I-81 VIADUCT PROJECT

EXECUTIVE SUMMARY

The Draft Design Report/Draft Environmental Impact Statement

(DDR/DEIS) documents the social, economic, and environmental effects of
the Interstate 81 Viaduct Project and contains analysis to support a finding
by the Federal Highway Administration (FHWA) pursuant to the Section 4(f)
of the U.S. DOT Act. The purpose of the I-81 Viaduct Project is to address
the structural deficiencies and non-standard highway features while creating
an improved corridor through the City of Syracuse that meets the
transportation needs and provides the transportation infrastructure to
support long-range planning efforts. The project alternatives consist of the
No Build Alternative, the Viaduct Alternative, and the Community Grid
Alternative. FHWA and the New York State Department of Transportation
will consider all comments received on this DDR/DEIS.

S.1 INTRODUCTION
The New York State Department of Transportation (NYSDOT), in cooperation with the
Federal Highway Administration (FHWA), has prepared this Draft Design Report/Draft
Environmental Impact Statement (DDR/DEIS) for the Interstate 81 (I-81) Viaduct Project
(the “Project”) in accordance with the requirements of the Council on Environmental
Quality’s regulations for implementing the procedural provisions of the National
Environmental Policy Act (NEPA) (40 CFR §1500-1508), the FHWA’s Environmental Impact
and Related Procedures: Final Rule (23 CFR §771), the NYSDOT Procedures for Implementation of the
State Environmental Quality Review Act (17 NYCRR Part 15), and the NYSDOT Project
Development Manual.
The Project is classified as a NEPA Class I project in accordance with 23 CFR 771. NEPA
Class I projects require the preparation of an Environmental Impact Statement (EIS) to
determine the impact that project alternatives would have on the environment. FHWA,
serving as the Federal Lead Agency, and NYSDOT, serving as Joint Lead Agency, are
progressing the development of the EIS. In accordance with NYSDOT’s State Environmental
Quality Review Act (SEQRA) regulations, the Project is classified as a “non-Type II” action,
indicating that it has the potential for significant environmental impacts or substantial
controversy on environmental grounds. In accordance with 17 NYCRR Part 15, given that a
Federal EIS is being prepared, NYSDOT and other New York State agencies undertaking a
discretionary action for the Project have no obligation to prepare a separate EIS under
SEQRA. NYSDOT will give full consideration to the Federal Final EIS and will prepare a
Record of Decision (ROD) in accordance with Section 15.9 of 17 NYCRR Part 15.

Draft April 2019

PIN 3501.60 S-1
 I-81 VIADUCT PROJECT

S.2 PROJECT PURPOSE AND OBJECTIVES

The purpose of the Project is to address the structural deficiencies and non-standard highway
features while creating an improved transportation corridor through the City of Syracuse that
meets transportation needs and provides the infrastructure to support long-range
transportation planning efforts.
To meet the Project’s purpose, five project objectives were established:
 Address the transportation network structural deficiencies, particularly associated with
aging bridge structures and non-standard/non-conforming design features within the
project limits along I-81 and I-690.
 Address vehicular, pedestrian, and bicycle geometric and operational deficiencies within
the project limits.
 Maintain or enhance vehicle access to the interstate highway network and key destinations
(i.e., business districts, hospitals, and institutions) within neighborhoods within and near
Downtown Syracuse.
 Maintain or enhance the vehicular, pedestrian, and bicycle connections in the local street
network within the project limits in and near Downtown Syracuse to allow for connectivity
between neighborhoods, business districts, and other key destinations.
 Maintain access to existing local bus service and enhance transit amenities1 within the
project limits in and near Downtown Syracuse.

S.3 PROJECT AREA

I-81 is an approximately 850-mile-long highway in the eastern United States. It begins at
Interstate 40 in Dandridge, Tennessee, and extends northeasterly through Tennessee, Virginia,
Maryland, West Virginia, Pennsylvania, and New York, terminating at Highway 401 in
Ontario, Canada. It is the primary north-south highway through Central New York, serving
Binghamton, Cortland, Syracuse, and Watertown, and provides an international crossing into
Canada at the Thousand Islands Bridge.
The Project is located in Onondaga County, New York. The Project Area is within the City
of Syracuse and the Towns of DeWitt, Salina, and Cicero. The Project Area is shown on
Figure S-1. It includes the southern and northern interchanges of I-81 with I-481 (Exits 16A
and 29, respectively); the portion of I-81 between Colvin Street and Hiawatha Boulevard,
including the I-81 viaduct and the I-81/I-690 interchange in Downtown Syracuse; I-690
between Leavenworth Avenue and Beech Street; and I-481 between I-690 and the New York
State Thruway (I-90). It also includes some local roads in proximity to I-81 and I-690 in
Downtown Syracuse, as shown on Figure S-1.

1 Transit amenities that may be explored could include bus stops and shelters, bus turnouts, and layover and
turnaround places.

Draft April 2019

PIN 3501.60 S-2
8/28/2018

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0 4 MILES
Project Limits

Project Area
I-81 Viaduct Project Figure S-1
 I-81 VIADUCT PROJECT

S.4 NEED FOR THE PROJECT

I-81 and I-690 are elevated through Downtown Syracuse. Each interstate comprises multiple
highway bridges, and many of their components, which were constructed primarily in the
1960s, are nearing the end of their design service life. Over time, these structures have
experienced varying levels of deterioration from exposure to weather, de-icing salts, and heavy
vehicle use. Bridges are particularly susceptible to wear and tear because many of their
structural elements are directly exposed to weather conditions. The I-81 and I-690 corridors
are characterized by high traffic volumes and reduced travel speeds; notable delays and queues
are common in some sections near the I-81 and I-690 interchange.
Specifically, the Project would address the following identified needs:
 The need to improve traffic flow and safety;
 The need to address aging infrastructure;
 The need for transportation infrastructure to support long-range planning efforts; and
 The need to improve pedestrian and bicycle infrastructure.

S.5 PROJECT ALTERNATIVES

As described in Chapter 3, Alternatives, numerous potential alternatives for the I-81 Viaduct
Project were evaluated to determine whether they would meet the project purpose and need,
objectives, and screening criteria. As a result of this process, two build alternatives have been
progressed for detailed evaluation in the DDR/DEIS—the Viaduct and Community Grid
Alternatives—in addition to the No Build Alternative.

S.5.1 NO BUILD ALTERNATIVE

NEPA requires the evaluation of a No Build Alternative. The No Build Alternative serves as
the baseline against which the build alternatives are compared. The No Build Alternative for
the I-81 Viaduct Project would maintain the highway in its existing configuration, although
ongoing maintenance and repairs to ensure the safety of the traveling public will continue. The
No Build Alternative would not meet the objectives that were developed to address the
purpose and need for the Project.

S.5.2 VIADUCT ALTERNATIVE

The Viaduct Alternative would involve a full reconstruction of I-81 between approximately
Colvin Street and Hiawatha Boulevard and the portion of I-690 from Leavenworth Avenue
to Lodi Street. Figures S-2a through S-2c identify the key features of the Viaduct Alternative.
The new viaduct would provide four to six, 12-foot travel lanes (a minimum of two in each
direction), as well as inside shoulders (a minimum of four feet in two-lane sections and 10 feet
in three-lane sections) and outside shoulders (a minimum of 10 feet in each direction). The
new viaduct would be approximately 10 to 15 feet higher than the existing one at some
locations. South of Harrison Street, the new viaduct generally would be approximately 10 to
20 feet wider than the 66-foot wide existing viaduct. The Viaduct Alternative would
reconstruct I-690 and the existing I-81/I-690 interchange; address nonstandard and
nonconforming design features; provide new interchange connections at I-690 and I-81 where
Draft April 2019
PIN 3501.60 S-3
 See Figure 3-2 for Butternut to Bear Streets
8/28/2018
2/5/2018

N. C
l
into
St.
Existing on-ramps at Pearl St. and

Ash
Butternut St. would be replaced with

nS
a single on-ramp at Pearl St.

t.
Existing West St./Franklin St. and Clinton New location of 0' 500' 1000' 2000'
St./ Salina St. off-ramps would be replaced Butternut Street Bridge
with a single off-ramp at Clinton St.
EXIT

N. Salina St.
New ramp connecting
t.
ut S
eastbound I-690 to

tern
northbound I-81
New ramp connecting southbound
I-81 to westbound I-690 But
EXIT
11 Lo Hawley Ave.
NORTHSIDE

Pea
di
St.

rl S
St.

t.
West St. overpass
w
illo

N.
would be removed.
The interchange
E.W t.
New off-ramp atatCatherine St. connecting
Catconnecting westbound I-690

Sta
would be sS Hawley Ave. westbound I-690 to Downtown/University
to Downtown/University Hill
Hill – would replace
e

te
am
N. Clinton St.

would replace
existing existing
connection on connection
Townsend St.on Townsend St.
reconstructed and
W. J
G

S
reconfigured
ene
N. West St.

t.
see Burnet Ave. EXIT
St. 13
West St. would
be lowered to
meet Genesee James St. Canal St.
St., creating New interchange posted Erie Blvd. E. New on-ramp at Almond St.
Erie Blvd. E.
N. Franklin St.

normalized speed limit would be 55 mph E. Water St. connecting Downtown/University Hill

McBride St.
intersection (currently posted at 45 mph) to eastbound I-690 would replace E. Water St.
existing connections from Harrison St.

University Ave.
E. Washington St.

Pine St.
and McBride St.

Walnut Ave.
New path would be built
along west bank of Ramp from northbound I-81 to
Onondaga Creek
between Erie Blvd. and E. Fayette St. eastbound I-690 would change from a
E. Fayette
right-side St. exit, eliminating
to left-side
Evans St. E. G a weaving movement for traffic
ene
see
St.
Harrison St. off-ramp
Reconstruct Harrison would
St. be
reconstructed
off-ramp withlanes
with two two lanes E. Genesee St.

Co
Comstock
DOWNTOWN

omssto
Cedar St.
S. Townsend St..

Crouse Ave. would be

converted from a one-way to

tock
a two-way street between
Madison St.

ck A
Genesee St. and Adams St.
S. State S

No connections between Almond St.

Ave.
v
and Cedar or Madison St.
Harrison St. EXIT
T
Harr
Harrison
H arriison
ison S
St.
t
18
St.

Widerstructure
Wider structure would
would be closer
be closer to
Almond St.

adjacent buildings
to adjacent buildings Almond St. would be reconstructed with
bicycle and pedestrian enhancements

E. A
E Adams
dams S
dams St.
t
S. Townsend St.

Monroe
oe St.
St.
No access from Monroe
St. to Almond St.

SOUTHSIDE son
Jackso Stt
n St.

RAILROAD E. Taylor St.

Burt St.
New viaduct would begin as a bridge over
Newrailroad,
the viaduct same
wouldaspass above
existing the railway
I-81 Van Buren St.
§
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¨
Oakwood Ave

81

Clay Cicero
.

§
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New partial interchange
at MLK, Jr. East
East
§
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her K
81

in Lut
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Salina

Onondaga
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De Witt
Syracuse

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481

Onondaga

LaFayette Pompey

E. Colvin St.

I-81
I-81
Legend
I-690
I-81
I-690
RampsI-690
RampsRamps
Local Streetsstreets
Local Local
streets
Viaduct Alternative Overview:
Viaduct Alternative
Colvin Street Overview:
to Butternut Street
Colvin Street to Butternut Street
I-81 Viaduct
I-81 Viaduct Project
Project Figure S-2a
Figure 3-1
 8/28/2018

EXIT
Lod Par
i
Service road would be realigned
22 kS
Northbound I-81 on-ramp would be made longer,
opposite N. Clinton St.
So Su St making it easier for traffic to merge
t

r St
lar nse
t Av

Bea
St
W
lvd e Lorem
New Court St.ipsum
bridge with
new sidewalks on each side
aB

N. Clinton would be widened here from one lane in 0’ 200’ 600’ 1400’
each direction to three lanes (one southbound lane,

t
EXIT

rt S
ath

one northbound lane, and turn lane in the middle)

22 Lorem ipsum
aw

Northbound I-81 off-ramp would be made

Cou
longer, making it easier for traffic to merge
Hi

Section of Genant Dr. south of Bear St.

would be removed to make way for N
Cl

Bas
new southbound I-81 ramps
in
to
n

in S
New location of southbound I-81 on- and off-ramps
connecting to N. Clinton St.
St

NS
t
New Spencer St. bridge with sidewalks on each side

alin
Va
n Section of Genant Dr. would become a dead end

aS
Re New on-road bike lanes on Spencer St.
ns

t
between N. Clinton St. and N. Salina St.
se
St

E
Existing southbound I-81 off-ramp at Genant Dr. would be removed
lae
ar

rS Inner Harbor
Be

t t
EXIT
c e rS N. State St. from Ash St. to Butternut St.

n
N. Clinton St. would be reconstructed from Bear St. to new Butternut St. bridge with new would be reduced from three lanes to two
21
Spe
pavement, sidewalks on each side, curbside parking where possible, street trees, and curb lanes, with new sidewalk along its west side

St
bump-outs to shorten pedestrian crossing distances. Shared lanes for bicycles and d and parking and street trees where possible

NS
vehicles would be provided from Spencer St. south to the N. Franklin St. intersection
o
on

ic k
atr

tate
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r k p
Ki
81

St
Existing State St. ramp to northbound

St
W
N Geddes St

Ash
Clay Cicero
SSection
e of Genant Dr. south of I-81 would be removed
SSp
Spencer St. would be removed
§
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690

New, narrower Butternut St.Lorem

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bridge,
ipsum
Lorem carrying
ipsum
§
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The existing southbound I-81 on-ramp one lane in each direction with sidewalks
Salina from Genant Dr. would be removed and on-road bike lanes on each side
Onondaga
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Lake

t
Geddes

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t S
690

Existing Butternut St. bridge would be

rnu
removed, existing Butternut St. would be

tte
Manlius
removed from N. State St. to N. Franklin St.
u
De Witt Genant Dr. between Spencer St. and the new Butternut St. bridge would
B
Syracuse

be removed to accommodate the widened I-81. Access to properties along

§
¨
¦
481

Genant Dr. would be maintained from N. Clinton St.

I-81 Ramps
Onondaga
I-81
I-690 Local Streets
I-690
LaFayette Pompey
Viaduct Alternative Overview:
Ramps ButternutAlternative
Street to Bear Street
Local street s Viaduct Overview:
I-81 Viaduct Project Figure S-2b
Butternut Street to Bear Street
I-81 Viaduct Project Figure 3-2
 8/28/2018
2/5/2018

Buckley Rd

EXIT EXIT
a 22 23A-B NBT Bank 0’ 200’ 600’ 1400’
Stadium

§
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81

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Pa
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81

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th
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De Witt

wa
Syracuse
The two ramps from Onondaga

St
Lake Pkwy. and Old Liverpool Rd. §
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Hia
481

would be combined into a single

lf
Wo
southbound I-81 on-ramp
daga

EXIT
23A Par
Onondaga

kS
Onon

From I-690 to Hiawatha Blvd., I-81

t LaFayette Pompey
would be widened from three to four
lanes in each direction
New overlook, new shared use path,
and new sidewalks
Dr

EXIT EXIT
XIT
de

23 24 A-B
rsi

EXIT
23B
rbo

New Bear St. bridge with

sidewalks on each side
Ha

NS
Destiny USA alin
aS
t
Service road would be realigned
opposite N. Clinton St. EXIT
22 Lod
Su i St
So
t
r St

nse
rt S

lar t Av
Bea

St
Cou

e
N. Clinton would be widened here from one lane in
each direction to three lanes (one southbound lane,
one northbound lane, and turn lane in the middle)
EXIT
22
Section of Genant Dr. south of Bear St. would be N
Cl
Bas

removed to make way for new southbound I-81 ramps

in
to
n
in S

New location of southbound I-81 on- and

off-ramps would connect to N. Clinton St. St
t

Va
Legend
I-81
I-81 n Re
I-690
I-690I-81 ns
se
lae
Ramps
Ramps
Ramps
Local streets
Local Streets
Local streets rS Inner Harbor
t
EXIT
ce
St pen
N. Clinton St. reconstructed
t d from
f Bear
B St.St to
t new B
Butternut
tt St. bridge with new pavement, sidewalks on each
21

Viaduct Alternative Overview:

Bear Street to Hiawatha Boulevard
I-81 Viaduct Project Figure S-2c
Viaduct Alternative Overview:
Bear Street to Hiawatha Boulevard
 I-81 VIADUCT PROJECT

these connections do not currently exist; improve connections to local streets; and implement
traffic, bicycle, and pedestrian enhancements. A detailed description of the Viaduct Alternative
is presented in Chapter 3, Alternatives.

S.5.3 COMMUNITY GRID ALTERNATIVE / PREFERRED ALTERNATIVE

Based on a balanced consideration of the need for safe and efficient transportation; the social,
economic, and environmental effects of the project alternatives; and national, state, and local
environmental protection goals, the Community Grid Alternative would be selected as the
preferred alternative. FHWA and NYSDOT will consider all comments received on this
DDR/DEIS.
Figures S-3a through S-3h identify the key features of the Community Grid Alternative. The
alternative would involve demolition of the existing viaduct between the New York
Susquehanna & Western Railway (NYS&W) bridge near Renwick Avenue and the I-81/I-690
interchange. The section of I-81 between the southern I-81/I-481 interchange (Interchange
16A) and the I-81/I-481 northern interchange (Interchange 29) in Cicero would be de-
designated as an interstate, and existing I-481 would be re-designated as the new I-81. A
portion of existing I-81 between its northern and southern intersections with I-481 would be
re-designated as a business loop of I-81 (BL 81). BL 81 would be a limited access highway
from the southern interchange with the new I-81 to Dr. Martin Luther King, Jr. East (MLK,
Jr. East, formerly East Castle Street) and from I-690 to the northern interchange with the new
I-81. The BL 81 designation would continue along Almond Street north to Erie Boulevard
and along Erie Boulevard from Almond Street to Oswego Boulevard. A portion of Pearl
Street, between Erie Boulevard and the northbound Pearl Street on-ramp, and a portion of
Oswego Boulevard, between Erie Boulevard and East Willow Street, also would be part of
BL 81.
The existing I-81 viaduct would be removed between the NYS&W Railway bridge and I-690,
and Almond Street, which runs beneath the existing viaduct, would be reconstructed. The
Community Grid Alternative would also involve new or modified interchanges on I-690 and
BL 81 as well as the reconstruction and reconfiguration of local streets in Downtown Syracuse.
The Community Grid Alternative would disperse traffic throughout the city grid, using the
existing street network. Access points to and from I-690 and BL 81 would be available at West
Street, and Crouse and Irving Avenues (to and from I-690), as well as at Clinton Street,
Oswego Boulevard, and Pearl Street (to and from northern BL 81), and numerous at grade
intersections along Almond Street between MLK, Jr. East and Erie Boulevard (to and from
southern BL 81). North-south vehicular traffic would be channeled through Almond Street
and along parallel corridors, such as Crouse Avenue, Irving Avenue, State Street, and
Townsend Street, as well as other local streets that would have the capacity to accommodate
this traffic. East-west traffic routes would include Erie Boulevard, Harrison Street, and Adams
Street. North of I-690, North Clinton Street would be reconstructed and extended to serve as
an alternative north-south route to Downtown, with new on- and off-ramps connecting to
southbound BL 81 located south of Bear Street. New interchanges would be constructed from
I-690 at Crouse Avenue and Irving Avenue, as well as new entrance and exit ramps to/from
the BL 81 connecting with East Willow Street, James Street, and Erie Boulevard. West Street
would be lowered to intersect with Genesee Street at grade. Streets incorporated into the
Draft April 2019
PIN 3501.60 S-4
8/28/2018

Existing I-81 north of I-690

would be re-designated as
Business Loop 81 (BL 81)

St.
Existing on-ramps at Pearl St. and

Ash
Butternut St. would be replaced with
a single on-ramp at Pearl St.

Existing West St./Franklin St. and 0' 500' 1000' 2000'

Clinton St./Salina St. off-ramps would be Butternut Street Bridge
replaced with a two-lane off-ramp, one would be reconstructed
EXIT
.
t St
lane leading to Oswego Blvd. and one 19
nu
lane leading to Clinton St. with a spur off
Lorem ipsum
Lorem ipsum

tter
the Clinton St. ramp, providing access to
Franklin St. via Webster’s Landing
Bu

Evans
St. EXIT NORTHSIDE
11 Lo Hawley Ave.
t. di

Pea
wS s St. St.
illo e

rl S
West St. overpass
E .W Jam

t.

N.
would be removed.
The interchange New I-690 interchange at

Sta
Posted speed limit for I-690
Crouse and Irving Aves.
would be would be 55 mph (currently Hawley Ave.

te
reconstructed and
Lorem ipsum
would provide direct Irving Ave. extension
posted at 45 mph)
N. Clinton St.

St.
N. West St.

reconfigured connection to University Hill to I-690

W.
G ene Burnet Ave. EXIT
see 13
West St. would be St.
lowered to meet
Genesee St., James St.
creating normalized Erie Blvd. E. Canal St.
N. Franklin St.

intersection
E. Water St. E. Water St.

McBride St.
.

University Ave.
vd. W
ie Bl

Walnut Ave.
Er

Pine St.
New entrance ramp to
New path would be northbound BL 81 E. Washington St.
built along west bank of connecting to Erie Blvd.,
Onondaga Creek James St., and E. Willow St.
between Erie Blvd. and E. Fayette St. New exit ramp from
southbound BL 81 E. Fayette St.
Evans St.
connecting to Willow St., E. G
James St., and Erie Blvd. ene
see Almond St. would be reconstructed as a boulevard with bicycle and pedestrian
St. enhancements, as well as a planted median about 18 to 29 feet wide

Proposed canal-themed district, bordered by Salina E. G

E Geen
neesee St
St.
St. to the west, Erie Blvd. to the south, State St. to the
DOWNTOWN
S. Townsend St.

Comstock Ave.
east, and Willow St. to the north, centered on the
historic confluence of the Oswego and Erie Canals Cedar St.
Almond St.
Crouse Ave. would be
New city blocks: Oswego Blvd. from Willow to James converted from a one-way to
S. State St.

Sts.; Pearl St. from Willow St. to Erie Blvd. would be

reinstated as they were historically
Madison St. a two-way street between
Genesee St. and Adams St.

Harrison St. Harrison St.

Crouse Ave.
Harrison St. and Adams St. west of Almond St. would be Irving Ave.
converted from one-way to two-way streets

E. Adams St.
S. Townsend St.

Because of a continuous median, only

Monroe St. right turns possible to Madison St., and to
and from Monroe St.; which would not be
signalized; no pedestrian crossings

SOUTHSIDE Jackson St.

RAILROAD E. Taylor St.

UNIVERSITY Lorem ipsum

Burt St.
HILL
Van Buren St.
Oakwood Ave

e.
ick Av
.

Either signalized intersection or

roundabout would be installed at
MLK, Jr. East
Renw

BL 81 would pass beneath new railway bridge, now

st
. Ea
located at Renwick Ave. Motorists from the south
n g, Jr would access University Hill via Van Buren St.
er Ki
§
¦
¨
81

uth
Ma rtin L
Clay Cicero

§
¦
¨
690

§
¨
¦81

Salina

Onondaga
§
¨
¦ 90

Lake
Geddes

§
¨
¦690

Manlius
De Witt
Syracuse

§
¨
¦
481

Onondaga

Existing I-81 south of I-690 would

be designated as Business Loop 81
LaFayette Pompey
(BL 81)

BL -81 Ramps
E. Colvin St.
BLI-690
81 Local Streets

I-690
Ramps
Local streets

Community GridCommunity
Alternative:Grid
Colvin Street to
Alternative:
Colvin Street to Butternut Street
Street
I-81 Viaduct Project Figure S-3a
I-81 Viaduct Project
 See Figure 3-27 for Bear Street to Hiawatha Boulevard
8/28/2018

EXIT
Lod Par
i St
Service road would be realigned
22 kS
Northbound BL 81 on-ramp would be made
opposite N. Clinton St.
Su longer, making it easier for traffic to merge
t

r St
So nse
lar t
W
Av

Bea
lvd St e New Court St. bridge with
new sidewalks on each side
aB

N. Clinton would be widened here from one lane in 0’ 200’ 600’ 1400’
ath

each direction to three lanes (one southbound lane,

t
EXIT

rt S
one northbound lane, and turn lane in the middle)
22
aw

Northbound BL 81 off-ramp would be made

Cou
Hi

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would be removed to make way for new
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New location of southbound BL 81 on- and St

St

NS
off-ramps connecting to N. Clinton St.
New Spencer St. bridge with sidewalks on each side

alin
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n Section of Genant Dr. would become a dead end street

aS
Re New on-road bike lanes on Spencer St.
ns

t
between N. Clinton St. and N. Salina St.
se
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EExisting southbound I-81 off-ramp at Genant Dr. would be removed

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e r S N. State St. from Ash St. to Butternut St.
N. Clinton St. would be reconstructed from Bear St. to new Butternut St. bridge with new EXIT
e n c would be reduced from three lanes to two
pavement, sidewalks on each side, curbside parking where possible, street trees, andd curb
t
21
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S
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h
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k

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ic
would be provided from Spencer St. south to the N. Franklin St. intersection

a tr
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Spe Existing State St. ramp to northbound
W t
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s h
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A
§
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Genant Dr. would be removed

81

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§
¨
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90 New, narrower Butternut St. bridge would be
built directly north of the existing bridge,
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§
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carrying one lane in each direction with
Manlius sidewalks and on-road bike lanes on each side
De Witt

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nu
N. Clinton St. would be extended to Butternut St.

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u
Onondaga

LaFayette Pompey
B
BL -81
BL 81
Ramps Community Grid Alternative:
Local Streets
Ramps Butternut Street to Bear Street
I-81 Viaduct Project Figure S-3b
Local streets
 8/28/2018
2/5/2018

Buckley Rd

EXIT EXIT
22 23A-B NBT Bank
Stadium 0’ 200’ 600’ 1400’

§
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The two ramps from Onondaga

St
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southbound BL 81 on-ramp
EXIT
EX
Par
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23A
kS
From I-690 to Hiawatha Blvd.,
northbound BL 81 would be widened
t
from three to four lanes, southbound
BL 81 would remain three lanes
New overlook, new shared use path,
and new sidewalks
Dr

EXIT EXIT
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de

23 24 A-B
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EXIT
23B
rbo

New Bear St. bridge with

sidewalks on each side
Ha

NS
Destiny USA alin
aS
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Service road would be realigned
opposite N. Clinton St. EXIT
22 Lod
So Su i St
t
r St

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lar
St t Av
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Cou

N. Clinton would be widened here

from one lane in each direction to e
three lanes (one southbound lane,
one northbound lane, and turn lane
in the middle)
EXIT

Section of Genant Dr. south of Bear St. would be 22

N
removed to make way for new southbound BL 81 Cl
Bas

ramps. New location of southbound BL 81 on- in

to
and
a d off-ramps, would connect to N. Clinton St. n
in S
W

Va St
n
vd

Re
t
Bl
ha

BL -81

Ramps BL 81
Local Streets
Ramps
Local streets

Community Grid Alternative Overview:

Bear Street to Hiawatha Boulevard
I-81 Viaduct Project Figure S-3c
 8/28/2018

12/6/2017

Oneida
Lake

Onondaga Lake

BL 81
BL 81 Project
Location
I-81
I-81

Enlarged Area area

Enlarged

Community Grid Alternative:

I-81 Viaduct
Viaduct Project
Project
Business Loop 81
I-81
Figure S-3d
8/28/2018

§
¦
¨
81
81

Oneida Lake

Reconstruct interchange §
¦
¨
90
90

690
to direct I-81 traffic to the
new I-81 (former I-481) Syracuse
North Interchange 481

Onondaga
County

Existing I-81, between I-690 The new I-81 (former I-481)

and existing I-481 would be would vary from four to
renamed BL 81 seven lanes in this section
to accommodate traffic
SYRACUSE HANCOCK demand
INT'L AIRPORT

Onondaga Destiny USA

Lake Make improvements to
re-routed I-81, as needed
From I-690 to I-90
St. Joseph's
Hospital

Traffic calming
measures such as D OW N TOW N
narrow shoulders,
curbs and
Syracuse VA SYRACUSE
landscaping, would Medical Ctr UNIVERSITY
Carrier Dome
be introduced
between Colvin
Street entrance SUNY
ESF SUNY Upstate
ramp to BL 81 and Medical Center
MLK, Jr. East to
encourage Reconstruct interchange
motorists to reduce to direct I-81 traffic to the
speeds from 55 new I-81 (former I-481)
mph to 30 mph South Interchange Add new I-81 signage
and renumber
interchanges as needed

0 2 MILES

BL BL
81 81
I-81I-81
Detail enlarged
Detail on subsequent
enlarged figure figure
on subsequent Community Grid Alternative:

Community Grid Alternative

I-81 Viaduct Project Figure S-3e
8/28/2018

To Syracuse §
¦
¨
81

Existing I-81 would be

Lorem ipsum

de-designated as an East Glen Avenue, relocated Clay Cicero

here, would connect to BL 81 0' 500' 1000'

interstate and renamed
Business Loop 81 (BL 81) and Brighton Avenue
§
¦
¨
690

Current East Glen New Brighton §

¨
¦
81

Avenue location Avenue bridge Salina

Onondaga
§
¨
¦
90

Existing I-481 would be Lake

Geddes
re-designated as I-81
§
¨
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Manlius
De Witt

ut
Syracuse

Rock C Road To
New interchange would provide full
access between BL 81 and East Glen Water §
¨
¦481

Avenue town

0'
I-81 would be two lanes
Brig
Northbound I-81 ramp in each direction, with a Onondaga

65 mph speed limit

would be reconfigured to hto Ramps to/from Legend
provide access to BL 81
Rock Cut Road
nA
and to Brighton Avenue LaFayette Pompey

via the new interchange at would remain Interstate 81

ve.
East Glen Avenue
.
Tp k
Business Loop 81
eca
New ramps
E. S
en

Southbound BL 81 Existing I-81 New road

E. Se
would merge with
To
neca
southbound I-81 here Tpk.
Binghamton

Interstate New Ramps

Business Loop 81 New Road

Community Grid Alternative

South Interchange of the New I-81 (formerly I-481)
I-81 Viaduct Project Figure S-3f
 0' 500'1000' 2 000'
8/28/2018 §
¦
¨
81

Clay Cicero

§
¦
¨
690

§
¨
¦
81

Salina

Business Loop 81 would Onondaga

§
¨
¦
90

0 500’ 1000’ 2000’

Lake

merge/diverge with I-81 Geddes

d. via high speed ramps. §

¨
¦ 690
yR

Manlius
Ba

De Witt
Syracuse
S.

§
¨
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Road would continue Onondaga

to be State Route 481

LaFayette Pompey

No
Existing ramps

rth
would remain

ern
Blv
d.
Ramp would be
reconstructed Interchange would be
reconfigured so that I-81
would be two lanes in
each direction. Speed
limit would be 65 mph

Existing I-481 would be

re-designated as I-81

Existing I-81, south of new I-81,

would be re-designated as the
Business Loop 81

Interstate New Ramps

Business Loop 81 New Road

Community Grid Alternative
North Interchange of the New I-81 (formerly I-481)
I-81 Viaduct Project Figure S-3g
8/28/2018

Legend
§
¦
¨
12/6/2017
81

I-81
Ramps
Clay Cicero
EXIT
EXIT 6
6 §
¦
¨ 690

90 §
¨
¦
81

Salina

Onondaga
§
¨
¦ 90

Lake
Geddes

§§¨¦
¨
¦690
81

Clay Cicero Manlius

De Witt
Syracuse
The new I-81 (former I-481) between
the Kirkville Rd and I-90 §
¦
¨
690
§
¨
¦ 481

interchanges would be widened

from two lanes to three lanes in the §
¦
¨
81

northbound direction; southbound Onondaga

Salina

81
direction would remain two lanes Lake
§
¨
¦
90

Onondaga
Geddes

§
¨
¦ 690

ManliusPompey
LaFayette
Syracuse

§
¦
¨
481
Fly Rd

DeWitt

EXIT I-81
5W Onondaga
Ramps

La Fayette Pompey

d
EXIT
k v i l le R
5W K ir

EXIT
5E
The new I-81 (former I-481) between
EXIT the I-690 and Kirkville Rd
5E interchanges would be widened from
two lanes to three lanes in both the
northbound and southbound
directions (for a total of six lanes)

l
l Termina
81
Inter moda
CSX

Manlius Center Rd
EXIT
4

690
r
rnut D
Butte

EXIT
4

0’ 400’ 1200’ 2800’

To
w
pa
th

81
Rd

I-81 Viaduct Project

Community Grid Alternative
I-81 Viaduct Project New I-81 (former I-481) from I-690 to I-90
Figure S-3h
 I-81 VIADUCT PROJECT

Community Grid Alternative would be designed to meet Federal, State, and local design
standards consistent with their anticipated function.
The reconstructed Almond Street would consist of two 12-foot-wide travel lanes in each
direction, turning lanes at intersections (where needed), widened sidewalks, a landscaped
median, and bicycle facilities. Bicycle facilities would include bicycle lanes, raised cycle tracks,
and shared use (bicycle and pedestrian) paths in various segments along Almond Street, as well
as some adjacent streets (see Chapter 3, Alternatives for further details). Curbside parking
lanes would be provided, except in the portion between Taylor Street and MLK, Jr. East.
The new Almond Street would provide vehicular access to all existing intersections. However,
only right turns would be possible to Madison Street, and to and from Monroe Street. Vehicles
on these streets would be directed to the next available fully controlled intersection, which
would be at Adams Street (375 feet to the north) or Jackson Street (430 feet to the south).
The former I-481, which would be re-designated as I-81, would carry a minimum of four lanes
(two in each direction) of through traffic. Interstate re-designation and associated numbering
must meet American Association of State Highway Transportation Officials (AASHTO)
protocols and receive approval from FHWA. The change in highway designation and
associated changes in traffic volumes would require modifications to the re-designated I-81.
These modifications would include:
 I-81/I-481 South Interchange (Interchange 16A): Reconstruction of this interchange
would involve re-routing existing I-81 to connect with existing I-481, which would serve
as the new I-81. The new I-81 would meet 70 MPH design standards. The existing ramps
that connect northbound I-81 to northbound I-481 and southbound I-481 to southbound
I-81 would be demolished, and these movements would be made on the main line of re-
designated I-81. The East Brighton Avenue bridge over the interchange and East Glen
Avenue would be reconstructed. The intersection of East Brighton Avenue and Rock Cut
Road would be maintained.
 I-81/I-481 North Interchange (Interchange 29): This interchange would be reconstructed
to connect the re-designated I-81, which would meet 70 mph design standards, with the
existing I-81. Ramps between the re-designated I-81 and BL 81 and between the re-
designated I-81 and New York State Route 481 would also be provided. In addition,
northbound and southbound auxiliary lanes would be constructed along portions of I-481
in the Project Area (see Chapter 3, Alternatives for further details).
 Signage: I-481 signage would be replaced with I-81 signage, and interchanges would be
renumbered to correspond to the sequencing of I-81 interchanges south and north of
Syracuse.
The Community Grid Alternative would entail the removal and withdrawal of a segment of I-
81 from the National Network. Pursuant to 23 CFR 658.11, a Notice of Proposed Rulemaking
(NPRM) is required for the proposed deletion of a Federal-aid interstate from the National
Network.
Appendix A includes plans and profiles of the Community Grid Alternative. Chapter 5,
Transportation and Engineering Considerations, provides an in-depth discussion of the

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PIN 3501.60 S-5
 I-81 VIADUCT PROJECT

design criteria and nonstandard features (see Section 5-4) as well as roadway characteristics
including vehicular traffic and non-motorized transportation.
Refer to Chapter 3, Alternatives for a description of the other build alternatives considered
in this DDR/DEIS. Chapter 8, Summary of Alternatives, briefly describes effects
associated with the Viaduct and Community Grid Alternatives. Table S-1 lists the potential
permits and approvals required for implementing the Preferred Alternative.
Table S-1
Potential Permits and Approvals
Permit or Approval Approving Agency Regulatory Authority
Removal of Segment from National FHWA 23 CFR 658.11
Network*
Interstate Highway Designation* FHWA 23 CFR 103(c)(4)(B)
Interstate Access Modification FHWA 23 USC 109 and 111, 23 C.F.R. 625.4, and
49 C.F.R. 1.48(b)(1)
Floodplains Determination FHWA Executive Order 11988 of 1977; USDOT
Order 5650-2, “Floodplain Management and
Protection,” April 23, 1979
Wetlands Finding FHWA Executive Order 11990 of 1977; USDOT
Order 5660.1A, “Preservation of the Nation’s
Wetlands,” August 24, 1978.
Section 4(f) Finding pursuant to FHWA in consultation with 49 USC § 303; 23 CFR § 774
Section 4(f) of the USDOT Act DOI and SHPO
Section 7 Consultation pursuant to USFWS 16 USC §§ 1531-1544; 50 CFR Part 402
the Endangered Species Act
New York State Endangered NYSDEC ECL Article 1, Title 5 § 11-0535; 6 NYCRR
Species Act Part 182
Section 106 Effect Finding pursuant FHWA in consultation with 16 USC § 470A; 36 CFR Part 800
to the National Historic ACHP and SHPO
Preservation Act
New York State Endangered NYSDEC ECL Article 1, Title 5 § 11-0535; 6 NYCRR
Species Act Part 182
Section 404 Permit pursuant to the USACE 33 USC §§ 1251-1387 and 33 CFR 320-330
Clean Water Act
Section 401 Water Quality NYSDEC 33 USC §§ 1251-1387 and 33 CFR 320-330
Certification pursuant to the Clean
Water Act
Environmental Justice Compliance FHWA Executive Order 12898 of 1994, 59 CFR Part
7629, February 16, 1994; 1997 USDOT Order
5610.2[a], May 2, 2012; FHWA Order
6640.23A, June 14, 2012
State Pollutant Discharge NYSDEC State Pollutant Discharge Elimination System
Elimination System (SPDES) (ECL Article 3, Title 3; Article 15; Article 17,
Permit Titles 3, 5, 7, and 8; Article 21; Article 70, Title
1; Article 71, Title 19; 6 NYCRR Part 750).

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 I-81 VIADUCT PROJECT

Table S-1 (cont’d)

Potential Permits and Approvals
Permit or Approval Approving Agency Regulatory Authority
Protection of Waters / Freshwater NYSDEC NYSDEC/NYSDOT Memorandum of
Wetlands Permit Understanding Regarding ECL Articles 15
and 24 (February 19, 1997); ECL Article 15,
Title 5; 6 NYCRR Part 608; ECL Article 24; 6
NYCRR 663
Consistency with Smart Growth NYSDOT ECL § 6-0101 et seq.
Public Infrastructure Policy Act
Note:
* Community Grid Alternative only.
FHWA = Federal Highway Administration; NYSDOT = New York State Department of Transportation; NYSDEC = New York
State Department of Environmental Conservation; USACE = Army Corps of Engineers; DOI = U.S. Department of Interior;
SHPO = New York State Historic Preservation Office; ACHP = Advisory Council on Historic Preservation; USFWS = U.S. Fish
and Wildlife Service

S.6 SUMMARY OF ALTERNATIVES CONSIDERED AND DISMISSED FROM

FURTHER STUDY
Seventeen potential alternatives (NB, V-1, V-2, V-3, V-4, V-5, SL-1, SL-2, SL-3, DH-1, DH-
2, T-1, T-2, T-3, T-4, O-1, and O-2), several of which were the result of public input (V-5, T-
4, O-1, and O-2), were developed and evaluated during the initial screening presented in the
Scoping Report (April 2015). Seven alternatives were identified for further study: No Build,
V-1, V-2, V-3, SL-1, SL-2, and SL-3. Following the screening, V-1, V-2, and V-3 became
options of one Viaduct Alternative and the Street-level Alternative was renamed the
Community Grid Alternative with two options, CG-1 and CG-2. A summary of Section 3.3
Alternatives Considered and Dismissed from Further Study is provided below:

S.6.1 DEPRESSED HIGHWAY POTENTIAL ALTERNATIVES - SCOPING

REPORT (APRIL 2015)
Potential Alternatives DH-1 and DH-2 failed to address the Project’s needs and to meet the
Project’s purpose and objectives, and would pose difficult constructability considerations.
Both alternatives would remove local street connections between Downtown and Northside,
and it would not be reasonable to provide connections across the highway at every east-west
street. Alternatives DH-1 and DH-2 were not recommended for further study.

S.6.2 OTHER POTENTIAL ALTERNATIVES - SCOPING REPORT (APRIL

2015)
Potential Alternative O-1 and O-2 would require a substantial amount of property acquisition.
Additionally, alternative O-2 would substantially diminish local street connections in the West
Street corridor, thereby failing to meet the Project’s objective to “maintain or enhance the
vehicular, pedestrian, and bicycle connections in the local street network within and near
Downtown Syracuse to allow for connectivity between neighborhoods, business districts, and
other key destinations.” Alternatives O-1 and O-2 were dismissed from further consideration.

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 I-81 VIADUCT PROJECT

S.6.3 POTENTIAL TUNNEL ALTERNATIVES - SCOPING REPORT (APRIL

2015)
Potential Alternatives T-1 and T-2 failed to address the Project’s needs or meet the Project’s
purpose and objectives and are considered unreasonable. Both alternatives would eliminate
several local street connections between Downtown, Northside, and University Hill. Severing
these streets would create about a three-block gap in north-south and east-west vehicular
access, which is inconsistent with the objective to “maintain or enhance the vehicular,
pedestrian, and bicycle connections in the local street network within and near Downtown
Syracuse to allow for connectivity between neighborhoods, business districts, and other key
destinations.”
Alternative T-3 was not recommended for further study because it has many of the same
deficiencies as Alternatives T-1 and T-2: Alternative T-3 failed to address the Project’s needs
or meet the Project’s purpose and objectives, poses difficult constructability considerations,
and has an unreasonable cost of $2.6 billion. In addition, Alternative T-3 would require
acquisition of 55 to 70 buildings, which is considered unreasonable.
Alternative T-4 would address the Project’s needs and meet the Project’s purpose and
objectives and constructability considerations. However, Alternative T-4 would acquire more
than 100 buildings and would cost more than $3 billion, which are both considered
unreasonable. Therefore, Alternative T-4 was dismissed from further consideration.

S.6.4 ADDITIONAL POTENTIAL TUNNEL ALTERNATIVES - TUNNEL

FEASIBILITY STUDY (OCTOBER 2016)
In response to public input after the publication of the Scoping Report, FHWA and NYSDOT
conducted additional engineering and further analyses to determine whether a tunnel
alternative that satisfies the Project’s needs, meets the Project’s purpose and objectives, and
meets the established screening criteria could be developed. Three new potential tunnel
alternatives (T-5, T-6, and T-7) were developed and studied in the Tunnel Feasibility Study
(October 2016).
Potential Alternative T-5 would eliminate the Colvin Street entrance ramp to northbound I-
81; introduce an overpass (East Fayette Street from South Townsend Street to approximately
Forman Avenue would need to be elevated); and eliminate the northbound I-81 ramp from
Harrison Street, a main access point from University Hill to travel north. Alternative T-5 meets
the Project’s purpose, need, and objectives.
However, Alternative T-5 would involve constructability difficulties. Community disruptions,
including impacts to vehicular, pedestrian, and bicycle traffic, are likely as a result of cut-and-
cover tunneling. In addition to relocation of substantial utilities, Alternative T-5 would require
the underpinning of the viaduct, which is nearly 60 years old. This would be a risky operation
with some unknowns (such as the risk of potential lateral movements), adding difficulty to the
construction and at least two to three years to the construction duration. In addition,
Alternative T-5 would temporarily disrupt 15 major road crossings and a railroad crossing.
Alternative T-5 would require the acquisition of 35 properties (34 buildings and one parking
lot). Alternative T-5’s property needs are deemed reasonable. Alternative T-5’s estimated cost

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 I-81 VIADUCT PROJECT

of $3.1 billion is considered unreasonable. For these reasons, Alternative T-5 was dismissed
from further consideration.
Potential Alternative T-6 would eliminate the Colvin Street entrance ramp to northbound I-
81 and require the closure of Willow Street. In addition, Alternative T-6 would require the
closure of Townsend Street between Genesee Street and Harrison Street to accommodate I-
81 ramps to and from the north, and the closure of James Street between Oswego Boulevard
and State Street due to insufficient clearance over the interstate-to-interstate ramps. These two
closures would substantially sever local street connectivity and are not consistent with the
Project’s objective to “maintain or enhance the vehicular, pedestrian, and bicycle connections
in the local street network within and near Downtown Syracuse to allow for connectivity
between neighborhoods, business districts, and other key destinations.” Therefore, Alternative
T-6 does not meet the Project’s purpose, need, and objectives.
Alternative T-6 would require the acquisition of 17 properties (16 buildings and one open
space) and would cost $2.6 billion, both of which are considered unreasonable. For these
reasons, Alternative T-6 was dismissed from further consideration.
Potential Alternative T-7 involves the construction of a high-speed, non-interstate tunnel in
addition to all of the improvements associated with the Community Grid Alternative. The
construction of Alternative T-7 largely would be implemented underground, using a tunnel-
boring machine and sequential excavation method. While there are some risks associated with
all underground construction, the use of these conventional and known tunneling methods
would allow the alternative to pass on constructability. Alternative T-7 would require the
acquisition of 11 properties and would cost $2.5 billion, both of which are considered
unreasonable. For these reasons, Alternative T-7 was dismissed from further consideration.

S.6.5 WSP “I-81 INDEPENDENT FEASIBILITY STUDY” (DECEMBER 2017)

In December 2017, NYSDOT released the WSP “I-81 Independent Feasibility Study” which
was conducted “to ensure that a tunnel and depressed highway were sufficiently analyzed to
assess their feasibility and cost” and to “[examine] alternatives that would adequately provide
for vehicular traffic to replace the existing I-81 viaduct through the center of Syracuse.” This
report was a technical engineering report and did not study the social, economic and
environmental consideration required by NEPA and SEQRA. Under the study’s “Key
Findings and Conclusions” it states that “it would be technically feasible to design and
construct a tunnel alternative that meets the study goals and improve [sic] the transportation
system in the Syracuse Metropolitan Area,” and ultimately identified the Orange Alternative
as the tunnel option with “greatest benefit.”
NYSDOT further developed the “Orange Alternative” and evaluated its potential social,
economic and environmental effects. To accommodate ramps connecting southern Almond
Street to BL 81/I-81 (to and from the south) and ramps connecting northern Almond Street
to I-690 (to and from the west), local street, through traffic would be severed at Washington,
Jackson, and Burt Streets, as well as at Almond Street between Van Buren Street and Burt
Street. Therefore, the Orange tunnel concept would not meet the Project’s objective to
“maintain or enhance the vehicular, pedestrian, and bicycle connections in the local street
network within the project limits in and near Downtown Syracuse to allow for connectivity

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 I-81 VIADUCT PROJECT

between neighborhoods, business districts, and other key destinations.” The concept would
require 17 building acquisitions. The Orange tunnel’s 11-year construction duration and $4.9
billion cost is considered unreasonable. Therefore, the Orange tunnel concept is dismissed
from further study.

S.7 PROJECT COSTS

The estimated total project costs are shown in Table S-2.
Table S-2
Estimated Total Project Costs
Community Grid
Viaduct Alternative Alternative
Construction Cost $1,700,000,000 $1,500,000,000
Design build to include Force Account, CI, Final
$425,000,000 $375,000,000
Design, QC, Site Mobilization (25%)
Award Cost $2,125,000,000 $1,875,000,000
Right-Of-Way (ROW) $43,000,000 $5,500,000
Total Cost Rounded to Nearest $100M $2,200,000,000 $1,900,000,000

S.8 PUBLIC AND AGENCY INVOLVEMENT

S.8.1 PUBLIC INVOLVEMENT ACTIVITIES

Table S-3 lists key milestones and public meetings that have or will occur.
Table S-3
Public Involvement Meetings and Key Milestones
Milestone Date
Publication of Notice of Intent August 26, 2013
Neighborhood Meeting – Toomey Abbott, Syracuse September 25, 2013
Neighborhood Meeting – Dr. Weeks Elementary School, Syracuse October 22, 2013
Neighborhood Meeting – Everson Museum, Syracuse October 23, 2013
Neighborhood Meeting – Fowler High School, Syracuse October 29, 2013
Community Meeting – DeWitt Community Room, DeWitt October 30, 2013
Publication of Initial Scoping Packet November 2013
Scoping Meeting, Oncenter, Syracuse November 13, 2013
Project Update Presentation, Everson Museum, Syracuse May 1, 2014
Publication of Draft Scoping Report June 2014
Stakeholders’ Committee Meeting June 24, 2014
Scoping Meeting, Oncenter, Syracuse June 26, 2014
Neighborhood Meeting – Southwest Community Center, Syracuse July 16, 2014
Neighborhood Meeting – The MOST, Syracuse July 23, 2014
Neighborhood Meeting – HW Smith School, Syracuse July 24, 2014
Neighborhood Meeting – Toomey Abbott, Syracuse July 29, 2014
Neighborhood Meeting – St. Lucy’s, Syracuse July 30, 2014
Neighborhood Meeting – Dr. Weeks Elementary School, Syracuse July 31, 2014

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 I-81 VIADUCT PROJECT

Table S-3 (Cont’d)

Public Involvement Meetings and Key Milestones
Milestone Date
Neighborhood Meeting – St. Peter’s Parish Center, Syracuse July 31, 2014
Publication of Scoping Report April 2015
Capital for a Day, SkyArmory, Syracuse September 30, 2015
Community Meeting, Liverpool Middle School, Liverpool December 3, 2015
Real Property Rights Acquisition Information Sessions June 1 and 2, 2016
335 Montgomery Street, Syracuse
Assumption Church Parish Center, Syracuse
Boys and Girls Club, Syracuse
Stakeholders’ Committee Meeting June 9, 2016
Public Open House, Oncenter, Syracuse October 6, 2016
Neighborhood Meeting – Henninger High School, Syracuse October 18, 2016
Community Meeting – Skaneateles High School, Skaneateles October 19, 2016
Neighborhood Meeting – Grant Middle School, Syracuse October 20, 2016
Neighborhood Meeting – Syracuse Institute of Technology, Syracuse October 26, 2016
Neighborhood Meeting – Fowler High School, Syracuse November 1, 2016
Neighborhood Meeting – Dr. King Elementary School, Syracuse November 3, 2016
Community Meeting – Jamesville-DeWitt High School, DeWitt November 16, 2016
Community Meeting – Cicero-North Syracuse High School, Cicero December 6, 2016
Public Open House TBD
Neighborhood Meetings TBD
Publication of DDR/DEIS TBD
DDR/DEIS/EDPL Public Hearing TBD

In addition, there have been multiple meetings of the Project Stakeholders’ Advisory Working
Groups, Urban Design Technical Advisory Panel, Northside UP I-81 Work Group, as well as
numerous one-on-one or small group meetings with the interested public, stakeholders,
community groups, and elected officials.
Refer to Chapter 9, Agency Coordination and Public Outreach, for more information on
public involvement.

S.8.2 COOPERATING AND PARTICIPATING AGENCY INVOLVEMENT

Cooperating and Participating Agencies are responsible for identifying, as early as practicable,
any issues of concern regarding a project’s potential environmental or socioeconomic effects
that could substantially delay or prevent an agency from granting a permit or other approval.
The following agencies were invited to serve as Cooperating and/or Participating Agencies on
this Project:
 Cooperating Agencies:
- Advisory Council on Historic Preservation
- U.S. Environmental Protection Agency
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- U.S. Army Corps of Engineers

- U.S. Fish and Wildlife Service2
- New York State Office of Parks, Recreation, and Historic Preservation – State Historic
Preservation Office
- New York State Department of Environmental Conservation
 Participating Agencies:
- Onondaga Nation
- Tuscarora Nation
- Syracuse Metropolitan Transportation Council (SMTC)
- CNY Centro, Inc.
- New York, Susquehanna and Western Railway
- Onondaga County
- City of Syracuse
- Town of Cicero
- Town of DeWitt
- Town of Salina
- Village of East Syracuse
- Village of North Syracuse
FHWA and NYSDOT are collaborating with the Cooperating and Participating Agencies in
the preparation of the DDR/DEIS and assessment of effects, including frequent conference
calls with the Cooperating Agencies and a meeting with Participating Agencies. The
Cooperating and Participating Agencies will be notified of the availability of the signed
DDR/DEIS and the Final Design Report/Final Environmental Impact Statement
(FDR/FEIS) and given appropriate comment opportunities. Following the Record of
Decision, NYSDOT would coordinate with the appropriate agencies to complete any
necessary permit(s) for the Project.
The Onondaga and Tuscarora Nations are both Participating Agencies and a Consulting
Parties, the latter for the review of the Project pursuant to Section 106 of the National Historic
Preservation Act (NHPA). FHWA and NYSDOT have invited them to participate in
stakeholder and Section 106 meetings for the Project and have communicated directly with

2 Declined the invitation to participate as a Cooperating Agency.

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them on several occasions.3 This outreach will continue throughout project development, as
needed.

S.9 CONTACT INFORMATION

Individuals may offer comments on the DDR/DEIS in a variety of ways:
 Individuals may submit written comments by mail to:
Mark Frechette, PE, Project Director
New York State Department of Transportation, Region 3
333 East Washington Street
Syracuse, New York 13202
 Or individuals may email comments via the Project’s website: www.i81opportunities.org.
For more information, contact NYSDOT at 315-428-4351 or via the Project’s toll-free hotline,
1-855-I81-TALK (855-481-8255).

3 A Consulting Parties meeting took place on June 29, 2016. A meeting and site visit of the Project Area with the
Onondaga Nation and SHPO was conducted on July 13, 2016. Briefings were also held with the Onondaga
Nation and SHPO on October 7, 2016 and June 13, 2017.

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