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LIRR Main Line Corridor Improvements EIS

Scoping Document

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Scoping Document


Prepared For: Metropolitan Transportation Authority
Long Island Rail Road

Prepared By: DMJM Harris

May 6, 2005

Updated June 7, 2005

 

 

TABLE OF CONTENTS

Section
 Page

Introduction/Project Summary
1

Scoping Process
2

Project Location
5

Regional Transportation Services
6

Purpose and Need
7

Proposed Actions and Alternatives to be Considered
7

No Build Alternative
7

Alignment Alternatives
7

Station Area Alternatives
10

Roadway Grade Crossing Alternatives
10

Project Phasing Options and Independent Utility
10

Proposed Impact Areas to be Considered
10

Social/Economic Factors
11
Land Use
11
Displacement/Property Acquisition
11
Neighborhood and Community Disruption
12
Environmental Justice
12
Historic and Archaeological Resources
12
Transit Noise and Vibration Conditions
13

Transportation Factors
13
Ridership
13
Traffic and Roadway Grade Crossings
13

Physical and Natural Environment
14
Air Quality
14
Threatened and Endangered Species
15
Water Quality
15
Wetlands
15
Section 4(f) Properties
15

Future Public Involvement Plans
16

Newsletters and Website
16

Interest Group Meetings and Presentations
16

Public Meetings and Hearings
16

NEPA Requirements and Procedures
17

INTRODUCTION/PROJECT SUMMARY

The Federal Transit Administration (FTA), in cooperation with the Metropolitan Transportation Authority (MTA) of the State of New York and Long Island Rail Road (LIRR), will prepare an Environmental Impact Statement (EIS) on a proposal to make infrastructure improvements to the LIRR Main Line Corridor. The Corridor includes the area between Queens Village and Hicksville in Queens and Nassau Counties, New York.

The Proposed Action would consist of the addition of a new third track to the existing two track configuration between the Queens Interlocking in Queens County and the Divide Interlocking in Nassau County, with crossover service to the Oyster Bay Branch east of the Mineola Station. The Proposed Action may include modifications or additions of: crossovers, interlockings, sidings, bridges (over/undergrade bridges, viaducts, and culverts), signal systems (signal bridges, signal huts, signals, control towers), communications, substations, and retaining walls. Modifications to existing stations may be required such as changes to station buildings, parking, shelters/waiting rooms, platform placement and amenities such as the addition of elevators at stations. Up to five (5) roadway grade crossings will be considered for separation and/or closure. Property acquisitions may be necessary to accommodate the Proposed Action and utility relocations (including but not limited to: electric, signal, communications, gas, water, sewer, and storm systems).

The FTA is the lead federal agency under the National Environmental Policy Act of 1969 (NEPA). The Environmental Impact Statement will be prepared in accordance with NEPA, the Council on Environmental Quality (CEQ) Regulations (40 CFR 1500-1508) and USDOT FHWA/FTA Environmental Impact and Related Procedures (23 CFR 771). As sponsor of the proposed project, the LIRR will ensure that the EIS and the environmental review process also satisfy the requirements of the New York State Environmental Quality Review Act (SEQRA).

The EIS will evaluate a No Action Alternative, various Build Alternatives, and any additional alternatives generated through the scoping process. Scoping will be accomplished through meetings and correspondence with interested persons, organizations, and Federal, State, regional, and local agencies.

SCOPING PROCESS

The Council on Environmental Quality (CEQ) has provided regulations and guidance for implementing the National Environmental Policy Act of 1969. Specific information regarding Scoping is provided in 40 CFR Part 1501.7 and in subsequent guidance issued to all heads of Federal agencies. CEQ regulations and guidance identify the scoping process as an early and open process for determining the scope of issues to be addressed and for identifying significant issues related to a proposed action.

One of the functions of scoping is to identify the public involvement/public hearing processes of all appropriate state and federal agencies that will ultimately act upon the proposed action. To the maximum extent possible, such processes should be integrated into the EIS process so that joint public meetings and hearings can be conducted. Conducting joint meetings and hearings eliminates duplication and should significantly reduce the time and cost of processing an EIS and any subsequent approvals. The end result will be a more informed public cognizant of all facets of the proposed action.

The scoping process for this project will be carried out through a series of agency and public meetings as well as by providing the opportunity for any interested party to submit written comments for a specified period of time during the scoping process.

The initiation of the EIS and the scoping process begins with the publication of a Notice of Intent (NOI) to prepare an EIS in the Federal Register. The next step is a formal project scoping process, in which the LIRR will identify a range of actions, alternatives, and impacts. The LIRR will solicit agency and public responses to this document. All reasonable alternatives and issues identified through scoping will be considered in the preparation of the EIS.

This Scoping Information Package is provided to Federal, State, and local agencies and the general public to provide preliminary information of the project’s Purpose and Need, Alternatives, and areas of environmental concern. It is intended to inform participants in the scoping process of the project and project area features planned for consideration in the EIS. Additional information will be available at the scoping meetings.

The LIRR will hold scoping meetings at the following locations:

The LIRR will accept oral and written comments on the scope of the EIS during the public scoping meetings. Written comments will also be accepted until August 31, 2005 extended until December 31, 2005. Written comments should be submitted to:

Mr. Peter Palamaro
LIRR Public Affairs
Jamaica Station, 1131
Jamaica, NY 11435

PROJECT LOCATION

The Long Island Rail Road Main Line Corridor Improvements Project is located along an 11.5-mile segment of the LIRR Main Line track between Queens Village and Hicksville in Queens and Nassau Counties, New York. The project location relative to the region is illustrated on Figure 1. Figure 2 provides a more detailed illustration of the project corridor, including the nine station locations and eight roadway grade crossings located within the corridor. The nine stations are: Queens Village, Bellerose, Floral Park, New Hyde Park, Merillon Avenue, Mineola, Carle Place, Westbury, and Hicksville.

Figure 1: Project Location Map

Figure 2: Project Corridor Map

REGIONAL TRANSPORTATION SERVICES

The MTA Long Island Rail Road is the busiest commuter railroad in North America, carrying an average of 274,000 customers each weekday on 730 daily trains. The LIRR system includes 11 rail lines stretching from Montauk – on the eastern tip of Long Island – to the refurbished Penn Station in the heart of Manhattan, approximately 120 miles away. Along the way, the LIRR serves 124 rail stations in Nassau, Suffolk, and Queens Counties, as well as Brooklyn and Manhattan, providing service for some 81 million customers each year. The section of the Main Line that represents the project corridor carries trains from five separate branches of the LIRR: Oyster Bay, Hempstead, Port Jefferson, Ronkonkoma, and Montauk.

An increasing number of workers living in the suburbs of Nassau and Suffolk Counties commute to Manhattan. The primary modes of travel for these commuters are: the MTA Long Island Rail Road (LIRR), New York City Transit (NYCT) subways, Long Island and Queens buses, and automobiles. Approximately 76 percent of Nassau and Suffolk County residents who commute to Manhattan for work use the LIRR.

Long Island has also experienced an increase in suburb-to-suburb trip and reverse commutation, with New York City residents traveling to jobs in Nassau County, specifically to Mineola, Hicksville, Hempstead, Garden City, Freeport and Inwood. Many of these trips are made by bus. Three major east-west highways used for commuting include: The Long Island Expressway (I-495), The Northern State/Grand Central Parkway, and The Southern State/Belt Parkway. Other critical traffic corridors that serve as major connections throughout Nassau County include: Hempstead Turnpike (New York State Route 24), Jericho Turnpike (New York State Route 25), Meadowbrook State Parkway and Wantagh State Parkway.

Key East River crossings into Manhattan include the Queens-Midtown Tunnel (QMT), the Queensboro Bridge and the Triborough Bridge. Currently, during the peak commuting hours, all of these major routes experience extreme congestion, and consequently, routes parallel to them have also become extremely congested. Traffic volumes as high as ¼ million vehicles per day have been observed on sections of major roadways within the region.

In addition to roadways in the region experiencing extremely high traffic volumes, the NYCT subway system is also operating at capacity during the peak periods of the day. Historical shifts in residential and employment locations within the region, combined with
projected population growth in employment and the labor force, will increase the demand on the already overtaxed transportation system.

There are eight roadway grade crossings in the corridor: Covert Avenue, 12th Street, and New Hyde Park Road in New Hyde Park; Main Street, Willis Avenue and Roslyn Road in Mineola and Urban Avenue in New Cassel and School Street in Westbury. Train traffic passing the existing eight roadway grade crossings along the 11.5-mile corridor will be expected to increase with projected ridership increases.

PURPOSE AND NEED

Presently, the LIRR between Queens Village and Hicksville operates on two tracks. This limited track results in severe railroad congestion during peak travel periods, operational difficulties, and insufficient reverse and intra-island commuting service.

Other service characteristics further constrain capacity for the LIRR. Eight roadway grade crossings exist within the project corridor and the passage of trains results in vehicular traffic delays at roadway grade crossings due to extended gate closures. Ambient noise conditions increase in the vicinity of the roadway grade crossings due to extended gate closures and necessary train horn soundings. Roadway grade crossing gate down times also contribute to reduced air quality due to congestion and queuing.

Adding a third track will provide additional capacity for the railroad, allowing more trains to run during peak hours and for reverse trips, providing operational flexibility, and accommodating anticipated service growth. Without the addition of a new third track, improvement of on-time performance within the corridor cannot be achieved during peak periods.

Roadway grade crossings present a potential risk to the safety and security of the railroad and the public. The higher the volume of vehicular traffic and the greater the number of trains the more potential there is for accidents at roadway grade crossings. Five of the eight roadway grade crossings in the corridor will be evaluated for elimination as part of the Main Line Corridor Improvements Project: New Hyde Park, Covert Avenue, 12th Street, School Street and Urban Avenue. In the 19-year period between January 1, 1968 and January 1, 1987 a total of 22 accidents occurred at these five roadway grade crossings including nine fatalities.

Simulation analyses of existing and future No Build conditions were conducted for three locations: New Hyde Park Road, Main Street, and Roslyn Road. In the future No Build condition, gate down times are projected to be over 50 minutes during the worst case peak hour. This significant increase in gate down time will prevent substantial traffic volumes from crossing the right-of-way during peak traffic periods.

The need for the proposed improvements is supported by findings in LIRR’s Network Strategy Study of 1994 and LIRR’s Long Term Operations and Maintenance Strategy Report of 1999. Specific needs associated with the limiting aspects of the existing Main Line configuration include:

Benefits anticipated in conjunction with a new third track in the Main Line Corridor include an increased ability to provide service for commuters to Manhattan, an increase in the ability to serve reverse and intra-island commuters, and increased service flexibility throughout the LIRR system. Benefits anticipated in conjunction with closure and/or separation of existing roadway grade crossings include increased safety for motorists, pedestrians, and bicyclists, reduction in automobile traffic backed-up at crossings as well as reductions in ambient noise conditions, and improved air quality.

2.0 PROPOSED ACTIONS AND ALTERNATIVES TO BE CONSIDERED

The following sections provide descriptions of actions and alternatives to be considered in the EIS. All reasonable alternatives for implementing improvements will be evaluated. Reasonable alternatives are those that a) meet the purpose and need for the project, b) address regulatory requirements, c) are available and capable of being implemented, and d) are prudent and feasible. Over the course of study, alternatives may evolve and specific elements of any one alternative may change. Regardless of the refinement that occurs during the course of study, the Draft EIS will evaluate several build alternatives against a No-Build (or No Action) alternative in order to identify effects of all potential courses of action.

2.1 NO BUILD ALTERNATIVE

The No Build Alternative provides for minor improvements, repairs, and other maintenance actions to the existing LIRR system between Queens Village and Hicksville as well as other planned projects considered by municipalities in Nassau and Queens Counties. It also includes projects that are part of the Metropolitan Planning Organization’s financially constrained Regional Transportation Plan and the Transportation Improvement Program

2.2 ALIGNMENT ALTERNATIVES

Presently, the LIRR between Queens Village and Hicksville operates on two tracks. Several alignment alternatives will be investigated for placing a third track along the Main Line Corridor. At this early stage of the study process the following general alignment options are proposed for investigation:

Figure 3 and Figure 4 illustrates the approximate location of each of these alignment options.

Due to the variation in available right-of-way and the potential for varying impacts, the Main Line Corridor will likely be divided into analysis segments for the purpose of alignment alternative consideration. The most appropriate segments will be determined based on physical and operational constraints and alternative alignment variations may include more than just north or south alternatives in any given segment.

Figure 3: Alignment Alternatives West of Mineola

Figure 4: Alignment Alternatives East of Mineola

2.3 STATION AREA ALTERNATIVES

Proposed improvements at station locations along the Main Line Corridor will be determined based on the requirements of specific alignment alternatives. For example,
the improvements necessary at any given station where additional track is added on the north side of the right-of-way would differ from improvements required to accommodate additional track placed on the south side of the right-of-way. Station area improvements are likely to include alterations, relocation or additions of the following elements:

2.4 ROADWAY GRADE CROSSING ALTERNATIVES

The closure and/or separation of roadway grade crossings will be evaluated at the following five locations (illustrated on Figures 3 and 4):

Alternatives will be evaluated based on potential safety issues, anticipated effects on local traffic conditions, and cost.

2.5 PROJECT PHASING OPTIONS AND INDEPENDENT UTILITY

Although compatible with and contributing to the functionality of the overall improvements, some elements of the Build Alternatives such as station rehabilitation or roadway grade crossing elements are functionally independent of the other elements of the Proposed Action. Although the current plan is to evaluate all of the elements in the EIS, as the project develops and as schedules and construction phasing plans develop, it is possible that some of the independent elements may be advanced via separate environmental evaluations under NEPA.

3.0 PROPOSED IMPACT AREAS TO BE CONSIDERED

The LIRR will evaluate the proposed impacts on the physical and natural environment, social/economic factors, and transportation factors. The level of analysis will be commensurate with the potential impacts likely to occur as a result of the project. The LIRR has identified several areas of concern as topics of focus for the Draft EIS. These are:

The following sections briefly discuss the factors to be evaluated, and the level of analysis to be undertaken.

3.1 SOCIAL/ECONOMIC FACTORS

3.1.1 Land Use

The project corridor is surrounded largely by residential subdivisions. Most subdivisions exist within unincorporated communities in the towns of Hempstead, North Hempstead and Oyster Bay and the villages of: Bellerose, Floral Park, New Hyde Park, Mineola, Garden City, and Westbury.

Supporting uses, including parks and recreation areas, and commercial and institutional establishments are also present throughout the corridor. Most land in the 11.5-mile long corridor has been utilized for some form of development and only isolated areas of vacant land still exist.

The LIRR will prepare an inventory of land use in the corridor and evaluate the potential impact of the proposed improvements on local land use. If parks or open space may be potentially impacted, the LIRR will prepare a Section 4(f) evaluation, as discussed below.

3.1.2 Displacement/Property Acquisition

It is anticipated that most of the Main Line Corridor proposed improvements could take place within the existing right-of-way established for the LIRR. However, some property acquisition may be necessary in order to construct a new continuous additional track and for some station area and roadway grade crossing improvements. Most of the areas where property acquisition will be necessary will be surrounding stations and where roadways, bridges, and underpasses cross the Main Line right-of-way.

Prior to a determination of which property must be acquired, analysis of the pros and cons of several approaches will be conducted as part of the evaluation of alternatives discussed in Section 2 above. County tax maps and data included in the project Geographic Information System (GIS) data set will be integral in identifying property boundaries, ownership, and assessing the approximate amount of land necessary for acquisition.

It should be recognized however, that property identified for acquisition as part of the Draft EIS process may not ultimately be required in order to construct the proposed project. Final decisions regarding property acquisition will not be taken until after the FTA issues a Record of Decision. The final design of facilities will determine exact property needs and the needs will be verified with detailed survey data.

As will be discussed in the Draft Environmental Impact Statement (DEIS), all property acquisition will be conducted in conformance with the Uniform Relocation Assistance and Real Property Acquisition Policy Act of 1970 and implementing regulations contained in Title 49, Part 24 of the Code of Federal Regulations (49 CFR Part 24).

3.1.3 Neighborhood and Community Disruption

Temporary and secondary effects associated with construction and operation of the proposed Main Line improvements are anticipated for adjacent neighborhoods and communities. These effects are anticipated to be limited to temporary changes in traffic patterns, access points, and increases in noise. No significant neighborhood impact or community disruption is anticipated in association with the proposed improvements.

Community disruptions during construction are anticipated, however, access impacts can be mitigated with a master traffic plan for the sequence and maintenance of traffic during construction. The master traffic plan would be developed with extensive coordination with the locally affected communities, the Village officials, and the Nassau County Department of Public Works traffic engineers.

LIRR will also provide an evaluation of the potential for cumulative impacts to occur to neighborhoods as well as the impacts due to construction phasing.

3.1.4 Environmental Justice

Executive Order 12898 calls for each Federal agency to make achieving environmental justice part of its mission by identifying as appropriate, disproportionately high and adverse human health or environmental effects of its program, policies, and activities on minority populations and low income populations.

The LIRR will evaluate the potential impacts of its alternatives on minority populations and low income populations. The LIRR will to reach out to these groups regarding the scope of the project and potential impacts.

3.1.5 Historic and Archaeological Resources

FTA and LIRR will look at historic and archaeological resources in accordance with Section 106 of the Historic Preservation Act of 1966. The LIRR will then identify, in consultation with the State Historic Preservation Office (SHPO), any known historic or archaeological resources in or eligible for the National Register of Historic Places. LIRR will identify and evaluate potential impacts associated with the construction and long-term operation of the LIRR improvements.

The public outreach required under Section 106 will be incorporated into the NEPA process. Any agreements necessary to fulfill Section 106 requirements will be presented in the DEIS.

If impacts will occur to historic or archaeological resources, the 4(f) evaluation, as discussed above, will also pertain to these resources.

3.1.6 Transit Noise & Vibration Conditions

Two types of noise and vibration impacts will be evaluated: train passby noise and train horn soundings near roadway grade crossings.

LIRR will use the FTA Transit Noise and Vibration Assessment guidance manual to determine the potential for noise and vibration impacts. Initial screening has determined that there are noise- and/or vibration-sensitive land uses in the project area. Further screening and field measurements will estimate the likelihood of impacts resulting from the project and establish the existing ambient conditions. If a potential for impact exists, LIRR will conduct a general assessment which will provide more detailed analysis than the general screening. Should the general assessment demonstrate that impacts are still likely, LIRR will conduct a detailed analysis. If required, the detailed analysis will quantify noise and vibration impacts and present mitigation measures proposed for implementation in conjunction with the project.

The transit noise and vibration assessment will also consider local ordinances as appropriate.

3.2 TRANSPORTATION FACTORS

3.2.1 Ridership

The labor force in Nassau, Suffolk, and Queens is projected to increase by approximately 22 percent between 2005 and 2030. Without Main Line Corridor improvements, the LIRR will not be able to accommodate future demand for service into and out of Manhattan, which will cause severe overcrowding on peak hour trains. LIRR will use approved transportation modeling to determine future ridership levels in the project study area.

3.2.2 Traffic and Roadway Grade Crossings

A traffic analysis will be undertaken to explore the impacts of potential roadway grade crossing separations and/or closures and to determine potential access issues for automobiles, buses, bicycles, and pedestrians. The traffic study will include: 1) determining the existing conditions; 2) determining projected future conditions with and without the proposed improvements; 3) level of service analysis for all project scenarios (No Build and Build alternatives); and 4) identification of mitigation measures. The traffic analysis will be conducted in coordination with NYSDOT and local jurisdictions.

3.3 PHYSICAL AND NATURAL ENVIRONMENT

3.3.1 Air Quality

The project corridor is part of the New York metropolitan area that is designated by the United States Environmental Protection Agency (EPA) as “severe non-attainment” for ground-level ozone and “moderate non-attainment” for carbon monoxide. The region’s Long Range Transportation Plan and Transportation Improvement Program (TIP), developed by the New York Metropolitan Transportation Council (NYMTC), include the LIRR Main Line Corridor Improvements Project. The Main Line Corridor Improvements Project is one element of the TIP included to help the region achieve conformity with the State Implementation Plan’s (SIP) goal to reduce pollutant emissions in the metropolitan area. NYMTC is responsible for coordinating the participation of local governments to ensure the conformance of the Long Range Transportation Plan with on-road mobile source emission reductions contained in the SIP.

The Clean Air Act regulates air quality at the Federal and State level. In order to comply with this act, LIRR will examine existing air quality conditions and how the project will affect air quality in the area. LIRR will conduct air quality modeling including a hot spot, or “local” analysis to determine air quality impacts. The modeling will demonstrate changes in air quality for localized areas resulting from construction activities and changes in traffic flow and patterns. It will also demonstrate regional changes resulting from the operation phase. Although it is anticipated that the project will have beneficial impacts on air quality, modeling results indicating adverse impacts will require that LIRR consult with Federal and State agencies in order to comply with regulations and meet air quality standards.

3.3.2 Threatened and Endangered Species

Preliminary investigation of threatened and endangered species potentially occurring in New York State revealed the following occurrences of species:

In order to comply with the Endangered Species Act of 1977 (ESA), LIRR will contact the USFWS to determine if any protected species are present in the project area. Should USFWS respond negatively to this response, no further consultation will be required. However, should the USFWS provide a list of protected species that are likely to be present within the project area, additional consultation will occur to determine if adverse impacts are likely. If protected species exist in the project area, but adverse impacts are not likely, LIRR will request concurrence from USFWS and if granted, this concurrence will conclude ESA consultation. Should it be determined that adverse impacts are likely, LIRR will initiate formal Section 7 consultation with USFWS to ensure compliance with ESA.

3.3.3 Water Quality

LIRR will examine the potential for impacts to any existing surface and ground water resources. The U.S. Environmental Protection Agency (EPA) has designated the Brooklyn-Queens and Nassau-Suffolk Aquifer Systems as Sole Source Aquifers. Although it is unlikely the project will result in adverse impact to these systems, LIRR will consult with EPA to ensure compliance with regulatory requirements regarding these ground water resources.

LIRR will conduct a field survey and consult with state and local agencies to determine the presence of surface water resources in the project area. In conjunction with looking at surface water resources and potential impacts, LIRR will also examine existing stormwater facilities and whether or not the project will result in impacts to stormwater. Although LIRR will attempt to avoid surface water impacts, should these impacts be likely, LIRR will consult with Federal, State and local agencies to determine which permits, best management practices (BMPs) and mitigation measures will be required to comply with all applicable water quality regulations and to minimize any adverse impacts.

3.3.4 Wetlands

Several areas containing stormwater control features and wetland areas that may be considered jurisdictional by the United States Army Corps of Engineers (USACE), the State of New York and or Nassau County, exist within the project corridor.

Areas of water detention/retention and/or open water are located south of the Main Line: west of Herricks Road, west of Carle Place Station, and west of Cantiague Road. Additional areas containing stormwater control structures and/or wetlands are likely to be present within the project corridor. An assessment of the need for alterations to stormwater control features and the potential for impacts to water quality will also be included in the Draft EIS.

LIRR will conduct an initial field survey and consult the National Wetlands Inventory to determine the existence of wetlands in the project area. Should this initial assessment indicate wetlands are present, LIRR will conduct more detailed analysis regarding the size and quality of wetlands in the project area and the potential for impacts to occur. In addition, LIRR will consult with the U.S. Army Corps of Engineers (USACE) and any state or local agency with jurisdiction over wetlands protection. Alternatives will be examined to avoid or minimize impacts to wetlands. If impacts to wetlands are likely, LIRR will coordinate with the aforementioned agencies to discuss any permit and mitigation requirements.

3.3.5 Section 4(f) Properties

Section 4(f) refers to properties defined as publicly owned park, recreation area, or wildlife or waterfowl refuge, or historic site. The United States Department of Transportation (USDOT) Act of 1966 stipulates that no USDOT agency will approve a project which requires the use of these properties unless (1) there is no prudent and feasible alternative to the use of the land, and (2) the project/program includes all possible planning to minimize harm to these properties.

Once potential Section 4(f) properties have been identified, LIRR will evaluate alternatives, and in consultation with FTA, determine if any of the alternatives would be likely to result in the use of such properties. LIRR will make every effort possible to avoid impacts to Section 4(f) properties. However, should FTA determine that the project would result in the use of any Section 4(f) property, a Section 4(f) evaluation will be prepared. This evaluation will document the characteristics, special features, associated activities and significance of the affected properties. In addition, the evaluation will discuss all planning efforts made to minimize harm, why the use cannot be avoided, and how the use will be mitigated.

FTA will make its Section 4(f) finding at the time of the issuance of the Record of Decision.

4.0 FUTURE PUBLIC INVOLVEMENT PLANS

Public involvement is a critical component of both the scoping and EIS processes. The following sections briefly discuss the public involvement plans for the project. These plans may be expanded in order to meet any changing demand in public outreach.

4.1 NEWSLETTERS AND WEBSITE

In order to provide the public and other groups of interest with continuous and updated information, LIRR will prepare and distribute various newsletters during the scoping and EIS periods. An initial project newsletter will focus on the benefits of and need for the project, identify critical milestones and contain specific information regarding upcoming public involvement opportunities. Other newsletters will include summaries of studies and alternatives being considered and a notice of work to be performed.

LIRR will also maintain continuous updates to the MTA website which will enable interested parties to electronically access the same project information and updates that will be provided in hard-copy displays, brochures and mailers. The website shall be updated as the EIS process progresses and throughout the life of the project.

4.2 INTEREST GROUP MEETINGS AND PRESENTATIONS

LIRR will identify and contact interest groups who may want to participate in the public involvement process. These groups will be added to the project mailing list and LIRR will conduct meetings that will provide project information and enable such groups to provide LIRR with their comments.

4.3 PUBLIC MEETINGS AND HEARINGS

LIRR will conduct a number of public meetings throughout the scoping process. Notice of these meetings will be posted on the MTA website, and presented in mailers, newsletters and project brochures to allow all members of the interested public a chance to participate. All public meetings and hearings will be conducted at locations that are compliant with the Americans with Disabilities Act (ADA).

5.0 NEPA REQUIREMENTS AND PROCEDURES

NEPA requires the following procedural requirements, which the LIRR will incorporate into the EIS schedule and process:

Commencement of the DEIS will begin when the EPA publishes the Notice of Intent (NOI) to prepare an EIS in the Federal Register. The NOI (published May 6, 2005) identifies the time and location of public scoping meetings. The LIRR also published notices of the scoping meetings in local newspapers.

Once the alternatives and environmental analyses have been completed, the DEIS will be filed with the Environmental Protection Agency (EPA). EPA will publish a Notice of Availability in the Federal Register and the LIRR will also publish notices in local papers. A public hearing(s) will be held when the DEIS is released to the public.

The DEIS will be available to the public for a minimum of 45 days and 15 days prior to the public hearing. The DEIS will be circulated to all parties interested or having jurisdiction by law over the proposed action. The DEIS public comment period will be a minimum of 45 days. The LIRR anticipates that this comment period will occur Spring 2006 to Summer 2007. A generalized representation of the NEPA process schedule is illustrated in Figure 5.

At the conclusion of the DEIS circulation period, FTA and the LIRR will review the comments and refine the document as necessary. FTA and the LIRR will prepare a Final EIS. The FEIS will identify a preferred alternative or Build Alternative, and compare the impacts to the No Build Alternative. The FEIS will also provide a greater level of detail on design, impacts and mitigation, and present the mitigation commitments, where applicable.

Figure 5: EIS Process Overview