TIGER Grant Application

Home , Interstate 86 (Idaho), Interstate 87 (New York), New York State Route 17, New York State Thruway, Reference marker

8006.84 & 8006.96: Route 17 Highway Safety Improvements for Upgrade to Interstate 86: Exit 130A to 131

Highway Reconstruction Project

Town and Village of Woodbury Town of Monroe, Village of Harriman Orange County United States House of Representatives 19th District

Rural (Sub‐Urban) Location

$60 million Request for TIGER Grant Funds

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

Table of Contents

Table of Contents …………………………………………………………………………………………………………………………………. 2 Project Description ………………………………………………………………………………………………………………………………. 3 Project Name ………………………………………………………………………………………………………………………… 3 Description ……………………………………………………………………………………………………………………………. 3 Project Need …………………………………………………………………………………………………………………………. 4 Sponsor …………………………………………………………………………………………………………………………………. 5 Cost and amount of TIGER Grant Request ……………………………………………………………………………… 5 Synopsis of Long‐Term Outcome and Job Creation Benefits ………………………………………………….. 5 Project Map …………………………………………………………………………………………………………………………… 7 Project Parties Description Requirements ……………………………………………………………………………………………. 8 Shovel Ready Criteria Summary Requirements …………………………………………………………………………………….. 8 Project Schedule …………………………………………………………………………………………………………………….. 8 Environmental Approvals ……………………………………………………………………………………………………….. 9 Legislative Approvals ………………………………………………………………………………………………………………. 9 State and Local Planning …………………………………………………………………………………………………………. 10 Technical Feasibility ………………………………………………………………………………………………………………… 10 Financial Feasibility …………………………………………………………………………………………………………………. 11 Grant Fund Description and Table Format …………………………………………………………………………………………….. 11 Long‐Term Outcomes Requirements …………………………………………………………………………………………………….. 12 State of Good Repair ………………………………………………………………………………………………………………. 12 Economic Competitiveness …………………………………………………………………………………………………….. 14 Livability ………………………………………………………………………………………………………………………………….. 14 Sustainability ………………………………………………………………………………………………………………………….. 15 Safety ………………………………………………………………………………………………………………………………………. 17 Long‐Term Outcomes, Benefit/Cost Analysis Requirements …………………………………………………………………. 18 Job Creation and Economic Stimulus ……………………………………………………………………………………………………. 19 On the Job Training ……………………………………………………………………………………………………………….. 20 Construction ………………………………………………………………………………………………………………………….. 20 Consultant Agreements …………………………………………………………………………………………………………. 20 DBE Goal Setting Construction ………………………………………………………………………………………………. 20 Secondary Benefit Discussion ……………………………………………………………………………………………………………… 21 Contact Information ……………………………………………………………………………………………………………………………. 23 Application Contact ………………………………………………………………………………………………………………. 23 Project Contact ……………………………………………………………………………………………………………………… 23 Appendices Appendix A ‐ PROJECT MAP Appendix B – ROAD USER ANALYSIS REPORT Appendix C – DESIGN AND CONSTRUCTION SCHEDULES Appendix D – JOB CREATION SCHEDULE Appendix E – CERTIFICATIONS

Project Description

Project Name

This project is named Route 17 Highway Safety Improvements for Upgrade to Interstate 86: Exit 130A to 131, and is identified by the New York State Department of Transportation Project Identification Numbers (PIN) 8006.84 and 8006.96.

Description

This section of roadway is located in the Towns of Monroe and Woodbury in Orange County, New York. . (Refer to page 7, General Location Map) This project proposes to reconstruct Exit 131 of New York State Route 17 at the Route 32 interchange on entirely new alignment. (Refer to Appendix, Figure 2) The project will upgrade Route 17 in the vicinity of Exits 130A and 131 to interstate standards for future conversion to I‐86. Improvements will improve safety and alleviate traffic operational deficiencies both on Route 32 and Route 17. This project is located at the eastern termini of the proposed I‐86 Corridor in New York, ending at the New York State Thruway (I‐87). The project length is 4.5 km (2.8 mi.) on Route 17 and 1.5 km (0.9mi) on Route 32. The NYS Route 17 at Exit 130A and 131 Project consists of reconstruction and realignment of the Exit 131 interchange and improvements at the Exit 130A interchange. In addition, the project includes other transportation system improvements, (such as sidewalks and a commuter parking lot with bus stop), needed to support the new interchange, to accommodate forecasted traffic growth, and to meet the needs of local and regional Master Plans. The project will also improve operations at the New York State Thruway (I87) Harriman Toll Plaza. NYS Route 17 is part of the National Highway System and is a Qualifying Highway on the National Network of Truck Access Highways. NYS Route 17 is a four lane facility that is one of the primary east‐west highways across southern New York State serving volumes in the project area over 65,000 AADT. NYS Route 17 is currently classified as a rural principal arterial. New York State is actively pursuing a program to convert the 613 kilometer (381 mile) facility to interstate 86. The western most 297 kilometers (185 miles) of Route 17 have already been designated as I‐86 and the remaining sections are being progressed using urban principal arterial interstate standards. Although this project is located in a section which has not yet received I‐86 designation, Route 17 in this area is currently signed as “Future I‐86”. A nine (9) mile section of Route 17 in the western part of Orange County is currently under construction and will receive I‐86 designation when construction is complete in 2011. This project will provide operational, safety and capacity improvements to the Exit 130A and 131 interchanges. Specifically, this project proposes to expand the Route 32 corridor to serve as an efficient distribution road to Route 6 (Leading to the Palisades Parkway and The George Washington Bridge), Interstate 87 (leading to the Tappan Zee Bridge), Route 17 South (New Jersey) and Route 17 West (Sullivan County Casino area). The project will also reconfigure the existing diamond interchange to a partial cloverleaf design that incorporates access to local frontage roads as well as Route 17 (Future I86). The project also improves the approach to the Harriman Toll Plaza with additional lanes and advanced electronic guide signing. The relative priority of the project is high, since federal designation for Interstate 86 has occurred for NYS Route 17 from the Pennsylvania State line to East Corning (Exit 43). The Transportation Equity Act for the 21st Century (TEA‐ 21) authorizes federal surface transportation programs for highways, highway safety and transit for the period of 1998‐2003. TEA‐21 provides language for Future I‐86 designation for the remainder of NYS Route 17 upon satisfactorily upgrading it to interstate standards. Exit 122 does not currently meet interstate standards.

Project Need

The Route 17 Exit 131 and Exit 130A interchanges are a key part of an interchange hub that affects the entire downstate New York Region. Traffic backups at this interchange hub cause significant delays to travelers to and from the New York City area, destinations on Route 17 (Future I86), the Sullivan County and Binghamton areas, as well as to Interstate 87 northbound traffic destined for Albany, Saratoga, Lake George and other Adirondack areas. Daily commuter patterns affected include Route 6 to the Palisades Parkway and the George Washington Bridge, and I‐87 south to the Tappan Zee Bridge. The Exit 131 interchange was constructed in the early 1950’s in accordance with the design standards in place at that time. This project was initiated because several non‐standard roadway features have created operational, capacity and significant traffic safety problems. In addition, the sections of NYS Route 17 in the vicinity of Exit 131 have been designated as a Priority Investigation Location (PIL), which indicates significant accidents. The Woodbury Common Premium Outlet is an internationally advertised tourist destination that generates extremely large volumes of traffic during weekend commuting time periods. Significant traffic backups from the Woodbury Common facility on to Route 17 and the New York State Thruway (i87) regularly occur during peak shopping days. Traffic delays impact the operation of this facility and the surrounding areas to the extent that an emergency service team has been formed to manage and redirect traffic. Still, long traffic delays that impact Route 17 and Interstate 87 occur. The area is largely impassable for local traffic during these time periods causing consternation to area residents and emergency services. Traffic backups in this area are considered to be a regional problem that receives a large amount of attention from the press. Emergency service, bus service and access to rail are also directly affected by the heavy congestion. The Exit 131 Interchange area is currently considered to be one of the most important bus service and park‐and‐ ride locations in the region. Currently, over 2000 weekday commuting passengers utilize bus service through the Exit 131 area making Exit 131 a convenient point to access bus service or transfer between services. Two major bus routes exist in the area provided by Coach USA Short Line destined for either Route 17 southbound or the NYS Thruway southbound. The area is also attractive to ride‐sharers commuting south. Historically, the demand for parking spaces regularly exceeds available capacity. Currently, traffic delays in this interchange significantly affect the quality of bus service through the area. The project will improve access to and capacity of park and rides in the area. Area retail facilities are significant employer of area residents that use bus service for transportation to work. The Metro‐North Railroad, the second largest commuter line in the United States, is a subsidiary of the Metropolitan Transportation Authority (MTA). The Port Jervis line of Metro‐North operates out of New Jersey, and runs 95 miles from Hoboken to Port Jervis. The Harriman Station, accessed via Exit 131 for southbound commuters, is serviced by the Main/Bergen/Port Jervis line. There are currently are thirteen trips per weekday that travel from the Harriman Station toward Hoboken, where passengers can make many other connections, including service to New York City. The current travel time to New York City from the Harriman station is approximately 88 minutes. The improvements provided by this project will reduce delay for users trying to access this train station. The project creates new facilities to accommodate pedestrians and bicyclists through the Route 32 corridor. The existing Route 32 sidewalk system that services the Village of Woodbury will be extended through the project area providing access to The Monroe Woodbury School campus facilities as well as area retail centers. Walkers from the Village of Woodbury will also be able to access the Village of Harriman which is adjacent to the project to the south. The new roadway design will also accommodate bicyclists traveling on the Route 32 corridor. Additionally, NYS Route 17 is now being converted, in stages, to Interstate 86. NYS Route 17 will be designed to meet current urban principal arterial interstate standards.

Finally, extensive development is planned within the project area by the design year, including 737 residential homes, a 150 room hotel, and 1.5 million square feet of mixed use development. The nearby Village of Kiryas Joel is expected to continue to experience a high rate of population growth. A Citizens Advisory Committee was created early in the Project’s planning process and has been closely involved in data collection, analyses and review, goal setting, prioritization of project objectives, and evaluating alternatives. The Advisory Committee membership is broad‐based, including residents, business owners, developers, public officials, environmental groups and other organizations that have an interest in this project. Their combined input has provided a balance of viewpoints and ideas that has been incorporated into the design of this project. An important component to future growth and development in and around the Town of Woodbury and Monroe will be safe, efficient access to NYS Route 17 by the Exit 131 interchange. The safety, capacity and operational problems outlined in this report currently restrict the ability of the area to grow as desired.

Sponsor

New York State Department of Transportation (NYSDOT) is the sponsor. The NYSDOT Region 8 (Mid‐Hudson Valley) office is completing the design and will manage the construction, inspection and will perform maintenance on NYS Route 17 at the Exit 131 Interchange.

Cost and amount of TIGER Grant Request

The Engineer’s Estimate for the construction cost of this project is eighty (80) million dollars. The State of New York is currently engaged in reconstructing a nine (9) mile length of NYS Route 17 in the western part of Orange County at a cost of sixty five (65) million dollars. The need for this work, and New York State’s belief in the transportation and economic benefits this project will yield, is such that the State of New York will invest an additional twenty (20) million dollars to the NYS Route 17 at Exit 131 Interchange project. The amount of TIGER Grant Request for this eighty (80) million dollar project is sixty (60) million dollars.

Synopsis of LongTerm Outcome and Job Creation Benefits

The NYS Route 17 at Exit 131/130A Interchange project is on a roadway whose designation is being upgraded, in stages, to Interstate 86. NYS Route 17 is being designed to meet current urban principal arterial interstate standards Interstate standards (Future I‐86). As a result, existing non‐standard roadway features that create operational, capacity and significant traffic safety problems will be improved. Over the long term this will yield a benefit in operations and safety as this section of NYS Route 17. The Woodbury Common Premium Outlet, an internationally advertised tourist destination, is directly serviced by Exit 131. The Metro North Commuter Railroad Harriman station with service to New York City through Hoboken New Jersey is also serviced by Exit 131. Along the NYS Route 17 (Future I‐86) corridor existing Park and Ride lots are at or near capacity and newer lots are expected to reach capacity over the next several years. NYSDOT Region 8 Planning, Orange County and the Orange County Transportation Council all agree that long range planning should provide for commuter Park and Ride lots at all NYS Route 17 (Future I‐86) interchanges. This project proposes the expansion of a commuter bus station including parking lot for commuter access to this growing area. Proximity to commuter bus and rail not only provides local residents access to other business districts, such as New York City and Westchester, but also provides the local business, commercial, retail, office and hospital facilities with access to workers. Sidewalks and shoulders are planned providing pedestrian and bicycle connection along Route 32 across the proposed bridge over NYS Route 17 connecting the Village of Woodbury to the Village of Harriman.

Extensive development is planned within the project area by the design year, including 737 residential homes, a 150 room hotel, and 1.5 million square feet of mixed use development. The nearby Village of Kiryas Joel is expected to continue to experience a high rate of population growth. With other longer range plans such as possible Casinos in Sullivan County, just west along NYS Route 17, the benefits, both immediate and long term, of this project are significant. Without this project, this location’s poor operations and high accident rate diminish activity and expansion of the existing retail and hotel facilities serviced by the Exit 131 interchange. New development is being stunted and the town master plans would be more difficult to implement due to the poor performance of the Exit 131 interchange. Emergency vehicle access will be significantly enhanced at this location. Emergency access is an important feature at a location where such a major amount of holiday traffic exists. The viability of the I87 and Future I86 Routes and all related economic activity are impacted by the current operational and safety problems at the Exit 131 interchange.

Project Parties Description Requirements

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

Shovel Ready Criteria Summary Requirements

Project Schedule the preliminary design process for the Route 17, Exit 131 project is complete and Design Approval is expected by October, 2009. By the end of 2009 a preliminary set of construction plans complete with highway and bridge design, retaining wall design, wetland design, preliminary storm water management, drainage and hydraulic analyses, phasing for Maintenance Protection of Traffic and estimate information will be complete. By mid 2010 Advance Detail plans will be available with most estimating and mitigation measures 90% complete, along with the details of roadway construction and bridge designs available for an in depth review. After comments and revisions on the Advance Detail Plans are completed and a final estimate is prepared the final Plans, Specifications and Estimate package will be organized and submitted in December 2010 for advertising, contractor review and bid. Bids will be open April 11, 2011, the low bid contractor announced and within 45 days construction of the project shall begin. Construction would begin by June 1, 2011 and the TIGER funded portion of the project would be complete by February 17, 2012. A project schedule for design and construction is available in the application appendix. Jobs that are created either by the construction firms that work directly on the project or by the firms that provide direct inputs (paving materials, steel, concrete, etc.) to the construction project are estimated in the “Jobs Creation and Economic Stimulus” section of this application.

Environmental Approvals

The status of all necessary environmental approvals needed in order for the project to proceed to construction as specified in the project schedule is as follows:

Environmental Approvals Area Agency Product Status NEPA FHWA Categorical Exclusion Determination February 13, 2009 Rare or Endangered FHWA/USFWS Review of Biological Assessment, Pending Species Concurrence determination NYSDEC Review of Biological Assessment, Supply Pending Concurrence State Pollution NYSDEC Stormwater Permit for Construction Phase VI Discharge Elimination activities (GP‐0‐08‐001) System (SPDES) Historic and NYSDOT,SHPO Section 106 Determination of Effect for Complete Archaeological FHWA Historic and Archaeological Resources Resources Streams and Wetlands NYSDEC Section 401 Water Quality Certification Phase VI

USACOE Section 404 Nationwide Permit Phase VI FHWA Executive Order 11990 Programmatic Phase IV Wetland Finding Groundwater NYSDOT Review of Groundwater Assessment, June 19, 2009 FHWA, EPA Letter of Concurrence as per Section 1424(e) Section 4(f) FHWA SAFETEA‐LU Section 4(f) Evaluation De Approved Minimus Impacts to Public Parks and March 30, 2009 Recreational Areas

Legislative Approvals and Stakeholder Support

No legislative approvals are needed for this project. The need for this project was identified by New York State officials and included as part of the Transportation Equity Act for the 21st Century (TEA‐21) legislation in 1998. Route 17 was designated for inclusion in the Interstate System as part of High Priority Corridor 36. Under this legislation, the Route 17 interstate upgrade would involve roadway improvements and the addition of Interstate signs to Route 17 from the New York‐Pennsylvania state line in the west to its intersection with Interstate 87 in Orange County, a total of 381 miles in length. An initial public involvement meeting involving elected officials was conducted in November, 2006 to provide the status of work completed in the Route 17 corridor in Orange County, and to introduce the subsequent construction projects proposed. The first local public involvement meeting inviting the communities of Woodbury, Harriman and Kiryas Joel was conducted in March, 2007. A Citizens Advisory Committee (CAC) was formed shortly after this initial public meeting and four subsequent CAC meetings were conducted to discuss comments and formulate the three alternatives presented in this report and to the community. A second community meeting was held in September, 2007 to present the alternatives to the community. Several focus and special interest group meetings were conducted with individual stakeholders in the community as required. The CAC meeting process was continued through June 2008, culminating in the committee’s endorsement of the proposed alternative. A Draft Design Report was circulated on February 26, 2009, and a Design Public Hearing was held on March 26, 2009.

State and Local Planning

This project is consistent with the principles and strategies for safety, mobility and reliability in the New York State Transportation Master Plan; in particular the Safety strategy “Making System Related Safety Improvements” on p. 57, the Mobility/Reliability strategies “Managing to Achieve a State of Good Repair” on p. 36, “Managing the System Through Improved Operational Techniques on p. 40 and ”Providing Targeted Capacity Expansions and Additional Services” on p. 45. https://www.nysdot.gov/portal/page/portal/main/transportation‐ plan/repository/masterplan‐111406.pdf

The project is also consistent with the guiding principles in the NYSDOT March 2008 Multimodal Program Submission https://www.nysdot.gov/programs/repository/NYSDOT‐Capital‐Plan‐March2008.pdf In particular the principles on pages 8 and 9, ”Preservation of Transportation Assets”, “Support for the State’s Economic Vitality and Quality of Life”, “Enhanced Mobility for People and Goods”, and “Safety for the Travelling Public.”

This project is also shown on the Orange County Transportation Council (OCTC) Transportation Improvement Plan (TIP) and on the State Transportation Improvement Plan (STIP) as PIN (8006.84) with federal funds. https://www.nysdot.gov/programs/stip/files/R8.pdf Since the project is on the TIP with federal funds the members of the OCTC have approved this project as one that is important for the transportation needs of the County as well as the wider region. The OCTC TIP was adopted on September 25, 2007, http://www.orangecountygov.com/orgmain.asp?storyID=3482&orgID=227&storytypeID=1&sid= and the STIP was approved on December 10, 2007.

The 8006.96 project is also shown on the Orange County Transportation Council (OCTC) (TIP) and STIP as part of PIN 8006.84 with federal funds. This PIN was divided into two PIN’s to allow for staged construction. Since the project is on the TIP with federal funds the members of the OCTC have approved this project as one that is important for the transportation needs of the County as well as the wider region. The OCTC TIP was adopted on September 25, 2007 and the STIP was approved on December 10, 2007.

Technical Feasibility

The NYS Route 17 at Exit 130A/131 Interchange project team has largely completed the preliminary engineering work stage. This stage will be concluded formally upon issuance of Design Approval with the United States Fish and Wildlife Service concurrence with the Final Biological Assessment. Design Approval will occur in October, 2009. The preliminary design is very advanced in its roadway design and environmental mitigation aspects. We will require 14 right of way acquisition maps on this project, but no relocations. The anticipated completion of the ROW acquisitions is the Plans specifications and Estimate (PS&E) submittal date of December, 2010. The NYSDOT manages multi million dollar capital construction projects on a daily basis. On any given day, the Hudson Valley regional Office has hundreds of millions of dollars worth of active construction operations. The Design and Construction, and Right‐ Of‐Way / Real Estate units perform this work routinely, year round. As grantee, the NYSDOT has the expertise, experience, personnel and ability to complete this project.

Financial Feasibility

Assuming the receipt of a TIGER Grant, this project’s construction would be fully funded. Design activities are already being fully funded with other funds. Additionally, roughly $20 million of the estimated construction costs are being funded by means other than TIGER Grant funds. Receiving the $60 million TIGER Grant being requested by this application would complete our construction funding, as the estimated construction cost for this project is $80 million. Please refer to the Grant Fund Description Table for the funding breakdown. As we are still some months away from the Plans Specification and Estimate (PS&E) date on this project, we are carrying a ‘contingency’ in the estimate. However, the contingency is adjusted periodically as we complete the details of the design and real costs become clearer. At PS&E, we will not be carrying any contingency reserve in our estimate because at that point our design will be complete and there will be no unknown material quantities, or operations.

Grant Fund Description and Table Format

8006.84 & .96 – Exit 131 Interchange Woodbury, NY TIGER funds State Funds Federal Funds Local Funds Total (requested) (source) (source) (source) Funds Project Approval/ $0.640 SDF $2.560 NHS $3.200 Environmental Document Plans, $0.750 SDF $0.750 Specifications & Estimate Right of Way $2.760 SDF $0.038 NHS $2.798 (capital and support) Construction $60.000 $6.730 SDF $5.504 S‐LU $72.234 (capital and Sec 1702 support) Total $60.000 $10.880 SDF $2.598 NHS $78.982 $5.504 S‐LU $8.102 Total

Long –Term Outcomes Requirements

State of Good Repair

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

Bridges

BIN 1077100: (Route 6 over Route 17) Critical Design Elements For upgrade: BIN 1077100 Vertical Clearance Discussion: This bridge is relatively new (1994 construction), and in very good condition (6.183 cond. rating). Replacement of this bridge would involve very high impacts to traffic, and construction costs would be high. Lowering of the Route 17 Roadway should be FEATURE CARRIED Route 6 investigated as a first option to providing standard vertical FEATURE CROSSED Route 17 clearance. The span of the existing bridge would accommodate BRIDGE TYPE Steel Girder temporary lanes to minimize the impacts to traffic. Lowering the No. of SPANS 2 roadway would improve sight distance, which is desired given the MIN/MAX SPANS 74.7/65.8 location of the New York State Thruway tolls, and construction YEAR BUILT 1994 costs will be less given the short section of Route 17 Roadway needed for replacement in order to achieve the clearance. STATE CONDITION RATING 6.183 FED. SUFFICIENCY 98.4

BIN 1003340: (Route 32 over Route 17) BIN 1003340 Critical Design Elements For upgrade: FEATURE CARRIED Route 32 FEATURE CROSSED Route 17 Vertical Clearance REFERENCE MARKER 17 8310 1257 Traffic Volume Capacity BRIDGE TYPE Steel Girder

No. of SPANS 4 Discussion: YEAR BUILT 1953

Based on traffic needs identified it is not likely that the existing LAST MAJOR REHAB. 1982 bridge has adequate span or width to accommodate the desired FED. SUFFICIENCY 95 Route 17 and Route 32 roadway sections needed to meet project STATE CONDITION RATING 4.625 objectives.

Note: The New York State bridge condition rating system is based on a numerical scale from 1 to 7 used to describe the condition of the structure compared to its original designed capacity and function. A rating of 1 is the worst meaning that the bridge is totally deteriorated or in a failed condition. Seven is the best rating meaning the bridge is in a new condition of no deterioration. The overall condition rating or “general recommendation” accounts for the rating of each of the structure’s individual elements with the most weight given to critical structural elements such as primary beams and pier columns. Bridges with an overall rating less than 5 are considered to be deficient. The federal sufficiency rating is on a scale of 0 to 100. It is used to determine eligibility of a bridge for federal money for rehabilitation (rating of 50‐80) or replacement (rating less than 50).

The project bridge work strategy is designed to minimize lifecycle costs. Bridge BIN 1077100 is not being replaced or modified because it is relatively new, and would require extensive reconstruction work on its roadway

12 approaches. To achieve the required vertical clearance at this bridge, the Route 17 roadway mainline is being lowered instead. Conversely, BIN 1003340 has exhausted its service life and will be replaced at the most appropriate time.

Traffic Signals

There are seven coordinated signals in this section of the Route 32 corridor which are in the project area. The current system utilizes a queuing loop at a critical distance back from the signal in order to adjust timing. One problem with this system is that it will often take three or more cycles for it to re‐synchronize after being activated. This often results in additional traffic delays. The project will construct a hard wired signal communication system in lieu of the existing wireless system in order to reduce service calls. Interference from atmospheric conditions has resulted in numerous malfunctions. The project will also install Intelligent Transportation Systems hardware to improve traffic operations are needed in the area. For example, the addition of continuous count equipment tied to the signals and point detection loops on the mainline traffic lanes will monitor the state of flow for the though movements may improve traffic signal feedback and efficiency. Other improvements will include updating signal controller software and the addition of “dynamic signals which monitor and adjust to traffic flow rates in order to increase efficiency.

Pavement Condition

Road Score Description

Route 32 8 Good – Distress symptoms are beginning to show Route 17 East of Route 32 6 Fair‐ Distress is clearly visible Route 17 West of Route 32 8 Good – Distress symptoms are beginning to show The dominant pavement distress symptom identified was Isolated Alligator cracking

The project will utilize and resurface as much existing pavement as feasible to minimize costs.

With regard to drainage, site inspections reveal the need for extensive catch basin replacement and repair, pipe lining or replacement, and end section replacement with channel lining and re‐grading.

New York’s maintenance and operations investments are established in several recurring programs (State highway and bridge maintenance and operations, local highway and bridge maintenance and operations) that have been incorporated as regular components of the transportation planning and budgeting process. The programs are funded principally from statutorily dedicated revenue sources that provide approximately $5 billion per year for balanced operating, maintenance and capital programs.

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

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

Economic Competitiveness

The location of this project does not qualify as an Economically Distressed Area. The Exit 131 area is, however, a critical node in the regional highway network. The proposed interchange improvements will affect operations on Interstate 87, Route 32, Route 6, and Route 17 (future Interstate 86), facilitating the movement of people, traffic and goods both within and thru New York State and the surrounding States of the Northeast and throughout the country. The project area’s proximity to northern New Jersey and New York City, as well as its accessibility to the northeastern United States via highways and railroads has contributed to its residential and commercial growth in recent decades. Interchange improvements will assist in the viability of and access to the Woodbury Common Premium Outlet (WCPO) – an internationally advertised tourist destination, as well as other regional commercial centers. The WCPO is a significant tax receipt generator for the region. The project will also facilitate extensive development planned for the area which includes 737 residential homes, a 150 room hotel, and 1.5 million square feet of mixed use development. Long term job creation estimates based on the ITE Trip Generation Manual indicate that over 4500 jobs will be created as a result of the Exit 131 project. Construction of a commuter parking lot/ transit hub and sidewalks encourages energy conservation, promotes a central pedestrian civic focus and can create a center of activity. Additionally, the transit hub will enhance bus service between population centers and employment areas making the service a competitive alternative to single‐ occupancy vehicles. Currently, over 2000 weekday commuting passengers utilize bus service through the Exit 131 area. The transportation improvements will encourage development within this transportation node that will connect rather than separate otherwise auto‐oriented uses adjacent to the interchange. The strategy of economic development trends is moving towards growth driven by services and industries and individuals becoming increasingly mobile. Locations that can accommodate these trends will increasingly provide: an educated workforce, a well developed transportation and communications infrastructure, and a high “quality of life”. The project improvements to the transportation infrastructure will assist in strengthening the economy of a Town and County by attracting and supporting business that will enhance their economic base and provide jobs, tax revenues, and an orderly and sustainable land use pattern that accommodates the existing economy yet provides attributes needed to build the future economy of the area.

Livability

The alleviation of traffic backups in the Exit 130A – Exit 131 area will significantly enhance the livability adjacent communities with benefits being felt by the extended Hudson Valley area west of the Hudson River. The Route 17/Exit 130A – 131 interchanges are a key part of an interchange hub that affects the entire downstate New York region. Traffic backups at this interchange area cause significant delays to travelers to and from the New York City area to destinations on Route 17(Future I86) to the Sullivan County and Binghamton areas, as well as I87 northbound traffic destined to areas such as Albany and Saratoga, and Lake George. Daily commuter patterns affected include Route 6 to the Palisades Parkway to the George Washington Bridge, and I87 south to the Tappan Zee Bridge. The project will improve conditions for peak hour commuters on these travel routes. The Woodbury Common Premium Outlet – an internationally advertised tourist destination – causes traffic delays that significantly impact transportation facilities in the area. An emergency service team comprised mostly of local police (funded by Woodbury Common) has been formed in order to intervene during peak traffic events. During peak weekends police station themselves at strategic intersection points in the corridor in order to clear traffic. During what is termed as a traffic “push”, traffic is stopped on Route 32 in order to allow the commons to clear queued traffic and make room for entering traffic. Traffic trying to access Exit 131 from the NYS Thruway is sent west on Route 17 to the next interchange (Route 208) where they can turn around and utilize Route 17

14 eastbound as storage. The project will improve conditions during peak retail time periods for both retail shoppers as well as area residents by alleviating the long traffic delays. The Exit 131 Interchange area is currently considered to be one of the most important park‐and‐ride locations in the region. Currently, over 2000 weekday commuting passengers utilize bus service through the Exit 131 area making Exit 131 a convenient point to access bus service or transfer between services. Two major bus routes exist in the area provided by Coach USA Short Line destined for either Route 17 southbound or the NYS Thruway southbound. The area is also attractive to ride‐sharers commuting south. Historically, the demand for parking spaces regularly exceeds available capacity. Currently, traffic delays in this interchange significantly affect the quality of bus service through the area. The project will improve access to and capacity of park and rides in the area. Area retail facilities are significant employer of area residents that use bus service for transportation to work. The project will improve conditions for the users of these bus services. The Metro‐North Railroad, the second largest commuter line in the United States, is a subsidiary of the Metropolitan Transportation Authority (MTA). The Port Jervis line of Metro‐North operates out of New Jersey Transit's terminal in Hoboken, New Jersey, and runs 95 mi from Hoboken to Port Jervis. The Harriman Station – accessed via Exit 131 for southbound commuters – is serviced by the Port Jervis line. There are currently are thirteen trips per weekday that travel from the Harriman Station toward Hoboken, where passengers can make many other connections, including service to New York City. The improvements provided by this project will reduce delay for users trying to access this train station by improving capacity on Route 32 and Exit 131. Project creates new facilities to accommodate pedestrians and bicyclists through the Route 32 corridor. The existing Route 32 sidewalk system that services the Village of Woodbury will be extended through the project area providing access to The Monroe Woodbury School campus facilities as well as area retail centers. Walkers from the Village of Woodbury will also be able to access the Village of Harriman which is adjacent to the project to the south. The new roadway design will also accommodate bicyclists traveling on the Route 32 corridor. The Monroe Woodbury Central School District Campus exists immediately adjacent to the project area. The campus site contains the district high school, middle school and one of the district elementary schools (Central Valley Elementary). The 124 acre property also includes supporting parking lots, and athletic facilities and outdoor grounds that support the three schools. The school facility grounds ‐ including the athletic fields ‐ are open for community use. As such, areas of the property proposed to be affected are considered to be public recreation area. The project will greatly improve access to the campus by all modes of transportation.

Sustainability

This project will encourage the use of more energy efficient transportation modes. The Exit 131 interchange area is considered to be one of the most important park‐and‐ride locations in the region because it is the last opportunity for travelers along the Route 17 corridor to use park and rides or mass transit to the greater New York City metropolitan area. Potential ride sharers are currently discouraged from participating due to lack of parking capacity. The project will provide 100 additional park and ride spaces. This increase combined with a park and ride space lease agreement (under a separate NYSDOT program) will provide a substantial increase in park and ride capacity and encourage additional usage. The large existing traffic delays at Exit 131 serve to discourage use of bus and train service. The project will reduce delays through the interchange area and provide more convenient access to parking at bus stops. Access to Metro North train service is by the Port Jervis Line’s Harriman Station. Train commuters from points north of the station pass through the Exit 131 area on Route 32. There are currently thirteen weekday departures from the Harriman Station to Hoboken, NJ where passengers can make many other connections including service to New York City. The improvements provided by this project will reduce delay for users trying to access this train station.

A comparison of travel times on Route 32 through the project limits for the No‐Build and Build condition this as follows:

Travel Time Comparisons Movement Travel Time (min) AM PM SAT Existing No‐ Build Existing No‐ Build Existing No‐Build Build Build Build NB Rte 32 4.42 5.10 2.19 4.66 7.06 3.07 5.63 7.22 2.83 SB RT 32 3.82 4.22 1.99 4.27 4.84 2.38 4.32 4.66 2.35

Pedestrian and bicycle travel are also enhanced by the project. Sidewalks are extended from the northern project limit in order to provide access to two area shopping facilities, a school campus that hosts major athletic events, and to the Village of Harriman local road system. This sidewalk system will connect several residential areas of appreciable size to commercial facilities and mass transit. Accommodations for bicycles are also included in the project in the form of widened paved shoulders. This project is classified as a NEPA Class II Categorical Exclusion with Documentation in accordance with 23 CFR 771. FHWA is the lead agency for the project, and provided concurrence with the environmental determination on February 13, 2009. The project did not meet any of the thresholds that would be expected to negatively affect ambient air quality to the extent that a detailed air quality analysis would be required. Recreational areas and athletic fields open to public use are impacted by property acquisition from the Woodbury Central School Complex required in order to construct the preferred alternative. As such, the property is provided consideration under the 4(f) process. The project will enhance this facility in terms of emergency service access and added parking in areas more convenient for athletic events and other public use of the school grounds such as voting. The total wetland impacts for this project are anticipated to be 1.66 acres. The project team has gone through an exhaustive wetlands avoidance and minimization effort to keep the wetland impacts as small as practical. The roadways and ramps have been located to avoid wetlands as much as is practicable. Where impacts are necessary, measures to reduce impacts such as steepening slopes have been included. Full mitigation of the unavoidable wetlands impacts is being progressed. It is anticipated that 2.3 acres of compensatory wetland creation will be required for this alternative. Proposed wetland mitigation sites are shown in the project plans.

As the Route 17 Exit 131 project corridor overlies portions of The Ramapo River Basin Aquifer System, the project is classified for federal review (Safe Drinking Water Act – Section 1424(e)) by the Federal Highway Administration and the USEPA pursuant to Executive Order 12372. A letter of concurrence was issued by the USEPA for the project on June 19, 2009. The Groundwater Assessment did not identify sources of contamination that would impact the underlying Sole Source Aquifer. The calculated chloride loading to the aquifer from the additional auxiliary lanes did not result in exceedances of maximum contamination level. Short‐term and long‐term roadway runoff from the new auxiliary lanes does not appear to be a threat to the bedrock aquifer.

This project will disturb more than one acre of land through re‐development and new construction type work and is required to assess the requirements for stormwater management practices under a State Pollutant Discharge Elimination System (SPDES) permit. Water quality practices will be in the form of surface filters, hydrodynamic separators, dry detention, and micro‐pool extended detention. The retrofit nature of this project will yield net water quality treatment benefits in comparison to the existing condition. A Biological Assessment Report is included in the project Design Report. It includes a review of potential impact to the Indiana bat (Myotis sodalis), a federally protected and state‐listed endangered species. Avoidance and

16 mitigation measures to protect bat habitat including limitation of tree removal in potential summer roosting Indiana bat habitat are being employed.

Safety

The majority of accidents within the project limits of the Route 32 corridor occurred between Route 6 and the northern Woodbury Common / Central Valley Elementary School entrance intersection. The corridor has eight closely spaced intersections, seven of which are signalized. Many intersections have double left turn lanes with the outer turn lane allowing a thru movement also. Heavy traffic conditions dictate that drivers weave to access left and right turn lanes to access roadways and retail driveways in a very short distance. Unclear lane designation and signing serve to compound the difficulty in navigating the corridor. Often drivers have endured long waiting times from adjacent roadways in order to access the corridor. Causes for the accidents in this corridor have similar themes from intersection to intersection. Difficulty in navigating double left turns contributes to side swipe accidents. Disputes over who had the signalized right of way are most often reported in the right angle collisions. Tailgating and aggressive driving during high volume periods are sited in many of the accident reports. Rear ends occurred because of following too closely in slowing traffic conditions as a result of sudden stops are caused by erratic traffic movements up stream. The project will provide a redesigned Route 32 corridor with better access control, clearer signing and lane designation. The travel paths of the two lane turning movements are designed such a way that they can be more easily navigated. The number of access and decision points in the Route 32 corridor will be reduced. An increase in intersection capacity and reduction in delay has been provided to alleviate the contribution this has to the number of accidents. Accidents on the freeway portion of Route 17(Future I86) falls into two main categories; single and multiple vehicle accidents. If a vehicle leaves the travel lane the existing roadside often has non‐recoverable geometry, narrow shoulders and outdated guiderail. The traffic volumes in the project area often lead to congestion. The outdated interchange geometry at exit 131 and proximity to the Thruway toll facility create short merge and weave lengths. Single vehicle accidents on freeway are split between animal collisions and run off the road accidents. The majority of non‐animal collision single vehicle accidents can be attributed to excessive speed, adverse weather conditions and driver fatigue. Congestion and following too closely at unsafe speeds were the leading factors in multiple vehicle accidents. Drivers changing lanes unsafely, mainly near ramps were typical among the multiple vehicle accidents that were not rear ends. The proposed project will provide a roadside design in accordance with modern standards and interchange geometry to support operating speeds and volumes needed. Full width Interstate standard shoulders, traversable roadside slopes and up to date guiderail protection will also be provided. The proposed facility accommodates capacity expansion of a third lane in each direction and has full length auxiliary and speed change lanes. The project provides pavement improvements in roadway banking (superelevation), ramp curvature and wearing surface condition. With these upgrades total accidents are expected to be significantly reduced.

LongTerm Outcomes, Benefit/Cost Analysis requirements

The cost of constructing improvements at the Exit 130A ‐ 131 interchanges was estimated to be $80 M at the mid‐ point of construction which was determined to be the year 2013. An annual benefit for the year 2013 of constructing the proposed improvements on this project was estimated to be $5,333,466. Cost of construction was annualized for varying years and interest rates. When using a bonding strategy of 30 years and 3 percent interest, a 1.31 ratio of benefit to annualized cost was realized. When using a bonding strategy of 30 years and 7 percent interest, a 0.83 ratio of benefit to annualized cost was realized. Additional details of the Benefit‐Cost Analysis are provided in the Appendix of this application. Six alternatives were considered to address the operational issues at Exit 131. The Nininger Extension Modified Alternative was selected as the preferred alternative since it will significantly improve the safety, reduce the accident potential and improve capacity and operation over what exists with the current interchange configuration. This alternative realigns and widens the Exit 131 westbound off ramp to improve curvature and improve operation. A bridge is also constructed to carry this ramp over a new exit driveway from the Woodbury Common Premium Outlet. The Exit 131 eastbound ramp system is reconstructed on a new alignment. The existing diamond configuration in the southwest quadrant of the interchange is converted to a partial cloverleaf. The existing eastbound on ramp from Route 32 is reduced from two to one lane, and will be accessed by Route 32 northbound traffic only. The ramps from Route 32 to Route 17 westbound will be consolidated from two entrance points to one through an intersection with Nininger Road. This allows for a grade separated exit from the Woodbury Common Premium Outlet (WCPO) to access Route 32 and Route 17. A modern roundabout configuration has been selected for this intersection. The Route 32 corridor is widened in the interchange area in order to connect the WCPO exits with the new Route 17 ramp systems with minimal lane changes. The Central Valley Elementary School will have a revised entrance, site circulation and parking plan. The bridge carrying Route 32 over Route 17 will be widened and reconstructed to provide interstate standard vertical clearance over Route 17. A new bridge will be constructed to carry the Route 17 westbound exit ramp over an entrance/exit from the Woodbury Common Premium Outlet. Route 32 will be reconstructed to include a raised median island, and additional auxiliary lanes both northbound and southbound will be constructed to accommodate traffic movements. Two traffic signals on Route 32 are eliminated. The direct access ramp to the Woodbury Common Premium Outlet is eliminated, and an auxiliary weave lane on Route 32 is constructed. The safety and operational benefits proposed will have lasting benefits on highway facilities beyond the immediate interchange area. Traffic operations on several highway systems that service high daily commuter, retail shopping and vacation destination traffic are affected by traffic delays at this interchange. These highways include Interstate 87, Route 17 (Future I86), Route 32, Route 17 (local) and Route 6.

Job Creation & Economic Stimulus:

The total amount of funds that will be expended on construction and construction related activities by any of the entities participating in the project is estimated to be 80 million dollars. The Department has chosen 24 jobs per $1 million dollars ($1M) of construction value to calculate the estimated number of direct, indirect and induced jobs created or saved. Based on this estimate, the Route 17, Exit 130A‐131 Interchanges Project will create the following jobs: • Construction oriented: 634 jobs directly created for the project construction This equates to approximately 282 jobs created per year on average. A more detailed estimate of job creation per quarter as related to the proposed construction activity schedule is as follows: 2011 2012 2013 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 135 347 385 308 193 347 385 231 209

• Supporting industries: 320 jobs created indirectly as a result of the project construction • Induced: 960 jobs created as a result of construction employees spending income on consumer goods and services. The Federal Highway Administration (FHWA) has periodically estimated the employment impacts of highway capital expenditures. For 2007, on average, a $1 billion of Federal highway expenditure supported 30,000 jobs. The employment estimate includes direct, supporting, and induced positions, defined as: • Construction oriented employment, including all jobs that are created either by the construction firms that work directly on the project or by the firms that provide direct inputs (paving materials, steel, concrete, etc.) to the construction project • Supporting industries' employment, including jobs in firms that provide inputs to the industries that directly provide materials and equipment used in highway construction. • Induced employment, which includes all of the jobs supported by consumer expenditures resulting from wages to 'construction oriented' and 'supporting industries' employment. The 2007 estimate shows $1 billion of Federal‐aid expenditure supported 10,300 construction oriented jobs; 4,675 supporting industries' jobs; and 15,094 induced employment jobs. The analysis also estimated that the total jobs equated to employment income of $1.15 billion. This roughly translates into a 2:1:3 ratio of direct, indirect and induced jobs. The 24 jobs per $1M estimate was based upon a review of several references where estimates range from 11 direct to 38 direct/indirect jobs per $1 million of construction spending. NYSDOT chose to use a more conservative number within this range. Estimated Jobs Created or Saved is used as a benchmark to gauge probable effects resulting from spending on transportation projects.

On the Job Training

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

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

Construction

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

Consultant Agreements

As with construction contracts, training requirements for consultant agreements are implemented to address the current under‐representation and future needs for minorities and females in consultant inspection, engineering, and related transportation professional services. NYSDOT has training requirements for minorities, females, and economically disadvantaged persons on construction inspection consultant agreements. This requirement will be part of the consultant agreement for construction inspection of this project. The training effort is determined by the duration of the project as well as the total number of labor hours estimated for the project. It is anticipated that at least two (2) training positions will be required in the consultant agreement for the New York State Route 17 at Exit 130A‐131 Interchanges consultant construction inspection contract.

DBE Goal Setting Construction

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

Secondary Benefit Discussion:

The Route 17 Exit 131 project is the result of collaboration with partners and stakeholders, and innovation to resolve challenges encountered during project development. The following are various innovations incorporated into the project to mitigate impacts and enhance system operation and the associated partnerships formed to accomplish these innovative approaches.

Innovations

New York State Thruway Harriman Toll Plaza Approach: Auxiliary lanes are added in the approach to the Harriman Toll plaza. The number of toll booths operating in each direction changes with the daily directional shift in traffic. In addition to improvements in alignment, electronic lane management signs and variable message signs will be installed to adjust the number of eastbound traffic lanes entering the Thruway system. Morning commuting traffic will have the benefit of increased capacity to the tolls and Thruway personnel can more easily introduce lane closure shifts at the toll plaza to expand the westbound service lanes in the evening.

Monroe‐Woodbury School Campus Improvements: The Monroe Woodbury School District has three school buildings in the northwest quarter of the project area between Route 17 and Route 32. There is currently no internal road connection between the middle school and high school on the west side of the campus and the Central Valley Elementary school on the east side along Route 32. School buses have no way to avoid traveling through the busy Exit 131 interchange area. The project builds a connector road between the schools for bus and emergency vehicle use, improving access to the local road network. Parking areas are acquired in the project and will be mitigated and expanded elsewhere on the school campus. New parking lots will be constructed with pervious pavement, reducing storm water runoff while improving internal site circulation and parking access for athletic events.

Wetlands: The project’s wetland mitigation site is designed to meet United States Army Corps of Engineers regulations and design guidance. The smaller, isolated wetlands being impacted along the corridor have limited function and value as storm water retention areas and wildlife habitat. The project’s wetland mitigation will be constructed in a large, single location further removed from the roadway than existing mitigation sites and built in close proximity to a relatively permanent water body. The proposed site will have an increased chance of successfully establishing itself as a fully functioning wetland. It will have greater value as a runoff retention area and be better able to reduce peak stream flows and alleviate flooding. It is less likely to be impacted by any future roadway construction and its proximity to existing forested wetlands has a higher value for wildlife.

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

Intelligent Transportation Systems (ITS): An ITS scheme will be incorporated into the project that provides lane management and variable message signs with connections to the Hudson Valley Traffic Management Center (HVTMC) to increase peak hour capacity and limit delays due to roadway system incidents.

Stainless Steel Rebar: Bridge decks and other exposed concrete elements in the project’s proposed structures will be built with stainless steel reinforcement. The corrosion resistant steel will lead to a longer service life of the structures. Life cycle costs will be reduced by the decrease frequency of rehabilitations and reduced user cost to the traveling public in the form of construction delays.

Partnerships

New York State Thruway Authority ‐ The Route 17 Exit 131 project has been developed with coordination with the NYS Thruway Authority to create a better connection between Route 17 (Future I‐86) and the NYS Thruway (I‐87). ITS measures and geometric improvements to the Route 17 approach to the Harriman Toll Plaza. The project also allows the potential for future improvements to the I‐87 Exit 16 with an addition of a local (NY Route 32) and express (Future I‐86) split in traffic exiting the Thruway system that will improve the operation of the Interstate to Interstate connection.

Water Quality – As stated above, NYSDOT partnered with the US Army Corp of Engineers and the NYS Department of Environmental Conservation to build replacement wetlands in a location that is better for the watershed and the wildlife.

Evaluation of Project Performance

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

State of Good Repair

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

Travel Time Savings

An emergency service task force is currently employed to intervene during peak retail traffic time periods. The impact of the project improvements will be measured in terms of reduction in time periods task force operations are enacted. The Hudson Valley Traffic operations center will also monitor traffic conditions through traffic camera systems and other data collection devices. Additionally, the New York State Thruway maintains records of arrival rates at the Harriman Toll Plaza that will be used for comparison. Post project travel time reductions will also be measured by the NYSDOT.

Employment

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

Livability

A full utilization of the expanded park and ride facilities constructed is expected when the project is completed. Utilization rates of park and rides is monitored by the NYSDOT in concert with Orange County and area bus service providers.

Safety

NYSDOT’s Highway Safety Improvement Program provides for a continuous monitoring of accident data to determine if a specific location on any highway is experiencing a higher than statistically normal number of accidents. Under this program the NYSDOT will monitor the completed Exit 131 project to determine if anticipated accident reductions are being achieved.

Contact Information

Application Contact

Scott C. Geiger 845‐431‐5742 [email protected] NYSDOT 4 Burnett Boulevard, Poughkeepsie, New York, 12603

Project Contact:

Martin S. Evans 845‐431‐5876 [email protected] NYSDOT 4 Burnett Boulevard, Poughkeepsie, New York, 12603

APPENDIX A

PROJECT MAP

APPENDIX B

ROAD USER ANALYSIS REPORT

August 2009

Route 17 Highway Safety Improvements for Upgrade to Interstate 86: Exit 130A to 131 Stage I: P.I.N 8006.96 Stage II: P.I.N. 8006.84 Town and Village of Woodbury, Town of Monroe, Village of Harriman Orange County

NEW YORK STATE DEPARTMENT OF TRANSPORTATION

August 2009 Road User Analysis Report PIN 8006.96 8006.84

ROUTE 17 at EXITS 130A and 131

Executive Summary

The New York State Department of Transportation conducted a study of NYS Route 17 at Exits 130A and 131 in Orange County. The purpose of the study was to investigate the need to reconstruct Exits 130A-131 benefit-cost analysis for the proposed traffic and safety improvements within the area of the interchanges.

To complete the study, traffic was forecasted for target year 2030 representing Estimated Time of Completion (2010) plus 20 years. Traffic for the interchange area as well as Route 32 Route 6, Nininger Road, and Larkin Drive during the AM, PM peak weekend retail peak time periods was used in the analysis. The forecasted traffic volumes were used to analyze future traffic operations and determine the effectiveness of proposed improvements to alleviate the traffic operational problems and improve safety within the interchange areas.

The current traffic operational and safety problems associated with the Exit 131 interchange area include; alleviating merging and roadside design issues on Route 17, reconfiguration of the interchange ramps to meet interstate standards and improve safety, providing more lane capacity on Route 32.

The cost of constructing the proposed improvements at the Exit 130A/131 interchange were estimated to be $80 M at the mid-point of construction which was determined to be the year 2013.

An annual benefit for the year 2013 of constructing the proposed improvements at the Exit 130A/131 interchange was estimated to be $5,333,466

Cost of construction was annualized for varying years and interest rates. A bonding strategy of 30 year pay back at a 3 percent interest rate indicates a benefit-cost ratio of 1.31. A bonding strategy of 30 year pay back at a 7 percent interest rate indicates a benefit-cost ratio of 0.83. . Additional details of the Benefit-Cost Analysis are provided in the following sections of this document.

August 2009 Road User Analysis Report PIN 8006.96 8006.84

ROUTE 17 at EXIT 130A / 131

ROAD USER BENEFIT-COST ANALYSIS

Target Year – 2013

1. INTRODUCTION

The New York State Department of Transportation conducted a study of NYS Route 17 at Exit 130A and Exit 131 in Orange County. The purpose of the study was to investigate the need to reconstruct Exits 130A and 131 by providing a benefit-cost analysis for the proposed traffic and safety improvements within the area of the interchanges.

Six alternatives were considered to address the operational issues at Exit 131. The Nininger Extension Modified Alternative was selected as the preferred alternative since it will significantly improve the safety, reduce the accident potential and improve capacity and operation over what exists with the current interchange configuration. . The cost of constructing the proposed improvements at the Exit 122 interchange were estimated to be $80 M at the mid-point of construction which was determined to be the year 2013.

A Road User Benefit Analysis was conducted to determine benefits to road users of constructing the new interchange and associated highway infrastructure to Route 17, Route 32, and Nininger Road. The benefits are based on a comparison to the roadway configuration of the do-nothing (NULL) condition to the Nininger Extension Modified Alternative. Assumptions and Results of the analysis are presented in the following sections of this document.

August 2009 Road User Analysis Report PIN 8006.96 8006.84

2. ASSUMPTIONS

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

A. BACKGROUND:

To address the current safety and operational issues associated the current configuration of the NYS Route 17 at Exit 131 interchange a new interchange configuration is proposed. The Nininger Extension Modified Alternative was selected since it best meets the purpose and need for the project and provided improved accessibility and mobility to the traveling public and road users.

An economic analysis was conducted to determine the benefits to road users by reconstructing Exit 131 and connecting streets at the interchange. The analysis determined benefits to road users for: • Travel Time (including delay) • Vehicle Operating Costs • Accident Costs

Sections that follow identify the following parameters utilized to calculate road user benefits:

¾ Target year of analysis. ¾ Value of travel time of road user. ¾ Costs of various vehicle operating parameters. ¾ Volumes for target year. ¾ Accidents for target year. ¾ Average Accident costs.

B. ANALYSIS YEAR:

The midyear to complete construction of Exit 131 is 2013. Construction is estimated to cost, in terms of year 2013 dollars, $80.0M. This represents an additive cost compared to do-nothing (NULL).

C. TRAVEL SPEED:

Operating speeds of vehicles for the target year are improved by the proposed construction of Exit 131. The improvement of operating speeds occurs because of increases to capacity to serve Route 17, Route 32, and Nininger Road and other intersecting streets and the proposed intersection improvements.

August 2009 Road User Analysis Report PIN 8006.96 8006.84

As part of the NYS Route 17 conversion to Interstate 86, NYSDOT will make the following improvements to the mainline roadway:

Eastbound: - East of the CR 105 overpass, the mainline will be widened for two additional auxiliary lanes. Advance signing will notify drivers that traffic headed to NYS Route 6 (Exit 130A) should utilize the outermost right lane while the adjacent lane will be signed for traffic utilizing the off-ramp to NYS Route 32 (Exit 131). - Three mainline lanes will be carried between the two successive off-ramps at Exit 130A and Exit 131. - The three-lane mainline section will be extended east and will merge with the new southbound Route 32 loop ramp described under the NYS Route 32 Build alternatives. - The three lane section will continue to the Harriman Toll booths and will merge with the existing on-ramp from northbound Route 32. The existing two-lane section will be reduced to a one-lane on-ramp.

Westbound - The existing roadway configuration will be maintained between the toll plaza and the Exit 131 off ramp to NYS Route 32. The direct access connection to the Woodbury Commons entrance from the west-bound off- ramp will be eliminated. - Two westbound lanes will be carried through the Exit 131 Interchange and will merge with the relocated on-ramp from the Nininger Road Extension Modified improvements. - The westbound on-ramp from the Nininger Road Extension will merge with the two mainline lanes prior to the NYS Route 6 overpass. - The on-ramp from NYS Route 6 will merge with the two-lane westbound mainline section through a 450 meter parallel design.

NYS Route 32 – Arterial - Nininger Road Extension Modified Alternative (Refer to Figure 17A) – The existing southbound Route 32 left-turn to the Thruway on-ramp is eliminated and replaced with a new loop ramp located in the southwest quadrant of the interchange. The terminus of the Route 17 eastbound off- ramp is also relocated across from the Route 6 westbound off-ramp. These changes allow the existing traffic light at the current ramp intersection to be eliminated. In addition, Nininger Road would be extended to run beneath the reconstructed Route 32 overpass thereby eliminating the left turn from Route 32 northbound to Nininger Road and providing a secondary exit from the Woodbury Commons. The westbound off-ramp and Nininger Road extension would intersect with Route 32 near its current location however, right-turns to Route 32, which are currently free flow movements, would be under signal control. The existing southern access driveway and traffic signal at the Commons would be eliminated

August 2009 Road User Analysis Report PIN 8006.96 8006.84

and exiting traffic from the school driveway would be limited to right turns only. The northern Commons driveway would be the only direct access to and from Route 32 with traffic exiting the Commons through a triple-left turn arrangement to southbound Route 32 and a single lane northbound connection. As part of this alternative, the existing NYS Route 17 westbound on-ramp would be relocated to intersect with the Nininger Road extension roadway. A traffic signal and modern roundabout (See discussion below) are under consideration as intersection control methods for this location. NYS Route 32 would be widened to contain three northbound and three to five southbound lanes between Larkin Drive and the Woodbury Commons. Figures 18, 19, and 20 show the redistributed 2030 traffic volumes for the Nininger Extension Modified Alternative during the weekday AM, PM, and Saturday afternoon time periods, respectively. - Roundabout Option (Refer to Figure 17B) - Will include the above mentioned changes except that the westbound on-ramps would be relocated to intersect with the Nininger Road Extension at a roundabout instead of a traffic signal. In addition, the Nininger Road Extension will allow access to and from the Woodbury Commons.

Year 2013 travel speeds were estimated by utilizing travel time and delay information collected during 2002, Level of Service results for the base year and target years 2010 and 2020.

Final speeds utilized in the analysis were based on consideration of existing speeds (year 2002) from field measurements for each road in the project area, speed limits, proposed traffic signal coordination, and results of the Highway Capacity analysis for existing conditions and forecasted year 2010 and 2020 traffic.

In summary, year 2013 speeds are summarized in the Table 1 for selected roadway segments. Table 1

YEAR 2013 OPERATING SPEEDS

YEAR 2013 OPERATING SPEEDS (MPH)

ALTERNATIVE ROAD SEGMENT Null Preferred

Route 17 Between Exits 130A & 131 60 70

Between Larkin and Route 32 30 40 WCPO North Drive

August 2009 Road User Analysis Report PIN 8006.96 8006.84

D. VALUE OF TIME:

Reference is AASHTO User Benefit Analysis For Highway, August 2003, Table 5-2. Data is for year 2000.

Year 2000 Autos = $18.56/hr Trucks = $20.23/hr

Consumer Price Index increase from 2000 to 2007 for transportation is 1.2047, or an average of 0.02924 per year. Using the same growth per year between 2000 and 2013, the CPI is 1.380 - from 2000 to 2013 - (0.02924*13 yrs + 1 = 1.380).

Year 2013 Autos: $18.56/hr * 1.380 = $25.61/hr Trucks: $20.23/hr * 1.380 = $27.92/hr

E. VEHICLE OPERATING COSTS:

Reference is AASHTO User Benefit Analysis For Highway, August 2003, Table 5-2. Data is for year 2000.

Assumed Finance Rate: 8.0 percent annually.

Fuel Cost per Gallon – Year 2013: Gasoline - $3.14 (assumed $2.80 for summer of 2009 for No Lead, 0.02924 increase per year for 4 years to 2013 = $2.80 * 1.117 = $3.14).

Diesel Fuel - $3.37 (assumed $3.00 for summer of 2009 = $3.00* 1.117 = $3.37).

Average New Vehicle Cost: Autos = $23,000 Trucks = $69,000

Vehicle Life: Autos = 10 years Trucks = 8 years Reference is AASHTO User Benefit Analysis For Highway, August 2003

Salvage Value at End of Life: Autos = $3,000. Trucks = $7,300. Reference is AASHTO User Benefit Analysis For Highway, August 2003

August 2009 Road User Analysis Report PIN 8006.96 8006.84

Miles Driven per Year: Autos = 15,000 Trucks = 50,000 Reference is AASHTO User Benefit Analysis For Highway, August 2003

Fuel Consumption per Mile: Table 5-5 of reference document

Other Operating Costs per Mile: Table 5-4 of reference document.

F. YEAR 2013 VOLUMES

Daily and Average Hourly Volumes were utilized in the Road User Analysis. Each is identified in the subsequent paragraphs.

1. Daily Volumes

Year 2007 and 2030 Average Daily Volumes were developed for the project. Year 2013 volumes were linearly interpolated between year 2007 and forecasted year 2030 volumes. Volumes for key segments of the corridors are summarized in the Table 2.

Table 2

YEAR 2013 AVERAGE DAILY VOLUMES

HIGHWAY SEGMENT DAILY VOLUME NYS Route 32 between Larkin Dr. and WCPO 26467 N. Drive NYS Route 17 (Future I-86) between Exits 130A 53923 and 131

2. Average Hourly Volumes

AM and PM peak hour volumes were forecasted for the project. Forecasts were made for year 2007 and 2030. Year 2013 volumes were linearly interpolated between years 2007 and 2030.

Volumes were developed for the following primary road segments:

1. NYS Route 17 between Exits 130A and 131 2. Route 32 between Larkin Drive and the WCPO North Drive.

August 2009 Road User Analysis Report PIN 8006.96 8006.84

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

Table 3

YEAR 2013 AVERAGE PEAK HOUR VOLUMES

HIGHWAY SEGMENT VOLUMES NYS Route 32 AM PM Saturday

NB 677 1100 677 Larkin Dr to EB Off Ramp SB 1178 1363 1178

NB 974 1566 974 EB Off Ramp to Locey Ln SB 1337 1324 1337

NB 958 1679 958 Locey Ln to Nininger Rd SB 1327 1257 1327

NB 515 1346 515 Nininger Rd to WCPO N. Driveway SB 1131 1104 1131

HIGHWAY SEGMENT VOLUMES NYS Route 17 AM PM

EB 3113 2319 Exit 130 to 130A WB 2069 3687

Exit 130A to Exit 131 EB Off EB 2526 1932 Ramp/WB On Ramp WB 1740 3076

Exit 131 Off Ramp to Exit 131 On EB 2007 1327 Ramp 1 WB 1297 2414

Exit 131 EB On Ramp 1 to Exit 131 EB 2667 1852 EB On Ramp 2 WB 1297 2414

Exit 131 On Ramp 2/WB Off Ramp EB 3073 2282 to Harriman Tolls WB 2083 4013

August 2009 Road User Analysis Report PIN 8006.96 8006.84

G. YEAR 2013 ACCIDENTS:

Collision reports were reviewed for a three year period when data was available - 2001 through 2003. The collision information revealed annual accident rates per million vehicle miles of travel and frequency of collisions by type for the primary roadways in the project area.

This average accident rate was assumed to stay constant for the period of the road user analysis and applied to forecasted 2013 daily volumes to produce the annual accidents by type.

Accident Reduction Factor data retained by the New York State Department of Transportation Traffic Engineering and Safety Division indicates the addition of additional lanes with a raised new median on Route 32 provides an estimated 57% reduction in collisions. Resurfacing and improvement of superelevation, widening of existing shoulders, and improvement of side slope conditions is expected to yield a 60% reduction in collisions. This information was utilized to estimate the number of collisions occurring in target year 2013 with the reconfigured Exit 131 compared to the present configuration.

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

Table 4

AVERAGE ACCIDENTS PER YEAR – 2013

ACCIDENT TYPE ROAD SEGMENT PROPERTY TOTAL INJURY DAMAGE ONLY Route 17 Between Exits 130A & 131 31.0 6 25.3 Route 32 Between Larkin and WCPON Drive 47.3 12.6 39.3

H. ACCIDENT COSTS:

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

A summary of costs by type of collision by target year is provided in the Table 5.

Table 5

August 2009 Road User Analysis Report PIN 8006.96 8006.84

AVERAGE COST OF ACCIDENTS BY FACILITY

FULLL ACCESS FREE ACCESS RURAL TARGET YEAR CONTROL RURAL UNDIVIDED 2 LANES DIVIDED 4 LANE

2007 $46,900 $53,900

2013 $65,993 $75,460

3. RESULTS

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

A. BENEFITS

Annual benefits for target year 2013 of constructing Exit 131 with the Nininger Modified Alternative plan compared to not constructing it of the NULL are summarized in Table 6.

Table 6

ROAD USER BENEFITS

BENEFIT DOLLARS – YEAR 2013 Reduced Travel Time $1,848,446 Reduced Vehicle Operation $608,711 Reduced Accidents $2,876,309 TOTAL $5,333,466

B. ANNUALIZED COST

The cost of constructing Exit 130A and 131 was estimated to be $80.0M in year 2013 dollars. This cost was annualized to determine uniform annual payments using a Capital Recovery Factor (CRF). The procedure is based on assumed interest rates over specified period of years.

August 2009 Road User Analysis Report PIN 8006.96 8006.84

A summary of the annualized costs are contained in Table 7.

Table 7

ANNUALIZED COST AND BENEFIT-COST RATIO

NUMBER BENEFIT / INTEREST ANNUAL OF COST RATE PAYMENT YEARS RATIO 20 3% $5,377,256.61 0.99 20 4% $5,886,540.03 0.91 20 5% $6,419,406.98 0.83 20 7% $7,551,434.06 0.71

25 3% $4,594,229.68 1.16 25 4% $5,120,957.02 1.04 25 5% $5,676,196.58 0.94 25 7% $6,864,841.38 0.78

30 3% $4,081,540.75 1.31 30 4% $4,626,407.93 1.15 30 5% $5,204,114.81 1.02 30 7% $6,446,912.28 0.83

C. BENEFIT-COST RATIO

Benefit-cost ratio based on the annualized cost contained in Table 6 and annual payments for specific number of years and interest rates were determined. The ratios are summarized in Table 7.

A bonding strategy of 30 year pay back at a 3 percent interest rate indicates a benefit-cost ratio of 1.31. A bonding strategy of 30 year pay back at a 7 percent interest rate indicates a benefit-cost ratio of 0.83.

APPENDIX C

DESIGN AND CONSTRUCTION SCHEDULES DESIGN PROJECT SCHEDULE ROUTE 17 at EXIT 131 BRIDGES 2009 2010 Structure Jun Jul Aug Sep Oct Nov Dec Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Site Data Package Structure study package Structure study plan Structure Justification Report Preliminary Cost Estimate Hydraulic Criteria NA Perform In progress Technical Review Preliminary Foundation Recommendations Complete Preliminary Structure Plan Package Preliminary Plan Package Review Preliminary Plan Approval Foundation Design Requirements Report Advance Detail Plans HIGWAY 30% Plans Advance Detail Plans PS&E Plans PS&E PPacackage Utility Relocation Plans Utility Agreements Highway Design Plans and Model Drainage Plans Stormwater Management Plans Signing Plans Traffic Signal Plans Retaining Walls Erosion Control Stage Construction/Traffic Maintenance Landscape Plans PERMITS SPDES USACOE Section 10 or 404 NYSDEC 401 Water Quality Cert NYSDEC Stream Disturbance 15/24 EEO11990 CONSTRUCTION PHASING PIN 8006.84 Route 17 Upgrade to Interstate 86: Exit 130A to 131 2011

STAGE I JUN JUL AUG SEP OCT NOV START CONSTRUCTION • Survey and Stakeout • Set up MPT RECONSTRUCTION ROUTE 17 • Construct parking ride at Exit 131 system • CoConsnsttrrucuctt retainingretaining wallwall atat exitexit 131 systemsystem Eb on ramrampp • Construct Exit 131 Ramp system off line • Construct temporary median pavement and temporary widening of mainline Route 17 • Wetland mitigation at the new Eb ramp system • Install temporary concrete barrier on Route 17 • Install new signals for the Route 17 Ramp system • Construct temporary ramp access from new ramp system to shifted EB Lanes • Start reconstruction Route 17 EB RECONSTRUCTION ROUTE 32 • Remove and replace traffic signal at Route 32 and Melody Lane intersection • Start Relocation of utilities • Start construction Southbound bridges on Route 32 over Route 17 • Construct additional lanes on Route 32 Southbound • Construct stormwater facility • Start relocation of signals Route 32 SB • Construct temporary access lane from Route 32NB to Route 17 WB • Remove existing traffic signal and install new cantiliver traffic signals at Route 32 and ramp system intersection • Remove existing traffic signal at Route 32 and EB On / Off ramps (existing alignments) • Realign Melody road • Remove traffic signal at School entrance and Woodbury Common intersection • Install temporary traffic signal to Woobury Common entrance RECONSTRUCTION NININGER ROAD AND SCHOOL • Install fence between school campus and construction area • Start construction Roundabout maintainingg traffic on existingg alignmentsg • Construct T‐wall at Nininger road roundabout • Complete school site work • Start Installation of new signs on the roundabout • Construct parking lot at the soccer field 2011 Q2 Q3 Q4 Quarterly Expenditures 4.25 M 10.92 M 12.12 M Totals 15.18M 15.18M 27.30 M CONSTRUCTION PHASING PIN 8006.84 Route 17 Upgrade to Interstate 86: Exit 130A to 131 2012 STAGE II MAR APR MAY JUN JUL AUG

RECONSTRUCTION ROUTE 17 • Landscape around new Exit 131 ramp system and reconstructed Route 17EB • Complete reconstruction Route 17 EB • Construct retaining wall on Route 17 EB at toll plaza • Relocate signals on Route 17EB RECONSTRUCTION ROUTE 32 • Demolition old bridge • Continue relocation of utilities • Remove temporary traffic signal to Woodbury Common Entrance • Complete construction of Northbound bridges on Route 32 over Route 17 • Construct Retaining wall on Route 32NB at Woodbury common • Construct aditional lanes on Route 32 NB • Reconstruct NB ramp on Route 32 to Route 17EB • Complete intallation on signals on Route 32 • Remove temporary traffic signal at Route 32NB and Nininger road and install permanent cantiliver traffic signal on route 32NB RECONRECONSTRUCTIONSTRUCTION NININGER ROAD AND SCHOOL • Remove traffic signal at Route 32/Nininger Road (Roundabout) and install the two new signals on Route 32 SB • Install temporary traffic signal at Route 32 NB and Route 17 WB ramp system intersection • Construct stormwater facility • Complete construction of Roundabout • Complete installation of signals on Roundabout STAGE III RECONSTRUCTION ROUTE 17 • Construct temporary entrance to shifted Route 17 WB from Route 32 NB • Start reconstruction of Route 17 WB with temporary exit ramp to Nininger Road and Route 32 • Eliminate temporary access from the new ramp system to Route 17 EB

2012 Q1 Q2 Q3 Quarterly Expenditures 9.70 M6.07 M 10.92 M Totals 37.00M 43.08 M 54.01 M CONSTRUCTION PHASING PIN 8006.84 Route 17 Upgrade to Interstate 86: Exit 130A to 131

Q4 2013 SEPT OCT NOV MAR APR May

RECONSTRUCTION ROUTE 17 • Landscape on Route 17 WB and Roundabout • Complete reconstruction Route 17 Westbound • Complete relocation of signal on Route 17

RECONSTRUCTION ROUTE 32

• Landscape on Route 32 • Construct bridge No. 3 (precast structure) over new entrance to woodbury commons • Reconstruct WB ramp system to Route 17 • Construct new entrance to Woodbury commons • Install cantiliver signal on new Route 17 WB ramp system with Route 32 • Installation of new signals on Route 17 WB ramp system • Installation of new signals on Woodbury common entrance

• Completion of all Stormwater Management System work • Final Site stabilitzation • Remaining top course installation • Final Striping

2012 2013 Q4 Q1 Q2 Quarterly Expenditures 12.12M 7.27M 6.58M Totals 66.14 M 73.41 M 80.0 M

APPENDIX D

JOB CREATION SCHEDULES Direct Job Creation Worksheet 8006.84 ‐ Route 17, Exit 131 Construction Estimate 90 M Contract Duration 2.5 Years Direct Jobs Created 634 Ave. Jobs Created per Year 282

YEAR 1YEAR 2YEAR 3 Tiger Funded Portion of Contract Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2

Prime Contractor Administration, Submittals, Procurement 123235281832352114 Survey & Control 7 18 20 16 10 18 20 12 8 Construction (Highway) 195055442850553322 Construction (Bridge) 18 45 50 40 25 45 50 30 20 Construction (other) 215460483054603624 Traffic Operation and Maintenance 7 18 20 16 10 18 20 12 8 Post‐construction admin, Project Cleanup & Demobilization 0000000055 Construction Inspection 92325201323251510 000000000 Suppliers 21 54 60 48 30 54 60 36 24 000000000 Sub‐Contractors 215460483054603624

Total per Quarter 135 347 385 308 193 347 385 231 209

APPENDIX E

CERTIFICATIONS

Certifications:

Section 1511 Certification

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