed structure would run along most of the length of the primary study area. The At-Grade with Service Roads Concept (A-6) would add several cross bridges. The Bridge concept (B-1) would add a new structure at West Brook Pond. Additional details will be provided and developed in the next design phase. 3.3.3.7. Hydraulics of Bridges and Culverts – There are three culverts containing waterways within the project limits. Impacts to these culverts would vary depending on the concept. The Bridge concept (B-1) would replace the culvert at West Brook Pond with a new bridge. Additional details will be provided and developed in the next design phase. There are no dams in the vicinity of the project that would be adversely affected. 3.3.3.8. Guide Railing, Median Barriers and Impact Attenuators – All guiderail within the project limits will be evaluated during final design for conformance to design standards and replaced or repaired, if necessary. Concrete barriers are anticipated at many locations due to the constrained right-of-way. 3.3.3.9. Utilities – All utilities within the project limits including gas, water, sewer, overhead wires, etc. will be identified and evaluated during final design for potential conflicts and/or constraints relating to the proposed improvements. 3.3.3.10. Railroad Facilities – There is no proposed work over any railroad facilities.


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3.3.4. Landscape and Environmental Enhancements – Refer to Chapter 4 for complete discussion. 3.3.4.1. Landscape Development and Other Aesthetics Improvements – The project will provide landscaping as a part of the overall enhancement and aesthetic improvement efforts for this project. Refer to Chapter 4 for a more detailed discussion. 3.3.4.2. Environmental Enhancements – The project will provide for environmental enhancements as part of the overall enhancement efforts for the project. 3.3.5. Miscellaneous NYS Smart Growth Public Infrastructure Policy Act (SGPIPA): A determination on whether the project is compliant with the New York State Smart Growth Public Infrastructure Policy Act (SGPIPA) will be made should a concept progress through the project scoping phase and design approval process. Other Miscellaneous Information: No other miscellaneous information has been identified.


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CHAPTER 4 - SOCIAL, ECONOMIC and ENVIRONMENTAL CONDITIONS and CONSEQUENCES

4.1 Introduction

4.1.1 Environmental Classification

4.1.1.1 NEPA Classification - NEPA Classifications of the proposed concepts will vary depending on the type of concept progressed and whether the concept(s) would individually or cumulatively have a potentially significant impact on the environment. The NEPA Classification of the proposed concept(s) would be determined should a project advance into the scoping phase and Preliminary Design Phases (Phases I-IV).

4.1.1.2 SEQR Classification - SEQRA Classifications of the proposed concepts will vary depending on the type of concept progressed and whether the concept(s) would individually or cumulatively have a potentially significant impact on the environment. The SEQR Classification of the proposed concept(s) would be determined should a project advance into the scoping phase and Preliminary Design Phases (Phases I-IV).

4.1.2 Coordination with Agencies

4.1.2.1 NEPA Cooperating and Participating Agencies - A list of Cooperating Agencies in accordance with 23 CFR 771.111(d): will be developed as the concepts are progressed through the design development process. Anticipated agencies include New York State Department of Environmental Conservation (NYSDEC), United States Army Corps of Engineers (USACE), NYS Parks, Recreation and Historic Preservation (NYSDPRHP), Federal Highway Administration (FHWA), Suffolk County and the Town of Islip.

4.2 Social The purpose of this section is to discuss the social environment in the vicinity of the project. This project involves the Route 27 corridor between the Heckscher State Parkway and Oakdale Bohemia Road which is a suburban section of the Town of Islip communities of Oakdale, Great River and Bohemia in Suffolk County. Except for the No-Build concept, each build concept will vary in the extent of NY 27 widening and lane additions where the current highway and service road merge (10 travel lanes at the east and west ends to a 6-lane roadway at the “Oakdale Merge” adjacent to the Connetquot River State Park Preserve). The concepts vary in the number and arrangement of lanes (6, 8 or 10) and alignment height (at-grade, viaduct or bridge).


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4.2.1 Land Use

4.2.1.1 Demographics and Affected Population - The project’s primary study area can be characterized as a growing suburban community, moderately developed; with single-family homes predominate on the south side of Sunrise Highway, wooded unoccupied State park land lying north of Sunrise Highway (Connetquot River State Park) and in the southwest quadrant (Bayard Cutting Arboretum State Park), and areas interspersed with colleges (the closed 25-acre Oakdale campus of Dowling College, and St. John’s University Oakdale Campus). The primary study area is located in the Town of Islip and includes the hamlets of North Great River, Oakdale and Bohemia. A larger, secondary study area encompasses the central portion of the Town of Islip and extends considerably northward, to include the Long Island Expressway (I-495). The Town of Islip is located in the southwestern part of Suffolk County in New York State on both the mainland of Long Island and Fire Island. The secondary study area includes the additional hamlets of Central Islip, Islip, and Islip Terrace. While the Town of Islip has four incorporated villages, none are included in the primary or secondary study areas. The 2010 U.S. Census reports that the Town of Islip has a population of 335,543 persons. The median reported age was 37.6 years old, with 11.7% of the population (39,346 persons) being reported at age 65 or older. The population of seniors grew to 40,192 persons in 2013, which represents 11.9 percent of the overall population. National trends and the “graying” of America suggests that the senior population will continue to grow in the future as the “Baby Boomers” age. The average household size was 3.2 persons per unit. Approximately 73 percent of the population was identified as white and the remaining 27 percent was identified as part of a low income, minority, and/or ethnic group (primarily African American or of Hispanic or Latino origin). Based on data collected from the U.S. Census’ 2013 American Community Survey, approximately 9.4% of the Town’s population was identified as disabled, (ranging in specific disabilities of hearing, vision, cognitive, ambulatory, self-care and independent living difficulty were listed). This percentage is lower than the percentage for Suffolk County, 14.7%, and New York State, 10.9 %. Limited English Proficiency (LEP) are those persons who do not speak English as their primary language and have limited ability to read, speak, write or understand English. The 2006-2010 American Communities Survey has determined that 90,163 persons in the Town of Islip (28.9% of the population more than four years old) speak a language other than English. Of those 90,163 persons, 47,217 (15.1%) have limited English proficiency; i.e. they speak English “less than very well.” Of those persons with limited English proficiency, 38,304 speak Spanish, 7,114 speak Indo-European, and 1,450 speak Asian and Pacific Island languages. The large geographic concentrations of Spanish-speaking LEP individuals in the Town of Islip including Bay Shore, Brentwood and Central Islip. The primary study area has much lower LEP populations with reported percentages of 9.3 percent in Oakdale hamlet to 10.1 percent in Bohemia. Based on the U.S. 2010 Census and the 2013 American Community Survey, Islip’s median household income ($85,314) was only slightly lower than the Suffolk County average ($86,821). Similarly, Islip’s median family income ($94,089) was only slightly lower than the Suffolk County average ($100,012). The portion of population in poverty in Islip (5.3 percent) was slightly higher than that of the County (4.9 percent) and remained well below the New York State figure of 13.8 percent. Concentrations of ethnic minorities within the Town are defined as those areas with a higher percentage of minority populations than the overall Town-wide percentages (African-American concentrations over 9.5 percent and Hispanic concentrations over 29 percent). These areas include: Bay Shore, Baywood, Brentwood, Central Islip, North Bay Shore, and the Village of Islandia. None of these communities are in


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the project’s primary study area, and the project is not located in a potential NYSDEC Environmental Justice Area. In 2013, the mean travel time to work for Islip residents was 29.5 minutes, slightly lower than the County average of 31.0 minutes. 77.8 percent of residents drove alone, slightly lower than the County-wide average of 79.4 percent. The 2013 American Community Survey reported that 77.8% of the Town’s working population commuted individually by car or truck to work with an average travel time of 29.5 minutes. This is slightly lower than the County-wide average of 31.0 minutes and approximately three minutes longer than the national average. 6.2 percent of Town residents relied on public transportation, which was only slightly lower than the County-wide average of 6.3 percent. 11.2 percent of Town residents carpooled, which was higher than the County-wide average of about 8.4 percent. The Town had a lower percentage of workers who walked to work (1.1 percent), as compared to the County average (1.6 percent). Islip’s travel time rates are considered by many to be reasonable for a work commute or shopping. The proximity of Sunrise and Montauk Highways provide reasonable commuting times for many residents to employment centers.

4.2.1.2 Comprehensive Plans and Zoning - Contact was made with the Planning Department of the Town of Islip to determine if the town has adopted Comprehensive Land Use Plans or Master Plans covering the municipality. The Town of Islip prepared a 2011 Comprehensive Plan Update that is the latest available master plan. Previously, the Town prepared the Town of Islip Comprehensive Plan, adopted by the Town, which included multiple separate community identity studies that were prepared from 1973 to 1979. The Town of Islip Planning Department and Town Attorney’s Office were extremely cooperative and provided access through a FOIL request and provided these background planning documents to NYSDOT for this study. Begun in 1972, the Town of Islip Comprehensive Plan was a policy statement to guide future land use and other regulations to address uncontrolled growth the Town experienced from the 1950’s to 1970’s and associated quality of life issues. The Town of Islip had experienced sky-rocketing growth in population from the availability of large parcels conveniently located proximate to regional highways, FHA mortgage guarantees, federal highway programs, expansion of industries and a general population boom experienced on Long Island after the end of World War II. The Comprehensive Plan was intended to be an overall guide for development decisions. While the hamlets of Oakdale and Bohemia saw tremendous growth during that time, they were able to retain their small-town character largely due to more generous lot sizes and depths leaving room for gardens and open space behind the homes. Some of that area has been lost with in-fill development in the ensuing years. The Oakdale Community Identity Plan, Vol 7E, identified general land use policies and recommendations for housing, commerce and industry, recreation, and transportation. It stated a goal of encouraging the State to retain a 50-foot wide landscape buffer when the Sunrise Highway Extension is built. Sunrise Highway should not be allowed to be lined with commercial strip development, and wherever possible a wide strip of existing woodlands should be preserved along the road. The 2011 Comprehensive Plan Update acknowledges that there have been many changed since the Comprehensive Plan was written in the mid to late 1970’s. Recent data has shown significant recent and long-term shifts in the demographic makeup of the Town of Islip. The town has become older and more diversified. There has been relatively slow population growth overall in the past four decades. However, in the last ten years, growth has been uneven in the town, generally occurring in a small handful of hamlets. Overall, the Town has grown by 13,134 people since the year 2000. Of this recent growth, the hamlet of Brentwood alone increased by over 10,000 people. Additionally, the Hispanic population in Brentwood has risen by 31%. Not all areas of the Town grew. Of those hamlets that lost population since 2000, Islip Hamlet has seen the biggest loss with a decrease of 1,886 people. The Hamlets of Oakdale and Great River also saw decrease in population, albeit slight, from 2000 to 2010, while the Hamlet of Bohemia had a slight increase.


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The 2011 Comprehensive Plan Update seeks to highlight the current makeup of the town in terms of population, race, housing and growth. It is the Town’s goal to understand the current population and trends, in order to properly plan for future needs and development. The 2011 Plan Update reaffirms the importance and validity of the seven goals established in the original Plan, which are as follows: 1. To promote housing which satisfies the needs and tastes of Islip citizens for the entire range of income levels in the Town. 2. To protect the natural resources and environment of Islip. 3. To provide recreational services of all kinds in adequate supply and easily accessible to all the Town's people. 4. To provide or promote efficient, quality public services, including transportation, education, health, safety and consumer protection. 5. To promote the development of identifiable communities and corresponding social activities. 6. To promote only those commercial and industrial developments that are compatible with local employment needs and surrounding environments. 7. To promote attractive environments that enhance the value of life with aesthetically pleasing surroundings. This project’s objectives are consistent with the Town of Islip Comprehensive Plan 2011 Update and prior Comprehensive Plan.

4.2.2 Neighborhoods and Community Cohesion

4.2.2.1 Community Cohesion -

The Sunrise Highway and abutting right-of-way currently establishes a physical separation between the communities located north and south of the roadway respectively. Access between the communities is provided via local streets at Connetquot Avenue and Oakdale-Bohemia Road, the Heckscher State Parkway and the Montauk Highway which cross above or parallel the expressway. None of the concepts would result in further separation of the communities that currently border the expressway corridor and all road crossings (Connetquot Avenue and Oakdale-Bohemia Road) of the expressway that exist would be maintained. Thereby, continuity between the communities would be maintained. Therefore, it is anticipated that community cohesion would not be affected by the project. Connectivity between Sunrise Highway and Montauk Highway would be improved with several concepts containing Service Roads.

4.2.2.2 Home and Business Relocations -

Since this project involves the reconstruction of an existing highway on predominately the existing alignment and does not require the acquisition of occupied dwellings/businesses, it will not cause adverse impacts upon neighborhood character and stability. The proposed concept would require no displacement of residences or businesses and there would be no relocation impacts. Several widening concepts would require property acquisition from the Suffolk County Department of Public Works and Connetquot River State Park Preserve, however no resident/business structure is impacted. Several concepts involve a raised roadway on a long bridge / viaduct structure which could have visual impacts as well as noise level increases. Adverse impacts upon neighborhood character and stability will be identified in the next phase of project development.


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4.2.3 Social Groups Benefited or Harmed

4.2.3.1 Elderly and/or Disabled Persons or Groups - The various concepts would not affect the elderly groups within the study area. The potential for impacts relating to the concepts would be determined as the concepts are progressed through the design development process.

4.2.3.2 Transit Dependent - The improved capacity and operation of NY27 with the various concepts should improve travel times for transit systems that utilize the corridor. The potential for positive impacts on transit dependent community facilities would be determined as the concepts are progressed through the design development process.

4.2.3.3 Low Income, Minority and Ethnic Groups (Environmental Justice) - The project is not located in or near a potential NYSDEC environmental justice area. The 2012-2016 American Community Survey 5-Year Estimates conducted by the US Census Bureau in the Town of Islip determined that 99,537 persons in the Town of Islip (32% of the population more than five years old) speak a language other than English. Of those 99,537 persons, 46,018 (46%) have LEP; i.e. they speak English “less than very well.” Of those persons with LEP, 39,595 speak Spanish, 4,468 speak Indo-European, 1,696 speak Asian and Pacific Island languages, and 259 persons speak other languages.1 The large geographic concentrations of Spanish-speaking LEP individuals in the Town of Islip include Bay Shore, Brentwood, and Central Islip. When compared to the Town of Islip as a whole, the primary study areas of Bohemia and Oakdale have lower populations of persons speaking a language other than English. These percentages are 11% for Bohemia2 and 9% for Oakdale3. Consistent with Executive Order 12898 and FHWA Guidance on Environmental Justice, the project has not directly or indirectly used criteria, methods or practices that discriminate on the basis of race, color, national origin or income level.

4.2.4 School Districts, Recreational Areas, and Places of Worship

4.2.4.1 School Districts - The proposed project is within the Connetquot Central School District. The closest school in the District is Oakdale-Bohemia Middle School at 60 Oakdale-Bohemia Road, which is 0.2 mile from Sunrise Highway. The middle school is served by a school bus system. Sidewalks exist in places serving adjoining commercial shopping centers, strip malls and other commercial-industrial uses bordering along the two-lane Service Roads of Sunrise Highway serving the project corridor and are used by students from the adjacent neighborhood. It is not expected that there would be any long-term adverse impacts to the school. During construction there may be delays for some motorists traveling through the corridor, and temporary on-site detour sidewalks will be used during construction. This would be a temporary and relatively minor impact. In the long-term, effects will be positive with improved road conditions, traffic flow, and other improved features, depending on the concept chosen.


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4.2.4.2 Recreational Areas - The project is bordered by the Connetquot River State Park Preserve along the north side and the Bayard Cutting Arboretum along the north and south side of NY27. A Green belt Trail also is located adjacent and beneath the highway. In addition, a paved shared use path runs along the north side of NY27 within both the highway right of way and park property. The Preserve is a 3473-acre undeveloped woodland area with many acres of ponds (West Brook Pond, Middle Pond, East Pond) and fresh water streams. There is a trout hatchery and other historic buildings. Access to the park is via westbound NY 27. Access is by permit and reservation only and is gate controlled. Various concept will impact the park property by varying degree due to widening of NY 27 and would improve the existing park access. Ponds and streams may also be impacted. The Arboretum is a 690-acre State owned park with two-thirds of it being undeveloped. The developed areas to the south of NY 27include nature walks through garden and planting areas of trees, shrubbery and plants. Access is via NY27A – Montauk Highway. The area to the north of NY 27 is undeveloped and is contiguous with the Preserve. This area includes West Pond and the upper reaches of the Connetquot River. Portion of the property is impacted due to widening concepts on the north side of the roadway. The Long Island Greenbelt Trail is 32 miles long and traverses the width of Long island. Fifteen miles are situated in the Park Preserve and crosses beneath NY27 suspended within a box culvert that connects the north and south sections of West Brook Pond. The culvert will need to be extended or even replaced as part of roadway widening concept. As such the suspended trail within the culvert and adjacent to the shared use path will be impacted and either extended within the extended culvert or relocated to a new highway crossing either below or above a widened highway. The paved 10-foot-wide shared use (pedestrian and bicycle) path (SUP) runs adjacent to the north side of the NY 27 mainline and North Service Road. It was constructed and is maintained by NYSDOT and State Parks. The path includes a long metal truss bridge crossing of West Brook Pond and joins with the Greenbelt Trail for a short distance from the culvert to the Park Preserve access point. The SUP would need to be relocated as part of a number of widening concepts.

4.2.4.3 Places of Worship - The project area contains a number of places of worship. The B’Nai Israel Reform Temple is the closest place of worship to the Sunrise Highway corridor and is situated across the street from the Oakdale-Bohemia Middle School at 67 Oakdale-Bohemia Road. Other places of worship include Peace Lutheran Church at 680 Ocean Avenue in Bohemia, St. John’s Episcopal Reform Bible Church at 1 Berard Boulevard in Oakdale, and Emmanuel Church at 320 Great River Road in Great River.

4.3 Economic

4.3.1 Regional and Local Economies Goods movement by truck plays an important role in the freight transportation system throughout Long Island and in the study area. Within the secondary study area there are two strategic freight highways, namely Long Island Expressway and Sunrise Highway. An additional analysis will be performed in the next design phase.


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4.3.2 Business District Impacts

Business district impacts are not anticipated with the project improvements. Improved traffic operations are anticipated within the primary study area which would have a positive effect on area businesses. The impacts will be prepared for each concept as they are progressed through the design development process.

4.3.3 Specific Business Impacts Specific business impacts will be reviewed for each concept further progressed through the design development process.

4.4 Environmental

4.4.1 Wetlands

4.4.1.1 State Freshwater Wetlands - There are NYSDEC regulated freshwater wetlands or regulated adjacent areas (100ft) within the project area, as per the NYSDEC Freshwater Wetlands Maps (See Figure 4.1) in the Town of Islip, Suffolk County. A wetland field delineation will be required in the next project phase to confirm the type, size, and boundaries of the freshwater wetland areas. For all the build concepts, wetland impacts are expected to occur. Therefore, the project will likely require a NYSDEC Article 24 Freshwater Wetlands Permit, pursuant to 9 NYCRR 578, for proposed work in the state-regulated wetland or regulated adjacent area (100ft). The permit will be obtained from NYSDEC once the location and extent of the impacts are ascertained in the subsequent phases of design work.

4.4.1.2 State Tidal Wetlands - A review of the NYSDEC regulated tidal wetlands found that the project would impact Littoral Zones and adjacent areas (see Figure 4.1). The project will likely require a NYSDEC Article 25 Tidal Wetlands Permit for proposed work in the state-regulated tidal wetland or regulated adjacent area. The permit will need to be obtained from NYSDEC once the location and extent of the impacts are ascertained.

4.4.1.3 Federal Jurisdiction Wetlands - Federal jurisdictional wetlands exist within the project limits as shown in Figure 4.2. It is anticipated that the proposed project will require impacts to wetlands. Based on these impacts, an Individual Section 404/Section 10 Permit from the US Army Corps of Engineers will be required. There is no alternative to construction in wetlands since avoidance is not practicable. The proposed activities will require an Individual Section 401 Water Quality Certification, pursuant to 15 NYCRR 608, Protection of Waters. NYSDOT will obtain the permit prior to commencement of project activities and will adhere to all conditions. Further coordination will be required with NYSDEC during the final design to determine the nature and extent of potential surface quality impacts posed by the project concepts during and after construction.


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Figure 4.1 – NYSDEC regulated tidal wetlands


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Figure 4.2 – Federal Jurisdictional wetlands

4.4.1.4 Executive Order 11990 - The purpose of Executive Order (EO) 11990 is to "minimize the destruction, loss or degradation of wetlands and to preserve and enhance the natural and beneficial values of wetlands". To meet these objectives, EO 11990 requires federal agencies, in planning their actions, to consider alternatives to wetland sites and limit potential damage if an activity affecting a wetland cannot be avoided. The procedures require the determination of whether or not the project concepts will be in or will affect


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wetlands. Per EO 11990, a wetland assessment must be prepared to set forth the basis for a determination that there is no feasible and prudent alternative to impacts to wetlands and that all practical measures to minimize harm to wetlands have been included. A programmatic Executive Order 11990 would apply to the build concepts, based on its classification as a Categorical Exclusion under 23 CFR 771.117 and its qualification for U.S. Army Corps of Engineers Section 404/Section 10 Nationwide Permit(s).

4.4.1.5 Mitigation Summary - Compensatory wetland mitigation may be required to minimize impacts to the State freshwater, State tidal, and Federal wetlands. Mitigation measures will be determined in the next design phase in coordination with NYSDEC and USACOE.

4.4.2 Surface Waterbodies and Watercourses

4.4.2.1 Surface Waters - The water bodies within the primary study area are popular with a fish hatchery located to the north of the Connetquot River State Park Preserve and are used for recreation and fishing. Trout Pond to the south of NY 27 lies within NYSDOT right of way and is a popular fishing pond. Impacts to fish and wildlife will be addressed in the next phase of design as well as the potential impacts of dredging, cofferdams and de-watering to extend major culverts for highway widening and placement of embankment, retaining wall and bridges. A section 404 individual permit from USACOE is anticipated. An Individual Section 401 Water Quality Certification will also be required for this project since an Individual (Section 404) Permit is required. Public Notification requirements will apply.

4.4.2.2 Surface Water Classification and Standards - New York State Department of Environmental Conservation (NYSDEC), Division of Water, Bureau of Water Assessment and Monitoring, provides the water quality classifications of New York State lakes, rivers, streams, and ponds. Under New York State Environmental Conservation Law (ECL), Title 5 of Article 15, certain waters of the state are protected on the basis of their classification. Streams and small water bodies in the course of a stream designated as C (T) or higher (i.e., C (TS), B, or A) are collectively referred to as "protected streams." Figure 4.3 presents the water classification for water bodies within the primary study area. The segments within the primary study area are classified as “B” and “C” for fresh surface waters, and “SC” for saline surface waters. The Class “B” and “C” streams within the study area also include standards of (T) and (TS) representing Trout population and Trout spawning areas.


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Figure 4.3 – Protected Streams


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The best usages for Class/Standard “B” waters are for primary and secondary contact recreation and fishing. The water quality is suitable for fish propagation and survival. The best usage for Class/Standard “C” waters is fishing. Water quality is suitable for fish propagation and survival. The water quality shall be suitable for primary and secondary contact recreation, although other factors may limit the use for these purposes. The best usage for Class/Standard “C(t)” waters is fishing. The water quality is suitable for trout propagation and survival. Water quality shall be suitable for primary and secondary contact recreation, although other factors may list the use for these purposes. The best usage for Class/Standard “C(ts)” waters is fishing. The water quality is suitable for trout propagation, survival and spawning. Water quality shall be suitable for primary and secondary contact recreation, although other factors may limit the use for these purposes. The New York State Department of Conservation (NYSDEC) will be consulted to determine any restrictions to construction activities due to fish spawning seasons or other water quality concerns.

4.4.2.3 Stream Bed and Bank Protection - Based upon a review of the NYSDEC GIS database, there are protected streams in the proposed project area, which will be verified by a site survey. These include Main Pond, Lower Pond, West Brook Pond, Trout Pond, West Brook, Middle Brook, East Pond, Rattlesnake Brook, and Connetquot Brook. Figure 4.4 shows the relationship between these streams. NYSDOT GIS information indicates that East Pond is designated as Class B, Standard (TS) and that West Brook, West Brook Pond, Middle Brook, Main Pond, Lower Pond are all Class C, Standard (T) or (TS) Surface Waters as defined by Title 6, Part 701 of the Water Quality Regulations. Coordination with NYSDEC will continue pursuant to 1997 “DEC/DOT MOU Regarding ECL Articles 15 and 24”. The New York State Department of Environmental Conservation (NYSDEC) will be consulted to determine any restrictions to construction activities due to fish spawning seasons or other water quality concerns.


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Figure 4.4 – Streams

4.4.2.4 Airport and Airway Improvement - Airport and Airways are not within the project limits, so no improvements are proposed with this project.

4.4.2.5 Mitigation Summary - Mitigation for surface water bodies and watercourses will be identified as the concepts are progressed through the design development process.

4.4.3 Wild, Scenic, and Recreational Rivers

4.4.3.1 State Wild, Scenic and Recreational Rivers - According to the NYSDEC’s Wild, Scenic and Recreational River System list, the Connetquot River is classified as a “Recreational” River. The Connetquot River is approximately five and three-fourths miles


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long, starting at Johnson Avenue, Suffolk County winding down to the south to the Sunrise Highway. A Wild, Scenic and Recreational Rivers permit will be required from the Department of Environmental Conservation (DEC) and will be assessed as the project concepts progress through the design development process.

4.4.3.2 National Wild and Scenic Rivers - The project does not involve a National Wild and Scenic River as shown by the Nationwide Rivers Inventory List of National Wild and Scenic Rivers. No further review is required.

4.4.3.3 Section 4(f) Involvement - The proposed project concepts are located adjacent to State park lands and State park preserves. Several concepts will have impacts. Consideration of the significance of the park land and whether the project concepts would adversely affect the wildlife and waterfowl refuge will be determined during the next phase of project design.

4.4.3.4 Mitigation Summary - Mitigation, if necessary, will be identified as the concepts are progressed through the design development process.

4.4.4 Navigable Waters

4.4.4.1 State Regulated Waters - There are no state regulated navigable waters located within the project’s area of potential effect that will be impacted by the work.

4.4.4.2 Office of General Services Lands and Navigable Waters - There are no OGS underwater holdings located within the project’s area of potential effect that will be impacted by the work.

4.4.4.3 Rivers and Harbors Act – Section 9 - Since the project does not involve the construction or modification of any bridge, dam, dike, or causeway over any navigable water of the United States, Section 9 is not applicable.

4.4.4.4 Rivers and Harbors Act – Section 10 - Since the project does not involve the creation of any obstruction to the navigable capacity of any of the waters of the United States, or in any manner alter or modify the course, location, condition, or capacity of any navigable water of the United States, Section 10 is not applicable.


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4.4.5 Floodplains Figure 4.6 shows the FEMA 100 and 500-year Flood hazard information for the primary study area, which went into effect for insurance on 9/25/2009 (best available information). The figure shows a published base flood elevation for a 100-year event (BFE) of 5 feet NAVD 88. The Flood Insurance Study report includes the following stillwater elevations at the project site. Little to no wave action would be anticipated at the site as indicated by the termination of the Limit of Moderate Wave Action (LiMWA) seaward of the project site. SUMMARY OF STILLWATER ELEVATIONS (Nicoll Bay)

− 10 year = 4.2 feet NAVD 88 − 50 year = 4.6 feet NAVD 88 − 100 year = 4.8 feet NAVD 88 − 500 year = 5.2 feet NAVD 88

Note that the NY Rising document for the project area considered NY 27 to be a “moderate risk area”. NY 27 at Lower Pond is low lying with elevations as low as 5 feet at the culvert on the mainline and 6 feet on Montauk Highway. The project is considering raising NY 27, to elevation 8 feet NAVD 88 to account for three feet of Sea level rise (SLR) above the 100- year flood elevation of 5 feet NAVD 88. This would involve raising NY 27 for a low-lying segment length of approximately 500 feet adjacent to Lower Pond. Treatments to achieve this resilient design will be evaluated further in the next design phase.


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Figure 4.5 – Flood Hazard Zones

4.4.5.1 State Flood Insurance Compliance Program - The proposed project, in some locations, is within the 100-year floodplain of the Connetquot River, as indicated by Figure 4.6. In accordance with the provisions of 6 NYCRR 502 - Flood Plain Management for State Projects, this project will consider and evaluate the practicality of concept treatment to any floodplain encroachments. Additionally, the project will be reviewed in accordance with the draft New York State Flood Risk Management Guidance for Implementation of the Community Risk and Resiliency Act, dated June 20, 2018. A floodplain hydraulic analysis will be performed during the advance detail plan phase.


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4.4.5.2 Executive Order 11988 - In order to comply with EO 11988, there will be an evaluation of potential effects of any actions taken within the floodplain, and treatments to avoid any adverse effects shall be considered. The evaluation will follow FEMA’s eight step process for complying with EO 11988 as well as New York State minimum floodplain management (6 NYCRR Part 502) and resiliency (NYCRRA) standards. If the project concepts require the use of a floodplain, there will be an attempt to minimize potential impacts, and consistent with the regulations issued in accord with section 2(d) of this Order, the Department will prepare and circulate a notice containing an explanation of why the action is proposed to be located within the floodplain.

4.4.6 Coastal Resources

4.4.6.1 State Coastal Zone Management Program - According to the NYS DOS Coastal Boundary Map, the proposed project is located within a State Coastal Zone Management Area. According to NYS DOS “List of Approved Coastal Local Waterfront Revitalization Programs (LWRPs),” dated October 2018, the Town of Islip, Suffolk County is not located in a Local Waterfront Revitalization Area. Confirmation of whether the proposed project would impact a nearby approved Local Waterfront Revitalization Program (LWRP) is required.

4.4.6.2 State Coastal Erosion Hazard Area - The proposed project is not located in or near a Coastal Erosion Hazard Area. Documentation to confirm is pending coordination with NYSDEC.

4.4.6.3 Waterfront Revitalization and Coastal Resources Program - According to NYS DOS “List of Approved Coastal Local Waterfront Revitalization Programs (LWRPs),” dated October 2018, the proposed project is not located in a Local Waterfront Revitalization Area. No further action is required.

4.4.6.4 Federal Coastal Barrier Resources Act (CBRA) and Coastal Barrier Improvement Act (CBIA) - The proposed project is not located in a coastal area under the jurisdiction of the Coastal Barrier Resources Act (CBRA) or the Coastal Barrier Improvement Act (CBIA).

4.4.7 Groundwater Resources, Aquifers, and Reservoirs

Based on a preliminary review, there are no municipal drinking water wells, wellhead influence zones, or reservoirs within or near the project area. The closest USGS groundwater well (See Figure 4.6) Site Number 404508073080902 is just upstream of the project area indicates a median groundwater elevation of approximately 8 feet NAVD 88. The groundwater well has over 125 data collections over the past 44 years, recording a range of groundwater elevations between 7 feet NAVD 88 and 9 feet NAVD 88. The ground water elevation in the project area is expected to be between the groundwater values of the USGS well and the mean sea level of the bay. Field verification of groundwater levels is to be undertaken in the next design phase.


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Figure: 4.6 – USGS Groundwater Well Locations

A review of the EPA-designated Sole Source Aquifer Areas Federal Register Notices, Maps, and Fact Sheets illustrates the project is located in the Suffolk County Aquifer Project Review Area. The proposed project requires Federal Sole Source Aquifer Section 1424(e) review by FHWA and EPA, pursuant to Executive Order 12372 due to the nature of the project activities. A Groundwater Assessment Report will be prepared, and coordination undertaken with the EPA and NYSDEC in the next design phase. During the design phase, measures to avoid, minimize or mitigate adverse impacts to the Sole Source Aquifer will be identified. Best Management Practices (BMPs) to protect the aquifer will be employed, including Erosion and Sediment Control, Stormwater Management and Construction Chemical Storage and Handling. .


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4.4.7.1 Aquifers - A review of the EPA-designated Sole Source Aquifer Areas Federal Register Notices, Maps, and Fact Sheets illustrates the project is located in the Nassau-Suffolk Aquifer Project Review Area. The proposed project requires Federal Sole Source Aquifer Section 1424(e) review by FHWA and EPA, pursuant to Executive Order 12372 due to the nature of the project activities. Consultation and coordination with EPA is required. A Groundwater Assessment Report could be prepared during the design approval process, if necessary.

4.4.7.2 Drinking Water Supply Wells (Public and Private Wells) and Reservoirs - A review of the Suffolk County Comprehensive Water Resources Management Plan (2015) found that there are no municipal drinking water wells, wellhead influence zones, or reservoirs within the project area. During the design phase, measures to avoid, minimize or mitigate adverse impacts to the Sole Source Aquifer will be identified. Best Management Practices (BMPs) to protect the aquifer will be employed, including Erosion and Sediment Control, Stormwater Management and Construction Chemical Storage and Handling.

4.4.8 Stormwater Management A storm-water management assessment will be prepared for each concept further progressed through the design development process.

4.4.9 General Ecology and Wildlife Resources During the next design phase, the USFWS, NYSDEC and other agencies will be consulted, and a field assessment conducted to determine habit, possible impacts and identify measures to mitigate them.

Fish, Wildlife, and Waterfowl - A cursory review of the project’s area indicates that the Connetquot River habitat is home to a diversity of fish and wildlife species. NYSDEC GIS information indicates that the breeding of osprey (SC) and terns (T) were reported within the Connetquot River area. Waterfowl in great numbers use the estuary as a wintering area and stopover point during migration. The Connetquot River is fed by many natural cold water springs and is a significant sea-run fishery for non-native brown and rainbow trout. The park includes Connetquot Brook, several small streams and ponds, freshwater wetlands, and extensive forested areas. This is one of the few remaining wild brook trout streams on Long Island. A more detailed analysis of potential effects will occur as the design process progresses.

4.4.9.2 Habitat Areas, Wildlife Refuges, and Wildfowl Refuges - There are Natural Heritage Communities (significant natural communities such as forests, wetlands, and other habitat types) documented by the NYNHP directly adjacent to and within the secondary area of study (see Figure 4.7):

• Pitch pine-oak forest (located within Connetquot River Watershed north of NY 27) - Uplands

• Red maple-hardwood swamp (located within Connetquot River Watershed north of NY 27)- Freshwater Nontidal Wetlands

• Brentwood Oak Brush Plains (located east of Sagtikos Parkways within secondary area of study)- Uplands


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Figure: 4.7 - Natural/Conservation Resources


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4.4.9.3 Endangered and Threatened Species - According to the NYSDEC GIS information database, there is a possibility that threatened or endangered species are located within the primary or secondary area of study. There are areas identified as locations containing rare animals and plants. The areas identified are primarily associated with state parks and forest communities (Connetquot River State Park Preserve, Pitch pine-oak forest). A variety of rare plants are present within the Connetquot River habitat and include the following:

• Pixies Pyxidanthera barbulata Endangered • Southern twayblade Listera australis Endangered • Collin’s sedge Carex collinsii Endangered

According to the U.S. Fish and Wildlife Service’s Information (USFWS), Planning, and Conservation System (IPaC), there is the potential for Federally-protected, threatened, or endangered species to be located in or near (within ½ mile) the proposed project area. Species listed by the USFWS as threatened, endangered, or species of concern, known to or are believed to occur in Suffolk County, include the following:

• Piping plover Charadrius melodus Threatened • Red knot Calidris canutus rufa Threatened • Roseate tern Sterna dougallii dougallii Endangered • Sandplain gerardia Agalinis acuta Endangered • Seabeach amaranth Amaranthus pumilus Threatened • Northern long-eared bat Myotis septentrionalis Proposed Endangered • Hawksbill sea turtle Eretmochelys imbricate Endangered • Leatherback sea turtle Dermochelys coriacea Endangered • Green sea turtle Chelonia mydas Threatened

Threatened and endangered species will be reviewed further during the next design phase.

4.4.9.4 Invasive Species - A review of the existing corridor will take place to identify any significant presence of known invasive species within the right-of-way. Precautions will be taken to prevent the introduction of invasive species during project design and construction.

4.4.9.5 Roadside Vegetation Management - Existing roadside vegetation consists primarily of maintained lawn areas and wooded areas. Efforts will be made to preserve as much of the existing vegetation as possible and efforts will be made to replace wildlife-supporting vegetation that is removed during construction.


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4.4.10 Critical Environmental Areas

4.4.10.1 State Critical Environmental Areas - According to information obtained from NYSDEC, the proposed project does not involve work in or near a Critical Environmental Area. The San Souci Lakes Addition and Mill Pond are Critical Environmental Area’s (CEA) located approximately 4 miles East in the secondary area of study. See Figures 4.8 and 4.9.

Figure 4.8 – San Souci Lakes


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Figure 4.9 – Mill Pond

4.4.10.2 State Forest Preserve Lands - According to information obtained from NYSDEC, the proposed project does not involve work in or near state forest preserve lands. See Figure 4.10.


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Figure 4.10 – NYSDEC Map of State Forest Preserve Lands

4.4.11 Historic and Cultural Resources

4.4.11.1 National Heritage Areas Program - The proposed project will not impact areas identified as National Heritage Areas.

4.4.11.2 National Historic Preservation Act – Section 106 / State Historic Preservation Act – Section 14.09 - Previous studies indicated that there are no prehistoric sites in the project area. The South Side Sportsmens Club, a part of the National Register Historic District, lies in the project area within the Connetquot River State Park Preserve. The Connetquot River Trout Pond, located just to the south of NY 27, is associated with the South Side Sportsmens Club, but lies outside the historic district. Other National Historic Districts are located immediately adjacent to NY 27, namely the William K. Vanderbilt Estate Historic District, and the West Brook Cutting (Bayard Estate) Historic District, a state-owned park.


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Further identification of historic and cultural site will be undertaken in the next design phase as will, impacts and mitigation measures proposed. A need for a Section 4(f) evaluation for the historic sites will also be undertaken in the next design phase.

4.4.11.3 Architectural Resources - Architectural resources will be identified and evaluated in the next design phase.

4.4.11.4 Archaeological Resources - It is anticipated that the proposed project will not require project activities within previously undisturbed areas that have the potential to contain archeological resources. Thus, a 4(f) evaluation will not be required for archaeological resources.

4.4.11.5 Historic Bridges - There are no bridges over 50 years old or listed on NYSDOT’s Historic Bridge Inventory that are located within the project’s area of potential effect.

4.4.11.6 Historic Parkways - This project may involve work on or near the Heckscher State Parkway depending on the concept chosen.

4.4.11.7 Native American Involvement - Native American Involvement will be identified, and justification prepared for those concepts progressed through the design development process.

4.4.11.8 Section 4(f) Involvement - The historic property is noted in section 4.4.11.2 is listed on, in the National Register of Historic Places is located within the project’s area of potential effect. The programmatic Section 4(f) evaluation applies to this project and will be addressed in the next design phase for the concepts to be advanced.

4.4.12 Parks and Recreational Resources

4.4.12.1 State Heritage Area Program - The proposed project will not impact areas identified as State Heritage Areas. The Long Island North Shore National Heritage Area falls just outside the secondary study area along the Long Island Expressway.


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4.4.12.2 National Heritage Areas Program - The proposed project will not impact areas identified as National Heritage Areas.

4.4.12.3 National Registry of Natural Landmarks - There are no listed nationally significant natural areas within, or adjacent to, the project area.

4.4.12.4 Section 4(f) Involvement - Connetquot River State Park Preserve and the Bayard Cutting Arboretum State Park, both publicly owned parks, border the proposed project area. The project activities include:

- land to be permanently incorporated into a transportation facility, - a temporary occupancy of land, and - a constructive use of the Park land for modification of a shared use path, trail and park access.

4.4.12.5 Section 6(f) Involvement - This project will impact parklands that may have been partially funded through Federal funding. This will be researched in the next design phase for the Connetquot River State Park Preserve and the Bayard Cutting Arboretum State Park.

4.4.12.6 Section 1010 Involvement - This project does not involve the use of land from a park to which Urban Park and Recreation Recovery Program funds have been applied.

4.4.13 Visual Resources

4.4.13.1 Introduction – In general, the visual character of the area in which the Sunrise Highway (NY27) - Oakdale Merge project is located is mostly of a non-commercial, wooded appearance, primarily due to the surrounding dense vegetation of the immediately adjacent Connetquot River State Park Preserve and the Bayard Cutting Arboretum State Park. However, there are several motorcar dealerships and a retail strip mall located along the Service Road at the eastern end of the project. There are two primary viewer groups in this project area: vehicle drivers and passengers using eastbound and westbound NY 27 and; park visitors using and enjoying the recreational facilities located in the Preserve and the Arboretum, the fishing opportunities of the ponds and waterways, and bikers and pedestrians using the shared use path located immediately north of the westbound traffic lanes. A visual resources analysis will be prepared for those concepts progressed through the design development process.

4.4.13.2 Effects Assessment - Two general groups of potential build improvement concepts have been identified. They can be categorized into improvements either performed at-grade or as grade-separated improvements utilizing either an overhead viaduct structure or a bridge. Additionally, a No-Build concept is included for baseline


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comparative purposes. Also, being considered are a series of possible smaller scaled improvements that would be applicable to all concepts. All the build concepts would provide, to varying degrees, impacts, and costs, operational and safety improvements to the corridor. Broadly speaking, there are several at-grade and grade-separated concepts that would have a minimal visual impact to the surrounding landscape by virtue of their little or no need to widen the facility beyond the existing right-of-way limits. Other concepts in both the at-grade and grade-separated groups will cause physical and visual impacts to the adjacent landscape which will require mitigation. The degree to which a concept will cause a visual impact is a function of its proposed width. The No-Build concept will have no visual impact on the landscape as it does not alter the existing condition. Beyond the potential physical and visual impacts of going outside the existing right-of-way, additional potential visual impacts of an elevated structure must be considered. Because a viaduct is raised within a relatively flat surrounding context, its potential for being seen from a greater distance by a larger group of viewers is of particular note and attention to its aesthetics will become a component of the analysis of whether it is a negative or positive visual impact. This will be further evaluated in the next design phase.

4.4.14 Farmlands

4.4.14.1 State Farmland and Agricultural Districts - The Farmland Protection Policy Act of 1984, as amended, regulates actions with the potential to convert existing important farmlands to a non-agricultural use. There are no Prime Farmlands along Sunrise Highway (NY 27) in the Great River and Oakdale-Bohemia areas. Based on a review of the NYS Agricultural District Maps for Suffolk County, the proposed project is not located in or adjacent to an Agricultural District.

4.4.14.2 Federal Prime and Unique Farmland - The proposed project activities will not convert any prime or unique farmland, or farmland of state or local importance, as defined by the USDA Natural Resources Conservation Service, to a nonagricultural use.

4.4.15 Air Quality

4.4.15.1 Regulatory Framework - Ozone concentrations in Suffolk County violate the National Ambient Air Quality Standards (NAAQS) a few days of the year. Areas of the county where air pollution concentrations persistently exceed NAAQS are designated “nonattainment.” Areas that had a history of nonattainment but are now meeting NAAQS are designated as “maintenance.” According to the U.S. Environmental Protection Agency’s (USEPA) Green Book, Suffolk County in New York is a designated marginal nonattainment area for 8-hour ozone and a designated maintenance area for fine particulates. The County was previously a 1-hour ozone severe nonattainment area but is no longer subject to the 1-hour standard. The study area is in Suffolk County, which means project-related air emissions would occur within an EPA-designated nonattainment or maintenance area. These emissions and pollution concentrations are subject to review under the federal Clean Air Act and its amendments, and under the jurisdiction of EPA regulations.


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4.4.15.2 Transportation Conformity – The project site is located in Suffolk County, which is considered an ozone marginal non-attainment area. As the concepts are progressed, they will be evaluated by the Interagency Consultation Group (ICG) to determine whether a project-level conformity determination is needed, and whether a concept is exempt or non-exempt from the regional emissions analysis conducted by the New York Metropolitan Transportation Council (NYMTC).

4.4.15.3 Carbon Monoxide (CO) Microscale Analysis - The need for an air quality analysis for CO for those concepts progressed will be assessed through the design development process.

4.4.15.4 Mesoscale Analysis - The need for a mesoscale analysis will be evaluated for those concepts progressed will be assessed through the design development process.

4.4.15.5 Mobile Source Air Toxics (MSATs) Analysis - The need for Mobile Source Air Toxics (MSATs) Analysis for those concepts progressed will be assessed through the design development process.

4.4.15.6 Particulate Matter (PM) Analysis - The need for Particulate Matter (PM) Analysis will be assessed as the project is progressed through the design development process.

4.4.15.7 Greenhouse Gas Analysis - The need for Greenhouse Gas Analysis will be assessed by whether the concepts progressed meet the screening criteria contained in the Draft NYSDOT Environmental Science Bureau (ESB) Energy and Greenhouse Gas Guidance (2003).

4.4.16 Energy The need for an energy analysis for the At-Grade, Viaduct and Bridge Concepts to be progressed will be assessed by whether the concepts meet the screening criteria contained in the Draft NYSDOT Environmental Science Bureau (ESB) Energy and Greenhouse Gas Guidance (2003).

4.4.17 Noise A noise study, if necessary, will be identified as concepts are progressed through the design development process.


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4.4.18 Asbestos

4.4.18.1 Screening - An asbestos screening, if necessary, will be identified as concepts are progressed through the design development process.

4.4.18.2 Assessment and Quantification - An asbestos assessment, if necessary, will be conducted as concepts are progressed through the design development process.

4.4.18.3 Mitigation Summary - Existing Departmental blanket variances or existing variances will be sufficient for this project. Mitigation for the At-Grade, Viaduct, and Bridge Concepts will be determined as the project progresses through the design development process.

4.4.19 Hazardous Waste and Contaminated Materials

4.4.19.1Screening -

A hazardous waste and contaminated materials screening will be assessed as the project concepts progress through the design development process.

4.4.19.2 Assessment and Quantification - A hazardous waste and contaminated materials assessment and qualification will be assessed as the project concepts progress through the design development process.

4.4.19.3 Screening and Site Assessment - A Hazardous Waste/Contaminated Materials Site Screening will be conducted in accordance with NYSDOT Environmental Procedures Manual, Chapter 5, in order to document the likely presence or absence of hazardous/contaminated environmental conditions as the project progresses through the design development process. Environmental condition is the presence or likely presence of any hazardous substances or petroleum products (including products currently in compliance with applicable regulations) on a property under conditions that indicate an existing release, a past release, or a material threat of a release of any hazardous substances or petroleum products into structures on the property or into the ground, ground water, or surface water of the property. Specific site assessment will be undertaken as identified in the screening process in the next design phase.


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4.4.19.4 Mitigation Summary - A hazardous waste and contaminated material mitigation summary will be assessed as the project progresses through the design development process.

4.5 Construction Effects

4.5.1 Construction Impacts The construction impacts relating to the selected concepts will be evaluated in the design development process.

4.5.2 Mitigation Measures Construction impact mitigation measures will be assessed as the project progresses through the design development process.

4.6 Indirect and Secondary Effects

4.6.1 Indirect Socioeconomic Effects The potential for the At-Grade, Viaduct, and Bridge Concepts to indirectly affect social conditions will be assessed as the project progresses through the design development process.

4.6.2 Social Consequences An assessment of social consequences will be made as the project progresses through the design development process.

4.6.3 Economic Consequences An assessment of economic consequences will be made as the project progresses through the design development process.

4.7 Cumulative Effects An assessment of cumulative effects will be made as the project progresses through the design development process. 4.8 Short-Term Uses of Man’s Environment and the Maintenance and Enhancement of Long-Term Productivity


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For the At-Grade, Viaduct and Bridge Concepts, an assessment will be made as the project progresses through the design development process. 4.9 Irreversible and Irretrievable Commitments of Resources Irreversible and irretrievable commitments of resources for the At-Grade, Viaduct and Bridge Concepts will be assessed as the project progresses through the design development process. 4.10 Adverse Environmental Impacts that cannot be Avoided or Adequately Mitigated Impacts of the At-Grade, Viaduct and Bridge Concepts will be assessed as the project progresses through the design development process.

final planning / feasibility study...april 2019 final planning / feasibility study pin 0059.28 1-1...

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