frank seabrook - william floyd tunnel; brookhaven, long island to new haven, connecticut

8/9/2019 Frank Seabrook - William Floyd Tunnel; Brookhaven, Long Island to New Haven, Connecticut

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Norwich University Master of Civil Engineering

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Capstone Design Project

Proposed Infrastructure Project

William Floyd Tunnel

Brookhaven to New Haven

By Frank Seabrook

February 16, 2014


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Executive Summary

The following report is a proposal to create a $30.3 billion tunnel that would link Long Island to

Connecticut across the Long Island Sound.

The tunnel would connect Long Islands William Floyd Parkway CR46 to New Havens I-95.

1. William Floyd Parkway would be turned into a 6 lane expressway with service roads,

from its current connection at the Long Island Expressway I-495 (exit 68) to

approximately 3 miles north near the Brookhaven National Laboratory before it

disappears into a tunnel beneath the existing 4 lane parkway.

2. This tunnel would then travel for another 6 miles beneath the existing William Floyd

Parkway to Shoreham before descending 100 ft. beneath the Long Island Sound.

3. Resurfacing on the western portion of New Haven Harbor, this 6 lane expressway would

connect directly to I-95.

4. The tunnel would also connect the Long Island Rail Roads Ronkonkoma Line with

Amtraks Union Avenue Station in New Haven.

There would be many benefits of a cross Long Island Sound connection; among them would be

to strengthen the regions highway and rail, as well as providing an enormous economic stimulus

to the declining economies of both Long Island and Connecticut.

With steep construction costs in the New York Connecticut region, the opportunity to build a

cross Long Island Sound connection would probably come around once. With that in mind, this


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proposal sets out to make the case that a William Floyd Tunnel would be the best location for a

cross Long Island Sound connection.

It is the goal or aim of this report to create an inception point of conversation that will begin a

serious dialogue regarding this regions transportation needs.

Regional Significance

The United States Northeast Corridor; from Washington DC through Baltimore, Philadelphia,

New York, to Boston is the sixth largest economy in the world, with a gross domestic product of

$2.59 trillion and a population of nearly 50 million.

As part of that Northeast Corridor, Long Island is home to almost 3 million people with

Connecticut home to another 3 million. Overall there are 13 million people living in New

England. However even with those numbers; both the Long Island and New England economies

are in decline.

Long Island has a rapidly diminishing number of manufacturing jobs, an aging population, high

taxes, and a lack of affordable housing. Half of the jobs being created are in industries like

restaurants and retail, which offer low wage jobs. The economic life blood is New York City

which forces hundreds of thousands of residents to commute via the Long Island Expressway

and the Long Island Rail Road.


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The economy isnt doing much better in New England. According to Ross Gittell, a New

England Economic Partnership forecast manager, the New England states are continuing to

experience slow growth and a slow recovery of the jobs that were lost in the 2008 to 2009

recession. Weakness in its housing market is anticipated to remain a deterrent to economic

recovery. In addition, all New England states have employment below the U.S. average. [1]

Without some kind of economic stimulus New England will continue to decline, and Long Island

will remain an economic dead end for 3 million people.

The significance of a cross Long Island Sound connection would be more than just economic. It

wasnt long ago when the terrorist attack of September 11, 2001 left Long Island with no escape

routes, since all access points to New York City and the outside world were closed for two long

days. It became evident during that time, that a few ferry services were inadequate means of

providing emergency egress off Long Island.

The regions static economies coupled with real emergency transportation issues are two strong

reasons for Long Island and New England to have a direct connection across the Long Island

Sound.

The reality is that Long Island and New England can no longer afford to be isolated from one

another. Now more than ever, this region needs a connection.


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Background

Over the last fifty years, there have been numerous comprehensive studies regarding bridges and

tunnels linking Long Island to Connecticut across the Long Island Sound.

In 1971, the New York State Department of Transportation (NYSDOT) commissioned the

consulting firm Creighton Hamburg Inc. for a study proposing eight alternative bridge locations.

Of the eight selected in that study, the Shoreham New Haven Bridge alternative was the only

one that would not generate significant noise or air pollution. It would also cause the least

disruption to surrounding communities. [2]

Figure 1: Creighton Hamburg Study (1971), a map of proposed Long Island Sound bridge locations.


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Economics

The Creighton Hamburg Study, as well as others, was conceived because of the need to provide

enhanced improvements to the regional transportation system as well as exploring the economic

benefits from a Long Island Sound crossing.

It was determined by the renowned regional planner Robert Moses that the following would be

the key economic benefits of a cross Long Island Sound connection:

A wider regional market would be available to business enterprises on both sides of the

Sound, thereby creating more favorable conditions for establishment of new businesses

and expansion of older ones.

Employment opportunities would be broader for residents on both sides of the Sound.

Individuals with special skills would have a wider field in which to locate, and there will

be more opportunity to match skills with jobs. As a result, income levels will often rise as

people will be more able to utilize their maximum abilities.

Because the bridge/ tunnel would contribute to a healthy economic development of the

region, it will have a favorable general effect on property values and therefore on the tax

base. Consequently, it will tend to hold down tax rates.

Movement of goods will be an important function of a new bridge/ tunnel. For the first

time, highway access will be available for freight movements to and from Long Island

without the need to overcome New York City congestion. Freight shipments to Long

Island are now charged at a premium rate. Construction of the bridge could result in a

reduction in rates for Long Island shippers and receivers, with a possible favorable effect

on the cost of living as well as on the costs of doing business.


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Construction of a major project of the magnitude of a proposed bridge/ tunnel and its

approaching highways would provide a substantial number of jobs during the period it is

under construction [3]

Additional economic benefits were determined to be:

Time savings for certain trips measured in hours

Traffic relief on I-95, I-495, and several connector routes near New York City

Shipping and business benefits, especially to the Long Island "cul-de-sac"

Tourism, to more accessible areas on both sides of the Sound [4]

Latest Proposals

Sound Link Tunnel

In 2008, Long Island developer Vince Polemini conceived the Sound Link Tunnel which would

carry vehicular traffic beneath the Long Island Sound extending from the intersection of Route

135 and Route 25 (Jericho Turnpike) in Syosset, Nassau County, NY to the intersection of I-287

and I-95 in Rye, Westchester County, NY. The tunnel would comprise of two uni-directional

highway tunnels with three lanes of vehicular traffic in each direction and a centrally located

service tunnel. [5]

Figure 2: Conceptual tunnel alignment for the Sound Link Tunnel, by Long Island Developer Vince Polemini


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UPenn School of Design

Another recent proposal was in 2009 by the University Pennsylvania School of Design. The

university proposed high-speed rail (HSR) tracks from Washington DC to Boston. Part of this

proposal included two-track service between New Yorks Penn-Moynihan Station and Bostons

South Station. To avoid problems of tight curving and constrained alignments through New York

City and Southwestern Connecticut, and also to end the isolation of Long Island from the rest of

the Northeast; new tracks would proceed east from New York to Ronkonkoma, Long Island, then

head north to Port Jefferson before entering a three-track tunnel under the Long Island Sound to

New Haven, Connecticut. [6]

Figure 3: Conceptual tunnel alignment for High Speed Rail, by UPenn School of Design


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Best Location for Tunnel

The Sound Link Tunnel and UPenn proposals were comprehensive, but both were not the most

suitable locations for a cross sound connection; and were either vehicular or rail but not both.

The Sound Link Tunnel proposal would serve to ease traffic congestion in the western Long

Island Sound area, but it would not provide a direct link between Long Island and the heart of

major New England markets.

The UPenn proposal, while putting forth an exhaustive study on linking the entire Northeast

Corridor with high speed rail, chose a poor location for crossing the Long Island Sound. Without

enormous efforts in acquiring private property through eminent domain, getting to a tunnel

located in Port Jefferson from Ronkonkoma would be impossible to access or construct.

As numerous studies have previously shown, if the opportunity for funding only one Long Island

Sound crossing arose, the most beneficial proposal would be a vehicle and rail tunnel from

Shoreham, Long Island to New Haven, Connecticut.

A William Floyd Tunnel should incorporate both vehicular traffic and rail.


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Shoreham New Haven Tunnel

A Shoreham New Haven Tunnel would cross Long Island Sound at its widest point.

Figure 4: Shoreham - New Haven Tunnel, Frank Seabrook, Norwich University

Long Island Tunnel Entrance

Vehicular Tunnel William Floyd Parkway would be turned into a 6 lane expressway with

service roads, from its current connection at the Long Island Expressway I-495 (exit 68) to

approximately 3 miles north near the Brookhaven National Laboratory before it disappears into a

tunnel beneath the existing 4 lane parkway.

The tunnel entrance would be located approximately mile south of Middle Country Road,

Route 25, near the federally owned land at Brookhaven National Laboratory.


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This tunnel would then travel for another 6 miles beneath the existing William Floyd Parkway to

Shoreham before descending 100 ft. beneath the Long Island Sound.

The tunnel would also connect the Long Island Rail Roads Ronkonkoma Line with Amtraks

Union Avenue Station in New Haven.

Resurfacing on the western portion of New Haven Harbor, the 6 lane expressway would connect

directly to I-95.

No public acquisition of private property would be required.

See conceptual image next page.


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Figure 5: Shoreham - New Haven Tunnel. Conceptual 6 lane highway, with service roads and rail connection to the tunnel

entrance. This location is near federally owned land at Brookhaven National laboratory, by Frank Seabrook, Norwich

University.


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Rail Tunnel Would make the connection to existing Long Island Rail Road track near William

Floyd Parkway and proceed northbound to tunnel.

Figure 6: Shoreham - New Haven Tunnel. Conceptual connection to existing LIRR track existing economic centers in Suffolk

County, by Frank Seabrook, Norwich University

Passenger Rail Would connect to LIRR Ronkonkoma Station, which is a major railroad

station and transportation hub along the Main Line of the Long Island Rail Road in

Ronkonkoma, New York. The station is the eastern terminus of the Ronkonkoma Branch and the

western terminus of the Greenport Branch.


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Freight Rail This line of track is already linked to major economic centers.

The Yaphank Rail Terminalis a new 28-acre site that accepts freight loads by using

LIRR tracks. At the time of its inception, the former Brookhaven Town Supervisor Mark

Lesko called the venture an infrastructure game-changer that will help spark future

economic growth and help improve quality of life for all Long Islanders.

Brookhaven National Laboratoryis a multipurpose research institution funded

primarily by the U.S. Department of Energys Office of Science. BNL operates a cutting-

edge large-scale facility for studies in physics, chemistry, biology, medicine, applied

science, and a wide range of advanced technologies. The Laboratory's houses almost

3,000 scientists, engineers, and support staff.

Enterprise Park at Calverton(EPCAL) is 2,900-acre industrial and multipurpose

Enterprise Park, with an active 10,000-foot runway.

The main line of the Long Island Rail Road Ronkonkoma line is also linked to

Macarthur Airport.

With existing transportation and industrial infrastructure already in place, as well as being the

location causing the least disruption to local communities, a William Floyd Tunnel would be the

best location for a cross Sound connection, It would also be a shot in the arm for the Long Island

economy.


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Figure 7: Shoreham - New Haven Tunnel - Conceptual Long Island tunnel connection and route, by Frank Seabrook, Norwich

University


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New Haven Tunnel Entrance

Figure 8: Shoreham / New Haven Tunnel - Conceptual tunnel connections to I-95 and existing rail yards, by Frank Seabrook,

Norwich University

The William Floyd Tunnel would make landfall on the west shore of New Haven Harbor, on a

raised and extended coastal platform protected with jetty stone, rock, and large boulders

strategically placed to prevent erosion and flooding.

Vehicular Tunnel From Long Islands new William Floyd Expressway there would be a direct

connection to the Connecticut Turnpike I-95. Most likely an elevated section of highway would

be needed from the tunnel to the access of I-95.


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Rail Tunnel Rail carrying passengers from the LIRR Ronkonkoma Station and freight from

the manufacturing facilities in EPCAL and Yaphank Rail Yards would make the connection to

existing New Haven track at Amtraks Union Avenue Station. Either an elevated or tunnel track

would be need to access this connection.

An air shaft tower and air treatment plant that services the tunnels would be situated in the south

west portion of the harbor, on a sandy peninsular, protected by another raised and extended

coastal platform.

(To be discussed later - The architecture of the air shaft tower and air treatment plant could

resemble lighthouse facilities to reflect the character of both coastal communities.)

Long Island Sound Geology Geotechnical Investigation

Successful design and construction of any tunnel requires a sound understanding of the geology

and topography. It is therefore necessary to investigate the geotechnical aspects of tunneling

under Long Island Sound.

The Long Island Sound is an estuary of the

Atlantic Ocean, located in the United States

between Connecticut to the north and Long

Island, New York to the south. The mouth of the

Connecticut River at Old Saybrook, Connecticut,

Figure 9: Long Island Sound is shown highlighted in pink

between Connecticut to the north, and Long Island to the

south. Wikipedia


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empties into the sound. On its western end the Sound is bounded by the Bronx and Westchester

County, New York, and connects to the East River. On its eastern end it opens to Block Island

Sound. [7]

Most of the bedrock beneath the Long Island Sound between Shoreham and New Haven is

believed to be composed of metamorphic and igneous rock of pre-Mesozoic age. The bedrock

geologic map of Connecticut (Rodgers, 1985) shows that the Connecticut coast north of the

study area is underlain by Paleozoic granitic and gneissic rocks of the Appalachian orogeny. The

bedrock surface dips southward from the Connecticut coast (Grim and others, 1970) and drill

holes have penetrated granitic gneiss at about 330 m below sea level beneath north-central and

northeastern Long Island (de Laguna, 1963; Pierce and Taylor, 1975).

Figure 10: Geological area beneath proposed Shoreham / New Haven Tunnel, from U.S. Geological Survey


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Coastal-plain strata, composed of unconsolidated and semi-consolidated gravel, sand, silt and

clay of Late Cretaceous age, are present along the north shore of Long Island (Fuller, 1914; Suter

and others, 1949; de Laguna, 1963). These strata uncomfortably overlie the bedrock beneath the

Sound but are not present on the Connecticut coast adjacent to the study area (Grim and others,

1970). [8]

The geological conditions under the Long Island Sound would pose no challenges to

tunnel construction.

Tunnel Cross Section

Based on published references,

the average water depth of the

Long Island Sound is 63, with

variations between 60 to 120.

For the purposes of ground

stability, the top of tunnel will

be kept 100 below the seabed.

The maximum depth of the tunnel therefore would be at least 225

Figure 11: Long Island Sound - Eastern Part, Soundings in Feet, from

the National Oceanic and Atmospheric Administration


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Figure 12: Shoreham / New Haven Tunnel, Conceptual 26 mile Cross Section, by Frank Seabrook, Norwich University

The William Floyd Tunnel would be virtually invisible to residents on both sides of the Long

Island Sound, and upon its completion would be one of the longest vehicular tunnels in the

world.

Tunnel Design

The William Floyd Tunnel would be a quadruple bore 26 mile tunnel.

Figure 13: Shoreham / New Haven Tunnel conceptual design. Not to scale. By Frank Seabrook, Norwich University


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The William Floyd Tunnel would actually consist of four tunnels:

The two vehicle tunnelswill have three lanes of traffic for both north and south bound

traffic. Cars, buses, and tractor trailers would speed through the tunnel with relative ease.

Ensuring minimal traffic congestion, Easy Pass, HOV, and congestion management

programs would offer incentives that lower toll rates for off peak driving.

The central maintenance tunnelwill be used for emergency response and evacuation

purposes. This tunnel would also be used for maintenance vehicles, house ventilation and

utility services, as well as all major mechanical, electrical and plumbing equipment.

A rail tunnelwould be used to carry passengers from the Long Island Rail Road

Ronkonkoma Station to New Havens Union Station. In addition freight could be

transported from existing Long Island industrial centers and rail yards to New England

markets

A Tunnel Control Center would be needed and most likely be located near the tunnel entrance,

probably adjacent to a toll plaza. The control center would consist of the usual transportation

management facilities. Access to the Control Center would be separate from the normal public

access to the tunnel.

A Toll Plaza for both directions of traffic would be best suited for the Shoreham side. On the

New Haven side, a location would be restricted due to the potentially complex ramp

configurations to and from the highways.


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Architectural aesthetics for tunnel entrances and exits, as well as tunnel interior, would create a

driving experience and visual appearance reflective of the local character of Long Island and

Connecticut.

Tunnel Engineering & Construction

The geology of the Long Island Sound governs the constructability of the Shoreham New

Haven Tunnel. The types of ground materials this tunnel would travel through are glacial

deposits of sands, gravels, cobbles, boulders, silts, and clays. This mixed geological medium

would be cut through using tunnel boring machines, or TBMs.

Therefore due to the shape of the TBM,

the tunnels would be a circular.

The TBM, also known as a mole, can bore

through anything from hard rock to sand,

in such a way that the material to be

removed is disintegrated by the

continuous rotation of a group of cutting

tools thrust against the surface of the material at the working face. The cutting tools are mounted

in an arrangement suitable to excavate a tunnel of the required diameter.

Figure 14: Tunnel Boring Machines (TBM) like this would be used to

build the Shoreham / New Haven Tunnel


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The maximum diameter for a TBM is 55 feet. The Shoreham New Haven Tunnel would utilize

that maximum diameter in order to accommodate the Standards for Interstate Highway

requirements for three lane highways.

Excavation and installation of the cross connections between all tunnels and the service will

likely be achieved through the application of in-tunnel ground treatment techniques such as

ground freezing, jet grouting, and pipe umbrellas.

The conceptual excavated diameter of each highway tunnel will be 55, the central service tunnel

and rail tunnels would be 38. With these tunnel dimensions the entire width of the tunnel route

will be approximately 286, assuming a 50 separation between the adjacent tunnels.

Due to the large depth of the tunnel it would be subjected to higher than normal levels of

hydrostatic loads. Even though this would be the one of the largest vehicular tunnels in the

world, there are existing engineering technologies in place to deal with these load levels.

It is anticipated that two TBMs would be located at either end of the tunnel to ensure

completion within a 10 year time frame. Neither the length of the tunnel or geological conditions

under the Long Island Sound will pose challenges to TBM progress.

Engineering Challenges

Designing one of the worlds longest vehicular tunnels would present a few engineering

challenges. Ventilation and safety would be paramount.


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Ventilation- The ventilation requirements for a modern 25 mile tunnel would be complex.

Issues with smoke, gas, dust particles

require ventilation and purification.

Large fans would be needed to draw air

in from both entrances, while polluted

air is expelled through the centrally

located emergency, maintenance, and

ventilation tunnel to air treatment plants on both sides. The plant would remove both dust and

nitrogen dioxide from the tunnel air. Large fans would draw air through the treatment plant,

where dust and soot are removed by an electrostatic filter. Then the air would be drawn through a

large carbon filter which removes the nitrogen dioxide.

Air ducts would be built into the invert of the highway tunnels and into the crown and invert of

the central service tunnel. The service tunnel could also be used for part of the air supply, while

the road tunnels can be used for air exhaust.

The central service tunnel would also be kept pressurized in relation to the highway tunnels,

thereby acting as a safe haven and protected emergency access and egress route.

The tunnel would also be longitudinally ventilated through two air exhaust shafts located away

from the entrances.

Figure 15: Large jet fan systems similar to these would be needed to

ventilate and purify tunnel air, courtesy Panasonic


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The architecture of the air shaft tower and air

treatment plant could resemble lighthouse

facilities to reflect the character of the coastal

community. Tunnel Ventilation Facilities

would be a health and operating necessity.

Modern tunnel ventilating structures are far

different facilities than the massive ventilation

structures of the tunnels of the first half of the

20th century. Individual cars now pollute

drastically less than the vehicles of that period and computer based air modeling permits far

more precise technological planning, including the use of the movement of the vehicle stream as

part of the ventilation strategy.

Like all infrastructure facilities, siting of any ventilation structures needs to be done in

conjunction with community input and to be sensitive to community concerns over air pollution

emissions, possible noise for ventilation equipment and visual design.

This is a process that would be initiated as soon as the preliminary design process begins, to

insure maximum community education, input and participation. [30]

Safety tunnels do not have emergency exits. In a 25 mile tunnel minor situations can quickly

turn catastrophic.

Figure 16: The architecture of the air shaft tower and air

treatment plant could resemble light house facilities.


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Emergency facilities located at each end of the tunnel would be used to minimize response times

in the event of an incident. These facilities would include garage space for emergency vehicles.

In addition there would be a manned emergency response station located at the midpoint of the

central service tunnel to reduce the response time for incidents.

The following tunnel safety measures would also need to be in place.

Emergency phones marked placed every 500 ft. which can contact the police, fire

departments, and hospitals

Fire extinguishers to be placed every 250 ft.

Turning areas for buses and semi-trailers.

Tunnel segmented with three large caverns

Emergency niches every 500 ft.

Photo inspections and counting of all vehicles that enter and exit the tunnel

Video surveillance cameras

Special wiring in the tunnel for the use of radio and mobile phones

Speed cameras

Community Impact

It is important to note that on the Long Island side only a 3 mile segment of existing roadway

will be affected in an area with minimal to no residential communities. While on the Connecticut

side the tunnel surfaces alongside I-95.


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Sound wall barriers similar to that being used on the Long Island Expressway could be used on

the 3 mile segment of William Floyd Parkway.

Still, the impact of large scale construction of this magnitude on the local Long Island and New

Haven communities would be negatively impacted. This would include material and equipment

storage, tunneling debris disposal, and construction noise and vibrations. During the course of

design development solutions to these disturbances would need to be investigated.

It should be noted that key components of any construction project would be to strictly adhere to

all regulatory standards and environmental programs.

With most public projects of this size and magnitude the acquisition of land would be inevitable.

However due to the unique characteristics of both geographic areas, no private land

acquisitions would be necessary.

Environmental Impact

There will be no harm to the Long Island Sound or air quality in local communities.

The depth of the tunnel will be greater than 100 below the floor of the Long Island Sound across

the entire route. Tunnel boring technology will ensure no leakage of sea water or debris into the

tunnel. With that in mind, the tunnel construction will not disturb any of the Sound ecosystem

including seafloor, sea life, beach, or even wetlands.


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Existing air scrubbing technology would remove a high percentage of vehicle emissions from the

air extracted from the tunnel.

Estimated Cost

Estimating this project will be broken into two segments:

1. Tunnel Estimation

(2) vehicle highway tunnels

(1) central maintenance/ emergency egress tunnel

1 rail tunnel

Also includes ventilation tower and building

2. Highway & Rail Estimation and connections to existing infrastructure.

The following means and methods were used to estimate the cost of this project.

Tunnel Estimation

According to renowned tunnel expert Lee W. Abramson, PE, F. ASCE, D. GE; estimating the

cost of tunnel construction is very complex. But after carefully studying the matrices of many

tunnel projects, Mr. Abramson developed the attached graph. This graph lists the percentage of

tunnel cases studied in relation to pricing in US Currency/ Cubic Meter, for the year 2008. It is

often used to determine weighted averages. All costs associated with tunnel construction

projects, including ventilation towers, are factored in to these numbers.


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Figure 17: Tunnel Construction Cost Per Cubic Meters, provided by Lee Abramson, PE, F. ASCE, D. GE

Weighted Average is an average in which each quantity to be averaged is assigned a weight.

These weightings determine the relative importance of each quantity on the average. Weightings

are the equivalent of having that many like items with the same value involved in the average.

[9]

According to this chart, for all tunnel cases studied in the year 2008 the weighted average, or

Average Value = $970 / Cubic Meter.

Next was determining the cubic meters for the four tunnels.

The two vehicle tunnels are 55 ft. in diameter, and 26 miles long.

o 26 miles = 137,280 ft.


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o Volume of a Cylinder = rh (h is synonymous with length)

o Volume = (3.14) (27.5) (137,280)

o Volume = 325,988,520 cubic feet multiplied by 2 tunnels = 651,977,040 cf

o 651,977,040 cf = 18,461,933 cubic meters

o Volume of two vehicle tunnels = 18,461,933 cm

The maintenance and rail tunnels are both 38 ft. in diameter, and 26 miles long

o 26 miles = 137,280 ft.

o

Volume of a Cylinder = rh (h is synonymous with length)

o Volume = (3.14) (19) (137,280)

o Volume = 155,612,371 multiplied by two tunnels = 311,224,742 cf

o 311,224,742 cf = 8,812,903 cm

o Volume of Maintenance/ Emergency Tunnel and Rail Tunnel = 8,812,903 cm

Total Tunnel volume = 27,274,836 cm

o $970 per 27,274,836 cm = $26,429,316,084

o Tunnel Cost = $26.5 Billion (2008 value)

Total Tunnel Cost = $28.7 Billion(adjusted for inflation)

Highway, Rail, and Infrastructure Connections Estimation

Estimating this project will be broken into two segments;


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1. Highway connections to tunnel:

New Haven Connection to existing I95 from tunnel

o Distance = mile

Long Island Connection to existing 495 from tunnel

o Distance = 3 miles

2. Rail connections to tunnel:

New Haven Connection to existing rail yards from tunnel

o

Distance = mile

Long Island Connection to existing LIRR from tunnel

o Distance = 5 miles

The following means and methods were used to estimate the cost of this project. By researching

published sources into the cost of highway construction of similar projects and to try and

compare project costs.

Tunnel Highway Connection to New Haven, I-95

The New Haven highway connection to I95 would be relatively short in miles; however it would

be a complex connection to an extremely busy highway utilizing elevated approaches.

A similar project completed in 2010, the I-4/Selmon Expressway Connector in Tampa, Florida

connected two highways on a mile stretch of road cost $421 million [10]; adjusting for inflation

that would be a current cost of $450 million.


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Another similar project is a 2008 highway connection in Maryland that cost $560 million. [11];

adjusting for inflation that project would currently cost $606 million.

With the complexity of traffic related issues on the New Haven stretch of I-95 combined with

construction costs in the New York tri-state area, the cost of a tunnel highway connection in this

region could be estimated at $1 billion.

Tunnel Highway Connection to I-495, Long Island Expressway

This 3 miles long highway connection would be constructed in a rural area not currently

congested with heavy traffic.

According to a 2006 report, the cost to construct one lane-mile of a typical 4-lane divided

highway can range from $3.1 million to $9.1 million per lane-mile in rural areas depending on

terrain type. The costs provided are per lane-mile. To obtain the cost for a section of roadway the

cost would need to be multiplied by the number of lanes on the roadway section. Also,

comparisons were used with similar projects to establish a range. [15]

Using this formula using an average of $6.1 million per lane-mile x 6 lanes = $36 million

$36 million x 3 miles = $108 million

Adjusting to inflation, the 2014 value of this tunnel highway connection project would be $125.3

million.


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Another report established the cost of New York area highway construction at $36 million per

mile (20110. [16] Adjusting that cost to inflation would bring it to $37 million per mile.

$37 million x 3 miles = $111,000

This highway stretch could be estimated at $125 million

Tunnel Rail Connection to New Haven, Rail Yards

This would be only a mile rail connection but it would have to be elevated above existing

dense infrastructure.

Three sources of heavy rail construction costs vary from $50 million per mile through open

space [12], to $200 million per mile for cities [13], and $250 million per mile [14] for extremely

dense urban areas.

A cost for constructing this mile rail connection in this geographic region could be estimated

at $200 million.

Tunnel Rail Connection to LIRR

This 5 mile track would be constructed in a rural area with virtually no infrastructure in the way.

Based upon the previously noted sources [12], this section could be estimated at $50 million per

mile. $50 million x 5 miles = $250 million


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Project Costs

Tunnel Cost = $28.7 Billion

Tunnel Highway Connection to New Haven, I-95 = $1 Billion

Tunnel Highway Connection to Rt495, Long Island Expressway = $125 million

Tunnel Rail Connection to New Haven, Rail Yards = $200 million

Tunnel Rail Connection to LIRR = $250 million

Total Project Cost = $30.3 Billion

Financing Options

Numerous ways of financing a $30.3 billion regional infrastructure project would need to be

explored.

Public-Private Partnerships

There are currently more public-private partnership PPP projects in the procurement phase in

the United States than ever before.

In just the last 18 months, six major PPP projects have reached financial close and several more

are currently at advanced procurement phases.

The PPP market is expected continued growth due to three factors:


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Increased federal government support for PPP transportation projects, notwithstanding

the federal budget cutbacks in other areas.

Adoption of a fast-track approval process for major infrastructure projects.

Possibility that Congress may authorize a national infrastructure bank or similar type of

entity.

Most transportation experts agree that a new paradigm for PPPs is needed in the US, which

transfers more of the operational and financing risks to the private sector. The United States need

to see more ambitious financing initiatives for highway construction. [17]

Transportation Infrastructure Finance and Innovation Act

The Transportation Infrastructure Finance and Innovation Act, a 1998 statute called TIFIA is

administered by the US Department of Transportation and provides federal direct loans, loan

guarantees and credit support for a wide variety of transportation projects, including highway

and transit projects.

TIFIA established a credit program for eligible transportation projects of national or regional

significance under which the USDOT may provide three forms of credit assistance

1. secured (direct) loans

2. loan guarantees

3.

stand by lines of credit.

This provides attractive capital funding as it provides below-market funding or a guarantee for

subordinate debt with attractive repayment terms. [18]


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United States Department of Transportation

Under existing federal law, the Shoreham New Haven Tunnel could be eligible for the

Department of Transportations USDOT, tax-exempt, private-activity bond financing program.

Under this program, the USDOT may allocate up to $15 billion in exempt facility bonds which

are not subject to state caps.

National Infrastructure Reinvestment Bank

Another financing alternative could be the renewed idea of a National Infrastructure

Reinvestment Bank. The Bank would complement existing federal programs to fund

infrastructure, such as the Highway Trust Fund or State Revolving Funds. The infrastructure

funding would be used as leverage to lure private sector investments that could reap as much as

$300 billion in new transportation projects.

This bank has been dubbed the Building and Renewing Infrastructure for Development and

Growth in Employment (BRIDGE) Act, and is currently advancing its way through the U.S.

Senate. [19]

Federal Highway Administration

This project could also seek funding and project support from the Federal Highway

Administration loan guarantee program.

MTA & Amtrack

MTA Capital Construction and Amtrack NEC Capital Investment Programs


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Private Financing

Private financing would require state legislation. Key requirements of this legislation would

have to include the following:

The ability of the private sector to advance an unsolicited proposal for transportation

improvements that meet a public need and are currently not funded

The ability of the private development entity to enter into a long-term lease agreement

under which the project will be operated and then turned over to the public sponsor at the

end of its term

The ability of the state to use its eminent domain powers to secure necessary rights of

way for project development (In this case, the need for eminent domain would be

nonexistent)

The right for the private developer to charge tolls for usage of the transportation facility

subject to limitations established in the legislation. [20]

A proposed plan

Once the financing vehicle is selected, the terms of this undertaking would need to deliver a

proposed plan for project funding based upon:

detailed traffic and revenue studies projecting the use and toll revenues

assumed toll rate schedules

a fixed-price, design-build contract amount

projected costs of operation and maintenance


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Public Comments

After presenting this report and meeting with several leaders in the Long Island business,

environmental, and political communities, the following are their public comments.

Kevin Law: President and Chief Executive Officer, Long Island Association

"The MTA continues to demonstrate an inability to get the new East Side Access tunnel

completed on time and within the original budget, and every year another year and another

billion dollars are added to this project all which may diminish the public appetite for another big

dig.

Better connecting the LI economy to the New England economy would only strengthen our

region and all cross-sound possibilities should be explored. I trust you engineers can figure out

how best to cross the sound but figuring out how it gets paid for will be the bigger challenge."

Note: The Long Island Association(LIA) is the leading business organization in the Long

Island region. The LIA's membership is comprised of small and large businesses, technology and

manufacturing companies, universities, financial service firms, banks, credit unions, hospitals,

media companies and sole proprietors which together employ two-thirds of Long Island's

workforce.

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Mitchell H. Pally: member of the board of directors Metropolitan Transportation Authority and

former chief counsel to the New York State Senate Committee on Transportation, also CEO of

Long Island Builders Institute.


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For many years, the thought of a Long Island to Connecticut transportation connection has been

in the eyes and ears of many transportation planners in our region. The current report provides a

new set of guideposts for our region to discuss this very important option in a coherent and

comprehensive manner, based upon current technology. I am very hopeful that the new report

will lead our region into a deliberate discussion of the transportation, economic and

environmental options which lay at the cornerstone of this very important project.

Note:The Metropolitan Transportation Authorityis North America's largest transportation

network, serving a population of 15.1 million people in the 5,000-square-mile area fanning out

from New York City through Long Island, southeastern New York State, and Connecticut.

The Long Island Builders Institute, formed in 1941, is an association of building industry

professionals who are dedicated to making Long Island a better place to live and work, by

creating a balance between the economy, the environment and development opportunities for all

our communities and our residents.

---------------------------------------------------------------------------------------------------------------------

Richard Amper: Executive Director of Long Island Pine Barrens Society

"The proposed project would travel through the Long Island Pine barrens and require clearing of

protected woodlands. This impact should be further addressed."


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Note: The Long Island Pine Barrens Societyis an environmental education and advocacy

organization focusing on protecting drinking water and preserving open space, especially in

Long Islands Pine Barrens.

---------------------------------------------------------------------------------------------------------------------

Duayne Gregory:Suffolk County Legislator, Presiding Officer

I would like to say that I think this project would be a game changer for the Long Island

economy by interconnecting New York and Connecticut regions. This link would promote and

make more accessible regional tourism and commercial transportation of goods. This is a project

that I hope would get regional support.

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Eric Alexander:Vision Long Island

A great deal of additional study is needed to properly vet this $30 billion project concept.

The type of analysis that would provide value would be to quantify the economic benefits in the

areas of reduced VMTs, increased rail activity and potential expansion of industrial areas and

small business parcels. The resulting tax benefits from the potential build out in the surrounding

catchment area would be worth exploring as well.

A better understanding of actual impacts to our local economy and tax base would provide a

more rational conversation in the public outreach stage.


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In addition to reviewing the economic indicators it would be worthy to review the reduction of

greenhouse gasses due to the shortened off island trips. Other energy efficient and

environmentally sensitive methods of construction would need to be employed through the build

out process to ensure sensitivity to Suffolks environmental impacts from a project of this scale.

In addition we would want to know how the build out of the tunnel would impact sea life, our

coastal waters and groundwater.

From a transportation planning perspective you are correct to have four tunnels, two for auto

travel, one emergency access and the last one for passenger and freight rail. Synching up with

NYMTC project vetting would be useful for your concept as they are the planning agency for all

public transportation investments in the region.

While many Eastern Suffolk County residents would likely oppose a project that in theory will

compromise the rural and bucolic quality of life we are pleased that you put this idea forward.

The location to the entrance of the tunnel is wise since the potential growth at BNL can provide a

direct connection and the land exists for this type of a transportation HUB with minimal impact

north of NYS 25.

We would encourage a project concept like this to be fully vetted with engineering studies in the

earliest stages to see if the economic, environmental and transportation benefits trump the

community and sub-regional impacts.

I have discussed this with two environmental leaders on Long Island and there is consensus on a

number of the questions that were raised above.


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Note: Vision Long Islandadvances more livable, economically sustainable, and

environmentally responsible growth on Long Island through Smart Growth. Smart Growth

focuses on infill, re-development, and open space preservation. It supports mixed-use, mixed-

income communities that are convenient, attractive, pedestrian-friendly, and that make

affordable housing and public transportation desirable and realistic.

---------------------------------------------------------------------------------------------------------------------

New York State Senator Lee Zeldin:

"I have always supported the idea of constructing a tunnel or bridge between Long Island and

Connecticut if economically feasible. I am also well aware of the need to ensure the proper

infrastructure on the mainland on each side. It is also very important to consider the feedback of

the community most directly impacted on both sides of the tunnel/bridge."


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Conclusion:

The planning and engineering of a $30.3 billion tunnel requires a much greater effort than one

person could put forth during an 11 week course of study.

The public comments offered a telling glimpse of what would require more in depth planning

and analysis. Particularly in regards to how the proposed tunnel would affect the drinking water

supply in the Long Island Pine Barrens.

Another obvious aspect would be how to acquire the financing. How to come up with the $30

billion may be harder to figure out how to keep the drinking water safe.

It is my hope that this report will act as the starting point for a renewed meaningful dialogue of

the need for a cross Long Island Sound connection.


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frank seabrook - william floyd tunnel; brookhaven, long island to new haven, connecticut

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