TRANSPORTATION PROJECT REPORT DRAFT CONCEPTUAL ACCESS MODIFICATION PROPOSAL OCTOBER 2002

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1 TRANSPORTATION INTERSTATE 87 INTERCHANGE 11A TOWN OF MALTA SARATOGA COUNTY, NY DRAFT CONCEPTUAL ACCESS MODIFICATION PROPOSAL OCTOBER 2002 PROJECT REPORT NEW YORK STATE DEPARTMENT OF TRANSPORTATION JOSEPH H. BOARDMAN, Commissioner

2 Table of Contents Page Table of Contents...ii List of Figures...iii List of Tables...iii List of Appendices...iv Executive Summary... v I. INTRODUCTION and PROJECT SUMMARY... 1 II. PROJECT IDENTIFICATION, EVOLUTION, CONDITIONS AND NEEDS AND OBJECTIVES... 2 A. Project Identification... 2 B. Project Evolution... 2 C. Conditions and Needs Transportation Conditions and Engineering Considerations... 7 a. Functional Classification and Nation Highway System... 7 b. Culture, Terrain, and Climate Conditions... 7 c. Control of Access... 7 d. Existing Geometry / Highway Section... 8 e. Abutting Highway Segments and Future Plans for Abutting Highway Segments f. Travel Speeds g. Traffic Volumes i. Existing Traffic Volumes ii. Future Traffic Volumes h. Level of Service III. PRELIMINARY ALTERNATIVES A. Design Criteria B. Alternatives Considered Description Engineering Considerations of Alternatives a. Interchange Spacing b. Connection c. Traffic Considerations d. Traffic Control Devices C. Project Schedule IV. CONCLUSIONS ii

3 List of Figures Figure 2.1 Project Location Map, Regional... 4 Figure 2.2 Project Study Area... 5 Figure 2.3 Step 2 Improvement Plan... 6 Figure 2.4 Existing Geometry... 9 Figure Existing Peak Hour Traffic Volumes Figure Future Traffic Volumes Figure Existing Level of Service Summary Figure Future Level of Service Summary Figure 3.1 Alternative 1 Geometry Figure Future Traffic Volumes with Exit 11A Figure 3.3 Alternative 1 Future 2025 Level of Service Summary Figure 3.4 Existing Guide Signs Figure 3.5 Proposed Signs Figure A-1 Alternative 2 Exit 11A North of Ballston Creek...Appendix A Figure A-2 Alternative 1A Exit 11A South of Ballston Creek w/c-d...appendix A Figure A-3 Alternative 2A Exit 11A North of Ballston Creek w/c-d...appendix A List of Tables Table 2.2 Base Year Segment Traffic Volume Summary Table 2.3 Basic Freeway Segment Level of Service Summary Table 2.4 Ramp Junction Level of Service Summary Table 2.5 Ramp Terminal Intersection Level of Service Summary Table 3.1 Conceptual Design Parameters Table Future Basic Freeway Segment Level of Service Summary Table Future Ramp Junction Level of Service Summary Table Future Ramp Terminal Intersection Level of Service Summary iii

4 List of Appendices Appendix A... Other Alternatives Appendix B...Levels of Service Level of Service Definitions and Criteria... Detailed Level of Service Reports... iv

5 Executive Summary The purpose of this Conceptual Access Modification Proposal (CAMP) is to initiate the coordination between the New York State Department of Transportation (NYSDOT) and the Federal Highway Administration (FHWA) for the purpose of modifying the access to the Interstate System. This report has been prepared to provide NYSDOT and FHWA the necessary background information to determine if the proposed access modification appears feasible. If NYSDOT and FHWA determine that the access modification does appear feasible, an Access Modification Report could then be completed and included in the Design Approval Document. It should be noted that concurrence from FHWA that the proposal appears feasible is not a guarantee that the FHWA will approve the proposed access modification. This CAMP has been prepared so as to give the Region and the FHWA enough information to decide if this proposal "appears feasible". The following technical information is included: 1. Conceptual interchange alternatives. 2. Interchange spacing distances for each alignment (gore to gore). 3. Ramp spacing requirements (to accommodate acceleration and deceleration lanes). 4. Proposed signing layout to assure feasibility. 5. Mainline level of service (LOS) analysis. 6. Ramp junction LOS analysis. 7. Weave analysis. The existing traffic volumes at Exits 11 and 12, and along I-87 were documented and evaluated as part of the existing conditions. A growth rate was applied to these traffic volumes representing the increase in background traffic volumes due to traffic growth in the area. Future traffic generated by the proposed Luther Forest Technology Campus project was added resulting in the 2025 Design Hour Volumes. These future traffic volumes were then evaluated on the existing highway network and on the proposed network that includes Exit 11A. The results of this proposal generally indicate that the construction of Exit 11A appears feasible from a traffic operations standpoint. Urban interchange spacing of one-mile can be provided on some segments while the use of collector-distributor roads could be used to mitigate segments with spacing of less than one mile. Traffic operations indicate that the resulting level of service impacts due to the proposed project can be mitigated. A preliminary guide sign plan has been developed which suggests that Exit 11A could be constructed while conveying clear guidance information to drivers. Considering the results of this proposal, it is the opinion of the NYSDOT, that an interchange on I-87 between Exits 11 and 12 appears feasible. v

6 CHAPTER I INTRODUCTION AND PROJECT SUMMARY A. Introduction The purpose of this Conceptual Access Modification Proposal (CAMP) is to initiate the project scoping stage for consideration of interstate and other freeway access control modifications by the New York State Department of Transportation (NYSDOT) and the Federal Highway Administration (FHWA), based on Appendix L, Section of the NYSDOT Design Procedures Manual. This document serves as an introduction to the proposed project and summarizes the preliminary feasibility analysis. This report summarizes the existing conditions in the study area, presents existing and future traffic volumes, analyzes several different interchange alternatives, and documents the preliminary operational, design, and engineering issues associated with a potential new interchange between I-87 Exits 11 and 12. This proposal is formatted similar to the NYSDOT requirements for a Freeway Access Modification Document, although the level of detail is much less. A formal Freeway Access Modification Document may be progressed if FHWA determines that a new interchange appears feasible based on the preliminary analysis herein. I-87 Interchange 11A Engineers, Planners & Surveyors Conceptual Access Modification Proposal - Page 1

7 CHAPTER II EXISTING CONDITIONS A. Project Identification I-87 is a north/south divided interstate that extends from New York City to the Canadian border. The section of I-87 between Albany and Canada is referred to as the Adirondack Northway, and generally consists of 3 lanes in each direction for approximately 50 miles between Albany and the Lake George area. North of Lake George, I-87 consists of 2 lanes in each direction. The study area for this CAMP is located between interchanges 11 and 12 in the Town of Malta, Saratoga County, New York. Mile markers 18.5 and 21.2 generally define this area. The regional project location is shown in Figure 2.1 and in more detail in Figure 2.2. B. Project Evolution The US Department of Defense maintained a missile test site on an approximately 1350-acre parcel in the Town of Malta, New York. The site consisted of a one-mile no development radius and was actively used from 19xx through 19xx. Thereafter, it remained idle for xx years until its sale in 19xx. The site is now being considered for development of up to four nanoelectronic manufacturing centers along with approximately 2 million square feet of associated ancillary uses, referred to as the Luther Forest Technology Campus (LFTC). Preliminary calculations indicate that the LFTC site could physically accommodate over 4 million square feet of nanotechnology/mixed office development, and could employ 10,000 to 20,000 area residents contributing to the economic development of Upstate New York. A Generic Environmental Impact Statement is currently being prepared to document future development potential and mitigation. It is recognized that access constraints may restrict the full development potential of the site. Primary access to the site is currently provided via I-87 Exits 11 and 12. Secondary access is provided via US Route 9 and other local roadways. Exit 11 is connected to Route 9 through the Village of Round Lake and is designated as Saratoga County Route 80 and NYS Route 911U. The Village of Round Lake is registered with the National Registry of historic places (1974). Exit 12 provides access to NYS Route 67, which is a primary east-west travel route through the county, and provides access to several commercial areas and residential communities east of I-87. A conceptual access improvement plan has been developed as part of the GEIS process for the LFTC site. This includes the construction of a new access road around the Village of Round Lake to Route 9, and is described as the Step 1 improvements. I-87 Interchange 11A Engineers, Planners & Surveyors Conceptual Access Modification Proposal - Page 2

8 The Step 2 improvements include the construction of a new interchange between Exits 11 and 12, in order to increase the capacity of the adjacent transportation system and minimize the impacts of future traffic growth. The proposed Step 2 improvements are shown on Figure 2.3. Based on the potential development size of LFTC, the resulting economic development potential, and the constraints to improve the surrounding road system, the feasibility of constructing a new interchange (Exit 11A) is being evaluated. I-87 Interchange 11A Engineers, Planners & Surveyors Conceptual Access Modification Proposal - Page 3

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12 C. Conditions and Needs 1. Transportation Conditions and Engineering Considerations a. Functional Classification and National Highway System (NHS) I-87 is part of the National Highway System, and is functionally classified as an Urban Principal Arterial Interstate for approximately 30 miles from the City of Albany to the City of Saratoga, with the exception of a 1.8-mile segment between Exits 11 and 12. This 1.8-mile segment is classified as a Rural Principal Arterial Interstate and includes the immediate study area for this project. b. Culture, Terrain and Climatic Conditions The land uses adjacent to I-87 within Albany County (Exits 1 to 7) are predominately commercial land uses with some limited residential areas. The Albany International Airport can also be accessed from I-87 at Exit 4. Within the southern portions of Saratoga County (Exits 8 to 11), I-87 provides access to primarily residential areas with major retail and commercial areas limited to Route 9 and the Exit 9 areas. Between Exits 11 and 13, land uses consist of lower density residential uses (as compared to areas south of Exit 11), with the majority of commercial uses focused around the Exit 12/Dunning Street corridor. North of Exit 13, the City of Saratoga Springs is immediately adjacent to I-87, with a large concentration of retail and commercial lands uses developed around Exit 15. Further to the north, the adjacent land uses in Saratoga are generally undeveloped or farmland. The terrain is generally level to rolling with grades of three percent or less between Interchanges 11 and 12. The area is located within the northeastern United States and is subject to normal seasonal climatic variations. This area normally receives approximately 36 inches of rainfall each year and approximately 63 inches of snowfall each season. c. Control of Access I-87 is a limited access roadway with access provided only at interchanges. Interchange spacing averages one interchange every two miles between the City of Albany and the City of Saratoga (Exit 15), however, Exits 4 to 7 and 8 to 9 all include segments with one-mile interchange spacing or less. I-87 Interchange 11A Engineers, Planners & Surveyors Conceptual Access Modification Proposal - Page 7

13 d. Existing Geometry / Highway Sections I-87 is a 6-lane divided highway with three travel lanes in each direction. Based on record plan information, lane widths typically measure 12 feet in width. Shoulder widths are ample, consisting of approximately four feet on the left and twelve feet on the right, and do not restrict the traffic flow. Rumble strips have been milled into each shoulder to alert drivers if they cross onto the shoulders. Exits 11 and 12 are both diamond interchanges and are separated by approximately 10,900 feet as scaled from aerial photographs and field verified. The northbound ramp terminal at Exit 11 is signalized, while the southbound ramp terminal operates under stop sign control. The northbound and southbound ramp terminals at Exit 12 are currently signal controlled. Figure 2.4 schematically summarizes the existing roadway and intersection geometry within the area. I-87 Interchange 11A Engineers, Planners & Surveyors Conceptual Access Modification Proposal - Page 8

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15 e. Abutting Highway Segments and Future Plans for Abutting Highway Segments The NYSDOT is currently progressing design plans for the reconstruction of Route 67 at Exit 12 (NYSDOT P.I.N ). These plans call for the widening for Route 67 to provide one travel lane in each direction with a raised boulevard between Route 9 and Kelch Drive, and a five-lane section with a raised boulevard from Kelch Drive to the Exit 12 northbound ramps. The bridge of I-87 will be widened to provide two travel lanes in each direction with a flush painted median. The intersections along Route 67 at Route 9/Dunning Street, Kelch Drive, and the northbound and southbound Exit 12 ramps will be converted into roundabouts. This project will include the removal of four signals at these intersections. This project is expected to be completed in The final design of this NYSDOT project is being coordinated with the development of the LFTC site. f. Travel Speeds The existing posted speed limit along I-87 within the study area is 65 MPH. g. Traffic Volumes i. Existing Traffic Volumes Short-term automatic traffic recorder coverage counts are conducted by NYSDOT on state highways on a three-year rotation as summarized in the NYS Traffic Volume Report. The highest traffic volumes on I-87 are experienced within the Capital Region, second only to the New York City metro area. Within Albany County, the highest annual average daily traffic (AADT) volume on I-87 is 117,000 vehicles per day (vpd). As I-87 extends north out of the urban areas, the AADT decreases to 97,000 vpd at the Saratoga County line. As the residential areas around Exits 8 through 11 draw vehicles off I-87, the AADT further decreases to approximately 72,000 vpd at Exit 11. Between Exits 11 and 12, NYSDOT maintains a continuous traffic count station on I-87. In 2000, the AADT on this section of highway was 61,100 vpd. Traffic volumes continue to decrease as I-87 extends through Saratoga County. Adjacent to Saratoga Springs AADT is approximately 57,000 vpd, and decreases to approximately 43,000 vpd at the northern Saratoga County border. Peak hour intersection counts were conducted at the Exit 11 and Exit I-87 Interchange 11A Engineers, Planners & Surveyors Conceptual Access Modification Proposal - Page 10

16 12 terminal ramps in 2000 and All counts were adjusted to reflect average annual conditions generally representing existing 2001 conditions, and were balanced between adjacent intersections. These base year traffic volumes are summarized in the following table and on Figure 2.5. Table 2.2 Base Year Segment Traffic Volume Summary AM Peak Hour PM Peak Hour Design Hour AADT Dir 1 Dir 2 Total K D Dir 1 Dir 2 Total K D I-87 - Exit 11 to Exit 12 61, Rt E of Exit 12 15, Rt. 911U - E of Exit 11 4, Dir 1,2 = Direction 1 (Northbound or Eastbound) & Direction 2 (Southbound or Westbound) AADT obtained from the 2001 Traffic Volume Report published by NYSDOT, and 2000 Continuous Count Station K-factor = percent of AADT experienced during the peak hour. D = Percent of traffic flow in peak direction I-87 Interchange 11A Engineers, Planners & Surveyors Conceptual Access Modification Proposal - Page 11

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18 ii. Future Traffic Volumes The expected full build-out of the LFTC project is expected in Future background traffic volume estimates were prepared in consideration of historical traffic data, traffic growth rates used by the NYSDOT for the Exit 12 reconstruction project, and transportation demand modeling by the Capital District Transportation Committee (CDTC), which is the designated Metropolitan Planning Organization (MPO) for the area. The growth rate for Exit 12 is expected to be approximately 3.5 percent per year until 2005 and then reduce to a more gradual growth rate of 1.25 percent per year through The weighted average of the background growth rate is approximately 1.6% per year. The growth rate of traffic volumes at Exit 11 is 1.25 percent per year, due to the greater density of development that already exists in this area. The trip generation of the LFTC project during the peak hour of adjacent street traffic was estimated and then assigned to the adjacent highway system. With the proposed LFTC project, the resulting annual growth rates vary within the study area depending on the specific location, but generally approximate a compounded growth rate of 1.9 percent per year for 24 years. The 2025 future year AM and PM traffic volumes can be found on Figures 2.6. I-87 Interchange 11A Engineers, Planners & Surveyors Conceptual Access Modification Proposal - Page 13

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20 h. Level of Service Level of service (LOS) and capacity analysis were conducted for the Existing 2001 and Future 2025 traffic volumes. Figures 2.7 and 2.8 show the various analysis locations and the resulting levels of service on the existing I-87 highway network. The analysis is based on the latest version of the Highway Capacity Software (HCS, Version 4.1c), which automates the procedures contained in the 2000 Highway Capacity Manual. Appendix B contains the detailed HCS level of service reports. Tables 2.3 through 2.5 also summarize the results of the analysis with 2001 existing and 2025 future traffic volumes on the existing highway network. Table Basic Freeway Segment Level of Service Summary AM Peak Hour PM Peak Hour Location Existing 2001 Future 2025 Existing 2001 Future 2025 NB SB NB SB NB SB NB SB South of Exit 11 A C B E B B C B Exit 11 to Exit 12 A C A D B A C B North of Exit 12 A B A D B A C B Table Ramp Junction Level of Service Summary Location AM Peak Hour PM Peak Hour 2001 Existing 2025 Future 2001 Existing 2025 Future Exit 11 NB Off-ramp Diverge A A B C Exit 11 NB On-ramp Merge A A B B Exit 12 NB Off-ramp Diverge B B C D Exit 12 NB On-ramp Merge A A B C Exit 12 SB Off-ramp Diverge B C A B Exit 12 SB On-ramp Merge B C A A Exit 11 SB Off-ramp Diverge B C A B Exit 11 SB On-ramp Merge B C A B Table 2.5 Ramp Terminal Intersection Level of Service Summary Location Control 2001 Existing AM Peak Hour 2025 Future 2001 Existing PM Peak Hour 2025 Future Exit 11 NB ramps S A B B F Exit 11 SB ramps U A/B B/C A/C C/F Exit 12 NB ramps S/R C A D A Exit 12 SB ramps S/R C A C A Note: Existing Exit 12 ramp terminals are signalized; Future Exit 12 ramp terminals assume completion of Exit 12 reconstruction and include two-lane roundabouts. X/Y = Major street unsignalized LOS/Minor street unsignalized LOS I-87 Interchange 11A Engineers, Planners & Surveyors Conceptual Access Modification Proposal - Page 15

21 These tables indicate that traffic operations in the area are generally very good. The basic freeway segments and ramp junctions operate at LOS C or better during peak hours. During 2025, the southbound freeway segment will operate at LOS D/E during the AM peak hour. The ramp terminals at exit 12 are expected to operate at excellent levels of service (LOS A) during the design year with the completion of the NYSDOT roundabout project. The ramp terminals at Exit 11 currently operate adequately (LOS D or better), but will degrade to LOS F during the 2025 design year. It should be noted that this Conceptual Access Modification Proposal is not an Access Modification Report. Although traffic operations along the Interstate are generally good, system constraints beyond the interstate preclude further improvements. These issues will be explored in more detail as part of the formal Access Modification Report, when/if this Conceptual Access Modification appears feasible upon FHWA review. I-87 Interchange 11A Engineers, Planners & Surveyors Conceptual Access Modification Proposal - Page 16

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24 CHAPTER III PRELIMINARY ALTERNATIVES A. Design Criteria Limited preliminary design criteria were established for the purpose of evaluating the feasibility of various new interchange alignments and configurations. The design criteria is summarized in the table below. Table 3.1 Conceptual Design Parameters Design Element Design Value Design Speed 40 mph Traveled Way Lane Width Shoulder Width 12 feet 6 feet Max Grade 5% Design Year LOS D (minimum) Interchange Spacing 1 mile (Urban) B. Alternatives Considered Several conceptual interchange configurations were considered for this proposal. Two basic interchange alternatives were developed, with subalternatives including the provision of collector-distributor roads. 1. Description Alternative 1 This alternative includes a new trumpet interchange between Exits 11 and 12, to be located approximately 1,500 feet south of Ballston Creek. The new road from the trumpet interchange would extend easterly to Route 9. Refer to Figure 3.1, which shows conceptual alignment of this alternative. Alternative 1 is generally preferred from an alignment standpoint because it maximizes the use of the Step 1 improvements by using the Step 1 access roadway to access Route 9. This alternative also minimizes the number of stream crossings, and the disruption of the Zim Smith recreation trail. Several other alternatives were conceived, three of which are shown in Appendix A. These other alternatives include the new interchange shown north of Ballston Creek (Alternative 2), as well as two sub-alternatives, which include collector-distributor roads between the new interchange and Exits 11 and 12 (Alternatives 1a and 2a). Each of these alternatives is considered feasible from a vertical and I-87 Interchange 11A Engineers, Planners & Surveyors Conceptual Access Modification Proposal - Page 19

25 horizontal alignment standpoint. Additional alternatives with various collector-distributor ramp configurations could be considered. The traffic operations for Alternative 1 are presented in the following section. 2. Engineering Considerations of Alternatives a. Interchange Spacing As discussed under Chapter II, section C.1.a, the section of I-87 between interchanges 11 and 12 is currently designated as rural principal arterial interstate, however, I-87 north and south of this 1.8 mile segment is designated as an urban interstate. None of the alternatives meet the required 2-mile interchange spacing for a rural principal arterial interstate highway. A one-mile urban interchange spacing can be achieved through the use of collector-distributor roads. Without collector-distributor roads the minimum spacing is estimated at approximately 2,500 feet under Alternative 1, which would be constructed as a Type-A weave northbound between Exits 11 and 11A. This project assumes that urban interchange spacing criteria applies. b. Connection The proposed connection of Exit 11A would be to US Route 9 at the existing Route 9/Route 67 intersection just north of the Village of Round Lake. Refer to Figure 2.3. The proposed connection would be constructed as a grade separated, modified diamond interchange, with a new bridge over Route 9 connecting to the LFTC site. Access ramps to Route 9 would allow full access to the new interchange for all motorists. This configuration would encourage drivers to use Exit 11A when traveling to and from the east on Route 67, and to and from the north along Route 9, thereby reducing the cut-through traffic volumes through the Village of Round Lake. c. Traffic Considerations Design year (2025) traffic forecasts were prepared for Alternative 1. Figure 3.2 summarizes the future 2025 design hour volumes for the AM and PM peak hours for this alternative. Level of service analyses were conducted to determine the future operational characteristics of this alternative. Tables 3.2 to 3.5 summarize the results of the level of service calculations within the study area for the AM and PM peak hours. Figure 3.3 shows the future levels of service. I-87 Interchange 11A Engineers, Planners & Surveyors Conceptual Access Modification Proposal - Page 20

26 Table Future Basic Freeway Segment Alternative 1 Level of Service Summary AM Peak Hour PM Peak Hour Location w/o Exit 11A w/ Exit 11A w/o Exit 11A w/ Exit 11A NB SB NB SB NB SB NB SB South of Exit 11 B E B E C B C C Exit 11 to Exit 11A A D A* D C B A* C Exit 11A to Exit 12 A D A E C B C B North of Exit 12 A D A D C B C B Note: * = Level of service on this segment reflects a weaving segment. Table Future Ramp Junction Alternative 1 Level of Service Summary Location AM Peak Hour PM Peak Hour w/o Exit 11A w/ Exit 11A w/o Exit 11A w/ Exit 11A Exit 11 NB Off-ramp Diverge A A C C Exit 11 NB On-ramp Merge A --- B --- Exit 11A NB On-ramp - Merge --- A --- C Exit 12 NB Off-ramp Diverge B B D C Exit 12 NB On-ramp Merge A A C C Exit 12 SB Off-ramp Diverge C C B B Exit 12 SB On-ramp Merge C C B A Exit 11A SB Off-ramp Diverge --- D --- B Exit 11A SB On-ramp Merge --- C --- C Exit 11 SB Off-ramp Diverge C C B B Exit 11 SB On-ramp Merge C C A B Table Future Ramp Terminal Intersection Alternative 1 Level of Service Summary AM Peak Hour PM Peak Hour Location 2025 Future w/o Exit 11A 2025 Future w/ Exit 11A 2025 Future w/o Exit 11A 2025 Future w/ Exit 11A w/ Mitigation w/ Mitigation w/ Mitigation w/ Mitigation Exit 11 NB ramps S B B C D Exit 11 SB ramps U B B B D Exit 12 NB ramps R A A A A Exit 12 SB ramps R A A A A Control These tables show that the addition of Exit 11A (Alternative 1) appears feasible from a traffic operations standpoint. However, the addition of this interchange will result in the southbound segment between Exits 12 and 11A to degrade from LOS D to LOS E during the AM peak hour. This LOS E condition could be permitted or it could be mitigated by providing a fourth southbound lane from the merge at Exit 12 to the southbound diverge at Exit 11A (Alternative 2), or a collector-distributor road similar to Alternative 2a. I-87 Interchange 11A Engineers, Planners & Surveyors Conceptual Access Modification Proposal - Page 21

27 It should be noted that it is not the purpose of this CAMP to conduct detailed evaluations of the various sub-alternatives, but instead to demonstrate that the feasibility of the access modification exists. Additional collector-distributor road ramp configurations could be considered as part of the formal Access Modification Report. d. Traffic Control Devices A conceptual guide sign plan was developed for Alternative 1. Existing signing and proposed sign plans are shown on Figures 3.4 and 3.5 and suggest that a workable guide sign plan could be developed for the area. C. Project Schedule The project schedule is to receive approval of the Generic Environmental Impact Statement by With approval of the GEIS, the first phase of development is expected to be complete in Completion of phase 2 is expected in 2011 and phase 3, including a new interchange if warranted, is expected to be completed by Full build-out of approximately 2 million square feet of ancillary development and up to four nanoelectronic manufacturing facilities is expected by I-87 Interchange 11A Engineers, Planners & Surveyors Conceptual Access Modification Proposal - Page 22

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33 CHAPTER IV CONCLUSIONS This Conceptual Access Modification Proposal is being submitted for a feasibility determination by the Federal Highway Administration for a new interchange on I-87 in Saratoga County, New York. If the FHWA renders a favorable decision (i.e. appears feasible ), a more detailed investigation as to whether the new interchange is justified will be undertaken in the future. The preceding analysis included preliminary highway alignment, traffic operations, and signing in consideration of a new interchange on I-87 located between existing Exits 11 and 12. Based on this preliminary investigation, a new trumpet interchanges appears feasible in this area. The new interchange would provide improved long term access to local communities as well as facilitate the economic development of upstate New York. I-87 Interchange 11A Engineers, Planners & Surveyors Conceptual Access Modification Proposal - Page 28

34 Appendix A Other Alternatives Conceptual Access Modification Proposal Interstate 87 - Exit 11A Town of Malta, New York

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38 Appendix B Levels of Service Conceptual Access Modification Proposal Interstate 87 - Exit 11A Town of Malta, New York