Transportation Final Design Report Project Report Route 434...Project Report Final Design Report December 2019 NYS Route 434 Greenway: ... Park, near Ivanhoe Road, and Binghamton University

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Transportation Project Report

Final Design Report December 2019

NYS Route 434 Greenway: Pennsylvania Avenue to Murray Hill Road Project Identification Number (PIN): 9038.26 City of Binghamton and Town of Vestal Broome County

Project Location

December 2019 Final Design Report PIN 9038.26

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Project Approval Sheet

Milestones Signatures Date

A. IPP Approval:

The project is ready to be added to the Regional Capital Program and project scoping can begin.

The IPP was approved by: Jack Williams on November 16, 2016.

Nicolas Choubah, P.E., Regional Director

B. Scope Approval:

The project cost and schedule are consistent with the Regional Capital Program.

The scope was approved by:

Nicolas Choubah, P.E., Regional Director

C. Public Hearing Certification (23 USC 128):

A public hearing was held on _______ pursuant to 23 USC 128.

Jillian Newby, Project Manager

D. Recommendation for Design, and Nonstandard Feature Approval:

All requirements requisite to these actions and approvals have been met, the required independent quality control reviews separate from the functional group reviews have been accomplished, and the work is consistent with established standards, policies, regulations and procedures, except as otherwise noted and explained.

The nonstandard features have been adequately justified and it is not prudent to eliminate them as part of this project.

Doug Bickford, P.E., Regional Design Engineer Date

E. Nonstandard Feature

Approval:

The required environmental determinations have been made, and the preferred alternative for this project is ready for final design. Nonstandard features have been appropriately justified.

Nicolas Choubah, P.E., Regional Director Date

F. Design, and

Nonstandard Feature Approval:

The required environmental determinations have been made, and the preferred alternative for this project is ready for final design. Nonstandard features have been appropriately justified. The FHWA is approving Non-standard Features for the NHS.

FHWA Date


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LIST OF PREPARERS Group Director Responsible for Production of the Design Approval Document: James Cummings, PE, Managing Engineer I, Shumaker Consulting Engineering and Land Surveying DPC. Description of Work Performed: Directed the preparation of the Design Approval Document in accordance with established standards, policies, regulations and procedures, except as otherwise explained in this document.

PLACE P.E. STAMP

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


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

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

1.2.1 Where is the Project Located? ................................................................................................... 1-1 1.2.2 Why is the Project Needed? ....................................................................................................... 1-2 1.2.3 What are the Objectives/Purposes of the Project?..................................................................... 1-2

1.3 What Alternative(s) Are Being Considered? ........................................................................................ 1-2 1.4 How will the Alternative(s) Affect the Environment? ............................................................................ 1-4 1.5 What Are The Costs & Schedule? ....................................................................................................... 1-5 1.6 Which Alternative is Preferred? ........................................................................................................... 1-5 1.7 What are the Opportunities for Public Involvement? ........................................................................... 1-5

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

2.2.1 Local Plans for the Project Area ................................................................................................. 2-2 2.2.2 Transportation Corridor .............................................................................................................. 2-5

2.3 Transportation Conditions, Deficiencies and Engineering Considerations .......................................... 2-6 2.3.1 Operations (Traffic and Safety) & Maintenance ......................................................................... 2-6 2.3.2. Multimodal ............................................................................................................................... 2-12 2.3.3 Infrastructure............................................................................................................................. 2-13 2.3.4 Potential Enhancement Opportunities ...................................................................................... 2-15 2.3.5 Miscellaneous ........................................................................................................................... 2-15

CHAPTER 3 – ALTERNATIVES ............................................................................................................. 3-16 3.1 Alternatives Considered and Eliminated from Further Study ............................................................. 3-16 3.2 Reasonable Build Alternatives ........................................................................................................... 3-18

3.2.1 Description of Reasonable Alternatives ................................................................................... 3-18 3.2.2 Preferred Alternative ................................................................................................................. 3-18 3.2.3 Design Criteria for Reasonable Alternative(s) .......................................................................... 3-21

3.3 Engineering Considerations ............................................................................................................... 3-26 3.3.1 Operations (Traffic and Safety) & Maintenance ....................................................................... 3-26 3.3.2 Multimodal ................................................................................................................................ 3-29 3.3.3 Infrastructure............................................................................................................................. 3-30 3.3.4 Landscape and Environmental Enhancements ........................................................................ 3-33 3.3.5 Miscellaneous ........................................................................................................................... 3-34

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

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

4.2 Social.................................................................................................................................................... 4-1 4.2.1 Land Use .................................................................................................................................... 4-2 4.2.2 Neighborhoods and Community Cohesion ................................................................................. 4-3 4.2.3 Social Groups Benefited or Harmed ........................................................................................... 4-3 4.2.4 School Districts, Recreational Areas, and Places of Worship .................................................... 4-4

TABLE OF CONTENTS


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4.3 Economic ............................................................................................................................................. 4-5 4.3.1 Regional and Local Economies .................................................................................................. 4-5 4.3.2 Business District Impacts ........................................................................................................... 4-5 4.3.3 Specific Business Impacts .......................................................................................................... 4-5

4.4 Environmental ...................................................................................................................................... 4-6 4.4.1 Wetlands ..................................................................................................................................... 4-6 4.4.2 Surface Waterbodies and Watercourses .................................................................................... 4-7 4.4.3 Wild, Scenic, and Recreational Rivers ....................................................................................... 4-9 4.4.4 Navigable Waters ....................................................................................................................... 4-9 4.4.5 Floodplains ............................................................................................................................... 4-10 4.4.6 Coastal Resources ................................................................................................................... 4-10 4.4.7 Groundwater Resources, Aquifers, and Reservoirs ................................................................. 4-11 4.4.8 Stormwater Management ......................................................................................................... 4-11 4.4.9 General Ecology and Wildlife Resources ................................................................................. 4-13 4.4.10 Critical Environmental Areas .................................................................................................. 4-15 4.4.11 Historic and Cultural Resources ............................................................................................. 4-15 4.4.12 Parks and Recreational Resources ........................................................................................ 4-16 4.4.13 Visual Resources .................................................................................................................... 4-17 4.4.14 Farmlands ............................................................................................................................... 4-18 4.4.15 Air Quality ............................................................................................................................... 4-18 4.4.16 Energy .................................................................................................................................... 4-18 4.4.17 Noise ....................................................................................................................................... 4-18 4.4.18 Asbestos ................................................................................................................................. 4-18 4.4.19 Hazardous Waste and Contaminated Materials ..................................................................... 4-19

4.5 Construction Effects ........................................................................................................................... 4-20 4.5.1 Construction Impacts ................................................................................................................ 4-20 4.5.2 Mitigation Measures ................................................................................................................. 4-20

4.6 Indirect and Secondary Effects .......................................................................................................... 4-20 4.7 Cumulative Effects ............................................................................................................................. 4-20


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Appendices

A. Maps, Plans, Profiles & Typical Sections

B. Environmental Information

C. Traffic Information

D. Pavement Information

E. Utility Information

F. Non-Standard Features Justification

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

H. Right-of-Way Information

I. Complete Streets Checklist

J. Visual Impact Assessment

K. Cultural Resources

L. NYS Smart Growth Checklist

M. Soil Borings

N. Alternatives Considered

O. City of Binghamton Local Waterfront Development Plan

P. Coastal Management Forms


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CHAPTER 1 - EXECUTIVE SUMMARY

1.1 Introduction

This report was prepared in accordance with the New York State Department of Transportation (NYSDOT) Project Development Manual, 17 NYCRR (New York Codes, Rules and Regulations) Part 15, and 23 CFR (Code of Federal Regulations) 771. Transportation needs have been identified (section 1.2.2), objectives established (1.2.3) to address the needs, and cost-effective alternatives developed (1.3). This project is federally funded.

1.2 Purpose and Need

1.2.1 Project Location

(1) Route number: NYS Route 434 (2) Route name: Vestal Parkway and Vestal Avenue (3) SH (state highway) number and official highway description:

SH #49-8 Binghamton City: Vestal Ave Bypass (W City Line Pennsylvania Ave) SH #1613 Vestal – Binghamton

(4) BIN (bridge identification number) and feature crossed: N/A (5) City/Village/Township: City of Binghamton and Town of Vestal (6) County: Broome (7) Length: 2.55 Miles of Multi Use Path (8) From 434-9101-1082 to RM 434-9101-2019 (9) Project runs along NYS Route 434 from Murray Hill Road to Pennsylvania Ave

Project connects to Multi Use Path near Pennsylvania Ave that connects to South Washington St Pedestrian Bridge and the Two Rivers Greenway. Project will evaluate connections to MacArthur Park, near Ivanhoe Road, and Binghamton University.


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1.2.2 Why is the Project Needed?

The NYS Route 434 project corridor is surrounded by a number of employers, businesses, local and regional destinations, and Binghamton University Vestal Campus. Growth and development along the NYS Route 434 corridor has increased vehicular, bicycle and pedestrian traffic. The NYSDOT recognizes the need to invest in facilities that provide safe access and enhanced connectivity for all transportation users.

Within the project corridor, pedestrians traveling on NYS Route 434 primarily use the shoulder area. There are also sidewalks on the south side of Vestal Avenue within the project corridor that run parallel to NYS Route 434. Bicyclists are legally allowed to use the travel lane or shoulder. However, traffic volumes and speeds on NYS Route 434 may not provide a comfortable experience for bicyclists and pedestrians. Developing separated pedestrian and bicycle accommodations provides a modal choice for those who do not have access to other forms of transportation, or who simply wish to leave their car at home. Further, developing a greenway shared-use path provides an opportunity to enhance access and connectivity to neighborhoods, businesses, community spaces, and natural resources such as the Susquehanna River.

1.2.3 What are the Objectives/Purposes of the Project?

The project’s primary objective is to provide enhanced bicycle and pedestrian accommodations that provide a direct route from the Greenway Trail on Pennsylvania Avenue to the intersection of NYS 434 and Murray Hill Rd, which provides network connectivity for non-motorized transportation, limits motorized vehicle conflict points and provides a facility that is separated from the road to the extent practical.

The project’s secondary objectives are to: 1) advance the development of the Two Rivers Greenway by constructing a project that is consistent with existing and future segments of the greenway network; and 2) maintain at least a Level of Service (LOS) C on NYS Route 434 and Vestal Avenue or maintain at least the anticipated no-build LOS where it is already or anticipated to be less than C.

1.3 What Alternative(s) Are Being Considered?

The following pages discuss three potential alternatives and their respective alignments referenced as Alternative 1, Alternative 9, and Alternative 10. The proposed alignment for all three alternatives begins at Pennsylvania Avenue, the eastern terminus of the project area. The alignment for each alternative is different from MacArthur Park to the intersection of NYS Route 434 and Vestal Avenue. All three alternatives will cross from the north side of Vestal Avenue to the south side of Vestal Avenue near the intersection of NYS Route 434 and Vestal Avenue. The proposed western alignment will extend from the crossing location and continue west along the south side of NYS Route 434 to Murray Hill Road.

Alternatives 9 and 10 have been considered and dismissed as not meeting the project objectives (refer to Chapter 3). The No-Build alternative has been considered and dismissed and is discussed in this report for comparison with the reasonable alternative.

Alternative 1 – Trail along South Side of NYS Route 434

Alternative 1 proposes a continuous shared-use path alignment along the south side of NYS Route 434 from the new shared-use path constructed under PIN 903808/D263286 at Pennsylvania Avenue to Murray Hill Road. The shared-use path would consist of a twelve-foot wide asphalt concrete shared-use path and two-foot shoulders on each side. The shoulders would either be asphalt, grass or gravel depending on the location along the shared-use path. Where physical constraints present themselves, the width of the shared-use path is reduced to ten (10) feet. The elevation shared-use path will vary from being at grade with NYS Route 434 to being raised five feet above NYS Route 434 where the existing side slopes encroach on NYS Route 434. A combination of fill retaining walls and cut retaining walls will be utilized to minimize the impacts to the hillside and adjacent properties. Where the slope is at grade with NYS Route 434 the shared-use path will be separated from the roadway traffic with guide railing or barrier. This alternative includes connections to Vestal Ave near Ivanhoe Road, to MacArthur Park and to


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SUNY Binghamton at Murray Hill Road. A new traffic signal is proposed for the NYS Route 434 and Plaza Drive intersection. Additionally, traffic signals at Entrance to University Plaza and Vestal Ave/Normandy Court will be replaced. The Vestal Ave and NYS Route 434 intersection will be reconfigured to allow for pedestrian crossing at the intersection and to add traffic calming measures for traffic entering Vestal Ave from Eastbound NYS Route 434.

Alternative 9 – Trail along NYS Route 434 and Vestal Ave with a crossing near Ivanhoe Road

Alternative 9 begins from the new shared-use path at Pennsylvania Ave, continues along the south side of NYS Route 434 past MacArthur Park and turns south to connect to the north side of Vestal Avenue just west of Ivanhoe Road. The shared-use path would continue along the north side of Vestal Avenue to a shared-use path crossing at, or near, the intersection of Vestal Avenue and NYS Route 434. The shared-use path would then follow the same western alignment as Alternatives 1 and 10 along the south side of NYS Route 434 to Murray Hill Road. The shared-use path would consist of a twelve-foot wide asphalt concrete multiuse path and two-foot shoulders on each side. The shoulders would either be asphalt, grass or gravel depending on the location along the shared-use path. Where physical constraints present themselves the width of the multiuse path is reduced to ten (10) feet. The shared-use path would follow the grade of NYS Route 434 and Vestal Ave when the shared-use path is adjacent to the roadway. Where it deviates from the roadway, the max grade will be 4.5%. In order to accommodate shared-use path development on Vestal Avenue, travel lanes would be reconfigured. The proposed width of travel lanes is 12 feet in each direction. In addition, the roadway would be fully reconstructed between Ivanhoe Road to the NYS Route 434 and Vestal Avenue intersection. Existing sidewalks and curbs on the south side of Vestal Avenue would be replaced in compliance with current design standards and the Americans with Disabilities Act. The proposed work limits on Vestal Avenue would extend from Ivanhoe Road to the intersection of Vestal Avenue and NYS Route 434. A new traffic signal is proposed for the NYS Route 434 and Plaza Drive intersection. Additionally, traffic signals at the following intersections with NYS Route 434 will be replaced: Entrance to University Plaza and Vestal Ave/Normandy Court. The Vestal Ave and NYS Route 434 intersection will be reconfigured to allow for pedestrian crossing at the intersection and to add traffic calming measures for traffic entering Vestal Ave from Eastbound NYS Route 434.

Alternative 10 – Trail along NYS Route 434 and Vestal Ave with a crossing near Edgebrook Road

Alternative 10 begins from the new shared-use path at Pennsylvania Ave, continues along the south side of NYS Route 434, turns south through the western end of MacArthur Park and connects to the north side of Vestal Avenue near Edgebrook Road. The shared-use path would continue along the north side of Vestal Avenue to a shared-use path crossing at, or near, the NYS Route 434 and Vestal Avenue intersection. The shared-use path would then follow the same western alignment as Alternatives 1 and 9 along the south side of NYS Route 434 to Murray Hill Road. The shared-use path would consist of a twelve-foot wide asphalt concrete multiuse path and two-foot shoulders on each side. The shoulders would either be asphalt, grass or gravel depending on the location along the shared-use path. Where physical constraints present themselves the width of the multiuse path is reduced to ten (10) feet. The shared-use path would follow the grade of NYS Route 434 and Vestal Ave when the shared-use path is adjacent to the roadway. Where it deviates from the roadway, the max grade will be 4.5%. Alternative 10 would also involve reconfiguring travel lanes on Vestal Avenue to a proposed width of 12 feet in each direction and replacing sidewalks and curbs on the south side of Vestal Avenue. The proposed work limits for Alternative 10 would begin further east on Vestal Avenue at Edgebrook Road. A new traffic signal is proposed for the NYS Route 434 and Plaza Drive intersection. Additionally, traffic signals at the following intersections with NYS Route 434 will be replaced: Entrance to University Plaza and Vestal Ave/Normandy Court. The Vestal Ave and NYS Route 434 intersection will be reconfigured to allow for pedestrian crossing at the intersection and to add traffic calming measures for traffic entering Vestal Ave from Eastbound NYS Route 434.

For a more in-depth discussion of the design criteria and nonstandard features see Section 3.2.3. Design Criteria for Reasonable Alternative(s).


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1.4 How will the Alternative(s) Affect the Environment?

Refer to Chapter 4 Section(s) 4.5.2. for mitigation measures that are proposed for this project. Anticipated Permits/Certifications/Coordination: Permits NYSDEC

• State Pollutant Discharge Elimination System (SPDES) General Permit (GP-0-15-002)

• Permit for use of State Flood Control Lands USACOE

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

Coordination

• NYSDEC

• New York Natural Heritage Program

• Federal Highway Administration (FHWA)

• New York State Historic Preservation Officer (SHPO) Cultural Resource Coordinator/NYSDOT

• US Fish and Wildlife Service

• Broome County Planning Board

• City of Binghamton

• Town of Vestal

• Binghamton Metropolitan Transportation Study

Exhibit 1.4-A Environmental Summary

NEPA Classification Class II CE BY Federal Highway Administration (FHWA)

SEQR Type: Non-Type II BY NYSDOT

Exhibit 1.4-B Comparison of Alternatives

Category Alternatives

Null 1 9 10

Wetland impacts None 0.24 acres 0.087 acres 0.123 acres

100 year floodplain impact

None 0 acres 0 acres 0 acres

Potential Impacts to Historical Parcels*

None 1 site impacted 1 site impacted 4 sites impacted

Noise None None None None

Impact to forested areas None 0.01 1.361 acres 0.888 acres

Noise Impacts None None None None

Property impacts None 3.68 acres

7 businesses 16 residences

3.94 acres 10 businesses 27 residences

3.92 acres 10 businesses 34 residences

Construction Cost None 23.5M 15.9M 15.4M

North to South Roadway Crossings

None 2 2 2

Side Road / Commercial Driveway Crossings

None 5 10 13

Residential Driveway Crossings

None 2 10 15


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1.5 What Are The Costs & Schedule?

Design Approval is scheduled for January of 2019 with construction scheduled to last 2 years beginning in October of 2020.

Exhibit 1.5A Project Schedule

Activity Date Occurred/Tentative

Scoping Approval 10/1/08

Design Approval February 1, 2020

ROW Acquisition February 2020

Construction Start October 2020

Construction Complete August 2022

Exhibit 1.5B Comparison of Alternatives’ Total Project Cost (Millions)

Total cost

Alternative 1 Alternative 9 Alternative 10

23.5M 15.9M 15.4M

For more detail on costs for each alternative refer to Section 3.2.1. shown in Exhibit 3.2.2.

1.6 Which Alternative is Preferred?

The only reasonable alternative that best meets the project objectives is Alternative 1. See Section 3.2.2 for a discussion of this alternative.

1.7 What are the Opportunities for Public Involvement?

The project has involved extensive outreach with officials, potentially impacted stakeholders, and the general public. A series of meetings with local officials and potentially impacted stakeholders were held from April 2017 through November 2017, including a November 30, 2017 neighborhood meeting for potentially impacted owners on the north and south side of Vestal Avenue. These meetings helped the Department better understand potential impacts and concerns regarding proposed shared-use path construction and future maintenance. Public information meetings were held at MacArthur Elementary and Vestal Hills Elementary Schools on December 12th and 13th, 2017, respectively. The purpose of the meetings was to obtain community input regarding overall project development, including the three feasible alternatives identified as potential shared-use path alignments.

Public input and technical evaluations were considered in the Department’s identification of the preferred alternative. In May 2018, a Project Update was provided to the community to inform them that Alternative 1, South Side of Route 434, was identified as the preferred alternative. In June 2018, a survey was e-mailed, and hand distributed to businesses within University Plaza and along Plaza Drive. The purpose of the survey was to understand business operations, potential impacts and concerns with shared-use path construction and the proposed signalized intersection of Route 434 and Plaza Drive, and other project-related concerns. Responses from the business survey will be used to identify opportunities to mitigate potential impacts to businesses during construction.

In August 2018, a Visual Preference Survey was distributed to gauge the community’s visual preferences of existing conditions within the project area, as well as shared-use paths constructed in various settings. The Department received 596 responses from August 6th-31st. Public feedback will be considered as part of the Department’s evaluations and preparation of the Visual Impact Assessment.

Due to the low percentage (<5%) of LEP individuals within the Towns of Vestal and City of Binghamton (demographic information in section 4.2.1.1.) public outreach did not target specific LEP populations;


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however, LEP individuals will be offered translation/interpretation services, if encountered. The legal notice for the public hearing will include information on how to request services.

A public hearing will be held prior to design approval.

Exhibit 1.7 Public Involvement Plan Schedule of Milestone Dates

Activity Date Occurred/Tentative

Stakeholder Meeting May-August 2017

Neighborhood Meeting November 30, 2017

Meeting with Officials Town of Vestal – April 6, 2017 City of Binghamton – April 25, 2017

Public Information Meeting December 12 & 13, 2017

Public Hearing January 2020 (Tentative)

Current Project Letting Date August 18, 2020

Refer to Appendix G for Public Involvement (PI) Plan and Input from Stakeholders.

You may offer your comments in a variety of ways.

Jillian Newby, Project Manager Please include the six digit Project Identification Number (PIN) 9038.26

Questions or comments email: [email protected] Telephone: (607) 721-8576

Mailing Address

New York State Department of Transportation Region 9 Design Office

44 Hawley Street Binghamton, New York 13901

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

mailto:[email protected]


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CHAPTER 2 - PROJECT CONTEXT: HISTORY, TRANSPORTATION PLANS, CONDITIONS AND NEEDS

This chapter addresses the history and existing context of the project site, including the existing conditions, deficiencies, and needs for the NYS Route 434 corridor between Pennsylvania Ave and Murray Hill Road.

2.1 Project History

The proposal to create a separated bicycle/pedestrian multi-use path in the Greater Binghamton area was conceived as part of the original 1996 Binghamton Metropolitan Transportation Study (BMTS) Bicycle and Pedestrian Plan. And in subsequent updates to the plan; the Pedestrian Plan (June 2013) and Bicycle Plan (March 2015). Based on a recommendation of the initial plan, a Greenway study for the BMTS Urban Area was completed in 1999. The area adjacent to NYS Route 434 was identified as an important link in the overall Two Rivers Greenway plan. The Binghamton Metropolitan Greenway System Implementation Plan, completed in 2000, determined that individual municipalities would take the lead in designing and constructing the segments of the Greenway that fell within their jurisdiction. Copies of these documents can be found at http://gobroomecounty.com/bmts/bicycle-amp-pedestrian.

In 2007, the New York State Department of Transportation (NYSDOT) initiated a project to build a separated shared-use path facility from the southern end of the South Washington Street Bridge to Murray Hill Road. The initial project developed slowly due to funding and resource constraints. In 2012, a public meeting was held to solicit public input, which has been used to help shape the development of the Route 434 Greenway.

The project scoping report identified a number of alternatives including concepts that started on the North side of NYS Route 434 and crossing to the south side of NYS Route 434 in the vicinity of the MacArthur Park. An underpass, overpass, and at-grade crossing of NYS Route 434 options were considered and presented at a public meeting held during scoping. Ultimately the underpass was determined to be the preferred concept. The at-grade crossing option was dismissed due to NYSDOT and public concerns about the traffic impacts and about safety concerns. The overpass alternative would have required the construction of a long ramp or elevator to provide ADA accommodations and was dismissed due to space constraints, concerns about being able to obtain permits, and future maintenance costs. The underpass option was ultimately carried through to preliminary design.

Funding for the project was identified in the list of projects included in the 2015 Memorandum of Understanding between the NYS Legislature and Executive. With funds identified as part of the Community Revitalization Initiative, the Department restarted work on the project. At that time, alternatives identified in the scoping report were more fully evaluated. The underpass concept was dismissed because it was determined that it would flood frequently and would require constant pumping. There were also security concerns because the underpass would be long and angled, which meant users would not be able to see from one end to the other. As a result, focus shifted to alternatives that crossed NYS Route 434 using existing bridges and/or existing intersections, and also provided more connections to the densely populated Binghamton Southside and Vestal Ave neighborhoods.

Subsequent to the recommencement of preliminary design, NYSDOT decided to progress the development of the NYS Route 434 Greenway as two separate projects. PIN 903808 focused on providing a separated bicycle/pedestrian path from the South Washington Street Pedestrian Bridge, over NYS Route 434, ending near the intersection of Pennsylvania and Vestal Avenues. That project was let in 2017 and was completed in the 2018 construction season. This project, PIN 903826, focuses on expanding the separated bicycle/pedestrian path from the new shared-use path at Pennsylvania Avenue to Murray Hill Rd and has evaluated the alternatives as detailed in Chapters 1 and 3 of this report.

http://gobroomecounty.com/bmts/bicycle-amp-pedestrian


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2.2 Transportation Plans and Land Use

2.2.1 Local Plans for the Project Area

2.2.1.1 Local Comprehensive Plans (“Master Plan”) -

The proposed construction of this Greenway segment is derived from the collective findings and visions of the following Local Comprehensive Plans:

• Binghamton Metropolitan Transportation Study (BMTS) 1999 Greenway Study

• 2000 Binghamton Metropolitan Greenway System Implementation Plan

• BMTS Pedestrian Plan updated June 2013

• BMTS Bicycle Plan updated March 2015

• City of Binghamton Local Waterfront Revitalization Program, Two Rivers, One Future

• City of Binghamton’s Blueprint Binghamton

• BMTS Looking Forward 2040

• Broome County Comprehensive Plan Building Our Future

• Southern Tier Upstate Revitalization Plan

Binghamton Metropolitan Greenway Study (1999)

This greenway feasibility study was an action item in the BMTS 1996 Pedestrian and Bicycle Plan, and was carried out under a consultant contract. The consultant team that performed this study, led by Trowbridge & Wolf Landscape Architects (Ithaca, NY), determined where riverbank shared-use paths are feasible to develop throughout the urban area based on access, land use, engineering, and cost criteria. They also indicated how a continuous system can be developed by using on-road links, and noted the safety improvements that would be required on those links. Finally, they provided recommendations for phased implementation that recognizes how the cost of constructing the system can be spread over a number of years as funding become available.

BMTS Pedestrian Plan (2013)

The Pedestrian Plan update begins in 2012, following the September 2010 adoption of the BMTS Transportation Plan titled, Transportation Tomorrow: 2035 – Creating a Sustainable Future.

In the updated report BMTS recognized that non-motorized modes, walking and bicycling, have been for the most part overlooked in the past. The report states “Though more attention has been given to improving the infrastructure for non-motorized modes since the 1996 Pedestrian and Bicycle Plan, elements for those modes are still often among the first targeted for elimination from projects in efforts to reduce costs.”

“There also is considerable potential demand for pedestrian facilities in the BMTS region, as the 2006-2010 American Community Survey 5-Year Estimates show zero car ownership of the households for the municipalities that comprise the BMTS Planning Area to be 10,487 (10.4%). Residents of these households stand to benefit significantly from improved pedestrian facilities. Also, sizable and increasing student populations at Broome Community College and Binghamton University, and a significant elderly population make walking necessary and a viable transportation mode.”

BMTS Bicycle Plan (2015)

The Bicycle Plan update was initiated through the efforts of the BMTS Pedestrian & Bicycle Advisory Committee (PBAC), the results of the Community Health Assessments of Broome and Tioga Counties, and public outreach that occurred during the preparation of the 2030 and 2035 Transportation Plans, Blueprint Binghamton, and the Broome County Comprehensive Plan:

BMTS sought to direct investments in the metropolitan transportation system to enhance and support all modes of travel in the Binghamton Metropolitan area.


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“There also is considerable potential demand for bicycle facilities in the BMTS region, as the 2013 American Community Survey 5-Year Estimates show that 10,878 or 19% of households in the municipalities that comprise the BMTS Planning Area have zero car ownership. Residents of these households stand to benefit significantly from improved bicycle facilities. Also, sizable and increasing student populations at Broome Community College and Binghamton University, and even the significant senior population make bicycling necessary and a viable transportation mode.”

City of Binghamton’s Blueprint Binghamton

“Since the last Comprehensive Plan in 2003, new businesses and housing have brought new life to Downtown; the City’s population has stabilized, and the waterfront shared-use path and parks have given a boost to the quality of life and regional image of Binghamton”

“Binghamton’s shared-use path network is poised to expand in the near future, in furtherance of the County’s Binghamton Metropolitan Greenway Study plan to develop a more extensive regional greenway system”

Through community engagement activities during the planning process it was discovered that 34% of the respondents thought that the shared-use path networks were a good thing about Binghamton and that 30% thought the shared-use path network should be expanded.

“Binghamton has many aspects of a multimodal city: walkable neighborhoods, a well-used transit system, and bike lanes. Continuing to build the framework of a multimodal transportation system will allow people the freedom to choose how they want to reach their destination, as well as reduce the cost of doing so. A robust multi-modal transportation network is imperative to encouraging economic development growth in urban areas as well as expanding the types of housing that can be built in the City.”

“Improving the connection between Downtown Binghamton and the Binghamton University Campus will encourage more students to live, visit, and support businesses Downtown, and while also providing more flexibility and capacity for the University to grow. “

“Conceptual plans exist for a Vestal Parkway Shared-use path to connect the Riverwalk and Washington Street Bridge with MacArthur Park, and Binghamton University three miles to the west; this project is currently in the planning stage with no set implementation timeline”

City of Binghamton Local Waterfront Revitalization Program (LWRP)

The City's LWRP Two Rivers, One Future identifies the need to improve the existing pedestrian and bicycle circulation system within the City in order to allow people to move more effectively from location to location in an environment that is comfortable and safe. The LWRP plan identifies biking on NYS Rte 434 as an integral part of the larger Greenway System and this project will provide biking accommodations for a portion of that area.

“The City of Binghamton, working in coordination with the NYS Department of Transportation, has determined that improving pedestrian and bicycle opportunities…”, is a top priority as future transportation improvements are considered and implemented along NYS Route 434. The NYS Department of Transportation has agreed that any future improvements to NYS Route 434 will take into consideration opportunities for alternative modes of transportation. “The development of bike lanes along NYS Route 434, would be an integral part of the larger proposed shared-use path system that would provide a link along the entire corridor.”

Broome County Comprehensive Plan Building Our Future

“Multi‐use trails are an important supplement to sidewalks and roadway pedestrian facilities. Shared-use paths provide additional connections to destinations, and in some cases, provide pedestrian access where sidewalks do not go. In 1999, the Binghamton Metropolitan Greenway Study was completed. The greenway study, and the 2000 Greenway Implementation Plan, lay out a shared-use


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path system for the BMTS region. To date, almost 40% of the proposed ‘Two Rivers Greenway’ is either built or funded.”

“BMTS and its local and regional partners are continuing to seek funding for shared-use path projects in an effort to complete, enhance and expand the Two Rivers Greenway system.”

Southern Tier Upstate Revitalization Plan

The Southern Tier Upstate Revitalization Plan (URI) was a plan developed to leverage both state and private investment funds. "With this plan, we will build the Greater Binghamton Innovation Ecosystem to lift up the region’s most distressed urban area, transform the food and agriculture industry to capitalize on the Southern Tier’s natural resources, invest in the advanced manufacturing industry to infuse innovation at every level of our region’s largest employer and, finally, promote the Southern Tier’s innovative culture to attract tourists, foreign investment and entrepreneurs while encouraging residents to become regional ambassadors."

"It’s easy to move throughout Greater Binghamton. Interstate 86 and Route 434 make east/west travel fast. Broome County Transit provides a network of buses. It is more difficult, however, for pedestrians and cyclists to get around. To address this challenge, we propose a Route 434 greenway: a pedestrian and bicycle shared-use path along the Susquehanna River that will link Binghamton University’s main campus with the Binghamton’s Downtown District. The greenway will promote healthy lifestyles, provide residents a practical alternative to car and bus transportation and enhance community appreciation of our natural environment. As reflected in Binghamton Metropolitan Transportation Studies since 1999, additional segments can be extended eastward to connect to Johnson City and Endicott."

BMTS: Looking Forward 2040

“As we look to the future of the Binghamton regional transportation system, there is one constant both for the present and for the next 25 years. “How can we guarantee the safety and security of the traveling public?” The goal of BMTS is to improve and enhance the safety and security of all users. The bicyclist, pedestrian, transit rider, motor vehicle operator, and truck driver all rely on the transportation professionals to maintain and improve the transportation systems. The BMTS Policy Committee has assigned a high priority to safe and secure travel.” “A transportation system that is safe for all modes of travel maximizes accessibility for the entire population, and enables the most efficient use of transportation funds by avoiding more expensive practices of accounting for the needs of each roadway user in the later stages of a project, or the need to retrofit a roadway after a project is completed.” “Shared-use path development for bicyclists and pedestrians is also a vital element of a complete streets system, which compliments the roadway system, further enhancing accessibility of destinations. Thus, completion of the Two Rivers Greenway regional shared-use path system is an important action identified for the Long Range Plan. For example, funding is being pursued to construct the Route 434 Greenway Project, which will connect downtown Binghamton to the Binghamton University Campus in Vestal. The shared-use path will provide access for students, residents, and visitors to residences, hotels, college facilities, parks, and retail establishments in Binghamton and Vestal, as well as to MacArthur Park/Elementary School and the Binghamton south side.”

The Regional Planning Group has reviewed the local comprehensive plans listed. This project is consistent with the all the local comprehensive plans.

2.2.1.2 Local Private Development Plans –

A student housing complex, U-Club, was recently constructed in University Plaza. This housing complex and associated businesses that have infilled the plaza are generators for users of the shared-use path.


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There are plans to build an Elmira Savings Bank branch on the corner of Plaza Drive and Service Road in the vicinity of this project. The properties on the north side of NYS Route 434 were purchased and the houses removed. These parcels could be rezoned and developed for commercial facilities in the future.

2.2.2 Transportation Corridor

2.2.2.1 Importance of the Project Route Segment –

The project is a section of shared-use path along NYS Route 434 that will connect to an integrated waterfront shared-use path system, known as the Two Rivers Greenway, in and around the City of Binghamton. On the eastern end, this project connects to a recently constructed Shared-use path at Pennsylvania Ave and joins the northern section of the Greenway shared-use path and future segments to the east. A future section of shared-use path is needed to connect the western end of this project to the existing Vestal Rail Trail. Refer to Exhibit 2.2.2-1 for an illustration of how the NYS Route 434 shared-use path segment (shown in red) relates to the rest of the Greenway system.

Two Rivers Greenway Master Plan

Exhibit 2.2.2-1

2.2.2.2 Alternate Routes –

The project will address pedestrian accommodations between Pennsylvania Ave and Murray Hill Road. An alternative pedestrian route would follow Vestal Ave to NYS Route 434 where pedestrians would use the shoulder of NYS Route 434.

Bicyclists can use the travel lanes and shoulders of NYS Route 434. Inexperienced bicyclists may be uncomfortable using the shoulder due to higher speeds and narrowing shoulders in some locations. Bicyclists may also choose to use Vestal Ave which does not have shoulders or designated bike lanes, but serves as BMTS Bike Route 2, and has shared lane markings and signs.


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2.2.2.3 Corridor Deficiencies and Needs –

There is a need for the accommodation of local bicycle and pedestrian traffic to safely navigate this vital corridor for the purposes of commuting, recreation, and access to businesses and services. There are no separate pedestrian facilities, except for a short segment of sidewalk between Vestal Ave and Clubhouse Road; Bicyclists must use the shoulder or share the lane on NYS Route 434 and travel alongside higher speed traffic or use travel lanes on Vestal Ave.

2.2.2.4 Transportation Plans -

The Binghamton Metropolitan Transportation Study (BMTS) is the local Metropolitan Transportation Organization (MPO). This project was added to the 2017-2021 Transportation Improvement Program by amendment in March 2017. As noted above in Section 2.2.1.1. Local Comprehensive Plans (“Master Plan”), the construction of this project is supported by a number of planning documents. The project will be fully funded on the upcoming TIP and STIP.

2.2.2.5 Abutting Highway Segments and Future Plans for Abutting Highway Segments -

PIN 9038.08 (NYS 434 Greenway Pennsylvania Avenue Improvements): A multi-use path was completed with PIN 9038.08 from the pedestrian/bicycle Washington Street bridge at Conklin Avenue by crossing over NYS Route 434 on the Pennsylvania Avenue bridge. This project will connect to the multi-use path.

There are preliminary discussions about a proposed shared-use path through the Binghamton University Campus that would extend the shared-use path beyond Murray Hill Road west to connect to the Vestal Rail Trail. A Highway Safety Improvement Program project administered by NYSDOT, PIN 9038.23 D263813, is also adding sidewalk to locations along Route 434 (Vestal Parkway) west of the PIN9038.26 project area.

2.3 Transportation Conditions, Deficiencies and Engineering Considerations

2.3.1 Operations (Traffic and Safety) & Maintenance

2.3.1.1 Functional Classification and National Highway System (NHS) –

Exhibit - 2.3.1.1 Classification Data

Route(s) NYS Route 434 (Murray Hill to Clubhouse)

NYS Route 434 (Clubhouse to

Pennsylvania Ave) Vestal Ave

Functional Classification

Urban Principle Arterial Other

Urban Principle Arterial Expressway

Major Collector

National Highway System (NHS) Yes Yes No

Designated Truck Access Route Yes Yes No

Qualifying Highway No No No

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

Within the 16 ft. (4.9 m) vertical clearance network

Yes Yes No

2.3.1.2 Control of Access –

NYS Route 434 has access control between Vestal Ave and the on and off ramps at Pennsylvania Avenue. Between Vestal Ave and Murray Hill Road, there are a number of side streets, commercial driveways and residential driveways.


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2.3.1.3 Traffic Control Devices –

The signs within the project limits appear to be in good condition, and are in conformance to the MUTCD, as are the pavement markings. Some signs will be relocated to accommodate the new constructed multi-use path.

There are traffic signals along NYS Route 434 at Murray Hill, Vestal Ave/Normandy Court, University Plaza Entrance and Clubhouse Road. There are pedestrian signals for each crossing at the Murray Hill intersection and the Clubhouse Road intersection. The University Plaza Entrance signal does not have any pedestrian signals and the Vestal Ave/Normandy Court intersection only has a pedestrian signal for crossing Normandy Court.

2.3.1.4 Intelligent Transportation Systems (ITS) –

There are ITS systems in operation in the project area.

Potentially need new traffic signals at the NYS Route 434/Murray Hill intersection and NYS Route 434/Clubhouse Road intersection due to the proposed shared-use path and grading impacting traffic signal poles. The NYS Route 434/University Plaza Entrance will require a new signal to add pedestrian hardware. This signal was originally scheduled for replacement of a routine signal block project, but was included in this project, so that it would be consistent with the project plans. A new signal is needed at NYS Route 434/Vestal Ave/Normandy Court intersection due to the realignment of the intersection. A new signal at NYS Route 434 and Plaza Drive is proposed to increase safety for the pedestrian crossing. Methods to prevent vehicular traffic from accessing the path will be considered in final design.

2.3.1.5 Speeds and Delay -

Exhibit - 2.3.1.5 Speed Data

NYS Route 434

Murray Hill Road to Vestal Ave

NYS Route 434 Vestal Ave to

Pennsylvania Ave Vestal Ave

Existing Speed Limit (mph)

45 mph 55 mph 30 mph

Operating Speed (mph) and Method

Used for Measurement

85th% Speed EB = 51.2 mph WB = 51.4 mph

2009 ATR Count 0.2 mi west of University Plaza

85th% Speed = 64.5 mph in EB

Direction; Speed Study by Reg 9 T&S (1/26/17)

85th% Speed = 41.0 mph

WB = 41.0 mph; EB = 37.0 mph

NYSDOT Speed Study (1/26/17)

2.3.1.6 Traffic Volumes –

Refer to Appendix C of this report for traffic flow diagrams. The traffic data was obtained in the years 2016-2017.

2.3.1.6 (1) Existing traffic volumes – Refer to Exhibits C-1a through C-1d In Appendix C for a summary of the intersection traffic data. A discussion of the traffic count methodology, peak hour, and turning movement volumes for intersections with identified accident problems, all major intersections, & major traffic generator driveways/entrances are included in Appendix C.


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Exhibit - 2.3.1.6-1 Traffic Data

NYS Route 434 Murray Hill Road to Vestal Ave Vestal Ave to Pennsylvania Ave

Directional Distribution EB=45.1%; WB=54.9% AM EB=50.8%; WB=49.2% PM

EB=44.7%; WB=55.3% AM EB=50.9%; WB=49.1% PM

Peak Hour Factor 0.90 0.90

% Peak Hour Trucks 5.0% AM, 2.4% PM 5.0% AM, 2.4% PM

% Daily Trucks 3.5% 3.5%

Exhibit - 2.3.1.6-2 Existing and Forecast Traffic Volumes

NYS Route 434

From Murray Hill Road to Vestal Ave

NYS Route 434 From Vestal Ave to Pennsylvania Ave

Vestal Avenue

Year ADT DHV ADT DHV ADT DHV

Existing (2018)

35,800 1800 vph EB 1750 vph WB

27,900 1430 vph EB 1360 vph WB

6200 390 vph EB 350 vph WB

ETC (2021)

36400 1860 vph EB 1750 vph WB

28,700 1480 vph EB 1390 vph WB

6400 400 vph EB 365 vph WB

ETC+10 (2031)

38,500 2085 vph EB 1750 vph WB

31,200 1660 vph EB 1490 vph WB

7000 435 vph EB 420 vph WB

Note: ETC is the Estimated Time of Completion

2.3.1.6 (2) Future no-build design year traffic volume forecasts – The Estimated Time of Completion (ETC)+10 design year was selected per PDM Appendix 5. An ETC+30 year projection was not completed as the project is not near a bridge or large culvert. Peak hour turning movement volumes for intersections with identified accident problems, all major intersections, & major traffic generator driveways/entrances are included for the design year(s) in Appendix C. The future traffic volume forecasts were determined from the Binghamton Metropolitan Transportation Study’s (BMTS) Regional Traffic Model forecasting methodology.

Existing bicyclist and pedestrian counts were taken at various locations indicating significant pedestrian and bicyclist activity within the project study area. Included were counts on the sidewalks along Vestal Avenue west of Normandy Court and between the Chadwick Road and Denton Road intersections. Also bike/ped counts were taken on the multi-use path on the bridge carrying Pennsylvania Avenue over NYS Route 434 within the Phase 1 project limits. Additional counts were taken in the vicinity of the South Washington Street Bridge. See Appendix C for copies of these counts.

2.3.1.7 Level of Service and Mobility -

2.3.1.7 (1) Existing level of service and capacity analysis –

The overall level of service is determined by the individual intersection level of service analyses. See Exhibit 2.3.1.7-2a & 2b

2.3.1.7 (2) Future no-build design year level of service –

The overall level of service is determined by the individual intersection level of service analyses. See Exhibit 2.3.1.7-2a & 2b


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Exhibit - 2.3.1.7-2a PM Peak Hour Intersection Level of Service and Delays (sec)

YEAR EB WB NB SB Overall

Intersection of NYS Route 434 and Murray Hill Road

ETC - 2021 C (31.3) C (24.9) E (63.0) E (72.1) D (37.8)

ETC+10 - 2031 D (47.6) C (25.9) F (104.0) F 110.4) E (58.0)

Intersection of NYS Route 434 and Plaza Drive

ETC - 2021 A (0.0) A (1.4) D (34.5) N/A A (2.0)

ETC+10 - 2031 A (0.0) A (9.6) F (102.0) N/A A (9.5)

Intersection of NYS Route 434 and University Plaza Entrance

ETC - 2021 C (20.3) B (13.6) D (42.0) N/A B (19.8)

ETC+10 - 2031 C (33.7) B (18.5) D (46.9) N/A C (28.9)

Intersection of NYS Route 434 and Clubhouse Road

ETC - 2021 B (10.6)) B (12.73) E (77.8) N/A B (15.3)

ETC+10 - 2031 B (16.0) B (13.9) F (107.4) N/A C (20.5)

Intersection of NYS Route 434 and Vestal Ave

ETC - 2021 A (7.8) B (12.3) E (60.6) D (53.5) B (13.9)

ETC+10 - 2031 B (11.6) B (13.0) E (58.6) D (53.5) B (16.4)

Exhibit - 2.3.1.7-2b AM Peak Hour Intersection Level of Service and Delays (sec)



ETC - 2021 B (19.9) C (22.7) D (48.4) D (54.6) C (26.6)

ETC+10 - 2031 C (22.3) C 25.6) E (55.5) E (55.2) C (30.5)


ETC - 2021 A (0.0) A (1.7) B (14.4) N/A A (1.4)

ETC+10 - 2031 A (0.0) A (2.7) C (15.5) N/A A (2.0)


ETC - 2021 B (14.4) A (8.7) D (37.2) N/A B (13.12)

ETC+10 - 2031 B (16.8) B (14.7) C (34.5) N/A B (17.4)


ETC - 2021 B (13.8) B (14.3) D (50.8) N/A B (17.0)

ETC+10 - 2031 B (11.9) B (19.3) E (68.3) N/A C (21.0)


ETC - 2021 A 7.3 B (11.8) D (33.2) D (43.0) B (12.4)

ETC+10 - 2031 A (6.0) B (16.7) D (45.9) D (43.0) B (16.0)

The intersection Level of Service was based on the unsignalized (Plaza Drive intersection) and signalized intersection analysis from the SYNCHRO-SimTraffic operational model. The labeled southbound approach at the NYS Route 434 and Vestal Ave intersection denotes the Normandy Court approach. The signalized NYS Route 434 intersections with University Plaza Entrance, Clubhouse Road and Vestal Avenue are part of a time-based coordination system with a 100 second cycle in the am peak hour and a 120 second cycle in the pm peak hour. The NYS Route 434 and Murray Hill Road intersection is part of a time-based coordination system on NYS Route 434 extending to a western terminus of the NYS Route 434 and Bunn Hill Road intersection.


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2.3.1.8 Safety Considerations, Accident History and Analysis –

An accident analysis was performed in 2017 by the NYSDOT Region 9 Traffic and Safety Unit in accordance with the Highway Design Manual Chapter 5 using accident data from 2011 through 2015. The accident rates for the following segments of NYS Route 434 are:

• RM 43491011080-83 (Vicinity of Murray Hill Road Intersection) is 0.83 accidents per million entering vehicles (MEV) compared to a statewide average of 0.14 for similar facilities.

• RM 43491011085-88 (Plaza Drive to University Plaza Entrance) is 0.76 accidents per million vehicle miles (acc/mvm) compared to a statewide average of 1.85. The intersection accident rate at Plaza Drive is 0.09 accidents per MEV compared to a statewide average rate of 0.12. The intersection accident rate at University Plaza Entrance was 0.45 accidents per MEV as compared to a statewide average of 0.14.

• RM 43491012001-2 (Clubhouse Road and Vestal Ave/Normandy Court Intersections). The accident rate at the Clubhouse Road intersection is 0.20 MEV compared to a statewide average of 0.29. for similar facilities. The accident rate at the Vestal Ave/Normandy Court intersection is 0.33 accidents per MEV compared to a statewide average of 0.29.MEV for similar facilities.

• RM 43491012002-17 (Vestal Ave. to the Pennsylvania Ramps) The overall accident rate of this freeway like segment is 1.14 acc/mvm compared to a statewide average of 2.29 acc/mvm on a similar facility.

The accident rate for Vestal Ave between the NYS Route 434 terminus and Park Ave is 1.19 acc/mvm which can be loosely compared to the statewide average of 2.29 acc/mvm for similar state facilities.

There are numerous identified high accident locations within the study area. The Region 9 Traffic and Safety Unit has prepared five separate Safety Investigation Reports within this Project’s study area. See Appendix C for copies of these studies.

Exhibit - 2.3.1.8 Collision Summary

NYS Route 434, From RM 434 9109 1082 to RM 434 9101 1089

Type of Collision Number Percentage

Run off the Road 4 6.15

Animal 4 6.15

Rear End 41 63.08

Other 11 16.92

NYS Route 434, From RM 434 9101 2000 to RM 434 9101 2001



Animal 40 20.00

Rear End 30 15.00

Other 80 40.00

NYS Route 434, From 434 9101 2001 to RM 434 9101 2017



Animal 8 25.00

Rear End 1 3.13

Other 5 15.62

Vestal Road, From NYS Route 434 to Park Ave



Animal 3 6.50

Rear End 12 26.10

Other 24 52.20


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The Safety Investigation Reports in Appendix C includes an accident summary (TE-213), collision diagrams (TE-56), and recommendations for improvements for the various study area segments. The accident analysis recommends consideration of the following project related countermeasures:

• At Murray Hill Intersection: Review signal timing and phasing during final design. A subsequent study of this intersection is planned under PIN 903827. Signal timing and phasing recommendations from that study (if any) could be incorporated into this project as appropriate.

• At Plaza Drive and University Plaza Entrance Intersections: Install MUTCD compliant street name signs at both Plaza Drive and University Plaza Entrance intersections. For the signal replacement install pedestrian hardware and signal back plates on the mainline facing signal heads.

• At Clubhouse Road and Vestal Ave/Normandy Court Intersections: Install back plates to signal heads on all approaches to the Clubhouse Road intersection. Install back plates to the signal heads on both mainline approaches and the Vestal Ave approach at the Vestal Ave/Normandy Court intersection. Recommend widening the shoulder on eastbound NYS Route 434 to accommodate bicyclists.

• On NYS Route 434 segment between Vestal Avenue and the Pennsylvania Avenue interchange ramps: improve super elevation on curve at RM 434 2011-20141. Replace merge warning sign if inadequate reflectivity. Add new eastbound left horizontal curve warning sign.

• On Vestal Avenue: review operation of nighttime lighting. Consider installation of edge lines and other appropriate measures as an attempt at traffic calming to reduce speeds. Existing 85th

percentile speed was measured at 41 mph in the westbound direction in the vicinity of the intersection with Larchmont Avenue. Speeds as high as 47 mph were measured in both directions as a result of a speed study performed on Vestal Avenue on January 26, 2017.

Other non-project related recommendations for the study segment are discussed as part of the TE-213 found in Appendix C.

2.3.1.9 Existing Police, Fire Protection and Ambulance Access -

Ambulances and emergency vehicles use NYS Route 434 regularly. Binghamton General Hospital is approximately 1/3 mile away from NYS Route 434, and Lourdes Hospital is within 1.5 miles of NYS Route 434. The Binghamton Fire Department has a station at 38 Hawley Street, located approximately 1/2 mile north of NYS Route 434. The Vestal Volunteer Fire Department has a station on NYS Route 434, approximately 4.0 miles west of the project terminus. Superior Ambulance Service is located approximately 1/2 mile north of NYS Route 434. Harpur’s Ferry student volunteer ambulance service is located at the Binghamton University campus.

2.3.1.10 Parking Regulations and Parking Related Conditions –

Parking is not allowed along NYS Route 434. There are various parking restrictions along Vestal Ave including No Parking Zones and Alternate Side Street Parking.

2.3.1.11 Lighting –

Overhead streetlights exist on both sides of NYS Route 434 from just east of Vestal Ave to Murray Hill Road. A full inventory of utilities and their ownership is ongoing and will be completed prior to design approval.

1 Super elevation was addressed as part of 903824/D263497.


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2.3.1.12 Ownership and Maintenance Jurisdiction –

Exhibit - 2.3.1.12 Ownership and Maintenance Jurisdiction

Highway Feature(s) being Maintained Agency Authority

Rt. 434 Pavement, shoulders, drainage system, landscaping, snow removal

NYSDOT Sec304d Highway law

Murray Hill Road Pavement, shoulders, drainage system, landscaping, snow removal

Town of Vestal Sec304d Highway law

Plaza Drive Pavement, shoulders, drainage system, landscaping, snow removal

Town of Vestal Sec304d Highway law

Vestal Ave. Pavement, shoulders, drainage system, landscaping, snow removal

City of Binghamton Sec304d Highway law

Clubhouse Road Pavement, shoulders, drainage system, landscaping, snow removal


Normandy Court Pavement, shoulders, drainage system, landscaping, snow removal


Multi-use path Pavement, shoulders, drainage system, landscaping, snow removal

City of Binghamton and Town of Vestal

Sec304d Highway law

2.3.2. Multimodal

2.3.2.1 Pedestrians –

Currently, there are no separate pedestrian accommodations along NYS Route 434. Pedestrians can use the shoulder of NYS Route 434. There are pedestrian signals at Murray Hill Road, Clubhouse Road and Normandy Court.

A Complete Streets Checklist is included in Appendix I.

2.3.2.2 Bicyclists –

Bicyclists are legally allowed to use the shoulder or travel lane along NYS Route 434; however, some cyclists, especially those with less experience, may not feel comfortable on higher volume roads that do not have bike lanes or separation from vehicles. This section of NYS Route 434 is part of the Greater Binghamton Bicycle Route 2.

Bicyclists when crossing a road at a 90 degree intersection to remain on the shared-use path would be expected to stop at these locations, since this is a sidewalk crossing and not a bike lane.

2.3.2.3 Transit –

Broome County Department of Public Transportation (B.C. Transit) buses utilize routes 5 Vestal Ave, 9 BU-SUNY Broome, 16BU Express, 57 Shopper’s Special with multiple stops on Vestal Avenue and NYS Route 434. Students at Binghamton University are also served by Off-Campus College Transport (OCCT).

2.3.2.4 Airports, Railroad Stations, and Ports –

There are no airports, railroad stations or port entrances within or in the vicinity of the project limits.

2.3.2.5 Access to Recreation Areas (Parks, Trails, Waterways, State Lands) –

The path will join the recently completed multi-use trail that has connection to the South Washington Street Pedestrian bridge, part of the Two Rivers Greenway and the Southside Veteran’s Park. This


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project will provide a connection to MacArthur Park. The Susquehanna River will be visible from portions of the shared-use path. The shared-use path will not provide direct access to the river.

2.3.3 Infrastructure

2.3.3.1 Existing Highway Section –

See Typical Sections, Plan and Profile sheets in Appendix A.

2.3.3.2 Geometric Design Elements Not Meeting Minimum Standards –

There is a nonstandard shoulder minimum width on NYS Route 434 of 4 feet from University Plaza Entrance to Vestal Ave.

2.3.3.2 (1) Other Design Parameters -

There are no existing nonconforming features.

2.3.3.3 Pavement and Shoulder -

The pavement is in good condition. See Appendix D for Pavement Evaluation Report.

2.3.3.4 Drainage Systems –

(1) Type: NYS Route 434 has a combination of open and closed drainage systems. (2) Condition: The drainage systems appear to be in good working condition. (3) Deficiencies: There are no known deficiencies in the drainage systems.

2.3.3.5 Geotechnical –

Based on the Horizontal and Vertical Alignment of the path, cut type retaining walls will be required along the south side of the path in certain locations. Some of these walls are in close proximity to homes along the north side of Vestal Ave. Based on preliminary geotechnical review, a H-Pile and lagging wall system could be used for this cut retaining wall and would have minimal impact on the nearby homes. See boring information in Appendix M.

2.3.3.6 Structure –

There are no bridges within the project limits.

2.3.3.7 Hydraulics of Bridges and Culverts –

There are no bridges over waterways within the project limits. There are no dams in the vicinity of the project that would be adversely affected. There are a number of culverts under NYS Route 434 carrying streams to the Susquehanna River that will need to be extended to accommodate the shared-use path.


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NYS Route 434 Crossing Culverts

Station Size/Type Length

A1 64+95.002 48" RCP 109

A171+63.075 30" SICPP 96

A175+34.421 24" RCP/CMP 89

A1 81+70.747 24" RCP 92

A1 83+76.217 24" 96

A1 86+26.377 24" RCP 91

A1 91+76.548 30" CMP 108

A1 99+89.577 24" RCP 108

A1 107+46.672 9.75'X6' CONC. BOX 83

A1 116+98.950 60" CMP 128

2.3.3.8 Guide Railing, Median Barriers and Impact Attenuators –

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

Type Location/Side Length Condition

Box Beam Guide Rail NYS Route 434/ Right 1235 Good

Box Beam Guide Rail NYS Route 434/ Left 142 Good

Box Beam Guide Rail NYS Route 434/ Left Off Set 66 Good

W-Beam Guide Rail NYS Route 434/ Left 190 Slightly Rusted

W-Beam Guide Rail NYS Route 434/ Left 215 Slightly Rusted

W-Beam Guide Rail Old Vestal Road / Right 101 Slightly Rusted

W-Beam Guide Rail Old Vestal Road / Right 251 Good

W-Beam Guide Rail Old Vestal Road / Right 78 Good

W-Beam Guide Rail NYS Route 434/ Right 188 Slightly Rusted

Box Beam Guide Rail NYS Route 434/ Left 6778 Aged

Box Beam Median Barrier NYS Route 434/ Median 7572 Good

Concrete Barrier NYS Route 434/ Right 280 Good

Chain Link Fence Vestal Ave / Left 77 Rusted

Concrete Barrier NYS Route 434/ Right 180 Slightly Cracked

Box Beam Guide Rail NYS Route 434/ Right 2930 Good

W-Beam Guide Rail Vestal Ave / Right 72 Good

W-Beam Guide Rail Vestal Ave / Left 23 Good



W-Beam Guide Rail NYS Route 434 West Off Ramp / Left 503 Good

Box-Beam Guide Rail NYS Route 434 West Off Ramp / Right 476 Good

W-Beam Guide Rail NYS Route 434 East On Ramp / Right 316 Good

Box-Beam Guide Rail NYS Route 434/ Right 139 Good

Box-Beam Guide Rail NYS Route 434/ Left 136 Good

Box-Beam Guide Rail Pennsylvania Ave / Right 155 Good


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2.3.3.9 Utilities –

See Appendix E for list of impacted utilities.

2.3.3.10 Railroad Facilities –

There are no railroads within the project limits and no at-grade crossings within 1 mile that could impact traffic conditions.

2.3.4 Potential Enhancement Opportunities

This section focuses on the existing areas to identify potential enhancement opportunities related to the project and to help avoid and minimize impacts. Chapter 4 focuses on the impacts, enhancements, and mitigation.

2.3.4.1 Landscape –

Refer to the Visual Impact Assessment in Appendix J for more information regarding visual resources.

2.3.4.1. (1) Terrain –

The terrain is rolling.

2.3.4.1. (2) Unusual Weather Conditions-

The area is reportedly prone to fog, due to its proximity to the Susquehanna River. The City of Binghamton experienced two recent Susquehanna River floods, one in June 2006 and one on September 8, 2011, which impacted some areas within the project limits. No other unusual weather conditions are known.

2.3.4.2 Opportunities for Environmental Enhancements –

This project will create opportunities to enhance landscaping within the project limits.

2.3.5 Miscellaneous

Structural and non-structural elements associated with the Binghamton Flood Protection Project (FPP) are present within the project limits. Under the authority of the Federal Flood Control Acts of 1936 and 1938, the State of New York and the United States acquired the necessary property interests to construct flood walls, levees, and appurtenant drainage structures along this segment of the Susquehanna River. Publicly owned parcels adjacent to the river are held in fee title or encumbered with perpetual easements that convey rights for construction, operation, and maintenance of any flood control works to the United States Army Corps of Engineers (USACE) and the NYS Department of Environmental Conservation (NYSDEC). Approximately 450’ of flood wall runs parallel to the river and Conklin Avenue, between the South Washington Street Bridge and the eastern terminus of an earthen flood control levee. The earthen levee extends approximately 4,000’ to the west, aligned between the river and NYS 434. NYSDEC has maintenance jurisdiction over the flood walls and levee. The Park Creek Conduit, which was constructed as part of the FPP, conveys the creek in a closed structure from its intake south of Vestal Avenue, under NYS 434, Pennsylvania Avenue, and Conklin Avenue. The subject project will entail construction

Box-Beam Guide Rail Pennsylvania Ave / Left 134 Good

W-Beam Guide Rail Pennsylvania Ave / Left 339 Good

Box-Beam Guide Rail Pennsylvania Ave / Right 237 Good

W-Beam Guide Rail NYS Route 434 East On Ramp / Left 215 Good

W-Beam Guide Rail NYS Route 434 East Off Ramp / Right 500 Good


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activities over the conduit on property subject to the conditions of a perpetual flood control easement. USACE retains operation and maintenance responsibility for the conduit.

CHAPTER 3 – ALTERNATIVES

This chapter discusses the alternatives considered and examines the engineering aspects for all reasonable alternatives to address project objectives in Chapter 1 of this report. Refer to Appendix N for a matrix table for Alternatives considered.

3.1 Alternatives Considered and Eliminated from Further Study

The No-build alternative will result in pedestrian and bicycle traffic continuing to utilize the existing system without any mitigation of existing conflict points, and alternate routes along local roads and sidewalks that are in varying levels of disrepair. Since this alternative will not satisfy the project objectives, it is not considered a reasonable alternative, but will be used for comparison with the reasonable alternatives for the purpose of evaluating impacts.

Early in the project development process, NYSDOT evaluated constructing part of the shared-use path on the north side of NYS Route 434 from the South Washington Street Bridge to MacArthur Park and providing a crossing to MacArthur Park. Underpass, at-grade, and overpass crossing alternatives were considered. Ultimately the at-grade option was dismissed based on safety and operational concerns associated with adding an additional crossing on the 55 MPH section of NYS Route 434. The underpass alternative was dismissed because it would flood frequently and need constant pumping. There were also security concerns associated with a long underpass. Constructing an ADA compliant overpass would have required the construction of long ramps or an elevator and was dismissed for those reasons.

The remaining alternatives considered consisted of ten (10) alternatives for the portion of shared-use path from Pennsylvania Ave to Vestal Ave to be completed in conjunction with three (3) sub alternatives for the portion from Vestal Ave to University Plaza Entrance, two (2) sub alternatives from University Plaza Entrance to Plaza Drive and two (2) sub alternatives from Plaza Drive to Murray Hill Road. Sub alternatives are considered parts of the whole and those sub-alternatives that were non compatible with the selected alternative were dismissed. The dismissed alternatives and sub alternatives are listed below.

Pennsylvania Ave to Vestal Ave Alternatives

Alternative 2 – Shared-use path along north side of NYS Route 434

• This alternative requires placing fill in the floodway and does not provide opportunities to connect to neighborhoods and MacArthur Park. It has been dismissed due to associated environmental impacts and limited connectivity.

Alternative 3 – Shared-use path along north side of NYS Route 434 with southerly shift of NYS Route 434

• This alternative’s estimated cost is approximately $40 Million due to the need to reconstruct a section of NYS Route 434. It has been dismissed from further consideration.

Alternative 4 – Shared-use path along south side of NYS Route 434 with NYS Route 434 EB reduced to 1 lane

• The proposed lane reduction would likely result in additional delays and does not provide a significant cost savings. It has been dismissed from further consideration.

Alternative 5 – Shared-use path along north side of NYS Route 434 with NYS Route 434 WB reduced to 1 lane

• In comparison to Alternative 2, this alternative slightly reduces impacts to the floodway. However, it does not provide opportunities to connect to neighborhoods and MacArthur Park and offers no appreciable benefits with the higher costs. The proposed lane reduction would likely result in additional delays. It has been dismissed from further consideration.


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Alternative 6 – Shared-use path along south side of Vestal Ave

• This alternative involves crossing a high density of driveways and intersections on the south side of Vestal Avenue. There are concerns about operations and ROW at the eastern end of Vestal Ave. This alternative has been dismissed from further consideration as it considerably increases vehicle conflict points.

Alternative 7 – Shared-use path along north side of Vestal Ave

• This alternative has been dismissed from further consideration due to substantial right-of-way and operational impacts in the area between Pennsylvania Avenue and MacArthur School.

Alternative 8 – Sidewalks and bike lanes on Vestal Ave

• This alternative has been dismissed from further consideration as it does not meet the project objective to provide a direct route from the Greenway Trail on Pennsylvania Avenue to the intersection of NYS Rte 434 and Murray Hill Road. Additionally, public concern and conflicts with side roads and driveways where reasons for dismissal.

Alternative 9 – Shared-use path along NYS Route 434 and Vestal Ave with a crossing near Ivanhoe Road

• Alternative 9 begins from the new multi-use path at Pennsylvania Avenue. The shared-use path runs along the south side of NYS Route 434 and turns south to connect to the north side of Vestal Avenue just west of Ivanhoe Road. The shared-use path would continue along the north side of Vestal Avenue to a shared-use path crossing at, or near, the intersection of Vestal Avenue and NYS Route 434. The sub alternatives VP-3 (Vestal Ave to Plaza Entrance), PP-2 (Plaza Entrance to Plaza Drive) and PM-1(Plaza Drive to Murray Hill Road) would take the shared-use path along the south side of NYS Route 434 to Murray Hill Road.

• This alternative has been dismissed from further consideration as it is not reasonable due to the number of crossings as consistent with the project objectives. There was public concern with the route being along Vestal Avenue at the Public Informational Meeting.

Alternative 10 –Shared-use path along NYS Route 434 and Vestal Ave with a crossing near Edgebrook Road

• Alternative 10 begins along NYS Route 434 and turns south through the western end of MacArthur Park connecting to the north side of Vestal Avenue near Edgebrook Road. The shared-use path would continue along the north side of Vestal Avenue to a shared-use path crossing at, or near, the NYS Route 434 and Vestal Avenue intersection. The sub alternatives VP-3 (Vestal Ave to Plaza Entrance), PP-2 (Plaza Entrance to Plaza Drive) and PM-1(Plaza Drive to Murray Hill Road) would take the shared-use path along the south side of NYS Route 434 to Murray Hill Road.

• This alternative has been dismissed from further consideration as it is not reasonable due to the number of crossings as consistent with the project objectives. There was public concern with the route being along Vestal Avenue at the Public Informational Meeting.

Vestal Ave to University Plaza Entrance Sub Alternatives

Sub Alternative VP-1 - Shared-use path on north side of NYS Route 434 with impacts to Talbots parking lot

• This Sub Alternative could be applied to Alternatives 2, 3 and 5.

• This sub alternative was dismissed from further consideration because of impacts to commercial properties on NYS Route 434 and additional crossings of NYS Route 434 necessary to connect to the remaining Reasonable Alternatives.


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Sub Alternative VP-2 - Shared-use path on north side of NYS Route 434 eliminating left turn at Talbots to minimize impacts to Talbots parking lot

• This Sub Alternative could be applied to Alternatives 2, 3 and 5.

• This sub alternative was dismissed from further consideration because of impacts to commercial properties on NYS Route 434 and additional crossings of NYS Route 434 necessary to connect to the remaining Reasonable Alternatives.

University Plaza Entrance to Plaza Drive Sub Alternatives

Sub Alternative PP-1 - Shared-use path on south side of NYS Route 434 at a greater distance from Route 434

• This Sub Alternative could be applied to Alternatives 1, 4, 6, 7, 8, 9 and 10.

• This sub alternative was dismissed from further consideration because it would require additional retaining walls and utility impacts.

Plaza Drive to Murray Hill Road Sub Alternatives

Sub Alternative PM-2 - Shared-use path on south side of NYS Route 434 following NYS Route 434 and utilizing a shared-use path on Newman Property

• This Sub Alternative could be applied to Alternatives 1, 4, 6, 7, 8, 9 and 10.

• This sub alternative was dismissed from further consideration because Newman Development Group is no longer planning on developing a shared-use path on their property.

3.2 Reasonable Build Alternatives

3.2.1 Description of Reasonable Alternatives

Alternative 1 –Shared-use path along South Side of NYS Route 434

This alternative would construct a continuous shared-use path alignment along the south side of NYS Route 434 from the Phase 1 multi-use shared-use path (PIN 903808) at Pennsylvania Avenue to Vestal Ave. The sub alternatives VP-3 (Vestal Ave to Plaza Entrance), PP-2 (Plaza Entrance to Plaza Drive) and PM-1(Plaza Drive to Murray Hill Road) would take the shared-use path along the south side of NYS Route 434 to Murray Hill Road.

Alternate 1 meets the project objectives of providing an enhanced bicycle and pedestrian connection between Pennsylvania Avenue and Murray Hill Road that is separated from the roadway. The public input preferred this alternative.

3.2.2 Preferred Alternative

Alternative 1 – Shared-use path along South Side of NYS Route 434

This alternative would construct a continuous shared-use path alignment along the south side of NYS Route 434 from the Phase 1 shared-use path (PIN 903808) at Pennsylvania Avenue to Vestal Ave. The sub alternatives VP-3 (Vestal Ave to Plaza Entrance), PP-2 (Plaza Entrance to Plaza Drive) and PM-1(Plaza Drive to Murray Hill Road) would take the shared-use path along the south side of NYS Route 434 to Murray Hill Road. The shared-use path would consist of a twelve (12) foot wide asphalt concrete multiuse path and 2 foot shoulders on each side. The shoulders would either be asphalt, grass or gravel depending on the location along the shared-use path. Where physical constraints present themselves the width of the multiuse path is reduced to ten (10) feet. The shared-use path will vary from being at grade with NYS Route 434 to being raised five feet above NYS Route 434 where the existing side slopes encroach on NYS Route 434. A combination of fill retaining walls and cut retaining walls will be utilized to minimize the impacts to the hillside and adjacent properties. Where the slope is at grade with NYS Route 434 the shared-use path will be separated from the roadway traffic with guide railing or concrete barrier.


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This alternative includes connections to Vestal Ave near Ivanhoe Road and to MacArthur Park. A new traffic signal is proposed for the NYS Route 434 and Plaza Drive intersection. Additionally, traffic signals at the following intersections with NYS 434 will be replaced; Entrance to University Plaza and Vestal Ave/Normandy Court. The Vestal Ave and NYS Route 434 intersection will be reconfigured to allow for pedestrian crossing at the intersection and to add traffic calming measures for traffic entering Vestal Ave from Eastbound NYS Route 434. Key elements of the preferred alternative include:

Geometry • This alternative would construct a paved multi use path (10-12) ft. separated from vehicle traffic and would not be associated with unusual geometry.

Operational • Signalizing the Plaza Drive intersection will add approximately 15 to 20 seconds of average delay in the peak hour for the eastbound NYS Route 434 traffic. The additional stops and queuing could increase the potential for rear end accidents on NYS Route 434 in the eastbound direction on the approach to the Plaza Drive Intersection.

• Bicycle and pedestrian operation conditions will be improved.

Right of Way • This alternative requires ROW acquisitions.

Environmental • There are wetland impacts associated with this alternative. See sections 4.4.1 • There are no significant noise impacts. • Visual Impacts to be determined. VIA is provided in Appendix B.

Cost • Total estimated construction cost of this alternative is $23,463,368.

Project Goals • Provide enhanced bicycle and pedestrian connections between Pennsylvania Avenue and Murray Hill Rd as part of the overall development of the Two Rivers Greenway.


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Exhibit 3.2.2 Summary of Alternative Costs - Million Dollars (Calculated Year)

Activities

Alt 1

Construction Highway $13,224,357

Wetland Mitigation $35,000

Subtotal (2018) $13,259,357

Incidentals (10%) $1,325,936

Contingencies1 (20% @ Design Approval) $2,651,871

Subtotal (2018) $17,237,164

Potential Field Change Payment $861,858

Subtotal (2018) $18,099,023

Mobilization (4%) $689,487

Subtotal (2018) $18,788,509

Expected Award Amount – Inflated2 @ 2%/yr to midpoint of Construction (2021)

$19,938,516

Construction Inspection (10%) $1,993,852

ROW Costs (2018) $1,531,000

Total Cost $23,463,368

Notes: 1. The potential cost increase due to unknown or un-tabulated items. NYSDOT recommends standard contingencies: 20-25% Scoping stage, 15-20% Design Approval stage, 5% Advanced Detail Plans stage. 2. Use inflation rate (%) from Program Update/PSS inflation values. Questions regarding these inflation rates should be directed to the Regional Planning and Program Manager

(RPPM). (See HDM 21.6.3.2 B)


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3.2.3 Design Criteria for Reasonable Alternative(s)

3.2.3.1 Design Standards -

3.2.3.2 Critical Design Elements -

Note 1: 1.5% cross slope and 4.5% running slopes are the design and layout limits for these

elements per the NYSDOT Critical Elements for the Design, Layout and Acceptance of

Pedestrian Facilities.

Exhibit 3.2.3.2 - A Design Guidelines for Multi-Use Path

PIN: 9038.26 NHS (Y/N): Yes (NYS Route 434)

Route No. & Name: Parallel to Rte. 434 Functional Classification: Pedestrian/Bicycle path

Project Type: Multi-Use Path Design Classification: n/a

% Trucks: n/a Terrain: Rolling

ADT: n/a Truck Access/Qualifying Hwy. Neither

Element Standard Existing

Condition Proposed Condition

1 Design Speed (20 mph)

AASHTO Guide for the Development of Bicycle Facilities, 2012, Section 5.2.4

n/a 20 mph

2 Path Width (10 ft.) min.

AASHTO Guide for the Development of Bicycle Facilities n/a 12 ft – 10ft.

3 Shoulder Width 2 ft minimum

AASHTO Guide for the Development of Bicycle Facilities n/a 1 ft *

4 Maximum Grade

5.0% or match adjacent roadway grade AASHTO Guide for the Development of Bicycle

Facilities

n/a

4.5% max. or match existing roadway

4 Horizontal Curvature 74 ft. minimum for 20 mph design speed

AASHTO Guide for the Development of Bicycle Facilities n/a

74 ft. min.

90 degree

turns at NYS

Rte.

434/Vestal

Avenue

Intersection

Note 2 *

6 Cross Slope 2.0% maximum

ADA Guidelines for Buildings and Facilities See Note 1 below

n/a

1.5%

maximum 1% minimum

7 Stopping Sight Distance

> 195Ft for 5.0% grade AASHTO Guide for the Development of Bicycle Facilities

n/a > 195Ft

8 Lateral Clearance (2 ft.) minimum (3 ft.) desirable AASHTO Guide for the Development of Bicycle Facilities

n/a > 2 Ft

9 Vertical Clearance

(above traveled way)

(10 ft.) minimum Per Section 5.2.10 of the AASHTO Guide for the

Development of Bicycle Facilities n/a > 10 Ft

10 Separation between

Roadways and Path

5 ft. minimum or barrier provided AASHTO Guide for the Development of Bicycle Facilities

n/a > 5 Ft or barrier

provided

11 Height of Railings or Barriers

(not on Bridges)

(3.5 ft.) / (42 in.)

AASHTO Guide for the Development of Bicycle Facilities n/a 3.5 Ft minimum

12 Pedestrian

Accommodation ADA Compliance n/a ADA Compliance

13 Crest Vertical Curve > 423’ n/a 423’

14 Horizontal Sight Distance > 56’ n/a > 56’


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Note 2: Crossing of Vestal Avenue at 90 degrees to NYS Rte. 434 is nonconforming.

Note 3: The Regional Traffic Engineer concurs with the proposed design speed.

* Nonconforming feature


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Exhibit 3.2.3.2 - B Critical Design Elements for Vestal Avenue

PIN: 9038.26 NHS (Y/N): No

Route No. & Name:

Vestal Avenue Functional Classification: Urban Collector

Project Type: Multi-Use Path Design Classification: Non-NHS Urban Collector

% Trucks: 1.0 Terrain: Rolling

ADT: 6,200 Truck Access/Qualifying

Hwy. No


Condition Proposed Condition

1 Design Speed 35 mph

HDM Section 2.7.3.3 A

30 mph posted

35 mph 1

2 Lane Width 13 ft lane

HDM Section 2.7.3.3 B, Table 2-6 14 ft lane 12 ft lane **

3 Shoulder Width

Curbed Right Shoulder cannot accommodate cyclists = 0 ft

Curbed Right Shoulder accommodate cyclists + 5 ft

HDM Section 2.7.3.3 C, Table 2-6

0 ft 0 ft

4 Horizontal Curve

Radius 263 ft Min (at emax=4%)

HDM Section 2.7.3.3 D, Table 2-6 0 ft 926 ft

5 Superelevation 4.0% Max.

HDM Section 2.7.3.3 E, Table 2-6 NC NC**

6

Stopping Sight Distance

(Horizontal and Vertical)

220 ft Min. HDM Section 2.7.3.3 F, Table 2-6

700 ft 665 ft

7 Maximum Grade 10%

HDM Section 2.7.3.3 G, Table 2-6 1.1% 1.2%

8 Cross Slope 1.5% Min. to 3.0% Max. HDM Section 2.7.3.3 H

2.5% 2.0%

9 Vertical

Clearance

14 ft Min. HDM Section 2.7.3.3 H; BM Section 2.3

14 ft 14 ft

10 Design Loading

Structural Capacity

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

BM Section 2.6, HDM 19.5.3 N/A N/A

11 Pedestrian

Accommodations ADA Compliance

HDM Section 2.7.3.3 K No ADA Compliance

1 The Regional Traffic Engineer concurs with the proposed design speed.

** Nonstandard feature


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Exhibit 3.2.3.2 Critical Design Elements for NYS Route 434 Murray Hill to Clubhouse Road

PIN: 9038.26 NHS (Y/N): Yes

Route No. & Name:

NYS Route 434 Functional Classification: Urban Principle Arterial Other

Project Type: Multi-Use Path Design Classification: Urban Arterial - NHS



Hwy. Truck Access


Condition Proposed Condition2

1 Design Speed 45 mph1


45 mph posted

451

2 Lane Width 13 ft min outside lane 11 ft min inside lane

HDM Section 2.7.2.4 B

12 ft outside

lane 11 ft inside

lane

12 ft outside lane**

11 ft inside lane

3 Shoulder Width Curbed Left Shoulder for Divided Arterials = 0 ft

Divided Highway Right Shoulder = 8 ft HDM Section 2.7.2.4 C, Table 2-4a

Left: 2 ft Right: 3 ft

Left: 2 ft Right: 3 ft **

4 Horizontal Curve


HDM Section 2.7.2.4 D, Table 2-4a 2623 ft 2623 ft

5 Superelevation 4% Max.

HDM Section 2.7.2.4 E, Table 2-1b 4% 4%

6



360 ft Min. HDM Section 2.7.2.4 F, Table 2-4a

360 ft 360 ft

7 Maximum Grade 7%

HDM Section 2.7.2.4 G, Table 2-4a 5% 5%


1.5% - 2.5%

1.5% - 2.5%

9 Vertical

Clearance

16 ft Min. BM Section 2.3

16 ft 16 ft

10 Design Loading

Structural Capacity



11 Pedestrian

Accommodations ADA Compliance Yes ADA Compliance

1 The Regional Traffic Engineer concurs with the proposed design speed.

** Denotes Non-standard feature


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Exhibit 3.2.3.3 Critical Design Elements for NYS Route 434 Clubhouse to Pennsylvania Ave

PIN: 9038.26 NHS (Y/N): Yes

Route No. & Name:

NYS Route 434 Functional Classification: Urban Principle Arterial

Expressway

Project Type: Multi-Use Path Design Classification: Other Freeways



Hwy. Truck Access


Condition Proposed Condition1

1 Design Speed 60 mph1


55 mph posted

60

2 Lane Width 12 ft min

HDM Section 2.7.1.1 B, Table 2-2 12 ft 12 ft

3 Shoulder Width 10 ft

HDM Section 2.7.1.1 C, Table 2-2 6 ft** 8 ft**

4 Horizontal Curve


HDM Section 2.7.1.1 D, Table 2-2 3285 ft 3285 ft

5 Superelevation 8% Max.

HDM Section 2.7.1.1. Exhibit 2-1b 4%** 4%**

6



570 ft Min. HDM Section 2.7.1.1 F, Table 2-2

570 ft 570 ft

7 Maximum Grade 4%

HDM Section 2.7.1.1 G, Table 2-2 3% 3%


1.5% - 2% 1.5% - 2%

9 Vertical

Clearance

16 ft Min., 16.5’ desirable BM Section 2.3

16.5 ft 16.5 ft

10 Design Loading

Structural Capacity



11 Pedestrian

Accommodations ADA Compliance Yes

ADA Compliance

1 The Regional Traffic Engineer has concurred that the use of a Design Speed of 60 mph is consistent with the anticipated off-peak 85th percentile speed within the range of functional class speeds for the terrain and volume.

** Denotes nonstandard feature


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3.2.3.3 Other Design Parameters –

Roadway Design Vehicle: WB-67 Stormwater Drainage Ditch Design Flood: 25 Year for Storm Event Stormwater Closed Drainage System Design Flood: 10 Year for Storm Event

3.3 Engineering Considerations

3.3.1 Operations (Traffic and Safety) & Maintenance

3.3.1.1 Functional Classification and National Highway System –

This project will not change the functional classification of the highway.

3.3.1.2 Control of Access –

As part of the project, driveways within the project limits will be evaluated and improved as appropriate to meet NYSDOT Policy and Standards for the Design of Entrances to State Highways. Appropriate improvements will be made to enhance safety for bicycles and pedestrian crossings.

3.3.1.3 Traffic Control Devices -

3.3.1.3 (1) Traffic Signals – Potentially need new traffic signals at the NYS Route 434/Murray Hill intersection and NYS Route 434/Clubhouse Road intersection due to the proposed shared-use path and grading impacting traffic signal poles. The NYS Route 434/University Plaza Entrance will require a new signal to add pedestrian hardware. This signal was originally scheduled for replacement of a routine signal block project, but was included in this project, so that it would be consistent with the project plans. A new signal is needed at NYS Route 434/Vestal Ave/Normandy Court intersection due to the realignment of the intersection. A new signal at NYS Route 434 and Plaza Drive is proposed to increase safety for the pedestrian crossing. Methods to prevent vehicular traffic from accessing the path will be considered in final design.

3.3.1.3 (2) Signs - Existing signs will be evaluated and replaced or relocated as necessary. New signs will be added where required. Greenway Wayfinding signs will be added according to the Greenway signing plan. All signing will be designed in final design.

3.3.1.4 Intelligent Transportation Systems (ITS) –

BMTS desires that a pedestrian/bicycle counter be added within the limits of the shared-use path project. This will be evaluated during final design.

3.3.1.5 Speeds and Delay -

3.3.1.5 (1) Proposed Speed Limit - The existing posted speed limits will be retained upon completion of the project.

3.3.1.5 (2) Travel Time Estimates – Travel time estimates are not included as the reasonable alternatives will not change the capacity.

3.3.1.6 Traffic Volumes –

There are no anticipated changes in traffic volumes due to the nature of the project (multi-use path), see Section 2.3.1.6 for existing traffic volumes. Refer to Appendix C for traffic Count Hourly reports.

3.3.1.7 Level of Service and Mobility –

The future NYS Rte 434 EB PM approach at the Murray Hill intersection deteriorates to LOS D with 47.6 sec of average delay in both the Null and Alternative 1 conditions. There would have been no difference


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with selection of Alternatives 9 & 10. This deterioration is based on the impact of future vehicular traffic volume forecasts. Because of the split phasing on the NB and SB approaches of the Murray Hill signalized intersection, all pedestrian crossings in any direction at this intersection will have no impact on the operation and capacity of this traffic signal.

All other existing and future Rt 434 EB and WB approach phases operate at LOS C or better in the Null and Alternative 1 at all other project intersections for both AM and PM conditions.

The overall level of service is determined by the individual intersection level of service analyses. See Exhibit 3.3.1.7-2A & 2B

3.3.1.7 (1) At Project Completion & Design Year –

Exhibit 3.3.1.7 – 2A AM Peak Hour Traffic Intersection Level of Service and Delays (sec) Alternative 1



ETC - 2021 B (19.9) B (22.7) D (48.4) D (54.6) C (26.6)

ETC+10 - 2031 C (22.3) C (25.6) E (55.5) E (55.2) C (30.5)


ETC - 2021 B (10.5) A (8.2) A (0.9) N/A A (8.9)

ETC+10 - 2031 B (19.6) B (17.8) B (12.1) N/A B (18.4)


ETC - 2021 C (23.9) A (8.7) D (37.2) N/A C (12.0)

ETC+10 - 2031 C (32.1) B (14.4) D (35.1) N/A C (22.6)


ETC - 2021 B (13.3) B (14.8) D (50.8) N/A B (17.2)

ETC+10 - 2031 A (8.0) C (20.8) E (68.3) N/A C (20.4)


ETC - 2021 A (7.3) B (13.0) D (54.5) D (43.5) B (15.3)

ETC+10 - 2031 A (8.9) B (15.5) D (50.9) D (43.5) B (17.2)

Exhibit - 3.3.1.7-2B PM Peak Hour Traffic Intersection Level of Service and Delays (sec) Alternative 1



ETC - 2021 B (19.9) C (22.7) D (48.4) D (54.6) C (26.6)

ETC+10 - 2031 D (47.6) C (25.9) F (104.0) F (110.4) E (58.0)

ETC - 2021 B (10.5) A (8.2) A (0.9) N/A A (8.9)

ETC+10 - 2031 B (18.5) B (10.3) E (61.6) N/A B (16.9)


ETC - 2021 C (23.9) A (8.7) D (37.2) N/A B (16.6)

ETC+10 - 2031 D (40.0) B (18.5) D (46.9) N/A C (32.0)


ETC - 2021 B (13.3) B (14.8) D (50.8) N/A B (17.2)

ETC+10 - 2031 B (16.8) B (14.2) F (108.6) N/A C (21.1)


ETC - 2021 A (7.3) B (13.0) E (54.5) D (43.5) B (15.3)

ETC+10 - 2031 B (13.9) B (12.3) E (76.4) D (53.5) B (18.9)


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Some operational assumptions in Alternative 1 that impacted level of service were: a. At the newly signalized Plaza Drive intersection, NYS Route 434 EB right turns were protected

only and proceeded concurrent with the Plaza Drive NB right turn movement. The WB NYS Route 434 left turn movement was protected only. Right on red turns from NYS Route 434 EB were prohibited but NB ROR from Plaza Drive were allowed. NB left turns from Plaza Drive were prohibited.

b. At the University Plaza Entrance intersection NYS Route 434 EB right on red turns were prohibited. NB ROR from the Plaza were allowed.

3.3.1.7 (2) – Work Zone Safety & Mobility –

A. Work Zone Traffic Control Plan -

All roadways within the project limits are expected to remain open during construction. Temporary lane closures and some construction related delay may also occur within the project limits, but major traffic impacts are not expected. Impacts to residential and commercial driveways will be mitigated through WZTC. Work Zone Traffic Control along NYS Route 434 EB will consist of shoulder closures and single right lane closures. Lane closure will be scheduled in accordance with NYS Route 434 Lane Close Restrictions shown in table below.

NY 434 - PERIODS WHEN NO LANE CLOSURES ARE ALLOWED

NO LANE CLOSURES ALLOWED WITHIN 500' OF A SIGNALIZED INTERSECTION BEWTWEEN 7 AM – 9 PM IN EITHER DIRECTION OF TRAVEL.

SEGMENT EASTBOUND WESTBOUND

MURRAY HILL TO BINGHAMTON CITY WEST LINE

3 PM TO 6 PM 12-2, 4 TO 6 PM

BINGHAMTON CITY WEST LINE TO PENNSYLVANNIA AVE RAMPS

4 PM TO 6 PM 4 PM TO 5 PM

B. Special Provisions –

Nighttime construction may be utilized on this project. The use of time related provisions will be evaluated during final design to determine if nighttime construction will be necessary to balance the impacts to residential and commercial properties and the disruption to the public. The work zone traffic control will need to be coordinated with local officials, residents/property owners, and business.

C. Significant Projects (per 23 CFR 630.1010) -

The Region has determined that the subject project is not significant per 23 CFR 630.1010.

A Transportation Management Plan (TMP) will be prepared for the project consistent with 23 CFR 630.1012. The TMP will consist of a Temporary Traffic Control (TTC) plan. Transportation Operations (TO) and Public Information (PI) components of a TMP will be considered during final design.

3.3.1.8 Safety Considerations, Accident History and Analysis –

Please refer to Section 2.3.1.8 and Appendix C for information and analysis.

3.3.1.9 Impacts on Police, Fire Protection and Ambulance Access –

The project will not have a permanent effect on police or emergency services. The proposed pedestrian shared-use path was designed to allow an ambulance to access areas of the shared-use path, if needed.


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Additional provisions such as blue lights, cameras and/or other security measures will be evaluated in Final Design.

Emergency services providers (ESP) have been and will continue to be included in outreach for the project. Although shoulder closures and possible closure of the one east bound travel lane are anticipated during construction, impacts to ESP are not anticipated.

3.3.1.10 Parking Regulations and Parking Related Issues –

Nineteen on-street parking spots are proposed along Service Road to provide park-and-ride access to the shared-use path. There will be temporary parking impacts to Columbia Financial Mutual.

3.3.1.11 Lighting –

Pedestrian lighting is proposed to illuminate the multi-use path. It is recommended to be dark-sky friendly lighting. Where trees exist or are planted, fixture type and placement will be coordinated to shed light under the canopy. Additional information will be provided in final design.

3.3.1.12 Ownership and Maintenance Jurisdiction –

NYSDOT will construct the multi-use path and the City of Binghamton and Town of Vestal will be responsible for the maintenance of the path. The maintenance jurisdiction will be specified in the final plans.

3.3.1.13 Constructability Review -

This project is being reviewed by the Regional Construction Group. All comments will be addressed in final design report.

3.3.2 Multimodal

Refer to Exhibit 1.4 – B, Comparison of Alternatives for data regarding north to south road crossings, side road/commercial driveway crossings and residential drive way crossings. As the table indicates there are significantly less conflicts with the preferred alternative.

3.3.2.1 Pedestrians –

The proposed multi-use path will provide accommodations for pedestrians. Sidewalk is proposed along Service Road to connect the multi-use path to proposed parking spaces at Plaza Drive in the Town of Vestal.

The multi-use path will have direct access to MacArthur Park, a City of Binghamton park.

3.3.2.2 Bicyclists –

The proposed multi-use path will provide accommodations for bicyclists. However some more experienced bicyclists may choose to ride in the travel lane along the shoulder of NYS Rte 434 or on Vestal Ave.

3.3.2.3 Transit –

No changes are proposed to existing routes or transit stops; however, the proposed multi-use path has the potential to enhance transit use, because it will provide additional options for non-motorized transportation and could be used to access transit options.


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3.3.2.4 Airports, Railroad Stations, and Ports –

No changes are proposed; no conflicts are expected.

3.3.2.5 Access to Recreation Areas (Parks, Trails, Waterways, and State Lands) –

The proposed multi-use path is part of the existing Two Rivers Greenway system and supports multiple recreation opportunities, such as walking, bicycling, and inline skating. The shared-use path will provide a connection to MacArthur Park and will connect to the previously constructed multi-use path that provides a connection to Veterans Park and the South Washington St. Bridge.

3.3.3 Infrastructure

3.3.3.1 Proposed multi use path Highway Section –

Refer to Appendix A for a typical section.

3.3.3.1 (1) Right of Way - There are proposed ROW acquisitions. No homes or businesses will need to be relocated for this proposed shared-use path project. Refer to Appendix H for a detailed breakdown of right-of-way acquisitions. Twenty-four (24) right-of-way acquisitions will be required along the shared-use path alignment. Five (5) significant (greater than ten percent of the overall parcel size) acquisitions are anticipated. The more significant acquisitions include one City of Binghamton owned property and one private residential property. For the shared-use path connections from Vestal Avenue to NYS Route 434 near Ivanhoe Road, acquisition of 11,445 ft2 will be required from the City of Binghamton. This is approximately 22.2% of the total parcel size. For the same connection, 20,118 ft2 will need to be acquired from Christian Tvetenstrand & Jody Tvetenstrand. This is approximately 26.1% of their total parcel size. The acquisition affects the northern portion of the Tvetenstrand property, along the full length of its northern parcel boundary. This parcel is steeply sloped and currently undeveloped; the owners have two additional parcels to the south. The impact to the City of Binghamton parcel is primarily confined to the southeastern portion of the currently undeveloped parcel. Due to the undeveloped nature of both parcels, the proposed acquisitions will not affect the current uses. Right-of-way acquisitions must be acquired in accordance with the Federal Uniform Act requirements. Further, the property incorporated into the project will be acquired in accordance with the Uniform Relocation Assistance Real Property Acquisition Policies Act of 1970, as amended and related Federal regulations.”

The property incorporated into the project will be acquired in accordance with the Uniform Relocation Assistance Real Property Acquisition Policies Act of 1970, as amended and related Federal regulations.

According to the Regional Right-of-Way Office, the acquisitions proposed under this project are considered to be non de minimis.


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Exhibit 3.3.3.1

Anticipated Right-of-Way Acquisitions

Owner

Tax Map No.

Type of

Acquisition

Estimated

Acquisition Area

Parcel Size

Percentage of

Acquisition

GRAND PRIX BINGHAMTON, LLC 159.15-2-2 FEE 0.03 acres* 3.3 acres 0.9%

ACC OP (BINGHAMTON I) LLC 159.15-2-21.12 FEE & PE 0.21 acres*

17.1 acres 1.2%

TE 0.01 acres* 0.1%

VESTAL PARK, LLC

159.15-2-37.1 FEE & PE 0.54 acres*

13.4 acres 4.0%

TE 0.14 acres* 1.0%

NORTH STAR GROUP, LLC 159.15-1-26 & 27 FEE & PE 0.08 acres* 0.8 acres 10.0%

NORTH STAR GROUP, LLC 159.15-1-28 FEE & PE 0.04 acres* 0.5 acres 8.0%

VESTAL PARK, LLC

159.15-2-22.1 FEE 0.03 acres*

1.0 acres 3.0%

TE 0.08 acres* 8.0%

COLUMBIAN MUTUAL LIFE INSURANCE

COMPANY

159.15-2-23

159.15-2-24

159.66-1-2

FEE & PE 0.09 acres* 4.8 acres

1.9%

TE 0.03 acres* 0.6%

TOWN OF VESTAL

(BED OF PLAZA SERVICE ROAD)

NO TAX MAP

NUMBER

FEE

0.64 acres*

1.6 acres

40.0%

RONALD H. BEARD & CONSTANCE A. BEARD

159.66-1-3 FEE 0.01 acres*

0.2 acres 5.0%

TE 0.06 acres* 30.0%

ELENA A. IANKOVA & ATANAS TZENEV

159.66-1-4 FEE 0.00 acres*

0.4 acres 0.0%

TE 0.04 acres* 10.0%

THAD DEMULDER 159.66-1-5

159.67-1-1

FEE 0.00 acres*

0.6 acres 0.0%

TE 0.05 acres* 8.3%

ROBERT B. NEILL & ELIZABETH M. WATSON

159.67-1-2 FEE 0.02 acres*

0.4 acres 5.0%

TE 0.02 acres* 5.0%

ROGER M. SHADY

159.67-1-3 FEE 0.01 acres*

0.3 acres 3.3%

TE 0.03 acres* 10.0%

PAMELA S. MARTEN & MARJORIE A. MARTEN 159.67-1-4 TE 0.01 acres* 0.4 acres 2.5%

RICHARD A. BARBER & JOYCE D. BARBER 159.67-1-26 FEE W/OA 0.01 acres* 0.1 acres 10.0%

NANCY E. NICKLAW 159.67-1-27 & 28 FEE W/OA 0.03 acres* 0.3 acres 10.0%

JAMES S. WALLEY 159.75-1-29 FEE W/OA 0.02 acres* 0.2 acres 10.0%

REBECCA BROWN 159.75-1-30 FEE W/OA 0.02 acres* 0.1 acres 20.0%

CITY OF BINGHAMTON 160.77-1-31 FEE 0.26 acres* 1.2 acres 21.7%

CHRISTIAN D. TVETENSTRAND & JODY B.

TVETENSTRAND

160.77-1-2 FEE 0.46 acres*

1.8 acres 25.6%

TE 0.11 acres* 6.1%

FEDERAL NATIONAL MORTGAGE ASSOCIATION

160.77-1-4 FEE 0.02 acres*

2.0 acres 1.0%

TE 0.06 acres* 3.0%

CITY OF BINGHAMTON

160.78-1-2 FEE & PE 0.78 acres*

15.5 acres 5.0%

TE 0.31 acres* 2.0%

CITY SCHOOL DISTRICT OF THE CITY OF

BINGHAMTON

160.71-1.2 FEE 0.01 acres*

12.3 acres 0.1%

TE 0.08 acres* 0.7%

MARK A. GABBIDON

160.72-1-1 PE 0.02 acres*

0.3 acres 6.7%

TE 0.02 acres* 6.7%

SYLVIA ADAE-AMOAKOH 160.72-1-11 TE 0.01 acres* 0.2 acres 5.0%

MICHAEL J. RICE & MARTHA E. RICE 160.72-1-12 TE 0.02 acres* 0.1 acres 20.0%

RONALD TIERNO

159.66-1-4 FEE 0.00 acres*

0.1 acres 0.0%

TE 0.02 acres* 20.0%

3.3.3.1 (2) Curb – Concrete curbing is proposed within the project limits

3.3.3.1 (3) Grades – The proposed maximum grade for the multi-use path will be 4.5% except where the shared-use path is following the existing grade of NYS Route 434 in the vicinity of Service Road where the max slope is 5.96%.


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3.3.3.1 (4) Intersection Geometry and Conditions – The existing intersection geometry at NYS Route 434 and Vestal Ave will be improved with traffic calming measures to help reduce the vehicle speeds of traffic heading to Vestal Ave.

3.3.3.2 Special Geometric Design Elements -

3.3.3.2 (1) Nonstandard Features –

A nonstandard shoulder width will be retained from University Plaza Entrance to Clubhouse Road due to the proximity of the Starbucks parking area. The shared-use path width was narrowed to maximize the shoulder width in this area.

The 4% superelevation noted in Exhibit 3.2.3.2 - Critical Design Elements for NYS Route 434 Clubhouse to Pennsylvania Avenue will be retained.

The outside lane width on Route 434 Murray Hill to Clubhouse Road are nonstandard and will be retained.

The right shoulder width on Route 434 from Clubhouse Road to Pennsylvania Avenue are nonstandard and will be retained.

The lane widths on Vestal Avenue in the vicinity of the intersection with NYS Rte. 434 are nonstandard. The lane widths of 12’ will be retained to meet ADA requirements for the shared-use path as it transitions from the southside of Vestal Avenue to the southside of NYS Rte. 434.

3.3.3.2 (2) Non-Conforming Features –

Horizontal curvature for the shared-use path at the two (2) locations with 90 degree turn approaches at the Vestal Avenue crossing due not meet the horizontal curve parameters. Reference GNP A1-6 and GNP A1-9. The crossing shown on GNP A1-6 (Starbucks driveway) crosses a driveway and will be controlled with the appropriate signage and pavement markings. The crossing shown on GNP A1-9 is where the shared-use path crosses from the southside of Vestal Avenue across Vestal Avenue to the southside of NYS Rte. 434. This non-conforming feature is mitigated by controlled movement (traffic and ped signals), pavement markings and signage.

Shoulder width along the shared-used path, in some locations, will be reduced to 1’ from the minimum of 2’ in areas were the shared-use path is reduced in width and has a bicycle railing. The shoulder width is reduced due to site conditions. The lateral clearance for bicycle recovery will be 1’.

3.3.3.3 Pavement and Shoulder –

The proposed shared-use path will be a paved asphalt section. The shoulders will be an unpaved shoulder material or paved asphalt in areas adjacent to retaining walls. Roadway and roadway shoulders will be a paved asphalt section that matches the existing pavement. Porous pavement is not proposed at this time but will be reviewed in final design to determine if it is appropriate to use.

3.3.3.4 Drainage Systems –

A closed drainage system consisting of drainage structures and culverts will be installed between NYS Route 434 and the Shared-use path at the base of the fill type retaining walls. A closed drainage system will be installed between Plaza Drive and University Plaza Entrance to replace the open drainage system that is being filled in by the proposed shared-use path. An open drainage system above the proposed cut type retaining walls will be utilized where practical to collect storm water before the water reaching the shared-use path. A closed drainage system will be used where an open drainage system is not practical. Existing drainage ditches/structures will be cleaned as part of all reasonable alternatives.


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3.3.3.5 Geotechnical –

Geotechnical design and review will be required for the construction of retaining walls throughout the project. Fill type retaining walls are proposed between the shared-use path and the roadway from stations A1 42+35 to A1 51+00 and stations A1 57+00 to A1 103+00. Cut type retaining walls are proposed on the side of the shared-use path away from the roadway from stations A1 22+72 to A1 32+00, stations A1 69+00 to A1 79+00, stations A1 83+88 to A1 90+00, and stations A1 93+75 to A1 99+63. After preliminary review of the geotechnical borings, H-Pile and lagging walls would be appropriate for the cut type retaining walls.

3.3.3.6 Structures –

There are no proposed bridges within the project limits.

3.3.3.7 Hydraulics of Bridges and Culverts –

There are no bridges within the project limits.

There are no dams in the vicinity of the project that would be adversely affected.

There are a number of culverts under NYS Route 434 carrying streams to the Susquehanna River that will need to be extended to accommodate the shared-use path.

3.3.3.8 Guide Railing, Median Barriers and Impact Attenuators –

All guide rail within the project limits will be evaluated during final design for conformance to design standards and replaced or repaired, if necessary. This project proposes the use of box beam guide rail and concrete barriers to separate vehicle traffic from bicycle/pedestrian traffic. In addition, concrete barriers will be used to protect retaining walls from vehicle traffic. Where the shared-use path is raised above the roadway, pedestrian barrier is proposed. The type and location of all barriers will be determined in final design.

Exhibit 3.3.3.8 Proposed Location of Guide Railing, Median Barriers and Impact Attenuators

Type Location Side Length (ft)

Box-Beam Guide Rail On 434 Before Vestal Road Entrance Right 2155

Box-Beam Guide Rail On 434 After Vestal Road Entrance Right 734

Concrete Barrier Guide Rail On 434 After University Plaza Entrance Right 461

Concrete Barrier Guide Rail On 434 Between The Plaza and Clubhouse Road Right 304

Concrete Barrier Guide Rail On 434 After Vestal Ave Entrance Right 4407

Box-Beam Guide Rail On 434 After Vestal Ave Entrance Right 419

Concrete Barrier Guide Rail On 434 Next to MacArthur Elementary School Right 295

Box-Beam Guide Rail On 434 Next to MacArthur Elementary School Right 1948

3.3.3.9 Utilities –

See Appendix D for list of impacted utilities.

3.3.3.10 Railroad Facilities –

The proposed improvements will not affect railroad facilities.

3.3.4 Landscape and Environmental Enhancements –

Refer to Chapter 4 for complete discussion.


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3.3.4.1 Landscape Development and Other Aesthetics Improvements –

The Department will provide/replace landscaping as a part of the overall enhancement and aesthetic improvement efforts for this project. Refer to Chapter 4 for a more detailed discussion.

3.3.4.2 Environmental Enhancements –

The shared-use path provides views of the river, recreational use for pedestrians and bicyclists, and connects to existing parks.

3.3.5 Miscellaneous

NYS Smart Growth Public Infrastructure Policy Act (SGPIPA)

Pursuant to ECL Article 6, this project is compliant with the New York State Smart Growth Public Infrastructure Policy Act (SGPIPA). This project has been determined to meet the relevant criteria, to the extent practicable, described in ECL Sec. 6 -0107. Specifically, the project:

• Provides a new multi-use path to accommodate pedestrians and bicyclists near existing roads

• Creates a link for non-automobile travel between the Town of Vestal and the City of Binghamton, strengthening the community ties as well as reducing greenhouse gas emissions

• Enhances the Susquehanna River waterfront with the preferred phase 1 alternative

• Consistent with the Binghamton Metropolitan Transportation Study's 1999 Greenway Study, the City of Binghamton’s Local Waterfront Revitalization Program, and the City of Binghamton's Long Range Comprehensive Plan.

This publically supported infrastructure project complies with the state policy of maximizing the social, economic and environmental benefits from public infrastructure development. The project will not contribute to the unnecessary costs of sprawl development, including environmental degradation, disinvestment in urban and suburban communities, or loss of open space induced by sprawl.

See Smart Growth Checklist in Appendix L.

Other Miscellaneous Information

Proposed seating areas are desired and are under consideration. Possible locations include areas near Columbia Mutual Life, University Plaza, a number of locations between Vestal Ave and Pennsylvania Ave where the slope moves away from NYS Route 434, and a couple locations at MacArthur Park. The number and locations will be determined in final design.


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CHAPTER 4 - SOCIAL, ECONOMIC and ENVIRONMENTAL CONDITIONS and CONSEQUENCES

4.1 Introduction

This project involves the construction of a shared-use path from Pennsylvania Avenue in Binghamton, New York to Murray Hill Road in Vestal, New York. Several potential alignments along the north and south sides of Vestal Avenue, and the north and south sides of NYS Route 434 were initially evaluated to identify the most feasible alternatives to meet project objectives based on consideration of environmental factors as well as impacts to right of way, safety, and cost. A matrix that outlines key considerations of these alternatives is included in Appendix N. Following the analysis, three reasonable alternatives were progressed for further consideration, Alternatives 1, 9 and 10. Details regarding the three alternatives are provided in Sections 1.3 and 3.2. Alternatives 9 and 10 were dismissed due to concerns about the additional driveway crossings and property impacts. Alternative 1 was selected as the preferred alternative; existing environmental conditions within the project area and potential impacts associated with the preferred alternative, Alternative 1 are discussed below.

4.1.1 Environmental Classification

4.1.1.1 NEPA Classification -

This project is being progressed as a Class II action (Categorical Exclusion) because it does not individually or cumulatively have a significant environmental impact and is excluded from the requirement to prepare an Environmental Impact Statement (EIS) or an Environmental Assessment (EA) as documented in the Federal Environmental Approvals Worksheet (FEAW) and the following discussion in this chapter.

Specifically, in accordance with the Federal Highway Administration’s regulations in 23 CFR 771.117(c) this project is one of the project types described as “construction of bicycle and pedestrian lanes, paths, and facilities” and does not significantly impact the environment. Refer to Appendix B for the FEAW.

4.1.1.2 SEQR Classification -

In accordance with 17 NYCRR, Part 15, “Procedures for Implementation of State Environmental Quality Review Act”, the Department has determined that this project is a SEQRA non-type II Action. The SEQRA determination will be completed after the public hearing and will incorporate any applicable public feedback and the determination will be included in the Final Design Report.

4.1.2 Coordination with Agencies

4.1.2.1 NEPA Cooperating and Participating Agencies -

The following agencies are Cooperating Agencies in accordance with 23 CFR 771.111(d):

NYS Department of Environmental Conservation U.S. Army Corps of Engineers United States Fish and Wildlife Service NYS Office of Parks Recreation and Historic Preservation

4.2 Social

The purpose of this section is to discuss the social environment in the vicinity of the project. This project involves the construction of a shared-use path from Pennsylvania Avenue in Binghamton, NY to Murray Hill Road in Vestal, NY. This section will evaluate the social aspects of the project area and potential impacts associated with the project.


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4.2.1 Land Use

4.2.1.1 Demographics and Affected Population -

The NYS Route 434 corridor between Murray Hill Road and Vestal Avenue is moderately developed with commercial businesses. From Vestal Avenue to Pennsylvania Avenue, NYS Route 434 is generally undeveloped because the Susquehanna River is immediately adjacent to the north, and the south side is a steep forested slope. MacArthur Elementary and suburban development are present between NYS Route 434 and Vestal Avenue toward the east end of the project area. Vestal Avenue is almost entirely suburban single-family homes with the exception of MacArthur Elementary and a few commercial properties at the east end.

The proposed project is within both the Town of Vestal and the City of Binghamton. The 2010 US Census reports that the Town of Vestal had a population of 28,043 persons and the City of Binghamton had 47,376. The median reported age was 30.5 in Vestal and 35.8 in Binghamton. In Vestal 16.1% of the population was reported at age 65 or older, and in Binghamton it was 15.3%. In Vestal, 82.9% of the population was identified as white, and in Binghamton it was 77.6%. In Vestal, 4.4% of the population was identified as Limited English Proficient (LEP), i.e., speaking English “less than very well.” In Binghamton, it was 4.5%. Information from the American Community Survey for LEP individuals indicates that 2.6% of households in Vestal and 2.4% of households in the City of Binghamton.

Based on data collected from the US Census 2015 American Community Survey, approximately 18.3% of Binghamton’s population identified as disabled, (although specific disabilities were not listed). This information was not available for Vestal. Binghamton’s percentage is higher than the percentage for Broome County, 14.4%, and New York State, 11.1 %.

Vestal had 10.2% of its population reported to be below the poverty level, and Binghamton had 33.9%. Vestal’s percentage is lower, and Binghamton’s percentage is higher than that year’s national average of 17.9%. According to the US Environmental Protection Agency EJ Screen Environmental Justice Screening and Mapping Tool, the western portion of the project, from Murray Hill Road to Clubhouse Road, is within a Potential Environmental Justice Area. Greater than 61% of the population in that tract is identified as low income; however, there are few, if any residential homes along NYS Route 434 within this segment of the corridor. Due to the character of the existing land use and the nature of this project there will not be an impact on lower income or minority groups. No significant right-of-way acquisitions are proposed within the Environmental Justice area. Further, no residential relocations are proposed. Conversely, the establishment of a pedestrian-friendly route between Vestal and Binghamton’s south side will provide a new transportation option for those without access to personal vehicles.

The US Census reported that in 2015, 78.8% of the Town of Vestal’s working population commuted individually by car or truck to work with an average travel time of 19.4 minutes. In Binghamton, 69.1% of the working population commuted individually by car or truck, with an average 18.0-minute commute. Both average commute times are shorter than the national average and considered by many to be reasonable for a work commute or shopping. The average commute times suggest most people are employed within the Greater Binghamton area and are not commuting to other cities such as Cortland or Syracuse.

4.2.1.2 Comprehensive Plans and Zoning -

The project is consistent with “Blueprint Binghamton”, the City’s 2014 comprehensive plan update. In fact, it is directly referenced as one of several metropolitan greenway development projects. The Two Rivers Greenway is a plan developed in 2012 for the Binghamton Metropolitan Transportation Study. This plan describes several existing and proposed greenway shared-use paths from Owego in Tioga County to the Town of Chenango in Broome County. The proposed project supports this plan’s objective of improving pedestrian and bicycle access to MacArthur Park.

Within the City of Binghamton, the project area is zoned as R-1 (Residential Single Unit Dwelling). Within the Town of Vestal, the project area includes several zoning districts including RA-1 (One-Family


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Residential), RA-2 (One and Two-Family Residential), C-2 (Community Business), CD (Commercial Development), and PDC (Planned Development Cluster). The project will not impact or require zoning changes.

4.2.2 Neighborhoods and Community

4.2.2.1 Community Cohesion -

The preferred alternative will not divide neighborhoods, isolate part of a neighborhood, generate new development or otherwise affect community cohesion. The age and ethnic background of the citizens directly affected by this project are not disproportionate to the surrounding Town and City. No dwellings are to be acquired for this project. No businesses or residences will have to be relocated.

The proposed project will enhance community cohesion through creation of a pedestrian transportation route between Vestal and Binghamton. Existing connectivity will not be affected by the proposed project and will be maintained throughout the construction period. Proposed connections to Vestal Avenue near Ivanhoe Road and MacArthur Park will further enhance connectivity and accessibility. Alternatives 9 and 10 were dismissed in part due to perceived pubic concerns associated with community cohesion.

4.2.2.2 Home and Business Relocations -

At the eastern end of the project corridor, the homes along Rush Avenue are situated in close proximity to NYS Route 434. At the intersection of Murray Hill Road and NYS Route 434 there is Binghamton University, M&T Bank, and New York Dental Group. Continuing east along NYS Route 434, A Choice Funding and WICZ TV are present before University Plaza. Several residences are situated along the north side of NYS Route 434 from Plaza Drive west. Additional homes were once present to the east of Plaza Drive but have been demolished. University Plaza is on the south side of NYS Route 434 and includes several restaurants, Visions Federal Credit Union, U.S Army Recruiting Office, AT&T, GNC, Starbucks, Planet Fitness, Colour Inspired Salon, and housing for Binghamton University and SUNY Broome students. A small shopping center on the north side of NYS Route 434 includes Howard Hannah Realty, 1st Priority Mortgage, Homestead Funding Corp, Talbots, Knead Relief Massage, and Elizabeth’s Shoes and Accessories. Columbian Family Life Insurance is located on the south side of NYS Route 434 at the intersection with Clubhouse Road. To the north of NYS Route 434 between Clubhouse Road and Pennsylvania Avenue, the Susquehanna River is very close, leaving no room for homes or businesses. To the south the topography is very steep; NYS Route 434 abuts the back yard of the homes on Vestal Avenue, which are situated on top of a steep slope.

Vestal Avenue is suburban residential from its intersection with NYS Route 434 to Rush Avenue. MacArthur Park and MacArthur Elementary School are present on the north side of Vestal Avenue between Edgebrook Road and Rush Avenue. Park Avenue Baptist Church is on the corner of Vestal Avenue and Rush Avenue. Between Rush Avenue and Pennsylvania Avenue are several residences, Donnelly Buyers, Psychic Aura, Anousheh Hair Designs, and Auto Zone. Twin Tiers Eye Care and Walgreens are at the intersection of Vestal and Pennsylvania Avenues.

4.2.3 Social Groups Benefited or Harmed

4.2.3.1 Elderly and/or Disabled Persons or Groups -

A review of US Census data in Section 4.2.1.1 indicates that there is no significant concentration of elderly or disabled persons in the project area. However, the proposed project would provide improved pedestrian mobility between Vestal and Binghamton, which improves the accessibility of these groups.

4.2.3.2 Transit Dependent –

Broome County Department of Public Transportation (B.C. Transit) buses utilize routes 5 Vestal Ave, 9 BU-SUNY Broome, 16BU Express, 57 Shopper’s Special with multiple stops on Vestal Avenue and NYS Route 434. This project is not anticipated to affect this bus route or any other public transportation option.


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The creation of a pedestrian-friendly route between Murray Hill Road and Pennsylvania Avenue will provide another option for those travelers without access to private transportation.

4.2.3.3 Low Income, Minority and Ethnic Groups (Environmental Justice) -

The project corridor is representative of the Town of Vestal and the City of Binghamton as a whole. The western portion of the shared-use path corridor from Murray Hill Road to Clubhouse Road is within an Environmental Justice Area. There are no commercial or residential relocations or significant right-of-way acquisitions within this area; therefore, adverse effects will not occur.

4.2.4 School Districts, Recreational Areas, and Places of Worship

4.2.4.1 School Districts -

The proposed project is within the Vestal and Binghamton City School Districts. MacArthur Elementary, a Binghamton City school, is located between NYS Route 434 and Vestal Avenue near the eastern end of the project corridor. Additional schools in proximity to the project area include St. John the Evangelist, Hillel Academy, and Vestal Hills Elementary, which are within walking distance of the shared-use path corridor. No other primary or secondary schools are present within or near the project.

The eastern end of the shared-use path alignment follows along the south side of NYS Route 434 in of the vicinity of MacArthur Elementary. Though pedestrian access to the school is currently provided along Vestal Avenue, the proposed shared-use path will provide an additional option to access the school using the shared-use path alignment through MacArthur Park.

The State University of New York at Binghamton (SUNY Binghamton) is situated at the western end of the project corridor. The proposed project would provide improved pedestrian access from the campus which abuts Murray Hill Road to the south side of Binghamton. University Plaza, which houses Binghamton University students, and is along the proposed NYS Route 434 shared-use path alignment. Students who live on campus without a personal vehicle could also utilize the shared-use path to access restaurants and businesses on Binghamton’s south side and in downtown Binghamton via the South Washington Street pedestrian bridge.

4.2.4.2 Recreational Areas -

MacArthur Park is located between NYS Route 434 and Vestal Avenue near the eastern end of the project corridor, adjacent to MacArthur Elementary. This is a Binghamton City park which offers tennis courts, baseball fields, a pool, swings, playground and softball/soccer fields.

The proposed shared-use path alignment follows the southern side of NYS Route 434 in the vicinity of MacArthur Park, and ultimately provides a connection with the park. Improved pedestrian access may increase visitation to this park. There are a large number of parks and points of interest just beyond the project area that are accessible via varying shared-use path segments. Access and visitation to nearby local parks will be improved as individual segments of the overall larger shared-use path network are developed. This shared-use path segment is a recreational area, and itself a component of the overall Two Rivers Greenway regional shared-use path network. The project will not have a negative effect on recreational areas.

4.2.4.3 Places of Worship -

Park Avenue Baptist Church is situated near the east end of the corridor at the intersection of Vestal Avenue and Rush Avenue. Several other churches and temples are located in the City of Binghamton and in the suburban residential areas of the Town of Vestal beyond the project area. The proposed project will not adversely affect accessibility of the congregants to nearby places of worship. The Shalom Staiman BU eruv encompasses the area surrounding the Binghamton University campus and adjacent areas in Vestal, including University Plaza, and the south side of NYS Route 434 at the western end of the project corridor. Establishment of the eruv allows Shabbat-observant students and residents to carry


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books, foot items and other necessities from place to place within the eruv on the Sabbath. It is assumed all impacts will be temporary and short term. Coordination will be completed to minimize impacts.

4.3 Economic

At the western end of the project corridor in Vestal, several businesses are present along NYS Route 434 including: M&T Bank, New York Dental Group, Fox 40 WICZ, Knead Relief Massage, Elizabeth’s Shoes and Accessories, Talbots, Howard Hannah Real Estate, Homestead Funding Corp, 1st Priority Mortgage, Kinder Care Learning Center, Columbian Family Life Insurance, and University Plaza which itself encompasses several restaurants, services, and retail businesses. No businesses are present along any of the shared-use path alternatives between Clubhouse Road and MacArthur Elementary School. At the eastern end of the project corridor, in the City of Binghamton, several businesses are present near the project terminus. Auto Zone, Walgreens, and Twin Tiers Eye Care Associates are all situated at the intersection of Vestal Avenue and Pennsylvania Avenue, approximately 350 feet southeast of the project’s eastern end.

There may be some temporary minor inconveniences to nearby businesses during the construction of the project. Access to all businesses will be maintained during construction. A small economic benefit may be realized by businesses within the immediate vicinity of the project. The construction of the greenway shared-use path will facilitate pedestrian traffic between Vestal and Binghamton, which will likely benefit businesses in both locations.

4.3.1 Regional and Local Economies

No major effects to the regional and local economies are anticipated. However, greenways in general have been shown to provide economic benefit to their areas. The proposed project is part of the Two Rivers Greenway, which may help make the greater Binghamton area more appealing to visitors and residents.

4.3.2 Business District Impacts

At the western end of the project corridor there are numerous businesses, the majority of which are eateries. No businesses are present in the central portion of the corridor. Several businesses are present at the eastern end including eateries, retail, and medical services. Transportation to both of these commercial areas is predominantly by private vehicle or public transportation. Some pedestrian traffic is also present from the surrounding suburban residences. Sidewalks are present on the south side of Vestal Avenue. There are no pedestrian accommodations on NYS Route 434 east of Normandy Court. Local Bicycle Route 2 enters the project corridor from the west on NYS Route 434 and continues onto Vestal Ave and traverses through the corridor beyond Pennsylvania Avenue.

Vehicular traffic routes and volumes are not anticipated to change. There will be no permanent decrease in parking availability. Pedestrians and bicyclists are anticipated to increase with the construction of the greenway shared-use path and therefore, increase foot traffic to local businesses. Further, the project alternatives have been evaluated relative to the number of driveway crossings, impact on commercial properties and ensuring pedestrian safety at these locations.

4.3.3 Specific Business Impacts

Eateries along the project corridor are likely to gain patronage from recreational shared-use path users who are looking for a meal or a drink. The student housing at University Plaza may become more desirable as the shared-use path provides a pedestrian option to University Plaza and the City of Binghamton’s south side. Retail and service establishments may also see an increase in foot traffic from residents from the opposite end of the proposed project.

The proposed signalized intersection at Plaza Drive is anticipated to result in 15-20 second delays for vehicles travelling eastbound on NYS Route 434 during peak hours; however, this is not anticipated to be significant enough to adversely affect businesses in this area. Any negative impacts to these businesses would be limited to minor, short-term inconveniences during the construction period.


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4.4 Environmental

4.4.1 Wetlands

4.4.1.1 State Freshwater Wetlands -

There are no NYSDEC regulated freshwater wetlands or regulated adjacent areas (100ft) within the project area, as per the NYSDEC online Environmental Resource Mapper (ERM). No further investigation is required and Environmental Conservation Law, Article 24 is satisfied.

4.4.1.2 State Tidal Wetlands -

A review of the NYSDEC GIS wetland data files indicates that there are no NYSDEC jurisdictional tidal wetlands or regulated adjacent areas within or near the project limits, and ECL Article 25 does not apply.

4.4.1.3 Federal Jurisdiction Wetlands -

The USFWS’s National Wetlands Inventory (NWI) online Wetlands Mapper was reviewed for the project corridor. One NWI mapped wetland is present on the south side of the NYS Route 434 corridor immediately west of the MacArthur Park baseball fields. A wetland investigation was performed in October and November 2016 and January and April 2017 by Shumaker Consulting Engineering & Land Surveying, D.P.C. in accordance with the criteria defined in the 1987 US Army Corps of Engineers Wetland Delineation Manual and the Northeast and Northcentral Regional Supplement. Eight wetlands (Wetlands A, B, C, CC, D, E, EE, and F) were identified and delineated within the NYS Route 434 corridor. Wetland C corresponds with the mapped NWI wetland in the NYS Route 434 Corridor. No wetlands were identified within the Vestal Avenue corridor. Further information regarding these wetlands can be found in the Wetland Delineation Report, dated May 2018 in Appendix B. Wetland locations are also depicted on the project plan sheets.

It is anticipated that the proposed project will impact wetlands as noted in Exhibit 4.4.1.3. Temporary impacts have been estimated based on a 10-foot offset from the limits of work to accommodate construction vehicles and/or materials stockpiling. Actual temporary impacts will be calculated as part of the permitting process. Wetland impacts were continuously reviewed throughout the design process, in an attempt to avoid and minimize impacts to the extent practicable. Measures were evaluated and incorporated in an attempt to avoid impacts. However, due to the presence of existing resources and treatments needed to achieve project objectives, all wetland impacts could not be avoided. Mitigation measures proposed on this project include the use of retaining walls to minimize slope impacts, and modifications to the shared-use path alignment to avoid wetlands, where feasible, such as the alignment to the south of Wetland C (GNP A-1-19). Mitigation for these impacts is required and is discussed in Section 4.4.1.5. It is expected that this work will be authorized under Nationwide Permit # 14 – Linear Transportation Projects. Work will not commence until the permit is acquired, and work will adhere to all permit conditions.

A Blanket Section 401 Water Quality Certification (WQC) will not apply to this project. The area of permanent and temporary wetland impacts is 0.29 acres, which exceeds the blanket WQC threshold of 0.25 acres. Coverage under an Individual WQC will be necessary.

Exhibit 4.4.1.3 Wetland Impacts

Wetland Identified

Functional Values Total Size

(acre)

Impacts (ft2 [ac.])

ID Type Temp. Perm.

A Emergent • Flood flow alteration 0.045 0 [0.00] 1,891 [0.04]

B Emergent • Flood flow alteration 0.034 84 [0.00] 0 [0.00]


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Exhibit 4.4.1.3 Wetland Impacts

Wetland Identified

Functional Values Total Size

(acre)

Impacts (ft2 [ac.])

ID Type Temp. Perm.

C Emergent/Forested

• Flood flow alteration 0.425 439 [0.01] 0 [0.00]

CC Emergent • Flood flow alteration 0.117 619 [0.01] 4,471 [0.10]

D Emergent • Nutrient removal

• Flood flow alteration

0.033 944 [0.02] 177 [0.00]

E Emergent • Flood flow alteration 0.043 0 [0.00] 0 [0.00]

EE Emergent • Flood flow alteration 0.020 0 [0.00] 0 [0.00]

F Emergent • Flood flow alteration 0.098 0 [0.00] 3,920 [0.09]

Total Impacts 2,086 [0.05] 10,459 [0.24]

4.4.1.4 Executive Order 11990 -

A programmatic Executive Order 11990 applies to this project, based on its classification as a Categorical Exclusion under 23 CFR 771.117 (c)(3) and its qualification for U.S. Army Corps of Engineers Section 404/Section 10 Nationwide Permit(s). Minor impacts to federal jurisdictional wetlands are proposed, however, there is no practicable alternative to construction in the wetland, and all practicable measures to minimize harm to the wetlands have been incorporated as referenced above. Mitigation is proposed to offset wetland impacts as described below. The project satisfies the requirements of EO 11990. No further approval from FHWA is required.

4.4.1.5 Mitigation Summary -

Compensatory wetland mitigation will be required to offset impacts to the federally jurisdictional wetlands. Executive Order 11990 applies to all wetlands, regardless of jurisdiction; however, no potentially non-jurisdictional wetlands will be impacted. Total permanent wetland impacts are calculated at 0.240 acres. The impacted wetlands consist of 0.01 acres of forested wetlands, and 0.23 acres of emergent wetlands. As described in the Function-Value Evaluation forms in the Wetland Delineation Report, these wetlands are typical of highway rights-of-way and previously disturbed areas. Invasive species are common and ecological functions are minimal. A mitigation ratio of 1.5:1 is suggested to replace the lost functions, but will need to be coordinated with the USACE during the permit process. At a ratio of 1.5:1, 0.36 acres of wetland mitigation would be proposed. Due to the narrow, linear, and developed nature of the project corridor, and the extensive Susquehanna River floodplain, beyond the developed corridor, options for on-site wetland creation are minimal, especially given the need to first address stormwater quality and quantity requirements on site. Further, the extensive presence of invasive species throughout the corridor would make mitigation success difficult. The Wetland Trust’s Cayuta/Catatonk/Owego Creeks Watershed in-lieu fee program covers the project area and appears to be the most effective option for wetland mitigation on this project. Purchase of approximately 0.36 credits is anticipated to offset the permanent wetland impacts associated with this project. Coordination with the USACE will be conducted during the permitting process to confirm appropriate mitigation ratios.

4.4.2 Surface Waterbodies and Watercourses

4.4.2.1 Surface Waters -

The NYSDEC online Environmental Resource Mapper (ERM) identified three streams that cross both the NYS Route 434 and Vestal Avenue corridors. These mapped streams are designated Class C Standard C waterbodies. The Susquehanna River and its’ corresponding floodplain is located to the north of the project area. A field investigation was conducted in October and November 2016, and January and April,


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2017 to verify the NYSDEC mapped streams, identify unmapped surface waters, and identify ordinary high water marks to support anticipated improvements and ultimately permit authorization. Streams 6 and 7 correspond with two of the mapped NYSDEC streams. No stream was observed in the location mapped as the third NYSDEC Stream (Reference Wetland Delineation Maps in the Wetland Delineation Report). Additional detail regarding the identified surface water resources can be found in the Wetland Assessment and Delineation Report found in Appendix B. It is anticipated that the proposed project activities will impact Waters of the U.S. It is expected that this work will be authorized under Nationwide Permit # 14 – Linear Transportation Projects. No direct or indirect impacts will occur to the Susquehanna River. A summary of the preliminary estimated impacts to these waters is presented below in Exhibit 4.4.2.1. These impacts are due to culvert replacement/lengthening and associated grading. Final impacts will be calculated during the permitting process in terms of volume below ordinary high water once final drainage design is progressed. The use of headwalls and other practices will be evaluated to minimize impacts associated with the culvert work. Mitigation to compensate for impacts may be required and will be coordinated with the USACE during this process. Work will not commence until the permit is acquired and will adhere to any conditions set forth by the permit requirements.

Exhibit 4.4.2.1 Stream Impacts

Stream Impacts (ft2 [ac.])

ID Type Temp. Perm.

1 Intermittent 89 [0.00] 219 [0.01]

2 Intermittent 146 [0.00] 119 [0.00]

3 Intermittent 18 [0.00] 73 [0.00]

4 Intermittent 28 [0.00] 99 [0.00]

5 Intermittent 70 [0.00] 1,377 [0.03]

6 Perennial 274 [0.01] 348 [0.01]

7 Perennial 0 [0.00] 120 [0.00]

8 Perennial 0 [0.00] 0 [0.00]

9 Intermittent 0 [0.00] 0 [0.00]

10 Intermittent 0 [0.00] 0 [0.00]

11 Intermittent 0 [0.00] 0 [0.00]

12 Intermittent 0 [0.00] 0 [0.00]

TOTAL 625 [0.01] 2,355 [0.05]

4.4.2.2 Surface Water Classification and Standards -

The NYSDEC online Environmental Resource Mapper (ERM) identified three streams that cross both the NYS Route 434 and Vestal Avenue corridors. Two of these unnamed tributaries to the Susquehanna River were confirmed to exist at or near their mapped locations; the third mapped stream was not observed at the mapped location. The two NYSDEC mapped streams are characterized as Class C Standard C and are not 303(d) segments.

The best usage for Class/Standard “C” waters is fishing. Water quality is suitable for fish propagation and survival. The water quality shall be suitable for primary and secondary contact recreation, although the small size, disjointed nature due to culverts under the roadways in the project corridors, and other factors may limit the use for these purposes.

The project will adhere to an erosion and sediment control plan as well as any permit requirements during construction to minimize the potential for water quality impacts.


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4.4.2.3 Stream Bed and Bank Protection -

Based upon a review of the NYSDEC GIS database, and as verified by a site visit, there are no protected streams, nor 50-foot regulated stream banks (on either side of a regulated stream) in the project area.

4.4.2.4 Airport and Airway Improvement -

This section does not apply as there is no work proposed at or near any airport or airway.


Proposed culvert replacement and/or extensions will result in temporary and permanent impacts to multiple streams, five intermittent and one perennial stream. The impact on intermittent streams will have an overall minimal impact on aquatic and ecological resources. The impact on the perennial stream will be limited to the extent necessary and quantified during final design as the drainage and structures are further developed. It is anticipated that mitigation will be required to compensate for impacts to the perennial stream. The stream mitigation will be handled in conjunction with the wetland mitigation via the in-lieu fee program.

4.4.3 Wild, Scenic, and Recreational Rivers

4.4.3.1 State Wild, Scenic and Recreational Rivers -

There are no NYSDEC Designated, Study or Inventory State Wild, Scenic or Recreational Rivers within or adjacent to the proposed project site. No further review is required.

4.4.3.2 National Wild and Scenic Rivers -

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

4.4.3.3 Section 4(f) Involvement -

The proposed project does not involve work in or adjacent to a wildlife or waterfowl refuge. No further consideration is required.


Mitigation is not required as there will be no effects to wildlife or waterfowl refuges.

4.4.4 Navigable Waters

This section will discuss state and federal navigable waters in the context of the project and its effects.

4.4.4.1 State Regulated Waters -

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

4.4.4.2 Office of General Services Lands and Navigable Waters -

There are no OGS underwater holdings located within the project’s area of potential effect that will be impacted by the work.


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4.4.4.3 Rivers and Harbors Act – Section 9 -

Since the project does not involve the construction or modification of any bridge, dam, dike, or causeway over any navigable water of the United States, Section 9 is not applicable.

4.4.4.4 Rivers and Harbors Act – Section 10 -

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

4.4.5 Floodplains

4.4.5.1 State Flood Insurance Compliance Program -

As shown on the GIS database for the 100-year floodplains, which utilized the current, approve FEMA flood plain information, part of the Susquehanna River watershed, which is located within the project corridor, is within regulated floodplains. The Susquehanna River runs parallel to NYS Route 434 in the project area and the floodplain evaluation shows the 100-year floodplain extends from the river to the north side of NYS Route 434 and does not cross the roadway to the south side and project location. There are sections of the 500-year floodplain that occupy the Southside of NYS Route 434 or even NYS Route 434 itself at various locations between Pennsylvania Avenue and Vestal Avenue. The selected shared-use path alternative for the project will not impact areas north of NYS Route 434, and no work is proposed within this floodplain. The shared-use path sections that would fall within the 500-year flood plain would be elevated to or above road grade and would be above the 500-year flood elevation.

There is a federal flood control facility levee that is owned by the USACE and maintained by the NYSDEC on the north side of NYS Route 434 from Pennsylvania Ave west until it crosses NYS Route 434 to the south in the vicinity of the west end of MacArthur Park. The shared-use path will cross over the levee as not to avoid impacting the levee itself. A Permit for State Flood Control Lands Use (Article 16), which is a joint permit between the USACE and NYSDEC will be required for this crossing. It is anticipated that the crossing will be designed in accordance with the USACE and NYSDEC requirements and that authorization under the permit will be granted.

4.4.5.2 Executive Order 11988 -

The project will not encroach on the 100 yr floodplain, therefore EO 11988 and 23 CFR 650 do not apply. The applicable FEMA Flood Insurance Rate Maps are:

3600570015D (9/5/1984)

3600380002C (6/1/1977)

360039C (1/6/1984).4.4.6 Coastal Resources4.4.6.1 State Coastal Zone Management Program -

The proposed project is located within the waterway of the Susquehanna River. The Susquehanna River is a designated inland waterway protected under the Coastal Zone Management Program, per Article 42 Section 911 of the Executive Law. The City of Binghamton has developed a Local Waterfront Revitalization Program, the requirements of which are discussed in Section 4.4.6.3. A Federal Consistency Assessment Form has been completed and can be found in Appendix P. The form will be submitted to the appropriate agencies in the Final Design. A Federal Aid Notification letter has been added to the Design Report and can be located in Appendix P.

4.4.6.2 State Coastal Erosion Hazard Area -

The proposed project is not located in or near a Coastal Erosion Hazard Area.


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4.4.6.3 Waterfront Revitalization and Coastal Resources Program -

The portion of the corridor, within the City of Binghamton is located within the bounds of the City of Binghamton Local Waterfront Revitalization Area as discussed in Section 2.2.1.1. The LWRP within the City of Binghamton encompasses the Chenango and Susquehanna River corridors. At the eastern end of the project area, the NYS Route 434 and Vestal Avenue corridors fall within the limits of the LWRP. West of Veteran’s Park, the southern limit of the LWRP is immediately south of NYS Route 434. The project is consistent with the goals and policies of the plan, as it enhances community character, makes efficient use of infrastructure, as well as provides beneficial use of the area near the Susquehanna River. A consistency certification is required from the City of Binghamton. The LWRP has been completed and placed in Appendix O. Both the Consistency Assessment Form and Federal Consistency Assessment Form have been completed and located in Appendix P. They will be submitted to the appropriate agencies in Final Design.

4.4.6.4 Federal Coastal Barrier Resources Act (CBRA) and Coastal Barrier Improvement Act (CBIA) -

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

4.4.7 Groundwater Resources, Aquifers, and Reservoirs

4.4.7.1 Aquifers -

NYSDEC aquifer GIS data files have been reviewed and it has been determined that the proposed project is located in the Endicott-Johnson City state jurisdictional primary aquifer. This project will incorporate measures in design and construction to avoid, minimize or mitigate any possible adverse impacts to the aquifer. These measures are intended to minimize contamination from highway runoff and construction activities. Project activities will comply with the applicable standards in 6 NYCRR Part 703.

A review of the EPA-designated Sole Source GIS data files indicate that the proposed project is located within the Sole Source Aquifer Boundary of the Clinton Street-Ballpark Valley Aquifer.

Based upon the Memorandum of Understanding (MOU) that exists between the regional offices of the Environmental Protection Agency (EPA) and the Federal Highway Administration (FHWA) it has been determined that no further Section 1424 (e) of the Safe Drinking Water Act (P.L. 93-523) review is required. This determination is based on the scope of the project, which does not result in the following:

1. Construction of additional through-traffic lanes, interchanges, or rotaries on existing roadways.

2. Construction of a two or more lane highway on a new alignment. 3. Construction of a rest area with on-site sewage disposal facilities.

Additionally, projects that may have an effect on the water quality of an aquifer to the extent that the goals of the MOU are not met, in the opinion of the FHWA, may be subject to review. The goal of the MOU is to prevent the introduction of contaminants into the aquifer in quantities that may create a public health threat or hazard or require additional treatment facilities to meet drinking water regulations. In determining whether a contaminant would threaten public health, factors, such as the contaminants’ toxicity, volume of contaminants entering the aquifer and aquifer characteristics and attenuation capabilities are considered.

It is anticipated that the proposed project will not create a significant hazard to public health or groundwater resources and will meet the goals stated in the FHWA-EPA MOU.

4.4.7.2 Drinking Water Supply Wells (Public and Private Wells) and Reservoirs -

There are no municipal drinking water wells, wellhead influence zones, or reservoirs within or near the project area, according to the NYSDEC inventory of water wells.


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4.4.8 Stormwater Management

NYS Route 434 is located within the urbanized area of the City of Binghamton and Town of Vestal and all Municipal Separate Stormwater Sewer Systems (MS4s) serving NYS Route 434 are automatically designated by the NYS Department of Environmental Conservation (NYSDEC) as “regulated” MS4s. This designation requires the development of a Stormwater Pollution Prevention Plan (SWPPP). The SWPPP must be implemented in order to protect water quality and to satisfy the appropriate water quality requirements of the Environmental Conservation Law (ECL) and the Clean Water Act. The project corridor is not adjacent to or discharging runoff to a TMDL Watershed or a listed 303(d) water body.

Since the limits of grading associated with the proposed construction of this project are expected to exceed 1 acre, a State Pollutant Discharge Elimination System (SPDES) General Permit for Construction Activities (GP-0-15-002), issued by the NYSDEC, will be required. A preliminary stormwater management assessment has been conducted for the proposed project in order to protect the waters of the State of New York from the adverse impacts of stormwater runoff. In accordance with Appendix B, Table 1 and Table 2 of the General Permit, the proposed project involves two different types of construction activities. A portion of the project including the realignment and reconstruction at the Vestal Avenue/ NYS Route 434/Normandy Court intersection is classified as a road reconstruction project. It is anticipated that a small amount of additional road reconstruction may result along other sections of the project due to the proximity of the shared-use path to the roadway, specifically along the proposed retaining walls. A road reconstruction project that involves soil disturbance of one or more acres requires the preparation of a full SWPPP that includes post-construction stormwater management practices. The majority of the project along NYS Route 434 will be classified as a bike path and shared-use path project, which according to Appendix B Table 1, requires the preparation of a SWPPP that only includes erosion and sediment controls. Because of the two different classifications, a full SWPPP will be prepared for the project; however, post-construction stormwater practices will be provided only for the portions of the project classified as a road reconstruction. Post-construction practices and hydraulic calculations will not be required for those sections classified as a bike path or shared-use path. Additionally, the project will be classified as redevelopment with an increase in impervious area. The majority of the increase in impervious area directly relate to adding pedestrian and bicycle accommodations within the project limits. The effects of the increased impervious area on water quality and quantity will be analyzed.

Post-construction stormwater management practices are required for water quality treatment and runoff reduction only, as the project area discharges directly to the Susquehanna River which is classified as a 5th order stream or larger. Therefore, no attenuation of peak flows or stormwater quantity control measures are required. In total, approximately 10.1 acres of soil disturbance are expected during the construction of this project, with approximately 1.3 acres occurring in road reconstruction areas requiring post-construction stormwater management practices.

The preliminary WQv has been calculated according to Chapter 9 of the New York State Stormwater Management Design Manual for redevelopment sites and the Highway Design Manual Chapter 8 Appendix B which require treatment of 25% of the water quality volume from the disturbed, existing impervious area and 100% of the water quality volume from new impervious area with standard practices. The preliminary water quality volume was calculated to be approximately 2,159 cf or 0.05 acre-ft. This calculation includes the reconstruction of the Vestal Avenue/NYS Route 434/Normandy Court intersection, as well as the assumption of partial shoulder reconstruction along the proposed walls along NYS Route 434.

The General Permit requires incorporation of green infrastructure techniques that preserve natural resources and utilize the existing hydrology of the site to provide runoff reduction of the entire water quality volume for any new impervious area. Sites that cannot meet runoff reduction requirements due to site limitations are required to meet the minimum runoff reduction volume based on soil type. The preliminary minimum runoff reduction volume, RRv, has been calculated to be approximately 0.01 acre-ft, although it is anticipated that the entire water quality volume could likely be able to be reduced via green infrastructure practices.


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Given the linear nature of the project and site constraints, stormwater management practice areas will be difficult to develop. Two locations have been identified and will be further developed during final design. One is located along the NYS Route 434 WB on ramp from Pennsylvania Ave and the other is located between NYS Route 434 and Vestal Ave in the vicinity of Lennox Drive. Infiltration testing will be required to determine the ideal location and which stormwater management practices to use. Options being considered include infiltration practices such as bioretention, dry swale or an infiltration trench or basin. It is anticipated that runoff would be collected from the adjacent shared-use path and roadway via sheet flow and be directed to the stormwater management practice for infiltration/treatment.

Erosion and Sediment Control plans and details will also be developed during final design of the project in accordance with Section 209 Soil Erosion and Sediment Control of the NYSDOT Standard Specifications and standard sheets and the NYSDEC Standards and Specifications for Erosion and Sediment Controls (Blue Book) in order to satisfy the SPDES Permit. These plans and details will include both temporary and permanent measures to prevent soil erosion and sediment form leaving the site. These measures will serve to minimize the potential for pollutants from the proposed project to drainage systems and Susquehanna River.

4.4.9 General Ecology and Wildlife Resources

4.4.9.1 Fish, Wildlife, and Waterfowl

NYSDOT has concurrence from FHWA regarding a May Affect determination for the Northern long-eared bat (Appendix B). A discussion of vegetative communities and impacts is provided below.

4.4.9.2 Habitat Areas, Wildlife Refuges, and Wildfowl Refuges -

The vegetative communities varied throughout the project corridors and included, based on Edinger (2014): Maintained Roadside, Mowed Lawn with Trees, Mowed Lawn, Paved Road/Path, Rocky Headwater Stream, Riprap/Artificial Shore, Successional Northern Hardwoods, and Successional Shrubland.

The various stream beds were classified as Rocky Headwater Streams or Riprap/Artificial Shore. Several reaches of the streams contained corrugated metal linings. These communities were found in the NYS Route 434 and Vestal Avenue Corridors, as well as the connection areas between them.

The dominant plant species inhabiting areas classified as Maintained Roadside included: foxtail grass (Setaria spp.), plantains (Plantago spp.), chickory (Cichorium intybus), Kentucky blue grass (Poa pratensis), clover (trifolium spp.), and perennial rye grass (Lolium perenne). These communities were found in both the NYS Route 434 and Vestal Avenue corridors.

Areas classified as Mowed Lawn were dominated by various mowed grasses; these communities were present in both project corridors and the connection areas.

Areas classified as Mowed Lawn with Trees were dominated by various mowed grasses, spruce trees (Picea spp.), Norway maple (Acer platanoides), red oak (Quercus rubra), sugar maple (Acer saccharum), black cherry (Prunus serotina), silver maple (Acer Ssaccharinum), and arborvitae (Thuja occidentalis). These communities were found in both the NYS Route 434 and Vestal Avenue corridors.

Successional Shrubland areas were dominated by goldenrods (Solidago spp.), gray dogwood (Cornus racemosa), staghorn sumac (Rhus typhina), Tartarian honeysuckle (Lonicera tartarica), and quaking aspen (Populus tremuloides). These areas were found in the NYS Route 434 corridor.

The dominant plant species inhabiting areas classified as Successional Northern Hardwoods included: Norway maple, red oak, American elm (Ulmus americana), garlic mustard (Alliaria petiolata), grape (Vitis spp.), ash (Fraxinus spp.), black locust (Robinia psuedoacacia), plantains, dandelion (Taraxacum officinale), blackberries (Rubus spp.), foxtail grass, and Japanese knotweed (Reynoutria japonica). These communities were found in the NYS Route 434 and Vestal Avenue corridors, as well as the connection areas between them.


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The areas classified as Paved Road/Path included the roadways and sidewalks within the project study area. These areas were unvegetated and composed of asphalt or concrete and were present in both project corridors and the connection areas.

Invasive species were prominent in both the NYS Route 434 and Vestal Avenue project corridors and the connection areas. Invasive species identified in the NYS Route 434 Corridor included Norway maple, garlic mustard, Canada thistle (Cirsium arvense), and tartarian honeysuckle. The Vestal Avenue corridor included such invasive species as Norway maple, Japanese knotweed, black locust, and garlic mustard. Invasive species within the connection areas between NYS Route 434 and Vestal Avenue included garlic mustard, Norway maple, Japanese knotweed, tartarian honeysuckle, and black locust.

The proposed project does not involve work in, or adjacent to, a wildlife or waterfowl refuge. No further consideration is required. A combination of fill retaining walls and cut retaining walls will be utilized to minimize the impacts to the hillside and adjacent properties. Although there will be breaks in the retaining walls at the stream locations, and where they aren’t necessary, in many cases breaks don’t occur for several hundred feet, which could be a concern for household pets and wildlife. The river corridor is present immediately north of the project limits and supports wildlife; however, the corridor is generally narrow along the river through much of the eastern section limiting its value. The south side of the project area is generally comprised of residential properties and commercial businesses with some small wooded tracts of land and vegetated yards. Small mammals and deer do traverse the residential neighborhoods along Vestal Avenue and beyond the corridor to the south; however, current conditions limit access within the corridor as well. Much of the corridor, on the south side of NYS Route 434 is currently fenced, and there is guard rail on the north side of NYS Route 434. The proposed project is being constructed along an existing transportation corridor, and although transient species are anticipated, the proposed retaining walls are not anticipated to result in significant adverse impacts on wildlife.

4.4.9.3 Endangered and Threatened Species -

The USFWS online Information for Planning and Conservation (IPaC) tool was consulted to determine the possible presence of federally threatened or endangered species within the project corridors. The IPaC database identified the federally threatened northern long-eared bat (Myotis septentrionalis) as possibly existing within the project corridor. Areas identified as Successional Northern Hardwoods contain suitable summer roosting habitat for this species, defined as both living and dead trees 3 inches or greater diameter at breast height with cracks, crevices, loose bark, and/or broken limbs. As indicated above, NYSDOT has concurrence from FHWA regarding a May Affect determination for this species. The project has the potential to affect the Northern Long-eared Bat due to the need to clear trees during the months of August, September and April; however, the project is greater than 0.25 miles from a known hibernaculum and more than 150 feet from any known maternity roost tree. As such, the work can be conducted pursuant to the 4(d) rule. A copy of the concurrence letter is included in Appendix B.

The NYSDEC Natural Heritage Program (NHP) was consulted regarding the known presence of state or federally listed threatened and endangered species within the project corridor. A letter dated December 23, 2016 from the NYSDEC NHP documented two species, the brook floater (Alasmidonta varicose) and the yellow lampmussel (Lampsilis cariosa) in the Chenango River, within 0.5 miles of the project corridors. The two identified bivalve species require the running water of relatively large streams and rivers. These characteristics are not present within the project corridor, only the Susquehanna River, north of the project area. As such, suitable habitat for the bivalves does not exist within the project corridor. A No Effect determination is appropriate for these species.

4.4.9.4 Invasive Species -

This project is located within an urbanized and suburbanized corridor with various communities including maintained lawns and natural adjacent areas. Invasive species were prominent in the NYS Route 434 and Vestal Avenue corridors, as well as the connection areas between them. Invasive species identified in the NYS Route 434 corridor included Norway maple, garlic mustard, mugwort (Artemisia vulgaris), oriental bittersweet (Celastrus orbiculatus), English ivy (Hedra helix), wild parsnip (Pastinaca sativa), multiflora rose (Rosa multiflora), wintercreeper (Euonymus fortune), Canada thistle (Cirsium arvense),


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and tartarian honeysuckle. The Vestal Avenue corridor included such invasive species as Norway maple, Japanese knotweed, black locust, and garlic mustard. Invasive species within the connection areas between NYS Route 434 and Vestal Avenue included garlic mustard, Norway maple, Japanese knotweed, tartarian honeysuckle, and black locust.

The portion of the project from the intersection of Vestal Avenue and NYS Route 434 east to MacArthur Park traverses an area where Norway maple, Canada thistle, and garlic mustard were identified. The shared-use path spur connecting Vestal Avenue to NYS Route 434 will traverse areas of Japanese knotweed, Norway maple, Tartarian honeysuckle, garlic mustard, and black locust. While several invasive species are present, removal or control of these species is not feasible, considering the extent, quantity and location of these plants in the corridor. Precautions will be taken to prevent the introduction of additional invasive species and the spread of existing invasive species during project design and construction. Although several species from the New York State’s Prohibited and Regulated Invasive Plants list were observed, the invasive plant species control will include Japanese knotweed, pursuant to current New York State Department of Transportation (NYSDOT) guidance (EI 09-001). Oriental bittersweet is also a priority species for removal and control as it can pose a threat to aspects of the project and is a high priority species for control within the Finger Lakes Partnership for Regional Invasive Species Management (PRISM). Wild parsnip is also a priority for control as it is a human health hazard. English ivy, multiflora rose and wintercreeper are present but not especially prevalent in the project area and are also feasible and reasonable targets for control. Although swallowwort is not currently found within the project limits, there is a known infestation nearby. This, too, is a priority species for control for the Finger Lakes PRISM, and if it seeds into the project area, would also be a high priority for removal.

4.4.9.5 Roadside Vegetation Management -

Existing roadside vegetation consists primarily of maintained lawn areas, wooded areas, and waste areas. Efforts will be made to replace wildlife-supporting vegetation that is removed in the course of construction.

4.4.10 Critical Environmental Areas

4.4.10.1 State Critical Environmental Areas -

According to information obtained from NYSDEC, the proposed project does not involve work in or near a Critical Environmental Area.

4.4.10.2 State Forest Preserve Lands -

According to information obtained from NYSDEC, the proposed project does not involve work in or near state forest preserve lands.

4.4.11 Historic and Cultural Resources

4.4.11.1 National Heritage Areas Program-

This project is not within a National Heritage Area.

4.4.11.2 National Historic Preservation Act – Section 106 / State Historic Preservation Act – Section 14.09 –

This is a federally funded project, therefore the Section 106 Process of the National Historic Preservation Act (36 CFR 800) will be followed. A Phase I Cultural Resource Reconnaissance Survey (CRRS) was undertaken in 2009. Two Phase I Addendum surveys were subsequently conducted following changes in the proposed shared-use path route. A Phase II Site Examination was also conducted for a limited portion of the revised shared-use path route. The initial CRRS identified three residential properties located on Vestal Avenue to be National Register Eligible (NRE). As presented here, the proposed Greenway Shared-use path will pass near but not directly involve any of the three properties. Additionally, the


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Greenway Shared-use path ROW lies near but not within the boundary of the National Register listed Rivercrest Historic District. The various cultural resource surveys found no NRE pre-contact or historic archaeological sites within the project APE. The NYSDOT submitted a Finding Documentation recommending this project to have No Effect upon any known cultural resources. The New York State Historic Preservation Officer (NYSHPO) and the Federal Highways Administration (FHWA) have submitted letters of concurrence. Six Tribal Nations were sent copies of the Finding Documentation. None have responded.

4.4.11.3 Architectural Resources –

This project lies within the viewshed but outside the boundary of one National Register listed historic district, the Rivercrest Historic District (08NR05941) located on the north side of NY Rte 434. Similarly, the project also lies within the viewshed but not the property limits of three individual National Register eligible (NRE) residential properties located at 999, 1001, and 1003 Vestal Avenue. The NYSDOT determined that the Greenway Shared-use path here proposed will neither directly nor indirectly alter the characteristics of either the historic district or NRE structures in a manner that would diminish the integrity of the location, setting, design, materials, workmanship, feeling, or association. For these reasons the NYSDOT concluded this project will have No Effect upon the Rivercrest Historic District nor the NRE properties located at 999, 1001, and 1003 Vestal Avenue.

4.4.11.4 Archaeological Resources –

As noted above, a Phase I Cultural Resource Reconnaissance Survey (CRRS) and two Phase I Addendum surveys were conducted for the project APE. A Phase II Site Examination was also conducted for a small portion of the APE. No pre-contact or historic NRE archaeological sites were found to exist within the project APE.

4.4.11.5 Historic Bridges –

No bridges are located within the project APE.

4.4.11.6 Historic Parkways –

This project does not involve a historic parkway.

4.4.11.7 Native American Involvement –

This is a federally funded project, therefore the NYSDOT will follow the Section 106 Process of the National Historic Preservation Act (36 CFR 800). Further, no places or artifacts of cultural or religious significance to Native Americans were found within the project APE.

4.4.12 Parks and Recreational Resources

4.4.12.1 State Heritage Area Program -

The proposed project is located in the Susquehanna State Heritage Area. The Susquehanna Heritage Area Management Plan has been reviewed. The Plan specifically discusses the existing and proposed hiking and bicycling shared-use paths in Broome and Tioga Counties. This proposed project was not specifically cited, but the Plan mentions that these types of shared-use paths could be directly tied to the Heritage Area efforts to connect various Heritage Area communities such as the Town of Vestal and the City of Binghamton.

4.4.12.2 National Heritage Areas Program -

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


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4.4.12.3 National Registry of Natural Landmarks -

There are no listed nationally significant natural areas within, or adjacent to, the project area.


MacArthur Park, a publicly owned park, lies within the proposed project area. The project involves the construction of a recreational shared-use path; therefore, the portion of MacArthur Park within the proposed project will continue to be used for recreational purposes. Furthermore, the proposed project will increase accessibility to the park. Approximately 39,172 ft2, or 5.8% of the total parcel will need to be acquired from the City of Binghamton for the shared-use path right-of-way. The project activities are covered by the FHWA Negative Declaration/Section 4(f) Statement for Independent Bikeway or Walkway Construction Projects. There is no other prudent and feasible alternative to the use of this land. Written concurrence from the City of Binghamton is required and is included in Appendix K of the Design Report. Post construction, the City of Binghamton will maintain the shared-use path in this area. Formal opportunity for public comment will be provided at the public hearing.


The project does not impact parklands or facilities that have been partially or fully federally funded through the Land and Water Conservation Act. No further consideration under Section 6(f) is required.

4.4.12.6 Section 1010 Involvement -

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

4.4.13 Visual Resources

This Visual Impact Assessment (VIA) Report was conducted for the New York State Department of Transportation (NYSDOT) Region 9 Design Office for Phase 2 of the proposed New York State Route 434 Greenway project (PIN 9038.26). The VIA Report documents the existing conditions through a detailed analysis of the current regulatory setting, the Area of Visual Effect (AVE), the unique land-use areas, existing visual character and affected populations within the existing environment of the proposed project corridor. This is followed by an evaluation of the selected design alternative upon the existing environment to determine what visual impacts may result, which is accomplished through an assessment of the visual impacts of the proposed multi-use path in key areas along the project corridor and comparing it to the existing condition.

Based on the analysis & assessment performed, construction of the proposed multi-use path is expected to result in adverse visual impacts in six (6) of the ten (10) representative viewsheds studied throughout the project corridor due to the extent of grading required and resulting retaining walls needed and the anticipated loss of existing vegetation. The remaining viewsheds are expected to result in a neutral visual impact. However, based on the project corridor’s existing visual quality, the overall project is primarily anticipated to be beneficial because the proposed alignment is predominately located within the existing NYS Route 434 roadway corridor.

Mitigation & enhancement plans will be prepared by NYSDOT to help offset any adverse visual impacts that may occur along the project corridor. These plans are anticipated to be done during the final phase of the project with implementation to occur once construction of the multi-use path is complete. Plans may include landscape plantings, fencing, signage, lighting and possible aesthetic treatments to retaining walls and other landscape features to help offset any adverse impact(s) the proposed multi-use path may have on the existing visual quality of the project corridor.

For further details, see Appendix J.


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4.4.14 Farmlands

4.4.14.1 State Farmland and Agricultural Districts -

Based on a review of the NYS Agricultural District Maps for Broome County, the proposed project is not located in or adjacent to an Agricultural District.

Acquisition of prime or unique farmland, or farmland of state or local significance, will be required for this project. The project corridor includes soils identified by the USDA Natural Resources Conservation Service as Farmland of Statewide Importance, including: Canaserega silt loams (CaB, CaC), Chenango and Howard gravelly loams (ChC), Dalton silt loam (DaC), and Unadilla silt loam (UnC). Three following soils types identified as Prime Farmland are also within the proposed project corridor: Middlebury silt loam (Ms), Tioga silt loam (Ta), and Tioga gravelly silt loam (Tg). All of the areas within the project corridor have previously been converted to non-farm use, and there are no currently farmed areas within the project corridor. The entire project area is within a designated Urbanized Area and is not regulated by the Farmland Protection Policy Act. No further coordination is required.

4.4.15 Air Quality

The project is considered an exempt project as per Table 2 in Section 93.126 of 40 CFR (Bicycle and Pedestrian Facilities).

4.4.16 Energy

The proposed project is classified as a categorical exclusion and will not require an energy analysis since, by definition; it will not significantly impact energy utilization.

4.4.17 Noise

Traffic noise impacts occur when the predicted future traffic noise levels associated with a proposed project approach or exceed the Federal noise abatement criteria or when the predicted future noise levels substantially exceed existing noise levels. The proposed project is a bicycle and pedestrian facility, which will not alter existing traffic noise levels. The project will not significantly change either the horizontal or vertical roadway alignment or increase the number of through-traffic lanes. Therefore, this project is not a Type I project and does not require a traffic noise analysis as per 23 CFR 772.

4.4.1 Asbestos4.4.18.1 Screening -

An asbestos screening has been performed for this project and it has been determined that there is one area of potential asbestos material: 1) multiple culverts which may be impacted. An Asbestos Assessment has been performed to review the “as builts” of the culverts and perform sampling and testing. If asbestos is determined to be present on the project, an Asbestos Special Note and Specifications will need to be prepared by NYSDOT personnel or a consultant with an Asbestos Designer License.


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4.4.18.2 Assessment and Quantification -

An asbestos assessment has been completed for this project. This assessment included a review of concrete box culverts “as-builts,” which did not identify Asbestos Containing Materials (ACMs). The results of the consultant sampling and testing of Culvert SC44013 indicate ACM in several locations. A summary of these findings will need to be sent to the NYSDOL at PS&E to comply with NYSDOT Blanket Variance 14 in addition to NYSDOL’s Industrial Code Rule No. 56 preconstruction notification requirements. A copy of the “as-builts” and the consultant sampling results will be kept in the project files, and is available for review. The Asbestos Assessment Report dated July 2018 is included in Appendix B.4.4.18.3 Mitigation Summary -

No special site-specific variances are anticipated for this project. Existing Departmental blanket variances or existing variances will be sufficient for this project.

4.4.19 Hazardous Waste and Contaminated Materials

A Hazardous Waste/Contaminated Materials Screening has been conducted in accordance with NYSDOT Environmental Procedures Manual, Chapter 5, in order to document the likely presence or absence of hazardous/contaminated environmental conditions. A hazardous/contaminated environmental condition is the presence or likely presence of any hazardous substances or petroleum products (including products currently in compliance with applicable regulations) on a property under conditions that indicate an existing release, a past release, or a material threat of a release of any hazardous substances or petroleum products into structures on the property or into the ground, ground water, or surface water of the property.

4.4.19.1 Screening –

The Hazardous Waste/Contaminated Materials Site Screening included a review of NYSDEC regulatory data files and a site ‘walkover’ in October and November 2016.

4.4.19.2 Assessment and Quantification –

No hazardous waste/contaminated materials were identified within or adjacent to the project area during the course of the Hazardous Waste/Contaminated Materials Screening; however, several unresolved spills and a history of hazardous past land uses were revealed south of the project corridor at the intersection of Pennsylvania Avenue and Vestal Avenue. Given the location, nature, and extent of this project, as well as the recent work that was progressed for PIN 903808 of the shared-use path, it is not anticipated that these reported incidences would affect the project. No other hazardous waste/contaminated materials were identified during the course of the Hazardous Waste/Contaminated Materials Screening. The potential risk for involvement with documented or undocumented inactive hazardous waste materials is low. The Department does not believe that additional studies or investigations are warranted.

4.4.19.3 Screening and Site Assessment -

A Hazardous Waste/Contaminated Materials Site Screening has been conducted in accordance with the NYSDOT Environmental Manual, Chapter 5, in order to document the likely presence or absence of hazardous/contaminated environmental conditions. A hazardous/contaminated environmental condition is the presence or likely presence of any hazardous substances or petroleum products (including products currently in compliance with applicable regulations) on a property under conditions that indicate an existing release, a past release, or a material threat of a release of any hazardous substances or petroleum products into structures on the property or into the ground, ground water, or surface water of the property.

The Hazardous Waste/Contaminated Materials Site Screening included a review of NYSDEC regulatory data files and a site ‘walkover’. As discussed above, the potential to encounter residual contamination due to past incidents in the area south of the project cannot be dismissed; however, no Recognized


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Environmental Conditions were identified in connection with the Preferred Alternative.


No hazardous waste/contaminated materials were identified at or adjacent to the project area in the Hazardous Waste/Contaminated Materials Screening. The identified Recognized Environmental Concerns are located at a relative distance and elevation that they are not anticipated to affect the activities of the project. No remediation activities are likely warranted for this project.

If necessary, a Remediation Plan will be developed after a complete review of the Hazardous Waste/Contaminated Materials Site Assessment.

4.5 Construction Effects

Construction impacts associated with this project will be temporary and cease with the completion of construction activities. The project will be scheduled to minimize disruption to neighboring communities and the environment, however, some inconvenience is unavoidable.

4.5.1 Construction Impacts

Construction of this shared-use path project will result in impacts through right-of-way acquisitions, travel delays, minor ecological, wetland and stream impacts. Discussions of resource impacts are presented above in sections 4.4.2.1, 4.4.1.3, 4.4.8 and 4.4.9.4.

4.5.2 Mitigation Measures

Construction activities will utilize all best management practices to avoid and minimize impacts to the greatest extent practicable. Where applicable, project- and site-specific mitigation considerations are discussed in conjunction with resource impacts above, specifically, Sections 4.4.1.5 and 4.4.2.5.

4.6 Indirect and Secondary Effects

According to the Council on Environmental Quality (CEQ), indirect effects are “caused by the action and occur later in time or farther removed in distance but are still reasonably foreseeable.” According to the National Cooperative Highway Research Program Report 466, “Desk Reference for Estimating the Indirect Effects of Proposed Transportation Projects,” indirect effects can be grouped into three (3) broad categories: (a) Alteration of the behavior and functioning of the affected environment caused by the project encroachment (physical, chemical, biological) on the environment, (b) Project-influenced development effects (e.g., the land use effect) and (c) Effect related to project-influenced development effects (e.g., effects of the change in land use on the human and natural environment).

Indirect effects can occur within the full range of impact types, such as changes in land use, economic vitality, neighborhood character, traffic congestion, air quality, noise, vibration, and water and natural resources. Examples of indirect effects can include growth-inducing effects and other effects related to induced changes in land use patterns, population density, and growth rates, and related effects on air and water and other natural systems.

The indirect and secondary effects associated with this project include long-term changes to the use of the project corridor. Pedestrian and bicycle traffic may increase patronage at the businesses at either end of the shared-use path in Vestal and Binghamton. The student housing at University Plaza may become more desirable with the addition of a safe pedestrian route to Binghamton University. Further, health benefits and the opportunity for local and/or regional race/walk events are positive secondary effects. No significant indirect and secondary environmental impacts are anticipated.

4.7 Cumulative Effects

Cumulative effects are a summation of the impacts that can result from individually minor, but collectively significant, actions taken or that are likely to take place over a period of time. The cumulative effects of an action may be undetectable when viewed in the individual context of direct and even indirect impacts, but


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nevertheless when added to other actions can eventually lead to a measurable environmental change. Cumulative impacts are the net result of both the proposed project and the other improvements planned in, near, and around the project.

This analysis assesses the possibility that the project, in concert with a variety of actions taken in the past and future, could result in additional effects over a wider area or time frame different from that studied in the direct analyses. Based on CEQ guidance, this discussion also considers the potential for cumulative effects from the proposed project in conjunction with other reasonably foreseeable future actions that are not yet developed enough to be included in capital budgets or identified in the long-range plans of transportation agencies.

Cumulative effects of this project would result primarily from future development of other shared-use paths in the Greater Binghamton area. As part of the larger shared-use path network, users of this shared-use path will eventually be able to safely access more destinations than before.

Documents

Transportation Final Design Report Project Report Route 434...Project Report Final Design Report December 2019 NYS Route 434 Greenway: ... Park, near Ivanhoe Road, and Binghamton University