van wyck expressway capacity and access improvements to ...pin x735.82 van wyck expressway capacity...

PIN X735.82 Van Wyck Expressway Capacity and Access Improvements to JFK Airport Project FDR/FEIS

Executive Summary

PIN X735.82 Van Wyck Expressway Capacity and Access Improvements to JFK Airport Project FDR/FEIS

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Executive Summary

The New York State Department of Transportation (NYSDOT), in cooperation with the Federal Highway Administration (FHWA), has prepared a Final Design Report/Final Environmental Impact Statement (FDR/FEIS) for the Van Wyck Expressway (VWE) Capacity and Access Improvements to John F. Kennedy (JFK) Airport Project (Project) in accordance with the requirements of the Council on Environmental Quality regulations for implementing the procedural provisions of the National Environmental Policy Act (NEPA), as defined in Title 40 of the Code of Federal Regulations (CFR) Parts 1500-1508, the FHWA Environmental Impact and Related Procedures; Final Rule (23 CFR Part 771), and the NYSDOT Procedures for Implementation of the State Environmental Quality Review Act, as defined in Title 17 of the New York Codes, Rules and Regulations Part 15 (17 NYCRR Part 15).

The Project is federally and state funded, and is classified as a NEPA Class I action under 23 CFR 771, which requires the preparation of a federal Environmental Impact Statement (EIS) to determine the likely impacts of the Project on the environment. The NYSDOT and FHWA, as joint lead agencies, have advanced the Project through the NEPA EIS process in consideration of public and agency comments received about the Project.

The Project is classified as a State Environmental Quality Review Act (SEQRA) non-Type II action, indicating that it has the potential for significant environmental impacts or substantial controversy on environmental grounds. Under 17 NYCRR Part 15, given that a federal EIS has been prepared, the NYSDOT and other State of New York agencies undertaking a discretionary action for the Project have no obligation to prepare an additional EIS under SEQRA. The NYSDOT has given full consideration to the federal Final EIS (FEIS) and prepared a joint Record of Decision (ROD) with the FHWA. The FHWA has issued a single FEIS and ROD document pursuant to 23 CFR 771.124.

Van Wyck Expressway Capacity and Access Improvements to JFK Airport Project FDR/FEIS PIN X735.82 EXECUTIVE SUMMARY

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S.1 PROJECT LOCATION

The Project is located in Queens, New York along a 4.3-mile segment of the VWE, also known as Interstate 678 (I-678), including the northbound and southbound service roads (see Figure S-1). The northern project limit is Hoover Avenue and the southern project limit is the southern end of Federal Circle at the entrance to JFK Airport.

A general Study Area extending one-half mile from the project corridor was established for the Project (Figure S-2). The Study Area is approximately 4.8 square miles and includes a variety of residential, commercial, educational and transportation uses. Jamaica Station, which is a major transportation hub connecting to 10 Long Island Rail Road (LIRR) lines, three New York City subway lines, 17 New York City bus lines, and the Nassau Inter-County Express, and is near the northern limits of the project corridor. Four LIRR bridges (carrying 13 LIRR tracks) cross over the project corridor at Jamaica Station. The AirTrain JFK, an elevated railway, operates between Jamaica Station and JFK Airport within the project corridor.

JFK Airport, operated by the Port Authority of New York and New Jersey, covers 4,930 acres and has more than 30 miles of roadway. The airport served 59.4 million passengers in 2017 and approximately 37,000 people are employed at JFK Airport.1 It is one of the world’s leading international cargo centers.

Several neighborhoods are adjacent to the project corridor. Both the Kew Gardens and Jamaica neighborhoods are busy urban centers near the northern part of the corridor. The Jamaica Business District is a busy urban center along Atlantic Avenue (east of the project corridor) that contains numerous retail establishments, performing arts venues, and a transportation hub, as well as City University of New York (CUNY) York College. The neighborhoods adjacent to the central and southern parts of the corridor are primarily residential with some commercial and retail development.

1 The Port Authority of NY & NJ. 2017. Airport Traffic Report. Accessed May 23, 2018, at

https://www.panynj.gov/airports/pdf-traffic/ATR2017.pdf

https://www.panynj.gov/airports/pdf-traffic/ATR2017.pdf

PIN X735.82 Van Wyck Expressway Capacity and Access Improvements to JFK Airport Project FDR/FEIS EXECUTIVE SUMMARY

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Figure S-1. Project Location

Source: New York City Department of City Planning, 2018


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Figure S-2. General Study Area

Source: New York City Department of City Planning, 2017


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S.2 PROJECT PURPOSE, OBJECTIVES AND NEED

S.2.1 Project Purpose and Objectives

The purpose of the Project is to provide increased capacity on the VWE between the Kew Gardens Interchange (KGI) and JFK Airport to improve vehicular access to and from JFK Airport. In addition, the Project will address operational, geometric, and structural deficiencies on the VWE between the KGI and JFK Airport.

The following objectives have been established to further refine the Project purpose:

• Provide an additional vehicular travel lane on the VWE in each direction between JFK Airport and the KGI.

• Address geometric and operational deficiencies of the VWE exit/entrance ramps within the identified project limits.

• Address structural deficiencies on the bridges on or crossing over the VWE within the project limits.

S.2.2 Project Need

The VWE is the major transportation corridor providing access to and from JFK Airport, which is a major international gateway to the United States, with 70 carriers serving 100 international nonstop destinations. According to the January 2017 A Vision Plan for John F. Kennedy International Airport: Recommendations for a 21st Century Airport for the State of New York,2 the number of passengers at JFK Airport is expected to grow by nearly one-third to over 75 million passengers by 2030. The VWE also serves as the major route for commercial truck traffic to get to and from the airport, with trucks accounting for 8 percent of morning peak volume and 5 percent of evening peak volume on I-678.

The needs for the Project are as follows:

• Reduce travel time on the VWE between the KGI and JFK Airport;

• Address operations and geometry of ramps; and

• Address structural deficiencies.

2 https://www.governor.ny.gov/sites/governor.ny.gov/files/atoms/files/JFKVisionPlan.pdf


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S.3 PROJECT ALTERNATIVES

S.3.1 Build Alternative

The Build Alternative will add a fourth lane in each direction between Hoover Avenue and Federal Circle. The additional lane in each direction will be a managed-use lane (MUL) with high-occupancy vehicle (HOV) restrictions. Truck use will be prohibited within the proposed MULs.

Two management options were considered for the MULs: HOV2+ and HOV3+, as documented in the Draft Design Report/Draft Environmental Impact Statement (DDR/DEIS). The HOV2+ option was selected. Thus, privately owned vehicles operating in the MULs must have a driver and at least one passenger. Occupied taxis, occupied for-hire vehicles (FHVs), and buses will also be permitted to use the MULs; taxis and FHVs are defined as “occupied” when there is at least one passenger other than the driver in the vehicle. Other than these defined vehicle types, no other vehicles will be permitted to use the MULs and violators will be subject to enforcement action.

Both MULs will be on the left side of the highway, separated from the existing general-use lanes (GUL) by a 2-foot-wide striped buffer. Vehicles in the southbound MUL will enter the MUL, from the left-most travel lane, south of the 86th Avenue pedestrian bridge, and travel to JFK Airport, with no intermediate entrance or exit points to or from the MUL. Similarly, vehicles in the northbound MUL will travel from JFK Airport to the KGI with no intermediate entrance or exit points to or from the MUL.

Existing entrance and exit ramps to and from the VWE within the project limits will be removed or relocated in the northbound and southbound directions as shown in Figure S-3, Figure S-4, and Figure S-5. The Study Area includes 22 existing bridges, four of them carrying the LIRR over the VWE. Of the LIRR bridges, two will be retrofitted, one will be retrofitted or replaced, and one will be replaced. Of the 18 remaining existing bridges, 16 will be replaced and two will be widened under the Build Alternative. One new bridge will be constructed under the Build Alternative in the southern part of the Study Area to carry the southbound VWE MUL over the southbound VWE exit to Nassau Expressway, increasing the total number of bridges to 23 within the Study Area.


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Figure S-3 Build Alternative Bridge and Ramp Locations – Northern Segment


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Figure S-4 Build Alternative Bridge and Ramp Locations – Middle Segment


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Figure S-5 Build Alternative Bridge and Ramp Locations – Southern Segment


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S.3.2 No Build Alternative

The No Build Alternative assumes no improvements in the Study Area other than those planned by others or implemented as part of routine maintenance. Although the No Build Alternative does not meet the Project purpose and objectives, NEPA requires that it be evaluated. The No Build Alternative serves as the baseline condition against which the potential effects of the Build Alternative are evaluated.

S.3.3 Selected Alternative

In consideration of comments received throughout the environmental review process, including those received on the DDR/DEIS, the FHWA and NYSDOT have selected the Build Alternative for the Project.

S.4 SOCIAL, ECONOMIC AND ENVIRONMENTAL EFFECTS

Table S-1 provides a summary of the potential social, economic, and environmental effects of the Build Alternative.

Table S-1. Summary of Effects

Category Summary of Effects Land Use Temporary effects due to construction.

No changes to land use within the Study Area.

Neighborhood and Community Cohesion, Community Facilities

Temporary effects to the community during construction, such as construction noise, dust, and vibration. Reduced traffic on local roads and the relocation of existing entrance and exit ramps will positively affect the flow of traffic throughout the corridor. Intersections along the service roads will be upgraded with ADA-compliant curb ramps and pedestrian signals at crosswalks. These improvements will benefit neighborhoods and communities.

Environmental Justice and Social Groups Benefited or Harmed

Temporary effects during construction, such as construction noise, dust, work at night, and vibration. Temporary effects to rail passengers, such as increased travel times, additional transfers, and platform ‘walkovers.’ Access to public and commercial properties and mass transit will be maintained at all times during construction. No disproportionately high and adverse effects on minority or low-income populations. Reduced traffic on local roads and the relocation of existing entrance and exit ramps will positively affect the flow of traffic throughout the corridor. Intersections along the service roads will be upgraded with ADA-compliant curb ramps and pedestrian signals at crosswalks. These improvements will benefit elderly populations, persons with disabilities, and transit-dependent populations.


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Table S-1. Summary of Effects (continued)

Category Summary of Effects Schools and Places of Worship Temporary effects during construction, such as traffic detours. Access to schools and

places of worship will be maintained during construction. Reduced traffic on local roads and the relocation of existing entrance and exit ramps will positively affect the flow of traffic throughout the corridor. Intersections along the service roads will be upgraded with ADA-compliant curb ramps and pedestrian signals at crosswalks. These improvements will benefit those who travel to schools and places of worship within the Study Area.

Regional and Local Economies Temporary construction effects due to road closures and disruptions to normal business activities. Access to businesses will be maintained during construction. The Project will provide economic benefits (e.g., improved access and travel time savings) to businesses within the Study Area and region.

Wetlands There are no wetlands within the Study Area. Surface Waters and Waterways

No in-water work. No adverse impacts to Bergen Basin. Stormwater management practices will reduce frequency and volume of combined sewer overflow (CSO) events to nearby Jamaica Bay.

Floodplains and Flood Conditions

No change to the 100-year or 500-year floodplains; will not cause an increase in flood levels in the surrounding areas.

Coastal Resources The Project is consistent with coastal zone policies. Groundwater No adverse effects to groundwater. Stormwater Management Temporary effects during construction.

Net increase of approximately 12.17 acres of new impervious surface and approximately 7.19 acres of redevelopment will result from the Project. Water quality treatment and increased stormwater runoff volumes will be mitigated via post-construction stormwater management practices, which include an additional stormwater trunk line, infiltration basins, and green infrastructure practices. These stormwater management improvements will reduce the frequency and intensity of CSO events to the Bergen Basin.

General Ecology and Wildlife Resources

Temporary effects to wildlife species during construction due to noise, vibration or temporary displacement. Approximately 986 to 1,582 trees will be removed; a Landscape Design and Restoration Plan will be prepared during final design.

Threatened and Endangered Species

“No effect” on identified federally listed species; “not likely to result in a take” or taking of identified state-listed species.

Critical Environmental Areas Bergen Basin, an inlet of Jamaica Bay, is located approximately 0.2 mile west of the project limits of disturbance and is within the Study Area. Stormwater management practices will reduce frequency and duration of CSO events to the Jamaica Bay CEA.

Historic and Cultural Resources (Section 106)

Adverse effect on three historic bridges. A Memorandum of Agreement was executed among the NYSDOT, the SHPO and the FHWA to resolve the Project’s known adverse effects on historic architectural properties. No potential for the presence of archaeological resources within the area of disturbance for the Project.

Parks, Recreational, and Section 4(f) Resources

No effect to parks or recreational properties or use of Section 4(f) park resources. The Project meets the applicability criteria for the Programmatic Section 4(f) evaluation for the use of historic bridges. Measures to minimize harm to the historic bridges were identified through the Section 106 process.


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Category Summary of Effects Visual Resources Neutral and adverse visual impacts on the existing visual quality; adverse impacts result

from the removal of vegetation and the addition of potential noise barriers. To mitigate adverse visual impacts, transparent panels are recommended for the noise barriers that would be greater than 10 feet in height. Supplemental plantings will also be considered to mitigate adverse visual impacts.

Air Quality Temporary effects during construction due to increased dust and traffic and use of construction equipment. Mesoscale criteria pollutants and mobile source air toxic emissions from traffic on project roadways within the Study Area will be lower under the Build Alternative as compared to the No Build Alternative. No exceedances of the PM10 and PM2.5 National Ambient Air Quality Standards were predicted.

Energy and Greenhouse Gases

Temporary effects during construction due to increased traffic and use of construction equipment. Total direct and indirect energy consumption and CO2e emissions will be lower under the Build Alternative as compared to the No Build Alternative.

Noise Temporary effects during construction due to the use of construction equipment. Traffic noise impacts were identified at receivers along the project corridor. To provide abatement, one noise barrier is recommended for construction and 11 noise barriers will continue to be evaluated during final design. All of the remaining unabated impacts would experience noise level increases of 3 dB(A) or less as compared to existing conditions. According to FHWA's Highway Traffic Noise: Analysis and Abatement Guidance, studies have shown that a noise level increase of 3 dB(A) or less is barely perceptible to the human ear.

Asbestos Asbestos and lead sampling is recommended prior to construction to identify asbestos containing materials and lead based paints that will be affected by the Project. An asbestos assessment will be conducted during final design on two bridge structures.

Hazardous Waste and Contaminated Materials

Additional investigations (borings and soil sample) are recommended in areas of anticipated excavation, particularly where there is an increased density of sites with high-risk recognized environmental concerns.

Traffic and Transportation Temporary effects to traffic during construction, including lane narrowing, lane shifts, and nighttime and off-peak lane closures. Parking changes in two areas on the VWE southbound service road, including the elimination of 12 parking spaces. Beneficial long-term effects to the traffic and transportation system due to increased capacity and decreased congestion.

Right-of-Way Permanent easements will be acquired from the City of New York for all local bridges and bridge approaches over the VWE mainline.


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Category Summary of Effects Construction Effects Nuisance effects, such as dust, work at night, noise and vibration, will occur temporarily in

construction areas and those areas adjacent to the construction activities. Temporary traffic effects, such as lane narrowing, lane shifts, and nighttime and off-peak lane closures, and pedestrian detours will occur. Retrofit/replacement of the LIRR bridges will require a variety of track outages of varying durations; however, service for all passengers will be maintained throughout the construction period, with some delays. One of the Q9 bus stops located along the southbound service road may be temporarily relocated within the same block.

Cumulative Effects No adverse cumulative effects. Beneficial cumulative effects in terms of social conditions and economic effects.


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S.4.1 Permits, Approvals, and Consultations

Implementation of the Project will require agency permits and approvals. The permits, approvals, and agency consultations that are anticipated or have occurred for the Project include the following:

• Federal Highway Administration (FHWA): − Determination under Section 4(f) of the U.S. Department of Transportation Act of 1966: Parks,

Recreation Areas, Wildlife and Waterfowl Refuges, and Historic Sites (23 CFR Part 774) − Determination under Section 106 of the National Historic Preservation Act of 1966

(Section 106)

• U.S. Environmental Protection Agency (USEPA): − Safe Drinking Water Act – Section 1424(e) Review

• Federal Aviation Administration (FAA): − Construction in vicinity of airport property − 14 CFR Part 77, Safe, Efficient Use and Preservation of the Navigable Airspace

• New York State Department of Environmental Conservation (NYSDEC): − State Pollutant Discharge Elimination System (SPDES) General Permit for Stormwater

Discharges from Construction Activity

• NYS Office of Parks, Recreation and Historic Preservation (OPRHP) – State Historic Preservation Office (SHPO): − Section 106 consultation − Section 4(f) coordination as official with jurisdiction for historic sites

• NYS Department of State (NYSDOS): − Federal Aid Notification

• NYC Department of Parks and Recreation (NYC Parks): − Tree Work Permit

• NYC Department of Environmental Protection (NYCDEP): − Sewer Connection Permit − Amended Drainage Plan

• NYC Department of Transportation (NYCDOT): − Office of Construction Mitigation and Coordination Street Permit − Office of Construction Mitigation and Coordination Arterial Permit

• NYC Department of City Planning (NYCDCP): − Waterfront Revitalization Program Consistency Assessment

• Metropolitan Transportation Authority (MTA) Long Island Rail Road (LIRR): − Consultation regarding the retrofit/replacement of the four LIRR bridges within project limits

https://www.ecfr.gov/cgi-bin/text-idx?c=ecfr&SID=61302bd90d79271a583474ad2f9dcd7e&rgn=div5&view=text&node=14:2.0.1.2.9&idno=14#se14.2.77_19


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The Project also complies with Executive Order 11988 “Floodplain Management” and Executive Order 12898 “Federal Actions to Address Environmental Justice in Minority Populations and Low-Income Populations.”

S.5 PROJECT COSTS AND SCHEDULE

The construction cost of the Build Alternative is estimated to be approximately $1.393 billion (70% probability cost – Table S-2). The FHWA Cost Estimate Review model estimated a range between 10% and 90% probability of $1.298 to $1.434 billion. Construction is expected to start in 2020 and continue through 2025. Table S-3 provides the project schedule.


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Table S-2. Project Cost (70% Probability) – Design Build

Activity Contract 1

X735.82 Contract 2

X735.83 Contract 3

X735.84 Total All

Contracts

Construction Bridge $80,886,342.77 $203,998,792.26 $64,572,824.43 $349,457,959.46 Highway, ramps, and streets $7,771,776.00 $992,417.00 $86,873,645.00 $95,637,838.00

Retaining Walls $0 $0 $98,681,068.00 $98,681,068.00 ITS $0 $0 $24,126,957.50 $24,126,957.50 Highway Drainage $0 $0 $17,412,448.50 $17,412,448.50 Landscaping $292,845.00 $14,597.76 $4,695,059.00 $5,002,501.76 Noise Barriers $0 $0 $17,205,000.00 $17,205,000.00 Public Utility Relocations (Water and Sanitary/Drainage Sewer) $10,388,054.00 $1,665,052.00 $19,504,190.01 $31,557,296.01 Lighting and Traffic Signals $6,979,700.00 $580,900.00 $11,857,000.00 $19,417,600.00 Utility Betterment (Private) $24,529,854.00 $1,812,005.00 $10,705,658.29 $37,047,517.29

Subtotal (2019) $130,848,571.77 $209,063,764.02 $355,633,850.73 $695,546,186.52 Surveying Operations (1.11% contract 1, 1.08% contract 2, 2.00% contract 3) $1,439,334.29 $3,763,147.75 $7,112,677.01 $12,315,159.05

Work Zone Traffic Control (10%) for contracts 1 and 2, LS for contract 3 $13,084,857.18 $20,906,376.40 $34,327,745.74 $68,318,979.32

Subtotal (2019) $145,372,763.24 $233,733,288.18 $397,074,273.48 $776,180,324.90 Potential Field Change Payment $3,129,000.00 $3,500,000.00 $3,500,000.00 $10,129,000.00 Mobilization (4%) $5,814,910.53 $9,349,331.53 $15,882,970.94 $31,047,213.00

Subtotal (2019) $154,316,673.77 $246,582,619.71 $416,457,244.42 $817,356,537.90 Incidentals/Contingencies (20% per contract) @ Current Stage $30,863,334.75 $49,316,523.94 $83,291,448.88 $163,471,307.57

Subtotal (2019) $185,180,008.52 $295,899,143.65 $499,748,693.31 $980,827,845.48 Year of Estimate 2019 2019 2019 2019 Anticipated Construction Midpoint 6/28/2021 9/30/2022 8/4/2023 N/A Assumed Rate of Annual Inflation 2% 2% 2% 2% Inflation Factor to Project Midpoint $7,407,200.34 $17,753,948.62 $39,979,895.46 $65,141,044.42 Subtotal After Inflation (Mid-Point) $192,587,208.86 $313,653,092.27 $539,728,588.77 $1,045,968,889.90 Final Design, QA/QC, CI (27%) $49,998,602.30 $79,892,768.78 $134,932,147.19 $264,823,518.27 Right of Way Costs (2019) $0 $0 $0 $0 Railroad Force Account $0 $42,508,314 $0 $42,508,314

Total Contract Cost $242,585,811.16 $436,054,175.05 $674,660,736.96 $1,353,300,723.17 Preliminary Engineering and CER Cost

Adjustments -- -- -- $40,036,318.00 Total Project Cost -- -- -- $1,393,337,041

Rounded to nearest $10K $1,393,340,000


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Table S-3. Project Schedule

Activity Date Occurred/Tentative Release of Scoping Report April 2018 Notice of Availability of Draft Design Report/Draft Environmental Impact Statement (DDR/DEIS) Winter 2019 DDR/DEIS Public Comment Period Winter 2019 Public Hearings Winter 2019 Release of Final Design Report/Final Environmental Impact Statement and Record of Decision 2019 Design Approval 2019 Right-of-Way Acquisition 2019 Construction Start 2020 Construction Complete 2025

S.6 PUBLIC INVOLVEMENT

Public participation is an integral part of the NEPA process. The FHWA and NYSDOT have provided opportunities for meaningful public and agency participation throughout the environmental review process. The FHWA and NYSDOT will continue to provide opportunities for public involvement during final design and construction.

S.6.1 Public Scoping Meeting

A public scoping meeting for the Project was held on Wednesday, September 27, 2017. A total of 66 people attended the scoping meeting, including community members, elected and government officials, representatives of nonprofit/community organizations, and property owners within or adjacent to the Study Area. A 30-day comment period followed the public scoping meeting. Comments received during that period were considered and included and responded to in the Project Scoping Report (see Appendix E of the Scoping Report).3

S.6.2 DDR/DEIS Public Comment Period and Public Hearings/Meeting

A 60-day public comment period followed the February 1, 2019 release of the DDR/DEIS to the public. The lead agencies extended the original 45-day public comment period to provide additional time for public outreach and public review of the DDR/DEIS. The public comment period ended on April 1, 2019. Two public hearings and a public information meeting were held during the comment period. The public was provided opportunities to submit comments on the DDR/DEIS in several ways throughout the comment period. Written comments could be submitted via email, the project website, mail, and/or comment cards provided at the public hearings and information meeting. Opportunities to provide oral comments, either in public or in private through a stenographer, were available at the public hearings. A private stenographer was also available at the public information meeting. The comments received on the DDR/DEIS and responses to substantive comments are included in the FDR/FEIS. The NYSDOT and FHWA have considered the comments received.

3 https://www.dot.ny.gov/vwe/repository/x73582_Scoping_Report_final_4-2018.pdf

https://www.dot.ny.gov/vwe/repository/x73582_Scoping_Report_final_4-2018.pdf


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S.6.3 Project Website

The project website (https://www.dot.ny.gov/VWE) was established at the initiation of the scoping process to provide information about the Project. The website serves as a source of project information, including reports, maps, drawings, and current project data. The site also functions as a continuous means for the public to submit comments. The website will continue to be updated to include communications and provide access to project documents.

S.6.4 Mailing List

A mailing list of contacts, including elected officials, public agency contacts, community boards, and interested parties and individuals, has been established. It has been and will continue to be used to issue meeting notices and other communications with the public.

S.6.5 Environmental Justice

Executive Order (EO) 12898 requires federal agencies to provide meaningful opportunities for affected minority and/or low-income communities to provide input on a project. Public meetings have been sited, scheduled, and planned to provide meaningful opportunities for participation by minority and/or low-income populations. The public scoping meeting was held near public transportation routes, including the LIRR’s Jamaica Station, J, Z, and E subway lines, and several bus lines, and was located within a community with identified minority populations. Similarly, the two public hearings and public information meeting were located within communities with identified minority populations. One of the public hearings was held near public transportation routes, including the LIRR’s Jamaica Station, J, Z, and E subway lines. The other public hearing and public information meeting were held in locations recommended by the local community boards and that allowed for parking. In addition, the NYSDOT presented the Project at Community Board Meetings in fall 2017 and spring 2018.

S.6.6 Limited-English Proficiency

In compliance with EO 13166, Improving Access to Services for Persons with Limited English Proficiency, and New York State EO 26, Statewide Language Access Policy, public meeting notices and flyers were translated in Spanish and published in local newspapers as well as those in general circulation. Public meetings for the Project were advertised in El Diario, a local Spanish newspaper. Spanish-language versions of notices, presentation boards, and meeting brochures were made available at public meetings. Spanish-language interpreters were available at public meetings.

S.6.7 Americans with Disabilities Act (ADA)

Public meetings have been held in locations that comply with the ADA to ensure that individuals with disabilities have access to meetings. The public notices announcing the public scoping meeting, public hearings, and public information meeting provided instructions for requesting special accommodations. Sign language interpreters have been available at formal public meetings and other meetings, if requested. Public notices announcing public meetings have provided instructions for requesting special accommodations.

https://www.dot.ny.gov/VWE


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S.7 CONTACT INFORMATION

For further information about the Project, please visit the project website:(www.dot.ny.gov/vwe) or contact:

Van Wyck Expressway Project Team New York State Department of Transportation

47-40 21st Street Long Island City, NY 11101

[email protected]

http://www.dot.ny.gov/vwe

mailto:[email protected]

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