Chapter 1 1 BACKGROUND AND PLANNING CONTEXT

1 Background and Planning Context The West of the Hudson Regional Transit Access Study (WHRTAS) has been initiated by MTA Metro- North Railroad (Metro-North) in partnership with the Port Authority of New York and New Jersey (Port Authority) and in cooperation with New York State Department of Transportation (NYSDOT) and New Jersey Transit (NJT) to improve mobility and accessibility in the West of Hudson region.

Projected population and employment growth in Orange County, together with growth in ridership on Metro-North’s West of Hudson commuter service and a projected rise in Stewart International Airport (SWF) operations, necessitates the consideration of improved and expanded transit services for travelers in the region. WHRTAS evaluates alternatives for improving transit services between Central Orange County and Manhattan and access to SWF from the surrounding regions, Lower Hudson Valley and New York City.

The Federal Transit Administration (FTA) is the lead federal agency for this study which is being conducted in accordance with FTA’s Alternatives Analysis requirements for New Starts program funds. The study also considered the requirements of the National Environmental Policy Act (NEPA) of 1969. Extensive agency coordination and public outreach was implemented to obtain input and guidance throughout this study. This included the formation of a Technical Advisory Committee (TAC), which reviewed study material, advised on technical issues, and coordinated with a broad array of elected officials, agencies, organizations, and the general public through direct communication, workshops, roundtable discussions, and open houses.

WHRTAS is being conducted in two phases. Phase I is the initial Alternatives Analysis (AA) phase, which evaluates the benefits, costs, and impacts of broad range of transit alternatives with the potential to meet the project's goals and objectives and concludes with the recommendation of a short list of alternatives. Phase II will then further develop and evaluate the short list of alternatives and conclude the Alternatives Analysis phase with a recommended Locally Preferred Alternative. This report summarizes the findings of Phase I.

1.1 Study Area and Travel Markets WHRTAS considered two geographic areas. A broader area, defined as the Study Area, includes Orange, Ulster, Sullivan, Rockland, Dutchess, Putnam, and Westchester counties in New York; New York City; Bergen and Hudson counties in New Jersey; additional counties of northern New Jersey; and western Connecticut. The Study Area encompasses both the geographic market area for SWF users as well as commuters to Manhattan. The Study Area is depicted in the regional map presented in Figure 1-1.

Within the Study Area, a smaller geographic area defined as Project Limits was identified, where it is anticipated that alternatives being considered would involve significant new or improved transportation services and infrastructure. The Project Limits from north to south are centered on the existing Metro- North Port Jervis Line (PJL) and on New York State Thruway Interstate 87 (I-87) from SWF to Suffern, New York. In the northern portion, the Project Limits generally extend east to west, from Beacon, New York to Campbell Hall, New York, following I-84 to the north and the PJL to the south. The Project Limits include portions of Orange (PJL, I-87, I-84), Rockland (I-87) and Dutchess (I-84) counties (See Figure 1-2).

Alternatives Analysis Phase I Screening Report 1-1 Chapter 1 BACKGROUND AND PLANNING CONTEXT

Figure 1-1 Study Area and Target Travel Markets

1-2 Alternatives Analysis Phase I Screening Report

Chapter 1 1 BACKGROUND AND PLANNING CONTEXT

Figure 1-2 West of Hudson Regional Transit Access Alternatives Project Limits

Alternatives Analysis Phase I Screening Report 1-3 Chapter 1 BACKGROUND AND PLANNING CONTEXT

Two distinct target travel markets have been identified within the WHRTAS Study Area. A Commuter Market consists of regional travel between Central Orange County and Manhattan and an Airport Market comprised of existing and future air passengers using SWF, as well as SWF employees. Commuter travel occurs predominantly during the morning and evening peak hours, although recent trends have shown a significant increase in off-peak and reverse peak travel as well. Airport travel is spread throughout the entire day. Figure 1-1 depicts the Commuter and Airport travel markets within the Study Area.

1.2 Transportation Services and Facilities This section summarizes the baseline conditions for the roadway, bus, commuter rail, freight rail, and ferry networks and services within the Project Limits and Study Area. Future forecasts of growth in the region are presented in Chapter 2. This section also summarizes existing and projected future conditions at SWF.

1.2.1 Roadway Network Roadways included in the Project Limits include interstate highways, state highways and county roads in Orange, Dutchess and Rockland counties including the Newburgh-Beacon Bridge. The existing roadway network around SWF, including the location and orientation of interchanges for I-84, I-87, and their connections with the roadways accessing the airport, will have a significant impact on the configuration and feasibility of the alternatives for improving transit access, particularly for access to the airport from I- 87 north of I-84.

1.2.1.1 Existing Roadway Network

Interstate Highways Figure 1-3 shows the interstate highways in Orange, Dutchess and Rockland counties. Within the Project Limits, Orange County is served by two major interstate highways, I-87 running north-south and I-84 running east-west. I-87, with tolling north of Suffern, is the primary limited-access roadway running north from New York City through the Project Limits and on to Albany. I-84 is the primary limited-access east- west spine through the Project Limits, providing access through Dutchess County across the Hudson River via the Newburgh-Beacon Bridge. I-84 connects to Connecticut to the east and Pennsylvania to the west. Within the project limits, I-84 provides access points to SWF at interchanges with I-87, New York Route 17K, and Route 747 (Drury Lane).

Within the Project Limits, Rockland County is served by I-87. The I-87/I-287 portion of I-87 runs east to west for approximately 15 miles from the intersection with Route 17 at the New Jersey border to the Tappan Zee Bridge crossing the Hudson River into Westchester County.

There are eight (8) interchanges on I-87/I-287 in Rockland County. With the opening of I-287 in November 1993 through Bergen County in New Jersey, there has been a dramatic increase in truck traffic on I-87. This cross-county portion of I-87 also serves as a parallel bypass for local travelers trying to avoid Route 59 congestion. Limited access to I-87 from major north-south intersection roads forces some traffic onto local roads. At its intersection with Route 17, I-87 continues northwest through Sloatsburg, for five miles parallel to Route 17, before continuing north into Orange County.

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Source: NY State GIS Clearinghouse, ESRI. Kilometers Figure 1-3 Interstate Highways in Orange, Dutchess and Rockland Counties

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Newburgh-Beacon Bridge The Newburgh-Beacon Bridge (officially the Hamilton Fish Newburgh-Beacon Bridge) is a toll bridge that spans the Hudson River and carries New York Route 52 and I-84 between Newburgh and Beacon (see Figure 1-4). The bridge consists of north and south spans and provides connections to both I-87 and US 9W in Newburgh and to US 9 in Fishkill. The most traveled of the New York State Bridge Authority’s bridges, the Newburgh-Beacon Bridge, carries six lanes of traffic and more than 25 million crossings a year (approximately 65,000 vehicles per day). The bridge provides the only direct roadway connection between Orange County and the east side of the Hudson River. It also provides access to the Metro- North commuter rail station at Beacon.

Figure 1-4 View of Eastbound Traffic and Pedestrian Sidewalk on Newburgh-Beacon Bridge

The westbound (northern) bridge accommodates three 12-foot travel lanes with shoulders measuring twenty inches on both sides. A major function of a shoulder is to act as part of the clear zone. Another important function is the storage of disabled or stopped vehicles. Though variable lane-use signs on the westbound span allow the right lane to be designated as a breakdown lane at night and off-peak travel times, reducing the span to two travel lanes, it still raises safety issues during peak travel times because of inadequate space for both a clear zone and vehicle breakdown lane. These width restrictions impact its ability to accommodate a dedicated transitway within the existing cross section of the bridge. The eastbound span was built with three 12-foot travel lanes, a 12-foot right shoulder, a six-foot left shoulder, and pedestrian sidewalk separated from the roadway by a concrete barrier. Because the eastbound span was built with shoulders, there is no need to reduce the travel lanes to two during off- peak times to handle breakdowns. The eastbound bridge is the only portion of I-84 where there are three lanes not intended as exit/merge lanes (“acceleration/deceleration lanes”). Eastbound passenger vehicles are charged a $1 toll to cross the span at the toll plaza on the eastern (Beacon) shore. The toll plaza includes a combination of cash and E-ZPass lanes.

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New York State Highways Within the Project Limits, there are five New York State (NYS) highways in Orange County in the vicinity of SWF (Route 207, Route 17K, Route 300, Route 747, and Route 94) and several local and county roads between SWF and the Metro-North PJL. (Figure 1-5). Further to the south in Orange County NYS Route 17 joins I-87 at Harriman. There is one NYS highway in Dutchess County (Route 9D) located near the Metro-North Hudson Line, and Rockland County is served by two NYS highways (Route 59 and Route 17).

Orange County

Breunig Road and International Boulevard are the two primary access points to the passenger terminal at SWF. Breunig Road is a three-lane local road that provides north-south access to SWF. International Boulevard is a four-lane local road that provides east-west access to SWF. Breunig Road is accessed by the east-west NY Route 207. Route 207 runs eastward to downtown Newburgh. It passes under I-87 and later intersects with NY Route 300 (Union Avenue) just east of I-87. Route 207 provides westward access to Campbell Hall and Goshen. International Boulevard is accessed by the north-south NY Route 747. Route 747 runs north to I-84 and then to Route 17K. Route 747 also tracks south to Route 207 (see Figure 1-5).

NY Route 17K is an east-west state highway. It parallels I-84 from NY Route 208 to NY Route 747 (Drury Lane). It then intersects I-84, and turns and runs along the northern boundary of SWF, continuing eastward crossing I-87 and NY Route 300 in Newburgh. Route 17K provides access to the airport via NY Route 747 (Drury Lane) and Route 300. In 2007, Route 17K was widened to support the increase in traffic expected from the upgrade of Drury Lane and the new interchange at I-84 to SWF.

NY Route 300 (Union Avenue) is a critical north-south arterial link connecting to primary access roads such as Route 17K, the I-87 and I-84. Route 300 starts at the five-way intersection with NY 32 and NY 94 at Vails Gate and ends at NY 208 near the hamlet of Wallkill. Until the recent opening of the new I-84/I-87 interchange, Route 300 was the only roadway link between these two interstate highways. All travelers using Route 300 must pass through the toll plaza prior to entering or exiting I-87 for ticket and toll collection.

NY Route 747 is a north-south state highway between NY Routes 207 and 17K. Several years ago Route 747 was reconstructed, widened, and a new interchange was added connecting to I-84. At its midpoint, Route 747 has a new intersection at International Boulevard, the newly-built east-west connector road to SWF.

NY Route 17 runs from Suffern, New York to the Pennsylvania border. Significant progress has been made on the conversion of Route 17 to Interstate 86 (I-86). The westernmost 177 miles of Route 17, from the Pennsylvania State Line to Exit 48 in East Corning, New York, was officially designated as I-86 on December 3, 1999. An additional 8-mile section of Route 17, from Exit 48 in East Corning, N.Y. to Exit 52 in the Village of Horseheads, N.Y., was designated I-86 on January 28, 2004. A 9.9 mile portion of Route 17, from Exit 75 in the Town of Kirkwood, and Exit 79 in the Village of Windsor, Broome County was officially designated Interstate 86 on May 1, 2006. The remaining 186 miles of Route 17 are in various stages of project development from preliminary design to construction.1

1 New York State DOT website. December 6, 2010. https://www.nysdot.gov/portal/page/portal/regional-offices/multi/i-86/status

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C r a w f o r d M o n t g o m e r y N e w b u r g h F i s h k i l l 302 17K 9 52 87 211 84 N e w b u r g h 9D 84 17K

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Project Limits Source: NYDOT, NY State GIS Clearinghouse, ESRI. Kilometers

Figure 1-5 Roadway Characteristics of State Highways and County Roads near SWF in the Project Limits

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Dutchess County

NY Route 9D is also known as the Bear Mountain-Beacon Highway. It is a north-south road that mostly runs along the eastern shore of the Hudson River. In Dutchess County, it starts as Wolcott Avenue in Dutchess Junction and ends at the intersection of Vassar Road and US Route 9 north of the village of Wappingers Falls. NY 9D intersects Main Street, also carrying New York State Route 52 Business and becomes North Avenue. NY Route 52 Business ends at the interchange with I-84 and NY 52. NY 9D intersects with I-84 and NY Route 52 at exit 11 in Beacon and continues north to Wappingers Falls.

Rockland County NY Route 59 is an east-west highway in southern Rockland County. It begins at NY 17, at Exit 15A of I-87 in Hillburn, and ends at Route 9W in Nyack. Route 59 runs parallel to the I-87 its entire route. It is primarily used for intra-County travel. Major portions of Route 59 serve commercial development.

The traffic volumes characteristics of the NYS highways and relevant county and local roads near SWF in Orange County, Beacon in Dutchess County, and Suffern in Rockland County are shown in Figure 1-6.

1.2.1.2 Operational Analysis The traffic volumes for major roadways and capacity analysis of intersections are pertinent because some of the existing transit services in Orange, Dutchess and Rockland counties use these roadway networks for trips to Manhattan and other regional destinations. Additionally, this operational analysis included traffic volumes and a capacity analysis of twelve (12) signalized intersections and six (6) selected roadway segments for the weekday AM and PM peak hours within the immediate vicinity of SWF.

Traffic Volumes

Existing Annual Average Daily Traffic (AADT) volumes for major roadways in Orange, Dutchess, and Rockland Counties were collected as shown in Figure 1-6. The counts were used for performing capacity analysis for signalized intersections and major roadways within the Project Limits. During Level 2 screening, (see Section 4) the traffic data was utilized to estimate future travel times for No-Build and Build alternatives that would utilize buses in mixed traffic.

Traffic Analysis Traffic congestion and delay have the potential to adversely impact the travel time of bus and BRT options considered as new transit service. The capacity analysis was performed to find out whether there are traffic congestion problems within specific areas of Orange and Dutchess Counties where bus and BRT alternative routes are being considered by this study. For complete details, see the Traffic Report of the Capacity Analysis and Travel Time Study, September 2009.

Capacity of a lane group is calculated as the maximum rate of flow that may pass through the intersection under prevailing traffic, roadway, and signalization conditions. The rate of flow is generally measured or projected for a 15-minute period and capacity is stated in vehicles per hour. Capacity analysis of intersections involves the computation of volume-to-capacity (v/c) ratios for each lane group, from which an overall intersection v/c ratio may be derived. The Orange County Transportation Council (OCTC) categorizes intersection as having moderate congestion if the v/c ratio is between 0.80 to 0.89; heavy congestion if the v/c ratio is between 0.90 and 0.99, and severe congestion if the ratio is greater than 1.00.

Alternatives Analysis Phase I Screening Report 1-9 Chapter 1 BACKGROUND AND PLANNING CONTEXT

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Figure 1-6 AADT Traffic Volumes for Major Roadways in Orange, Dutchess and Rockland Counties

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To analyze the peak-hour traffic condition at each intersection, the capacity of each approach was estimated. This was determined based on a review of the existing signal timing data (i.e., maximum green time) for that intersection, the number of lanes and lane channelization of that approach, and field observations. The signal timing data were obtained from NYSDOT.

The methods described in the Transportation Research Board’s Highway Capacity Manual were used to estimate capacity. The resulting capacity for each approach was compared with the corresponding estimated volume (demand) for the two peak hours. The volume/capacity (v/c) ratio was calculated for each approach for both peak hours in years 2005; if v/c is greater than 1.0, then that approach is experiencing congestion.

A summary of the capacity analysis for signalized intersections is provided in Table 1-1. The intersections that are currently experiencing congestion (v/c > 1.0) are marked with an “X”. The eastbound (EB) and westbound (WB) interchange ramps on I-84 at Route 9D in Beacon are congested in the weekday PM peak hour and this could impact bus routes connecting SWF or the 17K park and ride with Beacon station. Similarly, the PM peak hour congestion on the eastbound (EB) interchange ramp on I-84 at Route 17K could further impact bus routes connecting the Route 17K park and ride with Beacon station. Finally, congestion at the intersection of Route 207 and Route 300 in both the AM and PM weekday peak hour could impact bus routes serving SWF from the south and east.

Table 1-1 Summary of Capacity Analysis for Signalized Intersections

Existing Condition (Baseline year 2005)1 Intersection Name AM Peak Hour PM Peak Hour (7:15-8:15) (5:00-6:00) Beekman Street / Route 9D

I-84 EB Entrance/Exit Ramps (Interchange 11) / Route 9D X

I-84 WB Entrance/Exit Ramps (Interchange 11) / Route 9D X

I-84 EB Entrance/Exit Ramps (Interchange 6) / Route 17K X

I-84 WB Entrance/Exit Ramps (Interchange 6) / Route 17K

I-84 EB Entrance Ramp (Interchange 5A) / Route 747 No capacity constraints

I-84 WB Exit Ramp (Interchange 5A) / Route 747 No capacity constraints

Route 747 / Route 207

Route 207 / Mount Airy Road No capacity constraints

Route 207 / Breunig Road

Route 207/ Route 300 X X

Route 300/ Route 17K No capacity constraints

1 X = Intersections that are currently experiencing congestion (v/c > 1.0).

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The detailed results of the capacity analysis for signalized intersections are presented in the Draft Traffic Report of the Capacity Analysis and Travel Time Study, September 2009.

The capacity analysis for the roadway segments was based on the Highway Capacity Manual and engineering judgment. Capacity is defined as 1,400 vehicles per hour per lane for undivided highways and 1,600 vehicles per hour per lane for divided highways. The following roadways were analyzed and their classifications (Divided vs. Undivided) are listed in Table 1-2.

Table 1-2 Roadway Segment Classifications

Roadway Segment Name Roadway Classification1 Divided or Undivided?

Route 17K Rural Arterial Undivided Route 9D Local Rural Road Undivided Route 300 Rural Arterial Undivided Route 207 Rural Collector Undivided Route 747 Rural Arterial Undivided Route 94 Rural Collector Undivided

1Source: Highway Design Manual, New York State Department of Transportation, 1996.

A summary of the capacity analysis for roadway segments is provided in Table 1-3. The results show that the roadway segments have sufficient capacity, which underscores that the primary constraints of the existing roadway network are at the intersections marked with an “X” in Table 1.1.

Table 1-3 Summary of Roadway Capacity Analysis

Existing Condition Roadway (Baseline year 2005) Segment Name AM Peak Hour PM Peak Hour (7:15-8:15) (5:00-6:00) Route 17K No capacity constraints (Between I-87 Overpass & Route 300) Route 9D No capacity constraints (Between I-84 EB Entrance/Exit Ramps & Beekman St) Route 300 No capacity constraints (Between Route 17K & Route 207) Route 207 No capacity constraints (Between Breunig Road & Route 300) Route 747 No capacity constraints (Between I-84 Ramps & Route 17K) Route 94 No capacity constraints (Between Station Road & Jackson Avenue)

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The existing conditions operational analysis provides valuable information for evaluating where improvements may be required to accommodate future growth and to develop new bus and BRT alternatives that achieve the best reliability and travel times for transit operations. Particularly for those intersections analyzed in Table 1-1, future growth would result in additional capacity constraints (for details see Traffic Report of the Capacity Analysis and Travel Time Study, September 2009).

Existing Travel Times

Travel time studies were conducted along local streets and major highways connecting SWF where new bus and BRT alternatives are being considered. The following three corridors were studied as part of the Traffic Report of the Capacity Analysis and Travel Time Study, September 2009:

 SWF to Beacon Metro-North Station; (Travel Time: about 17 minutes via I-84)  SWF to SMC Metro-North Station; and ( Travel Time: about 8 minutes via Bethlehem road)  SMC Metro-North Station to City of Newburgh. (Travel Time: about 14 minutes via Rt. 300)

Additionally, the following regional corridors were studied and documented in a technical memorandum dated September 1, 2009:

 Port Authority Bus Terminal (NYC) to SWF; (Travel Time: about 1 hour and 40 minutes via I-87)  SWF to Kingston, NY; and (Travel Time: about 40 minutes via I-87)  SWF to Danbury, CT (Travel Time: about 47 minutes via I-84)

The purpose of these studies was to better understand existing travel conditions and travel times along these corridors to validate the travel demand model, develop bus service plans, and serve as a reasonableness check throughout the modeling process.

1.2.1.3 Future Roadway Network This section summarizes planned roadway improvements (funded and unfunded but programmed) assumed to be in place by the 2035 design year within the Project Limits where any infrastructure improvements would be considered. As part of the analysis, roadway improvements within the larger Study Area were also considered to establish a baseline for transit options that might have an impact beyond the Project Limits.

The Orange County Transportation Council’s (OCTC) 2011-2015 Transportation Improvement Program (TIP) covers the period from October 1, 2010 through September 30, 2015. It is a multi-modal, capital program that lists federally funded capital projects and assigns project cost estimates to highway, bridge, bikeway, pedestrian, transit, and transportation demand management projects to be undertaken over a five year timeframe. The TIP is a required product of the transportation planning process and is developed by metropolitan planning organizations (MPOs) in cooperation with state and local officials, regional and local transit operators, and other affected transportation and regional planning agencies. It prioritizes projects for implementation during the program period, and provides realistic project cost estimates versus the anticipated available resources (i.e. shows realistic fiscal constraints).

A total of approximately $333 million is programmed in the 2011-2015 TIP for transportation projects in Orange County over the next five federal fiscal years. This includes approximately $224 million in federal funding and $109 million in state and local funding. Of this total, $79 million is for bus transit and $254 million is for highway projects. Metro-North Railroad anticipates approximately $301 million in projects

Alternatives Analysis Phase I Screening Report 1-13 Chapter 1 BACKGROUND AND PLANNING CONTEXT entirely or partially in Orange County. Overall, the 2011-2015 TIP emphasizes the preservation of the existing transportation system. To this end, approximately $118 million supports pavement and bridge preservation projects, less than $1 million is dedicated to highway capacity improvement projects, $120 million goes to other highway projects such as safety and intersection improvements including the upgrade of Route 17 to I-86, and $15 million goes to mobility projects. Funding for mass transit (other than Metro-North Railroad) amounts to $79 million, of which $76 million supports maintenance and operations, and $3 million goes to enhancements and upgrades.

Projects in the TIP with federal-aid funding in excess of $12 million are listed in Table 1-4. These amounts can include funds from non-federal sources, and the amounts funded in the 2011-2015 TIP may not be total project cost, as there may be additional funding before FFY 2011 and/or after FFY 2015 (shown in Pre/Post Column). Also, this list does not include system-wide, cyclical projects such as periodic road maintenance, sign replacements, and bridge painting. The projects listed in this table are primarily highway projects in western Orange County, and thus do not directly address access and mobility problems identified within the Project Limits.

Table 1-4 List of Significant Projects within Orange County

FFY 11 – FFY 15 Pre/Post PIN Project Agency Cost TIP Cost 800672 Route 17: Exit 122 Stage 2 NYSDOT $66.629M - 800684 Route 17: Exit 131 NYSDOT $0.750M $37.975M 800686 Route 17: Exit 127 & 128 NYSDOT $0.830M $28.319M I-84/Delaware River Bridge 806209 NYSDOT $25.053M $0.720M Rehabilitation Funding for bus operators in the Orange 8TRO33 $24.784M $4.622M urbanized areas of Orange County County Preventive maintenance and/or other Orange 8TRO48 $41.554M $6.184M capital projects for Hudson Transit County

Source: Orange County Transportation Improvement Program (TIP) Aug. 24, 2010

Interstate Highways The New York State Thruway Authority (NYSTA) and NYSDOT completed a new interchange between I-84 and I-87 in 2010 that will benefit local roadway users by segregating interstate-to-interstate traffic from local traffic in the SWF area along Route 300. While not yet a programmed improvement, NYSTA is studying operational and safety improvements to I- 87 north of Woodbury (Exit 16). Also in 2010, NYSTA completed high-speed tolling at the Woodbury toll plaza, which has relieved congestion associated with toll collection at that location.

State Highways A series of projects is programmed to convert Route 17 between the Sullivan County line and I-87 to interstate standards. This consists of widening shoulders, increasing the vertical clearance to 16’-6”, extending acceleration and deceleration lanes, modifying highway profiles to meet standard stopping sight distances, reconstructing ramps to meet standard radii, installing right-of-way fence, and acquiring access rights. Some conversion work has already been accomplished through the course of other recent projects within the corridor. Some of the smaller and more contained conversion projects are currently

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Chapter 1 1 BACKGROUND AND PLANNING CONTEXT under construction (e.g. the CR105 bridge). The mainline projects are expected to be under construction by 2012. The larger reconstruction projects (e.g. improvement and upgrade of Route 17 to I-86) are in various stages of design and engineering.2

Local Roads Local roadway projects within the Study Area listed on the OCTC 2011-2015 TIP include:

 (PIN 875751) Jackson Avenue: Route 207 to Town Line (Cornwall) Reconstruction Project, Town of Windsor.  (PIN 803987) Route 9W: Angola Road – Route 94, Town of Windsor & Cornwall, New Construction and Reconstruction Bridge Replacement.  (PIN 806212) I-84/Taft Avenue Town of Newburgh, Construction and Reconstruction Bridge Replacement.

1.2.2 Bus Transportation Services For the commuter market between Orange County and Manhattan, existing bus service consists of express bus routes operating from the Route 17K park and ride facility, as well as shuttle bus connections to Beacon Station on Metro-North’s Hudson Line. For the airport market, limited public transit service is available at the SWF terminal. Passengers can access the region’s public transportation network via taxi and bus services to the Beacon Station on Metro-North’s Hudson Line; however, direct bus service to and from New York City are not available.

The current bus transportation services are too limited to accommodate growth at and development opportunities adjacent to SWF and to facilitate the movement of air passengers and airport employees. This section summarizes existing bus transit systems, including local, regional, and paratransit services, available in Orange, Dutchess and Rockland Counties that are relevant to the access and mobility needs of both commuter and airport travel markets.

1.2.2.1 Regional and Shuttle Bus Service

Orange County Bus transit is provided in and for Orange County through regional, local, paratransit and dial-a-bus services. Figure 1-7 shows the transit services available in Orange County. Fixed route bus service is of three main types: a) regional inter-county bus that also provides commuter service, b) intra-county transportation, and c) local services in major population centers. The local routes are largely limited to service within commercial and retail areas in the cities of Newburgh and Middletown and the Villages of Monroe and Kiryas Joel. New intra-county fixed route service linking the Towns of Warwick and Goshen was introduced in 2003; this service was extended to connect to the Town of Wallkill system in 2007.

Coach USA (Hudson to Transit/Short Line/International Bus)

Coach USA is the largest provider of bus service in and through Orange County. County-wide service is provided for regional and intercity travelers and commuters. Most of the service is provided along I-84, Route 17, and Route 32/I-87/Route 9W corridors. Coach USA also serves a number of major trip generators including the Galleria at Crystal Run (Middletown), Playtogs Plaza (Middletown), and

2 Orange County Transportation Council (OCTC) Long Range Transportation Plan - TIP Format Report. July 9, 2010

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Woodbury Common Premium Outlet Center. Coach USA also provides commuter service to New York City running over 32 trips per day to and from Orange County during the morning and evening peak hours. Coach USA provides service to the east side of Manhattan via the George Washington Bridge. It also operates the Orange Westchester Link (OWL) to the White Plains area. Both of these services are provided via five daily weekday round trips.

Adirondack Trailways

As shown in Figure 1-7, other regional bus service includes Adirondack Trailways, which provides service to New York City, Poughkeepsie, and Kingston where connections can be made to Albany and Oneonta and other destinations around New York State. This service operates along Route 9W and crosses the Mid-Hudson Bridge to reach Poughkeepsie.

Source: Transit Orange (TO). http://www.transitorange.info/pdf/Countywide_map.pdf

Figure 1-7 Transit Service in Orange County

Ulster County Area Transit (UCAT)

UCAT provides five daily weekday roundtrips between Newburgh and New Paltz in Ulster County along the NYS Route 32 corridor. This service also stops on Broadway in Newburgh, the Shortline Bus Terminal on Route 17K, and the Newburgh Mall.

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Park and Ride Facilities in Orange County

In Orange County there are two park and ride lot systems with several facilities in each. These are owned, maintained and promoted as locations to make connections to transit services (see Figure 1-7). One such park and ride lot system is owned and maintained by Metro-North and is used for Metro-North rail stations. There are seven park and ride facilities in this system with a total of 3,155 parking spaces (see section 1.2.3.). The other park and ride lot system is owned and maintained by the cooperative efforts of the New York State Department of Transportation, Orange County, and Coach USA/Shortline. The principal connecting transit services at these park and ride lots are commuter, regional and local bus services. There are 12 locations for park and ride lots in this system with a total of 2,014 parking spaces.3

The Newburgh park and ride lot is located along Route 17K just east of the Route 300 junction. The Leprechaun Connection, in partnership with Metro-North and NYSDOT, operates commuter shuttle bus service between SWF, the Newburgh Route 17K park and ride facility, and Metro-North’s Beacon Station to serve both commuters and airport users. Based on the latest schedules, effective from August 1, 2011 to October 14, 2011, there are nine weekday shuttle buses departing SWF to Beacon between the hours of 9:10 AM and 8:25 PM. All busses stop at the Route 17K park and ride facility with five making local stops in Newburgh. Four of the buses run nonstop with a run time of about 20 minutes, while it may take up to 40 minutes (depending on direction and time of day), for the other buses which utilize up to 6 stops between Beacon and SWF.

Based on existing published schedule, the frequency of this shuttle service averages one hour. At Beacon Station, there is a 5-10 wait for the train destined to Grand Central Terminal in Manhattan, which takes an additional 80 minutes of travel time. Travel time on the return trip is similar. (Note: This service may further be reduced in the near future.)

Parking at the Newburgh Route 17K park and ride lot is free for bus riders. This $1 shuttle bus service was initiated to bring additional riders to the Hudson Line from west of the Hudson and to relieve some of the parking demand at Beacon Station. No public transportation services connect to the Metro-North stations at Salisbury Mills or Campbell Hall – the two commuter rail stations closest to SWF along the Metro-North PJL.

Dutchess County

Dutchess County is served by a variety of local and regional transit services. Two public bus systems, Dutchess County LOOP and the City of Poughkeepsie bus system, provide local bus services in Dutchess County. The City of Poughkeepsie bus system, outside the Project Limits, focuses its service in the vicinity of the City while the Dutchess County LOOP serves the urban centers and suburban communities.

The Dutchess County LOOP Bus System

The Dutchess County LOOP Bus System provides both fixed route service and demand response services like Dial-A-Ride and Paratransit. LOOP bus routes that serve the City of Beacon include LOOP 3, LOOP 3-B, Express B, Beacon Poughkeepsie Express, and Southwest Special Express. Paratransit service is available within a quarter mile of a regularly scheduled LOOP bus routes operating Express or

3 Orange County Transportation Council (OCTC) Long Range Transportation Plan Update. November 27, 2007. pg. 37 & 45.

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Special Express. This service is provided on the days and during the hours that the fixed route operates. The LOOP also coordinates non-emergency Medicaid transportation for the Dutchess County Department of Social Services. Figure 1-8 shows a picture of the Dutchess County LOOP bus. In addition, LOOP also runs a Commuter Train Connection (CTC) bus service in cooperation with Metro- North.

In addition, LOOP also runs a Commuter Train Connection (CTC) bus service in cooperation with Metro-North. Three CTC routes provide service to the Beacon, New Hamburg and Poughkeepsie Train Stations. Parking facilities for the CTC routes are located along each route. In Beacon, the parking facilities are located at Renegade’s Baseball Stadium (Dutchess County Transportation Center) in Route 9D. The CTC Source: Dutchess County, New York. www.wikipedia.org Route 41A provides weekday morning service to Beacon train station from 5:13 AM to 8:08 AM Figure 1-8 Dutchess County LOOP Bus and the CTC Route 41P provides weekday evening service from 5:35 PM to 8:24 PM. The CTC routes in Beacon run with a frequency varying from 20 to 47 minutes. At Beacon Station, it is then necessary to board the Hudson Line for service to Grand Central Station, which takes approximately 80 minutes. Dutchess County Regional Bus Service

Regional bus service in Dutchess County is provided by several private operators to locations outside the County. The Leprechaun Connection, in partnership with Metro-North and NYSDOT, operates commuter shuttle bus service between SWF, the Newburgh Park & Ride and Metro-North’s Beacon Station that serves both commuters and airport users. The Newburgh-Beacon Bus shuttle also provides regular service between the City of Newburgh, SWF, and the Beacon train station.

Rockland County Rockland County provides several private and public bus services for its commuters. The major private operators include The Rockland Coaches (Red and Tan Line) and The Short Line/Coach USA. Transport of Rockland (TOR) is a major public bus service in Rockland County that provides both express and local bus services in the County. Additionally, there is also a paratransit service and other local bus services in Rockland municipalities.

The Rockland Coaches (Red and Tan Line)

The Rockland Coaches (Red and Tan Line) is a private operation owned by Coach USA that serves eastern and central Rockland residents. It provides direct connections to the George Washington Bridge Bus Terminal, the Port Authority Bus Terminal, and intermediate locations within metropolitan New Jersey.

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The Short Line/Coach USA

The Short Line, also owned by Coach USA, provides service from Suffern and Sloatsburg to the Port Authority Bus Terminal and to Orange County. Monsey Trails, a private Rockland-based company, provides service from Monsey to Manhattan and Brooklyn. Leisure Lines, also a Coach USA Company, provides service from the condominium complex on Smith Road in Nanuet and the park and ride lot at Exit 14 on I-87 in Spring Valley to the Port Authority Bus Terminal, Lower Manhattan and Brooklyn. Coach USA provides service between the park and ride lot at Exit 14 on I-87, Nanuet’s Smith Street park and ride, and the Palisades Center park and ride to New York City.

Transport of Rockland (TOR)

Transport of Rockland (TOR) is the public bus transportation service of Rockland County (Figure 1-9). It provides express bus service to Tarrytown and White Plains via the Tappan Zee Express (TZX) and makes connection with rail service to New York City. Transport of Rockland also provides extensive intra- County bus service to various destinations. The service within the County provides direct access to many major facilities, such as the New City Government Center, the Dr. Robert L. Yeager Health Center Campus and Rockland Community College. It serves all five towns and many of the densely populated villages in Rockland County.

Rockland County Local Buses and Paratransit

Other local buses in Rockland County include the Spring Valley Jitney Bus and the Clarkstown Mini- Trans. The Spring Valley Jitney Bus operates within Spring Valley and Monsey to various shopping destinations. The Clarkstown Mini-Trans operates local service in the Town of Clarkstown connecting many of its residential areas to the Palisades Center and the Nanuet Mall.

Rockland County also provides paratransit service called Transportation Resources Intra- County for Physically Handicapped and Senior Citizens – T.R.I.P.S. This service provides pre-arranged transportation on a demand-responsive basis for the elderly and disabled citizens of Rockland County.

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Figure 1-9 Rockland County Transit Service

1.2.3 Commuter Rail Service Metro-North operates two commuter rail lines within the Study Area: The PJL west of the Hudson River and the Hudson Line along the eastern shore of the Hudson River (see Figure 1-10). These two lines serve the Newburgh and Beacon area on either side of the river, with stations near SWF at Salisbury Mills-Cornwall and Campbell Hall along the PJL and Beacon on the Hudson Line. A limited bus service links Beacon Station with the airport.

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Port Jervis Line The PJL starting at Suffern follows the same narrow valley as I-87 and NYS Route 17. The line gradually moves away from the I-87 just north of Woodbury where it runs along the shoulder of the Schunemunk Mountain. At the north end of the mountain it transitions onto the Moodna Viaduct and crosses NYS Route 94 prior to reaching the Salisbury Mills - Cornwall Station, the existing passenger rail station closest to SWF. It then traverses in a westward direction across Central Orange County terminating at Port Jervis. The line was constructed on a grade-separated right-of-way, which historically had been used for high-speed freight trains to minimize exposure at all grade crossings. The right-of-way is generally straight and is wide enough to accommodate two tracks.

The PJL/MBCL provides daily commuter rail service for a total distance of 95 miles from Port Jervis, New York to Hoboken, New Jersey. It primarily provides service in the peak commuter direction (southbound during AM and northbound during PM) with limited off-peak service. South of Suffern, express rail service continues along NJT’s MBCL into Hoboken, New Jersey, with some stops scheduled at the Ramsey/Route 17 Station. Table 1-5 represents the service frequency and span of service for both weekdays and weekends.

Table 1-5 Port Jervis Line Train Schedule

Weekday Service Weekend Service Operating Operating Basic Service Frequency Basic Service Frequency Hours Hours 12 min. to 44 min. (Peak) 3:52 AM – 4:49 AM – 63 minutes to 198 minutes 87 min. to 153 min. (Off-Peak) 11:48 PM 11:19 PM

Source: NJT Bergen Line Schedule (Port Jervis to Hoboken Terminal), Metro-North Railroad

The Secaucus Junction Station (Secaucus Junction) in Secaucus, New Jersey allows passengers traveling on the PJL/MBCL to transfer to train service directly into New York’s Penn Station.

Based on the May 2010 published schedules, 13 weekday passenger roundtrip trains operated on the PJL/MBCL from the Port Jervis Station terminus to Hoboken Terminal. Travel from Salisbury Mills- Cornwall Station (roughly 3 miles from SWF) to Hoboken Terminal takes between 70 and 90 minutes. At Hoboken, it is necessary to either board a ferry or PATH service to get to Manhattan with frequency of service during the peak hours averaging between six and eight minutes. Currently, with a transfer at Secaucus Junction, it is also possible to travel from the Salisbury Mills-Cornwall Station to Penn Station in midtown Manhattan in approximately 90 minutes.

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Figure 1-10 MTA Metro-North Railroad Showing Port Jervis Line and Hudson Line

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Hudson Line Metro-North’s Hudson Line provides commuter service north from New York City along the east shore of the Hudson River. Metro-North service ends at Poughkeepsie, with Amtrak's Empire Corridor trains continuing north to and beyond Albany.

Croton-Harmon station divides the two segments of the line. South of Croton-Harmon, the Hudson Line is electrified, with a third rail, where it serves more closely spaced suburban stations as it approaches Manhattan. Most of the electrified zone is served by four tracks, usually two express and two local tracks in each direction. In some sections, there are only three tracks.

North of Croton-Harmon, the line is mostly double-tracked, with a few three-track areas. The “Upper” Hudson Line trains, which are pulled by dual-power locomotives, provide zone express service to Grand Central Terminal (GCT) in the peak period. In the off-peak period, these trains stop at most stations between Poughkeepsie and Croton-Harmon and operate express between Croton-Harmon and GCT. From just north of Spuyten Duyvil to the end of the line, Metro-North’s Hudson Line and Amtrak’s Empire Corridor service share tracks.

The Hudson Line provides frequent local and express service between the service end points at Poughkeepsie, New York and GCT on Manhattan’s east side. Beacon Station on the Hudson Line is the closest station to SWF. Typical travel time between Beacon Station and GCT is about 80 minutes. A limited number of zone express trains provide the service in about 70 minutes. Table 1-6 summarizes the Metro- North train schedule for the Hudson Line.

Table 1-6 Hudson Line Train Schedule

Weekday Service Weekend Service Operating Basic Service Frequency Basic Service Frequency Operating Hours Hours 7 min. to 20 min. (Peak) 4:15 AM – 4:40 AM – 30 minutes to 60 minutes 25 min. to 60 min. (Off-Peak) 1:04 AM 1:04 AM

Source: Hudson Line Schedule (Poughkeepsie to Grand Central Terminal), Metro-North Railroad

Metro-North Railroad Passenger Stations and Park and Ride Facilities

Commuter rail passenger service is available at seven (7) stations within the Project Limits. At Campbell Hall Station, Salisbury Mills-Cornwall Station, Harriman Station, and Tuxedo Station (Orange County); Sloatsburg Station, Suffern Station (Rockland County) and Beacon Station (Dutchess County). The nearest stations to SWF are the Campbell Hall Station and Salisbury Mills-Cornwall Station on the PJL and Beacon Station on the Hudson Line. The Campbell Hall Station is located just south of the hamlet of Campbell Hall in the Town of Hamptonburgh. It is situated amidst farms and fields and has 231 parking spaces. The Salisbury Mills-Cornwall Station is located in the Town of Cornwall immediately north of the Moodna Viaduct, with direct access from NYS Route 94. There are 683 parking spaces in Salisbury Mills- Cornwall Station. Beacon station is located at the Beacon waterfront has 1,338 parking spaces. LAZ Parking is Metro-North's designated parking operator for select system locations and it manages the parking facilities at Salisbury Mills/Cornwall, Campbell Hall and Beacon stations. Permit parking and meter parking are available at these stations. These parking spaces are free on weekends and on public

Alternatives Analysis Phase I Screening Report 1-23 Chapter 1 BACKGROUND AND PLANNING CONTEXT holidays. When there are no metered spaces available at a station, customers can call the LAZ Parking’s customer service representative that will help them to determine available space for future trips.

Table 1-7 represents park and ride facilities for each station along the PJL and Beacon Station on the Hudson Line. For station locations see Figure 1-10.

Table 1-7 Park and Ride Facilities for PJL stations and Beacon Station.

No. of Parking Spaces Station Rail Line in Park and Ride Lots Beacon Hudson 1,388 Suffern Port Jervis 366 Sloatsburg Port Jervis 80 Tuxedo Port Jervis 245 Harriman Port Jervis 985 Salisbury Mills - Cornwall Port Jervis 683 Campbell Hall Port Jervis 231 Middletown Port Jervis 750 Otisville Port Jervis 151 Port Jervis Port Jervis 110

Source: Metro-North Railroad

1.2.4 Freight Rail Network

Active Freight Only Lines

The rail freight operators within the Study Area are CSX Transportation (CSX), Norfolk Southern (NS), New York Susquehanna & Western (NYS&W), and Middletown & New Jersey (M&NJ). CSX and NS are the only Class I railroad operators4 within the County, operating over 100 miles of track. For freight lines within the Study Area see Figure 1-11. The largest carrier is CSX, which operates approximately 52 trains per day on the West Shore Line along the west side of the Hudson River. There is no passenger rail service on the West Shore Line. This line passes the length of Orange County (22 miles), extending north and south into Ulster and Rockland Counties. CSX also operates a six mile line, known as the Newburgh Industrial Track, extending from the Newburgh waterfront to Cornwall with one train per day.

Further west and inland from the Hudson River, NS operates from Port Jervis to Suffern on the PJL. NS operates approximately 2 to 4 freight trains each day. NS also operates three short lines. One of these, the Hudson Secondary, extends 20 miles from the Town of Montgomery to the Town of Warwick with approximately two trains operating per day. Two additional short lines run from Hamptonburgh to Montgomery and Walden. These lines are known as the Maybrook Industrial Track (7 miles in length) and the Walden Secondary (6 miles in length), respectively. Approximately one train operates on each of these lines per week. NS also operates a one mile section of track within the Town of Warwick known as the Belvidere Industrial Track. One train runs on this track.

4 The Surface Transportation Board (STB) defines a Class I railroad in the United States as “having annual carrier operating revenues of $250 million or more” after adjusting for inflation. According to the Association of American Railroads (AAR), Class I railroads had minimum carrier operating revenues of $346.8 million (USD) in 2006. The Class I revenue threshold is set each year by the Surface Transportation Board.

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Figure 1-11 Map showing Freight Lines in the Study Area

There are two other short line railroads operated by NYS&W and M&NJ. NYS&W is a regional railroad operator and M&NJ is a local railroad operator. NYS&W has trackage rights over NS’s Southern Tier Line and also owns about four miles of track between Warwick and New Jersey. M&NJ operates over 19 miles of track in the area.

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The primary freight route through the study area is the West Shore Line, which is a single track railroad with controlled passing sidings. It serves as CSX's easternmost north-south artery, connecting with east- west routes to Chicago and Boston. Rail traffic along the line is generally intermodal (stack and trailer) with mixed freights, along with auto carriers and the occasional unit train.

The NS lines are considered spur and secondary tracks used for local switching where they originate at junction points along the PJL.

 South of CP Hudson (CP or ‘control point’ is a designation for a railroad interlocking), located east of Campbell Hall, NS operates over the former Lehigh and Hudson River Line southward toward Hudson Junction where trackage rights are also shared with the NYS&W Railway. The segment of the line north of CP Hudson has been abandoned.  At Campbell Hall, they operate over the former Wallkill Valley Railway using an existing wye5 connection at the junction with the PJL. The spur track is used to service DeGroodt's Paving in downtown Walden.  South of Four Story Junction, they operate along the former Erie/Ontario and Western branch line toward Middletown. The segment of the line northward towards Crawford junction has been abandoned.

The CSX Newburgh Industrial Track starts at the junction with the West Shore line just south of Newburgh which then crosses over the River Subdivision. The line was formerly the Erie Lackawanna line to Harriman Junction via Vails Gate.

There are two relevant yard facilities within the Project Limits. They are located at Campbell Hall and Suffern. At Suffern the yard site is shared by both NJT for passenger service and NS. Five tracks are used by NJT trains and five by NS. Hillburn Yard also has 5 tracks. NJT and NS share a new crew facility located at the yard throat. The rail yard facilities are important for potential future commuter rail operations that may originate or terminate at Suffern.

Freight Operations on Port Jervis Line

Both the NS and NYS&W have trackage rights on the PJL tracks. Although there is no specified schedule, the general window for freight operation is from Midnight to 5 AM. NS and NYS&W each currently run only two overnight trains. Most of the freight operations occur west of the Campbell Hall station.

The agreement with Metro-North also stipulates a future capacity of up to 20 daily trains for NS. NS has a base of local operations at Campbell Hall, to which it feeds traffic to the yard in Suffern. The existing Walden secondary track at Campbell Hall is still active and used by the NS, although it terminates at Walden. The yard at Campbell Hall consists of four tracks which are accessible from either direction.

Freight Operations on Hudson Line

CSX owns and operates the line from Poughkeepsie northward known as the Hudson Subdivision. The line runs from Poughkeepsie north along the east shore of the Hudson River to Rensselaer and northwest via Albany and Schenectady to Hoffmans along a former New York Central Railroad line. From its south end, CSX has trackage rights south to New York City along Metro-North’s Hudson Line. Canadian Pacific

5 A junction of rail tracks forming the letter “Y”

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Railway (Canadian Pacific) and Amtrak also have rights on the Hudson Line, although the Canadian Pacific has only intermittently exercised those rights. CSX bases its local freight operations just north of the Metro-North maintenance shop at Croton-Harmon.

Inactive or Abandoned Rail Lines There are several abandoned rail lines in Orange County. Of these abandoned rail lines, four have been identified as potential transit alignments for this study:

 The former Ontario and Western Railway line traverses the Study Area just north of the PJL in an east-west direction from where it junctions with the West Shore Line and crosses underneath the Erie’s Newburgh Branch before connecting with the New York Central’s Wallkill Valley Line at Campbell Hall.  The former Lehigh & Hudson line is located north of CP Hudson.  The former Erie / Ontario and Western Railway at Campbell Hall starts at the junction with the NS Wallkill Valley line.  The former Erie Newburgh Branch traverses the Study Area in an east-west direction from where it begins at Vails Gate just south of Newburgh and crosses the PJL at Cornwall-Salisbury Mills.

1.2.5 Ferry Service Ferry service between Newburgh and Beacon began in October 2005 as shown in Figure 1-12. The Newburgh-Beacon ferry is operated by NY Waterways under contract with Metro-North using funds from NYSDOT. The Newburgh-Beacon ferry service currently has an average daily ridership of 300. Currently, on weekdays, there are six ferries in the morning and eight in the evening that connect with train service at Beacon. A free parking lot with 250 spaces is available at Newburgh landing.

Source: http://www.mta.info/mnr/html/raillink/newburghferry.htm

Figure 1-12 Newburgh-Beacon Ferry Service

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The morning ferries operate from Newburgh to Beacon from 5:41 AM to 7:56 AM6 with frequencies ranging from 20 to 36 minutes. The evening ferries operate from Beacon to Newburgh from 5:35 PM to 8:45 PM with frequencies ranging from 16 to 35 minutes. The ferry trip between Newburgh and Beacon takes approximately 10 minutes and with the ferry/train combination, commuters from Newburgh can reach Grand Central Terminal in about 90 minutes. A one-way ferry trip currently costs $1.50 per person. A monthly unlimited UniTicket package, combining train and ferry fare for a month, is also available for regular riders for $416.00. It should be noted that ferry service can be impacted by ice flows during the winter months when alternative service is provided via shuttle bus.

1.3 Stewart International Airport (SWF) This Section provides summary level information on the existing and future transportation facilities at SWF and vicinity, and provides a baseline set of conditions within which SWF transit access alternatives were developed and evaluated.

SWF is located in the towns of New Windsor and Newburgh, Orange County, New York, approximately five miles west of the City of Newburgh. The airport is situated on approximately 2,400 acres of land located approximately 60 miles north of Midtown Manhattan. It is bounded roughly to the north by Routes 17K and I- 84, to the south by Route 207, to the east by I-87, and Route 747 to the west. Figure 1-13 provides an aerial view of SWF.

SWF opened in 1939 as Stewart Air Force Base, a United States Air Force military base. In 1942, the acreage was dedicated to the U.S. Military Academy for the purpose of instructing cadets. Stewart Air Force Base was deactivated in 1971 and acquired by the State of New York. The airport’s name was officially changed to Stewart International Airport and responsibility for its operations given to the Metropolitan Transportation Authority (MTA). The MTA expanded the original facility by purchasing an additional 8,000 acres of adjacent land, 2,400 of which comprise SWF. Much of the balance of the 8,000 acres has been permanently preserved as open space. Most of that property is located directly west of the existing Airport (west of Drury Lane), and is part of Stewart State Forest.

In 1974, the existing hangar and parachute shop were joined to create a terminal facility. In addition to development of the passenger terminal, improvements to SWF made by the MTA in the 1970’s included construction of new facilities for processing international air cargo and extension of Runway 9-27.

In 1982, NYSDOT was given the operating responsibility for the airport. In the late 1980s, the passenger terminal was renovated to accommodate new commercial airline service. SWF began providing short- and medium-range air passenger flight services to eastern seaboard cities in 1990. The first American Airlines flight occurred around May 1990. Other airlines that initiated daily service at the time included American Eagle and United Express. As more airlines recognized the potential of SWF’s local market, carriers such as USAir, USAir Express, and Delta Airlines began service. Since that time, air passenger flight services have continued to increase with more frequent services provided by regional air carriers.

In 2000, SWF became the first privatized airport in the United States under the Federal Airport Privatization Pilot Program. Beginning April 1, 2000, SWF was operated by National Express Corporation (National Express) under a 99-year lease with NYSDOT. However, in October 2007, National Express sought to terminate its role at SWF and the Port Authority assumed responsibility for the lease under an agreement with NYSDOT, taking over the management of the airport on November 1, 2007.

6 http://www.nywaterway.com/NewburghToBeaconRoute.aspx

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Figure 1-13 Aerial View of SWF

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1.3.1 Aviation Activity The following section summarizes the existing aviation activities at SWF, including SWF aircraft operations, airline passenger and cargo activities, and also describes other airport activities and support operations. Existing aviation activities directly affect the potential for airport expansion and the feasibility of options for increasing transit access. From 2002 to 2007, enplanements doubled at SWF, before deteriorating economic conditions and adverse conditions in the aviation industry sharply reduced service and enplanements in 2008. The Port Authority continues to invest in improved airport facilities to attract and support future growth in service and passenger volumes at SWF. As with AirTrain/JFK, and AirTrain/Newark, and scheduled bus services, the Port Authority sees the development of user-friendly, practical alternatives to private auto use as an integral part of its airport planning and marketing strategies. The Port Authority’s planning for the airport includes comprehensive strategies for capital improvements to facilities, attraction of additional air carriers, and other measures. Today, SWF primarily serves Orange County and adjacent counties in the Lower Hudson Valley, northwestern New Jersey, and western Connecticut. Flights to and from SWF provide service to hub locations along the Eastern seaboard and as far west as Detroit. SWF has approximately 20 flights per day serving primarily Florida and the Midwest.

SWF aircraft operations can be divided into four principal categories:

 Commercial passenger: Includes “air carrier” (Commercial flight operations using aircraft with a minimum of 60 seats) and “regional” (commercial flight operations (using aircraft with 60 seats or less)

 All cargo/freight

 Non-commercial air taxi and General Aviation: Civil operations not categorized as either “Air Carrier” or “Air Taxi & Commuter”

 Military: All classes of military operations

Table 1-8 presents total annual commercial and non-commercial aircraft movements at SWF between 2006 and 2010. Overall, these operations declined by about 45% over the past five years, decreasing from a combined total of 83,229 operations in 2006 to 47,032 operations in 2010. This decline is reflective of the recent recession and the downturn in the aviation industry.

Table 1-8 Combined Domestic and International Annual Commercial and Non-Commercial Aircraft Movements Totals at SWF (Years 2006 – 2010)

* Includes Air Taxi, Business & Private, and Government flights. Helicopters are excluded. Source: Port Authority of New York and New Jersey.

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1.3.1.1 Present and Future Passenger Volumes Table 1-9 presents passenger levels at SWF from 2006 to 2009. The table shows that the annual enplanements (number of passengers boarding) at SWF increased significantly from approximately 155,325 in 2006 to 456,965 in 2007. However, with the economic downturn, the annual enplanements started decreasing from 2007 to 2009. The 2010 annual enplanements represent a half of the 2008 annual enplanements. Nevertheless enplanements at SWF have leveled off in 2010.

Table 1-9 Passenger Levels at SWF – 2006 to 2010

Annual Year Total Passengers Enplanements

2006 310,650 155,325

2007 913,930 456,965

2008 789,310 394,655

2009 390,070 195,035

2010 395,240 197,620

Source: The Port Authority of NY & NJ Traffic Reports.

1.3.1.2 Cargo SWF offers extensive domestic and International air cargo capabilities for the region. Its location and proximity to major interstate highways (I-87 and I-84) makes it an attractive facility for air cargo transportation. The current cargo area is north of the Runway 9-27 and is easily accessible by Route 17K. In 2009, cargo services included, Federal Express and United Parcel Service. The development of land around the surrounding area and the provision of air cargo storage and handling facilities at SWF will likely spur additional growth. SWF has more than 120,000 square feet of building space dedicated to air cargo operations, and 600,000 square feet of cargo apron on the north side of the airport.

Due to the recent recession and downturn in the aviation industry the level of cargo handled by SWF declined significantly from 2008 to 2009 (See Figure 1-14). Cargo handled at SWF decreased by approximately 40% in 2009 (10,755 tons) compared to the cargo handled in 2006 (17,782 tons). However, according to Port Authority data, air cargo volume at SWF recovered somewhat in 2010.

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Figure 1-14 SWF Cargo Levels: 2006 to 2010

1.3.1.3 Other SWF Activities (Military and non-commercial) SWF is also used by the New York Air National Guard, the US Marine Corps, the US Military Academy, and the US Animal Import Center. These tenants and their on-airport facilities are described below.

New York Air National Guard SWF is the home of the 105th Airlift Wing of the New York Air National Guard (NYANG). This unit provides airlift of military personnel and equipment for military operations, and movement of heavy machinery, supplies, and humanitarian aid during natural disasters and other emergencies. During peacetime, the NYANG is managed by the Governor of the State of New York, in coordination with the National Guard Bureau. When mobilized, the NYANG is integrated into the U.S. Air Force.

The 105th Airlift Wing has approximately 1,650 authorized reservists. The 105th Airlift Wing is one of three Air National Guard Units in the country with an operational C-5 fleet. In the late 1980s, the NYANG moved its operations to a new 264-acre base located in the southeast quadrant of the Airport, which is accessed through the main entrance at Route 17K. The facilities were designed for the NYANG's C-5A aircraft. The NYANG C-5A fleet is being replaced with C-17 aircraft.

On August 6, 2009, Governor Paterson announced a new mission for NYANG at Stewart Air National Guard Base. In this mission, the NYANG Airmen of the 105th Airlift Wing will join an active Air Force Unit to conduct security missions. This will require construction of a new facility to accommodate the security force. This expansion will house new training facilities; equipment storage and office space and bring dozens of new construction and support jobs to the Lower Hudson Valley. The NYANG is expected to request $15 million in federal funding for this project.7

7 Governor Paterson Announces New Mission for Air National Guard Unit at Stewart Air National Guard Base. For Immediate Release: August 6, 2009. Available at http://www.ny.gov/governor/press/press_0806094.html.

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US Marine Corps The Marine Aircraft Group (MAG) 49, Detachment (Det) B of the 4th Marine Aircraft Wing, is also located at SWF. This unit provides assault air transport, aerial refueling, and combat service support for Marine aircraft, personnel, and equipment. The unit has 12 KC-130T aircraft at SWF. MAG 49 Det B is composed of a Headquarters unit, a flying squadron (Maine Aerial Refueler Transport Squadron 452), and an Intermediate-Level Maintenance Activity (Marine Aviation Logistics Squadron 49). The unit strength is approximately 600 active duty and reservists.

Most of the MAG 49 Det B facilities are located within the ANG base facility. However, additional facilities are located in the Airport's southwest quadrant, in the former U.S. Military Academy Sub Post.

US Military Academy The U.S. Military Academy (USMA) operates aviation facilities in the southwest quadrant of the airfield, south of the passenger terminal and adjacent to Atlantic Aviation Services. This area includes the following facilities:  Building 108: A 27,000-SF hangar, housing the USMA's 2nd Aviation Detachment and the Composite Aircraft Squadron Operations (CASO) air transport organization  Building 109: A 27,000-SF hangar, housing the Army Reserve's 97th U.S. Army Reserve Flight Facility  Approximately 230,000 SF of apron area

The 2nd Aviation Detachment provides rotary wing aviation transport support services for the Military Academy. Fixed-wing air transport is provided by CASO, which is independent of the 2nd. The 97th U.S. Army Reserve provides rotary-wing flight training, maintenance, and support services.

Another military installation at SWF consists of a motor pool and related facilities adjacent to Taxiway A and "A" Street. Owned and operated by the U.S. Army Reserve, the 35-acre site is used for the maintenance and storage of military vehicles. The site contains a maintenance garage (Building 2220), parking lots, and support buildings.

US Animal Import Center

SWF has become a center for the importation of animals to the United States. Animals arriving from overseas requiring quarantine must be imported to quarantine facilities. SWF has the only such facility in the Northeast.

Airport Support Operations Airport support operations include the following:

 Control tower operations  Fixed Based Operators (FBO)  Transportation Security Administration (TSA)  New York State Police  U.S. Customs and Border Patrol (CBP)  Airport concessions  Airport maintenance facilities

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1.3.2 Existing Airport Facilities This section describes the runways and taxiways, passenger terminal, and other airport buildings and uses. Access to SWF and the surrounding area is largely automobile-oriented, which contributes to traffic congestion and makes access difficult for travelers without a car. While the Port Authority recently expanded parking capacity at the airport, airport development planning envisions a balance of auto and transit use for ground access to SWF. Orange County is evaluating ways to attract additional commercial development in business parks in the vicinity of the airport.8

1.3.2.1 Runways and Taxiways SWF has two runways, which are designated as Runway 9-27 and Runway 16-34. These runways are supported by a series of 11 taxiways (6.5 miles total length, all 75 feet wide). At 11,818 feet long and 150 feet wide, primary Runway 9-27 is one of the longest runways in the Northeastern U.S. Of the commercial airports in the northeast, only JFK has a longer runway. Runway 9-27 is supported by a full parallel taxiway (Taxiway A). Crosswind Runway 16-34 is 6,006 feet long and 150 feet wide. Taxiway H does not extend the full length of Runway 16-34.

1.3.2.2 Passenger Terminal The SWF passenger terminal (designated as Building No. 128) and all associated parking lots are located within the southwest quadrant of the property. This quadrant is bounded by Runway 9-27 to the north and Runway 16-34 to the east. Curbside access to the terminal is provided from Circulation Drive located off of Breunig Road. The terminal apron and airside are bounded to the east by Tower Hill.

The terminal was originally constructed as a military hangar, but was modified and expanded over the years. A terminal expansion and renovation program was completed in 1998, which included a two-story addition along the east (apron) side of the terminal. The addition provided an upper level, which is used for arrivals and departures. SWF has seven departure gates (Gates 1 through 7) with passenger loading bridges and one south commuter gate. The south commuter gate provides apron access for commuter flights via stair and elevator at the southernmost end of the departure concourse. A covered walkway provides weather protection for commuter passengers circulating on the ramp. Gates 1 through 7 primarily serve regional jet aircraft however; these gates also accommodate Boeing 737-300’s and Airbus A320 aircraft.9 The lower level of the passenger terminal contains the ticket counters, security, baggage claim, rental car service, and ground transportation kiosk areas.

Recently SWF began accepting international flights with the opening of an interim Federal Inspection Services (FIS) area in late 2010. The Port Authority has plans for a limited terminal expansion to accommodate a permanent FIS and additional arrival capacity.

These and other incremental improvements are adequate to handle projected recovery and growth of SWF activity for some years to come. The 2005 Stewart International Airport Master Plan Update, prepared before the Port Authority assumed responsibility for the airport, concluded that operational deficiencies in the existing passenger terminal building would become more evident as activity levels grew, and that the building would not be able to satisfy the long-range goals for SWF growth. The Port Authority currently is evaluating further phased improvements to SWF facilities to support anticipated growth in flight services and passenger volumes.

8 New York State Comptroller. April 2008. An Economic Snapshot of Orange County. 9 Clough Harbour & Associates LLP and William Nicholas Bodouva and Associates. Stewart International Airport Master Plan Update Study, prepared for Stewart International Airport. June 2005.

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1.3.2.3 Airport Parking Currently, 2,029 spaces are available at SWF for short- and long-term passenger and employee parking located in four surface parking areas. After recent expansions, SWF parking capacity includes 135 short- term and 1,500 long-term spaces close to the terminal. In addition, there is an overflow parking area with 394 spaces, connected with the terminal when in use by a free shuttle bus service, see Figure 1-15.

Figure 1-15 SWF Parking Areas

1.3.2.4 Rental Cars Avis, Budget, Hertz, and Enterprise provide service from SWF. Each of these companies provides a service desk located on the main level of the passenger terminal across from the security screening and baggage claim area. Two shared rental car parking facilities are located to the north and the south of the passenger terminal (see Figure 1-15 for the locations of the lots):

 North Rental Car Lot / 60 spaces  South Rental Car Lot / 55 spaces

1.3.2.5 Other Airport Buildings and Uses Other SWF buildings and facilities include general aviation hangars and aprons, fuel farms, airport rescue and fire fighting (ARFF), an industrial park, as well as approximately 60,000 square feet of office, administration and maintenance facility space.

1.3.3 Airport Access Access is provided to the airport by car, public transit or private transportation companies (i.e., taxi or van service). The roadway access, airport curbside operations, airport parking areas, rental car facilities, and private transportation services are summarized below.

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1.3.3.1 Roadway Access The regional roadway network surrounding SWF is summarized in Section 1.2.1. SWF terminal is accessible from the south via Route 207 and Breunig Road. SWF terminal is also accessible from the interstate system (I-87 and I-84) and points north, east and west via Drury lane/Route 747 and International Boulevard. The interstate system provides excellent access from the north, east, and west via I-87 north and I-84 east and west. However, access to or from I-87 south is less convenient and is time consuming because there is no direct connection between I-87 and Route 207. Access from I-87 south requires commuters to drive to Exit 17, then on I-84 west to Exit 5A, then south on Drury Lane/Route 747, and finally east on International Boulevard to the SWF terminal.

1.3.3.2 Public Transportation Public transportation to and from SWF terminal is limited. A bus shuttle connection is provided between SWF terminal and Beacon Station on Metro-North’s Hudson Line, with direct service to Grand Central Terminal. However, the future of this service is uncertain, as NYSDOT recently reduced the weekday schedule and eliminated weekend service due to low ridership and budgetary constraints.

Most travelers arrive at SWF by private vehicles, either being dropped off or picked up at the passenger terminal. Privately-operated transportation is also available via taxi service, shuttle vans, private vans, sedans, and limousines.

1.3.3.3 Airport Curbside Operations Presently, there are two northbound traffic lanes as well as one passenger drop-off lane, which accommodate departing and arriving passengers. This configuration creates vehicular conflicts between departing and arriving vehicles within these lanes. Stairs at the south end of the terminal accommodate the difference in vertical grade between the south and north end of the frontage.

1.3.3.4 Emergency Vehicle Access New York State Police provide on-site emergency response. Emergency medical response is provided by paid ambulance service backed up by the Town of New Windsor Volunteer Ambulance Corp (NWVAC). Emergency fire response is provided by the New York Air National Guard (located on airport property).

1.4 EXISTING ENVIRONMENT

This section highlights the existing conditions for select environmental factors or areas of environmental sensitivity that may be affected by new infrastructure or services that might be implemented within the Project Limits. These include;  Land Use  Socioeconomics  Natural Resources  Cultural Resources  Parks and Recreational Facilities  Air Resources

A more comprehensive summary of these and other environmental factors considered in WHRTAS for compliance with the National Environmental Policy Act (NEPA) of 1969 are provided in Appendix A.

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1.4.1 Land Use

1.4.1.1 Orange County The Project Limits in Orange County include portions of the Towns of Blooming Grove, Cornwall, Hamptonburgh, Monroe, Montgomery, Newburgh, New Windsor, Tuxedo, Wallkill, Woodbury, and the City of Newburgh. Land uses within the Orange County portion of the Project Limits (See Figure A-1 in Appendix A) are characterized by low-density residential development. There are commercial pockets along the transportation corridors of Route 17, Route 32, I-87, Route 208, and I-84 along with open space that is mostly parkland and vacant land.

The Project Limits, located along I-87 north of the Rockland County Line to Woodbury, are mostly characterized by low-density residential development, such as at Tuxedo and Sloatsburg, and extensive parkland, part of the Harriman State Park/Palisades Interstate Park. At Route 17, however, a commercial corridor links to the Woodbury Commons Outlet Mall area at the Route 32 junction.

Between Woodbury and Cornwall, Route 32 features increased multi-family and two-family residential and commercial uses. Continuing into Cornwall, the Project Limits are dominated by low-density residential development and parkland. Traveling northwest along the PJL, between the Salisbury Mills- Cornwall and Campbell Hall Stations, land uses form a linear pattern of low-density residential development, as well as un-developed land and agricultural land. The Campbell Hall junction, in the Town of Hamptonburgh, is defined by converging rail lines and low-density residential development inter-mixed with golf courses and agricultural lands. Farther north, in the Town of Montgomery, there is additional parkland, and the western most section of the Project Limits is defined by the Thomas Bull Memorial Park. Along Route 208 at Maybrook, and north to Morrison Heights there is increased residential density and commercial uses, particularly in proximity to the I-84 interchange.

East of I-87, between the Glenwood Park section of Newburgh and the Vails Gate section of New Windsor, land uses are low-density residential development, institutional, commercial, office and park uses, including the New Windsor Cantonment State Historic Site. Further to the east, the City of Newburgh is increasingly urban, with multi-family and two-family residential buildings, commercial, office, and institutional uses and parks.

Land Use around SWF

SWF is located in both the Town of Newburgh and the Town of New Windsor. The municipal boundary intersects airport property, with the northern half of the Airport within Newburgh, and the southern half in New Windsor. The existing land use at SWF and the surrounding area consists of residential, commercial, offices, parks and open space, and vacant land (See Figure A-2 in Appendix A). Southwest of SWF is the United States Army Stewart Subpost, a residential enclave, which is now surrounded by the former Crest View Lake section of SWF property. The land to the south of the Airport is predominantly agricultural and/or open, with commercial establishments along Route 207. Commercial, industrial, and residential land uses mainly exist to the north and east of the Airport along Route 17K, Route 300, and other roadways. Residences are scattered along virtually every roadway in the airport vicinity (excluding I- 84 and I-87). Residential subdivisions exist to the northwest of the I-84/I-87 intersection, and east of I-87.

Scattered areas adjacent to and surrounded by airport property are owned or operated by the United States military. These areas are operated by the New York Air National Guard, United States Army Reserve, United States Marine Corps, and United States Military Academy. The properties contain barracks, aircraft hangars, aircraft parking aprons, and other support facilities.

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Stewart Industrial Park exists within the northern portion of airport property. The Airport leases parcels in the park to individual businesses. Sites within the industrial park are currently available for immediate development. Access to the park is provided from Route 17K (See Figure A-2 in Appendix A).

New York International Plaza, a planned-private corporate development campus, is located to the west of Breunig Road and the airport terminal area on 260 acres of property. Long-range development plans show a Hudson Valley World Trade Center, which may include a convention center, commercial offices, research and development facilities, an e-commerce center, a full service hotel, a university center, and a medical and fitness center.

1.4.1.2 Dutchess County The Project Limits are aligned with I-84 as it passes through the City of Beacon and the Town of Fishkill (refer to Appendix A, Figure A-1). The Project Limits within Dutchess County are largely comprised of low- density residential development with the Southern Dutchess Country Club to the south, and low-density residential and un-developed land to the north. Along Route 9D and the eastern edge of the Southern Dutchess Country Club, land uses include multi-family residential, institutional, commercial, office, and industrial.

1.4.1.3 Rockland County In Rockland County, the Project Limits are aligned with I-87 as it follows the Ramapo River in its valley through the Ramapo Mountains. I-87 passes through or near to portions of the Villages of Sloatsburg, Hillburn, Suffern, and Montebello, all within the Town of Ramapo (see Figure A-1 in Appendix A). The villages provide for compact moderate density residential land use, with some low-density residential development elsewhere. Much of the Project Limits is characterized by parkland, such as Dater Mountain Nature Park, Harriman State Park, private recreation, and vacant lands, reflecting the mountainous nature of much of this section of the Project Limits.

Route 17 parallels I-87 from the Orange County line south to Suffern. Highway commercial uses accompanied by residential and institutional uses are located where Route 17 travels through Sloatsburg and on Routes 17 and 59 in Hillburn. Low-density residential development dominates several portions of Sloatsburg east and west of I-87. These areas are located between Route 17 and I-87, north of Seven Lakes Drive; along Seven Lakes Drive and east of I-87; and west of Route 17 as it travels south of Eagle Valley Road.

Between Sloatsburg and Hillburn, Route 17 travels adjacent to the PJL and I-87, traversing a mostly undeveloped area with parklands (e.g. Wrightmans Plateau), which also contains utilities and public service uses. Continuing south, the historic residential village of Hillburn is located mostly on the west side of I-87, but with light and heavy industrial uses, and rail yards to the east. Farther east, vacant lands and parkland (Harriman State Park) are the dominant land uses.

At the Village of Suffern, I-87 and I- 287 diverge and Route 59 turns east, with Orange Avenue continuing south as Route 202. The area to the west of Route 202 includes utilities and public services, as well as the Suffern Athletic Field, adjacent to the Ramapo River. The Village of Suffern features an increasingly dense residential landscape and includes its commercial main street (Lafayette Avenue – Route 59) as well as commercial uses on Route 202 (on both Orange Avenue and Wayne Avenue). The village includes numerous institutional uses. Farther east, Suffern’s landscape is increasingly less diverse and is dominated by light manufacturing (e.g., Avon and Novartis), warehousing, and the former Tilcon Quarry site.

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East of Suffern the Project Limits touch the Village of Montebello, which extends on both sides of Interstate I-87/287 in this area. The Project Limits include some vacant lands near Hemion Road, south of Interstate I-87/287 but more of the village area north of Interstate I-87/287. This area north of Interstate I- 87/287, which also includes a portion of Suffern, is characterized by low-density single-family residential development and parklands (Palisades Interstate Park on the highland and Memorial Park at Lake Antrim on the Mahwah River).

1.4.2 Socioeconomics

1.4.2.1 Population and Employment This section discusses the socioeconomics in Orange County only since the Project Limits fall predominantly within Orange County and any project alternatives that may be considered are not expected to have infrastructure or service impacts in Rockland or Dutchess Counties. From 2000 to 2010, the population in Orange County grew by 9.2 percent, representing one of the highest increases in the region.10 During that same period, employment grew by almost 8 percent. This trend is expected to continue into the future. The Orange County population growth rate is significantly higher than the Mid- Hudson region as a whole and also higher than any other county to the south within the Project Limits. The rate of job growth in Orange County is generally comparable to the region. Based on these projections, the Mid-Hudson region, Northeastern New Jersey, and Manhattan are together expected to show absolute growth of 936,000 jobs by 2035. If all five boroughs of New York City are included, the absolute growth is 1,518,000 jobs. Refer to Appendix A, Table A-1 for the projected population and employment growth to 2035.

1.4.3 Natural Resources A review of natural resources included wetlands, surface waters, threatened and endangered species, regulated habitats, farmland, soils, and ecology. Of particular significance within the Project Limits is the presence of mapped freshwater wetlands next to or within the right-of-way of I-87 and/or the PJL and wetlands at various locations from I-84 to Suffern. Wetlands are ecosystems that play an important role in the regional ecology of southern New York State. Wetlands improve water quality, serve as habitat resources for numerous species, are areas of primary production, and serve as areas for stormwater retention. Because of their important role in the environment, both federal and state agencies regulate activities within and/or adjacent to wetlands. For additional discussion on these resources, see Appendix A.

1.4.4 Utilities The Catskill Aqueduct, one of three that supply water to New York City, passes beneath SWF. The aqueduct carries water from the Ashokan Reservoir in the Catskills to the Kensico Reservoir near White Plains. It runs in a northwest-southeast direction beneath the longest runway at SWF, and exits the airport property west of the airport entrance. It must be protected from any short- or long-term construction impacts. Facilities constructed over or near the Aqueduct are subject to review by the New York City Department of Environmental Protection and could require the construction of special structures. Refer to Appendix A, Figure A-17.

10 Source: Us Census Bureau – 2010 Census Data.

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1.4.5 Cultural Resources Cultural resources are defined as archaeological and historic architectural resources. This section presents the results of a review of cultural resources data within the Project Limits. The section was prepared as a preliminary step in the cultural resources compliance process for this project. The review primarily relied on readily available cultural resources information accessible at the New York State Historic Preservation Office (NYSHPO) and various online resources of NYSHPO and the National Park Service (NPS). The review did not involve field work or surveying within the Project Limits.

1.4.5.1 Archaeological Resources Within the Project Limits, a total of 252 archaeological sites have been identified: 189 within Orange County; 32 within Dutchess County; and 31 within Rockland County. Of these sites, 71 are associated with the prehistoric period and 120 are associated with the historic period. The time period of the remaining sites was not identified, though many of them likely date to the prehistoric period as they are classified as “villages” or “camps” by early 20th Century archaeologists focused mainly on recording prehistoric resources (i.e. Max Schrabisch and Arthur C. Parker).

Table A-4 in Appendix A provides a summary of the data collected, including number of sites, time period to which they date, and their National Register-eligibility, if any, organized by county and municipality; Municipalities with no previously identified sites registered with NYSHPO or NYSM are not included in the Table. They are depicted in Figures A-9 through A-11 in Appendix A.

1.4.5.2 Historic Architectural Resources According to the NPS National Historic Landmarks Web site and two NYSHPO online resources, namely the GIS database and the National/State Register Document Imaging Project, four National Historic Landmark (NHL) resources are located within the Project Limits in Orange County. The four NHL resources are also National/State Register-listed resources. No NHL resources are located in Dutchess and Rockland counties. 63 National/State Register-listed resources are located within the Project Limits. The majority of the resources are located in Orange County. For National/State Register-eligible resources and other resources within the Project Limits refer to Appendix A.

1.4.6 Parks and Recreational Facilities There are a total of 75 parks and recreational facilities within the Project Limits: Forty-five (45) are located within Orange County portion; 7 in the Dutchess County portion; and 23 in Rockland County portion. Refer to Appendix A, Figure A-15.

1.4.7 Air Resources The Clean Air Act (CAA) and its amendments establish primary and secondary National Ambient Air Quality Standards (NAAQS) for criteria pollutants including carbon monoxide, nitrogen oxides, ozone, respirable particulate matter (PM10 and PM2.5), sulfur dioxide, and lead. These standards have also been adopted as the ambient air quality standards for the State of New York. Areas that meet the NAAQS for criteria pollutants are designated as being “in attainment.” Areas where criteria pollutant levels exceed the NAAQS are designated as “nonattainment.” The current designation for Rockland, Orange, and Dutchess counties is as follows:

 Rockland and Orange counties o Moderate nonattainment area for the eight-hour ozone standard.

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o Nonattainment area for the PM2.5 standard. o Attainment for all other criteria pollutants.  Dutchess County o Moderate nonattainment area for the eight-hour ozone standard. o Attainment for all other criteria pollutants.

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