Construction Impacts CONSTRUCTION PLAN Long...installation of erosion and ... excavation and construction of foundations; erection of permanent facility ... to be delivered is the

15-1 December 2013

15.0 Construction Impacts

15.1 CONSTRUCTION PLAN

This Chapter assesses anticipated construction impacts associated with the project. The assessment includes: (1) construction employee estimates for major phases of construction, (2) a description of the anticipated phasing for construction and the construction period for all components of the Project, including the expected starting and ending dates, and a narrative description of each phase of construction and transportation routes, (3) a description of planned site security measures during construction, (4) a description of measures planned to deal with solid and sanitary waste generated by construction activities, (5) an assessment of potential traffic, air quality, noise, water quality, natural resources and hazardous material impacts that may be created by or encountered during project construction; and (6) a preliminary plan for the collection and treatment of stormwater runoff from the site during construction.

15.2 CONSTRUCTION EMPLOYEE REQUIREMENTS

It is expected that the project would generate approximately 580 peak period construction jobs, inclusive of craft and project management staff, with the average workforce level to be approximately 280 construction employees. Construction is expected to be completed within a 28-month timeframe, followed by an additional two months to complete commissioning and testing. During much of the 28-month period, construction workers employed at the project would be less than during the peak period. It is expected that the peak construction period would last approximately four months. The anticipated number of construction employees for each major phase is discussed below.

Workforce agreements will specify a start-times no later than 7:00 AM and 8-hour to 10-hour days at 5 days per week. Work schedules have been planned to minimize shift-change traffic during peak traffic periods. Some evening activities could become necessary for certain construction tasks (e.g., concrete pours). These activities, however, would require a smaller number of workers than would occur during peak daytime hours. In the event that nighttime construction is required, approval of these activities would be sought from the Town of Brookhaven.

It is anticipated that, based on previous construction in the area including that of the existing Caithness Long Island Energy Center, the required construction labor force for the project would be readily met with the trades and union workforce in Nassau and Suffolk counties.

15.3 SUMMARY OF PROPOSED CONSTRUCTION ACTIVITIES

As noted above, the project’s construction period is expected to be approximately 28 months. During the construction period numerous types of construction activity would occur at the Project site. It is currently anticipated that construction will commence in the fourth quarter of 2015 and finish in 2018.

Caithness Long Island Energy Center II

December 2013 15-2

The construction process would proceed as follows:

installation of erosion and sedimentation control measures;

installation of access drive and temporary utilities (electricity and phone);

set-up and assembly of temporary office and warehouse;

preparation of construction parking and equipment staging areas;

site preparation;

disposal of wastes during construction;

excavation and construction of foundations;

erection of permanent facility equipment and buildings;

installation of project gas and electric interconnections;

stabilization of disturbed areas following completion of final grading; and

systems testing and commissioning.

Proposed construction phasing is described in more detail in the following sections. The overall development can be generalized into three stages: underground, aboveground, and system testing and commissioning. Note that the characteristic construction sequence and schedule presented in this Chapter is subject to some variation and further refinement based on several factors such as field conditions, finalization of engineering, sequencing adjustments and equipment vendor delivery scheduling. However, the overall construction process would be anticipated to generally reflect the scope and timing of activities described in this Chapter.

15.3.1. UNDERGROUND PHASE

The underground phase of the project consists of four different disciplines; civil, structures (concrete foundations), electrical, and pipes. The average manpower during this stage of the project will be 125 full time employees with an approximate duration of 11 months.

A. PRECONSTRUCTION SITE PREPARATION

The construction sequence proceeds in a series of overlapping phases. It begins with site preparation. This would include clearing, grubbing, and initial grading of the approximately 15-acre project site, the proposed on-site construction laydown areas, and the site access road. Site preparation also includes excavation of the storm water detention and infiltration basins, and formation of drainage swales. These tasks would be conducted early in the construction schedule. The conceptual construction plans for these activities are illustrated on the construction phasing, soil erosion and sediment control plans, and grading and drainage plans included in Appendix B.

As site preparation progresses, the delivery and installation of temporary buildings to house offices and worker lockers would occur. An on-site area would be set aside for temporary laydown and storage of facility materials and equipment and construction

Construction Impacts

15-3 December 2013

parking. A gravel parking area would be constructed to serve workers and park construction vehicles when not in use. Temporary electric, sanitation and phone utilities would be installed.

Site preparation would require heavy equipment for grading and excavation. This would include excavators, bulldozers, graders, front-end loaders, and dump trucks. Once the site is prepared, work will commence on supporting the excavation of foundations, underground electrical and underground pipe.

B. EXCAVATION AND FOUNDATION POURING AND UNDERGROUND PIPING/ELECTRICAL

The next major step in the construction sequence would be excavation and compaction for foundations for the plant buildings and equipment, and excavation for and placement/backfilling of underground pipes and conduits. Excavated materials would be stored on-site and reused as fill and topsoil material in final grading to the extent possible.

For the underground piping and electrical conduits, work will begin with the lowest utilities on site and proceed with the process of installation, layer by layer. The underground utilities will start with the main electrical and pipe runs and branch out to support the various foundations in each area of the plant. Once the underground utilities are complete enough to support the structures discipline, the foundation work will begin.

Immediately following excavation for foundations, the foundations would be formed, rebar and conduit would be installed, and concrete would be poured. Dust from construction activities would be controlled by measures such as wetting of exposed soils on a regular basis and stabilizing storage piles by wetting and/or seeding. These measures would be implemented as standard practice for the construction effort. Truck trips would be heaviest during this period, primarily for concrete delivery. Best management practices including stabilized construction entrances at all construction access points will be utilized to prevent deposition of materials onto public roadways from these trucks throughout the duration of the project.

These construction activities would require heavy equipment for pad and foundation construction. This would include excavators, bulldozers, graders, front-end loaders, dump trucks, and concrete trucks.

15.3.2. ABOVEGROUND PHASE

Approximately five months after the underground phase begins, the aboveground phase will begin and work will be performed simultaneously with the underground phase. This stage of the project, much like the underground phase, is divided into specific areas. During the aboveground phase manpower will increase and decrease based on the equipment delivery and available and completed work fronts. The project’s peak number of employees will occur during this phase. It is anticipated that there will be an average of 330 full time employees per shift.


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A. ERECTION OF STRUCTURAL STEEL, DELIVERY OF MAJOR EQUIPMENT AND UNIT ASSEMBLY

Following site preparation and installation of foundations, erection of structural steel would begin. Concurrently, major equipment—the air cooled condenser (ACC), combustion gas turbines (CTG), steam turbine generator (STG) and heat recovery steam generator (HRSG)—would be delivered and set in place. On-site cranes are required to lift the components from the transport vehicles for placement on the individual equipment pads. Transport would be by truck. Field-erected tanks and vessels would be constructed.

Following the erection of structural steel and delivery of major equipment, the labor-intensive process of installing a complex array of interconnecting piping, electrical and instrument wiring and ductwork would begin. Work on the major equipment is discussed below. Approximate duration times are provided and work on each item would proceed simultaneously with other site construction activities.

The first scheduled major piece of equipment to be delivered is the air cooled condenser. The ACC area will be the first area of the project site that a major piece of equipment will begin to be constructed. Approximately 1.5 months after the initial erection of the ACC the electrical work will begin in the ACC area with an anticipated duration of 9.5 months. The mechanical and piping work will also commence about 1 month after the electrical work with a duration of 9 months. The ACC area’s total construction duration is approximately 11.5 months.

The building and pipe rack steel erection in the power block area will start approximately 6.5 months after commencement of construction activities. The building and pipe rack steel will begin in the power block area and proceed towards the steam turbine generator area. Rack pipe and electrical installation will start approximately 1 to 2 months after steel erection and have an approximate construction duration of 10 months.

Approximately 2 months after work to erect the building and pipe rack has commenced, work to erect the HRSG will commence. The HRSG would begin with the erection of the casing and the tube modules. The HRSG vendor equipment and pipe would commence followed by electrical and instrumentation. The total duration for the HRSG’s erection sequence is approximately 13 months.

Thirteen months after the commencement of construction activities, the combustion turbine generators (CTGs) are delivered for erection. The gas turbine and the generator will be rough set and aligned. The CTG vendor equipment, pipe, and electrical will begin and continue for an approximate duration of 8 months.

The steam turbine generator (STG) is delivered approximately 14 months after the start of construction. The STG is the last area that is completed on the project. The STG equipment is set following the STG vendor equipment and pipe installation. Electrical and instrumentation work will begin approximately 1 month after the STG equipment has been set. The STG area has an approximate construction duration of 8 months.

The balance of the plant area consists of several components that support the remainder of the plant. The first major equipment to be constructed in this area is the STG and GTG


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generator step-up, auxiliary transformers, 5 kV electrical building and electrical/control equipment and wiring.

The next major components are the tanks and pumps consisting of demineralization tank, raw water tank, diesel tank and associated pumps and equipment. The approximate construction duration for these components of the plant is 12 months; however the work is intermittent and can overlap with other construction activities.

The fuel gas systems are also a major activity in the balance of the plant area consisting of fuel gas compressors, fuel gas heater and associated pipe and electrical. The fuel gas system duration is approximately 8 months. Other major systems that support the balance of the plant area are the ammonia system, various electrical systems, distributed control system, and plant lighting. All of these systems will be constructed concurrently with construction activities at the other major plant areas.

Equipment required during this construction phase includes cranes, compressors, welding machines, and hand held equipment.

As the erection of building walls, finish work and final connections of piping and wiring is nearing completion, the process of checking the electrical and control systems, starting up major equipment, cleaning pipelines, and testing all systems would begin.

B. SITE FINISH

Final site finishing activities would include construction of the paved perimeter drive providing access to equipment, installation of an 8-foot-high protective chain link fence and other security systems, site lighting, and implementation of the site revegetation and restoration plan.

Equipment required during this construction phase includes front-end loaders, dump trucks, asphalt paving equipment and hand held equipment.

C. UTILITY CONNECTIONS

The proposed facility requires supporting interconnections to electrical switchyard, and to natural gas and water supplies. The project’s interconnection to LIPA’s 138 kV transmission system would be accomplished via an expansion of the existing Sills Road Substation, which is located on-site. The interconnection between the project’s step-up transformers and the expanded switchyard would be accomplished via an overhead transmission line to be located entirely on the project site. The switchyard expansion would be located about 200 feet from the project’s step-up transformers.

Natural gas would be delivered to the project site from one of several pipeline projects that are presently under consideration. The natural gas would be provided to the site through a new pipeline lateral that would be developed by an entity other than Caithness, and would require either NYSPSC approval under Article VII of the Public Service Law or by the FERC approval under the Natural Gas Act. Since approval of the natural gas pipeline lateral is not part of this SEQRA review, it would undergo a separate environmental review and approval process; nevertheless, potential environmental studies


December 2013 15-6

for the environmental review process with the project’s connection to the pipeline lateral are discussed in Chapter 19.0, “Natural Gas Supply Alternatives”.

The proposed water supply interconnection would be made to an existing 12-inch distribution main located along Old Dock Road or Zorn Blvd and would be equipped with a suitable backflow prevention device at the metering station.

The on-site utility connections would require the use of excavators, bulldozers, graders, front-end loaders, dump trucks and utility line trucks. This construction period would overlap with the unit assembly and site finishing activities described above and would be undertaken during project’s peak construction period.

15.3.3. SYSTEMS TESTING AND COMMISSIONING

The overall systems testing and commissioning phase of construction is anticipated to last about 4 months and would require a construction workforce of about 80 workers.

The culmination of project construction would be the firing and initial synchronization of the gas turbine and generators, followed by the production of steam, free blow of steam lines, and initial synchronization of the steam turbines. During this phase of the work, new equipment and systems would be prepared for operation, followed by initial operation and performance testing. In preparing new equipment for operation, appropriate cleaning, testing, lubrication, and alignments would be performed. The initial operation involves operating individual pieces of equipment within the manufacturer’s recommended limits and as an integrated system.

During the start-up phase, air or steam-blows of the HRSG, high-energy steam piping, and gas-blows of the on-site natural gas pipeline would be required to prepare new pipes for service. These scheduled blows generally occur over a one-week period and utilize silencers to reduce the noise generated. Hand cleaning to remove any construction debris is performed first. The HRSG steam-generating surfaces are then chemically cleaned, and the cleaning waste is disposed of at a licensed facility. Following chemical cleaning, the HRSG is operated to produce steam. The pressure is slowly increased in the HRSG and then rapidly discharged to the atmosphere through the high-energy steam piping (this is referred to as a “steam blow”). This steam-blowing process is repeated until the HRSG and high-energy steam piping are completely cleaned. Similarly, the natural gas pipelines and equipment are cleaned using compressed air or gas to remove any loose foreign material in the pipeline. Caithness would notify the Town of Brookhaven in advance of conducting the required steam blows and gas pipeline cleaning.

Finally, integrated combined-cycle operation would commence, and enter a rigorous test and shakedown period. The project would then enter commercial service.

Equipment required during this construction phase would include chemical cleaning equipment for the auxiliary boiler, fractional tanks, miscellaneous piping and valves; high voltage test equipment; gas flow meters; and emissions testing trailer.


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15.4 SECURITY

Prior to commencement of construction, a comprehensive security plan would be developed and implemented. The security plan will be provided to the Suffolk County Police Department and the Suffolk County Department of Fire, Rescue, and Emergency Services (FRES) for review.

The perimeter of the project site would be secured with a chain link fence, sliding gates and surveillance equipment so as to permit only authorized access to the facility’s service drive, structures and operations. One gate would provide access into the project site, thereby restricting access to this facility area. The gate would be locked during normal operations with access provided by facility personnel. Normal plant lighting and emergency temporary lighting would be provided throughout the facility. During construction activities, security personnel would be on site 24 hours per day, 7 days per week, 365 days per year. All site security personnel would be equipped with communication equipment to maintain contact with construction management personnel and/or the Suffolk County Police Department and the Suffolk County FRES.

15.5 SOLID, HAZARDOUS, AND SANITARY WASTE DURING CONSTRUCTION

Caithness would contract with private waste haulers to remove solid waste resulting from the project during construction. Waste disposal during construction would be minimized through the employment of a recycling program that would focus on scrap metal and reusable timber.

During the normal course of construction, the facility would generate minimal amounts of wastes that are classified as hazardous and subject to the Resource Conservation and Recovery Act of 1976 (RCRA), the Environmental Conservation Law § 27 and the New York Hazardous Waste Regulations (6 NYCRR 370 et seq.) To minimize the quantities of solid and hazardous waste generated at the facility, Caithness would implement a solid waste management program during facility construction that incorporates waste minimization strategies such as recycling and the selection of solvents, paints, and other maintenance chemicals to produce non-hazardous wastes at the construction site.

The potentially hazardous wastes generated on-site would be separated from normal waste through segregation of storage areas along with proper storage labeling of waste product containers. All hazardous waste would be removed from the project site by licensed contractors in accordance with applicable regulatory requirements and disposed at either local or regional approved facilities.

Sanitary waste during construction would be handled through the combination of a temporary subsurface disposal system and, as needed, use of portable toilets. The temporary subsurface disposal system would be designed in accordance with applicable state and local codes, including: the New York State Uniform Fire Prevention and Building Code and Sanitary Code, the Suffolk County Sanitary Code (Articles 6 and 7) and the Town of Brookhaven Building Code. All sanitary waste from portable toilets would be removed from the project site by licensed contractors in accordance with


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applicable regulatory requirements and disposed at either local or regional approved facilities.

15.6 CONSTRUCTION IMPACT ASSESSMENT

15.6.1. TRAFFIC

A. INTRODUCTION

Caithness investigated the potential traffic impacts associated with the peak construction of the proposed facility. The construction traffic impact assessment addressed the same study intersections assessed for the operation of the project and followed the methodology described in Section 8.2 of this DEIS.

A construction time period of 28 months is estimated to complete the facility. Peak construction activity will commence within the 17th month. Therefore, a construction year of 2017 has been established for analysis. It is expected that the facility would be fully operational by 2018.

The full traffic impact report prepared for the project is included as Appendix F.

B. BASIS FOR ANALYSIS

The construction analysis consisted of two scenarios, the “No Build 2017 Construction Phase” and the “Build 2017 Construction Phase”.

The “No Build Construction Phase” consists of an analysis of the future levels of service assuming the project is not constructed. In order to determine the projected volumes, an annual growth factor of 2.04 percent per year, supplied by the New York State Department of Transportation (NYSDOT), was applied to the existing intersection volumes for four years for the No Build Construction Phase. The application of the annual growth factor accounts for increases in population and additional traffic from proposed developments outside the project area. In addition, nearby projects under construction or in the planning stages were identified through discussions with the Town of Brookhaven Division of Traffic Safety, and the associated traffic was added to the existing traffic volumes at each of the study intersections.

The Build Construction Phase determines the impact, if any, caused by construction traffic traveling to and from the site during peak activity in the construction schedule. The deliveries of supplies and materials will occur at various times during the day. The random delivery pattern lowers the potential impact to the levels of service at the study intersections. The construction phase traffic will be comprised primarily of workers traveling to and from the site. Although the number of workers will vary on a daily basis depending on the type of work scheduled, the analysis considers the anticipated peak four-month period. During all other months of the 28-month construction period, the number of workers is less.

Workforce agreements specify a start-time of 7:00 AM and 8-hour to 10-hour days at 5 days per week. Therefore, workers would not be arriving or departing during the peak volumes of the adjacent roadway network. However, in order to provide a conservative


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analysis, seventy percent of the full work force peak hour of traffic in and out of the site was added to the peak hour of the roadway after the growth factor was applied to the existing volumes.

C. CONSTRUCTION ACTIVITIES

Site Access

Caithness Long Island, LLC, an affiliate of Caithness, operates an existing electrical generation facility – Caithness Long Island Energy center or CLIEC – located on the north side of Zorn Blvd. The proposed project, CLI-II will be located on an adjacent parcel to the north of CLIEC. The existing facility provides two unsignalized driveways at the east and west limits of the southern property line which intersect Zorn Blvd. Access to CLI-II will be provided via a new site access drive to be located at the terminus of Zorn Boulevard (see previous Figure 2-5).

Trip Generation

The traffic volume generated by the proposed development during the Peak Construction Phase was estimated based on information provided by Caithness. Traffic generated during the operations would consist of employees and deliveries needed to construct the facility. It is expected that the project would generate approximately 580 peak period construction jobs, including 431 craft, 149 staff and subs, and an average work force of 280 workers. With a start time of 7AM and 8-10 hour shifts, the workers will not be on the study roadway network during the AM (7:30-8:30AM) and PM (4:30-5:30PM) peak hours. However, in order to maintain a conservative analysis, it was estimated that 70% of the peak workforce would enter/exit the site during the peak hour. Additionally, during the peak construction months a second shift (night shift) may be required with a maximum of 60 workers. These 60 trips were designated as entering volumes during the PM peak period. An average of 25 daily truck deliveries is anticipated during non-peak roadway hours during the construction phase. In the event that nighttime construction is required, approval of these activities would be sought from the Town of Brookhaven.

The Peak Construction Phase trip generation estimate is depicted in Table 15-1 below.

Table 15-1Proposed Project – Site Generated Trips

(vehicle trips per hour)

Project Time Period Peak Hour Trips

Entering Exiting Total CLI-II

Peak Construction Phase AM Peak Hour 406 10 416 PM Peak Hour 60 406 466

Notes: Trip Generation, 9th Edition, ITE.

Trip Distribution and Assignment

In order to evaluate the impacts associated with the construction of the project, the project construction traffic was distributed to and from the site, and the amount of traffic each surrounding roadway would receive during the peak hours. The existing roadway


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network, travel patterns, the proximity to major corridors and the population of the construction trade workers near the site were reviewed to determine the distribution of site-generated traffic through each study intersection. This distribution was used to calculate the number of trips assigned to each movement at the study intersections. Projected trip distribution for the Peak Construction Phase is shown in Figure 15-1. Figures 15-2 and 15-3 contain the site-generated traffic during the Peak Construction Phase for the morning and evening peak hours, respectively.

The site-generated volumes were then added to the No Build peak hour volumes separately to determine the Peak Construction Build volumes (2017). The 2017 No Build volumes for the Peak Construction Phase morning and evening peak hours are contained in Figures 15-4 and 15-5, respectively while the 2017 Build volumes for the Peak Construction morning and evening peak hours are contained in Figures 15-6 and 15-7, respectively.

D. RESULTS OF ANALYSIS

The intersection capacity and LOS analyses were based on the procedures and guidelines presented in the Highway Capacity Manual (HCM2010), published by the Transportation Research Board. SYNCHRO version 8.0 software was used to analyze the study intersections and provide a LOS measurement, ranging from LOS A to F for the study intersections. Capacity analysis was conducted for the Peak Construction Phase.

Identification of Impacts – Peak construction phase

Under the Peak Construction Phase, each of the study intersections were analyzed for the 2017 No Build Peak Construction Condition and the 2017 Build Peak Construction Condition. Tables 15-2 and 15-3 below, show the results of the AM peak 2017 No Build Peak Construction and Build Peak Construction analysis for the signalized and unsignalized intersections. Tables 15-4 and 15-5 below, show the results of the PM peak 2017 No Build Peak Construction and Build Peak Construction analysis for the signalized and unsignalized intersections. The SYNCHRO worksheets are contained in the full traffic impact analysis report included as Appendix F.

1200 Wall Street West, 5th Fl.

Lyndhurst, NJ 07071

201-933-5541

SITE TRAFFIC DISTRIBUTION –

CONSTRUCTION PEAK &

OPERATIONAL

CAITHNESS LONG ISLAND

ENERGY CENTER II

TOWN OF BROOKHAVEN, NEW YORK

FIGURE 15-1 NOVEMBER 2013

Source: Nelson and Pope, November 2013


Lyndhurst, NJ 07071

201-933-5541

SITE GENERATED VOLUMES - 2017

CONSTRUCTION PEAK AM PEAK

HOUR VOLUMES


ENERGY CENTER II





Lyndhurst, NJ 07071

201-933-5541

SITE GENERATED VOLUMES - 2017

CONSTRUCTION PEAK PM PEAK

HOUR VOLUMES


ENERGY CENTER II





Lyndhurst, NJ 07071

201-933-5541

2017 NO BUILD CONSTRUCTION PEAK

AM PEAK HOUR VOLUMES


ENERGY CENTER II





Lyndhurst, NJ 07071

201-933-5541

2017 NO BUILD CONSTRUCTION PEAK

PM PEAK HOUR VOLUMES


ENERGY CENTER II





Lyndhurst, NJ 07071

201-933-5541

BUILD VOLUMES – 2017

CONSTRUCTION PEAK AM

PEAK HOUR


ENERGY CENTER II





Lyndhurst, NJ 07071

201-933-5541

BUILD VOLUMES – 2017

CONSTRUCTION PEAK PM

PEAK HOUR


ENERGY CENTER II





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Table 15-2 Future Construction Peak LOS Summary: Signalized Intersections

AM No Build

Construction Peak 2017

AM BuildConstruction Peak

2017 Signalized Intersection Approach Movement LOS Delay (sec.) LOS Delay (sec.)

Horseblock Rd (CR 16) at LIE North Service Rd

WB LT D 37.0 D 37.0 R A 7.5 A 7.5

SB TR C 20.8 C 20.9

NB L A 9.2 A 9.4 T A 0.9 A 0.9

Overall B 17.8 B 17.9

Horseblock Rd (CR 16) at LIE South Service Rd

EB L C 28.9 C 28.1 T C 27.3 C 26.7 R B 16.3 C 25.5

SB L D 37.0 D 35.6 T A 1.6 A 1.7

NB TR D 50.8 E 55.5 Overall C 28.6 C 32.1

Horseblock Rd (CR 16) at Sills Rd (CR 101)

EB L B 15.7 B 15.9 T D 42.0 D 51.5 R A 1.4 A 1.3

WB L B 15.9 B 14.6 T C 26.7 B 17.1 R A 1.7 A 1.8

NB L D 53.7 D 54.7 T C 26.7 C 32.9 R A 0.7 A 2.6

SB L D 36.6 D 55.0 T C 29.3 C 32.7 R A 0.1 A 0.1

Overall C 28.0 C 31.3

Horseblock Rd (CR 16) at Old Dock Rd/Pinehurst Dr

EB L C 28.5 B 18.6 T C 23.1 C 26.4 R A 3.1 A 2.6

WB L B 13.4 A 5.2 T C 27.5 B 11.6 R A 5.4 A 1.0

NB LT B 17.0 C 24.4 R A 5.5 A 7.5

SB L C 21.8 C 28.0

TR B 10.2 B 11.8 Overall C 21.5 B 18.0

Horseblock Rd (CR 16) at Alexan Blvd

EB T B 16.5 B 11.5 R B 10.6 A 6.9

WB L A 8.0 A 6.1 T C 23.6 C 21.2

NB L B 17.5 C 20.6 R A 6.9 A 8.2



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AM No Build


AM BuildConstruction Peak

2017 Signalized Intersection Approach Movement LOS Delay (sec.) LOS Delay (sec.)

Sills Rd (CR 101) at Long Island Ave South

EB LT D 40.9 D 40.9 R A 0.3 A 0.3

WB LTR A 2.7 A 2.7

NB L D 40.2 D 40.2

TR A 5.6 A 5.6

SB L D 44.7 D 46.1 T A 3.7 A 3.4 R A 0.1 A 0.1

Overall A 5.1 A 4.7

Sills Rd (CR 101) at LIE South Service Rd

EB L D 42.4 C 31.0

LT C 34.7 C 27.8 R B 19.4 D 46.0

NB T A 9.4 B 12.4 R A 1.8 A 1.9

SB L A 1.9 A 3.9 T A 2.3 A 4.9


Sills Rd (CR 101) at LIE North Service Rd

WB L D 46.0 D 50.9 T C 27.5 C 26.1 R A 0.2 A 0.1

NB L B 11.6 B 11.7 T A 8.8 A 8.4

SB T B 13.0 B 14.3 R A 3.4 A 3.6


Sills Rd (CR 101) at Long Island Ave North

WB L D 41.6 D 41.6 R C 21.4 C 21.4

NB T A 4.0 A 4.0 R A 0.1 A 0.1

SB LT A 1.2 A 1.2 Overall A 2.8 A 2.8

Sills Rd (CR 101) at Mill Rd

EB L D 53.7 D 53.7 R A 8.5 A 9.2

NB L D 50.2 D 54.7 T A 1.6 A 1.4

SB T C 29.8 C 31.9 R A 0.8 A 0.8

Overall C 20.9 C 22.1 Notes: LOS = Level of Service


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Table 15-3 Future Construction Peak LOS Summary:

Unsignalized Intersections

Location: AM No Build

Construction Peak 2017 AM Build


Condition LOS ControlDelay

(sec/veh) LOS

Control Delay

(sec/veh)

Sills Road and Old Dock Road

WB-R B 10.5 C 11.2

Zorn Boulevard and Horseblock Road

EB-L A 8.8 B 8.0

SB-LR B 11.2 B 9.9

Notes: LOS = Level of Service ; V/C = Volume/Capacity Ratio; Delay = seconds/vehicle


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Signalized Intersections

PM No Build


PM Build Construction

Peak 2017

Signalized Intersection Approach MovementLOS Delay (sec.) LOS

Delay (sec.)

Horseblock Rd (CR 16) at LIE North Service Rd

WB LT D 39.8 D 39.8 R A 9.1 A 9.1

SB TR C 21.1 C 23.3

NB L B 13.7 C 26.0 T A 2.8 A 2.7


Horseblock Rd (CR 16) at LIE South Service Rd

EB L D 44.5 D 43.5 T D 35.9 D 35.5 R C 30.2 C 34.2

SB L D 42.7 D 47.4 T A 1.3 A 1.3

NB TR E 73.2 F 95.8 Overall D 41.2 D 50.8

Horseblock Rd (CR 16) at Sills Rd (CR 101)

EB L C 21.8 C 24.2 T D 40.7 D 54.2 R A 1.6 A 1.7

WB L A 8.0 B 11.8 T B 15.3 B 17.3 R A 0.1 A 1.9

NB L F 117.0 F 117.5 T C 30.1 C 33.3 R A 4.5 A 5.3

SB L D 43.4 D 47.1 T D 37.2 D 37.2 R A 0.1 A 0.1

Overall D 35.1 D 36.9

Horseblock Rd (CR 16) at Old Dock Rd/Pinehurst Dr

EB L B 11.4 B 10.0 T B 19.5 B 12.6 R A 0.5 A 0.3

WB L C 21.5 A 9.9 T C 29.5 C 23.1 R A 9.6 A 3.5

NB LT B 18.2 C 27.2 R A 4.7 A 6.8

SB L B 18.8 C 31.6

TR A 6.3 A 9.7 Overall B 18.7 B 17.1


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PM No Build


PM Build Construction

Peak 2017

Signalized Intersection Approach MovementLOS Delay (sec.) LOS

Delay (sec.)

Horseblock Rd (CR 16) at Alexan Blvd

EB T D 36.3 C 33.5 R B 10.9 A 7.8

WB L B 12.8 B 12.1 T C 22.4 C 21.6

NB L B 15.6 B 16.5 R A 8.1 A 8.6

Overall C 28.9 C 27.1

Sills Rd (CR 101) at Long Island Ave South

EB LT D 41.9 D 41.9 R A 0.6 A 0.6

WB LTR A 0.4 A 0.4

NB L D 40.6 D 40.6

TR A 5.5 A 6.6

SB L C 25.0 C 25.0 T B 11.2 B 11.1 R A 1.4 A 1.2

Overall A 7.7 A 8.2

Sills Rd (CR 101) at LIE South Service Rd

EB L D 46.1 D 46.1

LT C 31.4 C 31.4 R A 6.9 A 6.8

NB T B 13.9 B 14.9 R A 3.4 A 3.2

SB L C 22.0 C 27.6 T B 14.9 B 15.0


Sills Rd (CR 101) at LIE North Service Rd

WB L D 45.7 D 46.2 T C 28.6 C 28.4 R A 2.1 A 2.1

NB L A 8.3 C 22.0 T A 4.7 A 5.1

SB T B 13.2 B 13.4 R A 7.0 A 7.1


Sills Rd (CR 101) at Long Island Ave North

WB L D 42.2 D 42.2 R B 18.0 B 18.0

NB T B 14.0 B 14.2 R A 3.2 A 2.8

SB LT A 0.5 A 0.5 Overall B 10.1 B 10.2

Sills Rd (CR 101) at Mill Rd

EB L F 147.8 F 147.8 R A 5.3 A 5.3

NB L E 71.1 E 71.0 T A 6.3 A 6.7

SB T B 14.5 B 14.6 R A 0.9 A 0.9

Overall C 32.6 C 32.5 Notes: LOS = Level of Service


15-23 December 2013


Unsignalized Intersections

Location: PM No Build

Construction Peak 2017 PM Build


Condition LOS ControlDelay

(sec/veh) LOS

Control Delay

(sec/veh)


WB-R C 24.8 D 34.6


EB-L A 8.1 A 8.3

SB-LR B 10.6 B 12.8

Notes: LOS = Level of Service ; V/C = Volume/Capacity Ratio; Delay = seconds/vehicle

From an overall perspective, review of the results contained in the above tables indicates that there would be no significant impacts created at any of the study intersections during the Peak Construction Phase for either the morning or evening peak hour periods. Some individual movements at selected intersections are anticipated to experience a change in LOS. A detailed review of the results at each of the study intersections follows:

Horseblock Road and LIE North Service Road

From an overall perspective, the intersection of Horseblock Rd and LIE North Service Rd will continue to operate at No Build LOS B during the AM and PM peak hours. There will be no degradation in LOS for any movements under the Construction Build condition, except for the northbound left-turn during the PM peak hour which changes from LOS B to LOS C with an increase in delay of 12.3 seconds. This temporary increase in delay during the peak construction months will not be significant.

Horseblock Road and LIE South Service Road

From an overall perspective, during the Construction Build condition the intersection of Horseblock Rd and LIE South Service Rd will continue to operate at No Build LOS B during the AM and PM peak hours. There will be degradation in two movements at this intersection: during the AM peak hour, the eastbound right-turn will experience a change in LOS from B to C and the northbound through/right-turn movement will change from LOS D to E when compared to the No Build Condition. During the PM peak hour, only the northbound through/right-turn movement will change from LOS E to F when compared to the No Build Condition. The northbound through/right-turn movement will experience an increase in delay of 4.7 seconds during the AM peak period and 22.6 seconds during the PM peak period. During the AM peak period the eastbound right-turn movement will experience an increase in delay of 9.2 seconds. The temporary increase in delay during the AM peak hour for the two movements described above is not significant. During the PM peak period the increase in delay for the northbound through/right-turn movement may be lessened by providing more green time. However,


December 2013 15-24

shifting green time may have negative impacts on the eastbound approach. It is important to remember that these impacts depict a worst-case scenario under a conservative analysis during the temporary Construction Peak Phase.

Horseblock Road and Sills Road

From an overall perspective, the intersection of Horseblock Rd and Sills Rd will continue to operate at No Build LOS C during the AM peak hour and LOS D during the PM peak hour. There will be no degradation in LOS for any movements under the Construction Build condition, except for the westbound left-turn during the PM peak hour which changes from LOS A to LOS B with an increase in delay of 3.8 seconds. This minor increase in delay is not considered significant.

Horseblock Road and Old Dock Road/Pinehurst Drive

From an overall perspective, the intersection of Horseblock Rd and Old Dock Rd/Pinehurst Dr will continue to operate at No Build LOS B during the PM peak period and will improve from LOS C to B during the AM peak period. Under the Construction Build condition, various movements will experience an improvement in LOS as well as degradation. The improvements in LOS occur on the main line (Horseblock Rd) and are attributed to the traffic signal controller providing more green time due to the increased traffic volumes relevant to the peak construction for the proposed project. This also means that the side streets (Old Dock Rd/Pinehurst Dr) will receive less green time and thus degradation in LOS. This is a normal function of the traffic signal controller which distributes green time for the traffic movements based on roadway volumes within the timings specified in the controller.

Under the Construction Build condition during the AM peak hour, the eastbound left-turn, westbound left-turn and westbound through movement will experience an improvement in LOS and decrease in delay. The northbound left-turn/through movement will experience a decrease in LOS, from B to C with minor increase in delay of 7.4 seconds.

Under the Construction Build condition during the PM peak hour, all movements on the westbound approach will experience an improvement in LOS and a decrease in delay. The northbound left-turn/though movement will experience a decrease in LOS, from B to C with an increase in delay of 9 seconds. The southbound left-turn will experience a decrease in LOS, from B to C with minor increase in delay of 12.8 seconds.

Horseblock Road and Alexan Boulevard

From an overall perspective, the intersection of Horseblock Rd and Alexan Blvd will continue to operate at No Build LOS B during the AM peak hour and LOS C during the PM peak hour. There will be no degradation in LOS for any movements under the Construction Build condition, except for the northbound left-turn during the AM peak hour which changes from LOS B to LOS C with minor increase in delay of 3.1 seconds.


15-25 December 2013

Sills Road and Long Island Avenue South/State St.

From an overall perspective, the intersection of Sills Rd at Long Island Ave South/State St will continue to operate at No Build LOS A during the AM and PM peak periods. All individual movements will also remain at No Build LOS (i.e., no change) during the AM and PM peak periods under the Construction Build condition.

Sills Road and LIE South Service Road

From an overall perspective, the intersection of Sills Rd and the LIE South Service Rd will continue to operate at No Build LOS B during the AM and PM peak periods. Under the Construction Build condition, during the AM peak period the eastbound right-turn will experience degradation in LOS from B to D with an increase in delay of 26.6 seconds and the northbound left-turn movement will change from LOS A to B with an increase in delay of 3 seconds. The eastbound left-turn movement will experience an improvement in LOS from D to C and the eastbound through/left-turn movement will continue to operate at No Build LOS but with less delay. The improvements in LOS that occur on the eastbound approach are attributed to the traffic signal controller providing more green time due to the increased traffic volumes relevant to the peak construction for the proposed project. This is a normal function of the traffic signal controller which distributes green time for the traffic movements based on roadway volumes within the timings specified in the controller. It is important to remember that these impacts depict a worst-case scenario under a conservative analysis during the temporary Construction Peak Phase. During the PM peak period all movements will continue to operate at No Build LOS.

Sills Road and LIE North Service Road

From an overall perspective, the intersection of Sills Rd and the LIE South Service Rd will continue to operate at No Build LOS B during the AM and PM peak periods. Under the Construction Build condition, all movements at this intersection will continue to operate at No Build LOS during the AM peak period. During the PM peak period under the Construction Build condition all movements will continue to operate at No Build LOS except for the northbound left-turn movement which will experience degradation in LOS from A to C with minor increase in delay of 13.7 seconds.

Sills Road and Long Island Avenue North

From an overall perspective, the intersection of Sills Rd at Long Island Ave North will continue to operate at No Build LOS A and LOS B during the AM and PM peak periods, respectively. All individual movements will also remain at No Build LOS during the AM and PM peak periods under the Construction Build condition.

Sills Road and Mill Road/Main Street

From an overall perspective, the intersection of Sills Rd at Long Island Ave North will continue to operate at No Build LOS C during the AM and PM peak periods. All individual movements will also remain at No Build LOS during the AM and PM peak periods under the Construction Build condition.


December 2013 15-26


The westbound right-turn movement at this unsignalized intersection continues to function at No Build LOS B during the AM peak period. During the PM peak period this movement will experience degradation in LOS from C to D with a minor increase of 9.8 seconds.


The stop controlled southbound approach of Zorn Boulevard permits exiting right-turns only. This movement will continue to operate at No Build LOS B during the AM and PM peak periods. The eastbound left-turn movement from Horseblock Rd to Zorn Blvd operates at LOS A during the No Build AM and PM peak periods. During the Construction Build condition, this movement will continue to operate at No Build LOS A during the PM peak period and will change to LOS B during the AM peak period with an increase in delay of 2.7 seconds. This minor increase in delay is not considered significant.

E. CONCLUSION

Current plans call for the construction of the facility to peak for approximately four months in 2017 and be fully operational in 2018. Following discussions with the Town of Brookhaven Division of Traffic Safety and SCDPW, the year 2017 was utilized for analysis of the Build Peak Construction Condition. The results of the 2017 analysis demonstrate that some movements at select intersections may experience degradation in LOS and an increase in delay under the temporary Peak Construction Condition.

15.6.2. AIR QUALITY

This section presents a discussion of potential air quality impacts from the construction of the CLI-II. Construction-related emissions can be classified into two distinct sources: criteria pollutant emissions from private and construction vehicle internal combustion engines; and fugitive dust that results from vehicle movement over paved and unpaved roads, as well as activities associated with material handling, earth moving/grading, etc.

Construction-related emissions from the two types of sources vary with the types of activities associated with the three typical phases of a construction project. The United States Environmental Protection Agency (EPA), in Section 13.2.3 of its AP-42 emission factor guidance (EPA, 1995), identifies three phases of a heavy construction project with respect to construction-related emissions:

Phase 1: Debris Removal;

Phase 2: Site Preparation; and

Phase 3: General Construction.

AP-42 includes the following activities under each phase:


15-27 December 2013

Phase 1: Debris removal of any man-made or natural obstructions can include blasting, explosion, mechanical removal, material loading/unloading, and vehicular traffic over unpaved areas;

Phase 2: Site preparation is grading and soil stabilization, and cut and fill activities which can include movement of large earth moving equipment over disturbed surfaces, material/aggregate loading and unloading, vehicular traffic over unpaved areas; and

Phase 3: General construction is foundation work, structural steel, exterior/interior operations, piping/electrical work, final site restoration.

Potential criteria pollutant (engine) and fugitive dust emissions associated with the construction are discussed below.

A. CRITERIA POLLUTANT EMISSIONS FROM PRIVATE AND CONSTRUCTION VEHICLE INTERNAL COMBUSTION ENGINES

Criteria pollutant vehicle emissions can occur as a result of traffic and/or added trip length from private vehicles that encounter roadway diversions or detours associated with the project, as well as emissions from the actual construction vehicles. If the diversions and detours are significant, or impact a large number of private vehicles, an air quality analysis is recommended by the regulatory agency (NYSDOT, Environmental Analysis Bureau). No road closures or diversions during the construction are anticipated at this time. Therefore, an air impact analysis for this aspect of construction (i.e., private vehicles) is not required.

Off-road construction equipment, e.g., bulldozers, backhoes, etc., would emit criteria pollutants, such as PM-10, PM-2.5, SO2, VOC, and NOX. However, impacts are expected to be minimal for several reasons. During Phase I activity, little to no demolition would be required because the project site is clear of existing structures. During the Phase 2 activities, minimal grading would be required because the project site is relatively level. Therefore, heavy excavation activity likely would be limited to a short period of time. During Phase 3, off-road construction equipment to be used would be well maintained, which would result in efficient fuel combustion and minimal criteria pollutant emissions. Finally, the project site is located more than one-quarter mile from the nearest residence. At this distance, any off-road construction equipment emissions would result in minimal and insignificant impacts.

In addition, construction vehicles delivering materials to the site would also emit criteria pollutants, such as PM10, PM2.5, SO2, VOC, and NOX. The peak number of construction trucks to the project site is not expected to exceed 25-50 trucks per hour. This small number of trucks per hour is not expected to result in any significant air quality impacts.

B. FUGITIVE DUST

As stated above, heavy construction activities would be minimal and conducted over a limited period of time, as demolition and grading activities would not be significant. In addition, as the nearest residence is located more than one-quarter mile from the project site, there would be minimal impacts related to fugitive dust emissions at such a distance.


December 2013 15-28

Several measures would be employed during construction activities to ensure that dust suspension is kept low. These include:

keeping construction vehicle speed low to reduce dust suspension;

covering exposed stockpiles of soil and gravel to eliminate wind-driven dust suspension, or as an alternate, minimizing the height of these piles;

the periodic washing of paved surfaces during dry periods as a means to suppress dust suspension; and

the application of water on stockpiles and unpaved roads during dry periods as a means to suppress dust suspension.

Based on limited expected incidence of heavy construction activities, the good maintenance of the construction vehicles, the use of previously stated measures to control dust suspension, and the distance of the construction area from the nearest residences, air quality-related construction impacts associated with the CLI-II would not be expected to be significant.

15.6.3. NOISE

Construction of the CLI-II facility will generally include the following phases:

Site Clearing, Grading and Excavation Concrete Pouring Steel and Building Construction Machinery Installation Finishing and Cleanup

The work would be performed by various pieces of construction equipment. A matrix was developed that identified the typical construction equipment (type and quantities) expected to be operated in each phase. Maximum sound emission levels for the construction equipment were obtained from reference sources. Additionally, acoustical load factors for each source were obtained and included in the model. The load factor accounts for the percentage of time that a given piece of equipment is operated at full throttle conditions. Details regarding the modeling input and output data, equipment load factors, and source data are provided in Appendix H.

Modeling for construction noise was conducted utilizing the same general procedures as for operational noise (see Chapter 10.0), including use of the CadnaA model, and for the same discrete residential receptor locations as identified in Section 10.3. The results of the construction noise modeling analysis were compared to the existing daytime and nighttime Leq sound levels at each location and are presented in Table 4.10-1. As with the operational analysis, the lowest ambient noise level from the two monitoring programs was utilized.


15-29 December 2013

Table 15-6 Calculated Construction Noise Levels by Phase (dBA)

Receptor Distance

(feet)

Existing Daytime

Leq

Existing Late Night

Leq

Site Clearing/

Excavation

Concrete Pouring

Steel and Building

Construction

Machinery Installation

Finishing

Horseblock Road

4,500 62 53 38 38 39 37 40

Atlantic Point Complex

5,300 54 51 36 36 37 35 38

Long Island Avenue/Sills

Road 4,400 58 47 39 39 40 39 41

109A Long Island

Avenue 1,700 52 51 48 48 49 47 50

Patchogue-Yaphank/ Sills Road

3,000 59 48 43 43 44 42 45

The project currently anticipates only daytime construction for the project. The calculated construction noise levels are shown to be below existing daytime Leq noise levels at all locations. In the event that nighttime construction is required due to schedule constraints, and is permitted by the Town of Brookhaven, construction noise levels were also evaluated against existing late night Leq levels. Calculated construction noise levels for all phases are also shown to be below existing nighttime levels at all locations.

It is important to note that equipment used are not generally operated continuously, nor are the equipment always operated simultaneously. There will therefore be periods of time when no equipment is operating and noise will be at ambient levels.

The construction noise levels presented above are those which would be experienced for people outdoors. A building (house) will provide significant attenuation for those who are indoors. Sound levels can be expected to be up to 27 dBA lower indoors with the windows closed. Even in homes with the windows open, indoor sound levels can be reduced by up to 17 dBA (USEPA, 1978). Construction noise will also be temporary in nature. As such, no adverse or long term noise impacts from construction noise are anticipated.

15.6.4. CONSTRUCTION STORMWATER AND WATER QUALITY

Construction plans for management of stormwater to prevent the contamination of stormwater and to protect water quality during construction will be presented on the soil erosion and sediment control plans prepared for the site and submitted as part of the project’s site plan application. Conceptual construction phase soil erosion and sediment control, and grading and drainage plans are provided in Appendix B.

Although not subject to the State Pollutant Discharge Elimination System (SPDES) General Permit for Stormwater Discharges from Construction Activity (Permit No. GP-0-


December 2013 15-30

10-001), applicable guidelines for erosion and sediment control practices would be followed. Note that for the project, there are no surface waters or channelized flow on or near the project parcel. Thus, the guidelines are applicable with respect to preventing erosion, but sedimentation in water bodies is not a concern.

Erosion and sediment control measures would be installed prior to beginning other land disturbances and would not be removed until the disturbed land areas are stabilized. Such practices include seeding or mulching for surface stabilization, silt fences, haybale dikes, and water quality swales. Maintenance would be performed as necessary to ensure continued stabilization. Below are descriptions of measures that would or may be used during project construction:

Protection of trees/mature vegetation – Natural vegetation would be preserved whenever possible in accordance with the site clearing plan and Town of Brookhaven zoning requirements. Preserving natural and mature vegetation would provide an aesthetic buffer, preserve habitat, and reduce soil erosion. When preserving vegetation, fences would be installed to prevent equipment from damaging areas designated for preservation.

Stabilized Construction Entrance - All points of construction ingress and egress would be protected to prevent the deposition of materials onto traversed public thoroughfare(s) by installing and maintaining a stabilized construction entrance. Accumulated sediment would be removed when 60 percent of the storage capacity of the retention structure is filled with sediment. This is a standard construction practice that will be followed.

Vegetated swales – During the early phases of construction, surface runoff that is relatively clean and free of sediment would be diverted or otherwise prevented from flowing through areas of construction activity on the project parcel via a system of temporary swales. The swales would route flow to temporary runoff collection ponds. During the remainder of the construction period, as well as during operation, areas outside the buildings and pavement would continue to utilize vegetated swales in preference to a piped collection system.

Haybale Barriers – Haybale barriers would be used to prevent sediment inflow into catchbasins during the construction process. They may also be used in place of silt fencing, where applicable.

Temporary Seeding - Planting of fast-growing grasses provides rapid stabilization of disturbed surfaces that would experience further disturbance or construction activity at a later date. Temporarily seeded surfaces would have greater resistance to stormwater runoff and/or wind erosion. All disturbed areas would be seeded and stabilized with erosion control materials within 7 days of final grading. If construction has been suspended, or sections completed, areas would be seeded and stabilized with erosion control materials. Maintenance would be performed as necessary to ensure continued stabilization. This control can be used only if it is the growing season for grass seeds.


15-31 December 2013

Permanent Seeding – The permanent planting of vegetation, including but not limited to grass, trees, bushes and shrubs, would stabilize the soil by holding soil particles in place. Permanent seeding will be used on graded and loamed surfaces with a mixture of fast growing and permanent seedings suitable to the project parcel and regional conditions, observing the “natural revegetation” requirements of the Brookhaven Code. Surfaces to be permanently seeded shall be properly prepared as a seedbed and treated with fertilizer as appropriate. Seeded surfaces would be compacted and mulched, and then watered and maintained until an adequate and permanent vegetative cover is established.

Permanent Plantings – At the completion of the project, all plantings would be installed and maintained as required.

Mulching – Mulching is the placement of material, including but not limited to hay, grass, woodchips, straw, and gravel, on the soil surface to cover and hold in place disturbed soils. This practice is complementary to seeding practices, and would be used.

Geotextiles – Geotextiles are porous fabrics known in the construction industry as filter fabrics, road rugs, synthetic fabrics, construction fabrics, or simply fabrics. They are used for filtration, reinforcement, material separation, mattings, drainage applications and erosion control. For sediment and erosion control applications, they are most commonly used as mattings to stabilize flow in channels and swales and on recently planted slopes, and as separators to prevent the migration of sediments into other layers such as soil from beneath rip rap. Due to the relatively flat terrain on-site, use of geotextiles is not anticipated.

All erosion and sediment control measures and best management practices (including specifications for temporary and permanent seeding) used during construction would comply with the specifications contained in the New York State Stormwater Management Design Manual dated August 2010.

A detailed description of the spill prevention and control measures to be implemented at the project site during construction to prevent stormwater contamination is provided in Section 12.6.5 of this DEIS.

15.6.5. NATURAL RESOURCES

A detailed assessment of natural resources at the project site is included as Chapter 14.0, Terrestrial Ecology of this DEIS.

Impacts associated with the construction of the proposed CLI-II project and the LIPA switchyard expansion would result in a permanent loss of 22.47 acres of forested pitch pine-oak stands. Additionally, the previously disturbed portion of the project site that is currently characterized by a plant community dominated by shrubs, herbs, and grasses, will be re-used for site laydown. This previously disturbed area totals approximately 18 acres. Approximately 27.2 acres of the 81.48 acre site would remain natural and undisturbed, which includes a vegetated buffer around the facility itself.


December 2013 15-32

A. VEGETATION

Impacts associated with the construction of the proposed CLI-II 15.4-acre development area, the proposed LIPA Sills Road Substation expansion, and the permanent access drive to the project site would result in a permanent loss of approximately 23.50 acres of forested pitch pine-oak stands. Other areas (approximately 29.43 acres) would be temporarily disturbed and these areas would be located within previously disturbed areas (i.e., those areas used previously to support the CLIEC construction). Approximately 28.55 acres of the 81.48-acre site would remain natural and undisturbed, which includes a vegetated buffer around the facility itself.

With regard to plant community impacts, 9.47 acres of Pitch Pine-Oak Forest Stand Type I, and 14.03 acres of Pitch Pine-Oak Forest Stand Type II would be impacted. No direct impacts would result to the scrub oak community which contains characteristics associated with the less common pitch pine-oak-heath woodland. The remaining area of impacts associated with the proposed facilities (including the construction laydown area) would occur within the existing disturbed portions of the project site.

Based upon the species composition of the forest, structural attributes, and successional trends identified on the 81.48 acre parcel, this forest is very similar to other pitch pine-oak forests within the coastal lowlands region of New York State. The permanent clearing of 23.50 acres of this disturbance-dependent forest type, when viewed within the context of the expanse of nearby undisturbed forested stands would not constitute a significant loss of pitch pine-oak forested habitat. Furthermore, the pitch pine-oak forest community is not considered unusual in terms of species composition or as a unique plant community itself. Specifically, as defined under the community classification system developed by the Nature Conservancy (1982) and applied by the New York Natural Heritage Program, the pitch pine-oak forest is apparently/demonstrably secure globally (G4-G5), and apparently secure in New York State (S4).

Revegetation and restoration of disturbed areas associated with the project site would include landscaping and turf, with native and/or fertilizer independent species utilized. Revegetated areas not proposed as maintained landscaped areas would be hydro-seeding with a wildflower seed mix and allowed to regenerate naturally. The character of the plant community that regenerates is dependent upon remnant vegetation, the amount of hardwood stumps left (if any), adjacent seed sources, and the amount of soil disturbance. Plantings within landscaped areas would include native tree species that favor high light conditions, low soil nutrient levels, and disturbed soil conditions such as pitch pine, gray birch (Betula populifolia), sassafras (Sassafras albidum), eastern red cedar (Juniperus viginiana), red oak, scarlet oak, and several berry-bearing shrubs such as bayberry (Myrica pennsylvanica), lowbush blueberry, and huckleberry.

B. WETLANDS

Federal, state, and local wetlands were not identified within the 81.48-acre parcel. Accordingly, adverse impacts to wetland plant communities and wetland wildlife species would not occur as a result of proposed construction activities.


15-33 December 2013

C. RARE, THREATENED, AND ENDANGERED SPECIES

According to a letter dated September 25, 2013, the NYNHP indicated that there are no known occurrences of State-listed threatened or endangered species present on the site.

Information regarding federally protected species was obtained via the USFWS’ Information, Planning, and Conservation System in October 2013. The IPAC report generated for the project noted a total of six threatened or endangered species (see Appendix K). As noted in the IPAC report this listing represents species that, if present, may be affected by the project as well as species that may occur in another geographic area within the vicinity of the project. The presence/absence of species identified in the IPAC report at the project site was investigated. No threatened or endangered species or potential habitats for these species were noted during walk-through surveys of the entire 81.48 acre parcel.

Given the absence of threatened and endangered species and their habitats on the site, no impacts to these species are anticipated from the CLI-II project.

D. WILDLIFE SPECIES

In that this site historically has experienced selective cutting and other disturbances i.e. fire and mechanical clearing, is currently subjected to heavy ATV traffic, and is proximate to industrial parks, the impacts to wildlife associated with the project are expected to be minimal. Based upon the history of disturbance and the resilience of plant species present on this site, wildlife patterns of movement within cleared areas would return to a pre-disturbance state following the construction of the proposed facility. Therefore, no adverse and long-term indirect impacts on wildlife are expected to result from the proposed project.

15.6.6. VISUAL IMPACTS DURING CONSTRUCTION

The nature and degree of visual change during construction of the facility and on-site interconnections is anticipated to be minimal. Construction of the project and various on-site interconnections would take place over an approximately 28-month period. Potential visibility of the construction site would be limited to the ground level until structural erection occurs. The only views toward the construction areas would be from along Old Dock Road and Sills Road through the openings between the industrial buildings that line this roadway; however, the existing vegetation that would remain within the setback area limits the view toward the project site. The visibility of construction activities would be limited from Horseblock Road due to the distance between the construction site and the roadway, intervening vegetation along Horseblock Road and along the perimeter of the project site, and the presence of the existing CLIEC on the southwestern perimeter of the project site. Then, after several months of site preparation and foundation construction, steel erection would begin. The maximum visibility at that point would be of cranes on the site.


December 2013 15-34

15.6.7. HAZARDOUS MATERIALS

Potential issues related to hazardous materials at the project site were assessed in Chapter 13.0, Contaminated Materials. That assessment concluded that there were no recognized environmental conditions at the project site that would be expected to have any significant adverse effects with regard to contaminated materials during construction and operation of the project. A Health and Safety Plan would be developed and implemented by the project’s general contractor during construction to ensure that the potential for exposure of construction workers, workers on nearby sites, and others in the area to any potential contaminants on site is minimized. The Health and Safety Plan would define worker safety training and monitoring procedures, personal protective equipment, air monitoring equipment, action levels, and appropriate protective measures. In addition, all material removed from the site would be disposed of in compliance with all applicable laws and regulations. With these measures, no significant impacts would occur during construction.

15.6.8. COMMUNITY SERVICES

A. POLICE SERVICES

Police protection for the project site is provided by Suffolk County Police Department Precinct #5 (based in Patchogue). Presently, the Suffolk Police Department provides full police protection for approximately 1.5 million citizens to unincorporated areas and selected villages within the Towns of Babylon, Brookhaven, Huntington, Islip and Smithtown. The project site is located within the unincorporated area of the Town of Brookhaven. Police department operations in 2012 included a total of over 684,000 calls for service to police units ranging from natural disasters responses, to crime and illegal drugs investigations, to assisting traffic accident victims and issuance of summonses.1

The Caithness Long Island Energy Center project is expected to generate an estimated 580 temporary construction jobs, including craft and project management staff. Considering a worst case in which all of these construction positions were required to be filled by workers from outside the current service area of the Suffolk County Police Department, the influx of project workers would represent a less than 0.03 percent increase in the population currently served by the department. Accordingly, it is anticipated that any increase in the demand for police services resulting from construction of the project would be negligible. This conclusion is strengthened by the fact that the project would have private security both during construction and operation, thereby requiring minimal to no police services.

15.6.9. FIRE AND EMERGENCY MEDICAL SERVICES

Presently, the Suffolk County Department of Fire, Rescue and Emergency Services (FRES) serves 1.5 million citizens, with 118 fire departments, 27 EMS agencies, and

1 Suffolk County, 2014 Recommended Operating Budget Narrative and Appropriations, County of Suffolk, NY


15-35 December 2013

over 10,000 fire and EMS responders.1 The 81.48 acre parcel is located within two local fire districts. The Yaphank Volunteer Fire District provides fire protection for the western portion of the property, while the Brookhaven Fire District services the eastern portion. EMS responses for the project site are provided by South Country Ambulance. These Fire and EMS service providers operate under the umbrella of the Suffolk County FRES.

It is not expected that the project construction would result in significant adverse impacts to fire and emergency services. A safety orientation program and fire response plan would be in place during project construction to reduce the likelihood of the need for emergency services. Finally, prior to the commencement of project construction and operation, an Emergency Response Plan to support construction and operational activity at the site would be prepared, provided to the Suffolk County Police Department and the Suffolk County FRES for review, and implemented.

1 Suffolk County Department of Fire, Rescue, and Emergency Services at: http://www.suffolkcountyny.gov/Departments/FireRescueandEmergencyServices.aspx

Documents

Construction Impacts CONSTRUCTION PLAN Long...installation of erosion and ... excavation and construction of foundations; erection of permanent facility ... to be delivered is the