The Round Lake Bypass Project is located in the Village of Round Lake and the Town of Malta, Saratoga County, New York. The project was initiated in an effort




НазваниеThe Round Lake Bypass Project is located in the Village of Round Lake and the Town of Malta, Saratoga County, New York. The project was initiated in an effort
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  1. EXECUTIVE SUMMARY


A. Introduction


The Round Lake Bypass Project is located in the Village of Round Lake and the Town of Malta, Saratoga County, New York. The project was initiated in an effort to route commuter traffic around the developed village (Village Center). The proposed project includes operational and safety improvements. Saratoga County and the New York State Department of Transportation (NYSDOT) have completed extensive work involving the impacts and preliminary design of the Round Lake Bypass Project.

The proposed project is 100% state funded. Due to the anticipated wetlands and property impacts, the project is classified as a State Environmental Quality Review Act (SEQRA) Non-Type II Action (Environmental Impact Statement) in accordance with 17 NYCRR Part 15 - Procedures for the Implementation of State Environmental Quality Review Act (NYSDOT). The Regional Director of NYSDOT – Region One, will grant Design Approval. This report is available at the NYSDOT’s website at the following address:

https://www.nysdot.gov/portal/page/portal/regional-offices/region1/projects.


B. Project Location


The proposed roadway corridor limits extend from the Adirondack Northway (I-87) Exit 11 to US Route 9, north of the Village Center bypassing the Village of Round Lake and the existing NYS Route 911U (Curry Avenue/Simpson Avenue/George Avenue) route through the Village Center. The project area encompasses the proposed roadway corridor and the Village Center. A project location map is included as Figure I-1 and a project area map, illustrating the Village Center, proposed roadway corridor and project area is included as Figure I-2.


C. Public Involvement and Coordination


During the course of the preparation of this DR/FEIS, various agencies, departments and individuals were contacted. Pertinent correspondence with several of these agencies and individuals are included in Appendix B.


The Feasibility Study for the proposed Bypass was started in 2004. During the feasibility study process, a public meeting was held as well as meetings with several local agencies. In the fall and early winter of 2005, members of the current design team met with member(s) of Saratoga PLAN, the Round Lake planning commission, the Mayor of the Village of Round Lake and Town of Malta staff.


Also, Public Informational Meetings were held during the Feasibility Study and a Public Hearing was held on February 13, 2006 for a Draft EIS prepared for Saratoga County which was never finalized. The Public Hearing Notice for the Round Lake Bypass was published in the Schenectady Gazette and the Saratogian for six days beginning on January 29, 2006.

Insert Figure I-1

Insert Figure I-2

The public comment period concluded on February 28, 2006. Responses to substantive public comments have been included in this DR/FEIS.


An additional Public Hearing was held on September 26, 2006 for a Draft EIS prepared for the NYSDOT. The public comment period was concluded on October 16, 2006. Responses to substantive public comments have been included in this DR/FEIS.


D. Project Objectives


In order to satisfy the needs of this project, cost-effective improvements/solutions to the existing transportation facility must be provided, while minimizing adverse social, economic, and environmental impacts.


The main project objective is to provide an alternative route between the Adirondack Northway (I-87) Exit 11 and US Route 9 that would replace the incompatible use of Curry Avenue/George Avenue (NY Route 911U) as an arterial road through the Village Center. This would preserve the historical and aesthetic context of the Village Center and improve the quality of life consistent with the Village’s Comprehensive Plan dated December 2000. Specifically, the plan states goals including “making the village pedestrian safe”, “minimization of excess traffic and maximize safety on Curry Avenue” and “reducing traffic and minimizing the impact of traffic that flows through all parts of the village”. The plan also states ”…we anticipate the need for the development of an access route, which would effectively shunt any increase in traffic volume away from George Avenue….”.


This project will provide the following:


  • Preserve the historic district within the Round Lake Village Center;

  • Reduce future through traffic from the Round Lake Village Center;

  • Improve the connection between Interstate (I-87) and US Route 9 for event and incident management; and

  • Improve the quality of life within the Round Lake Village Center.


Curry Avenue was part of County Road 80 providing access between the Villages of Round Lake and Ballston Spa, prior to the construction of Interstate (I-87) (Adirondack Northway). Upon construction of I-87 in the 1960’s, the New York State Department of Transportation (NYSDOT) took over the maintenance responsibility of Curry Avenue, Simpson Ave, and George Ave between I-87 Exit 11 and US Route 9. These roadways provided regional access to the new Interstate. Simpson Avenue and George Avenue were originally local village streets. The route was officially designated as NYS Route 911U by the NYSDOT. The amount and type of vehicular traffic, which traveled within and through the Village Center changed subsequent to increased development in southeastern Saratoga County and regional changes in commuting patterns. NYS Route 911U became the link to I-87 from points east including the Villages of Round Lake, Stillwater, and Waterford.


In 1975, the Round Lake Historic District was added to the National Register of Historic Places. Development of the surrounding area has continued to grow outside of the control of the Village. The increasing development continues to exacerbate the land use and traffic conflicts within the Village Center. The proximity of homes to the existing road and the historic character of the Village Center are in direct conflict with the current utilization of NYS Route 911U. The need for this project was identified within the Village of Round Lake Comprehensive Plan (December 2000) to remove the commuting traffic from the village streets and subsequently provide a more pedestrian friendly area.


The New York State Department of Transportation ( NYSDOT) has identified the I-87 corridor between Montreal and New York City as a primary trade corridor (2006 Draft Statewide Master Plan for Transportation, SMPT). The corridor includes all parallel freight facilities and highways, which can serve as alternate routes in the event of incidents or emergencies. In the Saratoga-Albany County area, freight traffic competes with commuter patterns making US Route 9 the prime alternate for traffic with the occurrence of excess delay-causing events.


The Village is divided in half by NYS Route 911U which connects I-87 to US Route 9, a prime alternate for the north/south traffic. NYS Route 911U, designated a State Route in the early 1960’s, carries approximately 5,500 vehicles per day and has geometric features which no longer conform to modern design standards. According to the census data, the county population increased by 6% between 2000 and 2004. As the county population increases, there is an increase in the vehicles which use NYS Route 911U. The connections between I-87 and US Route 9 will increasingly be the focus of efforts to treat the I-87 – US Route 9 highway corridor in a conjunctive manner for event and incident management. Construction of additional capacity (i.e., lanes) on either I-87 or US Route 9 is not within the budgets of federal and State purview for the foreseeable future; thus, the SMPT calls for maximizing use of the existing parallel routes to maximum extent. NYS Route 911U through Round Lake is incompatible with those efforts. The existing highway neither has the geometrics or the capacity or the ability to accept the traffic control and detection features needed to optimize such connections. Improvements to the existing road cannot be made without an adverse impact to the historic district and possible residential /commercial displacement. The construction of a new road which bypasses the Village Center will satisfy the future transportation needs and avoid adverse impacts to the village historic district and residential/commercial displacements. Further, routing significant traffic through the historic district and the lack of adequate pedestrian facilities would create a severe hardship for Village Center residents. The Round Lake Bypass will provide one of the means necessary to fulfill the Master Plan principles and vision for efficient corridor traffic operations.


The Towns of Malta and Stillwater prepared a Generic Environmental Impact Statement (GEIS) to evaluate the potential impacts of the proposed long-range development of the Luther Forest Technology Campus and to identify appropriate mitigation. The GEIS and the Statement of Findings apply to all development within the project site as well as all the infrastructure necessary to support the proposed project.


In the Spring of 2004 The Towns of Malta and Stillwater released the final Statement of Findings for the proposed LFTC project. The findings included the requirement that the Round Lake Bypass be completed prior to the issuance of a certificate of occupancy for the first chip fabrication plant. Due to the findings of the Luther Forest Generic Environmental Impact Statement, NYSDOT moved the Round Lake Bypass project to a higher priority. NYSDOT Region 1 concurred with the need for the Round Lake Bypass and initiated a Feasibility Study in 2004 to determine the feasibility of constructing a bypass road around the Round Lake Village Center. The study was completed in January of 2005 and concluded that the proposed Round Lake Bypass possessed alignment alternatives which were feasible and prudent. Due to the project needs listed above, the logical termini for the project are I-87 and U.S. Route 9. The project has independent utility, logical termini and it has been designed to not preclude future transportation improvements.


This DR/FEIS serves as a decision making tool, and documents objectives, identifies the need for the project, reviews alternatives, and identifies the impacts of the proposed Round Lake Bypass. Existing deficiencies, alternative solutions and analyses, and mitigation measures will be presented. The purpose of this document is to provide sufficient information to evaluate the feasible and prudent alternatives and select the preferred alternative for the alignment of the Round Lake Bypass.


E. Feasible Alternatives Considered


Construction Alternatives H1 and J are considered the prudent and feasible alternatives. These alignments meet the project objective while minimizing the environmental and social impacts. The proposed typical sections are located in Appendix A.


Alternative H1 consists of the construction of the Bypass road on a new alignment as a Rural Minor Arterial. The overall length of the alignment (from the intersection with Curry Avenue to the US Route 9/NY Route 67 intersection) is approximately 2.13 km (1.3 miles). The Bypass Road would be a without-access facility for its entire length due to its proposed use as a bypass and to ensure that the construction of the roadway does not spur future development.


The alternative is proposed to begin at a new single lane roundabout at its intersection with Curry Avenue and end in a new two-lane roundabout at its intersection with US Route 9 and NY Route 67.


A new structure is required for the Round Lake Bypass to span the Ballston Creek. The proposed bridge is a 196-meter (643.04 ft) four span steel curved-girder structure that will accommodate two 3.6-meter travel lanes, two 2.4-meter shoulders and two 0.5-meter concrete barriers for the Round Lake Bypass.


Alternative J consists of the construction of the Bypass road on a new alignment as a Rural Minor Arterial. The overall length of the alignment (from the intersection with Curry Avenue to the US Route 9/NY Route 67 intersection) is approximately 2.52 km (1.6 miles). The Bypass Road would be a without-access facility for its entire length due to its proposed use as a bypass and to ensure that the construction of the roadway does not spur future development.


The alternative is proposed to begin at a new single lane roundabout at its intersection with Curry Avenue and end in a new two-lane roundabout at its intersection with US Route 9 and NY Route 67.


A new structure is required for the Round Lake Bypass to span the Ballston Creek. The proposed bridge is a 194-meter (636.48 ft) four span steel multi-girder structure that will accommodate two 3.6-meter travel lanes, two 2.4-meter shoulders and two 0.5-meter concrete barriers for the Round Lake Bypass.


The typical section for both alternatives from the Curry Avenue intersection to its termination at US Route 9, consists of a 12 m (39.3 ft) roadway section. The section is comprised of two 3.6 m (12.0 ft) travel lanes and two 2.4 m (8.0 ft) shoulders. In the area where the alignment makes a curve to the east, a 900 mm (36”) wide concrete gutter is added to the left edge of the roadway section to assist in draining the road surface and overland flow in cut sections.


Both feasible alternatives include the improvement of clear zone widths, signals work, the addition of a right turn lane on the I-87 northbound off ramp to Curry Avenue, the construction of two roundabouts, a bridge over Ballston Creek, and several culverts for wetlands and unnamed tributary crossings.


F. Preferred Alternative


All feasible alternatives are under consideration. A decision will be made after evaluation of the alternatives’ impacts, comments on the DR/FEIS and comments from the public hearing.


G. Cost and Schedule


  1. Costs

Alternatives H1 and J are expected to cost approximately $25,000,000.00. Although Alternative H1 is a shorter alignment, the proposed bridge is a more complex structure, which will cost more than the Alternative J bridge.


2. Schedule


Design Approval: October 2006

Plans, Specifications and Estimate: December 2006

Letting: March 2006

Completion of Construction: September 2008


H. Environmental Summary

The anticipated environmental impacts include wetlands and stormwater impacts. These impacts are proposed to be mitigated through approximately 2:1 (created to impacted) wetlands creation and the creation of stormwater ponds, wetlands and swales for stormwater quality and quantity treatment. Table I-1 summarizes the anticipated permits related to this project and the project classification.



Table I-1

Environmental SummaryAlternative H1Alternative JSEQR Type Non-Type II (EIS)Non-Type II (EIS)ROW ImpactsYesYesU.S. Army Corps of Engineers Section 404 Permit


YesYesNYSDEC Wetlands Permit

YesYesNYSDEC Section 401 Water Quality Certification

YesYesNYSOPRHP Concurrence (received October 2005)

YesYesSPDES General Permit on Stormwater Discharges from Construction Activities YesYes

  1. Contact Person

This DR/FEIS will be distributed to interested Federal, State and Local agencies and officials for review and comment. Copies of this report and additional information regarding this project may be obtained by contacting:


Mr. Thomas C. Werner

Regional Director

New York State Department of Transportation – Region 1

328 State Street

Schenectady, NY 12305


This project should be referred to as the Round Lake Bypass Access Road in all correspondence when requesting additional information.

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