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Daniel Patrick Moynihan Interstate Highway 86
(Corridor 36)
Routing
Interstate 86 is a planned Interstate upgrade to New York State Route 17 along the Southern Tier Expressway and the Quickway. Upgrades are currently ongoing along New York 17, and the first signs are expected along the western sections in November 1999. Other segments of future Interstate 86 will be signed as various segments of New York 17 are upgraded to Interstate standards. NYSDOT anticipates that these improvements will be completed by 2012.
Interstate 86 in Idaho
The Western Interstate 86 currently runs from Rupert to Pocatello in Idaho. Although U.S. 30 between Pocatello and Granger Junction, Wyoming, was submitted for inclusion in the Interstate Highway System in 1956, it was not accepted. It does not seem likely that this stretch will become Interstate any time soon, either.
History and Future of the Route Number
Back in the 1960s, 1970s, and early 1980s, Interstate 86 was the portion of current Interstate 84 between Hartford, Connecticut, and Interstate 90 west of Worcester, Massachusetts. At that time, Interstate 84 was supposed to cross the state of Connecticut and enter Providence, Rhode Island.
However, plans for Interstate 84 across Connecticut were scrapped when environmentalists sued the state. Although the environmentalists ultimately lost the lawsuit, the costs escalated to the point that the state of Connecticut decided not to build the Interstate. So Interstate 86 was decommissioned and renumbered as part of Interstate 84. An extension of current Interstate 384 (current designation of the western-most leg of former Interstate 84) is not impossible, but it would be costly.
So the net result is, Interstate 86 is only in Idaho, although it had two segments (like Interstate 84 and Interstate 88) at one time in the early 1980s. For more on Interstate 84 and Interstate 86, please check out Scott Oglesby's Interstate 86 in Connecticut page (this link is via the Connecticut Roads web page).
Now, in 1998, Interstate 86 is planned in New York and Pennsylvania, with no connection to the Idaho route. New York Route 17, the Southern Tier Expressway, is planned to get the Interstate 86 moniker, "as fast as the signs can go up" (in the words of one politician). The first segments of Interstate 86 signed along sections of Interstate-standard New York 17 on Friday, December 3, 1999. Other sections that are not up to Interstate standards will be added to the Interstate 86 designation. Plans currently call for this upgrade to occur over the next decade.
Interstate 86 is part of the TEA-21 bill as High Priority Corridor 36. Before we discuss Corridor 36 in depth, let's look at the three items that have led to the designation: an intern for Senator Patrick Moynihan, the Senate ISTEA Reauthorization Bill and the Roads and Bridges Interstate 2000 article.
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Background of Interstate 86
Interstate 86 was a proposal four decades in the making. "In 1955, when the original plans were developed for the interstate system in New York, state officials wanted Route 17 to be the main east-west Interstate route. It should never have taken 43 years," said Sen. Daniel Patrick Moynihan, D-N.Y., who sponsored the provision creating Interstate 86 with Sen. Alfonse D'Amato, R-N.Y. "Finally we have done it. The Southern Tier will be neglected no longer by our nation's Interstate system."
The idea for creating Interstate 86 was revived in 1996 by a student from the University of Pennsylvania, Samara Barend of Vestal, who hammered her idea into shape during an internship with Moynihan's office. She quickly picked up support from the transportation committee of Facing Our Future, a grassroots effort coordinated by the Press and Sun-Bulletin to jump-start the region's economy. Through contacts at various local, state, and federal governmental organizations, she was able to secure support. The key was in obtaining an Interstate designation for the section of Interstate standard New York State Route 17, then worrying about upgrading the rest of the highway to those standards afterward.
In addition to Samara Barend's two and a half year crusade to create Interstate 86, professional engineers also recognized the need for Interstate 86 across the Southern Tier of New York State. In the Roads & Bridges "Interstate 2000" article of 1997, Interstate 86 is described as follows:
Interstate 86 -- New York to Erie: This route, much of which already meets Interstate standards, would generally follow New York 17 from I-87 in Orange County, New York, to I-90 in the Erie area. It would provide needed additional capacity from the east to the midwest. Approximately 100 miles of construction and upgrade would be necessary.
The idea of an Interstate 86 in New York State gained popularity, and Senator Moynihan backed the cause. With his clout in the Senate, Interstate 86 was granted an entire section in the first draft of the ISTEA Reauthorization package. The ISTEA Reauthorization bill was approved by the Senate in mid-March 1998. Most of the reauthorization bill was collapsed into the TEA-21 bill in June 1998, but the section devoted to Interstate 86 was not included. The wording shows how strongly the Senate wanted New York 17 to be included as an Interstate highway. Courtesy of Thomas Library of Congress on the Internet, here's the content of that section:
S.1173 - Intermodal Surface Transportation Efficiency Act of 1997 (Reported in the Senate)
SEC. 1801. DESIGNATION OF PORTION OF STATE ROUTE 17 IN NEW YORK AND PENNSYLVANIA AS INTERSTATE ROUTE 86.
(a) IN GENERAL- Subject to subsection (b)(2), notwithstanding section 103(c), the portion of State Route 17 located between the junction of State Route 17 and Interstate Route 87 in Harriman, New York, and the junction of State Route 17 and Interstate Route 90 near Erie, Pennsylvania, is designated as Interstate Route 86.
(b) SUBSTANDARD FEATURES- (1) UPGRADING- Each segment of State Route 17 described in subsection (a) that does not substantially meet the Interstate System design standards under section 109(b) of title 23, United States Code, in effect on the date of enactment of this Act shall be upgraded in accordance with plans and schedules developed by the applicable State.
(2) DESIGNATION- Each segment of State Route 17 that on the date of enactment of this Act is not at least 4 lanes wide, separated by a median, access-controlled, and grade-separated shall--
(A) be designated as a future Interstate System route; and
(B) become part of Interstate Route 86 at such time as the Secretary determines that the segment substantially meets the Interstate System design standards described in paragraph (1).
(1) MILEAGE LIMITATION- The mileage of Interstate Route 86 designated under subsection (a) shall not be charged against the limitation established by section 103(c)(2) of title 23, United States Code.
(2) FEDERAL FINANCIAL RESPONSIBILITY-
(A) IN GENERAL- Subject to subparagraph (B), the designation of Interstate Route 86 under subsection (a) shall not create increased Federal financial responsibility with respect to the designated Route.
(B) USE OF CERTAIN FUNDS- A State may use funds available to the State under paragraphs (1) and (3) of section 104(b) of title 23, United States Code, to eliminate substandard features of, and to resurface, restore, rehabilitate, or reconstruct, any portion of the designated Route.
As mentioned above, the above language was not included in the TEA-21 bill. Instead, New York 17 was made High Priority Corridor 36 in the compromise bill between the House and the Senate. There was one crucial component lacking, however: TEA-21 did not designate New York 17 as Interstate 86. A technical corrections bill was introduced in the House and Senate shortly after President Clinton signed TEA-21 that would require Corridor 36 to be designated as Interstate 86 in language similar to the language that so designates Interstate 69 and Interstate 99.
With the passage of TEA-21, over 360 miles of New York 17 will immediately become Interstate 86 as they are up to Interstate standard. The remainder of New York 17 will be desingated as Interstate as various sections of the highway are brought up Interstate standard. The map below shows the sections of New York 17 that require upgrading. TEA-21 gives New York about $90 million over the next six years to improve New York 17 to Interstate standards, particularly portions in Windsor and near Elmira.
The next stage is planning the conversion from New York 17 to Interstate 86. By the end of 1998, the federal government will tell New York how to complete the conversion, although there is no official timetable or deadline to actually bring the entire 373-mile-long highway up to standards. The FHWA and NYSDOT are working together during June and July 1998 to determine which sections of New York 17 can be signed as Interstate 86.
For more information, go to Steve Anderson's excellent Interstate 86 web page.
Dave Morford offers some additional
comments on New York 17/Future Interstate 86:
I have noticed that some of the NY 17 shields are in very bad shape (I believe they are the originals installed in 1972 when the sections in Binghamton and westward were completed) and have been wondering if the state is waiting to get official word to tear them down and install new Interstate 86 markers.
In Middletown, near the Interstate 84/Rt 17 interchange, the change to Interstate 86 has made quite a story in the local paper. The state apparently claimed that they were conducting surveys on the amount and type of new signage needed and the placement of the signs. This article also said that the signs would go up as soon as they had been manufactured, probably a few months. This appeared in the paper about a month ago.
I also think the main interchange near Binghamton will be a bit confusing for passing motorists when the signs have Interstate 81, Interstate 86, and Interstate 88 all going off in different directions. The worst problem will be eastbound at Binghamton when travelers will have to decide between Interstate 88 and Interstate 86 East. Even now the interchange causes accidents and confusion as people jockey for the correct lane. The situation in complicated by U.S. 11, the Chenango River, and NY-7 all are passing under the interstate and adding options for the driver (well, not the river!).
Also, due to the river and Mt. Prospect, the road is undergoing a severe curve just before the interchange adding stress to the situation. I know the state has been studying the situation and has even considered tunnels through the mountain to straighten the road. I think they settled on a design to have four terraces cut into the mountain to try to soften the curve. As far as I know the project has not been funded and has no completion date.
Also, my source at the N.Y.S. DOT said that the upgrade project in the Windsor area has been delayed for a year. I recently drove through there and many of the buildings and properties along that stretch have clearly been abandoned. A few of the businesses are still operating along with a church. I saw no signs of construction, not even any survey stakes.
The one thing that surprised me was the overwhelming support the [Interstate 86] project received, even by the residents and business owners (MANY of them - this turned into a thriving little commercial strip over the years) who will be moved. With only a few exceptions, even they admitted that it was time to upgrade this very dangerous stretch of road. They interviewed residents who had been hit getting out of their driveways and business owners who had witnessed horrible, multiple fatality accidents over the years. This is one stretch of road where the NIMBY syndrome will probably not be a factor. This is what makes the delay more curious.
The stretch further east, between Deposit and Hancock, may be more of a problem for the state by the NIMBY's. This is outside of the Binghamton metro area, has considerably less traffic, and has some vocal critics. The road here parallels the east branch of the Delaware river and is quite rural and scenic. Property owners are concerned that they could be cut off from their land. One New York City resident said he bought land and a house as his retirement property. Personally, I can't imagine buying property along that road and not realizing that they would some day upgrade the highway. I'm sure the road will be upgraded here, but it will take time to get it through and appease the property owners, even though they should have seen it coming.
It sounds as though it's going to take time for the conversion. I would think that they could slap the I-86 signs up on all of the highway except in the sections with at grade intersections. In those areas, they could use the TEMP Interstate 86 markers, similar to what they used out west during the 1960s and 1970s. It's interesting that the old Rt. 17 signs will be in place for the forseeable future. It will take many years to upgrade the sections near Elmira that need work.
Another interesting point is the posting of "future Interstate 86" signs. I just saw a spot on the local TV news showing video of the signs near Owego. They also said that the western section of the road will be posted as Interstate 86 first.
The upgrade work required to bring New York 17 to Interstate standards will include removing some intersections and replacing them with interchanges. Near Elmira, some of these include (thanks to Mark Sinsabaugh):
- Kahler Rd. (Near Chemung Co. Airport...Westernmost At Grade Intersection): Nothing's been done yet, although some talk of an interchange has come up.
- Horseheads: Talk of rebuilding NY 17 through the village has resurfaced following a fatal accident at the Grand Central Ave. intersection last month. Based on public opinion, it appears the road will be elevated.
- Lowman Crossover (Future Exit 58): Currently being rebuilt. I don't know what the status of the nearby Chemung CR 2 intersection is.
There are also several at grade intersections along the Quickway section between Binghamton and the Interstate 87 Thruway, including "Exit 98". The East Water St. bridge (Exit 57 WB) is now closed until 2001 for replacement. Once completed, the Jerusalem Hill Rd. bridge (Exit 57 EB) will close until 2003.
As of early September, 1997, NYSDOT has placed Interstate-style milemarkers along New York 17. This may be in preparation for designation as Interstate 86. Also, the road is not Interstate standard in several spots. However, construction is underway or planned in several spots along NY 17 to bring the road up to standard. One recently completed stretch of NY 17 is in the Corning-Elmira area.
David J. Greenberger, drove N.Y. 17 on January 5, 1998, and he brought back this report:
A few weeks ago I drove PA/NY 17 from the Interstate 90 junction to exit 54 (NY 13 in the Horseheads/Elmira area), and a week ago I drove NY 17 from exit 65 (NY 17C in Owego) to exit 130A (US 6 about a mile before the Thruway toll plaza), so I've seen quite a bit of this road lately.
The entire road, from Interstate 90 near Erie, PA to the NYS Thruway/Interstate 87 at Harriman, is four-lane, divided (except for the six-lane section in the Binghamton area and various climber lanes in the Catskills). The speed limit on the short PA portion is 65. At the NY border, with no fanfare, it drops to 55. (I didn't even notice until a few miles later.) Around the Chautauqua Lake bridge it goes up to 65 and remains that way until the US 15 junction near Corning, where it drops to 55. Other than a short stretch between exits 53 and 54 with three traffic lights in rapid succession, where the speed limit drops to 40, it remains at 55 to the end. Traffic between Interstate 90 and Interstate 390 is very light, and it's usually pretty light between Interstate 81 and Liberty or thereabouts, at which point traffic between the Catskills and NYC begins to take over.
Why the brief 55 limit between the PA border and Chautauqua Lake? From what I recall, when the state first introduced the raised 65 limit in areas, it was on a trial basis in a handful of locations, including NY 17 between Corning and Chautauqua Lake. (Since NY 17, until recently, was two-lane undivided west of Chautauqua Lake, a 65 limit would not make sense there. It is interesting to note that NY 17 is the only non-Interstate with a 65 limit in NY, although not terribly surprising as it is the only rural expressway in the state that is not an Interstate.) The trial period has not yet ended, so no new roads are eligible. I believe it will be ending shortly, and I assume the "missing piece" of NY 17 will be added.
The state has apparently been repaving much of NY 17 east of Binghamton piece by piece (I wouldn't be surprised if what's being replaced is original Quickway pavement), and in the process has been installing shoulder rumble strips. This has been happening for years, long before the future Interstate 86 status was known (to the public, at least). This is presumably for safety reasons, regardless of the official status of the road, and is in general a good idea. There are still many parts of the road that fall well below Interstate standards. In particular, there are a good number of at-grade intersections in areas, including a few miles near Binghamton with private driveways abutting the highway, with no left-turn lane but with a break in the median barrier for each driveway, and a handful of traffic lights, one of which is even signed as an exit (exit 98, Parksville/Cooley, if you're interested). Before we start worrying about rumble strips, the road's not going to become Interstate 86 until the driveways and traffic lights are gone. Does anyone know what the plans are for these spots?
In late March 1998, Moynihan said that a 60-mile section between Binghamton and the Sullivan County line also might qualify for $60 million from the Appalachian Development Highway System. Parts of New York's Southern Tier are included in the Appalachian region which qualifies for special federal aid for development in economically distressed counties. But even with that money, New York will be $168 million short of what the state says is needed to bring all of Route 17 up to Interstate standards.
As of May 1998, the plans are to upgrade the section of NY Route 17 immediately east of Binghamton (after the split from Interstate 81) -- which has at-grade intersections and driveways -- to Interstate standards over the next few years. The project has been designed and funded, with some preliminary work, including buying property, already underway. This project will upgrade the highway from Interstate 81 to Exit 78. My understanding of the design of the project is that it will completely bypass the old road, not upgrade the existing highway.
NY 17 around Elmira-Horseheads will also be upgraded. In 1993, a preliminary engineering report included three basic possible plans for making NY 17 into an Interstate-compatible freeway: (1) Elevated hwy at present location, (2) depressed hwy at present location, or (3) create new highway through Elmira Heights and leave the present NY 17 at-grade intersections as is (creating a Bus 17).
The other two eastern sections of highway with at-grade intersections (between Deposit and Hancock and near Parksville) have not been funded, although the design work is apparently complete.
Extending Interstate 86 East of Harriman
It is likely that Interstate 86 will not be extended past Interstate 87 for some time, but there are always possibilities. Steve Anderson has an old 1969 map copied from the New York Public Library and published by the Tri-State Transportation Commission. This map shows both existing and proposed routes. The proposed routes are further broken down into "priority" and "long-range."
This map shows a "long-range" proposed limited-access route from Harriman, NY (at the end of the current NY 17, soon to be Interstate 86) to New Haven, CT. This route would have paralleled Interstate 95 and CT 15, north of CT 15 (the Merritt Parkway). The final couple of miles of this proposed route would have used the limited-access CT 34 in downtown New Haven. The proposed route would have provided a third limited-access route through Fairfield and New Haven counties, and could be a candidate for an extended Interstate 86.
The 1969 map has two sections. The large-scale map has routes either existing or under construction as of 1969. A smaller map has "priority" and "long-range" proposed routes, and because of the small size, does not provide much detail on possible alignments. But the New York 17 eastern extension proposal toward New Haven would most likely have been through the Bear Mountain-West Point area, south of the current Interstate 84.
However, Connecticut had an Interstate 86 from 1968 to 1984, and it is unlikely residents of southwest Connecticut would appreciate resurrecting this number. In addition, it is unclear what, if any, status this proposed extension currently has. My guess is that this proposal is dead, since it was presented during the dying days of the freeway building era of the 1950s and 1960s.
Paul Schlichtman suggests that if N.Y. 17 gets the Interstate 86 designation, Interstate 86 shouldn't end at Harriman. He thinks, "It should join the Thruway, then continue on that east-west segment of the Thruway across the Tappan Zee Bridge, then replace Interstate 287 on the Cross-Westchester Expressway. This would provide a direct Interstate route from the Long Island Sound to Lake Erie. Meanwhile, Route 17 should not disappear. The old sections of 17 that were renumbered at 417 should get their old NY-17 designation restored, and an effort to maintain Route 17 on the old alignment would be desirable."
Page Updated June 9, 2002.
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